Beechcraft 1900 MM (Reference Use Only)

Model 1900/1900C Airliner
(UA-1 and After)

(UB-1 and After)
(UC-1 and After)
Maintenance Manual
Volume 1
Introduction thru Chapter 28
Copyright © 2017 Beechcraft Corporation. All rights reserved. Hawker and Beechcraft are trademarks of
Beechcraft Corporation.
P/N 114-590021-7 P/N 114-590021-7C12

Issued: November 12, 1982 Revised: January 1, 2017
Published by
Beechcraft Corporation
P.O. Box 85
Wichita, Kansas
67201-0085 USA
The export of these commodities, technology or software are subject to the US Export
Administration Regulations. Diversion contrary to US law is prohibited. For guidance on export
control requirements, contact the Commerce Department’s Bureau of Export Administration at
202-482-4811 or visit the US Department of Commerce website.
MODEL 1900/1900C AIRLINER MAINTENANCE MANUAL
LIST OF EFFECTIVE REVISIONS
Part Number Date Chapters Affected

114-590021-7C November 1, 2009 All (Reissue)
114-590021-7C1 February 1, 2010 Introduction, 04, 05, 12, 27, 33 and 56
114-590021-7C2 May 1, 2010 Introduction, 04, 05, 06, 11, 12, 20, 32,
33, 39, 52, 56, 57, 71, 73, 76, 77 and 91
114-590021-7C3 August 1, 2010 Introduction, 05, 12, 32, 54, 61, 73 and
79
114-590021-7C4 November 1, 2010 Introduction, 20, 21, 28, 61, 76, 79
and 91
114-590021-7C5 May 1, 2011 Introduction, 05, 12, 21, 24, 25, 27, 28,
32, 52, 57 and 91
114-590021-7C6 November 1, 2011 05, 27, and 91
114-590021-7C7 May 1, 2012 05, 20, 26, 27, 28, 32, 33 and 34
114-590021-7C8 August 1, 2012 05, 27 and 32
114-590021-7C9 November 1, 2012 05, 20, 28, 30 and 55
114-590021-7C10 November 1, 2013 Introduction, 05, 06, 12, 20, 21, 24, 27,
28, 32, 52, and 56
114-590021-7C11 November 1, 2015 27
114-590021-7C12 January 1, 2017 39
C12
A
List of Effective Pages

Section PAGE DATE
Title Page (Vol 1) Jan 1/17
Logo Page
Title Page (Vol 2) Jan 1/17
Logo Page
“A” Page C12
“B” Page C12
Introduction 1 thru 18 Nov 1/13
NOTE - The chapter List of Effective Pages is located in the front of each chapter.
C12
B
Record of Revisions
Note: When a revision is inserted, the revision number, the date the revision is inserted into the manual, and the
initials of the person(s) inserting the revision should be recorded on this page.
Rev Rev Rev

No. Date Inserted Init No. Date Inserted Init No. Date Inserted Init
C 12/16/2009 ATP/PC
C1 2/10/2010 ATP/VP
C2 5/28/10 ATP/PC
C3 8/20/2010 ATP/MB
C4 12/22/2010 ATP/GM
C5 6/15/2011 ATP/VDR
C6 11/16/2011 ATP/RLL
C7 7/20/2012 ATP/VDR
C8 10/5/2012 ATP/PC
C9 1/16/2013 ATP/RLL
C10 12/24/2013 ATP/LC

C11 NOV 9, 2015 ATP/RLL
C12 JAN 27, 2017 ATP/LC

Log of Temporary Revisions

Note: Insert this Log of Temporary Revisions after the Record of Revisions page. Previous Log of Temporary
Revisions may be discarded. Update the Record of Temporary Revisions page(s) as required.
Revision Revision Revision

Subject
No. Date Incorporated
Provides additional instructions on the application of
12-1 Nov 1/09 C1
de-ice/anti-ice fluids and the removal of thickened residue
05-1 Nov 1/11 Nose Landing Gear Actuator Ultrasonic Inspection C7
Temporary Revision 05-1

Nov 1/11
Record of Temporary Revisions

Note: Insert this Record of Temporary Revisions after the Log of Temporary Revisions page(s). When a
Temporary Revision is inserted, the temporary revision number, the affected chapter, the date the revision
is inserted into the manual, and the initials of the person(s) inserting the revision should be recorded on
this page. When a Temporary Revision is removed, enter the manual revision number that incorporated
the Temporary Revision and the date the Temporary Revision was removed from the manual.
Temporary Inserted Removed

Revision Affected
No. Chapter Init Date By Revision No. Date
05-1 05-10-00 ATP/RLL 11/16/2011 C7 5/1/2012

12-1 12-30-00 ATP/PC 12/16/2009 C1 2/10/2010
P/N 114-590021-7, Revision C12, Jan 1/17
The chapters which have been revised or added are listed below with the Highlights of each change. Remove the
affected pages and insert this Revision in accordance with the attached Instruction Page. Enter the revision number
and the date inserted on the Record of Revisions page of this manual. The Highlights Page may be retained with
the manual for future reference.
Highlights
Chapter/Section Description of Change
Title Page Volume 1 Revision date and number revised.
Title Page Volume 2 Revision date and number revised.
Chapter 39
39-LOEP Page dates and page numbers revised.
39-10-00, 201 Added new Caution to top of page block.
HIGHLIGHTS
C12
Jan 1/17 Page 1
Instruction Sheet
for
P/N 114-590021-7, Revision C12, Jan 1/17
Remove
Page Ch-Se-Su Insert Page Ch-Se-Su Dated
Title Page Title Page Jan 1/17
(Vol 1) (Vol 1)
Logo Page Logo Page ---
“A” Page “A” Page C12

“B” Page “B” Page C12
Title Page Title Page Jan 1/17

(Vol 2) (Vol 2)
Logo Page Logo Page ---
1 39-LOEP 1 39-LOEP Jan 1/17

201 thru 218 39-10-00 201 thru 218 39-10-00 Jan 1/17
After compliance, this Instruction Sheet may be discarded.
C12
Jan 1/17 PAGE 1 OF 1
--Introduction
1. INFORMATION
Since a wide variety of avionic components and equipment is available, avionic manufacturers normally
supply parts and servicing manuals with each set/component. The manufacturer of the equipment should be
contacted when additional parts or servicing information is required. Reissues and revisions are automatically
provided to the subscription holders of the manual.
Additional publications are listed on the web at http://pubs.beechcraft.com. For more information on these
publications, or to check subscription status, contact the Technical Manual Distribution Center (TMDC) at
1.800.796.2665 or 316.676.8238, fax 316.671.2540, E-mail tmdc@beechcraft.com.
The Interactive Maintenance Library (IML) contains selected Manuals in a digital format. This manual, along
with others, is available on CD-ROM and Online. Optional paper copies of the manuals on the CD-ROM are
available for purchase.
Help Line phone support for IML CD and Online Users is available 8:00 AM to 4:30 PM Central Time (US and
Canada). During off-hours, leave a detailed voicemail message. Calls will be returned within one business
day. Contact the Help Line at 1.800.240.2959 or 1.316.676.3053, E-mail iml@beechcraft.com.
Comprehensive user guides for the IML CD and Online manuals are available on the Beechcraft Corporation
(BC) Technical Publications website http://pubs.beechcraft.com. Illustrated and detailed procedures for using
IML Features are included in the downloadable user guides.
A. General
This Maintenance Manual applies to the Beechcraft Corporation 1900 Airliner (UA Serials), 1900C
Airliner (UB and UC Serials). The wording MODEL 1900/1900C AIRLINER appearing in the masthead
at the top of each page is not intended to indicate applicability beyond that noted above. Separate
Maintenance Manual coverage is provided for subsequent models in the 1900 Airliner Series.
The Model 1900/1900C Airliner Maintenance Manual is prepared in accordance with the ATA (Air
Transport Association of America) Specification 2200 format. It meets the requirements with respect to
the arrangement and content of the System/Chapters within the designated chapter-numbering system.
This manual includes the maintenance information required to be available by 14 CFR Part 23.
In addition to this manual and its subsequent revisions, additional maintenance information is published
in the form of Beechcraft Corporation service bulletins. The information contained in these service
bulletins is an integral part of, and is to be used in conjunction with, the information contained in this
manual.
This Maintenance Manual is supplemented by the following publications:
• Model 1900 and 1900C Airliner Parts Catalog, P/N 114-590021-5 (UA-1 and After; UB-1 and
After)
• Model 1900C Airliner Parts Catalog, P/N 114-590021-59 (UC-1 and After)
• Model 1900 Airliner Series Wiring Diagram Manual, P/N 114-590032-3 (UA-1 and After)
• Model 1900C Airliner Wiring Diagram Manual, P/N 114-590021-13 (UB-1 and After)
• Model 1900C Airliner Wiring Diagram Manual, P/N 114-590021-61 (UC-1 and After)
• Model 1900 Airliner Series Component Maintenance Manual, P/N 114-590021-11
• Model 1900 Airliner Series Structural Repair Manual, P/N 114-590021-9
• Model 1900/1900C Airliner Structural Inspection Manual, P/N 98-30937
Page 1
INTRODUCTION Nov 1/13
• Model 1900 Airliner Series Corrosion Control Manual, P/N 114-590021-197

• Model 1900 Series Airliners Kit Supplement Illustrated Parts Catalog, P/N 129-590000-131
• Model 1900 Airliner Series Airworthiness Limitations Manual, P/N 129-590000-133
It shall be the responsibility of the owner/operator to ensure that the latest revision of the publications
referenced in this manual are utilized during operation, servicing and maintenance of the airplane.
Beechcraft Corporation expressly reserves the right to supersede, cancel and/or declare obsolete any
parts, part numbers, kits or publications that may be referenced in this manual without prior notice.
WARNING: Use only parts obtained from sources approved by Beechcraft Corporation, in
connection with the maintenance and repair of Beechcraft Corporation airplanes.
Genuine Beechcraft Corporation parts are produced and inspected under rigorous
procedures to insure airworthiness and suitability for use in Beechcraft Corporation
airplane applications. Parts purchased from sources other than those approved by
Beechcraft Corporation, even though outwardly identical in appearance, may not
have the required tests and inspections performed, may be different in fabrication
techniques and materials, and may be dangerous when installed in an airplane.
Salvaged airplane parts, reworked parts obtained from sources not approved by the
Beechcraft Corporation or parts, components or structural assemblies, the service
history of which is unknown or cannot be authenticated, may have been subjected
to unacceptable stresses or temperatures or have other hidden damage, not
discernible through routine visual or usual nondestructive testing techniques. This
may render the part, component or structural assembly, even though originally
manufactured by the Beechcraft Corporation, unsuitable and unsafe for airplane
use.
Beechcraft Corporation expressly disclaims any responsibility for malfunctions,
failures, damage or injury caused by use of parts not approved by the Beechcraft
Corporation.
Any maintenance requiring the disconnection and connection of flight control
cables, plumbing, electrical connectors or wiring requires identification of each side
of the component being disconnected to facilitate correct reassembly. At or prior to
disassembly, components should be color coded, tagged or properly identified in a
way that it will be obvious how to correctly reconnect the components. After
connection of any component, remove all identification tags. Check all associated
systems for correct function prior to returning the airplane to service.
B. Correspondence
If a question should arise concerning the care of your airplane, it is important to include the airplane
serial number in any correspondence. The serial number appears on the model designation placard.
Refer to Chapter 11 for placard location.
C. Publications Change Request (PCR)

If an irregularity or missing information is noted, the user of this manual may access a PCR form at
http://pubs.beechcraft.com. Instructions on how to submit a PCR are available on the web page.
Page 2
Nov 1/13 INTRODUCTION
D. Normal Revisions
Normal Revisions to this manual are issued to provide changes to maintenance information.
1. Paper Revision
That portion of text which has been revised by the addition of, or a change in, information is
denoted by a solid revision bar adjacent to the text. The date printed on the bottom of each
page can be compared to the “A” page to determine the revision number. Each revised page
will ONLY show revision bars for text changed by the revision. There will not be a revision bar
if text was deleted from the page.
Revised illustrations will be identified by a revision bar printed on the side of the page.
2. CD-ROM Revision
Normal revised text on the CD-ROM will be highlighted yellow across the revised passage of
text. For each revision of this manual, a new CD-ROM will be issued.
The CD-ROM may contain revised illustrations. Revisions to the illustrations are not
identified.
E. Temporary Revisions
Temporary Revisions to this manual are issued to provide maintenance information in the interim
between normal revisions. Each temporary revision is issued by the chapter number to which it applies,
followed by a sequential number in the order of publication (Temporary Revisions 12-1, 12-2, etc.). If
relevant, the information in the temporary revision should be included in the next normal revision of the
manual.
1. Paper Temporary Revisions
Temporary Revisions are printed on yellow paper and are to be inserted in the maintenance
manual in accordance with the instructions provided and adjacent to applicable chapter,
section, and subject matter in the manual.
2. CD-ROM Temporary Revisions
A new CD-ROM will be issued for each Temporary Revision to this manual. This information
is listed in conjunction with the applicable chapter, section, subject on the CD-ROM.
F. Revised Text
That portion of text which has been revised by the addition of, or a change in, punctuation and/or
information is denoted by a solid revision bar adjacent to the textual column in the margin of this
paragraph. Each page may or may not have revision bars. That date printed on the bottom of each page
indicates when the information on that page was changed. Each page will ONLY show revision bars for
punctuation and/or text changed by the current revision. Revised text in the IML will be denoted by
yellow highlighting.
G. Revised Illustrations
When an illustration is modified or a new illustration is added, it will be noted by a solid line (revision bar)
along the outside margin of the illustration.
Page 3
H. Warnings, Cautions, and Notes

• WARNING - Brings attention to an operating procedure, inspection or maintenance practice,
which if not correctly followed, could result in personal injury or loss of life.
• CAUTION - Brings attention to an operating procedure, inspection, repair or maintenance
condition, which if not strictly observed, could result in damage or destruction of equipment.
• NOTE - Brings attention to an operating procedure, inspection, repair or maintenance
condition, which is essential to highlight.
I. Special Conditions Cautionary Notice

Airplanes operated for Air Taxi, or other than normal operation, and airplanes operated in humid tropics,
cold and damp climates, etc., may need more frequent inspections for wear, corrosion and/or lack of
lubrication. Under these adverse conditions, perform periodic inspections in compliance with this guide
at more frequent intervals until the owner or operator can set his own inspection periods based on the
contingencies of field experience.
CAUTION: The recommended periods do not constitute a guarantee the item will reach the period
without malfunction as the aforementioned factors cannot be controlled by the
manufacturer.
2. MANUAL LAYOUT
A. Title Page
A Title page is located at the beginning of the manual and provides the part number of the manual, and
lists all aircraft models pertaining to this manual and their respective serial numbers. Information
throughout this manual is applicable to all serial numbers listed on the title page except where
specifically stated.
B. List of Effective Revisions/List of Effective Pages

The printed manual will have a List of Effective Revisions/List of Effective Pages, (“A” page) following
the title page of the manual. The List of Effective Revisions page lists the revisions currently effective for
the manual. The List of Effective Pages section lists the page effectivity for the Title Page(s), “A” page(s)
and Introduction chapter. It will also show the effective pages for an entire manual if the manual does
not have individual Chapter List of Effective Pages.
C. Record of Revisions Page

The printed manual will have a Record of Revisions page. The Record of Revisions is provided
following the List of Effective Revisions/List of Effective Pages (“A” page). When a revision is inserted,
the revision number, the date the revision is inserted into the manual, and the initials of the person(s)
inserting the revision should be recorded on this page.
IML CD and Online Manuals do not include a Record of Revisions page. Revisions standard is available
by a link to the catalog Title Page or accessible by clicking Help on the menu bar and selecting ”About
This IML Book...”.
Page 4
D. Log of Temporary Revisions Page

The printed manual will have a Log of Temporary Revisions page. The Log of Temporary Revisions
Page is located following the Record of Revisions page. The Log of Temporary Revisions page provides
a history of each temporary revision, including the revision number which incorporated the temporary
revision into the manual.
E. Record of Temporary Revisions Page

The printed manual will have a Record of Temporary Revisions page. The Record of Temporary
Revisions Page is located following the Log of Temporary Revisions page. When a temporary revision
is inserted or removed from this manual, the appropriate information should be recorded on this page.
F. Introduction
This section contains general and specific information on how to use this manual.
G. Chapter List of Effective Page

The printed manual may have a Chapter List of Effective Pages. The List of Effective Pages follow the
Chapter-Divider-Tab and lists the issue date of each page that is effective for that chapter.
H. Chapter Table of Contents Pages

The printed manual may have a Chapter Table of Contents Pages. The Chapter Table of Contents
Pages follow the Chapter List of Effective Pages and lists the contents of the data for that chapter.
3. HOW TO USE THE MANUAL
A. ATA Subject Matter Assignment

The contents of this manual are organized into four levels. The four levels are:
(1) Group
These are the primary divisions of the manual that enable broad separation of content. Typical of
this division is the separation between Airframe Systems and the Power Plant.
(2) System/Chapter
The various groups are broken down into major systems such as Environmental Systems,
Electrical Power, Landing Gear, etc. The systems are arranged more or less alphabetically rather
than by precedence or importance. They are assigned a number, which becomes the first element
of the standardized numbering system. Thus, the element 28 of the number 28-40-01 refers to the
chapter FUEL. Everything concerning the fuel system will be covered in this chapter.
(3) Subsystem/Section
The major systems/chapters of an airplane are broken down into subsystems. These subsystems
are identified by the second element of the standard numbering system. The element 40 of the
number 28-40-01 concerns itself with the indicating section of the fuel system.
Page 5
(4) Unit/Subject
The individual units within a subsystem/section may be identified by the third element of the
standard numbering system. The element 01 of the number 28-40-01 is a subject designator. This
element is assigned at the option of the manufacturer and may or may not be used.
B. Application
Any publication conforming to the GAMA or ATA format will use the same basic numbering system.
Thus, whether the manual is a Model 1900/1900C Airliner Maintenance Manual, or a Model 1900C
Airliner Wiring Diagram Manual, the person wishing information concerning the indication portion of the
fuel system, would refer to the System/Chapter Tab 28-FUEL. The table of contents in the front of this
chapter will provide a list of subsystems covered in this chapter. For example, the fuel system chapter
with a full index would contain:
28-00 - General
28-10 - Storage (Tanks, cells, necks, caps, instruments, etc.).
28-20 - Distribution (Fuel lines, pumps, valves, controls, etc.).
28-30 - Dump (If in-flight dumping system is installed, it would appear here).
28-40 - Indicating (Quantity, temperature, pressure, etc., does not include engine fuel flow or pressure).
C. References to Procedures, Figures, Equipment and Materials

A system has been developed to provide a method of allowing the user to quickly locate data referred to
in the other manuals. This system provides information for both the printed manual as well as a
hyperlink in electronic manuals.
Here are a few examples:
When the user is directed to a procedure in another manual, the text will be as follows: (Ref. Chapter
06-50-00, FUSELAGE ACCESS PANELS). The procedure is found in Chapter 06-50-00, of the
Maintenance Manual.
When the user is in a procedure and is directed to information about a tool, piece of equipment or
material used, the text will be as follows: (4, Table 2, 27-00-00), which contains a listing of all the special
tools and equipment used to maintain the 1900/1900C airplane. Item 4 in Table 2 is Corrosion
Preventive Compound.
4. CHAPTER/SYSTEM INDEX GUIDE TABLE

The following System/Chapter, Subsystem/Section Index Guide is prepared in accordance with ATA
Specification No. 2200. This outline in general is used in Maintenance Manuals, Parts Catalogs and Wiring
Diagram Manuals. The organization of information will follow this outline, however the Subsystem/Sections
may vary slightly to accommodate accurate coverage of the specific aircraft.
The following chapters are not applicable to this Maintenance Manual: 29, 31, 38, 49, 60, 65, 70, 75, 81, 82,
83 and 95.
Page 6
System/Chapter Subsystem/Section Title

INTRODUCTION
AIRCRAFT
GENERAL
04 AIRWORTHINESS LIMITATIONS
00-00 Inspection/Check
05 TIME LIMITS/MAINTENANCE CHECKS

00-00 General Information
10-00 Time Limited Inspections
11-00 Major Maintenance Schedule
20-00 Scheduled Maintenance Checks
20-01 Routine Inspection
20-02 First 200-Hour Interval Detailed Inspection
20-03 Second 200-Hour Interval Detailed
Inspection
20-04 Third 200-Hour Interval Detailed Inspection
20-05 Fourth 200-Hour Interval Detailed Inspection
20-06 Fifth 200-Hour Interval Detailed Inspection
20-07 Sixth 200-Hour Interval Detailed Inspection
50-00 Unscheduled Maintenance Checks
06 DIMENSIONS AND AREAS

10-00 Airplane Dimensions
30-00 Airplane Stations
40-00 Airplane Zones
50-00 Fuselage Access Panels
07 LIFTING AND SHORING

10-00 Jacking
20-00 Shoring
Page 7

08 LEVELING AND WEIGHING
10-00 Weighing and Balancing
20-00 Leveling
09 TOWING AND TAXIING

10-00 Towing
10 PARKING, MOORING, STORAGE AND

RETURN TO SERVICE
10-00 Parking
10-01 Storage
20-00 Mooring
30-00 Return to Service
11 PLACARDS AND MARKINGS

20-00 Exterior Placards and Markings
(UA-1 and After; UB-1and After)
21-00 Exterior Placards and Markings
(UC-1 and After)
30-00 Flight Control Rig Pin Fuselage and
Empennage Placards
12 SERVICING
10-00 Replenishing
20-00 Scheduled Servicing
30-00 Unscheduled Servicing
AIRFRAME
SYSTEMS
20 STANDARD PRACTICES - AIRFRAME

00-01 Electrical Bonding Procedures
Page 8

20 (Cont’d) 00-02 Control Cables and Pulleys
00-03 Wiring
00-04 Electrostatic Discharge Sensitivity
00-05 Tubing, Hose and Fittings
01-00 Torque Wrenches
04-00 Leading Edge Erosion Protection
07-00 Locking Devices
08-00 Airplane Finish Care
09-00 Corrosion
10-00 Airframe Penetration Inspection
15-00 Control of Life-Limited Parts
21 ENVIRONMENTAL SYSTEMS
10-00 (UA-1 and After, UB-1 and After and UC-1
thru UC-45, Except UC-39)
Bleed Air Control
10-01 Precooler-Through and Bypass Valves
10-03 Pressure Regulator/Shutoff Valves
10-06 ACM Overpressure Switch
10-07 ACM Overtemperature Switch
11-00 (UC-39, UC-46 and After)
Bleed Air Control
11-01 Precooler-Through and Bypass Valves
11-02 Temperature Controller Sense Line Filter
11-03 Pressure Regulator/Shutoff Valves
11-06 ACM Overpressure Switch
11-07 ACM Overtemperature Switch
20-00 Distribution
20-01 Vent Blower
20-02 Air Outlet
30-00 Pressurization Control
30-01 Outflow Valve
30-02 Cabin Pressure Controller
Page 9

21 (Cont’d) 52-02 Compressor (UA-1 and After; UB-1 and After;
UC-1 thru UC-100 Not Modified by Service
Bulletin NO. 2345)
30-03 Pneumatic Relay
30-04 Volume Tank
30-07 Cabin Altitude Warning Pressure Switch
40-00 Heating
50-00 Cooling
51-00 Air Cycle System
51-01 Refrigeration Package
51-02 Fog Nozzle and In-line Filter
51-03 Recirculating Ejector
52-00 Vapor Cycle System
52-01 Evaporator
52-03 Condenser and Blower
52-04 Receiver and Dryer
52-05 Compressor (UA-1 and After; UB-1 and After;
UC-1 and After Modified by Service Bulletin
NO. 2345)
60-00 Temperature Control
60-01 Air Duct Temperature Sensor
60-02 Cabin Temperature Controller
22 AUTO FLIGHT
10-00 Autopilot
23 COMMUNICATIONS
10-00 Speech Communication
60-00 Static Discharging
24 ELECTRICAL POWER
00-00 Electrical System
20-00 AC Power and Control
30-00 DC Generation and Control
30-01 Starter-Generator
Page 10

24 (Cont’d) 30-02 Generator Control Panel
31-00 Battery Power and Control
32-00 Battery Monitor
40-00 External Power and Control
50-00 Electrical Load Distribution
25 EQUIPMENT/FURNISHINGS
10-00 Flight Compartment - Seats
20-00 Passenger Seats - Seats
20-01 Passenger Compartment - Carpet
20-03 Passenger Compartment Sidewall
Upholstery
60-00 Emergency Locator Transmitter (ELT)
26 FIRE PROTECTION
10-00 Fire Detection System
11-00 Engine Bleed Air Warning System
20-00 Fire Extinguishing System
27 FLIGHT CONTROLS
00-01 Control Column Bearing Support
00-02 Travel Board
10-00 Ailerons
10-01 Control Wheel
10-02 Aileron Cables
10-03 Aileron Control System
10-04 Aileron Trim Tab
10-05 Aileron Trim Tab Actuators and Cables
10-06 Aileron Trim Tab Indicator
10-07 Aileron Trim Tab Control System
10-08 Aileron Balance Weights
20-00 Rudder
20-01 Rudder Cables
20-02 Rudder Control System
Page 11

27 (Cont’d) 20-03 Rudder Pedals
20-04 Rudder Trim Tab
20-05 Rudder Trim Tab Cables and Actuators
20-06 Rudder Trim Tab Indicator
20-07 Rudder Trim Tab Control System
21-00 Flight Control Assist Systems
30-00 Elevator
30-01 Elevator Cables
30-02 Elevator Control System
30-03 Elevator Trim Tabs
30-04 Elevator Trim Tab Cables
30-05 Elevator Trim Tab Control System
30-06 Elevator Trim Tab Actuators
30-07 Elevator Electric Trim Tab System
30-08 Elevator Trim Tab Indicator
31-00 Stall Warning System
50-00 Flaps
50-01 Flap Cables
50-02 Flap Tracks
50-03 Flap Motor and Gearbox
50-04 Flap Actuators
50-05 Flap Control System
50-06 Flap Safety System
50-07 Flap Position Switches
70-00 Gust Locks and Dampeners
28 FUEL
00-00 Fuel System (UA-1 and After; UB-1 and
After)
01-00 Fuel System (UC-1 and After)
10-00 Fuel Storage (UA-1 and After; UB-1 and
After)
10-01 Antisiphon Valve
(UA-1 and After; UB-1 and After)
Page 12

28 (Cont’d) 11-00 Fuel Storage (UC-1 and After)
11-01 Antisiphon Valve (UC-1 and After)
20-00 Fuel Distribution
20-02 Fuel Filters and Screens
20-03 Fuel Pumps (UA-1 and After; UB-1 and After)
20-05 Fuel Valves (UA-1 and After; UB-1 and After)
21-00 Fuel Distribution (UC-1 and After)
21-01 Fuel Fittings (UC-1 and After)
21-02 Fuel Filters and Screens (UC-1 and After)
21-03 Fuel Pumps (UC-1 and After)
21-04 Fuel Manifolds (UC-1 and After)
21-05 Fuel Valves (UC-1 and After)
21-06 LH and RH Fuel Lines (UC-1 and After)
40-00 Fuel Quantity Indicating
40-01 Fuel Level Sensors
41-00 Fuel Quantity Indicating (UC-1 and After)
41-01 Fuel Level and Low Fuel Quantity Sensors
(UC-1 and After)
30 ICE AND RAIN PROTECTION

01-00 Brake Deice System
10-00 Airfoil
20-00 Air Intakes
40-00 Windows and Windshields
60-00 Propeller
32 LANDING GEAR
10-00 Main Landing Gear
20-00 Nose Landing Gear
Page 13

32 (Cont’d) 30-00 Landing Gear Extension and Retraction
30-01 Landing Gear Hydraulic Accumulator
30-02 Landing Gear Power Pack
30-03 Landing Gear Power Pack - Sperry Vickers
Valve Housing and Controls
30-04 Landing Gear Power Pack Motor
30-05 Power Pack Gear Up Pressure Switch
30-06 Landing Gear Hydraulic Power Pack Filters
30-07 Landing Gear Power Pack Gear-Up and
Gear-Down Port Filters
30-08 Landing Gear Power Pack Fluid Level
Sensor
30-09 Main Landing Gear
30-10 Main Landing Gear Actuator
30-11 Main Landing Gear Actuator Orifice
30-12 Main Landing Gear Doors
30-13 Nose Landing Gear
30-14 Nose Landing Gear Actuator
30-15 Nose Landing Gear Door
30-16 Hydraulic Landing Gear Service Valve
Assembly
30-17 Emergency Extension Hand Pump Assembly
40-00 Wheels and Brakes
41-00 Antiskid Brakes
42-00 Brake Deice System
50-00 Mechanical Steering
51-00 Power Steering (UA-1 and After; UB-1 and
After)
52-00 Power Steering (UC-1 and After)
60-00 Landing Gear Position and Warning
60-01 Nose Gear Down-Position Switch
60-02 Main Gear Down-Position Switch
60-03 Nose Gear Actuator Downlock Switch
60-04 Main Gear Actuator Downlock Switch
60-05 Main Gear Safety Switch
Page 14

32 (Cont’d) 60-06 Landing Gear Warning Horn
33 LIGHTS
10-00 Flight Compartment
20-00 Passenger Compartment
30-00 Baggage and Cargo Compartment
40-00 Exterior
50-00 Self-Illuminated Signs
50-01 Emergency Exit Lighting System (Optional
Installation with External Floodlights)
50-02 Emergency Exit Lighting
34 NAVIGATION
10-00 Flight Environment Data
20-00 Magnetic Compass
50-00 Radio Magnetic Indicator System
35 OXYGEN
00-00 Oxygen System
36 PNEUMATIC
00-00 Pneumatic System
10-00 Pneumatic Distribution System
37 VACUUM
00-00 Vacuum System
39 ELECTRIC PANELS, PARTS AND

INSTRUMENTS
00-00 Electrical Panels and Components
10-00 Instrument and Control Panels
20-00 Electrical and Electronic Equipment Racks
Page 15

STRUCTURE
51 STRUCTURES
52 DOORS
10-00 Airstair Door
20-00 Emergency Exit
20-01 Emergency Exit Latch Mechanism
30-00 Cargo/Nose Baggage Compartment Doors
70-00 Cargo and Airstair Door Warning
53 FUSELAGE
00-00 Fuselage and Floor Access Openings
10-00 Main Frame
40-00 Attach Fittings
54 NACELLES
00-00 General
10-01 Nacelle Inner Fender
30-00 Nacelle Plates/Skins
55 STABILIZERS
10-00 Horizontal Stabilizer
10-01 Stabilon
10-02 Tail-Let
20-00 Elevator
30-00 Vertical Stabilizer
40-00 Rudder
56 WINDOWS
00-00 Windows
10-00 Flight Compartment
Page 16

56 (Cont’d) 20-00 Cabin
57 WINGS
00-00 Wings
10-00 Main Frame
30-00 Plates/Skins
50-00 Aileron
PROPELLER
61 PROPELLER
20-00 Propeller Controlling
21-00 Propeller Autofeathering
22-00 Propeller Synchrophaser
40-00 Propeller Indicating
POWER PLANT
71 POWER PLANT
10-00 Cowling
20-00 Mounts
30-00 Fireseals
50-00 Electrical Harness
70-00 Engine Drains
72 ENGINE
73 ENGINE FUEL SYSTEMS

10-00 Distribution
Page 17

74 IGNITION
00-00 Ignition System
76 ENGINE CONTROLS
10-00 Power Control
77 ENGINE INDICATING
00-00 Engine Indicating System
78 EXHAUST
00-00 Exhaust System
79 OIL
00-00 Oil System
10-01 Oil Tank
10-02 Oil Breather (UA-1 thru UA-3, UB-1 thru UB
52 without Kit 114-9006-1)
10-03 Oil Breather (UB-53 and After, UC-1 and
After and (UA-1 thru UA-3, UB-1 thru UB 52
with Kit 114-9006-1 Installed))
80 STARTING
00-00 Starting System
91 CHARTS
00-00 Consumable Materials/Special Tools and
Equipment
Page 18
CHAPTER 04 - AIRWORTHINESS LIMITATIONS

TABLE OF CONTENTS
SUBJECT PAGE
INSPECTION/CHECK
04-00-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Page 1
04-CONTENTS May 1/10

CH-SE-SU PAGE DATE
04-LOEP 1 May 1/10
04-CONTENTS 1 May 1/10
04-00-00 1 May 1/10
C2 Page 1
04-LOEP May 1/10
AIRWORTHINESS LIMITATIONS
INSPECTION/CHECK
04-00-00
GENERAL
00
At revision C2 a new Airworthiness Limitations Manual was created. Refer to Model 1900 Airliner Series
Airworthiness Limitations Manual, P/N 129-590000-133.
Page 1
04-00-00 May 1/10
CHAPTER 05 - TIME LIMITS/MAINTENANCE CHECKS

TABLE OF CONTENTS
SUBJECT PAGE
GENERAL INFORMATION
05-00-00
Inspection/Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Inspection Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Special Conditions Cautionary Notice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Time-Limited Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Time-Limited Major Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Continuous Inspection Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Unscheduled Maintenance Checks - Maintenance Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
TIME LIMITED INSPECTIONS
05-10-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Chapter 21 - Environmental Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Chapter 22 - Auto Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Chapter 23 - Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Chapter 24 - Electrical Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Chapter 25 - Equipment / Furnishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Chapter 26 - Fire Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Chapter 27 - Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Chapter 28 - Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Chapter 31 - Indicating/Recording Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Chapter 32 - Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Chapter 35 - Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Chapter 56 - Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Chapter 57 - Wings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Chapter 61 - Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Chapter 71 - Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Chapter 72 - Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Chapter 73 - Engine Fuel and Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Chapter 79 - Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
MAJOR MAINTENANCE SCHEDULE
05-11-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Chapter 21 - Environmental Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Chapter 23 - Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Chapter 24 - Electrical Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Chapter 28 - Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Chapter 32 - Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Chapter 34 - Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Chapter 71 - Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Chapter 73 - Engine Fuel and Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Chapter 77 - Engine Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Chapter 79 - Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Page 1
05-CONTENTS Nov 1/13

TABLE OF CONTENTS (CONTINUED)
SUBJECT PAGE
SCHEDULED MAINTENANCE CHECKS
05-20-00
Continuous Inspection Program. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Special Conditions Cautionary Notice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Continuous Inspection General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Inspection Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Discrepancies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Away-From-Station Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Continuous Inspection Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
ROUTINE INSPECTION
05-20-01
Inspection Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Forms Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Reference Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Routine Inspection Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Airframe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Emergency and Survival Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
FIRST 200-HOUR-INTERVAL DETAILED INSPECTION
05-20-02
Detailed Inspection Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Forms Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Detailed Inspection Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Wings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
FWD Right-hand Center Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
General Service Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Operational Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
SECOND 200-HOUR-INTERVAL DETAILED INSPECTION
05-20-03
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Forms Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Environmental System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
General Service Items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Operational Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Page 2
Nov 1/13 05-CONTENTS

SUBJECT PAGE
THIRD 200-HOUR-INTERVAL DETAILED INSPECTION
05-20-04
Detailed Inspection Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Forms Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Reference Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Flight Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Cabin Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
FOURTH 200-HOUR-INTERVAL DETAILED INSPECTION
05-20-05
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Forms Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Environmental Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Nose Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Operational Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
FIFTH 200-HOUR-INTERVAL DETAILED INSPECTION
05-20-06
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Forms Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Forward Left Hand Center Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Nose Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Landing Gear Retraction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Page 3

SUBJECT PAGE
SIXTH 200-HOUR-INTERVAL DETAILED INSPECTION
05-20-07
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Forms Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Aft Fuselage and Empennage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Cabin Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Power Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
UNSCHEDULED MAINTENANCE CHECKS
05-50-00
Inspection Procedures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Operation in Areas of High Dust Content . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Operating from Very Soft or Unusual Terrain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Inspection After Hard or Overweight Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
First Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Second Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Inspection After Encountering Turbulent Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
First Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Second Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Inspection After Lightning Strike . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Engine Inspection After Sudden Stoppage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Inspection After Heavy Equipment Cargo Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Inspection After Deployment of Landing Gear Above Critical Speed Condition . . . . . . . . . . . . . . . . . . . . . . 14
First Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Second Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Inspection After Deployment of Flaps Above Critical Speed Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
First Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Second Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Inspection in the Event of a Bent Nose Steering Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Inspection After Flight in Airspace with a Low Contamination of Volcanic Ash . . . . . . . . . . . . . . . . . . . . . . 19
Eurocontrol Reference Links . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Engine Manufacturer References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Avionics Manufacturer References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Page 4

CH-SE-SU PAGE DATE
05-LOEP 1 Nov 1/13
05-CONTENTS 1 thru 4 Nov 1/13
05-00-00 1 thru 3 May 1/12
05-10-00 1 thru 10 Nov 1/13
05-11-00 1 thru 4 Nov 1/13
05-20-00 1 thru 12 May 1/11
05-20-01 1 thru 5 Feb 1/10
05-20-02 1 thru 16 Nov 1/11
05-20-03 1 thru 15 Nov 1/11
05-20-04 1 thru 16 May 1/12
05-20-05 1 thru 13 May 1/10
05-20-06 1 thru 17 May 1/11
05-20-07 1 thru 17 Nov 1/12
05-50-00 1 thru 20 May 1/12
Page 1
05-LOEP Nov 1/13
TIME LIMITS/MAINTENANCE CHECKS

GENERAL INFORMATION
05-00-00
INSPECTION/CHECK
00
1. GENERAL
WARNING: When an airplane has experienced abnormal landing gear procedures of any type, as a
safety precaution, place the airplane on jacks prior to performing any inspection or
maintenance. Ensure that all three landing gears are down and locked prior to removing
the airplane from the jacks.
CAUTION: Jacking of an airplane for the purpose of landing gear operation, inspection, servicing or
maintenance should be accomplished within and enclosed building or hangar. In the interest of
safety, should it become necessary to jack the airplane in the open, wind velocity in any direction
and terrain variations, must be compensated for prior to jacking the airplane.
This chapter contains TIME-LIMITED INSPECTIONS, a TIME-LIMITED MAJOR MAINTENANCE
SCHEDULE, and a CONTINUOUS INSPECTION PROGRAM along with procedures for UNSCHEDULED
MAINTENANCE CHECKS. This program has been developed to enable the owner/operator to accomplish
inspections and maintenance on a progressive basis in accordance with 14 CFR Part 91.409 (f) (3).
The Hawker Beechcraft approved inspection program contained in the chapter is specifically for the Model
1900D Airliner. Any variation to the inspection program must be approved in writing by the FAA Flight
Standards District Office (FSDO), or Airworthiness Authority. The inspection program meets the requirement
of both 14 CFR Part 91 and 14 CFR Part 135.
NOTE: A flight cycle is defined as: Engine start-up and increase to full or partial power (as required during a
normal flight), one landing gear retraction and extension and a complete shutdown.
The inspection program in this chapter is based on numbers of flight hours, cycles of operation or calendar
time. The basis for calendar-time-limited inspections is the date on the “ORIGINAL STANDARD
AIRWORTHINESS CERTIFICATE”, FAA Form No. 8100-2, which is issued with a new airplane. Additionally,
Hawker Beechcraft Corporation recommends that operators record the number of cycles experienced on
individual components for purposes of complying with inspections based on cycle count. Hobbs meter time or
airplane log sheets can be used for determining when inspections and maintenance based on flight hours will
be due. However, the method chosen for recording flight hours should remain constant throughout the life of
the airplane.
The times in this inspection program have been established only as a guideline to give the owner/operator a
benchmark from which to begin the program. The service history or fleet experience of a particular operation
may indicate that departure from the times in this chapter would be advantageous. If, however, changes to a
previously approved program are desired, they must be submitted to the FSDO for approval. All inspections
listed in this chapter should be accomplished with reference to this Maintenance Manual and the appropriate
supplier maintenance publications. Maintenance information on most of the major components of the airplane
is contained in the Model 1900 Airliner Series Component Maintenance Manual.
Page 1
05-00-00 May 1/12
A. Inspection Program
The Model 1900/1900C Airliner inspection program has been developed to enable an owner/operator to
accomplish inspections and maintenance on an on-going basis in accordance with 14 CFR 91.409 (f)
(3). A complete inspection cycle is 1,200 hours or 24 months. The inspection cycle is divided into six
Detailed Inspections and each inspection cycle is done at 200 hours with each consecutive Detailed
Inspection 200 hours after the previous inspection. The Detailed Inspections provide a thorough
inspection of specific components and systems and occur at 200-hour intervals.
For newly added items, as an example; A new inspection requirement added to the second
200-hour-Interval Detailed Inspection need not be accomplished until the next scheduled second
200-hour-Interval Detailed Inspection, unless otherwise stated.
B. Special Conditions Cautionary Notice

Extremely high utilization airplanes and/or airplanes operated in extreme climates may need more
frequent inspections for wear, corrosion, and lubrication. The periodic inspections in this chapter should
be accomplished until the owner/operator can establish his own inspection periods based on experience
or another program which has had prior approval.
NOTE: The time periods listed in this chapter do not constitute a guarantee the item will reach the
period without malfunction as the aforementioned factors cannot be controlled by the
manufacturer.
C. Time-Limited Inspections
This subchapter lists items that are subject to a thorough inspection based on flight hours, cycles of
operation or calendar time. These TIME-LIMITED INSPECTIONS do not meet the criteria established
for more detailed and frequent inspections listed in the CONTINUOUS INSPECTION PROGRAM
subchapter. The first TIME-LIMITED INSPECTION of an item must be accomplished not later than the
period stated in this subchapter unless prior experience indicates otherwise. Discrepancies noted and
corrective action taken during these TIME-LIMITED INSPECTIONS should be recorded in the
appropriate airplane records.
Requirements added to the TIME- LIMITED INSPECTIONS, TIME-LIMITED MAJOR MAINTENANCE
SCHEDULE or the CONTINUOUS INSPECTION PROGRAM, need not be complied with immediately.
Unless otherwise directed by relevant Communiqué or Service Bulletin.
A new requirement added to the TIME-LIMITED INSPECTIONS need not be complied with until one
year from the date the new requirement was published, unless otherwise stated.
For example a new inspection requirement added to the second 200-hour-Interval Detailed Inspection
need not be accomplished until the next scheduled second 200-hour-Interval Detailed Inspection. A new
requirement added to the TIME-LIMITED INSPECTIONS that specifies a 12 month inspection interval
may be introduced using a reasonable phase in schedule.
Page 2
May 1/12 05-00-00
D. Time-Limited Major Maintenance

The subchapter under this heading is a MAJOR MAINTENANCE SCHEDULE. This schedule lists
components of the 1900/1900C Airliner aircraft which require periodic major maintenance. The first
Major Maintenance of an item must be accomplished not later than the period stated in this subchapter
unless prior experience indicates otherwise. The components listed may require complete replacement
or major repair based on numbers of flight hours, cycles of operation or calendar time applicable to the
particular component. If more frequent checks or servicing of one or more of these components are
necessary, these additional requirements will be listed in the CONTINUOUS INSPECTION PROGRAM.
E. Continuous Inspection Program

The Hawker Beechcraft recommended CONTINUOUS INSPECTION PROGRAM provides a means of
inspecting and maintaining the aircraft on a 50- and 200-hour basis. Routine inspections and servicing
are conducted every 50 hours of operation. A Detailed inspection of specific areas and systems of the
aircraft is conducted every 200 hours for a period of 1,200 hours. Work sheets are provided at the end
of the Routine and each Detailed Inspection to record discrepancies and the corrective action taken. At
the end of each 1,200-hour cycle, the owner/operator will have performed a complete inspection of the
entire airplane. Although the times of Routine and Detailed inspections may be altered, each item
should be accomplished as stated in the CONTINUOUS INSPECTION PROGRAM. A detailed
preamble to this subchapter is included and should be read and understood before beginning the
CONTINUOUS INSPECTION PROGRAM.
F. Unscheduled Maintenance Checks - Maintenance Practices

This subchapter is assembled in Table form to allow a technician to perform checks for damage after
operating the aircraft in conditions which could require unscheduled maintenance. Specific conditions,
such as lightning strikes, turbulent air penetration and hard landings etc., are included. Inspection
instructions are included for each of the conditions listed.
Page 3
05-00-00 May 1/12

TIME LIMITED INSPECTIONS
05-10-00
GENERAL
00
1. INSPECTIONS
A. Chapter 21 - Environmental Systems
ITEM INSPECTION REQUIREMENTS

1. Sensor, Bleed Air Temperature Every 5,000 hours replace or perform BLEED AIR
TEMPERATURE CHECK (Ref. Chapter 21-10-00).
2. Bleed Air Precooler Bypass Valve Every 5,000 hours replace or perform BLEED AIR
3. Bleed Air Precooler-Through Valve Every 5,000 hours replace or perform BLEED AIR
4. Bleed Air Pressure Regulator Shutoff Valve Every 5,000 hours replace or perform BLEED AIR
PRESSURE CHECK (Ref. Chapter 21-10-00).
5. Cabin Altitude Warning Pressure Switch System Perform the CABIN ALTITUDE WARNING
PRESSURE SWITCH SYSTEM FUNCTIONAL TEST
every 24 months (Ref. Chapter 21-30-07).
B. Chapter 22 - Auto Flight

1. Autopilot Annually, perform the autopilot preflight or ground
check procedures in the appropriate 1900/1900C AFM
Autopilot Supplement.
Annually, check autopilot servos for loose or worn
mounting hardware and verify that the servo mounts
are securely mounted to the airframe. Visually inspect
for capstan or cable wear, contamination and proper
spool-off. With the autopilot disengaged, operate each
control system through its entire range and observe the
servo mount for any unusual noise, binding, backlash
or other mechanical irregularities.
Page 1
05-10-00 Nov 1/13
C. Chapter 23 - Communications

1. Cockpit Voice Recorder (CVR) Underwater Test the underwater locator device every 24 months
Locator Device (ULD) Test (Ref. Chapter 23 of the Model 1900 Airliner Series
Component Maintenance Manual).
2. CVR ULD Battery Replacement Replace the underwater locator device battery, 72
months after installation or by the expiration date as
stated on the battery (Ref. Chapter 23 of the Model
1900 Airliner Series Component Maintenance Manual).
D. Chapter 24 - Electrical Power

1. Starter-Generator Replace or overhaul every 1,500 hours.
E. Chapter 25 - Equipment / Furnishing

1. Emergency Locator Transmitter Annually, inspect for proper installation, battery
corrosion, operation of controls and crash sensor and
presence of sufficient signal radiated from the antenna
as instructed in Chapter 25-60-00.
Replace battery at 50% of life, as stated on the battery,
or anytime the transmitter is used more than one
cumulative hour.
F. Chapter 26 - Fire Protection

1. Bleed Air Warning Switches Every 5,000 hours perform BLEED AIR WARNING
SWITCHES CHECK FOR PROPER ELECTRICAL
CONNECTION (Ref. Chapter 26-11-00).
Page 2
Nov 1/13 05-10-00
G. Chapter 27 - Flight Controls

1. Flight Controls - Gust Lock Every 12 months check for Gust Lock P/N
Inspection/Replacement 101-590016-5 UA-3; UB-1 through UB-74; UC-1
through UC-174. Check condition of gust lock and that
it is in the cockpit available to the crew for installation.
Refer to Mandatory Service Bulletin (MSB) 27-3459 for
detailed information and recurring requirement.
2. Aileron Trim Tab Control Perform the AILERON TRIM TAB CONTROL
INSPECTION every 5,000 hours (Ref. Chapter
27-10-06).
3. Rudder Trim Tab Control Perform the RUDDER TRIM TAB CONTROL
27-20-06).
4. Elevator Trim Tab Indicator Perform the ELEVATOR TRIM TAB INDICATOR
27-30-08).
5. Flap Flexible Shafts Replace every 15,000 cycles1 (Ref. Chapter 27-50-03).
6. Flap Motor, Gearbox, Actuators and 90° Drives Replace or inspect every 10,000 cycles1 (Ref. Chapter
27 of the Model 1900 Airliner Series Component
Maintenance Manual).
7. Outboard Flap - Airplanes that have complied with Remove flaps and inspect flap attach brackets, roller
Service Bulletin 27-3158. bearings and attachment hardware for wear every
5,000 hours or five years, whichever comes first
(Ref. Chapter 27).
8. Outboard Flap - Airplanes that have not complied Remove flaps and inspect flap attach brackets, roller
with Service Bulletin 27-3158. bearings and attachment hardware for wear every
1,200 cycles1 or one year, whichever comes first
(Ref. Chapter 27).
9. Inboard Flap Remove flaps and inspect flap attach brackets, roller
bearings and attachment hardware for wear every
5,000 hours or five years, whichever comes first
(Ref. Chapter 27).
10. Aileron Yoke Assembly and Aileron Bellcrank Perform the AILERON YOKE ASSEMBLY CHECKS
Assembly (UC-1 and After) and AILERON BELLCRANK ASSEMBLY REMOVAL
AND INSPECTION every 3,000 hours (Ref. Chapter
27-10-02).
11. Aileron Balance Weights Clip Inspection Perform AILERON BALANCE WEIGHTS CLIP
INSPECTION procedure every 3,000 hours
(Ref. Chapter 27-10-08).
Page 3
05-10-00 Nov 1/13

12. Elevator System Bobweight Link Assembly Perform the BOBWEIGHT LINK ASSEMBLY
Inspection Inspection procedure every 5,000 hours (Ref. Chapter
27-30-02).
H. Chapter 28 - Fuel System

1. Fuel System Collector Tank (UC-1 and After) Every 12 months perform the FUEL SYSTEM TANK
INSPECTION procedure outlined in Chapter 28-11-00
of the Model 1900/1900C Airliner Maintenance Manual
or the FUEL TANK INTERNAL INSPECTION
procedure outlined in Chapter 28-10-01 of the Model
1900 Airliner Series Corrosion Control Manual.
2. Fuel System Main Fuel Tank at WS 124 thru 130 NOTE
(UC-1 and After)
The removal of the sealant from the main spar forward
flange, lower cap and the bulkhead at WS 124 thru 130
is required during the initial inspection. But the removal
of the sealant during the recurring 12 month
inspections may be skipped for up to 36 months if the
fuel system is sterilized using BIOBOR JF at
concentrations of 270 PPM or Kathon FP 1.5 at
concentrations of 100PPM every six months and is
documented in the airplane maintenance records.
For application of BIOBOR JF (Ref. Chapter 12-10-00).
Every 12 months perform the FUEL SYSTEM TANK
INSPECTION procedure outlined in Chapter 28-11-00
of the Model 1900/1900C Airliner Maintenance Manual
or the FUEL TANK INTERNAL INSPECTION
procedure outlined in Chapter 28-10-01 of the Model
1900 Airliner Series Corrosion Control Manual.
3. Fuel Lines (UC-1 and After) Inspect wiring and fuel lines for chafing behind the LH
and RH nacelle inner fender every 2,400 hours or 12
months, whichever occurs first, as instructed in Chapter
28-21-06.
4. Fuel Bays and Bladders Inspect for microbiological growth every 4,800 hours or
36 months, whichever occurs first.
Clean fuel bays and probes thoroughly.
5. Fuel Level Sensor Functional test the Fuel Level Sensors every 4,800
hours or 36 months, Whichever occurs first
Page 4
Nov 1/13 05-10-00
I. Chapter 31 - Indicating/Recording Systems

1. Flight Data Recorder (FDR) Underwater Locator Test the Underwater Locator Device every 24 months.
Device (ULD) Test
2. FDR ULD Battery Replacement Replace the Underwater Locator Device battery
P/N DK100/120, 72 months after installation or by the
expiration date as stated on the battery.
J. Chapter 32 - Landing Gear

1. Main Gear Assembly, Drag Brace Assembly, Axle Replace or inspect every 10,000 cycles1 or five years,
and Torque Knees whichever comes first (Ref. Chapter 32 of the Model
Bushing removal for O. D. corrosion check only
required at 10 year intervals.
2. Nose Gear Assembly, Drag Brace Assembly, Axle Replace or inspect every 10,000 cycles1 or five years,
and Torque Knee whichever comes first (Ref. Chapter 32 of the Model
Bushing removal for O. D. corrosion check only
required at 10 year intervals.
3. Landing Gear and Drag Brace Attach Bolts Replace every 10,000 cycles1 or 5 years whichever
(Hollow “Lube Type” Bolts) comes first (Ref. Chapter 32 of the Model 1900 Airliner
Series Component Maintenance Manual).
4. Actuator, Main Gear AIRIGHT/APPH - Overhaul or replace at 10,000
cycles1 or if leakage past the rod seal exceeds one
drop per 25 cycles1.
TACTAIR/PHOENIX Controls - (Ref. 05-11-00).
FRISBY/TRIUMPH ACTUATION SYSTEMS
(Ref. 05-11-00). Perform MAIN LANDING GEAR
ACTUATOR END CAP INSPECTION every 1,200
cycles (Ref. Chapter 32-30-10). For new or newly
overhauled actuators with records that show the end
cap has 8,000 cycles or less, perform the LANDING
GEAR ACTUATOR END CAP INSPECTION initially at
8,000 cycles and thereafter at every 1,200 cycles.
5. Airight Main Gear Actuator Shuttle Valve Perform the MAIN GEAR ACTUATOR SHUTTLE
VALVE FUNCTIONAL TEST every 5,000 hours
Page 5
05-10-00 Nov 1/13

6. Antiskid System Complete system functional check should be
accomplished at a maximum interval of one year/4,000
hours. Tire flat-spotting or other system difficulties
warrant a complete system test.
7. Wheel Speed Transducers Complete system functional check should be
accomplished at a maximum interval of one year/4,000
hours. Tire flat-spotting or other system difficulties
warrant a complete system test.
Overhaul at 10,000 hours.
8. Hydraulic Line Filter Inspect filter every 3,000 hours (Ref. Chapter 32-30-00
for detailed inspection).
9. Actuator, Nose Gear AIRIGHT/APPH - Overhaul including NEW upper end
cap or replace with new actuator or newly overhauled
actuator with NEW upper end cap every 10,000
cycles1.
NOTE
At overhaul, end caps returned to service have the
actuator serial number stamped between the ports.
Only New end caps have “APW” and the end cap serial
number stamped on the top of the end cap. The end
cap cycles1 must be tracked in addition to the actuator
serial number cycles1.
AIRIGHT/APPH - Upper end caps with more than
10,000 cycles1 or if there are no records that show the
total number of cycles1 on the end cap, perform the
NOSE LANDING GEAR ACTUATOR ULTRASONIC
INSPECTION every 600 cycles1
(Ref. Chapter 32-30-14). The 600 cycle1 repetitive
inspection starts with the receipt of this revision.
Overhaul or replace if hydraulic leakage is noted
anywhere except for the rod seal. The rod seal is
allowed one drop per 25 cycles1 or from the vent hole
of the lock indicator switch which is allowed two drops
per 25 cycles1.
Page 6
Nov 1/13 05-10-00
K. Chapter 35 - Oxygen

1. AVOX Systems Inc., formerly Scott Aviation, Return to AVOX Systems Inc., formerly Scott Aviation,
Altitude Compensated Regulator (Passenger) for Functional Test or perform FUNCTIONAL TEST
(Flight Compartment Sidewall) procedure in the Model 1900 Airliner Series
Component Maintenance Manual (Ref. Chapter
NOTE
35-20-03) every five years.
Kit 118-5000-3 adds a crew regulator
P/N 118-560005-1.
2. AVOX Systems Inc., formerly Scott Aviation, Return to AVOX Systems Inc., formerly Scott Aviation,
Altitude Compensated Regulator (Flight for Functional Test every five years.
Compartment Sidewall)
3. Crew Masks Without Kit 118-5000-3 Installed Considered on condition by AVOX Systems Inc.,
formerly Scott Aviation. No overhaul requirements.
NOTE
Old style mask similar to passenger mask.
P/N 249-339-1
AVOX Systems Inc. P/N 249-339-1
Smoke Goggles N/A
4. Crew Masks With Kit AVOX Systems Inc., formerly Scott Aviation,
118-5000-3 Installed recommends a five year overhaul of this crew mask.
P/N 129-380020-1
AVOX Systems Inc. P/N 359-61G12
Smoke Goggles 322-70
5. Passenger Oxygen Masks For overhaul or replacement (Ref. Chapter 35, Model
6. Diluter Demand Oxygen Masks (Ref. Chapter For the Puritan-Bennett only, return to factory every
35-00-00) three years for Functional Test.
Page 7
05-10-00 Nov 1/13

7. Oxygen System Check the condition of the following systems annually:
Deploy all cabin oxygen masks and check for oxygen
flow every 12 months.
OXYGEN SYSTEM LOW PRESSURE TEST - CREW
AND AUXILIARY SECTION (Ref. Chapter 35-00-00,
OXYGEN - MAINTENANCE PRACTICES).
NOTE
Auxiliary masks not used in airplane serials UB-23 and
After, and UC-1 and After.
OXYGEN SYSTEM LOW PRESSURE TEST - CABIN
SECTION (Ref. Chapter 35-00-00, OXYGEN -
MAINTENANCE PRACTICES).
CREW OXYGEN MASK AND CONTAINER
INSPECTION (Ref. Chapter 35-00-00, OXYGEN -
PASSENGER OXYGEN MASK AND CONTAINER
INSPECTION (Ref. Chapter 35-00-00, OXYGEN -
L. Chapter 56 - Windows

1. Window Frames Inspect the attach frames for attachment at two years
and repeat the inspection every 4,500 hours or
annually, whichever occurs first (Ref. Chapter
56-10-00, INSPECTION AND REPAIR OF WINDOW
ATTACH FRAMES).
M. Chapter 57 - Wings

1. Internal Wing Structure (UC-1 and After) Check for cracks, loose rivets, corrosion, and evidence
of sealant deterioration or damage inside all wing
inspection areas every 4,800 hours or 36 months,
whichever occurs first.
Check for nicks, chafes, or breaks in the wing fuel
quantity wiring harness every 4,800 hours or 36
months, whichever occurs first. (It is not necessary to
remove any spiral wrap that has been installed on the
harness to perform this inspection).
Page 8
Nov 1/13 05-10-00
N. Chapter 61 - Propeller

1. Hub TBO Refer to Hartzell Propeller Service Letter 61 for TBO.
2. Propeller Governor At engine TBO.
3. Blades P/N M10877K Infinite Life. Service or recondition at hub TBO.
4. Propeller Overspeed Governor Repair or replace if it fails to pass the functional check
or leaks are observed (Ref. Chapter 61-20-00).
O. Chapter 71 - Power Plant

1. Fuel Purge System Perform the FUEL PURGE TANK CLEANING
procedure every 24 months (Ref. Chapter 71-70-00).
P. Chapter 72 - Engine

NOTE
A TBO (Time Between Overhaul) recommendation is in no way to be construed as a warranty or engine life
proportion basis. The TBO recommendation is based on the projected time for most advantageous initial
overhaul. The individual operator's experience may indicate a departure in either direction from the
recommended TBO for the particular operation.
1. Engine TBO Refer to Pratt and Whitney Service Bulletin No. 13003
for overhaul time limits.
Q. Chapter 73 - Engine Fuel and Control

1. Flammable-Liquid-Carrying Hoses Replace every five years. Replace when cracked,
leaking or deteriorated.
R. Chapter 79 - Oil

1. Engine Chip Detectors Perform the MAGNETIC DRAIN PLUG INSPECTION
every 100 hours (Ref. Chapter 79-00-00).
2. Standard Engine Oil Hose, Replace every five years
P/N 330996F-8-0095, Oil Drain LH Engine
P/N 330997F-8-0111, Oil Drain RH Engine
Page 9
05-10-00 Nov 1/13

P/N 330997F-12-0290, Oil Cooler Inlet
P/N 330997F-12-0414, Oil Cooler Outlet
1A flight cycle is defined as: Engine start-up and increase to full or partial power (as required during
normal flight) one landing gear retraction and extension and a complete shutdown.
Page 10
Nov 1/13 05-10-00

MAJOR MAINTENANCE SCHEDULE
05-11-00
GENERAL
00
1. SCHEDULE
NOTE: Items not listed are to be repaired or replaced when necessary. If items are worn, inoperative,
inaccurate, intermittent and are not repairable through normal maintenance practices, they must be
overhauled or replaced.
A. Chapter 21 - Environmental Systems

1. Cabin Temperature Controller On condition. Repair or replace if improper operation is observed.
(Blower Motor)
2. Air Cycle Machine Bypass Valve On condition. Repair or replace if improper operation is observed.
3. Vent Blower Assembly (Evaporator) On condition. Repair or replace if improper operation is observed.
4. Valve, Ejector Bypass On condition. Repair or replace if improper operation is observed.
5. Valve, Pneumatic Regulator/Relief On condition. Repair or replace if improper operation is observed.
6. Air-Conditioner Condenser Coil On condition. Repair or replace if improper operation is observed.
7. Air-Conditioner Evaporator Coil On condition. Repair or replace if improper operation is observed.
8. Air-Conditioner Condenser Blower On condition. Repair or replace if improper operation is observed.
9. Air Cycle Machine - Heat Exchanger On condition. Clean Heat Exchanger at intervals noted in Hamilton
Sundstrand Service Bulletin SB21-2095.
B. Chapter 23 - Communications

1. Cockpit Voice Recorder On condition. Repair or replace if improper operation is observed
(Ref. Chapter 23 of the Model 1900 Airliner Series Component
C. Chapter 24 - Electrical Power

1. Airplane Battery On condition. Inspect and service (Ref. Chapter 24 of the Model
Page 1
05-11-00 Nov 1/13
D. Chapter 28 - Fuel System

1. Fuel Cross-Transfer Valve On condition. Repair or replace if leaks or improper operation is
observed.
2. Firewall Shutoff Valve On condition. Repair or replace if leaks or improper operation is
observed.
E. Chapter 32 - Landing Gear

1. Actuator, Nose Gear On condition. Repair or replace if hydraulic leakage is noted
anywhere except for the rod end seal which is allowed one drop per
25 cycles1 or from the vent hole of the lock indicator switch which is
allowed 2 drops per 25 cycles1.
AIRIGHT/APPH - (Ref. 05-10-00).
TACTAIR/PHOENIX CONTROLS - On condition. Repair or replace
if hydraulic leakage is noted anywhere except for leakage past the
rod seal exceeding one drop per 25 cycles1 or leakage from the
vent hole of the lock indicator switch exceeding two drops per 25
cycles1.
2. Actuator, Main Gear AIRIGHT/APPH - (Ref. 05-10-00).
TACTAIR/PHOENIX CONTROLS - On condition. Repair or replace
if hydraulic leakage is noted anywhere except for leakage past the
rod seal exceeding one drop per 25 cycles1 or leakage from the
vent hole of the lock indicator switch exceeding two drops per 25
cycles1.
FRISBY/TRIUMPH - On condition. Repair or replace if hydraulic
leakage is noted anywhere except for leakage past the rod seal
exceeding one drop per 25 cycles1 or leakage from the vent hole of
the lock indicator switch exceeding two drops per 25 cycles1.
3. Main Gear Brake Master Cylinder On condition. Repair or replace if leaks or improper operation is
observed.
4. Hydraulic Accumulator Assembly On condition. Repair or replace if leaks or improper operation is
observed.
5. Hydraulic Landing Gear Service On condition. Repair or replace if leaks or improper operation is
Valve. observed.
6. Hydraulic Power Pack Assembly On condition. Repair or replace if leaks or improper operation is
observed.
7. Hydraulic Landing Gear Hand Pump On condition. Repair or replace if leaks or improper operation is
observed.
Page 2
Nov 1/13 05-11-00

8. Main Gear Brakes On condition. (Ref. Chapter 32-40-00) of the Model 1900/1900C
Airliner Maintenance Manual for limits.
9. Power Steering Actuator On condition. Repair or replace if leaks or improper operation is
observed.
10. Power Steering Pump and Motor On condition. Repair or replace if leaks or improper operation is
Assembly observed.
11. Main Wheel For inspection and repair (Ref. Chapter 32 of the Component
Maintenance Manual). For Inspection and Overhaul Schedules
refer to the Aircraft Braking Systems (ABS) Wheel Service Letter
GS-SL-36.
12. Nose Wheel For inspection and repair (Ref. Chapter 32 of the Component
13. Wheel Bearing Inspect and lubricate at tire change.
(Bearing P/N 13889, should be replaced at 900 hours ONLY when
installed on the main wheel assembly).
14. All Landing Gear Hoses. On condition. Replace when cracked, leaking or deteriorated.
F. Chapter 34 - Navigation

1. Electronic Flight Display (EFD-74) On condition. All exchange and repaired units have display
brightness test routinely performed. If brightness seems
questionable, refer to maintenance section (523-0772698) of
Collins EHSI-74 Instruction book (523-0772693).
2. Electronic Horizontal Situation On condition
Indicator (EHSI-74) CRT
G. Chapter 71 - Power Plant

1. Engine Vibration Isolators On condition (Ref. Chapter 71 of the Model 1900 Airliner Series
H. Chapter 73 - Engine Fuel and Control

1. Engine-Driven Fuel Boost Pump On condition. Repair or replace if leaks or if improper operation is
observed.
Page 3
05-11-00 Nov 1/13
I. Chapter 77 - Engine Indicating

1. Fuel Flow Transmitter On condition. Repair or replace if leaks or if improper operation is
observed.
J. Chapter 79 - Oil

1. Oil Cooler On condition. Replace when contaminated.
2. Teflon P/N 124J003-8CR-0095, On condition. Replace when cracked, leaking or deteriorated.
Oil Drain Hose LH Engine
Oil Drain Hose RH Engine
Oil Inlet Cooler
Oil Outlet Cooler
1
A flight cycle is defined as: Engine start-up and increase to full or partial power (as required during
normal flight) one landing gear retraction and extension and a complete shutdown.
Page 4
Nov 1/13 05-11-00

SCHEDULED MAINTENANCE CHECKS
05-20-00
CONTINUOUS INSPECTION PROGRAM

00
1. GENERAL
The owner or operator is ultimately responsible for maintaining the airplane in an airworthy condition,
including compliance with all applicable Airworthiness Directives as specified in Title 14 of the Code of
Federal Regulations (CFR) Part 39, or as specified by the directives of the national aviation authorities. The
owner or operator should select only qualified personnel to maintain the airplane, and ensure that the
airframe and power plant mechanic inspecting the airplane has access to all necessary manuals and service
information as well as to an approved inspection guide.
It is further the responsibility of the owner or operator to ensure that the airplane is inspected in conformity
with the requirements covered in 14 CFR Part(s) 91.409 (f) (3), 121.367, 125.247 or 135.419 of the Code of
Federal Regulations or as specified by the directives of the national aviation authorities. These CFR Parts
cover the requirements concerning approved airplane inspection programs. Hawker Beechcraft Corporation
has prepared this Continuous Inspection Program to assist the owner or operator in meeting the foregoing
responsibilities.
It is the responsibility of the owner or operator to obtain specific FAA (or national aviation authority), approval
for the continuous inspection program the owner or operator adopts.
NOTE: When warranted by service experience or engineering recommendations, an approved maintenance
program, including the inspection intervals, may be changed at any time with prior notification and
approval of the local FAA Flight Standards District Office (FSDO) or as required by the
national aviation authority.
Hawker Beechcraft Corporation publishes recommended inspection requirements and maintenance
schedules for the airframe of your airplane. Remember that maintenance requirements and schedules for
some supplier furnished components, such as engines, propellers, avionics, cabin heaters, and other
airplane equipment, are separately stated in their respective supplier maintenance manuals. Have your
maintenance personnel review the equipment installed on your airplane and ensure that current, up-to-date
supplier maintenance publications and manuals are available and all required maintenance is scheduled and
performed.
This Continuous Inspection Program is provided to enable the owner/operator to inspect and maintain the
airplane on a continuous basis. Included in the program are a Routine Inspection and six Detailed
Inspections. A sequence of conducting the program along with suggested times are discussed later. The
times and sequence are recommendations and may be altered to suit a particular operation. While this
program may be used as an outline, detailed information of the many systems and components in the
airplane will be found in the various chapters/sections of the maintenance manual and the pertinent supplier
publications. It is also recommended that reference be made to the applicable maintenance handbooks,
service instructions, applicable FAA (or national aviation authority) Regulations, Publications, and supplier's
specifications for torque values, clearances, settings, tolerances, and other requirements.
This program is not intended to be all-inclusive, for no such program can replace the good judgement of a
certified airframe and power plant mechanic in the performance of his duties.
Page 1
05-20-00 May 1/11
NOTE: In addition to the inspections prescribed by this schedule, the altimeter instrument and static system
and all ATC transponders MUST be tested and inspected at 24 month intervals or anytime the
system is opened in compliance with the requirements specified in 14 CFR Part(s) 91.411 and
91.413 or as specified by the directives of the national aviation authority.
Information contained herein is applicable to all Model 1900/1900C Airliner airplanes except where
differences are indicated by serial number effectivity.
A. Special Conditions Cautionary Notice

Extremely high-utilization airplanes and/or airplanes operated in extreme climates may need more
frequent inspections for wear, corrosion, and lubrication. Under these conditions, the items listed in this
program should be accomplished as outlined until the owner/operator can establish his own inspection
periods based on experience or another program which has had prior approval. Engine power and
performance runs should be tailored to each operation to achieve reliable, cost-effective maintenance.
Depending on the maintenance performed and components replaced, a GROUND PERFORMANCE
CHECK may be required in lieu of the normal Inspection Run. Refer to the applicable maintenance
procedures.
NOTE: The time periods in this schedule do not constitute a guarantee the item will reach the period
without malfunction as the aforementioned factors cannot be controlled by the manufacturer.
WARNING: Use only genuine Hawker Beechcraft Corporation or Hawker Beechcraft Corporation
approved parts obtained from Hawker Beechcraft Corporation approved sources, in
connection with the maintenance and repair of Hawker Beechcraft airplanes.
Genuine Hawker Beechcraft Corporation parts are produced and inspected under
rigorous procedures to ensure airworthiness and suitability for use in Hawker
Beechcraft airplane applications. Parts purchased from sources other than Hawker
Beechcraft Corporation, even though outwardly identical in appearance, may not
have had the required tests and inspections performed, may be different in
fabrication techniques and materials, and may be dangerous when installed in an
airplane.
Salvaged airplane parts, reworked parts obtained from non-Hawker Beechcraft
Corporation approved sources, or parts, components, or structural assemblies, the
service history of which is unknown or cannot be authenticated, may have been
subjected to unacceptable stresses or temperatures or have other hidden damage,
not discernible through routine visual or the usual nondestructive testing
techniques. This may render the part, component or structural assembly, even
though originally manufactured by Hawker Beechcraft Corporation unsuitable and
unsafe for airplane use.
Hawker Beechcraft Corporation expressly disclaims any responsibility for
malfunctions, failures, damage or injury caused by use of non-Hawker Beechcraft
Corporation approved parts.
Page 2
May 1/11 05-20-00
B. Continuous Inspection General Information

(1) Purpose and Use
The Hawker Beechcraft Corporation recommended Continuous Inspection Program is provided to

maintain the Model 1900/1900C Airliner airplanes that are utilized by the owner/operator on a
continuous basis. Should the owner/operator elect to use the Hawker Beechcraft Corporation
recommended program, the complete program must be accomplished at least one time every 24
calendar months.
The complete inspection program for each airplane is divided into several parts consisting of a
Routine Inspection of the airplane every 50 hours of service time and a Detailed Inspection of a
portion of the airplane every 200 hours of service time, thus providing a complete inspection of the
airplane every 1,200 hours. The 50-hour or 200-hour interval between performance of the
procedures here must not be exceeded by more than 10%. Any extension of either the 50-hour or
200-hour interval must be subtracted from the following 50-hour or 200-hour interval as
appropriate, with no time extension permitted. This method will provide greater availability of the
airplane during normal operating hours without sacrificing the quality desired during maintenance
and inspection periods.
(2) Definitions
The terminology pertaining to the inspection procedures and their use as explained in this manual
are in accordance with Code of Federal Regulations, Parts 1, 43 and 91, issued by the Federal
Aviation Administration. These terms are defined as follows:
Continuous Inspection - A continuous inspection is a continuing airworthiness inspection of an
airplane and its various components and systems at scheduled intervals in accordance with
procedures prescribed by the Administrator of the Federal Aviation Administration.
Detailed Inspection - Detailed inspection consists of a thorough examination of the appliances,
the airplane and components and systems with such disassembly as necessary.
Flight Time - Flight time shall mean the total time from the moment the airplane first moves under
its own power for the purpose of flight until the moment it comes to rest at the next point of landing.
(Block-to-block time.)
Maintenance - Means inspection, overhaul, repair, preservations, and the replacement of parts,
but excludes preventive maintenance.
Pilot in Command - Pilot in command shall mean the pilot responsible for the operation and
safety of the airplane during the time defined as flight time.
Preventive Maintenance - Means simple or minor preservative operations and the replacement
of small standard parts not involving complex assembly operations.
Routine Inspection - Routine inspection consists of visual examination or check of the
appliances, the airplane and its components and systems insofar as is practicable without
disassembly.
Time in Service - Time in service, as used in computing maintenance and inspection time
records, is the time from the moment the airplane leaves the ground until it touches the ground at
the end of the flight.
Page 3
05-20-00 May 1/11
(3) Forms and Records
The forms and records used with the Continuous Inspection Program consist of a Routine
Inspection form, six separate 200-Hour Interval Detailed Inspection forms, Continuous Inspection
Work Sheets and In-Flight Work Sheets.
Routine Inspection Work Sheet - This Work Sheet lists the airplane components which are to be
checked at each 50-flight-hour interval of service time. At each 200-Hour Interval Inspection, this
form will be completed in addition to the 200-Hour Interval Detailed Inspection form.
200-Hour-Interval Detailed Inspection Form - Six separate and individual 200-Hour Interval
Detailed Inspection forms are used with the Continuous Inspection Program. Each form covers
only one portion of the airplane and is designated as 1st, 2nd, 3rd, 4th, 5th or 6th 200-Hour
Interval Detailed Inspections. Completion of the 6th of the
200-Hour Interval Detailed Inspection will provide a complete airworthiness inspection of the
airplane.
Continuous Inspection Work Sheet - This form is used in conjunction with each of the inspection
forms to provide a list of all discrepancies which are found during the inspection and their
corrective action.
In-Flight Work Sheet - Copies of this Work Sheet are to be kept in the airplane and will be used
by the pilot in command to list any discrepancy which occurs during a flight. When the flight is
completed, this form will then be forwarded to the Maintenance Shop for proper disposition.
If the Continuous Inspection Program is discontinued, written notification must be sent to the local
FAA Flight Standards district office or as specified by the national aviation authority.
C. Inspection Procedures
(1) Routine Inspections (50-Hour Intervals)
A Routine Inspection of the airplane shall be conducted each 50 hours of time the airplane is in
service. This inspection consists mainly of a visual inspection of the major components of the
airplane for general condition. This inspection may be conducted by persons qualified to do
preventative maintenance. Refer to Chapter 5-20-01 for complete instructions to conduct routine
inspections.
(2) Detailed Inspections (200-Hour Intervals)
Six separate Detailed Inspections of the airplane are required to accomplish one complete
inspection. Only a portion of the airplane's components or systems are inspected at each 200-hour
interval, thus accomplishing a complete inspection of the airplane once every 1,200 hours of time
in service. Items requiring attention at periods of less than 1,200 hours are duplicated on the
appropriate Detailed Inspection form. These inspections are to be conducted by the Crew Chief in
Charge of Maintenance, or by a properly qualified mechanic under their supervision. Refer to
Chapters 5-20-02, 5-20-03, 5-20-04, 5-20-05, 5-20-06, and 5-20-07 for complete instructions to
conduct the 1st through 6th Detailed Inspections.
Page 4
May 1/11 05-20-00
D. Discrepancies
Discrepancies found on the airplane during an inspection must be listed on the Continuous Inspection
Worksheet. The discrepancy must be entered on the worksheet, and the corrective action which is
taken must be noted. If more than one line is required to state the discrepancy, as many entry spaces as
are necessary may be used. The same method should be used for corrective action explanations which
require more than one line, except the bottom lines of the extra spaces will be used. Each separate
entry on the sheet will be numbered in the ITEM blocks 1, 2, 3, 4, etc. As many worksheets as
necessary will be used to list all discrepancies with the entry numbers in the ITEM block continuing in
sequence on each of the additional pages. All discrepancies listed must be corrected before the
worksheet is routed to the airplane file.
Discrepancies that affect the airworthiness of the airplane will require the necessary corrective action to
be accomplished before the airplane is returned to service.
Discrepancies that do not affect the airworthiness of the airplane may, at the discretion of the
maintenance crew chief, be carried over to the next inspection period. All discrepancies thus carried
over will be retained in the Shop File until corrected, and will also be reflected on the Shop Status and
Scheduling Board.
Discrepancies which occur during a flight must be entered on the In-Flight Worksheet by the pilot in
command or other responsible person. At the end of the flight this worksheet is then submitted to the
Transportation Department Manager.
E. Away-From-Station Requirements
Away-From-Station Inspection. If the airplane is to be away from the home location at the time an
inspection is due, the pilot in command of the flight will take with him all forms which will be required for
the inspection and a copy of this manual. The detailed inspection will be conducted or supervised by
one of the following:
1. A certified airframe repair station.
2. An appropriately rated certified mechanic with inspection authorization.
The results of the inspection will be noted on the proper forms which are then brought back to the home
location. The pilot will be responsible for all inspection forms and work sheet entries with inspectors and/
or mechanics signature and identification.
Away-From-Station Discrepancies. Discrepancies affecting the airworthiness of the airplane, when
the airplane is away from the local station, will be corrected by one of the following:
1. A certificated airframe repair station.
2. An appropriately rated certified mechanic.
The discrepancy and the corrective action taken is to be listed on the In-Flight Worksheet. The pilot will
be responsible for all worksheet entries with mechanic's and/or inspector's signatures and identification.
2. CONTINUOUS INSPECTION SCHEDULE
A. General Information
The Continuous Inspection Schedule Table on the following pages, lists the major components of the
airplane which require periodic inspections. For maintenance items, see the Major Maintenance
Schedule list in Chapter 5-11-00.
Page 5
05-20-00 May 1/11
Table 1
Continuous Inspection Schedule
Inspection RTN 1st 2nd 3rd 4th 5th 6th
A. General
Service Bulletins, Compliance Check X
Switches, Knobs and Circuit Breakers X
Work Sheet Discrepancies X
B. Chapter 11 - Placards
Placards X X X X X X
C. Chapter 12 - Lubrication and Servicing
Airplane Lubrication X X X X X X
Oxygen System Pressure X
D. Chapter 21 - Environmental
Air Cycle Machine, Fog Nozzle and Filter X X
Air Cycle Machine Oil Change X X X
Bleed Air Overpressure Check X X X X X X
Bleed Air Overtemperature Check X X X X X X
Blower, Air Conditioning Condenser X X
Compressor Drive Belts X X
Compressor Drive Quill Shaft X X
Compressor, Refrigerant X
Condenser, Air Conditioning X X
Evaporator Blower X X
Filter, Pressure Equalization Brake Reservoir X
Filter, Pressurization Controller X
Filter, Evaporator X X X X X X
Lines and Service Valves, Refrigerant X
Outflow Valves X
Pneumatic Relay Filter X
Pressurization Controller X
Pressurization System X X X
Pressurization System Drain Valve X X X
Refrigerant Level X
Refrigerant Lines and Service Valves X
Page 6
May 1/11 05-20-00
Table 1
Continuous Inspection Schedule (Continued)
Temperature Controller and Filter X
Vapor Cycle System X X X
E. Chapter 23 - Communications
Radio Equipment X
Static Dischargers X X
F. Chapter 24 - Electrical Power
Electrical Equipment, Flight Compartment X
Electrical Wiring and Equipment, Cabin X
Electrical Wiring and Equipment, Power Plant X
Electrical Wiring and Equipment, Wing X
Electrical, Main and Nose Gear X
External Power X X X X X X
Inverter Power Relays X X X X X X
Starter-Generator, Brushes X X X
Starter-Generator, Operational Check X X X
G. Chapter 25 - Equipment and Furnishings
Cleanliness, Flight Compartment and Cabin X
Emergency and Survival Equipment X
Seat Belts X
Seat Tracks X
Seats X
Underwater Locator Device (ULD) X X X
H. Chapter 26 - Fire Protection
Fire Detectors X
Fire Extinguisher, Engine X
I. Chapter 27 - Flight Controls
Aileron and Tab X
Aileron Quadrant X
Control Column X
Flaps and Actuators X
Flaps, Motor and Drives and Flex Shafts X
Flight Control Components, Cables and Pulleys X X X
Page 7
05-20-00 May 1/11
Table 1
Flight Controls X X X X
Rudder Pedals and Arms X
Visual Damage, Control Surfaces X
Visual Damage, Fuselage, Empennage, Wings X
J. Chapter 28 - Fuel
Fuel Boost Pumps X X X
Fuel Filler Cap X
Fuel Filters and Screens X X
Fuel Probes X
Fuel Purge System X
Fuel Tanks, Vents, Valves and Pumps X
Fuel Valve, Antisiphon X
Fuel Valve, Cross-Transfer X X X
Fuel Valve, Firewall Shutoff X X X
Integral Fuel Tank X X
K. Chapter 30 - Ice and Rain Protection
Deicer, Propeller X X X X X X
Deicer Boots, Empennage X
Deicer Boots, Operational Check X X X
Deicer Boots, Wing X
Deicer Distributor Valve X
Pitot and Stall Warning Heat X
Propeller Deicer X X X X X X
Surface Deicers X X X
L. Chapter 32 - Landing Gear
Actuator, Main Gear X
Actuator, Nose Gear X
Brake Deicer X
Brakes X X X
Brakes, Antiskid X X
Drag Brace X
Drag Leg, Main Gear X
Page 8
May 1/11 05-20-00
Table 1
Landing Gear, Doors and Linkage X
Landing Gear, Emergency Extension X
Landing Gear, Hoses X
Landing Gear, Hydraulic Power Pack X
Landing Gear, Hydraulic Power Pack Filters and Screens X
Landing Gear, Power Pack, Hydraulic Fluid Level Sensor X
Landing Gear, Position Indicators X
Landing Gear, Retract Mechanism X
Landing Gear, Safety Switch X
Landing Gear, Struts X
Landing Gear, Warning Horn X
Filter, Hydraulic System Bleed Air X X
Orifice, Pressure Equalization X
Power Steering System Filter X X
Power Steering Actuator, Pump and Motor X
Shimmy Damper (if installed) X X
Shock Struts, Main and Nose Landing Gear X X
Steering Linkage X
Hoses, All X X
M. Chapter 33 - Lights
Lights, All X
N. Chapter 34 - Navigation & Pitot Static
Electronic Flight Instrument System (EFIS) (if installed) X X X X X X
Pitot and Static System X X X X X X
Plumbing and Wiring, Instrument X
Static Ports, Aft Fuselage X
Static Source, Alternate X
Hoses, All X
O. Chapter 37 - Vacuum
Filter, Instrument Air X X
Filter, Vacuum Regulator Valve X X X X X X
Vacuum System X X X
Page 9
05-20-00 May 1/11
Table 1
P. Chapter 52 - Doors
Access Panels, Security and Attachment X X X X
Avionics Doors, Fasteners, and Seals X
Door, Nose X
Doors, Entrance - Cargo - Emergency X
Q. Chapter 53 - Fuselage
Control Cable Seals, Aft Fuselage X
Control Cable Seals, Cabin X
Drain Valves, Belly X
Instrument Panel Plumbing and Wiring X
Plumbing, Aft Fuselage X
Skin, Fuselage X
Skin, Nose Section X
Structure, Cabin X
Structure, FWD L/H Center Section X
Structure, FWD R/H Center Section X
Structure, Nose X
R. Chapter 55 - Stabilizers
Drains, Ventral Fin and Aft Fuselage X
Skin, Aft Fuselage and Empennage X
Structure, Aft Fuselage and Empennage X
S. Chapter 56 - Windows
Side Windows X
Windows, Cabin X
Windows, Flight Compartment X
Windshield Tab X X
Windshield Weather Seal X X X X X X
T. Chapter 57 - Wings
Plumbing and Wiring, FWD R/H Center Section X
Plumbing, FWD LH Center Section X
Plumbing, Leading Edge and Nacelle X
Plumbing, Wing X
Page 10
May 1/11 05-20-00
Table 1
Skin, Wing X
Structure, Wing X
U. Chapter 61- Propellers
Autofeather Relays, Dump Solenoids, and Pressure Switches X X X
Propeller Governor X X X
Propeller Synchrophaser X X X
Propellers X X
V. Chapter 71 - Power Plant
Accessories, Engine X X
Auto-Ignition X
Condition Levers X X X X X X
Drain Plugs, Power Plant X
Engine Chip Detector Cleaning X X
Engine Control Levers X
Engine Controls X X X X
Engine Cowling X X
Engine Fuel Pump Filter and Screens X X
Engine Ground Performance Check X
Engine Ground Inspection Run X X X X X
Engine Mount Truss X
Engine Oil Cooler X X
Engine Oil Tank X
Engine Oil Temperature and Pressure X X X
Engine Vibration Isolator Mounts X X
Engines X X X X X X
Exhaust System X
Filter, Engine Oil X X X X X X
Fuel Nozzle X X X
Hoses, All X
Igniter Plugs X X X X X X
Ignition Exciter X
Induction System X
Page 11
05-20-00 May 1/11
Table 1
Inertial Anti-Icer X
Oil Cooler X X
P3 Air Filter X
Plumbing, Power Plant X
Page 12
May 1/11 05-20-00

05-20-01
ROUTINE INSPECTION
INSPECTION PROCEDURES
00
1. GENERAL
A. Forms Required
(1) Model 1900/1900C Airliner Routine Inspection.
(2) Continuous Inspection Worksheet.
NOTE: The Model 1900/1900C Airliner Routine Inspection form will be used for all Routine
Inspections whether the inspections are conducted at 50-Hour intervals or in conjunction
with a 200-Hour Detailed Inspection.
B. Reference Material
(1) Model 1900/1900C Airliner Maintenance Manual P/N 114-590021-7.
(2) Model 1900 Airliner Series Component Maintenance Manual P/N 114-590021-11.
(3) Model 1900 Airliner Wiring Diagram Manual P/N 114-590032-3 (UA-1 and After); 114-590021-13
(UB-1 and After); 114-590021-61 (UC-1 and After).
(1) Fill out the heading on each form in its entirety.
(2) The mechanic checks each item on the inspection form and initials the form in the spaces
provided.
(3) List all discrepancies found during the inspection on the Continuous Inspection Worksheet.
(4) When the inspection is complete, the mechanic, crew chief and the Quality Control Inspector will
sign the INSPECTION COMPLETED block at the end of the inspection sheet.
NOTE: Any repairs made during the Routine Inspection will be noted on the Continuous
Inspection Worksheet and attached to the completed Routine Inspection Form.
Maintenance, other than preventive maintenance, will be signed off by the mechanic and
Quality Control Inspector. Only the inspection mechanic’s initials will be required on work
classified as preventive maintenance.
Corrosion detected while performing this routine inspection may be treated in accordance
with Chapter 20-09-00.
Page 1
05-20-01 Feb 1/10
2. ROUTINE INSPECTION PROCEDURES
Inspection Date___________________________________________
Airplane Serial___________________ Airframe______________________ Cycles____________
LH Engine Hrs_____________ Cycles____________ RH Engine Hrs______________ Cycles____________
LH Engine Power Module S/N_______________________________________________
RH Engine Power Module S/N_______________________________________________
LH Engine Gas Generator S/N_______________________________________________
RH Engine Gas Generator S/N_______________________________________________
A. Airframe
Model 1900/1900C Airliner Series Routine Inspection

Complete Steps 1 thru 17. Mechanic Inspector
(1) All in-flight work sheet discrepancies cleared.
(2) Check Service Bulletins for compliance as required.
(3) Check cabin and flight compartment for cleanliness and visual
damage.
(4) Check fuselage, empennage and wings for scratches, paint
blistering, corrosion, missing fasteners and visual damage.
(5) Check all control surfaces for security, scratches, paint blistering,
corrosion and visual damage.
(6) Check all access plates for presence, security, scratches, paint
blistering, corrosion and visual damage.
(7) Check main and nose landing gear and shock struts for damage,
corrosion, attachment, correct inflation and leaks. Deflate struts
and check fluid level if leaks are evident. Check for leaks in
hydraulic retraction and power steering system, if installed.
(8) Inspect the nose landing gear shimmy damper (on airplanes
without power steering only) for leaks, corrosion, correct fluid
level and security of attachment. Service if necessary
(9) Inspect brakes for wear (Ref. Chapter 32-40-00). Check brakes
for security of mounting and leaks. Check brake reservoir fluid
level and fill (Ref. Chapter 12-10-00).
(10) Check oxygen system pressure (Ref. Chapter 12-10-00).
(11) Check tires for wear, deterioration and correct inflation
Page 2
Feb 1/10 05-20-01
Model 1900/1900C Airliner Series Routine Inspection (Continued)

(12) Visually check all lights for illumination. Replace all
non-illuminating bulbs, flashtubes and/or broken lenses etc.
(13) Check switches, knobs and circuit breakers for looseness and
operation.
WARNING
When testing the heater function of the pitot mast, use extreme
caution as the surface can cause burns. Prolonged operation of
the anti-ice function in still air could damage the pitot mast;
therefore, it is imperative that the pitot heat be turned off
immediately after the heat test.
(14) Check pitot heaters for operation by watching for a loadmeter

needle deflection when the control is switched on with minimum
electrical load established and LH and RH annunciators
extinguished. Clean as necessary.
WARNING
When testing the anti-icing function of the transducer vane and
mounting plate, use extreme caution as either surface can cause
burns. Prolonged operation of the anti-ice function in still air
could damage the transducer; therefore, it is imperative that the
transducer heat be turned off immediately after the heat test.
(15) Check the stall warning heating system operation (Ref. the
Pilot’s Operating Handbook). The heat system may be checked
by placing the hand near, but not touching, the stall warning vane
and mounting plate.
(16) Check all flight controls and tabs for freedom of operation,
scratches, paint blistering, corrosion and security of attachment.
(a) Check for operation of the yaw damper by pressing the Yaw
Damp test switch forward or (if installed) press and hold the
YD ENG annunciator/test button (Ref. Chapter 27-21-00).
(17) Inspect the windshield wiper blades for deterioration, cuts, etc.
Page 3
05-20-01 Feb 1/10
B. Power Plant

Complete Steps 1 thru 6 Mechanic Inspector
LH RH
(1) Visually check propeller for nicks, erosion and damage. If
damage exists, (Ref. Chapter 61-00-00 of the Model 1900
(2) Check engines through front cowl, cowl doors and access
openings for fuel, oil and exhaust leaks and damage.
(3) Visually check oil coolers for leaks and obstruction of air flow.
CAUTION
Do not place the power levers into reverse unless the engine is running.
(4) Check all engine controls for freedom of operation.

(5) Check oil tank for correct fluid level (Ref. Chapter 12-10-00).
(6) Check engine cowling and access plates for security of
attachment, scratches, paint blistering, corrosion, missing
fasteners and damage.
C. Emergency and Survival Equipment

Complete Steps 1 thru 5 Mechanic Inspector
(1) Check first aid kit for security of attachment, integrity of seal and
expiration date.
(2) Check passenger briefing cards for cleanliness and that one is
available for each passenger.
(3) Check flight compartment and cabin fire extinguishers for integrity
of seal, security of mounting and correct charge.
(4) Check overwater survival equipment (life vests, rafts, etc.), if
required.
(5) Check emergency lighting equipment.
INSPECTION COMPLETED
I certify that a Routine Inspection was performed in accordance with the Continuous Inspection Program
and that the airplane is approved for return to service.
CREW CHIEF________________________________________________
Page 4
Feb 1/10 05-20-01
CONTINUOUS INSPECTION WORKSHEET

Inspection Type_________________________________Inspection Number__________________________
Model__________L Eng Time___________Cycles__________R Eng Time___________Cycles___________
A/C Time_______________Cycles________________A/C Serial_________________Date_______________
Crew
Item Description Mech Chief Q.C.
Page 5
05-20-01 Feb 1/10

FIRST 200-HOUR-INTERVAL DETAILED INSPECTION
05-20-02
DETAILED INSPECTION PROCEDURES

00
1. GENERAL
A. Forms Required
(1) First 200-Hour-Interval Detailed Inspection.
NOTE: A Routine Inspection must be conducted in conjunction with each Detailed Inspection to
comply with Continuous Inspection Regulations.
(3) Model 1900 Airliner Series Structural Repair Manual P/N 114-590021-9.
(4) Model 1900 Airliner Series Corrosion Control Manual P/N 114-590021-197.
(5) Model 1900 Airliner Wiring Diagram Manual P/N 114-590032-3 (UA-1 and After); 114-590021-13
(UB-1 and After); 114-590021-61 (UC-1 and After).
(6) Model 1900 Airliner Pilots Operating Handbook/Airplane Flight Manual P/N 114-590021-3.
(7) Model 1900C Airliner Pilots Operating Handbook/Airplane Flight Manual P/N 114-590021-57.
(2) The mechanic checks each item on the inspection form and initials the form in the space provided.
NOTE: Check all In-Flight Worksheets turned in since the last inspection for discrepancies that
have not yet been worked off.
(4) Each discrepancy is to be signed off by the mechanic, crew chief and a Quality Control Inspector
when the discrepancy has been corrected.
(5) In the spaces provided on the Major Maintenance Worksheet, the mechanic is to list all
components which are removed from the airplane for overhaul or replacement, then to add Part
Number and Serial Number of the component which is installed.
(6) The Quality Control Inspector will stamp off each item on the inspection form to complete the
inspection.
Page 1
05-20-02 Nov 1/11
(7) When the inspection has been completed, the mechanic, crew chief and the Quality Control
Inspector must sign the INSPECTION COMPLETED block at the end of the inspection form.
2. DETAILED INSPECTION PROCEDURES
Inspection Date___________________________________________
NOTE: Corrosion detected while performing this detailed inspection may be treated in accordance
To minimize the possibility of foreign object damage to engines, observe the following
maintenance practices:
• Ensure all loose materials (rivets, screws, safety wire, etc.) are removed from engine
cowling area after maintenance.
• Maintain clean ramp and taxi areas.
• Running at maximum power with the airplane stationary should be minimized and done only
on a clean ramp.
• Propeller reverse operation for backing the airplane should be avoided.
• Avoid operation in dust and sand storms.
• Do not operate engines in feather, except during external power starts and feather checks.
Prior to beginning this inspection, the following access panels must be removed:
UA-1 and After;
Wing Access - 1, 2, 3, 4, 5, 6, 8, 10, 11, 12, 13, 15, 16, 17, 18, 19, 20, 21, 22, 24, 25, 26, 27, 28, 29, 30,
35, 36, 37, 38, 43, 44, 45, 46, 47, 50, 51, 53, 54, 55, 56, 57, 58, 59, 60, 61.
Floor Access - 7, 11.
UB-1 and After;
Wing Access - 1, 2, 3, 4, 5, 6, 8, 10, 11, 12, 13, 15, 16, 17, 18, 19, 20, 21, 22, 24, 25, 26, 29, 30, 35, 36,
37, 38, 43, 44, 45, 46, 47, 50, 51, 53, 54, 55, 56, 57, 58, 59, 60, 61.
UC-1 and After;
Wing Access - 1, 2, 3, 4, 5, 6, 8, 9, 10, 11, 12, 13, 15, 16, 17, 18, 19, 21, 22, 23, 24, 25, 26, 27, 28, 29.
For zone and access panel locations (Ref. Chapter 06).
Page 2
Nov 1/11 05-20-02
A. Wings
First 200-Hour-Interval Detailed Inspection

LH RH
(1) SKINS
Zone inspection areas: 611 thru 650, 511 thru 550.
(a) Inspect skins for cracks, scratches, dents, paint blistering,
corrosion and loose or missing fasteners. If any damage or
corrosion is found, inspect the adjacent structure.
(b) Inspect the entire circumference of the aft nacelle panel seals
for deterioration, signs of compression and reduced
resilience. Compress (squeeze) the seal and release. If the
seal does not easily compress or regain its original shape
quickly, replace the seal.
(c) Inspect for evidence of chafing between the aft nacelle fairing
and the upper wing skin (Ref. Chapter 57-90-04 of the 1900
Airliner Series Structural Repair Manual).
(2) STRUCTURE
Wing panel inspection areas: Inside all areas where panels are
removed.
(a) Check for cracks, loose rivets, corrosion and concealed
damage inside all wing inspection areas where access
panels have been removed. Repair any discrepancies
(Ref. Model 1900 Airliner Series Structural Repair Manual,
P/N 114-590021-9).
(3) AILERONS AND TRIM TAB
Zone inspection areas: 533, 543, 633 and 643.
(a) Inspect skins for cracks, scratches, damage, loose or missing
rivets, paint blistering and corrosion.
Page 3
05-20-02 Nov 1/11
First 200-Hour-Interval Detailed Inspection (Continued)

LH RH
(b) Check ailerons for attachment, freedom of movement, and
amount of movement (freeplay). Perform the AILERON
FREEPLAY CHECK procedure (Ref. Chapter 27-10-00).
Read the aileron acceptable freeplay distance from zero on
the travel board scale or dial indicator.
Right Aileron Freeplay:_______ (UA and UB Limits 0.12 Inch

Maximum)
Left Aileron Freeplay: _______(UA and UB Limits 0.12 Inch
Maximum)
Right Aileron Freeplay: ________ (UC Limits 0.06 Inch

Maximum)
Left Aileron Freeplay: ________ (UC Limits 0.06 Inch
Maximum)
(c) Check aileron trim tab actuator for correct direction of travel,
smoothness of travel, corrosion and attachment.
(d) Perform AILERON TRIM TAB FREEPLAY CHECK
procedures and Table (Ref. Chapter 27-10-04).
AILERON TRIM TAB FREEPLAY: ________(LIMIT: 0.053

INCH MAXIMUM)
(e) Perform the AILERON TRIM TAB FUNCTIONAL CHECK
procedure (Ref. Chapter 27-10-07).
Rotate the cockpit pedestal aileron trim control knob counter
clockwise to the full left position and verify the aileron (left
side) trim tab moves in the trailing edge down direction.
Check that the system moves smoothly with no unusual
noise or binding.
Aileron Trim Tab Travel Full Down:__________(LIMIT: 13.5°

to 16.5° trim tab trailing edge down)
Turn the cockpit pedestal aileron trim control knob clockwise

to the full right position and verify the aileron (left side) trim
tab moves in the trailing edge up direction. Check that the
system moves smoothly with no unusual noise or binding.
Aileron Trim Tab Travel Full Up:___________(LIMIT: 13.5°

to 16.5° trim tab trailing edge up)
Page 4
Nov 1/11 05-20-02

LH RH
(f) Perform the AILERON FUNCTIONAL CHECK procedure

noise or binding. Move the pilot’s control wheel counter
clockwise and make sure that the left aileron moves in the
trailing edge up direction.
Left Aileron Travel:________

(Limit: 23° to 26° trailing edge up)
Right Aileron Travel:_______

(Limit: 16° to 19° trailing edge down)
(Limit: 15° to 18° for UA and UB airplanes)
Move the pilot’s control wheel clockwise and make sure that
the left aileron moves in the trailing edge down direction.
Left Aileron Travel:________

(Limit: 16° to 19° trailing edge down)
(Limit: 15° to 18° for UA and UB airplanes)
Right Aileron Travel:________

(Limit: 23° to 26° trailing edge up)
(4) FLIGHT CONTROL COMPONENTS, CABLES AND PULLEYS
Wing panel inspection areas: 27, 28, 29, 30, 37, 38
(UA-1 and After; UB-1 and After), 19 (UC-1 and After).
(a) Inspect control system components (pushrods, turnbuckles,
end fittings, castings, etc.) for bulges, splits, bends, cracks
and corrosion. Replace any damaged component.
(b) Check control cables, pulleys and associated equipment for
condition, attachment, alignment, clearance, corrosion,
cleanliness and correct direction of travel. Check areas
around cables for evidence of chafing. Replace any damaged
component. Replace cables that have broken strands or
evidence of corrosion (Ref. Chapter 20-00-02).
(c) Inspect pulleys under evaporator ducts.
(d) Perform the AILERON WING CABLE TENSION CHECK
procedures (Ref. Chapter 27-10-03).
Record aileron cable and aileron trim cable tensions:
Temperature:________ °F
3/16 inch Aileron Cable Tension LH: _______ RH: _______
1/16 inch Aileron Trim Tab Cable Tension: ________
Page 5
05-20-02 Nov 1/11

LH RH
(e) Inspect all flight control rigging pin placards for legibility and
security of attachment (if installed) (Ref. Chapter 11-30-00).
(5) FLAPS AND ACTUATORS
Zones inspection areas: 513, 533, 613 and 633.
Wing panel inspection areas: 35, 36 (UA-1 and After;
UB-1 and After), 17 (UC-1 and After).
(a) Inspect flap drive cables and actuators for wear, corrosion
and attachment.
(b) Inspect flap skins and structure for cracks, scratches, dents,
paint blistering, corrosion and loose or missing rivets. In
addition, inspect flap roller brackets, roller bearings and
attachment hardware for damage, corrosion and attachment.
(c) Perform the LEFT AND RIGHT FLAP SAFETY SWITCH
TEST procedure (Ref. Chapter 27-50-06).
(6) FUEL TANKS, VENTS, VALVES AND PUMPS
Wing panel inspection areas: 17, 18, 25, 26, 50, 51
(UA-1 and After; UB-1 and After), 9, 21 (UC-1 and After).
(a) Inspect fuel tanks for corrosion, leaks and plugged or
obstructed vents.
(b) Check under wing vent and wing tip fuel vents for
obstructions and erosion.
(c) Check the heated vent for operation (warm to the touch).
(d) Check pumps, drain valves, firewall shutoff valves and fuel
low pressure switch for evidence of leaks and security of
attachment.
(7) FUEL FILLER CAP
Wing panel inspection areas: 53 (UA-1 and After; UB-1 and
After), 3 (UC-1 and After).
(a) Check for damage, scratches, paint blistering, corrosion and
leaks.
(b) Check locking mechanism for ease of operation.
Check integrity of cap lanyard.
(8) FUEL VALVE, ANTISIPHON
Wing panel inspection areas: 53
(UA-1 and After; UB-1 and After), 3 (UC-1 and After).
(a) Check for condition.
Page 6
Nov 1/11 05-20-02

LH RH
(9) INTEGRAL FUEL TANK
Zone Inspection areas: 542 and 642.
(a) Check the integral tank access plates for leaks and condition.
(10) FUEL PROBES
Wing panel inspection areas: 2, 3, 4, 5, 6, 19, 20, 21, and 22
(UA-1 and After; UB-1 and After), 2 and 5 (UC-1 and After).
(a) Check for leaks at points of attachment.
(b) Visually inspect for damage, security and corrosion.
(11) ELECTRICAL WIRING AND EQUIPMENT
Wing panel inspection areas: 1, 4, 13 (UA-1 and After; UB-1 and
After); 21 and 22 (UC-1 and After).
(a) Check for security, chafing, damage and attachment.
(12) BLEED AIR PRESSURE REGULATOR/SHUTOFF VALVE
Zone inspection area: 511 and 611
(a) Inspect the filter (if installed) for condition and cleanliness.
(Ref. Model 1900 Airliner Series Component Maintenance
Manual P/N 114-590021-11).
(b) Inspect and clean the filter (if installed) in the servo air line to
the shutoff valve.
(13) LEADING EDGE AND NACELLE PLUMBING AND WIRING
Zone inspection areas: 511, 521, 522, 531, 541, 611, 621, 622,
631 and 641.
Wing panel inspection areas: 54, 55, 56, 57, 58, 59, 60, 61 (UA-1
and After; UB-1 and After).
4, 23, 24, 25, 26, 27, 28 and 29 (UC-1 and After).
(a) Visually check plumbing for damage, security, leaks and
corrosion.
(b) Check the wiring for chafing and security of attachment.
(c) Clean the power distribution bay and inspect for corrosion
(Ref. Chapter 24-50-00 of the Model 1900 Airliner Series
Corrosion Control Manual).
(d) Inspect the power distribution panels and electrical
connectors for corrosion and security.
(e) Clean the inverter bay and inspect for corrosion
(Ref. Chapter 24-50-00 of the Model 1900 Airliner Series
Corrosion Control Manual).
(f) Inspect the inverters, inverter cooling fans, ac circuit breakers
and electrical connectors for corrosion and security.
Page 7
05-20-02 Nov 1/11

LH RH
(14) PLUMBING
Wing panel inspection areas: 4, 17, 18 (UA-1 and After; UB-1 and
After).
8, 9, 11, 12, 15, 18, 21, 23, 25 and 29 (UC-1 and After).
(a) Visually check for leaks, chafing, corrosion or damage and
proper attachment.
(15) DEICER BOOTS
Zone inspection areas: 511, 531, 541, 611, 631 and 641.
(a) Visually check deicer boots for cracks, gaps, tears, damage
and attachment. Inspect deicer boot edge sealant for
looseness, gaps and damage. Reapply as necessary.
(16) POWER PACK HYDRAULIC SYSTEM BLEED AIR FILTER
Zone inspection area: 511.
Wing panel inspection area: 10.
(a) Clean filter (Ref. Chapter 32-30-06).
(17) AIR CYCLE MACHINE
Wing panel inspection area: 15 and 57 (UA-1 and After; UB-1 and
After).
15 and 18 (UC-1 and After).
(a) Change air cycle machine oil. (Ref. Hamilton Standard
B-1900 Refrigeration Package Maintenance Manual and
Parts List in the Model 1900 Airliner Series Component
Maintenance Manual, Chapter 21).
(b) Visually and aurally check the bypass valves for operation of
the actuator.
(c) Check for security of mounting and obstructions of ambient
air flow across the heat exchanger (Ref. Chapter 21-51-00).
(18) AIR CYCLE MACHINE FOG NOZZLE AND FILTER
Wing panel inspection area: 11 and 15.
(a) Clean the air cycle machine fog nozzle and filter (if installed)
(19) LANDING GEAR HYDRAULIC POWER PACK
Wing panel inspection area: 10 and 12.
(a) Visually inspect area around the Hydraulic Power Pack for
leaks, corrosion, damage and security of attachment.
Page 8
Nov 1/11 05-20-02
B. FWD Right-hand Center Section

(1) STRUCTURE
Wing panel inspection areas: 54 and 55 (UA-1 and After; UB-1
and After), 23 and 24 (UC-1 and After).
(a) Check structure for cracks, scratches, corrosion, loose rivets
and damage.
(b) Repair any damage. (Ref. Model 1900 Airliner Series
Structural Repair Manual P/N 114-590021-9).
(2) PLUMBING AND WIRING
(a) Inspect plumbing and wiring for chafing, leaks, corrosion and
security.
(3) AIR-CONDITIONING CONDENSER AND BLOWER
Wing Panel inspection area: 16.
(a) Check the condenser, blower and associated plumbing for
leaks, corrosion, damage and security of attachment.
(b) Inspect the inlet guard for security of attachment and for
broken strands.
(c) Inspect the impeller for security to the shaft and ease of
rotation.
(d) Inspect the standoffs for security and tightness.
(e) Inspect the guide vanes in the blower housing assembly for
cracking, security of attachment and corrosion.
Page 9
05-20-02 Nov 1/11
C. Power Plant

Complete Steps 1 and 2. Mechanic Inspector
LH RH
(1) IGNITER PLUGS
Zone inspection areas: 400.
(a) Inspect the igniter plugs for condition and erosion (Ref.
Chapter 74-00-00 and the Pratt and Whitney PT6A-65B
Engine Maintenance Manual).
(2) OIL FILTER
(a) Inspect the oil filter for contamination (Ref. Pratt and Whitney
Engine Maintenance Manual PT6A-65B, Chapter 72-00-00,
Table 601 Periodic Inspection).
D. General Service Items

(1) AIRPLANE LUBRICATION
(a) Lubricate as necessary in accordance with the
LUBRICATION SCHEDULE (Ref. Chapter 12-20-00).
(2) INSTRUMENT AIR FILTER
(a) Replace the filter (Ref. Chapter 37-00-00, INSTRUMENT AIR
FILTER SERVICING).
(3) EVAPORATOR FILTERS
Zone inspection areas: 153 and 173.
Floor panel areas: 7 and 11 (UA-1 and After);
8 and 12 (UB-1 and After; UC-1 and After).
(a) Clean or replace the evaporator filters
(4) PITOT AND STATIC SYSTEM
Zone inspection area: 221 (UC-1 and After), 246, 247 and 248.
(a) Drain the system (Ref. Flight Manual Supplements
114-590021-41 and 114-590021-87 as applicable).
Close the drains when completed.
Page 10
Nov 1/11 05-20-02

(5) ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS)
(a) Verify operation of Electronic Attitude Director Indicator
(EADI) and Electronic Horizontal Situation Indicator (EHSI)
tube fans by listening for fan operation. EADI and EHSI tubes
must be on (Ref. the appropriate Pilot's Operating Handbook/
Airplane Flight Manual).
(6) VACUUM REGULATOR VALVE FILTER
(a) Clean or replace the filter (Ref. Chapter 37-00-00).
(7) PLACARDS
(a) Verify all placards are in place and legible
(Ref. Pilots Operating Handbook, Airplane Flight Manual,
Chapter 11-20-00 (UA-1 and After, UB-1 and After)
and Chapter 11-21-00 (UC-1 and After)).
(8) ACCESS PANELS
(a) Check all panels removed for this inspection for fit,
attachment, scratches, paint blistering, corrosion and
visual damage.
(9) WINDSHIELDS
(a) Inspect windshield weather seal for debonding,
cracks and wear (Ref. Chapter 56-10-00).
E. Operational Inspection

(1) ENVIRONMENTAL TEST
(a) Perform the BLEED AIR TEMPERATURE OPERATIONAL
TEST procedure
(Ref. Chapter 21-10-00 or Chapter 21-11-00).
(b) Perform the BLEED AIR PRESSURE OPERATIONAL TEST
procedure
(Ref. Chapter 21-10-00 or Chapter 21-11-00).
(2) PROPELLER DEICER
(a) Perform the PROPELLER DEICER SYSTEM INSPECTION
Page 11
05-20-02 Nov 1/11

(3) GROUND INSPECTION RUN
Depending on the maintenance performed and components

replaced, a GROUND PERFORMANCE CHECK PROCEDURE
(Ref. Chapter 76-00-00) may be required in lieu of this Inspection
Run. Refer to the applicable maintenance procedures.
(a) Start engines and allow the oil temperature to increase into
the operating range.
(b) Run engines at a minimum of 80% N1 long enough for engine
indicators to stabilize.
(c) Shut down the engines and inspect for attachment and
security of all components and for oil and fuel leaks.
(4) INVERTER POWER
(a) Perform the INVERTER POWER SELECT RELAY CHECK
(b) Perform the INVERTER BLOWER FAN OPERATIONAL
CHECK procedure (Ref. Chapter 24-20-00).
(5) STATIC DISCHARGER
(a) Perform the STATIC DISCHARGER INSPECTION procedure
(Ref. Chapter 23-60-00) on all wing (aileron and wing tip)
mounted static dischargers.
(6) EXTERNAL POWER
(a) Check the external power relay for operation (rotate the
voltmeter select switch to the EXT PWR position and check
for external power voltage).
I certify that a Detailed Inspection was performed in accordance with the Continuous Inspection
Program and that the airplane is approved for return to service.
CREW CHIEF________________________________________________
Page 12
Nov 1/11 05-20-02

Crew
Page 13
05-20-02 Nov 1/11
Inflight Worksheet
(Page 1 of 2)
S/N________________N Number__________________Date___________________NO._________________
Flt. Pilot Copilot TO Time LND Time No. Flt. Time

No. LND
Today’s Total
Previous Total
Total
Fuel Engine Oil Cruise Condition

Type Gallon Left Right Data Left Right
O.A.T.
PA
IAS
ITT
Torque
Prop. RPM
N1 RPM
Fuel Flow
Fuel Pressure
Oil Pressure
Oil Temp.
Page 14
Nov 1/11 05-20-02
Inflight Worksheet
(Page 2 of 2)
Discrepancy Worksheet
A/C Hrs Date Discrepancy Corrective Action Date Mechanic Inspector
Page 15
05-20-02 Nov 1/11
Major Maintenance Worksheet

Replacement Next Overhaul
Component Date Reason for Replacement Part Number A/C Hours or
Serial Number Cycles Date
Page 16
Nov 1/11 05-20-02

SECOND 200-HOUR-INTERVAL DETAILED INSPECTION
05-20-03

00
1. GENERAL
A. Forms Required
(1) Second 200-Hour-Interval Detailed Inspection.
(1) Model 1900/1900C Airliner Maintenance Manual, P/N 114-590021-7.
(2) Model 1900 Airliner Series Component Maintenance Manual, P/N 114-590021-11.
(3) Model 1900/1900C Airliner Structural Inspection Manual, P/N 98-30973.
(4) Model 1900 Airliner Series Structural Repair Manual, P/N 114-590021-9.
(5) Model 1900 Airliner Wiring Diagram Manual P/N 114-590032-3 (UA-1 and After), 114-590021-13
(UB-1 and After), 114-590021-61 (UC-1 and After).
(6) Model 1900 Airliner Pilot’s Operating Handbook/Airplane Flight Manual, P/N 114-590021-3.
(7) Model 1900C Airliner Pilot’s Operating Handbook/Airplane Flight Manual, P/N 114-590021-57.
components which are removed from the airplane for overhaul or replacement, then to add the
Part Number and Serial Number of the component which is installed.
inspection.
Page 1
05-20-03 Nov 1/11
(7) When the detailed inspection has been completed, the mechanic, crew chief and the Quality
Control Inspector must sign the INSPECTION COMPLETED block at the end of the inspection
form.
Inspection Date___________________________________________
on a clean ramp.
Prior to beginning this inspection, the engine cowling and the following access panels must be removed:
UA-1 and After;
Wing Access - 12 and 15
Floor Access - 7 and 11
UB-1 and After;
UC-1 and After;
For zone and access panel location (Ref. Chapter 06).
Page 2
Nov 1/11 05-20-03
A. Power Plant
Second 200-Hour-Interval Detailed Inspection

LH RH
(1) COWLING
(a) Check adjustment of latches. Inspect for cracks, dents, paint
blistering, corrosion and loose or missing fasteners.
(b) Inspect aft cowling door latches for excessive wear,
distortion, or deterioration of latch pawl tips. Replace if
required.
(2) ENGINE OIL FILTER
PT6A-65B Engine Maintenance Manual P/N 3032842,
Chapter 72-00-00, Table 601 Periodic Inspection).
(3) MAGNETIC CHIP DETECTOR CLEANING
(a) Clean the magnetic chip detector (Ref. Pratt and Whitney
PT6A-65B Engine Maintenance Manual P/N 3032842).
(4) DRAIN PLUGS
(a) Check all drain plugs for security.
(5) IGNITER PLUGS
(a) Inspect the igniter plugs for condition and erosion
(Ref. Chapter 74-00-00 and the Pratt and Whitney PT6A-65B
Engine Maintenance Manual P/N 3032842).
(6) P3 FILTER
(a) Clean or Replace (Ref. Pratt and Whitney PT6A-65B Engine
Maintenance Manual P/N 3032842).
(7) FUEL NOZZLES
(a) Inspect and clean the fuel nozzles using either the “in situ”
method or by bench check (Ref. Pratt and Whitney
(b) Borescope inspect the engine hot section at this time
(Ref. Pratt and Whitney PT6A-65B Engine Maintenance
Manual P/N 3032842.
Page 3
05-20-03 Nov 1/11
Second 200-Hour-Interval Detailed Inspection (Continued)

LH RH
(8) EXHAUST SYSTEM
(a) Inspect the exhaust system and visible portions of the power
turbine for burning, distortion, dents, corrosion and cracks
Manual for corrective action).
(b) Inspect exhaust stacks for cracking.
(c) Inspect engine inlet heat tubes and ducts for cracks.
(9) INDUCTION SYSTEM
(a) Inspect the air intake duct and engine inlet screen for
obstruction, cracks, scratches, paint blistering, corrosion and
security.
(b) Remove the air inlet screen and inspect the compressor inlet
area, struts and first stage blades for dirt deposits, corrosion,
erosion and foreign object damage.
(10) OIL COOLER
(a) Inspect the cooler and plumbing for leakage, corrosion and
attachment.
(11) FIRE DETECTORS
(a) Check forward and aft fire detector loops for condition and
security. Correct any evidence of chaffing or interference with
other components or structure by repositioning the fire
detector loop clamps as required. Check fire detector loop
clamps and connectors for condition and security
(12) ENGINE FIRE EXTINGUISHERS
(a) Check pressure of supply cylinders using the pressure gage
mounted on the cylinder (Ref. Chapter 26-20-00,
EXTINGUISHER CARTRIDGE AND SUPPLY
CYLINDER SERVICE LIFE).
(b) Visually check plumbing for leakage, corrosion and security
of attachment.
(c) Check for presence of activation voltage to the squibs
(Ref. Chapter 26-20-00, EXTINGUISHER ACTIVATION
CHECK).
Page 4
Nov 1/11 05-20-03

LH RH
(13) ENGINE ACCESSORIES
(a) Inspect all accessories, plumbing and associated equipment
for damage, attachment, corrosion and leakage.
(14) ENGINE VIBRATION ISOLATOR MOUNTS
CAUTION
If any isolator mounts have dislodged from their bracket positioning
pins or have a gap or change in relative position, the airplane may have
experienced a hard landing or encountered severe or extreme turbulent
air. If so, perform additional inspections in Chapter 05-50-00. All
mounts on an engine must be of the same manufacturer and carry the
same part numbers.
(a) Inspect for damage, scratches, corrosion and attachment

(Ref. Chapter 71 of the Model 1900 Airliner Series
Component Maintenance Manual, P/N 114-590021-11).
Replace or repair as required. The mount may be repaired by
replacement of the rubber cushion.
(15) ENGINE MOUNT TRUSS
(a) Visually inspect the engine mount truss assembly for cracks,
scratches, corrosion, condition of paint, chafing and dents
with a 10x magnifying glass (Ref. Model 1900/1900C Airliner
Series Structural Inspection Manual P/N 98-30973).
(b) Perform the ENGINE TRUSS BOLT TORQUE CHECK
(16) ELECTRICAL WIRING AND EQUIPMENT
(a) Inspect wiring and associated equipment and accessories for
damage, chafing and attachment.
(17) INERTIAL ANTI-ICER
(a) Check the inertial vane and bypass door for freedom of
movement and correct travel with the electrical actuator.
(b) Inspect bypass door shock links for condition and security.
(18) PROPELLERS
(a) Inspect propellers for evidence of leakage, damage, erosion
and attachment.
Page 5
05-20-03 Nov 1/11

LH RH
(b) Inspect the mechanical feedback ring, stop rods and springs
for damage and corrosion.
(c) Inspect the carbon block pin for freedom of movement.
(d) Check the clearance between the beta ring and the metal
retaining clip of the carbon block assembly. If at any point this
clearance is 0.005 inch or less replace the carbon block.
(e) Inspect the reversing linkage for setting, operation, evidence
of binding and security of attachment.
(f) Check operation of all pedestal controls and switches.
(19) AUTOFEATHER/AUTO-IGNITION PRESSURE SWITCHES
Zone Inspection Area: 400.
(a) Check for Operation, security of attachment and correct
electrical connections.
(20) STARTER-GENERATOR
(a) Inspect brushes for indication of excessive wear or damage
(determine wear by observing diagonal groove on brush).
(Ref. Chapter 24-30-01 and to the Starter-Generator
Manufacturer’s Maintenance Manual in Chapter 24 of the
Model 1900 Airliner Series Component Maintenance
Manual).
(b) Inspect inlet duct and cooling cap for cracks, corrosion and
obstruction.
(21) IGNITION EXCITER
(a) Check exciter and electrical harness for damage, chafing and
security of attachment.
(22) FUEL PURGE SYSTEM
(a) Check plumbing and tank for leaks and security of
attachment.
(b) Perform the FUEL PURGE SYSTEM AIR FILTER
CLEANING procedure (Ref. Chapter 71-70-00).
(c) Perform the FUEL PURGE SYSTEM CHECK VALVE
INSPECTION, CLEANING AND LEAKAGE TEST procedure
(d) Perform the FUEL FLOW DIVIDER/PURGE VALVE
INSPECTION procedure (Ref. Chapter 71-70-00).
(23) COMPRESSOR DRIVE QUILL SHAFT
(a) Check for wear and damage.
Page 6
Nov 1/11 05-20-03

LH RH
(b) Lubricate the spline on the pulley end of the shaft
(24) COMPRESSOR DRIVE BELTS
(a) Check for cracks, shredding and wear. Check the adjustment
(25) ENGINE FUEL PUMP, FILTERS AND SCREENS
(a) Inspect the filters and screens for contamination (Ref. Pratt
and Whitney PT6A-65B Engine Maintenance Manual
P/N 3032842).
B. Environmental System

Complete Step 1. Mechanic Inspector
(1) TEMPERATURE CONTROLLER (QUARTZ ROD) AND FILTER,
PRECOOLER VALVES AND ASSOCIATED PLUMBING
Panel Inspection areas: Lower aft cowling.
(a) Inspect and clean the filters in each end of the sense line to
the temperature controller.
(Ref. Chapter 21-10-00 for UA-1 and After; UB-1 and After;
UC-1 thru UC-45, except UC-39. For UC-39 and UC-46 and
After Ref. Chapter 21-11-00).
(b) Perform the PRECOOLER VALVES FUNCTIONAL CHECK
procedure (Ref. Chapter 21-10-00 for UA-1 and After; UB-1
and After; UC-1 thru UC-45, except UC-39. For UC-39 and
UC-46 and After Ref. Chapter 21-11-00).
Page 7
05-20-03 Nov 1/11
C. General Service Items

(2) ALL HOSE ASSEMBLIES
(a) Visually check all hose assemblies and tubes in the engine
compartment and wheel wells for cracks, chafing, damage
and leaks.
(3) ANTISKID BRAKES (IF INSTALLED)
Zone inspection area: 730 and 740.
(a) Check operation, charge accumulator as required and
replace filter (Ref. Chapter 32-40-00).
(b) Remove antiskid hydraulic line/antiskid accumulator cover
and inspect for damage, cracks, leaks, deterioration and
security.
(4) POWER STEERING (IF INSTALLED)
(a) Replace the filter (Ref. Chapter 32-52-00).
Floor panel inspection areas: 7 and 11 (UA-1 and After);
(a) Replace the evaporator filters (Ref. Chapter 21-52-01).
Zone inspection areas: 221 (UC-1 and After), 246, 247 and 248.
(a) Drain system (Ref. Flight Manual Supplements
Close the drains when completed.
(7) ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (IF
INSTALLED)
Page 8
Nov 1/11 05-20-03

(a) Clean or replace filter (Ref. Chapter 37-00-00).
(9) PRESSURIZATION SYSTEM DRAIN VALVE
Panel inspection area: 311 and 312.
(a) On airplanes with the valve installed, open the drain valve to
remove condensation in pressure lines. Close drains upon
completion.
(10) PLACARDS
(a) Verify all placards are in place and legible (Ref. Pilots
Operating Handbook, Airplane Flight Manual, Chapter
11-20-00 (UA-1 and After, UB-1 and After) and Chapter
11-21-00 (UC-1 and After)).
(11) FUEL FILTERS AND SCREENS
Zone inspection areas: 400, 410, 420, 511, 611, 730 and 740.
(a) Inspect the filters and screens for contamination. Clean filters
and screens (Ref. Chapter 28-21-02).
(12) WINDSHIELDS
(a) Inspect windshield weather seal for debonding, cracks and
wear.
D. Operational Inspection

NOTE
The following Operational Inspection procedures are to be applied
during start and run of the engine.
CAUTION
Do not place the power levers into reverse unless engines are running.
(1) ENGINE CONTROLS

(a) Check for freedom of movement, full travel and friction lock.
(a) Check for output of 28.25 ± 0.25 vdc (Ref. Chapter 24-30-01).
(3) OIL
(a) Check that the pressure and temperature are within limits
(Ref. the applicable Pilot's Operating Handbook/Airplane
Flight Manual).
Page 9
05-20-03 Nov 1/11

(4) PROPELLER GOVERNOR
(a) Check operation and manual feathering (Ref. the applicable
Pilot's Operating Handbook/Airplane Flight Manual).
(5) PROPELLER SYNCHROPHASER
(a) Check operation (Ref. Chapter 61-22-00).
(7) AUTOFEATHERING SYSTEM
(a) Perform autofeathering operation (Ref. Chapter 61-21-00).
(8) GROUND PERFORMANCE CHECK
(a) Perform the GROUND PERFORMANCE CHECK
PROCEDURE procedure (Ref. Chapter 76-00-00). Ensure
any airframe components that extracts power from the engine
(such as the generator, ice vane, bleed air, air conditioner,
etc.) are turned off during this procedure. If only one engine
performance parameter is found to be outside expected
limits, confirm the accuracy of the appropriate indicating
system before making any engine adjustments.
(b) After engine shutdown, inspect for attachment and security of
all components and for oil and fuel leaks. Check for clean
shutdown at IDLE CUTOFF.
(9) FUEL BOOST PUMPS
(a) Check the operation of the electric pumps (Ref. the
Applicable Pilot's Operating Handbook/Airplane Flight
Manual).
(10) FUEL CROSS-TRANSFER VALVES
(a) Check the operation (Ref. the applicable Pilot's Operating
Handbook/Airplane Flight Manual).
(11) FIREWALL FUEL SHUTOFF VALVES
(a) Perform the FIREWALL FUEL SHUTOFF VALVE
FUNCTIONAL CHECK procedure (UA-1 and After; UB-1 and
After (Ref. Chapter 28-20-05)) or (UC-1 and After
(Ref. Chapter 28-21-05)).
(12) VACUUM SYSTEMS
(a) Perform vacuum regulator valve adjustment (Ref. Chapter
37-00-00).
Page 10
Nov 1/11 05-20-03

CHECK procedure (Ref. Chapter 21-10-00
or Chapter 21-11-00).
(b) Perform the BLEED AIR PRESSURE OPERATIONAL
(14) SURFACE DEICERS
(a) Check for inflation and cycling.
(b) Perform the SURFACE DEICER OPERATIONAL CHECK
(15) PRESSURIZATION SYSTEM
(16) ENVIRONMENTAL VAPOR CYCLE SYSTEM AND AIR CYCLE
MACHINE
(a) Check operation when the switch is in the AUTO or MANUAL
position. Ambient temperature must be above 50°F.
(b) Check operation of all outlets and ease of operation of all
controls (Ref. Chapters 21-50-00 and 21-52-00).
(17) INVERTER SYSTEM
(18) EXTERNAL POWER
CREW CHIEF________________________________________________
Page 11
05-20-03 Nov 1/11

Crew
Page 12
Nov 1/11 05-20-03
Inflight Worksheet
(Page 1 of 2)

No. LND
Today’s Total
Previous Total
Total

O.A.T.
PA
IAS
ITT
Torque
Prop. RPM
N1 RPM
Fuel Flow
Fuel Pressure
Oil Pressure
Oil Temp.
Page 13
05-20-03 Nov 1/11
Inflight Worksheet
(Page 2 of 2)
Page 14
Nov 1/11 05-20-03

Page 15
05-20-03 Nov 1/11

THIRD 200-HOUR-INTERVAL DETAILED INSPECTION
05-20-04

00
1. GENERAL
A. Forms Required
(1) Third 200-Hour Interval Detailed Inspection.
components which are removed from the airplane for overhaul or replacement, then add the Part
inspection.
Page 1
05-20-04 May 1/12
(7) When the inspection has been completed, the crew chief will sign the “INSPECTION
COMPLETED” block at the end of the inspection sheet.
Inspection Date___________________________________________
on a clean ramp.
Prior to beginning this inspection, the following access panels should be removed:
UA-1 and After;
Wing Access - 12, 13, 15 and 57.
Floor Access - 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17 and 18.
UB-1 and After;
Floor Access - 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17 and 18.
UC-1 and After;
Floor Access - 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17 and 18.
Page 2
May 1/12 05-20-04
A. Flight Compartment
Third 200-Hour-Interval Detailed Inspection

Zone inspection areas: 121, 122.
(a) Inspect the control system components (pushrods,
turnbuckles, end fittings, castings, etc.) for bulges, splits,
bends, cracks and corrosion.
(b) Inspect the control cables, pulleys and associated equipment
for cracks, breaks, wear, attachment, alignment, clearance,
corrosion and correct direction of travel.
(c) Inspect the control cables for broken strands or evidence of
corrosion (Ref. Chapter 20-00-02).
(d) Check the aileron autopilot servo bridle cable tension, if
installed (Ref. Chapter 22-10-00).
Temperature:___________°F.
Aileron Servo Cable Tension:_____________.
(e) Perform the AILERON FUSELAGE CABLE TENSION
Temperature:_________°F.
1/8 Inch Aileron Cable Tension: Left________Right_______.
(f) Inspect all flight control rigging pin placards for legibility and
security of attachment, if installed (Ref. Chapter 11-30-00).
(g) Inspect underfloor areas for foreign objects, structural
damage, loose or missing rivets, cracks and corrosion.
(2) BRAKE SYSTEM Zone inspection areas: 121, 122, 730 and 740
Panel inspection area: 6.
(a) Inspect brake system components for damage, leakage,
cracks and corrosion.
(b) Inspect brake master cylinder for operation.
(c) Inspect the brake line plumbing for damage, corrosion,
leakage and attachment.
(d) Inspect the brake pedals and linkage for travel, wear,
damage, cracks, corrosion, attachment and operation.
(e) Check parking brake for correct release.
(3) BRAKE RESERVOIR PRESSURE EQUALIZATION LINE
ORIFICE AND FILTER Zone inspection area: 120.
Panel inspection area: 1.
Page 3
05-20-04 May 1/12
Third 200-Hour-Interval Detailed Inspection (Continued)

(4) RUDDER PEDALS Zone inspection areas: 121 and 122.
Panel inspection area: 1 and 18.
(a) Inspect the rudder pedals for wear, damage, cracks,
corrosion, clearance and attachment.
(b) Inspect the rudder pedal arm (Ref. Chapter 27-20-03).
(c) Inspect nose landing gear aft steering link rod end
(Mechanical Steering Installed).
(d) Inspect the pilot’s and copilot’s rudder pedal bellcrank
support attach bolts for security.
(5) INSTRUMENT PANEL PLUMBING AND WIRING
(a) Inspect instrument panel for damage and attachment.
(b) Inspect subpanels for damage and attachment.
(c) Inspect placards for proper location and legibility. Inspect for
scratches and damage.
(d) Inspect shock mounts for damage and attachment.
(e) Inspect instruments for damage and attachment.
(f) Inspect the instrument plumbing and wiring for damage,
attachment, chafing, etc.
(6) CONTROL COLUMN Zone inspection areas: 254 and 255.
(a) Check control column for damage, cracks, corrosion,
attachment and freedom of movement.
(b) Perform the CONTROL COLUMN BEARING SUPPORT
(c) Inspect the flight control gust lock to determine if it is the
correct part number. Perform the CONTROL LOCK
INSPECTION procedures (Ref. Chapter 27-70-00). Check
flight control gust lock for positive locking and alignment.
(d) Inspect the extension cord for deterioration or damage.
(e) Inspect the control wheel switches for operation and damage.
(f) Perform the AILERON CONTROL COLUMN
INTERCONNECT CABLE TENSION CHECK procedure
(Ref. Chapter 27-10-03). Inspect and record the aileron
control column interconnect cable tension.
Temperature:________ °F. Aileron Control Column
Interconnect Cable Tension:____________.
(g) Perform the CONTROL COLUMN CLEARANCE
Page 4
May 1/12 05-20-04

(h) Perform the BOBWEIGHT AND STOP Inspection procedure
(7) ELECTRICAL EQUIPMENT Zone inspection areas: 221, 222 and
253.
(a) On airplanes equipped with optional electric pitch trim,
inspect wires for chafing, correct separation and protection
from other wires.
(b) Inspect all inverter system wiring for connection and chafing.
(c) Inspect all wiring for chafing, security, etc.
(8) ALTERNATE STATIC AIR SOURCE Zone inspection area: 240.
(a) Visually inspect tubing and hardware for security.
(9) SEATS
(a) Check seats for wear, deterioration, damage, cracks,
corrosion and attachment.
(b) Check seats for proper operation, engagement and adequate
lubrication.
(10) SEAT BELTS
(a) Check seat belts for wear, cuts, fraying, damage,
deterioration and attachment.
(11) SEAT TRACKS
(a) Check seat tracks for damage, cracks, wear and corrosion
(12) WINDOWS AND WINDOW FRAMES
(a) Inspect the windows and window seals for deterioration.
(b) Clean the side windows interior side.
(c) Inspect the outer windows for chips, excessive crazing, out of
contour and other damage.
(d) Inspect side window attach frames for security (Ref. Chapter
56-10-00, INSPECTION AND REPAIR OF WINDOW
ATTACH FRAMES).
(13) PITOT AND STATIC SYSTEM Zone inspection areas: 221.
(UC-1 and After), 241, 242, 246, 247 and 248.
(a) Visually inspect the pitot/static masts for damage, cracks,
corrosion and obstructions.
Page 5
05-20-04 May 1/12

(14) WINDSHIELDS
(a) Inspect windshields for antistatic coating and antistatic tab
bonding (Ref. Chapter 56-10-00).
(b) Inspect windshield weather seal for debonding, cracks and
wear.
(15) ENGINE CONTROL LEVERS (ALL)
(a) Inspect the pedestal power lever stop pin for wear. A groove
of 0.03 inch or less is acceptable (Ref. Chapter 76-00-00).
(b) Inspect the forward and aft edges of the levers to ensure that
the wear does not exceed 0.25 inch into the material.
(c) Check the sides of the condition levers for wear. A groove of
0.03 inch or less is acceptable.
(d) Inspect the condition control catch (condition lever low idle
detent) for wear by checking for positive engagement with the
condition levers. If positive engagement with the condition
levers does not exist, replace the condition control catch
B. Cabin Section

(1) FUSELAGE SKINS Zone inspection areas: 261, 262, 271 and
272.
(a) Inspect exterior fuselage skins for cracks, scratches, paint
blistering, corrosion, damage and loose or missing rivets. If
damage is found, check adjacent structure.
(2) STRUCTURE
(a) Inspect structure under removed floorboards for cracks,
corrosion, loose or missing rivets and concealed damage.
Zone inspection areas: 131, 141, 151, 161 and 171. Floor panel
inspection area: 16.
bends, cracks and corrosion. Replace any damaged
component.
(b) Inspect the control cable pulleys and associated equipment
for cracks, corrosion, breaks, wear, attachment, alignment,
clearance and operation.
Page 6
May 1/12 05-20-04

(c) Inspect the control cables for clearance, alignment, broken
strands and evidence of corrosion. Replace cables that have
broken strands or evidence of corrosion.
(4) UNDERFLOOR AREAS Zone inspection areas: 131, 132, 133,
141, 142, 143, 151, 152, 153, 161, 162, 163, 171, 172 and 173.
Floor panel inspection areas: 6 thru 17.
(a) Inspect underfloor areas for foreign objects, structural
damage, loose or missing rivets, cracks and corrosion. Clean
as required.
(5) FLAP MOTOR AND FLEXIBLE DRIVE SHAFTS
Zone inspection area: 163. Panel inspection area: 9 (UA-1 and
After); 10 (UB-1 and After; UC-1 and After).
(a) Inspect for condition and attachment.
(b) Lubricate as instructed (Ref. Chapter 12-20-00).
(c) Check flap flexible drive shafts for nicks, cuts, cracks and
corrosion.
(6) AILERON QUADRANT Zone inspection area: 163.
Panel inspection area: 16 (between 4th and 5th windows).
(a) Check for security, attachment, damage, cracks, corrosion
and correct travel.
(b) Inspect flight control rigging pin placard for legibility and
security of attachment, if installed (Ref. Chapter 11-30-00).
(7) BELLY DRAIN VALVES Zone inspection areas: 143, 163, 173,
181, 182, 294, 335 and 436.
(a) Inspect for possible obstructions and operation.
(8) WINDOWS AND WINDOW FRAMES Zone inspection areas: 271
and 272.
(a) Inspect the windows and window seals for deterioration.
(b) Inspect the outer windows for chips, excessive crazing and
other damage (Ref. Chapter 56-00-00, WINDOWS).
(c) Inspect cabin window attach frames, including the escape
hatch windows for security (Ref. Chapter 56-10-00,
INSPECTION AND REPAIR OF WINDOW ATTACH
FRAMES).
(9) CABIN ENTRANCE DOOR Zone inspection area: 820 forward,
850 aft.
(a) Inspect door, seal, counterbalance mechanism, handrail and
handrail cables for damage, broken strands, cracks,
scratches, paint blistering, corrosion, condition and security.
Page 7
05-20-04 May 1/12

(b) Remove the interior door handle and inspect the square shaft
for damage and corrosion.
(c) Remove upholstery panels and inspect latching mechanism
and cables for clearances, damage, broken strands, cracks,
corrosion, condition and security of attachment.
(d) Measure latching mechanism cable tension
(Ref. ADJUSTMENT OF AIRSTAIR DOOR LATCHING
MECHANISM procedure and the Airstair Door Cable Tension
Graph Chapter 52-10-00).
(e) Move inside and outside door handles and check operation.
(f) Use the outside door handle and measure the torque
required to operate the latching mechanism while closing the
door (Ref. ADJUSTMENT OF AIRSTAIR DOOR LATCHING
MECHANISM procedure Chapter 52-10-00).
(g) Use the outside door handle and measure the torque to
operate the latching mechanism while opening the door.
(h) Perform the AIRSTAIR DOOR HANDRAIL FUNCTIONAL
(10) CABIN CARGO DOOR Zone inspection area: 850.
(a) Inspect doors, seals and latching mechanism for damage,
cracks, corrosion, condition and security of attachment.
(b) Check the inside and outside door handles and latch
mechanism for proper operation with the door in open and
closed position. Ensure the door handles and latch
mechanism operate and unlatch with normal effort.
(11) EMERGENCY EXIT DOORS Zone inspection areas: 830 and
840.
(a) Check inside and outside emergency release handles and
latch mechanism for proper operation with the door in the
open and closed position. Ensure the door handles and latch
mechanism operate and unlatch with normal effort.
(b) Check that door opens and closes freely from the inside and
outside.
(c) Check door for condition, scratches, blistered paint and
corrosion and all moving parts for operation.
(d) Inspect the hatch seal for condition. Replace the seal if the
seal has become hard.
(e) Check latching and seal of closed hatch.
(f) Remove upholstery, inspect latching mechanism for damage,
cracks, corrosion, condition and security of attachment.
Page 8
May 1/12 05-20-04

(12) ELECTRICAL WIRING AND EQUIPMENT Zone inspection
areas: 133, 143, 153 and 163.
(a) Inspect wiring for chafing and electrical equipment for
damage, condition and attachment.
(b) Perform the TRIPLE FED BUS DIODES, OPERATIONAL
(c) Check cabin and compartment lights for condition and
attachment. Replace bulbs as necessary.
(13) EJECTOR AND DEICER DISTRIBUTOR VALVE
Zone inspection area: 153. Panel inspection area: 8 (UA-1 and
After; UB-1 and After). 9 (UC-1 and After).
(a) Check equipment and plumbing for security, damage, cracks,
corrosion and condition.
(14) SEATS
(a) Check seats for wear, damage, deterioration, cracks,
corrosion and attachment.
(b) Check seats for proper operation, engagement and adequate
lubrication.
(15) SEAT BELTS
(a) Check seat belts for wear, cuts, fraying, damage,
deterioration and attachment.
(16) SEAT TRACKS
(a) Check seat tracks for damage, cracks, wear and corrosion
(Ref. Chapter 25-20-00, PASSENGER SEATS).
(17) CONTROL CABLE SEALS Zone inspection areas: 161 and 162.
(a) Check for damage, security, cleanliness and lubrication.
(18) EVAPORATOR BLOWER MOTORS Zone inspection areas: 153
and 173.
(a) Inspect brushes for wear. Replace if required.
(19) AUTOPILOT (IF INSTALLED) Zone inspection areas: 163, 171,
311 and 312. Panel inspection areas: 11, 16F, 7 and 8.
(a) Check aileron and elevator trim tab autopilot servos for loose
or worn bearings and mounting hardware.
(b) Verify that the servo mounts are securely mounted to the
airframe.
(c) Visually inspect the capstan and cable for wear,
contamination and proper spool-off.
Page 9
05-20-04 May 1/12

(d) With the autopilot disengaged, operate each control system
through its entire range. Observe the servo mounts for any
unusual noise, binding, backlash or other mechanical
irregularities.
C. Power Plant

LH RH
(1) IGNITER PLUGS Zone inspection areas: 400.
(a) Inspect the igniter plugs for condition and erosion
(Ref. Chapter 74-00-00 and the Pratt and Whitney PT6A-65B
Engine Maintenance Manual).
(2) ENGINE OIL FILTER Zone inspection area: 400.
(3) PLUMBING
(a) Inspect plumbing and associated equipment for condition,
damage, cracks, corrosion and attachment.

(a) Lubricate as necessary (Ref. Chapter 12-20-00,
SCHEDULED SERVICING).
(IF INSTALLED) Zone inspection area: 248.
must be on (Ref. the appropriate Pilot's Operating
Page 10
May 1/12 05-20-04

(3) EVAPORATOR FILTERS Zone inspection area: 153 and 173.
Panel inspection area: 7 and 11 (UA-1 and After). 8 and 12 (UB-1
and After; UC-1 and After).
(a) Replace the evaporator filters (Ref. Chapter 21-52-01,
EVAPORATOR FILTER REPLACEMENT).
(4) VACUUM REGULATOR VALVE FILTER Zone inspection area:
812.
(a) Clean or replace the filter (Ref. Chapter 37-00-00, VACUUM
REGULATOR VALVE FILTER SERVICING).
(5) PITOT, STATIC AND PRESSURIZATION SYSTEMS
Zone inspection areas: 221 (UC-1 and After), 246 and 247.
(a) Drain system. Close the drains when complete (Ref. Model
1900/1900C Flight Manual Supplements 114-590021-41 and
114-590021-87 as applicable). Close the drains when
completed.
(6) ACCESS PANELS
(a) Check all panels removed for this inspection for fit,
attachment, scratches, paint blistering and corrosion.
(7) PLACARDS
11-20-00 (UA-1 and After, UB-1 and After) and Chapter
11-21-00 (UC-1 and After)).
(8) DEICER BOOTS Zone inspection areas: 351, 352, 511, 531, 541,
611, 631 and 641.
(a) Visually check deicer boots for cracks, gaps, damage and
attachment.
(b) Inspect deicer boot edge sealant for looseness, gaps and
damage. Apply as necessary.
(9) AIR CYCLE MACHINE Zone inspection areas: 511.
Panel inspection area: 57 (UA-1 and After; UB-1 and After).
18 (UC-1 and After).
(a) Change air cycle machine oil (Ref. Hamilton Standard
Page 11
05-20-04 May 1/12

CHECK procedure (Ref. Chapter 21-10-00 or
Chapter 21-11-00).
Chapter 21-11-00).

may be required in lieu of this Inspection Run. Refer to the
applicable maintenance procedures.
(4) INVERTER SYSTEM
(5) EXTERNAL POWER Zone inspection area: 522.
CREW CHIEF________________________________________________
Page 12
May 1/12 05-20-04

Crew
Page 13
05-20-04 May 1/12
Inflight Worksheet
(Page 1 of 2)

No. LND
Today’s Total
Previous Total
Total

O.A.T.
PA
IAS
ITT
Torque
Prop. RPM
N1 RPM
Fuel Flow
Fuel Pressure
Oil Pressure
Oil Temp.
Page 14
May 1/12 05-20-04
Inflight Worksheet
(Page 2 of 2)
Page 15
05-20-04 May 1/12

Page 16
May 1/12 05-20-04

05-20-05
FOURTH 200-HOUR-INTERVAL DETAILED INSPECTION

00
1. GENERAL
A. Forms Required
(1) Fourth 200-Hour-Interval Detailed Inspection.
(UB-1 and After) and 114-590021-61 (UC-1 and After).
components which are removed from the airplane for overhaul or replacement, then add the Part
inspection.
Page 1
05-20-05 May 1/10
Inspection Date___________________________________________
on a clean ramp.
UA-1 and After;
Wing Access - 10, 11, 12, 15, 56 and 57.
Fuselage Access - 4, 13, 14 and 15.
Floor Access - 7 and 11.
UB-1 and After;
Wing Access - 10, 11, 12, 15, 56 and 57.
UC-1 and After;
Wing Access - 10, 11, 12, 15, 18 and 25.
Page 2
May 1/10 05-20-05
A. Environmental Systems
Fourth 200-Hour-Interval Detailed Inspection

(1) EVAPORATOR FILTER
Floor panel inspection areas: 7, 11 (UA-1 and After).
8 and 12 (UB-1 and After, UC-1 and After).
(3) PRESSURIZATION CONTROLLER
(a) Inspect for security of attachment and damage.
(b) Check wiring for damage, chafing and security.
(c) Check plumbing for leaks, damage and attachment.
(4) PRESSURIZATION CONTROLLER FILTER
(a) Inspect and clean filter (Ref. Chapter 21-30-02).
(a) On airplanes with the valve installed, open drain valve to
remove condensation in pressure lines. Close drain when
completed.
(6) PNEUMATIC RELAY FILTER
(a) Inspect and clean filter (Ref. Chapter 21-30-03).
(7) AIR CYCLE MACHINE FOG NOZZLE AND FILTER
Wing panel inspection areas: 11 and 15.
(a) Clean the air cycle machine fog nozzle and filter (if installed)
(8) AIR-CONDITIONING CONDENSER AND BLOWER
Wing panel inspection area: 56 (UA-1 and After, UB-1 and After).
(a) Check the condenser, blower and associated plumbing for
leaks, cracks, corrosion, damage and security of attachment.
Page 3
05-20-05 May 1/10
Fourth 200-Hour-Interval Detailed Inspection (Continued)

(b) Inspect the inlet guard for security of attachment and for
broken strands.
(c) Inspect the impeller for security to the shaft and ease of
rotation.
(d) Inspect the standoffs for security and tightness.
(e) Inspect the guide vanes in the blower housing assembly for
cracking, corrosion and security of attachment.
B. Nose Section

(1) SKINS
(a) Inspect skins for cracks, scratches, paint blistering, corrosion,
damage and loose or missing rivets.
(2) STRUCTURES
(a) Inspect for cracks, corrosion, loose rivets and concealed
damage where access panels have been removed.
(3) PLACARDS
(a) Verify that all nose interior and exterior placards are in place.
Inspect for scratches, damage and legibility.
(4) RADIO EQUIPMENT
Fuselage panel inspection areas: 13, 14 and 15.
(a) Inspect radio rack structure; check security of units in their
mounts.
(5) INSTRUMENT AIR FILTER
(a) Replace the filter (Ref. Chapter 37-00-00).
(6) AVIONICS COMPARTMENT DOOR, FASTENERS AND SEAL
(a) Inspect seals for deterioration.
(b) Inspect doors for damage, scratches, paint blistering,
corrosion, operation and deterioration.
(c) Inspect for loose or missing fasteners.
Page 4
May 1/10 05-20-05
C. Power Plant

LH RH
(1) IGNITER PLUGS
(a) Inspect the igniter plugs for condition and erosion (Ref. Pratt
and Whitney PT6A-65B Engine Maintenance Manual or
Chapter 74-00-00 of this manual).
(3) FUEL NOZZLES
(a) Inspect and clean the fuel nozzles using either the “in situ”
method or by bench check (Ref. Pratt and Whitney
(b) Borescope inspect the engine hot section at this time
Manual P/N 3032842).
(a) Inspect brushes for indication of excessive wear or damage
(determine wear by observing diagonal groove on brush)
(Ref. Chapter 24-30-01 and to the Starter-Generator
Manufacturer’s Maintenance Manual in Chapter 24 of the
Model 1900 Airliner Series Component Maintenance
Manual).
(b) Inspect inlet duct and cooling cap for cracks, corrosion or
obstruction.

(a) Drain System (Ref. Flight Manual Supplements
Close drains when completed.
Page 5
05-20-05 May 1/10

(2) ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) (IF
INSTALLED)
(4) PLACARDS
11-20-00 (UA-1 and after, UB-1 and after) and Chapter
11-21-00 (UC-1 and after)).
(5) WINDSHIELDS
(a) Inspect windshield weather seal for damage, debonding,
cracks and wear.
(6) POWER PACK BLEED AIR FILTER
Wing panel inspection area: 10.

NOTE
The following Operational Inspection procedures are to be applied
during start and run of the engine.
CAUTION
Do not place the power levers into reverse unless engines are running.
(1) ENGINE CONTROLS

(2) OIL
(a) Check that the pressure and temperature are within limits
(Ref. the appropriate Pilot's Operating Handbook/Airplane
Flight Manual).
Page 6
May 1/10 05-20-05

(a) Check the operation and feathering (Ref. the appropriate
(a) Check the operation (Ref. Chapter 61-22-00).
(6) AUTOFEATHERING SYSTEM
(a) Perform the AUTOFEATHER OPERATIONAL CHECK

(a) Check for output of 28.25 ± 0.25 VDC
(a) Check operation of the electric pumps (Ref. the appropriate
(a) Check operation (Ref. the appropriate Pilot's Operating
(11) FUEL FIREWALL SHUTOFF VALVES
FUNCTIONAL CHECK procedure (UA-1 and After; UB-1
and After (Ref. Chapter 28-20-05)) or
(UC-1 and After (Ref. Chapter 28-21-05)).
Page 7
05-20-05 May 1/10

(12) VACUUM SYSTEM
(a) Perform vacuum regulator valve adjustment
(b) Perform the SURFACE DEICER OPERATIONAL CHECKS
(a) Check operation (Ref. Chapter 21-30-00) of this manual.
(a) Open drain valve to remove condensation in pressure lines.
(17) REFRIGERANT LEVEL
(a) For aircraft with R12 refrigerant ONLY: Check level through
the sight glass or check refrigerant pressure, with the LH
engine shut down, the RH engine running above 62% N1 and
the air-conditioner ON in either the AUTO or MANUAL mode.
Ambient temperature must be above 50°F
(b) For aircraft with R134A refrigerant: check refrigerant
pressure, with the LH engine shut down, the RH engine
running above 62% N1 and the air-conditioner ON in either
the AUTO or MANUAL mode. Ambient temperature must be
above 50°F (Ref. Chapter 21-52-00).
MACHINE
controls (Ref. Chapter 21-50-00) for vapor cycle system and
(Ref. Chapter 21-52-00) for air cycle.
(19) CONDITION LEVERS
(a) Check for clean shutdown at IDLE-CUTOFF.
Page 8
May 1/10 05-20-05

(20) INVERTER SYSTEM
(21) EXTERNAL POWER
CREW CHIEF________________________________________________
Page 9
05-20-05 May 1/10

Crew
Page 10
May 1/10 05-20-05
Inflight Worksheet
(Page 1 of 2)

No. LND
Today’s Total
Previous Total
Total

O.A.T.
PA
IAS
ITT
Torque
Prop. RPM
N1 RPM
Fuel Flow
Fuel Pressure
Oil Pressure
Oil Temp.
Page 11
05-20-05 May 1/10
Inflight Worksheet
(Page 2 of 2)
Page 12
May 1/10 05-20-05

Page 13
05-20-05 May 1/10

FIFTH 200-HOUR-INTERVAL DETAILED INSPECTION
05-20-06

00
1. GENERAL
A. Forms Required
(1) Fifth 200-Hour Interval Detailed Inspection.
(1) Model 1900/1900C Airliner Maintenance Manual P/N 114-590021-7B.
(7) Model 1900/1900C Flight Manual Supplements, P/N 114-590021-41 and -87.
components which are removed from the airplane for overhaul or replacement and the Part
inspection.
Page 1
05-20-06 Aug 1/12
Inspection Date___________________________________________
on a clean ramp.
UA-1 and After:
Wing Access - 12, 13, 15, 55 and 57.
UB-1 and After:
Wing Access - 12, 13, 15, 55 and 57.
UC-1 and After:
Wing Access - 12, 13, 15, 18 and 24.
Page 2
Aug 1/12 05-20-06
A. Forward Left Hand Center Section
Fifth 200-Hour-Interval Detailed Inspection

(1) STRUCTURE
(a) Inspect structure for cracks, scratches, corrosion, loose rivets
and damage.
(2) PLUMBING AND WIRING
(a) Inspect plumbing and wiring for chafing, leaks and security.
(3) AIR CYCLE MACHINE
Wing panel inspection area: 57 (UA-1 and After; UB-1 and After).
(a) Change air cycle machine oil (Ref. Hamilton Standard
B. Main Landing Gear

LH RH
(1) BRAKES
(a) Check brake discs and pads for wear, damage, corrosion
and security (Ref. Chapter 32-40-00).
(b) Inspect lines for damage, leaks, cracks, corrosion and
security.
(2) BRAKE DEICER (IF INSTALLED)
(a) Check lines, hose and connections for cracks, leaks,
corrosion and security of attachment.
(b) Check manifold for cleanliness and unobstructed orifices.
Page 3
05-20-06 Aug 1/12
Fifth 200-Hour-Interval Detailed Inspection (Continued)

LH RH
(3) ACTUATOR
(a) Check actuators for cracks, corrosion, damage and leaks.
(b) Inspect support brackets for cracks, corrosion, damage and
loose or missing rivets.
(4) MAIN LANDING GEAR SHOCK ABSORBER (STRUT
ASSEMBLY)
(a) Inspect shock absorber (strut assembly) and components for
damage, cracks, leaks, corrosion and attachment
(b) Inspect shock absorber (strut assembly) for correct inflation
and leakage. If signs of leakage are apparent perform the
MAIN LANDING GEAR SHOCK ABSORBER SERVICING
(c) Check gland nut at base of the main strut upper brace
assembly for possible looseness and abnormal wear.
(d) Inspect the sealant location at the main landing gear piston
and socket interface for corrosion or rust. Sealer should
cover any non-chromed area of the piston. If any
non-chromed portion of the piston is exposed, or if seal is
damaged, worn or deteriorated, or if corrosion or rust is
present, perform the MAIN LANDING GEAR SOCKET/
PISTON SEAL REPAIR procedure (Ref. 1900 Airliner Series
Component Maintenance Manual, Chapter 32-10-00).
(5) TRUNNION BOLTS
(a) Inspect for proper security and condition of bolts, nuts and
cotter pins. If a cotter pin is missing, torque the trunnion bolt
nut and install a new cotter pin by performing the applicable
Steps of the MAIN LANDING GEAR INSTALLATION
(b) Visually inspect for wear, cracks and corrosion.
(6) LANDING GEAR KEEL
(a) Perform LANDING GEAR KEEL INSPECTION procedure
Page 4
Aug 1/12 05-20-06

LH RH
(7) DRAG LEG
(a) Visually inspect for wear, distortion, cracks and corrosion.
(b) Check security of attach fittings.
(8) ELECTRICAL
(a) Check attachment of switches. Clean dirt from terminals and
connectors as required.
(b) Check wiring for damage, chafing and security.
(9) LANDING GEAR HOSES
(a) Check for damage, cracks, leaks, deterioration and security.
Replace as necessary.
C. Nose Landing Gear

(1) SHIMMY DAMPER (WITHOUT POWER STEERING
INSTALLED)
(a) Inspect for damage, cracks, corrosion, leakage and
attachment. Refill if necessary (Ref. Chapter 32-20-00
SHIMMY DAMPER FLUID CHECK
(MANUAL STEERING ONLY) procedure and/or
SHIMMY DAMPER SERVICING
(MANUAL STEERING ONLY) procedure).
(2) ACTUATOR
(a) Visually check actuator for damage, cracks, corrosion and
leakage.
(b) Inspect support bracket for damage, cracks, corrosion and
loose or missing rivets.
Page 5
05-20-06 Aug 1/12

(3) STEERING LINKAGE (WITH MECHANICAL STEERING ONLY)
(a) Check nose steering mechanism for damage, cracks,
corrosion, attachment and correct adjustment
(b) Remove tie-wrap and inspect aft steering linkage and boot for
wear, damage and chafing under boot
(c) Inspect forward steering link (with boot) and boot for wear,
damage and chafing under boot. Perform the FORWARD
STEERING LINK (WITH BOOT) INSPECTION procedure
(d) Disconnect and inspect nose steering disconnect actuator
wiring receptacle plug located in left wheel well keel for
corrosion.
(e) Visually inspect nose landing gear steering disconnect
actuator attaching hardware for evidence of looseness,
corrosion, or missing fasteners (Ref. Chapter 32-50-00).
(4) NOSE GEAR BRACE STEERING STOP LUGS
(a) Inspect for cracks, damage or distortion. Should cracks be
suspect, perform FLUORESCENT LIQUID PENETRANT
(b) Inspect for proper lubrication of bolts (Ref. NOSE LANDING
GEAR LUBRICATION procedure Chapter 12-20-00).
(5) NOSE GEAR STEERING STOP
(a) Inspect steering stop for damage and distortion.
(b) Inspect steering stop bolts for proper torque. Bolts should be
able to rotate with finger pressure.
(6) NOSE GEAR SHOCK ABSORBER (STRUT ASSEMBLY)
(a) Inspect shock absorber (strut assembly) and components for
damage and attachment (Ref. Chapter 32-20-00).
(b) Inspect shock absorber (strut assembly) for correct inflation
and leakage. If signs of leakage are apparent perform the
NOSE GEAR SHOCK ABSORBER SERVICING procedure
Page 6
Aug 1/12 05-20-06

(7) ELECTRICAL
(a) Check attachment of switches; clean dirt from terminals and
connectors, as required; check wiring for damage and
chafing.
(8) TRUNNION BOLT
(a) Inspect for proper security and condition of bolts, nuts and
cotter pins. If a cotter pin is missing, torque the trunnion bolt
nut and install a new cotter pin (Ref. the applicable Steps of
the NOSE LANDING GEAR INSTALLATION procedure
Chapter 32-20-00).
(9) DRAG BRACE
(a) Check for wear in the lower drag leg attach lug hole on the
nose gear brace (Ref. Chapter 32 in the
Model 1900 Airliner Series Component Maintenance Manual,
P/N 114-590021-11). Visually inspect for damage, cracks,
corrosion and security of attachment.
(b) Inspect bolts for freedom of movement (Ref. NOSE
LANDING GEAR DRAG BRACE BOLT INSPECTION
procedure Chapter 32-20-00).
(10) POWER STEERING (IF INSTALLED)
(a) Replace filter (Ref. SYSTEM FILTER REPLACEMENT
(UA-1 AND AFTER; UB-1 AND AFTER) procedure
Chapter 32-51-00 or
HYDRAULIC FILTER SERVICING (UC-1 AND AFTER)
(b) Perform ACTUATOR MAINTENANCE CHECKS (UA-1 AND
AFTER; UB-1 AND AFTER) procedure
(11) LANDING GEAR HOSES
(a) Check for damage, cracks, leaks, deterioration and security.
(12) ANTISKID BRAKES (IF INSTALLED)
(a) Check operation, charge accumulator as required and
replace filter (Ref. Chapter 32-41-00).
(b) Remove antiskid hydraulic line/antiskid accumulator cover
and inspect for damage, cracks, leaks, deterioration and
security.
Page 7
05-20-06 Aug 1/12
D. Landing Gear Retraction

NOTE
Battery voltage is not sufficient to properly cycle the landing gear, use only an external power source
capable of delivering and maintaining 28.25 ± 0.25 volts throughout the extension and retraction
cycles when performing the landing gear retraction inspection.
(1) LANDING GEAR HYDRAULIC POWER PACK
(a) Perform the POWER PACK FLUID LEVEL SENSOR
FUNCTIONAL TEST procedure (Ref. Chapter 32-30-08).
(b) Clean power pack filter screens and replace power pack filter
(2) RETRACT MECHANISM
(a) Check retraction system for operation of all components
through at least two complete cycles
(b) Check for unusual noises and evidence of binding.
(3) DOORS AND LINKAGE
Zone inspection areas: 710, 730 and 740.
(a) Check door for proper operation, fit and rigging. Inspect for
damage, cracks, paint blistering, corrosion and attachment.
(4) POSITION INDICATORS
(a) Check for security and adjustment of switches, loose or
chafing wires and correct indication.
(5) WARNING HORN
(a) Perform the LANDING GEAR WARNING HORN CHECK
(6) SAFETY SWITCH
(a) Check for security of attachment.
(7) ACTUATORS
(a) Check for noise, damage, cracks, visual leaks, corrosion,
binding and correct rigging (Ref. Chapter 32-30-00).
Page 8
Aug 1/12 05-20-06

(8) EMERGENCY EXTENSION
(a) Perform LANDING GEAR HAND PUMP CYCLING procedure
E. Power Plant

LH RH
(1) IGNITER PLUGS
(a) Inspect the igniter plugs for condition and erosion (Ref. Pratt
P/N 3032842 or Chapter 74-00-00 of this manual).
(a) Inspect the oil filter for contamination (Ref. Pratt and
Whitney PT6A-65B Engine Maintenance Manual
P/N 3032842, Chapter 72-00-00, Table 601 Periodic
Inspection).
(3) MAGNETIC CHIP DETECTOR CLEANING
(a) Clean the magnetic chip detector (Ref. Pratt and Whitney
(4) ENGINE VIBRATION ISOLATOR MOUNT
CAUTION
If any isolator mounts have dislodged from their bracket positioning
pins or have a gap or change in relative position, the airplane may have
experienced a hard landing or encountered severe or extreme turbulent
air. If so, perform additional inspections in Chapter 5-50-00. All mounts
on an engine must be of the same manufacturer and carry the same
part numbers.
(a) Inspect for damage and attachment (Ref. Chapter 71 of the

Model 1900 Airliner Series Component Maintenance Manual,
P/N 114-590021-11). Replace or repair as required. The
mount may be repaired by replacement of the rubber
cushion.
Page 9
05-20-06 Aug 1/12

LH RH
(5) COMPRESSOR DRIVE QUILL SHAFT
(a) Check for wear and damage.
(b) Lubricate the spline on the pulley end of the shaft
(Ref. COMPRESSOR QUILL SHAFT LUBRICATION
(6) COMPRESSOR DRIVE BELTS
(a) Check for cracks, shredding, fraying and wear.
Check adjustment (Ref. COMPRESSOR BELT TENSION
(7) ENGINE ACCESSORIES
(a) Inspect all accessories, plumbing and associated equipment
for damage, corrosion, attachment and leakage.
(8) REFRIGERANT LINES AND SERVICE VALVES
(a) Inspect refrigerant lines in the right engine cowling, nacelle,
right wing and cabin for leaks, damage, cracks, corrosion and
attachment.
(9) REFRIGERANT COMPRESSOR
(a) Check for damage, attachment and oil leaks.
(10) ENGINE FUEL PUMP, FILTERS AND SCREENS
(a) Inspect the filters and screens for contamination (Ref. Pratt
P/N 3032842).
F. General Service Items

(a) Drain system (Ref. Model 1900/1900C Flight Manual
Supplements 114-590021-41 and 114-590021-87 as
applicable). Close drains when completed.
Page 10
Aug 1/12 05-20-06

(IF INSTALLED)
must be on (Ref. the applicable Model 1900/1900C Pilot's
Operating Handbook/Airplane Flight Manual).
(a) Lubricate as necessary (Ref. Chapter 12-20-00).
Floor panel inspection areas: 7 and 11 (UA-1 and After).
(6) ACCESS PANELS
(a) Check panels removed during this inspection for fit,
attachment, scratches, paint blistering and corrosion.
(7) PLACARDS
(a) Verify all placards are in place and legible
(Ref. Pilots Operating Handbook, Airplane Flight Manual,
Chapter 11-20-00 (UA-1 and After, UB-1 and After) and
Chapter 11-21-00 (UC-1 and After)).
(8) FUEL FILTERS AND SCREENS
(a) Inspect the filters and screens for microbiological growth.
Clean filters and screens (Ref. SERVICING ENGINE FUEL
FILTERS AND SCREENS procedure Chapter 28-20-02).
(9) WINDSHIELDS
(a) Inspect windshield weather seal for damage, debonding,
cracks and wear.
Page 11
05-20-06 Aug 1/12
G. Operational Inspection

Chapter 21-11-00).
Chapter 21-11-00).
(a) Perform the PROPELLER DEICER SYSTEM INSPECTIONS

(4) INVERTER POWER
Page 12
Aug 1/12 05-20-06

(5) EXTERNAL POWER
CREW CHIEF________________________________________________
Page 13
05-20-06 Aug 1/12

Crew
Page 14
Aug 1/12 05-20-06
Inflight Worksheet
(Page 1 of 2)

No. LND
Today’s Total
Previous Total
Total

O.A.T.
PA
IAS
ITT
Torque
Prop. RPM
N1 RPM
Fuel Flow
Fuel Pressure
Oil Pressure
Oil Temp.
Page 15
05-20-06 Aug 1/12
Inflight Worksheet
(Page 2 of 2)
Page 16
Aug 1/12 05-20-06

Page 17
05-20-06 Aug 1/12

SIXTH 200-HOUR-INTERVAL DETAILED INSPECTION
05-20-07
00
1. GENERAL
A. Forms Required
(1) Sixth 200-Hour Interval Detailed Inspection.
(2) Model 1900/1900C Airliner Series Routine Inspection.
(1) Model 1900/1900C Airliner Maintenance Manual, P/N 114-590021-7.
(2) Model 1900 Airliner Series Component Maintenance Manual, P/N 114-590021-11.
(4) Model 1900 Airliner Series Corrosion Control Manual, P/N 114-590021-197.
(5) Model 1900 Airliner Wiring Diagram Manual, P/N 114-590032-3 (UA-1 and After), 114-590021-13
components which are removed from the airplane for overhaul or replacement, then to add the
Part Number and Serial Number of the component which is installed.
inspection.
Page 1
05-20-07 Nov 1/12
Inspection Date___________________________________________
on a clean ramp.
UA-1 and After:
Wing Access - 12 and 15.
Floor Access - 5, 6, 7, 8, 10, 12, 15, 16 and 18.
UB-1 and After:
Floor Access - 5, 6, 7, 8, 9, 10, 12, 13, 15, 16 and 18.
UC-1 and After:
Floor Access - 5, 6, 7, 8, 9, 10, 12, 13, 15, 16 and 18.
Page 2
Nov 1/12 05-20-07
A. Aft Fuselage and Empennage
Sixth 200-Hour-Interval Detailed Inspection

(1) SKINS
(a) Inspect skins for dents, cracks, scratches, blistered paint,
corrosion and loose or missing rivets. If damage is found,
check adjacent structure.
(2) STRUCTURE
(a) Check for cracks, corrosion, loose rivets, concealed damage
and blistered paint.
(b) Perform HORIZONTAL STABILIZER Attach Bolts Torque
Check procedure (Ref. Chapter 55-10-00).
(c) Between HSS 5.00 thru 99.197 both left and right hand sides
using a borescope, inspect the area between the cove and
the horizontal stabilizer rear spar. The borescope can be
inserted into this area from the edges of the cove. Inspect the
horizontal stabilizer rear spar, skins and fasteners for cracks,
corrosion and loose and/or missing rivets, paying particular
attention to elevator hinge attach points.
(d) Check aft spar of vertical stabilizer for cracks, corrosion,
loose and working fasteners, concealed damage and
blistering paint. (Ref. Chapter 55-30-01) of the Model 1900
Airliner Series Corrosion Control Manual.
Floor Panel inspection areas: 15.
Aft fuselage inspection panels: 5, 6, 7, and 8.
bends, cracks and corrosion. Replace any damaged
component.
(b) Check control cables, pulleys and associated equipment for
condition, attachment, alignment, clearance, corrosion and
correct direction of travel. Replace cables that have broken
strands or evidence of corrosion. Perform CONTROL
CABLES AND PULLEYS - MAINTENANCE PRACTICES
Page 3
05-20-07 Nov 1/12
Sixth 200-Hour-Interval Detailed Inspection (Continued)

(c) Check the elevator and rudder autopilot or yaw damp bridle
cable attaching clamp hardware for 55 ± 5 inch-pounds of
torque and a minimum gap of 0.005 inch remaining between
the clamp halves. If the minimum gap is below 0.005 inch,
replace the worn parts as needed.
(d) Check the elevator and rudder autopilot or yaw damp servo
bridle cable tension, if installed. If the elevator or rudder servo
cable tension is out of limits, the ELEVATOR SERVO CABLE
TENSIONING and/or RUDDER SERVO RIGGING procedure
must be performed (Ref. Chapter 22-10-00). Inspect and
record elevator servo bridle cable and rudder servo bridle
cable tensions:
Temperature:________°F
Elevator servo bridle cable tension: ______________
Rudder servo bridle cable tension: ______________
(e) Check cable tension (Ref. Chapter 27). If the elevator cable
tension is not within limits, the ELEVATOR CONTROL
SYSTEM RIGGING procedure must be performed
(Ref. Chapter 27-30-02). Changing cable tension may affect
other portions of the elevator system.
Inspect and record elevator, elevator tab, rudder and rudder
tab cable tensions:
Temperature:________°F
3/16 in. Elevator Cable Tension: Up_______Down________
1/16 in. Elevator Tab Cable Tension: _________
3/16 in. Rudder Cable Tension: Left________Right________
1/16 in. Rudder Tab Cable Tension: ________
(4) UNDERFLOOR AREAS
(a) Inspect underfloor areas for foreign objects, structural
damage, loose or missing rivets, cracks, corrosion and
blistered paint.
(5) FLIGHT CONTROLS
Zone inspection areas: 331, 340, 351, 352, 361 and 362.
Stabilizer access panels areas: 15, 18, 20, 22 and 24.
(a) Inspect skin for cracks, dents, damage, paint blistering,
corrosion and loose or missing rivets.
(b) Check surfaces for attachment and freedom of movement.
(c) Check optional elevator electric trim actuator and motor for
attachment.
Page 4
Nov 1/12 05-20-07

(d) Inspect elevator hinge brackets and their spar attach areas
for cracks, corrosion, paint blistering, evidence of
interference and security. Inspect the rivets attaching the
hinge supports to the elevator. Perform the ELEVATOR
(e) Inspect rudder hinge brackets and their spar attach areas for
cracks, corrosion, paint blistering, evidence of interference
and security.
(f) Remove tailcone. Using the rudder pedals in the cockpit,
move the rudder from left to right. Check for smooth
movement with no evidence of looseness, binding or
warping. Check the bellcrank at the base of the rudder (three
rudder horn attach bolts and pivot). There should be no
evidence of fretting or looseness between the bellcrank and
the rudder torque tube.
Inspect the bolts that attach the top of the rudder torque tube
to the bottom of the rudder for security. Check the torque
tube to rudder attach point for evidence of cracking or
corrosion.
(g) Inspect and record Rudder Freeplay and Rudder Trim Tab
Freeplay (Ref. Chapter 27-20-00).
Rudder Freeplay: ________ (Limits: 0.12 Inch Maximum)
Rudder Trim Tab Freeplay: ________ (Limits: 0.026 Inch

Maximum)
(h) Inspect and record Elevator Freeplay and Elevator Trim Tab
Freeplay (Ref. Chapter 27-30-00).
Elevator Freeplay: ________ (Limits: 0.12 Inch Maximum)
Elevator Trim Tab Freeplay: ________ (Limits: 0.006 Inch

Maximum)
Page 5
05-20-07 Nov 1/12

(i) Perform the RUDDER TRIM TAB FUNCTIONAL CHECK
Turn the cockpit pedestal rudder trim control knob counter
clockwise to the full nose left position and verify the rudder
trim tab moves to the trailing edge right direction. Check that
the system moves smoothly with no unusual noise or binding.
Rudder Trim Tab Travel Full Nose Left: ____________

(Limit: 15° to 16.5° tab trailing edge right)
Turn the cockpit pedestal rudder trim control knob clockwise
to the full nose right position and verify the rudder trim tab
moves to the trailing edge left direction. Check that the
system moves smoothly with no unusual noise or binding.
Rudder Trim Tab Travel Full Nose Right: ___________

(Limit: 15° to 16.5° tab trailing edge left)
(j) Perform the RUDDER FUNCTIONAL CHECK procedure
noise or binding.
Push forward on the pilot’s left rudder pedal and make sure
that the rudder moves to the trailing edge left direction.
Rudder Travel Full Nose Left: _______________ (Limit: 25°

+1°/ -0° rudder trailing edge left)
Push forward on the pilot’s right rudder pedal and make sure
that the rudder moves to the trailing edge right direction.
Rudder Travel Full Nose Right: ______________ (Limit: 25°

+1°/ -0° rudder trailing edge right)
Page 6
Nov 1/12 05-20-07

(k) Perform the ELEVATOR TRIM TAB FUNCTIONAL CHECK
Install rig pin in aft elevator bellcrank to position the elevator
in neutral. Rotate the elevator trim wheel on the cockpit
pedestal to align the trailing edge of the elevator trim tabs
with the trailing edge of the elevator.
Elevator Trim Tab Wheel Neutral Check. The 0 mark on the
trim position dial must be aligned with the trim indicator mark
on the pedestal edgelighted panel: ___________________
(enter Yes or No)
Rotate the cockpit pedestal elevator trim control wheel
counter clockwise to the full nose down position and verify
the elevator trim tab moves to the trailing edge up direction.
noise or binding.
Elevator Trim Tab Travel Full Nose Down: ___________

(Limit: 5° to 5.5° tab trailing edge up)
Rotate the cockpit pedestal elevator trim control wheel
clockwise to the full nose up position and verify the elevator
trim tab moves to the trailing edge down direction. Check that
the system moves smoothly with no unusual noise or binding.
Elevator Trim Tab Travel Full Nose Up: _____________
(Limit: 15° to 16° tab trailing edge down)
(l) Perform the ELEVATOR FUNCTIONAL CHECK procedure
(Ref. Chapter 27-30-02). Perform this check after completing
all work affecting the elevator flight control system. Check
that the system moves smoothly with no unusual noise or
binding. Move a cockpit control wheel aft and measure the
elevator trailing edge up travel. Move the control wheel
forward and measure the elevator trailing edge down travel.
Elevator Up Travel: ________________ (Limit: 20° +1°/ -0°)
Elevator Down Travel: ______________ (Limit: 14° +1°/ -0°)

(6) VENTRAL FIN AND AFT FUSELAGE DRAINS
(a) Inspect the drain holes in the ventral fin of the aft fuselage for
obstructions at the point of juncture with the aft pressure
bulkhead.
(b) Check bayonet-type drain for damage and obstruction.
(7) PLUMBING
(a) Inspect plumbing for leaks, cracks, damage and attachment.
Page 7
05-20-07 Nov 1/12

(8) DEICER BOOTS
(a) Visually check deicer boots for cracks, gaps, tears, damage
and attachment.
(9) STATIC PORTS
(a) Check and clean as necessary.
(10) OUTFLOW VALVES
Zone inspection area: 281and 282.
(a) Check for operation, cleanliness and attachment. Clean
valves (Ref. Chapter 21-30-01).
(11) CONTROL CABLE SEALS
(a) Check for damage, security, cleanliness and lubrication.
(12) AUTOPILOT (IF INSTALLED)
Panel inspection areas: 7 and 8.
(a) Check rudder and elevator autopilot servos for loose or worn
bearings and mounting hardware.
(b) Verify that the servo mounts are securely mounted to the
airframe.
(c) Visually inspect the capstan and cable for wear,
contamination and proper spool-off.
(d) With the autopilot disengaged, operate each control system
through its entire range. Observe the servo mounts for any
unusual noise, binding, backlash or other mechanical
irregularities.
B. Cabin Section

Complete Step 1. Mechanic Inspector
(1) EVAPORATOR BLOWER MOTOR
Panel inspection areas: 153 and 173.
(a) Inspect brushes for wear.
Page 8
Nov 1/12 05-20-07
C. Power Plant

LH RH
(1) IGNITER PLUGS
(a) Inspect and clean the igniter plugs (Ref. Pratt and Whitney
PT6A-65B Engine Maintenance Manual P/N 3032842 or
Chapter 74-00-00 of this manual).
(a) Inspect brushes for indication of excessive wear and damage
(determine wear by observing diagonal groove on brush).
(b) Inspect inlet duct and blast cap for cracks, corrosion and
obstruction.
(4) FUEL NOZZLES
(a) Inspect nozzles (Ref. Pratt and Whitney PT6A-65B Engine
Maintenance Manual P/N 3032842).
Borescope inspect at this time.

(a) Drain System (Ref. Flight Manual Supplements
(a) Verify operation of the Electronic Attitude Directional
Indicator (EADI) and Electronic Horizontal Situation Indicator
(EHSI) tube fans (Ref. the appropriate Pilot's Operating
Page 9
05-20-07 Nov 1/12

(a) Lubricate as necessary (Ref. Chapter 12-20-00).
(4) EVAPORATOR FILTER
Floor panel inspection areas: 7 and 11 (UA-1 and After).
(a) Perform the EVAPORATOR FILTER REPLACEMENT
(a) Clean filter. Perform the VACUUM REGULATOR VALVE
FILTER SERVICING procedure (Ref. Chapter 37-00-00).
(6) PLACARDS
(a) Verify that all placards are in place. Inspect placards for
scratches, damage and legibility.
(7) WINDSHIELDS
(a) Perform WINDSHIELD ANTISTATIC COATING AND TAB
INSPECTION procedures (Ref. Chapter 56-10-00).
(b) Inspect windshield weather seal for debonding, cracks and
wear.

NOTE
The following Operational Inspection procedures are to be applied during start and run of the engine:
(1) ENGINE CONTROLS
(a) Check for output of 28.25 ± 0.25 vdc using the test jack on
the RH inboard subpanel (Ref. Chapter 24-30-01).
(3) OIL
(a) Check that pressure and temperature are within operating
limits (Ref. the appropriate Pilot's Operating Handbook/
Page 10
Nov 1/12 05-20-07

(a) Check operation and feathering (Ref. the appropriate Pilot's
Operating Handbook/Airplane Flight Manual).
(7) AUTOFEATHER RELAYS, DUMP SOLENOIDS AND
PRESSURE SWITCHES
(a) Check autofeathering (Ref. Chapter 61-21-00).

(11) FUEL FIREWALL SHUTOFF VALVES
FUNCTIONAL CHECK procedure (Ref. Chapter 28-20-05)
(UA-1 and After; UB-1 and After) or (Ref. Chapter 28-21-05)
(UC-1 and After).
(12) VACUUM SYSTEM
(a) Perform the VACUUM REGULATOR ADJUSTMENT
Page 11
05-20-07 Nov 1/12

Chapter 21-11-00).
CHECK procedure (Ref. Chapter 21-10-00 or Chapter
21-11-00).
(b) Perform the SURFACE DEICER OPERATIONAL CHECK
(a) Open drain valves until all moisture is drained.
MACHINE
controls.
(18) CONDITION LEVER
(a) Check for clean shut down at IDLE CUT-OFF.
(19) INVERTER POWER
(20) STATIC DISCHARGER
(a) Perform the STATIC DISCHARGER INSPECTION procedure
(Ref. Chapter 23-60-00) on all tail (stabilon, if installed, tailet,
if installed, elevator, rudder, and strake if installed) mounted
static dischargers.
(21) EXTERNAL POWER
Page 12
Nov 1/12 05-20-07
CREW CHIEF________________________________________________
Page 13
05-20-07 Nov 1/12

Crew
Page 14
Nov 1/12 05-20-07
Inflight Worksheet
(Page 1 of 2)

No. LND
Today’s Total
Previous Total
Total

O.A.T.
PA
IAS
ITT
Torque
Prop. RPM
N1 RPM
Fuel Flow
Fuel Pressure
Oil Pressure
Oil Temp.
Page 15
05-20-07 Nov 1/12
Inflight Worksheet
(Page 2 of 2)
Page 16
Nov 1/12 05-20-07

Page 17
05-20-07 Nov 1/12

UNSCHEDULED MAINTENANCE CHECKS
05-50-00
INSPECTION PROCEDURES
00
1. OPERATION IN AREAS OF HIGH DUST CONTENT
Item Inspection Requirement Inspection Interval

(1) Nose Landing Gear Clean off and wipe dry exposed polished surfaces. Routine.
Shock Strut
(2) Instrument Air Filters Replace instrument line supply filters at or before 150 As noted.
hours under extremely dusty conditions.
CAUTION
Disconnect the autopilot barometric altitude sensor line before applying reverse air pressure to pitot and static
lines to prevent damage to the barometric altitude sensor.
(3) Pitot Static Lines Check for obstruction by applying reverse air pressure 300 Hours or as
(not to exceed 20 psi.) to the ends of the pitot and static requested.
lines disconnected from the instruments.
(4) Environmental Air Filter Inspect for obstruction of air flow. Replace if necessary. As required.
2. OPERATING FROM VERY SOFT OR UNUSUAL TERRAIN
Inspection
Item Inspection Requirement Interval
(1) Tires Visually check for cuts, wear, deterioration and Routine.
inflation.
(2) Main Landing Gear
(a) Shock Struts Check shock strut inflation. Perform METHOD 1 of Routine.
MAIN LANDING GEAR SHOCK ABSORBER
SERVICING - INFLATION (Ref. Chapter 32-10-00).
Service as necessary.
Thoroughly clean and inspect for leaks, damage and
security. Clean exposed surface of shock strut piston
with clean cloth moistened with hydraulic fluid
(39, Table 1, Chapter 91-00-00).
Check fluid level. Perform MAIN LANDING GEAR Every 150 hours.
SHOCK ABSORBER SERVICING (Ref. Chapter
32-10-00).
(b) Wheels Remove and clean. Inspect for abrasions, cracks and Every 150 hours.
chipped rims, bearings for wear, corrosion, fretting and
bluing. Check seals for distortion, deterioration, proper
fit, security and obvious damage.
Page 1
05-50-00 May 1/12
Inspection
Item Inspection Requirement Interval
(c) Brake Units Check cylinders and associated lines for obvious Routine.
damage and leaks.
Check for evidence of overheating. Every 150 hours.
Check discs for scoring, distortion, damaged plating Every 300 hours.
and evidence of overheating.
(d) Wheel wells Clean foreign material (dirt, etc.) from wheel wells. As required.
Inspect supports between main and aft spars in upper
wheel well and the lift leg attach bracket at the main
spar for deformation, cracks, etc.
(3) Nose Landing Gear
(a) Wheel Check for obvious damage. Routine.
Remove and clean. Inspect for abrasions, cracks and Every 150 hours.
chipped rims, bearings for wear, corrosion, fretting and
bluing. Check seals for distortion, deterioration, proper
fit and security.
(b) Shock Strut Check shock strut inflation. Perform METHOD 1 of Routine.
NOSE LANDING GEAR SHOCK ABSORBER
SERVICING - INFLATION (Ref. Chapter 32-20-00).
Service as necessary.
Thoroughly clean and inspect for leaks, damage and
security. Clean exposed surface of shock strut piston
with clean cloth moistened with hydraulic fluid
(39, Table 1, Chapter 91-00-00).
Check fluid level. Perform NOSE LANDING GEAR Every 150 hours.
SHOCK ABSORBER SERVICING
(c) Fork Assembly Check for cleanliness and obvious damage. Routine.
(d) Nose Wheel Steering Check for obvious damage, associated rods and Every 150 hours.
connections for damage.
(e) Actuator Linkage Check for excessive play, safety and security.
(f) Actuator Check actuator and support brackets for visible
damage and condition. Inspect bracket for loose or
missing rivets. Inspect cover and bottom assembly of
actuator for cracks at mounting lug.
Page 2
May 1/12 05-50-00
3. INSPECTION AFTER HARD OR OVERWEIGHT LANDING

NOTE: A hard landing is any landing made by an airplane with a vertical decent rate greater than 600 ft/min
(feet per minute) when the airplanes gross weight is less than or equal to the Maximum Landing
Weight (MLW). Closely related to a hard landing is an overweight landing, which is defined as landing
the airplane with a vertical decent rate greater than 360 ft/min (feet per minute) when the airplanes
gross weight is greater than MLW but less than Maximum Take-Off Weight (MTOW). An overweight
landing is also any landing when the airplane gross weight is greater than MTOW.
As it is difficult to accurately determine vertical descent velocity, the following inspections, checks
and tests must be performed whenever a hard or overweight landing has been reported or
suspected. It is not possible to define specific details of the inspection procedure to be performed
after every incident due to the wide variations in weight, speed, nature, and direction of loads that can
be encountered. It is therefore recommended that before starting the inspection the pilot is consulted
for information regarding the landing conditions.
Ascertain, for example:
1. Whether the landing was straight, drifting, wing low, nose or tail heavy.
2. If any noise indicative of structural damage was heard.
3. The weight of the airplane and the fuel.
This inspection should be carried out after a hard landing and before the airplane is certified as ready
for further flight. The inspections are conducted at two levels. The first level consists of determining if
any external damage has occurred and looking for evidence of internal structural failure. The second
level is concerned with a more detailed inspection of any damaged areas which were indicated in the
findings of the first level inspection. If it is determined by the first level inspection that there is no
damage to the airplane, it is not necessary to proceed to the second level inspection.
WARNING: Even though wrinkles in the wing or fuselage skin surface may be slight enough to be
considered as negligible, a close inspection of the internal supporting structure may
reveal serious damage.
A. First Level

(1) General Appearance Determine that the airframe components (nacelles, After hard or
wings, fuselage) are in their normal configuration. overweight landing.
(2) Landing Gear Inspect tires for pressure, excessive wear, splits in the After hard or
tread, bottoming out or folding over the sidewalls. overweight landing.
Check the wheels for flat spots or cracked castings.
Check shock struts and attachment lugs for cracks.
Check shock absorbers for fluid leakage. After removal
from jacks, check main and nose shock absorbers for
proper inflation.
Inspect hydraulic brake lines for leaks.
Inspect downlock, drag link and gear door retract
linkage for damage.
Page 3
05-50-00 May 1/12

Inspect landing gear actuator attachment lugs. Inspect
supports between main and aft spars in upper wheel
well and the lift leg attach bracket at the main spar for
deformation, cracks, etc.
Inspect the main and nose landing gear actuators for
external leakage.
Inspect areas around landing gear attach points.
Inspect the main landing gear drag brace support
structure as follows:
(a) Place the airplane on jacks.
(b) Disconnect the upper drag brace from the
airplane structure in both the LH and RH
wheel wells.
(c) Inspect the upper drag brace attach bolts
(hollow “lube type” bolts) for cracks.
(d) Using a flashlight and mirror, inspect all of the
drag brace support structure for possible
cracks, particularly at the lower radius of the
U-channel where it attaches to the main spar.
(e) If cracks are suspected but are not clearly
defined, the suspect area should be
fluorescent liquid penetrant inspected, using
procedures as outlined in AC43.13-1B.
(f) If cracks are found, contact Hawker
Beechcraft Corporation Technical Support,
Hawker Beechcraft Corporation, Wichita, KS.
67206, and report the findings for evaluation.
(g) If no cracks are found, install the drag brace.
Hawker Beechcraft Corporation recommends that airplanes having experienced severe, or hard landings or other
abnormal landing incidents which may have placed undue stress on the landing gears, are to be inspected within
the first 150 service hours after such hard landing and at each 600 service hours thereafter.
Airplanes that have received repairs in this area, upon Hawker Beechcraft Corporation recommendations, are
exempt from this inspection except in the event of a future hard or abnormal landing incident.
Page 4
May 1/12 05-50-00

(3) Nacelles Inspect external skin surfaces for distortion, loose or After hard or
missing rivets. overweight landing.
Check cowling attachment fittings for alignment or
damage.
Inspect engine control cables for smooth operation.
Check plumbing and wiring for security and
attachment.
Inspect engine support mounts for cracks or structural
failure. Check tips of propellers for damage.
Check propeller spinner and back plate for evidence of
interference with cowling.
Inspect wheel well structure for damage or cracks.
Check area surrounding the landing gear attachment
points for distortion or cracks.
Inspect engine isolator mounts for mounting bracket pin
engagement. If found dislodged, inspect for damage
Component Maintenance Manual). Repair or replace
the isolator mounts as required.
(4) Wing Center Section Inspect external skin surface (upper and lower) for After hard or
cracks, abnormal wrinkles and loose or missing rivets. overweight landing.
Inspect plumbing, wiring and actuators for damage and
Check keel, front and rear spar on the lower side of
fuselage for damage and alignment.
(5) Outboard Wing Panels Inspect external wing surface skin for cracks, abnormal After hard or
wrinkles and loose or missing rivets. overweight landing.
(6) Fuselage Nose Section Check external skin surface for cracks, abnormal After hard or
Check wheel well structure and area surrounding gear
attach point for damage.
Inspect avionics, radar antenna, wiring and plumbing
for security and attachment.
(7) Fuselage Center Section Inspect external skin surface for cracks, abnormal After hard or
Inspect around cabin windows for structural cracks.
(8) Fuselage Aft Section Check external skin surface the entire length for cracks, After hard or
abnormal wrinkles and loose or missing rivets. overweight landing.
Inspect empennage and control surfaces for freedom of
movement.
Page 5
05-50-00 May 1/12
B. Second Level
NOTE: Because shock loading may be transmitted along one structural member to another, carefully
inspect the surrounding and supporting structure in any damaged area found in the first level
inspection.

(1) Landing Gear Place the airplane on jacks and check shock strut for After hard or
free up and down movement. overweight landing.
Remove the tires and inspect internally for cuts or
broken areas.
Disassemble and examine wheels for cracks or
distortion (Ref. Chapter 32 in the Component
Maintenance manual).
Visually inspect axle with 10X power Magnifying glass.
If suspect, fluorescent liquid penetrant or magnaflux
inspect.
Replace or inspect wheel bearings and perform
lubrication.
Remove and replace or magnaflux the landing gear
attach bolts, check bolt holes for cracks or elongation.
Remove and replace or magnaflux drag link bolts and
supports.
Cycle the landing gear up and down using the power
pack. Use airplane hand pump to extend landing gear.
Cycle the gear with the power pack through at least one
complete cycle before removing the airplane from
jacks.
(2) Nacelles If tips of propeller have been damaged, (Ref. the Pratt After hard or
and Whitney PT6A-65B Engine Maintenance Manual overweight landing.
for the engine inspection procedure for propeller strike).
Inspect areas surrounding the engine mounts.
Check the internal structure of the wheel well for cracks
or damage.
Test plumbing and wiring for proper operation.
(3) Wing Center Section Remove floorboards and access plates and inspect the After hard or
front and rear spar and keel structure for evidence of overweight landing.
deformation or structural failure.
Test plumbing, wiring, flaps, control cables, pulley
mounts, and any other system found in this area for
proper operation.
Page 6
May 1/12 05-50-00

(4) Outboard Wing Panels Test plumbing and wiring for proper operation. After hard or
overweight landing.
Inspect plumbing and wiring for security of attachment.
Inspect fuel cells and lines for leakage and damage.
Inspect internal structure and fuel cells through access
panels.
(5) Fuselage Nose Section Remove baggage compartment floorboards and After hard or
inspect the keel structure and supporting members for overweight landing.
damage.
Inspect wheel well structure and surrounding areas for
signs of structural failure.
Test avionics, radar antenna, plumbing and wiring for
proper operation.
(6) Fuselage Center and Aft Examine stringers, frames and side walls for After hard or
Section deformation or structural failure. overweight landing.
Test plumbing and wiring for proper operation.
Inspect heating and air conditioning ducts for damage.
Examine the control cables and pulley mountings and
check for clearance from structure at pass-through
locations. Ensure a smooth operation.
(7) Flight Controls Perform a flight controls, full travel, sweep inspection of After hard or
the aileron, elevator and rudder primary systems. overweight landing.
Perform a flap operational check.
REPAIR OF DAMAGE
Due to the variety and degree of structural damage which may be involved, the best repair or replacement
procedure must be based on the inspection findings of the individual airplane. If the hard landing inspection
indicates that serious structural damage has occurred, contact Hawker Beechcraft Corporation Technical
Support, Hawker Beechcraft Corporation, Wichita, KS, 67206, for assistance.
LOG BOOK ENTRY
Following a hard landing inspection, an entry covering the extent of inspection, the damage and the repair (if
applicable) must be noted in the airplane permanent records.
Page 7
05-50-00 May 1/12
4. INSPECTION AFTER ENCOUNTERING TURBULENT AIR

NOTE: This inspection should be carried out after the airplane has been subjected to high G loading while
flying through extreme or severe turbulent air and before the airplane is returned to service. The
inspection is conducted on two levels. The first level consists of determining if any external damage
has occurred and looking for evidence of internal structural failure. The second level is concerned
with a more detailed inspection of damaged areas which were indicated in the findings of the first
level inspection. If it is determined by the first inspection that there is no damage to the airplane, it is
not necessary to proceed to the second level inspection.
Extreme - Airplane is violently tossed about and is practically impossible to control. May cause
structural damage.
Severe - Airplane may be momentarily out of control. Occupants are thrown violently against the
belts and back into the seat. Unsecured objects are tossed about.
WARNING: Even though wrinkles in the wing or fuselage skin surface may be slight enough to be
reveal serious damage.
A. First Level

(1) General Appearance Determine that the airframe components (nacelles, After Encountering
wings, fuselage and empennage) are in their normal Turbulent Air.
configuration.
(2) Wing Center Section Inspect the external skin surface (upper and lower) for
cracks, wrinkles and loose or missing rivets.
Inspect plumbing, wiring and actuators for damage and
Check the keel and the front and rear spar on the lower
side of the fuselage for damage and alignment.
(3) Nacelles Inspect external skin surfaces for wrinkles and loose or After Encountering
missing rivets. Turbulent Air.
Check cowling attachment fittings for alignment or
damage.
Inspect engine support mounts for cracks, deformation
or structural failure.
Inspect engine control cables for smooth operation and
check plumbing and wiring for security and attachment.
Inspect structure in wheel well for damage or cracks.
Inspect engine isolator mounts for mounting bracket pin
engagement. If found dislodged, inspect for damage
Component Maintenance Manual). Repair or replace
the isolator mounts as required.
Page 8
May 1/12 05-50-00

(4) Outboard Wing Panels Inspect the top and bottom wing surface for cracks, After Encountering
wrinkles and loose or missing rivets. Turbulent Air.
Inspect aileron, aileron tab and flaps for wrinkles or
cracks.
Inspect internal structure and fuel cells through access
panel openings.
Inspect plumbing and wiring for security of attachment.
(5) Fuselage Nose Section Check external skin surface for cracks, wrinkles and After Encountering
loose or missing rivets. Turbulent Air.
Inspect area forward of windshield for evidence of
structural deformation or failure.
Inspect avionics, antenna and components for security
and attachment.
(6) Fuselage Center Section Inspect the entire length of the external skin surface for After Encountering
cracks, stress wrinkles and loose or missing rivets. Turbulent Air.
(7) Fuselage Aft Section Inspect the entire length of the external skin surface for After Encountering
cracks, stress wrinkles and loose or missing rivets. Turbulent Air.
Check the empennage surfaces for damage and
freedom of movement.
Inspect for skin wrinkles at the juncture of the fuselage
and empennage.
Check controls for freedom of movement.
Page 9
05-50-00 May 1/12
B. Second Level
NOTE: Because G loading may be transmitted along one structural member to another, carefully
inspect the surrounding and supporting structure in any damaged area found in the first level
inspection.

(1) Wing Center Section Remove floorboards and access panels and inspect After Encountering
the front and rear spar and keel structure for evidence Turbulent Air.
of deformation or structural failure.
Operational test plumbing, wiring, flaps, control cables,
pulley mounts and any other system found in this area.
(2) Nacelles Inspect areas surrounding the engine mounts. After Encountering
Turbulent Air.
Inspect internal structure for cracks or damage.
Operational test plumbing and wiring.
(3) Outboard Wing Panels If there is evidence of damage to the fuel cells or fuel After Encountering
lines, remove the cells and inspect the fuel cell liners Turbulent Air.
and liner support structure.
Operational test the plumbing and wiring, flap actuator,
aileron and tab mounting.
(4) Fuselage Nose Section Remove the floorboards and inspect the keel structure After Encountering
and supporting members for damage. Turbulent Air.
Examine any fixed equipment for loose, broken or
cracked mountings.
Operational test the avionics, radar antenna, plumbing
and wiring.
(5) Fuselage Center and Aft Examine stringers, frames and side walls for After Encountering
Section deformation or structural failure. Turbulent Air.
Examine heating and air-conditioning ducts for
damage.
Operational test plumbing and wiring.
Examine the control cables, pulley mountings and
cable clearance at areas the cables pass through the
structure. Ensure a smooth, normal operation.
(6) Empennage Inspect elevator pushrods, torque tubes and bell cranks After Encountering
for damage. Turbulent Air.
Inspect the attachment of the vertical stabilizer spars to
the top of the fuselage for evidence of damage.
Inspect skin surfaces for condition and loose or missing
rivets.
Page 10
May 1/12 05-50-00

Check structure for cracks, loose or missing rivets and/ After Encountering
or concealed damage. Turbulent Air.
Check rudder for freedom of movement and
attachment.
Check elevator for freedom of movement and
attachment.
Check trim tab actuators for smoothness of operation
and attachment. Check the wiring of the electrical trim
tab actuator for connection, security of attachment and
condition. Check the electrical trim tab actuator for full
travel and security of attachment.
REPAIR OF DAMAGE
procedure must be based on the inspection findings of the individual airplane. If the turbulent air inspection
LOG BOOK ENTRY
Following a turbulent air inspection, an entry covering the extent of inspection, the damage and the repair (if
applicable) must be noted in the airplane permanent records.
5. INSPECTION AFTER LIGHTNING STRIKE

CAUTION: Following a confirmed lightning strike to a propeller, it must be removed, disassembled, and
inspected. Refer to the Special Inspections section of Hartzell Propeller Inc.'s Standard Practices
Manual, No. 202A or subsequent revision. This manual may be found in Chapter 61 of the Model
1900 Airliner Series Component Maintenance Manual.

(1) Propeller Lightning strikes usually enter the metal erosion shield After Lightning Strike.
directly. The charge travels through the erosion shield
generally exiting at the butt end where it enters the next
conductive element in the path. If a lightning strike is
present, a darkened area and possible pitting, usually
in proximity of the tip and at the most inboard end of the
metal erosion shield, will be noticeable.
Whenever the propeller has been struck by lightning,
the propeller governors must be replaced or
overhauled (Ref. Woodward Service Bulletin No.
33574B or subsequent).
(2) Engines Inspect as instructed in the Pratt and Whitney After Lightning Strike.
PT6A-65B Engine Maintenance Manual.
Page 11
05-50-00 May 1/12

(3) Fuselage, Empennage Carefully inspect the exterior of the airplane. Evidence After Lightning Strike.
and Wing Surfaces of a strike will usually appear as a burned hole or as a
series of burned holes in metallic surfaces. Plastic parts
may be delaminated and/or deformed due to high
internal pressures. Normally two or more points will be
found, the entry and the exit points. Antennas are
frequently an entry point of lighting and should be
carefully inspected for evidence of arcing, sooting or
pitting.
From the point of entry, the strike usually spreads aft in
a series of small holes or burn marks. After the points
of entry and exit are found, the structure between these
points should be carefully inspected. Attention should
be given to hinges and hinge pins for possible pitting.
Cables, pulleys, bearings, bolts and all bonding
jumpers in the area should be inspected for possible
damage. Antennas, electrical and electronic equipment
should be visually checked for damage and functionally
checked for operation. If the strike was near the fuel
vent, all plumbing should be carefully inspected for
damage. Steel components may exhibit magnetism
and require degaussing so as not to affect compass
systems.
Page 12
May 1/12 05-50-00
6. ENGINE INSPECTION AFTER SUDDEN STOPPAGE

CAUTION: After a sudden stoppage the engine’s governor, autofeathering valve or pump must not be
returned to service, they must be overhauled or replaced.

(1) Engine Inspect as instructed in the Pratt and Whitney After sudden engine
PT6A-65B Engine Maintenance Manual. stoppage.
(2) Propeller Governor The propeller governor should be overhauled or
replaced as instructed in Woodward Maintenance
Manual P/N 33048F or subsequent (Ref. Woodward
Service Bulletin No. 33574B or subsequent).
(3) Propeller Overhaul or replace propeller.
7. INSPECTION AFTER HEAVY EQUIPMENT CARGO OPERATION

(1) Cargo Door Lower The cargo door lower attachment lugs should have a After Heavy
Attachment Lug visual inspection after each heavy equipment cargo Equipment Cargo
Inspection operation. Inspect for cracks, breakage, proper Operation.
alignment and security of attachment.
Page 13
05-50-00 May 1/12
8. INSPECTION AFTER DEPLOYMENT OF LANDING GEAR ABOVE CRITICAL SPEED

CONDITION
NOTE: This inspection should be carried out after the landing gear doors have been deployed at an airspeed
above the critical deployment speed and before the airplane is returned to service. The inspection will
be conducted on two levels. The first level consists of determining if any external damage has
occurred and looking for evidence of internal structural failure. The second level is concerned with a
more detailed inspection of damaged areas which were indicated in the findings of the first level
inspection. If it is determined by the first level of inspection that there is no damage to the landing
gear door and surrounding structure, it is not necessary to proceed to the second level inspection.
WARNING: Even though wrinkles in the skin surfaces may be considered slight enough to be
reveal serious damage. Determine that the surfaces are in their normal configuration
when stowed or deployed.
A. First Level

(1) General Appearance Determine that the airframe components (landing gear After landing gear
and flaps) are in their normal configuration. doors have been
opened above critical
(2) Landing Gear Door Inspect the skin panels for wrinkles, cracks and bond
speed condition.
separation.
Inspect for loose or missing rivets, bolts, and bearings.
Inspect hinges, linkages, fittings and support structure
for damage, alignment and security attachments.
Check required clearances and overcenter
requirements.
Check gear door free play.
Page 14
May 1/12 05-50-00
B. Second Level
NOTE: Since loads may be transmitted along one structural member to another, carefully inspect the
adjacent members to any damaged element found in the first level inspection.

(1) Inspection of Damaged Remove the skin panels and conduct inspection by After landing gear
Areas employing nondestructive test methods (acoustic, doors have been
x-ray, and/or fluorescent liquid penetrant inspection). opened above critical
Inspect fastener holes for cracking. Repair or replace speed condition.
as determined by the extent of the damage.
In case of missing or loose fasteners, disassemble and
inspect holes and fittings for distortion of holes and
cracking. Repair or replace accordingly as determined
by the extent of damage.
Hinges, linkages, fittings, bearings and support
structure which exhibit damage, alignment, and/or
security attachment will be disassembled if possible
and inspected. Repair or replace accordingly as
determined by extent of damage.
Inspect gear door free play after all repairs, checks and
alignments have been made. Check operation of door
from stowed through deployment. Repair or replace
accordingly as determined by extent of damage.
REPAIR OF DAMAGE
procedure must be based on the inspection findings of the individual airplane. If the preceding inspection
LOG BOOK ENTRY
Following the inspection, an entry covering the extent of inspection, the damage and the repair (if applicable)
must be noted in the airplane permanent records.
Page 15
05-50-00 May 1/12
9. INSPECTION AFTER DEPLOYMENT OF FLAPS ABOVE CRITICAL SPEED

CONDITION
NOTE: This inspection should be carried out after the flaps have been deployed at an airspeed above the
critical deployment speed and before the airplane is returned to service. The inspection will be
conducted on two levels. The first level consists of determining if any external damage has occurred
and looking for evidence of internal structural failure. The second level is concerned with a more
detailed inspection of damaged areas which were indicated in the findings of the first level inspection.
If it is determined by the first level of inspection that there is no damage to the flaps and surrounding
structure, it is not necessary to proceed to the second level inspection.
WARNING: Even though wrinkles in the skin surfaces may be considered slight enough to be
reveal serious damage. Determine that the surfaces are in their normal configuration.
A. First Level

(1) General Determine that the airframe components (landing gear and flaps) After the flaps have
Appearance are in their normal configuration. been actuated above
critical speed
(2) Flaps Inspect the skin panels for wrinkles, cracks, and bond separation.
condition.
Inspect for loose or missing rivets, bolts, and bearings.
Inspect tracks, screws, linkages, fittings, flap brackets, actuators,
wing brackets and support structure for damage, alignment and
security attachment.
Check phase alignment between adjacent flaps. Check correlation
between flap position and cockpit indicator.
Page 16
May 1/12 05-50-00
B. Second Level
NOTE: Since loads maybe transmitted along one structural member to another, carefully inspect the
members adjacent to any damaged element found in the first level inspection.

(1) Inspection of Damaged Remove the skin panels and conduct inspection by After the flaps have
Areas employing nondestructive test methods (acoustic, been actuated above
x-ray, and/or fluorescent liquid penetrant inspection). critical speed
Inspect fastener holes for cracking. Repair or replace condition.
as determined by the extent of the damage.
In case of missing or loose fasteners, disassemble and
inspect holes and fittings for distortion of holes and
cracking. Repair or replace accordingly as determined
by the extent of damage.
Hinges, linkages, fittings, bearings and support
structure which exhibit damage, alignment, and/or
security attachment must be disassembled if possible
and inspected. Repair or replace accordingly as
determined by extent of damage.
Inspect hinges, linkages, fittings and support structure
for damage, alignment, and security attachments.
Check required clearances and over-center
requirements.
REPAIR OF DAMAGE
procedure must be based on the inspection findings of the individual airplane. If the preceding inspection
LOG BOOK ENTRY
Following the inspection, an entry covering the extent of inspection, the damage and the repair (if applicable)
must be noted in the airplane permanent records.
Page 17
05-50-00 May 1/12
10. INSPECTION IN THE EVENT OF A BENT NOSE STEERING STOP

(1) Nose Landing Gear Inspect the lower portion of the upper gear brace In the event of a bent
assembly for evidence of hydraulic leaks. If leaks are steering stop.
found remove and repair or replace the nose landing
gear (Ref. Chapter 32-20-00).
(2) Steering Stop Support If no fluid leakage is found, perform the MECHANICAL
Lugs STEERING NOSE GEAR STOP REMOVAL procedure
(Ref. Chapter 32-50-00) and inspect both stop support
lugs for cracks. If no cracks are detected visually,
perform the FLUORESCENT LIQUID PENETRANT
INSPECTION PROCEDURES or the EDDY CURRENT
GENERAL PROCEDURE FOR SURFACE
INSPECTIONS procedure in the Model 1900/1900C
Airliner Structural Inspection Manual
If cracks are found remove and repair or replace the
nose landing gear (Ref. Chapter 32-20-00).
If no cracks are found perform the MECHANICAL
STEERING NOSE GEAR STOP INSTALLATION
Page 18
May 1/12 05-50-00
11. INSPECTION AFTER FLIGHT IN AIRSPACE WITH A LOW CONTAMINATION OF

VOLCANIC ASH
NOTE: Refer to Hawker Beechcraft Corporation Model 1900 Airliner Series Model Communique No. 94.
Hawker Beechcraft Corporation does not recommend airplanes operate in areas of volcanic
emissions. However, if operated in low ash concentrations, limit the amount of time spent in the
environment and perform a visual inspection to include (but not limited to) the following areas for
signs of abrasion or ash contamination during pre/post-flight walk around (reference appropriate
Flight Manual):

(1) Radome Visual inspect area for signs of abrasion or ash After Flight in Airspace
contamination. with a Low
Contamination of
(2) Pitot probes and static Visual inspect area for signs of abrasion or ash
Volcanic Ash.
ports contamination.
(3) Windshield Visual inspect area for signs of abrasion or ash
contamination.
(4) Leading edges Visual inspect area for signs of abrasion or ash
contamination.
(5) Navigation and landing Visual inspect area for signs of abrasion or ash
lights contamination.
(6) Air intakes Visual inspect area for signs of abrasion or ash
contamination.
(7) Propellers Visual inspect area for signs of abrasion or ash
contamination.
(8) Nacelles Visual inspect area for signs of abrasion or ash
contamination.
(9) Horizontal Stabilizer Visual inspect area for signs of abrasion or ash
contamination.
(10) All protruding structures/ Visual inspect area for signs of abrasion or ash
components (TAT contamination.
probes, antennas, etc.)
(11) Any other areas of the Visual inspect area for signs of abrasion or ash
airplane subject to contamination.
impact abrasion
NOTE: If you have additional questions or need further support, please contact your Regional Field
Representative or Hawker Beechcraft Corporation Technical Support at 1-800- 429-5372 or
316-676-3140.
Engine manufacturers have issued guidance for operations in areas where volcanic ash may be present.
Hawker Beechcraft Corporation recommends contacting applicable engine manufacturers for specific
instructions/recommendations.
Page 19
05-50-00 May 1/12
If the airplane is located in an area where volcanic ash may settle, hangar the airplane when possible. If the
airplane must be parked outside, ensure that all protective covers are installed. It should be noted that
volcanic ash is acidic and can cause corrosion damage unless properly removed. If volcanic ash has
collected on airplane surfaces or been deposited in structural cavities or low points, Hawker Beechcraft
Corporation recommends removal of loose ash using low pressure compressed air or vacuum equipment
followed by a thorough clear, fresh water rinse of the structure making sure to remove any pooling or standing
water. Personal Protective Equipment (PPE) should be worn, when applicable, when removing volcanic ash.
NOTE: If contamination is noted in avionics compartments, it is recommended that owners/operators contact
the applicable avionics manufacturer for guidance.
Included are references to current EUROCONTROL documentation and engine manufacturers
documentation released to date. Additional information/documentation may become available. Hawker
Beechcraft Corporation assumes no responsibility for supplying future supplier documentation or revisions.
A. Eurocontrol Reference Links

(1) http://www.metoffice.gov.uk/aviation/vaac/vaacuk_vag.html
(2) https://www.cfmu.eurocontrol.int/PUBPORTAL/gateway/spec/index.html
(3) http://www.metoffice.gov.uk/corporate/pressoffice/2010/volcano/ashconcentration/index.html
B. Engine Manufacturer References

(1) Pratt & Whitney Canada, Special Inspection 25-2010.
C. Avionics Manufacturer References

(1) Applicable Honeywell Aerospace, Letter(s) dated April 2010.
Honeywell Letters: https://portal.honeywell.com/wps/portal/aero/products/apm
(2) Applicable Rockwell Collins Service Information.
Page 20
May 1/12 05-50-00
CHAPTER 06 - DIMEMSIONS AND AREAS

TABLE OF CONTENTS
SUBJECT PAGE
GENERAL INFORMATION
06-00-00
Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
AIRPLANE DIMENSIONS
06-10-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
AIRPLANE STATIONS
06-30-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
AIRPLANE ZONES
06-40-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
FUSELAGE ACCESS PANELS
06-50-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Floor Access Panels (UA-1 and After) Figure 2, Sheet 1 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Floor Access Panels (UA-1 and After) Figure 2, Sheet 2 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Floor Access Panels (UA-1 and After) Figure 2 Sheet 3 of 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Floor Access Panels (UB-1 and After; UC-1 and After) Figure 3, Sheet 1 of 3 . . . . . . . . . . . . . . . . . . . 11
Stabilizer Access Panels (Figure 4, Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Stabilizer Access Panels (Figure 4, Sheet 2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Wing Access Panels (UA-1 and After; UB-1 and After) (Figure 5, Sheet 1 of 4) . . . . . . . . . . . . . . . . . . 21
Wing Access Panels (UC-1 and After) Figure 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Page 1

CH-SE-SU PAGE DATE
06-LOEP 1 Nov 1/13
06-CONTENTS 1 Nov 1/09
06-00-00 1 Nov 1/09
06-10-00 1 thru 3 Nov 1/09
06-30-00 1 thru 5 Nov 1/09
06-40-00 1 thru 3 Nov 1/13
06-50-00 1 thru 29 May 1/10
Page 1
06-LOEP Nov 1/13
DIMENSIONS AND AREAS

GENERAL INFORMATION
06-00-00
DESCRIPTION AND OPERATION

00
1. GENERAL
This chapter provides dimensions, stations and zone illustrations to aid maintenance personnel in locating
various components on the airplane as referenced elsewhere in this manual.
This Chapter is broken down in several sub-system/sections. The following is a list of the information
contained in this Chapter.
6-10-00 - Airplane Dimensions
6-30-00 - Station Locations
6-40-00 - Zone Diagrams
6-50-00 - Fuselage Access Panels
Page 1
06-00-00 Nov 1/09

AIRPLANE DIMENSIONS
06-10-00

00
1. GENERAL
For the dimensions of the Model 1900 airplane (Ref. Figure 1). For the dimensions of the Model 1900C
airplane (Ref. Figure 2).
Page 1
06-10-00 Nov 1/09
Figure 1
Airplane Dimensions (UA-1 and After)
Page 2
Nov 1/09 06-10-00
Figure 2
Airplane Dimensions (UB-1 and After; UC-1 and After)
Page 3
06-10-00 Nov 1/09

AIRPLANE STATIONS
06-30-00

00
1. GENERAL
For the station locations of the Model 1900 airplane (Ref. Figure 1). For the station locations of the Model
1900C airplane (Ref. Figure 2). For the vertical stabilizer station locations of the Model 1900 and 1900C
Page 1
06-30-00 Nov 1/09
Figure 1 (Sheet 1 of 2)
Station Locations (UA-1 and After)
Page 2
Nov 1/09 06-30-00
0.00
14.20
30.00 328.28
36.69
47.50 316.915
57.50
70.75 306.29
84.00 298.735
94.00 291.73
BULKHEAD
107.00
FWD PRESSURE
116.00 276.016
242.10
134.00
143.00 263.29
150.60
261.22
NACELLE
163.975 249.610
177.35
183.25
280.50
236.92
198.25
290.50
213.25 223.485
293.68
220.75
228.25
243.25
250.75 213.90
258.25
209.016
326.00
273.25 194.84
280.75
288.00 180.78
303.25 173.73
310.75
318.25 166.735
WING
333.25 327.63 159.73
340.93 153.73
348.25
363.25 145.735
140.00
FUSELAGE
370.75
378.25 135.11 132.48
393.25 124.616
400.75
408.25
423.25
430.75
438.25
456.00 451.00
468.25 83.00
Station Locations (UB-1 and After)

482.75
69.00
498.25
509.50 61.50
523.50 55.00
531.00
110.634
46.75
544.25
CSS 11.50
98.197
557.50 37.00
CSS 24.97
570.107 25.00
CSS 39.29
82.00
BULKHEAD
588.10
CSS 54.03
CSS 69.18
AFT PRESSURE
06-30-00
66.00
605.98
FS 641.89
FS 664.76
50.00
640.86 635.31
651.61
35.00
UC06B
HORIZONTAL STABILIZER
WL
062127AA.AI
5.00
L
20.00 C
125.00
100.00
102.56
Nov 1/09
Page 3
Figure 2
Station Locations (UC-1 and After)
Page 4
Nov 1/09 06-30-00
A
10.5% CHORD
20% CHORD FRONT SPAR
29.75% CHORD
39.5% CHORD
49.25% CHORD
58.75% CHORD
REAR SPAR
CSS V.S.S. 91.10

69.184 WL 216.10
CSS
54.026
REAR SPAR
VSS
CSS 84.10
39.289
RUDDER
RUDDER HINGE LINE HINGE
BEARING
CSS
(3 PLACES)
24.973
FRONT SPAR RUDDER
CANTED
CSS STATION
11.500 46.5
CSS
00.000
RS 46.5
TRIM TAB
VSS HINGE
11.500 LINE
WL
125.00
VSS
0.000 RUDDER HINGE LINE RUDDER
INT. WITH WL 125.00 CANTED
STA 0.000
67.08 RS 0.000
INCHES
94.217
INCHES
FS FS FS
551.90 618.980 646.12
DETAIL A UC06B
053213AA.AI
Figure 3
Vertical Stabilizer Stations Diagram
Page 5
06-30-00 Nov 1/09

AIRPLANE ZONES
06-40-00

00
1. GENERAL
For the zone diagrams of the Model 1900 and 1900C airplanes (Ref. Figure 1).
Page 1
06-40-00 Nov 1/13
Zone Diagrams
Page 2
Nov 1/13 06-40-00
Zone Diagrams
Page 3
06-40-00 Nov 1/13

FUSELAGE ACCESS PANELS
06-50-00

00
1. GENERAL
For the locations of the fuselage access panels on the Model 1900 and 1900C airplanes (Ref. Figure 1).
Page 1
06-50-00 May 1/10
18
1
TOP SIDE 5
16
15 9
14
17
7
11 LEFT SIDE
2
INDEX DESCRIPTION INDEX DESCRIPTION
1. NOSE LANDING GEAR RETRACT 10. RH UPPER PITOT AND STATIC

CYLINDER 11. LH LOWER PITOT AND STATIC
2. OXYGEN SERVICE 12. RH LOWER PITOT AND STATIC
3. CONTROL CABLE 13. NOSE AVIONICS COMPARTMENT
4. AIR CONDITIONING SERVICE 14. RADAR ANTENNA
5. LH FLIGHT CONTROL CABLES 15. NOSE BAGGAGE COMPARTMENT
6. RH FLIGHT CONTROL CABLES 16. RUDDER HORN AND PRIMARY STOP BOLTS
7. LH FLIGHT CONTROL CABLES 17. RUDDER PRIMARY STOP BOLTS, RUDDER
8. RH FLIGHT CONTROL CABLES & ELT PUSH-PULL ROD, RUDDER HORN
9. LH UPPER PITOT AND STATIC 18. TAILCONE ACCESS
6
10
13
8
RIGHT SIDE 12
BOTTOM SIDE 3 UC27B

AS VIEWED FROM BELOW 042935AB.AI
Figure 1
Fuselage Access Panels
Page 2
May 1/10 06-50-00
This Page Intentionally Left Blank
Page 3
06-50-00 May 1/10
1900
18
1 1
23
2 2
21 19
4 5
20
22
F.S. 145.00
3
UA06B
035150AB.AI
Floor Access Panels (UA-1 and After)
Page 4
May 1/10 06-50-00
A. Floor Access Panels (UA-1 and After) Figure 2, Sheet 1 of 3
1. Nose Gear Steering Potentiometer, Brake Plumbing.

2. Rudder Bellcrank.
3. Hydraulic Lines.
4. Control Cables, Hydraulic Plumbing.
5. Power Steering Amplifier Control Box.
18. Nose Landing Gear Aft Steering Link Rod End.
19. Air-Conditioning Ducts.
20. Hydraulic Tubing.
21. Flight Control Cables and Air-Conditioning Ducts.
22. Elevator Forward Bellcrank Rig Pin Hole and Emergency Landing Gear Extension Pump.
23. Elevator Trim Tab Cables.
Page 5
06-50-00 May 1/10
A A
6
B
B
C
C
8
D D
E E
10
16 17
F F
11
G G
12
H H
13
I I
14
J J
15
24
25
1900
UA06B
035149AB.AI
Page 6
May 1/10 06-50-00
B. Floor Access Panels (UA-1 and After) Figure 2, Sheet 2 of 3
6. Parking Brake Valve, Electroluminescent Power Supply Terminal Board, Thermocouple

Resistor, Heatsink Diode Assembly, Subpanel and Fuel Control Panel Feeder and Feeder Base,
Circuit Board Feeders, Avionics Feeder, Prop Synchrophaser Control Box, Circuit Breaker Panel
Feeder Base, Recording Accelerometer, Stall Lift Computer, Electroluminescent Power Supply,
No. 1 Avionics Bus Relay, No. 2 Avionics Bus Relay, No. 3 Avionics Relay.
7. Annunciator P.C. Board Box Assembly, Aural Warning Amplifier, Cabin Altitude Warning Switch,
Air-Conditioner Forward Blower Motor, Air-Conditioner Forward Evaporator, High and Low
Speed Blower Motor Relays, Deice Boot Valve, Hydraulic Plumbing, P.C. Board Relay Box
Assembly, Forward Blower Motor Circuit Breaker, Forward DME Antenna Connector.
8. Pneumatic Pressure Regulator, Air Cycle Ejector and Ejector Muffler, Bleed Air Fail Warning
Pressure Switches, Venturi Suction for Instrument Air, Air-Conditioner Receiver-Dryer,
Transponder Antenna Connector.
9. Aileron Servo for Autopilot, Flap Motor, Flap Motor Relays, LH and RH Generator Control Panel,
LH and RH Overvolt Test Switch, Bleed Air Overtemp Module and Connector, Fire Extinguisher
Module and Connector, Fire Extinguisher Monitor Module and Connector, Time Delay Module
and Connector, Prop Deice Timer, Air-Conditioner command Relay, Spar Cover Light Filter, VHF
Antenna Connector.
10. Air-Conditioner Pressure Switch, Yaw Damper, Aileron Control Cables.
11. Air-Conditioner Aft Evaporator, Air-Conditioner Aft Blower Motor, High and Low Speed Blower
Motor Relay, Beacon Light, Expansion Valve.
15. Control Cables, Air-Conditioning Ducts, Aft DME Antenna Connector.
16. LH Side Floorboard Panels.
A. Control Cables, Air-Conditioning Ducts.
B. Control Cables, Air-Conditioning Ducts.
C. Control Cables, Air-Conditioning Ducts.
D. Control Cables, Air-Conditioning Ducts.
E. Control Cables, Air-Conditioning Ducts, Aileron Quadrant.
F. Control Cables, Air-Conditioning Ducts.
G. Control Cables, Air-Conditioning Ducts.
H. Control Cables, Air-Conditioning Ducts.
I. Control Cables and Turnbuckles, Air-Conditioning Ducts.
J. Control Cables, Air-Conditioning Ducts.
Page 7
06-50-00 May 1/10
A A
6
B
B
C
C
8
D D
E E
10
16 17
F F
11
G G
12
H H
13
I I
14
J J
15
24
25
1900
UA06B
035149AB.AI
Page 8
May 1/10 06-50-00
C. Floor Access Panels (UA-1 and After) Figure 2 Sheet 3 of 3
17. RH Side Floorboard Panels.

A. Air-Conditioning Ducts, Plumbing.
B. Air-Conditioning Ducts, Plumbing.
C. Air-Conditioning Ducts, Plumbing.
D. Air-Conditioning Ducts, Plumbing.
E. Air-Conditioning Ducts, Plumbing.
F. Air-Conditioning Ducts, Plumbing.
G. Air-Conditioning Ducts, Plumbing.
H. Air-Conditioning Ducts, Plumbing.
I. Air-Conditioning Ducts, Plumbing.
J. Air-Conditioning Ducts, Plumbing.
24. Control Cables.
25. Control Cables.
Page 9
06-50-00 May 1/10
1900C
18
1 1
23
2 2
21 19
4 5
20
22
F.S. 145.00
3
UC06B
035152AB.AI
Floor Access Panels (UB-1 and After; UC-1 and After)
Page 10
May 1/10 06-50-00
D. Floor Access Panels (UB-1 and After; UC-1 and After) Figure 3, Sheet 1 of 3
1. Nose Gear Steering Potentiometer, Brake Plumbing.

2. Rudder Bellcrank.
3. Hydraulic Lines.
4. Control Cables, Hydraulic Plumbing.
5. Power Steering Amplifier Control Box.
18 Nose Landing Gear Aft Steering Link Rod End.
19. Elevator Cables and Air-Conditioning Ducts.
20. Hydraulic Tubing.
21. Flight Control Cables and Air-Conditioning Ducts.
22. Elevator Forward Bellcrank Rig Pin Hole and Emergency Landing Gear Extension Pump.
23. Elevator Trim Tab Cables.
Page 11
06-50-00 May 1/10
A A
6
7
8
B B
9
C C
10
D D
16 17
11
E E
12
F F
13
G G
14
H H
15
24
25
1900C
UC06B
035151AB.AI
Page 12
May 1/10 06-50-00
E. Floor Access Panels (UB-1 and After; UC-1 and After) Figure 3, Sheet 2 of 3
6. Parking Brake Valve, Electroluminescent Power Supply Terminal Board, Thermocouple

Resistors, Heatsink Diode Assembly, Subpanel and Fuel Control Panel Feeder and Feeder
Base, Circuit Board Feeders, Avionics Feeder, Prop Synchrophaser Control Box, Circuit Breaker
Panel Feeder Base, Recording Accelerometer, Stall Lift Computer, Electroluminescent Power
Supply, No. 1 Avionics Bus Relay, No. 2 Avionics Bus Relay, No. 3 Avionics Relay, VHF COMM
Antenna Connector.
7. Annunciator P.C. Board Box Assembly, Aural Warning Amplifier, Cabin Altitude Warning Switch,
Pilot and Co-Pilot Audio Amplifiers.
8. Air-Conditioner Forward Blower Motor, Air-Conditioner Forward Evaporator, High and Low
Speed Blower Motor Relays, Deice Boot Timer, P.C. Board Relay Box Assembly, Forward DME
Antenna Connector.
9. Pneumatic Pressure Regulator, Air Cycle Ejector and Ejector Muffler, Bleed Air Fail Warning
Pressure Switches, Venturi Suction for Instrument Air, Air-Conditioner Receiver-Dryer,
Transponder Antenna Connector, Hydraulic Plumbing.
10. Aileron Servo for Autopilot, Flap Motor, Flap Motor Relays, LH and RH Generator Control Panel,
LH and RH Overvolt Test Switch, Prop Deice Timer, Air-Conditioner Command Relay, Fuel
Quantity Relay Panel.
11. Air-Conditioner Plumbing.
12. Air-Conditioner Aft Evaporator, Air-Conditioner Aft Blower Motor, High and Low Speed Blower
Motor Relay, Beacon Light, Expansion Valve, Transponder Antenna Connector.
13. VHF Antenna Connector.
15. Air-Conditioning Ducts, Control Cables, Aft DME Antenna Connector.
16. LH Side Floorboard Panels.
A. Control Cables, Air-Conditioning Ducts.
B. Control Cables, Air-Conditioning Ducts.
C. Control Cables, Air-Conditioning Ducts.
D. Control Cables, Air-Conditioning Ducts.
E. Control Cables, Air-Conditioning Ducts, Aileron Quadrant.
F. Control Cables, Air-Conditioning Ducts.
G. Control Cables, Air-Conditioning Ducts.
H. Control Cables and Turnbuckles, Air-Conditioning Ducts.
I. Control Cables, Air-Conditioning Ducts.
Page 13
06-50-00 May 1/10
A A
6
7
8
B B
9
C C
10
D D
16 17
11
E E
12
F F
13
G G
14
H H
15
24
25
1900C
UC06B
035151AB.AI
Page 14
May 1/10 06-50-00
F. Floor Access Panels (UB-1 and After; UC-1 and After) Figure 3, Sheet 3 of 3
17. RH Side Floorboard Panels.

A. Air-Conditioning Ducts, Plumbing.
B. Air-Conditioning Ducts, Plumbing.
C. Air-Conditioning Ducts, Plumbing.
D. Air-Conditioning Ducts, Plumbing.
E. Air-Conditioning Ducts, Plumbing.
F. Air-Conditioning Ducts, Plumbing.
G. Air-Conditioning Ducts, Plumbing.
H. Air-Conditioning Ducts, Plumbing.
24. Control Cables.
25. Control Cables.
Page 15
06-50-00 May 1/10
C
18 19
B
33
17
A
36 15
DETAIL C
25
23
22
21
16 15
27A 21
22
14
28A
13
29A
26
4 23
20
35
34
30 26
3 9 29B
5 28B
7
31 27B
2 12
9
24 8
1 10
11
32
6
DETAIL A
DETAIL B UC27B
031223AB.AI
Stabilizer Access Panels
Page 16
May 1/10 06-50-00
G. Stabilizer Access Panels (Figure 4, Sheet 1 of 2)
1. Dorsal Fin.
2. Aft Dorsal Fin.
3. Seal.
4. Forward Fairing.
5. Vertical Stabilizer.
6. Fillet.
7. Rudder.
8. Rudder Tab.
9. Rudder Hinge Bracket.
10. Rudder Torque Tube.
11. Rudder Control Horn.
12. Horizontal Stabilizer.
13. Elevator.
14. Elevator Trim Tab.
15. Aft Tail Fairing.
16. Rotating Beacon.
17. Access Plate, FWD Horizontal Stabilizer.
18. Access Plate, AFT Horizontal Stabilizer.
19. Aft Navigation Light.
20. Access Plate, Elevator Bellcrank.
21. Access Plate, Inboard Elevator.
22. Access Plate, Outboard Elevator.
23. Access Plate, Taillet.
24. Access Plate, Rudder Tab Actuator.
25. LH Fairing Angle.
26. Flux Valve (UC-1 and After).
27. A (B) Inspection Area Access Panel (Kit 114-4060).
30. Inspection Area Access Panel (Kit 114-4060).
Page 17
06-50-00 May 1/10
C
18 19
B
33
17
A
36 15
DETAIL C
25
23
22
21
16 15
27A 21
22
14
28A
13
29A
26
4 23
20
35
34
30 26
3 9 29B
5 28B
7
31 27B
2 12
9
24 8
1 10
11
32
6
DETAIL A
DETAIL B UC27B
031223AB.AI
Stabilizer Access Panels
Page 18
May 1/10 06-50-00
H. Stabilizer Access Panels (Figure 4, Sheet 2 of 2)

33. Access Plate.
34. Elevator Aft Bellcrank Rig Pin Hole Access Panel.
35. Elevator Aft Bellcrank Mount Bolt Access Panel.
36. RH Fairing Angle.
Page 19
06-50-00 May 1/10
12
10 11 13
4 3 2 2 1 3 4
LEFT SIDE VIEW LOOKING DOWN AT TOP OF WING RIGHT SIDE
8 9
7 9 7 7 8 7
5 6
LEFT SIDE VIEW LOOKING UP AT BOTTOM OF WING RIGHT SIDE
UC06B
023675AB.AI
Wing Access Panels (UA-1 and After; UB-1 and After)
Page 20
May 1/10 06-50-00
I. Wing Access Panels (UA-1 and After; UB-1 and After) (Figure 5, Sheet 1 of 4)
1. Flap Switch.
2. Fuel Quantity Probe.
3. Fuel Quantity Probe, Low Level Sensor.
4. Fuel Plumbing, Flight Controls.
5. LH Center Section Fuel Cell and Collector Tank.
6. RH Center Section Fuel Cell and Collector Tank.
7. Flap Controls, Aileron Controls.
8. Flap Actuator.
9. Fuel Plumbing.
10. Hydraulic Service Valves (LH Only).
11. Refrigeration Spray Nozzle (LH Only).
12. Hydraulic Filler (LH Only).
13. Battery (RH Only).
Page 21
06-50-00 May 1/10
19 17 18 20
23 21 22 24
25 27 28 26
14 15 16
UC06B
062523AA.AI
Page 22
May 1/10 06-50-00
J. Wing Access Panels (UA-1 and After; UB-1 and After) (Figure 5, Sheet 2 of 4)
14. Bleed Air Plumbing (LH Only).

15. Air Cycle Machine Filter (LH Only).
16. Condenser Coil (RH Only).
17. LH Fuel Lines, Deicer Lines.
18. RH Fuel Lines, Deicer Lines.
19. LH Fuel Probe.
20. RH Fuel Probe.
21. LH Fuel Probe.
22. RH Fuel Probe.
23. LH Fuel Line Connection.
24. RH Fuel Line Connection.
25. LH Heated Fuel Vent.
26. RH Heated Fuel Vent.
27. LH Flap Cables, Aileron Cables.
28. RH Flap Cables, Aileron Cables.
Page 23
06-50-00 May 1/10
53 59 55 57 56 54 58 53
31 32
29 61 60 30
43 36
35 38 45
48 44 39 37 49
40
50 46 41 51
33 42 47
52 34
63 62
UC06B
062522AA.AI
Page 24
May 1/10 06-50-00
K. Wing Access Panels (UA-1 and After; UB-1 and After) (Figure 5, Sheet 3 of 4)
29. LH Aileron Actuator.

30. RH Aileron Actuator.
31. LH Remote Compass.
32. RH Remote Compass.
33. LH Aft Inboard Wing Fuel Cell.
34. RH Aft Inboard Wing Fuel Cell.
35. LH Flap Actuator.
36. RH Flap Actuator.
37. LH Aileron Pulley.
38. RH Aileron Pulley.
39. LH Aft Center Wing Fuel Cell.
40. RH Aft Center Wing Fuel Cell.
41. LH Fuel Plumbing, Electrical Connector.
42. RH Fuel Plumbing, Electrical Connector.
43. Aileron Trim Tab Cable (LH Only).
44. LH Fuel Plumbing.
45. RH Fuel Plumbing.
46. LH Aileron Pulley Bracket, Fuel Plumbing.
47. RH Aileron Pulley Bracket, Fuel Plumbing.
48. LH Integral (Wet Wing) Fuel Cell.
49. RH Integral (Wet Wing) Fuel Cell.
50. LH Fuel Vent Plumbing.
51. RH Fuel Vent Plumbing.
52. Air Conditioner Blower Motor.
53. Fuel Filler Cap.
54. RH Leading Edge.
55. LH Leading Edge.
56. Vapor Cycle System.
57. Air Cycle System and Power Pack.
58. RH and Center Bus.
Page 25
06-50-00 May 1/10
53 59 55 57 56 54 58 53
31 32
29 61 60 30
43 36
35 38 45
48 44 39 37 49
40
50 46 41 51
33 42 47
52 34
63 62
UC06B
062522AA.AI
Page 26
May 1/10 06-50-00
L. Wing Access Panels (UA-1 and After; UB-1 and After) (Figure 5, Sheet 4 of 4)
59. LH and Center Bus.

60. RH Inverter.
61. LH Inverter.
63. Air Cycle System.
Page 27
06-50-00 May 1/10
22 10 11 22
12 13
21 27 18 25 26 21
3 3
2 3 1 3 2
4 4
28 19 17 19 25 25 19 17 19 5 2 17
19
5 17 2 5 19
5 5
9
20 7 20 20 20 7 20
20 20 21 20
21 8 18 8 23 8
6 8 6
29 5 15 16 5 29
22 22
14 24
UC57B
062408AB.AI
Figure 6
Wing Access Panels (UC-1 and After)
Page 28
May 1/10 06-50-00
M. Wing Access Panels (UC-1 and After) Figure 6
1. Flap Switch.
2. Fuel Probe, Low Level Sensor.
3. Fuel Filler Cap.
4. Inverter.
5. Fuel Probe Access.
6. Low Level Sensor.
7. Wiggins Fittings (Strobe & Recog. Wiring).
8. Fuel Fittings, Fuel Strainer.
9. Fuel Pump, Drain Valve, Float Switch.
10. Hydraulic Service Valves (Left Only).
11. Refrigeration Pack Spray Nozzle (Left Only).
12. Hydraulic Filler (Left Only).
13. Battery (Right Only).
14. Bleed Air Plumbing (Left Only).
15. Air Cycle Machine Filter (Left Only).
16. Condenser Air Inlet (Right Only).
17. Flap Actuators.
18. Air Cycle System And Powerpack.
19. Flight Control Rigging.
20. Integral (Wet Wing) Fuel Cell.
21. Fuel Filter And Shutoff Valve.
22. Landing Lights.
23. Right Leading Edge - Bleed Air Lines.
24. Left Leading Edge - Bleed Air Lines.
26. Right and Center Bus.
27. Left and Center Bus.
28. External Power Access.
29. Fuel Filter Drain Access.
Page 29
06-50-00 May 1/10
CHAPTER 07 - LIFTING AND SHORING

TABLE OF CONTENTS
SUBJECT PAGE
GENERAL INFORMATION
07-00-00
Lifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Hoisting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
JACKING
07-10-00
Maintenance Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Three-Point Jacking (Preferred Procedure) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Lowering the Airplane After Three-Point Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Nose Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Lowering the Airplane After Nose Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Single-Point Jacking (For Wheel, Tire and Brake Maintenance Only) . . . . . . . . . . . . . . . . . . . . . . . . . 203
Lowering the Airplane After Single-Point Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
SHORING
07-20-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Hoisting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 1

CH-SE-SU PAGE DATE
07-LOEP 1 Nov 1/09
07-00-00 1 thru 3 Nov 1/09
07-10-00 201 thru 207 Nov 1/09
07-20-00 201 thru 202 Nov 1/09
Page 1
07-LOEP Nov 1/09
LIFTING AND SHORING

GENERAL INFORMATION
07-00-00

00
1. LIFTING
Bleed air from the engines enters the cabin duct work through the ACM bypass valve and the ejector bypass
valve. The ACM bypass valve begins opening first upon receiving a heat command from the cabin
temperature controller. When the ACM bypass valve is fully open, the intergral open limit switch in the valve
shunts the heat command from the cabin temperature controller to the ejector bypass valve, opening it. As
the cabin temperature controller starts to issue cool commands, the ejector bypass valve begins closing.
When the ejector bypass valve is fully closed, the cool command is shunted to the ACM bypass valve, closing
it.
A. Hoisting
WARNING: Prior to attaching the sling to the airplane, inspect the sling for damage or wear. Any
defect could diminish the strength of the sling.
CAUTION: Before hoisting the airplane, the fuel tanks must be drained and the airplane should be
empty.
The airplane may be hoisted for maintenance or parts replacement. A minimum overhead clearance of
17 feet and a hoist of at least 14,000 to 16,000 pound capacity are required for hoisting.
If it is necessary to hoist the airplane with one or both engines removed, use a sling under the tail. The
tail mooring hole can be used to hold the sling in position.
The 99-590029-1 hoisting sling, or its equivalent, is required to hoist the airplane (Ref. Chapter
91-00-00, SPECIAL TOOLS). The hoisting sling is constructed of two broad band nylon straps
supported by a structural steel crossbar with wire ropes for attachment to an overhead crane or hoist.
The sling is designed to support approximately 33,000 pounds to ensure a high safety factor during
hoisting.
Page 1
07-00-00 Nov 1/09
B. Jacking
WARNING: When an airplane has experienced abnormal landing gear procedures of any type,
as a safety precaution, place the airplane on jacks prior to performing any
inspection or maintenance. Ensure that all three landing gears are down and locked
prior to removing the airplane from the jacks.
Never jack the airplane in an unsheltered area where winds in excess of 35 knots will
be encountered.
NOTE: Each of the three jacks used to lift the airplane should have a lifting capacity of at least 10,000
pounds.
The Model 1900 Series Airliner is equipped with a three-point jack pad system. Two main gear jack
pads are located on the center wing rear spar, just inboard of each nacelle. The nose gear jack pad is
located near the aft edge of the nose gear wheel well. All three points are easily identified by the
placarding, JACK PAD, adjacent to the jack points.
CAUTION: The fuel must be evenly distributed in both wings to ensure stability while the airplane is on
jacks.
Jacking of an airplane for the purpose of landing gear operation, inspection, servicing or
maintenance, should be accomplished within an enclosed building or hangar. In the interest
of safety, should it become necessary to jack the airplane in the open, wind velocity in any
direction and terrain variations must be compensated for prior to jacking the airplane.
Page 2
Nov 1/09 07-00-00
Figure 1
Hoisting
UC27B
042921AA.AI
Figure 2
10,000 Pound Capacity Jack
Page 3
07-00-00 Nov 1/09
LIFTING AND SHORING

JACKING
07-10-00
MAINTENANCE PRACTICES
200200
1. PROCEDURES
maintenance should be accomplished within an enclosed building or hangar. In the interest of
and terrain variations must be compensated for prior to jacking the airplane.
A. Three-Point Jacking (Preferred Procedure)

NOTE: Each of the three jacks used to lift the airplane should have a lifting capacity of at least 10,000
pounds.
WARNING: Never jack the airplane in an unsheltered area where winds in excess of 35 knots will
be encountered.
CAUTION: Position airplane on a flat, hard, oil free surface prior to any jacking operations.
Do not attempt any jacking operations outdoors during strong, gusty winds. If the airplane
must be lifted outdoors, always face the airplane into the wind.
Ensure area is clear of obstacles that could damage the airplane during raising operations.
NOTE: If tail stand is installed, remove tail stand during jacking operations.
(1) Position a tripod jack (3) at the nose of the airplane directly under each jack pad with two of the
jack legs (4) perpendicular to the fuselage (Ref. Figure 201).
(2) Position a tripod jack (3) at each wing of the airplane directly under each jack pad with two of the
jack legs (4) parallel to the fuselage (Ref. Figure 202).
(3) Extend jack extension (1) of each jack to contact securely with its associated jack pad
(Ref. Figures 201 and 202).
CAUTION: One person should be positioned forward of the airplane to ensure that the airplane
remains level during three-point jacking.
Keep the jack follower nut within two inches of the jack shoulder at all times during
three-point jacking and lowering.
(4) Operate the wing and nose jacks together until the clearance between the tires and the ground is
at least 2 inches (51 mm).
(5) Tighten the follower nut (2) of each jack (3) against the jack shoulder and release pressure from
jack pump cylinder (6) (Ref. Figures 201 and 202).
(6) Install a tail stand (2) at the aft fuselage mooring point (1) of the airplane and bring it into secure
contact with the ground (Ref. Figure 203).
Page 201
07-10-00 Nov 1/09
B. Lowering the Airplane After Three-Point Jacking

WARNING: Ensure that the landing gear is in the fully down and locked position. Failure to do
so may result in injury to personnel and damage to the airplane.
CAUTION: Ensure area is clear of obstacles that could damage the airplane during lowering
operations.
Keep the jack follower nut within two inches of the jack shoulder at all times during
Never lower just one side of the airplane at a wing jack point. Imbalance could cause the
airplane to topple from the jack.
(1) Ensure that the landing gear is in the fully down and locked position.
(2) Wipe down the extended surface of each landing gear strut using a shop rag dampened with
hydraulic fluid.
CAUTION: One person should be positioned forward of the airplane to ensure that the airplane
remains level during the lowering operation.
(3) Ensure that the airplane weight is off the tail stand (2), then remove the tail stand (2) (Ref. Figure
203).
CAUTION: Keep the jack follower nut within two inches of the jack shoulder at all times during
(4) Operate jacks to loosen the jack follower nuts (2), then slowly release pressure from the jack pump
cylinder (6) to lower the airplane slowly to the ground (Ref. Figures 201 and 202).
CAUTION: Ensure that all jacks are fully retracted and that the airplane has settled prior to jack
removal. Damage to the airplane may occur.
(5) Remove the jacks (3) from under the airplane.
C. Nose Jacking
CAUTION: Position airplane on a flat, hard, oil free surface prior to nose jacking operations.
Do not attempt nose jacking operations outdoors if the wind velocity will exceed 30 knots. If
the airplane must be lifted outdoors, always face the airplane into the wind.
(1) Set the parking brake and place airplane chocks forward and aft of the main landing gear tires.
(2) Position a tripod jack (3) at the nose of the airplane directly under the jack pad with two of the jack
legs (4) perpendicular to the fuselage (Ref. Figure 201).
(3) Extend jack extension (1) to contact securely with the jack pad (Ref. Figure 201).
nose jacking and lowering.
Page 202
Nov 1/09 07-10-00
(4) Operate the nose jack until the clearance between the tire and the ground is at least 2 inches
(51 mm).
(5) Tighten the follower nut (2) of the nose jack (3) against the jack shoulder and release pressure
from the jack pump cylinder (6) (Ref. Figure 201).
(6) Install a tail stand (2) at the aft fuselage mooring point (1) of the airplane and bring it into secure
contact with the ground (Ref. Figure 203).
D. Lowering the Airplane After Nose Jacking

operations.
Ensure that the nose landing gear is in the fully down and locked position. Failure to do so
may result in injury to personnel and damage to the airplane.
Keep the jack follower nut within two inches of the jack shoulder at all times during nose
jacking and lowering.
(1) Ensure that the nose landing gear is in the fully down and locked position.
(2) Wipe down the extended surface of the nose landing gear strut using a shop rag dampened with
hydraulic fluid.
(3) Ensure that the airplane weight is off the tail stand (2), then remove the tail stand (2) (Ref. Figure
203).
(4) Operate nose jack to loosen the jack follower nut (2), then slowly release pressure from the jack
pump cylinder (6) to lower the airplane slowly to the ground (Ref. Figure 201).
(5) Remove the jack (3) from under the airplane.
E. Single-Point Jacking (For Wheel, Tire and Brake Maintenance Only)

WARNING: This procedure is intended for wheel and brake maintenance only. Never perform
any other landing gear maintenance procedures using the Single-Point Jacking
Procedure.
Never jack the airplane in an unsheltered area where winds in excess of 35 knots will
be encountered.
NOTE: Any jack used to lift the airplane should have a lifting capacity of at least 10,000 pounds.
CAUTION: Position airplane on a flat, hard, oil free surface prior to any jacking operations.
Do not attempt any jacking operations outdoors during strong, gusty winds. If the airplane
must be lifted outdoors, always face the airplane into the wind.
(1) Place airplane chocks forward and aft of the landing gear wheels that are not being jacked.
NOTE: In ice or snow conditions, ice-grip wheel chocks are preferred. Sandbags may be used if
ice-grip chocks are not available, or if the airplane is parked on a steel mat.
Page 203
07-10-00 Nov 1/09
(2) Position a tripod jack (3) at the wing of the airplane directly under the jack pad with two of the jack
legs (4) parallel to the fuselage (Ref. Figure 202).
(3) Extend jack extension (1) of the jack to contact securely with its associated jack pad (Ref. Figure
202).
jacking and lowering procedures.
(4) Install a strut limiter (Special Tools, Figure 1, Chapter 91-00-00) to the landing gear strut being
worked.
(5) Operate the jack as required to raise the affected wheel until the clearance between the tires and
the ground is at least 2 inches (51 mm).
(6) Tighten the follower nut (2) of the jack (3) against the jack shoulder and release pressure from the
jack pump cylinder (Ref. Figures 202).
F. Lowering the Airplane After Single-Point Jacking

operations.
(1) Wipe down the extended surface of the landing gear strut using a shop rag dampened with
hydraulic fluid.
jacking and lowering procedures.
(2) Operate jack to loosen the jack follower nut (2), then slowly release pressure from the jack pump
cylinder to lower the airplane slowly to the ground (Ref. Figure 202).
CAUTION: Ensure that the jack is fully retracted and that the airplane has settled prior to jack
removal. Damage to the airplane may occur.
(3) Remove the jack (3) from under the airplane.
(4) Remove the strut limiter from the landing gear strut.
Page 204
Nov 1/09 07-10-00
1. JACK EXTENSION
2. FOLLOWER NUT
3. JACK
4. JACK LEGS
5. JACK HANDLE
6. JACK PUMP
2
3
6 5
DETAIL A UC27B
043243AB.AI
Figure 201
Nose Gear Jacking Point
Page 205
07-10-00 Nov 1/09
1. JACK EXTENSION
2. FOLLOWER NUT
3. JACK
4. JACK LEGS
5. FUSELAGE
A
1
2
5
3
VIEW LOOK AFT FROM NOSE OF AIRPLANE

(LH SHOWN, RH OPPOSITE)
DETAIL A UC27B
043242AA.AI
Figure 202
Main Gear Jacking Point
Page 206
Nov 1/09 07-10-00
1. MOORING POINT
2. TAIL STAND
DETAIL A UE27B
043244AA.AI
Figure 203
Tail Stand Location
Page 207
07-10-00 Nov 1/09
LIFTING AND SHORING

SHORING
07-20-00
200200
1. PROCEDURES
A. Hoisting
WARNING: Prior to attaching the sling to the airplane, inspect the sling for damage or wear. Any
defect could diminish the strength of the sling.
CAUTION: Before hoisting the airplane, the fuel tanks must be drained and the airplane should be
empty.
The airplane may be hoisted for maintenance or parts replacement. An overhead crane capable of 20
feet of vertical lift is required to lift the aircraft four feet from the ground, allowing for one foot of vertical
stretch in the nylon webbing.
NOTE: If it is necessary to hoist the airplane with one or both engines removed, use a sling under the
tail of the airplane.
The airplane may be hoisted for maintenance or parts replacement. A minimum overhead clearance of
17 feet and a hoist of at least 14,000 to 16,000 pound capacity are required for hoisting.
If it is necessary to hoist the airplane with one or both engines removed, use a sling under the tail. The
tail mooring hole can be used to hold the sling into position.
The 99-590029-1 hoisting sling, or its equivalent, is required to hoist the airplane (Ref. Chapter
91-00-00, SPECIAL TOOLS). The hoisting sling is constructed of two broad band nylon straps
supported by a structural steel crossbar with wire ropes for attachment to an overhead crane or hoist.
The sling is designed to support approximately 33,000 pounds to ensure a high safety factor during
hoisting. The straps of the sling encircle the fuselage when the airplane is being hoisted as follows:
(1) Place one nylon band at fuselage station 213.25, located just forward of the first cabin window
(Ref. Figure 201). Place the other nylon band at fuselage station 373.75, located on the aft side of
the sixth cabin window.
(2) Attach the sling to the cable or chain on an overhead hoisting crane at a position in line with
fuselage station 286.00.
(3) Guy ropes between the wing tip and lift point or a man stationed at each wing tip may be required
to offset any imbalanced weight in the wings.
(4) Remove all loose equipment from the airplane and hoist the airplane smoothly. Take up slack in
the hoist and begin the lift gently, watching carefully for any unbalance.
Page 201
07-20-00 Nov 1/09
F.S. 373.75
PLACE AFT
STRAP HERE
F.S. 213.25
PLACE FWD
STRAP HERE
PICK UP POINT TO
CORRESPOND WITH
F.S. 286.00
CONNECTING
LINK
NYLON STRAP
NYLON STRAP
CABLE
BAR
AIRPLANE HOISTING SLING UC27B

044840AA.AI
Figure 201
Hoisting Sling Attach Point
Page 202
Nov 1/09 07-20-00
CHAPTER 08 - LEVELING AND WEIGHING

TABLE OF CONTENTS
SUBJECT PAGE
GENERAL INFORMATION
08-00-00
Special Tools and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
WEIGHING AND BALANCING
08-10-00
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Weighing the Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
LEVELING
08-20-00
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Leveling the Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 1

CH-SE-SU PAGE DATE
08-LOEP 1 Nov 1/09
08-00-00 1 Nov 1/09
08-10-00 201 thru 205 Nov 1/09

08-20-00 201 Nov 1/09
Page 1
08-LOEP Nov 1/09
LEVELING AND WEIGHING

GENERAL INFORMATION
08-00-00

00
1. SPECIAL TOOLS AND EQUIPMENT

Special tools listed in Table 1 as meeting federal, military or supplier specifications are provided for reference
only and are not specifically required by Hawker Beechcraft Corporation. Any product conforming to the
specification listed may be used. The products included in these Tables have been tested and approved for
aviation usage by Hawker Beechcraft Corporation, by the supplier, or by compliance with the applicable
specifications. Generic or locally manufactured products which conform to the requirements of specification
may be used even though not included in the Tables. Only the basic number of each specification is listed. No
attempt has been made to update the listing to the latest revision. It is the responsibility of the technician or
mechanic to determine the current revision of the applicable specification prior to usage of the product listed.
This can be done by contacting the supplier of the product to be used.
Table 1
Special Tools
Tool Name Part Number Supplier Use
1. Plumb Bob Support 114-590025-1 Hawker Beechcraft Leveling the airplane.
Assy. Corporation
9709 E. Central,
Wichita, KS 67201
Page 1
08-00-00 Nov 1/09

WEIGHING AND BALANCING
08-10-00
200200
1. PROCEDURE
A. Weighing the Airplane

Periodic weighing of the airplane may be required to keep the Basic Empty Weight current (Ref. Figures
201, 202 and 203). Frequency of weighing is to be determined by the operator. All changes to the
airplane affecting weight and/or balance are the responsibility of the airplane operator.
(1) The airplane may be weighed on wheels or jack points. Three jack points are provided. One is on
the nose section of the fuselage at station 83.5 and the two main support points are on the wing
center section rear spar at station 326.1. Wheel reaction locations should be measured as
described in Step (6).
(2) Fuel should be drained preparatory to weighing. Fuel is drained from the drain ports with the
airplane in static ground attitude.
NOTE: (UA-1 and after, UB-1 and after) After tanks are drained, 8.6 pounds of trapped fuel
remains in the airplane at fuselage station 301.0. The remainder of the unusable fuel
(drainable fuel) is 32.0 pounds at station 297.9 and must be added to a drained system to
obtain the aircraft Basic Empty Weight configuration.
(UC-1 and after) After tanks are drained, 14.6 pounds of trapped fuel remains in the
airplane at fuselage station 278.6. The remainder of the unusable fuel (drainable fuel) is
58.6 pounds at station 304.7 and must be added to a drained system to obtain the aircraft
Basic Empty Weight configuration.
(3) Engine oil must be at the full level in each tank. Total engine oil aboard when both tanks are full is
57.5 pounds at an arm of 249.3 inches.
(4) To determine airplane configuration at time of weighing, installed equipment is checked against
the airplane equipment list or superseding forms. All equipment must be in its proper place during
weighing.
(5) The airplane must be supported on the scales in a level attitude. Leveling reference points are
located on the forward entrance door frame. Leveling is accomplished with a plumb bob or optical
methods. Jack pad weighing may require the nose gear shock to be secured in the static position
to prevent its extension. Leveling for wheel weighing may be accomplished by varying the
amounts of air in the shocks and tires.
(6) Measurement of the reaction arms for a wheel weighing is made using the nose reference point
(FS 95.89). Using a steel measuring tape, measure the distance (with the airplane level on the
scales) from the reference (a plumb bob hung from the center of the reference point) to the axle
center line of the nose gear and then from the later point to the main wheel axle center line. The
main wheel axle center line is best located by stretching a string parallel to the fuselage center
line. The locations of the wheel reactions will be approximately at an arm of 315 inches from main
wheels and 30 inches for the nose wheel.
Page 201
08-10-00 Nov 1/09
(7) The Basic Empty Weight and Moment must include full oil and unusable fuel as well as a full
charge for any other fluid system in the airplane (e.g. hydraulic or oxygen). The appropriate
weights and moments must be added on the weighing form if any of these items are not in the
airplane are subtracted, e.g. usable fuel.
(8) Weighing should always be made in an enclosed area which is free from air currents. The scales
used should be properly calibrated and certified in accordance with the Bureau of Standards.
NOTE: Each new airplane is delivered with a completed sample loading, basic empty weight and
center of gravity (C.G.), and equipment list, all pertinent to that specific airplane. It is the
owner’s responsibility to ensure that changes in equipment are reflected in a new weight
and balance and in an addendum to the equipment list. There are may ways of doing this;
it is suggested that a running tally of equipment changes and their effect on basic empty
weight and C.G. is a suitable means for meeting both requirements.
The current equipment list and basic empty weight and C.G. information must be retained
with the airplane when it changes ownership. Hawker Beechcraft Corporation cannot
maintain this information; the current status is known only to the owner. If these papers
become lost, the FAA will require that the airplane be re-weighed to establish the basic
empty weight and C.G. and that an inventory of installed equipment be conducted to
create a new equipment list. It is recommended that duplicate copies of the Basic Empty
weight and Balance sheet and the Equipment List be made and kept in an alternate
location in the event the original is misplaced.
Page 202
Nov 1/09 08-10-00
Figure 201
Basic Weight and Balance Worksheet
Page 203
08-10-00 Nov 1/09
Figure 202
Basic Weight and Balance Worksheet
(UC-1 and After)
Page 204
Nov 1/09 08-10-00
Figure 203
Dimensional Data
Page 205
08-10-00 Nov 1/09

LEVELING
08-20-00
200200
1. PROCEDURE
A. Leveling the Airplane

The airplane may be leveled by placing the airplane on jacks and raising or lowering the jacks
(Ref. Figure 201). Use a precision level on the aft baggage compartment floorboard and raise or lower
the jacks on the high side of the airplane to level the airplane laterally. To level the airplane
longitudinally, attach a cord and plumb bob to the upper Phillips head screw just aft of the forward cabin
door. Raise or lower the nose-gear jack as required to pass the cord over the center line of a second
Phillips head screw directly near the bottom of the door. Suspending the plumb bob in a can of light
engine oil will dampen its movement.
Figure 201
Leveling the Airplane
Page 201
08-20-00 Nov 1/09
CHAPTER 09 - TOWING AND TAXIING

TABLE OF CONTENTS
SUBJECT PAGE
TOWING
09-10-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 1

CH-SE-SU PAGE DATE
09-LOEP 1 Nov 1/09
09-10-00 201 and 202 Nov 1/09
Page 1
09-LOEP Nov 1/09
TOWING AND TAXIING

TOWING
09-10-00
200200
1. PROCEDURES
A. Towing
There are two different tow bars available. The 50-59001 is intended to be used only as a manual tow
bar. Even though this tow bar has a hole in the handle which may fit a tractor tow hitch, the bar should
not be used with any tow vehicle. 50-590017 may be purchased for use with a tow vehicle (Ref. Chapter
91-00-00, SPECIAL TOOLS).
With the tow bar connected to the towing lugs on the upper torque knee fitting of the nose strut, the
airplane can be steered with the nose wheel when moving it by hand or with a tug (Ref. Figure 201).
Although steering is automatic when the airplane is being towed by the nose strut, someone should ride
in the pilot's seat to operate the brakes in the event of an emergency.
CAUTION: Do not tow the airplane with rudder locks installed, except on airplanes equipped with
power steering, as severe damage to the steering linkage can result.
Never exceed the turning limits marked on the nose gear strut during ground handling
(Ref. Figure 201). The nose gear steering stop lugs are designed to withstand the loads
normally imposed through steering from the cockpit, not to prevent turn limitations from
being exceeded during towing. It is possible to overcome the stop during ground handling
and damage the steering linkage and nose strut. If the steering stop limitations are
exceeded inspect the nose gear steering stop lugs for cracks, bending or distortion
(Ref. Chapter 5-50-00, INSPECTION IN THE EVENT OF A BENT NOSE STEERING
STOP).
When using a tug, observe turn limits marked on the nose gear strut to prevent damage to nose gear.
When spotting the airplane, do not push on the propeller or control surfaces.
CAUTION: Never tow or taxi with a deflated strut. Even brief towing or taxiing with a deflated strut may
cause severe damage.
Page 201
09-10-00 Nov 1/09
Figure 201
Towing the Airplane
Page 202
Nov 1/09 09-10-00
CHAPTER 10 - PARKING, MOORING, STORAGE AND RETURN TO SERVICE

TABLE OF CONTENTS
SUBJECT PAGE
PARKING
10-10-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Control Locks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
STORAGE
10-10-01
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Engine Preservation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Airplane Preservation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Flight Ready Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Short Term Storage (30 Days or Less) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Intermediate Storage (90 Days or Less) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Long Term Storage (90 days or Longer) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
For Airplanes Scheduled to Remain Inactive for Longer than One Year . . . . . . . . . . . . . . . . . . . . . . . 206
For Airplanes Scheduled to Remain Inactive for Longer than Two Years . . . . . . . . . . . . . . . . . . . . . . 206
In Storage Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
MOORING
10-20-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
RETURN TO SERVICE
10-30-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Engine Return to Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Flight Ready Storage (Less Than 7 Days) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Short Term Storage (8 - 29 Days) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Intermediate Storage (30 - 89 Days) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Long Term Storage (More Than 90 Days) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Page 1

CH-SE-SU PAGE DATE
10-LOEP 1 Nov 1/09
10-10-00 201 Nov 1/09
10-10-01 201 thru 207 Nov 1/09
10-20-00 201 Nov 1/09
10-30-00 201 and 202 Nov 1/09
Page 1
10-LOEP Nov 1/09
PARKING, MOORING, STORAGE AND RETURN TO SERVICE

PARKING
10-10-00
200200
1. PROCEDURES
A. Parking
Set the brakes by depressing the pilot’s brake pedals and pulling out the parking brake control handle.
Do not attempt to lock the parking brake by applying force to the parking brake handle. It controls a
valve only and cannot apply pressure to the brake system. To release the brakes, depress the brake
pedals and push the parking brake control handle in.
CAUTION: Do not set the parking brake during low temperatures when the accumulation of moisture
may cause the brakes to freeze, or when they are hot from severe use.
B. Control Locks
WARNING: The flight control gust locks provided by Hawker Beechcraft Corporation for its
products are in compliance with federal regulations to provide an unmistakable
warning to the pilot when the lock is engaged.
When necessary or desirable to use flight control gust locks, use only the flight
control gust lock assembly specified by Hawker Beechcraft Corporation for that
particular airplane.
When a flight control gust lock assembly is used, the lock must be correctly and
fully installed, including the rudder pedal lock and throttle control lock.
The control lock (29, Table 7, Chapter 91-00-00) consist of a U-shaped clamp and two pins connected
by a chain. The pins lock the primary flight controls and the U-shaped clamp fits around the engine
power control levers and serves to warn the pilot not to start the engines with the control locks installed.
It is important that the locks be installed or removed together to prevent the possibility of an attempt to
taxi or fly the airplane with the power levers released and the pins still installed in the flight controls.
Perform the Control Lock Installation Procedure (Ref. Chapter 27-70-00).
WARNING: Before staring the engines, remove the control locks.
Remove the control locks before towing the airplane. If towed while the rudder lock
is installed, serious damage to the steering linkage can result.
Page 201
10-10-00 Nov 1/09

STORAGE
10-10-01
200200
1. GENERAL
A. Storage
The following procedures are designed to protect the airplane while it is scheduled to be inactive for
periods of time as outlined below. These procedures should be considered the minimum necessary to
protect the airplane. Each operator should take whatever additional Steps to protect the airplane they
consider necessary. These procedures are not intended to be accomplished on airplanes that are not
flown because of extensive maintenance activities or for reasons other than scheduled periods of
inactivity.
B. Engine Preservation
Aircraft in flyable storage should have their engines run at least once per week. Refer to Pratt & Whitney
Maintenance Manual PN 3032842, Chapter 72-00, Preservation Procedures, for detailed instructions.
2. AIRPLANE PRESERVATION
A. Flight Ready Storage
MECH INSP
(1) Perform the following Steps:
(a) Check tires for proper inflation.
(b) Install prop restraint and engine exhaust covers.
(c) Install inlet covers.
(d) Install air conditioner condenser plug into right inboard wing leading
edge or seal opening with barrier material.
(e) Install pitot head covers.
(f) Statically ground the airplane.
(g) Position nose of airplane into prevailing wind, if possible.
(h) Chock both main landing gear wheels.
(i) Install approved gust locks (29, Table 7, Chapter 91-00-00).
Page 201
10-10-01 Nov 1/09
B. Short Term Storage (30 Days or Less)

Airplanes scheduled to be inactive for a period of less than 30 days, in addition to the Flight Ready
Storage preservation procedures, should perform the following Steps:
MECH INSP
(1) Airframe
(a) Inspect wings, wheel well and engine compartment areas for fuel leaks.
Repair all leaks.
(b) Ensure main and auxiliary fuel tanks are approximately 3/4 full.
1 Prevent microbial growth in the fuel tanks by adding Biobor JF or
equivalent in sufficient quantity to maintain a concentration of 270
PPM (63, Table 1, Chapter 91-00-00).
2 Check fuel vents are clear. Clean if blocked. Cover fuel vents with
screen mesh.
3 Fill fuel bladder cells to capacity to minimize fuel vapor and protect
the cells inner liner.
CAUTION
It is imperative that the storage areas of nickel-cadmium batteries be separated (in
different buildings if possible) from lead acid batteries so that no cross
contamination, even from fumes, is possible.
(c) Remove battery from airplane and place in suitable storage area.
1 Clean battery compartment, quick disconnect plug, cables, and vent
hoses with a solution of 5 ounces of boric acid dissolved in one gallon
of water, then rinse with clean water and allow to dry. Seal the battery
vent tubes and cover quick disconnect plug with barrier material.
Secure with tape.
2 Seal battery compartment with barrier material and secure with tape.
(d) Fill brake reservoir and hydraulic landing gear reservoir to operational
levels. Inspect system for leaks. Repair leaks prior to placing aircraft into
storage.
(e) Apply Agemaster preservative or equivalent to deicer boots and propeller
deicer boots (177, Table 1, Chapter 91-00-00).
(f) Install landing gear down locks.
(g) Cover air outlet port (top of aft nacelle) with barrier material. Secure with
tape.
Page 202
Nov 1/09 10-10-01
C. Intermediate Storage (90 Days or Less)

Airplanes scheduled to be inactive for a period of less than 90 days, in addition to the Short Term
Storage preservation procedures should perform the following Steps:
MECH INSP
(1) Cabin
(a) Drain and clean lavatory, if installed. Reinstall empty lavatory unit.
Install placard on or near flush button that reads “LAV NOT
SERVICED. DO NOT FLUSH”.
(2) Propellers
(a) Wrap propeller spinner and blade bases with barrier material. Secure
with tape.
CAUTION
Do not clean the propeller with Methyl Ethyl Ketone or Methyl Propyl Ketone
(b) Remove dirt, oil, and bug accumulation from propellers with water
and a soft brush. Clean propeller with water, denatured alcohol or
naphtha.
(3) Avionics
(a) Clean and cover any equipment sensitive to dust or moisture and
comply with any additional requirements recommended by the
manufacturer.
(b) Remove all electrical cockpit displays such as EFIS and/or EHIS
displays, LCD displays for TCAS or altimeters and store in suitable
storage area preferably in a controlled environment
NOTE
The following item may be skipped if airplane is to be stored in a hangar.
(c) If airplane is equipped with weather radar, install fresh desiccant in

the wave guide of the weather radar located in the avionics bay.
(9, Table 1, Chapter 91-00-00).
(4) Airframe
(a) Install cabin and cockpit seat covers.
NOTE
Compliance with the following items is not required if airplane is to be stored in
a hangar.
(b) Cover cabin windows with barrier material. Secure with tape.
(c) Seal cockpit storm windows with barrier material. Secure with tape.
(d) Seal emergency hatches and cargo door seams with barrier material.
Secure with tape.
Page 203
10-10-01 Nov 1/09
MECH INSP
(e) Install barrier material around radome to fuselage joint. Secure with
tape.
(f) Ensure all fuselage and wing drain holes are clear. Clean if blocked.
Cover all drain holes with screen mesh. Secure with tape.
(g) Cover avionics bay door seals with barrier material. Secure with
tape.
(h) Cover generator inlet scoop with barrier material. Secure with tape.
(i) Cover oil cooler inlet with barrier material. Secure with tape.
(j) Moor airplane (Ref. 10-20-00).
D. Long Term Storage (90 days or Longer)

Airplanes scheduled to be inactive for a period exceeding 90 days, in addition to the Intermediate
Storage preservation procedures should perform the following Steps:
MECH INSP
(1) Preparation
(a) Perform the following Steps if not previously accomplished:
1 Cover cabin windows with barrier material. Secure with tape.
2 Seal cockpit storm windows with barrier material. Secure with
tape.
3 Seal emergency hatches and cargo door seams with barrier
material. Seal with tape.
4 Install barrier material around radome to fuselage joint. Secure
with tape.
5 Ensure all fuselage and wing drain holes are clear. Clean if
blocked. Cover all drain holes with screen mesh. Secure with
tape.
6 Cover avionics bay doors seals with barrier material. Secure with
tape.
7 Cover generator inlet scoop with barrier material. Secure with
tape.
8 Cover oil cooler inlet with barrier material. Secure with tape.
(b) Remove windshield wipers, wrap with barrier material and secure
with tape. Store the wipers as appropriate (Ref. Chapter 30-40-00)
(c) Cover windshields with barrier material. Secure with tape.
(d) Clean all exposed antennas and connections.
(e) Cover stall warning unit with barrier material. Ensure barrier material
does not apply pressure to the vane. Secure with tape.
Page 204
Nov 1/09 10-10-01
MECH INSP
(f) Cover landing light and taxi light lenses with barrier material. Secure
with tape.
(g) Cover ram air intake with barrier material. Secure with tape.
(2) Flight Controls
(a) Lubricate all hinge pins, bearings, bellcranks, chains, control rods
and quadrants. Lightly coat with corrosion preventive compound
(11, Table 1, Chapter 91-00-00).
(b) Coat flap tracks and rollers with corrosion preventive compound
(11, Table 1, Chapter 91-00-00). Retract flaps.
(3) Fuel Cells (UA-1 and After, UB-1 and After)
(a) Drain fuel bladder cells, clean inner cell and spray or rub a thin
coating of light engine oil on inner liners of all fuel cells
(10, Table 1, Chapter 91-00-00).
(4) Landing Gear
NOTE: It is recommended that unserviceable tires be used on

airplanes stored for more than 90 days.
(a) Clean brakes and apply coating of primer
(12, Table 1, Chapter 91-00-00). Wheel removal required.
(b) Apply corrosion preventive compound (11, Table 1, Chapter
91-00-00) to inner wheel brake keyways.
(c) Touch up all spots where paint has been chipped from the wheels.
(Primer may be used for this purpose).
(d) Touch up wheel bolts and nuts with corrosion preventive compound
(11, Table 1, Chapter 91-00-00).
(e) Coat the exposed surfaces of the shock strut pistons and nose gear
shimmy damper piston with preservative hydraulic fluid
(13, Table 1, Chapter 91-00-00).
(f) Wrap lower portion of the landing gear in barrier material. Secure
with tape.
(g) Fabricate hardwood collars for the strut pistons to prevent bottoming
of the struts when deflating (Ref. Chapter 91-00-00, Special Tools,
Figure 1 (Sheet 6 of 9)).
(h) Install collars over barrier material. Secure with tape.
CAUTION
Never tow or taxi with a deflated strut. Even brief towing or taxiing with a
deflated strut may cause severe damage.
(i) Deflate struts until they rest on the wooden collars.
Page 205
10-10-01 Nov 1/09
E. For Airplanes Scheduled to Remain Inactive for Longer than One Year
MECH INSP
(1) Perform the following Steps:
(a) Remove engines for storage in containers.
(b) Store propellers in protected environment.
F. For Airplanes Scheduled to Remain Inactive for Longer than Two Years
MECH INSP
(1) Perform the following Step:
(a) Perform internal corrosion inspection of propellers
(disassembly required).
G. In Storage Inspection
MECH INSP
(1) For airplanes scheduled to remain inactive, perform the following Steps
weekly:
(a) Perform a walk around inspection of the airplane.
1 Check all covers and barriers for condition and security of
attachment.
2 Check for possible external damage and FOD. Check static
wicks and flight control surface trailing edges for evidence of
lightening strikes.
3 Check for evidence of fuel leaks.
4 Check all access areas such as flight control gaps and wheel
wells for possible accumulation of debris such as bird or insect
nests.
5 Check static ground for condition and attachment.
6 Check landing gear for evidence of leaks. Do not remove barrier
material for this check.
(b) Check drain sump of the fuel tanks for water and evidence of
microbiological contamination.
(c) Check tires for proper inflation.
Page 206
Nov 1/09 10-10-01
MECH INSP
(2) Perform the following Step every 30 days:
(a) Apply Agemaster preservative or equivalent to propeller and leading
edge deice boots (177, Table 1, Chapter 91-00-00).
(3) Perform the following Step every 90 days:
CAUTION
The airplane may be towed to accomplish this Step. Do not tow the airplane
any appreciable distance with the struts deflated. Do not turn the nose landing
gear while moving the airplane to accomplish this Step.
The airplane may be towed only as far as necessary to rotate the tires 90
degrees.
(a) To prevent flat spots from occurring, rotate wheels a minimum of 90

degrees.
Page 207
10-10-01 Nov 1/09
PARKING AND MOORING

MOORING
10-20-00
200200
1. PROCEDURES
A. Mooring
Three mooring eyes are provided, one on each outer main wing spar and one on the rear fuselage
ventral fin. To moor the airplane, chock the wheels fore and aft, install the control lock and tie the
airplane down at all three mooring eye points and the landing gear torque knees on the nose and main
gear. Avoid over-tightening the rear line and pulling the nose of the airplane up so far that wind will
create lift on the wings. If extreme weather is anticipated, it is advisable to nose the airplane into the
wind. When mooring the airplane, install the engine inlet and exhaust covers, pitot mast covers,
propeller restraints and the optional nose and main landing gear shock strut limiters (Ref. Figure 201).
Figure 201
Mooring the Airplane
Page 201
10-20-00 Nov 1/09

RETURN TO SERVICE
10-30-00
200200
1. PROCEDURES
A. Engine Return to Service

Refer to Pratt & Whitney Maintenance Manual P/N 3041195, Chapter 72-00, Depreservation
Procedures, for detailed instructions.
B. Flight Ready Storage (Less Than 7 Days)
Mechanic Inspector
(1) No special requirements. Perform preflight inspection in
accordance with the Pilots Operating Manual/FAA Approved
Flight Manual.
(2) Review airplane maintenance records to ensure airplane is in
compliance with all applicable Inspection Requirements,
Service Bulletins, Airworthiness Directives and Regulations.
C. Short Term Storage (8 - 29 Days)
Mechanic Inspector
(1) Remove all tape, barrier material, covers and plugs installed on
airplane.
(2) Ensure all fuselage and wing drain holes have screen mesh
material removed.
(3) Install serviceable airplane battery.
(4) Remove landing gear downlocks.
(5) Adjust fuel levels to meet Pilots Operating Manual/FAA
Approved Flight Manual requirements.
Page 201
10-30-00 Nov 1/09
D. Intermediate Storage (30 - 89 Days)

In addition to Short Term Storage return to service procedures, the following Steps should be
accomplished:
Mechanic Inspector
(1) Remove all covers from avionics equipment, if installed.
(2) Install cockpit electronic displays, if previously removed.
(3) Remove all cockpit and cabin seat covers, if installed.
(4) Remove all desiccant from wave guide of weather radar, if
equipped.
(5) Check landing gear hydraulic accumulator precharge. Service
as required (Ref. Chapter 32-30-00).
(6) Service lavatory, if installed. Remove “LAV NOT SERVICED.
DO NOT FLUSH” placard.
E. Long Term Storage (More Than 90 Days)

In addition to the Intermediate Storage depreservation procedures the following Steps should be
accomplished:
Mechanic Inspector
(1) Install windshield wipers (Ref. Chapter 30-40-00).
CAUTION
Never tow or taxi with a deflated strut. Even brief towing or taxiing with a deflated strut may cause severe
damage.
(2) Inflate and service landing gear struts. Remove wooden collars
from the landing gear struts (Ref. MAIN LANDING GEAR
SHOCK ABSORBER SERVICING, Chapter 32-10-00 and
NOSE GEAR SHOCK ABSORBER SERVICING, Chapter
32-20-00).
(3) Clean corrosion preventative compound from the flap tracks.
(4) Perform complete airplane lubrication (Ref. Chapter 12-20-00).
Page 202
Nov 1/09 10-30-00
CHAPTER 11 - PLACARDS AND MARKINGS

TABLE OF CONTENTS
SUBJECT PAGE
EXTERIOR PLACARDS AND MARKINGS
(UA-1 AND AFTER; UB-1 AND AFTER)
11-20-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Model Designation Placard (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Exterior Placards and Markings (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
(UC-1 AND AFTER)
11-21-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Model Designation Placard (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Exterior Placards and Markings (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
FLIGHT CONTROL RIG PIN FUSELAGE AND EMPENNAGE PLACARDS
11-30-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Fuselage Rig Pin Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Empennage Rig Pin Placard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 1

CH-SE-SU PAGE DATE
11-LOEP 1 May 1/10
11-20-00 1 thru 14 Nov 1/09
11-21-00 1 thru 13 May 1/10
11-30-00 201 thru 206 Nov 1/09
C2 Page 1
11-LOEP May 1/10
PLACARDS AND MARKINGS

(UA-1 AND AFTER; UB-1 AND AFTER)
11-20-00

00
1. GENERAL
A. Model Designation Placard (UA-1 and After; UB-1 and After)

The model designation placard is located on the left side of the airplane on the forward cabin entrance
doorframe (Ref. Figure 1, Placard 22). The door must be open to observe the placard. The placard
identifies the airplane by its model number and serial number. Should a question arise concerning the
care of the airplane, it is important to include the airplane serial number in any correspondence to
Hawker Beechcraft Corporation.
B. Exterior Placards and Markings (UA-1 and After; UB-1 and After)
Required interior placards and markings are listed in Section II Limitations of the Pilot’s Operating
Handbook and FAA Approved Airplane Flight Manual.
Exterior placards and markings, with their locations indicated, are shown in this chapter (Ref. Figure 1).
NOTE: Any time an airplane is repainted or touched up, inspect all placards and markings to ensure
that they are securely attached, are legible, and are not covered with paint.
Page 1
11-20-00 Nov 1/09

Exterior Placards (UA-1 and After; UB-1 and After)
Page 2
Nov 1/09 11-20-00

Page 3
11-20-00 Nov 1/09

Page 4
Nov 1/09 11-20-00

Page 5
11-20-00 Nov 1/09

Page 6
Nov 1/09 11-20-00

Page 7
11-20-00 Nov 1/09

Page 8
Nov 1/09 11-20-00

Page 9
11-20-00 Nov 1/09

Page 10
Nov 1/09 11-20-00
OIL AIR STRUT

PART NO. 114-820021-
BEECH AIRCRAFT CORPORATION
WICHITA, KANSAS USA
INSTRUCTIONS
FILL WITH
MIL-H-5606 HYDRAULIC FLUID
TO CHECK FLUID AND FILL
REMOVE VALVE CAP, DEPRESS VALVE
CORE AND ALLOW STRUT TO FULLY
COMPRESS. REMOVE VALVE CORE,
CONNECT ONE END OF A 1/4 INCH
HOSE TO VALVE STEM AND SUBMERGE
OTHER END IN HYDRAULIC FLUID.
SLOWLY EXTEND STRUT TO FILL, THEN
COMPRESS STRUT TO EXPELL EXCESS
FLUID. RECYCLE AS NECESSARY TO
EXPELL ALL AIR. WITH STRUT
COMPRESSED, REPLACE VALVE CORE.
WITH AIRCRAFT EMPTY EXCEPT FOR
FULL FUEL AND OIL KEEP STRUT
INFLATED TO 5.25 TO 5.75 INCHES
OF PISTON SHOWING.
WARNING
RELEASE AIR IN STRUT BEFORE DISASSEMBLING
PLACARD 29
UC11B
972956AA.AI

Page 11
11-20-00 Nov 1/09

Page 12
Nov 1/09 11-20-00

Page 13
11-20-00 Nov 1/09

Page 14
Nov 1/09 11-20-00

(UC-1 AND AFTER)
11-21-00

00
1. GENERAL
A. Model Designation Placard (UC-1 and After)

The model designation placard is located on the left side of the airplane on the forward cabin entrance
doorframe. The door must be open to observe the placard. The placard identifies the airplane by its
model number and serial number. Should a question arise concerning the care of the airplane, it is
important to include the airplane serial number in any correspondence to Hawker Beechcraft
Corporation.
B. Exterior Placards and Markings (UC-1 and After)

Required interior placards and markings are listed in Section II Limitations of the Pilot's Operating
Handbook and FAA Approved Airplane Flight Manual.
Exterior placards and markings, with their locations indicated, are shown in this Chapter (Ref. Figure 1).
Figure 1 illustrates exterior markings around exits. The external marking of each exit should include a
2-inch wide band of contrasting color that is readily distinguishable from the surrounding fuselage
surface outlining the exit. Refer to the appropriate Airworthiness regulations for more details.
NOTE: Any time an airplane is repainted or touched-up, inspect all placards and markings to ensure
that they are securely attached, legible, and not covered with paint.
Page 1
11-21-00 May 1/10

Exterior Placards (UC-1 and After)
Page 2
May 1/10 11-21-00

Page 3
11-21-00 May 1/10

Page 4
May 1/10 11-21-00

Page 5
11-21-00 May 1/10

Page 6
May 1/10 11-21-00

Page 7
11-21-00 May 1/10

Page 8
May 1/10 11-21-00

Page 9
11-21-00 May 1/10

Page 10
May 1/10 11-21-00

Page 11
11-21-00 May 1/10

Page 12
May 1/10 11-21-00

Page 13
11-21-00 May 1/10

FLIGHT CONTROL RIG PIN FUSELAGE AND EMPENNAGE PLACARDS
11-30-00
200200
1. GENERAL
WARNING: When installing new placards, rig pin must be properly installed in the hole to verify that
the correct hole is identified.
The flight control rig pin fuselage and empennage placards are located near the applicable bellcrank in the
fuselage and empennage. These placards identify the location to install the applicable rig pin for the flight
control system being worked. These placards were installed per Field Service Kit 114-4062-0001. Figures
201 through 205 illustrate the approximate location of these placards.
A. Fuselage Rig Pin Placards

The fuselage rig pin placards are located in four separate locations of the fuselage. Two placards are in
the flight compartment area, one placard is located in the main fuselage area and one placard is located
in the aft fuselage area. The two placards located in the flight compartment area are for the rudder
forward bellcrank, located on the left side of the flight compartment forward of the pilot’s seat (rudder
gust lock hole), and the elevator forward bellcrank located on the left side of the flight compartment
forward and right of the pilot’s seat under panel 22 (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
The placard for the aileron system is located in the main fuselage area just aft of the main spar under
panel 16E (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS). The placard in the aft fuselage area is
located on the right side of the aft rudder torque tube. Access to this location is behind panel 8
(Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS).
B. Empennage Rig Pin Placard

The empennage rig pin placards are for the aft elevator bellcrank located at the top aft section of the
vertical stabilizer under panel 34 (Ref. Chapter 6-50-00, STABILIZER ACCESS PANELS). One placard
is installed on the left side and one on the right side of the vertical stabilizer.
Page 201
11-30-00 Nov 1/09
1. RIG PIN HOLE

2. AILERON QUADRANT SUPPORT BRACKET
3. AILERON QUADRANT
4. PLACARD
RIG PIN
1
3
DETAIL B
2
LE
FT
AILERON QUADRANT
DETAIL A
UC11B
052024AA.AI
Figure 201
Aileron Rig Pin Placard (Main Fuselage Area)
Page 202
Nov 1/09 11-30-00
1. FORWARD RUDDER BELLCRANK

A
2. RIG PIN HOLE
3. PLACARD (2 PIECES)
3
RIG PIN
DETAIL B
DETAIL A UE11B
052025AA.AI
Figure 202
Forward Rudder Bellcrank Rig Pin Placard (Left Side Flight Compartment)
Page 203
11-30-00 Nov 1/09
1. FORWARD ELEVATOR BELLCRANK

RIG PIN HOLE
(UNDER STRUCTURE)
3. PLACARD
3 A
RIG PIN
DETAIL B
2 1
VIEW LOOKING DOWN

LEFT SIDE OF PEDESTAL
DETAIL A UC11B
052026AA.AI
Figure 203
Elevator Forward Bellcrank Rig Pin Placard (Left Side Flight Compartment)
Page 204
Nov 1/09 11-30-00
1. AFT ELEVATOR BELLCRANK

2. AFT ELEVATOR RIG PIN HOLE
3. PLACARD A
3
RIG PIN
1
DETAIL B
FWD B
2
VERTICAL
STABILIZER (REF)
LEFT SIDE SHOWN;

RIGHT SIDE OPPOSITE
DETAIL A UC11B
052027AA.AI
Figure 204
Elevator Aft Bellcrank Rig Pin Placard (Empennage Area)
Page 205
11-30-00 Nov 1/09
1. AFT RUDDER TORQUE TUBE

2. RIG PIN HOLE
A
3. PLACARD
3
RIG PIN
DETAIL B
NOTE: EARLIER VERSIONS OF THE

1 TORQUE TUBE SECTOR MAY
NOT HAVE LIGHTENING HOLES
2 INSTALLED.
VIEW A
UC11B
052028AA.AI
Figure 205
Aft Rudder Torque Tube Rig Pin Placard (Aft Fuselage Area)
Page 206
Nov 1/09 11-30-00
CHAPTER 12 - SERVICING
TABLE OF CONTENTS
SUBJECT PAGE
GENERAL INFORMATION
12-00-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
REPLENISHING
12-10-00
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Water and Foreign Material Contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Fuel Contamination Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Fuel-Handling Safety Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Fuel Grades and Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Fuel Tank Filling (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Fuel Tank Filling (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Draining the Fuel System (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Draining the Fuel System (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Draining The Fuel System (Alternate Method) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Fuel Additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Anti-Icing Additive, MIL-I-27686 or MIL-I-85470A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Biocidal Agent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Antiskid Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Air Cycle Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
SCHEDULED SERVICING
12-20-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Engine External Washing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Salt Water Contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Fire Extinguisher Agent Contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Cleaning Airplane Exteriors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Cleaning During Curing Period (One Month) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Cleaning After Curing Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Environmental Fallout (Acid Rain) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Waxing Airplane Finishes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Surface Deicer Boots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Placard Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Plastic Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Windshields . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Cleaning Airplane Interiors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Upholstery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Interior Cabin Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Page 1
12-CONTENTS Feb 1/10
CHAPTER 12 - SERVICING
SUBJECT PAGE
Sealed Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Wheel Bearing Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Spline Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Gaskets and Packings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Control Cables and Cable Pressure Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Lubrication of Threads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Lubrication Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Nacelle Engine Controls and Inertial Anti-ice Lubrication
Figure 202 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Flight Compartment Engine Controls and Propeller Lubrication
Figure 203 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
Nose Landing Gear Lubrication
Figure 204 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
Main Landing Gear Lubrication
Figure 205 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
Flight Compartment and Elevator Controls Lubrication
Figure 206 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
Rudder Control System Lubrication
Figure 207 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
Flap and Aileron Control System Lubrication
Figure 208 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
Nose Avionics Door Lubrication
Figure 209 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
Cabin Door Lubrication
Figure 210 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
Cargo Door Lubrication
Figure 211 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
UNSCHEDULED SERVICING
12-30-00
Maintenance Practices. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
De-icing and Anti-icing of Aiplanes on the Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
De-icing and Anti-icing Fluids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Remove Frost, Snow or Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Guidelines to Holdover Times (HOT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
General Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Remove Frost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Remove Sleet and Freezing Rain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Remove Snow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
De-ice the Windshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
De-ice the Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Anti-icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Fluid Spills . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Remove Salt or Chemical Agents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Residue fron De-ice/Anti-ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Fire Extinguisher Agent Contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Biocidal Agent Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Page 2
Feb 1/10 12-CONTENTS

CH-SE-SU PAGE DATE
12-LOEP 1 Nov 1/13
12-CONTENTS 1 and 2 Feb 1/10
12-00-00 1 Nov 1/09
12-10-00 201 thru 214 May 1/10
12-20-00 201 thru 232 May 1/11
12-30-00 201 thru 207 Feb 1/10
Page 1
12-LOEP Nov 1/13
SERVICING
GENERAL INFORMATION
12-00-00

00
1. GENERAL
WARNING: WHEN AN AIRPLANE HAS EXPERIENCED ABNORMAL LANDING GEAR PROCEDURES
OF ANY TYPE, AS A SAFETY PRECAUTION, PLACE THE AIRPLANE ON JACKS PRIOR
TO PERFORMING ANY INSPECTION OR MAINTENANCE. ENSURE THAT ALL THREE
LANDING GEARS ARE DOWN AND LOCKED PRIOR TO REMOVING THE AIRPLANE
FROM THE JACKS.
maintenance, should be accomplished within an enclosed building or hangar. In the interest of
Servicing information contained in this chapter is limited to the types of servicing that are of a general nature
concerned with servicing of the overall airplane. Servicing procedures for specific components of the airplane
are in the chapter applicable to the component. Section 12-10-00 covers information pertinent to the
replenishing of fuel, oil, hydraulic fluid, tire pressures, etc. Section 12-20-00 contains information concerning
lubrication of components and cleaning of the airplane exterior and interior parts. These servicing procedures
are normally performed according to time schedules. Section 12-30-00 contains information pertaining to
servicing of an unscheduled nature such as the removal of ice and snow.
Servicing time limits for parts or components that must be serviced according to a specific time schedule will
be found in Chapter 5, TIME LIMITS - MAINTENANCE CHECKS.
Lubrication necessary for the performance of maintenance procedures, such as packing of gearboxes or
lubrication of spline drives, will be covered in the chapter applicable to the system or component being
maintained.
Page 1
12-00-00 Nov 1/09
SERVICING
REPLENISHING
12-10-00
200200
1. FUEL SYSTEM
A. Water and Foreign Material Contamination

All hydrocarbon fuels contain some dissolved and some suspended water. The quantity of water
contained in the fuel depends on temperature and the type of fuel. Kerosene tends to absorb and
suspend more water than aviation gasoline. Along with the water, it will suspend rust, lint and other
foreign materials longer. Given sufficient time, these suspended contaminants will settle to the bottom of
the tank. However, the settling time for kerosene is five times that of aviation gasoline. Due to this fact,
jet fuels require good fuel handling practices to assure that the aircraft is serviced with clean fuel.
If recommended ground procedures are carefully followed, solid contaminants will settle and free water
can be reduced to 30 parts per million (ppm), a value that is currently accepted by the major airlines.
Since most suspended matter can be removed from the fuel by sufficient settling time and proper
filtration, it is not a major problem. Dissolved water has been found to be the major fuel contamination
problem. Its effects are multiplied in airplanes operating primarily in humid regions and warm climates.
Dissolved water cannot be filtered from the fuel by a micronic type filter, but can be released by lowering
the fuel temperature, such as will occur in flight. For example, a kerosene fuel may contain 65 ppm
(8 ounces per 1000 gallons) of dissolved water at 80°F. When the fuel temperature is lowered to 15°F,
only about 25 ppm will remain in solution. The difference of 40 ppm will have been released as
super-cooled water droplets which need only a piece of solid contaminant or an impact shock to convert
them to ice crystals. Tests indicate that these water droplets will not settle during flight and are pumped
freely through the system. If they become ice crystals in the tank, they will not settle since the specific
gravity of ice is approximately equal to that of kerosene. Forty (40) ppm of suspended water seems like
a very small quantity, but when added to suspended water in the fuel at the time of delivery, it is
sufficient to ice a filter. While the critical fuel temperature range is from 0° to -20°F, which produces
severe system icing, water droplets can freeze at any temperature below 32°F.
Water in jet fuel also creates an environment favorable to the growth of a microbiological sludge in the
settlement areas of the fuel cells. This sludge, plus other contaminants in the fuel, can cause corrosion
of metal parts in the fuel system as well as clogging the fuel filters. Even though the Model 1900 Airliner
utilizes the latest corrosion resistant materials and techniques, the possibility of filter clogging and
corrosive attacks on various fuel system components may occur if contaminated fuels are introduced.
Since fuel temperature and settling time affect total water content and foreign matter suspension,
contamination can be minimized by keeping equipment clean, using adequate filtration equipment and
careful water drainage procedures, storing the fuel in the coolest areas possible, and allowing adequate
settling time. Underground storage is recommended for fuels. Filtering the fuel each time it is transferred
will minimize the quantity of suspended contaminants carried by the fuel.
B. Fuel Contamination Control

The primary means of fuel contamination control by the owner/operator is good housekeeping. This
applies not only to fuel supply, but to keeping the airplane system clean. The following is a list of Steps
that may be taken to recognize and prevent contamination problems.
(1) Know your supplier. It is impractical to assume that fuel free from contaminants will always be
available, but it is feasible to exercise precaution and be watchful for signs of fuel contamination.
Page 201
12-10-00 May 1/10
(2) Assure, as much as possible, that the fuel obtained has been properly stored, that it is filtered as it
is pumped to the truck, and again as it is pumped from the truck to the airplane.
(3) Perform filter inspections to determine if sludge is present.
(4) Maintain good housekeeping by periodically flushing the fuel tankage system. The frequency of
flushing will be determined by the climate and the presence of sludge.
(5) Use only clean fuel servicing equipment.
(6) After refueling, allow a three-hour settling period whenever possible, then drain a small amount of
fuel from each drain.
C. Fuel-Handling Safety Information

Fuel handling and maintenance on or near the fuel system when flammable fuel vapors are present
must be performed as cautiously as possible to prevent a fire or an explosion. The following safety
information must be complied with when handling fuel or during maintenance of the airplane fuel
system.
WARNING: The airplane and all equipment used in fueling or defueling must be properly
grounded to each other and to the ramp. This includes defueling equipment, work
stands, purging equipment, and any powered or pneumatic devices. Equip work
stands with a personnel static discharge plate of copper or zinc, affixed in such a
position that personnel can contact the plate before coming in contact with the
airplane. High static electrical charges are created by the contact and separation of
unlike substances, or by any sort of motion of persons or material, and are a
constant source of danger when generated in the presence of fuels or flammable
vapors. Grounding jacks are located near the fuel filler cap on each wing and on
each side of the fuselage nose section.
Do not drain fuel tanks near the end of the working day and allow them to stand
empty overnight. It could make conducive conditions for producing explosive
vapors. If the system is not completely empty, residual fuel drains down the sides of
the tank and forms puddles. During the night, fuel from the puddles evaporates into
the air in the tank and a critical fuel-air ratio develops. An explosion could be set off
by a spark. Avoid such a lapse of time between draining and purging of the fuel
tanks.
Ensure that the area is well ventilated before draining fuel.
No smoking within 50 feet of the airplane or any place where flammable fuel vapors
are present.
Place the battery and generator switches in the OFF position. Disconnect all
electrical power from the airplane before fueling.
If the fuel contacts the eyes, rinse with cool, fresh water and seek medical attention
immediately. Avoid allowing fuel to contact the skin. When contact cannot be
avoided, wash with mild soap and water.
Visually inspect all connections and hoses for leaks. If any leaks are indicated or
develop, discontinue servicing.
Page 202
May 1/10 12-10-00
CAUTION: Remove spilled fuel immediately to prevent the fuel-contaminated surface from causing
deicer boot and/or tire deterioration.
Do not fill the auxiliary fuel tanks until the main tanks are full.
Avoid damage to the deicer boots with refueling equipment or fuel spillage. The deicer
boots are made of a soft, flexible material which may be damaged if refueling hoses,
ladders or platforms are dragged across or rested against the deicer boot surfaces.
Do not rest the fuel nozzle in the filler neck of the tanks.
D. Fuel Grades and Types

Table 201 gives fuel refiner's brand name, along with the corresponding designations established by the
American Petroleum Institute (API) and the American Society of Testing Material (ASTM). The brand
names are listed for ready reference and are not specifically recommended by Hawker Beechcraft
Corporation. Any product conforming to the recommended specification may be used.
Jet A, Jet A-1, Jet B, JP-4, JP-5, and JP-8 fuels may be mixed in any ratio. Aviation gasoline, grades 80
Red (formerly 80/87), 91/98, 100LL Blue, 100 Green (formerly 100/130), and 115/145 Purple are
emergency fuels and may be mixed in any ratio with the normal fuels when necessary. However, use of
the lowest octane rating available is suggested due to its lower lead content.
NOTE: In some countries, 100LL Blue is colored Green and designated 100L.
CAUTION: The use of aviation gasoline shall be limited to 150 hours operation during each Time
Between Overhaul (TBO) period.
The use of gasoline as a jet fuel should be minimized wherever possible due to adverse effects to the
hot section parts and the corrosion of turbine vanes.
Table 201
Fuel Brands and Type Designations
COMPANY PRODUCT NAME DESIGNATION
AMERICAN OIL COMPANY American Jet Fuel Type A Jet A
American Jet Fuel Type A-1 Jet A-1
ATLANTIC REFINING COMPANY Arcojet-A Jet-A
Arcojet-A-1 Jet-A-1
Arcojet-B Jet-B
BP TRADING COMPANY BP A.T.K Jet A-1
BP A.T.G. Jet B
CALIFORNIA TEXAS COMPANY Caltex Jet A-1 Jet A-1
Caltex Jet B Jet B
CITIES SERVICE COMPANY Turbine Type A Jet A
CONTINENTAL OIL COMPANY Conoco Jet-40 Jet A
Conoco Jet-50 Jet A
Conoco Jet-60 Jet A-1
Conoco Jet JP-4 Jet B
GULF OIL COMPANY Gulf Jet A Jet A
Gulf Jet A-1 Jet A-1
Gulf Jet B Jet B
Page 203
12-10-00 May 1/10
Table 201
Fuel Brands and Type Designations (Continued)
COMPANY PRODUCT NAME DESIGNATION
EXXON OIL COMPANY Exxon Turbo Fuel A Jet A
Exxon Turbo Fuel 1-A Jet A-1
Exxon Turbo Fuel 4 Jet B
MOBIL OIL COMPANY Mobil Jet A Jet A
Mobil Jet A-1 Jet A-1
Mobil Jet B Jet B
PHILLIPS PETROLEUM COMPANY Philjet A-50 Jet A
Philjet JP-4 Jet B
PURE OIL COMPANY Purejet Turbine Fuel Type A Jet A
Purejet Turbine Fuel Type A-1 Jet A-1
RICHFIELD PETROLEUM COMPANY Richfield Turbine Fuel A Jet-A
Richfield Turbine Fuel A-1 Jet-A-1
SHELL OIL COMPANY Aeroshell Turbine Fuel 640 Jet A
Aeroshell Turbine Fuel 650 Jet A-1
Aeroshell Turbine Fuel JP-4 Jet B
SINCLAIR OIL COMPANY Sinclair Superjet Fuel Jet A
Sinclair Superjet Fuel Jet A-1
STANDARD OIL OF CALIFORNIA Chevron TF-1 Jet A-1
Chevron JP-4 Jet B
STANDARD OIL OF KENTUCKY Standard JF A Jet A
Standard JF A-1 Jet A-1
Standard JF B Jet B
STANDARD OIL OF OHIO Jet A Kerosene Jet A
Jet A-1 Kerosene Jet A-1
TEXACO Texaco Avjet K-40 Jet A
Texaco Avjet K-58 Jet A-1
Texaco Avjet JP-4 Jet B
UNION OIL COMPANY 76 Turbine Fuel Jet A-1
Union JP-4 Jet B
NOTE: Jet A - Aviation Kerosene Type fuel with -40°F (-40°C) Freeze Point.
Jet A-1 - Aviation Kerosene Type Fuel with -58°F (-50°C) Freeze Point.
Jet B - A low grade kerosene type fuel with a freeze point of -60°F (-51°C), similar to
MIL-T-5624 grade JP-4, which has a freeze point of -76°F (-60°C).
E. Fuel Tank Filling (UA-1 and After; UB-1 and After)

When filling the airplane fuel tanks, always observe the following:
(1) Make sure the airplane is statically grounded to the servicing unit and to the ramp.
Page 204
May 1/10 12-10-00
CAUTION: Use a protective pad on the deicer boot. When inserting or removing the fuel nozzle,
use extreme care to prevent the fuel hose from rubbing against the deicer boot. Also,
do not allow fuel to contact the deicer boot.
(2) The fuel filler caps are located on the outboard leading edge of each wing near the wing tip,
providing single point refueling for each wing.
(3) Allow a three-hour settle period whenever possible, then drain a small amount of fuel from each
drain point.
F. Fuel Tank Filling (UC-1 and After)

(1) Ground the airplane to the servicing unit and to the ramp.
(2) The filler caps for the auxiliary tanks are located inboard of the nacelles and aft of the main spars.
The main tank filler caps are located on the leading edges near the wing tips. Fill the main tanks
first, then the auxiliary tanks.
CAUTION: Do not take off with fuel in auxiliary tanks only, even for flights of short duration.
Use a nonabrasive protective pad on the deicer boot to prevent contact with the fuel
hose. Do not allow any fuel to come into contact with the deicer boot.
(3) If possible, allow the fuel to settle for three hours and then drain a small amount of fuel from each
drain point.
G. Draining the Fuel System (UA-1 and After; UB-1 and After)
NOTE: Before beginning the defueling operation, always statically ground the airplane structure.
Remove the fuel filler cap from the wing being defueled during draining to prevent damage or
collapse of the fuel cells.
(1) Provide a large suitable container or tank for the fuel to drain into.
(2) Unscrew the drain valve from the bottom of the sump tank on the wing being defueled. The valve
is located on the LH or RH inboard wing near the fuselage.
(3) Screw in an AN815-12D union into the drain valve opening and connect a drain line. The fuel will
gravity drain as the check valve is unseated by the union.
(4) When fuel stops flowing from the fuel drain valve, open the sump drain valves to drain the residual
fuel. Open the sump drain valves with a fuel sump drain wrench (Figure 1 (Sheet 2 of 10), Chapter
91-00-00) or with a screw driver by pushing up. Rotate the valve one half turn to lock it open.
(5) After fuel has drained to desired level ensure fuel drain valves and sump drain valves are properly
closed. Install plug on fuel drain valve (removed in Step (2)) and safety wire.
(6) After refueling the affected tank ensure the fuel drain valves and sump drain valves (opened in
Steps (3) and (4)) do not leak.
Page 205
12-10-00 May 1/10
H. Draining the Fuel System (UC-1 and After)

NOTE: Before beginning the defueling operation, always statically ground the airplane structure.
(1) Position an approved container large enough to hold the fuel that is to be drained under the drain
valve, and open the filler cap on the tank being drained.
NOTE: The drain valves for the main tanks are located immediately outboard of the lower nacelle
structure. The drain valves for the auxiliary tanks are located under the auxiliary pump
access covers. Each tank may be drained through its respective drain valve or the
auxiliary tank fuel may be pumped into the main tank and all fuel drained through the main
tank fuel drain.
(2) Remove the plug from the drain valve and screw an AN815-12 union and drain line into the valve.
Screwing the fitting into the valve will open the fuel check; thus, the drain line should be in the
catch container before the fitting is screwed into the valve.
(3) When fuel stops flowing from the fuel drain valve, open the sump drain valves to drain the residual
fuel. Open the sump drain valves with a fuel sump drain wrench (Figure 1 (Sheet 2 of 10), Chapter
91-00-00) or with a screw driver by pushing up. Rotate the valve one half turn to lock it open.
(4) After fuel has drained to desired level ensure fuel drain valves and sump drain valves are properly
closed. Install plug on fuel drain valve (removed in Step (2)) and safety wire.
(5) After refueling the affected tank ensure the fuel drain valves and sump drain valves (opened in
Steps (2) and (3)) do not leak.
I. Draining The Fuel System (Alternate Method)

WARNING: The fuel handling safety information under the heading FUEL HANDLING SAFETY
INFORMATION in this section must be complied with.
CAUTION: Do not fly the airplane with fuel in the auxiliary tanks only, even for flights of short duration.
(1) Position an approved defueling container large enough to accommodate the amount of fuel to be
removed from the airplane and statically ground the fuel container to the ramp.
(2) Before beginning the defueling operation, statically ground the airplane structure to the defueling
container and to the ramp.
(3) Remove the lower accessory panel from the applicable nacelle.
(4) Place the BATT switch to the ON position and pull the applicable FIRE PULL handle to close the
firewall shutoff valve.
(5) Place the BATT switch to the OFF position.
(6) Disconnect firewall fuel hose (2) at engine driven fuel pump (1) and connect a drain line to the
firewall fuel hose. Cap the engine driven fuel pump fitting to prevent contamination (Ref. Figure
201).
(7) Apply ground power to the airplane (Ref. Chapter 24-40-00).
(8) Push in the applicable FIRE PULL handle to open the firewall shutoff valve.
Page 206
May 1/10 12-10-00
NOTE: This procedure will also drain the auxiliary fuel tank by placing the AUX PUMP switch in
the AUTO position. If desired, fuel may be left in the auxiliary fuel tank by placing the AUX
PUMP switch to the OFF position.
WARNING: Do not leave the airplane unattended while defueling.
(9) Move the appropriate (LEFT or RIGHT) STANDBY PUMP toggle switch, located on the fuel
control panel on the LH sidewall, to the ON position.
WARNING: Do not allow the standby boost pump to run without fuel flowing for more than
three minutes.
(10) To prevent overheating of the standby boost pump, visually confirm fuel is flowing into the fuel
container.
(11) When the fuel flow begins to slow, place the applicable (LEFT or RIGHT) STANDBY PUMP toggle
switch, located on the fuel control panel on the LH sidewall, to the OFF position.
NOTE: The opposite wing may be defueled without relocating the equipment by using the fuel
cross transfer system, although the rate of flow will be much slower.
It would be much faster to move the equipment to the opposite wing and repeat the entire
procedure.
(12) If no further defueling is required proceed to Step (13). If the opposite wing is to be defueled using
the cross transfer system, perform the following Steps:
(a) Position the TRANSFER FLOW toggle switch, located on the fuel control panel, toward the
wing with the defueling equipment connected.
WARNING: Do not allow the standby boost pump to run without fuel flowing for more
than three minutes.
(b) To prevent overheating of the standby boost pump, visually confirm fuel is flowing into the
fuel container.
(c) When the fuel flow begins to slow, place the TRANSFER FLOW toggle switch to the OFF
position.
(13) Pull the applicable FIRE PULL handle to close the firewall shutoff valve.
(14) Disconnect the drain line from the firewall fuel hose (2) (Ref. Figure 201).
(15) Remove the cap from the engine driven fuel pump (1) and connect the firewall fuel hose (2).
(16) Install the lower accessory panel on the applicable nacelle.
(17) Push in the applicable FIRE PULL handle to open the firewall shutoff valve.
(18) Remove ground power from the airplane (Ref. Chapter 24-40-00).
(19) Use the sump drain valves to remove remaining fuel.
Page 207
12-10-00 May 1/10
1. ENGINE DRIVEN FUEL PUMP

2. FIREWALL FUEL HOSE
A
A
VIEW A UC12B
074153AA.AI
Figure 201
Alternate Defueling Connection
Page 208
May 1/10 12-10-00
2. FUEL ADDITIVES
All JP-4 jet fuel produced in the U.S.A. is required to contain an anti-icing additive conforming to MIL-I-27686
or MIL-I-85470A (62, Table 1, Chapter 91-00-00) in concentrations of 0.10 to 0.15 volume percent. However,
all other fuels, including aircraft kerosene, contain no additives.
Condensation of water in the fuel tanks increases the possibility of microbiological contamination of the fuel,
which can damage skins, coatings and sealants in the fuel tanks. The biocidal agent (63, Table 1, Chapter
91-00-00) contains anti-fungicidal and biocidal agents. Use of this additive in the fuel tanks will reduce the
possibility of contamination of the fuel and clogging of fuel filters and lines.
These anti-icing additives and biocidal agents may be used separately or together in the fuel system with no
detrimental effect on fuel system components.
A. Anti-Icing Additive, MIL-I-27686 or MIL-I-85470A

MIL-I-27686 or MIL-I-85470A Jet Fuel Anti-Icing Additive (62, Table 1, Chapter 91-00-00) is primarily an
anti-icing agent. It should be noted that anti-icing additive does not alter the freeze point of the fuel;
however, when dissolved water separates from the fuel during a drop in temperature, the additive
quickly separates from the fuel to preferentially dissolve in the water, thereby depressing the freezing
point of the water to prevent the formation of ice in the fuel. The additive must be precisely blended into
the fuel by a metering device that permits injection of the agent into a flowing stream of fuel to ensure
even dispersal. Fuel distributors may tank or batch blend, or it may be preferred to blend at the airplane
when fueling. If the tanker truck is not equipped with a HI FLO Prist blender (Model PHF-204), it may be
necessary to carry the anti-icing and the blending device in the airplane. When blending the anti-icing
agent with fuel, the concentration of additive should not be less than 20 fluid ounces per 156 gallons of
fuel or more than 20 fluid ounces per 104 gallons of fuel. When adding previously blended fuel, the
additive concentration should not be less than 0.10 percent by volume or more than 0.15 percent by
volume. This additive should be used on a continuous basis.
What biocidal/antifungal properties do MIL-I-27686 OR MIL-I85470 fuel additives have?
Fuel additives conforming to MIL-I-27686 OR MIL-I-85470 do not have any specific referenced biocidal
requirements. Prior to the mid 90’s MIL-I-27686, or ethylene glycol monomethyl (EGMME) was used.
Some manufacturers (namely Prist) were able to market the anti-ice compound as microbiostat (not
microbiocide, - stat means it controls or retards growth, - cide means it kills microbes) because they had
their product certified as a pesticide. In the mid 90’s, the industry transferred from the use of
MIL-I-27686 to MIL-I-85470 diethylene glycol monomethyl ether (DGMME). It is widely believed that
DEGMME does have a retarding effect on microbial growth, but is not officially claimed by additive
manufacturers. If any fungal or microbial growth is found in the fuel system, a biocidal agent should be
used.
B. Biocidal Agent
CAUTION: Drain water prior to refueling with biocidal agent. Excessive water concentrations in contact
with excessive biocidal agent concentrations can result in formation of solid crystalline
products in a fuel system.
Biocidal Agent (63, Table 1, Chapter 91-00-00) is not an anti-icing agent and is intended to be used
specifically as a fuel biocide. The compound is an extremely efficient biocidal agent and is soluble in fuel
as well as water. Biocidal agent disperses throughout the entire fuel system to even the most remote
areas soon after introduction into the system. The compound is used as a periodic preventive treatment
in concentrations of 135 ppm when the airplane has been operated in an environment conducive to
fungal or microbial contamination, or when such contamination is evidenced by dirty sump drains,
clogged filters, odor, or visual evidence in the tanks, etc.
Page 209
12-10-00 May 1/10
CAUTION: Kathon FP 1.5 is approved for the initial shock of fuel tanks. Do not use Kathon FP 1.5 for
preventative treatment.
NOTE: Kathon FP 1.5 suggested use is once every six months as a shock treatment.
Operating the airplane with a biocidal dosage at less than the recommended concentration
may create and environment conducive to fungal and microbial contamination.
Biobor JF in concentrations not to exceed 270 ppm, or Kathon FP 1.5 in a concentration of 100 ppm
may be used as a single dose shock treatment to clean out and sterilize a very contaminated system.
Any system that is contaminated should be treated at the concentration level for the appropriate biocide
used. When sterility is achieved, the Biobor JF at the 135 ppm level may be used. Parked airplanes
require only one treatment until fuel is burned off or replaced. The biocidal agent is not volatile and may
remain in the tank until the fuel is used.
The preferred method of introducing biocidal agents into the fuel is by injection through a metering
device. If no metering device is available, blending may be accomplished by batch blending or by
over-the-wing blending while filling the tanks. When half of the required quantity of fuel has been added,
gradually introduce the compound directly into the stream of fuel while adding the other half of the fuel.
Complete mixing is necessary, depending upon the severity of the contamination.
Biobor JF or Kathon FP 1.5 must be used at a high enough concentration to kill, not just control the
infestation. The mixture must be able to contact the entire surface of the fuel tank interior and remain in
contact a minimum of 36 to 72 hours for Biobor JF or 12 to 72 hours for Kathon FP 1.5 to affect the kill.
The longer the time the biocide remains the better the biocide will work. During the soak time the
airplane should not be moved or the engines run. Refer to Table 202 or Table 203 for fuel ratios for
specified concentrations as an aid in blending. Tank surfaces, gages, filters and linings should be
inspected or replaced as necessary, depending upon the severity of the contamination. Be sure to
account for residual fuel in the tanks so that proper dosage is maintained.
Table 202
BIOBOR JF STERILIZATION AND MAINTENANCE TREATMENT LEVELS
TURBINE FUEL BIOBOR JF @ 270 PPM BIBOR JF @ 135 PPM
LBS. GALS. LBS. GALS. FL. OZS. LBS. GALS. FL. OZS.
670 100 0.18 0.02 2.63 0.09 0.01 1.32
1,340 200 0.36 0.04 5.26 0.18 0.02 2.63
2,010 300 0.54 0.06 7.89 0.27 0.03 3.95
2,680 400 0.72 0.08 10.53 0.36 0.04 5.26
3,350 500 0.90 0.10 13.16 0.45 0.05 6.58
6,700 1,000 1.81 0.21 26.46 0.90 0.10 13.16
13,400 2,000 3.62 0.41 52.92 1.81 0.21 26.46
16,750 2,500 4.52 0.52 66.08 2.26 0.26 33.04
33,500 5,000 9.01 1.03 132.16 4.52 0.52 66.08
67,000 10,000 18.09 2.07 264.47 9.05 1.03 132.31
NOTE: To estimate the fluid ounces of Biobor JF required to give a concentration of 270 ppm, multiply
pounds of fuel by 0.004. For 135 ppm multiply pounds of fluid by 0.002.
Page 210
May 1/10 12-10-00
Table 203
Kathon FP 1.5 Small Tank - Treatment Ratio @ 100 ppm
System Volume Dose Volume
Gallons Liters Cubic Meters Ounces Milliliters Liters
50 189.25 0.19 0.75 22.18 0.022
100 378.50 0.38 1.5 44.36 0.044
150 567.75 0.57 2 59.14 0.059
200 757.00 0.76 2.75 81.32 0.081
250 946.25 0.95 3.5 103.50 0.103
300 1135.50 1.14 4 118.28 0.118
320 1211.20 1.21 4.25 125.67 0.126
350 1324.75 1.32 4.5 133.07 0.133
400 1514.00 1.51 5.25 155.24 0.155
450 1703.25 1.70 6 177.42 0.177
500 1892.50 1.89 6.5 192.21 0.192
1000 3785.00 3.79 13 384.41 0.384
1500 5677.50 5.68 19.5 576.62 0.577
2000 7570.00 7.57 25.75 761.44 0.761
2500 9462.50 9.46 32 946.25 0.946
3000 11,355.00 11.36 38.5 1138.46 1.138
4000 15,140.00 15.14 51.25 1515.48 1.515
500 18,925.00 18.93 64 1892.50 1.893
10,000 37,850.00 37.85 128 3785.00 3.785
NOTE: Density of Jet Fuel: 1 gallon weighs 6.714 pounds.
3. OIL SYSTEM
Servicing the engine oil system involves maintaining the engine oil at the proper level.
The engine oil tank is provided with a filler neck and a quantity dipstick and cap located at the 11 o'clock
position on the accessory gear case. The dipstick is marked in U.S. quarts and indicates the amount required
to fill the tank. Access to the oil dipstick cap is gained by opening the small access door in the upper aft
cowling.
CAUTION: Do not mix different brands of oil when adding oil between oil changes. Different brands of oil
may be incompatible due to the difference in their chemical structure.
The total oil tank capacity is 10 quarts. An additional 4.4 quarts of oil is required to fill the lines and cooler,
giving a total system capacity of 14.4 quarts; however, because of the residual oil trapped in the system, no
more than 13 quarts should be added during an oil change.
Page 211
12-10-00 May 1/10
Check the oil level as follows: any time the oil has been changed or the engine has remained stationary for
more than 12 hours:
a) Run the engine at idle for 2 minutes.
b) Shut down the engine and check the oil level.
4. TIRES
The Model 1900 Series Airliner uses FOUR 22 x 6.75 - 10, 8-ply, 160 mph, tubeless type tires on the main
landing gears and ONE 19.5 x 6.75 - 8, 10-ply, rib tread, 160-mph, tube type or tubeless tire on the nose
landing gear.
CAUTION: Tires that have picked up a fuel or oil film should be washed down as soon as possible with a
detergent solution to prevent contamination of the rubber.
Table 204
Tire pressure
Main Landing Gear Tires Main Landing Gear Tires Nose Landing Gear Tires
(Loaded) (On Jacks)
95 psi 91 psi 60 psi
Tire pressure should be checked on a regular basis. The intervals may be determined by individual
experience utilizing operating and servicing requirements. Such a servicing program will help prevent tire
damage from excessive pressure loss due to a slow leak or an extensive drop in temperature.
Maintaining the proper tire inflation pressure shown in Table 204 will help to avoid damage from landing
shock and contact with sharp stones and ruts, and will minimize tread wear. When inflating tires, inspect them
for cuts, cracks, breaks and tread wear. The pressure of a serviceable tire that is fully inflated should not drop
more than 4% over a 24-hour period. For the most accurate reading, tire pressure should be checked when
the tires are cool; consequently, wait at least 2 hours (3 hours in hot weather) after a flight before checking
tire pressure.
5. HYDRAULIC SYSTEM
Servicing the hydraulic landing gear system consists of maintaining the correct fluid level. A fill can, located
just inboard of the LH nacelle and forward of the main spar, contains a cap and dipstick assembly marked
FILL WARM - COLD. Prior to removing the fill can lid, the knob on the manual bleed valve must be depressed
to relieve air pressure in the power pack reservoir. Add hydraulic fluid (39, Table 1, Chapter 91-00-00) as
required to fill the system. Approximately 2 3/4 gallons of hydraulic fluid is required to fill a completely empty
system.
NOTE: When filling the hydraulic system, the air being displaced by the hydraulic fluid will need to be
relieved out the manual bleed valve. Occasionally depress the button on the manual bleed valve to
relieve this air pressure and to allow the system to fill faster. This action will also allow the dipstick
reading to more accurately indicate the amount of fluid in the system.
6. BRAKE SYSTEM
Brake system servicing is limited to maintaining the hydraulic fluid level in the reservoir mounted in the upper
LH corner of the aft bulkhead of the nose avionics compartment. When no fluid is visible in the reservoir sight
glass, add a sufficient quantity of hydraulic fluid (39, Table 1, Chapter 91-00-00) to raise the fluid level to the
Page 212
May 1/10 12-10-00
lower edge of the filler neck. Approximately 1 gallon of fluid is required to fill a completely empty system if
power steering is installed. If power steering is not installed, approximately 1/2 gallon of fluid is required to fill
a completely empty system.
7. ANTISKID BRAKE SYSTEM

Brake system servicing is limited to maintaining the hydraulic fluid level in the reservoir mounted in the upper
RH corner of the aft bulkhead of the nose avionics compartment. To check the fluid level, turn the master
switch ON, turn the anti-skid switch OFF, ensure that the parking brake is off, remove the reservoir cap and
depress the brake pedals 15 to 20 times to deplete the accumulator. If no fluid is visible in the reservoir sight
glass, add a sufficient quantity of hydraulic fluid (39, Table 1, Chapter 91-00-00) to raise the fluid level to the
lower edge of the filler neck.
8. AIR CYCLE MACHINE

NOTE: Do not mix different types of oil when filling.
Check the quantity of oil contained in the see-thru oil sump and add oil as required to maintain a full sump.
The manufacturer's recommendation for lubricating oil to be used in the air cycle machine is Exxon 2389;
however, any oil conforming to MIL-L-7808G (72, Table 1, Chapter 91-00-00) may be used. Approximately
1/2 pint of fluid is required to fill a completely empty air cycle machine.
9. OXYGEN SYSTEM
WARNING: When filling the oxygen system, use only MIL-O-27210 Aviator's Breathing Oxygen
(28, Table 1, Chapter 91-00-00). Do not use oxygen intended for medical purposes, or
industrial purposes such as welding. Such oxygen may contain excessive moisture that
could freeze in the valves and lines of the oxygen system.
Access to the pressure gage and filler valve of the oxygen system may be gained through an access door
located on the LH side of the nose section below the nose baggage compartment. To recharge the oxygen
system, remove the protective cap from the filler valve and attach the hose from an oxygen recharging cart to
the filler valve. Make sure that the airplane oxygen system and the servicing equipment are properly
grounded before servicing the system.
WARNING: Avoid making sparks and keep all burning cigarettes or fire away from the vicinity of the
airplane. Make sure that the oxygen shutoff valve control (placarded OXYGEN PULL ON)
located on the subpanel to the left of the copilot's seat is in the OFF position. Inspect the
filler connection for cleanliness before attaching it to the filler valve. Make sure that your
hands, tools, and clothing are clean, particularly of grease or oil, for these contaminants
will ignite upon contact with pure oxygen under pressure. As a further precaution against
fire, open and close all oxygen valves slowly.
To prevent overheating, fill the oxygen system slowly by adjusting the recharging rate with the pressure
regulating valve on the cart. At a temperature of 70°F., the dual 76.5-cubic foot cylinders should be filled to
1,850 psig. This pressure may be increased an additional 3.5 psig for each degree of increase in
temperature; conversely, for each degree of drop in temperature, reduce the pressure for the cylinder(s) by
3.5 psig (Ref. Table 205). When the oxygen system is properly charged, disconnect the filler hose from the
filler valve and replace the protective cap on the filler valve. If at any time, in the process of servicing and
purging the system or replacing the oxygen cylinder, it becomes necessary to disconnect a fitting, the threads
of the fitting should be wrapped with thread sealer (27, Table 1, Chapter 91-00-00) prior to being connected
back into the system.
NOTE: Refer to Advisory Circular 43.13-1A for the additional servicing precautions recommended by the
FAA on the oxygen systems. For additional information (Ref. Chapter 35-00-00).
Page 213
12-10-00 May 1/10
Table 205
Oxygen Charging Rate
Temp Temp Temp Temp Temp
(F) PSI (F) PSI (F) PSI (F) PSI (F) PSI
0 1605 25 1692.5 50 1780 75 1867.5 100 1955
1 1608.5 26 1696 51 1783.5 76 1871 101 1958.5
2 1612 27 1699.5 52 1787 77 1874.5 102 1962
3 1615.5 28 1703 53 1790.5 78 1878 103 1965.5
4 1619 29 1706.5 54 1794 79 1881.5 104 1969
5 1622.5 30 1710 55 1797.5 80 1855 105 1972.5
6 1626 31 1713.5 56 1801 81 1888.5 106 1976
7 1629.5 32 1717 57 1804.5 82 1892 107 1979.5
8 1633 33 1720.5 58 1808 83 1895.5 108 1983
9 1636.5 34 1724 59 1811.5 84 1899 109 1986.5
10 1640 35 1727.5 60 1815 85 1902.5 110 1990
11 1643.5 36 1731 61 1818.5 86 1906 111 1993.5
12 1647 37 1734.5 62 1822 87 1909.5 112 1997
13 1650.5 38 1738 63 1825.5 88 1913 113 2000.5
14 1654 39 1741.5 64 1829 89 1916.5 114 2004
15 1657.5 40 1745 65 1832.5 90 1920 115 2007.5
16 1661 41 1748.5 66 1836 91 1923.5 116 2011
17 1664.5 42 1752 67 1839.5 92 1927 117 2014.5
18 1668 43 1755.5 68 1843 93 1930.5 118 1018
19 1671.5 44 1759 69 1846.5 94 1934 119 2021.5
20 1675 45 1762.5 70 1850 95 1937.5 120 2025
21 1678.5 46 1766 71 1853.5 96 1941 121 2028.5
22 1682 47 1769.5 72 1857 97 1944.5 122 2032
23 1685.5 48 1773 73 1860.5 98 1948 123 2035.5
24 1689 49 1776.5 74 1864 99 1951.5 124 2039
Page 214
May 1/10 12-10-00
SERVICING
SCHEDULED SERVICING
12-20-00
200200
1. GENERAL
This chapter is supplemented by Chapter 20-10-01 of the 1900 Airliner Series Corrosion Control Manual.
2. ENGINE EXTERNAL WASHING PROCEDURES

CAUTION: Never wash an engine while it is running or hot. After the engine has been shut down, allow it to
cool for at least one hour prior to washing. Electrical components and plugs on the engine and in
the engine compartment should be covered/protected during the engine wash. Use dry shop air
to dry all components after washing. Do not allow water into the engine air inlet or the exhaust.
Do not direct high pressure water or solvent directly into mechanical parts having air vent holes,
such as the fuel control units.
A. Salt Water Contamination

If the exterior surface of the engine is contaminated with salt, it should be washed thoroughly with water
prior to the next flight of the airplane. Demineralized water is not required for this purpose. At no time
should an engine be left in a contaminated (salted) condition for any extended period of time, such as
overnight.
B. Fire Extinguisher Agent Contamination

In the event of engine contamination by fire extinguishing agents, refer to the latest revision of PT6A-65
Engine Maintenance Manual P/N 3032842 or subsequent.
CAUTION: If the engine inhales a fire extinguishing compound, it must be cleaned, removed, and
disassembled for a thorough internal cleaning. If the engine fire extinguisher is discharged,
the engine baffling will prevent entry of the extinguishing compound into the engine; thus
only an external engine washing is required. Most incidences of fire extinguisher compound
ingestion are the result of ground personnel using an external extinguisher during engine
operation.
3. CLEANING AIRPLANE EXTERIORS

CAUTION: Contamination or washout of grease in wheel bearings will damage bearings and may result in
loss of the wheel.
Prior to washing, attach the pitot cover securely and plug or mask off all other openings. Be particularly
careful to mask off all static air ports before washing or waxing. Use special care to avoid washing away
grease from any lubricated area. Prior to cleaning, cover such areas as wheels, brakes, etc. Always be sure
all maskings and coverings are removed before returning the airplane to service. Lubricate after cleaning as
necessary.
The urethane finish undergoes a curing process for a period of time after application. During the first month
after paint application, some special care is required. Airplane owners should observe the following
recommendations in order to preserve the durability and appearance of the airplane paint.
Page 201
12-20-00 May 1/11
A. Cleaning During Curing Period (One Month)

(1) Avoid prolonged flights in heavy rain or sleet. Avoid any operating conditions which might cause
abrasion or premature finish deterioration.
(2) Clean the airplane with mild detergents and water only. Use a clean soft rag, keeping it free from
dirt and grime. Rinse with clear water thoroughly.
(3) Use no waxes, polishes, rubbing compounds, or abrasive cleaners of any type. The use of such
items can permanently damage the surface finish.
(4) Stubborn oil or soot deposits on cowlings, wheel wells, etc. may be removed gently with
automotive tar removers.
B. Cleaning After Curing Period

(1) Wash the airplane regularly. Use mild detergents and water only. Rinsing thoroughly with clear
water prevents detergent residue buildup that can dull the paint appearance.
(2) Normally, waxing is not necessary; however if waxing is desired, select a high quality automotive
or airplane waxing product. Never use rubbing compounds or abrasive cleaners of any type.
C. Environmental Fallout (Acid Rain)

In certain areas of the country where chemicals may be present in the atmosphere, it is best to avoid
outside storage when damp conditions exist. Acids which remain in standing water can stain the paint
topcoat and cause permanent damage to the finish. Flush off residual moisture with clean tap water and
dry the surface. At this time, waxing the surface can provide protection from acid rain damage.
D. Waxing Airplane Finishes

A good coat of wax will protect the airplane finish from the sun's rays and protect the surface against
oxidation. Use a high quality automotive or airplane wax. Do not use a wax containing silicone because
silicone materials are difficult to remove.
E. Surface Deicer Boots

The surfaces of the deicer boots should be checked for indications of engine oil after servicing and at
the end of each flight. Any oil spots that are found should be removed with a nondetergent soap and
water solution. Care should be taken when cleaning to avoid scrubbing the boots because the
conductive coating (A56B) must not be removed from the boot surface. The boots are made of soft,
flexible stock that can be damaged if gasoline hoses are dragged over the surface of the boots or if
ladders or platforms are rested against them.
F. Landing Gear
The landing gear (nose and main) should be washed with low pressure water and mild detergent as
soon as is practical following operation on salty or muddy runways. Using low pressure air, blow off all
water before flight or storage of the airplane.
G. Placard Replacement
Ensure all placards are in place and legible whenever the airplane has been repainted or touched up
after repairs. Replace any placards that have been defaced after such repainting or repairs.
Page 202
May 1/11 12-20-00
H. Plastic Windows
The plastic windows should be kept clean and waxed at all times. To prevent scratches and crazing,
wash the windows carefully with plenty of soap and running water.
CAUTION: When washing the windshield, do not use water from a bucket or pail. Sand, dirt particles or
other debris may collect in the standing water and cause scratches in the plastic.
Use the palm of the hand to feel and dislodge dirt and mud. A soft cloth, chamois or sponge may be
used only for the purpose of carrying water to the surface of the window. After washing, rinse the
window thoroughly with running water and dry it with a clean, moist chamois. Do not rub the plastic
window with a dry cloth, because this will cause an electrostatic charge which attracts dust.
Remove oil and grease with a cloth moistened with kerosene (49, Table 1, Chapter 91-00-00), solvent
(54, Table 1, Chapter 91-00-00) or hexane (51, Table 1, Chapter 91-00-00), then rinse the window with
clear water.
CAUTION: Never use gasoline, benzene, alcohol, acetone, carbon tetrachloride, fire extinguisher or
anti-ice fluid, lacquer thinner, or glass cleaner with a base of these materials, for such
materials will soften the plastic and may cause crazing. Aliphatic naptha and similar
solvents are highly flammable and extreme care must be exercised when using these
chemicals.
If it is desirable to use a commercial cleaner to clean the plastic windows, use only cleaners that are
approved by Hawker Beechcraft Corporation. There are several cleaners available commercially that
state that they are approved for use on acrylic surfaces. However, it has been discovered that some of
these cleaners cause acrylic plastic to craze. Therefore, only the following product is approved as a
cleaner for acrylic plastic windows: plexiglas polish and cleaner (48, Table 1, Chapter 91-00-00). Follow
the directions on the container.
After washing plastic windows with soap and water, apply a good grade of commercial wax. The wax
will fill in minor scratches and help prevent further scratches. Apply a thin, even coat of wax and bring it
to a high polish by rubbing lightly with a clean, dry, soft flannel cloth. Never use a power buffer, as the
heat generated by the buffing pad may soften the plastic.
If the windows were cleaned with one of the commercial cleaners mentioned previously, it will not be
necessary to apply wax. Each of these cleaners contains wax, as well as cleaning agents.
I. Windshields
Glass windshields with antistatic coating should be cleaned as follows:
(1) Wash excessive dirt and other substances from the glass with clean water.
(2) Clean the windshield with mild soap and water or with a 50/50 solution of solvent (30, Table 1,
Chapter 91-00-00) and water. Wipe the glass surface in a straight rubbing motion with a soft cloth
or sponge. Never use any abrasive materials or any strong acids or bases to clean the glass.
(3) Rinse the glass thoroughly and dry, but do not apply wax.
NOTE: It is essential that the windshield wipers be thoroughly cleaned. Operating the wipers
when they are dirty is a common source of scratches on the windshield. Do not attempt to
polish out such nicks or scratches in the glass surface.
Page 203
12-20-00 May 1/11
4. CLEANING AIRPLANE INTERIORS

The seats, rug, upholstery panels and headlining should be vacuum-cleaned frequently to remove as much
surface dust as possible.
Experience has shown that commercial, foam-type cleaners or shampoos can be used to condition the
surfaces of rugs, carpets and upholstered materials. The upholstery should be vacuum-cleaned, and the
stains should be removed. A solution of the cleaner can be prepared by mixing a small amount in a bucket of
water and beating the solution until a heavy foam forms.
Apply the foam uniformly with a brush over the surface to be cleaned, then remove the suds with a vacuum
cleaner or by wiping the surface with a brush or cloth. Because there is very little moisture in this foam,
wetting of the fabric or retention of moisture in the warp does not occur. Unlacquered metal fittings and
furnishings within the airplanes can be cleaned using most commercial metal polishes. Use a soft, clean rag
for application; then polish to a brilliant gloss with a dry cloth. Protect the finish with a good grade of wax.
A. Upholstery
The most effective method of cleaning upholstery is directly dependent on the type of upholstery
involved. For instance, a fabric type of upholstery that has been flame-proofed should never be treated
by the application of cleaners with a water base. The reason for this is that the flame retardant on the
fabric is water soluble and will be diluted to a point where the fire-resistant quality is rendered useless.
Also, the natural capillary action of the water in the fabric will cause the salts of the flame-retardant
chemicals to rise to the surface resulting in unsightly faded spots.
NOTE: Clean wool and wool-blended upholstery fabrics by dry-cleaning ONLY. After 5 dry cleanings,
have the upholstery treated with a fire retardant at a service company or spray the fabric with a
fire retardant (105, Table 1, Chapter 91-00-00) or equivalent.
Clean the fabric upholstery manually as follows:
(1) Remove the upholstery from the airplane.
(2) Use a stiff-bristled brush and brush the upholstery along the weave. (A nylon-bristled fingernail
brush can be used).
(3) Vacuum the entire surface to remove any salt residue or dirt stains.
(4) Apply dry cleaning solvent (2, Table 1, Chapter 91-00-00) sparingly on a lint-free cloth and clean
stains as required.
(5) Allow the upholstery to completely dry.
(6) Treat the upholstery with a fire retardant (105, Table 1, Chapter 91-00-00).
(7) Install the upholstery.
Clean leather upholstery with a nonabrasive, chemically neutral, nonreactive, emulsion-type

cleaner such as saddle soap. Apply it over the dirty surface using a sponge or soft cloth (use a
gentle, wiping motion; do not scrub). Do not allow the cleaner to dry on the material surface. Wipe
the cleaner off before it drys. Treat leather after cleaning with wax or a leather conditioner.
Page 204
May 1/11 12-20-00
B. Interior Cabin Trim

CAUTION: To prevent damage to the plastic interior trim, never use MPK, naptha, mufti, stoddard
solvent, gasoline, lacquer thinner, or other types of paint cleaners as cleaning agents.
Using soap and water, wash the plastic interior trim. Scrubbing with a brush and detergent soap will
usually provide adequate cleansing; however, alcohol may be used to remove contaminants that are
soluble in alcohol.
5. LUBRICATION
A. Sealed Bearings
Sealed bearings are prepacked with grease and do not require periodic lubrication. Sealed bearings
must be replaced when normal airplane inspection procedures indicate that the bearing will no longer
operate satisfactorily. The lubrication of sealed bearings must not be attempted unless facilities are
available for removing and replacing seals. When sealed bearings are cleaned and lubricated, the work
must be done in strict compliance with applicable bearing maintenance directives.
B. Wheel Bearing Lubrication

CAUTION: Improper axle nut installation, mixing of lubricants, contamination or washout of grease in
wheel bearings will damage bearings and may result in loss of the wheel.
DO NOT MIX lubricants of different types or manufacturers. If the lubricant is changed or
unknown, make certain that all the affected components are thoroughly cleaned before
lubrication.
Wheel bearing grease lubrication intervals vary significantly depending upon the operation of the
individual airplane. Grease change intervals at tire change is acceptable if the service history has been
satisfactory. If the service history is unknown or if the history dictates shorter intervals, Operators should
change grease at 200 hour intervals or at tire change (which ever comes first) unless a longer interval
can be shown to be acceptable.
Exercise care when washing area. Contamination or washout of grease in the wheel bearing will
damage the bearing and may result in loss of the wheel.
When performing wheel bearing lubrication, inspect bearings, hub caps, and seals for condition.
Replace any questionable parts. Perform the MAIN WHEEL INSTALLATION procedure (Ref. Chapter
32-40-00) or the NOSE WHEEL INSTALLATION procedure (Ref. Chapter 32-40-00). Ensure the axle
nuts are properly torqued and safetied.
C. Spline Drives
The engines have wet spline lubrication and lubrication of the splines is not required when installing an
accessory. The air conditioning compressor end of the quill shaft requires lubrication. For lubrication of
the quill shaft splines (Ref. Chapter 21-52-02).
D. Gaskets and Packings

When lubricating gaskets and packings, use the type of fluid in the system for the gaskets and packings.
Page 205
12-20-00 May 1/11
E. Control Cables and Cable Pressure Seals

Clean the pressure seals and the control cables for the length of travel through the pressure seals with
cleaning solvent (2, Table 1, Chapter 91-00-00). Fill the seal with lubricant and lubricate the cleaned
area of the cable and one inch beyond with grease (23, Table 1, Chapter 91-00-00). On all the
remaining length of cable, apply corrosion-preventive compound (11, Table 1, Chapter 91-00-00) with a
brush. Wipe off excess with a clean cloth.
F. Lubrication of Threads
Lubricate all plumbing fittings with the proper lubricant (Ref. Figure 201 and Table 201).
When applying lubricants, observe the following rules:
(1) Clean the threads before applying the lubricant.
(2) Use only thin coats of the selected thread lubricant.
(3) Apply lubricant to the male threads only.
(4) Do not lubricate the first two threads.
(5) Never allow lubricant to enter fittings or flare areas.
(6) On flared tube fittings, apply a small amount of lubricant on the back face of the sleeve shoulder.
This is to prevent the sleeve from turning with the nut and galling the flare.
G. Lubrication Schedule
The lubrication illustrations are organized so that related items requiring lubrication are grouped
together. Each lubrication point listed in Table 202 is identified as indexed on the accompanying
illustration. Lubrication time intervals are incremented to occur only at times coincident with the detailed
inspection intervals (Ref. Chapter 05-20-00).
Table 201
Thread Lubricants for Fluid-Line Fittings
Brass, Steel and
Type of Line Functional Fluid Aluminum Fittings
1. Fuel and Fuel Pressure Fuel Braycote 236 (VV-P-236)
Line
2. Lubricating Oil and Oil Lubricating Oil Braycote 236 (VV-P-236) or MIL-G-6032
Pressure Line Lubricating Grease (Gasoline and Oil
Resistant)
3. Automatic Pilot Air (ambient)
a) Straight Threads None
b) Tapered Threads 3M Tape #48 or #547 PTFE Tape
(A-A-58092, Type III, Size 1 or 2)
Page 206
May 1/11 12-20-00
Table 201
Thread Lubricants for Fluid-Line Fittings (Continued)
Brass, Steel and
Type of Line Functional Fluid Aluminum Fittings
4. Pressurization Control Breathable Air (ambient)
5. Pitot System Air (ambient)
b) Tapered Threads Loctite PST 59231 Pipe Sealant
6. Fire Extinguisher System Trifluoro Bromo Methane Loctite PST 59231 Pipe Sealant
7. Air Conditioning System Freon (Possible Refrigeration Oil of System
Oil)
8. Oxygen System Oxygen
a) Straight Threads Krytox 240AC Grease (MIL-G-27617 Type III)
9. Bleed Air System
a) CRES (straight and Air (Max. 750°F) Dow Corning 77 (M-77)
tapered threads)
b) AL (straight and
Air Loctite PST 59231 Pipe Sealant
tapered threads)
10. Hydraulic System Hydraulic Fluid
a) Straight Threads Fluid of System
b) Tapered Threads Fluid of System or Loctite 545
11. Vacuum 3M Tape #48 or #547 PTFE Tape
(A-A-58092, Type III, Size 1 or 2) or Dow
Corning 111 Valve & Lubricant Sealant
12. Deicer Loctite PST 59231 Pipe Sealant
13. Gyro (Edo Air) Air 3M Tape #48 or #547 PTFE Tape
Page 207
12-20-00 May 1/11
Figure 201
Lubrication of Threads
Table 202
Lubrication Schedule
Lubrication 100 200 300 400 600 1200
Reference Hours Hours Hours Hours Hours Hours
ENGINE CONTROLS (NACELLE) Fig. 202
Cam Plate and Pins Index 1 X
INERTIAL ANTI-ICE SYSTEM Fig. 202
Hinge Point Bushings Index 2 X
AIR-CONDITIONER COMPRESSOR Fig. 202
Quill Shaft Index 3 X
ENGINE CONTROLS (FLIGHT Fig. 203
COMPARTMENT)
Linkage Bushings and Pins Index 1 X
PROPELLER Fig. 203
Propeller Hub Grease Fittings Index 2 X
Low Pitch Stop Rods Index 3 X
NOSE LANDING GEAR Fig. 204

Door Hinges and Retract Linkage Index 2 X
Page 208
May 1/11 12-20-00
Table 202
Lubrication Schedule (Continued)
Lubrication 100 200 300 400 600 1200
Grease Fittings Index 3 X
Upper and Lower Nose Gear Strut Bearing Index 4 X
Steering Bellcrank Grease Fitting Index 5 X
Steering Disconnect Cam Index 6 X
(Mechanical Steering Only)
MAIN LANDING GEAR Fig. 205
Grease Fittings Index 2 X
Door Hinges and Linkage Bearings Index 3 X
Door Retract Cam Index 4 X
CONTROL COLUMN Fig. 206
Chain Index 1 X
RUDDER PEDALS Fig. 206
Pedal Index 2 X
ELEVATOR CONTROL SYSTEM Fig. 206
Elevator Trim Tab Hinge Index 3 X
Elevator Trim Tab Actuator Grease Fittings Index 4 X
Elevator Trim Cable Pressure Seals Index 5 X
Elevator Cable Pressure Seals Index 6 X
Elevator Trim Tab Chain Index 7 X
Elevator and Trim Tab Cables Index 8 X
LANDING GEAR POWER PACK Chapter
12-10-00
Fluid Level Index 1 X
AIR CYCLE MACHINE Chapter
12-10-00
Fluid Level Index 1 X
RUDDER CONTROL SYSTEM Fig. 207
Rudder Trim Tab Actuator Grease Fittings Index 1 X
Rudder Trim Tab Hinge Index 2 X
Rudder Tab Cable Pressure Seal Index 3 X
Rudder Cable Pressure Seal Index 4 X
Rudder and Trim Tab Cables Index 5 X
Page 209
12-20-00 May 1/11
Table 202
Lubrication 100 200 300 400 600 1200
FLAP CONTROL SYSTEM Fig. 208
Flap Motor Gearbox Index 1 X
Flap Tracks Index 2 X
Flap Limit Switch Link Index 3 X
Flap Asymmetry Switch Hub Assembly Index 4 X
Flap Asymmetry switch Hub Assembly Index 4A X
(Modified by Kit 129-5046)
AILERON CONTROL SYSTEM Fig. 208
Aileron Bellcrank Index 5 X
Bellcrank Rod Ends Index 6 X
Trim Tab Actuator Index 7 X
Trim Tab Cable Pressure Seals Index 8 X
Aileron Cable Pressure Seals Index 9 X
Aileron and Trim Tab Cables Index 10 X
Aileron Trim Tab Hinge Index 11 X
NOSE BAGGAGE DOOR Fig. 209
Gas Spring End Fittings Index 1 X
Door Hinge Index 2 X
Latch Pin and Plate Index 3 X
Latching Mechanism Index 4 X
CABIN DOOR Fig. 210
Cam Lip Index 1 X
Door Damper Index 2 X
Cam Surface of Pressure Lock Index 4 X
Bearing Block Contact Surface or Grease Index 5 X
Fittings
Door Handle Index 6 X
EMERGENCY EXIT DOORS Fig. 210
Door Track Index 7 X
Latching Mechanism Index 8 X
CARGO DOOR Fig. 211
Page 210
May 1/11 12-20-00
Table 202
Lubrication 100 200 300 400 600 1200
Gas Spring End Fittings Index 1 X
Door Cam Locks Index 2 X
Pushrod Pin and Bushing Index 3 X
Latch Pin and Latch Plate Index 4 X
Door Handle Index 6 X
Page 211
12-20-00 May 1/11
H. Nacelle Engine Controls and Inertial Anti-ice Lubrication

Figure 202
INDEX LOCATION LUBRICANT INTERVAL

NO. HOURS
ENGINE CONTROLS
(NACELLE)
1. Cam Plate and Pins Grease (68, Table 1, Chapter 91-00-00). 200
INERTIAL ANTI-ICE SYSTEM
2. Hinge Point Bushings Clean and lubricate with grease (23, Table 1, 400
Chapter 91-00-00). Do not lubricate with oil.
AIR CONDITIONER
COMPRESSOR SYSTEM
3. Air Conditioner Compressor Lubricant (69, Table 1, Chapter 91-00-00). 600
Quill Shaft
Page 212
May 1/11 12-20-00
Figure 202
Nacelle Engine Controls and Inertial Anti-Ice Lubrication
Page 213
12-20-00 May 1/11
I. Flight Compartment Engine Controls and Propeller Lubrication

Figure 203

NO. HOURS
ENGINE CONTROLS
(FLIGHT COMPARTMENT)
1. Linkage Bushing and Pins Grease (83, Table 1, Chapter 91-00-00). 600
(Ref. Figure 203, Warning)
PROPELLER
CAUTION
Do not use Aeroshell 17 on the hub grease
fittings.
2. Propeller Hub Aeroshell 6 (preferred, and approved for 400
(Ref. Figure 203, Note) temperatures down to -40°F) (Ref. Hartzell
Owner’s Manual and Log Book No. 139).
3. Low Pitch Stop Rods Marvel Mystery Oil (84, Table 1, Chapter 200
(Reversing Propeller) 91-00-00).
Page 214
May 1/11 12-20-00
Figure 203
Flight Compartment Engine Controls and Propeller Lubrication
Page 215
12-20-00 May 1/11
J. Nose Landing Gear Lubrication

Figure 204

NO. HOURS
NOSE LANDING GEAR
1. Wheel Bearings Clean, inspect bearings and bearing races for At Tire Change or
pitting, cracks, discoloration, rust, or (Ref. NOTE:
indications of other wear or damage, and pack below)
with grease (87, Table 1, Chapter 91-00-00).
DO NOT mix greases of different types or
manufacturers.
2. Door Hinges and Retract Lubricating Oil (41, Table 1, Chapter 200
Linkage 91-00-00).
3. Grease Fittings Lubricating Grease (61, Table 1, Chapter 400
91-00-00).
4. Upper and Lower Nose Gear Use only specified grease (79, Table 1, 200
Strut Bearing Chapter 91-00-00).
5. Steering Bellcrank Grease Lubricating Grease (61, Table 1, Chapter 400
Fitting 91-00-00).
6. Steering Disconnect Cam Lubricating Grease (68 or 107, Table 1, 400
(Mechanical Steering Only) Chapter 91-00-00) lubricate sparingly.
NOTE: Refer to WHEEL BEARING LUBRICATION in this section for more information.
After washing airplane, lubricate all lubrication points.
Page 216
May 1/11 12-20-00
Figure 204
Nose Landing Gear Lubrication
Page 217
12-20-00 May 1/11
K. Main Landing Gear Lubrication

Figure 205

NO. HOURS
MAIN LANDING GEAR
1. Wheel Bearings Clean, inspect bearings and bearing races for At Tire Change or
pitting, cracks, discoloration, rust, or (Ref. NOTE:
indications of other wear or damage, and pack below)
with grease (87, Table 1, Chapter 91-00-00).
DO NOT mix greases of different types or
manufacturers.
2. Grease Fittings Lubricating Grease (61, Table 1, Chapter 400
91-00-00).
3. Door Hinges and Linkage Lubricating Oil (41, Table 1, Chapter 200
Bearings 91-00-00).
4. Door Retract Cam Lubricating Grease (68 or 107, Table 1, 400
Chapter 91-00-00) lubricate sparingly.
NOTE: Refer to WHEEL BEARING LUBRICATION in this section for more information.
After washing airplane, lubricate all lubrication points.
Page 218
May 1/11 12-20-00
Figure 205
Main Landing Gear Lubrication
Page 219
12-20-00 May 1/11
L. Flight Compartment and Elevator Controls Lubrication

Figure 206

NO. HOURS
CONTROL COLUMN
1. Chain Clean with a cloth dampened in cleaning 1200
solvent (2, Table 1, Chapter 91-00-00)
lubricate with SAE 30W mineral oil and wipe off
excess.
RUDDER PEDALS
2. Pedal Lubricating Oil (41, Table 1, Chapter 200
91-00-00).
ELEVATOR CONTROL
SYSTEM
3. Elevator Trim Tab Hinge Apply Lubricant (106, Table 1, Chapter 200
91-00-00) with a brush or squirt type can.
4. Elevator Trim Tab Actuator Grease (1 or 17, Table 2, Chapter 27-00-00). 400
Grease Fittings
CAUTION
Do not mix greases of different types or
manufacturers. Mixing greases reduces
lubricant effectiveness. The actuator was
originally manufactured with grease (1, Table
2, 27-00-00) and this grease may have been
cleaned out and replaced with grease (17,
Table 2, 27-00-00).
5. Elevator Trim Cable Pressure Grease (23, Table 1, Chapter 91-00-00) 1200
Seals Clean and lubricate per CONTROL CABLES
AND CABLE PRESSURE SEALS in this
chapter.
6. Elevator Cable Pressure Seals Grease (23, Table 1, Chapter 91-00-00) 1200
Clean and lubricate per CONTROL CABLES
chapter.
7. Elevator Trim Tab Chain Grease (23, Table 1, Chapter 91-00-00). 1200
8. Elevator and Trim Tab Cables Apply Corrosion Preventive Compound (11, 1200
Table 1, Chapter 91-00-00) Clean and
lubricate per CONTROL CABLES AND CABLE
PRESSURE SEALS in this section.
Page 220
May 1/11 12-20-00
Figure 206
Flight Compartment and Elevator Controls Lubrication
Page 221
12-20-00 May 1/11
M. Rudder Control System Lubrication

Figure 207

NO. HOURS
RUDDER CONTROL
SYSTEM
1. Rudder Trim Tab Actuator Grease (1 or 17, Table 2, Chapter 27-00-00). 400
CAUTION
Table 2, 27-00-00).
2. Rudder Trim Hinge Apply lubricant (106, Table 1, Chapter 200
91-00-00) with a brush or squirt can.
3. Rudder Tab Cable Pressure Grease (23, Table 1, Chapter 91-00-00) 1200
Seal Clean and lubricate per CONTROL CABLES
chapter.
4. Rudder Cable Pressure Seal Grease (23, Table 1, Chapter 91-00-00) 1200
chapter.
5. Rudder and Trim Tab Cables Apply corrosion preventive compound (11, 1200
Table 1, Chapter 91-00-00) with a brush; wipe
off excess. clean and lubricate per control
cables and cable pressure seals in this
chapter.
Page 222
May 1/11 12-20-00
Figure 207
Rudder Control System Lubrication
Page 223
12-20-00 May 1/11
N. Flap and Aileron Control System Lubrication

Figure 208
CAUTION: Do not mix red MIL-G-81322 Grease (61, Table 1, Chapter 91-00-00) with dark tan
MIL-G-10924 or SA826-3242 Grease (85, Table 1, Chapter 91-00-00).

NO. HOURS
FLAP CONTROL SYSTEM
1. Flap Motor Gearbox Pack gearbox with grease (85 or 61, Table 1, 1200
Chapter 91-00-00) to 0.3 inch from cover.
NOTE
When using dry film lubricant (82, Table 1, Chapter 91-00-00) ensure proper cure time, follow the
manufacturer’s instructions.
2. Flap Tracks Lubricating Grease (68, 82 or 400
107, Table 1, Chapter 91-00-00).
3. Flap Limit Switch Link Lubricating Oil (41, Table 1, Chapter 91-00-00) 600
apply to holes.
4. Flap Asymmetry Switch Hub Grease (23 or 61, Table 1, Chapter 91-00-00) 600
Assembly Refer to Chapter 27-50-06 for lube procedures.
4A. Flap Asymmetry Switch Hub Grease (23 or 61, Table 1, Chapter 91-00-00) 600
Assembly (Modified By Kit one pump from grease gun.
129-5046)
AILERON CONTROL
SYSTEM
5. Aileron Bellcrank (UA and UB Lubricating Oil (41, Table 1, Chapter 1200
Serials) 91-00-00).
6. Bellcrank Rod Ends (UA and Grease (23, Table 1, Chapter 91-00-00). 100
UB Serials)
7. Trim Tab Actuator Grease (1 or 17, Table 2, Chapter 27-00-00). 400
CAUTION
Table 2, 27-00-00).
8. Trim Tab Cable Pressure Grease (23, Table 1, Chapter 91-00-00) 1200
Seals Clean and lubricate per CONTROL CABLES
chapter.
Page 224
May 1/11 12-20-00

NO. HOURS
9. Aileron Cable Pressure Seals Grease (23, Table 1, Chapter 91-00-00) 1200
chapter.
10. Aileron and Trim Tab Cables Apply corrosion preventive compound (11, 1200
Table 1, Chapter 91-00-00) clean and lubricate
per CONTROL CABLES and CABLE
PRESSURE SEALS in this chapter.
11. Aileron Trim Tab Hinge Apply lubricant (106, Table 1, Chapter 200
Page 225
12-20-00 May 1/11
1
10
9 10
8
10
10
4A
3 2
11
7 11
UC SERIALS
6
UA AND UB
SERIALS 5 UC12B
050558AB.AI
Figure 208
Flap and Aileron Control System Lubrication
Page 226
May 1/11 12-20-00
O. Nose Avionics Door Lubrication

Figure 209
CAUTION: Disassemble Index No. 1 joint only when the door is fully open.

NO. HOURS
NOSE AVIONICS DOOR
1. Gas Spring End Fittings Disassemble joint and lubricate sparingly with 1200
grease (23, Table 1, Chapter 91-00-00).
2. Door Hinge Apply lubricant (106, Table 1, Chapter 600
91-00-00) with a brush or squirt-type can. Wipe
off excess.
3. Latch Pin and Plate Wipe clean and lubricate the pin with lubricant 200
(45, Table 1, Chapter 91-00-00).
4. Latching Mechanism Lubricating Oil (41, Table 1, Chapter 200
91-00-00).
Page 227
12-20-00 May 1/11
Figure 209
Nose Avionics Door Lubrication
Page 228
May 1/11 12-20-00
P. Cabin Door Lubrication

Figure 210

NO. HOURS
CABIN DOOR
1. Cam Lip Wipe clean and lubricate the cam lip using 200
lubricant (45, Table 1, Chapter 91-00-00).
2. Door Damper Hydraulic Fluid (39, Table 1, Chapter 200
91-00-00).
91-00-00) with a brush or squirt-type can.
4. Cam Surface of Pressure Lock Grease (23, Table 1, Chapter 91-00-00). 400
5. Bearing Block Contact Surface Grease (23, Table 1, Chapter 91-00-00). 600
or Grease Fittings
6. Door Handle Lubricate door handle grease fitting with 600
EMERGENCY EXIT DOORS
7. Door Track Lubricate track sparingly with grease (80, 200
Table 1, Chapter 91-00-00) (6 Places per
Door).
8. Latching Mechanism Dry Film Lubricant (82, Table 1, Chapter 200
91-00-00).
Page 229
12-20-00 May 1/11
Figure 210
Cabin Door Lubrication
Page 230
May 1/11 12-20-00
Q. Cargo Door Lubrication

Figure 211
CAUTION: Disassemble Index No. 1 joint only when the cargo door is fully open and the stabilizer is in
place.

NO. HOURS
CARGO DOOR
1. Gas Spring End Fittings Disassemble joint and lubricate sparingly with 400
2. Door Cam Lock Wipe clean and lubricate the lip of the cam lock 200
with lubricant (45, Table 1, Chapter 91-00-00).
Do not apply to the face of the cam.
3. Pushrod Pin and Bushing Lubricate sparingly with lubricating oil 600
(41, Table 1, Chapter 91-00-00).
4. Latch Pin and Latch Plate Wipe clean and lubricate the pin and the hole 600
in the latch plate with lubricant (45, Table 1,
Chapter 91-00-00).
6. Door Handle Lubricate door handle grease fitting with 1200
Page 231
12-20-00 May 1/11
Figure 211
Cargo Door Lubrication
Page 232
May 1/11 12-20-00
SERVICING
UNSCHEDULED SERVICING
12-30-00
200200
1. INFORMATION
A. De-icing and Anti-icing of Airplanes on the Ground

(1) De-icing is the removal of ice, frost and snow from the airplane’s exterior after it has formed.
Anti-icing is a means of keeping the surface clear of subsequent accumulations of ice, snow and
frost.
(2) Snow and ice on an airplane will seriously affect its performance. Even formation of a smooth
covering of ice on the wing will change the contour of the wing, producing an increase in drag and
a reduction in effective lift coefficient. Frost or frozen snow may present an even greater hazard
since the surface texture is rough and will seriously disrupt the smooth flow of air across the wing.
B. De-icing and Anti-icing Fluids

(1) Hawker Beechcraft Corporation has evaluated and approved the following de-ice/anti-ice fluids for
use on this model:
(a) SAE Type I Anti-icing Fluids (Unthickened-Type Fluids)
Type I fluids (115, Table 1, Chapter 91-00-00) mainly provide protection against refreezing
when there is no precipitation.
(b) SAE Type II Anti-icing Fluids (Thickened-Type Fluids)
Type II fluids (115, Table 1, Chapter 91-00-00) provide protection against refreezing when
precipitation occurs.
(c) SAE Type III Anti-icing Fluids (Thickened-Type Fluids)
Type III fluids (115, Table 1, Chapter 91-00-00) provide protection against refreezing when
precipitation occurs
(d) SAE Type IV Anti-icing Fluids (Thickened-Type Fluids)
Type IV fluids (115, Table 1, Chapter 91-00-00) provide protection against refreezing when
precipitation occurs.
Page 201
12-30-00 Feb 1/10
All approved Type I, Type II, Type III and Type IV fluids may be used for either de-icing or
anti-icing at any dilution as allowed by the fluid manufacturer's recommendations.
Hawker Beechcraft Corporation cannot accept responsibility for damage to the airplane
finish, windows, rubber seals, etc. resulting from the use of de-icing fluids not conforming to
the specified specifications.
These fluids were chosen according to the following specifics:
1 Noncorrosive.
2 Do not deteriorate rubber, painted surfaces, or plastics.
3 Have a high flash point.
4 Nontoxic.
5 Good self-wetting and antifoaming characteristics.
2. REMOVE FROST, SNOW OR ICE

WARNING: Remove all snow, ice and frost before flight.
Type I, Type II, Type III and Type IV; Glycols are listed in the ‘harmful’ category. You must
wear protective goggles, protective gloves and clothing when you handle this material.
Keep the material away from skin and eyes.
Inhalation of glycol mists, aerosols, or high concentration of heated vapors poses a
hazard to humans. Apply deicing fluid only in well-ventilated areas. Avoid inhaling
vapors or mists. If adequate ventilation, designed to keep mists or vapors below harmful
levels, is not available, maintenance personnel must wear approved respiratory
protective devices.
De-icing fluid Type I, has a limited period of effectiveness (referred to as ‘Holdover Times
(HOT)’). The use of Type I fluid should only be considered where Type II, Type III or Type
IV fluids are not available.
CAUTION: Make sure that the correct fluid application equipment and correct procedures are used by
qualified personnel so that the fluid will perform to the specifications.
Fluid failure is complex and dependent on:
• Percent mix
• Type and rate of precipitation
• Product Holdover Time (HOT), and other variables
Each product is unique and reference must be made to the manufacturers recommendations and
the FAA guidelines which are published each year.
Though these fluids pass the DTD crazing test for transparent panels, do not apply hot spray
directly onto window panels or seals as damage may occur.
The fluids identified in this procedure are for ground de-icing/anti-icing only and are not intended
for and do not provide protection during flight.
Page 202
Feb 1/10 12-30-00
Residue from thickened de-icing/anti-icing fluids (Type ll, Type III or Type lV) can remain in
aerodynamically quiet areas and accumulate over time. This residue can re-hydrate and expand
into a gel-like material that could freeze during flight and cause restrictions in the flight control
systems. The accumulation of residual fluid is more prevalent when using a one-step de-icing/
anti-icing process which is commonly used in Europe.
For operators using the one-step application process, visually inspect flight control systems for
the presence of dry or re-hydrated fluid at least twice during the winter operations season.
For operators using the two-step application process, visually inspect flight control systems for
the presence of dry or re-hydrated fluid once at the end of the winter operations season, as a
recommended minimum procedure.
Each operator must determine their own frequency of inspection based on the operational tempo
of their airplane or fleet. For additional information concerning this guidance please contact the
HBC field service representative or the Technical Support telephone line.
A. Guidelines to Holdover Times (HOT)

(1) Visit FAA web site (www.faa.gov) and in the search field type [Holdover Time Tables] and press
go/search. A listing will be called up that will include (but is not limited to) documents that read
“FAA - Approved de-icing Program Updates” for the current year. When the Web Site cannot be
accessed or questions arise, contact FAA Flight Standards, Washington DC at 202.267.8166 or
Hawker Beechcraft Corporation 1.800.429.5372 or 316.676.3140.
(2) Before take-off the pilot in command must be satisfied the airplane is clear of frost, snow or ice,
within the limitations stated in the applicable Aircraft Flight Manual.
(3) If the holdover time is exceeded and visual/tactile investigation of flight surfaces is not possible,
then the airplane should be returned for further treatment with de-icing/anti-icing fluid prior to
takeoff.
(4) Freezing point of SAE/ISO Type I fluid mixture used must be at a minimum of 10°C (18°F) below
OAT.
B. General Application
WARNING: Make sure the airplane is grounded before any work is started.
While these procedures are done, the surfaces will be very slippery due to snow, ice,
or de-icing/anti-icing fluid; use a servicing stand whenever possible. If a stand is not
available, use mainplane mats, safety belts, and take other similar precautions.
Always stand upwind of the airplane.
De-icing/anti-icing fluids are toxic. Avoid contact with skin and eyes, use goggles
and protective clothing.
Functional check of flight controls - If an airplane has been extremely iced or snow
covered, a flight control check should be done. This check should be repeated after
de-icing.
Page 203
12-30-00 Feb 1/10
CAUTION: Wing skin temperatures may differ and in some instances be lower than the OAT. A
stronger mix (more glycol) can be used under these conditions.
The de-icing/anti-icing fluid used must be to a concentration and at a temperature in
accordance with the fluid manufacturer's instructions, provided the following limitations are
not exceeded:
• For heated fluids, a temperature of 60° C (140° F) at the nozzle is desirable. The upper
temperature limit shall not exceed fluid and airplane manufacturer’s recommendations.
• Before you apply fluid, ground the airplane and make sure the covers and blanks are
installed to the equipment that follows:
- Static vents
- Pitot heads
- Stall detector vanes
To prevent possible ingestion of de-icing fluid, do not operate the engines or APU (if
applicable) while de-icing is in progress.
After snow is cleared from the surfaces, make sure the areas listed below are free from
snow or ice:
- All air intakes
- Control surface hinges
- Gaps between wing trailing edge shroud and flaps, airbrakes and ailerons
- Gaps between horizontal stabilizer and elevators
- Gaps between rudder and vertical stabilizer
- Wheel brakes
- Landing gear bays
- All doors and external drains
- Cold air unit ram air exhaust outlet and duct
The directions given in the fluid manufacturer’s instructions with reference to the possibility
of mixing UCAR ULTRA with the residues of other fluids must be strictly adhered to. Minor
contamination with Type I fluids can significantly degrade the anti-icing performance.
C. Remove Frost
(1) Spray with de-icing/anti-icing fluid to fluid manufacturer’s instructions.
(2) Under severe frost forming conditions, after defrosting, give a further light application of the
concentrated fluid to make sure the maximum holdover period.
D. Remove Sleet and Freezing Rain

CAUTION: After spraying, examine surface thoroughly, as ice formed by freezing rain can be difficult to
see under the de-icing fluid and may require touch for confirmation.
• Spray with undiluted de-icing/anti-icing fluid.
Page 204
Feb 1/10 12-30-00
E. Remove Snow
(1) Dry snow
(a) Remove by brushing, or by the application of a cold air blast, taking care not to trap the snow
in the control surface gaps and hinges.
(b) If the ambient temperature is above freezing, the snow can be removed by the application of
a hot air blast, and the cleared surface sprayed with diluted de-icing/anti-icing fluid.
(2) Wet snow
(a) Remove with rubber squeegees, taking care not to trap the snow in the control surface gaps
and hinges.
(b) If ice has formed under the snow, clear by spraying with de-icing/anti-icing fluid.
(3) Frozen snow and ice films
(a) Clear off any loose snow, then apply a heavy spray of de-icing/anti-icing fluid to the
• Brush the snow as the fluid is being applied; this will assist in breaking up the
deposit and help to retain the fluid on the deposit. When all frozen deposits have
been removed, give a final light spray.
(b) If the ambient temperature is above 0°C (32°F), ducted hot air blasts may be used to
disperse the ice.
• Do not use hot air blasts near windows, and take extreme care to prevent damage
by overheating to painted surfaces, rubber, glass, acrylic or glass fibre, hydraulic
pipelines, grease or oiled surfaces.
• Brush off or mop up water resulting from melted ice, as soon as possible.
F. De-ice the Windshield

• Lightly spray windshield with fluid, windshield washing (DTD.900AA/4939A). If smearing
occurs, wipe clear using a warm damp rag.
G. De-ice the Landing Gear

CAUTION: De-icing/anti-icing fluid must not come into contact with landing gear electrical plugs and
harnesses.
Do not let de-icing/anti-icing fluid contact brake units.
(1) Brush-off loose accumulations of snow with soft brush.
(2) Remove stubborn deposits with a rag soaked in de-icing/anti-icing fluid.
Page 205
12-30-00 Feb 1/10
H. Anti-icing
• If meteorological reports predict the onset of freezing rain or heavy frost deposits, an
anti-icing spray of cold (or hot if cold not available) concentrated ground de-icing/anti-icing
fluid Type II, Type III or Type IV, will give limited holdover protection times, guidance for
which is contained in Web Site mentioned in paragraph GUIDELINES TO HOLDOVER
TIMES (HOT). If the precipitation is extremely heavy, deposits will form on top of the coating,
but these will have little, if any, adhesion to the surfaces and can be easily removed with a
light spray of hot diluted fluid.
I. Fluid Spills
Glycol-based deicing fluids are biodegradable in water. Only gross contamination of slow moving or
restricted bodies of water would be likely to cause any serious environmental impact. Typical field-use
concentrations of deicing fluids, particularly when diluted by snow, ice or water, causes little or no injury
to most broad leaf plants, grasses perennial ground cover, and woody plants.
Minor leaks or spills of deicing fluid in storage areas must be soaked up with an absorbent material,
such as sawdust, vermiculite, an all-purpose commercial oil absorbent, or sand. Carefully shovel the
absorbent/deicing fluid into an appropriate container for disposal.
Spilled, leaked, or contaminated deicing fluid must be disposed of in strict compliance with all applicable
federal, state, and local regulations and ordinances.
J. Remove Salt or Chemical Agents

CAUTION: Do not use high pressure water; damage may result to electrical equipment and lubricated
components.
(1) Where contamination has occurred on the structure, due to the airplane landing on airfields where
the snow or ice has been dispersed with salt or chemical melting agents:
(a) Wash down the affected areas with clean water as soon as possible. A wetting agent, such
as detergent cleaner (Teepol TS610) or Comprex A, may be added in small quantities.
(b) When the time or conditions prevent removal of the contamination at outstations, this must
be noted in the technical log, so that appropriate action may be taken to remove it at main
base.
K. Residue from De-ice/Anti-ice

(1) Inspection
(a) Gain access to areas, potentially affected by residue, where flight controls and other systems
components are located.
(b) Visually inspect for the presence of dry or rehydrated residue anywhere in these areas. The
residue may be difficult to see, especially if dry. Dry residue tends to be in the form of a thin
film that may be partially covered with grease or dirt. Rehydrated residue often appears as a
gel-like substance which is thicker and therefore more visible.
Page 206
Feb 1/10 12-30-00
(2) Cleaning
(a) After identifying any residue it should be removed by using warm water with rags and/or soft
bristle brushes to clean the gel-like material away.
CAUTION: Make sure the water or compressed air does not cause any residue to enter
areas that are not accessible. Do not allow runoff from the cleaning process to
enter other areas of the airplane.
Avoid spraying cleaning fluids onto bearings, fittings, control cables and
electrical connectors.
Do not spray controls with water if the ambient temperature is below freezing
unless the airplane is located in a heated hangar.
This cleaning process can, potentially, remove grease from control system
bearings and fittings, and remove corrosion inhibitors from control cables.
(b) The use of a low-pressure stream of water or compressed air to rinse away any residue may
prove helpful. Using Type I de-icing fluid, or a mixture of water and Type I fluid, is also a good
cleaning agent for removal of residue.
(3) Relubrication (if required)
• If residue has been found and removed by cleaning, it is recommended that all
bearings, fittings, and control cables in the affected area be relubricated (Ref. Chapter
12-20-00, 201, SCHEDULED SERVICING).
3. FIRE EXTINGUISHER AGENT CONTAMINATION

In the event of engine contamination by fire extinguisher agents, (Ref. the latest revision of PT6A-65 ENGINE
MAINTENANCE MANUAL P/N 3032842 or subsequent revision and Chapter 72-00-00, ENGINE,
TURBOPROP - INSPECTION.
4. BIOCIDAL AGENT TREATMENT

If evidence of microbiological contamination is detected, sterilize the fuel system using a biocidal agent
(63, Table 1, Chapter 91-00-00) in shock dose treatment quantities (Ref. BIOCIDAL AGENT, Chapter
12-10-00). Repeat this shock treatment every 90 days until no contamination is found. If no evidence of
contamination is found, the fuel system should be sterilized annually.
Page 207
12-30-00 Feb 1/10
CHAPTER 20 - STANDARD PRACTICES - AIRFRAME

TABLE OF CONTENTS
SUBJECT PAGE
GENERAL INFORMATION
20-00-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
ELECTRICAL BONDING
20-00-01
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Bonding Surface of Aluminum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Preparation of Aluminum Surfaces to be Bonded or Grounded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Preparation of Surface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Magnesium Alloy Surface Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Steel Surface Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Steel Brush Cleaning of Aluminum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Typical Blind Ground Stud Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
CRES Steel or Titanium Bonding If Temp Is Below 330°F . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
CRES Steel or Titanium Bonding If Temp Exceeds 300°F . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Aluminum or Magnesium Alloy Bonding If Temp Is Under 300°F . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Typical Grounding Stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Electrical Bonding Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
CONTROL CABLES AND PULLEYS
20-00-02
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Control Cable System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Control Cable Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Control Cable Pulley Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
WIRING
20-00-03
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Control Column Clearance Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Wiring Forward Of The Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
ELECTROSTATIC DISCHARGE SENSITIVITY
20-00-04
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Classification of Electrostatic Discharge Sensitivity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
ESDS Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal/Installation of ESDS Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Handling of ESDS Components and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Controlling Static Charge Buildup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Permanent Static Control Workstation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
20-CONTENTS
Page 1
Nov 1/12

SUBJECT PAGE
Portable Static-Control Workstation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Humidity and Dust Effects on ESDS Components and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Packaging of ESDS Components and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Marking of ESDS Components and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Storage and Transit of ESDS Components and Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
TUBING, HOSE AND FITTINGS
20-00-05
Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Tubing, Hose and Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Hose Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Tube Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Fluid Line Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Nonpositioning Type Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Pipe Thread Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Tube Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Tube Manufacturing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Conical Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
TORQUE WRENCHES
20-01-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
LEADING EDGE EROSION PROTECTION
20-04-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Leading Edge Erosion Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
BEARINGS
20-05-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Hydraulic Press Bearing Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Mechanical Press Bearing Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Bearing Housing Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
20-CONTENTS
Page 2
Nov 1/12

TABLE OF CONTENTS
SUBJECT PAGE
Bearing Installation Using Retaining Compound . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .202
Bearing Installation by Staking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .203
LOCKING DEVICES
20-07-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Self-Locking Nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Lockwire and Cotter Pin Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Taper Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Slotted, Steel Locknuts (Prevailing Torque Type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Standard And Stepped Studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Hose, Tubing and Threaded Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Lockwire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Retaining Rings (Spirolox, etc.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Taper Pins (AN386 Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
AIRPLANE FINISH CARE
20-08-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Cleaning Airplane Finishes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
During the Curing Period (One Month) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
After the Curing Period . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Environmental Fallout (Acid Rain) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Placard Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Exterior Finishes (Aluminum Surfaces) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Urethane Paints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Urethane Paint Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Paint Stripping and Cleaning Urethane Paint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Urethane Primer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Urethane Topcoats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Urethane Touch-Up Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Special Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Paint Free Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Magnesium Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Paint Removal From Magnesium Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Painting Magnesium Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
CORROSION
20-09-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
20-CONTENTS
Page 3
Nov 1/12

SUBJECT PAGE
AIRFRAME PENETRATION INSPECTION
20-10-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
CONTROL OF LIFE-LIMITED PARTS
20-15-00
Control Of Life-limited Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Determination Of Serviceability When Part Life Is Unknown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
20-CONTENTS
Page 4
Nov 1/12

CH-SE-SU PAGE DATE
20-LOEP 1 Nov 1/13
20-00-00 1 Nov 1/09
20-00-01 201 thru 215 May 1/10
20-00-02 201 thru 203 Nov 1/13
20-00-03 1 Nov 1/09
201 and 202 Nov 1/09
20-00-04 1 thru 3 Nov 1/09
201 thru 213 Nov 1/09
20-00-05 1 Nov 1/09
201 thru 214 Nov 1/13
20-01-00 201 thru 203 Nov 1/09
20-04-00 1 Nov 1/09
201 thru 203 Nov 1/09
20-05-00 201 thru 204 May 1/12
20-07-00 1 and 2 Nov 1/09
201 thru 206 Nov 1/09
20-08-00 201 thru 211 Nov 1/09
20-09-00 1 Nov 1/09
201 Nov 1/09
20-10-00 201 Nov 1/09
20-15-00 201 Nov 1/09
Page 1
20-LOEP Nov 1/13
STANDARD PRACTICES - AIRFRAME

GENERAL INFORMATION
20-00-00

00
1. GENERAL
WARNING: Any maintenance requiring the disconnection and reconnection of flight control cables,
plumbing, electrical connectors or wiring requires identification of each side of the
component being disconnected to facilitate correct reassembly. At or prior to
disassembly, components should be color coded, tagged or properly identified in a way
that it will be obvious how to correctly reconnect the components.
After reconnection of any component, remove all identification tags. Check all associated
systems for correct function prior to returning the airplane to service.
Page 1
20-00-00 Nov 1/09

20-00-01
ELECTRICAL BONDING
200200
1. PROCEDURES
A. Bonding Surface of Aluminum

A clean, smooth surface is required for bonding. The surface preparation for an electrical bond requires
the complete removal of any anodic film, grease, oil, paint, lacquer, metal finishes or other
high-resistance properties from an area slightly larger than the contact area. This will ensure negligible
radio frequency (RF) impedance between adjacent metal parts.
B. Preparation of Aluminum Surfaces to be Bonded or Grounded

(1) The mating surfaces must be smooth and contoured so that the entire mating surface areas are in
actual contact.
(2) Remove all protective films with fine sand paper or suitable solvent.
(3) Clean all surfaces with solvent (14, Table 1, Chapter 91-00-00).
(4) Shake the container of chemical conversion coating (88, Table 1, Chapter 91-00-00) vigorously
and apply the chemical conversion coating (brush-on strength) to the cleaned area with a clean
Scotch-brite, sponge or equivalent applicator. Keep the area wet with solution 3 to 5 minutes or
until a yellow color develops.
(5) Using clean water, dampen a clean cloth and gently wipe the treated area. Wipe with care as the
formed coating is very soft while wet.
(6) Allow the treated area to thoroughly air dry (1 hour maximum) prior to installation of mating parts. If
this time limit is exceeded, retouch with chemical conversion coating (88, Table 1, Chapter
91-00-00).
C. Preparation of Surface
The following information has been found satisfactory in preparation of metals for electrical mating
surfaces.
Grease, oil and other non conductive films should be removed with solvent (14, Table 1, Chapter
91-00-00).
Non soluble films should be removed by sanding and polishing with very fine garnet, silicon carbide, or
other aluminum oxide paper. Use caution so as not to remove any excessive metal. The area should be
brushed clean and wiped with solvent (14, Table 1, Chapter 91-00-00).
NOTE: No emery or iron oxide papers/cloth may be used to clean the surface.
A small area on an aluminum surface may be cleaned by using a stainless steel wire brush
with a pilot. Wipe off cleaned area with solvent (14, Table 1, Chapter 91-00-00) and a clean dry
cloth. (Ref. Figure 201).
Page 201
20-00-01 May 1/10
D. Magnesium Alloy Surface Cleaning

(1) Remove grease and oil from surface with solvent (14, Table 1, Chapter 91-00-00).
(2) Remove any paint or lacquer, from the surface with lacquer thinner.
(3) Brush area liberally with a chrome pickle solution for one minute, then rinse immediately by
brushing with clean water to remove all chemicals.
(4) Dry thoroughly.
E. Steel Surface Cleaning

When the surface is corrosion-resistant (CRES) or plated steel, clean the bonding surfaces as follows:
(1) Remove any grease and oil from the surface with solvent (14, Table 1, Chapter 91-00-00).
(2) Remove any paint or lacquer from the surface with lacquer thinner and dry thoroughly.
NOTE: Do not remove the zinc or cadmium plate from the steel surfaces.
Page 202
May 1/10 20-00-01
F. Steel Brush Cleaning of Aluminum

(1) A stainless steel wire brush with a pilot shall be used to thoroughly clean the aluminum surface
(Ref. Figure 201).
(2) Wipe off the cleaned area with a dry cloth and clean with solvent (14, Table 1, Chapter 91-00-00).
(3) Chemically treat the cleaned surface as instructed under the heading PREPARATION OF
SURFACE in this chapter.
Figure 201
Steel Brush Cleaning of Aluminum
Page 203
20-00-01 May 1/10
G. Typical Blind Ground Stud Installation

(1) The side walls of the mounting hole must be clean and free of all chemical films, grease and paint.
(Cleaning of the upper and lower surfaces are not required (Ref. Figure 202).
(2) Bond as instructed under the heading of PREPARATION OF SURFACE in this section.
Figure 202
Typical Blind Ground Stud Installation
Page 204
May 1/10 20-00-01
H. CRES Steel or Titanium Bonding If Temp Is Below 330°F

NOTE: Lock washers shall be used on all bolted bonding/ground connections. Their function is to
ensure a tight connection with plain or self-locking nuts under conditions where thermal
expansion of the fastener occurs (Ref. Figure 203).
Bolt Size: Use only a No. 6 or No. 8 screw where edge distance will not permit use of a No. 10
screw. A 3/16-inch diameter minimum should be used when possible.
Current Return: A 100-amp current return requires a 1/4-inch diameter minimum size fastener.
A 200-amp current return requires a 5/16-inch diameter minimum size fastener.
BONDING INSTRUCTIONS
(1) MS35338 lock washer may be used.
(2) MS21042L self-locking nut, MS21047L or MS21069L self-locking nut plate may be used.
(3) Location of the nut plate or the head of the bolt is optional.
(4) Clean and seal as instructed under the heading PREPARATION OF SURFACE in this section.
(5) Corrosion protect as instructed under the heading PREPARATION OF SURFACE in this section.
Page 205
20-00-01 May 1/10
SCREW OR BOLT CAD

JUMPER PLATED STEEL
ASSEMBLY
LOCK-WASHER
WASHER, STEEL
LIGHT SERIES PLATED
SELF-LOCKING NUT OR
PLATED STEEL, CRES SELF-LOCKING PLATE NUT
STEEL OR TITANIUM
SEAL AFTER INSTL.

1-1/2 DIA. CLEANED AREA
CLEAN TO BASE METAL AREA

1-1/2 DIA. OF TERMINAL
UC27B
043604AA.AI
Figure 203
CRES Steel or Titanium Bonding if Temp is Below 330°F
Page 206
May 1/10 20-00-01
I. CRES Steel or Titanium Bonding If Temp Exceeds 300°F

(3) No sealing required where the maximum temperature exceeds 600°F.
(5) Clean and seal as instructed under the heading PREPARATION OF SURFACE in this section.
Page 207
20-00-01 May 1/10
TITANIUM OR CRES STEEL

JUMPER SCREW OR BOLT
ASSEMBLY
LOCK-WASHER
WASHER, STEEL
LIGHT SERIES PLATED
SELF-LOCKING NUT OR
PLATED STEEL, CRES SELF-LOCKING PLATE NUT
STEEL OR TITANIUM
SEAL AFTER INSTL.

1-1/2 DIA. CLEANED AREA
CLEAN TO BASE METAL AREA

1-1/2 DIA. OF TERMINAL
UC27B
043605AA.AI
Figure 204
CRES Steel or Titanium Bonding if Temp Exceeds 330°F
Page 208
May 1/10 20-00-01
J. Aluminum or Magnesium Alloy Bonding If Temp Is Under 300°F

CAUTION: Do not use magnesium for an electrical current return.
(4) Clean mating surface and seal as instructed under the heading PREPARATION OF SURFACE in
this section.
Page 209
20-00-01 May 1/10
Figure 205
Aluminum or Magnesium Alloy Bonding if Temp is Under 300°F
Page 210
May 1/10 20-00-01
K. Typical Grounding Stud

(1) Bond as instructed under the heading PREPARATION OF SURFACE in this section.
Page 211
20-00-01 May 1/10
Figure 206
Typical Grounding Stud
Page 212
May 1/10 20-00-01
L. Electrical Bonding Check

When electrical components are changed or modified, the integrity of the bonding procedure can be
verified by utilizing the central grounding point. The central grounding point is located on the bottom of
the fuselage in the center just aft of the main spar and is the primary ground point for the bonding check.
The bonding check may be accomplished by using the secondary grounding points (adjacent aircraft
structure). The central grounding point is covered by a large washer attached to the airplane with a
screw. In order to gain access to the grounding point the screw and washer must be removed. After the
bonding check is complete, replace the central grounding point washer and screw. Proper bonding
procedures will result in minimal resistance readings between the replaced electrical component and
the central grounding point (Ref. Figure 207).
(1) Bonded connections should be located in a protected area and, if at all possible, near an
inspection door or in an accessible location that provides ease of replacement and inspection.
(2) Components should be bonded directly to the structure, not through other bonded parts (i.e.
plumbing, etc.).
(3) Components should be bonded to the structure with the shortest acceptable bond cable.
(4) When movable parts are involved, bonding jumpers must be installed that will not hinder the
component's movement.
(5) Bonding connections should not be compression fastened through nonmetallic materials.
(6) All bonding surfaces must be cleaned prior to bond installation.
(7) Only self-locking nuts should be used for bonding connections.
(8) RF current returns should not be made through magnesium.
(9) Solder joints cannot be used alone for bonding parts that are subject to movement or vibration.
(10) The structural integrity of the airframe must not be adversely affected by any bonding procedure.
(11) Nonmetallic inserts or dry film lube nutplates cannot be used for bonding purposes.
(12) AC and DC ground returns must be connected separately.
(13) Shielded wires should be bonded to the structure unless specifically noted to the contrary.
(14) Unless prohibited by space, multiple jumpers or dual system grounds (LH and RH systems) should
not be connected to the same ground point.
(15) There are six classes of bonding listed in MIL-B-5087. For their purposes and resistant
requirements (Ref. Table 201).
Page 213
20-00-01 May 1/10
Table 201
RESISTANCE REQUIREMENTS
Resistance
Class Purpose
(ohm)
A Antenna installations: To assure functional performance of antennas by 0.0025
minimizing RF impedance.
C Current path return: To use part of airplane structure as a current return path 0.01
(minus line).
H Shock hazard: To ground the case of the equipment in order to prevent electric 0.1
shocks upon casual contact with electric equipment.
L Lightning protection: To safely release lightning current caused when the airplane 0.01
is struck by lightning, where current flows through the airplane structure causing
heat (the path of electric resistance is at a high level), resulting in burn loss in the
fuselage and equipment.
R RF potentials: Provide low impedance to prevent radio noise from those parts 0.00
generating electromagnetic energy and those affected by radio frequency.
S Static charge: To prevent electric shocks due to the accumulation of static charge 1.0
and RF noise due to discharge.
Page 214
May 1/10 20-00-01
DETAIL A
UC27B
042944AA.AI
Figure 207
Central Ground Point
Page 215
20-00-01 May 1/10

CONTROL CABLES AND PULLEYS
20-00-02
200200
1. PROCEDURES
A. Control Cable System Inspection

WARNING: When inspecting control cables, always wear gloves to avoid injury from frayed or
broken wires.
When a control cable is removed from the airplane, the cable should be dipped in
corrosion preventive (11, Table 1, Chapter 91-00-00). Excess corrosion preventive
may be removed by wiping with a clean cloth.
NOTE: Anywhere a cable is not visible, the flight controls shall be manipulated so that 100% of all
cables can be inspected.
Inspect the control cable system as follows:
(1) Inspect the control cables for incorrect routing, fraying and twisting. Look for interference with
adjacent airplane structure, equipment, wiring, plumbing and other control cables.
(2) Monitor control cable movement for freedom, looseness and full travel.
(3) Visually inspect all swaged fittings for distortion, cracks or broken wires at the fitting.
(4) Turnbuckles should have the proper thread exposure and be correctly safety wired.
(5) Locate any control cable broken or corroded wires as follows:
(a) Inspect the control cables near fairlead pulleys by passing a cloth along the length of the
cable. If a snag is found, closely examine the cable to determine the extent of the damage.
(b) Any suspect cable should be removed and placed in a loop position and checked for
additional broken wires.
Page 201
20-00-02 Nov 1/13
Figure 201
Typical Control Cable With Broken Wires
NOTE: Individual broken wires are acceptable in primary and secondary control cables at
random locations when there are no more than three broken wires on any given
three foot cable segment.
(c) Inspect the control cables with broken wires for evidence of corrosion. If necessary, remove
the control cable, form it into a loop, and check the center strand for corrosion. Replace any
control cable that shows evidence of corrosion.
NOTE: The interior of all turnbuckles should be coated or filled with grease (23, Table 1,
Chapter 91-00-00) for corrosion protection.
B. Control Cable Storage

Control cables should be stored straight or in a coil. When stored in coil form, the coil inside diameter
should not be less than 150 times the control cable diameter, or bent in a radius of not less than 75
times the control cable diameter. Coils should not be flattened, twisted or folded during storage. Storage
requirements should apply until the control cable is installed in its normal position in the airplane. If only
a part of the control cable is installed in an assembly, control cable storage requirements apply to the
uninstalled portion of the control cable.
C. Control Cable Pulley Inspection

Inspect all control cable pulleys as follows:
NOTE: Control cable pulleys are installed along the control cables where a change of direction is
needed.
(1) Inspect all control cable pulleys for roughness, sharp edges and the presence of foreign material
embedded in the grooves (Ref. Figure 202).
(2) Inspect all control cable pulley bearings for smooth rotation, freedom from flat spots and foreign
material.
(3) Inspect all control cable pulleys for proper alignment.
Page 202
Nov 1/13 20-00-02
(4) Inspect the control cable pulley brackets and guards for damage, misalignment and looseness.
(5) Control cable pulleys which turn for a short distance must be rotated periodically to provide a new
bearing surface for the control cable.
Figure 202
Control Cable Pulley Wear Patterns
Page 203
20-00-02 Nov 1/13

WIRING
20-00-03

00
1. GENERAL
Information for inspection of the electrical wiring and criteria for repair or replacement of the electrical wiring is
contained in AC 43.13-1B or subsequent. Any questions should be addressed to Hawker Beechcraft
Technical Support at 1-800-429-5372 or 316-676-3140.
Page 1
20-00-03 Nov 1/09

WIRING
200200
1. CONTROL COLUMN CLEARANCE INSPECTION
A. Wiring Forward Of The Instrument Panel

(1) Gain access to the area forward of the instrument panel on either the pilot’s or copilot’s side.
(2) Inspect the area forward of the instrument panel to assure that no electrical/avionics wiring, wire
bundles, air ducting, plumbing (both hard and soft lines), etc., are not touching or can come in
contact with any part of the flight control mechanisms.
(3) One mechanic should be positioned to inspect the area forward of the instrument panel while
another mechanic moves the control column.
(4) Slowly move the pilot (3) or copilot (1) control wheel aft and forward to move the elevator system
through the full range of travel while this inspection is being performed (Ref. Figure 201).
(a) Observe the chain and cable (5) of the control column and check for clearance.
(b) Observe the top of the control column vertical tube (2) and check for clearance.
(c) Observe the bob weight (4) and check for clearance.
(5) Continue to move the control wheel and aft and forward and turn the control wheel to move the
aileron system through the full range of travel while this inspection is being performed.
(6) Any item that comes in contact with the control mechanisms forward of the instrument panel shall
be secured clear of the mechanism.
(7) Repeat Steps (1) thru (6) for the opposite side of the flight compartment.
Page 201
20-00-03 Nov 1/09
A
4
B
2
DETAIL A
1. COPILOT'S CONTROL WHEEL

2. CONTROL COLUMN VERTICAL TUBE
3. PILOT'S CONTROL WHEEL
4. BOB WEIGHT
5. CHAIN AND CABLE
DETAIL B
UC20B
061334AA.AI
Figure 201
Control Column Travel
Page 202
Nov 1/09 20-00-03

20-00-04

00
1. GENERAL
Some types of electronic components are easily damaged by electrostatic discharge (ESD), and require
special handling and storage procedures. ESD is a release of stored electrostatic charge which has been
generated by actions such as contact, rubbing, or separating of materials. A charge of this type can damage
electrical and electronic equipment installed in the airplane. In some instances, the damage may not be
immediate, but progressive. Components and items of equipment that can be damaged by electrostatic
discharge are considered to be electrostatic discharge sensitive (ESDS). Electronic components that are
considered to be electrostatic discharge sensitive include integrated circuits, transistors and diodes,
monolithic and hybrid microelectronics, MOS capacitors, thin film resistors, and piezoelectric crystals. Any
circuit or piece of equipment containing ESDS components is subject to ESD damage if certain handling
precautions are not observed.
Personnel who remove, inspect, test or install instruments and equipment containing ESDS components
must be aware of the possibility of ESD damage, and should handle ESDS components in accordance with
procedures covered in this chapter. Proper procedures and policies for the handling of ESDS components
and equipment should be adhered to for the following reasons:
• Control of ESD damage, from time of component manufacture to time of actual installation, must
be verifiable and must be maintained by use of established industry standards.
• Established policy dictates that all personnel follow certain procedures to prevent damage to
ESDS components and equipment.
• Personnel in interacting areas of responsibility must be aware of their obligation to maintain proper
ESD-controlled environments.
.
Table 1
MATERIAL POLARITY
MATERIALS CHARGE (Relative MATERIALS CHARGE (Relative
Magnitude and Polarity) Magnitude and Polarity)
Air Positive Sealing Wax Negative
Human hands Positive Hard Rubber Negative
Asbestos Positive Nickel, Copper Negative
Rabbit fur Positive Brass, Silver Negative
Glass Positive Gold, Platinum Negative
Mica Positive Sulfur Negative
Human hair Positive Acetate, Rayon Negative
Nylon Positive Polyester Negative
Wool Positive Celluloid Negative
Fur Positive Orlon Negative
Page 1
20-00-04 Nov 1/09
Table 1
MATERIAL POLARITY (Continued)
MATERIALS CHARGE (Relative MATERIALS CHARGE (Relative
Magnitude and Polarity) Magnitude and Polarity)
Lead Positive Saran Negative
Silk Positive Polyurethane Negative
Aluminum Positive Polyethylene Negative
Paper Positive Polypropylene Negative
Cotton Positive PVC (Vinyl) Negative
Steel Neutral KRL-F (CTFE) Negative
Wood Negative SILICON Negative
Amber Negative TEFLON Negative
Table 1 lists several materials and the associated electrostatic charge polarity and magnitude for each.
Materials at the top of the list are capable of producing the greatest amount of positive electrostatic charge,
while materials at the bottom of the list are capable of producing a similar negative electrostatic charge. Items
of dissimilar polarity provide the greatest potential for electrostatic discharge. Numeric values have not been
assigned to the listed materials, as static charge levels are not constant, and will vary with ambient
conditions. A greater possibility of ESD exists when the positions of listed items in Table 1 are farther apart.
For example, an individual using his/her hands to pick up a PVC pipe has more potential for producing ESD
than does an aluminum part contacting a steel part.
Table 2 identifies some typical electrostatic charge levels and the actions that can produce the electrostatic
charge.
Table 2
TYPICAL ELECTROSTATIC VOLTAGES
Actions of persons MOST COMMON READING HIGHEST READING
(VOLTS) (VOLTS)
Walking across carpet 12,000 39,000
Walking across vinyl tile floor 4,000 13,000
Seated in polyurethane foam chair 1,800 18,000
Picking up poly bag 1,500 20,000
Inserting paperwork into vinyl envelopes 800 7,000
This data based on an ambient relative humidity of 15 to 36 percent.
Page 2
Nov 1/09 20-00-04
2. CLASSIFICATION OF ELECTROSTATIC DISCHARGE SENSITIVITY

Three levels of sensitivity classification are established for electrostatic discharge sensitivity devices.
Classification is used to aid the manufacturer or supplier in providing packaging and handling requirements
that protect the ESD sensitive item, device or component through all phases of handling and packaging of the
device during its service life. The three classes of ESD sensitivity are as follows:
Class 1 - Sensitivity range is from 0 to 1,999 volts.
Class 2 - Sensitivity range is from 2,000 to 3,999 volts.
Class 3 - Sensitivity range is from 4,000 to 15,999 volts.
Page 3
20-00-04 Nov 1/09

200200
1. ESDS EQUIPMENT
A. Removal/Installation of ESDS Equipment

Observe the following procedures when removing or installing ESDS equipment:
CAUTION: Tools with plastic or insulated handles should not be used around ESDS devices. These
tools can carry a static charge which does not readily discharge during the grounding
process. Insulated tools should be used only during power-on testing of aircraft systems to
prevent electrical shock to maintenance personnel performing the tests.
Some circuit board assemblies may be protected by plastic covers. These covers can store
an electrostatic charge. Use a static control work station to neutralize any electrostatic
charge on the covers before touching a printed circuit board. Store the covers a safe
distance from the work area.
(1) When using test equipment, discharge all test leads to the ground prior to connection to the ESDS
circuit under test.
(2) Use a portable static control work station when removing ESDS circuit boards from card cages
and enclosures at the airplane.
(3) Place removed ESDS equipment on the static dissipative surface of the work station before
opening the static shielding container holding the replacement ESDS equipment.
(4) Just prior to engaging a cable connector with its mating receptacle, touch the connector shell to
the receptacle shell to neutralize any electrostatic charge on the connector or the installer’s body.
(5) Maintain protective coverings on stored ESDS equipment.
B. Handling of ESDS Components and Equipment

All personnel handling ESDS components and equipment should receive instruction in the proper
handling of such items. Observe the following handling rules to prevent damage to ESDS components
and equipment:
(1) Keep ESDS components and equipment inside ESD protective packaging until opened at a static
control work station.
(2) Before unsealing ESD protective packages, place the packages on the work surface of a static
control work station.
(3) Do not use pressure air nozzles to remove dust from ESDS printed circuit boards. Rapid
movement of air, combined with airborne dust particles, can create an electrostatic charge that will
destroy ESDS components.
(4) Always wear a grounding wrist strap when opening any ESD protective package.
(5) Avoid touching circuit components or connector pins when handling ESDS components or
equipment.
Page 201
20-00-04 Nov 1/09
(6) Never place any ESDS component, before or after assembly, on a nonconductive surface or in a
container not specifically designed for storage of ESDS devices.
(7) Protect ESDS components and equipment with protective containers, conductive caps, and/or
pin-shorting devices.
(8) Store and transport ESDS components and equipment in ESD protective containers. Seal all
protective containers with an ESD warning label prior to shipment.
(9) Place all loose ESDS components and equipment into ESD protective containers BEFORE
removing a grounding wrist strap.
(10) Keep the work station free of any material not required to accomplish the assigned task.
(11) Follow established ESD protection rules and procedures.
(12) Always use a static control work station, either permanent or portable, when removing ESDS
components and equipment from protective packaging.
(13) Use only grounded, electrically isolated, and temperature controlled soldering irons that have been
rated for use with ESDS components and equipment. Use only hand tools that have conductive or
static dissipative handles or grips. Test equipment, such as scopes and meters, must be rated for
use around ESDS components and equipment.
(14) Avoid exposing ESDS components and equipment to large electromagnetic or electrostatic fields
such as transformers or transmitting antennas.
C. Controlling Static Charge Buildup

Four basic techniques are employed in ESD control. These are:
(1) MINIMIZE THE CHARGE BUILDUP - Minimize electrostatic charge buildup by using conductive or
static dissipative flooring and static-dissipative work surfaces. Wear leather shoes, cotton socks,
and a grounding ankle strap to dissipate body charge buildup. Wear cotton clothing instead of wool
or synthetics. Use an ionized air blower to dissipate charges from nonconductive items.
(2) DRAIN OFF THE CHARGE TO GROUND - The human body is a good electrical conductor and for
that reason electrostatic charges on the body can be dissipated by skin contact with a grounding
device such as a wrist or ankle strap. Always wear a grounding wrist strap when opening ESD
containers or handling exposed ESDS components and equipment.
(3) NEUTRALIZE THE CHARGE - Nonconductors, such as polystyrene coffee cups, plastic bags, and
some clothing develop electrostatic charges that cannot be neutralized by grounding. Ionized air
flow will neutralize an electrostatic charge on a nonconductor as long as the ionized air blower
puts out both positive and negative ions.
(4) MINIMIZE THE EFFECTS OF ELECTROSTATIC FIELDS - The immediate environment

surrounding ESDS components and equipment must be free of electrostatic fields or must have
suitable static shielding to minimize induced effects from electrostatic fields.
D. Permanent Static Control Workstation

A static control work station provides for static-free handling of ESDS components and equipment by
diverting, to ground, electrostatic charges on conductive objects (Ref. Figure 201).
Page 202
Nov 1/09 20-00-04
A permanent static control work station consists of the following items:

CAUTION: Never wear a grounding wrist strap over clothing. The strap must be in contact with the
wearer’s skin to adequately dissipate any electrostatic charge. Under certain conditions,
personnel using a grounding wrist strap may need to use a lotion-type skin moisture
enhancer to provide a low-resistance connection between the wrist and the wrist strap.
(1) GROUNDING WRIST STRAP - Each person that handles ESDS components and equipment
must wear a grounding wrist strap to dissipate bodily electrostatic charges. The wrist strap must fit
firm against the skin and release quickly in case of an emergency. The wrist strap incorporates a
1-megohm current-limiting resistor, in series with the ground cord, to protect the wearer from
electrical shock hazards.
(2) STATIC-DISSIPATIVE WORK SURFACE - Conductive mats on the work bench surface are
designed to remove electrostatic charges from conductive items placed on the mat.
(3) CONDUCTIVE FLOORING - Conductive flooring is used when additional control of ESD is
required. To maintain total control over ESD, use conductive chairs, a grounding heel strap, and
conductive shoes. Conductive flooring in ESD control areas must be free of all wax or other
nonconductive coatings.
(4) HARD GROUND CONNECTION - Grounding of the static control work station is accomplished
through one or more copper ground rods driven into moist earth to a depth sufficient to provide a
low resistance path from the work station to ground. All work station connections to ground are
made through a one megohm resistor to protect work station personnel from electrical shock
hazards by limiting current flow to ground.
NOTE: Check building grounds to ensure that there is no current looping from other nearby
grounds.
Ensure that the source of current is external and not static.
(5) IONIZED AIR BLOWER - The ionized air blower provides a constant flow of positive and negative
ions over the work station surface to neutralize electrostatic charges on nonconductive materials in
the air flow path. The use of an ionized air blower, in combination with a static control work station,
provides additional protection for ESDS components and equipment. Since it is not always
possible to eliminate all static charge accumulators (Styrofoam, plastic, etc.) from a work area, the
ionized air blower is used to provide additional protection by flooding the work area with balanced
negative/positive ionized air. Static charge accumulators should always be kept away from
static-free areas, but inadvertent static is difficult to control, especially when developed by such
common items as clothing, footwear, combs, and pens. An ionized air blower will help control
some of this inadvertent buildup.
(6) STATIC DISSIPATIVE SEATING - Chairs used at ESD protected work stations must be
conductive, and if padded, must be covered with static dissipative material.
(7) CONDUCTIVE CONTAINERS - ESDS devices must be transported in approved containers to

prevent ESD damage. These special containers are made of metal or special conductive plastic.
Before static-sensitive components and equipment are removed from a static control work station,
they must be packaged in containers that provide at least as much protection as that provided by
the work station. Conductive boxes, kit trays, and similar types of approved containers provide
complete ESD protection to ESDS components and equipment while in transit.
Page 203
20-00-04 Nov 1/09
(8) GROUNDING HEEL STRAP - A grounding heel strap can provide additional ESD protection. The
heel strap makes contact with the wearer’s skin at the ankle, and extends to the bottom of
footwear to make contact with a conductive mat or conductive flooring. The grounding heel strap
can be used in combination with a grounding wrist strap to provide maximum ESD protection.
(9) ANTISTATIC/CONDUCTIVE CLOTHING - Many types of clothing generate electrostatic charges.

To remove some of this buildup, work station personnel should wear outer garments that help
dissipate electrostatic charges. Cotton ranks among the best fabrics for antistatic protection. Do
not wear synthetic or wool fabrics around ESDS devices, as these fabrics retain electrostatic
charges.
Page 204
Nov 1/09 20-00-04
Figure 201
Permanent Static Control Work Station
Page 205
20-00-04 Nov 1/09
E. Portable Static-Control Workstation

A portable static control work station provides for static-free handling of ESDS components and
equipment during maintenance operations at the airplane. The typical portable work station is available
as a field service kit that is used to dissipate electrostatic charges before the charges can damage
ESDS components and equipment (Ref. Figure 202).
A typical portable static control work station consists of the following items:
(1) GROUNDING WRIST STRAP - Each person who handles ESDS components and equipment
must wear a grounding wrist strap to dissipate bodily electrostatic charges. The wrist strap must fit
firm against the skin and should release quickly in case of emergency. The wrist strap incorporates
a 1-megohm current-limiting resistor, in series with the ground cord, to protect the wearer from
electrical shock hazards.
(2) STATIC-DISSIPATIVE WORK SURFACE - A conductive mat is an integral part of the portable
work station, and is designed to remove electrostatic charges from conductive items when those
items contact the mat.
(3) HARD GROUND CONNECTION - Ground the portable work station to the airframe or to a
common ground as shown. All portable work station connections to ground are made through
1-megohm current-limiting resistors to protect maintenance personnel from electrical shock
hazards.
Page 206
Nov 1/09 20-00-04
Figure 202
Portable Static Control Work Station
Page 207
20-00-04 Nov 1/09
F. Humidity and Dust Effects on ESDS Components and Equipment

Humidity is a factor in the control of ESD. The lower the humidity, the greater the chance of damage to
ESDS components and equipment. Humidity at the work station should be maintained between 30 and
65 percent.
Repair of ESDS circuit boards, including replacement of ESDS components, should be performed in a
dust-free environment.
G. Packaging of ESDS Components and Equipment

All ESDS components and equipment require special ESD protective packaging. Seal all ESDS
packages with an appropriate cautionary label as shown (Ref. Figures 203, 204, 205, 206, 207 and
208).
CAUTION: Do not use clips or staples when sealing any ESDS package. Do not use carbon-filled,
conductive bags. Remove ESDS components and equipment from protective,
static-shielded containers only at a static-control work station after attaching a grounding
wrist strip and verifying that ESD producing items are not on the static-dissipative work
surface.
ESD protective packaging requirements, unless otherwise defined by specification, shall conform to the
following:
• Class 1 - Package in multi-layer conductive type bags consisting of an inner and outer layer
of antistatic (surface resistivity of 109 to 1014 ohms per square inch) or static dissipative
(surface resistivity of 105 to 109 ohms per square inch) material with a middle layer of
conductive material (surface resistivity of 10 ohms or less).
• Class 2 - Package in a static dissipative material possessing a surface resistivity of 105 to
109 ohms per square inch. Materials specified for Class 1 may also be used.
• Class 3 - Package in an antistatic material possessing a surface resistivity of 109 to 1014
ohms per square inch.
Place all ESDS devices in approved static shielding containers before packing in shipper’s normal
exterior containers. Use antistatic cushioning or fill materials. Do not use static generating materials,
such as polyethylene, Styrofoam, or paper.
Antistatic packaging is generally pink or blue in color. The material differs from common plastic in that
an antistatic compound is incorporated into the material during the manufacturing process. This type of
packaging DOES NOT provide static shielding, and is generally used to package instruction sheets,
data sheets, and other non-ESDS materials prior to introduction into a static-free environment. All
non-ESDS items, that are to enter an ESD work station, require repackaging in antistatic materials.
Conductive static-shielding packaging differs from antistatic packaging, in that it has the ability to shield
the devices, contained within from external static charges. Conductive static-shielding packaging is
available in the form of bags and rigid containers.
Page 208
Nov 1/09 20-00-04
Figure 203
Equipment Enclosure Cautionary Placards
Figure 204
ESDS Drawing Note
Page 209
20-00-04 Nov 1/09
H. Marking of ESDS Components and Equipment

All ESDS components and equipment should be marked appropriately with an ESDS symbol as shown
(Ref. Figure 205).
NOTE: ESDS symbols (circle with arrows pointing into the circle from equidistant positions or a hand
inside of a triangle with an angling bar across the triangle) are yellow on a black background or
black on a yellow background.
Mark unit containers with the ESDS caution label on the outside of the package. Mark exterior
containers with an ESD caution label as shown (Ref. Figure 208). Apply marks directly to each ESDS
printed circuit board, assembly cover, equipment enclosure, or access door that would expose ESDS
devices if removed. Mark appropriately using decal transfer, stencil, silk screen, or any other method
meeting permanent legibility requirements.
Display ESDS symbols in a prominent package location to alert all personnel to the presence of ESDS
devices and equipment. The ESDS symbol should be at least 1/4 inch in diameter. ESDS symbols that
are attached to circuit boards should contrast with the circuit board base color. Enclosures that contain
ESDS circuit boards should be identified by bright orange paint on the outer face of the enclosure.
I. Storage and Transit of ESDS Components and Equipment

CAUTION: Never use ordinary plastic containers or packing materials when transporting ESDS
components or equipment.
When preparing ESDS devices for shipment, ensure all assemblies and equipment have been
protected against ESD through appropriate handling at static-controlled work stations.
ESDS packages, which have been properly enclosed in protective packages, require proper storage
and transfer in conductive static-dissipative, or static-free containers. Shipping information and other
instructions, accompanying ESD-protected packages, shall be contained in anti-static materials. ESDS
components, that are received in damaged or opened packing containers, are not acceptable, and
should be returned for replacement.
Page 210
Nov 1/09 20-00-04
Figure 205
ESD Symbols
Page 211
20-00-04 Nov 1/09
Figure 206
ESDS Unit Container Notice
Figure 207
Protective Container Notice
Page 212
Nov 1/09 20-00-04
Figure 208
In-House Storage Container Label
Page 213
20-00-04 Nov 1/09

20-00-05

00
1. GENERAL
NOTE: Refer to Chapter 29 of the Model 1900 Airliner Series Component Maintenance Manual for
procedures to install Cryofit fittings for tubing repair.
This chapter contains information to remove, maintain and install hose and tube assemblies and fittings.
Although all hoses and tubes may not be specifically identified herein, the basic maintenance practices
normally apply. Any handling and installation of individual system hoses, tubes and fittings is identified in the
appropriate system chapter.
The majority of tube assemblies used in the airplane are aluminum machine or steel machine formed tubing
assemblies.
Hoses are used in areas of the airplane where a flexible line is more suitable for installations and freedom of
movement is necessary.
Page 1
20-00-05 Nov 1/09

20-00-05
200200
1. GENERAL
Observe all WARNINGS, CAUTIONS and NOTES throughout this maintenance manual when performing
maintenance, repair or servicing on any fluid or pneumatic operated system.
WARNING: Never perform maintenance on tubing, hoses or fittings while the system is under
pressure. Verify that systems which operate using fluids or pneumatics under pressure
are fully depressurized before opening or disconnecting a tubing assembly or hose.
procedures to install Cryofit or Permaswage fittings.
A. Practices
The following list of maintenance practices is provided as an aid for handling, removal, installation and
repairing of tubing and hoses.
(1) Cap or plug all disconnected tubing and hose assembles and fittings immediately to prevent
contamination of the system.
(2) Visually check for cleanliness, evidence of contamination and obstructions prior to recondition of
tube or hose assemblies.
(3) Any hose and tube assemblies that did not have protective covers installed must be cleaned and
checked for obstruction prior to installation.
(4) When connecting tube assemblies, do not force the tube assembly to the installed position. If a
mismatch between the male and female fittings should result, check for allowable mismatch
(Ref. Figure 201).
(5) Never stretch a hose to make a connection.
(6) The hose material must be compatible with the applicable system fluids. Substitution of a hose
material that is not compatible with the system fluid will contaminate the system.
2. TUBE AND HOSE ASSEMBLIES
A. Removal
(1) Relieve all system pressure.
CAUTION: Failure to use a back-up wrench when loosening or tightening hoses and tubing to
fittings may damage the hoses, tubing and fittings.
(2) Disconnect both ends of the hose or tube assembly and immediately cap or plug the tube or hose
ends and fittings.
(3) Remove all clamps securing the hose or tube assembly.
(4) Remove the tube or hose assembly and tag identify both ends to aid in reinstallation.
Page 201
20-00-05 Nov 1/13
B. Hose Assembly Installation

NOTE: If a new hose assembly is to be installed, the hose assembly must be clean, the correct length,
clear of obstructions and made of material compatible with the system fluid.
(1) Observe the maintenance practices outlined under the heading TUBE AND HOSE ASSEMBLIES
AND FITTINGS - MAINTENANCE PRACTICES in this section.
(2) Connect the b-nuts of the hose assembly to the proper fittings.
CAUTION: Failure to use a back-up wrench when loosening or tightening hoses to fittings may
damage the hoses and fittings.
(3) Torque the b-nuts to the fittings using the torque specified in Table 201.
(4) After torquing the b-nuts, inspect the hose to ensure that the hose is not under tension and that no
indication of twisting is present.
(5) Inspect the hose for proper length.
(6) Inspect the hose for freedom to expand and contract.
(7) Inspect the hose for clearance to all structure. If inadequate clearance exists between the hose
and structure, protection must be provided for the hose to prevent damage from chafing.
C. Tube Installation
NOTE: If a new tube assembly is to be installed, the tube assembly must be clean, the correct length,
clear of obstructions and manufactured of the correct material.
(1) Observe the maintenance practices outlined under the heading TUBING, HOSE AND FITTINGS -
MAINTENANCE PRACTICES in this section.
(2) Inspect the tube for damage, particularly at tube ends, fittings and bends. Damaged tube
assemblies should be replaced or repaired.
(3) Make certain that the fittings are properly installed before connection of the tube assembly.
(4) Check alignment and fit of the tube assembly as follows before installation:
(a) Place the tube assembly in the proper position and tighten one coupling nut at one end of the
tube assembly.
(b) The opposite end of the tube must be within two degrees of parallel with the fitting
(Ref. Figure 201).
(c) The free tubing end must be aligned within 1/32 inch of the fitting per every 10 inches of tube
length (Ref. Figure 201).
CAUTION: Failure to use a back-up wrench when loosening or tightening tubing to fittings may
damage the tubing and fittings.
(5) Install the tube assembly on the fittings and tighten the b-nuts to the torque values specified in
Table 201.
Page 202
Nov 1/13 20-00-05
(6) If necessary, apply the proper anti-seize compound to fittings. Any time a high temperature (bleed
air) stainless-to-stainless threaded attach point is disconnected, apply lubricant (69, Table 1,
Chapter 91-00-00) or equivalent prior to connecting.
Table 201
Flared Fitting Torque Table (Inch-Pounds)
Hose Tubing Aluminum Steel Tubing Aluminum Steel Oxygen Hose End
Size O.D. Tubing Flare Tubing Tubing Line Fitting
(Inches) Flare Min. Max. Flareless Flareless Fitting Min. Max.
Min. Max. Min. Max. Min. Max. (Aluminum)
Min. Max.
-3 3/16 --- --- 90 to 100 75 to 90 90 to 100 --- --- 70 to 100
-4 1/4 40 to 65 135 to 150 80 to 100 135 to 150 --- --- 70 to 120
-5 5/16 60 to 80 180 to 200 100 to 130 180 to 200 100 125 85 to 180
-6 3/8 75 to 125 270 to 300 100 to 130 270 to 300 --- --- 100 to 250
-8 1/2 150 to 250 450 to 500 200 to 240 450 to 500 --- --- 210 to 420
-10 5/8 200 to 350 700 to 800 360 to 400 700 to 800 --- --- 300 to 480
-12 3/4 300 to 500 900 to 1150 390 to 430 900 to 1150 --- --- 500 to 850
-16 1 500 to 700 1200 to 1400 600 to 900 1200 to 1400 --- --- 700 to 1150
-20 1 1/4 600 to 900 1300 to 1450 600 to 900 1300 to 1450 --- --- --- ---
-24 1 1/2 600 to 900 1350 to 1500 600 to 900 1350 to 1500 --- --- --- ---
3. FLUID LINE FITTING
A. Installation
(1) Lubricate the male threads of the fitting, backup ring and packing sparingly with the system fluid or
petrolatum (76, Table 1, Chapter 91-00-00).
(2) Install the nut (AN6289) on the fitting until the nut is clear of the thread relief.
(3) Install the teflon backup ring in the counterbore of the nut.
(4) Install the packing on the thread relief.
NOTE: The packing must be compatible with the system fluid.
(5) Turn the nut down until the packing is pushed firmly against the lower threaded section of the
fitting.
(6) Install the fitting into the boss with the nut turning with the fitting until the packing contacts the
boss.
NOTE: This point can be detected by a sudden increase in torque.
(7) Holding the nut with a wrench to prevent it from turning, rotate the fitting in an additional 1 1/2
turns. Position the fitting in the proper direction by turning in no more than one additional turn.
Page 203
20-00-05 Nov 1/13
(8) Holding the fitting, turn the nut down tightly against the boss. Slight extrusion of the ring around the
backup ring is acceptable.
Figure 201
Tubing Installation Mismatch
4. NONPOSITIONING TYPE FITTING
A. Installation
(1) Lubricate the packing with the system fluid or petrolatum (76, Table 1, Chapter 91-00-00).
(2) Install the packing in the fitting thread relief.
(3) Thread the fitting into the boss until it bottoms tightly on the boss.
(4) Tighten the fitting to the specified torque value.
5. PIPE THREAD FITTING
A. Installation
Install pipe fittings as follows:
(1) Apply teflon tape to the threads as follows:
(a) Start tape at or close to narrow end of threads.
(b) Wrap the tape around the fitting in the direction of the threads. Wrap clockwise for right hand
threaded fittings. Wrap counterclockwise for left hand threaded fittings.
Page 204
Nov 1/13 20-00-05
(c) Apply tension to the tape to conform the tape to the shape of the threads.
(d) The tape should overlap the previous wrap of tape up to one-half inch to seal pipe thread
fittings up to two inches in diameter.
(2) Thread the fitting into the boss and tighten until it bottoms tightly on the boss.
6. TUBE DAMAGE
A. Limits
NOTE: Nicks and scratches not exceeding the following limitations may be repaired by polishing out
the damaged area, using fine grade of emery cloth and oil. Finish polishing with crocus cloth
and oil. Flush and clean all grit from line assembly.
(1) Replace steel tubes which have nicks or scratches deeper than 10 percent of tubing wall
thickness.
(2) Replace any aluminum tube which has nicks or scratches deeper than 20 percent of the tube wall
thickness.
(3) Replace any tubes which have dents deeper than 5 percent of the tube outside diameter.
7. TUBE MANUFACTURING
A new tube must be manufactured from the correct material (Ref. Table 203) and to the specific application
for which it is to be used. Before cutting the tube to length, make sure it is long enough to make all bends and
any forming that must be made at the ends. Prepare the tubing ends to match the connecting fittings. All
bends must be made with an appropriate bending tool and to the limits specified (Ref. Figure 202 and Table
202).
TUBE OUTSIDE
DIAMETER (O.D.)
TUBE BEND RADIUS IS MEASURED

CENTERLINE TO TUBE CENTERLINE
TUBE INSIDE
DIAMETER (I.D.)
UC20B
022678AA.AI
Figure 202
Tube Bending
Page 205
20-00-05 Nov 1/13
Table 202
TUBING BENDING LIMITS
RECOMMENDED BEND ADDITIONAL BEND
RADII RADII
TUBE OUTSIDE
DIAMETER (D) 3D 4D 6D
INCH MILLIMETER INCH MILLIMETER INCH MILLIMETER INCH MILLIMETER
1/8 3.175 0.375 9.525 0.500 12.700 0.750 19.050
3/16 4.762 0.563 14.286 0.750 19.048 1.125 28.572
1/4 6.350 0.750 19.050 1.000 25.400 1.5 38.100
5/16 7.937 0.938 23.811 1.250 31.748 1.875 47.622
3/8 9.525 1.125 28.575 1.500 38.100 2.250 57.150
7/16 11.112 1.312 33.336 1.750 44.448 2.625 66.672
1/2 12.700 1.500 38.100 2.000 50.800 3.000 76.200
5/8 15.875 1.875 47.625 2.500 63.500 3.750 95.250
3/4 19.050 2.250 57.150 3.000 76.200 4.500 114.300
7/8 22.225 2.625 66.675 3.500 88.900 5.250 133.350
1 25.400 3.000 76.200 4.000 101.600 6.000 152.400
1 1/8 28.575 3.375 85.725 4.500 114.300 6.750 171.450
1 1/4 31.750 3.750 95.250 5.000 127.000 7.500 190.500
1 3/8 34.925 4.125 104.775 5.500 139.700 8.250 209.550
1 1/2 38.100 4.500 114.300 6.000 152.400 9.000 228.600
1 5/8 41.275 4.875 123.825 6.500 165.100 9.750 247.650
1 3/4 44.450 5.250 133.350 7.000 177.800 10.500 266.700
1 7/8 47.625 5.625 142.875 7.500 189.500 11.250 285.750
2 50.800 6.000 152.400 8.000 203.200 12.000 304.800
2 1/4 57.150 6.750 171.450 9.000 228.600 13.500 342.900
2 1/2 63.500 7.500 190.500 10.000 254.000 15.000 381.000
3 76.200 9.000 228.600 12.000 304.800 18.000 457.200
Page 206
Nov 1/13 20-00-05
Table 203
COMMON TUBING
PART NUMBER DIMENSIONS MATERIAL SPECIFICATION
102-540026-3 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-580134-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-580020-1 3/8 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580021-1 3/8 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580023-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580024-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580025-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580032-1 1/2 O.D. X 0.035 SEAMLESS CRES TUBE TYPE 1 MIL-T-6845
114-580041-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580049-1 1/2 O.D. X 0.035 6061-T6 ALUM TUBE MIL-T-7081
114-580050-1 3/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-580053-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-580054-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-580055-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-580056-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-580057-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-580058-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-580059-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
Page 207
20-00-05 Nov 1/13
Table 203
COMMON TUBING (Continued)
114-580060-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-580089-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580093-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580101-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580102-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580113-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580114-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580135-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-580155-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580156-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580203-1 3/8 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580204-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580220-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580252-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
114-580281-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-580303-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970026-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970026-3 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970031-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970033-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970035-1 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970036-1 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970037-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970042-1 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970043-1 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970044-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
Page 208
Nov 1/13 20-00-05
Table 203
114-970045-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970049-1 1/2 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970053-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970054-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970062-3 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970071-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970085-1 1/2 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970086-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970092-1 1/2 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970096-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4 ANNEALED
114-970105-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970107-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
114-970109-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
117-970051-1 3/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-10 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-100 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-101 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-102 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-103 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-105 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-13 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-14 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-15 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-16 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-19 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-20 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-21 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-22 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-23 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-27 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-29 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
Page 209
20-00-05 Nov 1/13
Table 203
118-920000-3 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-31 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-33 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-35 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-5 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-53 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-55 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-56 1/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-6 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-71 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-72 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-75 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-89 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-9 3/4 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-91 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-93 1/2 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-95 1/2 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-97 1/2 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-98 1/2 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
118-920000-99 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
129-580055-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS-4071
129-580056-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS-4071
129-580061-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
129-580062-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS 4071
129-580075-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS-4071
129-580076-1 1/4 O.D. X 0.035 5052-0 ALUM TUBE AMS-4071
129-970000-5 1/4 I.D. SYN RUBBER HOSE MIL-H-5593-4
Page 210
Nov 1/13 20-00-05
Table 203
129-970031-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
129-970032-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
129-970033-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
129-970034-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
129-970035-5 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
129-970035-7 1/2 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
129-970036-5 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
129-970036-7 1/2 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
129-970040-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
129-970047-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
129-970048-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
129-970051-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
129-970052-1 5/8 O.D. X 0.035 5052-0 ALUM TUBE WW-T-700/4
131066-2-0030 1/4 I.D. X 3/8 O.D. TYGON TUBE TYPE 4040
131066-2-0075 1/4 I.D. X 3/8 O.D. TYGON TUBE TYPE F-4040
Page 211
20-00-05 Nov 1/13
8. CONICAL SEAL
A. Installation
NOTE: Conical seals are used for in-service repair of minor leaks providing the tube end and
matching cone are in good condition.
Seals can also be used for permanent repairs but must be replaced if the tube end and
cone are damaged for any reason.
The seal must be made of the same material as the tube it’s being used on.
(1) Install conical seal (2) into flare (3) of tubing (5) or onto fitting (1) (Ref. Figure 203).
CAUTION: Failure to use a back-up wrench when loosening or tightening tubing to fittings may
damage the tubing and fittings.
(2) Install tube (5) to fitting (1) and torque b-nut (4) (Ref. Table 204).
Figure 203
Conical Seal Installation
Page 212
Nov 1/13 20-00-05
AP50 A 12 L S
OPTIONAL FINISH CODE

'S' INDICATES SILVER PLATING
OPTIONAL CLEANING CODE

'L' INDICATES PARTS REQUIRED
LOX-CLEANED
DASH NO. PER TUBE SIZE

'12' = 3/4 IN.
MATERIAL CODE
'A' = ALUMINUM ALLOY
BASIC PART NUMBER
UC20B
102151AA.AI
Figure 204
Conical Seal Part Number Breakdown
Table 204
Recommended Torque Values for Conical Seals
Tubing Seal All Alum. All Alum. All CRES All CRES All CRES Alum. CRES Alum.
O.D. Dash System 6061-T6 and Steel and Steel and Steel B-Nut and Steel B-Nut
No. Except System System System System and B-Nut Stainless
6061-T6 Sleeve and Sleeve
CRES Sleeve Alum.
Fitting Alum. Fitting
Fitting
Alum. Alum. Copper Nickel Stainless Tin Tin Tin
Seal Seal Seal Seal Steel Plated Plated Plated
Seal Alum. Copper Copper
Seal Seal Seal
30 35 80 90 90 35 70 70
1/8 -2 to to to to to to to to
50 65 90 100 100 65 80 80
35 35 100 110 110 35 90 90
60 70 110 125 125 70 100 100
40 70 150 165 165 70 135 135
65 120 165 190 190 120 150 150
Page 213
20-00-05 Nov 1/13
Table 204
Recommended Torque Values for Conical Seals (Continued)
Tubing Seal All Alum. All Alum. All CRES All CRES All CRES Alum. CRES Alum.
O.D. Dash System 6061-T6 and Steel and Steel and Steel B-Nut and Steel B-Nut
No. Except System System System System and B-Nut Stainless
6061-T6 Sleeve and Sleeve
CRES Sleeve Alum.
Fitting Alum. Fitting
Fitting
Alum. Alum. Copper Nickel Stainless Tin Tin Tin
Seal Seal Seal Seal Steel Plated Plated Plated
Seal Alum. Copper Copper
Seal Seal Seal
60 80 200 225 225 80 180 180
80 130 220 250 250 130 200 200
75 130 300 335 335 130 270 270
125 180 330 375 375 180 300 300
150 300 500 575 575 300 450 450
250 400 550 625 625 400 500 500
200 430 710 810 810 430 650 650
350 550 770 875 875 550 700 700
300 650 990 1125 1125 650 900 900
500 800 1100 1250 1250 800 1000 1000
500 900 1300 1500 1500 900 1200 1200
1 -16 to to to to to to to to
700 1100 1550 1750 1750 1100 1400 1400
600 1200 1650 1875 1875 1200 1500 1500
1 1/4 -20 to to to to to to to to
900 1450 1950 2250 2250 1450 1800 1800
600 1550 2200 2500 2500 1550 2000 2000
900 1850 2500 2850 2850 1850 2300 2300
700 2000 2800 3250 3250 2000 2600 2600
1000 2350 3150 3600 3600 2350 2900 2900
800 2500 3500 4000 4000 2500 3200 3200
2 -32 to to to to to to to to
1100 2900 3950 4500 4500 2900 3600 3600
Torque values in inch-pounds
Page 214
Nov 1/13 20-00-05

TORQUE WRENCHES
20-01-00
200200
1. PROCEDURES
When a torque wrench and adapter is used (Ref. Figure 201), compensation must be made for the extra
leverage gained. New indicator readings must be calculated before the wrench is used. To figure the desired
lower readings which will actually give the torque specified, use the following formula:
Wrench length x Specific Torque

= Desired Torque
Length of wrench + adaptor
Example: D= Desired reading

L= Length of torque wrench
A= Adaptor length
T= Torque
D= ?
L= 33 inches
A= 11 inches
T= 5000 inch-pounds
LxT 33 x 5,000 165,000

D= = = = 3,750 in-Ibs
L+A 33 + 11 44
An acceptable method of checking the torque, if a torque wrench is not available, is to attach a spring scale to
a conventional flex or T-handle inserted in an adapter (Ref. Figure 202). Force should be applied in a
direction perpendicular to an imaginary line extending from the center of the bolt through the spring scale
attaching point.
To calculate the force in pounds (scale reading) required to obtain the specified torque, divide the torque in
inch-pounds by the distance in inches between the center of the bolt and the scale attaching point. For
example, if the specified torque is 5,000 inch-pounds and the distance is 25 inches, a pull of 200 pounds must
be applied. Bolts to be torqued must be clean and free of all lubricants; otherwise, loss of normal friction
allowed for establishing the torque values may result in overtorquing of the bolt.
Page 201
20-01-00 Nov 1/09
When a torque wrench adapter is used, the length of the adapter must be added to the length of the flex or T
handle wrench and a value calculated for that particular combination. The following is a typical example in
finding a desired value.
Effective length of flex or “T”

Handle wrench..................................... 12 inches
Length of adapter................................. 3 inches
Total length.......................................... 15 inches
Desired torque on bolt........................... 2,000 inch-pounds
2000 inch-pounds
= 133.3 pounds
15 inches
(scale reading)
Figure 201
Torque Wrench and Adaptor
Page 202
Nov 1/09 20-01-00
Figure 202
Computing Torque with Spring Scale
Page 203
20-01-00 Nov 1/09

20-04-00

00
1. GENERAL
It is imperative to maintain the integrity of all leading edges. Erosion can occur on the leading edges over time
and negatively effect the airplane’s lift and performance.
Page 1
20-04-00 Nov 1/09

200200
1. PROCEDURES
A. Leading Edge Erosion Protection

NOTE: LJF801A 1/2 sealant has good adhesion to rubber deicers. Uralite 3149 does not have good
adhesion to rubber, however, both are excellent for erosion protection.
Paint all areas to a thickness of 0.20-inch, making sure it is aerodynamically smooth so as not
to disrupt airflow.
(1) Coat areas indicated using sealant (162 or 163, Table 1, Chapter 91-00-00) (Ref. Figure 201).
(2) Install abrasion resistance film (164, Table 1, Chapter 91-00-00) on the vertical stabilizer leading
edge as shown.

Leading Edge Erosion Protection
Page 201
20-04-00 Nov 1/09

Page 202
Nov 1/09 20-04-00

Page 203
20-04-00 Nov 1/09
STANDARD PRACTICES
BEARINGS
20-05-00
200200
1. PROCEDURES
A. Hydraulic Press Bearing Removal

(1) Remove the bearing housing from the airplane.
(2) Place two supports on the hydraulic press table under the bearing housing as shown. The
supports should be at least 1/2 inch thicker than the bearing width (Ref. Figure 201).
(3) Center a bearing removal and installation tool on the bearing outer race. The bearing and
installation tool should be approximately 1/8 inch smaller than the outside diameter of the bearing
outer race.
CAUTION: The hydraulic press plunger and bearing removal and installation tool should remain
in direct alignment with the bearing being removed at all times.
(4) Align the bearing and the bearing removal and installation tool with the hydraulic press plunger
and apply pressure to force the bearing from the bearing housing.
B. Mechanical Press Bearing Removal

(1) Remove the bearing housing from the airplane.
(2) Center a bearing removal socket, with an inner diameter larger than the bearing outer race and 1/2
inch deeper than the bearing width, on the bearing housing (Ref. Figure 201).
(3) Center a bearing removal socket smaller in diameter than the bearing outer race.
(4) Install a washer and bolt through one of the sockets, through the center of the bearing and then
through the opposite socket as shown.
(5) Install a washer and nut on the bolt threads.
(6) Tighten the nut on the bolt until the pressure is sufficient to release the bearing from the bearing
housing.
C. Bearing Housing Inspection

Inspect the bearing housing for any grooves, cracks, warpage or hole elongation. The bearing housing
bearing contact surface must be smooth and uniform.
Page 201
20-05-00 May 1/12
D. Bearing Installation Using Retaining Compound

CAUTION: When cleaning bearing surfaces never allow solvent to enter the bearing. Never touch the
bearing or bearing housing surfaces with bare hands. Use a clean cloth to cover the
bearing to prevent contamination after they have been cleaned.
(1) Clean the outer surface of the bearing race with solvent (14, Table 1, 91-00-00) and wipe dry.
(2) Coat the surfaces where a retaining compound is to be applied with primer (92, Table 1,
91-00-00). This includes the bearing outer surface, bearing housing mating surface and the
bearing housing retention flange if applicable.
CAUTION: Ensure that no primer is applied to the bearing oil grooves or lubrication ports.
NOTE: All cadmium, zinc, corrosion-resistant and anodized steel, including plastic items, must be
primed to assure proper adhesion of the retaining compound (194, Table 1, 91-00-00).
(3) Allow the primer (92, Table 1, 91-00-00) to air dry for at least 30 minutes at room temperature.
NOTE: The retaining compound (194, Table 1, 91-00-00) may be applied before or after bearing
installation in the bearing housing.
(4) Apply a thin coat of the retaining compound (194, Table 1, 91-00-00) to the bearing and the
bearing housing mating surfaces where the primer (92, Table 1, 91-00-00) was applied.
(5) Center the bearing on the bearing housing.
(6) Using the hydraulic or mechanical pressure method shown, apply pressure to the bearing until it is
firmly seated in the bearing housing. Pressure on the bearing must be applied in direct alignment
to the bearing housing for the bearing to seat properly (Ref. Figure 201).
(7) Apply retaining compound (194, Table 1, 91-00-00) to the area between the bearing and the
bearing housing.
(8) The retaining compound must cure before the bearing is put into service. Curing may be
accomplished with one of the following:
(a) Allow the bearing and bearing housing to remain at room temperature for 24 hours without
any movement of the parts.
(b) Heat the bearing and bearing housing to 275° ± 10°F and maintain that temperature for 15
minutes only.
(c) After the bearing has been secured in the housing by the use of a retaining compound,
lubricate with the proper lubrication and install in the airplane.
Page 202
May 1/12 20-05-00
E. Bearing Installation by Staking

(1) Center the bearing on the bearing housing (Ref. Figure 202).
(2) Using the hydraulic or mechanical pressure method shown, apply pressure to the bearing until it is
firmly seated in the bearing housing. Pressure must be applied in direct alignment to the bearing
housing for the bearing to seat properly (Ref. Figure 201).
(3) Place the bearing and bearing housing on two supports, if both sides of the bearing are to be
staked. The inner bearing race must not touch the supports (Ref. Figure 202).
(4) If the bearing housing was previously staked, the new stakes should be centered between the
existing stakes. If a new bearing housing is being used, the stake pattern should be the same as
the one on the old bearing housing.
NOTE: When a ring stake is used, combined total length should be 25% of the bearing
circumference.
(5) Pin stakes should be located 0.030 ± 0.010 inch from the outer diameter of the bearing on the
bearing housing.
(6) Pin stakes should only be 0.010 to 0.032 inch deep to retain bearings when the bearing housing is
staked on both sides.
(7) The number of pin stakes around a bearing housing should be as indicated in Table 201.
CAUTION: If the bearing should slip or move in the bearing housing, the bearing must be
removed and recleaned. The bearing housing must be recleaned. Examine the
bearing for any damage and reinstall in the bearing housing.
Table 201
Recommended Stakes for Bearings
Bearing OD Number of Stakes
Up to 0.734 inch 4
0.735 inch to 0.984 inch 6
0.985 inch to 1.234 inches 8
(8) After the bearing has been secured in the housing by staking, lubricate with the proper lubrication
and install in the airplane.
Page 203
20-05-00 May 1/12
Figure 201
Bearing Removal
OUTER
BEARING
RACE
HOUSING
0.010 TO
0.025 R
0.010 TO
0.032 INCH
SUPPORT
INNER STAKE
BEARING
NOTE: RACE
DO NOT SUPPORT AGAINST INNER BEARING RACE DURING STAKING. UC33B

111561AA.AI
Figure 202
Bearing Staking
Page 204
May 1/12 20-05-00

LOCKING DEVICES
20-07-00

00
1. GENERAL
Except where specific instructions may be required to satisfy certain applications, the following procedures
are standard methods for installing the various locking devices used on bolts, screws and nuts:
A. Self-Locking Nuts
Where self-locking nuts are used, the following procedure applies:
(1) For each item, note the torque necessary to turn the nut on the bolt before seating the nut.
(2) Add the above torque to the value detailed in the assembly instruction for the application. Use this
new value as the total applied torque.
NOTE: Before reinstallation of self-locking nuts, nuts should be checked for effectivity of the
self-locking feature. Reject suspect nuts as necessary.
B. Lockwire and Cotter Pin Requirements

When tightening a castellated nut, alignment of the slot must be obtained without exceeding the
maximum torque. If this is not possible, replace the nut with another one. After tightening the nut to the
recommended torque, the nut must not be loosened to permit insertion of lockwire or a cotter pin. If the
slot in the nut or lockwire hole in the bolt or screw is not correctly aligned at the minimum torque value
given, the nut, screw or bolt should be further tightened to the next alignment position, but the maximum
torque value given must not be exceeded. Should alignment still be impossible without exceeding the
maximum torque, back off the nut, screw or bolt one-half turn and retorque.
C. Taper Pins
Taper pins are used where movement between two parts is not wanted and other fastener options are
not desired.
D. Slotted, Steel Locknuts (Prevailing Torque Type)

Effective locking of slotted, steel locknuts on bolts or studs requires full engagement of all locknut
threads. The chamfered section of the locknut ID does not exert force on the bolt or stud; therefore, it is
not necessary that the bolt or stud be flush with, or protrude from the outer face of the locknut.
E. Standard And Stepped Studs

When the torque required to drive a stud to the correct protrusion does not reach the minimum value
given, or exceeds the maximum value given, a new stud must be selected.
Page 1
20-07-00 Nov 1/09
F. Hose, Tubing and Threaded Couplings

procedures to install Cryofit or Permaswage fittings.
If leakage occurs at a coupling, do not attempt to correct it by overtorquing. Disassemble the fitting and
check for nicks, burrs and/or foreign matter. Use new parts to rectify.
Page 2
Nov 1/09 20-07-00

LOCKING DEVICES
200200
1. PROCEDURES
A. General
Lockwire, lock washers, tab locks, tab washers, key washers, cup washers and cotter pins must never
be reused. All lockwire and cotter pins must fit snugly into drilled holes in the bolts and studs for locking
purposes. Bushings and plugs must be lockwired to boss or casing. Do not lockwire the bushing to the
plug. Install cotter pins so that the head fits into the slot of the castellated nut and, unless otherwise
specified, bend one end of the pin back over the stud or bolt and the other end flat against the flat on the
nut.
B. Lockwire
Use the same type and diameter of lockwire as that employed during the initial assembly. Except where
otherwise specified, the wire used on the airplane power plant is heat- and corrosion-resistant steel wire
of 0.025-inch diameter.
(1) BASIC RULES
(a) Lockwire must be tight after installation to prevent failure due to rubbing or vibration.
(b) Lockwire must be installed in a manner that tends to tighten and keep a part locked in place,
thus counteracting the natural tendency of the part to loosen.
(c) Lockwire must never be overstressed. It will break under vibrations if twisted too tightly. The
lockwire shall be pulled taut when being twisted, but shall have minimum tension, if any,
when secured.
(d) Lockwire ends must be bent toward the engine, or structure, to avoid sharp or projecting
ends which might present a safety hazard or vibrate in the air stream.
(e) Internal wiring must not cross over, or obstruct, a flow passage when an alternate method
can be used.
(2) LOCKWIRE HOLE ALIGNMENT
(a) Check the units to be lockwired to make sure that they have been correctly torqued and that
the wiring holes are properly positioned in relation to each other. When there are two or more
units, it is desirable that the holes in the units be in the same relationship to each other.
Never overtorque or loosen units to obtain proper alignment of the holes. It should be
possible to align the wiring holes when the units are torqued within the specified limits.
However, if it is impossible to obtain a proper alignment of the holes without either over- or
undertorquing, select another unit which will permit proper alignment within the specified
torque limits.
Page 201
20-07-00 Nov 1/09
(3) LOCKWIRE TWISTING
(a) To prevent mutilation of the twisted section of the wire when using pliers, grasp the wire at
the ends or at a point that will not be twisted. Lockwire must not be nicked, kinked or
mutilated. Never twist the wire ends off with the pliers and, when cutting off ends, leave at
least three complete turns after the loop, exercising extreme care to prevent the wire ends
from falling into areas where they might create a hazard or cause damage. The strength of
the lockwire holes is marginal; never twist the wire off with pliers. Cut the lockwire close to
the hole, exercising extreme care.
(4) LOCKWIRE ILLUSTRATIONS
(a) Figure 201 illustrates a typical lockwiring procedure. Although there are numerous lockwiring
operations performed on the airplane, practically all are derived from the basic examples
shown (Ref. Figure 202).
C. Retaining Rings (Spirolox, etc.)

Retaining rings must be installed with approved retaining ring pliers. Internal rings must not be
compressed beyond the point where ends of the ring meet. External type rings must be expanded only
enough to allow installation without becoming bent. After installation, ensure each retaining ring is
completely seated in its groove, without looseness or distortion.
D. Taper Pins (AN386 Only)

Refer to Figure 203 and Figure 204 for illustrations relating to torque tube hole location and taper pin
installation.
Refer to the narrative and Table 201 for the procedure used to correctly size and ream the torque tube
hole for the taper pin.
NOTE: In practice, to ensure the correct fit of taper pins to the corresponding holes, taper ream the
holes to an undersize condition. The finish taper ream is done with a taper ream having the
original taper (a taper reamer that has not been sharpened or ground). Sharpened or ground
reamers have been known to create a problem in maintaining the proper ratio between the
small and large hole. The ratio between the two holes is critical for correct seating of the taper
pins.
(1) Drill a hole (Ref. Figure 206) as detailed in Table 201 for the appropriate diameter taper pin.
(2) Rough and finish the taper ream to the correct diameter and a smooth, consistent surface.
The diameter is correct when the small end of the taper pin extends a maximum of 0.062 inch
through the part when the pin is seated (Ref. Figure 204).
Light tapping with a rawhide mallet may be necessary to seat the taper pin.
NOTE: Gaging the depth from the surface of the large end of the hole is not recommended due to
the thickness tolerances of the parts when assembled and taper pin diameter tolerances.
(3) Deburr as required.
(4) Install the taper pin, washer and nut (Ref. Figure 204).
Page 202
Nov 1/09 20-07-00
Figure 201
Lockwiring Procedures
Page 203
20-07-00 Nov 1/09
Figure 202
Lockwiring Examples
Page 204
Nov 1/09 20-07-00
MACHINIST'S V BLOCK HOMEMADE V BLOCK

(TYPICAL)
3/4" or 1"
4"
WELD
STEEL
1. OBTAIN OR MAKE A V BLOCK
ANGLES
DRILL
PRESS
3. PUNCH MARK
HOLE LOCATION
AUTOMATIC
PUNCH
2. MOVE V BLOCK
TO CENTER DRILL V BLOCK
BIT IN V
TUBE/ROD/CYLINDER,
ETC.
4. LOAD TUBING 5. DRILL THROUGH

WITHOUT COMPLETELY
MOVING
V BLOCK JIG
UC20B
050246AA.AI
Figure 203
Torque Tube Hole Location
Page 205
20-07-00 Nov 1/09
THE LARGE END OF THE TAPER PIN

MUST NOT TIGHTEN UP BELOW THE
SURFACE OF THE TUBE.
SMALL END OF PIN

FLUSH TO .062 INCH
BEYOND END OF TUBE.
COLLAR REF.
NUT REF.
UC20B
050247AA.AI
Figure 204
Taper Pin Installation
Table 201
Taper Pin Information
Recommended Maximum Recommended Maximum
Taper Pin Size Pilot Hole Size Taper Pin Size Pilot Hole Size
AN386-1 0.201 AN386-7 0.600
AN386-2 0.251 AN386-8 0.750
AN386-3 0.3135 AN386-9 0.900
AN386-4 0.351 AN386-10 1.045
AN386-5 0.451 AN386-10A 1.147
AN386-6 0.501
Page 206
Nov 1/09 20-07-00

AIRPLANE FINISH CARE
20-08-00
200200
1. PROCEDURES
CAUTION: The urethane finish undergoes a curing process for a period of time after application. During the
first month after paint application, some special care is required. Airplane owners should observe
the following recommendations in order to preserve the durability and appearance of the airplane
paint.
A. Cleaning Airplane Finishes

CAUTION: Prior to washing, attach the pitot cover securely and plug or mask off all other openings. Be
particularly careful to mask off all static air buttons before washing or waxing. Use special
care to avoid washing away grease from any lubricated area. Prior to cleaning, cover such
areas as wheels, brakes, etc., and relubricate after cleaning as necessary. Always be sure
all maskings and coverings are removed before returning the airplane to service.
B. During the Curing Period (One Month)

CAUTION: Prior to washing, attach the pitot cover securely and plug or mask off all other openings. Be
particularly careful to mask off all static air buttons before washing or waxing. Use special
care to avoid washing away grease from any lubricated area. Prior to cleaning, cover such
areas as wheels, brakes, etc., and relubricate after cleaning as necessary. Always be sure
all maskings and coverings are removed before returning the airplane to service.
(1) Avoid prolonged flights in heavy rain or sleet. Avoid any operating conditions which might cause
abrasion or premature finish deterioration.
(2) Clean the airplane with mild detergents and water only. Use a clean soft rag, keeping it free from
dirt and grime. Rinse with clear water thoroughly.
(3) Use no waxes, polishes, rubbing compounds, or abrasive cleaners of any type. The use of such
items can permanently damage the surface finish.
(4) Stubborn oil or soot deposits on cowlings, wheel wells, etc. may be removed gently with
automotive tar removers.
C. After the Curing Period

(1) Continue to wash the airplane regularly. Use mild detergents and water only. Rinsing thoroughly
with clear water prevents detergent residue buildup that can dull the paint appearance.
(2) Normally, waxing is not necessary; however, if waxing is desired, select a high quality automotive
or airplane waxing product. Never use rubbing compounds or abrasive cleaners of any type. Do
not use a wax containing silicone because silicone polishes are difficult to remove from surfaces.
Page 201
20-08-00 Nov 1/09
D. Environmental Fallout (Acid Rain)

After the specified curing period, avoid outside storage when conditions exist where moisture may
collect on painted surfaces. Acids which remain in standing water can stain the paint topcoat and cause
permanent damage to the finish. Flush off residual moisture with clean tap water and dry the surface. At
this time, waxing the surface can provide protection from acid rain damage.
E. Placard Replacement
Ascertain that all placards are in place and legible whenever the airplane has been repainted or touched
up after repairs. Replace any placards that have been inadvertently defaced after such repainting or
repairs.
2. EXTERIOR FINISHES (ALUMINUM SURFACES)
A. Urethane Paints
The need for an extremely hard finish for protection against sandblast during takeoff and landings led to
the development of urethane coatings for airplanes. Urethane paint dries into a high gloss and retains
color much better than standard finishes. It is unaffected by the chemicals in hydraulic fluids, deicer
fluids and fuels and requires less care and maintenance than standard finishes.
NOTE: Anytime an airplane is repainted or touched up, inspect all placards to assure that they are not
covered with paint, are easily readable, and are securely attached. Replace any defaced
placards.
B. Urethane Paint Repair Procedures

NOTE: The time normally required for urethane paint to cure must be extended at temperatures below
70°F. The paint will not cure at temperatures below 60°F.
Model 1900 Series Airliners are finished with urethane primer, and a top coat of urethane enamel. The
following procedures include cleaning, paint stripping, repaint preparation, priming, applying a urethane
topcoat, and an alternate method for small repairs not requiring paint stripping. Careful observance of
these procedures shall result in a smooth, hard, glossy finish with firm adhesion for maximum life.
NOTE: Precut stripe, numeral, and letter patterns are available through Modagraphics of Kansas,
1720 S. 151 W. Route 1, Wichita, Kansas 67052.
C. Paint Stripping and Cleaning Urethane Paint

CAUTION: Never use aluminum foil to mask electrothermal windshields during painting, for most metal
brighteners will combine with aluminum to form a hydrogen gas that eats away the
stannous oxide used as an antistatic coating on electrothermal windshields. If metal
brighteners are used, cover the windshield with paper or pasteboard masking material.
Because of their resistance to chemicals and solvents, urethane paints and primers require a special
paint stripper. If a urethane stripper is not available, a good enamel stripper may be used. Removing the
finish with such a substitute will require several applications while working the stripper in with a stiff
brush or wooden scraper.
(1) Mask around the edge of the skin or skins containing the damaged area. Use a double thickness
of heavy paper to prevent accidental splashes of paint stripper from penetrating the masking.
Page 202
Nov 1/09 20-08-00
WARNING: Urethane strippers usually contain acids that irritate or burn the skin. Wear
rubber gloves and eye protection when using the stripper.
(2) Apply urethane stripper as indicated by the manufacturer's directions. Try to stay approximately 1/
8 inch away from the masking tape. This will necessitate a little more cleanup upon finishing, but
will prevent damage to the finish on the next skin. The stripper will not attack aluminum during the
stripping process and can be neutralized afterwards by rinsing the affected area with water.
(3) Rinse the area with water and dry.
(4) Wash the stripped area carefully with a solvent such as acetone, methyl propyl ketone (MPK), or
lacquer thinner. This will prevent tiny particles of loose paint from adhering to the stripped area.
(5) Using a nylon scratch pad or aluminum wool dipped in clean water, clean the surface with a
cleanser such as Bon Ami, Ajax, Comet cleaner, etc. A good scouring will leave the surface
completely clean.
(6) Thoroughly rinse with clean water and carefully dry the affected area. If the stripped area includes
several joints or skin laps, let the airplane sit until all moisture has dried. This may be accelerated
by blowing the skin laps and seams with compressed air. Wet masking should be replaced.
D. Urethane Primer
(1) Mix the urethane primer (3, Table 1, Chapter 91-00-00) and catalyst (4, Table 1, Chapter
91-00-00) in accordance with the manufacturer's instructions when preparing the primer.
NOTE: For the best results, these directions must be followed carefully, for some manufacturers
require that the primer be allowed to set for 1/2 hour after the catalyst and base have been
mixed while others recommend immediate use after mixing.
(2) Apply a coat of urethane primer with a spray gun using 25 to 40 psi of air pressure. A dappled
appearance only indicates that the coat is thin.
(3) If the initial primer coat is allowed to cure for more than 24 hours before the topcoat is applied,
sand the primer slightly to roughen the surface and assure adhesion. Wipe off the sanding dust
with a cloth dampened with a solvent (such as lacquer thinner), then apply the topcoat.
NOTE: The minimum drying time for urethane primer is approximately 2 hours under conditions of
low humidity at temperatures of 85 to 90°F. When the primer coat cannot be scratched by
fingernail or when sandpapering does not cause the primer to ball up, the urethane
topcoat may be safely applied.
E. Urethane Topcoats
(1) Mix the paint and catalyst as described by the manufacturer.
(2) Apply the topcoat with a spray gun at 35 to 40 psi of air pressure. Two coats are normally required
to fully conceal the primer and build up the topcoat film necessary for adequate service life and
beauty. The urethane finish will normally cure to approximately 85% of its full hardness in 24 hours
at temperatures of 80°F or higher.
NOTE: When interior or exterior paint is required, refer to the airplane log book for the part
number of the paint used on the airplane as it was delivered new.
Page 203
20-08-00 Nov 1/09
F. Urethane Touch-Up Repair

(1) Mask around the skin containing the damaged area.
(2) Remove all loose edges of paint by using a high tack adhesive tape around the edge of the
damaged area.
(3) Using a coarse sandpaper, fair the edge of the damaged area with the metal.
(4) When the edge of the paint begins to fair into a smooth joint, use a fine grade of sandpaper to
eliminate the scratches left by the coarse paper. Take care to avoid removing any more metal than
is absolutely necessary.
(5) Wash the sanded area with a solvent, such as lacquer thinner or methyl propyl ketone (MPK).
Change the wash cloths used for this purpose often so that all the sanding dirt will be picked up.
(6) After the area to be touched up has been cleaned with solvent until all traces of discoloration are
gone, apply a thin coat of pretreatment primer to the damaged area.
(7) After the urethane primer has cured for 24 hours, sand the area under repair with medium fine
sandpaper. Sand the edge of the repair area until the indentation where the metal and old paint
meet is gone. If necessary, apply additional urethane primer until the juncture of old paint with
metal is no longer visible.
(8) Spray on two topcoats.
G. Special Procedures
The following special procedures should be followed when repainting the following areas:
(1) Battery Box and Lid
The interior surfaces of the battery box and battery lid are to be finished as follows:
(a) Apply a minimum of two coats of epoxy-polyamide primer (5, Table 1, Chapter 91-00-00).
(b) Apply a minimum of three coats of exterior matterhorn white (6, Table 1, Chapter 91-00-00).
(2) Rubber Seals
Apply one coat of a thoroughly dissolved solution of one part Oakite No. 6 and two parts
water to all rubber surfaces that are to come in contact with either metal or other rubber
surfaces.
(3) Laminated Fiberglass Surfaces
Apply sanding surfacer (7, Table 1, Chapter 91-00-00) until the surface to be painted is smooth.
(4) NOSE RADOME
CAUTION: Radar operation can be adversely affected by abrupt variations in the thickness of the
material in the nose radome, which could be caused by excessive and/or uneven
buildup of repair material during repair of the damage. It is recommended that a
damaged nose radome be replaced rather than repaired. However, if repairs are
made, a transmissivity check should be accomplished by a certified repair station.
Page 204
Nov 1/09 20-08-00
NOTE: Information to repair the radome lightning diverter strips is provided in the Model 1900
Airliner Series Structure Repair Manual, Chapter 53-90-15.
New radomes purchased from Hawker Beechcraft Corporation are finished complete with primer
and anti-static coating, ready for final painting; however, the new radome must be fit, trimmed,
drilled and countersunk to the individual airplane. To assure electrical bonding to the fuselage, a
small metal tab or strap should be attached to the inner aft edge of radome with two rivets after
fitting. After installation of the tab, the rivet heads on the exterior surface of the radome should be
painted with one coat of 528-104 or 528-306 flat black anti-static paint (113, Table 1, Chapter
91-00-00).
Fabricate and attach the copper strap as follows:
(a) Trim, fit, drill and countersink the new radome to fit the airplane.
(b) Touch up the anti-static paint in all countersunk screw holes with one coat of 528-104 or
528-306 flat black anti-static paint (113, Table 1, Chapter 91-00-00). Ensure that the paint
covers the entire inside of the countersink and makes contact with the anti-static paint or
primer on the exterior of the radome.
(c) Fabricate a strap out of 1/32-inch to 1/16-inch thick copper strap (Ref. Figure 201). The strap
should be 3-inches in length, 3/4-inches in width. Drill one hole of the proper diameter so that
a radome mounting screw will fit through it with little play.
(d) Attach the strap to the radome with two Aluminum CherryMax rivets (CR3213-4) at the end of
the strap, opposite of the mounting screw hole.
NOTE: The grip length of the rivets should be based on the total buildup on the radome.
Maintain proper Edge Distance and rivet spacing.
(e) Paint the top of the rivet heads that are exposed, with the anti-static or primer, on the exterior
of the radome.
(f) Prior to priming and painting the radome, mask the copper strap off so that it remains clear of
paint and provides a good electrical bond from the radome to the fuselage.
Repainting the radome will affect the transmissivity requirements of the radome; therefore, a
maximum of three thin coats of polyurethane paint only should not be exceeded. Use of any
paint other than polyurethane is not recommended. When preparing the radome for
repainting, use a fine grit sandpaper, but do not sand into the black anti-static coating
beneath the finish paint coat.
NOTE: Multiple coats of anti-static coating will change resistance; therefore, anti-static
coating should NOT be repaired with additional coats of anti-static coating or flat
black paint.
Page 205
20-08-00 Nov 1/09
Figure 201
Nose Radome Strap Installation
(5) Radome Protective Boot
If the airplane is equipped with a radome protective boot, the following removal, installation and
maintenance procedures must be followed precisely to ensure serviceability of the boot
installation.
(6) Radome Protective Boot Removal
(a) Using a razor blade, carefully score the surface of the protective boot and dissect the
protective boot into triangular pie-shaped sections. Each section should be approximately
four to six inches wide at the base. Do not cut into the radome.
(b) Pull the pie-shaped sections from the radome beginning at the top and pulling down. Pull the
next section at 180 degrees from the previously pulled section until all sections are removed.
CAUTION: Observe the manufacturer's safety recommendations when cleaning the

radome.
(c) Remove any adhesive residue from the radome using a clean cloth dampened with a 75%
solvent (14, Table 1, Chapter 91-00-00) and 25% toluol (18, Table 1, Chapter 91-00-00)
solution. Wipe dry using a dry clean cloth. Do not allow the cleaning solution to set on the
radome surface, possibly causing damage to the radome.
(7) Radome Protective Boot Maintenance
Maintenance of the unpainted protective boot includes the application of a paste wax when
needed to prevent staining. The protective boot should be replaced at the first indication of
damage.
Page 206
Nov 1/09 20-08-00
(8) Radome Protective Boot Installation
Install the SJ-8665 3M radome protective boot as follows:
(a) Thoroughly wash the refurbished and primed radome with isopropyl alcohol (30, Table 1,
Chapter 91-00-00) and wipe dry.
(b) Using a marking pen, place a + on the top center of the radome for boot orientation. Place a
zero at one end of the + symbol.
(c) With the protective liner still in the protective boot, place the boot on the radome.
(d) Rotate the protective boot until the best fit is obtained on the radome.
(e) Place a + and zero on the protective boot at the same location as the + and zero on the
radome.
(f) Remove the protective boot from the radome, turn the protective boot inside out and place
over the radome. At this time, disregard the orientation marks.
(g) Carefully remove the transparent protective liner from the protective boot.
(h) Saturate the exposed adhesive surface of the protective boot with a wetting solution of 25%
isopropyl alcohol (30, Table 1, Chapter 91-00-00), 75% water and 1 teaspoon of liquid
detergent (Ivory or Joy) per gallon of wetting solution to prevent adhesive-to-adhesive
bonding.
NOTE: The entire adhesive surface of the protective boot must be saturated with the wetting
solution.
(i) Remove the protective boot from the radome.
(j) Saturate the entire surface of the protective boot contact area on the radome with the wetting
solution.
(k) Place the protective boot, adhesive side in, on the radome with the orientation marks aligned.
(l) Using a methyl propyl ketone (MPK) resistant plastic squeegee with rounded edges,
squeegee the wetting solution from under the protective boot. Start at the top center of the
protective boot and work the blisters down to the end and out from under the protective boot.
NOTE: Care must be taken to avoid leaving blisters under the protective boot.
(m) If small blisters still remain under the protective boot, pierce them with a safety pin and
relieve the entrapped air or wetting solution. Work with the squeegee if necessary.
(n) Wrap the edge of the protective boot outer circumference at the desired location with 1/
2-inch wide masking tape.
(o) Using an industrial razor blade, trim the protective boot at the edge of the 1/2-inch wide
masking tape.
NOTE: Use extreme caution during the trimming of the protective boot. The razor blade
must not cut into the radome.
Page 207
20-08-00 Nov 1/09
(p) Place the radome in a bake oven at 125° to 150°F for 20 minutes.
NOTE: If a bake oven is not available, a heat lamp at the same temperature may be used. If
no heat lamp or oven is available, the radome must set for 24 hours at room
temperature for the adhesive to cure.
(q) Paint the radome and protective boot as follows:
1 Wipe the surface of the radome and protective boot with a clean rag dampened with
methyl propyl ketone (14, Table 1, Chapter 91-00-00). Observe the manufacturer's
safety recommendations at all times. If methyl propyl ketone is not desirable, use a
#3774 Scotch brite pad and lightly scuff the surface of the protective boot and radome
surface. Using a clean cloth dampened with ethanol, wipe the protective boot and
radome clean.
2 Do not prime the protective boot before painting.
3 Allow the radome and protective boot to dry for approximately 30 minutes.
4 Apply the topcoat paint directly to the radome and protective boot as instructed by the
paint manufacturer.
H. Paint Free Areas

The following areas shall be kept free from paint.
(1) Engine controls.
(2) Flight control cables and chains.
(3) Control pedals.
(4) Exhaust heated air inlet lip (stainless steel).
(5) Firewalls and wrought aluminum surfaces forward of the firewall, with the following exceptions:
(a) Aluminum parts attached directly to the firewall shall be primed and painted in detail.
(6) Aluminum flexible conduit.
(7) All tubing (except unplated steel which shall receive two coats of primer) on the exterior and
interiors where color scheme must be maintained.
(8) Interior of all fluid lines, including oxygen lines and instrument lines.
(9) Chromium-plated portions of the landing gear piston tubes.
(10) Rubber and rubberlike surfaces.
(11) Electrical wiring, unless otherwise noted as a specific requirement.
(12) Glide path antenna.
(13) Pitot static buttons.
(14) Air conditioner condenser and evaporator coils.
Page 208
Nov 1/09 20-08-00
(15) Air conditioner condenser fan.
(16) Air conditioner compressor.
(17) Avionics honeycomb shelves.
(18) Cargo door and airstair door areas as follows:
(a) Cargo door only:
1 Surface of slide pins (slide pin carrier rod is to be painted).
2 Gas springs and buffed aluminum bracket.
3 Roller guides on the fuselage door opening frame.
(b) Airstair door only:
1 Buffed surface of the airstair door snubber and the handrail post.
2 Airstair door steps.
(c) Both cargo and airstair doors:
1 Roll cams.
2 Insert threads and fastener threads.
3 Door seals.
4 Buffed door handle.
5 All cables.
6 All cable drums and cable drum assemblies.
7 All internal and external splines.
8 All shaft bearing surfaces.
9 All internal bearing journal surfaces.
10 All solid film lubricated surfaces.
11 Chromed latch posts.
12 Upholstery panels.
NOTE: The door seal retainer may be painted or left paint free, but must be kept free of
paint overspray.
Page 209
20-08-00 Nov 1/09
3. MAGNESIUM SURFACES
A. Paint Removal From Magnesium Surfaces

(1) Mask around the edge of the damaged area with a double thickness of heavy paper to prevent
accidental splashes of paint stripper from penetrating the masking.
WARNING: Stripping should be accomplished in a well ventilated area since prolonged

exposure to high concentrates of stripper vapor may irritate the eyes and
lungs.
(2) Apply paint stripper (8, Table 1, Chapter 91-00-00) to the skin under repair with a brush or
nonatomizing gun.
CAUTION: Never use a wire brush for it will damage the magnesium surface.
(3) Allow the paint stripper to work for 20 to 30 minutes, then work the remaining paint loose with a
bristle brush.
(4) Remove the masking paper and wash the affected area thoroughly with water under high
pressure. Remove all remnants of paint with lacquer thinner.
(5) Sand the repaired area lightly, then apply Dow Treatment Number 19 solution to prevent
corrosion. Dow No. 19 solution may be mixed as follows:
(a) Place 3/4 gallon of (70°F to 90°F) water in a one gallon stainless steel, aluminum or vinyl
polyethylene container.
(b) Add 1-1/3 oz. of chromic acid (CrO3), then 1 oz. of calcium sulfate (CaSO4) (obtain
chemicals locally).
(c) Add 1/4 gallon (70°F to 90°F) of water and stir vigorously for at least 15 minutes.
CAUTION: Do not exceed 3 minutes.
(d) Brush the solution on the bare area, keeping the area wet for 1 to 3 minutes until a brown film
appears.
(e) Rinse the treated area in COLD running water and dry in an oven or by exposure to hot air
blast.
NOTE: If cold running water is not available, rinsing may be eliminated and the area dried
as stated above.
(f) Brush 2 coats (a minimum of 30 minutes apart) of epoxy primer (5, Table 1, Chapter
91-00-00) on and around the reworked area. Assure adequate penetration of primer into the
treated area.
Page 210
Nov 1/09 20-08-00
B. Painting Magnesium Surfaces

(1) Prepare the surface to be repainted as indicated under PAINT REMOVAL FROM MAGNESIUM
SURFACES. Clean the affected area thoroughly with lacquer thinner or an equivalent solvent.
NOTE: Do not apply wash primer to magnesium surfaces. Allow a minimum of four hours drying
time between application of the primer and topcoat.
(2) Prime the affected area and apply the topcoat as indicated under the Urethane Paint Procedure in
this chapter.
Page 211
20-08-00 Nov 1/09

CORROSION
20-09-00

00
1. GENERAL
The information contained in this section has been removed, refer to the Model 1900 Airliner Series Corrosion
Control Manual, P/N 114-590021-197.
Page 1
20-09-00 Nov 1/09

CORROSION
200200
1. PROCEDURES
The information contained in this section has been removed, refer to the Model 1900 Airliner Series Corrosion
Control Manual, P/N 114-590021-197.
The CORROSION PREVENTION FOR CHAFED FUEL LINES procedure has been moved to Chapter
28-21-00.
Page 201
20-09-00 Nov 1/09

AIRFRAME PENETRATION INSPECTION
20-10-00
200200
1. PROCEDURES
The information contained in this section has been removed, refer to the Model 1900/1900C Airliner
Structural Inspection Manual, P/N 98-30937, Chapter 20-00-00.
Page 201
20-10-00 Nov 1/09

CONTROL OF LIFE-LIMITED PARTS
20-15-00
200200
1. PROCEDURES
A. Determination Of Serviceability When Part Life Is Unknown

14 CFR Part 43 requires that all persons who remove life-limited parts from airplanes safely control
these parts. Acceptable methods to control these parts are defined by 14 CFR Part 43. In certain
circumstances the life status of a part may not be known. The following guidelines may be used to
assess the life status of an aircraft part. Note that this is not an exhaustive list.
WARNING: If the life status of a part cannot be determined, the part shall be considered to be
beyond its safe life and must be disposed of in accordance with 14 CFR Part 43.
(1) If the part is original to the airplane:
(a) For determining compliance with calendar time life limitations, the beginning of the part life
shall be the date of issuance of the original aircraft airworthiness certificate.
(b) For determining compliance with usage related life limitations, the total aircraft hours,
landings, or cycles shall be considered as appropriate.
(2) If the part is a replacement:
(a) For determining compliance with calendar-time life limitation, consider the calender time
since the logbook verified installation date plus any prior usage of the replacement part.
(b) For determining compliance with usage related life limitations, consider the airplane hours,
landing, or cycles as appropriate, accrued since the logbook verified part installation plus any
prior usage of the replacement part.
Once the life of the part is determined, the part should be controlled by one of the acceptable
methods outlined in 14 CFR Part 43.
Page 201
20-15-00 Nov 1/09
CHAPTER 21 - ENVIRONMENTAL SYSTEMS

TABLE OF CONTENTS
SUBJECT PAGE
GENERAL INFORMATION
21-00-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Bleed Air Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Pressurization Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Air Cycle System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Vapor Cycle System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
BLEED AIR CONTROL
21-10-00
General (UA-1 and After, UB-1 and After and UC-1 thru UC-45, Except UC-39) . . . . . . . . . . . . . . . . . . . . . . 1
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Procedures (UA-1 and After, UB-1 and After and UC-1 thru UC-45, Except UC-39) . . . . . . . . . . . . . . . . . 101
Precooler Functional Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Temperature Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Pressure Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Pressure Operational Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Temperature Operational Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
PRECOOLER - THROUGH AND BYPASS VALVES
21-10-01
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
PRESSURE REGULATOR/SHUTOFF VALVE
21-10-03
Janitrol Pressure Regulator/Shutoff Valve Procedures
(UA-1 and After, UB-1 and After and UC-1 thru UC-45, Except UC-39)
(Without Kit No. 114-5037 Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Filter Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Filter Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Dukes Pressure Regulator/Shutoff Valve Procedures
(With Kit No. 114-5037 Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Page 1

SUBJECT PAGE
ACM OVERPRESSURE SWITCH
21-10-06
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
ACM OVERTEMPERATURE SENSOR
21-10-07
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
BLEED AIR CONTROL
21-11-00
General - (UC-39, UC-46 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Bleed Air Valves Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Bleed Air Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Precooler Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Overpressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Over temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
General - (UC-39, UC-46 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Procedures - (UC-39, UC-46 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Precooler Functional Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Temperature Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Pressure Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Pressure Operational Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Temperature Operational Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
21-11-01
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
TEMPERATURE CONTROLLER SENSE LINE FILTER
21-11-02
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 2

SUBJECT PAGE
21-11-03
Janitrol Pressure Regulator/Shutoff Valve Procedures
(UC-39, UC-46 and After) (without Kit No. 114-5037 Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Filter Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Filter Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Dukes Pressure Regulator/Shutoff Valve Procedures
(UC-39, UC-46 and After) (with Kit No. 114-5037 Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
21-11-06
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
21-11-07
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
DISTRIBUTION
21-20-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Vapor Cycle Air Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Air Cycle System Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Defrost and Flight Compartment Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Flapper Valve Rigging, Conditioned Bleed Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Flapper Valve Rigging, Nose Ram Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Butterfly Valve Rigging, Heat and Defrost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 3

SUBJECT PAGE
VENT BLOWER
21-20-01
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
AIR OUTLET
21-20-02
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Air Outlet Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
PRESSURIZATION CONTROL
21-30-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Airborne Functional Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Airborne System Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Pressurization Check Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Equipment Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Prestart Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Preflight Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
During Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Cabin Leak Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Single Source Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Maximum Differential Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Controller Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Cabin Leak Rate - Maintenance Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Cabin Leak Rate Flightline Ground Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Maximum Differential Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Cabin Leak Rate Ground Test Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Cabin Leak Rate Hangar Ground Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
OUTFLOW VALVE
21-30-01
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 4

SUBJECT PAGE
CABIN PRESSURE CONTROLLER
21-30-02
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Filter Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
PNEUMATIC RELAY
21-30-03
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Filter Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
VOLUME TANK
21-30-04
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
CABIN ALTITUDE WARNING PRESSURE SWITCH
21-30-07
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Functional Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Method One . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Method Two . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
HEATING
21-40-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 5

SUBJECT PAGE
COOLING
21-50-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Vapor Cycle System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Operational Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
AIR CYCLE SYSTEM
21-51-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Air Cycle Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Water Collector Drain Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Weld Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Replacement (Oil Sump With Fill Plug) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Replacement (Oil Sump Without Fill Plug) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
REFRIGERATION PACKAGE
21-51-01
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
FOG NOZZLE AND IN-LINE FILTER
21-51-02
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
RECIRCULATING EJECTOR
21-51-03
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Heater Blanket Operational Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Page 6

SUBJECT PAGE
VAPOR CYCLE SYSTEM
21-52-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Hot Gas Bypass Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Pressure Cutout Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Vent Blowers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Pressure Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Precautionary Service Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Vapor Cycle System Maintenance Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Refrigerant Leak Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Detergent Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Electronic Detector Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Red Leak Detector Dye Additive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Yellow/Green Leak Detector Dye Additive (Preferred) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Vapor Cycle System Component Repair/Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Compressor Oil Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Depressurizing the Vapor Cycle System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Evacuating the Vapor Cycle System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Cleaning the Vapor Cycle System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Charging the Vapor Cycle System (Airplanes without Kit 129-5020) . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Charging the Vapor Cycle System (Airplanes with Kit 129-5020) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Vapor Cycle System Operational Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
EVAPORATOR
21-52-01
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Filter Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Forward Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Aft Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
COMPRESSOR (UA-1 AND AFTER; UB-1 AND AFTER; UC-1 THRU UC-100 NOT MODIFIED
BY SERVICE BULLETIN NO. 2345)
21-52-02
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Compressor Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Page 7

SUBJECT PAGE
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Compressor Mount Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Compressor Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
CONDENSER AND BLOWER
21-52-03
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Condenser Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Condenser Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Condenser Blower Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Condenser Blower Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
RECEIVER - DRYER
21-52-04
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
COMPRESSOR (UA-1 AND AFTER; UB-1 AND AFTER; UC-1 AND AFTER MODIFIED BY
SERVICE BULLETIN NO. 2345)
21-52-05
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Compressor Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Compressor Mount Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Compressor Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Tension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
TEMPERATURE CONTROL
21-60-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Page 8

SUBJECT PAGE
AIR DUCT TEMPERATURE SENSOR
21-60-01
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Resistance Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
CABIN TEMPERATURE CONTROLLER
21-60-02
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Functional Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Test Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Indicator Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Page 9

CH-SE-SU PAGE DATE CH-SE-SU PAGE DATE
21-LOEP 1 Nov 1/13 21-50-00 1 Nov 1/09
101 Nov 1/09
201 Nov 1/09
21-00-00 1 thru 7 Nov 1/09
21-51-00 1 and 2 Nov 1/09
21-10-00 1 May 1/11 101 and 102 Nov 1/09
101 Nov 1/09 201 and 202 Nov 1/09
201 thru 206 Nov 1/09
21-51-01 201 and 202 Nov 1/09
21-10-01 201 and 202 Nov 1/09
21-51-02 201 Nov 1/09
21-10-03 201 thru 206 Nov 1/09
21-51-03 201 thru 203 Nov 1/09
21-10-06 201 and 202 Nov 1/09
21-52-00 1 thru 4 Nov 1/09
21-10-07 201 and 202 Nov 1/09 101 thru 115 Nov 1/09
201 thru 211 Nov 1/13
21-11-00 1 and 2 Nov 1/09
101 Nov 1/09 21-52-01 201 thru 204 Nov 1/09
201 thru 210 Nov 1/09
21-52-02 201 thru 211 Nov 1/10
21-11-01 201 and 202 Nov 1/09
21-52-03 201 and 202 Nov 1/09
21-11-02 201 and 202 Nov 1/09
21-52-04 201 and 202 Nov 1/09
21-11-03 201 thru 205 Nov 1/09
21-52-05 201 thru 213 Nov 1/10
21-11-06 201 Nov 1/09
21-60-00 1 and 2 Nov 1/09
21-11-07 201 Nov 1/09 101 Nov 1/09
21-20-00 1 thru 5 Nov 1/09 21-60-01 201 thru 203 Nov 1/09
101 Nov 1/09
21-60-02 201 thru 204 Nov 1/09
201 thru 203 Nov 1/09
21-20-01 201 Nov 1/09
21-20-02 201 Nov 1/09
21-30-00 1 thru 4 Nov 1/09
101 thru 105 Nov 1/09
201 thru 216 Nov 1/09
21-30-01 201 Nov 1/09
21-30-02 201 and 202 Nov 1/09
21-30-03 201 Nov 1/09
21-30-04 201 and 202 Nov 1/09
21-30-07 201 and 202 Nov 1/09
21-40-00 1 Nov 1/09
101 thru 103 Nov 1/09
201 thru 203 Nov 1/09
Page 1
21-LOEP Nov 1/13
ENVIRONMENTAL SYSTEMS
GENERAL INFORMATION
21-00-00

00
1. GENERAL
The Model 1900 Airliner Series environmental system makes use of engine bleed air for cabin pressurization,
cabin heating and providing the motive force for operation of the air cycle machine (ACM), the primary source
of cabin cooling (Ref. Figure 1). A vapor cycle system, driven from the RH engine, augments air cycle
machine cooling during times of greater heat loads when additional cooling may be required.
A system of valves, regulators and temperature and pressure sensors controls all physical aspects of the
bleed air flowing into the cabin. Two outflow valves, operated by the pressurization controller and mounted on
the aft pressure bulkhead, provide a controlled exit for the pressurization air in order to maintain a
preselected pressure differential between the cabin environment and the outside air.
Conditioned bleed air is distributed and recirculated by two distinctly different ducting systems. The outlets in
the lower cabin sidewalls deliver conditioned bleed air and recirculated cabin air to the cabin while eyeball
outlets in the cabin mid sidewall provide for cabin air recirculation and additional cooling by the vapor cycle
system.
Temperature regulation is provided for by the cabin temperature controller mounted in the center cabin
overhead upholstery. Various modes of temperature control are provided for by the controlling circuitry; the
system can be controlled manually by the flight crew, automatically by the cabin temperature controller, or the
evaporator blowers can be operated independent of temperature control.
A. Bleed Air Control

Bleed air from the compressor stages of the engines provides for pressurization, cabin heating and the
motive force for driving the air cycle machine.
A heat exchanger and two valves for each engine are used to precool the bleed air to 450°F before the
bleed air is ducted into the air cycle machine or bypassed into the cabin. A bleed air shutoff valve/
regulator for each engine, downstream of the precooler valves, provides master control of the bleed air
flow and pressure.
Protective mechanisms are provided to terminate bleed air flow in the event of failures which would
allow the bleed air temperature or pressure to increase without control. Time delay circuits on the relay
control board will prevent termination of the bleed air flow in cases of instantaneous temperature or
pressure changes of short duration. Should specific temperature and pressure limits be exceeded, the
precooler bypass valve and the pressure regulator/shutoff valve will close on the affected side.
An expanded discussion of the environmental bleed air system and controls will be found in 21-10-00
for all airplanes with single temperature sensors and pressure switches on each side.
Serials UC-39, UC-46 and after and any airplanes that have installed modification Kits 114-5018 and
114-5016 will have an additional temperature sensor and pressure switch near the ACM and filters in
the sense lines to the pressure regulator/shutoff valve and temperature controller. Refer to 21-11-00 for
a detailed description and operation of this newer version.
Page 1
21-00-00 Nov 1/09
B. Distribution
Bleed air from the engines is precooled and delivered to the cabin through outlets in the lower cabin
sidewalls for pressurization, heating and cooling from the air cycle machine. The vapor cycle system
recirculates and further cools the cabin air as required and distributes the air through adjustable eyeball
outlets. The vapor cycle system makes use of the two evaporator blowers in order to recirculate the
cooled cabin air. Evaporator coils are mounted on the inlet side of the evaporator blowers to facilitate
the exchange of heat between the cabin air and the cooling media when the vapor cycle system is
operating. Refer to 21-20-00 for a more detailed explanation of the operation of this system.
C. Pressurization Control
Cabin pressurization is maintained at a selected level by the pressurization controller mounted in the
pedestal. The controller has settings for cabin altitude and rate-of-change. The sole function of the
pressurization controller is to control the outflow valves which open or close proportionally according to
the degree of pneumatic vacuum being provided by the controller. The controller will automatically
maintain cabin pressure at some level below a maximum operating pressure differential that is
coincident to the pressure, relative to ambient, of the altitude setting on the controller. Should a fault in
the controller cause the controller to fail to maintain cabin pressure differential below the maximum, the
outflow valves are calibrated to open and dump the excess cabin pressure.
Pneumatic vacuum air is supplied to the pressurization controller through a normally open solenoid type
valve (preset solenoid valve) and to the outflow valves through a normally closed solenoid type valve
(dump solenoid valve). These two valves are energized through the manual dump switch on the
pedestal. When the switch is in the dump mode, both solenoid valves are energized and the pneumatic
vacuum air is shunted from the pressurization controller to the outflow valves, opening them and
dumping the cabin pressure to the outside. 21-30-00 contains complete information for troubleshooting
and maintenance of this system.
D. Heating
Bleed air from the engines enters the cabin distribution ducts for heating through two electrically
operated rotary valves (the ACM bypass valve and the ejector bypass valve).
The two valves operate in sequence rather than simultaneously. The ACM bypass valve opens first
when heating is required and modulates the output of the air cycle machine. As the cabin temperature
controller continues to ask for heating, the ACM bypass valve opens fully and shunts operating current
to the ejector bypass valve, by way of the valve travel limit switches, opening it. When the cabin
temperature controller begins asking for cooling, the ejector bypass valve begins closing. When the
ejector bypass valve is fully closed, operating current is shunted back to the ACM bypass valve closing
it.
The valves also serve the purpose of switching the vapor cycle system compressor in or out. For more
information on heating, refer to 21-40-00.
E. Cooling
All cabin cooling is provided by the air cycle system and, when required, by the vapor cycle system.
Vapor cycle system cooling is invoked, as discussed previously, by the switching activity of the ACM
and ejector bypass valves. General information and preliminary troubleshooting of the cooling system is
in 21-50-00.
Page 2
Nov 1/09 21-00-00
F. Air Cycle System

The air cycle machine utilizes engine bleed air to drive a compressor which compresses the bleed air to
a point where the excess heat of compression can be removed through the use of heat exchangers;
then when the pressure is released, a specific heat deficit exists, relative to source ambient, and cooling
is affected. The sequence in the air cycle machine is as follows:
(1) Bleed air enters the air cycle machine through the first stage heat exchanger where excess heat is
removed.
(2) Bleed air travels through the air cycle machine compressor where it is compressed to a higher
pressure and temperature.
(3) Bleed air passes through the second stage heat exchanger where the excess heat of compression
is removed.
(4) Bleed air passes through the air cycle machine turbine providing the motive force necessary to
drive the compressor and cooling air fan and the pressure is released and the bleed air allowed to
expand producing a specific heat deficit in the bleed air relative to cabin ambient.
For detailed maintenance information concerning this system, refer to 21-51-00.
Page 3
21-00-00 Nov 1/09
Page 4
Nov 1/09 21-00-00
LO
HI
LH RH
UB21B
990801AA.AI
Figure 1
Environmental System Schematic
Page 5
21-00-00 Nov 1/09
Page 6
Nov 1/09 21-00-00
G. Vapor Cycle System

When heat loads are such that the air cycle system is producing maximum cooling, a signal is
transmitted to the temperature controlling circuitry which causes the refrigerant compressor clutch to be
engaged, thereby turning the compressor and initiating the cooling cycle of the vapor cycle system.
A condensing coil and blower assembly, located in the right forward inboard wing, removes excess heat
from the high temperature, high pressure gaseous refrigerant being discharged from the compressor,
allowing the refrigerant to condense to the liquid state. The high pressure, low temperature liquid
refrigerant passes through a metering device (thermostatic expansion valve) into the evaporator where
the pressure is relieved and the refrigerant allowed to evaporate into the gaseous state producing a
heat deficit in the gaseous refrigerant. Cabin air is circulated over the evaporator coil where heat is
transferred from the cabin air to the gaseous refrigerant. The low pressure, low temperature refrigerant
then returns to the compressor and the entire cycle is repeated.
Once the vapor cycle system is activated, it will remain in operation until such time as the ACM bypass
valve has opened fully, at which time a signal is transmitted to the heat side of the heat/cool relay and
vapor cycle cooling is terminated.
Certain measures have been taken to protect the vapor cycle system from damage during normal
operation. A 40°F outside air temperature switch keeps the system from being activated while in low
ambient temperature conditions; this switch closes at 50 ± 5°F and opens at 30 ± 5°F. Overpressure
and underpressure switches deactivate the system in the event operating pressures exceed the
maximum or minimum safe operating limits. 21-52-00 contains information to aid in troubleshooting and
maintaining this system in proper operating condition.
H. Temperature Control
Temperature control in the Model 1900 Airliner Series is accomplished by the cabin temperature
controller which makes use of temperature sensitive resistance devices to register cabin temperatures.
The totally solid state circuitry in the cabin temperature controller issues commands to the air cycle
machine bypass and ejector bypass valves to control the amount of cooling provided by the air cycle
machine. When the air cycle machine is providing maximum cooling, the cool command from the cabin
temperature controller is shunted through limit switches in the bypass valves to the cool side of the
heat-cool command relay, energizing the compressor clutch of the vapor cycle system and initiating
vapor cycle system cooling.
Heat commands, issued by the cabin temperature controller, cause the ACM and ejector bypass valves
to open and duct uncooled bleed air into the cabin. When heating is required and the ACM bypass valve
opens fully, the heat command from the cabin temperature controller is shunted to the heat side of the
heat-cool relay and the vapor cycle system is cycled off.
Electrical schematics and troubleshooting Charts in 21-60-00 will aid the technician in properly
maintaining this system.
Page 7
21-00-00 Nov 1/09
BLEED AIR CONTROL
21-10-00

00
1. GENERAL
(UA-1 AND AFTER, UB-1 AND AFTER AND UC-1 THRU UC-45, EXCEPT UC-39)
Bleed air from the P3 stage of the engine is precooled to 450 ± 25°F by the precooler heat exchanger,
mounted immediately aft of the engine oil cooler, and pressure regulated to 38 ± 2 psig by the pressure
regulator/shutoff valve (Ref. Figure 203, Maintenance Practices section). A precooler-bypass and a
precooler-through valve modulate the amount of bleed air passing through the precooler. The two valves
operate oppositely: when the precooler-through valve is opening, the bypass valve is closing and vice versa
(Ref. Figure 201, Maintenance Practices section).
When the bleed air control switch is turned on, all three environmental bleed air valves are energized
(precooler-through valve, precooler-bypass valve and pressure regulator/shutoff valve) through the normally
closed contacts of the bleed air valve deactivate relay. If bleed air pressure is adequate, a temperature
controller assumes control of the two precooler valves and pneumatically controls the valves in varying
degrees to maintain the specified bleed air temperature.
A small surge tank, attached to the bleed air line, dampens any surges in bleed air pressure and provides a
stable reference source for the overpressure limit switch. Should the overpressure limit of 44 ± 1 psig be
exceeded due to a malfunction of the regulator/shutoff valve, the overpressure-limit switch will close. This
energizes the bleed-air-valve-deactivate relay, thereby removing voltage from the bleed air valves and
allowing them to close. When the overpressure switch closes, a signal is simultaneously transmitted to the
annunciator system, illuminating the ENVIR FAIL annunciator.
A temperature sensor attached to the bleed air line monitors bleed air temperature and transmits that
information to the bleed air overtemperature detector (Ref. 21-10-07, Figure 201). The overtemperature
detector will energize the bleed air valve-deactivate relay if the precooler system fails and allows the bleed air
temperature to increase to 500°F ± 20. When a failure is detected, an ENVIR FAIL annunciator signal is
simultaneously generated. A single bleed air overtemperature detector has inputs and outputs for both left
and right bleed air control.
Any time the bleed-air-deactivate relay is energized and opens the bleed-air-valve power circuits, a latching
circuit will hold the relay in that mode. The bleed air-deactivate relay will be reset and the power circuits for
the valves restored when the bleed air control switch is placed in the ENVIR OFF position.
The instrument bleed air shutoff valves and the ejector heater of the cycle machine are also controlled
through the bleed air control switches.
Page 1
21-10-00 May 1/11
BLEED AIR CONTROL
TROUBLESHOOTING
100100
1. PROCEDURES
Should an abnormal temperature be encountered, evaluation of the precooler system and controls is
required. Abnormal bleed air pressures will be corrected by troubleshooting the pressure regulator/shutoff
valve and controls.
Table 101 presents a scheme of troubleshooting in a logical sequence of checks and should serve as a guide
for the technician in narrowing down faults to a small portion of the overall system.
Table 101
Troubleshooting - Bleed Air Control
(UA-1 and After, UB-1 and After and UC-1 thru UC-45, except UC-39)
PROBLEM POSSIBLE CAUSE CORRECTIVE ACTION
1. Bleed air temperature out of limits a. Precooler valve(s) (E14), (E15) a. Perform PRECOOLER VALVES
(Ref. BLEED AIR TEMPERATURE fails to operate properly. FUNCTIONAL CHECK procedure.
CHECK).
b. Temperature controller fails to b. Clean and inspect temperature
operate properly. controller as instructed in 1900
Airliner Series Component
Maintenance Manual.
c. Overtemperature sensor (E112), c. Replace overtemperature sensor.
(E113) fails to operate properly.
d. Overtemperature detector d. Replace overtemperature
module (E243) fails to operate detector module (E243).
properly.
2. Bleed air pressure out of limits a. Water in surge tank. a. Drain surge tank.
(Ref. BLEED AIR PRESSURE
CHECK).
b. Pressure regulator/shutoff b. If Janitrol valves are installed,
valve(s) fails to operate properly. replace pressure regulator/shutoff
valve(s). If Dukes valves are
installed, adjust or replace pressure
regulator/shutoff valve(s) as
required.
c. Bleed air control module (A317) c. Replace bleed air control module
fails to operate properly. (A317).
d. Overpressure switch(es) (S303, d. Replace overpressure switch(es)
S304) fails to operate. (S303, S304).
Page 101
21-10-00 Nov 1/09
BLEED AIR CONTROL
200200
1. PROCEDURES
Maintenance of the environmental bleed air system will usually be limited to the replacing of valves and
performing certain maintenance checks. Bleed air lines should be opened only as a last resort when
necessity dictates.
The precooler-bypass valves and their interconnecting network should be removed as an assembly. Space
restrictions make it extremely difficult to perform any kind of maintenance, other than functional checks on the
valves, while they are installed in the airplane.
A. Precooler Functional Check

Air pressure, taken directly from the bleed air line, operates the precooler bypass and precooler-through
valves. Solenoids on each valve control the valve in order to maintain the on/off states of the valves. A
temperature controller modulates the air pressure, providing proportional control of the two precooler
valves. On rising bleed air temperatures, the temperature controller reduces the air pressure which
causes the precooler-through valve to begin opening and the bypass valve to begin closing; the inverse
of this occurs on decreasing bleed air temperature (Ref. Figure 201).
In the de-energized state, the through-valve solenoid closes and prevents the servo air from escaping
through the temperature controller. The bypass valve opens when de-energized to relieve pressure on
the through valve diaphragm, allowing the valve to spring-return to the closed position.
A procedure for checking the function of the valves follows:
(1) Set both bleed air valve switches to INST ENVIR OFF position.
(2) Locate the flexible bleed air hose descending from the LH side of the engine and disconnect it
from the manifold inlet of the precooler valve.
(3) Fabricate an orifice plate 2.60 inches in diameter with a 0.064 to 0.071-inch orifice in the center of
the plate. The orifice plate may be fabricated out of 0.032-inch-thick 2024-T3 Aluminum sheet.
(4) Loosen the coupling on the duct just downstream of the temperature controller.
(5) Insert the fabricated orifice plate between the flanges and reinstall the coupling; torque the clamp
nut only enough to prevent excessive leakage.
(6) Notice the valve position indicators on the valve bodies. The bypass valve should be closed and
the precooler-through valve open.
(7) Connect shop air pressure, regulated to 35 ± 5 psig, to the manifold inlet of the precooler valve.
(8) Check the valve position indicators; both valves should be closed.
(9) Apply 28 vdc at pin A of each precooler valve simultaneously to simulate the relay control when
the system is normally on. The bypass valve should now be open and the precooler-through valve
will remain closed. Should the bypass valve remain closed and the precooler-through valve open,
the temperature controller is defective and should be replaced.
Page 201
21-10-00 Nov 1/09
(10) Loosen the servo air connection on the temperature controller, allowing the servo air to escape.
The bypass valve should now close and the precooler-through valve should open.
(11) Should either valve fail to operate as indicated, remove the manifold assembly and precooler
valve, then, replace the valve; otherwise, reconnect the flexible hose to the manifold inlet, torquing
the clamp nut to 35 ± 2 inch-pounds, and replace the temperature controller located in the bleed
air line just inboard of the valves.
(12) Remove the orifice plate from the coupling downstream of the temperature controller and reinstall
the clamp, torquing the clamp nut to 40 ± 2 inch-pounds.
Figure 201
Bleed Air Flow Schematic (With Janitrol Pressure Regulator/Shutoff Valve Shown)
Page 202
Nov 1/09 21-10-00
B. Temperature Check
Bleed air temperatures are continuously monitored by the overtemperature detector. Temperature
sensors, mounted in the bleed air lines, change resistance proportionate to bleed air temperature. Logic
circuits in the overtemperature detector make use of this information and, through relay logic, close the
pressure regulator/shutoff valve on the affected side (Ref. Figure 202).
The following procedure determines if the bleed air temperature is within normal operating limits.
Locate the overtemperature detector module in the subfloor, Zone 163 (or Zone 143 on later models).
(1) Remove the connector (P118) from the detector module.
(2) Operate the engines at 1550 rpm and 3000 foot-pounds torque.
(3) Measure the resistance between pins 2 and 3 of the connector for the left engine or between pins
15 and 16 for the right engine.
(4) Resistance should be between 445 and 515 ohms for a normally operating system. Any readings
between 200 and 445 ohms or between 515 and 700 ohms indicates a fault in the
precooler-bypass valve, precooler-through valve, or temperature controller. Any reading below
200 ohms or above 700 ohms indicates a faulty temperature sensor.
Page 203
21-10-00 Nov 1/09
Figure 202
Bleed Air Control Schematic
Page 204
Nov 1/09 21-10-00
C. Pressure Check
Bleed air pressure is maintained at 38 ± 2 psig by the pressure regulator/shutoff valve (Ref. Figure 203).
Failure of the valves to maintain proper pressure can be detected by measuring bleed air pressures.
Two test ports located in the RH and LH wheel wells have been provided for this purpose.
(1) Locate the bleed air test port in the wheel well and remove the cap.
(2) Connect a 0-50 psi pressure gage accurate to within ± 1 psi to the test port.
(3) Operate the engine at 1550 rpm and 3000 foot-pounds torque.
NOTE: There are no adjustments on Janitrol pressure regulator/shutoff valves. For adjustment of
Dukes pressure regulator/shutoff valves, refer to DUKES PRESSURE REGULATOR/
SHUTOFF VALVE ADJUSTMENT, in this section.
(4) If bleed air pressure does not stabilize at 38 ± 2 psig, the pressure regulator/shutoff valve should
be adjusted or replaced.
Figure 203
Janitrol Pressure Regulator/Shutoff Valve
(UA-1 and After, UB-1 and After and UC-1 thru UC-45, Except UC-39 Without Kit No. 114-5037 Installed)
Page 205
21-10-00 Nov 1/09
D. Pressure Operational Check

The operational overpressure test may be accomplished as follows:
(1) Rotate the switch to the P position.
(2) Run the engines up to 85% power.
(3) The ENVIR FAIL and MASTER WARNING annunciator lights should illuminate within 60 seconds.
(4) The ENVIR OFF annunciator light should illuminate.
E. Temperature Operational Check

The operational overtemperature test may be accomplished as follows:
(1) Rotate the switch to the T position.
Page 206
Nov 1/09 21-10-00
21-10-01
200200
1. PROCEDURES
A. Removal
(1) Pull the BLEED AIR CONTROL circuit breakers under ENVIRONMENTAL on the circuit breaker
panel (Ref. Figure 201).
(2) Remove the forward upper and lower cowlings (Ref. Chapter 71-10-00).
(3) Remove the oil cooler inlet ducts and the aft lower cowlings (Ref. Chapter 71-10-00).
(4) Disconnect the fuel and lubricant drain lines as necessary to gain access to the valves.
(5) Disconnect the electrical connectors from the valves.
(6) Disconnect the pressure-drive line and temperature control lines.
(7) Remove the couplings from each side of the valve.
(8) Support the valves and remove four bolts and washers from each support bracket.
NOTE: The outboard support brackets may be removed if necessary to aid in removing the
valves.
B. Installation
(1) Position the valve between the support brackets and loosely secure each with four bolts and
washers (Ref. Figure 201).
(2) Install couplings over the flanges of the ducts and valves. Tighten the clamping nuts to 35 ± 2
inch-pounds.
NOTE: Do not install insulation over clamps.
(3) Tighten the valve attachment bolts.
(4) Connect the pressure drive-lines and temperature control lines.
(5) Connect electrical connectors.
(6) Connect any drain lines that were disconnected.
(7) Install oil cooler inlet ducts.
(8) Install the cowlings (Ref. Chapter 71-10-00).
(9) Reset BLEED AIR CONTROL circuit breakers.
Page 201
21-10-01 Nov 1/09
Figure 201
Precooler-Through and Bypass Valves Installation (Typical)
(UC-1 thru UC-45, Except UC-39)
Page 202
Nov 1/09 21-10-01
21-10-03
200200
1. JANITROL PRESSURE REGULATOR/SHUTOFF VALVE PROCEDURES

(WITHOUT KIT NO. 114-5037 INSTALLED)
A. Removal
The right and left pressure regulator/shutoff valves are not symmetrically located in the wings
(Ref. Figure 201). Removal of the right valve requires removing the leading edge only. Refer to the
Chapter 6-50-00 WING ACCESS PANELS (UA-1 and After; UB-1 and After) illustration in the
Dimensions and Areas section. Removal of the left valve requires removing the leading edge first, then
the large upper panel and the large lower panel aft of the leading edge. Refer to the Chapter 6-50-00
WING ACCESS PANELS (UC-1 and After) illustration in the Dimensions and Areas section.
Any aircraft modified by Kit No. 114-5016 have a filter added in the sense line for the pressure regulator/
shutoff valve. On the right pressure regulator/shutoff valve, the filter is mounted on a bracket attached
directly to the valve.
(1) Set the aircraft MASTER SWITCH TO OFF.
(2) Remove the panels as required to gain access to the valve.
(3) Remove the sense line as follows:
(a) Remove the sense line between the valve and the P3 air duct.
(b) On aircraft with filters installed, remove the sense line between the left valve and the filter.
On the right side, remove both sense lines of the filter, then remove and retain the filter and
bracket attached to the inboard side of the valve.
(4) Disconnect the electrical connector.
(5) Disconnect the valve mounting bracket as follows:
(a) On the left valve, the mounting bolts are accessed from inside the left wheel well. Remove
the three bolts securing the valve mounting bracket to the nacelle bulkhead.
(b) On the right valve, remove the two screws securing the mounting bracket to the wing
stringer.
(6) Pull back the insulation from the P3 air duct and remove the two couplings holding the valve in the
duct.
(7) Remove the valve with the mounting bracket attached.
(8) Remove and retain the mounting bracket from the valve.
Page 201
21-10-03 Nov 1/09
B. Installation
(1) Install on the valve the mounting bracket retained from the removal procedures (Ref. Figure 201).
(2) Set the valve in the P3 air duct and install the couplings.
(3) Secure the mounting bracket as follows:
(a) On the left valve, install the three bolts through the nacelle bulkhead.
(b) On the right valve, install the two screws to secure the mounting bracket to the wing stringer.
(4) Mold the insulation around the edges of the valve.
(5) Connect the electrical connector.
(6) Install the sense line as follows:
(a) Install the sense line between the valve and the P3 air duct.
(b) On aircraft with filters installed, connect the sense line between the left valve and the filter.
On the right valve, install the filter and mounting bracket on the valve, then connect the sense
lines of the filter to the valve and P3 air duct.
(7) Replace all panels.
Figure 201
Janitrol Pressure Regulator/Shutoff Valve
(UA-1 and After, UB-1 and After and UC-1 thru UC-45, Except UC-39 Without Kit No. 114-5037 Installed)
Page 202
Nov 1/09 21-10-03
C. Filter Removal
The right and left filters are not symmetrically located in the wings. The left filter is mounted on a wing rib
adjacent to the left pressure regulator/shutoff valve. The right filter is mounted on a bracket attached
directly to the right pressure regulator/shutoff valve. Removal or servicing the right filter requires
removing the leading edge only. Refer to the Chapter 6-50-00 WING ACCESS PANELS (UA-1 and
After; UB-1 and After) illustration in the Dimensions and Areas section. Removal or servicing the left
filter requires removing the leading edge and the large lower panel aft of the leading edge. Refer to the
Chapter 6-50-00 WING ACCESS PANELS (UC-1 and After) illustration in the Dimensions and Areas
section.
(1) Set the aircraft MASTER SWITCH to OFF.
(2) Remove panels as required to gain access to the filter.
(3) Remove the sense line between the filter and the P3 air duct.
(4) Remove the sense line between the filter and the pressure regulator/shutoff valve.
(5) Remove the filter as follows:
(a) In the left wing, remove the two screws securing the filter to the wing rib.
(b) In the right wing, remove the two screws securing the filter to the bracket mounted on the
pressure regulator/shutoff valve.
D. Filter Installation
(1) Install the filter as follows:
(a) In the left wing, secure the filter to the wing rib with two screws.
(b) In the right wing, secure the filter to the bracket on the pressure regulator/shutoff valve.
(2) Install the sense line between the filter and the P3 air duct.
(3) Install the sense line between the filter and the pressure regulator/shutoff valve.
Page 203
21-10-03 Nov 1/09
2. DUKES PRESSURE REGULATOR/SHUTOFF VALVE PROCEDURES

(WITH KIT NO. 114-5037 INSTALLED)
A. Removal
(1) Disconnect the battery and/or remove all electrical power from the airplane.
(2) Gain access to the pressure regulator/shutoff valve by removing the appropriate wing panels
(Ref. Figure 202).
(a) To gain access to the left pressure regulator/shutoff valve, remove the left inboard wing
leading edge panel and the lower wing panels.
(b) To gain access to the right pressure regulator/shutoff valve, remove the right inboard wing
leading edge panel.
(3) Remove the two couplings holding the valve in the duct.
(4) Remove the pressure regulator/shutoff valve from the airplane.
B. Installation
(1) Install the pressure regulator/shutoff valve in the airplane using the two couplings to hold the valve
in the P3 air duct (Ref. Figure 202).
NOTE: Observe the proper flow direction when installing the valve. If the valve is being installed
on the left side of the airplane, the arrow on the side of the valve should be pointing aft. If
the valve is being installed on the right side of the airplane, the arrow on the side of the
valve should be pointing inboard.
(2) Torque the clamp nuts on the couplings to 35 ± 2 inch-pounds. Do not overtorque.
(4) Reconnect the battery and/or restore electrical power to the airplane.
(5) Check the system for proper operation. Perform BLEED AIR PRESSURE CHECK and BLEED
AIR PRESSURE OPERATIONAL CHECK, in this section.
C. Adjustment
If the bleed air pressure is not between 36 and 40 psig, the pressure regulator/shutoff valve must be
adjusted as follows (Ref. Figure 202):
WARNING: Do not adjust the pressure regulator/shutoff valve while the engine is running.
(1) Install a pressure gage and measure bleed air pressure. Refer to the BLEED AIR PRESSURE
CHECK procedure, in this section.
(2) When the right valve needs to be adjusted, remove the right inboard leading edge wing panel.
(3) When the left valve needs to be adjusted, remove the left upper inboard wing panel.
Page 204
Nov 1/09 21-10-03
(4) Locate the pressure regulator/shutoff valve and remove the safety wire from the jam nut on the
bellows housing.
(5) While supporting the pilot regulator, loosen the large jam nut on the bellows housing.
NOTE: Do not loosen the smaller jam nut located on the opposite end of the pressure regulator/
shutoff valve. If the smaller jam nut is moved, the valve can not be adjusted properly.
(6) The bellows housing is rotated to adjust the pressure. One-eighth turn (45°) of the bellows housing
changes the regulated pressure approximately 4 to 5 psi. Do not make any adjustment of more
than one-quarter turn (90°) at a time.
(a) To decrease the pressure, rotate the bellows housing clockwise (screw in).
(b) To increase the pressure, rotate the bellows housing counterclockwise (screw out).
(7) Tighten the jam nut while supporting the bellows housing to prevent the adjustment from being
altered.
CAUTION: The right inboard leading edge wing panel must be in place when the right engine is
run. The left engine may be run without replacing the left upper inboard wing panel.
(8) Operate the engine at 1540 rpm and 3000 foot-pounds of torque. If the bleed air pressure is not
between 36 and 40 psig, shut down the engine and make additional adjustments to the valve.
(9) If the valve does not respond to this adjustment procedure, it must be replaced.
(10) Install safety wire through the jam nuts at each end of the pilot regulator.
(11) Replace any wing panels that were removed. Check that the leading edge deicer boot plumbing is
properly connected.
(12) Remove the pressure test gage and replace the test port cap.
Page 205
21-10-03 Nov 1/09
Figure 202
Dukes Pressure Regulator/Shutoff Valves Adjustment
(UA-1 and After, UB-1 and After and UC-1 thru UC-45, Except UC-39 With Kit No. 114-5037 Installed)
Page 206
Nov 1/09 21-10-03
21-10-06
200200
1. PROCEDURES
A. Removal
The right and left overpressure switches are not symmetrically located in the wings, but are adjacent to
their respective pressure regulator/shutoff valves (Ref. Figure 201). Removal of the right overpressure
switch requires removing the leading edge only. Refer to the Chapter 6-50-00 WING ACCESS PANELS
(UA-1 and After; UB-1 and After) illustration in the Dimensions and Areas section. Removal of the left
switch requires removing the leading edge and the large lower panel aft of the leading edge. Refer to
the Chapter 6-50-00 WING ACCESS PANELS (UC-1 and After) illustration in the Dimensions and
Areas section.
(2) Remove panels as required to gain access to the overpressure switch.
(3) Disconnect the self-locking electrical connector, located in the wire bundle.
(4) Remove the sense line between the switch and surge tank.
(5) Remove the screw securing the overpressure switch and clamp in the wing.
(6) Remove and retain the clamp from the overpressure switch.
B. Installation
(1) Set the overpressure switch in the clamp retained from the removal procedures (Ref. Figure 201).
(2) Install the overpressure switch in the wing.
(3) Install the sense line between the switch and surge tank.
Page 201
21-10-06 Nov 1/09
Figure 201
Left Overpressure Switch
Page 202
Nov 1/09 21-10-06
21-10-07
200200
1. PROCEDURES
A. Removal
The right and left temperature sensors are not symmetrically located in the wings, but are adjacent to
the respective pressure regulator/shutoff valves (Ref. Figure 201). Removal of the right temperature
sensor requires removing the leading edge only. Refer to the Chapter 6-50-00 WING ACCESS
PANELS (UA-1 and After; UB-1 and After) illustration in the Dimensions and Areas section. Removal of
the left sensor requires removing the leading edge and the large lower panel aft of the leading edge.
Refer to the Chapter 6-50-00 WING ACCESS PANELS (UC-1 and After) illustration in the Dimensions
and Areas section.
(3) Remove the four screws securing the sensor in the P3 air duct.
(4) Remove the sensor and gasket.
(5) Retain the gasket.
B. Installation
(1) Install gasket retained from removal procedures on temperature sensor (Ref. Figure 201).
(2) Set the sensor in the P3 air duct and secure with four screws.
(3) Connect and safety the electrical connector.
Page 201
21-10-07 Nov 1/09
Figure 201
Right Temperature Sensor
Page 202
Nov 1/09 21-10-07
25
BLEED AIR CONTROL

21-11-00

00
1. GENERAL - (UC-39, UC-46 AND AFTER)

This subchapter covers those bleed air control systems currently built or ones that have been modified with
kits as described below:
On UC-39, UC-46 and After, and any airplanes with Kit No. 114-5016 and 114-5018 installed, an additional
pressure switch and temperature sensor are installed near the ACM. A filter is also added in the pressure
regulator/shutoff valve sense line and two smaller filters are added in the pressure line from the temperature
controller to the precooler valves for each side. The overpressure and over temperature functions are slightly
different in that a new PCB is used for relay control of the pneumatic valves.
Bleed air from the P3 stage of the engine is maintained at 450° ± 25°F by the precooler heat exchanger and
control valves. Bleed air is pressure regulated to 38 ± 2 psig by the pressure regulator/shutoff valve (PRSOV).
Bleed air for instrumentation is controlled by the normally open pneumatic bleed air shutoff valve
(Ref. Figures 201 and 202, Maintenance Practices section).
A. Bleed Air Valves Switch

Each BLEED AIR VALVE switch controls four valves. The pneumatic bleed air shutoff valve is held shut
by voltage when the control switch is in the INST ENVIR OFF position. The pressure regulator/shutoff
valve and precooler valves are controlled by relay logic actuated by the control switch and use bleed air
to operate with. The ACM heater is turned on by either the left or right switch.
B. Bleed Air Control Module

Relay logic is provided by the A317 Bleed Air Control Module PCB. Inputs from the control switch,
pressure switches and over temperature detector will shut the valves on the selected side. When a
pressure or temperature fault is detected by the pcb, 28 vdc is applied to the warning legend
annunciator. LEDs on the pcb light up when a fault has been encountered. Red LEDs for the right or left
side indicates a pressure fault, and green LEDs indicates a temperature fault.
C. Precooler Valves
A precooler bypass and a precooler-thru valve modulate the amount of bleed air passing through the
precooler. The two valves operate oppositely; when the thru valve is opening, the bypass valve is
closing and vise versa. If bleed air pressure is adequate, a temperature controller assumes control of
the two precooler valves and pneumatically controls the valves in varying degrees in order to maintain
the specified bleed air temperature.
Page 1
21-11-00 Nov 1/09
D. Overpressure
Three overpressure switches monitor bleed air pressure, one for each side and a third located near the
air cycle machine (ACM). The ACM pressure switch has two sets of contacts, one for each side of the
system, which close at 40 ± 1 psi on increasing pressure to indicate an overpressure condition. The left
and right pressure switches close at 44 ± 1 psi on increasing pressure to indicate an over pressure
condition. An overpressure signal to the A317 PCB will occur only when one side and the ACM pressure
switch close. When an overpressure is reported, the relay logic removes voltage applied to the
precooler valves and the pressure regulator/shutoff valve on the affected side. The same signal and
relay logic will illuminate the L/R ENVIR FAIL warning annunciator. Anytime the pressure regulator/
shutoff valve closes, the L/R ENVIR OFF caution/advisory annunciator illuminates. A surge tank
between each left and right switch dampens pressure surges and provides a stable bleed air reference.
E. Over temperature
Three temperature sensors monitor bleed air temperature and report it to the overtemperature detector.
Like the pressure switches, there is one for each side and one near the ACM. Signals from the
overtemperature detector actuate the relay logic to remove voltage applied to the precooler valves and
the pressure regulator/shutoff valve on the affected side. The same signal and relay logic will illuminate
the L/R ENVIR FAIL warning annunciator. Anytime the pressure regulator/shutoff valve closes, the L/R
ENVIR OFF caution/advisory annunciator illuminates.
Page 2
Nov 1/09 21-11-00
BLEED AIR CONTROL
TROUBLESHOOTING
100100
1. GENERAL - (UC-39, UC-46 AND AFTER)

Should an abnormal temperature be encountered, evaluation of the precooler system and controls is
required. Abnormal bleed air pressures will be corrected by troubleshooting the pressure regulator/shutoff
valve and control (Ref. Figures 201 and 202, Maintenance Practices section).
Table 101 presents a scheme of troubleshooting in a logical sequence of checks and should serve as a guide
for the technician in narrowing down faults to a small portion of the overall system.
Table 101
Troubleshooting - Bleed Air Control
(UC-39, UC-46 and After)
PROBLEM POSSIBLE CAUSE CORRECTIVE ACTION
1. Bleed air temperature out of a. Precooler valve(s) (E14),(E15) a. Perform PRECOOLER VALVES
limits. (Ref. BLEED AIR fails to operate properly. FUNCTIONAL CHECK procedure.
TEMPERATURE CHECK)
b. Temperature controller fails to b. Clean and inspect temperature
operate properly. controller as instructed in 1900
Airliner Series Component
Maintenance Manual.
c. Overtemperature sensor c. Replace overtemperature sensor.
(E112), (E113), (E303) fails to
operate properly.
d. Overtemperature detector d. Replace overtemperature
module (E243) fails to operate detector module (E243).
properly.
2. Bleed air pressure out of limits. a. Water in surge tank. a. Drain surge tank.
(Ref. BLEED AIR PRESSURE
CHECK).
b. Pressure regulator/shutoff b. If Janitrol valves are installed,
valve(s) fails to operate properly. replace pressure regulator/shutoff
valve(s). If Dukes valves are
installed, adjust or replace pressure
regulator/shutoff valve(s) as
required.
c. Bleed air control module (A317) c. Replace bleed air control module
fails to operate properly. (A317).
d. Overpressure switch(es) d. Replace overpressure switch(es)
(S303,S304 or S315) fails to (S303,S304 or S315).
operate.
Page 101
21-11-00 Nov 1/09
BLEED AIR CONTROL
200200
1. PROCEDURES - (UC-39, UC-46 AND AFTER)

Maintenance of the environmental bleed air system will usually be limited to the replacing of valves and
performing certain maintenance checks. Bleed air lines should be opened only as a last resort when
necessity dictates.
The precooler-bypass valves and their interconnecting network should be removed as an assembly. Space
restrictions make it extremely difficult to perform any kind of maintenance, other than functional checks on the
valves, while they are installed in the airplane.
A. Precooler Functional Check

Air pressure, taken directly from the bleed air line, operates the precooler bypass and precooler-through
valves. Solenoids on each valve control the valve in order to maintain the on/off states of the valves. A
temperature controller modulates the air pressure, providing proportional control of the two precooler
valves. On rising bleed air temperatures, the temperature controller reduces the air pressure which
causes the precooler-through valve to begin opening and the bypass valve to begin closing; the inverse
of this occurs on decreasing bleed air temperature (Ref. Figure 201).
In the de-energized state, the through-valve solenoid closes and prevents the servo air from escaping
through the temperature controller. The bypass valve opens when de-energized to relieve pressure on
the through valve diaphragm, allowing the valve to spring-return to the closed position.
A procedure for checking the function of the valves follows:
(1) Set both bleed air valve switches to INST ENVIR OFF position.
(2) Locate the flexible bleed air hose descending from the LH side of the engine and disconnect it
from the manifold inlet of the precooler valve.
(3) Fabricate an orifice plate 2.60-inches in diameter with a 0.064 to 0.071-inch orifice in the center of
the plate. The orifice plate may be fabricated out of 0.032-inch-thick 2024-T3 Aluminum sheet.
(4) Loosen the coupling on the duct just downstream of the temperature controller.
(5) Insert the fabricated orifice plate between the flanges and reinstall the coupling; torque the clamp
nut only enough to prevent excessive leakage.
(6) Notice the valve position indicators on the valve bodies. The bypass valve should be closed and
the precooler-through valve open.
(7) Connect shop air pressure, regulated to 35 ± 5 psig, to the manifold inlet of the precooler valve.
(8) Check the valve position indicators; both valves should be closed.
(9) Apply 28 vdc at pin A of each precooler valve simultaneously to simulate the relay control when
the system is normally on. The bypass valve should now be open and the precooler-through valve
will remain closed. Should the bypass valve remain closed and the precooler-through valve open,
the temperature controller is defective and should be replaced.
Page 201
21-11-00 Nov 1/09
(10) Loosen the servo air connection on the temperature controller, allowing the servo air to escape.
The bypass valve should now close and the precooler-through valve should open.
(11) Should either valve fail to operate as indicated, remove the manifold assembly and precooler
valve, then, replace the valve; otherwise, reconnect the flexible hose to the manifold inlet, torquing
the clamp nut to 35 ± 2-inch-pounds, and replace the temperature controller located in the bleed
air line just inboard of the valves.
(12) Remove the orifice plate from the coupling downstream of the temperature controller and install
the clamp, torquing the clamp nut to 40 ± 2-inch-pounds.
Figure 201
Bleed Air Flow Schematic (With Janitrol Pressure Regulator/Shutoff Valve Shown)
(UC-39, UC- 46 and After)
Page 202
Nov 1/09 21-11-00
B. Temperature Check
Bleed air temperatures are continuously monitored by the overtemperature detector. Temperature
sensors, mounted in the bleed air lines, change resistance proportionate to bleed air temperature. Logic
circuits in the overtemperature detector make use of this information and, through relay logic, close the
pressure regulator/shutoff valve on the affected side (Ref. Figure 202).
The following procedure determines if the bleed air temperature is within normal operating limits.
Locate the overtemperature detector module in the subfloor, Zone 163.
(1) Remove the connector from the detector module.
(2) Operate the engines at 1550 rpm and 3000 foot-pounds torque.
(3) Measure the resistance between pins 2 and 3 of the connector for the left engine, between pins 15
and 16 for the right engine and between pins 8 and 9 for the ACM.
(4) Resistance should be between 445 and 515 ohms for a normally operating system. Any readings
between 200 and 445 ohms or between 515 and 700 ohms indicates a fault in the
precooler-bypass valve, precooler-through valve, or temperature controller. Any reading below
200 ohms or above 700 ohms indicates a faulty temperature sensor (Ref. Figure 202).
Page 203
21-11-00 Nov 1/09
Page 204
Nov 1/09 21-11-00
UC21B
031451AA.AI

Bleed Air Control (UC-39, UC-46 and After)
Page 205
21-11-00 Nov 1/09
Page 206
Nov 1/09 21-11-00
UE21B
991314AA.AI

Page 207
21-11-00 Nov 1/09
Page 208
Nov 1/09 21-11-00

Page 209
21-11-00 Nov 1/09
C. Pressure Check
Bleed air pressure is maintained at 38 ± 2 psig by the pressure regulator/shutoff valve. Failure of the
valves to maintain proper pressure can be detected by measuring bleed air pressures. Two test ports
located in the RH and LH wheel wells have been provided for this purpose.
(1) Locate the bleed air test port in the wheel well and remove the cap.
(2) Connect a 0 to 50 psi pressure gage accurate to within ± 1 psi to the test port.
(3) Operate the engine at 1550 rpm and 3000 foot-pounds torque.
NOTE: There are no adjustments on Janitrol pressure regulator/shutoff valves. For adjustment of
Dukes pressure regulator/shutoff valves (DUKES PRESSURE REGULATOR/SHUTOFF
VALVE ADJUSTMENT).
(4) If bleed air pressure does not stabilize at 38 ± 2 psig, the pressure regulator/shutoff valve should
be adjusted or replaced.
D. Pressure Operational Check

The operational overpressure test may be accomplished as follows:
(1) Rotate the switch to the P position.
E. Temperature Operational Check

The operational overtemperature test may be accomplished as follows:
(1) Rotate the switch to the T position.
Page 210
Nov 1/09 21-11-00
21-11-01
200200
A. Removal
(1) Pull the BLEED AIR CONTROL circuit breakers under ENVIRONMENTAL on the circuit breaker
panel.
(2) Remove the forward upper and lower cowlings (Ref. Chapter 71-10-00).
(3) Remove the oil cooler inlet ducts and the aft lower cowlings (Ref. Chapter 71-10-00).
(4) Disconnect the fuel and lubricant drain lines as necessary to gain access to the valves.
(5) Disconnect the electrical connectors from the valves.
(6) Disconnect the pressure-drive line and temperature control lines.
(7) Remove the couplings from each side of the valve.
NOTE: The outboard support brackets may be removed if necessary to aid in removing the valves
(Ref. Figure 201).
(8) Support the valves and remove four bolts and washers from each support bracket.
B. Installation
(1) Position the valve between the support brackets and loosely secure each with four bolts and
NOTE: Do not install insulation over clamps.
(2) Install couplings over the flanges of the ducts and valves. Tighten the clamping nuts to 35 ± 2
inch-pounds.
(3) Tighten the valve attachment bolts.
(4) Connect the pressure drive-lines and temperature control lines.
(5) Connect electrical connectors.
(6) Connect any drain lines that were disconnected.
(7) Install oil cooler inlet ducts.
(8) Install the cowlings (Ref. Chapter 71-10-00).
(9) Reset BLEED AIR CONTROL circuit breakers.
Page 201
21-11-01 Nov 1/09
Figure 201
Precooler-Through and Bypass Valves Installation (Typical)
Page 202
Nov 1/09 21-11-01
TEMPERATURE CONTROLLER SENSE LINE FILTER
21-11-02
200200
A. Removal
Two filters (Zones 521 and 621) are located in the sense line of the temperature controller that connect
the precooler-bypass and thru valves in each nacelle (Ref. Figure 201). Refer to the Chapter 6-40-00
ZONE DIAGRAMS illustration in the Dimension and Areas section.
(1) Remove the inboard nacelle panel.
(2) Gain access to the temperature controller as follows:
(a) On earlier UC serial airplanes, disconnect the oil and vent lines and remove the plate
covering the precooler section.
(b) On later UC serial airplanes, a double plate is used. Remove the forward plate.
(3) Disconnect the sense line from the temperature controller.
(4) Remove the filter from each end of the sense line.
B. Installation
(1) Install a filter in each end of the sense line.
(2) Install the sense line between the temperature controller and the T-fitting to the precooler bypass
and thru valve (Ref. Figure 201).
(3) Install the plate that covers the precooler section and connect the oil and drain lines, if removed.
(4) Install the nacelle cover.
Page 201
21-11-02 Nov 1/09
Figure 201
Temperature Control Line Filter Installation (Typical)
Page 202
Nov 1/09 21-11-02
21-11-03
200200
1. JANITROL PRESSURE REGULATOR/SHUTOFF VALVE PROCEDURES

(UC-39, UC-46 AND AFTER) (WITHOUT KIT NO. 114-5037 INSTALLED)
A. Removal
The right and left pressure regulator/shutoff valves are not symmetrically located in the wings. Removal
of the right valve requires removing the leading edge panel 23. Removal of the left valve requires
removing the leading edge panel 24, then the large upper panel and large lower panel aft of the leading
edge. Refer to the Chapter 6-50-00 WING ACCESS PANELS (UC-1 and After) illustration in the
Dimensions and Areas section.
A filter is located in the sense line for the pressure regulator/shutoff valve. On the right pressure
regulator/shutoff valve, the filter is mounted on a bracket attached directly to the valve.
(1) Set the aircraft MASTER SWITCH TO OFF.
(2) Remove the panels as required to gain access to the valve.
(3) Remove the sense line as follows:
(a) Remove the sense line between the valve and the P3 air duct.
(b) Remove the sense line between the left valve and the filter. On the right side, remove both
sense lines of the filter, then remove and retain the filter and bracket attached to the inboard
side of the valve.
(5) Disconnect the valve mounting bracket as follows:
(a) On the left valve, the mounting bolts are accessed from inside the left wheel well. Remove
the three bolts securing the valve mounting bracket to the nacelle bulkhead.
(b) On the right valve, remove the two screws securing the mounting bracket to the wing
stringer.
(6) Pull back the insulation from the P3 air duct and remove the two couplings holding the valve in the
duct.
(7) Remove the valve with the mounting bracket attached.
(8) Remove and retain the mounting bracket from the valve.
B. Installation
(1) Install on the valve the mounting bracket retained from the removal procedures.
(2) Set the valve in the P3 air duct and install the couplings.
(3) Secure the mounting bracket as follows:
Page 201
21-11-03 Nov 1/09
(a) On the left valve, install the three bolts through the nacelle bulkhead.
(b) On the right valve, install the two screws to secure the mounting bracket to the wing stringer.
(4) Mold the insulation around the edges of the valve.
(6) Install the sense line as follows:
(a) Install the sense line between the valve and the P3 air duct.
(b) Connect the sense line between the left valve and the filter. On the right valve, install the filter
and mounting bracket on the valve, then connect the sense lines of the filter to the valve and
P3.
C. Filter Removal
The right and left filters are not symmetrically located in the wings. The left filter is mounted on a wing rib
adjacent to the left pressure regulator/shutoff valve. The right filter is mounted on a bracket attached
directly to the right pressure regulator/shutoff valve. Removal or servicing the right filter requires
removing the leading edge panel 23. Removal or servicing the left filter requires removing the leading
edge panel 24 and the large lower panel aft of the leading edge. Refer to the Chapter 6-50-00 WING
ACCESS PANELS (UC-1 and After) illustration in the Dimensions and Areas section.
(2) Remove panels as required to gain access to the filter.
(3) Remove the sense line between the filter and the P3 air duct.
(4) Remove the sense line between the filter and the pressure regulator/shutoff valve.
(5) Remove the filter as follows:
(a) In the left wing, remove the two screws securing the filter to the wing rib.
(b) In the right wing, remove the two screws securing the filter to the bracket mounted on the
pressure regulator/shutoff valve.
D. Filter Installation
(1) Install the filter as follows:
(a) In the left wing, secure the filter to the wing rib with two screws.
(b) In the right wing, secure the filter to the bracket on the pressure regulator/shutoff valve.
(2) Install the sense line between the filter and the P3 air duct.
(3) Install the sense line between the filter and the pressure regulator/shutoff valve.
Page 202
Nov 1/09 21-11-03
2. DUKES PRESSURE REGULATOR/SHUTOFF VALVE PROCEDURES

(UC-39, UC-46 AND AFTER) (WITH KIT NO. 114-5037 INSTALLED)
A. Removal
(1) Disconnect the battery and/or remove all electrical power from the airplane.
(2) Gain access to the pressure regulator/shutoff valve by removing the appropriate wing panels.
(a) To gain access to the left pressure regulator/shutoff valve, remove the left inboard wing
leading edge panel and the lower wing panels.
(b) To gain access to the right pressure regulator/shutoff valve, remove the right inboard wing
leading edge panel.
(3) Remove the two couplings holding the valve in the duct, (Ref. Figure 201).
(4) Remove the pressure regulator/shutoff valve from the airplane.
B. Installation
(1) Install the pressure regulator/shutoff valve in the airplane using the two couplings to hold the valve
in the P3 air duct (Ref. Figure 201).
NOTE: Observe the proper flow direction when installing the valve. If the valve is being installed
on the left side of the airplane, the arrow on the side of the valve should be pointing aft. If
the valve is being installed on the right side of the airplane, the arrow on the side of the
valve should be pointing inboard.
(2) Torque the clamp nuts on the couplings to 35 ± 2-inch-pounds. Do not overtorque.
(4) Connect the battery and/or restore electrical power to the airplane.
(5) Check the system for proper operation (Ref. 21-11-00, BLEED AIR PRESSURE CHECK and
BLEED AIR PRESSURE OPERATIONAL CHECK).
C. Adjustment
If the bleed air pressure is not between 36 to 40 psig, the pressure regulator/shutoff valve must be
adjusted as follows:
WARNING: Do not adjust the pressure regulator/shutoff valve while the engine is running.
(1) Install a pressure gage and measure bleed air pressure (Ref. 21-11-00, BLEED AIR PRESSURE
CHECK).
(2) When the right valve needs to be adjusted, remove the right inboard leading edge wing panel.
(3) When the left valve needs to be adjusted, remove the left upper inboard wing panel.
(4) Locate the pressure regulator/shutoff valve and remove the safety wire from the jam nut on the
bellows housing.
Page 203
21-11-03 Nov 1/09
NOTE: Do not loosen the smaller jam nut located on the opposite end of the pressure regulator/
shutoff valve. If the smaller jam nut is moved, the valve can not be adjusted properly.
(5) While supporting the pilot regulator, loosen the large jam nut on the bellows housing.
(6) The bellows housing is rotated to adjust the pressure. One-eighth turn (45°) of the bellows housing
changes the regulated pressure approximately 4 to 5 psi. Do not make any adjustment of more
than one-quarter turn (90°) at a time.
(a) To decrease the pressure, rotate the bellows housing clockwise (screw in).
(b) To increase the pressure, rotate the bellows housing counterclockwise (screw out).
(7) Tighten the jam nut while supporting the bellows housing to prevent the adjustment from being
altered.
CAUTION: The right inboard leading edge wing panel must be in place when the right engine is
run. The left engine may be running without replacing the left upper inboard wing
panel.
(8) Operate the engine at 1540 rpm and 3000 foot-pounds of torque. If the bleed air pressure is not
between 36 and 40 psig, shut down the engine and make additional adjustments to the valve.
(9) If the valve does not respond to this adjustment procedure, it must be replaced.
(10) Install safety wire (178, Table 1, Chapter 91-00-00) through the jam nuts at each end of the pilot
regulator.
(11) Replace any wing panels that were removed. Check that the leading edge deicer boot plumbing is
properly connected.
(12) Remove the pressure test gage and replace the test port cap.
Page 204
Nov 1/09 21-11-03
Figure 201
Dukes Pressure Regulator/Shutoff Valves Adjustment
(UC-39, UC-46 and After With Kit No. 114-5037 Installed)
Page 205
21-11-03 Nov 1/09
21-11-06
200200
A. Removal
The ACM overpressure switch is located in the ACM P3 air duct. Removal of the switch requires
removing the leading edge panel 24 and then the large upper panel 18. Refer to the Chapter 6-50-00
(2) Remove the panels as required to gain access to the overpressure switch.
(3) Disconnect the self-locking electrical connector, located in the wire bundle.
(4) Remove the sense line between the switch and the ACM P3 air duct.
(5) Remove the screw securing the overpressure switch and clamp in the wing.
(6) Remove and retain the clamp from the overpressure switch.
B. Installation
(1) Set the overpressure switch in the clamp retained from the removal procedures.
(2) Install the overpressure switch in the wing.
(3) Install the sense line between the switch and the ACM P 3 air duct.
Page 201
21-11-06 Nov 1/09
21-11-07
200200
A. Removal
The ACM overtemperature sensor is located in the ACM P3 air duct. Removal of the sensor requires
removing the leading edge panel 24 and then the large upper panel 18. Refer to the Chapter 6-50-00
(3) Remove the four screws securing the sensor in the ACM P3 air duct.
(4) Remove the sensor and gasket.
(5) Retain the gasket.
B. Installation
(1) Install gasket retained from removal procedures on temperature sensor.
(2) Set the sensor in the ACM P3 air duct and secure it with four screws
Page 201
21-11-07 Nov 1/09
DISTRIBUTION
21-20-00

00
1. GENERAL
Air produced to cool and heat the airplane cabin is distributed through insulated ducting to outlets located on
the cabin floor, adjacent to the armrests, and in the flight compartment. Distribution ducting for the air cycle
system is independent of the ducting for the vapor cycle cooling system (Ref. 21-10-00).
A. Vapor Cycle Air Distribution

Cool air produced by the vapor cycle cooling system is distributed by the vent blowers through insulated
ducts to the passenger compartment and the flight compartment (Ref. Figure 1). The eyeball outlets can
be adjusted to control the direction and amount of airflow and are located above the passenger
compartment armrests and in the flight compartment overhead panel.
The blowers for the vapor cycle cooling system are located immediately forward of each evaporator and
will operate in high speed or low speed when the cabin temperature mode switch is set to each position
(Ref. Figure 2). When the blower control switch is set to AUTO, the blowers will operate in the LO speed
when the mode switch is set to each position except OFF. When the blower control switch is set to HI or
LO, the blowers will operate in the selected speed regardless of the position of the mode switch. The
low speed relays are energized through the VENT BLOWER CONTROL circuit breaker, the mode
switch, and the blower control switch. The circuit breaker is located on the circuit breaker panel. When
the mode switch is set to OFF, the low speed relays are energized through the LO position of the blower
control switch. The low speed relays can be energized through the mode switch when the blower control
is set to AUTO. When the vent blower control switch is set to LO or AUTO, only the low speed relays are
energized and power is supplied through the 30-ampere limiters to the LO wire of each vent blower. The
vent blower control switch is located on the copilot's inboard subpanel. The relays are located adjacent
to the blowers. A thermal protection device in the low speed circuit (LO terminal) of the ventilation
blower (modified by Kit No. 630-203-1 or Kit No. BC80A-901-3) provides thermal protection to the vent
blower assembly. The thermal protection device will interrupt power to the low speed circuit resistor at a
specified temperature setting. This protects the vent blower from overheating due to shorted brush
lead-wires or deteriorated armature bearings which can cause smoke or fumes to enter into the vent
system. Refer to Table 1, VENTILATION BLOWER ASSEMBLY, for new part number after modification
kit is installed. The vent blower control switch is located on the copilot’s inboard subpanel. The relays
are located adjacent to the blowers (Ref. Figure 2). The high speed relays are energized through the
blower control switch when it is set to the HI position. When the high speed relays are energized, power
is supplied through the closed contacts of the high speed relays and the low speed relays to the HI wire
of each vent blower.
Flapper valves installed on each blower assembly provide air to the evaporators to help prevent
moisture from freezing on the evaporators when a large percentage of the eyeball outlets are closed.
Page 1
21-20-00 Nov 1/09
Table 1
Ventilation Blower Assembly
New Part Number
upon incorporation of
Part Number Effectivity Description Mod Kit
114-380028-11 UA-1 and After Cockpit or Cabin 114-380028-111
or UB-1 and After Ventilation Blower or
UC-61 thru UC-126 Assembly
EM6303 EM630-33
114-380028-31 UC-127 and After Cockpit or Cabin 114-380028-91
or Ventilation Blower or
Assembly
BC80A-12 BC80A-92
UC-127 and After Assembly
EM630-23 EM630-33
UC-127 and After Assembly
BC80A-32 BC80A-92
1 Part number of Hawker Beechcraft Corporation, P.O. Box 85, Wichita, KS, 67201-0085.
2 Part number of Advanced Industries Inc., 4550 Southeast Blvd., Wichita, KS, 67210.
3
Part number of Electromech Technologies, 2600 S. Custer, Wichita, KS, 67217.
B. Air Cycle System Distribution

Conditioned bleed air, produced by the air cycle machine cooling system, is distributed through
insulated ducting to floor outlets in the passenger compartment and the flight compartment. The floor
outlets include protective coverings and are located adjacent to the sidewalls on the floor of the
passenger compartment and the flight compartment. A flapper valve is installed in the ducting and is
controlled by a push-pull cable located on the copilot's inboard subpanel. The flapper valve is located at
the junction of the ejector tube and the main distribution duct and is in line with the third cabin window.
The control cable can be pulled to divert most of the conditioned bleed air forward to the flight
compartment (Ref. Figure 1).
Ambient air can be supplied to the cabin through the air cycle system ducting when the airplane is
depressurized. A manually controlled valve located in the nose ram air duct can be opened to allow air
to enter the airplane through the ram air door solenoid valve and the manual valve when the cabin
pressure control switch is set to DUMP. The control for the manual shutoff valve is a push-pull cable
mounted under the copilot's inboard subpanel.
C. Defrost and Flight Compartment Heat

Conditioned bleed air, produced in the air cycle machine, is distributed through insulated ducting to
outlets located forward of the instrument panel for heating and windshield defrost. Push-pull cables
allow the pilot and copilot to control butterfly valves that control the amount of conditioned bleed air flow
from the outlets. The pilot's control is located on the pilot's outboard subpanel and the copilot's control is
located on the copilot's outboard subpanel.
Conditioned bleed air for windshield defrost is controlled by a push-pull cable control located on the
pilot's inboard subpanel. The control cable is pulled to allow conditioned bleed air flow through a
butterfly valve to the windshield.
Page 2
Nov 1/09 21-20-00
Figure 1
Environmental System Air Distribution
Page 3
21-20-00 Nov 1/09
Page 4
Nov 1/09 21-20-00
Figure 2
Vent Blower Electrical Schematic
Page 5
21-20-00 Nov 1/09
DISTRIBUTION
TROUBLESHOOTING
100100
1. DISTRIBUTION
Improper rigging of the flapper valve in the conditioned bleed air ducting may cause improper operation of the
air cycle system. Refer to the procedures listed in this section to rig the flapper valve.
Figure 101 outlines troubleshooting of the vent blower control.
Figure 101
Troubleshooting - Vent Blower Control
Page 101
21-20-00 Nov 1/09
DISTRIBUTION
200200
1. PROCEDURES
A. Flapper Valve Rigging, Conditioned Bleed Air

When the flapper valve in the main ducting is closed to decrease the airflow to the aft outlets, the valve
should not shutoff the flow of air to the aft outlets completely (Ref. Figure 201). If the flapper valve or
control cable is removed or adjusted, the flapper assembly should be rigged to close with approximately
0.3-inch clearance of the main duct when the control cable on the copilot's inboard subpanel is pulled to
its stop.
B. Flapper Valve Rigging, Nose Ram Air

The valve installed in the nose ram air inlet duct closes the inlet completely. The valve should be rigged
completely closed when the VENT manual control is pushed in to its stop.
C. Butterfly Valve Rigging, Heat and Defrost

The butterfly valves in the pilot's heat outlet, the copilot's heat outlet, and the defrost duct, shut off the
flow of air to the outlets (Ref. Figure 202). Each valve should be rigged completely closed when the
applicable cable is pushed in to its stop.
Page 201
21-20-00 Nov 1/09
Figure 201
Flapper Valve Rigging - Condition Bleed Air
Page 202
Nov 1/09 21-20-00
Figure 202
Butterfly Valve Rigging - Heat and Defrost
Page 203
21-20-00 Nov 1/09
VENT BLOWER
21-20-01
200200
1. PROCEDURES
A. Removal
(1) Remove the center aisle carpet (Ref. Chapter 25-20-01, CARPET REMOVAL and
INSTALLATION).
(2) Remove the floorboards covering the vent blower (Ref. Chapter 6-50-00, FLOORBOARD
ACCESS PANELS).
(3) Disconnect the electrical leads from the terminals on the blower.
(4) Remove the attaching parts securing the blower to the main distribution ducts.
(5) Remove the attaching parts securing the blower to the mounting bracket.
(6) Loosen the nut on the clamp securing the blower to the evaporator and remove the blower.
B. Installation
(1) Install the blower on the main distribution duct and secure with the attaching parts.
(2) Install the blower on its mounting bracket and secure with the attaching parts.
(3) Tighten the nut on the clamp to secure the blower to the evaporator.
(4) Connect the electrical leads to the blower terminals.
(5) Install the carpet (Ref. Chapter 25-20-01, CARPET REMOVAL and INSTALLATION).
(6) Install the floorboards in the center aisle (Ref. Chapter 6-50-00, FLOORBOARD ACCESS
PANELS).
Page 201
21-20-01 Nov 1/09
AIR OUTLET
21-20-02
200200
1. PROCEDURES
A. Removal
The air outlet may be removed as follows:
(1) Fabricate a tool for the air outlet removal and installation as follows:
(a) Use a pipe with a 2.80 in. outer diameter and 0.20 in. thickness.
(b) Drill two No. 54 holes in line in the pipe wall, 2.70 in. apart.
(c) Insert a 0.06-in. diameter pin into each hole.
(d) Cut the pin so that only 0.05 in. of the pin protrudes above the pipe wall.
(2) Using the fabricated tool, remove the air outlet by inserting the pins of the tool into the two holes in
the air outlet and unscrewing it counterclockwise.
B. Installation
(1) Lubricate the threads on the side of the air outlet with lubricant, petrolatum (90, Table 1, Chapter
91-00-00).
(2) Using the fabricated tool under AIR OUTLET REMOVAL procedure in this section, install the air
outlet by inserting the pins of the tool into the two holes of the air outlet and screwing it in
clockwise.
NOTE: If the air outlet is installed cross threaded, damage may result to the outlet requiring a new
air outlet.
2. AIR OUTLET ACTUATOR
A. Removal
(1) Remove the air outlet as described under AIR OUTLET REMOVAL procedure in this section.
(2) Remove and retain the spring washer at the back of the air outlet to release the actuator.
(3) Note the position of the actuator and remove it.
B. Installation
(1) Set the actuator protruding out of the back of the air outlet.
(2) Secure the actuator in place with spring washer.
(3) Install the air outlet as instructed under AIR OUTLET INSTALLATION procedure in this section.
Page 201
21-20-02 Nov 1/09
21-30-00

00
1. GENERAL
Pressurization of the airplane cabin is controlled by the cabin pressurization controller, a pneumatic relay,
solenoid valves, and outflow valves. The pressure controller, pneumatic relay, preset and dump solenoids,
volume tank and orifices are installed within the pedestal in the flight compartment. The cabin pressure
control switch, the climb rate indicator, the cabin differential pressure indicator, and the pressure controller
selectors are located on the pedestal. Orifices installed in the vacuum and vacuum control lines, in the
pressure controller, and in the pneumatic relay help limit the amount of change in cabin pressurization. Filters
are incorporated in the cabin air ports on the pressure controller, and the pneumatic relay. Outflow valves
sense atmospheric pressure through plumbing that connects the valves to static ports located on the LH side
and the RH side of the fuselage aft of the aft cabin door. These static ports are separate from the static ports
connected to the instruments mentioned in Chapter 34-10-00. The outflow valves are installed on dump vent
ducts located on the aft pressure bulkhead. On serials UC-1 and after, a low point drain is located at F.S. 163,
on the right side, under the cabin flooring. The drain is used to relieve any water that may collect in the control
lines between the dump valve solenoid and the outflow valves (Ref. Figures 1 and 2).
Vacuum pressure for the pressure controller is controlled by a vacuum regulator located immediately aft of
the forward pressure bulkhead. This regulator is used only in the pressurization system and maintains a
vacuum pressure between 3.75 and 4.75 in. Hg. The regulator is connected to the vacuum manifold. For
further information on the vacuum manifold (Ref. Chapter 37-00-00).
The inflow of air for cabin pressurization is environmental bleed air from the LH and RH engines. The inflow
pressure is controlled by bleed air regulator/shutoff valves installed in the bleed air lines connected to each
engine compressor. For information on the valves and the control of bleed air from each engine
(Ref. 21-10-00).
When the cabin pressure control switch is set to PRESS (pressurize) prior to takeoff, the energized preset
solenoid shuts off the regulating vacuum to the pressurization controller (Ref. Figures 1 and 2). The
energized pressure dump solenoid opens, making vacuum control available to the outflow valves. The
vacuum control is amplified by the pneumatic relay and allows the diaphragm in the outflow valves to open so
that the cabin pressure altitude and the rate of change of cabin pressure can be set on the pressure
controller.
In flight (when the squat switch is opened), the preset solenoid (normally open) is de-energized and allows
vacuum to be applied to the controller. The dump solenoid valve (normally closed) de-energizes and shuts off
direct vacuum to the outflow valves. The controller then controls the outflow valves through the pneumatic
relay. The pneumatic relay amplifies the vacuum control from the controller to allow the outflow valves to be
controlled in tandem. The function of each valve is identical. Each outflow valve contains a relief valve that
relieves cabin pressure according to the rate-of-change and altitude set on the pressure controller unless the
valve relieves pressure when the cabin-to-atmosphere pressure differential exceeds a maximum differential
of 4.8 psi ± 0.1. The volume tank provides a pressure memory to allow the controller an accurate
rate-of-change control. If atmospheric pressure exceeds cabin pressure, a negative pressure relief
diaphragm in each outflow valve opens the valves to allow atmospheric pressure to relieve cabin negative
pressure. The cabin pressure control switch can be set to the TEST position to de-energize the preset and
dump solenoids and allow the pressure control system to function as though the airplane were in flight.
Page 1
21-30-00 Nov 1/09
Ambient air can enter the cabin when the cabin pressure differential is minimal and the ram air door solenoid
latch is opened (de-energized) by setting the cabin pressure control switch to DUMP. If the VENT manual
control is pulled to open the butterfly in the ram air inlet, ambient air is allowed to flow into the ram air inlet,
through the solenoid controlled door on the forward pressure bulkhead, and into the conditioned bleed air
duct in the flight compartment. When the cabin pressure control switch is set to the PRESS position, the ram
air door solenoid latch is energized to the closed position and magnetically holds the ram air door closed.
When the airplane lands (the LH squat switch is in the down position), the preset solenoid and the dump
solenoid are energized and the cabin is allowed to depressurize through the opened outflow valves.
Cabin pressure altitude and the cabin-to-atmosphere pressure differential are indicated on the differential
pressure indicator. The pressure differential is expressed in psig and the pressure altitude is expressed in
thousands of feet. The climb-rate-indicator allows monitoring of the rate of change of cabin pressurization.
Cabin pressure altitude and the rate of change of cabin pressure altitude can be controlled by using the
appropriate adjustment knob located on the cabin pressure controller. However, the differential pressure
indicator and the climb rate indicator are not directly connected to the controller. Turning the rate-of-change
selector clockwise will increase the rate of change of cabin pressurization and turning the selector
counterclockwise will decrease the rate of change.
If cabin pressure altitude exceeds 12,500 +0 -500 feet, the cabin altitude warning pressure switch closes, and
the warning annunciator light labeled CABIN ALT will illuminate. The cabin altitude warning circuit is separate
from the pressurization control circuit. The pressure switch in the altitude warning circuit is installed on the
fuselage electrical equipment panel located beneath the cabin floorboard in line with the aft edge of the cabin
forward door (Ref. Chapter 39-20-00).
Page 2
Nov 1/09 21-30-00
Figure 1
Pressurization Control Mechanical Schematic
Page 3
21-30-00 Nov 1/09
Figure 2
Pressurization Control Electrical Schematic
Page 4
Nov 1/09 21-30-00
TROUBLESHOOTING
100100
1. PROCEDURES
This troubleshooting section contains a simple AIRBORNE FUNCTIONAL TEST to determine that the cabin
is pressurizing properly. The AIRBORNE SYSTEM CHECKS is also included to check that the entire system
is functioning properly during flight.
In addition, there are two methods to check the CABIN LEAK RATE. The FLIGHTLINE GROUND TEST is a
simplified version which requires running an engine and using the airplane’s pressurization controls.
The HANGAR GROUND TEST does not require starting the engines, uses test equipment to monitor cabin
pressure, and includes three configurations for attaching test equipment for pressurizing the cabin. For
information on troubleshooting (Ref. Figure 101). Figure 101 is used in conjunction with the
PRESSURIZATION CHECKS WORKSHEET (Ref. Table 101).
A. Airborne Functional Test

(1) Prior to takeoff, start at least one engine and set N1 to 85 percent. Set the applicable bleed air
switch to OPEN. Set the controller at an altitude approximately 1000 feet below field pressure
altitude or to sea level on the dial, whichever is the higher altitude, and hold the control switch in
the TEST position for at least 45 seconds. The climb rate indicator and the cabin pressure altitude
should show a decrease. If the controller is set above field pressure altitude, the climb rate
indicator will drop, then stabilize at zero when the control switch is held in the TEST position.
Pressurization will not occur unless the controller is set below field pressure altitude.
(2) After performing the procedures outlined in Step (1), operate the system with the control switch in
the PRESS position. Prior to takeoff, set the desired cabin pressure altitude and the rate-of-climb
on the pressure controller.
As the airplane leaves the ground, the cabin will pressurize at the rate set on the cabin
rate-of-climb selector until the preset cabin altitude is reached, or until the maximum pressure
differential is reached. The cabin will then maintain pressurization according to the maximum
differential pressure of the outflow valves (4.8 psi ± 0.1). The maximum differential pressure for
each valve is identical. Cabin altitude will continue to climb at a slower rate than the airplane until
cruise altitude is reached. Cabin pressure will then stabilize and maintain maximum differential
control.
B. Airborne System Checks

Troubleshooting of the pressurization system is best carried out in two phases: data collection and data
analysis. Data is collected as a result of a series of operational checks and recorded on the
PRESSURIZATION CHECKS WORKSHEETS. The data is then applied to the troubleshooting
flowchart where certain fault possibilities and appropriate corrective actions are suggested
(Ref. Table 101).
Page 101
21-30-00 Nov 1/09
Data Analysis for Pressurization

Check Procedures
NO In PRESTART PROCEDURE Step (2) YES
Were both outflow/safety valves closed?
Did both valves open during
Replace open
PREFLIGHT PROCEDURE
valve. NO NO
Did either Step (2)
valve open?
NO Is dump solenoid
YES
opening?
YES
Is dump solenoid
YES
receiving current Replace dump
through squat switch? solenoid. Replace YES
closed valve.
NO Correct
open circuit. Are valves YES
NO receiving vacuum?
Correct vacuum Replace

leaks (1.). faulty valve.
Did outflow valves close during

NO Is preset NO Is dump solenoid NO PREFLIGHT PROCEDURE
solenoid stuck open? Step (7)
Replace opening?
preset YES Replace dump
solenoid solenoid.
YES
NO Is there vacuum YES Fault in YES

at test port #1? controller (2.).
Replace
Did outflow valves close during NO
pneumatic Did cabin pressurize during
NO PREFLIGHT PROCEDURE
relay. PREFLIGHT PROCEDURE
Step (7)
Step (8)
Fault in controller. YES YES
Magnetic latch NO Is ram air

Is cabin rate adjustable during
malfunctioning. door closed?
PREFLIGHT PROCEDURE
Step (9)
YES Cabin leak rate
too high (3.). YES
NO
Did airplane pressurize
NO during CLIMB Step (2)
Damaged controller.
Squat switch not opening YES
preset and dump solenoids
circuits.
NO Did cabin leak rate check good
during CABIN LEAK CHECK
Seal cabin leaks (3.). Step (1)
YES
GO TO NEXT PAGE.
UC21B
071359AB.AI

Pressurization Control Troubleshooting Flowchart
Page 102
Nov 1/09 21-30-00
Data Analysis for Pressurization

Check Procedures
NO Are SINGLE SOURCE CHECKS YES
good in Steps (2) and (5)?
Troubleshoot
bleed air control.
NO Are MAXIMUM DIFFERENTIAL

CHECKS good in Steps (3) and (5)?
Replace out of
tolerance valve (5.). YES
NO Are CONTROLLER CHECK

NO minimum rates within tolerance
Are rates unbalanced (4.)?
in Steps (1) and (4)?
Controller out of adjustment. YES
YES
Correct vacuum leaks (1. or 2.).
Did cabin pressure altitude
NO
fall within tolerance during
CONTROLLER CHECK
Steps (3) and (6)?
Controller out of adjustment. YES
System is operating as designed.
1. Vacuum leaks may occur in any of the lines supplying vacuum to the outflow valve or may occur
in the pneumatic relay or the outflow valve head. Refer to the vendor's maintenance instructions
(Report no. 4-356, paragraphs 7-23) in the 1900 Airliner Series Component Maintenance Manual
for vacuum leak check procedures.
2. Excessive vacuum leaks may occur in any of the lines supplying vacuum to the pneumatic relay
or may occur internally in the controller. Refer to the vendor's maintenance instructions (Report
no. 4-356, paragraphs 7-22) in the 1900 Airliner Series Component Maintenance Manual for
vacuum leak check procedures.
3. Perform the checks under CABIN LEAK RATE FLIGHTLINE GROUND TEST or CABIN LEAK
RATE HANGAR GROUND TEST found in this subchapter and seal excessive leaks until the cabin
leak rate is reduced to an acceptable level.
4. While determining the minimum up and down rates of the controller, should the minimum down rate
be out of tolerance and high, and the minimum up rate be low (either in or out of tolerance), the
minimum rates are unbalanced.
5. These outflow valves are not field adjustable. Any attempt to adjust a valve will void the warranty.
UC21B
071360AB.AI

Pressurization Control Troubleshooting Flowchart
Page 103
21-30-00 Nov 1/09
The pressurization checks are performed in four stages: prestart, preflight, climb and cruise.
Occasionally, at certain points during the checks, the procedure suggests terminating the entire check
procedure until the currently revealed fault is corrected. Beyond these points, any further data collection
would most likely yield unreliable results.
It is suggested that no attempt to analyze data be made during the data collection phase of the
troubleshooting. It is also suggested that, when performing the pressurization checks and analyzing the
data, the technician not deviate from the logical progression that has been established by these
procedures.
The PRESSURIZATION CHECKS WORKSHEET may be copied by maintenance personnel; such
copying will not constitute a violation of Hawker Beechcraft Corporation copyrights.
Table 101
PRESSURIZATION CHECKS WORKSHEET
DATA COLLECTION
PRESTART PROCEDURE
From Step (2): Were both outflow valves closed? Yes __________ No __________
PREFLIGHT PROCEDURE
From Step (2): Did both outflow valves open? Yes __________ No __________
From Step (3): Did both outflow valves close? Yes __________ No __________
From Step (4): FPA from copilot’s altimeter __________ CPA from test altimeter __________
From Step (7): Did outflow valve begin closing? Yes __________ No __________
From Step (8): Did cabin rate indicate a descent within 45 seconds? Yes __________ No __________
From Step (9): Can cabin rate be changed? Yes __________ No __________
From Step (10): Cabin Pressure Altitude (CPA) from test altimeter __________
CPA from cabin altimeter __________
CPA Set on Controller __________
From Step (12): Did cabin indicate a climb? Yes __________ No __________
Can cabin rate be changed? Yes __________ No __________
Did CPA stabilize at Field Pressure Altitude (FPA)? Yes __________ No __________
From Step (13): Cabin controller setting __________ (FPA + 2000 ft.)
DURING CLIMB
From Step (1): Did cabin pressurize during climb? Yes __________ No __________
From Step (2): Cruising pressure altitude __________
Outside air temperature __________
CPA from test altimeter __________ Tol: 850 to 1250 ft.
CABIN LEAK CHECK
From Step (1): Cabin leak climb rate __________ Tol: 2400 fpm or less
Page 104
Nov 1/09 21-30-00
Table 101
PRESSURIZATION CHECKS WORKSHEET (Continued)
SINGLE SOURCE CHECK
From Step (2): RH Engine N1 __________ Tol: Not more than 85% N1
From Step (5): LH Engine N1 _________ Tol: Not more than 85% N1
MAXIMUM DIFFERENTIAL CHECK
From Step (1): Altitude from copilot’s altimeter __________ (Same as DURING CLIMB Step (2))
WARNING
During the following differential pressure checks, carefully monitor the cabin differential pressure gage
and the test altimeter. A cabin altitude less than 850 ft. may exceed the maximum cabin pressure
differential and will necessitate terminating this check. Place the pressurization control switch in DUMP
immediately and reconnect the atmospheric reference lines to the disabled valve.
From Step (3): CPA from test altimeter __________ (LH outflow valve disabled)
Differential pressure gage reading __________ Tol: 4.7 to 4.9psi
From Step (5): CPA from test altimeter __________ (RH outflow valve disabled)
Differential pressure gage reading __________ Tol: 4.7 to 4.9psi
CONTROLLER CHECK
From Step (1): Minimum up-rate __________ (Controller set at 8000 ft.) (less than 300 fpm)
From Step (2): Maximum up rate __________ (greater than 1500 fpm)
From Step (3): CPA from test altimeter __________ Tol: 8000 ft. ± 400ft
From Step (4): Minimum down-rate __________ (Controller set at 2000 ft.) (less than 300 fpm)
From Step (5): Maximum down-rate __________ (greater than 1500 fpm)
From Step (6): CPA from test altimeter __________ Tol: 2000 ft. ± 400ft
Page 105
21-30-00 Nov 1/09
CABIN PRESSURIZATION SYSTEM
200200
1. PRESSURIZATION CHECK PROCEDURES
A. Equipment Required
(1) Test Altimeter (Certified Accurate)
(2) Pressurization Checks Worksheet
B. Prestart Procedure
(1) Remove the upper aft upholstery panel covering the outflow valves. Check all components and
lines for security of attachment.
(2) Notice the positions of the outflow valves: both valves should be closed. Replace either valve that
is not closed.
C. Preflight Procedure
(1) Start the engines according to the procedure outlined in the appropriate Pilot’s Operating
Handbook.
(2) Turn on the instrument air only and time the outflow valves’ opening cycles: it may take up to 30
seconds for the valves to open fully. Replace either valve that does not open.
(3) Turn the instrument air off and time the closing of the valves: closing time for these valves should
be between 15 and 30 seconds. Replace either valve for excessive closing time.
NOTE: An outflow valve which operates too quickly or too slowly may cause “bumps” when
transitional between pressurized and non pressurized operation.
(4) Set the copilot’s altimeter and the test altimeter to 29.92 in. Hg. and record the field pressure
altitude (FPA) from the copilot’s altimeter and the cabin pressure altitude (CPA) from the test
altimeter. If a discrepancy exists between the two altimeter readings, set the copilot’s altimeter to
the same altitude setting as the test altimeter.
(5) Turn on both environmental bleed air switches and increase engine rpm to high idle.
(6) Set the controller cabin altitude dial to 1000 feet below FPA or to sea level on the dial, whichever is
the higher altitude.
NOTE: At low elevation airports during high barometric pressure days, when the FPA is below
sea level, this check cannot be performed and should be no cause to condemn any
component in the pressurization system.
(7) While monitoring the outflow valves, hold the pressurization control switch in the TEST position.
(8) The cabin rate-of-change indicator should indicate a descent within 45 seconds. If the cabin will
not pressurize at this point, discontinue these checks; the cabin leak rate is too great or the cabin
ram air door may not be closed.
Page 201
21-30-00 Nov 1/09
(9) When the cabin rate of change stabilizes, turn the rate knob to minimum (fully CCW) and notice
that the cabin rate of change decreases. Replace a controller that shows no change in rate
response.
(10) When the cabin altitude stabilizes (rate-of-change indicator reads zero), record the cabin altitude
from the test altimeter and the airplanes cabin altitude indicator; record cabin altitude setting on
the pressurization controller and the reading from the cabin differential pressure gage.
(11) While still holding the test switch in TEST, turn the cabin altitude select dial to 500 feet above FPA.
(12) The cabin rate-of-change indicator should indicate a rate of climb. Turn the rate-of-change knob to
the maximum rate and notice an increase in the rate of climb: the cabin should stabilize at FPA.
Replace a controller that shows no change in rate response.
(13) Set cabin altitude on the controller to 2000 feet above FPA and the rate knob to the 12 o’clock
position.
(14) Turn off both environmental bleed air sources according to the guidelines listed in the Pilot’s
Operating Handbook.
D. During Climb
(1) Turn both environmental bleed air sources on.
NOTE: Should the cabin fail to begin pressurizing after passing through the cabin altitude
selected on the controller, discontinue these checks: the left landing gear squat switch is
not opening the preset and dump solenoids circuit.
(2) Select SL on the controller and climb the airplane to 12,000 feet pressure altitude according to the
copilot’s altimeter: record this altitude on the worksheet. Cabin altitude should stabilize between
850 and 1250 feet.
E. Cabin Leak Check

(1) Turn off RH and LH environmental bleed air and record the cabin rate of climb when the rate
stabilizes: the cabin rate of climb will initially indicate a rate above the actual leak rate, stabilize,
then begin to decrease gradually. Record the cabin climb rate at the point where the cabin rate
begins to decrease gradually.
NOTE: If the cabin leak rate exceeds 2400 fpm, terminate these checks and correct the cabin leak
rate.
(2) Turn on both bleed air sources and permit the cabin altitude to stabilize once again.
F. Single Source Check

(1) Turn the left environmental bleed air off.
(2) Reduce power towards high idle on the RH engine and record the engine N1 at the point where
cabin altitude begins to climb. Do not reduce power below high idle.
(3) Restore power to the RH engine and turn the left bleed air on.
(4) Permit the cabin altitude to stabilize again and turn the right environmental bleed air off.
Page 202
Nov 1/09 21-30-00
(5) Reduce the power towards high idle on the LH engine and record the engine N1 at the point where
cabin altitude begins to climb. Do not reduce the power below high idle.
(6) Restore power to the LH engine and turn the RH bleed air on.
G. Maximum Differential Check

(1) Before beginning the next check ensure that the airplane is at the pressure altitude selected
earlier, 12,000 feet.
WARNING: Carefully monitor the cabin pressure differential during the following
differential pressure checks to ensure that cabin pressure does not exceed the
maximum allowable limit. Should the altitude on the test altimeter descend
below 850 feet, discontinue this check immediately. Placing the pressurization
control switch in DUMP will allow cabin pressure to return to normal limits.
(2) Disconnect the atmospheric reference lines from the LH outflow valve and seal the reference lines
to prevent loss of cabin pressure through the reference ports: this evaluates the maximum
differential pressure function of the RH outflow valve.
(3) Record the cabin altitude from the test altimeter (Tol: 880 to 1265 ft), cabin differential from the
airplanes differential pressure gage (Tol: 4.7 to 4.9 psi), and cabin altitude from the airplanes cabin
altimeter.
CAUTION: An outflow valve which fails to maintain cabin altitude within acceptable tolerance
must be replaced. These valves are not field adjustable and any attempt to adjust a
valve will void the warranty.
(4) Reconnect the atmospheric reference lines to the LH outflow valve and remove the atmospheric
reference lines from the opposite valve, sealing the reference lines as before: this will evaluate the
maximum differential pressure function of the LH valve.
(5) Record cabin altitude from the test altimeter (Tol: 880 to 1265 ft), cabin differential from the
airplane’s differential pressure gage (Tol: 4.7 to 4.9 psi), and cabin altitude from the airplane’s
cabin altimeter; then reconnect the atmospheric reference lines to the outflow valve.
(6) Restore power to the LH engine and turn the RH bleed air on.
H. Controller Check
(1) Select MIN rate and 8000 feet cabin altitude on the controller, allow the rate of climb to stabilize
and time the amount of change in cabin pressure altitude, according to the test altimeter, for sixty
seconds. Record this minimum up-rate on the worksheet.
(2) Select MAX rate, allow the rate of climb to stabilize and time the amount of change in cabin
pressure altitude for sixty seconds. Record this maximum up-rate on the worksheet.
(3) When the cabin altitude stabilizes and the rate-of-change indicator has returned to zero, record the
cabin pressure altitude from the test altimeter.
(4) Select MIN rate and 2000 feet cabin altitude on the controller, allow the rate of descent to stabilize
and time the amount of change in cabin pressure altitude for sixty seconds. Record this minimum
down-rate on the worksheet.
Page 203
21-30-00 Nov 1/09
(5) Select MAX rate, allow the rate of descent to stabilize and time the amount of change in cabin
pressure altitude for sixty seconds. Record this maximum down-rate on the worksheet.
(6) When the cabin altitude stabilizes and the rate-of-change indicator has returned to zero, record the
cabin pressure altitude from the test altimeter.
(7) Refer to the troubleshooting Charts in this section for a complete analysis of the data collected
during these pressurization check procedures.
2. CABIN LEAK RATE - MAINTENANCE PRACTICES
A. Cabin Leak Rate Flightline Ground Test

This test uses engine bleed air to pressurize the cabin, bypasses the airplane’s pressurization controller
to guarantee an effective climb rate, and uses the airplane’s instrumentation to monitor the differential
pressure and cabin climb rate. A Chart is also provided to relate cabin climb rate to maximum allowable
leakage (Ref. Figure 201).
(1) Station one person outside the airplane during the test to prevent anyone from approaching the
airplane or trying to open a door or access panel.
WARNING: DO NOT under any circumstances, open the cabin door, cargo door, cockpit
windows, escape hatches, or access panels while the cabin has ANY pressure
applied during this test.
Always have at least two people inside the airplane during this test. Workers
inside the airplane during this test must be free of obesity, heart disorders,
respiratory or ear infections, and must be emotionally stable.
(2) Attach a sign on the outside of the cabin door that reads: DANGER - AIRPLANE IN PRESSURE
TEST.
(3) Obtain access to the orange 3/8-inch test cap on the cabin pressurization control plumbing under
the pedestal to bypass the pressurization controller and allow the pressurization system to
establish a climb rate even though the airplane may be sitting at sea level.
(4) Remove the cap and install a suitable adjustable needle valve. Start with the valve shut.
(5) Set the altimeter to 29.92 in. Hg. and note the Field Pressure Altitude (FPA). Use the FPA and the
graph in Figure 201 to establish the maximum climb rate equivalent to maximum allowable
leakage. Even though the airplane will not leave the ground, the climb rate will decrease as the
cabin is pressurized and will increase as the cabin leaks. It is the positive climb rate that can be
used as a measure of maximum allowable leakage when the cabin is pressurized to 4.3 psi
differential. In the example given on the graph in Figure 201, the FPA was 3800 feet, therefore, the
airplane instrumentation “feels” like it is at 3800 feet. The 3800 feet value is converted to the cabin
climb rate of 2210 ft/min. When the cabin is pressurized to a 4.3 psi differential, the climb rate
should not exceed 2210 ft/min; otherwise, the cabin is leaking more than is acceptable.
WARNING: DO NOT allow the cabin climb rate to exceed 1000 ft/min as discomfort will be
imposed on the pilots or maintenance personnel.
(6) Set the CABIN CONTROLLER rate selector knob to full clockwise position.
Page 204
Nov 1/09 21-30-00
(7) Secure all windows, doors, escape hatches, and access panels that are part of the pressure
vessel.
CAUTION: DO NOT exceed engine operating limits.
(8) Start either engine and set N1 to 85%.
(9) Set the applicable bleed air switch to OPEN.
(10) Set the MODE CONTROL switch to AUTO.
(11) Set the CABIN PRESSURE switch on the pedestal to TEST.
(12) Slowly open the needle valve on the plumbing under the pedestal and use it to control the climb
rate and limit cabin pressure.
(13) Monitor the CABIN CLIMB indicator and establish a climb rate at or below 1000 ft/min.
(14) Monitor the CABIN ALT/DIFF PRESS indicator to establish a cabin differential of 4.3 psi.
NOTE: It may be necessary to increase engine N1 after the test has begun in order to reach 4.3
psi cabin differential. Adjust the needle valve after any engine N1 change to maintain the
rate of climb at or below 1000 ft/min.
(15) When 4.3 psi cabin differential is reached, set the bleed air switches to INST & ENVIR OFF.
Observe the indicated cabin rate of climb: the value will initially indicate a higher rate, stabilize,
then begin to decrease gradually. Record the cabin climb rate at the point where it begins to
decrease gradually. If the climb rate exceeds the limit determined in Step (5), the maximum
allowable leakage is excessive and should be corrected.
Page 205
21-30-00 Nov 1/09
Figure 201
Equivalent Maximum Allowable Leakage
B. Maximum Differential Check

A maximum differential check may be performed at this time if the operator has any reason to question
the operation of the outflow valves.
WARNING: Carefully monitor the cabin differential pressure during the following checks to
ensure that it does not exceed the maximum allowable limit of 4.9 psi. If the limit is
exceeded, relieve cabin pressure by closing the needle valve or by shutting off the
bleed air valves.
(1) Close the needle valve installed in Section 2. A. Step (4). Set the bleed air switches to OPEN.
Slowly open the needle valve and establish a climb rate at or below 1000 ft/min. The outflow
valves should begin to limit maximum differential as it approaches 4.7 psi.
Page 206
Nov 1/09 21-30-00
(2) Remove the upper cover on the aft pressure bulkhead to gain access to the outflow valve
pneumatic plumbing.
(3) Disconnect and seal the atmospheric reference lines from the left outflow valve to evaluate the
maximum differential function of the right outflow valve.
(4) Record the cabin differential from the CABIN ALT/DIFF PRESS indicator. The operating tolerance
is 4.5 to 4.9 psi.
CAUTION: An outflow valve which fails to maintain cabin differential within the specified tolerance
must be replaced. These valves are not adjustable. Any attempt to adjust a valve will
void the warranty.
(5) Clear and connect the atmospheric reference lines of the left outflow valve.
(6) Disconnect and seal the atmospheric reference lines from the right outflow valve to evaluate the
maximum differential function of the left outflow valve.
(7) Record the cabin differential from the CABIN ALT/DIFF PRESS gage. The operating tolerance is
4.7 to 4.9 psi.
(8) Clear and connect the atmospheric reference lines of the right outflow valve.
(9) Replace the upper cover on the aft pressure bulkhead.
(10) Gradually decrease cabin pressure by closing the needle valve or shutting off the bleed air valves.
(11) Set the CABIN PRESSURE switch to DUMP.
(12) Watch the CABIN ALT/DIFF PRESS indicator and wait for it to read zero.
windows, escape hatches, or any access panels while the cabin has ANY
pressure applied during this test.
(13) Open the storm window in the cockpit to verify that the cabin pressure is completely bled off.
(14) Shut down the engines.
(15) Remove the needle valve installed at the test port. Replace and tighten the test port cap.
C. Cabin Leak Rate Ground Test Equipment

Test units used to ground test the cabin for pressurization leaks must include air inlet filters and a
pressure relief valve to prevent damage to the airplane. The typical test unit used to check the cabin
leak rate will consist of an air blower, a dry filter, pressure relief valve, aircraft pressure indicator, climb
rate indicator, air flow indicator, unit pressure indicator, unit air temperature indicator, unit air control/
dump valve, shop air regulator, and a shop air pressure indicator.
The method for interfacing the test equipment to the airplane will vary. Some test equipment splices into
the bleed air plumbing in the nacelles with a “Y” pressure hose or an optional single 2-inch pressure
hose attached to an adapter plate in the fuselage belly.
Page 207
21-30-00 Nov 1/09
The test units and adapter plate available for the CABIN LEAK RATE HANGAR GROUND TEST on
Model 1900 Airliner Series airplanes that include the safety features and instrumentation described
above are:
(1) Cabin Pressurization Unit: TRONAIR, South Eber Road, Holland, Ohio, 43528; Phone (413)
866-6301.
(a) Model 15-7600-1000 (60 Hz)
(b) Model 15-7602-1000 (50Hz)
(c) Adapter K-1285 (Ref. Figure 203)
NOTE: When it is desirable to pressurize the cabin with the single 2-inch pressure hose and
the adapter plate required is not supplied, the following adapter plate may be
obtained from Hawker Beechcraft Corporation:
(d) Cabin Pressurization Adapter Plate TK1794-5/939 (Ref. Figure 203)
NOTE: The safety net required to secure the cabin door and the safety straps required to
secure the cargo door may also be purchased from Hawker Beechcraft Corporation:
(e) Safety Net - Cabin Door - P/N 97-00000/939-1
(f) Safety Straps - Cargo Door - P/N 97-00000/939-2
Page 208
Nov 1/09 21-30-00
Figure 202
Bleed Air Plumbing Access
Page 209
21-30-00 Nov 1/09
Figure 203
Cabin Pressurization Adapter Plates
Page 210
Nov 1/09 21-30-00
D. Cabin Leak Rate Hangar Ground Test

Carefully review the technical data provided with the test unit prior to initiating the test procedure.
(1) Connect ground power and set the MASTER SWITCH to ON.
(2) Disconnect the vacuum (relay) line (9) from the T-fitting (12) that connects outflow valves (10).
Cap the vacuum (relay) line (9) while leaving T-fitting (12) uncapped (Ref. Figure 205).
(3) Set both BLEED AIR VALVES switches to INST & ENVIR OFF to close the instrument pneumatic
shutoff valves.
(4) Three configurations are given to cover the different requirements for preparing the airplane for the
CABIN LEAK RATE HANGAR GROUND TEST.
(a) Configuration 1 - Use this configuration when using the TRONAIR Cabin Pressurization Test
Unit.
1 Remove the control cable access panel located just aft of the nose wheel well.
2 Install and seal the adapter plate K-1285 where the access panel was removed.
3 Connect the 2-inch pressure nose and sense line from the test unit to the adapter plate.
(b) Configuration 2 - Use this configuration when using test equipment that requires splicing into
the bleed air plumbing at each nacelle to pressurize the cabin.
1 Open each inboard nacelle cover.
2 Disconnect the bleed air hose (1) from the bleed air manifold fitting (2)
(Ref. Figure 202).
3 Attach the “Y” pressure hose from the test unit to the bleed air fitting (2) in each nacelle.
4 Set the MODE CONTROL switch to MAN. Hold the MAN TEMP in the INCR position
until the ACM bypass valve and the ejector bypass valve are completely open, then
release it.
5 Set the rate control knob on the CABIN CONTROLLER to the full clockwise position.
6 Bypass the airplane’s circuitry to energize the solenoids of the pressure regulator/
shutoff valves and the precooler valves as follows:
a Remove the floorboards to gain access to the PCB rack (Items 7, 8 and 9)
(Ref. Figure 2, Chapter 6-50-00, Sheet 2 of 3).
b On aircraft with the A317 Bleed Air Control Module PCB, apply 28 vdc to pin 16 of
the edgeboard connector P517 and P518 and leave the airplane’s cables
connected to the PCB.
c On aircraft with the A121 Relay Panel, apply 28 vdc to pins 4, 8, 13 and 17 of the
edgeboard connector P275 and leave the airplane’s cables connected to the
PCB.
Page 211
21-30-00 Nov 1/09
(c) Configuration 3 - Use this configuration when using test equipment with a 2-inch pressure
hose and an adapter plate.
1 Remove the control cable access panel located just aft of the nose wheelwell.
2 Install and seal the TK1794-5/939 adapter plate where the access panel was removed.
3 Open the right avionics compartment door.
4 Locate the AN fitting mounted in the pressure bulkhead immediately below the tube
assembly of the vacuum regulator.
5 Remove both caps on the fitting, one inside the cockpit and one inside the avionics
compartment.
6 Connect the sense line from the test unit to the fitting on the pressure bulkhead in the
avionics compartment to sense cabin pressure.
(5) Exit all personnel from the airplane.
(6) Close and latch the cabin door, cockpit storm windows, cargo door, escape hatches, and any
access panels that would contribute to cabin pressurization.
(7) Secure the cabin door with the safety net and secure the cargo door with two safety straps called
out under CABIN LEAK RATE GROUND TEST EQUIPMENT or use heavy strength nylon web
safety straps. The minimum breaking force of the straps should be 26,000 pounds. If making
structural repairs to the pressure vessel, attach a safety net large enough to cover the entire
pressure vessel.
applied during this test. DO NOT leave the test area during the test.
(8) Attach a sign on the outside of the cabin door that reads: DANGER - AIRPLANE IN PRESSURE
TEST
(9) Connect shop air to the test unit.
(10) Adjust the shop air on the test unit to 15 psi.
(11) Turn the test unit ON to start the blower.
(12) Open the pressure hose shutoff valve.
CAUTION: DO NOT exceed a 2000 ft/min climb rate, as damage to the airplane’s CABIN
CONTROLLER will result.
DO NOT pressurize the cabin more than 4.3 psi.
(13) Slowly open the airflow valve, monitor the climb rate and cabin pressure indicators. The climb rate
indicator will initially show a decent as the pressure increases. As the cabin pressure reaches 4.3
psi, the cabin will begin to leak and the climb indicator will show a climb.
Page 212
Nov 1/09 21-30-00
(14) When the cabin pressure reaches 4.3 psi, decrease the air flow valve until the climb rate indicator
reads zero. At this point the amount of airflow into the cabin is equal to the amount of air escaping
the cabin.
NOTE: Standard cubic feet per minute (SCFM) is the true value of cubic feet per minute taking
into consideration the effects of temperature and pressure on a gas, in this case, air.
(15) Read the air flow indicator and convert the reading to SCFM by using temperature and pressure
conversions supplied with the test unit technical data. If there are no conversion graphs provided
with the test unit, and the air flow indicator reads cubic feet per minute directly, use the Flow Rate
Correction Graph (Ref. Figure 204) to compensate for ambient temperature and pressure in the
cabin and obtain a SCFM reading.
(16) If the 4.3 psi is maintained with a maximum flow rate of 58 SCFM, the pressure vessel of the
airplane is satisfactorily air tight.
(17) If the flow rate is exceeded, listen for pressure leaks in the following areas:
NOTE: Leaks can be detected by sound and pinpointed by feel. It may be necessary to
attain maximum pressure, then shut down the test unit so that the sound of the
blower will not interfere with the detection of leaks in the pressure vessel.
(a) Nose wheel well.
(b) Hoses, plumbing, and wire bundles piercing the pressure vessel.
(c) Windshield seal and attachment screws.
(d) Seal around storm window.
(e) Seal around emergency exit hatches.
(f) Seals around cabin doors and cargo doors.
(g) Access panel seals.
(h) Outflow valve mounting and gaskets.
(i) Control cable seals in aft pressure bulkhead and in the fuselage adjacent to the inboard
wing.
(j) Fuselage belly drain plugs.
(k) Fuselage Skin laps.
(l) Antenna doublers and mounting areas.
(18) Refer to Chapter 91-00-00 for the proper materials to be used to pressure seal the airplane.
(19) Close the airflow valve on the test unit.
(20) Close the shutoff valve on the test unit.
Page 213
21-30-00 Nov 1/09
applied.
(21) Depressurize the airplane completely. On the TRONAIR Cabin Pressurization Unit, turn the air
control valve to full decrease position to dump pressure. When the rate-of-climb indicator is at the
horizontal position and the pressure gage reads zero, the cabin is depressurized.
(22) Disconnect the pressure hose(s) from the airplane.
(23) Disconnect the sense line from the airplane.
(24) Remove the safety net from the cabin door.
(25) Remove the safety straps from the cargo door.
(26) Connect all bleed air plumbing, if removed.
(27) Remove the test leads from the PCB’s, if installed.
(28) Replace floorboards, if removed.
(29) Remove the adapter plate, if used, install and seal the adapter plate with sealant tape (89, Table 1,
Chapter 91-00-00).
Figure 204
Flow Rate Correction Graph
Page 214
Nov 1/09 21-30-00
Figure 205
Pressurization Control Components - Tail Cone
Page 215
21-30-00 Nov 1/09
Figure 206
Pressurization Control Components - Flight Compartment
Page 216
Nov 1/09 21-30-00
OUTFLOW VALVE
21-30-01
200200
1. PROCEDURES
CAUTION: While performing maintenance on the pressurization system, NEVER use teflon tape on tube
fittings as a thread seal. Teflon tape may have a tendency to shred and possibly contaminate the
components of the pressurization system.
A. Removal
CAUTION: An outflow valve that fails to maintain cabin differential pressurization within acceptable
limits must be replaced. Field adjustment of these valves is not authorized and will void the
warranty.
(1) Remove the upholstery panel on the aft pressure bulkhead to gain access to the valves.
(2) Remove the static port plumbing lines and the vacuum line from the valve. Tag the lines to aid in
installation.
(3) Remove the clamp securing the valve to the fitting on the aft pressure bulkhead and remove the
valve.
B. Installation
CAUTION: Never use teflon tape on pressurization fittings as a thread seal.
(1) Install the valve on the fitting on the aft pressure bulkhead and secure with the clamp.
(2) Ensure the packing is in place and connect the vacuum and static port lines.
(3) Install the upholstery panel on the aft pressure bulkhead.
C. Cleaning
Remove the outflow valve according to the procedure under OUTFLOW VALVE REMOVAL and clean
the poppet seats with water and a mild soap or solvent (30, Table 1, Chapter 91-00-00).
Page 201
21-30-01 Nov 1/09
CABIN PRESSURE CONTROLLER
21-30-02
200200
1. PROCEDURES
A. Removal
(1) Remove the sidepanels from the pedestal.
(2) Remove the top panel from the pedestal to gain access to the controller mounting screws.
(3) Disconnect the lighting leads from the controller.
CAUTION: Cutting of the wire leads in order to remove the electrical connector will necessitate a
possibly unnecessary complete overhaul of the controller at the repair facility.
(4) Disconnect the plumbing lines that connect the controller to the volume tank, the pneumatic relay
and the vacuum regulator.
(5) Remove the attaching screws and the controller from the pedestal.
B. Installation
(1) Install the controller on the top panel of the pedestal and secure with the attaching screws. Install
the top panel on the pedestal.
(2) Connect the plumbing lines to the controller.
(3) Connect the lighting leads to the controller.
(4) Install the sidepanels on the pedestal.
C. Filter Cleaning
The pressurization controller filter is located in the controller assembly and should be cleaned as
follows:
(1) Remove the LH and the RH sidepanels from the pedestal.
(2) Remove the filter from the controller housing.
(3) Wash the screens and filter element in cleaning solvent (2, Table 1, Chapter 91-00-00). Dry with
shop air.
Page 201
21-30-02 Nov 1/09
(4) Ensure that the orifice in the filter housing is free of foreign material.
CAUTION: Be careful not to enlarge or damage the orifice in the housing. Proper operation of the
system is dependent on the correct size of the orifice.
(5) Install the filter element on the controller finger tight.
(6) Install the LH and the RH sidepanels on the pedestal.
Page 202
Nov 1/09 21-30-02
PNEUMATIC RELAY
21-30-03
200200
1. PROCEDURES
A. Removal
(1) Remove the LH and RH sidepanels from the pedestal.
(2) Remove the attaching screws securing the relay to the mounting brackets.
(3) Disconnect and cap the plumbing lines from the relay.
(4) Remove the relay from the pedestal.
B. Installation
(1) Connect the plumbing lines to the capped tees and elbow fitting on the relay.
(2) Install the relay on the mounting brackets and secure with the attaching parts.
(3) Install the sidepanels on the pedestal.
C. Filter Cleaning
The pneumatic relay filter is located in the pedestal and should be cleaned as follows:
(1) Remove the LH and the RH sidepanels from the pedestal.
(2) Remove the filter from the underside of the relay.
(3) Wash the screens and filter element in cleaning solvent (2, Table 1, Chapter 91-00-00). Dry with
shop air.
(4) Install the filter in the relay finger tight.
(5) Install the LH and RH sides on the pedestal.
Page 201
21-30-03 Nov 1/09
VOLUME TANK
21-30-04
200200
1. PROCEDURES
A. Removal
(1) Remove the RH sidepanel from the pedestal (Ref. Figure 201).
(2) Disconnect and cap the plumbing line from the volume tank.
(3) Remove the attaching screws and the volume tank from the pedestal frame.
B. Installation
(1) Install the volume tank on the pedestal frame and secure with the attaching screws
(Ref. Figure 201).
(2) Connect the plumbing line to the volume tank.
(3) Install the RH sidepanel on the pedestal.
Page 201
21-30-04 Nov 1/09
Figure 201
Pressurization Control Components - Flight Compartment
Page 202
Nov 1/09 21-30-04
CABIN ALTITUDE WARNING PRESSURE SWITCH
21-30-07
200200
1. PROCEDURES
A. Removal
(1) Remove electrical power from the airplane.
(2) Obtain access and remove cabin floor panel 7 in Zone 143 (Ref. Chapter 6-50-00).
(3) Identify, tag and disconnect the wires from the Cabin Altitude Warning Pressure Switch
(Ref. Chapter 39-20-00, FORWARD LOWER CABIN ELECTRICAL EQUIPMENT).
(4) Remove the attaching hardware and the Cabin Altitude Warning Pressure Switch from the
Forward Lower Cabin Electrical Equipment panel.
B. Installation
(1) Install the Cabin Altitude Warning Pressure Switch, with the attaching hardware, to the Forward
Lower Cabin Electrical Equipment panel.
(2) Connect the wires to the pressure switch and remove identification tags. Ensure that the wires are
connected to the COMM and NO terminals of the switch.
WARNING: Failure to connect the wires to the correct terminals of the pressure switch may
result in false or no indication of CABIN ALTITUDE annunciator.
(3) Install cabin floor panel 7.
(4) Restore electrical power to the airplane.
2. FUNCTIONAL TEST
This procedure verifies that the Cabin Altitude Warning Pressure Switch System is operating correctly.
Method one involves the removal and installation of the switch. Method two requires the airplane to be flown
to check the functionality of the pressure switch.
A. Method One
(1) Perform the CABIN ALTITUDE WARNING PRESSURE SWITCH REMOVAL procedure in this
section.
(2) Place the pressure switch inside a vacuum chamber with the an ohmmeter connected to the
COMM and NO terminals of the switch. If the vacuum chamber does not have a scale for
determining degree of vacuum achieved, a certified altimeter must be used. Set the altimeter to
29.92 in. Hg. Place the altimeter in the vacuum chamber in a position so that it can be clearly read.
Page 201
21-30-07 Nov 1/09
(3) Increase the vacuum in the chamber and check for onset of continuity at an increasing altitude of
12,000 to 12,500 feet.
(4) After continuity is acquired, slowly decrease the vacuum in the chamber and check for termination
of continuity at a decreasing minimum altitude of 10,500 feet.
(5) The switch must be replaced if it does not meet these specifications.
(6) Remove the pressure switch from the vacuum chamber.
(7) On the aircraft, connect an insulated 22 gauge jumper wire between the exposed pressure switch
wires on the Forward Lower Cabin Electrical Equipment panel. Note the CABIN ALTITUDE
annunciator illuminates.
(8) Remove jumper wire.
(9) Perform the CABIN ALTITUDE WARNING PRESSURE SWITCH INSTALLATION procedure in
this section.
B. Method Two
WARNING: Comply with standard FAA regulations for oxygen usage when performing this test.
(1) Fly the airplane at an altitude of 13,000 to 15,000 feet.
(2) The pilot should select 13,000 feet cabin altitude on the Cabin Pressure Controller.
(3) Set a hand held certified altimeter to 29.92 in. Hg. As cabin altitude rises, the pilot will note the
cabin altitude at which the CABIN ALTITUDE annunciator light illuminates. The annunciator light
shall illuminate at 12,000 to 12,500 feet altitude.
(4) The pilot shall then select a cabin altitude below 10,000 feet.
(5) As the cabin altitude decreases, the pilot will note the cabin altitude at which the annunciator light
extinguishes. The annunciator light shall extinguish before 10,500 feet altitude.
(6) The pressure switch must be replaced if it does not meet these specifications. Refer to CABIN
ALTITUDE WARNING PRESSURE SWITCH REMOVAL in this section.
Page 202
Nov 1/09 21-30-07
HEATING
21-40-00

00
1. GENERAL
Bleed air from the engines enters the cabin ductwork through the ACM bypass valve and the ejector bypass
valve. The ACM bypass valve begins opening first upon receiving a heat command from the cabin
temperature controller. When the ACM bypass valve is fully open, the intergral open limit switch in the valve
shunts the heat command from the cabin temperature controller to the ejector bypass valve, opening it. As
the cabin temperature controller starts to issue cool commands, the ejector bypass valve begins closing.
When the ejector bypass valve is fully closed, the cool command is shunted to the ACM bypass valve, closing
it.
Page 1
21-40-00 Nov 1/09
HEATING
TROUBLESHOOTING
100100
1. PROCEDURES
Faults in the heating system will usually result in the faulty operation of other environmental systems as well.
Since the functions of the bypass valves are closely interfaced with the vapor cycle system and temperature
controls and dependent upon the proper function of the environmental bleed air system, troubleshooting of
the bypass valves is the primary concern.
The troubleshooting section will help the technician to differentiate between heating malfunctions which are
most likely to be traced to the faults in other environmental systems and heating malfunctions which are the
direct fault of one of the bypass valves (Ref. Charts in Figures 101 and 102).
Page 101
21-40-00 Nov 1/09
Figure 101
Heating Troubleshooting - Inadequate Heating
Page 102
Nov 1/09 21-40-00
Figure 102
Heating Troubleshooting - Excessive Heating
Page 103
21-40-00 Nov 1/09
BYPASS VALVE
200200
1. PROCEDURES
Access to the bypass valves can be gained through the upper inboard left wing panel. In the event of a
malfunction in one of the valves, it will be necessary to remove the valve for overhaul or repair. The two
bypass valves are similar in appearance and located near the air cycle machine. The ejector bypass valve is
attached to the check valve T assembly just outboard of the dual heat exchanger. The ACM bypass valve is
located immediately to and outboard of the air cycle machine.
A. Removal
(1) Locate the appropriate valve and disconnect the electrical connector from the valve motor
(2) Push back the insulation covering the couplings and remove the coupling clamps.
(3) Remove the mounting bolts attaching the valve stabilizing bracket to the wing structure (ACM
bypass valve only).
(4) Lift the valve and stabilizing bracket out of the wing.
B. Installation
(1) Position the valve in the wing (Ref. Figures 201 and 202).
(2) Attach the stabilizing bracket to the wing structure using the same bolts removed earlier (ACM
bypass valve only).
(3) Install the coupling clamps and torque the clamp nuts to 35 ± 2 inch-pounds.
(4) Position the insulation around the couplings.
Page 201
21-40-00 Nov 1/09
Figure 201
ACM Bypass Valve
Page 202
Nov 1/09 21-40-00
Figure 202
Ejector Bypass Valve
Page 203
21-40-00 Nov 1/09
COOLING
21-50-00

00
1. GENERAL
Cabin cooling in the Model 1900 AIrliner Series airplanes is accomplished in part by the air cycle system. Air
cycle system cooling is augmented by cooling from the vapor cycle system. Automatic control of both
systems is accomplished through the cabin temperature controller and it’s associated secondary controls.
The intent of the chapter is to aid the technician in determining to which cooling system a fault can be traced
in the event of cooling failure. Due to the complex interplay between systems, it will not always be apparent
which system is malfunctioning.
The troubleshooting portion of the chapter will assist the technician in narrowing down faults and will direct
the technician to troubleshoot a particular system. 21-51-00 and 21-52-00 deal with troubleshooting and
maintenance of the air cycle system and the vapor cycle system respectively. 21-60-00 contains
troubleshooting and maintenance information for the temperature controlling system.
Page 1
21-50-00 Nov 1/09
COOLING
TROUBLESHOOTING
100100
1. PROCEDURES
Differential troubleshooting of the cabin cooling system is primarily a matter of ruling out a malfunction in one
system or the other. Assessment of vapor cycle system operation was determined to be the simplest
approach.
The troubleshooting chart graphically illustrates the troubleshooting sequence (Ref. Figure 101).
Figure 101
Cabin Cooling Troubleshooting
Page 101
21-50-00 Nov 1/09
COOLING
200200
1. PROCEDURES
The following procedure can be used to evaluate the operational efficiency of the vapor cycle system. This
check should be performed only when the outside air temperature is above 50°F to insure that the 40°F OAT
cutout switch is closed.
2. VAPOR CYCLE SYSTEM
A. Operational Check
(1) Place thermometers, known to be accurate, in a forward eyeball outlet and in an aft eyeball outlet.
(2) Start the right hand engine and increase the engine rpm to 62% N1. Do not turn on the
environmental bleed air on.
(3) Place the cabin temperature mode switch in MANUAL and hold the manual temperature control
switch in DECREASE for 60 seconds.
(4) Take the cabin air temperature reading near the floor of the cabin and after the temperature of the
air coming out of the eyeball outlets has stabilized, 5 to 10 minutes should be sufficient, record the
temperatures of the eyeball outlets air.
(5) Subtract each of the temperature readings at the eyeball outlets from the cabin air temperature
recorded earlier. A differential of at least 20°F at both eyeball outlets would be indicate of a
properly operating system.
Page 201
21-50-00 Nov 1/09
AIR CYCLE SYSTEM
21-51-00

00
1. GENERAL
The Model 1900 Series Airliner air cycle system consists of an air cycle machine (ACM), dual heat
exchanger, water collector, fog nozzle, inline filter assembly and a recirculating ejector. The amount of
cooling supplied by the air cycle system is controlled by varying the amounts of hot air which bypass portions
of the air cycle machine. Control over this bypass flow is a function of the temperature control system. The
heat exchanger and the air cycle machine are mounted together to form an integral unit (Refrigeration
Package).
Hot engine bleed air becomes partially cooled as it flows through the primary core section of the heat
exchanger. The primary cooled air enters the air cycle machine compressor which raises the air pressure and
temperature. The compressed air returns to the secondary core of the heat exchanger where the heat of
compression is removed. The bleed air then enters the turbine section of the air cycle machine where it is
cooled by expansion across the turbine nozzles. This expanding air also drives the air cycle machine turbine.
The driven turbine in turn drives the compressor rotor and the fan rotor.
The rotating air cycle machine fan draws cooling air from the ambient air inlet, located on the under side of
the left wing, through the cooling air passageways in both the primary and secondary cores of the heat
exchanger and discharges the cooling air overboard. The ambient air flowing through the primary and
secondary cores of the heat exchanger absorbs heat from the bleed air circuits (Ref. Figure 1).
As a result of cooling, moisture condensation occurs in the secondary core of the heat exchanger upstream of
the air cycle machine turbine section. The condensed moisture is collected by a water collector, routed to a
fog nozzle and is sprayed into the ambient air inlet of the secondary core of the heat exchanger where it
assists in cooling bleed air temperature by evaporation.
The recirculating ejector is a welded aluminum tube with two duct ends. The inlet duct accepts conditioned
bleed air from the turbine outlet of the air cycle machine. The outlet duct provides for the entry into the cabin
of the mixed conditioned and recirculated cabin air. An electrical heater surrounds the bleed air duct at the
turbine air inlet discouraging any ice accumulation inside the cold duct.
Page 1
21-51-00 Nov 1/09
Figure 1
ACM Ambient Air Ducts
Page 2
Nov 1/09 21-51-00
AIR CYCLE SYSTEM
TROUBLESHOOTING
100100
1. PROCEDURES
Troubleshooting of the air cycle system is a fairly simple task as generally air cycle system cooling problems
can be traced to faults in other environmental subsystems. The troubleshooting chart presents a logical
approach to troubleshooting of the air cycle system (Ref. Figure 101).
Page 101
21-51-00 Nov 1/09
INADEQUATE COOLING
ARE THE AMBIENT

AIR INLET AND HEAT
NO EXCHANGER CORE YES
CLEAN AND FREE
OF OBSTRUCTIONS?
CORRECT PROBLEM
IS THE FOG NOZZLE

NO OR INLINE WATER FILTER
CLOGGED?
YES
ARE THE BYPASS VALVES

NO CLOSING? (REF. CHART 2 EXCESSIVE YES
CLEAN NOZZEL AND
HEATING, 21-40-00)
INLINE FILTER
CORRECT PROBLEM
ARE BLEED AIR TEMPERATURE

AND PRESSURE CORRECT?
NO (REF. 21-10-00 BLEED AIR CONTROL - YES
TROUBLESHOOTING)
CORRECT PROBLEM
FAULT IS IN
AIR CYCLE MACHINE
UC21B
071774AA.AI
Figure 101
Cabin Cooling Troubleshooting
Page 102
Nov 1/09 21-51-00
AIR CYCLE SYSTEM
200200
1. PROCEDURES
Maintenance of the air cycle system should usually be a process of cleaning the heat exchanger inlet and the
fog nozzle-filter assembly; however, should a fault develop in the air cycle machine or heat exchanger,
removal of the air cycle machine and heat exchanger assembly (refrigeration package) would be required.
2. AIR CYCLE MACHINE
A. Servicing
Check the quantity of oil contained in the see-thru oil sump and add oil as required to maintain a full
sump. Manufacturer's recommendation for lubricating oil to be used in the air cycle machine is Exxon
2389 or any oil conforming to MIL-L-7808 (72, Table 1, Chapter 91-00-00).
3. WATER COLLECTOR DRAIN TUBE
A. Weld Repair
Information to conduct this repair is provided by HAMILTON SUNDSTRAND WATER COLLECTOR P/N
775642 DRAIN TUBE WELD REPAIR LETTER OF INSTRUCTIONS, in Chapter 21 of the Model 1900
Series Component Maintenance Manual.
4. OIL
A. Replacement (Oil Sump With Fill Plug)

(1) Loosen the leading edge (UA-1 and After, UB-1 and After: Wing Access Panel 55; UC-1 and After:
Wing Access Panel 24) as necessary to remove the lower access panel (UA-1 and After, UB-1
and After: Wing Access Panel 63; UC-1 and After: Wing Access Panel 18) and remove the lower
access panel from the left center wing (Ref. Chapter 6-50-00).
(2) Locate the oil sump on the bottom of the air cycle machine.
(3) Cut the lockwire and remove the oil sump fill plug. If a lubrication instruction tag is attached to the
fill plug, remove and discard the tag.
(4) Remove all the oil from the oil sump using a syringe-type suction device.
(5) Fill the oil sump to overflowing with lubricating oil, preferably Exxon 2389 or any oil conforming to
MIL-L-7808 (72, Table 1, Chapter 91-00-00).
(6) Install a new packing on the fill plug and install the plug in the sump, tightening the plug to 10 ± 2
inch-pounds.
(7) Lockwire the plug to the oil sump.
Page 201
21-51-00 Nov 1/09
B. Replacement (Oil Sump Without Fill Plug)

(1) Loosen the leading edge (UA-1 and After, UB-1 and After: Wing Access Panel 55; UC-1 and After:
Wing Access Panel 24) as necessary to remove the lower access panel (UA-1 and After, UB-1
and After: Wing Access Panel 63; UC-1 and After: Wing Access Panel 18) and remove the lower
access panel from the left center wing (Ref. Chapter 6-50-00).
(2) Locate the oil sump on the bottom of the air cycle machine.
(3) Remove and retain the screws and washers that attach the sump to the air cycle machine turbine
housing.
(4) Lower the sump away from the turbine housing and pour the oil from the sump.
(5) Wipe the oil residue from the sump with a dry, lint-free cloth.
(6) Install a new M83248/1-033 packing on the sump.
(7) Fill the sump to the fill line with lubricating oil, preferably Exxon 2389 or any oil conforming to
MIL-L-7808 (72, Table 1, Chapter 91-00-00).
(8) Install the sump on the turbine housing with the screws and washers retained during removal.
(9) Torque the screws 12 to 18 inch-pounds plus running torque (running torque must fall between
2 to 13 inch-pounds or replace screw).
(10) Install the leading edge and the lower access panel on the left center wing.
Page 202
Nov 1/09 21-51-00
REFRIGERATION PACKAGE
21-51-01
200200
1. PROCEDURES
A. Removal
(1) Remove the left inboard wing leading edge and the upper and lower wing access panels
(Ref. Figure 201).
(2) Drain the air cycle machine oil sump (Ref. 21-51-00, AIR CYCLE MACHINE SERVICING).
(3) Disconnect and remove the cooling air exhaust plenum and a section of bleed air line along the
spar cap.
(4) Disconnect the bleed air duct at the inlet of the first stage heat exchanger.
(5) Disconnect and remove the mufflers at the ACM bypass inlet.
(6) Disconnect the bleed air ejector duct at the turbine outlet.
(7) Disconnect the water drain tube at the water collector.
(8) Remove the subspar opening stiffener screws.
(9) Remove the two mounting bolts which secure the heat exchanger to the wing structure.
(10) Remove the two mounting fasteners from the housing mounting bracket on the air cycle machine
under the compressor.
(11) Remove the air cycle machine through the lower wing access opening.
B. Installation
(1) Place the air cycle machine into the opening in the wing, being careful not to damage the see-thru
oil sump on the lower side of the air cycle machine (Ref. Figure 201).
(2) Install the mounting fastener to the housing mounting bracket on the air cycle machine.
(3) Install the two mounting bolts which secure the heat exchanger to the wing structure, replacing the
shims as required to vertically align the fasteners at the forward mount.
(4) Connect the water drain tube to the water collector.
(5) Connect the mufflers at the ACM bypass inlet.
(6) Connect the bleed air duct at the inlet of the first stage heat exchanger.
(7) Install the plenum and bleed air duct section removed earlier.
(8) Service the air cycle machine oil sump (Ref. 21-51-00, AIR CYCLE MACHINE SERVICING).
(9) Install the left inboard upper and lower wing panels and the wing leading edge.
Page 201
21-51-01 Nov 1/09
Figure 201
Refrigeration Package
Page 202
Nov 1/09 21-51-01
FOG NOZZLE AND IN-LINE FILTER
21-51-02
200200
1. PROCEDURES
A. Removal and Installation

(1) Locate the fog nozzle and in-line filter assembly immediately adjacent to the first stage heat
exchanger inlet (Ref. Figure 201).
(2) Release the holding bracket and remove the fog nozzle.
(3) Disconnect the water line.
(4) Disassemble the filter and clean the filter mesh with solvent (86, Table 1, Chapter 91-00-00). Do
not remove the filter mesh from the filter housing.
(5) Clean the nozzle and orifice with solvent (86, Table 1, Chapter 91-00-00), being careful not to
enlarge the orifice during cleaning.
(6) Assemble the in-line filter and install the filter and nozzle on the bulkhead bracket.
(7) Connect the water drain tube.
Figure 201
Fog Nozzle Filter Assembly
Page 201
21-51-02 Nov 1/09
RECIRCULATING EJECTOR
21-51-03
200200
1. PROCEDURES
A. Removal
(1) Open the LEFT and RIGHT BLEED AIR CONTROL circuit breakers on the right circuit breaker
panel.
(2) Remove the carpet (Ref. Chapter 25-20-01, CARPET REMOVAL AND INSTALLATION) and
floorboards 16D and 9 (UA-1 and After) or floorboards 16D and 10 (UB-1 and After and UC-1 and
After) (Ref. Chapter 6-50-00).
(3) Perform the REFRIGERATION PACKAGE REMOVAL procedure (Ref. 21-51-01).
(4) Disconnect the recirculating ejector heater electrical connector (5) (Ref. Figure 201).
(5) Remove bolts (11) attaching the outer retaining ring (10) and flexible diaphragm seal (12) to the
fuselage pressure plate (13) (Ref. Detail B).
(6) Loosen clamp (4) at the inboard end of the recirculating ejector. Slide the clamp inboard onto the
flexible sleeve (3) (Ref. Detail C).
(7) Remove the ejector attach bolt (9) securing the recirculating ejector to the support bracket (8) on
the inboard side of the left seat track (6).
(8) Remove the recirculating ejector (1) from the airplane through the refrigeration package cavity.
The inboard end of the ejector should slide out of flexible sleeve (3), which should remain clamped
to the plenum inlet (2).
B. Installation
(1) Position the recirculating ejector (1) in the airplane through the refrigeration package cavity and
insert the inboard end into the flexible sleeve (3) (Ref. Figure 201).
(2) Install the recirculating ejector attach bolt (9) attaching the recirculating ejector (1) to support
bracket (8) on the inboard side of the left seat track (6).
(3) Install clamp (4) over the flexible sleeve (3), clamping it to the beaded end of the recirculation
ejector (1).
(4) Install the bolts (11) attaching the outer retaining ring (10) and diaphragm seal (12) to the fuselage
pressure plate (13).
(5) Connect the recirculating ejector heater electrical connector (5).
(6) Perform the REFRIGERATION PACKAGE INSTALLATION (Ref. 21-51-01). There should be a
gap of 0.12 inch between the air cycling system outlet and the ejector inlet (Ref. Detail B). Adjust
the gap by changing the number of shims (7) between the seat track (6) and the recirculating
ejector support bracket (8) (Ref. Detail C).
Page 201
21-51-03 Nov 1/09
(7) Close the LEFT and RIGHT BLEED AIR CONTROL circuit breakers on the right circuit breaker
panel.
C. Heater Blanket Operational Check

(1) Remove wing access panel 57 (UA-1 and After; UB-1 and After) or panel 18 (UC-1 and After) from
the top of the left wing (Ref. Chapter 6-50-00, WING ACCESS PANELS).
(2) Disconnect the ejector heater (E184) connector from the airplane harness electrical connector
(P493). Refer to the applicable Model 1900/1900C Airliner Wiring Diagram Manual, Chapter
21-31-01.
(3) Place the BATT switch to the ON position.
(4) Place the LEFT BLEED AIR VALVE switch to the ON position.
(5) Using a multimeter, perform the following Steps:
(a) Check for battery voltage at Pin A on the airplane harness connector (P493).
(b) Check for ground at Pin B on the airplane harness connector (P493).
(6) Place the LEFT BLEED AIR VALVE switch to the OFF position.
(7) Place the BATT switch to the OFF position.
(8) Using a multimeter, measure the heater element resistance between Pins A and B. Replace the
ejector heater if the resistance reads other than 10.37 to 11.46 ohms.
(9) Connect the ejector heater (E184) connector to the airplane harness connector (P493).
(10) Install wing access panel 57 (UA-1 and After; UB-1 and After) or panel 18 (UC-1 and After)
(Ref. Chapter 6-50-00, WING ACCESS PANELS).
Page 202
Nov 1/09 21-51-03
3
4
C
A
1
RECIRCULATED
CABIN AIR
1. RECIRCULATING EJECTOR
2. AIR DISTRIBUTION PLENUM
3. FLEXIBLE SLEEVE (CONNECTOR)
B
4. CLAMP
5. ELECTRICAL CONNECTOR
DETAIL A
6. LEFT SEAT TRACK
7. SHIM
8. SUPPORT BRACKET 5 ACM CONDITIONED
9. EJECTOR ATTACH BOLT AIR
10. OUTER RETAINER RING
11. BOLTS
12. DIAPHRAGM SEAL
13. FUSELAGE PRESSURE PLATE
7
13
8
6
0.12 INCH GAP
DETAIL C
AIR CYCLE
MACHINE
OUTLET 12
11
10
DETAIL B UC21B
071078AA.AI
Figure 201
Recirculating Ejector Installation
Page 203
21-51-03 Nov 1/09
VAPOR CYCLE SYSTEM
21-52-00

00
1. GENERAL
The vapor cycle cooling system utilizes refrigerant to provide cooling when the airplane is on the ground and
to provide supplemental cooling when the air cycle cooling system is performing at maximum levels. On
airplanes without Kit 129-5020 installed, use refrigerant R-12. On airplanes with Kit 129-5020 installed, use
refrigerant R-134a. A compressor, a condenser with a 40,000-BTU capacity, and two 12,500-BTU
evaporators are utilized to cycle the refrigerant from a gas to a liquid state to provide cooling of the passenger
compartment and flight compartment. Adjustable outlets, located adjacent to the cabin armrests and in the
flight compartment overhead panel, distribute cool air produced by the vapor cycle cooling system.
The temperature control switches used to control the air cycle cooling system are used to control the vapor
cycle cooling system. The cabin temperature mode switch, the cabin temperature selector, and the manual
temperature control switch are located on the copilot's inboard subpanel. Refer to 21-60-00 for further
information on the operation of the temperature controls.
The compressor is equipped with an electric clutch and a relief valve and is installed in the accessory gear
box section of the RH engine. The discharge line of the compressor is connected to the condenser, located
adjacent to its blower in the RH inboard wing. The receiver-dryer removes moisture from the refrigerant and is
located under the center aisle floor in line with the third cabin window. The two evaporators and the
corresponding blowers are located under the center aisle floorboards. The forward evaporator and blower are
in line with the first cabin window and the aft evaporator and blower are in line with the sixth cabin window.
The blowers distribute cool air to the adjustable outlets in the cabin and flight compartment. Refer to 21-20-00
for further information on the blowers and vapor cycle cool air distribution. A sight gage, an overpressure
cutout switch and an underpressure cutout switch, and service valves are installed in the refrigerant lines
located in a service box that is accessible through a door in the underside of the fuselage. The service box is
in line with the wing flaps. Reset switches for the pressure cutout switches are located in the service box
(Ref. Figure 1).
When the low ambient temperature limit switch is closed and RH engine speed exceeds 62% N1, the vapor
cycle cooling system can be activated by the air cycle cooling system (Ref. Figure 2). The limit switch will be
closed when ambient temperature, as sensed in the condenser inlet, is high enough to allow cooling of the
airplane cabin (50°F ± 5°). When the ACM bypass valve and the ejector bypass valve are closed and the low
ambient switch is closed, the cool coil of the heat-cool command relay is energized, and power is supplied to
the cool command input of the N1 speed sensor PCB. The compressor clutch is then allowed to engage 10
seconds after the RH engine speed increases above 62% N1. When the RH landing gear downlock switch is
closed (the airplane is on the ground), a ground circuit is completed and energizes the coil of the condenser
blower relay. Power is then supplied to the condenser blower and the blower moves air across the condenser
and out the vents in the wing underside. When the airplane is in flight and the downlock switch is not closed
(the landing gear is up), the condenser is cooled by the flow of ram air that enters through the inlet in the RH
wing leading edge. When the cabin has been cooled to a preset temperature and the ACM bypass valve
reaches full open, the cool coil of the heat-cool command relay is de-energized and the heat coil of the relay
is energized. Power is then removed from the compressor clutch and it disengages.
If the N1 speed of the RH engine falls below 62% while the vapor cycle cooling system is operating, the
annunciator light labeled AIR COND N1 LOW (green) will illuminate, power will be removed from the
compressor clutch and it will disengage (Ref. Figure 2). This compressor cutout avoids overloading the
engine when it is operating at low speeds. If RH engine speed is above 62% N1 but ambient temperature falls
below 30°F ± 5°, the limit switch in the condenser inlet will open and the clutch will disengage to prevent icing
of the system components.
Page 1
21-52-00 Nov 1/09
The condenser blower relay is located in the RH nacelle. The heat-cool command relay is located under the
cabin floorboards immediately aft of the main wing spar. The N1 speed sensor is located under the cabin
floorboards in line with the second cabin window. Refer to Chapter 39-20-00 for further information on the
relays and the N1 speed sensor PCB. Refer to 21-40-00 for further information on the ACM bypass valve and
the ejector bypass valve.
When the electric clutch on the compressor is engaged, the refrigerant is compressed into a high pressure,
high temperature gas. As this gas is pumped through the condenser, cooling air is vented across the
condenser and removes heat from the gas, condensing it into a liquid state (Ref. Figure 1). This liquid
refrigerant passes through the receiver-dryer where moisture and impurities are removed. The refrigerant is
then metered by the thermostatic expansion valves (TEV) and flows into the evaporators. Heat from
recirculating cabin air is absorbed by the refrigerant in the evaporators and the liquid refrigerant evaporates
into a gas. Vent blowers draw the recirculating air through the coils in the forward and aft evaporator
assemblies. This gas is returned to the compressor where it is compressed into the higher pressure
discharge gas.
A. Hot Gas Bypass Valves

A temperature sensing switch is installed on the outlet line of each evaporator. If the temperature of the
refrigerant outlet line is 33°F or below, the switch opens a solenoid valve in a hot gas line containing
discharge gas from the compressor. This hot gas bypasses the condenser and the expansion valves
and flows directly into the evaporator to prevent moisture from freezing on the evaporator. When the
temperature in the evaporator outlet line reaches 45°F, the thermoswitch closes the hot gas bypass
valve and refrigerant flow is returned to its normal flow through the condenser and the expansion
valves.
B. Pressure Cutout Switches

If the discharge pressure in the system increases beyond a safe limit, the overpressure cutout switch
will open, removing power from the compressor clutch. If the suction pressure in the refrigerant line falls
below a preset limit, the underpressure cutout switch will close and cause the thermal relay to open.
When the thermal relay opens, power is removed from the compressor clutch. If power has been
removed from the clutch by an open cutout switch, the switch must be reset to allow the compressor
clutch to engage. The reset switches are located in the service box in the underside of the fuselage.
C. Vent Blowers
The vent blowers are controlled by the vent blower switch and the cabin temperature mode switch. Both
switches are located on the copilot's inboard subpanel. The blowers will operate in the high speed or the
low speed when the cabin temperature mode switch is set to each position. When the blower switch is
set to AUTO, the vent blowers will operate in the low speed when the mode switch is set to each
position except OFF. The control of these blowers is independent of all other components of the
environmental system. Refer to 21-20-00 for further information on the blowers and their relays.
D. Pressure Relief Valve

A pressure relief valve is installed on the discharge service port of the compressor to protect the
compressor from an overpressure condition. The valve relieves pressure at 450 psig.
Page 2
Nov 1/09 21-52-00
Figure 1
Vapor Cycle System Refrigerant Flow Schematic
Page 3
21-52-00 Nov 1/09
Figure 2
Vapor Cycle Cooling System Electrical Schematic
Page 4
Nov 1/09 21-52-00
VAPOR CYCLE SYSTEM
TROUBLESHOOTING
100100
1. PROCEDURES
Refer to Figures 101 thru 104 to troubleshoot the vapor cycle cooling system.
Refer to Figure 105 to troubleshoot the condenser blower control system.
Refer to Table 101 thru Table 108 and Figures 106 thru 114 for sample fault conditions and suggested
corrective actions.
Page 101
21-52-00 Nov 1/09
Figure 101
Vapor Cycle System Refrigerant Flow Schematic
Page 102
Nov 1/09 21-52-00
Figure 102
Vapor Cycle Cooling System Electrical Schematic
Page 103
21-52-00 Nov 1/09
Figure 103
Troubleshooting - Inadequate Cooling (Compressor Operating)
Page 104
Nov 1/09 21-52-00
Figure 104
Troubleshooting - Inadequate Cooling (Compressor Not Operating)
Page 105
21-52-00 Nov 1/09
Figure 105
Troubleshooting - Condenser Blower Control
Page 106
Nov 1/09 21-52-00
The following are some sample fault conditions and suggested corrective actions. For approximate normal
operating pressures for R-134a refrigerant in the Model 1900C Airliner vapor cycle system (Ref. Figure 203)
R-134a Vapor Cycle System Suction & Discharge Pressures Versus Ambient Temperatures illustration in the
MAINTENANCE PRACTICES section. The charted pressures are based on conditions in which the cabin
door(s) are open and the cabin is heat soaked to near ambient temperature. All the cabin eyeball air outlets
are open and the right engine is operated at about 70% N1. Pressures may then be noted after they stabilize
(about 5 minutes).
CONNECT TO LOW CONNECT TO HIGH

(SUCTION) SIDE (DISCHARGE) SIDE
OF SYSTEM UC21B
OF SYSTEM 023314AA.AI
Figure 106
A Typical Air Conditioner Service Set
Page 107
21-52-00 Nov 1/09
UC21B
023318AA.AI
Figure 107
Normally Functioning System @ 85°F
Table 101
Vapor Cycle System - Normally Functioning System @ 85°F
GAUGE READINGS OTHER INDICATIONS
Low Side Gauge - Normal - 38 psi Sight glass - Clear
High Side Gauge - Normal - 185 psi Discharge air - Cold
Page 108
Nov 1/09 21-52-00
UC21B
023319AA.AI
Figure 108
Moisture in System
Table 102
Vapor Cycle System - Moisture in System
PROBLEMS PROBABLE CAUSE CORRECTIVE ACTION
Low Side Gauge - Normal, then Moisture in system freezes, 1. Reclaim refrigerant from system.
sometimes drops to below zero. temporarily stopping cycle.
2. Replace receiver-dryer. Replace
(and) However, normal system operation
any oil removed with receiver-dryer.
High Side Gauge - Normal, then returns when ice melts.
sometimes goes high. 3. Remove moisture by evacuating
system.
4. Charge system with R-134a.
5. Operate system and check
performance.
Page 109
21-52-00 Nov 1/09
UC21B
023320AA.AI
Figure 109
Low R-134a Charge
Table 103
Vapor Cycle System - Low 134a Charge
PROBLEM PROBABLE CAUSE CORRECTIVE ACTION
Low Side Gauge - Normal or Low System slightly low on R-134a, due 1. Leak test system.
(and) to leak or incorrect charge.
2. Reclaim refrigerant from system
High Side Gauge - Low
if necessary.
Sight glass - bubbles may be
3. Repair system leaks.
continuously visible. Return lines
warm. Low pressure cutout switch 4. Charge system with R-134a.
tripped.
performance.
Page 110
Nov 1/09 21-52-00
UC21B
023321AA.AI
Figure 110
Poor Refrigerant Circulation
Table 104
Vapor Cycle System - Poor Refrigerant Circulation
Low Side Gauge - zero to Refrigerant flow obstructed by 1. Reclaim refrigerant from system.
negative (and) debris. Receiver-dryer clogged.
2. Replace receiver-dryer or
High Side Gauge - Low
remove debris. Replace any oil
Receiver-dryer - frost on tubes removed.
from receiver-dryer to evaporator
units.
performance.
Page 111
21-52-00 Nov 1/09
UC21B
023322AA.AI
Figure 111
No Refrigerant Circulation
Table 105
Vapor Cycle System - No Refrigerant Circulation
PROBLEM PROBABLE CAUSES CORRECTIVE ACTION
Low Side Gauge - zero to Refrigerant flow restricted by 1. Reclaim refrigerant from
negative (and) debris or moisture or refrigerant system.
High Side Gauge - Low flow obstructed by gas leakage
2. Check heat sensing tube at
from expansion valve heat
expansion valve. Replace
sensing tube.
Receiver-dryer - frost or moisture expansion valve if necessary.
on tubes before and after
3. Remove expansion valve and
receiver-dryer.
attempt removal of debris. If
debris cannot be removed,
replace expansion valve.
4. Replace receiver-dryer and
replace any oil removed.
performance.
Page 112
Nov 1/09 21-52-00
UC21B
023323AA.AI
Figure 112
Air in System
Table 106
Vapor Cycle System - Air in System
Low Side Gauge - High Air is present in system possibly 1. Evacuate system.
(and) from inadequate evacuation
High Side Gauge - High procedure.
Sight glass - bubbles visible
performance.
during system operation.
Pipes - low pressure pipes are hot

to the touch.
Page 113
21-52-00 Nov 1/09
UC21B
023324AA.AI
Figure 113
Expansion Valve Improperly Mounted or Heat Sensing Tube Defective
Table 107
Vapor Cycle System - Expansion Valve Improperly Mounted or
Heat Sensing Tube Defective
Low Side Gauge - High Excessive refrigerant in low side 1. Check heat sensing tube for
(and) pipes possibly from expansion proper installation.
High Side Gauge - High valve being opened too wide.
2. If heat sensing tube is properly
positioned, evacuate system.
Large amount of frost or moisture
3. Check expansion valve and
on low side pipes.
replace if defective.
performance.
Page 114
Nov 1/09 21-52-00
UC21B
023325AA.AI
Figure 114
Compressor Malfunction
Table 108
Vapor Cycle System - Compressor Malfunction
Low Side Gauge - High Internal compressor leak or 1. Evacuate system as
(and) compressor mechanically broken necessary.
High Side Gauge - Low or belt loose or broken.
2. Repair or replace compressor
or belt.
3. Charge system with R-134a as
necessary.
performance.
Page 115
21-52-00 Nov 1/09
VAPOR CYCLE SYSTEM
21-52-00
200200
1. PROCEDURES
A. Precautionary Service Procedures

Before attempting maintenance that requires opening of refrigeration lines or compressor fittings,
maintenance personnel should be thoroughly familiar with the pertinent instructions. These instructions
should be followed carefully to ensure that the system functions properly. If moisture is allowed to enter
refrigerant lines, ice can form in the lines and hydrofluoric acid can form, causing damage to system
components. Contamination of the system with dirt can cause blockage and damaging wear in the
compressor.
All replacement subassemblies for the vapor cycle system are sealed and dehydrated. They should
remain sealed until immediately prior to making connections. Refrigerant lines and other components
should be at room temperature before uncapping to prevent the condensation of moisture from entering
the system. If a connection is not made immediately after uncapping a component, it should not remain
unsealed for more than 15 minutes. If the time period is longer, reseal the connections.
New compressors are provided with four ounces of Oil (117, Table 1, Chapter 91-00-00) and are
charged with a mixture of refrigerant (116, Table 1, Chapter 91-00-00) and dry nitrogen to provide an
internal pressure that is slightly above atmospheric pressure. For airplanes without Kit 129-5020
installed, the oil must be drained from the new compressor and replaced with four ounces of
500-viscosity oil (70, Table 1, Chapter 91-00-00) and recharged with refrigerant (71, Table 1, Chapter
91-00-00). For airplanes with Kit 129-5020 installed, the new compressors do not require exchanging
the oil and refrigerant.
Care should be taken to prevent damage to all fittings and connections. Minute damage to a connection
could cause it to leak. Any fittings contaminated with grease or dirt should be cleaned with a cloth
dampened with alcohol. Do not use a chlorinated solvent such as trichloroethylene as a cleaning agent
because it adds contaminants. If dirt, grease or moisture inside lines cannot be removed, the line must
be replaced. On airplanes without Kit 129-5020 installed, use compressor oil (70, Table 1, Chapter
91-00-00). On airplanes with Kit 129-5020 installed, use air conditioning oil (117, Table 1, Chapter
91-00-00). Apply a small amount of clean refrigeration oil (as previously noted) to all line connections
and dip packings in the oil to help make a leak-resistant connection.
B. Vapor Cycle System Maintenance Notes

WARNING: The vapor cycle system is a high pressure system. Before disconnecting a
refrigerant line, depressurize the system with a recycle servicing unit, then purge
the entire system with a vacuum pump operating at a 125-micron level.
A face shield should be worn when performing maintenance on the lines because
refrigerant coming in contact with the eyes can cause loss of sight. Also wear
gloves and avoid breathing any vapors.
Do not smoke when servicing the system because the refrigerant converts into a
highly toxic gas when exposed to an open flame.
Page 201
21-52-00 Nov 1/13
CAUTION: On airplanes without Kit 129-5020 installed, use only air conditioning refrigerant
(71, Table 1, Chapter 91-00-00) in this system. On airplanes with Kit 129-5020 installed,
use only refrigerant (116, Table 1, Chapter 91-00-00) in this system. All other refrigerants,
particularly those containing methyl chloride, will cause deterioration of the aluminum
components.
Insufficient torque can result in loose joints and excessive torque can result in deformed
connecting parts. Either condition can result in refrigerant leakage.
NOTE: Due to air quality-control regulations being enacted in the United States, R-12 and R-134a
refrigerant cannot be vented into the atmosphere. When performing maintenance on the vapor
cycle system where refrigerant R-12 can escape from the system, evacuate the system with a
recovery or recycle servicing unit that will salvage the refrigerant.
For information on connecting aluminum fittings in the system, refer to Table 5 in Chapter
91-00-00.
The receiver-dryer should be the last component connected. It should be connected last to
ensure maximum protection of the vapor cycle system against moisture.
C. Refrigerant Leak Detection
Table 201
Special Tools and Equipment
TOOL NAME PART NO. SUPPLIER USE
1. Detector Dye Injector TP-3886A or Tracer Products To inject detector dye into
(R-134a System) equivalent 956 Brush Hollow Road, R-134a vapor cycle systems.
Westbury, NY 11590
2. Detector Dye Injector TP-3880 or Tracer Products To inject detector dye into
(R-12 System) equivalent 956 Brush Hollow Road, R-12 vapor cycle systems.
Westbury, NY 11590
3. Ultraviolet Lamp TP-1200P or Tracer Products Fluoresces ultraviolet dye.

equivalent 956 Brush Hollow Road,
Westbury, NY 11590
A reduction of system cooling ability and declining pressures, significantly below nominal pressures
shown on the graphs may be an indication of leakage (Ref. Figures 201 and 202).
For the R-12 system only, the continual presence of bubbles in the refrigerant may indicate a partial loss
of refrigerant. The sight glass should be checked during system operation at maximum available
ambient and cabin temperatures. The sight glass is located in a service box in the underside of the
fuselage in line with the flaps. Streams of bubbles or foam seen in the glass indicate the refrigerant
quantity is low. Colored fluid in the sight glass may indicate the system contains a leak detector dye
additive.
NOTE: Do not use bubbles in the sight glass as an indication of undercharge with R-134a refrigerant.
A system fully charged with R-134a may still exhibit bubbles or cloudiness in the sight glass.
Use the pressure graph as an indication of proper charge.
Page 202
Nov 1/13 21-52-00
If a connection does not seal by the normal torque procedures, the use of soft flare gaskets in
the flare fitting is permissible. If a leak occurs at a flare fitting containing a soft seal,
replacement of the fitting is recommended.
Copper gaskets should be used in copper and brass fittings and aluminum gaskets should be
used in aluminum fittings. Minor leakage of less than 2 ounces per year is permissible at the
compressor shaft seal.
If a loss of refrigerant is suspected, the system plumbing should be inspected to determine the source of
the leak. Large leaks can be located by the appearance of oily spots where oil has been carried out by
escaping refrigerant. Smaller leaks can be detected by the following tests:
D. Detergent Test
The system must contain a partial charge in order to detect leaks. The detergent test is accomplished by
applying soap solution to an area suspected of leaking. Bubbles may form if leaks are present.
E. Electronic Detector Test

An electronic detector includes a probe that is moved along the plumbing to detect escaping refrigerant.
The probe should be held below the line because refrigerant is heavier than air. The probe should be
capable of detecting leaks equal to 1/2 ounce per year and will emit a flashing light or a high-pitched
sound when escaping refrigerant is detected.
F. Red Leak Detector Dye Additive

NOTE: Do not inject red leak detector dye into a system containing Fluoro-Lite leak detector dye.
R-12 systems (Airplanes without Kit 129-5020 Installed)
It is permissible to add 1/4 ounce of leak detector dye (78, Table 1, Chapter 91-00-00) for every 10
ounces of oil into the low pressure service port. A red film will appear in the area where leaks are
present.
R-134a systems (Airplanes with Kit 129-5020 Installed)
It is permissible to add 1/4 ounce of leak detector dye (132, Table 1, Chapter 91-00-00) for every 10
ounces of oil into the low pressure service port. A red film will appear in the area where leaks are
present.
G. Yellow/Green Leak Detector Dye Additive (Preferred)

Check the quantity of oil contained in the see-thru oil sump and add oil as required to maintain a full
sump. Manufacturer's recommendation for lubricating oil to be used in the air cycle machine is Exxon
2389 or any oil conforming to MIL-L-7808 (72, Table 1, Chapter 91-00-00).
CAUTION: For installation of the Fluoro-Lite leak detector dye into a system containing some other
type of dye already, perform the CLEANING THE VAPOR CYCLE SYSTEM procedures
prior to installing the Fluoro-Lite dye.
Other prepackaged forms of Fluoro-Lite dye are available. However, these other forms of
dye may not be of the same concentration. Contact your supplier for the proper quantity to
use.
Page 203
21-52-00 Nov 1/13
R-12 SYSTEMS (Airplanes without Kit 129-5020 Installed)

A leak detector dye (130, Table 1, Chapter 91-00-00) may be added by either premixing with the oil (70,
Table 1, Chapter 91-00-00) or directly inserting it slowly into the low pressure service port by an injector
(2, Table 201, 21-52-00). Add 1/4 ounce of dye for every 10 ounces of oil in the system. For leak
inspection, scan all fittings and components using a hand-held ultraviolet or UV/blue lamp (3, Table 201,
21-52-00). All exposed leaks will appear bright yellow/green.
R-134a systems (Airplanes with Kit 129-5020 Installed)
A leak detector dye (129, Table 1, Chapter 91-00-00) may be added by either premixing with the oil
(117, Table 1, Chapter 91-00-00) or directly inserting it slowly into the low pressure service port by an
injector (1, Table 201, 21-52-00). Add 1/4 ounce of dye for every 10 ounces of oil in the system. For leak
inspection, scan all fittings and components using a hand-held ultraviolet or UV/blue lamp (3, Table 201,
21-52-00). All exposed leaks will appear bright yellow/green.
H. Vapor Cycle System Component Repair/Replacement

If a component is being repaired or replaced that, when removed, causes loss of pressurization,
complete the following Steps:
(1) Depressurize the system as needed. Perform the DEPRESSURIZING THE VAPOR CYCLE
SYSTEM procedure.
(2) Repair/replace components as needed.
NOTE: The receiver-dryer should be the last component connected. It should be connected last to
ensure maximum protection of the vapor cycle system against moisture.
(3) Install a new receiver-dryer (Ref. 21-52-04, RECEIVER-DRYER INSTALLATION).
(4) Restore any recovered oil or an equal amount of fresh oil to the system.
(5) Clean all exposed oil. Use dye cleaner/remover (131, Table 1, Chapter 91-00-00) for systems
containing a leak detector dye additive. Scan with a UV lamp (3, Table 201, 21-52-00) to check for
any remaining dye residue.
(6) Perform the EVACUATING THE VAPOR CYCLE SYSTEM procedure.
(7) Perform the CHARGING THE VAPOR CYCLE SYSTEM procedure.
I. Compressor Oil Check

If a refrigerant leak or a compressor oil leak has occurred, if it is suspected that damage has occurred to
the compressor, or if the vapor cycle system has been recharged, the oil level should be checked as
follows:
(1) Set the right engine speed to 65% N1 and set the temperature mode and control switches to
operate the charged system at maximum cooling levels for at least 10 minutes.
(2) Turn off the refrigerant system, shutdown the engine, and evacuate the system with a
recycle/recovery servicing unit (this salvages the refrigerant for future use).
Page 204
Nov 1/13 21-52-00
(3) When the pressure is between 0 and 5 psi, remove the oil fill plug from the compressor and check
the oil level by inserting a rod into the compressor crankcase. It may be necessary to rotate the
compressor pulley to ensure that the rod bottoms on the crankcase and not on the compressor
shaft. The level should be between 3 and 3.5 inches below the top of the compressor case.
(4) On airplanes without Kit 129-5020 installed, add compressor oil, (70, Table 1, Chapter 91-00-00),
if necessary, to obtain the correct level. On airplanes with Kit 129-5020 installed, add refrigerant oil
(117, Table 1, Chapter 91-00-00) if necessary to obtain the correct level.
New compressors are provided with four ounces of oil (117, Table 1, Chapter 91-00-00) and are
charged with a mixture of refrigerant (116, Table 1, Chapter 91-00-00) and dry nitrogen to provide
an internal pressure that is slightly above atmospheric pressure. For airplanes without Kit
129-5020 installed, the oil must be drained from the new compressor and replaced with
compressor oil (70, Table Chapter 91-00-00) and recharged with refrigerant (71, Table 1, Chapter
91-00-00). For airplanes with Kit 129-5020 installed, the new compressors do not require
exchanging the oil and refrigerant.
NOTE: If the compressor is replaced, drain the old compressor and measure the amount of oil
collected. Add one ounce to this measurement to determine the amount of new oil to add
to the new compressor after the oil is drained from the new compressor. This method
maintains the same amount of oil in the system. Additional oil may be needed to replace
oil lost through evacuation, leakage or component replacement.
J. Depressurizing the Vapor Cycle System

(1) Connect a servicing unit that recovers and recycles the refrigerant to the service valves and open
the low pressure valve (Ref. Figure 201).
(2) When the pressure is depleted, open the high pressure valve and operate the vacuum pump to
completely remove the refrigerant from the system.
(3) After the system is depressurized, check the oil level in the compressor. Refer to COMPRESSOR
OIL CHECK procedure.
K. Evacuating the Vapor Cycle System

A service unit should be equipped with a vacuum pump capable of obtaining an absolute pressure of
125 microns or less and a pressure gage capable of indicating an absolute pressure of 125 microns or
less. Evacuate the system as follows:
(1) Depressurize the system with a recycle/recovery servicing unit.
(2) Attach the suction service hose to the suction service valve. The service valves are located in a
service box in the underside of the fuselage (Ref. Figure 201).
(3) Start the vacuum pump, gradually opening the vacuum valve until it is fully open.
(4) Loosen the ballast valve on the vacuum pump slightly until the pressure is approximately 200
microns, then close the valve.
(5) The system should be evacuated to 125 microns or less. This pump-down procedure should
require no more than four hours if there are no leaks in the system.
Page 205
21-52-00 Nov 1/13
L. Cleaning the Vapor Cycle System

(1) Remove and discard the receiver-dryer (Ref. 21-52-04, RECEIVER-DRYER REMOVAL).
(2) Remove the compressor (Ref. 21-52-02, COMPRESSOR REMOVAL).
NOTE: If the compressor is damaged, discard it. If the compressor is being reused, set it aside to
drain the oil while the plumbing and coils are being flushed.
If the system has been contaminated by a damaged compressor or receiver-dryer, the
coils may need to be removed and flushed individually.
CAUTION: Do not use solvent. It will cause contamination of the refrigerant oil.
(3) Remove the two expansion valves. The hot gas bypass valves must be removed or electrically
held open during flushing.
(4) Flush the system using air conditioning system cleaner (77, Table 1, Chapter 91-00-00) and dry
nitrogen on airplanes without Kit 129-5020 installed. Use AC Flush Fluid (118, Table 1, Chapter
91-00-00) and dry nitrogen to clean the refrigerant system on airplanes with Kit 129-5020 installed.
(5) Restore both expansion valves and install or close the hot gas bypass valves.
(6) Install the compressor (Ref. 21-52-02, COMPRESSOR INSTALLATION). If the existing
compressor is being installed, insert 4 ounces of the appropriate oil for your system. New
compressors already contain 4 ounces of oil in them.
(7) Install a new receiver-dryer (Ref. 21-52-04, RECEIVER-DRYER INSTALLATION).
(8) Insert 27 ounces of oil into the high pressure plumbing, preferably at the nacelle firewall.
(9) Perform the EVACUATING THE VAPOR CYCLE SYSTEM procedure.
(10) Perform the CHARGING THE VAPOR CYCLE SYSTEM procedure.
Page 206
Nov 1/13 21-52-00
Figure 201
Refrigerant Service Valves and Reset Switches
Page 207
21-52-00 Nov 1/13
M. Charging the Vapor Cycle System (Airplanes without Kit 129-5020)

CAUTION: Use only R-12 refrigerant (71, Table 1, Chapter 91-00-00) to charge the air-conditioning
system.
The system should be charged when:
(1) There are bubbles in the refrigerant as seen through the sight glass. If the OAT is above 75°F, the
presence of bubbles in the refrigerant indicates that the refrigerant quantity is low.
NOTE: The presence of bubbles if the OAT is below 75° is not an indication that the refrigerant
quantity is low. Refer to the pressure graph as an indication of proper charge (Ref. Figure
202).
(2) Leaks have been detected in the system.
(3) Air has entered the system.
(4) Components that carry refrigerant have been replaced.
The vapor cycle system should be serviced by a qualified air conditioning service mechanic. Use
only R-12 air conditioning refrigerant (71, Table 1, Chapter 91-00-00). Refrigerant service valves
are located in the underside of the fuselage in a service box that is in line with the flaps. It is
recommended that the service unit used for charging be equipped with a supply cylinder heated to
maintain sufficient pressure to force refrigerant into the system without operating the compressor.
If a heated cylinder is not available, the system may be charged without operating the compressor
by allowing refrigerant to flow into the system until equilibrium pressure is reached. After
equilibrium pressure is reached, allow the compressor to engage with the temperature mode
switch set to MAN and the RH engine operating at approximately 65 percent N1. Add refrigerant
vapor to the suction side of the system.
Refrigerant should be added in vapor form to prevent compressor damage. Operate the
compressor until no bubbles are seen in the sight glass then add approximately 8 ounces of
additional refrigerant. Add the refrigerant to the suction port of the system until the pressures
approach the pressures shown on the pressure graph (Ref. Figure 202). The total capacity of the
vapor cycle system is 85 ounces of R-12 refrigerant. The system requires a total oil charge of 31
ounces (70, Table 1, Chapter 91-00-00).
N. Charging the Vapor Cycle System (Airplanes with Kit 129-5020)

CAUTION: Use only R-134a refrigerant (116, Table 1, Chapter 91-00-00) to charge the air-conditioning
system.
The system should be charged when:
(1) A reduction in cooling system ability and a decline in system pressures indicates that the
refrigerant quantity is low.
(2) Leaks have been detected in the system.
(3) Air has entered the system.
(4) Components that carry refrigerant have been replaced.
Page 208
Nov 1/13 21-52-00
The vapor cycle system should be serviced by a qualified air conditioning service mechanic.
Refrigerant service valves are located in the underside of the fuselage in a service box that is in
line with the flaps. It is recommended that the service unit used for charging be equipped with a
supply cylinder heated to maintain sufficient pressure to force refrigerant into the system without
operating the compressor. If a heated cylinder is not available, the system may be charged without
operating the compressor by allowing refrigerant to flow into the system until equilibrium pressure
is reached. After equilibrium pressure is reached, allow the compressor to engage with the
temperature mode switch set to MAN and the RH engine operating at approximately 65% N1. Add
refrigerant vapor to the suction side of the system.
Refrigerant should be added in vapor form to prevent compressor damage. Add the refrigerant to
the suction port of the system until the pressures approach the pressures shown on the pressure
graph (Ref. Figure 203). The total capacity of the vapor cycle system is 75 ounces of refrigerant
R-134a. The system requires a total oil charge of 31 ounces (117, Table 1, Chapter 91-00-00).
O. Vapor Cycle System Operational Check

NOTE: Operating the air-conditioning system is not possible when the outside air temperature is
below 50°F. The system may be serviced when the outside air temperature is below 50°F, but
must be disabled by pulling the compressor clutch circuit breaker (CB206), placing a placard
near the cabin temperature controls, and making an appropriate logbook entry. Once the
outside air temperature is above 50°F, the operational check may be performed and the
system returned to service.
This procedure can be used to evaluate the operational efficiency of the vapor cycle system. This check
should be performed only when the outside air temperature is above 50°F to insure that the 40°F OAT
limit switch is closed.
(1) Place thermometers, known to be accurate, in a forward cool air outlet and in an aft cool air outlet.
(2) Start the right engine and increase the engine rpm to 65% N1. Do not turn the environmental bleed
air on.
(3) Place the cabin temperature mode switch in MAN and hold the manual temperature control switch
in DECR for 60 seconds. Place the blower switch in HI.
(4) Take a cabin air temperature reading near the floor of the cabin, and after the temperature of the
air coming out of the cool air outlets has stabilized (5 to 10 minutes should be sufficient), record
the temperatures of the cool air outlet air.
(5) Subtract each of the temperature readings at the cool air outlets from the cabin air temperature
recorded earlier. A differential of at least 20°F at both cool air outlets would be indicative of a
properly operating vapor cycle system.
Page 209
21-52-00 Nov 1/13
Figure 202
R-12 Vapor Cycle System Suction and Discharge Pressures
Versus Ambient Temperatures
Page 210
Nov 1/13 21-52-00
Figure 203
R-134a Vapor Cycle System Suction and Discharge Pressures
Versus Ambient Temperatures
Page 211
21-52-00 Nov 1/13
EVAPORATOR
21-52-01
200200
1. PROCEDURES
A. Filter Replacement
The filters on the evaporators should be replaced at the interval specified in Chapter 5-20-00 or more
frequently if operating in heavy smoke or dusty conditions. Two springs installed on the aft end of each
evaporator secure the filters (Ref. Figure 201). The evaporators are installed under the center aisle
floorboards in line with the first and sixth cabin windows.
2. FORWARD EVAPORATOR
A. Removal
(1) Open the access door to the service box (located in the fuselage underside) and discharge the
vapor cycle system slowly with a recycle/recovery unit until all pressure is bled off (Ref. 21-52-00).
(2) Remove the carpet and floorboards in the center aisle in line with the first cabin window.
(3) Remove the attaching parts securing the clamps on the hot gas bypass line and the inlet line to the
evaporator assembly (Ref. Figure 201).
(4) Disconnect the inlet line, outlet line, and bypass line from the evaporator fittings.
(5) Remove insulation and tape wrapping around thermal bulb (of expansion valve) clamped on outlet
line (suction line). Remove clamp and the thermal bulb from outlet line (suction line).
(6) Remove the attaching parts securing the aft end of the evaporator to the mounting clips.
(7) Loosen the clamp securing the evaporator to the blower.
(8) Remove the evaporator assembly.
B. Installation
(1) Install the evaporator and secure the aft end with the attaching parts. Ensure that the drain valve
aligns with the gasket on the fuselage skin (Ref. Figure 201).
(2) Tighten the clamp to secure the evaporator to the blower.
(3) Connect the inlet line, expansion valve, the outlet line and the bypass line to the evaporator
fittings.
(4) Install the attaching parts to secure the clamp on the bypass line to the evaporator plenum
assembly.
(5) The expansion valve has a capillary tube with one end coiled into a bulb. This bulb must be
attached to the outlet line (suction line) that connects to the evaporator outlet fitting. The capillary
tube (including the coiled tube bulb) may be 19 to 32 inches in length. The extra length of the
capillary tubing should be coiled using large bend radius to prevent crimping. Use ties or
cushioned clamps to support capillary tubing. The bulb must be in direct contact with the surface of
Page 201
21-52-01 Nov 1/09
the outlet line (suction line). Clean the outlet line (suction line) outer surface before clamping the
bulb in place. The bulb may be installed on top of the outlet line (suction line) or side mounted
(preferably at the 3 o’clock position). Never mount a bulb on the bottom of the outlet line (suction
line) because a mixture of refrigerant and oil may be present at that point. Clamp bulb on outlet
line (suction line). Wrap insulation and tape around the bulb and outlet line (suction line).
(6) Install the floorboards and the carpet in the center aisle.
(7) Recharge the system (Ref. 21-52-00, CHARGING THE VAPOR CYCLE SYSTEM).
(8) Install the access door on the service box (located in the fuselage underside).
3. AFT EVAPORATOR
A. Removal
(1) Open the access door to the service box (located in the fuselage underside) and discharge the
vapor cycle system slowly with a recycle/recovery unit until all pressure is bled off (Ref. 21-52-00).
(2) Remove the carpet and floorboards in the center aisle in line with the sixth cabin window.
(3) Remove the clamp securing the hot gas bypass line to the evaporator assembly (Ref. Figure 201).
(4) Disconnect the inlet line, outlet line and bypass line from the evaporator fittings.
(5) Remove insulation and tape wrapping around thermal bulb (of expansion valve) clamped on outlet
line (suction line). Remove clamp and the thermal bulb from the outlet line (suction line).
(6) Remove the attaching parts securing the aft end of the evaporator to the mounting clips.
(7) Loosen the clamps securing the evaporator to the blower and remove the evaporator assembly.
B. Installation
(1) Install the evaporator and secure the aft end with the attaching parts. Ensure that the drain valve
aligns with the gasket on the fuselage skin (Ref. Figure 201).
(2) Secure the evaporator to the blower by tightening the clamp on the evaporator.
(3) Connect the inlet line, outlet line and bypass line to the evaporator fittings.
(4) Secure the clamp on the bypass line to the evaporator plenum assembly.
(5) The expansion valve has a capillary tube with one end coiled into a bulb. This bulb must be
attached to the outlet line (suction line) that connects to the evaporator outlet fitting. The capillary
tube (including the coiled tube bulb) may be 19 to 32 inches in length. The extra length of the
capillary tubing should be coiled using large bend radius to prevent crimping. Use ties or
cushioned clamps to support capillary tubing. The bulb must be in direct contact with the surface of
the outlet line (suction line). Clean the outlet line (suction line) outer surface before clamping the
bulb in place. The bulb may be installed on top of the outlet line (suction line) or side mounted
(preferably at the 3 o’clock position). Never mount a bulb on the bottom of the outlet line (suction
line) because a mixture of refrigerant and oil may be present at that point. Clamp bulb on outlet
line (suction line). Wrap insulation and tape around the bulb and outlet line (suction line).
Page 202
Nov 1/09 21-52-01
(6) Install the floorboards and the carpet in the center aisle.
(8) Install the access door to the service box (located in the fuselage underside).
Page 203
21-52-01 Nov 1/09
Figure 201
Evaporator Installation
Page 204
Nov 1/09 21-52-01
COMPRESSOR (UA-1 AND AFTER; UB-1 AND AFTER; UC-1 THRU UC-100 NOT
MODIFIED BY SERVICE BULLETIN NO. 2345)
21-52-02
200200
1. COMPRESSOR
A. Removal
NOTE: The receiver-dryer should be replaced if the vapor cycle system has been opened. The
receiver-dryer should be connected last to ensure maximum protection of the vapor cycle
system against moisture (Ref. 21-52-00).
(1) Perform the DEPRESSURIZING THE VAPOR CYCLE SYSTEM procedure (Ref. 21-52-00).
(2) Perform the EVACUATING THE VAPOR CYCLE SYSTEM procedure (Ref. 21-52-00).
(3) Remove the right engine cowling panels as required (Ref. Chapter 71-10-00, COWLING
REMOVAL).
(4) Perform REMOVING GROUND POWER procedures (Ref. Chapter 24-40-00).
(5) Perform BATTERY DISCONNECTION procedure (Ref. Chapter 24-31-00).
(6) Attach a red tag to the battery switch and external power switch with the words “Do Not Operate,
Maintenance In Progress”.
NOTE: The power wire (66) is hard wired to the compressor clutch and is spliced (67) to the
airplane wiring (Ref. Figure 201).
(7) Disconnect the electrical power wire (66) at the splice (67).
(8) Remove screw (69) and clip (70) and disconnect the ground wire (68) from the compressor (43).
(9) Disconnect and cap the discharge hose (47) and the suction hose (52). Cap fittings (72 and 73) on
the compressor (43).
(10) Cut the safety wire and loosen the compressor pivot bolts (25 and 36) and the belt tension
turnbuckle (57) lower attachment bolt (55) and nut (37).
(11) Cut the safety wire and loosen both jamnuts (56). Adjust the tension turnbuckle (57) as required to
relieve belt tension.
(12) Remove the lower attachment bolt (55), washers (38 and 54) and nut (37) from the tension
turnbuckle (57) lower rod end (53).
(13) Remove the drive belt (19) from the compressor (43).
NOTE: Note the position and number of shims (28 and 31) to aid later installation.
(14) Remove the compressor pivot bolts (25 and 36), washers (26 and 35) and laminated shims (28
and 31). Remove the compressor (43).
Page 201
21-52-02 Nov 1/10
(15) Remove bolts (49 and 50), washers (34, 42, 48 and 51) and nuts (33 and 41) from the forward
mount plate. Remove the compressor forward mount plate (32).
(16) Remove the bolts (45), washers (40 and 44) and nuts (39). Remove the compressor aft mount
plate (27).
B. Installation
(1) Install the compressor aft mount plate (27) by installing bolts (45), washers (40 and 44) and nuts
(39) and torque 280 to 300 inch-pound (Ref. Figure 201).
(2) Install the compressor forward mount plate (32) by installing bolts (49 and 50), washers (34, 42, 48
and 51) and nuts (33 and 41). Install with bolt heads facing forward and torque bolts (49 and 50)
280 to 300 inch-pounds.
(3) Install the compressor by installing pivot bolts (25 and 36), washers (26 and 35) and laminated
shims (28 and 31).
(a) Install shim (27) and remove laminated layers as required to achieve 1.480 ± 0.030 inches
from the forward edge of the clutch pulley (20) to the aft edge of the compressor mount
assembly (22) (Ref. Figure 202).
(b) Install shim (23) and remove laminated layers as required to fill in the gap.
(c) Torque bolts (24) from 180 to 200 inch-pounds, then verify the 1.480 ± 0.030 inches
dimension, repeat Step (3) if necessary.
(4) Perform the COMPRESSOR BELT INSTALLATION procedure and install the drive belt (19) on the
compressor (43) (Ref. Figure 201).
(5) Attach the tension turnbuckle (57) lower rod end (53) by installing the lower attachment bolt (55),
washers (38 and 54) and nut (37).
(6) Perform the COMPRESSOR BELT TENSION procedure.
(7) Ensure jamnuts (56) are safety wired.
(8) Torque attachment bolt (55) and nut (37) 280 to 300 inch-pounds.
(9) Torque the pivot bolts (25 and 36) 180 to 200 inch-pounds.
(10) Ensure all electrical power to the airplane is removed, the airplane battery is disconnected and a
red tag is attached to the battery switch and external power switch with the words “Do Not
Operate, Maintenance In Progress”.
NOTE: The power wire (66) is hard wired to the compressor clutch (71) and is spliced (67) to the
airplane wiring.
(11) Splice the electrical power wire (66) to the airplane wiring.
(12) Connect the ground wire (68) to the compressor (43) by installing clip (70) and screw (69).
Page 202
Nov 1/10 21-52-02
CAUTION: Exercise care to ensure proper clearance between suction and discharge hoses at the
engine truss area.
(13) Remove caps from fittings (72 and 73) on the compressor (43). Remove plugs and connect the
discharge hose (47) and the suction hose (52).
(14) Perform BATTERY CONNECTION procedure (Ref. Chapter 24-31-00) and remove red tags from
the battery switch and external power switch.
(15) Replace the receiver dryer after the system has been opened for component replacement
(Ref. 21-52-04).
(17) Perform the CHARGING THE VAPOR CYCLE SYSTEM procedure (Ref. 21-52-00).
(18) Install cowling panels (Ref. Chapter 71-10-00, COWLING INSTALLATION).
(19) Perform the VAPOR CYCLE SYSTEM OPERATIONAL CHECK procedure (Ref. 21-52-00).
2. COMPRESSOR MOUNT
A. Removal
REMOVAL).
(2) Perform the STARTER-GENERATOR REMOVAL procedure (Ref. Chapter 24-30-01).
(3) Perform the COMPRESSOR BELT REMOVAL procedure.
(4) Perform the COMPRESSOR REMOVAL procedure.
(5) Remove the bearings (17 and 20) and drive pulley (18) assembly (Ref. Figure 201).
(6) Remove clamp (5) and disconnect drain tube (6).
NOTE: Inspect bolt (21) for wear, replace if required.
(7) Remove cotter key (61), nut (60), bolt (21) and washers (22 and 59), discard cotter key (61).
Remove the belt tension turnbuckle (57) assembly from mount (30).
(8) Cut the safety wire and remove five bolts and washers (9) attaching the compressor mount (30) to
the accessory gearbox pads.
(9) Cut the safety wire and remove bolts (8 and 23) and washers (7 and 24) that attach the
compressor mount (30) to the compressor mount support (65).
NOTE: Be careful not to lose the spring (1) when removing mount (30) and the quill shaft (2).
(10) Remove the compressor mount (30) and discard the packings (3).
(11) Remove the quill shaft (2) and spring (1).
Page 203
21-52-02 Nov 1/10
B. Installation
(1) Ensure the support mounting surface (4) is flush with the accessory gearbox mounting pad (1)
within 0.002 inch. If adjustment is required perform the COMPRESSOR MOUNT SUPPORT
REMOVAL and COMPRESSOR MOUNT SUPPORT INSTALLATION procedures (Ref. Figure
202).
(2) Install the spring (1) into the engine accessory gearbox gear shaft (Ref. Figure 201).
(3) Install the quill shaft (2) into the compressor mount (30).
(4) Install compressor mount (30) with two new packings (3), onto the engine accessory gear box and
the compressor mount bracket (65).
(5) Install five bolts and washers (9) attaching the compressor mount (30) to the accessory gearbox
pads.
(6) Install the two bolts (8 and 23) and washers (7 and 24) that attach the compressor mount (30) to
the compressor mount support (65).
(7) Torque bolts (8, 9 and 23) 40 to 50 inch-pounds.
(8) Install MS20995C32 safety wire on all bolts.
(9) Connect drain tube (6) and install clamp (5).
(10) Install the belt tension turnbuckle (57) assembly on mount (30) by installing bolt (21), washers (22
and 59), nut (60) and new cotter key (61).
(11) If bearings (17 and 20) were removed from the drive pulley (18) shaft, apply a thin coat of retaining
compound (194, Table 1, 91-00-00) and press the bearings onto the shaft.
(12) Install the bearings (17 and 20) and drive pulley (18) assembly.
(13) Perform the STARTER-GENERATOR INSTALLATION procedure (Ref. Chapter 24-30-01).
(14) Perform the COMPRESSOR BELT INSTALLATION procedure.
(15) Perform the COMPRESSOR INSTALLATION procedure.
(16) Install cowling panels as required (Ref. Chapter 71-10-00, COWLING INSTALLATION).
3. COMPRESSOR MOUNT SUPPORT
A. Removal
REMOVAL).
(2) Perform the COMPRESSOR BELT REMOVAL procedure.
Page 204
Nov 1/10 21-52-02
(3) Perform the COMPRESSOR REMOVAL procedure.
(4) Perform the COMPRESSOR MOUNT REMOVAL procedure.
NOTE: Note the position and thickness of laminated shims (64) during removal (Ref. Figure 201).
(5) Remove nuts (62) and washers (63), discard nuts.
(6) Remove the compressor mount support (65) and shims (64), retain the shims.
B. Installation
NOTE: Use shims (64) to ensure the support (65) mounting surface is flush with the accessory
gearbox mounting pad within 0.002 inch when nuts (62) are torqued (Ref. Figure 201).
(1) Install shims (64) and compressor mount support (65).
(2) Install washers (63) and new nuts (62).
(3) Torque nuts (62) 32 to 36 inch-pounds reference, Pratt and Whitney Maintenance Manual P/N
3041195 for nut torque value.
(4) Check that support (2) mounting surface (4) is flush with the accessory gearbox mounting pad (1)
within 0.002 inch (Ref. Figure 202). If no adjustment is required proceed to Step (5). If adjustment
is required, perform the following Steps:
(a) Remove nuts (62) and washers (63) (Ref. Figure 201).
(b) Remove the compressor mount support (65) and add or remove shims (64) or laminations to
obtain the 0.0 to 0.002 inch dimension.
(c) Install the compressor mount support (65), washers (63) and nuts (62). Torque nuts (62) 32
to 36 inch-pounds.
(5) Perform the COMPRESSOR MOUNT INSTALLATION procedure.
(6) Perform the COMPRESSOR BELT INSTALLATION procedure.
(7) Perform the COMPRESSOR INSTALLATION procedure.
4. COMPRESSOR BELT
A. Removal
REMOVAL).
(2) Cut safety wire and loosen the compressor pivot bolts (25 and 36) and the belt tension turnbuckle
(57) lower attachment bolt (55) and nut (37) (Ref. Figure 201).
Page 205
21-52-02 Nov 1/10
(5) Cut the safety wire and remove three socket head cap screws (13) and washers (12) from the belt
housing (11).
(6) Remove the belt housing (11), laminated shim(s) (16), spacer (15) and snap ring (14).
CAUTION: Do not let the compressor (43) drop after the belt (19) is removed.
(7) Remove the drive belt (19).
B. Installation
(1) Install the drive belt (19) on drive pulley (18) (Ref. Figure 201).
(2) Install the drive belt housing (11), using three socket head cap screws (13) and washers (12).
Torque the three socket head cap screws 25 to 30 inch-pounds and install MS20995C32 safety
wire.
(3) Insert the laminated shim(s) (16) into the belt housing (11).
(4) Insert the spacer (15) into the belt housing (11).
(5) Install the snap ring (14) and check for a 0.010 ± 0.002 gap between the snap ring (14) and the
spacer (15). If gap is not correct, remove the snap ring (14) and the spacer (15) and add or remove
laminated shim(s) (16) or laminations, install the snap ring (14) and the spacer (15), check gap
and repeat until the correct gap is obtained.
(6) If the compressor is not installed, perform the COMPRESSOR INSTALLATION procedure.
(7) Install the drive belt (19) on the clutch pulley (71).
(8) Perform the COMPRESSOR BELT TENSION procedure.
C. Tension
NOTE: The tension of a new compressor belt should be checked after 50 hours of operation.
REMOVAL).
(2) Using a push-pull gauge (6, Chart 1, Chapter 27-00-00) apply a force of 4.7 to 5.9 pounds at the
midspan of the belt. The belt should deflect 0.15-inch.
(3) If no adjustment is required proceed to Step (4). If adjustment is required, perform the following
Steps:
Page 206
Nov 1/10 21-52-02
NOTE: The maximum length of rod end (28) that is allowed to extend out of the tension
turnbuckle (30) is 1.50 inches at each rod end (28). When these maximum
dimensions are reached, the belt should be replaced (Ref. Figure 202).
(a) Loosen the belt tension turnbuckle (57) lower attachment bolt (55) and nut (37) (Ref. Figure
201).
(b) Cut safety wire and loosen the compressor pivot bolts (25 and 36).
(c) Cut the safety wire and loosen both jamnuts (56). Adjust the tension turnbuckle (57) as
required to obtain the belt tension required in Step (2).
(d) Tighten both jamnuts (56) and install MS20995C32 safety wire.
(e) Torque the belt tension turnbuckle (57) lower attachment bolt (55) and nut (37) 280 to 300
inch-pounds.
(f) Torque the compressor pivot bolts (25 and 36) 180 to 200 inch-pounds and install
MS20995C32 safety wire.
Page 207
21-52-02 Nov 1/10
Page 208
Nov 1/10 21-52-02
2
3 5
7
1. SPRING 38. WASHER 8
2. QUILL SHAFT 39. NUT 4
64 63
3. PACKING (2 PLACES)
4. TUBE END
40. WASHER
41. NUT
62 6
A
5. CLAMP 42. WASHER
6. DRAIN TUBE 43. COMPRESSOR
7. WASHER
8. BOLT
44. WASHER
45. BOLT 65
B 9
9. BOLT, WASHER (5 PLACES) 46. PRESSURE RELIEF VALVE 9
10. PIN 47. HIGH PRESSURE DISCHARGE 63
62 61 10
11. BELT HOUSING
12. WASHER (3 PLACES)
HOSE ASSEMBLY
48. WASHER DETAIL B
13. SOCKET HEAD CAP SCREWS 49. BOLT
64 60
(3 PLACES) 50. BOLT 59
14. SNAP RING 51. WASHER
15. SPACER 52. SUCTION HOSE ASSEMBLY 58
16. LAMINATED SHIM 53. ROD END
17. BEARING 54. WASHER 56
18. DRIVE PULLEY 55. BOLT 22
19. BELT 56. JAMNUTS 21
20. BEARING 57. TURNBUCKLE 57
21. BOLT 58. ROD END 31 20 *
22. WASHER 59. WASHER 56 11
23. BOLT 60. NUT 55
24. WASHER 61. COTTER PIN 54 30
25. BOLT 62. NUTS 29 12
26. WASHER 63. WASHERS 36 24 17 13
34 *
27. AFT MOUNT PLATE 64. LAMINATED SHIMS 35 33 28 23
28. LAMINATED SHIM 65. COMPRESSOR MOUNT SUPPORT 18 16
29. INSERT 66. POWER WIRE 53 15
30. COMPRESSOR MOUNT 67. SPLICE 14 69
52 19
31. LAMINATED SHIM 68. GROUND WIRE 32
32. FORWARD MOUNT PLATE 69. SCREW
50 70
33. NUT 70. CLIP
34. WASHER 71. CLUTCH PULLEY 68
35. WASHER 72. SUCTION FITTING 51
36. BOLT 73. DISCHARGE FITTING 27
37. NUT 42 26
41
25
72 67
45
49 44
66
48
* APPLY A THIN COAT OF LOCTITE 609 TO
BORE OF INNER RACE AND PRESS BEARINGS 47 38
ONTO THE DRIVE PULLEY SHAFT. 40
46 37 40
73 39
39
71
45
44
C DETAIL C
43
DETAIL A UA21B
052943AA.AI
Figure 201
Vapor Cycle Compressor Installation
(UA-1 and After; UB-1 and After; UC-1 thru UC-100 not
Modified by Service Bulletin NO. 2345)
Page 209
21-52-02 Nov 1/10
Page 210
Nov 1/10 21-52-02
1. ACCESSORY GEARBOX MOUNTING PAD

2. COMPRESSOR MOUNT SUPPORT 11 12
10
3. SCALE
4. COMPRESSOR MOUNT SUPPORT MOUNTING SURFACES
13 15
5. BELT
6. SUPPORT (REF)
14 16 17
7. RETAINING RING
8. SPACER
9. LAMINATED SHIM
10. DRIVE PULLEY
11. ALIGNMENT PIN 28
9
12. MOUNT ASSEMBLY
13. BEARING (TYPICAL 2 PLACES) 8
14. QUILL SHAFT
15. PACKING
16. SPRING
7
17. GEAR SHAFT
18. CLAMP
19. DRAIN TUBE 1.50 INCHES MAXIMUM
6
20. CLUTCH PULLEY 29
21. SUPPORT
22. MOUNT ASSEMBLY FWD
23. LAMINATED SHIM
5 19 18
24. BOLT, WASHER (TYPICAL 2 PLACES)
25. PLATE
26. BOLT, WASHER (2 EACH REQUIRED) (TYPICAL 2 PLACES)
27. LAMINATED SHIM 30
28. ROD END 22
29. JAMNUT 20 24 21
30. TURNBUCKLE
23
29
24
1
1
2 1.50 INCHES MAXIMUM
2
3 25
3
26
4
4
28
5
27 FWD
0.0 TO
0.002 INCH UA-1 AND AFTER; UB-1 AND AFTER; UC-1 AND AFTER
UA21B
NOT MODIFIED BY SERVICE BULLETIN NO. 2345 052910AA.AI
Figure 202
Vapor Cycle Compressor Alignment
(UA-1 and After; UB-1 and After; UC-1 thru UC-100 not
Modified by Service Bulletin NO. 2345)
Page 211
21-52-02 Nov 1/10
CONDENSER AND BLOWER
21-52-03
200200
1. PROCEDURES
A. Condenser Removal
(3) Remove the access panel on top surface of the right-hand inboard wing to gain access to the
condenser.
(4) Remove the inlet line and the outlet line from the condenser fittings (Ref. Figure 201).
(5) Remove the attaching parts and the condenser from the compartment.
B. Condenser Installation
(1) Install the condenser and secure it with the attaching parts (Ref. Figure 201).
(2) Connect the inlet line and the outlet line to the condenser.
(3) Install the access panel on the top surface of the right-hand inboard wing.
(6) Install the access door on the service box, located in the underside of the fuselage.
C. Condenser Blower Removal

(1) Remove the access panel on the top surface of the right-hand inboard wing.
(2) Remove the electrical leads from the terminals on the blower (Ref. Figure 201).
(3) Remove the attaching parts securing the blower to the mounting bracket and remove the blower.
D. Condenser Blower Installation

(1) Install the blower on the mounting bracket and secure with the attaching parts (Ref. Figure 201).
(2) Connect the electrical leads to the terminals on the blower.
(3) Install the access panel on the top surface of the right-hand inboard wing.
Page 201
21-52-03 Nov 1/09
Figure 201
Condenser and Blower Installation
Page 202
Nov 1/09 21-52-03
RECEIVER - DRYER
21-52-04
200200
1. PROCEDURES
A. Removal
(3) Remove the carpet and floorboards in the center aisle in line with the third cabin window.
(4) Disconnect the inlet line and the outlet line from the receiver-dryer (Ref. Figure 201).
(5) Remove the attaching parts on the clamps securing the receiver-dryer to its mounting bracket and
remove the receiver-dryer.
B. Installation
(1) Install the receiver-dryer and secure it with the attaching parts (Ref. Figure 201).
CAUTION: Be certain that the receiver-dryer being installed is compatible with the refrigerant that
is being used.
(2) Connect the inlet line and the outlet line to the receiver-dryer.
(5) Install the floorboards and carpet in the center aisle.
(6) Install the access door on the service box (located on the underside of the fuselage).
Page 201
21-52-04 Nov 1/09
Figure 201
Receiver-Dryer Installation
Page 202
Nov 1/09 21-52-04
COMPRESSOR (UA-1 AND AFTER; UB-1 AND AFTER; UC-1 AND AFTER MODIFIED BY
SERVICE BULLETIN NO. 2345)
21-52-05
200200
1. COMPRESSOR
A. Removal
REMOVAL).
(6) Attach a red tag to the battery switch and external power switch with the words “Do Not Operate,
airplane wiring (Ref. Figure 201).
.
(7) Disconnect the electrical power wire (57) at the splice (58).
(8) Remove screw (60) and clip (61) and disconnect the ground wire (59) from the compressor clutch.
(9) Disconnect and plug the discharge hose (55) and the suction hose (56). Cap fittings (62 and 63)
on the compressor (64).
(10) Loosen the compressor pivot bolts (29 and 30) and the belt tension turnbuckle (43) lower
attachment bolt (44) and nut (3).
(13) Remove the drive belt (26) from the compressor (64).
NOTE: Laminated shims (5), if installed, should be located between the compressor mount plates
(8 and 9) and the pivot plate (4) (Ref. Figure 202).
Page 201
21-52-05 Nov 1/10
(14) Remove the compressor pivot bolts, washers, nuts (29 and 30) and shims (31), if installed.
Remove the compressor (64) (Ref. Figure 201).
(15) Cut and remove the safety wire. Remove bolts, nuts and washers (52 and 53) from the forward
mount plate. Remove the compressor forward mount plate (51).
(16) Cut and remove the safety wire. Remove the bolts, nuts and washers (48 and 50). Remove the
compressor aft mount plate (49).
B. Installation
When installing the aft compressor mount plate (49) use one AN960-616 washer or one
AN960-616L washer or any combination to obtain clearance between the bolts (48 and 50)
and the clutch pulley (5) (Ref. Figure 201).
(1) Install the compressor aft mount plate (49) by installing bolts, nuts and washers (48 and 50). Install
MS20995C32 safety wire on bolts.
(2) Install the compressor forward mount plate (51) by installing bolts, nut and washers (52 and 53).
Install with bolt heads facing aft and install MS20995C32 safety wire on bolts.
(3) Install the compressor (64) by installing pivot bolts, washers, nuts (29 and 30) and previously
installed shims (31). Ensure the shims (31) are between the forward (51) and aft (49) mount plates
and the pivot plate (32).
(4) Perform the COMPRESSOR BELT INSTALLATION procedure in this section and install the drive
belt (26) on the compressor (64).
(5) Attach the tension turnbuckle (43) lower rod end (47) by installing the lower attachment bolt (44),
washers (45 and 46) and nut (3).
(6) Perform the COMPRESSOR BELT ALIGNMENT procedure in this section.
(7) Perform the COMPRESSOR BELT TENSION procedure in this section.
(8) Ensure jamnuts (42) are safety wired.
(9) Torque attachment bolt (44) and nut (3) 60 to 85 inch-pounds (Ref. Figure 201).
(10) Ensure the pivot bolts (29 and 30) have been tightened.
(11) Ensure all electrical power to the airplane is removed, the airplane battery is disconnected and a
red tag is attached to the battery switch and external power switch with the words “Do Not
Operate, Maintenance In Progress”.
airplane wiring.
(12) Splice the electrical power wire (57) to the airplane wiring.
(13) Connect the ground wire (59) to the compressor (64) by installing clip (61) and screw (60).
Page 202
Nov 1/10 21-52-05
CAUTION: Exercise care to ensure proper clearance between suction and discharge hoses at the
engine truss area.
(14) Remove caps from fittings (62 and 63) on the compressor (64). Remove caps and connect the
discharge hose (55) and the suction hose (56).
(15) Perform BATTERY CONNECTION procedure (Ref. Chapter 24-31-00) and remove red tags from
the battery switch and external power switch.
(16) Replace the receiver dryer after the system has been opened for component replacement (Ref.
21-52-04).
(18) Perform the CHARGING THE VAPOR CYCLE SYSTEM procedure (Ref. 21-52-00).
2. COMPRESSOR MOUNT
A. Removal
REMOVAL).
(2) Perform the STARTER-GENERATOR REMOVAL procedure (Ref. Chapter 24-30-01).
(3) Perform the COMPRESSOR BELT REMOVAL procedure in this section.
(4) Perform the COMPRESSOR REMOVAL procedure in this section.
(5) Remove the bearings (17 and 19) and drive pulley (18) assembly (Ref. Figure 201).
(6) Remove the quill shaft (2) and spring (1).
(7) Remove clamp (34) and disconnect drain tube (33).
(8) Remove bolt (16), washers (15 and 11), nut (10), cotter key (9) and remove the belt tension
turnbuckle (43) assembly from mount (12).
(9) Cut the safety wire and remove six bolts and washers (38) attaching the compressor mount (12) to
the accessory gearbox pads and two bolts and washers (37) that attach the compressor mount
(12) to the compressor mount support (40).
(10) Remove the compressor mount (12) and discard the packings (8).
B. Installation
NOTE: Ensure the support mounting surface (15) is flush with the accessory gearbox mounting pad
(13) within 0.002 inch. If adjustment is required perform the COMPRESSOR MOUNT
SUPPORT REMOVAL and COMPRESSOR MOUNT SUPPORT INSTALLATION procedures
in this section (Ref. Figure 202).
Page 203
21-52-05 Nov 1/10
(1) Install compressor mount (12) with two new packings (8) (Ref. Figure 201).
(2) Install six bolts and washers (38) attaching the compressor mount (12) to the accessory gearbox
pads.
(3) Install the two bolts and washers (37) that attach the compressor mount (12) to the compressor
mount support (40) and torque 40 to 50 inch-pounds.
(4) Install MS20995C32 safety wire on all bolts.
(5) Connect drain tube (33) and install clamp (34).
(6) Install the belt tension turnbuckle (43) assembly on mount (12) by installing bolt (16), washers (15
and 11), nut (10), cotter pin (9).
(7) Install the spring (1) and quill shaft (2).
(8) If bearings (17 and 19) were removed from the drive pulley (18) shaft, apply a thin coat of retaining
compound (194, Table 1, 91-00-00) and press the bearings onto the shaft.
(9) Install the bearings (17 and 19) and drive pulley (18) assembly.
(10) Perform the COMPRESSOR BELT INSTALLATION procedure in this section.
(11) Perform the COMPRESSOR INSTALLATION procedure in this section.
(12) Perform the STARTER-GENERATOR INSTALLATION procedure (Ref. Chapter 24-30-01).
A. Removal
REMOVAL).
(2) Perform the COMPRESSOR BELT REMOVAL procedure in this section.
(3) Perform the COMPRESSOR REMOVAL procedure in this section.
(4) Perform the COMPRESSOR MOUNT REMOVAL procedure in this section.
NOTE: Note the position and thickness of laminated shims (41) during removal (Ref. Figure 201).
(5) Remove nuts (7) and washers (6), discard nuts.
(6) Remove the compressor mount support (40) and shims (41), retain the shims.
Page 204
Nov 1/10 21-52-05
B. Installation
NOTE: Use shims (41) to ensure the support (40) mounting surface is flush with the accessory
gearbox mounting pad within 0.002 inch when nuts (7) are torqued (Ref. Figure 201).
(1) Install shims (41) and compressor mount support (40).
(2) Install washers (6) and new nuts (7).
(3) Torque the nuts (7) 32 to 36 inch-pounds, see Pratt and Whitney Maintenance Manual P/N
3041195 for nut torque value.
(4) Check that support mounting surface (15) is flush with the accessory gearbox mounting pad (13)
within 0.002 inch (Ref. Figure 202).
Steps:
(a) Remove nuts (7) and washers (6) (Ref. Figure 201).
(b) Remove the compressor mount support (40) and add or remove shims or laminations to
obtain the 0.0 to 0.002 inch dimension.
(c) Install the compressor mount support (40), washers (6) and nuts (7). Torque nuts (7) 32 to 36
inch-pounds.
(6) Perform the COMPRESSOR MOUNT INSTALLATION procedure in this section.
(7) Perform the COMPRESSOR BELT INSTALLATION procedure in this section.
(8) Perform the COMPRESSOR INSTALLATION procedure in this section.
4. COMPRESSOR BELT
A. Removal
REMOVAL).
(2) Loosen the compressor pivot bolts (29 and 30) and the belt tension turnbuckle (43) lower
attachment bolt (44) and nut (3) (Ref. Figure 201).
(5) Cut the safety wire and remove three socket head cap screws (25) and washers (24) from the belt
housing (23).
Page 205
21-52-05 Nov 1/10
(6) Remove the belt housing (23), laminated shim(s) (20), spacer (21) and snap ring (22).
(7) Remove the drive belt (26).
B. Installation
(1) Install the drive belt (26) on drive pulley (18) (Ref. Figure 201).
(2) Install the drive belt housing (23), using three socket head cap screws (25) and washers (24).
Torque the three socket head cap screws 25 to 30 inch-pounds and install MS20995C32 safety
wire.
(3) Insert the laminated shim(s) (20) into the belt housing (23).
(4) Insert the spacer (21) into the belt housing (23).
(5) Install the snap ring (22) and check for a 0.010 ± 0.002 gap between the snap ring (22) and the
spacer (21). If gap is not correct, remove the snap ring (22) and the spacer (21) and add or remove
laminated shim(s) (20) or laminations, install the snap ring (22) and the spacer (21), check gap
and repeat until the correct gap is obtained (Ref. Figure 202).
(6) Install the drive belt (26) on the clutch pulley (5). If the compressor is not installed, perform the
COMPRESSOR INSTALLATION procedure in this section (Ref. Figure 201).
(7) Perform the COMPRESSOR BELT ALIGNMENT procedure in this section.
(8) Perform the COMPRESSOR BELT TENSION procedure in this section.
C. Alignment
REMOVAL).
(2) The drive pulley groove and the compressor clutch pulley forward groove must be parallel and
aligned with each other (Ref. Figure 203). Check the alignment of the pulleys by performing the
following Steps:
(a) Using a scale (12) measure the distance from the compressor mount (1) to the center of the
drive belt (27). The measurement should be 0.490 ± 0.025 inch and the drive belt (27) should
sit evenly in the groove of the clutch pulley (10) with no twisting or high sides (Ref. Figure
202).
(b) If no adjustment is required go to Step (3). If adjustment is required, perform the following
Steps:
1 Loosen the compressor pivot bolts (29 and 30) and the belt tension turnbuckle (43)
lower attachment bolt (44) and nut (3) (Ref. Figure 201).
2 Cut the safety wire and loosen both jamnuts (42). Adjust the tension turnbuckle (43) as
required to relieve belt tension.
Page 206
Nov 1/10 21-52-05
3 If the compressor clutch pulley is at an angle (not parallel) with the drive pulley, loosen
the pivot plate lock bolt (2) and the pivot plate pivot bolt (3) and rotate the pivot plate
adjustment bolt (11) as required to place the pulleys parallel with each other. Tighten
the pivot plate lock bolt (2) and the pivot plate pivot bolt (3) (Ref. Figure 202).
4 If the pulleys are parallel but not aligned, add or remove laminated shims (5) as
required to obtain the 0.490 ± 0.025 inch required in Step (2)(a).
5 Perform the COMPRESSOR BELT TENSION procedure in this section.
6 Tighten the compressor pivot bolts (29 and 30) and the belt tension turnbuckle (43)
lower attachment bolt (44) and nut (3) and repeat Step (2) (Ref. Figure 201).
(3) Ensure all hardware has been tightened and safety wired, as required.
D. Tension
NOTE: The tension of a new compressor belt should be checked after 50 hours of operation.
REMOVAL).
(2) Using a push-pull gauge (6, Chart 1, Chapter 27-00-00) apply a force of 4.7 to 5.9 pounds at the
midspan of the belt. The belt should deflect 0.15 inch.
Steps:
NOTE: The maximum length of rod end that is allowed to extend out of the tension
turnbuckle (32) is 0.90 inch at each rod end (30). When these maximum dimensions
are reached, the belt should be replaced (Ref. Figure 202).
(a) Loosen the belt tension turnbuckle (43) lower attachment bolt (44) and nut (3) (Ref. Figure
201).
(b) Loosen the compressor pivot bolts (29 and 30).
(c) Cut the safety wire and loosen both jamnuts (42). Adjust the tension turnbuckle (43) as
required to obtain the belt tension required in Step (2).
(d) Tighten both jamnuts (42) and install MS20995C32 safety wire.
(e) Torque the belt tension turnbuckle (43) lower attachment bolt (44) and nut (3) 60 to 85
inch-pounds.
(f) Tighten the compressor pivot bolts (29 and 30).
Page 207
21-52-05 Nov 1/10
Page 208
Nov 1/10 21-52-05
1. SPRING 52. BOLT, WASHER AND NUT

2. QUILL SHAFT 53. BOLT, WASHER AND NUT 1
3. NUT 54. PRESSURE RELIEF VALVE
4. PIVOT PLATE AJUSTMENT BOLT 55. DISCHARGE HOSE
5. CLUTCH PULLEY 56. SUCTION HOSE
6. WASHER 57. POWER WIRE 2
7. NUT 58. SPLICE
8. PACKINGS (2) 59. GROUND WIRE 8
9. COTTER PIN 60. SCREW 12 38
10 11
10. NUT 61. CLIP 9
11. WASHER 62. DISCHARGE FITTING 41
12. COMPRESSOR MOUNT 63. SUCTION FITTING
6
13. SELF LOCKING INSERT 64. COMPRESSOR 7 13
14. ALIGNMENT PIN
14
15. WASHERS
16. BOLT
A
17. BEARING 40
18. DRIVE PULLEY 15 ** 17
19. BEARING 16
39 18
20. LAMINATED SHIM 6 34
21. SPACER 7 33
22. SNAP RING 4
23. BELT HOUSING 42 37 36 ** 19
24. WASHERS (3) 37 35 20
25. SOCKET HEAD CAP SCREWS (3) 43
27
26. BELT 27 21
27. BOLT, WASHER AND NUT
44 42 22
45
29. PIVOT BOLT, WASHER AND NUT 46 27
30. PIVOT BOLT, WASHER AND NUT 32 28 23
31. SHIM 28
47 28
32. PIVOT PLATE 29
31
56 30 29
33. DRAIN-TUBE 48 24
34. CLAMP 26
30 25
35. PIN-DOWEL 48
36. PIVOT-SLIDER 3 29
37. BOLT AND WASHERS (2) 30
38. BOLT AND WASHERS (6) 60
39. ROD END 53 52
40. COMPRESSOR MOUNT SUPPORT 54
61
41. SHIM
42. JAMNUTS 51 59
50 49
43. TURNBUCKLE
63 50
44. BOLT 31
45. COUNTERSUNK WASHER 52
52
46. WASHER
47. ROD END
48. BOLT, WASHER(S) AND NUT 58
49. AFT MOUNT PLATE 62
50. BOLT, WASHER(S) AND NUT 55 57
51. FORWARD MOUNT PLATE
** APPLY A THIN COAT OF LOCTITE 609 TO

BORE OF INNER RACE AND PRESS BEARINGS 48
ONTO THE DRIVE PULLEY SHAFT. 5
53 B
53
64 50 DETAIL A DETAIL B UA21B
052908AA.AI
Figure 201
Vapor Cycle Compressor Installation
(UA-1 and After; UB-1 and After; UC-1 and After Modified
by Service Bulletin No. 2345)
Page 209
21-52-05 Nov 1/10
Page 210
Nov 1/10 21-52-05
1. COMPRESSOR MOUNT
2. PIVOT PLATE LOCK BOLT 12
3. PIVOT PLATE PIVOT BOLT 1
4. PIVOT PLATE
123456789 123456789 123
5. LAMINATED SHIM 123456789 123456789 123
6. WASHER 2
7. PIVOT BOLT
8. FORWARD MOUNT PLATE 3
9. AFT MOUNT PLATE
10. CLUTCH PULLEY 4
11. PIVOT PLATE ADJUSTMENT BOLT
11
12. SCALE
13. ACCESSORY GEARBOX MOUNTING PAD 27
14. SCALE
15. COMPRESSOR MOUNT SUPPORT MOUNTING SURFACES 5 A
6
16. SPRING
17. PACKING 7
7
18. QUILL SHAFT
19. BEARINGS (2) 30
20. PULLEY 8
21. RETAINING RING 6 5
22. SPACER
23. LAMINATED SHIM 9
24. DRAIN TUBE
25. CLAMP
26. GEAR SHAFT
27. BELT 0.90 INCH MAXIMUM
28. COMPRESSOR
10 19 31
30. ROD END 18 20
31. JAMNUT 17
32. TURNBUCKLE
28 21
16 32
22
23
1
13
29
26
2
25
14
3
24
FWD 31
4
15
UA-1 AND AFTER; UB-1 AND AFTER; UC-1 AND AFTER
0.90 INCH MAXIMUM
MODIFIED BY SERVICE BULLETIN NO. 2345
5
0.0 TO
0.002 INCH
DETAIL A
30 UA21B
052909AA.AI
Figure 202
Vapor Cycle Compressor Alignment
(UA-1 and After; UB-1 and After; UC-1 and After Modified
by Service Bulletin No. 2345)
Page 211
21-52-05 Nov 1/10
Page 212
Nov 1/10 21-52-05
NOT PARALLEL OR ALIGNED PARALLEL NOT ALIGNED
UC27B
PARALLEL AND ALIGNED 053065AA.AI
Figure 203
Pulley Alignment
(UA-1 and After; UB-1 and After; UC-1 and After Modified by Service Bulletin No. 2345)
Page 213
21-52-05 Nov 1/10
TEMPERATURE CONTROL
21-60-00

00
1. GENERAL
The temperature of the cabin can be automatically controlled by presetting the temperature selector
potentiometer to the desired temperature and setting the mode control switch to AUTO. The cabin
temperature controller then sends the appropriate “heat” or “cool” command to the air cycle machine bypass
valve and the ejector bypass valve. A dual-element temperature sensor installed in the conditioned bleed air
main duct completes the Wheatstone Bridge resistance circuitry of the cabin temperature controller. When
the cabin temperature falls, the Wheatstone Bridge becomes unbalanced and current flows from the heat
command output of the cabin temperature controller. The ACM bypass valve and the ejector bypass valve
receive the command and open to allow more bleed air to enter the conditioned bleed air ducts
(Ref. Figure 1). The bypass valves modulate the amount of bleed air flow in automatic response to the
requirements indicated by the changing resistance of the duct temperature sensors and the temperature
sensor located in the cabin temperature controller. The duct temperature sensors are installed in the
conditioned bleed air main duct in line with the third cabin window. The solid-state temperature controller is
installed under the headliner in line with the fifth cabin window.
The temperature of environmental air can be controlled manually by setting the mode control switch to MAN
and holding the manual temperature control switch to the INCR or the DECR positions. When the manual
control switch is set to INCR or DECR, power is supplied through the CABIN TEMP CONTROL circuit
breaker, the mode switch and the manual switch to the appropriate bypass valve. When the switch is set to
INCR, the ACM bypass valve opens, allowing warm bleed air to flow through the floor outlets. The ejector
bypass valve may open if the ACM bypass valve has opened completely and the manual temperature control
switch is held in the INCR position. The bypass valves close, as required, to allow the air cycle system to cool
the bleed air when the manual switch is set to DECR. If the manual temperature control switch is held in the
DECR position, the ejector bypass valve will close completely. When the ejector bypass valve is closed, the
ACM bypass valve will begin to close to direct air through the air cycle machine for cooling of the cabin.
All environmental temperature control switches and the cabin air temperature indicator are located on the
copilot's inboard subpanel.
Page 1
21-60-00 Nov 1/09
Figure 1
Temperature Control Schematic
Page 2
Nov 1/09 21-60-00
TEMPERATURE CONTROL
TROUBLESHOOTING
100100
1. PROCEDURES
Troubleshooting of the environmental temperature controls is outlined in Figure 101.
Figure 101
Troubleshooting - Cabin Temperature Control
Page 101
21-60-00 Nov 1/09
AIR DUCT TEMPERATURE SENSOR
21-60-01
200200
1. PROCEDURES
A. Resistance Check
If the temperature control of the heating and cooling systems is responding to manual control but
is not responding to automatic control, the fault may be found in the temperature sensing elements
or in the cabin temperature controller. It is suggested that the sensing elements be tested before
testing the controller because the controller is more reliable.
Two sensing elements are installed downstream of the manual valve in the conditioned bleed air
main duct. The elements are in line with the third cabin window.
One of the elements has been thermally insulated to provide a response that lags behind the
response of the non-insulated element. The lag in response prevents uncomfortably wide
temperature ranges that would be caused by the overshoot of cabin heating.
The temperature sensing elements can be checked as follows:
NOTE: Refer to Figure 201 for a graph showing the resistance values of the duct temperature
sensors. In order for the resistance measurements of the elements to comply with the
readings shown on the graph, it is important that the temperature at the location of the
elements be determined accurately.
(1) Remove the headliner panel in line with the fifth cabin window to gain access to the electrical
connector on the temperature controller.
(2) Disconnect the electrical connector from the cabin temperature controller.
(3) Using the graph, determine the correct resistance corresponding to the temperature measurement
taken at the element location. Remove the RH floorboard in line with the third cabin window and
disconnect the duct adjacent to the temperature sensors to take temperature readings.
(4) Using a high precision ohmmeter, measure the resistance between pins 8 and 11 on the connector
of the cabin temperature controller. This resistance should correspond to the resistance indicated
on the line AB on the graph. The resistance measured between pins 11 and 12 on the controller
should correspond to the line CD on the graph. Line AB represents the thermally lagged element.
(5) If the measured resistance from a sensing element varies from the resistance shown on the graph
by more than 1%, the elements should be replaced.
(6) If the operation of the heating and cooling systems is abnormal or intermittent when the
temperature mode switch is set to AUTO, the internal connections of the sensing elements may be
loose. An intermittent fault in the elements can be detected as follows:
(a) Operate the LH engine of the airplane. Place the temperature mode switch in the MAN
position. Hold the manual temperature control switch in the INCR position for 60 seconds.
(b) Monitor the resistive response of the element between pins 11 and 12 of the controller while
the temperature is increasing. If the resistance fluctuates or increases above 200 ohms, then
the element may have an intermittent fault.
Page 201
21-60-01 Nov 1/09
(c) Monitor the resistive response of the element between pins 8 and 11. Hold the manual
temperature control switch in the DECR position for 60 seconds. Any fluctuations in the
resistance readings may indicate a fault in the sensing elements or in the element
connections.
(7) If the elements show no indication of incorrect resistance and the heating and cooling systems do
not respond to automatic control, the cabin temperature controller should be tested to determine if
the controller is defective.
B. Removal
(1) Remove the RH carpet and floorboards in line with the third cabin window to gain access to the
sensors installed on the conditioned bleed air main duct.
(2) Disconnect the electrical connector from the duct temperature sensor. Remove the attaching
screws and the cabin temperature sensor from the main duct.
(3) Remove the attaching screws and the cabin temperature sensor from the main duct.
C. Installation
(1) Install the temperature sensor and secure with the attaching screws.
(2) Install the electrical connector on the sensor.
(3) Install the floorboards and carpet.
Page 202
Nov 1/09 21-60-01
Figure 201
Resistance Values of Duct Temperature Sensors
Page 203
21-60-01 Nov 1/09
CABIN TEMPERATURE CONTROLLER
21-60-02
200200
1. PROCEDURES
A. Removal
(1) Remove the headliner panel in line with the fifth cabin window.
(2) Remove the attaching screws from the controller and remove the controller sufficiently to gain
access to the electrical connector on the controller (Ref. Figure 201).
(3) Remove the electrical connector from the controller.
B. Installation
(1) Install the electrical connector on the controller receptacle (Ref. Figure 201).
(2) Install the controller on the mounting bracket and secure with the attaching screws.
(3) Install the headliner panel to cover the controller.
C. Functional Test
If a fault in the operation of the automatic mode of the heating or cooling systems cannot be found in the
duct sensing elements, the cabin temperature controller should be tested.
The temperature at the inlet of the controller should be between 65°F and 85°F to perform the test
procedures. Refer to Figure 202 for a test circuit that can be used to test the controller.
D. Test Equipment
(1) A 28 vdc, 2-amp power supply that is accurate within 1%.
(2) Two 22-ohm, 50-watt resistors (R1 and R2).
(3) A 100-ohm potentiometer with a direct reading dial (TR1).
(4) Two 100-ohm (± 1%) potentiometers wired in series with two 100-ohm step decades (TR2 and
TR3).
(5) Two 28 vdc, 40-ma, MS25231-1819 lamps or equivalent (DS1 and DS2).
(6) An air temperature indicator (M1) equivalent to the airplane indicator.
(7) Connectors that mate with the cabin temperature controller and the air temperature gage. Refer to
the Wiring Diagram Manual for the appropriate part numbers.
E. Test Procedure
(1) Remove the headliner panel immediately aft of the fifth cabin window to gain access to the
controller.
Page 201
21-60-02 Nov 1/09
(2) Connect a power supply and test circuit to the cabin temperature controller.
(3) Set TR2 and TR3 (potentiometers) to 118 ohms and turn on the power supply to apply 28 vdc to
the controller. Adjust TR1 until DS1 and DS2 are not illuminated. The temperature gage should
indicate ambient temperature.
(4) Decrease the resistance on TR1 until DS2 begins to illuminate in pulses, then decrease the
resistance until DS2 illuminates continuously.
(5) Increase the resistance on TR1 until DS1 begins to pulse, then increase the resistance until the
lamp is illuminated continuously. Adjust the resistance for TR1 until DS1 and DS2 are not
illuminated.
(6) Set TR1 to 0 ohms and TR3 to 155 ohms; DS2 should illuminate continuously.
(7) Increase TR2 until DS1 pulses; TR2 should be 176 ohms ±2. Continue to decrease the resistance
at TR2; DS1 should illuminate continuously.
(8) Set TR1 to 2.5 ohms, TR3 to 85 ohms, and TR2 to 100; DS1 should illuminate continuously.
Decrease TR2 until DS2 pulses; the resistance at TR2 should be 86.9 ohms ± 7. DS2 should
illuminate continuously when continuing to decrease the resistance at TR2.
(9) Shut off the power supply and disconnect the test circuit from the temperature controller.
(10) Ensure that the air flow across the controller is moving towards the fan (Ref. Figure 202).
If the controller does not perform as described above, the controller may be assumed to be
defective and must be replaced.
F. Indicator Calibration
(1) Connect a 28 vdc auxiliary power unit to the airplane.
(2) Turn on the external power switch and place the cabin environmental mode selector switch in
AUTO.
(3) Remove the cover from the controller in the overhead panel.
(4) Hold a thermometer, calibrated from 25°F to 125°F, close to the aft end of the controller for two
minutes.
(5) The temperature indicator located on the instrument panel should read within 2° of the
thermometer reading at the controller.
(6) Should the indicator reading be outside acceptable limits, remove the grey sealer from the small
round adjusting potentiometer.
(7) Using a small blade screwdriver, adjust the potentiometer slowly until the temperature indicator
agrees with the thermometer.
(8) Reseal the potentiometer with sealer (123, Table 1, Chapter 91-00-00).
(9) Install the cover on the controller and return the airplane to service.
Page 202
Nov 1/09 21-60-02
Figure 201
Cabin Temperature Controller Test Circuit
Page 203
21-60-02 Nov 1/09
Figure 202
Cabin Temperature Controller
Page 204
Nov 1/09 21-60-02
CHAPTER 22 - AUTO FLIGHT

TABLE OF CONTENTS
SUBJECT PAGE
AUTOPILOT
22-10-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Aileron Servo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Rudder Servo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Elevator Servo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Control Cable Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Autopilot Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Aileron Servo Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Elevator Servo Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Tensioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Rudder Servo Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Tensioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Page 1

CH-SE-SU PAGE DATE
22-LOEP 1 Nov 1/09
22-10-00 1 Nov 1/09
201 thru 217 Nov 1/09
Page 1
22-LOEP Nov 1/09
AUTO FLIGHT
AUTOPILOT
22-10-00

00
1. GENERAL
The Sperry SPZ-2000 autopilot is certified for use in the Model 1900 Series Airliner. This is an integrated
flight control system consisting of a full three-axis autopilot and flight director system. A combination of
sensors, electrical servos, guidance displays, mode selectors, and computers perform the necessary flight
computations. The system provides either full autopilot control of the airplane with simultaneous flight director
monitoring, or manual control response to flight director display steering commands. The yaw axis may be
engaged independently of roll and pitch for use as a yaw damper. The Sperry SPZ-2000 uses the Beech trim
and servo system.
NOTE: Improper servo cable tension may cause unstable or erratic response to autopilot signals.
A. Aileron Servo
The aileron servo is mounted beneath the center floorboard forward of the rear spar. The cables from
the servo capstan are connected to the aileron quadrant. When the autopilot is engaged, the servo
rotates causing aileron deflection dependent on the direction of servo rotation.
B. Rudder Servo
The rudder servo is located in the aft section of the airplane. One cable is wrapped around the capstan
and connected to the main rudder cable. The other cable is connected to the autopilot servo quadrant.
When the autopilot is engaged, the servo rotates in response to autopilot signals, causing rudder
deflection dependent on the direction of servo rotation.
C. Elevator Servo
The elevator servo is located next to the rudder servo in the aft section of the airplane. The cables
wrapped around the servo capstan are connected to the main elevator control cables. When the
autopilot is engaged, the servo rotates, causing elevator deflection dependent on direction of servo
rotation.
Page 1
22-10-00 Nov 1/09
AUTO FLIGHT
AUTOPILOT
200200
1. PROCEDURES
A. Control Cable Rigging

NOTE: Improper servo cable tension may cause unstable or erratic response to the autopilot signals.
Set the servo cable tension after the primary cables have been rigged and tensioned properly in
accordance with the respective control system rigging in Chapter 27. The tension is to be set with the
applicable control surface in the neutral position. After the tension is set, work the applicable control
surface, then check the tension and reset if necessary. Set the tension of the servo cables to the values
specified in AUTOPILOT CONTROL SYSTEM RIGGING in this section.
2. AUTOPILOT CONTROL SYSTEM
A. Rigging
NOTE: Before the autopilot control cables can be rigged, the respective flight control cables must be
rigged as specified in Chapter 27. The autopilot servo cable tension is to be set with the
applicable control in the neutral position. After the tension has been set, work the applicable
control surface and verify the tension and adjust if necessary. The servo cable tension can
then be set as specified in the AILERON AND ELEVATOR SERVO CABLE TENSION GRAPH
(Ref. Figure 201) or the RUDDER SERVO CABLE TENSION GRAPH (Ref. Figure 205).
3. AILERON SERVO CABLE
A. Removal
(1) Remove the aileron servo cables from the aileron quadrant (Ref. Figure 202).
(2) Remove the aileron servo from the mounting bracket.
(3) Before removing the capstan guard, mark the location of the guard for installation.
(4) Remove the capstan guard by cutting the safety wire and removing the screws securing the guard
in place.
(5) Unwind the cables from the capstan.
B. Installation
(1) Insert the cables in the recess provided in the capstan, and install the safety screw. (Install the
cable with the turnbuckle near the servo motor) (Ref. Figure 202).
(2) Wrap each cable approximately an equal number of turns in opposite directions through the full
length of the capstan.
(3) Install the capstan guard and safety all screws. Mount the servo to the bracket.
(4) Install the servo cables to the aileron quadrant.
Page 201
22-10-00 Nov 1/09
(5) Using the turnbuckle set the servo cable tension to approximately 50 pounds and work the control
surface.
(6) Refer to the AILERON AND ELEVATOR SERVO CABLE TENSION GRAPH and read the pounds
of tension required for the measured temperature. Use the graph on Figure 201, Sheet 1 for the
3/32 inch diameter cable for the Sperry installation or use the graph on Figure 201, Sheet 2 for the
1/16 inch diameter cable for the Collins installation. Using the turnbuckle, adjust the servo cable
tension to the tension shown in the graph.
C. Rigging
(1) Place the aileron quadrant in the neutral position and install the rig pin in the quadrant (7, Table 1,
Chapter 27-00-00).
(3) Remove the rig pin.
(4) Work the controls and verify the cable clearance and that no binding exists. Run the cables
through full travel. Assure a minimum of one-half wrap of cable on the capstan at full travel.
4. ELEVATOR SERVO CABLE
A. Removal
(1) Disconnect the servo cables from the main elevator control cables by removing the cable clamps
(Ref. Figure 203).
(2) Before removing the capstan guard mark the location of the guard for installation.
(3) Remove the capstan guard by cutting the safety wire and removing the screws securing the guard
in place.
(4) Unwind and disconnect the cables from the capstan by removing the safety screws.
B. Installation
(1) Insert the servo cable in the recess provided in the capstan and install the safety screws. (Insert
the cable with the turnbuckle near the servo motor) (Ref. Figure 203).
(2) Wrap each cable approximately an equal number of turns in opposite directions through the full
length of the capstan.
(3) Install the capstan guard and safety all screws.
(4) With the elevator in the neutral position, connect the servo cable with the turnbuckle to the elevator
UP cable using the attaching bolts and clamp. Torque to 55 ± 5 inch-pounds and check for a
minimum gap of 0.005 inch remaining between the clamp halves.
Page 202
Nov 1/09 22-10-00
(5) With the elevator in the neutral position, connect the other servo cable to the main elevator DOWN
cable using the attaching bolt and clamp. Torque to 55 ± 5 inch-pounds and check for a minimum
gap of 0.005 inch remaining between the clamp halves.
(6) Using the turnbuckle, set the servo cable tension to approximately 50 pounds and work the control
surface.
C. Rigging
(1) Install one rig pin (7, Table 1, Chapter 27-00-00) in the forward bellcrank and another in the
elevator aft bellcrank . Access to the elevator aft bellcrank is through an opening in the skin on the
left side of the vertical stabilizer just below the horizontal stabilizer (Ref. Chapter 6-50-00,
STABILIZER ACCESS PANELS).
(2) Attach the servo bridle cables to the capstan.
(3) Install the cable retaining screws and safety.
(4) Wrap the bridle cables on the capstan as follows:
NOTE: For an initial starting position, ensure the cable clamps are located at the dimensions
shown in Figure 203.
(a) Wrap the bridle cable with the turnbuckle clockwise to the center of the capstan; route the
cable through the idler pulley (if installed) and attach it to the main elevator up cable with the
cable clamp. Torque to 55 ± 5 inch-pounds and check for a minimum gap of 0.005 inch
remaining between the clamp halves.
(b) Wrap the servo bridle cable without the turnbuckle counterclockwise to the center of the
capstan; route the cable through the idler pulley (if installed) and attach it to the elevator
down cable with the cable clamp. Torque to 55 ± 5 inch-pounds and check for a minimum
gap of 0.005 inch remaining between the clamp halves.
(5) Install the cable guard pins.
1/16 inch diameter cable for the Collins installation. Using the turnbuckle, temporarily adjust the
servo cable tension to approximately twice the tension shown in the graph.
(7) Remove the rig pins.
(8) With the elevator in both the elevator up and elevator down positions, ensure there is a minimum
of 0.50 inch clearance between the cable clamps and the surrounding aircraft structure.
(9) Move the control surface through full travel several times to verify cable/clamp clearance with no
binding.
Page 203
22-10-00 Nov 1/09
(10) Install the rig pins.
(13) Perform a ground test of the autopilot/flight director system in accordance with the Pilot's
Operating Handbook.
(14) Install the access plates on the aft fuselage just aft and below the stabilon.
D. Tensioning
NOTE: Before the autopilot elevator servo cables can be tensioned, the elevator flight control primary
cables must be rigged.
(1) Remove fuselage access panel 7 (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS).
(2) Remove the lower aft rig pin hole access panels 34 on the left and right side of the upper vertical
stabilizer (Ref. Chapter 6-50-00, STABILIZER ACCESS PANELS).
(3) Move the elevator surface (1) and install a rig pin (3) (7, Table 1, Chapter 27-00-00) in the elevator
aft bellcrank through the vertical stabilizer (4). Using minimum force try to manually move the
elevators up and down to verify that the rig pin is correctly installed. Ensure that the elevators do
not move. Look at the opposite side of the vertical stabilizer to verify that the rig pin has protruded
(Ref. Figure 206, Sheet 1).
NOTE: Do not measure the tension when the temperature is varying rapidly or with the airplane
located in direct sunlight.
(4) Allow the temperature of the airframe to stabilize before measuring and adjusting the cable
tension.
(5) Measure the temperature in the compartment next to the elevator servo cables.
1/16 inch diameter cable for the Collins installation.
(7) Position a cable tensiometer (4, Table 1, Chapter 27-00-00) on the elevator servo cable and
measure the cable tension. Cable diameter is noted in Figure 201.
NOTE: Cable tension tolerance is ± 2 pounds of the tension found in Figure 204.
(8) Using the turnbuckle (Ref. Figure 202), temporarily set the elevator servo cable tension to
approximately twice the required setting indicated by the tension graph in Figure 204.
(9) Remove rig pin (3) from the elevator aft bellcrank (Ref. Figure 206, Sheet 1).
Page 204
Nov 1/09 22-10-00
(10) Move the control surface through full travel three times to verify cable/clamp clearance and no
binding. If binding is detected, perform the ELEVATOR SERVO CABLE RIGGING procedures in
this section.
aft bellcrank through the vertical stabilizer (4). Using minimum force try to manually move the
(Ref. Figure 206, Sheet 1).
(12) Using the turnbuckle (Ref. Figure 203), adjust the elevator servo cable to the tension shown in the
graph in Figure 201 and install safety clips.
(13) Remove rig pin (3) from the elevator aft bellcrank (Ref. Figure 206, Sheet 1).
(14) Install the lower aft rig pin hole access panels 34 on the left and right side of the upper vertical
(15) Perform a ground test of the autopilot/flight director system in accordance with the Pilot’s
Operating Handbook.
(16) Install fuselage access panel 7 (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS).
3/32" AILERON AND ELEVATOR SERVO CABLE TENSION GRAPH

50
40
POUNDS OF TENSION
30
20
10
NOTE: SERVO CABLE TENSION TOLERANCE UC22B

IS 2 POUNDS. 062153AA.AI

Aileron and Elevator Servo Cable Tension Graph (Sperry Installation)
Page 205
22-10-00 Nov 1/09
1/16" ELEVATOR SERVO CABLE TENSION GRAPH

50
40
POUNDS OF TENSION
30
20
10
TOLERANCE:
UC22B
070568AB.AI

Aileron and Elevator Servo Cable Tension Graph (Collins Installation)
5. RUDDER SERVO CABLE
A. Removal
(1) Disconnect the servo cables from the main rudder control cables (Ref. Figure 204).
(2) Before removing the capstan guards, mark their location for installation.
(3) Remove the capstan guards by cutting the safety wire and removing the screws securing the
guard in place.
(4) Unwind and remove the cables from the capstan.
B. Installation
(1) Insert the servo cables in the recess provided in the capstan and install the safety screws. (Install
the cable with the turnbuckle at the far side of the servo motor) (Ref. Figure 204).
(2) Wrap each servo cable approximately an equal number of turns in opposite directions through the
full length of the capstan.
(3) Attach the capstan guard and safety all screws.
(4) With the rudder in the neutral position, connect the servo cable with the turnbuckle to the main
rudder RIGHT control cable, using the attaching bolts and clamps. Torque to 55 ± 5 inch-pounds
and check for a minimum gap of 0.005 inch remaining between the clamp halves.
Page 206
Nov 1/09 22-10-00
(5) With the rudder in the neutral position, connect the other servo cable to the rudder servo quadrant.
(6) Refer to the RUDDER SERVO CABLE TENSION GRAPH and read the pounds of tension
required for the measured temperature. Use the graph on Figure 205, Sheet 1 for the 3/32 inch
diameter cable for the Sperry installation or use the graph on Figure 205, Sheet 2 for the 1/16 inch
diameter cable for the Collins installation. Using the turnbuckle, adjust the servo cable tension to
the tension shown in the graph.
Page 207
22-10-00 Nov 1/09
Figure 202
Aileron Servo Installation
Page 208
Nov 1/09 22-10-00
Figure 203
Elevator Servo Installation
Page 209
22-10-00 Nov 1/09
Figure 204
Rudder Servo Installation
Page 210
Nov 1/09 22-10-00
C. Rigging
(1) Install rig pin (2) (9, Table 1, Chapter 27-00-00) in the rudder forward bellcrank (1) (Ref. Figure
208).
(2) Install rig pin (2) (7, Table 1, Chapter 27-00-00) in the hole in the rudder aft torque tube (1)
assembly. Using minimum force, try to manually move the rudder to verify proper rig pin
installation (Ref. Figure 207).
(3) Using the turnbuckle, adjust the servo cable as indicated in the RUDDER SERVO CABLE
TENSION GRAPH. Use the graph on Figure 205, Sheet 1 for the 3/32 inch diameter cable for the
Sperry installation or use the graph on Figure 205, Sheet 2 for the 1/16 inch diameter cable for the
Collins installation.
(5) Work the controls through full travel and verify the cable/clamp clearance and that no binding
exists. Assure a minimum of one-half of a wrap of cable around the capstan at full travel.
D. Tensioning
NOTE: Before the autopilot rudder servo cables can be tensioned, the rudder flight control primary
cables must be rigged.
(1) Remove fuselage access panel 8 (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS).
(2) Install rig pin (2) (7, Table 1, Chapter 27-00-00) in the hole in the rudder aft torque tube (1)
assembly. Using minimum force, try to manually move the rudder to verify proper rig pin
(3) Allow the temperature of the airframe to stabilize before measuring and adjusting the cable
tension.
(4) Measure the temperature in the compartment next to the rudder servo cables.
(5) Refer to Rudder Servo Cable Tension Graph and read the pounds of tension required for the
measured temperature. Use the graph on Figure 205, Sheet 1 for the 3/32 inch diameter cable for
the Sperry installation or use the graph on Figure 205, Sheet 2 for the 1/16 inch diameter cable for
the Collins installation.
(6) Position a cable tensiometer (4, Table 1, Chapter 27-00-00) on the rudder servo cable and
(7) Using the turnbuckle (Ref. Figure 204), temporarily set the rudder servo cable tension to
approximately twice the required setting indicated by the tension graph in Figure 205, Sheet 1 or
Figure 205, Sheet 2.
(8) Remove rig pin (2) from the rudder aft torque tube (1) (Ref. Figure 207).
Page 211
22-10-00 Nov 1/09
(9) Move the control surface through full travel three times to verify cable/clamp clearance and no
binding.
(10) Install rig pin (2) (7, Table 1, Chapter 27-00-00) in the rudder aft torque tube (1) (Ref. Figure 207).
(11) Using the turnbuckle, adjust the rudder servo cable tension. Use the graph on Figure 205, Sheet 1
for the 3/32 inch diameter cable for the Sperry installation or use the graph on Figure 205, Sheet 2
for the 1/16 inch diameter cable for the Collins installation. Install the safety clips (Ref. Figure 204).
(13) Perform the YAW DAMP/RUDDER BOOST CHECK or the AUTOPILOT CHECK procedure in the
Airplane Flight Manual.
Page 212
Nov 1/09 22-10-00

Rudder Servo Cable Tension Graph (Sperry Installation)
1/16" AILERON AND RUDDER SERVO CABLE TENSION GRAPH

50
40
POUNDS OF TENSION
30
20
10
UC22B
070560AB.AI

Rudder Servo Cable Tension Graph (Collins Installation)
Page 213
22-10-00 Nov 1/09
1. ELEVATOR
2. RUDDER
3. ELEVATOR AFT BELLCRANK RIG PIN
4. VERTICAL STABILIZER
5. HORIZONTAL STABILIZER
A
4
B 2
VIEW LOOKING UP LEFT HAND SIDE
DETAIL A UE22B
061915AB.AI

Elevator Aft Bellcrank Rig Pin Installation
Page 214
Nov 1/09 22-10-00
6. ELEVATOR AFT BELLCRANK

7. ELEVATOR AFT RIG PIN HOLE
FWD
VERTICAL
STABILIZER (REF)
DETAIL B
UC22B
070104AA.AI

Page 215
22-10-00 Nov 1/09
1. RUDDER AFT TORQUE TUBE

A
2. RIG PIN
1
2
TORQUE TUBE SECTOR MAY
INSTALLED.
VIEW A
UE22B
061914AA.AI
Figure 207
Rudder Aft Rig Pin Installation
Page 216
Nov 1/09 22-10-00
1. FORWARD RUDDER BELLCRANK

2. RIG PIN A
DETAIL A
UC22B
061980AA.AI
Figure 208
Rudder Forward Bellcrank Rig Pin Installation
Page 217
22-10-00 Nov 1/09
CHAPTER 23 - COMMUNICATIONS
TABLE OF CONTENTS
SUBJECT PAGE
SPEECH COMMUNICATIONS
23-10-00
Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Bonding Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
STATIC DISCHARGING
23-60-00
Static Dischargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Static Discharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Base Mount Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Base Mount Installation (On Aluminium Surfaces) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Stabilon and Taillet Static Discharger Mount Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Base Mount Installation (On Composite Surfaces) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Static Discharger Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Static Discharger Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Page 1

CH-SE-SU PAGE DATE
23-LOEP 1 Nov 1/09
23-10-00 201 and 202 Nov 1/09
23-60-00 1 Nov 1/09
101 Nov 1/09
201 thru 204 Nov 1/09
Page 1
23-LOEP Nov 1/09
COMMUNICATIONS
SPEECH COMMUNICATIONS
23-10-00
200200
1. ANTENNA
A. Removal
(1) Remove all electrical power from the airplane and disconnect the battery.
(2) Remove the attaching hardware from around the antenna base (Ref. Figure 201).
(3) Carefully break the seal between the antenna and the airplane skin surface.
(4) Disconnect the coaxial cable from the antenna and secure the cable so it will not fall into the
opening in the airplane skin.
(5) Remove the antenna from the airplane.
B. Installation
(1) Ensure that all electrical power is off and the battery is disconnected.
(2) Perform antenna bonding procedures as described in this section.
(3) Connect the coaxial connector to the antenna base and position antenna for installation
(Ref. Figure 201).
(4) Secure the antenna to the airplane skin with the attaching hardware.
(6) Perform a ramp check of the system associated with the component installed.
C. Bonding Procedures
NOTE: The pattern and efficiency of an antenna is dependent upon a low impedance (Z) path to the
ground plane. It is imperative that a uniform resistance and capacitance be maintained
between the contacting surface of the antenna and the surface on which it is mounted. The
mating surface between the antenna and the base must be smooth and contoured to match,
keeping the mating surfaces in actual contact.
(1) Determine the contact area of the antenna being mounted.
(2) Using trichloroethane (21, Table 1, Chapter 91-00-00) clean all grease, oil and other
nonconductive films from the contact surfaces of the antenna, spacers and the mounting surface
of the fuselage.
WARNING: Use trichloroethane solution only in an adequately ventilated area.
(3) Clean nonsoluble films from the contacting surfaces by sanding and polishing with fine garnet
paper or silicon carbide, taking care not to remove excessive metal. Small areas on a aluminum
surface may be cleaned with a stainless steel wire brush. The area should then be brushed clean
and wiped with trichloroethane (21, Table 1, Chapter 91-00-00) and a clean cloth.
Page 201
23-10-00 Nov 1/09
CAUTION: Do not use emery or iron oxide paper/cloth in removing nonsoluble films from the
contact area.
(4) Apply Alodine 1200 (88, Table 1, Chapter 91-00-00) to the area with a clean pad, sponge, or
equivalent applicator. Keep the area wet for 5 minutes or until film develops.
WARNING: Use rubber gloves when handling Alodine.
(5) Using low pressure water, gently wash the area to neutralize and remove the Alodine coating.
(6) Allow the area to thoroughly dry for a maximum of one hour prior to installation of the mating parts.
If the drying time exceeds one hour, retouch the area with Alodine and neutralize with water.
(7) Attach the coaxial cable to the antenna. Any excess coaxial cable should be stored inside the
airplane. Apply sealer (166, Table 1, Chapter 91-00-00) around the coaxial cable where it passes
through the skin.
CAUTION: Do not alter the length of any coaxial cable. A change in length could affect system
operation.
(8) Install the antenna with the attaching screws. All screws should be uniformly torqued.
NOTE: If the screws are not uniformly torqued, the radiation pattern of the antenna may be
affected.
(9) Seal around the entire periphery of the antenna with sealer (166, Table 1, Chapter 91-00-00).
(10) Touch up the painted area around the antenna as required.
VOR/LOC
ANTENNA
COM
ANTENNA
COM
ANTENNA
UC27B
042941AA.AI
Figure 201
Antenna Installation
Page 202
Nov 1/09 23-10-00
COMMUNICATIONS
STATIC DISCHARGING
23-60-00

00
1. STATIC DISCHARGERS
A static charge may build up on the surface of the airplane while in flight. This electrical charge, if retained,
can cause interference in radio and avionics equipment operation. It is also dangerous to personnel
disembarking after landing and to personnel servicing the airplane. Static dischargers keep the buildup of
static charge at a minimum by continuously releasing it back into the atmosphere. Consequently, static
dischargers are installed on the trailing edge of the flight surfaces and the wing tip (one each on the wing tips,
the stabilons and tail lets, three on each aileron, four on each elevator, three on the rudder, two on the rudder
tab, two on the ventral fin, one on each horizontal stabilizer tip and one on each of the forward and aft vertical
stabilizer upper fairings) to aid in dissipating the electrical charge (Ref. Figure 1).
NOTE: Due to the weight difference of available static dischargers, it is recommended that all static
dischargers on a control surface be of the same type and brand to avoid balancing the control
surface for each discharger replacement.
Figure 1
Static Wicks
Page 1
23-60-00 Nov 1/09
COMMUNICATIONS
STATIC DISCHARGING
TROUBLESHOOTING
100100
1. PROCEDURES
When there is a noticeable or a suspected buildup of static effects due to precipitation or if a lightning strike
has occurred, an inspection must be accomplished. Perform the inspection procedure for the static
dischargers and control surface bonding jumpers (Ref. Model 1900 Airliner Series Corrosion Control Manual,
P/N 114-590021-197, Chapters 23-60-01 and 23-60-02).
Page 101
23-60-00 Nov 1/09
COMMUNICATIONS
STATIC DISCHARGING
200200
1. STATIC DISCHARGER
A. Inspection
The static dischargers should be inspected at the proper interval (Ref. Chapters 5-20-02 and 5-20-07).
To functionally check, measure the resistance of the static discharger with a megohmmeter (28, Table
7, Chapter 91-00-00) at a minimum of 500 volts, a lesser test voltage will not generate a leakage rate
sufficient to provide an accurate reading.
When there is a noticeable or a suspected buildup of static effects due to precipitation or if a lightning
strike has occurred perform the inspection procedure for the static dischargers and control surface
bonding jumpers (Ref. Model 1900 Airliner Series Corrosion Control Manual, P/N 114-590021-197,
Chapters 23-60-01 and 23-60-02).
NOTE: To ensure the best possible functioning of the static dischargers, the resistance between the
mounting base of the static discharger and the central grounding point must be 0.1 ohm or
less. The resistance between the mounting base of static dischargers mounted on composite
surfaces such as the tail lets and stabilons to the central grounding point should be 20 ohms or
less. If resistances in excess of this amount are encountered, the mounting base should be
removed and replaced. The resistance between the control surface on which the static
discharger is attached and the central ground point must be less than 0.01 ohm. In order to
make these small resistance measurements use a milliohmmeter (31, Table 7, Chapter
91-00-00).
Check the Static Dischargers using the following procedure:
WARNING: Electrical shock can result if the megohmmeter is improperly used. Refer to the
applicable Manufacturer’s operating handbook for proper operating procedures.
(1) Connect one megohmmeter test lead to the metal tip on the static discharger (on dischargers that
have bristles instead of the metal tip use an alligator clip on the meter lead and clamp as many of
the bristles as possible).
(2) Connect the other megohmmeter test lead to the static discharger base mount.
(3) Place the megohmmeter power switch to ON and observe meter indication. For trailing edge
mounted dischargers the acceptable resistance range is 6 to 200 megohms. For tip mounted
dischargers the acceptable range is 6 to 120 megohms. If a given discharger reads outside of the
appropriate range, it must be replaced (Ref. Figure 201). Perform the STATIC DISCHARGER
REMOVAL and the STATIC DISCHARGER INSTALLATION procedures in this section.
(4) Check the resistance for the new static discharger. If the resistance is still too high, the threaded
portion of the base mount is corroded. Base mount removal and installation procedures are
different depending on if the base mount is located on an aluminium surface, on a stabilon, or on a
composite surface. Perform the appropriate removal and installation procedure in this chapter.
(5) Place the megohmmeter power switch to off and disconnect the test leads.
Page 201
23-60-00 Nov 1/09
B. Base Mount Removal

NOTE: The static discharger base mounts need not be removed unless the resistance requirements
under the TO CHECK RESISTANCE BETWEEN DISCHARGER BASE MOUNT AND
AIRFRAME section of the corrosion control manual are not met (Ref. Model 1900 Airliner
Series Corrosion Control Manual, P/N 114-590021-197, Chapters 23-60-01 and 23-60-02).
Static dischargers on the stabilons are installed in tubes which are bonded into the stabilon
tips. Special procedures are required for replacement of these mounts which are covered
separately under STABILON STATIC DISCHARGER BASE MOUNT REPLACEMENT
procedures in this section.
(1) Unscrew the discharger from the base mount.
(2) Remove the screws and lock washers securing the base mount to the surface.
(3) Remove the base mount from the surface.
C. Base Mount Installation (On Aluminium Surfaces)

(1) Clean an area slightly larger than the area to be bonded (minimum 0.25 inch) by removing all
non-conductive material such as films, grease, oil, paints, metal finishes or other high resistance
elements with 3M No. 600 grit sandpaper or equivalent, and solvent (2, Table 1, Chapter
91-00-00). The mating surface must be smooth and contoured so that maximum surface area is in
contact.
NOTE: An acceptable substitute for the preceding may be used in accordance with MIL-B-5087B
(Bonding, Electrical and Lightning Protection for Aerospace Systems).
The alodine solution should have an amber color. If the solution is coffee colored it has
been contaminated. Repeat the cleaning procedure if contaminated alodine has been
applied to the bonding surface.
(2) Shake the alodine solution (88, Table 1, Chapter 91-00-00) vigorously just prior to application,
then apply to the bonding surface with a clean Scotch Brite pad, sponge, brush or cloth.
(3) Keep the treated area wet with alodine for approximately 3 to 5 minutes until a yellow color
develops. Should the alodine not change color, it is an indication that the surface was not properly
cleaned.
NOTE: The bonding surfaces must be assembled within one hour of alodine treatment. Once
dried, alodine must be softened before it can be effectively used in bonding. If more than
an hour has passed, soften the alodine by applying wet alodine to the dried surface.
(4) After the alodine has changed color rinse the area with clean, deionized water and gently wipe dry.
Touch-up any areas where the alodine does not cover the bonding surface. Care must be taken
not to damage the alodine coating as it is still soft when bonding.
(5) Install the static discharger base mount, using the attaching screws and washers, onto the
aluminum surface. Perform the Steps for the TO CHECK RESISTANCE BETWEEN
DISCHARGER BASE MOUNT AND AIRFRAME section of the corrosion control manual
(Ref. Model 1900 Airliner Series Corrosion Control Manual, P/N 114-590021-197,
Chapters 23-60-01 and 23-60-02).
(6) Perform the STATIC DISCHARGER INSTALLATION procedure in this section.
Page 202
Nov 1/09 23-60-00
(7) Perform STATIC DISCHARGER INSPECTION procedure in this section.
(8) Finish the surface area around the base mount attachment point with the original finish.
D. Stabilon and Taillet Static Discharger Mount Replacement

(1) Carefully remove the static discharger attach tube from the stabilon or taillet tip and clean out the
hole to 0.16-inch diameter.
(2) Fill the hole with P/N 610-1016 conductive adhesive (188, Table 1, Chapter 91-00-00) using a
probe to help spread the adhesive evenly inside of the hole.
(3) Apply conductive adhesive liberally to the outside diameter of the tube and insert the tube into the
hole until the end is flush with the trailing edge of the stabilon.
NOTE: Assure that the threads in the tube are protected from the adhesive as static discharger
installation could be hampered.
(4) Allow the adhesive to dry according the adhesive manufacturer's instructions.
(5) After the adhesive is cured perform the Steps for the TO CHECK RESISTANCE BETWEEN
DISCHARGER BASE MOUNT AND AIRFRAME section of the corrosion control manual
(Ref. Model 1900 Airliner Series Corrosion Control Manual, P/N 114-590021-197, Chapter
23-60-02).
E. Base Mount Installation (On Composite Surfaces)

NOTE: Do not file, grind, sand or otherwise remove material from the surface. Clean with alcohol only.
(1) Abrade with 180 grit sandpaper or finer to roughen the surface resin uniformly without damaging
the underlying fiber.
(2) Remove dust by vacuum and wipe the surface using a lint-free cleaning cloth (189, Table 1,
Chapter 91-00-00) dampened with isopropyl alcohol. Wipe in one direction until non-composite
contaminants are gone from surface. Wipe surface dry without letting alcohol evaporate.
(3) Install the static discharger base mount onto the composite surface. Perform the Steps for the TO
CHECK RESISTANCE BETWEEN DISCHARGER BASE MOUNT AND AIRFRAME section of the
corrosion control manual (Ref. Model 1900 Airliner Series Corrosion Control Manual, P/N
114-590021-197, Chapters 23-60-01 and 23-60-02).
(6) Finish the surface area around the base mount with the original finish.
Page 203
23-60-00 Nov 1/09
F. Static Discharger Removal

(1) Static dischargers may be removed by turning the threaded discharger assemblies
counterclockwise until they are disconnected from the base. The static discharger base mounts
need not be removed unless the resistance requirements under the TO CHECK RESISTANCE
BETWEEN DISCHARGER BASE MOUNT AND AIRFRAME section of the corrosion control
manual are not met (Ref. Model 1900 Airliner Series Corrosion Control Manual, P/N
114-590021-197, Chapters 23-60-01 and 23-60-02).
(2) If the static discharger is to be reused, do not discard the lock washer installed on each static
discharger.
G. Static Discharger Installation

NOTE: When installing new static discharger assemblies, discard the lock nut which is installed on
each new static discharger assembly. This lock nut is used merely as a retainer nut to ensure
against loss of the lock washer.
(1) To ensure proper function of the static dischargers, all threaded connections should be cleaned
with Toluol (Toluene) (18, Table 1, Chapter 91-00-00) prior to installation of the static dischargers.
(2) Apply one drop of Locktite 222 thread locker to the threads of the discharger and insert the
threaded connection, with the lock washer installed, into the base mount. Screw the discharger in
by hand until the lock washer is completely compressed.
Figure 201
Static Discharger Installation
Page 204
Nov 1/09 23-60-00
CHAPTER 24 - ELECTRICAL POWER

TABLE OF CONTENTS
SUBJECT PAGE
ELECTRICAL SYSTEM
24-00-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
AC Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
DC Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Battery Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Electrical Load Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Starter and Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
AC POWER AND CONTROL
24-20-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Power Select Relay Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Inverter Blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Fan Operational Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
DC GENERATION AND CONTROL
24-30-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Power Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Generator Control Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Voltage Regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Differential Voltage Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Reverse Current Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Overvoltage Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Overexcitation Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Field Flash Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Remote Trip Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Cross-Start Overload Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Bus Tie System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Voltage Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Overvoltage Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Generator Control Panel Test Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
Page 1

SUBJECT PAGE
STARTER-GENERATOR
24-30-01
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal (UA-1 and After, UB-1 and After, UC-1 thru UC-142) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Shaft Spline Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation (UA-1 and After, UB-1 and After, UC-1 thru UC-142). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Removal (UC-143 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Installation (UC-143 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Brush Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
GENERATOR CONTROL PANEL
24-30-02
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Voltage Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Field Sense Relay Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
BATTERY POWER AND CONTROL
24-31-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Maintenance Log . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Disconnection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Pre-Installation Instructions for Nickel-Cadmium Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Battery Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
BATTERY MONITOR
24-32-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Functional Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 2
May 1/11 24-CONTENTS

SUBJECT PAGE
EXTERNAL POWER AND CONTROL
24-40-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Connecting the Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Applying Ground Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Removing Ground Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Disconnecting the Ground Power Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
ELECTRICAL LOAD DISTRIBUTION
24-50-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Bus Conformity Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Triple Fed Bus Diodes, Operational Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Page 3

CH-SE-SU PAGE DATE
24-LOEP 1 Nov 1/13
24-CONTENTS 1 thru 3 May 1/11
24-00-00 1 thru 5 Nov 1/13
24-20-00 1 Nov 1/09
101 thru 103 Nov 1/09
201 Nov 1/09
24-30-00 1 thru 4 Nov 1/09
101 thru 113 Nov 1/09
24-30-01 201 thru 211 May 1/11
24-30-02 201 and 202 Nov 1/09
24-31-00 1 Nov 1/09
101 thru 104 Nov 1/09
201 thru 206 Nov 1/09
24-32-00 1 Nov 1/09
201 and 202 Nov 1/09
24-40-00 1 Nov 1/09
101 and 102 Nov 1/09
201 and 202 Nov 1/09
24-50-00 1 thru 9 Nov 1/09
201 thru 203 Nov 1/09
Page 1
24-LOEP Nov 1/13
ELECTRICAL POWER
ELECTRICAL SYSTEM
24-00-00

00
1. GENERAL
Direct current for the electrical systems of the airplane is supplied by two 30-volt, 300-ampere
starter-generators and either a 24-volt, 34-ampere hour battery or a 24-volt, 23-ampere hour battery.
Alternating current for certain engine instruments and for avionics is supplied by either one of two inverters.
Electrical system repair methods used on Beechcraft Corporation airplanes must be made in accordance with
the most current revision of the Federal Aviation Administration's “Aircraft Inspection and Repair” manual
AC43.13-1 and with the “Aircraft Alterations” manual AC43.13-2. Any components replaced and any wire,
cable, or terminals used in the maintenance of the electrical system must be of airplane quality. Any solder
connections must be made in an approved manner. Any solderless terminals or splices used must be applied
with tooling specified by the supplier.
A. AC Power
The AC power for the avionic equipment and the AC powered engine instruments is supplied by either
one of two inverters. The inverters are installed in the aft portion of each nacelle. The inverter operation
is controlled through an inverter select switch on the left outboard subpanel. Selection of either inverter
energizes the inverter power relay installed near that inverter to supply the operating DC power.
Operation and control of the inverters is discussed in greater detail in 24-20-00.
An AC volt/frequency meter has been provided for the purpose of monitoring inverter output and
performance. The meter is located in the overhead meter panel. (Ref. Figure 2). All AC operated
components are designed to operate within the range of voltage and frequency shown on the
volt/frequency meter.
B. DC Power
DC power from the generators and the battery is distributed to the various airplane systems by way of
three primary buses, two generator buses and the center/battery bus. The center/battery bus has a RH
side and a LH side located in each nacelle. Refer to the Wiring Diagram Manual to locate components
on this bus. Each generator is connected to its respective bus by a line contactor. Under normal
operation, all buses are tied together by bus tie relays. The bus tie relays are controlled by unidirectional
high current sensors; therefore, any bus can be isolated from the other buses should a fault condition
exist which would cause current flow through the bus to exceed a safe limit. An additional bus, triple fed
by all three power sources through blocking diodes, has been installed for the purpose of supplying
power to certain selected equipment. The hot battery bus is continuously powered to provide current to
certain lights and other equipment without the necessity of turning on the battery switch.
Two loadmeters and a voltmeter have been installed in the overhead meter panel (Ref. Figure 2) for
monitoring generator output. The voltmeter and select switch makes it possible to monitor voltages on
all the buses including external power at the plug.
Proper operation of the two generators in concert with each other demands that the generators are
properly controlled. Proper control of the generators is the responsibility of the generator control panels.
The control panels provide not only the necessary control functions such as voltage regulation,
equalization and load sharing, but certain protective functions as well. Reverse current protection,
overvoltage protection, overexcitation protection and cross-start overload protection are all provided for
by the control panels and will be discussed in greater detail in 24-30-00.
Page 1
24-00-00 Nov 1/13
C. Battery Power
Battery power is controlled through the battery switch located under the master switches gang bar with
the generator switches. When the battery switch is turned on, the battery relay closes and the battery is
connected to the triple fed bus through a 60-ampere feeder limiter and to the RH pitot heat through a
35-ampere feeder limiter. Primary control of the battery bus tie relay also occurs when the battery switch
is turned on and the bus tie relay closes connecting the battery to the center/battery bus.
The battery compartment is located in the top of the right inboard wing leading edge (Ref. Figure 3).
The hot battery bus is always connected to the battery when the battery is installed and cannot be
isolated from the battery. All equipment connected to the hot battery bus is fed through individual fuses
located in the battery compartment.
A thorough discussion and maintenance procedures of the battery system and its associated controls
will be found in 24-31-00.
D. External Power
The external power receptacle is located behind an access door on the lower surface of the left inboard
wing section and is used to connect external power to the airplane electrical system.
When the external power switch is turned on, the external power relay closes and external power is
applied to both generator buses and the center/battery bus. The battery and hot bus will not be
connected until the battery switch is turned on. An overvoltage sensor prevents the external power relay
from closing if a voltage in excess of 32vdc is connected to the external power receptacle. More
information on this system is detailed in 24-40-00.
Page 2
Nov 1/13 24-00-00
Figure 1
Electrical System Schematic
Page 3
24-00-00 Nov 1/13
Figure 2
Overhead Meter Panel
E. Electrical Load Distribution

Load distribution is the manner in which the various primary buses in the electrical system are loaded.
Each bus is broken down as to exactly what equipment is installed on the bus and the equipment power
requirements. AC load distribution is covered in this chapter as well as DC load distribution. This
information has been detailed in 24-50-00.
Page 4
Nov 1/13 24-00-00
Figure 3
Battery Compartment
F. Starter and Ignition

The starter and ignition circuits provide power to motor the engine and for ignition during engine starts.
By selection of the starter only mode, the starter can be used for motoring the engine to clear the engine
of excess fuel; however, under no circumstances should the intermittent duty cycle for the starter be
exceeded.
An annunciator is illuminated to indicate when power is applied to the igniters. More detailed information
on the ignition circuits will be found in Chapter 74-00-00.
Page 5
24-00-00 Nov 1/13
ELECTRICAL POWER
24-20-00

00
1. GENERAL
During normal operation, an inverter power select relay is energized and power is supplied from the
starter-generator bus. Should a fault occur that would interrupt power to that bus, the power select relay
would de-energize and operating power would be taken from the center bus of the airplane, precluding the
possibility of loss of an inverter due to failure of power sources.
On airplanes equipped with inverter cooling blowers, the blowers are wired in parallel with the inverter power
relays. As a result, any time an inverter power relay is energized, its respective cooling blower will be
operating.
A voltage-frequency meter is installed to monitor the inverter output. The meter is located in the overhead
meter panel. The meter monitors frequency, except when the button in the lower left corner of the meter is
pressed to monitor voltage.
The inverter select relay is energized when the number one inverter is selected and de-energized when the
number two inverter is selected. The inverter warning relay is energized open when either inverter is selected
to prevent the illumination of the inverter warning annunciator when the selected inverter is supplying
115 VAC. The inverter select relay and the inverter warning relay are located on the forward right equipment
panel. Pictorial coverage of the equipment panels is provided in Chapter 39.
The inverter system described here is the standard installation. The circuit diagram in the wiring diagram
manual provides the circuit routing of the DC and AC power for the standard airplane instrumentation.
Page 1
24-20-00 Nov 1/09
ELECTRICAL POWER
TROUBLESHOOTING
100100
1. INVERTER
When troubleshooting the inverter system, all electrically operated systems and components should be
turned off except the battery which must be turned on in order to power the inverters and associated controls.
When checking for continuity and resistance, all electrical power must be remove from the airplane. Failure to
do so may result in erroneous measurements and damage to test equipment (Ref. Figures 101 and 102).
A. Power Select Relay Check

A failure in one of the inverter power select relay circuits could go undetected for some time; therefore,
it is recommended that the following check be performed at regular intervals. Any results contrary to the
expected results of the check will indicate that a fault in the inverter power select relay or its associated
circuitry is present.
(1) Start both engines according to the Pilot’s Operating Handbook and FAA Approved Airplane Flight
Manual, and bring both starter-generators on the line.
(2) Place the BUS SENSE switch in the TEST position; center bus voltage should read zero;
starter-generator bus voltages should read 28 vdc.
(3) Set the INV SELECT switch to NO. 1; the FREQ/AC VOLTS meter should read 115 ± 3.5 volts at
400 ± 4 hz.
(4) Open the GEN 1 INV PWR SEL circuit breaker; the FREQ/AC VOLTS meter should read zero.
(5) Place the BUS SENSE switch in the RESET position closing the bus ties. The FREQ/AC VOLTS
meter should read 115 ± 3.5 volts at 400 ± 4 hz.
(6) Place the BUS SENSE switch in the TEST position opening all bus ties.
(7) Close the GEN 1 INV PWR SEL circuit breaker; the FREQ/AC VOLTS meter should read 115 ±
3.5 volts at 400 ± 4 hz.
(8) Set the INV SELECT switch to NO. 2; the FREQ/AC VOLTS meter should read 115 ± 3.5 volts at
400 ± 4 hz.
(9) Open the GEN 2 INV PWR SEL circuit breaker; the FREQ/AC VOLTS meter should read zero.
(10) Close the bus ties again by placing the BUS SENSE switch in the RESET position. The FREQ/AC
VOLTS meter should read 115 ± 3.5 volts at 400 ± 4 hz.
(11) Place the BUS SENSE switch in the TEST position.
(12) Close the GEN 2 INV PWR SEL circuit breaker; the FREQ/AC VOLTS meter should read 115
± 3.5 volts at 400 ± 4 hz.
(13) Shut down both engines according to the Pilot’s Operating Handbook and FAA Approved Airplane
Flight Manual.
Page 101
24-20-00 Nov 1/09
Figure 101
AC Power Schematic
Page 102
Nov 1/09 24-20-00
Figure 102
AC Power and Control
(Inverter Inoperative)
Page 103
24-20-00 Nov 1/09
ELECTRICAL POWER
200200
1. INVERTER BLOWER
A. Fan Operational Check

(1) Remove access panels 60 and 61 (UA-1 and After, UB-1 and After) or left and right access panels
4 (UC-1 and After) (Ref. Chapter 6-50-00, Wing Access Panels).
(2) Apply external electrical power (Ref. Chapter 24-40-00).
(3) Set the INV SELECT switch to NO. 1.
(a) Check inverter blower fan for operation and correct direction of flow (toward inverter).
(4) Set the INV SELECT switch to NO. 2.
(a) Check inverter blower fan for operation and correct direction of flow (toward inverter).
(5) Remove external electrical power.
(6) Install access panels 60 and 61 (UA-1 and After, UB-1 and After) or left and right access panels 4
(UC-1 and After) (Ref. Chapter 6-50-00, Wing Access Panels).
Page 201
24-20-00 Nov 1/09
ELECTRICAL POWER
24-30-00

00
1. GENERAL
The generator phase of operation is controlled through the generator control switches located under the
master switches gang bar with the battery switch. If the generator is taken off the line while the generator is
running, the generator control switch must be placed in reset in order to bring the generator back on the line.
The DC generation system makes use of DC starter-generators, power panels, generator control panels,
battery bus tie relay and current sensor, control switches, a voltmeter, load meters and annunciator lights and
the bus tie printed circuit board.
Proper operation of each of these components is essential to obtain satisfactory generator operation. Many
different component failures can result in similar generator system response, making it extremely difficult to
isolate a faulty component merely by analyzing the system responses. The generator provides electrical
power to recharge the airplane battery and operate the airplane electrical loads. These loads require a
constant voltage source for proper operation. The generator output is maintained at a constant level by
controlling the shunt field excitation. The interpole and compensating windings of the generator are in series
with the armature and provide a voltage proportional to the generator current.
A. Power Panel
The DC power panels, mounted on the LH and RH nacelle electrical equipment panels, contain in a
single package, the line contactor, bus tie relay, start relay, and the unidirectional high current sensor.
The loadmeter shunt and the bus tie limiter are mounted externally on the power panel. Each relay in
the power panels is equipped with auxiliary contacts which are used for various control and logic
functions.
B. Generator Control Panels

All phases of generator operation are controlled by the generator control panels which are mounted in
the center aisle subfloor just aft of the main spar. The generator control panels provide voltage
regulation, generator load sharing, differential voltage and reverse current sensing and control,
overvoltage and over excitation protection, the field flash circuit and cross-start overload protection
(Ref. Figure 1).
C. Voltage Regulation
The generator output voltage is sensed at the generator side of the generator line contactor and is used
to power the voltage regulator circuit of the control panel at pin J, as well as to sense input to the control
panel at pin B. The regulator circuit of the control panel supplies the generator field excitation current
required to supply current for the electrical loads and to maintain a bus voltage of 28.25 ± 0.25 vdc.
D. Differential Voltage Control

When the generator control switch is turned off, the power to the line contactor coil control power is
interrupted at pin H of the control panel, thus removing the generator from the bus. At the same time, a
ground signal is applied to the remote trip circuit at pin N of the control panel to trip the control panel's
internal field relay, which de-excites the generator.
Page 1
24-30-00 Nov 1/09
Equalization of the generators is accomplished by utilizing the voltage developed across the generator
interpole and compensating windings and is sensed by the control panel at pin D. The paralleling circuit
includes the LH and RH generator control panels. An interconnect between pins E on the control panels
completes the paralleling circuit. Equal load sharing is dependent upon equal resistance of the
generator winding and of the external circuitry. The generator control panels are designed to control the
generators and the load shared within 10% of the rating of one generator for total loads greater than
25%.
Figure 1
Generator Control Panels
E. Reverse Current Protection

The reverse current protection and differential voltage control are provided by the generator control
panels. Bus voltage is sensed at the bus side of the line contactor by control panel pin A. The generator
output voltage is sensed at the generator side of the line contactor by control panel pin B. Whenever the
generator is operating and the control switch is placed in the reset position, the generator output voltage
will rise to the regulated voltage. When the generator switch is placed in the on position, a voltage
output from pin H of the control panel will close the line contactor to connect the generator to the bus, if
the generator voltage is greater than bus voltage or not more than 0.5 vdc below bus voltage.
When the generator field becomes underexcited for any reason, or when the generator slows down to
where it can no longer maintain a positive load, the generator will begin to draw current from the
airplane bus. This current, termed REVERSE CURRENT, passes through the interpole and
compensating windings of the generator. The voltage developed by this current is sensed at pin D of the
generator control panel. When this voltage exceeds 0.5 volts, the generator control panel removes the
voltage from the coil of the line contactor, permitting the contactor to open, removing the generator from
the airplane bus.
Page 2
Nov 1/09 24-30-00
F. Overvoltage Protection
Overvoltage protection is provided by the generator control panel. In the event the output voltage
reaches 32.5 vdc, the overvoltage protection portion of the generator control panel will trip an internal
field relay and open the coil circuit of the line contactor. The overvoltage generator is thus de-excited
and isolated from the airplane bus.
Should a circuit fault occur which would supply generator output or bus voltage to the generator field, or
should the voltage regulation of one of the control panels fail, the affected generator would attempt to
assume the full electrical load. If the bus voltage were to rise above 28.25 ± 25 vdc reverse current
would begin to flow in the normally regulated generator and it would be removed, temporarily, from the
bus. Should the resultant voltage increase above 32.5 vdc in the affected generator, it will be removed
from the bus also and the non-affected generator can be reconnected to the bus. The resultant bus
voltage would depend upon the generator speed, the electrical load and the nature of the fault.
A positive test of this overvoltage function of the control panel is accomplished by applying generator
output voltage to pin P of the control panel through the overvoltage test switch. This activates the
overvoltage circuit which trips the internal field relay of the control panel and de-excites the generator.
At no time during this test will the generator actually go into overvoltage.
G. Overexcitation Protection
Overexcitation protection is provided by the generator control panel. This portion of the control panel will
activate in the event the generator load and speed conditions are such, or the nature of the fault is such,
that the generator voltage starts to increase without control, but does not go into overvoltage. Should
the generator load unbalance reach the designed limitation value, the circuitry will be activated to
remove the affected generator from the bus.
H. Field Flash Circuit

When the generator switch is placed in reset, the generator residual voltage from terminal B+ of the
starter-generator is applied to the generator field at terminal A+ through a low resistance circuit,
bypassing the regulator until the generator voltage builds up high enough for the voltage regulator to
effectively control the generator. Any time the generator control panel has been tripped for overvoltage
or the generator has a low residual voltage, reset must be used in order to bring the generator on the
line.
I. Remote Trip Function

When the generator control switch is turned off, a ground signal is applied to pin N of the control panel,
tripping the control panel internal field relay which opens the generator field and de-excites the
generator.
J. Cross-Start Overload Protection

The generator control panel has been designed to protect certain electrical system components from
damage in the event cross-starts are attempted. This is accomplished by way of the current limiting
feature of the control panel.
When the start switch is placed in start, the start signal is applied to pin S of the control panel and
disables the voltage regulator circuit, preventing the generator from being excited. Simultaneously the
start signal is applied to pin R of the opposite control panel and activates the current limiting circuit of
the opposite control panel, which protects the opposite generator from overload.
Page 3
24-30-00 Nov 1/09
K. Bus Tie System

A system of current sensors, bus tie relays and the bus tie printed circuit board is utilized to provide
protection in the event of a ground fault condition on one of the buses. Three sensors, one on the
center/battery bus and one in each power panel, monitor current flow between the buses. Any time
excess current is detected (approximately 275 amps) flowing through the current sensor in the reverse
direction back toward one of the buses, the sensor will open the coil of bus tie relay for that bus and the
faulted bus will be isolated from the rest of the system.
The generator bus tie printed circuit board initiates the closed mode activity of the bus tie system by
supplying energizing current to the coils of the generator bus tie relays, located in the power panels,
when the generator line contactors close. The generator bus tie control circuits of the bus tie pcb will
also be energized when an external power supply is connected and the external power switch and
battery switch are on. The generator bus tie relays can also be closed manually through the bus tie
switch. The battery bus tie relay closes automatically when the battery switch is turned on.
When a sensor detects high current on the bus it is controlling, it supplies a ground signal to its
respective bus tie deactivate circuit of the bus tie pcb and opens the coil circuit of its respective bus tie
relay. The bus tie relay will remain open until closed by placing the BUS SENSE switch in the RESET
position. During engine starts, the bus tie pcb disarms the high current sensors to prevent tripping of the
bus tie relays.
The bus tie system can be functionally checked by placing the test switch, located on the left outboard
subpanel, in the test mode which provides a 28 vdc signal to the test circuit of the sensors and simulates
a high current condition. The bus tie relays can be reset by placing the BUS SENSE switch in the reset
mode.
The bus tie switch, located on the left outboard subpanel, makes it possible to manually open the
generator bus ties when they are in the closed mode by opening the grounding circuits of the bus tie
relays. The circuits are restored to their closed state when the switch is placed in the NORM position.
Annunciators for L GEN TIE OPEN, R GEN TIE OPEN and BATT TIE OPEN are activated through the
annunciation circuits of the bus tie pcb. Additionally, the MAN TIES CLOSE annunciator is activated
when the GEN TIES switch is placed in the CLOSED position.
Page 4
Nov 1/09 24-30-00
ELECTRICAL POWER
TROUBLESHOOTING
100100
1. PROCEDURES
The starter-generator and controls troubleshooting is best accomplished by monitoring each of the control
panel inputs for proper response during various modes of operation and comparing these responses to those
of a normal system.
Table 101 contains detailed information on continuity and voltage measurements that may be expected at the
generator control panel of a normal system. The continuity checks should be performed with the control panel
disconnected, the battery off, external power off and the engines shut down.
The resistance values shown in the Table 101 are approximate values. It is not expected that these exact
values will be obtained during checkout; they should be used rather as a guide to locate open and short
circuits in the airplane wiring.
Usually, it should not be necessary to check each of the inputs given in Table 101 to isolate a defective
component. Checking the ground wires and one or two specific circuits is normally sufficient. The
troubleshooting charts in this chapter list the observed system fault and probable cause and identify the pins
of the generator control panel which should be monitored as well as the expected voltages. Many times the
description of the system malfunction is sufficient to indicate which circuits to check (Ref. Figures 103 thru
107).
A. Voltage Checks
A test jack on the RH inboard subpanel provides for sampling DC voltage during routine checks. If
voltage adjustments are to be made, voltage measurements should be taken at the jack provided on the
top of each generator control panel.
B. Overvoltage Check
An overvoltage protect-switch located on the generator control panel shelf of each control panel should
be used to test the overvoltage function of each control panel. Placing the test switch in the TEST
position applies bus voltage to pin P of the control panel. A good test of the overvoltage circuits of the
control panels results in the generator under test being removed from the line and de-excited; this
response is confirmed by residual voltage at pin B of the control panel. Any other response is indicative
of a fault in the control panel.
Page 101
24-30-00 Nov 1/09
Page 102
Nov 1/09 24-30-00
Figure 101
DC Generation and Control Schematic
Page 103
24-30-00 Nov 1/09
Page 104
Nov 1/09 24-30-00
Figure 102
Generator Control Panel Test Unit
Page 105
24-30-00 Nov 1/09
C. Generator Control Panel Test Unit

A “Generator Control Panel Test Unit Assembly” (P/N 1999/935) should be used to gain access to the
individual inputs and outputs of the generator control panel. A wiring schematic provides adequate
information for building the test unit (Ref. Figure 102).
CAUTION: Never connect or disconnect the generator control panel wiring harness plug when the
engine is running as this may damage the control panel.
The wiring harness plug is disconnected from the generator control panel and connected to the
receptacle of the test unit. The plug from the test unit is inserted into the receptacle of the generator
control panel, thereby completing the series attachment of the test unit to the control panel. Do not
connect the control panel when checking continuities.
A sensitive multimeter or volt/ohm meter, digital being preferred, capable of measuring voltages
accurate to within one percent, is connected to the test unit by way of the banana jacks on the face of
the test unit; proper polarity of these connections must be closely observed as both positive and
negative values will be measured. The alligator clip from pin G should be positively grounded to the
airplane structure.
Individual inputs or outputs are selected by rotating the knob on the rotary switch to the desired switch
position. A test switch in the unit applies a ground signal to pin E to check the operation of the equalizer
circuit. A push-to-test light provides information concerning the operation of the generator field sense
relay during engine start. During start, a dimly glowing test light is a normal indication; however, should
the light flash brightly, it may be assumed that the field sense relay is not closing and that the control
panel may have been damaged by the transient voltages generated during engine start. The test light
may only flash once and then burn out. Refer to the procedure to check the field sense relays
(Ref. 24-30-02, FIELD SENSE RELAY CHECK).
CAUTION: Never replace a damaged control panel until the proper operation of the field sense relay
has been confirmed.
All voltage measurements are made with one generator on and a 50 percent load. Since maximum
generator output is 300 amperes, enough electrical equipment should be turned on to establish
approximately 150 amperes of load on the electrical system. Refer to 24-50-00 for loads utilized by the
various electrical systems and components.
When checking the generator equalizer circuit for operation, a voltage drop of two or three volts at pin B
is an indication that the generator equalizer circuit is operating properly.
Page 106
Nov 1/09 24-30-00
Table 101
TROUBLESHOOTING
DC GENERATION AND CONTROL VOLTAGE
CONTINUITY VALUES AT CONTROL PANEL CONNECTOR
Pin Function Continuity Voltage
OFF RESET ON
A Bus Voltage Signal Input ∞ 26 26 28
B Gen Voltage Signal Input 1-5 ohms Residual 28 28
C Line Contactor Control Power ∞ 0 0 28
Input
D Interpole Voltage Continuity 0 0 -0.7
Signal Input
E Equalizer ∞ 0 0 -0.7
F Battery Input (Reset) ∞ 0 26 0
G Ground Continuity 0 0 0
H Line Contactor Control Output 40 ohms** 0 0 26
J Regulator Power Input 1-5 ohms Residual 28 28
K Gen Start-up Power Input (reset) ∞ 0 28 0
L Power Ground Continuity 0 0 0
M Regular Power Output 2-5 ohms 0 4 6
N Remote Trip Continuity 0 28 28
P Overvoltage ∞ 1 11 11
R Current Limiter input 300 ohms 0 0 0
S Start Signal Input 300 ohms 26* 0 0
NOTE: All voltage measurements are made with one engine running at 70% N1 and a 50% load.
The continuity checks should be performed with the control panel disconnected, the battery off,
external power off and the engines shut down.
* This value will be seen only during engine start and will be battery voltage.
** Some Power Panels may read high resistance due to a diode in series with the coil of the
relay.
Page 107
24-30-00 Nov 1/09
Figure 103
Troubleshooting
DC Generation and Control
Generator Does Not Reset
Page 108
Nov 1/09 24-30-00
Figure 104
Troubleshooting
Generator Does Not Come On Line
Page 109
24-30-00 Nov 1/09
Figure 105
Troubleshooting
Generators Do Not Share Loads
Page 110
Nov 1/09 24-30-00
Figure 106
Troubleshooting
Bus Ties Not Closing When Generator is Brought On Line
Page 111
24-30-00 Nov 1/09

Troubleshooting
Bus Ties Not Opening During Test
Page 112
Nov 1/09 24-30-00

Troubleshooting
Bus Ties Not Opening During Test
Page 113
24-30-00 Nov 1/09
ELECTRICAL POWER
24-30-01
STARTER-GENERATOR
200200
1. PROCEDURES
A. Removal (UA-1 and After, UB-1 and After, UC-1 thru UC-142)
(1) Remove the engine cowling (Ref. Chapter 71-10-00).
(2) Perform REMOVING GROUND POWER procedure (Ref. 24-40-00).
(3) Tag and disconnect the electrical leads from the starter-generator (Ref. Figure 201).
(4) Cut the safety wire, loosen the clamp and remove the air inlet cap from the aft end of 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 spline shaft engagement
or damage to the shaft shear section will result.
(5) Remove safety wire from the quick disconnect clamp.
(6) Loosen the T-bolt on the quick disconnect clamp which secures the starter-generator on the quick
disconnect mounting adapter.
(7) Open the clamp and remove the starter-generator from the mounting adapter.
(8) Remove and discard the packing from the splined drive shaft.
(9) Perform the STARTER-GENERATOR SHAFT SPLINE INSPECTION.
B. Shaft Spline Inspection

Whenever the starter-generator has been removed for any reason, the starter-generator shaft spline
(male) must be cleaned and inspected as follows:
CAUTION: It is extremely important not to allow contact between the oven cleaner and aluminum parts.
Oven cleaner is detrimental to aluminum.
(1) Apply a coating of oven cleaner (141, Table 1, Chapter 91-00-00) on a tooth brush, then utilizing
the tooth brush, apply the oven cleaner on the surface of the starter-generator shaft spline (male).
(2) Leave the cleaner on the surface for 15 to 30 minutes.
(3) Using a tooth brush, remove the debris from the male spline area.
(4) Use a wet (with water) cloth to remove any remaining debris and cleaning agent from the male
spline.
(5) Using a 10X power magnifying glass, inspect the starter-generator shaft spline (male) for damage
that may be the result of Electrical Discharge Damage (EDD) (Ref. Figure 202).
Page 201
24-30-01 May 1/11
NOTE: Electrical pitting or arcing damage is recognized by its characteristic crater like
indentations in the metal surfaces. The craters often have shiny floors (formerly molten
metal) and may be surrounded by expelled material and heat discoloration.
(6) If a black or reflective foreign material is observed, clean the area again as described in Steps (1)
thru (4), and reinspect to confirm that the pits are not mechanical damage or wear caused by
debris lodged between the male (starter-generator) spline and female (engine) spline.
(7) If any EDD pitting is identified on the male spline, do an oil patch test per Pratt and Whitney
Canada Service Bulletin No. 14318 and contact Hawker Beechcraft Corporation Customer
Support. If the starter-generator is to be reinstalled, record the pitting observed for future
reference.
Page 202
May 1/11 24-30-01
Figure 201
Starter - Generator Installation
Page 203
24-30-01 May 1/11
(8) If no electrical pitting has been found on the male spline, the starter-generator may be installed as
described in STARTER-GENERATOR INSTALLATION.
NOTE: Make sure the starter-generator male spline and surrounding areas are free of all cleaning
agents before installing the starter-generator. The cleaning agent is corrosive to aluminum
and may be removed with water.
Figure 202
View of Starter-Generator Shaft Electrical Discharge Damage (EDD)
C. Installation (UA-1 and After, UB-1 and After, UC-1 thru UC-142)
(1) Install a new packing on the starter-generator splined drive shaft (Ref. Figure 201).
CAUTION: It is mandatory that the starter-generator be fully supported from the time the unit is
placed in position, until the clamp is installed and properly torqued. The
starter-generator must never be allowed to support its own weight through the spline
shaft engagement or damage to the shaft shear section will result.
(2) Align the starter-generator with the mounting adapter and secure it in place with the
quick-disconnect clamp. Using an inspection mirror, ensure that the clamp groove fully captures
both mating flanges.
Page 204
May 1/11 24-30-01
(3) When the unit is properly positioned, torque the T-bolt retaining nut to 50 inch-pounds.
(4) Connect electrical wiring to the starter-generator according to tags or the appropriate Model 1900
or 1900C Airliner Wiring Diagram Manual.
(5) Torque #10 terminal stud nuts (2) 20 to 25 in/lbs (Ref. Figure 203).
(6) Torque the 3/8 inch terminal stud nuts (1) 220 to 235 in/lbs (Ref. Figure 203).
(7) Install the cooling cap on the aft end of the starter-generator, then install the clamp and secure
with safety wire.
(8) After the installation is complete, run the engine at idle speed for at least two minutes. Shut down
the engine and recheck the quick-disconnect clamp retaining nut for proper torque.
NOTE: If torque has fallen below 25 inch-pounds, loosen the quick-disconnect clamp, check the
starter-generator for proper alignment, and follow Steps (3) and (6) again to ensure proper
installation of the unit.
(9) Safety wire the T-bolt after the proper torque has been verified.
(10) Install the engine cowling (Ref. Chapter 71-10-00).
Page 205
24-30-01 May 1/11
1. 3/8 TERMINAL STUD NUTS

2. #10 TERMINAL STUD NUTS
A
1
2 2
DETAIL B
DETAIL A UC24B
100069AA.AI
Figure 203
Starter-Generator Terminal Studs (UA-1 and After, UB-1 and After, UC-1 thru UC-142)
Page 206
May 1/11 24-30-01
D. Removal (UC-143 and After)

(2) Perform REMOVING GROUND POWER procedure (Ref. 24-40-00).
(3) Remove protective nipples from the terminal adapter studs.
(4) Tag and disconnect the electrical leads from the starter-generator (Ref. Figure 201).
(5) Cut the safety wire, loosen the clamp and remove the air inlet cap from the aft end of 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 spline shaft engagement
or damage to the shaft shear section will result.
(6) Remove safety wire from the quick disconnect clamp.
(7) Loosen the T-bolt on the quick disconnect clamp which secures the starter-generator on the quick
disconnect mounting adapter.
(8) Open the clamp and remove the starter-generator from the mounting adapter.
(9) Remove and discard the packing from the splined drive shaft.
(10) Remove the three terminal adapters (4) for use on the new starter-generator (Ref. Figure 204,
Detail C).
(11) Perform the STARTER-GENERATOR SHAFT SPLINE INSPECTION.
E. Installation (UC-143 and After)

(1) Install a new packing on the starter-generator splined drive shaft (Ref. Figure 201).
CAUTION: It is mandatory that the starter-generator be fully supported from the time the unit is
placed in position, until the clamp is installed and properly torqued. The
starter-generator must never be allowed to support its own weight through the spline
shaft engagement or damage to the shaft shear section will result.
(2) Align the starter-generator with the mounting adapter and secure it in place with the
quick-disconnect clamp. Using an inspection mirror, ensure that the clamp groove fully captures
both mating flanges.
(3) When the unit is properly positioned, torque the T-bolt retaining nut to 50 inch-pounds.
(4) Install the three terminal adapters (4) (Ref. Figure 204, Detail C).
(5) Torque the Starter/Generator terminal adapter stud nuts (2) 220 to 235 inch-pounds (Ref. Figure
204).
(6) Connect electrical wiring to the starter-generator according to tags or the Model 1900/1900C
Airliner Wiring Diagram Manual.
Page 207
24-30-01 May 1/11
(7) Torque the 3/8 terminal stud nuts (1) 95 to 110 inch-pounds (Ref. Figure 204).
(8) Install the protective nipples onto the three terminal adapters studs.
(9) Torque #10 terminal stud nuts (3) 20 to 25 inch-pounds.
(10) Install the cooling cap on the aft end of the starter-generator, then install the clamp and secure
with safety wire.
(11) After the installation is complete, run the engine at idle speed for at least two minutes. Shut down
the engine and check the quick-disconnect clamp retaining nut for proper torque.
NOTE: If torque has fallen below 25 inch-pounds, loosen the quick-disconnect clamp, check the
starter-generator for proper alignment, and follow Steps (3) and (7) again to ensure proper
installation of the unit.
(12) Safety wire the T-bolt after the proper torque has been verified.
Page 208
May 1/11 24-30-01
1. 3/8 TERMINAL STUD NUTS

2. TERMINAL ADAPTER STUD NUTS
3. #10 TERMINAL STUD NUTS
4. TERMINAL ADAPTER
A
1
1
1 2 2
3 3
DETAIL C B
DETAIL B
DETAIL A UC24B
100111AA.AI
Figure 204
Starter-Generator Terminal Studs and Terminal Adapters (UC-143 and After)
Page 209
24-30-01 May 1/11
F. Brush Inspection
The starter-generator brushes are provided with a diagonal groove from one side of the contact surface
to a point on the opposite side which corresponds to the point of maximum permissible wear
(Ref. Figure 205). Brush wear can be estimated by the position of the groove on the contact surface. If
the wear grooves indicate any one is at, or near, 1/4 of its remaining life or if inspection reveals the need
for any other maintenance, the unit should be removed from the airplane and maintenance performed in
accordance with the applicable Lucas Aerospace (Lear Siegler) Component Maintenance Manual with
Illustrated Parts List for the particular model number unit.
NOTE: It should also be noted that, although cored brushes may cause the commutator to appear
grooved in the area of the brush cores, this unusual appearance of the commutator should not
be interpreted as cause for rejection unless any groove exceeds 0.020 inch. When brushes
are replaced, full brush seating is comprised of both coarse brush pre-seating by sanding
combined with final brush run-in by running the unit on a drive stand or operating the unit as a
motor (Refer to the applicable Lucas Aerospace (Lear Siegler) Maintenance Manual.
The frequency of brush inspection should be determined by the operator based upon experience with
individual units. The brushes must be replaced if the wear limit will be reached before the next
scheduled inspection.
Page 210
May 1/11 24-30-01
Figure 205
Starter-Generator Brush Wear Groove
(View from Drive End)
Page 211
24-30-01 May 1/11
ELECTRICAL POWER
GENERATOR CONTROL PANEL
24-30-02
200200
1. PROCEDURES
A. Removal
(1) Remove all electrical power from the airplane.
(2) Locate the generator control panel shelf in the center aisle subfloor immediately aft of the main
spar.
(3) Remove the electrical connector from the control panel.
(4) Remove the four retaining screws from the base of the control panel and lift the control panel out
of the subfloor.
B. Installation
(1) Position the control panel on the control panel shelf with the electrical receptacle pointing aft.
(2) Install the four retaining screws in the flange of the control panel base.
(3) Connect the electrical connector and restore power to the airplane.
(4) Check the generator output voltage using the control panel voltage jacks.
(5) If the generator voltage at the control panel is not 28.25 ± 0.25 vdc, refer to VOLTAGE
ADJUSTMENT in this section.
(6) Replace the floor panel after assuring proper generator output voltage.
C. Voltage Adjustment
NOTE: A test jack under the RH inboard subpanel provides for sampling DC voltage during routine
checks. This procedure requires that the voltage measurements be taken at the jack provided
on top of each generator control panel.
Anytime a voltage adjustment is required on one generator control panel, both units must be adjusted to
ensure proper parallel operation.
(1) Remove the cabin floorboard to access the generator control panels at FS 295.00.
(2) Remove the screw, washer and voltage adjustment access hole cover on both generator control
panels to expose each voltage adjustment screw.
(3) Connect a voltmeter to the voltmeter jacks located on the front of the RH generator control panel.
(4) A multimeter or volt/ohmmeter accurate within 1% should be used for electrical measurements. A
digital readout is preferred.
(5) Start the engines with procedures outlined in the Model 1900C Airliner Airplane Flight Manual.
(6) Set both engines N1 speed to 71 ± 1%.
Page 201
24-30-02 Nov 1/09
(7) Bring the RH starter-generator on-line by placing the RH generator control switch in the RESET
position; then release to ON.
(8) Place the generator bus tie switch in the OPEN position to open the generator bus tie relays.
(9) Insert a small screwdriver into the voltage adjustment screw access hole of the RH generator
control panel.
(10) Adjust the screw clockwise to increase, or counterclockwise to decrease output until a reading of
28.25 ± 0.25 vdc is obtained.
(11) Place the RH generator control switch in the OFF position.
(12) Bring the LH starter-generator on-line.
(13) Repeat the adjustment procedure for the LH generator control panel.
(14) Shut down the engines with procedures outlined in the Model 1900C Airliner Airplane Flight
Manual.
(15) Disconnect the voltmeter.
(16) Replace both voltage adjustment access hole covers and secure to the generator control panels
with the cover screws and washers.
(17) Install the floorboard panel.
D. Field Sense Relay Check

(1) Connect the generator control panel test unit between the control panel and the control panel plug.
(2) While monitoring the test lamp on the control panel test unit, turn on the battery and place the start
control switch in START.
(3) If the test lamp on the test unit flashes brightly then goes out, the field sense relay is not operating
properly. A continuously glowing test lamp during start is a normal indication.
Page 202
Nov 1/09 24-30-02
ELECTRICAL POWER
24-31-00

00
1. GENERAL
The airplane is equipped with a 20-cell, nickel-cadmium battery rated at 24 volts and 34 ampere-hours
(one-hour rate) or a 23-ampere-hour battery. The battery is installed in the RH inboard wing and is ventilated.
Vents located in the top surface of the wing and under the battery permit cooling of the battery during
operation and allow the escape of gases produced if an overcharge occurs.
The nickel-cadmium battery consists of a steel case containing a number of identical and individual cells
connected to each other in series and fitted side-by-side in the battery case. The cells are interconnected by
link bars. These bars are held in place on each cell by nuts on threaded terminals. The end cells are
connected by a solid or a flexible link to a terminal on one face of the battery case or to a terminal that
extends through the battery cover. The design of nickel-cadmium batteries allows for replacement of the
individual cells if one cell becomes damaged.
Service facilities for nickel-cadmium batteries must be separate from lead-acid battery facilities. The
electrolyte contained in nickel-cadmium batteries is a highly alkaline solution of potassium hydroxide and
water. This solution is a chemical “opposite” to the sulfuric acid contained in lead-acid batteries. Anything
associated with lead-acid batteries, including acid fumes, should never come in contact with a
nickel-cadmium battery or its electrolyte. If traces of sulfuric acid enter a nickel-cadmium battery, it can
become damaged permanently.
If the electrolyte becomes contaminated with tap water, acids or other non-compatible substances, poor
performance or complete failure of the battery will result. If a battery operates with damaged, missing or loose
vent caps, the result will be a low battery capacity caused by the loss of electrolyte.
Page 1
24-31-00 Nov 1/09
ELECTRICAL POWER
TROUBLESHOOTING
100100
1. PROCEDURES
Battery power is available to the hot battery bus whenever the battery is connected to its power cables
(Ref. Figure 101). When the battery switch is placed in the ON position, the battery relay and the battery bus
tie relay close, making battery power available to the triple fed bus, the RH pitot heat feeder, and the center
battery bus. The battery circuit breaker, located adjacent to the battery, protects the control power circuit to
the coil of the battery relay. The BAT position of the voltmeter select switch can be selected to monitor battery
voltage at the battery relay. For battery troubleshooting data (Ref. Figures 102, 103 and 104).
Figure 101
Battery Power Schematic
Page 101
24-31-00 Nov 1/09
Figure 102
Troubleshooting
Battery Power and Control
No Power on Busses
Page 102
Nov 1/09 24-31-00
Figure 103
Troubleshooting
Battery
Apparent Loss of Capacity or Frequent Addition of Electrolyte
Page 103
24-31-00 Nov 1/09
Figure 104
Troubleshooting
Battery
Excessive Spewage or Distorted Cell Cases
Page 104
Nov 1/09 24-31-00
ELECTRICAL POWER
BATTERY
200200
1. PROCEDURES
CAUTION: Service facilities for nickel-cadmium batteries must be entirely separate from those for lead-acid
batteries. Fumes from lead-acid batteries or small traces of sulfuric acid entering a
nickel-cadmium battery can damage it permanently.
Use not only separate filler equipment, but separate supplies of distilled water to avoid
contamination of the nickel-cadmium cells. Brushes, scrapers, cloths, tools or other implements
used to maintain lead-acid batteries must never be used on nickel-cadmium batteries.
Maintenance of the battery should be performed at regular intervals to obtain maximum service from the
battery. The battery must be removed from the airplane to perform the necessary servicing. A new battery
should be serviced at the first 100 flight-hours, and thereafter at the battery manufacturer’s
recommendations. However, if battery is subjected to exceptionally heavy use such as frequent engine
starting using the battery, or if the battery is operated at temperatures higher than what the manufacturer
recommends, the service interval should be reduced. Battery condition should be monitored by using a
battery maintenance log (Ref. Model 1900 Airliner Series Component Maintenance Manual,
P/N 114-590021-11).
For best operation and maximum life, nickel-cadmium batteries should be completely disassembled and all
components thoroughly inspected and cleaned at least once a year as outlined in the Model 1900 Airliner
Series Component Maintenance Manual, P/N 114-590021-11. For most applications, this maintenance can
be scheduled to coincide with a major inspection of the airplane itself. Since complete battery servicing
requires two days, an additional battery may be required to allow use of the airplane.
WARNING: The electrolyte is caustic and can cause serious burns if it comes into contact with the
skin. If electrolyte does contact the skin, the area should be flushed immediately with
large amounts of water, and neutralized with a 3% solution of acetic acid, vinegar, lemon
juice, or a 10% solution of boric acid. For treatment of electrolyte in the eyes, flush with
large amounts of water and contact a physician immediately.
A. Maintenance Log
Because of the importance of keeping track of the liquid level as well as the general state of charge and
condition of the battery, it is strongly advised that a maintenance log be kept of all service and
maintenance. Not only are careful records helpful in correcting battery malfunctions in normal servicing,
but they are vital to the substantiation of battery warranty claims. Refer to Table 201 for a sample format
of a service log.
B. Charging
All charging maintenance shall be performed according to the manufacturer’s instructions outlined in the
Model 1900 Airliner Series Component Maintenance Manual, P/N 114-590021-11.
Page 201
24-31-00 Nov 1/09
Table 201
Battery Maintenance Log
Catalog No. Serial No.
Date Installed: Installed On:
Removal
Date and End of CC Charge
Reason General Condition Voltage Range Electrical Level
Electrical Leak Check
Capacity
Remarks
Indicate:
M - Maint. Lowest Highest Average water added,
F - Failure Case Hardwa Cells reading reading hardware or cell
(Indicate and re and and Min. Max. replacements, burns or
Type) cover liners vents 1.50 1.70 discolorations, etc
Page 202
Nov 1/09 24-31-00
C. Disconnection
WARNING: Remove all watches, rings, and metal jewelry before attempting maintenance on the
battery. If metal articles contact the intercell connectors of opposite polarity, the
objects will fuse themselves to the connectors and result in severe burns to the
wearer.
(1) Remove battery access panel located on the top surface of the RH wing center section
(2) Check for installation and condition of the vent gasket on the battery access panel. Replace as
necessary.
(3) Cut the safety wire and remove the battery connector (1) from the battery (2). Install placard on the
connector stating “DO NOT CONNECT TO BATTERY” (Ref. Figure 201).
(4) Position the cable so it will not accidently make contact with the battery terminal.
D. Connection
wearer.
(1) If necessary remove battery access panel located on the top surface of the RH wing center section
(2) Connect the battery connector (1) to the battery (2) and safety wire (Ref. Figure 201).
(3) Install battery access panel located on the top surface of the RH wing center section (Ref. Chapter
6-50-00, WING ACCESS PANELS).
E. Removal
wearer.
(1) Remove battery access panel located on the top surface of the RH wing center section
(2) Check for installation and condition of the vent gasket on the battery access panel. Replace as
necessary.
(3) Cut the safety wire and remove the battery connector (1) from the battery (2) (Ref. Figure 201).
(4) Cut the safety wire and remove the hold down wing nuts (4), keeper (7) and washer (8) then push
the clevis (9) aside.
(5) Lift the battery (2) out of the battery box (3).
Page 203
24-31-00 Nov 1/09
(6) Check the gasket in the bottom of the battery box (3) for installation and condition, replace as
necessary.
(7) Check the Vent at the bottom of the battery box (3) for corrosion or obstruction, clean as
necessary.
F. Pre-Installation Instructions for Nickel-Cadmium Batteries

NOTE: Unless otherwise indicated by a red warning tag, nickel-cadmium batteries are shipped in a
completely discharged state, but with the proper amount of electrolyte in the cells.
Observe the following precautions to ensure maximum performance and protect the battery
warranty.
(1) Do not remove the shorting clip until just before the battery is to be charged. Batteries that have
had the shorting clip removed (even for a short period of time) must be considered to have an
unknown charge and require a complete discharge prior to charging and installation procedures.
(2) Inspect batteries shipped from the factory for shipping plugs in the vent holes of each battery cell.
The blunt aluminum screws that serve as shipping plugs must be removed prior to operation of the
battery. The bunson valves, included with the battery in a separate plastic bag, should then be
screwed into the vent cap assembly in place of the screw plugs. The bunson valves will release
excessive pressure to prevent cell rupture caused by gas accumulation.
NOTE: On batteries not equipped with the screw-type plugs and bunson valves, remove the
shipping plugs and clean the filler cap vent plugs as noted under battery cleaning
procedures. Tighten the cell vents with the vent plug wrench included with the battery.
(3) Check the terminal screws securing the cell links for tightness. Refer to the service sheet furnished
with the battery or to the manufacturer’s maintenance manual for the proper torque value.
(4) Before charging, determine that all cells are properly installed by making a cumulative voltage
check.
(5) After determining the battery is in good physical condition and is properly assembled, the
electrolyte level should be adjusted and the battery charged as outlined by battery charging
procedures.
G. Installation
wearer.
(1) If necessary remove battery access panel located on the top surface of the RH wing center section
(2) Position the battery (2) in the battery box (3) (Ref. Figure 201).
(3) Secure hold down bar (5) with the keepers (7), washers (8) and wing nuts (4). Tighten and secure
the wing nuts (4) with safety wire to the keepers (7).
(4) Connect the battery connector (1) to the battery (2) and safety wire.
Page 204
Nov 1/09 24-31-00
(5) Install battery access panel located on the top surface of the RH wing center section (Ref. Chapter
H. Battery Cleaning and Inspection

Reference the manufacturer’s instructions in the Model 1900 Airliner Series Component Maintenance
Manual, P/N 114-590021-11 for when to inspect and how to clean the battery. Always keep a record of
maintenance, service and condition in a battery maintenance log. Use the log to monitor battery
condition over time, and to decide if the battery needs a shorter maintenance interval than what is called
out in the manufacturer’s instructions.
Page 205
24-31-00 Nov 1/09
7
A
9
2
DETAIL B
3
1. BATTERY CONNECTOR
2. BATTERY
3. BATTERY BOX
4. WING NUT
5. HOLD-DOWN BAR 4
6. VENT
7. KEEPER
8. WASHER
9. CLEVIS
B
5
FWD
6
INBD
DETAILA
VIEW LOOKING DOWN
UC24B
070791AA.AI
Figure 201
Battery Installation
Page 206
Nov 1/09 24-31-00
ELECTRICAL POWER
BATTERY MONITOR
24-32-00

00
1. GENERAL
A battery charge current monitor is installed to provide a visual indication of an abnormal battery charge
current. The system annunciator light illuminates if conditions exist that cause the charge current to be higher
than normal. The battery may then be disconnected from the charging circuit, if necessary.
During normal operation, the idle current of the battery is less than one amp. It increases significantly above
the normal level when the battery is charged at an elevated temperature or from a high charge voltage. A high
idle current increases water consumption and may destroy the gas barrier (cellophane separator) between
the plates. Once a battery has sustained damage to the gas barrier, it will have a high idle current and will be
subject to thermal runaway. The battery monitor system provides an indication of the high current resulting
from high battery temperature, or high charging voltage, or gas barrier damage.
The battery monitor system consists of a 250-ampere shunt in the negative lead of the battery, a battery
charge current monitor, and a BATTERY CHARGE light (yellow) in the caution/advisory annunciator panel.
The shunt is located adjacent to the battery box (RH inboard wing). The current monitor module is installed
beneath the center aisle floor aft of the LH forward partition. For the shunt and the module maintenance
practices (Ref. Chapter 39-20-00).
Following an engine start, the BATTERY CHARGE light will illuminate for approximately five minutes or until
the charge current decreases to the reset level of the current monitor. The light will remain illuminated more
than five minutes if the trigger level of the monitor is set too low, or if the battery is in a low state of charge, or
has been discharging slowly. This illumination functions as a self-test of the battery charge monitor system.
After the BATTERY CHARGE light extinguishes, it should remain off unless a battery condition needs
monitoring or unless the battery idle current increases in response to an increase in electrical system voltage.
Such a voltage increase normally results from poor generator paralleling or load switching. The light may
illuminate for short intervals as the battery recharges until the generator speed is increased above cut-in
speed.
Page 1
24-32-00 Nov 1/09
ELECTRICAL POWER
BATTERY MONITOR
200200
1. PROCEDURES
The charge current monitor receives a signal from the battery shunt and provides 28 volts to illuminate the
BATTERY CHARGE light when the signal exceeds the trigger level. This trigger level corresponds to 8 ± 1
amp of battery charge current. The circuit will reset when the signal decreases by a set amount below the
trigger level. A six-second time delay in the monitor circuit prevents the illumination of the annunciator during
momentary recharges of the battery.
A. Functional Test
Calibration of the battery monitor system can be checked on the airplane by simulating a charge current
sufficient to trigger the current detector circuit. A circuit constructed to accomplish this function is shown
in Figure 201. It is recommended that system calibration be checked at regular intervals when the
battery is removed for service.
NOTE: The signal level is very low and susceptible to resistance imbalance in the shunt signal leads.
All connections in these leads must be clean and tight to prevent improper system calibration
and erratic operation.
Connect a variable 40-volt DC power supply; a variable 0 to 10- amp DC power supply; a ± 10 volt DC
voltmeter, two lamps (P/N 327), and a 250-amp 50-millivolt shunt (Ref. Figure 201). Test the battery
charge monitor circuit as follows:
(1) Apply 28 volts to pin 14. Set the 10-amp power source to 0 amps. The two lights (P/N 327) should
not illuminate.
(2) Apply 36 volts to pin 14. Apply 10 amps to the shunt. The two lights (P/N 327) should illuminate
after approximately six seconds. Connect the voltmeter to pin 13; the reading should be 35 ± 0.5
volts.
(3) Set the 10-amp power source to 0 amps. The two lights (P/N 327) should extinguish and the
voltage reading at pin 13 should be less than one volt.
(4) Apply 28 volts to pin 14. Connect the voltmeter to pin 5; the reading should be + 8 ± 2 volts.
(5) Increase the amperage at the 10-amp power source until the voltmeter reading at pin 5 switches to
-8 volts. The amperage reading should be 8 ± 1 amp. The two lights (P/N 327) should illuminate
approximately 6 seconds after the voltage at pin 5 switches from + 8 volts to -8 volts. Decrease the
amperage 0.5 amp. The voltage reading for pin 5 should switch to + 8 volts and the two lights (P/N
327) should extinguish. Connect the voltmeter to pin 13; the reading should be less than one volt.
Page 201
24-32-00 Nov 1/09
Figure 201
Battery Monitor Functional Test Circuit
Page 202
Nov 1/09 24-32-00
ELECTRICAL POWER
24-40-00

00
1. GENERAL
The external power receptacle is located immediately aft of the LH main gear door. The receptacle is
designed for use with an auxiliary ground power unit equipped with a standard AN plug. An overvoltage
sensor module circuit protects the airplane electrical system from an APU with reversed polarity or
excessively high output voltage. When an APU is connected to the receptacle, the sensor module utilizes
voltage from the hot battery bus to allow voltage to be delivered between the positive terminal and the small,
polarizing terminal of the APU plug to illuminate the EXTERNAL POWER annunciator light (green). The
annunciator light will be illuminated when the APU is turned ON or OFF if the APU is plugged into the
receptacle.
The external power relay and the overvoltage sensor PCB are located adjacent to the inverter in the LH
nacelle. The circuit breaker is located adjacent to the external power receptacle. Refer to Chapter 39-20-00
for further information on these components.
Page 1
24-40-00 Nov 1/09
ELECTRICAL POWER
TROUBLESHOOTING
100100
1. PROCEDURES
If APU polarity and voltage are correct, sensor output voltage is routed to the external power switch. When
the switch is placed in the ON position, the external power relay closes, supplying power to the center battery
bus (Ref. Figure 101). Control voltage from the small pin of the external power receptacle is routed through a
circuit breaker and the external power switch to the bus tie PCB to close the generator bus tie relays. Power
is then applied through these closed relays to the generator busses and the triple fed bus. In addition, small
pin voltage is routed to the select switch on the overhead meter panel to allow monitoring of APU voltage. If
the battery is not connected to its power cables, the battery switch must be placed in the ON position to
supply external power through the switch to close the battery bus tie relay and the battery relay. When these
relays are closed, external power is supplied to the hot battery bus and the RH pitot heat feeder. Refer to
Figure 102 for troubleshooting data.
Figure 101
External Power Schematic
Page 101
24-40-00 Nov 1/09
Figure 102
Troubleshooting
External Power and Control
No Voltage on Busses
Page 102
Nov 1/09 24-40-00
ELECTRICAL POWER
200200
1. PROCEDURES
The ground power unit used for engine starts or for ground operation without the engines running must be
capable of supplying load requirements without excessive voltage drop. The unit must be capable of
delivering up to 1000 amperes for one second and be capable of delivering up to 300 amperes continuously
at 24 to 30 volts. Use of an inadequate ground power unit can cause a voltage drop that is below the dropout
voltage of the external power relay and the starter relay. This will result in relay chatter or welded contacts.
CAUTION: Use only an auxiliary power source that is negatively grounded. If the polarity of the power source
is unknown, determine the polarity by using a voltmeter before connecting the power unit to the
airplane.
The output setting must not exceed 1000 amperes on external power sources with a higher
current-carrying capability. Any current in excess of 1000 amperes may overtorque the drive shaft
of the starter-generator or produce heat sufficient to shorten the life of the unit.
Voltage is required to energize the Avionics Master power relays to remove power from the
avionics equipment. Therefore, never apply external power to the airplane without first applying
battery voltage. If the battery is removed from the airplane or if the battery switch is to be placed
in the OFF position, connect the external battery in parallel to the external power unit prior to
energizing the auxiliary power unit.
If external power is to be used for ground maintenance, such as landing gear rigging, ensure that
every avionics unit is turned off.
The battery may be damaged if exposed to voltages higher that 30 volts for extended periods of
time.
A continuous load in excess of 350 amperes will damage the external power relay and the power
cables of the aircraft.
A. Connecting the Ground Power Unit

(1) Review the cautions above.
(2) Start the ground power unit and adjust the output to 28 ± 0.5 vdc with a maximum current output of
1000 amperes.
(3) Shut the ground power unit down.
(4) Open the ground power receptacle access panel.
(5) Connect the ground power unit electrical connector to the airplane ground power receptacle.
Page 201
24-40-00 Nov 1/09
B. Applying Ground Power

(1) If not previously accomplished, perform the CONNECTING THE GROUND POWER UNIT
procedure.
(2) Start the ground power unit.
(3) Rotate the voltmeter select switch to the EXT PWR position.
(4) Monitor the voltage of the ground power unit on the voltmeter for correct input voltage.
(5) Set the BATT switch to ON.
(6) Set the EXT PWR switch on the left outboard subpanel to the EXT PWR position.
(7) Perform the required maintenance actions.
C. Removing Ground Power

(1) Set the EXT PWR switch to OFF.
(2) Set the BATT switch to OFF.
(3) If no further use of ground power is required, perform the DISCONNECTING THE GROUND
POWER UNIT procedure.
D. Disconnecting the Ground Power Unit

(1) Ensure the REMOVING GROUND POWER procedure has been performed.
(2) Shut down the ground power unit.
(3) Disconnect the ground power unit electrical connector from the aircraft ground power receptacle.
(4) Close the ground power receptacle access panel.
(5) Position the ground power unit clear of the airplane.
Page 202
Nov 1/09 24-40-00
ELECTRICAL POWER
24-50-00

00
1. GENERAL
Table 1 provides the electrical load requirements of each item of electrical equipment on the airplane. All
resistance loads are calculated at 80% of normal bus voltage. Lamp loads are calculated at 87% of full load
current. To determine the total electrical load of the airplane, add the electrical load of the standard
equipment to the load of the optional equipment installed in the airplane. The total load shall not exceed 90%
(540 amperes) of the total generating capacity of the two 30-volt, 300-ampere starter-generators. When an
item of equipment functions in more than one system, the load value per unit listed in the Table represents
the highest value required to operate that item. Each generator supplies half of the load of the triple fed bus
when both generators are operating with the bus ties closed.
Table 1
Electrical Load Distribution
Equipment No. Units Load Ea. Unit Cruise Load Notes
Used (Amps DC) (Amps DC)
Hot Battery Bus (W214)
LH Fire Extinguisher 1 3.00
RH Fire Extinguisher 1 3.00
Cabin Fluorescent Lights 2 0.245 0.49
Door Lock Illumination Lamp 1 0.17
Door Post Lights 2 0.17
Door Entry Light 1 0.17
RH Firewall Shutoff Valve 1 2.00
LH Firewall Shutoff Valve 1 2.00
Step Illumination Light 1 0.30
Cargo Compartment Lights 4 .30
Over-Aisle Entry Light 1 0.30 0.30
Cockpit Emergency Lights 4 0.17 0.68
Baggage Compartment Light 1 0.67 0.67
Overvoltage Sensor and Advisory Light PCB 1 0.01 0.01
Battery Relay 1 0.35 0.35
External Power Relay 1 0.50
RH Pitot Heat 1 5.40 5.40 Bus (W309)
Cabin Reading Lights 4 0.30 1.20
Hot Battery Bus Total 9.1
Page 1
24-50-00 Nov 1/09
Table 1
Electrical Load Distribution (Continued)
LH Generator Bus (A184W2)
Flap Motor 1 16.00
Flap Position Transmitter 1 0.08 0.08
Flap Position Indicator 1 0.08 0.08
Chip Detector Warning Lights 4 0.04
Flight Instrument Light Control 1 0.05 0.05
Flight Instrument Lights 18 0.024 0.43
RH Pneumatic Bleed Air Shutoff Valve 1 0.80 0.80 1
RH Bleed Air Control Relay 1 0.30 0.30
Fwd Vent Blower Relay - Low 1 0.35 0.35
LH Wing Fuel Vent Heater 1 2.25
RH Environmental Bleed Air Shutoff Valve 1 1.25 1.25
RH Precooler-Through Valve 1 1.00 1.00
LH Ice Vane Actuator 1 3.00 1.00
RH Ice Vane Actuator 1 3.00
RH Precooler Bypass Valve 1 1.00
LH Bleed Air Control Relay 1 0.30 0.30
Aft Vent Blower Relay - Low 1 0.35 0.35
No. 1 Inverter Power Select Relay 1 0.27 0.27
No. 1 Inverter Power Relay 1 0.27 0.27
Inverter-Select Relay 1 0.09 0.09
No. 1 Inverter 1 6.58 6.58
Pilot's Windshield Anti-ice Controller 1 0.30 0.29
Pilot's Windshield Anti-ice High Heat Relay 1 0.35
Pilot's Windshield Anti-ice Relay 1 42.7
Pwr Steering Pump Motor 1 24.00
Avionics Bus No. 2 1 11.61 7.53
Fwd Vent Blower Motor 1 21.00 21.00
Fwd Vent Blower Relay - High 1 0.35 0.35
Brake Deice Control Relay 1 0.30
Flap Motor Relay 1 0.95
Page 2
Nov 1/09 24-50-00
Table 1
Flight Hour Meter 1 0.25 0.25
LH Landing Light 1 8.93
Lower Rotating Beacon 1 3.60 3.60
Upper Rotating Beacon 1 3.60 3.60
Tail Floodlights (OPT) 2 2.68
Tail Floodlights (OPT) 4 2.67
RH Firewall Fuel Shutoff Valve 1 2.00
Pilot's Windshield Anti-ice Relay 1 0.35
Anti-skid Pump 1 15.00
Power Steering Relay 1 0.30
Power Steering Pump Relay 1 0.60
Power Steering Actuator 1 1.00
Power Steering Solenoid Valve 1 1.5
Power Steering Signal Amplifier 1 0.620
Autofeather Control Relay 2 0.30
L Bus Tie Relay 1 0.58 0.58
Autofeather Dump Solenoids 2 0.8
Autofeather Control Relays 2 0.30
Pilot's Map Light 1 0.34 0.34
Pilot's Control Wheel Clock 1 0.003 0.003
Copilot's Control Wheel Clock 1 0.003 0.003
Copilot's Map Light 1 0.34 0.34
Engine Instrument Lights Dimmer 1 0.05 0.05
Engine Instrument Lights Control 1 0.05 0.05
Engine Instrument Lights 26 0.04 1.04
LH Generator Bus Total 52.23
RH Generator Bus (A185W2)

Antiskid Control Unit 1 0.54
Antiskid Pump Relay 1 0.27
Page 3
24-50-00 Nov 1/09
Table 1
Antiskid Solenoid Valve 1 1.5
Electric Trim Disconnect Relay 1 0.09 0.09
Synchrophaser Control Box 1 1.00 1.00
Overhead Floodlight 1 0.30 0.30
Overhead Floodlight Control 1 0.05 0.05
Subpanel and Pedestal Light Control 1 0.05 0.05
Cabin Fluorescent Lights 9 0.245 2.20
RH Landing Light 1 8.93
LH and RH Recognition Lights 2 2.68
Spar Cover Lights 4 0.14 0.56
Cabin Reading Lights 18 0.30 5.4
No Smoking/Fasten Seat Belt Signs Lights 2 0.1 0.2
Prop Sync Caution Light 4 0.04 0.16
Air Cond. Clutch 1 3.28 3.28
RH Fuel Vent Heat 1 2.25
N1 Speed Sensor PCB 1 0.10 0.10
Fwd and Aft Hot Gas Bypass Valves 2 1.20 2.40
Wing Strobe Lights 2 1.20 2.40
Tail Strobe Light 1 1.50 1.50
Alternate Static Port Heat 2 1.60 3.20
Stall Vane Heater 1 9.40 9.40
No. 2 Inverter 1 6.58 6.58
No. 2 Inverter Power Relay 1 0.27
No. 2 Inverter Power Select Relay 1 0.27 0.27
Copilot's Windshield Anti-ice 1 42.70
Copilot's Windshield High Heat Relay 1 0.35 0.35
Copilot's Windshield Anti-ice Control 1 0.30 0.30
Avionics Bus No. 3 1 3.91 3.91
Copilot's Windshield Anti-ice Control Relay 1 0.35 0.35
Aft Vent Blower Relay - High 1 0.35 0.35
Aft Vent Blower Motor 1 21.00 21.00
Page 4
Nov 1/09 24-50-00
Table 1
Antiskid Relay 1 0.30
Electroluminescent Panels Power Supply 1 1.5 1.5
LH Firewall Shutoff Valve 1 2.00
RH Bus Tie Relay 1 0.58 0.58
Subpanel and Pedestal Lights 16 0.04 0.64
Condenser Blower Relay 1 0.60 0.60
RH Loadmeter Light 1 0.05 0.05
LH Loadmeter Light 1 0.05 0.05
Voltmeter Light 1 0.05 0.05
Ammeter Light 1 0.05 0.05
RH Generator Bus Total 68.92
Triple Fed Bus (W217)

RH Start Relay 1 1.85
RH Start Control Relay 1 0.09
RH Field Sense Relay 1 0.09
Cabin Pressure Preset Solenoid Valve 1 0.21 0.21
Aural Annunciator Amplifier 1 1.00 1.00
Cabin Pressure Dump Solenoid Valve 1 0.90
Landing Gear Downlock Solenoid 1 0.25 0.83
Ram Air Door Solenoid Valve 1 0.21 0.21
LH Environmental Bleed Air Shutoff Valve 1 1.25 1.25
LH Precooler-Through Valve 1 1.00 1.00
LH Precooler Bypass Valve 1 1.00 1.00
LH Pneumatic Bleed Air Shutoff Valve 1 0.80 0.80 1
Bleed Air Control Relay 1 0.30 0.30
Cabin Air Temperature Indicator 1 0.33 0.33
Cabin Temperature Control Box 1 0.10 0.10
Air Cycle Machine Bypass Valve 1 2.00 2.00
Ejector Bypass Valve 1 2.00 2.00
Page 5
24-50-00 Nov 1/09
Table 1
Air Duct Temperature Sensor 1 0.15 0.15
Landing Gear Handle Light 2 0.04
Avionics Load Bus No. 1 1 8.12 4.04
LH Pitot and Static Heat Element 1 5.40 5.40
Relay Panel No. 8, Landing Gear Control 1 0.30
Landing Gear Control Assembly 1 0.09
Landing Gear Power Pack Selector Valve 1 1.0
LH Fuel Quantity 1 0.03 0.03
LH Low Fuel Level Sensor 1 0.20 0.20
Fuel Cross Transfer Valve 1 1.42 1.42
Pilot's Encoding Altimeter 1 0.10 0.10
Avionics Master Relay 3 0.50 2
Annunciator Control Card 1 0.06 0.06
LH Fuel Flow Indicator and Transmitter 1 0.43 0.43
LH Oil Temperature and Pressure Indicator 1 0.15 0.15
LH Low Fuel Feed Sensor 1 0.20 0.20
LH Oil Pressure Indicator and Transmitter 1 0.05 0.05
Fire Detector Control 2 0.07 0.14
LH Igniter Exciter 1 1.00
LH Start Relay 1 1.85
LH Field Sense Relay 1 0.09
LH Start Control Relay 1 0.09
Stall Warning Lift Computer 1 2.00
Landing Gear Control Relay 1 0.09
Pilot's Turn and Slip Indicator 1 0.50 0.50
Cabin Fluorescent Lights - Partial 2 0.245 0.49
Prop Deice Timer 1 0.285 0.285
Automatic Prop Deice Control Relay 1 0.35 0.35
Cabin Reading Lights - Partial 4 0.30 1.20
Instrument Indirect Lights 10 0.17 1.70
RH Fuel Flow Indicator and Transmitter 1 0.43 0.43
Page 6
Nov 1/09 24-50-00
Table 1
RH Oil Temperature and Pressure Indicator 1 0.05 0.05
RH Propeller Governor Solenoid 1 0.80
LH Propeller Governor Solenoid 1 0.80
Propeller Governor Test Relay 2 0.30
RH Igniter Exciter 1 1.00
RH Low Fuel Feed Sensor 1 0.20 0.20
RH Low Fuel Level Sensor 1 0.20 0.20
RH Fuel Quantity 1 0.03 0.03
Triple Fed Bus Total 28.84
Center Battery Bus (A184W3 and A185W3)

Condenser Blower Motor 1 50.00 50.00
Deice Distribution Valve 1 3.50 0.04
Windshield Wiper Motor 1 6.00 6.00
LH and RH Manual Prop Deice Relay 2 0.27
LH and RH Wing Navigation Lights 2 0.92 1.84
Tail Navigation Light 1 1.02 1.02
Wing Ice Lights 2 1.43 2.86
Taxi Light 1 8.93
Inverter No. 1 and 2 Relay 1 6.58
RH Prop Deice Heater 1 28.00 28.00
LH Standby Fuel Pump 1 10.00
Voltage Regulator 2 0.60 1.20
Generator Reset 1 0.09
Landing Gear Motor 1 180.00
LH Prop Deice Heater 1 28.00
No. 1 Inverter Power-Select Relay 1 0.27 0.27
Inverter-Select Relay 1 0.09 0.09
Page 7
24-50-00 Nov 1/09
Table 1
RH Standby Fuel Pump 1 10.00
Center Battery Bus Total 91.86
Avionics Bus No. 1

No. 1 Comm (Receiver) 1 0.51 0.51
No. 1 Comm (Transmit) 1 5.10 1.02
No. 1 Nav 1 0.80 0.80
No. 1 Glidescope 1 0.51 0.51
Marker Beacon 1 1.20 1.20
Avionics Bus No. 1 Total 4.04
Avionics Bus No. 2

No. 2 Comm (Receiver) 1 0.51 0.51
No. 2 Comm (Transmit) 1 5.10 1.02
No. 1 ADF 1 1.00 1.00
Radar 1 3.50 3.50
No. 2 Transponder 1 1.50 1.50
Avionics Bus No. 3

No. 2 Nav 1 0.80 0.80
No. 2 Glidescope 1 0.51 0.51
No. 1 DME 1 1.10 1.10
No. 1 Transponder 1 1.50 1.50
Page 8
Nov 1/09 24-50-00
Table 1
AC Equipment
LH Torque Pressure Indicator 1 6.00 6.00
RH Torque Pressure Indicator 1 6.00 6.00
RH Torque Transmitter 1 6.00 6.00
LH Torque Transmitter 1 6.00 6.00
AC Inverter Warning Light Relay 1 8.30 8.30
Autopilot Gyro - Horizontal 1 41.30 41.30
Servo Amplifier 1 2.60 2.60
Total AC Load 76.20
NOTE
1. Energized when the bleed air switch is set to OFF.
2. Energized when the avionics master switch is set to OFF.
Page 9
24-50-00 Nov 1/09
ELECTRICAL POWER
200200
1. PROCEDURES
Open limiters and diodes cannot be detected easily during the normal operation of the airplane electrical
system. However, the voltmeters can be used for operational checks of the electrical system. The following
procedures should be performed after electrical system maintenance has been performed. Ensure that all
electrical equipment, including avionics, is turned off.
A. Bus Conformity Check

(1) Set the battery switch to the OFF position and read battery voltage by placing the voltmeter select
switch to the BAT position. The voltmeter should indicate zero volts for all other positions of the
switch.
(2) Set the battery switch to the ON position and the GEN TIES switch in the OPEN position. The
voltmeter should indicate battery voltage when the select switch is set to the BAT position, or
slightly less than battery voltage when the switch is set to the TRIPLE BUS position. Select the
CENTER BUS position; the voltmeter should indicate battery voltage if the battery bus tie is
closed. Select the L GEN and the R GEN positions; each position should result in a zero voltage
indication if the bus ties are open.
(3) Set the GEN TIES switch to the CLOSE position. The MAN TIES CLOSE annunciator (green)
should illuminate. The R GEN TIE OPEN and the L GEN TIE OPEN annunciator lights (yellow)
should extinguish. The voltmeter should indicate battery voltage corresponding to the BAT
position, the L GEN position and the R GEN position of the voltmeter select switch. Select the EXT
PWR position; the voltmeter should indicate zero volts. Both loadmeters should indicate zero
percent.
(4) Set the BUS SENSE switch to the TEST position and release. The annunciators labeled L GEN
TIE OPEN, R GEN TIE OPEN, and BATT TIE OPEN should illuminate. Set the voltmeter select
switch to the BAT position; the voltmeter should indicate battery voltage. Select the TRIPLE BUS
position; the voltmeter should indicate slightly less than battery voltage. The voltmeter should
indicate zero volts for all other positions of the select switch.
(5) Set the BUS SENSE switch to the RESET position and release. The annunciators labeled L GEN
TIE OPEN, R GEN TIE OPEN, and BATT TIE OPEN should extinguish.
(6) Start the RH engine. Set the RH generator switch to the RESET position, then to the ON position
after RH engine power is set to HIGH IDLE. All busses should now be powered.
(7) Rotate the voltmeter select switch to L GEN and R GEN. The voltmeter should indicate 28.25 ±
0.25 volts corresponding to each switch position. Select the BAT position; the voltmeter should
indicate generator voltage.
(8) Start the LH engine. Set the LH generator switch to the RESET position, then to the ON position
after setting LH engine power to HIGH IDLE. RH load meter and LH load meter indications should
be approximately equal.
(9) Turn on electrical equipment sufficient to result in a 50% load indication on the RH load meter.
Page 201
24-50-00 Nov 1/09
(10) Set the GEN TIES switch to the OPEN position. The annunciator lights labeled L GEN TIE OPEN
and R GEN TIE OPEN should illuminate.
(11) Set the LH generator switch and the battery switch to OFF. Rotate the voltmeter select switch to
the L GEN position. The voltmeter should indicate zero volts. Select the R GEN position; the
voltmeter should indicate 28.25 ± 0.25 volts. Select the BAT position; the voltmeter should indicate
battery voltage.
(12) Set the LH generator switch to RESET and then to ON. Set the RH generator switch to OFF. The
voltmeter should indicate battery voltage as in Step (11). Set the select switch to L GEN; the
voltmeter should indicate 28.25 ± 0.25 volts. Set the select switch to R GEN; the voltmeter should
indicate 0 volts. Set the GEN TIES switch to the NORM position. The bus ties should close
automatically and the voltmeter should indicate 28.25 ± 0.25 volts DC.
(13) Set the RH generator switch to RESET and then to ON. Set the GEN TIES switch to OPEN and
open the circuit breakers labeled NO. 1 INV PWR SEL and NO. 2 INV PWR SEL (located on the
RH circuit breaker panel). Set the inverter select switch to the NO. 1 position, the NO. 2 position,
and the OFF position. Zero voltage corresponding to each switch position should be indicated on
the AC voltage/frequency meter.
(14) Set the GEN TIES switch to the NORM position. Ensure that the inverter select switch is in the
OFF position. The AC voltage/frequency meter should indicate zero volts and the INSTR INV
annunciator (red) should illuminate.
(15) Set the inverter select switch to the NO.1 position. The AC voltage/frequency meter should
indicate 115 vac and 400 Hz. The meter should also indicate 115 vac and 400 Hz for the No.2
position. Turn the inverter select switch OFF.
(16) Reset the NO.1 INV PWR SEL and the NO.2 PWR SEL circuit breakers. Set the inverter select
switch to NO. 1 and NO. 2. The AC voltage/frequency meter should indicate 115 vac
corresponding to each position of the inverter switch. The torquemeter and other equipment
utilizing 26 vac should be operational.
Page 202
Nov 1/09 24-50-00
B. Triple Fed Bus Diodes, Operational Check

The circuit of each power source that feeds the triple fed bus incorporates a blocking diode mounted on
a heat sink assembly. It is important to verify that continuity, in one direction only, exists through each
diode to ensure that the triple fed bus can be fed by each power source individually, if necessary. The
following operational check should be performed to coincide with periodic detailed inspections of the
airplane.
(1) Set the battery switch to ON and set the GEN TIES switch to OPEN. Set the voltmeter select
switch to TRIPLE BUS. The voltmeter should indicate slightly less than battery voltage. Press the
annunciator test switch; the annunciator lights should illuminate.
(2) Set the voltmeter select switch to the R GEN and L GEN positions, these buses should read zero
volts if the diodes have not shorted.
(3) Start the RH engine. Set the RH generator switch to the RESET position and release to the ON
position. Set the battery switch to OFF. The triple bus should read slightly less than generator
voltage. Turn the battery switch ON for LH engine start.
(4) Start the LH engine. Set the LH generator switch to RESET and release to ON. Set the RH
generator switch in the OFF position. The triple bus should read slightly less than generator
voltage. Press the annunciator test switch; the annunciator lights should illuminate.
Page 203
24-50-00 Nov 1/09
CHAPTER 25 - EQUIPMENT/FURNISHINGS
TABLE OF CONTENTS
SUBJECT PAGE
FLIGHT COMPARTMENT - SEATS
25-10-00
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
PASSENGER COMPARTMENT - SEATS
25-20-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Track Wear Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Corrosion on the Seat Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Sidewall Folding Passenger Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Bench Type Passenger Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Passenger Seat Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Passenger Seat Bottom Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
PASSENGER COMPARTMENT - CARPET
25-20-01
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
PASSENGER COMPARTMENT SIDEWALL UPHOLSTERY
25-20-03
Escape Hatch Upholstery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .201
Page 1
CHAPTER 25 - EQUIPMENT/FURNISHINGS
SUBJECT PAGE
EMERGENCY LOCATOR TRANSMITTER (ELT)
25-60-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Narco Battery Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Dorne and Margolin Battery Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Testing the Emergency Locator Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Page 2

CH-SE-SU PAGE DATE
25-LOEP 1 May 1/11
25-CONTENTS 1 and 2 May 1/11
25-10-00 201 Nov 1/09
25-20-00 201 thru 208 Nov 1/09
25-20-01 201 and 202 Nov 1/09
25-20-03 201 and 202 May 1/11
25-60-00 1 and 2 Nov 1/09
201 thru 204 Nov 1/09
C5 Page 1
25-LOEP May 1/11
EQUIPMENT/FURNISHINGS
FLIGHT COMPARTMENT - SEATS
25-10-00
200200
1. PROCEDURE
A. Removal
NOTE: On airplanes with the half length curtains, the flight compartment seats are moved aft for
removal. On airplanes with the optional solid partition, the seats must be moved forward for
removal. Before removing the pilot's seat, lower the seat to its lowest position and place the left
armrest down prior to removal. If the pilot's seat is not lowered, or if the left armrest is up when
the seat is moved forward, components of the fuel control panel may be damaged.
(1) Remove the fire extinguisher from the floor behind the pilot's seat.
(2) Remove the seat stops at the end of each seat track.
(3) Move the seat forward (or aft) until it clears the mounting track.
NOTE: On airplanes with the optional solid partition, the seats will not clear the compartment door
in the upright position. To remove a seat from the compartment, place the armrests up,
turn the seat on its side, and work it through the door.
B. Installation
(1) Place the seat in position and align the seat guide with the mounting tracks.
CAUTION: Lower the seat to its lowest position and place the left armrest down before sliding the
seat into position. Take care not to force the seat against the fuel control panel during
installation.
(2) Release the fore and aft adjustment lock and slide the seat into the desired position. Engage the
fore and aft lock making certain it holds the seat firmly in place.
(3) Replace the seat stops at the end of each track.
(4) Replace the fire extinguisher behind the pilot's seat.
Page 201
25-10-00 Nov 1/09
PASSENGER COMPARTMENT - SEATS
25-20-00
200200
1. PROCEDURES
A. Track Wear Limits

As the seat tracks wear, their strength is reduced. Refer to Figure 201 for acceptable wear limitations
which have been established for the passenger compartment seat tracks.
If gouging or chaffing is present and the depth does not exceed the values shown in Figure 201,
proceed with the following repair procedure.
• Remove any sharp edges using aluminum oxide sandpaper. Do not sand any deeper than
the initial gouge or chafe.
• Apply Alodine 1200 or 600 on any exposed surface.
If the minimum and maximum limitations shown in Figure 201 can not be met, contact Hawker
Beechcraft Corporation Technical Support.
B. Corrosion on the Seat Track

If corrosion is found on the seat tracks, refer to Chapter 20-09-00 for information on corrosion removal.
Inspect each seat track. Refer to Figure 201 for acceptable corrosion limitations, which have been
established for the passenger compartment seat tracks.
If the minimum and maximum limitations shown in Figure 201 can not be met, contact Hawker
Beechcraft Corporation Technical Support.
C. Removal
CAUTION: Care should be taken when removing the passenger compartment seats. Excessive
damage to the seat track may lead to a costly seat track repair or replacement.
(1) Unlock the seat from the floor and side track at the sleeved retainers built into the chair legs
(Ref. Figure 202).
(2) Remove the seat from the track.
D. Installation
(1) Inspect the seat tracks for wear and corrosion. Refer to the PASSENGER SEAT TRACK WEAR
LIMITS and CORROSION ON THE SEAT TRACKS procedures in this section (Ref. Figure 202).
CAUTION: Care should be taken when installing the passenger compartment seats. Excessive
(2) Locate forward foot of seats at index points painted on the floor and side tracks.
(3) Lock the seat into the tracks with the sleeved retainers built into the chair leg.
Page 201
25-20-00 Nov 1/09
SEAT TRACK LUG REF Y

.45 OVER LUG REF
Y
0.03 WIDE BY 0.06 DEEP MAX
IN CUTOUT AREA NOT OVER LUG
MAX 0.050 WEAR COMBINED ALLOWED 0.050 MAX WEAR ALLOWED

ON UPPER AND LOWER SURFACE
e.g. AS SHOWN BELOW:
0.02 + 0.03 = 0.050 MAX
0.065 MIN
(0.020 IN
FROM EDGE)
0.03 REF
0.297 MIN
0.02 REF
0.02 REF
0.03 MAX (IN FROM EDGE)
Y-Y
UE53B
990997AA.AI
VIEW
Figure 201
Passenger Compartment Seat Track Wear Limits
Page 202
Nov 1/09 25-20-00
Figure 202
Passenger Seat Installation
Page 203
25-20-00 Nov 1/09
2. SIDEWALL FOLDING PASSENGER SEAT
A. Removal
CAUTION: Care should be taken when removing the passenger compartment seats. Excessive
(1) Remove the connecting bolts from the side mounting rings on the airplane sidewall.
(2) Unlock the seat from the floor track at the sleeved retainer built into the chair leg.
(3) Remove the seat from the floor tracks.
B. Installation
LIMITS and CORROSION ON THE SEAT TRACKS procedures in this section.
(2) Locate forward foot of seats at the index points painted on the seat tracks.
(3) Install the connecting bolts in the side mounting ring on the airplane sidewall.
(4) Lock the seat into the floor track with the sleeved retainer built into the chair leg.
3. BENCH TYPE PASSENGER SEAT
A. Removal
(1) Remove the screws and washers that secure the seat back to the rear bulkhead (Ref. Figure 203).
(2) Unlock the seat from the floor and side tracks at the sleeved retainer built into the seat.
(3) Remove the seat from the tracks.
B. Installation
LIMITS and CORROSION ON THE SEAT TRACKS procedures in this section.
(2) Locate forward foot of seats at index points painted on the seat tracks (Ref. Figure 203).
(3) Install the screws and washers that secure the seat back to the rear bulkhead.
(4) Lock the seat into the floor track with the sleeved retainer built into the seat.
Page 204
Nov 1/09 25-20-00
Figure 203
Bench Type Passenger Seat Installation
Page 205
25-20-00 Nov 1/09
4. PASSENGER SEAT COVER
A. Removal
CAUTION: The seat cover snaps are designed with a tab that only allows them to be released by lifting
on the side nearest the center line of the seat. Care should be taken when unsnapping the
seat cover. It is possible to tear the snaps loose from the seat cover if the cover is removed
improperly.
NOTE: There are four (4) snaps and several strips of velcro holding the seat back cover to the seat
frame.
(1) Reach under the seat from the aft side and separate the outer cover from the velcro that is
attached to the seat bottom (Ref. Figure 204).
(2) Unsnap the lower two snaps on the back of the seat by putting your finger under the cover and
pushing out and away from the center line of the seat.
(3) If a fold-down table is installed on the back of the seat:
(a) Release the table latch and lower the table.
(b) Remove the two screws securing the table latch to the seat and remove the table latch.
(4) Separate the cover from the velcro on the back of the seat up to the upper two snaps.
(5) Unsnap the upper two snaps on the back of the seat by putting your finger under the cover and
pushing out and away from the center line of the seat.
(6) Reach under the seat from the aft side and separate the inner cover from the velcro that is
attached to the seat bottom.
(7) Remove the cover from the seat back.
B. Installation
NOTE: The seat cover snaps are designed with a tab that only allows them to be engaged on the side
farthest from the center line of the seat then pushed inward toward the center line of the seat
for total engagement.
(1) Pull the seat cover down over the seat back (Ref. Figure 204).
(2) If a fold-down table is installed on the back of the seat:
(a) Position the cover so that the holes for the table latch are aligned properly.
(b) Install the table latch with the two screws removed during the removal procedure.
(3) Engage the two upper snaps on the edge farthest from the center line of the seat and push them
inward toward the center line of the seat.
(4) Press the cover onto the velcro on the back of the seat down to the two lower snaps.
Page 206
Nov 1/09 25-20-00
(5) Raise the fold-down table and latch it in the upright position.
(6) Engage the two lower snaps on the edge farthest from the center line of the seat and push them
inward toward the center line of the seat.
(7) Reach under the seat from the aft side and press the inner cover, then the outer cover onto the
velcro attached to the seat bottom.
Figure 204
Seat Cover Snap Release and Engagement Procedures
Page 207
25-20-00 Nov 1/09
5. PASSENGER SEAT BOTTOM COVER
A. Removal
(1) Pull the seat bottom loose from the velcro attaching it to the seat frame.
(2) Pull the seat bottom cover loose from the velcro attaching it to the seat bottom.
(3) Remove the cover from the seat bottom.
B. Installation
(1) Position the seat bottom cover over the seat bottom.
(2) Press the edges of the seat bottom cover onto the velcro attach areas.
(3) Press the seat bottom into place on the velcro attached to the seat frame.
Page 208
Nov 1/09 25-20-00
PASSENGER COMPARTMENT - CARPET
25-20-01
200200
1. PROCEDURES

Carpeting installed in the passenger compartment is secured in position along the side edges with strips
of 445 2 inch-wide, double-faced tape (182, Table 1, Chapter 91-00-00) installed on the back of the
carpet (Ref. Figure 201). In addition, the ends of the longer carpeting is secured to the floor with short
strips of Dual-Lock (hook-loop) fastener material. The main spar cover is attached with adhesive
(16, Table 1, Chapter 91-00-00). If it becomes necessary to install new tape or resecure the Dual-Lock
fastener strips, all surfaces which the tape contacts must be free of dust, oil, fingerprints or other
contaminants soils. Prime the carpet backing with adhesive (183, Table 1, Chapter 91-00-00) prior to
the installation of the Dual-Lock fasteners. Clean all contacting metal surfaces with acetone (24, Table
1, Chapter 91-00-00), solvent (54, Table 1, Chapter 91-00-00), solvent (14, Table 1, Chapter 91-00-00)
or an approved alkaline cleaning solution. The passenger compartment entryway and the ramp over the
main spar are coated with an anti-skid paint coating (184, Table 1, Chapter 91-00-00).
Page 201
25-20-01 Nov 1/09
BAGGAGE COMPARTMENT
DUAL-LOCK FASTENER
STRIPS (10 PLACES) AT #445 TAPE AROUND EDGES
FS FS FS FS FS
143.00 150.60 175.60 FORWARD AND AFT ENDS 290.50 OF CARPET (TYPICAL ALL CABIN 451.00
OF CARPET AS SHOWN CARPET SECTIONS)
BL
00.00
D A
F F
CARPET ASSY CARPET ASSY
E
C B DUAL-LOCK FASTENER STRIPS
(10 PLACES) AFT FORWARD AND
DUAL-LOCK FS AFT ENDS OF CARPET AS SHOWN
ANTI-SKID FASTENER STRIPS 290.50
WALKWAY
SEAT TRACK
DETAIL F
TYPICAL (2 PLACES)
(UB-39 AND AFTER) DETAIL
(UB-1 THRU UB-38)
DETAIL E FS
143.00
SPAR COVER
FS
290.50
WL WL WL
84.50 84.50 84.50
DETAIL D DETAIL C DETAIL B

UC25B
061536AA.AI
Figure 201
Passenger Compartment Carpet Installation
Page 202
Nov 1/09 25-20-01
PASSENGER COMPARTMENT SIDEWALL UPHOLSTERY
25-20-03
200200
1. ESCAPE HATCH UPHOLSTERY
A. Removal
(1) Perform the EMERGENCY EXIT DOOR REMOVAL procedure (Ref. Chapter 52-20-00).
(2) Remove screws (5 and 12) and remove side trim (6 and 11) (Ref. Figure 201).
(3) Remove screws (2 or 3) and remove top trim assembly (1 or 4) whichever is installed.
(4) Remove four screws (8) and cover (9).
(5) Remove escutcheon assembly (10).
B. Installation
(1) Install escutcheon assembly (10) (Ref. Figure 201).
(2) Install cover (9) with four screws (8).
(3) Install top trim assembly (1 or 4) with screws (2 or 3) whichever is installed.
(4) Install side trim (6 and 11) with screws ( 5 and 12).
(5) Perform the EMERGENCY EXIT DOOR INSTALLATION procedure (Ref. Chapter 52-20-00).
Page 201
25-20-03 May 1/11
Figure 201
Escape Hatch Upholstery
Page 202
May 1/11 25-20-03
25-60-00

00
1. GENERAL
The Model 1900 Airliner is equipped with either a NARCO or a DORNE AND MARGOLIN emergency locator
transmitter (ELT) to assist in tracking and recovery of the airplane, crew, and passengers in the event of a
crash or emergency landing. The ELT is mounted on the right side of the fuselage at a point just forward of
FS 598. Access to the ELT for replacement or repair is gained by removing the access panel located below
the right stabilon. A spring-loaded door is installed adjacent to the transmitter to provide access for manual
activation of the ELT. The antenna for the ELT is mounted on top of the fuselage under the dorsal fin at
FS 570.107. The output frequencies of the ELT are 121.5 and 243.0 MHz, simultaneously. Range is
approximate line of sight. The ARM-ON-OFF or TEST-AUTO-XMIT switch is located on the transmitter, and
controls the operation of the set. The ON or TEST position turns the set on for testing (the TEST switch is a
momentary on switch and will automatically turn off when released, the XMIT switch will continue to transmit
a signal as long as the switch is in this position), and the ARM or the AUTO position actuates the set to
operate the set automatically upon impact. A reset switch, located on the forward end of the transmitter,
resets the transmitter in the event the impact switch is accidentally triggered. An optional remove
ARM-ON-Off or TEST-AUTO-XMIT switch may be located on the instrument panel or in the aft fuselage on
the right side for use during ground testing of the ELT (Ref. Figure 1).
Page 1
25-60-00 Nov 1/09
Figure 1
Emergency Locator Transmitter Installation
Page 2
Nov 1/09 25-60-00
200200
1. PROCEDURES
A. Maintenance
Maintenance on the ELT is normally limited to replacing the battery. The following is a list of various
conditions which warrant battery replacement:
(1) Visual inspection shows signs of leakage, corrosion or insecure leads.
(2) Elapsed replacement date noted on the battery case. (This date represents 50 percent of the
useful life of the battery.)
NOTE: The useful life of the battery is the length of time the battery may be stored without losing
its ability to continuously operate the ELT for 48 hours.
(3) After any emergency use.
(4) After one cumulative hour of use.
(5) After operation of unknown duration.
(6) If transmitter is stored in an area where the temperature is normally above 38°C (100°F.) the
battery should be replaced every 12 months.
CAUTION: Avoid storing the batteries at temperatures in excess of 55°C (130°F.)

The information on battery life and replacement is included in the data furnished with each ELT,
and is usually placarded on the battery.
NOTE: Replacement batteries should be obtained only from ELT and airplane manufacturers or
other acceptable suppliers, since the condition and useful life of over-the-counter
batteries, such as those sold for flashlights, portable radios etc., are usually unknown.
The ELT switch should not be turned to any activated position unless the ELT is
connected to its associated antenna or a 50 ohm dummy load.
B. Narco Battery Replacement

(1) Remove the access panel located just below the right stabilon.
(2) If equipped with the ARM-OFF-ON switch, place the switch in the OFF position. If equipped with
the TEST-AUTO-XMIT switch, ascertain that the switch is in the TEST position for automatic off
(Ref. Figure 201).
(3) Disconnect the antenna cable from the ELT.
(4) Disconnect the remote switch wiring (if installed) from the terminals on the ELT.
(5) Unlatch the mounting strap and remove the ELT from the airplane.
(6) Extend the portable antenna.
Page 201
25-60-00 Nov 1/09
CAUTION: Exercise extreme care in extending the portable antenna and handling the control
head during the battery replacement to avoid damage to the antenna or the plastic tab
on the antenna.
(7) Remove the four screws attaching the control head to the battery casing and slide the control head
and battery case apart. The battery connection leads are approximately 3 inches long.
(8) Disconnect the battery by unsnapping the battery terminals from the bottom of the transmitter PC
board. Discard the old battery.
WARNING: DO NOT DISCARD THE OLD BATTERY IN FIRE.
(9) Connect the terminals of the new battery to the bottom of the transmitter PC board.
(10) Using a stick, apply a small bead of sealant (supplied with battery pack) around the area of the
control head which is joined with the battery case during assembly.
NOTE: This sealant provides a watertight seal when the unit is assembled.
(11) Insert the control head section into the battery case, being careful not to pinch the wires, and
install the four attaching screws. Wipe any excess sealant from the outside of the unit.
NOTE: If the four holes do not line up, rotate the battery case 180° and reinsert.
(12) Stow the portable antenna.
CAUTION: Exercise extreme care in order to avoid damage to the antenna or the plastic tab on
the antenna.
(13) Install the transmitter in the airplane and secure the mounting strap.
(14) Connect the fixed antenna cable to the ELT. Ensure that the plastic contact separator is inserted
between the portable antenna contact and the portable antenna.
NOTE: Should the contact separator be improperly installed, a very weak signal may be
transmitted. This signal may be strong enough for a functional test, but too weak for
emergency use.
(15) Connect the remote switch wiring, (if installed), to the terminals on the ELT.
(16) Press the RESET button and place the ARM-ON-OFF or the TEST-AUTO-XMIT switch on the ELT
in the ARM or the AUTO position.
(17) A new replacement date must be marked on the outside of the transmitter.
(18) If transmitter is stored in an area where the temperature is normally above 38°C (100°F.) the
battery should be replaced every 12 months.
This date represents 50% of the useful life of the battery as defined by the battery manufacturer.
(19) Position the access panel over its opening and secure.
Page 202
Nov 1/09 25-60-00
Figure 201
Narco ELT
C. Dorne and Margolin Battery Replacement

(1) Remove the access panel located just below the right stabilon.
(2) Make certain the ELT is turned off.
(3) Disconnect the antenna.
(4) Disconnect the remote switch.
(5) Remove the screws holding the ELT in place.
(6) Remove the screws from the bottom of the ELT and remove the bottom.
(7) Remove the screws from the bottom of the ELT and remove the bottom.
(8) Disconnect the battery and discard it.
NOTE: Inspect for and properly treat any corrosion that may be indicated in the area when the
battery is replaced.
(9) Connect the new battery.
(10) Install the bottom of the ELT and the screws.
Page 203
25-60-00 Nov 1/09
(11) Install the ELT in the airplane and install the screws which hold it in place.
(12) Connect the antenna and remote switch.
(13) Install and secure the access panel.
(14) Test the ELT as indicated in the TESTING EMERGENCY LOCATOR TRANSMITTER procedure.
D. Testing the Emergency Locator Transmitter

Generally, tests will be performed following maintenance or repairs of ELTs, other than battery
replacement, to determine their operational capability. Testing the ELT, if improperly done, could trigger
false alerts and create frequency jamming, and may interfere with the reception of a bonafide
emergency transmission. Federal Communications Commission regulations require that testing be
performed in a screened or shielded test room, or in a test enclosure that will hold the self contained
ELT unit with the antenna fully extended.
CAUTION: The elt switch should not be activated to any position unless the elt is connected to its
associated antenna or a 50 ohm dummy load.
Operational testing of installed ELTs may be accomplished as follows:
NOTE: Tests should be no longer than three audio sweeps. One audio sweep may be defined as
amplitude modulating the carrier with an audio frequency sweeping downward over a range of
not less than 700Hz, within the range of 1600 to 300Hz, and a sweep repetition rate between
two and four Hz. Tests should be conducted only in the first five minutes after the hour. The
tests should be coordinated with the nearest FAA tower or flight service station.
(1) Turn on the VHF transceiver Comm-1 and tune the transceiver to 121.5 MHz.
(2) Turn the COMM-1 audio switch to the SPEAKER position and place the volume control in the
center of its range.
(3) Turn the ELT ARM-ON-OFF switch to ON or XMIT ON and monitor the ELT signal. On airplanes
equipped with an optional remote switch (located in the aft fuselage on the right side or on the
instrument panel), the switch may be flipped to the XMIT position and the ELT signal monitored.
NOTE: A distinctive downward sweeping tone should have been heard from the monitoring
receiver during the test. If the tone was heard, the ELT is functioning properly. If there was
no tone, (assuming that the VHF transceiver is operational), the battery is probably
disconnected, outdated or discharged.
(4) Place the ARM-OFF-ON switch on the ELT to the OFF or the TEST-AUTO-XMIT switch on the
ELT to the TEST position. If the remote switch is being utilized to test the unit, the switch should be
returned to the AUTO position. The audio signal should disappear completely.
(5) Place the ARM-ON-OFF or the TEST-AUTO-XMIT switch on the ELT to the ON or the AUTO
position. There should be no audio signal present.
NOTE: If a signal is heard, the impact switch has probably been activated and should be reset.
(6) Firmly press the reset switch on the front of the ELT and listen to ensure the audio signal
disappears from COMM-1.
Page 204
Nov 1/09 25-60-00
CHAPTER 26 - FIRE PROTECTION

TABLE OF CONTENTS
SUBJECT PAGE
FIRE DETECTION SYSTEM
26-10-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Fire Detection Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Fire Detection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Checkout Procedures with Jet-Cal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Checkout Procedures without Jet-Cal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
ENGINE BLEED AIR WARNING SYSTEM
26-11-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Check For Proper Electrical Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Tubing Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
FIRE EXTINGUISHING SYSTEM
26-20-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Supply Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Recharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Extinguisher Activation Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Extinguisher Cartridge (SQUIB) and Supply Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Bleed Air Warning Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Check For Proper Electrical Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Page 1

CH-SE-SU PAGE DATE
26-LOEP 1 May 1/12
26-10-00 1 and 2 Nov 1/09
101 Nov 1/09
201 thru 203 Nov 1/09
26-11-00 1 Nov 1/09
201 thru 203 Nov 1/09
26-20-00 1 Nov 1/09
201 thru 207 May 1/12
Page 1
26-LOEP May 1/12
FIRE PROTECTION
26-10-00

00
1. GENERAL
A fire detection system is installed to provide immediate warning in the event of a fire in the engine
compartment. The main elements of the system are the two thermal sensitive fire detection cables which are
joined at one end and routed about the engine in a continuous loop (Ref. Figure 1).
The routing of the cable has been determined in order to monitor various sections of the engine or other
temperature sensitive regions in which critical situations could develop. Arrangement of the fire detection
cables in a continuous loop enables the system to be monitored for open circuit conditions and should a
single break in the cable occur, the system would remain operational.
Either a rotary switch or two toggle switches provide for testing of the fire detection system during pre-take off
checks. Electrical power for the fire detection system is supplied by a 5-amp circuit breaker placarded FIRE
DETECT, located on the right side panel.
Should the airplane be equipped with the two toggle switches placarded ENG FIRE TEST - DETECT, one for
the LEFT system and one for the RIGHT system, the switches are three position switches spring loaded to
the center. The switch positions are placarded LOOP - OFF - AMP. When either toggle switch is placed in the
LOOP position, the integrity of the appropriate fire detection cable is tested. A good test is indicated by the
red lights in the appropriate FIRE PULL “T” handle being illuminated. When either toggle switch is placed in
the AMP position, the integrity of the circuitry within the control amplifier is tested. A good test is indicated by
the red lights in the appropriate FIRE PULL “T” handle being illuminated as in the loop test.
On airplanes equipped with the rotary test switch placarded TEST SWITCH - FIRE DET FIRE EXT, the right
and left systems are checked simultaneously by selecting either the FIRE position or the FAULT position.
Selecting the FIRE position tests the integrity of the circuitry within the amplifier. A good test is indicated by
the illumination of the red lights in the FIRE PULL “T” handles. Selecting the FAULT position tests the integrity
of the fire detection loops. A good test in this position is indicated by the illumination of the red lights in the
FIRE PULL “T” handles as before.
The two fire detection cables, one forward and one aft, are designed as a single center wire surrounded by a
semiconductive material and enclosed within a stainless steel sheath. As temperature increases, the
semiconductive material separating the center wire from the outer sheath becomes more conductive and the
resistance between the center wire and the outer sheath decreases. The outer sheath is grounded to the
airplane structure.
A control unit, mounted on the forward pressure bulkhead behind the LH subpanel, monitors resistance
between ground and the center wire of the fire detection cables and is set to trip when resistance between the
center wire of the cables and the sheath (ground) decreases to a certain point (approximately 100 ohms).
Once the control unit trips, a warning light in the firewall fuel shutoff valve handle illuminates, signaling a fire
in the engine compartment.
The control unit is of the short circuit discriminating type. The short circuit discriminator is designed to actuate
when the system resistance decreases rapidly from the normally high resistance of the cable.
Page 1
26-10-00 Nov 1/09
Figure 1
Fire Detection System
Page 2
Nov 1/09 26-10-00
FIRE PROTECTION
TROUBLESHOOTING
100100
1. PROCEDURES
Any time a fault is indicated by the cockpit test procedure, one of the two checkout procedures under
MAINTENANCE PRACTICES should be performed. Failure to perform one of these procedures may result in
identifying a failure in the wrong component.
Should the checkout procedure fail to reveal a fault in the fire detection loop, the fault may be assumed to be
in the control unit or its associated circuitry. When it is determined that no fault exists in the circuitry, including
the test switch circuits, the control unit should be replaced.
While the following troubleshooting table may not indicate all possible fault conditions, the most common
faults are listed in order of their most probable occurrence.
Table 101
TROUBLESHOOTING - FIRE DETECTION SYSTEM
1. Failure of fire detection system to a. Warning lamp inoperative a. Check test circuit continuity and
test. warning bulb.
b. fire detection cable fails to b. Replace fire detection cable.
operate properly.
c. Control unit fails to operate c. Replace control units.
properly.
Page 101
26-10-00 Nov 1/09
FIRE PROTECTION
200200
1. FIRE DETECTION CABLE
A. Removal
(1) Pull the FIRE DET circuit breaker on the circuit breaker panel.
(3) Remove power from the airplane.
(a) Perform REMOVING GROUND POWER procedure (Ref. Chapter 24-40-00).
(b) Perform BATTERY DISCONNECTION procedure (Ref. Chapter 24-31-00).
(4) Remove the nuts, bolts, screws, and clamps throughout the length of the fire detection cable.
(5) Disconnect the electrical connector from the fire detection responder switch in the engine
accessory area.
(6) Remove the fire detection cable from the airplane.
B. Installation
(1) Install the fire detection cable on the engine using the nuts, bolts, screws, and clamps to properly
secure the cable in place.
NOTE: Use care when installing the fire detection cable. Do not form loops or bends in the cable
with less than a 2-inch-bend radius. Be certain that clearance is allowed between the
cable and surrounding structure.
(2) Install the electrical connector on the fire detection responder switch in the engine accessory area.
(3) Apply power to the airplane.
(a) Perform BATTERY CONNECTION procedure (Ref. Chapter 24-31-00).
(b) Perform APPLYING GROUND POWER procedure (Ref. Chapter 24-40-00).
(4) Reset the FIRE DET circuit breaker on the circuit breaker panel.
(5) Perform FIRE DETECTION SYSTEM CHECKOUT PROCEDURES as outlined in this Chapter.
2. FIRE DETECTION SYSTEM
A. Checkout Procedures with Jet-Cal

(1) Remove the engine cowling. (Ref. Chapter 71-10-00).
(2) Connect the Jet-Cal tester to a suitable source of electrical power, (115vac 50 to 400 Hz).
Page 201
26-10-00 Nov 1/09
(3) Make preliminary test set up of the Jet-Cal tester using the appropriate setup procedures indicated
on the cover of the unit.
(4) Attach the BH1278 heater probe to the forward fire detection cable.
(5) Slowly increase the temperature of the heater probe and verify that the FIRE light in the firewall
fuel shutoff valve handle illuminates at a temperature of 315°C to 483°C (600°F to 900°F).
(6) Reduce the temperature of the heater probe to 0°C; verify that the FIRE light in the firewall fuel
shutoff valve handle extinguishes.
(7) Disconnect the heater probe from the forward fire detection cable.
(8) Attach the heater probe to the aft fire detection cable.
(9) Slowly increase the temperature of the heater probe and verify that the FIRE light in the firewall
fuel shutoff valve handle illuminates at a temperature of 248°C to 382°C, (480°F to 720°F).
(10) Reduce the temperature setting of the heater probe to 0°C, and verify that the FIRE light in the
firewall fuel shutoff valve handle extinguishes.
(11) Disconnect the heater probe from the aft fire detection cable.
(12) Repeat the test procedure for the other engine.
(13) Secure the test set.
B. Checkout Procedures without Jet-Cal

(2) Disconnect the engine harness plug P1 from the firewall electrical connector. Refer to the 1900C
Wiring Diagram Manual.
(3) Using an ohmmeter, measure the resistance between pins M and P of the plug (UA-1 thru UA-3,
UB-1 thru UB-53) and between pins A and B (UB-54 and after and UC-1 and after). This
resistance must not exceed 10.9 ohms. Resistance in excess of 10.9 ohms would be indicative of
a poor connection or an open fire detection cable center wire.
(4) Locate the fire detection interconnect fittings which pass through the lower RH side of the fireseal.
(5) Remove the potting material from the fittings and separate the two fire detection cables.
(6) Using a good quality digital multimeter capable of reading megohms, measure the resistance
between pin M of the firewall plug P1 (UA-1 thru UA-3, UB-1 thru UB-53) or pin B (UB-54 and After
and UC-1 and After) and the outer sheath of the aft fire detection cable. Measure the ambient
temperature. The measured resistance must not be less than the amount indicated. Refer to Table
201 for the current ambient temperature to associated resistance values. Insufficient resistance
will necessitate replacing the aft fire detection cable.
Page 202
Nov 1/09 26-10-00
(7) Measure the resistance between pin P of the firewall plug P1 (UA-1 thru UA-3, UB-1 thru UB-53)
or pin A (UB-54 and After and UC-1 and After) and the outer sheath of the forward fire detection
cable. The ambient temperature must be between 50°F and 100°F. This resistance must not be
less than 1.7 megohms. A lower resistance will necessitate replacing the forward fire detection
cable.
(8) Connect the two fire detection cables and replace the sealer (158, Table 1, Chapter 91-00-00) as
necessary.
(9) Connect firewall plug P1 to the firewall connector.
Table 201
AFT FIRE DETECTION CABLE RESISTANCE
Ambient Temperature Minimum Resistance
Degrees Fahrenheit Megohms
50 to 68 0.68
72 0.56
76 0.47
80 0.39
84 0.33
88 0.28
92 0.23
96 0.20
100 0.16
Page 203
26-10-00 Nov 1/09
FIRE PROTECTION
26-11-00

00
1. GENERAL
The engine bleed air warning system provides a visual indication of a rupture in the bleed air lines so that the
bleed air valve from the affected engine can be shut down before heat of the escaping air damages the skin
and structure adjacent to the break in the line. The bleed air lines are in close proximity with ethylene vinyl
acetate (EVA) tubing from the engines to the cabin. Excessive heat on the tubing, caused by a ruptured bleed
air line, will melt the tubing. The system has two pressure switches mounted just forward of the main spar
under the center cabin floorboard. The two switches are pressurized by air tapped off the line from the bleed
air manifold, mounted under the center floorboard forward of the main spar. Refer to Figure 201 in the
MAINTENANCE PRACTICES section for routing of the EVA tubing. When tubing melts and the tubing
pressure drops below pressure required to keep the pressure switch actuated, the normally open switch in
the line will close, causing a circuit to be completed to the respective BL AIR FAIL light in the warning
annunciator panel. When indication of bleed air failure becomes evident, bleed air for that side must be
turned off by placing the respective bleed air valve switch in the INST ENVIR OFF position. When the switch
is placed in this position, the engine firewall shutoff valve closes, stopping bleed air flow at the engine firewall.
Each time the system is actuated, EVA tubing in the area where the damage occurred must be replaced
when the bleed air line is repaired.
Page 1
26-11-00 Nov 1/09
FIRE PROTECTION
200200
1. PRESSURE SWITCH
A. Removal
(1) Remove center floorboards to gain access to the pressure switches located in the center section
forward of main spar.
(2) Remove the electrical connector from the pressure switch (Ref. Figure 201).
(3) Remove the fittings from the pressure switch to be replaced. Cap fittings to prevent entry of foreign
matter.
(4) Remove attaching screws that secure the switch in place and remove pressure switch.
B. Installation
(1) Install the pressure switch in its mounting space and secure with attaching screws
(Ref. Figure 201).
(2) Remove the cap from the fittings and install the fitting on the pressure switch.
(3) Attach electrical connector to the pressure switch.
C. Check For Proper Electrical Connection

To confirm that the left and right bleed air warning switches have not become cross connected during
maintenance, perform the following check:
(1) Remove the center floorboard forward of the main spar to gain access to the pressure switches.
(2) Locate the left and right bleed air warning pressure switches [S128] and [S129] (Ref. Figure 201).
(3) Locate the switch that connects to the plastic EVA warning line that goes into the RH wing.
(4) Confirm that this switch is connected to connector P242 which should contain wire no’s. W2A22
and W4A22.
Page 201
26-11-00 Nov 1/09
D. Tubing Repair
If a malfunction in the bleed air system, has occurred and warning system has been activated, the
ethylene vinyl acetate (EVA) tubing must be repaired. The damaged area is repaired by splicing with a
piece of aluminum tubing no more than four inches long. The splicing aluminum tube (128, Table 1,
Chapter 91-00-00) may be 5052 or 6061, 3/16-inch O.D. with 0.028 or 0.035-inch wall thickness. If the
EVA tubing has stretched because of aging or creeping, additional standoffs or clamping may need to
be installed. Use the same type of standoff or cushion clamp as the original installation. A distance of
two to four inches must be maintained between the EVA tube and the source of heat. If the
two-inch-minimum distance can not be maintained, the tube may be insulated with the same type of
insulation as used in the original installation. Cut the insulation lengthwise, install on the tubing and
secure with a TYZ-28M tie wrap. The repair must be accomplished per Kit No.114-9021-1 or as follows:
(1) Locate damaged EVA tubing.
(2) Remove panels as necessary to gain access.
(3) Cut out damaged EVA tubing (not to exceed three inches).
(4) Cut aluminum tubing to proper length.
NOTE: If Beading the aluminum tubing is not possible, bond tube in place with Uralane 8089. If
the splice is bonded in place, exercise care to avoid plugging the tube with adhesive.
(5) Bead each end of aluminum tubing.
(6) Insert each end of the aluminum tube 1/2 to 3/4 inch into EVA tubing.
(7) Clamp each end of tubing in place.
Page 202
Nov 1/09 26-11-00
Figure 201
Bleed Air Warning System
Page 203
26-11-00 Nov 1/09
FIRE PROTECTION
26-20-00

00
1. GENERAL
A fire extinguisher supply cylinder is mounted on brackets aft of the main spar in each wheel well of each
main landing gear. Each cylinder is charged with 2.10 pounds of Bromotrifluoromethane (CBrF3) pressurized
to 360 psi +25/ -0 psi at 70°F. The line from the cylinder runs along the side of the nacelle and branches into
two spray tubes strategically located about the engine to diffuse the extinguishing agent in the event of a fire.
One of the nozzles is positioned to discharge into the engine exhaust area and the other discharges into the
accessory area. Once activated, the entire supply of extinguishing agent is discharged. The fire extinguisher
control switches used to activate the system are located on the glareshield at each end of the warning
annunciator panel. Their power is derived from the hot battery bus through the microswitches mounted on the
firewall fuel shutoff valve. The push-to-activate switches incorporate three indicator lights. The red lens,
placarded L or R ENG. FIRE PUSH TO EXT., indicates that the firewall fuel shutoff valve has been actuated,
thus arming the fire extinguisher pushbutton circuitry. A green lens, placarded OK, is provided only for the
test functions for preflight. The amber lens, placarded D, monitors the condition of the pyrotechnic cartridge
and status of the cylinder charge. As long as the cartridge is intact and the cylinder is not discharged, the
amber light will remain off. When the cartridge is fired, the light will come on and will remain on until the
cartridge is replaced.
The airplanes are equipped with either a single rotary switch placarded TEST SWITCH - FIRE DETECT FIRE
EXT or two toggle switches placarded ENG FIRE TEST - EXT TEST, one for the LEFT system and one for
the RIGHT system installed in the copilot's inboard subpanel. These switches are for the purpose of testing
the circuitry of the fire extinguisher pyrotechnic cartridges (Ref. Figure 201, Maintenance Practices section).
Should the airplane be equipped with the two ENG FIRE TEST toggle switches, the switches are moved to
the EXT TEST position while verifying the illumination of the appropriate yellow D light and the appropriate
green OK light on each fire extinguisher activation switch on the glareshield. The toggle switches are spring
loaded and will return automatically to the center OFF position.
On airplanes equipped with the rotary ENG FIRE TEST switch, the pilot should rotate the test switch to each
of the two positions (RIGHT EXT and LEFT EXT) and verify the illumination of the appropriate yellow D light
and the appropriate green OK light on each fire extinguisher activation switch on the glareshield.
Page 1
26-20-00 Nov 1/09
FIRE PROTECTION
26-20-00
200200
1. SUPPLY CYLINDER
A. Removal
WARNING: Disconnect battery and disconnect external power before changing out supply
cylinders.
(1) Set the EXT PWR switch to OFF.
(3) Perform the BATTERY DISCONNECTION procedure (Ref. Chapter 24-31-00).
(4) Working through the main gear wheel well, disconnect wiring from supply cylinder terminals
(Ref. Figure 201). Refer to the appropriate Model 1900 Airliner Series Wiring Diagram Manual for
proper wiring of the supply cylinder (Ref. Model 1900 Airliner Series Wiring Diagram Manual,
P/N 114-590032-3 (UA-1 and After) or Model 1900C Airliner Wiring Diagram Manual,
P/N 114-590021-13 (UB-1 and After) or Model 1900C Airliner Wiring Diagram Manual,
P/N 114-590021-61 (UC-1 and After).
(5) Disconnect the tube attached to the bottom of the supply cylinder.
(6) Remove the attaching bolts and remove the cylinder from the mounting bracket.
B. Installation
WARNING: Disconnect battery and disconnect external power before changing out supply
cylinders.
NOTE: The supply cylinder comes from the vendor with two orange wires hanging loose.
(1) Secure the cylinder to the mounting brackets with the attaching bolts (Ref. Figure 201).
(2) Connect the wiring to the supply cylinder. Refer to the appropriate Model 1900 Airliner Series
Wiring Diagram Manual for proper wiring of the supply cylinder (Ref. Model 1900 Airliner Series
Wiring Diagram Manual, P/N 114-590032-3 (UA-1 and After) or Model 1900C Airliner Wiring
Diagram Manual, P/N 114-590021-13 (UB-1 and After) or Model 1900C Airliner Wiring Diagram
Manual, P/N 114-590021-61 (UC-1 and After).
(3) Connect the tube to the bottom of the cylinder.
(4) Perform the BATTERY CONNECTION procedure (Ref. Chapter 24-31-00).
C. Recharging
Access to the fire extinguisher cylinder is through the wheel wells of the main landing gear. Each
cylinder is charged with 2.10 pounds of Bromotrifluoromethane (CBrF3) and pressurized with dry
nitrogen to 360 psi +25/ -0 psi at 70°F. Check the pressure gage on each cylinder prior to flight to
ascertain that the cylinders are charged to within the pressure limits for the ambient temperatures
(Ref. Table 201).
Page 201
26-20-00 May 1/12
CAUTION: Bromotrifluoromethane can cause severe corrosion in and on a hot or cold engine. If the fire
extinguisher is activated, and the engine is contaminated with fire extinguishing agent, the
engine must be cleaned as outlined under the heading ENGINE WASHING
PROCEDURES (Ref. Chapter 12-20-00).
Fully discharged cylinders, or any cylinder indicating less than the specified pressure on the pressure
gage, should be returned to a recharging station certified by the vendor (HTL - Advanced Technologies,
Duarte, Ca.) for proper charge of CBrF3 extinguishing agent. Such stations are located in most major
cities in this country. The following is a list of charging stations:
List of Charging Stations

*Aviation Comprogas Services *KLM - Royal Dutch Airlines
*United Air Lines, Inc.,
10 Railroad Avenue Schiphol Airport
San Francisco Int'l Airport
East Northport, L.I., New York P.O. Box 770
San Francisco, California 94128
11731 Phone: 516/368-2203 Amsterdam, THE NETHERLANDS
City Sales
Bacon Equipment Co.
U.S. 2 and Lake Antione Rd. Aero Mercantil, Leaver CIA
2709 North Beckley Avenue
P.O. Box 663 Guaymaral Airport
Dallas, Texas 75208
Iron Mountain, Michigan 40801 Bogota, COLUMBIA
Phone: 214/742-5871
Phone: 906/774-3555
*Delta Air Lines, Inc.,
Protection C.F.H., Inc., Air Asia Co., Ltd.
Jet Maintenance Base
103 Gun Ave. Tainan Airfield
Hartsfield-Atlanta
Pointe Claire, Que. Tainan, Taiwan 700
International Airport
H9R 3X2, CANADA Republic of CHINA
Atlanta, Georgia 30320
Phone: 514/694-3980 Phone: 234141
Phone: 404/346-6011
*CB Enterprises Aero Electric, Inc.,
*Fas-Orient, (PTE) Ltd.
10704 Vanowen Street 113 S. Laura
Jalan Kayu, P.O. Box 17
North Hollywood, California 91605 Wichita, Kansas 67211
SINGAPORE 28
Phone: 213/980-2332 Phone: 316/263-0197
*Korean Air Lines Safety Supply Company
Forind-Avio S.R.I.
CP.O. Box 864 172 Osborne Street, South
Via Bartolini, 1
Kimpo International Airport Winnipeg, Manitoba, R3J 1Z1
20155 Milano, ITALY
Seoul, KOREA CANADA Phone: 204/453-7838
Deutsche Lufthansa *Graviner, LTD
*Japan Air Lines
Weg Beim Jaeger Poyle Road, Colnbrook
Hanada International Airport
D2000 Hamburg 63 Slough, Buckinghamshire
Tokyo, JAPAN
WEST GERMANY SL3 OHB ENGLAND
John Cameron Aviation Hanger 16 Eastern Aero Marine General Fire Equipment Co.
Bankstown Airport 3850 N.W. 25th Street E. 4004 Trent Ave.
N.S.W. 2200, AUSTRALIA Miami, Florida 33142 Spokane, Washington 99202
Phone: 7055812 Phone: 305/871-4050 Phone: 509/535-4255
Air Support International, Inc., Electronique Aerospatile (EAS)
6753 E. 47th Avenue Dr. Boite Postale No. 4
Denver, Colorado 80216 Le Bourget - 93
Phone: 303/333-5441 FRANCE
Fire Fighter Sales Service Co.,
Tym's
1721 Main Street
414 West Arbor Vitae
Pittsburgh, Pennsylvania 15215
Inglewood, California 90301
Phone: 412/782-2800
* Equipped For Hermetically-Sealed Containers
Page 202
May 1/12 26-20-00
D. Extinguisher Activation Check

(1) Construct a test lamp consisting of one 327 light bulb connected to two 22 gage wires. The wires
should be of sufficient length to allow the operator to sit in the cockpit, perform the procedure and
view the test lamp connected to wiring in the wheel well. Install an alligator clip on the free end of
each wire.
(3) Disconnect but DO NOT REMOVE the battery. Perform the applicable Steps of the BATTERY
REMOVAL procedure (Ref. Chapter 24-31-00).
(4) Working through the main gear wheel wells, identify, tag and disconnect the wiring to the left and
right fire extinguisher squibs. Refer to the appropriate Model 1900 Airliner Series Wiring Diagram
Manual for proper wiring (Ref. Model 1900 Airliner Series Wiring Diagram Manual,
P/N 114-590032-3 (UA-1 and After) or Model 1900C Airliner Wiring Diagram Manual,
P/N 114-590021-13 (UB-1 and After) or Model 1900C Airliner Wiring Diagram Manual,
P/N 114-590021-61 (UC-1 and After).
(5) Temporarily connect the battery to the airplane electrical system.
(6) Perform the APPLYING GROUND POWER procedure (Ref. Chapter 24-40-00).
(7) Set the VOLT SELECT switch on the overhead panel to BATT and make note of the DC voltage
displayed.
(8) Set the EXT PWR switch to OFF. Set the BATT switch to OFF.
NOTE: Two individuals are required to perform Steps (9) and (10).
(9) Left Extinguisher Voltage Check:
(a) Connect the negative lead of a DC voltmeter to wire W75A20N for UA/UB serials or wire
W75B22 for UC serials.
(b) Connect the positive lead of a DC voltmeter to wire W72A20 for UA/UB serials or wire
W72B22 for UC serials. Set the meter to read a voltage of approximately 28 VDC.
(c) Set the BATT switch to ON. Set the EXT PWR switch to the EXT PWR position.
(d) Pull out the left FIRE PULL handle.
(e) Press and hold the LEFT ENG FIRE PUSH TO EXT switch (Ref. Figure 201). The DC
voltmeter should indicate approximately the voltage noted in Step (7).
(f) Release the LEFT ENG FIRE PUSH TO EXT switch. The DC voltmeter should indicate 0.0
vdc.
(g) Push in the left FIRE PULL handle.
(h) Set the EXT PWR switch to OFF. Set the BATT switch to OFF.
(i) Disconnect the voltmeter from the airplane wiring.
(10) Right Extinguisher Voltage Check:
Page 203
26-20-00 May 1/12
(a) Connect the negative lead of a DC voltmeter to wire W85A20N for UA serials, wire W85A22N
for UB serials or wire W85B22 for UC serials.
(b) Connect the positive lead of a DC voltmeter to wire W82A20 for UA serials, wire W82A22 for
UB serials or wire W82B22 for UC serials. Set the meter to read a voltage of approximately
28 VDC.
(c) Set the BATT switch to ON. Set the EXT PWR switch to the EXT PWR position.
(d) Pull out the right FIRE PULL handle.
(e) Press and hold the RIGHT ENG FIRE PUSH TO EXT switch. The DC voltmeter should
indicate approximately the voltage recorded in Step (7).
(f) Release the RIGHT ENG FIRE PUSH TO EXT switch. The DC voltmeter should indicate 0.0
vdc.
(g) Push in the right FIRE PULL handle.
(h) Set the EXT PWR switch to OFF. Set the BATT switch to OFF.
(i) Disconnect the voltmeter from the airplane wiring.
(11) Left Fire Extinguisher Check:
(a) Connect the negative test lamp lead to wire W75A20N for UA/UB serials or wire W75B22 for
UC serials and the positive test lamp lead to wire W72A20 for UA/UB serials or wire W72B22
for UC serials. Position the test lamp so that it can be viewed by the operator in the cockpit.
(b) Set the BATT switch to ON. Set the EXT PWR switch to the EXT PWR position.
(c) Pull out the left FIRE PULL handle.
(d) Press and hold the LEFT ENG FIRE PUSH TO EXT switch. The test lamp should illuminate.
(e) Release the LEFT ENG FIRE PUSH TO EXT switch. The test light should extinguish.
(f) Repeat the actions in Steps (d) and (e) an additional five times.
(g) Press and hold the LEFT ENG FIRE PUSH TO EXT switch. Push in and pull out the left FIRE
PULL handle six times. The test light should extinguish each time the left FIRE PULL handle
is pushed in. The test light should illuminate each time the left FIRE PULL handle is pulled
out. The left FIRE PULL handle is to end up in the out position with the test lamp illuminated.
(h) Push in the left FIRE PULL handle. The test lamp should extinguish.
(i) Release the LEFT ENG FIRE PUSH TO EXT switch.
(j) Set the EXT PWR switch to OFF. Set the BATT switch to OFF.
(k) Disconnect the test lamp from the left squib wiring.
Page 204
May 1/12 26-20-00
(12) Right Fire Extinguisher Check:
(a) Connect the negative test lamp lead to wire W85A20N for UA serials or W85A22N for UB
serials or wire W85B22 for UC serials and the positive test lamp lead to wire W82A20 for UA
serials or wire W82A22 for UB serials or wire W82B22 for UC serials. Position the test lamp
so that it can be viewed by the operator in the cockpit.
(b) Set the BATT switch to ON. Set the EXT PWR switch to the EXT PWR position.
(c) Pull out the right FIRE PULL handle.
(d) Press and hold the RIGHT ENG FIRE PUSH TO EXT switch. The test lamp should
illuminate.
(e) Release the RIGHT ENG FIRE PUSH TO EXT switch. The test light should extinguish.
(f) Repeat the actions in Steps (d) and (e) an additional five times.
(g) Press and hold the RIGHT ENG FIRE PUSH TO EXT switch. Push in and pull out the right
FIRE PULL handle six times. The test light should extinguish each time the right FIRE PULL
handle is pushed in. The test light should illuminate each time the right FIRE PULL handle is
pulled out. The right FIRE PULL handle is to end up in the out position with the test lamp
illuminated.
(h) Push in the right FIRE PULL handle. The test light should extinguish.
(i) Release the RIGHT ENG FIRE PUSH TO EXT switch.
(j) Set the EXT PWR switch to OFF. Set the BATT switch to OFF.
(k) Disconnect the test lamp from the right squib wiring.
(13) Shutdown and disconnect the external power unit.
(14) Disconnect the battery from the airplane electrical system.
(15) Identify and connect the wires to the left and right fire extinguisher squibs. Refer to the appropriate
Model 1900 Airliner Series Wiring Diagram Manual for proper wiring (Ref. Model 1900 Airliner
Series Wiring Diagram Manual, P/N 114-590032-3 (UA-1 and After) or Model 1900C Airliner
Wiring Diagram Manual, P/N 114-590021-13 (UB-1 and After) or Model 1900C Airliner Wiring
Diagram Manual, P/N 114-590021-61 (UC-1 and After).
(16) Perform the applicable Steps of the BATTERY INSTALLATION procedure (Ref. Chapter
24-31-00).
(17) Set the BATT switch to ON.
NOTE: Perform Steps (18) and (19) for UA serials and UB-1 thru UB-56. Perform Steps (20) and
(21) for UB-57 and After, UC serials and airplanes modified by Kit 114-3004.
(18) Set the TEST SWITCH FIRE DET & FIRE EXT switch to EXT-LEFT. The D or DISCH and OK
indicators should illuminate on the left engine fire extinguish switch. Set the TEST SWITCH FIRE
DET & FIRE EXT switch to OFF, the D or DISCH and OK indicators go out (Ref. Figure 201).
Page 205
26-20-00 May 1/12
(19) Set the TEST SWITCH FIRE DET & FIRE EXT switch to EXT-RIGHT. The D or DISCH and OK
indicators should illuminate on the right engine fire extinguish switch. Set the TEST SWITCH FIRE
DET & FIRE EXT switch to OFF, the D or DISCH and OK indicators go out.
(20) Set the ENG FIRE TEST- EXT LEFT switch to TEST. The D or DISCH and OK indicators should
illuminate on the left engine fire extinguish switch. Set the ENG FIRE TEST- EXT LEFT switch to
OFF, the D or DISCH and OK indicators go out.
(21) Set the ENG FIRE TEST- EXT RIGHT switch to TEST. The D or DISCH and OK indicators should
illuminate on the right engine fire extinguish switch. Set the ENG FIRE TEST- EXT RIGHT switch
to OFF, the D or DISCH and OK indicators go out.
2. EXTINGUISHER CARTRIDGE (SQUIB) AND SUPPLY CYLINDER
A. Information
(1) The storage temperature should not exceed 130°F.
(2) The service temperature (installed) should be a nominal 200°F.
(3) The life of a cartridge is determined as starting from the date (month/year) stamped on the
cartridge body or marked on the plastic bag containing the cartridge.
3. BLEED AIR WARNING SWITCHES
A. Check For Proper Electrical Connection

To confirm that the left and right bleed air warning switches have not become cross connected during
maintenance, perform the following check:
(1) Remove the center floorboard forward of the main spar to gain access to the pressure switches.
(2) Locate the left and right bleed air warning pressure switches [S128] and [S129] (Ref. Figure 201).
(3) Locate the switch that connects to the plastic EVA warning line that goes into the RH wing.
(4) Confirm that this switch is connected to connector P242 which should contain wire no’s. W2A22
and W4A22.
WARNING: The fire extinguisher supply cylinder is a pressurized container. Refer to the
appropriate overhaul manual for complete instructions on how to remove,
disassemble, and empty a fire extinguisher. Failure to comply with the above,
and to instructions given in the overhaul manual could cause injury to
personnel and/or damage to equipment.
A fire extinguisher past the due date for hydrostatic testing can not be used unless it is emptied
and hydrostatically tested per the DOT specifications and the pressure gage has been shown to
indicate proper charge. If the container is pressurized when removed from the airplane, it can be
shipped to a recharge station, still pressurized, providing there is no evidence of visible damage,
such as dents deeper than 1/16 inch per inch of average dent diameter or scratches deeper than
0.004 inch. The station must then hydrostatically test the container before recharging and
returning it to the user.
Page 206
May 1/12 26-20-00
Table 201
FIRE EXTINGUISHER CYLINDER PRESSURE LIMITS
Temp °F -40° -20° 0° +20° +40° +60° +70° +80° +100° +120°
127 148 174 207 249 304 334 367 442 532
Indicated
Pressure in to to to to to to to to to to
PSI
155 180 212 251 299 354 385 417 492 582
Figure 201
Fire Extinguishing System
Page 207
26-20-00 May 1/12
CHAPTER 27 - FLIGHT CONTROLS

TABLE OF CONTENTS
SUBJECT PAGE
GENERAL INFORMATION
27-00-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Special Tools and Recommended Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
CONTROL COLUMN BEARING SUPPORT
27-00-01
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
TRAVEL BOARD
27-00-02
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Travel Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Reading a Travel Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Universal Travel Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Aileron Travel Board Installation (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Aileron Travel Board Installation (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Aileron Trim Tab Travel Board Installation (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Aileron Trim Tab Travel Board Installation (UA-1 and After; UB-1 and After;
UC-1 and After (Alternate)) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Rudder Travel Board Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Rudder Travel Board Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Rudder Trim Tab Travel Board Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Elevator Travel Board Installation at HSS 50.00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Elevator Trim Tab Travel Board Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Flap Travel Board Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
Travel Board Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Recommended Materials/Equipment For Certification* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Certification Set-Up Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Aileron, Elevator and Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Aileron Trim Tab, Rudder Trim Tab and Elevator Trim Tabs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
Travel Board Rework . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
Aileron Travel Board Certification (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
Aileron Travel Board Certification (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . 225
Rudder Travel Board Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
Elevator Travel Board Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
Aileron Trim Tab and Rudder Trim Tab Travel Board Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
Elevator Trim Tab Travel Board Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233
Flap Travel Board Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235
Page 1

SUBJECT PAGE
AILERONS
27-10-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Freeplay Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Aileron Ground Adjustable Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
CONTROL WHEEL
27-10-01
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Control Column Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
AILERON CABLES
27-10-02
Fuselage Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Wing Outboard Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Wing Inboard Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Outboard Wing Bellcrank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
Bellcrank Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
Removal and Inspection (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
Yoke Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
Checks (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
Bearing Removal (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
Bearing Installation (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Taper Pin Removal (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Taper Pin Installation (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Page 2

SUBJECT PAGE
Installation (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
AILERON CONTROL SYSTEM
27-10-03
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Rigging (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Rigging (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
Operational Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
Fuselage Cable Tension Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
Control Column Interconnect Cable Tension Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Wing Cable Tension Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
Functional Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
AILERON TRIM TAB
27-10-04
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Freeplay Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
AILERON TRIM TAB ACTUATORS AND CABLES
27-10-05
Aileron Trim Tab Forward Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Aileron Trim Tab Actuator and Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Drum Cable Replacement (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Drum Cable Replacement (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
AILERON TRIM TAB INDICATOR
27-10-06
Aileron Trim Tab Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Indicator Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Page 3

SUBJECT PAGE
AILERON TRIM TAB CONTROL SYSTEM
27-10-07
Aileron Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Cable Tension Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
AILERON BALANCE WEIGHTS
27-10-08
Procedures (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Clip Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
RUDDER
27-20-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Freeplay Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
RUDDER CABLES
27-20-01
Rudder Forward Control Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Rudder Aft Control Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
RUDDER CONTROL SYSTEM
27-20-02
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
RUDDER PEDALS
27-20-03
Pilot Rudder Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 4

SUBJECT PAGE
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Pilot Rudder Pedal Bellcrank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Pilot Rudder Pedal Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Copilot Rudder Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Copilot Rudder Pedal Bellcrank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Copilot Rudder Pedal Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Rudder Pedal Arm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Aluminum Rudder Pedal Arms (Unbushed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Aluminum Rudder Pedal Arms With Bushings Installed in the Rudder Attach Holes . . . . . . . . . . . . . . 215
Magnesium Rudder Pedal Arms With Bushings Installed in the Rudder Attach Holes . . . . . . . . . . . . 216
RUDDER TRIM TAB
27-20-04
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Freeplay Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
RUDDER TRIM TAB CABLES AND ACTUATORS
27-20-05
Rudder Trim Tab Forward Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Rudder Trim Tab Middle Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Rudder Trim Tab Actuator and Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
Drum Cable Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
Page 5

SUBJECT PAGE
RUDDER TRIM TAB INDICATOR
27-20-06
Rudder Trim Tab Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Indicator- Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
RUDDER TRIM TAB CONTROL SYSTEM

27-20-07
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
FLIGHT CONTROLS ASSIST SYSTEMS
27-21-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Stability Augmentation System (Yaw Damper) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
ELEVATOR
27-30-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Freeplay Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Inboard, Center and Outboard Hinge Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
ELEVATOR CABLES
27-30-01
Elevator Forward Control Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Elevator Aft Control Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Page 6

SUBJECT PAGE
ELEVATOR CONTROL SYSTEM
27-30-02
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Follow on Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Cable Tension Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Friction Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
Bobweight and Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .229
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .229
Bobweight Link Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .230
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .230
ELEVATOR TRIM TABS
27-30-03
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Freeplay Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Elevator Electric Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
ELEVATOR TRIM TAB CABLES
27-30-04
Forward Elevator Trim Tab Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Aft Elevator Trim Tab Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
Vertical Elevator Trim Tab Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
Horizontal Elevator Trim Tab Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
Elevator Trim Tab Control Wheel Chain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
ELEVATOR TRIM TAB CONTROL SYSTEM
27-30-05
Elevator Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 7

SUBJECT PAGE
ELEVATOR TRIM TAB ACTUATORS
27-30-06
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Cable Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
ELEVATOR ELECTRIC TRIM TAB SYSTEM
27-30-07
Elevator Electric Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Cable Disconnection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Actuator Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Actuator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Cable Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Left Cable Drum and Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Actuator Cable Drum and Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Servo Universal Joint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Magnetic Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Torque Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Elevator Electric Trim Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Cable Rigging (All Airplanes Without Collins APS-65H Autopilot System) . . . . . . . . . . . . . . . . . . . . . 211
Actuator Speed Adjustment (All Airplanes Without Collins APS-65H Autopilot System) . . . . . . . . . . . 211
ELEVATOR TRIM TAB INDICATOR
27-30-08
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
STALL WARNING SYSTEM
27-31-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Page 8

SUBJECT PAGE
Lift Transducer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Lift Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Stall Warning System Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
Ground Calibration Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Air Calibration Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
FLAPS
27-50-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Outboard Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Flap Roller Bracket Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Inboard Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
FLAP CABLES
27-50-01
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Flap Drive Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
FLAP TRACKS
27-50-02
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Wear Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
FLAP MOTOR AND GEARBOX
27-50-03
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Flap Motor Gearbox Freedom of Movement Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Flap Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Flap Flexible Drive Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Outer Housing Inspection and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Inner Shaft Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Page 9

SUBJECT PAGE
FLAP ACTUATORS
27-50-04
Outboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Inboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
FLAP CONTROL SYSTEM
27-50-05
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Rigging - Using Travel Boards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Rigging - Using Protractors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Rigging - Up Position Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Flap Adjustment to Correct a Wing Heavy Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
FLAP SAFETY SYSTEM
27-50-06
Flap Safety Switch (Asymmetric) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal (With Kit No. 114-5057 Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation (With Kit No. 114-5057 Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Test (UA-1 and After; UB-1 and After; UC-1 thru UC-53) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Test (UC-54 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Adjustment (Without Kit No. 114-5057 Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Adjustment (With Kit No. 114-5057 Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Hub Lubrication (Without Kit No. 129-5046 Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
FLAP POSITION SWITCHES
27-50-07
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Check Out and Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Rigging Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
GUST LOCKS AND DAMPENERS
27-70-00
Control Locks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 10

SUBJECT PAGE
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Page 11

27-LOEP 1 Nov 1/15 27-30-08 201 thru 205 Nov 1/09
27-CONTENTS 1 thru 11 Nov 1/13 27-31-00 1 and 2 Nov 1/09
101 thru 107 May 1/11
27-00-00 1 thru 8 Nov 1/15
27-50-00 1 thru 3 Nov 1/09
27-00-01 201 thru 205 Nov 1/09
201 thru 210 Nov 1/09
27-00-02 201 thru 237 Nov 1/09
27-50-01 201 Nov 1/09
27-10-00 201 thru 221 Aug 1/12
27-50-02 201 Nov 1/09
27-10-01 201 thru 204 Nov 1/09
27-50-03 201 thru 212 Nov 1/09
27-10-02 201 thru 236 Nov 1/09
27-50-04 201 thru 207 Nov 1/09
27-10-03 201 thru 230 Nov 1/09
27-50-05 201 thru 224 Nov 1/09
27-10-04 201 thru 210 Nov 1/09
27-50-06 201 thru 213 Nov 1/09
27-10-05 201 thru 234 Nov 1/09
27-50-07 201 thru 203 Nov 1/09
27-10-06 201 thru 204 Nov 1/09
27-70-00 201 and 202 Nov 1/09
27-10-07 201 thru 210 Nov 1/09
27-10-08 201 thru 208 Feb 1/10
27-20-00 201 thru 212 May 1/12
27-20-01 201 thru 210 Nov 1/09
27-20-02 201 thru 217 Nov 1/09
27-20-03 201 thru 217 Nov 1/13
27-20-04 201 thru 206 Nov 1/09
27-20-05 201 thru 230 Nov 1/09
27-20-06 201 thru 204 Nov 1/09
27-20-07 201 thru 212 Nov 1/09
27-21-00 1 and 2 Nov 1/09
201 Nov 1/09
27-30-00 201 thru 212 Nov 1/09
27-30-01 201 thru 210 Nov 1/09
27-30-02 201 thru 234 Nov 1/13
27-30-03 201 thru 208 Nov 1/09
27-30-04 201 thru 230 Nov 1/09
27-30-05 201 thru 217 Nov 1/09
27-30-06 201 thru 207 Nov 1/15
27-30-07 201 thru 212 Nov 1/09
Page 1
27-LOEP Nov 1/15
FLIGHT CONTROLS
GENERAL INFORMATION
27-00-00
00
1. GENERAL
All flight controls, with the exception of the flaps, are cable-operated conventional surfaces which require no
power assistance for normal control by the pilot or copilot. The flaps and optional elevator trim are electrically
powered. The yaw dampening system is to aid the pilot with directional control.
All primary flight control surfaces are manually controlled through cable-pulley-bellcrank systems. Dual
controls are provided for operation by either the pilot or the copilot. The ailerons and elevators are operated
by conventional control wheels interconnected by a “T” shaped control column. Rudder pedals are
interconnected by a linkage below the flight compartment floor. Rudder bellcranks are adjustable to two
positions which move the rudder pedals approximately one inch forward or aft. Surface travel stops and
linkage adjustments are incorporated into each cable-pulley-bellcrank system.
Ailerons, elevators and rudder may be secured with control locks installed in the flight compartment when the
airplane is on the ground and out of service.
Two flaps installed on each wing are operated by an electric motor-driven gearbox mounted on the forward
side of the rear spar at the centerline of the airplane. The gearbox drives four flexible drive shafts, each
connected to an Acme-thread-type jackscrew at each flap. A flap limit safety switch is provided to disconnect
power to the electric motor in the event of any type of failure which causes any flap to be 3° to 6° out of phase
with the adjacent flap. The flaps are controlled by a lever mounted in the pedestal. Flap lever detents are
provided to select UP, TAKEOFF, APPROACH and LANDING flap positions. Wing flap position is shown by
an indicator located in the pedestal near the flap control lever. The indicator is controlled by a flap position
potentiometer which is actuated by the right inboard flap.
Trim tabs are installed on the left aileron, the rudder and on each elevator. The tabs are manually controlled
by the pilot through drum-cable systems using jackscrew actuators. The tabs are driven by the actuators
through an adjustable double clevis rod assembly capable of removing joint free play. Tab position indicators
are provided on the pedestal tab controls.
The optional electric-motor-driven elevator trim tabs are activated by a control switch on the outboard handle
of each control wheel. A downspring and bob weight are incorporated into the elevator control system for
improved stability.
Positive stops on the primary flight control surfaces limit their travel, while traveling stops secured to the
cables limit trim tab movement. Proper safetying of the trim tab cable stops prevents their loosening and
moving on the cables. Because the cables are connected together with turnbuckles, each cable has a left-
and right-threaded cable end. Proper winding of the cables on the pedestal and actuator drums ensures
against crossing the cables and causing improper trim tab movement.
Refer to the applicable rigging procedures for details regarding chain and cable tension, control wheel
movement and force, down spring force and systems friction.
Page 1
27-00-00 Nov 1/15
A. Special Tools and Recommended Materials

The special tools listed in Table 1 (shown in Figures 1, 2, 3, 4 and 5), and recommended materials listed
in Table 2 as meeting federal, military or supplier specifications are provided for reference only and are
not specifically prescribed by Hawker Beechcraft Corporation. Any product conforming to the
specification listed may be used. The products included in these tables have been tested and approved
for aviation usage by Hawker Beechcraft Corporation by the supplier, or by compliance with the
applicable specifications. Generic or locally manufactured products which conform to the requirements
of the specification may be used even though not included in the tables. Only the basic number of each
specification is listed. No attempt has been made to update the listing to the latest revision. It is the
responsibility of the technician or mechanic to determine the current revision of the applicable
specification prior to usage of the product listed. This can be done by contacting the supplier of the
product to be used.
Table 1
SPECIAL TOOLS AND EQUIPMENT
TOOL NAME PART NUMBER SUPPLIER USE

1. Trim Tab Freeplay 45-135030-9/810 Hawker Beechcraft Checking flight control trim tab
Check Fixture or local Corporation, freeplay.
manufacture 9709 E. Central,
(Ref. Figure 1). Wichita, KS 67201
2. Dial Indicator Federal Products, Tab freeplay check measurements.
C8IQ
Providence, RI
3. Back Plate, Federal Products Back Screw for mounting the Dial
Dial Indicator BK-692 Providence, RI Indicator to Trim Tab Freeplay
Check Fixture.
4. Cable Tensiometer Obtain locally Check cable tension.
5. Digital Protractor KS6005 or Kell-Strom, 214 Flight Control System rigging.
Model 3600 equivalent Church St.,
Wethersfield, CT
06109 800-851-6851
6. Push-pull Scale Obtain locally Checking control force.
7. Flight Control Rig Pin P/N 14-380069-0003 Rigging flight controls.
(Elevator, Aileron, Aft or fabricate locally
Rudder) (Ref. Figure 2).
8. Go/No-Go Scale Fabricate locally Measure forward elevator bellcrank
(Ref. Figure 3). stop bolt clearance.
(Fwd Rudder Bellcrank) or fabricate locally.
(Ref. Figure 4).
(Rudder Pedals) or fabricate locally
(Ref. Figure 4).
(Aileron Wing Bellcrank, or fabricate locally
UA and UB Models Only) (Ref. Figure 5).
Page 2
Nov 1/15 27-00-00
Table 1
SPECIAL TOOLS AND EQUIPMENT (Continued)
TOOL NAME PART NUMBER SUPPLIER USE

12. Flight Control Rig Pin P/N 114-380069-0001 Rigging flight controls. Set contains:
Set (UC Models Only) 2 ea. P/N 114-380069-0003
1 ea. P/N 114-380069-0005
1 ea. P/N 114-380069-0007
13. Flight Control Rig Pin P/N 114-380069-0009 Rigging flight controls. Set contains:
Set (UA and UB Models 2 ea. P/N 114-380069-0003
Only) 1 ea. P/N 114-380069-0005
1 ea. P/N 114-380069-0007
1 ea. P/N 114-380069-0011
Table 2
RECOMMENDED MATERIALS
MATERIALS SPECIFICATION PRODUCT SUPPLIER
1. Grease MIL-G-23827 Supermil Grease American Oil Co.,

A72823 165 N. Canal
Chicago, IL 60606
Aeroshell Grease 7 Shell Oil Co.,

Shell Plaza, P.O. Box 2463
Houston, TX 77001
2. Cleaning Solvent PD680 Type III Obtain locally
3. Sealer EC1239 Minnesota Mining Mfg. Co.,

St. Paul, MN
4. Corrosion Preventive MIL-C-16173 Petrotect Grade 2 Pennsylvania Refining Co.,

Compound 1686 Lisbon Rd.
Cleveland, OH 44104
5. Retaining Compound Loctite 680 Loctite Corp.,

705 W. Mountain Rd.,
Newington, CT 06111
6. Lubricant, Preservative VV-L-800 Brayco 300 Castrol Industrial North America,

5331 E. Slauson
Commerce CA 90040
7. Lubricant Lubriplate 130A or Fiske Bros. Refining Co.,

Lubriplate Aero 129 Lockwood
Newark, NJ 07105-4820
8. Solvent Methyl Propyl Obtain locally

Ketone
9. Filler Devcon WR-11220 Devcon Corp.,

59 Endicott St.
Danvers, MA 01923
Page 3
27-00-00 Nov 1/15
Table 2
RECOMMENDED MATERIALS (Continued)
10. Filler Devcon WR-11410 Devcon Corp.,

59 Endicott St.
Danvers, MA 01923
11. AntiCorrosion MIL-C-5541 Alodine 1200, Amchem Products Inc.,

Treatment 1200S or 1201 Ambler, PA 19002
12. Sealer MIL-S-8802 Pro-Seal 890B 1/2 Coast Paint and Chemical Co.,
1507 Grande Vista Ave.
Los Angeles, CA
13. Tedlar Tape 838 Tape Minnesota Mining and Mfg. Co.,
St. Paul, MN
14. Naptha TT-N-95 Type II Obtain locally
15. Sealant EC-2084 3M Engineered Adhesive Div.

3M Center
St. Paul, MN 55144
16. Primer MIL-P-23377 Epoxy-Polyamide U.S. Paint Lacquer and

Chemical Co., St. Louis, MO
17. Grease Molykote #33 Light Dow Corning

Extreme Low S. Saginaw Rd.
Temperature or Dow Midland, MI 48641
Corning #33 Light
Extreme Low
Temperature
18. Adhesive EC-2216 3M Engineered Adhesive Div.

3M Center
St. Paul, MN 55144
19. Sealant Tape Av-dec Hi-Tak Tape Obtain locally

P/N HT3000XXX or
Dow Corning Gel
Tec Sealing Strips
P/N GT-1000-1-R25
or equivalent.
Page 4
Nov 1/15 27-00-00
ALL DIMENSIONS ARE IN INCHES 6,7,8 9 10 11 12 13

5
.5
A .80
C C
.25
1.25
TYP
2.9
B B A TAP 5/8-11
IF USING
ITEM 13
OTHERWISE
TOP VIEW TAB TAP 1/2-13
4 15
3
1
125 .250 2
14
1.3
.500
VIEW A-A
.7
BK-692 BACK PLATE MACHINE DETAIL
VIEW C-C .68
ITEM QUANT DESCRIPTION

NO
1.6 .31
1 2 3/4 X 1 X 6 ALUMINUM OR EQUIV.
2 2 1 X 1 3/8 X 1 3/4 ALUMINUM OR EQUIV.
3 1 1/2 X 7 1/2 X 10 ALUMINUM OR EQUIV.
4 1 C81Q OR 281QN INDICATOR**
5 1 3/4 X 2 1/2 X 14 ALUMINUM OR EQUIV
6 1 1/4 DIA. X 2 CORROSION RES. STL.
7 1 1/4 DIA. X 1 CORROSION RES. STL.
8 1 1/4-28 NUT *
B-B
9 1 3/8 X 5 X 10 RUBBER
10 1 3/8 X 2 X 10 RUBBER VIEW
11 1 1/4 X 2 X 10 CORROSION RES. STL.
12 2 TS 107 1/2-13 X 3 VLIER TORQUE SCREW * THIS GROOVE TO BE A SNUG FIT TO THE
13 2 KN813 KEENSERT OR TAP 1/2-13 SCREW BRACKET ON THE DIAL INDICATOR
14 2 1/8 X 1 X 3/4 RUBBER
15 1 BK692 BACK PLATE**
**AVAILABLE THROUGH YOUR
LOCAL BEECH PARTS OUTLET.
UC27B
TRIM TAB FREEPLAY CHECK FIXTURE 042320AC.A
Figure 1
Trim Tab Freeplay Fixture
Page 5
27-00-00 Nov 1/15
HANDLE
10 INCHES
MAKE FROM
STEEL ROD
OR DRILL ROD
FLIGHT CONTROL RIG PIN 0.184 - 0.189

(ELEVATOR, AILERON, AFT RUDDER) INCH DIAMETER
UC27B
041846AC.AI
Figure 2
Flight Control Rig Pin
TAPE TAPE SCALE
1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 1 2 3 4 5 6 7 8 9 1 2 3
5 1 5 2 5 3 5 4
1 2 3 4 6 7 8 9 1 2 3 4 6 7 8 9 1 2 3 4 6 7 8 9 1 2 3 4 6 7 8 9 1 2 3
.XX
.XX
NOTE: THIS SCALE IS AN EXAMPLE ONLY. DIMENSIONS MAY VARY.
UC27B
041845AB.AI
Figure 3
Go/No-Go Scale
Page 6
Nov 1/15 27-00-00
HANDLE
MAKE FROM
STEEL ROD 10 INCHES
OR DRILL ROD
0.315 - 0.321
INCH DIAMETER
FLIGHT CONTROL RIG PIN

(FWD RUDDER BELLCRANK)
0.375 - 0.385
INCH DIAMETER
13 INCHES
MAKE FROM STEEL

ROD OR DRILL ROD
2.75 - 3.00
INCHES
HANDLE
FLIGHT CONTROL RIG PIN UC27B

042386AB.AI
(RUDDER PEDALS)
Figure 4
Rudder Rig Pins
Page 7
27-00-00 Nov 1/15
HANDLE
MAKE FROM
STEEL ROD 7.0-7.5 INCHES
OR DRILL ROD
0.246-0.249
INCH DIAMETER
FLIGHT CONTROL RIG PIN

(AILERON WING BELLCRANK
UA-1 AND AFTER; UB-1 AND AFTER)
UA27B
044814AA.AI
Figure 5
Aileron Wing Bellcrank Rig Pin
Page 8
Nov 1/15 27-00-00
FLIGHT CONTROLS
CONTROL COLUMN BEARING SUPPORT
27-00-01
200200
1. PROCEDURES
A. Inspection
(1) Remove the access panel (3) located aft of the nose wheel well (Ref. Chapter 6-50-00,
FUSELAGE ACCESS PANELS).
NOTE: If discrepancies are noted during this inspection, perform the CONTROL COLUMN
BEARING SUPPORT REPAIR procedure, in this section.
CAUTION: If the gap between the support arm (5) and the bearing support (6) exceeds
0.020-inch and/or loose, working or missing rivets are found, inspect adjacent
attachment intercostal/keel (7) area for deformation and cracks (Ref. Figure 201).
(2) Inspect the left and right control column bearing supports (6) for loose, working or missing rivets.
(3) Check the gap between left and right support arm (5) and bearing support (6) to verify the gap
does not exceed 0.020-inch.
(4) If applicable, install the access panel.
B. Repair
This procedure should only be performed to correct discrepancies found in use or during a detailed
periodic inspection (Ref. Chapter 5-20-04, Third 200-Hour Interval Detailed Inspection).
WARNING: Whenever any part of this system is dismantled, adjusted, repaired or replaced, a
detailed investigation must be made on completion to make sure that distortion,
tools, rags, or any other loose articles, or foreign matter that could impede the free
movement and safe operation of the system are not present, and the systems and
installation in the work area are clean.
(1) Remove all power from the airplane and disconnect the battery. Display warning notices
prohibiting reconnection of airplane electrical power.
(2) Remove the forward cabin partitions and any associated cabinetry (as required), if installed.
(3) Remove the flight compartment seats (Ref. Chapter 25-10-00, SEAT REMOVAL).
(4) Remove the extrusion on the right side of the pedestal.
(5) Remove the control column boot and plates forward of the pedestal and on each side of the
pedestal.
(6) Remove the forward flight compartment floorboard panels and carpet.
(7) Disconnect the link from the bob weight.
(8) Remove the access panel (3) located aft of the nose wheel well (Ref. Chapter 6-50-00,
Page 201
27-00-01 Nov 1/09
(9) Working through the access hole, disconnect the push-pull tube and if applicable, the pitch change
transducer rod end.
NOTE: Install suitable cable blocks forward of floor member at approximately FS 107 prior to
disconnecting the aileron control column cables.
(10) Disconnect the aileron control column cables.
(11) Remove the left and right taper pins (12) from the aft side of the universal joint (11) and disconnect
the torque tubes (1) (Ref. Figure 201).
NOTE: The radio panel, in the center of the instrument panel, may need to be removed for
clearance (Ref. Chapter 39-10-00, INSTRUMENT AND CONTROL PANELS).
(12) Remove the control column mounting bolts (8). Raise the control column (10) and support in place
using a dowel rod inserted into the lower tube (support arm crossmember just forward of the
bearing supports).
(13) Carefully remove rivets and remove the bearing support (6). Refer to the Model 1900 Airliner
Series Structural Repair Manual.
(14) Inspect the bearing supports (6) and the support arm (5) for damage. Inspect for damage in the
adjacent area and ensure that the proper edge margin for the bearing support and the support arm
is maintained.
(15) If necessary, drill the support arm and bearing support attach holes to 0.159 to 0.164-inch
diameter.
NOTE: It is recommended that the bearing support attach rivets be installed with the
manufactured (resultant) head of the rivet on the inboard side of the support arm.
(16) Attach each bearing support (6) to the support arm (5) on the control column with 6 CR3213-5
Cherry Max rivets or MS20470AD5 solid rivets (Ref. Model 1900 Airliner Series Structural Repair
Manual, Chapter 51-40-00).
(17) Ensure the gap between the bearing support (6) and the support arm (5) does not exceed
0.020-inch.
NOTE: The maximum unshimmed total gap between the bearing supports (6) and the adjacent
attachment intercostals/keels (7) measured prior to bolt installation is not to exceed
0.156-inch. Shim as required with washers (NAS1149F0516P, NAS1149F0532P,
NAS1149F0563P, AN960-516, or AN960-516L) between the bearing supports and the
adjacent attachment intercostals/keels to reduce the total gap to a maximum of 0.030-inch
(0.015-inch maximum per side). Shim equally on each side of the control column. It is
acceptable to substitute bolts up to two grip lengths longer as required to allow washers to
be added while maintaining at least 1 1/2 thread protrusion through the nut.
It is recommended that control column mounting bolts be installed with the bolt head on
the outside of the attachment intercostal/keel and the nut on the inside of the support arm.
(18) Carefully lower the control column into place and insert mount bolts into the left and right
attachment intercostal/keel and the adjacent bearing support.
Page 202
Nov 1/09 27-00-01
(19) Position the control column to either the left, or right side until the bearing support touches the
adjacent attachment (intercostal/keel). On the same side, install the washer (9) and nut (3) on the
mounting bolt (8) and torque to 50 to 65 inch-pounds.
(20) On the opposite side measure the resultant gap between the bearing and adjacent attachment
intercostal/keel.
NOTE: A total gap of 0.030-inch maximum (0.015-inch per side) between the bearing supports (6)
and adjacent attachment intercostal/keel (7) is acceptable. It is acceptable to reduce gaps
of less than 0.030-inch if desired, provided the total interference fit does not exceed
0.020-inch (0.010-inch per side).
A total gap of between 0.030 and 0.156-inch must be reduced by installing washers as
shims. Use either NAS1149F0516P, NAS1149F0532P, NAS1149F051663P, AN960-516,
or AN960-516L washers as shims. The washers on each side of the column must be of
equal thickness, and must reduce the gap of each side to 0.015-inch or less. No more
than two washers of any thickness may be installed per side. The total interference fit not
to exceed 0.020-inch (0.10 per side) is also acceptable.
If the gap exceeds 0.156-inch call Hawker Beechcraft Corporation for assessment.
(21) Shim equally as required to achieve a maximum gap of 0.030-inch. Ensure bolts are of suitable
grip length to obtain a proper fit. Install bolt(s) (8), washer(s) (9) and nut(s) (3) and torque to 50 to
65 inch-pounds.
(22) Install cotter pins (4).
CAUTION: Excessive driving of the taper pin can cause cracks in the tubing. A lightweight
rawhide or nylon mallet should be used to set the taper pin when it is installed.
(23) Install taper pins (12), taper pin washers (2) and nuts (3) to secure the torque tubes (1) to the
universal joints (11). Ensure that the small end of the taper pin is at least flush with, but not more
than 0.06-inch above the surface of the universal joint and torque to 15 to 20 inch pounds.
(24) Install cotter pins (4).
(25) Connect the aileron control column cables and remove cable blocks forward of floor member at
approximately FS 107.
(26) Connect the push-pull tube and if applicable, the pitch change transducer rod end.
(27) Connect the link to the bob weight.
(28) Rig the cables (Ref. 27-10-03, Control System Rigging). Rig any other systems disturbed during
accomplishment of this repair in accordance with the applicable chapter of this maintenance
manual.
(29) Install the boot and plates forward of the pedestal and on each side of the pedestal.
(30) Install the extrusion on the right side of the pedestal.
(31) Install the forward cabin partitions and any associated cabinetry.
(32) Install the flight compartment seats (Ref. Chapter 25-10-00, SEAT INSTALLATION).
(33) Install the forward flight compartment floorboard panels and carpet.
Page 203
27-00-01 Nov 1/09
(34) Install the access panel (3) located aft of the nose wheel well (Ref. Chapter 6-50-00, FUSELAGE
ACCESS PANELS).
(35) If applicable, install the radio panel in the center of the instrument panel (Ref. Chapter 39-10-00,
INSTRUMENT AND CONTROL PANELS).
(36) Connect the battery and remove warning notices prohibiting reconnection of airplane electrical
power.
Page 204
Nov 1/09 27-00-01
Figure 201
Control Column Bearing Support Repair
Page 205
27-00-01 Nov 1/09
FLIGHT CONTROLS
TRAVEL BOARD
27-00-02
200200
1. PROCEDURES
A. Travel Boards
Travel boards are used to aid in rigging of the primary and secondary control surfaces. A list of Hawker
Beechcraft Corporation approved travel boards are found in Table 201.
Travel boards for the primary control surfaces are constructed of aluminum with phenolic or nylon
locating stops to set the travel board on the control surface. Once these stops are located on the
surface, zero position and surface limits can be read on the respective boards.
Travel boards for the secondary surfaces (trim tabs) are made from stainless steel. These “wedge” style
travel boards are designed to nest on the primary control surface adjacent to the trim tab. The trim tab
zero position and the trim tab surface limits can be read on the respective boards.
Travel boards provided as ship sets may have Hawker Beechcraft Corporation internal model
designation assigned. Model 1900 is equivalent to UA serial aircraft. Model 1900C is equivalent to UB
serial aircraft. Model 1900C-1 is equivalent to UC serial aircraft.
Table 201
SPECIAL TOOLS AND EQUIPMENT
TOOL NAME PART NO. REVISION SUPPLIER USE
1. Aileron Travel 99-524000/810 for D or Later Hawker Beechcraft Measure aileron

Board* Alternate: UA-1 and After, UB-1 Corporation, control system.
See Item 9. and After at WS 9709 E. Central,
236.923 Wichita, KS 67201
2. Aileron Travel 118-130000-3/810-1 D or Later Hawker Beechcraft Measure aileron
Board* Alternate: for UC-1 and After at Corporation, control system.
See Item 9. WS 276.010 9709 E. Central,
Wichita, KS 67201
3. Aileron Trim Tab 118-130000-1/810-2 None or Hawker Beechcraft Measure aileron

Travel Board* at Aileron Station Later Corporation, trim tab control
41.660 9709 E. Central, system.
Wichita, KS 67201
4. Rudder Travel 114-630000-1/810 C or Later Hawker Beechcraft Measure rudder

Board* Corporation, control system
9709 E. Central,
Wichita, KS 67201
5. Rudder Trim Tab 114-630000-1/810-2 None or Hawker Beechcraft Measure rudder
Travel Board* Later Corporation, trim tab control
9709 E. Central, system
Wichita, KS 67201
Page 201
27-00-02 Nov 1/09
Table 201
SPECIAL TOOLS AND EQUIPMENT (Continued)
TOOL NAME PART NO. REVISION SUPPLIER USE
6. Elevator Travel 101-610000-1/807-2 C or Later Hawker Beechcraft Measure elevator

Board* Alternate: at HSS 50.00 Corporation, control systems.
See Item 9. 9709 E. Central,
Wichita, KS 67201
7. Elevator Trim Tab 101-610000-1/810-2, C or Later Hawker Beechcraft Measure elevator
Travel Board* 101-610000-2/810-2 Corporation, trim tab control
9709 E. Central, systems.
Wichita, KS 67201
8. Flap Travel Board* 118-521046-1/810 E1 or Later Hawker Beechcraft Measure flap
Corporation, control system
9709 E. Central,
Wichita, KS 67201
9. Universal Travel TE-100TB 2/11/03 or Hawker Beechcraft Measure control

Board Later Corporation, systems
9709 E. Central,
Wichita, KS 67201
* The following list of Hawker Beechcraft Corporation travel boards have been identified/superseded to
those in Table 7, Chapter 91-00-00, but are approved: 810 99-524000-1 (Aileron, WS 236.9, UA, UB),
810-1 118-130000-1 (Aileron, WS 276, UC), 810 99-524000 (Aileron Trim Tab, WS 236.9, UA, UB),
D810-1 101-130001-1 (Aileron Trim Tab, WS 276, UC), D807 101-610000-1, -2 (Elevator, HSS 35),
D807-2 101-610000-1 (Elevator, HSS 50), 807 101-610000-1, -2 (Elevator Trim Tab), D807
114-630000-1 (Rudder), 807 114-630000-1 (Rudder Trim Tab), 810 114-521046-1 (Flap).
Page 202
Nov 1/09 27-00-02
B. Reading a Travel Board

To obtain accurate travel board readings, place a straight edge against the travel board parallel to the
degree markings and align the top corner of the straight edge with the center of the control surface
trailing edge (Ref. Figure 219).
C. Universal Travel Board

The Universal Travel Board (9, Table 201) is an adjustable tool designed to find the zero position of
various control surfaces. Refer to Table 202 and the Universal Travel Board manual P/N 98-32928E or
subsequent for proper use.
NOTE: Calibration required. Refer to the Universal Travel Board Manual P/N 98-32928E or
subsequent, for information on using and calibrating the travel board with Required settings
shown below. The Universal Travel Board must be calibrated annually.
Table 202
Universal Travel Board Placement
SETTINGS (INCHES)
SURFACE LOCATION SPARS COMMENTS
A1 A2 A3
Digital Protractor
WS 276.010 can be used to
AILERON N 13 3/4 ± 1/32 14 ± 1/32 4 27/32 ± 1/32
(Ref. Note 1) level both control
wheels.
1st rib outboard
from trim tab cutout,
ELEVATOR N 10 1/2 ± 1/32 8 1/4 ± 1/32 5 1/2 ± 1/32
HSS 50.00
(Ref. Note 2)
NOTE 1: Locate A2 leg 1.25 inches forward of the upper aft wing skin edge at the aileron cove at WS 276.010.
The horizontal beam should be perpendicular to the forward spar. WS 276.010 is located 13.1 inches outboard of
the centerline of the aileron central hinge at the rear spar.
NOTE 2: Locate A2 leg 1.25 inches forward of the upper aft horizontal stabilizer skin edge at the elevator cove at
HSS 50.00. The horizontal beam should be in line with the rivets at HSS 50.00.
Page 203
27-00-02 Nov 1/09
D. Aileron Travel Board Installation (UA-1 and After; UB-1 and After)
The Aileron Travel Board (1, Table 201) is mounted on top of the wing and is used to measure the travel
of the aileron through its full range (Ref. Figure 201). This procedure defines the installation of the
Aileron Travel Board at WS 236.923.
(1) Determine WS 236.923 on the trailing edge by measuring 13.60 inches from the center line of the
inboard hinge (5) outboard along the rear spar (4) and mark the location.
(2) Determine WS 236.923 on the forward spar (2) by measuring 80.52 inches from the inboard edge
of the light dam (1) on the center of the forward spar (2) inboard and mark the location.
NOTE: One travel board may be used and moved from one side to the other.
(3) Place the Aileron Travel Board (6) at WS 236.923 (± 0.25 inch) on the top of the wing centered on
the locations identified in Steps (1) and (2).
(4) Ensure all stops (3) contact the wing surface.
E. Aileron Travel Board Installation (UC-1 and After)

The Aileron Travel Board (2, Table 201) is mounted on top of the wing and is used to measure the travel
of the aileron through its full range (Ref. Figure 202). This procedure defines the installation of the
Aileron Travel Board at WS 276.010.
(1) Determine WS 276.010 on the trailing edge by measuring 13.1 inches outboard from the center
line of the middle hinge (5) along the rear spar (4) and mark the location.
(2) Determine WS 276.010 on the forward spar (2) by measuring 42.9 inches inboard from the inboard
edge of the light dam (1) on the center of the forward spar (2) and mark the location.
(3) Place the Aileron Travel Board (6) at WS 276.010 (± 0.25 inch) on the top of the wing centered on
the locations identified in Steps (1) and (2).
(4) Ensure all stops (3) contact the wing surface.
F. Aileron Trim Tab Travel Board Installation (UC-1 and After)

The Aileron Trim Tab Travel Board (3, Table 201) is mounted on the aileron. The Aileron Trim Tab
Travel Board is used to measure the travel of the aileron trim tab through its full range (Ref. Figure 203).
Due to variances in the aileron surface, it may be difficult to align zero on the Aileron Trim Tab Travel
Board to the aileron trailing edge. It is permissible to install the Aileron Trim Tab Travel Board onto the
aileron trim tab facing outboard (readings would be upside down). The travel board would move with the
aileron trim tab and readings would come from the aileron trailing edge. Perform the AILERON TRIM
TAB TRAVEL BOARD INSTALLATION (UA-1 AND AFTER; UB-1 AND AFTER; UC-1 AND AFTER
(ALTERNATE)) procedure in this section.
(1) Position the Aileron Trim Tab Travel Board (4) on the aileron (1) within 0.25 inch of the aileron trim
tab cut out (2) on the aileron (1).
Page 204
Nov 1/09 27-00-02
(2) Ensure the Aileron Trim Tab Travel Board (4) fits tightly on the aileron (1) and the trailing edge of
the aileron trim tab (3) is within 0.25 inch of the stop (5) on the aileron trim tab travel board (4).
(3) Verify that the 0° reading on the Aileron Trim Tab Travel Board (4) is aligned with the trailing edge
of the aileron (1).
G. Aileron Trim Tab Travel Board Installation (UA-1 and After; UB-1 and After;
UC-1 and After (Alternate))
The Aileron Trim Tab Travel Board (3, Table 201) is mounted on the aileron trim tab facing outboard
(readings will be upside down). The travel board will move with the aileron trim tab and readings will
come from the aileron trailing edge. The Aileron Trim Tab Travel Board is used to measure the travel of
the aileron trim tab through its full range (Ref. Figure 204).
(1) Position the Aileron Trim Tab Travel Board (4) on the aileron trim tab (3) within 0.25 inch of the
aileron trim tab outboard edge (2).
(2) Ensure the aileron trim tab travel board (4) fits tightly on the aileron trim tab (3) and the trailing
edge of the aileron trim tab (3) is within 0.25 inch of the stop (5) on the Aileron Trim Tab Travel
Board (4).
(3) Verify that the 0° reading on the Aileron Trim Tab Travel Board (4) is aligned with the trailing edge
of the aileron trim tab (3).
Page 205
27-00-02 Nov 1/09
1. INBOARD EDGE OF LIGHT DAM

2. FORWARD SPAR
3. STOP
4. REAR SPAR
5. CENTER LINE OF INBOARD HINGE
6. AILERON TRAVEL BOARD
3
2 3
1
80.52 INCHES
13.60
INCHES
UC27B
043119AA.AI
Figure 201
Aileron Travel Board Installation WS 236.923
Page 206
Nov 1/09 27-00-02
1. INBOARD EDGE OF LIGHT DAM

2. FORWARD SPAR
3. STOP
4. REAR SPAR
5. CENTER LINE OF MIDDLE HINGE
6. AILERON TRAVEL BOARD
3
2 3
1
42.9 INCHES
13.1
INCHES
UC27B
042560AA.AI
Figure 202
Aileron Travel Board Installation WS 276.010
(UC-1 and After)
Page 207
27-00-02 Nov 1/09
FWD
WITHIN 0.25 INCH 1
OUTBD A
3
B 3
VIEW LOOKING OUTBOARD

ALONG TRAILING EDGE OF AILERON
4
5
VIEW LOOKING DOWN
DETAIL A
FWD
1. AILERON
2. AILERON TAB CUT OUT
3. AILERON TRIM TAB
4. AILERON TRIM TAB TRAVEL BOARD WITHIN 0.25 INCH
5. STOP
VIEW LOOKING INBOARD
DETAIL B UC27B
042566AB.AI
Figure 203
Aileron Trim Tab Travel Board Installation (UC-1 and After)
Page 208
Nov 1/09 27-00-02
FWD
WITHIN 0.25 INCH 1

A
2
OUTBD
1 3

5 ALONG TRAILING EDGE OF AILERON
VIEW LOOKING DOWN
DETAIL A
FWD
3
4
1. AILERON
2. AILERON TRIM TAB OUTBOARD EDGE
3. AILERON TRIM TAB
4. AILERON TRIM TAB TRAVEL BOARD
5. STOP WITHIN 0.25 INCH
DETAIL B UC27B
043203AB.AI
Figure 204
Aileron Trim Tab Travel Board Alternate Installation
(UA-1 and After, UB-1 and After, UC-1 and After (Alternate))
Page 209
27-00-02 Nov 1/09
H. Rudder Travel Board Installation

The Rudder Travel Board (4, Table 201) is mounted on the right side of the vertical stabilizer using
existing bolt holes for the VOR/LOC antenna (Ref. Figure 205). It is used to measure the travel of the
rudder through its full range.
(1) Remove the VOR/LOC antenna from the right side of the vertical stabilizer (5) (Ref. Chapter
23-10-00, ANTENNA REMOVAL).
(2) Using a stiff plastic scraper, remove the old sealant until the antenna mounting area is flush and
smooth with the surface skin.
(3) Install the Rudder Travel Board mounting angle (2), with three bolts (3), using the three antenna
mounting holes as shown in Figure 205.
(4) With assistance, install the rudder travel board (1) on the mounting angle (2) with adjustment bolts
(4). Do not tighten adjustment bolts (4).
(5) Adjust the rudder travel board (1) to the contour of the vertical stabilizer (5).
(6) Ensure all stops (6) contact the vertical stabilizer (5) surface. Tighten the four adjustment bolts (4)
on the Rudder Travel Board (1).
NOTE: If all stops do not contact the vertical stabilizer surface, contact Hawker Beechcraft
Customer Support for consultation 1.800.429.5372.
I. Rudder Travel Board Removal

(1) With assistance, remove adjustment bolts (4) and Rudder Travel Board (1) (4, Table 201) from the
mounting angle (2) (Ref. Figure 205).
(2) Remove the mounting angle (2) from the vertical stabilizer (5).
(3) Install the VOR/LOC antenna on the right side of the vertical stabilizer (5) (Ref. Chapter 23-10-00,
ANTENNA INSTALLATION).
J. Rudder Trim Tab Travel Board Installation

The Rudder Trim Tab Travel Board (5, Table 201) is mounted on the rudder (Ref. Figure 206). The
Rudder Trim Tab Travel Board is used to measure the travel of the rudder trim tab through its full range.
(1) Position the Rudder Trim Tab Travel Board (4) on the rudder (2) within 0.25 inch above the rudder
trim tab cut out (5).
(2) Ensure the Rudder Trim Tab Travel Board (4) fits tightly on the rudder (2) and the trailing edge of
the rudder trim tab (3) is within 0.12 inch of the stop (1) on the Rudder Trim Tab Travel Board (4).
(3) Verify that the 0° reading on the Rudder Trim Tab Travel Board (4) is aligned with the trailing edge
of the rudder (2).
Page 210
Nov 1/09 27-00-02
2
6
1. RUDDER TRAVEL BOARD

2. MOUNTING ANGLE
5
DETAIL A 3. BOLT
4. ADJUSTMENT BOLT
6. STOPS
3
2
3
DETAIL B
UC27B
042558AA.AI
Figure 205
Rudder Travel Board Installation
Page 211
27-00-02 Nov 1/09
1. STOP
2. RUDDER
3. RUDDER TRIM TAB
4. RUDDER TRIM TAB TRAVEL BOARD
5. RUDDER TRIM TAB CUT OUT
WITHIN
0.12 INCH
2
1
4
5 WITHIN
0.25 INCH
FWD
VIEW LOOKING AT LEFT SIDE
A
UC27B
042610AB.AI
DETAIL
Figure 206
Rudder Trim Tab Travel Board Installation
Page 212
Nov 1/09 27-00-02
K. Elevator Travel Board Installation at HSS 50.00

The Elevator Travel Board (6, Table 201) is mounted on the top of the horizontal stabilizer and is used
to measure the travel of the elevator through its full range (Ref. Figure 207). This procedure defines the
installation for the Elevator Travel Board that is designed for HSS 50.00.
(1) Locate the rivet center line at Horizontal Stabilizer Station (HSS) 50.00 (1) (Ref. Chapter 6-30-00,
STATION LOCATIONS).
(2) Mark the location of the rivet center line at HSS 50.00 (1) (Ref. Figure 207).
(3) Position the center line of the Elevator Travel Board (2) over the rivet center line at HSS 50.00 (1).
(4) Ensure all stops (4) contact the horizontal stabilizer (3) surface.
NOTE: Ensure that the stop locations are clearly marked to ensure that the readings are
consistent when moving the travel board from one side to the other.
(5) Mark the location of the stops (4) on the horizontal stabilizer (3).
L. Elevator Trim Tab Travel Board Installation

The Elevator Trim Tab Travel Boards (one left and one right) (7, Table 201) are mounted on the
elevators (Ref. Figure 208). The Elevator Trim Tab Travel Boards are used to measure the travel of the
elevator trim tabs through their full range.
(1) Position the Elevator Trim Tab Travel Board (1) on the elevator (2) between the elevator trim tab
(4) and the drain hole grommet (6). The Elevator Trim Tab Travel Board (1) must be within 0.25
inch of the elevator trim tab cut out (3).
(2) Ensure the Elevator Trim Tab Travel Board (1) fits tightly on the elevator (2) and the trailing edge
of the elevator (2) is within 0.20 inch of the stop (5) on the Elevator Trim Tab Travel Board (1).
(3) Verify that the 0° reading on the Elevator Trim Tab Travel Board (1) is aligned with the trailing
edge of the elevator (2).
Page 213
27-00-02 Nov 1/09
A
1. RIVET CENTER LINE AT HSS 50.00
2. ELEVATOR TRAVEL BOARD C
3. HORIZONTAL STABILIZER B
4. STOP
FWD 2
4
3
VIEW LOOKING DOWN
DETAIL A
4
2 VIEW LOOKING FWD
4
DETAIL B
4
3
C
UC27B
042675AA.AI
DETAIL
Figure 207
Elevator Travel Board Installation
Page 214
Nov 1/09 27-00-02
2
1
VIEW LOOKING UP
A
AT LEFT HAND HORIZONTAL STABILIZER
1. ELEVATOR TRIM TAB TRAVEL BOARD

2. ELEVATOR
3. ELEVATOR TRIM TAB CUT OUT
4. ELEVATOR TRIM TAB
5. STOP
6. DRAIN HOLE GROMMET
1
INBD
WITHIN
0.20 INCH
5
FWD
2 3
WITHIN 0.25 INCH
VIEW LOOKING UP
(LH SHOWN, RH OPPOSITE)
DETAIL A UC27B
042609AB.AI
Figure 208
Elevator Trim Tab Travel Board Installation
Page 215
27-00-02 Nov 1/09
M. Flap Travel Board Installation

The Flap Travel Board (8, Table 201) is mounted on the top of the wing and is used to measure the
travel of the inboard flaps through its full range (Ref. Figure 209, 210 and 211).
(1) Determine WS 60.52 on the trailing edge wing skin by measuring 14.02 inches outboard from the
center line of the inboard flap, inboard flap track (2), along the trailing edge of the wing skin (3).
Mark the location to identify WS 60.52 (Ref. Figure 209).
(2) Determine WS 60.52 on the main spar using the following Steps (Ref. Figure 210):
(a) For the right side, locate the line of screws (4) at approximately 29 inches outboard from the
fuselage (5). Measure from the center of the line of screws 0.5 inch inboard and mark the
location.
(b) For the left side, locate the line of screws (4) at approximately 28 inches outboard from the
fuselage (5). Measure from the center of the line of screws 0.5 inch outboard and mark the
location.
(3) Starting from WS 60.52, position the Flap Travel Board (8) by moving it outboard until the
mounting brackets (9) align with the first set of screw holes along the main spar (3) (1.50 inches
offset maximum). Verify the aft edge of the Flap Travel Board (7) is moved outboard the same
distance as the forward edge of the Flap Travel Board (10).
(4) Mark the new location of the Flap Travel Board (8) as noted in Step (3).
(5) If wing access panels (57 and 56, UA-1 and After, UB-1 and After) (18 and 25, UC-1 and After)
(Ref. Chapter 6-50-00, WING ACCESS PANELS) are not installed proceed to Step (6). If panels
(57 and 56, UA-1 and After; UB-1 and After) (18 and 25, UC-1 and After) are installed, perform the
following Steps:
(a) Remove the screws from panel (57 and 56, UA-1 and After; UB-1 and After) (18 and 25,
UC-1 and After) that align with the screws holes identified in Step (3).
NOTE: Do not over tighten the retaining screws in the mounting brackets. Over tightening
will not allow aft stop to seat.
Do not use spacer plate (6) when wing panel is installed.
Tolerance build-up of the wing access panels (57 and 56, UA-1 and After, UB-1 and
After) (18 and 25, UC-1 and After) may cause the forward stop not to seat. In this
case, remove wing access panels (57 and 56, UA-1 and After, UB-1 and After) (18
and 25, UC-1 and After) and proceed to Step (6).
(b) Secure the Flap Travel Board (8) with the retaining screws (1). Proceed to Step (7).
(6) If wing access panels (57 and 56, UA-1 and After; UB-1 and After or 18 and 25, UC-1 and After,
Ref. Chapter 6-50-00, WING ACCESS PANELS) are not installed perform the following Steps
(Ref. Figure 211):
(a) Position the spacer plate (4) attached to the Flap Travel Board (1) between the mounting
bracket (5) and main spar (6).
(b) Place the travel board mounting bracket (5) on the spacer plate (4).
Page 216
Nov 1/09 27-00-02
NOTE: Do not over tighten the retaining screws in the mounting brackets. Over tightening
will not allow aft stop to seat.
(c) Secure the Flap Travel Board (1) with the retaining screws (3) that align screw holes
identified in Step (3). Proceed to Step (7).
(7) Ensure that all stops (2) are seated on the wing surface.
Page 217
27-00-02 Nov 1/09
1. FLAP TRAVEL BOARD

2. CENTER LINE OF INBOARD TRACK
3. TRAILING EDGE OF WING SKIN
1
3 2 A B
WS 60.52
AFT
1.50 INCHES
14.02 INCHES
OFFSET
MAXIMUM
VIEW LOOKING FORWARD LEFT SIDE
DETAIL A
1
2
WS 60.52
AFT 1.50 INCHES

14.02 INCHES OFFSET
MAXIMUM
VIEW LOOKING FORWARD RIGHT SIDE
DETAIL B UC27B
042559AA.AI
Figure 209
Flap Travel Board Installation
Page 218
Nov 1/09 27-00-02
5
7 A B
2 8
1 1
6
10
28 INCHES
APPROXIMATELY
AFT
0.50 INCH 4
1.50 INCHES
WS 60.52
OFFSET
MAXIMUM
VIEW LOOKING AFT LEFT SIDE 7 2
8 1
DETAIL A 9 10 1
29 INCHES
APPROXIMATELY
1. RETAINING SCREW
2. STOP
3. MAIN SPAR
4. LINE OF SCREWS
5. FUSELAGE
6 4 WS 60.52
6. SPACER PLATE 1.50 INCHES
7. AFT EDGE OF TRAVEL BOARD 0.50 INCH
OFFSET
8. FLAP TRAVEL BOARD MAXIMUM VIEW LOOKING AFT RIGHT SIDE
9. MOUNTING BRACKETS
10. FORWARD EDGE OF TRAVEL BOARD DETAIL B AFT UC27B
042650AB.AI
Figure 210
Flap Travel Board Installation (With Panels Installed, UC Model Shown, Other Models Similar)
Page 219
27-00-02 Nov 1/09
1. FLAP TRAVEL BOARD

2. STOP
3. RETAINING SCREWS
4. SPACER PLATE A B
5. MOUNTING BRACKET
6. MAIN SPAR 2
1
2
3
3
AFT
VIEW LOOKING AFT LEFT SIDE
DETAIL A
3 2 1
2
6 3
2
AFT
5
4
VIEW LOOKING AFT RIGHT SIDE
DETAIL B UC27B
043136AA.AI
Figure 211
Flap Travel Board Installation (Without Panels Installed, UC Model Shown, Other Models Similar)
Page 220
Nov 1/09 27-00-02
2. TRAVEL BOARD CERTIFICATION

Travel boards are certified for 24 months or ten uses whichever occurs later from the date of original
certification, and are required to be recertified every 24 months or 10 uses, whichever occurs later, thereafter.
The following certification requirements are intended for Hawker Beechcraft Corporation approved travel
boards only (Ref. Table 201).
Once travel boards are certified, it is the responsibility of the owner/operator to keep proper records of
certification and subsequent recertification. If a travel board encounters a “catastrophic event” (i.e. dropped or
damaged in such a way that could affect the measurements), it is required that the travel board be recertified
immediately.
These procedures are intended for Hawker Beechcraft Corporation approved travel boards only and are not
to be used for fabricating travel boards.
A. Recommended Materials/Equipment For Certification*

(1) Surface Table.
(2) Height Gage.
(3) 12” Knee Blocks.
(4) Clamps (to hold down boards).
(5) Adjustable Parallel bar.
(6) Gage Blocks.
(7) Stable Drawing Material (Mylar).
(8) Drawing Tools (ruler, compass, protractor).
* Equivalent equipment is allowed as long as the certification requirements are met.
B. Certification Set-Up Procedures

Various methods can be used for verifying the dimensional requirements of the travel boards. The
following methods may be used and have been demonstrated for accuracy for in-service airplanes.
C. Aileron, Elevator and Rudder

Method 1
a) Establish a reference line by marking the center of the forward stop (dimension “C”) and
the zero degree mark (graduation) on the travel board (Ref. Figures 212, 213, 214 and
215).
b) Make all subsequent measurements from the established reference line or the forward
stop location as applicable.
Method 2
a) Using a stable medium (Mylar), fabricate an inspection aid by drawing the dimensions
shown on the respective certification procedures (Ref. Figures 212, 213, 214 and 215).
b) From the hinge points, mark all applicable graduations.
Page 221
27-00-02 Nov 1/09
c) Using a flat surface and spacers, lay the travel board onto the inspection aid.
NOTE: Dimensions of the inspection aid shall be verified before each use.
D. Aileron Trim Tab, Rudder Trim Tab and Elevator Trim Tabs
(1) Using a stable medium (Mylar), fabricate an inspection aid by drawing the dimensions shown on
the respective certification procedures (Ref. Figures 216 and 217).
(2) From the hinge points, mark all applicable graduations.
(3) Using a flat surface and spacers, lay the travel board onto the inspection aid.
NOTE: Dimensions on the inspection aid shall be verified before each use.
E. Flap
Method 1
a) Draw a reference line approximately the length of the Flap Travel Board (Ref. Figure 218).
b) Mark a line the distance the forward stop is above the reference line (Dimension “A”).
c) Locate the flap travel board such that the “A” dimensions on the forward stop and the
reference line crosses the zero degree mark on the travel board.
d) Make all subsequent measurements from the reference line or forward spar reference mark
as applicable.
Method 2
a) Using a stable medium (Mylar), fabricate an inspection aid by drawing the dimensions shown
on the respective certification procedures (Ref. Figure 218).
b) From the hinge points, mark all applicable graduations.
c) Using a flat surface and spacers, lay the travel board onto the inspection aid.
NOTE: Dimensions on the inspection aid shall be verified before each use.
F. Travel Board Rework

Rework is only allowed in areas specifically designated in the certification procedures and figures. Any
rework shall be documented in the tool records.
G. Aileron Travel Board Certification (UC-1 and After)

Requirements
(1) Aileron Travel Board (2, Table 201) to be flat with a permanent set not exceeding 0.125 inch along
the length of the board.
(2) All stops are in good condition, do not show excessive wear and are securely attached.
(3) General condition:
(a) Identification.
(b) Graduation marks are legible.
Page 222
Nov 1/09 27-00-02
(c) Other discrepancies noted.
(4) Dimensional Requirements (Ref. Table 203 and Figure 212).
NOTE: The center of the forward locator (stop) is 0.090 below the reference line.
(5) Verify the location and that the following minimum graduation marks exist:
(a) Trailing edge up: 0.5°,23°, 24°, 25°, 26°.
(b) Trailing edge down: 16°, 17°, 18°, 19°.
(c) Zero degrees.
Page 223
27-00-02 Nov 1/09
Table 203
Aileron Travel Board Dimensions (UC-1 and After)
Dimension Nominal Tolerance
A 3.445 ± 0.010
B 2.435 ± 0.010
C 13.435 ± 0.030
D 29.435 ± 0.030
E (Reference) 37.435 N/A
F (E+R) 47.435 ± 0.060

G 0.090 N/A
R 10.00 ± 0.060
G A B
REFERENCE LINE
R
C
UC27B
042744AA.AI
Figure 212
Aileron Travel Board Arrangement (UC-1 and After)
Page 224
Nov 1/09 27-00-02
H. Aileron Travel Board Certification (UA-1 and After; UB-1 and After)
Requirements
(1) Aileron Travel Board (1, Table 201) to be flat with a permanent set not exceeding 0.125 inch along
(a) Identification.
(a) Trailing edge up: 0.5°,23°, 24°, 25°, 26°.
(b) Trailing edge down: 15°, 16°, 17°, 18°.
(c) Zero degrees.
Page 225
27-00-02 Nov 1/09
Table 204
Aileron Travel Board Dimensions (UA-1 and After; UB-1 and After)
A 4.460 ± 0.010
B 2.525 ± 0.010
C 13.60 ± 0.030
D 38.46 ± 0.030
F (E+R) 55.57 ± 0.060

R 11.50 ± 0.060
A
REFERENCE LINE B
C R
UC27B
042746AA.AI
Figure 213
Aileron Travel Board Arrangement (UA-1 and After; UB-1 and After)
Page 226
Nov 1/09 27-00-02
I. Rudder Travel Board Certification

Requirements
(1) Rudder Travel Board (4, Table 201) to be flat with a permanent set not exceeding 0.125 inch along
(a) Identification.
(d) Attachment hardware is present and in good condition.
(a) Trailing edge left: 25°, 26°.
(b) Trailing edge right: 25°, 26°.
(c) Zero degrees.
(6) Rework information: Permissible to rework the four holes (or slots) in the adjustment handle to
allow locating stops to rest against the vertical stabilizer as required.
Page 227
27-00-02 Nov 1/09
Table 205
Rudder Travel Board Dimensions
A 4.980 ± 0.010
B 4.120 ± 0.010
C 11.010 ± 0.030
D 35.450 ± 0.030
F (E+R) 66.10 ± 0.060

R 21.60 ± 0.060
ADJUSTMENT
ANGLE
A B
REFERENCE LINE
C R
UC27B
043138AA.AI
Figure 214
Rudder Travel Board Arrangement
Page 228
Nov 1/09 27-00-02
J. Elevator Travel Board Certification

Requirements
(1) Elevator Travel Board (6, Table 201) to be flat with a permanent set not exceeding 0.125 inch
along the length of the board.
(a) Identification.
(a) Trailing edge up: 20°, 21°.
(b) Trailing edge down: 7°,14°, 15°.
(c) Zero degrees.
Page 229
27-00-02 Nov 1/09
Table 206
Elevator Travel Board Dimensions
A 1.970 ± 0.010
B 1.885 ± 0.010
C 6.075 ± 0.030
D 25.240 ± 0.030
F (E+R) 46.475 ± 0.060

R 14.50 ± 0.060
A B
R
C
UC27B
042748AA.AI
Figure 215
Elevator Travel Board Arrangement
Page 230
Nov 1/09 27-00-02
K. Aileron Trim Tab and Rudder Trim Tab Travel Board Certification
Requirements
(1) Aileron Trim Tab and Rudder Trim Tab Travel Board (3 and 5, Table 201) general condition:
(a) Identification.
(3) Rework information:
(a) Permissible to replace loose rivets as long as dimensional requirements are maintained.
Table 207
Aileron Trim Tab and Rudder Trim Tab Travel Board Dimensions
Minimum Graduations
Trim Tab A Value B Value Tolerance Marks Required*
Aileron 0.500 3.419 ± 0.015 Up: 16.5°, 15°, 13.5°

Down: 16.5°, 15°, 13.5°
Zero Degrees
Rudder 1.093 6.900 ± 0.015 Left: 16.5°, 15°, 11°, 10°, 9°

Right: 16.5°, 15°, 11°, 10°, 9°
Zero Degrees
*Half degree increments are not required if the whole degree marks are adjacent (i.e. if 16° and 17° exist,
16.5° is not required).
Page 231
27-00-02 Nov 1/09
HINGE POINT
CHART
6 MARKS
A
0 DEG
A
ANGLE
UC27B
042753AA.AI
TRAVEL BOARD OVERLAID FOR REFERENCE
Figure 216
Aileron Trim Tab and Rudder Trim Tab Travel Board Arrangement
Page 232
Nov 1/09 27-00-02
L. Elevator Trim Tab Travel Board Certification

Requirements
(1) Elevator Trim Tab Travel Board (7, Table 201) general condition:
(a) Identification.
(3) Rework information:
(a) Permissible to replace loose rivets as long as dimensional requirements are maintained.
(b) Elevator Trim Tab Travel Board: Permissible to trim rubber pad and angle to clear the drain
grommet (scupper) on the lower surface of the elevator.
Table 208
Elevator Trim Tab Travel Board Dimensions
Minimum Graduations
Trim Tab A Value B Value C Value Tolerance Marks Required*
Elevator 0.407 4.168 3.502 ± 0.015 Up: 5.5°, 5°, 2.5°, 1.5°
Down: 16°, 15°, 7°, 6°, 5°
Zero Degrees
*Half degree increments are not required if the whole degree marks are adjacent (i.e. if 16° and 17° exist,
16.5° is not required).
Page 233
27-00-02 Nov 1/09
HINGE POINT
A
A
GR E E
ZERO DE
B
UC27B
TRAVEL BOARD OVERLAID FOR REFERENCE 043273AA.AI
Figure 217
Elevator Trim Tab Travel Board Arrangement (LH Shown, RH Opposite)
Page 234
Nov 1/09 27-00-02
M. Flap Travel Board Certification

Requirements
(1) Flap Travel Board (8, Table 201) to be flat with a permanent set not exceeding 0.125 inch along
(a) Identification.
(d) Attachment hardware is present and in good condition.
(5) Verify the that the following minimum graduation marks exist:
(a) Trailing edge down: 0.5°, 1°, 1.5°, 2°, 9°, 10°, 11°, 16.5°, 17°, 17.5°, 18°, 18.5°, 19°, 20°,
20.5°, 21°, 33°, 34°, 35°, 36°.
(b) Zero degrees.
(6) Rework information: Permissible to rework the adjustment angle to allow the two locating stops to
contact the wing surface. This can be done by slotting the angle, milling the lower portion of the
adjustment angle (side touching the wing) or using smaller diameter (# 10) bolts.
Table 209
Flap Travel Board Dimensions
A 10.373 ± 0.010
B 5.688 ± 0.010
C 1.541 ± 0.060
D 37.113 ± 0.060
F 61.253 ± 0.060
G 10.443 ± 0.030
H (10°) 3.466 ± 0.030
J (20°) 6.291 ± 0.030
K (35°) 9.986 ± 0.030
Page 235
27-00-02 Nov 1/09
ADJUSTMENT
ANGLE
D
C
A
G A
B
REFERENCE LINE
F H
J
K
B
FORWARD SPAR
REFERENCE
(DATUM)
"MILL STEP" MARK
REFERENCE LINE
EDGE OF BOARD
LINE PERPENDICULAR DETAIL B

TO REFERENCE LINE
DETAIL A
UC27B
042751AA.AI
Figure 218
Flap Travel Board Arrangement
Page 236
Nov 1/09 27-00-02
UC27C
060912AA.AI
Figure 219
Reading a Travel Board
Page 237
27-00-02 Nov 1/09
FLIGHT CONTROLS
AILERONS
27-10-00
200200
1. PROCEDURES
A. Removal (UA-1 and After; UB-1 and After)

Only the left aileron incorporates an aileron trim tab. The aileron trim tab pushrod connects directly to
the actuator mounted forward of the rear spar. The hinge brackets inserted between the aileron skin and
spar are secured with four screws. The aileron pushrod is connected to one hinge bracket to transmit
movements to the aileron.
(1) Install a red tag to the pilots control wheel with the words “Do not Operate, Maintenance in
Progress”.
(2) Perform STATIC DISCHARGER REMOVAL procedure (Ref. Chapter 23-60-00) on the aileron to
be removed.
(3) On the LH aileron, remove the bolt, washers and nut connecting the underside of the aileron trim
tab to the push-pull rod from the aileron trim tab actuator. The double-clevis ends on the trim tab
actuator push-pull rod are designed to tighten the outer clevis with a binding action against the
clevis bolt and the inner clevis, which removes freeplay of the bolt in the hole. Loosen the outer
clevis first (the larger nut) before removing the clevis bolt.
(4) Remove the double clevis end of the push-pull rod so that the push-pull rod will pass though the
left side aileron during removal.
(5) Remove screws (11), washers (2) and nuts (1) attaching bonding jumpers (7) to aileron (13) at the
outboard, middle and inboard hinge points (Ref. Figure 201).
(6) While providing support at each end of the aileron, remove screws (9) from the top and bottom
surface of aileron (13) at the outboard, middle and inboard hinge points.
(7) Remove the aileron (13) from the wing. Take care not to damage the skin while removing the trim
tab actuator push-pull rod from the LH aileron and aileron trim tab assembly.
B. Installation (UA-1 and After; UB-1 and After)

WARNING: Failure to follow the correct procedure for AILERON INSTALLATION could result in
partial/complete loss of the aileron resulting in degradation of flying qualities and or
loss of control of the aircraft.
NOTE: Any repair, modification, painting or replacement of the aileron or aileron trim tab requires
balancing (Ref. Chapter 57-50-00).
(1) Prepare the area where the bonding cables attach for electrical bonding (Ref. Chapter 20-00-01,
PREPARATION OF SURFACE).
(2) On the LH aileron (13), carefully guide the aileron trim tab push-pull rod through the aileron (13)
(Ref. Figure 201).
Page 201
27-10-00 Aug 1/12
(3) With assistance, align the inboard, middle and outboard hinge points of aileron (13) with hinge
halves (6) on the wing. Then loosely install two screws (9) (one screw in the top and one in the
bottom) through each hinge point. Pull on the aileron to confirm that the screws (9) are properly
installed.
NOTE: If there is no movement when the aileron is pulled on, the bolts are properly installed.
(4) Install screws (9) to the top and bottom surface of the aileron (13) at the outboard, middle and
inboard hinge points.
(5) Install screws (11), washers (2) and nuts (1) attaching the bonding jumpers (7) to the aileron (13)
at the outboard, middle and inboard hinge points.
WARNING: Any time the aileron trim tab push-pull rods are installed or adjusted, the
inspection holes near the ends of the rods must be checked to ascertain that
the threads of the end fittings are visible.
(6) Install the double clevis end of the trim tab actuator push-pull rod, so that the push-pull rod
assembly is 8.58 ± 0.06 inches from the centerline of the mounting hole of both clevis ends.
(7) On the left-hand aileron, connect the trim tab actuator push-pull rod to the horn on the aileron trim
tab.
NOTE: The double-clevis ends on the trim tab actuator push-pull rod are designed to tighten the
outer clevis with a binding action against the clevis bolt and the inner clevis, which
removes freeplay of the bolt in the hole. Install the clevis bolt and tighten the large jam nut
on the outer clevis.
With the flaps fully retracted and the aileron in the neutral position, the clearances noted
must be maintained (Ref. Figure 203). The gap between the aileron and the outboard flap
should be constant within ± 0.06 inch from the leading edge to the trailing edge. These
dimensions do not apply to the lower forward area where the aileron tapers outboard.
(8) Remove the red tag from the pilots control wheel.
(9) Perform the AILERON FUNCTIONAL CHECK procedure (Ref. 27-10-03).
(10) Perform the AILERON TRIM TAB FUNCTIONAL CHECK procedure (Ref. 27-10-07).
(11) Perform the AILERON FREEPLAY CHECK procedure in this section.
(12) Perform STATIC DISCHARGER INSTALLATION procedure (Ref. Chapter 23-60-00).
C. Removal (UC-1 and After)

The aileron is operated by an arm on the aileron bellcrank located at the inboard end of each aileron.
The arm is connected through a tapered pin to a hinged yoke mounted in the aileron just inboard of the
inboard aileron hinge.
Only the left aileron incorporates an aileron trim tab. The aileron trim tab push-pull rod connects directly
to the actuator mounted on the aft side of the rear spar.
(1) Install a red tag to the pilots control wheel with the words “Do not Operate, Maintenance in
Progress”.
Page 202
Aug 1/12 27-10-00
(2) Perform STATIC DISCHARGER REMOVAL procedure (Ref. Chapter 23-60-00) on the aileron to
be removed.
NOTE: Do not disturb the adjustment of the rod end on the push-pull rod.
(3) On the LH aileron, remove the bolt, washers and nut connecting the underside of the aileron trim
tab to the push-pull rod from the aileron trim tab actuator. The double-clevis ends on the trim tab
actuator push-pull rod are designed to tighten the outer clevis with a binding action against the
clevis bolt and the inner clevis, which removes freeplay of the bolt in the hole. Loosen the outer
clevis first (the larger nut) before removing the clevis bolt.
(4) Remove screws (9), washers (5) and nuts (4) attaching the bonding jumpers (6) to the aileron (13)
at the outboard, middle and inboard hinge points (Ref. Figure 202).
(5) While providing support at each end of the aileron, remove the safety wire, bolt (8) and washer (7)
securing the inboard hinge bracket on the wing.
(6) Remove six screws (11) attaching the aileron (13) to the middle hinge clevis (10).
(7) Remove four screws (11) attaching the aileron (13) to the outboard hinge clevis (10).
(8) Remove aileron (13) from the wing, taking care not to cause damage while disengaging the yoke
tapered pin (14) on either aileron (13), or while removing the trim tab actuator push-pull rods from
the LH aileron and trim tab assembly.
D. Installation (UC-1 and After)

NOTE: Any repair, modification, painting or replacement of the aileron or aileron trim tab requires
(2) Lightly lubricate the aileron yoke (12) tapered pin (14) and bellcrank arm bearing (16) with grease
(1, Table 2, 27-00-00) (Ref. Figure 202).
(3) On the LH aileron (13), carefully guide the aileron trim tab push-pull rod through the aileron (13).
NOTE: On the inboard aileron hinge fitting (2), the hat portion of the bushing (3) does not rest
against the fitting (2). The extra grip length bushing (3) is used intentionally to avoid
aileron hinge bearing becoming pinched if the hinge bolt is over-torqued (Ref. Figure 202,
Detail E).
(4) With assistance, align the aileron with the middle and outboard hinge clevises (10) and the inboard
hinge bracket on the wing, engage the actuator tapered pin (14) into the bellcrank arm bearing
(16).
(5) Loosely install six screws (11) securing the aileron (13) to the middle hinge clevis (10).
(6) Loosely install four screws (11) securing the aileron (13) to the outboard hinge clevis (10).
(7) Align and install the bolt (8) and washer (7) securing the inboard hinge to the wing (15). Safety
wire the bolt (8).
(8) Tighten the screws (11) at the outboard and middle hinge points.
Page 203
27-10-00 Aug 1/12
(9) Install screws (9), washers (5) and nuts (4) attaching the bonding jumpers (6) to the aileron (13) at
the outboard, middle and inboard hinge points.
WARNING: Any time the aileron trim tab push-pull rods are installed or adjusted, the
inspection holes near the ends of the rods must be checked to ascertain that
the threads of the end fittings are visible.
(10) On the left-hand aileron, connect the trim tab actuator push-pull rod to the horn on the aileron trim
tab.
NOTE: The double-clevis ends on the trim tab actuator push-pull rod are designed to tighten the
removes freeplay of the bolt in the hole. Install the clevis bolt and tighten the large jam nut
on the outer clevis.
With the flaps fully retracted and the aileron in the neutral position, the clearances noted
must be maintained (Ref. Figure 203). The gap between the aileron and the outboard flap
should be constant within ± 0.06 inch from the leading edge to the trailing edge. These
dimensions do not apply to the lower forward area where the aileron tapers outboard.
(11) Remove the red tag from the pilots control wheel.
(12) Perform the AILERON FUNCTIONAL CHECK procedure (Ref. 27-10-03).
(14) Perform the AILERON FREEPLAY CHECK procedure in this section.
(15) Perform STATIC DISCHARGER INSTALLATION procedure (Ref. Chapter 23-60-00).
Page 204
Aug 1/12 27-10-00
13
C
DETAIL A
A
1 9
1. NUTS D 2 8
10
2. WASHERS 7
3. NUT 3
4. WASHERS 1 4 6
2 5
5. AILERON PUSH-PULL ROD
6. HINGE HALVES
7. BONDING JUMPERS
8.. WASHER
9.. SCREWS
10. BOLT
11. SCREWS
12. BOLT 4
13. AILERON
12 2
11
2
9
1
11
DETAIL B
2 2
11 7
6 9
1
2
6
2
2 1
1 11 2
7
DETAIL C 2
11
11
2 DETAIL D UC27B
044587AB.AI
Figure 201
Aileron Installation (UA-1 and After; UB-1 and After)
Page 205
27-10-00 Aug 1/12
Page 206
Aug 1/12 27-10-00
1. BUSHING
2. FITTING
3. BUSHING
4. NUTS
5. WASHERS
3
7
F
6. BONDING JUMPERS
7. WASHER 4 8
1
8. BOLT 5
9. SCREWS 6
10. CLEVIS 4 12 13
5
11. SCREWS
12. YOKE
13. AILERON DETAIL E A
14. TAPERED PIN
15. WING
D
16. BEARING
12 14
E 5
15
9
9 DETAIL A
5
16 DETAIL D 4
11
C
5 5
9 6
10
B
5
5 9
4 11
11
DETAIL C 4
5
10
13
4
5
6
5
9
9
UC27B
DETAIL F 5 DETAIL B 044055AA.AI
Figure 202
Aileron Installation (UC-1 and After)
Page 207
27-10-00 Aug 1/12
Figure 203
Aileron Clearance
Page 209
27-10-00 Aug 1/12
E. Freeplay Check
NOTE: Movement or jarring of the airplane will invalidate the aileron freeplay readings. The airplane
should be hangared and no personnel in or on the airplane during the freeplay check.
(1) For UA-1 and After; UB-1 and After perform the following Steps:
(a) Remove left and right lower wing access panels 44 and 45 (Ref. Chapter 6-50-00, WING
ACCESS PANELS).
(b) Install rig pin (3) (11, Table 1, 27-00-00) through the aileron outboard wing bellcrank (1)
(Ref. Figure 206).
(2) For UC-1 and After perform the following Steps:
(a) Remove the passenger seat(s) as required to gain access to floor access panel 16E
(Ref. Chapter 25-20-00, SEAT REMOVAL).
(b) Remove the carpet as required to gain access to floor access panel 16E (Ref. Chapter
25-20-01).
(c) Remove floor access panel 16E (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
(d) Install rig pin (1) (7, Table 1, 27-00-00) through the aileron quadrant support bracket (2) and
the aileron quadrant (3) (Ref. Figure 204).
(3) Perform the AILERON TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02).
(4) Visually inspect the aileron for any damage, for integrity of the hinge attach points, and for
tightness of the actuating system.
(5) Apply a small piece of masking tape (for paint protection) one inch forward of the aileron trailing
edge just left or right of the aileron travel board (6). This will be the point of pressure against the
aileron (3) by the push-pull scale (Ref. Figure 205).
(6) Apply another piece of masking tape in the corresponding position on the bottom surface of the
aileron (3) for the same purpose.
(7) Attach a scale (8) or dial indicator (1) to the aileron travel board (6) so the up and down movement
can be measured at the aileron (3) trailing edge.
(8) If using the dial indicator (1) perform the following Steps:
(a) Position the dial indicator (1) so the stem (2) is 0.50 inch from the trailing edge of the aileron
(3) and is depressed 0.10 inch when in contact with the aileron (3) surface initially. Turn the
rotating face of the dial indicator (1) to zero. Do not reset during the checking procedure.
(b) With a push-pull scale (6, Table 1, 27-00-00) against the top of the aileron (3), apply four
pounds of downward load. Record the dial reading.
(c) Apply a four pound upwards load on the bottom surface of the aileron (3). Record the dial
reading.
Page 210
Aug 1/12 27-10-00
(9) If using the scale (8) perform the following Steps:
(a) Attach the scale (8) to the aileron travel board (6) with strips of tape (7).
(b) With a push-pull scale (6, Table 1, 27-00-00) against the top of the aileron (3), apply four
pounds of downward load. Record the scale reading.
(c) Apply a four pound upward load on the bottom surface of the aileron (3). Record the scale
reading.
(10) For UA and UB, bladder wing airplanes, the maximum freeplay limit is 0.12 inch. For UC airplanes,
the maximum freeplay travel limit is 0.06 inch. Excess movement must be corrected.
(11) Perform Steps (3) through (10) for the opposite aileron.
(12) If freeplay limits are exceeded, inspect all components for cracks and wear, and repair or replace
as required.
(13) For UC-1 and After perform the following Steps:
(a) Remove the rig pin (1) from the aileron quadrant (3) (Ref. Figure 204).
(b) Install floor access panel 16E (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
(c) Install the carpet as required (Ref. Chapter 25-20-01).
(d) Install the passenger seat(s) as required (Ref. Chapter 25-20-00, SEAT INSTALLATION).
(14) For UA-1 and After; UB-1 and After perform the following Steps:
(a) Remove rig pin (3) (11, Table 1, 27-00-00) from the aileron outboard wing bellcrank (1)
(Ref. Figure 206).
(b) Install left and right lower wing panels 44 and 45 (Ref. Chapter 6-50-00, WING ACCESS
PANELS).
(15) Remove the aileron travel board.
Page 211
27-10-00 Aug 1/12
1. RIG PIN
3. AILERON QUADRANT
A
1
AILERON QUADRANT
DETAIL A
UC27B
041762AB.AI
Figure 204
Aileron Quadrant Rig Pin Installation
Page 212
Aug 1/12 27-10-00
4
1
30
40
20
10
50
40
A
0
2
10
30
20
DETAIL A
1. DIAL INDICATOR
2. INDICATOR STEM
3. AILERON 6
4. SMALL C-CLAMP
5. BRACKET
6. AILERON TRAVEL BOARD 7
7. TAPE
8. SCALE
8
1
3
4
5
6
7
3
DETAIL A
UC27B
043482AA.AI
Figure 205
Aileron Freeplay Fixture
Page 213
27-10-00 Aug 1/12
1. BELLCRANK
2. LOWER SUPPORT BRACKET
3. RIG PIN
4. UPPER SUPPORT BRACKET
4
1
2
A
VIEW LOOKING AFT AND UP
DETAIL B
UA27B
051940AA.AI
Figure 206
Aileron Outboard Wing Bellcrank Rig Pin Installation (UA-1 and After; UB-1 and After)
Page 214
Aug 1/12 27-10-00
2. AILERON GROUND ADJUSTABLE TRIM TAB
A. Adjustment
NOTE: If wing heavy condition cannot be corrected using this procedure alone the FLAP
ADJUSTMENT TO CORRECT A WING HEAVY CONDITION procedure (Ref. 27-50-05) may
be used in conjunction with this procedure.
(1) Perform the AILERON FUNCTIONAL CHECK procedure to ensure proper aileron system
operation prior to performing the following procedure (Ref. 27-10-03).
(2) Perform the FLAP SYSTEM FUNCTIONAL CHECK procedure to ensure proper flap alignment
prior to performing the following procedure (Ref. 27-50-05).
NOTE: The aileron ground adjustable trim tab is located on the right aileron only and is used to
correct aileron load with the aileron trim set to zero (Ref. Figure 207).
(3) The line of rivets on the trailing edge of the aileron should be stabilized while the bendable trim tab
is being adjusted. This will reduce the risk of bending the aileron trailing edge out of symmetry as
well as causing paint to crack. A shop aid used to stabilize the trailing edge can be built by
performing the following Steps:
(a) Figure 208 shows a top and bottom rivet brace that fits over the rivet line and are clamped by
toggle pliers. Fabricate both rivet braces by cutting two iron bars to the dimensions shown in
Figure 208. The top and bottom rivet braces are identical in form.
(b) Obtain two pair of toggle pliers and weld the lower jaw of each pliers to a corresponding cut
out in one of the rivet braces as shown in Figure 209 Sheet 1. The rivet brace must be
oriented with the slot facing up and the aft surface facing the pliers (Ref. Figure 209 Sheets 1
thru 3).
(c) Drill out and tap the ends of the toggle pliers upper jaws to accept a three inch bolt with a
stop nut (Ref. Figure 209, Sheet 1 of 3).
(d) Obtain two swivel fittings then drill and tap the fittings to accept the three inch bolts. Weld
each of the swivel fittings to the cut outs in the remaining rivet brace (Ref. Figure 210). The
swivel fittings must be able to rotate freely within the cut outs such that they can be screwed
onto the bolts to make contact with the upper jaw ends. Use the stop nut to keep the bolt
from turning as the swivel fitting is torqued onto the jaw ends.
(e) Surfaces of the shop aid that come in contact with the aileron should be covered with duct
tape to prevent abrasion of rivet heads and paint.
(4) Secure the shop aid to the line of rivets that fasten the ground adjustable aileron trim tab to the
right aileron (Ref. Figure 211).
NOTE: Do not bend the Ground Adjustable Aileron Trim Tab more than 30° up or down.
(5) Use a modified hand seamer (Ref. Figure 212) to bend the ground adjustable aileron trim tab to
correct aileron load imbalance (Ref. Figure 213).
Page 215
27-10-00 Aug 1/12
(6) Perform flight test.
(7) Repeat Steps (4) thru (6) as necessary until aileron load is equal during flight with aileron trim set
approximately to zero.
GROUND ADJUSTABLE TRIM TAB
DETAIL A UC27B
084308AA.AI
Figure 207
Ground Adjustable Trim Tab
Page 216
Aug 1/12 27-10-00
20.94
20.17
2X
0.73 CUT
1.76
OUT
0.55
0.99 0.45
0.84
0.26 0.12
0.35
0.44 21.93
THRU SLOT IRON BAR UC27B

085199AA.AI
Figure 208
Top and Bottom Rivet Braces

Bottom Rivet Brace Attachment to Toggle Pliers
Page 217
27-10-00 Aug 1/12


Page 218
Aug 1/12 27-10-00

Top Rivet Brace Attachment to Toggle Pliers

Page 219
27-10-00 Aug 1/12

Figure 211
Stabilize the Aileron Trailing Edge
Page 220
Aug 1/12 27-10-00
Figure 212
Hand Seamer
Figure 213
Bend Aileron Ground Adjustable Trim Tab Using Hand Seamer
Page 221
27-10-00 Aug 1/12
FLIGHT CONTROLS
CONTROL WHEEL
27-10-01
200200
1. PROCEDURES
A. Removal
NOTE: This procedure is typical for both the pilot’s and copilot’s control wheel.
(1) Disconnect subpanel connector (3) at subpanel (2) (Ref. Figure 201).
(2) Remove faceplate (4) from control wheel (1) by removing the screws (5).
(3) If the control wheel has the optional digital or analog clock faceplate installed, perform the
following Step:
(a) Disconnect the electrical connector (6) from the optional clock faceplate (4).
(4) Remove the three attaching nuts (8), washers (9) and screws (7) securing the control wheel to the
control column (10).
B. Installation
NOTE: This procedure is typical for both the pilot’s and copilot’s control wheel.
(1) Position the control wheel (1) on the control column (10) and install screws (7), washers (9) and
nuts (8) (Ref. Figure 201).
(2) If the control wheel has the optional digital or analog clock faceplate installed, perform the
following Step:
(a) Connect the electrical connector (6) for the optional clock faceplate (4).
(3) Position faceplate (4) on control wheel (1) and secure with screws (5).
(4) Connect subpanel connector (3) at subpanel (2).
Page 201
27-10-01 Nov 1/09
1. CONTROL WHEEL
2. SUBPANEL
3. SUBPANEL CONNECTOR
DETAIL A UC27B
070437AA.AI

Control Wheel Installation
Page 202
Nov 1/09 27-10-01
10
9
8
6
4 4
5
5 4
5
5
4. FACEPLATE
5. SCREWS
6. CONNECTOR
7. SCREWS (3 PLACES) 5
8. NUTS (3 PLACES)
9. WASHERS (3 PLACES)
10. CONTROL COLUMN
DETAIL B 5 UC27B
070435AA.AI

Page 203
27-10-01 Nov 1/09
2. CONTROL COLUMN CABLE
A. Removal
(1) Disconnect the aileron cables from the control column cable at the turnbuckles.
(2) Paint one tooth on each of the control actuating sprockets and its corresponding chain link to
ensure proper alignment of the control wheels at reinstallation of the chain.
(3) Loosen the cable turnbuckle in the center of the control column horizontal cross member, remove
the cable retaining pins, unsafety the chain from the sprockets and remove the control column
cable and chain assembly.
B. Installation
(1) Place the control column cable and chain assembly on the cross member of the control column
with the painted links of the chains engaging the corresponding painted sprocket teeth. Install the
cable retaining pins and safety wire the chain to the sprocket.
(2) Connect the aileron cables at the turnbuckles on the control column.
(3) Perform the AILERON CONTROL SYSTEM RIGGING procedure (Ref. 27-10-03).
Page 204
Nov 1/09 27-10-01
FLIGHT CONTROLS
AILERON CABLES
27-10-02
200200
1. FUSELAGE CABLE
A. Removal
(1) Attach a red tag to the control wheels with the words “Do Not Operate, Maintenance In Progress”.
(2) Remove both flight compartment seats (Ref. Chapter 25-10-00, SEAT REMOVAL).
(3) Remove the flight compartment carpet as required to access flight compartment floor access
panels 3, 4 and 5.
(4) Remove the control column boot located forward of the pedestal.
(5) Remove pedestal side panels.
(6) Remove the control panels from the pedestal to gain access to the aileron fuselage cables. Refer
to the applicable maintenance procedure.
(7) Remove flight compartment floor access panels 3, 4 and 5 (Ref. Chapter 6-50-00, FLOOR
ACCESS PANELS).
(8) Remove the passenger seats as required to access floor board access panels 16A, 16B, 16C, 16D
and 16E (Ref. Chapter 25-20-00, SEAT REMOVAL).
(9) Remove passenger compartment carpet as required to access floor access panels 16A, 16B,
16C, 16D and 16E (Ref. Chapter 25-20-01).
(10) Remove the center aisle spar aft ramp.
(11) Remove floor access panels 16A, 16B, 16C, 16D and 16E (Ref. Chapter 6-50-00, FLOOR
ACCESS PANELS).
(12) If equipped, identify, tag and disconnect the Supplemental Type Certificate (STC) Flight Data
Recorder (FDR) sensor bridle clamp located on the aileron fuselage cable. Refer to the STC
holders instructions.
NOTE: Each turnbuckle (4 and 5) barrel has a groove (7) at one end to identify the left-hand
threaded end (Ref. Figure 203).
(13) Remove safety clips (6) from turnbuckles (4 and 5).
(14) Attach a tag with the words “left-hand threads terminal end” to the lower end of the left
turnbuckle (5).
(15) Disconnect the left-hand threads terminal end (3) from the left turnbuckle (5) and attach a feed line
to the terminal end. Label the feed line with the words “left-hand threads terminal end”.
(16) Attach a tag with the words “right-hand threads terminal end” to the lower end of the right
turnbuckle (4).
Page 201
27-10-02 Nov 1/09
(17) Disconnect the right-hand threads terminal end (2) from the right turnbuckle (4) and attach a feed
line to the terminal end. Label the feed line with the words “right-hand threads terminal end”.
(18) Disconnect the aileron cable locking plates on the aileron quadrant (Ref. Figure 201, UA-1 and
After; UB-1 and After or Figure 202, UC-1 and After).
(19) Remove the cable guard pins from pulley brackets. Refer to Figure 201, UA-1 and After; UB-1 and
After or Figure 202, UC-1 and After for general pulley locations.
NOTE: It may be necessary to remove the pulleys if cable passage is restricted.

If cable is to be reused, take care to keep the cable clean and free from damage. Coil
cable loosely no tighter than a 19 inch diameter.
(20) With assistance, feed the aileron cables through the fuselage pulleys and pull the cables through
the access openings at the aileron quadrant.
(21) Detach the feed lines from the aileron fuselage cable terminal ends leaving the feed lines in place.
B. Installation
WARNING: Perform all Steps of this procedure, in the order listed. Do not skip any Steps of this
procedure. Failure to do so may result in injury to personnel and damage to
equipment.
CAUTION: Where the cables pass through structure, the areas of possible contact between the control
cables and adjacent structure must be protected with protective elements such as
grommets, rub strips, blocks or guide fairings. Where contact of control cables does occur
with the protective elements, a force no greater than eight (8) ounces shall be required to
move the cable to a position of no contact. At no time should flight control cables contact
metal structure with the protective elements removed.
(1) If a used cable is to be installed, clean with solvent (2, Table 2, 27-00-00) and check for corrosion
and damage. Replace cable if necessary. Dip the cable in corrosion preventive compound
(4, Table 2, 27-00-00). Excess should be removed by wiping with a clean rag.
(2) Attach a tag labeled “left-hand threads terminal end” to the aileron fuselage cable left-hand
threads terminal end.
(3) Attach a tag labeled “right-hand threads terminal end” to the aileron fuselage cable right-hand
(4) Attach the right-hand threads terminal end to the feed line labeled “right-hand threads terminal
end”.
(5) Attach the left-hand threads terminal end to the feed line labeled “left-hand threads terminal end”.
NOTE: More than one person will be required to route the aileron fuselage cable. Take
precautions to keep the cable clean and free from damage.
(6) Route the cables through the fuselage as follows:
NOTE: It is permissible to install cable guard pins and any removed pulleys as the cable is being
routed.
Page 202
Nov 1/09 27-10-02
(a) From the aileron quadrant route cable (7) left-hand thread, through the left-hand pulley at
FS 293 (Ref. Figure 201 UA-1 and After; UB-1 and After or Figure 202 UC-1 and After).
(b) Route cable (7) through the left-hand pulley at FS 161.
(c) Route cable (7) through the left-hand pulley at FS 145.
(d) Route cable (7) through the left-hand pulley at FS 127.
(e) Route cable (7) through the left-hand pulley at FS 103.
(f) From the aileron quadrant route cable (8) right-hand thread, through the right-hand pulley at
FS 293.
(g) Route cable (8) through the right-hand pulley at FS 161.
(h) Route cable (8) through the right-hand pulley at FS 127.
(i) Route cable (8) through the right-hand pulley at FS 103.
CAUTION: Do not over torque the cable locking plate attachment screws or damage to the
quadrant may occur. Maximum torque will not exceed 15 inch-pounds.
(j) Connect the cables to the aileron quadrant by installing the cable locking plates (34 and 37)
and attachment screws (36 and 39). Safety wire the screws with 0.032-inch diameter safety
wire.
(k) Ensure all cable guard pins and pulleys are installed in the pulley brackets.
(7) Lubricate turnbuckles (4 and 5) with grease (1, Table 2, 27-00-00) for corrosion protection prior to
(8) Remove feed line, and attach the left-hand threads terminal end (3) to the left turnbuckle (5).
(9) Remove feed line, and attach the right-hand threads terminal end (2) to the right turnbuckle (4).
(10) Tension the aileron fuselage cables sufficient to prevent slack.
(11) Ensure that the fuselage cables are routed properly by verifying that the cables have been routed
exactly as described in Step (6). Ensure the cables are engaged in the pulley grooves and all
pulley guard pins are installed.
(12) Remove all tape from the cables and turnbuckles.
(13) Perform the AILERON OPERATIONAL CHECK procedure (Ref. 27-10-03).
(15) Ensure safety clips are installed on all turnbuckles.
(16) Install the Supplemental Type Certificate (STC) Flight Data Recorder (FDR) sensor bridle clamp, if
equipped. Refer to the STC holders instructions for installation and calibration.
(17) Install floor access panels 16A, 16B, 16C, 16D and 16E (Ref. Chapter 6-50-00, FLOOR ACCESS
PANELS).
Page 203
27-10-02 Nov 1/09
(18) Install the center aisle spar aft ramp.
(19) Install passenger compartment carpet (Ref. Chapter 25-20-01).
(20) Install the passenger seats (Ref. Chapter 25-20-00, SEAT INSTALLATION).
(21) Install flight compartment floor access panels 3, 4 and 5 (Ref. Chapter 6-50-00, FLOOR ACCESS
PANELS).
(22) Install the control column boot located forward of the pedestal.
(23) Install the control panels removed from the pedestal.
(24) Install pedestal side panels.
(25) Install the flight compartment carpet (Ref. Chapter 25-20-01).
(26) Install both flight compartment seats (Ref. Chapter 25-10-00, SEAT INSTALLATION).
(27) Remove the red tag from the control wheels.
2. WING OUTBOARD CABLE

(1) Attach a red tag to the control wheels and the flap lever with the words “Do Not Operate,
(2) Remove lower wing access panels 7, 35, 36, 37, 38, 43, 44, 45, 46 and 47 (Ref. Chapter 6-50-00,
WING ACCESS PANELS).
(3) Remove upper wing access panels 4, 29 and 30 (Ref. Chapter 6-50-00, WING ACCESS
PANELS).
NOTE: The aileron wing cables from the aileron quadrant to the turnbuckles and from the
turnbuckles to the outboard bellcranks are not interchangeable. Each cable should be
identified for correct location prior to removal.
Each turnbuckle (2 and 8) barrel has a groove (9) at one end to identify the left-hand
(4) Move aileron wing cables to ensure easy access to the turnbuckles.
(5) Install cable block (11) on the aileron wing inboard cables (1 and 10) to prevent loss of cable
tension.
(6) Remove safety clips (7) from both turnbuckles (2 and 8).
(7) Attach a tag with the words “outboard cable left-hand threads terminal end” to the outboard end of
the forward turnbuckle (2).
(8) Disconnect the left-hand threads terminal end (3) from the forward turnbuckle (2) and attach a feed
line to the terminal end. Label the feed line with the words “left-hand threads terminal end”.
(9) Attach a tag with the words “outboard cable right-hand threads terminal end” to the outboard end
of the aft turnbuckle (8).
Page 204
Nov 1/09 27-10-02
(10) Disconnect the right-hand threads terminal end (5) from the aft turnbuckle (8) and attach a feed
NOTE: The cable guard pin for the pulley at WS 182 is installed head up and cotter pinned.
(11) Remove the cable guard pins from pulley brackets.
(12) Remove cotter pin (18), nut (17), washer (16) and bolt (15) from the outboard wing bellcrank (Ref.
Figure 201).
(13) Remove cotter pin (19), nut (20), washer (21) and bolt (22) from the outboard wing bellcrank.
(14) Remove cables (4 and 5) from the outboard wing bellcrank.
NOTE: If cable is to be reused, take care to keep the cable clean and free from damage. Coil
(15) Pull the cables (4 and 5) through the access openings at the outboard wing bellcrank.
(16) Detach the feed lines from the aileron wing outboard cable terminal ends leaving the feed lines in
place.

equipment.
NOTE: More than one person may be required to route the aileron wing cable. Take precautions
to keep the cable clean and free from damage.
(2) Attach a tag labeled “left-hand threads terminal end” to the aileron outboard wing cable left-hand
threads terminal end (1 or 4) (Ref. Figure 201).
(3) Attach a tag labeled “right-hand threads terminal end” to the aileron outboard wing cable
right-hand threads terminal end (5 or 10).
end”.
Page 205
27-10-02 Nov 1/09
(6) Route the cables through the wing as follows:
NOTE: It is permissible to install cable guard pins, fairleads and pulleys as the cable is being
routed.
(a) From the aileron bellcrank route cable (5 or 10) right-hand thread terminal end, through the
forward pulley at WS 211 (Ref. Figure 201).
NOTE: The cable guard pins for the pulleys at WS 182 are installed head up and cotter
pinned.
(b) Route cable (5 or 10) through the pulley at WS 182.
(c) Route cable (5 or 10) through the pulley at WS 144.
(d) Route cable (5 or 10) through the wing and wheel well to the aft turnbuckle at WS 103.
(e) From the aileron bellcrank route cable (1 or 4) left-hand thread terminal end, through the aft
pulley at WS 211.
(f) Route cable (1 or 4) through the pulley at WS 147.
(g) Route cable (1 or 4) through the wing and wheel well to the forward turnbuckle at WS 103.
(h) Ensure all cable guard pins, pulleys and fairleads have been installed.
(7) Install the aileron outboard cables on the bellcrank as follows
(a) Place the right-hand thread cable (5) clevis end over the outboard wing bellcrank forward
arm. Install bolt (22), washer (21), nut (20) and cotter pin (19) (Ref. Figure 201).
(b) Insert the left-hand thread cable (4) clevis end into the outboard wing bellcrank aft arm.
Install bolt (15), washer (16), nut (17) and cotter pin (18).
(8) Lubricate turnbuckles with grease (1, Table 2, 27-00-00) for corrosion protection prior to
installation.
(9) Remove feed line, and attach the left-hand threads terminal end (3) to the forward turnbuckle (2)
(Ref. Figure 204).
(10) Remove feed line, and attach the right-hand threads terminal end (5) to the aft turnbuckle (8).
(11) Tighten the turnbuckles (2 and 8) to tension the aileron wing cables.
(12) Remove cable block (11) from the aileron wing inboard cables (1 and 10).
(13) Ensure that the aileron wing outboard cables are routed properly by verifying that the cable has
been routed exactly as described in Step (6). Ensure cables are engaged in the pulley grooves
and all guard pins are installed.
Page 206
Nov 1/09 27-10-02
(18) Install lower wing access panels 7, 35, 36, 37, 38, 43, 44, 45, 46 and 47 ((Ref. Chapter 6-50-00,
(19) Install upper wing access panels 4, 29 and 30 (Ref. Chapter 6-50-00, WING ACCESS PANELS).
(20) Remove the red tag from the control wheels and the flap lever.

(1) Connect external electrical power to the airplane.
(2) Select the BATT switch to the ON position.
(3) Select the EXT PWR switch to the EXT PWR position.
(4) Lower flaps to the full down position.
(5) Select the EXT PWR switch to the OFF position.
(6) Select the BATT switch to the OFF position.
(7) Disconnect external electrical power from the airplane.
(9) Perform the AILERON REMOVAL procedure (Ref. 27-10-00).
(10) Remove the four cove panels and the two bellcrank covers from the wings at the inboard end of
the ailerons.
(11) Remove the lower wing access panels 17 and 19 as required (Ref. Chapter 6-50-00, WING
ACCESS PANELS).
NOTE: The aileron wing cables from the aileron quadrant to the turnbuckles and from the
turnbuckles to the outboard bellcranks are not interchangeable. It is possible to wrap the
cable around the wing bellcrank in either direction, but there is only ONE direction that will
yield correct aileron movement. Each cable should be identified for correct location prior to
removal.
If aileron cable kit 118-5001-1 is installed the turnbuckles will be accessed though wing
access panels 19 inboard of the main landing gear, instead of in the wheel well.
(12) Install cable block(s) (11) on the aileron wing inboard cables to prevent loss of cable tension.
(14) Attach a tag with the words “aileron wing outboard cable right-hand (left-hand for kit 118-5001-1)
threads terminal end” to the outboard end of the aft turnbuckle (8).
Page 207
27-10-02 Nov 1/09
(15) Disconnect the right-hand (left-hand for kit 118-5001-1) threads terminal end (5) from the aft
turnbuckle (8) and attach a feed line to the terminal end. Label the feed line with the words
“right-hand (left-hand for kit 118-5001-1) threads terminal end”.
(16) Attach a tag with the words “aileron wing outboard cable left-hand (right-hand for kit 118-5001-1)
threads terminal end” to the outboard end of the forward turnbuckle (2).
(17) Disconnect the left-hand (right-hand for kit 118-5001-1) threads terminal end (3) from the forward
“left-hand (right-hand for kit 118-5001-1) threads terminal end”.
NOTE: The cable guard pins for the pulleys at WS 150 are installed head down and cotter pinned.
(18) Remove the cable guard pins from pulley brackets. Refer to Figure 202 for general pulley
locations.
(19) Cut safety wire (8) (Ref. Figure 205).
(20) Remove bolt and washer (6) and remove the bellcrank (5).
(21) Pull the cables through the access openings at the outboard wing bellcrank.
(22) Detach the feed lines from the aileron wing outboard cable terminal ends leaving the feed lines in
place.
(23) Prior to removal of the cable from the wing bellcrank, identify the cable position by marking the
cable and bellcrank where the cable meets the top of the bellcrank. A visible line of ink, paint, etc.
will aid in installation.
(24) Cut the safety wire (2) and drive out the two roll pins (1) from the bellcrank (5). Remove the cable
ball (3) and cable from the bellcrank (5).

equipment.
The aileron wing outboard cable ball (3) is in the middle of the cable. It is possible to
incorrectly wrap the cable on the aileron wing bellcrank (5). The right-hand thread
terminal end (11) wraps over the top of the bellcrank (5) and the left-hand thread
terminal end (12) wraps under the bottom of the bellcrank (5) (Ref. Figure 205).
If Kit 118-5001-1 is installed the following warning applies: The aileron wing
outboard cable ball (3) “IS NOT” in the middle of the cable. It is possible to
incorrectly wrap the cable on the aileron wing bellcrank (5) but there is only ONE
direction that will yield correct aileron movement. The short end (left-hand thread
terminal end (11)) wraps over the top of the bellcrank (5) and the long end
(right-hand thread terminal end (12)) wraps under the bottom of the bellcrank (5)
(Ref. Figure 205).
Page 208
Nov 1/09 27-10-02
(2) Install the aileron outboard cable on the bellcrank as follows:
(a) Locate the right-hand (left-hand for kit 118-5001-1) threads terminal end (11) and wrap it
over the top of the bellcrank (5) (Ref. Figure 205).
(b) Place the cable ball (3) in the cable ball slot (10) in the bellcrank (5).
(c) Install two roll pins (1) into the holes in the bellcrank (5).
(d) Install 0.032-inch diameter safety wire (2).
(3) Install the bellcrank (5) with bolt and washer (6).
(4) Torque Bolt (6) to 50 to 70 inch pounds and safety wire with 0.032 safety wire (8).
(5) Attach a tag labeled “left-hand (right-hand for kit 118-5001-1) threads terminal end” to the aileron
outboard wing cable left-hand (right-hand for kit 118-5001-1) threads terminal end (12).
(6) Attach a tag labeled “right-hand (left-hand for kit 118-5001-1) threads terminal end” to the aileron
outboard wing cable right-hand (left-hand for kit 118-5001-1) threads terminal end (11).
end”.
(9) Route the cables through the wing as follows:
NOTE: It is permissible to install cable guard pins as the cable is being routed.
(a) From the aileron bellcrank route cable (5 or 10) left-hand (right-hand for kit 118-5001-1)
thread terminal end, through the pulley at WS 193 (Ref. Figure 202).
NOTE: The cable guard pins for the pulleys at WS 150 are installed head down and cotter
pinned.
(b) Route cable (5 or 10) through the bottom pulley at WS 150.
(c) Route cable (5 or 10) through the bottom pulley at WS 127.
Page 209
27-10-02 Nov 1/09
(d) Route cable (5 or 10) through the wing into the wheel well to the forward turnbuckle at
WS 98.
(e) From the aileron bellcrank route cable (1 or 4) right-hand (left-hand for kit 118-5001-1) thread
terminal end, through the top pulley at WS 150.
(f) Route cable (1 or 4) through the top pulley at WS 127.
(g) Route cable (1 or 4) through the wing into the wheel well to the aft turnbuckle at WS 98.
(h) Ensure all cable guard pins are installed in the pulley brackets.
installation.
(11) Remove feed line, and attach the right-hand (left-hand for kit 118-5001-1) threads terminal end (5)
to the aft turnbuckle (8) (Ref. Figure 204).
(12) Remove feed line, and attach the left-hand (right-hand for kit 118-5001-1) threads terminal end (3)
to the forward turnbuckle (2).
(13) Tension the aileron wing outboard cable sufficient to prevent slack.
(14) Remove the cable block(s) (11) from the aileron wing inboard cables.
(15) Ensure that the aileron wing outboard cables are routed properly by verifying that the cable has
been routed exactly as described in Step (9). Ensure cables are engaged in the pulley grooves
(17) Visually check to ensure that aileron wing bellcrank travel responds properly to the control wheel
movement by performing the following:
(a) Move pilot’s control wheel counterclockwise to the left position and make sure that the left
and right wing aileron bellcranks rotate clockwise smoothly with no unusual noise or binding.
(b) Move pilot’s control wheel clockwise to the right position and make sure that the left and right
wing aileron bellcranks rotate counterclockwise smoothly with no unusual noise or binding.
(18) Install the two aileron bellcrank covers and the four cove panels on the wing trailing edges.
(19) Perform the AILERON INSTALLATION procedure (Ref. 27-10-00).
(22) Install lower wing access panels 17 and 19 (Ref. Chapter 6-50-00, WING ACCESS PANELS).
Page 210
Nov 1/09 27-10-02
3. WING INBOARD CABLE

(2) Remove passenger seats as required to access floor access panels 16E, 10 (UA-1 and After only),
11 (UB-1 and After; UC-1 and After) and 17E (Ref. Chapter 25-20-00, SEAT REMOVAL).
(3) Remove passenger compartment carpet as required to access floor access panels 16E, 10 (UA-1
and After only), 11 (UB-1 and After; UC-1 and After) and 17E (Ref. Chapter 25-20-01).
(4) Remove the center aisle spar aft ramp.
(5) Remove floor access panels 16E, 10 (UA-1 and After only), 11 (UB-1 and After; UC-1 and After)
and 17E (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
(6) Remove lower wing access panels 7, 8, and 9 (Ref. Chapter 6-50-00, WING ACCESS PANELS).
NOTE: The aileron cables from the aileron quadrant to the turnbuckles and from the turnbuckles
to the outboard bellcranks are not interchangeable. Each cable should be identified for
correct location prior to removal.
(7) Move aileron wing cables to ensure easy access to the turnbuckles.
(8) Install cable block (4) on the wing outboard cables (3 and 5) to prevent loss of cable tension.
(10) Attach a tag with the words “inboard cable left-hand threads terminal end” to the inboard end of the
aft turnbuckle (8).
(11) Disconnect the left-hand threads terminal end (10) from the aft turnbuckle (8) and attach a feed
(12) Attach a tag with the words “inboard cable right-hand threads terminal end” to the inboard end of
the forward turnbuckle (2).
(13) Disconnect the right-hand threads terminal end (1) from the forward turnbuckle (2) and attach a
feed line to the terminal end. Label the feed line with the words “right-hand threads terminal end”.
(14) Disconnect the aileron cable locking plates (37) on the aileron quadrant just forward of the rear
spar (Ref. Figure 201).
(15) Remove the cable guard pins from pulley brackets and pressure seals from the fuselage.

(16) With assistance pull the cables through the access opening at the aileron quadrant in the fuselage.
Page 211
27-10-02 Nov 1/09
(17) Detach the feed lines from the aileron wing inboard cable terminal ends leaving the feed lines in
place.

equipment.
(2) Attach a tag labeled “left-hand threads terminal end” to the inboard cable left-hand threads
terminal end.
(3) Attach a tag labeled “right-hand threads terminal end” to the inboard cable right-hand threads
terminal end.
end”.
NOTE: More than one person will be required to route the aileron wing cable. Take precautions to
keep the cable clean and free from damage.
It is permissible to install cable guard pins and pulleys as the cable is being routed.
(6) Route the cables through the wing and fuselage as follows:
(a) From the aileron quadrant route cable (6 or 9) right-hand thread, through the forward pulley
at BL 26 (Ref. Figure 201).
NOTE: When routing the cable through the forward pressure seal hole ensure the cable
passes through the pressure seal retainer.
(b) Route cable (6 or 9) through the forward pressure seal hole at BL 27.
(c) Route cable (6 or 9) through the wing to the forward turnbuckle at WS 103.
(d) From the aileron quadrant route cable (2 or 3) left-hand thread, through the aft pulley at
BL 26.
Page 212
Nov 1/09 27-10-02
NOTE: When routing the cable through the pressure seal hole ensure the cable passes
through the pressure seal retainer.
(e) Route cable (2 or 3) through the aft pressure seal hole at BL 27.
(f) Route cable (2 or 3) through the wing to the aft turnbuckle at WS 103.
(g) Connect the cables to the aileron quadrant by installing the cable locking plates (37) and
attaching screws (39). Safety wire the screws with 0.032-inch diameter safety wire.
(h) Ensure all cable guard pins and pulleys have been installed.
installation.
(8) Remove feed line, and attach the left-hand threads terminal end (10) to the aft turnbuckle (8)
(Ref. Figure 204).
(9) Remove feed line, and attach the right-hand threads terminal end (1) to the forward turnbuckle (2).
(10) Tension the aileron wing inboard cable sufficient to prevent slack.
(11) Remove cable block (4) from the wing outboard cables (3 and 5).
(12) Ensure that the aileron wing inboard cables are routed properly by verifying that the cables have
been routed exactly as described in Step (6). Ensure the cables are engaged in the pulley grooves
(14) Lubricate the aileron wing inboard cable to one inch beyond the length of travel through the
pressure seal with grease (1, Table 2, 27-00-00).
(15) Fill the cable pressure seal with grease (1, Table 2, 27-00-00), and install the seal in the hole at
BL 27 and seal with sealant (12, Table 2, 27-00-00).
(19) Install floor access panels 16E, 10 (UA-1 and After only), 11 (UB-1 and After; UC-1 and After) and
17E (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
(20) Install the center aisle spar aft ramp.
(22) Install passenger seats (Ref. Chapter 25-20-00, SEAT INSTALLATION).
(23) Install lower wing access panels 7, 8, and 9 (Ref. Chapter 6-50-00, WING ACCESS PANELS).
Page 213
27-10-02 Nov 1/09

(1) Attach a red tag to the control wheels with the words “Do Not Operate, Maintenance In Progress”.
(2) Remove passenger seats as required to access floor access panels 16E, 11 and 17E
(3) Remove passenger compartment carpet as required to access floor access panels 16E, 11 and
17E (Ref. Chapter 25-20-01).
(4) Remove the spar aft ramp.
(5) Remove floor access panels 16E, 11 and 17E (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
ACCESS PANELS).
NOTE: The aileron cables from the aileron quadrant to the turnbuckles and from the turnbuckles
to the outboard bellcranks are not interchangeable. Each cable should be identified for
correct location prior to removal.
If aileron cable Kit 118-5001-1 is installed the turnbuckles will be accessed though wing
(7) Install cable block(s) (4) on the wing outboard cables to prevent loss of cable tension.
(9) Attach a tag with the words “right-hand (left-hand for Kit 118-5001-1) threads terminal end” to the
inboard end of the forward turnbuckle (2).
(10) Disconnect the right-hand (left-hand for Kit 118-5001-1) threads terminal end (1) from the forward
“right-hand (left-hand for kit 118-5001-1) threads terminal end”.
(11) Attach a tag with the words “left-hand (right-hand for Kit 118-5001-1) threads terminal end” to the
inboard end of the aft turnbuckle (8).
(12) Disconnect the left-hand (right-hand for Kit 118-5001-1) threads terminal end from the aft
“left-hand (left-hand for kit 118-5001-1) threads terminal end”.
(13) Disconnect the aileron cable locking plates (34) on the aileron quadrant just forward of the rear
spar (Ref. Figure 202, Detail D).
(14) Remove the cable guard pins from pulley brackets and pressure seals from the fuselage. Refer to
Figure 202, UC-1 and After for general locations.
Page 214
Nov 1/09 27-10-02
(15) With assistance pull the cables through the access opening at the aileron quadrant in the fuselage.
(16) Detach the feed lines from the aileron wing inboard cable terminal ends leaving the feed lines in
place.

equipment.
(2) Attach a tag labeled “left-hand threads terminal end” to the aileron wing inboard cable left-hand
(3) Attach a tag labeled “right-hand threads terminal end” to the aileron wing inboard cable right-hand
end”.
NOTE: More than one person will be required to route the aileron wing cable. Take precautions to
It is permissible to install cable guard pins as the cable is being routed.
(6) Route the cables through the wing and fuselage as follows:
routed.
(a) From the aileron quadrant route cable (6 or 9) right-hand (left-hand for Kit 118-5001-1)
threads terminal end, through the forward pulley at BL 26 (Ref. Figure 202).
through the pressure seal retainer (13).
(b) Route cable (6 or 9) through the forward pressure seal hole at BL 27.
(c) Route cable (6 or 9) through the wing to the forward turnbuckle at WS 98.
Page 215
27-10-02 Nov 1/09
(d) From the aileron quadrant route cable (2 or 3) left-hand (right-hand for Kit 118-5001-1)
threads terminal end, through the aft pulley at BL 26.
through the pressure seal retainer (13).
(e) Route cable (2 or 3) through the aft pressure seal hole at BL 27.
(f) Route cable (2 or 3) through the wing to the aft turnbuckle at WS 98.
(g) Connect the cables to the aileron quadrant by installing the cable locking plates (34) and
attaching screws (36). Safety wire the screws with 0.032-inch diameter safety wire
(Ref. Figure 202, Details A, D and G).
(h) Ensure all cable guard pins and pulleys are installed in the pulley brackets.
NOTE: The interior of all turnbuckles should be coated or filled with grease (1, Table 2,
27-00-00) for corrosion protection.
installation.
(8) Remove feed line, and attach the right-hand (left-hand for Kit 118-5001-1) threads terminal end (1)
to the forward turnbuckle (2) (Ref. Figure 204).
(9) Remove feed line, and attach the left-hand (right-hand for Kit 118-5001-1) threads terminal end
(10) to the aft turnbuckle (8).
(10) Tension the aileron wing inboard cable sufficient to prevent slack.
(11) Remove cable block(s) (4) from the wing outboard cables.
(12) Ensure that the aileron wing inboard cables are routed properly by verifying that the cables have
been routed exactly as described in Step (6). Ensure the cables are engaged in the pulley grooves
(14) Lubricate the aileron wing inboard cable to one inch beyond the length of travel through the
(15) Fill the cable pressure seal with grease (1, Table 2, 27-00-00), and install the seal in the hole at BL
27 and seal with sealant (12, Table 2, 27-00-00).
(18) Ensure all turnbuckles have safety clips installed.
(19) Install cabin floorboard panels 16E, 11 and 17E (Ref. Chapter 6-50-00, FLOOR ACCESS
PANELS).
Page 216
Nov 1/09 27-10-02
(20) Instal the center aisle spar aft ramp.
(22) Install passenger seats (Ref. Chapter 25-20-00, SEAT INSTALLATION).
(23) Install lower wing access panels 17 and 19 (Ref. Chapter 6-50-00, WING ACCESS PANELS).
(24) Remove the red tag from the control wheels.
4. OUTBOARD WING BELLCRANK

(1) Remove lower wing access panels 43, 44 and 46 (left) or 38, 45, and 47 (right) (Ref. Chapter
(2) Remove upper wing access panel 29 (left) or 30 (right) (Ref. Chapter 6-50-00, WING ACCESS
PANELS).
(3) Install cable blocks to the aileron cables through panel 43 or 38.
(4) Remove cotter pin (5), nut (4), washer (3) and bolt (1) from the aft arm of the outboard wing
bellcrank (18) (Ref. Figure 208).
(5) Remove cotter pin (12), nut (13), washer (14) and bolt (15) from the forward arm of the outboard
wing bellcrank (18).
(6) Move the outboard wing bellcrank (18) to access the aileron push-pull rod (6) and remove cotter
pin (8), nut (10), washer (11) and bolt (2).
(7) Remove safety wire from the outboard wing bellcrank mount bolt (9) and remove bolt (9).
(8) Remove the outboard wing bellcrank (18) from the airplane.

(1) Position the outboard wing bellcrank (18) and install bolt (9). Safety wire the bolt (9) (Ref. Figure
208).
(2) Position the aileron push-pull rod (6) to the outboard wing bellcrank (18) and install bolt (2),
washer (11), nut (10) and cotter pin (8).
(3) Position the aft aileron cable (17) clevis end to the aft arm of the outboard wing bellcrank (18) and
install bolt (1), washer (3), nut (4) and cotter pin (5).
(4) Position the forward aileron cable (16) clevis end to the forward arm of the outboard wing bellcrank
(18) and install bolt (15), washer (14), nut (13) and cotter pin (12).
(5) Remove cable blocks from the aileron cables through panel 43 or 38.
(7) Install upper wing access panel 29 (left) or 30 (right) (Ref. Chapter 6-50-00, WING ACCESS
PANELS).
Page 217
27-10-02 Nov 1/09
(8) Install lower wing access panels 43, 44 and 46 (left) or 38, 45, and 47 (right) (Ref. Chapter
5. BELLCRANK ASSEMBLY
NOTE: The AILERON YOKE ASSEMBLY and the AILERON BELLCRANK ASSEMBLY may be checked at
the same interval to satisfy the inspection requirements outlined in Chapter 5.
A. Removal and Inspection (UC-1 and After)

NOTE: If aileron cable Kit 118-5001-1 is installed the turnbuckles will be accessed through wing
(10) Remove the four cove panels and the two bellcrank covers from the wings at the inboard end of
the ailerons as required.
ACCESS PANELS).
(12) Install cable block(s) (11) on the aileron wing inboard cables to prevent loss of cable tension
(Ref. Figure 204).
(13) Remove safety clips (7) from turnbuckles (2 and 8).
(14) Loosen turnbuckles (2 and 8) to relieve outboard cable tension.
(15) Cut safety wire (8) and remove bolt and washer (6) (Ref. Figure 205).
NOTE: The bellcrank will still be attached to the Aileron wing outboard cable.
(16) Remove bellcrank (5) from aft wing area.
(17) Check bearing (9) in the bellcrank arm for shifting, corrosion and smoothness of rotation and ability
to pivot.
(18) Check the bearings (13) in the bellcrank (5) for shifting, corrosion and smoothness of rotation.
Page 218
Nov 1/09 27-10-02
(19) If replacement or repairs are required, perform the following Steps:
(a) Cut safety wire (2) and drive out roll pins (1).
(b) Remove bellcrank (5) from the outboard cable.
(20) Inspect pulleys, brackets and hardware for wear.
NOTE: Bearings should be staked if replaced. Inspect bearings for looseness and smoothness of
rotation after installation.
(21) Replace or repair damaged bearings, and/or pulleys, brackets and hardware as required.
B. Installation (UC-1 and After)

equipment.
The aileron wing outboard cable ball (3) is in the middle of the cable. It is possible to
incorrectly wrap the cable on the aileron wing bellcrank (5). The right-hand thread
terminal end (11) wraps over the top of the bellcrank (5) and the left-hand thread
terminal end (12) wraps under the bottom of the bellcrank (5) (Ref. Figure 205).
If Kit 118-5001-1 is installed the following warning applies: The aileron wing
outboard cable ball (3) “IS NOT” in the middle of the cable. It is possible to
incorrectly wrap the cable on the aileron wing bellcrank (5) but there is only ONE
direction that will yield correct aileron movement. The short end (left-hand thread
terminal end (11)) wraps over the top of the bellcrank (5) and the long end
(right-hand thread terminal end (12)) wraps under the bottom of the bellcrank (5)
(Ref. Figure 205).
(1) Install the aileron outboard cable on the bellcrank as follows:
(a) Locate the right-hand (left-hand for kit 118-5001-1) threads terminal end (11) and wrap it
over the top of the bellcrank (5) (Ref. Figure 205).
(b) Place the cable ball (3) in the cable ball slot (10) in the bellcrank (5).
(c) Install two roll pins (1) into the holes in the bellcrank (5).
(d) Install 0.032-inch diameter safety wire (2).
(2) Install the bellcrank (5) with bolt and washer (6).
(3) Torque Bolt (6) from 50 to 70 inch-pounds and safety wire with 0.032 safety wire (8).
(4) Tension the aileron wing cables sufficient to prevent slack.
(5) Visually check to ensure the cables are properly seated in all pulleys.
(6) Remove the cable blocks (11) from the aileron wing inboard cables (Ref. Figure 204).
(7) Visually check to ensure that aileron wing bellcrank travel responds properly to the control wheel
movement by performing the following:
Page 219
27-10-02 Nov 1/09
and right wing aileron bellcranks rotate clockwise smoothly with no unusual noise or binding.
(b) Move pilot’s control wheel clockwise to the right position and make sure that the left and right
wing aileron bellcranks rotate counterclockwise smoothly with no unusual noise or binding.
(8) Install the four cove panels and the two bellcrank covers from the wings at the inboard end of the
ailerons.
(11) Ensure safety clips (7) are installed on all turnbuckles (2 and 8) (Ref. Figure 204).
(12) Install the lower wing access panels 17 and 19 (Ref. Chapter 6-50-00, WING ACCESS PANELS).
6. YOKE ASSEMBLY
NOTE: The AILERON YOKE ASSEMBLY and the AILERON BELLCRANK ASSEMBLY may be inspected at
the same interval to satisfy the inspection requirements outlined in Chapter 5.
A. Checks (UC-1 and After)

(2) Move the yoke assembly side to side to check bearings (4 and 7) for corrosion, looseness and
smoothness of rotation. If bearings need to be replaced, perform AILERON-YOKE BEARING
REMOVAL and AILERON-YOKE BEARING INSTALLATION procedures in this section
(Ref. Figure 206 and 207).
(3) Measure the diameter of the taper pin (12) in the area that engages the bellcrank bearing.
Measure the inside diameter of the bearing. The inside diameter of the bearing minus the diameter
of the taper pin should not exceed 0.005 inch. If the difference exceeds 0.005 inch, it must be
determined which part(s) needs to be replaced by comparing the existing part dimensions to new
part dimensions. A new pin measures 0.3742 / 0.3737 inch diameter in the area that engages into
the bellcrank bearing. A new bearing inside diameter measures 0.3750 / 0.3745 inch. It is
permissible to allow these parts to wear beyond the new part tolerances; however, the 0.005 inch
difference between the two diameters should not be exceeded.
(4) If taper pin needs to be replaced, perform AILERON-YOKE TAPER PIN REMOVAL and
AILERON-YOKE TAPER PIN INSTALLATION procedure in this section.
B. Bearing Removal (UC-1 and After)

(1) Perform AILERON YOKE ASSEMBLY REMOVAL in this section.
NOTE: Bearings (4 and 7) may need to be pressed out of the yoke (6) (Ref. Figure 206 and 207).
(2) Remove the two snap rings (3).
(3) Remove bearings (4 and 7) and spacer (5). Discard bearings as required.
Page 220
Nov 1/09 27-10-02
C. Bearing Installation (UC-1 and After)

(1) Clean the interior surfaces of the yoke (6) with solvent (8, Table 2, 27-00-00) (Ref. Figure 206 and
207).
(2) Ensure that bearing seats are 0.9007 +0.0000/-0.0005 inch in diameter.
NOTE: Spacer (5) must be inserted between the bearings (4 and 7) before they are seated.
(3) Install bearing (7) in the aileron yoke assembly with retaining compound (5, Table 2, 27-00-00).
(4) Install the two snap rings (3).
(5) Insert spacer (5) before installing bearing (4).
(6) Install bearing (4) with retaining compound (5, Table 2, 27-00-00).
NOTE: After installation inspect bearings (4 and 7) for looseness and smoothness of rotation.
(7) Perform the AILERON YOKE ASSEMBLY INSTALLATION procedure in this section.
D. Taper Pin Removal (UC-1 and After)

(1) Perform AILERON YOKE ASSEMBLY REMOVAL in this section.
(2) Remove cotter pin (15), nut (14) and washer (13) (Ref. Figure 206 and 207).
(3) Remove taper pin (12) and discard old pin, if required.
E. Taper Pin Installation (UC-1 and After)

(1) Inspect the condition of the taper pin per Step (3) in the AILERON YOKE ASSEMBLY CHECKS
procedure in this section. Replace pin if required.
(2) Install the taper pin (12), taper pin washer (13) and nut (14). Torque nut (14) to 22 inch-pounds. If
cotter pin (15) cannot be installed continue to tighten nut (14) until castellation and cotter pin hole
align. Maximum torque will not exceed 45 inch-pounds. Install cotter pin (15) (Ref. Figure 206 and
207).
(3) Ensure that the taper pin (12) protrudes 1.23 to 1.35 inches from the end of the yoke (6).
(4) Perform AILERON YOKE ASSEMBLY INSTALLATION in this section.
F. Removal (UC-1 and After)

(2) On the forward inboard end of the aileron, remove the plugs to obtain access to the aileron yoke
assembly (Ref. Figure 206 and 207).
(3) Remove cotter pin (11), nut (10), washer (9) and bolt (1) from the yoke assembly.
(4) Remove yoke assembly from the aileron.
(5) Note position of bushings prior to removal. Remove bushings (2) and (8) from the fitting assembly.
Page 221
27-10-02 Nov 1/09
G. Installation (UC-1 and After)

NOTE: On airplanes UC-1 and After not modified by Service Bulletin 2489, install the lower bushing
(8) with the flange on the outside of the fitting assembly (Ref. Figure 206). On airplanes UC-1
and After that have Service Bulletin 2489 modifications, install the lower bushing (8) with the
flange on the inside of the fitting assembly (Ref. Figure 207).
(1) Install bushing (2) in upper fitting and bushing (8) in lower fitting (Ref. Figure 206 and 207).
NOTE: Ensure the yoke assembly is correctly inserted into the aileron with bearing (7) facing
down.
(2) Place the yoke assembly inside the aileron and insert the bolt (1) through the fitting into the yoke
(6) and spacer (5), then secure with washer (9), nut (10) and cotter pin (11).
(3) Install upper and lower plugs on the forward inboard end of the aileron.
Page 222
Nov 1/09 27-10-02
11
E 1
12
1
WS
147 14
WS
10
216
1 13
WS 10
10
211 B 4
WS
182
10
R
C OUTBOARD BELLCRANK
L 2
WS
144
10
1
L DETAIL E 15
R
WS 22
2
103 BL 9 16
27 BL 5 17
26 D 18
AILERON 14
9 21
SERVO 3 20
ACTUATOR 19
8 3
FS FS OUTBOARD BELLCRANK
293 322 C
6 B DETAIL F
8 L
FS R 5 WS
7 BL 4
161 26 R 147
6 L
BL
FS 27 WS
8 293 4
FS 103
7 5
127
WS 4
144 5
8 FS
L
161
R
R 7 WS 4
L
FS FS 182
7 127 145 5
F
1. AILERON RIGHT WING OUTBOARD LEFT-HAND THREAD CABLE 12. DOWN STOP BOLT
2. AILERON RIGHT WING INBOARD LEFT-HAND THREAD CABLE 13. RIG PIN HOLE
3. AILERON LEFT WING INBOARD LEFT-HAND THREAD CABLE 14. PUSH-PULL ROD WS
4. AILERON LEFT WING OUTBOARD LEFT-HAND THREAD CABLE 15. BOLT 211 5
FS 5. AILERON LEFT WING OUTBOARD RIGHT-HAND THREAD CABLE 16. WASHER
103 6. AILERON LEFT WING INBOARD RIGHT-HAND THREAD CABLE 17. NUT WS
7. AILERON FUSELAGE LEFT, LEFT-HAND THREAD CABLE
8. AILERON FUSELAGE RIGHT, RIGHT-HAND THREAD CABLE
18. COTTER PIN
19. COTTER PIN
216 E
9. AILERON RIGHT WING INBOARD RIGHT-HAND THREAD CABLE 20. NUT
10. AILERON RIGHT WING OUTBOARD RIGHT-HAND THREAD CABLE 21. WASHER
UA27B
11. UP STOP BOLT 22. BOLT 050013AA.AI

Aileron Control System
Page 223
27-10-02 Nov 1/09
Page 224
Nov 1/09 27-10-02
23. BRACKET
24. SEAL
25. RETAINER
26. SPRING
27. AILERON LEFT WING FORWARD CABLE 37
28. AILERON LEFT HAND FUSELAGE CABLE 23
29. AILERON RIGHT HAND FUSELAGE CABLE
30. AILERON RIGHT WING FORWARD CABLE 38
31. AILERON RIGHT WING AFT CABLE
32. AILERON LEFT WING AFT CABLE 24
33. AILERON FUSELAGE CABLE GROOVE
34. LEFT WING AILERON CABLE GROOVE
35. RIGHT WING AILERON CABLE GROOVE
36. AILERON SERVO ACTUATOR CABLE GROOVE 39
26
37. CABLE LOCKING PLATE 25
38. SAFETY WIRE
39. SCREW
AILERON RIGHT WING FORWARD

PRESSURE SEALS
CABLE SAFETY WIRE
DETAIL A DETAIL C
TURNBUCKLE SAFETYCLIPS
29 DETAIL B
28
A G 30
27 37
39
38
F
33
32 FWD
34
35 AILERON LEFT WING FORWARD

CABLE SAFETY WIRE (TYPICAL)
36
31
DETAIL G
AILERON QUADRANT
(TOP VIEW) AILERON QUADRANT
(SIDE VIEW)
DETAIL D DETAIL F UC27B

050014AA.AI

(UA-1 and After; UB-1 and After
Page 225
27-10-02 Nov 1/09
Page 226
Nov 1/09 27-10-02
E 1. AILERON RIGHT WING OUTBOARD RIGHT-HAND THREAD CABLE

LEFT HAND THREAD WITH KIT 118-5001 INSTALLED
2. AILERON RIGHT WING INBOARD LEFT-HAND THREAD CABLE
RIGHT HAND THREAD WITH KIT 118-5001 INSTALLED
1 3. AILERON LEFT WING INBOARD LEFT-HAND THREAD CABLE
4. AILERON LEFT WING OUTBOARD RIGHT-HAND THREAD CABLE
5. AILERON LEFT WING OUTBOARD LEFT-HAND THREAD CABLE
WS RIGHT HAND THREAD WITH KIT 118-5001 INSTALLED
208 10 6. AILERON LEFT WING INBOARD RIGHT-HAND THREAD CABLE
1
WS 10 7. AILERON FUSELAGE LEFT, LEFT-HAND THREAD CABLE
193 8. AILERON FUSELAGE RIGHT, RIGHT-HAND THREAD CABLE
9. AILERON RIGHT WING INBOARD RIGHT-HAND THREAD CABLE
1
WS
150 10 B 10. AILERON RIGHT WING OUTBOARD LEFT-HAND THREAD CABLE
R
WS L
127 L 2
10
WS R
98 C 2
9
2
BL D
27 BL
AILERON 26 9 3
SERVO
ACTUATOR
8 FS
3
C
322
FS 6 3
293 BL
7
26 6 B
8 BL
L
27 R 4
FS 6
161 R
FS FS L 4
8
127 293 WS
7 THE AILERON CABLES RUN FROM THE 98 5
8
FS
BELLCRANK ON A VERTICAL PLANE
AND ROTATE TO A HORIZONTAL PLANE
WS
4
E
L BETWEEN WING STATIONS 104 AND 124, 5
R 161 THEN CONTINUE ON A HORIZONTAL PLANE 127
7
R FS UNTIL CONNECTING TO THE
L
FS 145 AILERON QUADRANT. WS 5
127 150
7
FS WS
103 193 5
WS
208
UC27B
050010AA.AI

(UC-1 and After)
Page 227
27-10-02 Nov 1/09
Page 228
Nov 1/09 27-10-02
11. BRACKET 24. BELLCRANK

12. SEAL 25. TAPER PIN
13. RETAINER 26. ARM
14. SPRING 27. YOKE
15. AILERON LEFT WING FORWARD CABLE 28. YOKE HINGE POINT
16. AILERON LEFT HAND FUSELAGE CABLE 29. AILERON HINGE POINT
17. AILERON RIGHT HAND FUSELAGE CABLE 30. AILERON FUSELAGE CABLE GROOVE 11
18. AILERON RIGHT WING FORWARD CABLE 31. LEFT WING AILERON CABLE GROOVE
19. AILERON LEFT WING AFT CABLE 32. RIGHT WING AILERON CABLE GROOVE
20. AILERON RIGHT WING AFT CABLE 33. AILERON SERVO ACTUATOR CABLE GROOVE TURNBUCKLE SAFETYCLIPS
21. BELLCRANK COVER 34. CABLE LOCKING PLATE
22. UPPER STOP BOLT
23. HINGE POINT
35. SAFETY WIRE
36. SCREW
DETAIL B 12
14
25 13
26
27
24 PRESSURE SEALS
28
AILERON RIGHT WING FORWARD DETAIL C
CABLE SAFETY WIRE 23
DETAIL A
22
17
16
A G 18 29
15 35 36 34
OUTBOARD BELLCRANK
(VIEW LOOKING DOWN)
21
DETAIL E
F
30
19 FWD
31
32 AILERON LEFT WING FORWARD

CABLE SAFETY WIRE (TYPICAL)
33
20
DETAIL G
AILERON QUADRANT
(TOP VIEW) AILERON QUADRANT
(SIDE VIEW)
DETAIL D DETAIL F UC27B

050011AA.AI

(UC-1 and After)
Page 229
27-10-02 Nov 1/09
Page 230
Nov 1/09 27-10-02
1. "T" COLUMN
2. RIGHT-HAND THREAD TERMINAL END
3. LEFT-HAND THREAD TERMINAL END
4. RIGHT TURNBUCKLE
5. LEFT TURNBUCKLE
6. SAFETY CLIPS A
7. LEFT-HAND THREAD GROOVES
8. "T" COLUMN CABLES
5
7
4
3
2
VIEW LOOKING RIGHT

FWD
DETAIL A UC27B
046216AA.AI
Figure 203
Aileron Fuselage Cable Turnbuckles
Page 231
27-10-02 Nov 1/09

RIGHT-HAND THREAD TERMINAL END
2. FORWARD TURNBUCKLE
LEFT-HAND THREAD TERMINAL END
4. CABLE BLOCK
RIGHT-HAND THREAD TERMINAL END
6. LEFT MAIN LANDING GEAR
7. SAFETY CLIPS
8. AFT TURNBUCKLE
9. LEFT-HAND THREAD GROOVE
LEFT-HAND THREAD TERMINAL END
11. CABLE BLOCK
A
1 2
6
11 10 9
8 7
OUTBD
VIEW LOOKING AFT
(LEFT SIDE SHOWN, RIGHT SIDE SIMILAR)
DETAIL A UC27B
050696AA.AI
Figure 204
Aileron Wing Cable Turnbuckles
Page 232
Nov 1/09 27-10-02
2
1 A
FWD
OUT
BD
1. ROLL PINS
2. SAFETY WIRE
RIGHT SIDE SHOWN LEFT SIDE TYPICAL 3. CABLE BALL
4. STAKE POINTS
5 6 7 5. AILERON WING BELLCRANK
4
6. BOLT AND WASHER
7. BEARING
8. SAFETY WIRE
9. BEARING
10. CABLE BALL SLOT
11. RIGHT-HAND THREAD TERMINAL END
LEFT HAND WITH KIT 118-5001 INSTALLED
12. LEFT-HAND THREAD TERMINAL END
RIGHT HAND WITH KIT 118-5001 INSTALLED
4 13. BEARING
9 8
OUTBD
5
10
11
13
12 DETAIL A UC27B
046217AA.AI
Figure 205
Aileron Wing Bellcrank (UC-1 and After)
Page 233
27-10-02 Nov 1/09
Figure 206
Aileron Yoke Assembly (UC-1 and After)
Page 234
Nov 1/09 27-10-02
Figure 207
Aileron Yoke Assembly (UC-1 and After Modified by Service Bulletin 2489)
Page 235
27-10-02 Nov 1/09
1. BOLT 11. WASHER

2. BOLT 12. COTTER PIN
3. WASHER 13. NUT
4. NUT 14. WASHER
5. COTTER PIN 15. BOLT
6. AILERON PUSH-PULL ROD 16. FORWARD AILERON CABLE
7. JAMNUT 17. AFT AILERON CABLE
8. COTTER PIN 18. OUTBOARD WING BELLCRANK
9. BOLT 19. ROD END
10. NUT
17
16
15
2
18 3 6
4
5
14
7
13 19
11
10
12 8
DETAIL A
UB27B
051939AA.AI
Figure 208
Aileron Outboard Wing Bellcrank (UA-1 and After; UB-1 and After)
Page 236
Nov 1/09 27-10-02
FLIGHT CONTROLS
AILERON CONTROL SYSTEM
27-10-03
200200
1. PROCEDURES
A. Rigging (UA-1 and After; UB-1 and After)

equipment.
NOTE: Do not connect the actuating components of the autopilot until all flight control systems have
been properly rigged. This will permit aileron forces to be measured properly.
(1) Remove the pilot’s seat (Ref. Chapter 25-10-00, SEAT REMOVAL).
(3) Remove passenger compartment seats as required to access floor access panels 16C and 16E
(Ref. Chapter 25-20-00, PASSENGER SEAT REMOVAL).
(4) Remove passenger compartment carpet as required to access floor access panels 16C and 16E
(5) Remove floor access panels 16C and 16E (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
(6) Remove left and right lower wing access panels 7, 44, 45, 46 and 47 as required (Ref. Chapter
(7) Remove left and right upper wing access panels 29 and 30 as required (Ref. Chapter 6-50-00,
(8) Perform the AILERON TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02). Apply tape to
the wing surface to mark the location of the travel board feet ensuring proper location when
moving the travel board from one side to the other.
Recorder (FDR) sensor bridle clamp located on the aileron fuselage cables. Refer to the STC
(10) If equipped, disconnect the autopilot aileron servo cable from the aileron quadrant (Ref. Chapter
22-10-00, AILERON SERVO BRIDLE CABLE REMOVAL).
Page 201
27-10-03 Nov 1/09
(11) Install rig pin (1) (7, Table 1, 27-00-00) through the aileron quadrant support bracket (2) and the
aileron quadrant (3) (Ref. Figure 204).
(12) Ensure the pilot’s control wheel is level within ± 0.5°. If no adjustment is required proceed to Step
(13). If adjustment is required perform the following Steps:
(a) Locate the turnbuckles (3) on the control column (1) (T-Column) forward of the pedestal and
remove safety clips (4) (Ref. Figure 205).
(b) Adjust the fuselage aileron control cable turnbuckles (3) to level the pilot’s control wheel.
(13) Check the fuselage cable tension between the control column and the aileron quadrant by
(a) Allow the temperature of the airframe to stabilize before measuring and adjusting the cable
tension.
(b) Measure the temperature in the compartment under floor access panel 16C.
(c) Refer to Aileron Fuselage Cable Tension Graph, Figure 201, and read the pounds of tension
required for the measured temperature.
NOTE: Fuselage cable tension tolerance is +10/-0 pounds of the tension found in Figure
201.
(d) Position a cable tensiometer (4, Table 1, 27-00-00) on the aileron fuselage cables at least
three inches from turnbuckles and pulleys and measure the tension of both cables. Cable
diameter is noted in Figure 201.
(e) If no adjustment is required, proceed to Step (14). If adjustment is required, perform the
following Steps:
1 Locate the turnbuckles (3) on the control column (1) (T-Column) forward of the
pedestal. If not previously removed, remove safety clips (4) from both turnbuckles (3)
(Ref. Figure 205).
WARNING: If cable tension at any time is below 10 pounds, check all aileron
fuselage cable system pulleys for proper cable engagement.
2 Adjust the turnbuckles until both fuselage cables have equal tensions needed at the
current temperature found in Figure 201. Cable diameter is noted in Figure 201.
3 Remove rig pin (1) (7, Table 1, 27-00-00) from the aileron quadrant (3) (Ref. Figure
204).
4 Using either control wheel, move the aileron system through three cycles to equalize
tension in the aileron fuselage system cables.
5 Install rig pin (1) (7, Table 1, 27-00-00) through the aileron quadrant support bracket (2)
and the aileron quadrant (3).
Page 202
Nov 1/09 27-10-03
6 Verify that the tension of both fuselage cables is within acceptable limits per Figure 201.
If cable tension is out of limits repeat Step (13).
7 Verify the pilot’s control wheel is still level within ± 0.5°. If not within limits repeat Steps
(12) and (13).
(14) Verify safety clips (4) are installed on all turnbuckles (3) in the system (Ref. Figure 205).
(15) Check the cable tension of the control column interconnect (chain and cable assembly) between
the pilot’s and copilot’s control wheel by performing the following Steps:
NOTE: The control wheels must align within ± 0.5° of each other.
(a) Tension of the control column interconnect must be between 10 to 25 pounds. Cable
diameter is 1/8 inch.
(b) Position a cable tensiometer (4, Table 1, 27-00-00) on the cable (3) and measure the tension
(Ref. Figure 206).
(c) If no adjustment is required, proceed to Step (16). If adjustment is required, perform the
following Steps:
1 Remove safety clips (4) from both turnbuckles (2).
2 Adjust the turnbuckles (2) to meet the required cable tension in Step (15) (a).
204).
tension in the chain and cable system.
and the aileron quadrant (3) (Ref. Figure 204).
6 Verify that the tension of the control column interconnect is within acceptable limits per
Step (15) (a). If cable tension is out of limits repeat Step (15).
(16) Verify the control wheels are aligned within ± 0.5° of each other. If no adjustment is required
proceed to Step (17). If adjustment is required perform the following Steps (Ref. Figure 206):
(a) If not previously removed, remove safety clips (4) from turnbuckles (2).
(b) While maintaining cable tension of 10 to 25 pounds, adjust the turnbuckles (2) until the
control wheels are level, then repeat Steps (15) (c) 3 thru (16).
(17) Verify safety clips (4) are installed on all turnbuckles (2) in the system.
(18) Install rig pin (3) (11, Table 1, 27-00-00) through the aileron outboard wing bellcrank (1)
(Ref. Figure 211).
Page 203
27-10-03 Nov 1/09
(19) Check the wing cable tension between the aileron quadrant and the wing outboard bellcrank by
performing the following Steps
tension.
(b) Measure the temperature in the compartment with the aileron cables in the lower wing area.
(c) Refer to Aileron Wing Cable Tension Graph, Figure 202, Sheet 1 and read the pounds of
tension required for the measured temperature.
NOTE: Wing cable tension tolerance is ± 8 pounds of the tension found in Figure 202,
Sheet 1.
Wing cable diameter is 3/16 inch and the fuselage cable diameter is 1/8 inch.
(d) Position a cable tensiometer (4, Table 1, 27-00-00) on the aileron wing cable at least three
inches from turnbuckles and pulleys and measure the tension of both cables. Cable diameter
is noted in Figure 202, Sheet 1.
following Steps:
WARNING: If cable tension at any time is below 10 pounds, check all aileron wing
cable system pulleys for proper cable engagement.
1 Remove safety clips (3) from both turnbuckles (2) (Ref. Figure 207).
2 Adjust the turnbuckles (2) until both cables have equal tensions needed at the current
temperature found in Figure 202, Sheet 1. Cable diameter is noted in Figure 202,
Sheet 1.
204).
4 Remove rig pin (3) (11, Table 1, 27-00-00) from the aileron wing outboard bellcrank (1)
(Ref. Figure 211).
tension in the aileron wing system cables.
7 Install rig pin (3) (11, Table 1, 27-00-00) through the aileron outboard bellcrank (1)
(Ref. Figure 211).
8 Verify that the tension of both cables is within acceptable limits per Figure 202, Sheet 1.
9 Install safety clips (3) on turnbuckles (2) (Ref. Figure 207).
Page 204
Nov 1/09 27-10-03
(21) Check the position of the aileron using the aileron travel board. Aileron must be at neutral position
0° to 0.5° up.
(22) If no adjustment is required, proceed to Step (23). If adjustment is required, perform the following
Steps:
WARNING: If cable tension drops below 10 pounds at any time, check all aileron wing
(a) Remove rig pin (1) (7, Table 1, 27-00-00) from the aileron quadrant (3) (Ref. Figure 204).
(b) Remove rig pin (3) (11, Table 1, 27-00-00) from the aileron wing outboard bellcrank (1)
(Ref. Figure 211).
(c) Remove cotter pin (14), nut (5), washers (4) and bolt (7) attaching the push-pull rod (3) to the
outboard wing bellcrank (Ref. Figure 208).
(d) Loosen the jamnut (8) on the aileron push-pull rod (3).
(e) Rotate rod end (6) as necessary until aileron is at neutral 0° to 0.5° up deflection.
(f) Verify that the threads of the rod end (6) are visible through the inspection hole (9) at the end
of the push-pull rod (3) after adjustment is completed.
(g) Tighten the jamnut (8) on the aileron push-pull rod (3).
(h) Install bolt (7), washers (4), nut (5) and new cotter pin (14) attaching the push-pull rod (3) to
the outboard wing bellcrank.
(i) Install rig pin (1) (7, Table 1, 27-00-00) through the aileron quadrant support bracket (2) and
(j) Install rig pin (3) (11, Table 1, 27-00-00) through the aileron outboard bellcrank (1)
(Ref. Figure 211).
(k) Verify that the aileron surface is at neutral 0° to 0.5° up deflection. If aileron surface is not
within limits repeat Step (22).
(23) Perform Steps (18) thru (22) for the opposite aileron.
(24) Remove rig pin (1) (7, Table 1, 27-00-00) from the aileron quadrant (3) (Ref. Figure 204).
(25) Remove rig pin (3) (11, Table 1, 27-00-00) from the aileron outboard bellcrank (1) (Ref. Figure
211).
NOTE: The difference between the full-up and full-down travel of each aileron should be 6° to 9°
(i.e. 24° up 17° down = 7°). The difference between the full-up limit of one aileron and the
full-down limit of the other (crisscross differential) should be 6° to 9° (i.e. LH 25° up RH 17°
down = 8°).
Page 205
27-10-03 Nov 1/09
(26) Check the maximum travel of the aileron surfaces by performing the following Steps:
(a) Using minimum force manually move aileron down and check for surface travel of
15° -0°/+3° down on the aileron travel board. Repeat for opposite aileron.
(b) Using minimum force manually move aileron up and check for surface travel of 23° -0°/+3°
up on the aileron travel board. Repeat for opposite aileron.
(c) Verify the difference between the full-up and full-down travel of each aileron is 6° to 9° and
the difference between the full-up limit of one aileron and the full-down limit of the other
(crisscross differential) is 6° to 9°.
(d) Verify all stops make contact and that opposite (crisscross) stops contact at the same time.
following Steps:
NOTE: Adjusting one stop requires the opposite (crisscross) stop be adjusted also.
1 Through left wing access panel 46, loosen jamnut (12) on up stop adjustment bolt (13).
Adjust the bolt (13) as necessary to obtain maximum upward deflection of 23° -0°/+3°
(Ref. Figure 208).
2 Through right wing access panel 30, loosen jamnut (11) on down stop adjustment bolt
(10). Adjust the bolt (10) as necessary to obtain maximum downward deflection of 15°
-0°/+3°.
3 Through left wing access panel 29, loosen jamnut (11) on down stop adjustment bolt
(10). Adjust the bolt (10) as necessary to obtain maximum downward deflection of 15°
-0°/+3°.
4 Through right wing access panel 47, loosen jamnut (12) on up stop adjustment bolt
(13). Adjust the bolt (13) as necessary to obtain maximum upward deflection of 23°
-0°/+3°.
5 Verify the difference between the full-up and full-down travel of each aileron is 6° to 9°
and the difference between the full-up limit of one aileron and the full-down limit of the
other (crisscross differential) is 6° to 9°. If not within limits, repeat Steps (26) (e) 1 thru
(26) (e) 5.
6 When adjustment is complete, tighten the jamnut(s) (11 and 12) on the stop bolts (10
and 13).
7 Ensure all stops make contact and that opposite (crisscross) stops contact at the same
time.
(27) Verify safety clips are installed on all turnbuckles in the system.
(28) If equipped, connect and rig the aileron autopilot servo cables (Ref. Chapter 22-10-00, AILERON
SERVO CABLE RIGGING).
(29) If the Supplemental Type Certificate (STC) Flight Data Recorder (FDR) sensor bridle clamp was
installed, install bridle clamp. Refer to the STC holders instructions. Refer to the STC holders
instructions for installation and calibration.
Page 206
Nov 1/09 27-10-03
(30) Perform the AILERON OPERATIONAL CHECK procedure in this section.
(31) When the system is completely rigged, use a force gauge (2) (6, Table 1, 27-00-00) against the
control wheel (1) at a point 5 inches out from the center. Verify that the force required to move the
control wheel 10° to the left or right of neutral does not exceed 6 pounds (Ref. Figure 210).
(35) Raise flaps to the full up position.
(39) With the flaps fully retracted and the aileron in the neutral position a maximum step of 0.50 inch is
allowable between the outboard flap and the aileron at the trailing edge with the flap trailing edge
below the aileron trailing edge.
(40) Remove the aileron travel board and tape from the wing surface.
(41) Install left and right lower wing access panels 7, 44, 45, 46 and 47 (Ref. Chapter 6-50-00, WING
ACCESS PANELS).
(42) Install left and right upper wing access panels 29 and 30 (Ref. Chapter 6-50-00, WING ACCESS
PANELS).
(43) Install floor access panels 16C and 16E (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
(45) Install passenger compartment seats (Ref. Chapter 25-20-00, PASSENGER SEAT
INSTALLATION).
(47) Install the pilot’s seat (Ref. Chapter 25-10-00, SEAT INSTALLATION).
B. Rigging (UC-1 and After)

equipment.
Page 207
27-10-03 Nov 1/09
been properly rigged. This will permit aileron forces to be measured properly.
(8) Remove the pilot’s seat (Ref. Chapter 25-10-00, SEAT REMOVAL).
(10) Remove passenger compartment seats as required to access floor access panels 16C and 16E
(13) Remove left and right lower wing access panels 19, as required (Ref. Chapter 6-50-00, WING
ACCESS PANELS).
(14) Perform the AILERON TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02). Apply tape to
the wing surface to mark the location of the travel board feet ensuring proper location when
moving the travel board from one side to the other.
Recorder (FDR) sensor bridle clamp located on the aileron fuselage cables. Refer to the STC
(16) If equipped, disconnect the autopilot aileron servo cable from the aileron quadrant (Ref. Chapter
22-10-00, AILERON SERVO BRIDLE CABLE REMOVAL).
(18) Ensure the pilot’s control wheel is level within ± 0.5°. If no adjustment is required proceed to Step
(19). If adjustment is required perform the following Steps:
(a) Locate the turnbuckles (3) on the control column (1) (T-Column) forward of the pedestal and
remove safety clips (4) (Ref. Figure 205).
(b) Adjust the fuselage aileron control cable turnbuckles (3) to level the pilot’s control wheel.
Page 208
Nov 1/09 27-10-03
(19) Check the fuselage cable tension between the control column and the aileron quadrant by
tension.
(b) Measure the temperature in the compartment under floor access panel 16C.
(c) Refer to Aileron Fuselage Cable Tension Graph, Figure 201, and read the pounds of tension
NOTE: Fuselage cable tension tolerance is +10 / -0 pounds of the tension found in Figure
201.
following Steps:
1 Locate the turnbuckles on the control column (T-Column) forward of the pedestal. If not
previously removed, remove safety clips (4) from both turnbuckles (3) (Ref. Figure
205).
WARNING: If cable tension at any time is below 10 pounds, check all aileron
fuselage cable system pulleys for proper cable engagement.
2 Adjust the turnbuckles until both fuselage cables have equal tensions needed at the
204).
tension in the aileron fuselage system cables.
6 Verify that the tension of both fuselage cables is within acceptable limits per Figure 201.
7 Verify the pilot’s control wheel is still level within ± 0.5°. If not within limits repeat Steps
(18) and (19).
(20) Verify safety clips (4) are installed on all turnbuckles (3) in the system (Ref. Figure 205).
Page 209
27-10-03 Nov 1/09
(b) Position a cable tensiometer (4, Table 1, 27-00-00) on the cable (3) and measure the tension
(Ref. Figure 206).
following Steps:
1 Remove safety clips (4) from both turnbuckles (2).
2 Adjust the turnbuckles (2) to meet the required cable tension in Step (21) (a).
204).
tension in the chain and cable system.
6 Verify that the tension of the control column interconnect is within acceptable limits per
Step (21) (a). If cable tension is out of limits repeat Step (21).
(22) Verify the control wheels are aligned within ± 0.5° of each other. If no adjustment is required
proceed to Step (23). If adjustment is required perform the following Steps (Ref. Figure 206)
(a) If not previously removed, remove safety clips (4) from turnbuckles (2).
(b) While maintaining cable tension of 10 to 25 pounds, adjust the turnbuckles (2) until the
control wheels are level, then repeat Steps (21) (c) 3 thru (22).
(24) Check the wing cable tension between the aileron quadrant and the wing bellcrank by performing
the following Steps:
tension.
(b) Measure the temperature in the compartment with the aileron cables in the lower wing area.
(c) Refer to Aileron Wing Cable Tension Graph, Figure 202, Sheet 2 and read the pounds of
tension required for the measured temperature.
Page 210
Nov 1/09 27-10-03
Sheet 2.
Wing cable diameter is 3/16 inch and the fuselage cable diameter is 1/8 inch.
(d) Position a cable tensiometer (4, Table 1, 27-00-00) on the aileron wing cable at least three
inches from turnbuckles and pulleys and measure the tension of both cables. Cable diameter
is noted in Figure 202, Sheet 2.
following Steps:
NOTE: If aileron cable kit 118-5001 is installed the turnbuckles will be accessed through
wing access panels 19 inboard of the main landing gear, instead of in the wheel well.
1 Remove safety clips (3) from the turnbuckles (2) (Ref. Figure 207).
2 Adjust the turnbuckles (2) until both cables have equal tensions needed at the current
temperature found in Figure 202, Sheet 2. Cable diameter is noted in Figure 202,
Sheet 2.
204).
tension in the aileron wing system cables.
6 Verify that the tension of both cables is within acceptable limits per Figure 202, Sheet 2.
(25) Check the position of the aileron using the aileron travel board. Aileron must be at neutral position
0° to 0.5° up.
(a) If no adjustment is required, proceed to Step (26). If adjustment is required, perform the
following Steps:
NOTE: If aileron cable kit 118-5001 is installed the turnbuckles will be accessed through
wing access panels 19 inboard of the main landing gear, instead of in the wheel well.
1 Remove safety clips (3) from turnbuckles (2) (Ref. Figure 207).
2 Adjust the aileron wing cable turnbuckles (2) between the quadrant and the wing
mounted bellcranks to achieve 0° to 0.5° up at the trailing edge of the aileron.
Sheet 2.
Page 211
27-10-03 Nov 1/09
3 While adjusting the wing cable turnbuckles, make sure the required cable tension
needed at the current temperature found in Figure 202, Sheet 2 is maintained. Cable
diameter is noted in Figure 202, Sheet 2.
4 Install safety (3) clips on the turnbuckles (2) (Ref. Figure 207).
(27) Perform Steps (24) thru (26) for the opposite aileron.
(i.e. 24° up 17° down = 7°). The difference between the full-up limit of one aileron and the
full-down limit of the other (crisscross differential) should be 5° to 8° (i.e. LH 25° up RH 17°
down = 8°).
(29) Check the maximum travel of the aileron surfaces by performing the following Steps:
(a) Using minimum force manually move aileron down and check for surface travel of 16° -0°/+3°
down on the aileron travel board. Repeat for opposite aileron.
(b) Using minimum force manually move aileron up and check for surface travel of 23° -0°/+3°
up on the aileron travel board. Repeat for opposite aileron.
(c) Verify the difference between the full-up and full-down travel of each aileron is 5° to 8° and
the difference between the full-up limit of one aileron and the full-down limit of the other
(crisscross differential) is 5° to 8°.
(d) Verify all stops make contact and that opposite (crisscross) stops contact at the same time.
following Steps:
NOTE: Adjusting one stop requires the opposite (crisscross) stop be adjusted also.
1 On the left aileron, loosen jamnut (2) on upper adjustment screw shaft (3) on the
adjustable stop and rotate the screw shaft (3) as necessary to obtain maximum
downward deflection of 16° -0°/+3° (Ref. Figure 209).
2 On the right aileron, loosen jamnut (8) on lower adjustment screw shaft (6) on the
adjustable stop and rotate the screw shaft (6) as necessary to obtain maximum upward
deflection of 23° -0°/+3°.
3 On the right aileron, loosen jamnut (2) on upper adjustment screw shaft (3) on the
adjustable stop and rotate the screw shaft (3) as necessary to obtain maximum
downward deflection of 16° -0°/+3°.
4 On the left aileron, loosen jamnut (8) on lower adjustment screw shaft (6) on the
adjustable stop and rotate the screw shaft (6) as necessary to obtain maximum upward
deflection of 23° - 0°/+3°.
Page 212
Nov 1/09 27-10-03
5 Verify the difference between the full-up and full-down travel of each aileron is 5° to 8°
and the difference between the full-up limit of one aileron and the full-down limit of the
other (crisscross differential) is 5° to 8°. If not within limits, repeat Steps (24) (e) 1 thru
(24) (e) 5.
6 When adjustment is complete, tighten the jamnut(s) (2 and 8) on the upper or lower
adjustment screw shaft(s) (3 and 6) on the adjustable stops.
7 Ensure all stops make contact and that opposite (crisscross) stops contact at the same
time.
(30) Verify that all turnbuckles are secured with safety clips.
(31) If equipped, connect and rig the aileron autopilot servo cables (Ref. Chapter 22-10-00, AILERON
SERVO CABLE RIGGING).
(32) If the Supplemental Type Certificate (STC) Flight Data Recorder (FDR) sensor bridle clamp was
installed, install bridle clamp. Refer to the STC holders instructions. Refer to the STC holders
instructions for installation and calibration.
(33) Visually check to ensure that aileron travel responds properly to the control wheel movement by
performing the following.
aileron moves to the up position and the right aileron moves to the down position smoothly
with no unusual noise or binding.
(b) Move pilot’s control wheel clockwise to the right position and make sure that the left aileron
moves to the down position and the right aileron moves to the up position smoothly with no
unusual noise or binding.
(c) Repeat Steps (33) (a) and (33) (b) using the copilot’s control wheel.
(34) When the system is completely rigged, use a force gauge (2) (6, Table 1, 27-00-00) against the
control wheel (1) at a point 5 inches out from the center. Verify that the force required to move the
control wheel 10° to the left or right of neutral does not exceed 6 pounds (Ref. Figure 210).
(38) Raise flaps to the full up position.
(42) With the flaps fully retracted and the aileron in the neutral position a maximum step of 0.50 inch is
allowable between the outboard flap and the aileron at the trailing edge with the flap trailing edge
below the aileron trailing edge.
Page 213
27-10-03 Nov 1/09
(43) Remove the aileron travel board and tape from the wing surface.
(44) Install left and right wing access panels 19 (Ref. Chapter 6-50-00, WING ACCESS PANELS).
INSTALLATION).
(49) Install the pilot’s seat (Ref. Chapter 25-10-00, SEAT INSTALLATION).
2. CHECKS
(8) Move pilot’s control wheel counterclockwise to the left position and make sure that the left aileron
moves to the up position and the right aileron moves to the down position smoothly with no
unusual noise or binding.
(9) Move pilot’s control wheel clockwise to the right position and make sure that the left aileron moves
to the down position and the right aileron moves to the up position smoothly with no unusual noise
or binding.
(10) Repeat Steps (8) and (9) using the copilot’s control wheel.
(11) If requirements are not met, perform the AILERON CONTROL SYSTEM RIGGING procedure in
this section.
B. Fuselage Cable Tension Check

(1) Move either control wheel to the left and right position three cycles to equalize system tension.
(2) Remove passenger seat(s) as required to access floor access panels 16C and 16E (Ref. Chapter
25-20-00, PASSENGER SEAT REMOVAL).
Page 214
Nov 1/09 27-10-03
(6) Check the cable tensions by performing the following Steps:
tension.
(b) Measure the temperature in the fuselage compartment under floor access panel 16C.
(c) Refer to Aileron Fuselage Cable Tension Graph Figure 201 and read the pounds of tension
NOTE: Fuselage cable tension tolerance is +10/-0 pounds of the tension found in Figure
201.
(e) If no adjustment is required proceed to Step (7). If adjustment is required, perform the
AILERON CONTROL SYSTEM RIGGING procedure in this section.
(10) Install passenger seat(s) (Ref. Chapter 25-20-00, PASSENGER SEAT INSTALLATION).
C. Control Column Interconnect Cable Tension Check

The control column interconnect is the chain and cable assembly between the pilot’s and copilot’s
control wheels.
(2) Remove passenger seat(s) as required to access floor access panel 16E (Ref. Chapter 25-20-00,
PASSENGER SEAT REMOVAL).
(3) Remove passenger compartment carpet as required to access floor access panel 16E
(4) Remove floor access panel 16E (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
Page 215
27-10-03 Nov 1/09
(b) Verify the control wheels are aligned within ± 0.5° of each other, then position a cable
tensiometer (4, Table 1, 27-00-00) on the cable (3) and measure the tension of the cable
(Ref. Figure 206).
(a) Place the right-hand thread cable (5) clevis end over the outboard wing bellcrank forward
arm. Install bolt (22), washer (21), nut (20) and cotter pin (19) (Ref. Figure 201).
(b) Insert the left-hand thread cable (4) clevis end into the outboard wing bellcrank aft arm.
Install bolt (15), washer (16), nut (17) and cotter pin (18).
(8) Install floor access panel 16E (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
D. Wing Cable Tension Check

(2) Remove passenger seat(s) as required to access floor access panel 16E (Ref. Chapter 25-20-00,
PASSENGER SEAT REMOVAL).
(3) Remove passenger compartment carpet as required to access floor access panel 16E
(4) Remove floor access panels 16E (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
(6) Remove left and right lower wing access panels 7 (UA-1 and After, UB-1 and After) or 19 (UC-1
and After) as required (Ref. Chapter 6-50-00, WING ACCESS PANELS).
(7) Check the wing cable tensions by performing the following Steps:
Page 216
Nov 1/09 27-10-03
tension.
(b) Measure the temperature in the lower wing compartment with the aileron cables.
(c) Refer to Aileron Wing Cable Tension Graph Figure 2, Sheet 1 (UA-1 and After, UB-1 and
After) or Figure 202, Sheet 2 (UC-1 and After) and read the pounds of tension required for
the measured temperature.
NOTE: Wing cable tension tolerance is ± 8 pounds.
(d) Position a cable tensiometer (4, Table 1, 27-00-00) on the aileron wing cables at least three
inches from turnbuckles and pulleys and measure the cable tension of both cables. Cable
diameter is noted in Figure 202, Sheet 1 (UA-1 and After, UB-1 and After) or Figure 202,
Sheet 2 (UC-1 and After).
(e) Perform Steps (7) (a) thru (7) (d) on opposite aileron wing cables.
(f) If no adjustment is required, proceed to Step (8). If adjustment is required, perform the
(9) Install floor access panel 16E (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
(12) Install lower wing access panels 7 (UA-1 and After, UB-1 and After) or 19 (UC-1 and After)
E. Functional Check
Page 217
27-10-03 Nov 1/09
(6° to 9° for the UA and UB models) (i.e. 24° up 17° down = 7°). The difference between
the full-up limit of one aileron and the full-down limit of the other (crisscross differential)
should be 5° to 8° (6° to 9° for the UA and UB models) (i.e. LH 25° up RH 17° down = 8°).
(9) Move pilot’s control wheel counterclockwise to the full left position and make sure that the left
aileron moves to the full up position 23° -0°/+3° and the right aileron moves to the full down
position 16° -0°/+3°(15° -0°/+3° for the UA and UB models) smoothly with no unusual noise or
binding.
(10) Move pilot’s control wheel clockwise to the full right position and make sure that the left aileron
moves to the full down position 16° -0°/+3° (15° -0°/+3° for the UA and UB models) and the right
aileron moves to the full up position 23° -0°/+3° smoothly with no unusual noise or binding.
(11) Verify the difference between the full-up and full-down travel of each aileron is 5° to 8° (6° to 9° for
the UA and UB models) and the difference between the full-up limit of one aileron and the
full-down limit of the other (crisscross differential) is 5° to 8° (6° to 9° for the UA and UB models).
(12) Verify all stops make contact and that opposite (crisscross) stops contact at the same time.
(13) If ailerons require adjustment, perform the AILERON CONTROL SYSTEM RIGGING in this
section.
(14) Remove the travel board.
Page 218
Nov 1/09 27-10-03
1/8" DIAMETER AILERON FUSELAGE CABLE TENSION GRAPH

POUNDS OF TENSION
NOTE: AILERON FUSELAGE CABLE TENSION TOLERANCE +10 / -0 LBS.

UC27B
041761AA.AI
Figure 201
Aileron Fuselage Cable Tension Graph
Page 219
27-10-03 Nov 1/09
3/16" DIAMETER AILERON WING CABLE TENSION GRAPH

POUNDS OF TENSION
UC27B
041951AA

Aileron Wing Cable Tension Graph (UA-1 and After; UB-1 and After)
Page 220
Nov 1/09 27-10-03
3/16" DIAMETER AILERON WING CABLE TENSION GRAPH

POUNDS OF TENSION
UC27B
041767AA

Aileron Wing Cable Tension Graph (UC-1 and After)
Page 221
27-10-03 Nov 1/09
Figure 203
Aileron Clearances
Page 222
Nov 1/09 27-10-03
1. RIG PIN
3. AILERON QUADRANT
A
1
AILERON QUADRANT
DETAIL A
UC27B
041762AB.AI
Figure 204
Page 223
27-10-03 Nov 1/09
1. "T" COLUMN
2. CABLES
3. TURNBUCKLES
4. SAFETY CLIPS
A
VIEW LOOKING RIGHT

FWD
DETAIL A UC27B
043845AA.AI
Figure 205
Aileron Fuselage Cable Turnbuckles
Page 224
Nov 1/09 27-10-03
A
1. "T" COLUMN
2. TURNBUCKLES
3. CABLES
4. SAFETY CLIPS
5. CHAIN
VIEW FORWARD LOOKING UP
DETAIL A UC27B
043786AA.AI
Figure 206
Control Column Interconnect Cable Turnbuckles
Page 225
27-10-03 Nov 1/09
1. LEFT MAIN LANDING GEAR

2. TURNBUCKLES
3. SAFETY CLIPS
OUTBD
VIEW LOOKING AFT
DETAIL A UC27B
043844AA.AI
Figure 207
Aileron Wing Cable Turnbuckles
Page 226
Nov 1/09 27-10-03
1. RIG PIN HOLE

2. BELLCRANK
3. PUSH-PULL ROD
4. WASHER
5. NUT
6. ROD END
7. BOLT
8. JAMNUT
9. INSPECTION HOLE
10. DOWN STOP ADJUSTMENT BOLT
11. JAMNUT
12. JAMNUT
13. UP STOP ADJUSTMENT BOLT
14. COTTER PIN
B 3
2
1
ADJUST ROD END FROM BELLCRANK AREA
VIEW LOOKING UP
FWD
11
13
12 10
DETAIL A
7
8
2 9
2
4
5
14
DETAIL B UA27B
050118AA.AI
Figure 208
Aileron Position Adjustment (UA-1 and After; UB-1 and After)
Page 227
27-10-03 Nov 1/09
1. UPPER WING SURFACE

4
2. JAMNUT
3. DOWN STOP ADJUSTMENT SCREW
4. UPPER AILERON SURFACE
DETAIL A 5. LOWER WING SURFACE
6. UP STOP ADJUSTMENT SCREW
6 7. LOWER AILERON SURFACE
8. JAMNUT
7
DETAIL B UC27B
043787AA.AI
Figure 209
Aileron Stop Adjustment (UC-1 and After)
Page 228
Nov 1/09 27-10-03
1. CONTROL WHEEL
2. FORCE GAUGE
A
NO
P S ED
I N
T
C T
H R
I
NO
S EU
P
M 1
5 INCHES
DETAIL A
UC27B
043700AA.AI
Figure 210
Control Wheel Force Check
Page 229
27-10-03 Nov 1/09
1. BELLCRANK
3. RIG PIN
4
1
2
A
DETAIL B
UA27B
051940AA.AI
Figure 211
Aileron Outboard Wing Bellcrank Rig Pin Installation
Page 230
Nov 1/09 27-10-03
FLIGHT CONTROLS
AILERON TRIM TAB
27-10-04
200200
1. PROCEDURES

NOTE: The double clevis end on the trim tab actuator push-pull rod is designed to tighten the outer
clevis with a binding action against the clevis bolt and the inner clevis, which removes freeplay
of the bolt in the hole. Loosen the outer clevis first (the larger nut) before removing the clevis
bolt.
(1) Remove nut, washer and bolt (9) and disconnect the trim tab actuator push-pull rod (13) from the
trim tab horn (8) (Ref. Figure 201).
(2) Remove screw (3), washers (2) and nut (1) from the bonding jumpers (4) at each end of the trim
tab. Discard the nuts.
(3) Remove four screws (5) (2 upper and 2 lower) from the inboard and outboard trim tab hinge halves
(7).
(4) Remove the trim tab (6) from the aileron (14).
NOTE: If the same trim tab is to be installed on the airplane, the trim tab hinge halves may remain
attached to the aileron hinge halves. If a new trim tab is to be installed, the trim tab hinge
halves should be removed from the aileron and the new hinge halves from the new trim
tab should be installed.

NOTE: Any repair, modification, painting or replacement of the aileron or the aileron trim tab requires
If a new trim tab is being installed, remove both hinge halves from the new aileron and install
them in their respective positions on the aileron hinge halves.
(1) Align the trim tab hinge halves (7) into position with the aileron trim tab (6) and install the four
attaching screws (5) to the inboard and outboard hinge point.
(2) Install screws (3), washers (2) and new nuts (1) connecting the bonding jumpers (4) to each end of
the aileron trim tab (6) (Ref. Figure 201).
NOTE: The double clevis end on the trim tab actuator push-pull rod is designed to tighten the
removes freeplay of the bolt in the hole. Tighten the outer clevis first (the larger nut) after
installing the clevis bolt.
(3) Connect the actuator push-pull rod (13) to the trim tab horn (8) using bolt, washers and nut (9).
(5) Perform the AILERON TRIM TAB FREEPLAY CHECK procedure in this section.
Page 201
27-10-04 Nov 1/09
8
9
11
12 9
13
10
1. NUT
DETAIL B 2. WASHERS
3. SCREW
3
4. BONDING JUMPER
5 5. SCREWS
2
6. AILERON TAB
1 7. HINGE HALVES
8. TRIM TAB HORN
9. BOLT, WASHERS, NUT
4 10. DOUBLE CLEVIS
7 6 11. LARGE JAMNUT
12. SMALL JAMNUT
13. PUSH-PULL ROD
14. AILERON
5
1
2
4
B 7 2
2
14 3
DETAIL A UA27B
044056AA.AI
Figure 201
Aileron Trim Tab Installation (UA-1 and After; UB-1 and After)
Page 202
Nov 1/09 27-10-04

NOTE: The double clevis end on the trim tab actuator push-pull rod is designed to tighten the outer
clevis with a binding action against the clevis bolt and the inner clevis, which removes freeplay
of the bolt in the hole. Tighten the outer clevis first (the larger nut) after installing the clevis bolt.
(1) Remove nut, washer and bolt (9) and disconnect the trim tab actuator push-pull rod (13) from the
trim tab horn (8) (Ref. Figure 202).
(2) Remove screws (3), washers (2) and nuts (1) from the bonding jumpers (4) at each end of the trim
tab. Discard the nuts.
(3) Remove four screws (5) (2 upper and 2 lower) from the inboard and outboard trim tab hinge halves
(7).
(4) Remove the trim tab (6) from the aileron (14).
NOTE: If the same trim tab is to be reinstalled on the airplane, the trim tab hinge halves may
remain attached to the aileron hinge halves. If a new trim tab is to be installed, the trim tab
hinge halves should be removed from the aileron and the new hinge halves from the new
trim tab should be installed.

NOTE: Any repair, modification, painting or replacement of the aileron or the aileron trim tab, requires
If a new trim tab is being installed, remove both hinge halves from the new aileron and install
them in their respective positions on the aileron hinge halves.
(1) Align the trim tab hinge halves (7) into position on the aileron trim tab (6) and install the four
attaching screws (5) to the inboard and outboard hinge point.
(2) Install screws (3), washers (2) and new nuts (1) connecting the bonding jumpers (4) to each end of
the aileron trim tab (6) (Ref. Figure 202).
NOTE: The double clevis end on the trim tab actuator push-pull rod is designed to tighten the
removes freeplay of the bolt in the hole. Tighten the outer clevis first (the larger nut) after
installing the clevis bolt.
(3) Connect the actuator push-pull rod (13) to the trim tab horn (8) using bolt, washer and nut (9).
(4) Perform AILERON TRIM TAB FUNCTIONAL CHECK procedure (Ref. 27-10-07).
(5) Perform AILERON TRIM TAB FREEPLAY CHECK procedure in this section.
Page 203
27-10-04 Nov 1/09
9
9
10
8
11 9
12
13
9
1. NUT
3
DETAIL B 2. WASHERS
3. SCREW
2 4. BONDING JUMPER
5
1 5. SCREWS
6. AILERON TAB
7. HINGE HALVES
4 8. TRIM TAB HORN
6 9. BOLT, WASHERS, NUT
7 10. DOUBLE CLEVIS
11. LARGE JAMNUT
12. SMALL JAMNUT
13. PUSH-PULL ROD
B 14. AILERON
5 1
2
4
2
7
2
3
14
DETAIL A
UC27B
044054AB.AI
Figure 202
Aileron Trim Tab Installation (UC-1 and After)
Page 204
Nov 1/09 27-10-04
E. Freeplay Check
Visually inspect the aileron tab for any damage, security of hinge attach point and for tightness of the
actuating system. Inconsistencies should be remedied prior to checking the freeplay of the tab.
A trim tab deflection check fixture (1, Table 1, 27-00-00) or equivalent as shown in Figure 1, 27-00-00, a
dial indicator (2, Table 1, 27-00-00), a back screw (3, Table 1, 27-00-00) machined as shown in
Figure 1, 27-00-00 and a push-pull scale (6, Table 1, 27-00-00) for applying accurate loading to the trim
tabs are required for making the inspection for freeplay of the trim tabs.
(1) Obtain a copy of Table 201.
(2) UA-1 and After; UB-1 and After perform the following Steps:
(a) Remove left and right lower wing access panels 44 and 45 (Ref. Chapter 6-50-00, WING
ACCESS PANELS).
(Ref. Figure 205).
(3) UC-1 and After perform the following Steps:
(b) Remove the carpet as required to gain access to floor access panel 16E
(4) Apply tape (for paint protection) on the top surface of the trim tab at a point 2.50 inches aft of the
trim tab hinge line along the centerline of the trim tab actuator. This will be the point of pressure
against the trim tab by the push-pull scale.
(5) Apply tape in the corresponding position on the bottom surface of the trim tab for the same
purpose.
WARNING: Ensure the trim tab freeplay check fixture (1) is securely attached to the aileron
(4) before releasing supporting pressure to prevent damage to equipment and
injury to personnel (Ref. Figure 203).
(6) Secure the trim tab freeplay check fixture (1) to the aileron (4) so that the dial indicator stem (5) tip
is positioned on the top surface of the aileron trim tab (3) 2.50-inches aft of the trim tab hinge line
on the outboard edge of the aileron trim tab (3).
(7) Position the dial indicator (2) so the stem (5) is depressed 0.10-inch when in contact with the
aileron trim tab (3) surface initially. Turn the rotating face of the dial indicator (2) to zero. Do not
reset during the checking procedure.
(8) With the push-pull scale against the top side, apply a full 3 pound downward load. Record the dial
reading on Table 201 as A.
Page 205
27-10-04 Nov 1/09
(9) Release half the load until a 1.5 pound downward load is obtained. Record the dial reading as B.
(10) Apply a full 3 pound upward load on the bottom surface. Record the dial reading as C.
(11) Release half the load until a 1.5 pound upward load is obtained. Record the dial reading as D.
(12) Perform the calculations to the data on Table 201.
Table 201
AILERON TRIM TAB FREE PLAY LIMITS
Serial Number: _______________ Date: _______________
(__________) X 2 = (__________) - (__________) = (__________)

B 2B A X
(__________) X 2 = (__________) - (__________) = (__________)
D 2D C Y
(__________) + (__________) = (__________)
X Y E
(E = 0.053 inch maximum)
(a) Record A, B, C and D as positive numbers.
(b) Multiply B by 2 and record as 2B.
(c) Subtract A from 2B and record as X.
(d) Multiply D by 2 and record as 2D.
(e) Subtract C from 2D and record as Y.
NOTE: The results of X and Y can be a negative number.
(f) Add X and Y and record as E. The maximum allowable freeplay is 0.053 inch.
(13) If deflection of the trim tab is within the allowable limits (E= 0.053 inch maximum), the trim tab and
its linkage are in good condition.
(14) If the free play is excessive, disconnect the trim tab actuator rod and visually inspect the bolts and
bushing for indications of excessive wear. Replace excessively worn parts.
(15) If all associated linkage is in good condition (no excessive wear) the trim tab actuator needs to be
checked for excessive play and/or replaced.
Page 206
Nov 1/09 27-10-04
(Ref. Figure 205).
(b) Install left and right lower wing panels 44 and 45 (Ref. Chapter 6-50-00, WING ACCESS
PANELS).
Page 207
27-10-04 Nov 1/09
1. TAB FREEPLAY CHECK FIXTURE

2. DIAL INDICATOR
3. AILERON TRIM TAB
4. AILERON
5. DIAL INDICATOR STEM
1 2
5
20
30
10
40
50
3
10
40
20
D
UNITE
30
DETAIL A
UC27B
042931AA.AI
Figure 203
Aileron Trim Tab Freeplay Fixture Installation
Page 208
Nov 1/09 27-10-04
1. RIG PIN
3. AILERON QUADRANT
A
1
AILERON QUADRANT
DETAIL A
UC27B
041762AB.AI
Figure 204
Page 209
27-10-04 Nov 1/09
1. BELLCRANK
3. RIG PIN
4
1
2
A
DETAIL B
UA27B
051940AA.AI
Figure 205
Aileron Outboard Wing Bellcrank Rig Pin Installation
Page 210
Nov 1/09 27-10-04
FLIGHT CONTROLS
AILERON TRIM TAB ACTUATORS AND CABLES
27-10-05
200200
1. AILERON TRIM TAB FORWARD CABLE
A. Removal
CAUTION: If tension in the system is lost during cable maintenance, check the forward cable drum and
aileron trim tab actuator cable drum to ensure the cable is not unwound from drums.
(1) Attach a red tag to the aileron trim tab control knob with the words “Do Not Operate, Maintenance
In Progress”.
(2) Remove both flight compartment seats (Ref. Chapter 25-10-00, SEAT REMOVAL).
(3) Remove flight compartment carpet as required.
(4) Remove the pedestal side panels as required.
(5) Remove the flight compartment floor access panels 1 left, 2 left, 4 and 21 (Ref. Chapter 6-50-00,
FLOOR ACCESS PANELS).
(6) Remove left passenger compartment seats as required to access floor access panels 16A thru
16E (Ref. Chapter 25-20-00, PASSENGER SEAT REMOVAL).
(7) Remove left passenger compartment carpet as required to access floor access panels 16A thru
16E (Ref. Chapter 25-20-01).
(8) Remove passenger compartment floor access panels 16A thru 16E (Ref. Chapter 6-50-00,
(9) Remove belly access panel 3 just aft of the nose landing gear wheel well (Ref. Chapter 6-50-00,
(10) Remove lower left wing access panels 7, 8 and 9 (UA-1 and After; UB-1 and After) or 19 (UC-1
and After) as required to access aileron trim tab cables, and pressure seals (Ref. Chapter 6-50-00,
(11) Remove upper left wing access panel 4 (UA-1 and After; UB-1 and After only) (Ref. Chapter
(12) Adjust the aileron trim tab control knob to allow easy access to the turnbuckles in the left wheel
well and lower wing access panel 19 (UC-1 and After) or upper wing panel 4 (UA-1 and After;
UB-1 and After) (Ref. Figure 203, Detail A, B and D).
(13) Install a cable block (4 or 13) across both aileron trim tab actuator cables (6 or 12) just inboard of
WS 135 to prevent loss of aileron trim tab actuator cable tension (Ref. Figure 203, Detail B or D).
(14) Remove the trim tab cable turnbuckle safety clips (2) and loosen the turnbuckles (3) (Ref. Figure
203, Detail A and B) just enough to tape the cables together just below the cable drum in the
pedestal to prevent backlash of the cables on the drum (Ref. Figure 201, Detail E).
Page 201
27-10-05 Nov 1/09
NOTE: Each turnbuckle (3 and 10) barrel has a groove (5 and 11) at one end to identify the
left-hand threaded end (Ref. Figure 203, Detail A, B and D).
(15) Attach a tag with the words “left-hand threads terminal end” to the inboard end of the lower
turnbuckle (3 and 10) (Ref. Figure 203, Detail B and D).
(16) Disconnect the left-hand threads terminal end from the lower turnbuckle (3 and 10) and attach a
feed line to the terminal end. Label the feed line with the words “left-hand threads terminal end”.
(17) Attach a tag with the words “right-hand threads terminal end” to the inboard end of the upper
turnbuckle (3) (Ref. Figure 203, Detail A).
(18) Disconnect the right-hand threads terminal end from the upper turnbuckle (3) and attach a feed
(19) Remove the cable stop plate (3) and the safety wire (2) from the cable stops (1) (Ref. Figure 204).
(20) Remove cable guard pins from pulley brackets. Refer to Figure 205 or 206 for a general location of
the pulleys.
(21) Remove the fairleads and cable pressure seal from the fuselage.
(22) Remove pulleys as required to allow passage of cable stops.
cable loosely, no tighter than ten inches in diameter.
(23) While pulling the feed lines through the fuselage, withdraw both left and right-hand threads
terminal ends through the fuselage and out of the belly access panel 3 (Ref. Chapter 6-50-00,
CAUTION: Do not drop the nut, washer or taper pin into the fuselage area below the pedestal.
(24) Remove nut, washer and tapered pin (4) from the aileron trim control shaft forward universal joint
(18) (Ref. Figure 205 or 206).
(25) Slide cable drum shaft (1) forward and remove shaft (1), cable drum (2), guard (3) and washers
(17) from pedestal bracket.
(26) Note position and number of washer(s) (17) for installation of the cable drum (2).
(27) Remove the cable guard (3) and drum (2) together through the right side forward pedestal into the
cockpit area.
(28) Remove the forward cable from the airplane by routing the feed lines through the forward right side
of the pedestal, and into the cockpit.
(29) Disconnect the feed lines from forward cable left and right-hand threads terminal ends and leave
feed lines in place.
(30) Unwrap cable from the drum, remove the cable lock pin and remove the cable (Ref. Figure 201).
Page 202
Nov 1/09 27-10-05
B. Installation
equipment.
If tension in the system is lost during cable maintenance, check the forward cable drum and
NOTE: Washers (5) may be added as required to obtain a cable drum end play of 0.031 to 0.063
inch (Ref. Figure 202).
(2) Place the cable drum (2) into the guard (4). Position the cable drum (2), guard (4) and washer(s)
(5) in the cable drum bracket (3). Insert the drum shaft and check that the cable drum end play is
0.031 to 0.063 inch.
(3) When the correct end play is obtained, remove the drum shaft, cable drum (2), guard (4) and
washer(s) (5) (set aside the washers for installation). It is permissible to glue the washer(s) (5) in
place against the face of the drum (2) for ease of installation.
(4) Attach a tag labeled “left-hand threads terminal end” to the forward cable left-hand threads
terminal end.
(5) Attach a tag labeled “right-hand threads terminal end” to the forward cable right-hand threads
terminal end.
(6) Wrap the forward cable on the cable drum as follows (Ref. Figure 201):
CAUTION: Do not kink the cable while locating the middle of the forward cable. Damage to the
cable will occur.
(a) Align the terminal ends of the forward cable and carefully mark the midpoint of the cable with
ink or paint. With the left-hand threads terminal end side of the cable located on the flat side
of the drum, position the mark on the cable in the middle of the cable drum slot and install the
cable lock pin (Ref. Detail B).
(b) From the lock pin, wrap each cable 2 1/4 turns around the drum beginning with the outside
grooves and work toward the middle of the drum (Ref. Detail C). With the drum wound, verify
that the terminal ends are still aligned.
Page 203
27-10-05 Nov 1/09
(c) Position the cable guard over the drum and tape the forward cables together just outside of
the cable guard to prevent cable backlash at the drum and maintain the drum in the neutral
position during installation (Ref. Detail E). When applying tape to the cable, make sure the
cables are separated (not crossed) so that it is easy to identify which cable end winds off the
left and right side of the drum.
(7) In the cockpit attach the right-hand threads terminal end to the feed line labeled “right-hand
threads terminal end”.
(8) In the cockpit attach the left-hand threads terminal end to the feed line labeled “left-hand threads
terminal end”.
NOTE: More than one person will be required to route the forward cable. Take precautions to
(9) Pull the feed lines from the belly access panel 3 (Ref. Chapter 6-50-00, FUSELAGE ACCESS
PANELS), draw the forward cables through the right side of the pedestal and then out of the belly
access panel, until the drum is close to the pedestal.
(10) Position the cable drum (2), guard (3) and washer(s) (17) into the drum bracket and install the
cable drum shaft (1) (Ref. Figure 205 or 206).
(11) On the left side of the upper pedestal, move the aileron trim tab control knob (7) to the 0 position
on the dial indicator (6) and align the slot in the forward universal joint (18) with the cable drum
shaft (1) and install the tapered pin (4), washer and nut.
(12) Identify the forward cable (8) with the left-hand threads terminal end and make sure it winds off the
right side of the drum as installed. Identify the forward cable (9) with the right-hand threads
terminal end and make sure it winds off the left side of the drum as installed. Route the cable from
the drum as follows (Ref. Figure 205 or 206):
NOTE: It is permissible to install cable guard pins, fairleads and pulleys as the cable is being
routed.
(a) Route cable (8) left-hand thread, through the forward pulley at FS 105.
(b) Route cable (9) right-hand thread, through the aft pulley at FS 105.
(c) Route cable (8) through the bottom pulley at FS 106.
(d) Route cable (9) through the top pulley at FS 106.
(e) Route cable (8) through the aileron quadrant bottom pulley at FS 319.
(f) Route cable (9) through the aileron quadrant top pulley at FS 319.
(g) Route cable (8) through the forward pulley at FS 320.
(h) Route cable (9) through the aft pulley at FS 320.
(i) Route cable (8) through the forward pressure seal hole at BL 27.
Page 204
Nov 1/09 27-10-05
(j) Route cable (9) through the aft pressure seal hole at BL 27.
(k) Install any removed pulleys, fairleads and cable guard pins.
installation.
(14) Remove feed line, and attach the left-hand threads terminal end of cable (8) to the bottom
turnbuckle.
(15) Remove feed line, and attach the right-hand threads terminal end of cable (9) to the top
turnbuckle.
(16) Tension the forward cable sufficient to prevent slack.
(17) Install the cable stop plate (3) (Ref. Figure 204).
(18) Ensure that the forward cable is routed properly by verifying that the cable has been routed exactly
as described in Step (12). Ensure cable is engaged in the pulley grooves and all guard pins are
installed.
(19) Remove cable block (4 or 13) from the trim tab actuator cables (6 or 12) (Ref. Figure 203, Detail B
or D).
(20) Remove all tape from the cable and turnbuckles.
(21) Lubricate the control cables to one inch beyond the length of travel through the pressure seal with
grease (1, Table 2, 27-00-00).
(22) Fill the cable pressure seal with grease (1, Table 2, 27-00-00), and install the seal in the hole at BL
27 and seal with sealant (12, Table 2, 27-00-00).
(23) Perform the AILERON TRIM TAB OPERATIONAL CHECK procedure (Ref. 27-10-07).
(24) Perform the AILERON TRIM TAB RIGGING procedure (Ref. 27-10-07).
(25) Ensure turnbuckles (3) have been safety clipped (2) (Ref. Figure 203, Detail A and B).
(26) Ensure the aileron trim tab cable stops (1) have been properly safety wired (2) (Ref. Figure 204).
(27) Install passenger compartment floor access panels 16A thru 16E (Ref. Chapter 6-50-00, FLOOR
ACCESS PANELS).
INSTALLATION).
(30) Install the flight compartment floor access panels (Ref. Chapter 6-50-00, FLOOR ACCESS
PANELS).
(31) Install the pedestal side panels.
(32) Install flight compartment carpet.
Page 205
27-10-05 Nov 1/09
(33) Install both flight compartment seats (Ref. Chapter 25-10-00, SEAT INSTALLATION).
(34) Install belly access panel 3 just aft of the nose landing gear wheel well (Ref. Chapter 6-50-00,
(35) Install lower left wing access panels 7, 8 and 9 (UA-1 and After; UB-1 and After) or 19 (UC-1 and
After) (Ref. Chapter 6-50-00, WING ACCESS PANELS).
(36) Install upper left wing access panel 4 (UA-1 and After; UB-1 and After Only) (Ref. Chapter
(37) Remove red tag from the aileron trim tab control knob.
2. AILERON TRIM TAB ACTUATOR AND CABLE

In Progress”.
(2) Perform the left AILERON REMOVAL (UA-1 AND AFTER; UB-1 AND AFTER) procedure
(Ref. 27-10-00).
(3) Remove lower left wing access panels 7, 35, 37, 43, 44 and 46 as required to access aileron trim
tab cables and turnbuckles (Ref. Chapter 6-50-00, WING ACCESS PANELS).
(4) Remove the upper left wing access panels 4 and 29 (Ref. Chapter 6-50-00, WING ACCESS
PANELS).
(5) Adjust the aileron trim tab control knob to allow easy access to the turnbuckles (3 and 10) in the
left wheel well and upper wing access panel 4 (Ref. Figure 203, Detail A and D).
(6) Install a cable block (7) across both aileron trim tab forward cables (6) just outboard of WS 79.65
to prevent loss of aileron trim tab forward cable tension (Ref. Figure 203, Detail C).
(7) Remove safety clips (2 and 9) from the turnbuckles (3 and 10) (Ref. Figure 203, Detail A and D).
(8) Attach a tag with the words “left-hand threads terminal end” to the outboard end of the top
turnbuckle (3 or 10) (Ref. Detail A and D).
(9) Disconnect the left-hand threads terminal end from the top turnbuckle (3 or 10) and attach a feed
(10) Attach a tag with the words “right-hand threads terminal end” to the outboard end of the bottom
turnbuckle (3 or 10) (Ref. Detail B and D).
(11) Disconnect the right-hand threads terminal end from the bottom turnbuckle (3) and attach a feed
Page 206
Nov 1/09 27-10-05
NOTE: The double clevis end (4) on the trim tab actuator push-pull rod (8) is designed to tighten
the outer clevis with a binding action against the clevis bolt (10) and the inner clevis, which
removes freeplay of the bolt in the hole. Loosen the outer clevis first (the larger nut (5))
before removing the clevis bolt (10) (Ref. Figure 211).
(13) Loosen the large jam nut (5) on the double clevis (4).
(14) Remove nut and washer (3) and bolt (10) and remove the aileron trim tab push-pull rod (8)
assembly from the aileron trim tab actuator (12).
(15) With assistance, feed the trim tab actuator cables through the wing and remove the cables through
the actuator access opening.
(16) Detach the feed lines from the trim tab cable terminal ends leaving the feed lines in place.
(17) Remove the mount bolts (14) and screw and washer (15) attaching the actuator (13) to the wing
and remove actuator (13) (Ref. Figure 205).
B. Drum Cable Replacement (UA-1 and After; UB-1 and After)

(1) Perform the AILERON TRIM TAB ACTUATOR AND CABLE REMOVAL procedure in this section.
(2) Through the holes in housing half (9), remove nut (17), washer (16) and bolt (14) from the guide
(15) (Ref. Figure 209).
(3) Remove nut (13), washer (12), bolt (18), washer (27) and separate the actuator end cap (21) from
the actuator housing half (9).
(4) Remove bearing (22).
(5) Remove the safety wire and loosen jam nut (2).
(6) Remove rod end (1), jam nut (2) and key washer (3).
NOTE: If the cable drum (23) is hard to remove, ensure the threads of the actuator screw (7) are
fully engaged and lightly tap on the actuator screw to push the cable drum (23) out.
(7) Remove the drum (23) from the actuator.
(8) Remove actuator screw (7).
(9) Unwind the cable (26) from the drum (23).
(10) Slide the cable lock pin (25) from the drum (23) and remove cable (26).
(11) If used cable is to be installed, clean cable (26) with solvent (2, Table 2, 27-00-00) and check
cable for corrosion and damage. Replace cable if necessary. Dip the cable in corrosion
preventative compound (4, Table 2, 27-00-00). Remove excess corrosion preventative by wiping
with a clean cloth.
Page 207
27-10-05 Nov 1/09
(12) Attach a tag labeled “left-hand threads terminal end” to the actuator cable left-hand threads
terminal end.
(13) Attach a tag labeled “right-hand threads terminal end” to the actuator cable right-hand threads
terminal end.
(14) Wrap the aileron trim tab actuator cable on the cable drum as follows (Ref. Figure 207):
CAUTION: Do not kink the cable while locating the middle of the actuator cable. Damage to the
cable will occur.
(a) Align the terminal ends of the forward cable and position keeper at the midpoint of the cable.
With the right-hand threaded terminal end toward the end of the drum that faces the end cap,
center the keeper and aileron trim tab cable in the slot of the drum. Cable ends must be even
(Ref. Detail B).
(b) From the keeper, wrap each cable end 4 1/4 turns around the drum beginning with the
outside grooves and work toward the middle of the drum (Ref. Detail C). With the drum
wound, verify that the cable ends are still aligned.
(c) Insert drum (23) into the actuator housing half (9). Tape the aileron trim tab actuator cables
together just outside of the actuator housing to prevent cable backlash at the drum
(Ref. Figure 209).
NOTE: Grease (17, Table 2, 27-00-00) may be used.

CAUTION: Do not mix greases. Mixing greases reduces lubricant effectiveness. The actuator was
originally manufactured with grease (1, Table 2, 27-00-00) and this grease may have
been cleaned out and replaced with grease (17, Table 2, 27-00-00).
(15) Lightly lubricate the actuator screw (7) threads with grease (1, Table 2, 27-00-00).
(16) Install the actuator screw (7) completely into the actuator housing (9) and drum (23) to distribute
the grease onto the mating threads.
NOTE: Ensure the actuator screw (7) passes through the guide (15).
(17) Remove the actuator screw (7) and lubricate with grease again and install into the drum (23).
(18) Install bearing (22).
NOTE: If there is end play in the drum (23), adjust the bearing adjustment ring (19) until all end
play is removed and the drum (23) turns freely.
(19) Install the end cap (21) on the actuator housing half (9).
(20) Install bolt (18), washers (12 and 27) and nut (13) (three places).
(21) With cable ends even, adjust the actuator screw (11) to attain a measurement of 0.98 ± 0.06 inch
from the top of the actuator screw (11) to the actuator housing half (12) (Ref. Figure 211).
(22) Through the holes in housing half (9), install nut (17), washer (16) and bolt (14) through the guide
(15) and actuator screw (7) (Ref. Figure 209).
(23) Install jam nut (2) and key washer (3) on rod end (1).
Page 208
Nov 1/09 27-10-05
(24) Install rod end (1) on the actuator screw (7).
(25) Adjust the rod end (9) as required to attain a measurement of 1.17 ± 0.03 inches between the
center of the bearing in the rod end (9) and the top of the actuator screw (11) (Ref. Figure 211).
(26) Engage the key washer (1) in the alignment slots in the top of the actuator screw (11).
(27) Tighten nut (2) and install safety wire on the nut (2) and key washer (1).
C. Installation (UA-1 and After; UB-1 and After)

equipment.
(1) Install the trim tab actuator by performing the following Steps (Ref. Figure 205):
(a) Mount the actuator on the left wing aft spar with the cables facing inboard.
Install screw and washer (15) and bolts (14).

CAUTION: Do not mix greases. Mixing greases reduces lubricant effectiveness. The actuator was
originally manufactured with grease (1, Table 2, 27-00-00) and this grease may have
been cleaned out and replaced with grease (17, Table 2, 27-00-00).
(2) Service the aileron trim tab actuator with grease (1, Table 2, 27-00-00).
(3) Attach the actuator cable right-hand threads terminal end (8) to the feed line labeled “right-hand
threads terminal end” (Ref. Figure 205, Detail F).
(4) Attach the actuator cable left-hand threads terminal end (9) to the feed line labeled “left-hand
NOTE: More than one person will be required to route the actuator cable. Take precautions to
(5) Route cable (9) from the trim tab actuator through the top pulley at WS 167, then to the turnbuckle
in the left wheel well (Ref. Figure 205).
(6) Route cable (8) from the trim tab actuator through the bottom pulley at WS 167, then to the
turnbuckle in the left wheel well.
(7) Install cable guard pins in the pulley brackets. Install grommets on wheel well ribs and cove ribs.
Page 209
27-10-05 Nov 1/09
installation.
(9) Remove feed line, and attach the left-hand threads terminal end of cable (9) to the top turnbuckle
(Ref. Figure 205).
(10) Remove feed line, and attach the right-hand threads terminal end of cable (8) to the bottom
turnbuckle.
(11) Tension the actuator cable sufficient to prevent slack.
(12) Ensure that the actuator cable is routed properly by verifying that the cable has been routed
exactly as described in Steps (5) and (6). Ensure cable is engaged in the pulley grooves and all
guard pins are installed.
(13) Remove cable block (7) from both aileron trim tab forward cables (6) (Ref. Figure 203, Detail C).
(14) Remove all tape from the cables (1 and 8) and turnbuckles (3 and 10) (Ref. Figure 203, Detail A
and D).
(15) Perform the following operational check:
(a) Rotate the aileron trim tab control knob counterclockwise and verify the aileron trim tab
actuator rod end retracts smoothly with no unusual noise or binding.
(b) Rotate the aileron trim tab control knob clockwise and verify the aileron trim tab actuator rod
end extends smoothly with no unusual noise or binding.
(c) If these requirement are not met, verify all Steps of this procedure have been properly
accomplished.
NOTE: The double clevis end (4) on the trim tab actuator push-pull rod is designed to
tighten the outer clevis with a binding action against the clevis bolt and the inner
clevis, which removes freeplay of the bolt in the hole. Tighten the outer clevis last
(the large jam nut (5)) after installing the clevis bolt (Ref. Figure 211).
(16) Install the aileron trim tab push-pull rod assembly (8) on the aileron trim tab actuator (12) and
install the bolt (10) washer and nut (3).
(17) Tighten the large jam nut (5) on the double clevis (4).
(18) Check the measurement of the push-pull rod assembly (8) for 8.58 ± 0.06 inches in length.
Steps:
(a) Loosen small jam nut (13) on the double clevis (7).
(b) Adjust double clevis (7) until measurement is obtained.
(c) Tighten small jam nut (13) on the double clevis (7) and check measurement.
Page 210
Nov 1/09 27-10-05
(20) Perform the left AILERON INSTALLATION (UA-1 AND AFTER; UB-1 AND AFTER) procedure
(Ref. 27-10-00).
(23) Ensure turnbuckles (3) have been safety clipped (2) (Ref. Figure 203, Detail A and D).
(24) Install lower left wing access panels 7, 35, 37, 43, 44 and 46 (Ref. Chapter 6-50-00, WING
ACCESS PANELS).
(25) Install upper left wing access panels 4 and 29 (Ref. Chapter 6-50-00, WING ACCESS PANELS).
D. Removal (UC-1 and After)

In Progress”.
(9) Perform the left AILERON REMOVAL (UC-1 AND AFTER) procedure (Ref. 27-10-00).
(10) Remove the cove panel from the left wing trailing edge at the outboard flap.
(11) Remove the trim tab actuator cover panel.
(12) Remove lower left wing access panels 19 as required to access aileron trim tab cables,
turnbuckles and stops (Ref. Chapter 6-50-00, WING ACCESS PANELS).
(13) Adjust the aileron trim tab control knob to allow easy access to the turnbuckles (3 and 10) in the
left wheel well and lower wing access panel 19 (Ref. Figure 203, Detail A and B).
(14) Install a cable block (7) across both aileron trim tab forward cables (6) just outboard of WS 79.65
to prevent loss of trim tab forward cable tension (Ref. Figure 203, Detail C).
(15) Remove safety clips (2 and 9) from the turnbuckles (3 and 10) (Ref. Figure 203, Detail A, B and D).
Page 211
27-10-05 Nov 1/09
NOTE: Each turnbuckle (3) barrel has a groove (5) at one end to identify the left-hand threaded
end.
(16) Attach a tag with the words “left-hand threads terminal end” to the outboard end of the top
turnbuckle (3 or 10) (Ref. Detail A).
(17) Disconnect the left-hand threads terminal end from the top turnbuckle (3 or 10) and attach a feed
(18) Attach a tag with the words “right-hand threads terminal end” to the outboard end of the bottom
turnbuckle (3) (Ref. Detail B).
(19) Disconnect the right-hand threads terminal end from the bottom turnbuckle (3) and attach a feed
NOTE: The cable guard pins for the pulleys at WS 184.4 and WS 172.4 are retained by cotter
pins.
NOTE: The double clevis end (4) on the trim tab actuator push-pull rod (8) is designed to tighten
the outer clevis with a binding action against the clevis bolt (10) and the inner clevis, which
removes freeplay of the bolt in the hole. Loosen the outer clevis first (the larger nut (5))
before removing the clevis bolt (10) (Ref. Figure 212).
(21) Loosen the large jam nut (5) on the double clevis.
(22) Remove nut and washer (3) and bolt (10) and remove the aileron trim tab push-pull rod (8)
assembly from the aileron trim tab actuator (1).
(23) With assistance, feed the trim tab actuator cables through the wing and remove the cables through
the actuator access opening.
(24) Detach the feed lines from the trim tab cable terminal ends leaving the feed lines in place.
(25) Remove the safety wire (15) from the trim tab actuator mount bolts (14) (Ref. Figure 206).
(26) Remove the mount bolts (14) attaching the actuator (13) to the wing and remove actuator (13).
E. Drum Cable Replacement (UC-1 and After)

(1) Perform the AILERON TRIM TAB ACTUATOR AND CABLE REMOVAL procedure in this section.
NOTE: If the drum screw alignment pin cover (8) is damaged during removal a new one can be
made from 0.032 inch thick 2024-T3 Alclad, 0.98 ± 0.03 by 1.5 ± 0.1 inches (Ref. Figure
210).
(2) Remove the drum screw alignment pin cover (8) by removing the sealant and carefully prying it off
the actuator housing (5).
(3) Remove the drum screw alignment pin (7).
(4) Remove the drum screw (9) from the actuator drum (4).
Page 212
Nov 1/09 27-10-05
NOTE: Note the length and position of bolts (3 and 15) for installation.
(5) Remove the bolts (3 and 15), washer and nut (6) (three places) from the base plate (1) and
actuator housing (5).
(6) Separate the actuator base plate (1) from the actuator housing (5).
(7) Remove shim (2), bearing (14) and drum (4).
cable loosely no tighter than ten inches in diameter.
(8) Unwind the cable (16) from the drum (4).
(9) Slide the cable keeper (17) from the drum (4) and remove cable (16).
(11) Attach a tag labeled “left-hand threads terminal end” to the actuator cable left-hand threads
terminal end.
(12) Attach a tag labeled “right-hand threads terminal end” to the actuator cable right-hand threads
terminal end.
(13) Wrap the aileron trim tab actuator cable on the cable drum as follows (Ref. Figure 208):
cable will occur.
(a) Align the terminal ends of the forward cable and position keeper at the midpoint of the cable.
With the right-hand threaded terminal end toward the end of the drum that faces the base
plate, center the keeper and aileron trim tab cable in the slot of the drum. Cable ends must
be even (Ref. Detail B).
(b) From the lock pin, wrap each cable end 4 1/4 turns around the drum beginning with the
outside grooves and work toward the middle of the drum (Ref. Detail C). With the drum
wound, verify that the cable ends are still aligned.
(c) Insert drum (4) into the actuator housing (5). Tape the aileron trim tab actuator cables
together just outside of the actuator housing to prevent cable backlash at the drum
(Ref. Figure 210).

CAUTION: Do not mix greases. Mixing greases reduces lubricant effectiveness. The
actuator was originally manufactured with grease (1, Table 2, 27-00-00) and this
grease may have been cleaned out and replaced with grease (17, Table 2,
27-00-00).
(14) Lightly lubricate the drum screw threads (9) with grease (1, Table 2, 27-00-00).
(15) Install the drum screw (9) completely into the actuator housing (5) and drum (4) to distribute the
grease onto the mating threads.
Page 213
27-10-05 Nov 1/09
(16) Remove the drum screw (9) and lubricate with grease again. Install into the drum (4).
(17) Install bearing (14) and shim (2) on the drum (4).
(18) Install the base plate (1) on the actuator housing (5).
(19) Check for end play of the drum screw (9). If no adjustment is required, proceed to Step (20). If
adjustment is required, perform the following Steps:
(a) Replace shim (2).
(b) Remove the new shims (2) laminations until all end play is removed and the drum (4) turns
freely.
(20) Install bolts (3 and 15), washer and nut (6) (three places).
(21) With cable ends even, adjust the drum screw (2) to attain a measurement of 0.71 ± 0.06 inch from
the top of the drum screw to the actuator housing (Ref. Figure 212). Install drum screw alignment
pin (7) (Ref. Figure 210).
(22) Verify the measurement from the top of the drum screw (2) to the center of the bearing in the rod
end (9) is 1.17 ± 0.03 inches. If no adjustment is required, proceed to Step (23). If adjustment is
required, perform the following Steps (Ref. Figure 12):
(a) Remove safety wire, loosen nut (11) and disengage key washer (12) from the alignment slots
in the drum screw (2).
(b) Adjust the rod end (9) as required to attain the 1.17 ± 0.03 inches.
(c) Engage the key washer (12) in the alignment slots in the top of the drum screw (2).
(d) Tighten nut (11) and install safety wire.
NOTE: If the drum screw alignment pin cover (8) was damaged during removal a new one
can be made from 0.032 inch thick 2024-T3 Alclad sheet metal, 0.98 ± 0.03 by 1.5
± 0.1 inches (Ref. Figure 210).
(23) Install drum screw alignment pin cover (8) and seal with adhesive (18, Table 2, 27-00-00).
F. Installation (UC-1 and After)

equipment.
Page 214
Nov 1/09 27-10-05
(1) Install the trim tab actuator by performing the following Steps (Ref. Figure 206):
(a) Mount the actuator on the left wing aft spar with the cables facing inboard.
(b) Install bolts (14) and safety wire (15).

CAUTION: Do not mix greases. Mixing greases reduces lubricant effectiveness. The
actuator was originally manufactured with grease (1, Table 2, 27-00-00) and this
grease may have been cleaned out and replaced with grease (17, Table 2,
27-00-00).
(2) Service the aileron trim tab actuator with grease (1, Table 2, 27-00-00).
(3) Attach the actuator cable right-hand threads terminal end (8) to the feed line labeled “right-hand
threads terminal end” (Ref. Figure 206, Detail E).
(4) Attach the actuator cable left-hand threads terminal end (9) to the feed line labeled “left-hand
NOTE: More than one person will be required to route the actuator cable. Take precautions to
(5) With assistance route the cables through the wing as follows:
The guard pins for the pulleys at WS 184.4 and WS 172.4 are retained by cotter pins. It is
permissible to install these guard pins with heads facing down for clearance purposes.
(a) Route cable (8) through pulleys at WS 184.4 and WS 172.4 (Ref. Figure 206).
(b) Route cable (9) through aileron cove area through the pulley at WS 165.7.
(c) Route cable (9) through the top pulley at WS 134.5.
(d) Route cable (8) through the bottom pulley at WS 134.5.
(e) Install cable guard pins in the pulley brackets. Install grommets on wheel well ribs and cove
ribs.
installation.
NOTE: Each turnbuckle (3) barrel has a groove (5) at one end to identify the left-hand threaded
end (Ref. Figure 3, Detail A and B).
(7) Remove feed line, and attach the left-hand threads terminal end of cable (9) to the top turnbuckle
(Ref. Figure 206).
(8) Remove feed line, and attach the right-hand threads terminal end of cable (8) to the bottom
turnbuckle.
(9) Tension the actuator cable sufficient to prevent slack.
Page 215
27-10-05 Nov 1/09
(10) Ensure that the actuator cable is routed properly by verifying that the cable has been routed
exactly as described in Step (5). Ensure cable is engaged in the pulley grooves and all guard pins
are installed.
(11) Remove cable block (7) from both aileron trim tab forward cables (6) (Ref. Figure 203, Detail C).
(12) Remove all tape from the cables (6 or 11) and turnbuckles (3 or 10) (Ref. Figure 203, Detail A, B
and D).
(13) Perform the following operational check:
(a) Rotate the aileron trim tab control knob counterclockwise and verify the aileron trim tab
actuator rod end retracts smoothly with no unusual noise or binding.
(b) Rotate the aileron trim tab control knob clockwise and verify the aileron trim tab actuator rod
end extends smoothly with no unusual noise or binding.
(c) If these requirement are not met, verify all Steps of this procedure have been properly
accomplished.
(14) Install the cove panel on the left wing trailing edge at the outboard flap.
(15) Install the trim tab actuator cover panel.
NOTE: The double clevis end (4) on the trim tab actuator push-pull rod is designed to tighten the
removes freeplay of the bolt in the hole. Tighten the outer clevis last (the large jam nut (5))
after installing the clevis bolt (10) (Ref. Figure 212).
(16) Install the aileron trim tab push-pull rod (8) assembly on the aileron trim tab actuator (1) and install
the bolt (10).
(17) Install washer and nut (3).
(18) Tighten the large jam nut (5) on the double clevis (4).
(19) Check the measurement of the aileron trim tab push-pull rod (8) assembly for 8.92 ± 0.06 inches in
length.
(20) If no adjustment is required, proceed to the Step (20). If adjustment is required, perform the
following Steps:
(a) Loosen small jam nut (13) on the double clevis (7).
(b) Adjust the double clevis (7) until measurement is obtained.
(c) Tighten small jam nut (13) on double clevis (7) and check measurement.
(21) Perform the left AILERON INSTALLATION (UC-1 AND AFTER) procedure (Ref. 27-10-00).
Page 216
Nov 1/09 27-10-05
(24) Ensure turnbuckles (3 and 10) have been safety clipped (2 and 9) (Ref. Figure 203, Detail A and
B).
(25) Install lower left wing access panels 19 as required to access aileron trim tab cables, turnbuckles
and stops (Ref. Chapter 6-50-00, WING ACCESS PANELS).
Page 217
27-10-05 Nov 1/09
TAPER PIN
DRUM
SHAFT
B CABLE
A
CABLE
DRUM
C GUARD
D DETAIL A
E MIDDLE OF CABLE
FORWARD CABLE WITH
LEFT - HAND THREADS
AND MIDDLE OF TERMINAL END
SIDE WITH CABLE DRUM SLOT
RIGHT-HAND
THREADS CABLE LOCK PIN
TERMINAL END
CABLE LOCK PIN
INSTALLED
FLAT SIDE
OF DRUM
SIDE WITH
FORWARD CABLE WITH
LEFT - HAND
RIGHT - HAND THREADS
THREADS
TERMINAL END
TERMINAL END
(CABLE GUARD NOT SHOWN)
DETAIL B (DRUM NOT FULLY WRAPPED)

DETAIL C
CABLE WITH RIGHT-HAND CABLE WITH LEFT-HAND
THREADS TERMINAL END THREADS TERMINAL END
BEGINNING AT THE DRUM BEGINNING AT THE FLAT
SHAFT SIDE OF THE DRUM SIDE OF THE DRUM
CABLE GUARD
FORWARD
SIDE OF
DRUM
FORWARD CABLE FORWARD CABLE

WITH LEFT - HAND RIGHT - HAND THREADS
THREADS TERMINAL END
TERMINAL END
TAPE (TEMPORARY)
(DRUM FULLY WRAPPED)

DETAIL E DETAIL D
THIS INFORMATION IS FOR THE MODEL 1900/1900C ONLY. DO NOT USE ON OTHER UC27B
MODEL 1900 SERIES AIRCRAFT, BECAUSE THERE ARE CRITICAL DIFFERENCES. 044491AD.AI
Figure 201
Aileron Trim Tab Cable Winding
Page 218
Nov 1/09 27-10-05
1
1. PEDESTAL
2. DRUM
3. BRACKET
4. CABLE GUARD 2
5. WASHERS
FWD
END PLAY
0.031 TO 0.063
VIEW LOOKING UP AT BOTTOM OF FWD

AILERON TRIM TAB CABLE DRUM.
UC27B
044833AB.AI
Figure 202
Aileron Trim Tab Cable Drum Installation
Page 219
27-10-05 Nov 1/09
1. AILERON TRIM TAB FUSELAGE CABLES

2. SAFETY CLIPS
3. TURNBUCKLES
4. CABLE BLOCKS
5. LEFT HAND THREAD GROOVE
6. AILERON TRIM TAB ACTUATOR CABLES
1
2 3 5 C
6
D
A
B
OUTBD
VIEW LOOKING UP INTO AFT WHEEL WELL
DETAIL A
2
3 6 4
OUTBD
VIEW LOOKING UP AT LEFT WING LOWER SURFACE

(UC-1 AND AFTER)
UC27B
DETAIL B 044608AB.AI

Aileron Trim Tab Cable Blocks and Turnbuckles
Page 220
Nov 1/09 27-10-05
6. CABLES
7. CABLE BLOCK
7 6
OUTBD
VIEW LOOKING UP
DETAIL C
UC27B
045107AA.AI

(UC-1 and After)
Page 221
27-10-05 Nov 1/09
8. AILERON TRIM TAB FUSELAGE CABLE

9. SAFETY CLIPS
10. TURNBUCKLES
13. CABLE BLOCK
10 11
13
FORWARD 8
12 INBOARD
VIEW LOOKING DOWN AT LEFT WING UPPER SURFACE
DETAIL D UB27B
052173AA.AI

Page 222
Nov 1/09 27-10-05
1. CABLE STOPS
2. SAFETY WIRE
3. CABLE STOP PLATE
1
3
1
2
2
OUTBD
VIEW LOOKING UP
DETAIL A UC27B
043891AA.AI
Figure 204
Aileron Trim Tab Cable Stop Adjustment
Page 223
27-10-05 Nov 1/09
Page 224
Nov 1/09 27-10-05
1. DRUM SHAFT 11. AILERON TRIM TAB

2. CABLE DRUM 12. DOUBLE CLEVIS
3. CABLE GUARD 13. ACTUATOR
4 4. TAPER PIN 14. MOUNT BOLT
5. AILERON TRIM TAB CONTROL SHAFT 15. SCREW AND WASHER
18 6. DIAL INDICATOR 16. LARGE JAM NUT
7. TRIM TAB CONTROL KNOB 17. WASHERS
8. CABLE 18. UNIVERSAL JOINT
1 9. CABLE 19. CABLE STOPS
17 6 10. AILERON
2
7
5
3
AILERON TRIM TAB CONTROL ASSEMBLY CABLE STOPS

INBD
DETAIL A DETAIL C
CABLE PRESSURE SEALS
DETAIL B
A
9
B 19
9
FS 319 8 FS 320 TURNBUCKLES

R
BL 27 L 9
8
L
DETAIL D
C R
8
9 9
D 8
WS 167
8
12
FS 105 16 14
10
LEFT-HAND 9 15 F WS 213 E
11
THREAD
FS 106
13
13
AILERON TRIM TAB CONTROL

RIGHT-HAND
THREAD 8 14 14
DETAIL E VIEW LOOKING AFT
UA27B
DETAIL F 050079AC.AI
Figure 205
Aileron Control Trim Tab Control System
Page 225
27-10-05 Nov 1/09
Page 226
Nov 1/09 27-10-05
4
18
1
6
17
CABLE STOPS
2 7
3
5
DETAIL C
INBD
AILERON TRIM TAB CONTROL ASSEMBLY
DETAIL A DETAIL B
TURNBUCKLES
9
DETAIL D
19
8
FS 319 FS 320
BL 27 R 9
A L
B L
R
8
9 14 15 14 C 8
WS 134.5
E
D WS 165.7
9
9 WS 172.4
LEFT HAND WS 184.4
FS 105
THREAD
FS 106
8 10
WS 203 F
13 16
11
RIGHT HAND
1. DRUM SHAFT 10. AILERON THREAD
2. CABLE DRUM 11. AILERON TRIM TAB 8
3. CABLE GUARD 12. DOUBLE CLEVIS
4. TAPER PIN 13. ACTUATOR 12
5. AILERON TRIM TAB CONTROL SHAFT 14. MOUNT BOLT 13
6. DIAL INDICATOR 15. SAFETY WIRE 14 15 14 AILERON TRIM TAB CONTROL
7. TRIM TAB CONTROL KNOB 16. LARGE JAM NUT
8. CABLE
9. CABLE
17. WASHERS
18. UNIVERSAL JOINT
VIEW LOOKING FORWARD
DETAIL F UC27B
19. CABLE STOPS
DETAIL E 044490AC.AI
Figure 206
Aileron Trim Tab Control System
(UC-1 and After)
Page 227
27-10-05 Nov 1/09
Page 228
Nov 1/09 27-10-05
FWD B
DETAIL A C
D SIDE TOWARD
ACTUATOR
CENTER OF END CAP
CABLE
CABLE KEEPER
(PART OF CABLE ASSEMBLY) SIDE TOWARD
ROD END
SIDE WITH
RIGHT-HAND
THREADS
TERMINAL
SIDE WITH END.
LEFT-HAND
THREADS
TERMINAL
END.
START WRAPPING OUTSIDE

GROOVES MOVING INWARD
DETAIL B 4 1/4 TURNS BOTH SIDES
SIDE WITH DETAIL C

LEFT-HAND
THREADS
SIDE WITH TERMINAL
RIGHT-HAND END.
THREADS
TERMINAL
END.
DRUM FULLY WRAPPED
DETAIL D
THIS INFORMATION IS FOR THE MODEL 1900/1900C ONLY. DO NOT USE ON OTHER UA27B
MODEL 1900 SERIES AIRCRAFT, BECAUSE THERE ARE CRITICAL DIFFERENCES. 050066AB.AI
Figure 207
Aileron Trim Tab Actuator Drum Winding
Page 229
27-10-05 Nov 1/09
FWD B
DETAIL A C
D A SIDE TOWARD
ACTUATOR
CENTER OF BASE PLATE
CABLE
CABLE KEEPER
(PART OF CABLE ASSEMBLY) SIDE TOWARD
ACTUATOR CAP
SIDE WITH
RIGHT-HAND
THREADS
TERMINAL
SIDE WITH END.
LEFT-HAND
THREADS
TERMINAL
END.
START WRAPPING OUTSIDE

GROOVES MOVING INWARD
DETAIL B 4 1/4 TURNS BOTH SIDES
SIDE WITH
DETAIL C
LEFT-HAND
THREADS
SIDE WITH TERMINAL
RIGHT-HAND END.
THREADS
TERMINAL
END.
DRUM FULLY WRAPPED
DETAIL D
THIS INFORMATION IS FOR THE MODEL 1900/1900C ONLY. DO NOT USE ON OTHER
UC27B
MODEL 1900 SERIES AIRCRAFT, BECAUSE THERE ARE CRITICAL DIFFERENCES. 044704AB.AI
Figure 208
Aileron Trim Tab Actuator Drum Winding
(UC-1 and After)
Page 230
Nov 1/09 27-10-05
1. ROD END 19. BEARING ADJUSTMENT RING

2. JAM NUT 20. COTTER PIN
3. KEY WASHER 21. END CAP
9 10 11
4. BUSHING 22. BEARING
5. HOUSING HALF 23. CABLE DRUM
6. SCREW 24. BEARING
7. ACTUATOR SCREW 25. CABLE KEEPER
8. LUBRICATION FITTING (PART OF CABLE ASSEMBLY) 8
9. HOUSING HALF 26. CABLE
10. WASHER 27. WASHER (3 PLACES)
11. NUT 17
12. WASHER (3 PLACES) 16
13. NUT (3 PLACES)
14. BOLT
15. GUIDE 7
16. WASHER
17. NUT 12
14
18. BOLT (3 PLACES)
13
6
15
5
4
3
2
6
18
20 27
19
21
22
23
23
A
24
25
26
DETAIL A
UA27B
050065AA.AI
Figure 209
Aileron Trim Tab Actuator
Page 231
27-10-05 Nov 1/09
1. BASE PLATE
2. SHIM
3. BOLTS (TWO PLACES)
4. DRUM
5. ACTUATOR HOUSING
6. WASHER, NUT (THREE PLACES)
7. DRUM SCREW ALIGNMENT PIN
8. DRUM SCREW ALIGNMENT PIN COVER
9. DRUM SCREW
10. KEY WASHER
11. NUT
12. ROD END
13. BEARING
14. BEARING
15. BOLT
16. CABLE
17. CABLE KEEPER
(PART OF CABLE ASSEMBLY)
UC27B
044705AB.AI
Figure 210
Aileron Trim Tab Actuator
(UC-1 and After)
Page 232
Nov 1/09 27-10-05
1. KEY WASHER
2. NUT
3. NUT AND WASHER
4. DOUBLE CLEVIS
5. LARGE JAM NUT
6. LARGE JAM NUT
7. DOUBLE CLEVIS
8. PUSH-PULL ROD ASSEMBLY
9. ROD END
10. BOLT
11. ACTUATOR SCREW
12. ACTUATOR
13. SMALL JAM NUT
UA27B
050067AB.AI
Figure 211
Aileron Trim Tab Actuator and Push-Pull Rod Assembly
Page 233
27-10-05 Nov 1/09
1. ACTUATOR
2. DRUM SCREW
3. WASHER AND NUT
4. DOUBLE CLEVIS
5. LARGE JAM NUT
6. LARGE JAM NUT
7. DOUBLE CLEVIS
9. ROD END
10. BOLT
11. JAM NUT
12. KEY WASHER
13. SMALL JAM NUT
UC27B
045249AB.AI
Figure 212
Aileron Trim Tab Actuator and Push-Pull Rod Assembly
(UC-1 and After)
Page 234
Nov 1/09 27-10-05
FLIGHT CONTROLS
AILERON TRIM TAB INDICATOR
27-10-06
200200
1. AILERON TRIM TAB CONTROL
A. Removal
(1) Remove the right flight compartment pedestal side panel.
(2) Position the aileron trim control dial (1) to 0 (Ref. Figure 201).
(3) Loosen the setscrew (3) in the aileron trim control knob (2).
(4) Remove the aileron trim control knob (2).
(5) Remove the snap ring (9).
(6) Pull up and remove the aileron trim control dial (1).
(7) Remove the gear (4).
(8) Working through the right side of the pedestal, remove the safety wire from the upper portion of the
universal joint (7) securing the pin (6).
(9) Remove the pin (6) from the universal joint (7).
(10) Remove the shaft (5) from the pedestal.
B. Installation
(1) Install the shaft (5) into the pedestal (Ref. Figure 201).
(2) Working through the right side of the pedestal, install the upper pin (6) into the universal joint (7)
and safety wire.
(3) Install the gear (4).
(4) Install the aileron trim control dial (1).
(5) Install the snap ring (9).
(6) Install the aileron trim control knob (2). Apply Loctite 242 to the setscrew (3) threads and tighten.
(7) Perform the AILERON TRIM TAB INDICATOR ADJUSTMENT procedure in this section.
(8) Install the right flight compartment pedestal side panel.
C. Inspection
(1) Loosen the setscrew (3) in the aileron trim control knob (2).
(2) Position the aileron trim tab control dial (1) to 0 (Ref. Figure 201).
Page 201
27-10-06 Nov 1/09
(5) Pull up and remove the aileron trim control dial (1).
(6) Inspect the gears for distortion and missing teeth.
(7) Install the aileron trim control dial (1).
D. Indicator Adjustment
(1) Remove the passenger seat(s) as required (Ref. Chapter 25-20-00, PASSENGER SEAT
REMOVAL).
(2) Remove the passenger compartment carpet as required (Ref. Chapter 25-20-01).
(3) Remove the floor access panel 16 at FS 322 (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
(4) Install rig pin (1) (7, Table 1, Chapter 27-00-00) in the aileron quadrant support bracket (2) and the
aileron quadrant (3) at FS 322 (Ref. Figure 202).
(5) Install the aileron travel board (Ref. 27-00-02).
(6) Verify that the left aileron is reading 0° on the travel board and that the trailing edge of the aileron
and aileron trim tab are aligned.
(7) Loosen the setscrew (3) in the aileron trim control knob (2) (Ref. Figure 201).
(10) Pull the aileron trim control dial (1) up until it turns freely.
(11) Turn the dial (1) to the desired position and lower to engage the gear (4).
(14) Remove the rig pin (1) from the aileron quadrant (3) (Ref. Figure 202).
(15) Install the floor access panel 16 at FS 322 (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
(16) Install the passenger compartment carpet (Ref. Chapter 25-20-01).
(17) Install the passenger seat(s) (Ref. Chapter 25-20-00, PASSENGER SEAT INSTALLATION).
(18) Remove the travel board (Ref. 27-00-02).
Page 202
Nov 1/09 27-10-06
1. AILERON TRIM CONTROL DIAL

2. AILERON TRIM CONTROL KNOB
3. SETSCREW
4. GEAR
5. GEAR SHAFT
6. PIN
7. UNIVERSAL JOINT
8. SHAFT
9. SNAP RING
9
2
8
7
6
5
4
DETAIL A
3
UC27B
041807AA.AI
Figure 201
Aileron Trim Tab Control
Page 203
27-10-06 Nov 1/09
1. RIG PIN
3. AILERON QUADRANT
A
1
AILERON QUADRANT
DETAIL A
UC27B
041762AB.AI
Figure 202
Page 204
Nov 1/09 27-10-06
FLIGHT CONTROLS
AILERON TRIM TAB CONTROL SYSTEM
27-10-07
200200
1. AILERON TRIM TAB
A. Rigging
equipment.
Before rigging the aileron trim tab, the ailerons must be properly rigged as
described in AILERON CONTROL SYSTEM RIGGING. Refer to Chapter 27-10-03.
Failure to do so may result in injury to personnel and damage to equipment.
(a) Remove left lower wing access panels 7 and 44 (Ref. Chapter 6-50-00, WING ACCESS
PANELS).
(b) Remove the left side upper wing access panel 4 (Ref. Chapter 6-50-00, WING ACCESS
PANELS).
(c) Install rig pin (3) (11, Table 1, 27-00-00) through the aileron outboard wing bellcrank (1)
(Ref. Figure 205).
25-20-01).
(d) Remove left side lower wing access panel 19 (Ref. Chapter 6-50-00, WING ACCESS
PANELS).
(e) Install rig pin (1) (7, Table 1, 27-00-00) through the aileron quadrant support bracket (2) and
(4) Perform the AILERON TRIM TAB TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02).
Page 201
27-10-07 Nov 1/09
(5) Check the cable tension by performing the following Steps:
tension.
(b) Measure the temperature in the compartment with the aileron trim tab cables in the lower
wing area.
(c) Refer to Aileron Trim Tab Cable Tension Graph Figure 201, and read the pounds of tension
(d) Rotate the aileron trim tab control knob to the left and right three cycles to equalize system
tension and return to the 0 position on the dial indicator.
NOTE: Cable tension tolerance is + 3 / - 2 pounds of the tension found in Figure 201.
(e) Position a cable tensiometer (4, Table 1, 27-00-00) on the aileron trim tab cables at least
three inches from the turnbuckles and pulleys and measure the cable tension of both cables.
Cable diameter is noted in Figure 201.
(f) If no adjustment is required, proceed to Step (6). If adjustment is required, perform the
following Steps:
1 Remove the safety clips (2) from the aileron trim tab cable turnbuckles (3) (Ref. Figure
203).
WARNING: If cable tension at any time is below 5 pounds, check all aileron trim
system cable drums and pulleys for proper cable engagement.
NOTE: Each turnbuckle (3) barrel has a groove (5) at one end to identify the left-hand
threaded end.
2 Adjust the turnbuckles (3) until both cables (1) have equal tensions needed at the
3 Rotate the aileron trim tab control knob to the left and right three cycles to equalize
system tension and return to the 0 position on the dial indicator and check the cable
tension. If tension is out of limits, repeat Step (5) (f) 2.
4 Install the safety clips (2) on the aileron trim tab cable turnbuckles (3).
(6) Using the aileron trim tab travel board, check the aileron trim tab for a deflection of 15° ± 1.5° up
and 15° ± 1.5° down from the 0° position on the travel board and ensure that the cable stops (1)
contact the stop plate (3) at full deflection (Ref. Figure 204).
(a) If no adjustment is required, proceed to Step (7). If adjustment is required, perform the
following Steps:
1 Remove safety wire (2) from the cable stop(s) (1) located in the aft left main landing
gear area.
Page 202
Nov 1/09 27-10-07
2 Loosen the cable stop(s) (1) and adjust as needed to achieve proper deflection.
NOTE: Wrap five turns on each end of safety wire opposite of the cable stop contact
area.
3 Tighten cable stop(s) (1) and torque to 40-45 inch-pounds and install safety wire (2).
(7) Perform a visual check to make sure the aileron trim tab movement corresponds to the movement
indicated on the trim tab indicator:
(a) Rotate the aileron trim tab control knob counterclockwise and make sure that the aileron trim
tab moves down smoothly with no unusual noise or binding.
(b) Rotate the aileron trim tab control knob clockwise and make sure that the aileron trim tab
moves up smoothly with no unusual noise or binding.
(8) Rotate the trim tab control knob so that the trim tab reads 0° on the aileron trim tab travel board
and verify that the zero on the trim tab Indicator aligns with the arrow on the pedestal. If no
adjustment is required proceed to Step (9). If adjustment is required, perform the AILERON TRIM
TAB INDICATOR ADJUSTMENT procedure (Ref. 27-10-06).
NOTE: With the aileron trim tab set at neutral, ± 0.5° of servo travel is permissible with full up and
down travel of the aileron.
Servo effect shall not cause the trim tab to exceed its maximum travel setting at full-up or
full-down trim tab and full-up or full-down aileron.
(9) Check aileron trim tab servo travel as follows:
(a) Rotate the trim tab control knob so that the trim tab reads 0° on the aileron trim tab travel
board.
(b) Remove rig pin (1) (7, Table 1, 27-00-00) from the aileron quadrant (3) (UC-1 and After)
(Ref. Figure 202).
(c) Remove rig pin (3) (11, Table 1, 27-00-00) from the aileron outboard wing bellcrank (UA-1
and After; UB-1 and After) (Ref. Figure 205).
(d) Rotate either control wheel counterclockwise to the full left position. Ensure the trim tab servo
travel is no more than ± 0.5°.
(e) Rotate either control wheel clockwise to the full right position. Ensure the trim tab servo travel
is no more than ± 0.5°.
(f) Rotate the trim tab control knob counterclockwise to the full left position.
(g) Rotate either control wheel counterclockwise to the full left position and verify the aileron trim
tab does not exceed 16.5° on the aileron trim tab travel board.
(h) Rotate either control wheel clockwise to the full right position and verify that the aileron trim
(i) Rotate the trim tab control knob clockwise to the full right position.
Page 203
27-10-07 Nov 1/09
(j) Rotate either control wheel counterclockwise to the full left position and verify the aileron trim
(k) Rotate either control wheel clockwise to the full right position and verify that the aileron trim
(l) If any of the above requirements are not met, Install the aileron quadrant rig pin and repeat
Steps (6) thru (9). If further adjustments are required, perform the AILERON TRIM TAB
ACTUATOR AND CABLE REMOVAL/ INSTALLATION procedures (Ref. Chapter 27-10-05).
(11) Remove the aileron trim tab travel board.
(a) Install floor access panel 16E (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
(b) Install the carpet as required (Ref. Chapter 25-20-01).
(c) Install the passenger seat(s) as required (Ref. Chapter 25-20-00, SEAT INSTALLATION).
(d) Install left side lower wing access panel 19 (Ref. Chapter 6-50-00, WING ACCESS
PANELS).
(a) Install left and right lower wing panels 44 and 45 (Ref. Chapter 6-50-00, WING ACCESS
PANELS).
(b) Install left side upper wing access panel 4 (Ref. Chapter 6-50-00, WING ACCESS PANELS).
B. Operational Check
(1) Rotate the aileron trim tab control knob counterclockwise and make sure that the aileron trim tab
moves down smoothly with no unusual noise or binding.
(2) Rotate the aileron trim tab control knob clockwise and make sure that the aileron trim tab moves
up smoothly with no unusual noise or binding.
(3) If requirements are not met, perform the AILERON TRIM TAB RIGGING procedure in this section.
C. Cable Tension Check

(1) Remove lower left wing access panels 7 (UA-1 and After, UB-1 and After), or 17 (UC-1 and After)
outboard of the left main landing gear (Ref. Chapter 6-50-00, WING ACCESS PANELS).
(2) Rotate the aileron trim tab control knob to the left and right position three cycles to equalize system
tension and return the indicator dial to 0.
Page 204
Nov 1/09 27-10-07
tension.
(b) Measure the temperature in the compartment with the aileron trim tab control cables in the
lower wing area.
(c) Refer to Aileron Trim Tab Cable Tension Graph Figure 201 and read pounds of tension
NOTE: Trim tab cable tension tolerance is + 3 / - 2 pounds.
(d) Position a cable tensiometer (4, Table 1, 27-00-00) on the aileron trim tab cables at least
three inches from turnbuckles and pulleys and measure the cable tension. Cable diameter is
noted in Figure 201.
AILERON TRIM TAB RIGGING procedure in this section.
(4) Install lower left wing access panels 7 (UA-1 and After, UB-1 and After) or 17 (UC-1 and After)
(5) Perform the AILERON TRIM TAB OPERATIONAL CHECK procedure in this section.
D. Functional Check
(a) Remove left lower wing access panel 44 (Ref. Chapter 6-50-00, WING ACCESS PANELS).
(Ref. Figure 205).
25-20-01).
(3) Perform the AILERON TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02). Verify that
the aileron is at 0°. If the aileron is not at 0°, perform the AILERON CONTROL SYSTEM RIGGING
procedure (Ref. 27-10-03).
(4) Perform the AILERON TRIM TAB TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02).
(5) Rotate the aileron trim tab control knob counterclockwise to the full left position and make sure that
the trim tab moves to the full down position 13.5° to 16.5° smoothly with no unusual noise or
binding.
Page 205
27-10-07 Nov 1/09
(6) Rotate the trim tab control knob clockwise to the full right position and make sure that the trim tab
moves to the full up position 13.5° to 16.5° smoothly with no unusual noise or binding.
(7) If aileron trim tab requires adjustment, perform the AILERON TRIM TAB RIGGING procedure in
this section.
(Ref. Figure 205).
(b) Install left lower wing panel 44 (Ref. Chapter 6-50-00, WING ACCESS PANELS).
(10) Remove the aileron trim tab travel board.
TOLERANCE:
+3, -2 POUNDS OF TENSION 1/16" DIAMETER AILERON TAB CABLE TENSION GRAPH
40
30
POUNDS OF TENSION
20
10
UC27B
043433AA.AI
Figure 201
Aileron Trim Tab Cable Tension Graph
Page 206
Nov 1/09 27-10-07
1. RIG PIN
3. AILERON QUADRANT
A
1
AILERON QUADRANT
DETAIL A
UC27B
041762AB.AI
Figure 202
Page 207
27-10-07 Nov 1/09
1. AILERON TRIM TAB FUSELAGE CABLES

2. SAFETY CLIPS
3. TURNBUCKLES
4. CABLE BLOCKS
1
2 3 5 C
6
D
A
B
OUTBD
VIEW LOOKING UP INTO AFT WHEEL WELL
DETAIL A
2
3 6 4
OUTBD
VIEW LOOKING UP AT LEFT WING LOWER SURFACE

(UC-1 AND AFTER)
UC27B
DETAIL B 044608AB.AI
Figure 203
Aileron Trim Tab Turnbuckle Adjustment
Page 208
Nov 1/09 27-10-07
1. CABLE STOPS
2. SAFETY WIRE
3. CABLE STOP PLATE
1
3
1
2
2
OUTBD
VIEW LOOKING UP
DETAIL A UC27B
043891AA.AI
Figure 204
Aileron Trim Tab Cable Stop Adjustment
Page 209
27-10-07 Nov 1/09
1. BELLCRANK
3. RIG PIN
4
1
2
A
DETAIL B
UA27B
051940AA.AI
Figure 205
Rig Pin Installation (UA-1 and After; UB-1 and After)
Page 210
Nov 1/09 27-10-07
FLIGHT CONTROLS
27-10-08
200200
1. PROCEDURES (UC-1 AND AFTER)

WARNING: Whenever any part of this system is dismantled, adjusted, repaired or renewed, detailed
investigation must be made on completion to make sure that distortion, tools, rags or
any other loose articles or foreign matter that could impede the free movement and safe
operation of the system are not present, and that the systems and installations in the
work area are clean.
A. Clip Inspection
(3) Perform AILERON REMOVAL procedure on both the right and left ailerons (Ref. 27-10-00).
(4) Gain access to the tooling hole in Rib Station 15.06 (P/N 118-130000-67) by removing and
retaining the existing P/N MS27039-1-XX screws (4 places), the P/N 118-130000-127 cover, and
the P/N 118-130000-129 balance weight(s) (Ref. Figure 201). For airplanes in compliance with
MSB 27-3928 proceed to Step (8). For airplanes not in compliance with MSB 27-3928 complete
the following Steps.
CAUTION: Tooling holes at Rib Stations 67.91 and 121.53 need to be enlarged a minimum
0.13-inch aft of center to prevent damage to aileron balance weight clips
(Ref. Figures 203 and 204 for dimensions).
(5) Enlarge one tooling hole (for borescope inspection) in Rib Stations 15.06 (P/N 118-130000-67),
65.05 (P/N 118-130000-75), 67.91 (P/N 118-130000-77), and 121.53 (P/N 118-130000-95) to 0.75
inch diameter (Ref. Figures 201 through 204 for locations of tooling holes).
WARNING: Solvents, primers, and paints are flammable and toxic to skin, eyes, and
respiratory tract. Skin and eye protection is required. Avoid repeated or
prolonged contact. Keep away from flames or sources of heat. Use in a well
ventilated area or respiratory protection equipment may be required.
(6) Deburr edges of holes and clean up drilling debris using a vacuum cleaner or cheesecloth
(191, Table 1, Chapter 91-00-00) and solvent (8 or 14, Table 2, 27-00-00 or 24, Table 1, Chapter
91-00-00) to ensure work areas are clean.
WARNING: Chemical conversion coating (11, Table 2, 27-00-00) may affect skin, eyes, and
respiratory tract. Chemical goggles and neoprene gloves will be worn. Use in a
well ventilated area.
(7) Protect all bare metal surfaces using appropriate chemical conversion coating (11, Table 2,
27-00-00) and Epoxy Polyamide Primer (16, Table 2, 27-00-00).
Page 201
27-10-08 Feb 1/10
(8) Fabricate a guide tube from locally procured material to prevent the fiber-optic probe from flexing
when gaining access to the middle rib(s).
WARNING: Be sure guide tube is removed when fiber-optic probe is removed.
(9) Borescope both ailerons, paying particular attention to P/Ns 101-130001-191, -193 and
P/Ns 118-130000-123, -124 aileron balance weight clips (Ref. Figure 205 for locations of clips)
(Ref. Figure 206 for views of clips with and without cracks).
(a) If no discrepancy exists, apply aluminum foil tape (187, Table 1, Chapter 91-00-00) over the
oversized holes and proceed to Step (10).
(b) If a discrepancy exists, contact Hawker Beechcraft Technical Support at 1-800-429-5372 or

316-676-3140.
NOTE: Information Only Field Service Kit 129-4036-0001 provides information to fabricate
clips for aileron balance weight installation, and can be used to replace one, any, or
all clips used to attach the balance weight to the ribs.
Any repair, modification, painting or replacement of the aileron or aileron trim tab
requires balancing.
(10) Perform the AILERON CHECKING BALANCE procedure (Ref. Chapter 57-50-00).
NOTE: Length of P/N MS27039-1-XX screws used to attach P/N 118-130000-127 cover and
P/N 118-130000-129 balance weights at Rib Station 15.06 is determined by number of
balance weights.
(11) Perform AILERON INSTALLATION procedure on both the right and left ailerons (Ref. 27-10-00).
(12) Perform AILERON FUNCTIONAL CHECK procedure (Ref. 27-10-03).
(13) Perform AILERON TRIM TAB FUNCTIONAL CHECK procedure (Ref. 27-10-07).
(14) Perform AILERON FREEPLAY CHECK procedure (Ref. 27-10-00).
(15) Perform BATTERY CONNECTION procedure (Ref. Chapter 24-31-00).
(16) Ensure all work areas are clean and clear of tools and miscellaneous items of equipment.
(17) Return airplane to service.
Page 202
Feb 1/10 27-10-08
Hawker Beechcraft Corporation
FORWARD •
RIB STATION 15.06

PIN 118-130000-67 RIB
I
PIN MS27039-1-XX
SCREWS (4 PLACES)
NOTE:
SCREW LENGTH DETERMINED BY
NUMBER OF BALANCE WEIGHTS
FORWARD •
--t---- --CL
LOCATION OF ENLARGED HOLE PIN 118-130000-127 COVER AND

TO 0.75 INCH DIAMETER PIN 118-130000-129 BALANCE WEIGHT(S)
LEFT SIDE SHOWN, RIGHT SIDE OPPOSITE
DETAIL A UC27B
094425M.AI
Figure 201
Location of Tooling Hole in Rib Station 15.06
Page 203
27-10-08 Feb 1/10
FORWARD
PIN 118-130000-75 RIB

RIVETS
FORWARD ----=
CL - -
---1--
---~--=\
LOCATION OF ENLARGED HOLE
TO 0.75 INCH DIAMETER RIB STATION 65.05
DETAIL A UC27B
094427M.AI
Figure 202
Page 204
Feb 1/10 27-10-08
FORWARD
PIN 118-130000-77 RIB

RIB STATION 67.91 RIVETS
I
-1
1--- ----
0.13 INCH MINIMUM
AFT OF CENTER
~
-- CL
-=- FORWARD

TO 0.75 INCH DIAMETER
DETAIL A UC27B
09442BAA.AI
Figure 203
Page 205
27-10-08 Feb 1/10
. _ FORWARD

TO 0.75 INCH DIAMETER
TOOLING HOLE
PIN 118-130000-95 RIB
II
CL-- ----~-
II
~ 0.13 INCH MINIMUM
AFT OF CENTER
----~
FORWARD
RIVETS
DETAIL A UC27B
094429M.AI
Figure 204
Page 206
Feb 1/10 27-10-08
P/N 118-130000-123 CLIP (LEFT)

RIB STATION 15.06 P/N 118-130000-124 CLIP (RIGHT)
RIB STATION 27.03
P/N 101-130001-191 CLIP

(4 PLACES)
RIB STATION 60.33
RIB STATION 42.53

RIB STATION 67.91
VIEW OF AILERON, INBOARD SIDE
P/N 101-130001-193 CLIP
RIB STATION 79.95 FORWARD
RIB STATION 65.05
P/N 101-130001-191 CLIP

(3 PLACES)
RIB STATION 121.53

AILERON BALANCE WEIGHT
VIEW OF AILERON, OUTBOARD SIDE
RIB STATION 101.50
LEFT AILERON SHOWN, RIGHT AILERON OPPOSITE UC27B

094430AA.AI
Figure 205
Location of Aileron Balance Weight Clips
Page 207
27-10-08 Feb 1/10
UNCRACKED CLIP
CRACKED CLIP
UC27B
094431M.AI
Figure 206
View of Aileron Balance Weight Clip With and Without Cracks
Page 208
Feb 1/10 27-10-08
FLIGHT CONTROLS
RUDDER
27-20-00
200200
1. PROCEDURES
A. Removal
(1) Attach a red tag to the rudder pedals with the words “Do Not Operate, Maintenance In Progress”.
(2) Remove the rudder static wicks.
(3) Remove the tail cone.
(4) Remove nut (18), washer (17) and bolt (19) securing push-pull rod (20) to the rudder control horn
(14) (Ref. Figure 201, Detail D).
(5) Loosen nut (8) securing tightener (2) of the rudder trim actuator (1) push-pull rod (9). Remove
cotter pin (7), nut (6), washer (5) and bolt (3) securing clevis (4) to the rudder trim tab horn
(Ref. Figure 201, Detail B).
(6) Remove the screw, washers and nuts securing the two bonding jumpers to the vertical stabilizer
(26) structure in the area of the rudder clevis (25) (Ref. Figure 201, Detail F).
(7) Remove three nuts (16), washers (10 and 15) and bolts (11) which attach rudder torque tube (12)
to the rudder control horn (14) (Ref. Figure 201, Detail D).
NOTE: Observe the number and position of the shims (13) for installation.
CAUTION: Do not force the rudder surface to the left or right to access the mounting bolts.
Damage to the rudder will occur.
(8) With assistance support the rudder (21) and remove four bolts (22) and eight washers (23 and 24)
from the left upper and left lower rudder clevis (25). Carefully move rudder to access the right side
and remove four bolts (22) and eight washers (23 and 24) from the right upper and right lower
rudder clevis (25) (Ref. Figure 201, Detail E and F).
(9) Remove the rudder from the airplane.
B. Installation
NOTE: Any repair, modification, painting or replacement of the rudder or the rudder trim tab requires
If a new rudder surface is being installed, remove the clevises from the new rudder and
replace the old clevises on the airplane with the new clevises.
(2) Position the laminated shims (13) on the rudder control horn (14) (Ref. Figure 201, Detail D).
(3) Route a feed line through the rudder and attach the feed line to the rudder trim actuator push-pull
rod (9) (Ref. Figure 201, Detail B).
Page 201
27-20-00 Nov 1/09
(3) Position the laminated shims (13) on the rudder control horn (14) (Ref. Figure 201, Detail D).
(4) Route a feed line through the rudder and attach the feed line to the rudder trim actuator push-pull
rod (9) (Ref. Figure 201, Detail B).
CAUTION: Do not force the rudder surface to the left or right to access the mounting bolts.
Damage to the rudder will occur.
(5) With the feed line, carefully guide the rudder trim actuator (1) push-pull rod (9) through the rudder
while carefully placing the rudder torque tube (12) in position on the rudder control horn (14)
ensuring that the laminated shims (13) are in place.
(6) Loosely install bolts (22) and washers (23 and 24) that secure upper and lower rudder clevis (25)
to the rudder structure (Ref. Figure 201, Detail G).
(7) Loosely install bolts (11) and washers (10) to maintain alignment of torque tube (12), laminated
shim (13) and rudder control horn (14).
(8) Tighten bolts (22) and washers (23 and 24) that secure the upper and lower rudder clevis (25) to
the rudder structure. Visually check for alignment between clevises (25) and hinges (27)
(Ref. Figure 201).
(9) Check for a snug fit between the rudder control horn (14) and the rudder torque tube (12)
(Ref. Figure 201, Detail D).
Steps:
(a) Remove bolts (11) and washers (10).
(b) Remove bolts (22) and washers (23 and 24) that secure the upper and lower rudder clevis
(25) to the rudder (21) structure.
NOTE: Any combination of shims (13) with 0.003 or 0.062 inch laminations may be used.
The maximum total thickness for the shim material should not exceed 0.190 inch.
(c) Add or remove shims (13) as required to obtain a snug fit between the rudder control horn
(14) and the rudder torque tube (12) and maintain alignment between clevises (25) and
hinges (27).
(d) Repeat Steps (4) thru (9).
(11) Install the bolts (11), washers (10 and 15) and nuts (16) which attach the rudder torque tube (12)
to the rudder control horn (14). Torque the nuts 50 to 70 inch-pounds. Apply torque paint to the
threads and nuts (Ref. Figure 201, Detail D).
NOTE: After torqueing, the bolts (11) shall not rotate in their holes under 24 to 35 inch-pounds of
torque applied to the bolt.
(12) Torque the bolts (22) that secure the upper and lower rudder clevis (25) to the rudder (21)
structure 50 to 70 inch-pounds (Ref. Figure 201, Detail F).
Page 202
May 1/12 27-20-00
(13) Position push-pull rod (20) into rudder control horn (14). Install bolt (19), washer (17) and nut (18)
(Ref. Figure 201, Detail D).
(14) Install the tail cone.
(15) Remove the red tag from the rudder pedals.
(16) Perform the RUDDER SYSTEM FUNCTIONAL CHECK procedure (Ref. 27-20-02).
(17) Perform the RUDDER TAB SYSTEM FUNCTIONAL CHECK procedure (Ref. 27-20-07).
(18) Verify that the installation is within the following limitations:
(a) A gap of 0.10 ± 0.06 inch should exist between the trailing edge skin of the vertical stabilizer
and the rudder nose with the rudder deflected to full travel towards that edge.
(b) The minimum gap between the top edge of the rudder and the aft fairing bullet should be
0.12 inch.
(c) The gap between the lower edge of the rudder and the upper edge of the tail cone should be
from 0.12 to 0.38 inch.
NOTE: It is permissible to trim the edge of the rudder or trim tab 0.06 inch in order to
achieve the distances noted in Step (c). If trimming is required, the rudder should be
checked for balance.
(d) With full elevator down and elevator trim tab at trailing edge full down, check that there is
clearance between the elevator trim tabs and the top of the rudder at full left and full right
rudder. Permissible to trim a notch from the top trailing edge of the rudder (3) not to exceed
0.50 X 0.25 inch. (Ref. Figure 204, Detail A).
(19) Install rudder static wicks.
Page 203
27-20-00 Nov 1/09
Page 204
Nov 1/09 27-20-00
1. RUDDER TRIM ACTUATOR 15. WASHER

2. TIGHTENER 16. NUT
3. BOLT 17. WASHER
4. CLEVIS 18. NUT
5. WASHER 19. BOLT
6. NUT 20. PUSH-PULL ROD
7. COTTER PIN 21. RUDDER
D 8. NUT
9. PUSH-PULL ROD
22. BOLT
23. WASHER
10. WASHER 24. WASHER
11. BOLT 25. CLEVIS
A 12. RUDDER TORQUE TUBE
13. SHIM
27. HINGE ASSEMBLY E
14. RUDDER CONTROL HORN
C
24 25
23
22
DETAIL C
1
11
10
F 21 DETAIL G
A B
DETAIL
12
26 25
13
14 27 21
3 F
2
15 G
4 20
16
5 19
9 8 6
7 12
DETAIL B
17
DETAIL E DETAIL F
18
DETAIL D UC27B
044849AA.AI
Figure 201
Rudder Installation
Page 205
27-20-00 Nov 1/09
Page 206
Nov 1/09 27-20-00
C. Freeplay Check
NOTE: Movement or jarring of the airplane will invalidate the rudder freeplay readings. The airplane
should be placed in a hangar and no personnel in or on the airplane during the freeplay check.
(1) Visually inspect the rudder for any damage, security of the hinge attach points and for tightness of
the actuating system.
(2) Perform the RUDDER TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02).
(3) Remove the aft fuselage access panel 8 (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS).
(4) Install rig pin (2) (7, Table 1, 27-00-00) in the rudder aft torque shaft (1) (Ref. Figure 202).
NOTE: The double clevis ends on the tab actuator push-pull rod is designed to tighten the outer
clevis with a binding action against the clevis bolt and the inner clevis, which removes
freeplay of the bolt in the hole. Loosen the outer clevis first (the larger nut) before
removing the clevis bolt.
(5) Disconnect the rudder tab actuator push-pull rod (do not change adjustment of the rod) and align
the tab trailing edge with the rudder trailing edge. Secure the rudder tab surface to the rudder
surface.
(6) Attach a scale (8) or dial indicator (1) to the travel board so the left and right movement can be
measured at the trailing edge (Ref. Figure 203).
(7) Apply a small piece of masking tape (for paint protection) on the right hand side of the rudder 1
inch forward of the rudder trailing edge just above the rudder trim tab (9). This will be the point of
pressure against the rudder (3) by the push-pull scale.
(8) Apply another piece of masking tape in the corresponding position on the left side of the rudder for
the same purpose.
(9) Position the dial indicator (1) so the stem (2) is 0.50 inch forward of the trailing edge of the rudder
and is depressed 0.10 inch when in contact with the rudder (3) surface initially. Turn the rotating
face of the dial indicator (1) to zero. Do not reset during the checking procedure.
(10) With a push-pull scale (6, Table 1, 27-00-00) against the right side of the rudder (3), apply four
pounds of load. Record the dial reading.
(11) With a push-pull scale (6, Table 1, 27-00-00) against the left side of the rudder (3), apply four
pounds of load. Record the dial reading.
NOTE: The maximum freeplay travel limit is the total difference between the dial reading of Steps
(10) and (11).
(12) The maximum freeplay travel limit is 0.12 inch. Excess movement must be corrected.
(13) If freeplay limits are exceeded, inspect all components for cracks and wear, repair or replace as
required.
(14) Connect the rudder tab actuator push-pull rod (do not change adjustment of the rod) to the rudder
trim tab (9) using bolt, washer and nut.
Page 207
27-20-00 Nov 1/09
NOTE: The double clevis ends on the tab actuator push-pull rod is designed to tighten the outer
clevis with a binding action against the clevis bolt and the inner clevis, which removes
freeplay of the bolt in the hole. Loosen the outer clevis first (the larger nut) before
removing the clevis bolt.
(15) Tighten the large outer nut of the double clevis.
(16) Perform the RUDDER TRAVEL BOARD REMOVAL procedure (Ref. 27-00-02).
Page 208
Nov 1/09 27-20-00
1. RUDDER AFT TORQUE SHAFT A

2. RIG PIN
1
2
TORQUE SHAFT SECTOR MAY
INSTALLED.
VIEW A
UC27B
041711AC.AI
Figure 202
Page 209
27-20-00 Nov 1/09
A
B
2
3
9 1
20
10
30
0
40
10
50
20
30
40
1. DIAL INDICATOR
2. INDICATOR STEM
4 3. RUDDER
6 4. SMALL C-CLAMP
5 5. BRACKET
6. RUDDER TRAVEL BOARD
7. TAPE
DETAIL A 8. SCALE
9. RUDDER TRIM TAB
3
9
7
7
1
3 4 5 6
6
8
DETAIL B UC27B
043480AB.AI
Figure 203
Rudder Freeplay Check
Page 210
Nov 1/09 27-20-00
1 2
A
3
1. ELEVATOR
2. AFT FAIRING BULLET
3. RUDDER
0.50
MAX
NOTCH TRIMMED FROM

0.25 RUDDER TIP NOT TO
MAX EXCEED 0.50 X 0.25
DETAIL A UC27B
045113AB.AI
Figure 204
Rudder Surface Trimming
Page 211
27-20-00 Nov 1/09
FLIGHT CONTROLS
RUDDER CABLES
27-20-01
200200
1. RUDDER FORWARD CONTROL CABLE
A. Removal
(1) Attach a red tag to the control wheel with the words “Do Not Operate the Rudder System,
(2) Remove the pilot seat (Ref. Chapter 25-10-00, SEAT REMOVAL).
(3) Remove all left flight compartment carpet.
(4) Remove flight compartment floorboards 2, 4 and 21 (Ref. Chapter 6-50-00, FLOOR ACCESS
PANELS).
(5) Remove all left side passenger compartment seats (Ref. Chapter 25-20-00, SEAT REMOVAL).
(6) Remove the passenger compartment left side carpet (Ref. Chapter 25-20-01).
(7) Remove the left side cabin floorboards 16A thru 16I, 15, 24 and 25 (Ref. Chapter 6-50-00, FLOOR
ACCESS PANELS).
(8) Remove the aft fuselage access panels 7 and 8 (Ref. Chapter 6-50-00, FUSELAGE ACCESS
PANELS).
(9) Disconnect the autopilot servo cables (if equipped) (Ref. Chapter 22-10-00).
(10) Airplanes equipped with Mechanical Steering (Ref. Chapter 32-50-00, Mechanical Steering -
Maintenance Practices) must have the steering system disconnected. This will permit rudder
forces to be measured properly. The mechanical steering system is disconnected by performing
the following
(a) Perform THREE-POINT JACKING procedure (Ref. Chapter 7-10-00).
(b) Apply electrical power to the airplane.
(c) Verify that the Mechanical Steering Disconnect Actuator located on the left side of the nose
landing gear wheel well is in the extended position.
(d) Remove electrical power from the airplane.
(11) Remove safety clips (9) from the rudder control cable turnbuckles (5 and 11) located in the aft
fuselage area. (Ref. Figure 203).
(12) Attach a tag with the words “forward rudder left control cable” to the forward end of the left side
turnbuckle (5).
(13) Attach a tag with the words “forward rudder right control cable” to the forward end of the right side
turnbuckle (11).
Page 201
27-20-01 Nov 1/09
(14) Disconnect the forward rudder left control cable (7) from the turnbuckle (5) and attach a feed line
to the terminal end (6). Label the feed line with the words “forward rudder left control cable terminal
end”.
(15) Disconnect the forward rudder right control cable (15) from the turnbuckle (11) and attach a feed
line to the terminal end (10). Label the feed line with the words “forward rudder right control cable
terminal end”.
(16) Remove the pressure seals located at the aft pressure bulkhead at FS 557.50.
(17) Remove the cable retaining pins from the pulley brackets. Refer to Figure 201 for general location.
NOTE: It may be necessary to remove cable pulleys and any fairleads if cable passage is
restricted.
It is permissible to remove the rudder gust lock brace installed directly above the rudder
bellcrank for ease of rudder cable end removal.
(18) Remove safety wire, screw and disconnect the forward cables from the forward rudder bellcrank.
(19) With assistance, feed the forward rudder control cables through the pulleys and any fairleads,
bringing the feed lines to the forward rudder bellcrank area.
cable loosely, no tighter than 29 inches in diameter.
(20) Disconnect the feed lines from the left and right rudder forward control cables and leave the feed
lines in place.
(21) Remove the cables from the airplane.
B. Installation
equipment.
NOTE: The forward rudder right cable is slightly longer than the forward rudder left cable.
(1) Check cable for damage and replace cable if necessary. If a used cable is installed, cable should
be cleaned with solvent (2, Table 2, 27-00-00) and then dipped in corrosion preventive compound
(2) Attach the feed line labeled “forward rudder left control cable terminal end” to the forward rudder
left control cable terminal end.
(3) Attach the feed line labeled “forward rudder right control cable terminal end” to the forward rudder
right control cable terminal end.
Page 202
Nov 1/09 27-20-01
NOTE: More than one person will be required to route the rudder control cables.
(4) Route both forward rudder cables from the forward elevator bellcrank through the fuselage as
follows (Ref. Figure 201):
routed.
(a) Route forward rudder right cable through the right side pulley at FS 118.
(b) Route forward rudder right cable through the right side pulley at FS 210.
(c) Route forward rudder right cable through the right side pulley at FS 331, if installed. This
pulley was installed on UB-62 and after.
(d) Route forward rudder right cable through the right side pulley at FS 495.
(e) Route forward rudder right cable through the right side pulley at FS 546.
(f) Route forward rudder right cable through the pressure seal retaining plate and through the
right side pressure seal hole.
(g) Route forward rudder right cable through the right side pulley at FS 575.
(h) Route forward rudder left cable through the left side pulley at FS 118.
(i) Route forward rudder left cable through the left side pulley at FS 210.
(j) Route forward rudder left cable through the left side pulley at FS 331.
(k) Route forward rudder left cable through the left side pulley at FS 495.
(l) Route forward rudder left cable through the left side pulley at FS 534.
(m) Route forward rudder left cable through the pressure seal retaining plate and through the left
side pressure seal hole.
(n) Route forward rudder left cable through the left side pulley at FS 575.
(o) Ensure all pulleys are installed and that all cable guard pins are installed in the pulley
brackets.
bellcranks will occur. Maximum torque will not exceed 15 inch-pounds.
(5) Connect the forward rudder right control cable to the forward rudder bellcrank upper groove by
installing the cable locking plate and attaching screw. Safety wire the screw to the bellcrank.
(6) Connect the forward rudder left control cable to the forward rudder bellcrank lower groove by
(7) Lubricate the turnbuckles (5 and 11) with grease (1, Table 2, 27-00-00) for corrosion protection
prior to installation (Ref. Figure 203).
(8) Remove the feed line and connect the forward rudder left control cable (7) to the left rudder
turnbuckle (5) in the aft fuselage area.
Page 203
27-20-01 Nov 1/09
(9) Remove the feed line and connect the forward rudder right control cable (15) to the right rudder
turnbuckle (11) in the aft fuselage area.
(10) Tension the cables to prevent slack.
(13) Fill the pressure bulkhead cable seals with grease (1, Table 2, 27-00-00) and install the pressure
seals (Ref. Figure 201).
(14) Lubricate the rudder forward control cables to one inch beyond the length of travel through the
(15) If removed, install the rudder gust lock brace located directly above the rudder bellcrank.
(16) Remove the red tag from the control wheel.
(17) Perform the RUDDER OPERATIONAL CHECK procedure (Ref. 27-20-02).
(18) Perform the RUDDER CONTROL SYSTEM RIGGING procedures (Ref. 27-20-02).
(19) Ensure that safety clips are installed on both turnbuckles (5 and 11) (Ref. Figure 203).
(20) Connect and rig the rudder autopilot servo cables (if equipped) (Ref. Chapter 22-10-00).
(21) Perform LOWERING AIRPLANE FROM THREE-POINT JACKING procedure (Ref. Chapter
7-10-00).
(22) Install the aft fuselage access panels 7 and 8 (Ref. Chapter 6-50-00, FUSELAGE ACCESS
PANELS).
(23) Install the left side cabin floorboards 16A thru 16I, 15, 24 and 25 (Ref. Chapter 6-50-00, FLOOR
ACCESS PANELS).
(24) Install the passenger compartment left side carpet (Ref. Chapter 25-20-01).
(25) Install all left side passenger compartment seats (Ref. Chapter 25-20-00, SEAT INSTALLATION).
(26) Install flight compartment floorboards 2, 4 and 21 (Ref. Chapter 6-50-00, FLOOR ACCESS
PANELS).
(27) Install all left side flight compartment carpet.
(28) Install the pilot seat (Ref. Chapter 25-10-00, SEAT INSTALLATION).
Page 204
Nov 1/09 27-20-01
2. RUDDER AFT CONTROL CABLES
A. Removal
CAUTION: On airplanes with manual nose wheel steering, disconnect the nose wheel steering system
prior to towing the airplane. The steering system is directly connected to the rudder cable
system. Towing the airplane with cable blocks installed or with a bellcrank pin installed will
result in damage to the airplane.
(1) Attach a red tag to the control wheel with the words “Do Not Operate the Rudder System,
PANELS).
(3) Install gust locks (Ref. 27-70-00) or rudder forward bellcrank rig pin (9, Table 1, 27-00-00).
(4) Disconnect the rudder autopilot servo cables (if equipped) (Ref. Chapter 22-10-00).
(5) Install cable blocks (5) to the rudder left and right control cables (4) aft of the pulleys (3) in the aft
fuselage area (Ref. Figure 202).
(6) Remove safety clips (9) from the rudder control cable turnbuckles (5 and 11) in the aft fuselage
area (Ref. Figure 203).
(7) Attach a tag labeled “aft rudder right control cable” to the aft end of the right side turnbuckle (11).
Disconnect cable (13) from the turnbuckle (11).
(8) Attach a tag labeled “aft rudder left control cable” to the aft end of the left side turnbuckle (5).
Disconnect cable (3) from the turnbuckle (5).
(9) Remove safety wire from screws and disconnect the left and right aft rudder control cables (3 and
13) from the bellcranks on the aft rudder torque tube (1).
B. Installation
equipment.
CAUTION: On airplanes with manual nose wheel steering, disconnect the nose wheel steering system
prior to towing the airplane. The steering system is directly connected to the rudder cable
system. Towing the airplane with cable blocks installed or with a bellcrank pin installed will
result in damage to the airplane.
Page 205
27-20-01 Nov 1/09
(2) Identify the rudder right aft control cable (13) and connect it to the lower side of the right bellcrank
on the aft rudder torque tube (1) by installing the cable locking plate and attaching screw. Safety
wire the screw to the bellcrank (Ref. Figure 203).
(3) Identify the rudder left aft control cable (3) and connect it to the upper side of the left bellcrank on
the aft rudder torque tube (1) by installing the cable locking plate and attaching screw. Safety wire
the screw to the bellcrank.
(4) Lubricate the turnbuckles (5 and 11) with grease (1, Table 2, 27-00-00) for corrosion protection
prior to installation.
(5) Connect the aft rudder left control cable (3) to the left rudder turnbuckle (5) in the aft fuselage area.
(6) Connect the aft rudder right control cable (13) to the right rudder turnbuckle (11) in the aft fuselage
area.
(8) Remove the cable blocks (5) from the left and right forward rudder control cables (4) in the aft
fuselage area aft of the pulleys (3) (Ref. Figure 202).
(10) Perform RUDDER OPERATIONAL CHECK procedure (Ref. 27-20-02).
(11) Perform RUDDER CONTROL SYSTEM RIGGING procedures (Ref. 27-20-02).
(12) Ensure that safety clips on both turnbuckles are installed.
(13) Connect and rig the rudder autopilot servo cables (if equipped) (Ref. Chapter 22-10-00).
PANELS).
Page 206
Nov 1/09 27-20-01
RUDDER
TORQUE
TUBE
CONTROL
HORN
PUSH
ROD
E
DETAIL A
TURNBUCKLES
B D
FORWARD
FS 575
DETAIL C
RUDDER
BELLCRANK
PRESSURE
FS 546 SEALS
C
FS 534
DETAIL D
DETAIL B FORWARD FS 495 TORQUE SHAFT

RIG PIN HOLE ASSEMBLY
RUDDER AND BRACKET
FORWARD RIGHT
RUDDER CABLE
LEFT CABLE
FS 331
RUDDER
AUTO
FORWARD PILOT
RUDDER
A FS 210
LEFT
CABLE
AFT
RUDDER
RIGHT
CABLE AFT
FS 118
RUDDER
LEFT
DETAIL E CABLE UC27B
050117AB.AI
Figure 201
Rudder Trim Tab Control System
Page 207
27-20-01 Nov 1/09
Page 208
Nov 1/09 27-20-01
1. AFT PRESSURE BULKHEAD

2. ELEVATOR CONTROL PULLEYS
3. RUDDER CONTROL PULLEYS (LEFT)
4. RUDDER CONTROL LEFT CABLE
5. CABLE BLOCK
A
2
1
DETAIL A UC27B
051642AA.AI
Figure 202
Rudder Control Cable Block Installation
Page 209
27-20-01 Nov 1/09
1. RUDDER TORQUE TUBE

2. RUDDER AUTOPILOT CABLE
3. AFT RUDDER LEFT CONTROL CABLE
4. AFT RUDDER LEFT CONTROL CABLE, LH-THREADS TERMINAL END
5. RUDDER LEFT CABLE TURNBUCKLE
6. FORWARD RUDDER LEFT CONTROL CABLE, RH-THREADS TERMINAL END
7. FORWARD RUDDER LEFT CONTROL CABLE
8. RUDDER AUTOPILOT CABLE TURNBUCKLE
9. TURNBUCKLE SAFETY CLIPS
10. FORWARD RUDDER RIGHT CONTROL CABLE, RH-THREADS TERMINAL END
11. RUDDER RIGHT CABLE TURNBUCKLE
A
12. AFT RUDDER RIGHT CONTROL CABLE, LH-THREADS TERMINAL END
13. AFT RUDDER RIGHT CONTROL CABLE
14. RUDDER AUTOPILOT CABLE BRIDLE CLAMP
15. FORWARD RUDDER RIGHT CONTROL CABLE
16. RUDDER AUTOPILOT TURNBUCKLE SAFETY CLIPS
4
13
2 5
14 9
12 6
11 8
16
10
7
9
15
FWD
VIEW LOOKING INBOARD FROM RIGHT HAND SIDE
DETAIL A UC27B
051987AA.AI
Figure 203
Rudder Control Cable Turnbuckles
Page 210
Nov 1/09 27-20-01
FLIGHT CONTROLS
RUDDER CONTROL SYSTEM
27-20-02
200200
1. PROCEDURES
A. Rigging
equipment.
grommets, rub strips, blocks or guide fairings. Where contact of the control cables does
occur with the protective elements, a force no greater than eight (8) ounces shall be
required to move the cables to a position of no contact. At no time should flight control
cables contact metal structure with the protective elements removed.
been properly rigged.
(1) Remove the left flight compartment seat (Ref. Chapter 25-10-00, SEAT REMOVAL).
(2) Remove the left flight compartment carpet.
(3) Remove the left flight compartment floorboard 2 (Ref. Chapter 6-50-00, FLOOR ACCESS
PANELS).
(4) Remove left and right aft fuselage panels 7 and 8 (Ref. Chapter 6-50-00, FUSELAGE ACCESS
PANELS).
(5) Remove the tailcone 17 (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS).
(6) Airplanes equipped with Mechanical Steering (Ref. Chapter 32-50-00, Mechanical Steering -
Maintenance Practices) must have the steering system as if the airplane was in-flight. This will
permit rudder forces to be measured properly. The airplane must be placed on jacks and the
steering disconnect actuator must be in the extended position. This is accomplished by performing
the following:
(a) Perform THREE-POINT JACKING (PREFERRED PROCEDURE) procedure (Ref. Chapter

7-10-00).
(b) Apply electrical power to the airplane. The mechanical steering disconnect actuator should
extend.
(c) Verify that the mechanical steering disconnect actuator located on the left side of the nose
(7) Remove safety clips (7), completely loosen turnbuckle (6) and disconnect the rudder servo lower
bridle cable (3) (Ref. Figure 209, Detail B).
Page 201
27-20-02 Nov 1/09
(8) Cut safety wire (10), remove screw (11), attaching plate (12) and disconnect the rudder servo
upper bridle cable (4) from the rudder aft bellcrank (1) (Ref. Figure 209, Detail C).
(10) Install rig pin (2) (7, Table 1, 27-00-00) in the aft rudder torque tube (1) assembly. Using minimum
force try to manually move the rudder to verify proper rig pin installation (Ref. Figure 204).
(11) Install rig pin (6) (9, Table 1, 27-00-00) in the forward rudder bellcrank (Ref. Figure 205).
tension.
(b) Measure the temperature in the compartment next to the rudder cables (2 and 4) in the aft
fuselage area through panels 7 and 8 (Ref. Figure 206).
(c) Refer to Rudder Cable Tension Graph Figure 203 and read the pounds of tension for the
measured temperature.
(d) Position a cable tensiometer (4, Table 1, 27-00-00) at least three inches from the turnbuckles
(1 and 3) and measure and record the tension in both the left and right cables (2 and 4)
(Ref. Figure 206). It is permissible to measure tension at any point of the rudder cable
system. Cable diameter is noted in Figure 203.
(e) If no adjustments are required, proceed to Step (13). If adjustment is required, perform the
following Steps:
1 Remove the safety clips from both turnbuckles (1 and 3) (Ref. Figure 206).
WARNING: If cable tension at any time falls below 10 pounds, check all rudder
system pulleys for proper cable engagement.
2 Adjust the turnbuckles until both cables have equal tension for the measured
temperature found in Figure 203. Cable diameter is noted in Figure 203.
3 Remove both rig pins. Using either set of rudder pedals, move the rudder system
through three full cycles to equalize tension in the rudder system cables.
4 Verify that the tension of both cables is within acceptable limits per Figure 203. If cable
tension is out of limits, install rig pins and repeat Step (12).
5 Install safety clips on the turnbuckles (1 and 3) (Ref. Figure 206).
Page 202
Nov 1/09 27-20-02
(13) Install rig pin (2) (7, Table 1, 27-00-00) in the aft rudder torque tube (1) assembly. Using minimum
force try to manually move the rudder to verify proper rig pin installation. (Ref. Figure 204).
NOTE: The double clevis ends on the trim tab actuator push-pull rod are designed to tighten the
removes free play of the bolt in the hole. Loosen the outer clevis first (the larger nut)
before removing the clevis bolt.
(14) Disconnect the rudder trim tab actuator push-pull rod (do not change adjustment of the rod) and
align the trim tab trailing edge with the rudder trailing edge.
(15) Remove nut, washer and bolt (6) and disconnect the rudder push-pull rod (7) from the rudder
control horn (4) (Ref. Figure 201).
(16) Using minimum force manually move rudder to the left and check for a deflection of 25° +1°/ -0° on
the rudder travel board (Ref. 27-00-02, READING A TRAVEL BOARD). Make sure that the rudder
trim tab surface is aligned with the rudder surface.
(17) Using minimum force manually move rudder to the right and check for a deflection of 25° +1/ -0°
on the rudder travel board (Ref. 27-00-02, READING A TRAVEL BOARD). Make sure that the
rudder trim tab surface is aligned with the rudder surface.
Steps:
(a) Remove safety wire from stop bolt(s) (2 and 11) (Ref. Figure 201).
(b) Loosen jam nut(s) (1 and 10) on stop bolt(s) (2 and 11).
(c) Adjust stop bolt(s) (2 and 11) and perform Steps (16), (17) and (18) to check travel.
(d) When adjustment is complete, tighten jam nut(s) (1 and 10) on stop bolt(s) (2 and 11).
Perform Steps (16), (17) and (18) to check travel.
(e) Safety wire stop bolt(s) (2 and 11) (178, Table 1, Chapter 91-00-00).
(19) Connect the rudder push-pull rod (7) to the rudder control horn (4) and install bolt, washer and nut
(6).
(20) Check the position of the rudder using the rudder travel board. With aft rig pin installed, the rudder
must be at neutral (0° deflection).
Steps:
(a) Remove nut, washer and bolt (6) attaching push-pull rod (7) to rudder control horn (4)
(Ref. Figure 201) and discard nut.
(b) Loosen jam nut (8) on rudder push-pull rod (7).
(c) Rotate rod end (5) as necessary until rudder is at neutral (0° deflection).
(d) Verify that the threads of the rod end (5) are visible through the inspection hole (9) at the end
of the push-pull rod (7) after adjustment is completed.
Page 203
27-20-02 Nov 1/09
(e) Tighten jam nut (8) on rudder push-pull rod (7).
NOTE: When installing bolt (6), the head of the bolt must be in the up position.
(f) Install bolt, washer and new nut (6) attaching push-pull rod (7) to rudder control horn (4).
(22) Install new nut (6) if not already done in Step (21) (f).
(23) Remove both rig pins.
(24) With assistance, move the rudder until rudder control horn (4) contacts the left stop bolt (11)
(Ref. Figure 201).
(25) Use a go/no-go scale (8, Table 1, 27-00-00) to verify that the right stop bolt (3) on the left side
forward rudder bellcrank (7) has a 0.38 +0.06/ -0 inch clearance from the stop bolt (2) located in
the structure (Ref. Figure 202).
Steps:
(a) Loosen jam nut (9) on right stop bolt (3).
(b) Adjust stop bolt (3) as necessary to obtain proper gap clearance.
(c) When adjustment is complete, tighten jam nut (9) on stop bolt (3).
(27) Move the rudder until rudder control horn (4) contacts the right stop bolt (2) (Ref. Figure 201).
(28) Use a go/no-go scale (8, Table 1, 27-00-00) to verify that the left stop bolt (8) on the left forward
rudder bellcrank (7) has a 0.38 +0.06/ -0 inch clearance from the stop bolt (1) located in the
structure (Ref. Figure 202).
Steps:
(a) Loosen jam nut (10) on left stop bolt (8).
(b) Adjust stop bolt (8) as necessary to obtain proper gap clearance.
(c) When adjustment is complete, tighten jam nut (10) on stop bolt (8).
NOTE: Pedal forces must be measured at the pivot point (2) of rudder pedal (1) (8 inch
radius arm). Limits must be met with all rudder pedals (1) in both full forward and full
aft adjustment positions. There should be no sudden changes in force due to friction
or interference in the system.
(30) Using a hand force gage, check for a maximum of 14 pounds of pedal force during movement to
the full left and full right positions from the rudder pedal (1) pivot line (2) of each set of rudder
pedals (Ref. Figure 207).
(31) Temporarily install the tailcone to check clearances. Do not tighten all the screws until clearance
checks have been completed.
Page 204
Nov 1/09 27-20-02
(32) Remove inspection panel 16 from the left side of the tailcone (Ref. Chapter 6-50-00, FUSELAGE
ACCESS PANELS).
(33) Verify that the rudder installation is within the following limitations:
(a) The gap at the leading edge of the rudder shall be 0.19 +0.06/ -0 inch measured between the
vertical stabilizer skin trailing edge and the nose of the rudder when the rudder is deflected
fully left and right.
(b) The minimum gap between the top edge of the rudder and the aft fairing bullet should be
0.12 inch.
(c) The gap between the trailing edge of the rudder trim tab and the tailcone should be 0.12 to
0.38 inch.
(d) With full elevator down and elevator trim tab at trailing edge full down, check that there is
clearance between the elevator trim tabs and the top of the rudder at full left and full right
rudder. Permissible to trim a notch from the top trailing edge of the rudder (3) not to exceed
0.50 X 0.25 inch (Ref. Figure 208, Detail A).
(34) Attach the rudder servo lower bridle cable (3) to turnbuckle (6) (Ref. Figure 209, Detail B).
CAUTION: Do not over torque the cable locking plate attachment screw (11) or damage to the
bellcrank (1) may occur. Maximum torque must not exceed 15 inch-pounds.
(35) Attach rudder servo upper bridle cable (4) to the aft rudder bellcrank (1) with the attaching plate
(12), install screw (11) and safety wire (10) (178, Table 1, Chapter 91-00-00) (Ref. Figure 209,
Detail C).
(36) Perform the RUDDER SERVO CABLE TENSIONING procedure (Ref. Chapter 22-10-00).
(37) Final Travel Check.
NOTE: Make sure that the rudder trim tab surface is aligned with the rudder surface.
(a) Move the rudder pedals to the full left position and verify that the rudder surface moves left
25° +1°/ -0° (Ref. 27-00-02, READING A TRAVEL BOARD).
(b) Through the tailcone inspection panel verify that the left rudder stop bolt (11) contacts the aft
rudder control horn (4) (Ref. Figure 201).
(c) Move the rudder pedals to the full right position and verify that the rudder surface moves right
25° +1°/ -0° and that the right rudder stop bolt (2) contacts the aft rudder control horn (4).
(d) Through the tailcone inspection panel, verify that the right rudder stop bolt (11) contacts the
aft rudder control horn (4).
(e) If these requirements are not met, repeat this rigging procedure in its entirety.
(38) Connect the rudder trim tab actuator push-pull rod (do not change adjustment of the rod) to the
rudder trim tab using bolt, washer and nut.
NOTE: The double clevis ends on the trim tab actuator push-pull rod are designed to tighten the
removes free play of the bolt in the hole.
Page 205
27-20-02 Nov 1/09
(39) Tighten the large outer nut on the clevis.
(40) Perform the RUDDER TRIM TAB SYSTEM RIGGING procedure (Ref. 27-20-07).
(41) Install inspection panel 16 to the left side of the tailcone (Ref. Chapter 6-50-00, FUSELAGE
ACCESS PANELS).
(42) Complete the tailcone installation. Tighten the temporarily installed tailcone screws from Step (31).
(43) Perform LOWERING AIRPLANE AFTER THREE-POINT JACKING procedure (Ref. Chapter
7-10-00).
(44) Perform RUDDER TRAVEL BOARD REMOVAL procedure (Ref. 27-00-02).
(45) Install the left and right aft fuselage panels 7 and 8 (Ref. Chapter 6-50-00, FUSELAGE ACCESS
PANELS).
(46) Install the left flight compartment floorboard 2 (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
(47) Install the left flight compartment carpet.
(48) Install the left flight compartment seat (Ref. Chapter 25-10-00, SEAT INSTALLATION).
2. RUDDER
(1) Push forward on the pilot’s left rudder pedal and make sure that the rudder moves to the full left
position smoothly with no unusual noise or binding.
(2) Push forward on the pilot’s right rudder pedal and make sure that the rudder moves to the full right
position smoothly with no unusual noise or binding.
(3) Repeat Steps 1 and 2 using the copilot’s rudder pedals.
(4) If requirements are not met, perform the RUDDER CONTROL SYSTEM RIGGING procedure in
this section.
B. Cable Tension Check

(1) Remove left and right aft fuselage panels 7 and 8 (Ref. Chapter 6-50-00, FUSELAGE ACCESS
PANELS).
(2) Remove passenger compartment seats as required (Ref. Chapter 25-20-00, PASSENGER
SEATS - MAINTENANCE PRACTICES).
(3) Remove passenger compartment carpet as required (Ref. Chapter 25-20-01, CARPET REMOVAL
AND INSTALLATION).
(4) Remove cabin floorboard panels 16A through 16J as required (Ref. Chapter 6-50-00, FLOOR
ACCESS PANELS).
(5) Remove safety clips (7), completely loosen turnbuckle (6) and disconnect the rudder servo lower
bridle cable (3) (Ref. Figure 209, Detail B).
Page 206
Nov 1/09 27-20-02
(6) Cut safety wire (10), remove screw (11), attaching plate (12) and disconnect the rudder servo
upper bridle cable (4) from the rudder torque shaft bellcrank (1) (Ref. Figure 209, Detail C).
(7) Using either set of rudder pedals move the rudder system to the left and right three cycles to
equalize the rudder system tension.
(8) Install a rig pin (2) (7, Table 1, 27-00-00) in the aft rudder torque tube (1) (Ref. Figure 204).
tension.
(b) Through aft fuselage access panels 7 and 8 measure the temperature in the aft fuselage
compartment next to the rudder cables (2 and 4) near the turnbuckles (1 and 3) (Ref. Figure
206).
(c) Refer to the Rudder Cable Tension Graph Figure 203 and read the pounds of tension for the
(1 and 3) and measure the cable tension of both cables (2 and 4) (Ref. Figure 206). Cable
NOTE: Cable tension tolerance is ± 8 pounds tension.
RUDDER CONTROL SYSTEM RIGGING procedure in this section.
(10) Remove the rig pin (2) from the aft rudder torque tube (1) (Ref. Figure 204).
(11) Attach the rudder servo lower bridle cable (3) to turnbuckle (6) (Ref. Figure 209, Detail B).
CAUTION: Do not over torque the cable locking plate attachment screw (11) or damage to the
bellcrank (1) may occur. Maximum torque must not exceed 15 inch-pounds.
(12) Attach rudder servo upper bridle cable (4) to the aft rudder bellcrank (1) with the attaching plate
(12), install screw (11) and safety wire (10) (178, Table 1, Chapter 91-00-00) (Ref. Figure 209,
Detail C).
(13) Perform the RUDDER SERVO CABLE TENSIONING procedures (Ref. Chapter 22-10-00).
(14) Install cabin floorboard panels 16A through 16J (Ref. Chapter 6-50-00, FLOOR ACCESS
PANELS).
(15) Install passenger compartment carpet as required (Ref. Chapter 25-20-01, CARPET REMOVAL
AND INSTALLATION).
(16) Install passenger compartment seats as required (Ref. Chapter 25-20-00, PASSENGER SEAT
INSTALLATION).
Page 207
27-20-02 Nov 1/09
(17) Install left and right aft fuselage panels 7 and 8 (Ref. Chapter 6-50-00, FUSELAGE ACCESS
PANELS).
(18) Perform the RUDDER OPERATIONAL CHECK procedure in this section.
C. Functional Check
NOTE: The double clevis ends on the trim tab actuator push-pull rods are designed to tighten the
removes free play of the bolt in the hole. Loosen the outer clevis first (the larger nut)
before removing the clevis bolt.
(2) Disconnect the rudder trim tab actuator push-pull rod (3) (do not change adjustment of the rod
end) and align the trim tab trailing edge with the rudder trailing edge.
(3) Push forward on the pilot’s left rudder pedal and make sure that the rudder moves to the full left
position and check for a deflection of 25° +1°/ -0° (Ref. 27-00-02, READING A TRAVEL BOARD).
Make sure the rudder system moves smoothly with no unusual noises or binding.
(4) Push forward on the pilot’s right rudder pedal and make sure that the rudder moves to the full right
position and check for a deflection of 25° +1°/ -0°. Make sure the rudder system moves smoothly
with no unusual noises or binding.
(5) If desired travel is achieved proceed to Step (6). If the rudder surface does not achieve desired full
left and right travel, perform the RUDDER CONTROL SYSTEM RIGGING procedure in this
section.
(6) Connect the rudder trim tab actuator push-pull rod (3) (do not change adjustment of the rod) to the
rudder trim tab.
Page 208
Nov 1/09 27-20-02
A
1. RIGHT STOP BOLT JAM NUT
2. RIGHT STOP BOLT
3. RUDDER TORQUE TUBE
4. RUDDER CONTROL HORN
5. ROD END
7. PUSH-PULL ROD
8. PUSH-PULL ROD JAM NUT
9. INSPECTION HOLE
10. LEFT STOP BOLT JAM NUT
11. LEFT STOP BOLT
2
1 3
CL
10 11
6
9 8
7
FWD
DETAIL A UC27B
042015AB.AI
Figure 201
Rudder Stops
Page 209
27-20-02 Nov 1/09
1. LEFT STOP IN STRUCTURE

2. RIGHT STOP IN STRUCTURE
3. RIGHT STOP BOLT
4. RUDDER INTERCONNECT ROD
5. RIG PIN HOLE
6. RIGHT SIDE RUDDER FORWARD BELLCRANK
7. LEFT SIDE RUDDER FORWARD BELLCRANK
8. LEFT STOP BOLT
9. RIGHT STOP BOLT JAM NUT
10. LEFT STOP BOLT JAM NUT
0.38 + 0.06/-0
INCH
1 2
A
0.38 + 0.06/-0
8 INCH
3
10 9
4
6
DETAIL A UC27B
042016AB.AI
Figure 202
Rudder Forward Bellcrank Stop Assembly
Page 210
Nov 1/09 27-20-02
3/16" DIAMETER RUDDER CABLE TENSION GRAPH

POUNDS OF TENSION
UC27B
041759AA.AI
Figure 203
Rudder Cable Tension Graph
Page 211
27-20-02 Nov 1/09

2. RIG PIN
1
2
INSTALLED.
VIEW A
UC27B
041711AC.AI
Figure 204
Page 212
Nov 1/09 27-20-02
1. LEFT STOP IN STRUCTURE

2. RIGHT STOP IN STRUCTURE
3. FORWARD PEDESTAL
4. RIGHT STOP BOLT
5. RUDDER FORWARD BELLCRANK
A
6. RIG PIN
7. LEFT STOP BOLT
3
2
1
5
7
DETAIL A
UC27B
061930AA.AI
Figure 205
Rudder Forward Bellcrank Rig Pin Installation
Page 213
27-20-02 Nov 1/09
1
B
1. LEFT RUDDER TURNBUCKLE

2 2. LEFT RUDDER CABLE
FWD
3. RIGHT RUDDER TURNBUCKLE
4. RIGHT RUDDER CABLE
VIEW LOOKING INBOARD 5. RUDDER SERVO CABLE
FROM LEFT HAND SIDE
DETAIL A
FWD
VIEW LOOKING INBOARD FROM RIGHT HAND SIDE
DETAIL B UC27B
041854AA.AI
Figure 206
Rudder Cable Locations
Page 214
Nov 1/09 27-20-02
A
1. RUDDER PEDAL
2. PIVOT POINT
COPILOT'S SHOWN, PILOT'S OPPOSITE
DETAIL A UC27B
042275AA.AI
Figure 207
Rudder Pedal Force Check
Page 215
27-20-02 Nov 1/09
1 2
A
3
1. ELEVATOR
2. AFT FAIRING BULLET
3. RUDDER
0.50
MAX
NOTCH TRIMMED FROM

0.25 RUDDER TIP NOT TO
MAX EXCEED 0.50 X 0.25
DETAIL A UC27B
045113AB.AI
Figure 208
Rudder Surface Trimming
Page 216
Nov 1/09 27-20-02
1. RUDDER AFT BELLCRANK

2. BRIDLE CLAMP
C
3. RUDDER SERVO LOWER CABLE 1
4. RUDDER SERVO UPPER CABLE
5. RUDDER SERVO ASSEMBLY
6. TURNBUCKLE
7. SAFETY CLIPS
8. LEFT-HAND THREAD GROOVE A
9. CABLE END
10. SAFETY WIRE
11. SCREW
12. PLATE
B
2
4
10
11
12
DETAIL C
7 8
3 6
5
DETAIL A DETAIL B 7
UC27B
061589AA.AI
Figure 209
Rudder Servo Installation
Page 217
27-20-02 Nov 1/09
FLIGHT CONTROLS
RUDDER PEDALS
27-20-03
200200
1. PILOT RUDDER PEDAL
A. Removal
(1) Perform the SEAT REMOVAL procedure for the pilot’s seat (Ref. Chapter 25-10-00).
(2) Disconnect the brake master cylinder from the right pedal (1) or left pedal (24) by removing the
cotter pin, washer and pin (Ref. Figure 201).
(3) Remove the two cotter pins (17), nuts (6), washers (11) and bolts (12) securing the pedal (1 or 24)
to the pedal arm (2 or 23).
B. Installation
(1) Connect the pedal (1 or 24) to the pedal arm (2 or 23) with the two bolts (12), washers (11), nuts
(6) and cotter pins (17). Lubricate the attaching hardware with a light coat of grease (106, Table 1,
Chapter 91-00-00) (Ref. Figure 201).
(2) Connect the brake master cylinder to the right pedal (1) or left pedal (24) by installing the cotter
pin, washer and pin.
(3) Perform the SEAT INSTALLATION procedure for the pilot’s seat (Ref. Chapter 25-10-00).
C. Assembly Removal
(2) Remove the carpet as needed on the pilot’s side (Ref. Chapter 25-20-01).
(3) Remove the flight compartment floorboard panel 1 (Ref. Chapter 6-50-00).
(4) Disconnect the brake master cylinder from the right pedal (1) and left pedal (24) by removing the
(5) Remove the nut (6), taper pin washer (5) and pin (3) securing the steering arm (7) to the torque
tube (4). Slide the arm off of the tube.
(6) Remove the cotter pin (17), nut (6), washer (11) and bolt (12) securing the right tube (14) to the
right arm (22).
(7) Remove the cotter pin (17), nut (6), washer (11) and bolt (12) securing the left tube (19) to the left
arm (21).
NOTE: Note the proper position of the arms (21 and 22), pedals (1 and 24) and bushing (10) on
the torque tube (4) before removing the rudder pedal assembly. These positions must be
maintained to assure proper operation when the assembly is installed.
(8) Remove the nut (6), washer (11) and bolt (12) securing the bushing (10) on the torque tube (4).
(9) Slide the torque tube (4) inboard until it is clear of the fitting (20).
Page 201
27-20-03 Nov 1/13
(10) Move the torque tube (4) until it no longer aligns with the outboard fitting (20) and slide it outboard
until the tube clears the inboard fitting (9).
(11) Lift the rudder pedal assembly up and out of the work area.
D. Assembly Installation
(1) Position the rudder pedal assembly in the work area.
(2) Slide the torque tube (4) into the inboard fitting (9) (Ref. Figure 201).
(3) Align the torque tube (4) with the outboard fitting (20). Slide the tube outboard until the tube is
positioned in the fitting in the previous noted position.
(4) Position the bushing (10) in place on the torque tube (4). Secure the bushing in place with the bolt
(12), washer (11) and nut (6).
(5) Position the left tube (19) in the left arm (21). Install the bolt (12), washer (11), nut (6) and cotter
pin (17).
(6) Position the right tube (14) in the right arm (22). Install the bolt (12), washer (11), nut (6) and cotter
pin (17).
CAUTION: Excessive driving of the taper pin can cause cracks in the tubing and/or casing. A
lightweight rawhide or nylon mallet should be used to set the taper pin when it is
installed.
(7) Slide the steering arm (7) on the torque tube (4). Install the taper pin (3), taper pin washer (5) and
nut (6) to secure the steering arm to the torque tube. Ensure that the small end of the taper pin is
at least flush with, but not more than 0.06 inch above the surface of the arm. Torque nut 15 to 20
inch-pounds.
(8) Position the brake master cylinder on the right pedal (1) and left pedal (24). Install the pin, washer
and cotter pin.
(9) Install the flight compartment floorboard panel and carpet as needed (Ref. Chapter 25-20-01).
2. PILOT RUDDER PEDAL BELLCRANK
A. Removal
(1) Perform THREE-POINT JACKING (PREFERRED PROCEDURE) procedure (Ref. Chapter
7-10-00).
(3) Remove the carpet as needed (Ref. Chapter 25-20-01).
(4) Remove flight compartment floorboard panels 1 and 2 (Ref. Chapter 6-50-00).
(5) Gain access to the bellcrank (18) (Ref. Figure 201) by removing the screws, washers and nuts
securing the gust lock block channel to the airplane structure (Ref. Figure 203).
Page 202
Nov 1/13 27-20-03
NOTE: Release the tension on the rudder cables by loosening the turnbuckles. Disconnect the
cables from the bellcrank.
(7) Perform the actions in Step (6) on the right tube (14).
NOTE: If needed, loosen the lock nut on the end of the connecting tube (15) to aid in the removal
of the tube. Note the position of the end of the tube for future use.
(8) Remove the cotter pin (17), nut (6), washer (11) and bolt (12) securing the connecting tube (15) to
the left bellcrank (18).
(9) Remove the cotter pin (17), nut (6), washer (11) and bolt (12) securing the bellcrank (18) to the
bracket (13).
B. Installation
NOTE: Connect the rudder cables to the bellcrank (18) before performing the next Step (Ref. Figure
201). After the bellcrank is installed, apply slight tension to the cables by tightening the
turnbuckles.
(1) Position the left bellcrank (18) in the bracket (13). Install the bolt (12), washer (11), nut (6) and
cotter pin (17) (Ref. Figure 201).
(2) Position the connecting tube (15) in the bellcrank (18). Install the bolt (12), washer (11), nut (6) and
cotter pin (17). If the lock nut was loosened, restore the tube to the original position and tighten the
lock nut.
(3) Position the left tube (19) in the bellcrank (18). Install the bolt (12), washer (11), nut (6) and cotter
pin (17).
(5) Position the gust lock block channel on the airplane structure and secure with the screws, washers
and nuts (Ref. Figure 203).
(6) Perform the RUDDER CONTROL SYSTEM RIGGING procedure (Ref. 27-20-02).
(7) Install the flight compartment floorboard panels and carpet as needed.
(9) Perform LOWERING THE AIRPLANE AFTER THREE-POINT JACKING procedure (Ref. Chapter
7-10-00).
3. PILOT RUDDER PEDAL TUBE
A. Removal
7-10-00).
Page 203
27-20-03 Nov 1/13
(3) Remove the carpet as needed.
NOTE: Perform Steps (5) and (6) for the left tube (19). Perform Steps (7) and (8) for the right tube
(14) (Ref. Figure 201).
arm (21).
(6) Remove the cotter pin (17), nut (6), washer (11) and bolt (12) securing the left tube (19) to the
bellcrank (18).
(7) Remove the cotter pin (17), nut (6), washer (11) and bolt (12) securing the right tube (14) to the
right arm (22).
B. Installation
NOTE: Perform Steps (1) and (2) for the left tube (19). Perform Steps (3) and (4) for the right tube (14)
(Ref. Figure 201).
pin (17).
pin (17).
pin (17).
7-10-00).
Page 204
Nov 1/13 27-20-03
Figure 201
Pilot Rudder Pedal Bellcrank and Tube Installation
Page 205
27-20-03 Nov 1/13
A
3
DETAIL A
PILOT SIDE
4
2
5
1. PIN
2. ROD END
3. RUDDER PEDAL
4. COTTER PIN
5. WASHER
6. BRAKE MASTER CYLINDER
DETAIL B UC27B
074050AA.AI
Figure 202
Brake Master Cylinder Installation
Page 206
Nov 1/13 27-20-03
1. PILOTS BELLCRANK A
2. GUST LOCK CHANNEL
3. SCREWS
3 3
DETAIL A
UC27B
074053AA.AI
Figure 203
Gust Lock Channel Installation
Page 207
27-20-03 Nov 1/13
1. NOSE LANDING GEAR

STEERING PUSH ROD
2. COTTER PIN
3. NUT
4. WASHER
5. BOLT
A
5
4 1
2
4
3
DETAIL A
UC27B
074051AA.AI
Figure 204
Nose Landing Gear Steering Rod Installation
Page 208
Nov 1/13 27-20-03
4. COPILOT RUDDER PEDAL
A. Removal
(1) Perform the SEAT REMOVAL procedure for the copilot’s seat (Ref. Chapter 25-10-00).
(2) Disconnect the brake master cylinder from the right pedal (1) or left pedal (20) by removing the
(3) Remove the two cotter pins (17), nuts (16), washers (6) and bolts (13) securing the pedal (1 or 20)
to the pedal arm (2 or 19).
B. Installation
(1) Connect the rudder pedal (1 or 20) to the rudder pedal arm (19 or 2) with the two bolts (13),
washers (6), nuts (16) and cotter pins (17). Lubricate the attaching hardware with a light coat of
grease (106, Table 1, Chapter 91-00-00) (Ref. Figure 202).
(2) Connect the brake master cylinder to the right pedal (1) or left pedal (20) by installing the cotter
pin, washer and pin.
(3) Perform the SEAT INSTALLATION procedure for the copilot’s seat (Ref. Chapter 25-10-00).
C. Assembly Removal
(2) Remove the carpet as needed on the copilot’s side.
(3) Remove flight compartment floorboard panel 1 (Ref. Chapter 06-50-00).
(4) Disconnect the brake master cylinder from the right pedal (1) and left pedal (20) by removing the
(5) Remove the cotter pin (17), nut (16), washer (6) and bolt (13) securing the right tube (7) to the right
arm (18).
arm (15).
NOTE: Note the proper position of the arms (15 and 18), pedals (20 and 1) and bushings (5) on
the torque tube (3) before removing the rudder pedal assembly. These positions must be
maintained to assure proper operation when the assembly is installed.
(7) Remove the nut (16), washer (6) and bolt (13) securing one of the bushings (5) on the torque tube
(3).
(8) Slide the torque tube (3) inboard or outboard until it is clear of the fitting (4 or 14).
(9) Move the torque tube (3) until it no longer aligns with the selected fitting (4 or 14) and slide it until
the tube clears the remaining fitting that still retains the tube.
(10) Lift the rudder pedal assembly up and out of the work area.
Page 209
27-20-03 Nov 1/13
D. Assembly Installation
(1) Position the rudder pedal assembly in the work area.
(2) Slide the torque tube (3) into one of the fittings (4 or 14) (Ref. Figure 202).
(3) Align the torque tube (3) with the other fitting (4 or 14). Slide the tube as required until the tube is
positioned in the fittings in the previous noted position.
(4) Position the bushings (5) in place on the torque tube (3). Secure the bushing in place with the bolt
(13), washer (6) and nut (16).
pin (17).
pin (17).
(7) Position the brake master cylinder on the right pedal (1) and left pedal (20). Install the pin, washer
and cotter pin.
5. COPILOT RUDDER PEDAL BELLCRANK
A. Removal
7-10-00).
(4) Remove the flight compartment floorboard panels 1 and 2 (Ref. Chapter 06-50-00).
(5) Remove the cotter pin (17), nut (16), washer (6) and bolt (13) securing the left tube (12) to the right
(7) Remove the cotter pin (17), nut (16), washer (6) and bolt (13) securing the connecting tube (10) to
the bellcrank (8).
NOTE: If needed, loosen the lock nut (9) on the end of the connecting tube (10) to aid in the
removal of the tube. Note the position of the end of the tube for future use. Remove seats
and carpet as required.
(8) Remove the cotter pin (17), nut (16), washer (6) and bolt (13) securing the bellcrank (8) to the
bracket (11).
Page 210
Nov 1/13 27-20-03
B. Installation
(1) Position the bellcrank (8) in the bracket (11). Install the bolt (13), washer (6), nut (16) and cotter
pin (17). If the lock nut was loosened, restore the tube to the original position and tighten the lock
nut (Ref. Figure 202).
(2) Position the connecting tube (10) in the bellcrank (8). Install the bolt (13), washer (6), nut (16) and
cotter pin (17).
pin (17).
(5) Perform the RUDDER CONTROL SYSTEM RIGGING procedure (Ref. 27-20-02).
7-10-00).
6. COPILOT RUDDER PEDAL TUBE
A. Removal
7-10-00).
NOTE: Perform Steps (5) and (6) for the left tube (12). Perform Steps (7) and (8) for the right tube
(7) (Ref. Figure 202).
arm (15).
(6) Remove the cotter pin (17), nut (16), washer (6) and bolt (13) securing the left tube (12) to the
bellcrank (8).
(7) Remove the cotter pin (17), nut (16), washer (6) and bolt (13) securing the right tube (7) to the right
arm (18).
B. Installation
pin (17) (Ref. Figure 202).
Page 211
27-20-03 Nov 1/13
(2) Position the left tube (12) in the bellcrank (8). Install the bolt, washer, nut and cotter pin.
pin (17).
(4) Position the right tube (7) in the bellcrank (8). Install the bolt, washer, nut and cotter pin.
7-10-00).
Page 212
Nov 1/13 27-20-03
Figure 205
Copilot Rudder Pedal Bellcrank and Tube Installation
Page 213
27-20-03 Nov 1/13
A
3
DETAIL A
COPILOT SIDE
4
2
5
1. PIN
2. ROD END
3. RUDDER PEDAL
4. COTTER PIN
5. WASHER
DETAIL B UC27B
074052AA.AI
Figure 206
Brake Master Cylinder Installation
Page 214
Nov 1/13 27-20-03
7. RUDDER PEDAL ARM INSPECTION
Perform the following inspection on all four rudder pedal arms at the intervals designated in Chapter 5-20-00.
A. Aluminum Rudder Pedal Arms (Unbushed)

(1) Remove the desired rudder pedal from the rudder pedal arm. Perform the PILOT or COPILOT
RUDDER PEDAL REMOVAL procedure, in this section.
(2) Inspect the attach holes for elongation or excessive wear. Measure the wall thickness of the arm
casting. If the thickness at any point is less than 0.130 inch, continue with this procedure. If the
wall thickness is in tolerance, proceed to Step (7) (Ref. Figure 207, Detail A).
(3) Perform the PILOT or COPILOT RUDDER PEDAL ASSEMBLY REMOVAL procedure, in this
section.
(4) Ream the hole out to 0.249 to 0.250 inch diameter.
(5) Install a 105740X-ZF-0250 bushing with retaining compound (91, Table 1, Chapter 91-00-00).
Hold the bushing for 5 minutes after assembly. Allow the retaining compound to cure before
attaching the rudder pedal. Minimum cure time is 24 hours at 70°F or 30 minutes at 250°F.
(6) Perform the PILOT or COPILOT RUDDER PEDAL ASSEMBLY INSTALLATION procedure, in this
section.
(7) Perform the PILOT or COPILOT RUDDER PEDAL INSTALLATION procedure, in this section.
B. Aluminum Rudder Pedal Arms With Bushings Installed in the Rudder Attach
Holes
(1) Remove the desired rudder pedal from the rudder pedal arm. Perform the PILOT or COPILOT
RUDDER PEDAL REMOVAL procedure, in this section.
(2) Inspect the bushing for any movement. If the bushing is loose, measure the distance between the
outside of the bushing and the inside of the rudder pedal arm. If the measurement exceeds 0.015
inch, the rudder pedal arm should be replaced (Ref. Figure 207, Detail B).
(3) Measure the wall thickness of the arm casting. If the thickness at any point is less than 0.080 inch,
replace the rudder pedal arm (Ref. Figure 207, Detail A).
NOTE: If the inspection does not require arm replacement or drilling, proceed to Step (7). If the
rudder pedal arm must be replaced or drilled, perform the PILOT or COPILOT RUDDER
PEDAL ASSEMBLY REMOVAL procedure, in this section.
(4) If the measurements in Steps (2) and (3) do not exceed the limits indicated above but the hole is
elongated causing the bushing to be loose, remove the bushing and ream out the holes to 0.280 to
0.281 inch.
(a) Should the elongated holes not be cleaned up with the reamer, the rudder pedal arm must be
replaced.
(b) The 0.080 inch wall thickness minimum must not be exceeded.
Page 215
27-20-03 Nov 1/13
(5) Install a 105739X-XD-250 bushing in the hole with retaining compound (91, Table 1, Chapter
91-00-00). Hold the bushing for 5 minutes after assembly. Allow the retaining compound to cure
before attaching the rudder pedal. The minimum cure time is 24 hours at 70°F or 30 minutes at
250°F.
(6) Perform the PILOT or COPILOT RUDDER PEDAL ASSEMBLY INSTALLATION procedure, in this
section.
(7) Perform the PILOT or COPILOT RUDDER PEDAL INSTALLATION procedure, in this section.
C. Magnesium Rudder Pedal Arms With Bushings Installed in the Rudder Attach
Holes
(1) Remove the two bolts that attach the brake pedal to the rudder pedal arm.
(2) Inspect the bushings for any movement. If the bushing is loose, measure the distance between the
outside of the bushing and the inside of the rudder pedal arm (Ref. Figure 207, Detail B). If the
measurement exceeds 0.015 inch, the rudder pedal arm should be replaced.
(3) Measure the wall thickness of the arm casting. If the thickness at any point is less then 0.080 inch
(Ref. Figure 207, Detail A), replace the pedal arm.
(4) If the measurements in Step (2) and (3) do not exceed the limits indicated above but the hole is
elongated causing the bushing to be loose, remove the bushing and drill out the hole with a
K (0.280 - 0.281 inch) drill bit.
(5) Should the elongated holes not be cleaned up with the K drill bit, the rudder pedal arm must be
replaced.
(6) The 0.080 inch wall thickness minimum must not be exceeded.
(7) If the above conditions are satisfactory, treat the hole surfaces with Dow 19 or equivalent corrosion
prevention for magnesium parts (Ref. Chapter 20-09-00).
(8) Install a 105739X-XD-250 bushing in the hole with retaining compound (91, Table 1, Chapter
91-00-00). Hold the bushing for 5 minutes after assembly. Allow the compound to cure before
attaching the brake pedal. The minimum cure time is 24 hours at 70°F or 30 minutes at 250°F.
(9) Install the rudder pedal and lubricate the attaching bolt with a light coat of grease (79, Table 1,
Chapter 91-00-00).
Page 216
Nov 1/13 27-20-03
Figure 207
Rudder Pedal Arm Inspection
Page 217
27-20-03 Nov 1/13
FLIGHT CONTROLS
RUDDER TRIM TAB
27-20-04
200200
1. PROCEDURES
A. Removal
(1) Perform the RUDDER REMOVAL procedure (Ref. 27-20-00).
(2) Disconnect the bond jumper (4) from the bottom of the rudder tab (3). Remove the screw, nut and
washers (2) and discard the nut (Ref. Figure 201).
(3) Remove the hinge pin retention screw (5).
NOTE: Lubricating the hinge and hinge pin with lubricant (106, Table 1, Chapter 91-00-00) will
facilitate hinge pin removal.
(4) While supporting the rudder tab (3), remove the hinge pin (1) from the hinge. Remove the tab (3)
from the rudder (6).
B. Installation
NOTE: Repair, modification, painting or replacement of the rudder or the rudder tab requires balancing
(1) Lubricate the rudder tab hinge and the hinge pin (1) with lubricant (106, Table 1, Chapter
91-00-00) (Ref. Figure 201).
(2) Position the rudder tab (3) on the rudder (6) and install the hinge pin (1).
(3) Secure the end of the hinge pin (1) to the tab (3) with the retention screw (5).
(4) Connect the bonding jumper (4) to the tab (3) using the screw, washer and new nut (2).
(5) Perform the RUDDER INSTALLATION procedure (Ref. 27-20-00).
(6) Perform the ELECTRICAL BONDING CHECK procedure (Ref. Chapter 20-00-01, ELECTRICAL
BONDING-MAINTENANCE PRACTICES).
(7) Perform the RUDDER TRIM TAB FUNCTIONAL CHECK procedure (Ref. 27-20-07). If the trim tab
was replaced perform the RUDDER TRIM TAB RIGGING procedure (Ref. 27-20-07).
(8) Perform the RUDDER TRIM TAB FREEPLAY CHECK procedure in this section.
Page 201
27-20-04 Nov 1/09
1. HINGE PIN
2. SCREW, WASHER, AND NUT
3. RUDDER TAB
2
4. BONDING JUMPER
5. RETENTION SCREW
6. RUDDER
4
1
6
FWD
VIEW LOOKING UP
DETAIL A UC27B
042933AA.AI
Figure 201
Rudder Trim Tab Removal and Installation
Page 202
Nov 1/09 27-20-04
C. Freeplay Check
NOTE: Visually inspect the rudder tab for any damage, security of hinge attach point and for tightness
of the actuating system. Inconsistencies should be remedied prior to checking the freeplay of
the tab.
(2) Remove the aft fuselage access panel 8 (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS).
(3) Install rig pin (2) (19, Table 7, Chapter 91-00-00) in the rudder aft torque tube (1) (Ref. Figure 202).
(4) Apply tape (for paint protection) on the right surface of the rudder tab along the centerline of the
tab actuator 6.50 inches aft of the tab hinge line. This will be the point of pressure against the tab
by the push-pull scale.
(5) Apply tape in the corresponding position on the left surface of the tab.
WARNING: Ensure the tab freeplay fixture is securely attached to the rudder before
releasing supporting pressure to prevent damage to equipment or injury to
personnel
(6) Secure the tab freeplay fixture (1) (1, Table 1, 27-00-00) to the rudder (3) so that the dial indicator
stem (5) tip is positioned on the left side surface of the rudder tab (4) 6.00 inches aft of the tab
hinge line at the upper edge of the rudder tab (4) (Ref. Figure 203).
(7) Position the dial indicator (2) so the stem (5) is depressed 0.10 inch when in contact with the tab
(4) surface initially. Turn the rotating face of the dial indicator (2) to zero. Do not reset the dial
indicator (2) during this procedure.
(8) With the push-pull scale (6, Table 1, 27-00-00) perform Steps (1) thru (4) and record the dial
readings on Table 1.
(a) Apply a 3 pound load against the left rudder tab surface. Record the dial reading as A.
(b) Release half the load until a 1.5 pound load is obtained. Record the dial reading as B.
(c) Apply a 3 pound load against the right rudder tab surface. Record the dial reading as C.
(d) Release half the load until a 1.5 pound load is obtained. Record the dial reading as D.
(9) Perform the calculations to the data on Table 1 as follows:
Page 203
27-20-04 Nov 1/09
NOTE: The results of X and Y can be negative numbers.
(f) Add X and Y and record as E.
Table 201
Rudder Trim Tab Freeplay Limits
(__________) X 2 = (__________) - (__________) = (__________)

B 2B A X
(__________) X 2 = (__________) - (__________) = (__________)
D 2D C Y
(__________) + (__________) = (__________)
X Y E
(E = 0.026-inch maximum)
(10) If freeplay of the tab is within the allowable limit, the tab and its linkage are in good condition.
(11) If the freeplay is excessive, disconnect the tab actuator rod and visually inspect the bolts and
bushings for indications of excessive wear. Replace excessively worn parts.
(12) If all associated linkage is in good condition (no excessive wear), the actuator needs to be
checked for excessive play and/or replaced.
(13) Remove the freeplay fixture (1) and tape from the rudder (Ref. Figure 203).
(15) Install the aft fuselage access panel 8 (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS).
Page 204
Nov 1/09 27-20-04

2. RIG PIN
1
2
INSTALLED.
VIEW A
UC27B
041711AC.AI
Figure 202
Page 205
27-20-04 Nov 1/09
1. TAB FREEPLAY FIXURE

2. DIAL INDICATOR
3. RUDDER
4. RUDDER TAB
UNITED
1
30
40
20
50
10
40
0
30
10
20
5 2
3
4
VIEW LOOKING UP AND FORWARD
DETAIL A UC27B
043484AA.AI
Figure 203
Tab Freeplay Fixture Installation
Page 206
Nov 1/09 27-20-04
FLIGHT CONTROLS
RUDDER TRIM TAB CABLES AND ACTUATORS
27-20-05
200200
1. RUDDER TRIM TAB FORWARD CABLE
A. Removal
rudder trim tab actuator cable drums to ensure the cable is not unwound from drums.
(1) Attach a red tag to the rudder trim tab control knob with the words “Do Not Operate, Maintenance
In Progress”.
(2) Remove both flight compartment carpet and seats (Ref. Chapter 25-10-00).
(3) Remove the left and right pedestal side access panels.
(4) Remove the left and right forward pedestal side access panels.
(5) Remove the floor access panels 1 left, 2 left, 4 and 23 to gain access to the trim tab cables being
removed (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
(6) Remove the environmental outlet duct assembly floor access panel 21 located under the pilot seat
(Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
(7) Remove the left side passenger seats and carpets as required to gain access to the trim tab
cables being removed (Ref. Chapter 25-20-00).
(8) Remove the left side passenger compartment floor access panels 16A through 16H to gain access
to the trim tab cables being removed (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
(10) Remove the tie straps (1) securing the conduit tubes (6) (Ref. Figure 202).
(11) Slide the conduit tubes (6) aft as required to gain access to the turnbuckles (2 and 9).
(12) On the right side of the upper pedestal, move the rudder trim tab control knob to approximately
align the forward cable terminal ends (3 and 4).
(13) Attach cable block (5) to the left and right aft cable, forward of the bracket (8) (FS 408.25) to
prevent all of the trim tab cables aft of the forward cable from moving.
NOTE: Each turnbuckle barrel has a groove at one end to identify the left-hand threaded end.
(14) Attach a tag with the words “forward cable left-hand threads terminal end” to the forward end of the
lower inboard turnbuckle (9).
(15) Remove clips and disconnect the left-hand threads terminal end (4) from the lower inboard
“left-hand threads terminal end”.
Page 201
27-20-05 Nov 1/09
(16) Attach a tag with the words “forward cable right-hand threads terminal end” to the forward end of
the upper outboard turnbuckle (2).
(17) Remove clips and disconnect the right-hand threads terminal end (3) from the upper outboard
“right-hand threads terminal end”.
(18) Remove the fairleads from the frames, if necessary.
NOTE: Some of the pulleys cannot be cleared by the terminal ends even with cable guard pins
removed. Remove those pulleys, if necessary to provide for adequate clearance.
(19) Remove cable guard pins from pulley brackets. Refer to Figure 201 for a general location of the
pulleys.
NOTE: To prevent “backlash” of the cable around the drum, tape the two cables together before
removal or installation of the drum in the cable guard housing (Ref. Figure 203, Detail E).
(21) Remove nut, washer and tapered pin (11) from the rudder trim tab control shaft forward universal
joint (12) (Ref. Figure 204).
(22) Slide forward and remove shaft (13) from the cable drum (7) and pedestal bracket.
(23) Note position and number of washers (15) for installation of the cable drum for a 0.031 to 0.063
inch end play.
(24) Remove the cable guard and drum (7) together through the right side forward pedestal into the
cockpit area.
(25) Remove the forward cable from the airplane by routing the feed lines through the forward right side
of the pedestal, and into the cockpit.
(26) Disconnect the feed lines from forward cable left and right-hand threads terminal ends and leave
feed lines in place.
(27) Unwrap cable from the drum and remove the cable lock pin (Ref. Figure 203).
B. Installation
equipment.
Page 202
Nov 1/09 27-20-05
Where the cables pass through structure, the areas of possible contact between the control
grommets, rub strips, block or guide fairings. Where contact of control cables does occur
(1) Check cable for cleanliness and damage. Dip the cable in corrosion preventative compound
(4, Table 2, 27-00-00). Remove excess corrosion preventative by wiping with a clean cloth.
(2) Place the cable drum (3) into the guard (5). Position the cable drum (3) in the cable drum bracket
(2). Insert the drum shaft and check the end play of the cable drum of 0.031 to 0.063 inch
(Ref. Figure 205).
NOTE: Add washers (1) as required to obtain a cable drum end play of 0.031 to 0.063 inch.
(3) When the correct end play is obtained, remove the drum shaft, cable drum (3), guard (5) and
washers (1) (set aside the washers for installation). It is permissible to glue the washers (1) in
place against the forward side of the drum (3) for ease of installation.
terminal end.
terminal end.
(6) Wrap the forward cable on the cable drum as follows (Ref. Figure 203):
CAUTION: Do not kink the cable while locating the middle of the offset forward cable. Damage to
the cable will occur.
(a) Offset the terminal ends of the forward cable by 1.50 inches with the right-hand threaded
terminal end side of cable longer. With the cable ends offset, carefully mark the midpoint of
the offset cable with ink or paint. With the right-handed threads terminal end side of the cable
located on the flat side of the drum, position the mark on the cable in the middle of the cable
drum slot and install the cable lock pin. With the cable lock pin installed, and with the drum
unwound, verify that the terminal ends are still offset by 1.50 inches (Ref. Detail B).
grooves and work toward the middle of the drum (Ref. Detail C). With the drum wound, verify
that the terminal ends are still offset by 1.50 inches (Ref. Detail B).
the cable guard to prevent cable backlash at the drum (Ref. Detail E). When applying tape to
the cable, make sure the cables are separated (not crossed) so that it is easy to identify
which cable end winds off the left and right side of the drum.
(7) In the cockpit attach the right-hand threads terminal end to the feed line labeled “right-hand
(8) In the cockpit attach the left-hand threads terminal end to the feed line labeled “left-hand threads
terminal end”.
Page 203
27-20-05 Nov 1/09
PANELS), draw the forward cables through the right side of the pedestal and then out of the belly
access panel, until the drum is close to the pedestal.
(10) Position washers (15) that were set aside in Step (3) on the forward side of the cable drum
(Ref. Figure 204).
(11) Position the cable drum (7), guard and washers (15) into the drum bracket forward of the pedestal
and install the cable drum shaft (13).
(12) On the right side of the upper pedestal, move the rudder trim tab control knob (14) to align the slot
in the forward universal joint (12) with the cable drum shaft (13) and install the tapered pin, washer
and nut (11).
(13) Identify the forward cable with the left-hand threads terminal end (6) and make sure it winds off the
left side of the drum as installed. Identify the forward cable with the right-hand threads terminal
end (5) and make sure it winds off the right side of the drum as installed. Route the cable from the
drum as follows (Ref. Figure 204, Detail B):
(a) Route the right-hand threaded terminal end cable (4 and 5) through the right pulley (1 and 8)
(right side of the belly access panel).
(b) Route the left-hand threaded terminal end cable (2 and 6) through the aft left pulley (3 and 9)
(left side of the belly access panel area).
(c) Using the feed lines, pull the cable into the fuselage and continue with Step (d).
(d) Route left-hand threaded terminal end cable (6) over the bottom pulley (10) (lower inboard
set of pulleys at FS 103 under the pilot). This cable continues as the bottom cable under the
pilot and into the forward cabin through the fairleads.
(e) Route right-hand threaded terminal end cable (5) over the top pulley (10) (lower inboard set
of pulleys at FS 103 under the pilot). This cable continues as the top cable under the pilot
and into the forward cabin through the fairleads.
(14) Using the feed lines pull the cable ends through the fuselage to the turnbuckle connections.
(16) Remove feed line, and attach the left-hand threads terminal end (4) to the turnbuckle (9).
(17) Remove feed line, and attach the right-hand threads terminal end (3) to the turnbuckle (2).
(19) Make sure that the forward cable is routed properly and is engaged in the pulleys.
(20) Remove cable block (5).
Page 204
Nov 1/09 27-20-05
(21) Remove all tape from the cable, turnbuckles and pulleys.
(22) Install all cable guard pins and pulleys removed during the RUDDER TRIM TAB FORWARD
CABLE REMOVAL procedure.
(23) Perform the RUDDER TRIM TAB SYSTEM RIGGING procedure (Ref. 27-20-07).
(24) Ensure turnbuckles (2 and 9) have been safety clipped and install conduit tubes (6) over the
turnbuckles (2 and 9) between the conduit brackets (8) FS 408.25 and (7) FS 378.25. Secure the
conduit tubes (6) with tie straps (1), forward of bracket (7) and aft of bracket (8) (Ref. Figure 202).
(25) Install the left side passenger compartment floor access panels 16A through 16H (Ref. Chapter
6-50-00, FLOOR ACCESS PANELS).
(26) Install left side passenger compartment carpet (Ref. Chapter 25-20-01) and seats (Ref. Chapter
25-20-00).
(27) Install the environmental outlet duct assembly access panel 21 located under the pilot seat
(28) Install floor access panels 1 left, 2 left, 4 and 23 (Ref. Chapter 6-50-00, FLOOR ACCESS
PANELS).
(29) Install left and right pedestal side access panels.
(30) Install left and right forward pedestal side access panels.
(31) Install flight compartment carpet and seats (Ref. Chapter 25-10-00).
(33) Remove the red tag from the rudder trim tab control knob.
Page 205
27-20-05 Nov 1/09
Page 206
Nov 1/09 27-20-05
RUDDER TRIM
RUDDER TAB ACTUATOR
1
2 E
RUDDER TRIM
TAB ACTUATOR
RUDDER CABIN 1
FILL WITH SEALANT 2
TRIM TAB PRESSURE TURNBUCKLES CANTED FUSELAGE
BETWEEN SEALS
CONTROL SEALS STATION 605.98
(BOTH SIDES)
HORN
DETAIL E DETAIL D
CABLE
STOPS
2
TURNBUCKLES R
1
(VIEW LOOKING DOWN)
L
L
C
DETAIL B B R
D 1. RUDDER TRIM TAB CABLE
2. RUDDER TRIM TAB CABLE
PRESSURE SEALS
FS 557.50
1 FS 545
CABLE STOPS 2
2
2 DETAIL C
1 FS 511
DETAIL A 1
TURNBUCKLES
1
FS 390 2
G L
R
CONDUIT TUBES
L
R STRAPS
1 D
2 2
2 A STRAPS
1 CONDUITS
2
1
FS 104 DETAIL G UC27B
FS 378 FS 408 030269AC.AI
Figure 201
Rudder Trim Tab Control System
Page 207
27-20-05 Nov 1/09
Page 208
Nov 1/09 27-20-05
1. TIE STRAPS
2. TURNBUCKLE
3. RIGHT - HAND THREADS
TERMINAL END
4. LEFT - HAND THREADS
TERMINAL END A
5. BLOCK (TEMPORARY)
6. CONDUIT TUBES
7. BRACKET
8. BRACKET
9. TURNBUCKLE
1
6
VIEW LOOKING DOWN

FS 408.25
(REF)
DETAIL A FWD
5 2 3 7 FS 378.25
(REF)
6 8 9 4
VIEW LOOKING DOWN

(CONDUIT TUBES MOVED AFT AND
BLOCK TEMPORARILY INSTALLED) FWD
UC27B
DETAIL A 043246AD.AI
Figure 202
Rudder Trim Tab Forward Cable Routing
Page 209
27-20-05 Nov 1/09
ED TAPERED PIN,
WASHER
CABLE AND NUT
DRUM
SHAFT A
WASHERS
CABLE
DRUM B FORWARD CABLE WITH
CABLE
C RIGHT - HAND THREADS
GUARD
DETAIL A TERMINAL END
FLAT SIDE
MARK ON CABLE OF DRUM
TO MIDDLE OF CABLE LOCK PIN
CABLE DRUM SLOT CABLE LOCK PIN
INSTALLED
FLAT SIDE
LEFT- HAND OF DRUM
THREADS SIDE
OF CABLE
FORWARD CABLE WITH
LEFT - HAND THREADS
TERMINAL END
(DRUM NOT FULLY WRAPPED)

RIGHT- HAND
THREADS SIDE
OF CABLE
DETAIL C
OFFSET
1.50 INCHES (CABLE GUARD NOT SHOWN)
DETAIL B
CABLE WITH RIGHT-HAND

BEGINNING AT THE FLAT
SIDE OF THE DRUM CABLE GUARD
FORWARD
SIDE OF FORWARD CABLE FORWARD CABLE
DRUM WITH RIGHT - HAND LEFT - HAND THREADS
CABLE WITH TERMINAL END
THREADS
LEFT - HAND
TERMINAL END
THREADS TAPE (TEMPORARY)
TERMINAL END
BEGINNING AT
THE SPROCKET (DRUM FULLY WRAPPED)
SIDE OF THE DRUM
DETAIL D DETAIL E
Figure 203
Rudder Trim Tab Forward Cable Drum Wrapping
Page 210
Nov 1/09 27-20-05
1. RIGHT SIDE PULLEY AND BRACKET

2. LEFT-HAND THREADED TERMINAL END CABLE
3. LEFT SIDE PULLEY AND BRACKET
4. RIGHT-HAND THREADED TERMINAL END CABLE
A
1
FWD
VIEW LOOKING UP
UC27B
DETAIL A 043274AB.AI

Page 211
27-20-05 Nov 1/09
5
6
6
10
9
6 A
B
8
FORWARD LOOKING AFT
DETAIL B
13
15
7 14
11
5. FORWARD (RIGHT - HAND THREADS 12

TERMINAL END) CABLE
6. FORWARD (LEFT - HAND THREADS
TERMINAL END) CABLE
7. CABLE DRUM
8. RIGHT SIDE PULLEY 6
9. LEFT SIDE PULLEY
10. PULLEYS AT FS 103.00 5
11. TAPERED PIN, WASHER AND NUT
12. FORWARD UNIVERSAL JOINT
13. CABLE DRUM SHAFT
14. CONTROL KNOB
15. WASHERS
DETAIL A
UC27B
043376AB.AI

Page 212
Nov 1/09 27-20-05
4
1. WASHERS
2. BRACKET
3. DRUM
4. PEDESTAL 3
5. DRUM GUARD
FWD
END PLAY
0.03 TO 0.063
VIEW LOOKING UP AT BOTTOM OF FWD

RUDDER TRIM TAB CABLE DRUM.
UC27B
045414AA.AI
Figure 205
Rudder Trim Tab Forward Drum Installation
Page 213
27-20-05 Nov 1/09
2. RUDDER TRIM TAB MIDDLE CABLE
A. Removal
rudder trim tab actuator cable drum to ensure the cable is not unwound from drums.
(1) Attach a red tag to the rudder trim tab control knob with the words “Do Not Operate, Maintenance
In Progress”.
(2) Remove the left side passenger seats and carpets as required to gain access to the trim tab
cables being removed (Ref. Chapter 25-20-00).
(3) Remove the left side passenger compartment floor access panels 16G, 16H and 16I to gain
access to the trim tab cables being removed (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
(4) Remove the aft floor access panels 15, 24 and 25 to gain access to the trim cables being removed
(5) Remove aft fuselage access panel 7 (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS).
(6) If equipped with electric elevator trim, remove the aft fuselage panel 8 (Ref. Chapter 6-50-00,
FUSELAGE ACCESS PANELS) and the elevator trim servo cover over the lower pulley bracket at
canted fuselage station 605.98.
(8) Slide the conduit tubes (2) forward as required to gain access to the turnbuckles (4 and 8).
(9) On the right side of the upper pedestal, move the rudder trim tab control knob to approximately
align the forward turnbuckles (4 and 8).
(10) Attach cable block (9) to the left and right forward cable, aft of the bracket (3) (FS 378.25) to
prevent the forward trim cables from moving.
(11) Install cable block (6) to the rudder trim tab actuator cables (4) at the lower pulley bracket (5) at
canted fuselage station 605.98 to prevent the rudder actuator trim cables from moving (Ref. Figure
207).
(12) Remove the turnbuckle safety clips and attach a tag with the words “left-hand threaded terminal
end” to the aft end of the outboard turnbuckle (4) (Ref. Figure 206).
(13) Disconnect the left-hand threaded terminal end (5) from the outboard turnbuckle (4) and attach a
feed line to the terminal end. Label the feed line with the words “left-hand threaded terminal end”.
(14) Remove the turnbuckle safety clips and attach a tag with the words “right-hand threaded terminal
end” to the aft end of the inboard turnbuckle (8).
(15) Disconnect the right-hand threaded terminal end (7) from the inboard turnbuckle (8) and attach a
feed line to the terminal end. Label the feed line with the words “right-hand threaded terminal end”.
(16) Remove cable guard pins from pulley brackets. Refer to Figure 201 for a general location of the
pulleys.
Page 214
Nov 1/09 27-20-05
(17) In the aft fuselage area at lower canted station 605.98 remove clips and disconnect the left-hand
threaded terminal end (2) from the inboard turnbuckle (3). Mark the turnbuckle “left-hand threaded
terminal end” (Ref. Figure 207).
(18) In the aft fuselage area at lower canted station 605.98 remove clips and disconnect the right-hand
threaded terminal end (8) from the outboard turnbuckle (7). Mark the turnbuckle “right-hand
threaded terminal end”.
(19) Using the feed lines, pull the left-hand threaded terminal end cable through the inboard pulley at
FS 511.
(20) Using the feed lines, pull the right-hand threaded terminal end cable through the outboard pulley at
FS 511.
(21) Using the feed lines, pull the left-hand threaded terminal end cable through the inboard pulley at
FS 545.
(22) Using the feed lines, pull the right-hand threaded terminal end cable through the outboard pulley at
FS 545.
(23) Lubricate the right-hand threaded terminal end cable with grease (1, Table 2, 27-00-00) and
carefully feed the terminal end through the inboard pressure seal at FS 557.50 (Ref. Figure 201).
(24) Lubricate the left-hand threaded terminal end cable with grease (1, Table 2, 27-00-00) and
carefully feed the terminal end through the outboard pressure seal at FS 557.50.
(25) Remove the inboard and outboard middle cables (1 and 9) from the airplane by feeding the cable
through the aft fuselage access panel 7 (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS)
(Ref. Figure 207).
(26) Disconnect and identify the feed lines from the inboard and outboard middle cable left and
right-hand threaded terminal ends and leave feed lines in place.
B. Installation
equipment.
rudder trim tab actuator cable drum to ensure the cable is not unwound from drums.
(1) Check cable for cleanliness and damage. Replace cable if necessary. Dip the cable in corrosion
preventative compound (4, Table 2, 27-00-00). Remove excess corrosion preventative by wiping
with a clean cloth.
Page 215
27-20-05 Nov 1/09
NOTE: The forward end of each cable has a longer terminal end.
(2) At the aft fuselage access panel 7 (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS) attach
the feed line labeled “right-hand threaded terminal end” to the longer right-hand threads terminal
end.
(3) At the aft fuselage access panel 7 (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS) attach
the feed line labeled “left-hand threads terminal end” to the longer left-hand threads terminal end.
NOTE: More than one person will be required to route the middle cable. Take precautions to keep
the cable clean and free from damage.
It is permissible to install cable guard pins as the cable is being routed.
(4) Lubricate the right-hand threaded terminal end cable with grease (1, Table 2, 27-00-00) and
carefully feed the terminal end through the inboard pressure seal at FS 557.50 (Ref. Figure 201).
(5) Lubricate the left-hand threaded terminal end cable with grease (1, Table 2, 27-00-00) and
carefully feed the terminal end through the outboard pressure seal at FS 557.50.
(6) Using the feed lines, pull the cable into the aft fuselage cargo area and route left-hand threaded
terminal end cable through the outboard pulley at FS 545.
(7) Using the feed lines, pull the cable into the aft fuselage cargo area and route right-hand threaded
terminal end cable through the inboard pulley at FS 545.
(8) Route left-hand threaded terminal end cable through the outboard pulley at FS 511 to the
turnbuckles in the aft fuselage area.
(9) Route right-hand threaded terminal end cable through the inboard pulley at FS 511 to the
turnbuckles in the aft fuselage area.
(10) Lubricate turnbuckles (4 and 8) at FS 390 with grease (1, Table 2, 27-00-00) for corrosion
protection prior to installation (Ref. Figure 206).
(11) Remove feed line, and attach the left-hand threads terminal end (5) to the outboard turnbuckle (4).
(12) Remove feed line, and attach the right-hand threads terminal end (7) to the inboard turnbuckle (8).
(13) Lubricate turnbuckles (3 and 7) at lower canted station 605.98 with grease (1, Table 2, 27-00-00)
for corrosion protection prior to installation (Ref. Figure 207).
(14) In the aft fuselage area at lower canted station 605.98 connect the left-hand threaded terminal end
(2) to the inboard turnbuckle (3).
(15) In the aft fuselage area at lower canted station 605.98 connect the right-hand threaded terminal
end (8) to the outboard turnbuckle (7).
(16) Tension the middle cables sufficient to prevent slack.
(17) Verify that the cable is routed properly as described in Steps (4) through (15).
(18) Remove cable block (6) at lower canted station 605.98.
(19) Remove cable block (9) at FS 378.25 (Ref. Figure 206).
Page 216
Nov 1/09 27-20-05
(20) Remove all tags from the cables and turnbuckles.
(21) Install all cable guard pins and pulleys removed during the RUDDER TRIM TAB MIDDLE CABLE
REMOVAL procedure. Ensure cables are engaged in the pulley grooves and all guard pins are
installed.
(22) Fill the pressure seal and lubricate the cables to one inch beyond the length of cable travel through
the pressure seals with grease (1, Table 2, 27-00-00).
(23) Perform the RUDDER TRIM TAB SYSTEM TENSION CHECK procedure (Ref. 27-20-07).
(24) Ensure turnbuckles (4 and 8) have been safety clipped and install conduit tubes (2) over the
turnbuckles (4 and 8) between the conduit brackets (6) FS 408.25 and (3) FS 378.25. Secure the
conduit tubes (2) with tie straps (1), forward of bracket (3) and aft of bracket (6) (Ref. Figure 206).
(25) Perform the RUDDER TRIM TAB SYSTEM FUNCTIONAL CHECK procedure (Ref. 27-20-07).
(26) Install the left side passenger compartment floor access panels 16G, 16H and 16I (Ref. Chapter
(27) Install the aft floor access panels 15, 24 and 25 (Ref. Chapter 6-50-00, FLOOR ACCESS
PANELS).
(28) Install left side passenger compartment carpet (Ref. Chapter 25-20-01) and seats (Ref. Chapter
25-20-00).
(29) Install the elevator trim servo cover over the lower pulley bracket at canted fuselage station
605.98, if equipped with electric elevator trim.
(30) If equipped with electric elevator trim, install aft fuselage panel 8 and the elevator trim servo cover
over the lower pulley bracket at canted fuselage station 605.98.
(31) Install aft fuselage access panel 7 (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS).
Page 217
27-20-05 Nov 1/09
1. TIE STRAPS
2. CONDUIT TUBES
3. BRACKET
4. TURNBUCKLE
5. LEFT-HAND THREADS
TERMINAL END A
6. BRACKET
7. RIGHT-HAND THREADS
TERMINAL END
8. TURNBUCKLE
1
2
VIEW LOOKING DOWN
FS 408.25 DETAIL A FWD

(REF)
5 4 3 FS 378.25
(REF)
7 8
6 9
VIEW LOOKING DOWN
(CONDUIT TUBES MOVED FORWARD AND
FWD
BLOCK TEMPORARILY INSTALLED) UC27B
A
043868AB.AI
DETAIL
Figure 206
Rudder Trim Tab Middle Cable
Page 218
Nov 1/09 27-20-05
A
1. INBOARD MIDDLE RUDDER TRIM CABLE
2. LEFT - HAND THREADED TERMINAL END
3. INBOARD TURNBUCKLE
4. RUDDER TRIM ACTUATOR CABLES
5. LOWER PULLEY BRACKET
6. CABLE BLOCK
7. OUTBOARD TURNBUCKLE
8. RIGHT HAND THREADED TERMINAL END
9. OUTBOARD MIDDLE RUDDER TRIM CABLE
3
2
1
5
6
FWD
(SERVO COVER REMOVED

8 FOR CLARITY, IF INSTALLED)
9
DETAIL A
UC27B
043869AA.AI
Figure 207
Rudder Trim Tab Middle Cable Aft Fuselage
Page 219
27-20-05 Nov 1/09
3. RUDDER TRIM TAB ACTUATOR AND CABLE
A. Removal
(1) Attach a red tag to the rudder trim control knob with the words “Do Not Operate, Maintenance In
Progress”.
(2) Remove vertical stabilizer access panel 24 (Ref. Chapter 6-50-00, STABILIZER ACCESS
PANELS).
(4) Remove aft fuselage floorboard panel 25 forward of the aft pressure bulkhead (Ref. Chapter
(5) Remove elevator trim servo cover over the lower pulley bracket at canted fuselage station 605.98,
if installed.
(6) Install cable blocks (3) to the rudder trim cables (2) at the first set of pulleys (4) forward of the aft
pressure bulkhead (1) (Ref. Figure 208).
(7) Remove the cable stop guard (2) from the lower pulley bracket (6) at canted fuselage station
605.98 (Ref. Figure 209).
(8) Remove rudder trim tab cable retaining pins (3) from both sets of pulleys in the aft fuselage area at
canted fuselage station 605.98.
NOTE: Each turnbuckle barrel (5) has a groove at one end to identify the left-hand threaded end.
(9) Attach a tag with the words “outboard cable left-hand threads terminal end” to the aft end of the
turnbuckle in the aft fuselage area.
(10) Disconnect the left-hand threads terminal end from turnbuckle and attach a feed line to the
terminal end. Label the feed line with the words “outboard cable left-hand threads terminal end”.
(11) Attach a tag with the words “inboard cable right-hand threads terminal end” to the aft end of the
turnbuckle in the aft fuselage area.
(12) Disconnect the right-hand threads terminal end from turnbuckle and attach a feed line to the
terminal end. Label the feed line with the words “inboard cable right-hand threads terminal end”.
The double clevis ends on the tab actuator push-pull rod is designed to tighten the outer
clevis with a binding action against the clevis bolt and the inner clevis, which removes free
play of the bolt in the hole. Loosen the outer clevis first (the larger nut) before removing
the clevis bolt.
(13) Loosen the large jam nut on the double clevis (3) (Ref. Figure 210).
Page 220
Nov 1/09 27-20-05
(14) Remove nut, washer and bolt (2) and disconnect the rudder tab push-pull rod double clevis (3)
from the rudder trim tab horn (6).
(15) Attach a feed line to the rod end double clevis (3).
(16) Tape cables together at the rudder trim actuator to prevent backlash or drum movement during
removal.
(17) With assistance, carefully feed the rudder trim tab cables through the pulleys at canted fuselage
station 605.98 and up through the vertical stabilizer bringing the cables out through the vertical
stabilizer access panel.
(18) Disconnect the feed lines from the cable terminal ends leaving the feed lines in place.
(19) Remove bolts, washers (4) and shim (5) (if installed) from the rudder trim tab actuator (3)
(Ref. Figure 211).
NOTE: Note the location of bolts (4) and shim (5) (if installed) being removed for later installation.
(20) Rotate the rudder trim tab actuator (3) clockwise (facing aft) and remove the elevator system cable
(1) from the cable fairlead (2) on the rudder trim actuator (3).
(21) Remove the rudder trim tab actuator (3) and rod from the airplane.
(22) Disconnect the feed line from the rod end clevis and leave in place.
B. Drum Cable Replacement

(1) Remove bolts (20), washers and nuts (19) from the rudder trim tab actuator (1) end cap
(Ref. Figure 212).
(2) Remove the elevator system cable fairlead bracket (21) from the rudder trim tab actuator end cap
(24).
(3) Remove the rudder trim tab actuator end cap (24) from the rudder trim tab actuator (1).
(4) Carefully remove the cable drum end cap bearing (23) from the actuator housing (22).
(5) Remove bolt, washer and nut (17) from the guide (18) on rudder trim tab actuator rod (3).
(6) Rotate the rod (3) counterclockwise and unscrew the rod (3) from the cable drum (25).
(7) Remove cable drum and cable (25) from the actuator housing (22).
(8) Unwind the cable from the cable drum.
(9) Remove the cable retaining pin from the drum and remove the cable.
(10) Check cable for cleanliness and damage. Replace cable if necessary. Dip the cable in corrosion
preventative compound (4, Table 2, 27-00-00). Remove excess corrosion preventative compound
by wiping with a clean cloth.
(11) Attach a tag labeled “outboard cable left-hand threads terminal end” to the outboard cable
left-hand threads terminal end.
Page 221
27-20-05 Nov 1/09
(12) Attach a tag labeled “inboard cable right-hand threads terminal end” to the inboard cable
right-hand threads terminal end.
(13) Wrap the rudder trim tab actuator left-hand threads terminal end and right-hand threads terminal
end on the cable drum as follows (Ref. Figure 213):
cable will occur.
(a) Align the terminal ends of the rudder trim actuator cable together and mark the middle of the
rudder trim actuator cable with ink or paint. Locate the side of the rudder trim actuator cable
with the left-hand threads terminal end. Position the middle of the cable in the middle of the
cable drum slot. With the left-hand threads terminal end side of the cable, on the large
bearing race side of the cable drum, install the cable lock pin in the middle of the cable drum
slot (Ref. Detail B).
grooves and work toward the middle of the drum (Ref. Detail C).
(c) Position the drum into the actuator housing and tape the rudder trim tab actuator cables
together just outside of the actuator housing to prevent cable backlash at the drum. When
applying tape to the cable, make sure the cables are separated (not crossed) so that it is
easy to identify which cable end winds off the outboard and inboard side of the drum.
(14) Rotate the actuator rod (3) clockwise and screw the rod (3) into the cable drum (25) until a
measurement of 1.31 ± 0.06 inches from the actuator housing (2) to the end of the rod (3) has
been obtained (Ref. Figure 212).
(15) Align the hole in the rudder trim tab actuator rod and install bolt, washer, and nut (17) through the
guide (18) and the rudder trim tab actuator rod (3).
(16) Carefully install the cable drum end cap bearing (23) in the actuator housing (22).
(17) Position the end cap (24) onto the rudder trim tab actuator (1).
(18) Position the elevator system cable fairlead bracket (21) onto the top of the rudder trim tab actuator
end cap (24) and install bolts (20), washers and nuts (19).
(19) With cable terminal ends together check the measurement from the actuator housing (2) to the
center of the rod end (6) for 2.50 ± 0.03 inches.
Steps:
(a) Remove safety wire from the jam nut (5) to the tab washer (4).
(b) Loosen jam nut (5) on rod end (6).
(c) Rotate the rod end (6) to obtain measurement of 2.50 ± 0.03 inches.
(d) Tighten the jam nut (5) to the rod end (6).
(e) Install safety wire from the jam nut (5) to the tab washer (6).
(21) Check the measurement of the actuator rod (10) for 14.60 ± 0.06 inches in length.
Page 222
Nov 1/09 27-20-05
(22) If no adjustment is required, proceed to the RUDDER TRIM TAB ACTUATOR AND CABLE
INSTALLATION procedure. If adjustment is required, perform the following Steps:
(a) Loosen jam nut (9) on the outer double clevis (7).
(b) Adjust the outer double clevis (7) until measurement is obtained.
(c) Tighten jam nut (9) on the outer double clevis (7) and check measurement.
C. Installation
(1) Attach the feed line to the rudder trim tab actuator rod double clevis end.
(2) Position rudder trim tab actuator (3) and push-pull rod in place and carefully feed the rudder trim
tab actuator push-pull rod through the rudder assembly (Ref. Figure 211).
(3) Rotate the rudder trim tab actuator (3) clockwise (facing aft) and install the elevator system cable
(1) into the cable fairlead (2) on the actuator.
(4) Align the rudder trim tab actuator mounting holes and install shim (5) (if installed), washers and
bolts (4). Bond shim (5) to the rudder trim tab actuator (3) flange using adhesive (170, Table 1,
Chapter 91-00-00).
(5) Attach feed lines to the rudder trim tab actuator cable (6) terminal ends.
(6) With assistance, carefully feed the rudder trim tab cables (6) down through the vertical stabilizer
and through both set of pulleys at canted fuselage station 605.98 to the turnbuckles in the aft
fuselage area.
(7) Lubricate all turnbuckles with grease (1, Table 2, 27-00-00) for corrosion protection prior to
installation.
(8) Remove feed line, and attach the left-hand threads terminal end to the turnbuckle.
(9) Remove feed line, and attach the right-hand threads terminal end to the turnbuckle.
(10) Tension the rudder trim cable sufficient to prevent slack.
(12) Install all cable guard pins removed from the upper and lower pulley brackets located at canted
fuselage station 605.98.
Page 223
27-20-05 Nov 1/09
(13) Install the cable stop guard (2) to the lower pulley bracket (6) located at canted fuselage station
605.98 (Ref. Figure 209).
(14) Connect rudder trim tab actuator rod outer double clevis end (3) to the rudder tab horn (6) using
bolt, washer and nut (2) (Ref. Figure 210).
NOTE: Tighten the large nut of the double clevis first, then the small nut.
(15) Remove cable blocks (3) from trim tab cables (2) in the aft fuselage area (Ref. Figure 208).
(16) Rig the rudder trim tab system (Ref. 27-20-07, RUDDER TRIM TAB SYSTEM RIGGING).
(17) Secure the turnbuckles with the safety clips.
(18) Install servo cover over the lower pulley bracket at canted fuselage station 605.98, if installed.
(19) Install vertical stabilizer access panel 24 (Ref. Chapter 6-50-00, STABILIZER ACCESS PANELS).
(21) Install aft floorboard access panel 25 (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
Page 224
Nov 1/09 27-20-05

2. RUDDER TRIM TAB CABLES
3. CABLE BLOCK
A
4. PULLEYS
1 2
FWD
DETAIL A UC27B
043139AB.AI
Figure 208
Rudder Trim Tab Cable Block
Page 225
27-20-05 Nov 1/09
1. CABLE STOP
2. CABLE STOP GUARD
3. CABLE RETAINING PIN
4. RUDDER TRIM TAB CABLES A
5. TURNBUCKLE
6. LOWER PULLEY BRACKET
FWD
6 3

FOR CLARITY, IF INSTALLED)
DETAIL A UC27B
043140AA.AI
Figure 209
Cable Stop Guard and Retaining Pin
Page 226
Nov 1/09 27-20-05
1. RUDDER TRIM TAB

3. DOUBLE CLEVIS
4. RUDDER
6. RUDDER TRIM TAB HORN A
4
3
DETAIL A UC27B
043141AB.AI
Figure 210
Rudder Trim Tab Double Clevis
Page 227
27-20-05 Nov 1/09
1. ELEVATOR SYSTEM CABLE

2. CABLE FAIRLEAD
3. RUDDER TRIM TAB ACTUATOR A
4. BOLTS AND WASHERS
5. SHIM ( IF INSTALLED)
3 4
2
1
FWD
DETAIL A UC27B
043142AB.AI
Figure 211
Rudder Trim Tab Actuator Removal
Page 228
Nov 1/09 27-20-05
1. RUDDER TRIM TAB ACTUATOR 18. GUIDE

2. ACTUATOR HOUSING 19. WASHER, NUT
3. ACTUATOR ROD 20. BOLT, WASHER
4. TAB WASHER 21. ELEVATOR CABLE FAIRLEAD
5. ROD END JAM NUT BRACKET
6. ROD END 22. RUDDER TRIM TAB ACTUATOR
7. OUTER CLEVIS
8. AFT CLEVIS JAM NUT
HOUSING
23. CABLE DRUM END
A
9. SMALL JAM NUT CAP BEARING
10. PUSH-PULL ROD 24. RUDDER TRIM TAB ACTUATOR
11. FORWARD CLEVIS JAM NUT END CAP
12. BOLT, WASHER AND NUT 25. DRUM AND CABLE
13. BUSHING
14. INSPECTION HOLE
15. LEFT CABLE
16. RIGHT CABLE
B
1
2
6
3 4 5
20 14
12
13 11
10
9
8
DETAIL A 7
15
16
C 17 18
22
23 20
21
24
19
DETAIL B
25
DETAIL C UC27B
043144AB.AI
Figure 212
Rudder Trim Tab Actuator Cable Drum
Page 229
27-20-05 Nov 1/09
B
C
D
FWD
LARGE
DETAIL A BEARING
RACE SIDE
CENTER OF
CABLE
CABLE LOCK PIN
(PART OF CABLE ASSEMBLY)
SIDE WITH
LEFT-HAND
THREADS
TERMINAL
END.
SIDE WITH
RIGHT-HAND START WRAPPING OUTSIDE
THREADS GROOVES MOVING INWARD
TERMINAL 4 1/4 TURNS. BOTH SIDES
END. DETAIL B
SIDE WITH
DETAIL C
RIGHT-HAND
THREADS
TERMINAL
SIDE WITH
END.
LEFT-HAND
THREADS
TERMINAL
END.
DRUM FULLY WRAPPED
DETAIL D
Figure 213
Rudder Trim Tab Actuator Cable Drum Wrapping
Page 230
Nov 1/09 27-20-05
FLIGHT CONTROLS
RUDDER TRIM TAB INDICATOR
27-20-06
200200
1. RUDDER TRIM TAB CONTROL
A. Removal
(1) Remove the right flight compartment pedestal side panel.
(2) Position the rudder trim control dial (2) to 0 (Ref. Figure 201).
(3) Loosen the setscrew (7) in the rudder trim control knob (1).
(4) Remove the rudder trim control knob (1).
(6) Pull up and remove the rudder trim control dial (2).
(7) Remove the gear (3).
(8) Through the right side pedestal, remove the safety wire from the upper portion of the universal
joint (6) securing the upper pin (5).
(9) Remove the upper pin (5) from the universal joint (6).
(10) Remove the shaft (4) from the pedestal.
B. Installation
(1) Install the shaft (4) into the pedestal (Ref. Figure 201).
(2) Through the right side pedestal, Install the upper pin (5) into the universal joint (6) and safety wire.
(3) Install the large gear (3).
(4) Install the rudder trim control dial (2).
(6) Install the rudder trim control knob (1). Apply Loctite 242 to the setscrew (7) threads and tighten.
(7) Perform the RUDDER TRIM TAB ADJUSTMENT procedure in this section.
(8) Install the right flight compartment pedestal side panel.
C. Indicator- Adjustment
The trim tab indicator should correspond to the tab position. If proper indication cannot be achieved by
adjusting the tab clevis rod, adjustment of the indicator can be accomplished as follows:
(2) Install rig pin (2) (19, Table 7, 91-00-00) in the rudder aft torque tube (1) (Ref. Figure 202).
Page 201
27-20-06 Nov 1/09
(3) Loosen the setscrew (7) in the side of the rudder trim control knob (1) (Ref. Figure 201).
(5) Remove snap ring (8).
(6) Pull the rudder trim control dial (2) up until it turns freely.
(7) Turn the dial (2) to the desired position and lower to engage the gear (3).
(10) Remove the rig pin (2) from the rudder aft torque tube (1) (Ref. Figure 202).
D. Inspection
(1) Position the rudder trim control dial (2) to 0 (Ref. Figure 201).
(2) Loosen the setscrew (7) in the rudder trim control knob (1).
(5) Pull up and remove the rudder trim control dial (2).
(6) Inspect the gear (3) and the shaft (4) for distortion and missing teeth.
(7) Install the rudder trim control dial (2).
Page 202
Nov 1/09 27-20-06
1. RUDDER TRIM CONTROL KNOB

2. RUDDER TRIM CONTROL DIAL
3. GEAR
4. SHAFT
5. PIN UPPER
6. UNIVERSAL JOINT
7. SETSCREW
8. SNAP RING
5
6
DETAIL A UC27B
041808AA.AI
Figure 201
Rudder Trim Tab Control
Page 203
27-20-06 Nov 1/09

2. RIG PIN
1
2
INSTALLED.
VIEW A
UC27B
041711AC.AI
Figure 202
Rudder Aft Torque Tube Installation
Page 204
Nov 1/09 27-20-06
FLIGHT CONTROLS
RUDDER TRIM TAB CONTROL SYSTEM
27-20-07
200200
1. PROCEDURES
A. Rigging
equipment.
The rudder control system must be properly rigged before the rudder trim tab
system can be rigged. Failure to do so may result in injury to personnel and damage
to equipment.
grommets, rub strips, blocks or guide fairings. Where contact of the control cables does
required to move the cables to a position of no contact. At no time should flight control
(1) Remove left side passenger compartment seats as necessary to access floorboard panels for
rudder trim tab cable turnbuckle access (Ref. Chapter 25-20-00, PASSENGER SEAT REMOVAL).
(2) Remove left side passenger compartment carpet as necessary to access floorboard panels for
rudder trim tab cable turnbuckle access (Ref. Chapter 25-20-01, CARPET REMOVAL AND
INSTALLATION).
(3) Remove left side passenger compartment floorboard number 16H panel, for rudder trim tab cable
turnbuckle access (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
PANELS).
(5) Remove vertical stabilizer panel 24, if required to shim rudder trim tab actuator (Ref. Chapter
6-50-00, STABILIZER ACCESS PANELS).
(6) Airplanes equipped with Mechanical Steering (Ref. Chapter 32-50-00, MECHANICAL STEERING
- MAINTENANCE PRACTICES) must have the steering system as if the airplane was in flight. The
airplane must be placed on jacks and the steering disconnect actuator must be in the extended
position. This is accomplished by performing the following:
(a) Perform THREE-POINT JACKING (PREFERRED PROCEDURE) procedure (Ref. Chapter

7-10-00).
(b) Apply electrical power to the airplane. The mechanical steering disconnect actuator should
extend.
(c) Verify that the mechanical steering disconnect actuator located on the left side of the nose
Page 201
27-20-07 Nov 1/09
(7) Perform RUDDER TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02).
(8) Install rig pin (2) (7, Table 1, 27-00-00) in the hole in the rudder aft torque shaft (1) assembly.
Using minimum force, try to manually move the rudder to verify proper rig pin installation.
(Ref. Figure 204).
(9) Perform RUDDER TRIM TAB TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02).
(10) Through the left side aft fuselage floorboard panels remove the tie straps (1) securing the conduit
tubes (5) over the rudder trim cables (Ref. Figure 205).
(11) Slide the conduit tubes (5) aft as required to gain access to the turnbuckles (2 and 8).
(12) Check the rudder trim cable tension by performing the following Steps:
tension.
(b) Measure the temperature in the compartment next to the rudder trim tab cables near the
turnbuckles in the aft passenger compartment.
(c) Refer to Rudder Trim Tab Cable Tension Graph Figure 201 and read the pounds of tension
required for the measured temperature. It is permissible to measure tension at any point of
the rudder trim system.
and measure the cable tension of both cables. Cable diameter is noted in Figure 201.
NOTE: Cable tension tolerance is +3/ -2 lbs of the tension found in Figure 201.
(13) If no adjustment is needed, proceed to Step (14). If adjustment is needed, perform the following
Steps:
(a) Remove the safety clips from the rudder trim tab cable turnbuckles.
WARNING: If cable tension at any time is below 5 pounds, check all rudder trim
(b) Adjust the cable tension by adjusting turnbuckles at fuselage station 390 or the aft fuselage
area equally to the tension value needed at the current temperature found in Figure 201.
NOTE: Each turnbuckle barrel has a groove at one end to identify the left-hand threaded
end.
(c) Using the rudder trim control knob on the pedestal cycle the trim tab system three times to
equalize the cable tension throughout the system and check the cable tension. If tension is
out of limits, repeat Step (13) (b).
(d) Install the safety clips to the rudder trim tab cable turnbuckles.
(14) Slide the conduit tubes (5) forward as required to cover the rudder trim tab cable turnbuckles
(2 and 8) (Ref. Figure 205).
Page 202
Nov 1/09 27-20-07
(15) Secure the conduit tubes (5) with tie straps (1), forward of bracket (6) and aft of bracket (7).
(16) Remove the rig pin from the rudder aft torque shaft (1).
(17) Using minimum force, move the rudder to the left or right position to access the rudder trim tab
actuator housing and rod ends.
(18) Using the rudder trim control knob on the pedestal move the trim tab cables to obtain 2.50 inches
from the rudder trim actuator housing to the center of the rod end. (Ref. Figure 202).
(19) Move rudder back to neutral (0° deflection).
(20) Install rig pin (2) (7, Table 1, 27-00-00) in the rudder aft torque shaft (1) assembly. Using minimum
force try to manually move the rudder to verify proper rig pin installation. (Ref. Figure 204).
NOTE: With the dimension required in Step (18) properly set, the rudder rig pin installed and the
rudder at neutral, the rudder trim tab must also be at neutral (0° deflection).
(21) Check the rudder trim tab for neutral (0° deflection).
Steps:
(a) Loosen large jam nut (9) on clevis (10) and remove nut, washer and bolt. Discard nut
(Ref. Figure 202).
(b) Disconnect the rod clevis (10) from the rudder trim tab horn (4).
NOTE: The double clevis ends on the trim tab actuator push-pull rod is designed to tighten
the outer clevis with a binding action against the clevis bolt and the inner clevis,
which removes free play of the bolt in the hole. Loosen the outer clevis first (the
larger nut) before removing the clevis bolt.
(c) Adjust the push-pull rod (7) by loosening the jam nut (8) from the clevis (10) and rotating the
clevis (10) to bring the rudder trim tab to 0° position.
(d) After adjustment, the push-pull rod stud must be visible through the inspection hole in the
clevis (10).
(e) Tighten the jam nut (8), taking care not to alter push-pull rod (7) adjustment.
(f) Temporarily connect the rod clevis (10) to the rudder trim tab horn (4) using bolt, washer and
nut.
(23) Rotate the rudder trim control knob on the pedestal to the full nose left stop. Verify the cable stop
(2) contacts the cable stop guard (3) located in the aft fuselage area (Ref. Figure 203).
(24) Using the rudder trim tab travel board, check the rudder trim tab for a deflection of 15° to 16.5°
right from neutral.
(25) Rotate the rudder trim control knob on the pedestal to the full nose right stop. Verify the cable stop
(2) contacts the cable stop guard (3) located in the aft fuselage area.
(26) Using the rudder trim tab travel board, check the rudder trim tab for a deflection of 15° to 16.5° left
from neutral.
Page 203
27-20-07 Nov 1/09
Steps:
(a) Remove safety wire (1) from the cable stop(s) (2) located in the aft fuselage area.
(b) Loosen the cable stop(s) (2) and adjust as needed to achieve proper deflection.
(c) Tighten cable stop(s) (2) and torque 40 to 45 inch-pounds and safety wire (1).
NOTE: Wrap five turns on each end of safety wire on end opposite to cable stop contact
area.
(d) Repeat Steps (23) through (27).
(28) Using the rudder trim control knob on the pedestal move the rudder trim tab to 0° (neutral)
position, per the travel board.
(29) Using rudder travel board with the rudder trim travel board, perform the following:
(a) Remove the rig pin from the rudder aft torque shaft (1).
(b) Disconnect the trim tab from the push-pull rod and align the trim tab with the rudder.
(c) Move the rudder surface to the full left position. Measurement should be 25° +1°/ -0°
deflection.
(d) Connect the trim tab and check measurement on the trim travel board. The trim tab must be
10° ± 1° left at full left rudder.
(e) Disconnect the trim tab from the push-pull rod and align the trim tab with the rudder.
(f) Move the rudder surface to the full right position. Measurement should be 25° +1°/ -0°
deflection.
(g) Connect the trim tab and check measurement on the trim travel board. The trim tab must be
10° ± 1° right at full right rudder.
Steps
(a) A maximum of one laminated shim (5) (P/N 101-524078-3) may be placed between the
adapter and the base of the actuator (Ref. Figure 206).
(b) Adjustment of the actuator is accomplished by removing laminations from the shim as
required to obtain the correct anti-servo trim tab position.
NOTE: To increase the anti-servo, install shim under the left side of the actuator flange. To
decrease anti-servo, install the shim under the right side of the actuator flange. Add
or remove shim laminations under only one side of the actuator.
(c) Repeat Steps (28) through (30).
NOTE: The bolt must be installed with the head of the bolt up.
(31) Install the rod clevis (10) to the rudder trim tab horn (4) using bolt, washer and a new nut.
Page 204
Nov 1/09 27-20-07
(32) Tighten large aft jam nut (9) to aft clevis (10).
(33) Install a rig pin (2) (7, Table 1, 27-00-00) in the rudder aft torque shaft (1) (Ref. Figure 204).
(34) Rotate the rudder trim tab control knob on the pedestal so the trim tab is positioned at neutral
(0° deflection). The 0 mark on the trim tab indicator must align with the triangle mark on the
pedestal edgelighted panel. If required, perform the RUDDER TRIM TAB INDICATOR
ADJUSTMENT procedure (Ref. 27-20-06).
(35) Turn the rudder trim tab control knob on the pedestal counterclockwise, verify that the trim tab
moves right.
(36) Turn the rudder trim tab control knob on the pedestal clockwise, verify that the trim tab moves left.
(37) Remove the rig pin from the rudder aft torque shaft (1).
(38) Perform the RUDDER OPERATIONAL CHECK procedure (Ref. 27-20-02).
(39) Remove the rudder trim tab travel board.
7-10-00).
(42) Install vertical stabilizer panel 24, if removed (Ref. Chapter 6-50-00, STABILIZER ACCESS
PANELS).
PANELS).
(44) Install left side passenger compartment floorboard panel number 16H (Ref. Chapter 6-50-00,
(45) Install left side passenger compartment carpet removed for floorboard access (Ref. Chapter
25-20-01, CARPET REMOVAL AND INSTALLATION).
(46) Install left side passenger compartment seats removed for floorboard access (Ref. Chapter
25-20-00, PASSENGER SEAT INSTALLATION).
(1) Rotate the rudder trim tab control knob counter clockwise and make sure that the rudder trim tab
moves right smoothly with no unusual noise or binding.
(2) Rotate the rudder trim tab control knob clockwise and make sure that the rudder trim tab moves
left smoothly with no unusual noise or binding.
(3) If requirements are not met, perform the RUDDER TAB CONTROL RIGGING procedure in this
section.

Page 205
27-20-07 Nov 1/09
(2) Rotate the rudder trim tab control knob to the full left and full right position three cycles to equalize
system tension.
tension.
(b) Measure the temperature in the compartment next to the rudder trim tab control cables.
(c) Refer to Rudder Trim Tab Cable Tension Graph Figure 201 and read pounds of tension for
(d) Position a cable tensiometer (4, Table 1, 27-00-00) on the rudder trim tab cables and
NOTE: Trim tab cable tension tolerance is +3/ -2 pounds.
(e) If cable tension does not require adjustment, proceed to Step (4). If cable tension requires
adjustment, perform the RUDDER TRIM TAB CONTROL RIGGING procedure in this
section.
(5) Perform the RUDDER TRIM TAB OPERATIONAL CHECK procedure in this section.
D. Functional Check
(2) Install rig pin (2) (7, Table 1, 27-00-00) in the rudder aft torque shaft (1) (Ref. Figure 204).
(3) Perform the RUDDER TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02). Verify that
the rudder is at 0°. If the rudder is not at 0°, perform the RUDDER CONTROL SYSTEM RIGGING
(4) Perform the RUDDER TRIM TAB TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02).
(5) Rotate the trim tab control knob counter clockwise to the full left position and make sure that the
trim tab moves to the full right position 15° to 16.5° smoothly with no unusual noise or binding.
(6) Rotate the trim tab control knob clockwise to the full right position and make sure that the trim tab
moves to the full left position 15° to 16.5° smoothly with no unusual noise or binding.
(7) If rudder trim tab requires adjustment, perform the RUDDER TRIM TAB CONTROL RIGGING
procedure in this section.
(8) Remove rig pin (1) from the rudder aft torque shaft (1) (Ref. Figure 204).
Page 206
Nov 1/09 27-20-07
(9) Install the aft fuselage panel 8 (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS).
(10) Remove the rudder trim tab travel board.
TOLERANCE:
+3, -2 POUNDS OF TENSION
1/16" DIAMETER RUDDER TAB CABLE TENSION GRAPH
40
30
POUNDS OF TENSION
20
10
UC27B
042490AA.AI
Figure 201
Rudder Trim Tab Cable Tension Graph
Page 207
27-20-07 Nov 1/09
1. RUDDER TRIM TAB

2. RUDDER
4. RUDDER TRIM TAB CONTROL HORN
5. RUDDER TRIM TAB ACTUATOR
7. PUSH-PULL ROD
8. ADJUSTMENT STUD
9. AFT CLEVIS JAMNUT
10. AFT CLEVIS
3 A
11. FORWARD CLEVIS 2
12. FORWARD CLEVIS JAMNUT
B
4
DETAIL A
5
*
2. 50 S
CH E
IN
6
11
12
9 8
10
DETAIL B UC27B
042197AA.AI
Figure 202
Rudder Trim Tab Actuator Adjustment
Page 208
Nov 1/09 27-20-07
1. SAFETY WIRE
2. CABLE STOP
3. CABLE STOP GUARD
4. TRIM TAB CABLES
5. TURNBUCKLE
A
FWD

FOR CLARITY, IF INSTALLED)
DETAIL A UC27B
042199AA.AI
Figure 203
Rudder Trim Cable Stop
Page 209
27-20-07 Nov 1/09

2. RIG PIN
1
2
INSTALLED.
VIEW A
UC27B
041711AC.AI
Figure 204
Rudder Aft Torque Shaft Rig Pin Installation
Page 210
Nov 1/09 27-20-07
1. TIE STRAPS
2. TURNBUCKLE
TERMINAL END
TERMINAL END
5. CONDUIT TUBES
6. BRACKET
7. BRACKET
A
8. TURNBUCKLE
1 5
VIEW LOOKING DOWN
DETAIL A FWD
5 FS 408.25 (REF)
8 4 FS 378.25 (REF)
2 6
3
7 VIEW LOOKING DOWN

(CONDUIT TUBES MOVED AFT AND FWD
BLOCK TEMPORARILY INSTALLED)
UC27B
DETAIL A 042919AA.AI
Figure 205
Rudder Trim Cable Turnbuckle Location
Page 211
27-20-07 Nov 1/09
1. ELEVATOR SYSTEM CABLE

2. CABLE FAIRLEAD
3. RUDDER TRIM TAB ACTUATOR A
4. BOLTS AND WASHERS
5. SHIM ( IF INSTALLED)
3 4
2
1
FWD
DETAIL A UC27B
043142AB.AI
Figure 206
Rudder Trim Tab Actuator Removal
Page 212
Nov 1/09 27-20-07
FLIGHT CONTROLS
FLIGHT CONTROLS ASSIST SYSTEMS
27-21-00

00
1. GENERAL
A. Stability Augmentation System (Yaw Damper)

The Stability Augmentation Computer System is installed on airplanes not equipped with an autopilot, to
aid the pilot with directional control (yaw damper).
The yaw damper portion of this computer system senses changes in compass headings, which it
converts into directions sent to the electric rudder servo. The electric rudder servo in turn operates the
rudder control cables, moving the rudder in the appropriate direction to stabilize the yaw axis of the
airplane.
To activate the yaw damper portion of this system, the pedestal mounted yaw damper control switch
must be moved to the YAW DAMP position. Activation of this system also requires that the airplane's
MASTER SWITCH-BATT switch be in the ON position and either No. 1 or No. 2 inverter be selected.
The system may be disengaged by momentarily pressing the control wheel mounted YD DISC switch.
A test circuit, which tests the functional integrity of the yaw damper system, is an integral function of the
computer and is energized by pressing the YD ENGAGE annunciator light on the instrument panel. A
positive test of the yaw damper system is indicated when the YD ENGAGE annunciator is extinguished
and the yaw damper system is disengaged. In order to engage the yaw damper system after testing, the
yaw damper switch must then be returned to the YAW DAMP position.
If the airplane is equipped with a Hawker Beechcraft Corporation installed autopilot, the autopilot will
incorporate the yaw damper capabilities. Refer to the appropriate autopilot flight manual supplement for
details which may vary from the above description.
Refer to Figure 1 for Yaw Damper System Wiring Diagram.
Page 1
27-21-00 Nov 1/09
Figure 1
Yaw Damper System Wiring Diagram
Page 2
Nov 1/09 27-21-00
FLIGHT CONTROLS
FLIGHT CONTROL ASSIST SYSTEMS
200200
1. PROCEDURES
Information concerning location, removal and installation instructions for the electrical components of this
system are found in Chapter 39.
Page 201
27-21-00 Nov 1/09
FLIGHT CONTROLS
ELEVATOR
27-30-00
200200
1. PROCEDURES
A. Removal
NOTE: Removal of the elevator static wicks will prevent accidental damage (Ref. Chapter 23-60-00,
STATIC DISCHARGE - MAINTENANCE PRACTICES).
(1) Remove access panels 15 and 18 (Ref. Chapter 6-50-00, STABILIZER ACCESS PANELS).
(2) Remove access panel 34 on the left and right side of the vertical stabilizer (Ref. Chapter 6-50-00,
aft bellcrank through vertical stabilizer (4). Look at the opposite side of the vertical stabilizer to
verify that the rig pin has protruded. Using minimum force try to manually move the elevators up
and down to verify that the rig pin is correctly installed and that the elevators do not move
(Ref. Figure 204).
(4) Remove elevator mount bolt access plugs (2) from the top and bottom of the elevator surface (1)
(Ref. Figure 201).
NOTE: The double clevis end (3) on trim tab push-pull rod (4) is designed to tighten the outer
clevis with a binding action against clevis bolt (6) and the inner clevis, which prevents
turning of the bolt in the hole. Loosen the outer clevis first, (the larger nut) (5) before
removing the clevis bolt (6) (Ref. Figure 203).
(5) Loosen clevis jam nut (5) and remove the bolt, nut and washer (6). Disconnect push-pull rod (4)
from the elevator trim tab control horn (2). Do not change the adjustment of the push-pull rod (4)
end.
(6) Disconnect the three bonding jumpers (9) between the elevator (1) and the horizontal stabilizer
hinge brackets (8) (Ref. Figure 201).
NOTE: Observe the number and position of washers (7) and the position of the safety wire
bracket (2) in order to facilitate installation (Ref. Figure 202).
(7) Remove safety wire (3), bolt (4), safety wire bracket (2) and washers (7), which attach the torque
tube (9) to the support bracket (8).
(8) Remove the nuts and washers (5) from the mount bolts (3) (Ref. Figure 201).
(9) Remove the bolt, nut, and washer (10) and disconnect elevator push-pull rod (5) from the elevator
control horn (6) (Ref. Figure 202).
NOTE: Note the length and position of each bolt (3) for reference upon installation. Bushings (11)
may stay with the bolts during removal; if they do, note their length and position
(Ref. Figure 201).
(10) With assistance, remove the mount bolts (3) from brackets (4) and carefully remove the elevator
(1) from the horizontal stabilizer.
Page 201
27-30-00 Nov 1/09
(11) Perform the ELEVATOR INBOARD, CENTER AND OUTBOARD HINGE INSPECTION procedure
in this section. Repair or replace parts as required.
B. Installation
WARNING: Any time the push-pull rods are installed or adjusted, the inspection hole near the
ends of the push-pull rods must be checked to ascertain that the threads of the end
fittings are visible.
NOTE: Any repair, modification, painting, or replacement of the elevator or tab will require balancing
(Ref. Chapter 55-20-00, BALANCING PROCEDURES).
If the same elevator is being installed that was removed, inspected in accordance with the
ELEVATOR INBOARD, CENTER AND OUTBOARD HINGE INSPECTION procedure in this
section and no maintenance has been performed upon this elevator, then proceed to Step (2).
(1) Perform the ELEVATOR INBOARD, CENTER AND OUTBOARD HINGE INSPECTION procedure
in this section. Repair or replace parts as required.
(2) If hinge bolts (6), nuts, washers, and cotter pin (10) were loosened or replaced, they must be
tightened to a torque of 40 to 50 inch-pounds. Start the procedure at the inboard hinge and work
outboard to the outboard hinge. After torquing, the bolt shall not rotate under 15 to 20 inch-pounds
of torque applied to the bolt. It is permissible to tighten to 60 inch-pounds if cotter pin holes do not
align. Do not loosen the nut to align cotter pin holes. If torque requirements cannot be met, add or
remove washers as required and repeat this Step (Ref. Figure 201).
NOTE: The bolts (3) must be installed with the heads up. Ensure the bolts (3) and bushings (11)
are installed in the position noted in the ELEVATOR REMOVAL procedure.
(3) With assistance, guide the elevator (1) into position on the horizontal stabilizer. Ensure all hinges
are aligned. Install the attaching bolts (3), bushings (11), washers and nuts (5). Do not tighten at
this time.
(4) Install bolt (4), washers (7), and safety wire bracket (2). A gap of 0.060 to 0.092 inch must be
maintained between the support bracket (8) and the safety wire bracket (2). Use AN960-516 or
AN960-516L washers as required to control the noted gap. It is permissible to install one
AN960-516 or AN960-516L washer between the support bracket (8) and the torque tube (9); if this
is done, a NAS1305-23H bolt must be used in place of the NAS1305-22H bolt. When the above
conditions are satisfied, torque the bolt to 56 to 78 inch-pounds (Ref. Figure 202).
(5) Torque the inboard hinge bracket mount bolt first and work outboard to the outboard hinge
bracket. Torque the mount bolts (3) 50 to 80 inch-pounds. After torquing, the bolt shall not rotate
when 25 to 35 inch-pounds of torque is applied to the bolt (3). If requirements can not be met
replace the mount bolt, nut, washer and bushing (3, 5 and 11) and repeat this Step (Ref. Figure
201).
(6) Connect the three bonding jumpers (9) between the elevator (1) and the horizontal stabilizer hinge
bracket (8).
(7) Perform the ELECTRICAL BONDING CHECK procedure (Ref. Chapter 20-00-01).
(8) Align the elevator push-pull rod (5) with the elevator control horn (6) and install the bolt, nut, and
washer (10) (Ref. Figure 202).
Page 202
Nov 1/09 27-30-00
(9) Align the elevator trim tab double clevis end (3) with the trim tab control horn (2) and install the
bolt, nut, and washer (6) and tighten the clevis jam nut (5) (Ref. Figure 203).
(10) With full elevator down and elevator trim tab at trailing edge full down, check that there is
clearance between the elevator trim tabs and the top of the rudder at full left and full right rudder.
(11) With assistance, move the elevator from full down to full up as many times as necessary to assure
clearance between the elevators and the horizontal stabilizer. Inspect for 0.137 inch minimum
clearance between the leading edge (nose) of the elevators and any part of the horizontal
stabilizer trailing edge at any position of the elevators.
(12) Move the elevators from full down to full up as many times as necessary to assure clearance
between the elevators and the aft fairing. Inspect for 0.12 inch minimum clearance between the
inboard end of the elevators and the aft fairing (tail cone) at any position of the elevators.
(13) Move the elevator from full down to full up as many times as necessary to assure clearance
between the elevators and the horizontal stabilizer. Inspect the outboard end of the elevators
where the balance weights are installed. There must be clearance between the elevator and the
horizontal stabilizer at any position of the elevators. Examine the leading edge and the inboard
side of the balance weights for protruding screw heads.
(14) Perform the ELEVATOR FREEPLAY CHECK procedure in this section.
(15) Perform the ELEVATOR TRIM TAB FUNCTIONAL CHECK procedure (Ref. 27-30-05).
(16) Perform the ELEVATOR FUNCTIONAL CHECK procedure (Ref. 27-30-02). If the elevators do not
pass the ELEVATOR FUNCTIONAL CHECK, perform the ELEVATOR CONTROL SYSTEM
RIGGING procedures (Ref. 27-30-02).
CAUTION: Carefully lower the elevator surface. Do not allow the elevator to free fall to the down
position. This could cause damage to the elevator system.
(17) Remove the elevator aft bellcrank rig pin (3) (Ref. Figure 204).
(18) Install access panel 34 on the left and right side of the vertical stabilizer (Ref. Chapter 6-50-00,
(19) Install access panels 15 and 18 (Ref. Chapter 6-50-00, STABILIZER ACCESS PANELS).
C. Freeplay Check
NOTE: Movement or jarring of the airplane will invalidate the elevator freeplay check. The airplane
should be placed in a hangar and no personnel in or on the airplane during the freeplay check.
(2) Move the elevator surface (1) and install a rig pin (3) (7, Table 1, 27-00-00) in the aft elevator
bellcrank through the vertical stabilizer (4). Look at the opposite side of the vertical stabilizer to
and down to verify that the rig pin is correctly installed and that the elevators do not move
(Ref. Figure 204).
Page 203
27-30-00 Nov 1/09
(3) Visually inspect the elevator for any damage, for security of the hinge attach points and for
tightness of the actuating system.
(4) Perform the ELEVATOR TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02).
(5) Apply tape (for paint protection) on the top surface one inch forward of the elevator trailing edge
just left or right of the elevator travel board (6). This will be the point of pressure against the
elevator (3) by the push-pull scale (Ref. Figure 205).
(6) Apply tape in the corresponding position on the bottom surface of the elevator (3).
(7) Attach a scale (8) or a dial indicator (1) to the elevator travel board (6) to measure the up and
down movement at the elevator (3) trailing edge.
(8) If using the dial indicator (1) perform the following Steps:
(a) Position the dial indicator (1) so the stem (2) is 0.50 inch from the trailing edge of the elevator
and is depressed 0.10 inch when in contact with the elevator (3) surface initially. Turn the
rotating face of the dial indicator (1) to zero. Do not reset the dial indicator during this
procedure.
(b) With a push-pull scale (6, Table 1, 27-00-00) against the top of the elevator (3), apply four
pounds of downward load. Record the dial reading.
(c) Apply four pounds upward load on the bottom surface of the elevator (3). Record the dial
reading.
(d) Proceed to Step (10).
(9) If using the scale perform the following Steps:
(a) Attach the scale (8) to the elevator travel board (6) with tape (7).
(b) With a push-pull scale (6, Table 1, 27-00-00) against the top of the elevator (3), apply four
pounds of downward load. Record the scale reading.
(c) Apply four pounds upward load on the bottom surface of the elevator (3). Record the scale
reading.
(d) Proceed to Step (10).
NOTE: The maximum freeplay travel limit is the total difference between the upward and
downward load readings.
(10) The maximum freeplay travel limit is 0.12 inch. Excess movement must be corrected.
(11) If freeplay limits are exceeded, inspect all components for corrosion, cracks, wear, condition of
fasteners and loose or missing rivets. Inspect the elevator horn attachment and inboard torque
tube attachment for corrosion, cracks, wear, condition of fasteners and loose or missing rivets.
Perform the ELEVATOR INBOARD, CENTER AND OUTBOARD HINGE INSPECTION procedure
in this section. Repair or replace as required.
(12) Perform Steps (3) through (11) on the opposite elevator.
(13) Remove the elevator travel board.
Page 204
Nov 1/09 27-30-00
(14) Remove the elevator aft bellcrank rig pin (3) (Ref. Figure 204).
D. Inspection
This inspection is to be performed with the elevator installed.
(1) Inspect inboard, center and outboard hinge support (4) rivets in the elevator upper and lower skin
(13) and in the elevator spar (14) (Ref. Figure 201). At the outboard hinge, the two outboard spar
rivets do not need to be inspected if the other rivets in the outboard hinge support meet inspection
requirements. If the two outboard spar rivets need to be inspected, remove the plug in the rib just
forward of the hinge support and use a borescope. Replace any loose or missing rivets
(Ref. Model 1900 Airliner Series Structural Repair Manual, Chapter 55-90-07, Figure 1).
(2) With assistance, move the elevator from full down to full up as many times as necessary to assure
clearance between the elevators and the horizontal stabilizer. Inspect for 0.137 inch minimum
clearance between the leading edge (nose) of the elevators and any part of the horizontal
stabilizer trailing edge at any position of the elevators.
(3) Move the elevators from full down to full up as many times as necessary to assure clearance
between the elevators and the aft fairing. Inspect for 0.12 inch minimum clearance between the
inboard end of the elevators and the aft fairing (tail cone) at any position of the elevators.
(4) Move the elevator from full down to full up as many times as necessary to assure clearance
between the elevators and the horizontal stabilizer. Inspect the outboard end of the elevators
where the balance weights are installed. There must be clearance between the elevator and the
horizontal stabilizer at any position of the elevators. Examine the leading edge and the inboard
side of the balance weights for protruding screw heads.
(5) Perform the ELEVATOR OPERATIONAL CHECK procedure (Ref. 27-30-02).
E. Inboard, Center and Outboard Hinge Inspection

Perform this procedure at the time the elevator assembly is removed and installed or if the ELEVATOR
FREEPLAY CHECK limits were exceeded.
Inspect the rivets attaching the hinge support (4) to the elevator (Ref. Figure 201). Replace any loose or
missing rivets (Ref. Model 1900 Airliner Series Structural Repair Manual, Chapter 55-90-07, Figure 1).
The following information in Table 201 is for the inspection of the inboard, center and outboard hinge
attaching hardware for the left and right elevator assemblies.
Page 205
27-30-00 Nov 1/09
Table 201
Acceptable Dimensions for Left and Right Elevator Assembly Hinge Attaching Hardware
ITEM DIAMETER
Mount Bolt (Vertical)

0.2492 to 0.2483 inch
(Ref. Figure 1, Item 3)
Bushing Inside 0.2495 to 0.2505 inch

(Ref. Figure 1, Item 11) Outside 0.3735 to 0.3720 inch
Vertical Hole 0.250 to 0.254 inch

Clevis
Horizontal Hole 0.250 to 0.254 inch
Thickness 0.720 to 0.700 inch
Bearing
Inside 0.2500 to 0.2495 inch
Hinge Mount Bolt
(Horizontal) 0.2492 to 0.2483 inch
Hinge Support Hole for Bushing (11) 0.375 to 0.379 inch

(Ref. Figure 1, Item 4) Bolt Hole 0.250 to 0.254 inch
Page 206
Nov 1/09 27-30-00
Figure 201
Elevator Hinge Installation
Page 207
27-30-00 Nov 1/09
0.060 - 0.092
1. ELEVATOR
2. SAFETY WIRE BRACKET
3. SAFETY WIRE
4. BOLT
A
5. PUSH-PULL ROD
6. CONTROL HORN
7. WASHERS
8. SUPPORT BRACKET
9. TORQUE TUBE
10. BOLT, NUT, AND WASHER
DETAIL B
1
2
3
4
8
7
6
10
5
DETAIL A UC27B
042316AA.AI
Figure 202
Elevator Torque Tube Installation
Page 208
Nov 1/09 27-30-00
A 1. ELEVATOR TRIM TAB

CONTROL HORN
3. DOUBLE CLEVIS END
4. PUSH-PULL ROD
5. CLEVIS JAM NUT
6. BOLT, NUT, AND WASHER
7. ELEVATOR
4
7 6 5
DETAIL A UC27B
042556AB.AI
Figure 203
Elevator Trim Tab Connection
Page 209
27-30-00 Nov 1/09
1. ELEVATOR
2. RUDDER
A
4
B 2
DETAIL A UC27B
034873AB.AI

Page 210
Nov 1/09 27-30-00

FWD
VERTICAL
STABILIZER (REF)
DETAIL B
UC27B
040558AB.AI

Page 211
27-30-00 Nov 1/09
1. DIAL INDICATOR A
2. INDICATOR STEM
3. ELEVATOR
4. SMALL C-CLAMP
5. BRACKET
6. ELEVATOR TRAVEL BOARD
7. TAPE
8. SCALE
1
6 2
5
30
20
40
10
50
0
60
90
70
80
DETAIL A
6
1
43
3
4
5
6
3
9
9
7
10
A
11
DETAIL
UC27B
042925AA.AI
Figure 205
Elevator Freeplay Scale and Dial Indicator Installation
Page 212
Nov 1/09 27-30-00
FLIGHT CONTROLS
ELEVATOR CABLES
27-30-01
200200
1. ELEVATOR FORWARD CONTROL CABLES
A. Removal
(1) Attach a red tag to the control wheel with the words “Do Not Operate the Elevator System,
(2) Remove the pilot seat (Ref. Chapter 25-10-00, SEAT REMOVAL).
(3) Remove the pilot carpet.
(4) Remove flight compartment floorboards 2, 4 and 21 (Ref. Chapter 6-50-00, FLOOR ACCESS
PANELS).
(5) Remove the left side passenger seats (Ref. Chapter 25-20-00, SEAT REMOVAL).
(6) Remove the left side passenger carpet (Ref. Chapter 25-20-01).
(7) Remove the left side cabin floorboards 16A THRU 16I, 15, 24 and 25 (Ref. Chapter 6-50-00,
(8) Remove aft fuselage access panels 7 and 8 (Ref. Chapter 6-50-00, FUSELAGE ACCESS
PANELS).
(9) Insert a piece of safety wire into each elevator aft control cable (6 and 7) and secure the opposite
end to the airplane structure to function as cable blocks.
(10) Remove safety clips (5) from the elevator control cable turnbuckles (1 and 2).
(11) Attach a tag with the words “left-hand threads terminal end” to the forward end of the turnbuckle
(1).
(12) Attach a tag with the words “right-hand threads terminal end” to the forward end of the turnbuckle
(2).
(13) Disconnect the forward elevator down control cable (4) from the turnbuckle (1) and attach a feed
line to the left-hand threads terminal end (10). Label the feed line with the words “left-hand threads
terminal end”.
(14) Disconnect the forward elevator up control cable (3) from the turnbuckle (2) and attach a feed line
to the right-hand threads terminal end (9). Label the feed line with the words “right-hand threads
terminal end”.
(15) Remove the pressure seals located at the aft pressure bulkhead at FS 557.50. Refer to Figure 201
for general location of the pressure seals.
(16) Remove the cable retaining pins from the elevator system pulleys. Refer to Figure 201 for general
location of the pulleys.
Page 201
27-30-01 Nov 1/09
CAUTION: With the control column pulled to the aft position, allowing the control column to free
fall to the forward position can cause damage to the elevator system.
(17) With assistance, remove safety wire from screw and disconnect the elevator up cable from the
forward elevator bellcrank.
(18) With assistance, remove safety wire from screw and disconnect the elevator down cable from the
forward elevator bellcrank.
NOTE: It may be necessary to remove some pulley(s) if cable passage is restricted.
(19) With assistance, feed the forward elevator control cables through the pulleys, bringing the feed
lines to the forward elevator bellcrank.
cable loosely no tighter than 29 inches in diameter.
(20) Disconnect the feed lines and leaves them in place.
B. Installation
equipment.
(2) Attach the feed line labeled “left-hand threads terminal end” to the forward elevator down control
cable (4) left-hand threads terminal end (10) (Ref. Figure 202).
(3) Attach the feed line labeled “right-hand threads terminal end” to the forward elevator up control
cable (3) right-hand threads terminal end (9).
NOTE: More than one person will be required to route the elevator fuselage cables. Take
(4) Route both forward elevator cables from the forward elevator bellcrank through the fuselage as
routed.
(a) Route forward elevator down cable through the inboard pulley at FS 303.
Page 202
Nov 1/09 27-30-01
(b) Route forward elevator down cable through the upper pulley at FS 465.
(c) Route forward elevator down cable through the upper right side pulley at FS 515.
(d) Route forward elevator down cable through the pressure seal retaining plate and through the
right side pressure seal hole.
(e) Route forward elevator down cable through the right side pulley at FS 563.
(f) Route forward elevator up cable through the pulley at FS 108.
(g) Route forward elevator up cable through the outboard pulley at FS 303.
(h) Route forward elevator up cable through the lower pulley at FS 465.
(i) Route forward elevator up cable through the lower left side pulley at FS 515.
(j) Route forward elevator up cable through the pressure seal retaining plate and through the
left side pressure seal hole.
(k) Route forward elevator up cable through the left side pulley at FS 563.
(l) Ensure all pulleys are installed and that all cable guard pins are installed in the pulley
brackets.
CAUTION: With the control column pulled to the aft position, allowing the control column to
free fall to the forward position can cause damage to the elevator system.
Do not over torque the cable locking plate attachment screws or damage to the
(5) With assistance, connect the forward elevator down control cable to the forward elevator bellcrank
upper groove by installing the cable locking plate and attaching screw. Safety wire the screw to the
bellcrank.
(6) With assistance, connect the forward elevator up control cable to the forward elevator bellcrank
lower groove by installing the cable locking plate and attaching screw. Safety wire the screw to the
bellcrank.
(7) Lubricate the turnbuckles with grease (1, Table 2, 27-00-00) for corrosion protection prior to
installation.
(8) Remove the feed line and connect the forward elevator down control cable (4) to the left-hand
threads side of the elevator down turnbuckle (1) in the aft fuselage area (Ref. Figure 202).
(9) Remove the feed line and connect the forward elevator up control cable (3) to the right-hand
threads side of the elevator up turnbuckle (2) in the aft fuselage area.
(12) Remove the safety wire from the aft elevator control cables.
Page 203
27-30-01 Nov 1/09
(14) Fill the pressure bulkhead cable seals with grease (1, Table 2, 27-00-00) and install the pressure
seals (Ref. Figure 201).
(15) Lubricate the elevator forward control cables to one inch beyond the length of travel through the
(16) Perform ELEVATOR CONTROL SYSTEM OPERATIONAL CHECK procedure (Ref. 27-30-02).
(17) Perform ELEVATOR CONTROL SYSTEM RIGGING procedures (Ref. 27-30-02).
(18) Ensure that safety clips (5) are installed on both turnbuckles (1 and 2) (Ref. Figure 202).
(20) Connect and rig the autopilot servo cables (if equipped) (Ref. Chapter 22-10-00).
(21) Install aft fuselage access panels 7 and 8 (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS).
(22) Install the left side cabin floorboards 16A THRU 16I, 15, 24 and 25 (Ref. Chapter 6-50-00, FLOOR
ACCESS PANELS).
(23) Install the left side passenger carpet (Ref. Chapter 25-20-01).
(24) Install the left side passenger seats (Ref. Chapter 25-20-00, SEAT REMOVAL).
(25) Install flight compartment floorboards 2, 4 and 21 (Ref. Chapter 6-50-00, FLOOR ACCESS
PANELS).
(26) Install the pilot carpet.
(27) Install the pilot seat (Ref. Chapter 25-10-00, SEAT REMOVAL).
2. ELEVATOR AFT CONTROL CABLES
A. Removal
NOTE: Take care not to drop the cables or the lead lines into the vertical stabilizer since recovery is
difficult. Secure the lead lines with tape or ties when the cables are disconnected from the lead
lines.
(1) Attach a red tag to the control wheel with the words “Do Not Operate the Elevator System,
(2) Remove horizontal access panels 16, 17, 20 and 25 (Ref. Chapter 6-50-00, STABILIZER
ACCESS PANELS).
(3) Remove aft fuselage access panels 7 and 8 (Ref. Chapter 6-50-00, FUSELAGE ACCESS
PANELS).
(4) Disconnect the autopilot servo cables (if equipped) (Ref. Chapter 22-10-00).
(5) Install cable blocks (3) to the elevator forward control cables (5 and 6) in the aft fuselage area aft
of the elevator system pulleys at FS 563.00 (Ref. Figure 203).
Page 204
Nov 1/09 27-30-01
(6) Remove safety clips (5) from the elevator control cable turnbuckles (1 and 2) in the aft fuselage
area (Ref. Figure 202).
(7) Attach a tag with the words “right-hand threads terminal end” to the aft end of the turnbuckle (1).
(8) Attach a tag with the words “left-hand threads terminal end” to the aft end of the turnbuckle (2).
(9) Disconnect the aft elevator down control cable (6) from the turnbuckle (1) and attach a feed line to
the terminal end. Label the feed line with the words “right-hand threads terminal end”.
(10) Disconnect the aft elevator up control cable (7) from the turnbuckle (2) and attach a feed line to the
terminal end. Label the feed line with the words “left-hand threads terminal end”.
(11) Remove safety wire from screws and disconnect the aft elevator control cables from aft elevator
bellcrank.
(12) With assistance, feed the aft elevator control cables up through the vertical stabilizer, bringing the
feed lines to the aft elevator bellcrank.
(13) Disconnect the feed lines and leave them in place.
cable loosely no tighter than 29 inches in diameter.
B. Installation
equipment.
(2) Attach the feed line labeled “right-hand threads terminal end” to the aft elevator down control cable
terminal end.
(3) Attach the feed line labeled “left-hand threads terminal end” to the aft elevator up control cable
terminal end.
NOTE: More than one person will be required to route the elevator empennage cables. Take
(4) With assistance, using the feed lines, route the aft elevator cables through the vertical stabilizer.
Page 205
27-30-01 Nov 1/09
(5) Connect the aft elevator control cables to the aft elevator bellcrank as follows:
(a) Connect the aft elevator up cable to the aft side of the aft elevator bellcrank by installing the
cable locking plate and attaching screw. Safety wire the screw to the bellcrank.
(b) Connect the aft elevator down cable to the forward side of the aft elevator bellcrank by
(6) Lubricate the turnbuckles with grease (1, Table 2, 27-00-00) for corrosion protection prior to
installation.
(7) Remove the feed line and connect the aft elevator down control cable (6) to the right-hand threads
side of the elevator down turnbuckle (1) in the aft fuselage area (Ref. Figure 202).
(8) Remove the feed line and connect the aft elevator up control cable (7) to the to the left-hand
threads side of the elevator up turnbuckle (2) in the aft fuselage area.
(10) Make sure that the aft elevator down cable (6) and aft elevator up cable (7) are routed properly.
(11) Remove the cable blocks (3) from the elevator forward control cables (5 and 6) in the aft fuselage
area from the elevator pulleys at FS 563.00 (Ref. Figure 203).
(13) Perform ELEVATOR CONTROL OPERATIONAL CHECK procedures (Ref. 27-30-02).
(14) Perform ELEVATOR CONTROL SYSTEM RIGGING procedures (Ref. 27-30-02).
(15) Ensure that safety clips (5) are installed on both turnbuckles (1 and 2) (Ref. Figure 202).
(16) Connect and rig the autopilot servo cables (if equipped) (Ref. Chapter 22-10-00).
(18) Install aft fuselage access panels 7 and 8 (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS).
(19) Install horizontal access panels 16, 17, 20 and 25 (Ref. Chapter 6-50-00, STABILIZER ACCESS
PANELS).
Page 206
Nov 1/09 27-30-01
AFT
DOWN TENSION BELLCRANK
SPRING
A
AFT
ELEVATOR AFT
C
DOWN ELEVATOR RIG PIN
HOLE
CABLE UP
CABLE
PRESSURE SEALS
TURNBUCKLES
C
DETAIL C FS 570
AFT BELLCRANK
DETAIL B ELEVATOR AUTOPILOT
SERVO
DETAIL A FS 563
RIG PIN
HOLE STOP
BOLT
ELEVATOR
DOWN
B
CABLE
STOP
BOLT
FS 515
ELEVATOR
UP
CABLE
FORWARD
BELLCRANK
DETAIL D FS 465
FORWARD
E ELEVATOR
UP CABLE
ELEVATOR
DOWN
FORWARD CABLE FS 303
ELEVATOR
BELLCRANK
DOWN CABLE
AFT
FORWARD
ELEVATOR OUTBOARD
UP CABLE
D DETAIL E UE27B
FS 108 051641AA.AI
Figure 201
Elevator Control System
Page 207
27-30-01 Nov 1/09
Page 208
Nov 1/09 27-30-01
1. ELEVATOR DOWN TURNBUCKLE

2. ELEVATOR UP TURNBUCKLE
3. FORWARD ELEVATOR UP CABLE
4. FORWARD ELEVATOR DOWN CABLE
5. SAFETY CLIPS
6. AFT ELEVATOR DOWN CABLE
7. AFT ELEVATOR UP CABLE
8. ELEVATOR UP LH THREADS TERMINAL END
9. ELEVATOR UP RH THREADS TERMINAL END
10. ELEVATOR DOWN LH THREADS TERMINAL END
11. ELEVATOR DOWN RH THREADS TERMINAL END
A
1 6 5 2 8 7
RUDDER
CABLE
(REF)
11
5
10
4
3 FWD

FROM LEFT HAND SIDE
DETAIL A UC27B
050012AA.AI
Figure 202
Elevator Control Cable Turnbuckles
Page 209
27-30-01 Nov 1/09

2. ELEVATOR SYSTEM PULLEYS (FS 563.00)
3. CABLE BLOCKS
4. RUDDER CABLE PULLEY
5. ELEVATOR UP CABLE
6. ELEVATOR DOWN CABLE
A
2
1 5
DETAIL A UC27B
051643AA.AI
Figure 203
Elevator Control Cable Block Installation
Page 210
Nov 1/09 27-30-01
FLIGHT CONTROLS
ELEVATOR CONTROL SYSTEM
27-30-02
200200
1. PROCEDURES
WARNING: After May 2014, Mandatory Service Bulletin 27-4119 must be accomplished prior to
performing the following procedures.
A. Preparation
(1) Remove left lower tailcone panel 7 (Ref. Chapter 06-50-00, FUSELAGE ACCESS PANELS).
(2) Remove the aft horizontal stabilizer access plate 18 (Ref. Chapter 06-50-00, STABILIZER
ACCESS PANELS).
(3) Remove aft fairing 15 (Ref. Chapter 06-50-00, STABILIZER ACCESS PANELS).
(4) Remove the lower aft rig pin hole access panels 34 on the left and right side of the upper vertical
(5) Remove the left flight compartment seat (Ref. Chapter 25-10-00).
(6) Remove the left flight compartment carpet.
(7) Remove the left flight compartment inboard seat track.
(8) Remove the left flight compartment floorboard panels 2, 21, and 22 (Ref. Chapter 06-50-00,
(9) Remove the bottom forward fuselage access panel 3 aft of the nose landing gear wheel well, if
necessary for forward push-pull tube adjustment (Ref. Chapter 06-50-00, FUSELAGE ACCESS
PANELS).
(10) Remove the right forward pedestal side panel to access the bobweight.
B. Rigging
equipment.
The gust lock pin must not be used for rigging the Elevator control system except
when performing the Gust Lock Pin Check portion of this procedure.
(1) Disconnect the autopilot elevator servo cables from the elevator primary control cables, if installed
(Ref. Figure 211).
Page 201
27-30-02 Nov 1/13
(a) Disconnect the elevator servo lower cable (3) by removing the safety clips (6) and completely
loosen turnbuckle (7).
(b) Disconnect the elevator servo upper cable (2) from the bridle clamp (5).
(c) Position the upper and lower elevator servo cables to prevent interference with the
movement of the elevator control cables.
NOTE: Steps (2) through (12) are for the left and right elevator rigging adjustments.
(2) Perform ELEVATOR TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02).
bellcrank through the vertical stabilizer (4). Using minimum force try to manually move the
(Ref. Figure 208).
(4) If using travel board P/N D807 101-610000-1/-2 at HSS 35.00, perform the following:
(a) Loosen clevis jam nut (5) and disconnect the pushrods (4) from the elevator trim tab control
horns (2). Do not change the adjustment of the pushrod ends (3) (Ref. Figure 209).
(b) Align the trailing edge of the elevator trim tab (1) to the trailing edge of the elevator surface.
WARNING: When using HSS 50.00 travel board, make measurements from the
trailing edge of the elevator assemblies only. Improper rigging will occur
if measurements are made from elevator trim tab trailing edge. When
using HSS 35.00 travel board, ensure elevator trim tab trailing edge aligns
with the elevator trailing edge before reading travel board.
(5) Use the travel board(s) to measure the position of the elevators (Ref. 27-00-02, READING A
TRAVEL BOARD). Both elevators must be at 0° deflection (neutral).
(6) If no adjustments are required, proceed to Step (7). If adjustment is required, perform the following
Steps:
(a) Remove nut, washer and bolt (8) attaching the push-pull rod(s) (10) to the elevator control
horn(s) (4) (Ref. Figure 204).
(b) Loosen jam nut(s) (6) on the elevator pushrod(s) (10).
(c) Rotate rod end(s) (9) until elevator(s) are at 0° deflection (neutral).
(d) Verify that the threads of the rod end(s) (9) are visible through the inspection hole(s) (12) at
the end of the pushrod(s) (10) after adjustment is completed.
(e) Tighten jam nut(s) (6) on the elevator pushrod(s) (10).
(f) Install nut, washer and bolt (8) attaching the push-pull rod(s) (10) to the elevator horn(s) (4).
(7) Remove rig pin (3) from the aft elevator bellcrank (6) (Ref. Figure 208).
Page 202
Nov 1/13 27-30-02
(8) Lower the elevators to the down position. With the primary down stop bolt(s) (5) contacting the
elevator control horn(s), use the travel board(s) to measure the position of the elevators. The
elevators must have down travel of 14° +1°/ -0° and the lower stop bolts (5) must be contacting
their respective elevator control horns in the down stop bolt contact area (11) (Ref. Figure 204).
(9) If no adjustment is required, proceed to Step (10). If adjustments are required, perform the
following Steps:
(a) Remove safety wire (7) from the stop bolt(s) (5) (Ref. Figure 204).
(b) Loosen jam nut(s) (2) on the stop bolt(s) (5).
(c) Adjust stop bolt(s) (5) so both elevators are at 14° +1°/ -0° and so the elevator control horn
down stop bolt contact area (11) on both elevator control horns are contacting their
respective down stop bolt(s) (5).
(d) When adjustment is complete, tighten jam nut(s) (2) on stop bolt(s) (5) and safety wire (7)
(178, Table 1, 91-00-00) the stop bolt(s).
(10) With assistance, pull the cockpit control wheel (yoke) aft and hold to maintain the elevators in the
up position.
(11) Use the travel board(s) to measure the position of the elevators. The elevators must have up
travel of 20° +1°/ -0° and the upper stop bolts (5) must be contacting their respective elevator
control horns in the up stop bolt contact area (3) (Ref. Figure 204).
(12) If no adjustments are required, proceed to Step (13). If adjustments are required, perform the
following Steps:
(a) Remove safety wire (7) from stop bolt(s) (5) (Ref. Figure 204).
(b) Loosen jam nut(s) (2) on stop bolt(s) (5).
(c) Adjust stop bolt(s) (5) so the elevators are at 20° +1°/ -0° and so the elevator control horn up
stop bolt contact area (3) on both elevator control horns are contacting their respective up
stop bolts (5).
(d) When adjustment is complete, tighten jam nut(s) (2) on stop bolt(s) (5) and safety wire (7)
(178, Table 1, 91-00-00) the stop bolt(s).
not move. Look at the opposite side of the vertical stabilizer to verify that the rig pin has protruded.
(Ref. Figure 208).
NOTE: The forward bellcrank rig pin must NOT be installed when measuring the cable tensions to
calculate the combined (average) tension (Tc).
tension.
Page 203
27-30-02 Nov 1/13
NOTE: Do not measure the tension when the temperature is varying rapidly or with the
airplane located in direct sunlight.
(b) Measure the temperature in the compartment next to the elevator cables (3 and 4) near the
turnbuckles (1 and 2) (Ref. Figure 206).
(c) Refer to Figure 202, Elevator Cable Tension Graph, and read the pounds of tension for the
(e) Record the values as T up (aft cable) and T down (fwd cable). Calculate the combined
(average) tension (Tc) by adding the T up and T down tensions together and divide by two.
Example: Tc = (T up + T down) ÷ 2.
NOTE: The combined tension (Tc) must be within a ± 8 pounds tolerance of the tension
found in Figure 202.
Cable tension adjustments, if needed, are performed later in this procedure. Do not
adjust tension at this time.
(15) Check that the forward elevator bellcrank is synchronized with the aft elevator bellcrank by
(a) Install a rig pin in the forward elevator bellcrank rig pin hole (1). The rig pin should be inserted
through the forward elevator bellcrank (4) with minimum forward and aft force of the control
column (Ref. Figure 207). If rig pin can not be installed with minimum forward and aft force of
the control column, proceed to Step (18).
(b) Visually inspect to ensure that the rig pin is properly installed through the forward elevator
bellcrank rig pin hole (3) to ensure that both the forward and aft elevator bellcranks are
synchronized (Ref. Figure 201).
(c) Raise and lower the forward rig pin while trying to move the control column forward and aft.
The rig pin should move with minimum movement of the control column.
(d) Remove the forward elevator bellcrank rig pin.
(16) If the tension meets requirements per Step (14) (e) and the forward rig pin can be installed per
Step (15) (a), proceed to Step (19) and continue checking the Elevator System.
(17) If the tension does not meet requirements per Step (14) (e) and/or the forward elevator bellcrank
rig pin cannot be installed per Step (15) (a), proceed to Step (18) for adjustment.
WARNING: Changing the cable tension may affect other parts of the elevator system. Do
not adjust the cable tension per Step (18) only. If the cable tension must be
adjusted, the elevator system must be rigged per the entire ELEVATOR
CONTROL SYSTEM RIGGING procedure.
(18) If adjustment is needed, perform the following Steps:
(a) Remove safety clips (5) from the elevator turnbuckles (1 and 2) (Ref. Figure 206).
Page 204
Nov 1/13 27-30-02
WARNING: When relaxing cable tension, do not relax cable tension below 10 pounds.
If cable tension is below 10 pounds, check all elevator system pulleys for
proper cable engagement.
(b) Install the forward elevator bellcrank rig pin. If necessary, with the aft elevator bellcrank
pinned, slowly relax tension of the turnbuckles until the forward elevator bellcrank rig pin can
be installed.
(c) With the forward and aft elevator bellcranks rig pins installed, position a cable tensiometer
(4, Table 1, 27-00-00) at least three inches from the turnbuckles and measure the cable
tension of both cables. Cable diameter is noted in Figure 202. Both cables should be at the
nominal tension value ± 2 pounds found in Figure 202.
(d) Adjust the cable tension by adjusting each turnbuckle (1 and 2) to the tension value ± 2
pounds needed at the current temperature found in Figure 202. The turnbuckles (1 and 2)
must be adjusted in opposite directions to achieve the cable tensions (Ref. Figure 206).
NOTE: (Information Only) The down cable tension is increased and the up cable tension is
decreased at this time, because the bobweight will change the cable tension when
the forward elevator bellcrank rig pin is removed.
(e) Increase the forward (down) elevator cable tension by 1/2 additional turn. Decrease the aft
(up) elevator cable tension by 1/2 turn. Both turnbuckles will be adjusted in the same
direction.
(f) Measure the elevator cable tensions to verify that the forward (down) elevator cable tension
has increased and the aft (up) elevator cable tension has decreased. If this has not been
achieved, return to Step (18) (d). If this has been achieved, proceed to Step (18) (g).
(g) Remove the forward elevator bellcrank rig pin.
(h) Position a cable tensiometer (4, Table 1, 27-00-00) at least three inches from the turnbuckles
(i) Record the values as T up (aft cable) and T down (fwd cable). Calculate the combined
NOTE: The combined tension (Tc) must be within a ± 8 pounds tolerance of the tension
found in Figure 202.
(j) If the combined cable tension (Tc) is above the maximum, repeat Step (18) and set the cable
tensions slightly lower while meeting the requirements of each Step.
(k) If the combined cable tension (Tc) is below the minimum, repeat Step (18) and set the cable
tensions slightly higher while meeting the requirements of each Step.
(l) Install safety clips (5) on the turnbuckles (1 and 2) (Ref. Figure 206).
Page 205
27-30-02 Nov 1/13
(m) Example:
The cable tension was found to be low. With the aft elevator bellcrank rig pin installed, the
cable tension did not need to be relaxed when installing the forward elevator bellcrank rig
pin. The temperature is measured at 59° Fahrenheit. Figure 202 shows 66 pounds as the
desired tension. Each turnbuckle is turned one to two turns tighter. The tension is still low, so
each turnbuckle is turned another turn tighter. With both rig pins installed, the cable tension
of the forward cable is 68 pounds and the aft cable is 65 pounds, so both cables are within
± 2 pounds of the 66 pounds per Figure 202. The forward elevator cable turnbuckle is
tightened 1/2 additional turn. The aft elevator cable turnbuckle is loosened 1/2 turn. The
tensions of both cables are measured to verify that the forward cable tension increased and
the aft cable tension decreased. The forward elevator bellcrank rig pin is removed and the
cable tension is measured. The up (aft) cable measures 57 pounds and the down (forward)
cable tension measures 75 pounds. The combined tension is calculated:
Tc = (T up + T down) ÷ 2
Example:
T up = 57 lbs, T down = 75 lbs
Tc = (T up + T down) ÷ 2
Tc = 57 + 75 = 132 = 66 lbs = acceptable
2 2
(19) Verify that the safety clips (5) are installed on both turnbuckles (1 and 2) (Ref. Figure 206).
(20) Remove the aft elevator bellcrank rig pin (3) (Ref. Figure 208).
(21) With assistance, manually push up on the elevator surface until the elevator control horns contact
the up stop bolts in the tail. Use a go/no-go scale (8, Table 1, 27-00-00) to verify that the forward
elevator bellcrank up stop bolt (5) has a 0.37 ± 0.06 inch clearance from the stop bracket (4)
located in the structure (Ref. Figure 201).
(22) Apply clay to the forward elevator down stop bolt (6) and slowly lower the elevator surface until the
elevator control horns rest on the down stop bolts in the tail. Verify that the forward elevator
bellcrank down stop bolt (6) has a 0.31 +0.12/ -0 inch clearance from the stop bolt (1) located in
the structure.
(23) If adjustment is needed, loosen the jam nut(s) (7) on the stop bolt(s) (5 and/or 6) and adjust the
bolt(s). Check the clearance. When adjustment is completed, tighten the stop bolt jam nut(s) (7).
WARNING: After May 2014, Ensure Mandatory Service Bulletin 27-4119 has been
accomplished and Kit 114-5060 has been installed.
CAUTION: If the bobweight stop bolt(s) (6) align with a depression in the bobweight (8), measure
the clearance from the deepest impression (in-line with the stop bolt) to the face of the
stop bolt (6).
If the impression (depression) in the bobweight is more than 0.080 inch deep, contact
Beechcraft Technical Support.
Page 206
Nov 1/13 27-30-02
(24) (Without Kit 114-5060 installed) Measure the bobweight stop bolt (6) clearance with the elevator
control horns resting on the down stops in the tail. The bobweight stop bolt (6) must have
0.56 +0/ -0.12 inch clearance with the bobweight (8) (Ref. Figure 203, Sheet 1).
(25) (With Kit 114-5060 installed) Measure the bobweight stop bolt(s) (6) clearance with the elevator
control horns resting on the down stops in the tail. The bobweight stop bolt(s) (6) must have
0.56 +0/ -0.12 inch clearance with the bobweight (8) (Ref. Figure 203, Sheet 2).
(a) Measure the clearance between each stop bolt (6) and the bob weight (8). The clearances
must be within 0.032 inch of each other.
(26) If adjustment is needed, loosen the jam nut(s) (5) on the stop bolt(s) (6) and adjust the bolt(s) (6).
Check the clearance. When adjustment is completed, tighten the jam nut(s) (5).
(27) Remove nuts, washers and bolts (8) attaching the push-pull rods (10) to the elevator horns (4) and
discard the nuts (Ref. Figure 204).
(28) With the aft elevator bellcrank push-pull rod disconnected from the elevator horn, the forward
bellcrank down stop bolt (6) must make contact with the stop bolt (1) in the structure (Ref. Figure
201).
NOTE: The forward bellcrank down stop bolt (6) (Figure 201) must make contact before the
bobweight makes contact with the stop bolt(s) (6) Without Kit 114-5060 (Ref. Figure 203,
Sheet 1), With Kit 114-5060 (Ref. Figure 203, Sheet 2).
(29) Verify that the bobweight stop bolt(s) (6) have clearance. If the bobweight stop bolt(s) have
clearance proceed to Step (31). If the bobweight stop bolt(s) (6) make contact first, connect the
elevator push-pull rods to the elevator horns and then adjust the bobweight stop bolt(s) (6) to the
maximum clearance per Step (24) Without Kit 114-5060 (Ref. Figure 203, Sheet 1) or Step (25)
With Kit 114-5060 (Ref. Figure 203, Sheet 2) and adjust the forward elevator bellcrank down stop
bolt (6) to its minimum clearance per Step (22) (Ref. Figure 201).
(30) If more adjustment is needed, perform the following Steps to adjust the push-pull rod assembly
between the control column and the forward elevator bellcrank to achieve the required clearance.
If no adjustment is needed, proceed to Step (31).
(a) Measure the center to center length of the push-pull rod assembly (8). The length must be
15.17 +0.19/ -0.06 inches (Ref. Figure 201).
(b) If adjustment is needed, remove nut, washer, and bolt (6) from the control column (4) and
discard the nut. Loosen jam nut (2) at the base of the rod end (3). Rotate the rod end (3) until
measurement is met (Ref. Figure 205).
(c) After adjustment, tighten jam nut (2). The rod end (3) should have zero to seven threads
maximum exposed beyond the jam nut when the adjustment is complete. Verify threads are
visible through the tube inspection hole (5).
(d) Install push-pull rod assembly (1) to the control column (4) with a bolt, washer and new self
locking nut (6).
(31) Install bolts, washers and new self locking nuts (8) attaching the push-pull rods (10) to the elevator
horns (4) (Ref. Figure 204).
Page 207
27-30-02 Nov 1/13
(32) Gust Lock Pin Check - Install the gust lock (control lock) pin into the control column (Ref. Chapter
27-70-00). Verify the elevators are 7° to 15° down (the elevators do not need to be on the down
stops with the gust lock pin installed). However, if the elevators are full down and resting on the
elevator control horn stop bolts (5), the force required to push on the pilot’s control wheel while
inserting the gust lock pin must be a maximum of ten pounds. If the force is too high, adjust
(shorten) the push-pull tube per Step (30), then return to Step (24) or Step (25) to check the
bobweight clearance. Remove the gust lock pin.
(33) Connect the autopilot elevator servo cables to the elevator control cables, if installed (Ref. Figure
211).
(a) Connect the elevator servo upper cable (2) to the bridle clamp (5).
(b) Torque the elevator servo upper cable bridle clamp bolts to 55 ± 5 inch-pounds. Check for a
minimum gap of 0.005 inch between the clamp halves.
(c) Connect the elevator servo lower cable (3) using turnbuckle (7).
(d) Perform the ELEVATOR SERVO CABLE TENSIONING procedure (Ref. Chapter 22-10-00).
WARNING: Verify elevator movement in the following Step by moving only the cockpit
control column.
(34) Final Travel Check - With assistance, move a cockpit control wheel (yoke) aft and verify the
elevator surfaces move up 20° +1°/ -0° and that the elevator stop bolts contact the elevator control
horns. Move the control wheel forward and verify the elevator surfaces move down 14° +1°/ -0°
and that the elevator stop bolts contact the elevator control horns. If these requirements are not
met, repeat this rigging procedure in its entirety.
(35) If travel board P/N D807 101-610000-1/-2 at HSS 35.00 was used, connect the elevator trim tab
pushrods (4) to the elevator trim tab control horns (2) and tighten clevis jam nut (5) (Ref. Figure
209).
(36) Remove the travel board(s) and tape from the horizontal stabilizer(s).
(37) Perform the ELEVATOR CONTROL SYSTEM FRICTION TEST procedure in this section.
C. Follow on Maintenance
(1) Install left lower tailcone panel 7 (Ref. Chapter 06-50-00, FUSELAGE ACCESS PANELS).
(2) Install aft fairing 15 (Ref. Chapter 06-50-00, STABILIZER ACCESS PANELS).
(3) Install the aft horizontal stabilizer access panel 18 (Ref. Chapter 06-50-00, STABILIZER ACCESS
PANELS).
(4) Install the lower aft rig pin hole access panels 34 on the left and right side of the upper vertical
(5) Install the bottom forward fuselage access panel 3, if removed (Ref. Chapter 06-50-00,
(6) Install the right forward pedestal side panel.
Page 208
Nov 1/13 27-30-02
(7) Install the left flight compartment floorboard panels 2, 21, and 22 (Ref. Chapter 06-50-00, FLOOR
ACCESS PANELS).
(8) Install the left flight compartment inboard seat track.
(9) Install the left flight compartment carpet.
Page 209
27-30-02 Nov 1/13
15.17 +0.19/ -0.06 INCHES

2
8
1
0.37 ± 0.06 INCH
0.31 +0.12/ -0 INCH 4

3
6
7 5
FWD
1. STOP BOLT IN STRUCTURE

2. ELEVATOR FORWARD BELLCRANK
3. RIG PIN HOLE
4. STOP BRACKET
5. BELLCRANK UP STOP BOLT
6. BELLCRANK DOWN STOP BOLT
7. JAM NUT
NOTE: THIS INFORMATION IS FOR THE MODEL 1900/1900C ONLY.

DO NOT USE FOR OTHER MODEL 1900 SERIES AIRCRAFT.
UC27B
034847AC.AI
Figure 201
Elevator Forward Bellcrank Stops
Page 210
Nov 1/13 27-30-02
3/16" DIAMETER ELEVATOR CABLE TENSION GRAPH

POUNDS OF TENSION
UE27B
034778AA.AI
Figure 202
Elevator Cable Tension Graph
Page 211
27-30-02 Nov 1/13
1. FORWARD BELLCRANK
2. RIG PIN HOLE
5. JAM NUT
6. STOP BOLT
7. LINK ASSEMBLY
8. BOBWEIGHT
A
1
3
7 FS 108
8
B
0.56 +0/ -0.12 INCH

5
PRESSURE
BULKHEAD
CONTROL COLUMN &

BOBWEIGHT
6
DETAIL B
FWD
DETAIL A
UC27B
130146AA.AI

Control Column Bobweight Adjustments, Without Kit 114-5060
Page 212
Nov 1/13 27-30-02
1. FORWARD BELLCRANK
2. RIG PIN HOLE
5. JAM NUT
6. STOP BOLT
7. LINK ASSEMBLY
8. BOBWEIGHT
A
1
3
7 FS 108
8
B
0.56 +0/ -0.12 INCH

5
PRESSURE
BULKHEAD
CONTROL COLUMN &

6 DETAIL B
BOBWEIGHT
FWD
DETAIL A
UC27B
034843AD.AI

Control Column Bobweight Adjustments, With Kit 114-5060
Page 213
27-30-02 Nov 1/13
1. LEFT ELEVATOR CONTROL HORN SUPPORT

2. JAM NUT
3. UP STOP BOLT CONTACT AREA
4. LEFT ELEVATOR CONTROL HORN
5. ELEVATOR CONTROL HORN STOP BOLTS
6. JAM NUT
7. SAFETY WIRE
8. BOLT
A
9. ROD END
10. ELEVATOR AFT BELLCRANK PUSH-PULL ROD
11. DOWN STOP BOLT CONTACT AREA
12. INSPECTION HOLE
2 3
11
5
6
DETAIL B 7
10 12 9 8
FWD
VIEW LOOKING UP AND INBOARD AT LEFT HAND SIDE
(LEFT SIDE SHOWN, RIGHT SIDE OPPOSITE)
DETAIL A UC27B
034932AB.AI
Figure 204
Elevator Horn Stop Bolts and Push-Pull Rods
Page 214
Nov 1/13 27-30-02
1. ELEVATOR FORWARD BELLCRANK PUSH-PULL ROD

2. JAM NUT
3. ROD END
4. CONTROL COLUMN
5. INSPECTION HOLE
6. BOLT, WASHER, NUT
A
1
2 6 3
4
5
FWD
VIEW LOOKING UP
UC27B
DETAIL A 034872AB.AI
Figure 205
Elevator Forward Bellcrank Push-Pull Rod Adjustment
Page 215
27-30-02 Nov 1/13
1. ELEVATOR DOWN TURNBUCKLE

2. ELEVATOR UP TURNBUCKLE
5. SAFETY CLIPS
A
1 5 2
4
3 FWD

FROM LEFT HAND SIDE
DETAIL A UC27B
041770AA.AI
Figure 206
Elevator Cable Turnbuckle Adjustment
Page 216
Nov 1/13 27-30-02

RIG PIN HOLE
2. TRIM WHEEL
3. PEDESTAL
(UNDER STRUCTURE)
A
3
2
4 1
VIEW LOOKING DOWN

LEFT SIDE OF PEDESTAL
DETAIL A UC27B
034841AA.AI
Figure 207
Elevator Forward Bellcrank Rig Pin Installation
Page 217
27-30-02 Nov 1/13
1. ELEVATOR
2. RUDDER
A
4
B 2
DETAIL A UC27B
034873AB.AI

Page 218
Nov 1/13 27-30-02

FWD
VERTICAL
STABILIZER (REF)
DETAIL B
UC27B
040558AB.AI

Page 219
27-30-02 Nov 1/13

A CONTROL HORN
3. PUSHROD END
4. PUSHRODS
5. CLEVIS JAM NUT
4
ELEVATOR HORIZONTAL
ASSEMBLY STABILIZER
(REF) (REF)
DETAIL A UC27B
035368AB.AI
Figure 209
Elevator Trim Tab Connection
Page 220
Nov 1/13 27-30-02
D. Operational Check
CAUTION: With the control column pulled to the aft position, allowing the control column to free fall to
the forward position can cause damage to the elevator system.
(1) Pull the pilot’s control wheel aft and make sure that the elevator travels to the full up position with
no unusual noise or binding.
(2) Move the pilot’s control wheel forward and make sure that the elevator travels to the full down
position with no unusual noise or binding.
(3) Repeat Steps (1) and (2) with the copilot’s control wheel.
(4) If requirements are not met, perform the ELEVATOR CONTROL SYSTEM RIGGING procedure in
this section.
E. Cable Tension Check

(1) Remove the elevator aft bellcrank rig pin hole access panels 34 on the left and right side of the
upper vertical stabilizer (Ref. Chapter 06-50-00, STABILIZER ACCESS PANELS).
(2) Remove the left aft fuselage panel 7 (Ref. Chapter 06-50-00, FUSELAGE ACCESS PANELS).
(3) Move either control wheel to the full forward and full aft position three to four times to equalize
system tension.
(4) Disconnect the autopilot elevator servo cables from the primary control cables, if installed
(Ref. Figure 211).
(a) Disconnect the elevator servo lower cable (3) by removing the safety clips (6) and completely
loosen turnbuckle (7).
(b) Disconnect the elevator servo upper cable (2) from the bridle clamp (5).
(c) Position the upper and lower elevator servo cable to prevent interference with the movement
of the elevator control cables.
(Ref. Figure 208).
NOTE: The forward bellcrank rig pin must NOT be installed when measuring the cable tensions to
calculate the combined (average) tension (Tc).
Do not measure the tension when the temperature is varying rapidly or with the airplane
tension.
Page 221
27-30-02 Nov 1/13
(b) Through the aft fuselage access panel 7, measure the temperature in the compartment next
to the elevator cables (3 and 4) near the turnbuckles (1 and 2) (Ref. Figure 206).
(c) Refer to the Elevator Cable Tension Graph Figure 202 and read the pounds of tension for the
(e) Record the values as T up (aft cable) (3) and T down (fwd cable) (4). Calculate the combined
NOTE: The combined tension (Tc) must be within a ± 8 pounds of the tension found in
Figure 202.
(7) If tension does not meet requirements, perform the ELEVATOR CONTROL SYSTEM RIGGING
(8) Connect the autopilot elevator servo cables to the elevator control cables, if installed (Ref. Figure
211).
(a) Connect the elevator servo upper cable (2) to the bridle clamp (5).
(b) Torque the elevator servo upper cable bridle clamp bolts to 55 ± 5 inch-pounds. Check for a
minimum gap of 0.005 inch between the clamp halves.
(c) Connect the elevator servo lower cable (3) using turnbuckle (7).
(d) Perform the ELEVATOR SERVO CABLE TENSIONING procedure (Ref. Chapter 22-10-00).
(9) Remove the aft elevator bellcrank rig pin (3) (Ref. Figure 208).
(10) Install the elevator aft bellcrank rig pin hole access panels 34 on the left and right side of the upper
vertical stabilizer (Ref. Chapter 06-50-00, STABILIZER ACCESS PANELS).
(11) Install the left aft fuselage panel 7 (Ref. Chapter 06-50-00, FUSELAGE ACCESS PANELS).
(12) Perform the ELEVATOR OPERATIONAL CHECK procedure in this section.
F. Functional Check
(1) Install an elevator travel board (Ref. 27-00-02, ELEVATOR TRAVEL BOARD INSTALLATION AT
HSS 50.00).
WARNING: Verify elevator movement in the following Steps by moving only the cockpit
control column.
Page 222
Nov 1/13 27-30-02
(2) If using travel board P/N D807 101-610000-1/-2 at HSS 35.00, perform the following:
(a) Loosen clevis jam nut (5) and disconnect pushrod (4) from the elevator trim tab control horn
(2). Do not change the adjustment of the pushrod end (3) (Ref. Figure 209).
(b) Align the trailing edge of the elevator trim tab (1) to the trailing edge of the elevator surface.
(3) Pull a cockpit control wheel (yoke) aft and verify the elevator surfaces move up 20° +1°/ -0°
(Ref. 27-00-02, READING A TRAVEL BOARD) and that the elevator stop bolts contact the
elevator control horns. Make sure the elevator system moves smoothly without any unusual noise
or binding.
(4) Move the control wheel (yoke) forward and verify the elevator surfaces move down 14° +1°/ -0°
and that the elevator stop bolts contact the elevator control horns. Make sure the elevator system
moves smoothly without any unusual noise or binding.
(5) Repeat Steps (1) thru (4) for the opposite side.
(6) If the elevator surfaces do not achieve desired travel, perform the ELEVATOR CONTROL
SYSTEM RIGGING procedure in this section.
(7) If travel board P/N D807 101-610000-1/-2 at HSS 35.00 was used, connect the elevator trim tab
pushrod (4) to the elevator trim tab control horn (2) and tighten clevis jam nut (5) (Ref. Figure 209).
(8) Remove the travel board(s).
G. Friction Check
NOTE: Take all force readings with the elevator control system completely installed: downsprings
attached, cables rigged with tension applied, bobweight mounted on control yoke and elevator
servo cables attached.
(1) Remove aft fuselage panel 7 (Ref. Chapter 06-50-00, FUSELAGE ACCESS PANELS).
(2) To obtain the maximum allowable system friction Fs (max), measure the tension of both elevator
cables in the aft fuselage. Take the higher of the two readings and multiply it by a factor of 0.106.
For example:
Fs (max) = 0.106 X Highest Cable Tension

Fs (max) = 0.106 X 98 lbs
Fs (max) = 10.4 lbs
(3) Attach tie straps around the pilot’s or copilot’s control wheel and attach a push-pull gage so that
the gage is approximately center of the control wheel. Alternative method is to use a push-pull
gage attached and centered between the inboard grips of the pilot and copilots control wheels.
NOTE: Do not use tape on tube due to close fit between the control wheel tube and the subpanel
support bushing.
Page 223
27-30-02 Nov 1/13
(4) Determine method to identify when the control wheel passes through neutral. Suggested method
is to move the elevators to neutral, install rig pin and use a non-permanent marker to mark the
control wheel tube (3) (Ref. Figure 212). Remove the rig pin.
(5) Smoothly pull the control wheel aft from full forward (elevator down) position until the elevator
passes through the neutral position and record the reading from the push-pull gage. From the full
aft (elevator up) position, slowly let the control wheel move forward until the elevator passes
through neutral and record the reading from the push-pull gage. Repeat four more times for a total
of 5 cycles, recording each cycle.
(6) Average the 5 readings from pulling the control wheel aft from full down (elevator down) and
record this value as F up.
(7) Average the 5 readings from moving the control wheel forward through neutral and record this
value as F down.
(8) With the maximum allowable system friction established, use the force measurements to calculate
the actual system friction. System friction value is obtained by taking the difference of the F up and
F down force values divided by 2, or:
Fs = (F up - F down) ÷ 2
Example:
F up = 46 lbs, F down = 28 lbs
Fs = (F up - F down) ÷ 2
Fs = 46 - 28 = 18 = 9 = acceptable
2 2
(9) Combined downspring and bobweight force range (Fc) is 37.5 ± 1.5 pounds.
(10) Combined downspring and bobweight force is obtained by adding the F up and F down values
together and dividing by 2, or:
Fc = (F up + F down) ÷ 2
Example:
F up = 46 lbs, F down = 28 lbs
Fc = (F up + F down) ÷ 2
Fc = 46 + 28 = 74 = 37 = acceptable
2 2
(11) If adjustment is not required, proceed to Step (12). If adjustment is required, perform the following
Steps:
(a) Remove the top horizontal access panel 17 (Ref. Chapter 06-50-00, STABILIZER ACCESS
PANELS).
NOTE: The downsprings can be installed in different adjustment holes. Downsprings do not
need to be adjusted equally.
Page 224
Nov 1/13 27-30-02
(b) If Fc is above the range of 37.5 ± 1.5 lbs, decrease the downspring (1) tension (adjust the
spring shorter) by moving the spring end to another adjustment hole (2) in the adjustment link
(c) If Fc is below the proper range, increase the downspring (1) tension (adjust the spring
longer) by moving the spring end to another adjustment hole (2) in the adjustment link (4).
(d) Repeat Steps (3) through (11).
(e) Install the top horizontal access panel 17 (Ref. Chapter 06-50-00, STABILIZER ACCESS
PANELS).
(12) If system friction-force cannot be brought under the limits:
(a) Check cable installation, pulley bearings, push-pull rod ends, bellcrank bearings, the control
yoke and all linkages associated with the elevator control system.
(b) Perform the ELEVATOR INSPECTION procedures (Ref. 27-30-00).
(13) Check the outboard leading edge of the elevators for elevator counterweight screw and elevator
balance weight bolt interference.
(14) If a mark for neutral was made on the control wheel tube (3), clean the mark off the tube
(Ref. Figure 212).
(15) Install aft fuselage panel 7 (Ref. Chapter 06-50-00, FUSELAGE ACCESS PANELS).
Page 225
27-30-02 Nov 1/13
1. DOWNSPRING
2. ADJUSTMENT HOLES
3. AFT ELEVATOR BELLCRANK
4. ADJUSTMENT LINK
A
FWD
VERTICAL
STABILIZER (REF)
DETAIL A UC27B
044857AB.AI
Figure 210
Elevator Aft Bellcrank Downspring Adjustment
Page 226
Nov 1/13 27-30-02
1. ELEVATOR AFT BELLCRANK A

2. ELEVATOR SERVO UPPER CABLE
3. ELEVATOR SERVO LOWER CABLE
4. AUTOPILOT ELEVATOR SERVO ASSEMBLY
5. BRIDLE CLAMP
6. SAFETY CLIPS
7. TURNBUCKLE
8. LEFT-HAND THREAD GROOVE
2
4
B 6
7
8
3
DETAIL B 6
DETAIL A UC27B
061564AA.AI
Figure 211
Elevator Servo Installation
Page 227
27-30-02 Nov 1/13
1. CONTROL WHEEL
2. SUPPORT
3. CONTROL WHEEL TUBE
3
UC27E
062173AA.AI
Figure 212
Page 228
Nov 1/13 27-30-02
2. BOBWEIGHT AND STOP
A. Inspection
(1) With the control column in its furthest forward, (control column in the relaxed, elevator down)
position, inspect the alignment of the bobweight (5) with the stop bolt(s) (4) Without Kit 114-5060
(Ref. Figure 214, Sheet 1), With Kit 114-5060 (Ref. Figure 214, Sheet 2).
(a) Check alignment of the bobweight (5) with the stop bolt(s) (4). With side pressure applied by
hand ensure no part of the stop bolt(s) (4) protrudes beyond the face of the bobweight (5) on
either edge.
(b) Inspect for evidence of scraping along either side of the bobweight (5) by the stop bolt(s) (4).
(c) Inspect the condition of the stop bolt(s) (4) and stop bracket (6). Inspect for evidence of
damage or deformation by contact with the bobweight bellcrank assembly (3 and 5).
(2) Correct any discrepancies revealed in Step (1) above. If the stop bolt(s) (4) or stop bracket (6) are
bent, replace the parts. Contact BC Technical Support for assistance.
(3) Inspect the link assembly (4) for proper orientation (Ref. Figure 213).
NOTE: Correct orientation is when the link assembly attach point (3) bolt is positioned aft of the
control column. Attach point (3) bolt center, must remain above a line drawn between
attach point (1) and (2) bolt centers as the bobweight moves to its maximum aft position.
(4) If link assembly is properly oriented proceed to Step (5). If not perform the BOBWEIGHT LINK
ASSEMBLY inspection in this section.
(5) With the control column resting in the forward (elevator down) position so the elevator control
horns are on the primary stops, inspect the bobweight clearance with the stop bolt(s) (6). The
bobweight stop bolt(s) (6) must have 0.56 +0.00/ -0.12 inch clearance with the face of the
bobweight (8). If not, adjust the stop bolt(s) (6) Without Kit 114-5060 (Ref. Figure 203, Sheet 1),
With Kit 114-5060 (Ref. Figure 203, Sheet 2).
(6) Perform the ELEVATOR CONTROL SYSTEM Operational Check procedure in this section.
(a) If the stop bolt bracket or bobweight is replaced, perform the ELEVATOR CONTROL
SYSTEM Functional Check procedure in this section.
Page 229
27-30-02 Nov 1/13
3. BOBWEIGHT LINK ASSEMBLY
A. Inspection
(1) Remove access panel (3), located aft of the nose wheel well. Refer to the Chapter 06-50-00,
FUSELAGE ACCESS PANELS illustration in the Airplane Access Panels - Description and
Operation section.
WARNING: Whenever any part of this system is dismantled, adjusted, repaired or replaced,
a detailed investigation must be made on completion to make sure that
distortion, tools, rags, or any other loose articles, or foreign matter that could
impede the free movement and safe operation of the system are not present,
and the systems and installation in the work area are clean.
(2) Inspect link assembly (4) at attachment to the control column for modification in accordance with
Mandatory Service Bulletin 27-3739. There must be a large diameter washer (7) installed on both
sides of the link assembly bearing. If not, comply with Service Bulletin 27-3739 modification
instructions (Ref. Figure 213).
(3) Remove both bobweight stop bolt(s) (4) from the stop bracket (6) Without Kit 114-5060 (Ref.
Figure 214, Sheet 1), With Kit 114-5060 (Ref. Figure 214, Sheet 2).
(4) With an assistant in the cockpit manipulating the control column, remove cotter pin (if installed),
nut, washer, and bolt (6) from the control column (4) and discard the nut from the push-pull rod
assembly between the control column and the forward elevator bellcrank (Ref. Figure 205).
(5) Slowly allow the control column to move to its furthest forward (elevator down) position.
(6) Inspect the link assembly (4) for proper orientation (Ref. Figure 213).
NOTE: Correct orientation is when the link assembly attach point (3) bolt is positioned aft of the
control column. Attach point (3) bolt center, must remain above a line drawn between
attach point (1) and (2) bolt centers as the bobweight moves to its maximum aft position.
(7) If link assembly (4) is properly oriented proceed to Step (8). If not inspect the following and contact
BC Technical Support for assistance.
(a) Remove the link assembly (4).
(b) Inspect the Control column at the link assembly attach point (1) and the bobweight bellcrank
at the link assembly attach holes (3). These attach holes are 0.250 to 0.254 inch diameter
when new.
(c) Inspect the link assembly. If the link assembly bearing is loose, see the Model 1900
Structural Repair Manual (Ref. Chapter 27).
(d) Inspect the bobweight support structure at the bobweight bellcrank attach point (2). The
holes are 0.250 to 0.254 inch diameter when new.
(e) Correct any discrepancies revealed in Steps (a), (b), (c) and (d) above.
Page 230
Nov 1/13 27-30-02
(f) Install the link assembly (4).
(g) Repeat Step (6).
(8) Inspect the bobweight support structure (2) at the aft side of bobweight bellcrank (3) for contact
(Ref. Figure 214).
(a) Evidence of damage or deformation by contact with the bobweight bellcrank assembly will be
found on the aft side of the bob weight support structure in the lower area as noted by “Check
This Area” arrow, Without Kit 114-5060 (Ref. Figure 214, Sheet 1), With Kit 114-5060 (Ref.
Figure 214, Sheet 2).
NOTE: The aft side of the bob weight support structure has an approximately 1.8 inch wide
flat surface. Contact with the bobweight bellcrank assembly may damage or deform
this aft surface.
The outboard side of the bob weight support structure may have upholstery (13)
material. This upholstery (13) may be removed as needed so the sheet metal is
exposed to aid in this inspection (Ref. Figure 213).
(b) If the structure is distorted more than 1.00 inch aft from the center of the bobweight bellcrank
pivot (1) bolt hole contact BC Technical Support for repair Without Kit 114-5060 (Ref. Figure
214, Sheet 1), With Kit 114-5060 (Ref. Figure 214, Sheet 2).
(9) With an assistant in the cockpit manipulating the control column, Install the push-pull rod assembly
(1) to the control column (4) with bolt, washer, new nut and cotter pin (6) (if installed)
(Ref. Figure 205).
(10) Install the bobweight stop bolt(s) (6) and check clearance with the elevator control horns resting on
the down stops in the tail. Adjust the bobweight stop bolt(s) (6) to have 0.56 +0.00/ -0.12 inch
clearance with the face of the bobweight (8) Without Kit 114-5060 (Ref. Figure 203, Sheet 1), With
Kit 114-5060 (Ref. Figure 203, Sheet 2).
(11) Install access panel 3, located aft of the nose wheel well. Refer to the Chapter 06-50-00,
FUSELAGE ACCESS PANELS illustration in the Airplane Access Panels - Description and
Operation section.
(12) Perform the ELEVATOR CONTROL SYSTEM Functional Check in this section.
Page 231
27-30-02 Nov 1/13
6 3 4 1
2
13
12
1. ATTACH POINT
2. ATTACH POINT 8
3. ATTACH POINT
4. LINK ASSEMBLY
5. SUPPORT STRUCTURE
6. BOBWEIGHT BELLCRANK ASSEMBLY 9
7. WASHERS
8. WASHERS
9. NUT
10. WASHER
11. BOLT 11 10
4 7
12. CONTROL COLUMN
A
13. UPHOLSTERY UC27B
DETAIL 120166AA.AI
Figure 213
Link Assembly, Proper Orientation
Page 232
Nov 1/13 27-30-02
3 A
1.00
MAXIMUM
6
CHECK THIS AREA
1. BOBWEIGHT BELLCRANK PIVOT

2. BOBWEIGHT SUPORT STRUCTURE
3, BOBWEIGHT BELLCRANK
4. STOP BOLT
A
5. BOBWEIGHT
6. STOP BRACKET DETAIL
UC27B
130148AA.AI

Bobweight Support Structure, Without Kit 114-5060
Page 233
27-30-02 Nov 1/13
3 A
1.00
MAXIMUM
6
CHECK THIS AREA
1. BOBWEIGHT BELLCRANK PIVOT

2. BOBWEIGHT SUPORT STRUCTURE
3, BOBWEIGHT BELLCRANK
4.
5.
STOP BOLT
BOBWEIGHT DETAIL A
6. STOP BRACKET
UC27B
120167AB.AI

Bobweight Support Structure, With Kit 114-5060
Page 234
Nov 1/13 27-30-02
FLIGHT CONTROLS
ELEVATOR TRIM TABS
27-30-03
200200
1. PROCEDURES
A. Removal
(1) Perform the ELEVATOR REMOVAL procedure (Ref. 27-30-00).
(2) Disconnect the bonding jumper (2) from the inboard end of the tab (6). Remove the screw, nut,
and washers (1). Discard the nut. (Ref. Figure 201).
(3) Remove the hinge pin retention bolt (5) which secures the inboard end of the hinge pin (4) to the
tab (6).
NOTE: Lubricating the hinge and hinge pin with lubricant (106, Table 1, Chapter 91-00-00) will
facilitate hinge pin removal.
(4) While supporting the tab (6) remove the hinge pin (4) from the hinge. Remove the tab (6) from the
elevator (3).
B. Installation
NOTE: Repair, modification, painting or replacement of the elevator or the elevator tab requires
(1) Lubricate the elevator tab hinge and the hinge pin (4) with lubricant (106, Table 1, Chapter
91-00-00) (Ref. Figure 201).
(2) Position the elevator tab (6) on the elevator and install the hinge pin (4).
(3) Secure the inboard end of the hinge pin (4) to the tab with the retention bolt (5).
(4) Connect the bonding jumper (2) to the inboard end of the tab (6) with the screw, washers and new
nut (1).
(5) Perform the ELEVATOR INSTALLATION procedure (Ref. 27-30-00).
(6) Perform the ELECTRICAL BONDING CHECK procedure (Ref. Chapter 20-00-01).
(7) With full elevator down and elevator trim tab at trailing edge full down, check that there is
clearance between the elevator trim tabs and the top of the rudder at full left and full right rudder.
(8) Perform the ELEVATOR TRIM TAB FUNCTIONAL CHECK procedure (Ref. 27-30-05). If the trim
tab was replaced perform the ELEVATOR TRIM TAB RIGGING procedure (Ref. 27-30-05).
(9) Perform the ELEVATOR TRIM TAB FREEPLAY CHECK procedure in this section.
Page 201
27-30-03 Nov 1/09
A
1. SCREW, NUT, AND WASHERS
2. BONDING JUMPER
3. ELEVATOR
4. HINGE PIN
5. HINGE PIN RETENTION BOLT
6. TAB
1 3
2
5
4
FWD
DETAIL A
UC27B
042321AA.AI
Figure 201
Elevator Trim Tab Installation
Page 202
Nov 1/09 27-30-03
C. Freeplay Checks
NOTE: Movement or jarring of the airplane will invalidate the elevator trim tab freeplay readings. The
airplane should be placed in a hangar and no personnel in or on the airplane during the
freeplay check.
(2) Visually inspect the elevator trim tabs for any damage, security of hinge attach points and for
tightness of the actuating systems. Inconsistencies should be remedied prior to checking the
freeplay of the tabs.
(3) Remove left and right outboard elevator access plates 22 (Ref. Chapter 6-50-00, STABILIZER
ACCESS PANELS).
(4) Lubricate both elevator trim tab actuators with grease (1, Table 2, 27-00-00).
(Ref. Figure 202).
(7) Align the elevator trim tab trailing edge with elevator trailing edge.
(8) Apply tape (for paint protection) on the top surface 3.50 inches aft of the tab hinge line along the
centerline of the tab actuator. Apply tape in the corresponding position on the bottom surface of
the tab. This will be the point of pressure against the tab by the push-pull scale (6, Table 1,
27-00-00).
WARNING: Ensure the trim tab freeplay check fixture is securely attached to the elevator
before releasing supporting pressure to prevent damage to the equipment or
injury to personnel.
(9) Install the trim tab freeplay check fixture (1) (1, Table 1, 27-00-00) onto the elevator (4) with the
dial indicator stem (5) positioned on the top surface of the elevator tab (3) 3.00 inches aft of the tab
hinge line on the outboard edge of the elevator tab (3) (Ref. Figure 203).
(10) Position the dial indicator (2) so the stem (5) is depressed 0.10 inch when in contact with the tab
(3) surface initially. Turn the rotating face of the dial indicator (2) to zero. Do not reset the dial
indicator during this procedure.
(11) With a push-pull scale (6, Table 1, 27-00-00) perform Steps (a) thru (d) and record the dial
readings on a copy of Table 201.
(a) Apply three pounds of downward load on the top surface of the tab. Record the dial reading
as A.
(b) Release half the load until a 1.5 pound downward load is obtained. Record the dial reading
as B.
Page 203
27-30-03 Nov 1/09
(c) Apply three pounds upward load on the bottom surface of the tab. Record the dial reading as
C.
(d) Release half the load until a 1.5 pound upward load is obtained. Record the dial reading as
D.
(12) Perform the calculations to the data on Table 201 as follows:
NOTE: The results of X and Y can be negative numbers.
(f) Add X and Y and record as E.
(13) If deflection of the tab is within allowable limits, the tab and its linkage are in good condition.
(14) If the freeplay is excessive, disconnect the trim tab actuator rod and visually inspect the bolts and
bushing for indications of excessive wear. Replace excessively worn parts.
(15) If all associated linkage is in good condition (no excessive wear) the actuator needs to be checked
for excessive play and/or replaced.
(16) Remove the trim tab freeplay check fixture (1) from the elevator. Remove the tape from the
elevator (Ref. Figure 203).
(17) Repeat Steps (2), (7) through (16) on the opposite elevator trim tab.
(18) Install left and right outboard elevator access plates 22 (Ref. Chapter 6-50-00, STABILIZER
ACCESS PANELS).
(19) Remove rig pin (3) from the vertical stabilizer (4) (Ref. Figure 202).
Page 204
Nov 1/09 27-30-03
Table 201
Elevator Trim Tab Freeplay Limits
Left Elevator Trim Tab
(__________) X 2 = (__________) - (__________) = (__________)
B 2B A X
(__________) X 2 = (__________) - (__________) = (__________)
D 2D C Y
(__________) + (__________) = (__________)
X Y E
(E = 0.006 inch maximum)
Right Elevator Trim Tab
(__________) X 2 = (__________) - (__________) = (__________)
B 2B A X
(__________) X 2 = (__________) - (__________) = (__________)
D 2D C Y
(__________) + (__________) = (__________)
X Y E
(E = 0.006-inch maximum)
Page 205
27-30-03 Nov 1/09
1. ELEVATOR
2. RUDDER
3. AFT ELEVATOR BELLCRANK RIG PIN
A 6. TRIM TAB
2
4
DETAIL A UC27B
041403AA.AI
Figure 202
Page 206
Nov 1/09 27-30-03
1. TRIM TAB FREEPLAY CHECK FIXTURE

2. DIAL INDICATOR
3. ELEVATOR TAB
4. ELEVATOR
4
2
1
3
DETAIL A
UC27B
043403AB.AI
Figure 203
Trim Tab Freeplay Fixture Installation
Page 207
27-30-03 Nov 1/09
2. ELEVATOR ELECTRIC TRIM
(1) Apply electrical power to the airplane.
(2) Set the elevator trim switch, located on the pedestal, to the ON position.
(3) Actuate each switch of the dual trim switch, on the pilot’s and copilot’s control wheel,
independently to the NOSE DOWN and the NOSE UP position and verify that the trim system
does not activate.
CAUTION: While performing this procedure, do not keep the trim buttons (switches) depressed
after the trim tab has reached its full limit of travel.
(4) Actuate both trim switches on the pilot’s control wheel to the NOSE UP position and note the trim
wheel movement in the proper direction as well as full travel. Verify visually that the trim tab itself
travels to the proper position (trim tab full down).
(5) Actuate both trim switches on the pilot’s control wheel to the NOSE DOWN position and note the
trim wheel movement in the proper direction as well as full travel. Verify visually that the trim tab
itself travels to the proper position (trim tab full up).
(6) Repeat Steps (4) and (5) on the copilot’s control wheel.
NOTE: Review Steps (7) and (8) before proceeding with this procedure. Time critical actions are
involved.
(7) Actuate both trim switches on the copilot’s control wheel to the NOSE UP position; the trim wheel
begins moving. After 3 to 5 seconds, perform Step (8).
(8) Actuate both trim switches on the pilot’s control wheel to the NOSE DOWN position. As soon as
the trim wheel reverses its direction of travel, release ALL trim buttons. This verifies pilot override.
(9) Actuate both trim buttons on the pilot’s control wheel to the NOSE UP position and, while trim tab
is in travel, press the red disconnect switch on the control wheel to the second detent position and
release. Note the PITCH TRIM OFF annunciator is illuminated and the elevator trim system is
deactivated.
(10) Activate the elevator trim system by setting the elevator trim switch to OFF then ON and repeat
Step (9) on the copilot’s control wheel.
(11) Set the elevator trim switch to the OFF position and manually rotate the elevator trim wheel to the
stops in both directions to check for freedom of movement. Repeat this Step with the elevator trim
switch set to the ON position and verify freedom of movement.
Page 208
Nov 1/09 27-30-03
FLIGHT CONTROLS
ELEVATOR TRIM TAB CABLES
27-30-04
200200
1. FORWARD ELEVATOR TRIM TAB CABLE
A. Removal
elevator trim tab actuator cable drums to ensure the cable is not unwound from drums
(Ref. Figure 201).
(1) Remove the lower aft rig pin access panels 34 on the left and right side of the upper vertical
(2) Move the elevator surface (1) to the neutral position (0°) and install a rig pin (3) (7, Table 1,
27-00-00) in the elevator aft bellcrank through vertical stabilizer (4). Look at the opposite side of
the vertical stabilizer to verify that the rig pin has protruded. Using minimum force try to manually
move the elevators up and down to verify that the rig pin is correctly installed and that the
elevators do not move (Ref. Figure 202).
(4) Remove both flight compartment carpet and seats (Ref. Chapter 25-10-00).
(5) Remove the left and right pedestal side access panels.
(6) Remove floor access panels 1 left, 2 left, 4, 21 and 23 to gain access to the trim cables being
removed (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
(7) Remove the environmental outlet duct assembly located under the pilot seat.
(8) Remove the left side passenger seats and carpets as required to gain access to the trim cables
being removed (Ref. Chapter 25-20-00).
(9) Remove the left side passenger compartment floor access panels 16 as required to gain access to
the trim cables being removed (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
(12) On the left side of the upper pedestal, move the elevator trim control wheel to approximately align
the forward cable terminal ends (3 and 4).
(13) Attach cable block (5) to the left and right aft cable, forward of the bracket (8) (FS 408.25) to
prevent all of the trim cables aft of the forward cable from moving.
(14) If installed, identify, tag and disconnect the Supplemental Type Certificate (STC) Flight Data
Recorder (FDR) trim sensor bridle clamp (7) located on the forward cables between the main and
rear wing spars (Ref. Figure 204). Refer to the STC holders instructions.
Page 201
27-30-04 Nov 1/09
(15) Attach a tag with the words “forward cable left-hand threads terminal end” to the forward end of the
turnbuckle (9) (Ref. Figure 203).
(16) Disconnect the left-hand threads terminal end (4) from turnbuckle (9) and attach a feed line to the
terminal end. Label the feed line with the words “left-hand threads terminal end”.
(17) Attach a tag with the words “forward cable right-hand threads terminal end” to the forward end of
the turnbuckle (2).
(18) Disconnect the right-hand threads terminal end (3) from turnbuckle (2) and attach a feed line to the
terminal end. Label the feed line with the words “right-hand threads terminal end”.
(19) Remove cable guard pins from pulley brackets. Refer to Figure 201 for general location of the
pulleys.
NOTE: If reusing cable, take care to keep the cable clean and free from damage. Coil cable
loosely no tighter than a ten inch diameter.
(21) On the left side of the pedestal, loosen bolts (11) on the idler sprocket bracket (10) and relieve
tension from the chain (8) (Ref. Figure 206).
NOTE: When bolt (13) is removed from the left side of the pedestal, washer (14), located between
the pedestal frame and the sprocket (12), may fall.
(22) Remove safety wire from bolts (13) and remove bolts (13) at each end of the trim shaft (16).
Remove washer (14) between pedestal and sprocket (12). Lift the trim shaft assembly as needed
to remove the chain (8) from the sprocket (12), and remove the trim shaft assembly from the
pedestal with the forward cable attached.
(23) Remove the sprocket (12), cable guard (15) and drum (3) from the trim shaft (16).
(24) Unwrap cable from the drum and remove the cable lock pin (Ref. Figure 205).
(25) Remove the forward cable from the airplane while routing the feed lines through the right side of
the pedestal, and into the cockpit.
(26) Disconnect the feed lines from forward cable left and right-hand threads terminal ends.
B. Installation
equipment.
(Ref. Figure 201).
(1) Check cable for cleanliness and damage. Dip the cable in corrosion preventive compound
(11, Table 1, Chapter 91-00-00). Remove excess corrosion preventative by wiping with a clean
cloth.
Page 202
Nov 1/09 27-30-04
terminal end.
terminal end.
(4) Wrap the forward left-hand threads terminal end and right-hand threads terminal end on the cable
drum as follows (Ref. Figure 205):
CAUTION: Do not kink the cable while locating the middle of the forward cable. Damage to the
cable will occur.
(a) Align the terminal ends of the forward cable together and mark the middle of the forward
cable with ink or paint. Locate the side of the forward cable with the left-hand threads
terminal end. Position the middle of the cable in the middle of the cable drum slot
(Ref. Detail B). With the left-hand threads terminal end side of the cable, on the flat side of
the cable drum, install the cable lock pin in the middle of the cable drum slot (Ref. Detail C).
grooves and work toward the middle of the drum (Ref. Detail D).
the cable guard to prevent cable backlash at the drum (Ref. Detail E). When applying tape to
the cable, make sure the cables are separated so that it is easy to identify which cable end
winds off the forward and aft side of the drum.
end”.
PANELS), draw the forward cables through the right side of the pedestal and then proceeding
inside of pedestal to the left side and then out of the belly access panel, until the drum is close to
the pedestal.
(8) On the left side of the upper pedestal, move the elevator trim control wheel (7) to approximately 0
position (Ref. Figure 206).
(9) Install the cable drum (3) with guard (15) and sprocket (12) on the trim shaft (16). Carefully
position the trim shaft assembly and washer (14) in the pedestal, and install the lower end of the
chain (8) over the sprocket (12).
(10) Install and safety wire the bolts (13), one on each side of the pedestal.
Page 203
27-30-04 Nov 1/09
(11) Identify the forward cable with the left-hand threads terminal end (2) and make sure it winds off the
forward side of the drum as installed. Identify the forward cable with the right-hand threads
terminal end (1) and make sure it winds off the aft side of the drum as installed. Route the cable
from the drum as follows (Ref. Figures 204 and 206):
(a) Route cable (2) over the outboard pulley (4) (1st set of pulleys, under the pedestal drum)
(Ref. Figure 206).
(b) Route cable (1) over the inboard pulley (4) (1st set of pulleys, under the pedestal drum).
(c) Route cable (2) through aft pulley (5) (2nd set of pulleys, under the pedestal, just above the
belly access panel).
(d) Route cable (1) through forward pulley (5) (2nd set of pulleys, under the pedestal, just above
the belly access panel).
(e) Using the feed lines, pull the cable into the fuselage and continue with Step (f).
(f) Route cable (2) over the bottom pulley (6) (3rd set of pulleys, at FS 103.00 under the pilot).
This cable continues as the bottom cable under the pilot and into the forward cabin through
the fairleads.
(g) Route cable (1) over the top pulley (6) (3rd set of pulleys, at FS 103.00 under the pilot). This
cable continues as the top cable under the pilot and into the forward cabin through the
fairleads.
(12) Using the feed lines, pull the cable ends through the fuselage and conduit tubes (6) to the
turnbuckle connections (Ref. Figure 203).
(13) Lubricate all turnbuckles with grease (23, Table 1, Chapter 91-00-00) for corrosion protection prior
to installation.
(14) Remove feed line, and attach the left-hand threads terminal end (4) to the turnbuckle (9).
(15) Remove feed line, and attach the right-hand threads terminal end (3) to the turnbuckle (2).
(17) Make sure that the forward cable is routed properly and is engaged in the pulleys. Verify Steps
(11) (a) thru (11) (d) and Steps (11) (f) thru (11) (g).
(18) Remove slack from the tab control chain (8) and tighten the bolts (11) on the idler sprocket bracket
(10) (Ref. Figure 206).
(19) Remove cable block (5) (Ref. Figure 203).
(20) Remove all tape from the cable, turnbuckles, and pulleys.
(21) Install all cable guard pins removed during the FORWARD - ELEVATOR TRIM TAB CABLE
REMOVAL procedure.
Page 204
Nov 1/09 27-30-04
(22) Ensure bolts (13) have been safety wired (Ref. Figure 206).
(23) Move the top of the trim control wheel and note that the top cable, aft of the 3rd set of pulleys (6),
under the pilot’s seat, moves the same direction as the top of the trim control wheel. No binding is
allowed.
(24) Perform the ELEVATOR TRIM TAB RIGGING procedure (Ref. 27-30-05).
(25) Move the top of the trim control wheel to position the elevator trim tabs at neutral with the elevators
at the neutral position. If necessary, adjust the indicator in the flight compartment to 0 while the
tabs and elevators are at neutral. The 0 mark on the trim control wheel indicator must align with
the triangle mark on the pedestal edgelighted panel. Perform the ELEVATOR TRIM TAB
INDICATOR ADJUSTMENT procedure (Ref. 27-30-08).
(26) If installed, connect the Supplemental Type Certificate (STC) Flight Data Recorder (FDR) trim
sensor bridle clamp (7) (Ref. Figure 204). Refer to the STC holders instructions.
(27) Ensure turnbuckles (2 and 9) have been safetied. Install conduit tubes (6) over the turnbuckles (2
and 9) between brackets (8) FS 408.25 and (7) FS 378.25. Secure the conduit tubes (6) with tie
straps (1), forward of bracket (7) and aft of bracket (8) (Ref. Figure 203).
(28) Move the top of the trim control wheel forward (airplane nose down) and verify the trim tab trailing
edge moves to the full up position. Looking inboard from the pilot side at the trim wheel, turn the
wheel counterclockwise, proceed to the tail and verify the trim tab moved up.
(29) Move the top of the trim control wheel aft (airplane nose up) and verify the trim tab trailing edge
moves to the full down position. Looking inboard from the pilot side at the trim wheel, turn the
wheel clockwise, proceed to the tail and verify the trim tab moved down.
(30) Install the left side passenger compartment floor access panels 16 (Ref. Chapter 6-50-00, FLOOR
ACCESS PANELS).
(31) Install the left side passenger seats and carpets (Ref. Chapter 25-20-00).
(32) Install the environmental outlet duct assembly located under the pilot seat.
(33) Install floor access panels 1 left, 2 left, 4, 21 and 23 (Ref. Chapter 6-50-00, FLOOR ACCESS
PANELS).
(34) Install left and right pedestal side access panels.
(35) Install flight compartment carpet and seats (Ref. Chapter 25-10-00).
(37) Remove the rig pin from the elevator aft bellcrank (Ref. Figure 202).
(38) Install the lower aft rig pin access panels 34 on the left and right side of the upper vertical stabilizer
(Ref. Chapter 6-50-00, STABILIZER ACCESS PANELS).
Page 205
27-30-04 Nov 1/09
(41) Perform the ELEVATOR ELECTRIC TRIM OPERATIONAL CHECK (Ref. 27-30-03). If airplane is
not equipped with electric trim, perform the ELEVATOR TRIM TAB OPERATIONAL CHECK
(Ref. 27-30-05).
Page 206
Nov 1/09 27-30-04
19 20 13 E
20
25 G15
2 20 14
14 18
7
15
16 13 13
3 15
4
J G14 E C
D 20
25
24
16 17 J
14
13
14
15
13 A B
6 15 20
5 18 LEFT SIDE SHOWN, 15
RIGHT SIDE TYPICAL
DETAIL B 13 G
4
DETAIL E 14
CABLE STOPS
F PRESSURE SEAL DETAIL J

DETAIL F
5 16 23
17 1. TAB CONTROL WHEEL
27
6 2. IDLER SPROCKET
FS 408.25 3. IDLER SPROCKET BRACKET
4. CABLE DRUM
LOOKING AFT H 26 5. FORWARD CABLE
(LEFT-HAND THREADS TERMINAL END)
8
DETAIL D 15 13
TURNBUCKLE 6. FORWARD CABLE
(RIGHT-HAND THREADS TERMINAL END)
DETAIL G 7. TRIM SHAFT
8. 1ST PULLEY (UNDER PEDESTAL)
9. 2ND PULLEY (UNDER PEDESTAL)
11
14 14
DETAIL C 10. 3RD PULLEY (FS 103.00)
11. FORWARD CABLE
9 10 12 13
G 21
22 21
12. FAIR LEAD
13. LEFT-HAND THREADS TERMINAL END
11 14. RIGHT-HAND THREADS TERMINAL END
15. TURNBUCKLE
12 16. RIGHT VERTICAL CABLE
17. LEFT VERTICAL CABLE
DETAIL A 12 FS 378.25
18. HORIZONTAL CABLE
19. ELEVATOR TRIM TAB ACTUATOR
20. ACTUATOR CABLE
21. STRAPS
12 22. CONDUIT TUBES
11 23. CLIPS
24. WASHER
25. BOLTS
VIEW LOOKING DOWN
26. LEFT AFT CABLE
UC27B
DETAIL H FWD
27. RIGHT AFT CABLE 034894AB.AI
Figure 201
Elevator Trim Tab Control System
Page 207
27-30-04 Nov 1/09
Page 208
Nov 1/09 27-30-04
1. RIG PIN
DETAIL A
UC27B
034878AA.AI

Page 209
27-30-04 Nov 1/09

FWD
VERTICAL
STABILIZER (REF)
DETAIL B
UC27B
040558AB.AI

Page 210
Nov 1/09 27-30-04
1. TIE STRAPS
2. TURNBUCKLE
TERMINAL END
TERMINAL END A
6. CONDUIT TUBES
7. BRACKET
8. BRACKET
9. TURNBUCKLE
6
1
VIEW LOOKING DOWN
FS 408.25 DETAIL A FWD

(REF)
5 2 3 7 FS 378.25
(REF)
8 9 4
VIEW LOOKING DOWN
(CONDUIT TUBES MOVED FORWARD AND
BLOCK TEMPORARILY INSTALLED) FWD
UC27B
DETAIL A 034861AA.AI
Figure 203
Forward Trim Tab Cable
Page 211
27-30-04 Nov 1/09
1. FORWARD CABLE (RIGHT-HAND THREADS TERMINAL END)

2. FORWARD CABLE (LEFT-HAND THREADS TERMINAL END)
3. FAIRLEADS
4. TURNBUCKLES
5. LEFT - HAND THREADS TERMINAL END
6. RIGHT - HAND THREADS TERMINAL END
7. BRIDLE CLAMP
3
5
1
3
FLIGHT DATA RECORDER (REF)

(IF INSTALLED)
1
7
DETAIL A UC27B
034835AA.AI
Figure 204
Page 212
Nov 1/09 27-30-04
D
SPROCKET
A
E B
C
FORWARD CABLE WITH
DETAIL A LEFT - HAND THREADS
TERMINAL END
MIDDLE OF CABLE
AND MIDDLE OF
SIDE WITH CABLE DRUM SLOT
RIGHT-HAND CABLE LOCK PIN
THREADS INSTALLED
CABLE LOCK PIN
TERMINAL END
FLAT SIDE
OF DRUM
FORWARD CABLE WITH

RIGHT - HAND THREADS
TERMINAL END
SIDE WITH
LEFT - HAND
THREADS (DRUM NOT FULLY WRAPPED)
(CABLE GUARD NOT SHOWN) TERMINAL END (CABLE GUARD NOT SHOWN)
DETAIL B DETAIL C
CABLE WITH RIGHT-HAND CABLE WITH LEFT-HAND
THREADS TERMINAL END THREADS TERMINAL END
BEGINNING AT THE SPROCKET BEGINNING AT THE FLAT
SIDE OF THE DRUM SIDE OF THE DRUM
CABLE GUARD
SPROCKET
SIDE OF
DRUM
FORWARD CABLE FORWARD CABLE

WITH LEFT - HAND RIGHT - HAND THREADS
TERMINAL END
TAPE (TEMPORARY)
(DRUM FULLY WRAPPED)

DETAIL E DETAIL D UC27B
034837AA.AI
Figure 205
Page 213
27-30-04 Nov 1/09
1 2
3
A
B
1
6
5
2
2
1
FORWARD LOOKING AFT 7
DETAIL B 8
17
1. FORWARD (RIGHT - HAND THREADS 13

9
TERMINAL END) CABLE
2. FORWARD (LEFT - HAND THREADS 16
15
TERMINAL END) CABLE
3. DRUM 10
4. 1ST SET OF PULLEYS (UNDER PEDESTAL)
5. 2ND SET OF PULLEYS (UNDER PEDESTAL) 11
6. 3RD SET OF PULLEYS (FS 103.00)
7. TAB CONTROL WHEEL 3
8. CHAIN 12
9. IDLER SPROCKET
10. IDLER SPROCKET BRACKET
11. BOLTS
12. LOWER SPROCKET
13. BOLTS
14. WASHER
2 1
15. CABLE GUARD
16. TRIM SHAFT 14
13
17. UPPER SPROCKET
DETAIL A UC27B
034834AB.AI
Figure 206
Page 214
Nov 1/09 27-30-04
2. AFT ELEVATOR TRIM TAB CABLE
A. Removal
(Ref. Figure 201).
NOTE: Removal procedures for the left and right aft elevator trim cables are the same, only the
procedure for the left aft elevator trim cable is provided, unless otherwise indicated.
(1) Remove the left side passenger seats and carpets as required to gain access to the trim cables
being removed (Ref. Chapter 25-20-00).
(2) Remove the left side passenger compartment floor access panels 16 as required to gain access to
the trim cables being removed (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
(3) Remove floor access panel 15 (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
(4) Remove cargo compartment access panels aft of cargo door.
(5) Remove stabilizer access panels 20 and 25 (Ref. Chapter 6-50-00, STABILIZER ACCESS
PANELS).
(6) Remove fuselage access panels 7 and 8 (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS).
(11) On the left side of the upper pedestal, move the elevator trim control wheel so that turnbuckle (4) is
easily accessible (Ref. Figure 208, Detail C).
(12) Attach cable block (4) to both ends of the forward cable (10), aft of bracket (3) (FS 378.25) to
prevent the forward cable (10) from moving (Ref. Figure 207).
(13) Attach cable block (6) on the left vertical cable (5) at the left upper vertical cable pulley to maintain
tension on the trim cables that are not being removed (Ref. Figure 208, Detail D).
(14) Attach a tag with the words “left-hand threads terminal end” to the aft end of the turnbuckle (7)
(Ref. Figure 207).
(15) Disconnect the left-hand threads terminal end (8) from turnbuckle (7) and attach a feed line to the
terminal end.
Page 215
27-30-04 Nov 1/09
(16) Disconnect the right-hand threads terminal end (3) from turnbuckle (4) (Ref. Figure 208, Detail C).
(17) Remove cable guard pins from the aft cable pulley brackets.
(18) Lubricate the left aft cable (1) with grease (23, Table 1, Chapter 91-00-00) as necessary to pull the
cable terminal end through the pressure seal (4) (Ref. Figure 209).
(19) With the right-hand threads terminal end (3), pull the cable and feed line through the frames, aft
pressure bulk head and pulleys, to remove the left aft cable (1) from the airplane. Use care while
drawing the left-hand threads terminal end through the pressure seal to prevent damage to the
seal. Wipe excessive grease from airplane, aft cable and cable terminal end with a clean cloth
(Ref. Figure 208).
(20) Disconnect the feed lines from left aft cable (11) left-hand threads terminal end (8) (Ref. Figure
207).
B. Installation
(Ref. Figure 201).
NOTE: Installation procedures for the left and right aft elevator trim cables are the same, only the
procedure for the left aft elevator trim cable is provided, unless otherwise indicated.
(1) Clean the cable assembly with a clean cloth saturated with solvent (2, Table 1, Chapter 91-00-00).
cloth.
(3) Attach the left aft cable (1) right-hand threads terminal end (3) to the feed line, in the passenger
compartment. The feed line was installed during the AFT ELEVATOR TRIM TAB CABLE
REMOVAL procedure (Ref. Figure 208).
(4) Lubricate the left aft cable (1) with grease (23, Table 1, Chapter 91-00-00) as required to pull the
cable terminal end through the pressure seal (4). With assistance, route the left aft cable (1)
through pulleys (3), aft pressure bulk head and frames, by pulling the feed line aft. Use care while
drawing the right-hand threads terminal end through the pressure seal (4) to prevent damage to
the pressure seal (4). Wipe excessive grease from right-hand threads terminal end, left aft cable
and airplane with a clean cloth after drawing the left aft cable (1) through the pressure seal (4)
(Ref. Figure 209).
to installation.
(6) Remove feed line and attach the left aft cable (1) right-hand threads terminal end (3) to turnbuckle
(7) Attach the left aft cable (11) left-hand threads terminal end (8) to turnbuckle (7) (Ref. Figure 207).
Page 216
Nov 1/09 27-30-04
(8) Tension the left aft cable (11) sufficient to prevent slack. Ensure the left aft cable is routed properly
and engaged in the pulleys.
(9) Install the cable guard pins removed during the AFT ELEVATOR TRIM TAB CABLE REMOVAL
procedure.
(10) Remove the cable blocks (Ref. Figure 207, Item 4 and Figure 208, Item 6).
(11) Fill the pressure seal (4) and lubricate the left aft cable (1) to one inch beyond the length of travel
through the pressure seal with grease (23, Table 1, Chapter 91-00-00) (Ref. Figure 209).
(12) Remove all tags from turnbuckles.
edge moves to the full up position. Move the top of the trim control wheel aft (airplane nose up)
and verify the trim tab trailing edge moves to the full down position.
(14) Perform the ELEVATOR TRIM TAB RIGGING procedure (Ref. Chapter 27-30-05).
(15) Ensure turnbuckle (7) has been safetied and slide conduit tubes (2) over the turnbuckles (7 and 5)
between brackets (9) FS 408.25 and (3) FS 378.25. Secure the conduit tubes (2) with tie straps
(1), forward of bracket (3) and aft of bracket (9) (Ref. Figure 207).
(16) Looking inboard from the pilot side at the trim wheel, turn the wheel counterclockwise and proceed
to the tail and verify the trim tab moved up.
(17) Looking inboard from the pilot side at the trim wheel, turn the wheel clockwise and proceed to the
tail and verify the trim tab moved down.
(18) Install the left side passenger compartment floor access panels 16 (Ref. Chapter 6-50-00, FLOOR
ACCESS PANELS).
(19) Install floor access panel 15 (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
(20) Install cargo compartment access panels aft of cargo door.
(21) Install the left side passenger seats and carpets (Ref. Chapter 25-20-00).
(22) Install fuselage access panels 7 and 8 (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS).
(23) Install stabilizer access panels 20 and 25 (Ref. Chapter 6-50-00, STABILIZER ACCESS
PANELS).
Page 217
27-30-04 Nov 1/09
(28) Perform the ELEVATOR ELECTRIC TRIM OPERATIONAL CHECK (Ref. Chapter 27-30-03). If
airplane is not equipped with electric trim, perform the ELEVATOR TRIM TAB OPERATIONAL
CHECK (Ref. Chapter 27-30-05).
Page 218
Nov 1/09 27-30-04
1. TIE STRAPS 7. TURNBUCKLE

2. CONDUIT TUBES 8. LEFT - HAND THREADS TERMINAL END
3. BRACKET 9. BRACKET
4. CABLE BLOCK 10. FORWARD CABLE
5. TURNBUCKLE 11. LEFT AFT CABLE
6. RIGHT - HAND THREADS TERMINAL END 12. RIGHT AFT CABLE
TOP CABLE
A
(REF)
8 7
11 12
DETAIL B 6 5
2
1
VIEW LOOKING DOWN
FS 408.25
DETAIL A FWD
(REF)
11 8 7 3
FS 378.25
4
(REF)
10
B
6 5
9 12 VIEW LOOKING DOWN
(CONDUIT TUBES MOVED FORWARD AND FWD
DETAIL A UC27B
040770AA.AI
Figure 207
Aft Trim Tab Cable FS 393.25
Page 219
27-30-04 Nov 1/09
AFT PRESSURE
BULKHEAD (REF)
8
A
E
5
DETAIL B 8
DETAIL E D
5
5
1. LEFT AFT CABLE
2. PULLEY
3. RIGHT-HAND THREADS TEMINAL END
C TRIM TAB CABLE
TURNBUCKLE
4. TURNBUCKLE 1 (REF)
6. CABLE BLOCK
7. PULLEY
B
8. PRESSURE SEAL
DETAIL A 4
3
6 1
RIGHT
VERTICAL
CABLE
(REF) ELEVATOR CABLES
5 REMOVED FOR CLARITY
DETAIL D DETAIL C UC27B

040771AA.AI
Figure 208
Aft Trim Tab Cable FS 541.0 to CS 605.98
Page 220
Nov 1/09 27-30-04
A
1. LEFT AFT CABLE
C 2. RIGHT AFT CABLE
3. PULLEYS
B 4. PRESSURE SEALS
1 3 2
DETAIL A
DETAIL D
3
DETAIL B FWD
4
1 2
3
DETAIL C FWD UC27B

040736AA
Figure 209
Aft Trim Tab Cable FS 523.5
Page 221
27-30-04 Nov 1/09
3. VERTICAL ELEVATOR TRIM TAB CABLE
A. Removal
(Ref. Figure 201).
NOTE: The left vertical cable is connected to the right actuator cable and the right vertical cable is
connected to the left actuator cable.
Removal procedures for the left and right vertical trim tab cables are the same, only the left
vertical trim tab cable procedure is provided, unless otherwise indicated.
Both terminal ends of the left vertical cable are left-hand threads terminal ends and both
terminal ends of the right vertical cable are right-hand threads terminal ends.
(1) Remove the stabilizer access panels 18, 21, and 22 (Ref. Chapter 6-50-00, STABILIZER ACCESS
PANELS).
NOTE: For airplanes without an electric elevator trim tab system, proceed to Step (8).
(5) Move the electric elevator trim tab system to position the electric trim turnbuckles (15) so they are
easily accessible (Ref. Figure 210).
NOTE: With one electric elevator trim tab system cable disconnected, do not move the elevator
trim tab system cables, to prevent the electric elevator trim tab system cable (14) from
unwinding from the electric elevator trim tab system drum (13).
(6) While maintaining tension on the electric elevator trim tab system drum (13), disconnect, one at a
time, the left and right turnbuckles (15), and secure each cable (14) to the structure to prevent
cable (14) from unwinding from the drum (13).
(7) Remove the bridle cable clamps (8) from the vertical cables.
(8) Move turnbuckle (17) so that cable block (5) can be installed and turnbuckle (10) is easily
accessible.
(9) Attach cable block (12) on the left aft cable (11) to prevent slack in the trim tab cables forward of
the vertical cable.
(10) Attach cable block (5) on both cable ends of the right actuator cable (4) against trim tab actuator
housing (7), to prevent the actuator drum (6) from unwinding.
Page 222
Nov 1/09 27-30-04
(11) Disconnect the vertical cable lower terminal end (9) from the turnbuckle (10) and attach a feed line
to terminal end (9).
(12) Disconnect vertical cable upper terminal end (2) from the turnbuckle (3).
(13) Disconnect cable guard pins from the vertical cable pulley brackets.
(14) Remove vertical cable from airplane, drawing the feed line through stabilizer access panel (16).
(15) Disconnect the feed line from the vertical cable.
B. Installation
(Ref. Figure 201).
NOTE: The left vertical cable is connected to the right actuator cable and the right vertical cable is
connected to the left actuator cable.
Installation procedures for the left and right vertical trim tab cables are the same, only the
procedure for the left vertical trim tab cable is provided, unless otherwise indicated.
Both terminal ends of the left vertical cable are left-hand threads terminal ends and both
terminal ends of the right vertical cable are right-hand threads terminal ends.
cloth.
(2) Attach the left vertical cable (1) to the feed line at the stabilizer access panel (16) (Ref. Figure
210).
(3) With assistance, route the vertical cable down through vertical stabilizer to the turnbuckle (10).
to installation.
(5) Connect the left vertical cable upper terminal end (2) to the actuator cable turnbuckle (3).
(6) Install all cable guard pins removed during the VERTICAL ELEVATOR TRIM TAB CABLE
REMOVAL procedure.
(7) Remove the feed line and connect the vertical cable lower terminal end (9) to the turnbuckle (10).
(8) Tension the left vertical cable (1) sufficient to prevent slack. Ensure the left vertical cable is routed
properly and engaged in the pulleys.
(9) Remove cable blocks (5 and 12).
Page 223
27-30-04 Nov 1/09
(12) Ensure turnbuckles (3 and 10) have been safetied.
(13) Looking inboard from the pilot side at the trim wheel, turn the wheel counterclockwise, proceed to
the tail and verify the trim tab moved up.
(14) Looking inboard from the pilot side at the trim wheel, turn the wheel clockwise, proceed to the tail
and verify the trim tab moved down.
NOTE: For airplanes without an electric elevator trim tab system, proceed to Step (17).
(15) Perform the ELEVATOR ELECTRIC TRIM TAB CABLE RIGGING (ALL AIRPLANES WITHOUT
COLLINS APS-65H AUTOPILOT SYSTEM) procedure (Ref. Chapter 27-30-07).
(16) Ensure turnbuckles (15) have been safetied.
(18) Install the stabilizer access panels 18, 21, and 22 (Ref. Chapter 6-50-00, STABILIZER ACCESS
PANELS).
Page 224
Nov 1/09 27-30-04
B A
4 5 6 7
1 2 3
DETAIL A
8
17
15
14
16 DETAIL C 1
10

2. VERTICAL CABLE
UPPER TERMINAL END
3. TURNBUCKLE
4. RIGHT ACTUATOR CABLE 11
5. CABLE BLOCK
6. ACTUATOR DRUM
7. TRIM ACTUATOR HOUSING
8. BRIDLE CLAMP 13
9. VERTICAL CABLE LOWER
TERMINAL END
10. TURNBUCKLE ELEVATOR CABLES
11. LEFT AFT CABLE REMOVED FOR CLARITY
12. BLOCK
13. DRUM 12
14. ELECTRICAL TRIM TAB
SYSTEM CABLES
15. TURNBUCKLES DETAIL B
16. STABILIZER ACCESS PANEL
17. TURNBUCKLE
UC27B
034838AA.AI
Figure 210
Vertical Trim Tab Cable
Page 225
27-30-04 Nov 1/09
4. HORIZONTAL ELEVATOR TRIM TAB CABLE
A. Removal
(Ref. Figure 201).
(1) Remove the stabilizer access panels 18, 21, and 22 (Ref. Chapter 6-50-00, STABILIZER ACCESS
PANELS).
(4) Move the elevator trim control wheel to position the horizontal cable turnbuckles (3 and 9) so that
they are easily accessible (Ref. Figure 211).
(5) Attach cable blocks (5) on both cable ends of the left and right actuator cables (4 and 8) against
actuator housing (7), to prevent the actuator drum (6) from unwinding.
(6) Disconnect the horizontal cable left-hand threads terminal end (10) from turnbuckle (9) and
right-hand threads terminal end (2) from the turnbuckle (3).
(7) Remove cable guard pin from horizontal cable pulley (11) bracket.
cable loosely no tighter than a ten inch diameter.
(8) Remove horizontal cable from airplane.
B. Installation
(Ref. Figure 201).
cloth.
(2) Lubricate turnbuckles (3 and 9) with grease (23, Table 1, Chapter 91-00-00) (Ref. Figure 211).
(3) Position the horizontal cable (1) on the horizontal cable pulley (11) and route the horizontal cable
(1) through fairleads and horizontal stabilizer.
(4) Connect the horizontal cable left-hand threads terminal end (10) to turnbuckle (9) and right-hand
threads terminal end (2) to turnbuckle (3).
Page 226
Nov 1/09 27-30-04
(5) Tension the horizontal cable (1) sufficient to prevent slack. Ensure the horizontal cable is routed
properly and engaged in the pulleys.
(6) Install cable guard pin in horizontal pulley (11) bracket.
(7) Remove cable blocks (5).
(10) Ensure turnbuckles (3 and 9) have been safetied.
(11) Looking inboard from the pilot side at the trim wheel, turn the wheel counterclockwise, proceed to
the tail and verify the trim tab moved up.
(12) Looking inboard from the pilot side at the trim wheel, turn the wheel clockwise, proceed to the tail
and verify the trim tab moved down.
(13) Install the stabilizer access panels 18, 21, and 22 (Ref. Chapter 6-50-00, STABILIZER ACCESS
PANELS).
5. ELEVATOR TRIM TAB CONTROL WHEEL CHAIN
A. Removal
(1) Remove the left flight compartment seat (Ref. 25-10-00, SEAT REMOVAL).
(2) Remove the pedestal left side access panels, located below the elevator trim tab control wheel.
(3) Rotate the elevator trim tab control wheel (11) until the chain master link is accessible (Ref. Figure
212).
(4) Loosen bolts (8) and nuts (15) and move the idler sprocket (10) to provide slack in the chain (1).
Page 227
27-30-04 Nov 1/09
NOTE: A drop cloth should be used to keep items dropped from the pedestal from falling below
the floor.
(5) Remove the master link from the chain (1).
NOTE: Chain guide screws (5, 7) may be loosened and moved aside to facilitate chain (1)
removal.
Leave the old chain in place until ready to install a new chain. The chain being removed
will be used to guide the new chain on to and around the sprockets.
B. Installation
(1) Use the master link and temporarily splice the new chain to the old chain that was left in place.
(2) Using the old chain, slowly pull the new chain in to position around sprockets (6 and 12)
(Ref. Figure 212).
(3) Remove the master link and discard the old chain.
(4) Install the master link in the new chain (1).
(5) Position the trim bracket (4) and the idler sprocket bracket (9). Align the idler sprocket (10) with the
chain (1) and press the idler sprocket (10) against the chain (1) to remove slack and tighten bolts
(8) and nuts (15).
(6) Adjust the chain guide screws (5, 7) to give a clearance of 0.03 to 0.09 inch between the screws
(5, 7) and the chain (1).
(7) Rotate the elevator trim tab control wheel (11) through full range of motion to verify smooth
operation with no unusual noises or binding.
(8) Install the pedestal left side access panel.
(10) Perform the ELEVATOR TRIM TAB INDICATOR ADJUSTMENT procedure (Ref. 27-30-08).
Page 228
Nov 1/09 27-30-04
B
C
D
DETAIL A A
4 5 6 7
2 3
1
7 6 5 DETAIL B 8
9
10 1
DETAIL C
11 1
1. HORIZONTAL CABLE
2. RIGHT-HAND THREADS
TERMINAL END
3. TURNBUCKLE
4. RIGHT ACTUATOR CABLE
5. CABLE BLOCK
6. DRUM
7. ACTUATOR HOUSING
8. LEFT ACTUATOR CABLE
9. TURNBUCKLE
10. LEFT-HAND THREADS
TERMINAL END
11. PULLEY
DETAIL D UC27B
034840AA.AI
Figure 211
Horizontal Trim Tab Cable
Page 229
27-30-04 Nov 1/09
1. CHAIN
2. WASHER
3. PIVOT SHAFT
4. TRIM BRACKET
5. SCREW
6. LOWER SPROCKET
7. SCREW
8. BOLTS
9. IDLER SPROCKET BRACKET
10. IDLER SPROCKET
11. ELEVATOR TRIM TAB CONTROL WHEEL
12. UPPER SPROCKET
13. WASHER
14. SCREWS
15. NUTS
3
B
2
11 13
12
10
15
ADJUST SCREW IN SLOT
9 TO GIVE 0.03 TO 0.09 INCH CLEARANCE
4 BETWEEN CHAIN AND SCREW
8
14
6
C
5
DETAIL A DETAIL C DETAIL B

UC27B
084497AA.AI
Figure 212
Elevator Trim Tab Control Wheel Chain Installation
Page 230
Nov 1/09 27-30-04
FLIGHT CONTROLS
ELEVATOR TRIM TAB CONTROL SYSTEM
27-30-05
200200
A. Rigging
equipment.
(1) Remove the left and right access panels 18, 21 and 22 (Ref. Chapter 6-50-00, STABILIZER
ACCESS PANELS).
(2) Remove access panel 34 on the left and right side of the upper vertical stabilizer (Ref. Chapter
WARNING: The elevator control system must be properly rigged before the elevator trim
tab system can be rigged. Failure to do so may result in injury to personnel and
damage to equipment.
CAUTION: Where the cables pass through structure, the areas of possible contact between the
control cables and adjacent structure must be protected with protective elements such
as grommets, rub strips, block or guide fairings. Where contact of control cables does
required to move the cable to a position of no contact. At no time should flight control
(3) If installed, perform the ELEVATOR ELECTRIC TRIM TAB CABLE DISCONNECTION procedure
(Ref. 27-30-07).
(4) If installed, identify, tag and disconnect the Supplemental Type Certificate (STC) Flight Data
Recorder (FDR) trim sensor bridle clamp located on the forward cables between the main and rear
spars. Refer to the STC holders instructions.
(5) Move the elevator surface (1) and install a rig pin (3) (7, Table 1, 27-00-00) in the elevator aft
(Ref. Figure 203).
(6) Perform ELEVATOR TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02). Both elevators
must be at neutral (0° deflection). Apply tape to the horizontal stabilizer upper surface to mark the
location of the travel board feet to ensure proper location when moving the travel board from one
side to the other.
(a) If using the travel board at HSS 50.00, install a digital protractor (5, Table 1, 27-00-00)
attached to the elevator trim tab surface.
(b) If using travel board at HSS 35.00, install the elevator trim travel board to the elevator travel
board.
Page 201
27-30-05 Nov 1/09
tension.
(b) Measure the temperature in the compartment next to the elevator trim cables in the
horizontal stabilizer area.
(c) Refer to Elevator Trim Cable Tension Graph Figure 201, and read the pounds of tension for
NOTE: Cable tension tolerance is +3/ -2 lbs of the tension found in Figure 201.
(e) If no adjustment is required, proceed to Step (8). If cable tension requires adjustment,
remove safety clips from one or more turnbuckles. It is permissible to adjust any turnbuckle in
the elevator trim system.
WARNING: If cable tension at any time is below 5 pounds, check all elevator trim
(f) Adjust turnbuckle(s) to tension cables to the proper tension per Figure 201. Cable diameter is
noted in Figure 201.
(g) Rotate the elevator trim wheel from full up stop to full down stop through three cycles to
distribute the cable tension throughout the elevator trim system.
(h) Check cable tension to verify that the tension meets required tension per Figure 201.
(i) Install safety clips on the turnbuckles.
(8) Move the right side actuator upper cable (5) until the distance from the actuator housing (3) to the
upper cable terminal end (7) is 5.50 to 5.75 inches (Ref. Figure 206, Detail A).
(9) Check the position of the lower cable terminal end (6) of the right side elevator trim tab actuator.
The distance between the actuator housing (3) and the outboard end of the cable terminal end (6)
must be 12.75 inches minimum for the right side actuator lower cable. If this minimum distance is
too short, then repeat Step (8). When the right side actuator upper cable terminal is positioned
between 5.50 inches to 5.75 inches, then the lower cable must be 12.75 inches minimum.
(10) With the right side actuator cables positioned per Step (8), check the position of the cable
terminals ends of the left side elevator trim tab actuator.
(a) The distance between the actuator housing (3) and the outboard end of the upper cable
terminal end (6) must be 12.75 inches minimum for the left side actuator upper cable (5)
Page 202
Nov 1/09 27-30-05
(b) The distance between the actuator housing (3) and the outboard end of the lower cable
terminal end (7) must be 5.50 inches minimum for the left side actuator lower cable (5)
(Ref. Figure 205, Detail A).
(11) If no adjustment is required, proceed to Step (12). If adjustments are required, adjust the
turnbuckles to meet the distance requirements of Step (10).
(a) If the left actuator upper cable terminal end is less than 12.75 inches, then tighten the upper
cable turnbuckle and loosen the lower turnbuckle.
(b) If the left actuator lower cable terminal end is less than 5.50 inches, then loosen the upper
cable turnbuckles and tighten the left side lower turnbuckle.
(c) The bottom turnbuckle (5) inside the fuselage conduit tubes may need to be adjusted if
sufficient adjustment is not available in the horizontal stabilizer turnbuckles to tension the
cables and meet the minimum distance between the actuator housing and the cable terminal
ends (Ref. Figure 208).
(d) Perform Step (7) to tension the cables and then repeat Steps (8), (9), (10) and (11) to
position the cables for the following Step (12).
(12) The cables must be positioned per Steps (8), (9), (10) and (11). Check the position of the elevator
trim tabs for neutral (0° deflection). If no adjustments are required, proceed to Step (13). If
adjustment is required, perform the following Steps
(a) Adjust the push-pull rod (10) by removing the safety wire and loosening the large jam nut (6)
and remove the bolt, washer and nut (13) (Ref. Figure 202).
(b) Loosen the small jam nut (8) and rotate the clevis (7) to bring the elevator tab to 0° position.
(c) Tighten the small jam nut (8), taking care not to alter push-pull rod (10) adjustment.
(d) Install bolt, washer and nut (13) attaching the trim tab to the push-pull rod (10). Tighten the
large jam nut (6) to lock the outer clevis (7), bolt, washer and nut (13) in place and safety wire
(178, Table 1, Chapter 91-00-00).
(13) Position the elevator trim wheel to the full nose up limit. Verify the right side cable stop (1) contacts
the cable stop guard (4) (Ref. Figure 204).
(14) Using the elevator trim tab travel board or digital protractor (5, Table 1, 27-00-00), check the
elevator trim tab for a deflection of 15° to 16° down from neutral (Ref. 27-00-02, READING A
TRAVEL BOARD).
(15) Position the elevator trim wheel to the full nose down limit. Verify the left side stop (1) contacts the
cable stop guard (4).
(16) Using the elevator trim tab travel board or digital protractor (5, Table 1, 27-00-00), check the
elevator trim tab for a deflection of 5° to 5 1/2° up from neutral.
following Steps
(a) Remove safety wire (3) from the cable stop(s) (1) located in the horizontal stabilizer area
(Ref. Figure 204).
Page 203
27-30-05 Nov 1/09
(b) Loosen the cable stop(s) (1) and adjust as needed to achieve proper deflection.
(c) Tighten cable stop(s) (1) and torque to 40 to 45 inch-pounds and safety wire (3).
(d) Perform Steps (13), (14), (15) and (16) to check travel.
(18) Rotate the elevator trim wheel on the pedestal so the trim tab trailing edge is positioned at neutral
(0° deflection).
(19) If using elevator travel board at HSS 35.00 with the elevator trim travel board attached, perform
the following:
(a) Remove rig pin from the elevator aft bellcrank (Ref. Figure 203).
(b) Disconnect the trim tab and align the trim tab with the elevator.
(c) Move the elevator surface to the full down position. Measurement should be 14° +1°/ -0°
deflection.
(d) Connect the trim tab and check measurement on travel board. Subtract the reading of the tab
measurement from the elevator measurement. The trim tab must be 2° ± 1/2° (elevator trim
tab deflection (servo travel)) up at full down elevator.
Example: Elevator surface with trim tab disconnected and aligned with the elevator surface.
Elevator deflection reads 14°.
Elevator trim tab connected with the elevator in full down position. Tab deflection reads 12°.
14° - 12° = 2° which is acceptable.
(e) Disconnect the trim tab and align the trim tab with the elevator.
WARNING: Verify elevator movement in the following Step by moving only the
cockpit control column.
(f) Move the elevator surface to the full up position. Measurement should be 20° +1°/ -0°
deflection.
(g) Connect the trim tab and check measurement on travel board. Subtract the reading of the tab
measurement from the elevator measurement. The trim tab must be 6°± 1° (elevator trim tab
deflection (servo travel)) down at full up elevator.
Example: Elevator surface with trim tab disconnected and aligned with the elevator surface.
Elevator deflection reads 21°.
Elevator trim tab connected with the elevator in full up position. Tab deflection reads 15°.
NOTE: Maximum allowable trim tab differential (lagging tab) between the left tab and the
right tab is to be 1° at full up elevator and 1/2° at full down elevator.
(h) Proceed to Step (21).
(20) If using elevator travel board at HSS 50.00 or HSS 35.00 with a digital protractor, perform the
following:
(a) With elevator surface at 0° (neutral) position, attach digital protractor (5, Table 1, 27-00-00)
to the elevator trim tab surface.
Page 204
Nov 1/09 27-30-05
(b) Zero out the digital protractor by pressing the ALT 0 button.
(c) Remove rig pin from the elevator aft bellcrank (Ref. Figure 203).
(d) Manually lower the elevator surface to the full down position. Elevator trailing edge down
must be 14° +1°/ -0°.
(e) Read the digital protractor. Subtract the reading of the digital protractor from the elevator
measurement. The trim tab must be 2° ± 1/2° (elevator trim tab deflection (servo travel)) up at
full down elevator.
Example: Elevator deflection reads 14°. Digital protractor reads 12°.

WARNING: Verify elevator movement in the following Step by moving only the
cockpit control column.
(f) Manually move the elevator surface to the full up position (20° +1°/ -0°).
(g) Read the digital protractor. Subtract the reading of the digital protractor from the elevator
measurement. The trim tab must be 6° ± 1° (elevator trim tab deflection (servo travel)) down
at full up elevator.
Example: Elevator deflection reads 21°. Digital protractor reads 15°.

NOTE: Maximum allowable trim tab differential (lagging tab) between the left trim tab and
the right trim tab is 1° at full up elevator and 1/2° at full down elevator.
(h) Proceed to Step (21).
following Steps:
(a) A maximum of one laminated shim (15) (P/N 101-524078-3) may be placed between the
adapter (14) and the actuator flange (Ref. Figure 202).
(b) Adjustment of the actuator is accomplished by removing laminations from the shim as
required to obtain the correct servo tab travel.
NOTE: Shims shall not be under both the top and bottom of the actuator flange at the same
time. Add or remove shims either at the top or bottom of the actuator flange.
(c) To increase servo (lag), install shims under the actuator bottom flange only. No shims under
the top flange.
(d) To decrease servo (lag), install shims under the actuator top flange only. No shims under the
bottom flange.
(e) Bond shim (15) to the elevator trim tab actuator (1) using Epibond 104 (170, Table 1, Chapter
91-00-00).
(f) If further adjustments are required, perform the ELEVATOR TRIM ACTUATOR REMOVAL/
INSTALLATION procedures (Ref. 27-30-06) and adjust actuators.
Page 205
27-30-05 Nov 1/09
(22) Repeat Steps (5), (6), (8) and (12) through (21) for the opposite side. If both sides were rigged
simultaneously, then these Steps have been accomplished; proceed to the next Step.
not move (Ref. Figure 203).
(24) Rotate the elevator trim wheel on the pedestal so the trim tab trailing edge is positioned at neutral
(0° deflection). The 0 mark on the trim control wheel indicator must align with the triangle mark on
the pedestal edgelighted panel. If required, perform the ELEVATOR TRIM TAB INDICATOR
ADJUSTMENT procedure (Ref. 27-30-08).
(25) Remove the elevator aft bellcrank rig pin.
NOTE: Before attaching cable clamps and cables to the elevator trim cables, ensure that all twist
is removed from the elevator trim cables by operating the system at least six (6) times
from stop to stop.
(26) Perform the ELEVATOR ELECTRIC TRIM TAB CABLE CONNECTION procedure, if installed
(Ref. 27-30-07). Do not perform the ELEVATOR ELECTRIC TRIM OPERATIONAL CHECK
procedure, since this will be accomplished in Step (28) of this procedure.
(27) If installed, connect the Supplemental Type Certificate (STC) Flight Data Recorder (FDR) trim
sensor bridle clamp. Refer to the STC holders instructions.
(28) Perform the ELEVATOR ELECTRIC TRIM OPERATIONAL CHECK procedure, if installed
(Ref. 27-30-03).
(29) Perform the ELEVATOR TRIM TAB OPERATIONAL CHECK procedure contained in this section.
(30) Remove the elevator travel board, elevator trim travel board, digital protractor and tape.
(31) Install the left and right access panels 18, 21 and 22 (Ref. Chapter 6-50-00, STABILIZER
ACCESS PANELS).
(32) Install access panel on the left and right side of the upper vertical stabilizer 34 (Ref. Chapter
(1) Rotate the elevator trim control wheel (1) counter clockwise (nose down) and make sure that the
elevator trim tab moves up smoothly with no unusual noise or binding (Ref. Figure 207).
(2) Rotate the elevator trim control wheel (1) clockwise (nose up) and make sure that the elevator trim
tab moves down smoothly with no unusual noise or binding.
(3) Set the elevator trim control wheel (1) one and a half units in the nose up position.
(4) With the elevators resting on the down stops, verify that the elevator trim tabs approximately align
with the elevator surface.
(5) If requirements are not met, perform the ELEVATOR TRIM TAB RIGGING procedure in this
section.
Page 206
Nov 1/09 27-30-05

(1) Remove aft fuselage panels 7 and 8 (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS).
(2) Rotate the elevator tab control wheel (1) to the nose up and nose down position three cycles to
equalize system tension (Ref. Figure 207).
tension.
(b) Measure the temperature in the compartment next to the elevator trim cables.
(c) Refer to the Elevator Trim Cable Tension Graph Figure 201 and read the pounds of tension
for the measured temperature.
and measure the cable tension. Cable diameter is noted in Figure 201.
NOTE: Cable tension tolerance is +3/ -2 pounds.
(e) If cable tension does not require adjustment, proceed to Step (4). If cable tension requires
adjustment, perform the ELEVATOR TRIM TAB RIGGING procedure in this section.
(4) Install panel 7 and 8 (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS).
(5) Perform the ELEVATOR TRIM TAB OPERATIONAL CHECK procedure in this section.
D. Functional Check
(1) Remove access panel 34 on the left and right side of the upper vertical stabilizer (Ref. Chapter
bellcrank through the vertical stabilizer (4). Look at the opposite side of the vertical stabilizer to
and down to verify that the rig pin is correctly installed and that the elevators will not move
(Ref. Figure 203).
(3) Perform the ELEVATOR TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02). Verify that
the elevator is at 0°. If the elevator is not at 0°, perform the ELEVATOR CONTROL SYSTEM
RIGGING procedure (Ref. 27-30-02).
(4) Perform the ELEVATOR TAB TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02).
(5) Rotate the elevator trim control wheel (1) to align the trailing edge of the trim tab with the elevator
surface (Ref. Figure 207).
(6) The 0 mark on trim position dial (6) must be aligned with the trim indicator mark (3) on the pedestal
edgelighted panel (4).
Page 207
27-30-05 Nov 1/09
CAUTION: The elevator trim system must not be forced past the limits that are indicated on the
elevator trim position dial (6) by a red mark (2).
(7) Rotate the elevator tab control wheel (1) counter clockwise to the full nose down position and
make sure that the tab moves to the full up position 5 to 5 1/2° smoothly with no unusual noise or
binding.
(8) Rotate the elevator tab control wheel (1) clockwise to the full nose up position and make sure that
the tab moves to the full down position 15° to 16° smoothly with no unusual noise or binding.
(9) If elevator trim tab requires adjustment, perform the ELEVATOR TRIM TAB RIGGING in this
section.
(10) Remove the elevator tab travel boards.
(11) Remove the elevator travel board.
(12) Remove rig pin (3) from the elevator aft bellcrank (6) (Ref. Figure 203).
(13) Install access panel 34 on the left and right side of the upper vertical stabilizer (Ref. Chapter
Page 208
Nov 1/09 27-30-05
Figure 201
Elevator Trim Tab Cable Tension Graph
Page 209
27-30-05 Nov 1/09
A
2. ACTUATOR HOUSING
3.
4.
ACTUATOR ROD
WASHER A
5. ROD END JAM NUT
6. LARGE JAM NUT
7. OUTER CLEVIS
8. SMALL JAM NUT
9. ROD ENDS
10. PUSH-PULL ROD
12. INSPECTION HOLE
14. ADAPTER
15. SHIM (LAMINATED)
1 15
2
3 4 5
6
12
11 9
15 14 10
8
7 13
DETAIL A
UC27B
040913AB.AI
Figure 202
Elevator Trim Tab Actuator Rod Adjustment
Page 210
Nov 1/09 27-30-05
1. ELEVATOR
2. RUDDER
A
4
B 2
DETAIL A UC27B
034873AB.AI

Page 211
27-30-05 Nov 1/09

FWD
VERTICAL
STABILIZER (REF)
DETAIL B
UC27B
040558AB.AI

Page 212
Nov 1/09 27-30-05
1. CABLE STOP
2. TRIM TAB CABLE
3. SAFETY WIRE
4. CABLE STOP GUARD
FWD
1
2
LH CABLE STOP SHOWN
DETAIL A
UC27B
040915AA.AI
Figure 204
Elevator Trim Tab Cable Stop
Page 213
27-30-05 Nov 1/09
B
A
3. ELEVATOR TRIM TAB ACTUATOR HOUSING
4. TAPE MEASURE
5. ELEVATOR TRIM TAB CABLE
6. TERMINAL END
7. TERMINAL END
INBD
AFT
2 3 4 5 7
1
DETAIL A
2 3
4 5
1 6
DETAIL B UC27B
041112AB.AI
Figure 205
Left Elevator Trim Tab Actuator Cable Check
Page 214
Nov 1/09 27-30-05
AB
3. ELEVATOR TRIM TAB ACTUATOR HOUSING
4. TAPE MEASURE
5. ELEVATOR TRIM TAB CABLE
6. TERMINAL END
7. TERMINAL END
7 5 4
3 1
INBD
AFT
DETAIL A 1
5 3
4
6
DETAIL B UC27B
041809AB.AI
Figure 206
Right Elevator Trim Tab Actuator Cable Check
Page 215
27-30-05 Nov 1/09
1. TRIM CONTROL WHEEL

2. RED MARK
* 3. TRIM INDICATOR MARK
4. EDGELIGHTED PANEL
5. PEDESTAL A
6. TRIM POSITION DIAL
B
C
NOTE: RED MARK SHOWN IS FOR REFERENCE
* ONLY. LOCATION MAY VARY BETWEEN
AIRPLANES.
1 1
1
2*
3 2 * 3
3
4 4
4
6 6 6
5 5
DETAIL A DETAIL B DETAIL C UC27B

041402AB.AI
Figure 207
Elevator Trim Tab Indicator Adjustment
Page 216
Nov 1/09 27-30-05
1. TIE STRAPS 7. TURNBUCKLE

2. CONDUIT TUBES 8. LEFT - HAND THREADS TERMINAL END
3. BRACKET 9. BRACKET
4. CABLE BLOCK 10. FORWARD CABLE
5. TURNBUCKLE 11. LEFT AFT CABLE
6. RIGHT - HAND THREADS TERMINAL END 12. RIGHT AFT CABLE
TOP CABLE
A
(REF)
8 7
11 12
DETAIL B 6 5
2
1
VIEW LOOKING DOWN
FS 408.25
DETAIL A FWD
(REF)
11 8 7 3
FS 378.25
4
(REF)
10
B
6 5
9 12 VIEW LOOKING DOWN
(CONDUIT TUBES MOVED FORWARD AND FWD
DETAIL A UC27B
061983AA.AI
Figure 208
Aft Trim Tab Cable
Page 217
27-30-05 Nov 1/09
FLIGHT CONTROLS
27-30-06
ELEVATOR TRIM TAB ACTUATORS

200200
1. PROCEDURES
A. Removal
(1) Remove access panels 15, 18, 21 and 22 (Ref. Chapter 6-50-00, STABILIZER ACCESS
PANELS).
(2) Remove both elevators (Ref. 27-30-00, ELEVATOR REMOVAL).
(3) Remove screws from access plate around trim actuator housing and remove the access plate.
(4) Move the right side actuator upper cable (12) until the distance from the actuator housing (10) to
the terminal end is 5.50 to 5.75 inches (Ref. Figure 204).
(5) Install cable block (2) on the elevator trim actuator cables (Ref. Figure 201).
(6) Identify, tag and disconnect the turnbuckle left-hand threads terminal end (5) and the turnbuckle
right-hand threads terminal end (7) on the outboard side of each turnbuckle (4 and 8) (Ref. Figure
202).
(7) Loosen the large jamnut (11) on clevis and remove nuts, washers and bolts (12) that attach the left
and right push-pull rods (10) to the rod ends (6). Remove the push-pull rods (10) (Ref. Figure 203).
(8) Remove the mounting bolts and remove the elevator trim actuator.
NOTE: Note the locations of shims, if installed, and lengths of the actuator mounting bolts during
actuator removal to ensure proper reassembly.
B. Cable Replacement
NOTE: If a used cable is installed, the cable should be dipped in corrosion preventive compound
(11, Table 1, Chapter 91-00-00). Excess material should be removed by wiping with a clean
cloth.
(1) Remove the trim tab actuator in accordance with ELEVATOR TRIM TAB ACTUATOR REMOVAL.
(2) Pull the actuator cables until the “up “cable and the “down” cable hanging from the drum are of
equal length.
(3) Remove the large jam nut and key from the bronze shaft.
(4) Remove safety wire from the three drum housing bolts and remove the bolts.
(5) Remove the end cover off of the trim actuator retaining the cable drum.
(6) With a pencil, mark the position of the drum against the housing and mark the position of the
shafts in the end of the screw housing.
(7) Lift the drum out of the housing and unwind the cable.
Page 201
27-30-06 Nov 1/15
(8) Remove the cable retaining sleeve from the slot and remove the cable.
(9) Install the new cable in position and install the cable retaining sleeve.
(10) Wind the cable on to the cable drum.
(11) Install the drum in the housing as previously assembled, check pencil marks for alignment,
reinstall and secure the housing bolts and jam nut (DO NOT OVERTORQUE THE JAM NUT).
(12) Install the trim actuator in accordance with ELEVATOR TRIM TAB ACTUATOR INSTALLATION.
(13) Install safety clips on the turnbuckles.
C. Installation
(1) Prior to actuator installation, with the actuator on bench, align the cable ends together. Check
measurement from end of bushing (13) to the end of the rod (3). Measurement should be 1.31 ±
0.05 inches (Ref. Figure 203).
Steps:
(a) Remove nut, washer and bolt (17) from rod (3).
(b) Rotate rod (3) as necessary to obtain measurement.
(c) Install bolt, washer and nut (17) in rod (3).
NOTE: If necessary, move cables (15 and 16) to allow bolt (17) installation into the rod (3).
(3) Align the cable ends together and check measurement from the actuator housing (2) to the center
of the rod end (6). Measurement should be 2.44 to 2.50 inches. The rod end (6) threads must be
visible through the actuator rod (3) inspection holes (14).
Steps:
(a) Remove safety wire from the rod end jamnut (5) to the tab washer (4).
(b) Loosen jamnut (5) on rod end (6).
(c) Adjust rod end (6) until measurement is obtained.
(d) Tighten the rod end jamnut (5).
(5) Position the actuator in place with the cable ends inboard. Install shims (if installed) between the
actuator housing and adapter. Install bolts, washers and nuts. Check for proper bolt length at each
corner of the tab actuator.
(6) Identify and connect the turnbuckles by moving the actuator cables as necessary. Tension cables
to remove cable slack.
(7) Remove cable blocks from the actuator, if installed, and from the trim cables.
Page 202
Nov 1/15 27-30-06
(8) Move the right side actuator upper cable (12) until the distance from the actuator housing (10) to
the terminal end is 5.50 to 5.75 inches (Ref. Figure 204).
NOTE: The left side actuator lower cable may not be at the same dimension as the right side
upper cable.
(9) Check measurement on both actuators from the actuator housing (10) to the center of the rod end
(5). Measurement should be 2.69 to 2.75 inches. The rod end (5) threads must be visible through
the actuator rod (8) inspection holes (2) (Ref. Figure 204).
Steps:
(a) Remove safety wire from the rod end jamnut (6) to the tab washer (7).
(b) Loosen jamnut (6) on rod end (5).
(c) Adjust rod end (5) until measurement is obtained.
(d) Tighten the rod end jamnut (6).
(e) Safety wire the jamnut (6) to the tab washer (7) and recheck measurement.
(11) Check the length of the push-pull rod (10) from the center of the forward clevis to the center of the
aft clevis. Measurement should be 10.71 ± 0.06 inches (Ref. Figure 203).
Steps:
(a) Loosen small jamnut (9) on aft clevis (7).
(b) Adjust aft clevis (7) until measurement is obtained.
(c) Adjust the small jamnut (9) on aft clevis (7) until the small jamnut makes contact to the aft
clevis to preset rod length.
(d) Remove aft clevis (7) from rod (10).
(13) Install bolts, washers and nuts (12) that attach the left and right push-pull rods (10) to the rod ends
(6). Tighten the forward clevis jamnut (11) on forward clevis. Make sure that the head of the bolt
(12) is on the outboard side of the rod end (6).
(14) Perform the ELEVATOR INSTALLATION procedure (Ref. 27-30-00).
(15) Install aft clevis (7) to rod (10) and connect to the trim tab horn.
(16) Perform the ELEVATOR TRIM TAB RIGGING procedure (Ref. 27-30-05).
(17) Install access panels 15, 18, 21 and 22 (Ref. Chapter 6-50-00, STABILIZER ACCESS PANELS).
NOTE: It is permissible to use Sealant Tape (19, Table 2, 27-00-00) as a moisture seal when
installing these panels.
Page 203
27-30-06 Nov 1/15
2
4 C
3
B
A
DETAIL A
LOOKING AFT 1 2 3 4
LH ACTUATOR
DETAIL B FWD
INBD
3 2 1
4
1. ELEVATOR TRIM ACTUATOR

2. CABLE BLOCK
3. ACTUATOR BOTTOM CABLE
4. ACTUATOR TOP CABLE
RH ACTUATOR
FWD
DETAIL C
INBD UC27B
041361AA.AI
Figure 201
Elevator Trim Tab Actuator
Page 204
Nov 1/15 27-30-06
2. ELEVATOR TRIM ACTUATOR
3. LOWER TRIM CABLE
4. TURNBUCKLE
5. LEFT-HAND THREADED CABLE END
6. UPPER TRIM CABLE
7. RIGHT-HAND THREADED CABLE END
8. TURNBUCKLE
FWD
INBD
2 3 5 4 6 7
1 8
LH ACTUATOR SHOWN
DETAIL A
UC27B
041226AA.AI
Figure 202
Elevator Trim Tab Actuator
Page 205
27-30-06 Nov 1/15

2. ACTUATOR HOUSING
3. ACTUATOR ROD
A
4. TAB WASHER
5. ROD END JAMNUT
6. ROD END
7. OUTER CLEVIS
A
8. AFT CLEVIS JAMNUT
9. SMALL JAMNUT
10. PUSH-PULL ROD
11. FORWARD CLEVIS JAMNUT
13. BUSHING
14. INSPECTION HOLE
15. BOTTOM CABLE
16. TOP CABLE
1 B WITH CABLE
ENDS TOGETHER
2
4 5
3 6
14
13
2.44 TO 12
11
2.50
INCHES 10
9
8 7
DETAIL A
15 16
17
DETAIL B UC27B
041764AA.AI
Figure 203
Elevator Trim Tab Actuator Adjustments
Page 206
Nov 1/15 27-30-06
1. BOLT, WASHER AND NUT A

2. INSPECTION HOLE
3. BUSHING
4.
5.
BOLT, WASHER AND NUT
ROD END
A
6. ROD END JAMNUT
7. TAB WASHER
8. ACTUATOR ROD
9. ACTUATOR HOUSING
11. TOP CABLE
12. BOTTOM CABLE
RIG DIMENSIONS AT NEUTRAL TAB
2.69 TO 2.75
INCHES 4
1 3
2
8 5
7 6
10
5.50 to 5.75
INCHES
11
12
DETAIL A UC27B
041850AA.AI
Figure 204
RH Elevator Trim Tab Actuator Dimensions
Page 207
27-30-06 Nov 1/15
FLIGHT CONTROLS
ELEVATOR ELECTRIC TRIM TAB SYSTEM
27-30-07
200200
1. ELEVATOR ELECTRIC TRIM TAB
A. Cable Disconnection
(1) Attach a red tag to the elevator electric trim switch with the words “Do Not Operate, Maintenance
In Progress”.
(2) Open the ELEV TRIM circuit breaker on the circuit breaker panel.
(3) Remove the fuselage access panel 7 and 8 (Ref. Chapter 6-50-00, FUSELAGE ACCESS
PANELS).
(4) Remove the left and right elevator electric trim servo covers.
(5) Install a cable block on the left and right cable drums so the cable will not unwind.
(6) Remove safety clips from the right electric trim cable turnbuckle (1) and disconnect the right
elevator electric trim cable (14) from the right elevator trim system cable (9) (Ref. Figure 202).
(7) Remove safety clips from the left electric trim cable turnbuckle (19) and disconnect the left elevator
electric trim cable (4) from the left elevator trim system cable (5).
B. Actuator Removal
(1) Attach a red tag to the elevator electric trim switch with the words “Do Not Operate, Maintenance
In Progress”.
(2) Open the ELEV TRIM circuit breaker on the circuit breaker panel.
(4) Remove the left and right elevator electric trim servo covers.
(5) Disconnect the electrical connector (1) from the elevator electric trim control box (2) (Ref. Figure
201).
(6) Install a cable block on the left and right cable drums so the cable will not unwind.
(7) Remove safety clips from the right servo cable turnbuckle (1) and disconnect the servo cable (14)
from the elevator trim cable (9) at the servo cable turnbuckle (1) (Ref. Figure 202).
(8) Remove three mounting screws (4) and two nuts (the upper mounting screw has a nutplate) from
the elevator electric trim actuator (3) (Ref. Figure 201).
(9) Remove the elevator electric trim actuator (3) and control box (2) with the mounting bracket (5)
from the airplane by pulling the actuator outboard disengaging the universal joint.
Page 201
27-30-07 Nov 1/09
C. Actuator Installation
(1) Position the elevator electric trim actuator (3), control box (2) and mounting bracket (5)
(Ref. Figure 201) in place and unwind the right elevator electric servo cable (14) from the right
servo cable drum (12) to align the right elevator electric servo cable (14) to the right elevator trim
cable (9) at the cable turnbuckle (1) (Ref. Figure 202).
(2) Align the elevator electric trim actuator (3), control box (2) and mounting bracket (5) in place
ensuring the cable drum shaft is engaged to the universal joint and install three mounting screws
(4) and two nuts (the upper mounting screw has a nutplate) (Ref. Figure 201).
(3) Lubricate turnbuckle (1) with grease (1, Table 2, 27-00-00) for corrosion protection prior to
(4) Connect the right elevator electric servo cable (14) to the right elevator trim system cable (9) at the
cable turnbuckle (1) and tension right elevator trim cable to remove slack.
(5) Remove the cable blocks from the left and right elevator electric trim servo cable drums.
(6) Connect the electrical connector (1) to the elevator electric trim control box (2) (Ref. Figure 201).
(7) Close the ELEV TRIM circuit breaker on the circuit breaker panel.
(8) Remove the red tag from the elevator electric trim switch.
(9) Perform the ELEVATOR ELECTRIC TRIM TAB CABLE RIGGING procedure in this section.
(10) Install the left and right elevator electric trim servo covers.
D. Cable Connection
(2) Connect the right elevator electric trim cable (14) to the right elevator trim system cable (9) at
turnbuckle (1) and tension the right elevator trim cable to remove slack.
(3) Connect the left elevator electric trim cable (4) to the left elevator trim system cable (5) at cable
turnbuckle (19) and tension the left elevator trim cable to remove the slack.
(4) Remove the cable blocks from the left and right elevator electric trim servo cable drums.
(5) Install the left and right elevator electric trim servo covers.
(6) Close the ELEV TRIM circuit breaker on the circuit breaker panel.
(7) Remove the red tag from the elevator electric trim switch.
(8) Perform the ELEVATOR ELECTRIC TRIM TAB CABLE RIGGING procedure contained in this
section.
(9) Install the left and right elevator electric trim cable turnbuckle safety clips.
Page 202
Nov 1/09 27-30-07
2. LEFT CABLE DRUM AND CABLE
A. Removal
(1) Perform the ELEVATOR ELECTRIC TRIM TAB ACTUATOR REMOVAL procedure in this section.
(2) Using the manual elevator trim wheel, set the elevator trim to 0°.
(3) Install cable block to the right side elevator electric servo cable (14) at the right cable drum (12)
(Ref. Figure 202).
(4) Remove safety clips from the left elevator electric trim cable turnbuckle (19).
(5) Disconnect the elevator left electric trim cable (4) terminal end from the turnbuckle (19).
(6) Remove safety wire (10) from the left side of the universal joint (13) and remove the roll pin
securing the left side of the universal joint (13) to the left cable drum shaft (7).
(7) Remove screws, washers and nuts (6) from the elevator electric trim cable drum support (22).
(8) Unwind the cable (4) from the cable drum (15) to expose the cable drum retaining pin.
(9) Align the small hole in the cable drum shroud (8) with the cable drum retaining pin hole.
CAUTION: While removing the cable drum retaining pin from the cable drum (15), do not damage
the cable drum grooves.
(10) Remove the cable drum retaining pin from the cable drum (15).
(11) Remove the retaining ring (16) from the cable drum shaft (7).
(12) Hold the cable drum (15) and tap on the inboard side of the shaft (7) toward the outboard side of
the left cable drum support (22). The bearing (21) will come out with the cable drum shaft (7).
Remove the cable drum shaft (7).
(13) Remove the cable drum shroud (8), cable drum (15) and cable (4) from the left cable drum support
(22).
(14) Remove the cable (4) from the cable drum (15).
B. Installation
(1) Position the cable ball in the cable drum (15) and slide the cable retaining sleeve in place
(Ref. Figure 202).
(2) Slide the cable drum shroud (8) over the cable drum (15) ensuring that the small hole in the shroud
(8) and the retaining pin hole in the cable drum (15) are positioned outboard.
(3) Position the cable drum shroud (8), cable drum (15) and cable (4) in the left cable drum support
(22).
(4) Slide the cable drum shaft (7) through the cable drum support (22) and cable drum (15) and press
the cable drum bearing (21) into the left cable drum support (22).
(5) Install the retaining ring (16) to the cable drum shaft (7).
Page 203
27-30-07 Nov 1/09
CAUTION: While installing the cable drum retaining pin into the cable drum (15), do not damage
(6) Align the cable drum shaft (7) hole with the cable drum (15) retaining pin hole and install the cable
drum retaining pin in the cable drum (15).
(7) Install screws, washers and nuts (6) securing the cable drum shroud (8) in the elevator electric trim
cable drum support (22).
(8) Wrap the cable (4) around the cable drum (15) fully ensuring the cable (4) wraps off the top of the
cable drum (15).
(9) Lubricate turnbuckle (19) with grease (1, Table 2, 27-00-00) for corrosion protection prior to
installation.
(10) Connect the left elevator electric trim cable (4) terminal end to the turnbuckle (19).
(11) Install safety clips in the left elevator electric trim cable turnbuckle (19).
(12) Align the cable drum shaft (7) with the universal joint (13).
(13) Install the roll pin into the universal joint (13) and safety wire (10).
(14) Perform the ELEVATOR ELECTRIC TRIM TAB ACTUATOR INSTALLATION procedure in this
section.
3. ACTUATOR CABLE DRUM AND CABLE
A. Removal
(2) Remove screws, washers and nuts (17) from the elevator electric trim cable drum end plate (18)
(Ref. Figure 202).
(3) Remove the cable drum shroud (11) and the cable drum end plate (18) together from the trim
actuator.
(4) Unwind the cable (14) from the cable drum (12) to gain access to the cable drum retaining pin.
CAUTION: While removing the cable drum retaining pin from the cable drum (12), do not damage
(5) Remove the cable drum retaining pin from the cable drum (12).
(6) Slide the cable drum (12) and cable (14) off the trim actuator cable drum shaft.
(7) Remove cable (14) from the cable drum (12).
B. Installation
(1) Position the cable ball in the cable drum (12) and slide the retaining sleeve in place (Ref. Figure
202).
Page 204
Nov 1/09 27-30-07
(2) Slide the cable drum (12) on the trim actuator cable drum shaft and align the cable drum retaining
pin hole with the cable drum shaft hole.
CAUTION: While installing the cable drum retaining pin to the cable drum (12), do not damage the
cable drum grooves.
(3) Install the cable drum retaining pin in the cable drum (12) ensuring that the retaining pin is
recessed below the cable drum grooves.
(4) Wrap the cable (14) around the cable drum (12) ensuring the cable (14) wraps off the bottom of
the cable drum (12).
(5) Position the cable drum shroud (11) and end plate (18) to the trim actuator.
(6) Install screws, washers and nuts (17) securing the cable drum shroud (11) and end plate (18) to
the trim actuator.
section.
4. SERVO UNIVERSAL JOINT
A. Removal
(2) Install cable block at the left cable drum.
(3) Remove safety wire (10) from the left side of the universal joint (13) and remove the roll pin
securing the left side of the universal joint (13) to the left cable drum shaft (7) (Ref. Figure 202).
(4) Remove the universal joint (13) from the airplane.
B. Installation
(1) Align the left side universal joint (13) hole with the left cable drum shaft (7) hole and install the roll
pin (Ref. Figure 202).
(2) Safety wire (10) the roll pin to the universal joint (13).
(3) Remove cable block from the left cable drum.
section.
Page 205
27-30-07 Nov 1/09
2. ELECTRICAL CONTROL BOX
3. ELECTRIC TRIM ACTUATOR
4. MOUNTING SCREWS
5. BRACKET
6. R1 ADJUSTMENT SCREW
A
2
1
6
UC27B
044606AA.AI
Figure 201
Electric Elevator Trim Tab Servo Actuator Installation
Page 206
Nov 1/09 27-30-07
A 1 19
1. RIGHT ELECTRIC TRIM CABLE TURNBUCKLE
2. RIGHT ELEVATOR TRIM SYSTEM TURNBUCKLE 20
3. ELECTRIC TRIM CABLE BRIDLES
4. LEFT ELEVATOR ELECTRIC TRIM CABLE
5. LEFT ELEVATOR TRIM SYSTEM CABLE 14
6. SCREWS, WASHERS, AND NUTS 9
7. SHAFT
8. LEFT CABLE DRUM SHROUD 4
9. RIGHT ELEVATOR TRIM SYSTEM CABLE 5
10. SAFETY WIRE
11. RIGHT CABLE DRUM SHROUD
16
12. RIGHT CABLE DRUM
13. UNIVERSAL JOINT 15
14. RIGHT ELEVATOR ELECTRIC
TRIM CABLE 14
15. LEFT CABLE DRUM
16. RETAINING RING
17. SCREWS, WASHERS, AND NUTS 13
4
18. END PLATE
19. LEFT ELECTRIC TRIM 17
CABLE TURNBUCKLE 18
20. LEFT ELEVATOR TRIM 12
11 5
SYSTEM TURNBUCKLES
21. CABLE DRUM BEARING
10
22. LEFT CABLE DRUM
SUPPORT
9
8 22
6
21
7
DETAIL A UC27B
044607AA.AI
Figure 202
Electric Elevator Trim Tab Cable Installation
Page 207
27-30-07 Nov 1/09
Figure 203
Trim Tab Servo
Page 208
Nov 1/09 27-30-07
C B G
A D F
E
PILOT
CONTROL WHEEL DETAIL E COPILOT
CONTROL WHEEL DETAIL C
LEFT RIGHT DISCONNECT SWITCH RIGHT LEFT
TRIM TRIM TRIM TRIM
SWITCH SWITCH DISCONNECT SWITCH SWITCH SWITCH
SECOND FIRST STEP FIRST SECOND
N N Y STEP TRIM AP & YD STEP STEP TRIM N N
N N N N
O O D AP & YD O O
O O O O
S S D S S
S S S S
E E I E E
E E E E
S
D D C D D
U U U U
W W S W W
P P P P
N N W N N
1 2 3 4 5 6 15 22 14 13 9 9 13 14 22 15 6 5 4 3 2 1
DETAIL F
15
14
10
18
11
12
DETAIL A
ELECTRIC TRIM OFF SIGNAL
(LEFT ADVISORY LIGHT TEST &
TIME DELAY PCB ASSEMBLY)
16
13
DETAIL B
17 5A
RELAY BOARD - A120 CIRCUIT
6A 5A BREAKER
(FORWARD LOWER CABIN H F G E A K C B J D OFF-
ELECTRICAL PANEL) (CIRCUIT
RESET BREAKER
1 PANEL)
2
3
ELECTRIC ON
TRIM TRIM
MOTOR
CLUTCH
DISCONNECT
RELAY DETAIL
ELECTRIC TRIM
D
POWER SWITCH
(PEDESTAL PANEL)
M
TRIM MOTOR
TRIM CLUTCH
POWER
DETAIL G MOTOR TRIM MOTOR
SPEED CONTROL CONTROL
UC27B
TRIM TAB ELECTRIC CONTROL ASSEMBLY 031266AB.AI
Figure 204
Electric Elevator Trim Tab Wiring Diagram
Page 209
27-30-07 Nov 1/09
5. MAGNETIC CLUTCH
A. Removal
(1) Remove the lid from the clutch housing (Ref. Figure 203).
(2) Loosen the setscrew in the clutch rotor and armature hubs.
(3) Remove the motor from the clutch housing.
(4) Slide the cable drum and shaft assembly from the clutch housing.
(5) Remove the clutch from the clutch housing.
B. Installation
(1) Install the clutch in the clutch housing (Ref. Figure 203).
(2) Slide the cable drum and shaft assembly into the clutch housing.
(3) Tighten the clutch armature setscrews with no visible end play in the cable drum shaft. Slide the
clutch rotor on the motor shaft to obtain 0.010 to 0.015 inch clearance between the friction
surfaces of the clutch before tightening the setscrews. Stake both setscrews.
(4) Install the motor on the clutch housing with the attaching screws.
(5) Install the lid on the clutch housing.
C. Torque Test
The following check should be performed any time the magnetic clutch is replaced:
(1) With a 28 vdc power source, actuate the magnetic clutch. Connect the red lead to ground and the
white lead to 28 vdc. With a torque wrench, check to see that the clutch will hold 30 inch-pounds
applied at the actuator shaft.
(2) If the static torque of the clutch is less than 30 inch-pounds, burn in the clutch as follows:
(a) Bolt the actuator to a plate and tighten the plate in a vise.
(b) Fabricate a rod that will fit the hole in the end of the drum shaft. Grind the rod so that it has a
flat end (like a screwdriver) to fit into the slot in the bottom of the hole.
(c) Fit the other end of the rod to a low speed motor (450 rpm) for a source of power to burn in
the clutch.
(d) Using 14 to 16 vdc power, activate the magnetic clutch and run the motor for 15 seconds.
Allow to cool for one minute and check torque. When 30 inch-pounds of torque as checked in
Step a. is achieved, reassemble the unit and place it back in service.
CAUTION: Exceeding the 15 second burn-in periods may overheat and damage the
magnetic clutch.
Always allow to cool and blow clean with compressed air to prevent damage.
Page 210
Nov 1/09 27-30-07
6. ELEVATOR ELECTRIC TRIM TAB
A. Cable Rigging (All Airplanes Without Collins APS-65H Autopilot System)

NOTE: Make sure that the elevator trim system has been rigged prior to performing this procedure.
(2) Rotate the elevator trim wheel to the full up travel. Verify that the turnbuckles (1 and 19) clear the
cable drums (12 and 15) and the bridle clamp (3) does not enter the vertical stabilizer area. Ensure
that the elevator electric servo cables (4 and 14) are not twisted around the elevator trim primary
cables (5 and 9). Adjust the trim cable bridle clamps (3) as necessary (Ref. Figure 202).
(3) Rotate the elevator trim wheel to the full down travel. Verify that the turnbuckles (1 and 19) clear
the cable drums (12 and 15) and the bridle clamp (3) does not enter the vertical stabilizer area.
Ensure that the elevator electric servo cables (4 and 14) are not twisted around the elevator trim
primary cables (5 and 9). Adjust the trim cable bridle clamps (3) as necessary.
(4) Verify that the bridle clamp (3) screws are installed with the screw heads on the right side of the
primary elevator trim cables (5 and 9).
(5) Position a cable tensiometer (4, Table 1, 27-00-00) at least three inches from the turnbuckles
(1 and 19) and measure the cable tension of both elevator electric trim cables (4 and 14). Cable
tension must be 9 +3/ -2 pounds. Adjust turnbuckles (1 and 19) as required.
(6) Perform the ELEVATOR ELECTRIC TRIM OPERATIONAL CHECK procedure (Ref. 27-30-03).
B. Actuator Speed Adjustment (All Airplanes Without Collins APS-65H Autopilot

System)
Adjustment of servo speed must be performed any time a complete servo assembly is replaced. The
elevator trim system and the electric elevator trim system must be fully installed, rigged and tensioned
prior to performing the following Steps:
(2) Connect a 28 vdc regulated power supply to the airplane.
(3) Turn the battery switch ON.
(4) Turn the external power switch ON.
(5) Attach a piece of tape to either elevator system trim cable and locate a scale next to the tape.
Page 211
27-30-07 Nov 1/09
(6) Starting from just short of the tab full-up position (nose-down), operate the electric elevator trim in
the nose-up direction. The time required for the cable to travel 10 inches should be between 25.1
and 26.6 seconds. If not, adjust R1 (6) on the electrical control box (2) to produce the required
travel rate. If the required travel rate cannot be produced, check for magnetic clutch slippage or
binding in the cable system (Ref. Figure 201).
(7) Remove the scale and tape.
Page 212
Nov 1/09 27-30-07
FLIGHT CONTROLS
ELEVATOR TRIM TAB INDICATOR
27-30-08
200200
1. PROCEDURES
A. Removal
(1) Place the elevator trim control wheel so that the 0 mark on trim position dial (6) aligns with the trim
indicator mark (3) on the pedestal edgelighted panel (4) (Ref. Figure 203, Detail A).
(2) Remove screw (1) and washers (8) from the trim control wheel (3). Pull the trim control wheel (3)
outboard and remove from pedestal (Ref. Figure 202).
NOTE: The position dial (6) and the mount (9) are bonded together as an assembly.
(3) Rotate the position dial (6) to align holes with the screws (10). Remove three screws (10) from the
mount (9).
(4) Remove the position dial (6) and mount (9) from the pedestal.
B. Installation
NOTE: The position dial (6) and the mount (9) are bonded together as an assembly (Ref. Figure 202).
(1) Align the position dial (6) and mount (9) to the pedestal and install three screws (10).
(2) Align the 0 degree position on the position dial (6) with middle triangular trim indicator mark (3) on
the pedestal edgelighted panel (4) (Ref. Figure 203).
(3) Align hub (2) and push the control wheel (3) inboard and rotate to engage the hub (2) to the chain
sprocket (7) (Ref. Figure 202).
(4) Engage the control wheel gear (4) to the reduction gear (5) and install screw (1) and washers (8).
(5) Perform the ELEVATOR TRIM TAB INDICATOR ADJUSTMENT procedure in this section.
C. Inspection
(1) Remove screw (1) and washers (8) from the trim control wheel (3). Pull the trim control wheel (3)
outboard and remove from pedestal (Ref. Figure 202).
(2) Inspect the control wheel gear (4) and reduction gear (5) for distortion, wear and missing teeth.
(3) Align hub (2) and push the control wheel (3) inboard and rotate to engage the hub (2) to the chain
sprocket (7).
(4) Engage the control wheel gear (4) to the reduction gear (5) and install screw (1) and washers (8).
(5) Perform the ELEVATOR TRIM TAB INDICATOR ADJUSTMENT procedure in this section.
Page 201
27-30-08 Nov 1/09
D. Adjustment
(1) Remove the lower aft rig pin access panel 34 on the left and right side of the upper vertical
(2) Move the elevator surface to neutral position (0°) and install rig pin (7, Table 1, 27-00-00) in the aft
elevator bellcrank through the vertical stabilizer (4) Look at the opposite side of the vertical
stabilizer to verify that the rig pin (3) has protruded. Using minimum force, try to manually move the
elevators (1) to verify that the rig pin is correctly installed and that the elevators do not move
(Ref. Figure 201).
(3) Rotate the elevator trim wheel to align the trailing edge of the trim tab (6) with the trailing edge of
the elevator surface (1).
(4) The 0 mark on trim position dial (6) must be aligned with the trim indicator mark (3) on the pedestal
edge lighted panel (4). If the 0 mark on the trim position dial (6) is not aligned with the trim indicator
mark (3) on the pedestal edge lighted panel, proceed to Step (4) (a). If the 0 mark on the trim
position dial (6) is aligned with the trim indicator mark (3) on the pedestal edge lighted panel,
proceed to Step (5). (Ref. Figure 203, Detail A).
(a) Remove screw (1) from the trim control wheel (3). Pull the trim control wheel outboard, until
the control wheel gear (4) is disengaged from the reduction gear (5) (Ref. Figure 202).
NOTE: The control wheel gear (4) is bonded to the hub inboard of the trim control wheel (3).
(b) With the reduction gear (5) (Ref. Figure 202) disengaged, rotate the position dial (6) aligning
the 0 degree position on the position dial with middle triangular trim indicator mark (3) on the
pedestal edge lighted panel (4) (Ref. Figure 203).
(c) Push the control wheel inboard and rotate to engage the hub (2) to the chain sprocket (7)
(Ref. Figure 202).
(d) Engage the control wheel gear (4) to the reduction gear (5) and install screw (1).
(5) Rotate the trim wheel (1) to the full nose up limit. Verify the elevator trim tab trailing edge is down.
Place a red mark (2) 0.06 inches wide and 0.30 inches long on the position dial (6) opposite the
trim indicator mark (3) on the pedestal edge lighted panel (Ref. Figure 203, Detail B).
(6) Rotate the trim wheel (1) to the full nose down limit (Ref. Detail C). Verify the elevator trim tab
trailing edge is up. Place a red mark (2) 0.06 inches wide and 0.30 inches long on the position dial
(6) opposite the trim indicator mark (3) on the pedestal edge lighted panel.
(7) Remove aft elevator bellcrank rig pin (3) (Ref. Figure 201).
(8) Install the lower aft rig pin access panel 34 on the left and right side of the upper vertical stabilizer
(9) Rotate the elevator trim wheel until the 0 mark on position dial (6) is aligned with the trim indicator
mark (3) on the pedestal (5) edge lighted panel (4) (Ref. Figure 203, Detail A).
Page 202
Nov 1/09 27-30-08
1. ELEVATOR
2. RUDDER
3. AFT ELEVATOR BELLCRANK RIG PIN
A 6. TRIM TAB
2
4
DETAIL A UC27B
041403AA.AI
Figure 201
Page 203
27-30-08 Nov 1/09
DETAIL A A
NOTE:
4 THE CONTROL WHEEL GEAR (4) IS BONDED TO THE HUB (2)
INBOARD OF THE TRIM CONTROL WHEEL (3).
2
DETAIL C 5
3
10 7
C
1 9
10 1. SCREW
2. CONTROL WHEEL HUB
4. CONTROL WHEEL GEAR
5. REDUCTION GEAR
8 6. TRIM POSITION DIAL
7. CHAIN SPROCKET
8. WASHERS
9. MOUNT
10. SCREWS
DETAIL B UC27B
041404AB.AI
Figure 202
Page 204
Nov 1/09 27-30-08

2. RED MARK
* 3. TRIM INDICATOR MARK
4. EDGELIGHTED PANEL
5. PEDESTAL A
6. TRIM POSITION DIAL
B
C
NOTE: RED MARK SHOWN IS FOR REFERENCE
* ONLY. LOCATION MAY VARY BETWEEN
AIRPLANES.
1 1
1
2*
3 2 * 3
3
4 4
4
6 6 6
5 5
DETAIL A DETAIL B DETAIL C UC27B

041402AB.AI
Figure 203
Page 205
27-30-08 Nov 1/09
FLIGHT CONTROLS
27-31-00

00
1. GENERAL
The nucleus of the stall warning system installed in the airplane is the lift computer which processes
information from the lift transducer and the flap downlimit switch assembly. The computer makes use of this
information and compensates for changes in airplane attitude, airspeed and flap and gear position to sound
the stall warning horn, thereby alerting the flight crew to an impending stall condition. The lift computer is
grounded through the left landing gear safety switch which opens and disables the entire system when the
airplane is on the ground.
Power is supplied to the lift computer through a 5-ampere circuit breaker on the right circuit breaker panel.
Power for the stall warning transducer heat is taken from a 15-ampere circuit breaker on the left inboard
subpanel.
A. Lift Transducer
The lift transducer, a wing mounted electro-mechanical devise, uses AC current supplied by the lift
computer to produce a modulated AC current for input to the lift computer, which translates that signal
into linear DC response. The transducer makes use of a moveable vane which protrudes into the
airstream and senses local airflow and dynamic air pressure. Ice protection is provided by heating
elements in the vane and in the mounting plate.
The lift transducer heat elements are controlled through a relay mounted on the stall warning heat panel
assembly. The heat control relay coil is energized through the left landing gear safety switch when the
airplane is on the ground. Current to the heat elements is shunted around the open contacts of the heat
control relay through series resistors, which reduce the voltage to the heat elements and prevent the
elements from overheating during ground operation. During inflight operations, the ground circuit to the
heat element control relay coil is opened by the landing gear safety switch, and bus voltage is shunted
around the series resistors and applied directly to the transducer vane and mounting plate heat
elements.
An internal solenoid in the lift transducer, energized through the self-test circuit of the lift transducer
when the self-test switch in the flight compartment is depressed, raises the vane of the transducer and
simulates an impending stall condition, thereby sounding the stall warning horn. When the stall warning
test switch is depressed, the landing gear safety switch grounding circuit is bypassed and the system is
biased to ground at pin 8 of the lift computer. This is a positive test of the stall warning annunciator
system only and does not verify the integrity of calibration, the landing gear safety switch circuit or the
flap down limit switch circuits.
WARNING: A test flight is required after performing maintenance, or replacing either the lift
transducer assembly or the stall warning computer. Refer to STALL WARNING
SYSTEM CALIBRATION and FLIGHT CALIBRATION AND ADJUSTMENT.
The flap down limit switch assembly provides biasing inputs to the lift computer for flap settings of
APPROACH and LANDING. These inputs are processed by the lift computer to compensate for
changes in angle of attack as a result of changing the configuration of the wing through the application
of flaps.
Page 1
27-31-00 Nov 1/09
B. Lift Computer
The lift computer is a solid state electronic unit incorporating power distribution, computation,
monitoring, test and warning functions. The computer will process signals from the transducer, the flap
position sensor and a test switch in the crew compartment. The lift computer will supply a 28vdc stall
warning output signal to the audio system to sound the stall warning horn when the speed ratio
decreases below the value indicated for flap position.
Page 2
Nov 1/09 27-31-00
FLIGHT CONTROLS
TROUBLESHOOTING
100100
1. PROCEDURES
WARNING: When testing the anti-icing function of the transducer vane and mounting plate, use
extreme caution as either surface can cause burns. It should be further noted that
prolonged operation of the anti-ice function in still air could damage the transducer;
therefore, it is imperative that the transducer heat be turned off immediately after
completion of the heat test.
Any time the airplane is on jacks or the landing gear squat switch is extended, the heat
switch for the stall warning system, if turned on, will produce high heat at the transducer.
The troubleshooting diagrams on the following pages provide for a logical sequence of checks to be made
should a fault in the stall warning system become apparent. The particular nature of the fault will dictate which
of the diagrams should be used. Three basic fault conditions resulting from pilot observations are defined and
may be the only information available to the technician prior to troubleshooting the system. These fault
conditions are stated at the beginning of each diagram. Following the logical flow of the diagram will provide
the technician with essential information which will allow him to properly differentiate the fault and lead him to
the proper remedial action.
A sensitive precision voltmeter (digital preferred), accurate enough to detect a change of at least 0.1 volt,
should be used for making voltage measurements. A breakout box designed for the purpose of gaining
access to the various inputs and outputs for the lift computer may be build. Refer to Figure 102 for a diagram.
The wires from each connector are appropriately connected to a terminal strip inside the box so that all inputs
and outputs for the lift computer are carried through the breakout box. A series of jacks, correspondingly
identified with pin locations, are used to tap off the desired signals for measurement with the voltmeter.
Polarity must be closely observed, as both positive and negative voltage may be encountered when
measuring outputs and inputs. The breakout box is connected in series between the airplane harness and the
lift computer and provides for parallel access to the inputs and outputs.
Breakout box jack locations (TP's or test points) are identified at each Step on the troubleshooting diagram
each time a different set of jacks is to be used. TP 22 will not be found on the wiring schematic in Figure 101;
TP 22 is for test purposes only and is a measure of transducer performance.
A force applicator (P/N 1952-1) is used to apply forces to the transducer vane for checking the accuracy of
the lift computer trip point calibration. Refer to Troubleshooting Charts in Figures 103, 104 and 105.
2. STALL WARNING SYSTEM CALIBRATION

CAUTION: This procedure must be performed in its entirety in sequence. All portions of the calibration
sections are to be completed. The operator should not try to perform only one calibration function.
WARNING: The Air Calibration Section procedure is required. The Ground Calibration Section is a
recommended procedure to be performed before the Air Calibration flight.
A. Ground Calibration Section

Should any components of the stall warning system be replaced, a calibration check of the system
should be performed before the airplane is released for flight check. The following procedure may be
used for this purpose:
(1) Actuate the squat switch.
Page 101
27-31-00 May 1/11
(2) Install the force applicator at the stall warning lift transducer; do not apply any force to the vane.
(3) Lower the flaps to the LANDING position.
(4) Adjust potentiometer “2” on the lift computer until the stall warning horn just begins to sound. Note
this position. Adjust the potentiometer until the sound stops. Note this position. Center the
potentiometer between the two noted positions.
(5) Retract the flaps to the APPROACH position and apply -2 TG of force to the transducer vane.
(6) Adjust potentiometer “1” until the horn just begins to sound. Note this position. Adjust the
potentiometer until the sound stops. Note this position. Center the potentiometer between the two
noted positions.
(7) Retract the flaps to the UP position and apply -3 TG of force to the transducer vane.
(8) Adjust potentiometer “0” until the stall warning horn just begins to sound. Note this position. Adjust
the potentiometer until the sound stops. Note this position. Center the potentiometer between the
two noted positions.
(9) In the event any of the previous adjustments cannot be made, refer to the appropriate
troubleshooting Chart.
(10) Recheck the tip gram figures after calibration.
B. Air Calibration Section

CAUTION: This procedure must be performed in its entirety in sequence. All portions of the calibration
sections are to be completed. The operator should not try to perform only one calibration
function.
After Calibration Checks (1) through (10) have been made, perform the following flight checks in smooth
air at a safe altitude under stabilized conditions:
(1) With the flaps and landing gear down and power off (idle power), slowly reduce speed (at a rate
not higher than one knot per second) until the stall warning horn sounds. Note the stall airspeed at
the time the warning horn actuates and continue to slowly reduce speed until the airplane stalls,
then record the stall speed. The stall warning horn should actuate at an airspeed 5 to 10 knots
faster than that at which the stall occurred.
(2) With the flaps in the approach position and the landing gear down and power off (idle power), the
stall warning should actuate within 5 to 10 knots above the stall.
(3) With the flaps and landing gear up and power off (idle power), the stall warning should actuate
within 5 to 10 knots above the stall.
NOTE: If the stall warning does not actuate at the proper airspeed during the above procedures,
gain access to the stall warning lift computer. The lift computer is located under the center
aisle floorboard adjacent to the airstair door. Adjust pot No. 2 for full-down flaps, pot No. 1
for approach flaps and pot No. 0 for flaps up. Adjust each pot until the stall warning
sounds within 5 to 10 knots of the stall. A clockwise adjustment increases the stall warning
margin; a counterclockwise adjust decreases the stall warning margin.
Page 102
May 1/11 27-31-00
Figure 101
Stall Warning System Schematic
Page 103
27-31-00 May 1/11
Figure 102
Breakout Box
Page 104
May 1/11 27-31-00

DOES NOT TEST
28 VDC BETWEEN
NO TP 1 & 2 YES
IS STALL WARNING
NO RESET CB
CONT CB IN?
FAULT IN 15 4 VDC
NO
COMPUTER BETWEEN TP 8 & 2
YES
YES
TROUBLESHOOT FAULT IN VOLTAGE DROPS

28 VDC AT
NO POWER TEST SWITCH NO TO ZERO WHEN
CONT CB
DISTRIBUTION CIRCUIT TEST SWITCH IS PRESSED
YES YES
12 VDC BETWEEN
CORRECT OPEN FAULT IN NO TP 16 & 2 WHEN TEST
BETWEEN CB AND COMPUTER SWITCH IS PRESSED
COMPUTER
YES
FAULT IN DOES TRANSDUCER VANE

TRANSDUCER NO MOVE FORWARD WHEN
OR CIRCUIT TEST SWITCH IS PRESSED?
YES
28 VDC BETWEEN
FAULT IN NO TP 12 & 2 WHEN
COMPUTER
TEST SWITCH IS PRESSED
YES
FAULT IN HORN
OR CIRCUIT
UE27B
991652AA.AI
Figure 103
TROUBLESHOOTING-STALL WARNING SYSTEM:
STALL WARNING SYSTEM DOES NOT TEST
Page 105
27-31-00 May 1/11
STALL WARNING SYSTEM TEST OK,

BUT HORN DOES NOT SOUND IN FLIGHT
FAULT IN 10 .2 VAC
NO
YES
FAULT IN 6 VDC BETWEEN

NO
TRANSDUCER TP 22 & 2
YES
INSTALL FORCE APPLICATOR

16 VDC
WITH "0" FORCE ON VANE &
NO BETWEEN NO
LOWER FLAPS TO LANDING.
TP 4 & 2
DOES HORN SOUND NOW? FAULT IN
FAULT IN TRANSDUCER
COMPUTER YES YES
NO
RETRACT FLAPS
DOES HORN
16 VDC TO APPROACH 5 VDC
SOUND AFTER
NO BETWEEN YES YES & APPLY -2 TG NO BETWEEN
ADJUSTING
TP 6 & 2 OF FORCE TO VANE. TP 22 & 2
POT "2"?
DOES HORN SOUND NOW?
FAULT IN
FLAP LIMIT NO
SWITCH
FAULT IN YES
YES
COMPUTER
4.5 VDC RETRACT FLAPS TO

FAULT IN UP & APPLY -3 TG OF DOES HORN SOUND
NO BETWEEN NO YES AFTER ADJUSTING
TRANSDUCER FORCE TO VANE.
TP 22 & 2 POT "1"
DOES HORN SOUND NOW?
YES NO
YES
DOES HORN
SYSTEM FAULT IN
SOUND AFTER
YES OPERATING COMPUTER
ADJUSTING
NORMALLY
POT "0"?
NO
FAULT IN
COMPUTER
*CONDITIONS: 28 VDC APU CONNECTED, EXTERNAL POWER AND BATTERY SWITCHES ON, LANDING UE27B
GEAR SQUAT SWITCH BYPASSED BY GROUNDING TP 7 991653AA.AI
Figure 104
STALL WARNING TESTS OK BUT HORN DOES NOT SOUND IN FLIGHT
Page 106
May 1/11 27-31-00
STALL WARNING TEST OK, BUT HORN SOUNDS TOO EARLY OR TOO LATE
FAULT IN 10 .2 VAC
NO
YES
INSTALL FORCE APPLICATOR WITH ZERO FORCE

ON THE VANE & LOWER FLAPS TO LANDING

NO
YES

NO
COMPUTER TP 4 & 2
YES
FAULT IN FLAP 16 VDC BETWEEN

NO
DOWN LIMIT SWITCH TP 6 & 2
YES
FAULT IN CAN POT "2" BE ADJUSTED

NO
COMPUTER UNTIL HORN JUST STARTS TO SOUND?
YES
RETRACT FLAPS TO APPROACH

& APPLY -2 TG OF FORCE TO THE VANE
CHECK FOR
NO
YES
FAULT IN CAN POT "1" BE ADJUSTED UNTIL

NO
COMPUTER HORN JUST STARTS TO SOUND?
YES
RETRACT FLAPS TO UP
& APPLY -3 TG OF FORCE TO VANE
CHECK FOR
FAULT IN
NO 4.5 VDC BETWEEN
TRANSDUCER
TP 22 & 2
YES
FAULT IN CAN POT "0" BE ADJUSTED UNTIL

NO
COMPUTER HORN JUST STARTS TO SOUND?
YES
STALL WARNING SYSTEM SHOULD BE PROPERLY CALIBRATED
*CONDITIONS: 28 VDC APU CONNECTED, EXTERNAL POWER AND BATTERY SWITCHES ON, LANDING
UE27B
GEAR SQUAT SWITCH BYPASSED BY GROUNDING TP 7. 991654AA.AI
Figure 105
STALL WARNING TESTS OK BUT HORN SOUNDS TOO EARLY OR TOO LATE
Page 107
27-31-00 May 1/11
FLIGHT CONTROLS
FLAPS
27-50-00

00
1. GENERAL
The flaps, two on each wing, are driven by an electric motor through a gearbox mounted on the forward side
of the rear spar. The motor incorporates a dynamic brake, which helps to prevent overtravel of the flaps,
through the use of two sets of motor windings. The gearbox drives four flexible drive shafts connected to
jackscrews at each flap. The flap motor power circuit is protected by a 20-ampere circuit breaker, placarded
FLAP MOTOR, located on the right circuit breaker panel. A 5-ampere circuit breaker, placarded FLAP IND &
CONTROL, for the control circuit is also located on this panel (Ref. Figures 1 and 2).
The flaps are operated by a sliding lever located just below the condition levers on the pedestal. The flap
control is used to select UP, TAKEOFF, APPROACH, and LANDING flap positions. Flap position is indicated
on the flap position indicator located directly above the engine condition levers in the pedestal. The indicator
reads a signal from the flap position transmitter that is driven by the right inboard flap.
The warning horn in the cockpit overhead will sound when the flap position is not compatible with engine
power lever settings and landing gear positions. The flap travel limit switches, located outboard of the right
nacelle, along with the limit switches in the pedestal provide signals to the flap warning circuit.
A flap safety switch, located at the junction of the adjacent flaps in each wing, disables power to the flap
motor when either of the flaps in that pair travels more than 3° to 6° out of phase with the adjacent flap.
Page 1
27-50-00 Nov 1/09
Figure 1
Flap Control System
Page 2
Nov 1/09 27-50-00
Figure 2
Flap System Wiring Diagram
Page 3
27-50-00 Nov 1/09
FLIGHT CONTROLS
FLAPS
200200
1. OUTBOARD FLAP
A. Removal
(4) Lower flaps to the full down position, then open the FLAP IND & CONTROL circuit breaker located
on the right circuit breaker panel Zone 246 (Ref. Chapter 6-40-00, ZONE DIAGRAM).
(8) Attach a red tag to the flap control lever with the words “Do Not Operate, Maintenance In
Progress”.
(9) Remove the bolt (13), washers (12) and nut (11) securing the flap actuator (10) to the bracket (3)
on the leading edge of the flap (2). Slide the end of the actuator (10) free of the bracket (3) and
remove the bushing (14) from the end of the actuator (10) (Ref. Figure 202).
NOTE: Measure the extension of the flap actuator (10) screw so it can be attached in its original
position.
(10) Remove the patch plates (5) from the top of the flap on each side of the inboard and outboard
roller brackets.
(11) Disconnect the end of the bonding jumpers (7) from the flap cove by removing screws (8) and
washers (9).
(12) Disconnect the flap safety switch mechanism (Ref. 27-50-06).
(13) Remove the cotter pin (14), nut (13), washer (12) and bolt (11) from the outboard flap outboard
track aft slot (Ref. Figure 204).
(14) Remove the cotter pin (19), nut (18), washer (17) and bolt (16) from the outboard flap inboard track
aft slot.
(15) While providing support for the flap, remove the cotter pin (4), nut (3), washer (2) and bolt (1) from
the outboard flap outboard track forward slot.
the outboard flap inboard track forward slot.
(17) Remove flap from the wing.
Page 201
27-50-00 Nov 1/09
(18) Remove the bearing (5) from the outboard flap outboard track forward slot.
(19) Remove the bearing with bonded washer (15) from the outboard flap outboard track aft slot.
(20) Remove the bearing (10) from the outboard flap inboard track forward slot.
(21) Remove the bearing with bonded washer (20) from the outboard flap inboard track aft slot.
CAUTION: Never operate the flaps with the RH inboard flap removed. The limit switches will be
inoperative and serious damage to the flaps, wings and actuating system could result.
(22) Perform FLAP ROLLER BRACKET CHECK as outlined in this section.
B. Installation
NOTE: It is also permissible to lubricate the flap tracks using dry film lubricant (82, Table 1, Chapter
91-00-00). If using this type of lubricant, it will be necessary to allow for proper cure time
following the manufacturer’s instructions.
(1) Lubricate flap tracks using lubricant (68 and 81, Table 1, Chapter 91-00-00).
(2) Position the bearing (5) in the outboard flap outboard track forward slot (Ref. Figure 204).
(3) Position the bearing with bonded washer (15) in the outboard flap outboard track aft slot.
(4) Position the bearing (10) in the outboard flap inboard track forward slot.
(5) Position the bearing with bonded washer (20) in the outboard flap inboard track aft slot.
CAUTION: To prevent flap track damage, install the flap rollers so that the flanges are facing each
other to the center of the flap. The aft slot rollers have a teflon washer bonded to the
roller flange.
NOTE: It is permissible to use a bolt one size longer or shorter as necessary to ensure nut is
secured.
Table 201
OUTBOARD FLAP ATTACH BOLTS
Bolt Part No. Bracket, Doubler, Bushing Combination Installed
NAS1303-12D standard bolt - no doublers installed
NAS1303-13D 0.063 inch doubler on one bracket
NAS1303-14D 0.063 inch doubler on two brackets or one 0.063-inch doubler and
flanged bushing in one bracket
NAS1303-15D 0.063 inch doubler on two brackets and a flanged bushing in one
bracket
NAS1303-16D 0.063 inch doubler on two brackets and flanged bushings in both
brackets
Page 202
Nov 1/09 27-50-00
(6) With assistance, position the flap to the tracks. Align holes and install the bolt (1), washer (2), nut
(3) and cotter pin (4) to the outboard flap outboard track forward slot.
(7) With assistance, position the flap to the tracks. Align the holes and install the bolt (6), washer (7),
nut (8) and cotter pin (9) to the outboard flap inboard track forward slot.
(8) Align holes and install the bolt (16), washer (17), nut (18) and cotter pin (19) to the outboard flap
inboard track aft slot.
(9) Align holes and install the bolt (11), washer (12), nut (13) and cotter pin (14) to the outboard flap
outboard track aft slot.
(10) Ensure that the flap actuator (10) is extended to the same length that was measured during
removal, then install the bushing (14) in the end of the actuator (10) (Ref. Figure 202).
(11) Align the end of the actuator (10) with holes in the bracket (3) on the flap and install the bolt (13),
washers (12) and nut (11) securing the end of the actuator (10) in place.
(12) Connect the flap safety switch mechanism (Ref. 27-50-06).
(13) Connect the end of the bonding jumpers (7) to the flap cove by installing screws (8) and washers
(9).
NOTE: With the flaps fully retracted and the aileron in the neutral position, the clearances noted in
the AILERON CLEARANCES illustration in Chapter 27-10-00 must be maintained. The
gap between the aileron and the outboard flap should be constant within ± 0.06 inch from
the leading edge to the trailing edge. These dimensions do not apply to the lower forward
area where the aileron tapers outboard.
(14) Install the patch plates (5) on each side of the flap brackets for the flap rollers.
(15) Remove the red tag from the flap control lever.
(16) Perform the FLAP SYSTEM RIGGING procedure (Ref. 27-50-05).
C. Flap Roller Bracket Check

(1) Perform INBOARD FLAP REMOVAL and/or OUTBOARD FLAP REMOVAL procedures in this
section.
(2) Inspect the flap roller brackets, roller bearings and attachment hardware for wear.
(3) If any wear is noted, repair flap roller bracket as required (Ref. Model 1900 Airliner Series
Structural Repair Manual (SRM) Chapter 57-92-03 and/or 57-92-04).
(4) Perform INBOARD FLAP INSTALLATION and/or OUTBOARD FLAP INSTALLATION procedures
in this section.
Page 203
27-50-00 Nov 1/09
1. FLAP SAFETY SWITCH BRACKET 20. FLAP TRANSMITTER LINKAGE

2. INBOARD FLAP OUTBOARD TRACK 21. NUT
3. INBOARD FLAP 22. WASHERS
4. PATCH PLATES
5. INBOARD FLAP ACTUATOR BRACKET
23. BOLT
24. FLAP TRANSMITTER BRACKET
A
6. INBOARD FLAP INBOARD TRACK 25. COTTER PIN
7. FLAP LIMIT SWITCH BRACKET
8. BONDING JUMPER
9. SCREW
10. WASHER A
11. FLAP LIMIT SWITCH ARM
12. NUT
13. WASHERS
14. BOLT 4
15. FLAP ACTUATOR 2 4
1
16. NUT
17. WASHERS
3
18. BOLT
19. BUSHING
24
5
4 6
4
B
E
10
9
DETAIL A D C
B 7
8
DETAIL B 18
17
23
14 22
13 17 16
21
13 15
12 20
11
19
22
25
RIGHT SIDE ONLY
DETAIL D RIGHT SIDE ONLY
DETAIL C DETAIL E UC27B

045948AA.AI
Figure 201
Inboard Flap Installation
Page 204
Nov 1/09 27-50-00
1. OUTBOARD FLAP OUTBOARD TRACK

2. OUTBOARD FLAP
3. OUTBOARD FLAP ACTUATOR BRACKET
A
4. OUTBOARD FLAP INBOARD TRACK
5. PATCH PLATES
6. FLAP SAFETY SWITCH BRACKET
7. BONDING JUMPER
8. SCREW
9. WASHER A
10. FLAP ACTUATOR
11. NUT 1 5
12. WASHERS
13. BOLT 2
14. BUSHING
B 4
DETAIL A
C
6
B
9 13
8 12
12
11
10
7
14
DETAIL C
DETAIL B UC27B
045946AA.AI
Figure 202
Outboard Flap Installation
Page 205
27-50-00 Nov 1/09
1. BOLT
* 2. LARGE PHENOLIC WASHER
3. SMALL WASHER
4. NUT
5. COTTER PIN
6. BEARING
7. BOLT
* 8. LARGE PHENOLIC WASHER
9. SMALL WASHER
10. NUT
11. COTTER PIN
12. BEARING
13. LARGE THIN TEFLON WASHER
* NOTE: THE FORWARD ROLLERS PHENOLIC WASHERS

(2 AND 8) MUST BE 1.25 INCH OUTSIDE DIAMETER.
2
8
3 9
1 7
4 10
5 11
12
6 13
INBOARD FLAP OUTBOARD TRACK INBOARD FLAP INBOARD TRACK

FWD & AFT ROLLERS FWD & AFT ROLLERS
UC27B
045665AA.AI
Figure 203
Inboard Flap Rollers
Page 206
Nov 1/09 27-50-00
1. BOLT
2. WASHER
3. NUT
4. COTTER PIN
1 2 7
5. BEARING
6. BOLT 6 8
3
7. WASHER
8. NUT
9. COTTER PIN
10. BEARING
11. BOLT
12. WASHER
13. NUT
14. COTTER PIN
15. BEARING WITH
4 9
BONDED WASHER
16. BOLT
17. WASHER
5 10
18. NUT
19. COTTER PIN
20. BEARING WITH
BONDED WASHER
OUTBOARD FLAP OUTBOARD FLAP

OUTBOARD TRACK INBOARD TRACK
FWD ROLLER FWD ROLLER
11 12 16 17
13 18
14 19
15 20
OUTBOARD FLAP OUTBOARD FLAP

OUTBOARD TRACK INBOARD TRACK
AFT ROLLER AFT ROLLER
UC27B
045666AA.AI
Figure 204
Outboard Flap Rollers
Page 207
27-50-00 Nov 1/09
2. INBOARD FLAP
A. Removal
Progress”.
(9) Remove the bolt (18), washers (17) and nut (16) securing the flap actuator (15) to the bracket (5)
on the leading edge of the flap. Slide the end of the actuator (15) free of the bracket (5) and
NOTE: Measure the extension of the flap actuator (15) screw so it can be attached in its original
position.
(10) Remove the patch plates (4) from the top of the flap (3) on each side of the inboard and outboard
roller brackets.
(11) Disconnect the end of the bonding jumpers (8) from the flap cove by removing screws (9) and
washers (10).
(12) On the RH inboard flap only, disconnect the linkage (20) to the flap position transmitter from the
bracket (24) located on the leading edge of the flap (3) approximately 19 inches outboard of the
inboard flap track (6).
(13) Disconnect the flap safety switch mechanism (Ref. 27-50-06).
(14) Disconnect the flap limit switch arm (11) located on the RH inboard flap by removing cotter pin
(25), nut (12) washers (13) and bolt (14).
(15) Remove the cotter pin (5), nut (4), washer (3) and bolt (1) from the inboard flap outboard track aft
slot (Ref. Figure 203).
(16) Remove the cotter pin (11), nut (10), washer (9) and bolt (7) from the inboard flap inboard track aft
slot.
the inboard flap outboard track forward slot.
(18) While providing support for the flap, remove the cotter pin (11), nut (10), washer (9) and bolt (7)
from the inboard flap inboard track forward slot.
Page 208
Nov 1/09 27-50-00
(19) Remove flap from the wing.
(20) Remove the bearing (6) and large phenolic washer (2) from the forward and aft slots of the inboard
flap outboard tracks.
NOTE: A steel washer (2) may be installed on the forward roller of the inboard flap outboard track
instead of a phenolic washer. It is recommended to discard the steel washer and install a
phenolic washer (2) in its place.
(21) Remove the bearing (12), large phenolic washer (8) and large thin teflon washer (13) from the
forward and aft slots of the inboard flap inboard tracks.
CAUTION: Never operate the flaps with the RH inboard flap removed. The limit switches will be
inoperative and serious damage to the flaps, wings and actuating system could result.
(22) Perform FLAP ROLLER BRACKET CHECK as outlined in this section.
B. Installation
NOTE: It is also permissible to lubricate the flap tracks using dry film lubricant (82, Table 1, Chapter
91-00-00). If using this type of lubricant, it will be necessary to allow for proper cure time
following the manufacturer’s instructions.
(1) Lubricate flap tracks using lubricant (68 and 81, Table 1, Chapter 91-00-00).
(2) Position the bearing (6 and 12) and large phenolic washer (2 and 8) in the forward slots of the
inboard flap inboard and outboard flap tracks. Install a large thin teflon washer (13) on the inboard
flap inboard track only (Ref. Figure 203).
NOTE: A steel washer (2) may be installed on the forward roller of the inboard flap outboard track
instead of a phenolic washer. It is recommended to discard the steel washer and install a
phenolic washer (2) in its place.
(3) With assistance, position the flap to the tracks. Align the holes and install the bolts (1 and 7),
washers (3 and 9), nuts (4 and 10) and cotter pin (5 and 11) to the forward slots of the inboard flap
inboard and outboard flap tracks.
(4) Position the bearing (6 and 12) and large phenolic washer (2 and 8) in the aft slots of the inboard
flap inboard and outboard flap tracks. Install a large thin teflon washer (13) on the inboard flap
inboard track only.
(5) With assistance, position the flap to the tracks. Align the holes and install the bolts (1 and 7),
washers (3 and 9), nuts (4 and 10) and cotter pin (5 and 11) to the aft slots of the inboard flap
inboard and outboard flap tracks.
CAUTION: To prevent flap track damage, install the flap rollers with the phenolic washer between
each flap roller bracket and the track (facing each other) to the center of the flap.
NOTE: It is permissible to use a bolt one size longer or shorter as necessary to ensure nut is
secured.
It is permissible to add an additional 118-100000-9 teflon washer to the aft slot and a
118-100000-15 teflon washer to the forward slot to provide proper clearance where
necessary.
Page 209
27-50-00 Nov 1/09
Table 202
INBOARD FLAP ATTACH BOLTS
Bolt Part No. Bracket Doubler Combination Installed
NAS1305-14D standard bolt - no doublers installed
NAS1305-15D 0.063 inch doubler on one bracket
NAS1305-16D 0.063 inch doubler on two brackets or one 0.063 inch doubler and
flanged bushing on one bracket
NAS1305-17D 0.063 inch doubler on two brackets and a flanged bushing in one
bracket
NAS1305-18D 0.063 inch doubler on two brackets and flanged bushings in both
brackets
(6) Ensure that the flap actuator (15) is extended to the same length that was measured during
removal, then install the bushing (19) in the end of the actuator (15) (Ref. Figure 201).
(7) Align the end of the actuator (15) with holes in the bracket (5) on the flap (3) and install the bolt
(18), washers (17) and nut (16) securing the end of the actuator (15) in place.
(8) Connect the end of the bonding jumpers (8) to the flap cove by installing screws (9) and washers
(10).
(9) Connect the flap safety switch mechanism (Ref. 27-50-06).
(10) On the RH inboard flap only, connect the linkage (20) to the flap position transmitter bracket (24)
located on the leading edge of the flap (3) approximately 19 inches outboard of the inboard flap
track (6) by installing the bolt (23), washers (22) and nut (21).
(11) Connect the flap limit switch arm (11) located on the RH inboard flap by installing bolt (14),
washers (13), nut (12) and cotter pin (29).
(12) Install the patch plates (4) on each side of the inboard and outboard roller brackets.
(14) Perform the FLAP SYSTEM RIGGING procedure (Ref. 27-50-05).
Page 210
Nov 1/09 27-50-00
FLIGHT CONTROLS
FLAP CABLES
27-50-01
200200
1. PROCEDURES
A. Flap Drive Cables

When installing the driveshaft assemblies, the direction of internal cable twist (or lay) must be
determined. Do this by looking at the diagonal lines on either of the square ends of the driveshaft
(Ref. FLAP FLEXIBLE DRIVESHAFT INSTALLATION Figure in Chapter 25-50-03).
A right-lay, 52-inch long driveshaft connects the left forward attach point of the flap gearbox to the left
inboard flap actuator.
A right-lay, 140-inch long driveshaft connects the right aft attach point of the flap gearbox to the right
outboard flap actuator.
A left-lay, 140-inch long driveshaft connects the left aft attach point of the flap gearbox to the left
outboard flap actuator.
A left-lay, 52-inch long driveshaft connects the right forward attach point of the flap gearbox to the right
inboard flap actuator.
Each driveshaft has a ferrule on one end that is 2-inches long and a ferrule on the other end that is
2.5-inches long. Connect the end of the driveshaft with the 2-inch ferrule to the flap gearbox.
Page 201
27-50-01 Nov 1/09
FLIGHT CONTROLS
FLAP TRACKS
27-50-02
200200
1. PROCEDURES
A. Wear Limits
The maximum slot dimensions, including allowable wear, are 0.785 inch for the flap tracks on the
outboard flaps and 1.038 inches for the flap tracks on the inboard flaps. The allowable wear into the
track side surface is 0.050 inch (Ref. Figure 201).
Track wear within the above limitations may be dressed smooth with light emery cloth to prevent roller
binding. The teflon chafing washers should also be kept in good condition. To help reduce wear, it is
recommended that the tracks and rollers be kept clean and lubricated with Lubriplate 130A or Lubriplate
Aero (68, Table 1, Chapter 91-00-00).
THE MAXIMUM FLAP TRACK SLOT

DIMENSION WITH ALLOWABLE WEAR IS:
OUTBOARD FLAP TRACKS - 0.785 INCH
INBOARD FLAP TRACKS - 1.038 INCHES
THE MAXIMUM ALLOWABLE WEAR TO

THE FLAP TRACK SIDE SURFACE
IS 0.050 INCH. UC27B
070984AA.AI
Figure 201
Flap Track Wear Limits
B. Repair
Reference the Model 1900 Airline Series Structural Repair Manual, Chapter 57-92-01.
Page 201
27-50-02 Nov 1/09
FLIGHT CONTROLS
FLAP MOTOR AND GEARBOX
27-50-03
200200
1. PROCEDURES
A. Removal
Progress”.
(9) Remove the aft center isle main spar ramp.
(10) Remove the center aisle passenger compartment carpet (Ref. Chapter 25-20-01, CARPET
REMOVAL AND INSTALLATION) as required to access floor access panel 10 (UA-1 and After) or
11 (UB-1 and After and UC-1 and After).
(11) Remove the center aisle floorboard 10 (UA-1 and After) or 11 (UB-1 and After and UC-1 and After)
(12) Remove left floorboard panel 16E (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
(13) Tag and disconnect the flap motor electrical leads from the flap motor relay.
(14) If necessary, remove or loosen clamps securing the flexible drive shafts to allow removal of the
flap gearbox and motor.
(15) Remove the safety wire (4) from the retaining nuts (1) securing the flexible drive shafts (3) to the
flap gearbox and motor (2) (Ref. Figure 201).
(16) Remove the flexible drive shafts (3) from the flap gearbox and motor (2).
(17) Remove the cotter pins (6), nuts (7) and washers (8) from the studs and remove the flap gearbox
and motor (2) from the airplane.
B. Installation
(1) Prepare the area where the flap motor attaches to the spar at FS 326.00 for electrical bonding
(Ref. Chapter 20-00-01, PREPARATION OF SURFACE).
Page 201
27-50-03 Nov 1/09
(2) Position the flap gearbox and motor (2) over the studs at FS 326.00 and install washers (8), nuts
(7) and cotter pins (6) (Ref. Figure 201).
(3) Install the flexible drive shafts (3) to the flap gearbox and motor (2). Tighten the nuts (1) and safety
wire (4).
NOTE: Do not exceed 75 inch-pounds torque when tightening the flexible drive shaft (3) retaining
nuts (1).
(4) Connect the electrical leads from the flap motor to the flap motor relay and torque to no more than
19 inch-pounds. Remove the tags from the wiring.
(9) Close the FLAP IND & CONTROL circuit breaker located on the right circuit breaker panel
Zone 246 (Ref. Chapter 6-40-00, ZONE DIAGRAM).
CAUTION: With assistance, observe flap movement and be prepared to open the FLAP IND &
CONTROL circuit breaker to stop the flaps.
(10) Perform the FLAP SYSTEM FUNCTIONAL CHECK procedure (Ref. 27-50-05).
(11) Install the center aisle floorboard 10 (UA-1 and After) or 11 (UB-1 and After and UC-1 and After)
(12) Install left floorboard panel 16E (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
(13) Install the center aisle passenger compartment carpet (Ref. Chapter 25-20-01, CARPET
REMOVAL AND INSTALLATION).
C. Flap Motor Gearbox Freedom of Movement Check

Engage the drive shaft of the gearbox with a tool that matches the size of the spline end of the motor
drive shaft, then rotate the gearbox by hand. Any gearbox that fails to rotate freely under hand pressure
must be replaced.
2. FLAP MOTOR
A. Removal
(1) Open the FLAP IND & CONTROL circuit breaker located on the right circuit breaker panel
Zone 246 (Ref. Chapter 6-40-00, ZONE DIAGRAM).
Progress”.
(3) Remove the aft center isle main spar ramp.
Page 202
Nov 1/09 27-50-03
(4) Remove the center aisle passenger compartment carpet as required to access floor access panel
10 (UA-1 and After) or 11 (UB-1 and After and UC-1 and After) (Ref. Chapter 25-20-01, CARPET
(6) Tag and disconnect the flap motor electrical leads from the flap motor relay.
(7) Remove the cotter pins (6), nuts (7) and washers (8) from the studs of the flap gearbox and motor
NOTE: Use care to avoid damaging the flap gearbox and motor assembly and/or the aft spar at
FS 326.00.
(8) Remove the flap gearbox and motor (2) from the aft spar studs and rotate to gain access to the
flap motor mount screws (9) located on the bottom of the motor.
(9) Remove the mount screws (9) from the flap motor and remove the motor from the flap gearbox.
B. Installation
(1) Prepare the area where the flap motor attaches to the spar at FS 326.00 for electrical bonding
(Ref. Chapter 20-00-01, PREPARATION OF SURFACE).
NOTE: Use care to avoid damaging the flap motor gearbox assembly and/or the aft spar at FS
326.00.
(2) Rotate the flap gearbox, position the flap motor onto the flap gearbox and install the two mount
screws (9) using thread lock (161, Table 1, Chapter 91-00-00) and tighten. As an option, it is
acceptable to stake the flat head of the mount screws at slots for added security.
(3) Position the flap gearbox and motor (2) over the studs on the aft spar at FS 326.00 and install
washers (8), nuts (7) and cotter pins (6) (Ref. Figure 201).
(4) Connect the electrical leads from the flap motor to the flap motor relay and torque to no more than
19 inch-pounds. Remove the tags from the wiring.
(9) Close the FLAP IND & CONTROL circuit breaker located on the right circuit breaker panel Zone
246 (Ref. Chapter 6-40-00, ZONE DIAGRAM).
(10) Perform the FLAP SYSTEM FUNCTIONAL CHECK procedure (Ref. 27-50-05).
Page 203
27-50-03 Nov 1/09
(13) Install the aft center isle main spar ramp.
3. FLAP FLEXIBLE DRIVE SHAFT
A. Removal
Progress”.
(9) Remove the left and right passenger seats, located immediately forward of the rear spar
(10) Remove the left, right and center aisle passenger compartment carpet (Ref. Chapter 25-20-01,
CARPET REMOVAL AND INSTALLATION) as required to access floor access panels 16E, 10
(UA-1 and After) or 11 (UB-1 and After and UC-1 and After) and 17E.
(11) Remove floor panels 16E, 10 (UA-1 and After) or 11 (UB-1 and After and UC-1 and After) and 17E
(12) Remove wing access panels 8, 27, 28, 35 and 36 (UA-1 and After; UB-1 and After) or 17 (UC-1
and After) (Ref. Chapter 6-50-00, WING ACCESS PANELS).
(13) Remove two Plexiglas panels in the aft main landing gear wheel well area.
(14) Remove the seal grommet at the root rib, BL 28.28, and the clamps along the length of the flexible
drive shaft (3) (clamps are located at RBL 25.55, WS 41.85, WS 46.25, WS 67.05, WS 104.25,
and WS 124.59) (Ref. Figure 201).
Page 204
Nov 1/09 27-50-03
NOTE: The clamp located at RBL 25.55 is accessed through the open floor panel. The remaining
clamps located at WS 41.85 and outboard are accessed through the access panels
located at the aft lower surface of the wing at the same WS locations. Clamps located at
WS 67.05 and outboard are for the outboard flap flexible drive shaft (3) only.
If the flexible drive shaft (3) is to be reused, exercise care that the outer plastic housing is
not damaged.
CAUTION: Ensure that the flap actuator 90° drive assembly union does not loosen while
loosening the flexible drive shaft retaining nut.
(15) Remove the safety wire (4) from the flexible drive shaft (3) retaining nuts (1) located at both ends
of the assembly.
(16) Remove the flap flexible drive shaft (3).
B. Installation
CAUTION: When installing the flexible drive shafts (3), the direction of internal cable twist, or lay must
be determined. Do this by looking at the diagonal lines on either of the square ends of the
flexible drive shaft (3) (Ref. Figures 201 and 202).
A right-lay, 52 inch long flexible drive shaft (3) connects the left forward attach point of the
flap gearbox (2) to the left inboard flap actuator.
A right-lay, 140 inch long flexible drive shaft (3) connects the right aft attach point of the flap
gearbox (2) to the right outboard flap actuator.
A left-lay, 140 inch long flexible drive shaft (3) connects the left aft attach point of the flap
gearbox (2) to the left outboard flap actuator.
A left-lay, 52 inch long flexible drive shaft (3) connects the right forward attach point of the
flap gearbox (3) to the right inboard flap actuator.
Each flexible drive shaft (3) has a ferrule on one end that is two inches long and a ferrule on
the other end that is 2.5 inches long. Connect the end of the flexible drive shaft (3) with the
two inch ferrule to the flap gearbox (2).
NOTE: Exercise care during handling and installation of the flexible drive shaft (3) to prevent the outer
plastic housing from being nicked or cut through. Such damage can allow moisture to infiltrate
the flexible drive shaft (3) and cause premature failure. Damage to the housing during
installation may be avoided by temporarily applying a tough vinyl or other heavy tape to any
sharp edges of nearby structure and holes through frames not containing permanent
grommets.
(1) Apply a light coat of grease (1, Table 2, 27-00-00) to the square ends of the flexible drive
shaft(s) (3) (Ref. Figure 201).
(2) Carefully route the flexible drive shaft (3) from the flap gearbox (2) toward the actuator (5).
nuts (1).
(3) Install the flexible drive shaft (3) to the flap gearbox and motor (2). Tighten the retaining nut (1) and
safety wire (4).
(4) Install the flexible drive shaft (3) to the flap actuator (5). Tighten the retaining nut and safety wire.
Page 205
27-50-03 Nov 1/09
(5) Replace any clamps removed along the length of the flexible drive shaft (3) (clamps are located at
RBL 25.55, WS 41.85, WS 46.25, WS 67.05, WS 104.25, and WS 124.59).
NOTE: The clamp located at RBL 25.55 is accessed through the open floor panel. The remaining
clamps located at WS 41.85 and outboard are accessed through the access panels
located at the aft lower surface of the wing at the same WS locations. Clamps located at
WS 67.05 and outboard are for the outboard flap flexible drive shaft (3) only.
(6) Install a new seal grommet where the flexible drive shaft (3) penetrates the root rib at BL 28.28. To
ensure a pressure-tight seal, coat the exposed portions of the grommet with sealant (21, Table 2,
Chapter 91-00-00).
(8) If the flexible drive shaft (3) for the right-hand inboard flap is replaced, rig the flap system (all flaps)
(Ref. 27-50-05, FLAP SYSTEM RIGGING). Replacement of any other flexible drive shaft (3)
requires the rigging of that particular flap, only.
(9) Install wing access panels 8, 27, 28, 35 and 36 (UA-1 and After; UB-1 and After) or 17 (UC-1 and
After) (Ref. Chapter 6-50-00, WING ACCESS PANELS).
(10) Install two Plexiglas panels in the aft main landing gear wheel well area.
(11) Install floor panels 16E, 10 (UA-1 and After) or 11 (UB-1 and After and UC-1 and After) and 17E
(12) Install the left, right and center aisle passenger compartment carpet (Ref. Chapter 25-20-01,
CARPET REMOVAL AND INSTALLATION).
(13) Install the left and right passenger seats (Ref. Chapter 25-20-00, PASSENGER SEAT
INSTALLATION).
C. Outer Housing Inspection and Repair

Cuts or nicks that penetrate the flexible drive shaft (3) outer plastic housing may allow moisture to enter,
promoting lubrication failure and internal corrosion. Such flexible drive shaft (3) housing damage within
the pressurized compartment may be especially harmful. Any pressurization air leakage through the
flexible drive shaft (3) housing, though minor, may carry significant amounts of moisture, condensing
and pooling in the colder outboard portion of the flexible drive shaft (3) (Ref. Figure 201).
Inspect the flexible drive shaft (3) housings for nicks and cuts that penetrate. Replace the flexible drive
shaft (3) or patch with Tedlar tape (13, Table 2, 27-00-00). If patching, clean the area with solvent
(14, Table 2, 27-00-00) and wipe dry. Apply tape with a spiral wrap, tight and wrinkle free, overlapping
each wrap by two-thirds. The patch should extend a minimum of two inches on each side of the
damaged area. The free end of the tape patch may be additionally secured with one or two small nylon
tie-wraps obtained locally.
Page 206
Nov 1/09 27-50-03
D. Inner Shaft Inspection

Inspect the condition of the ends of the flexible drive shafts (3). Replace the flexible drive shaft (3) if
either square shaft end is frayed or worn to less than 0.172-inch as measured between any two
adjacent corners.
on the right circuit breaker panel, Zone 246 (Ref. Chapter 6-40-00, ZONE DIAGRAM).
Progress”.
(9) Remove the aft center aisle main spar ramp.
(10) Remove the center aisle passenger compartment carpet (Ref. Chapter 25-20-01, CARPET
REMOVAL AND INSTALLATION) as required to access floor access panel 10 (UA-1 and After) or
11 (UB-1 and After and UC-1 and After).
(12) Remove the left floorboard panel 16E (Ref. Chapter 6-50-00, CABIN FLOORBOARD PANELS).
(13) Remove the safety wire (4) from the retaining nuts (1) securing the flexible drive shafts (3) to the
flap gearbox and motor (2) (Ref. Figure 201).
(14) Remove the flexible drive shafts (3) from the flap gearbox and motor (2).
(15) Confirm that the retainer shown in Figure 203 is attached to the inner shaft inside of the ferrule.
(16) If the retainer is attached, proceed to Step (17). If the retainer is not attached, remove and replace
the flap flexible shaft assembly.
(17) Measure the distance from the end of the inner shaft to the closest edge of the retainer
(Ref. Figure 203).
(18) If the measurement is 0.78 inch to 0.87 inch, proceed to Step (19). If the measurement is less than
0.78 inch or more than 0.87 inch, remove and replace the flap flexible shaft assembly.
Page 207
27-50-03 Nov 1/09
(19) To determine if the retainer is attached at the outboard end of the inner shaft, establish the end
play as detailed in the following Steps:
(a) Push the inner shaft into the ferrule to the initial point of resistance and hold this position
while measuring the distance from the end of the inner shaft to the closest edge of the
ferrule. Record the distance.
(b) Pull the end of the inner shaft out of the ferrule to the point of resistance, measuring the
distance from the end of the inner shaft to the closest edge of the ferrule. Record the
distance.
NOTE: Do not exceed 75 inch-pounds torque when tightening the flexible drive shaft
retaining nuts.
(c) If the difference between the measurements is less than 0.50 inch, reengage the flexible
casing over the end of the inner shaft. Connect the shaft assembly to the flap gearbox and
tighten the retaining nut. After each of the four shaft assemblies has been inspected, proceed
to Step (26).
(d) If the difference between the measurements is more than 0.50 inch, proceed to Step (20).
(20) Remove the applicable access panel(s) from underneath the wing and locate the applicable
inboard or outboard flap actuator shaft assembly (Ref. Chapter 6-50-00, WING ACCESS
PANELS).
CAUTION: Ensure that the flap actuator 90° drive assembly union does not loosen while
loosening the flexible drive shaft retaining nut.
(21) Remove safety wire from the retaining nut on the flap actuator and disconnect the flexible drive
shaft from the flap actuator.
(22) If the retainer is attached, proceed to Step (23). If the retainer is not attached, remove and replace
the flap flexible shaft assembly.
(23) Measure the distance from the end of the inner shaft to the closest edge of the retainer
(Ref. Figure 203).
(24) If the measurement is 0.78 inch to 0.87 inch, proceed to Step (25). If the measurement is less than
0.78 inch or more than 0.87 inch, remove and replace the flap flexible shaft assembly.
NOTE: Do not exceed 75 inch-pounds torque when tightening the flexible drive shaft retaining
nuts.
(25) Connect the flexible drive shaft to the flap actuator and safety wire the retaining nut.
(27) If the flexible drive shaft (3) for the right-hand inboard flap is replaced, rig the flap system (all flaps)
(Ref. 27-50-05, FLAP SYSTEM RIGGING). Replacement of any other flexible drive shaft (3)
requires the rigging of that particular flap, only (Ref. Figure 201).
(28) Install the applicable access panel(s) underneath the wing (Ref. Chapter 6-50-00, WING ACCESS
PANELS).
Page 208
Nov 1/09 27-50-03
(29) Install the left floorboard panel 16E (Ref. Chapter 6-50-00, FLOOR ACCESS PANELS).
Page 209
27-50-03 Nov 1/09
3
D 4
3
A
DETAIL B
1. NUT
2. FLAP GEAR BOX AND MOTOR CL
3. FLAP FLEXIBLE DRIVESHAFT
4. SAFETY WIRE
5. FLAP ACTUATOR
6. COTTER PIN
7. NUT 2
9
8. WASHER 1 3
3
9. MOUNT SCREWS
3 4 4 3
5
6 6
7 7
8 8
DETAIL D
DETAIL C CL
RWS
LWS LWS 47.83 RWS RWS
142.0 56.0
B 56.0 142.0
FS
326.00
C TOP VIEW
DETAIL A UC27B
045664AB.AI
Figure 201
Flap Gearbox and Motor Installation
Page 210
Nov 1/09 27-50-03
Figure 202
Flap Flexible Drive Shaft Installation
Page 211
27-50-03 Nov 1/09
RETAINING NUT
2 INCHES INBOARD SIDE

2 1/2 INCHES OUTBOARD SIDE
INNER CLOSEST EDGE OF FERRULE

SHAFT
INNER SHAFT RETAINER
CLOSEST EDGE OF RETAINER
0.78 INCH TO 0.87 INCH

MEASURE THE DISTANCE FROM THE END OF THE INNER
SHAFT TO THE CLOSEST EDGE OF THE RETAINER.
UC27B
050465AA.AI
Figure 203
Inspection of Retainer
Page 212
Nov 1/09 27-50-03
FLIGHT CONTROLS
FLAP ACTUATORS
27-50-04
200200
1. OUTBOARD
A. Removal
(1) Apply external electrical power to the airplane (Ref. Chapter 24-40-00).
(7) Disconnect external electrical power from the airplane (Ref. Chapter 24-40-00).
Progress”.
and After) as necessary to access effected outboard flap actuator (Ref. Chapter 6-50-00, WING
ACCESS PANELS).
(10) Remove the bolt (2), washers (1) and nut (5) securing the flap actuator (3) to the brackets (6) on
the leading edge of the flap (7). Slide the end of the actuator (3) free of the brackets (6) and
CAUTION: Ensure that the flap actuator 90° drive assembly (16) does not loosen while loosening
the flexible drive shaft retaining nut (14).
(11) Remove safety wire (13) from the retaining nut (14) on the flap actuator (3) and disconnect the
flexible drive shaft (9) from the flap actuator (3).
(12) Remove nuts (11), washers (10), bolts (12) and bushings (15) from the flap actuator (3).
(13) Remove the flap actuator (3) from the airplane.
(14) On airplanes serials UC-169 thru UC-174, remove the cable rub block (2) from the end of the flap
actuator (1) housing (Ref. Figure 203).
B. Installation
NOTE: If a new or overhauled actuator is being installed, make sure that the tape placed over the vent
hole for shipping has been removed.
Page 201
27-50-04 Nov 1/09
(1) On airplanes serials UC-169 thru UC-174, install the cable rub block (2) to the end of the actuator
(1) housing. Position the cable rub block (2) to be parallel to the aileron cable with the flaps full
down. If contact occurs, the aileron cable must contact the phenolic surface of the cable rub block
(2) and not contact the metal housing of the outboard flap actuator (1) (Ref. Figure 203).
(2) Position the actuator (3) with its vent hole up and install bushings (15), bolts (12), washers (10)
and nuts (11) (Ref. Figure 201).
nuts (14).
(3) Connect the flexible drive shaft (9) to the flap actuator (3) and safety wire (13) the retaining nut
(14).
(4) On the outboard actuators (1), loosen the locknut (4) and turn the adjustment nut (3) all the way in
(toward the spring (2)), until reaching the end of the threads. Then back the adjustment nut (3) off
four turns and tighten the lock nut (4) against it (Ref. Figure 202).
(5) Make sure that the flap actuator (3) is extended, then install the bushing (8) in the end of the
actuator (3) (Ref. Figure 201).
(6) Adjust the left and right outboard flap actuator rod ends so that the flap trailing edges are 0.24 to
0.50 inch above the trailing edge of the adjacent inboard flap.
(7) Align the end of the actuator (3) with holes in the brackets (6) on the flap (7) and install the bolt (2),
washer (1) and nut (5) securing the end of the actuator (3) in place.
(9) Perform the FLAP OPERATIONAL CHECK procedure (Ref. 27-50-05).
(10) If a new or overhauled actuator (3) is installed, lift lightly on the trailing edge of the flap (7) while
running the flaps through a complete extension-retraction cycle. There should be no roughness or
indication of binding in the actuator.
After) as necessary (Ref. Chapter 6-50-00, WING ACCESS PANELS).
2. INBOARD
A. Removal
Page 202
Nov 1/09 27-50-04
Progress”.
and After) as necessary to access effected flap actuator (Ref. Chapter 6-50-00, WING ACCESS
PANELS).
(10) Remove the bolt (2), washers (1) and nut (5) securing the flap actuator (3) to the brackets (6) on
the leading edge of the flap (7). Slide the end of the actuator (3) free of the brackets (6) and
CAUTION: Ensure that the flap actuator 90° drive assembly (16) does not loosen while loosening
the flexible drive shaft retaining nut (14).
(11) Through access panels 8, 27, 28, 35 and 36 (UA-1 and After; UB-1 and After) or 17 (UC-1 and
After) as necessary, remove safety wire (13) from the retaining nut (14) on the flap actuator (3) and
disconnect the flexible drive shaft (9) from the flap actuator (3).
(12) Through access panels 8, 27, 28, 35 and 36 (UA-1 and After; UB-1 and After) or 17 (UC-1 and
After) as necessary, remove nuts (11), washers (10), bushings (15) and bolts (12) from the flap
actuator (3).
(13) Rotate flap actuator 90° to the left so that the flexible drive shaft connector is facing down.
(14) Remove the flap actuator (3) from the airplane.
B. Installation
NOTE: If a new or overhauled actuator is being installed, make sure that the tape placed over the vent
hole for shipping has been removed.
(1) Using super glue, glue the nut (11) to the washer (10) and to the flap actuator mount hole bushing
(15) (Ref. Figure 201).
(2) Install safety wire to the 90° drive assembly (16) for later installation to retaining nut.
(3) Carefully position the flap actuator (3) with its vent hole up into the mount bracket and install bolts
(12).
nuts (14).
(4) Connect the flexible drive shaft (9) to the flap actuator (3) and safety wire (13) the retaining nut
(14).
(5) Make sure that the flap actuator (3) is extended, then install the bushing (8) in the end of the
actuator (3).
(6) Align the end of the actuator (3) with holes in the brackets (6) on the flap (7) and install the bolt (2),
washer (1) and nut (5) securing the end of the actuator (3) in place.
Page 203
27-50-04 Nov 1/09
(8) Perform the FLAP RIGGING procedure (Ref. 27-50-05).
(9) If a new or overhauled actuator (3) is installed, lift lightly on the trailing edge of the flap (7) while
running the flaps through a complete extension-retraction cycle. There should be no roughness or
indication of binding in the actuator.
After) as necessary (Ref. Chapter 6-50-00, WING ACCESS PANELS).
Page 204
Nov 1/09 27-50-04
3 5 A
B
2
1 6
8 7
1. WASHER 9. FLEXIBLE DRIVESHAFT

2. BOLT 10. WASHERS
3. FLAP ACTUATOR 11. NUTS
4. WING 12. BOLTS
5. NUT 13. SAFETY WIRE
6. FLAP ACTUATOR BRACKET 14. RETAINING NUT
DETAIL A 7. FLAP 15. BUSHING
8. BUSHING 16. 90ø DRIVE ASSEMBLY
10 10
11 11
9
12
C
14 12 14
9
13
15 10 11
16
DETAIL B DETAIL C UC27B
045871AA.AI
Figure 201
Flap Actuator Installation
Page 205
27-50-04 Nov 1/09
Figure 202
Flap Actuator Adjustment
Page 206
Nov 1/09 27-50-04
1. FLAP ACTUATOR
2. RUB BLOCK
A
3. FLAP ACTUATOR ROD
DETAIL A UC27B
050563AC.AI
Figure 203
Flap Actuator Rub Block
Page 207
27-50-04 Nov 1/09
FLIGHT CONTROLS
FLAP CONTROL SYSTEM
27-50-05
200200
1. PROCEDURES
A. Rigging - Using Travel Boards

(1) Perform the FLAP TRAVEL BOARD INSTALLATION procedure on the right inboard flap
(Ref. 27-00-02).
(7) On airplanes equipped with flap bumpers:
(a) Loosen the jam nut on each of the four flap bumpers located forward of the flaps at
WS 33.00, 108.94, 138.00 and 188.00 on each wing.
(b) Turn the bumpers inward to provide clearance from the flaps when they are in the up
position.
(8) On each of the inboard actuators (1), check that the adjustment nut (3) is all the way in toward the
spring (2) at the end of the threads. If adjustment is required, loosen the locknut (4) and turn the
adjustment nut (3) all the way in (toward the spring (2)) until reaching the end of the threads. Then
tighten the locknut (4) against the adjustment nut (3) (Ref. Figure 201, Sheet 1).
(9) On each of the outboard actuators (1), check the position of the adjustment nut (3). There must be
3 to 5 threads showing (6) on the spring side of the adjustment nut. If adjustment is required,
loosen the locknut (4) and turn the adjustment nut (3) all the way in (toward the spring (2)) until
reaching the end of the threads. Then back the adjustment nut (3) off four turns and tighten the
locknut (4) against it (Ref. Figure 201, Sheet 2).
(10) Disconnect the flap actuator rod end (3) from each of the four flap attach brackets (6) by removing
the nuts (5), washers (1), bushing (8) and bolts (2) (Ref. Figure 207).
(11) Retract each flap actuator by rotating the rod end (3) inward by hand until it will not interfere with
the flap, when raised by hand, to the full up position.
(12) Raise and lower each flap by hand to assure freedom of movement with no binding or unusual
noise.
(13) Locate the turnbuckle (1) between the flap limit switches and the right inboard flap. Measure the
turnbuckle length between the centers of the holes in the clevis (2) on each end of the turnbuckle
(1). Measurement must be 3.92 ± 0.06 inches. Remove and adjust the turnbuckle (1) as required
(Ref. Figure 206).
Page 201
27-50-05 Nov 1/09
(14) Remove the flap travel limit switches access panel 1 (Ref. Chapter 6-50-00, WING ACCESS
PANELS).
NOTE: Use the RH flap travel board reading as the master when making all adjustments.
(15) With assistance and by positioning the right inboard flap by hand, adjust the flap limit switches by
(a) Raise the right inboard flap slightly above 33° then slowly lower flap to 35 +1/ -2° and check
that the S6 switch (7) activates by hearing an audible clicking noise. If the S6 switch (7) is not
activated, use an allen-head wrench and adjust the S6 switch cam (6) to activate the S6
switch (7) at the 35 +1/ -2° flap position (Ref. Figure 202).
(b) Raise the right inboard flap from 35 +1°/ -2° to 19° to 21° and check that the approach flap
limit S4 switch (9) activates by hearing an audible clicking noise. If the S4 switch (9) is not
switch (9) at the 19° to 21° flap position.
(c) Raise the right inboard flap to a position less than 17° then lower the flap to 19° to 21° and
check that the S5 switch (8) activates by hearing an audible clicking noise. If the S5 switch
(8) is not activated, use an allen-head wrench and adjust the S5 switch cam (5) to activate
the S5 switch (8) at the 19° to 21° flap position.
NOTE: There must be a 0.5° to 2° flap angle (as read on travel board) difference between
the activation of the S4 switch (9) and the S5 switch (8) after both switch cams have
had their final adjustments. Maintaining this 0.5° to 2° flap angle difference will
reduce the possibility of the flaps making small uncommanded movements up and
down (hunting) in this flap position.
The S4 switch (9) must activate before the S5 switch (8) deactivates when raising
the flaps from full down. The S5 switch (8) must activate before the S4 switch (9)
deactivates when lowering the flaps from full up.
Example: The S5 switch (8) activates at 19°. The S4 switch (9) activates at 20.5°.
This is the activation difference of 0.5° to 2°.
(d) Raise the right inboard flap to the full UP position and check that the S1 switch (12) activates
at the 1° ± 0.5° trailing edge down flap position by hearing an audible clicking noise. If the S1
switch (12) is not activated, use an allen-head wrench and adjust the S1 switch cam (1) to
activate the S1 switch (12) at the 1 ± 0.5° trailing edge down flap position. Although the
allowable range is 0.5° to 1.5°, set as close to the 1° reading as possible to provide additional
flap clearance at the flap cove.
(e) Lower the right inboard flap from the full up position to 9° to 11° and check that the S3 switch
(10) activates by hearing an audible clicking noise. If the S3 switch (10) is not activated, use
an allen-head wrench and adjust the S3 switch cam (3) to activate the S3 switch (10) at the
9° to 11° flap position.
(f) Raise the right inboard flap from the full down position to 9° to 11° and check that the S2
switch (11) activates by hearing an audible clicking noise. If the S2 switch (11) is not
Page 202
Nov 1/09 27-50-05
NOTE: There must be a 0.5° to 2° flap angle (as read on travel board) difference between
the activation of the S2 switch (11) and the S3 switch (10) after both switch cams
have had their final adjustments. Maintaining this 0.5° to 2° flap angle difference will
Example: The S3 switch (10) activates at 9°. The S2 switch (11) activates at 10.5°.
(g) Lower the right inboard flap to 35 +1°/ -2° and check that the S6 switch (7) activates by
hearing an audible clicking noise. If the S6 switch (7) is not activated, use an allen-head
wrench and adjust the S6 switch cam (6) to activate the S6 switch (7) at the 35 +1°/ -2° flap
position.
NOTE: Do not alter any limit switch settings to compensate for a faulty indicating system. The
indicating system will be checked and adjusted at a later Step.
CAUTION: Ensure the flaps do not bottom out in the flap track at the full down position.
Be sure all actuators are attached to their respective flaps before proceeding or
structural damage may occur.
(16) Position the right inboard flap by hand to the full down position. Adjust the inboard flap actuator rod
end (3) to line up with the flap attach bracket (6) holes (Ref. Figure 207).
(17) Check the travel board for a reading of 35 +1/ -2°, and adjust as necessary. Record the position of
the right inboard flap angle as read on the travel board.
(18) Install bushing (8), bolt (2), washers (1) and nut (5) attaching the flap actuator to the right inboard
flap. Ensure the bolt head faces outboard.
(19) Perform the FLAP TRAVEL BOARD INSTALLATION procedure on the left inboard flap
(Ref. 27-00-02).
(20) Position the left inboard flap by hand to the full down position. Adjust the inboard flap actuator rod
end to line up with the flap attach bracket holes until the left flap is within 0.5° of the right flap and
adjust as necessary.
(21) Install bushing (8), bolt (2), washers (1) and nut (5) attaching the flap actuator to the left inboard
flap. Ensure the bolt head faces outboard (Ref. Figure 207).
(22) Adjust the left and right outboard flap (2) actuator rod ends so that the flap trailing edges are 0.24
to 0.50 inch above the trailing edge of the adjacent inboard flap (1). Install bushing, bolt, washers
and nut attaching the flap actuator to the outboard flaps (Ref. Figure 204).
NOTE: A fine adjustment of the flap can be made by extending the flaps to the full down position
and disconnecting the cable at the flap motor gearbox. Rotate the cable 90° in either
direction. Access the flap motor gearbox by removing the aft spar ramp and floor access
panel 10 (Ref. Chapter 6-50-00, FLOORBOARD ACCESS PANELS).
Page 203
27-50-05 Nov 1/09
(23) Adjust the flap safety switch (asymmetric switch) (Ref. Chapter 27-50-06, FLAP SAFETY SWITCH
ADJUSTMENT). Do not perform FLAP SYSTEM OPERATIONAL CHECK at the end of the
procedure at this time.
NOTE: For all remaining Steps, move the flap travel board between the left and right inboard flaps
as necessary.
(26) Select the EXT PWR switch to the ON position.
(27) Close the FLAP IND & CONTROL circuit breaker.
(28) Select the FLAP lever to the UP 0° position. Momentarily bump the FLAP IND & CONTROL circuit
breaker to raise the flaps to 0°. Verify the flaps stop at 1° ± 0.5° trailing edge down. Although the
allowable range is 0.5° to 1.5°, set as close to the 1° reading as possible to provide additional flap
clearance at the flap cove. If required, adjust the S1 switch cam (1) to activate the S1 switch (12)
at this position (Ref. Figure 202). Turn off external power and airplane battery before making any
adjustments.
(29) Verify that the right and left outboard flap (2) trailing edges are even ± 0.15 inch with their
respective inboard flap (1) trailing edges when the flaps are in the full up position (Ref. Figure
204).
(30) If adjustment is required, extend the flaps to the full down position and adjust per Step (22). Turn
off external power and airplane battery before making any adjustments. Then repeat Step (29).
(31) With the FLAP lever at the UP position, select the FLAP lever to the TAKEOFF position. Verify the
flaps stop at 9° to 11° on the travel board. If required, adjust the S3 switch cam (3) to activate the
S3 switch (10) at this position. Record the position of the right inboard flap angle as read on the
travel board (Ref. Figure 202). Turn off external power and airplane battery before making any
adjustments.
(32) Select the FLAP lever to the APPROACH position. Verify the flaps stop at 19° to 21° on the travel
board. If required, adjust the S5 switch cam (5) to activate the S5 switch (8) at this position.
Record the position of the right inboard flap angle as read on the travel board (Ref. Figure 202).
Turn off external power and airplane battery before making any adjustments.
(33) Select the FLAP lever to the LANDING position and verify the flaps stop at 35 +1/ -2° on the travel
board. If required, adjust the S6 switch cam (6) to activate the S6 switch (7) at this position. Turn
off external power and airplane battery before making any adjustments. Record the position of the
right inboard flap angle as read on the travel board.
(34) Verify that the right and left outboard flap (2) trailing edges are 0.24 to 0.50 inch above the trailing
edge of the adjacent inboard flap (1) (Ref. Figure 204).
Page 204
Nov 1/09 27-50-05
NOTE: There must be a minimum of 0.5° flap angle difference between the positions of the S4
switch cam (4) and S5 switch cam (5) after both switch cams have had their final
adjustments (Ref. Figure 202).
There must be a minimum of 0.5° flap angle difference between the positions of the S2
adjustments.
(35) Select the FLAP lever to the APPROACH position. Verify the flaps stop at 19° to 21° on the travel
off external power and airplane battery before making any adjustments.
(36) Select the FLAP lever to the TAKEOFF position. Verify the flaps stop at 9° to 11° on the travel
off external power and airplane battery before making any adjustments.
(37) Select the FLAP lever to the UP position. Verify the flaps stop at 1 ± 0.5° trailing edge down.
Although the allowable range is 0.5° to 1.5°, set as close to the 1° reading as possible to provide
additional flap clearance at the flap cove.
NOTE: Do not adjust the flap-travel limit switches for an incorrect flap position indicating system.
CAUTION: Do not exceed more than one complete flap duty cycle every 5 minutes.
(38) If the flap position indicator on the pedestal shows the flaps being a position other than the reading
on the travelboard, perform the following Steps (Ref. Figure 203):
NOTE: If a discrepancy exists between the UP and LANDING readings on the flap position
indicator, adjust the clevis length (L) to correct approximately one half of the discrepancy.
Adjust the transmitter arm for maximum flap position indicator accuracy at the TAKEOFF
and APPROACH positions, with reasonable accuracy at UP and LANDING positions.
Verify that the flap position indicator is in the Approach arc at the 19° to 21° flap position
as indicated on the travel boards.
(a) Note the position of the flap position indicator needle at each flap position.
(b) Cycle the flaps from UP to TAKEOFF, APPROACH to LANDING then cycle the flaps from
LANDING to APPROACH, TAKEOFF to UP.
(c) To decrease the difference between the UP and LANDING indications, loosen the upper nut
(5) and tighten the lower nut (12) to increase the length (L).
(d) To increase the difference between the UP and LANDING indications, loosen the lower nut
(12) and tighten the upper nut (5) to decrease the length (L).
(e) To rotate the indicator needle reading, loosen nut (3) and bolt (2) on arm (6) and rotate the
shaft (4) until the indicator pointer aligns correctly.
(f) Cycle flaps to check adjustments. Repeat adjustment procedure as necessary.
(39) On airplanes equipped with flap bumpers, the following Steps must be accomplished:
(a) Lower the flaps to the full down position.
Page 205
27-50-05 Nov 1/09
(b) Loosen the jam nut on each of the four flap bumpers.
NOTE: Use marking material on the bumper surface to determine when the flap makes
contact.
(c) Extend each flap bumper until contact with the flap surface can be made with the flaps in the
normal (up) position.
(d) Extend each flap bumper an additional turn after flap contact.
(e) Tighten the jam nuts.
(40) Cycle the flaps to check operation.
(41) Select EXT PWR switch to the OFF position.
(43) Disconnect electrical power from airplane.
(44) Remove the travel boards.
(45) Install all access panels.
(a) Remove the old sealant from the access panel 1 (Ref. Chapter 6-50-00, WING ACCESS
PANELS) and from around the flap switch wing opening.
(b) Apply sealant (19, Table 1, Chapter 91-00-00) around the flap switch access panel and
install access panel 1 (Ref. Chapter 6-50-00, WING ACCESS PANELS) to secure access to
the flap position switches.
B. Rigging - Using Protractors

(3) Select EXT PWR switch to the ON position.
(4) Lower flaps to the full down position, then disengage the FLAP IND & CONTROL circuit breaker
located on the right circuit breaker panel Zone 246 (Ref. Chapter 6-40-00, ZONE DIAGRAM).
(a) Loosen the jam nut on each of the four flap bumpers located forward of the flaps at
WS 33.00, 108.94, 138.00 and 188.00 on each wing.
(b) Turn the bumpers inward to provide clearance from the flaps when they are in the up
position.
Page 206
Nov 1/09 27-50-05
(8) On each of the inboard actuators (1), check that the adjustment nut (3) is all the way in toward the
spring (2) at the end of the threads. If adjustment is required, loosen the locknut (4) and turn the
adjustment nut (3) all the way in (toward the spring (2)) until reaching the end of the threads. Then
tighten the locknut (4) against the adjustment nut (3) (Ref. Figure 201, Sheet 1).
(9) On each of the outboard actuators (1), check the position of the adjustment nut (3). There must be
3 to 5 threads showing (6) on the spring side of the adjustment nut. If adjustment is required,
loosen the locknut (4) and turn the adjustment nut (3) all the way in (toward the spring (2)) until
reaching the end of the threads. Then back the adjustment nut (3) off four turns and tighten the
locknut (4) against it (Ref. Figure 201, Sheet 2).
(10) Disconnect the flap actuator rod end (3) from each of the four flap attach brackets (6) by removing
the nuts (5), washers (1), bushings (8) and bolts (2) (Ref. Figure 207).
(11) Retract each flap actuator by rotating the rod end (3) inward by hand until it will not interfere with
the flap, when raised by hand, to the full up position.
(12) Raise and lower each flap by hand to assure freedom of movement with no binding or unusual
noise.
(13) Locate the turnbuckle (1) between the flap limit switches and the right inboard flap. Measure the
turnbuckle length between the centers of the holes in the clevis (2) on each end of the turnbuckle
(1). Measurement must be 3.92 ± 0.06 inches. Remove and adjust the turnbuckle (1) as required
(Ref. Figure 206).
(14) Remove the flap travel limit switches access panel 1 (Ref. Chapter 6-50-00, WING ACCESS
PANELS).
(15) Attach protractors (1) (5, Table 1, 27-00-00) to the upper surfaces of the left and right inboard flaps
(2) at approximately WS 60.52, perpendicular to the length of the flaps (Ref. Figure 205).
NOTE: Use the RH protractor reading as the master when making all adjustments.
(16) Perform the FLAP SYSTEM RIGGING - UP POSITION CHECK to determine the up position of the
flaps. This check must be performed if the flap, flap track or the fuselage fairing has been changed
since the last time this procedure was performed.
If this has been performed and the measurement has been recorded, this result may be used.
NOTE: The protractor must be adjusted to agree with the travel board measurement. All flap
position requirements are from 0° as would be measured by a travel board.
(17) Raise the right inboard flap to the full up position.
(a) If the flap can be positioned to 0° per the travel board FLAP SYSTEM RIGGING - UP
POSITION CHECK, position the flap at 0° and set the protractor to read 0° in agreement with
the travel board.
(b) If the flap cannot be raised to 0°, but can be raised to a position between 0° and 1.5° per the
travel board, then perform either Step (17) (b) 1 or (17) (b) 2:
1 Adjust the protractor to agree with the travel board measurement.
2 Set the protractor to 0° and then add the travel board measurement to the protractor
readings while rigging.
Page 207
27-50-05 Nov 1/09
(18) With assistance and by positioning the right inboard flap by hand, adjust the flap limit switches by
(a) Raise the right inboard flap slightly above 33° then slowly lower flap to 35 +1/ -2° and check
that the S6 switch (7) activates by hearing an audible clicking noise. If the S6 switch (7) is not
switch (7) at the 35 +1/ -2° flap position (Ref. Figure 202).
(b) Raise the right inboard flap from 35 +1/ -2° to 19° to 21° and check that the approach flap
limit S4 switch (9) activates by hearing an audible clicking noise. If the S4 switch (9) is not
(c) Raise the right inboard flap to a position less than 17° then lower the flap 19° to 21° and
check that the S5 switch (8) activates by hearing an audible clicking noise. If the S5 switch
(8) is not activated, use an allen-head wrench and adjust the S5 switch cam (5) to activate
the S5 switch (8) at the 19° to 21° flap position.
NOTE: There must be a 0.5° to 2° flap angle (as read on the protractor) difference between
the activation of the S4 switch (9) and the S5 switch (8) after both switch cams have
Example: The S5 switch (8) activates at 19°. The S4 switch (9) deactivates at 20.5°.
(d) Raise the right inboard flap to the full up position and check that the S1 switch (12) activates
at the 0 ± 1.5° trailing edge down flap position by hearing an audible clicking noise. If the S1
switch (12) is not activated, use an allen-head wrench and adjust the S1 switch cam (1) to
activate the S1 switch (12) at the 0 ± 1.5° trailing edge down flap position. Although the
allowable range is 0.5° to 1.5°, set as close to the 1° reading as possible to provide additional
flap clearance at the flap cove.
(e) Lower the right inboard flap from the full up position to 9° to 11° and check that the S3 switch
(10) activates by hearing an audible clicking noise. If the S3 switch (10) is not activated, use
an allen-head wrench and adjust the S3 switch cam (3) to activate the S3 switch (10) at the
9° to 11° flap position.
(f) Raise the right inboard flap from the full down position to 9° to 11° and check that the S2
switch (11) activates by hearing an audible clicking noise. If the S2 switch (11) is not
NOTE: There must be a 0.5° to 2° flap angle (as read on protractor) difference between the
activation of the S2 switch (11) and the S3 switch (10) after both switch cams have
Page 208
Nov 1/09 27-50-05
Example: The S3 switch (10) activates at 9°. The S2 switch (11) deactivates at
10.5°. This is the activation difference of 0.5° to 2°.
(g) Lower the right inboard flap to 35 +1/ -2° and check that the S6 switch (7) activates by
hearing an audible clicking noise. If the S6 switch (7) is not activated, use an allen-head
wrench and adjust the S6 switch cam (6) to activate the S6 switch (7) at the 35 +1/ -2° flap
position.
NOTE: Do not alter any limit switch settings to compensate for a faulty indicating system. The
indicating system will be checked and adjusted at a later Step.
Be sure all actuators are attached to their respective flaps before proceeding or
structural damage may occur.
(19) Position the right inboard flap by hand to the full down position. Adjust the inboard flap actuator rod
end (3) to line up with the flap attach bracket (6) holes (Ref. Figure 207).
(20) Check the protractor for a reading of 35 +1/ -2°, and adjust as necessary. Record the position of
the right inboard flap angle as read on the protractor.
(21) Install bushing (8), bolt (2), washer (1) and nut (5) attaching the flap actuator to the right inboard
(22) Using the FLAP SYSTEM RIGGING - UP POSITION CHECK measurement recorded for the left
inboard flap, the protractor must be adjusted to agree with the travel board measurement. All flap
position requirements are from 0° as would be measured by a travel board.
(23) Raise the left inboard flap to the full up position.
(a) If the flap can be positioned to 0° per the travel board FLAP SYSTEM RIGGING - UP
POSITION CHECK, position the flap at 0° and set the protractor to read 0° in agreement with
the travel board.
(b) If the flap cannot be raised to 0°, but can be raised to a position between 0° and 1.5° per the
travel board, then perform either Step (23) (b) 1 or (23) (b) 2:
1 Adjust the protractor to agree with the travel board measurement.
2 Set the protractor to 0° and then add the travel board measurement to the protractor
readings while rigging.
(24) Position the left inboard flap by hand to the full down position. Adjust the inboard flap actuator rod
end (3) to line up with the flap attach bracket (6) holes until the left flap is within 0.5° of the right
flap (Ref. Figure 207).
(25) Install bushing (8), bolt (2), washer (1) and nut (5) attaching the flap actuator to the left inboard
Page 209
27-50-05 Nov 1/09
(26) Adjust the left and right outboard flap (2) actuator rod ends so that the flap trailing edges are 0.24
to 0.50 inch above the trailing edge of the adjacent inboard flap (1). Install bushing, bolt, washer
and nut attaching the flap actuator to the outboard flaps (2) (Ref. Figure 204).
NOTE: A fine adjustment of the flap can be made by extending the flaps to the full down position
and disconnecting the cable at the flap motor gearbox. Rotate the cable 90° in either
direction. Access the flap motor gearbox by removing the aft spar ramp and floor access
panel 10 (Ref. Chapter 6-50-00, FLOORBOARD ACCESS PANELS).
(27) Adjust the flap safety switch (asymmetric switch) (Ref. Chapter 27-50-06, FLAP SAFETY SWITCH
ADJUSTMENT). Do not perform FLAP SYSTEM OPERATIONAL CHECK at the end of the
procedure at this time.
NOTE: For all remaining Steps, move the protractor between the left and right inboard flaps as
necessary.
(30) Select EXT PWR switch to the ON position.
(31) Close the FLAP IND & CONTROL circuit breaker.
(32) Select the FLAP lever to the UP 0° position. Momentarily bump the FLAP IND & CONTROL circuit
breaker to raise the flaps to 0°. Verify the flaps stop at 1 ± 0.5° trailing edge down. Although the
allowable range is 0.5° to 1.5°, set as close to the 1° reading as possible to provide additional flap
clearance at the flap cove. If required, adjust the S1 switch cam (1) to activate the S1 switch (12)
at this position (Ref. Figure 202). Turn off external power and airplane battery before making any
adjustments.
(33) Verify that the right and left outboard flap (2) trailing edges are even ± 0.15 inch with their
respective inboard flap (1) trailing edges when the flaps are in the full up position (Ref. Figure
204).
(34) If adjustment is required, extend flaps to the full down position and adjust per Step (26) and then
repeat Step (33).
(35) With the FLAP lever at the UP position, select the FLAP lever to the TAKEOFF position. Verify the
flaps stop at 9° to 11° on the protractor. If required, adjust the S3 switch cam (3) to activate the S3
switch (10) at this position. Turn off external power and airplane battery before making any
adjustments. Record the position of the right inboard flap angle as read on the protractor
(Ref. Figure 202).
(36) Select the FLAP lever to the APPROACH position. Verify the flaps stop at 19° to 21° on the
protractor. If required, adjust the S5 switch cam (5) to activate the S5 switch (8) at this position.
Turn off external power and airplane battery before making any adjustments. Record the position
of the right inboard flap angle as read on the protractor (Ref. Figure 202).
Page 210
Nov 1/09 27-50-05
(37) Select the FLAP lever to the LANDING position and verify the flaps stop at 35 +1/ -2° on the
Turn off external power and airplane battery before making any adjustments
(38) Verify that the right and left outboard flap (2) trailing edges are 0.24 to 0.50 inch above the trailing
edge of the adjacent inboard flap (1) (Ref. Figure 204).
NOTE: There must be a minimum of 0.5° flap angle difference between the positions of the S4
adjustments (Ref. Figure 202).
There must be a minimum of 0.5° flap angle difference between the positions of the S2
adjustments.
(39) Select the FLAP lever to the APPROACH position. Verify the flaps stop at 19° to 21° on the
Turn off external power and airplane battery before making any adjustments.
(40) Select the FLAP lever to the TAKEOFF position. Verify the flaps stop at 9° to 11° on the protractor.
If required, adjust the S2 switch cam (2) to activate the S2 switch (11) at this position. Turn off
external power and airplane battery before making any adjustments.
(41) Select the FLAP lever to the UP position. Verify the flaps stop at 1 ± 0.5° trailing edge down.
Although the allowable range is 0.5° to 1.5°, set as close to the 1° reading as possible to provide
additional flap clearance at the flap cove. Turn off external power and airplane battery before
making any adjustments.
NOTE: Do not adjust the flap-travel limit switches for an incorrect flap position indicating system.
(42) If the flap position indicator on the pedestal shows the flaps being a position other than the reading
on the protractor, perform the following Steps (Ref. Figure 203):
NOTE: If a discrepancy exists between the UP and LANDING readings on the flap position
indicator, adjust the clevis length (L) to correct approximately one half of the discrepancy.
Adjust the transmitter arm for maximum flap position indicator accuracy at the TAKEOFF
and APPROACH positions, with reasonable accuracy at UP and LANDING positions.
Verify that the flap position indicator is in the Approach arc at the 19° to 21° flap position
as indicated on the protractor.
(a) Note the position of the flap position indicator needle at each flap position.
(b) Cycle the flaps from UP to TAKEOFF to APPROACH to LANDING then cycle the flaps from
LANDING to APPROACH to TAKEOFF to UP.
(c) To decrease the difference between the UP and LANDING indications, loosen the upper nut
(5) and tighten the lower nut (12) to increase the length (L).
(d) To increase the difference between the UP and LANDING indications, loosen the lower nut
(12) and tighten the upper nut (5) to decrease the length (L).
Page 211
27-50-05 Nov 1/09
(e) To rotate the indicator needle reading, loosen nut (3) and bolt (2) on arm (6) and rotate the
shaft (4) until the indicator pointer aligns correctly.
(f) Cycle flaps to check adjustments. Repeat adjustment procedure as necessary.
(43) On airplanes equipped with flap bumpers, the following Steps must be accomplished:
(a) Lower the flaps to the full down position.
(b) Loosen the jam nut on each of the four flap bumpers.
contact.
(c) Extend each flap bumper until contact with the flap surface can be made with the flaps in the
normal (up) position.
(d) Extend each flap bumper an additional turn after flap contact.
(e) Tighten the jam nuts.
(44) Cycle the flaps to check operation.
(45) Select EXT PWR switch to the OFF position.
(47) Disconnect electrical power from airplane.
(48) Remove the protractors.
(49) Install all access plates.
(a) Remove the old sealant from the access panel 1 (Ref. Chapter 6-50-00, WING ACCESS
PANELS) and from around the flap switch wing opening.
(b) Apply sealant (19, Table 1, Chapter 91-00-00) around the flap switch panel and install the
panel 1 (Ref. Chapter 6-50-00, WING ACCESS PANELS) to secure access to the flap
position switches.
C. Rigging - Up Position Check

WARNING: This procedure is intended to measure the up position of the inboard flaps and is
used when performing FLAP SYSTEM RIGGING - USING PROTRACTORS. The flaps
must be rigged if this check is performed.
Page 212
Nov 1/09 27-50-05
(a) Loosen the jam nut on each of the two flap bumpers located forward of the inboard flaps at
WS 33.00 and 108.94 on each wing.
(b) Turn the bumpers inward to provide clearance from the inboard flaps when the flaps are in
the up position.
(7) Disconnect the flap actuator rod end (3) from right inboard flap attach bracket (6) by removing the
nut (5), washers (1), bushing (8) and bolt (2) (Ref. Figure 207).
(8) Retract the flap actuator by rotating the rod end (3) inward by hand until it will not interfere with the
flap, when raised by hand, to the full up position.
(9) Raise and lower the flap by hand to assure freedom of movement with no binding or unusual
noise.
(10) Perform the FLAP TRAVEL BOARD INSTALLATION procedure on the right inboard flap
(Ref. 27-00-02).
(11) Raise the right inboard flap to the full up position. Measure the position of the flap using the
travelboard.
(a) If the flap can be raised to a position between 0° and 1.5° per the travel board, record the
results for use when performing FLAP SYSTEM RIGGING - USING PROTRACTORS
procedure.
(b) If the flap cannot be raised to 1.5°, identify the interference and repair as required to allow
the flap to be raised to an up position from 0° to 1.5° per the travel board.
(12) Remove the travel board from the right inboard flap.
(13) Disconnect the flap actuator rod end (3) from left inboard flap attach bracket (6) by removing the
nut (5), washers (1), bushing (8) and bolt (2) (Ref. Figure 207).
(14) Retract the flap actuator by rotating the rod end (3) inward by hand until it will not interfere with the
flap, when raised by hand, to the full up position.
(15) Raise and lower the flap by hand to assure freedom of movement with no binding or unusual
noise.
(16) Perform the FLAP TRAVEL BOARD INSTALLATION procedure on the left inboard flap
(Ref. 27-00-02).
(17) Raise the left inboard flap to the full up position. Measure the position of the flap using the
travelboard.
(a) If the flap can be raised to a position between 0° and 1.5° per the travel board, record the
results for use when performing FLAP SYSTEM RIGGING - USING PROTRACTORS
procedures.
(b) If the flap cannot be raised to 1.5°, identify the interference and repair as required to allow
the flap to be raised to an up position from 0° to 1.5° per the travel board.
Page 213
27-50-05 Nov 1/09
(18) Perform either the FLAP SYSTEM RIGGING WITH TRAVEL BOARD procedure or the FLAP
SYSTEM RIGGING WITH PROTRACTOR procedure in this section.
D. Flap Adjustment to Correct a Wing Heavy Condition

NOTE: Most wing heavy conditions can be traced to improperly rigged ailerons or flaps. If further
adjustment is needed, one outboard flap may be rigged slightly down. This will result in
additional drag on the airplane.
Use the AILERON GROUND ADJUSTABLE TRIM TAB ADJUSTMENT procedure
(Ref. 27-10-00) before using this procedure as it will make a larger correction. Rigging one
outboard flap slightly down will make only a small correction.
(1) Flight Check for Roll.
(a) Set the rudder tab to eliminate any skidding.
(b) Set the aileron tab to zero (ignore aileron forces).
(c) Match trailing edge of ailerons to trailing edge of flaps on both wings (ailerons neutral).
(d) Check for rolling to right or left and note conditions.
(2) Maintenance action to correct a wing heavy condition.
(a) Perform the AILERON FUNCTIONAL CHECK procedure to ensure proper aileron system
operation prior to performing the following procedure (Ref. 27-10-03).
(b) Perform the FLAP SYSTEM FUNCTIONAL CHECK procedure to ensure proper flap
alignment prior to performing the following procedure (Ref. 27-50-05).
NOTE: The following procedure could cause an out-of-tolerance split flap indication.
(c) Select the BATT switch to the ON position.
(d) Lower the flaps to the full down position.
(e) If slight and further adjustment is needed, the outboard flap actuator rod end may be
extended 1/2 to 1 turn maximum on the wing that is heavy.
1 Disconnect the flap actuator rod end (3) from the flap attach bracket (6) by removing
the nut (5), washer (1), bushing (8) and bolt (2) (Ref. Figure 207).
CAUTION: Do not exceed the 1 turn maximum extension on the outboard flap
actuator.
2 Rotate the rod end (3) outward 1/2 to 1 turn Maximum.
3 Install bushing (8), bolt (2), washers (1) and nut (5) attaching the flap actuator to the
(f) Loosen the jam nut on the two flap bumpers for the flap that was adjusted in Step (2) (e).
contact.
Page 214
Nov 1/09 27-50-05
(g) Raise the flaps to the normal (UP) position.
(h) Extend each flap bumper until it makes contact with the flap surface.
(i) Cycle the flaps and check for contact with the flap bumpers. Repeat Steps (2) (h) as
necessary.
(j) Extend each flap bumper an additional turn after flap contact is made.
(k) Tighten the jam nuts.
(l) Cycle the flaps to check for proper operation.
(m) Select the BATT switch to the OFF position.
E. Functional Check
(2) Perform the FLAP TRAVEL BOARD INSTALLATION procedure (Ref. 27-00-02) or attach
protractors (1) (5, Table 1, 27-00-00) to the upper surfaces of the left and right inboard flaps (2) at
WS 60.52, perpendicular to the length of the flaps (Ref. Figure 205).
(4) Perform the following Steps to check the travel of the flaps:
(a) With the flaps at the full up position, move the flap control lever down to the TAKEOFF
position. Verify the flaps move down and stop at 9° to 11° on the travel board or protractors
with no unusual noise or binding. Verify the flap position indicator needle stops within the
white TAKEOFF arc.
(b) Move the flap control lever down to the APPROACH position. Verify the flaps move down
and stop at 19° to 21° on the travel board or protractors with no unusual noise or binding.
Verify the flap position indicator needle stops within the white APPROACH arc.
(c) Move the flap control lever to the LANDING position. Verify the flaps move down and stop at
35 +1/ -2° on the travel board or protractors with no unusual noise or binding. Verify the flap
position indicator needle stops within the LANDING position.
(d) Confirm that the left and right outboard flap trailing edges are 0.24 to 0.50 inch above the
trailing edge of the adjacent inboard flap (Ref. Figure 204).
(e) Move the flap control lever up to the APPROACH position. Verify the flaps move up and stop
at 19° to 21° on the travel board or protractors with no unusual noise or binding. Verify the
flap position indicator needle stops within the white APPROACH arc.
Page 215
27-50-05 Nov 1/09
(f) Move the flap control lever up to the TAKEOFF position. Verify the flaps move up and stop at
9° to 11° on the travel board or protractors with no unusual noise or binding. Verify the flap
position indicator needle stops within the white TAKEOFF arc.
(g) Move the flap control lever to the UP position. Verify the flaps move up and stop at 1 ± 0.5°
trailing edge down with no unusual noise or binding. Verify the flap position indicator needle
stops within the UP position.
(h) Verify that the right and left outboard flap trailing edges are even ± 0.15 inch with their
respective inboard flap trailing edges when the flaps are in the full up position (Ref. Figure
204).
(5) If the flaps are not within tolerance perform the FLAP SYSTEM RIGGING procedure in this
section.
(6) Remove the flap travel board or protractors.
F. Operational Check
(3) Perform the following Steps to check the travel of the flaps:
(a) Move the flap control lever down to the TAKEOFF position. Verify the flaps move down and
stop with no unusual noise or binding. Verify the flap position indicator needle stops within
the white TAKEOFF arc.
(b) Move the flap control lever down to the APPROACH position. Verify the flaps move down
and stop with no unusual noise or binding. Verify the flap position indicator needle stops
within the white APPROACH arc.
(c) Move the flap control lever to the LANDING position. Verify the flaps move down and stop
LANDING position.
(d) Move the flap control lever up to the APPROACH position. Verify the flaps move up and stop
white APPROACH arc.
(e) Move the flap control lever up to the TAKEOFF position. Verify the flaps move up and stop
white TAKEOFF arc.
(f) Move the flap control lever to the UP position. Verify the flaps move up and stop with no
unusual noise or binding. Verify the flap position indicator needle stops within the UP
position.
Page 216
Nov 1/09 27-50-05
Page 217
27-50-05 Nov 1/09

Page 218
Nov 1/09 27-50-05
2. SPRING
3. ADJUSTMENT NUT
4. LOCK NUT
5. FLAP ACTUATOR ROD
6. THREADS
5
2 4
3
UC27B
060636AA.AI

Page 219
27-50-05 Nov 1/09
1 2 3 4 5 6
VIEW LOOKING DOWN THROUGH OPEN PANEL

FWD
INBD DETAIL B
1. S1 CAM (FLAP UP LIMIT) 8. S5 SWITCH (FLAP APPROACH DOWN LIMIT
2. S2 CAM (TAKEOFF UP LIMIT) AND LANDING GEAR WARNING)
3. S3 CAM (TAKEOFF DOWN LIMIT) 9. S4 SWITCH (FLAP APPROACH UP LIMIT
4. S4 CAM (APPROACH UP LIMIT) AND LANDING GEAR WARNING)
5. S5 CAM (APPROACH DOWN LIMIT 10. S3 SWITCH (FLAP TAKEOFF DOWN LIMIT)
AND LANDING GEAR WARNING) 11. S2 SWITCH (FLAP TAKEOFF UP LIMIT)
6. S6 CAM (DOWN LIMIT) 12. S1 SWITCH (FLAP UP LIMIT)
7. S6 SWITCH (FLAP DOWN LIMIT)
1 2 3
B 4
5 6
12 11 10 9 8 7
VIEW LOOKING UP
DETAIL A UC27B
044588AB.AI
Figure 202
Flap Limit Adjustment Cams
Page 220
Nov 1/09 27-50-05
3
A
4
5
6 B
12
11
L
10
9
8
1. FLAP POSITION TRANSMITTER
7 2. BOLT
3. NUT
4. SHAFT
5. UPPER NUT
6. ARM
7. LINK
DETAIL A 8. COTTER PIN
9. CLEVIS
10. CLEVIS PIN
11. ADJUSTMENT SHAFT
12. LOWER NUT
UP UP UP UP
FLAPS FLAPS FLAPS FLAPS
APPROACH APPROACH APPROACH APPROACH
LANDING LANDING LANDING LANDING
BEFORE AFTER BEFORE AFTER
ADJUST L DIMENSION ADJUST SHAFT
DETAIL B
UC27B
044972AB.AI
Figure 203
Flap Position Transmitter
Page 221
27-50-05 Nov 1/09
1. INBOARD FLAP
2. OUTBOARD FLAP
A
3. WING
DETAIL A UC27B
044842AA.AI
Figure 204
Outboard Flap Adjustment
Page 222
Nov 1/09 27-50-05
A
1. DIGITAL PROTRACTOR
2. INBOARD FLAP
NO
STEP
DETAIL A
UC27B
044841AA.AI
Figure 205
Digital Protractor Installation
Page 223
27-50-05 Nov 1/09
1. TURNBUCKLE
2. CLEVIS
3. SAFETY CLIPS
2 3 1 3 2
DETAIL A
UC27B
063118AA.AI
Figure 206
Turnbuckle Adjustment
5 3
A
2
6 1
7 8
OUTBOARD
1. WASHER
2. BOLT
3. FLAP ACTUATOR ROD END
4. WING
5. NUT
RIGHT SIDE SHOWN
6. FLAP ATTACH BRACKET
LEFT SIDE OPPOSITE
7. FLAP
DETAIL A 8. BUSHING
UC27B
063117AA.AI
Figure 207
Flap Attach Bracket
Page 224
Nov 1/09 27-50-05
FLIGHT CONTROLS
FLAP SAFETY SYSTEM
27-50-06
200200
1. FLAP SAFETY SWITCH (ASYMMETRIC)
A. Removal
Progress”.
NOTE: Before removing the parts in the next Step, note the number and position of the washers
so that they will be properly installed (Ref. Figure 201 or 202).
(9) Remove cover over the flap safety switch, if installed.
(10) Remove screws (1), washers (2), spacers (4) and nuts (7) from the safety switch (5) and switch
enclosure (6).
(11) Remove switch enclosure (6).
(12) Identify, tag and disconnect the wires from the safety switch (5).
(13) Remove the safety switch (5) from the airplane and discard.
B. Installation
NOTE: Ensure that the wires have enough length to allow for movement of the switch.
(1) Remove tags and connect the wires to the safety switch. The red wire attaches to the “common
terminal” and the white wire attaches to the “normally open” terminal.
(2) Install switch enclosure (6) on the safety switch (5) (Ref. Figure 201 or 202).
(3) Position safety switch (5) in place and install screws (1), washers (2), spacers (4) and nuts (7).
NOTE: For initial adjustment, the safety switch (5) should be pushed to the upper edge of the
elongated mounting holes.
Page 201
27-50-06 Nov 1/09
(5) Close the FLAP IND & CONTROL circuit breaker located on the right circuit breaker panel Zone
246 (Ref. Chapter 6-40-00, ZONE DIAGRAM).
(6) Perform the FLAP SAFETY SWITCH TEST procedure in this section.
C. Removal (With Kit No. 114-5057 Installed)

on the right circuit breaker panel Zone 246 (Ref. Chapter 6-40-00, ZONE DIAGRAMS).
Progress”.
NOTE: Before removing the parts, note the number and position of the washers so that they will
be properly installed.
(9) Remove screws (7) and washers (8) from the flap safety switch cover (14) and remove cover (14)
(Ref. Figure 203).
(10) Remove screws (28), washers (27), from the safety switch assembly (13).
(11) Identify, tag and disconnect the wires at the splice from the safety switch assembly (13).
(12) Remove the safety switch assembly (13) from the airplane and discard.
D. Installation (With Kit No. 114-5057 Installed)

(1) Position safety switch assembly (13) in place. Apply loctite (161, Table 1, Chapter 91-00-00) to the
threads of the screws and install screws (28) and washers (27) (Ref. Figure 203).
(2) Route wires through the grommet (15) on the safety switch assembly cover (14) and splice wires
to the harness per wiring diagram.
(3) Close the FLAP IND & CONTROL circuit breaker located on the right circuit breaker panel
Zone 246 (Ref. Chapter 6-40-00, ZONE DIAGRAMS).
(4) Perform the FLAP SAFETY SWITCH TEST procedure in this section.
Page 202
Nov 1/09 27-50-06
(5) Position the flap safety switch cover (14) over the flap safety switch assembly (13) and install
screws (7) and washers (8).
E. Test (UA-1 and After; UB-1 and After; UC-1 thru UC-53)
(5) Disconnect either end of the RH outboard flap adjustable rod end (11) by removing arm
attachment nut (8) and washer (9) (Ref. Figure 201).
(6) Reposition arm (10) until roller cam (3) has allowed safety switch (5) roller to move off the cam
lobe.
WARNING: Should the flaps start to retract when performing the following Step, be
prepared to immediately open the FLAP IND & CONTROL circuit breaker.
(7) Move flap position switch to APPROACH, then reset the FLAP IND & CONTROL circuit breaker
located on the right circuit breaker panel Zone 246 (Ref. Chapter 6-40-00, ZONE DIAGRAMS).
The flaps should not retract.
(8) If the flaps retract, check wiring and replace the flap safety switch (5) as required. Perform the
FLAP SAFETY SWITCH REMOVAL and INSTALLATION procedures in this section and then
repeat this test.
(9) Ensure that the flaps are extended to the full down position.
(10) Open the FLAP IND & CONTROL circuit breaker located on the right circuit breaker panel
Zone 246 (Ref. Chapter 6-40-00, ZONE DIAGRAMS).
(11) Connect RH outboard flap adjustable rod end (11) by installing arm attachment nut (8) and washer
(9).
(12) Disconnect either end of the LH outboard flap adjustable rod end (11) by removing arm attachment
nut (8) and washer (9).
(13) Position arm (10) until roller cam (3) has allowed safety switch (5) roller to move off the cam lobe.
(14) Move the flap position switch to APPROACH, then reset the FLAP IND & CONTROL circuit
breaker located on the right circuit breaker panel Zone 246 (Ref. Chapter 6-40-00, ZONE
DIAGRAMS). The flaps should not retract.
(15) If the flaps retract, check wiring and replace the flap safety switch (5) as required.
Page 203
27-50-06 Nov 1/09
(16) Perform the FLAP SAFETY SWITCH REMOVAL and INSTALLATION procedures in this section
and then repeat this test.
(18) Open the FLAP IND & CONTROL circuit breaker located on the right circuit breaker panel Zone
246 (Ref. Chapter 6-40-00, ZONE DIAGRAMS).
(19) Connect LH outboard flap adjustable rod end (11) by installing arm attachment nut (8) and washer
(9).
(20) Perform the FLAP SAFETY SWITCH ADJUSTMENT procedure in the section.
F. Test (UC-54 and After)

on the right circuit breaker panel Zone 246 (Ref. Chapter 6-40-00, ZONE DIAGRAMS).
(5) Disconnect either end of the RH outboard flap adjustable rod end (13) by removing the arm
attachment screw (14), spacer (12), washer (11), light washer (9) and nut (8) (Ref. Figure 202).
(6) Position the arm (10) until the roller cam (3) has allowed the safety switch (5) roller to move off the
cam lobe.
(7) Move the flap position control to APPROACH, then reset the FLAP IND & CONTROL circuit
breaker. The flaps should not retract.
(8) If the flaps retract, check wiring and replace the flap safety switch (5) as required. Perform the
FLAP SAFETY SWITCH REMOVAL and INSTALLATION procedures in this section and then
repeat this test.
(10) Open the FLAP IND & CONTROL circuit breaker.
(11) Connect the RH outboard flap adjustable rod end (13) by installing the arm attachment screw (14),
spacer (12), washer (11), light washer (9) and nut (8).
(12) Disconnect either end of the LH outboard flap adjustable rod end (13) by removing the arm
attachment screw (14), spacer (12), washer (11), light washer (9) and nut (8).
(13) Position the arm (10) until the roller cam (3) has allowed the safety switch (5) roller to move off the
cam lobe.
Page 204
Nov 1/09 27-50-06
(14) Move the flap position control to APPROACH, then reset the FLAP IND & CONTROL circuit
breaker. The flaps should not retract.
(15) If the flaps retract, check wiring and replace the flap safety switch (5) as required.
(16) Perform the FLAP SAFETY SWITCH REMOVAL and INSTALLATION procedures in this section
and then repeat this test.
(18) Connect the LH outboard flap adjustable rod end (13) by installing the arm attachment screw (14),
spacer (12), washer (11), light washer (9) and nut (8).
(19) Perform the FLAP SAFETY SWITCH ADJUSTMENT procedure in this section.
G. Adjustment (Without Kit No. 114-5057 Installed)

NOTE: The safety switches are located in each wing between the inboard and outboard flaps
(4) Extend the flaps to the full down position.
Progress”.
(9) The inboard flap link (without Kit No. 118-4013) (19) is a non adjustable solid link. If Kit No
118-4013 is installed, check that the inboard flap rod end linkage is a length of 2.75 inches
between the centers of the rod end bores.
(10) The centerline of the pointed end of the cam must align with the switch roller. The cam may have a
groove line to aid in this inspection.
(11) If the cam does not align with the switch roller, adjust the outboard flap rod end linkage (13). Begin
with a length of 2.50 inches between the centers of the rod end bores, then adjust the length to
align the cam with the switch roller.
(12) Install a digital protractor (5, Table 1, 27-00-00) to the inboard edge of the outboard flap.
CAUTION: Do not run flaps or change flap actuator adjustment with the actuator disconnected
from the flap. If the flap system is operated with the actuator disconnected or the
actuator length is changed, the flap system must be rigged.
Page 205
27-50-06 Nov 1/09
(13) Zero the protractor and disconnect the flap actuator from the left outboard flap. The outboard flap
will move down to the end of the flap track.
CAUTION: Ensure that the actuators will not strike or damage the wing or flaps while moving the
outboard flaps during adjustment procedures.
(14) Slowly raise the outboard flap by hand while reading the protractor. When the switch opens
(audible click), note the protractor reading. This may need to be repeated as necessary to get an
accurate measurement.
(15) The correct safety switch setting stops all flap travel when the positions of the inboard and
outboard flaps have a difference of 3° to 6°.
(16) If the difference is less than 3°, move the safety switch up in the slots of the inboard arm. If the
difference is more than 6°, move the safety switch down in the slots of the arm.
(17) Connect the flap actuator to the left outboard flap.
(18) Repeat Steps (10) thru (17) for the right side flaps.
(19) After all flap actuators are connected, perform the FLAP SYSTEM OPERATIONAL CHECK
(20) Remove the red tag from the flap lever.
H. Adjustment (With Kit No. 114-5057 Installed)

The safety switch assemblies are located in each wing between the inboard and outboard flaps.
Progress”.
(6) Remove screws (7) and washers (8) from the flap safety switch cover (14) and remove cover (14)
(Ref. Figure 203).
(7) The inboard flap link (without Kit No. 118-4013) (20) is a non adjustable solid link. If Kit No.
118-4013 is installed, check that the inboard flap rod end linkage is a length of 2.75 inches
between the centers of the rod end bores.
(8) The centerline of the pointed end of the cam must align with the switch roller. The cam may have a
groove line to aid in this inspection.
(9) If the cam does not align with the switch roller, adjust the outboard flap rod end linkage (2). Begin
with a length of 2.50 inches between the centers of the rod end bores, then adjust the length to
align the cam with the switch roller (Ref. Figure 203).
(10) Install a digital protractor (5, Table 1, 27-00-00) to the inboard edge of the outboard flap.
Page 206
Nov 1/09 27-50-06
(11) Raise flaps to the APPROACH position.
CAUTION: Do not run flaps or change flap actuator adjustment with the actuator disconnected
from the flap. If the flap system is operated with the actuator disconnected or the
actuator length is changed, the flap system must be rigged.
(15) Zero the protractor and disconnect the flap actuator from the left outboard flap. The outboard flap
will move down to the end of the flap track.
CAUTION: Ensure that the actuators will not strike or damage the wing or flaps while moving the
outboard flaps during adjustment procedures.
(16) Raise the outboard flap by hand until the protractor reads approximately 0° and listen for an
audible clicking noise. The switch roller must be on the pointed end of the cam.
(17) Slowly lower the outboard flap by hand while reading the protractor. When the switch opens
(18) Raise the outboard flap by hand until the protractor reads approximately 0° and listen for an
audible clicking noise. The switch roller must be on the pointed end of the cam.
(19) Slowly raise the outboard flap by hand while reading the protractor. When the switch opens
(20) The correct safety switch setting stops all flap travel when the positions of the inboard and
outboard flaps have a difference of 5° to 9° in either direction. A higher setting is preferred to
prevent nuisance tripping of the switch.
(21) If the safety switch setting is 5° to 9°, proceed to Step (25). If not, perform the following Steps:
(22) Add the protractor readings. If the number of degrees while lowering the flap plus the number of
degrees while raising the flap is not 10° to 18° then adjust the switch in the slots and repeat Steps
(15) through (22).
NOTE: Lowering the switch in the slots decreases the total degrees. Raising the switch in the
slots increases the total degrees.
(23) If the number of degrees while lowering the flap does not equal the number of degrees while
raising the flap, the outboard rod end length must be adjusted and Steps (15) through (22) must be
repeated.
NOTE: Lengthening the outboard rod end link decreases flap up travel and increases flap down
travel. Shortening the outboard rod end link increases flap up travel and decreases flap
down travel.
Page 207
27-50-06 Nov 1/09
(24) Example: 10.8° was measured while lowering the outboard flap. 7.4° was measured while raising
the outboard flap. Total = 10.8 + 7.4 = 18.2°. The switch must be moved down in the slots until the
total is less than 18°. After moving the switch, 10.0° is measured while lowering, 5.8° is measured
while raising. Total = 10.0 + 5.8 = 15.8°. The switch is correctly positioned since the total is 18° or
less, but the 10° exceeds the 9° requirement. Adjust the outboard rod end linkage until both
readings are within 5° to 9°.
(25) Connect the flap actuator to the left outboard flap.
(33) Position the flap safety switch cover (14) over the flap safety switch assembly (13) and install
screws (7) and washers (8) (Ref. Figure 203).
(34) Repeat Steps (6) thru (25) for the right side flaps.
(35) After all flap actuators are connected, perform the FLAP SYSTEM OPERATIONAL CHECK
(36) Remove red tag from flap lever.
I. Hub Lubrication (Without Kit No. 129-5046 Installed)

The following procedure is for the disassembly, lubrication and assembly of the Flap Safety Switch Hub
Assembly without Kit No. 129-5046 installed.
Progress”.
(8) Remove nut (3), washers (2) and bolt (1) attaching the outboard link assembly (4) to the outboard
arm (7) (Ref. Figure 204).
Page 208
Nov 1/09 27-50-06
(9) Remove nut (17), washers (16) and bolt (15) attaching the inboard link assembly (18) to the
inboard arm (14).
(10) Remove nut (5), washer (6) and bolt (8) from the outboard arm (7).
CAUTION: Secure loose switch to airplane to avoid damage to the wires during maintenance.
(11) Remove washers (9) and slide switch shaft (13) from the inboard side of the hub (11) keeping
washers (12) with the switch shaft (13).
(12) Remove washers (12) from the switch shaft (13).
(13) Clean the switch shaft (13) and the inner part of the hub (11) with alcohol, solvent or equivalent.
(14) Inspect the switch shaft (13) and the inner parts of the hub (11) for corrosion or damage and
replace as necessary.
(15) Apply grease (23 or 61, Table 1, Chapter 91-00-00) to the switch shaft (13) and fill the inside of the
hub (11) with grease (23 or 61, Table 1, Chapter 91-00-00).
(16) Install washers (12) to the switch shaft (13).
(17) Position the switch shaft (13) on the inboard side of the hub (11) and slide the switch shaft (13) into
the hub (11).
(18) Install washers (9) to the outboard end of the switch shaft (13).
(19) Install the outboard arm (7) to the switch shaft (13) and secure using bolt (8), washer (6) and nut
(5).
(20) Install bolt (1), washers (2) and nut (3) attaching the outboard link assembly (4) to the outboard
arm (7).
(21) Install bolt (15), washers (16) and nut (17) attaching the inboard link assembly (18) to the inboard
arm (14).
(22) Remove the red tag from the flap lever.
(23) Perform the appropriate FLAP SAFETY SWITCH ADJUSTMENT procedure in this section.
Page 209
27-50-06 Nov 1/09
Figure 201
Flap Safety Switch Installation (LH Wing Shown, RH Wing Opposite
(UA-3; UB-1 and After; UC-1 thru UC-53)
Page 210
Nov 1/09 27-50-06
Figure 202
Flap Safety Switch Installation (LH Wing Shown, RH Wing Opposite)
(UC-54 and After)
Page 211
27-50-06 Nov 1/09
1 5
2 1. SCREWS
2. LINK
3. SPACERS
3 4. WASHERS
4 5. ARM
6. NUTS
4 7. SCREWS
8. WASHERS
6
9. COVER ARM ASSEMBLY
10. WAVE WASHER
30 11. BOLT
12. CAM
7 13. SWITCH ASSEMBLY
14. COVER
8 9 15. GROMMET
29
7
16. WASHER 10 11
17. NUT 8
18. BUSHINGS
19. NUTS
20. LINK * 14
12
21. WAVE WASHER
28 27
22. WASHER 13
23. INBOARD FLAP BRACKET
24. BOLT
25. WAVE WASHER
26. BOLT 17
27. WASHER
28. SCREWS 16
26
29. LIGHT WASHERS 18
30. OUTBOARD FLAP BRACKET 22
25 19
20
18
21
*
24
23
15
22 19 DETAIL A
TYPICAL CONFIGURATION
* LINK MAY HAVE AN ADJUSTABLE ROD END
(WITH KIT NO. 118-4013 INSTALLED).
(LEFT INSTALLATION SHOWN)
ON SOME SERIALS HARDWARE MAY VARY
UC27B
050695AA.AI
Figure 203
Flap Safety Switch Installation
(LH Wing Shown, RH Wing Opposite)
Page 212
Nov 1/09 27-50-06
1. BOLT 15. BOLT

2. WASHERS 16. WASHERS
3. NUT 17. NUT
4. OUTBOARD LINKAGE 18. INBOARD LINKAGE
5. NUT 19. SPACER *
6. WASHER 20. LINKAGE *
7. OUTBOARD ARM
8. BOLT
9. WASHERS
* UA-1 THRU UC-174
A
WITH KIT
10. BUSHINGS 118-4013 INSTALLED
11. HUB
12. WASHERS
13. SWITCH SHAFT
14. INBOARD ARM
8
7
6
5 11
1 10
10
9 12
4
13
14
16 19*
15 18*
17
18
DETAIL A UC27B
053808AB.AI
Figure 204
Flap Safety Switch Hub Lubrication
(RH Wing Shown, LH Wing Opposite)
Page 213
27-50-06 Nov 1/09
FLIGHT CONTROLS
FLAP POSITION SWITCHES
27-50-07
200200
1. PROCEDURES
A. Removal
(1) Remove pedestal covers to gain access to the switches.
(2) Remove and mark electrical connector(s) from the switch or switches (3 and 5 or 7 and 8) to be
removed.
(3) Remove two screws (4 or 9) and nuts (6) holding switches (3 and 5 or 7 and 8) in place
(Ref. Figure 202).
(4) Remove the switches (3 and 5 or 7 and 8).
B. Installation
(1) Put switch or switches (3 and 5 or 7 and 8) in place and insert two screws and nuts then tighten
(Ref. Figure 202).
(2) Perform FLAP POSITION SWITCH CHECK OUT AND RIGGING procedure below.
(3) Install electrical connector(s) removed previously. Ensure the plugs are connected to the same
switches they were removed from.
(4) Install pedestal covers removed previously.
C. Check Out and Rigging

(1) Place the flap handle in each position (Up, Take-off, Approach and Land) starting with the up
position.
(2) Using a good quality ohmmeter check continuity at each switch (3, 5, 7 and 8) for each flap handle
position (Ref. Figure 202). Ensure ohmmeter readings match the readings in the Switch Logic
Chart in Figure 201.
(3) If the readings do not match, adjustment of the cam (2, 10 or 11) for the offending switch is
necessary.
NOTE: There are two set screws on each of the three adjustable cams. Ensure both set screws
are loose before attempting to adjust the cam.
(4) Loosen the set screws (1) on the cam (2, 10 or 11) then rotate the cam to achieve the desired
result.
(5) Tighten the set screws (1) then test the switch (3, 5, 7 or 8) opening and closing to ensure proper
operation in both directions. Adjust the cam (2, 10 or 11) as necessary between tests.
NOTE: When all adjustments and tests are completed apply a small amount of Loctite to the set
screws (1) loosened during adjustment.
Page 201
27-50-07 Nov 1/09
D. Rigging Requirements
There is no rigging required for the Take-off Flap Position Switch (5), since this is accomplished by
the correct assembly of parts as shown in Section B-B (Ref. Figure 202).
The Landing Gear Warning Flap Position Switch (3) must make contact in the normally closed
position with the detent roller (13) on the crest between the DOWN and APPROACH position
detents on the cam (12) as shown in Section A-A.
The Approach Flap Position Switch (7) must make contact in the normally closed position with the
detent roller (13) on the crest between the APPROACH and TAKE-OFF position detents on the
cam (12) as shown in Section C-C.
The Full Down Flap Position Switch (8) must make contact in the normally closed position with the
detent roller (13) on the crest between the DOWN and APPROACH position detents on the cam
(12) as shown in Section D-D.
UC27B
082270AA.AI
Figure 201
Switch Logic Chart
Page 202
Nov 1/09 27-50-07
12
1. SET SCREWS (2 PLACES EACH CAM, EXCEPT TAKE-OFF CAM)
2. CAM (LANDING GEAR WARNING)
3. SWITCH, FLAP POSITION (LANDING GEAR WARNING) 13
4. SCREWS, SWITCH MOUNTING (2 PLACES)
5. SWITCH, FLAP POSITION (TAKE-OFF)
6. NUTS, SWITCH MOUNTING (4 PLACES)
7. SWITCH, FLAP POSITION (APPROACH) 2
8. SWITCH, FLAP POSITION (FULL DOWN) NC
9. SCREWS, SWITCH MOUNTING (2 PLACES) NO 3
10. CAM (FULL DOWN) C
11. CAM (APPROACH)

12. CAM (TAKE-OFF)
13. DETENT ROLLER
SECTION A-A
12
13
NC 5
NO
C
D
C SECTION B-B
B
12
A 12
11
11
13
1 7
NC
NC NO
C
NO
2 C
10
9 SECTION C-C
3
12
4
8
7 13 10
A 5
6 B
C 8
D
NC
NC NO
C
NO
C
SECTION D-D UC27B

082272AA.AI
Figure 202
Flap Position Switches
Page 203
27-50-07 Nov 1/09
FLIGHT CONTROLS
GUST LOCKS AND DAMPENERS
27-70-00
200200
1. CONTROL LOCKS
WARNING: The flight control gust locks provided by Hawker Beechcraft Corporation for its products
are in compliance with federal regulations to provide an unmistakable warning to the
pilot when the lock is engaged.
When necessary or desirable to use flight control gust locks, use only the flight control
gust lock assembly specified by Hawker Beechcraft Corporation for that particular
airplane.
When a flight control gust lock assembly is used, the lock must be correctly and fully
installed, including the rudder pedal lock and throttle control lock.
The control lock consists of a U-shaped clamp and two pins connected by a chain. The pins lock the primary
flight controls and the U-shaped clamp fits around the engine power control levers and serves to warn the
pilot not to start the engines with the control locks installed. It is important that the locks be installed or
removed together to preclude the possibility of an attempt to taxi or fly the airplane with the power levers
released and the pins still installed in the flight controls.
A. Inspection
(1) Inspect the flight control gust lock to determine if it is the correct part number.
(a) Measure the length of the chain between point A at the Rudder Lock Pin (3) that installs into
the floor and point B at the U-clamp (2) that installs over the Engine Controls (1)
(Ref. Figure 201).
(b) If the dimension is 43 inches ± one chain link, the correct part number is installed. If the
length does not check, replace with the correct part number control lock (29, Table 7,
Chapter 91-00-00 or refer to the IPC).
(2) Perform CONTROL LOCK INSTALLATION procedure.
(3) Check the alignment of the Rudder Lock Pin (3) that installs into the floor. Try to move the rudder
pedals to verify the rudder pin locks the rudder systems.
(4) Check the alignment of the Control Column Lock Pin (4) that installs into the control column. Try to
move the pilot’s control wheel to verify the pin locks the elevator and aileron control systems.
(5) If the control lock must be removed at this time, perform CONTROL LOCK REMOVAL procedure.
Page 201
27-70-00 Nov 1/09
B. Removal
WARNING: Before starting the engines, remove the control locks.
Remove the control locks before towing the airplane. If towed with a tug while the
rudder lock is installed, serious damage to the steering linkage can result.
(1) Remove the Rudder Lock Pin (3).
(2) Remove the Control Column Lock pin (4).
(3) Remove the U-clamp (2) from the Engine Controls (1).
C. Installation
(1) Position the U-clamp (2) around the engine controls (1) (Ref. Figure 201).
NOTE: The holes are aligned when the control wheel is fully forward and rotated approximately
15° to the left.
(2) Move the control column as necessary to align the holes, then insert the Control Column Lock
Pin (4).
(3) Insert Rudder Lock Pin (3) through the hole provided in the floor aft of the rudder pedals. The
rudder pedals must be centered to align the hole in the rudder bellcrank with the hole in the floor.
The Rudder Lock Pin (3) is then inserted until the flange is resting against the floor. This will
prevent any rudder movement.
1. ENGINE CONTROLS
1 2. U-CLAMP
4
3. RUDDER LOCK PIN
4. CONTROL COLUMN LOCK PIN
GUST CONTROL
POINT B
SURFACE LOCK
POINT A
3 3 UC27B
092651AA.AI
Figure 201
Control Lock Installation
Page 202
Nov 1/09 27-70-00
CHAPTER 28 - FUEL
TABLE OF CONTENTS
SUBJECT PAGE
FUEL SYSTEM (UA-1 AND AFTER; UB-1 AND AFTER)
28-00-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Fuel Storage and Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Fuel Quantity Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuel Flow Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Low Fuel Quantity Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Air-Maze Fuel Filter Cleaning - Primary Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Initial Cleaning - Filter Pack Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Final Cleaning - Filter Pack Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Air-Maze Fuel Filter Cleaning - Secondary Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Initial Cleaning - Secondary Method - Filter Pack Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Final Cleaning - Secondary Method - Filter Pack Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
FUEL SYSTEM (UC-1 AND AFTER)
28-01-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Fuel Storage and Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Fuel Purge System (EPA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Fuel Quantity Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Fuel Flow Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
FUEL STORAGE (UA-1 AND AFTER; UB-1 AND AFTER)
28-10-00
Fuel Cells . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Wing Outboard Leading Edge Fuel Cell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Wing Inboard Leading Edge Fuel Cell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Aft Outboard Wing Center Fuel Cell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Aft Inboard Wing Fuel Cell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Center Section Fuel Cell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Page 1
CHAPTER 28 - FUEL
SUBJECT PAGE
Fuel Supply Collector Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Leakage Checks and Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
Leakage Checks and Repairs (Integral Fuel Cells) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
Fuel Cell Leakage Test - Bladder-Type Fuel Cells . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
Fuel Cell Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
Fuel Cell Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
ANTISIPHON VALVE (UA-1 AND AFTER; UB-1 AND AFTER)
28-10-01
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
FUEL STORAGE (UC-1 AND AFTER)
28-11-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Leakage Checks and Repairs (Integral Fuel Cells) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Fuel System Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Collector Tank Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Main Fuel Tanks, WS 124 thru 130 (L&R) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Fuel Drain Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
ANTISIPHON VALVE (UC-1 AND AFTER)
28-11-01
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
ALTERNATE TANK INSPECTION METHOD (UC-1 AND AFTER)
28-12-00
Radiographic Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Personnel & Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Test Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Film . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Film/X-ray Tube Placement and Exposure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Indication/Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Completion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Page 2
CHAPTER 28 - FUEL
SUBJECT PAGE
FUEL DISTRIBUTION (UA-1 AND AFTER; UB-1 AND AFTER)
28-20-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
FUEL FILTERS AND SCREENS (UA-1 AND AFTER; UB-1 AND AFTER)
28-20-02
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Cleaning Fuel Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Engine-Driven Fuel Pump Screens and Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
FUEL PUMPS (UA-1 AND AFTER; UB-1 AND AFTER)

28-20-03
Electric Fuel Boost Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Jet Transfer Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Primary Fuel Jet Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
FUEL VALVES (UA-1 AND AFTER; UB-1 AND AFTER)
28-20-05
Cross-Transfer Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Firewall Shutoff Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
FUEL DISTRIBUTION (UC-1 AND AFTER)
28-21-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Access Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 3
CHAPTER 28 - FUEL
SUBJECT PAGE
FUEL FITTINGS (UC-1 AND AFTER)
28-21-01
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Fuel Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
FUEL FILTERS AND SCREENS (UC-1 AND AFTER)
28-21-02
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Fuel Filter Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal and Cleaning (Aircraft Porous Media) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation (Aircraft Porous Media) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal and Cleaning (Air Maze) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation (Air Maze) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Engine-Driven Fuel Pump Screens and Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Air-Maze Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Cleaning - Primary Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Initial Cleaning - Filter Pack Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Final Cleaning - Filter Pack Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Cleaning - Secondary Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Initial Cleaning - Secondary Method - Filter Pack Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Final Cleaning - Secondary Method - Filter Pack Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
FUEL PUMPS (UC-1 AND AFTER)
28-21-03
Electric Fuel Boost Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Transfer Jet Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Main Tank Jet Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Auxiliary Fuel Transfer Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
FUEL MANIFOLDS (UC-1 AND AFTER)
28-21-04
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 4
CHAPTER 28 - FUEL
SUBJECT PAGE
FUEL VALVES (UC-1 AND AFTER)
28-21-05
Filter Fuel Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Firewall Fuel Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Cross-Transfer Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
LH AND RH FUEL LINES (UC-1 AND AFTER)
28-21-06
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Corrosion Prevention For Chafed Fuel Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
FUEL QUANTITY INDICATING (UA-1 AND AFTER; UB-1 AND AFTER)
28-40-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Capacitance Fuel Quantity Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Fuel Quantity Capacitance Probes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Low Fuel Quantity Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
System Insulation Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Probe Insulation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
System and Probe Capacitance Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Setting Capacitance Simulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Indicator Linearity Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
Empty Tanks Calibration (Preferred Procedure) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Full Tanks Calibration (Alternate Procedure Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Fuel Quantity Probe Bench Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Fuel Probe - Inboard Leading Edge and Inboard Aft Fuel Cells . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation - Collector Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Fuel Probe - Integral (Wet Wing) Fuel Cell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Fuel Probe - Center Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Page 5
CHAPTER 28 - FUEL
SUBJECT PAGE
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Fuel Probe - Collector Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
FUEL LEVEL SENSORS
28-40-01
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Functional Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Fuel Quantity Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
FUEL QUANTITY INDICATING (UC-1 AND AFTER)
28-41-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Capacitance Fuel Quantity Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Low Fuel Quantity Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
System Insulation Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Probe Insulation Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
System Capacitance Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
Probe Capacitance Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Setting Capacitance Simulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Indicator Linearity Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Empty Tanks Calibration (Preferred Procedure) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Full Tanks Calibration (Alternate Procedure Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Fuel Quantity Probe Bench Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
Fuel Probe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
FUEL LEVEL AND LOW FUEL QUANTITY SENSORS (UC-1 AND AFTER)
28-41-01
Low Fuel Quantity Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Fuel Level Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Functional Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Fuel Quantity Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Page 6

CH-SE-SU PAGE DATE
28-LOEP 1 Nov 1/13
28-00-00 1 thru 3 Nov 1/09
201 thru 203 Nov 1/09
28-01-00 1 thru 3 Nov 1/09
201 Nov 1/09
28-10-00 201 thru 219 Nov 1/10
28-10-01 201 and 202 Nov 1/09
28-11-00 201 thru 207 Nov 1/12
28-11-01 201 Nov 1/09
28-12-00 201 thru 208 Nov 1/12
28-20-00 1 Nov 1/09
28-20-02 201 Nov 1/09
28-20-03 201 thru 203 Nov 1/09
28-20-05 201 thru 205 Nov 1/09
28-21-00 1 thru 4 Nov 1/09
201 thru 203 Nov 1/09
28-21-01 201 Nov 1/09
28-21-02 201 thru 206 Nov 1/13

28-21-03 201 thru 204 Nov 1/09
28-21-04 201 Nov 1/09
28-21-05 201 thru 203 May 1/11

28-21-06 201 thru 203 May 1/12
28-40-00 1 thru 3 Nov 1/09
101 thru 110 Nov 1/09
201 thru 206 Nov 1/13
28-40-01 201 thru 205 Nov 1/09

28-41-00 1 thru 5 Nov 1/13
101 thru 115 Nov 1/09
201 and 202 Nov 1/13
28-41-01 201 thru 203 Nov 1/09
Page 1
28-LOEP Nov 1/13
FUEL
28-00-00

00
1. GENERAL
A. Fuel Storage and Distribution

The fuel system consists of a series of rubber bladder type cells and an integral (wet wing) tank in each
wing connected by a cross-transfer line controlled by a valve. The separate fuel system for each engine
has a total fuel capacity of 216 gallons (Ref. Figure 1). The fuel system in each wing consists of two
wing leading edge tanks, two box section tanks, an integral (wet wing) tank, and one center section
tank, all interconnected to flow into the fuel collector tank by gravity. The fuel collector tank is located
within the center section fuel tank, adjacent to the fuselage. The collector tank is equipped with an
electric fuel pump, primary jet pump, and two transfer jet pumps. The total usable fuel capacity of each
fuel system is 212.5 gallons. The filler cap for this system of tanks is located on the outboard leading
edge of each wing near the wing tip.
The collector tank has a drain located in the center section, adjacent to the fuselage. The inboard
leading edge tank has a drain on the underside of the wing just outboard of the nacelle. The integral
(wet wing) fuel tank has a sump drain located approximately midway on the underside of the wing aft of
the main spar.
The fuel system is vented through a flush vent near the wing tip and a recessed vent coupled to a static
vent on the underside of the wing adjacent to the nacelle. The static vent is heated to minimize the
possibility of icing and also serves as a backup should the other vents become obstructed. The wing
tanks are cross vented with one another and then vented through a float operated vent valve installed
on the forward outboard side of the integral fuel tank. A line just aft of the float-operated vent valve
extends from the integral fuel tank through a suction relief valve and aft to the flush vent on the
underside of the wing.
The line from the float-operated vent valve in the integral fuel tank is routed forward along the leading
edge of the wing inboard to the nacelle and aft through a check valve to the recessed vent just outboard
of the nacelle. Another line tees off from the vent line and extends through a flame arrester to a heated
ram vent immediately outboard and aft of the recessed vent.
The fuel pressure required to operate the engine is provided by an engine-driven fuel pump immediately
upstream of the fuel control unit on the accessory case. An engine-driven boost pump, immediately
upstream of the engine-driven fuel pump, provides the motive flow for operation of the primary jet pump
which is located in the collector tank. The primary jet pump assists the engine-driven pumps in removing
fuel from the collector tank.
The supply line from the collector tank is routed from the aft side of the center section tank forward to
the engine-driven boost pump through a normally open firewall shutoff valve installed in the fuel line
immediately aft of the engine firewall.
A cross-transfer line connects the two collector tanks. A switch controlled cross-transfer valve in the line
is located at the forward outboard corner of the center section fuel cell. When the valve is in its normally
closed position, each engine draws fuel from its respective fuel tanks system. A manually operated
cross-transfer control switch is mounted on the upper fuel control panel, just above the fuel quantity
gages. When the cross-transfer control switch is actuated, power is drawn from a circuit breaker on the
lower fuel control panel to the solenoid of the cross-transfer valve. The cross-transfer valve then opens
to allow the electrically- driven fuel pump to transfer fuel to either the left or right fuel system.
Page 1
28-00-00 Nov 1/09
The electrically-driven pump located in the bottom of each collector tank is provided as a backup pump
should the engine-driven pumps fail; it is also used for all cross-transfer operations. Should one of the
electric pumps fail, cross-transfer can only be accomplished from the side of the operative pump.
The fuel purge system is designed to assure that any residual fuel in the fuel manifolds is consumed
during engine shutdown. During engine operation, engine bleed air (P3) is routed through a filter and
check valve and pressurizes a small air tank mounted on the engine truss mount. On engine shutdown
the pressure differential between the air tank and fuel manifold causes air to be discharged from the air
tank, through a poppet valve, into the fuel manifold system. The air forces the residual fuel, remaining in
the fuel manifold, out through the nozzles and into the combustion chamber.
B. Fuel Quantity Indicating

Fuel system operation and performance is monitored through various indicators (gages and annunciator
lights) found in the flight compartment. Left and right fuel quantity gages indicate total fuel in each
system in pounds of fuel remaining. Eight capacitance probes in each wing fuel system provide the
signals required to drive the fuel quantity indicators which are located on the fuel control panel.
C. Fuel Flow Indicating

Fuel flow gages indicate the actual amount of fuel, in pounds per hour, being metered to each engine at
any given time. The fuel flow transmitters are located immediately downstream of the fuel control units.
This system is discussed in more detail in Chapter 77, ENGINE INDICATING.
D. Low Fuel Quantity Warning System

A low fuel warning system provides bi-level warning to the flight crew when the fuel level in each wing
reaches a certain level and again when the fuel in the collector tank reaches a certain level. R FUEL
QTY and L FUEL QTY annunciators illuminate when approximately 30 minutes of fuel remains in each
wing. The 30-minute flight time provides for fuel in each wing sufficient to feed both engines at
maximum continuous power. R FUEL FEED and L FUEL FEED annunciators illuminate when
approximately 2 minutes of fuel remains in each collector tank. The 2-minute flight time provides for fuel
in each collector tank sufficient to feed both engines at maximum continuous power. The low fuel
quantity and low fuel feed annunciators are located in the caution advisory panel, mounted in the center
subpanel. When the fuel pressure switch, in the plumbing from the main tank, reads 5 psi or less (1 psi
for the UA and UB models), the R FUEL PRESS or L FUEL PRESS warning annunciators will
illuminate.
The PRESS TO TEST switch on the warning annunciator panel provides energizing current to the test
circuit of the low level sensors which are mounted in the fuel tanks and provides for functionally testing
the sensors and all associated circuitry.
Refer to 28-40-00 for the Low Fuel Quantity Warning Block Diagram.
Page 2
Nov 1/09 28-00-00
COLECTOR TANK FUEL NOZZLE MANFOLD

FUEL PURGE
TRANSFER JET PURGE TANK
FUEL SUPPLY PUMP AIR FILTER
FUEL
FUEL AT STRAINER OR FILTER
CROSS- P3 AIRLINE
TRANSFER DRAIN VALVE
FUEL UNDER PUMP PRESSURE FUEL FLOW
LINE TRANSMITTER
ELECTRIC PUMP
FUEL CROSS-TRANSFER
FLAPPER VALVE
MOTIVE FLOW FUEL SUPPLY FUEL CONTROL CHECK VALVE CHECK VALVE
FUEL VENT
LINE DRAIN VALVE UNIT
DETAIL B
STRAINER ENGINE
F FILLER FUEL PUMP FROM FUEL NOZZLE
MANIFOLD
PROBES CHECK VALVES FUEL HEATER
FUEL PURGE TANK
PRIMARY
SUCTION RELIEF VALVE
CHECK VALVE
JET PUMP ENGINE DRIVEN
BOOST PUMP
B
FIREWALL
MOTIVE TRANSFER JET
L LOW LEVEL SENSOR FLOW LINE PUMP CHECK VALVES
FUEL DRAIN VALVE

PRESSURE PROBE FUEL PRESSURE SWITCH
RELIEF
VALVE
FILLER
CAP DETAIL A PROBE
FIREWALL SHUTOFF VALVE
FUEL FILTER
40 GALLONS CROSS-TRANSFER VALVE
13 GALLONS
F
80 GALLONS DRAIN VALVE

35 GALLONS
23 GALLONS L COLLECTOR
INTEGRAL 25 GALLONS
(WET WING) L TANK
FUEL TANK
VACUUM RELIEF
PROBE A
HEATED FUEL VENT
FLUSH VENT VENT PROBE
FLOAT FLAME ARRESTOR
VALVE PROBE PROBE
DRAIN CHECK
VALVE
RECESSED VENT SHUTOFF VALVE LOW LEVEL

(MANUAL) SENSOR
UC28B
023609AA.AI
Figure 1
Fuel System Schematic
Page 3
28-00-00 Nov 1/09
FUEL
200200
1. PROCEDURES
A. Servicing
Refer to Chapter 12-10-00 for fuel filling and draining procedures, for types and brands of approved
fuels, and for routine maintenance practices.
2. AIR-MAZE FUEL FILTER CLEANING - PRIMARY METHOD

The primary method of cleaning the Air-Maze fuel filters used on this airplane is by use of an ultrasonic
cleaner. The following data provides information on the methods to be used for this purpose.
A. Initial Cleaning - Filter Pack Element

(1) Carefully remove the filter pack element from the housing and remove all packings.
(2) Do not disassemble the filter pack element for this initial cleaning.
(3) Plug open end(s) of filter(s) packs with rubber plugs and immerse in a recommended cleaner
(51 or 2, Table 1, Chapter 91-00-00).
(4) Allow items to soak for 30 to 60 minutes to remove sludge and baked on contaminates.
(5) Agitate parts for several minutes then remove the parts from cleaner.
(6) Allow parts to drain and then rinse the parts in new cleaner.
(7) Use filtered low pressure air (not exceeding 30 psi) to remove the excess cleaner and to facilitate
drying.
(8) Preform the FINAL CLEANING - FILTER PACK ELEMENT procedure.
NOTE: The ultrasonic cleaning tank used in this procedure must have a minimum of 3 watts of
power per square inch of tank bottom area.
B. Final Cleaning - Filter Pack Element

(1) Fill tank with a recommended ultrasonic cleaner (51 or 2, Table 1, Chapter 91-00-00).
(2) Unplug the filters for this cleaning.
(3) Disassemble and remove the filter discs from the center tube of the filter pack element. Slide the
discs onto a rod rack which is supported horizontally in the tank. Provide a 1/4-inch space between
the filter discs.
(4) Metal valve parts, etc., may be cleaned simultaneously in a separate basket suspended in the
solution.
(5) Clean the filters for 20 minutes.
Page 201
28-00-00 Nov 1/09
(6) Remove the filter discs from the tank and drain or use filtered low pressure air (not exceeding 30
psi) to remove the excess cleaner and to facilitate drying.
(7) Examine filter discs for cleanliness and screen damage. If the screen is damaged, replace the filter
disc. Examine parts for damage and replace if required. Inspect the filter discs with a 6X magnifier
to ensure debris removal.
(8) Repeat Steps (3) thru (7) if item is not clean.
(9) Reassemble the filter pack element.
(10) Replace packings and gaskets (if any) and reassemble valve parts and filter pack element to
housing.
3. AIR-MAZE FUEL FILTER CLEANING - SECONDARY METHOD

The secondary method of cleaning the Air-Maze fuel filters used on this airplane is by use of an chemical
cleaners. The filter pack elements are cleaned twice when chemicals are used. The following data provides
information on the methods to be used for this purpose.
A. Initial Cleaning - Secondary Method - Filter Pack Element

(51 or 2, Table 1, Chapter 91-00-00).
(5) Remove the filter pack element and parts from cleaner.
(6) Allow items to air dry or use filtered low pressure air (not exceeding 30 psi) to remove the excess
cleaner and to facilitate drying.
(7) Preform the FINAL CLEANING - SECONDARY METHOD - FILTER PACK ELEMENT procedure.
B. Final Cleaning - Secondary Method - Filter Pack Element

(1) Immerse the filter pack element in a recommended cleaner (51 or 2, Table 1, Chapter 91-00-00).
(2) Agitate solution for twenty minutes.
(3) Use a stiff bristled non-metallic brush to remove any remaining dirt or deposits.
(4) Unplug the filter and then drain or use filtered low pressure air (not exceeding 30 psi) to remove
the excess cleaner and to facilitate drying.
disc.
Page 202
Nov 1/09 28-00-00
housing.
Page 203
28-00-00 Nov 1/09
FUEL
28-01-00

00
1. GENERAL
A. Fuel Storage and Distribution

The fuel system consists of two independent systems, one for each engine. The systems are connected
by a solenoid valve-controlled cross-transfer line. Each independent system consists of two integral
tanks (the main and auxiliary tank). The main tank in each wing holds a maximum of 241 gallons of
usable fuel (Ref. Figure 1). The auxiliary tanks, located in each side of the center section, contain 92.2
gallons of usable fuel each. The ribs, which form part of the structure of the main tank, also function as
baffles that prevent the fuel from sloshing. Fuel from the main tank is gravity-fed into the collector tank
(the inboard aft area of the outboard wing). The collector tank is equipped with an electric fuel boost
pump, transfer jet pump, main tank jet pump and a manifold.
Fuel is transferred from the auxiliary to the main tank by activating the electric fuel pump in the auxiliary
tank. The switch for the transfer pump is located on the fuel control panel on the pilot's side of the crew
compartment. A pressure switch located in the auxiliary transfer line, in conjunction with a float switch
located in the auxiliary fuel tank, automatically cuts power to the auxiliary fuel pump when the usable
fuel in the tank is exhausted. The system is fueled by filling the main tank first through ports located on
the outboard leading edge adjacent to the wing tip, then filling the auxiliary tanks through ports located
near the inboard side of the nacelle and aft of the main spar.
The vent system for the fuel tanks is located in the wing tips and vents the system through a float valve
on each side. The valve is designed to shut off when activated by the presence of fuel. However, a
pressure activated backup vent prevents an overpressure condition by opening if pressure exceeds
approximately 1-1/2 psi. The system is equipped with flame arrestors and protected from freeze-up by a
switch-controlled heated vent. The switch which controls the heated vent is located on the pilots RH
subpanel. The auxiliary tank vents into the main tank.
The cross-transfer line connecting the two systems is controlled by a normally closed, switch-operated
solenoid valve. When the valve is in the closed position, each engine draws fuel from its individual
system. If cross-transfer is desired, the manually activated switch must be moved to the TRANSFER
FLOW position which will activate the standby pump. In addition to the cross-transfer function, the
electric boost pump can provide fuel to the engine should the engine-driven fuel pump fail. Power for the
switches is drawn through the appropriately placarded circuit breakers at the bottom of the fuel control
panel.
Fuel for the engine is provided by an engine-driven fuel pump. The engine-driven fuel boost pump
(located upstream of the engine-driven fuel pump) provides motive flow for operation of the jet pumps
which aid in moving fuel from the main tank.
B. Fuel Purge System (EPA)

The fuel purge system is designed to assure that any residual fuel in the fuel manifolds is consumed
during engine shutdown. During engine operation, engine bleed air (P3) is routed through a filter and
check valve and pressurizes a small air tank mounted on the engine truss mount. On engine shutdown
the pressure differential between the air tank and the fuel manifold causes air to be discharged from the
air tank, through a poppet valve, and into the fuel manifold system. The air forces the residual fuel,
remaining in the fuel manifold, out through the nozzles and into the combustion chamber.
Page 1
28-01-00 Nov 1/09
C. Fuel Quantity Indicating

Fuel system operation and performance is monitored through various indicators (gages and annunciator
lights) found in the flight compartment. Left and right fuel quantity gages indicate the amount of fuel in
each tank in pounds of fuel remaining. Eight capacitance probes in each wing fuel system provide the
signals required to drive the fuel quantity indicators, located on the fuel control panel.
D. Fuel Flow Indicating

Fuel flow gages indicate the actual amount of fuel, in pounds per hour, being metered to each engine at
any given time. The fuel flow transmitters are located immediately downstream of the fuel control units.
This system is detailed in Chapter 77-00-00.
E. Low Fuel Quantity Warning System

The low fuel warning system provides bi-level warning to the flight crew when the fuel level in each tank
reaches a predetermined level and again when the fuel in the collector tank area is nearly exhausted.
When the fuel in the main tank or tanks reaches a level that equals approximately 30 minutes of flight
time, R FUEL QTY, L FUEL QTY or both annunciators will be actuated by liquid level sensors mounted
on the inboard forward side of the main tank. If the fuel in the collector tank area drops to a level
sufficient to provide approximately two minutes flight time, R FUEL FEED, L FUEL FEED or both
annunciator lights will illuminate. Flight time fuel means that sufficient fuel remains to feed the engine at
maximum continuous power. When the fuel pressure switch, in the plumbing from the main tank, reads
5 psi or less, the R FUEL PRESS or L FUEL PRESS warning annunciators will illuminate.
The PRESS-TO-TEST switch on the warning annunciator panel provides current to the test circuit of the
low level sensors and all associated circuitry.
Refer to 28-41-00 for the Low Fuel Quantity Warning Block Diagram.
Page 2
Nov 1/09 28-01-00
C93UC28B1388.AI
Figure 1
Fuel System Schematic
(UC-1 and After)
Page 3
28-01-00 Nov 1/09
FUEL
200200
1. PROCEDURES
A. Servicing
Refer to Chapter 12-10-00 for fuel filling and draining procedures, for types and brands of approved
fuels, and for routine maintenance practices.
Page 201
28-01-00 Nov 1/09
FUEL
FUEL STORAGE (UA-1 AND AFTER; UB-1 AND AFTER)
28-10-00
200200
1. FUEL CELLS
Rubber bladder type fuel cells are equipped with nipples for attaching plumbing lines to the fuel cell. In order
to avoid damaging the fuel cell or its nipple fittings, the following torque values should be applied to the nipple
fitting clamps during installation:
Table 201
FUEL CELL NIPPLE TORQUE
NIPPLE FITTING TORQUE
I.D. (IN) INCH-POUNDS
0.25 thru 0.62 12 to 15
0.75 thru 1.00 15 to 20
1.50 25 to 30
2.00 30 to 35
3.00 35 to 40
Bladder type fuel cells having yellow nipples shall be torqued to 25 ± 5 inch-pounds; all others shall be
torqued according to Table 201.
Always position hose clamps on internal nipple fittings so that the screw body travels freely as the screw is
tightened. Never allow the screw body to wedge between nipple fitting O.D. and tank wall. This can result in
false torque readings, leaks and/or nipple fitting damage.
NOTE: Bladder type fuel cells returned to the manufacturer for repair or replacement will not be repaired if
foreign material has been applied to the fittings of the fuel tank wall, either inside or outside. Foreign
material is considered to be any material, such as sealants, coatings, cements, etc. not approved by
the manufacturer for the installation, operation or repair of a bladder type fuel cell.
To facilitate installation of bladder type fuel cells, allow the fuel cell to set at room temperature (above
60°F) for a period of time sufficient to ensure flexibility.
2. WING OUTBOARD LEADING EDGE FUEL CELL
A. Removal
The fuel cell is located in the leading edge outboard wing panel (Ref. Figure 201).
(1) Make sure all electrical power to the airplane is disconnected.
(2) Drain the wing fuel cells (Ref. Chapter 12-10-00 DRAINING THE FUEL SYSTEM).
(3) Remove the twelve screws securing the fuel filler adapter to the upper wing skin.
(4) Remove the access plates on the lower surface of the wing leading edge.
(5) Working through the inboard access opening, remove the clamps from the interconnect tubes (two
inboard and one aft) and pull the nipples off the tubes.
Page 201
28-10-00 Nov 1/10
(6) Working through the lower aft outboard access opening, remove the clamp from the outboard aft
interconnect tube and pull the nipple off the tube behind the filler neck.
(7) Working through the two access openings on the underside of the wing leading edge, release the
fuel cell fasteners. Collapse the cell and remove it through the inboard access opening.
B. Installation
NOTE: Expose the fuel cell to temperatures of at least 60°F for a period sufficient to ensure flexibility
during installation.
(1) Check the fuel cell cavity for foreign objects or debris. Collapse the cell and install it through the
inboard access opening in the bottom of the wing forward of the main spar (Ref. Figure 201).
(2) Secure the snap fasteners that hold the fuel cell against the upper wing skin.
(3) Working through the lower aft outboard access opening behind the filler neck, install the
interconnect tube and clamp. Torque the Wittec Worm Drive (WWD) clamps (Ref. Table 201).
(4) Working through the inboard access opening, install the interconnect tubes (two inboard and one
aft). Secure with WWD clamps and torque (Ref. Table 201).
(5) Install the access plates on the lower surface of the wing leading edge.
Figure 201
Wing Outboard Leading Edge Fuel Cell
Page 202
Nov 1/10 28-10-00
3. WING INBOARD LEADING EDGE FUEL CELL
A. Removal
The fuel cell is located in the leading edge inboard wing panel (Ref. Figure 202).
(3) Unclamp and remove the drain valve spacer and washer from the inboard bottom of the cell
adjacent to the nacelle.
(4) Remove the outboard access cover on top of the wing to gain access to the fuel quantity probe.
(5) Remove the jumper wire and detach the lead wires to the fuel quantity probe.
CAUTION: Handle the fuel quantity probe carefully; damage to the surface of the probe tubes will
destroy the accuracy of the probe as a measuring device.
(6) Unsafety and remove the five mounting screws and remove the fuel quantity probe from the fuel
cell.
(7) Remove the attaching bolts and the cover plate to the fuel cell access fitting.
(8) Working through the fuel access opening, disconnect the large interconnect in the aft side of the
fuel cell inboard of the opening by removing the Wittec Worm Drive (WWD) clamp securing the
interconnect line to the nipple cap of the fuel cell.
(9) Disconnect the two cell interconnect lines at the outboard end of the cell by removing the WWD
clamps securing the interconnect lines to the nipple caps.
(10) Remove the inboard access cover on top of the wing to gain access to the fuel quantity probe and
fuel cell cover plate.
(11) Remove the jumper wire and detach the three lead wires to the fuel quantity probe.
cell.
(13) Remove the attaching bolts and the cover plate to the fuel cell access fitting.
(14) Working through the fuel access opening, disconnect the large interconnect line directly aft of the
access opening by disconnecting the WWD clamp securing the interconnect line to the fuel cell.
(15) Remove the WWD clamp that connects the small interconnect line to the fuel cell nipple just
outboard of the large interconnect line removed in the preceding Step.
(16) Remove the access panels adjacent to the outboard side of the nacelle.
(17) Disconnect the purge line running from the aft inboard side of the leading edge fuel cell to the
forward inboard side of the wing inboard aft fuel cell.
Page 203
28-10-00 Nov 1/10
(18) Release the snap fasteners securing the cell to the upper wing skin.
(19) Collapse the cell and remove it through the outboard access opening on top of the wing leading
edge.
B. Installation
The fuel cell is located in the leading edge wing panel (Ref. Figure 202).
(1) Collapse the cell and install it through the outboard access opening on top of the wing leading
edge.
(3) Install the washer, spacer, and drain valve on the inboard aft end of the fuel cell and secure them
in place with the retaining clamp. The washer is to be installed between the spacer and cell liner.
(4) Connect the purge line at the aft inboard end of the fuel cell. Torque the Wittec Worm Drive
(WWD) clamps (Ref. Table 201).
(5) Working through the inboard access opening on top of the wing, connect the large and small
interconnect lines at the aft side of the cell. Torque WWD clamps (Ref. Table 201).
(6) Install the cover plate and gasket on the fuel cell with the attaching bolts, then lock the bolts in
place with safety wire. Apply gasket cement (33, Table 1, Chapter 91-00-00) between the adapter
and skin when installing the cover plate.
destroy the accuracy of the fuel quantity probe as a measuring device.
(7) Insert the fuel quantity probe into its opening in the fuel cell.
NOTE: Install the free end of the bonding jumper under one of the cover mounting bolts.
(8) Secure the fuel quantity probe in place with the attaching bolts. Torque the bolts to 25 ± 5
inch-pounds, then safety wire them. Install the free end of the bond jumper under one of the fuel
quantity probe mounting bolts.
(9) Attach the three lead wires to the fuel quantity probe and reattach the jumper wire to the probe.
(10) Working through the outboard access opening on top of the wing, connect the two cell
interconnect lines at the outboard end of the fuel cell. Torque the WWD clamps (Ref. Table 201).
(11) Working through the outboard access opening on top of the wing, connect the large interconnect
line at the aft side of the cell inboard of the access opening. Torque the WWD clamps (Ref. Table
201).
(12) Install the cover plate and gasket on the fuel cell with the attaching bolts, then lock the bolts in
place with safety wire. Apply gasket cement (33, Table 1, Chapter 91-00-00) between the adapter
and skin when installing the cover plate.
NOTE: Install the free end of the bonding jumper under one of the cover mounting bolts.
Page 204
Nov 1/10 28-10-00
destroy the accuracy of the fuel quantity probe as a measuring device.
inch-pounds, then safety wire them.
NOTE: Install the free end of the bonding jumper under one of the mounting bolts of the fuel
quantity probe.
(15) Attach the lead wires to the fuel quantity probe and attach the jumper wire to the probe.
(16) Install all access plates on the upper and lower surfaces of the wing.
Figure 202
Wing Inboard Leading Edge Fuel Cell
4. AFT OUTBOARD WING CENTER FUEL CELL
A. Removal
(2) Drain the main fuel system (Ref. Chapter 12-10-00 DRAINING THE FUEL SYSTEM).
(3) Remove the access cover on the underside of the wing (Ref. Figure 203).
(4) Working through this access opening, disconnect the large interconnect line forward of the
opening by removing the Wittec Worm Drive (WWD) clamp securing the line to the cell nipple.
Page 205
28-10-00 Nov 1/10
(5) Working through the same opening, disconnect the large interconnect line and the hose at the
forward outboard side of the cell by removing the WWD clamps securing them in place.
(6) Disconnect the small interconnect line at the outboard aft end of the fuel cell by removing the
WWD clamp holding it in place.
(7) Disconnect the small and large interconnect lines at the inboard end of the fuel cell by removing
the WWD clamps holding them in place.
(9) Collapse the cell and remove it through the access opening on the underside of the wing.
B. Installation
(1) Check the fuel cell cavity for foreign objects or debris. Collapse the fuel cell and install it through
the outboard access cover on the underside of the wing (Ref. Figure 203).
(2) Working through this access opening, secure the snap fasteners on the hangers that hold the fuel
cell against the upper skin of the wing.
(3) Connect the small and large interconnect lines at the inboard end of the fuel cell. Torque the WWD
clamps. (Ref. Table 201).
(4) Connect the small interconnect line at the outboard end of the fuel cell. Torque the WWD clamps
(Ref. Table 201).
(5) Connect the large interconnect line and hose at the forward outboard end of the fuel cell. Torque
the WWD clamps (Ref. Table 201).
(6) Connect the large interconnect line at the forward side of the fuel cell directly in front of the access
opening. Torque the WWD clamp (Ref. Table 201).
(7) Install the gasket and access cover.
5. AFT INBOARD WING FUEL CELL
A. Removal
(2) Drain the main fuel system (Ref. Chapter 12-10-00 DRAINING THE FUEL SYSTEM).
(3) Remove the access cover over the fuel quantity probe (Ref. Figure 204).
(4) Remove the jumper wire and detach the three lead wires to the fuel quantity probe.
(5) Unsafety and remove the five mounting screws, then remove the fuel quantity probe from the fuel
cell.
Page 206
Nov 1/10 28-10-00
(6) Remove the access cover, located on the inboard, aft underside of the wing.
(7) Working through this access opening, remove the Wittec Worm Drive (WWD) clamps and
disconnect the large interconnect tube on the inboard, aft side of the fuel cell.
(8) Disconnect the two smaller tubes at the inboard side of the cell by removing the WWD clamps.
(9) Remove the WWD clamps and disconnect the small and large interconnect tubes at the forward
end of the cell.
(10) Disconnect the two interconnect tubes at the outboard side of the cell by removing the WWD
clamps.
(12) Collapse the cell and remove it through the inboard, aft access opening on the underside of the
wing.
Figure 203
Aft Outboard Wing Center Fuel Cell
B. Installation
(1) Check the fuel cell cavity for foreign objects or debris. Collapse the fuel cell and install it through
the inboard, aft access opening on the underside of the wing (Ref. Figure 204).
(2) Working through this access opening, secure the six snap fasteners that hold the fuel cell against
the upper skin of the wing.
Page 207
28-10-00 Nov 1/10
(3) Connect the small and large interconnect lines at the outboard end of the fuel cell. Torque the
Wittec Worm Drive (WWD) nipple clamps (Ref. Table 201).
(4) Connect the small and large interconnect lines at the forward side of the fuel cell. Torque the
WWD nipple clamps (Ref. Table 201).
(5) Connect the two small tubes at the inboard side of the fuel cell. Torque the WWD nipple clamps
(Ref. Table 201).
(6) Connect the large interconnect tube at the inboard, aft side of the fuel cell. Torque the WWD nipple
clamps (Ref. Table 201).
(7) Install the access cover, located on the inboard, aft underside of the wing.
NOTE: Install the free end of the bonding jumper under one of the mounting bolts of the fuel
quantity probe.
inch-pounds, then safety wire.
(10) Attach the three lead wires to the fuel quantity probe.
(11) Install the access cover over the fuel quantity probe and secure in place with the attaching bolts.
Figure 204
Aft Inboard Wing Fuel Cell
Page 208
Nov 1/10 28-10-00
6. CENTER SECTION FUEL CELL
A. Removal
NOTE: Before removing the center section fuel cell, remove the fuel collector tank (Ref. FUEL
SUPPLY COLLECTOR TANK REMOVAL).
(2) Drain the center section fuel system (Ref. Chapter 12-10-00 DRAINING THE FUEL SYSTEM).
(3) Remove the small round cover adjacent to the fuselage to gain access to the fuel quantity probe
(Ref. Figure 205).
(4) Disconnect the three electrical leads of the fuel quantity probe.
(5) Unsafety and remove the five mounting screws securing the jumper wire and fuel quantity probe in
place, then remove the probe from the fuel cell.
(6) Remove the large oblong cover aft of the main spar on top of the center section to gain access to
the fuel cell and fuel quantity probe.
(8) Remove the five bolts securing the low level sensor in place and remove the sensor from the fuel
cell.
CAUTION: Handle the fuel quantity probe carefully, for damage to the surface of the probe tubes
will destroy the accuracy of the probe as a measuring device.
(10) Remove the large access cover on the bottom of the center section.
(11) Working through the access opening on the top of the center section, disconnect the three fuel
lines from the fittings at the aft end of the center section fuel cell.
(12) Working through the cover opening on top of the center section fuel cell, remove the Wittec Worm
Drive (WWD) clamps to disconnect the interconnect tube and vent line at the outboard end of the
fuel cell.
(13) Unsnap the fasteners securing the cell to the upper wing skin.
(14) Collapse the fuel cell and remove it through the large access opening on bottom of the center
section.
B. Installation
Page 209
28-10-00 Nov 1/10
(1) Check the fuel cell cavity for foreign objects and debris. Collapse the fuel cell and install it through
the large opening on the underside of the center section (Ref. Figure 205).
(2) Snap the fasteners that secure the fuel cell to the upper center section.
(3) Working through the cover opening on top of the center section fuel cell, connect the interconnect
tube at the outboard aft side and the vent tube at the outboard forward side of the fuel cell. Install
the Wittec Worm Drive (WWD) clamps and torque (Ref. Table 201).
(4) Working through the access opening on the top of the center section, connect the three fuel lines
to the fittings at the aft end of the center section fuel cell.
(5) Insert the low level sensor and gasket into its opening in the fuel cell. Install the plain washer under
the bolt head. Apply Oakite solution (35, Table 1, Chapter 91-00-00) to assemble thread seal
washer. Install the washers and bolts.
NOTE: Do not use an air wrench or speed equipment to install these bolts.
(6) Torque the bolts 25 ± 5 inch-pounds.
(7) Insert the fuel quantity probe into its opening in the fuel cell cover and secure in place with the
attaching bolts. Torque the bolts to 25 ± 5 inch-pounds, then safety the bolts. Install the free end of
the bonding jumper under one of the probe mounting bolts.
(8) Attach the three lead wires to the fuel quantity probe.
(9) Insert the inboard fuel quantity probe into its opening on top of the center section aft of the main
spar and adjacent to the fuselage. Torque the bolts to 25 ± 5 inch-pounds, then safety the bolts.
Install the free end of the bonding jumper under one of the probe mounting bolts.
(10) Install the access cover over the fuel quantity probe and secure in place with the attaching bolts.
(11) Install the fuel collector tank (Ref. FUEL SUPPLY COLLECTOR TANK INSTALLATION).
Page 210
Nov 1/10 28-10-00
Figure 205
Center Section Fuel Cell
7. FUEL SUPPLY COLLECTOR TANK
A. Removal
(2) Drain the fuel system (Ref. Chapter 12-10-00 DRAINING THE FUEL SYSTEM).
(3) To gain access to the collector tank plumbing, remove the large oblong and small round access
covers adjacent to the fuselage on the underside of the wing. The small round access cover is the
fourth cover outboard of the fuselage (Ref. Figure 206).
(4) Remove the large access cover on top of the center section, aft of the main spar. Disconnect the
three plumbing lines and unions at the outboard side of the collector tank.
(5) Remove the access plate from the bottom of the collector tank.
(6) Disconnect the electrical lead from the boost pump. Disconnect the attaching washers, bolts and
plumbing and remove the boost pump from the collector tank.
(7) Disconnect the fuel lines from each jet transfer pump.
(8) Remove the pump retaining bolts and washers, disconnect the plumbing and remove the jet
transfer pumps from the collector tank.
Page 211
28-10-00 Nov 1/10
(9) Disconnect the electrical leads from the fuel quantity sensor and fuel level probe.
(10) Working through the large oblong hole adjacent to the fuselage on the underside of the wing,
support the fuel collector tank and remove the attaching bolts and washers. Remove the fuel
collector tank from the airplane.
B. Installation
(1) Make sure that all power to the airplane is disconnected.
(2) Check that the fuel collector tank cavity is free from foreign objects and debris.
(3) Working through the large oblong access opening adjacent to the fuselage on the underside of the
wing, position the fuel collector tank and install the gasket and attaching washers and bolts.
Torque the bolts 45 to 50 inch-pounds. Safety wire the bolts (Ref. Figure 206).
(4) Connect the electrical connector to the fuel quantity sensor and fuel level probe.
(5) Position the jet transfer pumps, located at the forward and aft end of the collector tank. Connect
the plumbing to each pump and install the attaching washers and bolts.
(6) Position the boost pump and install the attaching washers and bolts. Torque the attaching bolts 45
to 50 inch-pounds. Safety wire the bolts.
(7) Install the fuel plumbing to the boost pump.
(8) Position the access plate to the bottom of the fuel collector tank to install the attaching washers
and bolts. Torque the bolts 20 to 30 inch-pounds. Safety wire the bolts.
(9) Working through the large access opening on the top of the center section aft of the main spar,
connect the three plumbing lines and unions at the outboard side of the fuel collector tank.
(10) Install the large access cover on top of the center section.
(11) Install the small round and large oblong access covers on the underside of the wing, adjacent to
the fuselage.
Page 212
Nov 1/10 28-10-00
Figure 206
Fuel Supply Collector Tank
Page 213
28-10-00 Nov 1/10
8. LEAKAGE CHECKS AND REPAIRS
A. Leakage Checks and Repairs (Integral Fuel Cells)

To classify the degree of leakage in an integral (wet wing) fuel cell, measure the size of the wet area
around the leak. A more accurate measurement may be obtained by wiping the leakage clean and
applying talcum powder in the area of the leak. After 30 minutes, check the area to determine if the leak
classifies as a stain, seep, heavy seep, or running leak (Ref. Figure 207). Fuel leaks must also be
classified as to whether they occur in an open area or in an enclosed area to differentiate between those
that require immediate repair and those not considered potential flight hazards.
WARNING: Any leakage in an enclosed area, such as the wheel well, or in an area where the fuel
will blow into the fuselage, requires grounding until repair is made.
(1) Heavy seeps or smaller leaks in an open area may be temporarily repaired any time the airplane is
grounded for other maintenance. No action is required at any repair station other than the
maintenance base of operations. An external sealer (120, Table 1, Chapter 91-00-00) may be
used.
(2) If leaks are to be repaired from inside the tank, drain all fuel from the affected tank (Ref. Chapter
12-10-00 DRAINING THE FUEL SYSTEM). Remove all damaged sealer from the vicinity of the
leak with a wooden or plastic scraper. Chamfer the ends of the remaining sealant so that the new
sealant forms a smooth continuous flow. Refer to Table 202 for recommended sealers.
(3) If the leakage is around a rivet, strike the rivet. This can only be done once. If the leak persists,
replace the rivet. An alternate method for repair of rivet leaks is to install a fuel repair patch
(122, Table 1, Chapter 91-00-00). The patch is a thin aluminum disc that is applied directly over
the exterior side of the leak and bonded in place with epoxy. Patches are available for flush or
protruding head rivets. Because the adhesive used with these patches will cure in the presence of
fuel, it is not necessary to drain the tank prior to patch installation.
(4) If the leakage is around a bolt with a gasket type seal, torque the bolt. If the leak persists, replace
the seal or the bolt. Refer to the appropriate Model 1900 Parts Catalog for component part
numbers.
(5) If the leakage is at the gasket around an access opening or fitting, torque the attachments. Torque
access plate bolts 45 to 50 inch-pounds. If the leak persists, replace the gasket.
(6) If the leakage is around anchor nuts of access plates on the underside of the wing, seal around the
nuts.
NOTE: If the drain valve was removed during the foregoing checks and repairs, install the valve
retaining nut with the castellated portion down, then torque the nut 75 to 100 inch-pounds
and safety. Refer to the Model 1900 Airliner Series Structural Repair Manual for wing skin
and structural member repairs. Seal repairs as necessary with the appropriate sealer
(Ref. Table 202).
Page 214
Nov 1/10 28-10-00
Table 202
FUEL CELL SEALERS
APPLICATION/ TACK FREE/ CURE/
MFG’S TYPE
POT LIFE REFUELING DISPATCH ALTERNATE
NO. & OF
TIME TIME TIME MATERIALS
CLASS SEAL
(HOURS)* (HOURS)* (HOURS)*
PR-1440 B-1/2 1/2 10 30 Access Plates
PR-1440 B-2 2 36 72
PR-1440 B-4 4 48 96 All Types MIL-S-8802
PR-1440 A-1/2 1/2 10 30 Seal PR-1826
1 @ 77°F 1 @ 77°F
PR-1826 B-1/4** 1/4 4 @ 40°F 4 @ 40°F Spot Sealing PR-1440
8 @ 20°F 8 @ 20°F
2 @ 77°F 2 @ 77°F
Medium Area
PR-1826 B-1/2** 1/2 8 @ 40°F 8 @ 40°F PR-1440
Sealing
16 @ 20°F 16 @ 20°F
9 @ 77°F 9 @ 77°F Large Areas at
PR-1826 B-2** 2 36 @ 40°F 36 @ 40°F Low PR-1440
72 @ 20°F 72 @ 20°F Temperatures
Pro-seal 860 10 min 1.5 4 All types
EC 776 SR MIL-S-4383
15 min to 1 hr 24 Coating of Rivets
1 Part Material EC-164
PR-1005-L
Buna-N Slosh
20 min to 1 hr 48 Coating
Coating
1 Part Material
* Application time is stated as minimum requirement, tack free and cure times are maximum requirements. All
time requirements are figured at 77° ± 2°F with 50% ± 5% relative humidity. As a general precaution, for every
10°F rise in temperature from 77°F, reduce application time, tack free times and cure times by one half (1/2) and
for every 10°F below 77°F, double the stated time.
** To ensure the bond between metal parts and/or existing sealant, use primer where required (supplied with
sealer).
Page 215
28-10-00 Nov 1/10
Figure 207
Leakage of Integral (Wet Wing) Fuel Cells
(UC-1 and After)
B. Fuel Cell Leakage Test - Bladder-Type Fuel Cells

Rubber bladder type fuel cells may be bench tested for leakage by sealing off all openings and inflating
the empty cell to 1/4 psi with a mixture of shop air and ammonia gas, then checking for visible
indications of leakage on a cloth saturated with phenolphthalein solution. To set up and conduct the
leakage test, proceed as follows:
(1) The following equipment is required and should be hooked up as indicated (Ref. Figure 208).
(a) Closure plates for the fuel cell openings. Such plates may be fabricated of aluminum sheet
cut to a size sufficient to cover the cell openings. Drill holes in the closure plate to match the
hole pattern around the opening in the fuel cell.
(b) Rubber stoppers to plug the fitting openings in the fuel cell. One of the stoppers should have
a hole for insertion of the plastic tubing used to connect the fuel cell into the test setup.
(c) A manometer for measuring 6 inches of water differential. The manometer can be fabricated
from glass or clear plastic tubing; frame and scale similar to the illustration shown.
(d) A regulator that can be set to provide 1/4 psi (6 inches of water) from a supply of shop air.
(e) Two flasks (or bottles) approximately one liter (or quart) in capacity. A third container may be
hooked into the test setup to provide an optional overflow collector if desired. The two
containers should be provided with rubber stoppers that have holes for the insertion of 1/4
inch tubes (glass or metal) (Ref. Figure 208).
(f) Plastic tubing of a size to provide a leak free fit over the tubes and of a length sufficient to
interconnect the test components (Ref. Figure 208).
(g) Make up a solution of phenolphthalein as follows: Add 1/3 ounce phenolphthalein crystals to
1/2 gallon ethyl alcohol, mix, then add 1/2 gallon water.
Page 216
Nov 1/10 28-10-00
(h) Make up an ammonia solution by adding 100cc (3 fluid ounces) of concentrated ammonium
hydroxide (NH4OH) per gallon of water.
(2) Place the fuel cell and test equipment on a clean work bench.
CAUTION: Make sure the work area is clean of metal shavings or other debris that could damage
the fuel cell.
(3) Install the closure plates over the fuel cell openings and torque the retaining screws as specified in
the installation section of the maintenance manual for the openings, then insert the rubber
stoppers into the open fittings.
(4) The flask (or bottle) containing the ammonium hydroxide solution should be 1/3 to 1/2 full
(Ref. Figure 208).
(5) Connect a shop air supply to the regulator and interconnect the regulator, beakers, fuel cell, and
manometer (Ref. Figure 208).
(6) Inflate the fuel cell to 1/4 psi with a mixture of shop air and ammonium gas. A 6 inch difference in
the two water levels of the manometer will indicate that the fuel cell is inflated to 1/4 psi. It is not
necessary to restrain the cell other than to keep it from rolling off the bench. The filling of the cell
will be rather slow at the 1/4 psi, but should not be rushed as overpressure of the cell could result.
CAUTION: Wear rubber gloves to protect against skin irritation when handling the cloth. As a
further protection against possible penetration of the phenolphthalein solution through
the gloves, wash your hands thoroughly after finishing the test.
(7) Saturate a large, clean cloth with phenolphthalein. Immerse it in a container and squeeze out
excess liquid.
NOTE: Continued use of the testing cloth will require repeated saturations with phenolphthalein
since rapid evaporation of the alcohol from the cloth progressively reduces the sensitivity
of the test unless the solution in the cloth is frequently renewed.
(8) Lay the cloth over the various portions of the fuel cell until the entire exterior of the cell has been
covered. With each application of the cloth, watch for the formation of a reddish pink stain on the
cloth to indicate the presence of a leak. Encircle the area on the fuel cell beneath such stains with
a chalk mark to pinpoint the locations of leaks.
Page 217
28-10-00 Nov 1/10
Figure 208
Setup for Leakage Test
Page 218
Nov 1/10 28-10-00
C. Fuel Cell Repair

Bladder Type fuel cells have a repair manual number stencilled on the fuel cell exterior surface. The
appropriate repair manual should be referred to for the correct repair procedures and repair materials to
be used with a particular fuel cell construction. All fuel cells received at the manufacturer having foreign
material applied to the fittings or the fuel cell wall, either inside or outside, will not be repaired and all
warranty is null and void. Foreign material is defined as any material such as sealants, coatings,
cements, etc. not approved by the manufacturer for the installation, operation or repair of a bladder type
fuel cell.
For information regarding the repair, handling, and storage of BTC-85 fuel cell constructions, refer to the
manual entitled Repair and Maintenance Manual for Vithane Fuel Cells in the Model 1900 Airliner
Series Component Maintenance Manual. BTC-39 and BTC-39-1 type fuel cells should be replaced,
rather than repaired, when damaged.
D. Fuel Cell Storage

CAUTION: Never store fuel cells in the vicinity of electrical equipment, such as generators and motors.
The movement of brushes across the commutators of these units results in minute sparks
that cause the formation of ozone gas. Ozone has a highly destructive effect on fuel cells.
Although it leaves no visible indication, ozone makes the material of which the cells are
formed brittle so that the cells will disintegrate upon the application of stress.
Bladder type fuel cells are constructed of polyethylene, they need not be treated for storage. The only
stipulation on storage of bladder type cells is that they be carefully wrapped for protection against dust,
then be stored at room temperatures in a location shielded from sunlight.
Page 219
28-10-00 Nov 1/10
FUEL
ANTISIPHON VALVE (UA-1 AND AFTER; UB-1 AND AFTER)
28-10-01
200200
1. PROCEDURES
A. Removal
The antisiphon valves are located between the fuel cell bladders and the fuel filler adapters.
(3) Remove the access plates on the lower surface of the wing leading edge.
(4) Working through the inboard access opening, remove the clamps from the aft interconnect tube
and pull the nipple off the tube.
(5) Working through the aft outboard access opening, remove the clamp from the outboard aft
interconnect tube and pull the nipple off the tube behind the filler neck.
(6) Working through the two access openings on the underside of the wing leading edge, release the
fuel cell fasteners.
(7) Remove the twelve screws on the top of the wing securing the fuel filler cap assembly.
(8) Collapse the cell and move it toward the inboard access opening until access to the fuel filler
adapter can be attained through the aft outboard access opening.
CAUTION: Do not allow debris from the old gaskets to fall into the fuel bladder.
(9) Remove the safety wire and twelve bolts securing the bladder to the fuel filler adapter and
antisiphon valve.
(10) Break apart the fuel filler adapter and antisiphon valve from the fuel bladder.
(11) Remove the fuel filler adapter.
(12) Remove the antisiphon valve from the bladder. Remove and discard any gasket material that may
adhere to the fuel bladder.
(13) Remove the fuel filler adapter and antisiphon valve.
B. Installation
(1) Using solvent (30, Table 1, Chapter 91-00-00), clean the sealer from the mating surfaces of the
fuel filler adapter and the interior wing skin.
NOTE: Insure that the arrow, stamped on the upper surface of the adapter assembly, points
forward in the installed position.
(2) Check the fuel cell cavity for foreign objects or debris.
Page 201
28-10-01 Nov 1/09
(3) Install the two gaskets on the antisiphon valve. Set the antisiphon valve inside the fuel bladder.
(4) Set the fuel filler adapter on the antisiphon valve and bladder. Line up the gaskets between the
antisiphon valve and fuel cell bladder. Install the twelve bolts and washers. Torque the bolts to 45
to 50 inch-pounds and safety wire.
(5) Apply gasket cement (33, Table 1, Chapter 91-00-00) to the flange of the fuel filler adapter where
it mounts against the wing skin.
(6) Working through the two access openings on the underside of the wing leading edge, secure the
fuel filler adapter to the wing skin with the twelve screws.
(8) Working through the lower aft outboard access opening behind the filler neck, install the
interconnect tube and clamp. Torque the Wittec Worm Drive (WWD) clamps (Ref. 28-10-00,
Table 201).
(9) Working through the inboard access opening, install the interconnect tubes (two inboard and one
aft). Secure with WWD clamps and torque (Ref. 28-10-00, Table 201).
(10) Install the access plates on the lower surface of the wing leading edge.
Page 202
Nov 1/09 28-10-01
FUEL
FUEL STORAGE (UC-1 AND AFTER)
28-11-00
200200
1. PROCEDURES
A. Leakage Checks and Repairs (Integral Fuel Cells)

To classify the degree of leakage in an integral (wet wing) fuel cell, measure the size of the wet area
around the leak. A more accurate measurement may be obtained by wiping the leakage clean and
applying talcum powder in the area of the leak. After 30 minutes, check the area to determine if the leak
classifies as a stain, seep, heavy seep, or running leak (Ref. Figure 201). Fuel leaks must also be
classified as to whether they occur in an open area or in an enclosed area to differentiate between those
that require immediate repair and those not considered potential flight hazards.
WARNING: Any leakage in an enclosed area, such as the wheel well, or in an area where the fuel
will blow into the fuselage, requires grounding until repair is made.
(1) Heavy seeps or smaller leaks in an open area may be temporarily repaired any time the airplane is
grounded for other maintenance. No action is required at any repair station other than the
maintenance base of operations. An external sealant (120, Table 1, Chapter 91-00-00) may be
used.
NOTE: For ease of sealant removal it is permissible to use sealant emulsifier, PolyGone 300-AG.
Do not allow PolyGone 300-AG to come into contact with non-metal parts.
Any areas where primer has been removed or dissolved during sealant removal must be
cleaned and primed.
(2) If leaks are to be repaired from inside the tank, drain all fuel from the affected tank (Ref. Chapter
12-10-00). Remove all damaged sealant from the vicinity of the leak with a wooden or plastic
scraper. Chamfer the ends of the remaining sealant so that the new sealant forms a smooth
continuous flow. Refer to Table 201 for recommended sealers.
(3) If the leakage is around a rivet, strike the rivet. This can only be done once. If the leak persists,
replace the rivet. An alternate method for repair of rivet leaks is to install a fuel repair patch
(122, Table 1, Chapter 91-00-00). The patch is a thin aluminum disc that is applied directly over
the exterior side of the leak and bonded in place with epoxy. Patches are available for flush or
protruding head rivets. Because the adhesive used with these patches will cure in the presence of
fuel, it is not necessary to drain the tank prior to patch installation.
(4) If the leakage is around a bolt with a gasket-type seal, torque the bolt. If the leak persists, replace
the seal or the bolt.
(5) If the leakage is at the gasket around an access opening or fitting, torque the attachments. Torque
access plate bolts 45 to 50 inch-pounds. If the leak persists, replace the gasket.
(6) If the leakage is around anchor nuts of access plates on the underside of the wing, seal around the
nuts.
28-11-00
Page 201
Nov 1/12
NOTE: If the drain valve was removed during the foregoing checks and repairs, install the valve
retaining nut with the castellated portion down, then torque the nut 75 to 100 inch-pounds
and safety. Refer to the Model 1900 Airliner Series Structural Repair Manual for wing skin
and structural member repairs. Seal repairs as necessary with the appropriate sealer
(Ref. Table 201).
Table 201
WING FUEL CELL SEALERS
APPLICATION/ TACK FREE/ CURE/
MFG’S TYPE
POT LIFE REFUELING DISPATCH ALTERNATE
NO. & OF
TIME TIME TIME MATERIALS
CLASS SEAL
(HOURS)* (HOURS)* (HOURS)*
EC 776 SR Coating of MIL-S-4383
15 min to 1 hr 24
1 Part Material Rivets EC-164
PR-1005-L
Buna-N Slosh
20 min to 1 hr 48 Coating
Coating
1 Part Material
PR-1440 B-1/2 1/2 10 30 Access Plates
PR-1440 B-2 2 36 72
PR-1440 B-4 4 48 96 All Types MIL-S-8802
PR-1440 A-1/2 1/2 10 30 Seal PR-1826
1 @ 77°F 1 @ 77°F
PR-1826
1/4 4 @ 40°F 4 @ 40°F Spot Sealing PR-1440
B-1/4**
8 @ 20°F 8 @ 20°F
2 @ 77°F 2 @ 77°F
PR-1826 Medium Area
1/2 8 @ 40°F 8 @ 40°F PR-1440
B-1/2** Sealing
16 @ 20°F 16 @ 20°F
Pro-seal 860 10 min 1.5 4 All types
9 @ 77°F 9 @ 77°F Large Areas at
PR-1826 B-2** 2 36 @ 40°F 36 @ 40°F Low PR-1440
72 @ 20°F 72 @ 20°F Temperatures
* Application time is stated as minimum requirement, tack free and cure times are maximum requirements.
All time requirements are figured at 77 ± 2°F with 50 ± 5% relative humidly. As a general precaution, for every
10°F rise in temperature from 77°F, reduce application time, tack-free times and cure times by one-half (1/2)
and for every 10°F below 77°F, double the stated time.
** To ensure the bond between metal parts and/or existing sealant use primer (supplied with sealant) where
required.
28-11-00
Page 202
Nov 1/12
Figure 201
Leakage of Integral (Wet Wing) Fuel Cells (UC-1 and After)
28-11-00
Page 203
Nov 1/12
2. FUEL SYSTEM TANK
A. Inspection
NOTE: It is permissible to use the FUEL TANK INTERNAL INSPECTION procedure in the Model 1900
Airliner Series Corrosion Control Manual (Ref. Chapter 28-10-01).
It is also permissible to use the (ALTERNATE TANK INSPECTION METHOD) (UC-1 and
After) RADIOGRAPHIC INSPECTION (Ref. Chapter 28-12-00).
Microbial or fungal contamination is an increasing threat to fuel tanks. Hormoconis resinae is a virulent
acid producing fungus in jet fuel. Unlike typical microbial build-ups, Hormoconis resinae will build up a
matte of fibrous material rapidly in areas of condensation, concentrating the acid generating wastes,
especially in areas protected from fuel sloshing. The Model 1900C has three such areas in each wing.
Two areas are immediately adjacent to both sides (forward and Aft) of the main spar lower cap from
WS 124 to WS 130 and one area is in the collector tank.
NOTE: Hormoconis resinae may not be detectable in many contamination detector kits available in the
United States today. Conidia Bio Sciences has developed and markets a ten minute test kit
specifically designed for Hormoconis resinae. For more information go to www.conidia.com on
the web.
(1) Drain fuel from the collector tanks, main tanks and main tank sumps (Ref. Chapter 12-10-00,
DRAINING THE FUEL SYSTEM (UC-1 and After)).
(2) Gain access to the collector tanks by removing wing access panels located on top of wing
(Ref. Figure 202).
(3) Gain access to main tank sump areas by removing wing access panels on underside of wing.
B. Collector Tank Area

(1) Inspect collector tanks for evidence of past or present microbiological contamination or sludge
buildup.
(2) If evidence is found thoroughly clean the collector tank areas with solvent (30, Table 1, Chapter
91-00-00).
cleaned and primed.
(3) Inspect sealant for condition. Remove any that appears deteriorated.
(4) Inspect the collector tank area for evidence of microbiological attack.
(5) If evidence of microbiological attack is discovered, contact Hawker Beechcraft Technical Support
at 316.676.2000 before taking further action.
NOTE: If evidence of microbiological attack is not detected, seal area. Refer to the Model 1900
Airliner Series Structural Repair Manual Chapter 51-30-05 for preparation and sealing
instructions.
28-11-00
Page 204
Nov 1/12
C. Main Fuel Tanks, WS 124 thru 130 (L&R)

(1) Clean sump areas forward of main spar from WS124 to WS130 with solvent (30, Table 1, Chapter
91-00-00).
(2) Inspect main tank sump areas for:
(a) Evidence of sealant deterioration.
(b) Evidence of past or present microbiological contamination or sludge buildup.
NOTE: The initial removal of the sealant from the main spar forward flange, lower cap and
the bulkhead at WS 124 thru 130 is required. The sealant removal may be skipped
during the 12 month inspection for up to 36 months if the fuel system is sterilized
using BIOBOR JF at concentrations of 270 PPM every six months, or Kathon FP 1.5
at concentrations of 135 PPH every six months and is documented in the airplane
maintenance records.
For application of BIOBOR JF or Kathon FP 1.5 (Ref. Chapter 12-10-00).
For ease of sealant removal it is permissible to use sealant emulsifier, PolyGone
300-AG.
Any areas where primer has been removed or dissolved during sealant removal
must be cleaned and primed.
(3) Remove sealant from the forward flange of the main spar, from the inboard bulkhead from WS 124
to WS 130.
(4) Inspect the main spar for evidence of microbiological attack.
(5) If evidence of microbiological attack is discovered, contact Hawker Beechcraft Technical Support
at 316.676.2000 before taking further action.
NOTE: If evidence of microbiological attack is not detected, seal area. Refer to the Model 1900
Airliner Series Structural Repair Manual Chapter 51-30-05 for preparation and sealing
instructions.
(6) Install all panels removed, fill fuel system (Ref. Chapter 12-10-00, FUEL TANK FILLING) and
check for leaks.
(7) Sterilize fuel system (Ref. Chapter 12-10-00, FUEL ADDITIVES - BIOCIDAL AGENT).
NOTE: To prevent contamination from occurring or returning:

• Drain fuel sumps daily.
• Periodically sterilize the fuel system every 90 days if evidence of microbiological
contamination is detected; annually if no evidence is detected.
• Clean and inspect collector tanks and main tank sump areas for evidence of
microbiological attack or sealant deterioration as required by the Chapter 28 - Fuel
System Table in Chapter 5-10-00.
28-11-00
Page 205
Nov 1/12
Figure 202
Wing Fuel Tank Access Panels
28-11-00
Page 206
Nov 1/12
3. FUEL DRAIN VALVE
A. Maintenance
(1) To service the fuel drain valve (P/N 100-0140-01) push up on the poppet valve with a flat blade
screw driver and turn the poppet to the SERVICE position and lower the poppet (Ref. Figure 203).
(2) Remove the used packing and install a new packing.
(3) Push the poppet up and turn to the closed position.
UE28B
070066AA.AI
Figure 203
P/N 100-0140-01 Fuel Drain Valve
28-11-00
Page 207
Nov 1/12
FUEL
ANTISIPHON VALVE (UC-1 AND AFTER)
28-11-01
200200
1. PROCEDURES
A. Removal
The antisiphon valves are located within each fuel filler adapter.
(2) Drain the wing fuel cells (Ref. Chapter 12-10-00, DRAINING THE FUEL SYSTEM (UC-1 and
After)).
(3) Remove the wing access panel which is located below and inboard of the fuel filler adapter
(Ref. 28-21-00, ACCESS PANEL REMOVAL).
(4) Remove the twelve screws securing the fuel filler adapter assembly.
(5) Remove the fuel filler adapter and antisiphon valve through the lower wing access opening.
B. Installation
cleaned and primed.
(1) Using a plastic scraper, clean the sealant from the mating surfaces of the fuel filler adapter and the
interior wing skin.
(2) Apply sealant (38, Table 1, Chapter 91-00-00) to the mating surface of the fuel filler adapter.
NOTE: Insure that the arrow, stamped on the upper surface of the adapter assembly, points
forward in the installed position.
(3) Install the fuel filler adapter and antisiphon valve with the twelve screws into the upper wing skin.
(4) Install the access cover with a new packing (Ref. 28-21-00, ACCESS PANEL INSTALLATION).
Page 201
28-11-01 Nov 1/09
FUEL
ALTERNATE TANK INSPECTION METHOD (UC-1 AND AFTER)
28-12-00
200200
1. RADIOGRAPHIC INSPECTION
A. Preparation
This inspection is an alternate procedure to the FUEL SYSTEM TANK INSPECTION (Ref. 28-11-00).
This alternate procedure allows the inspection to be carried out without removing the sealant along the
main spar lower cap from WS 124 to WS 130 in the main tanks. In this procedure, the inspection areas
are x-rayed to inspect for corrosion. Only deteriorated sealant must be removed and replaced.
Three areas in each wing will be inspected for corrosion caused by fungus growth. These areas are:
• The entire collector tank (Ref. Figure 203).
• The main tank sump area along the main wing spar from WS 124.58 to WS 135.86 that
extends forward to the fuel pickup strainer access panel (Ref. Figure 204).
• The main tank sump area along the main wing spar from WS 124.58 to WS 135.86 that
extends aft to the main tank sump access panel.
(1) Drain fuel from the collector tanks, main tanks and main tank sumps (Ref. Chapter 12-10-00,
DRAINING THE FUEL SYSTEM (UC-1 and After)).
(2) Gain access to the collector tanks by removing wing access panels (Ref. Figure 204).
(3) Gain access to main tank sump areas by removing wing access panels.
(4) Thoroughly clean all tank surfaces in the three inspection areas using isopropyl alcohol
(30, Table 1, Chapter 91-00-00). Fungus contamination will appear as black sludge (Ref. Figure
203).
cleaned and primed.
(5) Inspect sealant for condition. Remove any that appears deteriorated.
NOTE: All open fuel lines and disconnected fuel system components must be capped and
plugged to prevent contamination of the fuel system.
(6) Perform the ELECTRIC FUEL BOOST PUMP REMOVAL procedure (Ref. 28-21-00) on both
collector tanks.
(7) Disconnect the cross transfer fuel lines (4) from the forward end of both collector tanks and leave
loose (Ref. Figure 201).
(8) Remove the fuel strainers (2) from the forward end of both collector tanks.
(9) Remove the fuel probes (3) from the wall of both collector tanks leaving the wires attached and set
aside in the tank.
28-12-00
Page 201
Nov 1/12
(10) Remove the transfer jet pump fuel pickup strainers (Ref. Figure 202).
(11) Completely dry out all fuel from the following areas:
(a) The entire collector tank (Ref. Figure 203).
(b) An area along the main wing spar from WS 124.58 to WS 135.86 that extends forward to the
fuel pickup strainer access panel (Ref. Figure 204).
(c) An area along the main wing spar from WS 124.58 to WS 135.86 that extends aft to the main
tank sump access panel.
(12) Allow certified technicians to perform the following procedure and have them check the structures
noted in the FUEL SYSTEM TANK INSPECTION (Ref. 28-11-00), and also those noted in the
Model 1900 Airliner Series Corrosion Control Manual, FUEL TANK INTERNAL INSPECTION
CAUTION: Ensure no personnel are in the area during the X-ray procedure.
B. Personnel & Safety

• All x-ray producing equipment can only be operated by personnel certified to level 2 or 3.
• All x-ray producing equipment will be operated in accordance with all state and NCR
regulations.
• Any x-ray assistants must have required safety training.
• Radiation boundaries must be marked with ropes and signs to keep out unauthorized
personnel.
C. Test Equipment
• X-ray tube must have an effective focal spot size of 1.5 mm or less, and be able to obtain a
range of 50 to 80 KV.
• X-ray tubes must be of the portable type.
NOTE: For guidance beyond the scope of this procedure refer to ASTM E 1742.
D. Film
(1) Double load film cassettes with fine grain/coarse grain film for complete coverage.
(2) Place a letter “B” on the back side of the film to detect backscatter.
(3) If back scatter is present, place a 0.005 inch minimum lead screen on the back side to protect film
from backscatter.
28-12-00
Page 202
Nov 1/12
E. Film/X-ray Tube Placement and Exposure

NOTE: No penetrameters are required for detection of corrosion.
(1) Place film on top side of lower wing skin. Refer to Figure 203 for film placement.
NOTE: Area to be x-rayed consist of the entire collector tank, the main tank sump area along the
main wing spar from WS 124.58 to WS 135.86 that extends forward to the fuel pickup
strainer access panel, and the main tank sump area along the main wing spar from WS
124.58 to WS 135.86 that extends aft to the main tank sump access panel., both right
hand and left hand sides of the aircraft (Ref. Figure 204).
(2) Place film I.D. and lead location markers on the bottom side of the lower wing skin to assure
coverage.
(3) Place x-ray tube below the lower wing skin, facing up at a 32”-48” tube-to-skin distance, x-ray
source must be perpendicular with lower wing skin +/- 10 degrees.
(4) Expose film using 60- 75 KV and proper milli-amper-seconds to produce a radiograph of 1.8 to 4.0
H&D density in the area of interest.
F. Indication/Evaluation
(1) Any dark pit or irregular shaped indications must be interpreted as corrosion unless positively
identified as something else such as adhesive.
(2) Any areas not corrosion related such as grinding marks, or drill marks will be evaluated by
engineering or NDI level 3.
(3) Percentage of wall thickness remaining in an area of corrosion may be estimated by x-ray of a
standard of similar material type and areas machined to different thicknesses is used for
comparison.
(4) If indication is thought to be a film artifact, radiograph must be retaken to verify
(5) If corrosion is found, please contact Hawker Beechcraft Technical Support at 316.676.2000 before
taking further action. If no corrosion is found proceed to next Step.
G. Completion
(1) Repair any sealant that was removed in Step (5). Refer to the Model 1900 Airliner Series
Structural Repair Manual, Chapter 51-30-05 for preparation and sealing instructions.
(2) Remove all caps and plugs from all opened fuel lines and fuel system components prior to
installation. Check for and eliminate all FOD.
(3) Install the transfer jet pump fuel pickup strainers (Ref. Figure 202).
(4) Install the fuel strainers (2) in the forward end of both collector tanks (Ref. Figure 201).
(5) Install the fuel probes (3) to the wall of both collector tanks.
(6) Connect the cross transfer fuel lines (4) to the forward end of both collector tanks.
28-12-00
Page 203
Nov 1/12
(7) Perform the ELECTRIC FUEL BOOST PUMP INSTALLATION procedure (Ref. 28-21-00) on both
collector tanks.
NOTE: Ensure all fuel lines that were disconnected in previous Steps are properly connected
before installing access panels.
(8) Check the three inspection areas for FOD before installing access panels (Ref. Figure 203).
(9) Perform FUEL TANK FILLING procedure (Ref. Chapter 12-10-00) and check for leaks.
NOTE: To prevent contamination from occurring or returning:

• Drain fuel sumps daily.
• Periodically sterilize the fuel system every 90 days if evidence of microbiological
contamination is detected (Ref. Chapter 12-10-00).
• Clean and inspect collector tanks and main tank sump areas for evidence of
microbiological attack or sealant deterioration as required by Table 201 (Ref. Chapter
5-10-00).
28-12-00
Page 204
Nov 1/12
Figure 201
Collector Tank Fuel System Components
28-12-00
Page 205
Nov 1/12
Figure 202
Equipment Bay Fuel System Components
28-12-00
Page 206
Nov 1/12
1. COLLECTOR TANK
2. FORWARD MAIN TANK SUMP AREA
3. AFT MAIN TANK SUMP AREA
MAIN TANK SUMP

ACCESS PANEL
(BOTTOM SURFACE)
3
1
MAIN TANK SUMP

ACCESS PANEL
COLLECTOR TANK
(BOTTOM SURFACE)
ACCESS PANEL
(TOP SURFACE) UE28B
082444AA.AI
Figure 203
Fuel System Wing Tank Inspection Area
28-12-00
Page 207
Nov 1/12
Figure 204
Wing Fuel Tank Access Panels
28-12-00
Page 208
Nov 1/12
FUEL
FUEL DISTRIBUTION (UA-1 AND AFTER; UB-1 AND AFTER)
28-20-00

00
1. GENERAL
The fuel system consists of two separate systems connected by a cross-transfer system. Each wing system
has one filler cap, located in each outboard wing leading edge. Fuel flows by gravity through fuel cell
interconnects, from the outboard wing fuel cells to the center section fuel cell and then to the collector tank.
A cross-transfer line connects the two collector tanks. A switch-controlled cross-transfer valve is externally
connected into the line at the forward outboard corner of the LH center section fuel cell. When the valve is in
its normally closed position, each engine draws fuel from its respective fuel tank system. A manually operated
cross-transfer control switch is mounted on the upper fuel control panel, just above the fuel quantity gages.
When the cross-transfer control switch is actuated, power is drawn from a circuit breaker on the lower fuel
control panel to the solenoid of the cross-transfer valve. The cross-transfer valve then opens to allow an
electrically-driven fuel pump to transfer fuel to either the left wing or right wing fuel system.
The electrically-driven pump located in the bottom of each collector tank is provided as a backup pump
should the primary jet pump fail; it is also used for all cross-transfer operations. In the event of an inoperative
electric pump, cross-transfer can only be accomplished from the side of the operative pump.
The engine-driven fuel pump is mounted on the accessory case in conjunction with the fuel control unit. The
engine-driven boost pump is mounted on a drive pad on the aft accessory section of the engine.
In the event of failure of the engine-driven boost pump, the respective red FUEL PRESSURE light in the
annunciator panel will illuminate. The light illuminates when pressure decreases below 1 psig. The light will
be extinguished by switching on the backup boost pump on that side, thus increasing pressure to above
1 psig.
CAUTION: Operation with the fuel pressure light on is limited to 10 hours between overhaul or replacement
of the engine-driven fuel pump.
Page 1
28-20-00 Nov 1/09
FUEL
FUEL FILTERS AND SCREENS (UA-1 AND AFTER; UB-1 AND AFTER)
28-20-02
200200
1. PROCEDURES
A. Servicing
Each engine is equipped with a fuel filter located in the landing gear wheel well, aft of the main spar.
The filter elements may be removed and cleaned as outlined in the following procedures.
B. Cleaning Fuel Filters

(1) Close the manual shutoff valve.
(2) Remove the drain hose from the filter and disconnect the drain line.
(3) Cut the lockwire securing the filter case assembly retaining nut.
(4) Remove the retaining nut and packing seal.
(5) Remove the filter case assembly.
(6) Remove the filter element.
(7) If an Air-Maze filter is installed, perform AIR-MAZE FUEL FILTER CLEANING procedure in
Chapter 28-00-00. Otherwise, proceed to Step (8).
(8) Clean the filter element, filter case assembly and mounting hardware with solvent (2, Table 1,
Chapter 91-00-00) or its equivalent.
NOTE: The maximum permissible pressure drop across the fuel filter after cleaning is 0.6 psig at
2400 pounds per hour fuel flow.
(9) Install the filter element.
(10) Install the filter case assembly.
(11) Install the packing seal and retaining nut.
(12) Safety the retaining nut and lockwire.
(13) Install the drain hose and connect the drain lines.
(14) Open the manual shutoff valve.
C. Engine-Driven Fuel Pump Screens and Filters

Refer to the Pratt and Whitney Engine Maintenance Manual for the PT6A-65B engine for proper
servicing procedures for the engine-driven fuel pump screens and filters.
NOTE: All fuel filters, screens and the fuel tank sump should be cleaned any time the submerged fuel
boost pump is removed.
Page 201
28-20-02 Nov 1/09
FUEL
FUEL PUMPS (UA-1 AND AFTER; UB-1 AND AFTER)
28-20-03
200200
1. ELECTRIC FUEL BOOST PUMP
A. Removal
(1) Make sure that all electrical power to the airplane is disconnected.
(2) Drain the wing fuel cells. Perform DRAINING THE FUEL SYSTEM procedure in Chapter 12-10-00.
(3) Remove the large access cover on the bottom of the center section. Remove the access plate
from the bottom of the collector tank (Ref. Figure 201).
(4) Disconnect the electrical lead from the pump.
(5) Disconnect the outlet line from the pump.
(6) Remove the bolts and washers securing the pump.
(7) Remove the pump from the airplane.
B. Installation
(1) Working through the access opening on the bottom of the center section, position the new gasket
and pump in the collector tank (Ref. Figure 201).
(2) Install the washers and bolts securing the pump. Safety the bolts.
(3) Install the outlet line to the pump.
(4) Install the electrical lead to the pump.
(5) Install the access plate on the bottom of the fuel collector tank and install the attaching washers
and bolts. Torque the bolts 20 to 30 inch-pounds and safety wire.
(6) Install the access cover on the bottom of the center section.
2. JET TRANSFER PUMP
A. Removal
(4) The system is equipped with two jet transfer pumps. One is located at the forward end and one at
the aft end of the collector tank.
(5) Disconnect the fuel lines from the pump.
Page 201
28-20-03 Nov 1/09
(6) Remove the safety wire, washers and bolts securing the pump and remove the pump from the
airplane.
B. Installation
(1) Working through the access opening on the bottom of the center section, position the jet pump in
the collector tank (Ref. Figure 201).
(2) Install the washers and bolts securing the pump and safety wire the bolts.
(3) Connect the fuel inlet and outlet lines to the pump.
(4) Install the access plate on the bottom of the fuel collector tank and install the attaching washers
and bolts. Torque the bolts 20 to 30 inch-pounds and safety wire.
3. PRIMARY FUEL JET PUMP
A. Removal
(1) Make sure that all electrical power to the airplane is disconnected.
(4) Disconnect the inlet line from the pump.
(5) Remove the safety wire, bolts, and washers securing the pump.
(6) Remove the pump from the airplane.
B. Installation
(1) Working through the access opening on the bottom of the center section, position the new gasket
and pump in the collector tank (Ref. Figure 201).
(2) Install the washers and bolts securing the pump. Safety the bolts.
(3) Install the inlet line to the pump.
(4) Install the access plate on the bottom of the fuel collector tank.
Page 202
Nov 1/09 28-20-03
Figure 201
Fuel Supply Collector Tank
Page 203
28-20-03 Nov 1/09
FUEL
FUEL VALVES (UA-1 AND AFTER; UB-1 AND AFTER)
28-20-05
200200
1. CROSS-TRANSFER VALVE
The line-mounted cross-transfer valve allows cross-transfer of fuel from either system when circumstances
warrant. The external cross-transfer valve is located at the forward outboard corner of the center section fuel
cell (Ref. Figure 201).
A. Removal
(1) Make sure all electrical power to the airplane is off.
Drain to a level below the cross-transfer valve.
(3) Disconnect the electrical lead from the valve.
(4) Disconnect the inlet and outlet lines from the valve.
(5) Remove the safety wire and mounting bolts and remove the valve from the mounting bracket.
B. Installation
(1) Place the valve in its mounting bracket, then install the mounting bolts and safety wire.
(2) Connect the inlet and outlet lines to the valve.
(3) Connect the electrical lead to the valve.
2. FIREWALL SHUTOFF VALVES

Electrically operated, gate-type shutoff valves are mounted behind the firewall on the outboard side of each
nacelle. Relief valves are incorporated in the valves to relieve thermal expansion downstream of the valve
(Ref. Figure 202).
A. Removal
(1) Make sure all electrical power to the airplane is off.
(2) Drain the fuel system. Perform DRAINING THE FUEL SYSTEM procedure in Chapter 12-10-00.
Drain to a level below the shutoff valve.
(3) Remove the access door on the outboard side of the nacelle, just forward of the wing leading
edge.
(4) Disconnect the electrical lead from the valve.
(5) Disconnect the inlet and outlet lines from the valve.
(6) Remove the safety wire and four mounting bolts and remove the valve from the mounting bracket.
Page 201
28-20-05 Nov 1/09
B. Installation
(1) Position the valve in its mounting bracket, then install the mounting bolts and safety wire.
(2) Connect the inlet and outlet lines.
(3) Connect the electrical leads.
(4) Replace the access cover.
C. Functional Check
(1) Start the engine as outlined in the Model 1900C Airplane Flight Manual.
(2) Upon engine stabilization, perform the following check:
CAUTION: Observe all fire precautions and safety practices when working on the fuel system.
Refer to Chapter 28-00-00.
The fire extinguisher system is armed when the FIRE PULL “T” handle is pulled.
Actuating the extinguisher push light/switch will release the extinguishing agent.
(a) Close left hand firewall shut-off valve by activating (pulling) the FIRE PULL “T” handle.
NOTE: If engine fuel flow does not decrease to zero (0) within 10 seconds of fuel flow
shut-off valve activation, replace the motive flow check valve and repeat this
procedure.
(b) 2. Observe that appropriate FUEL PRESS LO annunciator illuminates and engine fuel flow
deceases to zero (0) within 10 seconds following activation of fuel firewall shut-off valve.
(c) Repeat the above procedure for other engine.
Page 202
Nov 1/09 28-20-05
Figure 201
Cross-Transfer and Electric Pump Schematic
Page 203
28-20-05 Nov 1/09
Page 204
Nov 1/09 28-20-05
Figure 202
Firewall Shutoff Valves Schematic
Page 205
28-20-05 Nov 1/09
FUEL
28-21-00

00
1. GENERAL
The fuel system consists of two independent sections connected by a cross-transfer line. Fuel is moved from
the outboard areas of the main tank to the collector tank by gravity. The fuel from the auxiliary tank is pumped
to the collector tank with a manually activated electric pump (Ref. Figures 1, 2 and 3).
A cross-transfer line connects the two collector tanks. A switch-controlled cross-transfer valve is externally
connected into the line at the forward outboard corner of the LH center section fuel cell. When the valve is in
its normally closed position, each engine draws fuel from its respective fuel tank system. A manually operated
cross-transfer control switch is mounted on the upper fuel control panel, just above the fuel quantity gages.
When the cross-transfer control switch is actuated, power is drawn from a circuit breaker on the lower fuel
control panel to the solenoid of the cross-transfer valve. The cross-transfer valve then opens to allow an
electrically-driven fuel pump to transfer fuel to either the left wing or right wing fuel system.
The electrically driven fuel boost pump, located in the bottom of the collector tank, serves a dual purpose. It
transfers fuel from the side on which it is mounted to the collector tank in the opposite wing and serves as a
backup for the engine-driven fuel boost pump. Should one of the electric fuel boost pumps malfunction,
cross-transfer of fuel can only flow from the side with the functioning fuel pump.
CAUTION: Airplane operation with the fuel pressure warning light on is limited to 10 hours before the
engine-driven fuel pump must be overhauled or replaced.
The engine-driven boost pump is mounted on a pad at the aft accessory section of the engine. Should this
pump malfunction, the red L FUEL PRESS or R FUEL PRESS annunciator will illuminate when the pressure
drops below 10 psi. The annunciator will remain illuminated until the electric boost pump is switched on and
fuel pressure rises above 10 psi.
Page 1
28-21-00 Nov 1/09
Figure 1
Collector Tank Fuel System Components
(UC-1 and After)
Page 2
Nov 1/09 28-21-00
Figure 2
Equipment Bay Fuel System Components
(UC-1 and After)
Page 3
28-21-00 Nov 1/09
Figure 3
Fuel System Access Covers
(UC-1 and After)
Page 4
Nov 1/09 28-21-00
FUEL
200200
1. ACCESS PANEL
A. Removal
(1) Drain the fuel system (Ref. Chapter 12-10-00).
(2) Insert a 10-32 screw into the threaded hole in the center of the exterior surface of the panel to be
removed (Ref. Figure 201).
(3) Remove the countersunk screws from the perimeter of the access panel to be removed.
(4) Holding the panel with the 10-32 screw inserted in Step (2), push in on the panel to release the
seal and rotate the panel as necessary to remove it from the opening in the lower wing skin.
(5) Remove the packing seal from the perimeter of the access panel and discard the seal.
B. Installation
(1) Insert a 10-32 screw into the threaded hole in the center of the exterior surface of the panel to be
installed (Ref. Figure 202).
(2) Install a new packing into the groove in the perimeter of the access panel.
NOTE: The 10-32 holding screw should be to the outboard end of the panels with the offset center
holes.
(3) Holding the panel by the 10-32 screw inserted in Step (1), insert the panel into the access opening
in the lower wing skin and rotate it into position in the opening.
(4) Apply corrosion inhibitive compound (140, Table 1, Chapter 91-00-00) to the countersunk screws
and the internal threads around the perimeter of the access panel.
NOTE: It is important to tighten access panels in a definite pattern to ensure uniform compression
of seals and prevent possible fuel seepage. The example in Figure 202 shows the
sequence to be followed when tightening retaining screws in these panels. In the event a
panel of different size or a different number of fasteners is encountered, the same basic
pattern should be followed and altered to accommodate the differences.
When securing the panel, initially snug the screws in the defined sequence, then tighten
the screws in the same sequence.
(5) Install the countersunk screws around the perimeter of the access panel and tighten the panel
using the tightening sequence shown (Ref. Figure 202). Torque the screws 20 to 25 inch-pounds.
Page 201
28-21-00 Nov 1/09
Figure 201
Fuel System Access Covers
(UC-1 and After)
Page 202
Nov 1/09 28-21-00
Figure 202
Access Panel Tightening
(UC-1 and After)
Page 203
28-21-00 Nov 1/09
FUEL
FUEL FITTINGS (UC-1 AND AFTER)
28-21-01
200200
1. PROCEDURES
A. Fuel Fittings
Any time the clamp-type fittings connecting the fuel lines are loosened, new packings must be installed
in the assembly before the fitting is clamped (Ref. Figure 201). When installing these fittings, ensure
that the safety spring is seated in the clamp lever. Lubricate all AN type fittings and B-nut seats with an
approved antiseize thread compound prior to tightening. Thoroughly inspect all areas of maintenance
for leaks and seepage.
Page 201
28-21-01 Nov 1/09
Figure 201
Wiggins Fittings Installation
(UC-1 and After)
Page 202
Nov 1/09 28-21-01
FUEL
FUEL FILTERS AND SCREENS (UC-1 AND AFTER)
28-21-02
200200
1. PROCEDURES
A. Servicing
Each engine is equipped with a fuel filter, located in the equipment bay adjacent to the outboard side of
the nacelle and forward of the main spar. The filter elements may be removed and replaced or cleaned
as outlined in the following Steps (Ref. Figure 201).
2. FUEL FILTER ELEMENT
A. Removal and Cleaning (Aircraft Porous Media)

(1) Remove the lower panel of the leading edge cover.
(2) Cut the safety wire securing the fuel filter shutoff valve control knob and turn the knob 90° to the
OFF position (Ref. Figure 2, 28-21-00, Description and Operation section).
(3) Cut the safety wire securing the filter bowl nut to the main body of the filter (Ref. Figure 201).
(4) Twist the filter bowl counterclockwise until the bowl is free of the filter body.
NOTE: These filters are equipped with a bypass indicator button. If this button is extended 3/16
inch, it indicates that the filter element has been bypassed and that there may be some
form of fuel contamination or a filter malfunction. This button should be pressed back into
position after the filter has been serviced.
(5) Remove the filter element from the filter body nipple. Replace or clean the filter element, bowl and
interior surfaces of the filter body with cleaning solvent (2, Table 1, Chapter 91-00-00).
B. Installation (Aircraft Porous Media)

NOTE: The maximum permissible pressure drop across a clean or new filter is 0.6 psid at 2400 pph
fuel flow.
(1) Install a new packing in the filter body (Ref. Figure 201).
(2) Install the filter element on the filter body nipple.
NOTE: Check the filter orifice to assure that the packing is in place.
(3) Install the filter element housing.
(4) Safety wire the element housing to the filter body. Turn the shutoff valve to the open position and
safety wire the knob in place (Ref. Chapter 20-07-00).
(5) Check the filter assembly for leaks and seepage.
(6) Install the leading edge cover panel.
Page 201
28-21-02 Nov 1/13
C. Removal and Cleaning (Air Maze)

(1) Remove the lower panel of the leading edge cover.
(2) Cut the safety wire securing the filter fuel shutoff valve control knob and turn the knob 90° to the
OFF position (Ref. Figure 2, 28-21-00, Description and Operation section).
(3) Cut the safety wire securing the filter bowl nut in place and loosen the filter bowl nut (Ref. Figure
202).
(4) Remove the bowl and nut assembly from the filter body.
(5) Remove the nut holding the filter element in place and slide the element down and off the
mounting stud.
(6) Clean the interior surfaces of the filter body and element bowl with solvent (51 or 2, Table 1,
Chapter 91-00-00).
NOTE: These filters are equipped with a red bypass indicator button. If this button is extended
0.19 inch, it indicates that the filter element has been bypassed and that there may be
some form of fuel contamination or a filter malfunction. This button should be pressed
back (reset flush) into position after the filter has been serviced.
(7) Perform the AIR-MAZE FUEL FILTER CLEANING procedure in this section.
D. Installation (Air Maze)

NOTE: The maximum permissible pressure drop across a clean or new filter is 0.6 psid at 2400 pph
fuel flow.
Torque the nut until it is flush with the filter element and the filter element is snug against the
filter body, then tighten the nut 1/4 turn.
(1) Position the filter element on the mounting stud and install the retaining nut (Ref. Figure 202).
(2) Install a new packing in the filter body groove where the filter body interfaces with the filter bowl.
(3) Install the filter bowl and torque the nut to a value of 80 to 120 inch-pounds.
(4) Safety wire the bowl retaining nut to the filter body.
(5) Turn the filter fuel shutoff valve to ON and safety wire the knob in position (Ref. Chapter 28-21-00).
(6) Check the filter assembly for leaks and seepage.
(7) Install the leading edge cover panel.
E. Engine-Driven Fuel Pump Screens and Filters

Refer to the Pratt and Whitney PT6A-65B Engine Maintenance Manual for engine-driven fuel pump
screen and filter servicing intervals and procedures.
Page 202
Nov 1/13 28-21-02
Figure 201
Fuel Filter Assembly (Aircraft Porous Media)
(UC-1 and After)
Page 203
28-21-02 Nov 1/13
A A
RESET POSITION (FLUSH)

FILTER BYPASS ACTIVATED POSITION
INDICATOR BUTTON (POPPED OUT 0.19 INCH)
VIEW LOOKING DOWN ON
TOP OF FILTER
FILTER BODY
FILTER ELEMENT
MOUNTING STUD
PACKING
FILTER PACK
ELEMENT (CONTAINING
SIX FILTER DISCS)
FILTER BOWL
ELEMENT RETAINING NUT
BOWL NUT
RETAINER CLIP
SEAL
BOWL RETAINING NUT
DRAIN PORT 3.50 DIA.
DETAIL A-A UC28B

071270AA.AI
Figure 202
Fuel Filter Assembly (Air Maze)
(UC-1 and After)
Page 204
Nov 1/13 28-21-02
3. AIR-MAZE FUEL FILTER
A. Cleaning - Primary Method

The primary method of cleaning the Air-Maze fuel filters used on this airplane is by use of an ultrasonic
cleaner. The following data provides information on the methods to be used for this purpose.
B. Initial Cleaning - Filter Pack Element

(51 or 2, Table 1, Chapter 91-00-00).
(5) Agitate parts for several minutes then remove the parts from cleaner.
(6) Allow parts to drain and then rinse the parts in new cleaner.
(7) Use filtered low pressure air (not exceeding 30 psi) to remove the excess cleaner and to facilitate
drying.
(8) Preform the FINAL CLEANING - FILTER PACK ELEMENT procedure in this section.
NOTE: The ultrasonic cleaning tank used in this procedure must have a minimum of 3 watts of
power per square inch of tank bottom area.
C. Final Cleaning - Filter Pack Element

(1) Fill tank with a recommended ultrasonic cleaner (51 or 2, Table 1, Chapter 91-00-00).
(2) Unplug the filters for this cleaning.
(3) Disassemble and remove the filter discs from the center tube of the filter pack element. Slide the
discs onto a rod rack which is supported horizontally in the tank. Provide a 1/4 inch space between
the filter discs.
(4) Metal valve parts, etc., may be cleaned simultaneously in a separate basket suspended in the
solution.
(5) Clean the filters for 20 minutes.
(6) Remove the filter discs from the tank and drain or use filtered low pressure air (not exceeding 30
psi) to remove the excess cleaner and to facilitate drying.
disc. Examine parts for damage and replace if required. Inspect the filter discs with a 60X scope to
ensure debris removal.
(9) Reassemble the filter pack element.
Page 205
28-21-02 Nov 1/13
housing.
D. Cleaning - Secondary Method

The secondary method of cleaning the Air-Maze fuel filters used on this airplane is by use of an
chemical cleaners. The filter pack elements are cleaned twice when chemicals are used. The following
data provides information on the methods to be used for this purpose.
E. Initial Cleaning - Secondary Method - Filter Pack Element

(51 or 2, Table 1, Chapter 91-00-00).
(5) Remove the filter pack element and parts from cleaner.
(6) Allow items to air dry or use filtered low pressure air (not exceeding 30 psi) to remove the excess
cleaner and to facilitate drying.
(7) Preform the FINAL CLEANING - SECONDARY METHOD - FILTER PACK ELEMENT procedure
in this section.
F. Final Cleaning - Secondary Method - Filter Pack Element

(1) Immerse the filter pack element in a recommended cleaner (51 or 2, Table 1, Chapter 91-00-00).
(2) Agitate solution for twenty minutes.
(3) Use a stiff bristled non-metallic brush to remove any remaining dirt or deposits.
(4) Unplug the filter and then drain or use filtered low pressure air (not exceeding 30 psi) to remove
the excess cleaner and to facilitate drying.
disc.
housing.
Page 206
Nov 1/13 28-21-02
FUEL
FUEL PUMPS (UC-1 AND AFTER)
28-21-03
200200
1. ELECTRIC FUEL BOOST PUMP
A. Removal
(1) Disconnect all electrical power to the airplane.
(2) Drain the fuel from the wing (Ref. Chapter 12-10-00).
(3) Remove the lower outboard nacelle panel that covers a portion of the boost pump access cover.
(4) Remove the round access cover from the bottom of the outboard wing (between BL 114.250 and
WS 124.588 and stringers K and L) (Ref. Figure 3, 28-21-00, Description and Operation section).
(5) Remove the access cover from the upper outboard wing (between BL 114.250 and WS 124.588
and stringers D and E).
(6) Disconnect the electrical lead from the electric fuel boost pump (Ref. Figure 1, 28-21-00,
Description and Operation section).
(7) Disconnect the outlet line from the pump.
(8) Working through the lower access port, cut the safety wire and remove the 12 bolts and washers
attaching the pump housing to the mounting structure.
(9) Remove the pump through the lower access port.
B. Installation
NOTE: Ensure that the bond strap is attached to the position from which it was removed.
(1) Position the pump in the mounting structure and install the attaching bolts and washers
(Ref. Figure 1, 28-21-00, Description and Operation section).
(2) Torque the bolts to a value of 45 to 50 inch-pounds. Safety wire the bolt heads (Ref. Chapter
20-07-00).
(3) Connect the outlet line to the pump.
(4) Connect the electrical lead to the pump.
NOTE: Install new packings on the access covers anytime they are removed.
(5) Install the access covers.
(6) Install the nacelle access panel.
Page 201
28-21-03 Nov 1/09
2. TRANSFER JET PUMP
A. Removal
(1) Disconnect all electrical power from the airplane.
(3) Remove the oval access cover from the bottom of the outboard wing (between WS 124.588 and
WS 135.860 and stringers K and L) (Ref. Figure 3, 28-21-00, Description and Operation section).
and stringers D and E).
(5) Disconnect the fuel lines from the pump (Ref. Figure 1, 28-21-00, Description and Operation
section).
(6) Remove the bolts and washers securing the adapter and pump to the wing rib.
(7) Remove the pump through the upper access port.
B. Installation
NOTE: Install a new packing on the adapter prior to installing the pump.
(1) Place the pump and adapter in position on the wing rib (Ref. Figure 1, 28-21-00, Description and
Operation section).
(2) Install the bolts and lock washers attaching the adapter and pump to the wing rib.
(3) Attach the plumbing to the pump.
(4) Install the upper and lower access cover.
3. MAIN TANK JET PUMP
A. Removal
(1) Disconnect all electrical power on the airplane.
and stringers D and E) (Ref. Figure 3, 28-21-00, Description and Operation section).
(4) Remove the fuel lines connected to the pump (Ref. Figure 1, 28-21-00, Description and Operation
section).
(5) Remove the nut and packing holding the pump to the main spar web.
(6) Remove the pump through the upper access port.
Page 202
Nov 1/09 28-21-03
B. Installation
(1) Install a new packing on the fitting at the inlet (FWD) end of the pump (Ref. Figure 1, 28-21-00,
(2) Install the pump inlet fitting through the main spar web.
(3) Connect the fuel lines to the pump and install the attaching nut.
(4) Install the access port cover with a new packing in place.
4. AUXILIARY FUEL TRANSFER PUMP
A. Removal
(2) Drain the fuel from the auxiliary tank (Ref. Chapter 12-10-00).
(3) Remove the center access cover from the bottom of the center section, aft of the main spar,
(between FS 312 and 319 and WS 29.06 and WS 41.85) (Ref. Figure 3, 28-21-00, Description and
Operation section).
(4) Remove the forward access cover from the bottom of the center section, aft of the main spar,
(between FS 304.62 and FS 312 and WS 30.06 and WS 41.85).
(5) Working through the forward access port, disconnect the fuel lines from the pump (Ref. Figure
201).
(6) Disconnect the electrical wiring.
(7) Remove the bolts that attach the pump to the structure.
(8) Pull the pump out of the mounting structure.
B. Installation
(1) Install a new gasket on the pump and position the pump in the mounting structure (Ref. Figure
201).
NOTE: Assure that the ground cable is attached to the area from which it was disconnected.
(2) Install the attaching bolts and washers. Torque the bolts to a value of 45 to 50 inch-pounds. Safety
wire the bolt heads (Ref. Chapter 20-07-00).
(3) Connect the electrical wiring.
(4) Connect the fuel lines to the pump.
NOTE: Install a new packing on the forward access cover.
(5) Install the access covers.
Page 203
28-21-03 Nov 1/09
Figure 201
Auxiliary Fuel Tank
(UC-1 and After)
Page 204
Nov 1/09 28-21-03
FUEL
FUEL MANIFOLDS (UC-1 AND AFTER)
28-21-04
200200
1. PROCEDURES
A. Removal
(1) Disconnect all electrical power in the airplane.
(4) Remove the oval access cover from the bottom of the outboard wing (between WS 124.588 and
WS 135.860 and stringers K and L).
(5) Working through the upper access port, disconnect the fuel lines at the manifold (Ref. Figure 1,
28-21-00, Description and Operation section).
(6) Remove the four bolts and washers that attach the manifold to the wing rib. These bolts are
reached through the lower access port.
(7) Remove the manifold through the upper access port.
B. Installation
(1) Position the manifold in place and install the four attaching bolts and washers (Ref. Figure 1,
(2) Connect the fuel tubes to the manifold.
(3) Install the access cover.
Page 201
28-21-04 Nov 1/09
FUEL
28-21-05
FUEL VALVES (UC-1 AND AFTER)

200200
1. FILTER FUEL SHUTOFF VALVE
A. Removal
(4) Remove the lower panel of the leading edge cover (on the leading edge adjacent to the outboard
side of the nacelle).
(5) Disconnect the fuel lines from the forward and aft ends of the shutoff valve (Ref. Figure 1,
(6) Remove the nut and sealer from the aft end of the valve and pull the valve forward and out of the
structure.
B. Installation
(1) Apply sealer (94, Table 1, 91-00-00) to the valve and place the valve in position and install the
attaching nut (Ref. Figure 1, 28-21-00, Description and Operation section).
(2) Attach the fuel lines to the valve.
(3) Connect the fuel lines to the forward and aft ends of the shutoff valve 3.
(4) Install the lower panel of the leading edge cover.
NOTE: Install a new packing on the upper access cover.
(5) Install the upper access cover.
2. FIREWALL FUEL SHUTOFF VALVE
A. Removal
(1) Remove all electrical power from the airplane.
(2) Remove the lower panel of the leading edge cover (on the leading edge adjacent to the outboard
side of the nacelle).
(3) Cut the safety wire on the filter fuel shutoff valve and move it 90° to the off position (Ref. Figure 2,
(4) Disconnect the electrical plug from the firewall shutoff valve.
(5) Disconnect the fuel line from the aft side of the fuel filter.
Page 201
28-21-05 May 1/11
(6) Disconnect the fuel line from the firewall shutoff valve.
(7) Cut the safety wire and remove the two bolts securing the fuel filter to its mounting bracket.
(8) Remove the filter and shutoff valve.
(9) Loosen the jam nut between the filter and the shutoff valve and screw the shutoff valve out of the
filter assembly.
B. Installation
(1) Install a jam nut on the end of the valve that has the double set of threads (Ref. Figure 2, 28-21-00,
(2) Move the jam nut to the thread set nearest the valve and install a new packing in the area between
the thread sets.
(3) Screw the shutoff valve into the filter. The first set of threads on the shutoff valve must be screwed
into the filter far enough that the jam nut can be tightened against the filter without pressing the
packing against the threads.
(4) Install the filter and shutoff valve in the filter bracket with the two attaching bolts and washers.
NOTE: The solenoid portion of the shutoff valve must be up.
(5) Safety wire the bolts in place (Ref. Chapter 20-07-00).
(6) Connect the fuel lines to the filter and shutoff valve.
(7) Connect the electrical plug to the shutoff valve.
(8) Move the filter fuel shutoff valve to the ON position and safety wire the knob in place.
(9) Install the lower panel of the leading edge cover.
C. Functional Check
(1) Start the engine as outlined in the Model 1900/1900C Airplane Flight Manual.
(2) Upon engine stabilization, perform the following check:
CAUTION: Observe all fire precautions and safety practices when working on the fuel system
The fire extinguisher system is armed when the FIRE PULL “T” handle is pulled.
Actuating the extinguisher push light/switch will release the extinguishing agent.
(a) Close left hand firewall shutoff valve by activating (pulling) the FIRE PULL “T” handle.
NOTE: If engine fuel flow does not decrease to zero (0) within 10 seconds of fuel flow
shutoff valve activation, replace the motive flow check valve and repeat this
procedure.
Page 202
May 1/11 28-21-05
(b) Observe that appropriate FUEL PRESS LO annunciator illuminates and engine fuel flow
deceases to zero (0) within 10 seconds following activation of fuel firewall shutoff valve.
(c) Repeat the above procedure for other engine.
3. CROSS-TRANSFER VALVE
A. Removal
(2) Drain the fuel from the airplane (Ref. Chapter 12-10-00).
(3) Working through the LH wheel well, disconnect the fuel lines from the valve mounted on the
forward side of the main spar.
(4) Cut the safety wire from the attaching bolt heads and remove the bolts.
(5) Remove the cross-transfer valve from the airplane.
B. Installation
(1) Position the valve on its mounting bracket and install the attaching bolts.
(2) Safety wire the bolt heads (Ref. Chapter 20-07-00).
(3) Connect the fuel lines to the valve.
(4) Connect the electrical plug.
Page 203
28-21-05 May 1/11
FUEL
LH AND RH FUEL LINES (UC-1 AND AFTER)
28-21-06
200200
1. PROCEDURES
A. Inspection
(1) Ensure the landing gear is down, locked and pinned.
(2) Open the 2-amp landing gear control circuit breaker.
(3) Remove all electrical power from the airplane and disconnect the airplane battery (Ref. Chapter
24).
NOTE: If Split Fender Kit 114-9801 is installed only the upper half of the inner fenders require
removal (Ref. Chapter 54-10-01).
(4) Perform NACELLE INNER FENDER Removal procedure (Ref. Chapter 54-10-01) in the left and
right hand wheel wells to gain access to the areas located immediately behind the fenders.
(5) Remove the split convolex tubing from the fuel transfer tubes (Ref. SB 32-3839 which supersedes
SB 32-3616 R2) before accomplishing fuel transfer tube inspection.
WARNING: Wear rubber gloves, goggles and protective wet weather clothing when using
MIL-C-85570 cleaning compounds. If cleanser is splashed in eyes, rinse
thoroughly with fresh water for 15 minutes and seek medical aid. Remove
clothing saturated with cleaning solution immediately and flush exposed skin
areas with fresh water.
(6) Clean the 118-920000-29 LH and 118-920000-35 RH fuel lines using MIL-C-85570 Type II
cleanser (138, Table 1, Chapter 91-00-00). Mix one part cleanser to four parts water and apply
with soft brush or cloth for one minute. Rinse with fresh water and dry.
(7) Inspect the LH/RH fuel line for chafing. Pay particular attention to the areas located behind the
openings for the main landing gear uplock switch wire harnesses.
(8) If chafing has occurred, measure the depth of the chafing to determine if additional action is
required (Ref. Table 201).
(9) If there is no visible chafing to the fuel lines, measure the distance between the fuel lines and the
main landing gear uplock switch wire harness. If the distance measured is less than 1/2 inch,
complete Steps 1. and 2..
(a) Using tie wraps (139, Table 1, Chapter 91-00-00), remove excess slack from the main
landing gear uplock wire harnesses by securing the harnesses to existing wire harnesses
which route thru the top of the main landing gear wheel well side panels.
(b) Ensure a minimum of 1/2 inch clearance between the main landing gear uplock switch wire
harnesses and all tubing located in the main landing gear wheel wells.
(10) If the distance measured between the main landing gear uplock switch wire harness is greater
than 1/2 inch, install the inner fenders assuring adequate clearance between all wiring and tubing.
Page 201
28-21-06 May 1/12
NOTE: If Split Fender Kit 114-9801 is installed and only the upper halves of the inner fenders
were removed, install inner fender upper halves (Ref. Chapter 54-10-01).
Main gear up position switch adjustment is not required if the following conditions are met:
• Split Fender Kit 114-9801-0001 is installed.
• Only the upper half of the inner fenders were removed.
• Main gear up position switch was not disturbed.
(11) Perform NACELLE INNER FENDER Installation procedure (Ref. Chapter 54-10-01) in the left and
right hand wheel wells.
Table 201
Action Required for Fuel Line Chafing
CHAFING DEPTH
ACTION REQUIRED
(INCH)
Perform the CORROSION PREVENTION FOR CHAFED FUEL LINES procedures
0.001 to 0.007 in this section. Ensure the main landing gear wire harness is secure and there is a
minimum clearance of 1/2 inch distance between the fuel line and the wire harness.
0.008 to 0.015 Replace the fuel line before the next 100 hour interval.
0.016 or Greater Replace the fuel line before the next flight.
B. Corrosion Prevention for Chafed Fuel Lines

(1) Mask off areas adjacent to the chafed area using MIL-T-23397 masking tape (136, Table 1,
Chapter 91-00-00).
(2) Remove all corrosion using 240 grit, P-C-451 Type 1 aluminum-oxide cloth (134, Table 1, Chapter
91-00-00). If the tube assembly is painted, the corroded area and the immediate surrounding
surface area must be sanded to bare metal.
(3) Polish the affected area using 320 grit, P-C-451 Type 1 aluminum-oxide cloth (135, Table 1,
Chapter 91-00-00). If the surrounding surface area is painted, feather the edges of the paint.
(4) Measure the depth of the chafing after all corrosion has been removed (Ref. Table 201). If the
depth of the affected area is 0.016 inches or greater, discontinue this corrosion removal procedure
and replace the fuel line before the next flight.
WARNING: Wear rubber gloves, goggles and protective wet weather clothing when using
MIL-C-85570 cleaning compounds. If cleanser is splashed in eyes, rinse
thoroughly with fresh water for 15 minutes and seek medical aid. Remove
clothing saturated with cleaning solution immediately and flush exposed skin
areas with fresh water.
(5) Wipe the affected area clean using a clean cloth dampened with MIL-C-85570 Type II cleanser
(138, Table 1, Chapter 91-00-00). Mix one part cleanser to nine parts water.
(6) Rinse with water. Ensure all traces of oil and finger prints have been removed from the affected
area. If traces of oil contaminants still exist, repeat Steps (5) and (6).
Page 202
May 1/12 28-21-06
WARNING: MIL-C-81706 is moderately toxic to skin, eyes, and the respiratory tract. Eye
and skin protection are required. General ventilation is adequate.
(7) Surface treat the affected area with MIL-C-81706, Class 1A, Form III (137, Table 1, Chapter
91-00-00) for two to four minutes using a sponge stick applicator.
(8) Lightly rinse the affected area with a spray bottle and clean water immediately after applying the
surface treatment.
(9) Allow to dry for a minimum of 1 hour.
(10) Apply one coat of MIL-P-23377 epoxy primer (5, Table 1, Chapter 91-00-00). Wait thirty minutes
and apply a second coat of the epoxy primer.
(11) If the fuel transfer tube assembly is painted, apply two coats of Matterhorn White No. 6160
urethane paint (133, Table 1, Chapter 91-00-00).
Page 203
28-21-06 May 1/12
FUEL
28-40-00

00
1. GENERAL
A. Capacitance Fuel Quantity Indicating System

The fuel quantity indicating system is a capacitance type that is compensated for specific gravity and
reads in pounds on a linear scale. Electronic circuits in the system process the signals from the fuel
quantity (capacitance) probes in the various fuel cells for an accurate readout by the fuel quantity
indicators (Ref. Figure 1). Each side of the airplane has an independent gaging system, consisting of a
fuel quantity (capacitance) probe in the collector tank, one in the aft inboard fuel cell, two in the integral
(wet wing) fuel cell, two in the inboard leading edge fuel cell, and two in the center section fuel cell.
Fuel density and dielectric constant vary with respect to temperature, fuel type and fuel batch. The
capacitance gaging system is designed to sense and compensate for these variables. The fuel quantity
probe is simply a variable capacitor comprised of two concentric tubes. The inner tube is profiled by
changing the diameter as a function of height so that the capacitance between the inner and outer tube
is proportional to the tank volume. The tubes serve as fixed electrodes and the fuel of the tank in the
space between the tubes acts as the dielectric of the fuel quantity probe. The capacitance of the fuel
quantity probe varies with respect to the change in the dielectric that results from the ratio of fuel to air in
the fuel cell. As the fuel level between the inner and outer tubes rises, air with a dielectric constant of
one is replaced by fuel with a dielectric constant of approximately two, thus increasing the capacitance
of the fuel quantity probe. This variation in the volume of fuel contained in the fuel cell produces a
capacitance variation that is a linear function of that volume. This function is converted to a linear
current that energizes the fuel quantity indicator. Capacitance fuel probes are designed to produce a
capacitance variation that is linear in relation to variation in weight, even though the weight is nonlinear
with respect to the fuel level. By varying the capacitance per inch, the nonlinear level signal is changed
to a linear function. In addition to its capacitance sensing tubes, each fuel quantity probe contains a
small circuit network that produces an output current whose average value is directly proportional to fuel
level, while automatically compensating for fuel temperature-density variations. Regulated +28 vdc is
impressed across the low Z side (outer tube) of the fuel quantity probe. The ensuing signal is further
processed by a DC amplifier, inside the indicator, which contains a potentiometer for adjusting the “Full”
and “Empty” settings. The DC amplifier controls response time and drives a D'Arsonval meter (Gull
Airborne) or a servo-type meter (Regen Data Systems).
Proper operation of capacitance fuel quantity indicating systems depends on good wire connections.
The Fuel Quantity Test Set (14, Table 7, Chapter 91-00-00) and the Probe Selector Unit (15, Table 7,
Chapter 91-00-00), are used to check the operation and calibration of the fuel quantity system.
B. Fuel Quantity Capacitance Probes

Each capacitance probe consists of two concentric tubes. The tubes serve as fixed electrodes and the
fuel of the tank in the space between the tubes acts as the dielectric of the probe. The capacitance of
the probe varies with respect to the change in the dielectric that results from the ratio of fuel to air in the
tank. The tubular capacitor elements of each capacitance probe are profiled to match the contour of the
tank in which it is installed to provide linear capacitance versus volume in the tank at varying flight
attitudes.
Page 1
28-40-00 Nov 1/09
C. Low Fuel Quantity Warning System

Sensors in the center section tanks provide for low fuel quantity annunciation by sensing the level of fuel
in the tank and transmitting energizing current for the annunciator lights. Sensors in the collector tanks
provide the signals for low fuel feed annunciation in the same manner. The system is functionally tested
by pressing the test switch on the warning annunciator panel mounted on the glareshield.
The low fuel quantity sensor and the low fuel feed sensor are connected electrically in parallel at the
28-vdc-in lead, test signal lead and ground lead. The 28-vdc-out leads are connected individually to
their respective annunciator circuits. Five-ampere circuit breakers provide operating current for the RH
and LH systems.
Figure 1
Low Fuel Quantity Sensors
Page 2
Nov 1/09 28-40-00
D. Low Fuel Quantity Sensors

The low fuel quantity sensors take advantage of a principal which allows light, produced within the
sensor by a reference light source, to pass through the prism of the tip of the sensor when the prism is
submerged in fuel. When the prism is not submerged, the light is reflected off of the bevel of the prism
back into the probe. The reflecting light is then sensed by a light sensitive transistor which conducts
electrically in response to the light and triggers the current to allow the annunciator to illuminate.
An integral self-test circuit provides for functionally testing the sensor and its associated circuitry by
energizing another light source (test light source) in the probe which is positioned to shine into the
transistor even though the prism of the sensor is submerged in fuel (Ref. Figure 1). When the warning
annunciator test switch is pressed, the annunciators will not illuminate immediately, due to a time delay
circuit incorporated into the electronics of the sensor itself. The time delay has been designed to allow
up to a 4-second delay before the annunciators will be illuminated. After illuminating, the annunciators
will remain on for up to 15 seconds. These time delays prevent continuous cycling of the annunciators
when the fuel is sloshing around the inside of the tanks.
As a result of design, the low fuel sensors are self-diagnosing. Circuit failures within the sensor will
always be in the “on” mode; therefore, a false annunciation will result from circuit failure. A failure of the
reference light source will cause the light sensitive transistor to be biased, allowing it to conduct and
resulting in a false annunciation. Failure of the test light source in the sensor will result in the
annunciator lights not being illuminated during test.
Page 3
28-40-00 Nov 1/09
FUEL
TROUBLESHOOTING
100100
1. PROCEDURES
Troubleshooting of the fuel quantity indicating system requires the use of special tools available from Hawker
Beechcraft Corporation Parts and Service Operations. The Fuel Quantity Test Set (14, Table 7, Chapter
91-00-00) simulates the signals necessary to check and calibrate the fuel quantity indicating system. The
Probe Selector Unit (15, Table 7, Chapter 91-00-00) is used with the test set to check probes and probe
harnesses in groups or individually.
One 9-vdc battery inside the test set provides the power required to read insulation (conductance) and
capacitance. The LCD shows capacitance in picofarads (pF) and conductance in nano siemens (nS). Aircraft
battery power or an auxiliary power source is required to simulate capacitance for indicator checking and
calibration.
Troubleshooting checks are carried out in five phases: checking the system harness insulation, probe
harness insulation, system capacitance, probe capacitance and checking the indicator. If the indicator does
not check or is replaced, it must be calibrated.
A. System Insulation Check

NOTE: Connect a regulated 28-vdc external power supply to the airplane when troubleshooting or
calibrating.
This test procedure may be performed with full, partially full or empty tanks. Display readings are
presented in nano Siemens (nS), equivalent megohms are derived by dividing 1000 by the LCD display
reading: 1000/50 nS = 20 Megohms. These checks are identical for left and right fuel systems.
(1) Place the Fuel Quantity Test Set (14, Table 7, Chapter 91-00-00) in a convenient location for the
procedures that follow.
(2) Ensure that the test set ON/OFF switch is in the OFF position.
CAUTION: Power to the airplane must be off when lowering or raising the fuel control panel to
preclude the possibility of shorting any wiring connections to ground.
(3) Ensure that the battery switch is OFF.
(4) Open the fuel quantity system circuit breakers.
(5) Gain access to the fuel quantity indicator.
(6) Disconnect the airplane's harness from the fuel quantity indicator.
(7) Connect the test set to the airplane's harness.
NOTE: Do not connect the test set to the fuel quantity indicator.
(8) Rotate the TEST FUNCTION selector to IND AMP.
(9) Place the INSULATION/SYSTEM switch to IN nS.
(10) Rotate the INS TEST POINTS selector to LO-Z GND.
Page 101
28-40-00 Nov 1/09
(11) Place the shorting switch to the NO position.
(12) Place the ON/OFF switch to ON and allow sufficient time for the LCD to stabilize.
(13) The LCD reading should be less than 50 nS.
(14) Rotate the INS TEST POINTS selector through the remaining positions. Allow sufficient time for
the LCD to stabilize in each position. The LCD reading in each position should be less than 50 nS,
except in the SIG/RTN position which will show an overrange indication (1---).
NOTE: An overrange reading will display in the LO-Z/RTN position if a 114-389001-17 probe is
installed in the collector tank.
(15) Rotate the INS TEST POINTS selector to RTN/SIG.
(16) Close the fuel system circuit breakers that were opened in Step (5).
(17) Turn the battery master switch to ON. The maximum time delay from power OFF to power ON is
10 seconds.
with the same exceptions as previously noted. Due to continuity through the diodes inside the
probe, when the test set detects a short from RTN to GND, that short will also be seen as a short
from SIG to GND.
(19) When any of the above checks are out of tolerance, isolate the airplane's wire harness from the
probe wire harnesses. The main tank wire harness connectors are behind access panel 4
(Ref. Chapter 6-50-00 WING ACCESS PANELS).
(20) Repeat Steps (8) through (18). Acceptable readings are 5 nS or less. If the insulation readings are
acceptable, the fault lies in the main tank wire harness to the probes. If not, the fault is in the
airplane's wire harness between the indicator in the cockpit out to the wing.
(21) Perform the PROBE INSULATION TEST procedure in this section when any faults have been
isolated to the probe wire harnesses.
NOTE: The results of the preceding checks must be within the stated limits. If any results are
slightly outside of these limits, repeat the entire procedure to ensure that failure of the
checks was not due to human error.
(22) Turn the test set OFF and disconnect the test set.
(23) Connect the airplane's wire harnesses to the original configuration.
B. Probe Insulation Test

The probe insulation check may be performed with the fuel tanks full, partially full or empty.
(1) Ensure that the battery master switch is OFF.
(2) Open all fuel system circuit breakers.
(3) Locate the Fuel Quantity Test Set (14, Table 7, Chapter 91-00-00) conveniently for working in the
area of the access panels for the main tank wire harness connectors.
Page 102
Nov 1/09 28-40-00
(4) Disconnect the main tank wire harness from the airplane's wire harness. The main tank wire
harness connectors are behind access panel 4 (Ref. Chapter 6-50-00 WING ACCESS PANEL).
(5) Ensure that the test box ON/OFF switch is in the OFF position.
(6) Connect the Probe Selector Unit (15, Table 7, Chapter 91-00-00) to the bulkhead connector of the
main tank wire harness.
(7) Connect the test set to the probe selector unit with the ACFT connector.
NOTE: Do not connect the test set IND connector to the airplane's wire harness.
(8) Rotate the TEST FUNCTION switch to IND AMP.
(11) Rotate the probe selector unit selector switch to ALL.
(12) Place the test set ON/OFF switch in ON and allow sufficient time for the LCD to stabilize.
(14) Rotate the INS TEST POINTS selector to its remaining positions, allowing sufficient time for the
LCD to stabilize in each position: the SIG/RTN position should show an overrange indication (1---);
all others should indicate less than 50 nS; however, if a 114-389001-17 probe is installed in the
collector tank, the LO-Z/RTN position will show an overrange indication.
(15) Using the switch on the selector unit, select each individual probe and repeat Steps (8) through
(14). The reading for each probe should be less than 50 nS, and the total readings for all the
probes must not exceed 50 nS except in the SIG/RTN position, which should show an overrange
indication. When the collector tank probe is selected, an overrange indication will appear if a
114-389001-17 probe is installed.
(16) Should any probe be out of tolerance, that probe or its associated wiring to the bulkhead connector
must be replaced.
(17) Once the fault has been isolated and corrected, the applicable portion of the preceding checks
should be repeated to ensure fault correction.
NOTE: If any component has been changed, perform the SYSTEM AND PROBE CAPACITANCE
CHECK and INDICATOR CALIBRATION procedure in this section.
(18) Place the test set ON/OFF switch in the OFF position, and restore the airplane to its original
condition.
C. System and Probe Capacitance Check

Page 103
28-40-00 Nov 1/09
(3) Locate the Fuel Quantity Test Set (14, Table 7, Chapter 91-00-00) and Probe Select Unit
(15, Table 7, Chapter 91-00-00) conveniently for working in the area of the access panels for the
main tank wire harness connectors.
harness connectors are behind access panel 4 (Ref. Chapter 6-50-00 WING ACCESS PANELS).
(6) Connect the probe selector unit to the bulkhead connector of the main tank wire harness.
(8) Rotate the TEST FUNCTION selector to PROBES.
(9) Place the INSULATION/SYSTEM switch to SYSTEM.
(10) Place the MAIN/TOT-AUX/NAC to MAIN/TOT.
(11) Place the 200 pF/1000 pF switch to 200 pF if the tanks are empty or to 1000 pF if the tanks are full.
(12) Rotate the probe selector unit selector switch to ALL.
(13) Place the test set ON/OFF switch in the ON position.
(14) Depress and hold the PRESS TO READ CAP (pF) push button: the reading should be within the
ranges shown in Tables 101 and 102. Record these empty and full capacitance values in the
airframe log for future reference.
(15) Place the 200 pF/1000 pF switch to 200 pF.
(16) Rotate the selector switch to each probe position and measure the capacitance of the individual
probes: the capacitance readings should be within the values listed in Table 103; otherwise,
replace the out-of-tolerance probe or its associated wiring, then repeat the appropriate checks to
confirm that the fault has been corrected.
NOTE: If any component or components have been replaced, perform SYSTEM AND PROBE
CAPACITANCE CHECK procedure in this section.
(17) Place the test set ON/OFF switch in the OFF position and restore the airplane to original
configuration.
Page 104
Nov 1/09 28-40-00
Table 101
EMPTY SYSTEM CAPACITANCE VALUES - MAIN TANK
Nom. Min. Max.
157.3 141.6 173.0
Table 102
FULL SYSTEM CAPACITANCE VALUES - MAIN TANK
Nom. Min. Max.
259.2 233.3 285.1
Table 103
INDIVIDUAL PROBE CAPACITANCE VALUES
Empty Tanks Full Tanks
Tank Location Probe P/N Min. Max. Min. Max.
Integral Outboard 114-389001-29/-31 17.91 21.89 26.4 32.3
Integral Inboard 114-389001-25/-27 20.03 24.48 31.2 38.1
Integral Combined 37.94 46.37 57.6 70.4
Leading Edge Outboard 114-389001-1/-3 21.01 25.67 32.1 39.2
Leading Edge Inboard 114-389001-9/-11 24.75 30.25 40.3 49.2
Box Section 114-389001-13/-15 15.89 19.43 24.4 29.9
Center Section Outboard 114-389001-5/-7 19.82 24.22 39.1 47.8
Center Section Inboard 114-389001-21/-23 14.91 18.23 29.1 35.6
Collector Tank 114-389001-17/-19 7.24 8.84 10.5 12.9
Table 104
CAPACITANCE SIMULATION VALUES - MAIN TANK
0 lbs 300 lbs 600 lbs 900 lbs 1200 lbs
189.0 210.0 231.0 252.0 273.0
D. Setting Capacitance Simulation

When performing the indicator linearity check or calibrating the indicator, the test set uses the airplane's
28 volts and it's circuitry to simulate a capacitance for the indicator to read. This value is shown on the
indicator face as a fuel quantity. During a bench test the procedures for simulating capacitance is the
same; the only difference being an auxiliary 28 vdc power supply is used in lieu of the airplane's power.
Use these procedures and Table 104 as required to set capacitance values for checking and calibrating
the indicator.
Page 105
28-40-00 Nov 1/09
NOTE: Connect the Fuel Quantity Test Set (14, Table 7, Chapter 91-00-00) ACFT connector to the
airplane’s wire harness and the IND connector to the indicator.
(1) Set the TEST FUNCTION selector switch to CAP SIM CAL (NORM SYS).
(2) Set the INSULATION/SYSTEM switch to SYSTEM.
(3) Set the MAIN/TOT-AUX/NAC switch to MAIN/TOT.
(4) Set the shorting switch to NO.
(5) Set the pF switch to 200 for values from 0 - 200 pF or in the 1000 pF position for values over 200.
(6) Turn the test set ON.
(7) Set the CAP SIM (pF) 100's and 10's thumb wheels to the desired capacitance value to be
simulated.
(8) Press and hold the PRESS TO READ CAP (pF) button to read the capacitance in the LCD.
(9) Use the trimmer control to fine adjust the capacitance setting.
(10) Set the TEST FUNCTION switch to IND AMP.
(11) Turn on the battery switch and apply auxiliary power (28 vdc) to airplane.
(12) The fuel quantity indicator will read the capacitance simulated by the test set and display a fuel
quantity in pounds.
E. Indicator Linearity Check

The following linearity check may be performed on the fuel quantity indicator with the fuel tanks full,
partially full or empty.
(2) Locate the Fuel Quantity Test Set (14, Table 7, Chapter 91-00-00) convenient to the fuel control
panel on the pilot's sidewall.
(3) Open the appropriate fuel quantity system circuit breakers.
(5) Connect the test set ACFT connector to the indicator wire harness and the IND connector to the
indicator.
(6) Set the test set to the values shown in Table 104. Refer to SETTING CAPACITANCE
SIMULATION procedure in this section.
(7) Set the indicator needle deflection, using the EMP 1/E1 or E adjustment, for each required quantity
shown in Table 104.
(8) Set the indicator needle deflection by using the EMP 1/E1 or E adjustment to the required quantity.
Page 106
Nov 1/09 28-40-00
(9) If the indicator will not adjust to the required quantity reading for the capacitance simulated, it must
be replaced.
(10) Turn the battery switch OFF.
(11) Turn the test set OFF.
(12) Disconnect the test set.
(13) Connect the airplane's wire harness to the indicator and return the airplane to the original
configuration.
F. Indicator Calibration
The fuel quantity indicator may be calibrated with the fuel tanks either completely empty (undrainable
fuel only) or completely full; however, the preferred procedure is to calibrate the indicator with the tanks
completely empty.
While calibrating the indicator with empty tanks is more reliable than the alternate procedure, the
accuracy of the alternate procedure (full tanks) can be appreciably enhanced if the empty-tanks value is
known. It is recommended that when the empty capacitance value is determined, it should be recorded
in the airframe log for future use in calibrating.
The preferred procedure (undrainable fuel only) makes use of the actual empty-tank value in adjusting
the zero indication. The alternate procedure (full tanks) applies a nominal empty-tank value to the
system by the test set for the zero indication.
Both procedures will be outlined in the following text; however, it must be remembered that the alternate
procedure is a stop-gap procedure only and the system should be recalibrated using the preferred
procedure at the earliest convenience of the operator.
G. Empty Tanks Calibration (Preferred Procedure)

(1) Defuel the airplane and drain sumps.
cockpit.
(3) Ensure that the ON/OFF switch on the test set is OFF.
(4) Ensure that the battery switch is off and the fuel quantity circuit breakers are open.
(6) Disconnect the wiring connector from the indicator.
(7) Connect the test set ACFT connector to the indicator wire harness and connect the test set IND
connector to the indicator.
(8) Rotate the TEST FUNCTION selector to CAP SIM CAL (NORM SYS).
(10) Place the MAIN/TOT-AUX/NAC switch to MAIN/TOT.
Page 107
28-40-00 Nov 1/09
(12) Place the ON/OFF switch to ON.
(13) Close the appropriate fuel quantity circuit breakers.
NOTE: There are two different indicators which may be installed in the Model 1900 Series
Airplanes: one type of indicator has a power-off dot below the “0” graduation.
(15) The fuel quantity indicator needle should rest between the “0” indication and the power-off dot on
indicators which have the power-off dot, or the needle should rest approximately one needle width
below the “0” indication on indicators without the power-off dot. Should the indication be
inconsistent with the preceding guidelines, adjust the EMP 1/E1 or E/EMP adjustment on the back
of the indicator.
(16) Use the procedures in SETTING CAPACITANCE SIMULATION to set a capacitance value on the
test set as follows: ADD CAP = 104.0 pF.
(17) Rotate the TEST FUNCTION selector to ADD CAP.
(18) The value set on the test set is added to the current empty tank reading which will simulate a full
tank. Adjust the F/FULL adjustment on the indicator to read the maximum fuel quantities shown in
Table 104.
NOTE: Check empty and full adjustments made to the indicator to ensure accurate calibration.
(20) Turn the ON/OFF switch on the test set OFF and disconnect the test set from the airplane's
system.
(21) Restore the airplane to original configuration.
H. Full Tanks Calibration (Alternate Procedure Only)

With tanks FULL use Steps (1) through (20), then (24) to end. When tanks are PARTIALLY FULL use
Steps (1) through (19), then Steps (21) to end.
cockpit.
(3) Ensure that the battery switch is OFF and the fuel quantity circuit breakers are open.
Page 108
Nov 1/09 28-40-00
(14) Set the test set to a nominal empty capacitance value for the main tank as shown in Table 101.
Check the airframe log for an empty tank value and, if available, use that value in place of the
values given in Table 101.
(17) The indicator needle should indicate between the “0” position and the power-off dot for indicators
with the power-off dot or approximately one needle width below the “0” indication on indicators
without the power-off dot. Should the indicator reading be inconsistent with the preceding
guidelines, adjust the EMP 1/E1 or E/EMP adjustment on the back of the indicator.
(18) Set the fuel select switch to MAIN.
(19) Rotate the TEST FUNCTION switch to CAP SIM CAL (NORMAL SYS).
(20) The indicator should read the maximum value for a full tank (1447 lbs). Make adjustments with the
F/FULL adjustment as required.
(21) Set the test set to a nominal full capacitance value for the main tank as shown in Table 102. Check
the airframe log for an empty tank value and, if available, use that value in place of the values
given in Table 101.
(23) The indicator should read 1400 lbs.
NOTE: Check the empty and full adjustments made to the indicator to ensure accurate calibration.
(24) Place test set ON/OFF switch in the OFF position.
(25) Turn the battery master switch OFF.
(26) Open the appropriate fuel quantity circuit breakers.
(27) Disconnect the test set from the airplane's system.
(28) Restore the airplane to the original configuration.
I. Fuel Quantity Probe Bench Check

Should a fuel quantity probe become suspect as a result of the preceding checks, the following bench
check procedure must be performed on the probe prior to returning the probe to Hawker Beechcraft
Corporation.
Page 109
28-40-00 Nov 1/09
(1) Ensure that the ON/OFF switch on the test set is in the OFF position.
(4) Place the 200 (pF)/1000 (pF) switch to 200 (pF).
(5) Connect the probe adapter P/N 101-00814 to the PROBES socket on the test set.
(6) Connect the color-coded leads from the adapter to the matching color and threads of the probe
terminals as follows: L-YELLOW (10-32), S-RED (8-32), R-GREEN (6-32). Connect the ground
clip to the flange of the probe and place the shorting switch in the YES position.
NOTE: The grounding clip is not used when testing an integral tank probe that does not have a
flange. The shorting switch is still placed in the YES position.
(7) Place the ON/OFF switch on the test set in the ON position.
(8) Depress the PRESS TO READ CAP (pF) push button to read the probe capacitance on the LCD
allowing sufficient time for the LCD to stabilize.
(9) The probe capacitance value must be within the tolerance as specified by part number in
Table 103.
(10) If the probe capacitance is not within tolerance, the probe should be replaced.
(12) Place the INSULATION/SYSTEM switch in the IN nS position.
(14) Rotate the INS TEST POINT selector to LO-Z GND.
(15) Allow sufficient time for the LCD to stabilize: the LCD reading must be less than 50 nS.
(16) Rotate the INS TEST POINT selector to each of the remaining position, allowing sufficient time for
the LCD to stabilize in each position: all readings must be less than 50 nS, except in the SIG/RTN
position which will display and overrange indication (1---).
NOTE: An overrange indication should also be present in the LO-Z/RTN position if a

114-389001-17 probe is being tested.
(17) Should any of the preceding indications be inconsistent with the expected results, the probe
should be replaced.
(18) Place the ON/OFF switch on the test set in the OFF position and disconnect the test set adapter
from the probe.
Page 110
Nov 1/09 28-40-00
FUEL
28-40-00
200200
1. FUEL PROBE - INBOARD LEADING EDGE AND INBOARD AFT FUEL CELLS
A. Removal
(1) Remove the access cover over the fuel quantity probe (Ref. Figure 201).
cell.
(3) Disconnect the electrical leads at the three terminals on the side of the fuel quantity probe.
B. Installation
CAUTION: Handle the fuel quantity probe carefully, for damage to the surface of the probe tubes will
(1) Attach the lead wires to the fuel capacitance probe (Ref. Figure 201).
inch-pounds, then safety wire them.
NOTE: Install the free end of the bonding jumper under one of the probe mounting bolts.
(4) Install the cover over the fuel quantity probe and secure it in place with the attaching bolts.
(5) Perform EMPTY TANKS CALIBRATION (PREFERRED PROCEDURE) or FULL TANKS

CALIBRATION (ALTERNATE PROCEDURE ONLY) in 28-40-00, 101.
C. Installation - Collector Tank

CAUTION: Handle the fuel quantity probe carefully, for damage to the surface of the probe tube will
(1) Position the new gasket and fuel quantity probe in the opening in the collector tank (Ref. Figures
201 and 202).
(2) Connect the electrical lead to the fuel quantity probe.
(3) Install the attaching washers and bolts and safety wire.
(4) Install the large access cover on the bottom of the center section.

Page 201
28-40-00 Nov 1/13
2. FUEL PROBE - INTEGRAL (WET WING) FUEL CELL
A. Removal
(1) Drain the main fuel system.
(2) Remove the inboard access panel for the integral fuel cell from the underside of the wing
(Ref. 28-00-00 FUEL SYSTEM SCHEMATIC) (Ref. Chapter 6-50-00 WING ACCESS PANELS).
(3) Disconnect the interconnect at the inboard end of the fuel tank.
(4) Remove the access panel adjacent to the fuel quantity probe from the underside of the wing.
(5) Working through the access opening, disconnect the electrical wiring from the terminals on the
side of the fuel quantity probe. Disengage the leads from the strain relief clip on the probe.
CAUTION: Take precautions to avoid damaging the shielding around the wiring. Damage to the
shielding may change system capacitance.
(6) Remove the retaining clamp from the bottom and unsafety. Remove the retaining clip from the top
of the fuel capacitance probe, then remove the probe from the fuel cell.
B. Installation
(1) Insert the top of the fuel quantity probe into the retaining clip and safety wire the clip. Install the
clamp that anchors the bottom of the fuel quantity probe in place (Ref. Figure 201) (Ref. 28-00-00
FUEL SYSTEM SCHEMATIC).
(2) Connect the electrical leads to the terminals in accordance with the wiring diagram. Make sure that
the cables are secured under the strain relief clip of the probe.
CAUTION: Take precautions to avoid damaging the shielding around the wiring. Damage to the
shielding may change system capacitance.
(3) Connect the interconnect at the inboard end of the fuel tank.
(4) Install the access covers and gaskets on the underside of the wing (Ref. Chapter 6-50-00 WING
ACCESS PANELS).

Page 202
Nov 1/13 28-40-00
3. FUEL PROBE - CENTER SECTION
A. Removal
CAUTION: Handle the fuel quantity probe carefully, for damage to the surface of the probe tubes will
(1) Remove the small round cover adjacent to the fuselage to gain access to the inboard fuel quantity
probe of the center section fuel cell (Ref. Figure 201).
(2) Unsafety and remove the five mounting screws securing the jumper wire and capacitance probe in
(3) Remove the large oblong cover aft of the main spar on top of the center section to gain access to
the outboard center section fuel quantity probe.
B. Installation
(1) Insert the outboard fuel quantity probe into the oblong opening and secure in place with the
attaching bolts. Install the free end of the bonding jumper under one of the probe mounting bolts.
Torque the bolts to 25 ± 5 inch-pounds, then safety the bolts (Ref. Figure 201).
(2) Plug the connector of the electrical lead of the fuel quantity probe into the airplane wiring.
(3) Install the large oblong access cover on top of the center section.
(4) Insert the inboard fuel quantity probe into the small round access opening adjacent to the
fuselage.
(5) Secure in place with the attaching bolts. Install the free end of the bonding jumper under one of the
probe mounting bolts. Torque the bolts to 25 ± 5 inch-pounds and safety wire.
(6) Plug the connector of the electrical lead of the fuel quantity probe into the airplane wiring.
(7) Install the small round access cover, adjacent to the fuselage on top of the center section.

Page 203
28-40-00 Nov 1/13
4. FUEL PROBE - COLLECTOR TANK
A. Removal
(1) Remove the large access cover on the bottom of the center section (Ref. Figures 201 and 202).
(2) Disconnect the electrical connection to the fuel quantity probe.
(3) Unsafety and remove the five washers and bolts attaching the probe.
(4) Remove the probe from the collector tank.
B. Installation
(1) Position the new gasket and fuel quantity probe in the opening in the collector tank (Ref. Figures
201 and 202).
(2) Connect the electrical lead to the fuel quantity probe.
(3) Install the attaching washers and bolts and safety wire.
(4) Install the large access cover on the bottom of the center section.

Page 204
Nov 1/13 28-40-00
Figure 201
Fuel Quantity Probes and Fuel Level Sensors
Page 205
28-40-00 Nov 1/13
Figure 202
Fuel Quantity Probe and Fuel Level Sensor (Collector Tank)
Page 206
Nov 1/13 28-40-00
FUEL
FUEL LEVEL SENSORS
28-40-01
200200
1. PROCEDURES
A. Removal
(1) Drain all fuel from the airplane (Ref. Chapter 12-10-00).
NOTE: (UA-1 and After; UB-1 and After) The main tank sensor (Detail C), which operates the L
FUEL QTY or R FUEL QTY annunciator, may be accessed from the top of the wing. The
collector tank sensor (Detail D), which operates the L FUEL FEED or R FUEL FEED
annunciator, may be reached from the under side of the wing (Ref. Figures 201 and 202).
(UC-1 and After) The main tank sensor (Forward Detail B), which operates the L FUEL
QTY or R FUEL QTY annunciator, may be accessed by removing the lower panel (21) of
the leading edge cover (Ref. Chapter 06-00-00, Figure 11). The collector tank sensor (Aft
Detail B), which operates the L FUEL FEED or R FUEL FEED annunciator, may be
reached through the wheel well about even with wing access panel (2) (Ref. Figure 203).
(4) Disconnect the electrical plug from the sensor.
CAUTION: HANDLE THE SENSOR CAREFULLY; IF THE PRISM IS DAMAGED, THE SENSOR
WILL NOT OPERATE.
(5) Remove the bolts and washers from the sensor and remove the sensor from the tank. If the tank is
to be open for an extended period, cover the sensor port to prevent any contaminants from
entering the tank.
B. Installation
CAUTION: HANDLE THE SENSOR CAREFULLY; IF THE PRISM IS DAMAGED, THE SENSOR WILL
NOT OPERATE.
NOTE: Install an AN960-10L washer under the head of each attaching bolt and a NAS1598-3R
washer (lubricated with petroleum jelly) under each AN960-10L washer.
(1) Position the sensor and new gasket in the fuel tank and install the attaching bolts and washers
(Ref. Figure 201 and 202 for UA-1 and After; UB-1 and After) (Ref. Figure 203 for UC-1 and After).
(2) Torque the bolts to a value of 20 to 30 inch-pounds.
(3) Connect the electrical harness to the sensor.
(4) Refuel the airplane and carefully check the installation for leaks and seepage.
(6) Install all removed access panels.
Page 201
28-40-01 Nov 1/09
C. Functional Test
(1) Perform the FUEL LEVEL SENSOR REMOVAL procedure in this section.
(2) Connect the electrical connector to the low fuel quantity sensor.
(4) Connect external electrical power to the airplane (Ref. Chapter 24-40-00).
(7) Position one person in the flight compartment and one at the low fuel quantity sensor.
(8) Observe the affected annunciator is illuminated (i.e. L FUEL QTY, R FUEL QTY, L FUEL FEED or
R FUEL FEED).
NOTE: The container should be a solid container that will block light with a lid that has a suitable
hole that will allow just the sensor to fit.
(9) Submerge the sensor into a container with at least two inches of fuel.
(10) The annunciator should extinguish within a few seconds.
(11) With the sensor submerged, press and hold the PRESS TO TEST switch on the annunciator. The
annunciator should illuminate within a few seconds.
(12) Release the PRESS TO TEST switch. The annunciator should extinguish within a few seconds.
(13) While observing the annunciator remove the sensor from the container. The annunciator should
illuminate within a few seconds.
(14) If any of the above requirements are not met, troubleshoot the system.
(15) If all the above checks are satisfactory perform the FUEL LEVEL SENSOR INSTALLATION
(16) Select the EXT PWR switch to the off position.
2. FUEL QUANTITY INDICATOR

Refer to the Chapter 39-10-00 FUEL CONTROL PANEL SECTION AND COMPONENT REMOVAL for
the removal and installation of the indicator.
Refer to the INDICATOR CALIBRATION in the Troubleshooting section for Fuel Quantity Indicator
Calibration checks (Ref. 28-40-00).
Page 202
Nov 1/09 28-40-01
Figure 201
Fuel Quantity Probes and Fuel Level Sensors
Page 203
28-40-01 Nov 1/09
Figure 202
Fuel Quantity Probe and Fuel Level Sensor (Collector Tank)
Page 204
Nov 1/09 28-40-01
FUEL WALL
STRUCTURE
A
15-423 GASKET
LOW LEVEL
SENSOR UNIT
NAS1598-3R WASHER
MS 20073-03-05 BOLT
NOTE
INSTALL AN960-10L WASHER
UNDER BOLT HEAD. APPLY
AN960-10L WASHER
PETROLEUM JELLY TO THE
NAS 1598-3R WASHER. TORQUE
THE BOLTS TO A TORQUE
VALUE OF 20 TO 30 INCH-POUNDS
DETAIL B
LEADING EDGE COVER
PANEL #2
DETAIL A UC28B
VIEW LOOKING DOWN AT LEFT WING 084424AA.AI
Figure 203
Low Level Sensor Installation (UC-1 and After)
Page 205
28-40-01 Nov 1/09
FUEL
28-41-00

00
1. GENERAL
A. Capacitance Fuel Quantity Indicating System

The fuel indicating system is a capacitance type that is compensated for specific gravity and reads in
pounds on a linear scale. Electronic circuits in the system process the signals from the fuel quantity
(capacitance) probes in the fuel tanks for an accurate reporting of fuel quantity (Ref. Figure 1). Each
side of the airplane has an independent gaging system with five probes strategically located in various
areas of the main tank, one in the collector tank and two in the auxiliary tank.
Fuel density and dielectric constant vary with respect to temperature, fuel type and fuel batch. The
capacitance gaging system is designed to sense and compensate for these variables. The fuel quantity
probe is simply a variable capacitor comprised of two concentric tubes. The inner tube is profiled by
changing the tube diameter so that the capacitance between the inner and outer tube is proportional to
the tank volume. The tubes serve as fixed electrodes and the fuel between the tubes acts as the
dielectric for the probe. The capacitance of the fuel quantity probe varies with respect to changes in the
dielectric that results from the ratio of fuel to air in the fuel cell. As the fuel level between the inner and
outer tubes rises, air with a dielectric constant of one is replaced by fuel with a dielectric constant of
approximately two, thus increasing the capacitance of the fuel quantity probe. This variation in the
volume of fuel contained in the fuel cell produces a capacitance variation that is a linear function of that
volume. This function is converted to a linear current that energizes the fuel quantity indicator.
Capacitance fuel probes are designed to produce a capacitance variation that is linear in relation to
variation in weight, even though the weight is nonlinear with respect to the fuel level. By varying the
capacitance per inch, the nonlinear level signal is changed to a linear function. In addition to its
capacitance sensing tubes, each fuel quantity probe contains a small circuit network that produces an
output current whose average value is directly proportional to fuel level, while automatically
compensating for fuel temperature density variations. The ensuing signal is further processed by a DC
amplifier inside the indicator, which contains a potentiometer for adjusting the “FULL” and “EMPTY”
settings. The DC amplifier controls response time and drives a D'Arsonval type meter on Gull Airborne
indicators or a servo-type meter on Ragen Data Systems indicators.
Correct operation of the capacitance fuel quantity indicating system depends on proper system
connections. These connections should be thoroughly inspected before performing other maintenance
procedures. For detailed system checks and calibration, refer to FUEL QUANTITY INDICATING -
TROUBLESHOOTING in this Chapter.
B. Low Fuel Quantity Warning System

Sensors in the inboard wall of the main tank provide low fuel quantity notification when the fuel quantity
drops below the sensing element prism. When the prism is not submerged, the probe triggers current to
the appropriate annunciator light. Sensors in the collector tank area of the main tank provide the signal
for the low fuel feed annunciator light in the same manner. The system may be functionally tested by
pressing the test switch mounted adjacent to the annunciator panel (Ref. Figure 2).
The low fuel quantity sensors and the low fuel feed sensors are connected electrically in parallel at the
28 vdc in, test signal, and ground leads. The 28 vdc out leads are connected individually to their
respective annunciator circuits. Five-ampere circuit breakers provide operating current for the RH and
LH systems.
Page 1
28-41-00 Nov 1/09
The low fuel quantity sensors operate on a principal that allows a light produced within the sensor by a
reference light source to pass through a prism on the tip of the sensor when the probe is submerged in
fuel. When the prism is not submerged, the light is reflected back, off the prism bevel and back into the
probe. The reflecting light is then sensed by a light sensitive transistor which triggers the current for the
appropriate annunciator light.
An integral self-test circuit provides for functionally testing the sensor and its associated circuitry by
energizing a test light source in the probe. The test light is positioned to shine into the light-sensitive
transistor even when the probe is submersed in fuel. When the warning annunciator test switch is
pressed, illumination of the annunciators is not immediate because of a time delay built into the circuitry.
The time delay is designed to allow up to a 4 second delay before the annunciator light is activated. The
time delay feature prevents false cycling of the annunciator light when the fuel is moving around in the
wing.
Circuit failures within the sensor will always be in the ON mode; therefore, a false annunciator will result
if the circuit fails. A failure of the reference light source will cause the light sensitive transistor to be
biased, allowing it to conduct and resulting in a false annunciation.
Page 2
Nov 1/09 28-41-00
Figure 1
Fuel Quantity Indicating Schematic
Page 3
28-41-00 Nov 1/09
Page 4
Nov 1/09 28-41-00
Figure 2
Low Fuel Quantity Warning Block Diagram
Page 5
28-41-00 Nov 1/09
FUEL
TROUBLESHOOTING
100100
1. PROCEDURES
When the low fuel quantity indicating system fails to test, a complete check of the system wiring is indicated.
Once the technician is satisfied as to the integrity of the system wiring, the fault may be assumed to be in the
sensor, and the inoperative sensor may be replaced according to the procedure under FUEL QUANTITY
INDICATING - MAINTENANCE PRACTICES.
NOTE: No adjustments or repairs can be made to the sensor; therefore, an improperly operating sensor
must be replaced.
A. System Insulation Check

NOTE: Connect a regulated 28 vdc external power supply to the airplane when troubleshooting or
calibrating. This test procedure may be performed with full, partially full or empty tanks. Display
readings are presented in nano Siemens (nS), equivalent megohms are derived by dividing
1000 by the LCD display reading: 1000/ 50 nS = 20 Megohms. These checks are identical for
left and right fuel systems.
(1) Locate the Fuel Quantity Test Set (14, Table 7, Chapter 91-00-00) conveniently for the procedures
that follow.
CAUTION: Power to the airplane must be off when lowering or raising the fuel control panel to
preclude the possibility of shorting any wiring connections to ground.
(3) Ensure that the battery switch is OFF.
(7) Disconnect the airplane's harness from the fuel quantity indicator.
(8) Connect the test set to the airplane’s harness.
NOTE: Do not connect the test set to the fuel quantity indicator.
(13) Place the ON/OFF switch to ON and allow sufficient time for the LCD to stabilize.
Page 101
28-41-00 Nov 1/09
except in the SIG/RTN position which will show an overrange indication (1---).
(16) Rotate the INS TEST POINTS selector to RTN/SIG.
(17) Close the fuel system circuit breakers that were opened in Step (4).
(18) Turn the battery master switch to ON. The maximum time delay from power OFF to power ON is
10 seconds.
with the same exceptions as previously noted. Due to continuity through the diodes inside the
probe, when the test set detects a short from RTN to GND, that short will also be seen as a short
from SIG to GND.
(20) Set the fuel select switch to AUX. Repeat Steps (11) through (19).
(21) When any of the above checks are out of tolerance, isolate the airplane's wire harness from the
probe wire harnesses. The main tank wire harness connectors are behind access panel 21 and
the auxiliary tank wire harness connectors are behind panel 25. Refer to Chapter 6-50-00 WING
ACCESS PANELS illustration in the Dimensions and Areas section.
(22) Repeat Steps (9) through (19). Acceptable readings are 5 nS or less. If the insulation readings are
acceptable, the fault lies in the main tank wire harness to the probes. If not, the fault is in the
airplane's wire harness between the indicator in the cockpit out to the wing.
(23) Perform PROBE INSULATION TEST when any faults have been isolated to the probe wire
harnesses.
NOTE: The results of the preceding checks must be within the stated limits. If any results are
slightly outside of these limits, repeat the entire procedure to ensure that failure of the
checks was not due to human error.
(24) Turn the test set OFF and disconnect the test set.
(25) Connect the airplane's wire harnesses to the original configuration.
B. Probe Insulation Test

The probe insulation check may be performed with the fuel tanks full, partially full or empty.
area of the access panels for the main tank wire harness connectors.
Page 102
Nov 1/09 28-41-00
(5) Disconnect the probe wire harnesses from the airplane's wire harness. The main tank wire
harness connectors are behind access panel 21 and the auxiliary wire harness connectors are
behind access panel 25. Refer to Chapter 6-50-00 WING ACCESS PANELS illustration in the
(7) Connect the Probe Selector Unit (15, Table 7, Chapter 91-00-00) (Ref. Figure 101) to the bulkhead
connector of the main tank wire harness and to the bulkhead connector of the auxiliary tank wire
harness.
(12) Set the probe selector ALL/EACH toggle switch to ALL.
(13) Set the probe selector MAIN/AUX toggle switch to MAIN.
(14) Place the test set ON/OFF switch in ON and allow sufficient time for the LCD to stabilize.
(16) Rotate the INS TEST POINTS selector to its remaining positions, allowing sufficient time for the
LCD to stabilize in each position: the SIG/RTN position should show an overrange indication (1---);
all others should indicate less than 50 nS.
(17) Set the probe selector ALL/EACH toggle switch to EACH.
(18) Using the switch on the selector unit, select each individual probe and repeat Steps (10) through
(15): the reading for each probe should be less than 50 nS, and the total readings for all the probes
must not exceed 50 nS except in the SIG/RTN position, which should show an overrange
indication.
(19) Set the fuel select switch to AUX.
(20) Set the probe selector MAIN/AUX toggle switch to AUX.
(21) Set the probe selector BOTH/EACH toggle switch to BOTH.
(22) Repeat Steps (11) and (14) through (16) to read the insulation values of the auxiliary tank probe
harness.
(23) Set the probe selector BOTH/EACH toggle switch to EACH and repeat Step (18).
(24) Should any probe be out of tolerance, that probe or its associated wiring to the bulkhead connector
must be replaced.
Page 103
28-41-00 Nov 1/09
(25) Once the fault has been isolated and corrected, the applicable portion of the preceding checks
should be repeated to ensure fault correction.
NOTE: If any component has been changed, perform the SYSTEM CAPACITANCE CHECKS
and INDICATOR CALIBRATION procedures in this section.
(26) Place the test set ON/OFF switch in the OFF position, and restore the airplane to its original
condition.
Page 104
Nov 1/09 28-41-00
Figure 101
Probe Selector Unit
Page 105
28-41-00 Nov 1/09
C. System Capacitance Check

The following checks must be performed with the airplane's fuel tanks either completely empty or
completely full.
(1) Locate the Fuel Quantity Test Set (14, Table 7, Chapter 91-00-00) convenient to the indicator for
these checks.
(2) Ensure that the ON/OFF switch on the test set is in the OFF position.
(3) Ensure that the battery master switch is off.
(5) Place the fuel select switch to MAIN.
(6) Gain access to fuel quantity indicator.
(7) Disconnect the fuel quantity indicator harness from the rear of the indicator.
(8) Connect the test set with the ACFT connector to the indicator harness.
NOTE: Do not connect the IND connector to the fuel quantity indicator.
(9) Rotate the TEST FUNCTION selector on the test set to PROBES.
(12) Place the shorting switch to the YES position.
(13) Place 200 pF/1000 pF switch to the 200 pF position if tanks are empty or to the 1000 pF position if
the tanks are full.
(14) Place the test set ON/OFF switch to ON.
(15) Press and hold the PRESS TO READ CAP (pF) push button: the reading should be within the
range shown in Table 101 or Table 102. Record these empty and full capacitance values in the
(16) Place the fuel select switch to AUX.
(17) Press and hold the PRESS TO READ CAP (pF) push button: the reading should be within the
range shown in Table 101 or Table 102. Record these empty and full capacitance values in the
(18) If the system capacitance is out of tolerance, perform the PROBE CAPACITANCE CHECK.
(19) Place the test set ON/OFF switch in the OFF position and disconnect the test set from the indicator
harness.
Page 106
Nov 1/09 28-41-00
D. Probe Capacitance Check

(4) Locate the Fuel Quantity Test Set (14, Table 7, Chapter 91-00-00) and Probe Selector Unit
(15, Table 7, Chapter 91-00-00) conveniently for working in the area of the access panels for the
main tank wire harness connectors and the auxiliary tank wire harness connectors.
harness connectors are behind access panel 21, and the auxiliary tank wire harness connectors
are behind panel 25. Refer to Chapter 6-50-00 WING ACCESS PANELS illustration in the
(7) Connect the probe selector unit to the bulkhead connector of the main tank wire harness and to
the bulkhead connector of the auxiliary tank wire harness.
(9) Rotate TEST FUNCTION selector to PROBES.
(10) Place INSULATION/SYSTEM switch to SYSTEM.
(11) Place MAIN/TOT-AUX/NAC to MAIN/TOT.
(12) Place 200 pF/1000 pF switch to 200 pF if the tanks are empty or to 1000 pF if the tanks are full.
(13) Set probe selector ALL/EACH switch to ALL and set the probe selector MAIN/AUX switch to MAIN.
(14) Place test set ON/OFF switch in the ON position.
(15) Press and hold PRESS TO READ pF push button: the reading should be within the ranges shown
in Tables 101 and 102. Record these empty and full capacitance values in the airframe log for
future reference.
(16) Release PRESS TO READ pF push button.
(17) Place 200 pF/1000 pF switch to 200 pF.
(18) Set probe selector ALL/EACH switch to EACH.
(19) Rotate selector switch to each probe position and measure the capacitance of the individual
probes: the capacitance readings should be within the values listed in Table 103; otherwise,
replace the out of tolerance probe or its associated wiring, then repeat the appropriate checks to
confirm that the fault has been corrected.
(20) Set fuel select switch to AUX.
Page 107
28-41-00 Nov 1/09
(21) Set probe selector BOTH/EACH switch to BOTH and set the probe selector MAIN/AUX switch to
AUX.
(22) Repeat Steps (9) through (12) and (14) through (17).
(23) Set probe selector BOTH/EACH switch to EACH and repeat Step (19).
NOTE: If any component or components have been replaced, perform the SYSTEM
CAPACITANCE CHECK and INDICATOR CALIBRATION procedures in this section.
Page 108
Nov 1/09 28-41-00
Table 101
EMPTY SYSTEM CAPACITANCE VALUES
Main Tank Auxiliary Tank
Nom Min Max Nom Min Max
159.3 156.3 162.2 64.1 63.1 65.1
Table 102
FULL SYSTEM CAPACITANCE VALUES
Main Tank Auxiliary Tank
Nom Min Max Nom Min Max
295.6 292.6 298.6 115.2 114.2 116.2
Table 103
INDIVIDUAL PROBE CAPACITANCE VALUES
Empty Tanks Full Tanks
Probe Location Probe P/N Min Max Min Max
WS 41.85 (Aux) 118-389004-41 36.6 37.6 66.0 67.0
WS 79.65 (Aux) 118-389004-43 26.5 27.5 48.2 49.2
WS 114.25 118-389004-45 6.7 7.7 13.8 14.8
WS 135.86 118-389004-13 48.2 49.3 90.5 91.5
WS 171.29 118-389004-47 23.6 24.6 42.2 43.2
WS 194.85 118-389004-21 23.0 24.0 43.0 44.0
WS 223.49 118-389004-25 28.6 29.6 52.6 53.6
WS 276.01 118-389004-49 26.4 27.4 50.5 51.5
Table 104
CAPACITANCE SIMULATION VALUES - MAIN TANK
0 lbs 300 lbs 600 lbs 900 lbs 1200 lbs 1600 lbs
159.4 184.8 210.3 235.7 261.1 295.0
Table 105
CAPACITANCE SIMULATION VALUES - AUXILIARY TANK
EMPTY ---- ---- --- ---- FULL
64.1 ---- ---- --- ---- 115.2
Page 109
28-41-00 Nov 1/09
E. Setting Capacitance Simulation

When performing the indicator linearity check or calibrating the indicator, the Fuel Quantity Test Set
(14, Table 7, Chapter 91-00-00) uses the airplane's 28 volts and it's circuitry to simulate a capacitance
for the indicator to read. This value is shown on the indicator face as a fuel quantity. During a bench test
the procedures for simulating capacitance is the same, the only difference being that an auxiliary 28 vdc
power supply is used in lieu of the airplane's power. Use these procedures and Tables 104 and 105 as
required to set capacitance values for checking and calibrating the indicator.
NOTE: Connect the test set ACFT connector to the airplane’s wire harness and the IND connector to
the indicator.
(1) Set the TEST FUNCTION selector switch to CAP SIM CAL (NORM SYS).
(2) Set the INSULATION/SYSTEM switch to SYSTEM.
(3) Set the MAIN/TOT-AUX/NAC switch to MAIN/TOT.
(4) Set the shorting switch to NO.
(5) Set the pF switch to 200 for values from 0 to 200 pF or in the 1000 pF position for values over 200.
(6) Turn the test set ON.
(7) Set the CAP SIM (pF) 100's and 10's thumb wheels to the desired capacitance value to be
simulated.
(8) Press and hold the PRESS TO READ CAP (pF) button to read the capacitance in the LCD.
(9) Use the trimmer control to fine adjust the capacitance setting.
(10) Set the TEST FUNCTION switch to IND AMP.
(11) Turn on the battery switch and apply auxiliary power (28 vdc) to airplane.
(12) The fuel quantity indicator will read the capacitance simulated by the test set and display a fuel
quantity in pounds.
F. Indicator Linearity Check

The following linearity check may be performed on the fuel quantity indicator with the fuel tanks full,
partially full or empty.
(2) Locate the Fuel Quantity Test Set (14, Table 7, Chapter 91-00-00) convenient to the fuel control
panel on the pilot's sidewall.
(3) Open the appropriate fuel quantity system circuit breakers.
(5) Connect the test set ACFT connector to the indicator wire harness and the IND connector to the
indicator.
Page 110
Nov 1/09 28-41-00
(7) Use the SETTING CAPACITANCE SIMULATION procedures in this section, to set the test set to
the values shown in Table 104.
(8) Set the indicator needle deflection, using the EMP 1/E1 or E adjustment, for each required quantity
shown in Table 104.
(9) Set the fuel select switch to AUX and check the empty and full readings of the indicator in
accordance with the values in Table 105.
(10) Set the indicator needle deflection by using the EMP 1/E1 or E adjustment to the required quantity.
(11) If the indicator will not adjust to the required quantity reading for the capacitance simulated, it must
be replaced.
(13) Turn the test set OFF.
(14) Disconnect the test set.
(15) Connect the airplane's wire harness to the indicator and return the airplane to the original
configuration.
G. Indicator Calibration
The fuel quantity indicator may be calibrated with the fuel tanks either completely empty (undrainable
fuel only) or completely full; however, the preferred procedure is to calibrate the indicator with the tanks
completely empty.
While calibrating the indicator with empty tanks is more reliable than the alternate procedure, the
accuracy of the alternate procedure (full tanks) can be appreciably enhanced if the empty-tanks value is
known. It is recommended that when the empty capacitance value is determined, it should be recorded
in the airframe log for future use in calibrating.
The preferred procedure (undrainable fuel only) makes use of the actual empty-tank value in adjusting
the zero indication. The alternate procedure (full tanks) applies a nominal empty-tank value to the
system by the test set for the zero indication.
Both procedures will be outlined in the following text; however, it must be remembered that the alternate
procedure is a stop-gap procedure only and the system should be recalibrated using the preferred
procedure at the earliest convenience of the operator.
H. Empty Tanks Calibration (Preferred Procedure)

(1) Defuel the airplane and drain sumps.
cockpit.
Page 111
28-41-00 Nov 1/09
NOTE: There are two different indicators which may be installed in the 1900 Series Airplanes: one
type of indicator has a power-off dot below the “0” graduation.
(16) The fuel quantity indicator needle should rest between the “0” indication and the power-off dot on
indicators which have the power-off dot, or the needle should rest approximately one needle width
below the “0” indication on indicators without the power-off dot. Should the indication be
inconsistent with the preceding guidelines, adjust the EMP 1/E1 or E/EMP adjustment on the back
of the indicator.
(17) Set the fuel select switch to AUX. The indicator should read “0”. Make adjustments as required
using the on E2/EMP 2 adjustment on the back of the indicator.
(18) Set the fuel select switch back to MAIN.
(19) Use the procedures in SETTING CAPACITANCE SIMULATION to set a capacitance value on the
test set as follows: ADD CAP = 135.9 pF.
(20) Rotate the TEST FUNCTION selector to ADD CAP.
(21) The value set on the test set is added to the current empty tank reading which will simulate a full
tank. Adjust the F/FULL adjustment on the indicator to read the maximum fuel quantities shown in
Table 104.
NOTE: Check empty and full adjustments made to the indicator to ensure accurate calibration.
(23) Turn the ON/OFF switch on the test set OFF and disconnect the test set from the airplane's
system.
Page 112
Nov 1/09 28-41-00
I. Full Tanks Calibration (Alternate Procedure Only)

NOTE: With tanks FULL use Steps (1) through (23), then (26) to end. When tanks are PARTIALLY
FULL use Steps (1) through (22), then Steps (24) to end.
cockpit.
(15) Set the test set to a nominal empty capacitance value for the main tank as shown in Table 101.
Check the airframe log for an empty tank value and, if available, use that value in place of the
values given in Table 101.
(18) The indicator needle should indicate between the “0” position and the power-off dot for indicators
with the power-off dot or approximately one needle width below the “0” indication on indicators
without the power-off dot. Should the indicator reading be inconsistent with the preceding guide
lines, adjust the EMP 1/E1 or E/EMP adjustment on the back of the indicator.
(19) Set the fuel select switch to AUX and set the test set to a nominal empty capacitance value for the
auxiliary tank (Ref. Table 101). Check the airframe log for an empty tank value and, if available,
use that value in place of the values given in Table 101. The indicator should read “0”. Make
adjustments as required in accordance with the previous Step.
Page 113
28-41-00 Nov 1/09
(21) Rotate the TEST FUNCTION switch to CAP SIM CAL (NORMAL SYS).
(22) The indicator should read the maximum value for a full tank (1637 pounds). Make adjustments
with the F/FULL adjustment as required.
(23) Set the test set to a nominal full capacitance value for the main tank as shown in Table 102. Check
the airframe log for an empty tank value and, if available, use that value in place of the values
given in Table 101.
(25) The indicator should read 1600 lbs.
NOTE: Check the empty and full adjustments made to the indicator to ensure accurate calibration.
(26) Place test set ON/OFF switch in the OFF position.
(27) Turn the battery master switch OFF.
(28) Open the appropriate fuel quantity circuit breakers.
(29) Disconnect the test set from the airplane's system.
J. Fuel Quantity Probe Bench Check

Should a fuel quantity probe become suspect as a result of the preceding checks, the following bench
check procedure must be performed on the probe prior to returning the probe to Hawker Beechcraft
Corporation.
(1) Ensure that the ON/OFF switch on the Fuel Quantity Test Set (14, Table 7, Chapter 91-00-00) is in
the OFF position.
(4) Place the 200 (pF)/1000 (pF) switch to 200 (pF).
(5) Connect the Probe Adapter (16, Table 7, Chapter 91-00-00) to the PROBES socket on the test
set.
(6) Connect the color-coded leads from the adapter to the matching color and threads of the probe
terminals as follows: L-YELLOW (10-32), S-RED (8-32), R-GREEN (6-32). Connect the ground
clip to the flange of the probe and place the shorting switch in the YES position.
NOTE: The grounding clip is not used when testing an integral tank probe that does not have a
flange. The shorting switch is still placed in the YES position.
(7) Place the ON/OFF switch on the test set in the ON position.
(8) Press the PRESS TO READ CAP (pF) push button to read the probe capacitance on the LCD
allowing sufficient time for the LCD to stabilize.
Page 114
Nov 1/09 28-41-00
(9) The probe capacitance value must be within the tolerance as specified, by part number in Table
103.
(10) If the probe capacitance is not within tolerance, the probe should be replaced.
(12) Place the INSULATION/SYSTEM switch in the IN nS position.
(14) Rotate the INS TEST POINT selector to LO-Z GND.
(15) Allow sufficient time for the LCD to stabilize: the LCD reading must be less than 50 nS.
(16) Rotate the INS TEST POINT selector to each of the remaining position allowing sufficient time for
the LCD to stabilize in each position: all readings must be less than 50 nS except in the SIG/RTN
position which will display and overrange indication (1---).
(17) Should any of the preceding indications be inconsistent with the expected results, the probe
should be replaced.
(18) Place the ON/OFF switch on the test set in the OFF position and disconnect the test set adapter
from the probe.
Page 115
28-41-00 Nov 1/09
FUEL
28-41-00
200200
1. FUEL PROBE
A. Removal
(1) Drain the fuel from the airplane.
CAUTION: DO NOT remove or attempt to remove any of the lower wing access panels until it is
certain that all fuel has been drained from the wings.
(3) Remove the appropriate access cover that allows access to the probe that is to be removed
(Ref. Figure 201).
(4) Unsnap and loosen the clamps securing the probe to the mounting brackets.
(5) Disconnect the electrical harness attached to the probe terminal block.
(6) Remove the probe from the tank.
B. Installation
CAUTION: Handle the fuel quantity probe carefully. Damage to the surface of the probe may destroy
the accuracy.
(1) Connect the wiring to the fuel probe terminal block.
(2) Position the probe in the mounting bracket clamps.
(3) Assure that the clamps are in position around the probe collars and lock the clamp levers.
(4) Install the access cover with a new packing.

Page 201
28-41-00 Nov 1/13
Figure 201
Fuel Quantity Probe Installation
Page 202
Nov 1/13 28-41-00
FUEL
FUEL LEVEL AND LOW FUEL QUANTITY SENSORS (UC-1 AND AFTER)
28-41-01
200200
1. LOW FUEL QUANTITY SENSOR
A. Removal
(1) Drain all fuel from the airplane (Ref. Chapter 12-10-00).
NOTE: The main tank sensor (Forward Detail B), which operates the L FUEL QTY or R FUEL
QTY annunciator, may be accessed by removing the lower panel (21) of the leading edge
cover (Ref. Chapter 6-50-00, Figure 11). The collector tank sensor (Aft Detail B), which
operates the L FUEL FEED or R FUEL FEED annunciator, may be reached through the
wheel well about even with wing access panel (2) (Ref. Figure 201).
(4) Disconnect the electrical plug from the sensor.
CAUTION: Handle the sensor carefully; if the prism is damaged, the sensor will not operate.
(5) Remove the bolts and washers from the sensor and remove the sensor from the tank. If the tank is
to be open for an extended period, cover the sensor port to prevent any contaminants from
entering the tank.
B. Installation
CAUTION: Handle the sensor carefully; if the prism is damaged, the sensor will not operate.
NOTE: Install an AN960-10L washer under the head of each attaching bolt and a NAS1598-3R
washer (lubricated with petroleum jelly) under each AN960-10L washer.
(1) Position the sensor and new gasket in the fuel tank and install the attaching bolts and washers
(Ref. Figure 201).
(2) Torque the bolts to a value of 20 to 30 inch-pounds.
(3) Connect the electrical harness to the sensor.
(4) Refuel the airplane and carefully check the installation for leaks and seepage.
(6) Install all removed access panels.
2. FUEL LEVEL SENSOR
A. Functional Test
(1) Perform the FUEL LEVEL SENSOR REMOVAL procedure in this section.
Page 201
28-41-01 Nov 1/09
(2) Connect the electrical connector to the low fuel quantity sensor.
(4) Connect external electrical power to the airplane (Ref. Chapter 24-40-00).
(7) Position one person in the flight compartment and one at the low fuel quantity sensor.
(8) Observe the affected annunciator is illuminated (i.e. L FUEL QTY, R FUEL QTY, L FUEL FEED or
R FUEL FEED).
(9) Submerge the sensor into a container with at least two inches of fuel.
(10) The annunciator should extinguish within a few seconds.
annunciator should illuminate within a few seconds.
(15) If all the above checks are satisfactory perform the FUEL LEVEL SENSOR INSTALLATION
(16) Select the EXT PWR switch to the off position.
3. FUEL QUANTITY INDICATOR

Refer to the Chapter 39-10-00 FUEL CONTROL PANEL SECTION AND COMPONENT REMOVAL for
the removal and installation of the indicator.
Refer to the INDICATOR CALIBRATION in the Troubleshooting section for Fuel Quantity Indicator
Calibration checks.
Page 202
Nov 1/09 28-41-01
FUEL WALL
STRUCTURE
A
15-423 GASKET
LOW LEVEL
SENSOR UNIT
NAS1598-3R WASHER
MS 20073-03-05 BOLT
NOTE
INSTALL AN960-10L WASHER
UNDER BOLT HEAD. APPLY
AN960-10L WASHER
PETROLEUM JELLY TO THE
NAS 1598-3R WASHER. TORQUE
THE BOLTS TO A TORQUE
VALUE OF 20 TO 30 INCH-POUNDS
DETAIL B
LEADING EDGE COVER
PANEL #2
DETAIL A UC28B
VIEW LOOKING DOWN AT LEFT WING 084424AA.AI
Figure 201
Low Fuel Quantity Sensor Installation
Page 203
28-41-01 Nov 1/09
Model 1900/1900C Airliner
(UA-1 and After)
(UB-1 and After)
(UC-1 and After)
Maintenance Manual
Volume 2
Chapter 30 thru Chapter 91
Copyright © 2017 Beechcraft Corporation. All rights reserved. Hawker and Beechcraft are trademarks of
Beechcraft Corporation.
P/N 114-590021-7 P/N 114-590021-7C12

Issued: November 12, 1982 Revised: January 1, 2017
Published by
Beechcraft Corporation
P.O. Box 85
Wichita, Kansas
67201-0085 USA
The export of these commodities, technology or software are subject to the US Export
Administration Regulations. Diversion contrary to US law is prohibited. For guidance on export
control requirements, contact the Commerce Department’s Bureau of Export Administration at
202-482-4811 or visit the US Department of Commerce website.
REV4, 4/20/07
CHAPTER 30 - ICE AND RAIN PROTECTION

TABLE OF CONTENTS
SUBJECT PAGE
GENERAL INFORMATION
30-00-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
BRAKE DEICE SYSTEM
30-01-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
AIRFOIL
30-10-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Surface Deicer System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Surface Deicer Boot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Surface Deicer Fast Boots Removal and Installation
(Pressure Sensitive Adhesion) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Shortened 1300L Dry Time For Standard Pneumatic Deicers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Test Control Strips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Adhesion Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Boot Acceptability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Surface Deicer Boot Age Master and Icex Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Surface Deicer Boot Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Resurfacing Deicer Boots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Scuff Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Tube Area Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Loose Surface Ply In Non-Inflatable Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Loose Surface Ply In Tube Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Fabric Back Ply Damage During Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Surface Deicer Operational Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
With Engines Operating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Without Engines Operating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Bleed Air Pressure Regulator Relief Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Vacuum Regulator Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Page 1
CHAPTER 30 - ICE AND RAIN PROTECTION

SUBJECT PAGE
AIR INTAKES
30-20-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Engine Air Inlet Lip Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Inertial Separation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Air Intake Anti-ice Lip
(UA-1 and After, UB-1 thru UB-60 Without Kit No. 114-9014-1 S Installed) . . . . . . . . . . . . . . . . . . . . . . 201
Air Intake Anti-ice Lip
(UB-61 and After, UC-1 and After and Airplanes With Kit No. 114-9014-1 S Installed) . . . . . . . . . . . . . . 201
Engine Air Inlet Anti-Ice Lip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Crack Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Inertial Anti-icing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Rigging the Engine Inertial Anti-Icing Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
WINDOWS AND WINDSHIELDS
30-40-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Windshield Anti-Ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Windshield Wiper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Windshield Heating Elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Resistance Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Windshield Wiper Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Windshield Wiper Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Windshield Wiper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
PROPELLER
30-60-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Propeller Electric Deicer System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Propeller Deicer Boot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Propeller Deice Ammeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Propeller Deicer Boot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 2

CH-SE-SU PAGE DATE
30-LOEP 1 Nov 1/12
30-CONTENTS 1 and 2 Nov 1/12
30-00-00 1 Nov 1/09
30-01-00 1 Nov 1/09
30-10-00 1 thru 3 Nov 1/09
101 and 102 Nov 1/09
201 thru 212 Nov 1/09
30-20-00 1 Nov 1/09
201 thru 206 Nov 1/09
30-40-00 1 Nov 1/09
201 thru 206 Nov 1/09
30-60-00 1 and 2 Nov 1/09
101 Nov 1/12
201 Nov 1/12
30-LOEP Page 1
Nov 1/12
ICE AND RAIN PROTECTION

GENERAL INFORMATION
30-00-00

00
1. GENERAL
The airplane is equipped with a variety of ice and rain protection systems that can be utilized during operation
under inclement weather conditions. Electrical heating elements embedded in the windshield provide
adequate protection against the formation of ice while air from the cabin heating systems prevents fogging to
ensure visibility during operation under icing conditions. Heavy duty windshield wipers for both the pilot and
copilot provide further visibility during rainy flight conditions. Pneumatic deicer boots on the wings, the
stabilons, and the horizontal stabilizers prevent the formation of ice during flight. Regulated bleed air pressure
and vacuum are cycled to the pneumatic boots for the inflation-deflation cycle. The selector switch that
controls the system permits automatic single cycle operation or manual operation.
Ice protection for the engine is provided by an inertial separation system utilizing a moveable vane and
bypass door actuated through an electric actuator for each engine. When icing conditions are encountered,
the moveable vane and ice bypass door are lowered into the inlet airstream to induce an abrupt turn in the
airflow before entering the engine plenum. The heavy ice-laden air is then discharged overboard through a
bypass duct in the lower cowling at the aft end of the air duct while directing the lighter ice-free air into the
engine plenum. The lip around each engine air inlet is heated by hot exhaust gases to prevent the formation
of ice. The system is functioning anytime the engine is running and does not require any crew action. The
propellers are protected against icing by electrothermal boots on each blade that automatically cycle upon
actuation. Heat from the boots reduces the grip of the ice, which is then removed by the centrifugal effect of
the propeller rotation and the blast of the air stream.
Engine bleed air is routed by a hose through a solenoid operated shutoff valve to a distributor manifold that
directs the hot air to the brakes for deicing. A heating element in each pitot mast and alternate static button
prevents them from becoming clogged with ice. The heating elements are connected into the airplane
electrical system. Two circuit breaker switches on the left subpanel control the heating elements.
Page 1
30-00-00 Nov 1/09

BRAKE DEICE SYSTEM
30-01-00

00
1. GENERAL
The heated air for brake deicing is supplied by bleeding air from the compressor of each engine. This engine
bleed air is routed by a line on the left side of each nacelle to a solenoid operated shutoff valve in the center
of the firewall. From the shutoff valve, bleed air is routed through a hose secured to the aft side of the landing
gear strut and down to a distributor manifold attached to the two bottom bolts in the piston and axle assembly.
The bleed air is directed to the brake for each wheel through orifices around the circumference of each ring of
the distributor manifold.
The Brake Deice System is controlled by an ON-OFF toggle switch mounted on the subpanel to the right of
the pilot's control column. When this switch is placed in the ON position, power from the airplane electrical
system is supplied through a 5-ampere circuit breaker in the copilot's sidepanel to a control module located
under the center aisle floorboard at FS 213.25, in line with the first cabin window. This module supplies
current to open the solenoid shutoff valves in each wheel well, allowing the hot bleed air to enter the
distributor manifold for diffusion through the orifices to deice the brakes. A switch on the bottom of each
solenoid simultaneously provides a signal to illuminate the green L BK DEICE ON and R BK DEICE ON
annunciator lights. The annunciator panel lights are located forward of the pedestal in the center of the
subpanel. If the airplane takes off without the control switch for the brake deice system having been switched
OFF, a circuit is completed through the uplock switch to a timing circuit in the control module when the main
landing gears reach the up and locked position. This timing circuit will cycle the deice system off after 10
minutes of operation, thereby closing the solenoid valve in the wheel well to shut off the flow of bleed air to
the brakes so that adjacent components in the wheel well will incur no damage through overheating. Should
the bleed air pressure activated tubes melt, LH and RH overheat pressure switches provide a signal to
illuminate the amber L BK DI OVHT and R BK DI OVHT lights in the annunciator panel. The system cannot
be activated until the landing gear is cycled from the up and locked position. Refer to Chapter 32-41-00 for
Removal and Installation procedures of the Brake Deicer.
Page 1
30-01-00 Nov 1/09

AIRFOIL
30-10-00

00
1. GENERAL
A. Surface Deicer System

The deicer and vacuum system is operated with pressure obtained by tapping off bleed air from the
engine compressors (Ref. Figure 1). This air is routed through a regulator valve that is set to maintain
the pressure required to inflate the deicer boots on the leading edge of each wing, the stabilons, and the
horizontal stabilizers. To assure operation of the system should one engine fail, a check valve is
incorporated in the bleed air line from each engine to prevent the escape of air pressure into the
chamber of the inoperative compressor. The bleed air from the engine is also routed through an ejector
that employs the venturi effect to produce vacuum for deflation of the deicer boots and operation of the
instruments. The inflation and deflation phases of operation are controlled by means of a distributor
valve. The deicer system is actuated by a three-way toggle switch on the LH subpanel. This switch is
spring-loaded to return to the OFF position from either the MANUAL or SINGLE cycle position. When
the switch is pushed to the SINGLE cycle position, one complete cycle of deicer operation automatically
follows as the distributor valves open to inflate the deicer boots. The wing deicer boots inflate during the
first six-second inflation period. The center section, stabilons and horizontal stabilizer deicer boots
inflate during the second six-second inflation period. After the inflation period, a timer relay switches the
distributor valves to OFF, or VACUUM position for deflation of the deicer boots. When the switch is
pushed to the MANUAL position, all the boots will inflate and will continue to hold in the inflated
positions as long as the switch is held in position. Upon release of the switch, the distributor valve
returns to the OFF position and the deicer boots remain deflated until the switch is actuated again.
The deicer system on this airplane is equipped with a combination vacuum and pressure line from a
central distributor valve to provide pressure for inflation and vacuum for deflation of the boots.
The vacuum line for the instruments is routed through a suction relief valve that is designed to admit into
the system the amount of air required to reduce venturi vacuum sufficiently for proper operation of the
instruments.
CAUTION: Do not operate the deicer boots below -40°F. Exceeding this limit can result in permanent
damage to the deicers.
Page 1
30-10-00 Nov 1/09
Page 2
Nov 1/09 30-10-00
DETAIL A UE30B
993956AA.AI
Figure 1
Surface Deicer
Page 3
30-10-00 Nov 1/09

AIRFOIL
TROUBLESHOOTING
100100
1. PROCEDURES
Table 101
Surface Deicer System
1. Lack of adequate vacuum to a. Clogged lines. a. Clean out lines.
deflate boots completely.
b. Leaking lines. b. Repair or replace lines as
required.
c. Pressure regulator valve fails to c. Adjust per Chapter 36-00-00 or
operate properly or needs replace as required.
adjustment.
d. Vacuum regulator valve fails to d. Adjust per Chapter 37-00-00 or
operate properly or needs replace as required.
adjustment.
e. Distributor valve fails to operate e. Replace valve.
properly.
2. Lack of adequate air pressure to a. Clogged lines. a. Clean out lines.
inflate boots completely.
b. Leaking lines. b. Repair or replace lines as
required.
c. Pressure regulator valve needs c. Adjust per Chapter 36-00-00 or
adjustment. replace as required.
d. Distributor valve is not operating d. Replace valve.
properly.
3. Boots fail to inflate with switch in a. Tripped or malfunctioning circuit a. Reset circuit breaker and check
either SINGLE or MANUAL position. breaker. circuit as required.
4. Boots fail to inflate with switch in a. Surface deice control PCB a. Replace PCB assembly.
SINGLE position. assembly fails to operate properly.
5. Boots inflate with switch in a. Surface deice control PCB a. Replace PCB assembly.
SINGLE position, but deflate assembly fails to operate properly.
instantaneously when the
spring-loaded switch returns to OFF
position.
6. Boots fail to inflate over 12 to 15 a. Surface deice PCB assembly fails a. Replace PCB assembly.
seconds with switch in SINGLE to operate properly.
position.
Page 101
30-10-00 Nov 1/09
Table 101
Surface Deicer System (Continued)
7. Boots inflation time either more or a. Surface deice PCB assembly fails a. Replace PCB assembly.
less than 5 to 8 seconds with switch to operate properly.
in SINGLE position.
8. Gage pressure below normal. a. Gage not functioning properly. b. Repair or replace as required.
b. Leakage in lines. b. Repair or replace as required.
c. Pressure regulator valve needs c. Adjust per Chapter 36-00-00 or
readjustment or is not functioning replace as required.
properly.
Page 102
Nov 1/09 30-10-00

AIRFOIL
200200
1. PROCEDURES
Since the deicer boots and related components operate on clean air bled directly from the engine, little is
required in the way of servicing the system. The only possible source of contamination is through the air
entering the vacuum regulator valve in the vacuum system. The filter for the vacuum system is installed
outside the pressurized area in the nose compartment. This filter should be periodically replaced according to
the time limits stated in Chapter 5. Other than this, the only servicing required is for the vacuum regulator
valve, which prevents the vacuum system from exceeding operating limits by allowing the proper amount of
air to enter the vacuum lines.
The vacuum regulator valve is mounted on the pressure bulkhead in the nose compartment. Since the
vacuum regulator valve bleeds outside air into the vacuum system, it is essential that the regulator valve filter
be kept clean. Frequency of cleaning the filter will vary with the conditions under which the airplane is
operated; however, should it appear that the valve needs adjustment, especially to lower the vacuum, the
filter should be cleaned and the setting rechecked before readjusting the valve. The valve can be removed for
cleaning by disconnecting the lines from the valve and removing the retaining nuts. The valve should be
cleaned in cleaning solvent (2, Table 1, Chapter 91-00-00) and dried with compressed air.
2. SURFACE DEICER BOOT
A. Cleaning
The surface of the deicer boots should be checked for indications of engine oil after servicing and at the
end of each flight. Any oil spots that are found should be removed with a mild detergent soap and water
solution. Care should be exercised during cleaning to avoid scrubbing the surface of the boots, as this
will tend to remove the special Icex application. It should also be remembered during servicing of the
airplane that the deicer boots are made of soft flexible stock, which may be damaged if refueling hoses
are dragged over the surface of the boots, or if ladders and platforms are rested against them.
B. Surface Deicer Fast Boots Removal and Installation

(Pressure Sensitive Adhesion)
For airplanes equipped with Kit 129-4029-1, or any combination of Fast Boots, (Ref. Chapter 30 of the
Model 1900 Airliner Series Component Maintenance Manual and B. F. Goodrich Pneumatic De-Icer
Installation and Removal Instructions; 30-10-70, latest revision).
C. Removal
CAUTION: Check the part identification of the deicer boot before using methyl propyl ketone on the
deicer boot. Should the boot be labeled ESTANE, solvent (18, Table 1, Chapter 91-00-00)
may be used on the boot. DO NOT ALLOW METHYL PROPYL KETONE TO COME IN
CONTACT WITH ESTANE BOOTS.
(1) Starting at one corner of the upper trailing edge of the boot, soften the adhesion line with solvent
(14, Table 1, Chapter 91-00-00) on neoprene boots or solvent (18, Table 1, Chapter 91-00-00) for
Estane boots.
(2) Apply a minimum amount of solvent to the seam line while carefully applying tension to peel back
the boot.
Page 201
30-10-00 Nov 1/09
(3) Using a brush or trigger type oil can to apply solvent, separate the boot from the leading edge for a
chordwise distance of four inches across the upper trailing edge.
NOTE: The area between the boot and leading edge which has been separated will act as a
reservoir for the solvent; consequently, the boot may be pulled forward with uniform
tension.
(4) From the centerline of the leading edge, continue to apply solvent while tension is being applied to
undercut the adhesive until the boot is removed.
(5) Thoroughly clean all adhesive from the leading edge with clean, grease-free cloths dampened with
solvent (14, Table 1, Chapter 91-00-00) for neoprene boots or solvent (18, Table 1, Chapter
91-00-00) for Estane boots.
D. Installation
CAUTION: Check the part identification of the deicer boot before using methyl propyl ketone on the
deicer boot. Should the boot be labeled ESTANE, toluol may be used on the boot. DO NOT
ALLOW METHYL PROPYL KETONE TO COME IN CONTACT WITH ESTANE BOOTS.
(1) With 3/4-inch masking tape, mask off the area to be covered by the boot, allowing 1/2 to 3/4-inch
margin beyond the actual area. Mask off accurately to avoid unnecessary clean up of excess
adhesive.
(2) Clean the area to be covered by the boot with a clean, grease-free cloth dampened with solvent
(14, Table 1, Chapter 91-00-00) for neoprene boots or solvent (18, Table 1, Chapter 91-00-00) for
Estane boots. Change cloths frequently, and never dip a used cloth in a clean supply of solvent
(14, Table 1, Chapter 91-00-00) or solvent (18, Table 1, Chapter 91-00-00).
(3) Reclean the metal surface with a clean cloth dampened with methyl propyl ketone for neoprene
boots or toluol for Estane boots, then quickly wipe the surface dry with a clean, grease-free dry
cloth.
CAUTION: Use plastic, not metal, containers for Turco Metal-Glo No. 3 (15, Table 1, Chapter
91-00-00). It is also recommended that persons handling the cleaner wear rubber
gloves, even though the cleaner is harmless to skin if immediately washed off with
soap and water.
(4) Vigorously scrub the metal surface with a clean, grease-free cloth dampened with Turco Metal-Glo
No. 3 (15, Table 1, Chapter 91-00-00). After one minute contact, wipe the surface dry with a clean,
grease-free dry cloth. Cover the cleaned surface with craft paper and wait an hour before
rechecking the surface for cleanliness with a clean, dry, grease-free white cloth. If the clean cloth
picks up any dirt, repeat the preceding Steps.
(5) Carefully clean the rough back surface of the boot at least twice with a clean, grease-free cloth
moistened with methyl propyl ketone for neoprene boots or toluol for Estane boots. Change cloths
frequently to avoid recontaminating the cleaned portions of the boot. If necessary, continue
cleaning the boot until completely clean.
NOTE: If the finish on the back of the boot is smooth, mechanically roughen the bonding surface
before cleaning.
(6) Prepare test strips (Ref. the TEST CONTROL STRIPS procedure in this section).
Page 202
Nov 1/09 30-10-00
(7) Open the container and thoroughly stir the adhesive (16, Table 1, Chapter 91-00-00) with a clean
stick. Do not attempt to use adhesive that has jelled too much to drip from the stick.
NOTE: Do not apply adhesive at temperature below 40°F or when the relative humidity is above
80%. If this requirement cannot be met, allow an extended drying time. Do not apply
adhesive when the air is contaminated with dust or other elements. The following table will
serve as a guide for adhesive application:
Temperature In °F Drying Time In Minutes

Above 80° 30
60° to 80° 45
40° to 60° 60
(8) Either of the two following methods may be used to apply the cement:
NOTE: Brushing too long in one area will cause the cement to roll or ball up.
(a) Brush one even coat of adhesive (16, Table 1, Chapter 91-00-00) on both the deicer boot
back and metal surfaces. After permitting the adhesive to dry for at least 30 minutes, apply a
second even coat to both surfaces. Allow the second coat to dry for at least 30 minutes,
preferably an hour, before installing the deicer boot. Observe the above note concerning ball
up for both applications.
NOTE: For spraying consistency, dilute the adhesive with a solvent blend of 2 parts solvent
(17, Table 1, Chapter 91-00-00) to 1 part solvent (14, Table 1, Chapter 91-00-00)
until a No. 4 Ford cup will empty in 20 seconds.
(b) Using a spray gun (Binks No. 7 with No. 63 PB head, De Vilbiss JGA 75X, or their
equivalent), spray one even coat of adhesive (16, Table 1, Chapter 91-00-00) on both the
deicer boot back and metal surfaces. After permitting the adhesive to dry for at least 30
minutes, spray a second even cross coat on both surfaces. Allow the second coat to dry for
at least 30 minutes, preferably an hour, before installing the deicer boot.
(9) Using No. 50 holes drilled into the leading edge at the extremities of boot locations as a guide,
snap a chalk line along the leading edge of the airfoil. Trace the chalk line with a ball point pen and
remove the chalk line with a dry cloth. The line should be intensified with a ball point pen after the
adhesive is applied.
(10) Securely attach hoses to the deicer boot connections without leaving fingerprints on the adhesive
side of the deicer boot. Have a sufficient number of personnel present to handle the boot
effectively.
(11) Using a clean, lint-free cloth heavily moistened (but not dripping) with solvent (18, Table 1,
Chapter 91-00-00), reactivate the adhesive on the airfoil leading edge and boot in spanwise strips
about 6-inches wide and 24-inches long. Match the boot reference line to the leading edge chalk
line, and roll the boot surface spanwise along the leading edge with a 2-inch rubber roller to
remove all air from between the adjoining surfaces. Rubbing the adhesive surfaces excessively
will remove some of the adhesive. If the boot is off course, carefully peel back the boot, using a
minimum amount of methyl propyl ketone for neoprene boots or toluol for Estane boots, and
reposition it properly.
Page 203
30-10-00 Nov 1/09
CAUTION: Do not allow excessive amounts of solvent to contact the boot; the solvent is to
undercut the adhesive. If the adhesive is removed from either the boot or leading
edge, it must be replaced and allowed to dry for 30 minutes minimum before
continuing.
(12) Continue to activate the surfaces and roll on each top half and lower half of the boot in sequence.
Exerting pressure, use the 2-inch rubber roller on the entire surface of the boot parallel with the
inflatable tubes and use the narrow steel stitcher roller on the trailing edge. Take care to avoid
entrapping air throughout the rolling operation. If an air blister does occur, carefully remove the
boot, using a brush dipped in methyl propyl ketone for neoprene boots or toluol for Estane boots,
so that the air can escape, then press the surface down until the adhesive surface seals.
(13) Using a sharp knife, trim the boot as required for proper fit. A 0.75-inch edge distance must be
maintained between the inflatable tube and the edge of the trim. After the trimming process has
been completed, re-roll the entire surface of the deicer boot.
(14) Cut out the wing deice boot around the stall warning transducer and any inspection plates which
fall beneath the boot installation to provide 0.02 to 0.06-inch of clearance around the perimeter of
the transducer or inspection plates.
(15) Remove all masking tape and clean excessive adhesive off with a clean white cloth dampened
with methyl propyl ketone for neoprene boots or toluol for Estane boots, being careful not to allow
the solvent to run under the edges of the boot.
(16) Perform an adhesion test of the test strips for boot adhesion acceptability. (Ref. the TEST
CONTROL STRIPS procedure in this section).
(17) Install masking tape approximately 1/4-inch around the boot for uniform straight lines, then cover
all exposed cement and fair around all cut edges and trailing edges of the boot with sealer (19,
Table 1, Chapter 91-00-00). Remove the tape before the sealing compound cures.
NOTE: The boots must not be operated for a 48 hour set time after installation. If the deicers are
flexed before the 48-hour set time, the deicer boots must be checked for signs of lifting as
soon as possible and be reinstalled or replaced if visible signs of lifting are present.
The set time may be shortened (Ref. the SHORTENED 1300L DRY TIME FOR
STANDARD PNEUMATIC DEICERS procedure in this section).
E. Shortened 1300L Dry Time For Standard Pneumatic Deicers

NOTE: The following instructions are included to supply relief for the recommended 48 hours dry time
for 1300L adhesive on pneumatic deicers. This applies to the deicers with 1 1/4-inch or
narrower tubes operating at 20 psi or less pressure and is not applicable to heated deicers/
anti-icers with larger than 1 1/4-inch tubes, or to pneumatic deicers operating at pressures
higher than 20 psi.
CAUTION: Attempts to speed up drying time by applying heat externally through the deicers are not
recommended since it is important for the bondline to be at the indicated temperature. The
deicers will insulate the bondline from the heat being applied through it, and excess heat
could cause deterioration of the deicers.
NOTE: While the Chart allows a reduction in set time after installation, it is recommended that the
actual set time before inflation of the deicers be extended as much as possible.
Page 204
Nov 1/09 30-10-00
The chart gives the reduced set times after installation of the applicable pneumatic deicers
(Ref. Figure 202). The aircraft may be operated after this set time as long as the deicer system is not
used until after the 48-hour period. If the deicers are flexed before a 48-hour dry time, the deicer boots
must be checked for signs of lifting as soon as possible and be reinstalled or replaced if visible signs of
lifting are present.
(1) First determine the room temperature and humidity.
(2) Locate the point on the Chart where the temperature (scale at the top of the Chart) and humidity
(scale on the side of the Chart) intercept.
NOTE: If the intercept point falls the Installation Not Recommended area, do not install the
de-icers.
If intercept point falls in the 24 Hour Dry Time area, allow installation to dry for 24 hours
before inflating the de-icers.
CAUTION: Allow at least the set time indicated by the Chart before inflating the deicers. If the
deicers are flexed before a 48-hour dry time, the deicer boots must be checked for
signs of lifting as soon as possible and be reinstalled or replaced if visible signs of
lifting are present.
(3) If intercept point falls in the middle area, read the recommended dry time by moving straight down
to the set time scale (at the bottom of the Chart).
Figure 201
1300L Set Time for Standard Pneumatic Deicers
Page 205
30-10-00 Nov 1/09
3. TEST CONTROL STRIPS

Deicer boot adhesion shall be checked through the use of a test strip applied at the time of boot installation. A
one inch by eight inches test strip shall be prepared from a full thickness piece of boot material (scrap or
previously rejected boot material). One adhesion test strip shall be prepared for each batch or mixture of
adhesive used. The strip shall be applied in a convenient area adjacent to the boot. The metal and rubber
surface area shall be prepared in the same manner as prescribed for the boot installation.
NOTE: The test strip may be run on a separate aluminum panel of the same alloy as the leading edge skin.
The same surface preparations and bonding requirements as previously stated shall apply.
When applying the test strip, leave approximately an inch of one end free of adhesive for the purpose of
attaching a clamp for the adhesion test. Allow the test strip to cure for the same time prescribed for the boot
installation.
A. Adhesion Test
Using a spring scale attached to a clamp on the test strip unbonded end, measure the force required to
remove the strip at a rate of four-inches per minute. The pull shall be applied 180° to the surface (strip
doubled back on itself). A minimum requirement of seven pounds tension shall be required to remove
the test strip. In the event of failure, the acceptance of the boot installation shall be determined by the
BOOT ACCEPTABILITY requirements in the following paragraph.
B. Boot Acceptability
In the event of test strip failure, acceptability shall be based on the following:
(1) Carefully loosen and lift one corner of the newly installed deicer boot sufficiently to attach a clamp.
(2) Attach a spring scale to the clamp and pull with a force 180° to the surface in such a direction that
the boot tends to be removed on a diagonal.
(3) If a force of seven pounds-per-inch of width can be exerted under these conditions, the installation
shall be considered as satisfactory.
(4) Attach the boot corner (Ref. the SURFACE DEICER BOOT INSTALLATION procedure in this
section).
(5) Failure of the boot to meet the above requirements shall result in complete removal and
reinstallation of the boot.
C. Surface Deicer Boot Age Master and Icex Application

Rubber protect agent (29, Table 1, Chapter 91-00-00) is a liquid that protects rubber products from the
ozone and extends the life of these parts. Age Master No. 1 and Icex compound are both products of
the B.F. Goodrich Company. Compound (20, Table 1, Chapter 91-00-00) is a silicone base material
specifically compounded to lower the strength of ice adhesion on the surfaces of deicer boots. Icex will
not harm the boots and offers added ozone protection. When properly applied and renewed at periodic
intervals, Icex provides a smooth, polished film that evens out microscopic irregularities on the rubber
surfaces, so that ice formations have less chance to cling and are removed faster and cleaner when the
boots are operated. Rubber protect agent (29, Table 1, Chapter 91-00-00) and compound (20, Table 1,
Chapter 91-00-00) are applied as follows:
Page 206
Nov 1/09 30-10-00
(1) Wash the boot with mild soap and water. Thoroughly rinse the surface with clean water and allow
to dry.
(2) Solvent (30, Table 1, Chapter 91-00-00) may be used to remove substances which cannot be
removed using soap and water. However, the boot must be washed again with mild soap and
water, rinsed with clean water and allowed to dry.
(3) Apply masking tape adjacent to the boots to be treated to prevent staining.
CAUTION: To avoid the loss of vital components needed for the protective agent to penetrate the
rubber and for fire safety precautions, do not spray Age Master No. 1.
(4) Using a brush or three-inch trim roller or a two-inch by four-inch swab of lint-free cloth (wet but not
dripping), apply a heavy coat of Age Master No. 1. Plastic or rubber gloves should be used with
the swab method to prevent staining the skin. Apply at a rate of 0.4 to 0.5 fluid ounces per square
foot (130 to 160 ml. per square meter). Cover the surface completely and evenly in uniform
strokes.
(5) Allow the first coat of Age Master No. 1 to dry from five to ten minutes.
NOTE: A minimum two coats of Age Master No. 1 are required for a complete treatment.
(6) Apply a second coat of Age Master No. 1 as outlined in Step (4) Apply a total of 0.75 fluid ounces
per square foot (240 ml. per square meter) for effective protection. Allow the second coat to dry 20
to 30 minutes before handling.
NOTE: After applying the second coat of Age Master No. 1 to the boot, let it dry for a minimum of
24 hours before applying Icex compound. Without further cleaning, Icex compound is then
applied directly over the Age Master No. 1.
(7) Allow the two coats of Age Master No. 1 to dry 24 hours.
(8) Thin the compound (20, Table 1, Chapter 91-00-00) with Trichloroethane (21, Table 1, Chapter
91-00-00) to obtain a thin coat for application.
(9) Use a clean cloth saturated with the thinned Icex compound for application. Hand buff with a clean
cloth until a smooth glossy surface is obtained.
NOTE: Both the Age Master No. 1 and Icex compound should be reapplied every 150 flight hours.
4. SURFACE DEICER BOOT REPAIRS

NOTE: Patch sizes can be trimmed to accommodate small areas, as long as the patch extends a minimum
of 1/2-inch beyond the damaged area on all sides.
To maintain the maximum functional efficiency of the surface deicer boots, the following limits are allowed:
NOTE: For pin hole repair, use Kit (172, Table 1, Chapter 91-00-00). Refer to instructions provided with the
kit for repair procedure.
• Pin holes 1/16 in. or smaller - no more than 20 pinhole repairs should be made per 12-inch square or
• Small patches 1 1/4-inch x 2 1/2-inch - 3 patches per 12-inch square or
• Medium patches 2 1/2-inch x 5-inch - 2 patches per 12-inch square or
• Large patches 5-inch x 10-inch - 1 patch per 12-inch square or
• 2 small patches and 1 medium patch per 12-inch square.
Page 207
30-10-00 Nov 1/09
A. Goodrich Pneumatic De-Icer Patch Replacement

The following guidelines are recommended in assessing the need for immediate replacement of repair
patches on Goodrich pneumatic de-icers (Ref. Figure 202).
(1) If the lifted (debonded) area of the patch results in loss of air at the site of the patch, the patch
should be replaced prior to the next flight.
(2) If the lifted (debonded) area of the patch extends more than 0.19 inch inward from the edge of the
patch, the patch should be replaced prior to the next flight.
(3) If the lifted (debonded) area of the patch extends less than 0.19 inch inward from the edge of the
patch and the patch is not leaking air, the patch should be replaced at the next available
maintenance opportunity.
ALLOWABLE
DE-BOND
AREA
NON-ALLOWABLE
DEBOND AREA
0.19 INCH
UE30B
092939AA.AI
Figure 202
Goodrich Pneumatic De-Icer Patch Replacement
B. Resurfacing Deicer Boots

Resurface the seems if the surfacing material has abraded off or if the surfacing has developed cracks.
The following procedures should be followed when resurfacing deicer boots:
(1) Roughen the entire surface of the boot with fine sandpaper.
(2) Clean the deicer boot thoroughly with solvent (18, Table 1, Chapter 91-00-00) or uncontaminated
unleaded aviation gasoline.
Page 208
Nov 1/09 30-10-00
(3) Clean the surface again with a clean lint-free cloth moistened with toluol or uncontaminated
unleaded aviation gasoline.
(4) Apply masking tape beyond the upper and lower trailing edges, leaving a 1/4-inch gap of bare
metal.
NOTE: If cement (22, Table 1, Chapter 91-00-00) has aged 3 months or more, it may be
necessary to dilute it with solvent (18, Table 1, Chapter 91-00-00) to obtain the proper
brushing consistency. Mix thoroughly approximately 5 parts cement to 1 part toluol.
(5) Brush one coat of cement (22, Table 1, Chapter 91-00-00) on the boot and allow it to dry at least
one hour. Then apply a second coat and allow it to dry at least four hours before operating the
deicers. The airplane may be flown as soon as the cement is dry.
C. Scuff Damage
This type of damage is most commonly encountered and generally will require no repair; however, close
visual inspection when the boots are cycled may expose deep scuffs and cuts. On those occasions, if
the entire ply surface (0.010-inch) has been removed, or if the boot is cut, it is necessary to patch the
damage. B.F. Goodrich Kit 74-451-C (for neoprene boots) or Kit 74-451-H (for Estane boots) contain
cold patches suitable for repairing the damaged area. B.F. Goodrich Kit 74-451-P is an acceptable
alternate for Kit 74-451-H (for Estane boots). Cold patch repairs can be made as follows:
(1) Clean the area around the damage with a clean, grease-free cloth dampened with solvent
(18, Table 1, Chapter 91-00-00) or unleaded gasoline.
(2) Using steel wool, buff the area around the damage so that it is moderately, but completely
roughened.
NOTE: A locally manufactured buffing shield, fabricated from any thin sheet material, will assure a
neater repair.
(3) Wipe the buffed area with a clean grease-free cloth dampened with solvent (18, Table 1, Chapter
91-00-00) to remove loose particles.
(4) Select a repair patch which will extend at least 1/2-inch beyond the damaged area in all directions.
(5) Apply one even coat of No. 4 cement, provided in the repair kit, to the patch and the damaged
area. Allow the cement to dry until tacky.
(6) Apply the patch to the boot with an edge, or the center, adhering first. Work the patch down
carefully to avoid air pockets. Thoroughly roll the patch down with a stitcher roller.
NOTE: The patches are manufactured to stretch in one direction only. Be sure to cut and apply
the selected patch so that stretch is in the widthwise (chordwise) direction of the inflatable
tubes. The length of the patch shall run along the length of the tubes.
CAUTION: Check the part identification of the deicer boot before using methyl propyl ketone on
the deicer boot. Should the boot be labeled ESTANE, toluol may be used on the boot.
DO NOT ALLOW METHYL PROPYL KETONE TO COME IN CONTACT WITH
ESTANE BOOTS.
(7) Allow the patch to set for 10 to 15 minutes, then clean the patch and surrounding area with a clean
cloth dampened with solvent (14, Table 1, Chapter 91-00-00) for neoprene boots or solvent
(18, Table 1, Chapter 91-00-00) for Estane boots.
Page 209
30-10-00 Nov 1/09
(8) Satisfactory adhesion of the patch will be reached in about four hours; however, the boot may be
inflated to check the repair after a minimum of 30 minutes.
(9) Apply a smooth light coat of sealer (19, Table 1, Chapter 91-00-00) to seal and feather the edges
of the patch to the boot.
(10) After the cement and sealing compound has dried and cured, apply a thin coating of compound
(20, Table 1, Chapter 91-00-00) to the patch and surrounding area.
D. Tube Area Damage

Repair cuts, tears or ruptures to the tube area as follows:
(1) Clean the area around the damage with a clean, grease-free cloth dampened with toluol or
unleaded gasoline.
(2) Buff the area around the damage with a buffing stick, provided in the repair kit.
(3) Wipe the buffed area with a clean, grease-free cloth dampened with toluol to remove loose
particles.
(4) Select a patch of ample size from the repair kit to cover the damaged area and extend at least 5/
8-inch beyond the ends and edges of the cut or tear.
NOTE: If none of the patches are the size required, cut a patch of the desired size from one of the
larger patches. If this is done, bevel the edges by cutting with shears at an angle.
(5) Complete the installation of the patch (Ref. SCUFF DAMAGE, Steps (4) thru (10) in this section).
E. Loose Surface Ply In Non-Inflatable Area

Repair the damaged area as follows:
(1) Peel and trim the loose surface ply to a point where adhesion of the surface ply is good.
(2) Scrub (roughen) the area in which the surface ply is removed with steel wool. The scrubbing
motion must be parallel to the cut edge of the ply to prevent the ply from loosening.
(3) Scrub with steel wool and toluol directly over all edges, but parallel to the edges of the ply, to taper
edges of the ply.
(4) Cut a piece of surface ply material, provided in the repair kit, large enough to cover the damaged
area and extend at least one inch beyond the damaged area in all directions.
(5) Mask off an area 1 1/2-inches larger in length and width than the size of the damaged area.
(6) Apply one even coat of No. 4 cement, provided in the repair kit, to the damaged area and the
surface ply material. Allow the cement to dry until tacky.
(7) Roll the surface ply to the deicer boot with a two-inch rubber roller, applying enough tension to
prevent wrinkling. If air blisters appear, remove with a hypodermic needle and re-roll the area.
(8) Remove the masking tape and complete the installation (Ref. SCUFF DAMAGE, Steps (7) thru
(10) in this section).
Page 210
Nov 1/09 30-10-00
F. Loose Surface Ply In Tube Area

Loose surface ply in the tube area is usually an indication of the boot starting to flex fail. This type of
failure is easily detected, as a blister under the surface ply when the boot is pressurized. If detected
while a small blister (1/4 to 3/8-inch in diameter) and immediately patched, service life of the boot will be
appreciably extended. Repair of this type damage is the same as SCUFF DAMAGE.
G. Fabric Back Ply Damage During Removal

If the adhesive from the leading edge skin has adhered to back surface of the boot, remove the
adhesive with steel wool and methyl propyl ketone (for neoprene boots) or toluol (for Estane boots). In
spots where the coating has pulled off the fabric, leaving bare fabric exposed, apply at least two
additional coats of adhesive (16, Table 1, Chapter 91-00-00). Allow each coat to dry thoroughly.
5. SURFACE DEICER OPERATIONAL CHECKS
A. With Engines Operating

(1) With both engines operating at 70 to 80% N1 momentarily place the deicer switch in the SINGLE
position; the deicer boots should inflate for a period of 5 to 8 seconds, then deflate to the vacuum
hold-down condition. During inflation, the pneumatic pressure gage should register approximately
18 psi.
(2) Hold the deicer control switch in MANUAL position for a few seconds. The deicer boots should
inflate and remain inflated while the switch is retained in this position. Check for correct system
pressure (Ref. BLEED AIR PRESSURE REGULATOR RELIEF VALVE ADJUSTMENT in this
section).
(3) Release the deicer control switch, permitting it to return to the OFF position; the deicer boots
should deflate to the vacuum hold-down position.
(4) Repeat Steps (1) thru (3) with each engine operating individually at 70 to 80% N1.
B. Without Engines Operating

(1) Remove floor panels and carpeting forward of spar (Ref. Chapter 6-50-00).
(2) Connect shop air to the inlet side of the pneumatic pressure regulator (Ref. Chapter 36-00-00
PRESSURE REGULATOR AND PNUEMATIC SYSTEM DIAGRAM) illustrations in the
Maintenance Practices section.
(3) With external power applied to the airplane - turn battery switch ON.
(4) Momentarily place the deicer switch in the SINGLE position; the deicer boots should inflate for a
period of 5 to 8 seconds, then deflate to the vacuum hold-down condition. During inflation, the
pneumatic pressure gage should register approximately 18 psi.
(5) Hold the deicer control switch in MANUAL position for a few seconds. The deicer boots should
inflate and remain inflated while the switch is retained in this position. Check for correct system
pressure (Ref. PRESSURE REGULATOR RELIEF VALVE ADJUSTMENT in this section).
(6) Release the deicer control switch, permitting it to return to the OFF position; the deicer boots
should deflate to the vacuum hold-down position.
Page 211
30-10-00 Nov 1/09
(7) Turn the battery switch OFF and remove external power.
(8) Disconnect shop air and restore pneumatic system.
(9) Install floor panels and carpet.
6. BLEED AIR PRESSURE REGULATOR RELIEF VALVE ADJUSTMENT

Refer to Chapter 36-00-00, REGULATOR/RELIEF VALVE ADJUSTMENT.
7. VACUUM REGULATOR VALVE ADJUSTMENT

Refer to Chapter 37-00-00, VACUUM REGULATOR ADJUSTMENT.
Page 212
Nov 1/09 30-10-00

AIR INTAKES
30-20-00

00
1. GENERAL
A. Engine Air Inlet Lip Anti-Ice

The lip around each engine air inlet is heated by hot exhaust gases to prevent the formation of ice
during inclement weather (Ref. Figure 201, Maintenance Practices section). A scoop in the engine LH
exhaust stack deflects the hot exhaust gases and is ducted into the hollow lip tube that encircles the
engine air inlet. The gases are exhausted out of the opposite exhaust stack. No shutoff or temperature
indicator is necessary for this system.
B. Inertial Separation System

An inertial separation system is built into each engine air inlet to prevent moisture particles from
entering the engine inlet plenum during freezing conditions (Ref. Figure 202, Maintenance Practices
section). When icing conditions are encountered, a moveable inertial vane and ice bypass door are
lowered into the inlet airstream to induce an abrupt turn in the airflow before entering the engine
plenum. The heavy, ice laden air is then discharged overboard through a bypass duct in the lower
cowling at the aft end of the air duct.
The inertial vane and bypass door are extended or retracted simultaneously through a linkage system
connected to an electric actuator. The electric actuator for each engine consists of a primary and
backup motor with a single actuator rod assembly. The system is normally driven by the primary motor.
In the event the primary motor malfunctions, the backup motor will provide the power necessary to
operate the system through the standby switch for the actuators.
CAUTION: Should the actuator primary motor malfunction, the cause of the malfunction must be
determined and corrected before the next flight.
The primary actuator motors are energized through switches placarded ICE VANE - LEFT - RIGHT -
EXT - RET. The actuator switches are located on the lower left subpanel, to the left of the pilot's control
column. The standby system may be activated through a second set of switches, located just below the
primary ICE VANE switches. The standby system switches are placarded ACTUATORS - STANDBY -
MAIN.
In normal operation, the ice vane is retracted out of the airstream and the bypass door is fully extended.
When the ice vane is fully extended, a sense switch on each internal vane linkage will cause the L ENG
ANTI-ICE and R ENG ANTI-ICE (green) lights to illuminate in the annunciator panel. When the control
switches on the subpanel are activated, a second sense switch, also located on each inertial vane
linkage, will energize a 30 to 40 second time-delay circuit. If full extension of the ice vanes is not
attained in this time, L ENG ICE FAIL and R ENG ICE FAIL (amber) lights will illuminate in the
annunciator signaling a fault in the prImary motor. These lights receive power through the annunciator
power pcb. Full extension must be accomplished with the backup actuator motor. The ice vanes and
bypass doors should be fully extended or fully retracted; there are no intermediate positions. When the
ice vane is retracted, the annunciator lights will be off.
Page 1
30-20-00 Nov 1/09

AIR INTAKES
200200
1. AIR INTAKE ANTI-ICE LIP (UA-1 AND AFTER, UB-1 THRU UB-60 WITHOUT KIT NO.
114-9014-1 S INSTALLED)
Due to slight movement of the engine during operation, it is important that the bolts in the exhaust seal plate
be left slightly loose. Only about three threads should show below the nut after installation. The slight
movement allowed between the exhaust seal plate and the air intake anti-ice lip will alleviate stress on the
exhaust duct and the anti-ice assemblies (Ref. Chapter 78-00-00 ENGINE EXHAUST SYSTEM illustration in
the Maintenance Practices section).
2. AIR INTAKE ANTI-ICE LIP (UB-61 AND AFTER, UC-1 AND AFTER AND AIRPLANES
WITH KIT NO. 114-9014-1 S INSTALLED)
Flex pipes allow movement and alleviate stress on the exhaust duct and anti-ice assemblies caused by
engine movement (Ref. Figure 201).
3. ENGINE AIR INLET ANTI-ICE LIP
A. Removal
(1) Remove the upper forward, upper aft and upper mid engine cowlings in that order (Ref. COWLING
REMOVAL, Chapter 71-10-00).
(2) Remove the lower forward engine cowling and perform the necessary service or replacement on
the anti-ice lip.
B. Installation
(1) Install the forward lower engine cowling.
NOTE: For UA-1 and After, UB-1 thru UB-60 and Airplanes without Kit No. 114-9014-1 S. Due to
the slight movement of the engine during operation, it is important that the bolts in the
exhaust seal plate be left slightly loose. Only about three threads should show below the
nut after installation. The slight movement allowed between the exhaust seal plate and the
tube on the engine air inlet anti-ice lip will alleviate stress between the exhaust stack duct
and the anti-ice lip.
(2) Install the upper mid, upper aft and upper forward engine cowlings in that order (Ref. COWLING
INSTALLATION, Chapter 71-10-00).
C. Crack Limits
If the crack does not exceed the following criteria it may be disregarded and not repaired.
(1) No exhaust leaks through the crack.
(2) Crack length limit of 1.25-inch maximum.
Page 201
30-20-00 Nov 1/09
(3) Must be located on the outside of the anti-ice lip assembly between the lip assembly aft edge and
the lip assembly leading edge.
If any of the above criteria is exceeded, the anti-ice lip must be repaired (Ref. Model 1900 Airliner
Series Structural Repair Manual, ENGINE ANTI-ICE LIP CRACK REPAIR, Chapter 54-90-08.
4. INERTIAL ANTI-ICING SYSTEM

To help control wear and keep the inertial anti-icing system of the engine operating freely, the actuating
linkage should be periodically lubricated with grease (23, Table 1, Chapter 91-00-00).
NOTE: Do not lubricate with oil.
Beyond lubrication, virtually no servicing of the inertial anti-icing system is required.
Adjustments may be made on the inertial anti-icing system. Refer to RIGGING THE ENGINE INERTIAL
ANTI-ICING SYSTEM, in this section.
A. Rigging the Engine Inertial Anti-Icing Systems

The following procedure provides for the initial rigging of the inertial anti-icing system to ensure the
proper adjustment of its various components with respect to one another throughout all phases of
operation. Rather than rerigging the system in its entirety when only a portion of the system has been
disassembled, or only a particular component is to be replaced, reference may be made to the
applicable Steps within the procedure for the adjustment required.
(1) Remove the cowling (Ref. COWLING REMOVAL, Chapter 71-10-00).
(2) The rigging points for the normal dry air operation mode are identified as A, B, C, D, and E. The
rigging points for the icing mode are identified as 1, 2, 3, 4, and 5 (Ref. Figure 203).
(3) With the actuator disconnected at A, the bolt at B removed and the link installed at D and E,
manually rotate the mechanism to the icing mode.
(4) Position the link so that it is on center with the arm (Ref. Figure 204).
(5) Energize the actuator to the full extend position and adjust the rod end, as necessary, to install the
bolt at rigging point 1 (Ref. Figure 203).
(6) Energize the actuator to the fully retracted position and inspect to assure free operation and
adequate clearance for the inertial vane in the normal dry air position.
(7) With the ice bypass door resting on the duct floor, adjust the clevis to install the bolt at B
(Ref. Figure 204).
(8) Energize the actuator to the fully extended position and inspect to assure free operation of the ice
bypass door.
(9) Reinstall the cowling (Ref. COWLING INSTALLATION, Chapter 71-10-00).
Page 202
Nov 1/09 30-20-00
Figure 201
Engine inlet Anti-Ice System
(UB-61 and After, UC-1 and After and Airplanes With Kit No. 114-9014-1 S Installed)
Page 203
30-20-00 Nov 1/09
Figure 202
Inertial Anti-Icer System
Page 204
Nov 1/09 30-20-00
Figure 203
Rigging the Inertial Anti-Icing System
Page 205
30-20-00 Nov 1/09
Figure 204
Rigging the Overcenter Stop
Page 206
Nov 1/09 30-20-00

WINDOWS AND WINDSHIELDS
30-40-00

00
1. GENERAL
A. Windshield Anti-Ice
The pilot's and copilot's windshields are protected against icing by internal heating elements. Separate
switches for the PILOT and COPILOT are placarded WSHLD ANTI-ICE NORMAL - OFF - HI. The
windshield deice switches are located on the subpanel, just to the right of the pilot's control column.
Each windshield and its control switch are connected to the airplane electrical system through high heat
and low heat relays and temperature controllers. The relays and temperature controller for the pilot are
located on the aft side of the forward pressure bulkhead forward of the pilot's instruments. The relays
and temperature controller for the copilot are situated on the aft side of the forward pressure bulkhead
forward of the copilot's instruments. Each controller is protected by a 5-ampere circuit breaker located
adjacent to the controller.
Each system is protected by a 50-ampere limiter. The limiter for the pilot's windshield is located in the
center of the LH nacelle on the electrical power distribution panel, in line with the wing leading edge,
between Fuselage Stations 280.50 and 302.00. The copilot's windshield limiter is located in the center
of the RH nacelle on the electrical power distribution panel, between Fuselage Stations 280.50 and
302.00.
B. Windshield Wiper
The motor, arm assemblies, drive shafts, and converters of the windshield wiper installation are
mounted forward of the instrument panel. The system is actuated by a control switch in the overhead
panel and protected by a circuit breaker in the RH circuit breaker panel.
Page 1
30-40-00 Nov 1/09

WINDOWS AND WINDSHIELD
200200
1. WINDSHIELD HEATING ELEMENTS
A. Resistance Check
(1) Remove all electrical power from the airplane and disconnect the battery.
(2) Display warning notices prohibiting connection of the airplane’s electrical power.
(3) Disconnect ground wire from terminal GRD on the windshield terminal block (Ref. Figure 201).
(4) Using an ohmmeter, measure the resistance between terminals marked HP (High Power) and
GRD (Ground). The reading should be 0.65 ohms ± 0.0975 ohms.
(5) Measure the resistance between terminals LP (Low Power) and GRD (Ground). The reading
should be 0.89 ohms ± 0.133 ohms.
(6) Connect the ground wire to terminal GRD.
(7) To verify sensor operation, remove any one wire from the terminal block marked S (Sensor). Using
an ohmmeter, measure the resistance between the two S terminals.
NOTE: The temperature sensor is a thermistor, which will change resistance with temperature.
Sensor resistance should measure between 295 to 345 ohms for ambient temperatures
between 60°F to 110°F. An open circuit will not allow the windshield to heat.
(8) Connect wire removed from terminal S, in Step (7).
(9) Connect battery and remove warning notices.
Page 201
30-40-00 Nov 1/09
Figure 201
Windshield Heating Elements
2. WINDSHIELD WIPER MOTOR
A. Removal
(1) To gain access to the motor, remove the attaching screws from the radio equipment panel, pull the
panel out far enough to disconnect the electrical connectors, and remove the panel.
(2) Remove the flexible drive shaft retaining nut and disconnect the electrical connector from the
motor.
(3) Remove the attaching screws and disengage the motor from the flexible drive shaft (Ref. Figure
202).
B. Installation
(1) Connect the electrical connector to the motor and operate the motor to the PARK position.
(2) Connect the flexible drive shaft to the motor with the retaining nut and secure the motor in place
with the attaching screws (Ref. Figure 202).
(3) Position the radio equipment panel, connect the electrical connectors and install the attaching
screws to secure the panel.
Page 202
Nov 1/09 30-40-00
3. WINDSHIELD WIPER CONVERTER
A. Removal
(1) Perform the WINDSHIELD WIPER MOTOR REMOVAL procedure.
NOTE: The motor must be removed before the LH converter can be removed, and both of the
preceding units must be removed before the RH converter can be removed.
(2) Rotate the adjustment bolt counterclockwise to relax tension on the wiper arm assembly
(Ref. Figure 202).
(3) Remove the wiper arm assembly.
(4) Remove the screws securing the seal assembly to the fuselage.
(5) Remove the flexible drive shaft from the side of the converter.
(6) Remove the attaching bolts securing the converter in place.
CAUTION: Avoid bending the ends of the flexible drive shafts when removing the converter.
B. Installation
NOTE: First install the RH converter, then the LH converter, and finally the motor.
(1) While viewing the RH converter from the wiper drive shaft side, rotate the converter’s internal drive
shaft until the wiper drive shaft is in the extreme clockwise position (Ref. Figure 203).
(2) Secure the RH converter in place with the attaching bolts.
(3) Attach the flexible drive shaft to the RH converter.
(4) While viewing the LH converter from the wiper drive shaft side, rotate the converter’s internal drive
shaft until the wiper drive shaft is in the extreme counterclockwise position (Ref. Figure 203).
(5) Connect the flexible drive shaft from the RH converter to the right side of the LH converter as it is
placed into position.
(6) Secure the LH converter in place with the attaching bolts.
CAUTION: Make sure that the flexible drive shafts are properly engaged upon installation.
(7) Secure the arm assembly drive shaft seal in place with the attaching screws.
(8) Perform WINDSHIELD WIPER MOTOR INSTALLATION procedure.
Page 203
30-40-00 Nov 1/09
4. WINDSHIELD WIPER
A. Adjustment
NOTE: Never operate the windshield wiper on a dry windshield.
Run the windshield wiper to the PARK position. If the wiper blades do not come to rest at approximately
2 inches from the center post of the windshield or if the tension of the wiper arm at the wiper attaching
point is not within 4.5 to 5.5 pounds, adjust the windshield wiper in the following manner:
(1) Lift the wiper arm away from the glass. Insert a 1/8 inch diameter pin through the hole on each side
of the wiper arm. This will relieve blade tension against the glass.
(2) Loosen the allen screw on the hub end of the wiper arm until the hub can be spread enough for
removal (Ref. Figure 202).
(3) Lift the wiper arm hub and reposition it two inches from the center of the windshield. An adjustment
sleeve located on the converter shaft has both fine (inner teeth) and course (outer teeth)
adjustments.
(4) Install the arm assembly on the drive shaft, making sure that the arm is pulled up until the washer
is in the counterbore of the hub.
(5) Tighten the allen head screw until the wiper is anchored securely to the drive shaft. Safety wire the
allen head screw with 0.032 inch safety wire.
(6) Remove the pin from the holes in the wiper arm.
(7) Set the wiper arm to a tension load of 4.5 to 5.5 pounds at the wiper attaching point. Rotate the
spring adjusting screw on top of the wiper arm with the wrench (17, Table 7, Chapter 91-00-00).
Turn the screw clockwise to decrease or counterclockwise to increase the adjusting spring
tension.
Page 204
Nov 1/09 30-40-00
Figure 202
Windshield Wiper Installation
Page 205
30-40-00 Nov 1/09
A
WIPER WIPER
DRIVE SHAFT DRIVE SHAFT
INTERNAL INTERNAL
DRIVE SHAFT DRIVE SHAFT
EXTREME
CLOCKWISE EXTREME
POSITION COUNTER
CLOCKWISE
POSITION
RIGHT HAND CONVERTER LEFT HAND CONVERTER
DETAIL A UC30B
073788AA.AI
Figure 203
Windshield Wiper Converter Adjustment before Installation
Page 206
Nov 1/09 30-40-00

PROPELLER
30-60-00

00
1. GENERAL
A. Propeller Electric Deicer System

The propeller electric deicer system includes: an electrically heated boot for each propeller blade, slip
rings, brush assemblies, timer, on-off switch, and an ammeter (Ref. Figure 1). When the switch is turned
on, the ammeter registers the amount of current (26 to 32 amperes) passing through the system. If the
current rises beyond the switch limitation an integral circuit breaker will shut off power to the deicer
timer. The current flows from the timer through the brush assemblies to the slip rings, where it is
distributed to the individual propeller deicer boots. Heat from the boots reduces the grip of the ice, which
is then removed by the centrifugal effect of the propeller rotation and the blast of the air stream.
Two control switches are located on the LH subpanel, just to the right of the pilots control column and
are placarded PROP-AUTO-MANUAL. When the AUTO switch is activated, power to the deice boots is
cycled in 90-second phases. The first 90-second phase heats all the deicer boots on the RH propeller.
The second phase heats all the deicer boots on the LH propeller. The deicer timer completes one full
cycle every three minutes.
A manual propeller deicer system is provided as a backup to the automatic system. When the MANUAL
switch is activated power is supplied to the entire deice surface of both propellers. The manual override
switch is of the momentary type, and must be held in place until the ice has been dislodged from the
propeller surface. The load meters will indicate approximately a 0.05 increase of load when the manual
propeller deicer system is in operation.
Page 1
30-60-00 Nov 1/09
Figure 1
Propeller Deicer Installation
Page 2
Nov 1/09 30-60-00
MODEL 1900/1900C AIRLINER SERIES MAINTENANCE MANUAL

PROPELLER
30-60-00
100100
TROUBLESHOOTING
1. PROPELLER DEICER BOOT

For troubleshooting of the propeller deicer systems, refer to the appropriate manual for B.F. Goodrich or
Hartzell deicer systems in the Model 1900/1900C Airliner Series Component Maintenance Manual, P/N
114-590021-11 or subsequent.
Page 101
30-60-00 Nov 1/12
MODEL 1900/1900C AIRLINER SERIES MAINTENANCE MANUAL

PROPELLER
30-60-00
200200
1. PROPELLER DEICE AMMETER
A. Calibration
Should the ammeter be equipped with an adjusting screw on the back of the ammeter, the ammeter
may be calibrated according to the following procedure:
(1) Connect a voltmeter (accurate to 0.1-mv) to the positive and negative terminals on the back of the
ammeter.
(2) Turn the deice system on and measure the voltage to the ammeter.
(3) Multiply the millivolt reading by 0.8; this product is what the ammeter should be indicating.
(4) While lightly tapping the face of the ammeter, adjust the calibrating screw until the ammeter is
indicating the correct value.
2. PROPELLER DEICER BOOT

For maintenance of the propeller deicer systems, refer to the appropriate manual for B.F. Goodrich or Hartzell
deicer systems in the Model 1900/1900C Airliner Series Component Maintenance Manual, P/N
114-590021-11 or subsequent.
Page 201
30-60-00 Nov 1/12
CHAPTER 32 - LANDING GEAR

TABLE OF CONTENTS
SUBJECT PAGE
GENERAL INFORMATION
32-00-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
MAIN LANDING GEAR
32-10-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Main Landing Gear Shock Absorber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Servicing - Inflation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Method 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Method 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Main Landing Gear Torque Knee . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Main Landing Gear Drag Brace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
NOSE LANDING GEAR
32-20-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Nose Landing Gear Shock Absorber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Servicing - Inflation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Method 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Method 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Nose Landing Gear Shimmy Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Fluid Check (Manual Steering Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Removal (Manual Steering Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation (Manual Steering Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Nose Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Nose Landing Gear Torque Knee . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Nose Landing Gear Drag Brace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Bolt Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Page 1

SUBJECT PAGE
LANDING GEAR EXTENSION AND RETRACTION
32-30-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Time Delay Relay Printed Circuit Board (PCB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Functional Check. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Hydraulic Power Pack Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Up-Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Uplock Check Valve and Thermal Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Landing Gear Component Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Hydraulic System Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Hydraulic System Filling and Bleeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Landing Gear Hand Pump Cycling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Hydraulic System Leakage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Hydraulic Fittings Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Hydraulic Line Filter Inspection and Cleaning (UC-143 and After and prior Airplanes with
Kit No. 114-8022-1S Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
LANDING GEAR HYDRAULIC ACCUMULATOR
32-30-01
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
LANDING GEAR POWER PACK
32-30-02
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
LANDING GEAR POWER PACK - SPERRY VICKERS VALVE HOUSING AND CONTROLS
32-30-03
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 2

SUBJECT PAGE
LANDING GEAR POWER PACK MOTOR
32-30-04
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
POWER PACK GEAR UP PRESSURE SWITCH
32-30-05
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
LANDING GEAR HYDRAULIC POWER PACK FILTERS
32-30-06
Maintenance Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .201
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Landing Gear Hydraulic Power Pack Bleed Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .203
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
LANDING GEAR POWER PACK GEAR-UP AND GEAR-DOWN PORT FILTER SCREEN
32-30-07
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
LANDING GEAR POWER PACK FLUID LEVEL SENSOR
32-30-08
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Functional Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
MAIN LANDING GEAR
32-30-09
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Page 3

SUBJECT PAGE
MAIN LANDING GEAR ACTUATOR
32-30-10
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Main Landing Gear Actuator Shuttle Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Functional Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Main Landing Gear - Actuator End Cap Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Preinspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Equipment Setup/Standardization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Indication Evaluation Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Post Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
MAIN LANDING GEAR ACTUATOR ORIFICE
32-30-11
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
MAIN LANDING GEAR DOORS
32-30-12
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Hinge Wear Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
NOSE LANDING GEAR
32-30-13
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
NOSE LANDING GEAR ACTUATOR
32-30-14
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Shuttle Valve Functional Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Nose Landing Gear Actuator Ultrasonic Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Page 4

SUBJECT PAGE
NOSE LANDING GEAR DOOR
32-30-15
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
HYDRAULIC LANDING GEAR SERVICE VALVE ASSEMBLY
32-30-16
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
EMERGENCY EXTENSION HAND PUMP ASSEMBLY
32-30-17
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Bleeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
WHEELS AND BRAKES
32-40-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Main Gear Wheel Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Nose Gear Wheel Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Brake Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Hydraulic Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Parking Brake Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Sealing Minor Leaks in Rim-Inflated Tubeless Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Brake System Bleeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Pressure Bleeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Pressure Pot Bleeding Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Electric Bleeder Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Gravity Bleeding Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Brake Master Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Parking Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Nose Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Page 5

SUBJECT PAGE
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Main Wheel and Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Main Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Removal (Using a Ramp) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Installation (Using a Ramp) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Brake Master Cylinder Linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
Parking Brake Control Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
Wear Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
Fluid Reservoir Pressure Equalization Filter Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
Fluid Reservoir Pressure Equalization Orifice Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
ANTISKID BRAKES
32-41-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Manual Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Antiskid Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Bleeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Gravity Bleeding Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Pressure Bleeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Pressure Pot Bleeding Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Electric Bleeder Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Antiskid System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Antiskid System Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Pressure Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Antiskid Brake System Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Hydraulic Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Solenoid Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Power Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Pump and Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
Page 6

SUBJECT PAGE
Antiskid Brake System Wheel-Speed Transducer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
BRAKE DEICE SYSTEM
32-42-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Distributor Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Pressure Test and Functional Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Overtemperature Warning Functional Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
MECHANICAL STEERING
32-50-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Mechanical Steering Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Disconnect Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Forward Steering Link Boot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
(With Boot) Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Mechanical Steering Nose Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Centering Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Stop Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Stop Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Page 7

SUBJECT PAGE
POWER STEERING (UA-1 AND AFTER; UB-1 AND AFTER)
32-51-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Troubleshooting Notes (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Signal Amplifier (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
System Control (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Breakout Unit (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
System Calibration (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
System Servicing (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
System Filter Replacement (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Hydraulic Fittings Installation (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Power Steering Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Maintenance Checks (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Repairing (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Servo Valve and Manifold (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Arming Solenoid (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Switch (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Pump and Motor (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Solenoid Valve (2-Position) (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Signal Amplifier (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Disconnect and Park Disconnect Switch (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . 212
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Nose Wheel Centering Mechanism (UA-1 and After; UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Nose Gear Position Switch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
Page 8

SUBJECT PAGE
POWER STEERING (UC-1 AND AFTER)
32-52-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Power Steering Amplifier (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Troubleshooting Notes (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Airplane Configuration (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
System Configuration (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
System Checks (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Required Test Equipment (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Command Potentiometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Rigging (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Command Potentiometer and Amplifier Adjustments (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . 203
Hydraulic Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Supply and Return Filter Union (UC-143 and After; and
earlier UC serials with Kit No. 114-8021-1S installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Hydraulic Reservoir (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Actuator (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Servo Valve (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Arming Valve (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Manual Steering Fail Switch (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Feedback Potentiometer (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Amplifier AR103 (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Relay Panel A320 (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Hydraulic Pressure Switch (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Page 9

SUBJECT PAGE
Pump Relief Valve (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Pump and Motor (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Hydraulic Reservoir (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Nose Gear Centering Mechanism (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Nose Wheel Centering (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
LANDING GEAR POSITION AND WARNING
32-60-00
general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Nose Gear Up-Position Indicator Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Main Gear Up-Position Indicator Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Adjustment (UA-3, UB-1 thru UB-45, Except UB-37, Without Kit No. 114-8005 Installed) . . . . . . . . . 202
Adjustment (UB-37, UB-46 and After, UC-1 and After and Prior Airplanes With
Kit No. 114-8005 Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
NOSE GEAR DOWN-POSITION SWITCH
32-60-01
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
MAIN GEAR DOWN-POSITION SWITCH
32-60-02
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
NOSE GEAR ACTUATOR DOWNLOCK SWITCH
32-60-03
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 10

SUBJECT PAGE
MAIN GEAR ACTUATOR DOWNLOCK SWITCH
32-60-04
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Adjustment (All Airight Actuators Except P/N 114-380041-1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Adjustment (Phoenix Controls Actuators and Airight Actuator P/N 114-380041-1) . . . . . . . . . . . . . . . 202
Adjustment (Frisby Actuators) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
MAIN GEAR SAFETY SWITCH
32-60-05
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Adjustment (444EN49-6 Switch) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Adjustment (39EN6-6 Switch) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
LANDING GEAR WARNING HORN
32-60-06
Landing Gear Warning Horn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Page 11

32-LOEP 1 Nov 1/13 32-51-00 1 thru 5 Nov 1/09
101 thru 110 Nov 1/09
201 thru 218 May 1/10
32-00-00 1 thru 3 Nov 1/09
32-52-00 1 thru 3 Nov 1/09
32-10-00 201 thru 209 Nov 1/13 101 thru 118 Nov 1/09
201 thru 222 Nov 1/09
32-20-00 201 thru 216 Nov 1/13
32-60-00 1 thru 3 Nov 1/09
32-30-00 1 thru 13 May 1/12
101 and 102 Nov 1/09
101 thru 109 May 1/12
201 thru 203 Aug 1/10
201 thru 211 Nov 1/09
32-60-01 201 and 202 May 1/10
32-30-01 201 thru 203 Nov 1/09
32-60-02 201 and 202 Nov 1/09
32-30-02 201 thru 205 Nov 1/09
32-60-03 201 thru 203 Nov 1/09
32-30-03 201 thru 203 Nov 1/13
32-60-04 201 thru 205 Nov 1/09
32-30-04 201 thru 204 Nov 1/09
32-60-05 201 thru 206 Nov 1/09
32-30-05 201 thru 204 Nov 1/09
32-60-06 201 thru 203 Nov 1/09
32-30-06 201 thru 204 Nov 1/09
32-30-07 201 thru 204 Nov 1/09
32-30-08 201 thru 205 Nov 1/09
32-30-09 201 thru 205 Nov 1/09
32-30-10 201 thru 215 Nov 1/09
32-30-11 201 thru 203 Nov 1/09
32-30-12 201 thru 204 Nov 1/09
32-30-13 201 thru 206 Nov 1/09
32-30-14 201 thru 218 Nov 1/13
32-30-15 201 thru 203 Nov 1/09
32-30-16 201 thru 205 Nov 1/09
32-30-17 201 thru 205 Nov 1/13
32-40-00 1 thru 3 Nov 1/09
101 Nov 1/09
201 thru 221 Nov 1/09
32-41-00 1 thru 13 Nov 1/09
201 thru 217 May 1/12
32-42-00 1 thru 5 Nov 1/09
201 thru 205 Nov 1/09
32-50-00 1 Nov 1/09
201 thru 211 Nov 1/09
Page 1
32-LOEP Nov 1/13
LANDING GEAR
GENERAL INFORMATION
32-00-00

00
1. GENERAL
The 1900 Airliner Series airplanes are equipped with a retractable hydraulic landing gear system. The nose
gear and main gear assemblies incorporate air-oil type shock struts that are filled with both compressed air
and hydraulic fluid. The nose gear strut is equipped with a single, wheel and tire, while each main gear strut is
equipped with two wheels and tires. The landing gear is retracted and extended by the action of the individual
actuators and drag brace assemblies connected to each landing gear. The nose gear is attached to two
longitudinal fuselage members in the fuselage nose and pivots aft into the wheel well when retracted. The
main landing gear are attached to the two main structural ribs of the nacelles and pivot forward into the wheel
wells when retracted. The landing gear doors consist of one nose gear door and two sets of main gear doors.
The nose gear door is hinged at the front and is connected to the nose gear brace with two push-pull links;
when the landing gear is retracted, the door is pulled closed and when extended, the door is pushed open.
The main gear doors are hinged at the sides and are spring-loaded to the open position. As the landing gear
is retracted, two rollers on each main gear engage the door actuating cams and pull the doors closed. When
the landing gear doors are closed, they cover the top braces of each landing gear.
The nose and main landing gear assemblies are extended and retracted by a hydraulic system consisting of
an actuator located in each wheel well, a hydraulic power pack located in the LH wing, and hydraulic
plumbing. The hydraulic plumbing provides for normal extend, normal retract and emergency extend modes
of operation. A landing gear control switch, placarded UP and DN, is located on the pilot's inboard subpanel.
When the control handle is moved to the UP position, power is supplied to the pump motor and to the gear-up
solenoid to allow system fluid under pressure to flow to the retract side of the system. The landing gear is held
in the retracted position by positive hydraulic pressure from the pump. When the control handle is placed in
the DN position, power is supplied to the pump motor and to the gear-down solenoid to allow system fluid
under pressure to flow to the extend side of the system. When the actuator pistons are positioned to fully
extend the landing gear, an internal mechanical lock in each actuator will lock the actuator pistons to hold the
landing gear in the down position. Manual landing gear extension is provided through a manually powered
hydraulic system. A hand pump, located on the floor between the pilot's seat and the pedestal, is used when
emergency extension of the gear is required. To extend the landing gear with this system, the pump handle is
removed from its securing clip and pumped up and down. As the handle is pumped, hydraulic fluid is drawn
from the power pack into the pump and exited under pressure. Fluid under pressure from the pump is routed
to each landing gear actuator. A service valve plumbed in the hydraulic system may be used in conjunction
with the hand pump to raise the landing gear for maintenance purposes.
Page 1
32-00-00 Nov 1/09
Visual indication of the landing gear position is provided by two red in-transit lights located in the landing gear
control switch handle and a green gear-down indicator light assembly on the subpanel. The in-transit lights
are wired through the automatic light dimming circuit. Illumination of the in-transit lights indicates when the
landing gear is in transit; gear up is indicated when they go out. Illumination of the gear-down lights indicates
when each landing gear is down and locked. Up-and-down position switches and actuator downlock switches
are located in each wheel well to complete the electrical circuits necessary to illuminate the gear down and
in-transit lights.
Nose gear steering is accomplished by a mechanical linkage system extending from the rudder pedals to a
bell crank mounted in the nose gear wheel well above the nose gear assembly. A spring mechanism in the
steering linkage permits tow bar or braked steering angles greater than that provided by the rudder pedal
system. An electrical actuator and a cam are incorporated in the steering linkage to remove the steering
action from the rudder pedals while the airplane is in flight. An optional power steering system incorporates a
hydraulically powered rotary actuator mounted on top of the nose gear assembly. Hydraulic power for the
actuator is provided by a pump located in the LH wheel well. The power steering system uses the landing
gear power pack as its fluid supply. Command potentiometers controlled by the pilot's rudder pedals provide
the steering input signals for the electrical portion of the steering system. A servo valve in the actuator
receives signals from the potentiometers to adjust the pressure inside the actuators to move the nose wheel
left or right.
The airplane is equipped with four hydraulically operated brake assemblies. Each main landing gear
incorporates two multidisc, metallic-lined brake assemblies bolted together, one on each side of the strut.
Each brake assembly contains two rotating discs, which are keyed to rotate with the wheel, a stationary disc,
and a pressure plate and backplate which are attached to the brake housing. Braking action occurs when
hydraulic pressure is applied to the pistons in the brake housing, forcing the disc stack together and creating
friction between the rotating discs and the stationary components of the brake assembly. The hydraulic
pressure to the brake assemblies is generated by the pilot's or copilot's master cylinders. An optional antiskid
brake system incorporates a power brake valve, a pump and motor, a skid control unit, and a wheel speed
transducer in each main gear axle. The electric motor-driven pump provides the hydraulic power for the
system. When the antiskid system is off, the pressure at the brake assemblies is the same as the master
cylinder pressure. When the system is in the antiskid mode, the master cylinder pressure is isolated from the
brake assemblies and a braking pressure balanced to the master cylinder pressure is generated by the power
brake valve. The objective of the antiskid function is to give optimum braking effectiveness. This is
accomplished as the wheel transducers monitor the wheel RPM and relay the information to the skid control
unit. When a skid condition is imminent, the appropriate signal is sent to the power brake valve to reduce the
pressure to all four brake assemblies. As the wheel RPM begins to increase, the power brake valve increases
the braking pressure; if the wheel transducers indicate that the wheels are still in a skid condition, the brake
pressure will be decreased again. This cycle will continue until the tendency to skid has ended.
Brake deicing is provided by an optional brake deice system which utilizes engine bleed air as the deicing
agent. The brake deice system is composed of a combination of tubes and hoses plumbed from the engine
bleed air duct forward of each firewall to a distributor manifold installed on each main gear shock strut. A
shutoff valve in each main gear wheel well controls the flow of heated air to each distributor manifold. An
overtemp warning line is routed in close proximity to the bleed air lines in each wheel well to notify the
operator in the event of overheating of the deice system.
Page 2
Nov 1/09 32-00-00
WARNING: Any time maintenance is performed on the landing gear system, always place the
airplane on jacks.
When jacking the airplane in an unsheltered area where winds in excess of 35 kts may be
encountered, never jack more than one gear clear of the ground at a time.
Any time the landing gear is only partially retracted during maintenance, always cycle the
gear with the power pack through at least one complete cycle before removing the
airplane from the jacks.
As an added security measure, manual landing gear downlocks shown under Special
Tools in Chapter 91-00-00 may be purchased or may be fabricated from Kit instructions
no. 114-5015 S. The downlocks or the kit may be ordered through any Hawker Beechcraft
outlet.
Page 3
32-00-00 Nov 1/09
LANDING GEAR
MAIN LANDING GEAR
32-10-00
200200
1. PROCEDURES
WARNING: When performing maintenance on a hydraulically operated landing gear system, be
aware that any movement of a hydraulic actuator cylinder can displace hydraulic fluid
and cause unanticipated movement of other actuator cylinders in the landing gear
retraction system. Servicing of the landing gear hydraulic accumulator can also result in
unanticipated movement of an actuator. Either action can result in an unsafe, unlocked
landing gear system. Therefore, place the airplane on jacks prior to performing any
inspection or maintenance. Cycle the landing gear and ensure that all three landing gears
are down and locked prior to removing the aircraft from jacks.
2. MAIN LANDING GEAR SHOCK ABSORBER
A. Servicing
(1) To check the fluid level and fill the landing gear shock absorber, remove the valve cap and press
the valve core to release the air. Allow the strut to fully compress.
WARNING: Release the air pressure entirely before removing the valve core.
(2) Remove the valve core and connect one end of a 1/4 inch I.D. hose to the valve stem. Submerge
the other end of the hose in a container of clean hydraulic fluid (39, Table 1, Chapter 91-00-00).
(3) Slowly extend the strut to draw hydraulic fluid into the strut.
(4) When the strut is fully extended, slowly compress the strut to expel any excess hydraulic fluid and
trapped air.
(5) Cycle the strut as many times as necessary to expel all of the air. With the strut compressed,
remove the hose and install the valve core.
CAUTION: Never tow or taxi with a flat strut. Even brief towing or taxiing with a deflated strut can
cause damage.
B. Servicing - Inflation
WARNING: Anytime maintenance is to be performed on the landing gear system, always place
the airplane on jacks.
When jacking the airplane in an unsheltered area where winds in an excess of 35 kts
may be encountered, never jack more than one gear clear of the ground at a time.
Any time the landing gear is only partially retracted during maintenance, always
cycle the gear with the power pack through at least one complete cycle before
removing the airplane from the jacks.
CAUTION: Loss of oil will result in struts appearing to need inflation. Low oil levels will damage the strut
and could result in hard landing damage to the aircraft. If loss of oil is detected or
suspected, check oil level using the MAIN LANDING GEAR SHOCK ABSORBER
SERVICING procedure.
Page 201
32-10-00 Nov 1/13
C. Method 1
(1) With the airplane on the ground and empty, except for full fuel and oil, inflate the main strut with
nitrogen or dry filtered air until the piston is extended 5.12 to 5.62 inches.
D. Method 2
(1) With the airplane on jacks, inflate the main landing gear with nitrogen or dry filtered air to 525 psig.
3. MAIN LANDING GEAR
A. Lubrication
Lubricate the main landing gear wheel bearings and grease fittings (Ref. Chapter 12-20-00,
LUBRICATION SCHEDULE).
B. Removal
(1) Perform the THREE-POINT JACKING (PREFERRED PROCEDURE) procedure
(Ref. Chapter 07-10-00). All tires must be clear of the floor.
(2) Retract the main landing gear slightly to take the load off the drag brace and to unlock the actuator
(Ref. Figure 201).
NOTE: The nut next to the switch must be maintained in the same position to provide the correct
adjustment when installing the switch.
(3) Remove the down-position switch and wiring clamps from the drag leg.
(4) Disconnect the drag leg from the main gear by removing the cotter pin, nut, washers, bolt (8) and
bushings (7). After disconnecting the drag leg, install the bolt, bushings, washers and nut into the
drag leg to facilitate correct installation.
(5) Disconnect the hydraulic brake flex hose at the top of the gear and cap the hydraulic lines.
(6) On installations equipped with brake deicing, remove the clamp securing the brake deicer hose to
the upper end of the strut, then disconnect the hose at the union in the bracket just above the
torque knees.
(7) Disconnect the wiring (safety and downlock switch) from the receptacle at the upper rear of the
wheel well.
(8) Remove the access panels covering the landing gear hinge bolts. Remove the cotter pin, nut (6),
washers (2, 3 and 5), hinge bolt (1) and bushing (4) and lower the main landing gear away from
the airplane.
NOTE: After removing the bolt (1), position the washers on the bolt in the same sequence as
when installed.
Page 202
Nov 1/13 32-10-00
C. Installation
(1) Coat the bushings (4 and 7) and bolts (1 and 8) with lubricating grease (61, Table 1, Chapter
91-00-00) at the time of installation (Ref. Figure 201).
NOTE: Install the washers on the main gear hinge bolts in the same sequence as when removed.
(2) Position the gear, install the bushings (4) and install the hinge bolts (1) through the strut and keel.
Install the bolt heads toward the center of the strut. Install the washers (3) (minimum of one each
side of the strut) between the keel and strut as required to provide a total clearance of 0.005 to
0.030 inch between the keel and washer surfaces. Apply a minimum torque of 800 inch-pounds to
the hinge bolt nuts; tighten the nuts to the next castellation (but do not exceed 1200 inch-pounds)
and install the cotter pin. One washer (5) may be used under the nut to obtain the required torque
value.
(3) Connect the hydraulic brake flex hose to the union on the landing gear.
(4) On installations equipped with brake deicing, connect the brake deicer hose at the union in the
bracket just above the torque knees. Install the clamp securing the hose to the upper end of the
strut.
(5) Slowly move the lower drag leg in to position between the MLG lugs without any side pressure
being applied to the drag leg. If the drag leg does not align with the attachment lugs on the landing
gear strut, perform the MAIN LANDING GEAR DRAG BRACE INSTALLATION procedure.
(6) Connect the lower drag leg to the landing gear with the bolt (8), bushings (7), washers, nut and
cotter pin. With a minimum of one washer under the nut and the head of the bolt (8), tighten the nut
and bolt finger-tight, then tighten to the next slot of the castle nut to permit installation of the cotter
pin.
NOTE: The nut next to the switch must be maintained in the same position to provide the correct
adjustment as when previously installed.
(7) Install the downlock switch and wiring clamps on the drag leg.
(8) Plug the down-position switch and safety switch wiring into the receptacle at the upper rear of the
wheel well.
(9) Install the landing gear hinge bolt access panels.
(10) Perform the MAIN LANDING GEAR SHOCK ABSORBER SERVICING procedure contained in
this section.
(11) Bleed the brakes (Ref. 32-40-00, BRAKE SYSTEM BLEEDING or 32-41-00, BLEEDING).
(12) Perform a retraction check (Ref. 32-30-00, LANDING GEAR HAND PUMP CYCLING).
(13) Lubricate the main gear hinge points and drag brace joints with lubricating grease (61, Table 1,
Chapter 91-00-00).
(14) Perform the LOWERING THE AIRPLANE AFTER THREE-POINT JACKING procedure
Page 203
32-10-00 Nov 1/13
Figure 201
Main Landing Gear Assembly
Page 204
Nov 1/13 32-10-00
4. MAIN LANDING GEAR TORQUE KNEE
A. Removal
(2) Deflate the landing gear strut.
NOTE: Cap the hydraulic brake line to prevent contamination of the hydraulic fluid.
(3) Remove the wheels and brakes (Ref. 32-40-00, MAIN WHEEL AND BRAKE REMOVAL).
(4) Remove the cotter pin, nut, washer and bolt (1) that attach the safety switch arm to the upper
torque knee (Ref. Figure 202).
(5) On airplanes with antiskid brakes, remove the clamps securing the wheel speed transducer wiring
harness to the upper and lower torque knees.
(6) Remove the cotter pin (10), nut (2), washers (3, 4, 5, 6, and 7), bushing (8) and bolt (9) that
connect the upper and lower torque knees (13 and 14). Note the position of the washers to
facilitate installation of the torque knees.
(7) Cut the safety wire from the clevis pin (11) and remove the clevis pin from the upper torque knee
pin (12). Tap the upper torque knee pin out and remove the upper torque knee (13).
(8) Remove the cotter pin, washers and clevis pin (15) from the lower torque knee pin (16). Tap the
lower torque knee pin (16) out and remove the lower torque knee (14).
(9) Inspect the upper and lower torque knee bushings for wear and/or damage (Ref. Model 1900
Airliner Series Component Maintenance Manual, Chapter 32-10-00, MAIN LANDING GEAR
MANUFACTURING AND WEAR TOLERANCES AND INSPECTION PROCEDURES).
B. Installation
(1) Coat the torque knee pins (12 and 16), bushing (8), and bolt (9) with lubricating grease (61, Table
1, Chapter 91-00-00) at the time of installation (Ref. Figure 202).
(2) Position the lower torque knee (14) in place. Tap the lower torque knee pin (16) in place and install
the clevis pin (15), washer and cotter pin.
(3) Position the upper torque knee (13) in place. Tap the upper torque knee pin (12) in place and
install the clevis pin (11). Safety wire between the clevis pin and the safety wire hole in the forward
side of the retainer ring.
CAUTION: Do not create a tight joint between the upper and lower torque knees. The torque knee
connection joint must move freely.
(4) Connect the upper and lower torque knees as follows:
(a) Align the upper torque knee (13) and the lower torque knee (14) and position the washer (5)
between them. Insert the bushing (8) through the torque knees and washer (5).
(b) Insert the bolt (9) through the washers (7, 6 and 5) and the bushing (8).
Page 205
32-10-00 Nov 1/13
(c) In the following Step, to obtain minimum bolt end play, use AN960-816 and /or AN960D816L
washer(s) as required after washer (4). Use AN960-616 and/or AN960-616L washer(s) after
washer (3) as required to align the cotter pin (10).
(d) Install washers (5, 4 and 3), nut (2) and a new cotter pin (10).
(5) On airplanes with antiskid brakes, install the clamps securing the wheel speed transducer wiring
harness to the upper and lower torque knees.
(6) Install the bolt (1), washer, nut and cotter pin that attach the safety switch arm to the upper torque
knee.
(7) Install the wheels and brakes (Ref. 32-40-00, MAIN WHEEL AND BRAKE INSTALLATION).
(8) Lubricate the torque knee joints with lubricating grease (61, Table 1, Chapter 91-00-00).
(10) Perform the MAIN LANDING GEAR SHOCK ABSORBER SERVICING procedure in this section.
5. MAIN LANDING GEAR DRAG BRACE
A. Removal
(2) Retract the gear slightly to take the load off the drag brace and to unlock the actuator
(Ref. Figure 203).
NOTE: To maintain switch adjustment do not permit the nut on the switch side of the rig plate (7)
to turn.
(3) Remove the wiring clamps and downlock switch (8).
(4) Remove the cotter pin (13), nut (12), washers (10) and bolt (9) attaching the lower drag leg (15) to
the landing gear lug and remove the lower drag leg (15). Leave the bushings (11) in the strut (14)
and attach the bolt (9), washers (10) and nut (12) to the strut (14).
(5) Remove the nut (1), washers (2) and bolt (3) attaching the actuator (4) rod end to the upper drag
leg arm (25).
(6) Remove the cotter pin (21), nut (22), washers (23) and bolt (24) securing the upper drag leg (5) to
the wheel well attach fitting.
NOTE: Note the number of washers (23) on each side of the upper drag leg (5) to facilitate
installation of the drag brace in alignment with the attachment fitting on the landing gear
strut (14).
Page 206
Nov 1/13 32-10-00
B. Installation
NOTE: A shimming procedure must be completed prior to installing the drag brace assembly
(Ref. Model 1900 Airliner Series Component Maintenance Manual, Chapter 32-10-00, MAIN
LANDING GEAR DRAG BRACE SHIMMING PROCEDURE).
If the upper and lower drag legs (5 and 15) were separated during overhaul make sure that two
washers (6) are placed on each side of lower drag leg (15). Install the center pivot bolt (16),
washers (17), bushings (18) and nut (19) through upper and lower drag legs (5 and 15) upon
assembly. Torque the center pivot bolt (16) and nut (19) 200 to 400 inch-pounds and install
cotter pin (20). The pivot joint of the drag brace should be free of binding.
(1) Lubricate the bolts (9 and 24) and bushings (11) with lubricating grease (61, Table 1, Chapter
91-00-00) at the time of installation (Ref. Figure 203).
(2) Insert the upper drag leg bolt (24) through the wheel well fitting and upper drag leg (5). Install the
washers (23) between the upper drag leg (5) and the wheel well fitting in the same positions as
when removed. With a minimum of one washer (23) under the head of the bolt (24) and the nut
(22), tighten the nut and bolt finger-tight, then tighten to the next slot of the castle nut to permit
installation of the cotter pin (21).
NOTE: Washers (23) may be shifted from side to side of the wheel well fitting and upper drag leg
(5) to align the lower drag leg (15) with the attachment point on the landing gear strut (14).
A minimum of one washer (23) should be maintained between the upper drag leg (5) and
the wheel well attachment fitting.
(3) Attach the lower drag leg (15) to the landing gear lug with the attach bolt (9), bushings (11),
washers (10), nut (12) and cotter pin (13). With a minimum of one washer (10) under the nut (12)
and the head of the bolt (9), tighten the nut and bolt finger-tight, then tighten to the next slot of the
castle nut to permit installation of the cotter pin (13).
(4) Lubricate bolt (3) with grease (80, Table 1, Chapter 91-00-00) at time of installation.
(5) Attach the actuator (4) rod end to the upper drag leg arm (25) with the bolt (3), washers (2) and
nut (1).
NOTE: To maintain switch adjustment, do not permit the nut on the switch side of the rig plate (7)
to turn.
(6) Install the downlock switch (8) and attach the wiring clamps to the drag leg.
NOTE: No side force may be applied to the lower drag brace to facilitate alignment with the attach
point on the landing gear strut.
(7) Lubricate the drag brace joints with lubricating grease (61, Table 1, Chapter 91-00-00).
(8) Perform a rigging check (Ref. 32-30-00, MAIN LANDING GEAR RIGGING).
Page 207
32-10-00 Nov 1/13
Figure 202
Main Landing Gear Torque Knee Assembly
Page 208
Nov 1/13 32-10-00
Figure 203
Main Landing Gear Drag Brace Assembly
Page 209
32-10-00 Nov 1/13
LANDING GEAR
NOSE LANDING GEAR
32-20-00
200200
1. PROCEDURES
are down and locked prior to removing the airplane from jacks.
2. NOSE LANDING GEAR SHOCK ABSORBER
A. Servicing
(1) To check the fluid level and fill the nose landing gear shock absorber, remove the valve cap and
depress the valve core to release the air. Allow the strut to fully compress.
WARNING: Release the air pressure entirely before removing the valve core.
(2) Remove the valve core and connect one end of a 1/4 inch I.D. hose to the valve stem. Submerge
the other end of the hose in a container of clean hydraulic fluid (39, Table 1, Chapter 91-00-00).
(3) Slowly extend the strut to draw hydraulic fluid into the strut.
(4) When the strut is fully extended, slowly compress the strut to expel any excess hydraulic fluid and
trapped air.
(5) Cycle the strut as many times necessary to expel all of the air. With the strut compressed, remove
the hose and install the valve core.
CAUTION: Damage to the torque knees may result if the struts are inflated while the airplane is
on jacks.
Never tow or taxi with a flat strut. Even brief towing or taxiing with a deflated strut can
cause severe damage.
B. Servicing - Inflation
WARNING: Anytime maintenance is to be performed on the landing gear system, always place
the airplane on jacks.
When jacking the airplane in an unsheltered area where winds in an excess of 35 kts
may be encountered, never jack more than one gear clear of the ground at a time.
Page 201
32-20-00 Nov 1/13
CAUTION: Loss of oil will result in struts appearing to need inflation. Low oil levels will damage the strut
and could result in hard landing damage to the aircraft. If loss of oil is detected or
suspected, check oil level using the NOSE LANDING GEAR SHOCK ABSORBER
SERVICING procedure.
C. Method 1
(1) With the airplane on the ground and empty, except for full fuel and oil, inflate the nose strut with
nitrogen or dry filtered air until the piston is extended 5.25 to 5.75 inches.
D. Method 2
(1) With the airplane on jacks, inflate the nose landing gear with nitrogen or dry filtered air to 95 psig.
3. NOSE LANDING GEAR SHIMMY DAMPER
A. Fluid Check (Manual Steering Only)

NOTE: The shimmy damper fluid level can be checked without removing the damper from the airplane
by inserting a thin wire through the aft end of the piston rod assembly and into the hole of the
aft floating piston.
To determine if the wire is inserted in the hole of the floating piston, insert the wire several
times noting each insertion depth. When the wire is in the floating piston hole, the depth will be
approximately 0.44 inch greater than when against the face of the floating piston.
(1) Check the shimmy damper hydraulic fluid level as follows (Ref. Figure 201):
(a) Insert a 1/16 inch diameter wire into the hole of the aft floating piston (2), mark the wire at the
piston rod assembly - aft end (3), remove and measure the distance from inserted end of the
wire (Dimension A).
(2) If dimension A is greater than six inches, service the shimmy damper. Refer to Chapter 32 of the
Model 1900 Airliner Series Component Maintenance Manual for servicing instructions.
B. Removal (Manual Steering Only)

(1) Remove nut (1), washer (2) and bolt (3) attaching the shimmy damper (4) to steering bell crank (5)
(Ref. Figure 202).
(2) Remove nut (6) washer (7), bolt (9) and bushing (8) connecting the shimmy damper (4) to the
airplane structure.
(3) Remove the shimmy damper (4) from the airplane.
C. Installation (Manual Steering Only)

(1) Position the nose landing gear (13) so the steering stop assembly (14) is centered between the
steering stop ears (15) on the aft side of the nose landing gear (Ref. Figure 202).
(2) Prior to installing the nose landing gear shimmy damper (1), adjust the aft end of piston rod
assembly (3) to measure 3.75 inches from the aft end of barrel (4) (Ref. Figure 201).
(3) Position the aft end of shimmy damper (10) in the airplane structure (Ref. Figure 202).
Page 202
Nov 1/13 32-20-00
(4) Insert bushing (8) and secure with bolt (9), washer (7) and nut (6).
(5) With the nose wheels centered, adjust rod end (11) until the bolt (3) will fit through the rod end and
steering bellcrank (5) without binding. Install washer (2) and nut (1).
(6) Tighten jam nut (12) on rod end (11).
DIMENSION "A"
1 4 3
2
FWD
3.75 INCHES
1. SHIMMY DAMPER
2. AFT FLOATING PISTON
3. PISTON ROD ASSEMBLY-AFT END
4. BARREL-AFT END
UC32B
074213AA.AI
Figure 201
Nose Landing Gear Shimmy Damper
Manual Steering Only
Page 203
32-20-00 Nov 1/13
10
12
3
4
11
6
2 5
A
1
1. NUT
2. WASHER
3. BOLT
4.SHIMMY DAMPER
5. BELLCRANK
6. NUT
7. WASHER
8. BUSHING
9. BOLT
10. SHIMMY DAMPER AFT END
11. ROD END
12. JAM NUT
DETAIL A UC32B
070471AA.AI

Shimmy Damper Installation
Page 204
Nov 1/13 32-20-00
13
13. NOSE LANDING GEAR ASSEMBLY
14. STEERING STOP ASSEMBLY
15. STEERING STOP EARS
15 15
14
DETAIL B UC32B
070472AA.AI

Shimmy Damper Installation
4. NOSE LANDING GEAR
A. Lubrication
Lubricate the nose landing gear wheel bearings and grease fittings (Ref. Chapter 12-20-00, Table 202,
LUBRICATION SCHEDULE).
B. Removal
(2) Retract the nose landing gear slightly to take the load off the drag brace and to unlock the
actuator.
(3) Disconnect the push-pull links, which operate the nose landing gear door from the strut by
removing the nuts, washers, and bolts that attach the rod ends to the strut.
(4) Remove the bolt, nut and washer to disconnect the actuator clevis from the yoke.
(5) Disconnect the electrical wiring for the taxi light.
CAUTION: As the hydraulic hoses are disconnected, plug all openings to prevent entry of foreign
material into the lines or hoses.
(6) If power steering is installed on the airplane, disconnect the electrical wiring from the power
steering actuator and disconnect the flexible hydraulic hoses from the bracket mounted on the LH
keel of the nose gear wheel well.
Page 205
32-20-00 Nov 1/13
(7) Remove the cotter pin, nut (13) and washer (11) from lower bolt (9) and drive the bolt out. Note the
location of the washers (10) and bushings (12) for proper installation (Ref. Figure 203).
(8) Remove the nut, washers, bushings and bolt securing the upper and lower drag legs together.
(9) Place a block under the wheel to remove part of the load on the landing gear trunnion bolts and to
support the strut when the bolts are removed.
NOTE: Note the position of the washers to facilitate installation.
(10) Remove the cotter pins, nuts (8), washers (2, 3, 4, 6 and 7), bushings (5) and nose landing gear
trunnion bolts (1) and lower the strut away from the airplane.
C. Installation
(1) Lubricate bolts (1 and 9) and bushings (5 and 12) with lubricating grease (61, Table 1, Chapter
91-00-00) (Ref. Figure 203).
(2) Position the strut in the wheel well and install the landing gear trunnion bolts (1) with two
100951-X-031-UC washers (3 and 4) between the strut and keel. Install washer (2) on the bolt with
the countersink towards the bolt heads. Install bushings (5) over the bolt and into the strut casting
after the strut is in position. Install nut (8) on the bolt and torque the trunnion bolts 400 to 700
in.-lbs and secure with cotter pins. Use an AN960-1016 and/or AN960-1016L washer (7) under the
nut as required to obtain proper torque and engagement of the nut and cotter pin.
NOTE: Position the washers in the same sequence as when previously installed.
(3) Place the lower ends of the lower drag legs through the strut web and into position to be attached.
Attach the lower drag legs to the upper drag leg with the bolt, bushings, washers and nut. Torque
the attaching nut 200 to 400 in.-lbs and install the cotter pin. Use AN960-1016 or AN960-1016L
washers under the bolt head and nut to obtain the proper torque and engagement of the nut and
cotter pin.
(4) Secure the lower drag legs to the strut with bolt (9), being careful to install bushings (12) and
washers (10 and 11) in the same positions from which they were removed. Torque the attaching
nut (13) 200 to 400 inch-pounds and install the cotter pin. Use an AN960-1016 and/or
AN960-1016L washer (11) under the nut as required to obtain the proper torque and engagement
of the nut and cotter pin.
(5) Extend the actuator and align the actuator clevis bolt hole with the bolt in the yoke, then secure
with the bolt, washer, nut, and cotter pin.
(6) Connect the electrical wiring to the taxi light.
(7) Attach the push-pull links, that operate the nose gear door, to the strut by installing the nuts,
washers, and bolts that attach the rod ends to the strut.
(8) Lubricate the strut and drag brace hinge joints with lubricating grease (61, Table 1, Chapter
91-00-00).
(9) Inflate the nose landing gear strut to 30 psi minimum with nitrogen or dry filtered air.
(10) Perform a retraction check (Ref. 32-30-00, LANDING GEAR HAND PUMP CYCLING).
(11) Install the nose landing gear trunnion bolt access covers.
Page 206
Nov 1/13 32-20-00
(13) Perform the NOSE LANDING GEAR SHOCK ABSORBER SERVICING - INFLATION procedure
in this section.
Page 207
32-20-00 Nov 1/13
Figure 203
Nose Landing Gear Assembly
Page 208
Nov 1/13 32-20-00
5. NOSE LANDING GEAR TORQUE KNEE
A. Removal
(2) Deflate the nose landing gear strut by removing the valve cap and depressing the valve core to
release the air. Allow the strut to fully compress.
(3) Remove the cotter pin, nut, washers (1 and 2), bushing (3) and bolt (4) that connect upper torque
knee (5) and lower torque knee (10). Note the position of the washers on the attach bolt to
facilitate installation (Ref. Figure 204).
(4) Remove the cotter pin, washer and tow limit pin (6) from upper torque knee pin (7). Tap the upper
torque knee pin out and remove torque knee (5).
(5) Remove the cotter pin, washer and clevis pin (8) from the lower torque knee pin (9). Tap the lower
torque knee pin out and remove the torque knee (10).
(6) Inspect the upper and lower torque knee bushings for wear and/or damage (Ref. Model 1900
Airliner Series Component Maintenance Manual, Chapter 32-20-00, NOSE LANDING GEAR
DISASSEMBLY Chart 1).
B. Installation
(1) Position lower torque knee (10) in place and tap the lower torque knee pin (9) in place. Install
clevis pin (8), washer and cotter pin (Ref. Figure 204).
(2) Position upper torque knee (5) in place and tap the upper torque knee pin (7) in place. Install tow
limit pin (6), washer and cotter pin.
(3) Install the bolt (4), washers (1 and 2), nut, and cotter pin that attach upper torque knee (5) to lower
torque knee (10). Install washers (1 and 2) in the same positions as when removed.
(4) Lubricate the torque knee joints with lubricating grease (61, Table 1, Chapter 91-00-00).
(5) Inflate the nose landing gear to 30 psi minimum with nitrogen or dry filtered air.
(7) Perform the NOSE LANDING GEAR SHOCK ABSORBER SERVICING - INFLATION procedure
in this section.
Page 209
32-20-00 Nov 1/13
Figure 204
Nose Landing Gear Torque Knee Assembly
6. NOSE LANDING GEAR DRAG BRACE

A. Removal
WARNING: Any time maintenance is to be performed on the landing gear system, place the
airplane on jacks.
When jacking the airplane in an unsheltered area where winds in excess of 35 kts
will be encountered, never jack more than one gear at a time clear of the ground.
Page 210
Nov 1/13 32-20-00
For safety reasons, pull the 2-ampere control circuit breaker on the pilot's inboard
subpanel and place a note on the circuit breaker panel that LANDING GEAR
MAINTENANCE IS IN PROCESS during maintenance on the landing gear.
The landing gear control handle must never be moved from the down-and-locked
position while the airplane is on the ground.
It is recommended that the area be roped off during extension or retraction of the
landing gear.
CAUTION: The landing gear must not be cycled with the power pack if low on fluid or if the landing gear
system is not properly rigged. Use the emergency extension hand pump, TK229/939
hydraulic hand pump or TK229-1/939 air-driven hydraulic pump to extend and retract the
landing gear for maintenance and rigging (Ref. Chapter 91-00-00).

(2) Perform the REMOVING GROUND POWER procedure (Ref. Chapter 24-40-00) and disconnect
the battery.
(3) Retract the nose gear until the load is removed from the drag brace and the actuator (3) is
unlocked (Ref. Figure 205).
NOTE: Note the position and thickness of all washers for installation purposes.
(4) Remove the nuts, washers and bolts attaching the push-pull link rod ends to the nose gear door
bracket. Tie the nose gear door away from the work area.
(5) Remove the clamps securing the down-position switch wiring to the upper drag brace (21).
NOTE: To maintain down-position switch (33) adjustment, do not allow the down-position switch
nut on the top of the upper drag brace (21) to turn.
(6) Remove the down-position switch (33) from the upper drag brace (21).
(7) Remove cotter pin, nut, washer, bushing and bolt (34) attaching the yoke to the upper drag brace
(21).
(8) Remove the nut (5), washer (6) and bolt (7) attaching the actuator clevis to the yoke (8).
NOTE: Note the location and thickness of the washers and bushings for installation purposes.
(9) Remove the cotter pin (9), nut (10), washers (11 and 12), bushings (13) and bolt (14) attaching the
lower drag brace legs (1 and 2) to the strut (4).
(10) If necessary, retract the actuator to avoid interference when removing the lower drag brace legs (1
and 2).
(11) Remove the cotter pin (22), nut (23), washers (24 and 25), bushings (26) and bolt (27) connecting
the upper drag brace (21) and lower drag brace legs (1 and 2).
Page 211
32-20-00 Nov 1/13
(12) Remove the two nuts (28), washers (29) and bolts (30) securing the two pins (31) in the upper
drag brace (21).
(13) Remove the two pins (31) and washers (32) from the upper drag brace using vise-grips or
equivalent pliers. Retain the washers (32) located between the upper drag brace and the
attachment fitting. Remove the upper drag brace assembly.
B. Installation
(1) Coat the pins (31) and washers (32) with grease (61, Table 1, Chapter 91-00-00) (Ref. Figure
205).
(2) Install one AN960-1016L washer (32) on each side of the upper drag brace (21) between the
upper drag brace and attachment beam.
(3) Tap the two pins (31) into the attachment beam and the upper drag brace (21). Align the holes in
the pin with the drag brace bolt holes.
NOTE: Ensure the end of each pin is 0.25 inch from the outboard side of the attachment beam
(Ref. Figure 205, Sheet 2 of 2).
(4) Install the two bolts (30), through the upper drag brace (21) and the pins. Install the washers (29)
and nuts (28).
(5) Coat the hinge bolt (27) and bushings (26) with grease (61, Table 1, Chapter 91-00-00).
(6) Align the upper drag brace (21) with the lower drag brace legs (1 and 2).
(7) Install the bushings (26) in the same LH or RH lower drag brace legs (1 or 2) as noted during
removal.
(8) Connect the lower drag brace legs (1 and 2) to the upper drag brace (21) with the attaching bolt
(27), washers (24 and 25) and nut (23).
NOTE: Use an AN960-1016 and/or AN960-1016L washers (24) under the nut as required to
obtain proper torque.
(9) Torque the nut (23) 200 to 400 inch-pounds and install a new cotter pin (22).
(10) Coat the bolt (14) and bushings (13) with grease (61, Table 1, Chapter 91-00-00).
(11) Place the lower ends of the lower drag brace legs (1 and 2) through the web in the strut (4).
(12) Attach the lower drag brace legs to the nose gear strut with the bolt (14), washers (11 and 12) and
nut (10).
NOTE: Use AN960-1016 or AN960-1016L washers (11) under the bolt head (14) and nut (10) to
obtain proper torque.
(13) Torque the nut (10) 200 to 400 inch-pounds and install a new cotter pin (9).
(14) Align the actuator (3) until the actuator clevis bolt hole aligns with the bolt hole in the yoke (8) and
install the attaching bolt (7), washer (6), nut (5).
Page 212
Nov 1/13 32-20-00
NOTE: To maintain adjustment of the down-position switch (33), do not allow the nut on the top of
the upper drag brace (21) to turn.
A minimum of one AN960-616 or AN960-616L washer must be installed on each side of
the yoke.
(15) Manually pull the drag brace to the extended position and extend the actuator. Install the
AN960-616 and/or AN960-616L washers, as required on each side of the yoke to obtain correct
alignment (Ref. 32-30-13, NOSE LANDING GEAR RIGGING).
CAUTION: Ensure the yoke bolt head is facing the shimmy damper. Failure to do so will cause
damage to the shimmy damper upon retraction.
(16) Install the stop bolt (34), bushing, washer, nut and cotter pin.
(17) Install the down-position switch (33) and wiring clamps to the upper drag brace (21).
(18) Connect the nose gear door push-pull links to the nose gear door with the attaching nuts, washers
and bolts. Refer to the 32-30-15, NOSE GEAR DOOR ASSEMBLY illustration in the Maintenance
Practices section.
(19) Lubricate the drag brace grease fittings with grease (61, Table 1, Chapter 91-00-00). Use an
Alemite Z-737 nozzle to lubricate the drag brace hinge bolt and pins (14, 15, 27 and 31).
(20) Check the landing gear rigging (Ref. Chapter 32-30-09, MAIN LANDING GEAR RIGGING).
(21) Cycle the landing gear and check for proper operation of the in-transit and gear-down lights. If
necessary, adjust the down-position, up-position, and actuator down-position switches (Ref.
Chapter 32-60-00).
C. Bolt Inspection
(2) Perform the REMOVING GROUND POWER procedures (Ref. Chapter 24-40-00) and disconnect
the battery.
(3) Pull up the red knob on top of the service valve. Using the alternate extension hand pump, slightly
retract the nose landing gear until the nose gear actuator is unlocked and the load is removed from
the drag brace. Refer to the LANDING GEAR HAND PUMP CYCLING procedure in Chapter
32-30-00.
(4) Lubricate the drag brace grease fittings with grease (61, Table 1, Chapter 91-00-00).
(5) Remove the cotter pin (9) and loosen the nut (10) two turns on the lower bolt (14) attaching the
lower drag brace legs (1 and 2) to the strut (4) (Ref. Figure 201).
(6) Remove the cotter pin (22) and loosen the nut (23) two turns on the center bolt (27) attaching the
lower drag brace legs (1 and 2) to the upper drag brace (21).
(7) With a torque wrench on the bolt head, check the torque needed to turn the lower bolt (14). Repeat
for the center bolt (27). The torque required to turn either bolt is 400 inch-pounds maximum.
Page 213
32-20-00 Nov 1/13
(8) If more than 400 inch-pounds torque is needed to turn the bolts, determine the cause and replace
parts as necessary. Install parts removed and repeat Steps (4) thru (7).
(9) When the bolt torques meet requirements, tighten nut (23) on the center bolt (27) and torque 200
to 400 inch-pounds. Install a new cotter pin (22).
(10) Tighten nut (10) on the lower bolt (14) and torque 200 to 400 inch-pounds. Install a new cotter pin
(9).
(11) Disconnect the nose landing gear actuator clevis from the yoke (8) by removing the nut (5),
washer (6) and clevis bolt (7).
(12) Retract the actuator or move the drag brace so the yoke (8) can be rotated. Check for free rotation
of the yoke around the pivot/stop bolt (34).
(13) If the yoke does not rotate freely on the pivot/stop bolt (34), determine the cause and replace parts
as necessary. The yoke is not symmetrical, so if removal of the yoke is necessary, note the
position of the short side and the thickness and number of the washers on each side of the yoke.
Install parts removed and repeat Step (12).
(14) If the yoke was removed, position the short side and install the washers as noted at removal. If
necessary, check alignment of the yoke with the drag brace (Ref. 32-30-13).
(15) Connect the nose landing gear actuator clevis to the yoke (8) by installing the clevis bolt (7),
washer (6), and nut (5). Tighten the nut to a recommended torque of 56 to 78 inch-pounds but do
not exceed the maximum torque of 135 inch-pounds.
(16) Push down the service valve red knob. Place the cockpit landing gear control handle in the DN
position.
(17) Use the alternate extension hand pump to move the landing gear to the down and locked position.
(18) Perform the APPLYING GROUND POWER procedures (Ref. Chapter 24-40-00).
(19) Cycle the landing gear with the power pack through at least one cycle and ensure that all three
landing gears are down-and-locked.
(20) Perform the REMOVING GROUND POWER procedures (Ref. Chapter 24-40-00). Connect the
battery.
(21) Perform the LOWERING THE AIRPLANE AFTER THREE-POINT JACKING procedures
Page 214
Nov 1/13 32-20-00

Nose Landing Gear Drag Brace
Page 215
32-20-00 Nov 1/13

Nose Landing Gear Drag Brace
Page 216
Nov 1/13 32-20-00
LANDING GEAR
32-30-00

00
1. GENERAL
the airplane from jacks.
When performing maintenance on a hydraulically operated landing gear system, be
Any time maintenance is to be performed on the landing gear system, place the airplane
on jacks.
When jacking the airplane in an unsheltered area where winds in excess of 35 kts will be
encountered, never jack more than one gear at a time clear of the ground.
It is recommended that the area be roped off during extension or retraction of the landing
gear.
The landing gear must not be cycled with the power pack if low on fluid or if the landing gear
system is not properly rigged. Use the emergency extension hand pump, TK229/939 hydraulic
hand pump or TK229-1/939 air-driven hydraulic pump to extend and retract the landing gear for
maintenance and rigging (Ref. Chapter 91-00-00).
Page 1
32-30-00 May 1/12
The nose and main landing gear assemblies are extended and retracted by a hydraulic power pack, located
inboard of the LH nacelle and forward of the main spar. The hydraulic power pack consists primarily of a 28
vdc motor, pump, two-section reservoir, filter, four-way selector valve, up-and-down selector solenoids,
gear-up pressure switch and low fluid level sensor (Ref. Figure 1). To prevent cavitation of the pump, engine
bleed air, regulated to 18 to 20 psi, is plumbed into the power pack reservoir and the system fill can. A capped
tee, adjacent to the manual bleed valve, is plumbed into the bleed air line as a connection point from a source
of pressurized air when the engines are not operating. Associated plumbing for a normal extend mode,
normal retract mode, and emergency extend mode is routed from the power pack to each main landing gear
actuator and the nose landing gear actuator (Ref. Figures 2, 3 and 4). The plumbing for the normal extend
mode and the emergency extend mode is fitted as separate plumbing to the shuttle valve in each actuator.
The shuttle valves are spring-loaded to a position which allows hydraulic fluid from the normal extend
plumbing to flow into and out of the actuator cylinder. The retract mode plumbing is fitted to the opposite end
of each actuator.
A landing gear control switch handle, placarded UP DN is located on the pilot's inboard subpanel
(Ref. Figure 5). A solenoid operated downlock latch prevents the landing gear control handle from being
raised while the airplane is on the ground. The landing gear safety switch releases the latch when the plane
leaves the ground. If necessary, the latch can be manually overridden by pressing down on the red button
placarded DN LOCK REL. To prevent accidental gear retraction on the ground, a safety switch on the right
main strut breaks the control circuit whenever the strut is compressed.
CAUTION: Never rely on the safety switch to keep the gear down while taxiing or on landing or take-off roll.
Always check the position of the landing gear switch.
The landing gear control circuit is protected by a two ampere circuit breaker located on the pilot's inboard
subpanel. Power for the pump motor is supplied through the landing gear motor relay and the 200 ampere
relay limiter, both of which are located in the LH nacelle power distribution panel. The motor relay is
energized by current from the time delay relay Printed Circuit Board (PCB) located under the center aisle
floorboard, just aft of the main spar. The time delay relay will interrupt current to the motor and trip the landing
gear control circuit breaker if continuous motor operation exceeds the maximum time limit. A circuit to the
time delay relay from the landing gear control switch is completed through the RH safety switch and the
gear-up pressure switch when the control handle is placed in the UP position and through the actuator
downlock switches when the control handle is placed in the DN position.
When the landing gear control handle is moved to the UP position, the gear-up solenoid, mounted on the
valve body end of the power pack, is energized to actuate the gear selector valve to allow system fluid under
pressure from the pump to flow to the retract side of the system. On airplanes equipped with power steering,
the nose landing gear position switch, mounted on the nose landing gear straightener link, will prevent
retraction of the landing gear until the nose wheel is centered. The landing gear will begin to retract when 200
to 400 psi of hydraulic pressure at the retract port of the actuator unlocks the internal mechanical locking
mechanism. As the actuator pistons move to retract the landing gear, the fluid in the actuator exits through
the normal extend port of the actuators and is carried back to the power pack through the normal extend
plumbing. When the hydraulic fluid enters the power pack, the gear selector valve directs the return fluid to
the primary reservoir.
The landing gear is held in the retracted position by positive hydraulic pressure. When the system pressure
reaches the high pressure limit, the gear-up pressure switch, mounted on the power pack assembly, will
interrupt current to the pump motor. This same pressure switch will activate the pump motor should the
system pressure drop to the low pressure limit. An accumulator, precharged to 800 ± 50 psi, is located in the
LH wheel well and is designed to aid in maintaining the system pressure in the gear-up mode.
When the landing gear control handle is moved to the DN position, the gear-down solenoid is energized to
actuate the selector valve to allow the system fluid under pressure from the pump to flow to the extend side of
the system. As the actuator pistons move to extend the landing gear, the fluid in the actuators exits through
Page 2
May 1/12 32-30-00
the normal retract port of the actuators and is carried back to the power pack through the normal retract
plumbing. Fluid from the pump opens a pressure check valve in the power pack to allow the return fluid to
flow into the primary reservoir. When the actuator pistons are positioned to fully extend the landing gear, an
internal mechanical lock in each actuator will lock the actuator pistons to hold the gear in the down position. In
this position, the internal locking mechanism in each actuator will actuate the actuator downlock switch to
interrupt current to the pump motor. The motor will continue to run until all three landing gears are down and
locked.
A yellow HYD FLUID LOW annunciator located in the CAUTION/ADVISORY panel will illuminate in the event
the hydraulic fluid level in the landing gear power pack becomes critically low. When low fluid level is
indicated, the landing gear should not be extended or retracted using the hydraulic power pack; however, the
landing gear can be extended using the emergency extension hand pump. A sensing unit mounted on the
motor end of the power pack provides the necessary switching circuitry to illuminate the low fluid light. The
optically operated sensing unit has an integrated self-test circuit. The integral self-test circuit is energized by
a switch on the instrument panel and functionally tests the sensing unit's internal circuitry.
Manual landing gear extension is provided through a manually powered hydraulic system. A hand pump,
placarded LANDING GEAR ALTERNATE EXTENSION, is located on the floor between the pilot's seat and
the pedestal. The pump is used when emergency extension of the gear is required. To extend the gear with
this system, pull the landing gear control circuit breaker on the pilot's inboard subpanel and place the landing
gear control handle in the DN position. Remove the pump handle from the securing clip and pump the handle
up and down to extend the gear. As the handle is pumped, hydraulic fluid is drawn from the hand pump
suction port of the power pack into the pump and exited under pressure. Fluid under pressure from the pump
is routed to the power pack hand pump pressure port and to the shuttle valve in each actuator. Fluid pressure
at the shuttle valves will position the valves to allow fluid to flow into the actuator cylinders. As the actuator
pistons move to extend the landing gear, the fluid in the actuators exits through the normal retract port of the
actuators and is carried back to the power pack through the normal retract plumbing. The fluid routed to the
power pack hand pump pressure port from the hand pump unseats the internal hand pump dump valve to
allow the return fluid to flow into the primary reservoir. Continue to pump the handle up and down until the
green GEAR DOWN indicator lights on the pilot's inboard subpanel illuminate. Ensure that the pump handle
is in the full down position prior to placing the pump handle in the securing clip. When the pump handle is
stowed, an internal relief valve is actuated to relieve the hydraulic pressure in the pump.
WARNING: After an EMERGENCY landing gear extension has been made, do not move any landing
gear controls or reset any switches or circuit breakers until the cause of the malfunction
has been determined and corrected.
A service valve located inboard of the pump and motor assembly may be used, in conjunction with the hand
pump, to raise and lower the gear for maintenance purposes. The service valve is accessible through a door
in the wing skin just inboard of the LH nacelle. With the airplane on jacks and an external power source
attached, unlatch the hinged retainer and pull up on the red knob located on top of the service valve. The
hand pump can then be pumped to raise the gear to the desired position. After the required maintenance has
been performed, push the red knob down and use the hand pump to lower the gear.
CAUTION: If the red knob on the service valve is pushed down while the landing gear is retracted and the
electrical power is on and the landing gear control handle is in the down position, the landing gear
will extend immediately.
A fill can, located just inboard of the LH nacelle and forward of the main spar, contains a cap and dipstick
assembly, marked FILL WARM - COLD, for convenience of maintaining system fluid level. Prior to removing
the fill can lid, the knob on the manual bleed valve must be depressed to relieve the air pressure in the
system.
Page 3
32-30-00 May 1/12
Page 4
May 1/12 32-30-00
LINE CODE
TO OVERBOARD VENT REGULATED ENGINE BLEED AIR LINE
LIGHTS TO CROSS TO NOSE,
BEACON STROBE
LDG GEAR CONTROL
LH AND RH MAIN LANDING GEAR
ACTUATORS NORMAL EXTEND LINE
NOSE LANDING
UP
GEAR ACTUATOR NORMAL RETRACT LINE
GEAR
DN DOWN TAIL
FLOOD
NOSE
DN LOCK HDL LT HAND PUMP SUCTION LINE
REL TEST L R
OFF CHECK VALVE SERVICE VALVE

WARN LANDING
HAND PUMP PRESSURE LINE
HORN GEAR
FILTER CHECK VALVE
2A EMERGENCY EXTEND LINE
SILENCE RELAY
FROM ENGINE
BLEED AIR FLOW DIRECTION
PILOTS INBOARD SUBPANEL MANIFOLD
A DETAIL A GEAR UP AND
DOWN SOLENOIDS
EMERGENCY FROM VENT PORT
EXTENSION HAND
HAND PUMP GEAR UP
PUMP PRESSURE
SWITCH
GEAR DOWN PORT

HAND PUMP PRESSURE
PORT
MOTOR
TO NOSE LANDING
GEAR ACTUATOR
LH NACELLE GEAR UP
ELECTRICAL HAND PUMP
TO TEE TO NOSE PORT SUCTION PORT
DISTRIBUTION AIR REGULATOR
AND LH MAIN FLUID LEVEL
PANEL SENSOR
BLEED AIR LANDING GEAR
FILL
FROM ENGINES ACTUATORS
ACCUMULATOR
B CAN
LANDING
GEAR SERVICE
MOTOR VALVE
RELAY POWER TIME DELAY TO LH MAIN LANDING
PACK RELAY PCB GEAR ACTUATOR
MAIN SPAR
ASSEMBLY
TO RH MAIN LANDING
MANUAL TO OVERBOARD
GEAR ACTUATOR FILL
BLEED VENT
CAN
VALVE TO RH MAIN LANDING FILL PORT
200 AMP
LH MAIN LANDING LIMITER RH MAIN LANDING GEAR ACTUATOR
GEAR ACTUATOR GEAR ACTUATOR TO OVERBOARD SEAL DRAIN PORT
VENT TO HAND
DETAIL B PUMP UC32B
063184AA.AI
Figure 1
Hydraulic Landing Gear System
Page 5
32-30-00 May 1/12
Page 6
May 1/12 32-30-00
UC32B
990781AC.AI
Figure 2
Hydraulic Landing Gear Schematic
(Normal Extend Mode)
Page 7
32-30-00 May 1/12
Page 8
May 1/12 32-30-00
UC32B
990780AC.AI
Figure 3
(Normal Retract Mode)
Page 9
32-30-00 May 1/12
Page 10
May 1/12 32-30-00
UC32B
990783AC.AI
Figure 4
(Emergency Extend Mode)
Page 11
32-30-00 May 1/12
Page 12
May 1/12 32-30-00
UC32B
990782AC.AI
Figure 5
(Hand Pump Retract Mode)
Page 13
32-30-00 May 1/12
LANDING GEAR
EXTENSION AND RETRACTION
TROUBLESHOOTING
100100
Refer to Charts in Figures 102, 103 and 104 for data on troubleshooting the landing gear system.
1. TIME DELAY RELAY PRINTED CIRCUIT BOARD (PCB)
A. Functional Check
In the normally operating landing gear control circuit, the time delay assembly will apply ground, through
a current limiting resistor, to the landing gear control power circuit in 16 ± 0.5 seconds, causing the two
ampere gear control circuit breaker to open, preventing further damage to the system. Should the time
delay circuit for the landing gear malfunction for any reason and should the uplock pressure switch fail
to interrupt power to the landing gear power pack motor, the motor would continue to run and serious
damage to the power pack assembly could result.
A test unit has been designed for use in functionally checking the time delay assembly for proper
operation. The following procedure outlines the method of checking the operation of the time delay
assembly.
(1) Assemble the test unit (Ref. Figure 101).
(2) Remove the time delay PCB from the airplane.
(3) Connect the test unit to the time delay assembly.
(4) Apply power to the time delay assembly. Lamps L1 and L3 will illuminate.
(5) After a time delay of 16 ± 0.5 seconds, lamps L1 and L3 should extinguish and lamps L2 and L4
will illuminate. If not, the time delay assembly must be replaced.
(6) Remove the test unit and install the time delay PCB in the airplane.
Page 101
32-30-00 May 1/12
Figure 101
Time Delay Relay Functional Check
2. HYDRAULIC POWER PACK ASSEMBLY

The following test equipment will permit troubleshooting the hydraulic power pack assembly:
A. Test
(1) Hand pump capable of delivering 3,600 psig.
(2) Pressure gage with a range of 4,000 psig.
(3) Continuity checker.
The hand pump should have a reservoir, or be equipped with fittings which will permit connection
to a reservoir. The test equipment needs valves capable of controlling the application and release
of hydraulic fluid to the unit under test. The test equipment should be capable of holding a
pressure of at least 3,600 psig without leaks.
3. UP-PRESSURE SWITCH
A. Test
(1) Connect the hand pump and gage to the gear-up port of the power pack.
NOTE: Connect the hand pump and gage to the gear-up port of the power pack only. Do not
connect the hand pump at any other location in the hydraulic system.
(2) Connect the continuity checker to the pins B and C of the electrical connector of the pressure
switch. The continuity checker should indicate that there is continuity between the pins.
Page 102
May 1/12 32-30-00
(3) Slowly apply pressure with the hand pump while monitoring the continuity checker and the
pressure gage. The pressure switch should open, as indicated by a loss of continuity, at a
pressure of 2,720 to 2,830 psig.
(4) Decrease the pressure slowly while monitoring the continuity checker and the pressure gage. The
pressure switch should close, as indicated by regaining continuity, at a pressure of 2,320 to 2,530
psig.
(5) Disconnect the test equipment.
4. UPLOCK CHECK VALVE AND THERMAL RELIEF VALVE
A. Test
(1) Connect the hand pump and the pressure gage to the gear-up port of the power pack.
NOTE: Connect the hand pump and the pressure gage to the gear-up port of the power pack only,
do not connect the hand pump at any other location in the hydraulic system.
(2) Apply a pressure of 2,800 psig. Allow the pressure gage to stabilize. The gage should not indicate
a loss of pressure due to an internal leakage.
(3) Slowly increase the pressure while monitoring the pressure gage. The thermal relief valve should
relieve at a pressure of 3,500 ± 50 psig. Stop pumping after the thermal relief valve has cracked,
and monitor the pressure gage as the pressure decreases. The pressure indication should
stabilize at a minimum of 3,150 psig, indicating the pressure at which the thermal relief valve has
closed.
(4) Release the pressure and disconnect the equipment.
Page 103
32-30-00 May 1/12
Figure 102
Troubleshooting - Landing Gear Extension
Landing Gear Will Not Extend
Page 104
May 1/12 32-30-00

Troubleshooting - Landing Gear Retraction
Landing Gear Will Not Retract
Page 105
32-30-00 May 1/12
Page 106
May 1/12 32-30-00
IS POWER AT PIN 4 IS SAFETY REPAIR OPEN

OF A316 PCB? SWITCH CIRCUIT REPAIR OR
(UB-1 THRU UB-35 REPAIR JUMPER WIRE CLOSED? BETWEEN PIN U RESET CIRCUIT
ONLY W/O KIT 114-3036-1 BETWEEN PINS 3 AND 4 OF J107 AND BREAKER OR
INSTALLED) OF A316 PCB PIN A OF REPAIR OPEN
J206. CIRCUIT
BETWEEN PIN 4
OF P200 AND
STOW VALVE ADJUST OR CIRCUIT
IS POWER AT IS SERVICE
REPLACE BREAKER.
PIN 3 OF A316 VALVE PROPER-
SWITCH.
PCB? LY STOWED?
IS POWER AT
LANDING GEAR
CONTROL CIR- RESTORE POWER
CUIT BREAKER? TO CIRCUIT
BREAKER.
IS POWER AT IS POWER AT IS POWER AT

PIN A OF SER- PIN T OF PIN 4 OF
VICE VALVE RIGHT WHEEL LANDING GEAR REPAIR OPEN
REPAIR OR PLUG J206? WELL PLUG CIECUIT
HANDLE PLUG IS LANDING
REPLACE A316 J107? BETWEEN PIN 7
P200. GEAR HANDLE
PCB. OF P200 AND
SWITCH
CLOSED? CHECK PIN T OF
(UB-1 THRU UB-35 ONLY) J107.
FOR CONTINUI-
IS POWER AT IS POWER AT TY ACROSS
PIN B OF SER- PIN 19 OF IS POWER AT PINS 4 AND 7
PIN B OF POW- REPAIR OR
VICE VALVE LANDING GEAR OF PLUG P200.
ER PACK PRES- REPLACE GEAR
PLUG J206? HANDLE PLUG HANDLE.
P200? SURE SWITCH
IS SERVICE
(UB-36 AND AFTER ONLY) PLUG P208?
VALVE SWITCH
(UB-36 AND AFTER ONLY)
CLOSED? CHECK
FOR CONTINUI- IS POWER PACK
REPAIR OR
TY ACROSS PRESSURE REPLACE
REPLACE
PINS B AND C SWITCH SWITCH.
SWITCH OR
AT PLUG A188P1. CLOSED?
SERVICE
VALVE.
REPAIR
OPEN CIRCUIT
BETWEEN PIN
B OF J208 AND
SPLICE IN
WIRE G8D22.
REPAIR OPEN CIRCUIT REPAIR OPEN REPAIR OR IS LANDING REPAIR REPAIR OPEN REPAIR OPEN CIRCUIT
BETWEEN PIN C OF CIRCUIT REPLACE GEAR HANDLE OPEN CIRCUIT CIRCUIT BETWEEN BETWEEN P208 PIN B
J206 AND PIN 4 OF BETWEEN PIN C GEAR SWITCH CLOSED? BETWEEN PIN PIN 19 OF P200 AND J206 PIN B. CHECK
A316 PCB (UB-1 OF J206 AND HANDLE. CHECK FOR 18 OF P200 AND PIN C OF DIODE CR339.
THRU UB-35 ONLY PIN 3 OF A316 CONTINUITY AND PIN B OF P208. (UB-1 THRU UB-35 ONLY)
W/O KIT 114-3036-1 PCB. ACROSS PINS J206. (UB-36 AND AFTER ONLY)
INSTALLED) 18 AND 19 OF
UC32B
PLUG P200. 024203AA.AI

Troubleshooting - Landing Gear Retraction
Landing Gear Will Not Retract
Page 107
32-30-00 May 1/12
Page 108
May 1/12 32-30-00
Figure 104
Troubleshooting - Landing Gear Extension And Retraction
Landing Gear Cycles Too Often (1)
Page 109
32-30-00 May 1/12
LANDING GEAR
200200
1. PROCEDURES
on jacks.
gear.
NOTE: This hydraulic system is self bleeding. Always cycle the landing gear a minimum of five times after
maintenance is performed to move fluid through the system and work out trapped air that may have
been introduced.
Page 201
32-30-00 Nov 1/09
A. Landing Gear Component Access

A hinged door for the hydraulic fill can and an access panel for the service valve are provided in the
upper wing panel (Ref. Figure 201). Any maintenance on the components other than changing the
position of the service valve or filling the system will require removing the upper and lower wing panel
assemblies.
Remove the upper and lower wing panel assemblies to gain access to the landing gear power pack and
related components as follows:
(1) Remove the screws securing the forward wing fillet to the fuselage and remove the fillet from the
airplane.
(2) Remove the leading edge.
(3) Remove the remaining screws from the perimeter of the upper or lower panel.
NOTE: Install the panels in the following sequence: upper and lower panel, leading edge.
The upper panel has a guard attached to the bottom side of the service valve access
panel to prevent installation of the panel if the red knob on the service valve is not pushed
down. If any difficulty is experienced installing the upper panel, check to ensure that the
knob on the service valve is pushed down and that the hinged retainer is in place.
B. Hydraulic System Servicing

Servicing the hydraulic landing gear system consists of maintaining the correct fluid level and correct
accumulator precharge. A fill can, located just inboard of the left nacelle and forward of the main spar,
contains a cup and dipstick assembly marked FILL WARM - COLD.
C. Hydraulic System Filling and Bleeding

WARNING: Always place the airplane on jacks before performing any maintenance on the
landing gear hydraulic system.
system is not properly rigged. Use the emergency extension hand pump to extend and
retract the landing gear for maintenance and rigging.
Any time the fill can is opened, make sure to shut off the air pressure supply and
depressurize the system by depressing the button on the manual bleed valve.
(1) If less than eight ounces of fluid is being added to the hydraulic system, perform the following
Steps. Otherwise, proceed Step (2).
(a) Perform Steps (2) thru (7).
(b) Perform the LANDING GEAR HAND PUMP CYCLING procedure twice.
(c) Perform Steps (16) thru (22).
(2) Perform APPLYING GROUND POWER procedure (Ref. Chapter 24-40-00).

Page 202
Nov 1/09 32-30-00
(4) Remove the forward wing fillet, wing leading edge, and upper wing panel (Ref. Figure 201).
(5) Perform the ACCUMULATOR SERVICING procedure (Ref. 32-30-01).
(6) Press the button on the manual bleed valve to release any air pressure in the power pack
reservoir.
(7) Fill the power pack by adding hydraulic fluid (39, Table 1, Chapter 91-00-00) to the fill can up to the
mark on the dipstick.
NOTE: When filling the hydraulic system, the air being displaced by the hydraulic fluid will need to
be relieved through the manual bleed valve. Occasionally Press the button on the manual
bleed valve to relieve this air pressure and to allow the system to fill faster.
(8) Connect a regulated supply of 18 psi dry air to a pressure pot filled with hydraulic fluid and connect
the pressure pot to the capped tee that is located adjacent to the manual bleed valve.
NOTE: The hand pump handle must be in the stowed position while bleeding air out of the
system.
(9) With the system pressurized by the pressure pot, crack the B nuts at the following locations to
bleed air from the system:
(a) All three lines at the LH main landing gear actuator.
(b) All three lines at the RH main landing gear actuator.
(c) All three lines at the nose landing gear actuator.
(d) The line at the accumulator.
(e) The gear-up line at the service valve.
(10) Shut off the air pressure supply and relieve the air pressure through the manual bleed valve in the
power pack reservoir. Check the fluid level and refill the reservoir as required.
(11) Pressurize the system with air, unlatch the hinged retainer and pull up on the red knob on the
service valve to place the valve in the gear-up position. Using the hand pump, raise the landing
gear to the retracted position.
NOTE: Since the normal extend ports of the main landing gear actuators will be inaccessible
when the landing gear is in the retracted position, crack the extend line at the bulkhead
fitting on the forward side of the main spar.
(12) Bleed the normal extend lines at each landing gear actuator. The normal extend ports of the
actuators can be identified by a letter “P” stamped on the actuator adjacent to the port.
(13) Push down the red knob on the service valve and use the hand pump to extend the landing gear.
Holding maximum pressure with the hand pump handle, check the system for leaks.
(14) Perform the LANDING GEAR HAND PUMP CYCLING procedure contained in this section to
complete a full cycle of the landing gear.
(15) Shut off the air supply and relieve the air pressure in the power pack reservoir through the manual
bleed valve. Check the fluid level and refill the reservoir as required.
Page 203
32-30-00 Nov 1/09
CAUTION: To prevent serious damage to the pump, never operate the power pack when the
engines are not operating without supplying 18 psi of regulated dry air to the power
pack reservoir.
(16) With the red knob on the service valve pushed down, the hand pump handle in the stowed position
and the system pressurized with air, operate the landing gear a minimum of ten complete cycles
using the hydraulic power pack. While cycling the landing gear, check for any signs of hydraulic
fluid leakage. Every third or fourth cycle of the landing gear, check the fluid level and refill as
required until the fluid level stabilizes and the retraction time of the landing gear stabilizes at
approximately five seconds.
CAUTION: Do not operate the power steering pump when the engines are not operating without
supplying 18 psi of regulated dry air to the power pack reservoir.
(17) On airplanes equipped with power steering, operate the power steering system electrically for
short periods of time and check for leaks. Shut off the air supply and relieve the air pressure in the
reservoir through the manual bleed valve. Check the fluid level and refill the reservoir as required.
Since the power steering system is a continuous flow system using the power pack reservoir for
the fluid source, the system is self-bleeding.
(18) Shut off the air supply and relieve the air pressure in the reservoir through the manual bleed valve.
Disconnect the air supply line from the tee and replace the cap on the tee.
(19) Install the upper wing panel, wing leading edge and forward wing fillet (Ref. Figure 201).
(20) Perform REMOVING GROUND POWER procedure (Ref. Chapter 24-40-00).
(21) Before removing the airplane from the jacks, make sure that the hand pump handle is in the
stowed position, that the red knob on the service valve is pushed down with the hinged retainer in
place, and that the landing gear is in the down and locked position.
Page 204
Nov 1/09 32-30-00
Figure 201
Landing Gear Component Access
Page 205
32-30-00 Nov 1/09
D. Landing Gear Hand Pump Cycling

airplane on jacks.
For safety reasons, pull the 2 ampere control circuit breaker on the pilot's inboard
MAINTENANCE IS IN PROGRESS during maintenance on the landing gear.
landing gear.
A service valve in the left hand wing, adjacent to the power pack is provided for use with the emergency
extension hand pump to raise and lower the landing gear. The service valve is normally in a mode to
extend the landing gear (red knob pushed down). The service valve is accessible through a door in the
wing skin just inboard of the LH nacelle. The red knob cannot be pulled up until the hinged retainer
covering it is unlatched and moved out of the way.

(4) Unlatch the service valve knob hinged retainer.
(5) Pull up on the red knob on the service valve. This places the knob in the gear-up position.
(6) Pump the emergency extension hand pump until the landing gear is fully retracted.
(7) Push the red knob on the service valve down.
(8) Pump the emergency extension hand pump until the landing gear is fully extended.
NOTE: If no other maintenance is to be performed on the landing gear system, proceed with Step
(11).
WARNING: Before removing the airplane from the jacks, make sure that the landing gear
emergency extend hand pump handle is in the stowed position, the plunger on
the service valve is pushed down with the hinged retainer in place, the landing
gear control handle is in the DOWN position, the landing gear is down and
locked and the accumulator is charged to 800 ± 50 psi.
Page 206
Nov 1/09 32-30-00
E. Hydraulic System Leakage

During all landing gear tests, monitor the hydraulic system components for external leakage. Any
external leakage other than a slight wetting insufficient to form a drop through any seal except in those
areas where leakage is specified shall be cause for rejection. Perform the HYDRAULIC SYSTEM
FILLING AND BLEEDING procedure in this section to verify system leakage following any component
changes or replacement of hydraulic lines.
F. Hydraulic Fittings Installation

To reduce the likelihood of leaks in the hydraulic system, care should be taken when installing the
hydraulic fittings. Anytime a fitting is loosened or removed, discard the packing and install the fitting with
a new packing. To prevent damage to the packing, coat the packing and the threads of the fitting with
hydraulic fluid (39, Table 1, Chapter 91-00-00) before installing the packing on the fitting. Some fittings
in the landing gear hydraulic system employ both a packing and an aluminum ring. When this type of
fitting is loosened or removed, both the packing and the aluminum ring must be replaced when the fitting
is installed (Ref. Figure 202).
Page 207
32-30-00 Nov 1/09
FITTING COAT THE RING, PACKING, AND THE MALE THREADS OF

THE FITTING WITH MIL-H-5606 HYDRAULIC FLUID AND
ASSEMBLE AS SHOWN. WORK THE RING INTO THE
NUT COUNTERBORE OF THE NUT AND TURN THE NUT
DOWN UNTIL THE PACKING IS PUSHED FIRMLY AGAINST
THE LOWER THREADED PORTION OF THE FITTING.
RING
PACKING
STEP 1
INSTALL THE FITTING, TURNING THE NUT WITH THE

FITTING FITTING, UNTIL THE PACKING CONTACTS THE SURFACE.
WITH THE FITTING IN THIS POSITION, PUT A WRENCH
ON THE NUT TO PREVENT IT FROM TURNING, AND
NUT TURN THE FITTING IN 1 1/2 TURNS. POSITION THE
FITTING BY TURNING IT IN NOT MORE THAN ONE
ADDITIONAL TURN.
RING
PACKING
STEP 2
FITTING WHILE HOLDING THE FITTING TO PREVENT MOVEMENT,

TURN THE NUT DOWN AGAINST THE SURFACE.
SLIGHT EXTRUSION OF THE RING IS PERMISSIBLE.
NUT
RING
PACKING
STEP 3
UC32B
063194AA.AI
Figure 202
Hydraulic Fitting Installation
Page 208
Nov 1/09 32-30-00
G. Hydraulic Line Filter Inspection and Cleaning (UC-143 and After and prior
Airplanes with Kit No. 114-8022-1S Installed)
airplane on jacks.
landing gear.

(2) Perform the REMOVING GROUND POWER procedure (Ref. Chapter 24-40-00).
CAUTION: If any of the filters are missing contact Hawker Beechcraft Corporation.
(4) Carefully clean the hydraulic line filters and the filter connections in the two main gear and the
nose gear wheel wells (Ref. Figure 203).
(a) Disconnect the hydraulic line filters from the hydraulic lines. Immediately cap the lines to
avoid system contamination. If any of the filters are missing, contact Hawker Beechcraft
Corporation.
NOTE: It is recommended that the line filter be agitated in an ultrasonic cleaner and flushed
with clean solvent.
(b) Clean the line filters with solvent (2, Table 1, Chapter 91-00-00). Blow dry with dry filtered
compressed air.
(c) Check line filters for condition. If the filter is deformed, flattened or collapsed it must be
replaced.
1 Filters longer than 2.12 inches are deforming and should be replaced.
(5) Remove the caps from the lines.
Page 209
32-30-00 Nov 1/09
(6) Install the filters and connect the lines.
(7) Check operation, Perform HYDRAULIC SYSTEM FILLING AND BLEEDING procedure in this
section.
Page 210
Nov 1/09 32-30-00
Figure 203
Hydraulic Line Filters
Page 211
32-30-00 Nov 1/09
LANDING GEAR
LANDING GEAR HYDRAULIC ACCUMULATOR
32-30-01
200200
1. PROCEDURES
on jacks.
gear.
NOTE: This hydraulic system is self bleeding. Always cycle the landing gear a minimum of five times after
maintenance is performed to move fluid through the system and work out trapped air that may have
been introduced.
Page 201
32-30-01 Nov 1/09
A. Servicing
(Ref. Chapter 07-10-00). All tires must be clear of the floor. Strut limiters will reduce strut
extension (Ref. Chapter 91-00-00).
(2) Charge the landing gear hydraulic accumulator to 800 ± 50 psi using dry compressed air or bottled
nitrogen. A charging gage is mounted on the accumulator (Ref. Figure 201).
B. Removal
(2) Release all pressure in the accumulator located in the LH wheel well.
(3) Disconnect the hydraulic line connected to the forward end of the accumulator. Immediately cap
the open line and union.
(4) Remove the bolts, washers and clamps attaching the accumulator to the accumulator support
bracket. Remove the accumulator from the airplane.
C. Installation
(1) Position the accumulator attaching clamps on the accumulator.
(2) Install the bolts and washers attaching the clamps and the accumulator to the accumulator support
bracket in the LH wheel well.
(3) Remove the protective caps and connect the hydraulic line to the forward end of the accumulator.
Immediately cap the open line and union.
(4) Recharge the accumulator as instructed under the heading LANDING GEAR ACCUMULATOR
SERVICING in this section.
Page 202
Nov 1/09 32-30-01
1. VALVE CAP 2
2. SWIVEL NUT
3. VALVE BODY
4. PACKING
4
UC27B
083931AA.AI
Figure 201
Landing Gear Accumulator Filler Valve
Page 203
32-30-01 Nov 1/09
LANDING GEAR
LANDING GEAR POWER PACK
32-30-02
200200
1. PROCEDURES
on jacks.
gear.
A. Removal
Page 201
32-30-02 Nov 1/09
(4) Remove the forward wing fillet, wing leading edge, and the upper and lower wing panels
(Ref. Figure 201).
(5) Remove and identify the electrical wiring from the motor, fluid level sensor, gear up pressure
switch, and the gear up and gear down solenoids (Ref. Figure 202).
(6) Press down on the button on the manual bleed valve to release the air pressure in the power pack
reservoir.
CAUTION: As the hydraulic lines are disconnected from the power pack, plug or cap all openings
to prevent entry of foreign material into the lines or power pack.
(7) Remove the following:
(a) The line from the fill can to the fill port of the power pack.
(b) The line from the hand pump pressure port of the power pack to the tee in the nose landing
gear emergency extend line.
(c) The swivel fitting at the auxiliary return port of the power pack, if power steering is installed.
(8) Disconnect the following from the power pack:
(a) The line to the hand pump suction port of the power pack.
(b) The line to the gear up port of the power pack.
(c) The line to the gear down port of the power pack.
(d) The two lines to the tee in the vent port of the power pack.
(e) The line to the seal drain port of the power pack.
(9) Remove the bonding jumper from the motor end of the power pack.
(10) Supporting the power pack from underneath the wing, cut the safety wire and remove the three
bolts and washers attaching each end of the power pack to the mounting brackets. Airplanes with
power steering have only two bolts securing the aft end of the power pack. The power pack can
now be lowered away from the airplane.
B. Installation
(1) Install the power pack through the underside of the wing and position between the mounting
brackets. Install one AN960-416 and one AN960-416L washer under each bolt head and install
three bolts in each end of the power pack and safety wire. Airplanes with power steering have only
two bolts securing the aft end of the power pack (Ref. Figure 202).
(2) Secure the bonding jumper to the power pack with the bolt and washers.
(3) Connect the following to the power pack:
(a) The line to the hand pump suction port of the power pack.
Page 202
Nov 1/09 32-30-02
(b) The line to the gear up port of the power pack.
(c) The line to the gear down port of the power pack.
(d) The two lines to the tee in the vent port of the power pack.
(e) The line to the seal drain port of the power pack.
(4) Install the following:
(a) The line from the fill can to the fill port of the power pack.
(b) The line from the hand pump pressure port of the power pack to the tee in the emergency
extend line to the nose landing gear actuator.
(c) The swivel fitting at the auxiliary return port of the power pack, if power steering is installed.
(5) Connect the electrical wiring to the motor, fluid level sensor, gear-up pressure switch, and the gear
up and down solenoids.
(6) Perform the HYDRAULIC SYSTEM FILLING AND BLEEDING procedure to fill and bleed the
landing gear hydraulic system (Ref. 32-30-00).
(7) Install the upper and lower wing panels, wing leading edge and the forward wing fillet
(Ref. Figure 201).
Page 203
32-30-02 Nov 1/09
Figure 201
Page 204
Nov 1/09 32-30-02
SWIVEL FITTING AUXILIARY BOLT

RETURN PORT AN960-416L WASHER
(POWER STEERING ONLY) AN960-416 WASHER
(TYPICAL 6 PLACES)
MOUNTING BRACKET
HAND PUMP
PRESSURE PORT GEAR UP AND
DOWN SOLENOIDS AIRPLANES WITH
POWER STEERING
HAVE THIS BOLT
GEAR DOWN PORT OMITTED
POWER PACK
ASSEMBLY
VENT PORT
NOSE GEAR GEAR-UP

EMERGENCY PRESSURE
EXTENDED LINE SWITCH
GEAR-UP PORT
MOTOR
FLUID LEVEL
SENSOR
HAND PUMP
SUCTION PORT
FILL PORT
MANUAL BLEED VALVE FILL CAN WASHER BOLT

BONDING JUMPER LOCK WASHER
WASHER UC32B
073704AA.AI
Figure 202
Hydraulic Power Pack Assembly
Page 205
32-30-02 Nov 1/09
LANDING GEAR
LANDING GEAR POWER PACK VALVE HOUSING AND CONTROLS
32-30-03
200200
1. PROCEDURES
A. Disassembly
NOTE: The assembly area must be void of materials and equipment not directly associated with
assembly of these units. Normal room temperature/humidity conditions prevail. Ventilation
cannot allow outside small particle debris to settle in the area.
(1) Perform the THREE POINT JACKING (PREFERRED PROCEDURE) procedure

(2) Remove the filter bowl (1) from the valve housing. Remove the packing (2) from the filter bowl
(Ref. Figure 201).
(3) Remove the filter element (3) from the valve housing. Remove the packing (4) from the filter
element.
(4) Remove the screws (5 and 6) and washers (7) attaching the selector valve (8) to the valve
housing.
(5) Remove the selector valve and packings (9) from the valve housing.
(6) Remove the gear-up and hand pump pressure-operated check valves (10). Remove the packings
(11, 12 and 13) and the packing retainers (14 and 15) from the check valves.
B. Assembly
NOTE: The assembly area must be void of materials and equipment not directly associated with
assembly of these units. Normal room temperature/humidity conditions prevail. Ventilation
cannot allow outside small particle debris to settle in the area.
(1) Clean and lubricate all parts in clean hydraulic fluid (39, Table 1, Chapter 91-00-00) just prior to
assembly to provide initial lubrication and, in the case of screws to assure more accurate torque
readings.
(2) Install the packings (11, 12, and 13) and packing retainers (14 and 15) on the gear-up and hand
pump pressure operated check valves (10) (Ref. Figure 201).
(3) Install the gear-up and hand pump check valves (10) in the valve housing. Tighten the check
valves 55 to 60 inch-pounds. Secure check valves to each other with lockwire.
Page 201
32-30-03 Nov 1/13
(4) Install the packing (9) for the selector valve (8) in the valve housing.
(5) Position the selector valve (8) on the valve housing. Secure with screws (5 and 6) and
washers (7).
(6) Torque the screws 45 to 50 inch-pounds.
(7) Install a new packing (4) on a new filter element (3) and install the new filter element in the valve
housing.
(8) Install a new packing (2) on the filter bowl (1).
(9) Install the filter bowl (1) in the valve housing (hand tight).
(10) Fill and bleed the hydraulic fluid system as instructed under the heading LANDING GEAR
HYDRAULIC SYSTEM FILLING AND BLEEDING in 32-30-00.
(11) Perform the LOWERING THE AIRPLANE AFTER THREE-POINT JACKING procedure (Ref
Chapter 7-10-00).
Page 202
Nov 1/13 32-30-03
Figure 201
Landing Gear Power Pack Valve Housing
Page 203
32-30-03 Nov 1/13
LANDING GEAR
LANDING GEAR POWER PACK MOTOR
32-30-04
200200
1. PROCEDURES
on jacks.
gear.
Page 201
32-30-04 Nov 1/09
A. Removal
(2) Remove the forward wing fillet, wing leading edge, and the upper wing panel (Ref. Figure 201).
(3) Disconnect the electrical wiring from the motor.
(4) Remove the two bolts securing the motor to the power pack (Ref. Figure 202).
(5) Remove the motor from the power pack.
B. Installation
(1) Fill the motor drive shaft coupling chamber one-third full and coat the coupling shaft splines with
grease (83, Table 1, 91-00-00) (Ref. Figure 202).
(2) Install the motor to the drive shaft coupling. Alignment pins on the motor are provided to ensure
correct positioning of the motor. Install the two bolts securing the motor to the power pack and
torque 72 to 84 inch-pounds.
(3) Connect the electrical wiring to the motor.
(4) Install the upper wing panel, wing leading edge, and forward wing fillet (Ref. Figure 201).
emergency-extend hand pump handle is in the stowed position, the plunger on
locked and the accumulator charged to 800 ± 50 psi.
(5) Perform the LOWERING AIRPLANE AFTER THREE-POINT JACKING procedure

Page 202
Nov 1/09 32-30-04
Figure 201
Page 203
32-30-04 Nov 1/09
Figure 202
Power Pack Motor Assembly
Page 204
Nov 1/09 32-30-04
LANDING GEAR
POWER PACK GEAR UP PRESSURE SWITCH
32-30-05
200200
1. PROCEDURES
on jacks.
gear.
Page 201
32-30-05 Nov 1/09
A. Removal
(5) Disconnect the electrical wiring from the gear up pressure switch (Ref. Figure 202).
NOTE: Shop towels will be needed to absorb the system fluid which will escape from the port
when the switch is removed.
(6) Unscrew the gear up pressure switch from the power pack.
B. Installation
(1) Install a new packing on the gear up pressure switch (Ref. Figure 202).
(2) Install the gear up pressure switch by screwing it into the power pack. Torque the pressure switch
50 to 60 inch-pounds.
(3) Connect the electrical wiring to the switch.
(6) Perform LOWERING THE AIRPLANE AFTER THREE-POINT JACKING procedure

Page 202
Nov 1/09 32-30-05
Figure 201
Page 203
32-30-05 Nov 1/09

(TYPICAL 6 PLACES)
MOUNTING BRACKET
HAND PUMP
POWER STEERING
HAVE THIS BOLT
POWER PACK
ASSEMBLY
VENT PORT
NOSE GEAR GEAR-UP

EMERGENCY PRESSURE
GEAR-UP PORT
MOTOR
FLUID LEVEL
SENSOR
HAND PUMP
SUCTION PORT
FILL PORT

WASHER UC32B
073704AA.AI
Figure 202
Page 204
Nov 1/09 32-30-05
LANDING GEAR
LANDING GEAR HYDRAULIC POWER PACK FILTERS
32-30-06
200200
1. PROCEDURES
on jacks.
gear.
Page 201
32-30-06 Nov 1/09
A. Removal
The system filter mounted on the power pack assembly will be replaced in accordance with the detailed
inspection program.

(4) Remove the forward wing fillet, wing leading edge, and lower wing panel.
NOTE: Hydraulic fluid will escape when the filter element is removed from the power pack. To
prevent excessive leakage, plug the port until the new filter element is installed. Use shop
rags and a container to catch the released hydraulic fluid.
(5) Remove safety wire and unscrew the filter housing (1) from the power pack (Ref. Figure 201).
(6) Remove the filter element (3) from the power pack.
B. Installation
(1) Install a new packing (4) on the filter element (Ref. Figure 201).
(2) Install the hydraulic system filter element into the power pack. Make sure the filter element is
properly mated to the power pack.
(3) Install a new packing (2) on the filter housing (1) and screw the housing into the power pack.
Safety wire the filter housing to the power pack.
(5) Install the forward wing fillet, wing leading edge, and lower wing panel.
Page 202
Nov 1/09 32-30-06
1. FILTER HOUSING
2. PACKING
3. FILTER ELEMENT
4. PACKING
4
UC32B
063192AA.AI
Figure 201
Hydraulic System Filter
2. LANDING GEAR HYDRAULIC POWER PACK BLEED AIR FILTER
A. Removal
(1) Remove the wing leading edge panel 55 (Ref. Chapter 06-50-00, WING ACCESS PANELS).
(2) Remove the clamp (2) by removing the attaching screw (Ref. Figure 202).
(3) Disconnect the bleed air filter (1) from the check valve (4) and the bleed air line.
B. Installation
(1) Install a new packing (3) on the power pack check valve flare fitting (4) (Ref. Figure 202).
(2) Position and connect the filter (1) to the bleed air line and the check valve (4).
(3) Position and secure the clamp (2) with the attaching screw.
(4) Install the wing leading edge panel 55 (Ref. Chapter 06-50-00, WING ACCESS PANELS).
Page 203
32-30-06 Nov 1/09
C. Cleaning
(1) Perform POWER PACK BLEED AIR FILTER REMOVAL procedure in this section.
(2) Blow shop air through filter (maximum 18 psi).
(3) If the filter’s condition will not allow low pressure air (5 psi or less) to flow freely, the filter must be
replaced.
(4) Perform POWER PACK BLEED AIR FILTER INSTALLATION procedure in this section.
1. FILTER
2. CLAMP
3. PACKING
4. CHECK VALVE
UC32B
001460AB.AI
Figure 202
Landing Gear Hydraulic Power Pack Bleed Air Filter
Page 204
Nov 1/09 32-30-06
LANDING GEAR
LANDING GEAR POWER PACK GEAR-UP AND GEAR-DOWN PORT FILTER SCREEN
32-30-07
200200
1. PROCEDURES
on jacks.
gear.
Page 201
32-30-07 Nov 1/09
A. Removal
(4) Remove the forward wing fillet, wing leading edge, and the upper and lower wing panels
(Ref. Figure 202).
(5) Disconnect and cap the hydraulic lines connected to the gear-up and gear-down ports of the
power pack (Ref. Figure 201).
(6) Remove the unions (1) from the gear-up and gear-down ports.
(7) Using an Allen wrench, unscrew the permanent screens (2) from the gear-up and gear-down
ports.
B. Installation
(1) Screw the permanent filter screens (2) into the gear-up and gear-down ports of the power pack
(Ref. Figure 201).
(2) Install new packings (3) on the unions (1) and install the unions in the gear-up and gear-down
ports of the power pack.
(3) Remove the caps and connect the hydraulic lines to the gear-up and gear-down ports of the power
pack.
(5) Install the upper and lower wing panels, wing leading edge and the forward wing fillet
(Ref. Figure 202).
Page 202
Nov 1/09 32-30-07
C. Cleaning
(1) Perform the LANDING GEAR POWER PACK GEAR-UP AND GEAR-DOWN PORT FILTER
SCREEN REMOVAL procedure in this section.
(2) Clean the permanent filter screens with solvent (2, Table 1, Chapter 91-00-00). Blow dry with
clean dry air.
(3) Perform the LANDING GEAR POWER PACK GEAR-UP AND GEAR-DOWN PORT FILTER
SCREEN INSTALLATION procedure in this section.
2 GEAR DOWN PORT
1. UNION
2. PERMANENT SCREEN
3. PACKING 2
GEAR UP PORT
UC32B
063193AA.AI
Figure 201
Power Pack Filter Screens
Page 203
32-30-07 Nov 1/09
Figure 202
Page 204
Nov 1/09 32-30-07
LANDING GEAR
LANDING GEAR POWER PACK FLUID LEVEL SENSOR
32-30-08
200200
1. PROCEDURES
on jacks.
gear.
Page 201
32-30-08 Nov 1/09
A. Removal
(5) Disconnect the electrical wiring from the fluid level sensor (Ref. Figure 201).
NOTE: A suitable container will be needed to catch hydraulic fluid which will drain from the port
when the hydraulic fluid level sensor is removed.
(6) Remove the fluid level sensor from the power pack. Immediately cap the open port.
B. Installation
(1) Install a new packing on the fluid level sensor (Ref. Figure 201).
(2) Install the hydraulic fluid level sensor into the power pack and torque 30 to 50 inch-pounds.
(3) Connect the electrical wiring to the fluid level sensor.
Page 202
Nov 1/09 32-30-08
C. Functional Test
(1) Perform the POWER PACK FLUID LEVEL SENSOR REMOVAL procedure in this section.
(2) Connect the electrical connector to the fluid level sensor.
(7) Position one person in the flight compartment and one at the fluid level sensor.
(8) Observe the HYD FLUID LOW annunciator is illuminated.
(9) Submerge the sensor into a container with at least two inches of hydraulic fluid (39, Table 1,
Chapter 91-00-00).
(10) The HYD FLUID LOW annunciator should extinguish within a few seconds.
HYD FLUID LOW annunciator should illuminate within a few seconds.
(15) If all the above checks are satisfactory perform the POWER PACK FLUID LEVEL SENSOR
INSTALLATION procedure in this section.
Page 203
32-30-08 Nov 1/09

(TYPICAL 6 PLACES)
MOUNTING BRACKET
HAND PUMP
POWER STEERING
HAVE THIS BOLT
POWER PACK
ASSEMBLY
VENT PORT
NOSE GEAR GEAR-UP

EMERGENCY PRESSURE
GEAR-UP PORT
MOTOR
FLUID LEVEL
SENSOR
HAND PUMP
SUCTION PORT
FILL PORT

WASHER UC32B
073704AA.AI
Figure 201
Page 204
Nov 1/09 32-30-08
Figure 202
Page 205
32-30-08 Nov 1/09
LANDING GEAR
MAIN LANDING GEAR
32-30-09
200200
1. PROCEDURES
on jacks.
gear.
Page 201
32-30-09 Nov 1/09
A. Rigging
A service valve in the left hand wing, adjacent to the power pack, is provided for use with the emergency
extension hand pump to raise and lower the landing gear while the landing gear is being rigged. The
service valve is normally in a mode to extend the landing gear (red knob pushed down). The service
valve is accessible through a door in the wing skin just inboard of the LH nacelle. The red knob cannot
be pulled up until the hinged retainer covering it is unlatched and moved out of the way. The landing
gear must not be cycled electrically until the landing gear is properly rigged. With the airplane on jacks
and an external power supply connected and adjusted to 28 ± 0.25 volts, the landing gear is retracted
by pulling the red knob on the service valve up and then operating the emergency extension hand
pump. When the red knob is pulled up, the two switches mounted on the service valve are actuated to
open the circuit to the power pack motor and to complete a circuit from the 2-ampere control circuit
breaker to the retract solenoid on the gear selector valve. The same action positions the service valve to
route the hand pump pressure fluid to the normal retract mode plumbing to the actuators. Remove the
pump handle from the securing clip and pump the handle up and down to retract the landing gear. After
the landing gear is retracted, position the emergency extend hand handle in the stowed position and
turn off the electrical power. To extend the landing gear push the red knob on the service valve down
and extend the landing gear using the emergency extension hand pump; the electrical power does not
have to be on to extend the landing gear. For safety reasons, pull the 2-ampere control circuit breaker
on the pilot's inboard subpanel.
CAUTION: If the red knob on the service valve is pushed down while the landing gear is retracted, the
electrical power is on and the landing gear control handle is in the down position, the
landing gear will extend immediately.
To prevent serious damage to the pump, never operate the power pack when the engines
are not operating without supplying 18 psi of regulated dry air to pressurize the power pack
reservoir in place of the engine bleed air.
When cycling the landing gear with the power pack, do not exceed three cycles in the first
six minutes of operation with approximately a two-minute cooling period between cycles,
then with a five-minute cooling interval between each cycle.
Before removing the airplane from the jacks, make sure that the emergency extension hand pump
handle is in the stowed position and that the red knob on the service valve is pushed down with the
hinged retainer in place. Retract and extend the landing gear, using the hydraulic power pack to ensure
the landing gear is in the down-and-locked position before removing the airplane from the jacks.
CAUTION: Do not fully cycle the landing gear electrically until the gear is properly rigged. Use of the
emergency hand pump is recommended for initial rigging.

(3) Disconnect the door actuation cams from the doors by removing the cotter pins, nuts, washers,
and bolts from the lower attaching links. Secure the doors out of the way with safety wire.
NOTE: Use the emergency extension hand pump to retract or extend the actuator during this
rigging procedure.
(4) Retract the gear slightly to take the load off the drag brace and to unlock the actuator.
Page 202
Nov 1/09 32-30-09
(5) Remove the nut, bolt, and washers attaching the actuator rod end to the upper drag leg arm.
Remove the cotter pin, nut, washers, bushings, and bolt attaching the lower drag leg to the strut
(Ref. Figure 201).
(6) Check the alignment of the lower drag leg with the attachment lug on the landing gear strut; there
shall be no side loads on the drag leg when the landing gear is in the extended or retracted
position. Correct misalignment by shifting AN960-1016L washers from side to side of the wheel
well attach fitting and upper drag legs. A minimum of one washer must be maintained between the
upper drag legs and the wheel well attach fitting. After the proper alignment is obtained, connect
the lower drag leg to the landing gear strut.
NOTE: Verify continuity of the left main actuator switch by checking continuity between pins A and
E then H and K, of connector P197.
Verify continuity of the right main actuator switch by checking continuity between pins A
and E then H and K, of connector P198.
(7) With the actuator fully retracted and locked, and the landing gear fully extended, check the
alignment of the actuator rod end with the upper drag leg arm. The actuator rod end must slip into
the upper drag leg arm without causing any side loads on the actuator piston rod. With the actuator
fully extended, manually push the landing gear to the retracted position and again check for any
side loads on the actuator piston rod. If any misalignment is found in either position, shift the
AN960-716L washers as required to correct the misalignment. A minimum of one AN960-716L
washer is required between the actuator and the support structure.
(8) Cut the safety wire and loosen the jam nut on the actuator rod end. With the actuator fully retracted
and the landing gear fully extended, adjust the actuator rod end to align with nut attaching hole in
the upper drag leg arm. Tighten the jam nut.
(9) Lubricate the actuator rod end bolt with grease (80, Table 1, Chapter 91-00-00) at time of
installation. Attach the actuator rod end to the upper drag leg arm with the nut, bolt, and washers.
(10) With the landing gear fully extended, apply moderate pressure to the drag brace assembly to
bottom out any end play in the actuator. Measure the amount of clearance between the upper drag
leg and the rig plate. If a clearance of 0.005 +0.005/- 0.004 inch at the closest point does not exist,
loosen the jam nut and lengthen the actuator rod end to the next keying position by rotating the
actuator piston rod. Tighten the jam nut and safety wire to the key washer.
(11) Retract the landing gear fully and measure the clearance between the landing gear piston and the
main spar. If the clearance is not 2.28 +0.25/-0.09 inches, remove the actuator from the airplane
and adjust the actuator stroke as outlined in Step (12).
(12) The stroke length of the actuator (6.23 ± 0.12 inches) is preset by the supplier and should not
require adjustment. If the clearance measured in Step (9) is not within tolerance, remove the
actuator from the airplane and adjust the actuator stroke length as follows:
(a) Remove the safety wire and loosen the end cap jam nut. Rotate the end cap one full turn at a
time until the proper adjustment is obtained. When the end cap is rotated out, the stroke
length is increased and when rotated in, the stroke length is decreased. Each full turn of the
end cap will change the stroke length by 0.06 inch.
Page 203
32-30-09 Nov 1/09
NOTE: To ensure proper alignment of the hydraulic plumbing to the shuttle valve located in
the end cap, the end cap must be rotated in 360° rotations only. If more than two
complete rotations of the end cap are required to obtain the proper stroke
adjustment, structural damage may be present and the airplane structure must be
inspected.
(b) After the stroke length is properly adjusted, tighten the jam nut and safety wire.
(c) Perform the MAIN LANDING GEAR ACTUATOR INSTALLATION procedure in this section
(d) Perform the HYDRAULIC SYSTEM FILLING AND BLEEDING procedure to fill and bleed the
(13) Lubricate the landing gear and drag brace hinge points with the proper lubricant
(Ref. Chapter 12-20-00, MAIN LANDING GEAR LUBRICATION).
necessary, adjust the downlock, up-position, and actuator downlock switches (Ref. 32-60-00).
CAUTION: When cycling the landing gear with the power pack, do not exceed three cycles in the
first six minutes of operation with approximately a two minute cooling period between
cycles, then with a five minute cooling interval between each cycle.
(15) Connect the landing gear doors. If necessary, perform the MAIN LANDING GEAR DOOR
RIGGING procedure (Ref. Chapter 32-30-12).
Page 204
Nov 1/09 32-30-09
Figure 201
Main Landing Gear Rigging
Page 205
32-30-09 Nov 1/09
LANDING GEAR
MAIN LANDING GEAR ACTUATOR
32-30-10
200200
1. PROCEDURES
on jacks.
gear.
Page 201
32-30-10 Nov 1/09
A. Removal
CAUTION: To prevent damage to the landing gear actuator rod end ball bearing, inspect the actuator
rod end ball bearing for contamination from oil, grease, solvents, degreaser, anti-ice fluid or
other contaminants. The actuator rod end ball bearing is coated with a dry-film permanent
lubricant and contaminants could wash away the dry-film lubricant on the rod end ball
bearing. During servicing of the gear and/or where cleaning is required, protect the actuator
rod end ball bearing from all agents sprayed or applied.
(1) Perform THREE-POINT JACKING (PREFERRED PROCEDURE) procedure

(4) Disconnect the door actuation cams from the doors by removing the cotter pins, nuts, washers,
and bolts from the lower attaching links. Secure the doors out of the way with safety wire.
CAUTION: As the hydraulic hoses are disconnected, plug or cap all openings to prevent entry of
foreign material into the hoses or actuator.
(5) Remove the three hydraulic hoses from the actuator and identify to facilitate installation
(Ref. Figure 201).
(6) Remove the nut, bolt (1), and washers attaching the actuator rod end to the upper drag leg arm
(2).
(7) Disconnect the actuator downlock switch receptacle plug located in the upper rear of the wheel
well.
(8) Remove the nuts, bolts (3), bushings (4), and washers (5 and 6) attaching the actuator to the
support structure. To maintain alignment of the actuator to the drag brace, retain the washers (5)
between the actuator and support structure in the same position as when removed.
(9) Remove the actuator downward out of the wheel well.
B. Installation
NOTE: It is recommended to use the same manufacturer’s actuators on any one airplane, but it is
permissible to intermix actuator part numbers and manufacturers on any one airplane.
(1) Position the actuator in the wheel well and install the bushings (4), washers (5 and 6), bolts (3),
and nuts to secure the actuator to the support structure. Install the same number of AN960-716L
washers (5) on each side of the actuator (between the actuator and the support structure) that
were removed with the actuator (Ref. Figure 201).
(2) Connect the hydraulic hoses to the actuator. If the unions between the actuator and hose ends
were removed or loosened, install new packings.
(3) Connect the actuator downlock switch wiring in the upper rear of the wheel well.
Page 202
Nov 1/09 32-30-10
(4) With the actuator fully retracted and the landing gear fully extended, check the alignment of the
actuator rod end with the upper drag leg arm. The actuator rod end must slip into the upper drag
leg arm without causing any side loads on the actuator piston rod. With the actuator fully extended,
manually push the landing gear to the retracted position and again check for any side loads on the
actuator piston rod. If any misalignment is found in either position, shift the AN960-716L washers
(5) as required to correct the misalignment. A minimum of one AN960-716L washer is required
between the actuator and the support structure.
NOTE: To extend and retract the actuator piston rod, use the Emergency Extension Hand Pump.
Refer to LANDING GEAR HAND PUMP CYCLING procedure (Ref. 32-30-00).
(5) Lubricate bolt (1) with grease (80, Table 1, Chapter 91-00-00) at time of installation.
(6) With the actuator fully retracted and the landing gear fully extended, check the alignment of the
actuator rod end with the attaching hole in the upper drag leg arm. If the holes align, attach the
actuator rod end to the upper drag leg arm with the nut, bolt (1) and washers.
NOTE: If the actuator rod end will not align with the hole in the upper drag leg arm, if the actuator
stroke length or rod end length has been changed, or if the actuator being installed is not
the one that was removed, rig the landing gear (Ref. 32-30-09, MAIN LANDING GEAR
RIGGING).
(7) Install the bolts, washers, nuts, and cotter pins connecting the lower attaching links to the door
actuation cams.
(8) Perform HYDRAULIC SYSTEM FILLING AND BLEEDING procedure to fill and bleed the landing
gear hydraulic system (Ref. 32-30-00).
engines are not running without supplying 18 psi of regulated dry air to the manual
bleed valve to pressurize the reservoir.
When cycling the landing gear with the power pack, do not exceed three cycles in the
(11) Cycle the landing gear with the power pack, and check for proper operation of the in-transit and
gear down lights. If necessary, adjust the downlock, up position, and actuator downlock switches
(Ref. 32-60-00).

Page 203
32-30-10 Nov 1/09
2. MAIN LANDING GEAR ACTUATOR SHUTTLE VALVE
A. Functional Test
This procedure may be performed with the actuator on the bench or installed in the airplane. If the
procedure is to be performed with the actuator on the bench, perform the MAIN LANDING GEAR
ACTUATOR REMOVAL procedure in this section then proceed to Step (4) of this procedure.

(4) Tag the three hydraulic hoses for identification to facilitate installation. Remove the three hydraulic
hoses from the unions (7) and orifice (10) (Ref. Figure 201).
(5) Connect a hand pump and pressure gauge to the main landing gear hydraulic actuator’s
secondary retract (main landing gear extend) 1/4 inch port (12) (Ref. Chapter 91-00-00, SPECIAL
TOOLS AND EQUIPMENT). Note that when the actuator retracts, the main landing gear will
extend.
(6) The hydraulic actuator’s primary retract 3/8 inch port (11) and extend 3/8 inch port (13) must be
open (Ref. Figure 201).
(7) Slowly increase pressure to the secondary retract (main landing gear extend) 1/4 inch port (12)
while observing the pressure gauge. The shuttle valve will move to close the primary retract 3/8
inch port (11). The actuator rod will retract.
(8) When the rod is fully retracted, increase pressure to 650 psi.
(9) With 650 psi applied to the secondary 1/4 inch port (12), maximum leakage from the primary
retract 3/8 inch port (11) shall not exceed 10 drops per minute (20 drops equal one milliliter).
(10) Slowly decrease pressure from the hand pump and disconnect it from the actuator.
(11) If there is excessive shuttle valve leakage, the actuator must be overhauled or replaced.
(12) If the actuator has been removed from the airplane, perform MAIN LANDING GEAR ACTUATOR
INSTALLATION procedure in this section then proceed to Step (13) of this procedure.
(13) If the unions (7) or orifice (10) were removed or loosened, install new packings (8) between the
actuator and the union, or orifice.
(14) Connect the three hydraulic hoses to the actuator with respect to identification tags.
(15) Perform HYDRAULIC SYSTEM FILLING AND BLEEDING procedure in this section to fill and
bleed the landing gear hydraulic system (Ref. 32-30-00).
Page 204
Nov 1/09 32-30-10
engines are not running without supplying 18 psi of regulated dry air to the manual
bleed valve to pressurize the reservoir.
first six minutes of operation with a two minute (approximately) cooling period between
cycles. After the first six minute of operation, a five minute cooling interval between
each cycle.
(18) Cycle the gear with the power pack through at least 3 complete cycles before removing the

Page 205
32-30-10 Nov 1/09
1. BOLT
2. UPPER DRAG LEG ARM
3. BOLT
4. BUSHING
5. WASHER
3 6. WASHER
6 7. UNION
8. PACKING
9. HYDRAULIC HOSE
4 10. ORIFICE
11. PRIMARY RETRACT
A 5 3/8 INCH PORT
12. SECONDARY RETRACT
6 1/4 INCH PORT
13. EXTEND 3/8 INCH PORT
A
8
7
B
2 6
8
10
9
1
DETAIL A
13
12 DETAIL B UB32B
11 016530AB.A
Figure 201
Main Landing Gear Actuator Assembly
Page 206
Nov 1/09 32-30-10
3. MAIN LANDING GEAR - ACTUATOR END CAP INSPECTION

on jacks.
gear.
A. Preinspection
(1) Determine the MLG actuator part number. If the part number is 114-380041-11, -13 or -15
(Manufactured by Triumph Actuation Systems or Frisby Airborne Hydraulics), proceed to the next
Step. If the actuator part number is not one of those listed above, no further action is required.
(2) Perform THREE POINT JACKING (PREFERRED PROCEDURE) procedure

Page 207
32-30-10 Nov 1/09
(5) The actuator(s) may be removed from the airplane for the ultrasonic inspection. If an on-plane
inspection is to be performed, Steps (5) (a) thru (5) (d) are recommended. If removal of the
actuator is required perform the MAIN LANDING GEAR ACTUATOR REMOVAL procedure in this
section.
(a) Disconnect the actuator down position switch wiring at the receptacle plug, located in the
upper rear of the wheel well.
(b) Remove the two bolts that attach the actuator to the support structure. To maintain alignment
upon installation, note the position of the washers between each leg of the actuator and the
structure (Ref. Figure 204).
(c) Remove the two bolts that attach the upper drag leg arm to the upper drag legs.
(d) Move the upper drag leg arm down and position the actuator for inspection.
NOTE: This Inspection procedure specifies the requirements and instructions for ultrasonic
angle beam inspection of the Main Landing Gear (MLG) actuator assembly for
cracks propagating from the inside radius of the end cap.
Personnel shall be qualified and certified at a minimum level II in accordance with
NAS 410.
Equipment GE USN 60, Olympus Sonic 1200 ultrasonic instrument with A-scan
display.
The ultrasonic unit shall be capable of meeting performance characteristics as
described in ASTM E-317 and AMS-STD-2154 for Horizontal Limit and Linearity;
Vertical Limit and Linearity; Attenuator/Decade Switch Accuracy; Sensitivity and
Noise; Resolution - Entry Surface and Back Surface.
45° (steel) 5MHz angle beam search unit shall be used, Panametrics P/N A5020 or
equivalent. The search unit’s angle beam wedge or casing (if transducer and angled
wedge are built as one unit) shall be no larger than 0.4 x 0.25 inch in the “X” and “Y”
dimensions.
Ultrasonic Couplant, Exosen 20, Mfg. Krautkramer, Lewiston, PA or equivalent.
Aluminum IIW block Type I.
(6) Clean the surfaces to be inspected using a shop cloth dampened with solvent (24, 30 or 54
Table 1, Chapter 91-00-00).
(7) Ensure the inspection surface is free from grease, oil, sealer, loose or flaking paint or any other
substance that would prohibit the coupling of the search unit to the part to be inspected.
B. Equipment Setup/Standardization
NOTE: Periodically during the inspection and following the completion of all inspections, verify the
standardization by using the calibration standard (IIW block) to insure the instrument remains
within the calibration limits. The time between standardization shall not exceed 20 minutes. If
the original calibration requirements are not met, all inspections performed since the last
successful calibration shall be re-inspected.
Page 208
Nov 1/09 32-30-10
The following instrument settings are for a typical A-scan presentation ultrasonic instrument
and are meant as a guide; however, sensitivity requirements shall be met.
(1) Connect the probe to the cable and the cable to the instrument and turn the instrument on.
(2) Set the instrument to the initial settings in Table 201 below.
Table 201
Initial Instrument Settings
Description Settings
Gain 40 dB (Decibels)
Range 1.25 inches
Delay 0 in/μs (Micro Seconds)
Velocity 0.1230 in/μs (Micro Seconds)
Pulse 50 ns (Nano Seconds)
Damp 50 ohms
Mode Single
Gate 1 Positive
Gate Position 0.475 inch
Gate Width 0.304 inch
Gate Amplitude 30% FSH
Display Full Wave
Frequency 2-25 MHz BB (Broad Band)
Reject Off
(3) Apply ultrasonic couplant and couple the transducer to the IIW block and adjust the gain to
achieve an 80% Full Screen Height (FSH) signal from the 0.060 inch diameter Sensitivity Hole
then add 6 dB.
(4) Adjust the horizontal sweep to position the signal from the 0.060 inch diameter hole at 8.0 on the
horizontal baseline.
(5) Adjust the gate controls to position the gate at 30% FSH at 4.0 to 6.0 on the horizontal baseline.
C. Inspection
(1) Apply couplant to the inspection zone of the part. Couple the transducer to the part with the sound
beam directed at the end of the actuator cap as shown in Figures 205, 206 and 207.
(2) Scan 180° of the circumference of the part in the area of interest shown in Figures 205, 206 and
207. Index no greater than 0.10 inch for 100% coverage of the inspection zone. Use a typical “Z”
scan path while angling the transducer to maximize any crack response received between 4.0 to
6.0 on the horizontal baseline.
Page 209
32-30-10 Nov 1/09
(3) As the transducer is scanned across the inspection zone toward the end cap of the actuator, the
reflected signal from a crack on the third leg of the “V” path will first appear at 10.0 on the
horizontal baseline and peak at 9.0 on the horizontal baseline. As the transducer is scanned
toward the end of the actuator cap, the reflected signal from the crack on the first leg of the “V”
path will appear at 6.0 on the horizontal baseline and peak at 5.0 on the horizontal baseline.
Inspections shall be performed on the first leg of the “V” path as not to confuse the non-relevant
signal at 8.0 on the horizontal baseline as a relevant crack signal (Ref. Figure 202).
(4) Confirm instrument calibration at completion of inspection. If the original calibration requirements
are not met, All Inspections performed since the last successful calibration shall be re-inspected.
D. Indication Evaluation Criteria

(1) Any indication between 4.0 and 6.0 on the horizontal baseline shall be re-scanned to determine if
the indication is false, caused by excessive couplant, part geometry, surface condition, or a defect.
(2) Any repeatable crack response of 30% FSH or greater within the gated zone shall result in
rejection of part.
E. Reporting
(1) Mark cracks and report location and size to Hawker Beechcraft Corporation Airline Technical
Support.
F. Post Inspection
(1) Clean ultrasonic couplant from the actuator prior to installation.
(2) If any cracks are found, replace with serviceable actuator(s).
(3) Check rod end nut for security. If loose, remove safety wire, tighten nut and install new safety wire.
(4) If an on-plane inspection was performed, complete the following Steps:
(a) Move the upper drag leg arm up and position the actuator (Ref. Figure 204).
(b) Install the two bolts that attach the upper drag leg arm to the upper drag legs.
(c) Install the two bolts that attach the actuator to the support structure with washers positioned
as noted during removal.
(d) Connect the actuator down position switch wiring at the receptacle plug, located in the upper
rear of the wheel well.
(5) If actuator was removed from the airplane, perform the MAIN LANDING GEAR ACTUATOR
INSTALLATION procedure in this section.
(8) Perform HYDRAULIC SYSTEM FILLING AND BLEEDING procedure to fill and bleed the landing
gear hydraulic system (Ref. 32-30-00).
Page 210
Nov 1/09 32-30-10

Figure 202
Non-relevant Indication
Page 211
32-30-10 Nov 1/09
Figure 203
Relevant Indication Peaked at 5.0 on the Horizontal Baseline
Page 212
Nov 1/09 32-30-10
Figure 204
Main Landing Gear Actuator
Page 213
32-30-10 Nov 1/09
Figure 205
Couple Transducer
Figure 206
MLG Actuator Assembly Inspection Area
Page 214
Nov 1/09 32-30-10
Figure 207
Scan Plan
Page 215
32-30-10 Nov 1/09
LANDING GEAR
MAIN LANDING GEAR ACTUATOR ORIFICE
32-30-11
200200
1. PROCEDURES
on jacks.
gear.
A. Removal
Page 201
32-30-11 Nov 1/09
NOTE: The actuator orifice (10) is located in the port along side the actuator down-position switch
(the orifice fitting closest to the actuator-to-keel attach point) (Ref. Figure 201).
(4) Disconnect the hydraulic line (9) from the actuator fitting. Cap the open hydraulic line.
NOTE: The actuator orifice valve will have pressure on the hydraulic line fitting and care must be
taken to prevent loss of the poppet and spring.
(5) Remove the fitting from the actuator port.
B. Installation
(1) Install a new packing (8) on the hydraulic line fitting (Ref. Figure 201).
(2) Insert a pin punch, slightly smaller than the orifice poppet hole, through the flared end of the
hydraulic line fitting.
(3) Install the orifice poppet on the end of the pin punch.
(4) Install the orifice spring in the port on the actuator housing.
CAUTION: The orifice poppet must be kept in the same alignment as the actuator port or damage
to the poppet requires replacement of the actuator housing.
(5) Install the orifice poppet and fitting in the port on the actuator.
(6) Using a pin punch slightly larger than the orifice poppet hole, press lightly on the orifice poppet.
The orifice poppet must have free movement.

C. Cleaning
Clean the main gear actuator orifice (10) as follows (Ref. Figure 201):
(1) Clean the actuator orifice poppet and spring with solvent (2, Table 1, Chapter 91-00-00).
(2) Blow dry using clean shop air.
(3) Perform MAIN LANDING GEAR ACTUATOR ORIFICE INSTALLATION procedure above.
Page 202
Nov 1/09 32-30-11
1. BOLT
2. UPPER DRAG LEG ARM
3. BOLT
4. BUSHING
5. WASHER
3 6. WASHER
6 7. UNION
8. PACKING
9. HYDRAULIC HOSE
4 10. ORIFICE
11. PRIMARY RETRACT
A 5 3/8 INCH PORT
12. SECONDARY RETRACT
6 1/4 INCH PORT
13. EXTEND 3/8 INCH PORT
A
8
7
B
2 6
8
10
9
1
DETAIL A
13
12 DETAIL B UB32B
11 016530AB.A
Figure 201
Main Landing Gear Actuator
Page 203
32-30-11 Nov 1/09
LANDING GEAR
MAIN LANDING GEAR DOORS
32-30-12
200200
1. PROCEDURES
on jacks.
gear.
Page 201
32-30-12 Nov 1/09
A. Rigging
Prior to rigging the main gear doors, the landing gear must be properly rigged. Refer to MAIN LANDING
GEAR RIGGING procedure. While rigging the doors, use the emergency extension hand pump to raise
and lower the landing gear (Ref. 32-30-00). The following adjustments are to be done in the sequence
as given. Any adjustment after Step (7) will require the return to Step (7) and repeat the subsequent
Steps.

(3) Disconnect the door actuating cams from the doors by removing the cotter pin, nut, washer, and
bolt from the upper end of the link. Position the doors so the landing gear will clear during
retraction. Check the door cams and the rollers on the landing gear to ensure free movement
(Ref. Figure 201).
(4) Position the adjusting blocks so the radius of the adjusting block approximately matches the radius
of the cam lower finger and secure with the attaching bolts.
(5) Partially retract the landing gear until the rollers are positioned next to the lower finger of the
actuating cams. Adjust the actuating cam stop bolt to a clearance of 0.02 to 0.06 inch between the
actuating cam lower finger and the roller.
(6) Retract the landing gear. Push the doors up by hand and check for fit and clearance.
(7) Working with one door at a time, manually close the door and adjust the link assembly as required
so the door closes snugly, front and rear. After adjustment is complete, tighten the jam nut on the
link.
(8) After both doors are properly adjusted, extend the landing gear and connect the links to the
actuating cams with the bolts, washers, nuts, and cotter pins.
(9) Place the upper edge of a straight edge at the centerline of the actuating cam mounting bolt and
the lower edge at the centerline of the lower link attaching bolt (Ref. Figure 201). Check the
linkage for overcenter of 0.03 to 0.50 inch. If the overcenter is within this range no further
adjustments are necessary; proceed to Step (11). If the overcenter dimension is not within the
range, then perform Step (10).
(10) If the overcenter dimension was not 0.03 to 0.50 inch, adjust the actuating cam stop block to
achieve a dimension within the range. Partially retract the landing gear until the rollers are
positioned next to the lower finger of the actuating cams. Position the adjusting block to have a
clearance of 0.02 to 0.06 inch between the adjusting block and the roller during the retraction
cycle. Extend the landing gear.
(11) Check final torque on all attaching hardware. Apply a force of approximately 25 pounds at the
lower center edge of the door. The door linkage must remain overcenter and the door must remain
open. Rig any door that folds under this 25 pound load.
Page 202
Nov 1/09 32-30-12
(12) Cycle the landing gear several times. Check that the doors shut snugly, front and rear. During the
landing gear extension, check the door overcenter mechanism by pushing on the center of the
door toward the gear with a force of approximately 25 pounds. The doors must open and stay in
the locked position. Rig any door that folds under this 25 pound load.
(13) Lubricate the door hinges and the actuating mechanisms with the proper lubricant. Refer to MAIN
LANDING GEAR LUBRICATION procedure (Ref. Chapter 12-20-00).
first six minutes of operation; then allow a two minute cooling period and resume
operation of the power pack, allowing five minutes between cycles.
To prevent serious damage to the pump, never operate the power pack when the
engines are not operating without supplying 18 psi of regulated dry air to pressurize
the power pack reservoir in place of the engine bleed air.
(14) Cycle the landing gear several times with the power pack, checking each time that the doors close
snugly when the landing gear is retracted and that they stay open when the landing gear is
extended.
B. Hinge Wear Limits

Use the following parameters for the main gear door hinge to determine when the hinge is to be
replaced.
(1) Minimum hinge wall thickness is 0.048 inch at any point.
(2) Maximum hinge opening where the hinge pin fits is 0.060 inch at any point.
Page 203
32-30-12 Nov 1/09
Figure 201
Main Landing Gear Door Rigging
Page 204
Nov 1/09 32-30-12
LANDING GEAR
NOSE LANDING GEAR
32-30-13
200200
1. PROCEDURES
on jacks.
gear.
Page 201
32-30-13 Nov 1/09
A. Rigging
A service valve in the left hand wing, adjacent to the power pack, is provided for use with the emergency
extension hand pump to raise and lower the landing gear while the landing gear is being rigged. The
service valve is normally in a mode to extend the landing gear (red knob pushed down). The service
valve is accessible through a door in the wing skin just inboard of the LH nacelle. The red knob cannot
be pulled up until the hinged retainer covering it is unlatched and moved out of the way. The landing
gear must not be cycled electrically until the landing gear is properly rigged. With the airplane on jacks
and an external power supply connected and adjusted to 28 ± 0.25 volts, the landing gear is retracted
by pulling the red knob on the service valve up and then operating the emergency extension hand
pump. When the red knob is pulled up, the two switches mounted on the service valve are actuated to
open the circuit to the power pack motor and to complete a circuit from the 2-ampere control circuit
breaker to the retract solenoid on the gear selector valve. The same action positions the service valve to
route the hand pump pressure fluid to the normal retract mode plumbing to the actuators. Remove the
pump handle from the securing clip and pump the handle up and down to retract the landing gear. After
the landing gear is retracted, position the emergency extend hand handle in the stowed position and
turn off the electrical power. To extend the landing gear push the red knob on the service valve down
and extend the landing gear using the emergency extension hand pump; the electrical power does not
have to be on to extend the landing gear. For safety reasons, pull the 2-ampere control circuit breaker
on the pilot's inboard subpanel.
CAUTION: If the red knob on the service valve is pushed down while the landing gear is retracted, the
electrical power is on and the landing gear control handle is in the down position, the
landing gear will extend immediately.
To prevent serious damage to the pump, never operate the power pack when the engines
are not operating without supplying 18 psi of regulated dry air to pressurize the power pack
reservoir in place of the engine bleed air.
When cycling the landing gear with the power pack, do not exceed three cycles in the first
six minutes of operation with approximately a two-minute cooling period between cycles,
then with a five-minute cooling interval between each cycle.
Before removing the airplane from the jacks, make sure that the emergency extension hand pump
hinged retainer in place. Retract and extend the landing gear, using the hydraulic power pack to ensure
the landing gear is in the down-and-locked position before removing the airplane from the jacks.
CAUTION: Do not fully cycle the landing gear electrically until the gear is properly rigged. Use of the
emergency hand pump is recommended for initial rigging.

(3) Disconnect the push-pull links that operate the nose gear door from the strut by removing the nuts,
washers, and bolts that attach the rod ends to the strut.
NOTE: Use the emergency extension hand pump for all extensions and retractions during this
procedure.
(4) Retract the gear slightly to take the load off the drag brace and to unlock the actuator.
Page 202
Nov 1/09 32-30-13
(5) Remove the nut, washer, and bolt that attach the actuator clevis to the yoke on the drag brace
assembly (Ref. Figure 201).
NOTE: Verify continuity of the actuator switch by checking continuity between pins A and E then
H and K of connector P161.
(6) With the actuator fully extended and locked and the lower drag leg arm against the stop bolt,
loosen the jam nut on the actuator clevis and adjust the clevis so that the clevis hole aligns with the
hole in the yoke. The bolt should install freely in the yoke. Lengthen the clevis to the next keying
position and tighten the jam nut. Attach the actuator clevis to the yoke with the bolt, washer, and
nut.
(7) To eliminate any side load on the actuator, the alignment of the yoke assembly to the drag brace
assembly must be checked. Check for proper alignment as follows:
NOTE: The yoke is offset to facilitate alignment and may be installed with the short lug on either
side. If it is necessary to rotate the yoke for proper alignment, the yoke and clevis may be
rotated as an assembly by turning the actuator piston rod. Do not change the clevis
adjustment set in Step (6).
(a) Remove the cotter pin, nut, washer, bushings, and stop bolt that attach the yoke to the upper
drag leg.
(b) With the actuator fully extended, position the upper drag leg to install with the yoke. Measure
the space between the yoke and the upper drag leg on each side of the yoke.
(c) Retract the actuator to its fully retracted position. Manually push the nose gear to the
retracted position and locate the yoke assembly to install with the upper drag leg. Measure
the space between the yoke and the upper drag leg on each side of the yoke.
(d) Manually pull the drag brace to the extended position and extend the actuator. Install
AN960-616 and/or AN960-616L washers, as required, on each side of the yoke to obtain
proper alignment as determined in Steps (7) (b) and (7) (c). Install the stop bolt, bushing,
washer, and nut. A minimum of one AN960-616 or AN960-616L washer must be installed on
each side of the yoke.
(8) With the landing gear fully extended, apply moderate pressure to the drag brace assembly to
bottom out any end play in the actuator. Check for clearance between the lower drag leg and both
stops. If a clearance of 0.005 +0.005/-0.004 inch does not exist, loosen the clevis jam nut and
lengthen the clevis to the next keying position by rotating the actuator piston rod. Tighten the jam
nut and safety wire.
(9) With the landing gear fully retracted, measure the distance from the upper wheel well panel to the
O.D. of the nose gear axle. If this measurement is not 11.09 to 11.69 inches, adjust the actuator
stroke as outlined in Step (10) (Ref. Figure 202).
(10) The stroke length of the actuator (9.79 ± 0.12 inches) is preset by the supplier and should not
require adjustment. If the clearance measured in Step (9) is not within tolerance, remove the
actuator from the airplane and adjust the actuator stroke length as follows:
NOTE: To ensure proper alignment of the hydraulic plumbing to the shuttle valve located in the
end cap, the end cap must be rotated in 360° rotations only. If more than two complete
rotations are necessary to obtain the proper stroke, structural damage may be present
and the airplane structure must be inspected.
Page 203
32-30-13 Nov 1/09
(a) Remove the safety wire and loosen the end cap jam nut. Rotate the end cap one full turn at a
time until the proper adjustment is obtained. When the end cap is rotated out, the stroke
length is increased, and when rotated in, the stroke length is decreased. Each full turn of the
end cap will change the stroke length by 0.06 inch.
(b) After the stroke length is properly adjusted, tighten the jam nut and safety wire.
(c) Perform the LANDING GEAR HYDRAULIC SYSTEM FILLING AND BLEEDING procedure
(Ref. 32-30-00).
(11) Lubricate the landing gear and drag brace hinge points with the proper lubricant. Refer to NOSE
LANDING GEAR LUBRICATION procedure (Ref. Chapter 12-20-00).
necessary, adjust the downlock, up-position, and actuator downlock switches (Ref. 32-60-00).
(13) Connect the nose gear door to the strut. If necessary rig the door. Refer to NOSE GEAR DOOR
RIGGING procedure (Ref. 32-30-15).

Page 204
Nov 1/09 32-30-13
Figure 201
Nose Landing Gear Rigging
Page 205
32-30-13 Nov 1/09
Figure 202
Nose Landing Gear Clearance Check
Page 206
Nov 1/09 32-30-13
LANDING GEAR
NOSE LANDING GEAR ACTUATOR
32-30-14
200200
1. PROCEDURES
on jacks.
gear.
Page 201
32-30-14 Nov 1/13
A. Removal
NOTE: If additional working room is needed in the wheel well, Perform the NOSE LANDING
GEAR DRAG BRACE REMOVAL procedures (Ref. 32-20-00).
(4) Disconnect the actuator downlock switch receptacle plug located in the LH keel of the nose wheel
well.
(5) Working through the access panel just aft of the nose cone and above the actuator, remove the
two hydraulic hoses (14) from the actuator. Identify the hoses to facilitate installation. Disconnect
the hydraulic line (15) from the swivel fitting (10) in the actuator trunnion. Remove safety wire and
the swivel fitting from the actuator (Ref. Figure 201).
(6) Remove each actuator support bracket (1) as follows:
(a) Working inside the avionics/baggage compartments, remove the five bolts (2) attaching the
aft end of the bracket.
(b) Remove the row of five bolts (3) attaching the bracket to the actuator support (4) and support
plate (5).
(c) Remove the bolt (6) securing the forward end of the bracket and remove the bracket from the
airplane.
(7) Remove the three bolts attaching the actuator support bearing assemblies (7) to the actuator
supports and withdraw the bearing assemblies from the actuator trunnions. The shims (8) installed
between the bearing assemblies and the actuator supports should be retained in the positions
from which they were removed.
(8) Support the actuator and remove the four remaining bolts (9) securing the support plates (5) to the
actuator supports (4). The support plates and actuator will now be free to lower out of the wheel
well.
B. Installation
(1) Place one of the support plates (5) over each actuator trunnion. Position the actuator and support
plates between the actuator supports (4) and secure with the four bolts (9) (Ref. Figure 201).
(2) Install each actuator support bracket (1) as follows:
(a) Position the bracket and install the bolt (6) to secure the forward end of the bracket.
Page 202
Nov 1/13 32-30-14
(b) Install the row of five bolts (3) attaching the bracket to the actuator support (4) and support
plate (5).
(c) Working inside the avionics/baggage compartments, install the five bolts (2) attaching the aft
end of the bracket.
NOTE: Inspect the actuator support bearing assemblies (7) for corrosion or damage and
ensure free rotation.
(3) Install the shims (8) over the actuator trunnions in the positions from which they were removed.
Install the actuator support bearing assemblies (7) on the actuator trunnions and secure to the
actuator supports with the bolts.
(4) Manually push the landing gear to the retracted position and check that the actuator clevis is
centered with the nose landing gear assembly. If it is not centered, add or remove the shims (8)
between the actuator supports and the support bearing assemblies to correct the misalignment.
The allowable end play of the actuator with respect to the support bearing assemblies is 0.005 to
0.040 inch.
(5) Using a new packing (11), install the swivel fitting (10) in the actuator and safety wire. Connect the
hydraulic line (15) to the swivel fitting (10).
(6) Working through the access panel just aft of the nose cone and above the actuator, connect the
two hydraulic hoses (14) to the actuator. If the unions (12 and 16) between the actuator and hose
ends were removed or loosened, install new packings (13).
(7) Connect the actuator downlock switch wiring in the LH keel of the nose wheel well.
(8) Install the drag brace assembly (Ref. 32-20-00, DRAG BRACE INSTALLATION).
NOTE: If the shims between the actuator supports and the support bearing assemblies were
moved, if the actuator stroke length or rod end length has been changed, or if the actuator
being installed is not the one that was removed, rig the nose landing gear (Ref. 32-30-13,
NOSE LANDING GEAR RIGGING).
(9) Connect the actuator clevis to the yoke with the bolt, nut and washers.
engines are not running without supplying 18 psi of regulated dry air to pressurize the
power pack reservoir in place of the engine bleed air.
each cycle.
Page 203
32-30-14 Nov 1/13
(13) Cycle the landing gear with the power pack, and check for proper operation of the in-transit and
gear down lights. If necessary, adjust the downlock, up position, and actuator downlock switches
(Ref. 32-60-00).
(14) Before removing the airplane from the jacks, make sure the emergency extension hand pump
hinged retainer in place. Retract and extend the landing gear using the hydraulic power pack to
ensure the landing gear is in the down and locked position before removing the airplane from the
jacks.
C. Shuttle Valve Functional Test

This procedure may be performed with the actuator on the bench or installed in the airplane. If the
procedure is to be performed with the actuator on the bench, perform the NOSE LANDING GEAR
ACTUATOR REMOVAL procedure in this section then proceed to Step (5) of this procedure.

CAUTION: As the hydraulic hoses and hydraulic line are disconnected, plug or cap all openings
to prevent entry of foreign material into the hoses, line or actuator.
(4) Disconnect the hydraulic line (15) from the swivel fitting (10) (Ref. Figure 201).
(5) Working through the access panel just aft of the nose cone and above the actuator, tag the two
hydraulic hoses to facilitate installation (Ref. Chapter 6-50-00, FUSELAGE ACCESS PANELS).
Remove the two hydraulic hoses from the unions (12 and 16).
(6) Connect a hand pump and pressure gauge to the nose landing gear hydraulic actuator’s
secondary extend 1/4 inch port (17) (Ref. Chapter 91-00-00, SPECIAL TOOLS AND
EQUIPMENT).
(7) The hydraulic actuator’s primary extend 3/8 inch port (18) and retract 3/8 inch port (19) must be
open (Ref. Figure 201).
(8) Slowly increase pressure to the secondary extend 1/4 inch port (17) while observing the pressure
gauge. The shuttle valve will move to close the primary extend 3/8 inch port (18). The actuator rod
will extend.
(9) When the rod is fully extended, increase pressure to 650 psi.
(10) With 650 psi applied to the secondary 1/4 inch port (17), maximum leakage from the primary
extend port (18) shall not exceed 10 drops per minute (20 drops equal one milliliter).
(11) Slowly decrease pressure from the hand pump and disconnect it from the actuator.
Page 204
Nov 1/13 32-30-14
(12) If there is excessive shuttle valve leakage, the actuator must be overhauled or replaced.
(13) If the actuator has been removed from the airplane, perform the NOSE LANDING GEAR
ACTUATOR INSTALLATION procedure in this section and then proceed to Step (16).
(14) If the unions (12 and 16) were removed or loosened, install new packings (13) (Ref. Figure 201).
(15) If the swivel fitting (10) was removed or loosened, install a new packing (11).
(16) Connect the hydraulic hoses to the actuator with respect to identification tags.
(17) Safety wire the swivel fitting (10) to the actuator.
engines are not running without supplying 18 psi of regulated dry air to pressurize the
power pack reservoir in place of the engine bleed air.
(21) Cycle the landing gear with the power pack through at least 3 complete cycles and check for
proper operation of the in-transit and gear down lights. If necessary, adjust the down position, up
position, and actuator down position switches (Ref. 32-60-00).
Page 205
32-30-14 Nov 1/13
17
18
10
19 A
DETAIL B
10
15 13
12
11
16
1. ACTUATOR SUPPORT BRACKET
2. BOLT 2
3. BOLT
4. ACTUATOR SUPPORT 14
5. ACTUATOR SUPPORT PLATE
6. BOLT
7. ACTUATOR SUPPORT BEARING
ASSEMBLY
8. SHIM
9. BOLT 1
10. SWIVEL FITTING 8
11. PACKING 7
12. UNION
13. PACKING
B
14. HYDRAULIC HOSE
15. HYDRAULIC LINE
16. UNION RESTRICTOR 5
17. SECONDARY EXTEND 1/4 INCH PORT 6
18. PRIMARY EXTEND 3/8 INCH PORT
19. RETRACT 3/8 INCH PORT DETAIL A 9
3
9 UB32B
016401AB.AI
Figure 201
Nose Landing Gear Actuator Assembly
Page 206
Nov 1/13 32-30-14
D. Nose Landing Gear Actuator Ultrasonic Inspection

airplane on jacks.
landing gear.
This inspection procedure specifies the requirements and instructions for ultrasonic angle beam
inspection of the NLG actuator assembly P/N 112-380022-23 (or -3 or -15) for cracks propagating from
the inside radius of the end cap. Figure 202 shows an illustration of the actuator and the area of
inspection.
Page 207
32-30-14 Nov 1/13
INSPECTION ZONE 1 INSPECTION ZONE 2
1.3” R
1.0”
360 DEGREES COVERAGE
ZONE 1
ZONE 2
UC32B
110086AA.AI
Figure 202
Nose Landing Gear Actuator Assembly Inspection Area
Page 208
Nov 1/13 32-30-14
(1) Preparation
NOTE: Personnel shall be qualified and certified minimum level II in accordance with NAS 410.
Equipment: GE USN 60, Olympus Sonic 1200 ultrasonic instrument or equivalent

instrument with A-scan display.
The ultrasonic unit shall be capable of meeting performance characteristics
as described in ASTM E-317 and AMS-STD-2154 for Horizontal Limit and
Linearity; Vertical Limit and Linearity; Attenuator/Decade Switch accuracy:
Sensitivity and Noise; Resolution - Entry Surface and Back Surface.
45 degree (steel) 5 MHz angle beam search unit shall be used, Panametrics
P/N A5020 or equivalent, the search unit’s angle beam wedge or casing. If
transducer and angled wedge are built as one unit, it shall be no larger than
0.4 x 0.25 inch in the “X” and “Y” dimensions.
Couplant Exosen 20 Mfg. Krautkramer, Lewiston PA or equivalent.
Aluminum IIW block
Clean the surfaces to be inspected using a shop rag dampened with solvent (24, 30 or 54, Table 1,
Chapter 91-00-00). Ensure the inspection surface is free from grease, oil, sealer, loose or flaking
paint, or any other substance that would prohibit the coupling of the search unit to the part to be
inspected.
(2) Equipment Setup/Standardization
Periodically during the inspection and following the completion of all inspections, verify the
standardization by using the calibration standard to insure the instrument remains within
calibration limits. The time between standardization shall not exceed 20 minutes. If the original
calibration requirements are not met, all inspections performed since the last successful
calibration shall be re-inspected.
The following instrument settings are for a typical A-scan presentation ultrasonic instrument, and
are meant as a guide; however sensitivity requirements shall be met.
(a) Connect the probe to the cable and the cable to the instrument and turn the instrument on.
(b) Set the instrument to the initial settings of Table 201.
Page 209
32-30-14 Nov 1/13
Table 201
Initial Instrument Settings
Description Settings
Gain 40 dB (Decibels)
Range 1.25 inch
Delay 0 in/μs (inch/microseconds)
Velocity 0.1230 in/μs (inch/microseconds)
Pulse 50 ns (nanoseconds)
Damp 50Ω
Mode Single
Gate 1 Positive
Gate Position 0.475 inch
Gate Width 0.304 inch
Gate Amplitude 30% FSH (Full Screen Height)
Display Full Wave
Frequency 2 to 25 MHz BB (Broad Band)
Reject OFF
(c) Apply couplant. Couple the transducer to the IIW block and adjust the gain to achieve an
80% FSH signal from the 0.060 inch diameter Sensitivity Hole, then add 6 dB.
(d) Adjust the horizontal sweep to position the leading edge of the signal from the 0.060 inch
diameter hole at 8.0 on the horizontal baseline.
(e) Adjust the gate controls to position the gate at 30% FSH at 4.0 to 6.0 on the horizontal
baseline.
(3) Inspection Zone 1
NOTE: Inspection of Zone 1 is applicable to inspection as installed or uninstalled on the aircraft.
(a) Apply couplant. Couple the transducer to the center of the cap with the sound beam directed
at the edge of the actuator cap as shown in Figure 203.
Page 210
Nov 1/13 32-30-14
TRANSDUCER
UC32B
110087AA.AI
Figure 203
Transducer Scan
(b) Scan 360° of the circumference of the part in the area of interest shown in Figures 202 and
203 for Zone 1. Index no greater than 0.10 inch for 100% coverage of the inspection zone.
Use a typical “Z” scan path while angling the transducer to maximize any crack response
received between 5.0 to 6.0 on the horizontal baseline.
NOTE: A template (Ref. Figure 204) may be used to locate a reference line that will aid in
the inspection.
Page 211
32-30-14 Nov 1/13
FROM CENTER OF CAP OUTWARD

270 DEGREES
NON INSPECTION ZONE
A TEMPLATE WITH A 1.5” DIAMETER CIRCLE AS SHOWN BELOW MAY BE USED TO LOCATE A REFERENCE LINE ON THE
PART SURFACE TO REPRESENT THE APPROXIMATE LOCATION ON THE SURFACE OF THE CAP IN WHICH THE SOUND
BEAM’S EXIT POINT ON THE TRANSDUCER WOULD COINCIDE WITH THE DETECTION OF A CRACK AT THE INNER RADII.
0.60”
UC32B
1.5” DIA. 110088AA.AI
Figure 204
Scan Plan and Template
(c) Scan outward and maximize the reflected signal from the machined contour of the internal
surface of the cap, the signal will first appear at 7.5 and peak at approximately 6.5 on the
horizontal baseline (Ref. Figure 205). Scan outward towards the outer radius of the cap.
TRANSDUCER
CRACKS HAVE BEEN FOUND

IN THIS INTERNAL RADIUS.
UC32B
110173AA.AI
Figure 205
Outward Scan
Page 212
Nov 1/13 32-30-14
(d) As the transducer is scanned across the inspection zone toward the radius of the actuator
end cap, the reflected signal from a crack on the first leg of the “V” path will first appear at 6.5
on the horizontal baseline and peak at 5.5 on the horizontal baseline. For detection of a crack
at the inner radii, the sound beam’s exit point of the transducer will be approximately 0.60
inch to the edge of the cap. As the transducer is scanned toward the edge of the actuator cap
other reflections may be seen further out in time, these reflections are non-relevant, the area
of interest will be represented between 4.0 and 6.0 on the horizontal baseline. Reference
Figure 206.
RELEVANT INDICATION
GATE 30% FSH
NON-RELEVANT INDICATIONS
1 2 3 4 5 6 7 8 9 10
UC32B
110090AA.AI
Figure 206
Relevant Indication
NOTE: Some actuators may exhibit multiple non-relevant indications adjacent to the area of
interest on the horizontal baseline. Such non-relevant indications may appear at 7 to
10 on the horizontal baseline (Ref. Figure 207).
(e) Confirm instrument calibration at completion of inspection. If the original calibration

requirements are not met, all inspections performed since the last successful calibration shall
be re-inspected.
Page 213
32-30-14 Nov 1/13
GATE 30% FSH
1 2 3 4 5 6 7 8 9 10
UC32B
110091AA.AI
Figure 207
Non-relevant Indications
(4) Indication Evaluation/Criteria Zone 1
(a) Any indication between 5.0 to 6.0 on the horizontal baseline shall be re-scanned to
determine if the indication is false, caused by excessive couplant, hydraulic fluid within the
actuator, part geometry, surface condition, or a defect.
NOTE: Indications caused by droplets of hydraulic fluid on the inner surface will change
their location and amplitude on the horizontal baseline when the actuator is
manipulated or rotated.
(b) Any repeatable sustainable crack response of 30% FSH or greater within the area of interest
shall be rejected.
(5) Inspection Zone 2
NOTE: Inspection of Zone 2 is applicable to inspection performed on actuators not installed

on the aircraft.
(a) Apply couplant. Couple the transducer to the part with the sound beam directed at the edge
of the actuator cap as shown in Figure 208.
Page 214
Nov 1/13 32-30-14
TRANSDUCER
UC32B
110092AA.AI
Figure 208
Transducer Scan on Side of End Cap
(b) Mark a reference line around the circumference 1.0 inch back from the end of the cap
representing the inspection zone on the surface of the part.
(c) Mark a reference line around the circumference 0.60 inch back from the end of the cap on
the surface of the cap. This line represents the approximate location of the transducer sound
beam‘s exit point in relation to crack detection at the inner radii.
(d) Scan the outer circumference of the part in the area of interest shown in Figures 202 and
209. Index no greater than 0.10 inch for 100% coverage of the inspection zone. Use a typical
“Z” scan path while angling the transducer to maximize any crack response received
between 4.0 to 6.0 on the horizontal baseline.
NOTE: Scanning must be contained within the inspection zone. Scanning outside of the
inspection zone can lead to miss interpretation of indication as cracks due to normal
ID geometry.
Page 215
32-30-14 Nov 1/13
INSPECTION ZONE 2
TRANSDUCER
1.0"
SCANNING DIRECTION
SCAN PATH
SOUND BEAM DIRECTED AT THE END OF THE CAP
UC32B
110093AA.AI
Figure 209
Scan Plan
(e) As the transducer is scanned across the inspection zone toward the radius of the end cap of
the actuator a reflected signal from the “O” ring groove will appear at 5.5 and peak at 5.0 on
the horizontal baseline. As the transducer is moved further toward the end of the cap to
inspect the area of interest the reflected signal from a crack will immediately follow the “O”
ring signal appearing at 5.5 and peaking at 4.8 on the horizontal baseline. For detection of a
crack at the inner radii, the sound beam’s exit point of the transducer will be approximately
0.60 inch to the edge of the cap. As the transducer is scanned further toward the edge of the
actuator cap other reflections may be seen further out in time, these reflections are
non-relevant, the area of interest will be represented between 3.0 and 6.0 on the horizontal
baseline (Ref. Figure 210).
manipulated or rotated.
Page 216
Nov 1/13 32-30-14
RELEVANT INDICATION
GATE 30% FSH
1 2 3 4 5 6 7 8 9 10
UC32B
110094AA.AI
Figure 210
Relevant Indication on Horizontal Baseline
NOTE: Some actuators may exhibit multiple non-relevant indications adjacent to the area of
interest on the horizontal baseline. Such non-relevant indications may appear at 7 to
10 on the horizontal baseline (Ref. Figure 211).
GATE 30% FSH
THESE INDICATIONS MAY APPEAR

IMMEDIATELY BEFORE A RELEVANT
CRACK INDICATION WHEN SCANNING NON-RELEVANT INDICATIONS
TOWARD THE END OF THE ACTUATOR CAP.
1 2 3 4 5 6 7 8 9 10
GATE 30% FSH
NON-RELEVANT INDICATION
UC32B
1 2 3 4 5 6 7 8 9 10 110095AA.AI
Figure 211
Non-relevant Indication
Page 217
32-30-14 Nov 1/13
(f) Confirm instrument calibration at completion of inspection. If the original calibration

requirements are not met, all inspections performed since the last successful calibration shall
be re-inspected.
(6) Indication Evaluation/Criteria
(a) Any indication between 4.0 to 5.0 on the horizontal baseline shall be re-scanned to
determine if the indication is false, caused by excessive couplant, part geometry, surface
condition, or a defect.
manipulative or rotated.
(b) Any repeatable sustainable crack response of 30% FSH or greater within the area of interest
shall be rejected.
(7) Reporting
(a) Mark cracks and record in aircraft log book. Report location and size to BC Service
Engineering.
Page 218
Nov 1/13 32-30-14
LANDING GEAR
NOSE LANDING GEAR DOOR
32-30-15
200200
1. PROCEDURES
on jacks.
gear.
A. Rigging
The nose gear door is hinged at the front and connected to the nose gear brace with push-pull link
assembly. As the nose gear is retracted, the door is pulled closed and as the nose gear is extended, the
door is pushed open.
Page 201
32-30-15 Nov 1/09
Prior to rigging the nose landing gear door, the landing gear must be properly rigged (Ref. 32-30-13,
NOSE LANDING GEAR RIGGING). While rigging the door, use the emergency extension hand pump to
raise and lower the landing gear (Ref. 32-30-00, LANDING GEAR HAND PUMP CYCLING).

(3) Disconnect the two push-pull links from the nose landing gear brace.
(4) With the landing gear fully retracted, manually close the door and check that the door is centered
in the wheel well opening. If further adjustment is necessary, reposition the AN960-716 and/or
AN960-716L washers. A minimum of one washer is required on each side of the hinges
(Ref. Figure 201).
(5) With the landing gear still retracted, manually close the door and check that the contour of the door
matches that of the nose. Add or remove the laminated shims as necessary to correct any
mismatch between the door and nose.
(6) Extend the landing gear and connect the push-pull links to the nose landing gear brace. Install the
washers in the same positions as when removed. Slowly retract the landing gear and check for a
snug fit of the door when the landing gear is fully retracted. Adjust the length of the push-pull links
at the rod ends to get the door to close snugly.
(7) Lubricate the door hinges and the push-pull links with the proper lubricant (Ref. Chapter 12-20-00,
NOSE LANDING GEAR LUBRICATION).
the power pack reservoir.
each cycle.
(8) Cycle the landing gear several times with the power pack, checking each time that the door closes
snugly when the landing gear is retracted.

Page 202
Nov 1/09 32-30-15
Figure 201
Nose Landing Gear Door Rigging
Page 203
32-30-15 Nov 1/09
LANDING GEAR
HYDRAULIC LANDING GEAR SERVICE VALVE ASSEMBLY
32-30-16
200200
1. PROCEDURES
on jacks.
gear.
Page 201
32-30-16 Nov 1/09
A. Removal
(2) Remove the service valve access panel from the left center section of the wing (Ref. Figure 201).
(3) Disconnect the service valve electrical connector (15) from the airplane wiring harness
(Ref. Figure 202).
(4) Remove the four tube assemblies (4, 8, 10, and 11) from the service valve (1) and cap the lines.
(5) Cut the safety wire securing the two bolts (7) attaching the service valve assembly to the airplane
structure. Remove the bolts (7), washers (6), nuts (12), the service valve (1), the plate assembly
(5) and bracket assembly (14).
(6) If the service valve is to be replaced, remove check valve (9), two unions (3) and packings (2).
B. Installation
(1) If installing a new service valve, install the check valve (9) and two unions (3) with new
packings (2). The check valve is to be installed with the arrow pointing away from the service valve
(Ref. Figure 202).
(2) Place the service valve assembly (1), plate assembly (5) and bracket assembly (14) on the bracket
(13) and secure with two bolts (7), washers (6) and nuts (12).
(3) Remove the caps from the tube assemblies (4, 8, 10, and 11) and connect the tube assemblies to
the correct ports.
(4) Perform ACCUMULATOR SERVICING procedure (Ref. 32-30-01) to ensure that the accumulator
is charged to 800 ± 50 psi.
(6) Connect the service valve electrical connector (15) to the airplane wiring harness.
(7) Inspect all connectors for leaks.
(8) If necessary, push down the service valve plunger (17), close the plunger retainer and secure with
the turnlock (16).
(9) Safety wire the two mounting bolts (7).
the power pack reservoir.
each cycle.
Page 202
Nov 1/09 32-30-16
(10) Retract the landing gear using the power pack.
(11) Extend the landing gear using the hand pump.
(12) Install the service valve access panel on the left center section of the wing (Ref. Figure 201).
(13) Cycle the landing gear and ensure that all three landing gears are down and locked prior to
removing the airplane from jacks.

Page 203
32-30-16 Nov 1/09
Figure 201
Page 204
Nov 1/09 32-30-16
1. SERVICE VALVE 9. CHECK VALVE

2. PACKING 10. EMERGENCY EXTEND TUBE
3. UNION 11. RETRACT TUBE
4. HANDPUMP 12. NUT
PRESSURE 13. BRACKET
TUBE 14. SERVICE VALVE
5. PLATE ASSEMBLY BRACKET ASSEMBLY
6. WASHER 15. ELECTRICAL CONNECTOR
7. BOLT 16. TURN LOCK
8. RETURN TUBE 17. SERVICE VALVE PLUNGER
(PNEUMATIC)
12
6
A
16
15 17
1
4
14
3
2
13
5
12 6
6
7
2
11
9
8
2
3
6
10
DETAIL A
7
UC32B
024040AB.AI
Figure 202
Hydraulic Landing Gear Service Valve Installation
Page 205
32-30-16 Nov 1/09
LANDING GEAR
EMERGENCY EXTENSION HAND PUMP ASSEMBLY
32-30-17
200200
1. PROCEDURE
on jacks.
gear.
Page 201
32-30-17 Nov 1/13
A. Removal
(2) Remove the center aisle carpet forward of the main spar cover.
(3) Remove floorboard 4 adjacent to the emergency extension hand pump (Ref. Chapter 6-50-00).
(4) Remove the three screws (12) from the upper hydraulic fluid drain cover assembly (15) and loosen
the two screws on the side of the pump (Ref. Figure 201). Slide the cover up and out.
(5) Remove the cotter pin (3), washer (4), and pin (11) connecting the pivot arm (1) to the pump clevis
(8).
(6) Disconnect and cap the hand pump pressure tube assembly (5) and the hand pump suction tube
assembly (13) from the hand pump (10).
(7) Remove the two nuts (14) from the hand pump (10) and remove the hand pump (10), two washers
(4) and bolts (2).
(8) Remove the reducers (6) and packings (7) from the hand pump (10).
B. Installation
(1) Lubricate new packings with hydraulic fluid (39, Table 1, 91-00-00) and install the packings (7) on
the reducers (6) (Ref. Figure 201).
(2) Install the reducers (6) in the ports on the hand pump (10).
(3) Place the hand pump (10) on the airplane structure and secure with two bolts (2), washers (4), and
nuts (14). Ensure that the washers (4) are installed between the hand pump (10) and the structure.
(4) Connect the hand pump clevis (8) to the pump pivot arm (1) with the clevis pin (11), washer (4),
and
cotter pin (3).
(5) Connect the hand pump pressure tube assembly (5) and the hand pump suction tube assembly
(13) to the hand pump reducers (6).
(6) Operate the pump handle (16) to ensure there is no binding or misalignment in the connecting
linkage. Inspect the pump (10) and its plumbing for fluid leaks.
(7) Check the hand pump handle stow position by slowly lowering the handle (16) to the level of its
stow clip. A pressure release in the pump should be felt just before the handle reaches the stow
position. If pressure releases when the pump handle (16) is in any other position, adjust the
linkage as follows:
(a) Remove the cotter pin (3), washer (4), and clevis pin (11) connecting the clevis (8) to the
handle pivot arm (1).
(b) Loosen the jam nut (9) on the clevises.
Page 202
Nov 1/13 32-30-17
CAUTION: The length between the center lines of the attaching holes of each clevis must
not exceed 1.90 inches after adjustment.
(c) Lengthen or shorten the clevises as required by rotating clevis (8).
(d) Ensure that the tang of the key washer is in the key slot and tighten the jam nut (9).
(e) Connect the clevis (8) to the handle pivot arm (1) with the clevis pin (11), washer (4), and
cotter pin (3).
(8) Stow the handle under the clip.
(9) Ensure that the accumulator is charged to 800 ± 50 psi with bottled dry nitrogen. Refer to
LANDING GEAR ACCUMULATOR SERVICING procedure (Ref. 32-30-01).
(10) Replace any hydraulic fluid lost and bleed the system. Refer to BLEEDING THE EMERGENCY
EXTENSION HAND PUMP procedure below.
(11) Install the cover (15) and secure with three screws (12) and tighten the two screws on the side of
the pump.
(12) Install floorboard 4 (Ref. Chapter 6-50-00) and the center aisle carpet.
C. Bleeding
airplane on jacks.
When jacking the airplane in an unsheltered area where winds in excess of 35
kts will be encountered, never jack more than one gear at a time clear of the
ground.
Any time the landing gear is only partially retracted during maintenance,
always cycle the gear with the power pack through at least one complete cycle
before removing the airplane from the jacks.
For safety reasons, pull the 2-ampere control circuit breaker on the pilot's
inboard subpanel and place a note on the circuit breaker panel that LANDING
GEAR MAINTENANCE IS IN PROCESS during maintenance on the landing gear.
The landing gear control handle must never be moved from the
down-and-locked position while the airplane is on the ground.
It is recommended that the area be roped off during extension or retraction of
the landing gear.
Page 203
32-30-17 Nov 1/13
CAUTION: The landing gear must not be cycled with the power pack if low on fluid or if the
landing gear system is not properly rigged. Use the emergency extension hand pump,
TK229/939 hydraulic hand pump or TK229-1/939 air-driven hydraulic pump (Ref.
Chapter 91-00-00) to extend and retract the landing gear for maintenance and rigging.
Bleed trapped air from the emergency extension hand pump after the hand pump has been
replaced or when any of the hydraulic system lines are opened at the hand pump.
(1) Perform the THREE-POINT JACKING (PREFERRED PROCEDURE) procedure (Ref. Chapter
07-10-00). All tires must be clear of the floor.
(3) Remove the upper and lower wing panel assembly as shown in Figure 201, 32-30-00.
(4) Ensure the accumulator is charged to 800 ± 50 psi per LANDING GEAR HYDRAULIC
ACCUMULATOR SERVICING, 32-30-01.
NOTE: The regulated power supply should incorporate a shutoff valve to control the flow of
pressurized air to the power pack.
(5) Locate the cross-fitting forward of the power pack, remove the cap from the fitting, and connect a
regulated supply of 18 to 20 psi dry air to the fitting. Shut off the air supply.
(6) Pull the 2-ampere landing gear control circuit breaker.
(7) Loosen the hand pump pressure line at the hand pump port of the service valve.
(8) Unstow the handle of the emergency extension hand pump and pump the handle until fluid
appears at the fitting and all indications of trapped air are eliminated. Tighten the pressure line
fitting of the hand pump.
(9) Reset the landing gear control circuit breaker and restore the air supply.
CAUTION: To prevent serious damage to the pump, never operate the power pack without
supplying 18 to 20 psi of regulated dry air to the power pack reservoir during ground
operation of the power pack.
When cycling the landing gear with the power pack, allow a one-minute cooling period
between cycles and a five-minute cooling period every five cycles.
(10) Extend and retract the landing gear with the power pack through ten complete cycles. After every
third or fourth cycle, shut off the air supply and add fluid to the fill reservoir as required to replace
any fluid lost from the displacement of trapped air.
(11) Shut off the air supply. Disconnect the air supply from the cross fitting and replace the cap on the
fitting.
(12) Install the upper lower and lower wing panel assembly.
(13) Perform the LOWERING THE AIRPLANE AFTER THREE-POINT JACKING procedure (Ref
Chapter 07-10-00).
Page 204
Nov 1/13 32-30-17
1. PIVOT ARM
2. BOLT
3. COTTOR PIN
4. WASHER
5. HAND PUMP PRESSURE TUBE
6. REDUCER
7. PACKING
8. CLEVIS
9. JAM NUT
10. HAND PUMP
11. PIN
12. SCREW 3
13. HAND PUMP SUCTION TUBE
14. NUT
15. COVER
16. HANDLE
14 A
4
1
16
4 3
11
15
8
14 6 5
9
4 7
11
4
2
12 10
13
DETAIL A UC32B
024041AB.AI
Figure 201
Emergency Extension Hand Pump Installation
Page 205
32-30-17 Nov 1/13
LANDING GEAR
WHEELS AND BRAKES
32-40-00

00
1. GENERAL
the aircraft from jacks.
A. Main Gear Wheel Assemblies

Two 6.50 X 10 wheels are installed on each main landing gear (Ref. TIRES for size and type). Each
wheel consists of an inner and outer wheel half held together with seven bolts and nuts with one washer
under each bolt head and nut to prevent galling and stress concentration. A packing mounted in a
groove on the inner wheel half seals the wheel against air leakage when the wheel halves are joined
together. Seven keyway liners are riveted to each inboard wheel half and project into the disc drive slots
of the flange to protect the slots from being battered by the brake rotating disc tangs. The wheels rotate
on tapered roller bearings seated in bearing cups that are shrink-fitted into each wheel half. Grease
seals are installed over each wheel bearing. The wheel assemblies are retained on each axle with two
washers, a nut and a cotter pin.
B. Nose Gear Wheel Assembly

One 6.50 X 8 wheel is installed on the nose landing gear (Ref. TIRES for size and type). The wheel
consists of an inner and outer wheel half held together with eight bolts and nuts with one washer under
each bolt head and nut to prevent galling and stress concentration. A packing mounted in a groove on
the inner wheel half seals the wheel against air leakage when the wheel halves are joined together. The
wheel rotates on tapered roller bearings seated in bearing cups that are shrink-fitted into each wheel
half. Grease seals are installed over each wheel bearing. The wheel is retained on the axle with two
washers, a nut and a cotter pin.
C. Tires
The nose landing gear wheel is equipped with a 19.50 x 6.75-8, 10 ply rated, tube type or tubeless tire.
Each main landing gear wheel is equipped with a 22 x 6.75-10, 8 ply rated, tubeless rim inflated tire.
D. Brake Assembly
The airplane is equipped with four hydraulically operated brake assemblies (Ref. Figure 1). Each main
landing gear incorporates two multi-disc, metallic lined brake assemblies bolted together, one on each
side of the strut. The two are hydraulically interconnected by an inlet swivel fitting. Each brake assembly
contains two inlet ports; one port is plugged and the other port accepts the inlet fitting. The brake
assemblies are interchangeable by changing the locations of the inlet plug and fitting. A bleeder screw
is located adjacent to each inlet port.
Page 1
32-40-00 Nov 1/09
Each brake assembly contains two rotating discs, which are keyed to rotate with the wheel, a stationary
disc and a pressure plate and back plate which are attached to the brake housing. Braking action occurs
when hydraulic pressure is applied to the five small pistons in the brake housing, forcing the disc stack
together and creating friction between the rotating discs and the stationary components of the brake.
E. Hydraulic Brake System

The dual hydraulic brakes are operated by depressing the toe portion of either the pilot's or copilot's
rudder pedals. The depression of either set of pedals compresses the piston rod in the master cylinder
attached to each pedal. The hydraulic pressure resulting from the movement of the pistons in the
master cylinders is transmitted through flexible hoses and fixed aluminum tubing to the disc brake
assembly on each main landing gear wheel. Braking action occurs when hydraulic pressure at the brake
pistons forces the disc stack of each brake assembly together creating friction between the rotating
discs and the stationary components of the brake assembly. Hydraulic fluid is supplied to the master
cylinders from a reservoir accessible through the nose avionics compartment door.
F. Parking Brake Valves

Dual parking brake valves are plumbed in the lines between the master cylinders of the copilot's rudder
pedals and the wheel brakes. The two lever type valves are located just aft of the flight compartment
under the center aisle floorboard. A push-pull cable from the valve control levers runs to the pedestal,
terminating with a knob. After the brake pedals have been depressed to build up pressure in the brake
lines, both valves can be closed simultaneously by pulling out the parking brake knob on the pedestal.
This closes the valves to retain the pressure that was previously pumped into the brake lines. The
parking brake is released when the brake pedals are depressed briefly to equalize the pressure on both
sides of the valves and the parking brake knob is pushed in.
Page 2
Nov 1/09 32-40-00
Figure 1
Brake System
Page 3
32-40-00 Nov 1/09
LANDING GEAR
WHEELS AND BRAKES
TROUBLESHOOTING
100100
1. PROCEDURES
Table 101
Troubleshooting Brake System
1. Solid pedal and no brakes. a. Brake lining worn beyond a. Replace brake lining.
allowable limit.
2. Spongy brake. a. Air in system. a. Bleed the brake system.
3. Unable to hold pressure. a. Leak in brake system. a. Visually check entire system for
evidence of leaks.
b. Check master cylinder seals, replace if
scored.
4. Parking brake will not hold. a. Air in system. a. Bleed the brake system.
b. Parking brake valve fails to b. Replace parking brake valve.
operate properly.
c. Control cable out of c. Adjust cable.
adjustment.
5. Brakes grab. a. Stones or foreign matter a. Remove foreign matter from brake
locking brake disc. discs.
b. Warped or bent disc. b. Replace disc.
Page 101
32-40-00 Nov 1/09
LANDING GEAR
WHEELS AND BRAKES
200200
1. PROCEDURES
A. Tires
Inflate the nose gear tire to 60 psi and the main gear tires to 95 psi loaded or 91 psi if the airplane is on
jacks.
CAUTION: Tires that have picked up a fuel or oil film should be washed down as soon as possible with
a detergent solution to prevent contamination of the rubber.
Maintaining the proper tire inflation will help to avoid damage from landing shock and contact with sharp
stones and ruts, and will minimize tread wear. When inflating the tires, inspect them for cuts, cracks,
breaks and tread wear. The pressure of a serviceable tire that is fully inflated should not drop more than
4 percent over a 24 hour period.
NOTE: While Hawker Beechcraft Corporation cannot recommend the use of recapped tires, tires
retreaded by an FAA approved repair station with a specialized service limited rating for
TSO-C62c may be used.
B. Sealing Minor Leaks in Rim-Inflated Tubeless Tires

Tire sealer (74, Table 1, Chapter 91-00-00), is recommended as an effective means of controlling the
gradual loss of tire inflation pressure when the leakage rate does not exceed 5 percent over a 24 hour
period. A M400 injector, for applying the sealant, is available from Hawker Beechcraft Corporation
authorized outlets. Procedures for use of tire sealant are as follows:
(1) Perform the THREE-POINT JACKING procedure (Ref. Chapter 07-10-00). Reduce the tire
pressure to 35 psig or less.
CAUTION: Keep out of line with the injector handle and remove the injector from the valve stem
before releasing the handle.
(2) Inject the tire sealant into the tire using one of the following methods:
(a) If using the M400 injector and gallon container:
1 Screw the adapter (furnished with the injector) into the container.
2 Place the M400 ejector squarely on the adapter in a vertical position.
3 Prime the injector with several slow strokes of the handle.
Page 201
32-40-00 Nov 1/09
4 Pull the handle full back to fill the injector with tire sealant.
5 Place the tip of the injector squarely on the valve stem and inject the tire sealant by
pushing the handle completely in. The valve core does not need to be removed. One
injection will be sufficient for each tire.
(b) If using the pint container and the attached pump:
1 Install the pump on the pint container and tighten firmly.
2 Screw the adapter firmly onto the tire valve stem.
3 Operate the pump until two ounces, indicated on the container, has been pumped into
the tire.
4 Remove the adapter from the valve stem.
(3) Inflate the tire to the proper pressure, as specified under TIRES, to distribute the tire sealant within
the tire.
2. BRAKE SYSTEM BLEEDING

Brake system bleeding will be required whenever the system is opened at any point between the master
cylinder and the wheel brake assembly, whenever the brakes become spongy in service, or whenever the
parking brakes will no longer hold. In the latter instance, the system should be further checked for leakage.
Use only hydraulic fluid (39, Table 1, Chapter 91-00-00) in the brake system, and ensure that no dirt or
foreign matter is allowed to get into the brake system. Dirt can get under seals and cause leaks or clog the
compensating ports in the master cylinders and cause the brakes to lock.
Hawker Beechcraft Corporation recommends the use of pressure pot brake bleeding. If the pressure pot
bleeding method is not available, electric bleeding is recommended. Use the gravity method only if the other
two methods are not available. If the gravity system is used, pressure bleed the brakes at the earliest possible
time. Using any method, the parking brake lever and toe brake pedals must both be fully released to open the
compensating ports in the brake master cylinders.
If the brakes feel soft or spongy after the bleeding operation, air may be trapped in the cylinders. Remove the
brake and lay it on its side. Add brake fluid as needed through the bleed port and tap the brake lightly with a
rubber hammer to dislodge any air bubbles. When air bubbles no longer appear at the port, install the brake
and repeat the bleeding procedure.
A. Pressure Bleeding
Pressure bleeding is the most efficient method of bleeding the brake system. This procedure involves
attaching a pressure pot to the brake assembly bleeder ports and back bleeding the system to the fluid
reservoir. Procedures for utilizing the preferred pressure pot, the electric bleeder and the gravity bleed
method are outlined below.
B. Pressure Pot Bleeding Method

NOTE: The line hookup for pressure pot bleeding is the same as with the electric bleeder, except the
electric bleeder is replaced with a pressure pot (Ref. Figure 201).
Page 202
Nov 1/09 32-40-00
(1) Remove the sheet metal shield from around the brake fluid reservoir.
(2) Disconnect the pressure equalization line from the reservoir and attach an extension line
approximately three feet in length.
(3) Place the end of the extension line in a clean receptacle to collect the brake fluid overflow.
(4) Cut the safety wire and remove the screws from the bleeder ports of each brake assembly. Install
a bleeder hose adapter into each brake bleeder port. Fabricate a bleeder hose assembly for each
set of brakes; connect the bleeder hose assemblies between the bleeder hose adapters and the
pressure lines of the pressure pot (Ref. Figure 201).
(5) Apply a constant pressure of approximately 15 pounds to the pressure pot. Open the pressure pot
control valve.
(6) Bleed the system until the draining fluid is free of air bubbles.
(7) Close the pressure pot valve. Remove the bleeder hose adapters and hose assemblies from each
landing gear. Install the screws into the bleeder ports of each brake assembly and safety wire.
(8) Remove the extension line from the pressure equalization port on the reservoir.
(9) Connect the pressure equalization line to the reservoir.
(10) Install the shield around the brake fluid reservoir.
(11) Remove the cap from the hydraulic fluid reservoir and add hydraulic fluid (39, Table 1, Chapter
91-00-00) as required to obtain a full reading.
(12) Check the operation of the brakes. There should be no soft or spongy feeling at the brake pedals
and the pedal pressure should be equal on both brakes.
C. Electric Bleeder Method

(2) Disconnect the pressure equalization line from the reservoir and attach the electric bleeder fluid
return line to the reservoir (Ref. Figure 201).
set of brakes; connect the bleeder hose assemblies between the bleeder hose adapters and the
pressure lines of the electric pressure bleeder.
(4) Activate the bleeder and set the relief valve to approximately 15 pounds; this may be ascertained
by observing the pressure gage prior to opening the electric bleeder control valve.
(5) Open the electric bleeder control valve and observe the returning fluid through the inline sight
glass. Pumping the pilot's and copilot's pedals during the bleeding process may help to dislodge
any air bubbles trapped in the master cylinders.
(6) When the returning fluid shows no further evidence of air bubbles, close the electric bleeder
control valve.
Page 203
32-40-00 Nov 1/09
(7) Disconnect the fluid infusion lines from the bleeder hose assemblies and remove the bleeder hose
assemblies and adapters from the brake assemblies. Install the screws into the bleeder ports of
each brake assembly and safety wire.
(8) Disconnect the fluid return line from the brake fluid reservoir and reconnect the pressure
equalization line.
(9) Install the shield around the brake fluid reservoir.
(10) Check the brake reservoir fluid level and add hydraulic fluid (39, Table 1, Chapter 91-00-00) as
required to obtain a full reading.
(11) Check the operation of the brakes. When the brake pedals are pressed there should be no spongy
feeling and the pedal pressure should be equal on both brakes.
Page 204
Nov 1/09 32-40-00
Figure 201
Pressure Bleeding the Brake System
Page 205
32-40-00 Nov 1/09
Page 206
Nov 1/09 32-40-00
D. Gravity Bleeding Method

This method of bleeding is done from the master cylinder down to the brake assembly. The brake fluid
reservoir must be kept full during the bleeding operation. Since the pilot's and copilot's master cylinders
are plumbed in series, the entire system may be bled by operating the pilot's brake pedals in the
following manner:
(1) Cut the safety wire and open the bleeder port screws of both brake assemblies on one landing
gear.
(2) Press the pilot's corresponding brake pedal slowly and smoothly to eliminate air trapped in the
system.
(3) Hold the brake pedal in the pressed position and close the bleeder port screws at the brake
assemblies.
(4) Release the brake pedal.
(5) Repeat Steps (1), (2), (3) and (4) until no more air bubbles appear in the drained fluid.
(6) Open the bleeder port screws of both brake assemblies on the other landing gear and repeat
Steps (1), (2), (3) and (4), pressing the other brake pedal until no more air bubbles appear in the
drained fluid.
(7) Tighten the bleeder port screws at all four brake assemblies and safety wire.
(8) Check the brake reservoir fluid level and add hydraulic fluid (39, Table 1, Chapter 91-00-00) as
required to obtain a full reading.
(9) Check the brakes for proper operation. When the brake pedals are pressed there should be no
spongy feeling and the pedal pressure should be equal for both brakes.
A. Removal
(1) Bleed the hydraulic fluid from the brake system.
(2) Remove the floorboards from around the master cylinder.
(3) Disconnect and plug the brake lines at the cylinder.
(4) Remove the master cylinder attaching clevis pins, washers, and cotter pins at the upper and lower
end of the master cylinder. Remove the cylinder.
B. Installation
(1) Place the brake master cylinder in position on the rudder pedal and install the attaching clevis
pins, washers and cotter pins.
(2) Connect the brake lines to the master cylinder.
(3) Install the floorboards.
(4) Perform the BRAKE SYSTEM BLEEDING procedure in this section.
Page 207
32-40-00 Nov 1/09
4. PARKING BRAKE VALVE
A. Removal
(1) Bleed the hydraulic fluid from the brake system.
(2) Remove the first center aisle floorboard panel aft of the flight compartment.
(3) Remove cover (1) from bowl assembly (2) (Ref. Figure 202).
(4) Remove two screws (4) connecting control cable (5) to link (6).
(5) Remove the bolts securing phenolic blocks (7) to bracket (8).
(6) Disconnect the hydraulic lines from the valves.
(7) Remove the bolts securing the valves to bracket (9).
(8) Remove the valves and bracket (8) from the airplane.
(9) Cut the safety wire and remove screws (10) attaching the valve control levers to link (6).
B. Installation
(1) If elbows (11) or unions (12) were removed from the valves, install them using new rings (13) and
packings (14) (Ref. Figures 202 and 203).
(2) Connect valve control levers to link (6) with screws (10) and safety wire.
(3) Position the valves and bracket (8) in the airplane and install the bolts securing them to
bracket (9).
(4) Attach the phenolic blocks (7) and control cable (5) to bracket (8).
(5) Insert the end of the control cable into link (6) and secure with screws (4).
(6) Connect hydraulic lines to the valves.
(7) Perform the BRAKE SYSTEM BLEEDING procedure in this section.
(8) Adjust the parking brake control cable. Refer to PARKING BRAKE CONTROL CABLE
ADJUSTMENT.
(9) Install cover (1) on bowl assembly (2).
(10) Install center aisle floorboard.
Page 208
Nov 1/09 32-40-00
Figure 202
Parking Brake Valves
Page 209
32-40-00 Nov 1/09
FITTING COAT THE RING, PACKING, AND THE MALE THREADS OF

THE FITTING WITH MIL-H-5606 HYDRAULIC FLUID AND
ASSEMBLE AS SHOWN. WORK THE RING INTO THE
NUT COUNTERBORE OF THE NUT AND TURN THE NUT
DOWN UNTIL THE PACKING IS PUSHED FIRMLY AGAINST
THE LOWER THREADED PORTION OF THE FITTING.
RING
PACKING
STEP 1
INSTALL THE FITTING, TURNING THE NUT WITH THE

FITTING FITTING, UNTIL THE PACKING CONTACTS THE SURFACE
WITH THE FITTING IN THIS POSITION. PUT A WRENCH
ON THE NUT TO PREVENT IT FROM TURNING, AND
NUT TURN THE FITTING IN 1 1/2 TURNS. POSITION THE
FITTING BY TURNING IT IN NOT MORE THAN ONE
ADDITIONAL TURN.
RING
PACKING
STEP 2
FITTING WHILE HOLDING THE FITTING TO PREVENT MOVEMENT,

TURN THE NUT DOWN AGAINST THE SURFACE.
SLIGHT EXTRUSION OF THE RING IS PERMISSIBLE.
NUT
RING
PACKING
STEP 3
UC32B
062159AA.AI
Figure 203
Page 210
Nov 1/09 32-40-00
5. NOSE WHEEL
A. Removal
(1) Perform the NOSE JACKING procedure (Ref. Chapter 07-10-00). Install strut limiters
(Ref. SPECIAL TOOLS, Chapter 91-00-00) to reduce strut extension.
(2) Remove cotter pin (1), axle nut (2), and washers (3) and (4) (Ref. Figure 204).
CAUTION: Use care when removing all internal and external nose wheel components to avoid
damaging the axle surface and/or nicking the axle threads.
(3) Remove outer grease seal (5) and bearing cone (6) and remove the wheel and tire from axle.
(4) Remove the inner bearing cone (7) and grease seal (8) from the axle.
B. Installation
WARNING: The following procedures for wheel and bearing installation must be followed
exactly. Failure to do so could result in the loss of wheels and/or property damage.
CAUTION: Do not mix greases of different types or manufacturers. If the grease is changed, make
certain that all the affected components are thoroughly cleaned before relubrication.
NOTE: Wheel bearing lubricants authorized for the Model 1900/1900C Airliner are listed in Table 1
under “Wheel Bearing Grease” (87, Table 1, Chapter 91-00-00).
(1) Pack grease (87, Table 1, Chapter 91-00-00) into bearing cones (6 and 7) and apply grease on
ends of the rollers. Do not over lubricate. Spread a thin coat of bearing grease on surface of the
bearing cups (9) (Ref. Figure 204).
(2) Check the axle and nut for burrs or rough threads.
(3) Carefully place inner grease seal (8) on the axle against axle shoulder with the lips of the seal
facing the bearing. Place inner bearing cone (7) on axle against the seal, place the wheel and tire
on the axle, and seat the bearing cone in the cup. Install outer bearing cone (6) on the axle and
seat the cone in the outer bearing cup.
(4) Install the outer grease seal (5) on the axle with the lips of seal facing the bearing.
NOTE: To ensure cotter key (1) is held securely (not loosely) a maximum of two washers (4) may
be used.
(5) Apply a light coat of grease to threads of the axle and the nut and install the axle nut (2) and
washers (3) and (4) on the axle. Use the same grease as used on wheel bearings.
(6) Tighten axle nut 250 to 300 inch-pounds torque while rotating wheel to ensure proper seating of
the bearings.
(7) Back off axle nut to zero torque, then torque nut 125 to 145 inch-pounds while rotating wheel.
Check to see that there is no side motion of the wheel.
(8) Install cotter pin (1). If holes do not align, tighten nut to the next available keying position.
Page 211
32-40-00 Nov 1/09
(9) Perform the LOWERING THE AIRPLANE AFTER NOSE JACKING procedure
Figure 204
Nose Wheel
6. MAIN WHEEL AND BRAKE
A. Removal
(1) Perform the THREE-POINT JACKING (PREFERRED PROCEDURE) procedure or
SINGLE-POINT JACKING (FOR WHEEL, TIRE AND BRAKE MAINTENANCE ONLY) procedures
(Ref. Chapter 07-10-00). Install strut limiters reduce strut extension (Ref. SPECIAL TOOLS,
Chapter 91-00-00).
(2) Remove screws securing hubcap (1) or (17) to the wheel and remove hubcap (Ref. Figure 205).
(3) Remove the wheel retaining nut (3 or 21), washer (5) and key washer (4 or 22) as follows
(Ref. Figure 205):
(a) On airplanes with antiskid brakes installed, cut the safety wire and loosen the lock screws
(18) and remove the lock ring (20) from the axle. Remove the wheel retaining nut (21) and
key washer (22).
(b) On airplanes without antiskid brakes installed, remove the cotter pin (2) securing the wheel
retaining nut (3). Remove the wheel retaining nut (3) and key washer (4).
Page 212
Nov 1/09 32-40-00
CAUTION: Use care when removing all internal and external wheel components to avoid
(4) Disconnect brake hydraulic line (11) from inlet swivel fitting (12) and cap line and fitting.
NOTE: On airplanes with brake deice installed, remove the brake assemblies and deice manifold
(Ref. 32-42-00).
(5) Remove bolts (16), washers, and nuts securing the two brake assemblies to one another.
(6) Remove both brake assemblies from the strut, being careful not to drop or damage inlet swivel
fitting (12).
B. Installation
WARNING: The following wheel and wheel bearing installation procedures must be followed
exactly. Failure to do so could result in wheel loss and/or property damage.
CAUTION: DO NOT MIX greases of different types or manufacturers. If the grease is changed, make
certain that all the affected components are thoroughly cleaned before lubrication.
NOTE: On airplanes with brake deice installed, install the brake assemblies and deice manifold then
proceed with Step (7) (Ref. 32-42-00).
Wheel bearing lubricants authorized for the Model 1900/1900C Airliner are listed in Table 1
under “Wheel Bearing Grease” (87, Table 1, Chapter 91-00-00).
(1) Position the inboard brake assembly on the shock strut. Apply a thin coat of grease to the inside
diameter of the brake housing and on the axle at assembly.
(2) Lubricate packings (13) with hydraulic fluid (39, Table 1, Chapter 91-00-00), and install the
packings in the grooves in the inlet swivel fitting (12). Lightly lubricate the surfaces next to the
grooves (Ref. Figure 205).
(3) Install the inlet swivel fitting on inlet adapter (14) of the inboard brake assembly, being careful not
to displace or damage packing (13).
(4) Position the outboard brake assembly on the shock strut. Apply a thin coat of grease (same as that
used on the wheel bearings) to inside diameter of the brake housing and on the axle at assembly.
Carefully mate inlet adapter (14) on the outboard brake with inlet swivel fitting (12), being careful
not to displace or damage packing (13).
(5) Ascertain that both brake assemblies are correctly seated on the strut and axle and that the inlet
swivel fitting (12) swivels freely.
(6) Secure the brake assemblies together with attaching bolts (16), washers, and nuts; install one
washer under each bolt head and one washer under each nut. At the time of installation lubricate
the bolt and nut threads and the bearing surfaces of the bolts, washers, and nuts with antiseize
thread compound (76, Table 1, Chapter 91-00-00). Torque the self-locking nuts to 120
inch-pounds.
(7) Connect the hydraulic brake fluid line (11) to the inlet swivel fitting (12).
(8) Pack grease into bearing cones (7) and (9) and smear grease on the ends of the rollers. Do not
over lubricate. Spread a thin coat of bearing grease on the surface of the bearing cups (8) and the
lips of the grease seals (6) and (10).
Page 213
32-40-00 Nov 1/09
(10) Apply grease to the axle threads and all bearing surfaces of the washers (4) and (5) or (22) and
nut (3) or (21).
(11) Install inner grease seal (10) and bearing cone (9) on the axle. The lips of the grease seal must be
toward the wheel.
(12) Place wheel and tire on the axle and install outer bearing cone (7) and grease seal (6).
CAUTION: Make sure that the grease seals are properly seated in the wheel against the bearing
cups and that the seals are not damaged.
Visually inspect that the main landing gear brake rotor tangs for both disks are
positioned in the main wheel assembly slots.
(13) Install washers (4) and (5), or washer (22), on the axle. Place the axle nut (3) or (21) on the axle.
While normally rotating the wheel, torque the axle nut 225 inch-pounds.
(14) Back off the axle nut to 0 to 25 inch-pounds. While normally rotating the wheel retorque to 110
inch-pounds.
(15) Secure the wheel retaining nut as follows (Ref. Figure 205):
(a) On airplanes without antiskid brakes installed, install a new cotter pin (2) through the axle
and nut. If necessary to install the cotter pin, tighten the nut to the next castellation, but do
not exceed 160 inch-pounds of torque or 30° of arc. Additional 101-810207-5 washers may
be used as required to allow alignment of the nut slot and the cotter pin hole. After the cotter
pin is installed, bend the cotter pin along the curve of the axle to prevent contact between the
cotter pin and the hubcap.
(b) On airplanes with antiskid brakes installed, place the lock ring (20) against the nut (21). Align
the holes in the lock ring (20) and axle. If the holes do not align, tighten the nut to allow
installation of the lock ring. Use thin washers as required so as not to exceed 160
inch-pounds of torque or 30° of arc on the nut. Additional 101-810207-5 washers may be
used as required to allow alignment of the lock ring screws and the lock ring screw holes.
Tighten the screws (18) in the lock ring (20) and safety wire.
(16) Secure hubcap (1) or (17) to the wheel with the attaching screws.
(17) Repeat Steps (8) thru (16) to install the opposite wheel and tire.
(18) Perform the BRAKE SYSTEM BLEEDING in this section. Bleed antiskid brakes (Ref. 32-41-00).
(19) Perform LOWERING THE AIRPLANE AFTER THREE-POINT JACKING or LOWERING THE
AIRPLANE AFTER SINGLE-POINT JACKING procedures (Ref. Chapter 07-10-00).
Page 214
Nov 1/09 32-40-00
7. MAIN WHEEL
A. Removal (Using a Ramp)

WARNING: This procedure is an alternate method for removing the main landing gear wheel.
Instead of placing the airplane on jacks, a ramp may be used. It may only be used for
removal and installation of a main landing gear wheel, and no other maintenance
may be performed on the airplane while the airplane is on the ramp.
(1) Install nose and main landing gear downlocks (Ref. SPECIAL TOOLS, Chapter 91-00-00).
(2) Place airplane on the ramp as follows (Ref. SPECIAL TOOLS, Chapter 91-00-00):
(a) Position ramp directly in front of wheel adjacent to the wheel being removed.
WARNING: Due to the weight of the airplane being supported on one wheel, the
supporting wheel must be centered on the ramp to avoid any
unanticipated movements of the airplane that may cause damage to the
airplane and/or injury to personnel.
(b) Carefully tow airplane forward and allow desired wheel to roll onto the ramp. Refer to
Chapter 09-10-00 for towing instructions.
NOTE: The ramp may move while attempting to roll airplane onto the ramp. A sandbag may
be used to chock ramp or attach a rubber mat to bottom of the ramp using best shop
practice.
(3) Set parking brake (Ref. Chapter 10-10-00).
(4) Chock the opposite side main landing gear wheels and nose landing gear wheel.
NOTE: In ice or snow conditions, ice-grip wheel chocks are preferred. Sandbags may be used if
ice-grip chocks are not available, or if the airplane is parked on a steel mat.
(5) Remove the screws securing hubcap (1) or (17) to the wheel and remove hubcap
(Ref. Figure 205).
(6) Remove cotter pin (2); on airplanes with antiskid brakes, cut the safety wire and back off screws
(18) far enough to allow lock ring (20) to be removed from nut (21). Remove nut (3) or (21), and
washers (4) and (5) or (22) securing each wheel and tire to the axle. When removing the wheels
and tires from the axle, be careful not to drop or damage grease seals and bearing cones.
B. Installation (Using a Ramp)

CAUTION: This procedure can only be used when the MAIN WHEEL REMOVAL (USING A RAMP)
procedure has been performed.
(1) Pack grease into bearing cones (7) and (9) and smear grease on ends of the rollers. Do not over
lubricate. Spread a thin coat of bearing grease on the surface of the bearing cups (8) and lips of
grease seals (6) and (10) (Ref. Figure 205).
CAUTION: DO NOT MIX greases of different types or manufacturers. If grease is changed, make
certain that all affected components are thoroughly cleaned before lubrication.
Page 215
32-40-00 Nov 1/09
(3) Apply grease to the axle threads and all bearing surfaces of washers (4) and (5) or (22) and nut (3)
or (21).
(4) Install inner grease seal (10) and bearing cone (9) on the axle. The lips of the grease seal must be
toward the wheel.
(5) Place wheel and tire on the axle and install outer bearing cone (7) and grease seal (6).
CAUTION: Make sure that the grease seals are properly seated in the wheel against bearing
cups and that the seals are not damaged.
Visually inspect that the main landing gear brake rotor tangs for both disks are
positioned in the main wheel assembly slots.
(6) Install washers (4) and (5), or washer (22), on the axle. Place axle nut (3) or (21) on the axle.
While normally rotating the wheel, torque the axle nut to 225 inch-pounds.
(7) Back off axle nut 0 to 25 inch-pounds and retorque to 110 inch-pounds while manually rotating
wheel.
(8) Secure the wheel retaining nut as follows (Ref. Figure 205):
(a) On airplanes without antiskid brakes installed, install a new cotter pin (2) through the axle
and nut. If necessary to install the cotter pin, tighten the nut to the next castellation, but do
not exceed 160 inch-pounds of torque or 30° of arc. Additional 101-810207-5 washers may
be used as required to allow alignment of the nut slot and the cotter pin hole. After the cotter
pin is installed, bend the cotter pin along the curve of the axle to prevent contact between the
cotter pin and the hubcap.
(b) On airplanes with antiskid brakes installed, place the lock ring (20) against the nut (21). Align
the holes in the lock ring (20) and axle. If the holes do not align, tighten the nut to allow
installation of the lock ring. Use thin washers as required so as not to exceed 160
inch-pounds of torque or 30° of arc on the nut. Additional 101-810207-5 washers may be
used as required to allow alignment of the lock ring screws and the lock ring screw holes.
Tighten the screws (18) in the lock ring (20) and safety wire.
(9) Secure hubcap (1) or (17) to the wheel with the attaching screws.
(10) Remove all chocks from the wheels.
(11) Release the parking brake (Ref. Chapter 10-10-00).
(12) Carefully tow the airplane off the ramp. Refer to Chapter 09-10-00 for towing instructions.
(13) Remove the nose and main landing gear downlocks.
Page 216
Nov 1/09 32-40-00
A
11 22 18
19
15 20
12
13
14 21 17
15
19
18
DETAIL B
AIRPLANES WITH ANTISKID BRAKES
1. HUBCAP 10
2. COTTER PIN 9
3. NUT
4. KEY WASHER
5. WASHER
6. OUTER GREASE SEAL 16
7. OUTER BEARING CONE
8. BEARING CUP 8
9. INNER BEARING CONE 7
10. INNER GREASE SEAL
11. BRAKE HYDRAULIC LINE
DETAIL A 2
12. INLET SWIVEL FITTING
13. PACKING 3 1
14. INLET ADAPTER
15. PACKING
16. BOLT
17. HUBCAP
18. SCREW 5 4
19. WASHER 6
20. LOCK RING
21. NUT
22. KEY WASHER
B
UC32B
062147AA.AI
Figure 205
Main Wheels and Brakes
Page 217
32-40-00 Nov 1/09
8. BRAKE MASTER CYLINDER LINKAGE
A. Adjustment
(1) Loosen the locknut on the piston shaft.
(2) Remove clevis pin, washer, and cotter pin attaching the master cylinder clevis to the rudder pedal.
Slide clevis free of the lug on the rudder pedal.
(3) The length of the cylinder piston can be adjusted by turning clevis on or off the piston shaft. Adjust
clevis so that the distance between the centerline of clevis hole and the centerline of master
cylinder bottom attach hole is 9 inches. The length of the shaft should be adjusted so that the
piston does not bottom when the brake is applied.
(4) Move master cylinder clevis into position to mate with the lug on the rudder pedal and install clevis
pin, washer, and cotter pin.
(5) Tighten clevis locknut.
(6) Check upper and lower attachment points of the master cylinder for possible interference with
attachment lugs on the rudder pedal.
9. PARKING BRAKE CONTROL CABLE
A. Adjustment
NOTE: Overhaul of the parking brake valves is not recommended. If leakage is encountered, replace
the valve.
To ensure proper operation of the parking brake valves, it is important that full travel of the valves be
maintained. Adjust the control cable as follows:
(1) Remove first center aisle floorboard panel aft of the flight compartment.
(2) Remove cover from the bowl assembly (Ref. Figure 206).
(3) Loosen bolts securing the phenolic blocks to the bracket and position outer housing of the cable in
the blocks until pushing in on the control knob fully opens the valves. Tighten bolts.
(4) Pull control knob out and check that the valves close fully.
(5) If necessary, loosen bolts and reposition the outer housing of the cable in the blocks until the
valves open and close fully.
(6) Install the cover on the bowl assembly.
(7) Install the center aisle floorboard.
Page 218
Nov 1/09 32-40-00
Figure 206
Parking Brake and Control Cable Adjustment
10. BRAKE
A. Wear Limits
To check the total disc wear, measure the distance between the back of the pressure plate and the
brake housing with normal brake pressure applied from the master cylinder (Ref. Figure 207).
Replace the brake assembly when it has reached the maximum wear limit. To determine the remaining
flight cycle for a brake assembly (Ref. Table 201).
Table 201
Brake Wear Measurement vs. Remaining Flight Cycles
P/N 5006749-4 P/N 5006749-5
WEAR MEASUREMENT WEAR MEASUREMENT REMAINING FLIGHT CYCLES
0.340 0.400 0
0.339 0.399 4
0.338 0.398 8
0.337 0.397 12
0.336 0.396 16
0.335 0.395 20
0.334 0.394 24
Page 219
32-40-00 Nov 1/09
Table 201
Brake Wear Measurement vs. Remaining Flight Cycles (Continued)
P/N 5006749-4 P/N 5006749-5
WEAR MEASUREMENT WEAR MEASUREMENT REMAINING FLIGHT CYCLES
0.333 0.393 28
0.332 0.392 32
0.331 0.391 36
0.330 0.390 40
0.329 0.389 44
0.328 0.388 48
0.327 0.387 52
0.326 0.386 56
0.325 0.385 60
0.324 0.384 64
0.323 0.383 68
0.322 0.382 72
0.321 0.381 76
0.320 0.380 80
NOTE: Table 201 is based on average wear rates. Wear rates may vary between operators and
brakes depending on operating conditions. This Table should only be used as a guide. Brakes
must be removed from service at full wear.
A flight cycle is defined as: Engine start-up and increase to full or partial power (as required during a
normal flight), one landing gear retraction and extension and a complete shutdown.
B. Fluid Reservoir Pressure Equalization Filter Cleaning

The brake fluid reservoir is plumbed so that cabin air is directed into the top of the reservoir through the
pressure equalization line. A filter is located in the pressure equalization line just forward of the forward
pressure bulkhead. This filter is to be removed and cleaned as follows:
(1) Disconnect the line to the top of the reservoir from the filter, and remove the filter from the tee at
the forward pressure bulkhead.
(2) Clean the filter with cleaning solvent (2, Table 1, Chapter 91-00-00), and blow dry with
compressed air.
(3) Install the filter on the tee, and connect the line from the reservoir to the filter.
Page 220
Nov 1/09 32-40-00
C. Fluid Reservoir Pressure Equalization Orifice Cleaning

Cabin air contaminants (fuzz, lint, nicotine, tar, etc.) can find their way into the orifice installed in the
pressure equalization line and eventually reduce the orifice so that excessive air is diverted into the
brake fluid reservoir, causing excessive pressure to be applied to the master cylinders. Clean the orifice
as follows:
(1) Disconnect the line from the brake fluid reservoir to the pressure equalization line filter and remove
the filter.
(2) Where the filter was removed, inject a small amount of cleaning solvent (2, Table 1, Chapter
91-00-00) into that line with low air pressure. Check the solvent flowing from the bottom drain for
cleanliness. Repeat as necessary until clean solvent flows from the bottom drain.
(3) After clean solvent flows from the bottom drain, blow out the line thoroughly with low air pressure.
(4) Install the filter. Connect the line from the brake fluid reservoir to the filter.
Figure 207
Brake Wear Limits
Page 221
32-40-00 Nov 1/09
LANDING GEAR
ANTISKID BRAKES
32-41-00

00
1. GENERAL
In addition to the components of the standard brake system, the antiskid system incorporates a number of
electrical and hydraulic components: an antiskid box assembly mounted in the nose gear wheel well contains
a pump and motor assembly, filter, check valve, power brake valve, and high and low pressure switches
(Ref. Figure 1). Additional equipment includes a control switch mounted on the pedestal, a pump motor relay
and two-position three-way solenoid valve mounted above the antiskid box assembly, an accumulator
mounted in the nose wheel well, a skid control unit mounted under the copilot's floorboard and wheel speed
transducers mounted in each main gear axle.
The antiskid control circuit is protected by a 5-ampere circuit breaker located on the RH circuit breaker panel.
The control switch, placarded ANTISKID-OFF, energizes the motor relay and the two-position solenoid valve
when it is placed in the ANTISKID position. Power for the pump motor is supplied through the motor relay and
the 20-ampere limiter located in the LH nacelle electrical distribution panel. The motor relay is grounded
through the high pressure switch and the nose gear downlock switch. The actuation points of the high
pressure switch are set to maintain the system pressure between 950 to 1375 psi. Fluid under pressure from
the pump is directed through the solenoid valve to the pressure inlet port of the power brake valve. An
accumulator (precharged to 600 ±100 psi) plumbed in the line from the pump to the power brake valve aids in
maintaining the system pressure. Any time the system pressure drops below 615 to 685 psi, the low pressure
switch will ground a relay located under the second floorboard panel forward of the main spar, energizing the
time delay relay under the first floorboard panel aft of the main spar, which will illuminate a yellow ANTISKID
FAIL annunciator in the CAUTION/ADVISORY panel. A maintenance switch mounted on the brake fluid
reservoir provides power to open the two-position solenoid valve when the reservoir cap is removed.
The dual hydraulic brakes are operated by depressing the toe portion of either the pilot's or copilot's rudder
pedals. The depression of either set of pedals compresses the piston rod in the master cylinder attached to
each pedal. The hydraulic pressure resulting from the movement of the pistons in the master cylinders is
transmitted through flexible hoses and fixed aluminum tubing to the power brake valve. Braking action occurs
when hydraulic pressure (generated by the master cylinders or metered pressure from the pump) at the brake
pistons forces the disc stack of each brake assembly together creating friction between the rotating discs and
the stationary components of the brake assembly.
A. Manual Mode
When the antiskid system is in the manual mode (control switch on pedestal in the OFF position), there
will be no fluid pressure from the pump at the pressure inlet port of the power brake valve
(Ref. Figure 2). This allows the pressure generated at the master cylinders to force the shuttle valves in
the power brake valve to open.
Page 1
32-41-00 Nov 1/09
B. Antiskid Mode
With the brake system in the antiskid mode, the pump pressure present at the inlet port of the power
brake valve will position the internal shuttle valves to isolate the master cylinder pressure from the brake
assemblies and to open a passage for metered pump pressure to the brake assemblies (Ref. Figure 3).
Master Cylinder pressure in the power brake valve acts on the control valve piston to close the return
passage and to open the passage for pump pressure into the control valve. The resulting metered
pressure is applied to the control valve spool to balance the pressure delivered to the brake assemblies
with the master cylinder pressure. As the master cylinder pressure is increased or decreased, the
control valve spool moves to allow fluid to escape through the return passage decreasing the metered
pressure or to close the return port allowing the metered pressure to increase.
The wheel speed transducers monitor the wheel RPM and relay the information to the skid control unit
to be processed. The skid control unit sends electrical signals to the servo valve mounted on the power
brake valve based on the information provided by the wheel transducers. The servo valve responds to
the input from the skid control unit by varying its control pressure. The control pressure is created in the
cavity of the servo valve between the system pressure nozzle and the system return nozzle. Signals
from the skid control unit control the opening and closing of the two nozzles. When no electrical signal
from the skid control unit is present, the pressure nozzle is open and the return nozzle is closed;
therefore, the control pressure of the servo valve is the same as the pump pressure and has no effect
on the operation of the control valve. When a skid condition is imminent, the appropriate signal is sent to
the servo valve and the servo valve control pressure is reduced as the pressure nozzle is closed. When
the control pressure is reduced, pump pressure at the opposite end of the control valve spools moves
the spools to open the return passages allowing fluid in the control valves to bleed off, resulting in a
reduced pressure to all four brake assemblies. As the wheel RPM begins to increase, the servo valve
control pressure increases, resulting in an increased brake pressure. If the wheel transducers indicate
that the wheels are still in a skid condition, the brake pressure will be decreased again. This cycle will
continue until the tendency for the wheels to skid has ended. Differential braking between the LH and
RH master cylinders will be maintained while the antiskid function is operating.
Page 2
Nov 1/09 32-41-00
Antiskid Brake System
Page 3
32-41-00 Nov 1/09
Page 4
Nov 1/09 32-41-00
Antiskid Brake System
Page 5
32-41-00 Nov 1/09
Page 6
Nov 1/09 32-41-00
UE32B
990886AA.AI
Antiskid Brake System Schematic (Manual Mode)
Page 7
32-41-00 Nov 1/09
Page 8
Nov 1/09 32-41-00
UE32B
990885AA.AI
Antiskid Brake System Schematic (Manual Mode)
Page 9
32-41-00 Nov 1/09
Page 10
Nov 1/09 32-41-00
UE32B
990884AA.AI
Antiskid Brake System Schematic (Antiskid Mode)
Page 11
32-41-00 Nov 1/09
Page 12
Nov 1/09 32-41-00
CABIN PRESSURE
MAINTENANCE
SWITCH FILTER
OVERBOARD
RESERVOIR LINE
ORIFICE
PUMP MOTOR 20A 28VDC
RELIEF PUMP
VALVE LIMITER
ON CAUTION/ADVISORY
TB1 ANNUNCIATOR
FILTER
MOTOR ANTISKID FAIL
CHECK RELAY
VALVE 5A 28VDC
OFF ANTISKID
CONTROL CIRCUIT BREAKER
SWITCH
ACCUMULATOR
PILOT'S MASTER COPILOT'S SOLENOID VALVE
CYLINDERS MASTER
CYLINDERS TB2
TIME DELAY
CONTROL RELAY PANEL RELAY
VALVES ASSY NO. 3
A120
SHUTTLE
VALVE
SHUTTLE
ANTISKID
PARKING VALVE
BOX ASSEMBLY
BRAKE
PARKING
VALVE
BRAKE
VALVE
LH MAIN RH MAIN
GEAR CODE GEAR
INBOARD
TRANSDUCER
SUPPLY FLUID SERVO
MASTER CYLINDER PRESSURE VALVE
PUMP PRESSURE POWER BRAKE VALVE

A R OUTBD TRANSDUCER OUTBOARD
OUTBOARD INBOARD METERED PRESSURE B R OUTBD TRANS RETURN
TRANSDUCER TRANSDUCER HIGH N SYSTEM GROUND TRANSDUCER
RETURN FLUID LOW M CHASSIS GROUND
PRESSURE PRESSURE
SERVO VALVE SWITCH E R INBD TRANSDUCER
SWITCH
CONTROL PRESSURE F R INBD TRANS RETURN
NOSE GEAR K VALVE
DOWN-POSITION SWITCH L VALVE RETURN
G L INBD TRANSDUCER
H L INBD TRANS RETURN
C L INBD TRANSDUCER
D L INBD TRANS RETURN
J FAULT IND DRIVER
C +28 VOLTS DC
UE32B
SKID CONTROL UNIT 990887AA.AI
Antiskid Brake System Schematic (Antiskid Mode)
Page 13
32-41-00 Nov 1/09
LANDING GEAR
ANTISKID BRAKES
32-41-00
200200
1. PROCEDURES
NOTE: Refer to 32-40-00 for the following maintenance practices: removal and installation of the master
cylinders, parking brake valves, nose wheel, and main wheel and brakes; adjustment of the parking
brake cable and the master cylinder linkage; brake wear limits; and cleaning of the pressure
equalization filter and orifice.
A. Servicing
Brake system servicing is limited primarily to maintaining the hydraulic fluid level in the reservoir
mounted in the upper RH corner of the aft bulkhead of the nose avionics compartment and to
maintaining an accumulator precharge of 600 ± 100 psi. To check the fluid level, turn the master switch
ON, turn the antiskid switch OFF, ensure that the parking brake is off, remove the reservoir cap and
depress the brake pedals 15 to 20 times to deplete the accumulator. If no fluid is visible in the reservoir
sight glass, add a sufficient quantity of hydraulic fluid (39, Table 1, 91-00-00) to raise the fluid level to
the lower edge of the filler neck.
B. Bleeding
Brake system bleeding will be required whenever the system is opened at any point between the master
cylinders and the wheel brake assemblies, whenever the brakes become spongy in service, or
whenever the parking brakes will no longer hold. In the latter instance, the system should be further
checked for leakage.
Use only hydraulic fluid (39, Table 1, 91-00-00) in the brake system and ensure that no dirt or foreign
matter is allowed to get into the brake system. Dirt can get under seals and cause leaks or clog the
compensating ports in the master cylinders and cause the brakes to lock.
Hawker Beechcraft Corporation recommends the use of pressure pot bleeding. If the pressure pot
bleeding method is not available, electric bleeding is recommended. Use the gravity method only if the
other two methods are not available. If the gravity method is used, pressure bleed the brakes at the
earliest possible time. Using any method, the parking brake control and toe brake pedals must both be
fully released to open the compensating ports in the brake master cylinders.
If the brakes feel soft or spongy after the bleeding operation, air may be trapped in the cylinders.
Remove the brake and lay it on its side. Add brake fluid as needed through the bleed port and tap the
brake lightly with a rubber hammer to dislodge any air bubbles. When air bubbles no longer appear at
the port, install the brake and repeat the bleeding procedure.
Page 201
32-41-00 May 1/12
C. Gravity Bleeding Method

This method of bleeding is done from the master cylinder down to the brake assembly. The brake fluid
reservoir must be kept full during the bleeding operation. Since the pilot's and copilot's master cylinders
are plumbed in series, the manual portion of the system may be bled by operating the pilot's brake
pedals only. Bleed the brakes in the following manner:
(1) Cut the safety wire and open the bleeder port screws of both brake assemblies on one landing
gear.
(2) Press the pilot's corresponding brake pedal slowly and smoothly to eliminate air trapped in the
system.
(3) Hold the brake pedal in the pressed position and close the bleeder port screws at the brake
assemblies.
(4) Release the brake pedal.
(5) Repeat Steps (1), (2), (3), and (4) until no more air bubbles appear in the drained fluid.
(6) Open the bleeder port screws of the other brake assembly and repeat Steps (1), (2), (3), and (4)
while pressing the other brake pedal until no more air bubbles appear in the drained fluid.
(7) Check the brake reservoir fluid level and add hydraulic fluid (39, Table 1, 91-00-00) as required to
obtain a full reading.
(8) Remove the screws from the brake bleeder ports of each brake assembly. Install a bleeder hose
adapter into each brake bleeder port. Fabricate a bleeder hose assembly for each set of brakes;
connect the bleeder hose assemblies to the bleeder hose adapters (Ref. 32-40-00).
(9) Connect 25 feet of tygon tubing with an in-line filter to the bleeder hose assembly on the LH
landing gear; remove the brake fluid reservoir cap and place the other end of the tygon tubing in
the reservoir. Cap the bleeder hose assembly on the RH landing gear.
(10) Connect an external power supply to the airplane and adjust the voltage to 28 ± 0.25 volts
(11) Place the antiskid control switch in the ANTISKID position and allow the system to normalize.
(12) Apply light pressure to the pilot's left brake pedal and hold. Allow the antiskid system pump to
slowly purge all the remaining air from the left side of the brake system. When the brake fluid
returning to the reservoir is free of air, place the antiskid control switch in the OFF position.
(13) Disconnect the tygon tubing from the LH brake assemblies and connect it to the bleeder hose
assembly on the RH brake assemblies; cap the bleeder hose assembly on the LH landing gear.
(14) Turn the antiskid control switch to the ANTISKID position and allow the system to normalize.
(15) Apply light pressure to the pilot's right brake pedal and hold. Allow the antiskid system pump to
slowly purge all the remaining air from the right side of the brake system. When the brake fluid
(16) Disconnect the tygon tubing from the RH brake assemblies.
Page 202
May 1/12 32-41-00
(17) Remove the bleeder hose assemblies and adapters from the brake assemblies. Install the screws
into the bleeder ports of each brake assembly and safety wire.
(19) With the antiskid control switch in the OFF position check the brakes for proper operation. When
the brake pedals are pressed, there should be no spongy feeling and the pedal pressure should be
equal for both brakes.
D. Pressure Bleeding
Pressure bleeding is the most efficient method of bleeding the brake system. This procedure involves
attaching a pressure pot or an electric bleeder to the brake fluid reservoir and bleeding the system to the
brake assemblies. Procedures for utilizing the pressure pot and the electric bleeder are outlined below.
E. Pressure Pot Bleeding Method

(2) Disconnect the pressure equalization line from the reservoir and attach the pressure line of the
pressure pot to the reservoir.
set of brakes; connect the bleeder hose assemblies to the bleeder hose adapters (Ref. 32-40-00).
(4) Connect an extension line to each bleeder hose assembly and place the ends of the extension
lines in a clean receptacle to collect the brake fluid overflow.
(5) Apply a constant pressure of approximately 15 pounds to the pressure pot. Open the pressure pot
control valve.
(6) Bleed the system until the draining fluid is free of air bubbles.
(7) Close the pressure pot valve.
(8) Remove the pressure pot pressure line from the reservoir. Connect the pressure equalization line
to the reservoir, and install the shield around the reservoir.
(9) Remove the extension lines from the bleeder hose assemblies.
(10) Remove the cap from the hydraulic fluid reservoir and add hydraulic fluid (39, Table 1, 91-00-00)
as required to obtain a full reading.
(11) Connect 25 feet of tygon tubing with an in-line filter to the bleeder hose assembly of the LH landing
gear; remove the brake fluid reservoir cap and place the other end of the tygon tubing in the
reservoir. Cap the bleeder hose assembly on the RH landing gear.
Page 203
32-41-00 May 1/12
(21) With the antiskid control switch in the OFF position, check the brakes for proper operation. When
F. Electric Bleeder Method

(2) Disconnect the pressure equalization line from the reservoir and attach the electric bleeder fluid
infusion line.
set of brakes; connect the bleeder hose assemblies to the bleeder hose adapters (Ref. 32-40-00).
(4) Connect the electric bleeder fluid return line to the bleeder hose assemblies on each brake
assembly.
(5) Activate the bleeder and set the relief valve to approximately 15 pounds; this may be ascertained
by observing the pressure gage prior to opening the brake bleeder valves.
(6) Open the electric bleeder control valve and observe the returning fluid through the in-line sight
glass. Pumping the pilot's and copilot's pedals during the bleeding process may help to dislodge
any air bubbles trapped in the master cylinders.
(7) When the returning fluid shows no further evidence of air bubbles, close the electric bleeder
control valve.
(8) Disconnect the fluid infusion line and the fluid return line from the airplane.
(9) Connect 25 feet of tygon tubing with an in-line filter to the bleeder hose assembly of the LH landing
gear; remove the brake fluid reservoir cap and place the other end of the tygon tubing in the
reservoir. Cap the bleeder hose assembly on the RH landing gear.
Page 204
May 1/12 32-41-00
(19) With the antiskid control switch in the OFF position, check the brakes for proper operation. When
2. ANTISKID SYSTEM
A. Functional Check
This check is to be used whenever major components of the antiskid system have been replaced, when
faulty system operation is suspected, or at intervals specified in Chapter 05-10-00. The procedure will
verify proper operation of the complete system including components, plumbing, control and associated
wiring.
The mechanical coupling of the hubcap and drive clip to the wheel speed transducer is not covered in
this check. This must be visually checked during installation of the hubcaps.
NOTE: The brake hydraulic system must be thoroughly bled before performing this procedure.
The following equipment is required to perform the functional test:
• A hand held drill with a range of 1000 to 2000 rpm.
• A transducer drive fixture fabricated locally (Ref. Figure 201 or 202).
• Pressure gages with a range of 0 to 1000 psi.
Two technicians are required to perform the test.
(1) Release the parking brake and chock both the left and right wheels.
(2) Remove all the main gear hubcaps (Ref. 32-40-00).
Page 205
32-41-00 May 1/12
(3) Install pressure gages in the brake bleed port.
(4) Connect the airplane to an external 28 vdc power source (Ref. Chapter 24-40-00).
(5) Close the antiskid circuit breaker and place the antiskid control switch in the ON position.
(6) Apply full brake pressure and hold through the next five Steps. All brake pressures should be
approximately 600 psi.
(7) Momentarily place the antiskid switch to the OFF position. The brake pressure should not change
more than approximately 50 psi. Return the antiskid switch to the ON position.
(8) Spin the left outboard wheel speed transducer at a constant 1000 to 2000 rpm using the hand held
drill and transducer drive fixture. Abruptly stop rotation of the transducer and note an immediate
drop in pressure at all brakes followed by gradual increase of pressure (smooth return to original
pressure) within 10 to 20 seconds (time is not critical).
(9) Spin the left inboard wheel speed transducer at a constant 1000 to 2000 rpm with the hand held
drill. Abruptly stop rotation of the transducer and note an immediate drop in pressure at all brakes
followed by gradual increase of pressure (smooth return to original pressure) within 10 to 20
seconds (time is not critical).
(10) Spin the right outboard wheel speed transducer at a constant 1000 to 2000 rpm with the hand held
followed by gradual increase of pressure (smooth return to original pressure) within about 10 to 20
seconds (time is not critical).
(11) Spin the right inboard wheel speed transducer at a constant 1000 to 2000 rpm with the hand held
followed by a gradual increase of pressure (smooth return to original pressure) within about 10 to
20 seconds (time is not critical).
(12) The functional check is now complete. Remove the pressure gages and install all hubcaps so the
transducer drive clips properly engage the wheel speed transducer couplings (Ref. 32-40-00).
Page 206
May 1/12 32-41-00
0.50
0.25 0.64
0.06 0.32 0.32
0.50
DRILL 0.189 HOLE

FOR 10-32 SCREW
0.26
GRIND TO CONICAL
POINT AS SHOWN
135°
1.40
1.5 X 10-32
SCREW
0.50
REMOVE HEAD
1. ALL DIMENTIONS ARE IN INCHES.

2. TWO STANDARD NUTS ARE USED TO RETAIN SCREW TO CHANNEL.
3. BEND ENDS OF CHANNEL UNIT A SPACE OF 0.26 INCH IS OBTAINED.
4. CONICAL TIP ENGAGES RETAINING SCREW IN TRANSDUCER DRIVE
COUPLING MAINTAINING CONCENTRICITY DURING ROTATION.
5. FABRICATE FROM 0.05 ALUMINUM CHANNEL OR 0.060 SHEET ALUMINUM.
UC32B
091926AA.AI
Figure 201
Transducer Drive Fixture
Page 207
32-41-00 May 1/12
NOTES
1. MAKE TOOL BY CUTTING AND FILING ON
DOTTED LINES PER BEST SHOP PRACTICE.
2. MAINTAIN DIMENSIONS SHOWN.
3. ROUND ALL SHARP EDGE.
0.25
0.60
0.56
MAKE FROM
MS21252-ERS
CLEVIS
1.125
0.25
UC32B
091927AA.AI
Figure 202
Transducer Drive Fixture
Page 208
May 1/12 32-41-00
3. ANTISKID SYSTEM ACCUMULATOR
A. Removal
(1) Turn the master switch ON, turn the antiskid switch OFF, ensure that the parking brake is off,
remove the reservoir cap and depress the brake pedals 15 to 20 times to deplete the accumulator.
(2) Turn the master switch to OFF and disconnect the battery.
(3) Remove 12 screws and two bolts from the antiskid accumulator cover and remove the cover
assembly.
(4) Slowly open the schrader valve to deplete the air side of the accumulator.
(5) Disconnect the lines to the accumulator and cap all hydraulic lines to prevent contamination.
(6) Remove the two screws from the adel clamps holding the accumulator and remove the
accumulator.
B. Installation
(1) Position accumulator into the two adel mount clamps and secure with two screws.
(2) Remove the protective caps from the hydraulic lines and install the lines to the accumulator.
(3) Service the accumulator with nitrogen to 600 ± 100 psi.
(4) Perform the antiskid Functional Check (Ref. Pressure Check).
(5) After completion of test, ensure that there are no leaks at the accumulator.
(6) Install the antiskid accumulator cover with 12 screws and two bolts.
C. Pressure Check
NOTE: Do not check accumulator pressure immediately after operating the antiskid system. Pressure
buildup in the system may inhibit accurate accumulator pre-charge readings.
(1) Turn the master switch ON.
(2) Turn the antiskid switch OFF.
(3) Ensure that the parking brake is off.
(4) Remove the reservoir cap.
(5) Press the brake pedal 15 to 20 times to deplete the accumulator charge.
(6) Visually check the accumulator pressure indicator gage.
(7) Install the reservoir cap.
NOTE: Accumulator precharge pressure should be 600 ± 100 psi.
Page 209
32-41-00 May 1/12
4. ANTISKID BRAKE SYSTEM FILTER
A. Removal
WARNING: Whenever the brakes are to be released, make sure the airplane is on level ground
and the wheels are chocked.
(1) Remove the cover from the antiskid brake box assembly located at top of the nose gear wheel well
(Ref. Figure 203).
(2) Clean the outside of the filter housing with solvent (2, Table 1, 91-00-00).
(3) Unscrew the filter housing.
B. Installation
(1) Clean the inside of the filter housing with solvent (2, Table 1, 91-00-00) (Ref. Figure 203).
(2) Lube the packing of the new filter element with hydraulic fluid (39, Table 1, 91-00-00).
(3) Install the new filter element in the filter housing.
(4) Lube the packing of the filter housing with hydraulic fluid (39, Table 1, 91-00-00).
(5) Install a new packing on the filter housing.
(6) Install the filter housing.
(7) Turn aircraft master switch and antiskid switch to on.
(8) Pump brake pedals 15 to 20 times.
(9) Turn aircraft master switch and antiskid switch to off.
(10) Verify there are no leaks at the filter housing.
(11) Install the cover on the antiskid brake box assembly.
Page 210
May 1/12 32-41-00
TWO-POSITION SOLENOID VALVE
HIGH PRESSURE SWITCH

FILTER
LOW PRESSURE SWITCH
CHECK VALVE
POWER BRAKE VALVE

PUMP AND MOTOR ASSEMBLY C9100657.AI
Figure 203
Antiskid Brake System Filter
5. HYDRAULIC FITTINGS
A. Installation
To reduce the possibility of leaks in the hydraulic system, care should be taken when installing the
hydraulic fittings. Anytime a fitting is loosened or removed, discard the packing and install the fitting with
a new packing (Ref. Figure 204). To prevent damage to the packing, coat the packing and the threads
of the fitting with hydraulic fluid (39, Table 1, 91-00-00) before installing the packing on the fitting. Some
fittings in the brake system employ both an packing and a ring. When this type of fitting is loosened or
removed, both the packing and the ring must be replaced when the fitting is installed.
6. SOLENOID VALVE
A. Removal
The solenoid valve is located on top of the antiskid box assembly, which must be removed to gain
access.
(2) Remove electrical power from the airplane (Ref. Chapter 24-40-00).
(3) Working in the nose gear wheel well, remove the screws securing the cover to the antiskid box
(Ref. Figure 1, Description and Operation section).
(4) Remove the hydraulic line/accumulator cover.
(5) Slowly open the schrader valve on the accumulator to deplete the air.
Page 211
32-41-00 May 1/12
(6) Drain the hydraulic fluid from the system by loosening the tee caps from the two lower tubes under
the pump motor.
(7) Disconnect the tubes below the antiskid box as necessary to remove the box. Cap the ends of the
open lines as they are disconnected.
(8) Disconnect the electrical connector to the box.
(9) Remove the bolts securing the box assembly to the airplane and remove the box assembly.
(10) Disconnect the electrical connector from the solenoid valve.
(11) Disconnect the hydraulic lines from the solenoid valve.
CAUTION: As the hydraulic lines are disconnected from the valve, plug or cap the openings to
prevent entry of foreign material into the lines or valve.
(12) Remove the two bolts securing the solenoid valve to the antiskid box assembly.
B. Installation
access.
(1) Install the two bolts securing the solenoid valve to the antiskid box assembly (Ref. Figure 1,
(2) Connect the hydraulic lines to the solenoid valve.
(3) Connect the electrical connector to the solenoid valve.
(4) Secure the box assembly to the airplane with the attaching bolts.
(5) Remove the caps and connect the tubes previously removed below the box assembly.
(6) Connect the electrical connector to the box.
(7) Tighten any loose tubes as required.
(8) Refill the brake fluid reservoir and bleed the system as instructed in this section.
(9) Service the accumulator (Ref. PRESSURE CHECK).
(10) Connect the battery and restore electrical power to the airplane.
(11) Perform the Antiskid Functional Check as instructed in the section.
(12) After completion of test, ensure that there is no leaks at all hydraulic lines that were disturbed.
(13) Install the hydraulic line/accumulator cover.
(14) Install the cover on the antiskid box assembly and secure with the attaching screws.
Page 212
May 1/12 32-41-00
7. POWER BRAKE VALVE
A. Removal
access.
(2) Remove the hydraulic line/accumulator access cover.
(4) Working in the nose gear wheel well, remove the lower cover from the antiskid box assembly
(5) Disconnect the electrical wiring from the valve from TB2.
(6) Disconnect the hydraulic lines from the valve.
CAUTION: As the hydraulic lines are disconnected from the valve, plug or cap the openings to
(7) Remove the three bolts securing the valve to the antiskid box assembly.
B. Installation
(1) Position the valve in the antiskid box assembly and secure the valve to the box with the three
screws (Ref. Figure 1, Description and Operation section).
(2) Connect the hydraulic lines to the valve.
(3) Connect the electrical wiring to the valve to TB2 (Ref. WDM 32-42-02).
(5) Install the hydraulic line/accumulator access cover.
NOTE: If power steering is installed, bleed the power steering system (Ref. 32-52-00).
(8) Perform Antiskid Functional Check (Ref. 32-41-00).
(9) Install the lower cover removed from the antiskid box assembly.
8. PUMP AND MOTOR
A. Removal
with the wheels chocked.
Page 213
32-41-00 May 1/12
(2) Remove the hydraulic line/accumulator access cover.
(4) Remove electrical power from the airplane (Ref. Chapter 24-40-00).
(5) Working in the nose gear wheel well, remove the lower cover from the antiskid box assembly
NOTE: Airplanes prior to UC-48 Without Kit No. 114-8017 Installed, it is necessary to remove the
entire antiskid box assembly in order to detach the pump motor power wire from the relay
located on top of the box. On airplanes UA-1, UB-1 and UC-1 thru UC-47, Kit No.
114-8017 must be installed on the airplane the first time the pump and motor are replaced.
(6) Drain the hydraulic fluid from the system by loosening the tee caps from the two lower tubes under
the pump motor.
(7) Disconnect the electrical wiring from the motor.
(8) Disconnect the hydraulic lines from the pump.
CAUTION: As the hydraulic lines are disconnected from the pump, plug or cap the openings to
(9) Remove the bolts securing the pump and motor to the antiskid box assembly.
B. Installation
(1) Position the pump and motor in the antiskid box assembly and secure the pump and motor to the
box with the bolts (Ref. Figure 1, Description and Operation section).
(2) Remove caps and connect the hydraulic lines to the pump.
(3) Connect the electrical wiring to the motor.
(5) Install the hydraulic line/accumulator access cover.
NOTE: If power steering is installed, bleed the power steering system (Ref. 32-52-00).
(8) Select the master switch to ON, select the antiskid switch to ON. Pump the brake pedals for 15 to
20 times. Select the antiskid and master switches to OFF.
(9) Verify that there are no leaks.
(10) Install the lower cover removed from the antiskid box assembly.
Page 214
May 1/12 32-41-00
Figure 204
Page 215
32-41-00 May 1/12
9. ANTISKID BRAKE SYSTEM WHEEL-SPEED TRANSDUCER
A. Removal
with the wheels chocked.
NOTE: This procedure is typical for the right and left components.
(1) Remove electrical power to the airplane and disconnect the battery.
(2) Remove three screws (8) securing the hubcap (7) to the wheel and remove the hubcap (7)
(Ref. Figure 205).
CAUTION: Use care when removing all internal and external wheel components to avoid
(3) Remove two lock screws (1) and two washers (2) from the landing gear axle.
(4) Slide the wheel-speed transducer (5) out far enough from axle to access mating electrical
connector (3).
(5) Disconnect electrical connector (3) from wheel-speed transducer (5) and remove wheel-speed
transducer.
B. Installation
(1) Connect electrical connector (3) to wheel-speed transducer (5) (Ref. Figure 205).
(2) Carefully pull wiring between the two wheels out of the gear socket while positioning wheel speed
transducer (5) into position in the axle.
CAUTION: Do not allow the axle nut and lock screws (1) to contact the wheel-speed transducer
tang (6) and inhibit transducer rotation.
(3) Align the holes in the rim of the wheel-speed transducer (5) with mounting holes in axle.
(4) Apply coat of Thread lock (161, Table 1, Chapter 91-00-00) onto threads of lock screws (1) and
install two lock screws (1) and two washers (2), into axle and wheel-speed transducer (5).
(5) Align hubcap spring drive clip (9) with wheel-speed transducer tang (6) and install hubcap (7).
(6) Install three screws (8) through hubcap (7) and secure to wheel, safety wire screws.
Page 216
May 1/12 32-41-00
1. LOCK SCREW
2. WASHER
4. LOCK RING
5. WHEEL-SPEED TRANSDUCER
6. WHEEL-SPEED TRANSDUCER TANG
7. HUB CAP
8. SCREW
9. HUBCAP SPRING DRIVE CLIP
2 3
4
5
6 7
2
1
8
7 8
9
5
A 8
6 3
1 AXLE
2 (REF)
DETAIL A UE32B
022293AA.AI
Figure 205
Antiskid Brake System Wheel-Speed Transducer
Page 217
32-41-00 May 1/12
LANDING GEAR
BRAKE DEICE SYSTEM
32-42-00

00
1. GENERAL
The heated air for brake deicing is supplied by bleeding air from the compressor of each engine. The brake
deicer is plumbed into the bleed air system that provides air for surface deice and instrument vacuum
operation. The engine bleed air line is routed near the center of each nacelle to a solenoid-operated firewall
shutoff valve in each main gear wheel well. From the shutoff valve, bleed air is routed through a hose secured
to the aft side of the landing gear strut and down to a distributor manifold attached to each brake assembly.
The bleed air is directed to the brake for each wheel through orifices around the circumference of each ring of
the distributor manifold (Ref Figures 1 and 2).
The brake deice system is controlled by a toggle switch (placarded BRAKE DEICE/OFF) mounted on the
pilot's inboard subpanel. When this switch is in the BRAKE DEICE position, power from the airplane electrical
system is supplied through a 5-ampere circuit breaker in the RH circuit breaker panel to the brake deice
control module assembly, located under the center aisle floorboard nine feet forward of the main spar.
Current is then supplied from this point to open the solenoid shutoff valves on the aft side of the firewall in the
main gear wheel wells, allowing the hot bleed air to enter the distributor manifold for diffusion through the
orifices to deice the brakes. A switch, which is part of the solenoid shutoff valve, provides a signal to light the
green L BK DEICE ON and R BK DEICE ON annunciators in the CAUTION/ADVISORY panel when the
shutoff valve is open. If the airplane is flown without the brake deice switch having been turned to OFF, a
circuit is completed through the brake deice control module relay to a timing circuit in the brake deice control
module. The timing circuit will close the shutoff valves after 10 minutes of operation, shutting off the flow of
bleed air to the brakes so that adjacent components will incur no damage through overheating. If it is desired
to turn the brake deice system back on, the landing gear must be lowered and the switch cycled OFF, then
ON, before the system will operate.
Additional protection against damage from overheating of the brake deice system is provided by the brake
deice overtemp warning system. In this system low pressure plumbing lines are routed from the engine bleed
air distributor manifold beneath the cabin floorboards into each wheel well, where the lines are terminated in
soft plastic tubing plugged at the end to contain pressure. The soft plastic tubing is routed in close proximity to
the main engine bleed air lines which provide hot air to deice the brakes. If overheating of the brake deice
system should occur, the soft plastic lines will melt, thus relieving the pressure in the warning system lines. As
pressure is relieved, a pressure switch, which is tapped off of the soft plastic line in each wheel well, will
activate yellow L BK DI OVHT and/or R BK DI OVHT annunciators in the CAUTION/ADVISORY panel,
thereby warning the operator that the brake deice system should be turned OFF.
Page 1
32-42-00 Nov 1/09
Page 2
Nov 1/09 32-42-00
Figure 1
Brake Deice System
Page 3
32-42-00 Nov 1/09
Page 4
Nov 1/09 32-42-00
UE32B
990888AA.AI
Figure 2
Brake Deice System (System On)
Page 5
32-42-00 Nov 1/09
LANDING GEAR
BRAKE DEICE SYSTEM
200200
1. PROCEDURES
2. DISTRIBUTOR MANIFOLD
NOTE: Refer to 32-40-00 for the following maintenance practices: removal and installation of the master
cylinders, parking brake valves, nose wheel, and main wheel and brakes; adjustment of the parking
brake cable and the master cylinder linkage; brake wear limits; and cleaning of the pressure
equalization filter and orifice.
A. Removal
(1) Remove the main landing gear wheels (Ref. 32-40-00).
(2) Disconnect brake hydraulic line (1) from the inlet swivel fitting (2) and cap the line and fitting
(Ref. Figure 201).
(3) Disconnect the bleed air deice hose (6) from the journal on the distributor manifold (9).
(4) Remove the eight bolts (11), washers, and nuts securing the distributor manifold to the outboard
manifold support (10).
(5) Remove the bolts (13), washers, and nuts securing the two brake assemblies to one another.
(6) Remove both brake assemblies from the landing gear strut while being careful not to drop or
damage the inlet swivel fitting (2).
(7) The manifold supports (8) and (10) can be removed from the brake assemblies by removing the
five bolts (14) and self-locking nuts (15).
B. Installation
NOTE: Ascertain that the orifices in the distributor manifold are clean and unobstructed prior to
installation of the manifold.
(1) Attach the manifold supports (8) and (10) to the brake assemblies with the five bolts (14) and
self-locking nuts (15). At the time of installation, lubricate the bolt and nut threads and the bearing
surfaces of the bolts and nuts with antiseize thread compound (76, Table 1, Chapter 91-00-00). If
P/N 5006749 basic, -2 or -3 brakes are installed, torque the self-locking nuts to 120 inch-pounds. If
P/N 5006749-4, -5 or -5R brakes are installed, torque the self-locking nuts to 300 inch-pounds
(Ref Figure 201).
Page 201
32-42-00 Nov 1/09
NOTE: If the inlet adapters (5) are replaced, use new packings (3).
(2) Position the inboard brake assembly (7) on the shock strut. Apply a thin coat of grease (same as
that used on the wheel bearings) to the inside diameter of the brake housing and on the axle at
assembly.
(3) Lubricate the new packings (4) with hydraulic fluid (39, Table 1, Chapter 91-00-00) and install the
packings in the grooves in the inlet swivel fitting (2). Lightly lubricate the surfaces next to the
grooves.
(4) Install the inlet swivel fitting on the inlet adapter (5) of the inboard brake assembly, being careful
not to displace or damage the packing (4) (Ref. Figure 201).
(5) Position the outboard brake assembly (12) on the shock strut. Apply a thin coat of grease (same
as that used on the wheel bearings) to the inside diameter of the brake housing and on the axle at
assembly. Carefully mate the inlet adapter (5) on the outboard brake with the inlet swivel fitting (2),
being careful not to displace or damage the packing (4).
(6) Ascertain that both brake assemblies are correctly seated on the strut and axle and that the inlet
swivel fitting (2) swivels freely.
(7) Secure the brake assemblies together with the attaching bolts (13), washers, and nuts; install one
washer under each bolt head and one washer under each nut. At the time of installation, lubricate
the bolt and nut threads and the bearing surfaces of the bolts, washers, and nuts with antiseize
thread compound (76, Table 1, Chapter 91-00-00). Torque the self-locking nuts to 120
inch-pounds.
(8) Install the eight bolts (11), washers and nuts securing the distributor manifold to the outboard
manifold support.
(9) Connect the hydraulic brake fluid line (1) to the inlet swivel fitting (2).
(10) Connect the bleed air deice hose (6) to the distributor manifold.
(11) Install the main landing gear wheels (Ref. 32-40-00).
Page 202
Nov 1/09 32-42-00
Figure 201
Brake Deice Distributor Manifold
Page 203
32-42-00 Nov 1/09
3. SHUTOFF VALVE
A. Removal
(1) Working inside the main gear wheel well, disconnect the electrical wiring to the shutoff valve
solenoid and to the annunciator light switch. Tag and identify the wires.
(2) Remove the tube from the inlet side of the shutoff valve and the bleed air duct forward of the
firewall.
(3) Remove the tube from the outlet side of the shutoff valve.
(4) Remove the nut that secures the shutoff valve to the firewall and remove the shutoff valve from the
firewall.
NOTE: When removing the bleed air tubes and the shutoff valve, do not break the torque paint on
the inlet and outlet fittings installed in the shutoff valve.
B. Installation
(1) Install the shutoff valve through the firewall and secure the valve to the firewall with the nut.
(2) Install the tube between the inlet side of the shutoff valve and the bleed air duct forward of the
firewall.
(3) Connect the tube to the outlet side of the shutoff valve.
(4) Connect the electrical wiring to the shutoff valve solenoid and to the annunciator light switch.
NOTE: When installing the bleed air tubes and the shutoff valve, do not break the torque paint on
the inlet and outlet fittings installed in the shutoff valve.
C. Pressure Test and Functional Test

Any time maintenance or replacement of components in the system is performed, the system should be
pressure and/or functionally tested as follows:
(1) Pressure test all plumbing connections, unions, lines, etc. from the solenoid-operated shutoff valve
to the manifold on each main landing gear.
(2) Disconnect the deice plumbing at the wheel deice manifold and cap the line.
(3) Disconnect the line from the engine to the solenoid-operated shutoff valve at the valve.
(4) Connect an air supply regulated at 80 psi to the shutoff valve.
(5) Turn the battery master switch, bus tie switch, and brake deice switch ON.
CAUTION: Leave the weight of the airplane on the wheels when the battery master switch is
turned ON.
(6) Apply a leak check solution (mild detergent and water) to the connections and fittings.
(7) No leaks are allowed, except a minute leak in the valve.
Page 204
Nov 1/09 32-42-00
(8) Turn the brake deice switch OFF and ON to determine if the solenoid is functioning properly.
(9) Turn the brake deice, bus tie, and battery master switches OFF.
(10) Let the pressure drop to zero, remove the air supply and reconnect the engine bleed air line to the
solenoid-operated shutoff valve.
(11) Remove the cap from the line at the brake deice manifold and reconnect the line to the manifold.
D. Overtemperature Warning Functional Test

(1) Gain access to the bleed air manifold under the center aisle floorboard, forward of the main spar.
(2) Disconnect one of the brake deice warning lines from the manifold and connect an air supply
regulated to 30 ± 2 psi to the warning line.
(3) Turn off the air, thereby trapping the 30 psi in the line. There should be no loss of pressure in 2
minutes.
(4) Turn ON the battery master, bus tie, brake deice switches.
CAUTION: Leave the weight of the airplane on the wheels when the battery master switch is
turned ON.
(5) The green L BK DI ON or R BK DI ON annunciator in the CAUTION/ADVISORY panel should

illuminate.
(6) Allow the pressure to bleed off. The yellow L BK OVHT or R BK OVHT annunciator in the
CAUTION/ADVISORY panel should illuminate when the pressure drops to 1.5 ± 0.5 psi.
(7) Turn OFF the battery master, bus tie, and brake deice switches.
(8) Disconnect the air supply and connect the warning line to the manifold.
(9) Repeat Steps (1) through (8) on the other warning line.
(10) Install the access covers and any other items removed for this check.
Page 205
32-42-00 Nov 1/09
LANDING GEAR
MECHANICAL STEERING
32-50-00

00
1. GENERAL
The nose wheel steering mechanism, which is mounted on the LH side of the nose wheel well, provides direct
linkage to the rudder pedals, allowing the nose wheel to be turned 15° to the left of center and 15° to the right.
A spring mechanism in the steering linkage dampens the transmission of excessive shock loads to the rudder
pedals and permits tow bar or braked steering angles greater than that provided by the rudder pedal system.
A straightener bracket on the airplane structure and the straightener guide on the steering bellcrank
automatically centers the nose gear wheel when the landing gear is extended or retracted.
To remove the steering action from the rudder pedals when the airplane is in flight, a steering disconnect
actuator, disconnect link and disconnect cam are incorporated into the steering mechanism. The aft end of
the disconnect link is connected to the disconnect cam with a bearing that travels in a slot in the cam. The
actuator, which is attached to the disconnect link, moves the bearing up and down in the slot as the actuator
is extended and retracted. Switches in the actuator limit the travel of the actuator. Power for the electric
disconnect actuator is drawn from a 5-ampere NOSE GEAR STEER circuit breaker located on the RH circuit
breaker panel. When the weight is removed from the LH main gear strut, the safety switch is actuated to
complete a circuit to the extend circuit of the actuator. As the actuator is extended, the aft end of the steering
disconnect link follows the slot in the disconnect cam, rendering the steering mechanism unaffected by the
rudder pedals. When weight is placed on the LH landing gear strut, the safety switch is actuated to complete
a circuit to the actuator retract circuit. As the actuator is retracted the aft end of the steering disconnect link
follows the slot in the disconnect cam, making the nose wheel steering operable through the rudder pedals.
Page 1
32-50-00 Nov 1/09
LANDING GEAR
MECHANICAL STEERING
200200
1. PROCEDURES
2. MECHANICAL STEERING MECHANISM
A. Removal
(1) Aft steering link (20) (Ref. Figure 201):
(a) Remove the nut, washers and bolt attaching the forward end of the aft link to the steering
disconnect cam (16).
(b) Remove the eight studs securing the boot and ring to the aft wheel well panel.
(c) Remove the nut, washers and bolt attaching the aft end of the aft link to the steering torque
arm (21).
(2) Steering disconnect link (14):
(a) Remove the nut, washers, spacers and bolt attaching the disconnect actuator (11) to the
disconnect link.
(b) Remove the nut, washer, bearing and bolt attaching the aft end of the disconnect link to the
disconnect cam (16).
(c) Remove the nut, washer and bolt attaching the forward end of the disconnect link to the idler
assembly (10).
(3) Forward steering link (9 or 9A):
(a) Remove the nut, washer and bolt attaching the aft end of the forward link to the idler
assembly (10).
(b) Remove the nut, washer and bolt attaching the forward end of the forward link to the steering
bellcrank (5).
(4) Steering disconnect cam (16):
(a) Remove the four bolts securing the cam support assembly (18) to the LH wheel well keel. To
gain access to the nuts, remove the nose baggage compartment floor.
Page 201
32-50-00 Nov 1/09
(b) Remove the nut, washers, grip bushing (17) and bolt attaching the disconnect cam to the
cam support assembly (18).
(5) Idler assembly (10):
(a) Remove the nut, washers, grip bushing and bolt attaching the idler assembly to the LH wheel
well keel; the nut is accessible through the nose baggage compartment floor.
(6) Shimmy damper (8):
(a) Remove the nut, washer and bolt attaching the shimmy damper piston rod end to the
steering bellcrank (5).
(b) Remove the nut, washer, grip bushing and bolt securing the shimmy damper to the RH wheel
well keel.
(7) Steering bellcrank (5):
(a) Remove the nut, washers, grip bushing and bolt attaching the steering bellcrank to the
airplane structure.
(b) The straightener guide (4) can be removed from the bellcrank after removal of the two
attaching bolts.
B. Installation
(1) Steering bellcrank (5) (Ref. Figure 201):
(a) Secure the straightener guide (4) to the bellcrank with the two bolts, nuts, and washers.
(b) Attach the bellcrank to the airplane structure with the bolt, grip bushing (7), washers, and nut.
Install 100951-X-032-XH washers (6) up to a maximum of three to provide 0.09-inch
clearance between the straightener guide and the straightener bracket (3) when the nose
wheel is rotated as far as possible to the left and to the right.
(2) Shimmy damper (8):
(a) Secure the shimmy damper to the RH wheel well keel with the nut, washer, bushing and bolt.
(b) Attach the shimmy damper piston rod end to the steering bellcrank with the bolt, washer, and
nut.
(3) Idler assembly (10):
(a) Secure the idler assembly to the LH wheel well keel with the bolt, grip bushing, washers and
nut. Remove the baggage compartment floor to install the nut.
(4) Steering disconnect cam (16):
(a) Attach the cam to the cam support assembly (18) with the bolt, grip bushing (17), washers
and nut. Install AN960-516L and/or AN960-516 washers (19) under the nut and washer as
required to obtain 0.01 to 0.04-inch protrusion of the grip bushing (17) through the washers
(19).
Page 202
Nov 1/09 32-50-00
(b) Secure the cam support assembly (18) to the LH wheel well keel with the four bolts, washers,
and nuts. Remove the nose baggage compartment floor to install the nuts on the bolts.
(5) Forward steering link (9 or 9A):
(a) Install the bolt, washer and nut attaching the forward end of the forward link to the steering
bellcrank (5).
(b) Install the bolt, washer and nut attaching the aft end of the forward link to the lower hole in
the idler assembly (10).
NOTE: The aft end of the forward link is swaged.
(6) Steering disconnect link (14):
(a) Connect the forward end of the disconnect link to the upper hole in the idler assembly (10)
with the bolt, washer, and nut.
(b) Connect the aft end of the disconnect link to the disconnect cam (16) with the bearing, bolt,
washer and nut.
(c) Attach the disconnect actuator (11) to the disconnect link with the bolt, spacers, washers and
nut. To center the actuator clevis to the disconnect link, install AN960-416 or AN960-416L
washers (13) as required between the spacers (12) and the actuator clevis. A minimum of
one washer should be placed on each side of the clevis. The maximum allowed end play in
this joint is 0.03-inch.
(7) Aft steering link (20):
(a) Install the bolt, washers, and nut attaching the aft end of the aft link to the steering torque
arm (21).
(b) Install the eight studs securing the boot and ring to the aft wheel well panel.
(c) Attach the forward end of the aft link to the disconnect cam assembly (16) with the bolt,
washers and nut.
3. DISCONNECT ACTUATOR
A. Removal
(1) Disconnect the actuator wiring at the receptacle plug located in the LH wheel well keel.
(2) Remove the nut, washers, spacers, and bolt attaching the disconnect actuator (3) to the
disconnect link (6) (Ref. Figure 202).
(3) Remove the bolt, nut, and washers that attach the actuator to the actuator support bracket (1) and
remove the actuator.
B. Installation
NOTE: Verify that the actuator support bracket (1) is installed with the actuator attach hole toward the
aft end of the bracket (Ref. Figure 202).
Page 203
32-50-00 Nov 1/09
(1) Position the actuator and install the bolt, washers, and nut that attach the actuator to the actuator
support bracket. Center the actuator with the actuator support bracket by installing AN960-10 or
AN960-10L washers (2), as required, between the support bracket (1) and the actuator. A
minimum of one washer should be placed on each side of the actuator support bracket. The
maximum allowed end play in this joint is 0.03-inch.
(2) Attach the disconnect actuator to the disconnect link (6) with the bolt, spacers, washers and nut.
To center the actuator clevis to the disconnect link, install AN960-416 or AN960-416L washers (5)
as required between the spacers (4) and the actuator clevis. A minimum of one washer should be
placed on each side of the clevis. The maximum allowed end play in this joint is 0.03-inch.
(3) Connect the actuator wiring at the receptacle plug located in the LH wheel well keel.
4. FORWARD STEERING LINK BOOT
A. Removal
(1) Remove the forward steering link. Refer to Step (3) of the MECHANICAL STEERING
MECHANISM REMOVAL, in this section.
(2) Remove two clamps (25) holding boot (26) onto the forward steering link (9A) and slide the boot off
one end of the steering link (Ref. Figure 201).
B. Installation
(1) Ensure spring (27) is liberally lubricated with grease (61, Table 1, Chapter 91-00-00) and slide a
boot (26) over the steering link (9A) and spring (27) (Ref. Figure 201).
(2) Adjust the boot ends (26) to seal on the collars (28) and install the two clamps (25).
(3) Install the forward steering link. Refer to Step (5) of the MECHANICAL STEERING MECHANISM
INSTALLATION, in this section.
(4) Perform MECHANICAL STEERING NOSE GEAR CENTERING ADJUSTMENT, in this section.
C. (With Boot) Inspection

Inspect and lubricate the forward steering link at the interval specified in Chapter 05-00-00.
(1) Perform FORWARD STEERING LINK BOOT REMOVAL, in this section.
(2) Inspect boot (26) for cracks, cuts, or excessive wear and replace if damaged (Ref. Figure 201).
(3) Clean the spring (27) and forward steering link (9A) with solvent (2, Table 1, Chapter 91-00-00),
visually inspect and replace worn or damaged parts.
(4) If complete disassembly is required, remove spring pins (29), remove collars (28), remove spring
(27), loosen jam nuts (30) and unscrew rod ends (31). Assemble in reverse order.
(5) Perform FORWARD STEERING LINK BOOT INSTALLATION, in this section.
Page 204
Nov 1/09 32-50-00
5. MECHANICAL STEERING NOSE GEAR
A. Centering Adjustment
(1) With the airplane on jacks, connect an external power supply to the airplane and adjust the voltage
to 28 ± 0.25 volts.
(2) Check the three steering links for the following dimensions: aft steering link, 12.54-inches; steering
disconnect link (4), 18.00-inches; forward steering link (3), 29.95-inches (Ref. Figure 203). Adjust
the link lengths, if necessary, by rotating each rod end in or out as required to obtain the correct
length between the centers of the holes in the rod ends of the respective links.
(3) With the rudder pedals in the neutral position and the steering disconnect actuator in the extended
position, slowly retract the landing gear and observe the straightener roller (2) on the landing gear
as it makes contact with the straightener bracket (1) on the airplane structure. During the retraction
of the gear, the straightener roller should travel into the center slot of the straightener bracket
without contacting the ramp portion of the bracket.
(4) Adjust the length of the forward steering link (3) as required to center the roller in the straightener
bracket. If the roller cannot be completely centered as stated in this Step, proceed to Step (5) If
complete centering is accomplished by adjusting the forward steering link, proceed to Step (6).
(5) With the rudder pedals in the neutral position and the steering disconnect actuator in the retracted
position, slowly retract the landing gear and observe the straightener roller (2) on the landing gear
as it makes contact with the straightener bracket (1) on the airplane structure. During the retraction
of gear, the straightener roller should travel into the center slot of the straightener bracket without
contacting the ramp portion of the bracket. Adjust the length of the aft steering link (5) as required
to center the roller in the straightener bracket.
(6) Disconnect the external power supply and remove the airplane from the jacks.
B. Stop Removal
(1) Remove cotter pins (1), nuts (2), washers (3) and bolts (4) securing the steering stop (6) to the
nose gear brace (refer to Figure 4).
(2) Remove the steering stop (6) and shims (5). Perform MECHANICAL STEERING NOSE GEAR
STOP INSTALLATION, in this section.
C. Stop Installation
(1) Position the steering stop (6) and shims (5) between the nose gear brace lugs (Ref. Figure 204).
NOTE: Install shims (5) as required on each side to center the steering stop and maintain a total
clearance of 0.000 to 0.002-inch between stop and brace.
(2) Attach the steering stop (6) to the nose gear brace with bolts (4), washers (3), nuts (2) and cotter
pins (1). Tighten nut and bolt assembly snug (finger tight) using a minimum of one washer to allow
installation of cotter pin.
Page 205
32-50-00 Nov 1/09
Page 206
Nov 1/09 32-50-00
Figure 201
Nose Gear Steering Mechanism
Page 207
32-50-00 Nov 1/09
Page 208
Nov 1/09 32-50-00
Figure 202
Steering Disconnect Actuator
Page 209
32-50-00 Nov 1/09
Figure 203
Mechanical Steering Nose Gear Centering Adjustment
Page 210
Nov 1/09 32-50-00
Figure 204
Mechanical Steering Nose Gear Stop
Page 211
32-50-00 Nov 1/09
LANDING GEAR
32-51-00

00
1. GENERAL
The power steering system provides two steering modes, a ± 10° taxi mode and a ± 63° parking mode, both
of which are selected by the control switch located on the pedestal and placarded OFF - TAXI - PARK.
Rotation of the nose gear shock absorber for steering purposes is performed by a rotary actuator mounted on
top of the nose gear assembly. The actuator consists of a two-position solenoid arming valve, a servo valve,
a pressure-actuated selector valve, and two pistons. A pump and motor assembly located in the LH wheel
well drives the actuator hydraulically. The power steering pump uses the primary reservoir of the landing gear
power pack as a fluid supply. The nose landing gear normal extend line is utilized as the pressure line to the
power steering actuator. A two-position solenoid valve mounted just outboard of the power pack is plumbed
into the nose gear extend line to block the entry of the power steering system pressure fluid into the power
pack. A tee located in the nose gear extend line in the nose wheel well directs the fluid to the pressure port of
the actuator. Until it is energized, the actuator arming valve prevents the entry of the pressure fluid into the
actuator. Return fluid from the power steering actuator enters the emergency extension hand pump suction
line, returning the fluid to the power pack (Ref. Figures 1 and 2).
CAUTION: Do not operate the power steering pump without having the landing gear power pack reservoir
pressurized to 18 psi with regulated dry air.
Command potentiometers, mounted on the pilot's rudder pedal assembly, transmit the pilot's steering input to
the power steering signal amplifier located under the copilot's seat. Nose gear follow-up potentiometers,
located above the nose gear assembly, monitor the nose gear steering action and relay this information to the
power steering signal amplifier. The signal amplifier then transmits electrical signals to the actuator servo
valve where the appropriate orifices and valves are closed or opened to achieve the correct steering direction
as commanded by the rudder pedal steering input.
The power steering control circuit is protected by a five ampere circuit breaker located on the RH circuit
breaker panel. Power for the pump motor is supplied through the power steering motor relay and 35-ampere
limiter, both of which are located in the LH nacelle electrical power distribution panel. The motor relay, two
position solenoid valve, and actuator arming valve are energized simultaneously by current from the control
relay. The control relay is energized by the power steering control switch and is grounded through the locking
relay and the power steering activation switch located on the LH power lever. The locking relay will retain the
ground circuit through the steering disconnect switches as long as either power lever is retarded below an N1
speed of 89%. Once the power levers are advanced beyond an N1 speed of 91% the control relay will be
grounded only while the steering activation switch is actuated. The LH main gear downlock switch and safety
switch will open the control circuit, nullifying the steering system, when the airplane leaves the ground. A
nose gear position switch mounted on the nose gear straightener link (on airplane prior to S/N UB-68) will
prevent retraction of the landing gear if the nose wheel is not centered. This switch will not be present on
airplane that have complied with Optional Service Bulletin 2191.
Page 1
32-51-00 Nov 1/09
When the power steering control switch is in the OFF position or in the TAXI or PARK position without the
power steering activation switch being actuated, the steering system is inoperative and the steering actuator
will be in the caster mode functioning as a shimmy damper. When the power steering control switch is in the
PARK position, the steering system provides a ± 63° steering mode when the steering activation switch is
actuated, on the condition that at least one power lever is retarded below an N1 speed of 89%. Once both
power levers are advanced beyond an N1 speed of 91%, the control switch solenoid will no longer hold the
switch in the PARK position and it will move to the TAXI position, with the only steering available being ±10°
steering while the power steering activation switch is actuated. The ± 63° steering mode can be reactivated
by retarding one or both power levers below an N1 speed of 89% and placing the control switch in the PARK
position. When the control switch is in the TAXI position, the steering system provides a ± 10° steering mode
when the steering activation switch is actuated.
A yellow MAN STEER FAIL annunciator in the CAUTION/ADVISORY panel illuminates if the actuator
selector valve is in the power steering mode with:
(a) The airplane on the ground and the control switch OFF.
(b) The airplane on the ground with the control switch in the TAXI or PARK position without the
steering activation switch actuated.
(c) The airplane in flight and the control switch in the OFF or TAXI position with landing gear
extended.
(d) The airplane in flight and the control switch in the TAXI position with landing gear retracted.
Page 2
Nov 1/09 32-51-00
Figure 1
Power Steering System
Page 3
32-51-00 Nov 1/09
Page 4
Nov 1/09 32-51-00
UE32B
990406AA.AI
Figure 2
Power Steering System Schematic
Page 5
32-51-00 Nov 1/09
LANDING GEAR
TROUBLESHOOTING
100100
1. PROCEDURES
The 1900 Airliner power steering system utilizes a number of primary, secondary and tertiary controls which
are interfaced to provide an efficient and highly dependable system. A fault detection system provides for
monitoring the response of the nose wheel to inputs from the flight crew when the power steering is in use.
Fault sensing is accomplished by the power steering signal amplifier through which all command and
monitoring information is processed.
The various amplifier inputs and outputs have very predictable characteristics in the operating system. It is
possible to access these inputs and outputs by using a special breakout unit. The predictable nature of the
amplifier signals makes it possible to use these values to troubleshoot faults in the system. The breakout unit
provides parallel access to the amplifier signals. Refer to Charts in Figures 102, 103, 104, 105 and 106.
A. Troubleshooting Notes (UA-1 and After; UB-1 and After)

Prior to beginning any troubleshooting of the power steering system, the airplane must be placed in the
following state:
(1) Nose wheel jacked clear of the ground.
(2) Nose wheel and rudder pedals in the neutral position.
(3) Breakout unit connected between the amplifier and the airplane harness.
(4) 28-vdc regulated APU connected to airplane and turned on.
(5) Battery switch turned on.
(6) External power switch turned on.
(7) Main gear on the ground or squat switches bypassed. Refer to Wiring Diagram Manual for correct
switch location.
(8) References to the following notes are found on the troubleshooting Charts in this section:
1. Remove the low pressure switch that is located on the LH side of the Nose Gear Wheel
Well and jumper the leads from the switch. Install in the line a pressure gage capable of
measuring 3000 psi. Engage the power steering system and monitor the system
pressure until the pressure meets or exceeds 2000 psig.
Page 101
32-51-00 Nov 1/09
2. Disconnect the extend line from the landing gear power pack and engage the power
steering system; there should be no fluid returning from the extend line if the
two-position valve is operating properly.
3. System calibration is to be found in this section. Refer to POWER STEERING
CALIBRATION.
4. Check the servo solenoid coils with an ohmmeter or continuity checker for open or
shorted condition.
5. Continuity between pins A and B of the selector valve receptacle (J3) will confirm that
the arming valve is open.
6. Diodes may be checked by using an ohmmeter or a continuity checker; continuity
should be indicated in one direction only. In the event one of these diodes is shorted,
damage may have resulted to the amplifier.
7. The power steering can only be engaged with the switch in the TAXI or PARK position,
then momentarily pressing the activation switch on the power lever.
8. Restrictor fittings installed in the valve body inlet and return ports are color coded. The
inlet restrictor is brown and the return restrictor is black. Failure to install the restrictors
in the proper ports will render the landing gear inoperative (UB-1 thru UB-22).
B. Signal Amplifier (UA-1 and After; UB-1 and After)

Command and monitoring logic and functional testing of the fault detection circuits are all functions of
the power steering signal amplifier. Inputs from the command and nose gear follow-up potentiometers
are compared by way of a Wheatstone bridge circuit. When the amplifier senses an imbalance between
the sides of the bridge circuit, the nose gear actuator is driven one direction or the other in an attempt to
rebalance the bridge. Similarly, the two monitor potentiometers are compared to one another by the
amplifier. When an imbalance is sensed between the monitor potentiometer circuit and the control
potentiometer circuit, the amplifier will interrupt ground to the controlling relays at pin 1 of the amplifier,
and the system will be deactivated. On earlier model amplifiers the imbalance is sensed with 3°
difference between rudder pedal position and nosewheel position. On airplane with the amplifier, P/N
50700-5, a 7° difference will deactivate the system.
Inputs from the test switch bypass the command potentiometer and drive the nose gear actuator to the
right or left to create a deliberate imbalance between the monitor and control circuits. This imbalance is
then sensed by the amplifier, which activates the fault detection circuitry. Pin 16 inputs the test signal
while pins 26 and 31 provide the signal outputs.
The amplifier provides an output from pin 28 which, when applied back into the amplifier at pin 29, will
reset the nose gear maximum travel circuitry to a greater maximum travel so the airplane can be more
easily maneuvered for parking.
Operating current to the amplifier is input at pin 20 and grounding is effected at pin 22. Pins 37 and 19
are discrete outputs which operate the servo valve in the actuator.
Two adjustable potentiometers, accessible through the case of the amplifier, can be used for making
final adjustments for centering of the nose gear. One potentiometer is labeled CENTER and the other is
labeled MONITOR. Any time an adjustment is made to the centering potentiometer, an equal
adjustment must be made to the monitoring potentiometer.
Page 102
Nov 1/09 32-51-00
C. System Control (UA-1 and After; UB-1 and After)

When the Power steering control switch is in the OFF position, current from the 5-ampere power
steering control circuit breaker arms the MAN STEER FAIL annunciator circuit through the RH gear
downlock switch.
When the control switch is placed in the TAXI position, current to the MAN STEER FAIL annunciator
circuit is shunted around the RH gear downlock switch through the normally closed contacts of the
control relay. Control current is then fed through the LH gear safety switch to power the ground latching
relay and the control relay; however, neither relay is energized in this state since their ground circuits
are not complete. Current through the LH gear downlock switch is supplied to the fault indicator relay,
closing it. In the event the fault indicator relay does not close as a result of the amplifier removing
ground from the relay, the current will be fed through the normally closed contacts of the fault indicator
relay to the fault indicator time delay module and PWR STEER FAIL annunciator. The time delay
module must complete a two second delay before energizing the annunciator light. This same current is
also fed to the amplifier as operating power. The system is armed in this state, but not operating.
When the power steering activation switch is actuated, the ground circuit to the ground latching relay is
completed and the relay closes, latching to ground and simultaneously supplying ground to the control
relay which closes in response. When the control relay closes, ground is applied to the arming valve and
the servo valve circuits. At the same time, current which had been made available to the MAN STEER
FAIL annunciator circuit is now switched by the control relay to energize the two-position solenoid valve,
the pump motor power relay, the arming valve and the low pressure switch circuit and, if the low
pressure switch is closed, the fault indicator time delay module and the PWR STEER FAIL annunciator
after the appropriate time delay.
Placing the control switch in the PARK position applies the park signal to the amplifier which activates
the park circuitry after a four second time delay. In this state, should the power levers be advanced
enough to open the park disconnect switches, the park signal circuit will be interrupted and the control
switch will return to the TAXI position. When the park disconnect switches open, the steering disconnect
switches are opened as well, thereby removing ground from the ground latching relay, and opening it,
which will open the grounding circuit to the control relay, opening it. The fault indicator relay will continue
to be energized. When the control relay opens, the ground signals will be removed from the arming
valve and the servo valve. Power will be removed from the two-position solenoid valve, the pump motor
relay, the arming valve and the low pressure switch circuit.
Any time the amplifier senses a fault and system operation is interrupted, the nose gear always returns
to the caster mode and taxi is accomplished by differential braking.
D. Breakout Unit (UA-1 and After; UB-1 and After)

A breakout unit, used to access amplifier inputs and outputs, can be built in the shop from readily
available materials (Ref. Figure 101). Each jack on the face of the unit corresponds to a pin of the
connector on the power steering amplifier unit. Each wire in the length of cable which has the plug
attached to it is soldered to the correspondingly numbered jack and then attached to the receptacle on
the side of the unit. When the unit is completed and the unit's plug is connected to the amplifier and the
airplane harness is connected to the breakout unit, the breakout unit is in parallel with the airplane
harness and, therefore, in parallel with any signals carried through the breakout unit.
A digital voltmeter is recommended for use when troubleshooting the power steering system. Only a
digital voltmeter should be used when adjusting the potentiometers. The negative lead from the DVM
should be connected to jack number 22, since this is the only pin of the amplifier which has a continuous
ground.
Page 103
32-51-00 Nov 1/09
The troubleshooting Charts which follow are to be used as a guide for the logical flow of activity during
the troubleshooting procedure. All possible faults or pilot complaints and observations were considered
when building these troubleshooting Charts, and it is anticipated that all faults will be discovered during
troubleshooting if the Charts are followed to conclusion.
E. System Calibration (UA-1 and After; UB-1 and After)

Should troubleshooting reveal that an out-of-calibration condition has caused the fault in a system, the
command and monitoring potentiometers must be adjusted. The following procedure is the only
procedure recommended for calibration of the command and monitoring potentiometers.
(1) Jack the nose gear off the ground.
(2) Connect a regulated 28-vdc APU to the airplane.
(3) Connect the breakout unit between the amplifier and the airplane harness.
(4) The nose gear and the rudder pedals must be in the neutral position.
(5) Turn on the battery and master switches and the external power switch, then place the power
steering switch in TAXI.
(6) Measure the voltage between amplifier pins 33 and 25 and between pins 34 and 23; these
voltages must be equal to 24 ± 0.2 vdc.
(7) Divide this voltage by 2; this voltage ± 0.1 vdc is the target voltage for adjusting the
potentiometers.
(8) Connect a digital voltmeter between test points 14 and 34 of the breakout unit.
(9) Loosen the three clamping screws at the base of the potentiometer assembly.
(10) Rotate the command potentiometer assembly until the voltmeter reading is equal to the target
voltage ± 0.1 vdc.
(11) Tighten the three clamping screws.
(12) Connect the voltmeter between test points 6 and 36 and read this voltage.
(13) If adjustment is necessary, loosen the screw on the band clamp which holds the two
potentiometers together.
(14) Rotate the monitor potentiometer until the voltmeter reading is equal to the target reading ± 0.1
vdc.
(15) Tighten the band clamp screw securing the potentiometers.
(16) Recheck the adjusted voltages to ensure that the potentiometers did not move during the
tightening procedure.
(17) Connect the voltmeter between test points 17 and 33 of the breakout unit.
(18) Working in the nose gear wheel well, adjust this potentiometer assembly until the target voltage is
established and tighten the clamping screws.
Page 104
Nov 1/09 32-51-00
(19) Connect the voltmeter between test points 4 and 35.
(20) If adjustment is necessary, loosen the band clamp screw and adjust the monitor potentiometer to
the target voltage.
(21) Tighten the band clamp screw and recheck the voltages.
(22) Should the nose gear not be centered, the center adjusting potentiometer on the amplifier may be
adjusted to effect proper centering of the nose gear; however, be certain to note the number and
direction of turns, as an equal adjustment must be made to the monitor adjusting potentiometer on
the amplifier for proper balancing of the monitoring circuitry.
(23) Operate the nose gear in the park mode and check for proper nose gear travel limits; the nose
gear should travel smoothly and freely between the red travel limit marks on the nose gear strut.
NOTE: Should the rudder pedals be moved slowly, some incremental movement of the nose gear
may be noticed; however, this is a normal characteristic of the system.
Figure 101
Power Steering Breakout Unit
Page 105
32-51-00 Nov 1/09
Figure 102
Troubleshooting - Power Steering Not Operating Properly (7)
Page 106
Nov 1/09 32-51-00
Figure 103
Troubleshooting - PWR STEER FAIL Annunciation (7)
Page 107
32-51-00 Nov 1/09
Figure 104
Troubleshooting - Power Steering Control (7)
Page 108
Nov 1/09 32-51-00
Figure 105
Troubleshooting - Power Steering Valves (7)
Page 109
32-51-00 Nov 1/09
Figure 106
Troubleshooting - MAN STEER FAIL Annunciation (7)
Page 110
Nov 1/09 32-51-00
LANDING GEAR
200200
1. PROCEDURES
A. System Servicing (UA-1 and After; UB-1 and After)

Since the power steering system is a continuous flow system using the landing gear power pack
reservoir for the fluid source, servicing the system consists of maintaining the correct fluid level in the
landing gear hydraulic system as instructed in 32-30-00.
B. System Filter Replacement (UA-1 and After; UB-1 and After)

Replace the system filter every 100 hours for the first 300 hours of service, then every 600 hours. The
filter is located on the LH keel of the nose gear wheel well.
C. Hydraulic Fittings Installation (UA-1 and After; UB-1 and After)

Anytime a fitting is loosened or removed, discard the packing and install the fitting with a new packing.
To prevent damage to the packing, coat the packing and the threads of the fitting with hydraulic fluid
(39, Table 1, Chapter 91-00-00) before installing the packing on the fitting. Some fittings in the steering
system employ both an packing and a ring. When this type of fitting is loosened or removed, both the
packing and the ring must be replaced when the fitting is installed (Ref. Figure 201).
2. POWER STEERING ACTUATOR
A. Maintenance Checks (UA-1 and After; UB-1 and After)

(1) Turn power steering system OFF.
(2) Disconnect plug P490 from the low pressure switch located in the nose wheel well.
(3) Apply 28 vdc at P490 pin B to engage the pump and arm the actuator.
(4) Observe that the MAN STEER FAIL annunciator is illuminated. If not, and the continuity of the
system can be verified, replace the actuator.
(5) Remove the 28 vdc applied to P490 pin B.
(6) Disconnect the arming valve plug P491.
(7) “Cold soak” the arming valve using best shop practices.
Page 201
32-51-00 May 1/10
(8) Repeat Steps (1) through (3).
(9) If the MAN STEER FAIL annunciator illuminates within 10 seconds, the arming valve is leaking
and the actuator needs to be replaced.
B. Removal (UA-1 and After; UB-1 and After)

(1) Remove the nose landing gear from the airplane (Ref. 32-20-00).
(2) Loosen the nuts on the eccentric bolts (6) and (9) and turn the bolts to move the torque stop
adjustment blocks (7) and (8) away from the torque stops (11) and (12) (Ref. Figure 202).
(3) Disconnect the hydraulic lines from the actuator. Remove the brackets (15) and (16) securing the
hydraulic lines to the mounting plate (5).
CAUTION: As the hydraulic lines are disconnected from the actuator, plug or cap the openings to
prevent entry of foreign material into the lines or actuator.
(4) Remove the six bolts (1) attaching the straightener arm (2) and actuator to the nose gear
assembly.
(5) Remove the three bolts (3) securing the actuator to the mounting plate.
C. Installation (UA-1 and After; UB-1 and After)

(1) Install the actuator to the mounting plate (5) with the three bolts (3) (Ref. Figure 202).
(2) Install the actuator and mounting plate on the nose gear. When installing the mounting plate,
position the slots in the plate over the torque stops (11 and 12).
(3) Attach the actuator and straightener arm (2) to the nose gear with the six bolts (1). When installing
the actuator and straightener arm (2) to the nose gear, align the straightener roller and index mark
on the actuator with the nose gear wheel.
NOTE: Use care when tightening the eccentric bolts to avoid altering the adjustments.
(4) With the nut loosened turn the eccentric bolt (6) until the torque stop adjustment block (7) holds the
mounting plate (5) solidly against the RH torque stop (11). Tighten the nut on the eccentric bolt.
(5) After the RH torque stop adjustment block (7) is adjusted, adjust one of the LH blocks (8) to where
it has minimal contact up to 0.001 inch clearance from the stop (11), then adjust the other block to
have minimal contact up to 0.001 inch clearance. Tighten the nuts on the eccentric bolts (6) and
(9). Torque to 225 to 250 inch-pounds. Check that the shock strut rotates in the nose gear brace
without binding.
(6) Attach the brackets (15) and (16) securing the hydraulic lines to the mounting plate (5) and
connect the hydraulic lines to the actuator.
(7) Install the nose landing gear in the airplane (Ref. 32-20-00).
(8) Check the fluid level of the landing gear hydraulic system. (Ref. 32-30-00).
Page 202
May 1/10 32-51-00
Figure 201
Page 203
32-51-00 May 1/10
D. Repairing (UA-1 and After; UB-1 and After)

Should a fault in the actuator assembly develop, certain components of the assembly may be procured
from Hawker Beechcraft Parts & Distribution (HBP&D). The following instructions allow for the
disassembly and assembly of the actuator for the purpose of replacing the improperly operating
component. The improperly operating component should be returned to Hawker Beechcraft Parts &
Distribution (HBP&D) for reconditioning or overhaul. Disassembly of any component of the actuator
assembly, beyond the level detailed in these instructions, is not recommended by Hawker Beechcraft
Corporation (Ref. Figure 203).
(1) Release the air pressure from the hydraulic system reservoir by pressing the manual bleed valve.
(2) Retain all attaching hardware removed during disassembly of the actuator.
(3) Perform the POWER STEERING ACTUATOR REMOVAL procedure.
3. SERVO VALVE AND MANIFOLD (UA-1 AND AFTER; UB-1 AND AFTER)
A. Removal
(1) Disconnect the two hydraulic lines from the manifold.
(2) Remove the servo valve (1) from the actuator by removing the four internally wrenching retaining
screws (2) (Ref. Figure 203).
(3) Discard the four packing (3) between the selector valve and the restrictor manifold (4).
(4) Remove the restrictor manifold from the manifold assembly (5) and discard the four packings
located between the restrictor manifold and the manifold assembly.
(5) Remove the manifold assembly from the actuator assembly (6) by removing the four internally
wrenching attaching screws (7) and discard the two packings located between the manifold
assembly and the actuator assembly.
B. Installation
(1) Install two new packings (16) in the seal seats on the actuator assembly (6) (Ref. Figure 203).
(2) Attach the manifold assembly (5) to the actuator assembly using the four internally wrenching
screws (7).
(3) Install four new packings (17) in the seal seats on the restrictor manifold (4).
(4) Install the restrictor manifold on the manifold assembly (5).
(5) Install four new packings (3) in the seal seats on the servo valve (1).
(6) Install the servo valve on the restrictor manifold and secure the servo valve and restrictor manifold
to the manifold assembly with the four internally wrenching screws (2).
(7) Connect the two hydraulic lines to the pressure and return ports.
Page 204
May 1/10 32-51-00
4. ARMING SOLENOID (UA-1 AND AFTER; UB-1 AND AFTER)
A. Removal
(1) Remove the safety wire from the arming solenoid (Ref. Figure 203).
(2) Remove the arming solenoid (8) from the swivel adapter (9) located in the manifold assembly.
CAUTION: The solenoid piston located inside the solenoid attach fitting is matched to the
solenoid and is not interchangeable with the piston of any other solenoid. The piston
may fall out during removal of the solenoid.
To avoid losing the arming valve (10) located inside the manifold assembly swivel
adapter, place a piece of tape over the swivel adapter opening.
B. Installation
(1) Ensure that the arming valve (10) is in place within the manifold swivel adapter (9) (Ref. Figure
203).
(2) Install the arming solenoid (8) in the manifold assembly, taking care that the solenoid piston is in
place within the attach fitting of the solenoid.
(3) Rotate the swivel adapter until the solenoid wires and connector are oriented in the same direction
as the wires and connector on the servo valve, then safety wire the solenoid to the restrictor
manifold.
5. SWITCH (UA-1 AND AFTER; UB-1 AND AFTER)
A. Removal
(1) Remove the switch cover (11) from the manifold end plate (12) by removing the three internally
wrenching retaining screws (13) (Ref. Figure 203).
(2) Remove the two retaining bolts (14), nuts and washers which attach the switch assembly (15) to
the switch mounting and remove the switch assembly.
NOTE: Note the position of the switch actuator lever; the dimple in the arm of the switch actuator
lever must ride on the switch button when the actuator lever is pressed.
B. Installation
(1) Position the switch actuator lever on the switch assembly (15) so that the dimple in the actuator
lever arm is contacting the switch button when the actuator lever is pressed (Ref. Figure 203).
(2) Install the switch assembly so that the roller on the switch actuator arm is against the manifold
spool (18) and secure the switch to the end plate (12) with the two bolts (14), nuts and washers.
(3) Attach a continuity checker or ohmmeter to pins A and B of the switch assembly connector.
(4) Adjust the switch toward the spool until the switch actuates (indicated by continuity through the
switch contacts), then back the switch off until the switch just deactuates (indicated by a loss of
continuity).
(5) Tighten the two retaining nuts securing the switch in this position.
Page 205
32-51-00 May 1/10
(6) Install the switch cover retaining screws (13), leaving the switch cover (11) off.
CAUTION: Do not apply pressure to the actuator without installing the switch cover retaining
screws as damage to the actuator may occur.
(7) Pressurize the hydraulic fluid reservoir with shop air regulated to 18 psig before proceeding to the
next Step.
(8) Energize the arming solenoid and apply hydraulic pump pressure to the system, by placing the
power steering control switch in TAXI or ARM and pressing the activate button.
(9) Notice that the spool moves out slightly, causing the switch to actuate when the activate button is
pressed.
NOTE: When the switch is properly adjusted, continuity through the switch contacts will be
indicated by the continuity checker or ohmmeter. Should the switch fail to actuate during
this check, readjust the switch as before and repeat the continuity check.
(10) After the switch is properly adjusted, install the switch cover.
Page 206
May 1/10 32-51-00
Figure 202
Power Steering Actuator Installation
Page 207
32-51-00 May 1/10
Figure 203
Actuator Repairing
Page 208
May 1/10 32-51-00
6. PUMP AND MOTOR (UA-1 AND AFTER; UB-1 AND AFTER)
A. Removal
(1) Disconnect the electrical wiring from the pump motor (Ref. Figure 204).
(2) Remove the pressure and suction lines from the pump.
(3) Remove the seep drain line (16) from the bottom of the pump and motor assembly.
CAUTION: As the hydraulic lines are disconnected from the pump, plug or cap the openings to
prevent entry of foreign material into the lines or pump.
(4) While supporting the pump and motor assembly, remove the four bolts (19) and washers securing
the assembly to the mounting bracket (17).
B. Installation
(1) Position the pump and motor on the mounting bracket (17) and install the four bolts (19) and
(2) Connect the suction and pressure lines to the pump. If the unions (11) were removed from the
pump, install new packings (12).
(3) Connect the seep drain line (16) to the pump and motor. If the elbow (15) was removed, install a
new ring (14) and packing (13).
7. SOLENOID VALVE (2-POSITION) (UA-1 AND AFTER; UB-1 AND AFTER)
A. Removal
(1) Disconnect the electrical wiring from the solenoid valve.
(2) Disconnect the hydraulic lines from the tee (1) mounted in the valve (Ref. Figure 204).
(3) Disconnect the gear-up line (9) from the valve.
CAUTION: As the hydraulic lines are disconnected from the valve, plug or cap all openings to
prevent entry of foreign materials into the valve or hydraulic lines.
(4) Remove the two bolts (8) and washers securing the valve to the mounting bracket (4).
B. Installation
(1) Position the valve on the mounting bracket (4) and install the two bolts (8) and washers
(Ref. Figure 204).
(2) If the tee (1) was removed from the valve, install the tee with a new ring (2) and packing (3)
(Ref. Figure 207).
(3) Connect the hydraulic lines to the tee.
(4) Connect the gear-up line (9) to the valve. Install a new packing (6) if the union (7) was removed.
Page 209
32-51-00 May 1/10
8. SIGNAL AMPLIFIER (UA-1 AND AFTER; UB-1 AND AFTER)
A. Removal
(1) Remove the copilot's seat (Ref. Chapter 25-10-00, SEAT REMOVAL).
(2) Remove the access panel from between the copilot's seat tracks (Ref. Chapter 06-50-00, FLOOR
ACCESS PANELS).
(3) Disconnect the electrical wiring from the amplifier.
(4) Remove the four screws and washers securing the amplifier to the mounting panel.
B. Installation
(1) Position the amplifier on the mounting panel and install the four screws and washers securing the
amplifier.
(2) Connect the electrical wiring to the amplifier.
(3) Install the access panel between the copilot's seat tracks (Ref. Chapter 06-50-00, FLOOR
ACCESS PANELS).
(4) Install the copilot's seat (Ref. Chapter 25-10-00, SEAT REMOVAL).
Page 210
May 1/10 32-51-00
Figure 204
Power Steering Pump and Motor and Solenoid Valve
Page 211
32-51-00 May 1/10
9. DISCONNECT AND PARK DISCONNECT SWITCH (UA-1 AND AFTER; UB-1 AND
AFTER)
A. Adjustment
A park disconnect and a steering disconnect, cam-operated switch for each power lever is mounted on
the pedestal structure. The switches are adjusted to open when the power levers are moved beyond an
N1 speed of 89% to 91%. The airplane must be in flight when determining the 89% to 91% N1 speed
position of each power lever, as the ram air effect will alter the N1 position indicated during ground
operation.
(1) With the airplane in flight, advance the power levers until an N1 speed of 89% to 91% is attained
on each engine. Set both power levers to the same N1 speed.
(2) Mark the position of the power levers on the pedestal with tape and land the airplane.
(3) Locate the electrical plug on the LH forward side of the pedestal. Disconnect the plug and connect
a continuity checker to pins 15B and 16B of the receptacle; connect another continuity checker to
pins 17B and 18B of the receptacle.
(4) Place the power steering control switch in the PARK position.
(5) With the RH power lever forward of the mark on the pedestal and the LH power lever aft of the
mark, there should be continuity through the LH set of switches as indicated by the continuity
checkers. Move the LH power lever forward through the mark on the pedestal, both continuity
checkers should show a loss of continuity at the mark on the pedestal. Now move the RH power
lever aft of the mark and the LH power lever forward of the mark, and repeat the above check
moving the RH power lever forward through the mark.
NOTE: The power steering control switch must be in the PARK position while checking the
switches for proper adjustment.
If the switches do not function as described in Step (5), adjust them as follows:
(a) Remove the instrument panel from the pedestal.
(b) Remove the knobs from the pedestal levers.
(c) Remove the screws securing the electroluminescent panel to the pedestal.
(d) Transfer the tape marks on the electroluminescent panel to the pedestal structure under the
panel and remove the electroluminescent panel from the pedestal.
(e) With the RH power lever forward of its mark on the pedestal, align the LH power lever with its
mark on the pedestal. Place the power steering control switch in the PARK position.
(f) Loosen, but do not remove, the screws (1) securing the LH switch mounting bracket (2) to
the pedestal and move the mounting bracket forward or aft until the switches just open with
the LH power lever aligned with the mark on the pedestal. When the switch mounting bracket
is in the correct position, tighten the screws (1) (Ref. Figure 205).
(g) With the LH power lever forward of its mark on the pedestal, align the RH power lever with its
mark on the pedestal. Place the power steering control switch in the PARK position.
Page 212
May 1/10 32-51-00
(h) Loosen, but do not remove, the screws (3) securing the RH switch mounting bracket (4) to
the pedestal and move the mounting bracket forward or aft until the switches just open with
the RH power lever aligned with the mark on the pedestal. When the switch mounting
bracket is in the correct position, tighten the screws (3).
(i) Check the switch adjustment. Refer to Step (5).
(j) Install the electroluminescent panel to the pedestal with the attaching screws.
(k) Install the knobs on the pedestal levers.
(l) Install the instrument panel on the pedestal.
(6) Disconnect the continuity checkers from the electrical receptacle on the pedestal and connect the
airplane wiring harness to the receptacle.
Page 213
32-51-00 May 1/10
Figure 205
Steering Disconnect and Park Disconnect Switch Adjustment
Page 214
May 1/10 32-51-00
10. NOSE WHEEL CENTERING MECHANISM (UA-1 AND AFTER; UB-1 AND AFTER)
A. Removal
(1) Straightener Link.
(a) Remove the nut, washer and bolt attaching the aft end of the link to the bracket on the left
wheel well keel (Ref. Figures 206 and 207).
(b) Remove the nut, washer and bolt attaching the forward end of the link to the steering
bellcrank.
(2) Steering Bellcrank
(a) Disconnect the nose gear follow-up potentiometer at the steering bellcrank.
(b) Remove the nut, washers, grip bushing and bolt attaching the steering bellcrank to the
airplane structure.
(c) The straightener guide can be removed from the bellcrank with removal of the two attaching
bolts.
B. Installation
(1) Steering bellcrank.
(a) Secure the straightener guide to the bellcrank with the two bolts, nuts and washers
(b) Attach the bellcrank to the airplane structure with the bolt, grip bushing, washers and nut.
Install up to a maximum of three washers (P/N 100951-X-032-XH) to provide 0.09-inch
clearance between the straightener guide and the straightener bracket when the nose wheel
is rotated as far as possible to the left and to the right. Lubricate the bellcrank with grease
(61, Table 1, Chapter 91-00-00).
(c) Attach the nose gear follow-up potentiometer at the steering bellcrank.
(2) Straightener Link
(a) Install the bolt, washer and nut attaching the aft end of the straightener link to the steering
bellcrank.
(b) Install the bolt, washer and nut attaching the aft end of the straightener link to the bracket on
the left wheel well keel.
Following installation, check and adjust nose wheel centering. The nose gear position switch, if
installed, and the nose gear follow-up potentiometer.
C. Adjustment
(1) Place the airplane on jacks (Ref. Chapter 07-10-00).
(2) Check the straightener link for a nominal length of 29.95 inches. Adjust the link length by rotating
each rod end in or out as required to obtain the correct length (Ref. Figure 207).
Page 215
32-51-00 May 1/10
(3) Slowly retract the landing gear and observe the straightener roller on the nose gear as it makes
contact with the straightener bracket on the airplane structure. During the retraction of the nose
gear, the straightener roller should travel into the center slot of the straightener bracket without
contacting the ramp portion of the bracket. Adjust the length of the straightener link as required to
center the roller in the straightener bracket during retraction of the nose gear.
(4) After the straightener link is properly adjusted, adjust the nose gear position switch and the nose
gear follow-up potentiometer.
(5) Remove the airplane from jacks (Ref. Chapter 07-10-00).
D. Nose Gear Position Switch Adjustment

With the nose gear straightener link properly adjusted, adjust the nose gear position switch mounted on
the straightener link. Loosen the lock nut and screw the actuating nut in or out as required. When the
straightener link is in the static position, the switch is actuated using 0.06 ± 0.03 inch of the available
overtravel. After adjustment of the switch, a minimum of two threads must be exposed on both ends of
the actuating rod. If necessary, loosen the switch mounting nuts and reposition the switch to meet the
above requirement (Ref. Figure 207).
Page 216
May 1/10 32-51-00
Figure 206
Nose Wheel Centering Mechanism Removal and Installation
Page 217
32-51-00 May 1/10
Figure 207
Nose Wheel Centering and Position Switch Adjustment
Page 218
May 1/10 32-51-00
LANDING GEAR
32-52-00

00
1. GENERAL
on jacks.
gear.
The power steering system has three modes: TAXI, PARK and caster. The TAXI mode provides ± 15°
steering and PARK mode provides ± 55° steering. Both are selected by the TAXI/PARK switch on the
pedestal. The caster mode is in effect when the system is OFF. Power lever disconnect switches and an
activate switch control when the two steering modes are operable.
Page 1
32-52-00 Nov 1/09
Three annunciators report system status:

• PWR STEER ENGA - system is activated and ready.
• PWR STEER FAIL - system electrical failure or low hydraulic pressure.
• MAN STEER FAIL - system actuator has not returned to caster mode.
A 3000 psig hydraulic pump and motor assembly located in the nose wheel well supplies hydraulic pressure
and receives hydraulic fluid from the hydraulic reservoir mounted on the RH pressure bulkhead. Power for the
pump motor is supplied through the power steering motor relay and 30 ampere circuit breaker, which is
located in the LH nacelle on the electrical power distribution panel. A pressure switch and filter are located in
the nose wheel well. The pressure switch detects low pressure and signals the power steering relay PCB.
The filter protects the hydraulic fluid from contamination.
Two command potentiometers, mounted on the pilot's rudder pedal assembly, transmit the pilot's steering
input to the power steering amplifier, located under the copilots seat. The amplifier and power steering relay
PCB control the actuator. The amplifier compares potentiometer inputs and directs actuator movements. The
power steering relay PCB contains relay logic to activate the system with respect to power lever positions,
landing gear positions and signals the annunciator fault detect PCB.
The power steering actuator twists the nose gear strut right or left with respect to rudder pedal movement.
The actuator consists of two pistons, a selector valve, servo valve, arming valve, response restrictors, and a
feedback potentiometer. The selector valve allows hydraulic fluid to move the pistons or isolates the pistons.
The servo valve directs hydraulic fluid pressure to each piston as required for nose wheel movement. The
actuator arming valve prevents the entry of the pressure fluid into the actuator until it is energized. The
response restrictors dampen the actuator movement. The feedback potentiometer provides voltage feedback
to the power steering amplifier which is recognized as nose wheel strut movement (Ref. Figure 103, POWER
STEERING - TROUBLESHOOTING).
A. Power Steering Amplifier (UC-1 and After)

The power steering amplifier contains fault diagnostic circuits to aid in isolating system faults. The fault
diagnostic codes are shown in the POWER STEERING - TROUBLESHOOTING section of this chapter
(Ref. Figure 102).
Command, feedback and logic circuits control the actuator and report status to the relay PCB. Inputs
from the command and feedback circuits are compared and as a result the actuator valves are
positioned to move the nose gear right or left. When an imbalance of approximately 10° TAXI mode is
sensed between the feedback potentiometer circuit and the command potentiometer circuit, the
amplifier will interrupt the relay PCB logic, and the system will be deactivated.
An adjustable potentiometer, placarded center on the power steering amplifier, is used for centering the
nose gear.
Page 2
Nov 1/09 32-52-00
Figure 1
Power Steering System (UC-1 and After)
Page 3
32-52-00 Nov 1/09
LANDING GEAR
TROUBLESHOOTING
100100
1. PROCEDURES
on jacks.
gear.
maintenance and rigging (Ref. Chapter 91-00-00 Figure 1, Sheet 8).
A. Troubleshooting Notes (UC-1 and After)

Refer to Chart 1 in Figure 103, TROUBLESHOOTING FLOWCHART.
(1) Circuit breakers are to be CLOSED when checking voltages.
(2) Circuit breakers are to be OPEN and tagged when checking continuity.
Page 101
32-52-00 Nov 1/09
(3) Once a malfunction is isolated to an individual printed circuit board, printed wiring board, amplifier,
or relay, replace that component, then continue.
(4) Check voltage or continuity across switches by opening and closing switches as required.
(5) If power steering electrical system is down, check relay and limiter in LH Nacelle.
(6) Check solder joints for cold or open connections.
(7) Check connectors and plugs for proper grounding and bent or broken pins. Check ground and
shielded wires for proper ground.
B. Airplane Configuration (UC-1 and After)

Prior to troubleshooting the power steering system, place the airplane in the following configuration.
(1) Landing gear - DOWN and LOCKED.
(2) Perform NOSE JACKING procedure (Ref. Chapter 07-10-00).
(3) Nose wheel - CENTERED.
(4) Rudder pedals in NEUTRAL with rig pin installed.
(5) 28-vdc ground power is applied.
(6) Engine power levers - less than 90%.
(7) Main landing gear on the ground or squat switches bypassed (Ref. Model 1900C Airliner Electrical
Wiring Diagram Manual (UC-1 and After) P/N 114-590021-61).
C. System Configuration (UC-1 and After)

Configure the circuit breakers and switches as follows:
(1) CB182 NOSE GEAR STEER circuit breaker - CLOSED.
(2) CB138 ANN IND circuit breaker - CLOSED.
(3) CB10 Power steering pump motor circuit breaker (Left Nacelle) - CLOSED.
(4) Battery switch - ON.
(5) GEN TIES switch - MAN CLOSE.
(6) Power steering POWER switch - ON.
D. System Checks (UC-1 and After)

To assist in determining the source of a system fault the power steering amplifier is equipped with fault
diagnostics. In the event there is a system fault the amplifier will display a fault code. On earlier
amplifiers, P/N 2-7657-4/4A, the 5 LED’s on the face represent a digital code; on UC-46 and After, and
on spares replacements, the amplifiers, P/N 2-7657-5, have a single digit alphanumeric display on the
top to represent the same diagnostic code (Ref. Figure 101).
Page 102
Nov 1/09 32-52-00
During the first two seconds after power-up the amplifier conducts a self-test. On the -4 amplifiers the
green LED will illuminate followed by LED’s 1 through 4 at 0.5 second intervals. On -5 amplifiers the
alpha-numeric display will illuminate.
NOTE: On -5 amplifiers, disregard a 7 or 8 readout at power-up.
(1) Turn the power steering POWER switch ON.
(2) Check the amplifier for a fault code (Ref. Figure 101).
(3) Press the power steering enable switch on the pedestal power lever and observe the following:
(a) PWR STEER FAIL annunciator extinguishes.
(b) PWR STEER ENGA annunciator illuminates.
(c) Power steering pump begins running.
(4) Remove the rig pin from the rudder pedal bellcrank and move the pedals full-left and full-right.
(5) Center the rudder pedals and observe the position of the nose wheel. If the nose wheel is not
centered, perform POWER STEERING OFFSET ADJUSTMENT.
(6) Toggle the power steering mode switch in and out of PARK and TAXI and note any movement of
the nose wheel. Refer to Chart 1 in Figure 103, TROUBLE SHOOTING FLOWCHART for
corrective action.
(7) After performing these Steps use the diagnostic codes and the TROUBLESHOOTING
FLOWCHART to isolate any problems incurred.
(8) After all checks and/or repairs are complete perform LOWERING THE AIRPLANE AFTER NOSE
JACKING procedure (Ref. Chapter 07-10-00).
Page 103
32-52-00 Nov 1/09
E. Required Test Equipment (UC-1 and After)

On the 1900 Airliner airplane, two test boxes are required to effectively troubleshoot the power steering
system. The test boxes are installed in series with the power steering amplifier and airplane wire
harness or between the power steering relay PCB and the airplane wire harness. Numbered test jacks
on each test box accommodate checking voltages, measuring continuity and jumping system
components. In addition, a nose centering tool may be used to closely measure nose wheel movement.
Listed are the test boxes on the power steering system and nose centering tools to be used.
Power Steering System Test Boxes (UC-1 and After)

Part Number Used On
114-380045/935 Power Steering Amplifier
114-380045/935-1 Power Steering Relay PCB
Nose Centering Tools (UC-1 and After)

Part Number Used On
114-820000/939 Nose Strut
114-820000/939-1 Nose Strut
Page 104
Nov 1/09 32-52-00
UE21B
991315AA.AI
Figure 101
Power Steering Amplifier Fault Display Codes
(UC-1 and After)
Page 105
32-52-00 Nov 1/09
Page 106
Nov 1/09 32-52-00
UE32B
991238AA.AI
Figure 102
Power Steering Schematic (UC-1 and After)
Page 107
32-52-00 Nov 1/09
Page 108
Nov 1/09 32-52-00

Troubleshooting Flowchart (UC-1 and After)
Page 109
32-52-00 Nov 1/09

Page 110
Nov 1/09 32-52-00

Page 111
32-52-00 Nov 1/09

Page 112
Nov 1/09 32-52-00

Page 113
32-52-00 Nov 1/09

Page 114
Nov 1/09 32-52-00

Page 115
32-52-00 Nov 1/09
Figure 104
Power Steering Relay Panel (UC-1 and After)
Page 116
Nov 1/09 32-52-00
Figure 105
Power Steering Actuator Schematic (UC-1 and After)
Page 117
32-52-00 Nov 1/09
Figure 106
Troubleshooting - Power Steering Valves (7)
Page 118
Nov 1/09 32-52-00
LANDING GEAR
200200
1. PROCEDURES
on jacks.
gear.
2. COMMAND POTENTIOMETER
A. Removal (UC-1 and After)

(1) Disconnect ground power and turn the battery OFF.
Page 201
32-52-00 Nov 1/09
(2) Remove floor panel (1) under the pilot's rudder pedals (Ref. Chapter 06-50-00).
(3) Disconnect the electrical connector from the command potentiometer (Ref. Figure 1, in the
(4) Disconnect the spring, if installed, from the adjustable link.
(5) Disconnect adjustable link, at the forward clevis, from the lever on the command potentiometer.
(6) Move the lever on the potentiometer as required to gain access to the retaining pin securing lever
to the input shaft.
(7) Remove pin and lever.
(8) Loosen the three screws securing the mounting clamps of the potentiometer. Remove one clamp
and screw.
(9) Remove potentiometer.
B. Installation (UC-1 and After)

(1) Set the command potentiometer in place on the mounting plate and install the clamp and screw
(Ref. Figure 1, in the Description and Operation section).
(2) Adjust the three screws of the mounting clamps to support the potentiometer and allow rotational
movement.
(3) Install the lever on the command potentiometer. Secure with pin.
(4) Connect the forward end of the adjustable link to the lever.
(5) Perform COMMAND POTENTIOMETER RIGGING and COMMAND POTENTIOMETER

ADJUSTMENTS found in this section.
(6) Connect the electrical connector of the command potentiometer.
(7) Connect spring, if removed, to adjustable link.
(8) Install pilots floor panel (1) (Ref. Chapter 06-50-00).
C. Rigging (UC-1 and After)

(1) Disconnect ground power and turn the battery OFF.
(3) Set the rudder pedals at neutral and install a rig pin in the rudder pedal bellcrank.
(4) Disconnect the electrical connector (E182J1) from the command potentiometer (Ref. Figure 1, in
the Description and Operation section).
(5) Loosen the forward and aft clamps securing the command potentiometer assembly on the rudder
flight control torque tubes.
Page 202
Nov 1/09 32-52-00
(6) Install a 3/16-inch-diameter rig pin through the aft clamps and into the forward clamps to align the
aft lever assembly with the potentiometer support assembly.
(7) Loosen the three screws securing the mounting clamps of the command potentiometer.
(8) Measure between pins E182J1-2 and E182J1-3; adjust the potentiometer to a reading of 2500
ohms.
NOTE: DO NOT overtighten the screws on the potentiometer mounting clamps. The adjustments
made may move if the clamps are too tight.
(9) Tighten the screws securing the mounting clamps.
(10) Tighten the forward and aft clamps holding the potentiometer assembly on the torque tubes of the
rudder flight control system.
(11) Remove the rig pin from the forward and aft clamps.
(12) Remove the rig pin from the rudder pedal bellcrank.
D. Command Potentiometer and Amplifier Adjustments (UC-1 and After)

NOTE: To perform these adjustments, the power steering system must be ON and enabled. Refer to
AIRCRAFT CONFIGURATION and SYSTEM CONFIGURATION in the troubleshooting
procedures section.
(2) Set the engine power levers to IDLE (Ref. Figure 1, in the Description and Operation section).
(3) Connect the 114-380045/935 test box between the power steering amplifier and the airplane wire
harness.
(4) Install the nose centering tool, P/N 114-820000/939, on the nose strut.
(5) Remove the spring, if installed, from the adjustable link.
(6) Remove the safety clips from the adjustable link of the command potentiometer.
(7) Remove the rig pin from the rudder pedal bellcrank.
(8) Remove the stop pins from the nose centering tool. Do not allow the actuator to travel and hit the
stops.
(9) Measure and record the voltage between test jacks 22 and 14 on the test box with the rudder
pedals in neutral.
(10) Measure and record the voltage with the rudder pedals hard left.
(11) Measure and record the voltage with the rudder pedals hard right.
Page 203
32-52-00 Nov 1/09
(12) If the voltage measurements from neutral to hard left and neutral to hard right are within 0.015 volt,
secure the adjustable link with the safety clips.
(13) If the neutral to right voltage is greater than the left voltage reading, shorten the adjustable link.
(14) If the neutral to right voltage is less than the left voltage reading, lengthen the adjustable link.
(15) Install the safety clips in the adjustable links.
(16) Install the spring, if removed, on the adjustable link.
(17) Set the rudder pedals at neutral.
(18) Toggle the PARK/TAXI switch back and forth between positions and observe any nose wheel
movement. Adjust potentiometer until there is no movement of the nose wheel when the selector
switch is switched between TAXI and PARK mode.
NOTE: DO NOT overtighten the screws on the potentiometer mounting clamps. The adjustments
made may move if the clamps are too tight.
(19) Tighten the screws of the mounting clamps of the command potentiometer.
(20) Check for nose wheel movement again after tightening the command potentiometer clamps.
(21) Install a rig pin in the rudder pedal bellcrank.
(22) Check the position of the nose wheel. The nose wheel may not be at true center position. Adjust
the power steering amplifier centering potentiometer through the opening placarded “CENTER”
adjustment location of the applicable amplifier.
(24) Return the airplane to service.
3. HYDRAULIC FILTER
A. Servicing
Replace the system filter (10) every 100 hours of service for the first 300 hours and every 600 hours
there after. The filter is accessible through the nose wheel well (Ref. Figure 201).
4. SUPPLY AND RETURN FILTER UNION (UC-143 AND AFTER; AND

EARLIER UC SERIALS WITH KIT NO. 114-8021-1S INSTALLED)
A. Servicing
Remove and clean or replace the filter unions 100 hours after any maintenance on the power steering
system which required opening any hydraulic line, fitting or port in the actuator between the primary
system filter and the actuator, or if power steering operation indicates filters have possibly become
clogged (Ref. Figure 201).
The filter unions are accessible in the nose wheel well, in the hydraulic supply and return ports in the
actuator.
Page 204
Nov 1/09 32-52-00
CAUTION: Exercise extreme care to avoid introducing any contamination into the system when
servicing these filters.
(1) Carefully clean the exterior of the filter unions and nearby portions of the lines and the actuator
body.
(2) Disconnect the attaching lines and remove the filter unions. Tag the unions for correct port location
to ensure proper installation.
(3) Clean the filter unions with cleaning solvent (2, Table 1, Chapter 91-00-00) and blow dry with
filtered compressed air.
NOTE: It is recommended that the unions be agitated in an ultrasonic cleaner, then flushed with
clean solvent.
(4) Install the filter unions in the same ports from which they were removed.
(5) Perform HYDRAULIC RESERVOIR SERVICING procedure in this section.
5. HYDRAULIC RESERVOIR (UC-1 AND AFTER)
A. Servicing
(1) Fill the hydraulic reservoir (1) (Ref. Figure 201) with hydraulic fluid (39, Table 1, Chapter
91-00-00).
(2) Bleed the hydraulic system by loosening the B-nut at the hydraulic filter inlet and operating the
pump and motor briefly to ensure that all air has been bled from the inlet and outlet lines to the
pump. Tighten the fitting.
(3) Fill the hydraulic reservoir (1) (Ref. Figure 201) with hydraulic fluid (39, Table 1, Chapter
91-00-00).
(4) Operate the pump and motor until the air has been purged from the rest of the system.
(5) Fill the hydraulic reservoir with hydraulic fluid.
6. ACTUATOR (UC-1 AND AFTER)
A. Removal
(1) Disconnect and tag the four electrical connectors (5), (6), (16), and (18) from the power steering
actuator (7) (Ref. Figure 202).
CAUTION: As hydraulic lines are disconnected, tag and plug or cap the openings.
(2) Disconnect the hydraulic supply and return lines (4) and (11) from the actuator at the bracket
(Ref. Figure 201).
(3) Perform NOSE LANDING GEAR REMOVAL procedure (Ref. 32-20-00).
(4) Loosen the nuts on the eccentric bolts (10 and 15). Turn the bolts slightly to move the torque stop
adjustment blocks (9) away from the torque stops (11) (Ref. Figure 202).
(5) Remove the six bolts (2) attaching the straightener arm (3) to the nose gear assembly.
Page 205
32-52-00 Nov 1/09
(6) Remove the three bolts (4) and actuator (7) from the airplane.
B. Installation
(1) Position the actuator on the mounting plate (8) and secure with the three bolts (4)
(Ref. Figure 202).
(2) Position the actuator and mounting plate on the nose gear. Position the slots in the plate over the
torque stops (11).
(3) Attach the actuator and straightener arm (3) to the nose gear with six bolts (2). Align the
straightener roller and index mark (17) on the actuator with the nose gear wheel.
(4) Loosen the nut on the eccentric bolt (15) and turn the bolt until the torque stop adjustment block
(9) holds the mounting plate (8) solid against the torque stop (11). Tighten nut.
(5) Adjust one block (9) to where it has minimal contact up to 0.001 inch clearance from the stop (11),
then adjust the other block to have minimal contact up to 0.001 inch clearance.
NOTE: Use care when tightening the eccentric bolts to avoid altering adjustments.
(6) Tighten the nuts on eccentric bolts (10) and (15). Torque 225 to 250 inch-pounds.
(7) Check that the shock strut rotates in the nose gear brace without binding.
(8) Perform NOSE LANDING GEAR INSTALLATION procedure (Ref. 32-20-00).
NOTE: Any time a fitting is loosened or removed, install new packings.
(9) Connect the hydraulic supply and return lines (4) and (11) to the actuator (Ref. Figure 201).
7. SERVO VALVE (UC-1 AND AFTER)
A. Removal
CAUTION: Before removing any component from the actuator, completely clean the actuator around
the component with a clean, lint-free rag lightly moistened with MPK. Do not clean the
actuator with high pressure water or steam since this may damage the electrical wiring and
connectors. Ensure that the highest standards of cleanliness are maintained whenever the
actuator or any line leading to the actuator is opened.
(1) Disconnect the return fluid hose from the tee on the left side of the nose wheel well. Dispose of any
fluid. Cap both the tee and hose (Ref. Figure 201).
NOTE: Retain and note locations of all attaching hardware for later use.
(2) Disconnect the electrical connector and remove the servo valve harness from all clamps and
supports (Ref. Figure 203).
(3) Remove safety wire on the four internally wrenching servo valve retaining screws. Remove the
screws and the servo valve.
Page 206
Nov 1/09 32-52-00
B. Installation
CAUTION: The servo valve may be damaged by rough handling.
(1) Ensure that the four packings supplied with servo valve are properly seated in the valve ports and
install the valve using the four internally wrenching screws. Install safety wire through the four
screw heads (Ref. Figure 203).
(2) Connect the servo valve electrical connector and install the harness into the clamps and supports.
(3) Connect the return fluid hose to the tee on the left side of the nose wheel well.
(4) Perform HYDRAULIC RESERVOIR SERVICING procedure in this section and check for leaks.
(5) Any time a servo valve is removed the following tests must be performed:
(a) Perform NOSE JACKING procedure (Ref. Chapter 07-10-00).
(b) Connect external power.
(c) Turn on and engage power steering.
(d) With the system operating in park mode, check that the nose strut can travel smoothly to 55
± 5° left and right from neutral or centered position. If travel is jerky or the rate varies
appreciably through the range of travel, check all joints for binding and proper lubrication
before proceeding.
(e) Starting from a nose strut position of 45° right, abruptly swing the rudder pedals to full nose
left position and record the time required for the nose strut to travel through 45° left position
to the nearest ± 0.2 second. Repeat this procedure from left to right. The times shall be
between 5.0 and 6.0 seconds at a fluid temperature of 80° to 90°F. Times outside this range
indicate the servo valve may have been contaminated or damaged during installation.
NOTE: Times below this range due to prolonged system operation or high fluid
temperatures and times above this range due to low fluid temperatures are normal
and acceptable as long as the system operation is smooth and the rate of nose
wheel travel to the left is approximately the same as to the right.
(f) Turn power steering off, turn master power off.
(g) Disconnect ground power from the airplane.
(h) Perform LOWERING THE AIRPLANE AFTER NOSE JACKING procedure

8. ARMING VALVE (UC-1 AND AFTER)
A. Removal
CAUTION: Before removing any component from the actuator, completely clean the actuator around
the component with a clean, lint-free rag lightly moistened with MPK. Do not clean the
actuator with high pressure water or steam since this may damage the electrical wiring and
connectors. Ensure that the highest standards of cleanliness are maintained whenever the
actuator or any line leading to the actuator is opened.
Page 207
32-52-00 Nov 1/09
(1) Disconnect the pressure and return fluid tubes from the actuator fittings. Dispose of any drained
fluid. Cap both the tubes and actuator fittings (Ref. Figure 202).
NOTE: Retain and note locations of all attaching hardware for later use.
(2) Disconnect the servo valve, arming valve and mode indicating switch electrical connectors and
remove the harnesses from all clamps and supports.
(3) Remove safety wire on all eight of the internally wrenching servo valve and arming valve retaining
screws. Remove the four screws at the ends of the manifold and remove the complete manifold
assembly from the actuator. Plug the ports in the manifold and actuator assemblies and remove
the manifold assembly to a clean, protected work area.
CAUTION: The pressure and return seats between the arming valve solenoid and the manifold
assembly are spring loaded.
(4) Carefully remove the two remaining internally wrenching solenoid retaining screws so as not to
lose the valve seats or ball. Remove the solenoid from the manifold assembly and remove the
valve seats, ball, and seals from the bottom of the solenoid.
B. Installation
NOTE: To assist assembly of the arming valve onto the manifold assembly, application of 28 VDC
across pins A and B of the solenoid will hold the ball and valve seats into the solenoid cavity.
(1) Using new seals, assemble the ball, valve seats and seals into the solenoid cavity and install the
arming valve assembly onto the manifold assembly with the solenoid wire harness toward the
servo valve. Install the two short internally wrenching solenoid retaining screws adjacent to the
servo valve (Ref. Figure 202).
(2) Remove the port plugs from the manifold and actuator assemblies, assemble two new packings
into the manifold ports and install the complete manifold assembly onto the actuator assembly.
Install safety wire through the eight screws.
(3) Connect the servo valve, arming valve and mode-indicating switch electrical connectors, and
install the harnesses into the clamps and supports.
(4) Connect the pressure line to the actuator inlet fitting and uncap the outlet fitting.
(5) Connect external power, fill the brake and power steering reservoir and bleed air from the
plumbing and actuator by momentarily engaging the power steering system.
(6) Whenever an arming valve solenoid or any of the arming valve seals or seats are replaced, the
following test must be performed:
(a) Unplug the arming valve electrical connector, turn on and engage the power steering system.
Hold the engage button on the power lever if required to keep the system engaged.
(b) Allow the leakage from the actuator port to stabilize and collect the leakage for one minute.
The leakage shall not exceed 20 drops per minute. Leakage in excess of this amount
indicates the seals or pressure seats may have been damaged during assembly and should
be replaced.
(c) Unplug and connect the actuator fluid return tube, fill and bleed the system.
Page 208
Nov 1/09 32-52-00
(d) Perform NOSE JACKING procedure (Ref. Chapter 07-10-00).
(e) Engage power steering and check for proper operation.
(f) Perform LOWERING THE AIRPLANE AFTER NOSE JACKING procedure

9. MANUAL STEERING FAIL SWITCH (UC-1 AND AFTER)
A. Removal
(1) Disconnect electrical connector of the fail switch and remove the switch harness from all clamps
and supports (Ref. Figure 202).
(2) Remove safety wire from the two internally wrenching screws through the switch mounting flange.
Remove the screws and the switch.
B. Installation
(1) Connect the electrical connector of the fail switch and install the switch harness into the clamps
and supports (Ref. Figure 202).
(2) Anytime a fail switch is replaced the following test must be performed:
(a) With the fail switch connected electrically but not attached to the actuator, turn on electrical
power and observe that the MAN STEER FAIL annunciator illuminates.
(b) Press the switch plunger and observe that the MAN STEER FAIL annunciator extinguishes.
Failing this tests indicates there is fault in the wiring or annunciation system.
(3) Install the switch with the two internally wrenching screws. Install safety wire through the screws.
10. FEEDBACK POTENTIOMETER (UC-1 AND AFTER)
A. Removal
(1) Perform NOSE LANDING GEAR REMOVAL procedure (Ref. 32-20-00).
(2) Remove safety wire from the two internally wrenching feedback potentiometer retaining screws.
Remove the screws and the feedback potentiometer (Ref. Figure 203).
B. Installation
(1) Rotate the feedback gear on the potentiometer assembly until the resistance between pins A and
B of the connector is 2,000 ± 250 ohms. Without altering this adjustment install the feedback
potentiometer onto the actuator assembly with the nose gear in neutral or center position and with
the feedback potentiometer wire harness routed toward the manifold assembly (Ref. Figure 202).
(2) Install the internally wrenching screws loosely so that the feedback potentiometer can be rotated.
(3) Position the nose gear assembly near the airplane and connect the feedback potentiometer
electrical connector to the ships harness. Disconnect the electrical connector from the power
steering pump motor.
Page 209
32-52-00 Nov 1/09
(4) Install breakout box (P/N 114-380045/935) at the power steering amplifier connector.
(5) Connect external power and turn the power steering switch on.
(6) With the neutral indicating marks on top of the actuator aligned, rotate the feedback potentiometer
in its mount until the voltage between test points 17 and 33 is 2.5 ± 0.5 VDC.
(7) Tighten the internally wrenching feedback potentiometer retaining screws without altering the
feedback potentiometer adjustment. Install the safety wire.
(8) Turn power steering switch off, disconnect external power, remove the breakout box and
disconnect the feedback potentiometer electrical connector.
(9) Perform NOSE LANDING GEAR INSTALLATION procedure (Ref. 32-20-00).
(10) Perform COMMAND POTENTIOMETER AND AMPLIFIER ADJUSTMENTS in this section.
11. AMPLIFIER AR103 (UC-1 AND AFTER)
A. Removal
(1) Verify that power to amplifier AR103 is OFF (Ref. Figure 1, in the Description and Operation
section).
(2) Remove copilot's seat (Ref. Chapter 25-10-00).
(3) Remove floorboard (5) beneath copilot's seat (Ref. Chapter 06-50-00).
(4) Disconnect electrical connector J1 from amplifier.
(5) Remove attaching screws and amplifier AR103 from airplane.
B. Installation
(1) Position amplifier AR103 on panel and secure with attaching screws (Ref. Figure 1, in the
(2) Connect electrical connector J1.
(3) Install the floorboard (5) under the copilot's seat (Ref. Chapter 06-50-00).
(4) Install the copilot's seat (Ref. Chapter 25-10-00).
(5) Perform COMMAND POTENTIOMETER AND AMPLIFIER ADJUSTMENTS procedure in this

section and SYSTEM CHECKS procedure found in the troubleshooting procedures section to
align the nose wheel and verify proper operation.
12. RELAY PANEL A320 (UC-1 AND AFTER)
A. Removal
(1) Verify electrical power to A320 panel is OFF (Ref. Figure 1, in the Description and Operation
section).
(2) Remove copilot's seat (Ref. Chapter 25-10-00).
Page 210
Nov 1/09 32-52-00
(3) Remove floorboard (5) beneath copilot's seat (Ref. Chapter 06-50-00).
(4) Disconnect electrical connector from A320 panel.
(5) Remove attaching screws and A320 panel from airplane.
B. Installation
(1) Position A320 relay panel and secure with attaching screws (Ref. Figure 1, in the Description and
Operation section).
(2) Connect electrical connector to A320 panel.
(3) Install the floorboard (5) under the copilot's seat (Ref. Chapter 06-50-00).
(4) Install the copilot's seat (Ref. Chapter 25-10-00).
(5) Apply power and verify proper operation.
13. HYDRAULIC PRESSURE SWITCH (UC-1 AND AFTER)
A. Removal
(1) Verify electrical power to pressure switch (8) is OFF (Ref. Figure 201).
(2) Disconnect electrical connector from pressure switch (8).
(3) Remove the pressure switch (8) from the elbow (14).
B. Installation
(1) Install the pressure switch (8) in the fitting (14) (Ref. Figure 201).
(2) Connect electrical connector to pressure switch (8).
(3) Apply electrical power and verify proper operation.
14. PUMP RELIEF VALVE (UC-1 AND AFTER)
A. Removal
(1) Remove the clamp screw on the relief valve (9) (Ref. Figure 201).
(2) Disconnect the hydraulic line from the relief valve.
(3) Unscrew relief valve from elbow and remove from airplane.
B. Installation
(1) Screw the relief valve (9) into the elbow (14) (Ref. Figure 201).
Page 211
32-52-00 Nov 1/09
(2) Connect the hydraulic line to the relief valve.
(3) Install the screw through the clamp securing the valve.
15. PUMP AND MOTOR (UC-1 AND AFTER)
A. Removal
(1) Disconnect electrical connector (5) from power steering pump motor (Ref. Figure 201).
(2) Disconnect hydraulic lines from hydraulic pump.
(3) Remove attaching bolts and hydraulic pump and motor (3 and 6) from airplane.
NOTE: If pump and motor need to be disassembled for further repair, refer to the supplier
components manual.
B. Installation
(1) Position the pump and motor (3) and (6), and secure to the bracket with attaching bolts
(Ref. Figure 201).
(2) Connect hydraulic lines to hydraulic pump.
(3) Connect electrical connector (5) to pump motor.
16. HYDRAULIC RESERVOIR (UC-1 AND AFTER)
A. Removal
(1) Open hydraulic reservoir access door (Ref. Figure 201).
(2) Siphon hydraulic fluid from reservoir with vacuum type bulb into suitable container.
(3) Remove the attaching hardware and shield from the reservoir.
(4) Disconnect lines from hydraulic reservoir.
(5) Remove attaching bolts and hydraulic reservoir (1) from airplane.
B. Installation
(1) Position hydraulic reservoir (1) and secure with attaching bolts (Ref. Figure 201).
Page 212
Nov 1/09 32-52-00
(2) Position the shield on the reservoir and secure with the attaching hardware.
NOTE: Anytime a fitting is loosened or removed, install new packings.
(3) Connect hydraulic lines to reservoir.
17. NOSE GEAR CENTERING MECHANISM (UC-1 AND AFTER)
A. Removal
(1) Straightener Link (Ref. Figures 204 and 205)
(a) Remove the nut, washer and bolt attaching the aft end of the link to the bracket on the left
wheel well keel.
(b) Remove the nut, washer and bolt attaching the forward end of the link to the steering
bellcrank.
(2) Steering Bellcrank
(a) Remove the nut, washers, grip bushing and bolt attaching the steering bellcrank to the
airplane structure.
(b) The straightener guide can be removed from the bellcrank with removal of the two attaching
bolts.
B. Installation
(1) Steering Bellcrank (Ref. Figures 204 and 205)
(a) Secure the straightener guide to the bellcrank with the two bolts, nuts, and washers.
(b) Attach the bellcrank to the airplane structure with the bolt, grip bushing, washers and nut.
Install up to a maximum of three washers (P/N 1-0095-X-032-XH) to provide 0.09-inch
clearance between the straightener guide and the straightener bracket when the nose wheel
is rotated as far as possible to the left and to the right. Lubricate the bellcrank.
(2) Straightener Link
(a) Install the bolt, washer and nut attaching the forward end of the straightener link to the
steering bellcrank.
(b) Install the bolt, washer and nut attaching the aft end of the straightener link to the bracket on
the left wheel well keel.
(c) Following installation, check and adjust the nose wheel centering. Refer to NOSE WHEEL
CENTERING ADJUSTMENT in this section.
Page 213
32-52-00 Nov 1/09
18. NOSE WHEEL CENTERING (UC-1 AND AFTER)
A. Adjustment
extension (Ref. Chapter 91-00-00, Figure 1, Sheet 1).
(2) Check the straightener link for a nominal length of 29.95 inches (Ref. Figure 205). Adjust the link
length by rotating each rod end in or out as required to obtain the correct length.
(3) Slowly retract the landing gear and observe the straightener roller on the nose gear as it makes
contact with the straightener bracket on the airplane structure. During the retraction of the nose
gear, the straightener roller should travel into the center slot of the straightener bracket without
contacting the ramp portion of the bracket. Adjust the length of the straightener link as required to
center the roller in the straightener bracket during retraction of the nose gear.
(4) After all adjustments are complete perform LOWERING THE AIRPLANE AFTER THREE-POINT
JACKING procedure (Ref. Chapter 07-10-00).
Page 214
Nov 1/09 32-52-00
Figure 201
Power Steering Hydraulic Plumbing
(UC-1 and After)
Page 215
32-52-00 Nov 1/09
Page 216
Nov 1/09 32-52-00
Figure 202
Power Steering Hydraulic Plumbing (UC-1 and After)
Page 217
32-52-00 Nov 1/09
Page 218
Nov 1/09 32-52-00
Figure 203
Power Steering Actuator Components
(UC-1 and After)
Page 219
32-52-00 Nov 1/09
Page 220
Nov 1/09 32-52-00
Figure 204
Nose Wheel Centering Mechanism
Page 221
32-52-00 Nov 1/09
Figure 205
Nose Wheel Centering and Position Switch
Page 222
Nov 1/09 32-52-00
LANDING GEAR
32-60-00

00
1. GENERAL
on jacks.
gear.
Visual indication of the landing gear position is provided by two red in-transit lights located in the landing gear
control switch handle and a green GEAR DOWN indicator light assembly, labeled NOSE - L - R, located
adjacent to the landing gear control switch on the pilot's inboard subpanel (Ref. Figure 1). Illumination of the
red in-transit lights indicates when the landing gear is in transit; gear-up is indicated when they go out.
Page 1
32-60-00 Nov 1/09
Illumination of the green GEAR DOWN light indicates when the landing gear is down and locked. The red
control handle lights can be checked by pressing the HDL LT TEST push-button switch located to the right of
the landing gear control switch. To check the GEAR DOWN lights press the light assembly case.
Power for the in-transit and GEAR DOWN lights is drawn from a 5 ampere LANDING GEAR - IND circuit
breaker located on the RH circuit breaker panel. A circuit to the in-transit lights is completed through the
downlock and up-position switches of each landing gear and through the automatic light dimming circuit. A
circuit to the GEAR DOWN lights is completed through the downlock and actuator downlock switches of each
landing gear. An up-position switch is located in the upper part of each wheel well. When the landing gear is
in the fully retracted position, each landing gear strut actuates its respective up-position switch to open the
circuit to the in-transit lights. The in-transit lights will remain illuminated until all three landing gears are fully
retracted. As soon as the landing gear moves from the fully retracted position, each landing gear strut
actuates its respective up-position switch to illuminate the in-transit lights. The in-transit lights go out when
the drag brace of each landing gear actuates its respective downlock switch to open the circuit to the in-transit
lights and to complete the circuit to the actuator downlock switch. In this position the internal locking
mechanism of the landing gear actuator will actuate the actuator downlock switch mounted in the actuator to
illuminate its respective GEAR DOWN light.
A landing gear warning system is provided to warn the pilot that the landing gear is not down and locked
during specific flight regimes. Various warning modes result, depending upon the position of the flaps. With
the flaps in the UP, TAKE OFF or APPROACH position and either or both power levers retarded below 84%
to 86% N1, the warning horn will sound intermittently and the landing gear control switch handle lights will
illuminate. The horn can be silenced by pressing the WARN HORN SILENCE button adjacent to the landing
gear switch handle; the lights in the landing gear control switch handle cannot be cancelled. The landing gear
warning system will be rearmed if the power lever(s) are advanced sufficiently. With the flaps beyond the
APPROACH position, the warning horn and landing gear control switch handle lights will be activated
regardless of the power settings, and neither can be cancelled.
To prevent accidental gear retraction on the ground, the safety switch on the right main strut breaks the
control circuit whenever the strut is compressed.
CAUTION: Never rely on the safety switch to keep the gear down while taxiing or on landing or take-off roll.
Always check the position of the landing gear control switch handle.
The safety switch also actuates a solenoid-operated downlock hook, which prevents the landing gear handle
from being raised when the airplane is on the ground. The hook automatically unlocks when the airplane
leaves the ground, but it can be manually overridden by pressing down on the red button placarded DN LCK
REL. The right safety switch will ground the in-transit light relay to illuminate the in-transit lights anytime the
landing gear control handle is moved to the UP position while the airplane is on the ground with the shock
strut compressed.
Page 2
Nov 1/09 32-60-00
Figure 1
Landing Gear Position and Warning System
Page 3
32-60-00 Nov 1/09
LANDING GEAR
TROUBLESHOOTING
100100
1. PROCEDURE
Table 101
TROUBLESHOOTING - LANDING GEAR WARNING HORN AND SWITCHES

1. Warning horn inoperative. a. Horn circuit breaker tripped. a. Reset circuit breaker.
b. Open or grounded circuit. b. Check continuity: Circuit
breaker-to-horn throttle switches,
landing gear downlock switches
and ground.
c. Throttle switches fail to c. Adjust or replace.
operate properly or out of
adjustment.
d. Main or nose gear downlock d. Adjust or replace.
switches fail to operate properly
or out of adjustment.
e. Flasher stuck open. e. Check flasher continuity.
2. Circuit breaker tripping. a. Grounded circuit. a. Check for ground between
circuit breaker and warning horn.
Page 101
32-60-00 Nov 1/09
Table 102
TROUBLESHOOTING - LANDING GEAR POSITION INDICATORS AND SWITCHES
1. All indicators inoperative. a. Landing gear indicator circuit a. Reset.
breaker tripped.
b. Open circuit between circuit b. Check continuity.
breaker and indicators.
2. One indicator completely a. Indicator fails to operate a. Repair or replace.
inoperative. properly.
b. Open circuit. b. Check continuity.
c. Landing gear downlock, c. Adjust, repair or replace.
up-position or actuator downlock
switches fail to operate properly or
out of adjustment.
d. The nose gear down-position d. Straighten the bracket and shim
switch adjustable stop bracket is or replace the bracket.
bowed or bent.
Page 102
Nov 1/09 32-60-00
LANDING GEAR
32-60-00
200200
1. PROCEDURES
2. NOSE GEAR UP-POSITION INDICATOR SWITCH
A. Adjustment
WARNING: Make all adjustments with the power off at the master switch and no external power
connected.
Any time maintenance is to be performed on the landing gear system, place the
airplane on jacks.
landing gear.
CAUTION: Do not cycle the landing gear with the power pack if low on fluid or if the landing gear
hydraulic hand pump or TK229-1/939 air-driven hydraulic pump (Ref. Figure 1, Sheet 8,
NOTE: Always use a continuity checker to ascertain switch actuation. DO NOT depend upon the click
of the switch as an indication of actuation.
CAUTION: Excessive compression past 0.86 in. or bottoming out of the switch plunger may cause
damage to the switch.
Loosen the locking nuts that hold the switch in position. Adjust the switch in an additional two turns
beyond the actuation point. However, the uplock switch should not be depressed more than 0.86 in.
when the gear is in the up and locked position or the switch may be damaged. Tighten the locking nuts
and safety wire. Check for proper indication of the in-transit lights through at least one complete cycle.
Page 201
32-60-00 Aug 1/10
3. MAIN GEAR UP-POSITION INDICATOR SWITCH
A. Adjustment (UA-3, UB-1 thru UB-45, Except UB-37, Without Kit No. 114-8005
Installed)
connected.
airplane on jacks.
landing gear.
Loosen the locking nuts that hold the switches in position. Adjust each switch in an additional two turns
beyond the actuation point. Tighten the locking nuts and safety wire. Check for proper operation of the
in-transit lights through at least one complete cycle.
B. Adjustment (UB-37, UB-46 and After, UC-1 and After and Prior Airplanes With Kit
No. 114-8005 Installed)
connected.
airplane on jacks.
landing gear.
Page 202
Aug 1/10 32-60-00
With landing gear in the fully retracted position, adjust (H11-1541) switch by rotating the switch's locking
nuts four additional turns after both switch sections have changed state electrically. However, the
uplock switch should not be depressed more than 0.86 in. when the gear is in the up and locked position
or the switch may be damaged. Tighten locking nuts to maintain switch position. Check for proper
operation of the gear in-transit lights, while operating landing gear through at least one complete cycle.
Safety wire the switch locking nuts to the bracket.
CAUTION: For UC-1 and After, if the Main Gear Up-Position Indicator Switch/Wire Harness Assembly
is replaced, ensure the harness is secured behind the inner fender to prevent chafing
against the fuel line.
Page 203
32-60-00 Aug 1/10
LANDING GEAR
32-60-01
NOSE GEAR DOWN-POSITION SWITCH

200200
1. PROCEDURES
A. Adjustment
connected.
airplane on jacks.
landing gear.
With the landing gear in the fully extended position and the actuator locked (use a continuity checker to
verify locking of the actuator by a continuity indication through the normally open set of contacts in the
switch), adjust the nose gear down-position switch as follows:
NOTE: If the switch bracket becomes bowed, an indication of an unlocked nose gear could result.
(1) Position the adjustable stop with approximately 0.25 inch of threads showing (Ref. Figure 201).
(2) Loosen the locknuts and adjust the switch actuator housing until the switch plunger contacts the
adjustable stop.
(3) Tighten the locking nuts and safety wire.
(4) Adjust the adjustable stop until the switch actuates as indicated by continuity through the normally
open contacts.
Page 201
32-60-01 May 1/10
CAUTION: Excessive compression or bottoming out of the switch plunger may cause damage to
the switch.
(5) Increase the compression of the switch plunger by two (2) more turns of the adjustable stop while
the switch remains actuated.
(6) Check for proper operation of the GEAR DOWN light, located on the pilot's inboard subpanel, and
the landing gear warning horn through at least one complete cycle.
Figure 201
Nose Gear Down-Position Switch Adjustment
Page 202
May 1/10 32-60-01
LANDING GEAR
MAIN GEAR DOWN-POSITION SWITCH
32-60-02
200200
1. PROCEDURES
A. Adjustment
connected.
airplane on jacks.
landing gear.
With the landing gear in the fully extended position and the actuators locked (verify locking of the
actuator by continuity through the normally open set of contacts in the actuator switch), adjust either
main gear down-position switch as follows:
(1) Loosen the locking nuts that hold the switch in position (Ref. Figure 201).
CAUTION: Excessive compression or bottoming out of the switch plunger may cause damage to
the switch.
(2) Adjust the switch in an additional two (2) turns beyond the actuation point when the landing gear is
fully extended.
(3) Tighten the locking nuts to hold the switch in position and safety wire.
(4) Check for proper operation of the GEAR DOWN light on the pilot's inboard subpanel and the
landing gear warning horn through at least one complete cycle.
Page 201
32-60-02 Nov 1/09
Figure 201
Main Gear Down-Position Switch Adjustment
Page 202
Nov 1/09 32-60-02
LANDING GEAR
NOSE GEAR ACTUATOR DOWNLOCK SWITCH
32-60-03
200200
1. PROCEDURES
A. Adjustment
connected.
airplane on jacks.
landing gear.
The actuator downlock switch is preadjusted and should not required further attention. If the switch must
be replaced for any reason, proceed as follows:
(1) Perform the NOSE GEAR ACTUATOR REMOVAL procedure (Ref. 32-30-14).
(2) Apply 500 to 700 psig of hydraulic pressure to the primary extend port of the actuator to lock the
actuator. Disconnect the hydraulic pump from the actuator (Ref. Figure 201).
(3) Apply a 500-pound-column load to the actuator piston rod to ensure that the actuator is extended
and locked.
(4) Check continuity between pins C and F of the switch connector.
(5) Turn the switch in until continuity is indicated through the switch contacts. Turn the switch in two
full turns past this point. The switch may be turned in a maximum of one additional turn to align the
electrical wiring toward the top of the actuator.
(6) Apply 400 psig to the retract port of the actuator to unlock the actuator. When the actuator unlocks,
there should be no continuity through the switch contacts.
Page 201
32-60-03 Nov 1/09
(7) Tighten the jam nut and safety wire.
(8) Cycle the actuator three times. Check that the switch closes when the actuator locks and opens
when the actuator unlocks by checking for continuity at the switch connector.
(9) Perform NOSE GEAR ACTUATOR INSTALLATION Procedure (Ref. 32-30-14), NOSE GEAR
RIGGING (Ref. 32-30-13) and, HYDRAULIC SYSTEM FILLING AND BLEEDING procedure
(Ref. 32-30-00).
Page 202
Nov 1/09 32-60-03
Figure 201
Nose Gear Actuator Downlock Switch
Page 203
32-60-03 Nov 1/09
LANDING GEAR
MAIN GEAR ACTUATOR DOWNLOCK SWITCH
32-60-04
200200
1. PROCEDURES
A. Adjustment (All Airight Actuators Except P/N 114-380041-1)

connected.
airplane on jacks.
landing gear.
The actuator downlock switch is preadjusted and should not require further attention. If the switch must
be adjusted or replaced for any reason, proceed as follows (Ref. Figure 201):
(1) Perform the MAIN GEAR ACTUATOR REMOVAL procedure (Ref. 32-30-10).
(2) Place the actuator in a test fixture. Apply 500 to 700 psig of hydraulic pressure to the primary
retract port of the actuator to lock the actuator. Remove the source of hydraulic pressure.
(3) Apply a 500-pound tension load to the actuator piston rod to ensure that the actuator is retracted
and locked.
(4) Connect a continuity checker between pins A and C of the switch connector. The checker should
indicate an open circuit. Note the position of the electrical wiring.
(5) Remove the small screw that secures the tang washer located next to the switch. Loosen the
switch jam nut to move the tang washer and allow a wrench to be positioned on the fitting located
where the switch enters the upper body of the actuator.
(6) Slowly turn the fitting clockwise until the continuity checker indicates continuity.
Page 201
32-60-04 Nov 1/09
(7) Slowly turn the fitting counterclockwise until the continuity checker indicates an open circuit (loss
of continuity). Continue turning the fitting counterclockwise one to two full turns past this point.
Align the wiring toward the top of the actuator.
(8) Apply 400 psig to the extend port of the actuator to unlock the actuator and extend the rod. The
continuity checker should indicate continuity.
(9) Position the tang washer and tighten the jam nut. Install the screw into the tang washer and safety
wire.
(10) Cycle the actuator three times, monitoring the continuity checker to ensure that the switch is
indicating an open circuit when retracted and locked and continuity when unlocked and extending.
(11) Disconnect the continuity checker from the actuator.
(12) Perform the MAIN GEAR ACTUATOR INSTALLATION procedure (Ref. 32-30-10).
B. Adjustment (Phoenix Controls Actuators and Airight Actuator P/N 114-380041-1)

connected.
airplane on jacks.
landing gear.
and locked.
(4) Connect a continuity checker between pins A and C of the switch connector. The checker should
indicate an open circuit. Note the position of the electrical wiring.
(5) Loosen the switch jam nut.
(6) Slowly turn the switch counterclockwise until the continuity checker indicates continuity.
Page 202
Nov 1/09 32-60-04
(7) Slowly turn the switch clockwise until the continuity checker indicates an open circuit (loss of
continuity). Continue turning the switch clockwise one to two full turns past this point. Align the
wiring toward the top of the actuator.
(8) Apply 400 psig to the extend port of the actuator to unlock the actuator and extend the rod. The
continuity checker should indicate continuity.
(9) Tighten the jam nut and safety wire.
(10) Cycle the actuator three times, monitoring the continuity checker to ensure that the switch is
indicating an open circuit when retracted and locked and continuity when unlocked and extending.
(11) Disconnect the continuity checker from the actuator.
C. Adjustment (Frisby Actuators)

connected.
airplane on jacks.
landing gear.
and locked.
(4) If this procedure is being performed to adjust the switch currently installed in the actuator, back the
switch out of the actuator, as required, to ensure it is not being activated.
(5) Connect an ohmmeter between pins A and C of the switch connector. The ohmmeter should
indicate an open circuit.
Page 203
32-60-04 Nov 1/09
(6) Slowly screw the switch into the actuator until the ohmmeter indicates continuity. Unscrew the
switch two full turns. The switch may be turned one additional full turn to align the tab washer with
the slot in the head assembly of the actuator. The ohmmeter should indicate and open circuit.
(7) Apply 500 psig to the extend port of the actuator to unlock the actuator. The ohmmeter should
indicate continuity.
(8) Torque the jam nut to 25 ±5 inch-pounds and safety wire.
(9) Apply a bead of sealant (RTV-162) between the nut on the switch and the switch, and between the
nut and the actuator head assembly.
(10) Cycle the actuator three times, using a hydraulic source with a pressure of 500 psig. Monitor the
ohmmeter to ensure that the switch is actuating properly.
(11) Disconnect the ohmmeter from the actuator.
Page 204
Nov 1/09 32-60-04
Figure 201
Main Gear Actuator Downlock Switch
Page 205
32-60-04 Nov 1/09
LANDING GEAR
MAIN GEAR SAFETY SWITCH
32-60-05
200200
1. PROCEDURES
A. Adjustment (444EN49-6 Switch)

connected.
airplane on jacks.
landing gear.
This procedure is applicable to both the right and left hand safety switches (Ref. Figure 201).

(2) Pull the 2-ampere control circuit breaker on the pilot's inboard subpanel and place a note on the
circuit breaker panel that LANDING GEAR MAINTENANCE IS IN PROCESS during maintenance
on the landing gear.
(3) With the shock strut fully extended, check the actuator rod (3) and attached rod end for clearance
with the upper torque knee (Ref. Figure 201).
(4) If clearance is not sufficient:
(a) Check the upper torque knee eye bolt for washers. There should be four 0.063 inch thick
washers under the eye bolt head. If washers are added, check the eye bolt shank for
sufficient length to allow nut engagement.
Page 201
32-60-05 Nov 1/09
(b) Clearance can be increased a small amount by adjusting the rod end. The actuator rod (3)
must be threaded into the rod end 0.38 to 0.50 inch. Verify the actuator rod covers the
inspection hole in the rod end.
(5) Press the strut air valve and completely deflate the strut. Remove valve core and attach a 1/4 inch
I.D. hose to the air valve and connect a container to the other end to catch any possible fluid
spillage.
(6) Remove the cotter pin, nut (6), Washer (5) and bolt (4) to disconnect the actuator rod (3)
(Ref. Figure 201).
NOTE: Use a gear-type puller (obtain locally) to remove the switch arm (9) from the switch shaft
to prevent damage to the internal mechanism of the switch. Do Not Pry Off With
Screwdrivers.
(7) Remove the retaining nut (8) and the switch arm (9) from the switch shaft.
(8) Disconnect the switch wiring from the airplane wiring and connect the test box (30, Table 7,
Chapter 91-00-00) to the switch wiring or connect the wire leads from an ohmmeter to pins “T” and
“U” of the receptacle plug located in the upper rear of each wheel well.
(9) With the shock strut fully extended, using a suitable marker, mark the shock strut piston at 0.38,
0.62 and 2.0 inches from the bottom of the brace assembly.
(10) Position a jack under the landing gear. Jack the landing gear so the shock strut is compressed to
0.38 to 0.62 inch from the fully extended position.
(11) Rotate switch shaft counterclockwise until the ohmmeter indicates a closed circuit or the test box
red lights illuminate then continue rotating counterclockwise until the ohmmeter indicates an open
circuit or the test box green lights illuminate.
(12) Install the switch arm (9) on the switch shaft. Tighten retaining nut (8) on shaft to engage splines
then back off the nut (Ref. Figure 201).
(13) Install bolt (4), washer (5), nut (6) and cotter pin to connect the actuator rod (3) to the upper torque
knee eye bolt.
(14) Remove the safety wire from the lock screw (10) on the switch arm (9) and back off the lock screw.
(15) Adjust the switch shaft clockwise at the adjusting screw (7) until the ohmmeter indicates a closed
circuit on pins “T” and “U” or the test box red lights illuminate.
(16) Tighten the retaining nut (8) on the shaft and tighten the lock screw (10) ensuring that the
ohmmeter still indicates a closed circuit or the test box red lights are still illuminated.
NOTE: The point at which the switch is actuated during compression and extension of the shock
strut differs from the tolerances in the switch and its attendant linkage on the landing gear.
(17) Check the safety switch rigging as follows:
(a) Fully compress the shock strut.
(b) Allow the shock strut to extend from the fully compressed position, ensure the green test
lights are illuminated or the ohmmeter continues to indicate an open circuit until the shock
strut reaches a position 0.38 to 2.0 inches from the fully extended position. At this point, the
Page 202
Nov 1/09 32-60-05
red test lights illuminate or the ohmmeter will indicate a closed circuit up to and including the
fully extended position.
(c) From fully extended compress the strut. The red lights of the test box will extinguish and the
green lights will illuminate or the ohmmeter indication will change from a closed circuit to an
open circuit when the shock strut reaches a position 0.38 to 2 inches from the fully extended
position. The green test lights will remain illuminated or the ohmmeter will continue to
indicate an open circuit as the shock strut is fully compressed.
(18) For fine adjustment, use the adjusting screw (7) on the switch arm (9).
NOTE: Ensure that the retaining nut (8) on the switch shaft and the lock screw (10) on the switch
arm (9) are tight after each adjustment.
(19) Safety wire the lock screw (10) to the switch arm (9).
(20) Connect the switch wiring to the airplane by connecting the receptacle plug located in the upper
rear of each wheel well.
(21) Perform the MAIN LANDING GEAR SHOCK ABSORBER SERVICING procedure (Ref. 32-10-00).
B. Adjustment (39EN6-6 Switch)

connected.
airplane on jacks.
landing gear.
This procedure is applicable to both the right and left hand safety switches.

Page 203
32-60-05 Nov 1/09
(2) Pull the 2-ampere control circuit breaker on the pilot's inboard subpanel and place a note on the
circuit breaker panel that LANDING GEAR MAINTENANCE IS IN PROCESS during maintenance
on the landing gear.
(3) With the shock strut fully extended, check the actuator rod (3) and attached rod end for clearance
with the upper torque knee (Ref. Figure 201).
(4) If clearance is not sufficient:
(a) Check the upper torque knee eye bolt for washers. There should be four 0.063 inch thick
washers under the eye bolt head. If washers are added, check the eye bolt shank for
sufficient length to allow nut engagement.
(b) Clearance can be increased a small amount by adjusting the rod end. The actuator rod (3)
must be threaded into the rod end 0.38 to 0.50 inch. Verify the actuator rod covers the
inspection hole in the rod end.
(5) Press the strut air valve and completely deflate the strut. Remove valve core and attach a 1/4 inch
I.D. hose to the air valve and connect a container to the other end to contain any possible fluid
spillage.
(6) Remove the cotter pin, nut (6), washer (5) and bolt (4) to disconnect the actuator rod (3)
(Ref. Figure 201).
NOTE: Use a gear-type puller (obtain locally) to remove the switch arm (9) from the switch shaft
to prevent damage to the internal mechanism of the switch. Do Not Pry Off With
Screwdrivers.
(7) Remove the retaining nut (8) and the switch arm (9) from the switch shaft.
(8) Disconnect the switch wiring from the airplane wiring and connect the test box (30, Table 7,
Chapter 91-00-00) to the switch wiring or connect the wire leads from an ohmmeter to pins “T” and
“U” of the receptacle plug located in the upper rear of each wheel well.
(9) With the shock strut fully extended, using a suitable marker, mark the shock strut piston at 0.38,
0.62 and 2.0 inches from the bottom of the brace assembly.
(10) Position a jack under the landing gear. Jack the landing gear so the shock strut is compressed to
0.38 to 0.62 inch from the fully extended position.
(11) Rotate switch shaft counterclockwise until the ohmmeter indicates a closed circuit or the test box
red lights illuminate then continue rotating counterclockwise until the ohmmeter indicates an open
circuit or the test box green lights illuminate.
(12) Install the switch arm (9) on the switch shaft. Tighten retaining nut (8) on shaft to engage splines
then back off the nut (Ref. Figure 201).
(13) Install bolt (4), washer (5), nut (6) and cotter pin to connect the actuator rod (3) to the upper torque
knee eye bolt.
(14) Remove the safety wire from the locking nuts (12) on the switch arm (9) and unlock the locking
nuts.
Page 204
Nov 1/09 32-60-05
(15) Using an allen wrench, adjust the gear lever counterclockwise until the ohmmeter indicates a
closed circuit or the test box red lights illuminate then continue rotating counterclockwise until the
ohmmeter indicates an open circuit or the test box red lights extinguish.
(16) Using an allen wrench, adjust the hex head adjusting screw (13) clockwise in the switch arm (9)
until the ohmmeter indicates a closed circuit on pins “T” and “U” or the test box red lights
illuminate.
(17) Tighten the locking nuts (12) on the switch arm (9) ensuring that the switch still indicates closed.
Do not apply more than 20 to 25 inch pounds torque when tightening the lock nuts.
NOTE: The point at which the switch is actuated during compression and extension of the shock
strut differs from the tolerances in the switch and its attendant linkage on the landing gear.
(18) Check the safety switch rigging as follows:
(a) Fully compress the shock strut.
(b) Allow the shock strut to extend from the fully compressed position, ensure the green test
lights are illuminated or the ohmmeter continues to indicate an open circuit until the shock
strut reaches a position 0.38 to 2.0 inches from the fully extended position. At this point, the
red test lights illuminate or the ohmmeter will indicate a closed circuit up to and including the
fully extended position.
(c) From fully extended compress the strut. The red lights of the test box will extinguish and the
green lights will illuminate or the ohmmeter indication will change from a closed circuit to an
open circuit when the shock strut reaches a position 0.38 to 2 inches from the fully extended
position. The green test lights will remain illuminated or the ohmmeter will continue to
indicate an open circuit as the shock strut is fully compressed.
(19) For fine adjustment, use the hex head adjusting screw (13) on the switch arm (9).
NOTE: Ensure that the retaining nut (8) on the switch shaft is tight after each adjustment.
(20) Safety wire the locking nuts (12) on the switch arm (9).
(21) Connect the switch wiring to the airplane by connecting the receptacle plug located in the upper
rear of each wheel well.
(22) Perform the MAIN LANDING GEAR SHOCK ABSORBER SERVICING procedure (Ref. 32-10-00).
Page 205
32-60-05 Nov 1/09
9 10
SAFETY SWITCH
P/N 444EN49-6
8
3
7
A
5
4
6
DETAIL A
13
12
SAFETY SWITCH
P/N 39EN6-6
1. UPPER TORQUE KNEE 11
2. SWITCH
3. ACTUATOR ROD 8
4. BOLT
5. WASHER 12
6. NUT
7. ADJUSTING SCREW (UNDERSIDE)
13
8. RETAINING NUT
9. SWITCH ARM
10. LOCKING SCREW
11. *SWITCH ARM
12. *LOCK NUT
13. *HEX HEAD ADJUSTING SCREW
*P/N39EN6-6
DETAIL A
UC32B
070150AA.AI
Figure 201
Main Landing Gear Safety Switch Adjustment
Page 206
Nov 1/09 32-60-05
LANDING GEAR
LANDING GEAR WARNING HORN
32-60-06
200200
1. LANDING GEAR WARNING HORN

A. Check
WARNING: Do not adjust the landing gear warning horn switches using this procedure. Perform
the LANDING GEAR WARNING HORN ADJUSTMENT procedure in this section.

(3) Move the Engine Power levers fully forward.
(4) Raise the landing gear electrically.
(5) Verify that flaps are in the full UP position.
(6) Retard one power lever until the warning horn sounds. The warning lights in the landing gear
control handle should activate along with the horn. Advance the lever to silence the horn and to
extinguish the warning lights.
(7) Retard the opposite power lever until the warning horn sounds. The warning lights in the landing
gear control handle should activate along with the horn. Advance the lever to silence the horn and
to extinguish the warning lights.
(8) Retard both power levers together until the warning horn sounds. Use the silence button next to
the gear selector to silence the horn, then advance the levers back to full power.
(9) Lower the flaps to the TAKEOFF and then to the APPROACH position. The warning horn will
sound and the warning lights will activate when the flaps are lowered to these positions. Use the
silence button to silence the horn for these flap positions.
(10) Lower the flaps beyond the APPROACH position. The warning horn will activate and will continue
to sound at any power lever position.
(11) Attempt to silence the horn by using the silence button next to the gear selector. The horn shall
continue to sound. Raise flaps to 0° UP and push the warning horn silence button.
(12) Lower the landing gear electrically and make sure all three landing gear are down and locked.
Page 201
32-60-06 Nov 1/09
B. Adjustment
A cam-operated switch is connected to each power lever linkage in the pedestal. The switches are
wired so that moving either or both levers beyond the safe flight setting with the gear retracted will
sound the warning horn intermittently. The airplane must be in flight when determining the position of
the power levers, which correspond to 84% to 86% N1 (gas generator speed), as the ram air effect will
alter the 84% to 86% N1 position indicated during ground operation (Ref. Figure 201).
(1) With the airplane in flight, advance the power levers until 84% to 86% N1 is attained on each
engine.
(2) Mark the position of the power levers on the pedestal with a piece of tape. Land the airplane.
(3) Remove the lower upholstery panels from both sides of the pedestal.
(4) Place the power levers in alignment with the tape on the pedestal.
(5) Adjust the landing gear warning horn switches by moving them in their slotted mounting brackets
to just actuate in this position.
(6) Move the power levers and listen for an audible “click” when the power levers are moved aft of the
tape.
(7) Remove the tape and install the pedestal upholstery.
(8) Flight test the airplane with the landing gear retracted and the power levers retarded until the
warning horn sounds at an N1 speed of 84% to 86%.
Page 202
Nov 1/09 32-60-06
B DETAIL A A
PROP CONTROL
BELLCRANK
PROP FEATHER
DETENTS
BETA SWITCHES TO
ACTUATE AT BETA
DETENT 2 (PLACES)
THROTTLE
CONTROL
BELLCRANK
DETAIL B UC32B
063492AA.AI
Figure 201
Landing Gear Warning Horn Switches
Page 203
32-60-06 Nov 1/09
CHAPTER 33 - LIGHTS
TABLE OF CONTENTS
SUBJECT PAGE
GENERAL INFORMATION
33-00-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
FLIGHT COMPARTMENT
33-10-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Annunciator System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Control Wheel Map Light Bulb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Annunciator Light Bulb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Dimmer Switch Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Edgelighted Panel Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Printed Circuit Board (PCB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Repair Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Conformal Coating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Extinguisher Push/Firewall Valve Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Lamp Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
LANDING GEAR INDICATOR LIGHTS
33-10-05
Maintenance Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .201
Landing Gear Downlock Lights Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .201
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .201
Landing Gear Downlock Lights Annunciator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .201
Functional Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .201
PASSENGER COMPARTMENT
33-20-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Entry Light Bulb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Spar Cover Light Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Cabin Reading Light Bulb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Page 1
CHAPTER 33 - LIGHTS
SUBJECT PAGE
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Passenger No Smoking/Fasten Seat Belt Sign Light Tray . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
BAGGAGE AND CARGO COMPARTMENT
33-30-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Nose Baggage Compartment Light Bulb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Aft Baggage Compartment Light Bulb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
EXTERIOR
33-40-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Strobe Light System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Recognition Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Navigation Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Taxi Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Landing Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Wing Ice Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Empennage Logo Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Rotating Beacons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Strobe Light System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Wing Strobe Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Wing Strobe Light Flashtube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Tail Strobe Light Flashtube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Recognition Light Bulb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Navigation Light Bulb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Taxi Light Bulb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Wing Ice Light Bulb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Landing Light Bulb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Empennage Logo Light Bulb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Page 2
CHAPTER 33 - LIGHTS
SUBJECT PAGE
Rotating Beacon Light Bulb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Tail Strobe Light Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
SELF-ILLUMINATED SIGNS
33-50-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Self-Illuminated Exit Sign (UA-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Self-Illuminated Exit Sign (UB-1 and After; UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Self-Illuminated Exit Sign Brightness Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
EMERGENCY EXIT LIGHTING SYSTEM
(OPTIONAL INSTALLATION WITH EXTERNAL FLOODLIGHTS)
(UC-1 AND AFTER)
33-50-01
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Emergency Exit Cabin Light Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Emergency Exit Exterior Light Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
EMERGENCY EXIT LIGHTING
33-50-02
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
JAR-OPS Emergency Exit Lighting System
(Optional on UC-1 and After, and with Kit 114-5313-3 Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
JAR-OPS Emergency Exit Lighting System (Optional On UC-1 and After, and with Kit 114-5313-3) . . . . 201
Emergency Exit Cabin Light Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Emergency Exit Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Battery Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Page 3

CH-SE-SU PAGE DATE
33-LOEP 1 May 1/12
33-CONTENTS 1 thru 3 May 1/12
33-00-00 1 Nov 1/09
33-10-00 1 thru 3 Nov 1/09
101 thru 104 Nov 1/09
201 thru 214 Nov 1/09
33-10-05 201 and 202 May 1/12
33-20-00 1 Nov 1/09
201 thru 206 Nov 1/09
33-30-00 1 Nov 1/09
201 thru 203 Nov 1/09
33-40-00 1 and 2 Nov 1/09
101 Nov 1/09
201 thru 212 Nov 1/09
33-50-00 1 May 1/10
201 thru 205 Nov 1/09
33-50-01 1 Nov 1/09
201 Nov 1/09
33-50-02 1 thru 5 Nov 1/09
201 thru 203 Nov 1/09
Page 1
33-LOEP May 1/12
LIGHTS
GENERAL INFORMATION
33-00-00

00
1. GENERAL
Flight compartment lighting consists of annunciator panel lights, electroluminescent panels, indicator lights,
map lights, an overhead light, lights installed in the landing gear control handle and lights in the fire
extinguisher pull handle.
Passenger compartment lighting consists of overhead fluorescent lights, reading lights, airstair door lights,
entry way lights and spar cover lights.
Lights located in the baggage and cargo compartments are controlled by switches located in the
compartments.
Visibility of the airplane exterior is improved by the use of strobe lights, rotating beacons, navigation lights,
and recognition lights. Landing lights and taxi lights illuminate the runway. The empennage logo lights
illuminate the identification numbers located on the vertical stabilizer.
Page 1
33-00-00 Nov 1/09
LIGHTS
FLIGHT COMPARTMENT
33-10-00

00
1. GENERAL
The brightness of the electroluminescent panels, glareshield indirect instrument lights, engine instrument and
flight instrument direct lights, avionics panel lights and overhead lights is controlled by dimmer switches
located on the overhead light control panel. Power supplies for the electroluminescent panel dimmer circuits
and the engine instrument lights dimmer circuit are located on the cabin forward electrical equipment panel.
Refer to the Model 1900 Airliner Series Component Maintenance Manual, P/N 114-590021-11, for further
information on the power supply for the electroluminescent panels. Flight compartment lights can be
controlled by the master panel light switch located on the overhead light control panel. The indirect instrument
lights on the glareshield can be controlled by the emergency lights switch located on the overhead meter
panel.
Annunciator system circuitry includes fault detection cards, time delay printed circuit boards, an annunciator
control card, and circuit breakers. Refer to Chapter 39-20-00 for maintenance practices on these
components.
A. Annunciator System
The annunciator system consists of a warning annunciator panel located on the glareshield, a caution/
advisory panel located on the center subpanel, a press-to-test switch, pilot's and copilot's master
warning flasher lights, and pilot's and copilot's master caution flasher lights. The warning annunciator
lights are red, the caution lights are yellow, and the advisory lights are green. The press-to-test switch is
located adjacent to the warning annunciator panel. The master warning flashers and master caution
flashers are located on the glareshield. The master warning flashers are red and the master caution
flashers are yellow. Individual warning and caution lights incorporate wording to indicate which airplane
system is called to the operator's attention.
If an airplane system fault requires the immediate attention of the pilot, the master warning light (red) on
the glareshield will flash. The flashing warning light may be extinguished by pressing the face of the
light, resetting the circuit. However, the warning annunciator light will illuminate and remain illuminated if
the fault is not corrected or cannot be corrected. If an additional fault occurs, the appropriate
annunciator panel light will illuminate and the master warning light will again flash.
When an airplane system fault does not require the operator's immediate attention or action, the master
caution light (yellow) will flash and the appropriate light on the caution/advisory annunciator panel will
illuminate. The flashing master caution light may be extinguished by pressing the face of the light. An
additional fault will illuminate the caution/advisory light and the master caution light again.
The advisory annunciator lights (green) indicate that a system is operating under certain conditions. The
master warning and master caution flasher lights are not associated with the advisory system.
Generally, current necessary to illuminate the annunciator lights is taken from the appropriate system's
control circuits; however, on airplanes having the ANN PWR SOURCE annunciator light in the caution/
advisory panel, certain annunciator lights receive their current from the annunciator power source
Printed Circuit Board (PCB) (A141) (Ref. Figure 1).
The annunciator power source PCB precludes the possibility of losing power to an annunciator should a
fault develop within the control circuits of an affected system. Additionally, to further minimize the
possibility of losing power to an annunciator, the annunciator power source PCB provides power to the
associated annunciator lights from two separate sources: the triple fed bus and a generator bus.
Page 1
33-10-00 Nov 1/09
The circuitry to each light being fed from the annunciator power source PCB is protected by a fuse in
each power source feeder. The fuses are mounted on the PCB and can be replaced by field service
personnel. Should any one of the PCB fuses open or a power failure occur on either one of the power
supplying buses, the yellow ANN PWR SOURCE annunciator light will be illuminated in the caution/
advisory panel. This is an announcement to the flight crew that an annunciator light being powered by
the annunciator power source PCB has experienced a partial or complete loss of power. The lights that
are powered by the annunciator power source PCB are as follows: R and L FUEL FEED, R and L FW
VALVE, R and L BK DI OVHT, R and L ENG ICE FAIL, HYD FLUID LOW, BATT CHARGE, MAN
STEER FAIL, PWR STEER FAIL, R and L ENVIR OFF, ANTI SKID FAIL, INVERTER, FWD CABIN
DOOR, AFT CABIN DOOR, R and L OIL PRESS, CABIN ALT, R and L ENVIR FAIL, and ANN PWR
SOURCE.
The annunciator panel lights function in a “bright” or a “dim” mode. The system functions in the “dim”
mode automatically when all of the following conditions exist: a generator is on the line; the overhead
flood light is OFF; the pilot's instrument lights are ON; and the ambient light sensor senses light below a
preset value. Unless all these conditions exist, the annunciator panel lights will function in the “bright”
mode. The ambient light sensor is located on the overhead light control panel.
Page 2
Nov 1/09 33-10-00
Figure 1
Annunciator System Electrical Schematic
Page 3
33-10-00 Nov 1/09
LIGHTS
FLIGHT COMPARTMENT
TROUBLESHOOTING
100100
1. PROCEDURES
Refer to Chart 101 in Figure 101 and Figure 102 to troubleshoot the annunciator system.
Figure 101
Troubleshooting - Annunciator System
Page 101
33-10-00 Nov 1/09
Figure 102
Annunciator System Electrical Schematic
Page 102
Nov 1/09 33-10-00
ANNUNCIATOR PANELS
NOMENCLATURE COLOR CAUSE OF ILLUMINATION
WARNING ANNUNCIATOR PANEL
L FUEL PRESSURE Red Fuel pressure low on LH side.
CABIN ALTITUDE Red Cabin altitude exceeds 12,500 feet. (1)
BAGGAGE DOOR Red Nose baggage door is not latched.
INVERTER Red The inverter selected is inoperative. (1)
R FUEL PRESS Red Fuel pressure low on RH side.
L OIL PRESS Red Oil pressure low on LH side. (1)
L ENVIR FAIL Red LH bleed air overpressure or overtemperature condition detected. (1)
FWD CABIN DOOR Red Forward cabin door is not latched. (1)
R ENVIR FAIL Red RH bleed air overpressure or overtemperature condition detected. (1)
R OIL PRESS Red Oil pressure low on RH side. (1)
AFT CABIN DOOR Red Aft cabin door is not latched. (1)
L BL AIR FAIL Red LH bleed air fail switch has actuated.
A/P TRIM FAIL Red Improper trim or no trim from autopilot trim command. (2)
A/P DISC Red Autopilot is disconnected. (2)
R BL AIR FAIL Red RH bleed air fail switch has actuated.
CAUTION/ADVISORY ANNUNCIATOR PANEL
L DC GEN Yellow LH generator is off the line.
L FUEL QTY Yellow Quantity of fuel in the LH system is low.
BATTERY CHARGE Yellow Excessive charge rate on battery. (1)
BAT TIE OPEN Yellow Battery isolated from the generator bus.
R FUEL QTY Yellow Quantity of fuel in RH system is low.
R DC GEN Yellow RH generator is off the line.
L FW VALVE Yellow LH fuel firewall valve has not reached its selected position. (1)
L FUEL FEED Yellow LH fuel feed level is low. (1)
L GEN TIE OPEN Yellow LH generator bus is isolated from center bus.
R GEN TIE OPEN Yellow RH generator bus is isolated from center bus.
R FUEL FEED Yellow RH fuel feed level is low. (1)
R FW VALVE Yellow RH fuel firewall valve has not reached its selected position. (1)
L ENG ICE FAIL Yellow LH ice vane electric actuator is not functioning properly. (1)
L BK DI OVRHT Yellow LH overheat pressure switch on brake deice system has actuated. (1) (2)
HYD FLUID LOW Yellow Oil level in landing gear power pack is low. (1)
MAN STEER FAIL Yellow Nose wheel is not free to caster when power steering is off. (1) (2)
Page 103
33-10-00 Nov 1/09
ANNUNCIATOR PANELS (Continued)

NOMENCLATURE COLOR CAUSE OF ILLUMINATION
CAUTION/ADVISORY ANNUNCIATOR PANEL (Continued)
R BK DI OVHT Yellow RH overheat pressure switch on brake deice system has actuated. (1) (2)
R ENG ICE FAIL Yellow RH ice vane electric actuator is not functioning properly. (1)
L CHIP DETECT Yellow Metallic contamination is detected in the LH engine oil. (2)
PWR STEER FAIL Yellow Power steering system failure. (1) (2)
ANN PWR SOURCE Yellow Partial power loss to some annunciator lights. (1)
R CHIP DETECT Yellow Metal contamination is detected in the RH engine oil. (2)
ANTI SKID FAIL Yellow Anti skid system failure.
L NO FUEL XFER Yellow Senses no fuel transfer from the aux to main tank.
R NO FUEL XFER Yellow Senses no fuel transfer from the aux to main tank.
PWR STEER ARM Green Senses power steering is ready to operate (UC-1 and After).
L AUTOFEATHER Green LH autofeather is armed and power levers are advanced above 90% N1.
L IGNITION ON Green LH starter/ignition switch is in the engine ignition mode or the LH auto
ignition system is armed and LH engine torque is below 400 ft-lbs.
TAXI LIGHT Green Taxi light switch is in the ON position and the landing gear is retracted.
EXTERNAL POWER Green External power is connected to the airplane.
R IGNITION ON Green RH starter/ignition switch is in the engine ignition mode or the RH engine
torque is below 400 ft-lbs when the RH auto ignition system is armed.
R AUTOFEATHER Green RH autofeather is armed and power levers are advanced above 90% N1.
L ENG ANTI-ICE Green LH engine anti-ice vane is extended.
L BK DEICE ON Green LH brake deice system is energized. (2)
ELEC TRIM OFF Green Electric trim is de-energized by a trim disconnect switch on the control wheel
when the system power switch on the pedestal is in the ON position. (2)
MAN TIES CLOSE Green Generator bus ties have closed manually.
R BK DEICE ON Green RH brake deice system is de-energized. (2)
R ENG ANTI-ICE Green RH engine anti-ice vane is in the extended position.
L ENVIR OFF Green LH environmental bleed air valve is closed. (1)
FUEL TRANSFER Green Fuel transfer valve is open.
AIR CON N1 LOW Green RH engine RPM is too low to allow air-conditioning load.
R ENVIR OFF Green RH environmental bleed air valve is closed. (1)
1. These annunciator lights are powered through the annunciator power source PCB A141.
2. These annunciators are for optional systems and may not be installed in all airplanes.
Page 104
Nov 1/09 33-10-00
LIGHTS
FLIGHT COMPARTMENT
200200
1. PROCEDURES
Refer to Table 201 and Figure 201 to replace bulbs in the flight compartment.
Table 201
Bulb Replacement Guide
LOCATION P/N
Annunciator Panel Lights (Warning and Caution/Advisory) 327
Cabin Pressure Controls Electroluminescent Panel 71565
Circuit Breakers Electroluminescent Panel 71581
Electroluminescent Subpanel, Pilot's Outboard 71560
Electroluminescent Subpanel, Pilot's Inboard 71561
Electroluminescent Subpanel, Copilot's Outboard 71563
Electroluminescent Subpanel, Copilot's Inboard 71562
Engine Fire Warning Lights 327
Engine Fire Extinguisher Pull Handle Lights 327
Fuel Controls Upper Electroluminescent Panel 71558
Fuel Controls Lower Electroluminescent Panel 71559
Instrument Indirect Lights (Glareshield) 1864
Instrument Direct Lights 327
Landing Gear Control Handle Light 327
Landing Gear Indicator Lights 327
Map Light (Control Wheel) MS25069-1495
Map Overhead Light 303
Master Caution Light (Yellow) 387
Master Warning Light (Red) 387
Outside Air Temperature Indicator Lights 327
Overhead Controls Electroluminescent Panel 71557
Overhead Instruments Electroluminescent Panel 71566
Pedestal Upper Electroluminescent Panel 71564
Pedestal Lower Electroluminescent Panel 71566
Post Light 327
Standby Compass Light 327
Page 201
33-10-00 Nov 1/09

Bulb Replacement Guide - Flight Compartment
Page 202
Nov 1/09 33-10-00

Page 203
33-10-00 Nov 1/09

Page 204
Nov 1/09 33-10-00

Page 205
33-10-00 Nov 1/09
2. CONTROL WHEEL MAP LIGHT BULB
A. Replacement
(1) Remove the attaching screws and the escutcheon from the control wheel (Ref. Figure 201).
(2) Remove the bulb by pressing it into the socket and turning counterclockwise.
(3) Install a new bulb in the socket.
(4) Install the escutcheon and secure with the attaching screws.
3. ANNUNCIATOR LIGHT BULB
A. Replacement
(1) Press and release the lens assembly to partially eject it from the annunciator assembly
(Ref. Figure 201).
(2) Pull the lens assembly from the annunciator assembly.
(3) Remove the bulb from the socket.
(4) Install a new bulb.
(5) Insert the lens assembly in the annunciator assembly.
4. DIMMER SWITCH POWER SUPPLY
A. Removal
(1) Remove the carpet (Ref. Chapter 25-20-01, CARPET REMOVAL AND INSTALLATION) and
floorboards in the center of the passenger compartment adjacent to the forward airstair door
(2) Remove the electrical connector from the power supply (Ref. Figure 202).
(3) Remove the attaching screws and the power supply from the electrical equipment panel.
B. Installation
(1) Install the power supply on the electrical equipment panel and secure with the attaching screws
(Ref. Figure 202).
(2) Install the electrical connector on power supply.
(3) Install the floorboards in the center of the passenger compartment.
(4) Install the carpet previously removed (Ref. Chapter 25-20-01, CARPET REMOVAL AND
INSTALLATION).
Page 206
Nov 1/09 33-10-00
5. EDGELIGHTED PANEL ASSEMBLIES

The edgelighted panel assemblies consist of an outer plastic panel and a printed circuit board to which wheat
lights are soldered. These panel assemblies are mounted strategically throughout the crew compartment to
identify the function and mode of the various switches and systems. The inscriptions on the outer,
counterbored, plastic panel of the edgelighted assemblies are illuminated of wheat light lamps soldered in
parallel to a printed circuit board and powered by 28 vdc.
Due to the fact that edgelighted panels can be damaged by inappropriate maintenance practices and
contamination, usually moisture resulting from spills or storm windows left open in moist environments, they
should be functionally checked during each routine checking of all lights.
A. Replacement
(1) Disconnect the airplane power.
(2) Remove any knobs that may interfere with the removal of the panel assemblies.
NOTE: Exercise care not to scratch or damage the panel assemblies.
(3) Remove the attaching screws and lift the edgelighted panel away from the structure (Ref. Figure
203).
(4) Position the new edgelighted panel in place and install it with the attaching screws. DO NOT
OVERTIGHTEN THE SCREWS.
(5) Install all knobs which were removed for this operation.
Page 207
33-10-00 Nov 1/09
Figure 202
Dimmer Switch Power Supply Installation
Page 208
Nov 1/09 33-10-00
Figure 203
Edgelighted Panel Replacement
Page 209
33-10-00 Nov 1/09
6. PRINTED CIRCUIT BOARD (PCB)
A. Repair Procedure
Because of the bonded type construction of the board, repair of the PCB assembly is limited to
replacement of the wheat light lamps. The following Steps should be observed when replacement of a
lamp (or lamps) becomes necessary.
(1) Utilizing a low wattage soldering iron, heat the solder holding each of the lamp leads to the PCB.
As the solder begins to soften, lift the lead away from its mounting pad.
CAUTION: The lamp mounting pads and leads may lift away from the board if excessive heat is
applied to the solder attaching the lamp leads to the mounting pads. If this occurs, the
PCB must be replaced.
(2) Solder the new wheat light lamp to the appropriate pads on the PCB. Do not apply excessive
solder to the assembly, and ensure that each connection has a good fillet between the pad and the
lead. The contour of each lamp lead should be visible in the solder.
(3) After completing repairs, check that all lamps match the counterbores in the outer plastic panel.
(4) Connect a regulated 28 vdc power source to the PCB and verify that all lamps illuminate. When
normal panel function is attained, the panel must be cleaned and a conformal coating applied
before final assembly (Ref. PRINTED CIRCUIT BOARD CLEANING and PRINTED CIRCUIT
BOARD - CONFORMAL COATING).
B. Cleaning
(1) Immerse the entire PCB in a container of isopropyl alcohol (30, Table 1, Chapter 91-00-00).
NOTE: The PCB may be lightly scrubbed with a soft bristled brush as necessary to remove
stubborn contaminants.
(2) Assure that all traces of flux and other contaminants are washed away.
(3) Remove the PCB from the container and rinse it by pouring clean isopropyl alcohol over the panel
assembly.
NOTE: After cleaning, care must be exercised to protect from the environment. All traces of oil,
moisture or any other contaminants must be kept away from the PCB. Clean, lint-free,
white gloves or clean rubber gloves must be worn at all times during and after the cleaning
of a PCB assembly.
(4) Immediately after rinsing, place the assembly in a vertical position (to draw off any residual
moisture) and allow to dry.
C. Conformal Coating
(1) As soon as possible after the PCB is fully dry, the conformal coating should be applied. The
coating must completely cover the side of the PCB on which the light lamps are installed.
Page 210
Nov 1/09 33-10-00
NOTE: Hawker Beechcraft Corporation recommends coating (108 or 109, Table 1, Chapter
91-00-00) thinned 25% with solvent (110, Table 1, Chapter 91-00-00). CE1155 is a two
part product and should be mixed in a ratio of 10 parts of component A to 7 parts
component B by weight. CE1155 is the preferred coating agent; however, any coating that
conforms to MIL-I-46058 may be used.
(2) The coating may be applied by dipping, brush or spray. Whichever coating method is used, care
must be taken to avoid getting any coating in the area of the electrical connector. After application,
the coating must be cured as recommended in the manufacturer's instructions.
(3) Inspect the coating for complete coverage, fisheyes, bubbles, dry spots, peeling, blisters, wrinkles,
and cracks. If any coating defects are found, the panel must be cleaned and have the conformal
coating applied.
(4) When the conformal coating has been satisfactorily applied and cured, the edgelighted panel may
be assembled and installed. Replace any knobs that were removed and connect the airplane
power.
7. EXTINGUISHER PUSH/FIREWALL VALVE SWITCH
A. Lamp Replacement
CAUTION: Failure to disconnect the battery from the “hot” battery bus before lamp replacement may
result in accidental discharge of the engine fire extinguishers or closing of the firewall
valves.
(1) Remove all electrical power from the airplane and disconnect the airplane battery.
(2) Remove the copper safety wire from the clear plastic guard. Flip the clear plastic guard up, grasp
the finger grips on the sides of the legend face, and pull outward (Ref. Figure 205).
(3) While fully extended, rotate the legend face a 1/4 turn in either direction.
(4) Push in on the legend face to release the lamp holder tabs from their slots.
(5) Pull the lamp holder out and swivel it down to access the lamps.
(6) Remove colored boots from the lamps as required.
(7) Extract the four lamps from the lamp holder with fingers or a small screwdriver. Always replace the
lamps as a set.
(8) Install the new lamps.
(9) Fully extend the legend face to engage the tab cam.
(10) Retract the tabs with the tab cam by rotating the legend face 1/4 turn in either direction.
(11) Once the tabs are retracted, swivel the lamp holder up and slide it all the way into the switch body.
NOTE: Install the legend face with the nomenclature facing upright. The lamp holder will not seat
properly if the legend face is inverted.
(12) Extend the tabs by rotating the legend face 1/4 turn. The lamp holder will lock into place as the
tabs extend.
Page 211
33-10-00 Nov 1/09
(13) Push the legend face into the switch body until it clicks. An audible click indicates the legend face
has locked in place.
(14) Safety wire the clear plastic guard closed with 30 gage (0.010 diameter) copper safety wire.
(15) Connect the airplane battery.
Page 212
Nov 1/09 33-10-00
Figure 204
Edgelighted Panel Printed Circuit Board Lamp Replacement
Page 213
33-10-00 Nov 1/09
Figure 205
Fire Extinguisher and Firewall Valve Switch
Page 214
Nov 1/09 33-10-00
LIGHTS
LANDING GEAR INDICATOR LIGHTS
33-10-05
200200
1. LANDING GEAR DOWNLOCK LIGHTS LAMP
A. Replacement
WARNING: When replacing lamps, never move the landing gear handle from the extended
(down) position.
(2) Pull the annunciator module from the annunciator assembly (Ref. Figure 201).
CAUTION: Any time this annunciator is removed, perform LANDING GEAR DOWNLOCK LIGHT
ANNUNCIATOR FUNCTIONAL CHECK.
(3) Remove and replace the defective lamp (Ref. Table 1, 33-10-00).
(4) Ensure proper orientation of the annunciator module and press it firmly into the annunciator
assembly.
WARNING: Verify the landing gear switch handle is in the extended (down) position before
restoring electrical power to the airplane.
(5) Apply power to the airplane and verify operation of the annunciator.
2. LANDING GEAR DOWNLOCK LIGHT ANNUNCIATOR
A. FUNCTIONAL CHECK
WARNING: When replacing lamps, never move the landing gear handle from the extended
(down) position.
(2) Pull the annunciator module from the annunciator assembly (Ref. Figure 201).
(3) Remove one bulb at a time and shine a flashlight from the back of the annunciator forward.
(4) Ensure that the appropriate portion of the annunciator illuminates at the location where the bulb is
removed.
CAUTION: The annunciator has dividers installed to block the light between the LH and the RH
portion of the annunciator. The nose location, either bulb, will light the entire NOSE
section.
(5) Continue checking until all of the removed bulb locations are checked.
(6) Install all bulbs and install annunciator assembly.
(7) Restore power to the airplane and verify all bulbs are illuminated.
Page 201
33-10-05 May 1/12
PILOT’S INBOARD
SUBPANEL LANDING GEAR
INDICATORS
LANDING GEAR
HANDLE
DETAIL A
UB33B
111542AA.AI
Figure 201
Landing Gear Downlock Annunciator Location
Page 202
May 1/12 33-10-05
LIGHTS
33-20-00

00
1. GENERAL
Passenger compartment lighting consists of entry way and aisle lighting, overhead lighting, reading lights and
warning lights. Lights located in the airstair door and doorpost can be controlled by a switch located on the
side of the airstair door step. A door-lock light may be illuminated by pressing a switch located adjacent to the
entry lights switch. The fluorescent overhead lights, reading lights and the lights in the no smoking/fasten seat
belt signs are controlled by switches located on the overhead light control panel in the flight compartment.
The reading lights may be controlled by push button switches located adjacent to the lights.
Page 1
33-20-00 Nov 1/09
LIGHTS
200200
1. PROCEDURES
Refer to Table 201 and Figure 201, 202 and 203 for replacement of bulbs located in the passenger
compartment.
2. ENTRY LIGHT BULB
A. Replacement
(1) Remove the attaching screws and lens from the aft door post on the airstair door (Ref. Figure 201
and 202).
(4) Install the lens and secure with the attaching screws.
3. SPAR COVER LIGHT TUBE
A. Replacement
(1) Remove the attaching screws and the lens from the fluorescent light fixture (Ref. Figure 203).
(2) Remove the fluorescent tube from the fixture.
(3) Install a new fluorescent tube in the fixture.
(4) Install the lens and secure with the attaching screws.
Page 201
33-20-00 Nov 1/09
Table 201
BULB REPLACEMENT GUIDE
Location P/N
Aft Dome Light 303
Airstair Doorpost Light 1864
Airstair Door-Lock Light 1864
Aisle Entry Light 303
LH Forward Partition Entry Light 1495
No Smoking/Fasten Seat Belt Signs 1202-300 (UA, UB, & UC-1 thru UC-57)
No Smoking/Fasten Seat Belt Signs OL6839BPE (UC-58 & after and earlier serials
with Kit No. 114-3015-1S installed)
Overhead Fluorescent Light 5108 WW
Reading Light 303
Spar Cover Fluorescent Light 5104 WW
4. CABIN READING LIGHT BULB
A. Replacement
(1) Remove the threaded sleeve from the light receptacle (Ref. Figure 204).
(2) Remove the lens and the bulb from the socket.
(4) Install the lens and secure with the threaded sleeve.
5. PASSENGER NO SMOKING/FASTEN SEAT BELT SIGN LIGHT TRAY
A. Replacement
(1) Snap off the cover. The sign may remain mounted on the bulkhead while this is being
accomplished.
(2) Remove the two screws which retain the lamp tray in the light wedge.
(3) Replace the lamp tray with a new lamp tray and secure it with the two screws.
(4) Replace the snap-on cover.
Page 202
Nov 1/09 33-20-00
Figure 201
Forward Partition Entry Light - Passenger Compartment
Page 203
33-20-00 Nov 1/09
Figure 202
Airstair Door Entry Lights
Page 204
Nov 1/09 33-20-00
Figure 203
Spar Cover Light - Passenger Compartment
Page 205
33-20-00 Nov 1/09
Figure 204
Overhead Fluorescent/ Light Cabin Reading Light - Passenger Compartment
Page 206
Nov 1/09 33-20-00
LIGHTS
33-30-00

00
1. GENERAL
The nose baggage compartment light is controlled by a switch located adjacent to the light. The aft baggage
compartment light is controlled by a switch located adjacent to the lower aft corner of the aft airstair door. The
cargo compartment dome light is controlled by a switch located adjacent to the lower forward corner of the
cargo door.
Page 1
33-30-00 Nov 1/09
LIGHTS
200200
1. PROCEDURES
Refer to Table 201 and Figure 201 and 202 to replace bulbs installed in the airplane baggage and cargo
compartments.
Table 201
Bulb Replacement Guide
Location P/N
Aft Baggage Compartment Light 303
Cargo Compartment Light 303
Nose Baggage Compartment Light 303
2. NOSE BAGGAGE COMPARTMENT LIGHT BULB
A. Replacement
(1) Open the nose baggage compartment door.
(2) Remove the attaching screws and lens from the light (Ref. Figure 201).
(5) Install the lens and secure it with the attaching screws.
(6) Install the cover on the lens.
(7) Close the nose baggage compartment door.
3. AFT BAGGAGE COMPARTMENT LIGHT BULB
A. Replacement
(1) Remove the attaching screws, lens cover and lens from the light (Ref. Figure 202).
(4) Install the lens and lens cover then secure them with the attaching screws.
Page 201
33-30-00 Nov 1/09
Figure 201
Nose Baggage Compartment Light
Page 202
Nov 1/09 33-30-00
Figure 202
Aft Baggage Compartment Light
Page 203
33-30-00 Nov 1/09
LIGHTS
EXTERIOR
33-40-00

00
1. GENERAL
A. Strobe Light System

Strobe lights installed on the aft end of the vertical stabilizer and on the wing tips increase visibility of the
airplane during night flight. A toggle switch located on the LH inboard subpanel controls the strobe light
system. The toggle switch incorporates a 5-amp circuit breaker. The wing strobe lights power supply
units are installed adjacent to the strobe lights. The vertical stabilizer strobe light power supply is
installed on a bulkhead located forward of the stabilizer strobe light. Transistorized circuitry in the power
supply units steps up 28-vdc airplane power, producing between 400 and 600 volts. The stepped-up
voltage is stored in two capacitors until a timer releases the voltage to the strobe light assembly. The
high voltage stored in the capacitor then surges through the gas in the flashtube to produce a brilliant
burst of light.
B. Recognition Lights
The recognition lights are installed in each wing tip, forward of the strobe lights. The lights are aimed
forward and outboard of the airplane. The recognition lights are controlled by a toggle switch located on
the pilot's inboard subpanel. The switch incorporates a 7.5-amp circuit breaker.
C. Navigation Lights
Navigation lights are installed in each wing tip and on the aft end of the vertical stabilizer fairing. The
lights are controlled by a toggle switch located on the pilot's inboard subpanel. The toggle switch
incorporates a 5-amp circuit breaker.
D. Taxi Light
The taxi light is installed on the nose landing gear strut and illuminates the runway when the landing
gear is extended. A toggle switch incorporating a 15-amp circuit breaker is located on the pilot's inboard
subpanel and controls the taxi light. If the taxi light control switch is in the ON position when the landing
gear is retracted, an advisory panel light will illuminate.
E. Landing Lights
Landing lights are installed in the leading edge of each wing and are controlled by LH and RH toggle
switches. The switches are located on the pilot's inboard subpanel and incorporate circuit breakers.
F. Wing Ice Lights

Wing ice lights aid the pilot in detecting the formation of ice on the wing leading edge. The lights are
installed on the outboard side of each engine nacelle and are controlled by a toggle switch located on
the pilot's inboard subpanel. The switch incorporates a 5-amp circuit breaker.
Page 1
33-40-00 Nov 1/09
G. Empennage Logo Lights

Logo lights are installed on the underside of the horizontal stabilizer and illuminate the identification logo
on the vertical stabilizer. A toggle switch located on the pilot's inboard subpanel allows control of the
lights. The switch incorporates a 15-amp circuit breaker.
H. Rotating Beacons
The rotating beacons are anti-collision lights installed on the underside of the fuselage and on the
vertical stabilizer fairing. The beacons are controlled by a toggle switch located on the pilot's inboard
subpanel. The switch incorporates a 10-amp circuit breaker. The bulbs are mounted in a motor that
rotates each bulb approximately 180°. These rotating lights increase airplane visibility from all
directions.
Page 2
Nov 1/09 33-40-00
LIGHTS
EXTERIOR
TROUBLESHOOTING
100100
1. PROCEDURES
A. Strobe Light System

The following procedures are recommended when a strobe light flashtube fails to illuminate:
(1) Ensure that the flashtube is not broken and that the electrical connectors are installed securely.
WARNING: Although a bleed-off resistor is incorporated in the power supply circuit, high
voltage is involved in the circuit between the power supply and light
assemblies. For this reason, turn the control switch for the strobe lights off and
wait at least ten minutes before disconnecting the cables at the power supply
and before handling or disassembling these units in any way. Failure to
observe these precautions may result in physical injury or shock.
(2) Disconnect the power cable from the inoperative light. Connect the power cable to a light known to
be good. If the flashtube of the good light fails to illuminate, the strobe light circuit breaker has
tripped or the power supply unit has failed.
CAUTION: Never connect the wiring of a good power supply to the circuit of an inoperative light,
because a short in the defective light would damage the power supply.
The most likely reasons for malfunctions of this system are: (1) shorts in the power supply unit or
the lamp assembly, (2) shorts caused by contact of the power supply unit with a foreign object
during operation, (3) moisture in the connectors and (4) excessive heat within the power supply
unit.
Page 101
33-40-00 Nov 1/09
LIGHTS
EXTERIOR
200200
1. PROCEDURES
Refer to Table 201 and Figure 201 through 207 to replace bulbs located on the airplane exterior.
Table 201
BULB REPLACEMENT GUIDE
Location P/N
Empennage Logo Light 1982
Nose Taxi Light 4587
Recognition Light 1982
Rotating Beacon (Upper) A7079B-24
Rotating Beacon (Lower) A7079B-24
Strobe Flashtubes (Wing and Vertical Stabilizer) 55-0221-1
Tail Navigation Light 1683
Wing Ice Light A7079B-24
Wing Landing Lights 4553
Wing Navigation Lights A7512-24
2. WING STROBE LIGHT
A. Removal
voltage is involved in the circuit between the power supply and light assemblies. For
this reason, turn the control switch for the strobe lights off and wait at least ten
minutes before disconnecting the cables at the power supply and before handling or
disassembling these units in any way. Failure to observe these precautions may
result in physical injury or shock.
(1) Remove the transparent wing tip cover.
(2) Remove the attaching screws and lift out the light assembly (Ref. Figure 201).
(3) Disconnect the electrical connector from the power supply and remove the complete unit from the
airplane.
B. Installation
(1) Connect the electrical connector at the aft end of the power supply to the wing wiring (Ref. Figure
201).
(2) Position the light assembly in the wing tip and secure with the attaching screws.
Page 201
33-40-00 Nov 1/09
(3) Install the transparent wing tip cover and secure with the attaching screws.
3. WING STROBE LIGHT FLASHTUBE
A. Replacement
(1) Remove the transparent wing tip cover (Ref. Figure 201).
(2) Remove two screws from the strobe light end plate and remove the end plate.
(3) Slide the strobe light lens outboard and off the light assembly.
(4) Remove the flashtube from the clips and discard the flashtube.
(5) Place a clean, lint free cloth around a new flashtube to prevent fingers from contacting the glass
and install the new flashtube with the indexing clip pointing outward.
WARNING: If fingers contact the flashtube, clean the area thoroughly with a clean, lint free
cloth and isopropyl alcohol and allow to air dry.
(6) Install the strobe light lens, the end plate and the wing tip cover.
4. TAIL STROBE LIGHT FLASHTUBE
A. Replacement
(1) Remove the transparent cover from the aft end of the vertical stabilizer fairing (Ref. Figure 201).
(2) Remove the screws which attach the strobe light assembly to the bulkhead and pull the strobe
light assembly out of the opening in the fairing bulkhead.
(3) Remove the mounting bracket and end plate from one end of the strobe light assembly and slide
the lens off the strobe light housing.
(4) Remove and discard the flashtube.
Page 202
Nov 1/09 33-40-00
(5) Place a clean, lint free cloth around a new flashtube to keep fingers from contacting the glass and
install the new flashtube with the indexing clip pointing aft.
(6) Install the strobe light lens, end plate and bracket, install the assembly in the tail fairing and install
the transparent cover on the aft end of the tail fairing.
5. RECOGNITION LIGHT BULB
A. Replacement
(1) Remove the wing tip light transparent cover (Ref. Figure 201).
(2) Remove the two attaching screws and pull the reflector assembly off the light bulb.
(3) Press the bulb into the socket and turn counterclockwise to remove.
(4) Install a new bulb in the lamp socket, holding the bulb with a clean, lint free cloth to keep fingers
from contacting the glass.
(5) Install the reflector assembly and the transparent cover on the wing tip.
6. NAVIGATION LIGHT BULB
A. Replacement
NOTE: The following replacement procedures apply to the wing navigation lights and the tail
navigation light.
(1) Remove the transparent light cover from the stabilizer fairing (Ref. Figure 201).
(2) Remove the screws, lens retainer, and lens.
(3) Press the lamp into its socket and turn counterclockwise to remove.
(4) Install the retaining ring and secure with the attaching screw.
7. TAXI LIGHT BULB
A. Replacement
(1) Remove the screw and the retaining ring from the light housing (Ref. Figure 203).
(2) Lift the bulb out of its housing and disconnect the electrical wiring from bulb.
(3) Connect the wiring to a new bulb and install the bulb in the housing.
(4) Install the retaining ring and secure with the attaching screw.
Page 203
33-40-00 Nov 1/09
8. WING ICE LIGHT BULB
A. Replacement
(1) Remove the upper center cowling (Ref. Chapter 71-10-00, COWLING REMOVAL) (Ref. Figure
204).
(2) Press the bulb into its socket and turn counterclockwise to remove.
(3) Install a new bulb in the socket, holding the bulb with a clean, lint free cloth.
(4) Install the upper center cowling (Ref. Chapter 71-10-00, COWLING INSTALLATION).
9. LANDING LIGHT BULB
A. Replacement
(1) Remove the attaching screws and lens assembly from the wing leading edge (Ref. Figure 205).
(2) Remove the attaching screws and nuts securing the retaining ring. Remove the retaining ring.
(3) Remove the bulb and disconnect the electrical wiring from the bulb.
(4) Connect the electrical wiring to a new bulb. Install the bulb and secure with the retaining ring and
the attaching screws and nuts.
(5) Install the lens assembly and secure with the attaching screws.
10. EMPENNAGE LOGO LIGHT BULB
A. Replacement
(1) Remove the attaching screws, retainer and lens from the underside of the horizontal stabilizer
(Ref. Figure 206).
(2) Press the bulb into its socket and turn counterclockwise to remove.
(3) Install a new bulb in the socket, holding the bulb with a clean, lint free cloth.
(4) Install the lens and retainer and secure with the attaching screws. Seal around the periphery of the
retainer using sealer (60, Table 1, Chapter 91-00-00).
11. ROTATING BEACON LIGHT BULB
A. Replacement
(1) Remove the attaching screw and washer from the lens of the beacon. Loosen the screw on the aft
end of the beacon and remove the lens (Ref. Figure 202).
(2) Remove the bulb from the rotation motor socket.
(4) Install the lens and seal and secure with the attaching screw and washer. Tighten the screw on the
aft end of the beacon.
Page 204
Nov 1/09 33-40-00
12. TAIL STROBE LIGHT POWER SUPPLY
A. Removal
(1) Remove the attaching screws and the aft section of the vertical stabilizer fairing (Ref. Figure 207).
(2) Remove the electrical connector from the power supply.
(3) Remove the attaching parts and power supply from the airplane.
B. Installation
(1) Install the power supply and secure with the attaching screws and washers (Ref. Figure 207).
(2) Install the electrical connector on the power supply.
(3) Install the vertical stabilizer fairing and secure with the attaching screws.
Page 205
33-40-00 Nov 1/09
Figure 201
Wing and Tail Strobe Light
Page 206
Nov 1/09 33-40-00
Figure 202
Beacon Light Bulb Replacement
Page 207
33-40-00 Nov 1/09
Figure 203
Taxi Light
Page 208
Nov 1/09 33-40-00
Figure 204
Wing Ice Light
Page 209
33-40-00 Nov 1/09
Figure 205
Landing Light
Page 210
Nov 1/09 33-40-00
Figure 206
Empennage Logo Light
Page 211
33-40-00 Nov 1/09
Figure 207
Vertical Stabilizer Strobe Light Power Supply
Page 212
Nov 1/09 33-40-00
LIGHTS
33-50-00

00
1. GENERAL
Airstair door and emergency door exit signs are manufactured with T-lights. These lights are sealed glass
tubes filled with tritium gas and are phosphor-coated internally. In principle, T-lights produce light much the
same way as television tubes or luminous watch dials; no exposure to daylight is necessary. T-lights have a
useful life of many years; however, FAA regulations require a minimum operational brightness of 100
microlamberts. Periodic brightness checks must be conducted to insure that the brightness level remains at
or above 100 microlamberts. Refer to Chapter 4-00-00 for inspection interval information.
Page 1
33-50-00 Nov 1/09
LIGHTS
SELF-ILLUMINATED EXIT SIGNS
200200
1. PROCEDURES
2. SELF-ILLUMINATED EXIT SIGN (UA-1 AND AFTER)
A. Replacement
Self-illuminated exit signs are located on all three emergency escape hatches (Ref. Figure 201, View A).
A self-illuminated exit sign is located in the vestibule area on either the forward LH partition (View C),
mounted to the forward escutcheon (View D) or mounted to the headliner centered above the forward
airstair door (View B). Another self-illuminated sign is located above and centered over the aft airstair
door headliner (View B).
The self-illuminated exit signs can be replaced as follows:
(1) Carefully remove the self-illuminated exit sign from its mounting surface.
(2) Remove all adhesive residue from the mounting surface.
(3) Scuff both the new self-illuminating sign and the mounting surface bonding area using 240 grit
sandpaper or scrubbing pad (150, Table 1, Chapter 91-00-00).
(4) Clean the bonding surfaces using solvent (30 or 54, Table 1, Chapter 91-00-00).
(5) Bond the self-illuminating exit sign to the mounting surfaces using adhesive (186, Table 1, Chapter
91-00-00) per BS201.
Page 201
33-50-00 Nov 1/09
BL
20.000
REF
5.00 INCHES FROM
TOP OF PARTITION
1.00 INCH
LOCATED AT FS 150.60 WL
135.00
REF
VIEW C C D VIEW D
B
VIEW B VIEW A
UA33B
071355AA.AI
Figure 201
Self-Illuminated Sign Installation (UA-1 and After)
Page 202
Nov 1/09 33-50-00
3. SELF-ILLUMINATED EXIT SIGN (UB-1 AND AFTER; UC-1 AND AFTER)
A. Replacement
Self-illuminated exit signs are located on all three emergency escape hatches (Ref. Figure 202, View A).
A self-illuminated exit sign is located in the vestibule area on either the forward LH partition (View C),
mounted to the forward escutcheon (View B) or mounted to the headliner centered above the forward
airstair door (View D).
The self-illuminated exit signs can be replaced as follows:
(1) Carefully remove the self-illuminated exit sign from its mounting surface.
(2) Remove all adhesive residue from the mounting surface.
(3) Scuff both the new self-illuminating sign and the mounting surface bonding area using 240 grit
sandpaper or scrubbing pad (150, Table 1, Chapter 91-00-00).
(4) Clean the bonding surfaces using solvent (30 or 54, Table 1, Chapter 91-00-00).
(5) Bond the self-illuminating exit sign to the mounting surfaces using adhesive (186, Table 1, Chapter
91-00-00) per BS201.
Page 203
33-50-00 Nov 1/09
BL
20.000
REF
5.00 INCHES FROM
TOP OF PARTITION
1.00 INCH
LOCATED AT FS 150.60 WL
135.00
REF
VIEW C C B VIEW B
D
VIEW A
VIEW D UB33B
071356AA.AI
Figure 202
Self-Illuminated Sign Installation (UB-1 and After; UC-1 and After)
Page 204
Nov 1/09 33-50-00
4. SELF-ILLUMINATED EXIT SIGN

The equipment used in this check consists of DB-45-B1 T-light Comparator (Ref. Figure 203). This equipment
is available from Self-Powered Lighting Inc., 8 Westchester Plaza, Elmsford, New York 10523.
Self-illuminated exit signs can be inspected on the airplane under all types of lighting conditions without the
need for removing the sign. Checking for brightness requires the use of a T-light Comparator. The test is
performed as follows:
A. Brightness Check
(1) Place the comparator base plate flat on the surface of the sign and move it gently until the viewing
aperture is over the portion of the sign to be inspected.
(2) Compare the brightness of the sign portion seen through the aperture and the calibrated source; if
the sign is as bright or brighter than the calibrated source, the sign brightness is equivalent to, or
better than, the 100 microlamberts required. If the sign brightness is less than that of the
comparator, the sign must be replaced.
(3) Move the comparator over all the illuminated portions of the sign to check minimum brightness at
all points.
(4) If the sign at any point appears less bright than the comparator, the sign is due for replacement.
Figure 203
T-Light Comparator
Page 205
33-50-00 Nov 1/09
LIGHTS
33-50-00

00
1. GENERAL
Airstair door and emergency door exit signs are manufactured with T-lights. These lights are sealed glass
tubes filled with tritium gas and are phosphor-coated internally. In principle, T-lights produce light much the
same way as television tubes or luminous watch dials; no exposure to daylight is necessary. T-lights have a
useful life of many years; however, FAA regulations require a minimum operational brightness of 100
microlamberts. Periodic brightness checks must be conducted to insure that the brightness level remains at
or above 100 microlamberts. Refer to Chapter 04-00-00 of the 1900 Airliner Series Airworthiness Limitations
Manual P/N 129-590000-133 for inspection interval information.
Page 1
33-50-00 May 1/10
LIGHTS
EMERGENCY EXIT LIGHTING SYSTEM
(OPTIONAL INSTALLATION WITH EXTERNAL FLOODLIGHTS) (UC-1 AND AFTER)
200200
1. PROCEDURES
2. EMERGENCY EXIT CABIN LIGHT LAMP
A. Replacement
(1) Ensure the emergency light switch placarded OFF-ARM-ON, in the overhead panel, is in the OFF
position.
(2) Remove the lens by unsnapping it from the overhead emergency exit cabin light.
NOTE: The emergency exit light has one large lamp and two small lamps located at the bottom
side of the floodlight reflector, and four miniature lamps located around the perimeter of
the lens assembly.
(3) Gently press the flood lamp into the lamp socket and turn counterclockwise (approximately a 1/8
rotation), then pull the lamp from the socket.
(4) Press a new lamp into the lamp socket and turn clockwise until movement stops. Lightly pull the
lamp up to assure that it is properly locked in place.
(5) To remove the smaller bulbs, unscrew the cap counterclockwise.
(6) To install the smaller bulbs, screw the cap clockwise.
(7) Position the lens on the overhead emergency light and snap in place.
3. EMERGENCY EXIT EXTERIOR LIGHT LAMP
A. Replacement
(1) Remove the four screws from the lens assembly.
(2) Remove the lens assembly from the emergency exit light.
(3) Press the lamp into the lamp socket and turn it counterclockwise (approximately 1/8 rotation), then
pull the lamp from the socket.
(4) Press a new lamp Into the lamp socket and turn it clockwise (approximately 1/8 rotation).
(5) Lightly pull on the lamp to assure that it is properly locked in place.
(6) Position the lens assembly on the emergency exit light and install the four attaching screws.
Page 201
33-50-01 Nov 1/09
LIGHTS
33-50-02

00
1. GENERAL
A. JAR-OPS Emergency Exit Lighting System (Optional on UC-1 and After, and
with kit 114-5313-3 Installed)
NOTE: This equipment is installed on airplanes operating in accordance with Joint Aviation
Requirements (JAR-OPS 1). It is installed by Kit No. 114-5313-3.
The emergency exit lighting system is a self-activating self-contained lighting system designed to
provide emergency lighting to the interior areas around the cabin door and three emergency exits
(Ref. Figure 1). Three lighting modules are located in the headliner of the cabin: one opposite the cabin
door, one opposite the right forward emergency exit, and one between the left and right emergency
exits.
Each module is equipped with two light sources. A dim light source, which is illuminated during normal
operations is powered by the 28 volt aircraft battery through a 5 amp circuit breaker on the right-hand
circuit breaker panel. The other, brighter light source is powered by four internal alkaline batteries and is
controlled by two switches (Ref. Figure 2). One is an internal “g” switch which activates upon sensing
rapid deceleration in the forward direction. The other is an external three-position rocker switch
(spring-loaded to the center position) placarded ON-TEST-/OFF-RESET. The light illuminates when the
switch is momentarily placed in the ON-TEST position. The light extinguishes when the switch is
momentarily placed in the OFF-RESET position.
Page 1
33-50-02 Nov 1/09
Page 2
Nov 1/09 33-50-02
Figure 1
JAR-OPS Emergency Exit Lighting System
(With Kit 114-5313-3 Installed)
Page 3
33-50-02 Nov 1/09
Page 4
Nov 1/09 33-50-02
Figure 2
JAR-OPS Emergency Exit Lights Schematic
Page 5
33-50-02 Nov 1/09
LIGHTS
200200
1. PROCEDURES
2. JAR-OPS EMERGENCY EXIT LIGHTING SYSTEM (OPTIONAL ON UC-1 AND AFTER,

AND WITH KIT 114-5313-3)
NOTE: This equipment is installed on airplanes operating in accordance with Joint Aviation Requirements
(JAR-OPS 1).
3. EMERGENCY EXIT CABIN LIGHT LAMP
A. Replacement
(1) Ensure that the emergency light switch (1) placarded ON-TEST/OFF-RESET is OFF
(Ref. Figure 201).
(2) Unsnap the lens (3) from the overhead emergency exit cabin light and remove it.
(3) Gently press the large lamp (9) into the lamp socket and turn counterclockwise (approximately a
1/8 turn), then pull the lamp from the socket.
(4) Press a new lamp (9) into the lamp socket and turn clockwise until movement stops. Lightly pull
the lamp to assure that it is properly locked in place.
(5) To remove the smaller bulbs from the light assembly (10), unscrew the cap counterclockwise.
(6) To install the smaller bulbs, screw the cap clockwise.
(7) Position the lens (3) on the overhead emergency light and snap in place.
Table 201
Lamp Replacement Guide For JAR-OPS Emergency Exit Lighting System
LAMP LAMP P/N
Overhead Emergency Exit Cabin Light (Large Lamp) 425
Overhead Emergency Exit Cabin Light (Small Lamp) 123-C-STC-FB59
4. EMERGENCY EXIT LIGHT
A. Removal
(1) Ensure that the emergency light switch (1) placarded ON-TEST/OFF-RESET is OFF
(Ref. Figure 201).
(2) Unsnap the lens (3) from the overhead emergency exit cabin light.
NOTE: It may be desirable to detach the switch (1) from the lens (3) to gain easier access to the
light unit.
Page 201
33-50-02 Nov 1/09
(3) To detach the switch (1) from the lens (3), push the switch through the mounting hole in the lens
and remove the mounting plate (2) from the switch. This will allow the switch to pass through the
hole in the lens.
(4) Disconnect the three 1/4-turn fasteners (5) and lower the exit light unit from the headliner.
(5) Disconnect the exit light electrical connector (4) from the wire harness behind the headliner.
(6) Remove the exit light unit from the airplane.
B. Installation
(1) Connect the exit light electrical connector (4) to the wire harness behind the headliner
(Ref. Figure 201).
(2) Mount the exit light unit in the headliner by connecting the three 1/4-turn fasteners (5).
(3) If the exit light switch (1) has been detached from the lens (3): insert the switch through the
mounting hole in the lens, install the switch mounting plate (2) on the switch, and push the switch
mounting plate into the hole in the lens.
(4) Snap the lens (3) into place over the exit light unit.
C. Battery Replacement
(1) Perform the EMERGENCY EXIT LIGHT REMOVAL, in this section.
NOTE: The proper placement of the exit light batteries (8) is illustrated on the exit light cover (6)
(Ref. Figure 201).
(2) Remove the screw and washer (7) attaching the exit light cover (6).
(3) Remove the old batteries (8) from the battery holder and install new ones.
(4) Attach the exit light cover (6) with the screw and washer (7).
(5) Perform the EMERGENCY EXIT LIGHT INSTALLATION, in this section.
Page 202
Nov 1/09 33-50-02
Figure 201
JAR-OPS Emergency Exit Lights
Page 203
33-50-02 Nov 1/09
CHAPTER 34 - NAVIGATION AND PITOT/STATIC

TABLE OF CONTENTS
SUBJECT PAGE
FLIGHT ENVIRONMENT DATA
34-10-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Pitot And Static Pressure System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Outside Air Temperature (OAT) Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Pitot/Static Mast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Electrical Continuity Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Heat Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Pitot System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Static System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Pitot System Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Inspecting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Pitot Heads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Inspecting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Outside Air Temperature (OAT) Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
MAGNETIC COMPASS
34-20-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
RADIO MAGNETIC INDICATOR SYSTEM
34-50-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 1

CH-SE-SU PAGE DATE
34-LOEP 1 May 1/12
34-10-00 1 thru 3 Nov 1/09
101 Nov 1/09
201 thru 213 Nov 1/09
34-20-00 201 and 202 May 1/12
34-50-00 1 Nov 1/09
201 Nov 1/09
Page 1
34-LOEP May 1/12
NAVIGATION AND PITOT/STATIC

34-10-00

00
1. GENERAL
A. Pitot And Static Pressure System

The pitot and static pressure system provides a source of impact air pressure and static air for operation
of the instruments (Ref. Figure 1). The pitot portion of the system utilizes the pitot/static masts, located
on each side of the upper fuselage nose (Ref. Figure 2). The impact air pressure entering the masts is
transmitted through separate tubing to the dual airspeed indicators mounted on the instrument panel.
Since the pitot/static mast is the lowest point in each line from the instrument panel, the resultant natural
drainage eliminates the need for drain valves. Two circuit breaker switches on the left subpanel control
the heating elements that prevent the openings in the pitot/static masts from becoming clogged with ice
which would cause the indicators to register erroneous readings.
The static portion of the system includes the pitot/static masts, located on each side of the upper
fuselage nose (Ref. Figure 2). Static air is routed through separate tubing to the pilot and copilot vertical
speed indicator, altimeter, and airspeed indicator on the instrument panel. Copilot static air is also
routed to pneumatic pressure, and cabin differential pressure gage on the subpanel. The need for drain
valves is eliminated since the pitot/static mast is the lowest point in each line from the instrument panel.
Should abnormal or erratic instrument readings indicate that the normal static source is restricted, an
alternate static air source is provided. Alternate air static buttons are located on each side of the lower
fuselage at FS 120.00. Alternate static air is routed from these static buttons through tubing to the pilot
and copilot alternate static air selector valves. The alternate static air selector valve for the pilot is
located on the LH side of the instrument panel, below and to the left of the airspeed indicator. The
copilot's alternate static air selector valve is located on the RH side of the instrument panel, just to the
right of the vertical speed indicator. When the alternate air source is required, the toggle switch is
moved from the NORMAL to the ALTERNATE position on the pilot's or copilot's alternate static air
selector valve. The need for drain valves is eliminated since the alternate static buttons are located in
the lowest point in each line from the instrument panel.
B. Outside Air Temperature (OAT) Indicator

The outside air temperature indicator is installed in the left sidewall panel in the pilot's compartment.
The indicator dial is on the inside of the compartment with the stem of the instrument protruding through
the skin of the airplane to the outside air. The unit is hermetically sealed against dust and moisture. A
post light adjacent to the indicator face provides illumination for low light conditions and night time
operation.
Page 1
34-10-00 Nov 1/09
Figure 1
Pitot and Static System Schematic
Page 2
Nov 1/09 34-10-00
Figure 2
Pitot and Static System Test Valve
Page 3
34-10-00 Nov 1/09

TROUBLESHOOTING
100100
1. PROCEDURES
The following are some sample fault conditions and corrective actions for the pitot and static system.
NOTE: Perform pitot static pressure check on system prior to service after any lines have been open.
Table 101
Troubleshooting - Pitot and Static System
1. Heating element fails to operate a. Switch fails to operate properly. a. Replace the switch.
properly.
b. Grounded or open circuit. b. Check for continuity and repair.
c. Heating element in pitot head fails c. Replace the pitot/static mast.
to operate properly.
2. Circuit breaker keeps tripping. a. Grounded wire. a. Check for continuity and repair.
3. Instruments inoperative or erratic a. Lines clogged. a. Disconnect lines at instruments
in operation. and blow out with low pressure air.
b. Line leaks. b. Check lines for loose connections
at all connection points.
Page 101
34-10-00 Nov 1/09

200200
1. PROCEDURES
The removal and installation procedure for the left and right masts are almost identical. Both are accessed
from outside of the airplane. Two index pins on the mast base plate engage with two index pin holes on the
mast mounting plate to ensure approximate pitot/static mast alignment.
2. PITOT/STATIC MAST
A. Removal
(1) Make sure the BATT switch is set to the OFF position and attach a red tag indicating “DO NOT
APPLY POWER”.
(2) Perform BATTERY DISCONNECTION procedures (Ref. Chapter 24-31-00).
(3) Remove the upper (6) and lower (7) half doors around the pitot/static mast (5), by removing the
door screws (10 and 11). Clean any residual sealant from doors (Ref. Figure 203, Sheet 2 of 2).
CAUTION: When removing the pitot/static mast (5) be very careful not to dislodge the Wet Shim
(15) or the surface plate (14) from the surface of the mount assembly (8) (Ref. Figure
203, Sheet 2 of 2). If this happens, keep the pieces as intact as possible and contact
Hawker Beechcraft Technical Support at 800.429.5372 or 316.676.3140. Assistance
is available at any time.
(4) Remove four screws (12) from the base of the pitot/static mast (5). Without breaking the wet shim
(15) carefully pull the mast (5) and the gasket (13) (Ref. Figure 203, Sheet 2 of 2) away from the
airplane just far enough to expose the hoses and electrical connector (4) (Ref. Figure 203, Sheet 1
of 2, Detail D).
NOTE: On the right-hand pitot/static mast the aft most static line is the S2. On the left-hand pitot/
static mast the aft most static line is the S1.
(5) Disconnect the pitot pressure hose (1), the S2 and S1 static pressure hoses (2 and 3) and the
electrical connector (4) (Ref. Figure 203, Sheet 1 of 2).
(6) Remove the gasket (13) from the base of the pitot/static mast (5) (Ref. Figure 203, Sheet 2 of 2).
(7) Inspect gasket for pliability, cracks, tears or excess wear of any kind. Replace if necessary.
(8) Install protective covers on the pitot/static hoses (1, 2 and 3) and the electrical connector (4) also
cover the opening on the airplane fuselage (Ref. Figure 203, Sheet 1 of 2).
(9) Install protective covers on the pitot/static mast (5), if it is to be put back on the airplane.
B. Installation
(1) Perform PITOT/STATIC MAST ELECTRICAL CONTINUITY TEST procedures in this chapter prior
to installation.
Page 201
34-10-00 Nov 1/09
(2) Remove the protective covers from airplane fuselage, pitot/static hoses (1, 2 and 3) and electrical
connector (4) (Ref. Figure 203, Sheet 1 of 2).
(3) Place the gasket (13) on the base of the pitot/static mast (5) (Ref. Figure 203, Sheet 2 of 2).
(4) Connect the airplane pitot/static hoses (1, 2 and 3) and electrical connector (4) to the pitot/static
mast (5) (Ref. Figure 203, Sheet 1 of 2).
(5) Install pitot/static mast (5) through the opening in the fuselage and secure with four screws (12)
(Ref. Figure 203, Sheet 2 of 2).
(6) Perform PITOT/STATIC MAST HEAT TEST procedure in this chapter.
NOTE: Allow sufficient time for the Pitot/Static Mast to cool before proceeding with Step (7).
(7) Temporarily install the upper (6) and lower (7) half doors. Use masking tape to mark a line where
the outside contour of the door halves meet with the pitot/static mast (5). Remove the door halves
and apply a bead of sealant (188, Table 1, Chapter 91-00-00) to the pitot/static mast (5) as shown
(Ref. Details B and C- C Figure 203, Sheet 1 of 2).
(8) Install upper (6) and lower (7) half doors, ensuring the sealant (188, Table 1, Chapter 91-00-00) on
the pitot/static mast does not protrude beyond the outside edge of the doors. Secure door halves
with door screws (10 and 11). Remove masking tape from pitot/static mast (Ref. Figure 203, Sheet
2 of 2).
(9) Remove the red tag from BATT switch and perform BATTERY CONNECTION procedure
(10) Perform PITOT SYSTEM TEST and STATIC SYSTEM TEST procedures in this chapter.
C. Electrical Continuity Test

The purpose of this test is to ensure continuity of the heating element and to verify that no short exists in
the circuit.
NOTE: If any one of the following three Steps fail, DO NOT INSTALL this pitot/static mast (5) in the
(1) With a suitable ohm meter check that continuity exists between pins A and B of the pitot/static
mast (5).
(2) Check from pin A to the case of the pitot static mast (5) to ensure that continuity DOES NOT exist.
(3) Check from pin B to the case of the pitot static mast (5) to ensure that continuity DOES NOT exist.
D. Heat Test
WARNING: Application of electrical power to the heating elements should not exceed ten
seconds at a time. To prevent possible burns do not directly touch the heated areas.
If testing cannot be completed within the ten seconds, allow the elements to cool
before continuing.
Ensure Pitot/Static Masts are not covered and are free of any foreign material that
may burn or melt due to the extreme heat.
Page 202
Nov 1/09 34-10-00
(1) Apply ground power to the airplane (Ref. Chapter 24-40-00).
(2) Position pitot heat switches (left, right or both depending on mast being tested) to ON
(Ref. Figure 204).
(3) Verify that the corresponding left-hand or right-hand pitot/static mast surface gets hot
(Ref. Figure 201).
(4) Position the pitot/static heat switch or switches to OFF (Ref. Figure 204).
3. PITOT SYSTEM
A. Test
The purpose of these tests is to verify that no leaks exist in the entire system sufficient to induce a
significant error in the airspeed or altitude indications. Note that NO instrument may be disconnected or
any break made in the plumbing which would result in an untested point.
(1) Cap both the pitot/static masts with Pitot/Static Adapter (4, Table 7, Chapter 91-00-00). The pitot/
static masts are located on the left and right upper side of fuselage nose. Do not cover the static
ports on the pitot/static masts while performing this test.
(2) Position the Pitot/Static Tester (3, Table 7, Chapter 91-00-00) in the pilot's compartment so the
operator can see the instruments.
(3) Connect a shop air source to the test equipment.
(4) Remove the dust cap from the pilot's pitot system test port and connect the hose from the test
equipment to the port. The pitot/static system test ports are located on the forward side of the
bulkhead at FS 84.00 on either the pilot's or copilot's side.
(5) Open the pilot's pitot test valve, close the coupler valve on the test box, then open the pressure
needle valve to slowly increase pressure in the pitot system until the airspeed indicator registers
90% of the maximum reading.
(6) Close the pressure valve to isolate the pitot system and observe the airspeed indicator. If the
system retains the pressure for a period of five minutes, there are no leaks in the pitot lines.
CAUTION: The pressure must be released SLOWLY to avoid damaging the airspeed indicator.
(7) Open the pressure bleed valve and slowly reduce the pressure to zero. If a leak in the system is
indicated, repair as necessary and repeat Steps (5) thru (7).
(8) With the system at ambient pressure and no leaks, turn off the test port valve, and slowly apply
pressure while observing the airspeed indicator. If the valves are properly closed and sealed there
will be no indication of airspeed increase.
(9) Disconnect the test hose from the pilot's test port and install the dust cap.
(10) Repeat Steps (4) thru (9) on the copilot's pitot system.
Page 203
34-10-00 Nov 1/09
4. STATIC SYSTEM
A. Test
Upon completion of the PITOT SYSTEM TEST, proceed with the following:
(1) Apply nonporous tape to the alternate static source buttons located on each side of the lower
fuselage at FS 120.00.
(2) Tape off the static ports on each pitot/static mast.
(3) Remove the dust caps and connect the hoses from the Pitot/Static tester (3, Table 7, Chapter
91-00-00) to the pilot's static and pitot system test ports, which are located on the forward side of
the bulkhead at FS 84.00 on the pilot's side.
(4) Open the coupler valve of the test equipment.
(5) Set the airplane altimeter to 29.92 inches Hg.
NOTE: Static air toggle switches for the pilot and copilot are located on the left and right sides of
the instrument panel and are placarded NORMAL and ALTERNATE.
(6) Separate tests should be performed on the pilot's static system, pilot's alternate air static system,
copilot's static system, and the copilot's alternate static system. While performing the pilot's and
copilot's static system test, the alternate static air valve must remain in the NORMAL position.
While performing the pilot's and copilot's alternate static system test, the alternate static air valve
must remain in the ALTERNATE position, but only on the side being tested.
(7) Slowly open the suction valve while observing the panel instruments for response. The coupler
valve can be adjusted to delay the pressure change in the pitot system, thus causing the airspeed
indicator to read upscale to near half scale.
(8) When the required altitude reading is attained, the pitot and static system pressures will become
equalized and the airspeed indicator will return to zero.
(9) Make a preliminary leak check at 1,000 feet above the airplane pressure altitude to determine any
loose connections.
CAUTION: Excessive leakage in the static system can cause the airspeed indicator to run
backwards, which will damage the indicator.
(10) Close the suction valve and observe the altimeter for 30 seconds. After verifying there are no
leaks, continue to increase altitude to the airplane altimeter reading indicated. (4.8 psi of vacuum)
(Ref. Figure 201).
(11) Close the suction valve and observe the airplane altimeter for one minute. The acceptable altitude
loss may be determined from the graph in Figure 201.
NOTE: The acceptable altitude loss over a one minute period is 2% of the difference between the
altimeter reading before and after application of 4.8 psi of vacuum to the static system.
(12) Reducing the altitude reading on the altimeter is a critical portion of the test. Use the pressure
bleed valve to allow ambient air to enter the system.
Page 204
Nov 1/09 34-10-00
CAUTION: Never disconnect any hose or move the alternate static air selector until the altimeter
has returned to field elevation (ambient Pressure).
(13) Reduce the vacuum very slowly while monitoring the instruments to avoid damage.
(14) Repeat Steps (3) thru (13) on the pilot's alternate static system.
NOTE: In Step (6) the alternate air selector valve, on the side being tested, must be placed in the
ALTERNATE position (the other side must be in the NORMAL position) and remain there.
(15) Close the coupler valve.
(16) With the system at ambient pressure, close the test valves, and slowly apply suction to the static
system while observing the altimeter. A rise in the altimeter reading indicates a leaky valve. Very
slowly reduce the vacuum to ambient. Slowly apply a positive pressure to the pitot system test
valve and observe the airspeed indicator. A rise in the airspeed indicator indicates a leaky valve. If
the test valves are properly closed and sealed there will be no indication on the instrument panel.
(17) Repeat Steps (3) thru (15) on the copilot's system.
CAUTION: At the completion of this test the alternate air selector valve must be placed in the
NORMAL position for both the pilot's and copilot's system.
(18) Upon satisfactory completion of these tests, remove the test hoses from the test ports and install
the dust caps.
(19) Disconnect the shop air from the test equipment and remove the test equipment from the pilot's
compartment.
(20) Remove the tape from the alternate static source buttons, located on each side of the lower
fuselage at FS 120.00. Clean the static buttons.
(21) Remove the covers and tape from the pitot/static masts, located on the left and right side of the
fuselage nose.
(22) Be certain the alternate static air selector valves are in the NORMAL position.
5. PITOT SYSTEM HOSES
A. Inspecting
Inspect the hoses for signs of deterioration, particularly at bends and at the connection points to the
pitot/static mast and airspeed indicator. Hoses that are cracked or hardened should be replaced.
NOTE: Any time a hose is replaced, the PITOT SYSTEM TEST and STATIC SYSTEM TEST
procedures in this section must be accomplished.
6. PITOT HEADS
A. Inspecting
The pitot/static masts installed on the Model 1900 Series airplanes have a precision contour machined
on their head in order to accurately measure static pressure. The surface finish of a new contour is very
smooth, 32 micro inches or finer, and the color ranges from shiny metal to very dark.
Page 205
34-10-00 Nov 1/09
Over time the high temperatures the probe heads reach, when the heater is used on the ground, will
darken the entire probe heads. This darkening is a natural oxide layer protecting the heads from
corrosion. In some cases over time, contaminates can break down this oxide layer, attack the base
metal and cause a gradual roughening of the contour surfaces.
CAUTION: No smoothing or repair to the roughened surface of the head on the probe should be
attempted. Attempts to repair the roughened contour cause damage to static port edges
and alter the contour. This damage will cause erroneous pressure reading.
(1) Inspect the critical area of the head, i.e. the area from the pitot tip to 1/2 inch aft of the S2 static
ports (the static port closest to the strut), for roughening. Replace the pitot/static mast when any of
the following conditions are found:
(a) Roughening in the critical area exceeds that of lightly sandblasted metal.
(b) Roughening in the critical area is generally non-uniform.
(c) Evidence of metal flaking in the critical area.
(d) Roughening and an indication of faulty static pressure measurement, such as altitude splits
between the pilot and copilot altimeters.
Page 206
Nov 1/09 34-10-00
Figure 201
Inspecting Pitot System Hoses and Connections
Page 207
34-10-00 Nov 1/09
Figure 202
Static System Test Graph
Page 208
Nov 1/09 34-10-00
NOTE: WET SHIM AND SURFACE PLATE

MUST REMAIN ATTACHED TO
MOUNT ASSEMBLY.
SEE SHEET 2 OF 2
4
A
8
DETAIL D
5
D
1. PITOT PRESSURE HOSE
2. STATIC PRESSURE HOSE (S2)
3. STATIC PRESSURE HOSE (S1)
B 1
4. ELECTRICAL CONNECTOR 2
5. PITOT/STATIC MAST 3
6. UPPER HALF DOOR
7. LOWER HALF DOOR
8. MOUNT ASSEMBLY
NOTE: ON THE RIGHT HAND
8 PITOT STATIC MAST
LEFT HAND ITEMS 2 AND 3 ARE
PITOT STATIC MAST
SHOWN DETAIL A REVERSED
6
SEALANT BEAD
PLACEMENT
SEALANT BEAD
SEALANT NOT TO 6 PLACEMENT
PROTRUDE BEYOND
OUTSIDE DOOR
CONTOUR
C
5
C
5
7
7
DETAIL CC DETAIL B UC34B

070772AA.AI

Pitot/Static Mast Installation
Page 209
34-10-00 Nov 1/09
NOTE: DO NOT DETACH WET SHIM (15)

AND SURFACE PLATE (14)
FROM MOUNT ASSEMBLY (8)
A
9
10
11
15
14 12
13
5. PITOT/STATIC MAST
6. UPPER HALF DOOR
7. LOWER HALF DOOR 5
8. MOUNT ASSEMBLY
9. AIRPLANE SKIN 7
10. LARGE DOOR SCREWS (8 PLACES)
11. SMALL DOOR SCREWS (2 PLACES)
12. MAST MOUNTING SCREWS (4 PLACES)
13. GASKET
14. SURFACE PLATE
15. WET SHIM
DETAIL A UC34B
070773AA.AI

Pitot/Static Mast Installation
Page 210
Nov 1/09 34-10-00
DETAIL A
UC34B
070774AA.AI
Figure 204
Pitot/Static Mast Heat Switches
Page 211
34-10-00 Nov 1/09
7. OUTSIDE AIR TEMPERATURE (OAT) INDICATOR
A. Removal
(1) Remove the ashtray from the pilot's left sidewall escutcheon (Ref. Figure 205).
(2) Reach through the opening for the ashtray and loosen the jam nut on the indicator stem.
(3) Unscrew the indicator from the support assembly. Remove the nut, washer, and packing on the
stem.
NOTE: Be careful not to drop any of the components being removed from the stem.
(4) Carefully pull the indicator through the escutcheon.
B. Installation
(1) Carefully push the stem portion of the indicator through the grommet in the sidewall escutcheon
(Ref. Figure 205).
(2) Install the nut, washer, and packing on the stem.
(3) Screw the gage down to the desired position.
(4) Tighten the nut on the stem.
(5) Install the ashtray in the pilot's left sidewall escutcheon.
C. Inspection
Inspect the sunshield for dents, plugged openings and any misalignment that would allow contact with
the stem. Inspect the nut or sunshield and stem base for stripped or damaged threads. Inspect the
washers or spacers for deep scoring and distortion. Check the rubber mounting washer and packing for
peeling, cracking, and resiliency. Inspect the index markings and numerals for legibility. Inspect the
pointer for chipped or peeling paint. Should the indicator malfunction, it should be repaired by a certified
instrument repair shop or replaced.
Page 212
Nov 1/09 34-10-00
Figure 205
Outside Air Temperature Indicator
Page 213
34-10-00 Nov 1/09

MAGNETIC COMPASS
34-20-00
200200
1. PROCEDURES
A. Calibration
Correction of the standby compass card for magnetic error is accomplished by removing the correction
card plate and adjusting the compensator with a brass or other non-magnetic screwdriver. Calibrate the
standby compass to a compass rose, or by use of a calibrated precision sight compass. Compass
calibration is performed under the following conditions.
(1) Start both engines.
(2) Turn all normal electrical and avionics equipment ON.
(3) Turn left and right generators ON.
(4) Verify windshield electric heat is OFF.
(5) Verify windshield wipers are OFF.
(6) Turn power steering OFF. (If Installed)
(7) Turn left and right pitot heat ON.
(8) Turn stall warning heat ON.
(9) Set the adjustment screws of the compensator on zero. Zero position of the adjustment screws is
obtained by lining up the dot on the compensator frame.
CAUTION: The N-S and E-W adjustment screws make approximately 3/4 turn and hit a stop. DO
NOT FORCE BEYOND THE STOPS. This can cause a misalignment of the magnets
and make the compass unable to be compensated.
(10) Align the aircraft to a magnetic NORTH heading. Adjust the N-S adjustment screw until the
compass reads exactly NORTH.
(11) Align the aircraft to a magnetic EAST heading. Adjust the E-W adjustment screw until the compass
reads exactly EAST.
(12) Align the aircraft to a magnetic SOUTH heading. Note the resulting SOUTH error. Adjust the N-S
adjustment screw until one half of this error is removed.
(13) Align the aircraft to a magnetic WEST heading. Note the resulting WEST error. Adjust the E-W
adjustment screw until one half of this error is removed.
(14) Align the aircraft in successive magnetic 30° headings and record all errors on the outer ring of the
deviation card of the compass. In each position the standby magnetic compass should read within
± 10° of the actual aircraft magnetic heading (Ref. Figure 201).
NOTE: Steps (10) thru (14) may be repeated as necessary to obtain an accuracy of ± 10° at each
30° heading.
Page 201
34-20-00 May 1/12
(15) Turn Left and Right Generators OFF.
(16) Repeat Step (14) recording errors on the inner ring of the deviation card of the compass.
COMPASS CORRECTION
CALIBRATE WITH
RADIO ON
UC34B
023676AA.AI
Figure 201
Magnetic Compass Correction Card Plate
Page 202
May 1/12 34-20-00

RADIO MAGNETIC INDICATOR SYSTEM
34-50-00

00
1. GENERAL
UA-1 and After are equipped with two identical King KI-229 radio magnetic indicators (Ref. Figure 1). UB-1
and After and UC-1 and After may be equipped with either two identical King KI-229 or two identical Collins
RMI-30 radio magnetic indicators, one on the pilot’s instrument panel and one on the copilot’s instrument
panel. The RMI is an internally lighted, panel-mounted, dual-needle indicator that displays the airplane
gyro-stabilized magnetic-heading information to either VOR or ADF stations. Each pointer is read against the
compass card with a fixed lubber (index) line. Each pointer operates independently and can be switched to
separate ADF or VOR receivers. A compass flag is used to show loss of power, compass invalid condition
and servo error.
The RMI’s derive their power from the airplane 28-VDC and 26-VAC electrical power systems. Each indicator
is protected by circuit breakers. The pilot’s and copilot’s circuit breakers are located in the right sidewall circuit
breaker panel.
With the RMI operational, the pilot has the option of displaying heading information from NAV System No. 1,
NAV System No. 2, or the ADF System. A choice of ADF or VOR heading information on the single needle is
made by placing the single needle pointer button on the front of the indicator in the ADF or VOR position and
selecting the desired input information on the RMI VOR/ADF remote switch next to the indicator. Compass
information is displayed by the servoed compass card. The pointers will be stored in a horizontal position with
VOR selected when the NAV signal is invalid, or when the selected NAV receiver is turned OFF.
Figure 1
Radio Magnetic Indicator
Page 1
34-50-00 Nov 1/09

RADIO MAGNETIC INDICATOR
200200
1. PROCEDURES
A. Removal
(1) Turn the BATTERY switch OFF and disengage the appropriate circuit breakers. Attach a caution
tag to the circuit breaker panel indicating maintenance is in progress.
(2) Remove the four screws that attach the indicator to the instrument panel.
(3) Gently remove the indicator from the instrument panel.
(4) Disconnect the electrical connector from the indicator.
B. Installation
(1) Turn the BATTERY switch OFF and disengage the appropriate circuit breakers. Attach a caution
tag to the circuit breaker panel indicating maintenance is in progress.
(2) Connect the electrical connector on the rear of the indicator and secure with the screws attached
to the connector.
(3) Position the indicator in the instrument panel and attach with four attach screws.
(4) Restore electrical power to the system and check for proper operation.
Page 201
34-50-00 Nov 1/09
CHAPTER 35 - OXYGEN
TABLE OF CONTENTS
SUBJECT PAGE
OXYGEN SYSTEM
35-00-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Crew Oxygen Masks and Smoke Goggles (All Airplanes with Kit No. 118-5000 Installed) . . . . . . . . . . . 2
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Oxygen Cylinder Positive Pressure Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Purging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Plumbing Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Oxygen System Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Oxygen System Low Pressure Test - Crew and Auxiliary Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Oxygen System Low Pressure Test - Cabin Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Manual Opening Passenger Mask Container Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Crew oxygen mask and container . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Passenger Oxygen Mask And Container . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Oxygen Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Oxygen Mask And Container . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Disinfecting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Passenger Oxygen Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Packing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Puritan - Bennett Passenger Mask Packing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
AVOX/Scott Passenger Oxygen Mask Packing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Container Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Container Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Page 1

CH-SE-SU PAGE DATE
35-LOEP 1 Nov 1/09
35-00-00 1 thru 6 Nov 1/09
201 thru 213 Nov 1/09
Page 1
35-LOEP Nov 1/09
OXYGEN
OXYGEN SYSTEM
35-00-00

00
1. GENERAL
The oxygen system is designed to provide an adequate flow of oxygen for an airplane pressure altitude of
25,000 feet.
The standard version of the airplane incorporates two oxygen cylinders with a capacity of 76.6 liters each,
mounted one on either side, under the floor of the nose baggage compartment (Ref. Figure 1). The oxygen
cylinders are equipped with pressure regulator/shutoff valves. The regulators are set to deliver oxygen at a
constant regulated pressure. Two cylinder pressure gages are mounted on the copilot's right subpanel. A
gage indicating pressure to the cabin masks is mounted at the right side of the forward pressure bulkhead
(Ref. Figure 3). The optional executive liner version of the airplane is equipped with a single 22 cubic-foot
oxygen cylinder which is mounted beneath the left nose baggage compartment floor. A cylinder-mounted
regulator provides a reduced constant output pressure to the four phase dilution type crew and auxiliary
masks. A cylinder pressure gage is mounted on the copilot's right subpanel.
Earlier airplanes and executive liner versions of the airplane equipped with the 22 cubic-foot oxygen system
provide two supplemental oxygen masks mounted in the ceiling aft of the forward cabin entrance door.
Access to the masks is achieved by manually opening the compartment cover and then removing the mask.
Oxygen flow to these masks is controlled by the removal and insertion of a lanyard pin located on the masks.
The oxygen system is manually activated by the pilot using push-pull cable controls. The control on the top
left side of the pilot's subpanel (OXYGEN PULL ON) actuates both oxygen cylinder valves to pressurize the
crew system and the plumbing up to the passenger system control valve (CABIN PULL ON). The passenger
control valve is located on the lower left side of the pilot's subpanel. To provide oxygen to the passenger
oxygen masks, both controls must be pulled on.
The oxygen system for the crew utilizes cylinder-mounted regulators of the constant flow type with a reduced
controlled output pressure. The regulator provides for a flow rate to the crew masks of 3.8 liters per minute.
The crew masks are located behind the overhead light control panel. Access to the crew masks is
accomplished by manually opening the mask compartment cover and removing the mask. Oxygen flow to
these masks is controlled by removing and inserting a lanyard pin on the mask.
The passenger oxygen system on the standard version of the airplane is equipped with an altitude
compensated, constant flow regulator mounted on the left side of the airplane just aft of the forward pressure
bulkhead. This regulator varies the flow rate to the oxygen masks from a minimum of 0.1 liters per minute per
mask at 1,000 feet to a maximum of 3.8 liters per minute per mask at 25,000 feet. The 19 passenger oxygen
masks are located on the outboard sidewalls of the airplane close to the elbow of a seated passenger.
When the CABIN OXYGEN control knob is pulled on, a surge valve momentarily allows high pressure to
reach the passenger mask container assemblies. The high pressure extends a plunger which allows the
dispenser door to open, allowing access to the oxygen mask. The surge valve then closes, reducing the high
pressure in the line. The high pressure upstream of the surge valve is released by the vented shutoff valve.
The altitude compensated regulator then controls pressure to the passenger oxygen masks. When the
CABIN OXYGEN control knob is pushed in (passenger oxygen turned OFF), the surge valve resets. In order
to allow oxygen flow from the mask, a lanyard valve pin must be pulled out. The pin must be inserted to stop
the flow of oxygen.
Page 1
35-00-00 Nov 1/09
A. Crew Oxygen Masks and Smoke Goggles

(All Airplanes with Kit No. 118-5000 Installed)
The crew oxygen mask is a diluter/demand type with a mask vent valve (Ref. Figure 2). The vent valve
is used in conjunction with smoke protection goggles. The mask has a diluter/demand type regulator
and is equipped with a dynamic microphone. The crew oxygen mask are stowed in an overhead
container. To begin oxygen flow, place the regulator manual select switch to the desired operating
position. An oxygen flow indicator on the mask hose indicates CLEAR with proper flow and RED with no
flow. The manually operated push-pull vent valve is used in conjunction with the regulator
EMERGENCY pressure feature to divert a small flow of oxygen from the mask cavity into the smoke
goggle cavity to vent smoke or fumes which may be present in the smoke goggle cavity. The smoke
goggles are in a pouch stowed behind the crew members seats.
Page 2
Nov 1/09 35-00-00
ALTITUDE
CONTROL CABLE SHUTOFF VALVE
LOW PRESSURE COMPENSATED
(VENTED)
HI PRESSURE OXYGEN LINES PRESSURE REGULATOR
SHUTOFF
OXYGEN LINE REGULATOR VALVE
SURGE
(WITH KIT
VALVE
LEGEND NO. 118-5000
INSTALLED) HIGH PRESSURE
E A OVERBOARD
RELIEF
C
FILL GAGE D
FILL VALVE B
D C B
OXYGEN
E CYLINDER
FORWARD BOTTLES
PRESSURE
PRESSURE BULKHEAD
GAGES
OXYGEN OUTLET
FULL GAGE GAGE PRESSURE
AND FILL VALVE OXYGEN
MASK OXYGEN
CONTAINER
DETAIL A ASSEMBLIES INLET CONTROL
CABLE
HIGH PRESSURE
OVERBOARD
RELIEF LINE
CABIN LOW
CABIN LOW
OXYGEN PRESSURE
LANYARD PRESSURE
INLET PIN CONTROL
ON/OFF OXYGEN LANYARD
CABLE
VALVE MASK PIN
OXYGEN
INLET
LANYARD GAGE
LINE
GAGE
LINE
OXYGEN
MASK
AUXILIARY OXYGEN MASK

CONTAINER ASSEMBLIES CREW OXYGEN MASK CONTAINER FILL
LINE REGULATOR ASSEMBLIES
WITH INTERNAL REGULATORS ASSEMBLIES WITH INTERNAL REGULATORS
PASSENGER MASKS
(WITHOUT KIT NO. 118-5000 INSTALLED)
(IF INSTALLED) (19 PLACES) DETAIL B
DETAIL D DETAIL E DETAIL C UC35B
042387AB.AI
Figure 1
Oxygen System
Page 3
35-00-00 Nov 1/09
Page 4
Nov 1/09 35-00-00
Figure 2
Crew Oxygen Mask and Smoke Goggles
(All Airplanes with Kit No. 118-5000 Installed)
Page 5
35-00-00 Nov 1/09
Figure 3
Duel Bottle Schematic Regulated Oxygen System
Page 6
Nov 1/09 35-00-00
OXYGEN
OXYGEN SYSTEM
200200
1. PROCEDURES
A. Oxygen Cylinder Positive Pressure Check

WARNING: Avoid making sparks and keep all burning cigarettes or fire away from the vicinity of
the airplane. Make sure that your hands, tools, and clothing are clean, particularly
with respect to oil or grease, for these contaminants will ignite upon contact with
pure oxygen under pressure. As a further precaution against fire, open and close all
oxygen valves slowly.
The oxygen cylinders are located along both outboard sides of the nose wheel well (Ref. Figure 1, in the
Description and Operation section). Access is gained by removing the nose baggage compartment
floor.
NOTE: If the pressure gauge on an oxygen cylinder reads zero, there may still be positive pressure in
the cylinder. An oxygen system cylinder without any internal positive pressure, is empty. A
slight positive pressure, would not be considered empty. If a cylinder is empty it must be
removed, inspected and cleaned per SAE-ARP1176.
(1) Loosen the cabin low pressure line at the oxygen cylinder regulator.
(2) Disconnect the oxygen regulator control cable from the regulator.
(3) Slowly open the cylinder valve.
(4) If positive pressure is detected perform the following Steps:
(a) Close the cylinder valve.
(b) Connect the oxygen regulator control cable to the oxygen regulator.
(c) Tighten the cabin low pressure line at the oxygen cylinder regulator.
(d) Perform the OXYGEN SYSTEM SERVICING procedure.
(5) If positive pressure is not detected, remove the oxygen system cylinder for inspection by
performing the OXYGEN CYLINDER REMOVAL procedure in this section. Inspect and clean per
SAE-ARP1176.
B. Removal
the oxygen cylinder. Make sure that your hands, tools, and clothing are clean,
particularly with respect to oil or grease, for these contaminants will ignite upon
contact with pure oxygen under pressure.
The oxygen cylinders are located along both outboard sides of the nose wheel well (Ref. Figure 1, in the
Description and Operation section). Access is gained by removing the nose baggage compartment
floor.
(1) Make sure the OXYGEN control knob is pushed completely in (oxygen shut off).
Page 201
35-00-00 Nov 1/09
(2) Disconnect all lines and the control cable from the regulator.
(3) Immediately cap each open line with a clean fitting.
(4) Immediately cap each open line with a clean fitting.
NOTE: Observe the special handling precautions on the tag attached to the oxygen cylinder.
C. Installation
(1) Position the cylinder in the mounting brackets and install the bracket clamp wing nuts.
(2) Tighten and safety the wing nuts.
(3) Carefully inspect the fittings on both the cylinder and the line for cleanliness and the presence of
foreign matter, since such matter may contaminate the oxygen until it is unfit for breathing.
(4) Connect the oxygen lines to the regulator. Refer to OXYGEN SYSTEM PLUMBING
MAINTENANCE procedure in this section.
(5) Connect the OXYGEN control cable to the on off lever on the regulator.
(6) Test the connections for leaks. Refer to OXYGEN SYSTEM TEST PROCEDURE procedure in this
section.
2. OXYGEN SYSTEM
A. Servicing
the airplane. Make sure that the oxygen shutoff valve control (placarded OXYGEN
PULL ON) located on the subpanel to the left of the copilot's seat is in the OFF
position. Inspect the filler connection for cleanliness before attaching it to the filler
valve. Make sure that your hands, tools, and clothing are clean, particularly of
grease or oil, for these contaminants will ignite upon contact with pure oxygen
under pressure. As a further precaution against fire, open and close all oxygen
valves slowly.
NOTE: Refer to Advisory Circular 43.13-1B for the additional servicing precautions recommended by
the FAA on the oxygen systems.
Determine Cause of oxygen system pressure loss, i.e. test, leak or crew write up due to
oxygen use. The system should be purged any time system bottle pressure drops to zero psi.
Refer to OXYGEN CYLINDER POSITIVE PRESSURE CHECK, and/or OXYGEN SYSTEM
PURGING instructions in this section.
(1) Access to the pressure gage and filler valve of the oxygen system is gained through an access
door located on the left side of the nose section below the nose baggage compartment.
WARNING: Ensure both the airplane oxygen system and the servicing equipment are
properly grounded before servicing the system.
(2) Ground the airplane oxygen system and the servicing equipment to a common ground in the ramp.
Page 202
Nov 1/09 35-00-00
WARNING: When filling the oxygen system, use only Aviator's Breathing Oxygen (28,
Table 1, Chapter 91-00-00). Do not use oxygen intended for medical purposes,
or industrial purposes such as welding. Such oxygen may contain excessive
moisture that could freeze in the valves and lines of the oxygen system.
(3) To recharge the oxygen system, remove the protective cap from the filler valve and attach the
hose from an oxygen recharging cart to the filler valve.
(4) To prevent overheating, fill the oxygen system slowly by adjusting the recharging rate with the
pressure regulating valve on the cart.
(5) At a temperature of 70°F the cylinders should be filled to 1,850 psi. This pressure may be
increased an additional 3.5 psi for each degree of increase in temperature. For each degree of
drop in temperature, reduce the pressure for the cylinders by 3.5 psi (Ref. Chapter 12-10-00,
Table 3).
(6) When the oxygen system is properly charged, disconnect the filler hose from the filler valve and
replace the protective cap on the filler valve.
(7) If at any time, in the process of servicing and purging the system or replacing the oxygen cylinder,
it becomes necessary to disconnect a fitting, refer to OXYGEN SYSTEM PLUMBING
MAINTENANCE in this section.
B. Purging
Offensive odors may be removed from the oxygen system by purging. The system should also be
purged any time the lines are left open. Purging is accomplished simply by connecting a recharging cart
into the system and permitting oxygen to flow through the lines and outlets until any offensive odors
have been carried away. The following Steps outline the procedures recommended for purging the
oxygen system.
the airplane when the outlets are in use. Inspect the filler connection for cleanliness
before attaching it to the filler valve. Make sure that your hands, tools, and clothing
are clean, particularly of grease or oil stains, for these contaminants will ignite upon
contact with pure oxygen. As a further precaution against fire, open and close all
oxygen valves slowly during filling.
When filling the oxygen system, use only Aviator's Breathing Oxygen (28, Table 1,
Chapter 91-00-00).
Do not use oxygen intended for medical purposes, or such industrial uses as
welding. Such oxygen may contain excessive moisture that could freeze in the
valves and lines of the oxygen system.
Ensure both the airplane oxygen system and the servicing equipment are properly
grounded before servicing the system.
(1) Ground the airplane oxygen system and the servicing equipment to a common ground in the ramp.
(2) Open the access panel for the filler valve, remove the protective cap, and attach the hose from an
oxygen recharging cart to the filler valve.
(3) Open the cabin door, then activate the system by pulling out the OXYGEN and CABIN OXYGEN
control knobs.
Page 203
35-00-00 Nov 1/09
NOTE: The packing in the control cable may be lubricated with lubricant (46, Table 1, Chapter
91-00-00) to reduce friction during operation of the cable.
(4) Activate the crew and passenger oxygen outlets by removing the lanyard pins. Activate the
auxiliary outlets by turning on the valve located inside the container assembly.
(5) Set the cart pressure regulator to deliver 200 psi of pressure to the system and turn the valve on
slowly.
(6) Allow the system to purge.
(7) If any offensive odors remain, continue to purge.
(8) If such odors still remain, replace the airplane’s oxygen cylinders.
(9) After the system has been adequately purged, return the cylinder valve to its normal operation
position and service the system.
C. Plumbing Maintenance
Apply antiseize tape (168, Table 1, Chapter 91-00-00) to tapered threads of male fittings. Do not allow
the tape to enter the inside of the fitting. Do not apply to female fittings.
Apply a thin film of grease (169, Table 1, Chapter 91-00-00) to the straight threads of male fittings. Do
not apply to the first two threads. Do not apply to the female fittings. Do not allow grease to get inside
the fittings.
When the oxygen system plumbing has been connected after maintenance, the new connections
should be checked for leakage by applying leak detector fluid (47, Table 1, Chapter 91-00-00), to the
connections and pressurized. Wipe dry immediately after testing.
When connections leak, check that they are tightened to the proper torque value for that fitting. If this
does not stop the leakage, disassemble the connection and check all mating surfaces for damage.
Smooth rough mating surfaces if possible to provide a tight connection or install new fittings.
3. OXYGEN SYSTEM TEST PROCEDURE
A. Oxygen System Low Pressure Test - Crew and Auxiliary Section

(Auxiliary masks not used in airplane serials UB-23 and After, and UC-1 and After)
The test equipment required to perform this test consists of: Supply Valve and Test Harness (5, Table 7,
Chapter 91-00-00) and Pressure Gauge (6, Table 7, Chapter 91-00-00) (Ref. Figure 201, Sheet 2 of 2).
(1) Be sure that the OXYGEN control cable is pushed in completely (oxygen shut off). Connect a
jumper hose and a test gage between the low pressure fitting on the regulator and the low
pressure line (Ref. Figure 201, Sheet 1 of 2). On the two bottle system, attach the jumper to the left
side bottle. Disconnect the low pressure line which connects to the right side bottle and plug it.
Cap the regulator assembly or deactivate the control cable which connects to the shutoff valve
lever.
Page 204
Nov 1/09 35-00-00
(2) Open the supply valve on the jumper hose and gage assembly.
(3) Confirm that cabin supply control knob is pushed in (oxygen supply to cabin off).
(4) Pull the oxygen supply control knob on and allow pressure in the lines to stabilize and note
pressure for Step (9).
(5) Crew masks do not auto deploy. The crew opens the lids to oxygen masks manually.
(6) Pull lanyard pins to initiate flow and check flow indicators and masks for proper operation at this
time.
(7) Install lanyard pins to stop flow and allow two minutes for pressure in the system to equalize, then
close the supply valve on the jumper hose to trap pressure in the system.
(8) Close the valve on the regulator. Push in the oxygen control cable (oxygen shut off).
(9) After 15 minutes, the pressure should not have dropped more than 5 psig.
(10) If the leakage is excessive, apply leak detector fluid or equivalent (47, Table 1, Chapter 91-00-00).
Use the fluid sparingly on the fittings and wipe dry immediately after testing.
NOTE: Refer to OXYGEN SYSTEM PLUMBING MAINTENANCE procedure in this section when
connecting fittings for final assembly.
(11) Make any necessary repairs and retest.
(12) If the cabin low pressure test is going to be performed at this time, refer to Step (2), OXYGEN
SYSTEM LOW PRESSURE TEST - CABIN SECTION procedure in this section.
(13) Remove the test equipment and connect the low pressure lines to the regulators. Connect the
control cable on the RH cylinder if it has been disconnected.
(14) Pull out the OXYGEN PULL ON control knob.
(15) Carefully apply leak detector fluid to the fittings to check for leaks. Wipe dry immediately after
checking.
(16) Push the OXYGEN CONTROL knob in.
(17) Replace the crew oxygen masks in the containers.
Page 205
35-00-00 Nov 1/09

Oxygen System Test Equipment

Oxygen System Test Equipment
Page 206
Nov 1/09 35-00-00
B. Oxygen System Low Pressure Test - Cabin Section

The test equipment required to perform this test consists of: Shutoff Valve and Test Harness (5, Table 7,
Chapter 91-00-00) and Pressure Gauge (6, Table 7, Chapter 91-00-00) (Ref. Figure 201, Sheet 2 of 2).
(1) Be sure that the OXYGEN control cable is pushed in completely (oxygen shut off). Connect a
jumper hose and a test gage between the low pressure fitting on the regulator and the low
pressure line. On the two bottle system, attach the jumper to the left side bottle. Disconnect the
low pressure line which connects to the right side bottle and plug it. Cap the regulator assembly or
deactivate the control cable which connects to the shutoff valve lever.
(2) Disconnect the Altitude Compensator from the oxygen system by removing the left oxygen bottle
plumbing line and the cabin plumbing line from the compensator. Be certain that the RH bottle is
capped. Connect a jumper hose (7, Table 7, Chapter 91-00-00) from the LH bottle plumbing to the
cabin plumbing and cap both fittings on the Altitude Compensator. Refer to Figure 202 for
installation and location of test equipment.
(3) Open the supply valve on the jumper hose and gage assembly.
(4) Pull the CABIN OXYGEN cable on.
(5) Pull the CABIN OXYGEN PULL ON control knob and allow pressure in the lines to stabilize.
NOTE: Oxygen pressure is required to open the oxygen inlet valve when the lanyard pin is pulled.
However, the relatively low oxygen pressure supplied by the altitude compensated
regulator at field elevations may not be adequate to initiate flow at all masks. Masks not
showing flow at field elevation may be rechecked at higher cabin altitudes (up to 10,000
feet maximum) for acceptance.
(6) All cabin masks should deploy at this time.
(7) Pull lanyard pins of all cabin masks to initiate flow and check flow indicators and masks for proper
operation at this time. Do not pull crew masks lanyards.
(8) Install all lanyard pins to stop flow and allow two minutes for pressure in the system to equalize
(note pressure for Step (10)), then close the supply valve on the jumper hose to trap pressure in
the system.
(9) Close the valve on the regulator. Push in the OXYGEN PULL ON control knob (oxygen off).
(10) After 15 minutes, the pressure should not have dropped more than 5 psig.
(11) If the leakage is excessive, apply leak detector fluid or equivalent (47, Table 1, Chapter 91-00-00).
Use the fluid sparingly on the fittings and wipe dry immediately after testing.
NOTE: Refer to OXYGEN SYSTEM PLUMBING MAINTENANCE procedure when connecting

fittings for final assembly.
(12) Make any necessary repairs and retest.
Page 207
35-00-00 Nov 1/09
(13) Remove the test equipment and connect the low pressure lines to the regulators. Connect the
control cable on the RH cylinder if it has been disconnected.
(14) Remove the jumper test harness and caps from the altitude compensator and connect the lines.
(15) Pull the CABIN OXYGEN PULL ON control knob.
(16) Carefully apply leak detector fluid to the fittings to check for leaks. Wipe dry immediately after
checking.
(17) Push in the OXYGEN CONTROL knob.
(18) Perform the appropriate oxygen mask packing procedure.
(19) Observe the oxygen gauge. Service oxygen system if required.
Figure 202
Altitude Compensator Test Equipment
Page 208
Nov 1/09 35-00-00
4. MANUAL OPENING PASSENGER MASK CONTAINER DOOR

CAUTION: Never hold or push in on the lid while attempting to open the container: this can cause excessive
force to be applied to the plunger and may result in damage to the lid retaining mechanism.
To manually open the door to the passenger oxygen mask container, apply a light probing force with a small
rod through the hole in the door until the door falls open (Ref. Figure 203).
Figure 203
Passenger Masks
5. CREW OXYGEN MASK AND CONTAINER
A. Inspection
It is recommended that the oxygen masks be deployed and inspected once a year. Check that none of
the following exist:
(1) The oxygen mask sticks to the container or to itself.
(2) Contamination of the oxygen mask, hose or the container.
(3) On constant flow masks, excessive force to remove lanyard pin. A force of over four pounds
should be considered excessive.
(4) On constant flow masks, proper installation of lanyard pin in valve actuator.
(5) Tears, cracks or deterioration of the mask or, on constant flow mask, reservoir bag (unfold bag if
necessary).
(6) Hose kinking.
Page 209
35-00-00 Nov 1/09
(7) Proper connection of oxygen hose to oxygen outlet.
(8) Microphone cable connection secure.
(9) Legibility of the instructions label (usually found in the container door).
6. PASSENGER OXYGEN MASK AND CONTAINER
A. Inspection
Check that none of the following exist:
(1) The oxygen mask sticks to the container or to itself.
(2) Contamination of the oxygen mask, hose or the container.
(3) Excessive force to remove lanyard pin. A force of over four pounds should be considered
excessive.
(4) Proper installation of lanyard pin in valve actuator.
(5) Tears, cracks or deterioration of the mask or reservoir bag (unfold bag if necessary).
(6) Hose kinking.
(7) Legibility and presence of the donning instructions label (usually found in the container door).
(8) Proper connection of oxygen hose to oxygen outlet.
7. OXYGEN MASK
A. Cleaning
Should the oxygen masks need cleaning, wipe the surface to be cleaned with a clean, soft, lint free cloth
that has been moistened with a mild detergent and warm water solution (not to exceed 110°F or 43°C).
Rinse thoroughly with clean water and allow to completely air dry.
NOTE: Isopropyl alcohol (30, Table 1, Chapter 91-00-00) can also be used for cleaning as well as for
disinfecting. Refer to the OXYGEN MASK AND CONTAINER DISINFECTING procedure in
this section.
8. OXYGEN MASK AND CONTAINER
A. Disinfecting
(1) Clean the mask and container. Refer to the OXYGEN MASK CLEANING procedure in this section.
(2) Disinfect the mask and container with an aqueous solution of zephiran chloride (152, Table 1,
Chapter 91-00-00) or isopropyl alcohol (30, Table 1, Chapter 91-00-00).
(3) Use a clean, lint free cloth moistened with a solution per Step (2). Wipe quickly and lightly over the
entire area.
(4) After disinfecting, thoroughly air dry the mask or container.
Page 210
Nov 1/09 35-00-00
(5) After drying, lightly dust the outside of the face piece with neo-novacite (153, Table 1, Chapter
91-00-00).
(6) Install mask in container. Refer to the PASSENGER OXYGEN MASK PACKING procedure in this
section.
9. PASSENGER OXYGEN MASK
A. Packing
WARNING: Packing and installation of the passenger masks shall be performed by personnel
familiar with the procedure and warnings presented in these instructions. Failure to
properly pack and install the passenger masks can result in damage to the mask or
failure of the mask to deploy properly.
All procedures described in these instructions shall be performed in an area free of oil, grease,
flammable solvents or other contaminates.
B. Puritan - Bennett Passenger Mask Packing

Pack the mask as shown on the door of the mask container.
C. AVOX/Scott Passenger Oxygen Mask Packing

(1) Perform the OXYGEN MASK AND CONTAINER INSPECTION procedure in this section.
(2) Insert head strap into the mask cup (Ref. Figure 204, Detail A).
(3) Fold the outside thirds of the rebreather bag over the center third (Figure 204, Detail A and B).
(4) Fold half of the rebreather bag over the other half (Figure 204, Detail C).
(5) Collapse the face piece (Figure 204, Detail D).
(6) Fold the rebreather bag under the face piece (Figure 204, Detail E).
(7) Fold face piece over folded rebreather bag (Figure 204, Detail F).
(8) Coil the oxygen hose under the mask.
(9) If disconnected, connect the end of the hose to the valve outlet.
(10) Install the lanyard pin in the valve actuator.
(11) Place mask in the container, making sure that the hose and the lanyard cord are free of
obstructions and are not caught on the container door.
(12) Close the door to secure the mask in place.
Page 211
35-00-00 Nov 1/09
Figure 204
Packing Avox/Scott Passenger Masks
D. Container Removal
(1) Push the OXYGEN control knob to the OFF position.
(2) Push the CABIN OXYGEN control knob to the OFF position.
(3) Perform the MANUAL OPENING PASSENGER MASK CONTAINER DOOR procedure in this
section.
(4) Remove the four screws inside the container assembly and lower the container slightly.
(5) Disconnect fitting from oxygen line.
(6) If the container is being replaced remove the elbow from used container.
E. Container Installation
(1) If the container was replaced refer to the OXYGEN SYSTEM PLUMBING MAINTENANCE
(2) Install elbow into new container.
Page 212
Nov 1/09 35-00-00
(3) Connect the fitting of the oxygen line to the elbow.
(4) Perform the MANUAL OPENING PASSENGER MASK CONTAINER DOOR procedure in this
section.
(5) Place container inside overhead panel and install four screws into the panel.
(6) Perform the PASSENGER OXYGEN MASK PACKING procedure in this section.
(7) Perform the OXYGEN SYSTEM LOW PRESSURE TEST - CABIN SECTION procedure in this
section.
Page 213
35-00-00 Nov 1/09
CHAPTER 36 - PNEUMATIC
TABLE OF CONTENTS
SUBJECT PAGE
PNEUMATIC SYSTEM
36-00-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Pneumatic Bleed Air Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Regulator/Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
PNEUMATIC DISTRIBUTION SYSTEM
36-10-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Bleed Air Precooler Duct Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 1

CH-SE-SU PAGE DATE
36-LOEP 1 Nov 1/09
36-00-00 1 thru 3 Nov 1/09
201 thru 204 Nov 1/09
36-10-00 201 thru 203 Nov 1/09
Page 1
36-LOEP Nov 1/09
PNEUMATIC
PNEUMATIC SYSTEM
36-00-00

00
1. GENERAL
Air is bled from the third stage of each engine compressor at a flow rate sufficient to produce 18 psi of
regulated pressure required to operate the bleed air warning system, surface deicer, and vacuum system.
Bleed air is routed aft from each engine through a shutoff valve and check valve to a single pressure
regulator/relief valve, located just to the right of the airplane centerline and forward of Fuselage Station
258.25 in line with the second cabin window (Ref. Figure 1). The regulator valve is set at approximately 18 psi
of pressure and incorporates a safety valve that is set at approximately 21 psi. The relief valve is set higher
than the regulator pressure as a safety feature to protect against regulator failure.
CAUTION: Do not exceed the recommended 18 ± 1 psi regulator setting because higher settings will result
in excessive wear on the relief valve.
From the pressure regulator/relief valve, lines are routed to the various airplane systems that utilize
pneumatic pressure (Ref. Figure 2).
The pneumatic system also incorporates a solenoid-operated shutoff valve that is energized when the bleed
air control switch located on the copilot's subpanel is placed to the OFF position. This shutoff valve closes off
engine bleed air at the nacelle firewall on UA and UB airplanes and at the inboard leading edge on UC
airplanes and airplanes modified by Kit 114-9020-1 in the event of bleed air line breakage downstream of the
valve itself. The valve is “fail/safe” in that it opens upon a loss of electrical power.
Page 1
36-00-00 Nov 1/09
Figure 1
Pressure Regulator
Page 2
Nov 1/09 36-00-00
Figure 2
Pneumatic System Diagram
Page 3
36-00-00 Nov 1/09
PNEUMATIC
PNEUMATIC SYSTEM
200200
1. PNEUMATIC BLEED AIR SHUTOFF VALVE
A. Removal
The pneumatic bleed air shutoff valves are located as specified in the preceding paragraph. The
appropriate panels must be removed to gain access to the valves.
(2) Remove the appropriate panels.
(3) Disconnect the electrical connector from the valve (Ref. Figure 201).
(4) Cut safety wire on outboard B-nut. Disconnect the lines from both sides of the valve and remove
the valve from the airplane.
(5) Install plugs in the open lines to prevent the entrance of contaminants.
B. Installation
(2) Remove the plugs from the lines (Ref. Figure 201).
(3) Position the valve in the airplane with the flow arrow pointing inboard and connect the bleed air
lines. The valve must be installed as near vertical as possible to promote drainage. Make sure that
plumbing, electrical wiring or control cables are not directly beneath the valve vent as hot air from
the vent could possibly cause damage.
(4) Safety wire the outboard B-nut.
(5) Connect the electrical connector to the valve.
(6) Cover the valve body with insulation. DO NOT install insulation over the vent or around the
solenoid of the valve.
(7) Install the panels removed earlier.
Page 201
36-00-00 Nov 1/09
2. REGULATOR/RELIEF VALVE
A. Adjustment
The unit incorporates a safety valve that is set at approximately 21 psi. Ordinarily, the regulator/relief
valve will not require adjustment since each unit is preset at the factory; however, the pressure regulator
valve is equipped with an adjusting screw should it become necessary to reset the valve in the field
(Ref. Figure 202). Adjustment may be accomplished as follows:
(1) Run up the engine until a reading between 70% to 80% is registered by the gas generator
tachometer.
(2) Check the deicer pressure gage for a reading of 18 ± 1 psi. If necessary, unsafety the lock
retaining washer and loosen the adjusting-screw locknut located on top of the valve.
(3) Turn the adjusting screw clockwise to increase and counterclockwise to decrease the pressure
setting until the pressure gage indicates 18 ± 1 psi.
CAUTION: Do not exceed the recommended setting of 18 ± 1 psi because higher settings will
result in excessive wear on the relief valve.
(4) Tighten and safety the locknut, then shut down the engine.
NOTE: Check the system suction gage for a reading of 4.9 to 5.9 in. Hg. Adjustment of the
pressure regulator valve may affect system suction enough to necessitate readjusting the
vacuum regulator valve. Ascertain that the air filter for the vacuum-operated instruments is
clean and free of lint or foreign material prior to making any adjustment of the vacuum
regulator valve (Ref. Chapter 37-00-00, VACUUM REGULATOR ADJUSTMENT).
Page 202
Nov 1/09 36-00-00
Figure 201
Pneumatic Bleed Air Shutoff Valve
Page 203
36-00-00 Nov 1/09
Figure 202
Pressure Regulator
Page 204
Nov 1/09 36-00-00
PNEUMATIC
PNEUMATIC DISTRIBUTION SYSTEM
36-10-00
200200
1. BLEED AIR PRECOOLER DUCT
A. Repair
This is a general purpose procedure for the repair of the bleed air ducts attached to the bleed air
precooler. Refer to Figure 201 for the left engine or to Figure 202 for the right engine for an illustration of
the bleed air ducts (shaded items) covered by this procedure.
(1) Remove the duct requiring repair from the airplane (Ref. Figure 201 or Figure 202).
(2) Remove from the duct any material or parts that may be affected by the cleaning and welding of
the duct.
(3) Clean the exterior of the duct with hot, soapy water. Remove soot from the interior of the duct with
hot, soapy water and a bristle brush. Rinse the duct with clean water. Dry the duct using clean
shop air.
(4) Clean the exterior of the duct in the area of the crack with a clean cloth soaked with acetone or
alcohol. Allow the area to air dry.
CAUTION: This welding repairs in this procedure should be performed only by personnel familiar
with using an argon backing purge while welding stainless steel.
(5) If desired, a patch may be welded over the repaired area. Grind the repair weld down before
applying the patch.
(6) It is essential that the edges of the crack and the surrounding area be kept clean during the
welding process. Purge the interior of the duct with argon gas while welding the crack. Use AWS
A5.9 Class ER347 weld rod. Tube material is 0.020 wall, 321 CRES.
(7) Pressure test the repaired duct by applying a pressure source of 225 psi. There may be no loss of
pressure during a one minute period.
(8) Install the duct in the airplane.
Page 201
36-10-00 Nov 1/09
Figure 201
Bleed Air Precooler Duct Repair (Left Engine)
Page 202
Nov 1/09 36-10-00
Figure 202
Bleed Air Precooler Duct Repair (Right Engine)
Page 203
36-10-00 Nov 1/09
CHAPTER 37 - VACUUM
TABLE OF CONTENTS
SUBJECT PAGE
VACUUM SYSTEM
37-00-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Instrument Air Filter Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Vacuum Regulator Valve Filter Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Vacuum Regulator Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 1

CH-SE-SU PAGE DATE
37-LOEP 1 Nov 1/09
37-00-00 1 Nov 1/09
101 Nov 1/09
201 thru 203 Nov 1/09
Page 1
37-LOEP Nov 1/09
VACUUM
VACUUM SYSTEM
37-00-00

00
1. GENERAL
Bleed air from the engines is routed through the venturi of an ejector to provide the vacuum necessary for
operation of the instruments and deflation of the deicer boots. The vacuum is regulated by a suction relief
valve designed to admit into the system the amount of air required to maintain sufficient vacuum (4.3 to 5.9 in.
Hg) for proper operation of the vacuum operated instruments. As part of the vacuum system, the turn and slip
indicator operates on a reduced vacuum setting.
The vacuum ports of the vacuum operated instruments are plumbed to a vacuum manifold which is located to
the right of the airplane centerline and aft of forward pressure bulkhead at Fuselage Station 97.00. The
instrument air inlet ports are plumbed to an air intake manifold, located forward and inboard from the vacuum
manifold between Fuselage Stations 84.00 and 94.00. Filtered air is supplied to the intake manifold through
the instrument air filter. The port on the end of each manifold is plumbed to the gyro suction gage. The
second port of each manifold is plumbed to the turn and slip indicator. The third port of each manifold is
plumbed to the directional gyro indicator.
The fourth port of each manifold is plumbed to the gyro horizon indicator (Ref. Figure 1).
CAUTION: Permit no oil, grease, pipe compound, or any foreign material to enter the gyros. Be certain that
all air lines are clean and free of foreign particles and/or residue before connecting lines to the
gyros. Do not use thread lube on gyros with plastic housings and threads. Do not exceed 20
inch-pounds of torque on the fittings.
Figure 1
Instrument Vacuum System
Page 1
37-00-00 Nov 1/09
VACUUM
VACUUM SYSTEM
TROUBLESHOOTING
100100
1. PROCEDURES
Table 101
Troubleshooting - Instrument Vacuum System
1. Lack of adequate vacuum to a. Clogged lines. a. Clean or remove obstruction from lines.
operate instruments properly.
b. Leaking vacuum lines. b. Pressure test vacuum lines.
c. Dirty filters in vacuum c. Clean filters or replace.
regulator valve, pneumatic
relay or cabin pressure
controller.
d. Dirty instrument air filter. d. Replace instrument air filter.
e. Vacuum regulator valve out e. Adjust vacuum regulator valve.
of adjustment.
f. Vacuum regulator valve f. Replace vacuum regulator valve.
malfunctioning.
g. Insufficient bleed air g. Check pneumatic system air pressure.
pressure through ejector. Make adjustments as necessary to
system components.
h. Kinked (pinched) hose. h. Reposition or replace hose.
2. Vacuum drop registered on gage. a. Gage malfunctioning. a. Replace gage
b. Leakage in lines. b. Pressure test vacuum lines.
c. Vacuum regulator valve out c. Adjust vacuum regulator.
of adjustment.
d. Vacuum regulator valve d. Replace vacuum regulator valve.
malfunctioning.
e. Insufficient bleed air e. Check pneumatic system air pressure.
pressure through ejector. Make adjustments as necessary to
system components.
f. Dirty instrument air filter. f. Replace instrument air filter.
3. Excessive vacuum registered on a. Vacuum regulator valve out a. Check vacuum regulator valve for
gage of adjustment or adjustment or malfunctioning. If vacuum
malfunctioning. regulator valve is satisfactory and
problem still exist, replace gage.
b. Gage malfunctioning. b. Replace gage.
c. Kinked (pinched) hose. c. Reposition or replace hose.
Page 101
37-00-00 Nov 1/09
VACUUM
VACUUM SYSTEM
200200
1. PROCEDURES
A. Instrument Air Filter Servicing

The instrument air filter is located just forward of the instrument intake manifold on the forward side of
the pressure bulkhead at Fuselage Station 84.00. The instrument air filter should be checked and
replaced at intervals specified in Chapter 5 or sooner if conditions warrant, such as operation in heavy
smoke or dust (Ref. Figure 201).
B. Vacuum Regulator Valve Filter Servicing

The vacuum regulator valve is located on the forward right side of the forward pressure bulkhead at
Fuselage Station 84.00. The valve is protected by a foam-type filter mounted on top of the vacuum
regulator. The filter should be cleaned with cleaning solvent (2, Table 1, Chapter 91-00-00) and blown
dry with compressed air or replaced at each 200 hour interval detailed inspection. If the vacuum in the
system exceeds 5.9 inches Hg, clean or replace the filter and check vacuum pressure before attempting
to adjust the regulator valve (Ref. Figure 202).
C. Vacuum Regulator Adjustment

The vacuum regulator valve is located on the forward right side of the forward pressure bulkhead at
Fuselage Station 84.00. Adjust the valve to provide sufficient vacuum for operation of the instruments as
NOTE: Prior to making any adjustments to the vacuum regulator valve, make certain that the
instrument air filter and vacuum regulator filter are clean, free of lint or other foreign materials.
(1) Start one engine and run it up until a reading of 70% to 80% is registered by the gas generator
tachometer.
(2) Check the vacuum gage for a reading of approximately 5.9 inches Hg. If the indication is incorrect,
adjust the vacuum regulator valve by removing the safety wire from the lock retaining washer and
loosening the adjusting screw locknut. A calibrated vacuum gage should be used to ensure the
correct setting.
(3) Turn the adjusting screw IN (clockwise) to increase or OUT (counterclockwise) to decrease the
vacuum setting.
(4) When the vacuum gage registers a reading of 5.9 inches Hg with the engine operating within the
range designated in Step (1), tighten the locknut and safety wire, then shut down the engine.
Page 201
37-00-00 Nov 1/09
Figure 201
Instrument Vacuum System
Page 202
Nov 1/09 37-00-00
Figure 202
Vacuum Regulator Valve
Page 203
37-00-00 Nov 1/09
CHAPTER 39 - ELECTRIC PANELS, PARTS AND INSTRUMENTS

TABLE OF CONTENTS
SUBJECT PAGE
ELECTRICAL PANELS AND COMPONENTS
39-00-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
INSTRUMENT AND CONTROL PANELS
39-10-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Instrument Panel (Zone 248) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Instrument Panel Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Instrument Subpanel (Zones 244 And 245) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Instrument Subpanel Section And Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Annunciator Caution/Advisory Light Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Pedestal Panels And Components (Zone 243) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Upper Pedestal Panel Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Lower Pedestal Panel Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Fuel Control Panels (Zone 247) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Fuel Control Panel Section and Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Circuit Breaker Panel (Zone 246) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Overhead Panels (Zone 253) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
Overhead Instrument Panel Instrument . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
Overhead Instrument Panel Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
Overhead Light Control Panel Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Overhead Light Dimming Transistor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Glareshield Annunciator Warning Light Panel (Zone 249) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
Page 1
CHAPTER 39 - ELECTRIC PANELS, PARTS AND INSTRUMENTS

SUBJECT PAGE
ELECTRICAL AND ELECTRONIC EQUIPMENT RACKS
39-20-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Radar Equipment (Zone 100) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Avionic Instruments Forward Compartment (Zone 812) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Bellcrank Potentiometer (Zone 122) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Spare Fuse and Limiter Container (Zone 241) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Electrical Equipment, Forward Cabin Bulkhead Panels (Zones 220 And 221) . . . . . . . . . . . . . . . . . . . . . 202
Electric Antiskid Control Box (Zone 121) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Antiskid Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Power Steering Amplifier Assembly (Zone 121) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Electrical Equipment, Forward Lower Cabin (Zones 133, 143 And 153) . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Electrical Equipment, Center Lower Cabin (Zone 163) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Electrical Equipment, Aft Lower Cabin (Zone 173) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Emergency Locator Transmitter (Zone 312) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Aft Autopilot Servos and Electric Elevator Trim Tab Assemblies (Zones 311 And 312) . . . . . . . . . . . . . . 205
Autopilot Elevator Servo And Autotrim Clutch Relay Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Autopilot Rudder Servo, Electric Trim Control Box and Electric Actuator . . . . . . . . . . . . . . . . . . . . . . . . . 205
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Battery Compartment (Zone 611) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Battery Compartment Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Battery Compartment Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Nacelle Electrical Power Distribution Panels (Zones 521 and 621) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Inverter Panels (Zones 522 and 622) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
External Power Plug and External Power Control Circuit Breaker (Zone 740) . . . . . . . . . . . . . . . . . . . . . 207
Stall Warning Panel and External Power Overvoltage Sensor and Advisory Light P.C. Board (Zone 522). . 207
Page 2

CH-SE-SU PAGE DATE
39-LOEP 1 Jan 1/17
39-00-00 1 thru 3 Nov 1/09
39-10-00 201 thru 218 Jan 1/17
39-20-00 201 thru 223 Nov 1/09
39-LOEP Page 1
Jan 1/17
ELECTRICAL PANELS, PARTS AND INSTRUMENTS

ELECTRICAL PANELS AND COMPONENTS
39-00-00

00
1. GENERAL
The information contained in this chapter is effective for the 1900 Series Airliners. The wiring diagrams
pertinent to these airplanes are found in the following Wiring Diagram Manuals:
Wiring Diagram Manual
P/N 114-590032-3B for
1900 Airliner (UA Serials).
P/N 114-590021-13E for
1900C Airliner (UB Serials).
P/N 114-590021-61C for
1900C Airliner (UC Serials).
This chapter is divided into two sections. Section 39-10-00 contains information necessary for the location
and basic maintenance of panels containing the various indicating instruments and primary controls. Airplane
system performance and total airplane system control is achieved through the use of these various panels
and instruments; therefore, all the electrical panels covered in this section are located in the flight
compartment and are within easy access of the flight crew.
Section 39-20-00 deals with the location and maintenance of panels which contain most of the secondary
controls and electrical circuitry components. Access to these panels and components is necessary only
during maintenance and is gained through access openings located throughout the airplane.
Panels and equipment found within this chapter can be located in the airplane by referring to the zone
diagrams. Refer to Figure 1 and 2 for UA/UB/UC Serials.
NOTE: Pictorial depictions in this Chapter are representative of a typical airplane and do not necessarily
represent the configuration of every airplane. The appropriate wiring diagram manual should be used
in conjunction with this manual.
Page 1
39-00-00 Nov 1/09
Figure 1
Top and LH Side View of Airplane
Page 2
Nov 1/09 39-00-00
Figure 2
Bottom Zone View and Flight Crew Compartment
Page 3
39-00-00 Nov 1/09

39-10-00
INSTRUMENT AND CONTROL PANELS

200200
39-10-00
CAUTION: Any time the Pitot/Static System is opened (i.e. Differential Pressure Gage or Pneumatic
Pressure Indicator removed or Installed) the effected System Test procedure (PITOT SYSTEM
TEST, STATIC SYSTEM TEST) must be accomplished (Ref. Chapter 34-10-00, 201).
1. INSTRUMENT PANEL (ZONE 248)

The instrument panel is divided into three sections: the pilot's flight instruments (left side), the copilot's flight
instruments (right side) and the avionic instruments (center section) (Ref. Figure 201).
All of the instruments and avionic equipment, contained within the instrument panel, mount from the front.
Sufficient excess plumbing and wiring lengths have been provided so that working behind the instrument
panel is unnecessary. The UA/UB and UC serials are indicated where applicable.
The instrument panel components may be removed for service or replacement by the use of the following
procedure:
Figure 201
Instrument and Control Panel
39-10-00
Page 201
Jan 1/17
2. INSTRUMENT PANEL COMPONENTS
A. Removal
(1) Free the component from the front of the instrument panel by releasing or removing the fasteners
on the face of the component.
(2) Pull the component out of the instrument panel opening and carefully remove all plumbing and/or
electrical connections from the back of the component.
NOTE: Modular type avionic components have quick disconnect connectors which are released
when the retaining allen screw on the face of the component is loosened.
B. Installation
(1) Carefully attach the plumbing and/or electrical connectors to the component.
(2) Slide the component into its opening in the panel and secure with the fasteners previously
loosened or removed.
3. INSTRUMENT SUBPANEL (ZONES 244 AND 245)

The instrument subpanel is located just below the instrument panel and consists of five sections: the pilot's
left and right subpanels (Zone 245), the copilot's left and right subpanels (Zone 244), and the annunciator
caution/advisory light panel (located between Zones 244 and 245) (Ref. Figure 202 and 203).
4. INSTRUMENT SUBPANEL SECTION AND COMPONENT
A. Removal
(1) For the pilot's and copilot's subpanels, remove the screws that fasten the edgelit placard panel to
the subpanel section and carefully remove the placard panel.
(2) Remove the screws that fasten the subpanel section to the subpanel framework and carefully lift
out the section.
(3) Remove all plumbing and/or electrical connections from the component. Remove the jam nut or
fasteners from the front of the panel that holds the component in place and remove the component
from the backside of the panel.
B. Installation
(1) Position the component in the subpanel and secure with its jam nut or fasteners. Carefully connect
all plumbing and/or electrical connections to the component.
(2) Insert the subpanel section into the subpanel framework and secure with the previously removed
screws.
(3) Position the edgelit placard panel on the subpanel and secure.
39-10-00
Page 202
Jan 1/17
5. ANNUNCIATOR CAUTION/ADVISORY LIGHT PANEL
A. Removal
(1) Remove the four screws from around the face of the annunciator panel.
(2) Carefully push the annunciator panel into the opening, turn horizontally and pull out of the same
opening.
(3) Remove the electrical connections from the annunciator panel.
B. Installation
(1) Connect the electrical connections to the annunciator panel.
(2) With the annunciator panel turned, slide it into its opening. Square it with the subpanel and pull
forward.
(3) Fasten with the four screws.
Figure 202
Pilot’s Subpanel
39-10-00
Page 203
Jan 1/17
Figure 203
Copilot’s Subpanel
6. PEDESTAL PANELS AND COMPONENTS (ZONE 243)

The pedestal panels and components are located below the annunciator/caution advisory light panel between
the pilot's and copilot's seats (Ref. Figure 204). They are sectioned into upper and lower panels. Remove
them by the following procedures:
7. UPPER PEDESTAL PANEL COMPONENT

A. Removal
(1) Remove the screws that secure the upper panel assembly to the pedestal and lift the panel out
(Ref. Figure 204).
(2) Remove the screws that secure the instrument to the panel and carefully remove it from the back
side of the panel.
(3) Remove all plumbing and/or electrical connections from the back of the instrument.
B. Installation
(1) Attach all plumbing and/or electrical connections to the back of the instrument.
(2) Carefully position the instrument to the back side of the panel and secure it with its screws
(Ref. Figure 204).
(3) Install the panel to the pedestal using the screws previously removed to secure it.
39-10-00
Page 204
Jan 1/17
8. LOWER PEDESTAL PANEL COMPONENT
A. Removal
(1) Remove the edgelit panel by removing the screws that secure it (Ref. Figure 204).
(2) Remove the panels on the sides of the pedestal by prying them out.
(3) Remove the jam nut or screws from the face of the lower pedestal that secures the component to
it.
(4) By reaching through the side, carefully remove the component from the underside of the pedestal
panel and disconnect the electrical connections from the back of the instrument.
B. Installation
(1) Connect the electrical connections to the back of the instrument.
(2) By reaching through the side, carefully position the component to the underside of the pedestal
panel and secure with its jam nut or screws (Ref. Figure 204).
(3) Place the panels into the sides of the pedestal.
(4) Position the edgelit panel on the pedestal and secure with the attaching screws.
39-10-00
Page 205
Jan 1/17
Figure 204
Pedestal and Console Assembly
39-10-00
Page 206
Jan 1/17
9. FUEL CONTROL PANELS (ZONE 247)

The Fuel Control panel is located in the left interior sidewall of the airplane next to the pilot. The panel is
hinged at the bottom and divided into two sections (Ref. Figures 205 and 206 for UA/UB Serials) (Ref. Figure
207 and 208 for UC Serials).
Component replacement is accomplished using the following procedures:
10. FUEL CONTROL PANEL SECTION AND COMPONENT
A. Removal
(1) Remove the appropriate edgelit panel by removing the screws that secure it.
(2) Remove the three screws at the top of the fuel control panel and lean the top of the panel away
from the sidewall.
(3) Disconnect all of the electrical connections from the back of the component.
(4) Remove the jam nut, fasteners or screws that secure the component to the panel and remove the
component from the back of the panel.
B. Installation
(1) Position the component to the back of the panel and secure from the front with the jam nut,
fastener or screws.
(2) Connect the electrical connections to the back of the component.
(3) Position the fuel control panel in the sidewall and secure it with its three attaching screws.
(4) Install the edgelit panel and secure with the attaching screws.
39-10-00
Page 207
Jan 1/17
Figure 205
Fuel Control Panel (UA-1 and After, UB-1 and After)
39-10-00
Page 208
Jan 1/17
Figure 206
Rear View of Fuel Control Panel (UA-1 and After, UB-1 and After)
39-10-00
Page 209
Jan 1/17
Figure 207
Fuel Control Panel (UC-1 and After)
39-10-00
Page 210
Jan 1/17
Figure 208
Rear View of Fuel Control Panel (UC-1 and After)
39-10-00
Page 211
Jan 1/17
11. CIRCUIT BREAKER PANEL (ZONE 246)

The circuit breaker panel is located in the right interior sidewall of the airplane next to the copilot and is hinged
at the bottom (Ref. Figure 209).
Component replacement is accomplished using the following procedure:
12. CIRCUIT BREAKER
A. Removal
(1) Remove the edgelit panel by removing the screws that secure it.
(2) Lean the top of the panel away from the sidewall.
(3) Disconnect the wires at the circuit breaker to be removed.
(4) Remove the jam nut on the front side of the panel which secures the circuit breaker to the panel
and remove the circuit breaker from the back of the panel.
B. Installation
(1) Insert the circuit breaker into the back side of the panel and secure from the front side with the jam
nut.
(2) Connect the wires to the circuit breaker.
(3) Position the circuit breaker panel in the sidewall.
(4) Install the edgelit panel and secure with the attaching screws.
39-10-00
Page 212
Jan 1/17
Figure 209
Circuit Breaker Panel (UA-1 and After, UB-1 and After)
39-10-00
Page 213
Jan 1/17
13. OVERHEAD PANELS (ZONE 253)

The overhead panels are located in the ceiling above the pedestal controls. They are separated into three
sections; the overhead instrument panel, the overhead light control panel and the two transistor panels which
are exposed when the overhead light control panel is hinged open (Ref. Figures 210 and 211).
14. OVERHEAD INSTRUMENT PANEL INSTRUMENT
A. Removal
(1) Free the instrument from the front of the overhead instrument panel by removing the screws on the
face of the instrument.
(2) Pull the instrument out of the panel opening and carefully remove all electrical connections from
the back of the instrument.
B. Installation
(1) Carefully attach the electrical connections to the instrument.
(2) Slide the instrument into the panel and secure with the screws previously removed.
15. OVERHEAD INSTRUMENT PANEL SWITCH
A. Removal
(1) Remove the knob from the Voltmeter Select Switch by loosening the knobs set screw and pulling it
off.
(2) Remove the edgelit panel by removing the six screws that secure it and lifting it off.
(3) Remove the screws from the face of the overhead instrument panel instrument immediately to the
left of the switch to be removed.
(4) Remove the jam nut (Voltmeter Select Switch) or two screws (Emergency Light Control Switch)
from the front of the panel that secures the switch and carefully pull the switch out of the back side
of the panel and through the instrument opening.
(5) Disconnect the electrical wires from the switch.
B. Installation
(1) Connect the electrical wires to the switch.
(2) Position the switch in the panel from the back side and secure with its jam nut or screws.
(3) Connect the electrical connection to the back of the instrument and carefully slide the instrument
into the panel.
(4) Secure the instrument to the panel with the screws previously removed.
(5) Position the edgelit panel to the panel and secure.
(6) Position the selector knob on the Voltage Select Switch and tighten its set screw.
39-10-00
Page 214
Jan 1/17
16. OVERHEAD LIGHT CONTROL PANEL COMPONENT
A. Removal
(1) Remove all the rheostat selector knobs from the front of the panel by loosening their set screws
and pulling them off.
(2) Remove the edgelit panel by removing the six screws that secure it.
NOTE: Remove the screws at the bottom of the panel first. The screws at the top of the panel
allow the panel to drop away from the headliner.
(3) Remove the wires from the back of the component.
(4) Remove the jam nut or screws from the front of the panel that secures the component and then
remove the component from the back of the panel.
B. Installation
(1) Position the component to the back of the panel and secure from the front with the jam nut or
screws.
(2) Connect the wires to the component.
(3) Position the edgelit panel on the front of the overhead light control panel and secure both panels to
the headliner with the screws previously removed.
NOTE: Install the screws at the top of the edgelit panel first. The screws at the top of the panel are
used to secure the panel to the headliner.
(4) Install all rheostat selector knobs on the appropriate post and secure by tightening the knob set
screws.
17. OVERHEAD LIGHT DIMMING TRANSISTOR
A. Removal
(1) Remove the two upper corner screws from the overhead light control panel and allow the panel to
hinge open.
(2) Remove the two screws securing the transistor to the bracket and carefully remove the transistor
from the bracket.
(3) Disconnect all wiring to the transistor.
B. Installation
(1) Connect all wiring to the transistor.
(2) Carefully position the transistor into the bracket and secure it with its two screws.
(3) Position the overhead light control panel into the headliner and secure with the two upper corner
screws.
39-10-00
Page 215
Jan 1/17
Figure 210
Overhead Panels
39-10-00
Page 216
Jan 1/17
Figure 211
Overhead Light Control Panel
39-10-00
Page 217
Jan 1/17
18. GLARESHIELD ANNUNCIATOR WARNING LIGHT PANEL (ZONE 249)

The annunciator warning light panel is located in the middle of the instrument panel glareshield and is
removed using the following procedure (Ref. Figures 201):
A. Removal
(1) Remove the cover plate on top of the light panel by removing the four screws that attach it to the
glareshield.
(2) Remove the two screws from the front panel that secure the annunciator panel to it.
(3) Carefully lift the annunciator panel from the backside of the face panel and disconnect the
electrical connection from the back of the annunciator panel.
B. Installation
(1) Connect the electrical connection to the back of the annunciator panel and carefully position it into
the front panel from the back side.
(2) Secure the annunciator panel to the front panel with the two screws previously removed.
(3) Install the cover plate onto the glareshield and secure with its four screws.
39-10-00
Page 218
Jan 1/17

ELECTRICAL AND ELECTRONIC EQUIPMENT RACKS
39-20-00
200200
1. PROCEDURES
2. RADAR EQUIPMENT (ZONE 100)

The radar equipment is located in the forward compartment of the fuselage under the nose cone. Access to it
is gained by removing the nose cone section.
3. AVIONIC INSTRUMENTS FORWARD COMPARTMENT (ZONE 812)

The forward avionics instruments are found in the avionics instrument compartment. It is located in the right
side of the nose section opposite the forward baggage compartment and is accessible through the hinged
avionics compartment door found on the right side.
4. BELLCRANK POTENTIOMETER (ZONE 122)

The bellcrank potentiometer is located under the flight compartment floor on the pilot's side and can be
removed for replacement or service by the following procedure (Ref. Figures 201 and 205):
A. Removal
(1) Remove flight compartment access panel (1) that extends itself between the pilot's rudder pedals
(Ref. Figures 205).
(2) Disconnect all electrical connections and the tie rod from the potentiometer (Ref. Figures 201).
(3) Remove the screws that secure the potentiometer to the bracket and carefully remove the
potentiometer.
B. Installation
(1) Position the potentiometer to the bracket and secure with the previously removed screws
(Ref. Figure 201).
(2) Connect the tie rod and all the previously removed electrical connections to the potentiometer.
(3) Place the access panel (1) over the opening and secure (Ref. Figures 205).
Page 201
39-20-00 Nov 1/09
Figure 201
Bellcrank Potentiometer
5. SPARE FUSE AND LIMITER CONTAINER (ZONE 241)

The spare fuse and limiter container is found in the storage pouch located on the interior sidewall, behind the
pilot's seat.
6. ELECTRICAL EQUIPMENT, FORWARD CABIN BULKHEAD PANELS (ZONES 220

AND 221)
The two forward cabin bulkhead electrical equipment panels are mounted on the upper left and right sections
of the forward cabin pressure bulkhead. The components on these panels are accessible by reaching under
the instrument panel (Ref. Figures 206 and 207).
7. ELECTRIC ANTISKID CONTROL BOX (ZONE 121)

The electric antiskid control box is located under the flight compartment on the copilot's side and can be
removed for repair or replacement by the following procedure (Ref. Figures 202 and 205):
Page 202
Nov 1/09 39-20-00
8. ANTISKID CONTROL BOX
A. Removal
(1) Remove access panel (5) which is directly in front of the copilot's seat (Ref. Figure 205).
(2) Disconnect the electrical connection from the antiskid box (Ref. Figure 202).
(3) Remove the screws that secure the antiskid box to its mountings and carefully lift it out of the
opening.
B. Installation
(1) Place the antiskid box onto the mountings and secure with its screws (Ref. Figure 202).
(2) Connect the electrical connection to the antiskid box.
(3) Place the access panel (5) over the opening and secure (Ref. Figure 205).
Figure 202
Antiskid Control Box
9. POWER STEERING AMPLIFIER ASSEMBLY (ZONE 121)

The power steering amplifier is located under the flight compartment floor on the copilot's side and can be
removed for repair or replacement by the following procedure (Ref. Figures 203 and 205):
A. Removal
(1) Remove the copilot's seat (Ref. Chapter 25-00-00, FLIGHT COMPARTMENT SEAT REMOVAL).
Page 203
39-20-00 Nov 1/09
(2) Remove access panel (7) located directly under the copilot's seat between the seat rails
(Ref. Figure 205).
(3) Remove the electrical connection from the power steering amplifier box (Ref. Figure 203).
(4) Remove the screws that secure the power steering amplifier and carefully lift it out of the access
opening.
B. Installation
(1) Place the power steering amplifier into the access opening and secure to the brackets with its
screws (Ref. Figure 203).
(2) Connect the electrical connection to the power steering amplifier box.
(3) Place the access panel (7) over the opening and secure (Ref. Figure 205).
(4) Install the copilot's seat (Ref. Chapter 25-10-00, FLIGHT COMPARTMENT SEAT
INSTALLATION).
Figure 203
Power Steering Amplifier
10. ELECTRICAL EQUIPMENT, FORWARD LOWER CABIN (ZONES 133, 143 AND 153)
The forward lower cabin electrical equipment components are located in the space below the center floor
panels between the flight compartment and the main wing spar. To gain access to these components remove
the applicable center floor panel (Ref. Figures 208, 209, 210 and 211).
11. ELECTRICAL EQUIPMENT, CENTER LOWER CABIN (ZONE 163)

The center lower cabin electrical equipment components are located in the space below the first center floor
panel aft of the main wing spar. Remove this floor panel to gain access to the components (Ref. Figures 208,
211 and 212).
Page 204
Nov 1/09 39-20-00
12. ELECTRICAL EQUIPMENT, AFT LOWER CABIN (ZONE 173)

The aft lower cabin electrical equipment components are located in the space below the second and third
center floor panel aft of the main wing spar. To gain access to these components remove the applicable
center floor panel (Ref. Figures 208, 213 and 214).
13. EMERGENCY LOCATOR TRANSMITTER (ZONE 312)

The emergency locator transmitter is located in the right aft section of the fuselage just forward of FS 598.
Access to it is gained by removing the access panel just below the right stabilon.
14. AFT AUTOPILOT SERVOS AND ELECTRIC ELEVATOR TRIM TAB ASSEMBLIES
(ZONES 311 AND 312)
The elevator and rudder autopilot servos and electric elevator trim tab assemblies are located in the aft
section of the fuselage between the aft pressure bulkhead and Canted Fuselage Station 605.984. Use the
following procedures to remove the applicable components for repair or replacement:
15. AUTOPILOT ELEVATOR SERVO AND AUTOTRIM CLUTCH RELAY PANEL
A. Removal
(1) Remove the fuselage access panel located immediately below the left stabilon.
(2) Reaching through the access opening, remove all electrical wires from the applicable component.
(3) Remove the screws that secures the component to the panel and carefully remove the component
through the access opening.
B. Installation
(1) Insert the component through the left access opening, position on the panel and secure with the
screws previously removed.
(2) Connect all electrical wires to the component.
(3) Place the access panel over the opening and secure.
16. AUTOPILOT RUDDER SERVO, ELECTRIC TRIM CONTROL BOX AND ELECTRIC
ACTUATOR
A. Removal
(1) Remove the fuselage access panel located immediately below the right stabilon.
(2) Reaching through the access opening, remove all electrical wires from the applicable component.
(3) Remove the screws that secures the component on the panel and carefully remove the
component through the access opening.
B. Installation
(1) Insert the component through the right access opening, position on the panel and secure with the
screws previously removed.
Page 205
39-20-00 Nov 1/09
(2) Connect all electrical wires to the component.
(3) Place the access panel over the opening and secure.
17. BATTERY COMPARTMENT (ZONE 611)

The battery compartment is located in the right wing center section. With the exception of the fuses, use the
following procedure to remove the electrical components for repair or replacement (Ref. Figure 216):
18. BATTERY COMPARTMENT COMPONENTS
A. Removal
(1) Remove the battery compartment access panel located on the top surface of the right wing center
section.
(2) Cut the safety wire and remove the battery disconnect.
(3) Cut the safety wires and loosen the hold-down wing nuts. Push the wing nuts aside and remove
the battery hold-down bar.
(4) Lift the battery out of the battery compartment.
(5) Remove all electrical wires and connections from the component to be removed.
(6) Unfasten the component from the battery compartment walls or floor and then remove the
component.
B. Installation
(1) Position the component in the battery compartment and secure.
(2) Connect the electrical wires to the component.
(3) Place the battery in the battery compartment.
(4) Install the hold-down bar and secure it in place with the wing nuts, then safety the wing nuts.
(5) Install the battery disconnect and safety wire.
(6) Place the access panel over the battery compartment and secure. Be sure that the battery cover
vent opening aligns with the access panel vent and gasket.
19. BATTERY COMPARTMENT FUSES
A. Removal
(1) Remove the battery compartment access panel located on the top surface of the right wing center
section.
(2) Remove the three fasteners that secure the fuse holder cover and lift the cover off.
(3) Remove the fuse to be replaced.
Page 206
Nov 1/09 39-20-00
B. Installation
(1) Place the fuse into the fuse box.
(2) Position the cover over the fuse box and secure with the three fasteners.
(3) Place the access panel over the battery compartment and secure. Be sure that the battery cover
vent opening aligns with the access panel vent and gasket.
20. NACELLE ELECTRICAL POWER DISTRIBUTION PANELS (ZONES 521 AND 621)
The nacelle electrical power distribution panels are located in the upper section of the left and right nacelles
just aft of the engine firewall. Remove the access panels located on top of these sections when needing to
gain access to repair or replace any of the components found on these panels (Ref. Figures 204, 217 and
218).
21. INVERTER PANELS (ZONES 522 AND 622)

The nacelle electrical power distribution panels are located in the upper section of the left and right nacelles
just aft of the engine firewall. Remove the access panels located on top of these sections when needing to
gain access to repair or replace any of the components found on these panels (Ref. Figures 204 and 219).
Figure 204
Upper Aft Nacelle Covers
22. EXTERNAL POWER PLUG AND EXTERNAL POWER CONTROL CIRCUIT BREAKER
(ZONE 740)
The external power plug and external power control circuit breaker are located in the lower aft section of the
left nacelle. Access is gained by unfastening the hinged access panel found there (Ref. Figure 220).
23. STALL WARNING PANEL AND EXTERNAL POWER OVERVOLTAGE SENSOR AND
ADVISORY LIGHT P.C. BOARD (ZONE 522)
The stall warning panel and external power P.C. board are located just aft of the inverter panel under the
upper aft cover of the left nacelle. Remove this cover to gain access to the stall warning panel and external
power overvoltage sensor and advisory light P.C. board (Ref. Figures 204 and 220).
Page 207
39-20-00 Nov 1/09
Figure 205
Flight Compartment Access Panels
Page 208
Nov 1/09 39-20-00
Figure 206
Left Electrical Equipment Forward Bulkhead Panel
Page 209
39-20-00 Nov 1/09
Figure 207
Right Electrical Equipment Forward Bulkhead Panel
Page 210
Nov 1/09 39-20-00
Figure 208
Fuselage Floor Panel Layout
Page 211
39-20-00 Nov 1/09
Figure 209
Forward Lower Cabin Electrical Equipment (ZONE 133)
Page 212
Nov 1/09 39-20-00
Figure 210
Forward Lower Cabin Electrical Equipment (ZONE 143)
Page 213
39-20-00 Nov 1/09
Figure 211
Forward Lower Cabin Electrical Equipment Relay
Page 214
Nov 1/09 39-20-00
Figure 212
Center Lower Cabin Electrical Equipment
Page 215
39-20-00 Nov 1/09
Figure 213
Autopilot Aileron Servo Actuator
Page 216
Nov 1/09 39-20-00
Figure 214
Aft Lower Cabin Electrical Equipment and Yaw Damper Computer
Page 217
39-20-00 Nov 1/09
Figure 215
Aft Autopilot Servos and Electric Trim Control Assemblies
Page 218
Nov 1/09 39-20-00
Figure 216
Battery Compartment
Page 219
39-20-00 Nov 1/09
Figure 217
LH Nacelle Electrical Power Distribution Panel
Page 220
Nov 1/09 39-20-00
Figure 218
RH Nacelle Electrical Power Distribution Panel
Page 221
39-20-00 Nov 1/09
Figure 219
Inverter Panels
Page 222
Nov 1/09 39-20-00
Figure 220
External Power and Stall Warning Panels
Page 223
39-20-00 Nov 1/09
CHAPTER 51 - STANDARD PRACTICES AND STRUCTURES

TABLE OF CONTENTS
SUBJECT PAGE
STRUCTURES
51-00-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Page 1

CH-SE-SU PAGE DATE
51-LOEP 1 Nov 1/09
51-00-00 1 Nov 1/09
Page 1
51-LOEP Nov 1/09
STANDARD PRACTICES AND STRUCTURES

STRUCTURES
51-00-00

00
1. GENERAL
The Model 1900 Airliner is semimonocoque in construction and is pressurized between bulkheads 84.00 and
557.50. When making repairs or modifications that create a break in the pressure vessel, the mating surface
must be sealed with the proper sealer described in Table 2, Chapter 91. To ensure effective bonding of the
sealers, clean thoroughly all mating surfaces, mating parts and rubber seals.
Information pertaining to the cabin airstair doors, cargo door, baggage compartment door and emergency
exits is included in Chapter 52. Maintenance practices for the horizontal stabilizer and vertical stabilizer are
included in Chapter 55. Information pertaining to the windshield and the cabin windows is included in Chapter
56. Information pertaining to the wing sections and the one piece spar is included in Chapter 57. If repair to a
structural member is necessary, refer to the MODEL 1900 SERIES AIRLINER STRUCTURAL REPAIR
MANUAL P/N 114-590021-9.
Page 1
51-00-00 Nov 1/09
CHAPTER 52 - DOORS
TABLE OF CONTENTS
SUBJECT PAGE
AIRSTAIR DOOR
52-10-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Airstair Door Damper (Hydraulic Snubber) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Airstair Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Mounting and Fitting (New) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Airstair Door Latching Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Airstair Door Forward and Aft Handrail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Upper Forward And Upper Aft Handrail Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Upper Forward And Upper Aft Handrail Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Lower Forward And Lower Aft Handrail Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Lower Forward And Lower Aft Handrail Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Airstair Door Forward and Aft post . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
Airstair Door Handrail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Airstair Door Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
Airstair Door Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .218
EMERGENCY EXIT
52-20-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Emergency Exit Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Latching Mechanism Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
EMERGENCY EXIT LATCH MECHANISM
52-20-01
Latch Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 1
CHAPTER 52 - DOORS
SUBJECT PAGE
CARGO/NOSE BAGGAGE COMPARTMENT DOORS
52-30-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Cargo Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Nose Baggage Compartment Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Cargo Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Prerigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Cargo Door Latching Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Gas Spring Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Cargo Door Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Nose Baggage Compartment Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
CARGO AND AIRSTAIR DOOR WARNING
52-70-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Cargo and Airstair Door Warning Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Airstair Door Doorsill Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Airstair Door Forward and Aft Latch Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Airstair Door Latch Handle Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Cargo Door Doorsill Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Cargo Door Latch Handle Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Cargo Door Latch Pin Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Cabin/cargo “FWD Cabin Door/AFT Cabin Door” Annunciator Circuitry Check . . . . . . . . . . . . . . . . . . . . . 207
Cabin Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Cargo Door (If Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Annunciator Circuitry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Page 2

CH-SE-SU PAGE DATE
52-LOEP 1 Nov 1/13
52-CONTENTS 1 and 2 May 1/11
52-10-00 1 and 2 Nov 1/09
201 thru 218 May 1/10
52-20-00 1 Nov 1/09
201 Nov 1/09
52-20-01 201 thru 203 May 1/11
52-30-00 1 and 2 Nov 1/09
201 thru 214 May 1/10
52-70-00 1 Nov 1/09
201 thru 209 Nov 1/09
Page 1
52-LOEP Nov 1/13
DOORS
AIRSTAIR DOOR
52-10-00

00
1. GENERAL
A swing down door, hinged at the bottom, provides cabin security for flight and a convenient stairway for entry
and exit. A plastic encased cable provides support for the door in the open position, a hand hold for
passengers, and a convenience for closing the door from the inside. A rubber seal around the cabin door
positively seals the pressure vessel while the airplane is in flight. A hydraulic damper permits the door to
lower gradually during opening (Ref. Figure 1).
The latching mechanism for the airstair door is operated by two handles interconnected inside the door. The
rotary handle on each side of the door is attached to cable drums. When the handle is rotated, cables
attached to the drums wind or unwind in response to the direction of handle movement. The cables from the
handle are routed around splined drums at each of the camlock latches on the forward and aft sides of the
door. The splines in the drum engage splines on the camlock shafts of the latch so that rotation of the drum,
when actuated by the cable from the handle, rotates the face of the latch to engage the latch post in the frame
of the door. The latch cables are adjusted by turnbuckles to a tension sufficient to ensure proper latching and
unlatching of the door in response to handle movement. A splined cam on the ends of the camlock shaft
opposite the latch face actuates switches mounted on brackets at the lower latches to indicate when the door
is closed and latched.
Whether unlocking the door from the outside or inside, the release button adjacent to the door handle must be
held depressed before the handle can be rotated to unlock the door. The release button acts as a safety
device to help prevent accidental opening of the door. As an additional safety measure, a differential pressure
sensitive diaphragm is incorporated into the release button mechanism. The outboard side of the diaphragm
is open to atmospheric pressure, the inboard side to cabin air pressure. As the cabin to atmospheric pressure
increases, it becomes increasingly difficult to press the release button, because the diaphragm moves
inboard when either the inside or outside release button is pressed.
Page 1
52-10-00 Nov 1/09
Figure 1
Airstair Door Damper
Page 2
Nov 1/09 52-10-00
DOORS
AIRSTAIR DOOR
200200
1. PROCEDURES
2. AIRSTAIR DOOR DAMPER (HYDRAULIC SNUBBER)
A. Service
(1) Attach the barrel rod end to the cabin door supports and the movable piston rod to the supports on
the door frame when installing the hydraulic snubber (Ref. Figure 201). Shim as necessary with
AN960-14 washers to eliminate side play between the rod ends and their supports.
(2) Service the snubber with hydraulic fluid (39, Table 1, Chapter 91-00-00). To service, loosen the
cap on the end of the cylinder barrel with the movable rod by removing the three set screws
securing the cap to the barrel. Push down on the rod end until the piston is bottomed in the
cylinder barrel. Slide the cap up on the rod end and fill the barrel with 215 cubic centimeters
(7.2 ounces) hydraulic fluid. Secure the cap to the cylinder barrel with the three set screws.
3. AIRSTAIR DOOR
A. Removal
(1) Disconnect all electrical power.
(2) Disconnect the electrical connector adjacent to the door hinge.
(3) Support the door and remove the screw, washer, and bushing attaching the handrail cable eye to
the fuselage mount assembly.
(4) Remove the bolt and washers attaching the door damper to the airstair door support bracket.
(5) Remove the threshold plate.
(6) Remove the screw and hinge retainer plate at each end of the hinge pin.
(7) Support the door and remove the hinge pin. Carefully remove the door.
B. Installation
(1) If necessary, lubricate the airstair door (Ref. Chapter 12-20-00, CABIN DOOR LUBRICATION).
(2) Carefully move the door into position and support the door. Mate the hinge halves, and install the
hinge pin.
(3) Install the hinge pin retainers on each end of the hinge.
(4) Install the bushing, spacer, and screw attaching the handrail cable eye to the fuselage mount
assembly.
(5) Install the bolt and washer attaching the door damper to the airstair door support bracket.
(6) Connect the electrical connector adjacent to the door hinge.
Page 201
52-10-00 May 1/10
(7) Connect electrical power to the airplane and engage the cabin door circuit breaker.
(8) Close and lock the airstair door. With electrical power ON, observe that the FWD CABIN DOOR
light is out.
(9) Unlock the door and check the time required for the door to free-fall from full-closed to full-open
position. The time required shall not be less than five seconds.
CAUTION: Check that the nut on the bolt securing the base of the door cable post is installed
toward the center of the door to prevent the handrail from hanging up under the bolt.
Figure 201
Airstair Door Damper
C. Mounting and Fitting (New)

A new airstair door is supplied with the door hinge half, the seal retainer, and the seal separate from the
door. Do not rivet the hinge half or seal retainer to the new door until after the door has been fitted.
NOTE: To determine if the door hinge requires replacement, a minimum wall thickness of 0.109 inch is
permissible.
If only the hinge is being replaced, the factory installed hinge used NAS1739B5 rivets in 0.176
to 0.180 inch diameter holes. If an oversized or elongated hole is encountered, use
NAS9303B6 rivets in 0.192 to 0.196 inch diameter holes. If additional oversized (larger than
above) rivets are required on subsequent replacement, use NAS9305B6 or NAS1739B6 rivets
in 0.205 to 0.209 inch diameter holes. Countersink the holes to 105° X 0.353 inch diameter.
When measuring the diameter of the hinge pin, if the diameter is less than 0.126 inch replace
the pin.
(1) Remove the old door from the airplane. Perform the AIRSTAIR DOOR REMOVAL procedure.
Page 202
May 1/10 52-10-00
(2) Place a shim, approximately 0.038 to 0.050 inch thick and 8 to 10 inches long, into the recessed
airstair door frame on the fuselage.
NOTE: A shim will hold the skin of the new airstair door flush with the outside skin of the fuselage
once the airstair door is properly trimmed.
(3) Position the airstair door in the fuselage frame. The excess skin on the door will not allow it to fit
into the recessed frame; however, center the camlock latches on the posts as loosely as possible.
(4) Place the handle of the airstair door to the fully open position. This will allow the six camlock
latches to align with the posts in the fuselage frame.
CAUTION: Extreme caution must be used during skin removal to prevent removing excess
material and creating an enlarged gap between the fuselage and the airstair doors.
The gap between the airstair door and the fuselage is to be a maximum of 0.060 inch.
(5) Starting at the bottom of the airstair door, determine where the excess skin needs to be removed
to allow the bottom of the door to fit into the recessed frame. Remove the airstair door from the
fuselage frame. Using a 40 grit sanding disc attached to an electric motor, remove excess skin
from the bottom of the door as required.
(6) Position the airstair door in the fuselage frame and center the forward and aft camlock latches on
the post. Determine where excess skin needs to be removed from the sides of the door so it will fit
into the recessed frame. Remove excess skin from the sides as required.
NOTE: Repeat the above procedure as many times as required until the sides of the door fit into
the recessed frame.
(7) As the door begins to fit into the opening, place four 3/8 to 1/2 inch shims, two on each side, into
the recessed opening to support the door flush with the outside skin of the fuselage.
(8) Mark and begin removing excess skin material from the top of the door. This is best accomplished
by leaving the door in the opening and raising the top up for sanding. Repeat this process, as
required, until the top of the door will fit into the recessed opening. Place three 3/8 to 1/2 inch
shims into the recessed opening to support the top of the door flush with the outside skin of the
fuselage.
(9) Once the door fits completely into the opening, check that the camlock latches are centered on the
post and latch the door closed. Mate the new hinge to the existing hinge half on the fuselage frame
and install the hinge pin. Use shims as required all around the door to keep it from moving while
drilling hinge holes.
(10) Drill twenty-three 0.128 to 0.133 inch diameter holes through the door, using the first row of pilot
holes adjacent to the hinge pin as guides. Countersink the holes 100° X 0.230 inch diameter on
the hinge half.
(11) Install #30-pull cleco fasteners (minimum of seven) equally spaced to hold the door to the hinge
half. Drill thirty-five 0.176 to 0.180 inch diameter holes, using the remainder of the holes in the
hinge half as guides. Countersink the holes 100° X 0.286 inch diameter on the hinge half.
CAUTION: Do not exceed the maximum gap of 0.060 inch between the door and the fuselage
frame.
Page 203
52-10-00 May 1/10
(12) The door can now be opened and closed freely on the hinge. Remove the remaining excess skin
material until the desired gap of 0.040 inch is obtained between the airstair door and the fuselage.
(13) Remove the hinge pin and the cleco fasteners. Remove the airstair door from the fuselage frame.
Apply sealer (38, Table 1, Chapter 91-00-00) between the hinge half and the door frame.
(14) Position the new hinge half and the lower seal retainer on the door and align the pilot holes in the
retainer with the twenty-three holes drilled in Step (10). Seal between the lower seal retainer and
the door with sealer.
(15) Install twenty-three rivets through the hinge half, door skin, and the retainer. Install thirty-five rivets
through the remaining holes in the hinge half.
(16) Position the two side retainers and the top retainer along the inside edge of the door. The outside
edge of the retainers should be 0.025 inch from the outside edge of the door. Drill 0.096 inch
diameter holes through the door, using the holes in the retainers as guides. Countersink the holes
100° X 0.230 inch in diameter on the outside skin.
(17) Seal between the retainers and the door with sealer. Install rivets to secure the retainers to the
door.
(18) Carefully place the airstair door into position, mate the hinge halves, and install the hinge pin.
Install the hinge pin retainers on each end of the hinge with screws.
(19) Install the bushing, spacer, washer, and screw attaching the handrail cable eye to the fuselage
mount bracket.
(20) Perform the ADJUSTMENT OF AIRSTAIR DOOR LATCHING MECHANISM procedure.
(21) Connect the electrical connector for the airstair door warning switches located under the doorsill
step adjacent to the door hinge. Perform the ADJUSTMENT OF CARGO AND AIRSTAIR DOOR
WARNING SWITCHES procedure in Chapter 52-70-00.
(22) Apply soapstone powder to the new seal and retainer. Starting with the seal at the marked location
on the door, work the seal into the retainer. A thin flat strip of plexiglas or phenolic with a rounded
end will facilitate installation. Clean off the soapstone powder as necessary.
NOTE: To ensure retention of the seal in the track, the seal may be cemented in place with
adhesive (43, 145, 167 or 193, Table 1, Chapter 91-00-00).
(23) Remove upholstery from the old door and install on the new door, or install new upholstery as
required.
(24) Perform the AIRSTAIR DOOR INSTALLATION procedure.
(25) After the door has been installed and painted to match the fuselage, lubricate the door
(Ref. Chapter 12-20-00, LUBRICATION SCHEDULE).
4. AIRSTAIR DOOR LATCHING MECHANISM
A. Adjustment
(1) Remove the upholstery panels as necessary to gain access to the latching mechanism.
(2) Remove the seal from its retainer around the periphery of the airstair door.
Page 204
May 1/10 52-10-00
(3) Shim the airstair door with spacer blocks taped to the door at the six latch points so that the
outside contour of the door matches that of the fuselage.
NOTE: An undercontour of 0.06 inch between the airstair door and the fuselage is acceptable, but
the airstair door contour must NEVER be outside that of the fuselage.
(4) With the outside handles in the closed position and the pressure lock engaged by the arm
assembly, insert a rig pin through the handle support into the cable drum, then adjust the handle
rod to fit the arm of the outside handle as shown (Ref. Figure 202, Detail B).
NOTE: Only the rod end that attaches to the inside handle is adjustable. After the handle rod is
adjusted to the proper length, check that the threads of the adjustable end are visible in
the inspection hole of the rod before tightening the jam nut and attaching the rod to the
handle arm.
If it is necessary to replace the door pressure lock or the handle actuator assembly, the
0.015 to 0.045 inch dimension shown must be maintained (Ref. Figure 208).
(5) Remove the rig pin from the support of the inside arm.
(6) Remove upholstery panels and Step(s) on the airstair door as necessary to inspect the latch
mechanism cable. Check the latch mechanism cables for clearances.
NOTE: If a door cable requires replacement, wrap the cable around each latch drum and the
handle drum so that the retaining pin slot in the drum is aligned with the drum guide
retaining screw on the inboard side of the latch housing (Ref. Figure 203). This will ensure
adequate rotation of the camlock shaft to complete the latching and unlatching
movements of the latching mechanism.
At each change of season, or if difficulty is experienced with airstair door operation, it is
recommended that the bearings on the cam and drum assemblies be lubricated with
lubricant (111, Table 1, Chapter 91-00-00) or equivalent.
(7) Check latch mechanism cables for clearances, damage, broken strands, corrosion, condition and
security of attachment. Move door handle from open to closed to check entire length of cables.
Replace cables with broken strands.
(8) Rig the latch cables to the tension designated by the graph (Ref. Figure 207). Cable tension for the
camlock latches is adjusted with the turnbuckles on each side of the door.
(9) After the cable tension has been set, safety the turnbuckle as indicated (Ref. Figure 204).
(10) With the door handles in the open position, insert the splines of each camlock shaft into the splines
of its respective cable drum so that the cutout in the latch face of the shaft is centered with respect
to the arc made by the latch when the door is closing as indicated (Ref. Figure 205).
(11) Engage the splines of each latch cam with the splines on the small end of the camlock shaft so
that the cam just contacts its stop pin (Ref. Figure 203). On the latch on each side of the door
where the electrical switches are located, back the cam off one spline from the point where it
contacts the stop pin, then install the washer and nut securing it in place. On the other four latches,
back the cam off two splines from the point where it contacts the stop pin, then install the washer
and nut securing the cam in place.
Page 205
52-10-00 May 1/10
NOTE: Any time the camlock shafts are repositioned with respect to the cable drums, the latch
cams must be reindexed to the camlock shaft to ensure full travel (90°) of the latch
handles.
(12) Adjust each latch post on the fuselage frame adjacent to the latches of the airstair door until the
post's point of contact with the latch face of the camlock shaft aligns with the closing arc made by
the latch when the door is fully closed (Ref. Figure 206). To make this adjustment, rotate the
eccentric bushing, in conjunction with the eccentric latch post, until the post is properly aligned
with the latch, then tighten and safety the nut securing the post in place. A special latch post
wrench (P/N 101-590052-1) is required to adjust the eccentric bushing.
(13) Perform the ADJUSTMENT OF CARGO AND AIRSTAIR DOOR WARNING SWITCHES
procedure in Chapter 52-70-00.
NOTE: Coating the latch post with Blue Dykem, or its equivalent, will facilitate pinpointing its area
of contact with the face of the latch.
(14) Remove the spacer blocks taped to the door at the six latch points.
(15) Work the door seal into the retainer channel around the periphery of the door.
adhesive (43, 145, 167 or 193, Table 1, Chapter 91-00-00).
(16) Attach a pull gage to the outside handle and check the torque required to operate the latching
mechanism while closing the door. The torque required to start rotation of the handle should not
exceed 250 inch-pounds, and the torque required to continue the latching movement should not
exceed 100 inch-pounds.
(17) Check the torque required to operate the latching mechanism while opening the door. The torque
required to start rotation of the handle should not exceed 250 inch-pounds, and the torque
required to continue the latching mechanism movement should not exceed 100 inch-pounds.
NOTE: Multiply the distance in inches from the handle shaft to the attachment point of the pull
gage times the reading in pounds on the gage to measure the inch-pounds of torque
required for actuation of the latch mechanism. If the actuating torque does not fall within
the prescribed limits, adjust the door posts and cable rigging until the proper torque is
acquired.
(18) Install all upholstery that was removed to facilitate latch adjustment.
Page 206
May 1/10 52-10-00
Figure 202
Airstair Door Latching Mechanism Adjustment
Page 207
52-10-00 May 1/10
Figure 203
Cable Drum and Camlock Assembly
Figure 204
Turnbuckle Safety Clip Installation
Page 208
May 1/10 52-10-00
Figure 205
Camlock Latch Adjustment
Figure 206
Camlock Latch and Latch Post Adjustment
Page 209
52-10-00 May 1/10
Figure 207
Airstair Door Cable Tension Graph
Page 210
May 1/10 52-10-00
Figure 208
Airstair Door Pressure Lock
Page 211
52-10-00 May 1/10
5. AIRSTAIR DOOR FORWARD AND AFT HANDRAIL
A. Upper Forward And Upper Aft Handrail Removal

NOTE: This procedure is typical for both the forward and aft upper handrails.
CAUTION: To prevent damage to the airplane, a support shall be placed beneath the airstair door
whenever any handrail(s) are not fully installed.
(1) Open airstair door (37) and place a support under the door to remove all tension from the handrail
assemblies (Ref. Figure 209).
(2) Remove nut (3), washer (2), screw (4) and spacer (5) attaching clevis (6) to anchor (1).
(3) Remove nut (10), washer (9), screw (12) and bushing (11) attaching clevis (8) to link (13).
(4) Remove handrail (7) from the airplane.
(5) Inspect handrail (7) for damage and wear; replace as necessary.
B. Upper Forward And Upper Aft Handrail Installation

NOTE: This procedure is typical for both the forward and aft upper handrails.
(1) Attach clevis (6) to anchor (1) by installing spacer (5), screw (4), washer (2) and nut (3)
(Ref. Figure 209).
NOTE: When the term “clockwise” or “counterclockwise” is used, the following assumptions
are made: 1) the mechanic installing the handrails is standing at the foot of the open
airstair door facing inboard; 2) the handrail base (Clevis 6 or 25) has been installed; 3)
The mechanic will hold the handrail end (Clevis 8 or 18) towards him, looks towards the
installed base of the handrail, and twist the handrail clockwise or counterclockwise based
on this orientation.
(2) Using half turn increments, preload handrail (7) by facing inboard and twist handrail clevis (8)
clockwise for the upper forward handrail or counterclockwise for the upper aft handrail no more
than 1.5 total twists.
(3) Attach clevis (8) to link (13) by installing bushing (11), screw (12), washer (9) and nut (10).
(4) Perform the AIRSTAIR DOOR HANDRAIL FUNCTIONAL CHECK procedure in this section.
C. Lower Forward And Lower Aft Handrail Removal

NOTE: This procedure is typical for both the forward and aft lower handrails.
(2) Remove nut (20), washer (21), screw (24) and washer (23) from clevis (25).
Page 212
May 1/10 52-10-00
(3) Remove spacers (26), spring (27) and bushing (22) attaching clevis (25) to anchor (28).
(4) Remove nut (14), washer (15), screw (17) and bushing (16) attaching clevis (18) to link (13) and
remove handrail (19) from the airplane.
(5) Inspect handrail (19) for damage and wear; replace as necessary.
D. Lower Forward And Lower Aft Handrail Installation

NOTE: This procedure is typical for both the forward and aft lower handrails.
(1) Position clevis (25) over anchor (28) and install bushing (22) through the clevis and bracket
(Ref. Figure 209).
(2) Position spring (27) and spacers (26) over clevis (25) so that pressure is exerted toward the
airstair door (37).
(3) Attach clevis (25) to anchor (28) by installing screw (24), washers (21 and 23) and nut (20).
clockwise for the lower forward handrail or counterclockwise for the lower aft handrail no more
6. AIRSTAIR DOOR FORWARD AND AFT POST
A. Removal
NOTE: This procedure is typical for both the forward and aft airstair door post removal.
(4) Remove nut (30), washer (31) and bolt (32) from airstair door post assembly (29).
(5) Remove bushing (35) and airstair door post assembly (29) from door brackets (36).
Page 213
52-10-00 May 1/10
(6) Remove spring (33) and bushing (34) from door bracket (36).
B. Installation
NOTE: Preloading the airstair door handrails helps to avoid damaging the handrails when closing the
airstair door. Preloading is accomplished by twisting the handrails during installation.
Because the condition of airstair door handrails vary, there are no specific preloading
requirements regarding the total number of twists to be used. It is required that the handrail
preload not exceed 1.5 total twists and not interfere in any way during the opening or closing of
the airstair door.
(1) Position bushings (34) in spring (33) and position between door brackets (36) (Ref. Figure 209).
(2) Position post assembly (29) onto spring (33) arm and door bracket (36).
(3) Install bushing (35) through door brackets (36), bushing (34) and spring (33).
NOTE: Install bolt (32) with the head of the bolt facing outward.
(4) Install bolt (32) through bushing (35) and door brackets (36). Install washer (31) and nut (30).
clockwise for the upper forward handrail or counterclockwise for the upper aft handrail no more
than 1.5 total twist.
clockwise for the lower forward handrail or counterclockwise for the lower aft handrail no more
Page 214
May 1/10 52-10-00
7. AIRSTAIR DOOR HANDRAIL
A. Functional Check
The purpose of this functional check is to ensure that the airstair door handrails do not become
damaged and do not interfere with the operation of the door. The handrails should be installed so that
as the door closes the handrails twist away from the edges of the door to avoid being pinched and
damaged. Also, with the airstair door in the closed position, the handrails must not be situated in a way
that may interferer with the door being opened.
(1) Perform a functional check of the airstair door handrails by performing the following Steps:
NOTE: While performing this functional check, do not pull on the handrails from the inside of the
airplane to close the airstair door. The handrails should be allowed to move on their own
as the door is closed. Observe the handrail behavior from inside the airplane as the door
is slowly closed by someone outside the airplane.
(a) Inspect the airstair door decals for installation, condition and legibility on the interior and
exterior of the airstair door assembly (Ref. Chapter 11).
(b) With weight on the bottom airstair door step, adjust the turnbuckle on the lower forward
handrail (19) so the stairs are level and the load is shared equally by the forward and aft
handrails (Ref. Figure 209).
(c) With assistance, observe from inside the airplane the behavior of the airstair door handrails
as the door is closed. The handrails should not interfere in any way with the operation of the
airstair door during closing. If the handrails cause any interference, disconnect the handrail
at clevis (8 or 18) and return to UPPER FORWARD AND AFT HANDRAIL INSTALLATION
Step (2) and LOWER FORWARD AND AFT HANDRAIL INSTALLATION Step (4).
(d) With assistance, observe from inside the airplane the behavior of the airstair door handrails
as the door is opened. The handrails should not interfere in any way with the operation of the
airstair door during opening of the door. If the handrails cause any interference, disconnect
the handrail at clevis (8 or 18) and return to UPPER FORWARD AND AFT HANDRAIL
INSTALLATION Step (2) and LOWER FORWARD AND AFT HANDRAIL INSTALLATION
Step (4).
(e) When no interference is observed, repeat Steps (1) (c) and (1) (d) at least three times to
ensure proper operation of the airstair door handrails. If proper operation cannot be obtained,
it may be necessary to replace one or more of the handrails.
Page 215
52-10-00 May 1/10
1 2
A
1. ANCHOR
2. WASHER
37 3
5 6 3. NUT
4 4. SCREW
5. SPACER
35 7 6. CLEVIS
7. HANDRAIL
8.CLEVIS
36 9.WASHER
10. NUT
34
11. BUSHING
33 32 12. SCREW
13. LINK
31 29 14. NUT
30 8 10
15. WASHER
11 9 16. BUSHING
17. SCREW
18. CLEVIS
12 19. HANDRAIL
13 20. NUT
21. WASHER
14 22. BUSHING
15 23. WASHER
28 16
18 24. SCREW
17
25. CLEVIS
19 26. SPACERS
27. SPRING
28. ANCHOR
29. POST
25 30. NUT
31.WASHER
32. BOLT
33. SPRING
20 34. BUSHING
35. BUSHING
22 26 36. BRACKET
24 37. DOOR
26
27
26
23
DETAIL A UC52B
022737AB.AI
Figure 209
Airstair Door Aft Handrails
Page 216
May 1/10 52-10-00
8. AIRSTAIR DOOR DAMPER
A. Replacement
(1) Remove the bolts and washers attaching the door damper to the fuselage frame support brackets.
(2) Service the replacement damper, if required. Refer to the applicable Steps of the AIRSTAIR
DOOR DAMPER (HYDRAULIC SNUBBER) procedures.
(3) Attach the barrel end of the damper to the fuselage frame and the piston rod end to the airstair
door support bracket with bolts and washers. Shim as necessary with AN960-416 washers to align
the damper ends and eliminate side play.
NOTE: If the piston rod end requires adjustment, lock the threads with thread locking compound
(59, Table 1, Chapter 91-00-00).
9. AIRSTAIR DOOR SEAL

(1) Disconnect all electrical power.
(2) Open the airstair door.
(3) Disconnect the electrical connector adjacent to the hinge door.
(4) Remove the threshold plate.
(5) Remove the bolt and washers attaching the door damper to the fuselage frame.
(6) Support the door and remove the screw, washer, spacer, and bushing attaching the handrail cable
eye to the fuselage frame.
(7) Index mark the seal splice at the top of the door frame.
(8) Remove the old seal from the door seal retainer.
(9) Apply soapstone powder to the new seal and the retainer.
adhesive (43, 145, 167 or 193, Table 1, Chapter 91-00-00). Use adhesive in accordance
with manufacturer’s instructions.
(10) Starting with the seal splice at the marked location on the door, work the seal into the retainer. A
thin flat strip of phenolic or Plexiglas with a rounded end will facilitate installation.
(11) Clean off soapstone powder as necessary.
(12) Install the bushing, spacer, washer, and screw attaching the handrail cable eye to the fuselage
frame.
Page 217
52-10-00 May 1/10
(13) Install the bolt and washer attaching the door damper to the fuselage frame.
(14) Connect the electrical connector adjacent to the door hinge.
(15) Engage the cabin door circuit breaker, with power ON; observe that the FWD CABIN DOOR light
is illuminated.
B. Repair
NOTE: This repair procedure allows repair of the bottom portion of the airstair door seal.
(1) Open the airstair door.
(2) Remove the screws securing the threshold hinged plate and fold plate forward.
(3) Measure 12 inches up from the bottom of the door seal and place a mark on the seal on both sides
of the door opening.
(4) Cut the seal at the mark on both sides and carefully remove the damaged bottom portion of the
seal from the seal retainer.
(5) Using the removed seal as a guide for length, cut the new seal to fit.
NOTE: Use adhesive (43, 145, 167 or 193, Table 1, Chapter 91-00-00) in accordance with
(6) Apply a bead of adhesive (43, 145, 167 or 193, Table 1, Chapter 91-00-00) to the inside of the seal
retainer to bond the seal in the retainer.
(7) Starting with the seal splice on one side, work the new door seal into the retainer. A tongue
depressor or a thin flat strip of phenolic or plexiglas with a rounded end will help facilitate
installation.
(8) Clean off excess adhesive as necessary.
(9) Clean joint splice areas and splice tube material with cleaner (14, Table 1, Chapter 91-00-00) and
allow to dry thoroughly.
(10) Apply a very thin coat of adhesive (43, 145, 167 or 193, Table 1, Chapter 91-00-00) to one splice
tube and carefully insert one end of the splice tube into the old seal and the other end of the splice
tube into the end of the new seal. Repeat for the other joint.
NOTE: Do not close the airstair door. Allow adhesives to dry. Refer to adhesive specification.
(11) Fold the hinged threshold plate into position and secure with screws.
(12) Close the airstair door after adhesive has cured.
Page 218
May 1/10 52-10-00
DOORS
EMERGENCY EXIT
52-20-00

00
1. GENERAL
The Model 1900 Airliner is semimonocoque in construction and is pressurized between bulkheads 84.00 and
557.50. When making repairs or modifications that create a break in the pressure vessel, the mating surface
must be sealed with the proper sealer described in Table 2, Chapter 91. To ensure effective bonding of the
sealers, clean thoroughly all mating surfaces, mating parts and rubber seals.
Information pertaining to the cabin airstair doors, cargo door, baggage compartment door and emergency
exits is included in Chapter 52. Maintenance practices for the horizontal stabilizer and vertical stabilizer are
included in Chapter 55. Information pertaining to the windshield and the cabin windows is included in
Chapter 56. Information pertaining to the wing sections and the one piece spar is included in Chapter 57. If
repair to a structural member is necessary, refer to the MODEL 1900 SERIES AIRLINER SERIES
STRUCTURAL REPAIR MANUAL P/N 114-590021-9.
Figure 1
Emergency Exit Door
Page 1
52-20-00 Nov 1/09
DOORS
EMERGENCY EXIT
200200
1. PROCEDURES
2. EMERGENCY EXIT DOOR
A. Removal
To remove the emergency exit door, pull the release handle out and pull down on the door.
CAUTION: Never open the escape hatch when the cabin is pressurized.
B. Installation
(1) To install the door, place the lower edge of the door to the outboard side of the two adjustable lugs
on the lower exit frame.
(2) Connect the electrical plug and push the top of the door upward and inward.
(3) Push the handle in until the latches have closed completely.
NOTE: When installing a new emergency exit door, the adjustable side lugs will have to be
adjusted with the cabin pressurization on. This must be done to achieve proper matching
of the door with the airplane contour. Adjust the latching mechanism. Refer to LATCHING
MECHANISM ADJUSTMENT in this section.
C. Latching Mechanism Adjustment

Adjust the turnbuckle to a length required to securely engage the latches and obtain a proper seal
between the door seal and frame, then install a locking clip on the turnbuckle. The door is properly
adjusted when 15 ± 5 pounds of pull is required to release the hatch. The preferred pull unpressurized
release is 15 to 20 pounds.
Page 201
52-20-00 Nov 1/09
DOORS
EMERGENCY EXIT LATCH MECHANISM
52-20-01
200200
1. LATCH MECHANISM
A. Removal
(1) Perform the EMERGENCY EXIT DOOR REMOVAL procedure (Ref. Chapter 52-20-00).
(2) Perform the ESCAPE HATCH UPHOLSTERY REMOVAL procedure (Ref. Chapter 25-20-03).
(3) Remove the screws (30) and washers (29) attaching the EXIT-PULL marker (28) to the door
handle assembly (27) and remove the marker from the door handle (Ref. Figure 201).
(4) Remove cotter pin (23), washer (24), spacer (25), spring (41), spacer (40) washer (39) and clevis
pin (38) and disconnect clevis end (26) from support (37).
(5) Remove nut (51), washer (50), bolt (49), handle assembly (27) with bushing (77).
(6) Remove cotter pin (31), washer (32) and clevis pin (35).
(7) Remove nut (45), washer (46), bolt (48), handle lock (33) with bushing (34).
(8) Remove stop bolt (47).
(9) Remove cotter pin (20), washers (19 and 43) and clevis pin (44) from clevis end (21) and remove
turnbuckle (22).
(10) Remove forward stop assembly: (screw (55), spacer (54), washer (53) and nut (52)). Remove aft
stop assembly (opposite of forward, not shown).
(11) Remove nut (56), washer (57), bolt (17), hook assembly (16) with bushing (78).
(12) Remove aft stop assembly: (screw (13), washer (14) and bushing (15)). Remove forward stop
assembly (opposite of aft, not shown).
(13) Remove three screws (67) and washers (68) and remove the exterior handle assembly: (items 1
thru 7 and 72 thru 76). Disassemble as necessary to inspect or replace parts.
(14) Remove spring (66).
NOTE: Items (9 thru 12) are attached to door (8) by rivets and will stay with the door.
(15) Remove cotter pin (69), washer (70) and clevis pin (71) and remove the lock linkage assembly:
(items 36 and 58 thru 65). Disassemble as necessary to inspect or replace parts.
B. Installation
NOTE: Items (9 thru 12) are attached to door (8) by rivets and should be with the door
(Ref. Figure 201).
Assemble lock linkage assembly as necessary if disassembled for inspection or parts
replacement.
Page 201
52-20-01 May 1/11
(1) Position the lock linkage assembly: (items 36 and 58 thru 65) and install clevis pin (71), washer
(70) and cotter pin (69).
(2) Install spring (66).
NOTE: Assemble exterior handle assembly as necessary if disassembled for inspection or parts
replacement.
(3) Position the exterior handle assembly: (items 1 thru 7 and 72 thru 76) and install three screws (67)
and washers (68).
(4) Install aft stop assembly: (screw (13), washer (14) and bushing (15)). Install forward stop
assembly (opposite of aft, not shown).
(5) Position hook assembly (16) with bushing (78) and install bolt (17), washer (57) and nut (56).
(6) Install forward stop assembly: (screw (55), spacer (54), washer (53) and nut (52)). Install aft stop
assembly (opposite of forward, not shown).
NOTE: Ensure right-hand thread clevis end (21) is at the top position (Ref. Mandatory Service
Bulletin No. 2740).
Ensure both clevis ends (21 and 26) are installed and safetied with lock clip (42).
(7) Position turnbuckle (22) with clevis end (21), install clevis pin (44), washers (19 and 43) and cotter
pin (20).
(8) Position handle assembly (27) with bushing (77) and install bolt (49), washer (50) and nut (51).
(9) Position clevis end (26) with spring (41) and install clevis pin (38), washer (39), spacer (40),
spacer (25), washer (24), and cotter pin (23).
(10) Install stop bolt (47).
(11) Position handle lock (33) with bushing (34) and install bolt (48), washer (46) and nut (45).
(12) Install clevis pin (35), washer (32) and cotter pin (31).
(13) Install the screws (30) and washers (29) attaching the EXIT-PULL marker (28) to the door handle
assembly (27).
(14) Perform the EMERGENCY EXIT DOOR LATCHING MECHANISM ADJUSTMENT procedure
(Ref. 52-20-00).
(15) Cycle the emergency exit door open and closed at least three times with the exterior and interior
handles. Push and pull on the door to confirm security.
(16) Perform the ESCAPE HATCH UPHOLSTERY INSTALLATION procedure (Ref. Chapter
25-20-03).
(17) Perform the EMERGENCY EXIT DOOR INSTALLATION procedure (Ref. Chapter 52-20-00).
Page 202
May 1/11 52-20-01
Figure 201
Emergency Exit Door Latch Mechanism
Page 203
52-20-01 May 1/11
DOORS
52-30-00

00
1. GENERAL
A. Cargo Door
The cargo door is hinged at the top and incorporates a bottom latching mechanism. Gas springs
charged with nitrogen are attached to the door frame and to brackets on each side of the door for
automatically opening the door after the initial opening force is applied. Two small gas springs, attached
to brackets on the door and on the fuselage structure above the door, cushion the closing force of the
large gas springs on the sides of the door. The door is counterbalanced to remain in the open position;
however, a support rod is provided for additional support and to hold the door open during gusty
conditions. The gas springs also apply a closing force to assist in closing and latching the door. A rubber
seal is held in place by retainers around the periphery of the door to effectively seal the pressure vessel
when the cabin is pressurized.
The latching mechanism for the cargo door is operated by two interconnected handles, one on the
outside and one on the inside of the door. The handles are attached to cable drums. When the handles
are rotated, cables attached to the drums wind or unwind in response to the direction of handle
movement. The cables from the handles are routed around splined drums at each of the camlock
latches on the forward and aft sides of the door. The splines in the drums engage splines on the
camlock shafts of the latch so that the rotation of the drum, when actuated by the cable from the handle,
rotates the face of the latch to engage the latch post in the door frame. The latch cables are adjusted by
turnbuckles to a tension sufficient to ensure proper latching and unlatching of the latches in response to
handle movement. A splined cam on the end of the camlock shaft opposite the latch face actuates
switches mounted on brackets at the upper latches to indicate when the door is closed and latched. The
movement of the inside latch handle fore and aft is transferred by a tube running the width of the cargo
door to four latch pins that engage latch brackets on the door with lugs attached to the doorsill of the
fuselage.
To open the cargo door after it is unlatched, push on the bottom of the door. After the cargo door is
manually opened a few feet, gas springs take over and raise the door to the fully open position.
To close the cargo door, pull it down and inboard. The gas springs will resist the closing effort until the
door is only open a few feet. Then, as the springs move overcenter, they begin applying a closing force
to the door.
The door closes against an inflatable rubber seal around the opening in the cargo door frame. When the
cabin is pressurized, air seeps into the rubber seal through small holes drilled in the side of the seal.
The higher the cabin differential pressure, the more the seal inflates. This is a passive seal system and
has no mechanical connection to a bleed air source.
B. Nose Baggage Compartment Door

The nose baggage compartment door has two hinges located at the top which permits the door to be
opened upward. Three latch pins, one located on each side of the door and one at the bottom, are
connected by couplings to a bellcrank, located at the center of the door.
A microswitch, actuated by the forward latching pin, will extinguish the DOOR OPEN warning light when
the door is closed and locked.
Page 1
52-30-00 Nov 1/09
To open the nose baggage door, use the thumb to press in on the forward portion of the door latch
handle. As the forward portion is pressed in, the aft portion of the latch will protrude past the recess in
the door. While holding in on the forward portion of the handle, grasp the aft portion and rotate the
handle downward until the door is completely unlocked. Raise the door up to the open position. The
door is equipped with a gas spring to assist opening and to steady the door in gusty conditions. To close
the door, exert downward pressure to overcome the gas spring. While holding the door in the closed
position, rotate the handle upward; the handle will automatically return to the locked position.
Page 2
Nov 1/09 52-30-00
DOORS
200200
1. CARGO DOOR
A. Removal
(1) To open the cargo door, proceed as follows:
(a) Pull the safety latch release pin and move the handle to the open position.
(b) Attach one end of the door stabilizer assembly (door support rod) to the ball stud located on
the forward side of the door. Ensure the detent pin is installed.
CAUTION: Avoid side loading of the gas spring assemblies to prevent damage to the
internal mechanisms.
(c) Push out on the cargo doorsill and allow the door to swing open.
(d) Attach the free end of the door support rod to the ball stud on the forward fuselage door
frame.
(2) Disconnect the electrical connector at the upper fuselage doorframe.
(3) Remove the retaining clips and detach the four gas cylinder assemblies at the bracket mounted
ball studs on the upper fuselage doorframe (2 places), and on the lower forward and aft door
surface (2 places).
(4) Remove the screws and the hinge pin retainers on each end of the hinge.
(5) Support the forward and aft portions of the door. Remove the door support rod.
(6) Remove the hinge pin from the hinge halves and carefully remove the door.
B. Installation
(1) If necessary, lubricate the cargo door. Refer to Lubrication Table, Chapter 12-20-00.
(2) Carefully move the door into position, mate the hinge halves, and install the hinge pin
(Ref. Figure 201).
(3) Attach the door support rod to the door and fuselage ball studs. Ensure the detent pin is installed.
(4) Install the hinge pin retainers on each end of the hinge with screws.
(5) Attach the gas spring assemblies to the bracket mounted ball studs on the upper fuselage door
frame and on the lower forward and aft sides of the door. Secure with the retaining clips.
(6) Connect the door electrical connector at the upper fuselage doorframe.
(7) With electrical power on, engage the cabin door circuit breaker and observe that the CABIN
DOOR light is ON.
Page 201
52-30-00 May 1/10
(8) Station two maintenance personnel outside the airplane at each end of the door hinge to observe
for a binding condition between the hinge pin retainers and the edge of the door skin as the door is
closed.
(9) To close the cargo door, proceed as follows:
(a) Detach the lower end of the door support rod. Ensure the detent pin is installed.
(b) Firmly grasp the free end of the door support rod while exerting a downward force to
overcome the pressure of the gas spring assemblies. Remove the door support rod after the
gas spring assemblies pass the overcenter position.
(c) If necessary, apply an inward force against the lower portion of the door to compress the
door seal, permitting the latching mechanism to engage.
(d) With electrical power ON, observe that the cabin door light is out.
Page 202
May 1/10 52-30-00
Figure 201
Cargo Door Installation
Page 203
52-30-00 May 1/10
C. Prerigging
The following rigging instructions may be accomplished with the door on a work bench or installed on
the airplane in the open position:
(1) Place the cargo door latching handle in the closed and locked position.
(2) Adjust the latching mechanism pushrod so that the untapered shoulder of each latch pin extends a
minimum of 0.15 inch beyond its respective bracket (Ref. Figure 202). Shim the pin with
AN960-616 or AN960-616L washers as necessary to obtain this dimension.
(3) Place the cargo door latching handle in the unlocked position and adjust the latch pins until each
pin clears the bracket by 0.18 inch (Ref. Figure 202).
(4) Adjust the cargo door latch handle stop bolt to maintain the 0.18 inch clearance with a handle
rotation of 85 1/2° from open to lock. If the 85 1/2° rotation cannot achieved, readjust the cargo
door latch handle stop bolt until 85 1/2° of latch handle travel is assured (Ref. Figure 203).
(5) Install the door latch cable drum on the door with the cable slot in the drum (where the cable
originates) on the inboard side of the latch housing. This is a starting point only and is not
absolute, as this position may change with further rigging.
(6) Rig the cables as indicated in the Cable Tension Graph (Ref. Figure 208).
(7) Safety the turnbuckle (Ref. Figure 204).
NOTE: If the preceding Steps were done on a work bench, the cargo door must now be installed
on the airplane prior to proceeding.
(8) With the latch handle in the fully open position, insert the splines of each camlock shaft in the
splines of its respective cable drum so that the cutout in the latch face is centered with respect to
the arc made by the latch when the door is closing (Ref. Figure 205).
(9) Engage the splines of each latch cam with the splines on the small end of the camlock shaft so
that the cam just contacts its stop pin (Ref. Figure 206). On the top latch on each side of the door
where the electrical switches are located, back the cam off one spline from the point where it
contacts the stop pin, then install the washer and nut securing it in place.
CAUTION: Anytime the camlock shafts are repositioned with respect to the cable drums, the latch
cams must be reindexed to the camlock shaft to ensure full travel of the latch handle.
2. CARGO DOOR LATCHING MECHANISM
A. Adjustment
NOTE: Ensure that all other cargo door rigging requirements are complied with before performing this
procedure.
The gas springs must be disconnected and the door seal removed before these instructions
are performed.
(1) Disconnect the door latch mechanism pushrod from the latch pin guide tube, and tie the rod back
out of the way.
(2) Manually engage the latch pin to hold the door in the closed position.
Page 204
May 1/10 52-30-00
(3) With the door closed and held in place by the bottom latch pin, adjust each camlock latch post on
the side of the doorframe so that the post maintains a clearance of 0.062-inch with the face of the
camlock latch. When the camlock latch is in the latched position shim the post as necessary with
P/N 101-514033-1 laminated washers to obtain this clearance (Ref. Figure 207).
(4) With the door closed and held in place by the bottom latch pins, adjust each latch post on the side
of the door frame until the post's point of contact with the latch face of the camlock shaft aligns with
the closing arc made by the latch when the door is fully closed (Ref. Figure 209). To make this
adjustment, rotate the eccentric bushing, in conjunction with the eccentric latch post, until the post
is properly aligned with the latch, then tighten and torque the nut 290 to 410 inch-pounds. Safety
the nut securing the post in place. A special latch post wrench (P/N 101-590052-1) is required to
adjust the eccentric bushing.
NOTE: Coating the latch post with “Blue Dykem”, or equivalent, will facilitate pinpointing its area
of contact with the face of the latch (Ref. Figure 209).
(5) Paint the grooves on the camlock assemblies with Calypso Orange paint or equivalent.
(6) With the door latch handle in the closed and latched position, align the orange grooves on the
camlock latch assemblies with the slots on the indicator assemblies mounted on the door frame
(Ref. Figure 210).
(7) Reconnect the door latching mechanism pushrod.
(8) With the door in the closed and latched position, align the pointer on the latching pin guide rod with
the target assembly mounted below the lower pulley (Ref. Figure 211).
(9) Adjust the eccentric bushing of the roller guide assembly in the doorframe on each side of the
cargo door adjacent to the upper latches until the roller just contacts the guide bracket on the door
when the door is fully latched (Ref. Figure 212). After the roller is properly positioned on the door
frame with respect to the guide bracket on the door, tighten the nut securing the roller in place.
(10) Close the door and check that the camlock latches on the sides of the cargo door and the bottom
latches operate properly when actuated by the latching handles.
(11) Adjust the doorsill, lower latch, lower latch handle, rotary handle, and forward and aft latch
switches as necessary to ensure that the cabin door warning system functions properly. Adjust the
switches in accordance with the procedures described under CARGO AND AIRSTAIR DOOR
WARNING SWITCHES in 52-70-00.
(12) Work the door seal into the retainer channel around the perimeter of the door with a tongue
depressor or its equivalent.
(13) Engage the ends of the gas spring assemblies with the ball studs securing them to the brackets on
the sides and over the cargo door, then lock each in place with a retaining clip.
(14) Check the latch mechanism for proper operation in the open and closed positions.
CAUTION: Adjustment of the two cargo door alignment guides are not to be made until all other
cargo door mechanism rigging requirements are completed.
(15) Center the cargo door lower latch mechanism with the lower doorsill lugs. Adjust the striker plates
on the forward and aft fuselage door frame, using shims (P/N 101-514190-11) as required to
maintain a 0.06 to 0.03 inch clearance between the roller and striker plate.
Page 205
52-30-00 May 1/10
(16) Install all upholstery that was removed during the adjustment procedure.
(17) Install the gas springs.
3. GAS SPRING ASSEMBLY
A. Replacement
Under no circumstances shall any attempt be made to service the gas spring assemblies. The following
criterion may be used to determine replacement of the gas spring assemblies.
(1) Open the cargo door and install the door support rod.
NOTE: It should be noted that sluggish operation of the gas springs is normal during exceptionally
cold weather and does not indicate a need for replacement of the part.
(2) During door closing, after the gas spring assemblies pass overcenter position, the downward force
is insufficient to close the door.
(3) Gas spring rods are nicked or bent.
4. CARGO DOOR SEAL
A. Replacement
NOTE: This procedure is typical for both the forward and aft airstair door post removal.
(1) The door opens sluggishly or fails to fully open.
CAUTION: The door support rod will have to be detached temporarily during seal replacement.
During this time the cargo door must be supported.
(2) Disengage the cabin door circuit breaker.
(3) Disconnect the electrical connector at the upper fuselage door frame.
(4) Detach the gas spring assemblies at the door.
(5) Index mark the seal splice at the top of the door frame.
(6) Remove the old seal from the door seal retainer.
(7) Apply soapstone powder to the new seal and the seal retainer.
(8) Starting with the seal splice at the marked location on the door frame, work the seal into the
retainer. A thin flat strip of phenolic or Plexiglas with a rounded end will facilitate installation.
(9) Clean off the soapstone powder as necessary.
Page 206
May 1/10 52-30-00
(10) Attach the gas spring assemblies to the door.
(11) Connect the electrical connector at the top of the door frame.
(12) Engage the cabin lights circuit breaker, with power ON; observe that the CABIN LIGHT is on.
5. NOSE BAGGAGE COMPARTMENT DOOR
A. Removal
(1) Raise the door to the fully open position (Ref. Figure 213).
(2) Disconnect the gas spring assembly.
(3) While holding the door, remove the hinge pin and lift the door free.
B. Installation
(1) Align the two hinge halves and install the hinge pin in the hinge halves.
(2) Reconnect the gas spring assembly.
(3) Lubricate all working parts of the latching system (Ref. Chapter 12-20-00).
(4) Close and latch door.
C. Seal Replacement
(1) Remove the old seal and wash all traces of old adhesive from the door frame with solvent
(14, Table 1, Chapter 91-00-00).
(2) Wash the new seal with solvent (14, Table 1, Chapter 91-00-00) to remove the soapstone powder
preservative.
(3) Apply adhesive (16, Table 1, Chapter 91-00-00) to the edge of the door frame on the fuselage.
Work the seal around the door frame edge in each direction from the center of the seal.
(4) Cut the outer seal as required to allow the seal to compress around the corners. Hand form the
seal to the corners to achieve a smooth fit.
Page 207
52-30-00 May 1/10
Figure 202
Latch Pin Adjustment
Figure 203
Latch Handle Adjustment
Page 208
May 1/10 52-30-00
Figure 204
Safetying Cable Turnbuckles
Figure 205
Camlock Latch Adjustment
Page 209
52-30-00 May 1/10
Figure 206
Cable Drum and Camlock Assembly
Figure 207
Latchpost Clearance Adjustment
Page 210
May 1/10 52-30-00
Figure 208
Airstair Door Pressure Lock
Page 211
52-30-00 May 1/10
Figure 209
Camlock Latch and Latchpost Adjustment
Figure 210
Camlock Alignment
Page 212
May 1/10 52-30-00
Figure 211
Door Latch Target Indicator Alignment
Figure 212
Roller Guide Adjustment
Page 213
52-30-00 May 1/10
Figure 213
Nose Baggage Compartment Door
Page 214
May 1/10 52-30-00
Figure 213
Nose Baggage Compartment Door
Page 215
52-30-00 Nov 1/09
DOORS
52-70-00

00
1. GENERAL
The warning system for the cargo and cabin entrance (airstair) doors utilize nine switches, five on the cargo
door and four on the airstair door, to indicate that all door handles and latches are safety positioned when the
doors are closed and latched. Two separate switch circuits are used to illuminate the FWD CABIN DOOR and
AFT CABIN DOOR lights in the warning annunciator panel to indicate that the cargo and airstair doors are not
properly secured.
The circuit for the cargo door is wired in parallel through the doorsill, forward and aft camlock latch, latch
handle and the latch pin switches to send a signal to the annunciator fault detection card assembly, which in
turn activates the AFT CABIN DOOR light in the warning annunciator panel to indicate that any one of the
switches is not actuated. The doorsill, forward and aft camlock latch and the latch handle switches on the
airstair door are wired in the same manner as the switches on the cargo door to illuminate the FWD CABIN
DOOR light on the warning annunciator panel.
The camlock switches utilized in both circuits are actuated by a cam attached to the shaft of the camlock latch
that is rotated by the cable and handle drums; consequently, these switches sense the rotary motion of the
handle and subsequent movement of the cables when the door is being locked or unlocked. If the cable
breaks or the switch actuator or cam fails, the switch will return to the normally closed position to indicate an
unlocked condition.
Page 1
52-70-00 Nov 1/09
DOORS
200200
1. PROCEDURES
2. CARGO AND AIRSTAIR DOOR WARNING SWITCHES

Adjustment of the airstair door switch, the forward and aft latch switches and the latch handle switch may be
accomplished by fabrication and using the test box in lieu of using the electrical system on the airplane
(Ref. Figure 203). The test box is connected to the airstair door switch circuit through the electrical connector
located just forward of the lower forward corner of the door. The test procedures in the following switch
adjustment Steps will remain basically the same, but indication of switch actuation will be observed on the
test box instead of through the airplane annunciator system (Ref. Figure 201 and 202).
3. AIRSTAIR DOOR DOORSILL SWITCH
A. Adjustment
The airstair doorsill switch is mounted on the left side of the airstair door frame where it can be actuated
by the fuselage frame when the door is closed.
(1) Close and latch the airstair door.
(2) Turn ON the battery master switch, and the circuit breaker for the reading lights.
(3) Remove the upholstery over the doorsill switch, to gain access to the switch mounting bracket.
(4) Adjust the switch in its mounting bracket until the FWD CABIN DOOR light just goes out. Tighten
the locknuts securing the switch in place.
(5) Unlatch the door and ensure that the FWD CABIN DOOR light on the warning annunciator panel
illuminates with any outward movement of the door.
4. AIRSTAIR DOOR FORWARD AND AFT LATCH SWITCHES
A. Adjustment
A switch is mounted on a bracket adjacent to the lower camlock latch on each side of the airstair door.
As each latch rotates, its respective switch is actuated by a cam attached to the end of the camlock
shaft opposite the latch face.
NOTE: The airstair door must be closed and latched so that the doorsill switch is actuated during the
following adjustments.
(1) Turn ON the battery master switch and engage the circuit breaker for the annunciator indicator.
(2) Remove the upholstery from the airstair door as necessary to gain access to the pressure lock
plunger and to the switches mounted adjacent to the lower forward and aft camlock latches.
Page 201
52-70-00 Nov 1/09
(3) While rotating the handle of the airstair door toward the locked position, move each latch switch in
its slotted mounting bracket until the FWD CABIN DOOR light is extinguished when the pressure
lock plunger rides in the keyway at a point 0.01- to 0.40-inch from where the plunger drops in the
keyhole (Ref. Figure 201, Detail C). Tighten the mounting screws securing each switch in place at
its mounting bracket.
(4) Install all upholstery removed to facilitate switch adjustment.
(5) Turn OFF the battery master switch and disengage the annunciator indicator circuit breaker.
5. AIRSTAIR DOOR LATCH HANDLE SWITCH
A. Adjustment
The latch handle switch is mounted on a bracket located adjacent to the pressure lock of the airstair
door. The airstair door should be closed and latched so that the doorsill switch is actuated during the
following adjustment:
(1) Remove upholstery from the airstair door as necessary to gain access to the switch adjacent to the
pressure lock.
(2) Turn ON the battery master switch and engage reading lights circuit breaker.
(3) While rotating the airstair door handle toward the locked position, move the switch in its slotted
mounting holes until the FWD CABIN DOOR light on the warning annunciator panel extinguishes
when the pressure lock plunger rides in the keyway at a point 0.04-inch or less from where the
plunger drops into the keyhole (Ref. Figure 201, Detail D). Tighten the mounting screws securing
the switch in place on its mounting bracket.
(4) Install all upholstery removed to facilitate adjustment.
(5) Turn OFF the battery master switch and disengage the cabin door and reading light circuit
breakers.
Page 202
Nov 1/09 52-70-00
Figure 201
Airstair Door Switch Adjustment
Page 203
52-70-00 Nov 1/09
6. CARGO DOOR DOORSILL SWITCH
A. Adjustment
The cargo door doorsill switch is mounted on the left side of the door structure where it can be actuated
by the doorsill when the cargo door is closed.
(1) Remove the lower upholstery panel from the cargo door to gain access to the switch.
(2) Turn ON the battery master switch and engage the circuit breaker for the reading lights.
(3) Loosen the locknuts and adjust the switch in its mount until the CABIN DOOR WARNING light on
the annunciator panel goes out when the cargo door is closed and latched, then tighten the locknut
securing the switch in place.
(4) Install the lower upholstery panel on the cargo door.
(5) Turn OFF the battery master switch and the circuit breaker for the reading light.
7. CARGO DOOR LATCH HANDLE SWITCH
A. Adjustment
The latch handle switch is mounted on the handle support immediately aft of the handle.
(1) Turn ON the battery master switch and the circuit breaker for the reading lights.
(2) Remove upholstery as necessary to gain access to the latch handle switch.
(3) Move the switch in its slotted mounting bracket until the CABIN DOOR warning light on the
warning annunciator panel goes out as the lower handle approaches the point where the latch
handle detent begins to engage the safety latch.
(4) Install all upholstery removed to facilitate switch adjustment.
(5) Turn OFF the battery master switch and the circuit breaker for the reading lights.
8. CARGO DOOR LATCH PIN SWITCH
A. Adjustment
The latch pin switch is mounted on the door structure immediately forward of the aft latch in the lower
latch mechanism. The movement of the latch pin forward through the latch pin brackets and the lug in
the doorsill actuates this threaded bushing type switch when the mechanism is fully latched.
(1) Turn ON the battery master switch and the circuit breaker for the reading lights.
(2) Remove the upholstery in the lower aft corner of the cargo door to gain access to the switch.
(3) Place the door latch handle in the closed position.
(4) Loosen the switch mounting screws and adjust the switch until the CABIN DOOR light on the
warning annunciator panel goes out as the switch plunger is depressed against the latch pin.
(5) Tighten the screws securing the switch to its mounting bracket.
Page 204
Nov 1/09 52-70-00
(6) Install the upholstery panels removed to facilitate switch adjustment.
(7) Turn OFF the battery master switch and the circuit breaker for the reading lights.
Page 205
52-70-00 Nov 1/09
Figure 202
Cargo Door Switch Adjustment
Page 206
Nov 1/09 52-70-00
9. CABIN/CARGO “FWD CABIN DOOR/AFT CABIN DOOR” ANNUNCIATOR CIRCUITRY

CHECK
A. Cabin Door
The following inspection and test should be performed after any of the door latches or switches are
replaced or adjusted:
(1) Ensure that the forward and aft (if installed) cabin door is closed and locked by the following:
(a) Check the position of the safety arm and pressure lock plunger.
(2) Check that the orange index marks on each of the six rotary camlocks align within the indicator
windows.
B. Cargo Door (If Installed)

The following inspection and test should be performed after any of the door latches or switches are
replaced or adjusted:
(1) Ensure that the cargo door (if installed) is closed and locked by the following:
(a) Observe through the access cover window that the upper handle is in the locked position.
(b) Check that the orange index marks on each of the four rotary camlocks align within the
indicator windows.
(c) Observe through the handle access cover window that the latch handle is in the locked
position.
(d) Observe through the window in the aft lower corner of the door that the orange colored
indicator aligns with the orange stripe on the carrier rod.
NOTE: The untapered shoulder of the latching pins must extend past each attachment lug.
C. Annunciator Circuitry
(1) Turn the battery switch ON. With the cabin and cargo doors open and mechanisms in the locked
position, ensure FWD CABIN DOOR and AFT CABIN DOOR annunciators are illuminated.
(2) Check that, with doors closed but not locked, the FWD CABIN DOOR and AFT CABIN DOOR
annunciators are illuminated.
(3) Close and lock the doors. Check that the FWD CABIN DOOR and AFT CABIN DOOR
annunciators extinguish.
Page 207
52-70-00 Nov 1/09
Page 208
Nov 1/09 52-70-00
Figure 203
Airstair Door Switch Adjustment Test Box
Page 209
52-70-00 Nov 1/09
CHAPTER 53 - FUSELAGE
TABLE OF CONTENTS
SUBJECT PAGE
FUSELAGE AND FLOOR ACCESS OPENINGS
53-00-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
MAIN FRAME
53-10-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
ATTACH FITTINGS
53-40-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Flight Compartment Seat Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Passenger Compartment Seat Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Flight Compartment Seat Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Wear Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Passenger Compartment Seat Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Wear Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Corrosion on the Seat Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 1

CH-SE-SU PAGE DATE
53-LOEP 1 Nov 1/09
53-00-00 1 Nov 1/09
53-10-00 201 Nov 1/09
53-40-00 1 Nov 1/09
201 thru 204 Nov 1/09
Page 1
53-LOEP Nov 1/09
FUSELAGE
FUSELAGE AND FLOOR ACCESS OPENINGS
53-00-00

00
1. GENERAL
Being of semimonocoque construction, the Model 1900 Airliner fuselage is pressurized to the skin between
pressure bulk-heads at stations 84.00 and 557.50. All skin, bulkhead and structure points, plumbing and
wiring connections passing through a pressure wall, access doors, windows, control cables, and torque
shafts are sealed to minimize air leakage. The Model 1900 Airliner is equipped with forward and aft, left side
swing down cabin entrance doors. The Model 1900C Airliner is provided with a forward left side swing down
cabin entrance door and a left rear swing up cargo door. The swing down cabin entrance door provides a
convenient stairway for boarding the airplane. The swing up cargo door provides a means of loading and
unloading baggage as well as cargo. Three emergency exits are installed for quick egress should the need
arise. Two of these exits are located on the right side of the airplane at the third and fifth cabin windows and
the other exit on the left side at the fifth cabin window. Other fuselage openings include a swing up nose
baggage door on the left side of the airplane, an avionics compartment door opposite the nose baggage
compartment door, an Emergency Locator Transmitter (ELT) access door on the right side of the airplane
below the stabilon, and access doors attached to each main landing gear and the nose landing gear
For fuselage skin thickness (Ref. MODEL 1900 AIRLINER SERIES STRUCTURAL REPAIR MANUAL,
P/N 114-590021-9).
The subfloor area of the fuselage contains various electrical and mechanical systems components. Access to
these components is gained by removing the floorboard panels (Ref. Chapter 6-50-00).
Page 1
53-00-00 Nov 1/09
FUSELAGE
MAIN FRAME
53-10-00
200200
1. PROCEDURES
A. Inspection
For all inspection requirements, refer to the MODEL 1900/1900C AIRLINER STRUCTURAL
INSPECTION MANUAL P/N 98-30937F or subsequent revision.
Page 201
53-10-00 Nov 1/09
FUSELAGE
ATTACH FITTINGS
53-40-00

00
1. GENERAL
A. Flight Compartment Seat Tracks

The flight compartment seats (pilot and copilot) are moveable forward and aft on tracks attached to the
floor. Lock pins are controlled by the seat occupant to adjust and secure the seat in a selected position
on the tracks. The pilot and copilot seats are equipped with support channels that are designed to move
on the tracks while preventing seat and track separation.
Four crew compartment seat tracks extend from FS 118.00 to FS 142.00 along left and right BL 11.00
and BL 21.00. Each seat track is secured to a track support with screws into nut plates on the track
support structure.
B. Passenger Compartment Seat Tracks

The passenger seats are mounted on one floor mounted seat track and one sidewall mounted seat
track in a fixed position. Movement of the seat on the tracks is necessary only during installation and
removal of the seat (Ref. Chapter 25-20-00).
Page 1
53-40-00 Nov 1/09
FUSELAGE
ATTACH FITTINGS
200200
1. PROCEDURES
2. FLIGHT COMPARTMENT SEAT TRACK
A. Wear Limits
Excessive wear of the seat attach components and seat tracks will cause the crew seat to become
unstable. Wear limits of the components have been established to determine when component
replacement is necessary. These components include the seat channel on the seat base, seat lock pins
and the seat tracks. The maximum wear limits are illustrated in Figure 201. Replacement of worn parts
must be accomplished if the limits are exceeded.
(1) The seat base must be replaced if measurements of the seat channel are less than the minimum
dimensions in Detail A.
(2) Replace the lock pins if the diameter is less than 0.220 inch or pin engagement into the seat track
is less than 0.11 inch as shown in Detail D.
(3) The seat tracks must be replaced if measurements of the tracks are less than the minimum
dimensions shown in Figure 201. A slight gouge in the top surface (Detail B), caused by the lock
pin, is not detrimental to the operation of the seat. The lock pin hole may be elongated in a forward
and aft direction to a maximum of 0.315 inch long, measured at the 0.06 inch depth, before track
replacement is necessary. The diameter of the holes must not exceed 0.270 inch below 0.06 inch
depth.
3. PASSENGER COMPARTMENT SEAT TRACK
A. Wear Limits
As the seat tracks wear their strength is reduced. Refer to Figure 202 and Figure 203 for acceptable
wear limitations which have been established for the passenger compartment seat tracks.
If gouging or chafing is present and the depth does not exceed the values shown in Figure 202 and
Figure 203, proceed with the following repair procedure.
• Remove any sharp edges using aluminum oxide sandpaper. Do not sand any deeper
than the initial gouge or chafe.
• Apply Alodine 1200 or 600 on any exposed surface.
If the minimum and maximum limitations shown in Figure 202 and Figure 203 cannot be met,
contact Hawker Beechcraft Technical Support.
4. CORROSION ON THE SEAT TRACK

If corrosion is found on the seat tracks, refer to Chapter 20-09-00 for information on corrosion removal.
Inspect each seat track. Refer to Figure 202 and Figure 203 for acceptable corrosion limitations, which
have been established for the passenger compartment seat tracks.
If the minimum and maximum limitations shown in Figure 202 and Figure 203 can not be met, contact
Hawker Beechcraft Technical Support.
Page 201
53-40-00 Nov 1/09
Figure 201
Flight Compartment Seat Track Wear Limits
Page 202
Nov 1/09 53-40-00
SEAT TRACK LUG REF Y

0.45 OVER LUG REF
Y
0.03 WIDE BY 0.06 DEEP MAX
IN CUTOUT AREA NOT OVER LUG
MAX 0.050 WEAR COMBINED ALLOWED 0.050 MAX WEAR ALLOWED

ON UPPER AND LOWER SURFACE
e.g. AS SHOWN BELOW:
0.02 + 0.03 = 0.050 MAX
0.065 MIN
(0.020 IN
FROM EDGE)
0.03 REF
0.297 MIN
0.02 REF
0.02 REF
0.03 MAX (IN FROM EDGE)
Y-Y
UC53B
050248AB.AI
VIEW
Figure 202
Passenger Compartment Floor Mounted Seat Track Wear Limits
Page 203
53-40-00 Nov 1/09
MAX 0.050 WEAR COMBINED ALLOWED

ON UPPER AND LOWER SURFACE. E. G.
AS SHOWN BELOW 0.02 + 0.03 = 0.050
MAX
0.065 MIN
(0.020 IN
FROM EDGE) 0.03 REF
0.03
0.020 MAX MAX 0.020 MAX
(IN FROM EDGE) (IN FROM EDGE)
0.02 REF
UC53B
050249AA.AI
Figure 203
Passenger Compartment Sidewall Mounted Seat Track Wear Limits
Page 204
Nov 1/09 53-40-00
CHAPTER 54 - NACELLES
TABLE OF CONTENTS
SUBJECT PAGE
GENERAL
54-00-00
Operation and Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Recommended Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
NACELLE INNER FENDER
54-10-01
Nacelle Inner Fender (Without Kit No. 114-9801) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Nacelle Inner Fender (With Kit No. 114-9801) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
NACELLE PLATES/SKINS
54-30-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Upper-Aft Nacelle Fairing (UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 1
54-CONTENTS Aug 1/10

CH-SE-SU PAGE DATE
54-LOEP 1 Aug 1/10
54-CONTENTS 1 Aug 1/10
54-00-00 1 Aug 1/10
54-10-01 201 thru 205 Aug 1/10
54-30-00 201 and 202 Nov 1/09
C3 Page 1
54-LOEP Aug 1/10
NACELLE/PYLONS
GENERAL
54-00-00
OPERATION AND DESCRIPTION

00
1. GENERAL
Structural units and associated components and members which furnish a means of mounting and housing
the power plant or rotor assembly. Includes skins, longerons, belt frames, stringers, clamshells, scuppers,
doors, nacelle fillets, attach/attached fittings etc. Also includes the structure of power plant cowling inclusive
of the structural portion of the inlet whether or not integral with the airplane. Structural portions of the exhaust
system are excluded where they are not integral with the airframe.
A. Recommended Materials
The recommended materials listed in Table 1 as meeting federal, military or supplier specifications are
provided for reference only and are not specifically required by Hawker Beechcraft Corporation. Any
product conforming to the specification listed may be used. The products included in these Tables have
been tested and approved for aviation usage by Hawker Beechcraft Corporation, by the supplier, or by
compliance with the applicable specification. Generic or locally manufactured products which conform
to the requirements of the specification may be used even though not included in the Tables. Only the
basic number of each specification is listed. No attempt has been made to update the listing to the latest
revision. It is the responsibility of the technician or mechanic to determine the current revision of the
applicable specification prior to usage of the product listed. This can be done by contacting the supplier
of the product to be used.
Table 1
Recommended Materials
1. Sealant AC-236 Advanced Chemistry &

Technology
Garden Grove, CA 92841
AC-240 Advanced Chemistry &

Technology
Garden Grove, CA 92841
PR-1440 PRC/Products Research Co.
Burbank, CA 91504
WS-8020h Royal Adhesives

South Bend, IN 46628
CS3204 Chem Seal Division of

Flamemaster Corp.
Sun Valley, CA 91353
Page 1
54-00-00 Aug 1/10
NACELLE/PYLONS
NACELLE INNER FENDER
54-10-01
200200
1. NACELLE INNER FENDER (WITHOUT KIT NO. 114-9801)
A. Removal
NOTE: Record the dimension of the up-position indicator switch (3) protruding below the mount
bracket (5) for use during installation (Ref. Figure 201).
(2) Remove the safety wire (7), remove jam nut (4) and remove up-position indicator switch (3).
(3) Remove seven bolts (6) and remove mount bracket (5).
(4) Remove all attach screws (2) from the inner fender.
(5) If brake deice system is installed, remove screw (11), washer (10), clamps (9 and 13) and standoff
(14). If no brake deice system installed, remove the patch plates (1).
(6) Remove the grommet (8) and feed the up-position indicator switch (3) and harness through the
opening.
(7) Remove the inner fender from the airplane.
B. Installation
(2) Feed the up-position indicator switch (3) and harness through the opening and install the grommet
(3) Measure the distance between the fuel lines and the main landing gear up-position switch wire
harness. If the distance measured is less than 1/2 inch, complete Steps (a) and (b).
(a) Using tie straps (114, Table 1, Chapter 91-00-00), remove excess slack from the main
landing gear up-position indicator switch wire harnesses by securing the harnesses to
existing wire harnesses which route through the top of the main landing gear wheel well side
panels.
(b) Ensure a minimum of 1/2 inch clearance between the main landing gear up-position switch
wire harnesses and all tubing located in the main landing gear wheel wells.
(4) Position the inner fender and install all attach screws (2).
(5) If brake deice system is installed, install standoff (14), clamps (9 and 13), washer (10) and screw
(11). If no brake deice system installed, install patch plates (1).
(6) Install the mount bracket (5) using seven bolts (6).
NOTE: Use the dimensions noted during removal when installing the up-position indicator switch
(3).
Page 201
54-10-01 Aug 1/10
(7) Install up-position indicator switch (3) in the mount bracket (5). Adjust the up-position indicator
switch (3) to the dimensions noted during removal, install the jam nut (4) and safety wire (7).
(8) Perform the MAIN OR NOSE LANDING GEAR UP-POSITION INDICATOR SWITCH
ADJUSTMENT procedure (Ref. Chapter 32-60-00).
2. NACELLE INNER FENDER (WITH KIT NO. 114-9801)
A. Removal
(2) Remove the sealant along the split line of the upper and lower half.
(3) Remove the upper half as follows:
(a) Remove all attach screws (2) (Ref. Figure 202).
(b) If brake deice system is installed, remove screw (11), washer (10), clamps (9 and 13) and
standoff (14). If no brake deice system installed, remove the patch plates (1).
(c) Remove the upper half of the inner fender from the airplane.
(4) Remove the lower half as follows:
NOTE: Record the dimension of the up-position indicator switch (3) protruding below the
mount bracket (5) for use during installation (Ref. Figure 202).
(a) Remove the safety wire (7), remove jam nut (4) and remove up-position indicator switch (3).
(b) Remove seven bolts (6) and remove mount bracket (5).
(c) Remove all attach screws (15).
(d) Remove the grommet (8) and feed the up-position indicator switch (3) and harness through
the opening.
(e) Remove the lower half of the inner fender from the airplane.
B. Installation
(2) Install the lower half as follows:
(a) Feed the up-position indicator switch (3) and harness through the opening and install the
grommet (8) (Ref. Figure 202).
(b) Measure the distance between the fuel lines and the main landing gear up-position switch
wire harness. If the distance measured is less than 1/2 inch, complete Steps 1 and 2.
1 Using tie straps (114, Table 1, Chapter 91-00-00), remove excess slack from the main
landing gear up-position indicator switch wire harnesses by securing the harnesses to
existing wire harnesses which route through the top of the main landing gear wheel well
side panels.
Page 202
Aug 1/10 54-10-01
2 Ensure a minimum of 1/2 inch clearance between the main landing gear up-position
indicator switch wire harnesses and all tubing located in the main landing gear wheel
wells.
(c) Position the lower half and install all attach screws (15).
(d) Install the mount bracket (5) using seven bolts (6).
NOTE: Use the dimensions noted during removal when installing the up-position indicator
switch (3).
(e) Install up-position indicator switch (3) in the mount bracket (5). Adjust the up-position
indicator switch (3) to the dimensions noted during removal, install the jam nut (4) and safety
wire (7).
(3) Install the upper half as follows:
(a) Position the upper half and install all attach screws (2) (Ref. Figure 202).
(b) If brake deice system is installed, install standoff (14), clamps (9 and 13), washer (10) and
screw (11). If no brake deice system installed, install patch plates (1).
(4) Install sealant (1, Table 1, 54-00-00) along the split line of the upper and lower half.
(5) Perform the MAIN OR NOSE LANDING GEAR UP-POSITION INDICATOR SWITCH
ADJUSTMENT procedure (Ref. Chapter 32-60-00).
Page 203
54-10-01 Aug 1/10
1. PATCH PLATE
2. SCREW
3. UP-POSITION INDICATOR SWITCH
4. JAM NUT
5. MOUNT BRACKET
6. BOLT
7. SAFETY WIRE
8. GROMMET
9. CLAMP
10. WASHER 14
11. SCREW 13
9
12. BLEED AIR SHUTOFF VALVE
13. CLAMP 10
14. STANDOFF
11
A
1 2
12
3
8
7
5
DETAILA UC54B
100458AA.AI
VIEW LOOKING AFT
Figure 201
Inner Fender
(Without Kit No. 114-9801)
Page 204
Aug 1/10 54-10-01
1. PATCH PLATE
2. SCREW
3. UP-POSITION INDICATOR SWITCH
4. JAM NUT
5. MOUNT BRACKET
6. BOLT
7. SAFETY WIRE
8. GROMMET
9. CLAMP
10. WASHER 14
11. SCREW 13
9
12. BLEED AIR SHUTOFF VALVE
13. CLAMP 10
14. STANDOFF
15. SCREW
11
A
1 2
12
3
8
7
5
6
15
A
DETAIL UC54B
100459AA.AI
VIEW LOOKING AFT
Figure 202
Inner Fender
(With Kit No. 114-9801)
Page 205
54-10-01 Aug 1/10
NACELLES
NACELLE PLATES/SKINS
54-30-00
200200
1. PROCEDURES
2. UPPER-AFT NACELLE FAIRING (UC-1 AND AFTER)
A. Removal
NOTE: Note the position of the AN525-10R8 and AN525-10R9 screws removed from the nacelle
fairing panel for installation purposes.
(1) Remove the screws (1, 2 and 3) attaching the upper-aft nacelle fairing to the wing skin and forward
nacelle fairing (Ref. Figure 201).
(2) Inspect the nacelle fairing seal (4) for installation and condition.
(3) Inspect the wing skin and nacelle fairing contact area for wear and/or damage. Perform the
CHAFING ON WING, TOP SKIN UNDER NACELLE ‘TURTLE BACK’ (UC-1 AND AFTER; UD-1
AND AFTER; UE-1 AND AFTER), Chapter 57-90-04 of the Model 1900 Airliner Series Structural
Repair Manual, as required.
B. Installation
NOTE: Note the position of the AN525-10R8 and AN525-10R9 screws removed from the nacelle
fairing panel for installation purposes.
(1) Inspect the nacelle fairing nut plates for installation and condition.
(2) Position the upper-aft nacelle fairing on the wing skin.
CAUTION: Do not install screws of improper length. Installing improper length screws may result
in a fuel leak (Ref. Figure 201).
(3) Install AN525-10R8 screws (1) in the forward inboard holes, do not tighten at this time.
(4) Install AN525-10R9 screws (2) in the remaining nacelle fairing panel screw holes, do not tighten at
this time.
(5) Install the countersunk screws (3) in the forward leading edge of the aft nacelle fairing panel.
(6) Tighten all the loosely installed screws from Steps (3), (4) and (5).
Page 201
54-30-00 Nov 1/09
1. AN525-10R8 (SHORT SCREWS)

2. AN525-10R9 (LONG SCREWS)
3. COUNTERSUNK SCREWS (19 PLACES)
A
4. SEAL
A
JET FUEL ONLY

AUX TANK
2
1
1
4
2
4
FWD
INBD
2 DETAIL A 2 UC54B
070982AA.AI
Figure 201
Aft Nacelle Fairing Installation
Left Shown, Right Opposite
Page 202
Nov 1/09 54-30-00
REV4, 4/20/07
CHAPTER 55 - STABILIZERS
TABLE OF CONTENTS
SUBJECT PAGE
55-10-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Attach Bolts Torque Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
STABILON
55-10-01
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
TAIL-LET
55-10-02
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
ELEVATOR
55-20-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Checking Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Balancing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Check Balancing By Force Measurement Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Equipment Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Force Measurement Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Check Balancing By Counterbalancing Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Equipment Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Counterbalancing Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
VERTICAL STABILIZER
55-30-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 1
CHAPTER 55 - STABILIZERS
SUBJECT PAGE
RUDDER
55-40-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Checking Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Balancing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Equipment Required to Perform Check Balancing by Force Measurement Method . . . . . . . . . . . . . . 201
Force Measurement Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Equipment Required to Perform Check Balancing by Counterbalancing Method . . . . . . . . . . . . . . . . 202
Counterbalancing Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Page 2

CH-SE-SU PAGE DATE
55-LOEP 1 Nov 1/12
55-10-00 201 thru 206 Nov 1/12
55-10-01 201 thru 203 Nov 1/09
55-10-02 201 and 202 Nov 1/09
55-20-00 201 thru 205 Nov 1/09
55-30-00 201 thru 204 Nov 1/09
55-40-00 201 thru 205 Nov 1/09
55-LOEP Page 1
Nov 1/12
STABILIZERS
55-10-00
200200
1. PROCEDURES
A. Removal
(1) Remove the rivets and screws which attach the center fairings at the LH and RH sides of the
horizontal and vertical stabilizer intersection (Ref. Figure 201).
(2) Remove the access plate (20) from the LH side of the vertical stabilizer, just below the horizontal
stabilizer.
(3) Disconnect the elevator torque tubes from the elevator bellcrank (Ref. Figure 202). Remove the
elevators (13) (Ref. Chapter 27-30-00, ELEVATOR REMOVAL).
(4) Remove the access plates (17 and 18) from the top center of the horizontal stabilizer and
disconnect the wiring to the rotating beacon (16) and the upper tail fairing navigation light (19).
Remove the rotating beacon (Ref. Figure 201).
(5) Remove the two access plates (each side) from the upper surface of the LH and RH horizontal
stabilizers (21 and 22). Remove the fairing and tail cone.
(6) Tag to identify and disconnect the LH and RH elevator trim tab cables from the turnbuckles in the
horizontal stabilizer assembly. Remove the cables from the pulleys and secure with tape to
prevent them from falling into the vertical stabilizer (5) (Ref. Figure 202).
(7) Remove the screws which attach the aft tail fairing (15) to the horizontal stabilizer and remove the
fairing (Ref. Figure 201).
(8) Drill out the rivets which attach the forward fairing (4) to the vertical and horizontal stabilizers and
remove the fairing.
(9) Drill out the rivets which attach the fairing angles (25) to the horizontal and vertical stabilizer
intersection.
(10) Disconnect the surface deicer tubes from the horizontal stabilizer.
(11) Remove the 8 bolts (3) which attach the horizontal stabilizer to the vertical stabilizer
(Ref. Figure 203).
NOTE: When removing the bolts, carefully remove the shims from between the horizontal and
vertical stabilizer attach points so they will not be inadvertently dropped into the vertical
stabilizer.
(12) Remove the horizontal stabilizer assembly from the airplane.
55-10-00
Page 201
Nov 1/12
B. Installation
(1) Position the horizontal stabilizer (12) on the vertical stabilizer (5) (Ref. Figure 201) and install the 8
bolts (3) which attach the horizontal stabilizer to the airplane (Ref. Figure 203).
NOTE: Before the bolts are tightened, measure the gap at the attach points. If the gap exceeds
0.014-inch, install laminated shims, P/N 101-600012-3 at the forward vertical stabilizer
spar and P/N 101-600012-5 at the rear spar as necessary.
(2) Torque the forward bolts 205 to 245 inch-pounds. After torquing, the bolts must not rotate under
100 to 160 inch-pounds of torque applied to the bolt.
(3) Torque the rear bolts 350 to 430 inch-pounds. After torquing, the bolts must not rotate under 175
to 215 inch-pounds of torque applied to the bolt.
(4) Connect the surface deicer tubes to the horizontal stabilizer.
(5) Install and rivet the fairing angles (25) to the horizontal and vertical stabilizer intersection
(Ref. Figure 201).
(6) Install and rivet the forward fairing (4) to the horizontal and vertical stabilizers with Cherrylock
rivets.
(7) Install and attach the rear fairings (15) to the horizontal and vertical stabilizers with screws. Install
the rotating beacon (16).
(8) Remove the tape used to secure the elevator trim tab cables. Route the elevator trim tab cables
over the pulleys and into the LH and RH horizontal stabilizers and connect them to the
turnbuckles. Remove the identification tags (Ref. Figure 202).
(9) Connect the wiring to the rotating beacon and the upper tail fairing navigation light (19)
(Ref. Figure 201).
(10) Install the elevators (13) and connect the elevator horns (Ref. Chapter 27-30-00, ELEVATOR
INSTALLATION).
(11) Rig the elevators and elevator trim tabs (Ref. Chapter 27-30-00, ELEVATOR CONTROL SYSTEM
RIGGING).
(12) Install all covers, access plates and the tail cone.
(13) Install the rivets and screws which attach the center fairings at the LH and RH sides of the
horizontal and vertical stabilizer intersection.
55-10-00
Page 202
Nov 1/12
C. Attach Bolts Torque Check

(1) Check the horizontal stabilizer attach bolts.
(a) The forward bolts must not rotate under 100 to 160 inch-pounds of torque applied to the
bolts.
(b) The rear bolts must not rotate under 175 to 215 inch-pounds of torque applied to the bolts.
(c) If either of these checks are not satisfactory perform the following:
1 Torque the forward bolts 205 to 245 inch-pounds. After torquing, the bolts must not
rotate under 100 to 160 inch-pounds of torque applied to the bolt.
2 Torque the rear bolts 350 to 430 inch-pounds. After torquing, the bolts must not rotate
under 175 to 215 inch-pounds of torque applied to the bolt.
NOTE: HORIZONTAL STABILIZER Attach Bolts Torque Check procedure must be

performed again after 600 hours.
3 If found to be loose remove the affected bolts and inspect the bolt(s) and hole(s) for
damage, repair or replace as necessary. If satisfactory continue with the normal
inspection schedule (Ref. Chapter 5-20-07).
55-10-00
Page 203
Nov 1/12
Figure 201
Empennage
55-10-00
Page 204
Nov 1/12
Figure 202
Elevator Control System
55-10-00
Page 205
Nov 1/12
Figure 203
Horizontal Stabilizer
55-10-00
Page 206
Nov 1/12
STABILIZERS
STABILON
55-10-01
200200
1. PROCEDURES
A. Removal
(1) Remove the aft pressure bulkhead and the access panels on either side of the empennage below
the stabilon (Ref. Figure 201).
(2) Disconnect the deice tube.
(3) Remove the screws attaching the stabilon angles to the fuselage and the bolts securing the
stabilon to the splice plates.
(4) Slide the stabilon out of the fuselage.
B. Installation
(1) If the replacement stabilon has attach angles, proceed to Step (3), if angles are not installed,
proceed with Step (2).
(2) Locate, drill and install the upper and lower stabilon attach angles on the stabilon using adjustable
preload fasteners. Fastener removal and installation instructions can be found in Chapter
51-40-07 of the Model 1900 Series AIRLINER STRUCTURAL REPAIR MANUAL.
NOTE: To determine attach angle location, the stabilon must be properly located on the fuselage.
Stabilon location is determined by comparing measurements from the stabilon trailing
edge tips to the fuselage centerline at the tailcone when the stabilons are inserted into the
fuselage until they are in contact with each other and centered.
CAUTION: If the holes in the stabilon are misdrilled, the stabilon is not repairable. New angles or
splice plates may be matched to an existing stabilon or a new stabilon may be
matched to existing angles and splice plates.
(3) Slide the replacement stabilon into position in the fuselage (Ref. Figure 201).
(4) Locate and mark the hole positions on the attach angles and the stabilon mounting area at the
splice plates.
(5) Remove the stabilon and drill holes. The attach angle to fuselage mounting holes should be
0.193 to 0.200-inch in diameter.
NOTE: Once the holes are drilled, the attach angles, stabilon and splice plates are matched to
each other and may not fit another installation.
Page 201
55-10-01 Nov 1/09
(6) Connect the deice tube.
(7) Install the access panels and pressure bulkhead.
Example: Locknut running torque = 15 inch-pounds, determined by observing the torque meter
while turning the nut on the bolt with the locking feature engaged.
15 inch-pounds + 30 inch-pounds = 45 inch-pounds minimum.
15 inch-pounds + 40 inch-pounds = 55 inch-pounds maximum.
Page 202
Nov 1/09 55-10-01
Figure 201
Stabilon Removal and Installation
Page 203
55-10-01 Nov 1/09
STABILIZERS
TAIL-LET
55-10-02
200200
1. PROCEDURES
A. Removal
(1) Remove the fasteners (Ref. Figure 201). Fastener removal and installation instructions can be
found in Chapter 51-40-03 of the Model 1900 SERIES AIRLINER STRUCTURAL REPAIR
MANUAL.
(2) Remove the tail-let by sliding it down and tilting it outboard.
(3) Remove the access panel on top of the stabilizer and remove the rivet shanks, metal chips and
any other debris.
B. Installation
(1) If the replacement tail-let has attach angles, proceed to Step (3), if the angles are not installed,
proceed to Step (2).
(2) Locate, drill, and install the four attach angles on the tail-let using adjustable preload fasteners.
Fastener removal and installation instructions can be found in Chapter 51-40-07 of the Model 1900
SERIES AIRLINER STRUCTURAL REPAIR MANUAL.
NOTE: To determine attach angle location, the tail-let must be properly located in the stabilizer.
Tail-let location is determined by inserting the tail-let into the stabilizer until it contacts the
lower stabilizer skin and aligning the top brackets with the existing rivet holes in the
stabilizer.
CAUTION: If the holes in the tail-let are misdrilled, the tail-let is not repairable. New angles may
be matched to an existing tail-let or a new tail-let may be matched to existing angles.
(3) Place the tail-let into position in the stabilizer and drill the attach angles to match the existing
stabilizer structure (Ref. Figure 201).
NOTE: Once the holes are drilled, the attach angles, tail-let and stabilizer are matched to each
other and may not fit another installation.
(4) Install new fasteners to replace those removed during tail-let removal (Ref. Figure 201).
(5) Install the access plate on the top of the stabilizer.
(6) Seal the tail-let to the stabilizer with sealer (38, Table 1, Chapter 91-00-00) or equivalent.
Page 201
55-10-02 Nov 1/09
Figure 201
Tail-Let Removal and Installation
Page 202
Nov 1/09 55-10-02
STABILIZERS
ELEVATOR
55-20-00
200200
1. PROCEDURES
A. Balancing
After repainting and/or repair, the finished elevator must be check balanced to ensure that its static
moment about the hinge line is within the prescribed limits. The static moment for all completed elevator
assemblies must fall within the range of 1.60 inch-pounds nose heavy to 0.80 inch-pounds tail heavy at
the measured moment about the hinge line (Ref. Figure 201). The static moment of the elevator is
determined by multiplying the unbalanced weight of the elevator assembly times the perpendicular
distance from the hinge centerline to the center of gravity when the chord line is horizontally level. The
weight is measured in pounds and the distance in inches. The static moment of a 100 percent balanced
elevator assembly is 0.0 inch-pounds. Tail heaviness indicates static underbalance while nose
heaviness indicates static overbalance.
B. Checking Balance
The balance must be checked in a draft-free area with the elevator completely assembled in flying
condition. All painting, including stripes and touch-up, must be completed. The tab, tab pushrod, static
wicks, and hinge bolts must be attached. The chord line must be horizontally level and the hinge line
must be properly supported when the static moment is measured. Although many different methods of
check balancing exist, they can be categorized under the following two headings:
(1) Counterbalancing - The application of a known force or weight at a measured distance from the
hinge line to counter the unbalance moment of the elevator assembly.
(2) Actual Force Measurement - Measurement of the force applied by the elevator surface on a
single support at a known distance from the centerline of the hinge.
NOTE: Counterbalancing is the simplest method of check balancing.
C. Balancing Procedures
WARNING: Airplanes using adjustment weight attachment screws must replace them with
adjustment weight attachment bolts while performing these procedures (Ref. Figure
201). Refer to Table 201 for appropriate adjustment weight attachment bolts.
2. CHECK BALANCING BY FORCE MEASUREMENT METHOD
(1) A stand with knife-edge supports (Ref. Figure 201). The knife edges should be in the same
horizontal plane.
(2) A certified beam balance calibrated in units of 0.01 pounds or less. The balance should have a flat
weighing platform and its capacity should equal tare plus 2.0 pounds minimum.
(3) A support spindle similar to the illustration and leveling blocks, as required (blocks + spindle =
tare).
Page 201
55-20-00 Nov 1/09
(4) A straightedge, rule and spirit level.
B. Force Measurement Method

(1) Locate the chord line by placing a straightedge at the inboard end of the elevator so that one end
is aligned with the center of the torque tube and the other end is centered on the trailing edge.
Mark the chord line by grease pencil or other means on the rib. Remove the straightedge.
(2) Fit correct size bolts in the outboard and center hinge brackets and mount the elevator on the knife
edges. Ensure that it is free to rotate about the hinge line.
(3) Place a small platform scale under the trailing edge if the control surface is tail-heavy or under the
leading edge if it is nose-heavy.
(4) Place the upper end of the spindle under the trailing edge of tail-heavy surfaces or under the
leading edge of the nose-heavy surfaces. The spindle must be vertical throughout the balancing
procedure. Hold a spirit level against the marked chord line and level it by extending or contracting
the spindle, or by using blocks and shims under the spindle.
(5) Measure the perpendicular distance from the hinge centerline to the point supported by the
spindle. Ensure that the spirit level and rule are removed from the surface and read the reaction on
the beam balance.
(6) Calculate the static underbalance moment M from the formula:
M = D (R-T) inch-pounds where,

D = Perpendicular distance from the hinge center line to the spindle point (inches).
R = Reaction (pounds) read from the beam balance.
T = Tare, i.e. spindle plus leveling blocks or shims on the scale platform (pounds).
EXAMPLE
D is 10.0 inches, R is 1.100 lbs and T = 1.000 lbs
M = 10.0 (1.100-1.000); M = 1.00 inch-pounds.
M is within the prescribed range which is satisfactory. If M is not within the prescribed range, refer
to Step (9) of the COUNTERBALANCING METHOD procedures, in this section.
3. CHECK BALANCING BY COUNTERBALANCING METHOD
horizontal plane.
(2) A paper cup or similar lightweight container.
(3) Approximately 0.5 pound of lead shot.
(4) A certified beam balance weighing device calibrated in units of 0.01 pound or less.
(5) A straightedge, ruler, and spirit level.
Page 202
Nov 1/09 55-20-00
B. Counterbalancing Method
(1) Locate the chord line by placing a straightedge at the inboard end of the elevator assembly so that
one end is on the hinge center line and the other end is centered on the trailing edge. Mark the
chord line with a suitable marker, such as a grease pencil, then remove the straightedge.
NOTE: While the hinge center line is not openly visible, it can be located as follows: With the
hinge clevis properly aligned and tightened, locate the center of the clevis mounting bolt
on the top of the elevator (covered with a plug button) as a reference point. The hinge line
is 1.13 inches forward of this reference point. Mark the hinge line with a grease pencil.
(2) Secure the trim tab in its neutral position with a small piece of masking tape.
(3) Fit the correct sized bolts in the hinge clevises and mount the elevator on the knife-edge supports
(Ref. Figure 201). Ascertain that the elevator is free to rotate about the hinge line.
(4) To determine if adjustment weights should be added or removed, suspend a paper cup from a
point near the center of the elevator trailing edge if the balance is nose-down or near the inboard
end of the balance weight assembly on the elevator leading edge if the balance is tail-down. Use a
short length of small diameter string secured to the surface with a small piece of masking tape
(Ref. Figure 201). The cup must be free to hang vertically.
(5) Add small quantities of lead shot to the cup until the elevator balances with the chord line level.
Check this by holding the spirit level aligned with the marked chord line.
(6) Carefully measure the perpendicular distance D within 0.1-inch from the hinge centerline to the
point of suspension of the cup.
(7) Remove the cup, contents, and string, then weigh them to within 0.05-pound.
NOTE: Since any weighing error is magnified by the distance D weighing is most important and
must be done carefully on scales that are certified for accuracy.
(8) Calculate the static balance as follows:
(a) The weight of the cup and contents is designated by W.
(b) The distance between the center line of the hinge and the suspension point of the cup is
designated by D.
(c) The over- or underbalance moment is designated by M.
(d) M = W x D
(e) The following is a typical example of a balancing calculation: Assume the elevator is slightly
overbalance (nose-heavy) and the paper cup was suspended from the trailing edge. If the
elevator balances with the chord line level at W = 0.100-pound and D = 13.8-inches, then...
M = 0.100 x 13.8; M = 1.38 inch-pounds (The product of W x D must be accurate to within
0.05 inch-pound). In this instance M is within the required static balance range and is
therefore acceptable.
(9) If the static balance does not fall within the range of 1.60 inch-pound nose-heavy (overbalance) to
0.80 inch-pound tail-heavy (underbalance), adjustment weights must be added or removed and
the balance rechecked.
Page 203
55-20-00 Nov 1/09
NOTE: A maximum of four small adjustment weights (P/N 101-610026-5) and seven large
adjustment weights (P/N 101-610026-7) may be added or removed from the balance
weight assembly on the outboard leading edge of the elevator. The steel cover plate must
be installed over the adjustment weights with NAS6703HUXX bolts (Ref. SB 27-3187).
Bolt lengths vary with the number of weights installed. Refer to Table 201 for the proper
attachment bolts. Nut plates are located inside the elevator assemblies to anchor the
bolts. Bolts are torqued 20 to 30 inch-pounds then safety wired with MS20995C32 wire.
Table 201
ADJUSTMENT WEIGHTS ATTACHMENT BOLTS
(AIRPLANES THAT HAVE COMPLIED WITH SB 27-3187)
No. of Weights Combination Combination Number of Number of Part Number of
Req. for Weights Req. P/ Weights Req. P/ Bolts Req. Washers Bolts for Each
Balancing N 101-610026-5 N 101-610026-7 Per Elevator Req. Per Bolt Elevator
(Small Weight) (Large Weight)
1 1 0 2 0 NAS6703HU12
2 2 0 2 0 NAS6703HU13
2 2 0 2 1 NAS6703HU14
3 3 0 2 0 NAS6703HU14
4 4 0 2 0 NAS6703HU15
4 4 0 2 1 NAS6703HU16
5 4 1 2 0 NAS6703HU16
6 4 2 2 0 NAS6703HU17
6 4 2 2 1 NAS6703HU18
7 4 3 2 0 NAS6703HU18
8 4 4 2 0 NAS6703HU19
8 4 4 2 1 NAS6703HU20
9 4 5 2 0 NAS6703HU20
10 4 6 2 0 NAS6703HU21
10 4 6 2 1 NAS6703HU22
11 4 7 2 0 NAS6703HU22
NOTE: Based on availability it is permissible to use the next grip length bolt and add one P/N NAS
1149C0363R washer under the head of the attachment bolts, instead of using the odd part numbered bolts.
Page 204
Nov 1/09 55-20-00
Figure 201
Elevator Balancing
Page 205
55-20-00 Nov 1/09
STABILIZERS
VERTICAL STABILIZER
55-30-00
200200
1. PROCEDURES
A. Removal
(1) Remove the horizontal stabilizer (14) (Ref. Figure 201) (Ref. HORIZONTAL STABILIZER
REMOVAL, 55-10-00).
(2) Remove the rudder (15) (Ref. RUDDER REMOVAL, Chapter 27-20-00).
(3) Install identification tags on the rudder cables (2) and disconnect the rudder cables from the
turnbuckles (1) in the tail section (Ref. Figure 202).
(4) Remove the rudder pushrod (4) from the control horn (3) and the torque shaft assembly (5)
(Ref. Figure 202).
(5) Drill out the rivets (9) which attach the short aft dorsal fin section (10) to the main dorsal fin
assembly (16) and the aft fuselage. Remove the short aft dorsal fin (10) from the airplane
(Ref. Figure 201).
(6) Drill out the rivets (12) which attach the fuselage/vertical stabilizer fillet (11) to the fuselage.
(7) Remove the bolts (1) and countersunk washers (17) attaching the vertical stabilizer at the forward
and rear attaching points.
(8) Carefully lift the vertical stabilizer assembly (13) from the fuselage.
B. Installation
(1) Position the vertical stabilizer (13) on the aft fuselage and install the attaching bolts (1),
countersunk washers (17), washers (2), and nuts (3) through the main and rear spars and the
fuselage structure (Ref. Figure 201). Shim the attach points as necessary with laminated shims,
(4, 5, 6 and 7) P/N 101-600012-1 to a maximum gap of 0.020 inch between the spars and their
respective attach points.
(2) Torque the attaching bolts (1) 100 to 140 inch-pounds.
(3) Attach the vertical stabilizer fillet (11) to the fuselage with rivets (12).
(4) Position the small dorsal fin section (10) and rivet (9) to the main dorsal fin assembly (16) and the
aft fuselage. Be certain the seal between the aft dorsal fin and vertical stabilizer is in position.
(5) Connect the rudder pushrod (4) to the control horn (3) and the torque shaft assembly (5)
(Ref. Figure 202).
Page 201
55-30-00 Nov 1/09
(6) Connect the rudder cables (2) to the turnbuckles (1) and remove the identification tags
(Ref. Figure 202).
(7) Install the rudder (15) (Ref. Figure 201) (Ref. RUDDER INSTALLATION, Chapter 27-20-00).
(8) Install the horizontal stabilizer (14) (Ref. HORIZONTAL STABILIZER INSTALLATION, 55-10-00).
Page 202
Nov 1/09 55-30-00
Figure 201
Vertical Stabilizer Removal and Installation
Page 203
55-30-00 Nov 1/09
Figure 202
Vertical Stabilizer
Page 204
Nov 1/09 55-30-00
STABILIZERS
RUDDER
55-40-00
200200
1. PROCEDURES
A. Balancing
When the rudder surface is being repainted it is recommended to position it by utilizing best shop
practice so that excess paint will drain toward the leading edge. This will minimize the amount of
balance weights required.
After repainting and/or repair, the finished rudder must be check balanced to ensure that its static
moment about the hinge line is within the prescribed limits. The static moment for all completed rudder
assemblies must fall within the range of 3.55 pound-inches to 9.55 pound-inches tail-heavy at the
measured moment about the hinge line. The static moment of the rudder is determined by multiplying
the unbalanced weight of the rudder assembly times the perpendicular distance from the hinge
centerline to the center of gravity when the chord line is horizontally level (Ref. Figure 201). The weight
is measured in pounds and the distance in inches. The static moment of a 100 percent balanced rudder
assembly is 0.0 pound-inches. Tail heaviness indicates static underbalance while nose heaviness
indicates static overbalance.
B. Checking Balance
The rudder balance must be checked in a draft free area with the rudder completely assembled in flying
wicks, hinge clevises, bonding jumpers and hardware, must be attached. The chord line must be
horizontally level and the hinge line must be properly supported when the static moment is measured.
Although many different methods of check balancing exist, they can be categorized under the following
two headings:
hinge line to counter the unbalance moment of the rudder assembly.
(2) Actual Force Measurement - Measurement of the force applied by the rudder surface on a single
support at a known distance from the centerline of the hinge.
2. BALANCING PROCEDURES
A. Equipment Required to Perform Check Balancing by Force Measurement

Method
horizontal plane.
(2) A certified beam balance calibrated in units of 0.01 pounds or less. The balance should have a flat
weighing platform and its capacity should equal tare plus 2.0 pounds minimum.
(3) A support spindle similar to the illustration and leveling blocks, as required (blocks + spindles =
tare).
Page 201
55-40-00 Nov 1/09

(1) Locate the chord line by placing a straightedge at the inboard end of the rudder so that one end is
aligned with the center of the torque tube and the other end is centered on the trailing edge. Mark
the chord line by grease pencil or other means on the rib. Remove the straightedge.
(2) Fit correct size bolts in the outboard and center hinge brackets and mount the rudder on the knife
edges. Ensure that it is free to rotate about the hinge line.
(3) Place a small platform scale under the trailing edge if the control surface is tail-heavy or under the
leading edge if it is nose-heavy.
(4) Place the upper end of the spindle under the trailing edge of tail-heavy surfaces or under the
the beam balance.
M = D (R-T) inch-pounds where, D = Perpendicular distance from the hinge center line to the
spindle point (inches).
R = Reaction (pounds) read from the beam balance.
T = Tare, i.e. spindle plus leveling blocks or shims on the scale platform (pounds).
EXAMPLE
D is 13.8 inches, R is 1.490 lbs and T = 1.000 lbs
M = 13.8 (1.490-1.000); M = 6.76 inch-pounds.
M is within the prescribed range which is satisfactory.
The complete painted rudder assembly with the tab, tab pushrod, static wicks, hinge clevises,
bonding jumper and hardware, must fall within the range of 3.55 pound-inches to 9.55
pound-inches tail heavy. If the static balance is not as noted, adjustment weights must be added or
removed and the balance rechecked to bring the rudder balance within the required limits.
C. Equipment Required to Perform Check Balancing by Counterbalancing Method

horizontal plane.
(3) Approximately 2 pound of lead shot.
Page 202
Nov 1/09 55-40-00
D. Counterbalancing Method
(1) Locate the chord line by placing a straightedge at the lower closure rib of the rudder so that one
end is aligned with the center of the torque tube while the other end is centered on the trailing
edge. Mark the chord line with a suitable marker, such as a grease pencil, then remove the straight
edge.
(2) Secure the trim tab in its neutral position with a small piece of masking tape.
(3) Fit the correct sized bolts in the hinge brackets and mount the rudder on the knife-edge supports.
Ascertain that the elevator is free to rotate about the hinge line.
point near the center of the leading edge. Use a short length of small diameter string secured to
the surface with a small piece of masking tape (Ref. Figure 201). The cup must be free to hang
vertically.
(5) Add small quantities of lead shot to the cup until the rudder balances with the chord line level.
(6) Carefully measure the perpendicular distance D within 0.1 inch from the hinge centerline to the
point of suspension of the cup.
(7) Remove the cup, contents, and string, then weigh them to within 0.05-pound.
NOTE: Since any weighing error is magnified by the distance D, weighing is most important and
(b) The distance between the center line of the hinge and the suspension point of the cup is
designated by D.
(c) The over or underbalance moment is designated by M.
(d) M = W x D
The following is a typical example of a balancing calculation: Assume the rudder was slightly
underbalance (tail heavy) and the paper cup was suspended from the leading edge. If the rudder
balances with the chord line level at W = 0.650 pounds and D = 12.5 inches, then...
M = 0.650 x 12.5
M = 8.12 pound-inches
In this instance, M is within the required static balance range and is therefore acceptable.
The complete painted rudder assembly with the tab, tab pushrod, static wicks, hinge clevises,
bonding jumper and hardware, must fall within the range of 3.55 pound-inches to 9.55
pound-inches tailheavy. If the static balance is not as noted, adjustment weights must be added or
removed and the balance rechecked to bring the rudder balance within the required limits.
Page 203
55-40-00 Nov 1/09
NOTE: Install the P/N 101-630017-1 adjustment weights as necessary to obtain the required
balance. Use a maximum of 7 at the root rib and a maximum of 7 at Cant Station 34.59.
One P/N 114-630020-7 weight must be installed between the head of the bolt and stack of
101-630017-1 adjustment weights at each location. Nut plates are located on the rib to
anchor the attaching screws. Refer to Table 201 for screw sizes.
Table 201
ADJUSTMENT WEIGHTS ATTACHMENT SCREWS
Number of Weights Necessary for Number of Screws Required Part Number of Screws for Each
Balancing Installation
0 0 ----
1 or 2 2 AN3H4A
3 or 4 2 AN3H5A
5 or 6 2 AN3H6A
7 or 8 2 AN3H7A
All weights are identical. Read across from the left column to determine the number and type of screws for the
installation.
Page 204
Nov 1/09 55-40-00
Figure 201
Rudder Balancing
Page 205
55-40-00 Nov 1/09
CHAPTER 56 - WINDOWS
TABLE OF CONTENTS
SUBJECT PAGE
WINDOWS
56-00-00
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Plastic Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Windshields . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Removing Paint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Window Inspection and Repair Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Flight Compartment, Cabin, and Baggage Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Acrylic Window Refurbishing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
FLIGHT COMPARTMENT
56-10-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Storm Window Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Windshield Surface Seal Coating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Windshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Windshield Weather Seal Inspection and Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Seal Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Silicone Seal Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Temporary Hump Seal Repair (UB-1 thru UB-74 and UC-1 thru UC-174) . . . . . . . . . . . . . . . . . . . . . . 207
Hump Seal Repair/Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Windshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Replacement Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Antistatic Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Installation (Aluminum Frames) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Windshield Antistatic Coating and Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Inspection (Aluminum Frames) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Coating Inspection (Lightweight Fiberglass Frame) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
Bonded Antistatic Tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Repair (Aluminum Frames) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Flight Compartment Side Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
Window Attach Frames . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
Inspection and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
Storm Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
Installation and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Storm Window Primary Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Storm Window Secondary Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
Page 1
CHAPTER 56 - WINDOWS
SUBJECT PAGE
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
Installation (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
Storm Window Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
CABIN
56-20-00
Cabin Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 2

CH-SE-SU PAGE DATE
56-LOEP 1 Nov 1/13
56-00-00 201 thru 208 May 1/10
56-10-00 1 Nov 1/09
201 thru 223 Nov 1/13
56-20-00 201 and 202 Nov 1/09
Page 1
56-LOEP Nov 1/13
WINDOWS
56-00-00
200200
1. PLASTIC WINDOWS
A. Cleaning
The plastic windows should be kept clean and waxed at all times. To prevent scratches and crazing,
wash the windows carefully with plenty of soap and running water.
CAUTION: When washing the windows, do not use water from a bucket or pail. Sand, dirt particles or
other debris may collect in the standing water and cause scratches in the plastic.
Use the palm of the hand to feel and dislodge dirt and mud. A soft cloth, chamois or sponge may be
used only for the purpose of carrying water to the surface of the window. After washing, rinse the
window thoroughly with running water and dry it with a clean, moist chamois. Do not rub the plastic
window with a dry cloth, because this will cause an electrostatic charge which attracts dust.
Remove oil and grease with a cloth moistened with kerosene (49, Table 1, Chapter 91-00-00), solvent
(54, Table 1, Chapter 91-00-00) or hexane (51, Table 1, Chapter 91-00-00), then rinse the window with
clear water.
CAUTION: Never use gasoline, benzene, alcohol, acetone, carbon tetrachloride, fire extinguisher or
anti-ice fluid, lacquer thinner, or glass cleaner with a base of these materials, for such
materials will soften the plastic and may cause crazing. Aliphatic naphtha and similar
solvents are highly flammable and extreme care must be exercised when using these
chemicals.
If using a commercial cleaner to clean the plastic windows, use only cleaners that are approved by
Hawker Beechcraft Corporation. There are several cleaners available commercially that state that they
are approved for use on acrylic surfaces; however, it has been discovered that some of these cleaners
cause acrylic plastic to craze. Only the following product is approved as a cleaner for acrylic plastic
windows: Federal Specification P-P-560, Tend Plastic Cleaner and Polish, Loctite plastic cleaner P/N
30559 or Clearview plastic cleaner P/N AVL-CV-16 (48, Table 1, Chapter 91-00-00). Follow the
directions on the container.
After washing plastic windows with soap and water, apply a good grade of commercial wax. The wax
will fill in minor scratches and help prevent further scratches. Apply a thin, even coat of wax and bring it
to a high polish by rubbing lightly with a clean, dry, soft flannel cloth. Never use a power buffer, as the
heat generated by the buffing pad may soften the plastic.
If the windows were cleaned with the commercial cleaner mentioned previously, it will not be necessary
to apply wax. This cleaner contains wax, as well as cleaning agents.
2. WINDSHIELDS
A. Cleaning
Glass windshields with antistatic coating should be cleaned as follows:
CAUTION: When washing the windshield, do not use water from a bucket or pail. Sand, dirt particles or
other debris may collect in the standing water and cause scratches in the glass.
(1) Wash excessive dirt and other substances from the glass with clean water.
Page 201
56-00-00 May 1/10
(2) Clean the windshield with mild soap and water or with a 50/50 solution of solvent (30, Table 1,
Chapter 91-00-00) and water. Wipe the glass surface in a straight rubbing motion with a soft cloth
or sponge. Never use any abrasive materials or any strong acids or bases to clean the glass.
3. WINDOWS
A. Removing Paint
(1) Mask the acrylic crew compartment side windows and the paint on the airplane skin to prevent
damage from solvent.
CAUTION: The acrylic side windows are extremely susceptible to damage from solvents. To
prevent damage, use care not to contact the acrylic windows, or the airplane paint
with the methyl propyl ketone or other solvent. To avoid damage to the window
anti-static coating, never use any rubbing compound or polish, or any substance
containing acid, on the windshield.
(2) If the paint on the window is dry, contact Hawker Beechcraft Corporation Technical Support for
consultation.
(3) If the paint on the window is still wet, use a clean, soft cloth dampened with solvent (14, Table 1,
Chapter 91-00-00) to remove the paint. Wipe the glass surface in a straight rubbing motion. Never
use any abrasive materials or acids to remove the paint.
4. WINDOW INSPECTION AND REPAIR PROCEDURES
A. Flight Compartment, Cabin, and Baggage Windows

The two most forward cabin windows of the airplane are made of a fail safe, multi-ply stretched acrylic
material. Inspect these windows for deep scratches, chips, excessive crazing, and all other evidence of
damage (Ref. Figures 201 and 202). Refer to Table 201 for damage types and recommended action. A
preflight inspection should be conducted by the pilot to disclose any possible condition that could
warrant further inspection as noted above.
The remaining cabin windows and the flight compartment side and storm windows are made of a
single-ply stretched acrylic material. These windows are life limited. Refer to 1900 Airliner Series
Airworthiness Limitations Manual P/N 129-590000-133, Chapter 04-00-00. Inspect the windows for
deep scratches, chips, excessive crazing and all other evidence of damage (Ref. Figures 201 and 202).
Refer to Table 202 for types of damage and recommended action. A preflight inspection should be
conducted by the pilot to disclose any possible condition that could warrant further inspection as
previously noted.
B. Acrylic Window Refurbishing Procedure

Table 201 and Table 202 outline the types and limits of window damage which may be repaired utilizing
this procedure. If any unusual conditions are found that are not covered in Table 201 and Table 202,
contact the Technical Support Department of Hawker Beechcraft Corporation for consultation. Use of
this procedure is prohibited except as specifically instructed by Table 201 and Table 202 or by the
Technical Support Department of Hawker Beechcraft Corporation.
Page 202
May 1/10 56-00-00
NOTE: Only experienced personnel should perform repair work on Plexiglas windows.
The flight compartment side windows may be reduced by a total of 0.015 inch from the original
thickness of 0.312 inch.
The single-ply cabin side windows may be reduced by a total of 0.015 inch from the original
thickness of 0.188 inch.
The multi-ply cabin side windows may be reduced by a total of 0.015 inch from the original
thickness 0.195 inch.
(1) Mask off any major portions of the window which are not involved in the refurbishing.
(2) Use wet abrasives only.
(3) Flush the window surface with a liberal amount of water after using each abrasive grade.
(4) Use a straight-line sanding motion and alternate the line of sanding at right angles to cross the
sanding pattern.
(5) Gradually lighten the working pressure on the abrasive as each finer grade is utilized. Do not exert
excessive force on the window pane.
(6) Work a marginally larger area as each finer abrasive is used. Completely remove each previous
sanding pattern before moving to the next finer abrasive.
(7) Do not overheat the acrylic window.
NOTE: Depending on the depth of the scratch, the repair may start at any of the following Steps.
(8) Start the refurbishing procedure with 240 grit wet/dry silicon carbide cloth or equivalent and an
orbital sander. Use this combination until all traces of the damage have been removed.
(9) Use a 320 grit wet/dry silicon carbide cloth with the orbital sander and work the window until the
240 grit pattern has been removed.
(10) Repeat Step (9) using 400 grit, 600 grit, 1800 grit, 2400 grit, 3200 grit, 4000 grit, and 6000 grit
silicon carbide cloth in succession.
(11) Finish the refurbishing procedure using an 8000 grit cushioned abrasive cloth or cerium oxide.
(12) Inspect the finished window to ensure that all damage and grit patterns have been removed
(Ref. Figure 201).
(13) When satisfied that the window has been properly refurbished, apply a small amount of antistatic
cleaner or wax to the window and buff to a high luster. For removal of minor crazing or scratches,
the Plexiglas scratch remover (50, Table 1, Chapter 91-00-00) is recommended.
Page 203
56-00-00 May 1/10
Figure 201
Viewing Angles and Light Placement for Window Inspection
Page 204
May 1/10 56-00-00
Table 201
MULTI-PLY WINDOW DAMAGE
DAMAGE TYPE LOCATION PROBABLE CAUSE RECOMMENDED ACTION
Scratches, abrasions, Inner ply Improper maintenance or Airplane MUST be operated

gouges and chips cleaning procedures. unpressurized until the window is
with a maximum replaced.
depth of 0.015 inch.
Outer ply Improper maintenance, Damage may be worked out. Refer to

cleaning procedures or object ACRYLIC WINDOW REFURBISHING
impact. PROCEDURE.
Scratches, abrasions, Inner ply Improper maintenance or Immediate replacement of the window
gouges and chips cleaning procedures. is mandatory before further flight.
with a depth in
excess of 0.015 inch.
Outer ply Improper maintenance, Airplane MUST be operated

cleaning procedures or object unpressurized until the window is
impact. replaced.
Crazing with a Inner ply Contact with unapproved Airplane MUST be operated
maximum depth of cleaners, solvents or unpressurized until the window is
0.015 inch. chemical compounds; stress replaced.
fatigue.
Outer ply Contact with unapproved Damage may be worked out. Refer to
cleaners, solvents, or ACRYLIC WINDOW REFURBISHING
chemical compounds; stress PROCEDURE.
fatigue.
Crazing with a Inner ply Contact with unapproved Immediate replacement of the window
maximum depth in cleaners, solvents, or is mandatory before further flight.
excess of 0.015 inch. chemical compounds; stress
fatigue.
Outer ply Contact with unapproved Airplane MUST be operated

cleaners, solvents or unpressurized until the window is
chemical compounds; stress replaced.
fatigue.
Haziness and Inner ply Contact with unapproved Airplane MUST be operated
cloudiness. cleaners, solvents, or unpressurized until the window is
fatigue.
Outer ply Contact with unapproved Airplane MUST be operated
cleaners, solvents or unpressurized until the window is
fatigue.
Page 205
56-00-00 May 1/10
Table 201
MULTI-PLY WINDOW DAMAGE (Continued)
DAMAGE TYPE LOCATION PROBABLE CAUSE RECOMMENDED ACTION

Pane delamination. Stress; extreme heat at high Airplane MUST be operated
altitudes. unpressurized until the window is
replaced.
Out of contour. Excessive heat or If window is out of contour beyond

pressurization, high humidity, limits specified by detail A-A or detail
water absorption, chemical or B-B in Figure 202, immediate
solvent absorption. replacement is mandatory before
further flight.
Distortion. Improper restoration when If distortion is caused by poor

removing damage from outer restoration techniques, the window
ply; chemical or solvent may be replaced at will with no flight
damage. limitations. However, if the distortion is
the result of chemical or solvent
damage, the airplane MUST be
operated unpressurized until the
window is replaced.
Circumferential Inner ply Improper maintenance; stress Airplane MUST be operated

cracks, at least 2 fatigue. unpressurized until the window is
inches from the replaced.
window frame.
Outer ply Improper maintenance; stress Airplane may be operated for a
fatigue; object impact. maximum of 20 hours at a reduced
pressure of 4.6 psid with a maximum
altitude of 25,000 feet.
Circumferential Inner ply Improper maintenance; stress Airplane MUST be operated

cracks within 2 fatigue. unpressurized until the window is
inches of the window replaced.
frame.
Outer ply Improper maintenance; stress Airplane MUST be operated

fatigue; object impact. unpressurized until the window is
replaced.
Page 206
May 1/10 56-00-00
Figure 202
Window Contour Check
Page 207
56-00-00 May 1/10
Table 202
SINGLE-PLY WINDOW DAMAGE
DAMAGE TYPE PROBABLE CAUSE RECOMMENDED ACTION
Scratches, abrasions, Improper maintenance, cleaning Damage may be worked out. Refer to
gouges and chips with a procedures or object impact. ACRYLIC WINDOW REFURBISHING
maximum depth of PROCEDURES. (Caution: Repair may
0.015 inch. cause optical distortion.)
Scratches, gouges and Improper maintenance, cleaning Airplane MUST be operated unpressurized
chips with a maximum procedures or object impact. until the window is replaced.
depth in excess of
0.015 inch.
Crazing with a maximum Contact with unapproved cleaners, Damage may be worked out. Refer to
depth of 0.015 inch. solvents or chemical compounds; ACRYLIC WINDOW REFURBISHING
stress fatigue. PROCEDURES.
Crazing with a maximum Contact with unapproved cleaners, Immediate replacement of the window is
depth in excess of solvent or chemical compounds; mandatory before further flight.
0.015 inch. stress fatigue.
Haziness and cloudiness. Improper maintenance or cleaning Properly clean window; inspect and check
procedures; contact with for scratches, abrasion or crazing. If
unapproved cleaners, solvents or present, follow the preceding action. If the
chemical compounds; stress result of a chemical attack, the airplane
fatigue. MUST be operated unpressurized until the
window is replaced.
Out of contour. Excessive heat or pressurization, If window is out of contour beyond limits
high humidity, water absorption, specified by detail A-A or detail B-B in
chemical or solvent absorption. Figure 2 immediate replacement of the
window is mandatory before further flight.
Distortion (Flight Improper restoration methods; Immediate replacement of the window is

Compartment). chemical or solvent damage. mandatory before further flight.
Distortion (Cabin). Improper restoration methods; If distortion is caused by poor restoration

chemical or solvent damage. techniques, the window may be replaced at
will with no flight limitations. If distortion is
the result of chemical or solvent damage,
the airplane MUST be operated
unpressurized until the window is replaced.
Cracks through the Improper maintenance; stress Immediate replacement of the window is
thickness. fatigue, object impact. mandatory before further flight.
Page 208
May 1/10 56-00-00
WINDOWS
FLIGHT COMPARTMENT
56-10-00

00
1. GENERAL
A. Storm Window Seals

The primary seal for the storm window is installed onto the inner surface of the fuselage pan assembly.
The seal performs two functions: it keeps the cabin pressure from escaping during flight and prevents
water from entering the cockpit when the airplane is parked.
A newer style storm window includes a secondary seal. This secondary seal is installed on the outer
surface of the window and mates up against the primary seal. The secondary seal is designed to
increase contact pressure and friction on the primary seal, providing improved noise reduction and leak
prevention. This secondary seal can be installed to existing storm windows as required. Although the
secondary seal is designed to improve the sealing of the storm window, it is possible that in some
installations the secondary seal may actually worsen the seal or increase noise. Because of this, the
secondary seal should be considered optional and may be removed if desired.
B. Windshield Surface Seal Coating

PPG offers the Surface Seal© Coating System, which includes customized kits for coating application,
refurbishing and efficiency measurement. The DSS1040 Master Kits contain reusable equipment,
replenishable supplies for approximately 10 windshields and chemicals to coat 2 windshields. The
DSS1015 Application Kits (Kit A) contains supplies and chemicals to coat 1 windshield. The DSS1027
Master Kit Refill contains replenishable supplies to prepare approximately 10 windshields, less the
Surface Seal© preparation and coating solutions. The DSS2000 and DSS2999 Curing Kits contain
protective films and customized heating blankets.
All part number 101-384025-17/-18 and subsequent windshields have the Surface Seal© Coating
System protection applied. For inspection and application refer to the Model 1900 Airliner Series
Component Maintenance Manual, Chapter 56.
Page 1
56-10-00 Nov 1/09
WINDOWS
FLIGHT COMPARTMENT
56-10-00
200200
1. WINDSHIELD
A. Removal
(1) Cut the sealing compound free from the retainer strip and window frame.
(2) Remove the screws at the front of the windshield.
(3) Inside the flight compartment, remove the screw that secures the ground jumper wire at the
outboard corner of the windshield and detach the power supply lead from the electrothermal
windshield at the corner post. Gently push the windshield panels outward one at a time.
NOTE: During removal/cleaning of fiberglass windshield retainer frames, spacer bushings may
fall out. Retain all spacer bushings if using fiberglass windshield retainer frames. Metal
windshield retainer frames do not require the use of spacer bushings.
(4) Pull the rubber seal and rubber filler free from the window frame and channel.
(5) Scrape away any remnants of sealing compound, filler or seal that may have adhered to the
window frame.
(6) Wash the window frame and channel with solvent (14, Table 1, Chapter 91-00-00).
B. Installation
Proper performance of this procedure should ensure a stress-free windshield installation. Kit No.
101-5041-1 provides the parts and detailed instructions for installation of both windshields. Kit No.
101-5041-3 provides the parts and detailed instructions for installation of either windshield. The
windshields are not part of the kits. In the event of conflict between the procedures in this manual and
the instructions provided with the kits, the kits instructions should be followed.
Prior to installing the windshield, inspect the windshield frames for old sealer or other obstructions that
could cause the windshield to bind or seat improperly. Check all windshield mounting holes with a screw
to ensure that all nutplates are in alignment and undamaged. It is recommended that the heating
element and temperature sensor resistance of the new windshield be checked (Ref. Chapter 30-40-00,
WINDSHIELD HEATING ELEMENTS RESISTANCE CHECK).
NOTE: After mixing the sealer used to install the windshield, two people must work constantly to
complete the installation of the windshield before the sealer sets up.
(1) Mask off the exterior area around the windshields with masking tape. Mask off the nutplates by
covering the screw holes on the inside of the windshield frames with masking tape.
(2) Cover any exposed windshield glass with masking tape. Press the masking tape around each of
the countersunk holes. Cut the masking tape from the countersink of each screw hole with a sharp
knife until all masking tape has been removed from the screw holes.
(3) Trim the excess protective paper from the inside of the windshield along the raised lip.
Page 201
56-10-00 Nov 1/13
(4) Install the AN-15A bolts (10 places) through holes 5, 7 and 12 on the top and bottom and through
holes 4 and 10 on each side of the windshield (Ref. Figure 201). Tape the bolt shanks to hold them
in place with the bolt heads against the inside surface of the windshield.
(5) Fabricate four guide pins by cutting the heads from 3 inch long AN3 bolts. Insert a guide pin and
secure it in place in hole 1 at the top and bottom of the frame for each windshield half.
(6) Using the guide pins for alignment, carefully center the windshield in the frame as evenly as
possible. Check for a minimum clearance of 0.020 inch between the inside glass and the lower
frame member. If necessary, place a shim (drill rod or drill shank of sufficient diameter) between
the edge of the inside glass and the frame near the lower guide pin. Mark the location of the shim
for future reference. If the required clearance cannot be maintained, or interference between the
windshield and adjacent structure is encountered, contact Beechcraft Corporation Product
Support.
(7) With the windshield centered, use a 3 inch long straightedge to match the contour of the
windshield with that of the windshield frame. If the windshield rocks on the bolt heads, center the
windshield as evenly as possible to equalize the free play. Mark at least four places (one or more
on at least three edges) where the exterior surface of the airplane is level with the metal retaining
ring of the windshield. If there are not four places that are level, mark the places where the
contours most nearly match and identify them as high or low in inches as measured.
(8) Remove the windshield from the windshield frame. Remove the ten bolts taped to the windshield.
Remove the shims (if installed in Step (6)). Do not remove the guide pins from the windshield
frame.
(9) Using solvent (14, Table 1, Chapter 91-00-00), clean the contact surfaces of the windshield frame
and the new silicone seals. The 50-420066-341 silicone seals are to be applied to the sides and
centers of the windshield frame, the 50-420066-343 seals to the bottom and the 50-420066-345
seals to the top.
(10) Glue the silicone seals flush with the inside periphery of the windshield frame with silicone
adhesive (57, Table 1, Chapter 91-00-00). The ends of the dam material used at the corners
should be butted together snugly.
(11) The 50-420066-347 sponge rubber strips are to be applied to the sides and center of the
windshield, the 50-420066-349 strips to the bottom, and the 50-420066-351 strips to the top. Apply
a 0.25 inch wide strip of adhesive (16, Table 1, Chapter 91-00-00) to the inside periphery of the
sponge rubber strips and apply a similar strip of cement to the windshield between the screw holes
and inside periphery of the windshield where the glass thickens. Glue the sponge rubber strips to
the windshield by matching the cement strip on the rubber to the cement strip on the windshield
glass.
(12) Trim the sponge rubber strips on the ends so that the ends are butted against each other. Trim the
outer edge of the sponge rubber strips until a 0.064 inch overlap is maintained around the
periphery of the windshield.
(13) Fabricate a hollow drill by sharpening one end of a piece of steel tubing with an inside diameter of
0.064 inch. Cut the tubing to the proper length. Fabricate a drill bushing from a 2 to 3 inch length of
aluminum tubing having an outside diameter that will fit freely into the screw holes in the
windshield and an inside diameter sufficient for insertion and rotation of the drill tube just
fabricated. Insert the fabricated drill and bushing into a screw hole of the windshield to ensure that
the drill will not bind in the windshield mounting holes.
Page 202
Nov 1/13 56-10-00
(14) Using the hollow drill with a block of wood as a backup, drill out all the screw mounting holes
through the sponge rubber strips. It may become necessary to punch out the accumulated rubber
from inside the drill.
(15) Mix approximately 1,200 grams of sealer (38, Table 1, Chapter 91-00-00) in accordance with the
manufacturer's recommendations. Apply a 0.25 inch deep bead of sealer around the periphery of
the windshield frame in the valley between the silicone rubber seals and the frame.
CAUTION: Fiberglass windshield retainer frames require spacer bushings to prevent attaching
screws from collapsing the fiberglass frame on installation, which may cause the
windshield to crack some time later. Metal windshield retainer frames do not require
the use of spacer bushings.
(16) Using the guide pins installed in Step (5) for alignment, carefully position the windshield in the
frame. Replace the shims removed in Step (8) between the windshield and frame. The shims are
to remain in place until the sealer is completely cured. Start, but do not tighten, all screws in the
open mounting holes. To facilitate installation of the screws through the rubber seals, lubricate all
the screw threads with liquid soap. When installing the screws, carefully note the depth to which
the screws penetrate the frame before actually entering the nut plate. In areas where the
windshield will remain high after installation, screws with a longer grip length will be required. This
can be gaged by visually comparing the amount these screws protrude above the frame after the
marked screws are tightened. As a general rule, holes where the windshield is more than
1/16-inch above contour will require the longer screws.
(17) Tighten the screws at the locations marked in Step (7) until the windshield is positioned for the
contour match as marked. Do not tighten any of the remaining screws.
(18) Remove the guide pins and install screws in the guide pin holes. Tighten all screws only
sufficiently to seat the screw heads in the countersunk holes of the retainer. Do not tighten the
screws as this could create stress by pulling the windshield tighter into the frame. After these
screws have been seated into the countersinks, the screws tightened in the previous Step should
still be seated and snug against the retainer.
(19) Mask off all screw heads with masking tape and smooth and fair the sealer between the
windshield and windshield frame. Liquid soap may be used to facilitate smoothing the sealer.
Remove the masking tape and clean up the area when the smoothing and fairing process has
been completed.
NOTE: Following windshield replacement, the aircraft may continue operation Unpressurized,
while the sealer achieves a final cure. To allow continued operation, prior to final cure
follow Step (20) without deviation, otherwise proceed to Step (21).
(20) The sealant must be in a setting stage (usually 1 to 2 hours after application). Ensure adjacent
surfaces are clean and free of any oily film and apply aluminum speed tape (187, Table 1, Chapter
91-00-00) as follows:
CAUTION: The 2 inch wide tape must be applied evenly, centered on the seal. This refers to the
seal between the windshield frame and the airframe. By following this procedure the
tape cannot come in contact with the windshield glass. Under no circumstance must
the tape be allowed to contact the windshield glass.
(a) Adhere the tape evenly paying particular attention to edge sealing.
Page 203
56-10-00 Nov 1/13
NOTE: Flight altitude temperatures may be different than ground or hanger temperatures
and must be considered when calculating cure time requirements. The aircraft can
be pressurized and tape removed when the appropriate cure time has been
achieved.
CAUTION: Do not attempt to pressurize the cabin or tighten the screws until the sealer has
completely cured.
(b) When sealant cure time is achieved, proceed to Step (22) to complete the windshield
installation.
NOTE: For every 10°F rise in temperature above 77°F, reduce the cure time by half; for
every 10°F below 77°F, double the cure time.
The cure time of the sealer can be accelerated through the use of heat lamps or
circulation of warm air. Do not allow the temperature to exceed 140°F.
(21) Allow sealer (38, Table 1, Chapter 91-00-00) to cure for 30 hours or more as required at an
ambient temperature of 77°F, at 50% humidity.
(22) After the required cure time has elapsed, torque the windshield mounting screws to 20 inch
pounds. After torquing, check all screws to ensure the countersunk heads are properly seated and
that all screws are tight. If shims were used between the windshield and frame, remove them and
fill the gap with sealer.
(23) Touch-up paint in the windshield area as required. Paint the windshield retainer in the following
manner:
CAUTION: Never use aluminum foil to mask electrothermal windshields during painting. Most
metal brighteners will combine with aluminum to form a hydrogen gas that corrodes
the stannous oxide used as an antistatic coating on the windshields.
(a) Mask the windshield and surrounding structure with paper or pasteboard masking material.
(b) Remove the old paint with paint stripper (8, Table 1, Chapter 91-00-00).
(c) Sand the windshield retainer with 120 to 280 grit paper to remove the original anodized
coating.
(d) Clean the sanded retainer with solvent (14, Table 1, Chapter 91-00-00) to remove any
residue.
(e) Prime the retainer with primer (5, Table 1, Chapter 91-00-00).
(f) Paint the windshield retainer with the appropriate color urethane paint (6, Table 1, Chapter
91-00-00).
(24) Attach the ground jumper wire at the outboard corner of the windshield and connect the power
supply lead at the windshield corner post.
Page 204
Nov 1/13 56-10-00
Figure 201
Windshield Installation
Page 205
56-10-00 Nov 1/13
2. WINDSHIELD WEATHER SEAL INSPECTION AND REPLACEMENT
A. Seal Inspection
Inspect the weather seal between the glass and windshield retainer at the intervals specified
(Ref. Chapter 05-20-00, CONTINUOUS INSPECTION SCHEDULE).
(1) Turn off all electrical power to the airplane.
NOTE: The entire weather seal should be inspected to determine if it is well bonded to glass and
retainer surfaces. If there is evidence that portions of the seal can be lifted with finger or
spatula pressure, the seal must be repaired or replaced. If the Hump Seal is damaged, a
temporary repair (good for 7 days) can be made. This temporary repair will allow the
operator to fly the airplane until it can be scheduled into maintenance such that either the
hump seal repair or hump seal replacement can be carried out. Refer to the TEMPORARY
HUMP SEAL REPAIR procedure. It is essential that repairs are made as needed to
ensure maximum windshield service life.
(2) Thoroughly inspect the weather seal for debonding, cracks, or deterioration. Particular attention
should be given to areas eroded by the wiper blades along the top and bottom of the windshield.
To ensure the windshield is serviceable if the seal is damaged or debonded, refer to WINDSHIELD
REPLACEMENT CRITERIA for moisture damage. If no moisture damage is noted you may either
repair or replace the hump seal. Refer to Step (3) below.
NOTE: Weather seals made from silicone material must be repaired with sealer (38, Table 1,
Chapter 91-00-00). Weather seals made from polysulfide material must be repaired with
sealer (124, Table 1, Chapter 91-00-00). It is easy to distinguish the difference between
the seal material used. The silicone seal will be flush with the windshield and the frame
surface and will appear translucent white or a milky color. The polysulfide seals will be
humped over the seal area and appear either gray or black depending on the date of
manufacture.
(3) To repair silicone seals, refer to SILICONE SEAL REPAIR. Replace the hump seal using Seal Kit
No. 101-5172-1 (LH) or -2 (RH), or repair (Ref. HUMP SEAL REPAIR/REPLACEMENT).
NOTE: It is acceptable to repair or replace existing gray or black hump seals, or to replace gray
hump seals with black hump seals on all 1900 Airliner models except for some very old
models that do not have the latest windshield design. All hump seals are to be installed
per kit instructions.
B. Silicone Seal Repair

CAUTION: To prevent scratches, nicks, or cracks to the windshield, do not use a metallic scraper
when removing old sealant material.
(2) Carefully remove any damaged or deteriorated sealant.
(3) Clean the damaged area of the seal with solvent (54, Table 1, Chapter 91-00-00). Wipe with a
clean, dry cloth before the solvent evaporates.
Page 206
Nov 1/13 56-10-00
(4) Apply sealer (38, Table 1, Chapter 91-00-00) to the damaged area until flush with the existing
surface and overlapping the windshield and retainer by 0.125 to 0.250 inch. Smooth sealer to
match the original contour. Liquid soap may be used to smooth sealer.
NOTE: At 75°F with 50% relative humidity, sealer (38, Table 1, Chapter 91-00-00) is tack free in 8
hours. Cure time is 30 hours. For every 10°F rise in temperature (to a maximum of 140°F)
the cure time is cut in half. For every 10°F decrease the cure time is doubled.
(5) Allow the sealer to cure before flight or perform Step (20) of WINDSHIELD INSTALLATION.
C. Temporary Hump Seal Repair (UB-1 thru UB-74 and UC-1 thru UC-174)
NOTE: This is a temporary hump seal repair and may be used for a maximum of 7 days. After which
time, a permanent repair must be accomplished.
The aluminum speed tape should be only wide enough to ensure full coverage over the
channel between the glass and the frame to prevent the ingression of moisture.
(1) Apply aluminum speed tape (187, Table 1, Chapter 91-00-00) to the outside periphery of the
windshield. There are no tape length limitations.
D. Hump Seal Repair/Replacement

NOTE: This procedure applies to installed windshields that have hump seals as the primary weather
seal between the glass and retainer. The seals will be either gray or black depending on the
date of manufacture.
CAUTION: To prevent scratches, nicks or cracks to the windshield, use extreme care if using
metallic tools to remove old sealant material.
(2) Apply masking material to the outer surface of the windshield leaving 1 1/2 inches of exposed
glass along the glass edge interface.
CAUTION: Extreme care must be taken if removing sealant along the bottom of the windshield.
Antistatic grounding tabs are located as shown (Ref. Figure 202).
Be careful not to abrade or scratch the outer glass ply surface with the Scotch-Brite
pad or sandpaper.
(3) With a single-edge razor blade held at a very shallow angle, carefully remove any damaged or
deteriorated sealant. This can be made easier by slightly bending the razor blade at the center to
ensure the corners do not scratch or cut into the outboard glass surface. All sealant can be
removed from the windshield surface with the razor blade. The small amount of sealant that
remains on the retainer can be removed using: 80 grit sandpaper on fiberglass frames, or a
Scotch-Brite pad (150, Table 1, Chapter 91-00-00) soaked in solvent (30, Table 1, Chapter
91-00-00) on metal frames. Clean a small area at a time, followed by alcohol rinse (30, Table 1,
Chapter 91-00-00), then dry with a clean cloth. Discard soiled cloths regularly to prevent
redepositing contaminants. Sealant in the gap between the windshield and retainer does not need
to be removed and it is permissible to leave a small amount of sealant on the antistatic tabs.
CAUTION: In Step (4), ensure a slurry is maintained. Rubbing the windshield with dry cleanser
will scratch the windshield.
Page 207
56-10-00 Nov 1/13
(4) Soak cheese cloth with water and using a slurry of cleanser (149, Table 1, Chapter 91-00-00) and
water, polish the glass surface by hand only in the repair area where the seal material will be
applied until a water-break free surface is observed (a water-break free surface completely wets or
sheets over the glass with no sign of drawing up into droplets showing dry areas in between).
Achieving a water-break free surface is critical to insure adhesion of sealant to the outer glass
surface.
(5) After a water-break free surface is obtained, clean the entire area with solvent (30, Table 1,
Chapter 91-00-00) and allow to air dry.
(6) Mark the retainer in the repair area to match the outer edge of the remaining seal and mark the
windshield in the repair area to match the inner edge of the remaining seal. Apply 1 inch masking
tape along the marks on the retainer and along the marks on the windshield (you may use several
layers of tape to form an edge to guide the hump seal forming tool). The area left open should
match the original area where the hump seal was. Ensure the remaining area of glass (daylight
opening) is masked to protect the glass surface during the repair operation.
(7) Wet a piece of clean cheese cloth with primer (151, Table 1, Chapter 91-00-00) and in one
smooth, continuous motion apply a thin coat of primer to the surface of the windshield and
retainer. The primer should dry clear. If a haze, or streaks appear, repeat Steps (3) thru (6) and
apply primer.
(8) Mix sealant (124, Table 1, Chapter 91-00-00) per manufacturers instructions. Using a plastic
spatula, apply sealant to repair area.
(9) Using the hump seal tool (make from 2 inch plastic spatula or equivalent by filing the contour of the
original hump seal into the flat edge), form the hump seal, matching the contour of the existing
weather seal as closely as possible.
(10) Blend the ends of the repair area to match the existing seal by rubbing very lightly with a cellulose
sponge saturated with water.
(11) After the seal is formed, immediately remove the 1 inch masking tape while the sealant is wet.
(12) Smooth the surface of the sealant by rubbing the surface of the sealant very lightly and briskly with
a cellulose sponge saturated with water.
(13) Allow sealant to cure. Cure time reference is based on 75°F and 50% relative humidity. For every
10°F to 15°F rise in temperature (to a maximum of 140°F), the cure time is cut in half. For every
10°F to 15°F decrease in temperature, cure time is doubled. Sealant (124, Table 1, Chapter
91-00-00) is tack free in 8 hours; full cure time is 30 hours.
(14) After sealant is cured, remove masking and clean as necessary. Inspect for voids and repair as
necessary.
3. WINDSHIELD
A. Replacement Criteria
The electrically heated laminated glass windshield is subject to a gradual process of delamination due
to the effect of chemical action and differentials of temperature and pressure incurred during
pressurized flights at varying altitudes and under varying weather conditions. This delamination is not
detrimental to the structural integrity of the windshield, although it may significantly decrease visibility or
the deicing capability of the windshield. Beyond certain limits, either of these effects will require the
Page 208
Nov 1/13 56-10-00
replacement of the windshield. The following information is provided to evaluate the condition of the
windshield. Refer to the 1900 Airliner Series Airworthiness Limitations Manual P/N 129-590000-133,
Chapter 04-00-00, CRACKED OR SHATTERED WINDSHIELD.
.
(1) Visibility Impairment: Replace the windshield when areas of delamination are enlarged to the
point of impairing vision, whether or not these areas extend to the edge of the glass. Smaller
delamination appearing as bubbles is no cause for concern. The rate of growth of delaminated
areas should be used as a guide for scheduling windshield replacement.
(2) Heating Impairment Limits: Replace the windshield when the lost heating area exceeds 1/4 to
1/3 of the total heated area.
(3) Cracked Glass:
(a) Applicable to P/N 114-384020-3/4/5/6 Both glass plies are chemically strengthened and are
structural plies. Depending on the stress level on the glass at the time of fracture, the break
pattern will generally be of relatively large size fragments adhered to the interlayer. Refer to
the 1900 Airliner Series Airworthiness Limitations Manual P/N 129-590000-133, Chapter
04-00-00, CRACKED OR SHATTERED WINDSHIELD.
(b) Applicable to P/N 101-384025-(all dash numbers) If the outboard glass ply should fracture,
the break pattern will generally be of relatively large in size fragments adhered to the
interlayer. If the inboard glass ply should fracture, the break pattern will generally be of small
size fragments adhered to the interlayer. Refer to the 1900 Airliner Series Airworthiness
Limitations Manual P/N 129-590000-133, Chapter 04-00-00, CRACKED OR SHATTERED
WINDSHIELD.
(c) Cracking of the interlayer is usually located in the PPG112 interlayer. Cracking is caused by
moisture attacking the interlayer and causing the interlayer to degrade. The manufacturer
recommends the same criteria be used for this defect as is currently applied to delamination.
(4) Scratches:
(a) Applicable to P/N 114-384020-3/4/5/6 Scratches or nicks on either surface as deep as

0.005 inch are considered acceptable as long as vision is not seriously impaired. Scratches
deeper than 0.005 inch require the windshield to be replaced. Refer to the 1900 Airliner
Series Airworthiness Limitations Manual P/N 129-590000-133, Chapter 04-00-00,
CRACKED OR SHATTERED WINDSHIELD.
(b) Applicable to P/N 101-384025-(all dash numbers) There are no limits on these defects for
this part numbered windshields as long as vision is not seriously impaired. Refer to the 1900
Airliner Series Airworthiness Limitations Manual P/N 129-590000-133, Chapter 04-00-00,
(5) Glass Adhesion Chips: Glass adhesion chips can occur on the inboard surface of the outer ply,
or the outboard surface of the inner ply. Chips are caused by the vinyl interlayer pulling glass out
of the glass surface and usually form at or near the glass edge. The chip will continue to
expand/propagate until the stress that caused the chip is relieved. A chip in a non-structural ply is
not cause for windshield replacement unless vision is seriously impaired. A chip in a structural ply
causes major glass strength reduction, and is cause for windshield replacement. Refer to the 1900
Airliner Series Airworthiness Limitations Manual P/N 129-590000-133, Chapter 04-00-00,
Page 209
56-10-00 Nov 1/13
(6) Moisture Damage: The primary cause of moisture ingress is a deteriorated weather seal.
Moisture ingress caused by a deteriorated weather seal will eventually lead to one or all of the
following windshield degradation modes:
(a) Delamination between the glass and PVB interlayer (Separation between glass and
interlayer characterized by a separation line with a different reflection characteristic on each
side of the line). (Ref. Visibility Impairment).
(b) Corrosion of the bus bar - heating wire junctions (black spots at the bus bar - heating wires
interface).
(c) Failure of the electric heating system (lost heating area exceeds 1/4 or 1/3 of the total heated
area). (Refer to Heating Impairment Limits).
(d) Outer glass ply fracture (Ref. Cracked Glass).
If the windshield is severely degraded due to any or all of the above conditions, the useful
service life is limited and is cause for windshield replacement. Refer to the 1900 Airliner
Series Airworthiness Limitations Manual P/N 129-590000-133, Chapter 04-00-00,
4. ANTISTATIC TAB
A. Installation (Aluminum Frames)

NOTE: Kit No. 90-5048-1S provides the parts to install two new removable type antistatic tabs on the
removable or bonded tab windshields.
(1) Remove the existing antistatic tab from windshields that have removable tabs (Ref. Figure 202).
Clean the windshield glass with solvent (30, Table 1, Chapter 91-00-00). A wood or plastic scraper
may be used to aid in removing the sealer.
(2) Center the new antistatic tab on the mark on the windshield retainer that tested 100 megohms or
less in ten different locations. A 0.59 inch section of the antistatic tab must cover the windshield
glass. Mark the antistatic tab top end at a point 0.5 inch from the outer side of the windshield
retainer. Drill a 0.098 inch diameter hole through each side of the tab (Ref. Figure 203).
(3) Using the two holes drilled in the antistatic tab as a guide, mark the windshield retainer.
(4) Drill two 0.0935-inch diameter holes at the marks on the windshield retainer. Vacuum the area to
remove the debris created by the drilling operation.
(5) Tap the two holes in the windshield retainer with a No. 4-48 flat bottom tap.
NOTE: If the windshield frame is buffed, buff the antistatic tabs before installation.
(6) Attach the antistatic tab to the windshield with two MS35207-212 screws furnished with the kit.
Mask off the antistatic tab with masking tape so that, when the tab is removed, the periphery of the
tab location will be outlined by the tape. Remove the antistatic tab and lightly sand the bottom end.
Sand the windshield retainer until bare metal is exposed.
Page 210
Nov 1/13 56-10-00
(7) Clean inside the masked off area with solvent (30, Table 1, Chapter 91-00-00) and apply a strip of
electrical conductive tape (143, Table 1, Chapter 91-00-00) approximately 1.125 inches long.
Center the tape in the masked off area. Install 0.47 inch of the conductive tape on the windshield
glass (Ref. Figure 203). Press the electrical conductive tape down with finger pressure only.
(8) Clean the bottom surface of the antistatic tab and the top surface of the electrical conductive tape
with solvent (30, Table 1, Chapter 91-00-00). Apply an electrical conductive sealant, such as
sealer (144, Table 1, Chapter 91-00-00), to the top surface of the electrical conductive tape.
(9) Install the antistatic tab on the windshield retainer, sealant should flow from under the edges of the
tab. If the sealant does not flow out around the tab, remove the tab and apply additional sealer.
NOTE: Do not press on top of the tab in an attempt to squeeze out the sealer.
(10) Remove tape from around the antistatic tab and allow sealant to cure as recommended by the
product instructions.
(11) Mask off the four sides of the tab, leaving 0.0937 inch clearance between the edge of the masking
tape and the edge of the tab. Mask off the top surface of the antistatic tab. Do not mask the area
between the masking tape and the tab.
(12) Apply adhesive (145, Table 1, Chapter 91-00-00) or equivalent to the four sides of the antistatic
tab to provide a weather seal. Remove the masking tape and allow the adhesive to cure as
recommended by the manufacturer’s instructions.
(13) If necessary, paint the antistatic tab to match the finish on the windshield retainer frame. Do not
buff the tab after installation on the airplane.
(14) Clean the windshield (Ref. 56-00-00, CLEANING WINDSHIELDS).
Page 211
56-10-00 Nov 1/13
Figure 202
Windshield Antistatic Tab
Figure 203
Windshield Antistatic Tab Installation
Page 212
Nov 1/13 56-10-00
5. WINDSHIELD ANTISTATIC COATING AND TAB
A. Inspection (Aluminum Frames)

Inspect the electrically heated windshields as specified in Chapter 05-20-00.
(1) Turn off all electrical power and disconnect the battery.
(2) Clean the exterior of the windshield glass with solvent (30, Table 1, Chapter 91-00-00).
CAUTION: To prevent damage to the windshield, refer to CLEANING WINDSHIELDS in

56-00-00.
NOTE: A megometer capable of reading 100,000,000 ohms (100 megohms) will be required for
the following inspection.
(3) Set the megometer range dial on 100M and adjust the needle reading to zero.
(4) If necessary, the finish may be removed from a spot on the windshield frame to expose bare metal
to be used as a ground point.
(5) Attach one test lead to the bare metal on the windshield frame. Attach the other test lead to a
copper wire mesh pad, such as a Brillo scrub pad.
(6) Contact the windshield glass with the wire mesh pad. Check the meter reading. If the meter
reading is 0 to 100 megohms in at least 10 different locations, no further action is required. If the
finish was removed from a spot on the windshield frame for this test, repaint the spot to match the
surrounding finish.
NOTE: Resistance between the windshield and windshield frame should not exceed 100
megohms. Consistency in the readings is desirable.
(7) If the megometer reading is more than 100 megohms, proceed with the following Steps:
NOTE: Do not remove the windshield from the airplane as a result of this inspection. Contact the
Customer Support Department of Beechcraft Corporation for consultation.
(8) If some of the readings were more than 100 megohms, draw a diagram noting the locations of the
excessive readings, and contact the Customer Support Department of Beechcraft Corporation for
consultation.
(9) If all the megometer readings were more than 100 megohms, perform the following antistatic tab
inspection Steps:
(a) Remove the megometer test lead from the wire mesh pad.
(b) Place the megometer test lead on the windshield glass within 0.50 inch of the antistatic tab.
Do not press down on the antistatic tab during this inspection.
(c) If the meter reading is 10 megohms or less as the lead is drawn around the antistatic tab, the
antistatic tab is providing sufficient electrical continuity between the windshield retainer and
the antistatic coating on the windshield glass. If the meter reading is more than 10 megohms,
continue with the following Steps.
Page 213
56-10-00 Nov 1/13
NOTE: During the following test, ensure that the hands and body are completely insulated
from the airplane, windshield, and meter probes. If more than one antistatic tab is
installed, check each tab.
(d) Connect the meter test leads to wire mesh pads. Place one pad within 0.50 inch of the
antistatic tab. Place the other wire mesh pad in 10 different locations on the windshield and
note the resistance readings. If the 10 resistance readings are 100 megohms or less, a new
antistatic tab must be installed.
(10) If intermittent readings of 100 megohms or less were indicated, repeat Step (9). If all resistance
readings were more than 100 megohms, proceed with the following Steps:
(a) Move the megometer test lead and pad approximately four inches away from the edge of the
antistatic tab and within 0.25 inch of the windshield retainer. Hold the pad stationary on the
windshield glass.
(b) Place the other pad and test lead in 10 different locations on the windshield and note the
resistance readings.
(c) Place a mark on the windshield retainer in the vicinity of the stationary pad. At the mark, write
the number of resistance readings that were 100 megohms or less. If all ten resistance
readings were 100 megohms or less, install a new antistatic tab. Center the new tab on the
mark made on the windshield retainer.
(d) If ten resistance readings of 100 megohms or less were not found, move the ohmmeter test
lead approximately four inches from the previous test point and take an additional ten
resistance readings with the wire mesh pad. The other ohmmeter test lead must remain
within 0.25 inch if the windshield retainer.
(e) Connect the meter test leads to wire mesh pads. Place one pad within 0.50 inch of the
antistatic tab. Place the other wire mesh pad in 10 different locations on the windshield and
note the resistance readings. If the 10 resistance readings are 100 megohms or less, a new
antistatic tab must be installed.
NOTE: If meter readings of 100 megohms were not indicated at any test point, do not
remove the windshield from the airplane until contacting the Customer Support
Department of Beechcraft Corporation for consultation.
(11) Restore electrical power as required.
B. Coating Inspection (Lightweight Fiberglass Frame)

The electrically heated windshields are to be inspected at the interval specified in Chapter 05-20-00.
This inspection may be accomplished as follows:
(1) Turn off all electrical power and disconnect the battery.
(2) Clean the exterior of the windshield glass with solvent (30, Table 1, Chapter 91-00-00).
CAUTION: In order to avoid damaging the windshield, use extreme care when cleaning the
windshield glass and performing this inspection. Do not remove the windshield from
the airplane.
Page 214
Nov 1/13 56-10-00
(3) Open the nose avionics compartment access door and locate a suitable location to serve as a
grounding point for the volt-ohmmeter test lead.
NOTE: A megometer capable of reading 100,000,000 ohms (100 megohms) will be required for
the following inspection.
(4) Set the range dial on the meter to 100M and adjust the reading needle to zero.
(5) Attach one meter test lead to the ground point inside the nose avionics compartment. Attach the
other test lead to a copper wire mesh pad, such as a Brillo scrub pad.
(6) Contact the windshield glass with the wire mesh pad. Check the meter reading. If the meter
reading is 0 to 100 megohms in at least ten different locations, no further action is required.
NOTE: Resistance between the windshield and ground should not exceed 100 megohms.
Consistency in the readings is desirable.
(7) If the meter reading is more than 100 megohms, check the connection between the anti-static bus
bar and ground. If the connection is not secured properly, or if it is corroded, use appropriate
measures to repair the connection. If the connection is good, the anti-static coating on the
windshield is no longer functioning properly. The windshield must be removed in order to have it
coated or replaced.
(8) Restore electrical power as required.
6. BONDED ANTISTATIC TAB
A. Repair (Aluminum Frames)

Inspect the electrically heated windshields as specified in Chapter 05-20-00.
(1) Tape off an area around the fiberglass cover tab. The area should be large enough to protect the
glass and contain excessive sealant flow.
(2) Using a plastic wedge, gently pry the fiberglass tab away from the windshield surface. Do not
disconnect the tab from the metal edge attachment.
(3) Fold the fiberglass cover tab back over the metal edge attachment and tape it down out of the
work area.
(4) Using a plastic wedge, pry the copper tab away from the windshield surface. Do not break or sever
the braided wire attaching the copper tab. Tape the tab out of the work area.
(5) Gently scrape the sealant from the windshield surface with the plastic wedge.
(6) Remove any residual sealant by rubbing the area with a soft cloth dampened with solvent
(14, Table 1, Chapter 91-00-00). The glass may exhibit some staining that cannot be removed;
however, it is not detrimental to the tape bond.
(7) Using a 40 watt pencil type soldering iron, melt the solder attaching the copper tab to the braided
wire and separate the wire from the tab.
(8) Cut a piece of copper foil tape (146, Table 1, Chapter 91-00-00) 1/2 inch long.
Page 215
56-10-00 Nov 1/13
(9) Remove the tape backing, being careful not to contaminate the adhesive with body oils or dirt.
Place the copper tape over the area originally used for tab bonding. Rub the tape down to the
surface of the windshield with a plastic wedge.
(10) Position a section of wire solder on the center of the copper tape (installed in the previous Step).
Apply the tip of the pencil soldering iron to the solder just long enough to melt a puddle of solder
with a maximum diameter of 1/8 inch. Remove the soldering iron and the solder simultaneously.
(11) Using tweezers or some other suitable tool, hold the braided wire to the top of the solder spot.
Apply the tip of the soldering iron to the braided wire at the solder spot. Remove the soldering iron
as soon as the solder has blended with the braided wire.
(12) Remove any excess flux with a cotton swab dampened with solvent (14, Table 1, Chapter
91-00-00). Wipe the interior of the taped-off area with solvent (30, Table 1, Chapter 91-00-00).
CAUTION: Use only minimal amounts of solvent and isopropyl alcohol, as either could destroy
the adhesive bond of the copper tape.
(13) Thoroughly clean the bond surface of the fiberglass cover tab with solvent (30, Table 1, Chapter
91-00-00). Using a cotton swab, apply a moderate coat of primer (147, Table 1, Chapter 91-00-00)
to the bond surface of the fiberglass cover tab. Allow the primer to dry for approximately two
minutes.
(14) Apply a 1/16 to 1/8 inch thick layer of electronic grade silicone rubber (148, Table 1, Chapter
91-00-00) over the copper tab and inner boundaries of the taped off area.
(15) Fold the fiberglass cover tab back to its original position and tape it in place. Apply sufficient
pressure to the cover tab with the tape to assure a weather-proof seal. Allow the sealant to cure for
24 hours before removing the tape.
(16) Remove excessive sealant flow from the tape by gently rubbing it with a plastic wedge. After the
excessive sealant has been removed, remove the tape.
(17) Clean the windshield (Ref. 56-00-00, CLEANING WINDSHIELDS).
Page 216
Nov 1/13 56-10-00
7. FLIGHT COMPARTMENT SIDE WINDOW
A. Removal
(1) Remove the headliner from its retainer strip at the top of the window.
NOTE: If the RH window frame is to be removed, remove the screws from the RH circuit breaker
panel and move it slightly away from the upholstery before removing the upholstery panel
from its retainer.
(2) Remove the upholstery panel from its retainer strip at the bottom of the window frame.
(3) Remove the attaching screws from both the upper and lower retainer strips and remove the
retainer strips (Ref. Figure 204).
(4) Remove the bolts and washers from the storm window stop and remove the stop.
(5) Work the plastic window frame away from the airplane structure.
NOTE: The inner window will be removed along with the window frame. If the inner window
requires removal, it may be pressed out of its retaining groove in the plastic window frame
with hand pressure.
(6) Remove the screws from the outer window retainer and remove the retainer.
(7) Carefully remove the outer window from the airplane.
(8) Clean all residual sealer from the inner retainer ring and the outer window frame.
B. Installation
WARNING: Because of manufacturing variables, there may be some dimensional variation in
the flight compartment side window cutouts. These cutouts may be somewhat
larger than standard on some airplanes. A window with standard dimensions must
not be installed in an oversize cutout because the milled shoulder on the standard
window will not be sufficient to assure structural integrity. To determine the correct
replacement window, measure the originally installed window (Ref. Figure 205).
(1) Apply sealant (124, Table 1, Chapter 91-00-00) around the periphery of the side window frame.
(2) Install a new 90-380030-3 seal around the rim of the window with the sealing ridges on the
outboard side of the window. All surfaces of the seal must lay flat against the window when
installed (Ref. Figure 204).
(3) Position the window in the outer window frame. Ensure that the window is centered in the frame.
(4) Install the metal retainer ring and secure it with the attaching screws.
CAUTION: Use care not to cut or scratch the window pane when cutting away center portion of
window seal.
(5) Using a single-edge razor blade, carefully cut away the center portion of the window seal covering
the outer surface of the window pane. Cut the seal flush with the cutout in the airplane skin.
Page 217
56-10-00 Nov 1/13
(6) Remove the protective paper from the outer window pane. Thoroughly clean the outer window
pane and the inner window.
(7) If necessary, place the inner window in the groove in the plastic window frame and snap it into
place with hand pressure.
(8) Install the plastic window frame in place around the side window. Position the upper and lower
upholstery retainer strips in place on the window frame and secure each with the attaching screws.
(9) If necessary, install the RH circuit breaker panel and secure it with the attaching screws.
(10) Install the upholstery panel and the headliner in their respective retainer strips.
8. WINDOW ATTACH FRAMES
A. Inspection and Repair

(1) Press on the cabin windows and the flight compartment side windows from the outside of the
airplane. If no movement is observed, no further action will be required. If there is an indication of
looseness, proceed as indicated in the following Steps.
(2) Remove each loose window as indicated in the preceding portions of this chapter.
(3) With the frame pressed back against the outer skin, drill 0.098 inch diameter holes through the
frame and skin at a distance of 0.20 inch from the edge of the frame with a No. 40 drill. Drill the
holes 6 inches apart in the areas where the frame has separated from the skin.
(4) Countersink the holes 100 degrees on both sides. The holes on the frame assembly side need be
countersunk only enough to hold the frame in place while the epoxy adhesive dries and the rivet
butts are made flush.
(5) Pry the frame and skin apart enough to sand their mating surfaces with 380-grit sandpaper until all
the adhesive is removed.
CAUTION: Pry the frame and skin apart only enough to permit repair. Any attempt to break the
two free from one another may result in damage to either or both.
(6) Clean the mating surfaces with solvent (17, Table 1, Chapter 91-00-00) and a clean cloth until all
the residue of adhesive is removed.
(7) Mix epoxy adhesive (93, Table 1, Chapter 91-00-00) in accordance with the manufacturer's
directions and apply it onto the mating surfaces (Ref. Figure 204).
(8) Install NAS1097 rivets and flatten the rivet butts enough to fill countersink.
(9) Flush the rivet butts to the frame assembly and remove all the excess epoxy adhesive with
naphtha and a clean cloth.
(10) Install the windows as outlined in the preceding portions of this chapter.
Page 218
Nov 1/13 56-10-00
Figure 204
Flight Compartment Side Window Installation
Page 219
56-10-00 Nov 1/13
Figure 205
Flight Compartment Side Window
9. STORM WINDOW
A. Inspection
(1) Inspect storm window (1) for cracks or crazing of the surface (Ref. Figure 206).
(2) Check latch assembly (11), hinge halves (2 and 16) and hold open detent (17) for proper
operation.
(3) Inspect the primary (4) and secondary (optional) (3) seals for deterioration and proper fit to the
frame and storm window (1).
(4) Check the adjustment of the storm window. There should be no wind noise or water leakage.
(5) Inspect the storm window frame for evidence of corrosion or trapped water.
B. Removal
(1) Open storm window (1) until the hold open detent (17) engages (Ref. Figure 206).
(2) Remove screws (5), washers (6), nuts (7) and gasket (19) from storm window (1) and storm
window hinge half (2). Remove the storm window from the airplane.
(3) If the hinge assembly is to be removed, remove bolts (18) securing hinge (16) to the airplane
structure and remove the hinge.
(4) If the storm window is to be replaced with a new window, remove capnuts (15), washers (14) and
screws (13) from latch assembly (11). Remove the latch assembly and gasket (12) from the storm
window.
Page 220
Nov 1/13 56-10-00
C. Installation and Adjustment

(1) Inspect storm window (1), primary seal (4) and the optional secondary seal (3) for condition.
Replace as necessary (Ref. Figure 206).
(2) If storm window (1) is being replaced with a new window, install rubber gasket (12) and latch
assembly (11) on the window with attaching screws (13), washers (14) and capnuts (15). Do not
overtighten.
(3) If the storm window frame hinge half (16) was removed, position the hinge half onto the airplane
structure and secure with three attaching bolts (18).
CAUTION: When attaching the acrylic storm window to the hinge half (2), torque the attaching
screws 2 to 4 inch-pounds above the torque required to turn the nut with the screw.
Exceeding the recommended torque values will cause the window to crack at the
hinge attaching points.
(4) Position gasket (19) and storm window (1) on window hinge half (2) and install the five attaching
screws (5), washers (6) and nuts (7). Torque the screws 2 to 4 inch-pounds above that required to
turn the nut with the screw.
(5) Close and latch the storm window.
(6) If primary seal (4) is the only seal installed, inspect storm window (1) for a tight fit against the
window frame seal. If both primary and optional secondary (3) seals are installed, inspect the
storm window by observing that both seals fit tightly together.
(7) Adjust the hinge assembly along the three slotted holes, in hinge half (16), as required to achieve
an effective seal or to allow the window to be closed and latched without undue force. If the
adjustment is at the end of its travel, the slots in the hinge assembly may be lengthened slightly
until the window can be closed and latched without undue force. The window should be positioned
in the center of the cutout in the skin.
(8) With the storm window closed and latched, pour water on the outside of the window. From inside
the cockpit, check the lower edge of the storm window for leaks.
(9) If leaks are found, repeat Steps (7) and (8) and then perform the STORM WINDOW STOP
ADJUSTMENT procedure.
10. STORM WINDOW PRIMARY SEAL
A. Removal
(1) With storm window (1) opened or removed, remove the primary seal (4) and adhesive from the
window frame.
(2) Remove any remnants of the seal or adhesive from the window frame.
B. Installation
(1) Ensure the storm window frame is completely free of any traces of old adhesive.
Page 221
56-10-00 Nov 1/13
(2) Apply adhesive (16, Table 1, Chapter 91-00-00) to the storm window primary seal (4) in the area it
will contact the window frame and to the mating area of the window frame (Ref. Figure 206). Allow
the adhesive to dry until tacky.
(3) Install the storm window primary seal (4). Ensure that the seal fits flush against the storm window.
Press the seal firmly to bond the seal to the window frame.
(4) After the adhesive has completely cured, perform the STORM WINDOW INSTALLATION AND
ADJUSTMENT procedure in this section.
11. STORM WINDOW SECONDARY SEAL
A. Removal
(1) Perform the STORM WINDOW REMOVAL procedure in this section.
(2) Completely remove secondary seal (3) and adhesive from storm window (1). Ensure the window is
completely free of any traces of seal or adhesive (Ref. Figure 206).
B. Installation (Optional)
(1) Clean the perimeter of the storm window (1) (Ref. Figure 206) using solvent (54, Table 1, Chapter
91-00-00).
(2) Using a cloth that is dry and clean, wipe the cleaned area dry before the solvent has evaporated.
NOTE: Do not exceed a total adhesive thickness of 0.25 inch.
(3) Apply adhesive (185, Table 1, Chapter 91-00-00) to the secondary seal (3) and the cleaned area
of storm window (1).
(4) Install storm window secondary seal (3) on storm window (1), ensure the seal fits flush against the
storm window. Press the seal firmly to bond the seal to the window (Ref. Figure 206).
(5) Allow the adhesive to cure for 30 minutes minimum at 77°F.
(6) With primary seal (4) installed and the adhesive on secondary seal (3) completely cured, perform
the STORM WINDOW INSTALLATION AND ADJUSTMENT procedure in this section.
12. STORM WINDOW STOP
A. Adjustment
(1) Open storm window (1) and loosen bolts (9) securing the storm window stop assembly (8) in its
slotted mounts (Ref. Figure 206).
NOTE: If the window stop assembly is at the end of its travel adjustment, the window stop may be
bent outboard to obtain a tighter seal.
(2) Slide the storm window stop assembly (8) outboard to obtain a tighter seal.
(3) Tighten the storm window stop assembly mount bolts (9).
(4) If leaks are found, perform Steps (7) and (8) contained in the STORM WINDOW INSTALLATION
AND ADJUSTMENT procedure in this section.
Page 222
Nov 1/13 56-10-00
1. STORM WINDOW
2. WINDOW HINGE HALF
3. SECONDARY SEAL (OPTIONAL)
4. PRIMARY SEAL
5. SCREWS (5 PLACES)
7. NUT (5 PLACES)
8. STOP ASSEMBLY
9. BOLT (2 PLACES)
11. LATCH ASSEMBLY
12. GASKET
13. SCREW (2 PLACES)
15. CAPNUT (2 PLACES)
16. FRAME HINGE HALF
17. HOLD OPEN DETENT
A
18. BOLT (3 PLACES)
19. GASKET
19
1 16
5
2
6
17
4
13 18
12
14
15
9 11
10
8
DETAIL A UC56B
070467AA.AI
Figure 206
Storm Window Installation
Page 223
56-10-00 Nov 1/13
WINDOWS
CABIN
56-20-00
200200
1. CABIN WINDOW
A. Removal
(1) Remove the plastic trim around the opening of the window (Ref. Figure 201).
(2) Remove the screws holding the trim strip positioned above the window at the top of the window
panel and at the bottom of the headliner. Remove the trim strip.
(3) Remove the screws in the lower trim strip located below the window. Remove the trim strip.
(4) Remove the screws from the panel surrounding the window and remove the panel.
(5) Remove the six screws from the window retainer and remove the retainer and the Lexan ring.
(6) Remove the Plexiglas window from the window frame by pushing in on the window from the
outside or by prying from the inside. Be careful not to damage the window frame, fuselage skin or
any of the upholstery.
B. Installation
(1) Install a new seal on the new window. Install the seal so the outboard surface of the window is
covered by the protective portion of the seal (Ref. Figure 201).
(2) Place the window and seal in the installed position in the window frame.
(3) Place the Lexan ring in its installed position against the window. Place the retainer against the
window frame. The ends of the retainer should be up and the flat surface should be towards the
window.
(4) Position one end of the retainer in the window frame so that a screw and washer can be started in
one of the end holes. Tighten the screw no more than finger tight.
(5) Push the retainer into the window frame so that a screw and washer can be started in the second
hole from the end of the retainer. Tighten the screw finger tight.
NOTE: It may be necessary to strike the retainer with a rubber mallet or wooden hammer handle
in order to make it fit inside the window frame. Be careful not to damage the Lexan ring.
(6) Working around the window and towards the other end of the retainer, insert and partially tighten
the remaining screws and washers.
(7) When all the screws and washers have been installed, tighten all the screws.
(8) Replace the window panel with the screws and washers which were removed from the panel.
(9) Replace the trim strips above and below the window.
(10) Replace the plastic trim around the opening of the window.
Page 201
56-20-00 Nov 1/09
Figure 201
Cabin Window Removal and Installation
Page 202
Nov 1/09 56-20-00
CHAPTER 57 - WINGS
TABLE OF CONTENTS
SUBJECT PAGE
WINGS
57-00-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Wing Fuel Provisions (Effectivity: UA-1 and After, UB-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Wing Fuel Provisions (Effectivity: UC-1 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
MAIN FRAME
57-10-00
Landing Gear Keel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
PLATES/SKINS
57-30-00
Wing and Center Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .201
AILERON
57-50-00
Aileron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Checking Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Balancing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Equipment Required To Perform Check Balancing By Force Measurement Method . . . . . . . . . . . . . . 201
Force Measurement Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Equipment Required To Perform Check Balancing By Counterbalancing Method . . . . . . . . . . . . . . . . 202
Counterbalancing Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Page 1

CH-SE-SU PAGE DATE
57-LOEP 1 May 1/11
57-00-00 1 Nov 1/09
57-10-00 201 and 202 May 1/10
57-30-00 201 thru 204 Nov 1/09
57-50-00 201 thru 205 May 1/11
C5 Page 1
57-LOEP May 1/11
WINGS
57-00-00

00
1. GENERAL
This wing is fabricated and assembled as a one-piece unit spanning from left Wing Station 291.735 to right
Wing Station 291.735. The upper and lower main spar caps are continuous from left Wing Station 215.376 to
right Wing Station 215.376. The lower main cap is made from three extrusions bonded together, with any two
of the three capable of withstanding the limit load. The upper cap is a single machined extrusion. The rear
spar caps are also machined extrusions. Outboard rear spar caps are joined to the center section caps in
permanent joints outboard of the nacelles. These joints use nested angles as splice plates. Aluminum alloy
sheet metal webs and stiffeners complete the spar assemblies. The primary structural materials in the wing
are 2024 alclad aluminum alloy sheet, with 2014 and 7075 aluminum alloys used for forgings and extrusions.
Outboard of the nacelle, the wing is a two-cell semimonocoque box structure of conventional design. The
leading edge assembly and the main section assembly are joined to the wing spar with riveted lap joints. A
subspar is installed forward of the main spar. The space forward of the subspar is utilized to route wiring,
plumbing and engine controls.
The nacelle keel members are machined aluminum alloy plate and incorporate the landing gear hinge point
support structure. Formed sheet metal formers and stringers establish the nacelle contours and a cavity for
the main landing gear.
The ailerons are symmetrical sections, except in the wing tip area. They are hinged at the centerline and have
overhanging aerodynamic balance. Each aileron has a single-channel-section spar as a main structural
member. The aileron is attached to the wing at three hinge points. The aileron spar and skins are 2024
aluminum alclad sheet. An adjustable trim tab is located at the inboard end of the left aileron.
The single-slotted flaps are fabricated in four sections, one on each outboard wing panel and one on each
side just outboard of the fuselage. The structural material is 2024 alclad aluminum and 6061 aluminum sheet.
Each flap has a single-channel-section spar. The outboard flap skins have chordwise beads in both top and
bottom skins. The inboard flap skins are beaded chordwise aft of the spar on the bottom side only. Each flap
is mounted on two tracks that are attached to the wing rear spar. Antifriction rollers in the flap roll in slots in
the flap tracks.
2. WING FUEL PROVISIONS

(EFFECTIVITY: UA-1 AND AFTER, UB-1 AND AFTER)
Between the subspar and main spar, bladder fuel cells are installed, extending from just outboard of the
nacelle to the wing tip assembly. Aft of the main spar, an integral fuel tank is a part of each outboard main
section. Inboard of the integral tank, two bladder fuel cells are installed. Chordwise, the main section tanks
extend from the front spar to the rear spar.
3. WING FUEL PROVISIONS

(EFFECTIVITY: UC-1 AND AFTER)
The wing fuel system is composed of an integral wet wing. Tubing is routed through the box section to be
utilized for wire routing. A subspar is installed forward of the rear spar from Wing Station 114.25 through Wing
Station 159.51 to provide utilization for control cable routing. Chordwise, the main section tanks extend from
the leading edge skin to the rear spar.
The main and rear spars in the center section of the wing are parallel in the plan view. A subspar located
forward of the rear spar provides a tunnel for control cables and flap drive shafts and also serves as a fuel
wall for the aft side of the center section wet fuel tank. The subspar extends from the root rib to the nacelle.
Page 1
57-00-00 Nov 1/09
WINGS
MAIN FRAME
57-10-00
200200
1. LANDING GEAR KEEL

WARNING: Cracks found in the trunnion bolt area are not repairable. If cracks are found in this area,
the entire keel must be replaced.
A. Inspection
NOTE: Zone inspection area: 700
(1) Degrease keel area inside of wheel well.
(2) Inspect the inboard and outboard keels in the left and right wheel wells. Inspect for cracks,
corrosion, damage and loose or missing rivets. Inspect the entire keel area, paying particular
attention to cracks emanating from the trunnion bolt area (Ref. Figure 201).
(3) Using a 10X power or greater magnifying glass, inspect the flanged areas of the keel for cracks.
Page 201
57-10-00 May 1/10
Figure 201
Landing Gear Keel
Page 202
May 1/10 57-10-00
WINGS
PLATES/SKINS
57-30-00
200200
1. WING AND CENTER SECTION
A. Access
Refer to Figure 201 for views of the access openings in the wing and center section.
Page 201
57-30-00 Nov 1/09

Wing and Center Section Access Openings
Page 202
Nov 1/09 57-30-00

Page 203
57-30-00 Nov 1/09

Page 204
Nov 1/09 57-30-00
WINGS
AILERON
57-50-00
200200
1. AILERON
A. Balancing
After repainting and/or repair, the finished aileron must be checked to ensure that its static moment
about the hinge line is within the prescribed limits. The prescribed limits are 8.80 to 10.00 pound-inches
nose-heavy. The static moment of the aileron is determined by multiplying the unbalanced weight of the
aileron assembly times the perpendicular distance from the hinge centerline to the center of gravity
when the chord line is horizontally level. The weight is measured in pounds and the distance in inches.
B. Checking Balance
The balance must be checked in a draft-free area with the aileron completely assembled in flying
wicks, and hinge bolts must be attached. The chord line must be horizontally level and the hinge line
must be properly supported when the static moment is measured. Although many different methods of
check balancing exist, they can be categorized under the following two headings:
hinge line to counter the unbalance moment of the aileron assembly.
(2) Actual Force Method - Measurement of the force applied by the aileron surface on a single support
at a known distance from the centerline of the hinge.
2. BALANCING PROCEDURES
A. Equipment Required To Perform Check Balancing By Force Measurement

Method
(1) A stand with knife-edge supports as illustrated in Figure 201. The knife edges should be in the
same horizontal plane.
(2) A certified beam balance calibrated in units of 0.01 pound(s) or less. The balance should have a
flat weighing platform and its capacity should equal tare plus 2.0 pound(s) minimum.
(3) A support spindle similar to the illustration and levelling blocks, as required. (Blocks + spindle =
tare).

(1) Locate the chord line at the inboard end of the surface by placing a straightedge at the inboard end
so that one edge bisects the center of the hinge point and the trailing edge.
(2) Mark the chord line.
Page 201
57-50-00 May 1/11
(3) Place a small platform scale under the trailing edge if the control surface is tail heavy or under the
leading edge if it is nose heavy.
(4) Place the upper end of the spindle under the trailing edge of the tail-heavy surfaces or under the
the beam balance.
M = D (R-T) pound-inches where,

D = Perpendicular distance from the hinge centerline to the spindle point (inches).
R = Reaction (Pounds) read from the beam balance.
T = Tare, i.e. spindle plus levelling blocks or shims on the scale platform (Pounds).
EXAMPLE:
D is 10.0 inches, R is 7.680 lb. and T = 6.780lb.

M = 10.0 (7.680 - 6.780); M = 9.00 pound-inches.
M is within the prescribed range which is satisfactory.
If M is not within the prescribed range, refer to Step (9) under BALANCING PROCEDURE
COUNTERBALANCING METHOD in this section.
C. Equipment Required To Perform Check Balancing By Counterbalancing Method

(1) A stand with knife-edge supports as illustrated in Figure 201. The knife edges must be in the same
horizontal plane.
(3) Approximately one pound of lead shot.
D. Counterbalancing Method
(1) Locate the chord line by placing a straightedge at the inboard end of the aileron assembly so that
one end is on the trailing edge and the other end is centered on the leading edge. Mark the chord
line with a suitable marker such as a grease pencil, then remove the straight edge.
(2) Secure the trim tab (LH Only) in its neutral position with a small piece of masking tape.
(3) Fit the correct size bolts in the hinge brackets and mount the aileron on the knife-edge supports.
Ascertain that the aileron is free to rotate about the hinge line.
Page 202
May 1/11 57-50-00
point near the center of the aileron trailing edge. Use a short length of small diameter string
secured to the surface with a piece of masking tape as illustrated in Figure 201. The cup must be
free to hang vertically.
(5) Add small quantities of lead shot to the cup until the aileron balances with the chord line level.
(6) Carefully measure the perpendicular distance D within 0.1 inch from the hinge line to the point of
suspension of the cup.
(7) Remove the cup, contents, and string, then weigh them to within 0.05 pound.
NOTE: Since any weighing error is magnified by the distance D, weighing is most important and
(b) The distance between the centerline of the hinge and suspension point of the cup is
designated by D.
(c) The over- or underbalance moment is designated by M.
(d) M = W x D
(e) The following is a typical example of a balancing calculation: Assume the aileron is
overbalance (nose heavy) and the paper cup was suspended from the trailing edge. Assume
that the aileron balances with the chord line level at W = 0.900 pound and D = 10.0 inches,
then...
M = 0.900 x 10.0
M = 9.00 pound-inches. (The product of W x D must be accurate to within 0.05

pound-inches.) In this instance, M is within the required static balance range and is therefore
acceptable.
(9) Adjustment weights must be added or removed and the balance rechecked if the static balance
does not fall within the prescribed limits 8.80 to 10.00 pound-inches nose heavy.
NOTE: If the balance is not within the limits stated above, lead adjustment weights may be added
or removed from the forward end of the inboard main leading edge closure rib to attain the
required balanced condition. A steel cover plate must be installed over the adjustment
weights. If necessary to meet the conditions of balancing, one or two cover plates may be
used without the addition of weights, or two cover plates in addition to the weights may be
used. Refer to Table 201 or Table 202.
Page 203
57-50-00 May 1/11
Figure 201
Aileron Balancing
Page 204
May 1/11 57-50-00
Table 201
COVER PLATES, ADJUSTMENT WEIGHTS, AND SCREWS
USED FOR AILERON BALANCING
(EFFECTIVITY: UA-1 AND AFTER; UB-1 AND AFTER)
Part Number of Part Number Number of Part Number of Part Number of
Cover Plate(s) of Weight(s) Weights Screws (4 each) Screws (4 each)
(2 Maximum) (6 Maximum) Used Required with Required with
One Cover Two Covers
101-130001-219 101-130001-201 None MS27039-1-08 MS27039-1-09
101-130001-219 101-130001-201 1 MS27039-1-09 MS27039-1-10
101-130001-219 101-130001-201 2 MS27039-1-10 MS27039-1-11
101-130001-219 101-130001-201 3 MS27039-1-11 MS27039-1-12
101-130001-219 101-130001-201 4 MS27039-1-12 MS27039-1-13
101-130001-219 101-130001-201 5 MS27039-1-14 MS27039-1-14
101-130001-219 101-130001-201 6 MS27039-1-15 MS27039-1-15
Table 202
COVER PLATES, ADJUSTMENT WEIGHTS, AND SCREWS
USED FOR AILERON BALANCING
(EFFECTIVITY: UC-1 AND AFTER)
Part Number of Part Number Number of Part Number of Part Number of
Cover Plate(s) of Weight(s) Weights Screws (4 each) Screws (4 each)
(2 Maximum) (11 Maximum) Used Required with Required with
One Cover Two Covers
118-130000-127 118-130000-129 1 MS27039-1-08 MS27039-1-09
118-130000-127 118-130000-129 2 MS27039-1-09 MS27039-1-10
118-130000-127 118-130000-129 3 MS27039-1-10 MS27039-1-11
118-130000-127 118-130000-129 4 MS27039-1-11 MS27039-1-12
118-130000-127 118-130000-129 5 MS27039-1-12 MS27039-1-14
118-130000-127 118-130000-129 6 MS27039-1-14 MS27039-1-15
118-130000-127 118-130000-129 7 MS27039-1-15 MS27039-1-15
118-130000-127 118-130000-129 8 MS27039-1-15 MS27039-1-15
118-130000-127 118-130000-129 9 MS27039-1-16 MS27039-1-16
118-130000-127 118-130000-129 10 MS27039-1-17 MS27039-1-17
118-130000-127 118-130000-129 11 MS27039-1-18 MS27039-1-18
Page 205
57-50-00 May 1/11
CHAPTER 61 - PROPELLER
TABLE OF CONTENTS
SUBJECT PAGE
GENERAL INFORMATION
61-10-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Hub Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Dynamic Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Test Preparation (UA-3, UB-1 thru UB-74, UC-1 thru UC-150 without Kit 114-9032-1 Installed) . . . . . 207
Test Preparation (UA-3, UB-1 thru UB-74, UC-1 thru UC-150 with Kit 114-9032-1 Installed
and UC-151 and After) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Ground Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Flight Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
PROPELLER CONTROLLING
61-20-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Primary Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Overspeed Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Low Pitch Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Ground Fine Stop System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Reversing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Synchrophaser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Feather Detent Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Overspeed Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
PROPELLER AUTOFEATHERING
61-21-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
High Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Low Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Annunciation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Control and Arming-Light-Out Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Page 1
CHAPTER 61 - PROPELLER
SUBJECT PAGE
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Auto-Feather System Troubleshooting, Engines Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Dump Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
PROPELLER SYNCHROPHASER
61-22-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Synchrophaser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Synchrophaser Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Governor Speed Biasing Coil Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Magnetic Pickup Voltage Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Pickup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
PROPELLER INDICATING
61-40-00
Throttle Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 2

CH-SE-SU PAGE DATE
61-LOEP 1 Nov 1/10
61-10-00 1 Nov 1/09
201 thru 215 Nov 1/09
61-20-00 1 thru 5 Nov 1/09
201 thru 206 Aug 1/10
61-21-00 1 thru 5 Nov 1/09
101 thru 105 Nov 1/10
201 and 202 Aug 1/10
61-22-00 1 Nov 1/09
101 thru 109 Nov 1/10
201 Nov 1/09
61-40-00 201 Nov 1/09
C4 Page 1
61-LOEP Nov 1/10
PROPELLER
GENERAL INFORMATION
61-10-00

00
1. GENERAL
The 1900 airliner uses two four blade propellers of composite construction with standard hubs. Each constant
speed, full feathering, reversible propeller is controlled by engine oil from a single acting engine driven
governor. Backing up the engine driven governor is an overspeed governor and a fuel topping governor, also
known as the power turbine governor, which is a component within the normal or primary governor. A servo
piston mounted on front of the propeller spider hub moves the propeller blades through links connected to the
trailing edge. Centrifugal counterweights on each blade, in conjunction with a feathering spring on the servo
piston, increase pitch (decrease rpm) to the feathered position as governor oil pressure is relieved. The
feathering spring completes the feathering operation when centrifugal twisting moment is lost as the propeller
stops rotating. To further expedite feathering, the normal feathering mechanism is backed by an automatic
feathering system that provides a means of immediately dumping oil from the propeller governor to enable
the feathering springs to start feathering the propeller blades as soon as engine torque meter oil pressure
drops below 3.1 ± 0.6 psi at power settings of 85 to 90% N1.
The servo piston of the reversing propeller is connected by four spring loaded sliding rods to a low pitch stop
collar (feedback ring) located behind the propeller. The movement of the low pitch stop collar is transmitted
by one carbon block through a reversing lever and connecting linkage to a Beta valve, which is positioned to
maintain the blade angle while propeller RPM is lower than that of the governor pilot valve as selected by the
control. The reversing lever is also connected to the fuel topping governor to limit propeller RPM in the
reverse position. A push-pull cable extends from the reversing lever aft to a control Beta cam box connected
to the power lever control and fuel control unit. Movement of the controls is transmitted through the Beta cam
box and interconnecting linkage to the fuel control unit and governors to regulate propeller speed and pitch.
A. Settings
Full Feathered....80° ± 0.5° at the Angle 42 inch station
Mechanical Reverse....-14° ± 0.50° Pitch Stop
The angle at which the prop dome just touches the 4 low pitch stop rod nuts which move the mechanical
low pitch stop collar is 8.0 ± 1° when the blades are held toward the decrease position at the 42 inch
station.
Low RPM....1400 (at detent)
Maximum RPM....1700 (at take off)
NOTE: When a propeller synchrophaser is installed there is no change in governor setting
procedures. The synchrophaser must be turned OFF while making governor settings.
Page 1
61-10-00 Nov 1/09
PROPELLER
200200
1. PROPELLER
A. Hub Lubrication
(1) Follow all the Steps of the 100 hour inspection procedure.
CAUTION: Lubrication procedures must be followed correctly to maintain accurate dynamic

balance of the propeller blade assemblies and hub assembly. Improper lubrication
practices can create grease leaks, out-of-balance conditions, and/or internal
corrosion.
Use approved lubricants only.
(2) Proceed as follows to lubricate the propeller assembly:
CAUTION: Failure to remove one of the fittings on each of the blades for venting purposes will
result in either leaking past the blade shank-to-hub seal or forcing grease into the hub
cavity. Both conditions will result in grease leakage and can affect propeller operation
both in pitch change and balance.
(a) Remove the grease fittings from the engine side of the hub unit.
NOTE: The same amount of grease must be applied to all blades of a propeller assembly at
the time of lubrication. Failure to apply the same amount of grease to each blade
may result in balance changes which result in increased vibration during operation.
(b) Add an equal number of pumps of grease through each of the grease fittings on the cylinder
side of the hub unit (Ref. Chapter 12-20-00, FLIGHT COMPARTMENT ENGINE
CONTROLS AND PROPELLER LUBRICATION).
NOTE: When pumping the grease into the fitting, observe the grease coming out of the
opening. Lubrication is complete when the grease emerges in a steady flow with no
air pockets or moisture and has the color and texture of the new grease.
(c) Work a probe (loop) of wire in and out of the openings on the engine side of the hubs to help
release air pockets in the grease.
(d) Install all grease fittings, making sure that each grease fitting is properly installed and that the
ball of each fitting is seated properly against the opening of the fitting.
NOTE: The interval between lubrication is an important factor in minimizing internal

corrosion. Observe the proper lubrication intervals of 300 hours.
(e) Make an entry in the Log Book verifying that these inspection and lubrication procedures
have been completed.
B. Removal
(1) Remove the upper and lower forward engine cowling (Ref. Chapter 71-10-00, COWLING
REMOVAL).
Page 201
61-10-00 Nov 1/09
(2) Remove the nuts, washers and screws securing the propeller deicer brush block assembly to the
engine bracket (Ref. Chapter 30-60-00, PROPELLER DEICER BRUSH REPLACEMENT).
CAUTION: To prevent damage to the deicer brushes after removal, tape them in place after
removing the brush block.
(3) Remove the screws and fiber washers from around the rear circumference of the spinner dome.
Carefully remove the spinner dome and store it to prevent damage.
(4) Disconnect the engine beta linkage and carbon block assembly from the feedback ring.
(5) Support the propeller assembly with a suitable sling and mobile hoist with a capacity of 300
pounds or more.
(6) Install the beta system puller (P/N CST2987) or feedback ring puller (P/N TK1573-918-1)
(Ref. Figure 202). Pull the feedback ring forward to expose the eight double hex headed propeller
mounting bolts and washers.
CAUTION: To avoid damaging the propeller, ensure the tool is not cocked. Avoid bending or
otherwise damaging the spring loaded rods and the feedback ring (Ref. Figure 202).
(7) Remove the safety wire from the propeller mounting bolts.
(8) Remove the eight bolts and washers securing the propeller, and carefully remove the propeller
assembly from the engine.
NOTE: If the propeller is being overhauled, discard the mounting bolts and washers as new bolts
and washers are to be installed after propeller overhaul.
(9) Decompress and remove the beta system compression tool.
(10) Remove and discard the propeller mounting packing seal.
C. Installation
NOTE: For correct propeller synchrophaser pickup installation for left hand or right hand propellers
(Ref. 61-22-00).
(1) Place the new packing seal over the engine shaft.
(2) Pull the low pitch stop collar fully forward with the beta system puller (P/N CST2987) or the
feedback ring puller (P/N TK1573-918-1) (Ref. Figure 202).
CAUTION: To avoid damaging the propeller, make sure that the tool is not cocked. Take the
precautions necessary to avoid bending or otherwise damaging the spring loaded
rods and the low pitch stop collar (brass ring).
NOTE: The B3001-2 low pitch stop collar is not installed on new propellers delivered from the
factory as a precaution against damage during shipment. Only one of the FOUR jam nuts
is installed on one of the B3002-2 rods. This one nut is locked in position on the rod with
thread locking compound (59, Table 1, Chapter 91-00-00) for proper positioning of the
B3001-2 collar.
(3) When installing a propeller that was previously removed, proceed to Step (4). If a new propeller is
being installed, proceed as follows:
Page 202
Nov 1/09 61-10-00
(a) Install the two jam nuts on the two B3002-2 rods.
(b) Loosen the nut on the front end of each rod.
(c) Install the B3001-2 collar on the ends of the four B3002-2 rods. The rods can be screwed into
the collar by applying a thin wrench to the flats provided on the rods. DO NOT TIGHTEN THE
JAM NUTS AT THIS TIME.
(d) Install the propeller on the engine as indicated in Steps (4) thru (7) below.
(e) Tighten the one jam nut that is locked in position on the rod to 12 foot-pounds.
(f) Using a dial indicator of the type used by machinists, check the runout of the low pitch stop
collar. The total runout should not exceed 0.010 inch. In the event of excessive runout, adjust
the three remaining B3002-2 rods and jam nuts as required to obtain the specified runout.
(g) Torque the three remaining jam nuts to 12 foot-pounds.
NOTE: In the event that the black colored jam nut (coated with Loctite) becomes loose by
accident or mistake, it can be repositioned at the exact point on the rod by
measuring the distance between the outer surface of the low pitch stop collar (brass
ring) and the outer surface of the propeller flange (Ref. Figure 203). The distance
must be 1.88 inch.
(h) Torque the nut on the front of each B3002-2 rod to 12 foot-pounds.
(4) Pull the low pitch stop collar fully forward with beta system puller (P/N CST2987) or the feedback
ring puller (P/N TK1573-918-1) (Ref. Figure 202).
(5) Install new prop shim between propeller and engine shaft as per P&WC S.B. 13116R2.
(6) Install the propeller on the engine by inserting the two mounting studs on the propeller into the
mounting holes on the drive shaft of the engine.
(7) Coat the entire shaft of the eight propeller mounting bolts, threaded and unthreaded section, and
the washer with antiseize thread compound, graphite petrolatum (76, Table 1, Chapter 91-00-00).
(8) Install the eight propeller mounting bolts and washers, with the chamfered edge of the washer
toward the bolt head, through the engine mount flange into the propeller mount flange.
(9) Using a torque adapter (26 or 27, Table 7, Chapter 91-00-00) torque all bolts to 40 foot-pounds
and then to 80 foot-pounds following torque sequence A (Ref. Figure 201).
Page 203
61-10-00 Nov 1/09
(10) Final torque all bolts to 100 to 105 foot-pounds following torque sequence B (Ref. Figure 201).
After final torque, lockwire (178, Table 1, Chapter 91-00-00) all mounting bolts (Ref. Chapter
20-07-00, LOCKWIRE).
CAUTION: The torque on the bolts shall not exceed 105 foot-pounds.
(11) Remove the feedback ring puller and connect the propeller reversing lever to the propeller control
linkage.
CAUTION: With the carbon brush block held against the low pitch stop collar, check the clearance
between the low pitch stop collar and the metal retaining clip of the carbon block. If at
any point this clearance is 0.005 inch or less, replace the carbon block to prevent
damage to the low pitch stop collar by the retaining clip. Give clearance between
carbon brush block and brass ring wall at the nearest point.
(12) Install the deicer brush block assembly (Ref. Chapter 30-60-00, PROPELLER DEICER BRUSH
REPLACEMENT).
(13) Check the propeller reversing linkage on the front end of the engine for proper rigging.
(14) Position spinner dome and install the screws and fiber washers around the circumference.
(15) Install lower forward engine cowling (Ref. Chapter 71-10-00, COWLING INSTALLATION).
(16) Perform the necessary engine run up checks as outlined in the applicable Pilot's Operating
Handbook.
(17) Install upper forward engine cowling (Ref. Chapter 71-10-00, COWLING INSTALLATION).
Figure 201
Propeller Mounting Bolt Torquing Sequence
Page 204
Nov 1/09 61-10-00
Figure 202
Feedback Ring Puller
Page 205
61-10-00 Nov 1/09
Figure 203
Beta Control Feedback Ring
Page 206
Nov 1/09 61-10-00
D. Inspection
Check propellers for condition, and attachment; check condition of mechanical feedback ring and stop
rods and springs; check reversing linkage for evidence of binding and security of attachment; check the
valve and plumbing for security of attachment and leakage (Ref. Chapter 5-20-00).
2. DYNAMIC BALANCING
NOTE: Dynamic balancing frequency should be based on individual operator service experience. Operators
are encouraged to initially implement a dynamic propeller balance program at intervals not to exceed
1200 service hours. Thereafter dynamic propeller balancing should be accomplished at appropriate
intervals, based on individual operator’s field experience or any time propeller maintenance is
accomplished which could effect propeller balance; such as blade repairs. Balancing is also
recommended after lubrication. Dynamically balanced propellers shall be rebalanced whenever the
engine and/or propeller is changed.
Dynamic balancing of the propellers must be accomplished ONLY by personnel who are totally familiar with
the applicable service equipment and data. Personnel must be thoroughly instructed as to the use and care of
the test equipment being used.
Different brands of dynamic balancing equipment are available for purchase and may be used as directed by
the manufacturer of the equipment. The equipment listed below is almost totally automatic and, when
connected properly, will furnish Step by Step instructions on the readout screen as test procedures are
performed. UC-151 and After are equipped with permanent hardware provisions installed for propeller
dynamic balancing. Two kits are available for propeller balancing on UA-3, UB-1 thru UB-74 and UC-1 thru
UC-150. Kit 114-9032-1 has permanent dynamic balancing provisions similar to installations on UC-151 and
After. For the airplanes which do not have the Kit 114-9032-1 installed, Kit 114-9035-1 provides temporary
provisions to dynamically balance the propellers. It is recommended that the manufacturer's instructions for
the equipment being used be followed closely during the balancing procedure.
The following balancing procedure has been developed for use with the Chadwick-Helmuth Model 8500
Vibration Analyzer (8, Table 7, Chapter 91-00-00). When using a vibration analyzer other than a
Chadwick-Helmuth Model 8500, make adjustments to the following procedures based on the equipment
manufacturer’s instructions on the use of this equipment.
A. Test Preparation
(UA-3, UB-1 thru UB-74, UC-1 thru UC-150 without Kit 114-9032-1 Installed)
Kit 114-9035-1 provides information on how to modify the cowling and to temporarily route the cables on
airplanes without Kit 114-9032-1 installed.
(1) Remove the upper forward cowling assembly.
(2) Following Chadwick-Helmuth procedures, install the velocimeter and propeller R.P.M. sensor to
the forward lower stud on the tach generator pad with the arrow on the sensor pointing down.
(3) Route the cables into the flight compartment through the lower forward cowling as shown on the kit
drawing. If the cowling is not equipped to route the cables properly, install an access panel per Kit
114-9035-1.
(4) Clamp the cables as required in the cowling area and tape the cables to the airplane skin, keeping
the cables as flat as possible. Use 2 inch wide tedlar tape (112, Table 1, Chapter 91-00-00) or
equivalent for this purpose.
Page 207
61-10-00 Nov 1/09
(5) Install the upper forward cowling assembly if the balancing data is to be recorded in flight.
B. Test Preparation
(UA-3, UB-1 thru UB-74, UC-1 thru UC-150 with Kit 114-9032-1 Installed and
UC-151 and After)
Kit 114-9032-1 provides information and parts required to install permanent provisions similar to those
used on UC-151 for dynamically balancing the propeller assembly.
NOTE: The Kit 114-9023 provides information to relocate the propeller deice brush block to a location
that will reduce the dirt and grime on the brush block. This kit MUST be installed prior to, or in
conjunction with, Kit 114-9032-1.
(1) Remove the upper forward engine cowling.
(2) Unplug the connector and remove the dummy vibration sensor from the bracket on the tach
generator pad (Ref. Figure 204).
(3) Install the vibration sensor furnished with the balancing equipment. Ensure that the arrow on the
sensor points down when the sensor is secured to the bracket.
(4) Plug the connector into the vibration sensor, and install the upper cowling assembly.
NOTE: This installation is identical for both engines.
(5) Place the Vibration Analyzer in the flight compartment.
(6) Connect the adapter cable (Chadwick-Helmuth P/N 10390) to the receptacle in the sidewall behind
the copilot's seat.
(7) Connect the left engine leads from the adapter cable to channels 1 and A and the right engine
leads from the adapter cable to channels 2 and B on the switch box (Chadwick-Helmuth P/N
9110).
(8) Connect the patch cord (furnished with the 9110 switch box) to the 9110 switch box and to the
input connection on the Vibration Analyzer.
Page 208
Nov 1/09 61-10-00
Figure 204
Vibration Sensor Connection
Page 209
61-10-00 Nov 1/09
3. TEST PROCEDURE
NOTE: Propeller maintenance, such as blade repairs, lubrication, painting, etc., must be accomplished prior
to dynamic balancing procedures. Engine and/or propeller changes will require balancing.
Propeller dynamic balancing procedures may be accomplished on the ground or in flight. Generally, better
results are obtained with the in flight procedure since vibration readings are taken when the propeller is
operating at typical cruise flight blade angle and aerodynamic loads. Readings taken during high power
ground running may not be as consistently accurate due to blade angle and/or ground buffeting.
NOTE: Hawker Beechcraft Corporation recommends that the propeller be balanced to 0.2 inch per second
(IPS) or less when in flight and 0.1 IPS or less during ground operation.
A. Ground Test
(1) Perform a normal engine start. Taxi to the run up pad and position the airplane crosswind to
perform the ground balancing procedure.
(2) Ground run the downwind engine at the most frequently used parameters for cruise power and
propeller RPM. Press START on the analyzer and the analyzer will automatically acquire a
reading and calculate a propeller solution. Press PRINT on the analyzer to print the solution.
(3) Turn the airplane around so the opposite engine will be on the downwind side. Again run the
downwind engine at the most frequently used parameters for cruise power and propeller RPM.
(4) Press SEL CHART on the analyzer (as indicated by the cursor on the analyzer display) and switch
to the opposite propeller on the switch box. Press START on the analyzer and the analyzer will
automatically acquire a reading and calculate a propeller solution. Press PRINT on the analyzer to
print the solution.
CAUTION: Do not alter static balance to achieve dynamic balance.
(5) Compute the weight amounts and locations required for dynamic balance of the propeller in
accordance with Figure 205 and Table 201.
NOTE: Dynamic balancing weights (washers) may be attached to the spinner bulkhead; twelve
possible weight locations may be utilized (Ref. Figure 206). The balancing weights should
be located on the engine side of the bulkhead and should not exceed 0.9 ounce per
location. Nut plates, riveted to the propeller side of the bulkhead, may be used in place of
nuts for screw attachment.
(6) Adjust the weight installation until satisfactory balance readings are confirmed. Ensure that the
decal is installed on the aft side of the spinner bulkhead to indicate that the propeller has been
dynamically balanced.
NOTE: Table 201 indicates the combined weight of the balance weights (washers) and the
attaching screws.
(7) Remove the forward engine cowling and disconnect and remove the vibration sensor from the tach
generator bracket. Connect and install the dummy sensor and install the forward engine cowling.
(8) Make appropriate log book entries denoting that the propellers have been dynamically balanced.
Record the amount of weight added or removed at each location and the IPS of the final balance.
Page 210
Nov 1/09 61-10-00
B. Flight Test
(1) Fly the airplane at the altitude and cruising speed at which the airplane is normally operated.
(2) When the propeller speed has stabilized at cruise RPM, press START on the analyzer and the
analyzer will automatically acquire a reading and calculate a propeller solution. Press PRINT on
the analyzer to print the solution.
(3) Press SEL CHART on the analyzer (as indicated by the cursor position on the analyzer display)
and switch to the opposite propeller on the switchbox. Press START on the analyzer and the
analyzer will automatically require a reading and calculate a propeller solution. Press PRINT on
the analyzer to print the solution.
CAUTION: Do not alter static balance to achieve dynamic balance.
(4) Compute the weight amounts and locations required for dynamic balance of the propeller in
accordance with Figure 205 and Table 201.
NOTE: Dynamic balancing weights (washers) may be attached to the spinner bulkhead; twelve
possible weight locations may be utilized (Ref. Figure 206). The balancing weights should
be located on the engine side of the bulkhead and should not exceed 0.9 ounce per
location. Nut plates, riveted to the propeller side of the bulkhead, may be used in place of
nuts for screw attachment.
(5) Adjust the weight installation until satisfactory balance readings are confirmed. Ensure that the
decal is installed on the aft side of the spinner bulkhead to indicate that the propeller has been
dynamically balanced.
(6) Disconnect and remove all of the test equipment from the airplane.
(7) Remove the forward engine cowling and disconnect and remove the vibration sensor from the tach
generator bracket. Connect and install the dummy sensor and install the forward engine cowling.
(8) Make appropriate log book entries denoting that the propellers have been dynamically balanced.
Record the amount of weight added or removed at each location and the IPS of the final balance.
Table 201
Allowable Propeller Balance Weight
NO. OF WEIGHTS AMT. OF WEIGHT IN GRAMS
0 3.2
1 8.0
2 12.4
3 17.2
4 21.5
nut 0.8
NOTE
Table 201 indicates the combined weight of the balance weights (washers)
and the attaching screws.
Page 211
61-10-00 Nov 1/09
Page 212
Nov 1/09 61-10-00
Figure 205
Balance Chart
Page 213
61-10-00 Nov 1/09
Page 214
Nov 1/09 61-10-00
Figure 206
Spinner Bulkhead Weight Locations
Page 215
61-10-00 Nov 1/09
PROPELLER
61-20-00

00
1. GENERAL
A. Primary Governor
An increase in the flow of oil regulated by the primary governor passes through the oil transfer housing
and the hollow center of the propeller shaft to move the propeller blades toward the low pitch (high rpm)
hydraulic stop and reverse positions. The primary governor, mounted on top of the gear reduction
housing, regulates N2 by varying propeller blade pitch. The governor consists of a gear-type oil pump
with flyweights mounted on a rotating head, and a spring-loaded pilot valve that regulates the flow of oil
to and from the propeller servo piston. The position of the pilot valve is controlled by the rotating
flyweights, in conjunction with the spring-load imposed by the external speed control lever. When the
engine rpm drops to an underspeed condition below the control setting, spring force overcomes
flyweight force to lower the pilot valve plunger and open the port in the governor drive gear shaft,
through which oil flows to the propeller servo piston and decreases blade angle. The decrease in pitch
decreases the load on the engine. The resultant increase in engine rpm also increases the centrifugal
force of the rotating flyweights, which then lifts the pilot valve plunger to cover the port in the governor
drive gear shaft and shut off the flow of oil to the propeller. The forces exerted on the pilot valve plunger
by the flyweights and speeder spring then balance to initiate the on-speed cycle of the governor. An
overspeed condition occurs with a decrease in propeller load or with movement of the propeller control
to decrease rpm. Flyweight force then overcomes speeder spring force and raises the pilot valve
plunger to open the port through which oil drains from the propeller through the governor to the sump.
The load on the engine increases and rpm drops as the counterweights and feathering spring increase
propeller pitch. The pilot valve then centers in the governor drive gear shaft to block the flow of oil to and
from the propeller as governor flyweight and speeder spring force reach a state of equilibrium.
The primary governor contains a fuel topping governor which has an airbleed orifice that opens to
change the effect of the fuel control valve in the Fuel Control Unit (FCU) to reduce fuel, power, and N1.
During normal flying, instantaneous changes in the atmosphere density cause high N2 rpm. When the
primary governor senses the overspeed condition, the governing section moves an airbleed lever to
open the airbleed orifice. When the propeller control lever is at high rpm, the airbleed will open as N2
increases 6% above the selected value. When the propeller control lever is at low rpm, the airbleed will
open when N2 reaches 4% below the selected value. When the engine control lever is moved into
reverse, the Beta cambox push/pull cable pulls the reset linkage aft to hold the airbleed orifice open
(Ref. Figure 1).
B. Overspeed Governor
A propeller overspeed governor, mounted on the left side of the reduction gear housing, acts as a
safeguard against propeller overspeed should the primary governor fail. The overspeed governor
regulates the flow of oil to the propeller pitch-change mechanism by means of a flyweight and speeder
spring arrangement similar to that of the primary governor. The overspeed unit governs at 104% N2
speed (approximately 1768 rpm). Since it has no mechanical controls, the overspeed governor is
equipped with a testing solenoid that resets the normal overspeed setting to approximately 1564 rpm for
ground testing (Ref. Figure 2).
Page 1
61-20-00 Nov 1/09
Figure 1
Propeller Governor
Page 2
Nov 1/09 61-20-00
Figure 2
Propeller Governor System
Page 3
61-20-00 Nov 1/09
C. Low Pitch Stop

Propeller blade angle will be on the low pitch stop anytime the propeller rpm is lower than that selected.
With the engine condition levers on low setting, the gas turbine section N1 cannot drive the propeller
rpm N2 to the setting selected by the propeller control lever. At that point, the propeller rpm falls below
the range of the governor and reaches the low pitch stop.
As N1 power is reduced, N2 is reduced. The primary governor senses this underspeed condition, lowers
the pilot valve in the governing section to reduce pitch (reduce the load). The decrease in blade angle
allows the propeller rpm N2 to increase and match the rpm as selected in the cockpit. The Beta ring on
the propeller gives mechanical feedback of the blade position to the reverse lever of the Beta valve.
When the blade pitch reaches the desired position as determined by the rigging, the reverse lever
moves the Beta valve outward to stop the oil flow to the propeller and hold the blade at that pitch. At that
point the governor has no effect because the Beta valve prevents oil from going to or leaving the
propeller.
D. Ground Fine Stop System

The ground fine stop system uses an electrical solenoid mounted on the front of the reversing push/pull
cable to limit the propeller blade angle to 0 to 7°. The solenoid is connected to the propeller reversing
lever by means of a slotted clevis which allows the reversing lever to be pulled aft, resetting the Beta
valve.
The electrical solenoid can be energized by two ground paths. One is through the RH landing gear
squat switch. The other occurs by pulling the power levers to the ground idle fine switch. The solenoid in
each case energizes and pulls the reverse lever of the Beta valve aft to reset the blade angle.
E. Reversing System
When the power lever controls are lifted for placement in the reversing range, the power levers actuate
the pedestal switches that break the circuit of the secondary low pitch stop system. This enables the
propeller servo piston to reverse the pitch of the propeller blades with engine oil pressure from the
governor sump. The power lever controls are connected to the engine control Beta cam box which is
also linked to the fuel control unit. A push-cable extends from the Beta cam box forward to the reversing
lever to which is attached the brush that rides in the propeller brass feedback ring. Movement of the
power control lever is transmitted through the Beta cam box and interconnecting linkage to the fuel
control unit. Propeller control levers to the governors regulate propeller speed and pitch.
F. Synchrophaser
The propeller synchrophaser automatically matches the RPM of both propellers and positions the
propellers at a pre-set phase relationship between the blades of the left and the right propellers. This
phase relationship is designed to decrease cabin noise and is not adjustable by the pilot. The control
box senses pulses which are generated by pickups mounted on both engines at identical locations in
relation to the engine centerline. Steel targets, mounted on the propeller spinner bulkheads, provide the
pulse reference for the pickups.
The magnetic pickups operate on the magetoelectric principle: when the steel target passes in close
proximity to the magnetic field of the pickup, an alternating current is induced in the pickup. The
magnitude of the peak-to-peak voltage should ideally be a minimum of 4 volts.
The control box does not respond to amplitude of the input signals, but to phasing of the waveforms. A
specific amount of voltage change, approximately 0.7 volts, is necessary to trigger the control box.
Maintaining a time-phase relationship is the control box’s only priority. The control box senses the
Page 4
Nov 1/09 61-20-00
pulses from each pickup and attempts to superimpose the waveforms by trimming the speed of each
propeller. Current flow through each trim coil (independent of polarity) either pulls the governor
flyweights inward, or pulls on a disc attached to the pilot valve to simulate an under speed condition.
Speed trim of the propellers is accomplished by the control box with correction commands to each
propeller governor. The character of the correction commands is in the form of pulse width-modulated
28 volt direct current: the duration of the pulse of current is regulated to produce the proper amount of
speed trim. The amount of speed trim per pulse width modulation by the control box is a function of the
governor and will always be within a very narrow range (holding range, approximately 25 ± 2 RPM).
The governor servo can increase, but never decrease, the speed set by the propeller control lever. The
RPM of one propeller will follow the changes in RPM of the other propeller over the predetermined
holding range of the governor. This limited holding range prevents either propeller from losing more than
limited RPM if the RPM of the other propeller is manually reduced, such as in power changes or
propeller feathering, while the synchrophaser is on.
The synchrophaser system is controlled through a toggle switch placarded PROP SYNCH-ON-OFF. To
operate the system, synchronize the propellers manually and set the RPM of each propeller to within 10
RPM of each other and turn the syncrophaser on. To change RPM, adjust both propellers at the same
time. This will keep the setting within the holding range of the system. If the synchrophaser is on, but will
not synchronize propellers, the propeller speeds are not within the limits required for the system to
assume control (outside capture range). Turn the synchrophaser off, synchronize the propellers
manually, then turn the synchrophaser on. Engagement will automatically occur when the relative phase
of the input signals is within 30 rotational degrees of the control box internal phase setting. Engagement
usually occurs within seconds of system turn-on; however it may take as long as 30 seconds for the
input signals to drift within phasing range.
When input conditions are satisfied, the system engages. Both propeller speeds are increased by
one-half the holding range of the system. Each control box output signal is the inversion of the other. As
propeller RPM is increased on one side, it is decreased on the other. Syncrophaser engagement or
operation can never reduce propeller RPM below manual speed settings except in rare instances where
torque or temperature limiting is approached.
Page 5
61-20-00 Nov 1/09
PROPELLER
200200
1. GOVERNOR
A. Removal
(1) Disconnect the lever (1) from the Beta control valve (2) by removing the cotter pin, washer and
clevis pin (Ref. Figure 201).
(2) Disconnect the lost motion link (3) from the reset arm by removing the cotter pin, nut, washer,
spacer and bolt.
(3) Disconnect the PY tube (5) from the governor (19) by removing the lockwire and disconnecting the
coupling nut.
(4) Disconnect the speed control rod (6) from the propeller governor lever by removing the lockwire,
bolt, and washer.
(5) Remove bolts (7), plate (8), oil tube (9) and preformed packing (10).
(6) Remove the self-locking nuts (17) using the retaining nut wrench (Pratt & Whitney P/N 30114-16).
(7) Remove the washers (18), governor (19) and gasket (20). Discard the gasket.
(8) If the original governor is to be replaced with a new part, remove the following:
(a) Note angular position of the elbow (12), then loosen the jam nut and remove the elbow, jam
nut, preformed packing (13) and back-up ring (14).
(b) Remove the straight adapter (16) and preformed packing (15).
B. Installation
(1) If a new or replacement is to be installed, assemble the adapter and elbow as follows:
(a) Install new preformed packing (15) on straight adapter (16). Screw the adapter into the body
of the governor, tighten and torque the adapter to 65 to 75 inch-pounds and lockwire the
adapter (Ref. Figure 201).
(b) Install the jam nut (11), back-up ring (14) and preformed packing (13) on elbow (12). Refer to
Chapter 70-06-00, Standard Practices, of the Pratt & Whitney Maintenance Manual P/N
3032842 for elbow assembly procedures, and install the elbow at the same angle as noted at
disassembly. Tighten the jam nut and torque to 70 to 80 inch-pounds. Safety lockwire the nut
and elbow.
(2) Install new gasket (20) on reduction gearbox studs, with raised surface uppermost.
(3) Install propeller governor (19), while rotating the propeller shaft so that the splines engage
correctly. Ensure proper engagement by checking that there is no gap between the flange and the
governor.
Page 201
61-20-00 Aug 1/10
(4) Secure the governor with the washers (18) and self-locking nuts (17). Tighten the nuts and torque
to 170 to 190 inch-pounds using the retaining nut wrench (Pratt & Whitney P/N 30114-16).
(5) Install a new Preformed packing (10) on oil tube (9). Connect upper end of tube to the elbow (12)
and insert the lower end of the tube into the reduction gearbox boss. Secure lower end with plate
(8) and two bolts (7). Tighten the bolts and torque to 36 to 40 inch-pounds and lockwire. Tighten
the tube coupling nut and torque to 90 to 100 inch-pounds and lockwire.
(6) Connect the PY governor air tube to the adapter (16), tighten the coupling nut, torque the coupling
nut 90 to 100 inch-pounds and lockwire.
(7) Connect the speed control rod (6) to the propeller governor lever using the bolt and washer.
Torque to 20 to 30 inch-pounds and install safety wire.
(8) Connect the lost motion link (3) to the reset arm (4) using the bolt, spacer, washer and nut. Torque
to 12 to 18 inch-pounds and install the cotter pin.
(9) Connect the lever (1) to the governor Beta cam clevis by installing the pin, bushing, washer and
cotter pin.
(10) Determine the proper electrical connector from the applicable wiring diagrams and connect it to
the governor. Safety wire the electrical plug.
WARNING: Ensure that the proper electrical connectors are attached to the propeller
governor, overspeed governor, and the autofeather low pressure switch by
checking the applicable wiring diagrams. The connectors to these plugs are
identical and they could be swapped.
CAUTION: Excessive tightening will result in damage to threads of mating parts.
(11) Check engine control rigging as necessary.
C. Operational Check
Use the following checks to assess the operation of the governors:
(1) Start the engines in accordance with the operator's manual.
(2) Place the propeller levers in HIGH RPM position.
(3) Advance the power levers until propeller tachometers stabilize at maximum rpm.
(4) Pull the propeller levers aft to the detent.
(5) Observe that the primary governors reduce propeller tachometer rpm readings.
(6) Return propeller levers to HIGH RPM.
(7) Shut down engines in accordance with the operator's manual.
Page 202
Aug 1/10 61-20-00
D. Feather Detent Adjustment

Position the propeller lever in the full high rpm position and advance the power lever to obtain 1600 rpm.
Pull the propeller lever back against the detent, then adjust the detent as required to obtain 1400 to
1425 rpm (at detent) (Ref. Figure 202). Pull the propeller lever past the detent-feathered position and
observe that the propeller is in the fully feathered position.
Page 203
61-20-00 Aug 1/10
Figure 201
Removal/Installation of Propeller Governor
Page 204
Aug 1/10 61-20-00
Figure 202
Autofeathering Detents
2. OVERSPEED GOVERNOR
A. Removal
(1) Remove the upper forward engine cowling (Ref. Chapter 71-10-00).
(2) Remove the safety wire and disconnect the electrical plugs from the governor solenoids.
(3) 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.
B. Installation
(1) Install a new gasket on the mounting pad.
(2) Apply lubricating grease (64, Table 1, Chapter 91-00-00) sparingly to the governor splined drive.
NOTE: The propeller shaft may require rotating to ensure that the splines align properly.
(3) Position the governor on the mounting pad and install the four plain washers and self-locking nuts.
Apply a torque of 170 to 190 inch-pounds to the mounting nuts.
Page 205
61-20-00 Aug 1/10
(4) Determine the proper electrical connectors from the applicable wiring diagrams and install.
Precaution should be taken not to over tighten the electrical plugs when connecting the overspeed
governor. This could cause damage to the overspeed governor solenoids. The solenoid with the
receptacle on top is the speed reset solenoid used to test governor operation and the remaining
solenoid is used for auto feathering. Safety wire the electrical plugs.
(5) Install the upper forward engine cowling (Ref. Chapter 71-10-00).
C. Check
NOTE: The overspeed unit, mounted on the left side of the reduction gear housing, is preset at the
factory to govern at 104% N2 speed (approximately 1768 rpm). This setting can be reduced to
1520 to 1610 rpm for testing purposes by means of a testing solenoid valve. A second
solenoid valve attached to the governor provides a means of immediately dumping oil from the
unit for autofeathering.
Perform the overspeed governor check as follows:
CAUTION: Do not force the power levers into the full reverse position while performing this test.
(2) Press the PROP GOV TEST and BUS TIE circuit breakers on the right circuit breaker panel.
(3) Run the engine with the power lever set below 1700 rpm and the propeller control in the full
forward position.
CAUTION: Do not exceed the engine torque and ITT limits during this test.
(4) Hold the PROP TEST switch on the pilot's subpanel in the OVERSPEED position.
(5) Advance the power lever until propeller rpm stabilizes at 1520 to 1610 rpm. Observe increase in
torque.
(6) Retard the power lever to the IDLE position, then release the propeller test switch. Repeat the
preceding check on the other engine.
(7) Shut down engines in accordance with the operator's manual.
Page 206
Aug 1/10 61-20-00
PROPELLER
61-21-00

00
1. GENERAL
The automatic feathering system provides a means of immediately dumping oil from the propeller governor to
enable the feathering springs to start feathering the propeller blades as soon as engine torquemeter oil
pressure drops below a preset point, equivalent to approximately 260 foot-pounds. of torque, at power
settings of 85 to 90% N1 or greater. The system is primarily intended for use during takeoff and landing. It
should be kept on until the airplane has gained enough altitude that the loss of one engine and its resultant
drag will not present an immediate problem to the pilot.
2. DESCRIPTION
The autofeathering system is controlled through a four-pole three-position control switch with modes of ARM
(the up position), OFF (the center position), and TEST (the momentary down position) (Ref. Figures 1, 2,
and 3). The system is armed by placing the arming switch, located in the subpanel, in the ARM position. This
closes the circuit from a 5-ampere circuit breaker in the right circuit breaker panel to the power lever switches
mounted on a bracket in the control pedestal; however, the autofeathering system will remain inactive as long
as the power levers are retarded below the 85 to 90% N1 position. When the power levers are advanced to
the 85 to 90% N1 position, a mechanical actuator connected to each power lever will close its respective
switch and complete the circuit to the high and low pressure switches mounted adjacent to the torque
pressure transmitter just forward and above the left exhaust outlet on each engine. These pressure switches
monitor torquemeter oil pressure.
A. High Pressure Switch

The high pressure switch is a double-pole, double-throw switch that actuates to the normally closed set
of contacts when the torquemeter oil pressure drops below 4.7 ± 0.4 psi and closes to the normally open
set of contacts when the pressure rises again to 6.1 ± 0.5 psi. When closed to its normally open set of
contacts (torquemeter oil pressure above 6.1 ± 0.5 psi), the high pressure switch provides current from
the number 1 power lever switch to the opposite autofeather system annunciator while making current
available to energize the opposite system's autofeather dump solenoid valve and arm-light-out relay.
Should a fault cause the torquemeter pressure to drop below 4.7 ± 0.4 psi on either autofeather system,
the high pressure switch on the faulted side will return to its normally closed position, thereby removing
current from the opposite side to disable that system and providing current to its own feather dump
solenoid control relay; consequently, the possibility of automatically feathering both propellers is
precluded.
B. Low Pressure Switch

The autofeather low pressure switch provides for the switching of ground to the control relay and the
autofeather dump solenoid valve. The low pressure switch is a single-pole, double-throw pressure
actuated switch permanently set to actuate on rising pressure to its normally open contact at 4.0 ± 0.8
psi. On falling pressure, it will return to its normally closed contact at 3.1 ± 0.6 psi. In its normally closed
position (torquemeter pressure below 3.1 ± 0.6 psi), the low pressure switch completes the ground
circuit to the autofeather dump solenoid valve and to its respective control relay. The normally open
contact of this switch is unused.
Page 1
61-21-00 Nov 1/09
C. Annunciation
When the autofeather control switch is in the ARM position and the engine power levers are advanced
above 85 to 90% N1, the annunciator light for one side receives operating current through the high
pressure switch in the opposite side system. Grounding of the annunciator lights is accomplished
through the number two power lever switches. When the autofeather system on one side activates, its
control relay closes, energizing its respective arm-light-out relay which removes current to extinguish
the annunciator.
D. Control and Arming-Light-Out Relays

The relays for the RH autofeathering system are installed on relay panel A121 (1900), A120 (1900C),
located in the PCB rack beneath the center aisle floorboard. The relays for the LH autofeathering
system are mounted on relay panel A119 in the same pcb rack.
3. OPERATION
When the engines are operating at some power in excess of 85 to 90% N1 and the autofeather system is
armed, the autofeather pressure switches will all be closed to the normally open position. Energizing current
is available at one pole of the control relays for operation of the feather dump solenoid valves and the
arm-light-out relays by way of the opposite system high pressure switch. The annunciators are also energized
through the opposite high pressure switch in this mode. Should the torquemeter pressure begin to drop on
one engine due to an engine fault, the high pressure switch on the faulted side will close at approximately
4.7 psi. At this point, the unfaulted side of the system is disabled and its annunciator extinguished because
the energizing current provided through the high pressure switch of the faulted side of the system is no longer
available; due to the switching of the high pressure switch on the faulted side, this current is now applied to
the coil of the control relay of the faulted side of the system. The faulted side of the system annunciator is still
illuminated since it is receiving its power from the unfaulted side. At this point, should the torquemeter
pressure on the faulted side continue to fall, the low pressure switch will actuate at approximately 3.1 psi.
Actuation of the low pressure switch completes the ground circuit of the already energized control relay,
closing it to energize the feather dump solenoid that immediately dumps the oil from the propeller governor.
This same current is applied to the coil of the arm-light-out relay, closing it to remove current from, and
extinguish, the annunciator.
For testing purposes, the autofeather control switch is equipped with a TEST mode by which the power lever
switches in the pedestal can be bypassed to check out the system with the power levers retarded to below
the 90% N1 position.
Page 2
Nov 1/09 61-21-00
Figure 1
Propeller Autofeathering System Schematic - OFF MODE
Page 3
61-21-00 Nov 1/09
Figure 2
Propeller Autofeathering System Schematic - ARMED MODE
Page 4
Nov 1/09 61-21-00
Figure 3
Propeller Autofeathering System Schematic - ENGINE-OUT MODE
Page 5
61-21-00 Nov 1/09
PROPELLER
TROUBLESHOOTING
100100
1. PROCEDURES
The flight crew will probably be first to note a fault in operation of the autofeather system; the system must be
tested before each flight. Flight crew observations may include comments such as “no annunciation during
test” or “propeller not feathering during test”. Regardless of the nature of the particular complaint, the same
troubleshooting Chart (Chart 1, in Figure 101) will enable the technician to properly differentiate between
faulted components of the autofeather system. As a result of the interplay between RH and LH sides of the
system, a certain logical continuity must be maintained during the troubleshooting procedure in order to
eliminate confusion and needless replacement of components; therefore, Hawker Beechcraft Corporation
strongly advises the technician to follow the troubleshooting Chart until the Chart suggests some terminal
activity which should lead to fault correction.
The following check procedure should be performed prior to beginning the troubleshooting process; this
should more clearly define the exact nature of the complaint. This procedure is the only procedure
recommended for evaluating the switching level of the torque pressure switches and evaluating
adjustment of the autofeather power lever switches.
NOTE: The first half of this procedure evaluates the torque pressure switches.
(1) Start both engines.
(2) Place the power levers in IDLE.
(3) Hold the autofeather control switch in the TEST position.
(4) The propellers should remain unfeathered, and the autofeather annunciator lights should remain
extinguished.
(5) Increase engine torque slightly above 650 foot-pounds and hold the autofeather control switch in
TEST. Both autofeather annunciators should illuminate, confirming the switching of the high
pressure torque switches to their normally open position.
(6) Slowly retard the LH engine power lever while holding the control switch in the TEST position, and
check that the RH AUTOFEATHER light extinguishes between 450 and 650 foot-pounds, thus
signaling the switching of the high pressure switch to its NC position. Continue retarding the LH
engine power lever and check that both the LH and RH autofeather annunciator lights extinguish
and the propeller begins to feather between 220 and 420 foot-pounds: this indicates that the low
pressure switch has closed.
NOTE: Any indication that the pressure switches have not reacted in the predicted manner will
necessitate replacing the affected pressure switch. As the propeller blades rotate toward
feather, the engine torque will increase above the low pressure switch setting and result in
system cycling.
(7) Repeat the preceding check with the RH engine.
NOTE: The balance of this check evaluates power lever switch adjustment.
Page 101
61-21-00 Nov 1/10
(8) Place the autofeather control switch in the ARM position.
(9) Advance the LH power lever 89 to 91% N1; the propeller should remain unfeathered and the
annunciator lights should remain extinguished.
(10) Retard the LH power lever and perform the previous check with the RH power lever; the same
results should be observed.
(11) Advance both power levers 89 to 91% N1; both autofeather annunciators should illuminate.
NOTE: Any indications inconsistent with the expected results of this check will necessitate
replacing or readjusting the autofeather power lever switches.
Page 102
Nov 1/10 61-21-00
Did annunciator
NO illuminate during YES
test
28 vdc during test at pin: Did annunciator

13 of pcb A119(left)(1900/C) NO extinguish during YES
or YES test
31 of pcb A121(right)(1900);
31 of pcb A120(right)(1900C)
NO Fault in pcb
Fault in high Ground signal during test at pin: Propeller will not
pressure 25 of pcb A119(left)(1900/C) feather or feathers YES
switch on NO or randomly with

opposite side 43 of pcb A121(right)(1900); prop sync on
NO
Fault in low YES
pressure
torque switch 28 vdc during test at pin: Fault in Engine harness
12 of pcb A119(left)(1900/C) feather dump connectors P13
or YES solenoid and P18 switched
30 of pcb A121(right)(1900);
NO Fault in pcb
Fault in high
pressure
torque switch
* Perform the PROPELLER AUTOFEATHERING OPERATIONAL CHECK in this chapter

before beginning this troubleshooting procedure.
UB61B
017156AA.AI
Figure 101
Troubleshooting - Propeller Autofeathering
Page 103
61-21-00 Nov 1/10
B. Auto-Feather System Troubleshooting, Engines Off

NOTE: The following Steps can be used to test the Auto-Feather System electrically without running
the engines.
(1) Place the power levers in the full forward position and the auto-feather switch in ARM or secure
the auto-feather test switch in the TEST position.
(2) Disconnect all four auto-feather pressure switches.
(3) Install a jumper wire between pins E and F on both high pressure switches.
(5) Both auto-feather annunciators should be illuminated.
(6) On the RH high pressure switch, move the jumper from pin F to pin D. (So that the jumper is from
pin E to pin D).
(7) The LH auto-feather annunciator should extinguish.
(8) On the RH low pressure switch, place a jumper wire between pins A and B.
(9) The RH auto-feather annunciator should extinguish and the RH dump valve should activate.
(10) Remove the jumper from the RH low pressure switch and return the jumper to pin F on the RH
high pressure switch. (So that the jumper is from pin E to pin F again).
(12) On the LH high pressure switch, move the jumper wire from pin F to pin D. (So that the jumper is
from pins E to D).
(13) The RH auto-feather annunciator should extinguish.
(14) On the LH low pressure switch, place a jumper wire between pins A to B.
(15) The LH auto-feather annunciator should extinguish and the LH dump valve should activate.
(16) Remove the jumper from the LH low pressure switch and return the jumper to pin F on the LH high
pressure switch. (So that the jumper is from pin E to pin F again).
(18) Remove the jumper wires from both the RH and LH low pressure switches.
(19) Remove the jumper wires from both the RH and LH high pressure switches.
(21) Connect all four auto-feather pressure switches.
(22) Place the power levers in the idle detent position and place the auto-feather switch to the OFF
position.
Page 104
Nov 1/10 61-21-00
(23) If the auto-feather test switch has been secured then unsecure the auto-feather test switch and
place the switch to the OFF position.
(24) Return the airplane to service.
Page 105
61-21-00 Nov 1/10
PROPELLER
200200
1. DUMP VALVE
A. Removal
(1) With the battery and generator switches OFF and the external power source disconnected,
remove the lower forward cowling (Ref. Chapter 71-10-00).
NOTE: The dump valve is the lower of the two solenoid units mounted on the overspeed
governor.
(2) Remove safety wire and disconnect the electrical connector of the dump valve.
(3) Remove safety wire and remove the screws securing the dump valve in place.
B. Installation
(1) Secure the dump valve solenoid to the overspeed governor with the attaching screws, then safety
the screws.
(2) Determine the proper electrical connectors from the applicable wiring diagrams. Connect the
electrical connector to the solenoid and safety it.
2. PRESSURE SWITCH
A. Removal
NOTE: Removal and Installation for the high pressure and low pressure switches are identical. The
high pressure switch is mounted adjacent to the torque pressure transmitter just forward and
above the left exhaust outlet on each engine. The low pressure switch is mounted just below
and to the left of the high pressure switch.
(3) Set generator switch to OFF.
(4) Remove the upper forward cowling (Ref. Chapter 71-10-00).
(5) Disconnect the electrical connector from the switch.
(6) Remove safety wire and loosen mounting nut at the base of the switch.
(7) Remove the switch by unscrewing switch from the torque manifold.
Page 201
61-21-00 Aug 1/10
(8) Install a protective plug in the switch mounting hole to prevent contamination of the torquemeter
chamber oil supply.
B. Installation
(1) Remove the protective plug from the switch mounting hole in the torque manifold.
(2) Screw the switch into the torque manifold and tighten the mounting nut. (Torque the mounting nut
to 30 inch-pounds maximum.) Lock the nut in place with safety wire.
(3) Determine the proper electrical connectors from the applicable wiring diagrams. Connect the
electrical connector to the switch.
(4) Install the upper forward cowling (Ref. Chapter 71-10-00).
(6) Perform AUTOFEATHER OPERATIONAL CHECK (Ref. 61-21-00).
C. Adjustment
Access to the autofeather power switches is through the cover on the left side of the pedestal. The
switches may be adjusted as follows:
NOTE: When the outside temperature is near - 30°C / - 22°F and colder, the engines will reach
maximum torque before attaining 90% N1. For cold weather operations, to ensure positive
system activation, the reference line should be set at approximately 86% N1.
(1) Run the engines 85 to 90% N1 and mark a reference line on the pedestal with masking tape. It is
recommended that the reference line be as close to 90% N1 as possible.
(3) Disconnect the P16 connectors at the right and left high pressure switches and jumper pins E to F.
(4) Apply external and/or ship electrical power to the aircraft.
(5) With the autofeather control switch in the ARM position, adjust each power switch in its mounting
slots until its respective autofeather light in the pedestal annunciator panel illuminates when power
levers are moved to the masking tape reference mark from cutoff.
Page 202
Aug 1/10 61-21-00
PROPELLER
61-22-00

00
1. GENERAL
The propeller synchrophaser automatically matches the RPM of both propellers as a result of maintaining a
specific phase relationship between the blades of the left and right propellers. The control box senses pulses
which are generated by pickups mounted at identical locations on both engines, in relation to the engine
centerline. Ferrous metal targets, mounted on the propeller spinner bulkheads, provide the pulse reference
for the pickups.
The magnetic pickups operate on the magnetoelectric induction principle: when the ferrous metal target
passes in close proximity to the magnetic field of the pickup, an alternating current is induced in the pickup.
The waveform of the current is essentially a sine wave with a very narrow bandwidth at the peaks of the
wave. The amplitude of the positive signal may not necessarily be equal to the amplitude of the negative
signal; therefore, it will be necessary to measure peak-to-peak voltages (the magnitude of difference between
the voltage of the positive peak and the voltage of the negative peak) in order to properly assess the
operating outputs of the pickups. The duration of the waveform, from the time it leaves the baseline until it
returns to the baseline after the negative peak, is approximately 1/215 of the time the waveform remains at
the baseline. The frequency of the alternating current is dependent upon propeller RPM and will equate to
25 Hz. at 1500 RPM. Attesting to the sensitivity of the control box is the fact that the entire waveform cycle
occurs during a time span of less than 1/5000 second. As a result of the peculiar characteristics of the AC
waveform produced by the pickups, an oscilloscope must be used to measure peak-to-peak voltages. The
magnitude of the peak-to-peak voltage should be between 4 and 110 volts.
The control box does not respond to amplitude of the input signals, but to phasing of the waveforms. A
specific amount of voltage change, approximately 0.7 volts, is necessary to trigger the control box.
Maintaining a time-phase relationship is the control box's only priority. The control box senses the pulses
from each pickup and attempts to superimpose the waveforms by trimming the speed of each propeller.
Speed trim of the propellers is accomplished by the control box with correction commands to each propeller
governor. The character of these correction commands is in the form of pulse width modulated 28 volt direct
current: the duration of the pulse of current is regulated to produce the proper amount of speed trim. The
amount of speed trim per pulse width modulation by the control box is a function of the governor and will
always be within a very narrow range (holding range of approximately 25 ± 2 RPM).
The governor servo can increase, but never decrease, the speed set by the propeller control lever. The RPM
of one propeller will follow the changes in RPM of the other propeller over the predetermined holding range of
the governor. This limited holding range prevents either propeller from losing more than a limited RPM if the
RPM of the other propeller is manually reduced, such as in power changes or propeller feathering, while the
synchrophaser is on.
The synchrophaser system is controlled through a toggle switch placarded PROP SYNCH-ON-OFF. To
operate the system, synchronize the propellers in the normal manner and turn the synchrophaser on. To
change RPM, adjust both propellers at the same time. This will keep the setting within the holding range of
the system. If the synchrophaser is on, but will not synchronize propellers, the propeller speeds are not within
the limits required for the system to assume control (outside capture range). Turn the synchrophaser off,
synchronize the propellers manually, then turn the synchrophaser on.
Page 1
61-22-00 Nov 1/09
PROPELLER
TROUBLESHOOTING
100100
1. PROCEDURES
The first indication that a fault may exist in the synchrophaser system will most likely be squawks from the
flight crew; however, performing a functional check of the operation of the synchrophaser system before
troubleshooting may yield information essential to differentiating faults within the system. The functional
check which follows should be performed as the first phase of troubleshooting.
The second phase of troubleshooting will include checking the wiring and peripheral components. A breakout
box can be fabricated in the shop and will provide convenient access to the various circuits of the
synchrophaser system (Ref. Figure 102).
Should the checks fail to reveal the nature of the fault, it will be necessary to begin the third phase of
trouble-shooting, which will be to evaluate the reaction of the propeller governors. This is done by using the
breakout box to check the effect of the synchrophaser control box on the speed-biasing coil of the propeller
governor.
If no faults became apparent during previous troubleshooting attempts, the fourth phase of troubleshooting is
to evaluate the character of the outputs from the magnetic pickups.
In the event none of the previous checks or procedures reveals the exact nature of the fault, the fault may be
assumed to be in the control box, and a control box, known to be operational, should be installed.
The troubleshooting diagram, refer to the Chart in Figure 104, proposes a logical sequence of checks and
activities to be performed during the troubleshooting process and may aid the technician in eliminating
confusion and maintaining logical order. All manners of faults have been investigated, but only the most
probable causes of faults in the system are detailed in this diagram.
2. SYNCHROPHASER
A. Functional Check
The proper operation of the synchrophaser system may be ground checked as follows:
CAUTION: Do not overtorque the engines.
(1) Start the engines and increase power until N1 torque reads approximately 1500 foot-pounds. With
the propeller levers in HIGH RPM, the propellers will be at about 1700 RPM.
(2) Using the propeller levers, reduce propeller RPM on both engines to as nearly 1500 RPM as
possible.
(3) Turn the synchrophaser switch to the ON position.
(4) Using the propeller lever, increase the RPM of the left propeller slightly and check that the
synchrophaser increased the RPM on the right propeller to match.
NOTE: Should the previous check yield negative results, turn the synchrophaser off and repeat
the above procedure.
(5) If the previous check indicated that the synchrophaser is operating, continue increasing the
propeller RPM with the propeller lever until synchronization is lost and record this RPM.
Page 101
61-22-00 Nov 1/10
(6) Using the propeller lever, slowly decrease the propeller RPM on the left engine below the RPM of
the right engine until synchronization is again lost and record this RPM.
(7) The difference between the two propeller speeds at which synchronization was lost is the holding
range and should be at least 23 to 27 RPM. This check evaluates the ability of the right propeller
governor to respond to correction commands from the control box, as well as the control box's
ability to issue commands properly.
NOTE: Failure of this check will necessitate performing the synchrophaser continuity check.
(8) Repeat the functional check procedure by varying the propeller RPM of the right engine while
letting the left propeller governor respond.
(9) During this functional check, determine that the communications and navigation equipment is not
adversely affected by the synchrophaser operation and that synchrophaser operation is not
adversely affected by the operation of other electrical equipment.
B. Synchrophaser Checks
Use this check to locate the source of the fault should the synchrophaser system fail the functional
check. Use a multimeter with an ohm function or an ohmmeter to accomplish these checks.
(1) Check that the battery master switch is off, and open the synchrophaser circuit breaker.
(2) Remove the connector from the control box.
(3) Check the synchrophaser system wiring for conformity to the schematic in Figure 101, Sheet 1 of 2
or Sheet 2 of 2.
(4) Perform the continuity checks as indicated in Table 101 for UC-1 thru UC-40 or Table 102 for
UC-41 and After.
NOTE: Resistance readings noted in Table 101 or Table 102 may be as much as 20% higher
during heat soak following engine shutdown.
(5) After performing the continuity checks, close the synchrophaser circuit breaker, turn the battery
master switch on and check for battery voltage between pins A and B.
(6) Correct any wiring faults that may have been revealed during these continuity checks. Replace
any component which failed to meet the proper resistance specified for that component. Restore
the system to operational status and perform the functional check again.
CAUTION: DO NOT connect the plug to the control box before turning the battery master switch
off and opening the synchrophaser circuit breaker.
(7) If no faults were found by the continuity checks, perform the propeller GOVERNOR SPEED
BIASING COIL CHECK.
Page 102
Nov 1/10 61-22-00
Table 101
Synchrophaser Continuity Checks (UC-1 thru UC-40)
Test Between Receptacle Pins Ohmmeter Indication* Component
A and airplane ground 0 to 2 ohms
A and B Infinity with switch off; will see some
value with switch on
C and G 52 to 68 ohms Right Pickup
D and E 52 to 68 ohms Left Pickup
J and R 115 to 205 ohms Right Governor
K and L 115 to 205 ohms Left Governor
M and S 0 to 2 ohms
C, G, D, E, K, R, J, or L to ground Infinity
* Resistance may be as much as 20% higher during heat soak after engine shutdown
P151
GROUND A
R PRIMARY PROP R BLUE

GOV SIGNAL RET A
R GOV
R PRIMARY PROP J WHITE B
GOV VOLTAGE +
R PICKUP - C BLUE BLK

R PICKUP
R PICKUP + G WHITE WHT
L PRIMARY PROP L WHITE B

GOV VOLTAGE +
L GOV
L PRIMARY PROP K BLUE A
GOV SIGNAL RET
L PICKUP + E WHITE WHT
L PICKUP
L PICKUP - D BLUE BLK
28 VDC IN B
5A
SYNCHROPHASER CONTROL BOX CONTROL UC61B
SWITCH 091902AA.AI

Control Box Wiring Schematic (UC-1 thru UC-40)
Page 103
61-22-00 Nov 1/10
Table 102
Synchrophaser Continuity Checks (UC-41 and After)
Test Between Receptacle Pins Ohmmeter Indication* Component
A and airplane ground 0 to 2 ohms
A and B Infinity with switch off; will see some
value with switch on
C and G 52 to 68 ohms Right Pickup
E and D 52 to 68 ohms Left Pickup
K and R 115 to 205 ohms Right Governor
J and L 115 to 205 ohms Left Governor
M and S 0 to 2 ohms
C, G, D, E, K, R, J, or L to ground Infinity
* Resistance may be as much as 20% higher during heat soak after engine shutdown
P151
GROUND A
R PRIMARY PROP K BLUE

GOV VOLTAGE + A
R GOV
R PRIMARY PROP R WHITE B
GOV SIGNAL RET
R PICKUP - C BLUE BLK
R PICKUP
R PICKUP + G WHITE WHT
L PRIMARY PROP J WHITE B

GOV VOLTAGE +
L GOV
L PRIMARY PROP L BLUE A
GOV SIGNAL RET
L PICKUP + E WHITE WHT
L PICKUP
L PICKUP - D BLUE BLK
28 VDC IN B
5A
SYNCHROPHASER CONTROL BOX CONTROL UC61B
SWITCH 092145AA.AI

Control Box Wiring Schematic (UC-41 and After)
C. Governor Speed Biasing Coil Check

The following checks assess the operation of the governors. Perform this check before evaluating the
outputs of the magnetic pickups:
(1) Connect the breakout box between the airplane harness and the control box.
Page 104
Nov 1/10 61-22-00
(2) Start the engines and increase the propeller RPM to 1600 RPM with the propeller levers in high
RPM.
(3) Using the propeller levers, reduce the RPM to 1500 RPM to insure that the propellers are being
controlled by the governors.
(4) Install a jumper between jacks R and A. The speed of the right propeller should noticeably
increase.
(5) Install the jumper between jacks L and A of the breakout box. The speed of the left propeller
should noticeably increase.
(6) A failure of either propeller governor to increase propeller speed indicates that there is a fault in
the speed biasing coil of that governor.
(7) If no faults were revealed by this operational check, perform the MAGNETIC PICKUP VOLTAGE
CHECK before condemning the control box.
D. Magnetic Pickup Voltage Check

It is important that the output voltages of the magnetic pickups be within the 4 to 110 volt peak-to-peak
(Vpp) operating range. In addition, it is also important that the output voltage waveforms generated
begin with a 0 to +V transition and the Vpp is the same for each magnetic pickup to within ± 0.10 Vpp
(Ref. Figure 103).
This procedure requires a ground runup of the engines with an oscilloscope in the cockpit to measure
the voltage waveforms.
(1) Ensure that all electrical power is off and the PROP SYNCH circuit breaker is disengaged.
(2) Disconnect the wire harness plug from the synchrophaser control box and install the breakout box
between the plug and the control box.
(3) Set the oscilloscope to read 1 volt/division and scan once every 125 milliseconds.
(4) Connect the oscilloscope leads to the breakout box to observe the left magnetic pickup.
NOTE: Match the polarity of the oscilloscope leads to the polarity of the magnetic pickup.
(7) Manually set both propellers as close to 1500 rpm as possible.
NOTE: It may be necessary to adjust the sweep of the oscilloscope to obtain a steady picture.
(8) Observe the waveforms on the oscilloscope. Record the peak-to-peak voltage (Vpp). The ideal
Vpp should be between 4 and 110 volts. The magnetic pickup waveforms should depart smoothly
from the baseline, rise sharply to a positive peak (+V), descend sharply to a negative peak (-V),
and return smoothly to the baseline (Ref. Figure 103). The waveforms should be symmetrical; if
they are not:
(a) A ragged waveform indicates a faulty pickup.
Page 105
61-22-00 Nov 1/10
(b) An asymmetrical waveform indicates the target is not parallel to the tip of the magnetic
pickup.
(c) A secondary peak may indicate a damaged target.
(9) Repeat the magnetic pickup voltage check for the right magnetic pickup.
(10) Shut down the engines in accordance with the operator's manual.
Page 106
Nov 1/10 61-22-00
Figure 102
Synchrophaser Breakout Box Schematic
Page 107
61-22-00 Nov 1/10
Figure 103
Magnetic Pickup Voltage Waveform
Page 108
Nov 1/10 61-22-00
Engines synchronize
NO after a few seconds YES
(Note 1)
Is circuit YES
System operating
breaker closed normally
NO
Are engines within
Close circuit NO YES
capture range
breaker
Turn system off, Check circuit

manually resync integrity (Note 2)
engines and turn
system off
Is resistance specified in Are synchrophaser

NO Chart 1 between pins J & R NO checks correct
or pins K & L low
YES
YES
Correct wiring fault Do both governors
NO
or replace faulty Are engine harness connectors react to control box
NO (Note 3)
pickup or governor P13 and P18 switched
YES
YES Replace the
faulty governor
Reconnect P13 to the prop Check pickup
governor and P18 to the outputs (Note 4)
autofeather dump valve
Are peak-to-peak
NO voltages within
tolerance
YES
Can voltages be Are AC waveforms

NO adjusted by varying YES NO
identical in appearance
pickup gap (Note 5)
YES
Is face of target YES
If system still
parallel to face inoperative replace Adjust or Replace control
of pickup control box replace targets box
NO Replace pickup
Correct target
alignment
UB61B
017157AA.AI
Figure 104
Troubleshooting Flow Chart - Propeller Synchrophaser
Note 1 Perform SYNCHROPHASER FUNCTIONAL CHECK.

Note 2 Perform SYNCHROPHASER CHECK.
Note 3 Perform GOVERNOR SPEED BIASING COIL CHECK.
Note 4 Perform MAGNETIC PICKUP VOLTAGE CHECK.
Note 5 Refer to SYNCHROPHASER PICKUP INSTALLATION AND ADJUSTMENT procedure.
Page 109
61-22-00 Nov 1/10
PROPELLER
200200
1. PICKUP
A. Installation and Adjustment

The synchrophaser pickups are located in a bracket adjacent to each propeller deicer brush block. The
pickup should be installed and adjusted as follows:
(1) Ensure that battery and generator switches are off and the external power source is disconnected.
(2) Remove the lower forward engine cowling in accordance with COWLING REMOVALS, Chapter
71-10-00.
(3) Install the pickup into the mounting bracket and secure with the mounting locknuts.
NOTE: For proper function of the propeller synchrophaser, the pickup must be installed as
follows: 5° behind the blade for the left hand propeller; 20° ahead of the blade for the right
hand propeller.
(4) Adjust the magnetic pickup to obtain a reference gap of 0.050-inch between the magnetic pickup
tip and the target.
(5) Tighten the locknuts at 25 inch-pounds.
(6) Connect the two electrical leads.
(7) Perform the MAGNETIC PICKUP VOLTAGE CHECKS procedure in the TROUBLESHOOTING
section. Record the peak-to-peak voltage (Vpp) values for each pickup. Optimum voltage output is
between 4 and 110 volts.
(8) Readjust the pickups as required to obtain matching voltage outputs from each pickup. Move the
pickup away from the target to decrease the voltage output and closer to the target to increase the
voltage output. Altering gap by 0.007-inch will increase/decrease voltage by approximately 0.5
volt.
(9) Repeat Steps (7) and (8) as required to match the voltage outputs from each pickup. Install the
cowling in accordance with COWLING INSTALLATION in Chapter 71-10-00.
(10) Torque the locknut on the pickup to a maximum of 25 inch-pounds and safety wire the locknut.
(11) If the connector plug was previously disconnected, connect the plug to the control box.
(12) Perform the SYNCHROPHASER FUNCTIONAL CHECK procedure in the TROUBLESHOOTING

section.
Page 201
61-22-00 Nov 1/09
PROPELLER
PROPELLER INDICATING
61-40-00
200200
1. THROTTLE SWITCH
A. Adjustment
Power to the low pitch stop system is provided through the throttle switch actuated by the power levers.
(1) Remove the panel from the left side of the pedestal.
(2) Adjust the throttle switch in its mounting slots until it is in the full overtravel position (approximately
0.06 inch beyond the point of actuation) with the power levers in the forward position. Lift either
power lever and check that the switch clicks at a point approximately 0.20 inch before the end
travel by the lever attached to the actuating arm.
Page 201
61-40-00 Nov 1/09
CHAPTER 71 - POWER PLANT

TABLE OF CONTENTS
SUBJECT PAGE
POWER PLANT
71-00-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Buildup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Fuel Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Purge and Soak Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Handling Fuel Nozzles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
Engine Washing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
Engine Bonding Strap Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
COWLING
71-10-00
Cowling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Forward Cowling Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
MOUNTS
71-20-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Engine Truss Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Engine Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Truss Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Engine Truss Bolt Torque Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Inspection Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Isolators Only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
FIRESEALS
71-30-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
ELECTRICAL HARNESS
71-50-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Page 1
CHAPTER 71 - POWER PLANT

SUBJECT PAGE
ENGINE DRAINS
71-70-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Engine Fuel Purge System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Fuel Purge Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Fuel Purge System Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Fuel Purge System Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Inspection, Cleaning and Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Fuel Flow Divider/Purge Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Page 2

CH-SE-SU PAGE DATE
71-LOEP 1 May 1/10
71-00-00 1 May 1/10
201 thru 216 May 1/10
71-10-00 201 and 206 Nov 1/09
71-20-00 1 Nov 1/09
201 thru 204 Nov 1/09
71-30-00 1 Nov 1/09
71-50-00 1 Nov 1/09
71-70-00 1 and 2 Nov 1/09
201 thru 206 Nov 1/09
C2 Page 1
71-LOEP May 1/10
POWER PLANT
POWER PLANT
71-00-00

00
1. GENERAL
The PT6A-65B engines installed on the airplane are of the “free turbine” type. Each engine utilizes two
independent turbine sections: one driving the compressor in the gas generator section and the second
(two-stage power turbine) driving the propeller shaft through a reduction gearbox (Ref. Figure 201, in the
Maintenance Practices section). Each engine is self-sufficient since its gas generator driven oil system
provides lubrication for all areas of the engine, pressure for the torquemeter and power for propeller pitch
control. Inlet air enters the engine through an annular plenum chamber, formed by the compressor inlet case,
where it is directed forward to the compressor. The PT6A-65B engine compressor consists of four axial
stages combined with a single centrifugal stage, assembled as an integral unit. The engine is equipped with a
compressor wash ring at the compressor air inlet case. 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 90° 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 consists of two annular wrappers bolted
together at the front dome-shaped end. The outer wrapper incorporates an integral large exit duct. The liner
assembly has perforations of various sizes that allow entry of compressor delivery air. The flow of air changes
direction 180° as it enters and mixes with fuel. The fuel/air mixture is ignited and the resultant expanding
gases are directed to the turbines.
Fuel is supplied by a dual manifold consisting of primary and secondary transfer tubes and adapters. The fuel
is then injected into the combustion chamber liner through 14 individual nozzles arranged in two sets of
seven. The fuel/air mixture is ignited by two spark ignitors which protrude into the liner. 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
contact the turbine blades at the correct angle, with minimum loss of energy. The still expanding gases are
then directed forward to drive the power turbine section. The two-stage power turbine, consisting of the
first-stage guide vane and turbine and the second-stage inlet guide vane and turbine, drives the propeller
shaft through a reduction gearbox.
The compressor and power turbines are located in the approximate center of the engine with their respective
shafts extending in opposite directions. The exhaust gas from the power turbine is collected, routed into the
exhaust duct assembly and directed to the atmosphere by 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 the flight compartment instrumentation. All engine-driven
accessories, with the exception of the propeller governor, overspeed governor and 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 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 2.35 U.S. gallons and is provided with a dipstick.
Refer to the engine Maintenance Manual for complete description and maintenance information on the
engine and accessories.
Page 1
71-00-00 May 1/10
POWER PLANT
POWER PLANT
200200
1. ENGINE
A. Removal
NOTE: Airplanes idle for more than seven days due to maintenance or other reasons should either
have the engines operated or preserved. Refer to the appropriate procedures in Chapter
10-10-00 or the Pratt and Whitney PT6A-65B Engine Maintenance Manual.
Engine removal is accomplished as described in the following procedure:
(1) Preliminary Steps.
(a) Position a suitable stand under the tail of the airplane (Ref. Chapter 91-00-00 Figure 1 Sheet
2 of 10).
CAUTION: With both engines removed, the airplane becomes tail heavy. Failure to install a
tail stand may result in the airplane tail settling to the ramp.
(b) Drain the engine oil. Refer to CHANGING THE ENGINE OIL procedure (Ref. Chapter
79-00-00).
(c) Make sure all electrical power to the airplane is disconnected.
(2) Perform the PROPELLER REMOVAL procedure (Ref. Chapter 61-10-00).
(3) Perform the COWLING REMOVAL procedure (Ref. 71-10-00).
(4) Place a suitable cover over the engine inlet air screen to prevent foreign matter from entering the
air inlet.
(5) Disconnect the following plumbing hoses from the engine:
NOTE: Tag or identify all hoses to facilitate and ensure correct installation on the engine. Cap all
open hoses and engine ports to prevent contamination.
(a) Oil inlet hose - flare fitting.
(b) Oil overboard breather hose - clamp.
(c) Oil outlet hose - flare fitting.
(d) Fuel inlet hose - flare fitting.
(e) Fuel return hose - flare fitting.
(f) Forward combustion chamber drain hose - flare fitting.
(g) Manifold dump valve drain hose - flare fitting.
(h) Fuel pump drain hoses - clamps.
Page 201
71-00-00 May 1/10
(i) Air bleed hose - flare fittings.
(j) Fuel Purge System lines.
(6) Except when the existing engine is to be replaced with another, all electrical leads may be
disconnected by removing the electrical plugs from the firewall receptacles. If the engine harness
is to be used on a replacement engine, disconnect the electrical leads and plugs from the
components listed below and remove the electrical harness clamps necessary to allow engine
removal.
NOTE: Tag or identify all electrical connectors and note harness clamp locations to facilitate
correct installation. Cap all plugs and receptacles to prevent contamination.
(a) Starter-generator.
(b) Ignitor control box.
(c) Interstage turbine temperature thermocouple (Ref. Figure 204).
(d) Gas generator tachometer generator.
(e) Oil pressure transmitter.
(f) Oil temperature transmitter.
(g) Propeller tachometer generator (Ref. Figure 206).
(h) Propeller overspeed governor (Ref. Figure 205).
(i) Propeller deicer brushes.
(j) Torque pressure transmitter.
(k) High pressure autofeather switch.
(l) Low pressure autofeather switch.
(m) Autofeather dump solenoid.
(7) Disconnect the engine controls as follows:
(a) Disconnect the propeller control cable from the governor control arm. Remove the fire sleeve
from the control cable (Ref. Figure 203).
(b) Disconnect the power control cable from the power control lever in the mounting bracket for
the cam and attendant control linkage.
(c) Disconnect the condition lever control cable from the linkage at the fuel control unit, or start
control unit.
NOTE: Tag and retain the throttle attaching bolt, washer, and nut for installation on the
engine.
Page 202
May 1/10 71-00-00
(8) Remove the engine from the airplane as follows:
NOTE: Identify and retain all engine mounting bolts, washers, and nuts to facilitate and ensure a
correct new engine installation.
(a) Attach an engine sling to the engine hoisting lugs (Ref. Chapter 91-00-00). Position a
suitable hoist directly over the eye of the hoisting sling.
(b) Remove the cotter pin, nut, washer and bolt (four places) which secure the truss mount to the
engine mounts. Refer to the Chapter 71-20-00 ENGINE MOUNT illustration in the
Maintenance Practices section.
(c) The engine may now be hoisted to remove from the airplane.
B. Installation
(1) Attach an engine sling to the engine hoisting lugs (Ref. Chapter 91-00-00).
(2) Hoist the engine over the airplane engine mount and slowly lower it to align the truss mount with
the engine mount.
(3) With the truss mount and engine mount properly aligned, install the four bolts, washers, and nuts
which secure the engine mounts to the truss and torque the bolts. Refer to ENGINE
INSTALLATION, BUILD-UP AND TRUSS MOUNT TORQUES Table in Chapter 71-20-00. Install
the cotter pins.
(4) Install the bolts and screws at the two cowl bulkheads.
(5) Connect the following hoses to the engine fittings.
NOTE: Apply a light coat of lubricant or compound to the male threads of all fittings
(Ref. THREAD LUBRICANTS, Chapter 91-00-00).
(a) Oil inlet hose - flare fitting.
(b) Oil overboard breather hose - clamp.
(c) Oil outlet hose - flare fitting.
(d) Fuel inlet hose - flare fitting.
(e) Fuel return hose - flare fitting.
(f) Forward combustion chamber drain hose - flare fitting.
(g) Manifold dump valve drain hose - flare fitting.
(h) Fuel Purge System lines.
(i) Fuel control drain hoses - clamps.
(j) Air bleed hose - flare fitting.
Page 203
71-00-00 May 1/10
(6) Install the engine harness plugs into the firewall receptacles. Route the electrical harness and
secure it with the attaching clamps as it was installed on the replaced engine. Make all electrical
connections finger tight to the engine components listed below and safety wire the electrical plug.
WARNING: Ensure that the proper electrical connectors are attached, P17 to the propeller
overspeed governor and P18 to the autofeather dump solenoid. The
connectors are of an identical type and could be swapped.
(a) Starter-generator.
(b) Ignitor control box.
CAUTION: Torque the thermocouple harness connections according to the Pratt and
Whitney PT6A-65B Engine Maintenance Manual.
(c) Interstage turbine temperature thermocouple (Ref. Figure 204).
(d) Gas generator tachometer generator.
(e) Oil pressure transmitter.
(f) Oil temperature transmitter.
(g) Propeller tachometer generator (Ref. Figure 206).
(h) Propeller overspeed governor (Ref. Figure 205).
(i) Propeller deicer brushes.
(j) Torque pressure transmitter.
(k) High pressure autofeather switch.
(l) Low pressure autofeather switch.
(m) Autofeather dump solenoid.
(7) Control cables installation:
(a) Connect the power control cable to the power lever at the mounting bracket for the cam and
attendant linkage.
(b) Connect the condition lever control cable to the linkage at the fuel control unit, or start control
unit.
(c) Connect the propeller governor control cable. Rig the engine and propeller reversing
mechanism (Ref. Chapter 61-20-00 and Chapter 76-00-00).
(8) Perform the PROPELLER INSTALLATION procedure (Ref. Chapter 61-10-00).
(9) Remove the cover over the engine inlet air screen.
(10) Perform the COWLING INSTALLATION procedure (Ref. 71-10-00).
Page 204
May 1/10 71-00-00
(11) If the airplane is not to be released for flight operations, refer to the Pratt and Whitney PT6A-65B
Engine Maintenance Manual or STORAGE, Chapter 10-10-00 in this Maintenance Manual for the
proper procedures.
Page 205
71-00-00 May 1/10
Page 206
May 1/10 71-00-00
Figure 201
PT6A-65B Engine
Page 207
71-00-00 May 1/10
Page 208
May 1/10 71-00-00
Figure 202
Engine Mount
Page 209
71-00-00 May 1/10
Figure 203
Engine and Propeller Controls
Page 210
May 1/10 71-00-00
Figure 204
Trim Thermocouple and T5 Thermocouple Terminal Block
Page 211
71-00-00 May 1/10
Figure 205
Propeller Governor Adjustment Points
Page 212
May 1/10 71-00-00
C. Buildup
CAUTION: Consult the Pratt and Whitney PT6A-65B Engine Maintenance Manual before attempting to
remove the new engine from the shipping container.
Engine buildup consists of the installation of accessories and equipment on the new engine. Refer to
the Pratt and Whitney PT6A-65B Engine Maintenance Manual for removal and replacement
procedures. After all accessories have been installed, complete the engine buildup as follows:
NOTE: Tag or identify all hoses, bolts, nuts, washers, electrical connectors, and note harness clamp
locations for installation on the new engine. Cap all open hoses and engine ports to prevent
contamination.
(1) Remove the engine mount (vibration isolators) from the old engine and install on the new engine.
NOTE: All engine mounts (vibration isolators) on an engine must be of the same manufacturer
and type. The engine mount (vibration isolator) may be rebuilt by the replacement of the
molded rubber assembly.
(2) Torque the engine mount (vibration isolator) attaching bolts to engine case 225 to 300 inch pounds
(Ref. Table 202, ENGINE INSTALLATION, AND BUILDUP AND TRUSS MOUNT TORQUES,
71-20-00).
(3) Remove the bleed air adapter from the old engine and install on the new engine using the same
bolt and washer combination, with a new gasket.
(4) Remove engine control brackets and supports from the old engine and install on the new engine.
(5) Remove the exhaust stacks and install on corresponding (left or right) exhaust ports.
2. FUEL CONTROL UNIT
A. Purge and Soak Procedure

CAUTION: Throughout the following procedure, observe the starter operating limits of 30 seconds ON,
10 minutes OFF, 30 seconds ON, 30 minutes OFF, 30 seconds ON, 30 minutes OFF, 30
seconds ON, 30 minutes OFF, 30 seconds ON, 30 minutes OFF.
(1) To purge the fuel control unit of preservation oil, install the unit on the engine and connect it to the
airplane fuel supply. Install a suitable line between the fuel control outlet and a clean container.
(2) With the ignition OFF, and the fuel control lever in the IDLE position, motor the engine until clean
fuel flows from the fuel outlet. During the motoring run, move the fuel lever from the IDLE to
CUTOFF position to ascertain fuel shutoff.
(3) Remove the line used to purge the fuel control unit and connect the engine plumbing to the fuel
control outlet. Check the installation for leakage.
NOTE: An eight-hour soaking period is recommended following the purging procedure. This will
enable the bypass valve diaphragm to regain the pliability it possessed during unit
calibration and will permit the synthetic packing in the unit to swell for a satisfactory seal.
CAUTION: Before attempting a start, motor the engine with the fuel shutoff to ensure that all fuel
has been purged from the engine.
Page 213
71-00-00 May 1/10
3. HANDLING FUEL NOZZLES

Extreme care should be exercised when handling fuel nozzles; even fingerprints on the orifice may produce a
poor spray pattern. If fuel nozzles are not to be installed in the engine immediately, they should be placed in a
covered container to prevent exposure to dirt. If nozzles are to be shipped or stored, they must be separately
and securely wrapped. Packing nozzles together in a single container which allows relative movement will
damage orifice faces.
4. ENGINE WASHING PROCEDURES

CAUTION: The compressor bleed air must be capped off when washing the compressor.
For both external and compressor washing procedures for the PT6A-65B engine, refer to the Pratt and
Whitney PT6A-65B Engine Maintenance Manual.
CAUTION: For continuous cycling, use of the starter is limited to 30 seconds ON, 10 minutes OFF, 30
seconds ON, 30 minutes OFF. For engine clearing and restart, use of the starter is limited to 30
seconds ON, 3 minutes OFF, 30 seconds ON, 30 minutes OFF.
Before any external engine washing, cover or protect all electrical components and plugs located
on the engine or in the engine compartment. Do not allow water to enter the engine air inlet or
exhaust. High pressure water or solvent should not be directed on electrical components or
mechanical parts having air vent holes. After washing the engine blow dry the components with
dry shop air.
NOTE: The following engine wash cycle limitations are applicable to Lucas Aerospace starter-generator
installations.
Page 214
May 1/10 71-00-00
Table 201
WASH CYCLE LIMITATIONS
Time Duration1 Time Duration1

Cycle Starter Mode P/N 230852,4 P/N 230783 Remarks
Wash ON 30 Seconds 30 Seconds Inject Fluid at 5% N1
Soak OFF 15 Minutes 15 Minutes
Rinse ON 20 Seconds 20 Seconds Inject Fluid at 5% N1
Dry OFF 30 Minutes 5 Minutes
Rinse ON 20 Seconds 20 Seconds Inject Fluid at 5% N1
Dry OFF 30 Minutes 5 Minutes
Clear ON 30 Seconds 30 Seconds
Starter Cool OFF 30 Minutes 15 Minutes
Start ON See Note 5 See Note 5
1. Maximum starter ON and minimum starter OFF times shown.
2. Starter-generator P/N 23085 (UC-1 thru UC-142).
3. Starter-generator P/N 23078 (UC-143 and After and Airplanes With Kit 114-9034-1S Installed).
4. Starter current must be limited to 800 amps.
5. Per normal start limitations (Ref. AFM/POH).
5. ENGINE BONDING STRAP INSPECTION

Apply an anti-erosion tape or other approved anti-chaffing material to the problem area(s) of the strap only if
the broken and/or chaffed strands of the existing strap installation do not exceed 10% (i.e., 134 strands) of
the total strand count (i.e., 134 of 1344 = 10%) (Ref. Figure 206).
Page 215
71-00-00 May 1/10
Figure 206
Engine Bonding Strap
Page 216
May 1/10 71-00-00
POWER PLANT
COWLING
71-10-00
200200
1. COWLING
A. Removal
The engine cowling consists of five separate sections which must be removed in the proper sequence.
The various cowling sections are attached with cam-type fasteners, dzeus fasteners, and screws
(Ref. Figure 201 and 202). The forward portion of the cowling houses the engine power turbine and
propeller gearing reduction. The middle portion houses the induction system and compressor turbine
and the aft portion encloses the accessory drive section and provides access for oil servicing.
CAUTION: To prevent damage to the propeller spinner, the cowling edges, and the exterior painted
surfaces, it is imperative that the cowling be kept level throughout the removal procedure.
This may be accomplished by employing two men, one on each side of the cowling.
NOTE: Identify and tag all cowling attaching parts.
(1) Release the four cam-type fasteners of the upper forward cowling.
(2) Raise the cowling and remove from the airplane.
(3) Release the dzeus fasteners, remove the attaching screws, raise the upper aft cowling and
remove from the airplane.
(4) Release the dzeus fasteners, remove the attaching screws, raise the cowling, disconnect the wing
ice light wiring and remove the upper middle cowling from the airplane.
(5) Release the dzeus fasteners, remove the attaching screws, and carefully lower the lower forward
cowling from the airplane.
(6) Remove the lower aft cowling as follows:
(a) Disconnect the ice vane linkage at the ice vane control arm.
CAUTION: Bushings are installed in the holes of the control arms which attach to the ice
vane clevises and may have a tendency to fall out when the clevises are
disconnected.
(b) Disconnect the starter-generator cooling duct from the lower LH side of the cowling.
(c) Release the dzeus fasteners, remove the attaching screws and lower the cowling from the
airplane.
B. Installation
CAUTION: To prevent damage to the propeller spinner, the cowling edges, and the exterior painted
surfaces, it is imperative that the cowling be kept level throughout the installation
procedure. This may be accomplished by employing two men, one on each side of the
cowling. All skin gaps at the mating surfaces must be within 0.00 to 0.06-inch.
Page 201
71-10-00 Nov 1/09
(1) Install the lower aft cowling as follows:
(a) Align the screw holes of the cowling with those of the engine mount truss and secure the
dzeus fasteners. Install the attaching screws (Ref. Figure 201 and 202).
(b) Connect the starter-generator cooling duct to the lower LH side of the cowling.
(c) Install the bushings in the holes where the ice vane clevises attach to the control arms and
attach the clevises to the control arms. Connect the wing ice light wiring.
(2) Carefully raise the lower forward cowling into position, align the screw holes of the cowling with
those of the engine mount truss and secure the dzeus fasteners. Install the attaching screws.
NOTE: Check inertial separator linkage for proper travel before installing middle cowling.
(3) Position the upper middle cowling to the airplane and secure the dzeus fasteners. Install the
attaching screws.
(4) Align the holes of the upper aft cowling with those of the engine mount truss and secure the dzeus
fasteners. Install the attaching screws.
(5) Position the upper forward cowling and secure with the four cam-type fasteners.
(6) Remove all cowling identification tags.
Page 202
Nov 1/09 71-10-00
Figure 201
Cowling Installation
(UA-1 and After, UB-1 and After)
Page 203
71-10-00 Nov 1/09
Figure 202
Cowling Installation
(UC-2 and After)
Page 204
Nov 1/09 71-10-00
2. FORWARD COWLING LATCH
A. Adjustment
The forward lower cowling incorporates a hook that engages a cam pin (Ref. Figure 203, Detail C). The
hook is installed in the forward lower cowling and the cam pin is installed in the upper cowling. Check
that the hook is installed so it latches over the cam pin when it is turned in the direction of the arrow that
is decaled on the side of the cowling. The head of the cam pin is 6-sided (hexagon) and is installed in a
12-sided hole that locks it in place. The cam pin is held in place with a snap ring (Ref. Detail D). To
adjust the latch, remove the snap ring and pull the head of the cam pin out of the 12-sided hole. The pin
can be rotated in 30° increments to increase or decrease the latching force. Check that the forward
upper cowling guide pins are inserted in the anchor holes and the cowling is snug against the forward
lower cowling.
Page 205
71-10-00 Nov 1/09
FORWARD
UPPER
COWLING
B
B
A
C
C FORWARD
LOWER
COWLING
DETAIL A A
SNAP RING
CAM PIN
12 SIDED HOLE
DETAIL D CAM PIN HEAD

D
INSIDE VIEW
DETAIL B HOOK
UPPER
COWLING
CAM
PIN
LOWER
COWLING
LEFT SIDE RIGHT SIDE

DETAIL C UC71B
023350AA.AI
Figure 203
Forward Cowling Latch Adjustment
Page 206
Nov 1/09 71-10-00
POWER PLANT
MOUNTS
71-20-00

00
1. GENERAL
A. Engine Truss Assembly

The engine is supported by a welded tubular truss assembly of 4130 chrome molybdenum steel, which
is bolted to the nacelle firewall at four attaching points.
B. Engine Mounts
Four engine mounts (vibration isolators) are utilized to secure the engine to the truss assembly and
dampen engine vibration to the airframe structure. Each engine mount is attached to the engine by four
bolts, and each isolator is anchored to the truss assembly with one bolt (Ref. Figure 201, in the
Maintenance Practices section). Individual engine mounts may be replaced or overhauled without
removing the engine provided the weight of the engine is adequately supported. For detailed
instructions on the removal and installation of engine mounts, refer to ENGINE BUILDUP and ENGINE
INSTALLATION, 71-00-00. All engine mounts (vibration isolators) on an engine must be of the same
manufacturer and type.
Page 1
71-20-00 Nov 1/09
POWER PLANT
MOUNTS
200200
1. TRUSS ASSEMBLY
A. Installation
Should the engine truss assemblies be removed for any reason, or a new truss assembly be installed,
the following Steps should be followed to ensure proper alignment with the firewall and the engine
cowling:
(1) Position the truss assembly up to the firewall and install only those bolts at which the truss
assembly attach points are flush with the firewall (Ref. Figure 201). Torque these bolts 365 to 390
inch-pounds. If at least one thread does not protrude through the barrel nut, remove the
AN960-616 washer from the bolt and torque as above.
(2) Check the remaining attach points. If all attach points are flush with the firewall, the attach bolts
may be installed at these points and torqued 365 to 390 inch pounds (Ref. Table 202).
(3) If the remaining attach points are not flush with the firewall, measure the gap. If the gap does not
exceed 0.100 inch, install a shim (of 321 stainless steel), or combination of shims equating the
proper thickness, between the truss and the firewall (Ref. Table 201). The bolt, then, is to be
installed and torqued as called out in Step (1). If the gap exceeds 0.100 inch between the truss
assembly and the firewall, contact Hawker Beechcraft Customer Service for evaluation and
recommended action.
(4) If the engine truss assembly is removed from the firewall to install the engine after aligning the
truss assembly with the firewall, install the engine into the engine truss assembly and install the
truss assembly and engine up to the firewall assembly using the shims that were established for
proper alignment on the engine truss assembly.
(5) If the engine and engine truss assembly was built-up off the airplane without checking proper
alignment with the firewall, the engine and truss assembly must be positioned up to the firewall
and those bolts at which the truss attach points are flush with the firewall are to be installed.
Remove the attach bolts to the engine isolator and engine truss, lift the engine clear of the engine
truss assembly, then perform the procedure to check for proper alignment with the firewall as
noted in Steps (1), (2), and (3).
(6) Check the fit of the engine cowling to ensure that no binding or twisting is prevalent. If any binding
or twisting is noted, repeat the above procedure.
Table 201
ENGINE TRUSS TO FIREWALL SHIMS
Material Specification Product Vendor
0.020 inch MIL-S-18729 129-910032-121 Hawker Beechcraft Corporation
Page 201
71-20-00 Nov 1/09
Table 202
ENGINE INSTALLATION, BUILD-UP AND TRUSS MOUNT TORQUES
ITEM TORQUES
Engine Truss Mount and Engine Mount. Barry Mounts (95596) - Torque 500 to 600 inch-pounds.
Installs engine truss to engine mount Barry Mounts (93880) - Torque 450 to 500 inch-pounds.
(vibration isolator). Lord Mounts (LM-421-SA25) Torque 450 to 500 inch-pounds.
Refer to the ENGINE INSTALLATION procedure in
Chapter 71-00-00.
Engine Mount (vibration isolator). Torque 225 to 300 inch-pounds.
Installs the engine mount (vibrator isolator) Refer to the ENGINE INSTALLATION procedure in
to engine case. Chapter 71-00-00.
Engine Truss Mount Assembly. Torque 365 to 390 inch-pounds.
Installs the engine truss to the firewall. Refer to the TRUSS ASSEMBLY INSTALLATION.
B. Engine Truss Bolt Torque Check

NOTE: This procedure provides data on checking the torque of the truss bolts on a previously installed
truss. The weight of the engine and propeller does not change this procedure therefore it is not
necessary to support the engine during the torque check. Perform this procedure on each of
the four bolts attaching the truss to the nacelle structure, aft of the firewall.
(1) Check that the torque applied to bolt (7) is 365 to 390 inch-pounds. (Ref. Figure 201 and
Table 202).
(2) Verify that at least one thread of bolt (7) protrudes through the barrel nut.
(3) If bolt (7) does not protrude through the barrel nut, verify that an MS20002C6 washer (6) is
installed under the head of the bolt. If an additional AN960-616 washer is installed on the bolt
head, remove the flat washer. If one thread of the bolt still does not protrude through the barrel nut,
replace the bolt.
(4) Verify that bolt (7) does not touch the barrel nut retainer.
(5) If bolt (7) touches the barrel nut retainer, verify that a MS20002C6 washer (6) is installed under the
head of the bolt. Verify that an AN960-616 or AN960-616L washer (3) is installed on the bolt.
(6) If washer (3) and an AN960-616L washer are installed on bolt (7) and the bolt still touches the
barrel nut retainer, replace the bolt.
Page 202
Nov 1/09 71-20-00
Figure 201
Engine Mount
Page 203
71-20-00 Nov 1/09
2. INSPECTION CRITERIA
A. Isolators Only
The following inspection criteria are intended only to be a general rule of thumb when evaluating
vibration isolators. If a particular isolator pair does not quite meet any single criterion, but has a large
percentage of several, it would be prudent to change out the isolator.
The important point to bear in mind when evaluating isolators for replacement is that degradation due to
repeated torque loadings tends to be a gradual phenomenon. The presence of cracks in any of the
zones listed does indicate some degradation, but the rate of decrease in stiffness does not accelerate
appreciably until a very high percentage of the elastomer/plate interface is visibly separated
(Ref. Figure 202).
(1) Figure 202, Zone 1: The elastomer separation from the outer (cast) plate must not exceed 75% of
the region along the radius of the isolator (shaded area).
(2) Figure 202, Zone 2: The elastomer separation from the inner (stamped) plate or cracks in the
elastomer along the length of the elastomer/plate interface must not exceed 75% of this distance.
(3) Figure 202, Zone 3: Any transverse tears (plate to plate) of the elastomer must not exceed 50% of
the elastomer thickness: zone 3 is the most likely place for this to occur.
(4) Figure 202, Zone 4: If tears to any degree exist in Zones 1, 2 or 3 and if elastomer separation from
the inner plate approaches 100% of the area along the radius of the isolator, the isolator must be
replaced.
Figure 202
Vibration Isolator Inspection Criteria
Page 204
Nov 1/09 71-20-00
POWER PLANT
FIRESEALS
71-30-00

00
1. GENERAL
The fireseals are fitted to the engine, one forward and the other aft of the engine compressor intake. Each
fireseal is constructed of semicircular sections, which are bolted to the engine fireseal flange and to each
other to form a complete fireseal. The fireseals also provide a mounting location and support for all lines,
controls, and ducts that pass from one engine fire zone to another.
Page 1
71-30-00 Nov 1/09
POWER PLANT
ELECTRICAL HARNESS
71-50-00

00
1. GENERAL
The power plant electrical harness distributes power to or from the starter-generator, fire detectors, and all
engine electrical accessories. The harness is connected at the engine firewall by 2 connectors. The harness
is routed from the engine firewall, through the rear and forward fireseals to the reduction gear case and
propeller electrical systems.
Page 1
71-50-00 Nov 1/09
POWER PLANT
ENGINE DRAINS
71-70-00

00
1. GENERAL
A. Engine Fuel Purge System

The fuel purge system is designed to ensure that any residual by fuel in the fuel manifolds is consumed
during engine shutdown. During engine operation, compressor discharge air (P3 air) is routed through a
filter and check valve pressurizing a small air tank mounted on the engine truss mount. On engine
shutdown the pressure differential between the air tank and fuel manifolds causes air to be discharged
from the air tank, through a check valve and into the fuel manifold system. The air forces all residual
fuel, remaining in the fuel manifolds, out through the nozzles and into the combustion chamber
(Ref. Figure 1).
Page 1
71-70-00 Nov 1/09
Figure 1
Engine Fuel Purge System
Page 2
Nov 1/09 71-70-00
POWER PLANT
ENGINE DRAINS
200200
1. FUEL PURGE TANK
A. Removal
(1) Remove the bleed air line, filter and check valve from the inlet port of the tank (Ref. Figure 201).
(2) Remove the check valve and tube from the outlet port of the tank.
(3) Remove the four bolts, nuts and two clamps which secure the tank to the mounting plate.
(4) Remove the tank from the airplane.
B. Installation
NOTE: Replace all packings removed from this assembly with new packings.
(1) Install the fitting and packing (if removed) in the outlet port of the tank. Install the check valve at the
outlet port (Ref. Figure 201).
(2) Install the check valve and packing in the inlet port of the air tank. Install the packing and filter in
the inlet port of the check valve.
(3) Position the air tank on the mounting place in the original position. Secure the air tank to the
mounting plate with the two clamps, four bolts, washers and nuts.
(4) Connect the bleed air line to the filter on the inlet side, two clamps, four bolts, washers and nuts.
(5) Connect the tube leading to the flow divider to the check valve on the outlet side of the air tank.
C. Cleaning
(1) Clean the fuel purge air tank as follows:
(a) Perform the FUEL PURGE TANK REMOVAL procedure in this section.
WARNING: Wear rubber gloves and eye protection when using solvents.
(b) Flush the air tank with solvent (2, Table 1, Chapter 91-00-00) and blow dry with shop air.
(c) Perform the FUEL PURGE TANK INSTALLATION procedure in this section.
2. FUEL PURGE SYSTEM AIR FILTER
A. Cleaning
(1) Disconnect the bleed air line from the filter (Ref. Figure 201).
(2) Remove the filter from the check valve.
Page 201
71-70-00 Nov 1/09
(3) Inspect the filter for rust and corrosion; clean with shop air or solvent (2, Table 1, Chapter
91-00-00). A filter which shows signs of rust or corrosion must be replaced.
(4) Connect the filter to the check valve. Install a new packing between the filter and check valve.
(5) Connect the bleed air line to the filter.
3. FUEL PURGE SYSTEM CHECK VALVE
A. Inspection, Cleaning and Leakage Test

NOTE: This procedure applies to both of the check valves located adjacent to the engine fuel purge
tanks (Ref. Figure 201).
CAUTION: Do not disassemble check valve.
WARNING: Perform the following procedures in a protected area to avoid hazard to personnel.
For inspection and cleaning intervals (Ref. Chapter 5-20-00).
(1) Remove check valve.
(2) Inspect for any foreign material and/or corrosion.
(3) Using solvent (2, Table 1, Chapter 91-00-00), pressure flush the check valve to remove carbon
particles or sludge residue. This can be accomplished by using a set up similar to that in
Figure 202.
(4) It is permissible to blow dry the check valve using shop air (80 to 120 psi) after assuring that all of
the solvent is drained out.
(5) After cleaning as described in Step (3), use a test setup to test the check valve for leakage
(Ref. Figure 203).
(6) Apply a filtered regulated air source (40 to 100 psi) to the upstream side of the check valve.
(7) Fill the downstream side of the check valve with water and look for signs of leakage (bubbles). No
leakage is allowed. If leakage is detected, repeat Steps (3) through (7). Replace the check valve if
leakage is detected the second time.
(8) It is permissible to blow dry the check valve with shop air (80 to 120 psi).
Page 202
Nov 1/09 71-70-00
Figure 201
Engine Fuel Purge System
Page 203
71-70-00 Nov 1/09
Figure 202
Check Valve Pressure Flush
Figure 203
Check Valve Leakage Test
Page 204
Nov 1/09 71-70-00
4. FUEL FLOW DIVIDER/PURGE VALVE
A. Inspection
This procedure inspects the engine fuel flow divider/purge valve for possible fuel leakage from the purge
valve into the fuel purge system (Ref. Figure 204). A leaking purge valve may result in fuel leaking into
the fuel purge canister if the check valves fail, or are installed incorrectly. No fuel leakage is allowed.
(1) Remove the upper and lower forward cowlings to gain access to the engine flow divider/purge
valve (Ref. Chapter 71-10-00, COWLING REMOVAL).
(2) Disconnect the fuel purge line from the flow divider.
(3) Perform a Wet Motoring Run in accordance with Pratt & Whitney Engine Maintenance Manual.
Observe all Cautions, Warnings and Notes.
(4) Observe purge valve port for leakage while the engine is motoring. Any leakage while motoring is
cause for rejection of unit.
NOTE: Small drops of fuel may exit the flow divider purge valve shortly after motoring stops.
(5) Install the fuel purge line.
(6) Allow the starter a cooling period then follow with a Dry Motoring Run in accordance with Pratt &
Whitney Engine Maintenance Manual. Observe all Cautions, Warnings and Notes.
(7) Install the upper and lower forward cowlings (Ref. Chapter 71-10-00, COWLING INSTALLATION).
Page 205
71-70-00 Nov 1/09
Figure 204
Flow Divider/Purge Valve
Page 206
Nov 1/09 71-70-00
CHAPTER 72 - ENGINE
TABLE OF CONTENTS
SUBJECT PAGE
GENERAL INFORMATION
72-00-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Page 1

CH-SE-SU PAGE DATE
72-LOEP 1 Nov 1/09
72-00-00 1 Nov 1/09
Page 1
72-LOEP Nov 1/09
ENGINE
GENERAL INFORMATION
72-00-00

00
1. GENERAL
NOTE: Refer to the PT6A-65B Engine Maintenance Manual P/N 3032842 for detailed information on these
subjects.
Page 1
72-00-00 Nov 1/09
CHAPTER 73 - ENGINE FUEL SYSTEMS

TABLE OF CONTENTS
SUBJECT PAGE
DISTRIBUTION
73-10-00
Engine Driven Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Page 1

CH-SE-SU PAGE DATE
73-LOEP 1 Aug 1/10
73-10-00 201 thru 204 Aug 1/10
C3 Page 1
73-LOEP Aug 1/10
ENGINE FUEL SYSTEMS

DISTRIBUTION
73-10-00
200200
1. ENGINE-DRIVEN FUEL PUMP
A. Removal
The firewall shutoff valve must be closed prior to disconnecting any fuel tubing and/or hoses.
CAUTION: Observe all fire precautions and safety practices when working on the fuel system
(Ref. Chapter 28-00-00) and (Ref. Chapter 12-10-00, FUEL-HANDLING SAFETY
INFORMATION).
(1) Gain access to the engine-driven fuel boost pump (1) (Ref. Figure 201) by removing the engine
cowling as outlined in Chapter 71-10-00.
CAUTION: The fire extinguisher system is armed when the FIRE PULL T handle is pulled. Do not
actuate the extinguisher push light/switch with the system armed. If the light/switch is
pushed, the fire extinguisher agent will be released.
(2) Select the battery switch to ON, close the firewall shutoff valve by pulling the appropriate FIRE
PULL T handle.
(3) Confirm that the shutoff valve is closed by selecting appropriate side electric standby fuel boost
pump to ON and confirm that the red fuel pressure annunciator remains illuminated, indicating that
the firewall fuel shutoff valve is closed.
(4) Select the boost pump to the OFF position.
(5) Select the battery switch to OFF.
(6) Perform REMOVING GROUND POWER procedures (Ref. Chapter 24-40-00). Display warning
notices prohibiting connection of airplane electrical power.
(8) Make provisions for catching spilled fuel (rags to absorb fuel).
NOTE: Removal of the left-hand and right-hand engine-driven fuel boost pump is typical.
damage the fittings.
(9) At the inboard forward firewall, place a container under the fuel line connections. Disconnect the
pump outlet line from the inboard forward firewall fitting, and the engine fuel supply line from the
main fuel filter and drain the residual fuel from the lines. After draining the fuel, reconnect the lines.
(10) Disconnect the engine fuel supply line (14) from the pump inlet fitting (13 or 13A)
(Ref. Figure 201).
(11) Disconnect the pump outlet line (17) from the pump outlet fitting (2 or 2A).
(12) Cap or plug the fuel fitting openings to prevent the entry of foreign matter.
Page 201
73-10-00 Aug 1/10
(13) Remove the hose clamps (11) and disconnect the pump seal drain hose (12) from the hose
adapters (10 and 16).
(14) Remove four bolts (7A) or nuts (7B) and washers (6) securing the engine-driven fuel boost pump
(1) to the number four drive pad (5) of the engine.
(15) Remove the engine-driven fuel boost pump (1) from the engine.
B. Installation
(1) If a new engine-driven fuel boost pump (1) is to be installed, accomplish the following
(Ref. Figure 201):
(a) Remove the pump inlet and outlet fittings (13 or 13A and 2 or 2A) and the pump seal hose
adapter (10) and the elbow (15) from the old pump (1).
CAUTION: Failure to use a back-up wrench when loosening or tightening hoses to fittings
may damage the fittings.
(b) Install the inlet and outlet fittings (13 or 13A and 2 or 2A) and nuts (3) with new packings (4)
on the new pump (1).
(c) Install the seal drain hose adapter (10) with a new packing (8) and jam nut (9) on the new
pump (1).
(d) Install the elbow (15) along with adapter (16) on the regulator housing of the pump (1).
(2) Position the pump (1) on the engine number four drive pad (5).
(3) Secure the pump (1) with the four bolts (7A) or nuts (7B) and washers (6). Torque the bolts (7A) 40
to 50 inch-pounds and safety wire.
(4) Connect the pump seal drain hoses (12) to the hose adapter (10 and 16) and install the hose
clamps (11).
damage the fittings.
(5) Connect the pump outlet line (17) to the pump outlet fitting (2 or 2A) on the pump (1). Using a
back-up wrench on fitting (2 or 2A), torque the pump outlet line (17) b-nut 300 to 450 in.-lbs and
nut (3) 285 to 315 in.-lbs.
(6) Connect the engine fuel supply line (14) to the pump inlet fitting (13 or 13A) on the pump (1). Using
a back-up wrench on fitting (13 or 13A), torque the engine fuel supply line (14) b-nut 300 to 450
in.-lbs and nut (3) 285 to 315 in.-lbs.
(7) Remove warning notices prohibiting connection of airplane electrical power and perform
BATTERY CONNECTION procedure (Ref. Chapter 24-31-00).
(8) Perform APPLYING GROUND POWER procedures (Ref. Chapter 24-40-00).
(9) Actuate the appropriate FIRE PULL T handle to open the firewall shutoff valve.
NOTE: Confirm the firewall shutoff valves are open by observing the red fuel pressure
annunciator extinguishes while performing the next Step.
Page 202
Aug 1/10 73-10-00
(10) Operate the appropriate standby fuel boost pump to pressurize the fuel lines.
(11) Check all fuel lines and fittings for fuel leaks.
(12) Turn the standby fuel boost pump off and remove electrical power from the airplane.
(13) Install the engine cowling as outlined in Chapter 71-10-00.
Page 203
73-10-00 Aug 1/10
Figure 201
Engine-Driven Fuel Boost Pump
Page 204
Aug 1/10 73-10-00
CHAPTER 74 - IGNITION
TABLE OF CONTENTS
SUBJECT PAGE
IGNITION SYSTEM
74-00-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Autoignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Spark Igniters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Igniter Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Autoignition Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
AutoIgnition Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Ignition Exciter Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Removal (UC-1 and After without Kit No. 129-9100 Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Installation (UC-1 and After without Kit No. 129-9100 Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Removal (UC-1 and After with Kit No. 129-9100 Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Installation (UC-1 and After with Kit No. 129-9100 Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Page 1

CH-SE-SU PAGE DATE
74-LOEP 1 Nov 1/09
74-00-00 1 and 2 Nov 1/09
201 thru 213 Nov 1/09
Page 1
74-LOEP Nov 1/09
IGNITION
IGNITION SYSTEM
74-00-00

00
1. GENERAL
The spark ignition system of the PT6A-65B engine provides quick light-ups over a wide temperature range.
The system includes a solid state ignition exciter designed to be mounted on the airframe, two individual high
tension cable assemblies, and two spark igniters. Although designed to be energized by the 28 VDC electrical
system of the airplane, the ignition system will function effectively over a range of 9 to 30 volts.
The sealed unit of the ignition exciter encases in epoxy resin the solid state circuitry, transformer, and diodes
required to transform the DC input to a high voltage output. When the ignition exciter is energized, a capacitor
is progressively charged until the energy stored is sufficient to ionize a spark gap in the unit and discharge the
capacitor across the two spark igniters through a dividing and step-up transformer network. The network is
designed so that one igniter will continue to function even though the other is open or shorted. The network
also enables the capacitor to discharge automatically should either or both igniters become inoperative, or
should input voltage be switched off.
The electrical energy output from the ignition exciter to the spark igniters on the engine is delivered by two
ignition cable assemblies, each consisting of an electrical lead contained in flexible metal braiding. The
cables are equipped with coupling nuts at each end for connection to the ignition exciter and spark igniter.
The spark igniters are mounted adjacent to the fuel manifold at the 4 and 9 o'clock positions on the gas
generator case. Each spark igniter is a double-ended, threaded plug with a central positive electrode
enclosed in annular semiconducting material. The electrical potential produced by the ignition exciter is
applied across the gap between the central conductor and the igniter shell (ground). A small current passes
across the semiconducting material of the spark igniter as the potential developed by the ignition exciter
increases. This current increases until the air between the central conductor and the shell ionizes into a high
energy discharge between the electrodes. The resultant spark always occurs at some point in the annular
space between the central conductor and its shell.
2. AUTOIGNITION SYSTEM
The autoignition system is designed to provide automatic ignition when engine torque falls too low. This
system ensures ignition during take-off, landing, turbulence, and during adverse conditions of icing weather.
The autoignition control switch on the left subpanel is wired to a pressure switch mounted adjacent to the
torque pressure transmitter just forward and above the exhaust outlet on each engine (Ref. Figure 1). This
switch monitors torquemeter oil pressure. When the control switch is in the ARM position and engine torque
drops below 400 foot-pounds, the pressure switch closes to provide power from a 5-ampere circuit breaker on
the right circuit breaker panel to energize the engine igniter and illuminate the IGNITION ON light (green) in
the annunciator panel located forward of the pedestal. The igniter will continue to function until engine torque
increases enough to actuate the pressure switch and break the circuit to the igniter and annunciator lights.
For extended ground operation, the autoignition system should be turned off to prolong the service life of the
igniter units.
Page 1
74-00-00 Nov 1/09
Figure 1
Autoignition System
Page 2
Nov 1/09 74-00-00
IGNITION
IGNITION SYSTEM
200200
1. SPARK IGNITERS
WARNING: Residual voltage in the ignition exciter may be dangerously high. If a spark igniter is to be
removed, remove power from the ignition system and ensure the system has been
inoperative for at least six minutes prior to removing any ignition components. Always
disconnect couplings at the exciter first and use insulated tools to remove the nuts. Do
not touch output connectors or coupling nuts with bare hands.
To check the spark igniters for proper operation, disconnect one lead at the ignition exciter and listen for the
discharge of the spark igniter that is still connected, then repeat the procedure for the other spark igniter. The
igniters will spark at a rate of 0.8 to 1.0 spark per second with 9 volts applied and up to a rate of 1.4 to 4.0
sparks per second with 30 volts applied.
2. IGNITER PLUG
A. Cleaning and Inspection

The spark igniters, located at the 4 o'clock and 9 o'clock positions on the gas generator case, are
air-cooled, threaded plugs with a central positive electrode enclosed in an annular semiconducting shell.
The plug should be removed, cleaned and inspected as follows:
WARNING: Residual voltage in the ignition exciter may be dangerously high. Remove power
from the ignition system and ensure the system has been inoperative for at least six
minutes prior to removing any ignition components. Always disconnect couplings
at the exciter first and use insulated tools to remove the nuts. Do not touch output
connectors or coupling nuts with bare hands.
(1) Remove the coupling nut on the ignition cable from the spark igniters.
(2) Remove the spark igniters from the gas generator case.
(3) Remove the copper gasket from the spark igniter.
NOTE: The firing end of the igniters should never be cleaned. Do not remove carbon from the
electrodes or annular gap areas because the carbon is an aid to igniter operation.
(4) Using a felt swab soaked in solvent (30, Table 1, Chapter 91-00-00), clean the inside surface of
the terminal.
(5) Dry the igniter with clean, dry compressed air.
(6) Ensure that the air cooling holes are not blocked.
(7) Inspect the igniter shell for wear. If the wear equals or exceeds the amount shown, replace the
spark igniter (Ref. Figure 202).
CAUTION: It is recommended that if an igniter plug is dropped, it should be replaced with a new
plug.
Do not use thread lubricants on the spark igniters.
Page 201
74-00-00 Nov 1/09
(8) Install a new copper gasket on the spark igniter.
(9) Install spark igniter in the boss on the gas generator case. Torque the igniters to 300 inch-pounds,
loosen to zero inch-pounds, and retighten 200 to 240 inch-pounds.
(10) Install the coupling nut on the ignition cable.
Page 202
Nov 1/09 74-00-00
Figure 201
Autoignition System
Page 203
74-00-00 Nov 1/09
Figure 202
Spark Ignitor - Wear Limits
3. AUTOIGNITION PRESSURE SWITCH
A. Removal
This switch is mounted adjacent to the torque pressure transmitter just forward and above the left
exhaust outlet on each engine (Ref. Figure 201).
NOTE: A single double-pole, double-throw switch functions both as the autoignition pressure switch
and the high pressure switch for the autofeathering system.
(1) Place the battery and generator switches located on the LH subpanel in the OFF position.
(2) Be certain the external power source is disconnected.
(3) Remove the upper forward cowling (Ref. Chapter 71-10-00, COWLING REMOVAL).
(4) Unsafety and remove the electrical connector from the switch.
(5) Unsafety the mounting nut at the base of the switch. Remove the switch from the airplane.
(6) Install a protective plug in the switch mounting hole to prevent contamination of the governor oil
supply.
B. Installation
(1) Remove the protective plug from the switch mounting pole.
(2) Position the new packing and install the switch in the hole. Tighten the switch mounting nut to seat
the packing seal.
Page 204
Nov 1/09 74-00-00
(3) Safety wire the nut on the switch.
(4) Connect the electrical plug. The plug is to be tightened finger tight, then safety wired.
(5) Install the upper forward cowling (Ref. Chapter 71-10-00, COWLING INSTALLATION).
C. AutoIgnition Check
(1) With both engines running, set the power levers at idle and depress the autoignition circuit
breakers and the bus feeder circuit breakers. The autoignition circuit breakers are located on the
copilot's right sidewall circuit breaker panel.
(2) Place the LH and RH autoignition switches in the ARM position. Both IGNITION ON (green) lights
in the annunciator panel should illuminate. The annunciator panel is located forward of the
pedestal (Ref. Figure 201).
(3) Advance the RH power lever until the R IGNITION ON light goes out and check that RH engine
torque pressure is between 450 to 650 foot-pounds.
(4) Retard the RH power lever until the R IGNITION ON light illuminates and check that RH engine
torque pressure is below 650 foot-pounds.
(5) Pull the RH circuit breaker and ascertain that the R IGNITION ON light goes out.
(6) Depress the RH ignition circuit breaker and ascertain that the R IGNITION ON light illuminates.
(7) Repeat the procedures in Steps (2) through (6) with the LH engine autoignition system.
4. IGNITION EXCITER CONTROL BOX

NOTE: The following procedure is applicable to both engines.
The ignition exciter control box is located on the forward side of the engine firewall, near the nacelle
centerline (Ref. Figure 203).
(1) Place the battery and generator switches, located on the pilot’s LH subpanel, in the OFF position.
(3) Remove the upper aft cowling from the nacelle (Ref. Chapter 71-10-00, COWLING REMOVAL).
(4) Tag the igniter cables (6) to facilitate installation (Ref. Figure 203).
(5) Remove the safety wire from the igniter cable (6) connectors and disconnect the cables.
(6) Disconnect the power supply cable (3).
(7) Cap the electrical connectors to protect from damage and contamination.
(8) Remove the four bolts (5) and washers (4) and remove the ignition exciter control box (2).
Page 205
74-00-00 Nov 1/09

(3) Ensure the surface of the firewall (1) (Ref. Figure 203) is properly prepared to provide adequate
electrical bonding (Ref. Chapter 20-00-01 ELECTRICAL BONDING PROCEDURES).
(4) Position the ignition exciter control box (2) and install the two top bolts (5) and washers (4)
(Ref. Figure 203).
NOTE: Include the two wire harness clamps (7) in the assembly when installing the two bottom
bolts (5) and washers (4).
(5) Install the two bottom bolts (5) and washers (4).
(6) Remove the protective caps from the electrical connectors.
CAUTION: Do not let lubricant contact the center conductor of the exciter connectors. Contact
may result in a high resistance which could generate heat and oxidation.
(7) Lightly coat the threads of the ignition exciter control box (2) connectors with lubricant
(169, Table 1, Chapter 91-00-00).
CAUTION: When loosening or tightening the coupling nuts do not let the ignition cable braiding or
ferrules turn at the same time.
(8) Observing the identification tags, connect the igniter cables (6) and the power supply cable (3) to
the ignition exciter control box (2) so they are in the same positions as before removal. Tighten
nuts finger tight plus 45 degrees and safety wire.
(9) Install the upper aft cowling of the nacelle (Ref. Chapter 71-10-00, COWLING INSTALLATION).
Page 206
Nov 1/09 74-00-00
Figure 203
Ignition Exciter Control Box Installation
(UA-1 and After, UB-1 and After)
Page 207
74-00-00 Nov 1/09
C. Removal (UC-1 and After without Kit No. 129-9100 Installed)

The ignition exciter control box is located on the aft side of the engine firewall/baffle, near the nacelle
centerline, below the engine accessories (Ref. Figure 204).
(3) Remove the upper aft cowling from the nacelle (Ref. Chapter 71-10-00, COWLING REMOVAL).
(8) Remove the four bolts (3) and washers (4) and remove the ignition exciter control box (5).
D. Installation (UC-1 and After without Kit No. 129-9100 Installed)

(4) Position the ignition exciter control box (5) and install the two top bolts (3) and washers (4)
(Ref. Figure 204).
bolts (3) and washers (4).
(5) Install the two bottom bolts (3) and washers (4).
Page 208
Nov 1/09 74-00-00
(169, Table 1, Chapter 91-00-00).
(9) Install the upper aft cowling of the nacelle (Ref. Chapter 71-10-00, COWLING INSTALLATION).
Page 209
74-00-00 Nov 1/09
Figure 204
(UC-1 and After without Kit No. 129-9100 Installed)
Page 210
Nov 1/09 74-00-00
E. Removal (UC-1 and After with Kit No. 129-9100 Installed)

The ignition exciter control box is located on the forward side of the engine firewall/baffle, near the
nacelle centerline (Ref. Figure 205).
(3) Remove the mid side cowling from the nacelle (Ref. Chapter 71-10-00, COWLING REMOVAL).
(8) Remove the four screws (4) and washers (5) and remove the ignition exciter control box (1).
F. Installation (UC-1 and After with Kit No. 129-9100 Installed)

(4) Position the ignition exciter control box (1) and install the two top screws (4) and washers (5)
(Ref. Figure 205).
screws (4) and washers (5).
(5) Install the two bottom screws (4) and washers (5).
Page 211
74-00-00 Nov 1/09
(169, Table 1, Chapter 91-00-00).
(9) Install the mid side cowling of the nacelle (Ref. Chapter 71-10-00, COWLING INSTALLATION).
Page 212
Nov 1/09 74-00-00
6 1
5
4
A
7
A
VIEW B
1. IGNITION EXCITER
CONTROL BOX
2. IGNITER CABLES
3. FIREWALL / BAFFLE
4. SCREW 4 (PLACES)
5 . WASHER 4 (PLACES)
3
6. POWER SUPPLY CABLE
7. WIRE HARNESS CLAMP
(2 PLACES)
VIEW A
UB74B
016714AA.AI
Figure 205
(UC-1 and After with Kit No. 129-9100 Installed)
Page 213
74-00-00 Nov 1/09
CHAPTER 76 - ENGINE CONTROLS

TABLE OF CONTENTS
SUBJECT PAGE
ENGINE CONTROLS
76-00-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Power Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Propeller Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Condition Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal (Power, Propeller, and Condition Levers) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Power Lever Assembly Teardown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .202
Power Lever Assembly Build Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .202
Installation (Power, Propeller, and Condition Levers) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Power Lever Detent Pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Inspection and Replacement (UA-1 and After, UB-1 and After, UC-1 and After
without Kit 129-5009 Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Inspection and Replacement (UA-1 and After, UB-1 and After, UC-1 and After
without Kit 129-5009 Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .204
Engine Control (Power, Propeller and Condition) Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Power Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Condition Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Propeller Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Propeller Ground-fine Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Ground-fine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Engine Final Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
Ground Performance Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
Engine Operating Parameters Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
Estimated Field Barometric Pressure Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
Engine Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
Fuel Cutoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
Low Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
Engine Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
High Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
Adjustment (Condition Levers Not Split) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
Adjustment (Condition Levers Split) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
Maximum Forward and Reverse N1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
Propeller Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
Page 1
CHAPTER 76 - ENGINE CONTROLS

SUBJECT PAGE
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
Power Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
Control Cable Repairs and Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
Equipment Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
Leak Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
Repairing Control Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
Cable Purging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
POWER CONTROL
76-10-00
Condition Control Catch Gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 2

CH-SE-SU PAGE DATE
76-LOEP 1 Nov 1/10
76-00-00 1 and 2 Nov 1/09
201 thru 237 Nov 1/10
76-10-00 201 thru 204 Nov 1/09
C4 Page 1
76-LOEP Nov 1/10
ENGINE CONTROLS
ENGINE CONTROLS
76-00-00

00
1. GENERAL
Three engine controls for each engine are mounted on the pedestal between the pilot’s and copilot’s control
columns. The engine controls control all adjustable aspects of the operating engine. The controls from left to
right on the pedestal are the power levers, propeller levers and condition levers. The different levers are also
distinguished from one another by the shape of the knobs on each lever (Ref. Figure 1).
2. POWER LEVERS
The power levers control the amount of power the engines are delivering to the propellers. This function (N1)
is measured by means of a percentage of maximum gas generator speed. Propeller reversing and reverse
power are controlled by the power levers as well. A preset idle speed can be selected through detents on the
pedestal control mount. A ground fine detent provides for a further flattening of the propeller blade angle
during ground roll, achieving more efficient aerodynamic braking. There should be no change in N1 when the
power lever is moved through the idle detent and into the ground fine detent. The idle and ground fine range
should produce an N1 of 59% ± 1%.
The power levers control the reversing mechanisms by means of linkages attached to the power lever
cambox assemblies, mounted forward of the fuel control unit on the rear of the engine. A linkage from the
cambox assembly is connected to the beta valve actuating arm, located on the propeller governor.
When the power levers are moved through the ground fine detent into the reversing range, the beta valve
position is changed, allowing the propeller blades to move from the ground fine blade angle into the reverse
pitch blade angle. A control linkage from the cambox assembly is connected to the fuel control unit providing
control movements to the fuel control unit.
When the power lever is in the maximum reverse position, a tab on the fuel control unit contacts the
maximum reverse power stop and the lost motion link (airbleed link), through the beta cable interconnect,
resets maximum reverse propeller speed.
3. PROPELLER CONTROLS
The propeller control levers are connected to the speed adjusting lever of the propeller governor through
control linkages. The propeller governor is located in the 12-o’clock position on the forward portion of the
reduction gearbox.
High rpm, low rpm and feathered markings on the pedestal indicate the forward and aft positions of the
propeller levers. Propeller and governor operation is discussed in Chapter 61 of this maintenance manual.
4. CONDITION LEVERS
Control linkages connect the fuel condition levers to lever and stop mechanisms on top of the fuel control
units. High idle, low idle and cutoff markings on the pedestal allow for the preset selection of the various fuel
conditions.
When the condition lever is in the CUTOFF position, the fuel condition cam moves against the cutoff stop and
actuates a lever depressing the fuel cutoff valve on the fuel control unit.
Gas generator speed is controlled by the amount of fuel metered into the engine. Metering of the fuel is a
function of valve position in the fuel control unit and of P3 bleed air pressure.
Page 1
76-00-00 Nov 1/09
Figure 1
Engine Control Levers
Page 2
Nov 1/09 76-00-00
ENGINE CONTROLS
CONTROLS
200200
1. CONTROLS
A. Removal (Power, Propeller, and Condition Levers)

(1) Remove the copilot’s seat assembly (Ref. Chapter 25-10-00).
(2) Remove the screw and washer that secures the elevator trim tab control wheel and the left end of
the engine control lever pivot shaft to the left side of the pedestal. Note the position of the elevator
trim tab control wheel for installation (Ref. Figure 201).
(3) Remove the power, propeller, and condition knobs and the friction brake knobs.
(4) Remove the edgelight panel and the printed circuit board from the pedestal. Retain all attaching
parts.
(5) Remove the upholstery panel from the RH side of the pedestal and remove the small instrument
panel forward of the pedestal control levers. Retain all attaching parts.
(6) Remove the four screws that secure the RH end of the control lever pivot shaft to the right side of
the pedestal. Retain the screws.
(7) Note the quantity of washers and spacers between the control lever assemblies for reassembly
purposes.
NOTE: A drop cloth should be used to keep items dropped from the pedestal from falling below
the floor.
(8) Fabricate a dummy control lever pivot shaft 0.495-inch in diameter and at least 9 inches long.
(9) Insert the dummy shaft into the control shaft opening in the left side of the pedestal, pushing the
control lever pivot shaft to the right until the dummy shaft is ready to enter the RH or LH control
lever which is to be removed.
NOTE: If more than one control lever is to be replaced, it is best to remove and replace them
individually, RH first, then LH.
(10) Disconnect the pushrod from the lower connection to the control lever to be removed. Retain the
attaching parts.
(11) Catching the spacer washers that fall, pull the dummy shaft back to the left until the control lever
assembly to be removed is released. Remove the assembly from the pedestal.
(12) Disassemble the control lever from the arm assembly by disconnecting the tension spring,
removing the nuts and washers and one cotter pin and washer from the three pins in the slotted
holes.
Page 201
76-00-00 Nov 1/10
B. Power Lever Assembly Tear Down

(1) Remove the tension spring (2) from pins (9) and (15) (Ref. Figure 214).
(2) Remove cotter pin (8), nut (6) or washer (7) and washer (5) from pin (1) and discard cotter pin (8).
(3) Remove nut (10) and washer (11) from pin (13).
(4) Remove cotter pin (18), washers (19) and (20) from pin (17) and discard cotter pin (18).
(5) Separate the power lever (16) from the arm assembly (4) and remove washers (3), (12), (14) and
(21).
C. Power Lever Assembly Build Up

NOTE: Washer (14) has a coating on one side and should be installed with the coating toward the
power lever (16) (Ref. Figure 214).
(1) Install washers (3), (12), (14) and (21) on the power lever (16) and arm assembly (4).
(2) Mate the power lever (16) and arm assembly (4).
(3) Install washers (20), (19) and new cotter pin (18) on pin (17).
(4) Install washer (11) and nut (10) on pin (13).
(5) Install washer (5), nut (6) or washer (7) and new cotter pin (8) on pin (1).
(6) Install the tension spring (2) on pins (9) and (15).
D. Installation (Power, Propeller, and Condition Levers)

(1) Assemble the new engine control lever to the arm assembly with the nuts and the washers
removed in Step (11) under ENGINE CONTROLS REMOVAL. Use a new cotter pin.
(2) Position the complete control lever assembly and the arm and brake assembly in the pedestal and
push the control lever pivot shaft through the control lever assembly. Install the spacer washers as
noted in Step (7), under ENGINE CONTROLS REMOVAL, until contact is made with the dummy
shaft (Ref. Figure 201).
(3) Connect the pushrod to the lower end of the control lever with the existing attaching parts.
(4) Install the control lever pivot shaft. Install the spacer washers noted in Step (7) under ENGINE
CONTROLS REMOVAL, until the dummy shaft is pushed out of the pedestal.
(5) Install the four screws which secure the RH end of the control lever pivot shaft to the pedestal.
(6) Install the LH and RH pedestal upholstery panels.
(7) Install the manual elevator trim control wheel and secure it and the LH end of the control lever
pivot shaft with the attaching screw and washer. Position the control wheel as noted in Step (2)
under ENGINE CONTROL REMOVAL.
(8) Install the small instrument panel just forward of the control levers.
Page 202
Nov 1/10 76-00-00
(9) Install the printed circuit board and edgelight panel on the pedestal. Make certain that all lights are
positioned properly to avoid breakage.
(10) Install all control lever knobs and the friction brake knobs.
(11) Check for proper operation of all switches and controls in the pedestal area.
(12) Install the copilots seat assembly (Ref. Chapter 25-10-00).
Figure 201
Engine Control Levers
2. POWER LEVER DETENT PIN
A. Inspection and Replacement (UA-1 and After, UB-1 and After, UC-1 and After
without Kit 129-5009 Installed)
NOTE: Kit 129-5009 may be installed to upgrade to a replaceable detent pin.
(2) Remove the power lever assembly from center pedestal (Ref. ENGINE CONTROLS REMOVAL
(POWER, PROPELLER AND CONDITION LEVERS)).
(3) Inspect the detent pin. If the pin has a groove of more than 0.03 inch, Install Kit 129-5009
(Ref. Figure 202) or perform the POWER LEVER ASSEMBLY TEAR DOWN procedure in this
section and replace the power lever (Ref. Figure 214).
Page 203
76-00-00 Nov 1/10
(4) If the power lever assembly was torn down, perform the POWER LEVER ASSEMBLY BUILD UP
procedure in this section with the new power lever.
(5) Install the power lever assembly in the center pedestal (Ref. ENGINE CONTROLS
INSTALLATION (POWER, PROPELLER AND CONDITION LEVER)).
(6) Adjust the power levers (Ref. POWER LEVERS RIGGING).
B. Inspection and Replacement (UA-1 and After, UB-1 and After, UC-1 and After
with Kit 129-5009 Installed)
(2) Remove the power lever control assembly from the center pedestal. Refer to ENGINE
CONTROLS REMOVAL (POWER, PROPELLER AND CONDITION LEVERS).
(3) Remove and inspect the detent pin. If the pin has a groove of more than 0.03 inch, discard the pin.
(Ref. Figure 202).
(4) Inspect the bearing for wear. Replace if necessary.
(5) Assemble the control lever assembly using new hardware as necessary.
(6) Install the control lever assembly in the center pedestal. Refer to ENGINE CONTROLS
INSTALLATION (POWER, PROPELLER AND CONDITION LEVER).
(7) Adjust the power levers (Ref. POWER LEVERS RIGGING).
Page 204
Nov 1/10 76-00-00
Figure 202
Power Lever Detent Pin Replacement
Page 205
76-00-00 Nov 1/10
3. ENGINE CONTROL (POWER, PROPELLER AND CONDITION) CABLE
A. Removal
(1) Remove the left forward partition.
(2) Remove the left flight compartment seat (Ref. Chapter 25-10-00).
(3) Remove the flight compartment carpet and center floor panel aft of the pedestal and pedestal side
panels.
(4) Remove the passenger compartment left or right seats, forward of the main spar
(5) Remove the passenger compartment center aisle and left or right carpet (Ref. Chapter 25-20-01)
and floorboards, forward of the main spar (Ref. Chapter 06-50-00).
(6) Remove the left or right center wing leading edge panel 54 or 55 (UA-1 and After, UB-1 and After),
or 23 or 24 (UC-1 and After) (Ref. Chapter 06-50-00).
(7) From the applicable engine, remove the upper forward, upper mid and upper aft engine cowlings
(UA-1 and After, UB-1 UB-74 Without Kit No. 114-9016-1 and 114-9016-3) or upper forward, top
center and inboard mid-side cowlings (UA-1 and After, UB-1 thru UB-74 With Kit No. 114-9016-1
and 114-9016-3, UC-2 and After) (Ref. Chapter 71-10-00).
(8) Disconnect the control cable from its respective control unit input lever by removing the safety wire
or cotter pins, bolts, washers and nuts.
CAUTION: If cables are to be reinstalled, take appropriate measures to protect control cable
threaded ends and seals from damage and contamination.
NOTE: When removing a rod end, with a marker, mark a reference line across the rod end and
control cables and count the number of turns required to separate the two. Record this
information to aid in installation and rigging. Do not allow the control cable to turn.
It may be necessary to remove the rod end to clear some frame members under the
pedestal.
(9) To remove a rod end, loosen the nut and slowly turn the rod end until disconnected, retain the nut
and washer.
(10) Disconnect the propeller control cable (16) from the clip (1), remove the fire sleeve (11) and
grommet assemblies (12, 13, 14 and 15) (Ref. Figure 203).
(11) To remove the power control cable, remove U bolt, (7) and the special nut securing the power
control cable (9), then remove the deicer boot (6), clamps (8) and spring(s) (5).
(12) Remove the grommet assemblies at the firewall (10).
(13) Remove the clamps securing the control cable in the wing leading edge and remove sealant from
cables.
(14) From inside the cabin, remove the control cable clamps between FS 134.00 and 243.25.
To remove the propeller control cable (1), remove the lock plate (4) at FS 125.00
(Ref. Figure 204).
Page 206
Nov 1/10 76-00-00
NOTE: When removing a rod end, with a marker, mark a reference line across the rod end and
control cables and count the number of turns required to separate the two. Record this
information to aid in installation and rigging. Do not allow the control cable to turn.
(15) Disconnect the control cable from the pedestal quadrant. If the condition control cables (5) are
being changed, disconnect them from bracket (6) and condition levers (Ref. Figure 204).
(16) Feed the control cable through the fuselage pressure plate (2) and remove it from the aircraft.
B. Installation
CAUTION: Take appropriate measures to protect control cable threaded ends and seals from damage
and contamination.
(1) Carefully route the engine control cable forward into the crew compartment, through the fuselage
pressure plate and into the engine compartment. Place the firewall grommet retainer over the
cable once it is in the engine compartment.
(2) Install the deicer boot (6) with clamps (8) and the spring(s) (5) (maximum of two) on the power
control cable (9) (Ref. Figure 203).
(3) If applicable, install the fire sleeve (11) over the propeller control cable (16).
(4) If removed, install nuts, washers and rod ends to their proper position (as recorded during
removal) then secure the nut.
(5) Attach clips on the control cables, as required, by squeezing with pliers.
(6) Connect the engine control cables to their respective control levers and input arms and secure
(Ref. Figure 201).
(7) From inside the cabin, install the control cable clamps between FS 134.00 and FS 243.25 and if
the propeller control cable (1) is being installed, install the lock plate (4) at FS 125.00 (Ref. Figure
204).
(8) Install clamps securing control cables in the wing leading edge.
(9) Apply sealant (19, Table 1, Chapter 91-00-00) around control cables where they pass through the
fuselage (2) (Ref. Figure 204).
(10) Check rigging, perform POWER LEVERS RIGGING, CONDITION LEVERS RIGGING,
PROPELLER LEVERS RIGGING and ENGINE CONTROL RIGGING procedures.
(11) Safety hardware as needed (Ref. Chapter 20-07-00).
NOTE: Inspect work areas for FOD. before closing panels.
(12) Install all removed engine cowlings (Ref. Chapter 71-10-00).
(13) Install the left and right center wing leading edge panel 54 to 55 (UA-1 and After, UB-1 and After),
or 23 or 24 (UC-1 and After) (Ref. Chapter 6-50-00).
(14) Install the passenger compartment center aisle and left or right carpet (Ref. Chapter 25-20-01) and
floorboards, forward of the main spar (Ref. Chapter 6-50-00).
Page 207
76-00-00 Nov 1/10
(15) Install the passenger compartment left or right seats, forward of the main spar (Ref. Chapter
25-20-00).
(16) Install the flight compartment carpet and center floor panel aft of the pedestal and the pedestal
side panels.
(17) Install the flight compartment seat (Ref. Chapter 25-10-00).
(18) Install the left forward partition.
(19) Perform engine run-up and adjust as necessary. Refer to the appropriate Pilot’s Operating
Handbook/Airplane Flight Manual.
4. ENGINE CONTROL
A. Rigging
The following rigging instructions produce nominal settings of the operating parameters of the engine.
Any time an engine is removed, the fuel control unit is changed, the propeller governor is replaced or
any other time the adjustments of one of these units is disturbed, the engine controls rigging procedure
should be performed, all or in part.
These rigging procedures yield only nominal results; a ground check and final adjustment must be
performed any time a rigging procedure is completed. Results of the operating parameters of each
engine should be recorded and final adjustments must be made to restore the engine to its original
performance parameters.
The following final adjustments to the engine operating parameters are permitted to field technicians:
• 1500 rpm torque per Chart 2 ± 50 foot-pounds and ± 20 foot-pounds between engines
• Lo-idle speed of 58 to 61%
• Hi-idle speed of 70% ± 1%
• Max N1 of 104%, 95% with the max N1 shim tool in place
• Max N2 of 1700 rpm.
• Max reverse N1 of 87% ± 1%
5. POWER LEVERS
A. Rigging
WARNING: Misadjustment of the beta valve can cause unplanned feathering of the propeller.
Resulting in a possible hazard to airplane operation and overtorque damage to the
engine (Ref. Figure 208).
(1) Install a pin through the rigging hole in the lower LH side of the pedestal and through the two
power lever bellcranks.
(2) Adjust the pedestal interconnect rods until the power levers line up in the same position. Both
power levers should be against the idle stop.
(3) Install a pin through the rigging hole in the cambox; a No. 41 drill bit can be used as the rig pin
(Ref. Figure 205).
Page 208
Nov 1/10 76-00-00
(4) Connect the power lever cable end to the cambox input lever. The lever may be adjusted on the
input lever shaft as necessary to facilitate connecting the power lever cable to the input lever.
(5) Adjust the power lever cable end as necessary to ensure that the angle of the input lever is equal
to the angle of the input lever on the opposite engine. The input levers should be situated in a
nearly horizontal position. To control backlash at idle settings, a maximum of two springs may be
used on the power control cable (Ref. Figure 205)
NOTE: The input lever must be in a 9-o’clock to 10-o’clock position, otherwise the rig pin hole will
be covered up by the input lever bolt.
(6) Disconnect the beta cable from the cambox to avoid damaging the carbon block in the propeller
feedback ring.
(7) Adjust the cambox-to-fuel-control-unit of the interconnect rod to a length of 8.25-inches as

measured from the centers of the attach holes.
(8) The interconnect rod should be installed between the top hole on the fuel control unit arm and the
next-to-top hole on the cambox.
(9) Remove the rig pins from the cambox and the pedestal power levers.
(10) Place a protractor on the cambox input lever.
(11) Pull the power lever back into the reverse range as far as necessary in order to get the
dead-band-stop screw to move off the dead-band stop. Slowly move the power lever forward until
the dead-band-stop screw hits the stop. The screw should be against the stop such that a piece of
paper between the screw and the stop is held tightly and any further motion in the reverse direction
will release the paper (Ref. Figure 206).
(12) Measure the angle of the cambox input lever.
(13) Push the power lever forward to the point where the stop screw is about to lift off the stop, but will
still grip the piece of paper tightly.
(14) Measure the cambox input lever angle again. The difference between the two angular
measurements represents the dead-band travel and should be 11° to 12°. Adjust the
dead-band-stop screw as necessary to obtain the proper dead-band travel. One full turn out of the
dead-band-stop screw will widen the dead band 1.32°.
(15) Check that the dead-band-stop screw first contacts the stop slightly before the pedestal power
lever goes into idle and that dead-band-stop screw begins to lift off the stop as the pedestal power
lever goes into reverse.
(16) Place the pedestal power levers in idle. Check that the rig pin will fit into the rig pin hole. If it does
not, adjust the input lever on the input lever shaft.
(17) Once the amount of dead-band travel has been properly set, the dead-band travel can be
repositioned between ground fine and idle by adjusting the serrated washer on the upper fuel
control arm (Ref. Figure 206). A movement of one serration will result in a 0.6° change in the
position of the input arm. Fine adjustments of the position of the dead band may be made by
adjusting the length of the interconnect rod.
Page 209
76-00-00 Nov 1/10
NOTE: If it is impossible to position the dead band between idle and ground fine, it is permissible
to widen the dead band by an amount not to exceed 1° forward of the idle detent or 1° aft
of the ground fine detent.
CAUTION: Once the beta cable is connected to the cambox lever, no further attempts to place the
power levers in reverse should be made unless the engine is running.
(18) Connect the beta cable to the cambox cam in the second hole from the top.
NOTE: When lengthening the beta cable by adjusting the rod ends, leave at least one thread
visible inside the inspection hole.
(19) The beta cable should be adjusted at either the forward or aft rod ends so that the flat surface of
the clevis on the beta valve plunger is flush with the forward surface of the conical cap nut on the
propeller governor beta valve. This adjustment should be made with the propeller solenoids
de-energized (Ref. Figure 207).
(20) Adjust the airbleed link (lost motion link) until a 0.1-inch gap between the upper and lower halves is
apparent.
NOTE: Three complete turns of either upper or lower end adjustment of the airbleed link is
equivalent to 0.1-inch.
6. CONDITION LEVERS
A. Rigging
(1) Place the condition lever in the LOW IDLE detent.
(2) Install a rig pin through the rig pin hole in the lever stop assembly on the left side of the fuel control
lever (Ref. Figure 206).
(3) Adjust the condition lever cable end or the input lever position as necessary and connect the cable
to the fuel lever stop assembly.
(4) Remove the rig pin from the fuel lever stop assembly.
7. PROPELLER LEVERS
A. Rigging
(1) Place the propeller lever in FEATHER.
(2) Adjust the cable end so that the feather dump valve plunger is fully compressed and bottomed-out
when the cable is connected to the speed adjusting lever on the propeller governor
(Ref. Figure 207).
(3) Check that the bolt connecting the cable to the governor lever does not strike the governor body.
Page 210
Nov 1/10 76-00-00
8. PROPELLER GROUND-FINE SOLENOID
A. Rigging
WARNING: Misadjustment of the beta valve can cause unplanned feathering of the propeller.
Resulting in a possible hazard to airplane operation and overtorque damage to the
engine (Ref. Figure 208).
(1) Install the solenoid in the supporting bracket with the aft surface of the solenoid flush with the aft
portion of the support bracket.
(2) Connect the solenoid arm to the propeller reversing lever (Ref. Figure 207).
(3) Position the solenoid bracket on the beta cable housing so that the distance between the forward
surface of the solenoid and the center of the clevis pin through the end of the solenoid plunger is
0.5-inch.
(4) Assure that all hardware is tight and that the safety wires are installed at the beta cable end as
appropriate.
9. GROUND-FINE
A. Check
(1) Ground fine check shall be done with full fuel (for UA and UB series airplanes) or full mains (for UC
series) with the airplane setting on a flat surface. If any wind exists, the check shall be done in a
crosswind condition.
CAUTION: To avoid overheating the cabin windows, do not run the engines in the feathered
position while in a quartering to crosswind condition.
(2) Check that N1 remains at idle N1 setting and N2 increases slightly, indicating that the propeller
pitch has shifted to a lower setting (N1 should not begin to increase until power levers are lifted
and moved aft of the ground fine stop). Advance power levers forward, then pull back to ground
idle position.
(3) Without brakes, advance the condition levers from low idle to high idle. Check that N2 increases
and that the airplane does not move forward or backwards.
(4) If the airplane has forward movement, reposition the beta cable on the cambox to the next higher
hole (Ref. Figure 205). Adjust the clevis on the aft end of the beta cable so that previous settings
are not changed. If the beta cable is in the top hole, no further adjustments are possible. If an
adjustment is made, return to Step (2).
(5) If the airplane has movement aft and the beta cable has just been moved up one hole, no more
adjustments are possible and the clevis shall be positioned to the previous hole down. If the
airplane has aft movement and the clevis is in the bottom hole, return to the ground fine rigging
and power lever rigging position and recheck. If an adjustment has been made, return to Step (2).
Page 211
76-00-00 Nov 1/10
Figure 203
Engine Controls (Engine End)
Page 212
Nov 1/10 76-00-00
Figure 204
Engine Controls (Pedestal End)
Page 213
76-00-00 Nov 1/10
Figure 205
Cambox Assembly
Page 214
Nov 1/10 76-00-00
Figure 206
Fuel Control Unit
Page 215
76-00-00 Nov 1/10
Figure 207
Propeller Governor Assembly
Page 216
Nov 1/10 76-00-00
10. ENGINE FINAL ADJUSTMENTS

Prior to beginning any final adjustment procedures to the engine controls, a ground performance check must
be performed. The ground performance work sheet should be used to record engine performance data. Refer
to Table 201. The worksheet may be retained following final engine controls adjustments for the purpose of
documentation of proper engine performance and controls rigging.
WARNING: Never make adjustments or perform any of these maintenance procedures while the
engine is running.
A. Ground Performance Check Procedure

When performing this procedure, it should be noted that at least two of the performance parameters will
be outside the expected limits when a fault is in the engine. If only one performance parameter is
suspect, it can be assumed that the problem is in the indicating system for that parameter and a check
of that system must be performed.
(1) Install the Bauer Howden Inc. max N1 shim tool (WT107901) on the condition lever shaft stop tab
so the LH side of the tool is flush with the LH side of the stop tab (Ref. Figure 206).
NOTE: If the max N1 shim tool is not available, N1 will have to be checked during the test flight.
(2) Verify that the feather valve plungers on the propeller GOVERNORS are fully compressed when
the propeller controls are in the FEATHER position.
(3) Verify that the fuel cutoff is functioning properly (Ref. FUEL CUTOFF CHECK).
(4) Start the engines and allow the oil temperature to increase well into the operating range.
(5) Check the dead-band position. N1 should remain constant between the idle and ground fine
detents; however, N1 should rise as the power levers are moved forward from IDLE and when
moved aft from GND FINE.
(6) Idle speed should be 58 to 61%; if not, discontinue this procedure and go to LOW IDLE
ADJUSTMENT.
(7) Place power levers in idle, condition levers at high idle and note prop N2 rpm. Hold prop test switch
in low pitch position, note L&R prop rpm decrease of approximately 200 rpm. Ensure rpm has
stabilized. Release prop test switch, note prop rpm returns to original noted value.
(8) With the power lever in the idle detent, place the propeller lever in high rpm and the condition lever
in high idle. Place the propeller test switch in the low pitch position. Advance the power lever to
1500 rpm N2 record the engine 1500 rpm torque.
(9) A setting of 1500 rpm torque should correspond to the value obtained from the 1500 rpm torque
graph (Ref. Chart 2 Figure 209) ± 50 foot-pounds, and torque readings between engines should
agree within 20 foot-pounds. Refer to ENGINE TORQUE ADJUSTMENT.
(10) Place the propeller test switch in the OFF position and record the 1500 rpm torque.
Page 217
76-00-00 Nov 1/10
(11) This 1500 rpm torque should correspond to the values (+ 0 to 150 foot-pounds) on the graph.
Refer to Chart 3, in Figure 210.
NOTE: In the event the torque is out of tolerance, check for binding at the beta cable and solenoid
mechanism, then adjust the solenoid aft in the bracket to lower torque or forward in the
bracket to increase torque. If adjusting the solenoid does not result in an acceptable
torque reading, refer to the propeller manual for adjusting the propeller low pitch stops,
then return to this procedure.
(12) With the power levers in the idle detent, advance the condition levers to the HI-IDLE position; this
should yield an N1 of 69 to 71%; if not, discontinue this procedure, and adjust the high idle speed.
Refer to HIGH IDLE ADJUSTMENT.
(13) Check for power lever mismatch by moving the power levers forward and aft while observing the
N1 responses; should a mismatch exist, refer to POWER LEVER ALIGNMENT.
(14) Advance the power levers to the maximum forward position. Record the N1 readings.
(15) Retard the power levers and move the levers into the full-reverse range. Record the N1 readings.
(16) Maximum forward and reverse N1 can now be adjusted if no power lever mismatch exits.
Maximum forward N1 is 95% with the max N1 shim tool in place; max reverse N1 is 88%.
Example:
Pressure Altitude A = 1350 ft.
Outside Air Temperature B = 27° C
(a) Draw a line horizontally from a point on the left side of the graph corresponding to the current
pressure altitude, point A.
(b) Draw a line upward from a point on the bottom of the graph corresponding to the current
IOAT, point B.
(c) Adjust the engine 1500 rpm torque to the torque value where the two lines from points A and
B intersect, point C.
(17) Advance the power levers until maximum propeller rpm is reached. Propeller rpm should advance
to 1700 rpm if the propeller governor is properly adjusted; otherwise refer to PROPELLER
GOVERNOR ADJUSTMENT.
(18) Shut down the engines and remove the max N1 shim tool.
(19) Check that all cotter pins and safety wiring are correctly installed and that all clevis end nuts are
properly tightened and safetied.
(20) Perform the ENGINE OPERATING PARAMETERS CHECK.
Page 218
Nov 1/10 76-00-00
B. Engine Operating Parameters Check

NOTE: Engine parameter check data is used to evaluate the effects of component replacement,
inaccuracies in the engine instruments or progressive hot section deterioration; however, such
data should never be used as the sole criteria for determining the airworthiness of an engine.
Refer to the MINIMUM TAKE-OFF POWER Chart and procedures in the appropriate Pilot’s
Operating Handbook to determine if the engines are producing sufficient power for airworthy
operation.
The graphs for engine operating parameter checks are presented as torque versus ambient
temperature and pressure so that engine parameters can be checked over a wide range of conditions
without overtorquing the reduction gearbox. Periodic engine checks must be carried out and changes in
engine parameters noted.
All forms of engine deterioration will be accompanied by an increase in interstage turbine temperature
and fuel flow at a given power. Compressor deterioration will, in most cases, be due to dirt deposits and
will effect an increase in gas generator speed to obtain a given power setting. This form of deterioration
can be remedied by compressor washing as described in the engine maintenance manual. Hot-section
deterioration will cause a decrease in the gas generator speed, an increase in fuel flow and an increase
in ITT for a given power setting.
NOTE: Prior to beginning the following checks, the engine cowling must be in place in order to ensure
consistency of engine check parameters.
(1) Determine the field barometric pressure.
NOTE: This pressure may be obtained by setting the altimeter to zero and reading the pressure
from the Kollsman window or by contacting the local Flight Service for an uncorrected
pressure reading. Do not use the sea level pressure normally reported by the tower.
(2) Record the outside air temperature in degrees Celsius.
(3) Obtain the target torque reading from Graph 1 of Chart 4, in Figure 211 by plotting temperature
against field barometric pressure.
(4) Start the engines and allow the oil temperature to increase to operating temperature.
(5) Position the airplane crosswind, 90° to the wind direction, to eliminate variation in parameters due
to changing wind velocity.
(6) Turn off the generator, bleed air and air conditioning on the engine to be checked.
(7) Check that the propeller levers are in high rpm.
(8) Bring the power levers forward to establish a torque indication equal to the target torque value
from Graph 1 of Chart 4, in Figure 211.
(9) Check that engine propeller rpm is governing at 1700 rpm.
(10) Record the N1 readings, ITT indications and the fuel flows from the engine being checked.
(12) Determine the reference fuel flow from Graph 2 of Chart 4, in Figure 211 by plotting the field
barometric pressure against the outside air temperature.
Page 219
76-00-00 Nov 1/10
(13) Determine the reference N1 speed from Graph 3 of Chart 4, in Figure 211 based on outside air
temperature.
(14) Find the reference ITT value by plotting the outside air temperature to the ITT curve.
The graphs in Chart 4, in Figure 211 are based on a typical new installation. Minor differences
between engines and installations may produce results that are slightly different from the
reference values represented by the graphs; therefore, should the engine meet the minimum
takeoff power criteria as stated in the Pilot’s Operating Handbook, large variations of fuel flow and
ITT from the graph reference values may be indicative of faults within the engine’s indicating
systems. Should an engine parameter begin to drift progressively up or down during subsequent
checks, a trend toward engine deterioration may be assumed. A minimum takeoff power check
should be performed before the engine is declared nonairworthy. The real value of the graphs on
Chart 4, in Figure 211 is in giving the technician an approximation of where the engine parameters
should be for the typical new installation.
Detailed record keeping of engine performance parameters is all-important in detecting early
trends of change in performance. For that purpose, a good system of engine condition trend
monitoring should be employed by maintenance personnel so that preventive maintenance
measures may be accomplished well in advance of the development of more serious conditions.
C. Estimated Field Barometric Pressure Calculation

NOTE: This is an alternate method of obtaining field barometric pressure and should be used only in
instances where the Kollsman window is off scale.
(1) Set the altimeter to field elevation. Record the elevation and the barometric pressure from the
Kollsman window.
(a) Example: 1820 ft MSL at 29.84 inches Hg
(2) Use 1.0 inch Hg per 1,000 ft MSL of altitude to determine the estimated field barometric pressure.
(a) Example: 1820 ft MSL/1,000=1.82 inches Hg
(3) Subtract the 1.82 inches Hg from the barometric pressure recorded in Step (1) (a).
(a) Example: 29.84 inches Hg - 1.82 inches Hg=28.02 inches Estimated Field Barometric
Pressure
(4) Apply 28.02 inches Hg to the proper Charts. Refer to ENGINE OPERATING PARAMETERS
CHECK.
Page 220
Nov 1/10 76-00-00
MISADJUSTMENT OF THE BETA VALVE CAN CAUSE UNPLANNED

FEATHERING OF THE PROPELLER, RESULTING IN A POSSIBLE HAZARD
TO AIRPLANE OPERATION AND OVERTORQUE DAMAGE TO THE ENGINE.
BETA BETA
VALVE VALVE
CONICAL CONICAL
CAP NUT VALVE CAP NUT
POSITION
CLEVIS
CLEVIS
FLAT SURFACE
OF CLEVIS FLAT SURFACE
OF CLEVIS FLUSH WITH
AFT SURFACE AFT SURFACE OF
CONICAL CAP NUT CONICAL CAP NUT
VALVE SHOWN IN FULL AFT VALVE SHOWN IN
(UNADJUSTED) POSITION FOR CLARITY ADJUSTED POSITION
UC76B
BETA ARM NOT SHOWN FOR CLARITY 045953AA.AI
Figure 208
Beta Valve Adjustment
Page 221
76-00-00 Nov 1/10
Table 201
Ground Performance Worksheet
Airplane S/N: ______________ Engine S/N: LH _____________ RH _____________
Technician: ______________ Date: ______________ Field Elevation: _______________
OAT: _____________ Pressure Altitude: _______________
Fuel Cutoff Check: LH ____________ RH ______________
Engine Start Comments: LH __________________________________________________________________
RH __________________________________________________________________
Engine Oil Temp: LH ______________ RH ______________
GROUND PERFORMANCE CHECKS
Idle N1: Before Adjustment After Adjustment
(Target 59%) LH ________ RH ________ LH ________ RH ________
Place Propeller Test Switch in LOW PITCH Position
1,500 RPM Torque from Chart 2: Before Adjustment After Adjustment
(± 50 AND ± 20 Between Engines) LH ________ RH ________ LH ________ RH ________
Place Propeller Test Switch in OFF Position
1,500 RPM Torque from Chart 3: Before Adjustment After Adjustment
(+0, -150) LH ________ RH ________ LH ________ RH ________
Hi-Idle N1: Before Adjustment After Adjustment
(Target 69 to 71%) LH ________ RH ________ LH ________ RH ________
MAX FWD N1: Before Adjustment After Adjustment
(Target 95%) LH ________ RH ________ LH ________ RH ________
MAX REV N1: Before Adjustment After Adjustment
(Target 88%) LH ________ RH ________ LH ________ RH ________
MAX N2: Before Adjustment After AdjustmenT
(Target 1,700 RPM)* LH ________ RH ________ LH ________ RH ________
ENGINE OPERATING PARAMETER CHECK (Ref. Chart 4)
Field Barometric Pressure: ________ OAT: ________
Torque from Graph 1: Indicated LH ________ RH ________
_________
Propeller Speed: Indicated LH ________ RH ________
(Target 1,700 RPM)*
Fuel Flow from Graph 2:_________ Indicated LH ________ RH ________
Engine N1 from Graph 3:_________ Indicated LH ________ RH ________
ITT from Graph 3: _________ Indicated LH ________ RH ________
Engine Start Comments: LH __________________________________________________________________
RH __________________________________________________________________
* For alternate propeller settings, see PROPELLER SETTINGS in Chapter 61-00-00.
Page 222
Nov 1/10 76-00-00
Figure 209
Chart 2
Torque Graph -1500 RPM
Page 223
76-00-00 Nov 1/10
Figure 210
CHART 3 - TORQUE GRAPH - 1500 RPM
WITH PROPELLER TEST SWITCH OFF
Page 224
Nov 1/10 76-00-00
3600
FIELD BAROMETRIC PRESSURE (IN HG) 31
3500
29.92
3400
29
3300
ENGINE TORQUE (FT. LBS)

28 3200
27 3100
26 3000
2900
25
2800
24
2700
23
2600
22
700 2500
FIELD BAROMETRIC PRESSURE (IN HG) 31
29.92 2400
ENGINE FUEL FLOW
28
600
(LB/HR)
26
24
500 23
22
400 104
102
100
98
820 96
800 94
780
760
INTERTURBINE
740
720
700
INSTALLATION ASSUMPTIONS
680
NO POWER EXTRACTION
660 (ENVIR OFF)
(GEN OFF)
640
620
-20 -10 0 10 20 30 40 50 60
UE76B
050428AA.AI
Figure 211
CHART 4
PT6A-65B OPERATING PARAMETER CHECK GRAPHS
Page 225
76-00-00 Nov 1/10
11. ENGINE POWER

This procedure is to help the mechanic determine if the engine is developing sufficient power to be
considered airworthy for safe operation at higher elevation airports. An engine that has deteriorated to the
condition that it would not develop sufficient takeoff power in hot ambient conditions at 9000 feet of elevation
may be completely sufficient in cooler ambient conditions at a lower elevation. Many factors, including the
engine controls being out of rig and malfunctioning components, could make a good engine appear
unairworthy. When using Chart 5 and Figure 212 to make an engine power check, refer to Chart 6 and the
graph in Figure 213 for an example of how the conditions defined in the Chart are plotted on the graph to
determine when engine ITT is within acceptable limits for safe operation at higher elevation airports.
A. Check
(1) Using the STATIC TAKE-OFF POWER AT 1700 RPM Chart in the Pilot’s Operating Handbook
and FAA Approved Airplane Flight Manual, determine the torque at which to set the engine
according to the outside air temperature and pressure altitude.
(2) Start the engine according to the Pilot’s Operating Handbook and FAA Approved Airplane Flight
Manual.
(3) Set the engine torque as determined in Step (1).
(4) Allow the engine to stabilize for two minutes.
(5) Record the torque, ITT, OAT and pressure altitude (PA) in Chart 5, Condition 1.
(6) Reduce the engine torque by 500 foot-pounds and allow the engine to stabilize for two minutes.
(7) Record the torque, ITT, OAT and PA in Chart 5, Condition 2.
(8) Shutdown the engine according to the Pilot’s Operating Handbook and FAA Approved Airplane
Flight Manual.
(9) Using a copy of Figure 212, plot the data from Step (5) as indicated in the following Steps:
(a) At the lower left corner of the Chart draw a vertical line up from the recorded torque to the
recorded OAT.
(b) From the recorded OAT draw a horizontal line to the right to the recorded PA.
(c) From the PA draw a vertical line up.
(d) At the upper left corner locate the recorded ITT and draw a vertical line down to the recorded
OAT.
(e) From the recorded OAT draw a horizontal line to the right.
(f) The intersecting point of the lines drawn in Substeps (c) and (e) is point A.
(10) Using the same copy of Figure 212, plot the data from Step (7) as indicated in the following
Substeps:
(a) At the lower left corner of the Figure 212, draw a vertical line up from the recorded torque to
the recorded OAT.
Page 226
Nov 1/10 76-00-00
(b) From the recorded OAT draw a horizontal line to the right to the recorded PA.
(c) From the PA draw a vertical line up.
(d) At the upper left corner locate the recorded ITT and draw a vertical line down to the recorded
OAT.
(e) From the recorded OAT draw a horizontal line to the right.
(f) The intersecting point of the lines drawn in Substeps (c) and (e) is point B.
(11) Draw a line through points A and B.
(12) Using the STATIC TAKEOFF POWER AT 1700 RPM Chart in the Pilot’s Operating Handbook and
FAA Approved Airplane Flight Manual, determine the takeoff torque setting required at the
expected OAT and PA.
(13) Using the same copy of Figure 212, enter the torque determined in Step (12) at the lower left
corner of the Chart and draw a vertical line up to the expected OAT used in Step (12).
(14) From the expected OAT point draw a horizontal line to the right until it intersects the expected PA.
(15) From the expected PA point draw a vertical line up to the line drawn in Step (11) and call the
intersection of the two lines point C.
(16) From point C draw a horizontal line to the left to the expected OAT used in Step (12).
(17) From the expected OAT point draw a vertical line up to the ITT scale at the upper left corner of the
Chart.
(18) If the ITT determined in Step (17) is less than the redline (820°C) for the engine, the engine is
acceptable for the anticipated flight.
12. FUEL CUTOFF
A. Check
(1) Disconnect the engine fuel line at the fuel flow divider.
(2) Place a container under the fuel line to catch any fuel that may be pumped out of the line during
this check.
(3) Motor the engine by placing the start control switch in the STARTER ONLY position.
(4) Move the condition lever forward and confirm that fuel flow is present.
(5) Place the condition lever in CUTOFF and confirm that the fuel flow has stopped.
(6) Reconnect the fuel line to the fuel flow divider.
Page 227
76-00-00 Nov 1/10
13. LOW IDLE
A. Adjustment
(1) Loosen the fuel control unit lever clamping screw (Ref. Figure 206). Do not confuse the nut in the
center of the fuel control unit with the clamping screw.
(2) Loosen one of the two idle adjustment screws and tighten the other to obtain the proper idle
adjustment setting (Ref. Figure 206). One flat on the allen screw will change the idle 4%. Loosen
the top screw to adjust the idle up or loosen the bottom screw to adjust the idle down.
(3) Tighten the fuel control unit lever clamping screw and safety wire the clamping screw and the idle
adjust screws.
(4) Any time low idle adjustments are changed, the maximum forward and reverse N1 schedule will
shift up or down with idle speed and must be set again.
(5) Go to the GROUND PERFORMANCE CHECK PROCEDURE, Step (7).
14. ENGINE TORQUE
A. Adjustment
(1) Shorten the beta cable to lower idle torque by adjusting the beta cable end at the cambox. Idle
torque can be increased by lengthening the beta cable. Should insufficient threads remain in the
clevis of the beta cable to allow lengthening of the cable, the adjustment should be made at the
forward end of the cable.
(2) Tighten and safety wire the jam nuts.
15. HIGH IDLE

There are two possible procedures for adjusting the high idle speed of the engine. The first procedure should
always be the procedure of choice unless the condition levers are split, not properly aligned together; then the
second procedure would be the procedure of choice.
A. Adjustment (Condition Levers Not Split)

(1) Locate the high idle roller assembly on the main input shaft of the fuel control unit
(Ref. Figure 206).
(2) Adjusting the roller out will increase high idle speed 1.5% per one complete turn of the adjusting
nuts. Adjusting the roller in will decrease high idle speed 1.5% per one complete turn of the
adjusting nuts.
CAUTION: Do not set the roller so far out that the dead-band stop screw fails to ride against the
dead-band stop. Should this happen, reset the high idle stop screw to allow more
rotation of the condition lever shaft, then readjust the high idle roller.
Page 228
Nov 1/10 76-00-00
B. Adjustment (Condition Levers Split)

(1) Locate the high idle stop adjusting screw (Ref. Figure 206).
(2) Turning the screw in will increase the high idle 1.6% for each flat of the screw head. Turning the
screw out will decrease the high idle speed 1.6% for each flat of the screw head.
(3) Safety wire the adjusting screw after making this adjustment.
16. MAXIMUM FORWARD AND REVERSE N1
A. Adjustment
(1) Locate the max forward N1 adjusting screw (Ref. Figure 206).
(2) Turning this screw in will increase max N1 0.3% per flat of the screw. Turning this screw out will
decrease max N1 0.3% per flat of the screw.
(3) Locate the max reverse stop adjusting screw.
(4) Turning this screw in will increase the max reverse N1 0.6% per flat of the screw. Turning this
screw out will decrease the max reverse N1 by 0.6% per flat of the screw.
(5) Safety wire the adjusting screws.
17. PROPELLER GOVERNOR
A. Adjustment
WARNING: Do not attempt to adjust the propeller governor while the engine is running.
(1) Remove the safety wire from the propeller governor adjusting screw.
(2) Turn the adjusting screw one turn for each 10 rpm of desired change. Turning the adjusting screw
clockwise will effect a decrease in maximum N2.
(3) After adjusting the governor, recheck the maximum propeller speed. More than one adjustment
may be necessary in order to achieve the proper rpm.
(4) Safety wire the adjusting screw.
18. POWER LEVERS
A. Alignment
(1) Place the power levers in IDLE.
(2) Measure the angles of both cambox input levers.
(3) Calculate the difference between the angles of the input levers by subtracting one from the other.
Page 229
76-00-00 Nov 1/10
(4) Advance the power levers to the full-forward position and measure the angles of the cambox input
levers again.
(5) The difference between the angles of the input levers should be nearly the same as the difference
measured when the power levers were in the idle position.
(6) If the angular difference between the cambox input levers remained constant throughout the full
travel of the power levers, and the power lever mismatch is minor, split the difference by adjusting
the interconnect rod on each engine one-half of the amount required to realign the power levers.
(7) If the angular difference between the cambox input levers did not remain constant, check the
rigging of the power lever bellcranks in the pedestal. Refer to Step (1) in POWER LEVERS
RIGGING.
(8) Check the position of the dead band according to Step (15) in POWER LEVERS RIGGING. It may
be necessary to widen the dead bands slightly in order to cover the full range between the idle and
ground fine detents.
(9) If the previous attempts to correct the power lever mismatch failed, the fault may be in either the
fuel control unit or the engine.
NOTE: When attempting to match a new engine to an old engine, it may be necessary to alter the
adjustment of the rigging in the pedestal or to alter the engine-to-engine rigging of the
camboxes in order to match the power levers.
Fuel flows and ITT’s will not match between engines with differing amounts of use.
(10) Perform the GROUND PERFORMANCE CHECK PROCEDURE.
19. CONTROL CABLE REPAIRS AND CHECKS

Occasionally, should moisture be trapped within the control cable housing, freezing of the engine control
could occur during operation in very cold conditions. This procedure will help the technician identify possible
leaks and effect proper corrective action.
• Vacuum Source
• Dry Nitrogen
• Dual Manifold and Gage Assembly
• Snap Ring Pliers
• Seal Kit (500-100-003, two required for each 3/16-inch cable)
• Seal Kit (500-100-005, two required for each 1/4-inch cable)
B. Leak Check Procedure

(1) Visually inspect cables for evidence of damage, such as crimps, cuts, unusually tight bends or
abrasions.
(2) Remove the snap ring washer and packing from the nacelle end of the suspect cable.
Page 230
Nov 1/10 76-00-00
(3) Connect the manifold gage assembly to the control cable, and connect the vacuum source to one
side of the manifold.
(4) Apply vacuum (20 in. Hg.) to the cable, and close the valve which controls the vacuum side of the
manifold, thereby trapping the vacuum inside the cable housing.
(5) Monitor the vacuum gage; there should be no loss of vacuum pressure during a two minute period.
(6) Any loss of vacuum pressure will indicate either a leaking packing at the pedestal end of the cable,
or a leak in the cable housing cover.
(7) Refer to the following procedure for repair of faults revealed in this procedure.
C. Repairing Control Cables

NOTE: The following procedure applies to Teflon coated cables only and does not apply to stainless
steel braided cables. No repairs are authorized on stainless steel braided assemblies. Chaff
through the outer housing is justification for change.
This procedure can be used to repair cuts or cracks in the outer teflon covering of the cable only. More
extensive damage to the cable housing will necessitate replacing the cable. A repaired cable that
exhibits any additional signs of leaking or freezing should be retested and purged. If freezing still
persists, the cable should be replaced.
(1) Visually examine the cable to determine the extent of the damage. The cable assembly must be
discarded if the housing has been crushed, the binder or strand wires cut or if the binder or strand
wires have been contaminated by petroleum products or dirt.
(2) Clean the damaged area and the area within three inches either side of the damage, using a clean
cloth which has been dampened with 100% alcohol or triethane. Dry the area with a clean dry
cloth.
(3) Wrap the area two inches either side of the damaged area with pressure sensitive teflon tape
(0.005-inch-thick x 3/4-inch-wide extruded-type tape may be locally obtained). Wrapping should be
performed so that the tape overlaps itself by one-half its width.
(4) In areas subject to abrasion damage (clamp points and areas where the cable passes through
bulkheads or firewalls), a second layer of teflon tape should be applied. This layer should be
applied in the opposite direction of the first layer.
(5) Heat shrinking teflon tubing may be applied over the teflon tape to provide additional protection.
The recovered wall thickness of the heat shrinking teflon tubing should be approximately
0.010-inch. Maximum shrinkage may be obtained by using the largest size of tubing possible. The
heat shrinking tubing should extend at least 0.25-inch beyond the tape wrapped area.
(6) Heat the tubing above the crystalline melt point of the tubing (327 °F) with a forced air heat gun. As
the tubing begins to shrink, remove the heat (20 to 30% shrinkage takes place as the tubing
cools).
(7) Apply teflon heat shrinking tubing to the high abrasion areas when installing new control cables.
(8) After repairs have been effected, perform the following CABLE PURGING procedure.
Page 231
76-00-00 Nov 1/10
D. Cable Purging
(1) Attach the dry nitrogen source to the gage manifold assembly.
(2) Remove the snap ring, packing and washer from the pedestal end of the suspect control cable.
(3) Apply 18 psig of dry nitrogen pressure to the cable for at least 15 minutes.
(4) Install a new packing, washer and snap ring on the pedestal end of the cable.
(5) Apply 10 psig of dry nitrogen pressure to the cable, trap the pressure in the cable, and monitor the
pressure gage for a two minute period. There should be no observed pressure loss.
(6) Remove the gage-manifold assembly and install a new packing, washer and snap ring on the
nacelle end of the cable.
(7) Connect the cable to the engine.
CHART 5
POWER PREDICTION WORKSHEET
Airplane S/N _________________ Engine S/N _________________ Date _________________
Condition 1 Condition 2 Expected Ambient Conditions
*Torque Ft. Lbs. ________ Torque Ft. Lbs. ________ *Torque Ft. Lbs. ________
ITT °C_________ ITT °C ________ *ITT °C ________
OAT °C ________ OAT °C ________ OAT °C ________
PA Ft. ________ PA Ft. ________ PA Ft. ________
* From Airplane Flight Manual.
CHART 6
POWER PREDICTION WORKSHEET
Airplane S/N XXXXXX Engine S/N XXXXXX
Condition 1 Condition 2 Expected Ambient Conditions
*Torque Ft. Lbs. 3400 Torque Ft. Lbs. 2900 *Torque Ft. Lbs. 2870
ITT °C 793 ITT °C 753 * ITT °C 806
OAT °C 20.6 OAT °C 20.6 OAT °C 35
PA Ft. 5200 PA Ft. 5200 PA Ft. 7000
* From Airplane Flight Manual.
Page 232
Nov 1/10 76-00-00
Figure 212
Engine Temperature Check Chart
Page 233
76-00-00 Nov 1/10
Page 234
Nov 1/10 76-00-00
Figure 213
Engine Temperature Check Chart (Example)
Page 235
76-00-00 Nov 1/10
Page 236
Nov 1/10 76-00-00
1. PIN
2. SPRING
3. WASHER
4. ARM ASSEMBLY
5. WASHER
*6. NUT
7.
8.
WASHER
COTTER PIN
A
9. PIN
10. NUT
11. WASHER
12. WASHER
13. PIN
**14. WASHER 16 2
15. PIN
16. POWER LEVER
17. PIN
18. COTTER PIN 4
19. WASHER 1
20. WASHER
3 5 7
21. WASHER *6
15
**14
8
13
C
12
11
9
DETAIL B 10
B
21
20
19
17
* WITH KIT 129-5009 18 DETAIL C

** INSTALL WASHER WITH THE DETAIL A UC76B
100125AA.AI
COATING FACING THE LEVER.
Figure 214
Power Lever Assembly
Page 237
76-00-00 Nov 1/10
ENGINE CONTROLS
POWER CONTROL
76-10-00
200200
1. CONDITION CONTROL CATCH GATE
A. Removal
(1) Set both the aileron and rudder trim tab adjusting knobs (7 and 10) so that the tab indicators (8)
read 0. This will allow the adjusting knobs to be reinstalled in the proper position (Ref. Figure 202).
(2) Loosen the set screw in the side of the trim adjusting knobs (7 and 10) and remove the knobs.
(3) Remove the grip ring under each knob.
(4) Remove the indicator dials (8).
(5) Loosen the set screws and remove the friction lock knobs (3).
(6) Remove the screws attaching the electroluminescent panel (2) that is installed over the POWER,
PROP and CONDITION levers.
(7) Position the electroluminescent panel (2) to gain access to the area where the condition control
catch gate is located (Ref. Figure 201).
(8) Peel back the rubber cover (1) in the area of the condition control catch gate. Two screw heads will
become visible (Ref. Figure 202).
(9) Remove the screws attaching the escutcheon (9). Lift the escutcheon and disconnect the wires to
the electroluminescent panel (6). Remove the escutcheon.
(10) Remove the screws attaching the flap switch gate (5). The gate may be allowed to hang from the
flap switch lever.
(11) Remove the screws attaching the flap switch cover plate (4) and remove the plate.
(12) Gain access to the condition control catch gate and remove the two screws, washers and nuts
attaching the catch to the pedestal.
(13) Discard the old catch.
B. Installation
(1) Apply lubricant (45, Table 1, Chapter 91-00-00) to the areas of the new catch gate that will rub
against the condition lever.
(2) Install the new catch gate with the screws, washers and nuts. Locate the catch gate at the low idle
end of the lever travel (Ref. Figure 201).
(3) Secure the rubber cover (1) that was peeled back during removal with adhesive (16, Table 1,
Chapter 91-00-00) (Ref. Figure 202).
(4) Install the flap switch cover plate (4) with screws.
Page 201
76-10-00 Nov 1/09
(5) Install the flap switch gate (5) with screws.
(6) Connect the wires to the electroluminescent panel (6) and install the escutcheon (9) with screws.
(7) Install the friction lock knobs (3) and tighten the set screws.
(8) Install the electroluminescent panel (2) with screws.
(9) Install the indicator dials (8) so that they read 0.
(10) Install the grip rings.
(11) Install the trim tab adjusting knobs (7 and 10) and tighten the set screws.
Page 202
Nov 1/09 76-10-00
OUTBOARD OUTBOARD
"CONDITION
LEVERS"
SHOWN
IN LOW IDLE
POSITION
"CATCH GATE"
(TYPICAL)
NOTE: DIFFERENT STYLES MAY BE
INSTALLED - HOWEVER THEIR
FUNCTION IS THE SAME.
PEDESTAL
SHOWN WITH RUBBER SLOT UB76B

SEAL REMOVED FOR CLARITY 991585AA.AI
Figure 201
Condition Control Catch Gate
Page 203
76-10-00 Nov 1/09
2
3
10
6
8 7
1. RUBBER COVER
2. ELECTROLUMINESCENT PANEL
3. FRICTION LOCK KNOBS
4. FLAP SWITCH COVER PLATE
5. FLAP SWITCH GATE
6. ELECTROLUMINESCENT PANEL
7. RUDDER TRIM TAB ADJUSTING KNOB
8. TRIM TAB INDICATOR DIALS
9. ESCUTCHEON
10. AILERON TRIM TAB ADJUSTING KNOB
UB76B
991586AA.AI
Figure 202
Condition Control Catch Gate Installation
Page 204
Nov 1/09 76-10-00
CHAPTER 77 - ENGINE INDICATING

TABLE OF CONTENTS
SUBJECT PAGE
ENGINE INDICATING SYSTEM
77-00-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Interturbine Temperature (ITT) Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
ITT Thermocouple . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Loop Resistance Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Harness Insulation Resistance Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
ITT Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Calibration Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
RPM Indicator Systems (N1 and N2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
N1 and N2 Indicator System Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Torque Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Torque Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Fuel Flow Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Fuel Flow Indicator
(UC-2 thru UC-9, UC-11 thru UC-14, UC-17, UC-19, UC-20, UC-22 thru UC-26 Without SB 2275
Accomplished and Without Kit 114-9026 Installed; UA-1 and After; UB-1 thru UB-74 Without Kit 114-9026
Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Fuel Flow Transmitter
(UC-2 thru UC-9, UC-11 thru UC-14, UC-17, UC-19, UC-20, UC-22 thru UC-26 without SB 2275
Accomplished and without Kit 114-9026 Installed; UA-1 and After; UB-1 thru UB-74 without Kit 114-9026
Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
(UC-1, UC-10, UC-15, UC-16, UC-18, UC-21 and UC-27 and After Without Kit 114-9026 Installed;
UC-2 thru UC-9, UC-11 thru UC-14, UC-17, UC-19, UC-20 and UC-22 thru UC-26 with SB 2275
Accomplished, but Without Kit 114-9026 Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Fuel Flow Indicator
(UA-1 and After; UB-1 and After; UC-1 thru UC-174 With Kit 114-9026 Installed) . . . . . . . . . . . . . . . . . . 209
(UA-1 and After; UB-1 and After; UC-1 thru UC-174 With Kit 114-9026 Installed) . . . . . . . . . . . . . . . . . . 209
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Running Jetcal Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
Page 1

CH-SE-SU PAGE DATE
77-LOEP 1 May 1/10
77-00-00 1 Nov 1/09
101 Nov 1/09
201 thru 220 May 1/10
C2 Page 1
77-LOEP May 1/10
ENGINE INDICATING
77-00-00

00
1. GENERAL
Checks performed at Hawker Beechcraft facilities on engine indicating systems include the interturbine
temperature indicating system (ITT), gas generator speed (N1) indicating system, torquemeter system, fuel
flowmeter system, and the propeller speed (N2) indicator system.
Various analyzers and equipment are available for the purpose of checking and calibrating the engine
indicating systems; however, only the equipment used by Hawker Beechcraft facilities will be discussed in
this Chapter.
The JETCAL ANALYZER, a product of Howell Instruments, Inc. of Fort Worth, Texas, is used by Hawker
Beechcraft facilities to check and calibrate the ITT indicator and N1 and N2 indicator systems.
The torquemeter system is checked by a precision pressure regulator gage assembly, manufactured by the
Heise Company and available through Hawker Beechcraft parts and service operations under the part
number 101-000000/934.
A mechanical flowrater is used in the check procedure for the fuel flowmeter system. Any precision flowrater
with a scale up to at least 700 pph can be used for this check.
Page 1
77-00-00 Nov 1/09
ENGINE INDICATING
TROUBLESHOOTING
100100
1. PROCEDURES
The first indication that checks on the engine indicating systems may need to be performed would be that the
airplane engine had a shift in engine performance parameters.
Usually, when only one engine performance parameter is suspect, it can be assumed that a problem in the
indicating system for that parameter is present and an immediate check of that indicating system must be
performed. Normally, when the fault is in the engine, at least two of the performance parameters will be
outside the expected limits. In either case, the engine should never be automatically condemned without a
thorough investigation of the appropriate engine indicating systems.
Engine rigging should never be ruled out as a causative factor when an engine failed to meet the minimum
performance parameters.
Page 101
77-00-00 Nov 1/09
ENGINE INDICATING
77-00-00
200200
1. PROCEDURES
The following checks on the various engine indicating systems are compatible with analyzers and equipment
being used in Hawker Beechcraft facilities. Some modifications in these procedures may be necessary if
different equipment is used. All pressures, resistances and voltages are standard values and will remain
unaffected, regardless of the type of equipment being used.
Use of these analyzers and equipment by Hawker Beechcraft facilities does not necessarily constitute an
endorsement by Hawker Beechcraft Corporation, as other factors affecting the accuracy of the equipment,
such as calibration, frequency of certification or misuse, must be taken into consideration before any
equipment may be used to check or calibrate the engine indicating systems.
2. INTERTURBINE TEMPERATURE (ITT) INDICATING SYSTEM

A series of thermal resistive temperature sensing probes, located in the interturbine gas flow between the first
stage and second stage turbines, are interconnected by a harness to form a continuous loop. The combined
resistance of the thermocouples, connected in parallel, and the harness is less than 8 ohms.
The resistance of the ITT loop is compensated to 8 ohms ± 0.05 ohms by the resistor thermocouple
compensator spool assembly located under the floor panel immediately inside the forward entry door. The
compensator spool is connected electrically in series with the thermocouple loop (Ref. Figure 201).
An adjustable ITT indicator, located in the instrument panel, completes the indicating system.
ITT loop resistance can be adjusted to a lower resistance by removing wire from the compensator spool or
increased, if excess wire has been left within the case and not separated from the spool, by winding wire back
onto the spool. The compensator spool assembly contains two spools. Only one of the spools is used at a
time. If wire has previously been removed from the spool and cut off, the alternate spool can be wired into the
system.
An adjusting screw on the back of the ITT indicator is used to calibrate the indicator to the same temperature
as indicated on the JETCAL unit.
The following resistance checks should be performed according to the instructions which are a part of the
particular Jetcal unit being used.
These checks should not be performed until at least 10 hours have elapsed since the engine was last run so
that the internal engine components and thermocouples will have cooled to ambient temperature.
The worksheet in Table 201 should be used to record the results of these checks and may be retained in the
airplanes records for the purpose of documentation.
Page 201
77-00-00 May 1/10
Figure 201
Compensator Spool Assembly
3. ITT THERMOCOUPLE
A. Loop Resistance Check

(1) Place all switches on the Jetcal unit in the OFF position.
(2) Connect the power cable BH499A to the power input receptacle and to the power source.
(3) Connect the power interconnect cable between the two interconnect receptacles on the unit.
(4) Connect the BH485A instrument cable to the instrument cable receptacle and to the resistance
adapter BH823.
(5) Remove the ITT indicator from the instrument panel.
(6) Connect the airplane thermocouple harness leads to the terminal block on the resistance adapter
observing proper polarity.
(7) Place the resistance and A/C indicator check switch in the 8 ohm position.
(8) Place the function select switch in the RES position and the master power switch in the ON
position.
Page 202
May 1/10 77-00-00
(9) Thermocouple loop resistance must be 8 ohms ± 0.05 ohms; if not, adjust the thermocouple spool
as necessary to bring the loop resistance within tolerance.
NOTE: Perform the ITT THERMOCOUPLE HARNESS INSULATION RESISTANCE CHECK

prior to making any adjustments to the thermocouple compensator spool.
B. Harness Insulation Resistance Check

If the thermocouple loop resistance is within acceptable limits, perform the following checks on the
harness insulation resistance:
(2) Remove the resistance adapter from the instrument cable and connect the insulation resistance
adapter BH821 to the instrument cable.
(3) Place the function select switch in the INSUL position.
(4) Place the insulation check switch in the R X 1000 position.
(5) Place the master power switch in the ON position.
(6) Connect one lead of the insulation resistance adapter to one of the thermocouple harness leads
and connect the other lead of the insulation resistance adapter to an airplane ground.
(7) The insulation resistance meter should indicate 5,000 ohms or more.
(8) Connect the insulation resistance adapter leads to the other thermocouple harness lead and to an
airplane ground.
(9) Resistance should read 5,000 ohms or more. If either resistance reading is not within tolerance,
locate the short circuit and repair.
4. ITT INDICATOR
A. Calibration Check
The following check on the ITT indicator should be performed any time the indicator is suspected to be
in error or during Jetcal checks of other indicating instruments.
Should thermocouple harness resistances be found to be within acceptable limits, the fault will probably
be found in the indicator. The indicator may be non-functioning or simply needing a recalibration
adjustment due to seasoning of internal components or minor shock damage.
An adjustment screw on the back of the indicator is used to align the temperature indications on the
indicator with the temperature indications on the Jetcal unit. In the event the indicator has lost its linear
response to changes in thermocouple resistance, no adjustment can be made to correct this condition
and the indicator must be replaced.
(2) Remove the insulation resistance adapter from the instrument cable.
(3) Connect the BH822 ITT indicator adapter to the instrument cable.
(4) Connect the ITT indicator adapter to the proper posts on the ITT indicator.
Page 203
77-00-00 May 1/10
(5) Place the resistance and A/C indicator check switch in the 8-ohm position.
(6) Place the function select switch in the A/C IND CHK position.
(7) Place the temperature switch in the OPERATE position and turn the master power switch on.
(8) Set the test temperature on the Jetcal unit with the A/C IND ADJ control.
(9) The ITT indicator readings should match the temperature settings on the Jetcal unit within the
tolerances listed in Table 201.
(10) Adjust the ITT indicator as necessary.
(11) Seal the adjusting screw with Glyptol after calibration.
5. RPM INDICATOR SYSTEMS (N1 AND N2)
Gas generator speed (N1) is indicated as a percentage of the maximum allowable gas generator speed in
rpm. The Jetcal readout is expressed in percentage as well.
Propeller speed (N2) is indicated in rpm and will have to be converted to percentage in order to correlate to
Jetcal readings.
The Jetcal unit is capable of measuring rotating speeds within ± 0.1%; therefore, the Jetcal unit lends itself
well to being used as a calibrating standard.
The N1 and N2 indicator systems checks must be performed while the engine is running. The airplane inverter
system is used to power the Jetcal unit; therefore, a power adapter (Ref. Figure 202) will have to be
fabricated in the shop to allow using the AC test jack, located beneath the RH subpanel immediately adjacent
to the pedestal.
The N1 or N2 indicator has no adjustment and must be replaced in the event of a disagreement between the
indicator and the Jetcal reading.
A. N1 and N2 Indicator System Check
(1) Remove the interconnect cable from the Jetcal unit and lift the unit out of the carrier.
(2) Place the Jetcal unit in a convenient location in the airplane and connect BH499A power cable to
the POWER INTERCONNECT receptacle.
(3) Connect the shop fabricated power adapter to the power cable and connect the unit to the black
and blue AC test jacks under the RH subpanel.
(5) Connect the BH485A instrument cable to the Jetcal unit.
(6) Connect the rpm check adapter BH820B to the instrument cable.
(7) Remove the N1 or N2 indicator from the instrument panel and connect the rpm check adapter in
series between the indicator and the indicator harness.
(8) Place the RPM switch in the N1 or N2 position.
Page 204
May 1/10 77-00-00
(9) Start the engine and bring the generator on line. Refer to the Pilot's Operating Handbook.
(10) Turn on the airplane inverter and the power switch on the Jetcal unit.
(11) Compare the N1 or N2 reading on the indicator to the N1 or N2 reading from the Jetcal and record
these on the worksheet in Table 201. When making N2 checks, refer to the conversion table in
Table 201 for converting propeller rpm to percentage.
(12) Place all switches in the OFF position before disconnecting any cables from the airplane or the
Jetcal unit.
6. TORQUE INDICATING SYSTEM

The torque transmitter, attached to the torque manifold located on the LH side of the reduction gearbox
senses pressure inside the reduction gearbox and transmits a signal to the torque indicator (Ref. Figure 203).
The torque indicator displays torque applied to the propeller shaft in foot-pound units.
The torque transmitter and indicator is functionally tested by simulating gearbox pressure. Shop air pressure
is applied to the torque manifold through a torque calibration unit.
The torque calibration unit is a precision pressure regulator and valve assembly. The face of the instrument is
calibrated in pounds per square-inch. While the Heise unit referenced in this Chapter is accuracy certified,
any precision pressure regulator accurate to within ± 0.25 psi in the range of 0 psi to 100 psi may be used in
calibrating the torque indicator system.
The torque indicating system response to gearbox pressure is a linear one and translates to approximately
83.6 foot-pounds of torque to 1 psi of gearbox pressure.
The worksheet in Table 201 should be used to record test data and may be retained in the airplanes files for
the purpose of documentation.
Adjustments to the torque indicating system may be accomplished by adjusting the adjustment screw which
is under a plug in the case of the transmitter.
7. TORQUE INDICATOR
(1) Disconnect the vent line from the rear of the torque transmitter (Ref. Figure 203).
(2) Disconnect the lower AN fitting from the torque manifold and connect the torque calibration unit to
the manifold.
(3) Turn both valves on the torque calibration unit off and connect shop air to the unit.
(4) Connect an APU to the airplane with an output of 28 vdc.
(5) Turn the battery switch on and bring one of the inverters on the line.
(6) Turn the pressure source valve on the torque calibration unit on.
(7) Adjust the pressure valve to each of the values on the worksheet in Table 201 and record the
torque readings.
(8) Calibration adjustments to the torque transmitter can be made by adjusting the screw under the
adjustment plug.
Page 205
77-00-00 May 1/10
8. FUEL FLOW INDICATING SYSTEM

The fuel flow indicating system makes use of a fuel flow transmitter, located beneath the RH side of the
engine just forward of the fuel control unit, and a precision indicator mounted in the instrument panel
(Ref. Figure 204).
The transmitter measures the volume of fuel actually flowing to the injectors. The volumetric measurement is
converted to mass flow (pounds per hour, pph) based upon the weight of fuel compensated for temperature.
As a rule of thumb; Jet A type fuel is approximately 6.74 pounds per gallon.
There are no calibration adjustments provided for this system. If an indication error is found to exist after the
calibration check, it is recommended that an alternate indicator, known to be accurate, be installed and the
calibration check be performed again. Should the alternate indicator yield readings not within the specified
tolerance, as noted in Table 201, the fault may be assumed to be in the transmitter.
9. FUEL FLOW INDICATOR

(UC-2 THRU UC-9, UC-11 THRU UC-14, UC-17, UC-19, UC-20, UC-22 THRU UC-26
WITHOUT SB 2275 ACCOMPLISHED AND WITHOUT KIT 114-9026 INSTALLED; UA-1
AND AFTER; UB-1 THRU UB-74 WITHOUT KIT 114-9026 INSTALLED)
(1) Connect the fuel flow check setup to the airplane (Ref. Figure 205).
(2) Close the valve on the check setup.
(3) Connect an APU with an output of 28 vdc to the airplane and turn the external power switch and
the battery switch on.
(4) Turn the appropriate fuel standby pump on.
(5) Open the valve on the check setup and purge all the air from the setup.
(6) Adjust the flow rate on the flowrater to each of the values listed on Table 201 and record the
airplane flowmeter indication.
(7) Any disagreement between the flowrater and the airplane flowmeter must not exceed +21/-25 pph.
10. FUEL FLOW TRANSMITTER

(UC-2 THRU UC-9, UC-11 THRU UC-14, UC-17, UC-19, UC-20, UC-22 THRU UC-26
WITHOUT SB 2275 ACCOMPLISHED AND WITHOUT KIT 114-9026 INSTALLED; UA-1
AND AFTER; UB-1 THRU UB-74 WITHOUT KIT 114-9026 INSTALLED)
A. Removal
(3) Perform the COWLING REMOVAL procedure (Ref. Chapter 71-10-00) to gain access to the fuel
flow transmitter on the RH side of the engine, just forward of the fuel control unit.
(4) Disconnect the electrical connector from the fuel flow transmitter (Ref. Figure 204).
Page 206
May 1/10 77-00-00
CAUTION: Do not remove the cylinder portion of the transmitter from the square housing as this
will disturb the calibration of the transmitter.
(5) Cut and remove the safety wire from the fuel flow transmitter inlet and outlet fuel line fittings,
disconnect the fittings and remove the transmitter. Cap the open fuel lines to prevent system
contamination.
B. Installation
(3) Remove the protective caps from the inlet and outlet fuel line fittings, position the fuel flow
transmitter and tighten the fuel line fittings. Secure with safety wire (Ref. Figure 204).
(4) Connect the electrical connector to the top of the transmitter.
(6) Place the BATT switch and the applicable STANDBY PUMP switch to the ON position.
(7) Observe the appropriate FUEL PRESS LO annunciator light extinguishes.
(8) Check the fuel flow transmitter for leaks.
(9) If no leaks are observed, place the STANDBY PUMP and BATT switches to the OFF position.
(10) Perform the COWLING INSTALLATION procedure (Ref. Chapter 71-10-00).

(UC-1, UC-10, UC-15, UC-16, UC-18, UC-21 AND UC-27 AND AFTER WITHOUT KIT
114-9026 INSTALLED; UC-2 THRU UC-9, UC-11 THRU UC-14, UC-17, UC-19, UC-20
AND UC-22 THRU UC-26 WITH SB 2275 ACCOMPLISHED, BUT WITHOUT KIT
114-9026 INSTALLED)
A. Removal
NOTE: The magnetic shield assembly consist of an inboard and outboard half. The outboard half
may be identified by the flow direction decal affixed to it. If the decal is not present, mark
the outboard half to facilitate installation.
(4) Remove magnetic shields halves (6 and 7) attaching screws (5) and disconnect bonding jumper
(4) from the magnetic shields (Ref. Figure 206).
(5) Disconnect the bonding jumper (4) from the engine flange (1).
Page 207
77-00-00 May 1/10
(6) Remove nut (14), screw (11), washer (12), spacer (13) and clamp (outboard half) (2) from the fuel
flow transmitter fuel line and remove the outboard shield half (6).
(7) Remove nut (14), screw (11), washer (12), spacer (13) and clamp (inboard half) (9) from the fuel
flow transmitter fuel line and remove the inboard shield half (7).
(8) Disconnect electrical connector (10) from the fuel flow transmitter (8).
(9) Cut and remove the safety wire from the fuel flow transmitter inlet and outlet fuel line fittings,
contamination.
B. Installation
(3) Remove the protective caps from the fuel flow transmitter inlet and outlet fuel lines, position the
fuel flow transmitter (8) and tighten the fuel line fittings. Secure with safety wire (Ref. Figure 206).
NOTE: The magnetic shield assembly consist of an inboard and outboard half. The outboard half
may be identified by the flow direction decal affixed to it. The inboard half must be installed
first.
(4) Position the inboard magnetic shield (7) half aft of the fuel flow transmitter (8) and install the clamp
(inboard half) (9), spacer (13), washer (12), screw (11) and nut (14). Do not tighten the clamp at
this time.
(5) Position the outboard magnetic shield (6) half forward of the fuel flow transmitter and install the
clamp (outboard half) (2), spacer (13), washer (12) screw (11) and nut (14). Do not tighten the
clamp at this time.
(6) Connect bonding jumper (4) to magnetic shields halves (6 and 7) with attaching screws (5). Do not
tighten the screws at this time.
(7) Tighten the clamps installed in Steps (4) and (5).
(8) Tighten the magnetic shield attachment screws installed in Step (6).
(9) Attach bonding jumper (4) to engine flange (1) using engine flange nut (3) located at the 3 o’clock
position; torque 85 to 95 inch-pounds.
(10) Connect the electrical connector (10) to the fuel flow transmitter (8).
(12) Place the BATT and STANDBY PUMP switches to the ON position.
(14) Check the fuel flow transmitter for leaks.
Page 208
May 1/10 77-00-00
12. FUEL FLOW INDICATOR

(UA-1 AND AFTER; UB-1 AND AFTER; UC-1 THRU UC-174 WITH KIT 114-9026
INSTALLED)
(1) Perform the COWLING REMOVAL procedure (Ref. Chapter 71-10-00).
(2) Disconnect the fuel flow transmitter outlet (7) line from the fuel flow transmitter (6) and cap the line
(Ref. Figure 207).
(3) Connect a test flowmeter (4) to the outlet port of the fuel flow transmitter.
(4) Connect a flex hose (2) discharge line from the test flowmeter output that will return the fuel to the
wing fuel tank (1) or a clean container.
(6) Place the appropriate STANDBY PUMP switch to the ON position.
(7) Open the needle valve (3) on flowmeter (4) and let the fuel flow at full flow rate until no bubbles are
present in the flowmeter glass before starting the test
(8) Adjust the flow rate on the flowmeter to each of the values listed on Table 201 and record the
airplane fuel flow indicator indication.
(9) Any disagreement between the flowmeter and the airplane fuel flow indicator must not exceed
± 2%.
(10) Place the appropriate STANDBY PUMP switch to the OFF position.
(12) Remove flowmeter (4) and connect the fuel flow transmitter outlet (7) line to the fuel flow
transmitter (6). Tighten the fuel line fittings and secure with safety wire.
(13) Perform Steps (1) thru (12) for the opposite fuel flow indicator.

(UA-1 AND AFTER; UB-1 AND AFTER; UC-1 THRU UC-174 WITH KIT 114-9026
INSTALLED)
A. Removal
Page 209
77-00-00 May 1/10
(4) Disconnect electrical connector (2) from the fuel flow transmitter (1) (Ref. Figure 208).
NOTE: Note the position of the flow direction arrow for installation.
(5) Cut and remove the safety wire (3) from the fuel flow transmitter inlet and outlet fuel line fittings (4),
contamination.
B. Installation
(3) Remove the protective caps from the inlet and outlet fuel line fittings (4), position the fuel flow
transmitter (1) and tighten the fuel line fittings. Secure with safety wire (Ref. Figure 208).
(4) Connect the electrical connector (2) to the fuel flow transmitter.
(6) Place the BATT switch and the applicable STANDBY PUMP switch to the ON position.
(8) Check the fuel flow transmitter (1) for leaks.
14. RUNNING JETCAL INDICATOR
A. Checks
Occasionally, vibration, flight loads or varying flight attitudes may induce faults of an intermittent nature
which may not show up in routine indicator system checks. It may be desirable, at times to perform
Jetcal checks while the airplane engines are running or while the airplane is in flight.
Performance graphs in the appropriate flight manual may be used to set up engine power as a
reference for in-flight checks. Operating parameter graphs in Chapter 76, Chart 4 of this manual, should
be used for reference when performing static ground checks.
The following procedure provides instructions for connecting the Jetcal unit to the airplane indicating
systems for either static ground checks or the in-flight checks.
(2) Remove the power interconnect cable, lift the Jetcal unit out of the carrier and place the unit in a
convenient position in the airplane.
(3) Connect the BH499A power cable to the POWER INTERCONNECT receptacle.
(4) Connect the shop fabricated power adapter to the power cable and connect the unit to the black
and blue AC test jacks under the RH subpanel (Ref. Figure 202).
Page 210
May 1/10 77-00-00
(5) Connect the BH485A instrument cable to the RPM INPUT INSTRUMENT CABLE receptacle on
the Jetcal unit.
(6) Connect the BH15572 rpm cable to the instrument cable.
(7) Connect two rpm check adapters BH820B to the rpm cable.
(8) Connect the two rpm check adapters in series with the N1 and N2 INDICATORS. A support
bracket may be shop fabricated to support the indicators in the instrument panel (Ref. Figure 209).
(9) Connect the BH450 check cable to the CHECK CABLE receptacle on the Jetcal unit.
(10) Connect the check cable to the top receptacle of the BH134 switch box.
(11) Remove the ITT indicator from the instrument panel and connect the indicator to the switch box.
(12) Connect the airplanes ITT harness to the rear receptacle of the switch box and slip the switch box
into the instrument panel ITT opening.
(13) With the engines running and the battery and inverter on, turn on the power switch on the Jetcal
unit.
(14) Place the TEMPERATURE switch on the Jetcal unit in the OPERATE position.
(15) Place the RPM switch in either the N1 or N2 position.
(16) Refer to 76-00-00, ENGINE OPERATING PARAMETER CHECK procedure for instructions in
setting up engine power.
(17) A switch on the ITT switch box is used to select readings from either the indicator or the Jetcal unit.
(18) Rpm readings occur simultaneously on the indicator and the Jetcal unit; however, it is necessary
to select either N1 or N2 readings with the RPM switch on the Jetcal unit.
Page 211
77-00-00 May 1/10
Figure 202
Power Adapter
Page 212
May 1/10 77-00-00
Figure 203
Torque Manifold-Transmitter
Page 213
77-00-00 May 1/10
Figure 204
Without SB 2275 or Kit No. 114-9026 Installed
Figure 205
Fuel Flow Check Setup
Without Kit No. 114-9026 Installed
Page 214
May 1/10 77-00-00
1. ENGINE FLANGE 8. FUEL FLOW TRANSMITTER

2. CLAMP (OUTBOARD HALF) 9. CLAMP (INBOARD HALF)
3. ENGINE FLANGE NUT 10. CONNECTOR
4. BONDING JUMPER 11. SCREW
5. SHIELD ATTACHMENT SCREWS 12. WASHER
6. SHIELD (OUTBOARD HALF) 13. SPACER
7. SHIELD (INBOARD HALF) 14. NUT
A
3
5 4
10
11
7
12
2 13
14
14
13 9
12
6
11
DETAIL A UC77B
062080AA.AI
Figure 206
Fuel Flow Transmitter Installation
With SB 2275 Installed
Page 215
77-00-00 May 1/10
1. FUEL TANK 2
2. FLEX HOSE
3. NEEDLE VALVE
4. FLOW METER
5. FLEX HOSE, FUEL FLOW TRANSMITTER OUTLET 4
7. FUEL FLOW TRANSMITTER OUTLET
FLOW DIRECTION
6 FWD
UC77B
062084AA.AI
Figure 207
Fuel Flow Check Setup
With Kit No. 114-9026 Installed
Page 216
May 1/10 77-00-00
4
2 AND MAGNETIC SHIELD
3. SAFETY WIRE
FWD
4. FUEL LINE FITTINGS
RH ENGINE UC77B
VIEW LOOKING INBOARD 062083AA.AI
Figure 208
With Kit No. 114-9026 Installed
Page 217
77-00-00 May 1/10
Figure 209
Indicator Support Bracket
Page 218
May 1/10 77-00-00
Table 201
ENGINE INDICATING CHECK WORKSHEET
DATE: __________ AIRPLANE S/N _____________ ENGINE S/N LH ________ RH ________
TECHNICIAN _____________________ COMMENTS: ______________________________
ITT INDICATING SYSTEM
LOOP RESISTANCE: LH _____ RH _____ 8 ohms ± 0.05
HARNESS INSULATION: LH _____ RH _____ Greater than 5,000 ohms
ITT INDICATOR
LEFT S/N RIGHT S/N
JETCAL°C TOL LH ITT RH ITT
600 ± 25 ________ ________
800 ± 5 ________ ________
700 ± 15 ________ ________
900 ± 15 ________ ________
1000 ± 25 ________ ________
RPM INDICATING SYSTEM
N1 INDICATOR
JETCAL°C TOL LH ITT RH ITT

59 ± 1 ________ ________
73 ± 1 ________ ________
87 ± 1 ________ ________
98 ± 1 ________ ________
N2 INDICATOR
JETCAL % TOL LH N2 RPM LH N2 % RH N2 RPM RH N2 %
77.3 ± 1 ________ ______ ________ ______
68.2 ± 1 ________ ______ ________ ______
59.1 ± 1 ________ ______ ________ ______
59.1 ± 1 ________ ______ ________ ______
Page 219
77-00-00 May 1/10
Table 201
ENGINE INDICATING CHECK WORKSHEET (Continued)
TEST TORQUE TOL LH IND RH IND
PRESSURE TORQUE TORQUE
10 836 735 to 935 _____ _____
20 1673 1605 to 1745 _____ _____
30 2509 2450 to 2570 _____ _____
40 3345 3310 to 3375 _____ _____
43.34 3625 3600 to 3650 _____ _____
50 4182 4130 to 4230 _____ _____
59.78 5000 4735 to 5065 _____ _____
FUEL FLOW INDICATING SYSTEM

FLOWRATOR TOL LH IND RH IND
PPH
300 + 21 - 25 ________ ________
400 + 21 - 25 ________ ________
500 + 21 - 25 ________ ________
600 + 21 - 25 ________ ________
700 + 21 - 25 ________ ________
800 + 21 - 25 ________ ________
PROPELLER RPM CONVERSION TABLE

PROP RPM JETCAL %
1700 77.3
1650 75.0
1600 72.7
1550 70.5
1500 68.2
1450 65.9
1400 63.5
1350 61.4
1300 59.1
Page 220
May 1/10 77-00-00
CHAPTER 78 - EXHAUST
TABLE OF CONTENTS
SUBJECT PAGE
EXHAUST SYSTEM
78-00-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Exhaust Stack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Crack Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Flange Crack Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Flange Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Page 1

CH-SE-SU PAGE DATE
78-LOEP 1 Nov 1/09
78-00-00 1 and 2 Nov 1/09
201 thru 204 Nov 1/09
Page 1
78-LOEP Nov 1/09
EXHAUST
EXHAUST SYSTEM
78-00-00

00
1. GENERAL
The exhaust system consists of the engine exhaust stacks and the engine air inlet anti-ice lip (Ref. Figure 1).
The exhaust stack is an “L” shaped tube that is mounted directly to the engine and channels hot engine
exhaust gases past the cowlings and away from the engine.
The engine anti-ice lip is a continuous duct that channels hot engine exhaust gases from the engine's left
exhaust stack around the front edge of the engine air inlet opening to the engine's right exhaust stack. The
purpose of this lip is to prevent the formation of ice in and around the engine air intake during inclement
weather.
Page 1
78-00-00 Nov 1/09
Figure 1
Engine Exhaust System
Page 2
Nov 1/09 78-00-00
EXHAUST
EXHAUST SYSTEM
200200
1. EXHAUST STACK
The exhaust stacks are mounted directly to the engine exhaust ports and can be removed for service or
replacement by the following procedure:
A. Removal
(1) Remove the upper forward, upper aft, upper mid and lower forward engine cowlings in that order
(Ref. COWLING REMOVAL, Chapter 71-10-00).
(2) Remove the brackets for the fire detection sensor cable and note their placement
(3) Remove the twelve bolts that secure the exhaust stack to the engine exhaust port and remove the
exhaust stack.
B. Installation
NOTE: Existing exhaust stacks may be chafed to a maximum of 20% of original material thickness
without repair.
(1) Position the exhaust stack on the engine exhaust port.
NOTE: The exhaust stacks must clear the cowling by a minimum of 1/2-inch. The cowling may be
trimmed as required to provide clearance.
(2) Secure the exhaust stacks with the twelve attaching bolts and torque the bolts to 60 ± 10
inch-pounds.
(3) Install the brackets for the fire detection sensor cable (Ref. Chapter 26-10-00).
(4) Install the lower forward, upper mid, upper aft and upper forward engine cowlings in that order
(Ref. COWLING INSTALLATION, Chapter 71-10-00).
C. Crack Repair
NOTE: If there are cracks in the mounting flange, refer to EXHAUST STACK FLANGE CRACK
LIMITS, in this Chapter.
Repair cracks that are three inches or less in length. Exhaust stacks having cracks greater than three
inches in length must be replaced. Cracks in exhaust stacks may be repaired as follows:
(1) Remove the exhaust stack from the engine. Refer to EXHAUST STACK REMOVAL, in this
Chapter.
(2) Remove all carbon from the interior and exterior surfaces using hot soapy water and a suitable
brush. Allow the exhaust stack the dry thoroughly.
(3) Wire brush both the inside and outside of the area requiring a weld, using a brush with stainless
steel bristles.
Page 201
78-00-00 Nov 1/09
(4) Rinse the area to be repaired with solvent (14, Table 1, Chapter 91-00-00) and allow to dry.
(5) Prior to welding the crack, accomplish one of the following procedures:
(a) Place a copper sheet, a minimum of 0.063-inch thick, against the inside surface of the crack.
(b) Cap the openings in the exhaust stack with wooden blocks and seal the remaining small
crevices with tape. Introduce an argon gas purge at 10 cubic feet per hour five minutes
before welding; continue until the repair is complete.
(6) Repair the crack using the tungsten inert gas (TIG) process. The welding rod type is determined
by the exhaust stack material. Stainless Steel stacks use rod 347 (157, Table 1,
Chapter 91-00-00), Incoloy 800 stacks use Incoloy 82 rod (160, Table 1, Chapter 91-00-00) and
on the latest style stack made from Inconel 625 use rod 625 (156, Table 1, Chapter 91-00-00).
(7) Install the exhaust stack. Refer to EXHAUST STACK INSTALLATION, in this Chapter.
D. Flange Crack Limits

Airplanes may operate with cracked exhaust stack flanges which do not exceed the limitations listed
below (Ref. Figure 201). If any crack exceeds these limits, the exhaust stack must be repaired or
replaced.
(1) No more than 8 of the 12 mounting holes may be cracked and the remaining 4 holes (non-cracked)
must be 90° apart.
(2) No more than 2 consecutive mounting holes may be cracked.
(3) Cracks that radiate from a mounting hole to the inside diameter of the mounting flange or a crack
that radiates from mounting hole to mounting hole is not acceptable.
E. Flange Repair
Airplanes may operate with cracked exhaust stack flanges which do not exceed the limitations listed
below (Ref. Figure 201). If any crack exceeds these limits, the exhaust stack must be repaired or
replaced.
(1) Remove the exhaust stack from the engine as instructed in EXHAUST STACK REMOVAL, in this
Chapter.
(2) Remove all carbon from the flange surfaces using hot soapy water and a suitable brush. Allow the
exhaust stack to dry thoroughly.
(3) Wire brush both sides of the area to be welded using a brush with fine stainless steel bristles.
(4) Rinse the area to be repaired with solvent (14 or 30, Table 1, Chapter 91-00-00).
(5) Place a copper sheet, a minimum of 0.063-inch thick, against the mating side of the flange.
NOTE: Weld from the bolt head side of the flange.
(6) Repair the crack using the tungsten inert gas (TIG) process and welding rod (157, Table 1,
Chapter 91-00-00).
(7) Install the exhaust stack. Refer to EXHAUST STACK INSTALLATION, in this Chapter.
Page 202
Nov 1/09 78-00-00
Figure 201
Exhaust Stack Crack Limits
Page 203
78-00-00 Nov 1/09
CHAPTER 79 - OIL
TABLE OF CONTENTS
SUBJECT PAGE
OIL SYSTEM
79-00-00
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Changing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Oil Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
Magnetic Drain Plug Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Chip Detector (Annunciators Installed in Caution/Advisory Panel) . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Chip Detector (Annunciators not Installed in Caution/Advisory Panel) . . . . . . . . . . . . . . . . . . . . . . . . 204
Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
Oil Pressure Switch and Transducer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
OIL TANK
79-10-01
Oil Tank Drain Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
OIL BREATHER
(UA-1 THRU UA-3, UB-1 THRU UB-52 WITHOUT KIT 114-9006-1)
79-10-02
Oil Breather Vent Hose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
OIL BREATHER
(UB-53 AND AFTER, UC-1 AND AFTER AND (UA-1 THRU UA-3, UB-1 THRU UB-52 WITH
KIT 114-9006-1 INSTALLED))
79-10-03
Oil Breather Vent Hose (Aft Engine Enclosure) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Oil Breather Vent Tube (Aft Wheel Well) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Page 1

CH-SE-SU PAGE DATE
79-LOEP 1 Nov 1/10
79-00-00 1 thru 3 Nov 1/09
201 thru 206 Nov 1/09
79-10-01 201 and 202 Aug 1/10
79-10-02 201 and 202 Nov 1/10
79-10-03 201 thru 203 Nov 1/10
C4 Page 1
79-LOEP Nov 1/10
OIL
OIL SYSTEM
79-00-00

00
1. GENERAL
The turboprop engines used on this airplane have integral oil tanks. All components of the oil system, except
the oil cooler, are mounted on or within the engine (Ref. Figure 1). The oil pressure relief valve is preset to
maintain the proper oil pressure and normally will require no adjustment. The oil system has two scavenge
pumps that return the lubricating oil to the oil cooling system. The oil cooler is mounted in the center of the
lower air inlet duct below the engine. The oil cooler contains a thermostat type valve that bypasses oil around
the cooler until proper operating temperature is reached. A bypass valve allows the oil to circulate around the
cooler in the event the cooler becomes clogged. For a more detailed description of the engine oil system refer
to the Pratt & Whitney PT6A-65B ENGINE MAINTENANCE MANUAL.
Each engine oil pressure gage and temperature gage is internally lighted by 28 vdc from the triple fed buss
through a 5-amp circuit breaker. The circuit breakers are identified LEFT and RIGHT OIL TEMP PRESS.
Normal oil pressure is 90 to 135 psi green arc and the minimum oil pressure limit is 60 psi red line. Ref low
pressure warning lights for the left and right engines, located in the warning annunciator panel, will illuminate
if oil pressure drops below 60 psi. Normal oil temperature is 0° to 99°C and red line is 110°C. The oil pressure
transmitter, the temperature bulb and the low pressure sensor are located on the engine accessory case at
approximately the 4 o’clock position as viewed from the rear. A self-sealing chip detector is installed in the 6
o’clock position on the reduction gear case of each engine.
Page 1
79-00-00 Nov 1/09
Page 2
Nov 1/09 79-00-00
Figure 1
Engine Lubrication System Schematic
Page 3
79-00-00 Nov 1/09
OIL
OIL SYSTEM
200200
1. PROCEDURES
CAUTION: Anytime the oil system is contaminated by metal particles, the oil cooler must be replaced and
the oil system flushed to prevent engine damage. In addition, all airplane components and
associated plumbing utilizing the engine oil system, such as propeller governors, must be flushed
until free of contamination.
A. Servicing
Servicing the engine oil system primarily involves maintaining the engine oil at the proper level,
inspecting and cleaning the engine oil filter and changing the engine oil when the oil becomes
contaminated. Refer to Chapter 12-10-00 for the oil system filling procedure. The oil filter should be
cleaned and inspected every 200 hours and at each engine oil change, and replaced as required. Refer
to the CHANGING THE ENGINE OIL and OIL FILTER CLEANING procedures.
B. Changing
CAUTION: When changing to a different brand of oil, completely drain the airplane oil system as
indicated in this procedure. Remove the oil filter and immerse it in the brand of oil to be
used. Install the oil filter and drain plugs. Fill the system to the proper level, and ground run
the engines for 20 minutes to thoroughly circulate the new brand of oil throughout the
system. Completely drain the oil system and again remove the oil filter and immerse it in the
new brand of oil. Refill the oil system as indicated below. This will thoroughly purge the
system of the oil to prevent chemical interaction between it and the new brand.
Remove the upper forward, upper aft and lower forward cowlings to gain access to the engine oil drains.
Remove the small cover on the lower aft cowling to gain access to the oil cooler oil drain.
(1) Provide suitable containers, funnels and drain hoses to facilitate oil drainage and to prevent
unnecessary oil spillage.
(2) Remove the dust cap from the oil tank drain line at the lower right side of the accessory section.
(3) Attach an oil drain tube to the end of the engine oil tank drain line.
(4) Remove the safety wire from the shutoff valve and turn it to the open position.
(5) Remove the safety wire and drain plug from the oil cooler.
(6) Remove the oil filter assembly. Refer to the OIL FILTER CLEANING procedure.
(7) Remove the chip detector at the 6 o’clock position on the reduction gearbox front case.
(8) Remove the drain plug from the oil-to-fuel heater.
Page 201
79-00-00 Nov 1/09
(9) With all the drain plugs removed, motor the engine over with the starter only (no ignition) to permit
the scavenge pumps to clear the engine.
CAUTION: Limit motoring to the time required to accomplish the above because of the limited
lubrication available to the engine during this operation. To prevent damage to the fuel
control unit, leave the condition lever in IDLE CUT-OFF while motoring the engine.
(10) Install the oil filter assembly. Refer to the OIL FILTER CLEANING procedure.
(11) Install new preformed packings on the drain plugs and the chip detector.
(12) Install the chip detector on the reduction gearbox front case. Torque to 50 ± 5 in.-lbs and safety.
(13) Install the drain plug on the oil cooler and safety.
(14) Install the drain plug in the oil-to-fuel heater and torque to 70 ± 5 in.-lbs, then safety.
(15) Remove the oil drain tube from the end of the engine oil tank drain line and install the dust cap,
then safety wire the shutoff valve in the closed position.
NOTE: The oil tank capacity is 2.5 gallons (10 quarts). An additional 4.4 quarts of oil is required to
fill the lines and oil cooler, giving a total system capacity of 14.4 quarts; however, because
of the residual oil trapped in the system, no more than 13 quarts should be added during
an oil change.
(16) Fill the engine with the correct amount and type of oil.
CAUTION: Observe the starter operating limits of 30 seconds ON, 10 minutes OFF, 30 seconds
ON, 30 minutes OFF, 30 seconds ON, 30 minutes OFF, 30 seconds ON, 30 minutes
OFF, 30 seconds ON, 30 minutes OFF.
(17) Motor the engine over, with the starter only, long enough to get an oil pressure reading.
(18) Check engine for oil leaks.
(19) Fill the engine to proper oil level.
(20) Install the lower forward, upper aft and the upper forward cowlings. Install the small cover on the
lower after cowling.
2. OIL FILTER
A. Cleaning
The engine oil filter contains a metal screen element. It is located under the square cover plate at the 3
o’clock position of the compressor inlet case and just behind the aft fire seal. The filter should be
cleaned and inspected at each engine oil change and at each inspection interval specified in Chapter
5-20-00, CONTINUOUS INSPECTION SCHEDULE.
(1) Remove the four self-locking nuts and washer securing the filter cover to the compressor inlet
case and remove the cover.
(2) Withdraw the filter from the filter housing, then agitate the filter screen for 5 minutes in clean
unused solvent (31, Table 1, Chapter 91-00-00) (Ref. Figure 201).
Page 202
Nov 1/09 79-00-00
(3) Dry the filter element with clean, dry, compressed air. If such air is not available, let the filter stand
until dry.
(4) Inspect the filter element with a strong magnifying glass. If more than 5 percent of the visible
passages are blocked, the filter element must be cleaned and inspected at an overhaul facility.
(5) If dents or broken wires are found on the filter screen, the filter must be replaced.
(6) Insert the filter element (perforated, flanged end first) into the filter housing.
(7) Coat a new packing with engine oil and install the seal and cover on the engine.
(8) Secure the filter cover with four plain washers and self-locking nuts. Torque the nuts to 34 ± 2
in.-lbs above the torque necessary to turn the nuts before seating.
Figure 201
Engine Oil Filter
Page 203
79-00-00 Nov 1/09
3. MAGNETIC DRAIN PLUG INSPECTION

A magnetic drain plug (chip detector) is installed in each engine. The plug attracts ferrous particles which may
be present in the sump area.
A. Chip Detector (Annunciators Installed in Caution/Advisory Panel)

Inspect the magnetic drain plug as follows:
(1) Remove the electrical connector.
(2) Remove the magnetic drain plug.
NOTE: When the drain plug is properly removed, the check valve in the drain plug fitting will
prevent the oil from draining out.
(3) Inspect the drain plug. Refer to the Pratt & Whitney PT6-65B ENGINE MAINTENANCE MANUAL.
(4) Install the electrical connector finger tight.
(5) Apply electrical power to the airplane.
(6) To short the detector, position metallic object in the gap of the chip detector.
(7) Check to see if the chip detector light in the cockpit is illuminated. If not, repeat the above
procedures.
(8) Remove the metallic object and check to ensure the light does not stay illuminated.
(9) Remove the electrical connector from the chip detector.
(10) Install new packing on the magnetic plug.
(11) Install the magnetic plug and torque to 50 ± 5 in.-lbs.
(12) Install the electrical connector to the chip detector.
(13) Safety wire the chip detector.
B. Chip Detector (Annunciators not Installed in Caution/Advisory Panel)

Inspect the magnetic chip detectors as follows:
(1) Gain access to the terminal strip on the upper right side of the aft fireseal (Ref. Figure 202).
(2) Check the wiring between the terminal strip and the chip detector for broken or otherwise
damaged wires.
(3) Check for continuity between terminals 1 and 2 of the terminal strip by using a continuity checker
or ohmmeter.
(4) If no continuity is found, terminate this procedure. If continuity is indicated, continue this
procedure.
(5) Remove the electrical connector.
Page 204
Nov 1/09 79-00-00
(6) Remove the magnetic drain plug.
NOTE: When the drain plug is properly removed, the check valve in the drain plug fitting will
prevent the oil from draining out.
(7) Inspect the drain plug. Refer to the Pratt & Whitney PT6-65B ENGINE MAINTENANCE MANUAL.
(8) Install the new packing on the magnetic plug.
(9) Install the magnetic plug and torque to 50 ± 5 in.-lbs.
(10) Install the electrical connector.
(11) Safety wire the chip detector.
Figure 202
Chip Detector Terminal Strip
Page 205
79-00-00 Nov 1/09
4. OIL COOLER
A. Removal
(1) Remove the cowling (Ref. COWLING REMOVAL, Chapter 71-10-00).
(2) Place a suitable drip pan under the engine to catch oil spillage.
(3) Unsafety and remove the oil cooler drain plug.
(4) Disconnect the oil inlet and outlet hose assemblies at the cooler. Cover the open ports.
(5) Remove the bolts attaching the cooler to the support brackets.
B. Installation
(1) Position the oil cooler against the support bracket and install the attaching bolts.
(2) Uncover open ports and connect the oil inlet and outlet hose assemblies on the cooler.
(3) Install and safety the oil cooler drain plug.
(4) Fill the oil system (Ref. Chapter 12-10-00).
CAUTION: Observe the starter operating limits of 30 seconds ON, 10 minutes OFF, 30 seconds
ON, 30 minutes OFF, 30 seconds ON, 30 minutes OFF, 30 seconds ON, 30 minutes
OFF, 30 seconds ON, 30 minutes OFF.
(5) Motor the engine over with the starter (no ignition) long enough to obtain an oil pressure reading.
(6) Check in the vicinity of the oil cooler inlet and outlet hose assemblies for leakage.
(7) Install the cowling (Ref. COWLING INSTALLATION, Chapter 71-10-00).
5. OIL PRESSURE SWITCH AND TRANSDUCER

When installing the oil pressure switch, transducer or associated fittings, the maximum torque limit is 40
in.-lbs.
Page 206
Nov 1/09 79-00-00
OIL
79-10-01
OIL TANK
200200
1. OIL TANK DRAIN SHUTOFF VALVE
A. Removal
(1) Perform the appropriate engine cowling removal procedure (Ref. Chapter 71-10-00).
(2) Place a drip pan under the engine to catch any oil spillage.
(3) Remove the dust cap (5) from the shutoff valve (4) (Ref. Figure 201) and connect an engine drain
tube (Ref. Chapter 91-00-00, Figure 1, Sheet 3).
(4) Remove the safety wire and open the shutoff valve (4) to drain the engine oil tank (Ref. Figure
201).
(5) Remove the engine drain tube from the shutoff valve (4).
(6) Disconnect the drain hose (1) from the shutoff valve (4).
CAUTION: To prevent contamination of the oil system after the drain hose (1) is disconnected,
cap the hose end.
(7) Remove nut (2) from the shutoff valve (4) and remove the shutoff valve (4) and washers (3) from
the bracket.
B. Installation
(1) Install the shutoff valve (4) and washers (3) into the bracket (Ref. Figure 201).
(2) Install nut (2) on the shutoff valve (4) to secure the shutoff valve to the bracket.
(3) Connect the drain hose (1) to the shutoff valve (4).
(4) Place the shutoff valve (4) in the closed position and safety wire.
(5) Install the dust cap (5) on the shutoff valve (4).
(6) Check the oil level and add oil as necessary to replace the oil drained from the tank (Ref. Chapter
12-10-00).
(7) Motor the engine over with the starter only (no ignition) long enough to obtain an oil pressure
reading.
CAUTION: For continuous motoring without engine start, observe the starter operating limits of 20
seconds on, 5 minutes off.
(8) Check the area around the shutoff valve for leaks.
(9) If no leaks are found, perform the appropriate engine cowling installation procedure (Ref. Chapter
71-10-00).
Page 201
79-10-01 Aug 1/10
Figure 201
Oil Tank Drain Valve Removal/Installation
Page 202
Aug 1/10 79-10-01
OIL
79-10-02
OIL BREATHER
(UA-1 THRU UA-3, UB-1 THRU UB-52 WITHOUT KIT 114-9006-1)
200200
1. OIL BREATHER VENT HOSE
A. Removal
(1) Remove the access panel from the right side of the engine cowling (Ref. Figure 201).
(2) Remove the clamps which secure the oil breather vent hose (3) in the aft engine compartment.
(3) Loosen hose clamps (2 and 4) and remove the oil breather vent hose (3) from the oil breather
adapter (1) on the engine accessory gearbox housing and from the weld assembly (5) at the
engine firewall.
(4) Remove the oil breather vent hose (3) from the airplane.
B. Installation
(1) Install the clamps to secure the oil breather vent hose in the aft engine compartment (Ref. Figure
201).
(2) Install the oil breather vent hose (3) on the oil breather adapter (1) on the engine accessory
gearbox and on the weld assembly (5) at the engine firewall and secure the hose with the
attaching hose clamps (2 and 4).
(3) Install the access panel on the right side of the engine cowling.
Page 201
79-10-02 Nov 1/10
Figure 201
Oil Breather Vent System Installation
Page 202
Nov 1/10 79-10-02
OIL
79-10-03
OIL BREATHER
(UB-53 AND AFTER, UC-1 AND AFTER AND (UA-1 THRU UA-3, UB-1 THRU UB-52 WITH
KIT 114-9006-1 INSTALLED))
200200
1. OIL BREATHER VENT HOSE (AFT ENGINE ENCLOSURE)
A. Removal
(1) Remove the access panel from the right side of the engine cowling (Ref. Figure 201).
(2) Remove the clamps which secure the oil breather vent hose (3) in the aft engine compartment.
(3) Loosen the hose clamps (2) and remove the oil breather vent hose (3) from the oil breather
adapter (1) on the engine accessory gearbox housing and from the elbow on the aft engine firewall
(7).
(4) Remove the oil breather vent hose (3) from the airplane.
B. Installation
(1) Install the clamps to secure the oil breather vent hose in the aft engine compartment (Ref. Figure
201).
(2) Install the oil breather vent hose (3) on the oil breather adapter (1) on the engine accessory
gearbox and on the elbow on the aft engine firewall (7) and secure the hose with the attaching
hose clamps (2).
(3) Install the access panel on the right side of the engine cowling.
2. OIL BREATHER VENT TUBE (AFT WHEEL WELL)
A. Removal
(1) Perform the appropriate NACELLE INNER FENDER REMOVAL procedure (Ref. Chapter
54-10-01).
(2) Disconnect and remove the hose clamps (2) from the connecting hoses (6) between the oil
breather vent tubes (4) (Ref. Figure 201).
(3) Disconnect the plumbing fitting on the oil breather vent tube at the aft side of the firewall (7).
(4) Disconnect and remove the clamps which secure the oil breather vent tubes to the structure in the
wheel well. Slip the connecting hoses (6) from the tubes (4) and remove the tubes.
B. Installation
(1) Position the oil breather vent tube (4) to the aft side of the firewall, and secure it with the plumbing
fitting (Ref. Figure 201).
(2) Connect each tube (4) section to the connecting hoses (6), and position each hose for proper
clearance in the wheel well.
Page 201
79-10-03 Nov 1/10
(3) Install the hose clamps (2) which secure the hoses to the oil breather vent tubes (4).
(4) Install clamps that secure the oil breather vent tube to the structure in the wheel well.
(5) Perform the appropriate NACELLE INNER FENDER INSTALLATION procedure (Ref. Chapter
54-10-01).
Page 202
Nov 1/10 79-10-03
1. OIL BREATHER ADAPTOR

2. HOSE CLAMP
3. OIL BREATHER VENT HOSE
4. OIL BREATHER VENT TUBE
5. NACELLE SKIN
6. HOSE
7. FIREWALL
A 2
5
1 2
3 4
1 2 7
6
2
RIGHT HAND WHEEL WELL AREA
DETAIL B 4
2
3
4
2

Beechcraft 1900 MM (Reference Use Only)

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Beechcraft 1900 MM (Reference Use Only)

Uploaded by

Copyright:

Available Formats

Model 1900/1900C Airliner

(UA-1 and After)

P/N 114-590021-7 P/N 114-590021-7C12

LIST OF EFFECTIVE REVISIONS

Part Number Date Chapters Affected

List of Effective Pages

Rev Rev Rev

C10 12/24/2013 ATP/LC

C12 JAN 27, 2017 ATP/LC

Log of Temporary Revisions

Revision Revision Revision

Temporary Revision 05-1

Record of Temporary Revisions

Temporary Inserted Removed

05-1 05-10-00 ATP/RLL 11/16/2011 C7 5/1/2012

P/N 114-590021-7, Revision C12, Jan 1/17

“A” Page “A” Page C12

Title Page Title Page Jan 1/17

1 39-LOEP 1 39-LOEP Jan 1/17

After compliance, this Instruction Sheet may be discarded.

• Model 1900 Airliner Series Corrosion Control Manual, P/N 114-590021-197

C. Publications Change Request (PCR)

H. Warnings, Cautions, and Notes

I. Special Conditions Cautionary Notice

B. List of Effective Revisions/List of Effective Pages

C. Record of Revisions Page

D. Log of Temporary Revisions Page

E. Record of Temporary Revisions Page

G. Chapter List of Effective Page

H. Chapter Table of Contents Pages

3. HOW TO USE THE MANUAL

A. ATA Subject Matter Assignment

C. References to Procedures, Figures, Equipment and Materials

4. CHAPTER/SYSTEM INDEX GUIDE TABLE

System/Chapter Subsystem/Section Title

05 TIME LIMITS/MAINTENANCE CHECKS

06 DIMENSIONS AND AREAS

07 LIFTING AND SHORING

System/Chapter Subsystem/Section Title

09 TOWING AND TAXIING

10 PARKING, MOORING, STORAGE AND

11 PLACARDS AND MARKINGS

20 STANDARD PRACTICES - AIRFRAME

System/Chapter Subsystem/Section Title

System/Chapter Subsystem/Section Title

System/Chapter Subsystem/Section Title

System/Chapter Subsystem/Section Title

System/Chapter Subsystem/Section Title

30 ICE AND RAIN PROTECTION

System/Chapter Subsystem/Section Title

System/Chapter Subsystem/Section Title

39 ELECTRIC PANELS, PARTS AND

System/Chapter Subsystem/Section Title

System/Chapter Subsystem/Section Title

73 ENGINE FUEL SYSTEMS

System/Chapter Subsystem/Section Title

CHAPTER 04 - AIRWORTHINESS LIMITATIONS

List of Effective Pages

CHAPTER 05 - TIME LIMITS/MAINTENANCE CHECKS

CHAPTER 05 - TIME LIMITS/MAINTENANCE CHECKS

CHAPTER 05 - TIME LIMITS/MAINTENANCE CHECKS

CHAPTER 05 - TIME LIMITS/MAINTENANCE CHECKS

List of Effective Pages

TIME LIMITS/MAINTENANCE CHECKS