310 Service Manual

Service Manual
1969
Thru
1974
MODEL 310P, 310Q
Member of GAMA
FAA APPROVAL HAS BEEN OBTAINED ON TECHNICAL DATA IN THIS PUBLICATION THAT AFFECTS AIRPLANE TYPE DESIGN.
CHANGE 10 TO THE BASIC MANUAL INCORPORATES THE SUPPLEMENTAL INSPECTION DOCUMENT

(SID), DATED 1 JULY 2006, TEMPORARY REVISION 1, TEMPORARY REVISION 2, TEMPORARY REVISION 3,
TEMPORARY REVISION 4, TEMPORARY REVISION 5, TEMPORARY REVISION 6, TEMPORARY REVISION 7,
AND TEMPORARY REVISION 8.
COPYRIGHT © 1969 1 DECEMBER 1969

CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS, USA Change 10 July 1/2006
D872-10-13
CHANGE
MODEL
310P, 310Q
1969 THRU 1974

SERVICE MANUAL
CHANGE 10
July 1/2006
D872-10-13
The entire manual is contained within this revision.
Please replace your manual in its entirety.
TEMPORARY REVISION NUMBER 10
DATED 22 FEBRUARY 2010
MANUAL TITLE Model 310P thru 310Q (1969 Thru 1974) Service Manual
MANUAL NUMBER - PAPER COPY D872-10-13
MANUAL NUMBER - AEROFICHE D872-10-13AF
TEMPORARY REVISION NUMBER D872-10TR10
MANUAL DATE 1 December 1969 REVISION NUMBER 10 DATE 1 July 2006
This Temporary Revision consists of the following pages, which affect and replace existing pages in the paper
copy manual and supersede aerofiche information.
AEROFICHE AEROFICHE
SECTION PAGE FICHE/FRAME SECTION PAGE FICHE/FRAME
SID- 1 1/A15 SID-Section III 1 1/D17
Introduction 57-10-05
SID- 6 Thru 8 1/A20 - 1/A22 SID-Section III 1 1/D20
SID- 10 1/A24 SID-Section III 1 Thru 2 Added
SID-Section II 1 1/B03 2 14 1/L03
SID-Section II 3 Thru 4 1/B05 - 1/B06 2 14A Thru 14B Deleted
1/L04 - 1/L05
SID-Section II 6 Thru 7 1/B08 - 1/B09 2 15 Thru 16 1/L06 - 1/L07
SID-Section III 1 Thru 2 1/B19 - 1/B20 2 16A Thru 16B Deleted
32-10-01 1/L08 -1/L09
SID-Section III 3 Added 2 17 Thru 18 1/L10 - 2/A01
32-10-01
SID-Section III 1 Thru 2 1/C01 - 1/C02 2 18U Thru 18V 2/A22 - 2/A23
32-10-05
SID-Section III 3 Added 2 18W Thru 18PP Deleted
32-10-05 2/A24 - 2/B19
SID-Section III 1 Added 2 19 2/B20
32-10-06
SID-Section III 1 1/C04 2 19A Thru 19X Added
32-30-00
SID-Section III 1 Deleted 2 22T Thru 22X Deleted
56-10-00 2/C17 - 2/C21
© Cessna Aircraft Company

REASON FOR TEMPORARY REVISION
1. To revise Supplemental Inspection Documents (SIDs) information.
2. To add Supplemental Inspection Documents (SIDs) for: 32-10-06, Main Landing Gear Torque Tube
Assembly and 57-10-28, Wing Upper Center Skin Panel Inspection.
3. To delete Supplemental Inspection Document (SID) for: 56-10-00, Pilot's and Copilot's Windshield
Attachment Hole Inspection.
4. To add replacement schedules for Landing Gear Fork Bolts and Main Landing Gear Torque Tubes.
FILING INSTRUCTIONS FOR THIS TEMPORARY REVISION
1. For Paper Publications, file this cover sheet behind the publication’s title page to identify inclusion of the
temporary revision in the manual. Insert the new pages in the publication at the appropriate locations
and remove and discard the superseded pages.
2. For Aerofiche Publications, draw a line, with permanent red ink marker, through any aerofiche frame
(page) affected by the temporary revision. This will be a visual identifier that the information on the
frame (page) is no longer valid and the temporary revision should be referenced. For "added" pages in
a temporary revision, draw a vertical line between the applicable frames. Line should be wide enough to
show on the edges of the pages. Temporary revisions should be collected and maintained in a notebook
or binder near the aerofiche library for quick reference.
3. For CD publications, mark the temporary revision part number on the CD label with permanent red
marker. This will be a visual identifier that the temporary revision must be referenced when the content
of the CD is being used. Temporary revisions should be collected and maintained in a notebook or binder
near the CD library for quick reference.

DATED 15 AUGUST 2019
MANUAL TITLE Model 310P Thru 310Q (1969 Thru 1974) Service Manual
copy manual and supersede aerofiche information.
SECTION PAGE SECTION PAGE

SID - Section II Listing SID - Section IV
of Supplemental 1 Thru 7 Inspection Methods 1 Thru 37
Inspections and Requirements
SID - Section III 57-10-06 1 Thru 2 SID - Section IV 57-10-06 1 Thru 3
SID - Section III 57-10-08 1 Thru 3 SID - Section IV 57-10-08 Deleted
Section 4 - Landing Gear
SID - Section III 57-10-14 1 Thru 3 4-26 and 4-26A
and Brake System
REASON FOR THIS TEMPORARY REVISION

1. To revise Section II, Listing of Supplemental Inspections.
2. To revise the Supplemental Inspection Document (SID) 57-10-06, Lower Main Wing Spar Cap Inspection
and Modification.
3. To revise the Supplemental Inspection Document (SID) 57-10-08, Wing Lower Carry-Thru Main Spar
Cap (5311027-7).
4. To add the Supplemental Inspection Document (SID) 57-10-14, Wing Lower Carry-Thru Main Spar Cap
(5311027-17).
5. To revise Section IV, Inspection Methods and Requirements.
6. To add the Supplemental Inspection Document (SID) 57-10-06, Lower Main Wing Spar Cap Inspection
and Modification.
7. To remove the Supplemental Inspection Document (SID) 57-10-08, Lower Carry-Thru Main Spar Cap.
8. To revise Section 4 - Installation of Main Landing Gear Retracting Linkage procedure.
EXPORT COMPLIANCE
© TEXTRON AVIATION INC.

1. The export of these commodities, technology or software are subject to the US Export Administration
Regulations. This information has been exported from the United States in accordance with 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.ECCN: 9E991
PROPRIETARY RIGHTS NOTICE
1. These data are proprietary to Textron Aviation Inc. Use of this publication or any of the data contained
herein for any purpose other than direct aircraft operation or maintenance is prohibited without prior
written authorization from Textron Aviation Inc. Reproduction or redistribution of this publication in whole
or in part is prohibited.

DATED 1 AUGUST 2021
MANUAL TITLE Model 310P thru 310Q (1969 Thru 1974) Service Manual
copy manual.
SECTION REMOVE PAGE(S) INSERT PAGE(S)

Section 8 8-4 / 8-5 and 8-9 / 8-10 8-4 / 8-5 and 8-9 thru 8-11
REASON FOR TEMPORARY REVISION

1. Added a Caution stating "cable tensions on the forward cables are not the same from side to side".
EXPORT COMPLIANCE
1. The export of these commodities, technology or software are subject to the US Export Administration
Regulations. This information has been exported from the United States in accordance with 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.ECCN: 9E991
PROPRIETARY RIGHTS NOTICE
1. These data are proprietary to Textron Aviation Inc. Use of this publication or any of the data contained
herein for any purpose other than direct aircraft operation or maintenance is prohibited without prior
written authorization from Textron Aviation Inc. Reproduction or redistribution of this publication in whole
or in part is prohibited.

MODEL 310P Thru 310Q
SERVICE MANUAL
FORWARD
General.
WARNING: All the inspection intervals, replacement time limits, overhaul time limits, inspection
methods, life limits, cycle limits, etc., recommended by Cessna are based on the use of
new, repaired, or overhauled Cessna-approved parts. The data in Cessna’s
maintenance manuals and parts catalogs is not applicable if the parts are designed,
built, repaired, overhauled, and/or approved by entities other than Cessna. The
purchaser is warned not to rely on such data for non-Cessna parts. The purchaser
must get the inspection intervals, replacement time limits, overhaul time limits,
inspection methods, life limits, cycle limits, etc., for all non-Cessna parts from the
manufacturer and/or seller of the non-Cessna parts.
A. The procedures in this manual are based on data that is available at the time of publication. This
manual is updated and supplemented, and will automatically change by all data that is issued in the
Service Newsletters, Service Bulletins, Supplier Service Notices, Publication Changes, Revisions,
Reissues, and Temporary Revisions. The revisions become part of, and are specifically incorporated in,
this publication. The user must know the latest changes to this publication through data available at the
Cessna Authorized Service Stations or from the Cessna Product Support subscription services. Cessna
Service Stations are supplied with a group of supplier publications. The supplier publications will give
disassembly, overhaul, and parts breakdown data for some of the different supplier items. Supplier's
publications are updated, supplemented, and specifically changed by the supplier-issued revisions and
service data which may be issued by Cessna. This will automatically change this publication and is
communicated to the field by the Cessna Authorized Service Stations and/or by Cessna’s subscription
services.
B. The inspection, maintenance, and parts requirements for Supplemental Type Certification (STC)
installations are not included in this manual. When an STC installation is included on the airplane, the
parts of the airplane affected by the installation must be checked. Do an inspection in accordance with
the inspection program published by the owner of the STC. The STC installations may change systems
interface, operating characteristics, and component loads or stresses on adjacent structures. The
Cessna-provided inspection criteria may not be correct for airplanes with STC installations.
C. The revisions, temporary revisions, and reissues can be purchased from a Cessna Service Station or
directly from Cessna Propeller Aircraft Product Support, Dept. 751, Cessna Aircraft Company, P.O. Box
7706, Wichita, Kansas 67277-7706, phone (316) 517-5800, facsimile (316) 942-9006.
D. The data in this Maintenance Manual is applicable to all U.S. and Foreign-Certified Model 310P, T310P,
310Q and T310Q model airplanes. Data that applies to a particular country is identified in the chapter(s)
affected.
E. The Cessna Service Stations are supplied with all the supplemental maintenance data for this manual.
They have the latest authoritative recommendations for servicing the Cessna airplanes.
F. The airplanes are certified by the model number. Names are often used for marketing purposes. To
supply the same method of referring to the airplanes, the model number will be used in this manual. The
airplane name may be used to distinguish the different types of the same model. The following table
supplies a list of the names, model numbers and serial numbers.
MODEL SERIAL NUMBERS

310P/T310P (1969) 310P0001 thru 310P0240
310Q/T310Q (1970 – 1974) 310Q0001 thru 310Q1160
Page 1
© Cessna Aircraft Company July 1/2006
SERVICE MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
Page 2
July 1/2006
MODEL 310P THRU 310Q
SERVICE MANUAL
EFFECTIVITY
NOTE: A vertical line in the outer margins of a page indicates the portion of the text affected by the
changes. Changes to illustrations are indicated by either miniature pointing hands or by a vertical
line in the margin. Changes to wiring diagrams are indicated by shaded areas.
Dates of issue for original and changed pages are:
Original............. 0............. December 1970 Change ............ 6.................September 1973

Change ............ 1............. April 1971 Change ............ 7.................February 1974
Change ............ 2............. December 1971 Change ............ 8.................May 1974
Change ............ 3............. June 1972 Change ............ 9.................June 1982
Change ............ 4............. October 1972 Change ............ 10...............July 2006
Change ............ 5............. January 1973
Page Change Page Change Page Change

No. No. No. No. No. No.
Title ..................................10 2-31 ................................... 7 3-25.................................... 2

Effectivity..........................10 2-32 ................................... 4 3-26 thru 3-27 .................... 0
i thru ii...............................10 2-32A thru 2-32B ............... 6 3-28 thru 3-28B.................. 9
iii thru vi ..............................9 2-33 thru 2-34B ................. 6 3-29 thru 3-31 .................... 0
SID (See Eff Page) ..........10 2-35 ................................... 0 3-32.................................... 1
1-1 ......................................7 2-36 ................................... 9 3-33 thru 3-40 .................... 0
1-2 ......................................4 2-37 thru 2-38B ............... 10 4-1 thru 4-2 ...................... 10
1-3 ......................................3 2-39 ................................... 1 4-3 thru 4-6 ........................ 0
1-4 thru 1-5 ........................2 2-40 thru 2-41.................... 0 4-6A thru 4-7...................... 1
1-6 ......................................4 2-42 thru 2-43.................... 6 4-8 thru 4-9 ........................ 8
1-7 thru 1-8 ........................0 2-44 ................................... 1 4-10 thru 4-13 .................... 0
1-9 ......................................3 2-45 ................................... 8 4-14.................................... 6
1-10 ....................................2 2-46 ................................... 7 4-15.................................... 6
1-11 thru 1-12 ...................0 2-47 ................................... 6 4-16 thru 4-16B................ 10
1-13/1-14............................8 2-48 ................................... 0 4-17.................................... 6
2-1 thru 2-2 ........................9 2-49 ................................... 9 4-18 thru 4-18B.................. 7
2-2A/2-2B ...........................2 2-50 ................................... 1 4-19 thru 4-20 .................... 0
2-3 ......................................4 2-51 thru 2-52.................... 2 4-21 thru 4-25 .................... 8
2-4 .....................................0 2-53 ................................... 8 4-26.................................... 9
2-5 thru 2-6 ........................4 2-54 ................................... 9 4-27 thru 4-29 .................... 0
2-6A....................................2 2-55 ................................... 8 4-30.................................... 9
2-6B....................................6 2-56 ................................... 4 4-31 thru 4-33 .................... 0
2-7 ......................................2 2-57 ................................... 8 4-34.................................... 6
2-8 thru 2-9 ........................7 2-58 thru 3-1...................... 6 4-34A thru 4-34B .............. 8
2-10 ....................................2 3-2 thru 3-4B ..................... 2 4-35.................................... 6
2-10A thru 2-12B................9 3-4C thru 3-4D................... 3 4-36 thru 4-40 .................... 9
2-12C thru 2-14..................6 3-5 ..................................... 0 4-41 thru 4-46 .................... 0
2-14A thru 2-18 ................10 3-6 ..................................... 9 4-47.................................... 2
2-18A thru 2-19 ................10 3-7 ..................................... 0 4-48.................................... 0
2-20 thru 2-21 ....................0 3-8 thru 3-8B ..................... 9 4-49.................................... 8
2-22 thru 2-22R..................9 3-9 ..................................... 0 4-50 thru 4-51 .................... 0
2-22S thru 2-22Z..............10 3-10 ................................... 7 4-52.................................... 7
2-23 ....................................1 3-11 thru 3-15.................... 0 4-53 thru 4-54 .................... 0
2-24 ....................................0 3-16 ................................... 4 4-55.................................... 2
2-25 thru 2-26F ..................9 3-17 thru 3-18.................... 0 4-56 thru 4-57 .................... 0
2-28 ....................................6 3-18A thru 3-18B ............... 6 4-58 thru 4-59 .................... 8
2-29 thru 2-30R................10 3-19 thru 3-24.................... 0 4-60 thru 4-66 .................... 0
Change 10
SERVICE MANUAL
EFFECTIVITY

5-1 ..................................... 9 9-39 ................................... 4 12-2D thru 12-4A .............. 6

5-2 thru 5-2B ......................6 9-40 ................................... 0 12-4B ................................. 8
5-3 thru 5-6 ....................... 0 9-41 thru 9-44.................... 4 12-5 thru 12-6B.................. 6
5-7 ......................................7 9-45 thru 9-47.................... 0 12-7 thru 12-8 ................... 0
5-8 ......................................0 9-48 thru 9-48B ................. 2 12-9 thru 12-10 .................. 2
5-9 ......................................2 9-49 ................................... 4 12-10A thru 12-11.............. 9
5-10 ....................................8 9-50 ................................... 2 12-12.................................. 0
5-11 thru 5-12B ..................6 9-51 thru 9-52.................... 0 12-12A thru 12-12D ........... 9
5-13 ....................................0 9-52A thru 9-55 ................. 4 12-13 thru 12-15 ................ 0
5-14 ....................................8 9-56 ................................... 0 12-16.................................. 2
5-15 thru 5-16 ....................0 9-57 thru 9-58.................... 4 12-17 thru 12-18 ................ 0
6-1 ......................................9 9-59 thru 9-61.................... 0 12-19 thru 12-20 ................ 2
6-2 ......................................6 9-62 ................................... 8 13-1 thru 13-2 .................... 8
6-2A thru 6-2B....................9 9-63 thru 9-66.................... 0 13-2A thru 13-2B ............... 6
6-3 thru 6-8 ........................0 9-67 ................................... 7 13-3 thru 13-6 .................... 3
6-9 ......................................8 9-68 ................................... 4 13-6A ................................. 6
6-9 thru 6-10B ...................9 9-69 ................................... 7 13-6B thru 13-6C ............... 3
6-11 ....................................8 9-70 thru 9-72.................... 9 13-6D ................................ 9
6-12 thru 6-14 ....................6 10-1 ................................... 4 13-7 thru 13-8 .................... 6
7-1 ......................................8 10-2 ................................... 0 13-9.................................... 8
7-2 ......................................0 10-3 thru 10-6.................... 4 13-10.................................. 2
7-2A thru 7-2B....................6 10-7 thru 10-8B ............... 10 13-11 thru 13-12 ................ 0
7-7 ......................................0 10-9 ................................... 8 13-12A thru 13-13.............. 8
7-8 ......................................2 10-10 ................................. 4 13-14.................................. 6
7-9 thru 7-10 ......................0 10-11 ................................. 8 13-15.................................. 0
7-11 ....................................8 10-12 thru 10-14................ 4 13-16 thru 13-16E.............. 8
7-12 ....................................2 10-15 thru 10-18................ 8 13-16F ............................... 9
8-1 ......................................8 11-1 thru 11-2.................... 7 13-16G thru 13-17 ............. 8
8-2 thru 8-3 ........................6 11-2A/11-2B ...................... 6 13-18.................................. 0
8-4 ......................................2 11-3 ................................... 0 13-19 thru 13-20 ................ 3
8-5 ......................................6 11-4 thru 11-4A/11-4B....... 9 13-21 thru 13-25 ................ 0
8-6 ......................................8 11-5 ................................... 0 13-26.................................. 9
8-7 thru 8-8 ........................3 11-6 ................................... 4 13-27.................................. 8
8-9 ......................................8 11-7 thru 11-8.................... 5 13-28.................................. 3
8-10 thru 9-3 ......................6 11-8A thru 11-8B ............... 8 13-28A thru 13-28B ........... 8
9-4 ......................................7 11-9 ................................... 5 13-29.................................. 0
9-5 thru 9-11 ......................0 11-10/11-11 ....................... 4 13-30.................................. 4
9-12 thru 9-13 ....................7 11-12 ................................. 8 13-31.................................. 0
9-14 ....................................0 11-13 ................................. 0 13-32 thru 13-34 .............. 10
9-15 ....................................6 11-14 ................................. 4 13-34A ............................... 0
9-16 ....................................4 11-15 ................................. 8 13-34B thru 13-35.............. 8
9-17 thru 9-20 ....................0 11-16 ................................. 7 31-36.................................. 4
9-21 thru 9-24 ....................4 11-16A............................... 6 13-36A thru 13-36B ........... 8
9-25 thru 9-26 ....................0 11-16B thru 11-18 ............. 7 13-37.................................. 4
9-27 thru 9-28 ....................9 11-18A thru 11-18H........... 9 13-38.................................. 6
9-29 thru 9-31 ....................0 11-19 ................................. 7 13-39.................................. 8
9-32 thru 9-33 ....................7 11-20 thru 11-24................ 0 13-40.................................. 5
9-34 ....................................0 12-1 thru 12-2A ................. 8 13-41 thru 13-42 ................ 0
9-35 thru 9-36 ....................7 12-2B................................. 0 13-43 thru 13-44 ................ 3
9-37 thru 9-38 ....................0 12-2C................................. 2
Change 10
July 1/2006
SERVICE MANUAL
EFFECTIVITY

13-44A thru 13-44B........... 6 15-3 thru 15-58D ............... 0

13-44C thru 13-44D ...........7 15-58E thru 15-58F ........... 8
13-45 thru 13-48 ............... 6 15-59 thru 15-74 ................ 0
13-49 ..................................7 16-1 ................................... 0
13-50 thru 13-50C..............8 16-2 ................................... 6
13-51 thru 13-52 ................3 16-2A thru 16-2F ............. 10
13-53 ..................................2 16-3 ................................... 9
13-54 ..................................8 16-4 ................................... 4
13-55 ..................................6 16-4A thru 16-4B ............... 0
13-56 ..................................8 16-5 ................................... 6
14-1 ....................................4 16-6 ................................... 9
14-2 thru 14-4 ....................0 16-7 thru 16-10 .................. 0
14-5 thru 14-6 ....................4 16-11 ................................. 9
14-6A thru 14-6B................6 16-12 thru 16-13 ................ 0
14-7 ....................................9 16-14 ................................. 3
14-8 thru 14-8B ..................8 16-14A thru 16-14B ........... 4
14-9 ...................................0 16-15 ................................. 8
14-10 thru 14-11 ................6 16-16 thru 16-21 ................ 9
14-12 thru 14-14 ................2 16-22 ................................. 0
14-15 ..................................0 16-23 ................................. 6
14-16 ..................................6 16-24 thru 16-50 ................ 0
14-16A................................7 16-50A thru 16-51.............. 6
14-16B thru 14-16D ...........2 16-52 thru 16-54 ................ 9
14-16E thru 14-16F............6 16-55 thru 16-58 ................ 0
14-17 ..................................2 16-59 thru 16-60 ................ 9
14-18 ..................................7 16-61 thru 16-73 .............. 10
14-19 ..................................0
14-20 ..................................2
14-21 ..................................0
14-22 thru 14-24 ................8
14-25 thru 14-26 ................4
25.04 thru 35.05 .................4
35.06 ..................................8
37.03 thru 41.04 .................0
41.06 ..................................6
41.07 thru 52.03 .................0
52.05 thru 52.06 .................3
53.02 thru 90.00 .................0
14-100 ................................6
14-101 ................................8
14-102 ................................6
14-103 thru 14-104 ............8
14-105 ................................6
14-106 thru 14-112 ............8
14-112A thru 14-112B........6
14-113 ................................8
14-114 ................................6
14-115 thru 15-1 ................8
15-2 thru 15-2A ..................0
15-2B..................................6
Change 10
SERVICE MANUAL
TABLE OF CONTENTS
SECTION 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL INFORMATION
SECTION 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GROUND HANDLING, SERVICING,

AND INSPECTION
SECTION 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIRFRAME
SECTION 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LANDING GEAR AND BRAKE

SYSTEM
SECTION 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONTROL COLUMN, AILERON,

AND TRIM CONTROL SYSTEMS
SECTION 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ELEVATOR AND TRIM CONTROL

SYSTEMS
SECTION 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RUDDER AND TRIM CONTROL

SYSTEMS
SECTION 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAP CONTROL SYSTEM
SECTION 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE
SECTION 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROPELLER SYSTEM
SECTION 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SYSTEM
SECTION 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTRUMENT AND RELATED

SYSTEMS
SECTION 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UTILITY AND OPTIONAL

SYSTEMS
SECTION 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ELECTRICAL SYSTEMS
SECTION 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ELECTRONICS SYSTEMS
SECTION 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STRUCTURAL REPAIR
Change 10
SUPPLEMENTAL INSPECTION DOCUMENT
LIST OF EFFECTIVE PAGES

CHAPTER
SECTION
SUBJECT PAGES DATE
COVER
TITLE PAGE
LIST OF EFFECTIVE PAGES 2 Jul 1/2006
RECORD OF REVISIONS 2 Jul 1/2006
TABLE OF CONTENTS 5 Jul 1/2006
APPLICABILITY 1 Jul 1/2006
INTRODUCTION 10 Jul 1/2006
SECTION I TECHNICAL DOCUMENT
REFERENCE 2 Jul 1/2006
SECTION II LISTING OF SUPPLEMENTAL
INSPECTIONS 7 Jul 1/2006
SECTION III SUPPLEMENTAL INSPECTION
DOCUMENTS
27-10-04 1 Jul 1/2006
27-20-03 2 Jul 1/2006
27-20-04 2 Jul 1/2006
27-30-00 2 Jul 1/2006
32-10-00 2 Jul 1/2006
32-10-01 2 Jul 1/2006
32-10-02 2 Jul 1/2006
32-10-04 2 Jul 1/2006
32-10-05 2 Jul 1/2006
32-20-00 1 Jul 1/2006
32-30-00 11 Jul 1/2006
32-30-07 1 Jul 1/2006
32-30-08 1 Jul 1/2006
52-10-00 2 Jul 1/2006
52-20-00 2 Jul 1/2006
53-10-03 1 Jul 1/2006
53-10-04 1 Jul 1/2006
54-10-00 1 Jul 1/2006
54-10-01 1 Jul 1/2006
55-10-00 1 Jul 1/2006
55-10-01 1 Jul 1/2006
55-10-02 1 Jul 1/2006
55-10-03 1 Jul 1/2006
55-10-04 1 Jul 1/2006
55-10-05 1 Jul 1/2006
55-10-06 1 Jul 1/2006
55-10-07 1 Jul 1/2006
55-20-00 2 Jul 1/2006
55-20-01 1 Jul 1/2006
Page 1
Jul 1/2006
 Cessna Aircraft Company
CHAPTER
SECTION
SUBJECT PAGE DATE
55-30-01 1 Jul 1/2006
55-30-01 1 Jul 1/2006
55-30-02 1 Jul 1/2006
56-10-00 1 Jul 1/2006
57-10-03 1 Jul 1/2006
57-10-04 1 Jul 1/2006
57-10-05 1 Jul 1/2006
57-10-06 1 Jul 1/2006
57-10-07 1 Jul 1/2006
57-10-08 1 Jul 1/2006
57-10-09 1 Jul 1/2006
57-10-10 1 Jul 1/2006
57-10-11 1 Jul 1/2006
57-10-12 1 Jul 1/2006
57-10-13 1 Jul 1/2006
SECTION IV INSPECTION METHODS AND REQUIREMENTS
General 9 Jul 1/2006
27-10-04 2 Jul 1/2006
32-10-01 2 Jul 1/2006
32-10-04 3 Jul 1/2006
32-20-00 3 Jul 1/2006
52-10-00 3 Jul 1/2006
52-20-00 2 Jul 1/2006
53-10-03 4 Jul 1/2006
54-10-00 4 Jul 1/2006
55-10-02 5 Jul 1/2006
55-10-03 5 Jul 1/2006
55-10-04 4 Jul 1/2006
55-10-05 5 Jul 1/2006
55-10-06 5 Jul 1/2006
55-10-07 5 Jul 1/2006
55-20-01 4 Jul 1/2006
55-30-01 5 Jul 1/2006
55-30-02 3 Jul 1/2006
57-10-03 4 Jul 1/2006
57-10-04 5 Jul 1/2006
57-10-05 3 Jul 1/2006
57-10-07 5 Jul 1/2006
57-10-08 4 Jul 1/2006
57-10-09 4 Jul 1/2006
57-10-10 3 Jul 1/2006
57-10-11 3 Jul 1/2006
57-10-12 3 Jul 1/2006
57-10-13 3 Jul 1/2006
Page 2
Jul 1/2006
RECORD OF REVISIONS
REVISION DATE DATE PAGE REVISION DATE DATE PAGE

NUMBER INSERTED REMOVED NUMBER NUMBER INSERTED REMOVED NUMBER

TABLE OF CONTENTS
SECTION TITLE PAGE
LIST OF EFFECTIVE PAGES......................................................................................................... 1
RECORD OF REVISIONS ..............................................................................................................
TABLE OF CONTENTS .................................................................................................................. 1
APPLICABILITY............................................................................................................................... 1
INTRODUCTION ............................................................................................................................. 1
SECTION I TECHNICAL DOCUMENT REFERENCE………………………………………………… 1
Service/Maintenance Manuals............................................................................................... 1
Service Information Letters/Service Bulletins ........................................................................ 1
SECTION II LISTING OF SUPPLEMENTAL INSPECTIONS ....................................................... 1
Supplemental Inspections...................................................................................................... 1
Inspection Requirements - Hours to Years Equivalence - Figure 1....................................... 5
Typical Spectrum - Summary of Inspections by Flight Hours –
Airplane Serial Numbers 310P0001 thru 310Q1160 Initial Inspection Intervals .................... 6
Typical Spectrum - Summary of Inspections by Flight Hours –
Airplane Serial Numbers 310P0001 thru 310Q1160 Repeat Inspection Intervals................. 6
SECTION III SUPPLEMENTAL INSPECTION DOCUMENTS ....................................................... 1
27-10-04 Aileron Hinges and Fittings..................................................................................... 1
27-20-03 Rudder Structure .................................................................................................... 1
Figure 1 (Sheet 1) .................................................................................................................. 2
27-20-04 Rudder Torque Tube .............................................................................................. 1
Figure 1 (Sheet 1) .................................................................................................................. 2
27-30-00 Elevator Torque Tube Assembly ............................................................................ 1
Figure 1 (Sheet 1) .................................................................................................................. 2
32-10-00 Main Landing Gear Fork Bolts (1/2 Inch) ............................................................... 1
Figure 1 (Sheet 1) .................................................................................................................. 2
32-10-01 Main Landing Gear Torque Tube Assembly........................................................... 1
Figure 1 (Sheet 1) .................................................................................................................. 2
32-10-02 Main Landing Gear Bell Crank Pivot Bolt ............................................................... 1
Figure 1 (Sheet 1) .................................................................................................................. 2
32-10-03 Main Landing Gear Fork Bolts (5/8 Inch) ............................................................... 1
Figure 1 (Sheet 1) .................................................................................................................. 2
32-10-04 Main Landing Gear Side Brace Actuator Attach Fitting.......................................... 1
Figure 1 (Sheet 1) .................................................................................................................. 2
32-20-00 Nose Landing Gear Fork ........................................................................................ 1
32-30-00 Main/Nose Gear Retraction Systems Teardown and Inspection............................ 1
Figure 1 (Sheet 1) .................................................................................................................. 2
Figure 2 (Sheet 1) .................................................................................................................. 3
Figure 2 (Sheet 2) .................................................................................................................. 4
Figure 2 (Sheet 3) .................................................................................................................. 5
Figure 2 (Sheet 4) .................................................................................................................. 6
Figure 3 (Sheet 1) .................................................................................................................. 7
Page 1
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SECTION TITLE PAGE

SECTION III SUPPLEMENTAL DOCUMENT INSPECTIONS (Continued)
Figure 3 (Sheet 2).................................................................................................................. 8
Figure 3 (Sheet 3).................................................................................................................. 9
Figure 3 (Sheet 4).................................................................................................................. 10
Figure 4 (Sheet 1).................................................................................................................. 11
32-30-07 Nose Gear Trunnion Inspection (1.19-inch Lugs) .................................................. 1
32-30-08 Nose Gear Trunnion Inspection (1.31-inch Lugs) .................................................. 1
52-10-00 Cabin Door Retention ………………………………………………………………….. 1
Figure 1 (Sheet 1).................................................................................................................. 2
52-20-00 Emergency Exit Window Mechanism Inspection ................................................... 1
Figure 1 (Sheet 1) .................................................................................................................. 2
53-10-03 Horizontal Stabilizer Rear Spar Angle Attachment ................................................ 1
53-10-04 Window Frame and Surrounding Structure............................................................ 1
54-10-00 Engine Support Beams .......................................................................................... 1
54-10-01 Engine Beam Modification...................................................................................... 1
55-10-00 Horizontal Stabilizer Inspection .............................................................................. 1
55-10-01 Horizontal Stabilizer Spars and Attachments ......................................................... 1
55-10-02 Horizontal Stabilizer Forward Spar Upper Cap ...................................................... 1
55-10-03 Horizontal Stabilizer Forward Spar Lower Cap....................................................... 1
55-10-04 Horizontal Stabilizer Forward Spar Attach.............................................................. 1
55-10-05 Horizontal Stabilizer Rear Spar Lower Cap Attach................................................. 1
55-10-06 Horizontal Stabilizer Rear Spar Upper Cap, BL 0.0 ............................................... 1
55-10-07 Horizontal Stabilizer Rear Spar Lower Cap, BL 0.0................................................ 1
55-20-00 Outboard Elevator Hinge Bracket and Attachment ................................................ 1
Figure 1 (Sheet 1) .................................................................................................................. 2
55-20-01 Elevator Hinges and Fittings................................................................................... 1
55-30-00 Vertical Stabilizer Spars and Attachments ............................................................. 1
55-30-01 Rudder Hinges and Fittings .................................................................................... 1
55-30-02 Vertical Stabilizer Rear Spar Cap Attach................................................................ 1
56-10-00 Pilot’s and Copilot’s Windshield Attachment Hole Inspection ................................ 1
57-10-03 Wing Rib Modification - Main Landing Gear Side Brace ........................................ 1
57-10-04 Lower Wing Rear Spar Cap at Splice .................................................................... 1
57-10-05 Lower Rear Carry-Thru Spar Cap ......................................................................... 1
57-10-06 Lower Main Wing Spar Cap Inspection and Modification....................................... 1
57-10-07 Lower Aft Auxiliary Spar Cap ................................................................................. 1
57-10-08 Lower Carry-Thru Main Spar Cap .......................................................................... 1
57-10-09 Wing Lower Front Spar Cap at Root Fitting Attach, WS 28.96 .............................. 1
57-10-11 Wing Lower Forward Auxiliary Spar Cap .............................................................. 1
57-10-12 Wing Front Spar Lug Inspection............................................................................. 1
57-10-13 Wing Tip Tank Attachment Inspection ................................................................... 1
Page
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July 1/2006
SECTION TITLE PAGE
SECTION IV INSPECTION METHODS AND REQUIREMENTS ................................................... 1

General Requirements........................................................................................................... 1
General Eddy Current Inspection........................................................................................... 1
General Fluorescent Liquid Penetrant Inspection.................................................................. 4
General Magnetic Particle Inspection .................................................................................... 6
General Radiography Inspection ........................................................................................... 8
27-10-04 Aileron Hinges and Fittings..................................................................................... 1
32-10-04 Main Landing Gear Actuator Attachment Fitting .................................................... 1
Figure 1 (Sheet 1) .................................................................................................................. 3
32-20-00 Nose Landing Gear Fork ........................................................................................ 1
Figure 1 (Sheet 1) .................................................................................................................. 3
52-10-00 Cabin Door Retention ............................................................................................. 1
52-20-00 Emergency Exit Window Mechanism Inspection .................................................. 1
Figure 1 (Sheet 1) .................................................................................................................. 2
53-10-03 Horizontal Stabilizer Rear Spar Angle Attachment ................................................ 1
Figure 1 (Sheet 1) .................................................................................................................. 3
Figure 1 (Sheet 2) .................................................................................................................. 4
54-10-00 Engine Support Beams .......................................................................................... 1
Figure 1 (Sheet 1) .................................................................................................................. 3
Figure 1 (Sheet 2) .................................................................................................................. 4
55-10-02 Horizontal Stabilizer Forward Spar Upper Cap ...................................................... 1
Figure 1 (Sheet 1) .................................................................................................................. 3
Figure 1 (Sheet 2) .................................................................................................................. 4
Figure 1 (Sheet 3) .................................................................................................................. 5
55-10-03 Horizontal Stabilizer Forward Spar Lower Cap ...................................................... 1
Figure 1 (Sheet 1) .................................................................................................................. 3
Figure 1 (Sheet 2) .................................................................................................................. 4
Figure 1 (Sheet 3) .................................................................................................................. 5
55-10-04 Horizontal Stabilizer Forward Spar Attach.............................................................. 1
Figure 1 (Sheet 1) .................................................................................................................. 3
Figure 1 (Sheet 2) .................................................................................................................. 4
55-10-05 Horizontal Stabilizer Rear Spar Lower Cap Attach................................................. 1
Figure 1 (Sheet 1) .................................................................................................................. 3
Figure 1 (Sheet 2) .................................................................................................................. 4
Figure 1 (Sheet 3) .................................................................................................................. 5
55-10-06 Horizontal Stabilizer Rear Spar Upper Cap, BL 0.0 ............................................... 1
Figure 1 (Sheet 1) .................................................................................................................. 3
Figure 1 (Sheet 2) .................................................................................................................. 4
Figure 1 (Sheet 3) .................................................................................................................. 5
Page 37
Page
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July 1/2006
SECTION TITLE PAGE
SECTION IV INSPECTION METHODS AND REQUIREMENTS (Continued)

55-10-07 Horizontal Stabilizer Rear Spar Lower Cap, BL 0.0................................................ 1
Figure 1 (Sheet 1) .................................................................................................................. 3
Figure 1 (Sheet 2) .................................................................................................................. 4
Figure 1 (Sheet 3) .................................................................................................................. 5
55-20-01 Elevator Hinges and Fittings................................................................................... 1
Figure 1 (Sheet 1) .................................................................................................................. 3
Figure 1 (Sheet 2) .................................................................................................................. 4
55-30-01 Rudder Hinges and Fittings ................................................................................... 1
Figure 1 (Sheet 1) .................................................................................................................. 3
Figure 1 (Sheet 2) .................................................................................................................. 4
55-30-02 Vertical Stabilizer Rear Spar Cap Attach................................................................ 1
Figure 1 (Sheet 1) .................................................................................................................. 3
Figure 1 (Sheet 2) .................................................................................................................. 4
Figure 1 (Sheet 3) .................................................................................................................. 5
57-10-03 Wing Rib Improvement - Main Landing Gear Side Brace ...................................... 1
Figure 1 (Sheet 1) .................................................................................................................. 2
57-10-04 Lower Wing Rear Spar Cap Splice......................................................................... 1
Figure 1 (Sheet 1) .................................................................................................................. 3
Figure 1 (Sheet 2) .................................................................................................................. 4
57-10-05 Lower Rear Carry-Thru Spar Cap .......................................................................... 1
Figure 1 (Sheet 1) .................................................................................................................. 3
Figure 1 (Sheet 2) .................................................................................................................. 4
57-10-07 Lower Aft Auxiliary Spar Cap.................................................................................. 1
Figure 1 (Sheet 1) .................................................................................................................. 2
57-10-08 Lower Carry-Thru Main Spar Cap .......................................................................... 1
Figure 1 (Sheet 1) .................................................................................................................. 3
Figure 1 (Sheet 2) .................................................................................................................. 4
Figure 1 (Sheet 3) .................................................................................................................. 5
Figure 1 (Sheet 1) .................................................................................................................. 3
Figure 1 (Sheet 2) .................................................................................................................. 4
Figure 1 (Sheet 1) .................................................................................................................. 3
Figure 1 (Sheet 2) .................................................................................................................. 4
57-10-11 Wing Lower Forward Auxiliary Spar Cap ............................................................... 1
Figure 1 (Sheet 1) .................................................................................................................. 3
57-10-12 Wing Front Spar Lug Inspection............................................................................. 1
Figure 1 (Sheet 1) .................................................................................................................. 3
57-10-13 Wing Tip Tank Attachment Inspection ................................................................... 1
Figure 1 (Sheet 1) .................................................................................................................. 3
Page
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APPLICABILITY
MODEL Year SERIAL NUMBERS
310P 1969 310P0001 THRU 310P0240

310Q 1970 thru 1974 310Q0001 THRU 310Q1160
THE MODEL 310P THRU 310Q SUPPLEMENTAL INSPECTION DOCUMENT

IS VALID FOR MODEL 310P THRU 310Q AIRPLANES
WITH LESS THAN 40,000 FLIGHT HOURS
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July 1/2006
INTRODUCTION
1. DISCUSSION
A. Introduction
(1) The Supplemental Structural Inspection Program for the Cessna Model 310 airplane is based on the
affected Model 300/400 airplane current usage and state-of-the-art analysis, testing, and inspection
methods. Analysis methods include durability, fatigue, and damage tolerance assessments. A
practical state-of-the-art inspection program is established for each Principle Structural Element
(PSE), where:
A PSE is that structure whose failure, if it remained undetected, could lead to the loss of the
airplane. Selection of a PSE is influenced by the susceptibility of a structural area, part, or
element to fatigue, corrosion, stress corrosion, or accidental damage.
(2) The Supplemental Structural Inspection Program was developed through the combined efforts of
Cessna Aircraft Company, operarors of affected Model 300/400 series airplanes, and the FAA. The
inspection program consists of the current structural maintenance inspection, plus supplemental
inspections, as required, for continued airworthiness of the airplane as years of service are
accumulated. The current inspection program is considered to be adequate in detecting corrosion
and accidental damage. The emphasis of the Supplemental Structural Inspection Program is to
detect fatigue damage whose probability increases with time.
(3) The Supplemental Structural Inspection Program is valid for Model 310 airplanes with less
than 40,000 flight hours. Beyond this, continued airworthiness of the airplane can no longer
be assured. Retirement of the airframe is recommended when 40,000 flight hours have been
accumulated.
B. History
(1) The first Cessna Model 310 was produced in 1955. The basic version of the Model 310 was produced
through 1981 as the Model 310, 310B, 310C, 310D, 310F, 310G, 310H, 310I, 310J, 310K, 310L,
310N, 310P, 310Q, and 310R. Turbocharged versions of the airplane (T310P, T310Q, and T310R)
were built between 1969 and 1981.
C. Objective
(1) The objective of the Supplemental Structural Inspection Program is the detection of damage due to
fatigue, overload, or corrosion through the practical use of Nondestructive Inspection (NDI), as well as
visual inspections. This Supplemental Inspection Document (SID) addresses primary and secondary
airframe components only. Powerplant, electrical items, and primary and secondary systems are not
included in this document. To establish the basis for these items, the following assumptions have
been made:
(a) The airplane has been maintained in accordance with Cessna recommendations or equivalent.
(b) Where the SID is directed to a specific part or component, it is implied that the inspection will
include observation and evaluation of the surrounding area of parts and equipment. Any
discrepancies found during this inspection outside the scope of the SID must be reported to
Cessna through the existing condition reporting system, so that changes can be made to the SID
where necessary.
(c) The inspections presented in the SID apply to all Model 310 airplanes. The inspection intervals
presented are for unmodified airplanes, and represent the maximum allowable inspection times.
Airplanes that have been modified to alter the airplane’s design, gross weight, or airplane
performance may need to be inspected more frequently. Examples of common STCs, which will
require modified inspection intervals include non-Cessna wing spar straps, vortex generators, and
non-standard engines. The owner and/or maintenance organization should contact the STC
holder(s) or modification originator to obtain new FAA approved inspection criteria.
D872-10-13 Temporary Revision Number 10 – Feb 22/2010 Page 1

Cessna Aircraft Company July 1/2006
2. PRINCIPAL STRUCTURAL ELEMENTS
A. Rationale Used to Select Principal Structural Elements

(1) An airplane component is classified as a Principal Structural Element (PSE) if the component
contributes significantly to carrying flight and ground loads, and if failure of the component could result
in catastrophic failure of the airframe. The monitoring of these PSE’s is the main focus of this
Supplemental Structural Inspection Program. Typical examples of PSE’s, taken from FAA Advisory
Circular 25.571, are shown in Table 1.
Table 1. Typical Examples of Principal Structural Elements
WING AND EMPENNAGE:

Control surfaces, flaps, and their mechanical systems and attachments (hinges, tracks, and fittings)
Primary fittings
Principal splices
Skin or reinforcement around cutouts or discontinuities
Skin-stringer combinations
Spar caps
Spar webs
FUSELAGE:
Circumferential frames and adjacent skin
Door frames
Pilot window posts
Bulkheads
Skin and single frame or stiffener element around a cutout
Skin and skin splices under circumferential loads
Skin or skin splices under fore-and-aft loads
Door skins, frames, and latches
Window frames
LANDING GEAR AND THEIR ATTACHMENTS
ENGINE SUPPORT STRUCTURE AND MOUNTS
B. Selection Criteria
(1) The factors used in determining the PSE’s in this document include:
(a) SERVICE EXPERIENCE.
1 Two sources of information were used to determine service discrepancies.
a Cessna Service Bulletins and Service Information Letters, issued to repair various service
discrepancies, were reviewed.
b FAA Service Difficulty Records were reviewed.
2 The data collected was also used to determine a component’s susceptibility to corrosion or
accidental damage, as well as its ability to be inspected.
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(b) STRESS ANALYSIS.
1 Stress analysis for the Model 310 utilized mathematical models developed for similar Model
300/400 series airframe components. Models were developed for the wing and carry-thru,
flap, aileron, engine beam, fuselage, horizontal stabilizer, elevator, vertical stabilizer, rudder,
and nose and main landing gears. These models were reviewed to identify components that
exhibit the potential for additional inspection requirements.
(c) FATIGUE AND DAMAGE TOLERANCE ANALYSIS.
1 Fatigue and damage tolerance analyses were conducted for the critical areas of the PSE's.
Details of these analyses are presented in Section 3.0.
(d) TESTING.
1 New static tests for similar Model 300/400 series airframe components were conducted to
verify the mathematical models which were developed. Test results from previously
conducted static tests and fatigue cyclic tests were also reviewed to identify the critical areas
of the PSE's. These test results were considered applicable to the Model 310.
(e) INSPECTION OF AIRPLANE.
1 A high-time Model 400 series airplane was purchased from a customer for disassembly and
inspection in 1988. The airplane had over 20,000 flight hours and 60,000 landings. Locations
where cracks were discovered during disassembly are included as inspection locations.
3. DURABILITY - FATIGUE AND DAMAGE TOLERANCE
A. Airplane Usage
(1) Airplane usage data for the SID program is based on the evaluation of the in-service utilization of the
airplane and published data. This information was used to develop the representative fatigue loads
spectra.
(2) Usage for spectra determination is defined in terms of a single flight representing typical average in-
service utilization of the airplane. This usage reflects the typical in-service flight variation of flight
length, takeoff gross weight, payload, and fuel.
(3) The flight is defined in detail in terms of a flight profile. The profile identifies the gross weight, payload,
fuel, altitude, speed, distance, etc., required to define the pertinent flight and ground parameters
needed to develop the fatigue loads. The flight is then divided into operational segments, where each
segment represents the average values of the parameters (speed, payload, fuel, etc.) that are used to
calculate the loads spectrum.
B. Stress Spectrum
(1) A fatigue loads spectrum, in terms of gross area stress, was developed for each PSE to be analyzed
based on the usage-flight profiles. The spectrum represents the following loading environments:
flight loads (gust and maneuver), landing impact, balancing tail loads, thrust loads, ground loads (taxi,
turning, landing, braking, pivoting, etc.), and ground-air-ground cycles. The resulting spectrum is a
representative flight-by-flight, cycle-by-cycle random loading sequence that reflects the appropriate
and significant airplane response characteristics.
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C. Description of the Flight Profiles
(1) A typical usage profile consisting of a single represenative flight was created. An average flight length
of 39 minutes was used based on FAA recommendations in FAA publication AFS-120-73-2. A
cruising altitude of 7000 feet was chosen based on interviews with Model 300/400 series operators.
This single typical usage profile was used in the analysis of the Model 310.
D. Damage Tolerance and Fatigue Assessments
(1) The damage tolerance and fatigue assessments provide the basis for establishing inspection
frequency requirements for each PSE. The evaluation includes a determination of the probable
location and modes of damage and is based on analytical results, available test data, and service
experience. The evaluation includes classical fatigue analyses, the determination of the crack growth
time history, and residual strength. Linear elastic fracture mechanics are used to perform the damage
tolerance analysis while fatigue analyses were based on the ‘Palmgren-Miner’ linear cumulative
damage theory.
(2) In the analysis, particular attention is given to potential structural condition areas associated with aging
airplanes. Examples include:
(a) Large areas of structure working at the same stress level, which could develop widespread fatigue
damage.
(b) A number of small (less than detectable size) adjacent cracks suddenly joining into a long crack
(for example, as in a line of rivet holes).
(c) Redistribution of load from adjacent failing or failed parts causing accelerated damage of nearby
parts (for example, the “domino" effect).
(d) Concurrent failure of the multiple load path structure (for example, crack arrest structure).
(3) Initial inspections of a particular area of structure are based on both crack growth and fatigue
analytical results. For locations with long fatigue or crack growth lives, the maximum initial inspection
was limited to 15,000 flight hours. Structure with initial inspections based on fatigue life included the
Models 310 wing and landing gear.
(4) Initial inspections for the Models 310 empennage and fuselage were based on crack growth. The
crack growth for each PSE is calculated from the initial crack size (co) to crack length at
instability/failure (ccrit) due to limit load. The crack growth history is represented in terms of crack
length versus time in flight hours. Refer to Figure 1.
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Jul 1/2006
Typical Crack Growth Curve

Figure 1 (Sheet 1)
4. REPORTING - COMMUNICATIONS
For the SID to be successful on a continuing basis, it is essential that a free flow of information exist between
the operator, FAA, and Cessna. The significant details of inspection results, repairs, and modifications
accomplished must be communicated to Cessna in order to assess the effectiveness of the recommended
inspection procedures and inspection intervals.
Additionally, items not previously considered for inclusion in the SID may be uncovered through operator
inspections and reporting. These items will be evaluated by Cessna and, if generally applicable to the
airplane configurations concerned, will be added to the SID for the benefit of all operators.
A reporting system has been established with Cessna Propeller Aircraft Product Support and the appropriate
forms have been incorporated into this document. Copies of these forms are available from a Cessna
Service Station or Cessna Field Service Engineer.
A. Discrepancy Reporting
(1) Discrepancy reporting is essential to provide for adjusting the inspection thresholds and the repeat
times as well as adding or deleting PSE’s. It may be possible to improve the inspection methods,
repairs, and modifications involving the PSE’s based on the data reported.
(2) All cracks, multiple sheared fasteners, and corrosion found during the inspection must be reported to
Cessna within 10 days. The PSE inspection results are to be reported on a form as shown on the
following pages. Refer to the Discrepancy Report form at the end of this section.
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July 1/2006
B. Discrepancy Form Disposition
(1) Send all available data including forms, repairs, photographs, sketches, etc., to:
Cessna Aircraft Company

Attn: SID Program
Customer Service
Dept. 751
P.O. Box 7706
Wichita, Kansas 67277 USA
Fax: 316-517-7271
NOTE: This system does not supersede the normal channels of communication for items not
covered by the SID.
C. Cessna Follow-up Action
(1) All SID reports will be reviewed to determine if any of the following actions must be taken:
(a) Check the effect on structural or operational integrity.

(b) Check other high-time airplanes to see if a Service Bulletin must be issued.
(c) See if a reinforcement is required.
(d) Revise the SID, if necessary.
5. INSPECTION METHODS
A very important part of the SID program is selecting and evaluating state-of-the-art Nondestructive Inspection
(NDI) methods applicable to each PSE, and determining a minimum detectable crack length (cdet) for each
NDI method. The minimum detectable crack length is used in conjunction with the critical crack length (ccrit) to
define the life interval for the crack to grow from cdet to ccrit as: (Life @ ccrit - Life @ cdet)/2. This interval is used
to define the repeat inspection frequency for the SID program’s required inspections. The initial inspection
occurs at Life @ ccrit/2. For a given NDI method and PSE, cdet corresponds to a crack size with a 90%
probability of detection. An example of initial and repeat inspection interval determination is shown in Figure 1.
For fail-safe structures, the initial inspection requirements were based on fatigue analyses.
Potential NDI methods were selected and evaluated on the basis of crack orientation, location (ccrit) part
thickness, and accessibility. Inspection reliability depends on size of the inspection task, human factors (such
as qualifications of the inspector), equipment reliability, and physical access. Visual, radiographic, fluorescent
liquid penetrant, eddy current, and magnetic particle methods are used. A complete description of each of
these methods is presented in SECTION IV - INSPECTION METHODS AND REQUIREMENTS.

6. RELATED DOCUMENTS
A. Existing Inspections, Modifications, and Repair Documents
(1) Cessna Aircraft Company has a number of documents that are useful to maintaining the continued
airworthiness of Cessna airplanes. Examples include:
(a) Cessna 310P thru 310Q Service Manual.

(b) Cessna 310P thru 310Q Illustrated Parts Catalogs.
(c) Cessna Multi-Engine Service Information Letters and Service Bulletin Summaries.
(d) Cessna Service Newsletter and Newsletter Summaries.
(2) For information regarding these documents, contact:

Customer Service
P.O. Box 7706
Tele: 316-517-5800
Fax: 316-517-7271
(3) Modifications accomplished under STC’s by other organizations are not addressed in this SID.
Refer to Section 7.0.
B. Service Information Letters and Service Bulletins Affected by SID
(1) As an aid to the operator, the Service Information Letters and Service Bulletins pertaining to the SID
are listed in SECTION I - TECHNICAL DOCUMENT REFERENCE. For information concerning the
technical data included in these Service Information Letters and Service Bulletins that apply to your
airplane, contact Cessna Propeller Aircraft Product Support, Department 753. A Service Bulletin
Listing Program, which provides a list of all Cessna Service Information Letters, Service Bulletins,
and Service Newsletters applicable to a particular airplane model and serial number, is also available
from Cessna. This service is obtained by contacting:

Customer Service
P.O. Box 7706
Tele: 316-517-5800
Fax: 316-517-7271
7. APPLICABILITY AND LIMITATIONS
This SID is applicable to the Cessna Models 310P0001 through 310Q1160. This range of airplanes includes
both turbo T310P and T310Q and non-turbo 310P and 310Q airplanes.
The Cessna 310 series airplanes have had many modifications that were accomplished under STC’s by other
organizations without Cessna Engineering involvement. The inspection intervals presented are for unmodified
airplanes and represent the maximum allowable inspection times. Airplanes that have been modified to alter
the airplane design, gross weight, or airplane performance may need to be inspected more frequently.
Examples of common STCs not covered by this SID document include non-Cessna wing spar straps, vortex
generators, and non-standard engines. The owner or maintenance organization should contact the STC
holder(s) or modification originator for obtaining new FAA approved inspection criteria.
Page 7
D872-10-13 Temporary Revision Number 10 – Feb 22/2010
July 1/2006
The SID inspection times are based on total airframe hours and landings or calendar time in service. If a
specific airframe component has been replaced, the component is to be inspected based on total component
hours and landings or calendar time requirements. However, any attachment structure that was not replaced
when the component was replaced must be inspected based on the total airframe hours and landings or
calendar time requirements.
8. PSE DETAILS
This section contains significant details identified by the rationale process described in paragraph 2.A. These
items are considered significant to maintain continued airworthiness of the Cessna 310 series models.
Service Information Letters and Service Bulletins pertaining to the PSE’s are listed in SECTION I -
TECHNICAL DOCUMENT REFERENCE.
A summary of the PSE’s is presented in the SECTION II - LISTING OF SUPPLEMENTAL INSPECTIONS.
This can be used as a checklist by the operators. A summary of inspections by flight hours and calendar
time is also given.
A. PSE Data Sheets

(1) A data sheet for each PSE is provided in SECTION III - SUPPLEMENTAL INSPECTION
DOCUMENTS. Each data sheet contains the following:
(a) Supplemental Inspection Number
(b) Title
(c) Effectivity
(d) Inspection Compliance
(e) Initial Inspection Interval(s)
(f) Repeat Inspection Interval(s)
(g) Purpose
(h) Inspection Instructions
(i) Access/Location
(j) Detectable Crack Size
(k) Inspection Procedure
(l) Repair/Modification
(m) Comments
NOTE 1: The entry N/A under item (j) (Detectable Crack Size) means that no cracks are allowed in the
PSE. Where both hour and calendar times are listed in items (e) and (f), the inspection must
occur at whichever time comes first.
NOTE 2: Accomplishment of SID inspections does not in any way replace preflight inspections, good
maintenance practices, or maintenance and inspections specified in the appropriate
Service/Maintenance Manual.
NOTE 3: Inspection intervals are given in both hour and calendar time. After the completion of each
initial SID inspection, repeat inspections can be completed based on hour time if the
Corrosion Prevention and Control Program (CPCP) is included in the airplane maintenance
program. Refer to the Model 310P thru 310Q Service Manual, Section 16, pages 16-61 thru
16-77 for additional information concerning the CPCP program.
B. Repair Information/Modifications
(1) Repairs, alterations, and modifications (RAM) made to PSE’s can have an effect on the inspection
times and methods presented in the SID. The flowchart in Figure 2 can be used to determine if a
new damage tolerance assessment and FAA-approved supplemental inspection criteria are required.
(2) Repairs not covered by the recommendations in this SID document must be coordinated with Cessna
Customer Service at telephone 319-517-5800, fax 316-517-7271. Since January 2003, repairs
provided by Cessna Aircraft Company meet the damage tolerance assessment requirements.

Damage Tolerance Assessment Flowchart

Figure 2 (Sheet 1)
Page 9
Jul 1/2006
DISCREPANCY REPORT
SID NO: AIRPLANE LOCATION: S/N OF AIRPLANE:

INSPECTION CONDUCTED: Date Airplane Total Hours Cycles
Component Total Hours Cycles
OWNER NAME ________________________________ OWNER PHONE NUMBER________________
OWNER ADDRESS ___________________________________________________________________
SERVICE HISTORY:
INSPECTION METHOD/LIMITS:
ACCESS REQUIRED:
REPAIR DESCRIPTION:
COMMENTS:
Enclose all available data including photos, sketches, etc., to:

Attn: SID Program
Customer Service
Dept. 751
P.O. Box 7706
FAX 316-517-7271
Figure 2 (Sheet 2)

SECTION I - TECHNICAL DOCUMENT REFERENCE
1. SERVICE/MAINTENANCE MANUALS
Aircraft Number Title

Model 310 D872-10-13 Service Manual
To obtain a Service/Maintenance Manual, Service Information Letter, or Service Bulletin, contact:

Cessna Propeller Aircraft Product Support
Attn. Dept. 753
P.O. Box 7706
Wichita, Kansas USA 67277
Tele: 316-517-5800
Fax: 316-942-9006
2. SERVICE INFORMATION LETTERS/SERVICE BULLETINS
Reference
Number Title Date SID Number
ME75-23S1 Main Landing Gear Fork Bolts - (AD76-13-07) 08-02-76 32-10-00

32-10-03
ME76-2 Wing Rib Improvement - Main Landing Gear Side Brace 01-05-79 57-10-03
MEB88-5R2 Nose Gear Trunnion Inspection 10-02-00 32-30-07
32-30-08
MEB99-6 Engine Exhaust Access Panels Installation 08-02-99 54-10-01
MEB99-7 Engine Beam Inspection and Modification 08-02-99 54-10-01
MEB99-8 Crossfeed Fuel Lines Replacement 08-02-99 54-10-01
Section III assumes that the following Service Bulletins/Service Kits have been accomplished.
ME71-27 Nose Gear Steering Bolts

(Effectivity 310P0001 thru 310Q0285)
ME73-22 Lower Wing Skin Rivets
(Effectivity 310Q0714 thru 310Q0845)
ME74-17 Aft Trunnion Support Spar Inspection and Modification (Main Landing Gear)
(Effectivity 310P0001 thru 310P0240)
ME75-20 Front Wing Spar Inspection
(Effectivity 310P0001 Thru 310Q1160)
MEB88-7 Main Landing Gear Inner Bearing Inspection/Replacement
(Effectivity 310P0001 thru 310R1690)
MEB94-1 Emergency Exit Window Inspection
(Effectivity 310P0001 thru 310R2140)
SECTION I – TECHNICAL DOCUMENT REFERENCE Page 1

Jul 1/2006
SECTION I – TECHNICAL DOCUMENT REFERENCE Page 2

Jul 1/2006
CESSNA®
MODEL 310P AND 310Q
SECTION II - LISTING OF SUPPLEMENTAL INSPECTIONS
1. Supplemental Inspection Procedures

A. Each of the supplemental inspections in this section has the instructions to do the necessary
inspections. The supplemental inspection number, if applicable, will correspond to the nondestructive
testing procedure in Section IV of this manual. The supplemental inspection and nondestructive
testing procedure will have the same number.
B. Procedure.
(1) Each supplemental inspection is given a supplemental inspection number.
(2) The interval for the supplemental inspections is found in the table below and in Section III of this
manual.
(3) Each document number in Section III has the details of the inspection. If necessary, the
inspection will refer to the nondestructive testing procedure in Section IV for that inspection.
2. SUPPLEMENTAL INSPECTIONS
Inspection Compliance
Refer to Note 2 and Note 3
Supplemental Title Effectivity Initial Repeat
Inspection Number
27-10-04 Aileron Hinges and Fittings 310P0001 Thru 15,000 2500 Hours
310Q1160 Hours or 20 or 5 Years
Years
27-20-03 Rudder Structure 310P0001 Thru 7500 Hours 2500 Hours
310Q1160 or 15 Years or 5 Years
27-20-04 Rudder Torque Tube 310P0001 Thru 7500 Hours 2500 Hours
27-30-00 Elevator Torque Tube 310P0001 Thru 5000 Hours 1000 Hours
32-10-00 Main Landing Gear Fork 310P0001 Thru 2000 2000
Bolts (1/2 inch) 310Q0207 Landings or Landings or
4 Years 4 Years
32-10-01 Main Landing Gear Torque 310P0001 Thru 3000 100
Tube Assembly 310Q1160 Landings or Landings or
20 Years 1 years
32-10-02 Main Landing Gear Bell 310P0001 Thru 1000 500
Crank Pivot Bolt 310Q1160 Landings or Landings or
3 Years 3 Years
32-10-03 Main Landing Gear Fork 310Q0208 Thru 5000 5000
Bolts (5/8 inch) 310Q1160 Landings or Landings or
10 Years 10 Years
32-10-05 Main Landing Gear Torque 310P0001 Thru 10,000 500
Tube Assembly 310Q1160 Landings or Landings or
20 Years 1 Years
32-10-06 Main Landing Gear Torque 310P0001 Thru 4000 Hours
Tube Assembly 310Q1160
32-20-00 Nose Gear Fork 310P0001 Thru 15,000 5000
310Q1160 Landings or Landings or
20 Years 10 Years
Temporary Revision Number 11 - Aug 15/2019

SECTION II - LISTING OF SUPPLEMENTAL INSPECTIONS Page 1
Jul 1/2006
Section II © TEXTRON AVIATION INC.
CESSNA®
MODEL 310P AND 310Q
Inspection Number
32-30-00 Main/Nose Gear Retraction 310P0001 Thru 10,000 5000
Systems Teardown and 310Q1160 Landings or Landings or
Inspection 20 Years 10 Years
32-30-07 Nose Gear Trunnion 310P0001 Thru Per MEB88- Per MEB88-
Inspection (1.19-inch lugs) 310Q1160 5R2 5R2
32-30-08 Nose Gear Trunnion 310P0001 Thru Per MEB88- Per MEB88-
Inspection (1.31-inch lugs) 310Q1160 5R2 5R2
52-10-00 Cabin Door Retention 310P0001 Thru 10,000 5000 Hours
Years
52-20-00 Emergency Exit Window 310P0001 Thru 1000 Hours 1000 Hours
Mechanism Inspection 310Q1160 or 3 Years or 3 Years
53-10-03 Horizontal Stabilizer Rear 310P0001 Thru 15,000 5000 Hours
Spar Angle Attachment 310Q1160 Hours or 20 or 10 Years
Years
53-10-04 Window Frame and 310P0001 Thru 10,000 5000 Hours
Surrounding Structure 310Q1160 Hours or 20 or 10 Years
Years
54-10-00 Engine Support Beams 310P0001 Thru 1500 Hours 1500 Hours
310Q1160 or Engine or Engine
Overhaul Overhaul
54-10-01 Engine Beams Modification 310P0001 Thru NOTE 1 NOTE 1
310Q1160
55-10-00 Horizontal Stabilizer 310P0001 Thru 10,000 5000 Hours
Inspection 310Q1160 Hours or 20 or 10 Years
Years
55-10-01 Horizontal Stabilizer Spars 310P0001 Thru 15,000 5000 Hours
and Attachments 310Q1160 Hours or 20 or 10 Years
Years
55-10-02 Horizontal Stabilizer Forward 310P0001 Thru 15,000 5000 Hours
Spar Upper Cap 310Q1160 Hours or 20 or 10 Years
Years
Spar Lower Cap 310Q1160 Hours or 20 or 10 Years
Years
Spar Attach 310Q1160 Hours or 20 or 10 Years
Years
Spar Lower Cap Attach 310Q1160 Hours or 20 or 10 Years
Years
Spar Upper Cap, BL 0.0 310Q1160 Hours or 20 or 10 Years
Years

Section II © TEXTRON AVIATION INC. Jul 1/2006
CESSNA®
MODEL 310P AND 310Q
Inspection Number
Spar Lower Cap, BL 0.0 310Q1160 Hours or 20 or 10 Years
Years
55-20-00 Outboard Elevator Hinge 310P0001 Thru 5000 Hours 1000 Hours
Bracket and Attachment 310Q1160 or 10 Years or 3 Years
55-20-01 Elevator Hinges and Fittings 310P0001 Thru 15,000 2500 Hours
Years
55-30-00 Vertical Stabilizer Spars and 310P0001 Thru 15,000 5000 Hours
Attachments 310Q1160 Hours or 20 or 10 Years
Years
55-30-01 Rudder Hinges and Fittings 310P0001 Thru 15,000 2500 Hours
Years
55-30-02 Vertical Stabilizer Rear Spar 310P0001 Thru 15,000 5000 Hours
Cap Attach 310Q1160 Hours or 20 or 10 Years
Years
57-10-03 Wing Rib Modification - Main 310P0001 Thru 10,000 5000 Hours
Landing Gear Side Brace 310Q1160 Hours or 20 or 10 Years
Years
57-10-04 Lower Wing Rear Spar Cap 310P0001 Thru 5000 Hours 1000 Hours
at Splice 310Q1160 or 10 Years or 3 Years
57-10-05 Lower Rear Carry-Thru Spar 310P0001 Thru 15,000 1000 Hours
Cap 310Q1160 Hours or 20 or 3 Years
Years
57-10-06 Lower Main Wing Spar Cap 310P0001 Thru 11,000 NOTE 1
Inspection and Modification 310Q1160 Hours
57-10-07 Lower Aft Auxiliary Spar Cap 310P0001 Thru 6500 Hours 2500 Hours
57-10-08 Wing Lower Carry-Thru Main 310P0001 Thru 11,000 400 Hours
Spar Cap (0811300-3) 310Q1160 Hours
57-10-09 Wing Lower Front Spar Cap 310P0001 Thru 11,000 4000 Hours
at Root Fitting Attach, WS 310Q1160 Hours or 20 or 8 Years
28.96 Years
57-10-10 Wing Lower Front Spar Cap 310P0001 Thru 11,000 2000 Hours
at Root Fitting Attach, WS 310Q1160 Hours or 20 or 4 Years
36.36 Years
57-10-11 Wing Lower Forward 310P0001 Thru 15,000 5000 Hours
Auxiliary Spar Cap 310Q1160 Hours or 20 or 10 Years
Years
57-10-12 Wing Front Spar Lug 310P0001 Thru 15,000 2500 Hours
Years

CESSNA®
MODEL 310P AND 310Q
Inspection Number
57-10-13 Wing Tip Tank Attachment 310P0001 Thru 15,000 2500 Hours
Years
57-10-14 Wing Lower Carry-Thru Main 310P0001 Thru 15,000 800 Hours
Spar Cap (0811300-78) 310Q1160 Hours
57-10-28 Wing Upper Center Skin 310L0001 Thru 2500 Hours 200 Hours or
Panel Inspection 310N0198 or 10 Years 2 Years
NOTE 1: Refer to the Supplemental Inspection Documents for specific initial and repeat inspection times.
NOTE 2: Except for 54-10-01 and 57-10-06, corresponding calendar inspection times are per Figure
1. Inspection intervals are given in both hour and calendar time. Initial inspections must be
accomplished at hour or calendar time, whichever occurs first. After the completion of each initial
SID inspection, repeat inspections may be completed based on hour time if the Corrosion Prevention
and Control Program (CPCP) is included in the airplane maintenance program. Refer to the Model
310P thru 310Q Service Manual, Section 16, pages 16-61 thru 16-77 for additional information
concerning the CPCP program.
NOTE 3: If the number of landings is unknown, assume two landings are made for each flight hour.

CESSNA®
MODEL 310P AND 310Q
Inspection Requirements - Hours to Years Equivalence

Figure 1 (Sheet 1)

CESSNA®
MODEL 310P AND 310Q
3. Typical Spectrum - Summary of Inspections by Flight Hours

Airplane Serial Numbers 310P0001 Thru 310Q1160
Initial Inspection Intervals
Table 1. Initial Inspection Intervals
INITIAL INSPECTION EFFECTIVITY SID INSPECTION NUMBERS

1000 Hours or 3 Years 310P0001 Thru 310Q1160 52-20-00
1000 Landings or 3 Years 310P0001 Thru 310Q1160 32-10-02
1500 Hours 310P0001 Thru 310Q1160 54-10-00
4000 Hours 310P0001 Thru 310Q0207 32-10-06
5000 Hours or 10 Years 310P0001 Thru 310Q1160 27-30-00, 55-20-00, 57-10-04
5000 Landings or 10 Years 310Q0208 Thru 310Q1160 32-10-03
7500 Hours or 15 Years 310P0001 Thru 310Q1160 27-20-03, 27-20-04
10,000 Landings or 20 Years 310P0001 Thru 310Q1160 32-10-05, 32-30-00
10,000 Hours or 20 Years 310P0001 Thru 310Q1160 52-10-00, 53-10-04, 55-10-00, 57-10-03
11,000 Hours 310P0001 Thru 310Q1160 57-10-06, 57-10-08
11,000 Hours or 20 Years 310P0001 Thru 310Q1160 57-10-09, 57-10-10
12,500 Landings or 20 Years 310P0001 Thru 310Q1160 32-10-04
15,000 Hours 310P0001 Thru 310Q1160 57-10-14
15,000 Hours or 20 Years 310P0001 Thru 310Q1160 27-10-04, 53-10-03, 55-10-01, 55-10-02,
55-10-03, 55-10-04, 55-10-05, 55-10-06,
55-10-07, 55-20-01, 55-30-00, 55-30-01,
55-30-02, 57-10-05, 57-10-11,
57-10-12, 57-10-13
15,000 Landings or 20 Years 310P0001 Thru 310Q1160 32-20-00
Per MEB88-5R2 310P0001 Thru 310Q1160 32-30-07, 32-30-08
Per MEB99-7 310P0001 Thru 310Q1160 54-10-00
Initial Inspection After Spar Modification
INITIAL INSPECTION EFFECTIVITY SID INSPECTION NUMBERS
20,000 Hours 310P0001 Thru 310Q1160 57-10-06
4. Typical Spectrum - Summary of Inspections by Flight Hours

Airplane Serial Numbers 310P0001 Thru 310Q1160
Repeat Inspection Intervals

CESSNA®
MODEL 310P AND 310Q
Table 2. Repeat Inspection Intervals
REPEAT INSPECTION EFFECTIVITY SID INSPECTION NUMBERS

100 Landings or 1 Year 310P0001 Thru 310Q1160 32-10-01
400 Hours 310P0001 Thru 310Q1160 57-10-08
500 Landings or 1 Year 310P0001 Thru 310Q1160 32-10-05
800 Hours 310P0001 Thru 310Q1160 57-10-14
1000 Hours or 3 Years 310P0001 Thru 310Q1160 27-30-00, 52-20-00, 55-20-00,
57-10-04, 57-10-05
1500 Hours 310P0001 Thru 310Q1160 54-10-00
2500 Hours or 5 Years 310P0001 Thru 310Q1160 27-10-04, 27-20-03, 27-20-04, 55-20-01,
55-30-01, 57-10-07, 57-10-12, 57-10-13
5000 Hours or 10 Years 310P0001 Thru 310Q1160 52-10-00, 53-10-03, 53-10-04, 55-10-00,
55-10-01, 55-10-02, 55-10-03, 55-10-04,
55-10-05, 55-10-06, 55-10-07, 55-30-00,
55-30-02, 57-10-03, 57-10-11
5000 Landings or 10 Years 310P0001 Thru 310Q1160 32-10-03, 32-20-00, 32-30-00
Per MEB88-5R2 310P0001 Thru 310Q1160 32-30-07, 32-30-08
Per MEB99-7 310P0001 Thru 310Q1160 54-10-01
Repeat Inspection After Spar Modification
REPEAT INSPECTION EFFECTIVITY SID INSPECTION NUMBERS
2500 Hours 310P0001 Thru 310Q1160 57-10-06

MODEL 310P AND 310Q
SUPPLEMENTAL INSPECTION NUMBER: 27-10-04
1. TITLE
Aileron Hinges and Fittings
2. EFFECTIVITY
310P0001 Thru 310Q1160
INSPECTION COMPLIANCE
TYPICAL: INITIAL 15,000 Hours Or 20 Years

REPEAT 2500 Hours Or 5 Years
3. PURPOSE
To inspect aileron hinges, fittings, and associated hardware and components for condition.
4. INSPECTION INSTRUCTIONS
A. Remove the ailerons in accordance with the Service Manual.
B. Visually inspect the aileron hinges for condition, cracks, and security; the hinge bolts and hinge
bearings for condition and security; the bearings for freedom of rotation, and the attach fittings for
evidence of damage, wear, failed fasteners, and security.
C. Use the fluorescent liquid penetrant method to inspect the aileron hinge assemblies for cracks. Refer
to Section IV, Supplemental Inspection Number 27-10-04, for specific instructions.
D. Install the ailerons in accordance with the Service Manual.
5. ACCESS AND DETECTABLE CRACK SIZE
ACCESS/LOCATION DETECTABLE CRACK SIZE

Wing Visual: 0.25 Inch
Penetrant: 0.10 Inch
6. INSPECTION METHOD
Visual inspection and fluorescent liquid penetrant inspection.
7. REPAIR/MODIFICATION
Replace the worn or damaged components with the latest superseding part numbers.
8. COMMENTS
Use the Discrepancy Report form in the Introduction, Figure 2 (Sheet 2), to report cracks found during
this inspection. If a crack is detected, replace the part or contact Cessna Propeller Aircraft Product
Support for possible repair instructions.
27-10-04 Page 1
Section III © Cessna Aircraft Company Jul 1/2006
MODEL 310P AND 310Q
1. TITLE
Rudder Structure
2. EFFECTIVITY
310P0001 Thru 310Q1160
TYPICAL: INITIAL 7500 Hours Or 15 Years

3. PURPOSE
To ensure structural integrity of the rudder assembly.
A. Inspect the rudder for deterioration resulting from fatigue, wear, overload, wind damage, and
corrosion. Refer to Figure 1.
B. Inspect skins, spars, ribs, and hinge brackets for cracks, corrosion, and working fasteners.
C. Remove the hinge bolts and inspect the hinge bolt holes for elongation and wear. Refer to the Service
Manual.
D. Install the hinge bolts in accordance with the Service Manual.

Rudder 0.25 Inch
Visual inspection.
Repairs may be made in accordance with the Service Manual, which is considered to be acceptable
repair data. Any repair not covered by recommendations in the above document must be coordinated
with Cessna Propeller Aircraft Product Support prior to beginning the repair.
8. COMMENTS
None.
27-20-03 Page 1
MODEL 310P AND 310Q
Rudder Structure Inspection

Figure 1 (Sheet 1)
27-20-03 Page 2
MODEL 310P AND 310Q
1. TITLE
Rudder Torque Tube
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To ensure structural integrity of the rudder torque tube assembly.
A. Remove the rudder torque tube access plates in accordance with the Service Manual. Refer to Figure
1.
B. Inspect the weld on the torque tube, bell crank attachment, and bell crank hinge for cracks, corrosion,
or damage.
C. Inspect the torque tube for internal rusting.
D. Install the rudder torque tube access plates in accordance with the Service Manual.

Rudder 0.25 Inch
Visual inspection.
Repairs may be made in accordance with the Service Manual, which is considered to be acceptable
repair data. Any repair not covered by recommendations in the above document must be coordinated
8. COMMENTS
None.
27-20-04 Page 1
MODEL 310P AND 310Q
Rudder Torque Tube Inspection

Figure 1 (Sheet 1)
27-20-04 Page 2
MODEL 310P AND 310Q
1. TITLE
Elevator Torque Tube
2. EFFECTIVITY
310P0001 Thru 310Q11605

3. PURPOSE
To verify the integrity of the elevator torque tube and the elevator bell crank attachment.
A. Inspect the elevator torque tube and torque tube fitting for cracks, corrosion, damage, and lack of
surface finish in the area of the torque tube fitting attachment. Refer to Figure 1.

Tailcone Stinger Area 0.25 Inch
Visual inspection.
Replace the elevator torque tube in accordance with the Service Manual.
8. COMMENTS
Loss or reduction in pitch control could result in the loss of the airplane.
27-30-00 Page 1
MODEL 310P AND 310Q
Elevator Torque Tube Assembly

Figure 1 (Sheet 1)
27-30-00 Page 2
MODEL 310P AND 310Q
1. TITLE
Main Landing Gear Fork Bolts (1/2 inch)
2. EFFECTIVITY
310P0001 Thru 310Q1160
TYPICAL: INITIAL 2000 Landings Or 4 Years

REPEAT 2000 Landings Or 4 Years
3. PURPOSE
To ensure that life-limited fork bolts are replaced per the time schedule.
A. Inspect the fork bolts in accordance with ME75-23, Supplement 1. Refer to Figure 1.

Main Landing Gear N/A
Visual inspection.
Refer to Service Information Letter ME75-23, Supplement 1.
8. COMMENTS
None.
32-10-00 Page 1
MODEL 310P AND 310Q
Main Landing Gear Retraction Linkage

Figure 1 (Sheet 1)
32-10-00 Page 2
MODEL 310P AND 310Q
1. TITLE
Main Landing Gear Torque Tube Assembly
2. EFFECTIVITY
310P0001 Thru 310Q1160, except for those equipped with part number 5045010-32, -33 Main
Landing Gear Torque Tubes.

REPEAT 100 Landings Or 1 Year
3. PURPOSE
To verify the integrity of the main landing gear torque tube assembly.
A. At 3,100 landings and every 100 landings or 1 year (whichever occurs first) thereafter:
(1) Clean the main landing gear torque tube with solvent to remove dirt, grease, oil, loose paint and
other substances that may interfere with the inspection. Refer to Figure 1.
(2) Visually inspect the torque tube for corrosion.
(3) Visually inspect the torque tube assembly for cracks in areas indicated.
(a) If a crack is suspected, Fluorescent Magnetic Particle inspect the torque tube assembly
for cracks in areas indicated. Refer to Figure 1 and to Section IV (NDI Inspection),
Supplemental Inspection Number 32-10-01, for specific instructions.
B. At 3,000 landings (or 20 years, whichever occurs first) and every 200 landings thereafter:
(1) Remove the torque tube in accordance with the 310P thru 310Q Service Manual.
other substances that may interfere with the inspection.
(3) Use Magnetic Particle method to inspect the torque tube assembly for cracks in areas indicated.
Refer to Figure 1 and to Section IV (NDI Inspection), Supplemental Inspection Number 32-10-01,
for specific instructions.
(4) Install torque tube in accordance with the 310P thru 310Q Service Manual.

Main Landing Gear Wheel Well 0.10 Inch
Visual and Fluorescent Magnetic Particle
Repair of cracks in the torque tube is not allowed. If corrosion deeper than 0.005 inch is found, replace
the torque tube. Replace the torque tube assembly in accordance with the 310P thru 310Q Service
Manual.
8. COMMENTS
Main gear collapse will cause damage to the airplane.
D872-10-13 Temporary Revision Number 10 - Feb 22/2010 32-10-01 Page 1

MODEL 310P AND 310Q

Figure 1 (Sheet 1)

MODEL 310P AND 310Q

Figure 1 (Sheet 2)

MODEL 310P AND 310Q
1. TITLE
Main Landing Gear Bell Crank Pivot Bolt
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To verify the integrity of the bell crank pivot bolt.
A. Remove the pivot bolt in accordance with the Service Manual. Refer to Figure 1.
B. Inspect the bolt for evidence of shear failure.
C. Install the bolt if no evidence of shear failure is present. Replace the bolt if there is an indication of
shear failure.

Main Landing Gear Wheel Well N/A
Visual inspection.
Replace the bell crank pivot bolt in accordance with the Service Manual.
8. COMMENTS
Failure of the bell crank pivot bolt will cause the main landing gear to collapse.
32-10-02 Page 1
MODEL 310P AND 310Q
Main Landing Gear Bell Crank Pivot Bolt

Figure 1 (Sheet 1)
32-10-02 Page 2
MODEL 310P AND 310Q
1. TITLE
Main Landing Gear Fork Bolts (5/8 Inch)
2. EFFECTIVITY
310Q0208 Thru 310Q1160

3. PURPOSE
To verify that the life-limited fork bolts are replaced per the time schedule.
A. Inspect the fork bolts in accordance with ME75-23, Supplement 1.

Visual inspection.
Refer to Service Information Letter ME75-23, Supplement 1.
8. COMMENTS
None.
32-10-03 Page 1
MODEL 310P AND 310Q
Figure 1 (Sheet 1)
32-10-03 Page 2
MODEL 310P AND 310Q
1. TITLE
2. EFFECTIVITY
310P0001 Thru 310Q1160 equipped with part number 5045010-32, and -33 Main Landing Gear
Torque Tubes.
TYPICAL: INITIAL 10,000 Landings Or 20 Years

REPEAT 500 Landings Or 1 Year
3. PURPOSE
To verify the integrity of the main gear torque tube assembly.
A. At 10,100 landings and every 100 landings or 1 year (whichever occurs first) thereafter:
other substances that may interfere with the inspection. Refer to Figure 1.
(2) Visually inspect the torque tube for corrosion.
(3) Visually inspect the torque tube assembly for cracks in areas indicated.
(a) If a crack is suspected, Magnetic Particle inspect the torque tube assembly for cracks.
Refer to Figure 1. Refer to Section IV, Supplemental Inspection Number 32-10-01, for
specific instructions.
B. At 10,000 landings (or 20 years, whichever occurs first) and every 500 landings thereafter:
(1) Remove the torque tube in accordance with the 310P thru 310Q Service Manual.
other substances that may interfere with the inspection.
(3) Use the Fluorescent Magnetic Particle method to inspect the torque tube assembly for cracks
in areas indicated. Refer to Figure 1 and Section IV (NDI Inspection), Supplemental Inspection
Number 32-10-01, for specific instructions.
(4) Install torque tube in accordance with the 310P thru 310Q Service Manual.

Main Landing Gear Wheel Well 0.10 Inch
Visual and Fluorescent Magnetic Particle
Repair of cracks in the torque tube is not allowed. If corrosion deeper than 0.005 inch is found, replace
the torque tube. Replace torque tube assembly in accordance with the 310P thru 310Q Service
Manual.
8. COMMENTS
Main gear collapse would cause damage to the airplane.

MODEL 310P AND 310Q

Figure 1 (Sheet 1)

MODEL 310P AND 310Q

Figure 1 (Sheet 2)

MODEL 310P AND 310Q
1. TITLE
2. EFFECTIVITY
The following airplanes equipped with a part number 5045010-1, -2, -7, -8, -13, -14, -18, -19, -20, -24,
and -25 Main Landing Gear Torque Tube.
310P0001 Thru 310Q1160
TYPICAL: INITIAL 4,000 Hours
3. PURPOSE
To ensure that life limited main landing gear torque tubes are removed from service in accordance
with the replacement time schedule.
A. Replace the part number 5045010-1, -2, -7, -8, -13, -14, -18, -19, -20, -24, or -25 Main Landing Gear
Torque Tube in accordance with the 310P thru 310Q Service Manual.

N/A
N/A
8. COMMENTS
Main gear collapse would cause damage to the airplane.

MODEL 310P AND 310Q
1. TITLE
Nose Landing Gear Fork
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To perform a detailed inspection of the nose gear fork for cracks, corrosion, or damage.
A. Jack the airplane off of the ground surface. Refer to the Service Manual.
B. Remove necessary assemblies to gain access to the entire area of the nose gear fork. Refer to the
Service Manual.
C. Refer to Section IV, Supplemental Inspection Number 32-20-00, for specific instructions.
D. Replace any removed assemblies and return the airplane to the ground surface. Refer to the Service
Manual.

Nose Gear 0.10 Inch
Surface eddy current inspection.
Replace the nose gear fork in accordance with the Service Manual.
8. COMMENTS
32-20-00 Page 1
MODEL 310P AND 310Q
1. TITLE
Main/Nose Landing Gear Retraction Systems Teardown and Inspection
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To inspect for cracks and excessive wear in mechanisms, bushings, bearings, attachment holes in
structure, and attaching hardware which could hinder proper rigging and cause gear-down position
failures or structural failures.
A. Remove all gear assemblies and retraction mechanism parts and hardware from the airplane. Refer
to the Service Manual. Refer to Figure 1.
B. Inspect the wing, nose wheel well, and supporting structures for cracks, corrosion, damage, and
elongated attachment holes. Repair or replace as required.
C. Inspect all components of the gear and retraction mechanism for cracks, corrosion, and excess wear,
and replace with new parts and components where required.
D. Install all components and rig the system in accordance with the Service Manual.

Refer to the above inspection instructions. 0.25 Inch
Visual inspection.
Refer to the above inspection instructions.
8. COMMENTS
This inspection is intended to assist in preventing gear and gear extension and retraction malfunctions.
32-30-00 Page 1
MODEL 310P AND 310Q
Electromechanical Landing Gear System (Typical)

Figure 1 (Sheet 1)
32-30-00 Page 2
MODEL 310P AND 310Q
Electromechanical Landing Gear (Nose Landing Gear)

Figure 2 (Sheet 1)
32-30-00 Page 3
MODEL 310P AND 310Q

Figure 2 (Sheet 2)
32-30-00 Page 4
MODEL 310P AND 310Q

Figure 2 (Sheet 3)
32-30-00 Page 5
MODEL 310P AND 310Q

Figure 2 (Sheet 4)
32-30-00 Page 6
MODEL 310P AND 310Q
Electromechanical Landing Gear (Main Landing Gear)

Figure 3 (Sheet 1)
32-30-00 Page 7
MODEL 310P AND 310Q

Figure 3 (Sheet 2)
32-30-00 Page 8
MODEL 310P AND 310Q

Figure 3 (Sheet 3)
32-30-00 Page 9
MODEL 310P AND 310Q

Figure 3 (Sheet 4)
32-30-00 Page 10
MODEL 310P AND 310Q
Electromechanical Landing Gear (Actuator Assembly)

Figure 4 (Sheet 1)
32-30-00 Page 11
MODEL 310P AND 310Q
1. TITLE
Nose Gear Trunnion Inspection (1.19-inch lugs)
2. EFFECTIVITY
310P0001 Thru 310Q1160
TYPICAL: Per MEB88-5R2
3. PURPOSE
To perform a detailed inspection of the nose gear trunnion pivot lugs (1.19-inch only). If the
trunnion has been replaced with the 5942000-213 trunnion, inspect the trunnion in accordance with
Supplemental Inspection Number 32-30-08.
A. Refer to Service Bulletin MEB88-5R2 for the accomplishment instructions.

Nose Gear N/A
Fluorescent liquid penetrant inspection.
None.
8. COMMENTS
If a crack is detected, replace the trunnion per the Service Bulletin instructions.
32-30-07 Page 1
MODEL 310P AND 310Q
1. TITLE
Nose Gear Trunnion Inspection (1.31-inch lugs)
2. EFFECTIVITY
310P0001 Thru 310Q1160
TYPICAL: Per MEB88-5R2
3. PURPOSE
To perform a detailed inspection of the nose gear trunnion pivot lugs (1.31-inch only).
A. Refer to Service Bulletin MEB88-5R2 for the accomplishment instructions.

Nose Gear N/A
None.
8. COMMENTS
If a crack is detected, replace the trunnion per Service Bulletin instructions.
32-30-08 Page 1
MODEL 310P AND 310Q
1. TITLE
Cabin Door Retention
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To verify the integrity of the door retention system.
A. Remove all the pin retention linkages from the cabin door. Refer to the Service Manual. Refer to
Figure 1.
B. Inspect all the bell cranks, pushrods, pins, and handle, for cracks, corrosion, damage and worn holes.
D. Install all the pin retention linkages from the cabin door. Refer to the Service Manual.

Cabin Door N/A
Visual, surface eddy current, and magnetic particle inspection.
Repairs may be made in accordance with the applicable Service Manual. Any repair not covered
by recommendations in the above documents must be coordinated with Cessna Propeller Aircraft
Product Support prior to beginning the repair.
8. COMMENTS
None.
52-10-00 Page 1
MODEL 310P AND 310Q
Cabin Door Linkage Installation

Figure 1 (Sheet 1)
52-10-00 Page 2
MODEL 310P AND 310Q
1. TITLE
Emergency Exit Door Mechanism Inspection
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To ensure that the emergency exit door mechanism has not deteriorated and is functioning properly.
A. Remove Royalite panels and visually inspect the release ring and handle for cracks, wear, and
damage. Refer to Figure 1.
B. Visually inspect other release mechanism parts and components for cracks, wear, damage, and
deterioration.
C. Refer to Section IV (NDI Inspection), Supplemental Inspection Number 52-20-00, for specific
instructions.
D. Check the operation of the release mechanism.

Emergency Exit Door 0.25 Inch
Visual inspection.
Replace any worn, cracked, damaged, or deteriorated parts with new parts as required.
8. COMMENTS
None.
52-20-00 Page 1
MODEL 310P AND 310Q
Emergency Exit Window Release Mechanism

Figure 1 (Sheet 1)
52-20-00 Page 2
MODEL 310P AND 310Q
1. TITLE
Horizontal Stabilizer Rear Spar Angle Attachment
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To perform a detailed inspection of the tailcone angle attachment to the horizontal stabilizer rear spar
for cracks, corrosion, or damage.
A. Remove the horizontal stabilizer. Refer to the Service Manual.
B. Inspect the tailcone angle attachment and the horizontal stabilizer rear spar for corrosion.
D. Install the horizontal stabilizer. Refer to the Service Manual.

Tailcone 0.080 Inch
Bolt hole eddy current inspection.
It is permissible to repair by blending out up to ten percent of the spar cap or attach angle thickness
to remove corrosion. Refer to the Service Manual for approved corrosion removal procedures.
8. COMMENTS
If a crack is detected, or corrosion requiring removal of more than ten percent of the spar cap or
attachment angle thickness is discovered, contact Cessna Propeller Aircraft Product Support.
53-10-03 Page 1
MODEL 310P AND 310Q
1. TITLE
Window Frame and Surrounding Structure
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To perform a detailed inspection of the window frames and surrounding structure for cracks, corrosion,
or damage.
A. Remove the upholstery panels to expose the window frames and cabin door frames. Refer to the
Service Manual.
B. Do a visual inspection of the structure for cracks, corrosion, and damage.
C. Install the upholstery panels. Refer to the Service Manual.

Fuselage Cabin 0.25 Inch
Visual inspection.
None.
8. COMMENTS
53-10-04 Page 1
MODEL 310P AND 310Q
1. TITLE
Engine Support Beams
2. EFFECTIVITY
310P0001 Thru 310Q1160
TYPICAL: INITIAL 1500 Hours Or At Engine Overhaul

REPEAT 1500 Hours Or At Engine Overhaul
3. PURPOSE
To perform a detailed inspection of the engine beams for cracks, corrosion, or damage.
A. Remove the engine from the airplane. Refer to the Service Manual. Remove the four (4) bolts
attaching the unfeathering accumulator (if installed) and remove it to allow access to the engine mount
bolts. Do not disconnect the hose unless the engine is being removed for engine overhaul. Mark all
mount components for proper orientation. Disconnect the mounts from the engine and engine beam
and remove the mounts. Retain the bolts and washers.
B. Do a visual inspection of the engine support structure for cracks, overload deformations, corrosion,
loose fasteners, and exhaust leak heat damage.
C. Do an eddy current inspection of the area around and between the fasteners that are common to
the engine beams. Inspect the forward and aft engine mount areas including fastener holes in the
unfeathering accumulator attach area. Refer to Section IV, Supplemental Inspection Number 54-10-
00, for specific instructions.
D. Do a visual inspection of the engine support beam for loose or working fasteners. If no cracks or
damage are found, restore the airplane to the appropriate configuration. Refer to the Service Manual.

Left and right engine nacelles. 0.16 Inch
Visual inspection and surface eddy current inspection.
None.
8. COMMENTS
54-10-00 Page 1
MODEL 310P AND 310Q
1. TITLE
Engine Beam Modification
2. EFFECTIVITY
310P0001 Thru 310Q1160
TYPICAL: INITIAL Per MEB99-7

REPEAT Per MEB99-7
3. PURPOSE
To perform a detailed inspection of the engine beams and canted bulkhead for anomalies including
cracks, corrosion, and heat damage.
A. Obtain Service Kits SK310-109 and SK310-112 and Service Bulletins MEB99-6, MEB99-7, and
MEB99-8 from Cessna Aircraft Company. Conduct inspections and correct anomalies as required
by the Service Bulletins and install the heat blanket. Repeat the inspections in accordance with the
Service Bulletin.

Engine Beam 0.080 Inch
None.
8. COMMENTS
None.
54-10-01 Page 1
MODEL 310P AND 310Q
1. TITLE
Horizontal Stabilizer Inspection
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To inspect for skin and rib cracks on the upper and lower surface of the horizontal stabilizer.
A. Do a visual inspection of the upper and lower horizontal stabilizer skin area between the front and
rear spar at the left and right horizontal stabilizer for cracks.

Tailcone 0.25 Inch
Visual inspection.
Repairs may be made in accordance with the Service Manual. Any repair not covered by
recommendations in the above document must be coordinated with Cessna Propeller Aircraft
Product Support prior to beginning the repair.
8. COMMENTS
None.
55-10-00 Page 1
MODEL 310P AND 310Q
1. TITLE
Horizontal Stabilizer Spars and Attachments
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To inspect the forward and aft horizontal stabilizer spars, auxiliary spars, and attachments for signs
of damage, fatigue, corrosion, and deterioration.
A. Remove the elevator from the airplane and open all horizontal stabilizer access panels. Refer to the
Service Manual.
B. Do a visual inspection of the forward and aft spars, auxiliary spars, and attach fittings for cracks,
corrosion, loose fasteners, elongated fastener attach holes, and signs of fatigue and deterioration.
C. Close all horizontal stabilizer access panels and install the elevator. Refer to the Service Manual.

Tailcone 0.25 Inch
Visual inspection.
It is permissible to repair by blending out up to ten percent of the spar cap thickness to remove
corrosion. Refer to the Service Manual for approved corrosion removal procedures. Repairs may
be made in accordance with the Service Manual, which is considered to be acceptable repair data.
Repair of corrosion greater than ten percent of the spar cap thickness or any repair not covered by
recommendations in the Service Manual must be coordinated with Cessna Propeller Aircraft Product
Support prior to beginning the repair.
8. COMMENTS
If a crack is detected, or corrosion greater than ten percent of the spar thickness is discovered, contact
Cessna Propeller Aircraft Product Support.
55-10-01 Page 1
MODEL 310P AND 310Q
1. TITLE
Horizontal Stabilizer Forward Spar Upper Cap
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To perform a detailed inspection of the front spar upper cap horizontal flange fastener holes for cracks,
corrosion, or damage.
B. Refer to Section IV, Supplemental Inspection Number 55-10-02, for specific instructions.
C. Install the horizontal stabilizer. Refer to the Service Manual.

Tailcone 0.080 Inch
None.
8. COMMENTS
55-10-02 Page 1
MODEL 310P AND 310Q
1. TITLE
Horizontal Stabilizer Forward Spar Lower Cap
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To perform a detailed inspection of the front spar lower cap horizontal flange fastener holes for cracks,

Tailcone 0.080 Inch
None.
8. COMMENTS
55-10-03 Page 1
MODEL 310P AND 310Q
1. TITLE
Horizontal Stabilizer Forward Spar Attach
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To perform a detailed inspection of the front spar attachment for cracks, corrosion, or damage.
B. Refer to Section IV (NDI Inspection), Supplemental Inspection Number 55-10-04, for specific
instructions.

Tailcone 0.080 Inch
None.
8. COMMENTS
55-10-04 Page 1
MODEL 310P AND 310Q
1. TITLE
Horizontal Stabilizer Rear Spar Lower Cap Attach
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To perform a detailed inspection of the rear spar lower cap horizontal flange attach points for cracks,
B. Refer to Section IV (NDI Inspection), Supplemental Inspection Number 55-10-05, for specific
instructions.

Tailcone 0.080 Inch
None.
8. COMMENTS
55-10-05 Page 1
MODEL 310P AND 310Q
1. TITLE
Horizontal Stabilizer Rear Spar Upper Cap, BL 0.00
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To perform a detailed inspection of the rear spar upper cap horizontal flange fastener holes around
BL 0.00 for cracks, corrosion, or damage.

Tailcone 0.080 Inch
None.
8. COMMENTS
55-10-06 Page 1
MODEL 310P AND 310Q
1. TITLE
Horizontal Stabilizer Rear Spar Lower Cap, BL 0.00
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To perform a detailed inspection of the rear spar lower cap horizontal flange fastener holes around
BL 0.00 for cracks, corrosion, or damage.

Tailcone 0.080 Inch
None.
8. COMMENTS
55-10-07 Page 1
MODEL 310P AND 310Q
1. TITLE
Outboard Elevator Hinge Bracket and Attachment
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To inspect, repair, or replace the outboard elevator hinge bracket and stabilizer bracket.
A. Remove the elevator from the airplane. Refer to the Service Manual.
B. Inspect the elevator and stabilizer hinge brackets for looseness, cracks, and deterioration. Refer to
Figure 1.
C. Install the elevator. Refer to the Service Manual.

Horizontal Stabilizer 0.25 Inch
Visual inspection.
Replace with the latest superseding bracket assemblies and attaching hardware.
8. COMMENTS
Failure can be critical to the airplane's pitch control.
55-20-00 Page 1
MODEL 310P AND 310Q
Elevator and Trim Tab Assembly

Figure 1 (Sheet 1)
55-20-00 Page 2
MODEL 310P AND 310Q
1. TITLE
Elevator Hinges and Fittings
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To inspect the elevator hinges, fittings, and associated hardware and components for condition.
A. Remove the elevator from the airplane. Refer to the Service Manual.
B. Do a visual inspection of the elevator hinges for condition, cracks, and security; hinge bolts and hinge
bearings for condition and security; bearings for freedom of rotation; and attach fittings for evidence
of damage, wear, failed fasteners, and security.
D. Install the elevator. Refer to the Service Manual.

Horizontal Stabilizer Visual: 0.25 Inch
Penetrant: 0.10 Inch
Visual inspection and surface eddy current inspection.
Replace unserviceable or damaged components with the latest superseding part numbers.
8. COMMENTS
None.
55-20-01 Page 1
MODEL 310P AND 310Q
1. TITLE
Vertical Stabilizer Spars and Attachments
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To inspect the vertical stabilizer spars and attaching hardware for signs of damage, fatigue, and
deterioration.
A. Remove the rudder from the airplane and open all vertical stabilizer access panels. Refer to the
Service Manual.
B. Inspect the forward and aft spars and attach fittings for cracks, corrosion, loose fasteners, elongated
fastener attach holes, and signs of fatigue and deterioration. Special attention must be given to the
aft spar structure for corrosion.
C. Close all vertical stabilizer access panels and install the rudder. Refer to the Service Manual.

Tailcone 0.25 Inch
Visual inspection.
It is permissible to repair by blending out of up to ten percent of the spar cap thickness to remove
corrosion. Refer to the Service Manual for approved corrosion removal procedures. Repairs may
be made in accordance with the Service Manual, which is considered to be acceptable repair data.
Repair of corrosion greater than ten percent of the spar cap thickness or any repair not covered by
8. COMMENTS
Use the Discrepancy Report form in the Introduction, Figure 2 (Sheet 2) to report cracks found during
55-30-00 Page 1
MODEL 310P AND 310Q
1. TITLE
Rudder Hinges and Fittings
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To inspect the rudder hinges, fittings, and associated hardware and components for condition.
A. Remove the rudder from the airplane. Refer to the Service Manual.
B. Perform a visual inspection of the rudder hinges for condition, cracks, and security; hinge bolts and
hinge bearings for condition and security; and attach fittings for evidence of damage, wear, failed
fasteners, and security.
D. Install the rudder. Refer to the Service Manual.

Vertical Stabilizer 0.25 Inch Visual
0.10 Inch Fluorescent Liquid Penetrant
Visual inspection and fluorescent liquid penetrant inspection.
Replace worn or damaged components with the latest superseding part numbers.
8. COMMENTS
None.
55-30-01 Page 1
MODEL 310P AND 310Q
1. TITLE
Vertical Stabilizer Rear Spar Cap Attach
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To perform a detailed inspection of the rear spar attachment for cracks, corrosion, or damage.
A. Refer to Section IV, Supplemental Inspection Number 55-30-02, for specific instructions.

Tailcone 0.080 Inch
None.
8. COMMENTS
55-30-02 Page 1
MODEL 310P AND 310Q
1. TITLE
Pilot's and Copilot's Windshield Attachment Hole Inspection
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To make sure that the rubber grommets are properly installed and in good condition to protect the
windshield from direct contact with attaching fasteners.
A. Do a visual inspection of the windshield for cracks around the attaching fasteners and make sure that
the grommets are properly installed and in good condition. Refer to the Service Manual.

Fuselage N/A
Visual inspection.
None.
8. COMMENTS
None.
56-10-00 Page 1
MODEL 310P AND 310Q
1. TITLE
Wing Rib Modification - Main Landing Gear Side Brace
2. EFFECTIVITY
310P0001 Thru 310Q1160

PURPOSE
To perform a detailed inspection of the main landing gear upper side brace support for looseness,
support attachment bolts for proper torque, and wheel well ribs for cracks.
A. Inspect the main landing gear upper side brace support for looseness and support attach bolts for
proper torque. Refer to the Service Manual for torque values.
B. Inspect the wheel well ribs for cracks using the surface eddy current method. Refer to Section IV,
Supplemental Inspection Number 55-10-03, for specific instructions. If cracks are found, wing rib(s)
must be repaired by installing SK414-8E, or later revision, which incorporates the latest structural
changes.

Wing 0.10 Inch
Refer to ME76-2 and SK414-8E or later revisions.
7. COMMENTS
None.
57-10-03 Page 1
MODEL 310P AND 310Q
1. TITLE
Lower Wing Rear Spar Cap at Splice
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To perform a detailed inspection of the fastener holes common to the lower rear spar cap flanges and
the lower rear spar cap splice angles for cracks, corrosion, or damage.
A. Remove the access panels in the aft auxiliary spar. Remove the wing access panels immediately
outboard of the engine nacelle in the upper and lower skin. Refer to the Service Manual.
C. Inspect the rear spar for corrosion. Carefully examine the spar in the areas directly behind the exhaust
ducts and near the flap attachments.
D. Install the wing access panels and auxiliary spar access panels in compliance with the Service Manual.

Wing 0.080 Inch
Bolt hole eddy current inspection and surface eddy current inspection.
It is permissible to repair by blending out up to ten percent of the spar cap thickness to remove
corrosion. Refer to the Service Manual for approved corrosion removal procedures. If corrosion
is caused by exhaust gases, contact Cessna Propeller Aircraft Product Support for additional
instructions. Repair of corrosion caused by exhaust gases, corrosion greater than ten percent of the
spar cap thickness, or any repair not covered by recommendations in the Service Manual must be
coordinated with Cessna Propeller Aircraft Product Support prior to beginning the repair.
8. COMMENTS
If a crack is detected, or repair for corrosion is required, contact Cessna Propeller Aircraft Product
Support.
57-10-04 Page 1
MODEL 310P AND 310Q
1. TITLE
Lower Rear Carry-Thru Spar Cap
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To perform a detailed inspection of the fastener holes through the lower rear carry-thru spars for
cracks, corrosion, or damage.
A. Obtain Service Kit SK320-59 from Cessna Aircraft Company.
B. Install access panels as described in Service Kit SK320-59.
C. Upon initial inspection and every fifth subsequent inspection, remove the fitting from airplane. Inspect
the spar and fitting for corrosion. If corrosion is found on the fitting, replace it with a new fitting.
D. Refer to Section IV, Supplemental Inspection Number 57-10-05, for specific instructions.

Wing 0.080 Inch
Comply with the applicable Service Bulletin and SK320-59 from Cessna Aircraft Company. Replace
corroded or cracked fittings. It is permissible to repair by blending out up to ten percent of the
spar cap thickness to remove corrosion. Refer to the Service Manual for approved corrosion
removal procedures. Repair of corrosion greater than ten percent of the spar cap thickness must be
coordinated prior to beginning the repair with Cessna Propeller Aircraft Product Support.
8. COMMENTS

CESSNA®
MODEL 310P AND 310Q
1. TITLE
Lower Main Wing Spar Cap Inspection and Modification
2. EFFECTIVITY
310P0001 Thru 310Q1160
After Modification
INITIAL 20,000 Hours
REPEAT 2500 Hours
3. PURPOSE
To install a spar cap reinforcing strap.
A. Examine the aircraft log book to see if SK310-115 (for non-turbocharged airplanes) or SK320-57 (for
turbocharged airplanes) has been installed.
B. If SK310-115 or SK320-57 is not installed:
(1) Obtain the applicable service kit from Textron Aviation.
(2) Inspect all fastener holes through the lower main wing spar cap and skin in accordance with the
service kit instructions.
(3) Inspect the spar for corrosion. Special attention to the spar structure in the nacelle area is
recommended.
(4) Install the applicable service kit.
C. If SK310-115 or SK320-57 is installed:
(1) Remove panels in the lower nacelle to allow access to the spar reinforcing straps. If the NDI
inspector can not reach the fasteners for inspection, it will be necessary to remove the lower
nacelle skins.
(2) Remove the heat shields to allow access to the surface of the spar reinforcing straps.
(3) Refer to Section IV Supplemental Inspection Document 57-10-06, for specific instructions.

Wing/Nacelle 0.150 Inch
Bolt Hole Eddy Current.
If necessary, install the applicable Service Kit from Textron Aviation. It is permitted to blend out up to
ten percent of the spar cap thickness to remove corrosion. Refer to the Service Manual for approved
corrosion removal procedures. If corrosion is caused by exhaust gases, contact Cessna Customer
Service for additional instructions. Repair of corrosion caused by exhaust gases, corrosion greater
than ten percent of the spar cap thickness, or any repair not covered by recommendations in the
Service Manual must be coordinated with Cessna Customer Service prior to service kit installation.
Temporary Revision Number 11 - Aug 15/2019 57-10-06 Page 1

Section III © TEXTRON AVIATION INC. Jul 1/2006
CESSNA®
MODEL 310P AND 310Q
8. COMMENTS
If a crack or corrosion greater than ten percent of the spar thickness is found, contact Cessna
Customer Service.

MODEL 310P AND 310Q
1. TITLE
Lower Aft Auxiliary Spar Cap
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To perform a detailed inspection of the fastener holes through the lower aft auxiliary spar for cracks,
A. Remove the access panels in the aft auxiliary spar. Refer to the Service Manual.
C. Inspect the entire spar structure for corrosion. Carefully examine the area immediately behind the
exhaust duct.
D. Install the access panels to aft auxiliary spar. Refer to the Service Manual.

Wing 0.080 Inch
Refer to the Service Manual for approved corrosion removal procedures. Repairs may be made in
accordance with the Service Manual, which is considered to be acceptable repair data. Any repair
not covered by recommendations in the Service Manual must be coordinated with Cessna Propeller
Aircraft Product Support prior to beginning the repair.
8. COMMENTS
Support.
57-10-07 Page 1
CESSNA®
MODEL 310P AND 310Q
1. TITLE
Wing Lower Carry-Thru Main Spar Cap (0811300-3)
2. EFFECTIVITY
310P0001 Thru 310Q1160
REPEAT 400 Hours
3. PURPOSE
To inspect the front carry-thru lower spar cap for cracks due to fatigue, overload, and corrosion.
A. Inspect the maintenance records to find if the original spar cap has been replaced with a 0811300-78
spar cap. If the spar cap has been replaced, complete SID 57-10-14 as an alternative.
B. Make sure the carry-thru access panels specified in SK320-59 have been installed. If the access
panels have not been installed, install them before completing this inspection.
C. Inspect the spar and fitting for corrosion. If corrosion is found on the fitting install a new fitting. Refer
to Figure 1.
D. Do a surface eddy current inspection of the lower spar cap surface near the fasteners to look for
cracks. Refer to Section IV, Inspection Methods and Requirements.

Wing 0.230 Inch
Surface Eddy Current
Install access panels specified in SK320-59 from Textron Aviation. Replace corroded or cracked
fittings. It is permitted to blend out up to five percent of the spar cap thickness to remove corrosion.
Refer to the Service Manual for approved corrosion removal procedures. A corrosion repair greater
than five percent of the spar cap thickness should be coordinated with Cessna Customer Service prior
to beginning the repair.
8. COMMENTS
Use the Discrepancy Report form in Supplemental Inspection Document Introduction to report
crack(s), corrosion, or damage that is found during this inspection. If crack(s) are found replace the
part. If corrosion is found replace the part or repair the part in accordance with the Service Manual.
If a repair is required that is not available in the Service Manual, contact Cessna Customer Service
of possible repair instructions or replace the part.

CESSNA®
MODEL 310P AND 310Q
Wing Lower Carry-Thru Front Spar Cap Inspection

Figure 1 (Sheet 1)

CESSNA®
MODEL 310P AND 310Q

Figure 1 (Sheet 2)

MODEL 310P AND 310Q
1. TITLE
Wing Lower Front Spar Cap at Root Fitting Attach, WS 28.96
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To perform a detailed inspection of the fastener holes through the lower front wing spar fitting and
lower front wing spar cap for cracks, corrosion, or damage.
A. Remove the access panels forward of the main spar and inboard of the engine beam installation.
Refer to the Service Manual.
B. Inspect the fitting and spar for corrosion. If corrosion is found in the fitting, install a new fitting.
D. Install the access panels forward of the main spar and inboard of the engine beam installation. Refer
to the Service Manual.

Wing 0.080 Inch
Replace corroded or cracked fittings. It is permissible to repair by blending out up to ten percent
of the spar cap thickness to remove corrosion. Refer to the Service Manual for approved corrosion
coordinated with Cessna Propeller Aircraft Product Support prior to beginning the repair .
8. COMMENTS
If a crack is detected, or corrosion greater than ten percent of the spar thickness is found, contact
Cessna Propeller Aircraft Product Support.
57-10-09 Page 1
MODEL 310P AND 310Q
1. TITLE
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To perform a detailed inspection of the fastener holes common to the wing lower front spar cap and
the wing lower front spar root fitting for cracks, corrosion, or damage.
A. Remove the access panels forward of the main spar inboard of the engine beam installation. Refer
to the Service Manual.
B. Inspect the fitting and spar for corrosion. If corrosion is found in the fitting, install a new fitting.
D. Install the access panels forward of the main spar inboard of the engine beam installation. Refer to
the Service Manual.

Wing 0.080 Inch
Surface eddy current inspection and bolt hole eddy current inspection.
Replace corroded or cracked fittings. It is permissible to repair by blending out up to ten percent
of the spar cap thickness to remove corrosion. Refer to the Service Manual for approved corrosion
coordinated with Cessna Propeller Aircraft Product Support prior to beginning the repair .
8. COMMENTS
If a crack in the spar is detected, or corrosion greater than ten percent of the spar thickness is found,
contact Cessna Propeller Aircraft Product Support.
57-10-10 Page 1
MODEL 310P AND 310Q
1. TITLE
Wing Lower Forward Auxiliary Spar Cap
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To perform a detailed inspection of the fastener holes through the lower forward auxiliary spar cap for
cracks, corrosion, or damage.
A. Remove the access panels in the forward auxiliary spar. Refer to the Service Manual.
B. Carefully inspect the forward auxiliary spar for corrosion. Carefully examine the areas near the
exhaust duct.
D. Install the access panels in the forward auxiliary spar. Refer to the Service Manual.

Wing 0.080 Inch
Refer to the Service Manual for approved corrosion removal procedures. Repairs may be made in
accordance with the Service Manual, which is considered to be acceptable repair data. Any repair
not covered by recommendations in the Service Manual must be coordinated with Cessna Propeller
Aircraft Product Support prior to beginning the repair.
8. COMMENTS
Support.
57-10-11 Page 1
MODEL 310P AND 310Q
1. TITLE
Wing Front Spar Lug Inspection
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To perform a detailed inspection of the wing front spar lugs for cracks, corrosion, or damage.
A. Remove the wing gap cover to gain access to the front spar lower lugs. Refer to the Service Manual.
B. Do a visual inspection of the lugs for cracks, overload deformations, corrosion, and damage.
D. Install the wing cap cover. Refer to the Service Manual.

Wing 0.080 Inch
Visual inspection and bolt hole eddy current inspection.
Replace corroded or cracked lugs. Refer to the Service Manual for approved corrosion removal
procedures. Any repair not covered by recommendations in the Service Manual must be coordinated
8. COMMENTS
Use the Discrepancy Report form in the Introduction, Figure 2 (Sheet 2) to report cracks found during
57-10-12 Page 1
MODEL 310P AND 310Q
1. TITLE
Wing Tip Tank Attachment Inspection
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To perform a detailed inspection of the wing tip tank attachment structure.
A. Remove the wing tip tank. Refer to the Service Manual.
B. Do a visual inspection of the lugs and wing spars for cracks, overload deformations, corrosion, and
damage.
D. Install the tip tank. Refer to the Service Manual.

Wing 0.080 Inch
Visual inspection, bolt hole eddy current inspection, and surface eddy current inspection.
Replace cracked or corroded fittings. Repairs to the spars may be made in accordance with the
Service Manual, which is considered to be acceptable repair data. Any repair not covered by
8. COMMENTS
57-10-13 Page 1
CESSNA®
MODEL 310P AND 310Q
1. TITLE
Wing Lower Carry-Thru Main Spar Cap (0811300-78)
2. EFFECTIVITY
310P0001 Thru 310Q1160
REPEAT 800 Hours
3. PURPOSE
To inspect the front carry-thru lower spar cap for cracks due to fatigue, overload, and corrosion.
A. Inspect the maintenance records to find if the original spar cap has been replaced with a 0811300-78
spar cap. If the spar cap has not been replaced, complete SID 57-10-08 as an alternative.
B. Make sure the carry-thru access panels specified in SK320-59 have been installed. If the access
panels have not been installed, install them before completing this inspection.
C. Inspect the spar and fitting for corrosion. If corrosion is found on the fitting install a new fitting. Refer
to Figure 1.
D. Do a surface eddy current inspection of the lower bolt holes for cracks. Refer to Section IV, Inspection
Methods and Requirements.

Wing 0.230 Inch
Install access panels specified in SK320-59 from Textron Aviation. Replace corroded or cracked
fittings. It is permitted to blend out up to five percent of the spar cap thickness to remove corrosion.
Refer to the Service Manual for approved corrosion removal procedures. A corrosion repair greater
than five percent of the spar cap thickness should be coordinated with Cessna Customer Service prior
to beginning the repair.
8. COMMENTS
Use the Discrepancy Report form in Supplemental Inspection Document Introduction to report
crack(s), corrosion, or damage that is found during this inspection. If crack(s) are found replace the
part. If corrosion is found replace the part or repair the part in accordance with the Service Manual.
If a repair is required that is not available in the Service Manual, contact Cessna Customer Service
of possible repair instructions or replace the part.

Section III © TEXTRON AVIATION INC. Aug 15/2019
CESSNA®
MODEL 310P AND 310Q

Figure 1 (Sheet 1)

CESSNA®
MODEL 310P AND 310Q

Figure 1 (Sheet 2)

MODEL 310P AND 310Q
1. TITLE
Wing Upper Center Skin Panel Inspection
2. EFFECTIVITY
310P0001 Thru 310Q1160

3. PURPOSE
To require a visual inspection of the outboard edge of the upper center wing skin panel in the area of
the main gear side brace support rib upper cap for cracks, corrosion, and damage.
A. Make sure the airplane is secured.
B. Make sure area to be inspected is clean and free of loose paint.
NOTE: Access to the area to be inspected is through the main gear wheel well.
C. Refer to Figure 1. Do a visual inspection of the outboard edge of the center upper wing skin panel in
the area of the main gear side brace support rib upper cap for:
(1) Cracks
(2) Corrosion
(3) Damage

Wing 0.25 Inch
Visual
Repairs to the wing skins are to be made in accordance with the 310P thru 310Q Service Manual,
which is considered to be acceptable repair data. Any repair not covered by the recommendations
in the Service Manual should be coordinated with Cessna Customer Service prior to beginning the
repair.
8. COMMENTS
Use the Discrepancy Report form in the Introduction section to report crack(s), corrosion, or damage
that is found during this inspection. If crack(s), corrosion, or damage is found, replace the part or
repair the part in accordance with the 310P thru 310Q Service Manual or approved data. If a repair
for crack(s), corrosion, or damage is required (for a repair that is not available in the Service Manual),
contact Cessna Customer Service for possible repair instructions or replace the part.

MODEL 310P AND 310Q
Center Wing Skin Panel Inspection

Figure 1 (Sheet 1)

CESSNA®
MODEL 310P AND 310Q
SECTION IV - INSPECTION METHODS AND REQUIREMENTS
1. GENERAL REQUIREMENTS
A. General
(1) Facilities performing nondestructive inspection as defined in this Supplemental Inspection
Document should hold a valid FAA Repair Station Certificate with a Specialized Service Rating
in the applicable method of nondestructive inspection.
(2) Personnel performing nondestructive inspections defined in this Supplemental Inspection
Document should be certified to a minimum of a Level II in the appropriate inspection method
as defined in a written practice that meets the minimum intent of The American Society for
Nondestructive Testing Recommended Practice Number SNT-TC-1A or National Aerospace
Standard NAS 410, NAS Certification and Qualification of Nondestructive Test Personnel.
(3) Organizations and personnel engaged in the application of nondestructive inspection and
operating under the jurisdiction of a foreign government should use the appropriate documents
issued by the applicable regulatory agency in complying with the above requirements.
(4) Facilities performing nondestructive inspection as defined in this Supplemental Inspection
Document, should have access to the appropriate test equipment capable of performing the
inspection and reporting the test results as defined in this manual.
2. GENERAL EDDY CURRENT INSPECTION

A. General
(1) Eddy current inspection is effective for the detection of surface and near surface cracks in
nonferrous metals. The inspection is accomplished by inducing eddy currents into the material
and observing electrical variations of the induced field. The character of the observed field
change is displayed and interpreted to determine the nature of the indication. This method can
be applied to airframe parts or assemblies where the inspection area is accessible to contact
by the eddy current probe. An important use of eddy current inspection is for the detection of
cracking caused by corrosion or stress in and around fastener holes. Bolt hole eddy current
probes are effective in detecting fatigue cracks emanating from the wall of the fastener hole.
Surface probes can detect cracks around fastener holes with the fastener installed.
B. Equipment
(1) The eddy current equipment listed in each procedure was what was used in the development
of the inspection technique. Equivalent eddy current test equipment may be used providing
the equipment is capable of achieving the required frequency range and test sensitivity. When
substitute equipment is used, it may be necessary to make appropriate adjustments to the
established techniques.
(2) Instrument Requirements
(a) Certain inspection techniques require the use of instruments that provide both phase
and amplitude information on a storage cathode ray tube for impedance plane analysis.
Impedance plane instruments may be used as a substitute for metered instruments.
Metered instruments shall not be substituted for impedance plane instruments where the
ability to distinguish phase information is required.
(b) The instrument shall demonstrate a repeatable signal response that has a signal-to-noise
ratio of greater than 3 to 1 for the test in which it is to be used. Impedance plane instruments
shall be able to resolve the signal within the guidelines shown in Figure 1 and Figure 2.
(c) Functional performance of the eddy current instrumentation shall be verified at an interval
of no more than one year.

SECTION IV - INSPECTION METHODS AND REQUIREMENTS Page 1
Section IV © TEXTRON AVIATION INC. Jul 1/2006
CESSNA®
MODEL 310P AND 310Q
Absolute Probe Calibration Range

Figure 1
Differential Probe Calibration Range

Figure 2
(3) Probe Requirements

(a) The probe may have an absolute or differential coil arrangement. The probe may be
shielded or unshielded. A shielded probe is normally recommended.
(b) The probe shall have an operating frequency that produces the required test sensitivity and
depth of penetration as indicated in the technique.
(c) Smaller coil diameters are more effective in detecting cracks. A coil diameter of 1/8 inch is
normally used for surface crack detection. The coil will usually contain a ferrite core.

CESSNA®
MODEL 310P AND 310Q
(d) The probe shall not give interfering responses from handling pressures, scanning or normal
operating pressure variations on the sensing coil that cause the signal-to-noise ratio to be
less than 3 to 1.
(e) Teflon tape may be used to decrease the wear on the eddy current probe coil. When Teflon
tape is used, the instrument calibration must be verified.
(4) Calibration Standard Requirements
(a) In some cases, specially fabricated reference standards will be necessary to simulate
a part’s geometry, configuration, and/or a specific discontinuity location. If a technique
specifies a reference standard manufactured by Cessna Aircraft Company, substitution
of another standard is not permitted. If a general-purpose surface or bolt hole reference
standard is indicated, substitution is permitted.
(b) Reference standards should be of an alloy having the same major base material, basic
temper and the approximate electrical conductivity of the material to be inspected.
(c) Reference standards shall have a minimum surface finish of 150 RHR or RMS 165.
(d) An EDM (Electrical Discharge Machined) surface notch no deeper than 0.020 inch shall be
used for surface eddy current inspection calibration. An EDM corner notch of no larger than
0.050 inch surface lengths shall be used for bolt hole eddy current inspection calibration.
The dimensional accuracy of the notch shall be documented and traceable to the National
Institute of Standards and Technology (NIST).
C. Inspection
(1) General Considerations
(a) Inspections shall not be performed until the temperature of the probe, the standard and the
material have been allowed to equalize.
(b) Eddy current inspection requires that good contact be made between the probe and the
part unless a specific procedure requires a certain amount of lift-off. The inspection area
shall be free of dirt, grease, oil or other contaminants that may interfere with the inspection.
Mildly corroded parts must be cleaned lightly with emery cloth. Heavily corroded parts must
be lightly abraded and cleaned locally in the inspection area. If paint thickness is such
that it will interfere with the inspection, the paint must be removed to maintain inspection
sensitivity.
NOTE: All cleaning materials and methods shall be approved for use by the
appropriate Cessna Aircraft Company Maintenance Manual, Structural Repair
Manual, or Component Maintenance Manual.
(2) Instrument Calibration

(a) The instrument shall be calibrated and operated in accordance with the manufacturer’s
instructions. Calibration shall be done using the reference standard indicated in the
inspection technique.
(b) Instrument calibration shall be performed prior to inspection. Calibration shall be checked
at intervals necessary to maintain calibration during continuous use and at the end of the
inspection. The instrument shall be recalibrated if any part of the system is replaced or if
any calibrated control settings are changed.
(c) Normally, the instrument will be adjusted to achieve a minimum separation of three major
screen divisions between the null/balance point and the appropriate reference notch. For
a differential probe, the signal amplitude should be considered as peak to peak. Filters
may be used to improve signal to noise ratio as necessary.
(3) Inspection Performance
(a) Whenever possible, the inspection area shall be scanned in two different directions which
are at scan paths 90 degrees to each other.
(b) Scan the inspection area at index increments that do not exceed the width of the eddy
current test coil. The part edge shall be scanned as long as the response from edge effect
does not mask the calibration notch response. Areas where edge effect is greater than the
calibration notch signal shall not be inspected using eddy current.
(c) Whenever possible, fillets and radii should be scanned both transverse and parallel to the
axis of the radius. The edge of the fillet or radius shall be scanned transverse to the axis
of the radius.

CESSNA®
MODEL 310P AND 310Q
(d) If performing bolt hole eddy current inspection, the entire depth of a hole shall be inspected
unless otherwise stated. Be aware that the hole may have more than a single layer of
material.
(4) Inspection Interpretation
(a) If an indication is detected, carefully repeat the inspection in the opposite direction of probe
movement to verify the indication. If the indication persists, carefully monitor the amount
of probe movement or rotation required to cause the instrument to move off maximum
indication response.
(b) If performing bolt hole eddy current inspection with the probe centered on a crack, the signal
will be at maximum and movement of the probe will cause the signal to begin returning to
the original reading. Corrosion pits, foreign material, and out of round holes can cause an
instrument response for 20 to 30 degrees of bolt hole probe rotation before the indication
begins to return to the original reading.
(c) Unless otherwise specified, cracks shall be considered unacceptable.
(d) The end of a crack is determined using the 50 percent method. Scan the probe slowly
across the end of the crack until a point is reached where the crack signal amplitude has
been reduced by 50 percent. The center of the probe coil is considered the end of the
crack.
3. GENERAL - EDDY CURRENT BOLT HOLE TECHNIQUES

A. Description
(1) This procedure presents the general requirements for eddy current inspection of open fastener
holes and may be used as a standalone procedure or in conjunction with other Nondestructive
Testing (NDT) inspection procedures.
(2) This procedure shall not supersede inspection requirements when defined by a specific NDT
inspection procedure.
(3) When a specific inspection procedure does not exist in this section and where no specific NDT
inspection requirements are defined, this procedure may be used.
(4) This procedure gives set up instructions for both manual bolt hole inspection and semiautomatic
bolt hole inspections for impedance plane instruments.
(5) This procedure gives general set up instructions which can be utilized by a variety of instruments.
It does not give specific instructions regarding instrument specific settings. It is the responsibility
of the inspecting organization to be familiar with the instruments being used.
B. Personal Requirements
(1) For personnel certification requirements, refer to General Requirements in this chapter.
C. Eddy Current Test System
(1) The eddy current test system shall consist, at a minimum of the following components.
(a) Eddy current instrument
(b) Probe
(c) Reference standard
(d) Cable
(2) The test system shall demonstrate a repeatable signal response of a minimum of a 3:1 signal to
noise ratio from the EDM notch in the reference standard when compared to a defect free area
of the reference standard.
(3) The functional performance of the eddy current instrument shall be verified on an annual basis.
D. Materials and Equipment
(1) Tape.
(a) The tape used to help reduce noise and protect the coil on the probe should be
Polytetrafluoroethylene (PTFE) or similar type adhesive backed tape commonly known as
Teflon™ tape.
(b) Other types of tape are allowed but it should be slick to allow the probe to rotate freely in
the hole and have an adhesive backing to adhere to the probe.
(c) Tape thickness for eddy current inspection will generally be in the range of 0.002 to 0.010
inches thick.
(d) If used, tape shall be applied prior to calibration to verify that the proper sensitivity is
achieved. Refer to Table 5 or Table 7.

CESSNA®
MODEL 310P AND 310Q
(e) Calibration will be verified if a different thickness of tape is applied then what was used for
the original calibration.
(2) Instrument.
(a) The eddy current instrument will be an impedance plane type. Metered instruments are
not allowed using this procedure.
(3) Probes.
(a) The probe may have an absolute, differential/reflection or differential/bridge coil
arrangement. A differential/reflection or differential/bridge coil arrangement is necessary
for semiautomatic rotary bolt hole inspection, and highly recommended for manual bolt
hole inspections.
(b) Probes may be shielded or unshielded but must be able to provide the sensitivity and signal
to noise ratio described in this procedure.
(c) Probes for manual inspection shall have an adjustable collar to control and maintain the
depth that the probe is inserted into the hole.
(d) The probe shall not give interfering responses from normal handling pressures, or normal
operating pressure variations on the sensing coil.
(e) An adjustable, self-expanding probe is recommended for semiautomatic inspection to
ensure consistent coil contact with the side of the hole.
(f) If a solid non-expanding probe is used it must fit the hole to allow for a minimum amount
of lift-off. The difference between the diameter of the probe and the diameter of the hole
shall not exceed 0.005 inches either without tape applied over the coil or after application
of tape.
(g) Choose a probe that fits the hole snugly while still allowing for free probe travel.
(h) Teflon™ or similar tape may be used to help improve the signal to noise ratio and to
decrease the wear on the eddy current probe coil.
(i) The probe shall be capable of operating at the frequency required for the material being
inspected. Refer to Table 1 for guidance on probe operating frequencies.
Table 1. Operating Frequencies
Condition Material Type (Note: 1) Frequency (Note: 2)

Nonmagnetic, High conductivity Aluminum, Magnesium (15% 200kHz-500kHz
or greater IACS)
Nonmagnetic, Low conductivity Magnesium (< 15% IACS), 1MHz-3MHz
Titanium, Inconel and Nickel alloys
High permeability 400 series Stainless, 17-7 TH1050, 00kHz-1MHz
4130 or 4300 series Steels, in
any heat treat condition
Low permeability or Nonmagnetic 301 series, 304 series stainless, 1MHz-3MHz
17-7 PH annealed
NOTE: 1 - Material types listed are for information only, these are examples of common
materials that would fall into the ranges listed under the heading, "Condition".
NOTE: 2 - The frequencies listed above are generally recognized to provide the
optimum sensitivity in the materials listed. Use of frequencies outside of those
listed are allowed providing that the sensitivity can be verified on the correct
size EDM notch on a reference standard of similar material.
(4) Reference Standards.

(a) Reference standards should be constructed of an alloy similar to the base metal of the test
object and conform to the requirements listed in Table 2.
(b) Reference standards shall have a minimum surface finish of 150 RHR or RMS 165.
(c) Reference standards used in accordance with this procedure shall at a minimum, have 1
corner EDM notch of 0.030 inch x 0.030 inch x 0.007 inch for the hole size being inspected.

CESSNA®
MODEL 310P AND 310Q
(d) A 0.030 inch x 0.030 inch corner notch or 0.050 inch x 0.050 inch corner notch shall be used
for calibration unless otherwise specified. Refer to Table 3 and Table 4 in the calibration
sections for sensitivity levels for the different sized notches.
(e) The dimensional accuracy of EDM notches shall be documented and traceable to the
National Institute of Standards and Technology (NIST).
(f) A typical eddy current bolt hole reference standard is shown in Figure 3.
Table 2. Reference Standard Materials
Inspection Material Type Material for Reference Standard (Note: 1)

All conductive non-ferromagnetic Non-ferromagnetic alloy with a 2024-T3 27.5-32.5 % IACS
alloys with conductivities of 15 conductivity that is within ±15 7075-T6 30.5-36 % IACS
percent IACS or greater percent IACS of the test material 7075-T76XX 38-42 % IACS
range, but not lower than 15 6013-T6X 40-43% IACS 6061-T6
percent IACS. 40-50 % IACS
All conductive non-ferromagnetic Non-ferromagnetic alloy with a Titanium 6AL-4V ..1.01 %
alloys with a conductivity of 0.8 conductivity that is not more than IACS Inconel ..1.7% IACS
percent IACS to less than 15 1.0 percent IACS greater than the Magnesium AM100A-T4,
percent IACS. test material range or less than 0.8 AZ91C-T4, AZ91E-T4.. 9.9
percent IACS. % IACS
High permeability steel 400 series Stainless, 17-7 TH1050, 4130 or 4300 series
steels in any heat treat condition.
400 series stainless steel alloys. Any 400 series stainless steel alloy.
Low permeability alloys. 304 stainless or 17-7 PH annealed.
NOTE: Materials listed are for information only. These are some common materials
available and may be used. Reference standard material needs to conform to
the requirements of Table 2.
(5) Inspection Preparation.

(a) Hole bores shall be round and smooth enough to not cause eddy current signals that would
exceed a 3:1 signal to noise ratio. Refer to Figure 12 and Figure 13.
(b) Visually inspect hole bores for nicks, burrs, scoring or other conditions that may cause an
excessive noise signal.
(c) Any hole condition that would cause damage to the probe is not suitable for inspection.
The condition must be corrected prior to inspection.
(d) If necessary, clean up the holes prior to the inspection utilizing one or more of the following
methods.
1 Methods generally considered acceptable for cleaning are, (but are not limited to):
a Solvent moistened cotton swab.
b Scotch bright.
c Flex Hone.
(e) Do not oversize the hole during the cleaning process unless specifically allowed per the
Maintenance Manual, the Structural Repair Manual, the Component Maintenance Manual,
or on direction from Cessna Engineering.
(f) If allowed per the Maintenance Manual, Structural Repair Manual, Component
Maintenance Manual, or other maintenance document or Engineering, a 1/64th inch,
or the amount as directed, clean up ream may be performed if needed to achieve a
satisfactory surface condition of the hole.
(g) If the hole cannot be satisfactorily cleaned up to allow for an inspection, contact Cessna
Customer Service for instructions. Refer to the Introduction for contact information.
(h) Continue to the Manual Probe Calibration section or Calibration for Semiautomatic Hole
Inspection section as needed.

CESSNA®
MODEL 310P AND 310Q
(6) Manual Probe Calibration.

(a) The instrument shall be calibrated and operated in accordance with this procedure and the
manufacturer's instructions.
(b) The minimum single layer material thickness that can be examined using a manual probe
hole inspection is 0.063 inch.
(c) Instrument calibration shall be performed prior to inspection. Calibration shall be checked
periodically during continuous use and at the conclusion of the inspection. If the calibration
is below the levels originally established, all holes inspected since the last known good
calibration check shall be reinspected. The instrument calibration shall be verified if any
part of the system is replaced or if any calibrated control settings are changed.
(d) Teflon™ Tape is highly recommended to be placed over the probe coil. It will act as a wear
surface and on high permeability steel will greatly improve signal to noise ratio.
(e) Positioning the thumb screw in line with the coil will help to define the position of the coil
when the coil is in the hole. Refer to Figure 4.
(f) The use of a Low Pass Filter will help to improve the signal to noise ratio. Set it to the
highest value that does not cause the signal to be unstable.
NOTE: Do not use the High Pass filter with the manual probe, regardless of the coil
type.
(g) Setting Lift-Off for Absolute Probe.

1 Select the probe for the best fit in the hole to be inspected and based on the
requirements of Table 1.
2 Select the standard for the material being inspected based on the requirements of
Table 2.
3 Turn on the instrument.
4 Connect the probe to the instrument using the proper cable and or balance coil.
5 Set the instrument frequency as appropriate per Table 1, for the material type being
inspected.
6 Position the trace dot in the lower right quadrant of the screen, approximately 80%
horizontal and 20% vertical for non-ferromagnetic materials and 50-60% horizontal
and 20% vertical for ferromagnetic materials.
7 Place the probe on the surface of the standard with the collar hanging over the edge
so the coil is in contact with the surface of the standard. Refer to Figure 5.
8 Ensure that there is no influence on the coil from any EDM notch, edge of the standard
or hole edges.
9 Press the null/balance button.
10 Lift the probe off of the standard and adjust the phase or rotation so lift-off is traveling
horizontal and to the left. Refer to Figure 5.
11 With the probe on the standard, rock the probe a little, if the dot moves to the right of
null, re-null if necessary.
(h) Setting Lift-Off for Differential Probe
1 Select the probe for the best fit in the hole to be inspected and based on material type
per Table 1.
2 Select the standard for the material being inspected based on the requirements of
Table 2.
3 Turn on the instrument.
4 Connect the probe to the instrument using the proper cable and or balance coil.
5 Set the instrument frequency as appropriate per Table 1 for the material type being
inspected.
6 Set the screen position of the dot to 50% horizontal and 50% vertical.
7 Place the probe on the surface of the standard with the collar hanging over the edge
so the coils are in contact with the surface of the standard. Refer to Figure 6.
8 Ensure that there is no influence on the coil from any EDM notch, edge of the standard
or hole edges.
10 Roll the probe from side to side while monitoring the display. Do not lift the probe
from the standard.

CESSNA®
MODEL 310P AND 310Q
11 The dot should move back and forth from the center position as the probe is rolled
back and forth. Reference Figure 6.
12 Adjust the phase/rotation to position the trace going horizontal. Refer to Figure 6.
NOTE: If the dot moves farther in one direction than the other, the coils were not
perfectly centered on the surface of the standard when the null button
was pressed. For setting the "Lift-Off" it is not that important that the
signal is symmetrical.
(i) Adjusting Gain

1 Adjust lift-off for the probe being used. Refer to Setting Lift-Off for Absolute Probe or
Setting Lift-Off for Differential Probe before continuing.
2 Apply Teflon™ tape to probe over coil if needed.
3 Position the probe collar so as to position the center of the coil approximately 0.030
inches below the edge of the collar and tighten the thumb screw. Use this dimension
for either the 0.030 inch x 0.030 inch or the 0.050 inch x 0.050 inch notch. Refer to
Figure 4.
NOTE: Typical shielded probe coils on most bolt hole probes are 0.060 inches in
diameter, and unshielded probe coils are 0.090 inches in diameter. Use
these diameters as a guide in positioning the edge of the collar.
4 Place the probe in the appropriate hole of the reference standard with the coil away
from the EDM notch.
6 Rotate the probe in the hole so as to pass the coil over the corner EDM notch.
7 Adjust the gain to obtain a minimum signal response from the corner EDM Notch.
Refer to Table 3.
Table 3. Calibration Levels.
EDM Notch Size Absolute Probe Figure Differential Probe Figure

(in inches) Minimum Peak Minimum Peak
Signal Response to Peak Signal
Response
0.030 X 0.030 3 Divisions Figure 7 30% Figure 9
0.050 X 0.050 5 Divisions Figure 8 70% Figure 10
(j) Continue to the Determine Layer Thicknesses section and Manual Probe Inspection
section.
(7) Calibration for Semiautomatic Hole Inspection
(a) The instrument shall be calibrated and operated in accordance with this technique and the
(b) The minimum material thickness that can be examined using semiautomatic hole
inspection is 0.020 inch.
(c) Adjusting filter settings is very helpful in reducing noise and fine tuning the signal on the
display and is necessary to achieve satisfactory results.
NOTE: Filter settings must be set correctly to achieve satisfactory results. To much
input or not enough input from either, or both of the filter settings can be very
detrimental to the inspection and may result in missed flaws. Consult the
manufacturers instructions regarding your specific instrument for specifics
about setting the filters.
(d) The High Pass Filter (HPF) should always be set to a value lower than the Low Pass Filter
(LPF)
(e) As a general rule, as hole sizes increase in diameter and or scanner rotation speed
increases, the HPF and LPF setting will need to be increased.

CESSNA®
MODEL 310P AND 310Q
(f) Most Nortec instruments default to filter settings of 500 for the LPF and 200 for the HPF.
These are generally good numbers and may not need to be changed. Other manufactures
may have different systems for setting the filters such as possibly a Band Pass filter option.
Refer to the scope manufacturer's, owners manual for setting the filters if needed.
(g) The HPF should be set to optimize the response from the EDM notch. The HPF allows high
frequencies to pass, (crack indications would be considered a high frequency response) or
suppresses low frequencies produced by changes occurring over a longer period of time
of coil contact such as, the hole being out of round, or minor surface blemishes.
(h) The LPF should be set to minimize the high frequency responses typically caused by
noise generated by the probe and or the instrument while allowing lower relative frequency
signals to pass such as from relevant crack indications. The LPF allows low frequencies
to pass, or rejects high frequencies typically caused by noise generated by the probe or
instrument.
(i) Instrument calibration shall be performed prior to inspection. Calibration shall be checked
periodically during continuous use and at the conclusion of the inspection. If the calibration
is below the levels originally established, all holes inspected since the last known good
calibration check shall be reinspected. The instrument calibration shall be verified if any
part of the system is replaced or if any calibrated control settings are changed.
1 Setting Lift-Off.
a Select the probe for the best fit in the hole to be inspected and based on material
type per Table 1.
b Select the standard for the material being inspected based on the requirements
of Table 2.
c Apply Teflon™ tape to probe over coil if needed.
NOTE: Teflon™ tape is highly recommended and will greatly improve signal
to noise ratio when inspecting high permeability steels.
d Insert probe into scanner.

e Connect scanner to the instrument using the appropriate cable.
f Turn instrument on.
g Set the frequency based on the material being inspected. Refer to Table 1.
h Turn the Sweep function off and adjust the instrument to have a flying dot or
impedance plane display.
i If your instrument doesn't automatically position the dot at the center of the
screen, adjust the X and Y position controls to position the dot at the horizontal
and vertical center of the screen.
j Set the instrument initial gain setting to a 1:1 ratio.
k Refer to Table 4 and set initial filter settings based on probe diameter. Continue
with Setting Filters, Calibration for Semiautomatic Hole Inspection Calibration
after setting lift-off to ensure filter settings are optimized for the inspection.
l Turn on the scanner.
NOTE: If the scanner rotation speed is adjustable, set it for a minimum of

1,000 RPM's. For larger diameter holes scan speeds over 1500 to
2000 RPM may be necessary to ensure complete coverage unless
scan index speeds are kept very slow.
1. Slower scanner rotation speeds will require slower scan indexing speed
in the hole.
2. For steel or other high permeable materials, a slower scan rotation is
often helpful in reducing interference from noise. If necessary, reduce
scanner rotation speed until an acceptable signal to noise ratio is
achieved.
3. Do the Determining Maximum Scan Index Speed steps after final
adjustment in scanner rotation speed.
m If the dot is not at the center of the screen, press the null button

CESSNA®
MODEL 310P AND 310Q
n Hold the scanner so the probe is parallel to the surface of the standard. Refer
to Figure 11.
o Place the probe in contact with the standard using light pressure, keeping the
coil away from edges and EDM notches. This will generate a lift-off signal as
the coil rotates. Refer to Figure 11.
p Adjust the phase or rotation to position the flat portion of the signal from lift-off
horizontal, along the X axis. Refer to Figure 11.
NOTE: The signal from lift-off should be a flattened Figure 10 pattern. The
less vertical spread there is in the signal from the lift-off, the less
base line noise there will be on the sweep trace. If the signal from
lift-off exceeds 2 major divisions in total vertical spread, reduce
the gain until the signal from lift-off is less than 2 major divisions
vertically and all or mostly on screen in the horizontal direction.
Refer to Figure 11.
2 Setting Filters
a Use the values in Table 4 and or the following steps for initial filter settings.
1. With the scanner on and the probe in the appropriate hole in the
reference standard.
2. Set the HPF to the lowest value.
3. Increase the HPF value until the signal sweep flattens out. Depending
on where the LPF is set the signal may look a little noisy at this point.
4. Set the LPF to it's highest value.
5. Decrease the LPF value to get a stable dot or until the spikes from the
noise signals decrease and the signal from the notch in the reference
standard just starts to decrease.
Table 4. Filter Settings
Probe Diameter 5/32 to 7/32 7/32 to 5/16 5/16 to 7/16 7/16 to 3/4
(in inches)
LPF 500 500 700 1500
HPF 150 200 300 500
NOTE: The values in Table 4 are meant as a guide. They will generally
provide good results. Use them as a starting place and adjust them
as needed to obtain the best signal to noise ratio and the most
uniform response from the EDM notch.
3 Setting Inspection Gain

a Follow the steps for Setting Lift-Off and Setting Filters prior to setting the gain.
b Follow equipment manufacturer's directions on how to turn the Sweep on, and
set the scope to display the sweep trace.
NOTE: Do not set the display to a Waterfall, Timed or Sync type display.
Those displays are for use with an automatic scanner and
specialized equipment.
c Turn on the scanner.

d Insert the probe into the appropriate sized hole in the reference standard.
e Maximize the signal from the corner EDM notch at the surface of the standard
by moving the probe in and out of the hole until the best signal is achieved.

CESSNA®
MODEL 310P AND 310Q
f Adjust the gain and probe drive controls to achieve a minimum signal response
from the reference notch as defined in Table 5.
NOTE: A probe drive of low or medium will usually provide better results
than a probe drive of high. High probe drive can easily over drive
the coils in the probe causing a saturated condition and loss of
signal and sensitivity.
g Adjustments may need to be made in the Filter settings after setting the
inspection gain as one does affect the other. After setting the gain, if the signal
from the EDM notch is distorted or asymmetrical, or if the noise level is to high,
make some adjustments to the HPF, or LPF as required. You may need to go
back and forth between Filter and Gain settings a couple of times to achieve
satisfactory results.
Table 5. Signal Response
EDM Notch Size (in inches) Peak to Peak Signal Response Figure
0.030 X 0.030 30% Figure 12
0.050 X 0.050 50% Figure 13
4 Determining Scanner Zero or 12 O'clock Position.
NOTE: When the scanner is on, the sweep trace from the left side to the right
side of the screen represents one 360 degree revolution of the probe in
the hole, regardless of the size of the hole or the speed of the scanner.
So determining the circumferential position of an indication is a matter
of determining where "zero" is on your scanner. Most manufacturers
scanners will position the indication from the notch at the left (0 ) and right
(100 percent) edge of the screen simultaneously when the top or front of
the scanner is pointed at the indication. Refer to Figure 14. The steps
below will set the zero position from the notch indication as stated above.
a Find a notch that you know the position of in the reference standard.
b With the scanner turned on, insert the probe into the appropriate size hole in
the reference standard.
c Maximize the signal from the notch you are going to use to determine zero.
d Rotate the scanner while keeping the signal from the notch visible on the display.
As the scanner is rotated, the notch signal will move to the left or right along the
sweep line depending on which direction you move the scanner.
e Stop when the front or top of the scanner is pointing in the direction of the notch.
Refer to Figure 14.
f The indication from the notch should be at the left and right side of the screen
simultaneously, 0 and 100 percent. Reference this as the Zero or 12 O'clock
position. Refer to Figure 14.
g With the scanner oriented in this position, an indication that was at the opposite
side of the hole, towards the rear of the scanner or 6 O'clock, would be at the
50 percent screen width on the sweep trace. Refer to Figure 15.
h An indication at 9 O'clock would show on the sweep trace at approximately
25% and an indication at 3 O'clock would show at approximately 75%. Refer to
Figure 15
NOTE: If the indication from the notch using your scanner is at a different
screen position than stated above, that is okay. Make a note of the
location on the screen of the indication when the top of the scanner
is pointed towards the notch. Make adjustments to the other clock
positions by the same amount as the zero position is off.

CESSNA®
MODEL 310P AND 310Q
5 Determining Maximum Scan Index Speed.

a Insert the probe into the appropriate hole in the reference standard and locate
the corner notch at the interface of the first and second layers.
1. If using a single layer standard, insert the probe from the side opposite
the notch and move towards the notch, stopping before the probe exits
the hole and reversing direction of travel back towards the entry surface.
b Monitor the display while moving the probe in and out over the notch.
c Gradually increase the probe travel speed until the peak height of the notch
response begins to decrease below 30% Peak to Peak.
d This is the maximum probe scan index speed.
(j) Continue to the Semiautomatic Inspection section.
(8) Determine Layer Thickness
(a) For manual probe inspection using an absolute probe the thickness of the layers to be
inspected must be known for proper indexing. If the layer thicknesses are already known,
continue to the Manual Probe Inspection section. If not, continue with the following steps
to determine the thickness of the layers.
(b) If inspections will be performed with a differential probe, you do not have to measure the
layer thicknesses. If you choose not to measure the layers continue to the Manual Probe
Inspection section and index per step 9.A.(2).
(c) Inspection steps to determine layer thicknesses if they are not known.
NOTE: The following steps must be performed using an absolute coil hole probe.
1 Set the collar to a depth so the coil will not be influenced by any edge or interface.
2 Insert the probe into the hole.
3 Press the Null/Balance button.
4 Loosen the collar set screw and push the shaft of the probe into the hole toward the
interface.
5 When you reach the interface, you will get a crack like indication from the interface.
6 Stop moving the probe when the indication is at maximum amplitude.
7 If the indication is off screen, record the current the gain setting and reduce the gain
until you can pass the interface and keep the indication from the interface on screen.
8 When the indication from the interface is at the maximum amplitude, stop moving the
probe and tighten the collar set screw.
9 Remove the probe and measure the thickness of the layer from the bottom of the
collar to the center of the coil.
NOTE: If there are multiple layers that will need to be measured for thickness, do
not move the position of the collar.
10 Inspect the layer per the indexing in Table 6.

(d) If there are multiple layers, make a note of this measurement and continue determining the
remaining layer thicknesses as follows.
1 Without adjusting the depth of the probe collar, insert the probe into the hole until the
collar is seated on the surface of the structure.
2 The dot position should return to where it was in step C.(8).
3 Loosen the set screw and push the probe slowly in to the hole. The dot should return
to the null position.
NOTE: If the layers are not all the same materiel alloy and heat treat, the dot
may not return to the exact null position as in step C.(3). As long as it's in
the same general area that's fine. If it's of screen, press the null/balance
button to bring it back on screen.
4 Continue pushing the probe into the hole until the next interface is reached. When
you reach the interface, you will get a crack like indication from the interface.
5 Stop when the signal from the interface is at maximum amplitude.
6 Tighten the collar set screw and remove the probe from the hole.

CESSNA®
MODEL 310P AND 310Q
7 Measure from the bottom of the collar to the center of the coil.
8 Subtract the measurement of the previous layer/layers from this measurement.
9 Make a note of the layer thickness.
10 Repeat steps D.(1) thru .(9) as needed until all layers have been measured.
NOTE: After all of the layers have been measured, if the instruments gain setting
was changed in step 8.C.(7), set it back to the value that you recorded.
(e) When all layers have been measured, continue to the Manual Probe Inspection section.
(9) Manual Probe Inspection
(a) The following instructions will provide inspection guidance for manual bolt hole probes
using a differential or absolute coil arrangement.
1 To determine layer thicknesses if they are not known, do the steps in Determine Layer
Thicknesses.
2 If using a differential probe. It is optional to set the collar for a depth of 0.030 inches
and index every 0.060 inches to within 0.030 inches of the opposite surface.
NOTE: With a differential probe there will be very little or no impact from the
interfaces of the different layers.
3 Calibrate manual probe, refer to Manual Probe Calibration.

4 Set the collar for a depth as directed per Table 6 or in the Manual Probe Calibration
section for differential probe collar depth.
5 Insert the probe into the hole, hold the probe steady with the collar firmly seated on
the surface of the structure.
6 Press the Null/Balance button on the instrument.
7 Rotate the probe through the entire diameter of the hole for each index depth required.
8 Monitor the display through each rotation for any crack like indications.
NOTE: If there is dot movement not consistent with that of a crack. You may
have nulled on or very close to a crack. Position the probe in another
spot in the hole at the same depth and re null, and re inspect the hole
at the same depth.
NOTE: As in a surface inspection, dot travel will follow the same direction relative
to lift-off for a crack. Dot movement in directions other than that which
would be consistent for a crack in the material being inspected need to
be investigated for relevance before being rejected as a crack.
9 If an indication is noted, refer to the Evaluation section, for characterization

instructions.
Table 6. Scan Index For Layer Thickness
Layer Thickness (in inches) Scan Index

0.063 to 0.090 Middle of the layer.
0.090 to 0.120 0.030 inch from each edge/interface.
Greater than 0.120 to 0.180 0.030 inch from each edge/interface plus the middle
of the layer
Greater than 0.180 0.030 inch from each edge/interface plus 0.060 inch
index
(10) Semiautomatic Inspection
(a) Inspection steps for semiautomatic hole inspection.
1 Calibrate per steps in the Calibration for Semiautomatic Hole Inspection section.
2 Set the instrument to Sweep display.

CESSNA®
MODEL 310P AND 310Q
3 Visually inspect holes per the Inspection Preparation section, and correct any
conditions that would prevent an acceptable scan.
4 Check fit the probe to the hole/holes being inspected to ensure that the correct probe
size is being used. Adjust fit if needed.
5 With the probe scanner turned on, slowly insert the probe into the hole while
monitoring the display.
6 Make a complete scan of the entire length of the bore of the hole.
NOTE: A complete scan consists of monitoring the display as the probe is

inserted all of the way into and through the hole and then back out of
the hole.
NOTE: Do not exceed the index speed established in the calibration section.
(b) Any indication while in sweep mode that differentiates itself from baseline noise, needs to
be investigated for the possibility of it being a crack.
1 With the probe in the hole and the scanner on, maximize the indication.
2 Turn the Sweep mode off so the flying dot or impedance plane mode is on.
NOTE: As in a surface inspection, dot travel will follow the same direction relative
to lift-off for a crack. Dot movement in directions other than that which
would be consistent for a crack in the material being inspected need to
be investigated for relevance before being rejected as a crack. Refer to
Figure 16, for examples of crack indications in different materials.
NOTE: If the indication in the display is traveling in a direction not consistent

with a crack for the material being tested, it is probably not a crack. It
still may be a rejectable condition though. Determine what the cause of
the indication is to determine if it is rejectable.
(c) If an indication is noted, refer to the Evaluation section, for characterization instructions.
(11) Evaluation
(a) General
1 Any vertical deflection that is distinguishable from the null position and lift-off, and
is not caused by noise, lift-off or part geometry is cause for further investigation
regardless of signal amplitude. There are no acceptable cracks.
2 Unless otherwise specified, all cracks are rejectable regardless of length or signal
amplitude.
3 Indications with a phase response different from the reference notch may indicate
hole contamination or damage. If indications exceed a 3:1 signal to noise ratio,
additional hole preparation, reaming and/or cleaning, may be required.
4 If horizontal lift-off is greater than 40% FSW on the impedance display check for out-
of-round condition or interface noise. If allowed, have the hole reamed and then
reinspect.
NOTE: Any damage to the bore of the hole that cannot be corrected through
limits established in the Structural Repair Manual must be reported to
Cessna Customer Service Engineering, refer to Introduction for contact
information. Nicks and gouges are a rejectable condition as they could
easily develop into a crack. These should be reported the same as
reporting a crack indication.
5 Do not report the depth of the crack radially (distance into the material from the edge
of the hole). Due to the nature of how a crack forms as compared to an EDM notch,
depth measurements are very unreliable and should not be reported.
6 The use of a borescope, flashlight or other visual aids may be necessary to determine
the cause of an indication.
a If a crack like indication is found:

CESSNA®
MODEL 310P AND 310Q
1. Identify the circumferential position of the indication.

2. Using an approved marker, mark the position around the hole to define
the orientation of the crack.
3. If the indication is repeatable, verify that it is not due to foreign material
stuck to the side of the hole or some other non relevant indication.
4. After the circumferential position has been established, inspect the hole
again, if the circumferential position of the indication changes, it is not
a crack.
5. Look into the hole using any means suitable to determine if any foreign
material in the hole could be causing the indication.
6. If the fasteners were cadmium (cad) plated, pay particular attention to
the possibility that some of the cad plating could be stuck to the side
of the hole. Cad plating will give a very strong crack like indication on
sweep mode but it will appear going near vertical when in the flying dot
mode. Cad plating stuck to the side of the hole will usually be small,
darker grey specs and would be located in line with the circumferential
position of the crack indication.
NOTE: An X-ACTO™ blade or small dental pick can be useful to

help remove a piece of cad plating stuck to the side of the
hole. Use care to not gouge or damage the bore of the hole.
(b) Manual Probe.

1 For manual hole inspection, when the eddy current probe is centered over a crack, the
signal will be at maximum and a small movement of the probe will cause the signal to
diminish, returning to the null point. Corrosion pits, foreign material, gouges or other
damage, will generally be apparent for a longer degree of probe rotation before the
signal from the indication returns to the null point.
2 A crack indication will follow the same phase direction as a crack indication would in
a surface inspection for the material being inspected.
3 If the indication in the display is traveling in a direction not consistent with a crack for
the material being inspected, it is probably not a crack. It still may be a rejectable
condition though. Determine what the cause of the indication is to determine if it is
rejectable.
4 Nicks and gouges may have a signal similar in phase to a crack but the indication
on the screen will usually be wide and more vertical and may apparent for a longer
duration of probe rotation.
5 Determining the length of a crack.
a Insert the probe into the hole to approximately the depth of the crack.
b Locate the crack and peak the amplitude from the crack.
c If the peak amplitude from the indication is off screen, reduce the gain until the
whole indication is visible in the display.
d Rotate the probe back and forth across the crack while moving the probe
towards the end of the crack until a point is reached where the crack signal
peak amplitude has been reduced by 50 percent.
e Tighten the set screw.
f If the crack is located common to the near surface, remove the probe and
measure from the center of the coil to the edge of the collar. Report this
dimension as the length of the crack.
g If the crack is common to an interface or the far edge, tighten the set screw on
the collar and make a mark on the probe shaft with a sharp pencil at the end of
the collar.

CESSNA®
MODEL 310P AND 310Q
h Loosen the set screw and move the probe towards the interface or far edge,
once the interface or edge is determined, tighten the set screw and make
another mark on the probe shaft.
NOTE: The interface or far edge can be determined by rotating the probe
so the coil is not influenced by the crack and nulling the instrument.
Slowly push the probe in towards the interface or edge. Both will
give an indication very similar to a crack. Use the same method as
finding the end of the crack to locate the edge of the interface or
far edge of the part.
i Measure the distance between the center of the two marks. Report this
dimension as the length of the crack.
(c) Semiautomatic Probe
1 Characterization to determine relevance of a crack indication should always be done
with the display in the flying dot or phase analysis mode.
2 Maximize the signal from the indication.
3 With the display set to the flying dot mode, observe the signal characteristics of the
indication.
a A crack will follow the same phase direction as a crack would in a surface
inspection for the material being inspected, up and to the left for aluminum and
vertical for steel. Semiautomatic inspection indications will have both a positive
and negative component although they may not be equal.
b Corrosion will have a response that is very random and will have vertical and
horizontal components to the indication. The signal will have the look of a birds
nest on the display in the flying dot mode and on the sweep mode will most likely
have multiple indications along the sweep base line similar to a noisy hole.
4 Determining the length of a crack.
a Set the display on the scope to Sweep mode.
b With scanner turned on, insert the probe into hole with crack indication.
c Peak the signal from the crack indication.
d If the peak amplitude from the indication is off screen, reduce the gain until the
whole indication is visible in the display.
e Move the probe in the hole until the signal from the crack is reduced by 50%.
f Hold the scanner steady while maintaining the signal from the crack at 50%.
g Using a sharp pencil or other fine point marker, lay it on the surface of the part
so that the point is at the same level as the surface of the part.
h Slowly move the pencil towards the shaft of the probe as it's rotating and make
a mark on the probe shaft even with the surface of the part. Refer to Figure 17.
i If the crack is located common to the near surface, remove the probe and
measure from the center of the coil to the center of the mark on the probe shaft.
Report this dimension as the length of the crack.
j If the crack is common to an interface or the far edge, continue moving the probe
in the hole until the interface or edge is defined or by a reduction in the signal
amplitude of the crack indication of 50%.
k Hold the scanner and probe steady in the hole and make another mark on the
probe shaft. Refer to Figure 17.
l Remove the probe from the hole and measure the distance from the center of
the two marks. Report this dimension as the length of the crack.
(12) Reporting Results
(a) If part disposition has not been specified, contact Cessna Customer Service for
disposition. Refer to Introduction for contact information. Make sure to provide the
following information:
1 Location of the hole with observed discontinuity.
2 Length of crack in the bore of the hole.
3 If applicable, material layer or layers that are affected.

CESSNA®
MODEL 310P AND 310Q
4 Discontinuity orientation relative to hole. The 12 O'clock position is typically referred

to as up in a hole that is oriented forward to aft or left to right and Forward in a hole
that is oriented up and down.
Typical Surface Reference Standard

Figure 3

CESSNA®
MODEL 310P AND 310Q
Probe Coil
Figure 4 (Sheet 1)

CESSNA®
MODEL 310P AND 310Q
List-Off Display
Figure 5 (Sheet 1)

CESSNA®
MODEL 310P AND 310Q
Lift-Off Display
Figure 6 (Sheet 1)

CESSNA®
MODEL 310P AND 310Q
Notch Signal Response

Figure 7 (Sheet 1)

CESSNA®
MODEL 310P AND 310Q

Figure 8 (Sheet 1)

CESSNA®
MODEL 310P AND 310Q

Figure 9 (Sheet 1)

CESSNA®
MODEL 310P AND 310Q

Figure 10 (Sheet 1)

CESSNA®
MODEL 310P AND 310Q
Scanner On Reference Standard

Figure 11 (Sheet 1)

CESSNA®
MODEL 310P AND 310Q

Figure 12 (Sheet 1)

CESSNA®
MODEL 310P AND 310Q

Figure 13 (Sheet 1)

CESSNA®
MODEL 310P AND 310Q
Determining Scanner Position

Figure 14 (Sheet 1)

CESSNA®
MODEL 310P AND 310Q
Determining Scanner Position

Figure 15 (Sheet 1)

CESSNA®
MODEL 310P AND 310Q
Crack Indications
Figure 16 (Sheet 1)

CESSNA®
MODEL 310P AND 310Q
Determining Crack Length

Figure 17 (Sheet 1)

CESSNA®
MODEL 310P AND 310Q
4. GENERAL FLUORESCENT LIQUID PENETRANT INSPECTION

A. General
(1) Fluorescent penetrant inspection is effective in detecting small cracks or discontinuities open to
the surface that may not be evident by normal visual inspection. Penetrant inspection can be
used on most airframe parts and assemblies accessible for its application. The inspection is
performed by applying a liquid that penetrates into surface discontinuities. The penetrant on the
surface is removed and a suitable developer is applied to draw the remaining penetrant from
the surface discontinuities. Visual indications are obtained by the fluorescence of the penetrant
when exposed to ultraviolet light.
B. Materials and Equipment
(1) General
(a) Fluorescent penetrant is the required inspection method when penetrant inspection is
specified in the Supplemental Inspection Document. Fluorescent penetrant inspection
has a high sensitivity and the ability to detect small fatigue cracks open to the surface.
(b) The equipment and materials listed in each procedure were those utilized in the
development of the inspection technique. Equivalent equipment and materials may be
used if they provide equal or better sensitivity.
(2) Materials
(a) Only materials approved for listing on the latest revision to QPL-SAE-AMS-2644: Qualified
Products List of Products Qualified Under SAE Aerospace Material Specification AMS 2644
Inspection Materials, Penetrant, or an equivalent shall be used for penetrant inspection. All
materials shall be from the same family group. Interchanging or mixing penetrant cleaners,
penetrant materials, or developers from different manufacturers is prohibited.
CAUTION: CERTAIN COMPONENTS INTENDED FOR USE IN

LIQUID OXYGEN SYSTEMS MUST BE TESTED WITH
SPECIAL PENETRANTS DESIGNED AS LOX USAGE
PENETRANT WHICH ARE COMPATIBLE WITH A LIQUID
OXYGEN ENVIRONMEN. REACTION BETWEEN SUCH
ENVIRONMENTS AND NON-LIQUID OXYGEN USAGE
PENETRANT CAN CAUSE EXTREMELY VIOLENT
EXPLOSION OR FIRE.
(b) Penetrant materials are defined by specific classifications per SAE AMS 2644; Inspection
Materials, Penetrant; or an equivalent and must meet or exceed the classifications listed
below. This list assumes a portable inspection system for use at the airplane.
Type 1 (Fluorescent)
Level 3 (High Sensitivity)
Method C (Solvent Removable)
Form d (Nonaqueous Type 1 Fluorescent, Solvent Based)
Class 2 (Non-Halogenated Solvent Removers)
(c) Visible dye penetrants (Type 2) shall not be used for inspections on this airplane or
its components. This penetrant type has poor sensitivity compared to fluorescent type
penetrant. It is extremely difficult to completely clean visible penetrant dyes from surface
discontinuities under field conditions. Dye buildup can prevent subsequent penetrant
inspections from entering or indicating surface discontintuities.

CESSNA®
MODEL 310P AND 310Q
CAUTION: TYPE 2 (VISIBLE) PENETRANTS SHALL NOT BE USED

FOR THE INSPECTION OF AIRCRAFT OR AIRCRAFT
COMPONENTS.
NOTE: If Type 2 (visible) penetrant was used for an inspection, penetrant is no longer
a valid inspection method for that inspection. Another inspection method must
be used.
(3) Lighting Requirements

(a) Penetrant inspection shall be performed in a darkened environment where the ambient
white light intensity does not exceed two foot candles.
(b) Ultraviolet lights used for penetrant inspection shall operate at a wavelength in the range
of 320 – 380 nanometers. Light intensity shall be at least 1200 microwatts per square
centimeter at the part surface or 1000 microwatts per square centimeter at a distance of
15 inches. Ultraviolet lights shall be energized for at least 10 minutes before use.
(c) The ultraviolet light and the ambient light intensities shall be measured with a calibrated
light meter prior to each inspection.
C. Inspection
(1) General
(a) Fluorescent penetrant shall be accomplished in accordance with the procedures contained
or referenced in the Supplemental Inspection Document. ASTM E1417, Standard Practice
for Liquid Penetrant Examination, or an equivalent shall be consulted for the general
requirements for penetrant inspection. In the event of a conflict between the text of the
Supplemental Inspection Document and ASTM E1417, the text of the Supplemental
Inspection Document shall take precedence.
(b) Paint removal from the inspection area is required to allow penetration into surface
discontinuities. In addition, the inspection area must be clean, dry, and free of dirt,
grease, oil, paint or any contaminates which would interfere with the liquid penetrant
inspection. Cleaning and paint removal methods selected for a particular component shall
be consistent with the contaminants to be removed and shall not be detrimental to the
component or its intended function.
NOTE: All cleaning materials must be approved for use by the appropriate Cessna
Aircraft Company Maintenance Manual, Structural Repair Manual, Component
Maintenance Manual, or Nondestructive Testing Manual.
NOTE: Mechanical methods of cleaning and paint removal should be avoided where
practical. Take care when using mechanical methods of cleaning and paint
removal to avoid filling in or sealing the entrance to a surface discontinuity.
Penetrant inspection can not show discontinuities that are not open at the
surface.
CAUTION: HALOGENATED SOLVENTS SHALL NOT BE USED ON

TITANIUM OR HIGH NICKEL ALLOY MATERIALS.
(c) Throughout the penetrant inspection process, the materials, equipment, and area to be
inspected shall maintain a temperature within the range of 40 – 120 degrees Fahrenheit.
(2) Penetrant Application
(a) Completely cover the inspection area with the penetrant. Allow penetrant to remain on the
area (dwell) for a minimum of 15 minutes for temperatures above 50 degrees Fahrenheit or
25 minutes for temperatures under 50 degrees Fahrenheit. Maximum dwell times should
not exceed one hour except under special circumstances.
NOTE: If penetrant is allowed to dry on the inspection surface, it shall be completely

removed and the cleaning and inspection reaccomplished.

CESSNA®
MODEL 310P AND 310Q
(3) Penetrant Removal

(a) Initially remove the penetrant by wiping with a clean dry lint free cloth. Then remove the
remaining penetrant using a clean lint free cloth dampened with the penetrant cleaner.
Examine the inspection area with the ultraviolet light to ensure removal of the surface
penetrant. This process is complete when all the excess surface penetrant has been
removed from the area.
NOTE: Do not flush the surface or saturate the cloth with the penetrant cleaner. This
may remove penetrant from smaller discontinuities, preventing their detection.
(4) Developer Application

(a) Inspection shall occur after a minimum dwell time of 10 minutes, but before a maximum
dwell time of four hours.
(b) The best result is obtained by applying the developer to achieve the minimum coating
thickness possible. The coating should be slightly translucent with the color of the
inspection area visible through the developer.
(5) Interpretation
(a) Personnel shall not wear light-sensitive (photochromatic) lenses during the evaluation
process.
(b) Personnel shall allow a minimum of three minutes for dark adaptation of the eyes prior to
evaluating inspections.
5. GENERAL MAGNETIC PARTICLE INSPECTION

A. General
(1) Magnetic particle inspection is a nondestructive inspection method for revealing surface and
near surface discontinuities in parts made of magnetic materials. Alloys that contain a high
percentage of iron and can be magnetized make up the ferromagnetic class of metals. The
magnetic particle inspection method consists of three basic operations:
(a) Establishment of a suitable magnetic field.
(b) Application of magnetic particles.
(c) Examination and evaluation of the particle accumulations.
(2) Electrical current is used to create or induce magnetic fields into the material. The direction of the
magnetic field can be altered and is controlled by the direction of the magnetizing current. When
a magnetic field within a part is interrupted by a discontinuity, some of the field is forced out into
the air above the discontinuity. The presence of a discontinuity is detected by the application of
finely divided fluorescent ferromagnetic particles to the surface of the part. Some of the particles
will be gathered and held by the leakage field. The magnetically held collection of particles forms
an outline of the discontinuity and indicates its location, size and shape.
B. Materials and Equipment
(1) Fluorescent magnetic particle inspection has a high sensitivity and the ability to detect small
fatigue cracks. Visible dry magnetic particles do not have the required sensitivity.
CAUTION: VISIBLE DRY MAGNETIC PARTICLES SHALL NOT BE USED

FOR INSPECTION OF AIRCRAFT OR COMPONENTS.
(2) The equipment and materials listed in each procedure were those utilized in the development
of the inspection technique. Equivalent equipment and materials may be used if they provide
equal or better sensitivity.
(3) Magnetic particle inspection shall be accomplished in accordance with the procedures
contained or referenced in the Supplemental Inspection Document. ASTM E1444, Standard
Practice for Magnetic Particle Examination, and ASTM E709, Standard Guide for Magnetic
Particle Examination, or equivalents shall be consulted for general requirements of magnetic
particle inspection. In the event of a conflict between the text of the Supplemental Inspection
Document and ASTM E1444 or ASTM E709, the text of the Supplemental Inspection Document
shall take precedence.
(4) Permanent magnets shall not be used, as the intensity of the magnetic field can not be altered
to suit inspection conditions.

CESSNA®
MODEL 310P AND 310Q
CAUTION: PERMANENT MAGNETS SHALL NOT BE USED FOR

INSPECTION OF AIRCRAFT OR COMPONENTS.
(5) Contact prods shall not be used due to concerns with localized heating of the surface and arcing
of the electrical current.
CAUTION: CONTACT PRODS SHALL NOT BE USED FOR INSPECTION OF

AIRCRAFT OR COMPONENTS.
C. Quality Control
(1) Quality control of magnetic particle materials and equipment shall be accomplished per ASTM
E1444, ASTM E709, or equivalent document. This section assumes the use of a portable
magnetic particle system for use on an aircraft (electromagnetic yoke, spray can type magnetic
particles, and portable ultraviolet light).
(2) Dead Weight Check
(a) The electromagnetic yoke shall demonstrate the ability to lift 10 pounds with a leg spacing
of two to four inches while operating on AC current. It shall demonstrate the ability to lift
either 30 pounds with a leg spacing of two to four inches or 50 pounds with a leg spacing
of four to six inches while operating on DC current.
(3) Lighting Requirements
(a) Magnetic particle inspection shall be performed in a darkened environment where the
ambient white light intensity does not exceed two foot candles.
(b) Ultraviolet lights used for magnetic particle inspection shall operate at a wavelength in the
range of 320 – 380 nanometers. Light intensity shall be at least 1000 microwatts per square
centimeter. Ultraviolet lights shall be energized for at least 10 minutes before use.
(c) The ultraviolet light and ambient light intensities shall be measured with a calibrated light
meter prior to each inspection.
D. Inspection
(1) Magnetic particle inspection shall be accomplished per ASTM E1444, ASTM E709, or equivalent
document. This section assumes the use of a portable magnetic particle system for use on an
airplane (electromagnetic yoke, spray can type magnetic particles, and portable ultraviolet light).
(2) Magnetic particle inspection can be accomplished through thin layers of paint. If the paint is
thick enough that it will interfere with the inspection, it shall be removed. Cleaning and paint
removal methods selected for a particular component shall be consistent with the contaminants
to be removed and shall not be detrimental to the component or its intended function.
NOTE: All cleaning materials must be approved for use by the appropriate Cessna Aircraft
Company Maintenance Manual, Structural Repair Manual, Component Maintenance
Manual, or Nondestructive Testing Manual.
(3) An adequate magnetic field for inspection shall be tested using a Hall Effect meter, field indicator
or equivalent detector. Quality indicators approved in ASTM E1444, ASTM E709 or equivalent
documents may be used to determine the presence of an adequate magnetic field.
(4) When possible, the preferred method of particle application is the continuous method.
(5) A minimum three-minute dark adaptation time is required before evaluating an inspection.
(6) Personnel shall not wear light-sensitive (photochromatic) lenses during the evaluation process.
6. GENERAL RADIOGRAPHY INSPECTION

A. General
(1) Radiographic inspection is a nondestructive inspection method used for the inspection of
airframe structure inaccessible or unsatisfactory for the application of other nondestructive test
methods. Radiographic inspection will show internal and external structural details of all types
of parts and materials. The inspection is accomplished by passing radiation through the part or
assembly to expose radiographic film. The processed film shows the structural details of the
part or assembly by variations in film density.

CESSNA®
MODEL 310P AND 310Q
B. Safety
(1) The use of radiation in nondestructive inspection presents a potential health hazard to operating
and adjacent personnel, unless all safety precautions and protective requirements are observed.
Information on radiation protection can be found in the Code of Federal Regulations Title 10
Parts 19, 20, and 34.6.1.2.
C. Requirements
(1) Radiographic inspection shall be accomplished in accordance with the procedures contained
or referenced in the Supplemental Inspection Document. ASTM E1742, Standard Practice
for Radiographic Examination, or equivalent shall be consulted for the general requirements
for radiographic inspection. In the event of a conflict between the text of the Supplemental
Inspection Document and ASTM E1742, the text of the Supplemental Inspection Document
shall take precedence.
(2) The use of radioactive isotopes is not permitted due to the inability to alter the characteristics of
the radiation produced.
CAUTION: THE USE OF RADIOACTIVE ISOTOPES FOR RADIOGRAPHIC

INSPECTION IS PROHIBITED.
(3) Abbreviations
KV = Kilovoltage
MAM = Milliampere minutes
SFD = Source to Film Distance
MAS = Milliampere seconds
(4) The film used for the radiographic inspection of this airplane shall be at least as sensitive to the
discontinuity as the film listed in the Supplemental Inspection Document. Equivalence shall be
established by either film manufacturer’s documentation or a recognized industry standard.
(5) A densitometer shall be used to determine the density of the radiographic film. It shall be capable
of reading film transmission density up to a maximum of 4.0 and have a density unit resolution
of at least 0.02. The calibration shall be checked within the last 90 days per ASTM E1079,
Standard Practice for Calibration of Transmission Densitometers, or equivalent.
D. Inspection Requirements
(1) Optimum densities are given for each inspection technique contained in this manual; however,
densities in the area of interest below 1.5 and above 3.7 are unacceptable for the radiographic
examination of this airplane.
NOTE: Settings specified in individual radiograph procedures in this manual were

established to provide quality radiographs. It may be necessary to vary the MA, time
and KV settings due to differences in equipment, film and method of processing in
order to achieve the contrast, sensitivity, and density specified. X-ray equipment is
considered acceptable provided it produces the quality radiographs specified for the
procedures contained in this manual.
(2) When intensifying screens are used, front screens are not permitted. The back screen shall be
at least 0.005 inch thick. The preferred screen material is lead. The back screen is not needed
if backscatter radiation will not interfere with the inspection. All screens shall be free of cracks,
creases, scratches, or foreign material that may interfere with the inspection.
NOTE: Fluorescent type screens shall not be used unless specifically stated in the
inspection technique.
(3) When Image Quality Indicators (IQI) are specified, they shall be placed toward the edge of the
film in a location where they do not interfere with the inspection.

CESSNA®
MODEL 310P AND 310Q
(4) Each film shall be tagged using lead letters or an equivalent for identification. The tag shall be
placed toward the edge of the film in a location that does not interfere with the inspection. At a
minimum, the tag shall have the following information:
(a) Inspection company identification
(b) Aircraft type and serial number
(c) The inspection being accomplished
(d) Date inspected
(e) Specific film location if inspection requires multiple radiographs
(5) After development, film shall be handled in such a way as to avoid damage to the image.

MODEL 310P AND 310Q
1. TITLE
Aileron Hinges and Fittings
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for fatigue cracks in the aileron attachent fittings.
4. PREPARATION
A. Clean the inspection area with solvent to remove dirt, grease, oil, and other substances that may
interfere with the inspection.
B. Remove paint from the aileron hinge assembly using an approved chemical paint stripper.
6. CRACK SIZE
Minimum detectable crack size: 0.10 Inch.
7. EQUIPMENT
The following equipment was used to develop this procedure. Equivalent fluorescent liquid penetrant
materials may be used, providing the material is a minimum of a Type 1, Level 3 sensitivity, capable
of achieving the requirements listed in Section IV, General, Fluorescent Liquid Penetrant section of
the Supplemental Inspection Document.
PART NUMBER QUANTITY DESCRIPTION

SKC-HF 1 SOLVENT CLEANER
Magnaflux
3624 West Lake Avenue
Glenview, IL 60025
ZL-27A 1 FLUORESCENT PENETRANT
Magnaflux
ZP-9F 1 DEVELOPER
Magnaflux
DSE-100X 1 DIGITAL RADIOMETER
Spectronics Corporation
956 Brush Hollow Rd.
Westbury, New York 11590
ZB-32A 1 PORTABLE BLACK LIGHT
Magnaflux
A. Surface Preparation.
(1) The aileron hinge attach fittings must be clean, dry, free of dirt, grease, oil, paint, or any
contaminants which would fill, mask, or close a defect open to the surface.
(a) Remove the paint in the area to be inspected using an approved chemical stripper. The
bearing areas around the inspection zone should be masked or protected.
(b) Rinse the area thoroughly with water and dry prior to applying cleaner.
(c) Prepare the inspection area by scrubbing the part surface with a cloth that is damp with
penetrant cleaner to remove any contamination.
27-10-04 Page 1
Section IV © Cessna Aircraft Company Jul 1/2006
MODEL 310P AND 310Q
(d) Thoroughly dry the area before you apply the penetrant.
B. Penetrant Application.
(1) Penetrant must be applied by spraying, dipping, or brushing to provide complete coverage of the
aileron attach fitting. The penetrant must completely cover the area of interest for a minimum of
20 to 30 minutes. The penetrant must not be allowed to dry on the part surface.
CAUTION: Do not use Type II (visible dye) penetrants for the inspection of the
airplane or airplane components.
C. Penetrant Removal.
(1) Remove the excess penetrant by first wiping the part surface with a dry, clean, lint-free cloth.
Remove the remainder of the excess penetrant with a solvent-dampened cloth. Do not flush
the surface of the component with solvent. Examine the inspection area under a black light to
make sure all of the surface penetrant is removed. Over-removal of the surface penetrant must
require that the component be cleaned and reprocessed. The part surface must be dried by
blotting with a clean, dry towel or cloth, or by evaporation.
D. Application of Developer.
(1) The aileron attach fittings must be dry before the application of the developer. Nonaqueous
developer must be applied by spraying and allowed to dry at ambient temperature. Apply the
developer as a uniform thin coating over the entire surface to be inspected. The minimum dwell
time for nonaqueous developers is 10 minutes. The dwell time starts after the developer is dry
on the component when using nonaqueous developers.
NOTE: The aerosol nonaqueous developer must be frequently agitated before and during
application.
E. Interpretation.
(1) The inspection area must consist of a darkened booth or an area where the ambient white light
does not exceed 2 foot candles when measured by a radiometer. Viewing areas for portable
fluorescent penetrant inspection must use a piece of dark canvas, a photographer's black cloth,
or other methods to reduce the white light background to the lowest level possible during the
inspection.
(2) The inspection area must be viewed using a black light that provides a minimum of 1000 micro
watts per square centimeter at the component surface. Do not position black lights closer than
6 inches from the inspection surface.
(3) All areas of fluorescence must be interpreted. Components with excessive background or
irrelevant indications which interfere with the detection of relevant indications must be cleaned
and reprocessed. Indications can be evaluated by wiping no more than twice. Magnifiers of 3X
to 10X can be used to interpret or evaluate indications.
F. Post Cleaning
(1) Remove all developer and penetrant material from the part surface using the appropriate
penetrant cleaner. Verification of adequate post-cleaning must be conducted using a black light.
G. Use the Discrepancy Report form in the Introduction, Figure 2 (Sheet 2), to report cracks found during
27-10-04 Page 2
MODEL 310P AND 310Q
1. TITLE
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for cracks in the main landing gear torque tube assembly.
4. PREPARATION
A. Refer to Section III, Supplemental Inspection Number 32-10-01, Figure 1.
B. Clean the main landing gear torque tube with solvent to remove dirt, grease, oil, loose paint, and other
substances that may interfere with the inspection.
NOTE: If the paint thickness in the inspection area exceeds 0.003 inch thick, it must be removed
to perform the magnetic particle inspection.
Magnetic particle inspection.
6. CRACK SIZE
7. EQUIPMENT
The following equipment is used to accomplish this inspection. Equivalent substitutes may be used
for the listed equipment. See Section IV - General for magnetic particle inspection requirements.
CAUTION: Do not use contact prods on the airplane or airplane components or parts.

Magnaglo 14AM 1 FLUORESCENT MAGNETIC PARTICLE BATH
(Aerosol Can) Magnaflux Corporation
7400 W. Lawrence Avenue
Chicago, IL 50656
ZB-23A 1 PORTABLE ULTRAVIOLET LIGHT
Magnaflux Corporation
500203 1 MAGNETIC FIELD STRENGTH INDICATOR
Uresco Inc.
10603 Midway Ave.
Cerrito, CA 90701
DA-200 1 ELECTROMAGNETIC YOKE
Parker Research Corp.
2642 Enterprise Rd.
Dunedin, FL 33528
Spectroline DSE-2000 1 LIGHT METER
Spectronics Corp.
Westbury, NY 11590
32-10-01 Page 1
MODEL 310P AND 310Q
8. QUALITY CONTROL
A. Electromagnetic Yoke Requirements
(1) The electromagnetic yoke must be capable of lifting a dead weight capacity of 10 pounds with a
leg spacing of 2 to 4 inches, while using alternating current (AC).
(2) The electromagnetic yoke must be capable of lifting a dead weight capacity of either 30 pounds
with a leg spacing of 2 to 4 inches or 50 pounds with a leg spacing of 4 to 6 inches while using
direct current (DC).
B. Light Requirements
(1) An inspection must be performed in a darkened environment where the ambient white light
intensity does not exceed 2 foot candles.
(2) Ultraviolet light used for magnetic particle inspection must operate at a wavelength in the range
of 320 to 380 nanometers. Light intensity must be at least 1000 microwatts per square centimeter
when measured at a distance of 15 inches from the filter.
(3) Ultraviolet and ambient light intensities must be measured with a calibrated light meter prior to
performing the inspection.
A. Remove all surface contamination, such as oil and grease, prior to performing this inspection.
B. Inspect both the forward and the aft torque tube retraction arms. Put the legs of the yoke in position
to inspect for cracks parallel and perpendicular to the welds at the base of the arm. Put the legs of the
yoke in position to inspect for cracks initiating at all 360 degrees of the arm attachment hole. Each
time the yoke is energized, perform steps C, D, and E. Refer Figure 1.
C. Apply the fluorescent magnetic particle bath to the torque tube. Stop the bath application and
immediately energize the yoke for approximately one second.
D. Using the ultraviolet light in a darkened area, inspect the designated areas for cracks.
E. Use the Discrepancy Report form in the Introduction, Figure 2 (Sheet 2), to report cracks found during
F. After completing the inspection, demagnetize the torque tube using the maximum alternating current.
The residual magnetic field must not exceed 3 Gauss.
32-10-01 Page 2
MODEL 310P AND 310Q

Figure 1 (Sheet 1)
32-10-01 Page 3
MODEL 310P AND 310Q
1. TITLE
Main Landing Gear Trunnion Attachment Fitting
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for cracks at the main gear trunnion collar attach point.
4. PREPARATION
A. Remove bushings (if applicable) from the hole.
B. Clean the fork with solvent to remove dirt, grease, oil, loose paint, and other substances that may
6. CRACK SIZE
7. EQUIPMENT
The following equipment was used to accomplish this inspection. Equivalent substitutes may be used
for the listed equipment. See Section IV - General for eddy current inspection requirements.

Model 19eII 1 IMPEDANCE PLANE EDDY CURRENT
INSTRUMENT
Staveley Instruments
421 N. Quay
Kennewick, WA 99336
MP905-60/2M 1 1/8-INCH SURFACE EDDY CURRENT PROBE
1-3 MHz NDT Engineering Corp.
19620 Russell Rd.
Kent, WA 98032
BPM-28/TF/2M FE7/16 1 5/16-INCH BOLT HOLE EDDY CURRENT
1-3 MHz PROBE
NDT Engineering Corp.
HRS-10S-0 1 COMBINED ALUMINUM SURFACE AND
BOLT HOLE EDDY CURRENT REFERENCE
STANDARD
A. Calibration for surface eddy current probe.
(1) Connect the probe to the eddy current instrument and adjust the instrument frequency to 1.5
MHz.
(2) Null the probe on the surface reference standard away from the calibration notches.
(3) Adjust the lift-off deflection on the impedance plane, so it runs horizontally and goes to the left
as the probe is lifted from the standard.
32-10-04 Page 1
MODEL 310P AND 310Q
(4) Set the sensitivity by adjusting the instrument controls to obtain a signal of at least three major
screen divisions of separation between the lift-off response and the signal from the 0.020-inch-
deep notch in the reference standard.
B. Calibration for bolt hole eddy current probe.
(1) Connect the probe to the eddy current instrument and adjust the instrument frequency to 1.5
MHz.
(2) Null the probe in the bolt hole reference standard with the probe turned away from the calibration
notch.
as the probe is lifted from the hole.
screen divisions of separation between the lift-off response and the signal from the 0.050-inch
corner notch in the reference standard.
C. Do a surface eddy current inspection around the edges and the base of the main landing gear trunnion
collar lugs. Refer to Figure 1.
D. Do a bolt hole eddy current inspection of the side brace attach holes. Hole size may vary from that
listed. Refer to Figure 1.
32-10-04 Page 2
MODEL 310P AND 310Q
Main Landing Gear Trunnion Attachment Fitting Inspection

Figure 1 (Sheet 1)
32-10-04 Page 3
MODEL 310P AND 310Q
1. TITLE
Nose Gear Fork
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for cracks in the nose gear fork.
4. PREPARATION
A. Remove the nose landing gear fork from the shock strut assembly. Refer to Section III, Supplemental
Inspection Number 32-20-00. Refer to Figure 1.
B. Clean the inspection area with solvent to remove dirt, grease, oil, and other substances that may
6. CRACK SIZE
7. EQUIPMENT
The following equipment was used to develop this inspection. Equivalent substitutes may be used for
the listed equipment. Refer to Section IV - General for eddy current inspection requirements.

Model 19eII 1 IMPEDANCE EDDY CURRENT INSTRUMENT
Staveley Instruments Incorporated
421 North Quay
Kennewick, WA 99336
MP905-60 1 1/8-INCH EDDY CURRENT PROBE
100-500 kHz NDT Engineering Corp.
19620 Russell Rd.
Kent, WA 98032
HRS-11A-0/050 1 COMBINED ALUMINUM SURFACE AND
STANDARD
VM101BS 5/16 1 5/16-INCH BOLT HOLE EDDY CURRENT
PROBE
VM Products
11208 62 Avenue
Puyallup, WA 98373
(1) Connect the surface probe to the eddy current instrument and adjust the instrument frequency
to 200 kHz.
32-20-00 Page 1
MODEL 310P AND 310Q

(1) Connect the probe to the eddy current instrument and adjust the instrument frequency to 200
kHz.
(2) Null the probe on the bolt hole reference with the probe turned away from the calibration notch.
(3) Adjust lift-off deflection on the impedance plane, so it runs horizontally and goes to the left as
the probe is lifted from the hole.
C. Do a surface eddy current inspection the two upper radii of the nose landing gear fork. Do a surface
eddy current inspection around the axle attach holes to include the two lower radii. Do a surface eddy
current inspection of the area around the center hole of the fork. Inspect both the inner and outer
surface. Refer to Figure 1.
D. Do a bolt hole eddy current inspection of the strut-to-fork attach holes on the shock strut. Do a bolt
hole eddy current inspection of the shock-to-strut attach holes on the fork. Hole diameter may vary
from that listed. Refer to Figure 1.
32-20-00 Page 2
MODEL 310P AND 310Q
Nose Gear Fork Inspection

Figure 1 (Sheet 1)
32-20-00 Page 3
MODEL 310P AND 310Q
1. TITLE
Cabin Door Retention
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for cracks in the door retention mechanism.
4. PREPARATION
A. Clean the parts prior to inspection with solvent to remove dirt, grease, oil, loose paint, and other
B. If paint thickness in the inspection area exceeds 0.003 inch, it must be removed to perform the
magnetic particle inspection.
Magnetic particle inspection and surface eddy current inspection.
6. CRACK SIZE
Minimum detectable crack size: 0.10 inch.
7. EQUIPMENT
The following equipment was used to develop this inspection. Equivalent substitutes may be used
for the listed equipment. See Section IV - General for magnetic particle and eddy current inspection
requirements.
CAUTION: Contact prods shall not be used on aircraft components or parts.

INSTRUMENT
Staveley Instruments
421 N. Quay
Kennewick, WA 99336
500203 1 MAGNETIC FIELD STRENGTH INDICATOR
Uresco, Inc.
10603 Midway Ave.
Cerrito, CA 90701
Magnaflux Corp.
7400 W. Lawrence Avenue
Chicago, IL 50656
Spectroline DSE-2000A 1 LIGHT METER
Spectronics Corp.
Westbury, NY 11590
Magnaglo 14AM 1 FLUORESCENT MAGNETIC PARTICLE BATH
(Aerosol Can) Magnaflux Corp.
52-10-00 Page 1
MODEL 310P AND 310Q

2642 Enterprise Rd.
Dunedin, FL 33528
MP905-60 100-500 kHz 1 1/8-INCH SURFACE EDDY CURRENT PROBE
19620 Russell Rd.
Kent, WA 98032
STANDARD
8. QUALITY CONTROL
A. Electromagnetic Yoke Requirements.
(1) The electromagnetic yoke must be capable of lifting a dead weight of 10 pounds with a leg
spacing of 2 to 4 inches while using alternating current (AC).
(2) The electromagnetic yoke must be capable of lifting a dead weight of either 30 pounds with a
leg spacing of 2 to 4 inches or 50 pounds with a leg spacing of 4 to 6 inches while using direct
current (DC).
B. Light Requirements.
(1) Inspection must be performed in a darkened environment where the ambient white light intensity
does not exceed 2 foot candles.
(2) Ultraviolet lights used for magnetic particle inspection must operate at a wavelength in the
range of 320 to 380 nanometers. Light intensity must be at least 1000 microwatts per square
centimeter.
(3) Ultraviolet and ambient light intensities mustbe measured with a calibrated light meter prior to
performing the inspection.
B. After disassembly, do a magnetic particle inspection of the cabin door latch bolt, lock arm, and bayonet
bolt (if applicable). Follow the instructions in steps C. through F. for each part.
C. Apply the fluorescent magnetic particle bath to the part. Stop the bath application and immediately
energize the yoke, using alternating current, for approximately one second.
D. Using an ultraviolet light in a darkened area, inspect for cracks in the area of interest.
E. After completing the inspection, demagnetize the part using maximum alternating current. The
maximum residual magnetic field must not exceed 3 Gauss.
F. Repeat this procedure for each part.
G. After disassembly, do a surface eddy current inspection of the cabin door handles. Follow the
instructions of steps H. through L. for each part.
H. Connect the probe to the eddy current instrument and adjust the instrument frequency to 200 kHz.
I. Null the probe on the surface reference standard away from the calibration notches.
J. Adjust the lift-off deflection on the impedance plane, so it runs horizontally and goes to the left as the
probe is lifted from the standard.
52-10-00 Page 2
MODEL 310P AND 310Q
K. Set the sensitivity by adjusting the instrument controls to obtain a signal of at least three major screen
divisions of separation between the lift-off response and the signal from the 0.020-inch-deep notch in
L. Inspect the part. Use the Discrepancy Report form in the Introduction, Figure 2 (Sheet 2), to report
cracks found during this inspection. If a crack is detected, replace the part or contact Cessna Propeller
Aircraft Product Support for possible repair instructions.
52-10-00 Page 3
MODEL 310P AND 310Q
1. TITLE
Emergency Exit Window Mechanism Inspection
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for cracks in the emergency exit window mechanism.
4. PREPARATION
A. As necessary, remove paint from parts requiring penetrant inspection.
B. Clean the parts prior to inspection with solvent to remove dirt, grease, oil, loose paint, and other
Fluorescent liquid penetrant inspection and surface eddy current inspection.
6. CRACK SIZE
7. EQUIPMENT
for the listed equipment. See Section IV - General for fluorescent liquid penetrant and surface eddy
current inspection requirements.

See Section IV - General 1 FLUORESCENT PENETRANT SYSTEM
for penetrant chemical
requirements
7400 W. Lawrence Ave.
Chicago, IL 50656
Spectroline DSE-2000A 1 LIGHT METER
Spectronics Corp.
Westbury, NY 11590
INSTRUMENT
Staveley Instruments, Inc.
421 North Quay
Kennewick, WA 99336
MP905-60 1 1/8-INCH SURFACE EDDY CURRENT PROBE
19620 Russell Rd.
Kent, WA 98032
52-20-00 Page 1
MODEL 310P AND 310Q

MP905-60/2M 1 1/8-INCH SURFACE EDDY CURRENT PROBE
1-3 MHz NDT Engineering Corp.
HRS-10S-0 1 COMBINED STEEL SURFACE AND BOLT HOLE
EDDY CURRENT REFERENCE STANDARD
STANDARD
8. QUALITY CONTROL
A. See Section IV - General for quality control requirements for fluorescent liquid penetrant materials
and ultraviolet light.
B. After disassembly, do a penetrant inspection of the shaft of each cable end. General instructions for
accomplishing the inspection can be found in Section IV - General.
C. After disassembly, do a surface eddy current inspection of each of the window catch locations.
Depending on the window configuration, the catch may be made of aluminum or steel. For the steel
catches, use the 1 - 3 MHz surface eddy current probe. For the aluminum catches, use the 100 - 500
kHz surface eddy current probe. Follow the instructions in steps D thru H for each part.
D. Connect the probe (be sure to use the probe appropriate to the material) to the eddy current instrument
and adjust the instrument frequency to 200 kHz for an aluminum catch or 1.5 MHz for a steel catch.
E. Null the probe on the surface reference standard away from the calibration notches. Be sure to use
the steel reference standard when inspecting a steel catch or the aluminum reference standard when
inspecting an aluminum catch.
F. Adjust the lift-off deflection on the impedance plane, so it runs horizontally and goes to the left as the
G. Set sensitivity by adjusting the instrument controls to obtain a signal of at least three major screen
H. Inspect the part. Scan the area around the hole and the area surrounding the bend radius. Use
the Discrepancy Report form in the Introduction, Figure 2 (Sheet 2), to report cracks found during
52-20-00 Page 2
MODEL 310P AND 310Q
1. TITLE
Horizontal Stabilizer Rear Spar Angle Attachment
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for fatigue cracks in the tailcone angle attachment to the horizontal stabilizer rear spar.
4. PREPARATION
A. Refer to Figure 1.
6. CRACK SIZE
7. EQUIPMENT
The following equipment was used to develop this inspection. Equivalent eddy current test equipment
may be used providing the equipment is capable of achieving the required frequency range and test
sensitivity.

Model 19eII 1 EDDY CURRENT INSTRUMENT
421 North Quay
Kennewick, WA 99336
VM101BS 5/16 1 BOLT HOLE EDDY CURRENT PROBE
100-500 kHz VM Products
11208 62 Ave.
Puyallup, WA 98373
STANDARD
NDT Engineering
19620 Russell Rd.
Kent, WA 98032
B. Connect the probe to the eddy current instrument and adjust the instrument frequency to 200 kHz.
C. Null the probe in the bolt hole reference standard with the probe turned away from the calibration
notch.
D. Adjust the lift-off deflection on the impedance plane, so it runs horizontally and goes to the left as the
probe is lifted from the hole.
53-10-03 Page 1
MODEL 310P AND 310Q
E. Set the sensitivity by adjusting the instrument controls to obtain a signal of at least three major screen
divisions of separation between the lift-off response and the signal from the 0.050-inch corner notch
in the reference standard.
F. Inspect the four attach holes common to the tailcone angle attachment. Inspect the entire depth of
each hole.
G. If no cracks are detected during this inspection, install the horizontal stabilizer. Refer to the Service
Manual.
H. Use the Discrepancy Report form in the Introduction, Figure 2 (Sheet 2), to report cracks found during
53-10-03 Page 2
MODEL 310P AND 310Q
Horizontal Stabilizer Assembly Rear Spar Angle Attachment

Figure 1 (Sheet 1)
53-10-03 Page 3
MODEL 310P AND 310Q
Horizontal Stabilizer Assembly Rear Spar Angle Attachment

Figure 1 (Sheet 2)
53-10-03 Page 4
MODEL 310P AND 310Q
1. TITLE
Engine Support Beams
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for cracks in the engine beam support structure.
4. PREPARATION
A. Refer to Figure 1.
6. CRACK SIZE
7. EQUIPMENT
The following equipment was used to develop this procedure. Equivalent substitutes may be used for
the listed equipment. See Section IV - General for eddy current inspection requirements.

INSTRUMENT
421 North Quay
Kennewick, WA 99336
19620 Russell Road
Kent, WA 98032
MP905-60/2M 1-3 MHz 1 1/8 -INCH SURFACE EDDY CURRENT PROBE
HRS-10S-0 1 COMBINED STEEL SURFACE AND BOLT HOLE
EDDY CURRENT REFERENCE STANDARD
STANDARD
A. After disassembly, do a surface eddy current inspection of the areas described in Figure 1. Depending
on the configuration, some engine mount parts may be made of aluminum or steel. For the steel parts,
use the 1-3 MHz surface eddy current probe. For the aluminum parts, use the 100-500 kHz surface
eddy current probe.
54-10-00 Page 1
MODEL 310P AND 310Q
B. Connect the probe (be sure to use the probe appropriate to the material) to the eddy current instrument
and adjust the instrument frequency to 200 kHz for an aluminum part or 1.5 MHz for a steel part.
C. Null the probe on the surface reference standard away from the calibration notches. Be sure to use
the steel reference standard when inspecting a steel part or the aluminum reference standard when
inspecting an aluminum part.
D. Adjust the lift-off deflection on the impedance plane, so it runs horizontally and goes to the left as the
E. Set sensitivity by adjusting the instrument controls to obtain a signal of at least three major screen
F. Inspect around the circumference of each fastener common to the engine beam or the engine mount
shown in Figure 1. Inspect around the open holes of the engine mounts.
54-10-00 Page 2
MODEL 310P AND 310Q
Engine Beam Inspection

Figure 1 (Sheet 1)
54-10-00 Page 3
MODEL 310P AND 310Q
Engine Beam Inspection

Figure 1 (Sheet 2)
54-10-00 Page 4
MODEL 310P AND 310Q
1. TITLE
Horizontal Stabilizer Forward Spar Upper Cap
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for cracks in the horizontal stabilizer forward spar upper cap.
4. PREPARATION
A. Remove 13 fasteners from the horizontal stabilizer assembly forward upper spar cap, one at BL 0.00,
and six adjacent fasteners on each side of BL 0.00. Refer to Figure 1.
6. CRACK SIZE
7. EQUIPMENT

INSTRUMENT
421 North Quay
Kennewick, WA 99336
19620 Russell Rd.
Kent, WA 98032
VM101BS 1 5/32-INCH BOLT HOLE EDDY CURRENT PROBE
5/32 Inch VM Products
11208 62 Ave.
Puyallup, WA 98373
STANDARD
kHz.
(2) Null the probe on the surface reference standard hole away from the calibration notches.
the probe is lifted from the standard.
55-10-02 Page 1
MODEL 310P AND 310Q
(4) Set the sensitivity by adjusting the instrument gain controls to obtain a signal of at least three
major screen divisions of separation between the lift-off response and the signal from the 0.020-
inch-deep notch in the reference standard.
kHz.
(2) Null the probe on the surface reference standard away from the calibration notch.
C. Inspect the 13 holes (one at BL 0.00 and six on each side) opened in the forward upper spar cap.
Inspect the entire depth of each hole using the bolt hole eddy current method. Include any brackets
attached to the far side of the assembly as part of the hole. Use the surface eddy current method to
inspect the outer skin surface surrounding each hole. Figure 1, Sheet 4 presents a typical hole cross
section.
D. If no cracks are detected during this inspection, install MS20426AD5 Rivets and install the horizontal
stabilizer. Refer to the Service Manual.
55-10-02 Page 2
MODEL 310P AND 310Q
Horizontal Stabilizer Assembly Forward Spar Upper Cap Inspection

Figure 1 (Sheet 1)
55-10-02 Page 3
MODEL 310P AND 310Q

Figure 1 (Sheet 2)
55-10-02 Page 4
MODEL 310P AND 310Q

Figure 1 (Sheet 3)
55-10-02 Page 5
MODEL 310P AND 310Q
1. TITLE
Horizontal Stabilizer Forward Spar Lower Cap
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for fatigue cracks in the horizontal stabilizer forward spar lower cap.
4. PREPARATION
A. Remove 13 fasteners from the horizontal stabilizer assembly forward lower spar cap, one at BL 0.00,
and six adjacent fasteners on each side of BL 0.00. Refer to Figure 1.
6. CRACK SIZE
7. EQUIPMENT

INSTRUMENT
421 North Quay
Kennewick, WA 99336
100-500 kHz NDT Engineering
19620 Russell Rd.
Kent, WA 98032
VM101BS 5/32 1 5/32-INCH BOLT HOLE EDDY CURRENT PROBE
VM Products
11208 62 Ave.
Puyallup, WA 98373
HRS-11A-0/050 COMBINED ALUMINUM SURFACE AND
STANDARD
kHz.
55-10-03 Page 1
MODEL 310P AND 310Q
kHz.
notch.
inch corner notch in the reference standard.
C. Inspect the 13 holes (one at BL 0.00 and six on each side) opened in the forward lower spar cap.
Inspect the entire depth of each hole using the bolt hole eddy current method. Include any brackets
attached to the far side of the assembly as part of the hole. Use the surface eddy current method to
inspect the outer skin surface surrounding each hole. Figure 1, Sheet 4 presents a typical hole cross
section.
D. If no cracks are detected during this inspection, install MS20426AD5 Rivets and reinstall the horizontal
stabilizer. Refer to the Service Manual.
E. If a crack is detected, use the Discrepancy Report form in the Introduction, Figure 2 (Sheet 2), to
report cracks found during this inspection. If a crack is detected, replace the part or contact Cessna
Propeller Aircraft Product Support for possible repair instructions.
55-10-03 Page 2
MODEL 310P AND 310Q
Horizontal Stabilizer Assembly Forward Spar Lower Cap Inspection

Figure 1 (Sheet 1)
55-10-03 Page 3
MODEL 310P AND 310Q

Figure 1 (Sheet 2)
55-10-03 Page 4
MODEL 310P AND 310Q

Figure 1 (Sheet 3)
55-10-03 Page 5
MODEL 310P AND 310Q
1. TITLE
Horizontal Stabilizer Forward Spar Attach
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for fatigue cracks in the horizontal stabilizer forward spar attach points.
4. PREPARATION
A. Remove the horizontal stabilizer forward spar attach bolts. Refer to Figure 1.
6. CRACK SIZE
7. EQUIPMENT
listed equipment. See Section IV - General for eddy current inspection requirements.

INSTRUMENT
Staveley Instruments Incorporated
421 North Quay
Kennewick, WA 99336
VM Products
11208 62 Avenue
Puyallup, WA 98373
HRS-11A-0/050 1 COMBINED ALUMINUM SURFACE AND BOLT
HOLE EDDY CURRENT REFERENCE STANDARD
19620 Russell Rd.
Kent, WA 98032
A. Connect the probe to the eddy current instrument and adjust the instrument frequency to 200 kHz.
B. Null the probe in the bolt hole reference standard with the probe turned away from the calibration
notch.
C. Adjust lift-off deflection on the impedance plane, so it runs horizontally and goes to the left as the
D. Set the sensitivity by adjusting the instrument controls to obtain a signal of at least three screen
divisions of separation between the lift-off response and the original signal from the 0.050-inch corner
notch in the reference standard.
55-10-04 Page 1
MODEL 310P AND 310Q
E. Do a bolt hole eddy current inspection of the horizontal stabilizer forward spar attach bolt holes on
both the fuselage and stabilizer. Inspect the entire depth and circumference of each hole. Figure 1,
Sheet 4 shows a typical cross-section of the holes.
F. If no cracks are detected during this inspection, install the horizontal stabilizer. Refer to the Service
Manual.
55-10-04 Page 2
MODEL 310P AND 310Q
Horizontal Stabilizer Assembly Forward Spar Attach Inspection

Figure 1 (Sheet 1)
55-10-04 Page 3
MODEL 310P AND 310Q
Horizontal Stabilizer Assembly Forward Spar Attach Inspection

Figure 1 (Sheet 2)
55-10-04 Page 4
MODEL 310P AND 310Q
1. TITLE
Horizontal Stabilizer Rear Spar Lower Cap Attach
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for cracks in the horizontal stabilizer rear spar lower cap attach points.
4. PREPARATION
A. Remove the attach bolts on the horizontal stabilizer rear spar lower cap. Refer to Figure 1.
6. CRACK SIZE
7. EQUIPMENT

INSTRUMENT
421 North Quay
Kennewick, WA 99336
19620 Russell Rd.
Kent, WA 98032
VM Products
11208 62 Ave.
Puyallup, WA 98373
STANDARD
kHz.
55-10-05 Page 1
MODEL 310P AND 310Q
screen divisions of separation between the lift-off response and the signal from 0.020- inch-deep
kHz.
notch.
screen divisions of separation between the lift-off response and the signal from 0.050-inch corner
C. Do a bolt hole eddy current inspection of the horizontal stabilizer rear spar lower attach holes. Inspect
the entire depth and circumference of each hole, except the skin. Do a surface eddy current inspection
of the skin immediately adjacent to the attach holes. Figure 1, Sheet 3 shows a typical cross-section
of the holes.
D. If no cracks are detected during this inspection, install the horizontal stabilizer. Refer to the Service
Manual.
55-10-05 Page 2
MODEL 310P AND 310Q
Horizontal Stabilizer Assembly Rear Spar Lower Cap Attach Inspection

Figure 1 (Sheet 1)
55-10-05 Page 3
MODEL 310P AND 310Q

Figure 1 (Sheet 2)
55-10-05 Page 4
MODEL 310P AND 310Q

Figure 1 (Sheet 3)
55-10-05 Page 5
MODEL 310P AND 310Q
1. TITLE
Horizontal Stabilizer Rear Spar Upper Cap, BL 0.00
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for cracks in the horizontal stabilizer rear spar upper cap.
4. PREPARATION
A. Remove four fasteners, two fasteners outboard left and two fasteners outboard right of BL 0.00, on
the horizontal stabilizer rear spar upper cap. Refer to Figure 1.
6. CRACK SIZE
7. EQUIPMENT

INSTRUMENT
421 North Quay
Kennewick, WA 99336
19620 Russell Rd.
Kent, WA 98032
VM Products
11208 62 Ave.
Puyallup, WA 98373
STANDARD
A. Calibration for the surface eddy current probe.
kHz.
(2) Null the probe on the surface eddy current reference standard away from the calibration notches.
55-10-06 Page 1
MODEL 310P AND 310Q
B. Calibration for the bolt hole eddy current probe.
kHz.
notch.
C. Do a bolt hole eddy current inspection of the four horizontal stabilizer rear spar upper holes at BL
0.00. Inspect the entire depth and circumference of each hole, except the skin. Do a surface eddy
current inspection of the skin immediately adjacent to each hole. Figure 1, Sheet 3 shows a typical
cross-section of the holes.
D. If no cracks are detected during this inspection, install four each MS20470AD4 Rivets in the horizontal
stabilizer rear spar upper cap. Install the horizontal stabilizer. Refer to the Service Manual.
55-10-06 Page 2
MODEL 310P AND 310Q
Horizontal Stabilizer Assembly Rear Spar Upper Cap, BL 0.00 Inspection

Figure 1 (Sheet 1)
55-10-06 Page 3
MODEL 310P AND 310Q

Figure 1 (Sheet 2)
55-10-06 Page 4
MODEL 310P AND 310Q

Figure 1 (Sheet 3)
55-10-06 Page 5
MODEL 310P AND 310Q
1. TITLE
Horizontal Stabilizer Rear Spar Lower Cap, BL 0.00
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for cracks in the horizontal stabilizer rear spar lower cap.
4. PREPARATION
A. Remove two fasteners, one outboard left and one outboard right of BL 0.00, from the horizontal
stabilizer rear spar lower cap. Refer to Figure 1.
6. CRACK SIZE
7. EQUIPMENT

INSTRUMENT
421 North Quay
Kennewick, WA 99336
VM Products
11208 62 Ave.
Puyallup, WA 98373
19620 Russell Rd.
Kent, WA 98032
STANDARD
kHz.
(3) Adjust the lift-off deflection on impedance plane, so it runs horizontally and goes to the left as
55-10-07 Page 1
MODEL 310P AND 310Q
kHz.
notch.
(3) Adjust the lift-off deflection on impedance plane, so it runs horizontally and goes to the left as
C. Do a bolt hole eddy current inspection of the four horizontal stabilizer rear spar lower holes at BL
0.00. Inspect the entire depth and circumference of each hole, except the skin. Do a surface eddy
current inspection of the skin immediately adjacent to each hole. Figure 1, Sheet 3 shows a typical
cross-section of the holes.
D. If no cracks are detected during this inspection, complete the steps that follow.
(1) Install two MS20426AD4 Rivets in the horizontal stabilizer rear spar lower cap.
(2) Install the horizontal stabilizer. Refer to the Service Manual.
55-10-07 Page 2
MODEL 310P AND 310Q
Horizontal Stabilizer Assembly Rear Spar Lower Cap, BL 0.00 Inspection

Figure 1 (Sheet 1)
55-10-07 Page 3
MODEL 310P AND 310Q

Figure 1 (Sheet 2)
55-10-07 Page 4
MODEL 310P AND 310Q

Figure 1 (Sheet 3)
55-10-07 Page 5
MODEL 310P AND 310Q
1. TITLE
Elevator Hinges and Fittings
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for cracks at the elevator hinges and fittings.
4. PREPARATION
6. CRACK SIZE
Minimum detectable crack size: 0.080 inch (open hole), 0.150 inch (around fastener or bearing).
7. EQUIPMENT

INSTRUMENT
421 North Quay
Kennewick, WA 99336
19620 Russell Rd.
Kent, WA 98032
STANDARD
B. Null the probe on the surface reference standard away from the calibration notches.
C. Adjust the lift-off deflection on impedance plane, so it runs horizontally and goes to the left as the
D. Set the sensitivity by adjusting the instrument controls to obtain a signal of at least three major screen
E. Do a surface eddy current inspection of the left and right elevator attach points on the elevator and
the horizontal stabilizer. Scan immediately adjacent to the holes and bearing edges. Scan around
fasteners common to the attach brackets. Refer to Figure 1.
55-20-01 Page 1
MODEL 310P AND 310Q
F. Use the Discrepancy Report form in the Introduction, Figure 2 (Sheet 2), to report cracks found during
55-20-01 Page 2
MODEL 310P AND 310Q
Elevator Hinges and Fittings Inspection

Figure 1 (Sheet 1)
55-20-01 Page 3
MODEL 310P AND 310Q
Elevator Hinges and Fittings Inspection

Figure 1 (Sheet 2)
55-20-01 Page 4
MODEL 310P AND 310Q
1. TITLE
Rudder Hinges and Fittings
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for cracks at the rudder hinges and fittings.
4. PREPARATION
6. CRACK SIZE
Minimum detectable crack size:
0.080 Inch - Open hole.
0.150 inch - Around fastener or bearing.
7. EQUIPMENT

INSTRUMENT
421 North Quay
Kennewick, WA 99336
19620 Russell Rd.
Kent, WA 98032
STANDARD
19620 Russell Rd.
Kent, WA 98032
B. Null the probe on the surface reference standard away from the calibration notches.
C. Adjust the lift-off deflection on the impedance plane, so it runs horizontally and goes to the left as the
D. Set sensitivity by adjusting the instrument controls to obtain a signal of at least three major screen
divisions of separation between the lift-off response and the signal from the 0.020- inch-deep notch
55-30-01 Page 1
MODEL 310P AND 310Q
E. Do a surface eddy current inspection of the rudder attach points on the rudder and the vertical
stabilizer. Scan immediately adjacent to the holes and bearing edges. Scan around fasteners
common to the attach brackets. Refer to Figure 1.
55-30-01 Page 2
MODEL 310P AND 310Q
Rudder Hinges and Fittings Inspection

Figure 1 (Sheet 1)
55-30-01 Page 3
MODEL 310P AND 310Q
Rudder Hinges and Fittings Inspection

Figure 1 (Sheet 2)
55-30-01 Page 4
MODEL 310P AND 310Q
1. TITLE
Vertical Stabilizer Rear Spar Cap Attach
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for cracks in the vertical stabilizer rear spar cap attach points.
4. PREPARATION
A. Remove the vertical stabilizer rear spar cap attach bolts. Refer to Figure 1.
CAUTION: Do not remove more than one bolt at a time while performing this
inspection.
6. CRACK SIZE
7. EQUIPMENT
the equipment listed. See Section IV - General for eddy current inspection requirements.

INSTRUMENT
421 North Quay
Kennewick, WA 99336
VM Products
11208 62 Ave.
Puyallup, WA 98373
STANDARD
19620 Russell Rd.,
Kent, WA 98032
B. Null the probe in the bolt hole reference standard hole with the probe turned away from the calibration
notch.
C. Adjust lift-off deflection impedance plane, so it runs horizontally and deflects from right to left as the
55-30-02 Page 1
MODEL 310P AND 310Q
D. Set the sensitivity by adjusting the instrument controls to obtain at least three major screen divisions of
separation between the signal of the lift-off response and the signal from the 0.050-inch corner notch
E. Refer to Figure 1, Sheet 3. Do a bolt hole eddy current inspection of the four attach point holes at
both the vertical stabilizer and the fuselage bulkhead. Inspect the circumference of each layer in each
hole.
NOTE: There is a nutplate installed on the forward side of the vertical stabilizer attach hole at the
fuselage bulkhead. This may restrict the total depth of penetration into the hole.
TYPICAL HOLE LAYER THICKNESS (INCH)

LAYER LOWER HOLE UPPER HOLE
AFT VERTICAL STABILIZER
1 Doubler (0.040)
2 Angle (0.050)
3 Channel (0.040)
FUSELAGE BULKHEAD
4 Aft Angle (0.050) Aft Spacer (0.050)
5 Upper Bulkhead (0.025)
6 Lower Bulkhead (0.063) Lower Bulkhead (0.063)
7 Forward Angle (.040) Forward Spacer (0.050)
FORWARD
55-30-02 Page 2
MODEL 310P AND 310Q
Vertical Stabilizer Assembly Rear Spar Cap Attach Point Inspection

Figure 1 (Sheet 1)
55-30-02 Page 3
MODEL 310P AND 310Q

Figure 1 (Sheet 2)
55-30-02 Page 4
MODEL 310P AND 310Q

Figure 1 (Sheet 3)
55-30-02 Page 5
MODEL 310P AND 310Q
1. TITLE
Wing Rib Improvement - Main Landing Gear Side Brace
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for cracks in the main landing gear side brace support.
4. PREPARATION
6. CRACK SIZE
7. EQUIPMENT

Model 19eII 1 EDDY CURRENT INSTRUMENT
421 North Quay
Kennewick, WA 99336
VM202AF-6 shielded 1 SURFACE EDDY CURRENT PROBE
absolute coil, 0.10" coil VM Products
diameter, 11208 62 Avenue
100-500 kHz Puyallup, WA 98373
VM89A 1 REFERENCE STANDARD
VM Products
The reference Standard Notch Depths for the Surface Eddy Current are 0.008 inch, 0.020 inch, and
0.040 inch.
A. Connect the surface probe to the eddy current instrument and adjust the instrument frequency to 200
kHz.
B. Null the probe on the surface reference standard away from the calibration notch.
C. Adjust the lift-off on the impedance plane instrumentation, so the deflection of the lift-off trace is
horizontal and deflects from right to left as the probe is lifted from the part surface.
D. Adjust the instrument gain controls to obtain a signal amplitude response from the 0.02 inch depth
calibration notch that is a minimum of two major screen divisions.
E. Inspect for cracks on the forward and aft sides of the wheel well ribs. If the airplane is modified by the
addition of a doubler, the doubler must be inspected. Observe the phase and amplitude changes on
the eddy current instrument. Refer to Figure 1.
57-10-03 Page 1
MODEL 310P AND 310Q
F. If an indication is noted, carefully repeat the inspection in the opposite direction of probe rotation to
verify the indication.
G. Use the Discrepancy Report form in the Introduction, Figure 2 (Sheet 2) to report cracks found during
57-10-03 Page 2
MODEL 310P AND 310Q
Wing Rib Improvement - Main Landing Gear Side Brace Inspection

Figure 1 (Sheet 1)
57-10-03 Page 3
MODEL 310P AND 310Q
1. TITLE
Lower Wing Rear Spar Cap Splice
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for cracks in the wing lower rear spar cap flanges and the lower rear spar splice angles.
4. PREPARATION
A. Remove the four fasteners common to the lower rear spar cap flanges and the lower rear spar cap
splice angles at the outboard end of the splice at WS 80.13. Refer to Figure 1.
6. CRACK SIZE
7. EQUIPMENT
The following equipment was used to develop this procedure. Equivalent eddy current test equipment
may be used providing the equipment is capable of achieving the required frequency range and test
sensitivity.

INSTRUMENT
421 North Quay
Kennewick, WA 99336

VM Products
11208 62 Ave.
Puyallup, WA 98373
57-10-04 Page 1
MODEL 310P AND 310Q

19620 Russell Rd.
Kent, WA 98032
STANDARD
Aluminum Surface 1 REFERENCE STANDARD
Reference Standard: A commercially available surface standard for
EDM surface notch (NIST calibration of the unit.
traceable) depth: 0.020 inch.
A. Bolt Hole Inspection
(1) Connect the bolt hole probe (0.156 inch diameter) to the eddy current instrument and adjust the
instrument frequency to 200 kHz.
(2) Null the probe in the appropriate reference standard hole away from the calibration notch.
(3) Adjust the lift-off on the impedance plane instrumentation, so the deflection of the lift-off trace is
horizontal and deflects from right to left as the probe is lifted from the part surface.
(4) Adjust the instrument gain controls to obtain a signal amplitude response from the calibration
notch that is a minimum of two major screen divisions.
(5) Inspect the inner circumference of each hole common to the wing lower rear spar cap flanges
and the lower rear spar cap splice angles. Inspect the entire depth of each hole. Observe the
phase and amplitude changes on the eddy current instrument. Refer to Figure 1.
(6) If an indication is noted, carefully repeat the inspection in the opposite direction of probe rotation
to verify the indication.
(7) If no crack is found, install the MS20426AD fasteners of appropriate size and grip length.
(8) Use the Discrepancy Report form in the Introduction, Figure 2 (Sheet 2), to report cracks found
during this inspection. If a crack is detected, replace the part or contact Cessna Propeller Aircraft
Product Support for possible repair instructions.
B. Surface Inspection
(1) Standardize the eddy current instrument in accordance with the manufacturer's instructions
using an operating frequency of 200 kHz.
(2) Adjust the instrument parameters such that the lift-off is placed horizontal and to the left of the
null point on the impedance plane.
(3) Using the surface crack standard, adjust the instrument parameters to achieve a minimum
vertical separation of three major divisions between the null point and the 0.020-inch-deep
surface notch indication.
(4) Perform a surface inspection immediately adjacent to the holes in the attach fitting. Inspect both
the forward and aft side of each hole. Perform a surface inspection in each radius and along the
free edges of the attach fitting.
57-10-04 Page 2
MODEL 310P AND 310Q
Lower Wing Rear Spar Cap at Splice Inspection

Figure 1 (Sheet 1)
57-10-04 Page 3
MODEL 310P AND 310Q
Lower Wing Rear Spar Cap at Splice Inspection

Figure 1 (Sheet 2)
57-10-04 Page 4
MODEL 310P AND 310Q
1. TITLE
Lower Rear Carry-Thru Spar Cap
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for cracks in the fastener holes at the lower rear carry-thru and spar at BL 19.33.
4. INSTRUCTIONS FOR FIRST INSPECTION AND EVERY FIFTH INSPECTION THEREAFTER:

PREPARATION
A. Remove attach fitting from airplane.
6. CRACK SIZE
7. EQUIPMENT

INSTRUMENT
421 North Quay
Kennewick, WA 99336
19620 Russell Rd.
Kent, WA 98032
VM Products
11208 62 Ave.
Puyallup, WA 98373
STANDARD
A. Calibrate the surface eddy current probe.
kHz.
57-10-05 Page 1
MODEL 310P AND 310Q
(4) Set sensitivity by adjusting the instrument controls to obtain a signal of at least three major screen
divisions of separation between the lift-off response and the signal from the 0.020-inch-deep
kHz.
notch.
(4) Set sensitivity by adjusting the instrument controls to obtain a signal of at least three major screen
divisions of separation between the lift-off response and the signal from the 0.050-inch corner
C. Do a surface eddy current inspection around the fasteners. Inspect the forward spar cap radius, and
aft spar cap radius for a distance of 7 inches inboard from the attach point. Do a surface eddy current
inspection of the free edges of the attach fitting. Refer to Figure 1.
D. Do a bolt hole eddy current inspection of all the holes common to the spar and fuselage frame, which
were opened for the removal of the attach fitting. Do a bolt hole eddy current inspection of the holes
in the attach fitting. Inspect the entire depth and circumference of each hole. Refer to Figure 1.
E. If no cracks are found, install new bolts in the spar caps and attach fittings.
9. INSTRUCTIONS FOR ALL OTHER INSPECTIONS (SECOND THRU FIFTH, SEVENTH THRU TENTH,
ETC.)
PREPARATION
A. Remove the two end bolts from the vertical flanges of the wing lower carry-thru rear spar cap, common
to the attach fitting at the inboard end of the fitting.

11. CRACK SIZE

12. EQUIPMENT
57-10-05 Page 2
MODEL 310P AND 310Q

Model-19eII 1 IMPEDANCE PLANE EDDY CURRENT
INSTRUMENT
421 North Quay
Kennewick, WA 99336
VM Products
11208 62 Ave.
Puyallup, WA 98373
STANDARD

B. Null the probe on the bolt hole reference standard with the probe turned away from the calibration
notch.
divisions of separation between the lift-off response and the signal from the 0.050-inch-deep corner
E. Do a bolt hole eddy current inspection of the most inboard two holes common to the spar and fuselage
frame. Inspect the entire depth and circumference of each hole. Refer to Figure 1.
F. If no cracks are found, install new bolts in the spar caps and attach fittings.
57-10-05 Page 3
MODEL 310P AND 310Q
Lower Rear Carry-Thru Spar Cap, BL 19.33, Inspection

Figure 1 (Sheet 1)
57-10-05 Page 4
MODEL 310P AND 310Q
Lower Rear Carry-Thru Spar Cap, BL 19.33, Inspection

Figure 1 (Sheet 2)
57-10-05 Page 5
CESSNA®
MODEL 310P AND 310Q
1. TITLE
Lower Main Wing Spar Cap Inspection and Modification
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for fatigue cracks in the spar reinforcing straps.
4. PREPARATION
A. Remove panels in the lower nacelle to allow access to the spar reinforcing straps. If the NDI inspector
can not reach fasteners for inspection, it will be necessary to remove the lower nacelle skins.
B. Remove the heat shields to allow access to the surface of the spar reinforcing straps.
C. Clean the inspection area with solvent to remove dirt, grease, oil, loose paint, and other substances
that may interfere with the inspection.
6. CRACK SIZE
7. EQUIPMENT
for the listed equipment. Refer to Section IV, Inspection Methods and Requirements, for eddy current
inspection requirements.

INSTRUMENT
Olympus NDT (formerly Staveley Instruments, Inc)
Phone: 781-419-3900
Fax: 781-419-3980
Email: info@olympusndt.com
Web: http://www.olympusndt.com
MP905-60 100-500 kHz 1 1/8-INCH SURFACE EDDY CURRENT PROBE
(NOTE 1) Olympus NDT (formerly NDT Engineering Corp.)
SRS-0824A (NOTE 2) 1 ALUMINUM SURFACE EDDY CURRENT
REFERENCE STANDARD
Olympus NDT (formerly NDT Engineering Corp.)
NOTE 1: Different drop lengths and shaft lengths may be needed to reach some areas.
NOTE 2: Reference standard needs a 0.020 Inch deep EDM notch for this inspection.

Section IV © TEXTRON AVIATION INC. Aug 15/2019
CESSNA®
MODEL 310P AND 310Q
A. Set up the eddy current instrument.
NOTE: Use the reference standard appropriate to the material for inspection.
(1) Connect the probe to the eddy current instrument and adjust the instrument frequency
(a) Use approximately 200 kHz for aluminum spar cap reinforcing strap.
NOTE: Instrument frequency may vary depending on the instrument and surface probe
used.
(2) Put the probe on the surface reference standard away from the calibration notches.
(3) Null or balance the instrument.
(4) Adjust lift-off deflection on the impedance plane so that it runs horizontal and goes to the left as
B. Examine the surface of the spar cap reinforcing strap around each fastener location. Refer to Figure
1.
C. Examine along the edges of the spar cap reinforcing straps where accessible. Refer to Figure 1.
D. Use the Discrepancy Report form in Supplemental Inspection Document Introduction, to report
crack(s), corrosion, or damage that is found during this inspection. If corrosion, or damage is found,
replace the part or repair the part in accordance with the Model 310 Service Manual. If a repair for
corrosion, or damage is required (for a repair that is not available in the Model 310 Service Manual),
contact Cessna Customer Service for possible repair instructions or replace the part.

CESSNA®
MODEL 310P AND 310Q
Lower Main Wing Spar Cap Inspection

Figure 1 (Sheet 1)

MODEL 310P AND 310Q
1. TITLE
Lower Aft Auxiliary Spar Cap
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for cracks in the lower aft auxiliary spar cap from 3.0 inches inboard of WS 71.91 to 3.0 inches
outboard of WS 71.91.
4. PREPARATION
A. Remove the engine nacelle and the attaching frame to gain external access to the aft auxiliary spar
in the inspection area.
B. Remove the fasteners common to the skin and lower auxiliary spar cap from 3.00 inches inboard of
WS 71.91 to 3.00 inches outboard of WS 71.91. Refer to Figure 1.
C. Clean the inspection area with solvent to remove dirt, grease, oil, and other substances that may
6. CRACK SIZE
7. EQUIPMENT

INSTRUMENT
421 North Quay
Kennewick, WA 99336
VM Products
11208 62 Ave.
Puyallup, WA 98373
9620 Russell Rd.
Kent, WA 98032
STANDARD
kHz.
57-10-07 Page 1
MODEL 310P AND 310Q
kHz.
notch.
C. For airplanes 310P0001 thru 310P0240, do a bolt hole eddy current inspection of the inner
circumference of the fastener holes common to the skin and lower aft auxiliary spar cap, from three
inches inboard of WS 71.91 to the first fastener outboard of WS 71.91. Inspect the entire depth of
each hole. Observe the phase and amplitude changes on the eddy current instrument. Refer to
Figure 1.
D. For airplanes 310Q0001 thru 310Q1160, do a bolt hole eddy current inspection of the inner
circumference of the fastener holes common to the skin and lower aft auxiliary spar cap, from three
inches inboard to three inches outboard of WS 71.91. Inspect the entire depth of each hole. Observe
the phase and amplitude changes on the eddy current instrument. Refer to Figure 1.
E. Do a surface eddy current inspection of the skin immediately adjacent to the fastener holes opened
for this inspection. Refer to Figure 1.
F. If no cracks are found, install MS20470AD fasteners of appropriate size and grip length.
57-10-07 Page 2
MODEL 310P AND 310Q
Lower Aft Auxiliary Spar Cap Inspection at WS 71.91

Figure 1 (Sheet 1)
57-10-07 Page 3
MODEL 310P AND 310Q
1. TITLE
Lower Carry-Thru Main Spar Cap
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for cracks in the lower carry-thru main spar cap at the inboard side of the attach point, WS
18.13.
4. PREPARATION
A. Gain access to the area. See Figure 1.
B. Remove the fittings.
6. CRACK SIZE
7. EQUIPMENT

INSTRUMENT
421 North Quay
Kennewick, WA 99336

VM Products
11208 62 Ave.
Puyallup, WA 98373
VM Products
19620 Russell Rd.
Kent, WA 98032
STANDARD
57-10-08 Page 1
MODEL 310P AND 310Q
kHz.
kHz.
notch.
C. On the airplane, do a bolt hole eddy current inspection of the holes common to the lower channel,
which were opened by the removal of the fitting. Inspect the entire circumference and depth of each
hole. Refer to Figure 1 for a typical hole cross-section.
D. On the airplane, do a surface eddy current inspection of the forward and aft radii of the lower channel
from the outboard edge of the channel to 8.00 inches inboard.
E. Do a bolt hole eddy current inspection of the holes in the attach fitting that were common to the
channel. Inspect the entire circumference and depth of each hole.
F. Do a surface eddy current inspection of each radii and free edge of the attach fitting.
G. If no cracks or damage are found, install new bolts and rivets in the wing lower carry-thru front spar
cap.
H. Use the Discrepancy Report form in the Introduction, Figure 2 (Sheet 2), to report cracks found during
57-10-08 Page 2
MODEL 310P AND 310Q
Lower Carry-Thru Main Spar Cap Assembly Inspection at WS 18.13

Figure 1 (Sheet 1)
57-10-08 Page 3
MODEL 310P AND 310Q

Figure 1 (Sheet 2)
57-10-08 Page 4
MODEL 310P AND 310Q

Figure 1 (Sheet 3)
57-10-08 Page 5
MODEL 310P AND 310Q
1. TITLE
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for cracks in the inboard vertical flange of the lower front spar root fitting at WS 28.96.
4. PREPARATION
A. Remove the two bolts through the vertical flange at the inboard end of the lower front spar root attach
fitting. Refer to Figure 1.
B. Remove the upper inboard rivet through the vertical flange at the inboard end of the lower front spar
root attach fitting. Refer to Figure 1.
6. CRACK SIZE
7. EQUIPMENT

INSTRUMENT
421 North Quay
Kennewick, WA 99336
VM Products
11208 62 Ave.
Puyallup, WA 98373
VM Products
STANDARD
19620 Russell Rd.
Kent, WA 98032
notch.
57-10-09 Page 1
MODEL 310P AND 310Q
E. Do a bolt hole eddy current inspection of the opened holes located at the inboard side of the lower
front spar attach point. Inspect entire circumference and depth of each hole. Refer to Figure 1.
F. If no cracks are found, install the bolts and MS20470AD rivets of appropriate size and grip length.
57-10-09 Page 2
MODEL 310P AND 310Q

Figure 1 (Sheet 1)
57-10-09 Page 3
MODEL 310P AND 310Q

Figure 1 (Sheet 2)
57-10-09 Page 4
MODEL 310P AND 310Q
1. TITLE
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for cracks in the vertical flange of the lower front spar root fitting at WS 36.36.
4. PREPARATION
A. Remove the two outboard rivets, through the vertical flange, at the lower front spar root attach fitting.
Refer to Figure 1.
6. CRACK SIZE
7. EQUIPMENT

INSTRUMENT
421 North Quay
Kennewick, WA 99336
VM Products
11208 62 Ave.
Puyallup, WA 98373
19620 Resell Rd.
Kent, WA 98032
Aluminum Bolt hole 1 REFERENCE STANDARD
Reference Standard: A commercially available bolt hole standard for
EDM corner notch (NIST calibration of unit.
traceable) size: 0.050 x
0.050 inch.
Aluminum Bolt hole 1 REFERENCE STANDARD
Reference Standard: A commercially available surface standard for
EDM surface notch (NIST calibration of unit.
traceable) depth: 0.020 inch.
57-10-10 Page 1
MODEL 310P AND 310Q
A. Calibration for the bolt hole eddy current probe.
(1) Standardize the eddy current instrument in accordance with the manufacturer's instructions,
(4) Perform bolt hole inspections on the two outboard holes common to the vertical flange of the
wing front spar root fitting. Inspect the entire depth and circumference of each hole.
(5) If an indication is noted, carefully repeat the inspection in the opposite direction of the probe
rotation to verify the indication.
B. Calibration for the surface eddy current probe.
(1) Standardize the eddy current instrument in accordance with the manufacturer's instructions
(4) Perform a surface inspection in the radii of both the forward and aft attach fitting. Refer to Figure
1 (Sheet 3).
(5) If an indication is noted, carefully repeat the inspection in the opposite direction of probe rotation
to verify the indication.
(7) If no cracks are found, install MS20470AD Rivets of appropriate size and grip length.
57-10-10 Page 2
MODEL 310P AND 310Q
Wing Lower Front Spar Cap at Root Fitting Attach Inspection at WS 36.36
Figure 1 (Sheet 1)
57-10-10 Page 3
MODEL 310P AND 310Q
Wing Lower Front Spar Cap at Root Fitting Attach Inspection at WS 36.36
Figure 1 (Sheet 2)
57-10-10 Page 4
MODEL 310P AND 310Q
1. TITLE
Lower Forward Auxiliary Spar Cap
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for cracks in the Lower Forward Auxiliary Spar Cap at WS 68.88.
4. PREPARATION
A. Remove nacelle and supports as required to gain access to the lower forward auxiliary spar.
B. Remove fasteners common to the skin and the lower forward auxiliary spar cap from the rib at WS
65.50 outboard to a distance of 6.5 inches. Refer to Figure 1.
6. CRACK SIZE
7. EQUIPMENT

INSTRUMENT
421 North Quay
Kennewick, WA 99336
19620 Russell Rd.
Kent, WA 98032
VM Products
11208 62 Ave.
Puyallup, WA 98373
STANDARD
kHz.
57-10-11 Page 1
MODEL 310P AND 310Q
kHz.
notch.
C. Do a surface eddy current inspection of the skin immediately adjacent to the holes opened by the
fastener removal. Inspect the skin immediately adjacent to the fasteners blocked from removal by the
engine beam where they are accessible. Refer to Figure 1.
D. Do a bolt hole eddy current inspection of the holes opened by fastener removal. Inspect entire depth
and circumference of each hole at the spar. Refer to Figure 1.
E. If no crack is found, install MS20470AD rivets of appropriate size and grip length.
57-10-11 Page 2
MODEL 310P AND 310Q
Lower Forward Auxiliary Spar Cap Inspection at WS 68.88

Figure 1 (Sheet 1)
57-10-11 Page 3
MODEL 310P AND 310Q
1. TITLE
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for cracks at the bolt holes of the lower front spar attach point lug.
4. PREPARATION
A. Remove the wing attach bolt supporting the wing as described in the Service Manual.
B. Clean the area with solvent to remove dirt, grease, oil, loose paint, and other substances that may
6. CRACK SIZE
7. EQUIPMENT

INSTRUMENT
421 North Quay
Kennewick, WA 99336
VM Products
11208 62 Ave.
Puyallup, WA 98373
STANDARD
19620 Russell Rd.
Kent, WA 98032
notch.
57-10-12 Page 1
MODEL 310P AND 310Q
E. Do a bolt hole eddy current inspection of the entire depth of the attach hole, using the index steps
shown. Inspect the entire hole circumference at each index point. Refer to Table 1 and Figure 1.
NOTE: Index points are measured from center of the probe coil to the edge of the probe collar.
F. If no cracks are found, install the wing attach bolt.
Table 1. Index Depths
Index Point Depth (inches)

1 0.080
2 0.195
3 0.355
4 0.430
5 0.625
6 0.705
7 0.865
8 0.945
9 1.075
10 1.150
11 1.315
12 1.395
13 1.585
14 1.665
15 1.825
16 1.935
57-10-12 Page 2
MODEL 310P AND 310Q

Figure 1 (Sheet 1)
57-10-12 Page 3
MODEL 310P AND 310Q
1. TITLE
Wing Tip Tank Attachment Inspection
2. EFFECTIVITY
310P0001 Thru 310Q1160
3. DESCRIPTION
Inspect for cracks at the wing tip fuel tank attachment points.
4. PREPARATION
A. Remove the tip tank.
B. Clean the area with solvent to remove dirt, grease, oil, loose paint, and other substances that may
6. CRACK SIZE
7. EQUIPMENT

INSTRUMENT
421 North Quay
Kennewick, WA 99336
VM Products
11208 62 Ave.
Puyallup, WA 98373
19620 Russell Rd.
Kent, WA 98032
STANDARD
kHz.
57-10-13 Page 1
MODEL 310P AND 310Q
kHz.
(2) Null the probe on the bolt hole reference standard with the probe turned away from the calibration
notch.
C. Do a surface eddy current inspection immediately adjacent to the aft attach holes at both the wing
spar (two holes) and the tip tank (one hole). Refer to Figure 1. Inspect both the forward and aft side
of each hole. Inspect adjacent to the nut plate (if present) on the aft attach fitting.
D. Do a bolt hole eddy current inspection of the forward attach point lugs at both the wing spar (four
holes) and the tip tank (four holes). Inspect entire depth and circumference of each hole. Refer to
Figure 1.
57-10-13 Page 2
MODEL 310P AND 310Q
Wing Tip Fuel Tank Attachment Inspection

Figure 1 (Sheet 1)
57-10-13 Page 3
310 SERVICE MANUAL GENERAL INFORMATION 1-1
SECTION 1
GENERAL INFORMATION
Table of Contents
GENERAL DESCRIPTION 1-1

PRINCIPAL DIMENSIONS 1-1
ACCESS AND INSPECTION PROVISIONS 1-3
GENERAL DESCRIPTION.
The 310P and 310Q is an all-metal, low-wing, twin-engine aircraft built by the Cessna Aircraft Company of
Wichita, Kansas. The aircraft is powered by two Contintal six-cylinder horizootally-opposed, fuel-injection
10-470-VO engines driving constant-speed, all-metal, full-feathering propellers. Flight adjustable trim tabs
are located on the right elevator, left aileron and rudder. The split-type wing flaps are electrically operated.
The aircraft is equipped with fully retractable, electrically operated, tricycle-type landing gear.
GENERAL DESCIPTION.
The Turbo 310P and 310Q is an all-metal, low-wing, twin-engine aircraft built by Cessna Aircraft Company of
Wichita, Kansas. Power is supplied by two Continental Turbocharged TSI0-520B, fuel injected, Six-cylinder
engines, driving coostant-speed, all-metal, full-feathering propellers. The aircraft has fully retractable,
tricycle-type landing gear, which is electrically operated. Flight adjustable trim tabs are located on the right
elevator, left aileron and rudder. The split-type wing flaps are electrically operated.
PRINCIPAL DIMENSIONS:
GR(l)S WEIGHT:
310P 5200 Pounds
310Q 5300 Pounds
Turbo 310P 5400 Pounds
Turbo 310Q 5500 Pounds
LANDING WEIGHT:
310P 5200 Pounds
310Q 5300 Pounds
Turbo 310P 5400 Pounds
Turbo 310Q 5400 Pounds
EMPTY WEIGHT:
310P 3170 Pounds

310Q 3190 Pounds
31OQ0601 AND ON 3214 Pounds
31OQII0901 AND ON 3392 Pounds
Turbo 310P . 3292 Pounds
Turbo 310Q . 3292 Pounds
Turbo 31OQ0601 AND ON 3293 Pounds
Turbo 31OQn0901 AND ON 3471 Pounds
ENGINES:
31OPOOOI AND ON Continental 10-470-VO
Turbo 310POOOl AND ON Continental TSIO- 520- B
Champion RHB-32E
Spark Plugs
AC 273 I
Change 7
1-2 GENERAL INFORMATION 310 SERVlCE MANUAL
PRINCIPAL DIMENSIONS (CONTINUED):
Magnetos (Bendix) LH S6RN-201

(Bendix) RH . S6RN-205
(See Section 9 for Engine Specifications)
PROPELLERS:
(2 Blades Standard) (3 Blades Optional)
McCauley (310POOOl and On) D2AF34C71N 1/84JF-3 3AF32C87Ml/82NC-4
McCauley (Turbo 310POOO 1 and On) D2AF34C71N2/84JF-3 3AF32C87M2/82NC-4
Propeller Governor (Woodward) 0750101-69 0750101-69
Diameter 81. 00 Inches . 78. 00 Inches
I Blade Angles (See Section 10)
BATTERIES: 0511319-201
FUEL CAPACITY:
Main Tanks (each wing) 51. 0 U. S. Gallons

Usable (each wing) 50. 0 U. S. Gallons
Auxiliary Tanks (each wing) 20. 50 U. S. Gallons
I Optional Wing Tanks (each wing)

Usable (each wing)
Wing Locker Tanks (each wing)
11. 50 U. S. Gallons
CONTROL SURFACE TRAVEL:

Flap
Down 15° +1 ° _0°
Down 35° +1° _0°
Aileron
Up 20° +1 ° _0°
Down 20° +1 ° _0 6
Aile ron Trim Tab

Up 20° +1 ° _0·
Down 20° +1 ° _0°
Rudder (310POOOI AND ON) (Measured perpendicular to hinge line)

Left 29° +1° _0°
Right 29° ... 1 ° _0°
Rudder (Turbo 310POOOI AND ON) (Measured perpendicular to hinge line)

Left 34° +1° _0°
Right 34° +1° _0°
Rudder Trim Tab (Measured Perpendicular to hinge line)

Left 25° +1° _0°
Right 20° +1 ° _0°
Elevator
Up 16° +1/2° _0°
Down 15° +1 ° _0°
Elevator Trim Tab

Up 10° +1 ° _0°
Down 26° +1 ° _0°
LANDING GEAR:
Main Wheels and Brakes (twin-piston, disc-type)

Tire Size 6.50 x 10
Tire Pressure . 60 psi
Main Strut Pressure (without load) 320 psi
Change 4
310 SERVICE MANUAL
PRINCIPAL DIMENSIONS (CONTINUED):
Nose Wheel
Tire Size 6.00 x 6
Tire Pressure 40 psi
Nose Strut Pressure (without load) 48 psi I
WING DmEDRAL:
ACCESS AND INSPECTION PROVISIONS. baggage compartment upholstery panel by releasing

the attaching fasteners.
Access for periodic adjustment, lubrication, or in-
spection of certain parts of the aircraft is gained by CAUTION
removing access hole covers adjacent to the items Before entering the aft fuselage, be sure rear
affected. Figure 1-3 shows the access hole loca- section of fuselage is supported. Failure to
tions on the aircraft. Access to the interior of aft support aft fuselage may result in the air-
fuselage is gained through the baggage compartment craft tipping backward causing damage to the
door. To enter the aft fuselage, remove the rear aircraft.
Change 3
I
1-4 6ENERAL INFORMATION 310 SERVICE MANUAL
.---------29. 25'--------~
--?~~,..."k- - - O. 00 W. L.
...
1-0------- 2B. 80' --------~
~--------------~36.93' ---------~
((
'I
B1"
;-----17. O'----.-t
I TURBO 310POOOl TO TURBO 31CQ0401
Figure 1-1. Three View (Sheet 1 )

Change 2
I
310 SERVICE MANUAL 5ENERAL INFORMATION 1-4 A
..--------29.25'----------1
..L.-d:"'--O:.L-----='o~_....,I 1 O. 43'- - - -0.00 W. L.
' - " - - - - - - - 28.80' --------+1
' - - - - - - - - - - - 36.93' ----------0.4
81"
~----17.0'--------~
I 310POOOl TO 31OQ0401
Figure 1-1. Three View (Sheet 2)

Change 2
1-4 B eENERAL INFORMATION 310 SERVICE MANUAL
29.58' - - - - - - - -__ 1
~-------------28.80'---------------~
1~--------------------36.93' ---------------------1
~------ 17.0' -----.-l
TURBO 31OQ0401 AND ON

Change 2
1--------- 29.58' - - - - - - - - -
....- - - - - - 28.80' -----------1
~---------36.93'---------------~
81"
~------17.0'----~~
31OQ0401 AND ON

Change 2
1-6 GENERAL INFORMATION 310 SERVICE MANUAL
199. 92 - - - - - - - - ,
167.00-----,
156.00 - - - - - - ,
145. 00 lA<"--='f
189.00
178.00
OPTIONAL WING
133.50
199. 92 - - - - - - - - . .
189.00 - - - - - - ,
WING STATIONS 178. 00 ~,.--,"'-~
167.00-----, .-.~,~~-"--\..
156.00 - - - - - - ,
NOTE
145. 00 - - - - . ,
WING STATIONS ARE
MEASURED TO OUT-
BOARD SURFACE OF
RIB UNLESS NOTED.
133.50
122.50
111. 50
100.50
89.50
(MEASURED TO INBOARD
SURFACE OF WEB)
FUSELAGE STATIONS
57.50
NOTE
47. 83
38. 16 FUSELAGE STATIONS ARE
MEASURED TO SURFACE OF
29.15 BULKHEAD WEB OPPOSITE
(MEASURED AT MATING FLANGED UNLESS NOTED.
SURFACES OF RIBS)
~
I
OR L
I
STA STA
~ U '"-
1
-39. 75~
ff"~
I
~
1='1..-<: n -
F
~
"{"
.--,
~
, I
\I ...J. 1:::1::;;-
~
~
eb
J:. I"' ~ '------' ~
I:JL .II. ~
If
OQ00
I
I ! 1
177.50 200. 70 224. 00

-45.56 -13.625 20.00 \
58.75 89. 25 132.00
i 1
-27.25 o. 00 37.50 69.203 109.375 154.75 189.10 214.00 234.00
Figure 1-2. Station Diagrams (Sheet 1 of 2)
Change 4
I
WL WL
57. 54 _ _ _ _ .....,.'--_:::;,7-----1'----63.28
WL
29.62----~'-------~ WL
30.32
ttI==:.---- WL
8.80
------------~==~~~~~~--~~WL
0.00
, I
BL BL
BL BL 76.50 96.50
34.50 47.50
J ....
\
~
""\
r--1
\ .....
\
6
~!J
I -V
BL
BL 86.56
61. 50
BL BL BL BL BL
96.62 21.50 21. 50 47.27 96.62
Fit2;ure 1-2. St:llion Dia~rallls (Shed 2 of 2)

t- 8 GENERAL INFORMATION 310 SERVICE MANUAL
4
70 '---,r----- 5
//,..--..,;.----6
8 9 10 11 12 13
15
l. Stabilizer Fairing 11. Nose Gear Bellcrank Access

2. Rudder Trim Access 12. Flap Motor Access
3. Fin Tip 13. Elevator Bellcrank Access
4. Rudder Tip 14. Elevator Trim Access
5. Upper Rudder Access 15. Lower Spar Cap Access (RH)
6. Lower Rudder Access 16. Baggage Floor (RH)
7. Stinger Assembly 17. Baggage Floor (LH)
8. Nose Gear Door 18. Center Floorboard (Aft)
9. Control Cable Access 19. Center Floorboard (Forward)
10. Lower Spar Cap Access (LH) 20. Interspar Floorboard (Aft)
Figure 1-3. Inspection Plates and Access Panels (Sheet 1 of 3)

I
310 SERVICE MANUAL GENERAL INFORMATION 1- 9
17
18
*31OQ0401 AND ON.
19
20
III .~
* 73
32
29 28
21. Interspar Floorboard (Forward) 47. Fuel Line Access

22. Deice Line Access 48. Fuel Line Clamp Access (Inboard)
23. Aileron Cable Access 49. Aileron Bellcrank Access
24. Deice Line Access 50. Fuel Line Clamp Access (Outboard)
25. Brake Line Access 51. Tie Down Ring Access
26. Master Cylinder Access 52. Leading Edge Access
27. Elevator Trim Tab Pulley Access 53. Fuel Line Access
28. Cover (Engine Controls) 54. Main Fuel Tank Access
29. Rudder Cable Access 55. Fuel Vent Line Access
30. Inspection Plate (Selector Valve 56. Rear Spar Access
Control) 57. Inboard Wing Access
31. Elevator Bellcrank Access 58. Aileron Trim Access
32. Retractable Step Access 59. Plug Button (Aileron Trim)
33. Main Tank Filler 60. Aileron Trim Pulley Access
34. Main Tank Gap Fairing 61. Plug Button (Outboard Flap)
35. Aileron Bellcrank Access 62. Outboard Flap Access
36. Auxiliary Tank Filler 63. Aileron Cable Stops Access
37. Fuel Selector Valve Access 64. Auxiliary Power Plug
38. Battery Access 65. Plug Button (Inboard Flap)
39. Wing Locker Tank Filler (Optional) 66. Fuel Signal Conditioner Access I
40. Main Gear Door Access 67. Main Gear Door (Outboard)
41. Engine Controls Access 68. Waste-Gate Actuator Line Access
42. Heater Pump and Filter Access 69. Main Gear Door (Inboard)
43. Vacuum Line Access 70. Nose Access Door
44. Oi 1 Sump Drain Plug 71. Emergency Locator Transmitter Access I
45. Fuel Line Access 72. Flap Motor Access
46. Fuel Strainer and Selector Valve Access 73. Landing Gear Motor Access
74. Flap Cable Access
Figure 1-3. Inspection Plates and Access Panels (Sheet 2 of 3)
Change 3
1-10 5ENERAL INFORMATION
33
··38
··-35 36 37
NOTE 39
I
LH WING SHOWN, RH IS
SIMILAR EXCEPT AS NOTED.
MODEL 310POOOI AND ON

TURBO 310POOOl AND ON
l .€}
--- --,--- [~]

,,
I
····49
53
View A
... 31OQ0231 AND ON
69'--1.........'--_4--/--.J
68
*LH WING ONLY

**BATTERY AND FUEL
QUANTITY SENDING UNIT ON
LH WING, FUEL QUANTITY
SENDING UNIT ON
RH WING I
t
**-LH WING ONLY ON 41-----io[
OPTIONAL WING
****LH WING ONLY ON 401-----!-{
STANDARD WING
691---'
3l0POOOI AND ON
*58 57 56 55
64 62 *SO *59
Figure 1-3 Inspection Plates and Access Panels (Sheet 3 of 3)
Change 2
310 SERVICE MANUAL GENERAL IN'-ORMATION 1-11
Figure 1-4. Serial Numbers and Identification Plates

1-12 GENERAL INFORMATION 310 SERVICE MANUA L
UMENT PANEL
VIEW LOOKING UP AND RIGHT VIEW LOOKING FORWARD

INTO NOSE WHEEL WELL AT CABIN DOOR PooT
Figure 1-5. Finish and Trim Plate Location Figure 1-6. MAA Plate Location
I
310 SERVICE MANUAL GENERAL INFORMATION 1-13/1-14
RECOMMENDED NUT TORQUES

THE TORQUE VALUES STATED ARE POUND-INCHES, RELATED
ONLY TO STEEL NUTS ON OIL-FREE CADMIUM PLATED THREADS.
FINE THREAD SERIES

TENSION NUTS SHEAR NUTS
TORQUE TORQUE
TAP
SIZE STD ALT STD ALT
(NOTE 1) (NOTE 2) (NOTE 3) (NOTE 2)
8-36 12-15 7-9
10-32 20-25 20-28 12-15 12-19
1/4-28 50-70 50-75 30-40 30-48
5/16-24 100-140 100-150 60-85 60-106
3/8-24 160-190 160-260 95-110 95-170
7/16-20 450-500 450-560 270-300 270-390
1/2-20 480-690 480-730 290-410 290-500
9/16-18 800-1000 800-1070 480-600 480-750
5/8-18 1100-1300 1100-1600 660-780 660-1060
3/4-16 2300-2500 2300-3350 1300-1500 1300-2200
7/8-14 2500-3000 2500-4650 1500-1800 1500-2900
1-14 3700-5500 3700-6650 2200-3300 2200-4400
1-1/8-12 5000-7000 5000-10000 3000-4200 3000-6300
1-1/4-12 9000-11000 9000-16700 5400-6600 5400-10000
COARSE THREAD SERIES
(NOTE 4) (NOTE 5)
8-32 12-15 7-9

10-24 20-25 12-15
1/4-20 40-50 25-30
5/16-18 80-90 48-55
3/8-16 160-185 95-100
7/16-14 235-255 140-155
1/2-13 400-480 240-290
9/16-12 500-700 300-420
5/8-11 700-900 420-540
3/4-10 1150-1600 700-950
7/8-9 2200-3000 1300-1800
1-8 3700-5000 2200-3000
1-1/8-8 5500-6500 3300-4000
1-1/4-8 6500-8000 4000-5000
NOTES
1. Covers AN310, AN315, AN345, AN362, AN363, AN366, MS17825, MS20365, MS21044, MS21043, MS21 044,
MS21045, MS21046, MS21047, MS21048, MS21078 and other fine thread tension nuts.
2. When using AN310, AN320, MS17825 or MS17826 castellated nuts where alignment between the bolt and
cotter pin hole is not reached using normal torque values, use alternate torque values or replace the nut.
3. Covers AN316, AN320, AN7502, MS17826, MS20364, MS21043, MS21083, MS21245 and other fine thread
shear nuts.
4. Covers MS20341, MS20365, MS21042, MS21043, MS21 044, MS21045, MS21046 and other coarse thread
tension nuts.
5. Covers AN340, MS20364, MS21083 and other coarse thread shear nuts.
CAUTION
During removal and replacement of component parts, all self-locking

nuts and castellated self-locking nuts must be replaced with new nuts.
These torque values are recommended for all procedures contained in this manual except where other
values are stipulated. They are not to be used for checking tightness of installed parts during service.
Figure 1-7. Torque Values
Change 8
310 SERVICE MANUAL aROUND HANDLING. 2-1
seRVICINa AND INspeCTION
SECTION 2
GROUND HANDLING, SERVICING AND INSPECTION
Table of Contents
Page Page
GENERAL DESCRIPTION 2-2 LANDING GEAR 2-22S
GROUND HANDLING 2-2A Landing Gear Actuator 2-22S
TOwing 2-2A Emergency Manual Extension 2-22T
Wing Walk and Wing Walk Areas 2-2A Main and Nose Landing Gear
Taxiing 2-3 Assemblies 2-23
Minimum Turning Radius 2-5 Torque Links 2-23
Parking 2-5 Nose and Main Gear Retracting
Rudder Pedals Gust Lock 2-5 Linkage 2-23
Tie-Down 2-5 Shock Strut Servicing 2-23
Jacking 2-5 Nose Gear Shimmy Dampner 2-24
Hoisting 2-5 Nose Wheel Steering System 2-24
Leveling 2-6 Nose and Main Wheel Tires 2-24
Weighing and Measuring 2-6 Brake System Plumbing 2-25
Storage of Airplane 2-6A Brake Assemblies 2-25
Flyable Storage • 2-6A Master Cylinders 2-25
Temporary Storage 2-6A FLIGHT CONTROLS 2-25
Indefinite Storage 2-6A Control Column 2-25
Restoring Airplane to Service 2-6B Aileron and Aileron Trim Tab
PAINTING 2-l0B Control System 2-25
Preparation of Surface 2-l0B Elevator and Elevator Trim
Paint Stripping 2-10B Tab Control System 2- 26
Corrosion Treatment 2-l0B Rudder and Rudder Trim Tab 2-26C
Recommended Materials and Flap System 2-26E
Equipment 2-l2A ENGINE GROUP 2-26E
Finish and Tri'll 2-l2B Engine Cowling 2-27
Primer - Mixture and Induction Air Filters 2-27
Application 2-l2B Induction Manifold 2-27
Epoxy Primer • 2-l2B Engine Oil Pressure System 2-27
Materials, Description and Engine Oil Filter Service
Mixing Instructions 2-12B (3l0POOOl and On) 2-27
Surface Preparation 2-l2M Engine Oil Filter Service
Epoxy Enamel 2-l2M (Turbo 310POOOl and On) 2-29
Epoxy Primer (Type I-M) 2-12M Oil Breather Separator 2-30
Epoxy Enamel Application 2-12M Engine Exhaust System 2-30
Preparation of 82B Series Vinyl Engine Compartment 2-300
Enamel Colors 2-l2M Engine Compartment Fire
Application of 82B Series Extinguisher 2-300
Vinyl Colors 2-12M Engine Controls 2-31
Heat Resistant Enamel 2-l2M Engine Wire Bundles 2- 31
Touchup Vinyl 2-l2N Engine Mounts 2- 31
Polyurethane Finish (Optional) 2-13 Engine Compartment Hoses 2-31
Touch Up of Polyurethane Finish 2-13 Spark Plugs 2-32
Touchup Landing Gear Finish 2-13 Ignition Cables 2- 32
RAIN EROSION COATING APPLICATION Magneto 2-32
(RADOME) 2-13 Alternator 2-32
INSPECTION REQUIREMENTS 2-14 Pumps 2-32
INSPECTION CHARTS 2-14 Turbocharger 2-32
INSPECTION PROGRAM SELECTION 2-14 Manifold Pressure Relief Valve 2-32
INSPECTION GUIDELINES 2-14A ?ROPELLERS 2-33
CLEANING, INSPECTION, REPAIR Propeller Unfeathering System 2-33
AND SERVICING AIRFRAME 2-20 Propeller Synchronizer 2-33
Windows and Windshield 2-30 FUEL SYSTEM 2-33
Cabin Door 2-20 Fuel Air Control 2- 33
Baggage and Wing Locker Doors 2-20 Fue 1 Manifo Id 2-33
Seats 2-20 Fuel Discharge Nozzle8 2-34
Upholstec-y 2-21 Fuel Selector Valve and
Carpet 2- 21 Strainer 2-34
Wing 2-21 Fuel System - Main 2-34
Empennage 2- 2 2 Fuel System - Auxiliary 2-34
Fuselage 2-22 Fuel Selector Valve Control
Heater 2-22 System 2- 34
Control Qua,:rant 2-22S Main Tank Fuel Transfer Pump 2-34A
Change 9
2-2 G"OUND HANDLING. 310 SERVICE MANUAL
se"VICING AND INspeCTION
Table of Contents (Continued)
Page Page
OXYGEN SYSTEM 2-34A Engine Compartment Hoses and
rilter Valve 2-34A Wire Bundles 2-37
Oxygen Regulator and Cylinder 2-35 Fluid Lines and Hoses 2-37
Oxygen Masks and Hoses 2-35 Metal Parts 2-37
VACUUM SYSTEM 2-35 Wiring 2-37
Vacuum System Components 2-35 Bolts in Critical Areas 2-37
DEICE SYSTEM 2-35 Filters, Screens and Fluids 2-37
Deice System Components. 2-35 Post Inspection 2-37
PITOT STATIC SYSTEM 2-35 LUBRICATION DIAGRAM 2-38
Pitot Static System Components 2-35 SERVICE CHART 2-53
ALCOHOL WINDSHIELD ANTI-ICE MISCELLANEOUS SERVICE ITEMS 2-56
SYSTEM 2-36 Cold Weather Servicing 2-56
Alcohol Windshield Anti-Ice Draining Oil 2-56
System Components 2-36 Fuel System Servicing 2-56
ELECTRICAL SYSTEM 2-36 Fuel System Drains 2-56
Inspection 2-36 Defueling 2-56
Battery 2-36 Purging Main Tanks and
Battery Box 2-36 Auxiliary Fuel Cells 2-56
Emergency Locator Transmitter 2-37 Aircraft File 2-56
~ISCELLANEOUS INSPECTION 2-37 SPECIAL TOOLS AND EQUIPMENT 2-57
Movable Parts. 2-37 COMPONENTS LOCATION CHART 2-58
GENERAL DESCRIPTION. ground handling and emergency procedures,

daily periodic servicing procedures and
This section contains routine servicing airframe maintenance and lubrication.
and maintenance orocedures that are most When any system or unit requires service
frequently encou~tered. Frequent refer- or maintenance, other than the routine
ence to chis section will aid maintenance procedures as outlined in this section,
personnel by providing information on refer to the section applicable to that
system or unit.
Change 9
310 SERVICE MANUAL GROUND HANDLING. 2-2l/ 2 -28
SERVICING AND INSPECTION
CAUTION
GROUND HANDLING.
When towing the aircraft, the 55 degree limit
I
The following precautionary measures should be shall be strictly obse,"ved, as the nose gear
taken when handling the aircraft on the ground: and/or steering mechanism will be damaged
a. Control surfaces shall not be locked while tow- if turned beyond the 55 degree stops.
ing or taxiing the aircraft.
b. Do not set parking brake if brakes are over- Be sure parking brake is released and exter-
heated nal and internal rudder gust locks are re-
moved before tOWing, as structural damage
When operating the engines, observe the following: will be incurred. Never push, pull or lift air-
a. Remove all towing equipment. craft by the ailerons, elevators, flaps, nacel-
b. Head aircraft into wind and chock wheels. les or unsupported skin between wing ribs.
c. Remove all control locks.
d. All personnel, work stands and equipment shall Power towing is not recommended. However, air-
be clear of danger areas. craft can be power towed to move aircraft over soft
e. Parking brake set. or muddy ground or in emergencies by attaching a
f. Position nose wheel exactly fore and aft when rope harne ss to the main landing gear. Do not powe r
running engines at high RPM. tow aircraft with towing vehicle attached to nose gear
or the tail skid. When power towing, station a crew
member in the aircraft to apply brakes in case of
Towing. emergency. Use extreme caution to avoid jerky
motions, as serious structural damage can result.
A tow bar, located in the baggage compartment, is
provided for ground movement of the aircraft. The
tow bar, which engages spacers on the nose gear at Wing Walk and Wing Walk Areas.
the lower torque link, is used to guide the aircraft
manUally. The nose gear will caster a maximum of A non skid-surfaced wing walk, located along the in-
55 degrees to either side of center. board Side of the right wing, will allow freedom of
passage without damaging the wing finish. The entire
11.25'
49.40'
24.47'
12.00'
PROPELLER GROUND CLEARANCE:
2 Bladed Prope ller 11. 0 Inches

3 Bladed Propeller 12.5 Inches
Figure 2 -1. Minimum Turning Radius
Change 2
310 SERVICE MANUAL GROUND HANDLINe. 2- 3
SERVlclNe AND INSPECTION
inboard wing section from the cabin out to the engine areas, be sure to cover the surfaces of the wing in
nacelle is reinforced to withstand weight pressures order to prevent damaging the wing finish.
up to 500 pounds. The inboard section of the left
wing from the cabin out to the left engine is also
reinforced, but precautions should be taken if the Taxiing.
left inboard edge of the wing must be used for pass-
age. When it is necessary to walk on the left inboard Before attempting to taxi the aircraft, ground person-
9~
6
Detail B
RUDDER PEDAL GUST LOCK Detail A
310QOOOl AND ON
1. Aileron Gust Lock 4. Control Lock 7. Lockwasher

2. Elevator Gust Lock 5. Rudder Control Lock 8. Plate
3. Rudder Gust Lock 6. Clamp 9. Screw
Figure 2-2. Tie-Down and Control Lock
Change 4
2- 4 GROUND HANDLING. 310 SERVICE MANUAL
NOTE
FOR LANDING GEAR REMOVAL AND MAINTENANCE, USE ALL FOUR JACKING POINTS.
FOR REMOVAL OF MAIN WHEELS, WHEEL JACKING LUGS MAY BE USED.
FOR REMOVAL OF NOSE WHEEL, THE TWO NOSE JACKING POINTS MAY BE USED.
CAUTION
PLACE WEIGHTS IN NOSE SECTION OF FUSELAGE TO PREVENT AmCRAFT FROM

TIPPING BACKWARD WHEN NOSE IS RAISED. TO PREVENT POSSIBLE STRUCTURAL
DAMAGE, APPLY EQUAL FORCE WITH NOSE JACKS.
----- -----
_~~_.~~~}-_--:~;;:-_::::::::7-NCISE JACKING POINTS
Detali A
\
WING JACKING
POINTS
JACK REQUIREMENTS
HEIGHT HEIGHT
CLOSED EXTENDED CAPACITY
.'
NOSE 26.5 44.5 2 TONS
26.5
WING 44.5 2 TONS Detail B
WHEEL LUG 11 18 2 TONS
Figure 2-3. Jacking

310 SERVICE MANUAL GROUND HANDLING. 2-5
ne I should be checked out by qualified pilots or other c. Set trim tabs to neutral, so tabs fair with con-
responsible personnel. When it is determined that trol surfaces.
the propeller blast area is clear, apply power to d. Install external gust locks on rudder, elevator
start the taxi roll and perform the following checks: and aileron (one each wing) as shown in figure 2-2.
a. Taxi forward a few feet and apply brakes to de-
termine their effectiveness. NOTE
b. While taxiing, make slight turns to determine the
effectiveness of the nose gear steering. If external rudder gust lock is not available,
c. Minimum turning distance must be strictly ob- turn nose wheel to extreme right or left po-
served when taxiing the aircraft close to buildings or sition.
other stationary objects.
d. Do not operate the engine at high RPM when taxi- e. (See figure 2-2.) Drive the ground anchor stakeSI
0
ing over ground containing loose stones, gravel or as shown to provide a rope angle of 45 to the ground.
any loose material that may cause damage to the pro- Secure chains or manila rope of 700 pounds or more
peller blades. tensile strength to the tie- down fittings under the
wings and secure opposite end to the ground anchor
stakes.
Minimum Turning Radius. (See figure 2-1. )
f. Tie a manila rope around the nose gear, above
Parking. torque link, and secure the outer end to a ground
anchor.
a. When parking the aircraft, head into the wind and g. Tie a manila rope or chain to tailcone bumper
set parking brake. and secure other end to a ground anchor.
h. Install pi tot tube cover.
CAUTION
Do not set parking brake when the brakes are Jacking.

overheated, or during cold weather when ac-
cumulated moisture may freeze the brakes. Four jack pOints, two on underside of the fuselage
just aft of the nose wheel well, and one on the lower
b. Install internal control lock. Install pitot tube surface of each wing just aft of the main gear attach
cover and place chocks under all wheels. In parking points, are provided on the aircraft. One jacking
the aircraft, it is also important to turn the nose gear point is provided on each main gear for wheel re-
to its full limit, either right or left, if external rud- moval and maintenance. See figure 2-3 for ja(king
der lock is not available. This will place the rudder lJcocedures.
bellcrank against the stop and hold it there with spring NOTE
tension from the nose gear steering mechanism.
Special two-ton tripod jacks, ideally suited
Rudder Pedals Gust Lock. (See figure 2- 2. ) to the 310, can be supplied by Cessna
Service Parts Department. Four jacks are
The rudder pedals gust lock is installed on the left- required to raise the aircraft.
hand floorboard with a clamp which permits the lock
to pivot forward to engage the rudder pedals when in
use, and back to the floorboard for stowage when not HOisting.
in use. The lock is adjustable fore and aft for rigging
purposes. The 310 may be lifted by four hoisting lugs and a
NOTE sling. These may be fabricated from any suitable
material capable of sustaining a 5500 pound load.
Rig gust control lock so that both rudder Each lug may be attached to the upper bolt which se-
pedals must be pushed forward a minimum cure s the front wing spar to the fuse lage spar, and
of . 10 inch to engage lock. the upper bolt at the rear wing spar attaching point.
Access to the wing spar bolts is gained by removing
Tie-Down. the wing fillet between the fuselage and each wing.
Each lug may be temporarily attached to the upper
Tying-down the aircraft should be accomplished in bolt on each wing for hoisting purposes only. The
anticipation of light winds or anytime the aircraft is forward spar bolts are located directly in line with
to be left outside for lengthy periods, such as over- the aircraft center of gravity, so the Sling should
night. Tie-down as follows: be positioned accordingly. Position a man at both
a. Head aircrait into ~he wind if possible. the nose gear and the tail cone section of the aircraft
b. Set parking brake and Install control lock. to assure that it stays level while hoisting.
CAUTION NOTE
Do not set parking brake when the brakes are After removing lugs, torque front spar nuts
overheated or dunng cold weather when ac- to 60 , 5 foot-pounds, and rear spar nuts to
cumulated mOisture may freeze the brakes. 175 : 15 inch-pounds.
Change 4
2- 6 GROUND HANDLING. 310 SERVICE MANUAL
SPIRIT LEVE L
LONGITUDINAL LEVELING POINT
LATERAL LEVELING POINT
Figure 2-4. Levellng
Le\eilng. (See ilbrure 2-4. i
To leve I the aircraft longitudinally and laterally. use

laterally. place a spIrit level centered on the outside
skin along the rear spar. on the under side of the
fuselage.
I
I
the four jacking points provided on the aircraft.
Level longitudinally by backing out the two screws at Weighinro; and Measuring.
"Level Point" on the left-hand outside fuselage at
Stations 89.25 and 58.75. water line -14.05. and
placing a spirit level on thpse screws. To level
For weighing and measuring the aircraft. refer to
figure 2-5.
I
Change 4
310 SERVICE MANUAL aROUND HANDLING. 2-6 A
seRVICINa AND INspeCTION
STORAGE OF AIRCRAFT
Volatile, Corrosion Inhibited, MIL-L-46002, Grade
There are three recommended categories of storage 1) (221 ° -250°) through upper spark plug hole of each
of the aircraft. cylinder with the piston in the down position. Rotate
crankshaft as each pair of cylinders is sprayed.
A. Flyable Storage - Aircraft which will not be flown Stop crankshaft with no piston at top position. If the
for an indefinite period of time but which are to be aircraft is to be stored outSide, 2-bladed propeller
kept ready to fly with the least possible preparation. poSition should be as nearly horizontal as possible to
provide maximum clearance with passing aircraft.
B. Temporary Storage - Aircraft which will be
stored for a period of time up to 60 days. NOTE
C. Indefinite Storage - Aircraft which will be stored Listed below are approved preservative oils
for an indefinite period of time. recommended for use in Continental engines.
Continental: Nucle Oil 105, Petrotect VA,
Flyable Storage Ferro-Gard 1009-G or equivalent.
Aircraft which are not in daily flight should have the b. Respray each cylinder without rotating crank.
engine rotated by hand-turning the propeller five (5) To thoroughly cover all surfaces of the cylinder in-
revolutions at least once each week. In damp climate terior, move the nozzle or the spray gun from the
and in storage areas where the daily temperature top to the bottom of the cylinder.
variation can cause condensation, the turning opera- c. Reinstall spark plugs.
tion should be accomplished more frequently. Rota- d. Apply preservative to engine interior by spray-
ting the engine an odd number of turns redistributes ing the above specified oil (approximately 2 oz. )
residual oil on cylinder walls, shaft and gear sur- through the oil filler tube.
faces and repositions the pistons in the cylinders e. Seal all engine openings exposed to the atmos-
thus preventing corrosion accumulation. phere using suitable plugs, or non-hygroscopic tape,
and attach red streamers at each point.
f. Install pitot tube cover, seal static source, in-
CAUTION stall ground locks on retractable gear aircraft and
attach red streamers at each location. Close all
For maximum safety, accomplish engine rota- vents and plug cowl openings to prevent bird nests
tion as follows. Assure magneto switches are in the engine compartment.
"OFF", throttle position "CLOSED", and mix- g. Engines, with propellers installed, that are pre-
ture control "IDLE CUT-OFF". Do not stand served for storage in accordance with this section
within the arc of the propeller blades while should have a tag affixed to the propeller in a con-
turning the propeller. spicuous place with the follOWing notation on the tag:
"DO NOT TURN PROPELLER - ENGINE PRE-
SERVED. "
a. Fill fuel tanks full to minimize condensation in h. Disconnect or remove the battery from the air-
the fuel tanks. Keep battery fully charged to pre- craft. If the battery is disconnected and left in the
vent the electrolyte from freezing in cold weather. aircraft, regular servicing will be required to pre-
If the aircraft is stored outside, tie-down should be vent freezing or discharge. Batteries which are
accomplished in anticipation of high winds. removed from the aircraft and stored should be
b. Tie ropes or chains to the wing tie-down fittings checked regularly for state of charge. Recent
located on the underside of each wing. Secure the production aircraft have the battery serial recorded
opposite ends of the ropes or chains to ground an- in the aircraft equipment list. To aSSure accurate
chors. warranty records, batteries should be reinstalled
c. Secure a rope (no chains or cables) to the upper in the same aircraft from which they were removed.
trunnion of the nose gear and secure opposite end of i. If the aircraft is stored outdoors, place control
rope to a ground anchor. locks on all movable control surfaces and tie the
d. Secure the middle of a rope to tail tie-down ring. aircraft down snugly, not tightly, with enough clear-
Pull each end of rope away at 45-degree angle and ance '10 wind gusts will not shift aircraft into another·
secure to ground anchors at each side of tail. Leave no long chains dangling. Release the parking
e. Install surface control locks on ailerons, rudder brake to prevent seizing and chock the wheels.
and elevators and aileron, if available.
f. Install control lock on pilot control column if Indefinite Storage
available; if control lock is not available, tie pilot
control wheel back with front seat belt. a. Drain the engine oil and service with corrosive
g. After thirty (30) days, aircraft should be flown preventive mixture.
for thirty (30) minutes or ground run-up until oil has
reached operating temperature.
NOTE
Temporary Storage
CorrOSion preventive mixture consists of one
a. Remove top and bottcm spark plugs and atomize part compound MlL-C-6529, Type I, (Esso
spray preservative oil (Lubrication Oil - Contact and Rust-Ban 628, Cosmoline No. 1223 or equiv-
Change 2
2-1 I e .. OUNO l'I"NOLINe. 310 SERVICE MANUAL
8E .. VICINe ANO INSPECTION
alent) mixed with three parts new lubricating

oil of the grade recommended for service. NOTE
This mixture should be thoroughly mixed and
maintained at a temperature of at least 221 ° F As an alternate method of indefinite storage,
at the time it is added to the engine. Im- the aircraft may be serviced in accordance
mediately after servicing with the corrosion with the procedures under Temporary Stor-
preventive mixture, fly the aircraft for a age providing the aircraft is run-up at maxi-
period of time not to exceed a maximum of mum intervals of ninety (90) days and then
30 minutes. reserviced per the temporary storage re-
quirements.
b. Remove the top spark plug from each cylinder
and spray with corrosion preventive mixture (221 ° to m. Aircraft stored in accordance with the indefinite
250°F). To thoroughly cover all surfaces of the cyl- storage procedures should be inspected per the follow-
inder interior, move the nozzle of the spray gun from ing instructions:
the top to the bottom of the cylinder. If by accident 1. Aircraft prepared for indefinite storage shall
the propeller is rotated following this spraying, re- have the cylinder protex plugs inspected weekly. The
spray the cylinders to insure an unbroken coverage plugs should be changed as soon as their color indi-
of corrosion preventive mixture on all surfaces. cates unsafe conditions of storage. If the dehydrator
c. Install protex plugs in each of the top spark plug plugs have changed color in one half or more of the
holes, making sure that each plug is blue in color cylinders, all desiccant material on the engine should
when installed. Protect and support the spark plug be replac ed.
leads with AN-4060-1 protectors. 2. The cylinder bores of all engines prepared for
d. Place a bag of desiccant in the exhaust pipes and indefinite storage should be resprayed with corro-
seal the openings with moisture resistant tape. sion preventive mixture every 6 months. Before
e. Seal the cold air inlet to the heater muff with spraying, the engines shall be inspected for corro-
moisture resistant tape to exclude moisture and sion as follows: Inspect the interior of at least one
foreign objects. cylinder on each engine through the spark plug hole.
f. Seal the engine breather by inserting a protex Remove at least one rocker box cover from each
plug in the breather hose and clamping in place. engine and inspect the valve mechanism.
g. Attach a red streamer to each place on the en-
gine where bags of desiccant are placed. Either at- Restoring Aircraft to Service.
tach red streamers outside of the sealed area with
tape or to the inside of the sealed area with safety If the proper procedures were followed for indefinite
wire to prevent wicking of moisture into the sealed storage, the aircraft should require the following
area. service.
h. Engines, with propellers installed, that are pre- a. Airframe:
served for storage in accordance with this section 1. Remove all covers from vents and air inlets.
should have each propeller tagged in a conSpicuous 2. Clean aircraft if required.
place with the following notation of the tag: "00 NOT 3. Lubricate the aircraft.
TURN PROPELLER - ENGINE PRESERVED .. , 4. Check the brake cylinders, struts and shimmy
i. After the engine has been prepared for storage, dampener.
remove the battery from the airc raft, store in a 5. Drain a small amount of fuel from all fuel lines
cool dry place and check regularly for state of and check for water sediment.
charge. Note serial number on battery and reinstall 6. Check fuel selector valve for evidence of leakage. I
in the same aircraft. b. Battery:
j. If the aircraft is stored outdoors, place control 1. Check battery, charge if necessary.
locks on all movable control surfaces and tie the air- 2. Install battery.
craft down snugly, not tightly, with enough clearance c. Engines:
so wind gusts will not shift aircraft into another. 1. Remove all vents and opening covers installed.
Leave no long chains dangling. Release the parking 2. Remove oil sump drain plugs.
brake to prevent seizing and chock the wheels. 3. Remove plugs from spark plug holes in all cyl-
k. Cover the aircraft with moisture resistant paper inders. Rotate engines by hand to remove corrosion
and tape as nec essary. preventive oil from cylinders.
CAUTION
NOTE Ignition switches must be in the OFF position
when rotating the propellers by hand.
The necessity of this requirement can be de-
termined by the condition at the storage area. 4. Install recommended spark plugs which have
been properly cleaned and gapped.
1. Install pitot tube cover. seal static source, in- 5. Remove and replace oil filter element.
stall ground locks on retractable gear aircraft and 6. Install the oil sump drain plugs and fill oil sump
attach red streamers at each location. Close all with recommended oil.
vents and plug cowl openings to prevent bird nests 7. Check propellers for freedom of operation.
in the engine compartment. 8. Perform complete ground runup check on en-
gll1es.
Change 6
310 SERVICE MANUAL aAOUND HANDL.INa. 2-1
S~AVICINe AND IN8P~CTION
WEIGffiNG ON JACK POINTS
DATUM
-S-
::ITA.
0 /77
22. ~26~ i2:f, : -_M-,: : :;~A~ = ~ _~
...... _ _ ~',
71F~t--~h----~:'~ - O. 00 W. L.
(REMOVABLE
JACK PAD) MAIN JACK PAD
NOSE WEIGHING WEIGHING POINT
POINT
HORIZONT AL CG
CG = 69.20 _ Wn (97.20)
REMOVABLE JACK PAD MUST W
BE LOCATED IN EXTREME
FORWARD POSITION WHEN
WEIGHING AIRCRAFT.
o
,bM.A.C. = CG - -22.26
(100)
61. 48
NOTE
AIRCRA FT IS WEIGHED
WITH GEAR EXTENDED,
MOMENT CHANGE WITH
GEAR RETRACTED IS
+942.0 INCH-POUNDS
W. S. 73.00
1-'
:_~~-:-i!-------::--;:--;-::--_..!:o---~1-t--F. S. 69. 20
1---------,0
)(-~:r_--~:..--F. S. -28.00
MAIN JACK POINTS, 1 LEFT & 1 RIGHT
REMOVABLE NOSE JACK PAD
310POOOl AND ON
Figure 2-5. Weighing and Measuring (Sheet 1)
Change 2
I
2-8eROUND HANDLINe. 310 SERVICE MANUAL
8~RVICINe AND IN8P~CTlON
WEIGHING ON LANDING GEAR
DATUM
STA.
o
0.00 W.1..
L _.l---=- -54.64 W. 1..

-63.34 W. L. -.a!'
NOSE GEAR MAIN GEAR

WEIGHING POINT WEIG HING POINT
BORIZONTAL CG
CG = 55.63 _ Wn (106.02)
W
NOTE %M.A. C. = CG - i:: fa (100;

AIRCRAFT IS WEIGHED WITH GEAR
EXTENDED, MOMENT CHANGE WITH
GEAR RETRACTED IS +942.0 INCH-
POUNDS
310POOOl AND ON
Figure 2- 5. Weighing and Measuring {Sheet 2)
Change 7
310 SERVICE MANUAL aROUND HANDL.INa. 2-9
seRVICINCS AND INspeCTION
WEIGHING ON JACK POINTS

DATUM
STA.
o
(REMOVABLE
JACK PAD) MAIN JACK PAD
NOSE WEIGHING WEIGHING POINT
POINT.
HORIZONTAL CG
CG = 69.20 _ Wn (97.20)
REMOVABLE JACK PAD MUST BE
LOCATED IN EXTREME FORWARD W
POSITION WHEN WEIGHING
AIRCRAFT. %M.A.C. = CG -~(100)
61. 48
NOTE
AIRCRAFT IS WEIGHED
WITH GEAR EXTENDED,
MOMENT CHANGE WITH
GEAR RETRACTED IS
+942.0 INCH-POUNDS
W. S. 73.20 W. S. 73.20
......-4-~I-----4l--t--;-+--.........- - = d r - t - - F. S. 69. 20
fo-......Jj---~f---- F. S. -28. 00
MAIN JACK POINTS, 1 LEFT & 1 RIGHT
REMOVABLE NOSE JACK PAD
TURBO 310P0001 AND ON

Change 7
2-10 aROUND HANDLINa. 310 SERVICE MANUAL
SERVICINa AND INSPECTION
WEIGHING ON LANDING GEAR
DATUM
STA.
o
---.8::;;2==-...lor- O. 00 W. L.
c...-,.s..---:::~ -54. 25 W. L.
-63. 40 W. L.------""-
~OSE GEAR--../ MAIN GEAR

WEIGHING POINT WEIGffiNG POINT
HORIZONT AL CG
CG " 55.24 - Wn (105. 63)
NOTE W #
%M.A.C. " CG - ~(100)
AffiCRAFT IS WEIGHED WITH GEAR 61. 48
EXTENDED, MOMENT CHANGE WITH
GEAR RETRACTED IS +942.0 INCH-
POUNDS
'Jr------~
TURBO 310POOOl AND ON
Change 2
I
310 SERVICE MANUAL eROUND HANDLINe. 2-10A
8ERVICINe AND INSPECTION
LEGEND
W The weight of the aircraft. (Wn + WI +W r ) C. G. The distance from the datum to the center of
gravity of the aircraft.
D The horizontal distance from the datum to the
main gear or main jack pad weighing points. Wn The weight at the nose weighing point.
L The horizontal distance from the main gear WI The weight at the left main weighing point.
weighing points to the nose weighing point.
The weight at the right main weighing point.
S The horizontal distance from the datum to the
leading edge of the M. A. C. M. A. C. Mean Aerodynamic Chord.
Formula: C. G. = D - (W'tv(L))
% M. A. C. - CM~A.-~ (100)
SCALE NET
WEIGIllNG READING TARE WEIGHT
POINT (LBS) (LBS) (LBS)
WI
Wr
Wn
W (EMPTY WEIGHT)
Table 1.
Preparation for Weighing. (oil weight = oil capacity in gallons x 7. 5

pounds).
a. Remove excessive dirt, grease, mOisture, etc.,
from the aircraft before weighing. g. Properly calibrate, zero and use scales in ac-
b. Weigh the aircraft inside a closed building to cordance with the scale manufacturer's instructions.
prevent error in scale reading due to wind. h. Place the scales and suitable supports (jacks)
c. To determine the cent~r of gravity, place the under the aircraft jack pads or wheels and record
aircraft in a level attitude. the scale readings. (See table 1.)
d. Have all items of equipment included in the
certificated empty weight installed in the aircraft NOTE
when weighing. These items of equipment are listed
on the equipment list. Aircraft is weighed with gear extended, mo-
e. Defuel the aircraft in accordance with defueling ment change with gear retracted is +942.
procedure and drain the sump. Fuel remaining
aboard after draining is residual fuel and is included i. Do not set brakes while taking scale readings.
in the empty weight. Note tare when the aircraft is removed from the
j.
f. Drain all the oil from the engines by opening the scales.
drain cocks. The oil remaining after draining is
residual oil and is included in the empty weight. NOTE
NOTE T ARE is the weight of the chocks, blocks,

stands, etc., used when weighing the air-
When weighed WJ th full oil. actual empty c raft, and is included in the scale readings.
w€lght equals the actual recorded weight Tare is deducted from the scale readings at
less the weight of the oil in the engines each respective weighing point where tare
is involved to obtain the aircraft weight.
Change 9
2-10B a .. OUNO HANOI.INa. 310 SERVICE MANUAL
SI!"VICINe ANO INSPI!CTION
PAINTING. c. During paint stripping, the following

safety precautions should be observed.
Preparation of Surface. 1. Have fire extinguisher available.
2. Provide adequate ventilation in
Thoroughly clean all surfaces beyond area working area.
to be painted with Turco 800 or Enmar 3094 3. Wear goggles, rubber gloves, apron,
thinner. Extreme care should be taken to face shield and head coverings.
remove all letters, grease, bugs, etc. d. Apply paint stripper as follows:
Carefully mask off stripe areas to be 1. Starting at the top and working down,
painted. See that all tapes are firmly brush or spray paint stripper on painted
adhered to metal to prevent ragged edges. surface. Follow paint stripper manufac-
Class "A" wrapping paper and thinner-proof turer's recommendations regarding use of
masking tape should be used to cover the the stripper.
Plexiglas area. This will prevent damage 2. Rinse area thoroughly and allow to
from solvent and thinner vapors. (News- dry.
paper will not provide adequate protec-
tion.) Extreme care should be taken to Corrosion Treatment.
assure that no oil seepage occurs from
seams, splices or rivet heads. a. If corrosion occurs, complete removal
of corrosion deposits is required to pre-
CAUTION vent recurrence. Partial removal and
covering with paint will not halt continued
Metallic paper, metal, metal foil attack because a small amount of moisture
or metal of any kind should never penetrates the surface of all paint and
be used as a paint spray mask on allows corrosion to continue.
heated windshields. b. If an area of corrosion exists, the
area shall be cleaned and the paint
During airplane painting operations, stripped. If the area is confined and the
extreme care must be taken to use of paint stripper is impractical
ensure that stripping fluids do because of rinsing difficulties, paint may
not come in contact with fuel be removed with solvent material Federal
cells. Paint stripping fluids can Specification TT-E-75l or TT-T-266. Apply
inflict severe damage which is not solvent with a soft bristle brush, allow
I
readily apparent or easily detected, solvent to remain until paint film is
to fuel cells. For this reason, loosened, then wipe clean with a clean damp
the fuel cells should be disconnected cloth.
from their upper skin covers and c. Heavy aluminum parts are susceptible
hangers and protected with a to intergranular corrosion attack. Use
plastic sheet during stripping 1400 aluminum grit abrasive paper or abra-
operations. sive mat for mechanical corrosion removal.
d. Chemical corrosion removal must be
Paint Stripping. used on clad aluminum parts such as skin.
It is also suitable for other areas of
a. Paint stripping is required to reach light corrosion removal. The surrounding
paint covered corrosion and areas that parts and materials shall be protected from
have been painted with paint that is damage of the corrosion remover by proper
incompatible with paint currently on the masking or other appropriate methods.
part, etc. Specific CAUTION should be exercised in
b. Before applying paint stripper, areas where the corrosion remover could
windows, areas not being painted, openings, become entrapped or attack an uncorroded
rubber and other nonmetallic parts must be area.
masked off. I[ paint stripper should
accidentally get on material, such as Manual Cleaning and Deoxidizing of Aluminum
Plexiglas, flush parts with water Alloys
immediately.
Alkaline Cleaners
CAUTION
WARNING
During paint stripping operations,
extreme care must be taken to When mixing and using alkaline
ensure that stripping fluids do cleaners, always use rubber
not come in contact with fuel gloves.
cells. Paint stripping fluids can
inflict severe damage which is not a. Oakite 164 - Oakite Products
readily apparent or easily detected, Mix: 5-8 ounces Oakite 164 to 1 gallon of
to fuel cells. For this reason, water at 160° to 190°F.
the fuel cells should be discon- b. Pensalt A-28A - Penwalt Chemicals
nected from their upper skin Corporation.
covers and hangers and protected Mix: 5-8 ounces Pensalt A-28A to 1 gallon
with a plastic sheet during strip- of water at 160° to 190°F.
ping operations.
Change 9
310 SERVICE MANUAL aROUNO HANOL.INa. 2-l0C
SERVICINe ANO INSP!CTION
c. Pensalt 85 - Penwalt Chemicals Corpor- b. Blast cleaning.

ation. 1. When parts are oily, they shall be
Mix: 3-6 ounces Pensalt 85 to 1 gallon of vapor degreased prior to blast cleaning.
water at 130· to 160·F. 2. Parts must be within the original
d. Turco 42155 - Turco Products, Inc. permissible tolerances after blast cleaning
Mix: 4-6 ounces Turco 42155 to 1 gallon of and must display no significant evidence of
water at 140· to l70·F. warpage or distortion. Extreme care must
be exercised to avoid excessive local
Deoxid izers blasting and warpage of thin sections.
Blast cleaning of section thickness less
WARNING than 0.050 inch is not recommended.
3. All loose particles shall be removed
When mixing deoxidizers, always from blast cleaned surfaces with a jet of
add chemical and acid to the water air immediately after blasting. Subsequent
separately. Always use rubber surface treatments shall be applied as soon
gloves and glasses. as possible after blast cleaning. Blasted
parts which will be held over night shall
a. Turco Smut Go #4 - Turco Products, be dipped in a light oil. When ready to
Inc. continue the processing of the parts, they
Mix: 2-4 ounces Turco Smut Go #4 to 1 shall be vapor degreased to remove the oil.
gallon of water; 5-8 ounces nitric acid to c. Corrosion removal.
1 gallon of water. 1. Removal of light corrosion and dis-
b. Aldox A - Penwalt Chemicals Corpora- coloration.
tion. (a) Apply Delchem 810 with brush or
Mix: 6-8 ounces Aldox A to 1 gallon of cloth.
water, 12-20 ounces sulfuric acid to 1 (b) Agitate with short fiber brush or
gallon of water. abrasive mat until"all corrosion products
c. Aldox W - Penwalt Chemicals Corpora- are removed. Do not leave conditioner in
tion. contact with the surface for more than 20
Mix: 12-16 ounces Aldox W to 1 gallon of minutes.
water. (c) Rinse off the corrosion remover
with a damp cloth, rinSing frequently in
water.
Abrasive Cleaning of Metals (d) Repeat cycle as required.
(e) After all corrosion is removed,
a. General requirements. thoroughly rinse treated area with clean
1. Grit blasting is not recommended for water.
general use on aluminum sheet, springs, (f) Apply pretreatment (Iridite 14-2 or
close tolerance dimensioned parts and Alodine 12005) to aluminum where corrosion
threads. was removed. Follow the manufacturers
2. Where a significant loss of metal instructions.
cannot be tolerated and/or a smooth finish 2. Removal of moderate corrosion.
is required, a size 180 grit or finer (a) Dilute Pennwalt 715 with an equal
abrasive shall be used. When heavy layers volume of water in a plastic-lined con-
of scale or oxides are to be removed and tainer.
the surface finished by subsequent opera- (b) Apply diluted Pennwalt 715 with a
tions or processes, a metallic brush or brush or cloth wetting the entire corroded
size ISO grit or coarser grit may be used surface thoroughly.
for cleaning. (c) Allow the solution to stand as long
3. Parts fabricated from different as necessary to remove the corrosion pro-
material types shall not be grit blasted ducts but never longer than 20 minutes.
with the same grit, wire brushed with the (d) Scrub with a short fiber brush just
same brush or cleaned with the same abra- before rinsing with water or a damp cloth.
sive cloth or paper. (e) Repeat cycle as necessary.
4. To avoid the possibility of stress (f) After all corrosion is removed,
concentrations, the cleaned area should be thoroughly rinse treated area with clean
blended into the surrounding area to form water and dry.
a saucer-shaped depression. The cleaned (g) Apply pretreatment (Iridite 14-2 or
area should have a width of 10 times the ~lodine 12005) to aluminum where corrosion
depth and a length of 20 times the depth was removed. Follow manufacturer's instruc-
when possible. If the corrosion was tions.
mechanically cleaned, it must then be 3. Removal of battery acid corrosion
chemically cleaned in order to thoroughly (Lithium batteries).
clean the surface for corrosion proofing (a) Small areas of corrosion.
treatment. 1) Wash with mild detergent.
5. Parts and assemblies shall be cleaned 2) Rinse thoroughly and dry.
after abrasive cleaning to assure removal 3) Remove corrosion with Scotch
of all abrasive media. Corrosion resistant Brite.
steels shall be passivated after abrasive 4) Clean with MEK, acetone or similar
cleaning. solvent.
Change 9
2-100 e~OUNO HANOLINe. 310 SERVICE MANUAL
S~~"ICINe ANO INSP~CTION
(b) Large areas of corrosion. WARNING

1) Dilute one part 2255 Step A
cleaner (DuPont product) with two parts Do not apply chemical brighteners
water in a plastic or glass container to inaccessible areas where tqe
before using. brightener cannot be completely
2) Protect adjacent areas by using flushed or removed.
masking tape and polyurethane sheeting.
3) Freely apply the diluted 2255 CAUTION
solution to the affected area. While the
surface is still wet, rinse thoroughly Care should be taken not to remove
with clear water or wipe with a clean damp or otherwise damage the alclad coat-
cloth. ing in adjacent areas when using
4) Allow surface to air dry or wipe abrasive to remove corrosion.
dry with a clean cloth.
5) From a clean plastic container, (c) Treatment of fayed surfaces or
apply 2265 Step B conversion coating with- very detailed structures will normally
out dilution to the affected area. Allow require disassembly.
to remain 2-5 minutes. (d) Fluorescent inspect the areas to
6) 2265 should be applied to as much assure removal of all corroded material
surface as can be coated and rinsed before and to determine if any cracks are present.
the solution dries. Should cracks be indicated, continue
7) Flush 2265 from surface with cold removal of material and penetrant inspec-
water or mop with a damp synthetic sponge, tion until cracks are no longer indicated.
rinsed occasionally in cold water. (e) Determine the depth of material
removed at each of the affected areas.
NOTE 1) If the maximum depth of removed
material is equal to or less than the
Both 2255 and 2265 are DuPont pro- allowables.shown in Figure 1, proceed to
ducts and can be obtained from any step (6). For material removal greater
DuPont outlet. Manufacturers safety than allowables shown in Figure 1, a struc-
precautions should be followed. tural beefup is required. Typical spar cap
beefups are defined in Chapter 15.
4. Removal of exhaust corrosion (wing (f) Apply a brushon conversion coating
spar). to the cleaned area such as a solution of
(a) 5trip the affected area with a Alodine 12005 (Amchem Products, Inc.) or
stripper such as Turco Paint Gon (Turco Iridite 14-2 (Allied-Kelite). Follow
Products, Inc.) or 5trypeeze (5arogran manufacturer's instructions.
Company). Follow the manufacturer's (g) Apply appropriate primer and paint
instructions. for finish.
(b) Remove the corrosion with a NON-
METTALIC abrasive pad such as 5cotch~te
(3M Company) or chemical brighteners such
as Quickbrite (Pennwalt Chemicals Corpora-
tion) or Metal Glo #3 or #4 (Turco Pro-
ducts, Inc.). Follow the manufacturer's
instructions. DO NOT use steel wool,
emery cloth or wire brush to remove
corrosion.
Change 9
2-11
310 SERVICE MANUAL GROUND HANDLINe.
FRONT SPAR
(UPPER AND LOWER CAPS)
( --7
j )
t t
*0.015 INCH 0.015 INCH *
- - 0.015 INCH*
W.S. 28.4 TO 89.50

*MAXIMUM THICKNESS ALLOWED TO
BE REMOVED WITHOUT BEEF UP
-"1~-0.015 INCH* -0.015 INCH *

-..-1 ...
0.015 INCH* 0.015 INCH * 0.015 INCH*
W.S. 40.12 TO 73.50 W.S. 73.50 TO 89.50

*MAXIMUM THICKNESS ALLOWED TO BE *MAXIMUM THICKNESS ALLOWED TO
REMOVED WITHOUT BEEF UP BE REMOVED WITHOUT BEEF UP
14142040
Figure 2-SA. Exhaust Gas Corrosion Allowable Material Removal (Sheet 1 of 2)
Change 9
2-12
aROUNO HANOLINa. 310 SERVICE MANUAL
SERVICINa ANO INSPECTION
REAR SPAR
(UPPER AND LOWER CAPS)
I
..... :l
rll,----J,._
I
*0.0 15 INCH 0.01 5 INCH * *0.015 INCH
'I
I
,I
II 0.015 INCH *
*0.0 35 INCH- f- *0.015 INCH 'I
.........~.015 INCH*
- ----
0.01 5 INCH*
0.063 INCH~~
IIIL 0.063 INCH
0.232 INCH
W.S. 57.5 AND INBOARD W.S. 57.5 TO 73.50
SECTION SHOWN IS W.S. 57.5 SECTION SHOWN IS W.S. 73.50
* MAXIMUM THICKNESS ALLOWED TO *MAXIMUM THICKNESS ALLOWED TO

BE REMOVED WITHOUT BEEF UP BE REMOVED WITHOUT BEEF UP
~~
r
~
*0.015 INCH 0.015 INCH* * 0.015 INCH INCH*

-~n'~-0.015 INCH*
~~ 0.063 INCH -11-0.063 INCH
W,S. 73.5 TO 89.5 W.S. 89.5 TO 120.0

*MAXIMUM THICKNESS ALLOWED TO *MAXIMUM THICKNESS ALLOWABLE TO
BE REMOVED WITHOUT BEEF UP BE REMOVED WITHOUT BEEF UP
14142040
Figure 2-5A. Exhaust Gas Corrosion Allowable Material Removal (Sheet 2)
Change 9
I
310 SERVICE MANUAL eAOUND HANDLINe; 2-l2A
SI!AVICINe AND INSPECTION
Recommended Materials and Equipment.
NAME NUMBER MANUFACTURER USE
GENERAL CLEANING INCLUDING EXHAUST DEPOSITS

Delchem Jet Wash 2271 Pennwalt Chemical Corp. To wash exterior surface
2700 South Eastern Ave. of the airplane.
Los Angeles, CA
Aerowash Wyandott Chemicals Corp. To wash exterior surface
8921 Dick Road of the airplane.
Los Nietos, CA
PAINT REMOVER
Delchem E-Z Strip 19B Pennwalt Chemical Corp. To strip polyurethane
2700 South Eastern Ave. paint.
Los Angeles, CA
Paint Remover Turco 5556A Turco Products, Inc. To strip polyurethane
Box 1055 paint.
Wilmington, CA
Paint Remover Turco 5556AF Turco Products, Inc. To strip polyurethane
Box 1055 paint.
Wilmington, CA
CORROSION REMOVAL
Delchem 810 Pennwalt Chemical Corp. To remove light corrosion.
2700 South Eastern Ave.
Los Angeles, CA
Pennsalt 715 Pennwalt Chemical Corp. To remove moderate
2700 South Eastern Ave. corrosion.
Los Angeles, CA
Quickbrite Pennwalt Chemical Corp. To remove corrosion.
Scotch Brite Minnesota Mining and To remove corrosion.
Hf g. Company
Metal Glo Number 3 or Turco Products To remove corrosion.
Number 4
DEICING EXTERIOR SURFACES

Deicing Fluid WO-20 Jefferson Chemical Corp. To remove ice and frost
Houston, TX from control surfaces.
PRETREATMENT
Iridite 14-2 Allied Research, Inc. To prevent corrosion
on aluminum.
Change 9
1
2-128 e"OUNO HANOLINe.
S~"VICINe ANO INSP~CTION
310 SERVICE MANUAL
washed with isopropyl alcohol.

Finish and Trim. b. Primer shall be Lacco 600 SL9953, white - Red
Spot Paint and Varnish Company or RV3649, white,
A finish and trim plate is installed in the Duralac Chemical Corporation. This primer shall
nose wheel web. The plate contains finish be reduced to spray viscosity by thinning with Red
and trim information for the air?lane. The Spot SLB3Bl or Duralac T901 respectively. Use
airplane and interior parts are painted var-
ious colors as coded on the finish trim apprOXimately one volume of thiMer for one volume
plate. All paints used on this model air- of primer.
plane are listed by finish and trim code on c. The first coat of reduced primer shall be dry
the respective paint color chart, except sprayed to an apprOXimate cured film thickness of
heat resistant paint and landing gear paint. O. 0003 to O. 0004 inch.
To read the plate, convert the number codes d. The sprayed coating shall be allowed to dry a
stamped on the plate to the detailed de- minimum of one hour prior to overcoating.
scription given in the Paint Color Chart.
To ensure matching colors when ordering Epoxy Primer.
paint, it is necessary to provide the pro-
per information from the finish and trim
plate. Paint must be ordered through the Fiberglass parts that have been stripped of their
Cessna Dealers' Organization. Use Parts primer should be primed with P-900 Sky spar sur-
and Accessories Order ForT:l tiumber P312-12 faces, consisting of the following:
supplied by Cessna on request.
P- 900 Sky spar Surfaces Base Component
C- 91B Catalyst Concentrate Component I
C-916 Catalyst ThiMer Component II
T- 262 ThiMer Component ill
NOTE
a. Surfaces to receive Epoxy primer should be
• Since "CODE" numbering or lettering changes sanded lightly so the outer laminated layer is not
with aircraft model changes, it is important exposed.
that the respective aircraft Model and Serial b. Remove reSidue by wiping with a cloth dampened
Number Chart be observed when ordering with Isopropyl AlcohoL
paint.
NOTE
• When ordering paint specify CESI054 (3 Digit
Dash No. ) or CES2800 (4 Digit Dash No. ), Do not use wood filler. lacquer, putty or
add letter "P" (for pint), "Q" (for quart), aerodynamic smoothers, such as White
lOG" (for gallon) or "s" (for spray can) to the Streak or Bondtite on fiberglass.
Dash No. Example: CESI054-17OG or
CES2800-2113G = 1 Gallon of Vestal White. c. Allow all materials when first mixed with a
catalyst, to stand in a closed container for apprOXi-
mately one hour before use.
Primer - Mixture and Application.
NOTE
NOTE
rvIixed material has a usable pot life of B
Mix EX20l6G primer only in quantities re- hours. When the material becomes thick
quired for use within six hours and then only and starts to gel, it must be discarded.
in stainless steel bucket provided.
a. Mix equal parts of EX2016G primer and T6070 Materials, Description and Mixing Instructions.
diluent and stir thoroughly.
b. Apply EX20l6G primer in a well broken up, wet, P-900 Surfaces is an epoxy resin and constitutes the
even coat. If primer has to be sanded, sand and re- base component of the system. By mixing with the
prime. Sanding breaks film, resulting in poor ad- C-91B Catalyst Concentrate and/or the C-916 Cata-
hesion. lyst Thinner in varying proportions and thinning with
T- 262 Thinner, any desired consistency can be ob-
NOTE tained, from heavy putty to a spraying viscosity.
On all leading edge surfaces, apply cross a. Mix 12 parts of the base component with one part
coat, wet and even, of EX2016G primer. of Component I (Catalyst Concentrate). Mix thor-
oughly then cover the container and allow to stand 1
c. Clean equipment immediately after use and under hour.
no consideration use EX2016G primer that has been b. The mixture should be a thick, smooth putty and
mixed longer than sue hours. may be applied with a spatula or heavy bristled brUSh.
c. The material may be overcoated immediately
Polycarbonate Primer - Mixture and Application. with P-900 either by brushing or spraying. The
material will be dry for sanding when it does not gum
a. Surfaces to receive primer shall be solvent up in the sandpaper and sands off in a dry powder.
Change 9
310 SERVICE MANUAL GROUND HANDLING. 2-12C
310POOOl TO 31OQOOOl 31OQOOOl TO 31OQ0201
These diagrams show the sequence and location of the code symbol on
the Finish and Trim Plate for exterior and interior paint.
* In the exterior color callout the letter "P" or "V" distinguishes between
Polyurethane and Vinyl paint. Example: Pxxx = Polyurethane. Vxxx =
Vinyl paint. (See Paint and Color Chart.)
14146001
1. Model Year 10. Heat and Vent Grill, Seat 17. Stationary Shock and Radio
2. Exterior Color Belt Bracket and Fire Panels and Glove Box Door
3. Control Wheel Extinguisher Bracket 18. Circuit Breaker Panel -
4. Aircraft Serial Number 11. Standard Interior Paint Silk Screen
5. Trim - Circuit Breaker and Material 19. Escutcheon Individual
Panel 12. Exposed Parts - All Seats Lights
S. Wire Tunnel 13. Wemac 20. Exposed Parts All Seats -
7. Cabin Exhaust Vent 14. Circuit Breaker Panel Seat, Seat Track and
8. Track 15. Exposed Parts - Baggage Armrest Bottom
9. Seat Support Structure. and Cabin Door 21. Track. Voltage Regulator
Emergency Crank Storage IS. Seat Track and Armrest Cover. Seat Belt Retainer
Bracket Bottom Cover
Figure 2-S. Finish and Trim Plate (Sheet 1 of 2)
Change 6
2-120 GROUND HANDLING. 310 SERVICE MANUAL
17 11 10 14 4
31OQ0201 TO 310Q0401 31OQ0401 TO 31OQ0601
2 21 11.
.-____ ~~~~--~==== __--20

E8a~S:~~i=2020
20
20
31OQ060 1 TO 310Q090 1 31OQ0901 AND ON
14146001
Figure 2-6. Finish and Trim Plate (Sheet 2 of 2)
Change 6
31(; SERVICE MANUAL eROUND HANDLINe. 2-12E
SERVICINe AND INSP~CTION
PAINT COLOR CHART

1969 MODEL 310POOOl TO 31OQOOOl
Finish &I EXTERIOR PAINT CES CES Finish &I INTERIOR PAINT CES CES
trrim Code COLOR 1054 2800 Trim Code COLOR 1054 2800
A VESTAL WHITE -170 EPOXY PAINT
B TROPICAL ORANGE -819 56 SPLENDOR RED -739
C TANGIER BEIGE -926 57 CLOUD GRAY -534
0 SUN YELLOW -924 58 VE L VET BLACK -308
E POLARIS BLUE -920 59 CANYON TAN -741
F CHAMBRAY GREEN -941 60 DRAGON RED -910
G BARCELONA BRONZE -817 61 VELDT GOLD -912
H GOLDENROD -183 62 ROYAL BLUE -911
J VALOR RED -417 63 GOLD -810
K BOMBAY BRONZE -925
L EMPEROR BLUE -821 LACQUER PAINT
M PINEHURST GREEN -728 64 SP LENDOR RED -718
N IMPERIAL BURGUNDY -818 65 CLOUD GRAY -531
P CRANBERRY -880 66 VELVET BLACK -151
67 CANYON TAN -717
EXTERIOR MARKINGS 68 DRAGON RED -904
IMPERIAL GRAY -754 69 VELDT GOLD -908
WHITE -262 70 ROYAL BLUE -906
GRAY -142 71 GOLD -800
BLACK -171
SP SPECIAL COLORS
INTERIOR TRIM PAINT USAGE ••••••••••••••••••••••••••••••

73 CLOUD GRAY LACQUER -857 VELVET BLACK COAT- -882
USED ON: ING USED ON:
NACELLE BAGGAGE DECK SKIN &I PANES
DOOR FRAME
EXPOSED DULL BLACK -193
PART &I INSIDE USED ON:
SURFACE COMPASS
DEFROST DUCTS
BLACK SEMI-GLOSS -156 GLOVE BOX DOOR
USED ON: GYRO MOUNTING
BRAKE LINKS &I BRACKETS
MASTER CYLINDER STATIONARY
RUDDER PEDALS INSTRUMENT P~L~
CONTROL COLUMN PRIMARY SHOOlC":~ ~;i
PARKING BRAKE INSTRUMENT ,F-AN'EL'
BRACKET MIKE MOUNTING
QUADRANT - VISIBLE BRACKETS
P ARTS ON INSIDE PEDESTAL ASSY
RADIO CONTROL PANELS
CLOUD GRAY EPOXY -534 COMPASS CARD HOLDER
USED ON: & REGISTRATION NO.
END FITTING - ST A TIC PRESSURE
CURTAIN TRACK PLATE &I ALTERNATE
DIVIDER SOURCE
SPEAKER COVER WINDSHIELDS RETAINER
HOOD ASSY - ANTI GEAR
BLACK EPOXY -308 SUNVISOR
USED ON: CIRCUIT BREAKER
QUADRANT COVER PANELS
TRIM WHEEL
Change 6
2-12F e"OUNO HANDLINe. 310 SERVICE MANUAL
S~"VICINe AND IN8P~CTION
INTERIOR TRIM PAINT USAGE - CONT.•••••••••••••••••••••••••••
1969 MODEL 310P0001 TO 31OQOO01
Finish & INTERIOR PAINT CES CES Finish & INTERIOR PAINT CES CES
Trim Code COLOR 1054 2800 Trim Code COLOR 1054 2800
DUSTY PEACH -535

USED ON:
BUTTONS- UPHOLSTER
SNAP WING LOCKER
SP SPECIAL COLORS
Change 6
I
310 SERVICE MANUAL GROUND HANDLING. 2-12G
PAINT COLOR CHART

1970 MODEL 31OQOOOl TO 31OQ0201
Finish & EXTERIOR PAINT CES CES Finish & INTERIOR PAINT CES CES
A VESTALWffiTE -170 EPOXY PAINT
B VELVET BLACK -171 47 BRONZE -737
C CRANBERRY -880 48 CLOUD GRAY -534
D CORK BROWN -464 49 ONYX BLACK -308
E ASCOT YELLOW -432 50 LIGHT OLIVE -981
F TROPICAL ORANGE -819 51 MARIGOLD -983
G DEEP MAHOGANY -285 52 SUN GOLD -979
H EMPRESS BLUE -605 53 SILVER TEAL BLUE -982
J ARISTO BLUE -655
K PINEHURST GREEN -728 LACQUER PAINT
L VALOR RED -417 56 CLOUD GRAY -531
57 GLOSS BLACK -151
EXTERIOR MARKINGS 58 DULL BLACK -193
59 LIGHT OLIVE -971
IMPERIAL GRAY -754 60 MARIGOLD -973
PEARL WHITE -262 61 SUN GOLD -960
GRAY -142 62 SILVER TEAL BLUE -972
VELVET BLACK -171
SP SPECIA L COLORS

63 BLACK SEMI-GLOSS -156 LIGHT COVER I
LACQUER - USED ON PRIMARY SHOCK INSTRU-
BRAKE LINKS & MENT PANEL
MASTER CYLINDER STATIONARY
CONTROL COLUMN INSTRUMENT
PARKING BRAKE PANEL
BRACKET PEDESTAL - FRONT
QUADRANT - VISIBLE & SIDE COVERS
PARTS ON INSIDE CABIN DOOR LATCH
RUDDER PEDA LS HANDLE COVER
DULL BLACK LACQUER -193 DULLWffiTE -294

USED ON: USED ON:
COMPASS ELEVATOR TRIM TAB
DEFROST DUCTS INDICA TOR MARKER
HOOD ASSY - ANTIGLARE
PEDESTAL ASSY ONYX BLACK - EPOXY -308
COMPASS CARD HOLDER USED ON:
& REGISTRA TION NO. QUADRANT COVER &
STA TIC PRESSURE TRIM WHEEL
PLATE & ALTERNATE
SOURCE CLOUD GRAY - PLASTIC -532
SUNVISOR USED ON:
WINDSHIELD RETAINERS CONSOLE INSTRUMENT
LIGHT
DULL BU.CK LACQUER - 279
USED ON: CLOUD GRAY - EPOXY -534
E0.'GINE CONTROL COVER USED ON:
FUEL SELECTOR VALVE END FITTING - CURTAIN
COVER TRACK DIVIDER
FUEL SELECTOR VALVE
Change 6
I
2-12H GROUND HANDLING. 310 SERVICE MANUAL
INTERIOR TRIM PAINT USAGE - CONT. •••••••••••••••••••••••••••
1970 MODEL 31OQOOOI TO 31OQ0201
Finish & INTERIOR PAINT CES CES Finish & INTERIOR PAINT CES CES
DUSTY PEACH LACQUER -535 SPECIAL COLORS

USED ON:
BUTTONS - UPHOLSTERY SP CADET GRAY -2106
SNAP - WING LOCKER USED ON:
INSTRUMENT PANELS
CLOUD GRAY LACQUER -857 WHEN GRAY INSTRU-
USED ON: MENfS ARE INSTALLED
BAGGAGE DOOR - FRAME
BAGGAGE DOOR-
EXPOSED PARTS ONLY
& INSIDE SURFACE
NACELLE - EXPOSED
PARTS ONLY & INSIDE
SURFACE
BLACK-SUEDE COATING -882

USED ON:
DECK SKINS & PANELS
Change 6
PAINT COLOR CHART

1971 MODEL 31OQ0201 TO 31OQ0401
!Trim Code COLOR 1054 2800 Trim Code COLOR 1054 2800
A VESTAL WHITE 170 2113 EPOXY PAINT
B VALOR RED 417 2123 43 CLOUD GRAY 534
C 44 VELVET BLACK 308
D CORK BROWN 464 2116 45 CHAMPAGNE 2127
E ASCOT YELLOW 432 2117 46 PLATINUM 2128
F TROPICAL ORANGE 819 2118
G LACQUER PAINT
H EMPRESS BLUE 605 2120 48 CLOUD GRAY 531
J ARISTO BLUE 655 2121 49 VELVET BLACK 151
K PINEHURST GREEN 728 2122 50 DULL BLACK 193
L CRANBERRY 880 2115 51 CHAMPAGNE 2125
M DEEP MAHOOANY 285 2119 52 PLATINUM 2126
N VELVET BLACK 171 2114 53 CADET GRAY 2106

54 BLACK SEMI-GLOSS 156 CLOUD GRAY - EPOXY 534
LACQUER - USED ON: USED ON:
BRAKE LINKS END FITTING - CURTAIN
MASTER CYLINDER TRACK DIVIDER
CONTROL COLUMN
PARKING BRAKE DUSTY PEACH LACQUER 535
BRACKET USED ON:
QUADRANT - VISIBLE BUTTONS - UPHOLSTERY
PARTS ON INSIDE SNAPS - WING LOCKER
RUDDER PEDALS
CLOUD GRAY LACQUER 857
DULL BLACK LACQUER 193 USED ON:
USED ON: NACELLE BAGGAGE
COMPASS DOOR FRAME - EXPOSED
DEFROST DUCTS PARTS ONLY
PEDESTAL ASSY NACELLE BAGGAGE DOOR -
COMPASS CARD HOLDER INSIDE SURFACE
& REGISTRATION NO
STATIC PRESSURE
PLATE - ALTERNATE
SOURCE BLACK - SUEDE COATING 882
SUNVISOR USED ON:
WINDSHIELD RETAINER DECK SKINS & PANELS
ONYX BU.CK - EPOXY 308 SPECIAL COLORS

USED ON:
QUADRA:<T COVER SP CADET GRAY 2106
TRIM WEEEL USED ON:
INSTRUMENT PANELS
WHEN GRAY INSTRU-
MENTS ARE INSTALLED
Change 6
2-12J GROUND HANDLING. 310 SERVICE MANUAL
PAINT COLOR CHART

1972 MODEL 31OQ0401 TO 31OQ0601
A VESTAL WHITE -170 - 2113 43 EPOXY PAINT
B OUVE -2147 44 AVOCADO GREEN -2162
OUVE -2163 45 CARMEN RED -2159
C SUN GLOW RED -492 -2137 46 MUSTARD GOLD -2160
D EMPRESS BLUE -605 -2120 47 MARINA BLUE -2158
E ASCOT YELWW -432 -2117 48 VELVET BLACK -308
F GOLDEN OCHRE -452 -2164 49 BEIGE -2161
G CORK BLOWN -464 -2116 CWUD GRAY -534
H TROPICAL ORANGE -819 -2118
J DEEP MAHOGANY -285 -2119 50 LACQUER PAINT
K VELVET BL.'\CK -171 -2114 51 A VOCADO GREEN -2157
L CRANBERRY -880 -2115 52 CARMEN RED -2154
M ARISTO BLUE -655 -2121 53 MUST ARD GOLD -2155
54 MARINA BLUE -2153
EXTERIOR PROTECTIVE 55 VELVET BLACK -151
PAINT 56 BEIGE -2156
GRAY -142 57 CLOUD GRAY -531
SP SPECIAL COLORS 58 DULL BLACK -193
CADET GREY -2106

42 BLACK SEMI-GL(~S -156 CABIN AND BAGGAGE
LACQUER DOOR - EXPOOED
USED ON: PARTS
BRAKE UNKS ESCUTCHEON -
MASTER CYUNDER INDIVIDUAL UGHTS
CONTROL COLUMN
PARKING BRAKE BKT DUSTY PEACH LACQUER -535
QUADRANT - VISIBLE USED ON:
PARTS ON INSIDE BUTTONS - UPHOLSTERY
RUDDER PEDALS SNA PS - WING LOCKER
DULL BLACK LACQUER -193 CLOUD GRAY ACRYLIC -857

USED ON: USED ON:
DEFROST DUCTS NACELLE BAGGAGE
PEDESTAL ASSY DOOR FRAME - EXPOSED
STATIC PRESS PLATE - PARTS ONLY & INSIDE
ALTERNATE SOURCE SURFACE
WINDSHIELD RETAINERS
BLACK - SUEDE COATING -882
VELVET BLACK EPOXY -308 USED ON:
USED ON: DECK SKIN & PANELS
QUADRANT COVER COMPASS & COMPASS
TRIM WHEEL PEDESTAL
CLOUD GRAY EPOXY -534

USED ON:
END FITTING - CURTAIN
TRACK DIVIDER
SUNVISOR - EXPOSED
PARTS
Change 6
310 SERVICE MANUAL GROUND HANDLING. 2-12K
PAINT COLOR CHART

1973 MODEL 31OQ0601 TO 31OQ0901
Vinyl Poly-
Finish & EXTERIOR PAINT ure- Finish & INTERIOR PAINT CES CES
Trim Code COLOR thane Trim Code COLOR 1054 2800
A VESTAL WHITE -170 -2113 EPOXY PAINT

B GOLDEN OCHRE -452 -2173 55 AVOCADO GREEN -2162
C LAGOON BLUE -584 -2193 56 CARMEN RED -2159
D SUNGLOW RED -492 -2174 57 MUST ARD GOLD -2160
E TROPICAL ORANGE -819 -2118 58 MARINA BLUE -2158
F PALM GREEN -2196 -2190 59 BEIGE -2161
G OLIVE -2147 -2172 60 VELVET BLACK -308
H ITAUAN GOLD -517 -2194
J ADMIRAL BLUE -457 -2192 LACQUER PAINT
K VELVET BLACK -171 -2114 61 AVOCADO GREEN -2157
L BOMBAY BRONZE -925 -2191 62 CARMEN RED -2154
M GROVE GREEN -2195 -2189 63 MUST ARD GOLD -2155
64 MARINA BLUE -2153
EXTERIOR PROTECTIVE 65 BEIGE -2156
PAINT 66 VELVET BLACK -151
GRAY -142
SP SPECIAL COLORS

54 BLACK SEMI-GLOSS -156 CLOUD GRAY - EPOXY -534
LACQUER - USED ON: USED ON:
BRAKE UNKS END FITTING - CURTAIN
MASTER CYLINDER TRACK DIVIDER
CONTROL COLUMN SUNVISOR - EXPOSED
PARKING BRAKE PARTS
BRACKET CABIN & BAGGAGE
QUADRANT - VISABLE DOOR - EXPOSED PARTS
PARTS ON INSIDE
RUDDER PEDALS DUSTY PEACH - LACQUER -535
USED ON:
DULL BLACK - LACQUER -193 BUTTONS - UPHOLSTERY
USED ON: SNAP - WING LOCKER
DEFROST DUCTS
COMPASS CLOUD GRAY - LACQUER -857
COMPASS PEDESTAL USED ON:
PEDEST AL ASSY NACELLE BAGGAGE
STATIC PRESSURE DOOR FRAME - EXPOSED
PLA TE - AL T SOURCE PARTS ONLY
WINDSHIELD RETAINERS NACELLE BAGGAGE
DOOR - INSIDE SURFACE
ONYX BLACK - EPOXY -308
USED ON: BLACK - SUEDE COATING -882
QUADRANT COVER USED ON:
TRIM WHEEL DECK SKIN & PANEL
CADET GRAY - LACQUER -2106

USED ON:
INSTRUMENT PANEL
CIRCUIT BREAKER
PANEL SILKSCREEN
Change 6
2-12L GROUND HANDLING. 310 SERVICE MANUAL
PAINT COLOR CHART

1974 MODEL 31OQ0901 AND ON
Vinyl Poly-
Finish & EXTERIOR PAINT ure- Finish & INTERIOR PAINT CES CES
Trim Code COLOR thane Trim Code COLOR 1054 2800
A VEST AL WHITE -170 -2113 EPOXl PAINT
B VIVID ORANGE -2244 -2243 89 PALM GREEN -2233
C FESTIVAL YELLOW -2270 -2269 90 CORAL RED -2232
D SHAOOW BLUE -2263 -2262 91 TOPAZ GOLD -2234
E LIME -2250 -2249 92 ROYAL BLUE -2231
F GRAY -2266 -2265 93 BEIGE -2161
G REBEL RED -2241 -2240 94 ONYX BLACK -308
H BEIGE -2257 -2256 95 CLOUD GRAY -534
J BOMBA Y BRONZE -925 -2191
K INCA GOLD -2247 -2246
L AWARD BLUE -2260 -2259 LACQUER PAINT
M HUNTER GREEN -611 -2252 98 PALM GREEN -2229
N VELVET BLACK -171 -2114 99 CORAL RED -2228
P EXECUTIVE BROWN -2254 -2253 100 TOPAZ GOLD -2230
101 ROYAL BLUE -2227
102 BEIGE -2156
EXTERIOR PROTECTIVE 103 VELVET BLACK -151
PAINT
GRAY -142
SP SPECIAL COLORS

116 BLACK SEMI-GL<~S -156 SUNVISOR - EXPOSED
LACQUER - USED ON: PARTS
BRAKE LINKS CABIN AND BAGGAGE
MASTER CYLINDER DOOR - EXPOSED PARTS
CONTROL COLUMN
PRAKING BRAKE DUSTY PEACH - LACQUER -535
BRACKET - USED ON:
QUADRANT - VISABLE BUTTONS - UPHOLSTERY
P ARTS ON INSIDE SNAP - WING LOCKER
RUDER PEDEALS
CLOUD GRAY - ACRYLIC -857
DULL BLACK - LACQUER -193 LACQUER USED ON:
USED ON: NACELLE BAGGAGE
DE FROST DUCTS DOOR FRAME - EXPOSED
COMPASS PARTS ONLY
COMPASS PEDESTAL NACELLE BAGGAGE
STATIC PRESSURE DOOR - INSIDE SURFACE
PLATE - ALT SOURCE
WINOOHIELD RETAINERS BLACK SUEDE COATING -882
REAR VIEW MIRROR USED ON:
BRACKET DECK SKIN AND PANEL
ONYX BLACK - EPOXY -308 CADET GRAY - LACQUER -2106

USED ON: USED ON:
QU ADRANT COVER INSTRUMENT PANEL
TRIM WHEEL CIRCUIT_~REAKER PNL
SILKSCREEN
CLOUD GRAY- EPOXY -534 CIRCUIT BREAKER PNL
USED ON: AND PLUG BUTTONS
END FITTING - CURTAIN
TRACK DIVIDER
Change 6
310 SERVICE MANUAL GROUND HANDLING. 2-12M
This will occur after air drying for a period of not Thinner to a spray viscosity of 17 -19 seconds in a
less than 2 hours or is forced dried at 170°F for 30 number 2 Zahn cup.
minutes. b. Allow mixture to set for one hour before using.
d. If the material is to be brushed on. take a por-
tion of the putty material that has been allowed to set NOTE
for one hour and thin it to a suitable brushing viscos-
ity with Component II (Catalyst Thinner). This ma- The work life of the primer is six hours after
terial is ready to brush on after thinning. mixing.
e. The mixture should be brushed on the part, work-
ing material well into surface and filling all holes. c. Material should be applied in a wet coat applica-
L Allow part to air dry for a period of not less than tion to a dry film thickness of . 0004 to . 0007 inch.
0
two hours or force dry at 170 F for 20 minutes be- d. Allow 20 to 30 minutes drying time between appli-
fore sanding. cations of primer coats. Primed surface should be
g. If the material is to be sprayed, take a portion allowed to air dry 30 minutes, then final dry 4 hours
of the mixed material, thin it further using Compo- at 135°F.
nent III (T-262 Thinner), until a suitable spray vis-
cosity is obtained. This material is ready for use
after thinning.
h. Spray the mixture with the necessary number of
coats to cover any brush marks or imperfections in Epoxy Enamel Application.
the surface.
a. Mix epoxy enamel by adding 1 part by volume of
NOTE thinner (Enmar 5400) to 1 part by volume of enamel.
No additional thinning is necessary.
When applying heavy spray coats, solvent b. Allow mixture to set for 1 hour before using.
entrapment may occur causing pin holes.
To eliminate this, let the part stand for 5 NOTE
to 10 minutes after it has been sprayed to
allow solvent flash off. After 10 minutes, Work life of epoxy enamel is 8 hours.
spray one final finish coat and dry.
c. Spray coats shall be applied to a dry film thick-
The part may be force dried at 170° F for a period of ness of . 0008 to . 0012 inch.
20 to 30 minutes. d. Allow finish to cure for a period of 8 hours at
room temperature. As an alternate finish may be
Surface Preparation. force dried by air for 30 minutes followed by a 30
minute bake at 250°F or 2 hours at 130°F.
a. Clean part well by wiping with Isopropyl AlcohoL
b. Fill all large holes with putty.
c. Using a thinned putty mixture brush material
well into surface of materiaL Do not work back Preparation of 82B Series Vinyl Enamel Colors.
over the surface once it has been completed. Ma-
terial dries quickly and brush strokes are difficult Thoroughly mix and stir in original container and
to sand out make sure all pigments are in solution. Thin re-
d. Allow to air dry for a period of 2 hours or force quired amount of vinyl color with T1866B vinyl thin-
dry at 170°F for 30 :ninutes. ner in a 1:1 ratio. Mix thoroughly and strain into
e. Sand surface smooth. either a cup or pressure pot.
f. Spray final finish USing a thinned mixture and
allow to dry same as step d.
g. Repeat procedure as necessary to achieve de- Application of 82B Series Vinyl Colors.
sired results.
h. Paint in accordance with painting procedures. NOTE
Epoxy Enamel. If vinyl is to be applied from pressure pot, do

so under the following conditions: pressure of
When touch up or refinish of parts becomes neces- 10 pounds on the pot. Regulate gun pressure
sary, the edge of the finish adjacent to the defect at gun with test gage to 25 pounds, using gun
shall be feathered by sanding with #320 followed by with FX needle and fluid tip, with fan set wide
#400 sandpaper. Avoid sanding through the primer open and yield two turns open. If cups are
if possible. If the primer is penetrated over an area used, set gun at 30 pounds with EX needle and
of 1/2 inch square or larger, the surface must be fluid tip, fan set one turn open and yield wide
reprimed. open.
a. Apply first coat even and wet; second and third

Epoxy Primer. (Type I-Ml coats in same manner.
b. Check carefully before second and third coats
a. Mix thoroughly by volume one part epoxy primer for defects and correct them before final coats.
to one part catalyst. :'hin this mixture with T-6487 c. On second and third colors, mask off and lightly
Change 6
2-12N eROUND HANDLINe. 310 SERVICE MANUAL
S~RVICINe AND INSPECTION
sand with 400 grit sandpaper the painted surfaces of NOTE

previous color that is in area to be painted.
Heat resistant enamel should be thinned in a
NOTE one to one ratio with 1 part Xylene or Toluene
to four parts enamel and allow to air dry for a
On all leading edges, apply a fourth coat. period of 24 hours.
After finishing each color coat, burn down
with T-1411 burn-down thinner. Remove all
masking from painted surfaces after each Touch Up Vinyl.
color application. If you have a Heat Room,
turn up the heat and dry paint at tempera- When it is necessary to touch up or refinish an area,
0
tures of 125 to 145°F, for at least three the edge of the finish adjacent to the defect shall be
hours. Heat will give a good reflow on vinyl feathered by sanding with *320 followed by *400
paint. sandpaper. Avoid, if possible, sanding through the
primer. If the primer is penetrated over an area of
VHT paint shall be allowed to air dry for 30 minutes 1/2-inch square or larger, the surface must be re-
followed by a 15 minute force dry at 250 r.
0
primed.
Heat Resistant Enamel NOTE
The area aft of the exhaust outlet and waste-gate Avoid spraying metal primer on the adjacent
overboard outlet is painted with heat resistant en- paint as much as possible.
amel. When it becomes necessary to repaint the
areas the following procedures should be followed:
a. When touching up vinyl, use EX2016G primer
a. Mask off the area to be painted and strip off old mixed one part primer to one part EX2016A activator.
paint using Delchem E-Z Strip 19B or equivalent Stir and allow 30 minutes before spraying.
then rinse with a clear water spray. b. When priming with EX2016G, use a light coat of
b. Scuff sand and tack rag area to be sprayed. MIL-P-8585 zinc chromate primer thinned four parts
c. Spray coat Red Iron Oxide Primer (Type 1-8) to toluol to one part primer applied over the EX2016G.
a cure film thickness of .0002 to .0005 inches to the c. Fill the feathered areas by spraying on several
area to be painted. light coats of Acme 538 dark grey surfaces and allow-
Ing 5 to 8 minutes drying time lor each coat.
NOTE d. Sand the entire area With #400 sandpaper and ap-
ply the top coat.
Thin Red Iron Oxide Primer to a une to one
ratIO with Toluene for spray. NCYfE
d. .\llow prllned surface to air dry appruximately Remove dry overspray by burndown (T-1411)
<J!le hour. or by compounding with Dupont 808 rubbing
e. Sand prime surface Irrc~ul.lrities and reprime. compound.
r. Spray coat heat resistant enamel to insure a cure
film thickness of 0.001 to 0.0015 inch.
Change 6
310 SERVICE MANUAL GROUND HANULING, 2-13
NOTE
For a minimum of orange peel, the material

should be thinned to a viscosity of 18 seconds
in a #2 Zahn cup. Induction time is 30 min-
utes and pot life is 8 hours. Induction time
is the time required for mixture to set after
mixing and before application. Pot life is
the work life after mixing.
g. Apply urethane enamel to primed surface in two

I
passes such that the dry film thickness is O. 0013 to
3 0.0017 inches.
h. Force dry at 140° F for a period of 4 hours be-
fore masking for additional painting.
Detail NOTE
A Applying a heavy film will cause solvent
popping and should be avoided. If anti-
4 2 cratering solution is used, #92C24 should
be added at the rate of not more than 2
ounces per catalyzed gallon.
310P0001 AND ON Turbo-310P0001 AND ON
i. Apply WI02 white for the topcoat if white is spec-
ified.
1. Waste gate overboard 3. Heat resistant enamel Touch Up of Polyurethane Finish.
2. Exhaust 4. Exhaust cover
a. Urethane touch up and design should be accom-
Figure 2 -6A. Heat ReSistant Paint Areas plished within 24 hours after the application of the
topcoat. The topcoat must be wiped down with MEK
before touch up or painting stripes.
b. If the touch up or striping is accomplished after
Polyurethane Finish (optional). the 24 hour limitation the area should be scuff sanded.
c. Apply touch up in accordance with Polyurethane
a. The surfaces to receive polyurethane paint shall Finish, steps f thru h.
be sanded smooth and solvent cleaned with isopropyl
alcohol. NOTE
b. Mix wash primer in a 1: 1 ratio by vo lume so that
the viscosity is 17 seconds in #2 Zahn cup. No in- All equipment should be cleaned immediately
duction time is necessary and the pot life is 8 hours. after use. T-732A. Methyl Ethyl Ketone. or
c. Apply a light spray coat with a dry film thick- Cellosolve Acetate should be used for clean-
ness of O. 0005 to O. 0007 inches and allow to air dry ing equipment.
for a period of 30 minutes.
d. MiX an intermediate primer by mixing two parts Touch Up Landing Gear Finish
AA- 92 to one part Y- 53 urethane zinc chromate prim-
er. and then combine three parts of this mixture with a. The area of the landing gear to receive touch up
two parts T-888 thinner. This mixture will have a paint should be masked off, sanded, c leaned and
viscosity of 17 seconds in a #2 Zahn cup. and also primed in accordance with Priming Procedures usinp.
an induction time and a pot life of 8 hours. Red Oxide Primer PIN BM 111-35.
I
e. Apply a spray coat of the intermediate primer b. Apply enamel touch up paint Gull Gray PIN 52-
over the washed prime surface. Spray the AA-92. 9375 in accordance with Touch Up Vinyl Enamel Pro-
Y- 53 film to a dry thickness of O. 0007 to O. 001 and cedures and allow to air dry. On aircraft 31OQ0901
allow to dry one hour at 80°F before overcoating. and On, apply Epoxy White PiN 54E-511 in accord-
f. Mix AA-92 urethane enamel in a 1:1 ratio. ance with Epoxy Finish.
RAIN EROSION COATING APPLICATION (RADOME).
Refer to Section 16 for preparation and application of

rain erosion coating.
Change 6
SERVICE MANUAL
CONTROL CABLES AND PULLEYS.

1. General.
a. The control cables (flight control cables, nose gear steering cables, landing gear uplock manual release
cables, etc.) are stainless steel cables. This section will describe maintenance information that will
apply to the various diameter cables used.
b. The pulleys described in this section support the preventive maintenance program. An improper pulley
size, misaligned pulley, wrong material, etc., reduces control cable service life.
2. Control Cables.
a. Description.
(1) The chromium nickel steel wire is helically twisted into strands and the strands laid about other
strands forming the flexible steel cable. The diameter of the cable is determined by the number of
wires and the number of strands in the cable.
b. Construction of Cables.
(1) Cable diameter 1/32 inch, 3 by 7 construction - Cable of this construction shall consist of three
strands of seven wires each. There shall be no core in this construction. The cable shall have a
length of lay of not more than eight times nor less than five times the nominal cable diameter.
(2) Cable diameter 1/16 inch and 3/32 inch, 7 by 7 construction - Cable of this construction shall
consist of six strands of seven wires each, laid around a core strand of seven wires. The cable shall
have a length of lay of not more than eight times nor less than six times the nominal cable
diameter.
(3) Cable diameter 1/8 inch through 3/8 inch, 7 by 19 construction - Cable of this construction shall
consist of six strands laid around a core strand. The wire composing the seven individual strands
shall be laid around a central wire in two layers. The single core strand shall consist of a layer of 6
wires laid around the central wire in a right direction, and a layer of 12 wires laid around the 7 wire
strand in a right direction. The 6 outer strands of the cable shall consist of a layer of 6 wires laid
around the central wire in a left direction, and a layer of 12 wires laid around the 7 wire strand in a
left direction.
(4) Lubrication - A pressure type friction preventative compound having non-corrosive properties is
applied during construction as follows:
(a) Friction preventative compound is continuously applied to each wire as it is formed into a
strand so that each wire is completely coated.
(b) Friction preventative compound is continuously applied to each strand as it is formed into a
cable so that each strand is completely coated.
(5) Definitions - The following definitions pertain to flexible steel cable.
(a) Wire - Each individual cylindrical steel rod or thread shall be designated as a wire.
(b) Strand - Each group of wires helically twisted or laid together shall be designated as a strand.
(c) Cable - A group of strands helically twisted or laid about a central core shall be designated as a
cable. The strands and the core shall act as a unit.
(d) Diameter - The diameter of cable is the diameter of the circumscribing circle.
(e) Wire Center - The center of all strands shall be an individual wire and shall be designated as a
wire center.
(f) Strand Core - A strand core shall consist of a single straight strand made of preformed wires,
similar to the other strands comprising the cable in arrangement and number of wires.
(g) Preformed Type - Cable consisting of wires and strands shaped, prior to fabrication of the
cable, to conform to the form or curvature which they take in the finished cable, shall be
designated as preformed types.
(h) Lay or Twist - The helical form taken by the wires in the strand and by the strands in the cable
is characterized as the lay or twist of the strand or cable respectively. In a right lay, the wires or
strands are in the same direction as the thread on a right screw, and for a left lay, they are in
the opposite direction.
(i) Pitch (or length of lay) - The distances, parallel to the axis of the strand or cable, in which a
wire or strand makes one complete turn about the axis, is designated as the pitch (or length of
lay) of the strand or cable respectively.
c. Inspection of the Cable System.
(1) Routing.
(a) Examine cable runs for incorrect routing, fraying, and twisting. Look for interference with
adjacent structure, equipment, wiring, plumbing, and other controls.
D872-10-13 Temporary Revision Number 10 - Feb 22/2010 2-14

SERVICE MANUAL
(b) Check cable movement for binding and full travel. Observe cables for slack when moving the
corresponding controls.
(2) Cable Fittings.
(a) Check swaged fitting reference marks for an indication of cable slippage within the fitting.
Inspect the fitting for distortion, cracks, and broken wires at the fitting.
(b) Check for proper turnbuckle thread exposure, also check turnbuckle locking (clip or wire).
d. Inspection of the Control Cable.
(1) The control cable assemblies are subjected to a variety of environmental conditions and forms of
deterioration that ultimately may be easy to recognize as wire/strand breakage or the not so readily
visible types of corrosion and/or distortion. The following data will aid in detecting the deficient
cable condition.
(2) Broken Wires.
(a) Examine cables for broken wires by passing a cloth along the length of the cable. This will
detect broken wires, if the cloth snags on the cable. Critical areas for wire breakage are those
sections of the cable which pass through fairleads, across rub blocks and around pulleys. If no
snags are found, then no further inspection is required. If snags are found or broken wires are
suspected, then a more detailed inspection is necessary which requires that the cable be bent
in a loop to confirm the broken wires. Refer to Figure 2-7 for an example. Loosen or remove the
cable to allow it to be bent in a loop as shown. While rotating cable, inspect the bent area for
broken wires.
(b) Wire breakage criteria for the cables in the flap, aileron, rudder, and elevator systems are as
follows: Individual broken wires are acceptable in primary and secondary control cables at
random locations when there are no more than three broken wires in any given 10-inch (0.254
m) cable length.
(3) Corrosion.
(a) Carefully examine any cable for corrosion that has a broken wire in a section not in contact with
wear producing airframe components, such as pulleys, fairleads, rub blocks, etc. It may be
necessary to remove and bend the cable to properly inspect it for internal strand corrosion as
this condition is usually not evident on the outer surface of the cable. Replace cable if internal
corrosion is found.
(b) Areas conducive to cable corrosion are below refreshment center, in the wheel well, and in the
tailcone. Also, if a cable has been wiped clean of its corrosion preventive lubricant and metal-
brightened, the cable shall be examined closely for corrosion.
3. Pulleys.
a. Inspection of Pulleys.
(1) Inspect pulleys for roughness, sharp edges, and presence of foreign material embedded in the
grooves. Examine pulley bushings or bearings to ensure smooth rotation, freedom from flat spots,
and foreign material.
(2) Periodically rotate pulleys, which turn through a small arc, to provide a new bearing surface for the
cable.
(3) Check pulley alignment. Check pulley brackets and guards for damage, alignment, and security.
Various cable system malfunctions may be detected by analyzing pulley conditions. Refer to Figure
2-7 for pulley wear patterns; these include such discrepancies as too much tension, misalignment,
pulley bearing problems, and size mismatch between cable and pulley.
4. Cable Storage.
a. Cable assemblies shall be stored straight or in a coil. When stored in coil form, the coil inside diameter
shall not be less than 150 times the cable diameter or bent in a radius of not less than 75 times the
cable diameter. Coils shall not be flattened, twisted or folded during storage. Storage requirements shall
apply until the cable is installed in its normal position in the airplane. If only a part of the cable is
installed in an assembly, cable storage requirements apply to the uninstalled portion of the cable.
5. Flight Control Cable Inspection Criteria.
a. General Information.
WARNING:If the cable flight control system(s) are broken down and/or cable
section(s) replaced, make sure that all rigging, travel checks, cable
tensions, and control surface checks are done in accordance with
Section II, relative to the affected system.
SERVICE MANUAL
NOTE: Unless otherwise specified in an individual task, flight control cable inspections are
normally performed without cable teardown.
b. Cable Inspection Procedure.
(1) Each flight control cable will be visually inspected along its entire length for evidence of damage,
corrosion, fraying, or other damage. Visual inspection may be via direct sight, mirror and flashlight,
or borescope.
(2) Visually check for proper routing along entire length of cable. Ensure that cables, pulleys, attaching
sectors, and bell cranks are free and clear of structure and other components.
NOTE: Some systems utilize rub blocks. It is permissible for cables to rub against these blocks.
(3) Each flight control cable will be physically inspected by passing a cloth along the cable at all pulley,
fairlead, pressure seals, and other locations where cable may be subject to chafing or wear.
NOTE: It may be necessary to have a second person move the flight control system being
inspected to ensure that the entire cable run in an affected area is checked.
(4) Any flight control cable which snags the cloth due to broken wires is to be slackened (if not
previously slackened via individual task) and a loop test performed to identify number and location
of individual broken wires. Wire breakage criteria is as follows for all cable systems:
(a) Individual broken wires are acceptable in any cable provided that no more than three individual
wires are broken in any given 10 inch (0.254 m) cable length. If number of individual broken
wires cannot be determined, cable is to be rejected. Any amount of cable or wire wear is
acceptable, provided the individual broken wire criteria is met. Refer to Figure 2-7.
(b) Reject any cable if corrosion is found which appears to have penetrated into interior of cable. If
extent of corrosion cannot be determined, cable is to be rejected.
(5) Inspect all cable termination fittings (clevises, turnbuckles, anchors, swaged balls, etc.) for security
of installation, proper hardware, and evidence of damage.
(a) All turnbuckles are required to be safetied. Safety wire or prefabricated clips are acceptable.
c. Inspect Cable Pulleys.
(1) Inspect all pulleys for security of installation, evidence of damage, and freedom of rotation.
(a) Pulleys which do not rotate with normal cable movement due to internal bearing malfunctions
are to be rejected.
(b) Pulleys with grooving, scratches, and other wear marks due to normal in-service use, are
deemed serviceable as long as overall function is not impaired. Refer to Figure
2-7.
(c) Visually inspect for deterioration, lubrication, and retaining clip installation.
CAUTION: Do not lubricate more than necessary. Over lubrication causes dirt
buildup contributing to excessive cable wear and possible wire
breakage.
(d) Lubricate the seals with 5565450-28 grease as necessary.
d. Restore the Cable System as Required Following the Cable Teardown (if performed).
(1) Tension tasks and other tasks specific to individual systems are described under applicable
individual tasks.
(2) Any flight control cable system which has been torn down requires a flight control rigging check
prior to release of airplane for flight. Refer to the applicable section in this service manual for the
respective flight control rigging procedures.

SERVICE MANUAL
Broken Cable Wires

Figure 2-7 (Sheet 1)

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Pulley Wear Patterns


SERVICE MANUAL
CORROSION PREVENTION AND CONTROL PROGRAM
1. Introduction
A. As the airplane ages, corrosion and other types of damage, such as fatigue cracks, occur more often.
Corrosion can cause damage to the airplane's structural integrity, and if it is not controlled, the airframe
will carry less load than what is necessary for continued airworthiness.
(1) To help prevent this, a Corrosion Prevention and Control Program (CPCP) was developed. A CPCP
is a system to control the corrosion in the airplane's primary structure. It is not the function of the
CPCP to stop all of the corrosion conditions, but to control the corrosion to a level that the airplane's
continued airworthiness is not put at risk.
B. Complete the initial CPCP inspection at the recommended interval following the completion of the first
SID inspection.
2. Corrosion Prevention and Control Program Objective
A. The objective of the CPCP is to help prevent or control corrosion so that it does not cause a risk to the
continued airworthiness of the airplane.
3. Corrosion Prevention and Control Program Function
A. The function of this document is to give the minimum procedures necessary to control the corrosion so
that the continued airworthiness is not put at risk. The CPCP consists of a Corrosion Program
Inspection item, the area where the inspection will be done, specified corrosion levels, and the
compliance time. The CPCP also includes procedures to let Cessna Aircraft Company and the
regulatory authorities know of the findings and the data associated with Level 2 and Level 3 corrosion
damage. This includes the actions that were done to decrease possible corrosion in the future to Level 1
type corrosion damage.
B. Maintenance or inspection programs need to include a good quality CPCP. The level of corrosion
identified on the Principal Structural Elements (PSE’s) and other structure listed in the Baseline Program
will help to make sure that the CPCP provides good corrosion protection.
NOTE: A good quality program is one that will control all structural corrosion at Level 1 or better.
C. Corrosion Program Levels.
NOTE: In this manual, the corrosion inspections are referred to as the Corrosion Program Inspection.
(1) Level 1 Corrosion.
(a) Local corrosion damage occurring between successive inspections that can be reworked or
blended within the allowable limit.
(b) Local corrosion damage that exceeds the allowable limit but is the result of an event that is not
typical of normal usage (e.g., a mercury spill).
(c) Operator experience has demonstrated only light corrosion between each successive corrosion
inspection; the latest corrosion inspection results in rework or blend out that exceeds the
allowable limit.
(a) Level 2 corrosion occurs between two successive corrosion inspections that require a single
rework or blend-out that exceeds the allowable limit. A finding of Level 2 corrosion requires
repair, reinforcement or complete or partial replacement of the applicable structure.
(a) Level 3 corrosion occurs during the first or subsequent accomplishments of a corrosion
inspection item in which the operator determines the corrosion damage to be an urgent
airworthiness concern.
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¤ Cessna Aircraft Company July 1/2006
SERVICE MANUAL
4. References
A. This is a list of references for the Corrosion Prevention and Control Program.
(1) FAA Advisory Circular AC120-CPCP, Development and Implementation of Corrosion Prevention
and Control Program
(2) FAA Advisory Circular AC43-4A, Corrosion Control for Aircraft
(3) Cessna Model 310P Thru 310Q Illustrated Parts Catalog
(4) Cessna Model 310P Thru 310Q Service Manual
5. Control Prevention and Control Program Application
A. The Corrosion Prevention and Control Program gives the information required for each corrosion
inspection. Maintenance personnel must fully know about corrosion control. The regulatory agency will
give approval and monitor the CPCP for each airplane.
(1) The CPCP procedures apply to all airplanes that have exceeded the inspection interval for each
location on the airplane. Refer to the Glossary and the Baseline Program.
(a) Cessna Aircraft Company recommends that the CPCP be done first on older airplanes and
areas that need greater changes to the maintenance procedures to meet the necessary
corrosion prevention and control requirements.
(2) Maintenance programs must include corrosion prevention and control procedures that limit
corrosion to Level 1 or better on all Principal Structural Elements (PSE’s) and other structure
specified in the Baseline Program. If the current maintenance program includes corrosion control
procedures in an inspection area and there is a report to show that corrosion is always controlled to
Level 1 or better, the current inspection program can be used.
(a) The Baseline Program is not always sufficient if the airplane is operated in high humidity
(severe) environments, has a corrosive cargo leakage or has had an unsatisfactory
maintenance or repair. When this occurs, make adjustments to the Baseline Program until the
corrosion is controlled to a Level 1 or better. Refer to Section 16, Structural Repair, page 16-67
Corrosion Prevention and Control Program, Corrosion Severity Maps, to determine the severity
of potential corrosion.
(3) The CPCP consists of the corrosion inspection applied at a specified interval and, at times, a
corrosion inspection interval can be listed in a Service Bulletin. For the CPCP to be applied, remove
all systems, equipment and interior furnishings that prevent sufficient inspection of the structure. A
Nondestructive Test Inspection (NDI) or a visual inspection can be necessary after some items are
removed if there is an indication of hidden corrosion such as skin deformation, corrosion under
splices or corrosion under fittings. Refer to paragraph 6., Baseline Program.
(4) The corrosion rate can change between different airplanes. This can be a result of different
environments in which the airplane operates in, flight missions, payloads, maintenance practices
(for example, airplanes with more than one owner), and variation in rate of protective finish or
coating wear.
(a) Some airplanes that operate under equivalent environments and maintenance practices can be
allowed to extend the inspection intervals, if a sufficient number of inspections does not show
indications of corrosion in that area. Refer to the Inspection Charts, Glossary of General
Descriptions.
(5) Later design and/or production changes done as a result of corrosion conditions can delay the
start of corrosion. Operators that have done corrosion-related service bulletins or the
improved maintenance manual procedures listed in the Corrosion Program Inspection can
use that specified inspection interval. Unless the instructions tell you differently, the
requirements given in this document apply to all airplanes.
(6) Another system has been added to report all Level 2 and Level 3 corrosion conditions
identified during the second and each subsequent CPCP inspection. This information will be
reviewed by Cessna Aircraft Company to make sure the Baseline Program is sufficient and to
change it as necessary.
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SERVICE MANUAL
6. Baseline Program
A. The Baseline Program is part of the Corrosion Prevention and Control Program (CPCP). It is
divided into individual inspection items. In this manual, the Baseline Program has been
incorporated into the inspection charts. Refer to the Inspection Charts, Corrosion Program
Inspection. This program is to be used on all airplanes that do not have an approved CPCP.
Those who currently have a CPCP that does not control corrosion to Level 1 or better must make
adjustments to the areas given in the Baseline Program.
B. Typical Airplane Zone Corrosion Program Inspection Procedures.
(1) Remove all the equipment and airplane interior (for example, the insulation, upper upholstery
panel, lower upholstery panel) as necessary to do the corrosion inspection.
(2) Clean the areas given in the corrosion inspection before you inspect them.
(3) Do a visual inspection of all of the Principal Structural Elements (PSEs) and other structure
given in the corrosion inspection for corrosion, cracking, and deformation.
(a) Carefully examine the areas that show that corrosion has occurred before.
NOTE: Areas that need a careful inspection are given in the corrosion inspection.
(b) Nondestructive testing inspections or visual inspections can be required after some
disassembly if the inspection shows a bulge in the skin, corrosion under the splices, or
corrosion under fittings.
(4) Remove all of the corrosion, examine the damage, and repair or replace the damaged structure.
(a) Apply a protective finish where it is required. Refer to Section 2, Painting or Section 16,
page 16-61, Corrosion Prevention Control Program.
(b) Clean or replace ferrous metal fasteners with oxidation.
(5) Remove blockages of foreign object debris so that the holes and clearances between parts
can drain.
(6) For bare metal on any surface of the airplane, apply fuel and corrosion-resistant primer
MIL-PRF-23377, or equivalent.
(7) Apply compounds that will replace water and prevent corrosion.
(a) Apply one layer of LPS-3 Heavy-Duty Rust Inhibitor, or equivalent, that will soak into the
fayed surfaces to replace water and prevent corrosion.
1 Do not apply compounds to displace water and prevent corrosion to the areas or
items that follow:
a Oxygen System Lines and Components
b Cables, Pulleys, and Trim Tab Pushrod
c Plastics, Elastomers
d Lubricated and Teflon Surfaces (Greased Joints, Sealed Bearings, and Grommets)
e Adjacent to Tears and Holes in Insulation (Not Waterproof)
f Areas with Electrical Arc Potential, Wiring
g Interior Upholstery Panels (Changes the Flammability Properties)
h Pitot Tubes
I Fuel Caps
J Tie Down Lugs
K Chrome Items (handles, locks)
l Standard Polished Spinner
m Stall Warning Detector
(8) Install the dry insulation blankets.
(9) Install the equipment and airplane interior (for example, the upper upholstery panel and lower
upholstery panel) that were removed to do the corrosion inspection.
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7. Baseline Program Implementation

A. The Baseline Program is divided into specific inspection areas and zone locations. The
inspection areas and zone locations apply to all airplanes. Refer to Figure 2-8A.
8. Reporting System
A. Corrosion Prevention and Control Program Reporting System (Refer to Figure 2-8B).
(1) The Corrosion Prevention and Control Program (CPCP) includes a system to report data to
Cessna Aircraft Company that will show that the Baseline Program is sufficient and, if
necessary, make changes.
(2) At the start of the second Corrosion Program Inspection of each area, report all Level 2 and
Level 3 Corrosion results that are listed in the Baseline Program to Cessna Aircraft Company.
Send the Control Prevention and Control Program Damage Reporting Form to:
Cessna Aircraft Company,
Technical Support Services, Department 751,
P.O. Box 7706
Wichita, Kansas USA 67277
9. Periodic Review
A. Use the Service Difficulty Reporting System to report all Level 2 and Level 3 Corrosion results to
the FAA and to Cessna Aircraft Company. All corrosion reports received by Cessna Aircraft
Company will be reviewed to determine if the Baseline Program is adequate.
10. Corrosion-Related Airworthiness Directives
A. Safety-related corrosion conditions transmitted by a service bulletin can be mandated by an
Airworthiness Directive (AD). Airworthiness Directives can be found on the FAA website:
www.faa.gov.
11. Appendix A - Development Of The Baseline Program
A. The Corrosion Prevention and Control Program Baseline Program
(1) The function of the Corrosion Prevention and Control Program (CPCP) is to give the minimum
procedures necessary to prevent and control corrosion so that continued airworthiness is not
risked. The Principal Structural Elements (PSE’s) are areas where the CPCP applies.
(2) The CPCP Baseline Program consists of a Corrosion Program Inspection (CPI) and an
inspection time. Each inspection is to be done in an airplane zone.
(3) The corrosion reports that are sent to Cessna Aircraft Company and data from the FAA
Service Difficulty Records were used to identify the inspection areas of the Baseline Program.
When more than one incident of corrosion was identified at a specified location, an inspection
was included for that location in the Baseline Program.
(4) When corrosion was found once, the data was examined to find if the corrosion was caused
by one specified occurrence or if other airplanes could have corrosion in the same location. If
so, this inspection was added to the Baseline Program.
(5) The inspection interval was specified by the duration and corrosion severity.
12. Appendix B - Procedures For Recording Inspection Results
A. Record the Inspection Results.
(1) It is not an FAA mandatory procedure to record the CPCP results, but Cessna Aircraft
Company recommends that records be kept to assist in program adjustments when
necessary. The inspection of records will make sure the identification, repeat, and level of
corrosion is monitored. The data can identify whether there is more or less corrosion at repeat
intervals. The data can also be used to approve increased or decreased inspection intervals.
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Airplane Zones
Figure 2-8A (Sheet 1)
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¤ Cessna Aircraft Company
SERVICE MANUAL
Airplane Zones
Page 2-18F
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Corrosion Prevention and Control Program Damage Report Form

Figure 2-8B (Sheet 1)
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July 1/2006
SERVICE MANUAL
13. Appendix C - Guidelines

A. Glossary.
(1) The following additional information clarifies the previous sections of this document.
B. Glossary of General Descriptions. (Refer to Figure 2-8C)
Allowable Limit The allowable limit is the maximum amount of material (usually
expressed in material thickness) that may be removed or blended
out without affecting the ultimate design strength capability of the
structural member. Allowable limits may be established by the
design approval holder. The FAA (or applicable regulatory
authority) may also establish allowable limits. The design
approval holder normally publishes allowable limits with approved
repairs or in service bulletins.
Baseline Program A Baseline Program is a CPCP developed for a specific model
airplane. The design approval holder typically develops the
Baseline Program. However, it may be developed by a group of
operators who intend to use it in developing their individual
CPCP. It contains the corrosion program inspection and the
inspection intervals for the procedure accomplishment in each
area or zone.
Basic Task Refer to corrosion program inspection.
Corrosion Program The corrosion program inspection (CPI) is a
Inspection (CPI) specific and fundamental set of work elements that should be
performed repetitively in all inspection areas or zones to
successfully control corrosion. The contents of the CPI may vary
depending upon the specific requirements in an airplane area or
zone. The CPI is developed to protect the primary structure of the
airplane.
Corrosion (Metal) The physical deterioration of metals caused by reaction to an
adverse environment.
Corrosion Prevention and A Corrosion Prevention and Control Program is a comprehensive
Control Program (CPCP) and systematic approach to controlling corrosion such that the
load carrying capability of an airplane structure is not degraded
below a level necessary to maintain airworthiness. It contains the
corrosion program inspections, a definition of corrosion levels,
inspection intervals for accomplishment in each area or zone,
and specific procedures if corrosion damage exceeds Level 1 in
any area or zone.
Design Approval Holder The design approval holder is either the type certificate holder for
the aircraft or the supplemental type certificate holder.
Inspection Area The inspection area is a region of airplane structure to which one
or more CPIs are assigned. The inspection area may also be
referred to as a Zone.
Inspection Interval The inspection interval is the calendar time between the
accomplishment of successive corrosion inspection items for a
Task Area or Zone.
Level 1 Corrosion Level 1 Corrosion is one or more of the items that follow:
1. Corrosion damage occurring between successive
inspections, that is local and can be reworked or blended out
with the allowable limit.
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SERVICE MANUAL
2. Local corrosion damage that exceeds the allowable limit but

can be attributed to an event not typical of the operator's
usage or other airplanes in the same fleet (e.g., mercury
spill).
3. Operator experience has demonstrated only light corrosion
between each successive corrosion inspection; the latest
corrosion inspection results in rework or blend out that
exceeds the allowable limit.
Level 2 Corrosion Level 2 corrosion occurs between two successive corrosion
inspection items that requires a single rework or blend-out that
exceeds the allowable limit. A finding of Level 2 corrosion
requires repair, reinforcement or complete or partial replacement
of the applicable structure.
Level 3 Corrosion Level 3 corrosion occurs during the first or subsequent
accomplishments of a corrosion inspection item in which the
operator determines the corrosion damage to be an urgent
airworthiness concern.
NOTE: If Level 3 corrosion is determined at an inspection, it
should be reported. Any corrosion that is more than the
maximum acceptable to the design approval holder or
the FAA (or applicable regulatory authority) must be
reported in accordance with current regulations. This
determination should be conducted jointly with the design
approval holder.
Light Corrosion Light corrosion is corrosion damage so slight that removal and
blend-out over multiple repeat intervals may be accomplished
before material loss exceeds the allowable limit.
Local Corrosion Generally, local corrosion is corrosion of a skin or web (wing,
fuselage, empennage, or strut) that does not exceed one frame,
stringer, or stiffener bay. Local corrosion is typically limited to a
single frame, chord, stringer, or stiffener, or the corrosion of more
than one frame, chord, stringer, or stiffener where no corrosion
exists on two adjacent members on each side of the corroded
member.
Principal Structural A PSE is an element that contributes significantly to carrying
Element (PSE) flight, ground or pressurization loads, and whose integrity is
essential in maintaining the overall structural integrity of the
airplane.
Task Area Refer to Inspection Area.
Urgent Airworthiness Concern An urgent airworthiness concern is damage that could jeopardize
continued safe operation of any airplane. An urgent airworthiness
concern typically requires correction before the next flight and
expeditious action to inspect the other airplanes in the operator's
fleet.
Widespread Corrosion Widespread corrosion is corrosion of two or more adjacent skin
or web bays (a web bay is defined by frame, stringer, or stiffener
spacing). Or, widespread corrosion is corrosion of two or more
adjacent frames, chords, stringers, or stiffeners. Or, widespread
corrosion is corrosion of a frame, chord, stringer, or stiffener and
an adjacent skin or web bay.
Zone Refers to the Inspection Area.
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Corrosion Location
Figure 2-8C (Sheet 1)
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Corrosion Location
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Corrosion Location
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Change 4 1-16F
Corrosion Location
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14. Application Of The Corrosion Program Inspection

NOTE: In this manual, the Basic Tasks are referred to as the Corrosion Program Inspection (CPI).
A. Typical Airplane Zone Corrosion Program Inspection Procedures.
(1) Remove all of the equipment and airplane interior (for example the insulation, upper
upholstery panel, and lower upholstery panel) as necessary to do the corrosion inspection.
(2) Clean the areas given in the corrosion inspection before you inspect them.
(3) Do a visual inspection of all of the Principal Structural Elements (PSE’s) and other structure
given in the corrosion inspection for corrosion, cracking, and deformation.
(4) Remove all of the corrosion, examine the damage, and repair or replace the damaged
structure.
(a) Apply a protective finish where it is required. Refer to Section 2, Painting or Section 16,
page 16-61, Corrosion Prevention and Control Program.
(b) Clean or replace ferrous metal fasteners with oxidation.
(5) Remove blockages of foreign object debris so that the holes and clearances between parts
can drain.
(6) For bare metal on any surface of the airplane, apply fuel and corrosion-resistant primer
MIL-PRF-23377, or equivalent.
(a) Apply a polyurethane topcoat paint to the exterior painted surface. Refer to the
manufacturer's procedures.
(7) Apply compounds that will displace water and prevent corrosion. Refer to Section 16, page
16-61, Corrosion Prevention and Control Program.
(a) Apply one layer of LPS-3 Heavy-Duty Rust Inhibitor, or equivalent, that will soak into the
fayed surfaces to replace water and prevent corrosion.
1 Do not apply compounds to displace water and prevent corrosion to the areas or
items that follow:
a Oxygen System Lines and Components
b Cables, Pulleys, and Trim Tab Pushrod
c Plastics, Elastomers
d Lubricated and Teflon Surfaces (Greased Joints, Sealed Bearings, and
Grommets)
e Adjacent to Tears and Holes in Insulation (Not Waterproof)
f Areas with Electrical Arc Potential, Wiring
g Interior Upholstery Panels (Changes the Flammability Properties)
h Pitot Tubes
I Fuel Caps
J Tie Down Lugs
K Chrome Items (handles, locks)
l Standard Polished Spinner
m Stall Warning Detector
(8) Install the dry insulation blankets.
(9) Install the equipment and airplane interior (for example, the upper upholstery panel and lower
upholstery panel) that were removed to do the corrosion inspection.
Page 2-18N
SERVICE MANUAL
15. Determination of the Corrosion Levels

A. Find the Corrosion Levels (Refer to Figure 2-8D).
(1) Corrosion found on a structure when you use the Corrosion Program and Corrosion
Prevention (CPCP) Baseline Program will help find the extent of the corrosion.
(2) The second and subsequent inspections will find how well the CPCP program has been
prepared, or if there is a need to make adjustments to the Baseline Program.
(3) A good quality CPCP is one that controls corrosion to Level 1 or better.
(4) If Level 2 corrosion is found during the second or subsequent inspection, you must do
something to decrease the future corrosion to Level 1 or better.
(5) If Level 3 corrosion is found, you must also do something to decrease the future corrosion
to Level 1. Also, a plan to find or prevent Level 3 corrosion in the same area on other
airplanes must be added to the CPCP.
(6) All the corrosion that you can repair in the allowable damage limits, (less than 10 percent of
the part thickness) is Level 1 corrosion.
(7) If all corrosion is Level 1, the CPCP is correctly prepared.
(8) If you must reinforce or replace the part because of corrosion, the corrosion is Level 2.
(9) If the part is not airworthy because of the corrosion, you must do an analysis to find out if
the corrosion is Level 3.
(10) The chart found in this section will help to find the level of the corrosion.
(11) The probability that the same problem will occur on another airplane is dependent on
several factors, such as past maintenance history, operating environment, years in service,
inspectability of the corroded area, and the cause of the problem.
B. Level 2 Corrosion Findings
(1) All Level 2 corrosion that is more than the rework limits of the approved repair procedures,
must be reported to Cessna Aircraft Company. Cessna Aircraft Company Engineering will do
an analysis to make sure the corrosion is not an urgent airworthiness concern.
(2) When doing the analysis, Cessna Aircraft Company will consider:
(a) Can the cause of the corrosion be identified, such as a chemical spill or protective finish
breakdown?
(b) Has the same level of corrosion been found on other airplanes?
(c) Are the corrosion protection procedures applied during manufacture, the same as those
for earlier and later models?
(d) Has the age of the corroded airplane been compared to others checked?
(e) Is the maintenance history different from that of the other airplanes in the fleet?
Page 2-18O
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Corrosion Level Determination Chart

Figure 2-8D (Sheet 1)
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16. Typical Actions That Follow the Determination of the Corrosion Level.
A. If corrosion is found, find the corrosion level, then do the necessary steps for a specific inspection.
B. If Level 1 corrosion is found during the first CPCP inspection:
(1) Repair the structure. Contact Cessna Aircraft Company for an approved repair procedure.
(2) Continue with the Baseline Program.
(a) Optional: Document the results of the inspection for use in validating program
compliance.
C. If Level 2 corrosion is found during the first CPCP inspection:
(2) Report the details of the corrosion you see to Cessna Aircraft Company and the FAA (or
applicable regulatory authority).
(3) Continue to use the Baseline Program but check the corroded area carefully when you do a
subsequent CPCP inspection.
(4) It is recommended that you record the results of the inspection to show compliance with the
program.
D. If Level 3 corrosion is found during the first CPCP inspection:
(1) Immediately contact Cessna Aircraft Company and the FAA (or applicable regulatory
authority) of the corrosion you found. Refer to Reporting System.
(2) Give sufficient information to make sure that the condition is a possible urgent airworthiness
concern for your fleet. Get assistance from Cessna Propeller Aircraft Product Support to
develop a plan of action.
(3) Apply the corrosion program inspection, which includes the repair of the structure. Contact
Cessna Aircraft Company for an approved repair procedure.
(4) Do a report that has the information of the findings. Refer to Corrosion Prevention And Control
Program Reporting System - Description And Operation.
(5) Continue with the Baseline Program and other steps of procedure required by the FAA (or
applicable regulatory authority). Examine this area carefully during future inspections.
E. If no corrosion is found during the second or subsequent CPCP inspection:
(1) Continue with the current Corrosion Prevention and Control Program. No adjustment of the
current program is required.
(2) It is recommended that you record the results of the inspection for a possible increase of the
corrosion inspection interval.
F. If Level 1 corrosion is found on the second or subsequent CPCP inspection:
(1) Do the corrosion program inspection, which includes the repair of the structure. Contact
(2) Continue with the Baseline Program.
(3) No adjustment of the existing program is required.
(4) It is recommended that you record the corrosion inspection number and the results of the
inspection to show that the program was obeyed.
G. If Level 2 corrosion is found on the second or subsequent CPCP inspection:
(2) Do a report that shows the information about the corrosion and send it to Cessna Aircraft
Company and the FAA (or applicable regulatory authority).
Page 2-18S
SERVICE MANUAL
(3) If corrosion damage required the removal of material just beyond the allowable limits (within
10 percent), complete a check of the other airplanes in the fleet before you change your
aircraft's maintenance program.
(a) If the corrosion is typical of Level 2, use the fleet data to find what changes are required
to control corrosion to Level 1 or better.
(b) If fleet damage is typically Level 1, examine the corroded area during subsequent
inspections on all affected airplanes.
(c) Make changes to your aircraft's maintenance program if the typical corrosion becomes
Level 2.
(4) Further evaluation by Cessna Aircraft Company is recommended when Level 2 corrosion
findings are well beyond the allowable limits, and there is an airworthiness concern in which
prompt action is required.
NOTE: The airworthiness concern is because of the possibility to have similar but more
severe corrosion on any other airplane in the operator's fleet prior to the next
scheduled inspection of that area.
(5) Find the action required to control the corrosion to a Level 1 or better, between future
successive inspections. These can include the items that follow:
(a) A structural modification, such as additional drainage.
(b) Improvements to the corrosion prevention and control inspections, such as more care and
attention to corrosion removal, reapplication of protective finish, drainage path clearance.
(c) Decrease the inspection interval for additional airplanes that go into the program.
(6) Send a plan of corrective action to the FAA (or applicable regulatory authority) for approval
and to Cessna Aircraft Company as applicable.
(7) Use the approved plan of action.
H. If Level 3 corrosion is found on the second or subsequent CPCP inspection:
(1) Contact Cessna Aircraft Company and the FAA (or applicable regulatory authority) about the
corrosion that was found.
(2) Send a plan to examine the same area on other affected airplanes in the operator's fleet.
(3) Apply the corrosion program inspection, which includes the repair of the structure. Contact
I. Find the action needed to control the corrosion finding to Level 1 or better, between future
successive inspections. These can include any or all of the following:
(1) A structural modification, such as additional drainage.
(2) Improvements to the corrosion prevention and control inspections, such as more care and
attention to corrosion removal, reapplication of protective finish, drainage path clearance.
(3) A decrease in the inspection interval for additional airplanes entering the program.
J. Send a plan of corrective action to the FAA (or applicable regulatory authority) for approval and
Cessna Aircraft Company as needed.
K. Use the approved plan of action.
L. It is recommended that you give the details of the findings to Cessna Aircraft Company.
17. Factors Influencing Corrosion Occurrences
A. If you find Level 2 or Level 3 corrosion, and you are thinking about how to change your CPCP,
consider the list that follows:
(1) Is there a presence of LPS-3 Heavy-Duty Rust Inhibitor?
Page 2-18T
SERVICE MANUAL
(2) Is there a presence or condition of protective finish?

(3) What was the length of time since the last inspection and/or application of corrosion-inhibiting
compound?
(4) Was there inadequate clean-up/removal of corrosion prior to application of corrosion-inhibiting
compound, during previous maintenance of the area?
(5) Are the moisture drains blocked or is there inadequate drainage?
(6) What was the environment, the time of exposure to the environment, and the use of the
airplane?
(7) Was there a variation in past maintenance history and/or use of the airplanes in the operator's
fleet?
(8) Were there variations in the production build standard in the operator's fleet?
18. Reporting
A. The minimum requirements to prevent or control the corrosion in the Corrosion Prevention
and Control Program (CPCP) were made on the best information, knowledge and experience
available at the time. As this experience and knowledge increases, the CPCP’s intervals will
be changed as necessary. A reporting system for this is in Paragraph 8, Reporting System.
(1) You must contact the Cessna Aircraft Company about all Level 2 or 3 corrosion of the
structure that is on the list in the Baseline Program that is found during the second and
subsequent corrosion program inspections. Refer to Figure 2-8B.
NOTE: You do not have to contact the Cessna Aircraft Company about corrosion that is
found on structure that is not on the list in the Baseline Program, for example,
the secondary structure.
19. Program Implementation
A. When a CPCP is started, it is important to do the items that follow:
(1) Start inspections at the recommended interval following the completion of the first SID
inspection.
(2) Once the corrosion program inspection (CPI) is started, repeat the subsequent applications of
the CPI at the recommended interval for each CPI.
(3) You can start a CPCP on the basis of individual CPI’s or groups of CPI’s.
(4) Cessna Aircraft Company highly recommends to start all of the CPI’s as soon as possible.
This is the most cost-effective way to prevent or control corrosion.
Note: Temporary Revision Number 10 (dated Feb 22, 2010) deleted part of the
text on pages 2-18U and 2-18V, and deleted pages 2-18W through 2-18PP.
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July 1/2006
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July 1/2006
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CHECK AND INSPECTION REQUIREMENTS.
1. Inspection Requirements.
A. Three basic types of inspections are available as defined below:
(1) As required by Federal Aviation Regulation 14 CFR 91.409 (a), all civil airplanes of U.S.
registry must undergo a complete inspection (ANNUAL) each 12 calendar months. In addition
to the required ANNUAL inspection, airplanes operated commercially (for hire) must also have
an inspection each 100 hours of operation as required by Federal Aviation Regulation Part
91.409 (b).
(2) In lieu of the above requirements, an airplane may be inspected in accordance with a
progressive inspection program in accordance with Federal Aviation Regulation Part 91.409
(d), which allows the workload to be divided into smaller operations that can be accomplished
in a shorter time period.
(3) If an airplane is being operated under a FAR Part 135 Certificate, the operator may elect to
use an Approved Aircraft Inspection Program.
2. Inspection Charts.
The following inspection Charts show the recommended intervals at which items are to be inspected.
As shown in the charts, there are items to be checked each 50 hours, each 100 hours, specific month
intervals, and As Required inspection interval.
NOTE: The time limits and maintenance checks listed in this section are the minimum requirements
for airplanes operated under normal conditions. For airplanes operated in areas where
adverse operating conditions may be encountered, such as high salt coastal environments,
areas of high heat and humidity, areas where industrial or other airborne pollutants are
present, extreme cold, unimproved surfaces, etc., the time limits should be modified
accordingly.
3. Inspection Guide Lines.

A. MOVABLE PARTS, check for: Lubrication, servicing, security of attachment, binding, excessive wear,
safetying, proper operation, proper adjustment, correct travel, cracked fittings, security of hinges,
defective bearings, cleanliness, corrosion, deformation, sealing and tension.
B. FLUID LINES AND HOSES, check for: Leaks, cracks, dents, kinks, chafing proper radius, security,
corrosion, deterioration, obstructions and foreign matter.
C. METAL PARTS, check for: Security of attachment, cracks, metal distortion, broken spot welds,
corrosion condition of paint, and any other apparent damage.
D. WIRING, check for: Security, chafing, burning, defective insulation, loose or broken terminals, heat
deterioration, and corroded terminals.
E. BOLTS IN CRITICAL AREAS, check for: Correct torque in accordance with torque values given in the
chart in Section 1 when installed or when visual inspection indicates the need for a torque check.
NOTE: Torque values listed in Section 1 are derived from oil-free cadmium-plated threads, and are
recommended for all installation procedures contained in this book except where other values
are stipulated. They are not to be used for checking tightness of installed parts during service.
F. FILTERS. SCREENS & FLUIDS, check for: Cleanliness, contamination and/or replacement at specified
intervals.
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G. AIRCRAFT FILE.
Miscellaneous data, information and licenses are a part of the aircraft file. Check that the following
documents are up-to-date and in accordance with current Federal Aviation Regulations. Most of the
items listed are required by the United States Federal Aviation Regulations. Since the regulations of
other nations may require other documents and data, owners of exported aircraft should check with their
own aviation officials to determine their individual requirements.
To be displayed in the aircraft at all times:
(1) Aircraft Airworthiness Certificate (FAA Form 3100-2).
(2) Aircraft Registration Certificate (FAA Form 3050-3).
(3) Aircraft Radio Station License, if transmitter is installed (FCC Form 556).
To be carried in the aircraft at all times:
(1) Weight and Balance and associated papers (Latest copy of the Repair and Alteration Form. FAA
Form 337 (if applicable).
(2) Aircraft Equipment List.
To be made available upon request:
(1) Aircraft Log Book and Engine Log Book.
NOTE: Cessna recommends that these items plus the Owner's Manual and the “Cessna Flight Guide”
(Flight Computer) be carried in the airplane at all times.
H. ENGINE RUN-UP.
Before beginning the step-by-step inspection, start, run-up and shut down the engine in accordance with
instructions in the Owner’s Manual. During the run-up, observe the following, making note of any
discrepancies or abnormalities:
(1) Engine temperatures and pressures.
(2) Static RPM.
(3) Magneto drop (refer to Owner’s Manual).
(4) Engine response to changes in power.
(5) Any unusual engine noises.
(6) Fuel selector and/or shutoff valve: operate engine(s) on each tank (or cell) position and OFF
position long enough to ensure shutoff and/or selector valve functions properly.
(7) Idling speed and mixture: proper idle cut-off.
(8) Alternator and ammeter.
(9) Suction gage.
(10) Fuel Flow indicator.
After the Inspection has been completed, an engine run-up should again be performed to determine that
any discrepancies or abnormalities have been corrected.
IMPORTANT Read all inspection requirements and applicable paragraphs prior to using this chart.
INSPECTION CHARTS
50 100 200 As
Hours Hours Hours Months Required
PROPELLER
1. Blades - Wash propeller, check for nicks, cracks, scratches and
blade erosion.
• 12
2. Link Arm and Attaching Parts - For condition, security and

safety.
• 12
3. Propeller Spinners - Wash, check for cracks and fractures. • 12
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50 100 200 As
4. Bulkhead - Check for cracks and security. • 12
5. Dowel Pins - Check for looseness. • 12
6. Propeller and Governor - Check for oil leaks. • 12
7. De-ice System Electrical Leads - Check for condition and
security.
• 12
8. De-ice System Brushes - Check for wear and seating (see

Section 13).
• 12
9. Accumulator - Check for leaks and lines for condition. • 12

10. Propeller - Check bolts for security. • 12
11. Mounting Bolts - Check torque. Refer to McCauley SB227 or
latest revision.
• 12
12. Blades - Check for condition of epoxy sealant and security of

retention nut in accordance with McCauley Service Manual
• 12
710930 Revision 1.
13. Propeller Unfeathering Accumulator - Check for leaks, condition
and proper charge (if installed).
• 12
14. Propeller Synchronizer - Check for condition and security (if

installed).
• 12
ENGINE GROUP
WARNING: Ground magneto primary circuit before working on
the engine.
1. Engine Overhaul - (See Continental Motors Maintenance and A
Overhaul Manual).
2. Cowling - Wash, check for cracks and fractures. • 12
3. Induction Air Filter – Clean, service or replace. I
4. Magneto - Check timing, breaker gap and security (see Section
9).
• 12
5. Engine Compartment - Visually check for condition, oil leaks,

fuel leaks, etc.
• 12
6. Engine Oil and Filter - Change element and clean screens B

(C294505-0102).
7. Plugs - Clean and rotate (top to bottom, bottom to top). • 12
8. Exhaust System - Check for condition, cracks and security. • 12
9. Nacelle Structure - Remove exhaust system components that X
are in proximity to the engine beams and inspect the engine
beams structure for corrosion. Refer to Corrosion Removal and
Structural Repair - Section 16.
10. Firewall and Nacelle Structure - Check for condition. • 12
11. Engine Mounts - Check for condition and security. • 12
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50 100 200 As
12. Induction Manifold - Check connections for condition, leaks and
security.
• 12
13. Engine Controls - Check for travel and security. • 12

14. Alternate Air Box - Check for condition and security. • 12
15. Engine Wire Bundle - Check for condition and security. • 12
16. Alternator - Check belt tension, cooling fan for cracks, mounting
bolts for safety, security and cleanliness and electrical
• 12
connectors for security and cleanliness.
17. Pumps (Fuel, Vacuum and Autopilot) - Check condition and
security.
• 12
18. De-ice Filter (Optional Equipment) – Clean. • 12

19. Control Valve (De-ice and Autopilot) - Check for leaks and
security.
• 12
20. Ignition Cables - Check for condition and security. • 12

21. Engine Compartment Hoses (fuel, oil, vacuum, etc.) Check
hoses for leaks, chafing, deterioration, discoloration and
• 12
hardening.
22. Engine Fuel Injection Nozzles. V
23. Alternator - Check brushes, brush leads, bearings and D
commutator.
24. Engine Compartment Hoses - (Check fuel hoses while H
pressurized).
25. Engine - Wash, check for security of accessories. • 12
26. Engine Oil Pressure System - Check for leaks, bends, cracks
and security.
• 12
27. Engine Oil Breather/Oil Separator - Clean. • 12

28. Cylinder Compression - Refer to the engine manufacturer’s
service or maintenance manual.
• 12
29. Engine Cylinders Rocker Box Covers and Pushrod Housing -

Check for fin damage, cracks, oil leakage, security of
• 12
attachment and general condition.
30. Crankcase, Oil Sump and Accessory Section - Inspect for
cracks and evidence of oil leakage. Check bolts and nuts for
• 12
looseness and retorque as necessary.
31. Turbocharger - Check for condition, bulges, warps and security. • 12
32. Engine Exhaust System (Stainless Steel or Partial Stainless
Steel System, Unknown or Repaired System only). Within the
• 12
first 500 hours time in service (TIS) - Perform a visual
inspection. Refer to Engine Exhaust System in this Section.
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50 100 200 As
33. Engine Exhaust System (Stainless Steel or Partial Stainless
Steel System, Unknown or Repaired System only). After 500
• 12
hours total time in service (TTIS), complete Disassembly
Inspection - Perform a visual inspection. Refer to Engine
Exhaust System in this Section.
34. Engine Exhaust System (Unrepaired Inconel only) - Perform a D
visual inspection. Refer to Engine Exhaust System in this
Section.
35. Engine Exhaust System (Stainless Steel or Partial Stainless D
Steel System, Unknown or Repaired System) - Perform a
complete Disassembly Inspection. Refer to Engine Exhaust
System in this Section.
36. Engine Exhaust System (Unrepaired Inconel only) - Perform a K
complete Disassembly Inspection. Refer to Engine Exhaust
System in this Section.
37. Exhaust System (Unrepaired Inconel only, Slip Joints and Aft) - D
Perform a disassembly inspection of the exhaust slip joints and
the turbocharger tailpipe.
38. Engine Compartment Fire Extinguisher - Check system,
pressure, condition and security.
• 12
39. Starter - Check brushes, commutator and electric connections. • 12

40. Waste Gate Valves and Controllers - Check condition and
security, visually check springs and linkage.
• 12
41. Manifold Pressure Relief Valve - Visually check for obstructions,

condition, security and operation.
• 12
FUEL SYSTEM
1. Sediment Bowl – Drain. J
2. Fuel Strainer – Clean. • 12
3. Tip Tanks (main) - Check for leaks, security, crack around J
welds.
4. Boost Pumps (Auxiliary) - Check for leaks, security and
operation.
• 12
5. Transfer Pumps (Optional) - Check for leaks, security and

operation.
• 12
6. Plumbing - Check for leaks, condition and security. • 12

7. Selector Valve - Feel for detents, check linkage, bearings and
pins for condition and security (see Section 11 for additional
• 12
requirements).
8. Selector Valve - Perform an Operational Check in accordance D
with Section 11.
9. Heater Fuel Filter - Check plumbing for leaks and cleanliness. • 12
10. Tip Tank and Fuel Crossover Line Plugs - Drain and check for
water.
• 12
11. Tip Tank Vent Lines - Check for obstructions. • 12

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SERVICE MANUAL
50 100 200 As
12. Metering Unit Fuel Screen – Clean. • 12
13. Injection and Manifold - Inspect for leaking. • 12
14. Fuel System Main - Inspect for leaks and operation. J
15. Fuel System Main - Inspect plumbing and component
mountings for condition, security, system for leaks.
• 12
16. Auxiliary Tanks - Inspect system for leaks and security. • 12

17. Main Tank Fuel Transfer Pump - Check condition, security of
mounting, and operation.
• 12
18. Main Tank Fuel Transfer Pump Filter – Clean. • 12

19. Wing Locker Transfer Pump - Check for leaks, security of
mounting, and operation.
• 12
LANDING GEAR
1. Main Landing Gear Actuator - Check for condition and security. • 12
2. Main and Nose Gear Drive Tubes and Idler Mechanism - Check
for condition.
• 12
3. Wheel Well - Check for condition. • 12

4. Torque Links - Check for excessive wear and condition. • 12
5. Torque Links - Check washers and torque links in area of
washer contact for damage.
• 12
6. Nose Gear Steering Mechanism - Check cables and bearing for

condition.
• 12
7. Nose Gear Steering Mechanism - Check rudder cables and

pulley brackets for condition and security of installation.
• 12
8. Shimmy Damper - Check for condition and fluid level. • 12

9. Brake Linings - Check for wear. • 12
10. Wheel Bearings - Check for condition and repack. G
11. Tires - Check for general condition and inflation. • 12
12. Brakes - Check for operation, condition and fluid level. • 12
13. Parking Brake - Check mechanism for condition and operation. • 12
14. Main Landing Gear - Check roll pin in pivot shaft of main gear
trunnion against “U” bolt for looseness.
• 12
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SERVICE MANUAL
50 100 200 As
15. Main and Nose Gear Upper Trunnion Assemblies - Visually
inspect for cracks (Special attention should be given in the weld
• 12
areas), condition and security.
NOTE: If visual inspection indicates the presence of a crack,
perform a Dye Penetrant inspection to confirm the
crack.
If Dye Penetrant inspection indicates that a crack is

present, the landing gear assembly must be removed
and the upper trunnion assembly must be replaced prior
to next flight.
To further verify that a crack is present after the upper

trunnion assembly has been removed, it is
recommended that a Magnetic Particle inspection be
performed on the effected area to preclude inadvertent
replacement of the upper trunnion assembly because of
a false Dye Penetrant inspection.
NOTE: The following items are to be checked with the
airplane on jacks
16. Nose Gear Trunnion Pivot Bearings - Inspect for condition and R
service.
17. Safety Switch - Check for operation (gear extended). • 12
18. Gear Indicator Light and Warning Horn - Check for operation
(gear extended and retracted).
• 12
19. Gear Retraction Linkage - Check for excessive wear, nicks,

dents and scratches.
• 12
20. Gear Retraction - Check operation with doors connected and

disconnected.
• 12
21. Manual Gear Extension System - Check linkage for operation

and condition.
• 12
22. Nose and Main Gears - Check operation for clearance (gear
retracted and extended) - Check rigging in accordance with
• 12
Section 2.
23. Gear Down Lock - Check mechanism for positive lock . • 12
24. Cabin Step System - Check for proper operation and condition. • 12
25. Nose Gear Steering Yoke - Check for operation as follows: • 12
A. With gear retracted, lower gear until nose strut is
approximately 30° aft of vertical position. At this point, the
nose wheel is free to rotate in either direction to its limits.
B. Turn nose wheel to extreme right position and deflect left
rudder pedal. This places the roller cam at the extreme
edge of the steering yoke.
C. Continue lowering the gear. Nose wheel should straighten
by the time the nose strut locks down.
D. Retract gear and repeat steps (A., B., C.) in opposite
direction.
26. Nose Gear Uplock Torque Tube – Dye check. F
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50 100 200 As
27. Main Landing Gear Safety Switch - Pack with DC 4 Dow-
Corning Silicone Grease.
• 12
28. Landing Gear Actuator - Check gear operation for excessive F

wear.
NOTE: If indications of wear exist, remove the gearbox cover,
clean out all of the old grease and inspect. Repack the
gearbox with low temperature airplane lubricating
grease and install cover.
29. Emergency Manual Extension System - Check for condition,
operation and specification compliance.
• 12
30. Main and Nose Landing Gear Assemblies - Check for condition. • 12
31. Rigging - Perform Landing Gear Rigging Inspection in
accordance with Figure 2-8A.
• 12
32. Shock Strut Servicing - Check for proper servicing. • 12

AIRFRAME
1. Exterior and Interior - Check for loose bolts, nuts, rivets, broken
spot welds or any apparent damage.
• 12
2. Wing Spar Fittings - Check bolts for security. C

3. Wing Wheel Well and Root Rib - For condition and security of D
fume proofing materials.
4. Wing Structure Exposed to Exhaust Gases - Inspect for
evidence of corrosion.
• 12
5. Tip Tank Fittings - Check bolts for security. • 12

6. Vertical and Horizontal Stabilizers - Check bolts for security. • 12
7. Baggage Doors - Check for condition and operation. • 12
8. Cabin Door - Check for condition and operation. • 12
9. Windshield and Windows - Check for condition. • 12
10. Seats and Seat Belts - Check for condition and security. • 12
11. Vacuum System Filter - Replace element. • 12
12. Instruments - Check condition and markings. • 12
13. Surface Deice - Check plumbing and boots for condition and
security.
• 12
14. Placards and Decals - Check for presence and legibility. • 12

15. Exterior Surfaces – Clean. • 12
16. Upholstery Trim, Windshield and Windows – Clean. • 12
17. Nose Ram Air - Check clamps and hoses to heating and
ventilating system for condition and security.
• 12
2-19G
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50 100 200 As
18. Heater - Check for condition and operation. Examine heater fuel
system for leaks. Check all line, connections, seals, and
• E
gaskets for condition and security.
19. Emergency Exit window - Check window for security and proper Q
installation. Check release mechanism for proper cable routing
and release pin installation.
20. Emergency Exit Window - Remove and reinstall the window to P
assure proper operation of emergency exit.
21. Nacelle Wing Locker Latch Drain - Check cup below latch for O
blockage at drain hole.
22. Wing Locker Door - Check for condition and operation. • 12
23. Carpet - Clean. • 24
24. Wing - Check for loose rivets, cracks, loose mounting bolts and
security (Ref. ME73-22).
• 12
25. Empennage. • 12
26. Fuselage. • 12
27. Control Quadrant - Check for condition and security. • 12
28. Nacelle Firewall - Check for condition and security (refer to
expanded paragraph).
• 12
29. Engine Support Structure - Inspection. Airplanes having N, Z

completed MEB99-7, meeting the conductivity and material
thickness remaining criteria of Section 10.A(1)(a) and (b) for
engine beams, and for those airplanes with conductivity values
less than 38% I.A.C.S. [Ref. MEB99-7 Section 10.B(1)] for
canted bulkheads.
30. Engine Support Structure - Inspection. Airplanes having N, AA
completed MEB99-7, meeting the conductivity and material
thickness remaining criteria of Section 10.A (1)(c) for engine
beams, and for those airplanes with conductivity values equal to
or greater than 38% I.A.C.S. [Ref. MEB99-7 Section 10.B
(1)(NOTE)] for canted bulkheads.
OXYGEN SYSTEM
1. Oxygen System - Check for pressure. • 12
2. Oxygen Masks and Hoses - Check for condition and clean. • 12
3. Oxygen System - Check for condition and markings. • 12
4. Oxygen System Pressure Gage. M
5. Oxygen Regulator – Inspect. M
6. Oxygen Cylinder and Filler Valve - Inspect cylinder and replace H
O-ring in filler valve.
7. Oxygen Cylinders ICC-3HT (Refer to Section 13 for Hydrostatic L
Testing).
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SERVICE MANUAL
50 100 200 As
8. Oxygen Cylinder - ICC-3AAIDOT-3AA -Inspect condition and P
Hydrostatic Test.
VACUUM SYSTEM
1. Vacuum Pump Wet - Inspect for leaks, condition and security. • 12
2. Vacuum Dry Air Pump - Inspect for condition and security. • 12
3. Vacuum Dry Air Pump Coupling - Check the drive coupling to
make sure it is in satisfactory condition.
• 12
4. Pump Pad Seal - Check for condition and replace seal if there is
evidence of any oil leakage.
• 12
5. Vacuum Dry Air Pump - Inspect fittings for security. • 12

6. Vacuum System Hoses - Inspect for hardness, deterioration,
looseness and bulging.
• 12
7. Regulator and Deice Control Valves - Inspect for general

condition and security.
• 12
8. Electric Solenoid - Inspect electrical connections and wiring for

• 12
9. Vacuum System Central Air Filter - Clean and inspect for

deterioration and contamination.
• 12
10. Vacuum System Relief Valve - Inspect for condition and

security, and replace filter.
• 12
11. Vacuum System Manifold Check Valve (Airborne) - Inspect for T

condition and security (See Note 1).
DEICE SYSTEM
1. Deice System - Check for leaks. • 12
2. Deice Boots - Check condition and security. • 12
3. Deice Filter – Clean. • 12
4. Deice Vacuum Pressure Check Valve (Airborne) - Check U
condition and security (See Note 2).
PITOT STATIC SYSTEM
1. Sump - Check for cracks, dents and leaks. • 12
2. System - Check for leaks. • 12
3. Altimeter - Inspect per 14 CFR Part 43, Appendix E, by M
authorized repair station.
4. Transponder Receiver - Transmitter, Control Unit Antenna - S
Inspect for security of installation, signs of damage, and
damaged electrical components.
5. Transponder Control - Operate Individual Control and M
Operational Test Transponder System to comply with 14 CFR
91-413.
6. Alternate Static Drain – Check. • 12
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50 100 200 As
FLIGHT CONTROL SYSTEM
NOTE: Refer to the expanded paragraph for detailed 100-hour
inspection procedures.
1. Aileron - Check skins for cracks, loose rivets; hinge, bell crank,
linkage and bolts for condition, operation and security. Check
• 12
aileron for proper travel.
2. Aileron Trim Tab - Check skins for cracks, loose rivets,
condition, security; hinge and stops for security. Check trim tab
• 12
for free play and travel.
3. Aileron Trim Tab Actuator - Check actuator and linkage for
• 12
4. Aileron and Aileron Trim Cables - Check for fraying, turnbuckle

security and cable tension.
• 12
5. Flaps - Check skins for cracks, loose rivets; bell crank, pulleys
and cables for condition and security. Check cable tension.
• 12
6. Flap Motor and Position Indicator - Check condition, security

and flap travel.
• 12
7. Flap Actuator Gears - Check for wear. If indications of wear F

exist, remove and disassemble actuator assembly, clean out all
hard and old grease and inspect and repair as necessary.
Repack gearbox with low-temperature airplane lubricating
grease and reinstall.
8. Elevator and Rudder - Check skins for cracks, loose rivets;
hinges, bell cranks, linkage and bolts for condition, operation
• 12
and security. Check elevator and rudder for proper travel.
9. Elevator and Rudder Trim Tabs - Check skins for cracks, loose
rivets, condition, security; hinges and stops for security. Check
• 12
trim tabs for proper free play and travel.
10. Elevator and Rudder Actuators - Check actuators and linkage
for condition and security.
• 12
11. Elevator and Rudder Cables and Trim Cables - Check for
fraying, turnbuckle security and cable tension.
• 12
12. Rudder Torque Tube - Check for operation and security. • 12

13. Autopilot (Optional Equipment) - Check cable, attachments,
pulleys and turnbuckles for tension, condition, operation and
• 12
security.
14. Control Column - Check for condition and security. • 12
15. Trim Control Knobs - Check for operation and security. • 12
16. Push-Pull Rods - Check for operations. • 12
17. Rudder Lower Hinge Bracket - Check for cracks or damage. • 12
18. Ailerons – Check the aileron control system, control cables, and W
pulleys in accordance with flight control cable inspection
procedures that start on Page 2-14, Control Cables and Pulleys.
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SERVICE MANUAL
50 100 200 As
19. Aileron Trim – Check the aileron trim control system, control W
cables, and pulleys in accordance with flight control cable
inspection procedures that start on Page 2-14, Control Cables
and Pulleys.
20. Flap – Check the flap control system, control cables, and W
pulleys in accordance with flight control cable inspection
procedures that start on Page 2-14, Control Cables and Pulleys.
21. Elevator and Rudder – Check the elevator and rudder control W
system, control cables, and pulleys in accordance with flight
control cable inspection procedures that start on Page 2-14,
Control Cables and Pulleys.
22. Elevator and Rudder Trim – Check the elevator and rudder trim W
control system, control cables, and pulleys in accordance with
flight control cable inspection procedures that start on Page 2-
14, Control Cables and Pulleys.
23. Electric Elevator Trim (Optional Equipment) - Check for security,
condition and travel.
• 12
24. Flap Actuator Assembly - Check condition, security and proper

operating times (refer to expanded paragraph).
• 12
ELECTRICAL SYSTEM
1. Junction Box and Circuit Breaker Panel - Check wiring and
terminals for condition and security.
• 12
2. Pedestal and Instrument Panel - Check wiring and terminals for

• 12
3. Regulators - Check wiring and terminals for condition and

security.
• 12
4. Switches - Check for security and interference. • 12

5. Landing Gear Relay and Limit Switch - Check wiring and
terminals for condition and security.
• 12
6. Flap Limit Switch and Motor - Check wiring and terminals for
condition and security
• 12
7. Wing and Fuselage - Check wiring and terminals for condition

and security.
• 12
8. Battery - Check electrolyte and general condition and security. • 6

9. Battery Cables - Check for corrosion, condition and security • 12
10. Battery Box - Check for corrosion, condition and security, clean
vent tube.
• 12
11. Instrument and Interior Lights - Check lights for operation. • 12

12. Radio and Navigation System - Check for condition and
security.
• 12
2-19K
D872-10-13 Temporary Revision Number 10 - Feb 22/2010
SERVICE MANUAL
50 100 200 As
CORROSION PROGRAM INSPECTIONS (Baseline Program)
1. Flight Controls 24 Y
A. Rudder Attachments, examine these areas:
NOTE: Refer to Corrosion Prevention and Control
Program, page 2-18A, and Figure 2-8A, Zone 320.
(1) Trim tab actuating rod (inner surface).
(2) Hinge brackets.
(3) Hinge bearings.
(4) Hinge bolts.
NOTE: Do not apply LPS-3 Heavy-Duty Rust Inhibitor on
bearing.
B. Rudder Torque Tube Assembly, examine these areas: 24 Y
(1) Torque tube external and internal surfaces.
(2) Torque tube welds.
(3) Bell Crank attachment.
C. Elevator Torque Tube Assembly, examine these areas: 24 Y
Program, page 2-18A, and Figure 2-8A, Zone 331
and 332.
(1) Torque tube external and internal surfaces.
(2) Torque tube fitting attachment.
D. Elevator Attachments, examine these areas: 24 Y
and 332.
(1) Hinge brackets.
(2) Hinge bolts.
(3) Hinge bearings.
(5) Trim tab horn screws.
bearing.
E. Flap Control System Installation, examine these areas: 48 Y
and 612.
(1) Control cables.
(2) Associated hardware.
F. Aileron Attachments, examine these areas: 24 Y
and 642.
(2) Push-pull tube.
(3) Hinge brackets.
(4) Hinge bolts.
(5) Hinge bearings.
(6) Attach fittings.
bearings.

2-19L
SERVICE MANUAL
50 100 200 As
2. LANDING GEAR 36 Y
A. Nose Wheel Well Structure, examine these areas:
and 132.
(1) Webs.
(2) Stiffeners.
(3) Brackets.
(4) Structural attachments.
B. Nose Gear Outer Barrel Assembly, examine these areas: 36 Y
(1) Outer barrel surface.
(2) End upper strut and lower collar assembly.
NOTE: Disassemble the nose gear strut to get access.
bearing.
C. Nose Gear Inner Barrel Assembly, examine these areas: 36 Y
(1) Inner barrel surface.
(2) Strut tube assembly.
NOTE: Do not apply LPS-3 Heavy-Duty Rust Inhibitor to
the sliding surfaces of the oleo strut.
D. Nose Gear Trunnion Steering Assembly, torque link 36 Y
assembly, and nose gear fork. Make sure you examine
these areas:
(1) Nose gear trunnion surface.
(2) Steering collar and steering collar attach bolt.
(3) Torque link, torque link attach pin, and attach bolt.
(4) Nose gear fork and shock strut bearing block.
E. Nose Gear Trunnion Steering Assembly, torque link 36 Y
assembly, and nose gear fork. Make sure you examine
these areas:
(1) Nose gear trunnion upper, lower inner bore surface and
bearing.
(2) Torque link bolt and attach pin inner bore surface.
(3) Nose gear fork lug inner bore surface.
NOTE: Do not apply LPS-3 Heavy-Duty Rust Inhibitor to the
sliding surfaces of the oleo strut.
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SERVICE MANUAL
50 100 200 As
F. Nose Gear Retraction Systems. Make sure you examine 36 Y
these areas:
(1) Mechanisms.
(2) Bushings.
(3) Bearings.
(4) Structural attachments.
sliding surfaces of the oleo strut.
G. Nose Gear Axle Assembly. Make sure you examine these 36 Y
areas:
(1) Nose gear axle and attach bolt.
(2) Wheel halves.
NOTE: Disassemble the nose wheel assembly to get
access.
bearings.
H. Main Gear Trunnion Assembly. Make sure you examine 36 Y
these areas:
and 730.
(1) Main gear trunnion external surface.
(2) Main gear trunnion internal bore.
I. Main Gear Retraction Systems. Make sure you examine 36 Y
these areas:
and 730.
(1) Mechanisms.
(2) Bushings.
(3) Bearings.
(4) Structural elements.
bearing.
J. Main Landing Gear Torque Tube. Make sure you examine 12 Y
these areas:
and 730.
(1) Torque tube internal and external surfaces.
(2) Torque tube welds.
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SERVICE MANUAL
50 100 200 As
K. Main Gear Outer Barrel Assembly. Make sure you examine 36 Y
these areas:
and 730.
(1) Outer barrel surface.
(2) End upper strut and lower collar assembly.
(3) Link assembly.
the sliding surfaces of the oleo strut.
L. Main Gear Axle Assembly. Make sure you examine these 60 Y
areas:
and 730.
(1) Main gear axle and attach bolt.
(2) Wheel halves
NOTE: Disassemble the main wheel assemblies to get
access.
the bearings.
3. Doors 48 Y
A. Passenger/Crew Door Retention System (or cargo door, if
installed). Make sure you examine these areas:
(1) Bell Cranks.
(2) Pushrods.
(3) Handle.
(4) Pin retention linkages.
(5) Pins.
(6) Lockplates and guides.
(7) Hinges.
(8) Internal door framing.
4. Fuselage. 60 Y
A. Fuselage Nose Baggage. Make sure you examine these
areas:
Program, page 2-18A, and Figure 2-8A, Zones 121
and 122.
(1) Nose baggage shelves.
(2) Nose baggage lower internal structure.
B. Fuselage Skin. Make sure you examine this area: 60 Y
and 132.
(1) Skin in the area beneath the heater.
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SERVICE MANUAL
50 100 200 As
C. Fuselage Lower Internal Structure beneath the floor panels. 60 Y
Make sure you examine this area:
and 142.
(1) Cabin structure under floorboards.
D. Fuselage Lower Internal Structure beneath the floor panels. 60 Y
Make sure you examine these areas:
and 152.
(1) Carry-thru front spar webs and spar caps.
(2) Carry-thru rear spar webs and spar caps.
(3) Front and rear spar attach fittings.
(4) Cabin frame lower corners.
(5) Fuselage skin.
E. Areas of the Cabin Structure. Make sure you examine this 60 Y
area:
and 232.
(1) Forward cabin bulkhead.
F. Areas of the Cabin Structure. Make sure you examine 60 Y
these areas:
and 242.
(1) Windshield frame.
(2) Window frames.
(3) Seat tracks.
(4) Seat attachment structure.
G. Areas of the Cabin Structure. Make sure you examine 60 Y
these areas:
and 252.
(1) Side and cabin door's forward frame.
(2) Window frames with emphasis at stringers and channel
assemblies from frame aft of crew's window to aft
bulkhead.
(3) Seat tracks.
(4) Seat attachment structure.
(5) Aft Cabin Bulkhead.
H. Fuselage to Horizontal Stabilizer Attachment. Make sure 60 Y
you examine these areas:
and 312.
(1) Tailcone bulkhead at forward spar assembly
attachment.
(2) Tailcone bulkhead at aft spar attachment.
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SERVICE MANUAL
50 100 200 As
I. Fuselage to Vertical Stabilizer Attachment. Make sure to 60 Y
examine these areas:
and 312.
(1) Tailcone bulkhead at vertical tail forward spar assembly
attachment.
(2) Tailcone bulkhead at vertical tail rear spar assembly
attachment.
J. Areas of the Cabin Structure for the Passenger/Crew Door 48 Y
(or cargo door, if installed). Make sure you examine these
areas:
(1) Door frames.
(2) Door hinges.
K. Fuselage External Skin. Make sure to examine these 60 Y
areas:
Program, page 2-18A, and Figure 2-8A, Zones 251,
252, and 311.
(1) Fuselage skin underneath antenna installation(s).
L. Fuselage External Skin. Make sure to examine these 60 Y
areas:
Program, page 2-18A, and Figure 2-8A, Zones 131,
132, 141, 142, 151, and 152.
(1) Fuselage skin underneath antenna installation(s).
5. Stabilizers 60 Y
A. Rudder Structure. Make sure you examine these areas:
(1) Skin.
(2) Forward and aft spars at hinge locations.
B. Vertical Stabilizer Structure. Make sure you examine these 60 Y
areas:
(1) Forward spar attachment to tailcone bulkhead.
(2) Aft spar attachment to tailcone bulkhead.
(3) Front and rear spar caps.
(4) Front spar web near tailcone attachment bolts.
(5) Stabilizer skin underneath antenna installation.
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SERVICE MANUAL
50 100 200 As
C. Horizontal Stabilizer Structure. Make sure you examine 60 Y
these areas:
and 332.
(1) Forward spar upper and lower caps at access panels.
(2) Rear spar upper and lower caps.
(3) Auxiliary spars at access panels.
(4) Forward spar web and attachment to the tailcone
bulkhead.
(5) Aft spar attachment to the tailcone bulkhead.
6. Wings 60 Y
A. Wing Structure External. Make sure you examine these
areas:
and 611.
(1) Skin with emphasis at skin overlaps and under access
panels.
(2) Leading edge skin under de-ice boot.
B. Wing Structure Internal. Make sure you examine these 60 Y
areas:
and 611.
(1) Wing front spar and lower spar caps.
(2) Upper and lower wing carry-thru main spar fittings.
(3) Upper and lower main spar wing root fittings.
C. Wing Structure External. Make sure you examine this area: 60 Y
and 612.
(1) Skins with emphasis at skin overlaps under access
panels.
D. Wing Structure Internal. Make sure you examine these 36 Y
areas:
and 612.
(1) Rear spar upper and lower carry-thru fittings.
(3) Rear spar cap.
E. Wing Structure External. Make sure you examine these 60 Y
areas:
and 621.
(1) Wing skin with emphasis at skin overlaps and under
access panels.
(2) Main landing gear wheel well close-out rib.
(3) Rear spar upper cap near rear spar splice.
(4) Structure in the path of exhaust gases.
(5) Rear spar web.
2-19R
SERVICE MANUAL
50 100 200 As
F. Wing Structure Internal. Make sure you examine these 12 Y
areas:
and 621.
(1) Wing main spar lower and upper caps.
(2) Wing rear spar upper and lower caps.
(3) Wing lower auxiliary spar caps.
(4) Rear spar web.
G. Wing Structure External. Make sure you examine these 60 Y
areas:
and 631.
(1) Skin under wing de-ice boot.
panels.
H. Wing Structure Internal. Make sure you examine these 60 Y
areas:
and 632.
(1) Main upper and lower spar caps.
(2) Rear upper and lower spar caps with emphasis in
exhaust path.
(3) Rear spar web.
I. Wing Structure External. Make sure you examine these 60 Y
areas:
and 632.
panels.
(3) Rear spar web with emphasis in exhaust path.
(4) Structure in the path of exhaust gases.
J. Wing Structure External. Make sure you examine these 60 Y
areas:
and 641.
(1) Skin under wing de-ice boot.
panels.
K. Wing Structure External. Make sure you examine these 60 Y
areas:
and 642.
panels.
(3) Rear spar web.
D872-10-13 Temporary Revision Number 10 - Feb 22/2010 2-19S
SERVICE MANUAL
50 100 200 As
L. Wing Structure Internal. Make sure you examine these 60 Y
areas:
and 642.
(1) Upper and lower main spar caps.
(2) Upper and lower rear spar caps.
M. Wing Structural Attachments. Make sure you examine 60 Y
these areas:
and 650.
(1) Tip tank fittings at forward and aft spars.
7. Propellers 60 Y
A. Propeller Assembly. Make sure you examine these areas:
and 420.
(1) Propeller blade and attachment.
(2) Propeller hub.
(3) Propeller assembly bearings and pins.
8. Powerplant 12 Y
A. Nacelle Internal Structure. Make sure you examine these
areas:
and 420.
(1) Firewall.
(2) Canted bulkhead.
(3) Stringers at engine mounts.
B. Engine Support Structure. Make sure you examine these 12 Y
areas:
and 420.
(1) Engine beams.
(2) Forward and aft engine mounts.
(3) Gusset beneath augmenter.
(4) Turbocharger support.
C. Nacelle External Structure. Make sure you examine these 12 Y
areas:
and 621.
(1) Nacelle skin within path of exhaust.
(2) Exhaust stack.
D. Nacelle Structure. Make sure you examine these areas: 12 Y
and 621.
(1) Nacelle lockers with emphasis at compartment's floor.
(2) Structure under nacelle lockers.
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SERVICE MANUAL
SERVICE LETTERS/SERVICE BULLETINS/AIRWORTHINESS DIRECTIVES/SID
1. Each 100 hours of operation or every 12 months, whichever occurs first.

a. Check that all applicable Cessna Service Information Letters, Cessna Service Bulletins and Supplier
Service Bulletins are complied with.
b. Check that all applicable Airworthiness Directives and Federal Aviation Regulations are complied
with.
c. Make sure all logbook entries required by the Federal Aviation regulations are complied with.
d. Check that all SID inspections have been complied with.
POST-INSPECTION
1. Correct all discrepancies, replace all fairings, doors and access hole covers.
2. Ground check engine, check ignition drop, alternator changing rate, oil pressure and general operation
of components.
Special Inspection Legend
A - Every 1500 hours.

B - Every 25 hours without oil filter, 50 hours with oil filter.
C - Check torque first 100 hours, then for security each 100 hours thereafter. DO NOT RETORQUE.
D - Every 500 hours.
E - Stewart-Warner 250 hours of heater operation.
F - Every 1200 hours.
G - Pack wheel bearings at the first 100 hours and every 500 hours thereafter.
H - Every 1000 hours, or two years, whichever occurs first.
I - Every 50 hours or sooner when local dust conditions exist.
J - Daily.
K - Every engine overhaul (Manufacturer’s Recommended TBO).
L - Every 3 years.
M - Every 2 years.
N - At any indication of exhaust gas leak or an engine fire, remove the engine beam heat blankets, and
inspect per MEB99-7.
O - Every 200 hours.
P - Every 5 years.
Q - Every 100 hours or 1 year.
R - Every 1000 hours or every 3 years, whichever occurs first.
S - First 100 hours, then every 600 hours thereafter.
T - 1200 hours per manufacturer’s recommended replacement schedule.
U - Every 10 years.
V - At the first 100-hour inspection on new, rebuilt or overhauled engines, remove and clean the fuel
injection nozzles. Thereafter, the fuel injection nozzles must be cleaned at 300-hour intervals or more
frequently if fuel stains are found.
W - Every 600 hours of operation.
X - Whenever the exhaust is removed.
Y - Refer to the Corrosion Prevention and Control Program Application, page 2-19, for information
concerning repeat Corrosion Program Inspection intervals.
Z - At each engine exhaust system removal or at each engine overhaul, whichever occurs first, not to
exceed 5 years.
AA - At each engine exhaust system removal or at each engine overhaul, whichever occurs first, not to
exceed 1 year.
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SERVICE MANUAL
NOTE: 1 The vacuum manifold should be tested, beginning five years from date of manufacture and every
twelve months thereafter to determine its condition and serviceability. Refer to Airborne Product
Reference Memo Number 39 and MEB00-5 (or latest revision) for check valve manifold date of
manufacture information and testing procedures.
NOTE: 2 The de-ice vacuum pressure check valve should be tested, beginning five years from date of
manufacture and every twelve months thereafter. Refer to Airborne Product Reference Memo Number
39 and MEB00-5 (or latest revision) for check valve date of manufacture information and testing
procedures.
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SERVICE MANUAL
OVERHAUL AND REPLACEMENT CHART
All components not listed in this chart must be examined as detailed elsewhere in this section/manual. Repair,
overhaul, or replace the components as necessary. Components listed in this chart must be overhauled or
replaced during the regular maintenance periods nearest to, but no later than, the specified time limits below.
Item Overhaul Replace

PROPELLER
1. Propeller. L
2. Governor. L
3. Accumulator, Unfeathering. L
ENGINE GROUP
1. Engine (See Continental Motors Engine Manual). G
2. Magneto (See Bendix Magneto Overhaul Manual). H
3 Alternator (Refer to Cessna Alternator Service/Parts Manual). N
4. Vacuum Pump (Wet). B
5. Vacuum Pump (Dry) (Airborne). R
6. Fuel Pump. B
7. Starter. B
8. Engine Compartment Flexible Fluid Carrying Rubber Hoses M
(Cessna Installed) Except Drain Hoses.
9. Engine Compartment Drain Hoses. F
10. Engine Flexible Hoses (Continental Motors Installed). G
11. Induction Air Filter (P/N 9910018-2). B
12. Turbocharger. N
13. Controllers Absolute and Pressure Ratio. N
14. Waste Gate and Waste Gate Actuator. N
15. Engine Compartment Fire Extinguisher Container. O
16. Engine Compartment Fire Extinguisher Cartridge. O
17. Engine Mounts. N
18. Engine Exhaust Multi-segmented “V” band clamps. A
LANDING GEAR
1. Landing Gear Actuator (See Cessna Model 300 and 400 Series F
Component Maintenance Manual).
2. Actuator Motor (See Cessna Model 300 and 400 Series Component F
Maintenance Manual).
3. Actuator Reduction Unit (See Cessna Model 300 and 400 Series F
Component Maintenance Manual).
4. Shimmy Damper (See Section 4). F
5. Landing Gear Fork Bolt P/N 5243518-3 (0.530 inch dia. shank). S
6. Landing Gear Fork Bolt P/N 5141052-1 (0.750 inch dia. shank). T
7. Main Landing Gear Torque Tube Part Number 5045010-1, -2, -7, -8, U
-13, -14, -18, -19, -20, -24, or -25.
AIRFRAME
1. Oxygen Bottle (ICC-3HT/DOT-3HT). C
2. Heater (See Janitrol Manual 24E25-1 for requirements). D
3. Nav-O-Matic 800 Autopilot Filter (P/N AMA2O 1442). A
4. Heater (Stewart Warner). I
5. Vacuum System Filter. A
FLIGHT CONTROLS
1. Flap Actuator Gearbox (See Cessna 300 and 400 Series Q
Component Maintenance Manual). (NOTE 3)
2. Flap Actuator Motor (See Cessna 300 and 400 Series Component F
Maintenance Manual).
3. Aileron Trim Tab Actuators (See Section 5). E
D872-10-13 Temporary Revision Number 10 - Feb 22/2010 2-19W

SERVICE MANUAL
Item Overhaul Replace

4. Elevator Trim Tab Actuators (See Section 5). E
5. Rudder Trim Tab Actuators (See Section 5). E
VACUUM SYSTEM
1. Vacuum System Filter. J
2. Vacuum Pump – Dry-Drive Coupling. K
3. Vacuum System (Parker Hannifin Airborne) Check Valves /Manifold P
Check Valves. (NOTE 2)
DEICE SYSTEM
1. De-ice System (Airborne) Check Valves. P
Overhaul/Replacement Legend
A. Every 500 hours.

B. Every 1200 hours.
C. Every 24 years or 4380 cycles, whichever occurs first.
D. Every 500 hours of heater operation.
E. Every 1000 hours or 3 years, whichever comes first.
F. On condition.
G. Refer to Continental Engine Maintenance Manual and Continental Service Bulletins.
H. At engine overhaul or every 4 years, whichever occurs first.
I. Every 1000 hours.
J. Every 500 hours or at least once a year.
K. Every six years. After six years the urethane becomes hard and brittle and the coupling should be replaced
with the proper Airborne Coupling Kit as outlined in Airborne Service Letter Number 17 dated 26 October
1976.
L. Refer to latest McCauley Service Bulletin SB137 latest revision.
M. Replace engine compartment flexible fluid-carrying hoses (Cessna-installed only) manufactured of rubber
material every five years or at engine overhaul, whichever occurs first. This does not include drain hoses.
Rubber hoses which are beyond these limits and are in a serviceable condition must be placed on order
immediately and then be replaced within 120 days after receiving the new hose(s) from Cessna.
N. At engine overhaul.
O. Every five years.
P. Every ten years.
Q. Every 2000 hours or 4000 landings, whichever occurs first.
R. 1200 hours per manufacturer’s recommended replacement schedule.
S. Every 2000 hours.
T. Every 5000 hours.
U. Replace every 4000 hours of operation.
NOTE 1: The terms “overhaul” and “replacement” as used within this chart are defined as follows: Overhaul -
Item may be overhauled as defined in CFR 43.2 or can be replaced. Replacement - Item must be
replaced with a new item or one that has been rebuilt as defined in CFR 43.2.
NOTE 2: Refer to Airborne Air and Fuel Products Service Letter 39A, or latest revision, for replacement time
limits.
NOTE 3: For gear boxes on which the overhaul limits have been exceeded, do the overhaul by no later than the
next 300 hours or 400 landings, whichever occurs first.
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SIERVICING AND INSPIECTION
mabIe solvent while installed in the aircraft. Spots

NOTE or stains can be removed by follOwing the procedure
for cleaning the seats (fabric), as outlined in this
Patting the spot lightly will prevent its spread- section.
ing and is less likely to leave a ring. b. Inspection.
1. Inspect upholstery for general condition and
(d) Moisten another piece of cloth and allow to wear. Observe areas where chafing from other
evaporate until barely damp. Now pat the equipment might occur thus damaging the upholstery
spot lightly, working from the outside in panels.
toward the center.
CAUTION Carpet.
Do not use too much fluid. Seat cushions are a. Cleaning.
padded with foam rubber, and since volatile 1. Use a small whisk broom to loosen dirt; then
cleaners attack rubber, these pads may be vacuum the carpet. The more difficult spots or
damaged if the material gets soaked with the stains can be removed by using a n9ninflammable
cleaner. dry- cleaning fluid. General care of the carpet is
the same as the care of the carpets in your home.
(e) Brush again to remove any more particles b. Inspection.
which have become loosened. 1. Inspect carpet for excessive wear and security
2. Clean vinyl or leather seats as follows: to the floorboard.
(a) On vinyl or leather seats, use a mild soap
solution and sponge to remove dirt from
seats; wipe dry with a clean damp cloth. Wing.
b. Inspection.
1. Inspect the front seats for binding on seat rails. a. Cleaning.
2. Inspect for proper functioning of adjusting han- 1. Clean the wing as follows:
dles and tilting mechanism. (a) Use a suitable solvent to remove all
3. Seat belts for proper security. grease and dirt from nace lie area and
4. If electrically operated seats are installed landing gear area.
(optional equipment), actuate switches and observe
for smooth operation. CAUTION
c. Repair and Servicing.
1. Refer to Section 3, replace components which
Never use gasoline, paint thinners, or Ketone
show evidence of excessive wear or binding. to remove grease. These are highly inflam-
2. Lubricate seat base rolls with oil as required. mable and fire could result.
3. Wax seat rails with automotive wax to reduce
friction between seat rollers and seat rails. (b) After washing area with suitable solvent,
wash the remaining solvent off with soap
Seat Belts. and water and allow to air dry.
(c) The wing can be cleaned with any good
a. Cleaning. aircraft cleaner and wax.
NOTE b. Inspection.
1. Inspect wing skins, wing attach fittings, tip tank
Seat belts should be removed from the air- fittings, flap and aileron attach fittings for cracks
craft to clean. and visible damage.
2. Inspect wing fume proofing materials as follows:
1. Clean seat belts uSing a suitable solvent or mild (a) Fume proofing materials have been incor-
soap solution. porated into the wing areas for the pur-
pose of containing carbon monoxide (CO)
CAUTION fumes. Containment of carbon monoxide
fumes is accomplished by various sealants,
Never use thinner or strong solutions on seat boots, and patches strategically placed
belts. See Seat Belt Inspection procedure be- within the wing area. Sealants are used
fore reinstalling seat belts in aircraft. throughout the engine nace lie area for both
fire proofing and fume proofing. Boots
b. Inspection. are used to seal the main landing gear
1. Inspect webbing material for fraying. door hinges and main landing gear torque
2. Inspect seat belt installation for security. tubes. Small patches are used in the cor-
ners of the main gear wheel well, over
lightening holes in trailing edge of wing
Upholstery. at the root rib, along the edges of the wing
fittings 00 the outboard side of root rib,
a. Cleaning. and over the lightening holes just forward
1. The upholstery can be cleaned with a noninflam- of the flaps. Sponge rubber insulation is
2-22 CSfltOUND HANDLINCS. 310 SERVICE MANUAL
SEfltVICINCS AND INSPECTION
placed between corrugated web and 2. Inspect attaching screws, access

wing spars in the wheel well area. plates, exterior paint, nose gear door
hinge points for damage and excess wear.
CAUTION 3. Inspect stiffeners, stringers, doub-
When fume proofing materials (as lers, bulkheads and stinger for loose
described above) have been damaged screws, rivets, cracks or damage.
or removed, immediate replacement 4. Inspect nose ram air hoses and clamps
is required. to heat and vent system for wear and secur-
i ty and leaks.
3. Inspect all fluid lines and hoses 5. Inspect heater installation for
for leaks, cracks, dents, kinks, chafing, evidence of fuel leaks, exhaust leaks,
bleaching or discoloration, proper radius, combustion air leaks, loose wiring and
security, corrosion, deterioration, ob- security to structure.
structions and foreign matter. 6. Inspect instruments for proper mark-
4. Inspect wing structure exposed to ing, broken glass, loose fittings and
exhaust gases. Remove exhaust system com- electrical wiring, and for proper calibra-
ponents that are in proximity to wing tion.
structure and inspect wing structure, wing 7. Check all placards and decals for
spar caps and flap panels for corrosion security and legibility.
due to exhaust gases. If corrosion is 8. Inspect all fluid lines and hoses for
detected, the area shall be cleaned and leaks, cracks, dents, kinks, chafing,
repaired as necessary. Refer to Corrosion bleaching or discoloration, proper radius,
Removal in this chapter and Structure security, corrosion, deterioration, ob-
Repair, Chapter 16. structions and foreign matter.
5. Inspect wing spar bolts for security c. Repair and servicing.
and ensure they are not working. Torque 1. If cracks are found in stinger, or
on spar bolts is 60 t5 foot-pounds on the fuselage area, refer to Section 16 and
front and 175 tIS inch-pounds on the rear repair.
spar bolts. 2. Loose or working rivets must be
replaced. Refer to Section 16.
NOTE
When checking torque on spar bolts Heater Inspection.
always loosen nut first then check
torque while tightening nut. a. Cleaning and Inspection (Stewart-
Warner) •
6. Inspect firewall access cover screws 1. Clean any fuel line filter to prevent
in accordance with Service Letter HE72-ll. the buildup of ice which will interfere
CEnsure screws are proper length and type with heater operation. Be sure to bleed
to prevent fuel line chafing.) the fuel line to the heater after cleaning
c. Repair and servicing. the fuel filter.
1. Refer to Lubrication Diagram, figure 2. Inspect the combustion air hose
2-12 for servicing requirements. between the combustion air blower outlet
and heater assembly air inlet. Small holes
Empennage. in the hose may not reduce airflow enough
to prevent operation of the airflow switch,
a. Cleaning. but they may bleed off enough air to cause
1. Clean the empennage with mild soap premature fouling of the spark plug and the
and water. Stoddard solvent may be used formation of excessive deposits in the
to remove grease and tar then washed with burner assembly. Replace the hose if it is
soap and water and allowed to dry. torn, pinched, restricted or otherwise
2. The empf:(mage may be cleaned with damaged .
any good airplane cleaner and wax. 3. Disconnect the thermostat leads and
b. Inspection. control cable and remove the thermostat
1. Inspect exterior surfaces for damage from the ventilating air duct. Clean the
~nd cracks, loose rivets and loose nuts. helical element with a soft bristle brush
2. Inspect attaching bolts and hinge to remove dust or dirt which may have
attaching points for security. accumulated in it. Replace the thermostat
if the helical element is broken or dis-
Fuselage. torted. Recalibrate the thermostat if
heater output is low, or if the lockout
a. Cleaning. overheat switch trips unnecessarily.
1. Clean the fuselage with mild soap Reinstall the thermostat into the venti-
and water. Use Stoddard solvent to remove lating air duct and connect the thermostat
grease and tar then wash with soap and leads. Check pivot plate operation and
water and allow to dry. adjust the control cable.
2. The fuselage may be cleaned with any 4. Check fuel supply system for leaks.
good airplane cleaner and wax. Check all lines, connections, seals and
b. Inspection. gaSkets for condition and security of
1. Inspect exterior surface for damage installation.
and cracks, loose rivets and nuts.
Change 9
310 SERVICE MANUAL e"DUND HANDLING. 2-22A
The landing gear rigging inspection is given in alphabetical and/or alphanuMP.rical sequence. The alpha-
betical details are the iter.tS to be checked. The alphanumerical detail is the related cldjustr:1E!nt per-
fonned only when adjustr.1ent is necessary. The following table lists the details and related adjustment
to be checked.
TABLE I
CHECK ADJUSmENT IF REQUIRED
Deta il A
Deta il B
Deta il C
Detail D 0-1
Deta 11 E E-1
Detail F
Detail G G-1
Deta il H H-l
Deta il J J-l
Deta 11 K K-l
Detail L L-l
Deta il f.I
Detail tI N-l - N-2
Detail P
Deta 11 Q Q-l
N----+-r~
F
Nose and Main Landing Gear Rigging Inspection ~
Figure 2-SA (Sheet 1)
Change 9
2-22B aROUND HANDLINe. 310 SERVICE MANUAL
SERVICINe AND INSPECTION
NOSE AND MAIN LANDING GEAR RIGGING INSPECTION.

The nose and main landing gear rigging inspection should be performed indoors with proper jacks, 28 volt
power supply, 0 to 150 pound spring scale and an 0880001 actuator arm tension tool available.
The airplane should be placed on jacks, the necessary access plates, seats, cabin divider, carpets, floor-
boards removed, and the landing gears cleaned with a suitable solvent prior to inspection. Step by step
procedures are presented and each step must be completed before performing the next step.
NOTE: The operational checks and tension measurements requirements of this inspection will
require the services of two people.
CAUTION: WHEN OPERATING THE LANDING GEAR ALWAYS BE PREPARED TO STOP TO PREVENT DAMAGE TO THE
SYSTEM.
AFTER REMOVAL OF RETRACTION LINKAGE, ASSIST SPRINGS OR COMPONENT PARTS FOR CHECKING,
THEY MUST BE REINSTALLED BEFORE PROCEEDING TO THE NEXT STEP.
start
here
DETAIL A DISCONNECTING LANDING GEAR DOOR~
NUT
----- NOSE GEAR DOOR

LINK ,TUBE UPPER
CONNECTION
1. Disconnect nose and main landing gear doors.

:AUTION: WHEN DISCONNECTING THE LANDING GEAR DOORS, ALWAYS RUN THE LANDING GEAR UP APPROXIMATELY
20 TO 30 DEGREES AND DISCONNECT MAIN GEAR DOOR BY REMOVING ATTACHING NUT FROM ACTUATOR
'\RM. ON THE ~')SE GEAR DOORS, ALWAYS DISCONNECT THE DOOR LINK TUBE FR(}1 THE UPPER CONNEC-
T I ON TO PR EVENT THE POSS rBI LI TV OF CONNECT I NG LOWER CONNECTOR TO THE WRONG SI DE OF TH E
BELLCRANK.
,,"cse and MaIn Landing Gear RiggIng Inspection ~

Change 9
310 SERVICE MANUAL e"OUND HANDLINe. 2-22C
S~""ICINe AND INSPI!CTION
DETAIL B CHECKING uP AND OOWN LIMIT SWITCHES
1. Operate landing gear to the up and locked position and turn switch OFF.
2. Engage manual extension crank and note the angular position of the crank handle.
3. Turn handle (CCW) AFT until the internal up stop in the actuator is reached.
NOTE: The i~ternal stop should be reached in approximately 3/4 to 1-1/2 turns.
4. If the internal stop is not reached in 3/4 to 1-1/2 turns, run landing gear down and disconnect
inboard main drive tube (0-1). Adjust up limit switch until the correct number of turns are
obta i ned.
NOTE: Each time the actuator switches are adjusted the landing gear must be operated approxi-
mately half way down then back up before noting the number of turns required to reach the
internal stop.
5. Operate the landing gear to the down and locked position.
6. Engage manual extension crank and note the angular position of the crank handle.
7. Turn handle (CW) FWD until the internal down stop in the actuator is reached.
NOTE: The internal stop should be reached in approximately 1 to 2 turns.
8. If the internal stop is not reached in 1 to 2 turns the landing gear actuator down limit switch
must be adjusted until the proper number of turns are obtained.
CAUTION: DURING MANUAL EXTENSION OF THE LANDING GEAR, NEVER RELEASE THE MANUAL EXTENSION CRANK,
DAMAGE COULD RESULT TO PERSONNEL AND THE SKIRT OF THE PILOT'S SEAT.
Change 9
2-22D GI"OUNO HANOLING. 310 SERVICE MANUAL
S!;RVICING ANO INSPECTION
DETAIL C CHECKING DRIVE TUBES, TRUNNIONS, RETRACTING LINKAGE,

AND WHEEL WELL AREA
PUSH-PULL
TUBE
TORQUE
•. ~heck the operation of the landing gear. Visually inspect drive tubes, idlers, trunnions and
wheel well area for nicks, cracks, dents, bends, looseness, wear and other visual damage.
'WTE: If any part of the 1anding gear system is questionable. do not hesitate to reject it.
2. Inspect the landing gear retraction linkage for excessive wear, looseness. dents, cracks,
bends and deep scratches.
3. Check ma in gear trunnion roll pin in pivot shaft for looseness.
~ose and Main Landing Gear Rigging Inspection -...

Change 9
310 SERVICE MANUAL GROUND HANDLING. 2-22E
DETAIL D CHECKING
MAIN GEAR DOOR ARM TENSION
DOOR ARM
1. Check main gear doors for tension as shown, 25 ~10 pounds.
t DETAIL D -1 ADJUSTING
MAIN GEAR DOOR TENSION
1. If the main gear door tension is not 25 tIO pound~, adjust inboard drive tube rod end in half
turn increments to obtain proper tension.
2. Shortening rod end will increase door tension (CW).-...
3. Lengthening rod end will decrease door tension.
4. After checking door tension with the gear down, run the landing gear up and check the door
tension.
5. The tension should be 25 ~10 pounds in the up position and a maximum of 10 pounds difference
fran the down pos i t ion. Adjus t up 1imi t switch (see Deta il B) to obta i n proper tens i on.
NOTE: Check hand crank for number of turns to internal stop after obtaining tension, 3/4 to
1-1/2 tu rn s .
Nose and Main Landing Gear Rigging Inspection -...

Change 9
2-22F GROUND HANDLING. 310 SERVICE MANUAL
S~RVICING AND INSPECTION
DETAIL E CHECKING MAIN LANDING GEAR FREE FALL
RAISE GEAR BY
HAND APPROXIMATELY
6 I IlCHES AND
RELEASE. GEAR
MUST RETURN TO
DOWN AND LOCK
POSITION
UNASSISTED.
1. Check main gear free fall by breaking main lock links as shown, raise gear approximately six
(6) inches by hand, then release.
~lOTE: When checking main gear for free fall, the outboard drive tube rust be disconnected as
shown in Detail D.
2. If the gear does free fall down and locked, disconnect end fitting and lengthen 1/2 turn,
reconnect and check free fall.
NOTE: Lengthen end fitting in 1/2 turn increments until the gear will not free fall down and
locked.
3. If the gear does not free fall to a down and lock position, visually check the following:
a. Drive tubes for bends, breaks, binding and damage.
b. Trunnion bolts for seizing, binding, alignment and lubrication.
c. Lock link brace for alignment, overcenter travel, bending and breaks.
d. Side brace for proper overcenter engagement, bolts for proper torque, (refer to Torque Chart,
Section 1).
e. Bolts in wheel well area for binding and interference.
~ose and Main Landing Gear Rigg~ng Inspection ~

Change 9
310 SERVICE MANUAL .,ftOUND HANDL.ING. 2-22G
S~ftVICING AND INSP~CTION
DE TA I L E - 1 A 0 JUS TIN G
MAIN LANDING GEAR FOR FREE FALL
t DETAIL F CHECKING LANDING GEAR DROP OFF
4. If items a thru e check satisfactorily,

shorten adjusting screw in small incre-
ments until gear will free fall down and
locked.
.@IT: Shorten adjustment screw in small
increments to allow gear to free
fall and the side brace, down
links to go overcenter. Check
safety and secure.
5. After adjusting, make sure the landing
gear is down and locked and the down and
lock indicator light is properly adjust-
ed (see Detail N).
1. (See Detail G-1) Disconnect uplock

push-pull tube.
2. Operate landing gear up and measure drop
off as shown.
3. If drop off is not 1/8 to 1/4 inch,
refer to Detail 0-1 and adjust outboard
drive tube.
NOTE: Lengthen the outboard drive tube
to decrease the amount of drop
off. Shorten the outboard drive
tube to increase drop off.
4. Reconnect uplock hooks.

Change 9
2-22H aROUND HANDLINe. 310 SERVICE ~!ANUAL
S~RVICINa AND INSPECTION
DETAIL G CHECKING UPLOCK rlOOKS

FOR E~GAGEMENT
~5,t'::
r~rcper
~I"'ac+:.ea
-·!:n .~dr
~~'~;ag~r::e'i~
AJ1Jc~
.'Inen
~OOK~
'~ear .;)
~ar
~e-
t DETAIL G-1 ~ 0 JUS TIN G JPLCCK "OCKS
FOR ::·;GAGC:.~E~H
(CCW)
JPLOCK HOOKS AWAY FROM
SP~CERS. ROTATE (CW) TC
MOVE UPLOCK HOOKS IN
AGAINST SPACERS.
i. If the "Id~n gear uplock hooks do not

~ngage properly, adjust the uplock nooks
';ntil the hooks i1ake full contact with
the surface of the spacers.
L. Lengthening the uplock push-pull tube
(CCW) wlll :nove the uplock hooks away
from the spacers.
3. 3hortening the uplock push-pull tube
will pull the uplock hooks in closer to
the spacers.
4. After adjustment, the uplock hooks r:ust
engage and disengage freely with no
binding.
~ose and Main Landing Gear Rigging Inspection ~

Change 9
310 SERVICE MANUAL e"OUND HANDLING. 2-22J
SE"VICING AND INSPECTION
DETAIL H CHECKING OOWNLOCK TENSION
1. Inspect main landing gear downlock for

proper engagement and tension (40-60
pounds) •
NOTE: When checking downlock tension,
always place finger on the down-
t DETAIL H-l ADJUSTING O()o/NLOCK TENSION
lock switch, pull scales at right

angle to the lock link and read
scale ~t the point when a defi-
nite $"Iitch actuation is felt.
1/2
1. If the downlock tension is not 40-60

pounds, adjust push-pull tube in one-
hal f turn increments until proper ten-
sion is obtained. If the downlock
tension is in excess of 60 pounds, the
downlock tension should be rigged 40-50
pounds. Lengthening the push-pull tube
(CCW) decreases, and shortening the
push-pull tube (CW) increases tension.
NOTE: When shortening or lengthening
the outboard push-pull tube, the
fork bolt must be lengthened or
shortened a correspondi ng amount
of turns so that the combined
1ength of the two pa rts does not
change.

Change 9
2-22K GROUND HANDLING. 310 SERVICE ~~UAL
DETAIL J CHECKING NOSE GEAR CONNECTOR LINK

FOR PROPER OVERCENTER TRAVEL
WHEN "ORCE
IS APPLIED IN
DIRECTlON OF
ARRo.I AND
RELEASED
LINK MUST
SNAP FIRMLY
OVERCENTER
1. See Detail L-l and disconnect drive

tube.
2. Inspect nose ]ear connector link for
proper Qvercenter adjustnent.
t DETAIL J -1 ADJUSTING
NOSE GEAR CONNECTOR LINK
FOR OVERCENTER TRAVEL
LENGTHEN
ROD END (CCW)
TO INCREASE
FORCE. SHORTEN
(CW) TO DECREASE
FORCE.
1. I f the nose gea r connector 1 i nle. is not

snapping overcenter properly. adjust rod
end as shown.
:-lose and ~IainLanding Gear Rigging Inspection _ _

Change 9
310 SERVICE MANUAL ""OUNO HANOLINe. 2-22L
SERVICINe ANO INSPECTION
DETAIL K CHECKING NOSE GEAR DOWNLOCK TENSION
1. Disconnect spring.
2. Connect drive tube (see Detail L-l).
3. Inspect nose gear downlock tension
40 + 15. Make sure the overcenter
sprfng is disconnected when checking
tensions and adjustments.
4. If the nose gear down lock tension is
40 + 15, make sure the nose gear fork
bolt is properly adjusted (K-1).
DETAIL K- 1 AD JUS TIN G NOSE GEAR DOWNLOCK

LOCK TENSION
1. Adjust fork bolt in half turn incre-

ments. Lengthen (CCW) fork bolt to
increase down lock tension. Shorten
(eW) to decrease tension.

Change 9
2-22M GROUNO HANDLINe, 310 SERVICE MANUAL
seRVICING AND INSPECT!ON
DETAIL L CHECKING NOSE GEAR UPLOCK TENSiON
1. Inspect nose gear up lock tension

100 :. 20pounds
t DETAIL L-l ADJUSTING NOSE GEAR UPLOCK TENSION
TURN ROD END (CW)

TO INCREASE, (CCW)
'TO DECREASE TENSION
1. If the nose gear uplock tension is not

100 + 20 pounds, adjust nose push-pull
tube-in half turn increments.
2. Lengthen the nose push-pull tube (CCW)
to decrease the uplock tension.
3. Shorten nose push-pull tube to increase
(CW) uplock tension.

Figure 2-SA (Sbeet 12)
Change 9
310 SERVICE MANUAL GROUND HANDL.ING. 2-22N
DETAIL M . CHECKING Nose Gear Up lock

Engagement
t DETAIL N C H E C KIN G
Gear Down Indicator Light

Switches for Proper Adjustment
1. Inspect nose gear uplock for proper engagement.
2. Uplock hook must be fully engaged with hook
against the nose strut bolt and spacer engages and AMBER
disengages freely with no binding.
3. Uplock hook must be engaged with .003 to
. 060 inches clearance between the spacer on the
nose strut and surface of the hook.
GREEN
1. Retract landing gear approximately halfway.

2. Engage manual extension handle (see Detail B). Crank toward
the down position and stop when green light comes on. Note the
angular position of the manual extension handle.
3. Check applicable gear of illuminated light for being down and
locked with the overcenter linkage overcenter.
4. Resume cranking toward the down position noting the number
of turns required to reach the internal stop in the actuator.
5. The number of turns required to reach the internal stop should
not be less than 8 or more than 14 for the nose gear. Not less than
4 or more then 8 on the main gear.
Nose and Main Landing Gear Rigging Inspection -...

Change 9
310 SERVICE MANUAL
2-22P GROUND HANDLING.
S~RVICING AND INSPECTION
DETAIL N-l ADJUSTING

NOSE GEAR DOWN
:NDICATOR LIGHT S~ITCH
t DETAIL N-2ADJUSTING
MAIN LANDING GEAR DOWN
INDICATOR LIGHT SWITCH
1. If the indicator lights do not illuminate within the required number of turns or the overcenter
linkage is not overcenter when the lights illu~inate make the following adjustments.
2. AdJust the nose gear down and locked indicator light switch by adjusting the switch act~ating bolt.
Turn bolt CCW to actuate switch farther from the internal stop inside the actuator. Turn bolt CW
to actuate switch closer to the internal stop inslde the actuator.
~dJ~st the ~aln landlng gear switches by repositioning. Loosen mounting screws and move swltch
towards :~:e ~ellcrdnk to actuate switch "arther from the internal stop in ~he actuator. Move the
switcn aWdy frorn t.~e :ellc!"ani<. to Jct~ate it closer to the internal stop :n the acutator.
\UTE: ~fter adJusti~g indlcator switches check to see that gear indicator lights do not illuminate
before gear is down and locked by overcenter linkage.
~ose and MaIn Landing Gear Rigging Inspection ~

Change 9
310 SERVICE MANUAL GROUND HAND~ING. 2-22Q
DETAIL P C H E C KIN G NOSE AND MAIN LANDING GEAR DOORS FOR PROPER FIT
CHECK FOR
PROPER FIT
SHOULD BE UP
SNUG - NOT
DEFLECTED
IN TOO TIGHT
1. Operate the landing gear through one complete cycle and vlsually inspect nose and main landing
gear doors for operation, proper fit and other damage.
2. Operate the landing gear through one complete cycle and check the gear indicator 1ights and
warning horn. Check for operation with gear extended and retracted.
Nose and Main Landing Gear Rigging Inspection __

Change 9
2-22R GROUND HANDLING. 310 SERVICE MANUAL
S£RVICING AND INSP£CTION
DETAIL Q C H E C KIN G SAFETY SWITCH INSPECTION
1. Turn battery master switch ON.

2. Close throttles and actuate landing gear
safety switch by hand, as shown.
3. Place landing gear switch handle in the
UP position. The landing gear should
remain down and locked and the horn
should sound.
NOTE
If the horn does not sound, refer
t DETAIL Q -1 CHECKING
SAFETY SWITCH INSPECTION
to Section Four, Troubleshooting.
If the landing gear does not
remain down and locked, the safety
switch is defective and must be
replaced.
~. If the landing gear rena ins down and
locked, re tu rn landing gear switch
handle to D(),ojN position. Release the
safety switch.
NOTE
If adjustments were made, make sure all
bolts have been torqued, cotter pins
installed, and doors connected before
...
installing access plates, floorboards, 1. Refer to Section Four for checking
seats, carpets and cabin dividers and adjustment of landing gear safety
and removing airplane from jacks. switch .
After canpleting the inspection, make sure

COMPLETE the gear is down and locked, lubricated and
powe r tu rned OF F.

Change 9
SERVICE MANUAL
(5) 250-Hour Inspection.
(a) After 250 hours of heater operation, remove and inspect the spark plug. If the plug shows signs
of fouling or erosion, return the entire heater to the shop for repair and testing, since the fuel
nozzle is probably at fault. If the plug is in good condition, clean and replace it.
(b) Inspect the ignition cable from the coil to the spark plug. Replace the cable if it is cracked or
damaged, or if the rubber boot is cracked or torn.
(c) Inspect the heater assembly, combustion air blower and fuel pump assembly, control box,
remote solenoid valve and thermostat for signs of obvious damage, leakage or overheating.
Repair as necessary. Tighten loose hardware and make sure all wiring connections are tight.
Inspect fuel lines and fittings for signs of leakage; tighten or replace parts as necessary.
(d) Remove the combustion air hose at the heater assembly air inlet. With the heater off, check the
freedom of movement of the airflow switch vane inside the airflow switch. The vane should
respond to light pressure from a finger or screwdriver inserted into the airflow switch. If the vane
binds, remove the airflow switch and clean or repair the vane and shaft assembly as necessary.
CAUTION: Do not lubricate the vane or shaft with grease or oil. Lubricants attract and hold dust
and dirt, and would cause the airflow switch shaft to bind.
B. Heater Inspection (Janitrol).
(1) Inspect ventilating air and combustion air inlets and exhaust outlets for restrictions, damage of any
kind, and security at the airplane skin line.
(2) Inspect ventilating blower fan for blade damage.
(3) Also check for abnormal stains, discoloration and excessive carbon formation that would indicate
poor heater operation.
(4) Be sure fuel drain lines are undamaged and are free of obstructions.
(5) Check the full length of all fuel lines to be sure all joints and shrouds are secure, and that there is no
evidence of leaks. Be sure the fuel lines are secure at the points of attachment to the airplane.
(6) Inspect all heater and control wiring for loose connections, condition and insulation and security of
attachment points.
(7) Make sure the high-voltage cable is tight at the spark plug. Inspect it for burning or discoloration of
the sheath, which would indicate arcing.
(8) Perform inspections as required to ensure the mechanical and electrical integrity of the heater
accessories.
(9) Perform preflight operating check.
(10) At the end of 500 heater-operating hours (or after each heating season, whichever comes first),
remove the heater from the airplane for complete inspection of heater parts and any necessary
overhaul operations.
Control Quadrant.
A. Cleaning.
(1) Clean all metal parts in a suitable solvent and allow to air dry.
B. Inspection.
(1) Inspect all parts for evidence of cracking and excessive wear.
(2) Inspect the racks and ratchet stops on the mixture levers for broken teeth and excessive wear.
C. Repair and Servicing.
(1) Replace racks, ratchet stops and ratchet stop springs if worn or too weak to ensure positive locking.
(2) Lubrication of control quadrant is not recommended; however, the control quadrant pedestal does
require lubrication. (Refer to Lubrication Diagram, Figure 2-12.)
Page 2-22S
 Cessna Aircraft Company July 1/2006
SERVICE MANUAL
LANDING GEAR
Main Landing Gear Torque Tube Assembly Fluorescent Magnetic Particle Inspection.
A. Material, Equipment, and Procedures.
NOTE: The following material, equipment, and procedures are required to complete this inspection:
CAUTION: Do not use visible dry magnetic particles for inspection of the airplane or airplane
components.
(1) General Procedures for Fluorescent Magnetic Particle Inspection.
(a) Do a fluorescent magnetic particle inspection in accordance with the procedures contained or
referenced in this inspection procedure. Refer to ASTM E1444, Standard Practice for Magnetic
Particle Examination, and ASTM E709, Standard Guide for Magnetic Particle Examination, or
equivalents for general requirements of magnetic particle inspection. In the event of a conflict
between the text of this inspection and ASTM E1444 or ASTM E709, the text of this procedure
takes precedence.
(b) Quality control of magnetic particle materials and equipment shall be accomplished per ASTM
E1444, ASTM E709, or equivalent document. This inspection procedure assumes the use of a
portable magnetic particle system for use on an aircraft (electromagnetic yoke, spray-can type
magnetic particles, and portable ultraviolet light).
(c) Magnetic particle inspection can be accomplished through thin layers of paint. If the paint is
thick enough that it will interfere with the inspection, it must be removed. Cleaning and paint
removal methods selected for a particular component must be consistent with the material to be
removed and must not be detrimental to the component or its intended function.
(d) Adequate magnetic field strength and direction is determined by the use of a quality indicator
shim or pie gage that is approved in ASTM E1444 or ASTM E709.
NOTE: Removal of paint may be required to achieve adequate field strength.
(e) When possible, the preferred method of particle application is the continuous method.
(f) A minimum three-minute dark adaptation time is required before evaluating an inspection.
(g) Personnel must not wear light-sensitive (photochromatic) lenses during the evaluation process.
(2) Equipment.
NOTE: The following types of magnetic particle inspection yokes can be used to accomplish this
inspection. Equivalent substitutes may be used for the listed equipment.
(a) Contact prods must not be used, due to concerns with localized heating of the surface and
arcing of the electrical current.
CAUTION: Contact prods must not be used for inspection of the airplane or airplane
components.
(b) Permanent magnets must not be used, as the intensity of the magnetic field cannot be altered
to suit inspection conditions.
CAUTION: Permanent magnets must not be used for inspection of the airplane or airplane
components.
(c) Dead Weight Check.
1 The electromagnetic yoke must demonstrate the ability to lift 10 pounds with a leg spacing
of two to four inches while operating on AC current. It shall demonstrate the ability to lift
either 30 pounds with a leg spacing of two to four inches or 50 pounds with a leg spacing of
four to six inches while operating on DC current.
Page 2-22T
July 1/2006  Cessna Aircraft Company
SERVICE MANUAL
(d) Lighting Requirements.

1 Magnetic particle inspection must be performed in a darkened environment where the
ambient white light intensity does not exceed two foot-candles.
2 Ultraviolet lights used for magnetic particle inspection shall operate at a wavelength in the
range of 320 - 380 nanometers. Light intensity must be a minimum of 1000 microwatts per
square centimeter. Ultraviolet lights must be energized for at least 10 minutes before use.
3 The ultraviolet light and ambient light intensities shall be measured with a calibrated light
meter prior to each inspection.
(e) Tools and Equipment.
Magnaglo 14AM 1 FLUORESCENT MAGNETIC

PARTICLE BATH
7400 W. Lawrence Ave.
Chicago, IL 50656

500203 1 MAGNETIC FIELD STRENGTH

INDICATOR
Uresco Inc.
10603 Midway Ave.
Cerrito, CA 90701

2642 Enterprise Rd.
Dunedin, FL 33528
Spectroline DSE-2000 1 LIGHT METER

Spectronics Corp.
Westbury, NT 11590
B. Inspection Instructions.
(1) Remove main landing gear torque tube in accordance with the service manual.
(2) Clean the main landing gear torque tube with solvent to remove dirt, grease, oil, loose paint, and
other substances that can interfere with the inspection.
(3) Do a fluorescent magnetic particle inspection of the torque tube assembly for cracks. Carefully
examine the welded areas. Refer to Figure 2-8A1.
(a) Put the legs of the yoke in position to inspect for cracks that are parallel and perpendicular to
the welds at the base of the arm.
(b) Put the legs of the yoke in position to inspect for cracks initiating at all 360 degrees of the arm
attach holes.
(c) Each time the yoke is energized, apply steps (d), (e), and (f).
(d) Apply the fluorescent magnetic particle bath to the inspection area. Stop bath application and
immediately energize the yoke for approximately one second.
(e) Using the ultraviolet light in a darkened area, inspect the designated areas for cracks.
Page 2-22U
SERVICE MANUAL
(f) After completing the inspection, demagnetize the torque tube using the maximum alternating
current. The residual magnetic field must not exceed three Gauss.
(g) If a crack is found:
1 Replace the torque tube.
2 Report any cracks detected during the inspection to Cessna Propeller Aircraft Product
Support along with the approximate length and depth of the crack.
(h) If paint was removed to achieve adequate field strength in Step a.1.(d), repaint torque tube.
(4) Install the main landing gear torque tube in accordance with the service manual.
Page 2-22V
SERVICE MANUAL

Figure 2-8A1 (Sheet 1)
Page 2-22W
July 1/2006
SERVICE MANUAL

Figure 2-8A1 (Sheet 2)
Page 2-22X
July 1/2006
SERVICE MANUAL
LANDING GEAR ACTUATOR.

Landing Gear Actuator Assembly.
A. Cleaning.
(1) Clean external parts of landing gear actuator assembly and reduction gear by wiping with a clean
cloth.
(2) Dampen cloth with a suitable cleaning solvent to remove oil or grease accumulations.
B. Inspection.
(1) Inspect assemblies externally for visible damage such as cracks, nicks, dents and scratches. Check
upper and lower bell cranks and splines on the protruding portions of sector shaft for visible
damage.
(2) Check landing gear actuator for proper operating times as follows:
(a) Do a flight check for excessive noise and for free, proper operation.
NOTE: Use maximum airspeeds placarded in airplane for extension and retraction tests.
(b) Do a flight check of the time for full retraction “UP”, with amber light on 10 to 14 seconds. Do a
flight check of the time for full extension “DOWN”, with green lights on 5 to 9 seconds.
(c) If during flight check, the landing gear will not retract and extend within the time limit described
in step (b), remove the landing gear motor and perform the following no-load test:
1 Mount motor securely in a horizontal position.
2 Connect motor as shown in Figure 2-8B to a variable 30 volt, DC power supply.
3 Connect switch S3 for either direction.
4 Open switch S2 to read ammeter.
5 Close switch S1 to start motor.
6 Gradually increase voltage from zero until the brake releases.
NOTE: The brake releasing may be indicated either by sound or by the armature starting to
turn.
7 Read voltmeter when brake releases. Brake must release at or less than 18 volts.
8 Stop motor, close switch S3 for opposite rotation, and repeat steps (3) through (7).
9 Voltage must be within the same limits as previous rotation.
10 If the voltage is not within the limits as described in step (7), refer to Troubleshooting the
Landing Gear Actuator Motor, Section 4.
11 Run motor in each direction as shown connected in Figure 2-8B with 24 volts DC applied.
12 Open switch S2 and read ammeter current. The ammeter should read approximately 7.5
amperes under no-load when the RPM is approximately 4000 RPM.
13 Stop motor, close switch S3 for opposite rotation, and repeat step (12).
14 Motor should operate within limits as described in step (12).
15 If the motor does not operate within the limits as described in step (2), refer to
Troubleshooting the Landing Gear Actuator Motor, Section 4.
(d) If the motor will not meet operating requirements after performing a no-load check, replace
motor and repeat step (b).
(e) If the gear still will not meet flight check requirements, check all linkage and hinge points for
binding or interference.
Page 2-22Y
July 1/2006
SERVICE MANUAL
(f) If no evidence of binding or interference is found, landing gear actuator must be replaced or
overhauled in accordance with Cessna Landing Gear and Flap System Components
Overhaul/Parts Manual.
C. Servicing.
(1) Refer to Lubrication Diagram, Figure 2-12, and service components as shown.
Figure 2-8B. Schematic Test Connection Diagram
Emergency Manual Extension System.

A. Cleaning.
(1) Clean all components with suitable solvent.
B. Inspection.
(1) Inspect miter gears and sprocket for visible damage such as chipped or broken teeth, nicks, dents,
cracks or deep scratches.
(2) Inspect all bolt and pin holes for elongation.
(3) Inspect around all welds for cracks.
(4) Check emergency manual extension system for specification compliance as follows:
NOTE: This check must be accomplished during flight.
(a) Place the landing gear actuator switch in the “OFF” position.
(b) Manually extend the landing gear, counting the number of turns required to illuminate the green
lights. A total of 52 to 56 turns is required to illuminate the lights.
(1) Refer to Lubrication Diagram, Figure 2-12, and service components as shown.
Page 2-22Z
I
310 SERVICE MANUA L GROUND HANDLING. 2-23
Main and Nose Landing Gear Assemblies. 2. Refer to Lubrication Diagram, figure 2-12, and
service components as shown.
a. Cleaning.
1. Clean all metal parts with suitable solvent.
Nose and Main Gear Retracting Linkage.
CAUTION a. Cleaning.
1. Clean linkage components with cloth saturated
If metal parts are not to be assembled im- with suitable cleaning solvent.
mediately, coat with system hydraulic fluid
to prevent rusting. Before assembly it will CAUTION
be necessary to again clean with solvent.
Do not clean sealed bearings or needle bear-
ings which do not have provisions for lubri-
2. Clean all <rrings and seals with system hydrau- cation.
lic fluid.
b. Inspection. b. Repair and Servicing.
1. Inspect all components for excessive wear, 1. Repair of main landing gear retracting linkage
cracks, dents, nicks, and scratches. is limited to replacement of parts, smoothing out of
2. Inspect outer barrel of the lower strut assem- minot nicks, dents, and scratches and repainting of
bly for any defects that may damage seals. areas where paint has chipped or peeled.
c. Repair and Servicing. 2. Remove and dye check nose gear uplock torque
1. Repair of main landing gear is limited to re- tube for cracks. If no cracks are visible, replace
placement of parts, smoothing out of minor scratch- torque tube.
es, nickS and dents and repainting of areas where 3. Refer to Lubrication Diagram, figure 2-12, and
paint has chipped or pee led. service components as shown.
2. Refer to Lubrication Diagram, figure 2-12, and
service components as shown.
Shock Strut Servicing.
Torque Links. a. To fill the main landing gear shock struts, use
the following procedures:
a. Cleaning. 1. Jack aircraft in accordance with Jacking
1. Clean torque link assemblies with a suitable Procedures.
solvent and wipe clean with a clean cloth. 2. Deflate strut by loosening valve body 2-1/2
b. Repair and Servicing. turns (maximum).
1. Repair of torque link assemblies is limited to 3. With strut fully compressed, remove valve and
replacement of parts, smoothing out of minor fill with hydraulic fluid (MIL-H-5606).
scratches, nicks, and dents and repainting of areas 4. Stroke strut slowly 3 times (minimum).
where paint has chipped or peeled. 5. Top off fluid with strut compressed.
Change 1
2-24 C3ROUND HANDLINC3. 310 SERVICE MANUAL
SERVICINC3 AND INSPECTION
6. Replace valve and inflate strut to 320 PSI with Nose and Main Wheels and Tires.
tire clear of ground.
7. When aircraft is on the ground, service strut to a. Cleaning.
approximately 3.00 in. extension until it can be ser- 1. Clean all metal parts with suitable solvent.
viced per step 6. 2. Clean felt seals and bearing cones by washing
b. To fi 11 nose landing gear shock strut, use the in Suitable solvent and dry thoroughly.
following procedure: b. Inspection.
1. To fill the nose gear shock strut follow proce- 1. Inspect wheel castings for cracks, nicks, dents,
dure given above, inflating nose strut to 48 PSI with scratches and corrosion.
tire clear of ground.
2. When aircraft is on the ground, service strut to NOTE
approximately 1. 60 in. extension until it can be ser-
viced per step 1. Replace castings which show evidence of
cracks or heavy corrosion. See step c. ,
for serviCing castings which show evidence
Nose Gear Shimmy Dampener. of light corrosion.
a. Cleaning. 2. Inspect disc drive keys for damage, looseness,

1. Clean all metal parts with suitable solvent. and excessive wear.
2. Clean all O-rings and seals with clean system 3. Inspect bearing cups for visible damage and
hydraulic fluid. wear.
CAUTION NOTE
If metal parts are not to be assembled im- Do not remove bearing cups unless replace-
mediately. coat with system hydraulic fluid ment is required.
to prevent rusting. Before assembly, it will
be necessary to again clean with suitable sol- 4. Inspect bearing cones for visible damage and
vent. wear.
b. Repair of shimmy dampener is limited to re- NOTE
placement of parts, smoothing out of minor nicks,
scratches, and dents and repainting of areas where If more than the usual number of takeoffs and
paint has chipped or peeled. landings are made or the aircraft is operated
2. Refer to Lubrication Diagram. figure 2-12, and in dusty areas, it is recommended that clean-
follow this procedure to fill the shimmy dampener: ing and lubrication of wheel bearings be ac-
(a) Using the tow bar, turn the nose wheel strut complished at each 100-hour inspection.
to the extreme left position against the 55-degree
stop. This will place the shimmy dampener piston 5. Inspect retainers and snap rings for damage and
to the rear of the cylinder and eliminate the pOSSi- distortion. Straighten or replace as necessary.
bility of entrapped air in the cylinder. 6. Inspect the tire for breaks, cuts, foreign ob-
(b) Remove the filler plug and fill with hydraulic jects imbedded in tread, and flat spots and/or ex-
fluid. posed cords.
(c) Replace filler plug and turn nose wheel strut
through its entire travel several times. CAUTION
(d) Return strut to the extreme left position
against the 55-degree stop. Breaks, flat spots, exposed cords and cuts
(e) Remove filler plug and add whatever fluid is that damage cords are cause for immediate
needed to fill the cylinder. rejection of tire. Should there be any doubt
(0 Replace and safety fi ller plug. about a tires reliability, don't hesitate to re-
ject it.
Nose Wheel Steering System. c. Repair and Servicing.
1. Slightly corroded areas on wheel castings can
a. Cleaning. be repaired as follows:
1. Clean metal parts with suitable solvent. (a) Clean affected area thoroughly.
2. W;pe cables and pulleys with a clean dry cloth. (b) Repaint with two coats of zinc chromate
b. Repair and Servicing. primer on area which has had the protective coating
1. Repair of components in the nose gear steering removed.
system is limited to replacement of parts. (c) Finish coat casting with two coats of alumi-
2. Refer to Lubrication Diagram, figure 2-12, and num lacquer.
service system components as shown. 2. Replace bearing cones with applicable grease
as shown in Lubrication Diagram, figure 2-12.
3. Replace damaged keys and tighten loose keys.
4. Lubricate felt seal with light oil
I
Brake System Plumbing. 2. Repairs to master cylinder components

are not recommended, only replacement of
a. Cleaning. defective parts.
1. Clean hydraulic components with clean 3. Refer to Lubrication Diagram, figure
system hydraulic fluid or denatured 2-12 and service as shown.
alcohol.
b. Inspection. CAUTION
1. Inspect fittings for damaged threads
and deformed flares on ends of tubing; Always releaSe parking brake before
lines for cracks, dents, deep scratches, servicing master cylinders.
flattened bends and signs of chafing at
points of wear; hose for swelling, crack- FLIGHT CONTROLS.
ing, abrasions through protective plies and
leaks. Control Column.
1. Repairs to brake system plumbing a. Cleaning.
should be made in accordance with best shop 1. Use a clean cloth dampened with
practice using standard paTts and proce- solvent to remove grease and dirt.
dures and conducted in compliance with b. Inspection.
applicable regulations. 1. Inspect control column for security,
2. Service system in accordance with looseness and wear.
Service Chart, Figure 2-13. 2. Check rigging between pilot and
copilot controls.
Brake Assemblies. 3. Check freedom of movement of controls
and bobweight.
a. Cleaning. 4. Inspect turnbuckles for proper
1. Wash metal parts in suitable solvent. safety.
2. Wash O-rings with clean system 5. Check control wheel, control locks
hydraulic fluid or denature alcohol. for condition and operation.
3. If required, clean brake linings with c. Repair and servicing.
MEK. 1. Repairs should be made by replacing
b. Inspection. all worn or damaged parts using the best
1. Inspect metal parts for wear and shop practice and in compliance with appli-
thread damage. cable regulations.
2. Inspect brake disc for "dishing" in 2. Lubricate control column as shown in
excess of .0625 inch or if keyways are worn Lubrication Diagram, figure 2-12.
to a size in excess of 1.188 inches.
3. Inspect disc drive keys for wear and Aileron and Aileron Trim Control System.
minimum width of 1.116 inches.
4. Inspect cylinder walls for corrosion, a. Cleaning.
pitting and scoring. 1. Clean ailerons, hinges, pulleys,
c. Repair and Servicing. bellcranks, trim tab actuator and trim tab
1. Replace worn or damaged parts. mechanism with suitable solvent.
2. Polish out minor nicks using 400 grit 2. Remove dirt and grease from cables
wet-or-dry sandpaper with system hydraulic with a clean dry cloth.
fluid. b. Inspection.
3. Replace brake lining at each engine 1. Aileron Control System.
overhaul or when wear approaches limits (a) Visually inspect the aileron skins
described in Section 4, Replacement of for cracks and loose rivets, hinges,
Brake Linings. hinge bolts, hinge bearings, hinge
attach fittings and bonding jumpers
Master Cylinders. for evidence of damage or wear,
failed fasteners and security.
a. Cleaning. Visually inspect the aileron hinge
1. Clean all metal parts in suitable bolts for proper safety of nuts with
solvent. cotter pins.
2. Clean O-ring seals with clean system (b) Visually inspect aileron quadrant
hydraulic fluid or denatured alcohol. for condition, security, corrosion,
b. Inspection. evidence of damage to quadrant, stop
1. Inspect metal parts for wear and bolts and support bracket. Inspect
thread damage. aileron quadrant bolt and stop bolts
2. Inspect cylinder walls for corrosion, for proper safety wire installation.
pitting and scores. Check cable for deterioration and
3. Inspect O-ring seal and O-ring por- lubrication. Inspect cables for
tion of lock-a-seal for swelling, chipping fraying, chafing, cleanliness, cable
or other evidence of damage. tension and turnbuckle safetying.
1. Replace master body when damage to
cylinder wall is found.
Change 9
I
NOTE turnbuckle safetying. Inspect guide

block for evidence of damage and
On 310Q010S and on, check the jamb security. Inspect chains for proper
nut on stop bolts. On aircraft safety at all pOints and chains for
310P0001 to 310Q010S, if the stop proper alignment on indicator
bolts are loose, a jamb nut sprocket.
(MS2S082-3) should be installed on 3. Aileron and Aileron Trim Tab Travel
the near side of the stop bolt. If and Deflection Check.
the rigging of the stop bolts will (a) Rotate control wheel counterclock-
not permit a jamb nut, the stop wise until stops contact. Hold
bolts may be safety wired instead by aileron in this position and make
drilling a .04 +.04, -.00 diameter the following checks:
hole in the stop bolt bracket. (1) Check that right aileron is 20
+1, -0 degrees below neutral
(c) Visually inspect bellcrank for secu- position.
rity, cleanliness, corrosion, evi- (2) Check that left aileron is 20
dence of damage to guard pins, +1, -0 degrees above neutral
guides and cable attach points. position.
Inspect fuselage and control column (b) Rotate control wheel clockwise until
cables including the wing cables stop contact. Hold aileron in this
from the bellcrank to fuselage seals position and make the following
for fraying, chafing, cleanliness, checks.
cable tension and turnbuCkle (1) Check that left aileron is 20
safetying. +1, -0 degrees below neutral
(d) Inspect control wheel for evidence position.
of damage and security. Operate (2) Check that right aileron is 20
control wheel and check for freedom +1, -0 degrees above neutral
of movement and proper rigging. position.
2. Aileron Trim Tab System. (c) Return ailerons to neutral position.
(a) Visually inspect trim tab skins for (d) Rotate aileron trim control knob
cracks and loose rivets, hinge for clockwise until stop contact. Check
security and evidence of damage and that trim tab is 20 +1, -0 degrees
tab free play. Hinge pin for proper above neutral position.
installation at hinge pin retainer. (e) Rotate aileron trim control wheel
Inspect horn and push rod for evi- counterclockwise until stops con-
dence of damage and security. tact. Check that trim tab is 20 +1,
Inspect push rod bolts for proper -0 degrees below neutral position.
safety of nuts with cotter pins. (f) Return trim tab to neutral position.
(b) Visually inspect actuator mounting (g) Perform aileron trim tab deflection
clamp for cracks and structure for (free play) check as follows (see
evidence of damage and security. Figure 2-BC):
Check actuator mounting bolts for (1) With aileron and aileron trim
security. tab in neutral position,
(c) Visually inspect clamps for proper restrain the aileron control
fit on actuator. Clamps must be surface and manually deflect the
firmly seated on the actuator. trim tab at the actuator push-
(d) Visually inspect snap ring for com- pull rod location. Using
plete and proper engagement in snap approximately one pound of
ring groove of actuator. Check that force, deflect the trim tab one
snap ring is properly seated in direction and measure the
positioning slot on the mounting deflection from neutral using
bracket. the control surface as a refer-
(e) Check that mounting clamp bolts or ence, then measure the deflec-
screws are torqued properly by tion from neutral in the oppo-
evidence of torque putty. site direction. Tbe sum of the
(f) If the torque putty is broken or two deflections must not exceed
cracked, remove the putty, torque O.OSO incb at the outboard
bolts 20-2S inch-pounds and apply trailing edge. If the sum of
white lacquer torque putty to bolts the two deflections exceeds
for future inspections. 0.050 incb, replace the bolts in
(g) Visually inspect guard blocks for the push rod and recheck; if
condition and attachment. unacceptable, replace bearing in
(h) Visually inspect control and indi- actuator screw end and recheck;
cator for security, evidence of if unacceptable, replace trim
damage and operate control and check tab horn bearing and recheck; if
aileron trim tab for freedom of still unacceptable, adjust actu-
movement. Inspect cables routed ator to remove end play from
from turnbuckles to indicator for actuator. Actuator is adjusted
fraying, chafing, cleanliness and
Change <t
I
310 SERVICE MANUAL GROUNO HANOLING. 2-26A
SERVICING ANO INSPECTION
by removing groov-pins, rotating (1) Throughout its travel, record

bearing past eXisting groov-pin the maximum force. Maximum
holes then applying pressure to force must not exceed 6 pounds.
force bearing inward, then (d) If the friction forces are greater
drilling new groov-pin holes in than maximum recorded, check the
the bearing from existing holes following:
in housing; install groov-pins. (1) Hinges, bearings, fairleads,
If trim tab deflection is still cable routing, control column,
unacceptable, replace the trim balance cable and aileron
tab actuator and insure areas balance weight for condition and
are properly safetied. proper installation.
4. Check aileron and aileron trim tab (2) Check for misaligned cables and
friction forces as follows: pulleys, pulley bearings for
seizing, hinges for binding and
NOTE obstruction.
(3) Check fairleads for excessive
Ailerons and aileron trim tab cables wear and proper fit.
shall be rigged to proper tension (4) Check control column for freedom
before checking friction forces. of movement, lubrication and
Aileron cables 25 +5 pounds and evidence of wear.
aileron trim cables 10 ~3 pounds. (5) Check aileron control surface
for proper balance. Refer to
(a) Rotate control wheel 0 0 _45 0 • Record balancing procedures.
maximum force. Maximum force must c. Repair and Servicing.
not exceed 4.75 pounds. 1. Refer to Section 16 for repair and
(b) From 45 0 to terminus, record maximum Figure 2-12 for lubrication of aileron.
force. Maximum force recorded must
not exceed 5.5 pounds. Elevator and Elevator Trim Tab Control
System.
NOTE
a. Cleaning.
Terminus force is the maximum force 1. Use a soap solution and a clear water
required to move the control wheel rinse to remove dirt and grease from the
from 85$ to 98$ of the travel. exterior surfaces of the elevator and
elevator trim tab. Wipe the hinges and
(c) Aileron trim tab friction force actuator clean using a cloth dampened with
shall be measured tangent to the suitable solvent.
control knob. 2. Clean grease from elevator trim tab
actuator with stoddard solvent and air dry.
FORCE -
DOWN
~~~~~~ ~
-~---.....
@."T"0
..-
..
NEUT~>~
L _____ :: _~ __........_
t
MAXIMUM
FORCE - DEFLECTION
UP (FREE PLAY)
Figure 2-8C. Checking Trim Tab Free Play
Change 9
b. Inspection. (g) Inspect chain guard for condition

1. Elevator Control System. and attachment. Inspect the actu-
(a) Visually inspect the elevator skins ator rod and bearings for condition
for cracks and loose rivets, hinges, and security. Check actuator
hinge bolts, hinge bearings, torque sprockets for condition and secu-
tube, horn, attach fittings and ri ty. Inspect the actuator chains
bonding jumpers for evidence of for condition. Check chain to cable
damage or wear, failed fasteners and attach link for security.
security. Visually inspect the (h) Visually inspect cables for deteri-
elevator hinge bolts for proper oration and lubrication. Inspect
safety of nuts with cotter pins. travel stop blocks for security in
Inspect elevator torque tube and installation. Inspect cables for
torque tube end assembly for fraying, chafing, routing, cleanli-
looseness. ness, cable tension and turnbuckle
(b) Elevator bellcrank - Inspect bell- safetying.
crank, push rods, stop bolts and (i) Elevator trim tab control and
brackets for corrosion, evidence of indicator - Inspect control and
damage, failed fasteners and secu- indicator for security of installa-
rity, proper safetying of bellcrank tion, evidence of damage, operate
and push rod bolt for proper safety tab control and check for freedom of
of nuts with cotter pins. movement. Inspect chain for proper
(c) Elevator cables - Check cable for safety to cable and alignment on
deterioration. Inspect cables for indicator sprocket.
fraying, routing, chafing, cleanli- 3. Elevator and elevator trim tab travel
ness, cable tension and turnbuckle and deflection check.
safetying. (a) Place the elevator and elevator trim
(d) Control column - Inspect bobweights, tab in neutral position.
control column for evidence of dam- (b) Place the inclinometer to the eleva-
age, failed fasteners and security. tor and pull the control wheel aft.
Check control column for freedom of The elevator shall deflect up 16
movement. +1/2, -0 degrees.
2. Elevator Trim Tab System. (c) Push the control wheel forward. The
(a) Elevator trim tab - Visually inspect elevator shall deflect down 15 +1,
trim tab skins and hinge for cracks -0 degrees.
and loose rivets for security and '(d) Rotate the elevator trim control
evidence of damage and tab free wheel to full nose up position. The
play, hinge pin for proper security. elevator trim tab will deflect 26
Inspect horns and push rods for +1, -0 degrees down.
evidence of damage and security free (e) Rotate the elevator trim control
play. Visually inspect push rod wheel to full nose down pOSition.
bolts for proper safety of nuts with The elevator trim tab will deflect
cotter pins. 10 +1, -0 degrees up.
(b) Elevator trim tab actuator - Visu- (f) Return elevator trim control to
ally inspect actuator attach bolts, neutral.
mounting clamps and mounting struc- (g) Check elevator trim tab deflection
ture for evidence of damage, cracks (free play) as follows (see figure
and security of installation. 2-BC):
(c) Visually inspect clamps for proper (1) With elevator and elevator trim
fit on actuator. Clamps must be tab in neutral pOSition,
firmly seated on the actuator. restrain the elevator control
(d) Visually inspect snap rings for com- surface and manually deflect the
plete and proper engagement in snap tab at the trailing edge at the
rlng groove of actuator. Check that point where the actuator push-
snap rlng is properly seated in pull rod is located. Using
posltionlng slot on the mounting approximately one pound of
bracket. force, deflect tab in one
(e) Check that mounting clamp bolts or direction and measure the
screws are torqued properly by deflection from neutral using
evidence of torque putty. the control surface as a refer-
(f) If the torque putty is broken or ence; then measure the deflec-
cracked, remove putty, torque bolts tion from neutral in the oppo-
20-25 inch-pounds and apply white site direction. The sum of the
lacquer torque putty to bolts for two deflections must not exceed
future inspections. 0.070 at the outboard trailing
Change 9
210 SERVICE MANUAL eROUND HANDLINe. 2-26C
S~RVICINeAND INSP~CTION
edge. If the sum of the two Rudder and Rudder Trim Tab System.
deflections exceeds 0.070 inch,
replace the bolts in the pushrod a. Cleaning.
and recheck; if unacceptable, 1. Use a soap solution and clear water
replace bearing in actuator rinse to remove dirt and grease from the
screw end and recheck; if unac- exterior surfaces of the rudder and rudder
ceptable, replace trim tab horn trim tab. Wipe the hinges and actuator
bearing and recheck; if still clean using a cloth dampened with a suita-
unacceptable, adjust actuator to ble solvent.
remove end play from actuator. 2. Clean grease from the rudder trim tab
Actuator is adjusted by removing actuator with stoddard solvent and air dry.
groov-pins, rotating bearing b. Inspection.
past existing groov-pin holes 1. Rudder Control System.
then applying pressure to force (a) Visually inspect the rudder skins
bearing inward, then drilling for cracks and loose rivets, hinges,
new groov-pin holes in the bear- hinge bolts, hinge bearings, hinge
ing from existing holes in attach fitting and bonding jumpers
housing; install groov-pins. If for evidence of damage or wear,
trim tab deflection is still failed fasteners and security.
unacceptable, replace the trim Visually inspect the rudder hinge
tab actuator and insure areas bolts for proper safety of nuts with
are properly safetied. cotter pins.
4. Check elevator and elevator trim tab (b) Visually inspect bellcrank stop
friction forces as follows: bolts for corrosion, evidence of
(a) The elevator and elevator trim damage and security. Inspect
cables shall be rigged to proper cables attached to bellcrank for
tension. Elevator cables 32 +5 proper cotter pin safetying.
pounds, elevator trim cables 16 +3 Visually inspect cables for deteri-
pounds, with electric trim 18 +3- oration, lubrication, fraying,
pounds. - chafing, routing, cleanliness, cable
(b) Record elevator friction force tension and turnbuckle safetying.
throughout the entire travel. Maxi- Check rudder pedals and rudder for
mum allowable friction force is 5 freedom of movement.
pounds without autopilot, 6 pounds 2. Rudder Trim Tab System.
with autopilot. Elevator trim tab (a) Visually inspect trim tab skins and
friction force is measured tangent hinge for cracks and loose rivets,
to the control wheel. Maximum security, evidence of damage and tab
allowable friction force is 6 pounds. free play, hinge pin for proper
(c) If the friction forces are greater installation and proper cotter pin
than allowable, check the following: safetying at both ends. Inspect
(1) Hinges, bearings, fairleads, horn and push rod for evidence of
cable routing, control column, damage and security and free play.
elevator quadrant, elevator Visually inspect push rod bolts for
bobweight and elevator balance proper safety of nuts with cotter
weight for security and proper pins.
mounting. (b) Rudder trim tab actuator - Visually
(2) Check for misaligned cables and inspect actuator for security and
pulleys, pulley bearings for evidence of damage. Inspect actu-
seizing, hinges for binding or ator attach bolts, mounting clamps
obstructions. and mounting structure for evidence
(3) Check fairleads for excessive of damage, cracks and security of
wear. installation.
(4) Check elevator quadrant and (c) Visually inspect clamps for proper
control column for freedom of fit on actuator. Clamps must be
movement, lubrication and evi- firmly seated on the actuator.
dence of damage or wear. (d) Visually inspect snap rings for com-
(5) Check elevator control surface plete and proper engagement in snap
for proper balance. Refer to ring groove of actuator. Check that
balancing procedures. snap ring is properly seated in
c. Repair and Servicing. positioning slot on the mounting
1. Refer to Section 16 for repair and bracket.
figure 2-12 for lubrication of elevator.
Change 9
(e) Check that mounting clamp bolts or drilling new groov-pin holes in
screws are torqued properly by the bearing from existing holes
evidence of torque putty. in housing; install groov-pins.
(f) If the torque putty is broken or If trim tab deflection is still
cracked, remove putty, torque bolts unacceptable, replace the trim
20-25 inch-pounds and apply white tab actuator and insure areas
lacquer torque putty to bolts for are properly safetied.
future inspections. 4. Check rudder and rudder trim tab
(g) Inspect chain guard for condition friction forces as follows:
and attachment. (a) The rudder and rudder trim cables
(h) Visually inspect cable for deteri- shall be rigged to proper tension.
oration and lubrication. Inspect Rudder cables 25 +5 pounds and
travel stop blocks for security. rudder trim cables 10 +3 pounds.
Inspect cables for fraying, chafing, (b) Raise nosewheel clear of ground.
routing, cleanliness, cable tension (c) Hold gage against the lower portion
and turnbuckle safetying. Inspect of each left and right rudder pedal
chains for proper safety at all and apply pressure gradually.
points and chains for proper align- (d) Record the breakout force, the con-
ment on actuator sprockets. tinuous movement force and the
3. Rudder and Rudder Trim Tab Travel and terminus force.
Deflection Check.
(a) Check travel on rudder (310P0001 and NOTE
on), left 29 0 +1 0 , _0 0 (Turbo
310P0001 and on), left 34 0 +1 0 , _0 0 Terminus force is the maximum force
and right 34 0 +1 0 , _0 0 measured registered to move the control from
perpendicular to hinge line. 85% to 98% of the travel.
(b) Check travel on rudder trim tab left
25 0 +1 0 , _0 0 ; right 20 0 +1 0 , _0 0 (e) Measure the breakout force from
measured perpendicular to hinge neutral position of the rudder each
line. way left and right. Breakout force
(c) Check rudder trim tab deflection must not exceed 20 pounds.
(free play) as follows (see Figure (f) Determine the continuous movement
2-8C): force by displacing the rudder off
(1) With rudder and rudder trim tab center at least 50% of travel; then
in neutral pOSition, restrain measuring the pedal force when the
the rudder control surface and rudder passes through the neutral
manually deflect the tab at the position. Continuous movement force
trailing edge at a point where must not exceed 18 pounds.
the actuator push-pull rod is (g) Determine the terminus force.
located. Using approximately Terminus force for the Model 310 must
one pound of force, deflect the not exceed 50 pounds without auto-
tab in one direction and measure pilot, 53 pounds with autopilot.
the deflection from neutral Terminus force for the Model T310
using the control surface as a must not exceed 57 pounds without
reference, then measure the autopilot, 60 pounds with autopilot.
deflection from neutral in the (h) Rudder trim tab friction forces
opposite direction. The sum of shall be measured tangent to the
the two deflections must not control wheel.
exceed 0.070 inch at the upper (i) Throughout the travel, record maxi-
end of tab. If the sum of the mum force. Maximum allowable fric-
two deflections exceeds 0.070 tion force is 6 pounds.
lDCh. replace the bolts in the (j) If friction forces are greater than
pushrod and recheck; if unac- maximum allowable, check the
ceptable, replace bearing in following:
actuator screw end and recheck; (1) Hinges, bearings, fairleads,
if unacceptable, replace trim cable routing, rudder pedals and
tab horn bearing and recheck; if rudder balance weight for secu-
still unacceptable, adjust actu- rity and proper mounting.
ator to remove end play from (2) Check for misaligned cables and
actuator. Actuator is adjusted pulleys, pulley bearings for
by removing groov-pins, rotating seizing and hinges for binding
bearing past existing groov-pin or obstructions.
holes then applying pressure to (3) Check fairleads for excessive
force bearing inward, then wear.
(4) Check rudder pedals for freedom
of movement, lubrication for
evidence of damage or wear.
Change 9
310 SERVICE MANUAL' GROUND HANDL.ING. 2-26E/2-26F
(5) Check rudder balance weights for (8) Stop motor, close switch S3 for
proper mounting. opposite rotation and repeat
(6) Check rudder control surface for steps (3) through (7).
proper balance. Refer to rudder (9) Voltage must be within the same
balancing procedures. limits as previous rotation.
c. Repair and Servicing. (10) If the voltage is not within the
1. Refer to Section 16 for repair and same limits, refer to Trouble-
figure 2-12 for lubrication of rudder. shooting the Flap Actuator
Motor, Section 8.
Flap System. (11) Run motor in each direction as
shown connected in Figure 2-8B
a. Cleaning. with 24 volts DC applied.
1. Use stoddard solvent to remove dirt (12) Open switch S2 and reac ammeter
and grease in the flap scissor area. After current. The ammeter should
solvent is used, the entire area should be read approximately 3.5 amperes
washed with a mild soap and water solution under no load, when the RPM is
and rinsed with clear water and allowed to approximately 1100 RPM.
air dry. (13) Stop motor, close switch S3 for
b. Inspection. opposite rotation and repeat
1. Inspect the external surface of flaps step (12).
for dents, nicks, cracks and proper flush (14) Motor should operate within
fit in the up position. limits as described in step
2. Inspect the flap scissors and attach- (12) .
ing bolts for wear and security. (15) If the motor does not operate
3. Inspect bellcranks and push-pull rods within the limits as described
for security. in step (12), refer to Trouble-
4. Inspect flap cables for fraying, pro- shooting the Flap Actuator
per tension and safeties; fairleads and Motor, Section 8.
pulleys for proper alignment, wear and (c) If the motor will not meet operating
attachment. requirements, after performing nc
5. Check rigglng and travel down at the load test, replaCE motor and repeat
15 0 stop 15 0 +0 0 and 35 0 +20 at the 35 0 step (a).
stop. - - Cd) If the flaps still will not meet
6. Check cable tension direct cable with flight check requirements. check
flaps down 85 +10 pounds. Return cables, system for binding or lnterference.
flaps up 225 +25 pounds. (e) If no evidence of binding or inter-
7. Check flap operation for proper oper- ference is found, flap actuator must
ating times as follows: be replaced or overhauled in accord-
(a) Flight check to verify that flaps ance with Cessna Landing Gear and
fully extend in 9-13 seconds and Flap System Components Overhaul/-
retract in 7-10 seconds. Check Parts Manual.
extension and retraction times at c. Servicing.
160 MPH lAS. Check actuation to 15 0 1. Refer to Section 16 for repalr and
at 180 MPH lAS. figure 2-12 for lubrication of flap.
(b) If during flight check the flaps
will not extend and retract within ENGINE GROUP
the time limits described in step
(a), remove the flap actuator motor a. Cleaning.
and perform the following no load 1. Wash down the engine with Stoddard
test: solvent and dry with a ·Jet of 10\\ pressure
(1) Mount motor securely in a hori- alr.
zontal position. b. Inspection.
(2) Connect motor as shown in Figure
2-8B to a variable 30 volt DC :-;OTE
power supply.
(3) Close switch S3 for either Instructions concernlng inspection
direction. of particular engine components,
(4) Open switch S2 to read ammeter. refer to applicable paragraph in
(5) Close switch Sl to start motor. "Engine Maintenance and Overhaul
(6) Gradually increase voltage from Manual," Continental Motors
zero until the brake releases. Corporation.
NOTE 1. Inspect all hoses for eVldence of

internal swelling. chafing, cuts or breaks.
The brake re~easing may be indicated 2. Inspect all fittings for thread
elther by sound or the armature damage, damage to chamfered seats and
starting to turn. replace fittings as necessary.
3. Inspect oil separators for evidence
(7) Read voltmeter when brake of restrictions and clean as necessary.
releases. Brake must release at 4. Visually inspect the engine cylinders
or less than 18 volts. for cracks.
Change 9
2-28 e~OUND HANDLING, 310 SERVICE MANUA L
S~RVICINe AND INSP~CTlON
* NOTUSED WITH OIL FILTER

ASSEMBLY PiN 6437861 "A"
@ 15*
U 14*
~
*13----@ 12*
3
'@
D@
*11------<@
'fI'
SPIN ON FILTER
PIN 637584 9___;---10 I
9-----~"--J
--10 ~--8
1----8
7------1
5-----1
5---;.
~1 2
3-----1
3 TURBO 310POOOI AND ON

~ 10561002
310POOOl AND ON 10562001
1. Packing 6. Gasket 11. Spacer
2. Adapter Nut 7. Element 12. Bracket
3. Adapter Assembly 8. Case 13. Washer
4. Gasket (Cover) 9. Washer 14. Lockwasher
5. Cover 10. Bolt 15. Bolt
Figure 2-9. Oil Filter Assembly

Change 6
SERVICE MANUAL
element (7) is facing upwards, then assemble the gasket (6) and cover (5) onto the bolt (10).
(5) Inspect the adapter gasket seat for possible gouges, excessive scratches, wrench marks, or other
types of damage. If damage is found, replace the adapter.
(6) Inspect the threaded hole in the center of the adapter gasket seat. If the hole is off-center more than
0.030 inch, replace the adapter.
(7) Install the case (8) on the adapter (3), but do not allow the gasket (4) to make contact with the
gasket seat. Hold the case (8) to prevent it from turning, and torque the filter bolt (10) to 15 to 18
foot-pounds.
NOTE: If a torque wrench is not available, tighten the bolt 1-3/4 turns after the gasket (4) becomes
snug against the seat in the adapter assembly (3).
(8) Refill the engine with the correct grade and quantity of oil. Start the engine and check for leaks after
the engine has warmed. Cycle through at least one high power setting.
(9) If the gasket (4) protrudes more than twice as much on one side as on the other, the gasket has
become unseated during assembly. This condition indicates that either the cover or the adapter are
damaged and should be replaced.
(10) Recheck the filter bolt torque and safety wire the filter assembly.
Engine Oil Filter Service (Turbo 310P0001 thru Turbo 310Q1160)
A. Installation and Inspection.
(1) Inspect the bottom surface of the filter case (8) by placing a straight edge on the washer seat
surface. If any distortion or out-of-flat condition greater than 0.010 inch is observed, replace the filter
case (8).
(2) Lubricate the gasket (6) furnished with the filter element kit with a light coat of engine oil or general
purpose grease. This allows the gasket to move freely and seat correctly.
(3) Assemble the bolt (10) and washer (9) through the case (8) and filter element (7). Position the case
(8) so that the element (7) is facing upwards. Assemble the gasket (6) and cover (5) onto the bolt
(10).
(4) Assemble the new gasket (4) on the cover (5), and turn the cover (5) so that it is facing downwards.
If the gasket (4) falls off, replace the gasket and repeat the test. If the gasket falls from the cover (5),
replace the cover.
(5) Inspect the adapter gasket seat for possible gouges, excessive scratches, wrench marks, or other
types of damage. If damage is found, replace the adapter.
(6) Inspect the threaded hole in the center of the adapter gasket seat. If the hole is off-center
more than 0.030 inch, replace the adapter.
(7) Install the cover assembly (5) on the adapter (3), but do not allow the gasket (4) to make
contact with the gasket seat. Hold the case assembly to prevent it from turning, and torque
the filter bolt (10) to 15 to 18 foot-pounds.
NOTE: If a torque wrench is not available, tighten the bolt 1-3/4 turns after the gasket (4)
becomes snug against the seat in the adapter assembly (3).
NOTE: On Turbo 310 aircraft equipped with oil filter P/N 6437861, secure the filter
assembly to the support bracket (12) with the spacer (11), washer (13), lock washer
(14), and bolt (15). The improved oil filter P/N C294505-0102, identified by a large
“A” stamped on the adapter, does not require the support bracket.
(8) Refill the engine with the correct grade and quantity of oil. Start the engine and check for
leaks after the engine has warmed. Cycle through at least one high power setting.
Page 2-29
July 1/2006
SERVICE MANUAL
(9) If the gasket (4) protrudes more than twice as much on one side as on the other, the gasket
has become unseated during assembly. This condition indicates that either the cover or
adapter is damaged and should be replaced.
(10)Recheck the filter bolt torque and safety wire the filter assembly.
NOTE: For aircraft equipped with oil filter P/N C294505-0102, install and torque per
instructions on the filter. Safety wire the filter.
1. Wing nut 4. Gasket

2. Top cover 5. Body
3. Element
Oil Breather Separator

Page 2-30
July 1/2006
SERVICE MANUAL
Oil Breather-Separator (Refer to Figure 2-10).

A. Cleaning.
(1) Wash metal parts and element in suitable solvent.
B. Inspection.
(1) Inspect the metal parts for cracks in the body and around welded tubes.
(2) Inspect the filter element for clogging and general deterioration.
(1) Clean the oil breather-separator filter at the 50-hour interval.
Engine Exhaust System.
A. Tools and Equipment.
NOTE: Equivalent substitutes can be used for the following listed items.
NAME NUMBER MANUFACTURER USE
Zetec, Inc.
1370 NW Mail St.
Eddy Current To determine material type for
MIZ 40 P.O. Box 140
Instrument exhaust components.
Issaquah, WA 98027-
0140
Surface Probe Z-5-125 Zetec, Inc. To perform material type inspection.
Panametrics Inc.
Ultrasonic Digital 221 Crescent St.
25DL Inspect for material thickness.
Thickness Gage Watham, MA 02154-
3497
Ultrasonic Transducer V208-RM Panametrics, Inc. Inspect for material thinning.
Cessna Aircraft
Company
0880000-2 Cessna Parts
601 Inconel Distribution To calibrate ultrasonic instrument for
Calibration Standard
(0.050 inch 5800 East Pawnee material thickness.
thick) P.O. Box 1521
Wichita, KS 67218
USA
0880000-3
301 Stainless Cessna Aircraft To calibrate ultrasonic instrument for
Steel (0.050 Company material thickness.
inch thick)
0880000-4 To calibrate ultrasonic instrument for

321 Stainless Cessna Aircraft material thickness.
Steel (0.018 Company
inch thick)
Page2-30A
Page 2-29
July 1/2006
July 1/2006
SERVICE MANUAL
0880000-5
321 Stainless Cessna Aircraft To calibrate ultrasonic instrument for
Steel (0.063 Company material thickness.
inch thick)
Naphtha PD-680, Commercially To clean the engine support structure

Solvent
Type III Available prior to inspection.
Commercially To clean exhaust system components

Crocus cloth
Available prior to inspection.
B. Accomplishment Instructions.
WARNING: All repaired components must be replaced with a new component.
WARNING: A thorough inspection of the engine exhaust system is required to detect any
breaks or cracks in the system. Leaks in the exhaust system can result in the
loss of optimum turbocharger efficiency and engine power. A leaking
exhaust system can accelerate deterioration of engine compartment structure
and components or can result in a fire.
WARNING: Do not use lead pencils or highly flammable solvents on the engine exhaust
systems.
WARNING: Do not use a wire brush or abrasives to clean the engine exhaust systems.
NOTE: Facilities performing the nondestructive ultrasonic and eddy current inspections must
hold a valid FAA repair station certificate, or international equivalent, with a specialized
service rating for the applicable method of nondestructive inspection. Appropriate test
equipment capable of performing the inspection(s) must be available. The minimum
requirements for certification must meet the minimum recommended requirements from
the American Society for Nondestructive Testing, Recommended Practice Number
SNT-TC-1A (1992).
NOTE: Do not use fluorescent liquid penetrant inspection procedures since noncritical metal
forming folds yield misleading failure indications.
NOTE: Inspection procedures for both left and right engine exhaust systems are typical.
NOTE: Type of component material (stainless steel, a mixture, unknown, or Inconel) referenced
in this section applies to exhaust system components located aft of the risers.
NOTE: This inspection supersedes previously released service information concerning engine
exhaust system inspections.
NOTE: Accomplish the following inspections when required as specified in Figure 2-7.
C. General Requirements for All Inspections.
(1) Open the lower engine cowl doors or remove upper and lower engine cowls, as required, to
gain access to the engine exhaust system. Refer to Chapter 9 – Cowling, Cowl Flaps and
Engine Baffles. Refer to Figure 2-10A.
(2) Remove the heat shields which obscure visual inspection of the engine exhaust system as
required. Remove the heat shields from around the exhaust system, slip joints, multi-
segment “V” band clamps, and any other items which might hinder inspection of the entire
exhaust system. Refer to the applicable sections of the Service Manual. Refer to Figure 2-
10A.
Page
Page2-30
2-30B
July
July1/2006
1/2006
SERVICE MANUAL
NOTE: Make sure that the exhaust system has all the required heat shields installed. Refer
to the Illustrated Parts Catalog.
(3) Install all hardware and any removed component(s).
(4) Connect and adjust any controls as required, which may have been disturbed during any one
of the inspections.
WARNING: Follow all safety precautions pertaining to the running of the airplane’s
engines, hot exhaust systems, and hot gasses.
(5) Install the engine cowls, as required. Refer to Chapter 9 – Cowling, Cowl Flaps and Engine
Baffles. Refer to Figure 2-10A.
(6) Perform a run and leak check of the engines and exhaust system to make sure that the
exhaust system and related components are functioning correctly.
(7) Refer to Figure 2-7, Inspection Chart, for repeat inspection requirements for the exhaust
system.
(8) Identify and record the material types for each exhaust system component and Total Time In
Service (TTIS) in the appropriate logbook.
D. 50-Hour and 100-Hour Visual Inspection.
(1) Perform a 50-hour visual inspection or 100-hour visual inspection of the engine exhaust
system.
NOTE: An artificial light source and a mirror are required for this inspection.
(2) Inspect the engine exhaust system for erosion, burned areas, thinning of material, bulging,
looseness, cracks, and integrity of welds. If any repaired components are found, they must
be replaced with a new component.
(3) Inspect the exhaust system clamps for cracks and looseness.
NOTE: Carefully inspect the multi-segment and one-piece V-band clamp flanges, multi-
segment clamps outer band spot welds, and exhaust system coupling flanges.
(4) Inspect the slip joints for erosion, burned areas, thinning of material, bulging, looseness,
cracks, and integrity of welds.
(5) Inspect the exhaust slip joint springs for correct compression. Refer to Figure 2-10A.
(a) Measure the installed length of the exhaust slip joint springs. The length must be 0.51
inch, +0.00 or -0.03 inch.
(b) Installed springs compressed to less than 0.45 inch must be replaced.
(6) Inspection of the slip joint seal.
(a) Use a mirror and flashlight to inspect each slip joint seal per the inspection schedule.
Inspect around the entire slip joint. If an open gap or missing portion of the seal in excess
of 0.20 inch is detected between the seal retaining flange and the female joint section,
the seal must be replaced. Refer to Figure 2-10A.
NOTE: Minor exhaust stains on the airframe and/or surrounding accessories must be
considered normal since these joints will exhibit a perceptible leakage during
their service life.
E. 100-Hour Disassembly Inspection.
NOTE: This inspection applies to exhaust systems (stainless steel systems, unknown or
repaired only).
(1) Perform 100-hour disassembly inspection of the exhaust slip joints and the turbocharger
tailpipe. Refer to Figure 2-10A.
Page
Page2-30C
2-29
July 1/2006
July 1/2006
SERVICE MANUAL
(2) Inspect the exhaust slip joint springs for correct compression.
inch, +0.00 or -0.03 inch.
(3) Remove bolts, washers, nuts, cotter pins, and springs that secure the slip joints to the engine
exhaust. Discard the cotter pins and retain the remaining serviceable hardware for
installation.
NOTE: After removal, springs having a free length of less than 0.57 inch must be replaced.
(4) Remove the slip joints for inspection.
(5) Remove the clamp that secures the tailpipe to the turbocharger.
(6) Keep serviceable attachment hardware for installation.
CAUTION: Do not remove the expansion limiter.
NOTE: All repaired components must be replaced with new components.
(a) Remove the nut, washer, and bolt from the clamp, unseat the coupling, and slide the
clamp down the tailpipe.
(b) Keep the one-piece “V” band clamp for inspection, if installed.
(c) Replace the segmented “V” band clamp (if installed) at the tailpipe-to-turbocharger
junction with a one-piece “V” band clamp.
(7) Inspect the removed slip joints and the turbocharger tailpipe.
(a) Use artificial light and inspection mirrors to visually inspect the inside and outside
surfaces of removed components for repairs, erosion, burned areas, areas of thinning
material, looseness, pitting on the interior of the tubes, cracks, and integrity of weld
joints.
(b) Inspect removed slip joints for cracks and bulges. Refer to Figure 2-10A.
(c) If any of these conditions are found, the component must be replaced.
(8) Install the slip joints.
(a) Install retained serviceable and/or new springs, bolts, washers, and nuts.
1 Tighten the nut until the length of the installed spring measures 0.51 inch, +0.00 or
-0.03 inch.
NOTE: Add NAS114SFO36SP washers under the heads of the bolts to obtain correct
dimensions, as required.
NOTE: During installation, slip joint bolts must be tightened evenly and gradually and the
spring length must be checked frequently to prevent over-compression of the
springs.
(b) Install one MS24665-153 cotter pin per nut.
(9) Install the turbocharger tailpipe.
(a) Install the clamp, bolt, washer, and nut. Torque the nut in accordance with the torque
requirement stamped on the clamp tag (40 inch-pounds). As the clamp is tightened,
lightly tap the outer band in a radial direction with a rawhide or soft rubber mallet.
F. 500-Hour Complete Disassembly Inspection (Stainless Steel or Partial Steel System Unknown,
or Repaired Only).
Page 2-30
2-30D
July 1/2006
SERVICE MANUAL
(1) Perform the 500-hour complete disassembly inspection of the engine exhaust system. Refer
to Figure 2-10A and 2-10B.
NOTE: Record the position of all controls that will be disturbed by the removal of the exhaust
system.
(2) Do an inspection of the exhaust slip joints and the turbocharger tailpipe. Refer to Figure 2-
10A.
(3) Do an inspection of the exhaust slip joint springs for correct compression. Refer to Figure 2-
10A.
inch, +0.00 or -0.03 inch.
(4) Remove the bolts, washers, nuts, cotter pins, and springs that secure the slip joints to the
engine exhaust. Discard the cotter pins and keep the remaining serviceable hardware for
installation.
(5) Remove the risers.
(6) Remove the clamp that secures the tailpipe to the turbocharger, and remove the
turbocharger tailpipe from the turbocharger.
NOTE: Keep serviceable attachment hardware for installation.
(7) Remove the manifold header.
(a) Use artificial light and inspection mirrors to visually inspect the multi-segment “V” band
clamp(s) prior to removal.
1 Torque the clamps to 35 inch-pounds.
2 Clean the outer band of the multi-segment “V” band clamp(s) with crocus cloth or
equivalent. Make sure that the spot-weld areas of the clamp(s) are thoroughly clean.
3 Use artificial light and inspection mirrors to inspect the multi-segment “V” band
clamp(s) surface(s) for signs of cracks or fractures. If cracks or fractures are visible,
replace the clamp(s).
4 Make sure that the outer band is flat, especially within 2 inches of the spot-welded
tabs that retain the T-bolt fastener.
5 Put a straightedge across the flat part of the outer band and check the gap between
the straightedge and the outer band. This gap must be less than 0.062 inch. If the
gap is more than 0.062 inch, replace the clamp(s).
(b) Remove the multi-segment “V” band clamp(s) that secure the inboard and outboard
exhaust tubes to the manifold header. Keep components for inspection, and keep
serviceable attachment hardware for installation.
Page
Page2-30E
2-29
July 1/2006
July 1/2006
SERVICE MANUAL
NOTE: Multi-segmented “V’ band clamps are life-limited to 400 hours prior to this
inspection. Replacing the clamps during this inspection will allow the
replacement interval to increase to 500 hours.
(c) Remove the manifold header from the airplane.
(8) Perform a visual inspection of the removed engine exhaust system components.
(9) Use an artificial light and inspection mirrors to visually inspect the inside and outside
surfaces of removed components for repairs, bulges, cracks, material deformation, warped
mating surfaces, eroded flange surfaces, and integrity of welds.
(10) Inspect the “V” band clamp(s).
NOTE: Multi-segmented “V’ band clamps are life-limited to 400 hours prior to this inspection.
Replacing the clamps during this inspection will allow the replacement interval to
increase to 500 hours.
(a) Use artificial light and inspection mirrors to inspect the multi-segment “V” band clamp(s)
surface(s) for signs of cracks or fractures. If cracks or fractures are visible, replace the
clamp(s). Refer to Figure 2-10A.
(b) Use artificial light and inspection mirrors to inspect the one-piece “V” band clamp(s)
surface(s) adjacent to the intersection of the “V” apex and bolt clips, and the entire length
of the “V” apex of the clamp for signs of cracks or fractures. If cracks or fractures are
visible, replace the clamp(s).
(11) Perform a digital ultrasonic thickness inspection of the engine exhaust system components
for wall thickness.
WARNING: Components which do not meet the requirements must be replaced. Wall
thickness of exhaust tubes must be no less than 0.020 inch. Wall
thickness of the slip joints must be no less than 0.025 inch.
NOTE: This inspection is not applicable for the risers.
NOTE: The ultrasonic test system must meet the minimum requirements as stated; the test
equipment must be a digital ultrasonic thickness gage capable of operating in a
frequency range of 10 to 20 MHz. The minimum resolution of the instrument must
be 0.015 inch in steel. The transducer must be a delay-line type with a frequency
between 10 to 20 MHz. The stand-off must possess a maximum diameter of 0.19
inch.
(a) Ultrasonic thickness gage calibration.
NOTE: Instrument calibration must be accomplished in accordance with the
manufacturer’s recommendations.
1 The instrument must be calibrated with the 0880000-5 and 0880000-4 calibration
standards.
2 The instrument must be calibrated for a thickness range of 0.020 inch to 0.063 inch
for 321 stainless steel.
3 The instrument must be recalibrated at 30-minute intervals.
NOTE: Any change in accessories or any interruption of the power supply also
requires recalibration.
(b) Inspect the exhaust system components for wall thickness.
1 The exhaust components must be inspected at the identified locations. Refer to
Figure 2-10B.
Page 2-30
Page 2-30F
July 1/2006
July 1/2006
SERVICE MANUAL
2 Four measurements must be taken at each location and separated by 90 degrees.

3 Components that do not meet the requirements must be replaced. Wall thickness of
the exhaust tubes must be no less than 0.020 inch. Wall thickness of the slip joints
must be no less than 0.025 inch. Refer to Figure 2-10B.
(12) Use the MIZ 40 eddy current instrument to inspect the engine exhaust system aft of the
risers (slip joints and aft) to determine the material type.
(a) Calibrate the eddy current instrument. Refer to Figure 2-10C.
1 The operating frequency of the eddy current test system must be 2.0 MHz.
2 Balance the instrument with the probe in air and adjust the “air point” on the
instrument display to 10 percent horizontal and 80 percent vertical.
3 Put the probe on the 0880000-3 calibration standard (301 stainless steel reference
standard). Adjust the resultant material point as shown in Figure 2-10C.
4 Put the probe on the 0880000-5 calibration standard (321 stainless steel reference
5 Put the probe on the 0880000-2 calibration standard (601 inconel reference
6 The instrument parameters must be adjusted to achieve a minimum vertical
separation of two major divisions of the instrument’s display between the 601 inconel
and 321 stainless steel material points.
(b) Inspect the exhaust system components aft of the risers (slip joints and aft) to determine
the material type.
NOTE: Identify the material type for each exhaust system component and record the
type in the logbooks. Determine when the next inspection is due based on
material type.
(c) Corresponding material points from the exhaust system components and the reference
standards will indicate the exhaust system material type. A minimum of two (2) readings
must be taken on each tube.
(13) Install the exhaust system components.
(a) Install the manifold header with the retained serviceable hardware and/or new hardware,
as applicable. Refer to Chapter 9 and the applicable sections of the Illustrated Parts
Catalog.
(b) Install the exhaust tubes of the engine exhaust system. Refer to Chapter 9.
1 Put the inboard and outboard exhaust tube on the manifold header.
2 Install the clamp, bolt, washer, and nut.
3 Torque the nut. Torque multi-segment “V” band clamps to 35 inch-pounds. Torque
one-piece “V” band clamps to 40 inch-pounds. As the clamp is tightened, lightly tap
the outer band in a radial direction with a rawhide or soft rubber mallet.
4 Install the exhaust system slip joints. Refer to Chapter 9.
5 Install retained serviceable hardware and/or new hardware (springs, bolts, washers,
and nuts).
6 Tighten the nut until the length of the installed spring measures 0.51 inch, +0.00 or -
0.03 inch.
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SERVICE MANUAL
NOTE: Add NAS114SFO36SP washers under the heads of the bolts to obtain
correct dimensions, as required.
NOTE: During installation, slip joint bolts must be tightened evenly and gradually
and the spring length must be checked frequently to prevent over-
compression of the springs.
7 Install one MS24665-153 cotter pin per nut.
(c) Install the turbocharger with the retained serviceable hardware and new hardware, as
applicable. Refer to the Illustrated Parts Catalog.
(d) Install the exhaust system heat shields. Refer to Chapter 9.
(e) Install the turbocharger tailpipe and secure it with serviceable and/or new one-piece “V”
band clamp. Refer to Chapter 9 and the Illustrated Parts Catalog.
1 Install the clamp, bolt, washer, and nut. Torque the nut in accordance with the torque
G. 500-Hour Partial Disassembly Inspection (Inconel Systems Only, Slip Joints and Aft)
(1) Perform the 500-hour partial disassembly inspection of the exhaust slip joints and the
turbocharger tailpipe. Refer to Figure 2-10A.
(2) Inspect the exhaust slip joint springs for correct compression. Refer to Figure 2-10A.
inch, +0.00 or -0.03 inch.
(3) Remove bolts, washers, nuts, cotter pins, and springs that secure the slip joints to the engine
exhaust. Discard the cotter pins and retain the remaining serviceable hardware for
installation.
(4) Remove the slip joints for inspection.
(5) Remove the clamp that secures the tailpipe to the turbocharger.
(6) Keep serviceable attachment hardware for installation.
(7) Inspect the removed slip joints and the turbocharger tailpipe.
(a) Use artificial light and inspection mirrors to visually inspect the inside and outside
surfaces of removed components for repairs, erosion, burned areas, areas of thinning
material, looseness, pitting on the interior of the tubes, cracks, and integrity of weld
joints.
(b) Inspect removed slip joints for cracks and bulges. Refer to Figure 2-10A.
(c) If any of these conditions are found, the component must be replaced.
Page2-30
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July 1/2006
SERVICE MANUAL
(8) Install the slip joints.

(a) Install retained serviceable and/or new springs, bolts, washers, and nuts.
1 Tighten the nut until the length of the installed spring measures 0.51 inch, +0.00 or
-0.03 inch.
NOTE: Add NAS114SFO36SP washers under the heads of the bolts to obtain correct
dimensions, as required.
NOTE: During installation, slip joint bolts must be tightened evenly and gradually and the
spring length must be checked frequently to prevent over-compression of the
springs.
(b) Install one MS24665-153 cotter pin per nut.
(9) Install the turbocharger tailpipe.
(a) Install the clamp, bolt, washer, and nut. Torque the nut in accordance with the torque
H. Engine Overhaul Disassembly Inspection (Inconel Systems Only)
NOTE: Engine overhaul is based on the engine manufacturer’s current recommended time-
between-overhaul requirement.
(1) Refer to step F. Perform all steps in the 500-hour complete disassembly inspection except
step 12.
Engine Compartment.
A. Cleaning.
(1) Spray the engine compartment with a suitable solvent and allow the compartment to drain
and air dry.
B. Inspection.
(1) Visually inspect the engine compartment for evidence of chafing lines and wires, evidence of
fuel leaks, oil leaks, burned spots, parts for excessive wear, loose connections, loose bolts
and entire area for cracks, nicks, and bends.
(1) Refer to Section 9 for servicing information.
Engine Compartment Fire Extinguisher.
A. Cleaning.
(1) Wipe with a clean, dry cloth.
B. Inspection.
(1) Inspect the fire extinguisher bottles for proper operating pressure. Replace the bottle if the
pressure is not satisfactory.
NOTE: The pressure temperature correction table indicates upper and lower pressure limits
at a specified ambient temperature.
(2) Inspect the fire extinguisher bottles for security, electrical connections, and replacement
schedule.
(3) Inspect the deployment tubes for security and outlet obstruction.
(1) Repair of components is limited to replacement of parts.
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SERVICE MANUAL
Exhaust System Inspection

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SERVICE MANUAL
Exhaust System Ultrasonic Inspection Locations

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SERVICE MANUAL
Exhaust System Ultrasonic Inspection Locations

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Eddy Current Inspection Calibration Image

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SERVICE MANUAL
(2) Refer to Section 13 for servicing the fire extinguisher.

Engine Controls.
A. Cleaning.
(1) The controls should be cleaned when the engine compartment is cleaned or washed.
B. Inspection.
(1) Inspect the engine controls for security of mounting, sharp bends, kinks, and damage which
might affect operation of the control.
(1) Repair of the engine controls is limited to replacement of parts.

Engine Wire Bundles.
A. Cleaning.
(1) The wire bundles must be wiped with a clean, dry cloth. Do not use solvents.
B. Inspection.
(1) Inspect the wire bundles for security, chafing, burning, damaged insulation, loose or broken
terminals, heat deterioration, and corroded terminals.
(2) Inspect the wire bundles in high heat areas for heat damage, such as the wire bundles in
close proximity to the exhaust stacks or turbocharger.
(1) If the wire bundles are damaged, they must be replaced.
(2) Wire bundles must be clamped out of high heat areas.
Engine Mounts.
A. Cleaning.
(1) Clean the engine mounts with a suitable solvent.
CAUTION: Do not use a wire brush or sandpaper to clean the engine mounts.
B. Inspection.
(1) Refer to the Inspection Chart for intervals.
(2) Inspect the engine mounts for security, safetying, looseness, deterioration, cracked fittings,
localized burning, blistering, sagging, and end separation.
(3) Check the engine mount for sag.
NOTE: If the area between the exhaust riser of the number six cylinder and the lower cowl
panel does not have a minimum of 0.40 inch clearance, refer to Section 9 and
install the engine mount shims.
(4) Refer to Figure 2-11 for inspection requirements.
NOTE: At each engine overhaul period, it is recommended that the engine mounts be
replaced. Engine mounts which have been replaced prior to the normal engine
overhaul can be reused, providing dimensions are within inspection requirements.
Engine Compartment Hoses.
A. Cleaning.
(1) Clean the engine compartment hoses by washing with water and drying with a clean, dry
cloth.
Page 2-30
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July 1/2006
_1-.. . . . . . . . . . . . . . . . I........ I ..... V"IVTrJ'"\I'f I •.H'''.... V' ... V n ..... f'llv .. I),....,
MODEL 310 SERVICING AND INSPECTION
SERVICE MANUAL
I
FLAT (UPPER PAD)
1
CONICAL (LOWER PAD)
-. - ---- .- -M{tunt· -Mount Max;-ffA" Min....-nB"

Model Engine Assembly Component· Eccentricity Thickness
310 I0470V J-12390-1 J-12397-1 0.20 Inch 0.86 Inch
J-12165·3 0.20 Inch 1.00 Inch
Turbo 310 TSI0520B J·9613·31 J·9612·23 0.08 Inch 1.22 Inch
J·9612·24 0.08 Inch 1.22 Inch
J·9613·58 J·9612-32 0.12 Inch 1.20 Inch
J·9612-33 0.12 Inch 1.20 Inch
1C51X1001
1051X1002
Engine Mount Inspection Limits

Page2-3OQ
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SERVICE MANUAL
Page 2-30
Page 2-30R
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July 1/2006
310 SERVICE MANUAL GROUND HANDLING 2 :51
Engine Controls. CAUTION
a. Cleaning. Never use a wire brush or sandpaper tn clean

1. The controls should be cleaned when the engine engine mounts.
compartment is cleaned or washed down.
b. Inspection. b. Inspection.
1. Inspect the engine controls for security of 1. Refer to the Inspection Chart for interval.
mountmg, sharp bends, kinks and damage which 2. Inspect engine mounts for security, safetying 1
might affect operation of the control. looseness, deterioration, cracked fitting, localized
c. Repair and Servicing. burning, blistering, sagging and end separation.
1. Repair of engine controls is limited to replace- 3. Check engine mount for sag.
ment of parts.
NOTE
Engine Wire Bundles.
If the area between the exhaust riser of num-
a. Cleaning. ber six cylinder and the lower cowl panel
1. The wire bundles should be wiped clean with a does not have a minimum of 0.40 inch clear-
dry cloth. DO NOT use solvents. ance, refer to Section 9 and install engine
b. Inspection. mount shims.
1. Inspect the wire bundles for security, chafing,
burning, defective insulation, loose or broken ter- 4. See figure 2-11 for inspection requirements.
minals' heat deterioration and corroded terminals.
2. Inspect wire bundles in high heat areas, such NOTE
as close proximity of exhaust stacks or turbocharger
for heat damage. At each engine overhaul period it is recom-
c. Repair and Servicing. mended that engine mounts be replaced. En-
1. If wire bundles are damaged they should be re- gine mounts which have been replaced prior
placed. to the normal engine overhaul may be reused
2. Wire bundles should be clamped out of high heat providing dimensions are within inspection
areas. reqUirements.
Engine Mounts. Engine Compartment Hoses.
a. Cleaning. a. Cleaning.
1. Clean engine mounts with a suitable solvent. 1. Clean engine compartment hoses by washing
lBr--
===li=t ===~:tt:-~,~t±::t=
,
FLAT (UPPER PAD) CONICAL (LOWER PAD)
Mount Mount Max. !lA" Min. "B"

Model Engine Assembly Component Eccentricity Thickness
310 10470V J -12390-1 J -12397-1 0.20 0.86

J-12165-3 0.20 1. 00
Turbo 310 TSI0520B J -9613-31 J-9612-23 0.08 1. 22
J-9612-24 0.08 1. 22
J-9613-58 J -9612 -32 O. 12 1. 20
J -9612 -33 O. 12 1. 20
Figure 2 -l1. Engine Mount Inspection Limits
Change 7
engine compartment down with mineral spirits or a b. Inspection.

suitable solvent. 1. Inspect the magneto for proper breaker point
gap (refer to Section 9), and evidence of moisture
CAUTION
and arcing.
Never use inflammable or combustible sol-
1. Refer to Section 9 for proper maintenance and
vents.
care of the magneto.
b. Inspection.
1. Inspect all engine compartment hoses for ex-
cessive wear, cracks, nicks, bulges, deterioration, Alternator.
discoloration. bleaching and rubber hoses for hard-
ening. a. Cleaning.
NOTE 1. The alternator should be washed down at the
time the engine is cleaned using the same cleaning
Teflon hose assemblies exhibit considerable procedure.
sti ffness throughout their useful life. Rea- b. Inspection
sonable stiffness is normal and does not in- 1. Inspect alternator fan for being bent, having
dicate that the line should be replaced. cracks, broken or cracked welds. (See figure 2-11A.)
2. Inspect drive belt for condition and proper ten-
2. Inspect engine compartment fue I hoses under sion. Refer to Section 14 for tension adjustment.
pressure for deformation and leaks as follows: 3. Check alternator mounting bolts for proper
(a) Make sure throttles are in idle position and torque. (Refer to Section 14. )
mixture controls are in idle cutoff. 4. Check all electrical connections for cleanliness
(b) Turn prime switch on and assure boost pumps and security.
are operating in HI pOSition.
(c) Check hoses for leaks. bulges. deterioration. NOTE
and deformation.
3. Inspect hoses in the high heat areas such as For electrical output and operational check,
close proximity of exhaust stacks or turbocharger refer to Section 14.
area for heat deterioration and hardening or crack-
ing due to age. c. Repair and Servicing.
c. Repair and Servicing. 1. Refer to Section 14 and Overhaul and Replace-
1. Refer to Overhaul and Replacement Chart for ment Chart (figure 2-8).
replacement intervals of engine compartment hoses.
Spark Plugs. Pumps.
a. Cleaning. a. Cleaning.
1. Clean the spark plugs with an abrasive type 1. The fuel, vacuum. and autopilot pumps should
cleaner. be washed down at the same time as the engine.
b. Inspection. USing the same solvent.
1. Inspect spark plugs for proper gap 0.015 to b. Inspection.
0.018 inches. 1. Inspect the pumps for evidence of leaking. con-
2. Inspect porcelain for cracks and evidence of dition and security.
arcing. c. Repair and Servicing.
c. Repair and Servicing. 1. Repair of the engine driven pumps is limited to
1. Rotate spark plugs top right to bottom left. and replacement. Refer to Overhaul and Replacement
top left to bottom ri!:',ht. Chart (figure 2-10).
Ignition Cables.
Turbocharger.
a. Cleaning.
1. The ignition cables should be wiped clean using a. Cleaning.
a clean cloth and DC4 Si Ii cone grease. 1. Clean outer surface of turbocharger with a
b. Inspection. suitable solvent.
1. Inspect the ignition cable for damaged insulation b. Inspection.
and the end fitting for evidence of cracks and damage. 1. Remove turbocharger insulation blanket from
c. Repair and Servicing. turbine and inspect housing for cracks or bulges.
1. Pefer 10 Section 9 for maintenance and care of 2. Remove the tail pipe from the turbine and visu-
the gni ti on cables. ally inspect the impellers and visible portions of tur-
bine for coking. carbonization, oil depOSits. nicks
I
Magneto. or dents.
a. Cleaning. 1. If cracks or bulges do appear on the turbine
1. Clean the magnetos with a suitable solvent such hOUSing, replace housing in a-::cordance with the
as Stoddard solvent and dry with dry compressed air. Turbocharger and Control Overhaul/Parts Manual.
Change 4
I
310 SERVICE MANUAL eROUND HANDLINe, 2-32A /2-328
2. For removing coke and carbonized oil deposits,

refer to the Turbocharger and Controls Overhaul!
Parts Manual.
Manifold Pressure Relief Valve.
a. Cleaning.
1. Clean dirt and debris from valve with a suitable
cloth.
b. Inspection.
1. Inspect relief valve vents for obstructions or
foreign material.
2. Check for proper operation as follows:
(a) After adequate engine warm up with oil tem-
perature at the lower third of green are, ac-
celerate the engine rapidly from idle to maxi-
mum RPM.
CAUTION
Discontinue acceleration if manifold pressure

exceeds 34. 5 in. Hg.
CRACKS SPOTWELD
(b) If maximum manifold pressure exceeds 34.5
in. Hg., immediately reduce power and shut
down engine. Manifold pressure relief valve
is faulty and must be replaced.
Figure 2-11A. Alternator Fan Inspection
Change 6
310 SERVICE MANUAL GROUND HANDLINC3. 2-33
PROPELLERS. 1. Clean accumulator with suitable solvent.

2. Wipe hoses and accumulator with a clean cloth.
a. Cleaning. b. Inspection.
1. Clean all metal parts in a mixture consisting of 1. Inspect hose assemblies for chafing and fittings
1/3 lubricating oil, Specification MIL- L-6082, Grade for tightness.
1030, and 2/3 solvent, Federal Specification P-S-661. 2. Inspect accumulator for security in mounting
Clean small, highly finished parts separately, exer- brackets.
cising care not to cause damage, particularly to 3. Always inspect filler valve after charging for
working surfaces. leaks.
NOTE 1. Repairs to propeller unfeathering system are
limited to replacement of components.
Inside diameter of counterweight halves and
ferrule groove in which they mount, must be CAUTION
free of all oiL Use solvent only - not the
mixture - to clean these surfaces. Should Always release system pressure by placing
cleaning mixture or other lubricant acciden- propeller control in unfeathered position and
tally come into contact with these surfaces, release accumulator pressure through filler
clean thoroughly prior to reassembly. valve, before disconnecting hose between ac-
cumulator and governor or removing accumu-
2. Clean non-metallic parts (except gaskets, pack- lator.
ings and seals) by wiping with a soft, lint-free cloth
dampened with cleaning mixture. 2. Service accumulator as follows:
3. Heavy and tightly adhering depOSits may be re- (a) Place propeller control in the unfeathered
moved with a soft brush. position before charging the accumulator to prevent
the possibility of oil under pressure being trapped
CAUTION in the accumulator.
(b) Although the accumulator will function proper-
Under no circumstances are any parts to be ly when charged with air, dry nitrogen gas is recom-
cleaned with a steel, other metal, or hard mended to minimize corrosion.
bristle brush, or tool of any type. (c) Either too much pressure or not enough pres-
sure in the accumulator will reduce efficiency of the
4. After cleaning, allow parts to air dry, or re- unfeathering system. With a normal amount of fric-
move excess mixture with a gentle stream of clean, tion within the propeller, a range of 125 - 130 psi is
dry compressed air. Keep nozzle well away from acceptable.
parts.
5. Protect parts from collecting dust and dirt dur- Propeller Synchronizer.
ing storage and handling for overhauL It is recom-
mended that small parts be kept in transparent plas- a. Cleaning.
tic bags. 1. Clean external parts of propeller synchronizer
6. Parts which are to be coated with dry film lubri- actuator by wiping with a clean cloth.
cant are to be cleaned with ethyl acetate immediately b. Inspection
prior to application of lubricant (refer to McCauley 1. Check rod ends, actuator housing, flexible shaft
Industrial Corporation's Service Manual). and wiring for condition and security.
b. Inspection. c. Repair and Servicing.
1. Refer to McCauley Industrial Corporation's 1. Refer to Section 10 for repair and servicing.
Service Manual.
c. Repair and Servicing. FUEL SYSTEM.
1. Any repairs should be made in accordance with
best shop practices as outlined in McCauley Industri- Fue 1- Air Control.
al Corporation's Service Manual and FAA Regulations.
2. Refer to McCauley Industrial Corporation's a. Cleaning.
Service Manual and lubricate only on reassembly. 1. Remove the fuel strainer and clean the screen
3. Anytime the propeller attachment has been sub- in fresh cleaning solvent. Reinstall and safety.
jected to excessive engine roughness, the propeller b. Inspection.
should bP. removed and dowel pins inspected for 1. Check control connections, levers. and linkage
looseness, cracks and visual damage. for security of attaching parts, for safetying and lost
4. Check propeller attachment nuts for 80 to 85 motion due to wear.
Ifoot pounds torque. If torque is less than 80 foot 2. Check the air control body for cracks and the
pounds, replace nuts with new elastic element lock- fuel-air control unit for overall condition.
nuts.
Fuel Manifold.
Propeller Unfeathering System. a. Cleaning.

1. Hold the top cover down against internal spring
a. Cleaning. until all four attaching screws have been removed.
Change 6
2 -34 GROUND HANDLING. 310 SERVICE MANUA L
then gently lift off the cover. Use care not to dam- CAUTION
age the spring-loaded diaphragm be low it.
The fuel selector valve should always stop in
a detent pOSition, never intermediate. If the
CAUTION fuel selector stops in an intermediate pOSi-
tion, the controls are improperly rigged and
Do not attempt to remove needle or spring should be rigged in accordance with Section
from inside valve. Removal of these items 11.
from the valve wi 11 disturb the 4 PSI factory
calibration. 3. Remove the lower access cover plate.
4. Remove the eight screws securing sediment
3. Femove the flushing plug located opposite the bowl to bottom of selector valve and remove bowl
inlet fi tting. and filter assembly.
5. Clean filter in fresh solvent and air dry.
CAUTION b. Inspection.
1. Inspect quick-drain valve, gasket, filter and
The filter screen is a tight fit and may be fuel selector for nicks, dents, scratches, dirt accu-
damaged if removal is attempted. It should mulation and other foreign matter.
be removed only if a new screen is to be in-
stalled.
Fuel System - Main.
4. Using clean gasoline, flush out the chamber be-
low the screen. a. Visually inspect filler cap gasket. If crushed or
5. Flush above the screen and inside the center
bore making sure that outlet passages are open.
Use only a gentle stream of compressed air to re- Fuel System - Main.
move dust and dirt and to dry.
6. Replace flushing plug. a. Visually inspect filler cap gasket. If crushed or
7. Clcan the diaphragm valve, top cover and damaged, replace filler gasket.
springs in the same manner. b. Remove main tank nose cap (Section 11); visually
8. Carefully replace diaphragm and valve in mani- inspect area for evidence of fuel leakage.
fold body. Check that valve works freely. 1. If fuel leakage is evident, defuel the main tank
9. Place upper spring In position. and replace tIE stat -o-seals and! or panel gaskets as
10. Align mounting holes in body, diaphragm and required.
top cover locating the small vent hole in the cover to
the side. Hold the cover down against the spring NOTE
whi Ie i nstalli ng .lnd ti ghteni ng all four attaching
s(,rews. Safety thE' screws. When installing new stat-o-seals and gaskets,
apply a small amount of rubber lubricant or
petroleum jelly to the new stat-o-seals or
Fuel Discharge Nozzles. gaskets. This will prevent damage to the
seals when screws are tightened and will
a. Cleaning. allow the seals to seat evenly.
1. To de.ln fuel discharge nozzles, immerse in
fresh ('(eaninl! solvpnt. c. Purge in accordance with SectIOn 2.
d. Refer to Section 11 for cleaning and inspection
CAUTIOI\ of disassembled main fuel system.
Do not use a wi re brush or other sharp metal

objects to dean orifices. This will damage Fuel System - Auxiliary.
orifice.
Refer to Section 11 for cleaning and inspection of
b. Inspection. auxiliary fuel system.
1. Inspect the rue I discharge nozz Ie for damaged
orifice. dirt and foreib'Tl objects.
Fuel Selector Valve Control System.
Fuel Selector Valve a.nd Strainer. a. Cleaning.

1. Clean the fuel selector valve with a suitable
.l. Cleaning. solvent, wipe clean with a dry cloth .
1. Fuel selector valve handles - OFF. b. Inspection.
2. Drain excess fuel from sediment bowl with 1. Inspect fuel selector valve control system for
qui ck-dr ain. binding of control, travel, proper operation, exces-
sive wear, safetying and detent position.
Change 6
310 SERVICE MANUAL GROUND HANDLING. 2-34A/2-34B
CAUTION 1. Refer to Section 11. Main Tank Fuel Transfer

Pump for cleaning and inspection of main tank fuel
The fuel selector valve should always stop in transfer pump.
a detent position. never inter mediate. If the
fuel selector stops in an intermediate posi-
tion. the controls are improperly rigged and OXYGEN SYSTEM.
should be rigged in accordance with Section
11. Filler Valve.
a. Cleaning.
Main Tank Fuel Transfer Pump. 1. The filler valve should be cleaned with trichlor-
a. Cleaning.
Change 6
310 SERVICE MANUAL GROUND HANDLING. 2- 35
ethylene MIL-T-7003. 3. Clean vacuum system filter with a jet of clean,

2. Clean Freon MIL-C-8638 or Alcohol may be dry air and tapping lightly while blowing air over the
used as an alternate. filter.
b. Inspection. 4. Remove the relief valve screen and submerge
1. Inspect the filler valve for nicks, cracks and in suitable solvent. Allow to soak or wash until all
deep gouges. foreign particles are dislodged.
c. Repair and Servicing. 5. Clean relief valve if required by washing in
1. Repair is limited to the replacement of parts. suitable solvent and drying with filtered dry com-
Refer to Section 13 for servicing oxygen system. pressed air.
b. Inspection.
1. Inspect the vacuum system for scratches, chips,
Oxygen Regulator and Cylinder. nicks, dents, deformed tubes, sharp bends, dirt,
proper operation and correct vacuum indication.
a. Cleaning.
1. Clean regulator and cylinder with a clean cloth.
b. Inspection. DEICE SYSTEM.
1. Refer to Section 13 for inspection requirements
and criteria. Deice System Components.
2. Refer to Section 13 for Hydrostatic Test Date on
oxygen cylinder. a. Cleaning.
c. Repair and Servicing. 1. The deice system components can be washed
1. Refer to Section 13 for repair and servicing oxy- down with the engine USing Stoddard Solvent ..
gen cylinders and regulators. 2. The deice boots can be cleaned using soap and
water.
Oxygen Masks and Hoses. NOTE
a. Cleaning. Never use thinners, Ketone or harsh solvents

1. Clean the mask and hoses with a mild solution on deice boots.
of soap and water. Rinse thoroughly with clean water
and allow to dry. b. Inspection.
1. Inspect the deice system for leaks, remove fil-
NOTE ter and clean with Naptha and dry with a jet of dry
compressed air.
Make sure all soap is removed by rinsing. c. Repair and Servicing.
Masks may be disinfected with a hospital 1. Repair of the deice system components is limit-
type antiseptic spray or Zep Aero SBT-12. ed to the replacement of parts.
2. For repair of the deice system boots, refer to
CAUTION Section 13.
3. For replacement of the filter PiN H95888-36,
Remove microphone from pilot's mask be- refer to Overhaul and Replacement Chart.
fore cleaning.
b. Inspection. PITOT STATIC SYSTEM.

1. Inspect mask and hoses for leaks, cracks and
deterioration. Check mask stowage compartment Pitot Static System Components.
for cleanliness and general condition. Check flow
indicator for freedom of movement. a. Cleaning.
2. Inspect couplings and adapt~s for proper in- 1. Immerse lines in dry cleaning solvent.
sertion.
c. Repair and Servicing. NOTE
1. Refer to Section 13 for repair and servicing.
All pitot static components must be discon-
nected from instruments and removed from
VACUUM SYSTEM. the aircraft when cleaning.
Vacuum System Components. 2. Dry lines with filtered compressed air.

3. Wipe exterior of lines with a clean, dry cloth.
a. Cleaning. b. Inspection.
1. The vacuum system components may be cleaned 1. Inspect lines for cracks, chafing and abrasions.
by immersing lines and hoses in dry c leaning solvent, 2. Refer to Section 12 for testing.
and dried with filtered dry compressed air.
2. Wipe exterior of lines and hoses with a clean,
dry cloth.
I
2-36 all'OUND HANDLING. 310 SERVICE MANUAL
SI!II'VICING AND INSPI!CTION
ALCOHOL WINDSHIELD ANTI-ICE SYSTEM. water to remove acid corrosion.

Alcohol Windshield Anti-Ice System NOTE
Components. Remove batteries from airplane
before cleaning.
a. Cleaning.
1. Immerse lines in a dry cleaning 2. Rinse with clear water and sponge off
solvent. excess water and allow batteries to dry.
NOTE CAUTION
Lines not readily removable from Take special precautions to ensure
the airplane may be flushed with that battery cell filler caps are
cleaning solvent. Take necessary tight before cleaning the battery.
precautions to protect windshield. Entrance of soda water into battery
2. Dry lines with filtered compressed air. cells will neutralize the cell
3. Clean pump filter screen in accordance electrolyte.
with Cleaning and Inspection of Main Tank Do not allow acid deposits to come
Fuel Transfer Pump Parts (Section 11). in contact with skin or clothing.
b. Inspection. Serious acid burns may result unless
1. Inspect lines for cracks, chafing the affected area is washed immediately
and abrasions. with soap and water. Clothing will be
2. Inspect lines and adjacent areas for ruined on contact with battery acid.
evidence of leakage.
3. Inspect pump for security and 3. Clean battery terminals as needed
operation. with a wire brush to brighten the terminals
for good electrical contact. Coat with
ELECTRICAL SYSTEM. Petrolatum to prevent corrosion.
Inspection. b. Inspection.
1. Check battery case for possible
a. Inspect the electrical system and cracks and deterioration.
components for the following: 2. Check electrolyte for specific grav-
1. All airplane and systems wiring for ity as follows:
chafing; terminals for security and general (a) Using a hydrometer, check specific
condition. gravity for a reading of 1.250 to 1.300,
2. Circuit breakers for mounting and corrected to temperature.
condition. (b) Check that specific gravity of the
3. Regulators for mounting; terminals electrolyte does not vary more than .025
for loose wires. between cells.
4. Switches for loose wiring and proper (c) Should a greater variation exist,
mounting. battery should be slow charged and retested.
5. Relays for wiring and mounting.
6. Motors for proper mounting; wires CAUTION
for clamping. Remove batteries from the airplane
7. Battery cables for corrosion and when charging the batteries. Do not
looseness. use external po~er generators for
8. Battery for electrolyte level and
specific gravity.
9. Instruments and interior lights for
operation and broken glass.
charging purposes.
3. Refer to the Battery Service Manual
by Prestolite for complete battery service.
I
10. Communications and navigation system
for proper installation, security in mounts Battery Box.
and ?roper operation; antenna for damage. a. Cleaning.
11. Instrument panel and control pede- 1. Battery lead should be cleaned with a
stal for loose wiring; clamps and term- strong solution of bicarbonate of soda
inals for security. (baking soda) and water.
12. Wing and fuselage wiring for proper 2. Clean hard deposits of spilled acid
wire routing, clamped properly and loose and corrosion products using a wire brush.
terminals. 3. When all foreign materials have been
13. External power receptacle for proper removed from the box, flush it thoroughly
door closing; terminals for.corrosion and with clean water.
looseness. 4. After cleaning battery box, flush
14. Engine compartment wire bundles for surrounding skin with clean water to ensure
proper clamping, evidence of burning, heat that all corrosive material has been
hardness, security and chafing. removed.
15. Stall warning vane and heater for
proper operation and security. CAUTION
16. Electric heated windshield for
operation. Do not allow acid deposits to come in
Battery. contact with skin or clothing. Seri-
ous acid burns may result unless the
a. Cleaning. affected area is washed immediately
1. Clean batteries with a mild solution with soap and water. Clothing will
of bicarbonate of soda (haking soda) and be ruined on contact with battery acid.
Change 9
SERVICE MANUAL
B. Inspection.
(1) Inspect the cleaned battery box for physical damage and for areas lacking proper acid proofing.
Badly damaged or corroded boxes must be replaced.
(2) Inspect surrounding areas of the wing adjacent to the battery box for damage and corrosion.
C. Repair.
(1) Boxes that require acid-proofing must be painted inside and outside with A-A-1452 Enmar Acid
Proof Black Lacquer.
NOTE: It is recommended that the bottom of the battery box compartment cover and the battery
box supports be painted with acid-proof lacquer.
Emergency Locator Transmitter (ELT).
A. Cleaning.
(1) Clean the emergency locator transmitter with a clean, dry cloth.
B. Inspection.
NOTE: The following periodic inspections must be performed at the prescribed intervals.
(1) Every month.
(a) Put the airplane master switch in the ON position.
(b) Turn the airplane transceiver ON and set the frequency to the local tower frequency.
(c) Contact local tower personnel and alert them of the proposed test.
(d) Put the ELT function selector switch in the ON position until the emergency tone is heard on the
airplane’s radio (for not more than 10 seconds). Immediately put the function selector switch in
the ARM position. Make sure that the transmitter has been deactivated.
NOTE: After the accumulated test or operation time equals one hour, battery pack
replacement is required.
(2) Every 100 Hours.
(1) Check ELT operation in accordance with the procedure outlined under “Periodic.”
NOTE: Check the calendar date for replacement of the battery pack. This date is supplied on
a sticker attached to the outside of the ELT case and to each battery.
(3) Every 12 Months.
(1) Make sure that the ELT has the correct power output.
(2) Make sure that the ELT has the correct carrier frequency.
(3) Make sure that the ELT has the correct modulation.
(4) Make sure that the ELT has the correct sweep angle.
(5) Make sure that the ELT has the correct sweep rate.
(6) Make sure that the “g” switch of the ELT operates correctly.
(7) Make sure that the battery pack has been correctly replaced.
(8) Make sure that the ELT mounts are secure.
Page 2-37
July 1/2006
SERVICE MANUAL
Miscellaneous Inspection.
A. To avoid repetition throughout the inspection, general points to be checked are given below. In the
inspection, only the items to be checked are listed and details as to how to check, or what to check for,
are excluded.
(1) Check movable parts for lubrication, servicing, security of attachment, binding, excessive wear,
safetying, proper operation, proper adjustment, correct travel, cracked fittings, security of hinges,
defective bearings, cleanliness, corrosion, deformation, sealing, and tensions.
(2) Check engine compartment hoses and wire bundles for leaks, cracks, chafing, kinks, deterioration,
security, heat hardness, obstructions, and foreign matter. The hoses and wire bundles in the heat
areas close to the exhaust and turbocharger on turbocharged models must be inspected for heat
hardness, cracks, flexibility, and security during regular engine inspection. Refer to the Inspection
Chart for intervals.
(3) Check the fluid lines and hoses for leaks, cracks, dents, kinks, chafing, proper radius, security,
corrosion, deterioration, obstructions, and foreign matter.
(4) Check the metal parts for security of attachment, cracks, metal distortion, broken spot-welds,
corrosion, condition of paint, and any other apparent damage.
(5) Check the wiring for security, chafing, burning, damaged insulation, loose or broken terminals, heat
deterioration, and corroded terminals. Inspect the wire bundles in high heat areas for heat damage,
such as those in close proximity to the exhaust stacks or turbocharger.
(6) Check the bolts in the critical area for correct torque in accordance with torque values given in the
chart in Section 1. This inspection must be done when new bolts are installed or when visual
inspection indicates the need for a torque check.
(7) Check the filters, screens, and fluids for cleanliness, contamination, and/or replacement at specified
intervals.
(8) Post inspections must be made after the last flight of the day. All pilot and operating discrepancies
relating to the flight and safety of flight must be corrected before the next flight.
B. Remove necessary access plates, doors, and fairings to gain access to the flight controls, engines, and
electronic equipment only to correct discrepancies.
C. Make sure that all systems are operating correctly.
D. Ground check the engine, check ignition drop, alternator changing rate, oil pressure, and general
operation of components, when post inspection is deemed necessary.
Page 2-37A
July 1/2006
GROUND HA.'1DUNG 310 SERVICE MANUAL
SERVIClNGAND INSPECTION
FREQUENCY (HOURS) METHOD
o ~
o
SOHOURS HAND
t SQUIRT Ck'<
100 HOURS
.. FILLER CAN
~
o 200HOURS 0 EVERY 1000 HOURS
OR3YEARS
- GREASE GUN
~ 500 HOURS NOTE

Specified lubricants will meet requirements for extreme hot
o 1500 HOURS
or extreme cold temperature operations. Use of substitutes
or other lubricants may cause malfunction when operating
in extreme temperature conditions, or may cause excessive
o ON ASSEMBLY AND
AS REQUIRED
wear due to improper lubrication.
TYPE OF LUBRICANT
GL Grease, Low Temperature (MIL-G·21164)
OG Oil, General Purpose (MIL-L-7870)
FG Graphite, Lubricating (SS-o.659)
P ............................ . Petrolatum or Terminal Grease (VV-P·236)
01 .......................... .. Oil. Lubricating. Airplane Instrument (MIL-0-6085)
OH .......................... . Hydraulic Fluid (MIL-H·5606A)
GW .......................... . Grease. Wide Temperature Range (MIL-G.25760)
GS ......................... .. Grease. Medium Consistency Silcane (MIL-G·3278)
GLS Grease. Light Consistency. Silicone #33
Dow Corning. Midland. Michigan
DS .......................... . Dry Spray. Lubricant Camie No. 1000 w4fso~
Industrial Park. St. Louis, Mo .• or Dupont
Slip Spray Dry Film Lubricant
Do not lubricate roller chains or cables except under seacoast conditions: Wipe with a clean
dry cloth.
Lubricate unsealed pulley bearings. rod ends. oHite bearings. pivot end hinge points. and any
other friction point obviously needing lubrication. with general purpose oil every 500 hours or
more often, if required.
Lubricate door latches with automotive type door latch lubricant. and the latching mechanism
with general purpose oil every 1000 hours, or more often if binding occurs.
Lubricate control surface hinges with general purpose oil (MIL-L· 7878) as required.
Lubricate door stop with Sil-Glide (MIL-G·3278) or MIL-S-86601 or equivalent.
Figure 2·12. Lubrication Diagram (Sheet 1 of 15)
Page 2-378
JUly 1/2006
SERVICE MANUAL
Page 2-38
uly 1/2006
July 1/2006
310 SERVICE MANUAL GROUND HANDLING, 2-39
SERV!CING AND INSPECTION
A D C E
K
_----H
F G R Q P J
JJ
Figure 2:-12. Lubrication Diagram (Sheet 2 of 15)

I
2-40 ANDLING. 310 SERVIC E MANUAL
GROUND H NSPECTION
". AND I
SERVICIN",
m. UPPER LATCH
MECHANISM
W
CABIN DOOR
BELill
¢E
DOOR LATCH
MECHANISM
Detail A
BAYONET BOLT
NOTE: PULL
ALL PUSH-
ROD JOlNTS
..
Figur~ 2-12. .
LubricatIOn Oia~ram (Sheet 3 of 15)
BAGGAGE AND WING LOCKER DOOR
Det.lil B
Figure 2-12. Luhrication f)j:lgralll (Shed 4 of (5)

2-42 6ROUND HANDLlN6. 310 SERVICE MANUAL
SERVICIN6 AND INSPECTION
MECHANICAL ADJUSTING SEAT
"I
Detail C
Figure 2-12. Lubrication Diagram (Sheet 5 of 15)
Change 6
ELECTRICAL ADJUSTING SEAT
Detail C

Change 6
LANDING GEAR ACTUATOR ~NOTE

GEAR BOX
<$J,....
GL
ZERK APPROXIMATELY 3 PUMPS ON
FITTINGS A HAND GREASE GUN WILL
GIVE ADEQUATE LUBRICATION.
NOTE
WHEN GREASING THIS FITTING

REMOVE THIS BOLT TO PRE--_ _.,LLI,
VENT BREAKING SEAL. REIN-
STALL WHEN FINISHED GREAS-
ING.
Detail D
SUPPORT BEARINGS
LANDING GEAR MANUAL

EXTENSION MEeHAN ISM
MITER GEARS
CRANK HANDLE LINKAGE
SUPPORT BEARINGS LINKAGE

NOTES:
1. AFTER LUBRICATING, WIPE OFF EXCESS
LUBRICANT ADJACENT TO CRANKING HANDLE.
2. DO NOT OIL THE CHAIN; AN OILED CHAIN

MA Y COLLECT DIRT AND GRIT. WIPE CHAIN
Detail E
WITH A C LEAN DRY CLOTH.
Change 1
:no SERVICE MANUAL GROUND HANDLING. 2-45
SHOCK STRUT MA IN GEAR LINKAGE
BUSHINGS
NOTE:
INSPECT AND REPACK
SAFETY SWITCH EVERY
100 HOURS LEFT MAIN
GEAR ONLY
NOTE:
LUBRICATE ALL SPHERICAL ROD ENDS
WITH A MIXTURE OF LOW TEMPERATURE
AIRCRAFT LUBRICATING GREASE AND
MOLY-KOTE
NOTE:
WIPE POLISHED SURFACE OF LANDING
GEAR SHOCK STRUT WITH A CLEAN,
DRY CLOTH EVERY 50 HOURS.
WHEEL BEARINGS NOTE:
UNDER EXTREME CONDmONS CLEAN
AND LUBRICATE WHEEL BEARINGS
EVERY 100 HOURS.
THRUST BEARING (OIUTE)
Detail F
Detail G 1041)001
THRUST BEARING (OIUTE) Fl441)002R
Gl4412006
Change 8
I
2 -46 GROUND HANDl.INe.
210 SERVICE MANUAL
NOSE GEAR LINKAGE
BUSHING
OH
PIVOT BUSHING
NOTE:
LUBRICATE ALL SPHERICAL ROD ENDS
WITH A MIXTURE OF LOW TEMPERATURE
AIRCRAFT LUBRICATING GREASE AND TRUNNION BEARING
MOLY-KOTE.
NOTE:
WIPE POLISHED SURFACE OF LANDING GEAR
SHOCK STRUT AND SHIMMY DAMPENER PISTON
ROD WITH A CLEAN DRY CLOTH EVERY 50 HOURS. TORQUE LINK
ZERK FITTINGS
WHEEL BEARINGS
DetailH
CbaDge 7 Temporary Revision Number 2

12 November 1993
:'10 SERVICE MANUAL eROUND HANDLINe. 2-41
RUDDER PEDAL MEeHAN ISM
RUDDER
GUST LOCK
BEARING
(TYPICAL EACH SIDE)
NOTE
AFTER LUBRICATING, ACTUATE THE

PARKING BRAKE
RUDDER PEDALS AND PARKING BRAKE
SEVERAL TThlES TO INSURE ADEQUATE TORQUE TUBE
PENETRATION OF THE LUBRICANT. PIVOT POINTS
THOROUGHLY WIPE OFF ANY OIL ON
THE RUDDER PEDALS. Detail J

Change 6
CONTROL COLUMN
CONTROL TUBE
Detail K
BEARINGS
BEARINGS
BEARJ~G
NOTE
APPLY A SMALL AMOUNT OF GENERAL

PURPOSE POWDERED GRAPHITE, MIXED
WITH LUBRICATING OIL. TO THE WHEEL
CONTROL TUBE ADJACENT TO THE
SOCKET ASSEMBLY ON THE INSTRliMENT
PANEL. ACTUATE THE CONTROL TUBE
FORWARD AND AFT TO INSURE PENE-
TRA TION OF THE LUBRICANT INTO THE
SOCKET ASSEMBLY. WIPE OFF CONTROL
TUBE THOROUGHLY.
Fir-:urr' 2-12. Lubrication Diagram (Sheet 11 of 15)

310 SERVICE MANUAL GROUNO HANOLING. 2-49
SERVICING ANO INSPECTION
TRIM TAB ACTUATORS
I
fi\
Vl.:/
INTERNAL THREADS
Detail L
NOTE
CLEAN AND REPACK AILERON,
ELEVATOR AND RUDDER ACTUATORS
WITH DOW CORNING 1:33 LIGHT
CONSISTENCY SILICONE GREASE.
ELECTRIC TRIM TAB ACTUATOR
NOTE
Detail M
ELECTRIC TRIM TAB ACTUATOR
DRUM AND CABLE MUST BE FREE
OF GREASE A.t'<-o OIL.
Fif,ure 2-12. Lubrication Diagram (Sheet 12 of 15)

Change 9
2 - 50 aROUND HANDLING. 310 SERVICE MANUA L
SERVICINa AND INSPECTION
LANDING LIGHT NOTES:

1. THE UGHT MUST BE EXTENDED
TO LUBRICATE THE LARGE SECTOR
GEAR. WIPE OFF EXCESS GREASE
FROM GEAR SECTOR BEFORE RE-
TRACTING THE LIGHT.
2. THE OPTIONAL RIGHT WING
LANDING UGHT. IF INSTALLED,
MAY BE LUBRICATED IN THE SAME
MANNER.
HINGE POINT
INTERNA L GEARS
Detail N
Fi~ure 2-12. Lubrication Diagram (Sheet 13 of 15)
Change 1
COWL FLAPS
TURBO 310POOOI At-.'D ON Detail 0
Change 2
I
ENG INE CONTROL
Detail P
FUEL SELECTOR VALVE
fUEL SELECTOR
GEAR BOX
• NOTE:
Detail Q CLEAN AND LUBRICATE
WITH CAMIE 1000 DRY
SPRAY LUBRICANT
Detail R EVERY 100 HOURS
Change 2
SERVICING PROC EDURES
For convenience, the items listed below are segregated into servicing intervals; that is, all items which
must be checked or serviced daily are listed, then items requiring 50 hour service are listed. Ptc. The
numbered symbol at each item refers to the item as shown in .the Servicing Chart.
SERVICING CHART
Symbol denotes servicing interval. Number within symbol refers to item to be serviced.
0
CHECK OR
D
SERVICE AT
0
SERVICE AT
6
SERVICE AT
Q
SERVICE
SERVICE DAILY 50 HOURS 100 HOURS 200 HOURS AS REQD.
Figure 2-13. Service Chart (Sheet 1 of 3)
Change 8
2-54 GROUND HANDLING. 310 SERVICE MANUA L
o
DAILY
FUEL TANK FILLERS:

Service after each flight. Keep full to retard condensation in tanks. Service with 100/130
or alternate 115/145 aviation gasoline. Capacity each tip tank: 51 U. S. Gals., 42.5 Imp.
Gals., or 193 Liters. Capacity each auxiliary (optional) tank: 20.5 U. S. Gals., 17.1 Imp.
Gals., or 77. 5 Liters and! or 11. 5 U. S. Gals., 9.6 Imp. Gals. or 43. 5 Liters. Capacity
each wing locker (optional) tank: 20. 3 U. S. Gals., 16. 8 Imp. Gals., or 76. 8 Liters.
o FUEL TANK DRAINS:

On the first flight of each day and after each refueling, drain a small amount of fuel from
the main and auxiliary tank drain valves.
o FUEL STRAINER DRAIN:

Drain about 2 ounces of fuel from each fuel strainer before first flight each day and after
refueling.
~
~
O OIL DIPSTICK AND FILLER CAPS:
C~eck on preflight and add oil as necessary. Do not operate on less than 9
U.S. qaurts, 7.4 Imperial quarts or 8.5 liters and fill if extended flight is
planned. The oil capacity is 12 U.S. quarts, 10 Imperial quarts or 11.4
liters without an oil filter or 13 U.S. quarts, 10.8 Imperial quarts or 12.3
liters with an oil filter change. Use aviation grade oil conforming to
Continental t1otors Specification MHS-25, SAE30 below 40'F or SAE50 above
40·F. The airplane is delivered from the factory with straight mineral oil;
therefore, it will be necessary during the breakin period or first 25 hours
of operation to add straight mineral oil (Military Specification MIL-L-6082).
Multiviscosity oil with an unrestricted range is recommended for engines
which have accumulated a minimum of 25 hours of operation to improve starting
and turbocharger controller operation in cold weather.
o OXYGEN CYLINDER (OPTIONAL);

Check oxygen pressure gage for anticipated requirements before first flight. Whenever
pressure drops below 300 PSI, refill with aviator's breathing oxygen, Military Specifica-
tion MIL-G-27210. Maximum pressure 1800 PSI.
o FUEL LINE CROSSOVER DRAINS:

Drain two (2) ounces of fuel from each valve before first flight each day.
50 HOURS
BATTERY:
Check level of electrolyte every 50 hours or at least every 30 days, oftener in hot weather.
Maintain level of electrolyte in the filler hole even with the bottom of the vent well by add-
ing distilled water.
INDUCTION AIR FILTERS:

Service every 50 hours or oftener when operating in dusty conditions. Under extremely
dusty conditions, daily maintenance of the filter is recommended.
OIL SUMP DRAINS. OIL SCREENS, AND OPTIONAL EXTERNAL OIL FILTERS:
Change oil, remove and clean screens and replace filters every 50 hours.
Change engine oil at least every six months even though less than fifty
hours have accumulated. Reduce periods for prolonged operation in dusty
.ueas, cold cl imates or where short fl ights and long id Ie periods are
encountered which cause sludging conditions. Always change oil and
replace filter element whenever oil on dipstick appears dirty. Use
caution when installing filter element so as not to overtorque.
Figure 2-13. Service Chart (Sheet 2 of 3)
Change 9
50 HOURS
OIL SEPARATOR:
Clean oil breather separator.
SHIMMY DAMPER:
I Check fluid level and fill as required with hydrauliC fluid (Red) MIL-H-5606A.
100 HOURS
~
V SUCTION PEllEF VALVE:
Check suction relief valve screen for dirt or obstructions. If suction gage reading appears
high, remove screens and clean with compressed air or wash with Stoddard Solvent.
<> FUEL SELECTOR VALVE:

Clean and lubricate with Camie 1000, Dry Spray Lubricant.
200 HOURS
~ VACUUM SYSTEM FILTER:

~ Clean at 200 hours replace with new filter at 500 hours PiN C294501-0103.
A
~
SHOCK STRUTS:
Check and fill to level of filler plug with hydraulic fluid (Red) MIL-H-5606A in the collapsed
position.
A
~
BRAKE MASTER CYLINDERS:
Check fluid level in reservoirs and fill as needed through plugs on master cylinder head.
Fill with hydraulic fluid (Red) MIL- H- 5606A.
&. HEATER FUEL FILTER:

Remove and wash thoroughly with unleaded gasoline.
AS REQUIRED
f"'0
~
TIRES:
Nose wheel tire maintain 40 PSI.
Main wheel tire maintain 60 PSI.
r;\ FUEL SELECTOR VALVE GEAR BOX:

L.:.1 Clean thoroughly with suitable solvent, allow to air dry and lubricate. by hand, with general
purpose grease.
n ALCOHOL
L2-l ANTI-ICE SYSTEM
Check fluid level and fill as required with isopropyl alcohol (MIL-F-5566).
Figure 2-13. Service Chart (Sheet 3)
Change 8
MISCELLANEOUS SERVICE ITEMS. pushing up on the valve stem. The fuel selector
valve is located inboard of nacelles and forward of
Cold Weather Servicing. the gear doors in the leading edge, while the cross-
over drain valves are located in the wing gap area.
The main tank drain valves are located in the aft end
I
If the aircraft IS to be used frequently in extremely
cold weather, the oil should be drained while the en- of the main tanks. To drain the main tank, engage
gine IS hot and stored in a dry warm place until need- the screwdriver (with shank removed), furnished
ed for next flight. If desired. the oil may be heated with the aircraft, and push up. Fuel will flow through
before it is poured into the engine for the next flight. the hollow handle of the sc rewdriver. The auxiliary
I fi.efer to Section 9 for Cold Weather Servicing of Oil

Pressure Lines.
and optional tanks drain valves are located outboard
of the nacelle and forward of the rear spar. These
drain valves are drained by pushing up on the center
plunger.
Draining Oil.
Defueling.
a. Drain the oil system on each engine as follows:
1. Start engi ne and run unti I oil temperature is The defueling procedures given pertain to the right
wi thin normal ope rating li mils. wing. The procedure is the same for the left Wing.
2. Stop engi ne and open oi I drain access. A standard defueling truck or defueling pump is nec-
3. Rem:)Ve drain plug and allow sump to complete- essary to defuel the aircraft.
ly drain.
4. Install drain plug and close oil drain access. CAUTION
WARNING During all defueling, tank purging and tank

repair operations, the aircraft must be lo-
When preheating the oil, do not allow the tem- cated a safe distance from other aircraft
0
pe rature of the heated oi I to rise above 121 C and buildings. Fire fighting equipment
(250' F). Heating the oil above this tempera- must be available. Two ground wires from
ture may cause a flash fire. Just before shut- different paints on the aircraft to separate
ting down the engine in cold weather a quart of approved grounding stakes shall be used to
gasoline may be added to the oil in the sump prevent accidental disconnecting of one
to dilute the oil for the next start. ground wire.
a. Turn off all electrical power.

Fuel System Servicing b. Turn fuel selector valve handles off.
c. Remove fuel filler cap and insert defueling tube.
The standard fuel system is comprised of two main d. Remove as much fuel as possible through the
tip tanks. Each main tank has a capacity of 51. 0 U. S. filler.
gallons of which 50.0 U. S. gallons are usable. Op- e. Cut safety wire and remove drain valves from
tional fuel systems include two auxiliary fuel tanks bottom side of wing and drain remaining fuel in a
with a capacity of 20. 5 U. S. gallons each tank of clean, open container. Use defueling pump to re-
which 20.0 U. S. gallons are usable (31OQOOOI to move fuel from container.
31OQ0601). On aircraft 310Q0601 and ON two op- f. Drain right-hand crossover drain line at wing
tional fuel tanks are available with a capacity of 11. 5 gap area.
U. S. gallons each tank of which 11. 5 U. S. gallons
arc usable. The optional wing locker fuel tanks in WARNING
each wing have a capacity of 20. 5 U. S. gallons each
tank of which 20.0 U. S. gallons are usable. This Residual fuel accumulation in the wing is a
provides a total usable fue I capacity of 203. 0 U. S. fire hazard. Use care to prevent the accu-
gallons in both wings. mulation of such fue 1.
NOTE
Purging Main Fuel Tanks and Auxiliary Fuel Cells.
Fuel servicing rates on some ground servic-
i ng equipment may tend to exceed the ai r- To reduce the possibility of an explosion during re-
craft's fuel system intake rate, thus creat- pair, purge fuel tanks and fuel cells with an inert gas
ing several false "Full" indications. A slow- such as Argon. Since Argon is heavier than air, it
er fueling rate is therefore I ecommended. will remain in the fuel tank or cell during the repair.
Repairs shall be made using non-sparking tools (air
motors, plastic scrapers, etc.). The use of a port-
Fuel System Drains. able vapor detector (Mine Safety Appliances Explosi-
meter, Model 5 Indicator) to detect the presence of
The fuel system has incorporated eight drain valves explosive gasses is also recommended.
which must be drained before the first flight eacb day
to check for water or sediment. Two fuel selector
\'alves and two crossover drain valves are drained by
Change 4
310 SERVICE MANUAL eROUNO HANOLiNe. 2-51
a. Defuel the aircraft in accordance with defueling which are available through the Cessna Service Parts
procedure. Department.
b. Insert hose through filler opening into fuel tank
or cell. Part No. Nomenclature
c. Attach hose to inert gas container and allow
inert gas to flow into the fuel tank or cell until all 0880001-1 Actuator Arm Tension Tool
explosive gas vapors are dissipated. 2-170 Jack
SE709 Filter Adapter Wrench
NOTE SE716 Inc linometer
SE608 Motor Mount Wrench (for use
The length of time required to fill the fuel with 0851559 lockwasher)
tank or cell with inert gas is dependent upon SK320-2 Unmetered Fuel Pressure
rate of flow and tank capacity. Test Hookup
SK310-32 OXygen Refill Kit - Less
Bottles
Aircraft File: 0800020-1 Hoisting Lugs (Optional)
0800007-3 Screwdriver
There are miscellaneous data, information and 5090006-9 Propeller Wrench
licenses that are a part of the aircraft file. 0880002-1 Cradle
0880002-2 Leveling Block
0880002-3 Hook
SPECIAL TOOLS AND EQUIPMENT. FT251 Reamer Tool
SK182-43 Cylinder Head Calibration
The relative simplicity and easy accessibility of 310 Unit
components eliminate the use of many speCial tools. 0880004-1 Ring Pack Support Tool
In most cases, the well equipped shop will find it 0880004-2 Ring Pack Support Tool
necessary to employ only the following special tools 1007254-101 Seal Replacement Tool Kit
1007291 Wrench Assembly
I
5090005-1 Alternator Hub Wrench
SK150-20 Wheel Balancer
5090002-1 Tool, Pressure Ratio
Controller
Change 8
COMPONENT LOCATION
Alternate Static Source Mounted on parking brake support bracket

Alternator and Ammeter System
Emergency Switch Circuit breaker panel
Emergency Field Fuse Circuit breaker panel
Overvoltage Relay Mounted on front spar under copilot's seat
Voltage Regulators Under copilot's seat
Field Fuse Circuit breaker panel
Alternator Fail Light Diode In wire bundle approximately 15 inches from end of bundle
Alternator Filter Capacitor Mounted on forward or outboard Side of alternator
Alternator Fail Module Mounted on forward or outboard side of alternator
Alternator Fail Light Stationary instrument panel left of flap posi lion indicator
Ammeter Stationary instrument panel
Fuse In each wing root junction box
Shunt Wing root LH (2), RH (1)
Autopilot
Pressure Switches Inboard RH and LH engine nacelle elbow fitting
Solenoid Valve In aft engine compartment
Filter Element In pressure line aft of F. S. 132.00
Battery Solenoid Left engine nacelle firewall
Cigar Lighter Resistor O. 00 Bulkhead forward of instrument panel

Fuse 0.00 Bulkhead forward of instrument panel
Deice System Wing

Control Box RH side of fuselage forward of instrument panel
Control Switch Glare shield switch panel
Filter In each engine nacelle on firewall
Pressure Switch Under floorboards aft of front spar LH side of aircraft
Deice Propeller
Timer Upper shelf LH nose
Engine
Cylinder Head Temperature Bulb Under number three cylinder of each engine
EGT Probe In exhaust stack aft of risers
Oil Dilution Solenoid On firewall in RH nacelle
Oil Temperature Bulb Aft side of engine under oil cooler
Tachometer Generator Accessory drive aft on engine
External Power Receptacle Underside of LH wing outboard of nacelle
Elevator Trim Actuator In tailcone F. S. 154. 00
Flap System
Posi tion Indicator Stationary panel next to flap switch
Limit Switches On bracket mounted on flap actuator
400A Autopilot Resistor On bracket on flap actuator
Flap Actuator Under floorboard aft of rear spar
Flight Hour Recorder
Actuator Switch Belly of aircraft forward of front spar
310Q0201 and On landing gear safety switch
Fuse In wire bundle
Finish and Trim Plate Forward left Side of nose wheel well web
Fuel System
Drain Valves . Wing gap area and under each fuel tank
Boost Pump Relays Wing root (LH and RH)
Transfer Pump Mounted on rib outboard of engine nacelle
Pressure Switch Engine nacelle aft side of engine
Selector and Strainer Outboard of engine nacelles in wing leading edge
Signal Condi tioner Located in the aft portion of fuel quantity indi cator
I 31OQ0601 and ON Located outboard of each nacelle in wing
Tank Vent Heaters End of vent lines below fuel tanks
Wing Locker Transfer Pump Outboard of engine nacelle
Figure 2-14. Components and Location Chart (Sheet 1 of 3)

Change 6
I
COMPONENT LOCATION
Heater
Filter and Solenoid Right wing
Igniter Plug Located in heater combustion chamber
Warning Relay Right side of nose wheel well next to heater
Shutoff Valve Right wing gap area
Thermostat Inside ducting in right nose
Fuel Pump On fuel pump motor
I Inverter Mounted forward of instrument panel <L of aircraft
Junction Box
Left Left side of cabin, floor level, F. S. 100. 00 back of
upholstery panel
Right Right side of cabin, floor level, F. S. 100.00 back of
upholstery panel
Landing Gear
Actuator and Motor Between front and rear spar under floorboard (LH side)
Limit Switch (Down) Top of landing gear actuator
Limit Switch (Up) Top of landing gear actuator
Actuator Relays Aft of actuator under floorboards
Safety Switch Left landing gear strut
Nose Indicator Switch (Up) Mounted on up lock torque tube
Nose Indicator Switch (Down) Mounted on nose gear retracting linkage
Left Indicator Swi tch (Down) Mounted on left side brace lock link
Right Indicator Switch (Down) Mounted on right side brace lock link
Lighting
Landing Tip tank tail cap
Strobe Light Forward tip tank nose and tail cone
Strobe Light - Power Units In tailcone area
Wing Walkway Light Right side of fuselage under cabin door
Courtesy Light SwitcP. Below baggage door stop
Wing Locker Baggage Light Baggage nacelle wall
MAA Plate Aft side of forward cabin door post
Propeller
Synchronizer Actuator Mounted in aft portion of RH nacelle
Control Box Mounted on glove box RH side
Unfeathering Accumulator Mounted on outboard side engine mount
Starter Aft side of engine

Solenoid LH engine nacelle
Vibrator LH panel brace forward of instrument panel
Terminal Blocks
I TB5 (Optional)
TB14 (Engine Instr. Lts.)
TB15 (Flight & Radio)
TB16 (Electroluminescent)
Mounted on
Forward of
Forward of
Forward of
aft side of stereo
instrument panel at CL of aircraft
instrument panel left of CL of aircraft
instrument panel at <L of aircraft
Change 6
I
2-60 GROUNO HANDLING. 310 SERVICE MANUAL
Tow Bar Stored in RH wing locker
Vacuum System
Filter Forward 0.00 bulkhead ~ of aircraft
Regulator In wing gap area
Windshield (Heated)
Relay Upper shelf (LH nose section)
Control Upper shelf (LH nose section)
Warning Horn 0.00 Bulkhead forward of instrument panel
Zener Diode (Stereo) (1 Z M13T5) Located on glove compartment aft side
Change 6
310 SERVICE MANUAL AIRFRAM~ 3-1
AIRFRAME
Table of Contents
Page Page
FUSELAGE 3-2 Installation of Front Seats 3-17

Windshield and Windows 3-2 Removal of Seat Belts 3-18A
Plastic Windows Inspection Criteria 3-2 Installation of Seat Belts 3-18A
Removal of Windshield 3-3 Removal of Shoulder Harness 3-18A
Installation of Windshield 3-3 Installation of Shoulder Harness 3-18A
Heated Windshield 3-3 Removal and Installation of Inertia Reel 3-18A I
Troubleshooting 3-5 Troubleshooting Reclining Rear Seat 3-19
Removal 3-5 Removal of Reclining Rear Seat 3-19
Installation 3-5 Disassembly and Assembly of Reclining.
Removal and Installation of Heated Rear Seat 3-19
Windshield Components 3-5 Installation of Reclining Rear Seat 3-19
Removal and Installation of Picture Removal of Center Single Adjustable Seat. 3-19
Windows 3-5 Installation of Center Single Adjustable
Emergency Exit Window 3-5 Seat 3-19
Removal 3-5 Removal and Installation of Fifth and
Ins tallation 3-6 Sixth Seats 3-19
Emergency Exit Window Release Disassembly and Assembly of Fifth and
Mechanism 3-9 Sixth Reclining Seats 3-19
Removal and Installation 3-9 UPHOLSTERY 3-22
Removal and Installation of Foul Removal and Installation of Upholstery
Weather Window 3-9 and Upholstery Trim 3-22
DOORS 3-9 Removal and Installation of Carpet 3-22
Removal of Cabin Door 3-9 WING 3-28
Disassembly of Cabin Door 3-12 Removal 3-28
Assembly of Cabin Door 3-12 Installation 3-28
Installation of Cabin Door 3-12 Removal of Wing Locker Door 3-31
Troubleshooting Cabin Door Latch Installation of Wing Locker Door 3-31
Assemblies 3-12 Removal and Installation of Wing Locker
Removal of Cabin Door Latch Assemblies 3-12 Door Latch 3-32
Disassembly and Assembly of Cabin Checking Baggage Door Stop Tension 3-32
Door Latch Assemblies 3-13 FUSELAGE STINGER 3-32
Installation of Cabin Door Latch Assemblies 3-13 Removal 3-32
Removal of Baggage Door 3-13 Installation 3-32
Disassembly of Baggage Door 3-13 STABILIZERS 3-32
Assembly of Baggage Door 3-13 Removal of Horizontal Stabilizer 3-32
Installation of Baggage Door 3-13 Installation of Horizontal Stabilizer 3-32
Removal, Installation and Adjustment of Removal of Vertical Stabilizer 3-32
Baggage Door and Latch Assembly Installation of Vertical Stabilizer 3-34
(Optional) 3-13 CONTROL PEDESTAL 3-34
Adjustment of Wing Locker and Cabin Removal 3-34
Door and Baggage Door Stop 3-17 Disassembly 3-37
SEATS Assembly 3-37
Troubleshooting the Individual Seat Installation 3-37
Assemblies 3-17 RADOME 3-39
Removal of Front Seats 3-17 Removal and Installation 3-39
Change 6
3- 2 AIRFRAM~ 310 SERVICE MANUAL
CODE NOTE:
LEFT WINDOWS TYPICAL
. . CRITICAL VISION AREA
FOR RIGHT WINDOWS
(>.»1 NON-CRITICAL VISION AREA
31~0401 AND ON
Figure 3-1. Critical Vision Areas
FUSELAGE
'W indshie ld and IN indows.
Plastic IN indows InspectIOn C rite ria.
DEFECTS CRITICA L VISION AREA NON-CRITICAL VISION AREA
MAXIMUM MAXIMUM MAXIMUM MAXIMUM

REPAIRABLE PERMISSIBLE REPAIRABLE PERMISSIBLE
'WITHOUT REPAIRING 'WITHOUT REPAIRING
NICKS AND DENTS.
MaXimum Not repairable. 0.025 inch. 0.250 Inch. O. 125 inch.

Diameter.
Depth. Not repa lrable. 0.016 Inch. 0.076 inch. 0.032 inch.
Frequency. None. 2 per sq. ft. 2 per sq. ft. 1 per sq. ft.
Change 2
I
3';'0 SERVICE MANUAL 3-3
Plastic Windows Inspection Criteria (Continued).
SCRATCHES
Length. 12 inches total 12 inches total 24 inches total 24 inches total

per area. per area. per area. per area.
Width 0.020 inch. 0.020 inch. 0.050 inch. 0.020 inch.
Depth. 0.016 inch. 0.008 inch. 0.008 inch. 0.008 inch.
Frequency. 12 inches total 12 inches per area. 20% of total Total length of
per area. area. scratches equals 3
times longest dimen-
sion of area.
CRACKS.
Length. CracKs originating None. 6. 00 inches. None.

at mounting holes
or edge of glass
and progressing
into C. V. area
must not exceed
1 inch.
Frequency. 12 inches total None. 12 inches total None.

per area. per area.
CRAZING.
Slight. Not repairable. Crazing adjacent to the Not repairable. Shall be contained in a
edge of the glass must 9.00 inch circle.
not extend more than 1
inch into C. V. area.
Severe. Not repairable. Crazing adjacent to the Not repairable. Shall be contained in a
edge of the glass must 6.00 inch Circle.
not extend more than 1
inch into C. V. area.
DISCO LORA TION.
Not repairable. None. Not repairable. May extend 1 inch from

all edges of non-critical
areas.
Removal of Windshield. (310P0001 to 310Q0401.) h. Remove right skin (22) by removing nuts (25) and
(See figure 3-2.) screws (23).
i. Remove windshield (6) from aircraft.
a. Remove magnetic compass (21). j. If optional Heated Windshield is installed, follow
b. Remove left, right and upper windshield uphols- steps a. through i., plus the removal of nuts (8 and
tery trim panels in accordance with upholstery trim 9), and screws (3 and 4) and windshield center stif-
removal procedures. feners (5 and 7).
c. Remove headliner from upper edge of windshield
in accordance with upholstery trim removal proce-
dures. Installation of Windshield. (310POOOI to 310Q0401.)
d. Remove Cherry Rivets (10) and screws (2) from (See figure 3-2.)
windshield upper retainer.
e. Remove nuts (11) and screws (2) from windshield a. Place seal tape (12) on windshield edges and
upper retainer. apply sealing compound (Presstite Engineering Co. ,
f. Drill rivets out of left outside retainer (19) and No. 579. 6) on all edges of the windshield and retain-
right outside retainer (20). ers.
g. Remove left skin (18) by removing nuts (13 and b. Position windshield (6) and upper retainer (1).
14) and screws (16 and 17). Temp3rarily fasten in place.
Change 2
3-4 AIRFRAME 310 SERVICE MANUAL
.~
Detail C 6
7
Detat! B
c
-----------
19
Detail A
1. Inside Cpper Retainer 10. Cherry Rivet 18. Left Skln

2. ScrelV 11. Nut 19. Left Outside Retalner
3. Screw 12. Tape 20. Right Outside Retainer
4. Screw 13. Nut 21. Magnetic Compass
"i. Outside Cl'ntcr Stdlcner 14. Nut 22. Right SKln
o. WlndslHeld P:tnel 15. Left Inside Retalner 23. Screw
7. Inside Centc r Stiffener 16. Screw 24. Right Inside Retalner
b. Nut 17. Screw 25. Nut
9. Nut
Figure 3 -2. Windshield Assembly
Change 2
310 SERVICE MANUAL AIRFRAME 3-4A
---,
,
~r/~~~'~_, .
"'~~
~
6 5
2 4 Detail C
Detail B
;;,-?
16.....-"'
/\
15' \
\
Detail A
310Q0401 A ND ON
1 Cabin Skin 7. :--Jut 13. Left Outsld

14. RIO"ht 0 e Retainer
2. Seal Tape :--Jut
3. Sc rew 9 Left Inside R
1-
;). RI~ht
'" utslde R
Skin etall1er
10. Screw etalner
4. Windshield lb. Screw
5. Cp;Jer Reta 11. Sc rew 17.
U:l. RightInsd
Nut I e Retainer
6. Nut Iner 12. Left Skin
Figure 3-2A. Windshield I nstallatlOn
Change 2
3-4 B AIRFRAME 310 SERVICE MANUAL
c. Position right skin (22) and left skin (IS). Temp- d. Install right inSide retainer (17) and left inside
oranly fasten in place. retainer (9).
d. Install left inside retainer (15) and right inside e. Secure left skin (12) and right skin (15) with
retainer (24). screws (10, 11 and 16) and nuts (7, 8 and IS).
e. Fasten right and left retainers (19 and 20) in i. Install screws in upper cabin skin, windshield
place with temporary fasteners. Secure in place and inside retainer (5).
with MS20365-4 rivets. g. Install retainers (13 and 14) and secure with
MS20365 rivets.
NOTE NOTE
NAS507 -632RS sc rews and MS20365 -632 nuts NAS507-632RS screws and MS20365-632 nuts
may be used in lieu of rivets for replacing may be used in lieu of rivets for replaCing
the ri ght and left retainers. the right and left retainers.
f. Secure left skin (IS) and right skin (22) with h. Install interior trim in accordance with uphol-
screws (16, 17 and 23) and nuts (13, 14 and 25). stery installation procedures.
g. Secure inside upper retainer (1) with screws
(2), nuts (11) and cherry rivets (10).
h. Install magnetic compass. Removal and Installation of Omni Window. (See
i. Install headliner assembly in accordance with figure 3-2B. )
installation of upholstery procedures.
J. Install windshield upholstery trim panels in ac- a. Remove window trim (1) by removing screws (4).
cordance with installation of upholstery procedures. b. Drill out rivets (6) securing retainer (2) to cabin
k. if optional Heated Windshield is installed, follow skin and remove window.
steps a. through f., plus aligning inside (7) and out- c. When replacing seal (3), make splice joint at
side (5) metal stiffeners and secure with screws (3 forward center of window (5).
and 4) and nuts (S and 9). Complete steps h. through d. Installation of omni window is reversal of re-
i., after installing center stiffeners. moval procedures.
Removal of Windshield. (310Q0401 and On.) (See

figure 3-2A.) Heated Windshield.
a. Remove left and right windshield upholstery trim The electrically heated windshield (optional equip-
in accordance with upholstery trim removal proce- ment) is provided to maintain the pilot's Windshield
dures. at predetermined temperature level. A temperature
b. Remove nuts (6) and screws (3) from windshield controller, relay, circuit breakers, switch, light
upper retainer. assembly, and necessary wiring make up the electric
c. Drill rivets from left outside retainer (13) and windshield system. The temperature controller and
ri~ht outside retainer (14). relay are mounted on the timer shelf in the LH nose
d. Remove left inside retainer by removing nuts section, while the switch and circuit breakers are
(7 and S) and screws (10 and 11). located on the instrument panel. When the switch is
e. Remove nght retainer (17) by removing nuts actuated to the ON position, the controller senses
(18) and screws (16). the windshield temperature, should the windshield
f. Remove windshield from aircraft. temperature not be within the selected controller tem-
perature setting (100 ± 10 e F), the relay will close
and supply power to the heating elements embedded
Installation of Windshield. (310Q0401 and On.) (See in the windshield. An external adjusting potentio-
figure 3-2A.) meter on the controller is provided to allow the se-
lection of desired operating temperature. To prevent
a. Place seal tape (2) on windshield edges and ap- the rapid on and off cyc ling during cold operating
ply sealing compound (Presstite Engineering Co. , temperatures, the controller allows the windshield
~o. 579.6) on all edges of the windshield and re- to vary 10 degrees above and below the setting on
tainers. the potentiometer. When the temperature of the
b. Insert upper edge of windshield between re- Windshield rises to the upper limit of 110°F, the
tainer (5) and cabin skin (1) until screw holes are relay will de-energize and power will be removed
aligned. from the heating element.
c. Temporarily fasten right skin (15) and left skin
(12) in place.
Change 2
I
310 SERVIC E MANUAL AIRFRAME 3-4C/3-4D
Detail A (TYPICAL)
31OQ0401 AND ON
1. Window Trim 3. Seal 5. Window

2. Retainer 4. Screw 6. Rivet
Figure 3-2B. Omni Window Installation
Change 3
310 SERVICE MANUAL AIRFRAME 3-5
Troubleshooting Heated Windshie ld.
TROUBLE PROBABLE CAUSE CORRECTION
WINDSHIELD WILL NOT Open circuit. Reset circuit breaker.

HEAT
Defective relay. Replace relay.
Defective temperature controller. Replace temperature controller.
Loose or faulty wiring. Check, tighten or replace wiring.
Defective switch. Replace switch.
Defective windshield sensing Replace windshield.

element.
WINDSHIELD liEATS Defective relay. Replace relay.

CONTINUOUSLY
Defective temperature controller. Replace temperature controller.
Defective windshield senSing Replace windshield.

element.
Removal of Heated Windshield. d. Remove inboard window panel (3) from supports
(5, 11 and 14).
a. Disconnect electrical wiring to magnetic com- e. Remove outboard window (2) by remOVing upper
pass. Remove screw, nut and compass. support (5) and lower support (11) from fuselage
b. Tag and disconnect windshield wiring. structure by removing attaching screws.
c. Remove windShield in accordance with removal f. Remove forward support (14) and trim retall1er
procedures. (15) by removing attaching screws and nuts.
g. Remove upper and lower retainers (4 and 12) by
removing attaching screws.
Installation of Heated Windshield. h. Remove aft retainer (9) by removing attaching
screws.
a. Install windshield in accordance with installation i. Remove outboard window pane (2) from window
procedures. frame.
b. Connect wiring and remove tags. J. Install picture windows by reversing procedures
c. Install magnetic compass and connect wiring. outlined in steps a thru i.
d. Check operation of heated windshield.
Emergency Exit Window.
The emergency exit or pilot's window is a slllgie

Removal and Installation of Heated Windshield Com- window located on the left forward side of the cab ill.
ponents. (See figure 3 -3. ) This window consists of a plastic panel With an inte-
grally mounted foul weather window. The enlergency
a. Tag electrical wires, remove temperature con- exit window is mounted inside a spot-welded and
troller (1) from timer shelf (2) by removing four riveted frame assembly. This frame assembly is
attaching screws and nuts. secured to the main fuselage structure by four catch
b. Tag electrical wires, remove relay (3) from assemblies and three clips. When the emergency
timer shelf by removing two attaching screws and release pull ring is pulled, the cable assemblles
nuts. release the frame assembly from the fuselage struct-
c. To install heated windshield components, re- ure, thereby, the frame assembly can be pushed clear
verse the above procedures. of the structure. Operating instructlOns are contain-
ed on a decal located on the window pane 1.
Removal and Installation of Picture Windows. (See

figure 3-4. ) Removal of Emergency Exit Window. (See figure
3-5. )
a. Remove window trim panels (6, 7, 10 and 13).
b. Remove wire tunnels. a. Remove Window post trim, lower. upper and
c. Remove inboard window panel (3) by removlI1g aft forward wll1dow tnm in accordance With upholstery
support (8) and removing three attaChing screws. tnm removal procedures.
3-6 AIR~RAM!; 310 SERVICE MANUAL
b. Remove emergency exit window by remov- a. Hold emergency window assembly at

ing cover (20) and actuating release ring a slight angle, engage pivot pins (8) in-
(21) thus releasing cable ends OS) from to fuselage structure and position window
latch assemblies (16). in fuselage frame.
c. Supporting emergency exit window, push
outward until pivot pins (8) and clips (10) NOTE
clear fuselage structure.
Pivot rings (8) are provided with ad-
Installation of Emergency Exit Nindow. justable mountings. Normally the pivot
(See figure 3-5.) pins settings are not disturbed during
~OTE emergency window removal. If pivot
Prior to installation, check each clip pins settings were disturbed, it will
to ensure it is structurally sound. become necessary to realign them on
If it has been previously bent or shows installation. This is accomplished
signs of fatigue it shall be replaced. by loosening the four screws in the
Clip may be fabricated in accordance mounting plate.
with detail in figure 3-5.
"'\
FORWARDt '"\
\ '\
'\
TOP VIEW
Detail A
1. Temperature Controller 3. Relay

2. Timer Shelf 4. Screw and Nut
figure 3-3. Heated Windshield Components Installation
Change 9
310 SERVICE MANUAL" AI"~"AME 3-7
Detail A Detail B
10-~
11 --':';~I~
12 --""*--~I
Detail C Detail D
1. Screw 6. Upper Window Trim 11. wwer Support

2. Outboard Window Panel 7. Aft Window Trim 12. wwe r Retainer
3. Inboard Window Panel 8. Aft Support 13. Forward Window Trim
4. Upper Retainer 9. Aft Retainer 14. Window Trim Support
5. Upper Support 10. wwer Window Trim 15. Forward Trim Retainer
Figure 3-4. Picture Window Installation

3-8 AIA"AAM~ 310 SERVlCE MANUAL
A B
"1
M~A
11
1
----
-,
---2
A
2~~~
\\{ l/
DETAIL B __
c
-1
12-~~
4--!'--'!tI
5
DETAIL F
DETAIL C
l. Window Skin 10. Clip 19. Window Release Pan

2. Pilot's Glass .\ssembly 11. Seal (:\it) 20. Window Release Cover
3. Retainer (Upper) 12. Seal (Lower) 21. Window Release Ring
4. Support (Glass Assembly) 13. Retainer (Lower) 22. Truloc Ball
5. Seal (Outer) 14. Retainer (Forward) 23. S(rew
6. Retainer 15. Cable Assembly End 24. Ring Clip
7. Seal (Upper) 16. Latch Assembly 25. Cable Assembly
8. Pivot Pin Assembly 17. Flat Head Pin 26. Guide Tube
9. Retainer (Aft) 18. Hat Section 27. Safety Wire
Figure 3-5. Pilot's and Emergency Exit Window Installation (Sheet 1 of 2)
Change 9
310 SERVICE MANUAL AIRFRAME 3-8A/3-8B
FUSELAGE SKIN
AND STRUCTURE
FORWARD RETAINER
MS20426AD-3 RIVET
CENTER CLIP
TO PROVIDE
EQUAL EDGE
MARGIN
EMERGENCY EX IT
WINDOW SKIN
MODIFY AERODYNAMIC WINDOW GLASS

SMOOTHER TO
APPROXIMATE THIS
CONDITION BY SANDING APPROXIMATE DIMENSIONS FROM EDGE
OFF EXCESS SMOOTHER OF WINDOW SKIN TO SEALED GAP
FRONT AND LOWER EDGE OF WINDOW

TOP EDGE OF WINDOW
VIEW
FUSELAGE SKIN AFT EDGE OF WINDOW
AERODYNAMIC f-.70-j
SMOOTHER
T
1. 75
DETAIL G
lL---
MATERIAL: 0.020 2024-T3 ALUMINUM
(DO NOT SUBSTITUTE)
EMERGENCY EXIT
WINDOW SKIN DETAIL H
Figure 3-5. Pilot's and Emergency Exit Window Installation (Sheet 2)
Change 9
and positioning emergency window in fuselage removal instructions.

frame aligning the pivot pin with hole. Scribe c. Remove ash tray and wemac in accordance with
an index mark along edge of mounting plate upholstery removal procedures.
after alignment is achieved. Remove emer- d. Remove cover (20) from pan assembly (19).
gency window from fuselage and tighten mount- e. Remove pull ring (21) by removing ball (22) from
ting plate along scribe line with the four at- cable assembly (25).
taching screws. Several adjustments may f. If removal of cable assembly (25) is necessary,
become necessary before positive alignment remove the following items:
is achieved. 1. Remove upholstery side panel in accordance
with upholstery removal procedures.
b. Position a man outside the emergency exit win- 2. Remove safety wire and disengage cable end
dow to apply pressure on the frame at each point assemblies (15) from latch assemblies (16).
while cable end assemblies (15) are being inserted 3. Remove window release pan (19) and ring clip
through latch assemblies (16). Safety cable end (24) by remOving screws (23).
assemblies (15) in place using. 011 copper safety 4. Remove flat head pin (17) and route cable as-
wire. Only a single strand of safety wire should be semblies (25) through hat section (18).
used. <
g. Install emergency window release mechanism by

CAUTION reverSing procedures a thru f and 1 thru 4.
h. Safety cable end assemblies (15) using. 011
The barrel on aft emergency window cable copper safety wire. Only a single strand of safety
end assembly (15) must be housed inside wire should be used.
guide tube (26) or serious binding may result.
NOTE
c. Using a rubber mallet, bend exposed tab of clip
(10) over fuselage window frame. The maximum pull required to release the
d. Install release ring (21) into clip (24) and re- emergency window shall not exceed 80
place cover (20). pounds on the ring.
e. Install forward window trim, upper, lower,
and window post trim in accordance with upholstery
trim installation procedures. Removal and Installation of Foul Weather Window.
f. USing an aerodynamic sealant (579-6 sealer- (See figure 3- 6. )
extruded) pack entire jOints of edge of emergency
exit window assembly opening trim. Wipe off and a. Tape or mask pilot's window as necessary to
remove all excess 579-6 sealer from exterior of protect the plexiglass during removal and installation
emergency exit window assembly and trim. Mix of hinge pin (7).
(Bondtite BTC 20 Aerodynamic smoother and apply a b. Remove nuts (6), washer (10), spring (9), and
light coat on outer perimeter joints of emergency hinge pin (7) and remove foul weather window (3)
exit window. This smoother should not overlap the from pilot's window (11).
joint by more than 1/10 of an inch, nor should it
be more than. 02 of an inch in depth. After smoother CAUTION
has cured, sand lightly to fair in edges. Repaint
all surfaces affected as required. When removing or installing foul weather win-
dow, use foul weather window spring tool, Part
Emergency Exit Window Release Mechanism. Number 5090003 to prevent spring from acci-
dentally damaging pilot's window.
The emergency release mechanism is located in the
left rear upholstery panel, just aft of and below c. Refer to illustration for further disassembly and
the emergency exit window. A red pull ring is assembly of the foul weather window.
secured in the royalite trim pan assembly, covered
and identified by an instructional plastic cover. A NOTE
finger size center hole in the plastic cover can be
quickly grasped to include the pull ring when an If seal (4) is being replaced, bond to foul
emergency condition exists. The cover decal reads: weather window (3) using Eastman 910 adhes-
EMERGENCY WINDOW RELEASE, PULL. When ive (Armstrong Cork Company, Lancaster,
the pull ring is pulled, the catch assembly is released Pennsylvania, or equivalent).
and the window then can be pushed free.
DOORS.
Removal and Installation of Emergency Window Rel- Removal of Cabin Door. (See figure 3-7.)
ease Mechanism. (See figure 3-5.)
a. With the cabin door open and supported, remove
a. Remove window post trim, lower, upper, and screw, washer, spacer and washer securing door
forward window trim in accordance with uphols- stop strap assembly (12) to fuselage.
tery trim removal procedures. b. Remove cotter pins securing hinge pins (18).
b. Remove pilot's seat in accordance with seat c. Remove hinge pins (18) by pulling pins through
3
4
17
'"
I'
"'0
15 / (
I
14 <(j
1. Screw 7. Pin 12. Screw

2. Hinge Half 8. Hinge Half 13. Hook
3. Foul Weather Window 9. Spring 14. Screw
4. Seal 10. Washer 15. Stud
5. Screw Post 11. Pilot's Window 16. Handle
6. Nut 17. Roll Pin
Figure 3- 6. Foul Weather Window Installation
Change 7
310 SERVICE MANUAL AIR"RAM~ 3-11
2~r
,
\
3
4
Detail B
Detail
,/
~
I"
. ~
I>
~--------------8
Detail A
18----
I
....
,
~~
~~'-10
Ull 9
14
i~",/
~. i
13--~
1;>---~!-11
1. Escutcheon Latch Plate 8. Upholstery Retainer 15. Escutcheon Plate
2. Cabin Door Window Panel 9. Ash Receiver 16. Ash Receiver Adapter
3. Upper Window Retainer 10. Door Stop Roller 17. Hinge Half
4. Aft Window Retainer 11. Shake Proof Spring Washer 18. Hinge Pin
5. Window Trim Panel '12. Strap Assembly 19. Window Retainer
6. Trim Pad 13. Spring Clip 20. Tape
7. Upholstery Panel 14. Handle 21. Lower Retainer
Figure 3-7. Cabin Door Installation

binge halves (17).

d. Remove the door from the aircraft. i. Remove window forward retainer (19) by remov-
ing attaching screws.
j. Remove window upper retainer (3) by removing
Disassembly of Cabin Door. (See figure 3-7. ) attaching screws and remove cabin door window (2).
a. Remove door stop strap assembly from cabin

ooor by removing screws, washers and spacers. Assembly of Cabin Door. (See figure 3-7.)
b. Press escutcheon plate (15) enough to permit
removal of setscrew securing door handle (14). a. To assemble cabin door, reverse disassembly
c. Pull off inside door handle (14) from door and procedures.
remove escutcheon plate (15).
d. Remove trim pad (6) and retainer pad (8).
e. Remove window trim panel (5) by removing Installation of Cabin Door. (See figure 3-7. )
screws and washers.
f. Remove screws securing upholstery panel (7). a. Install cabin door by reversing removal proced-
g. Remove window lower retainer (21) by removing ures.
attaching screws and nuts. b. If a replacement cabm door is being installed,
h. Remove window lower retainer. it may become necessary to carefully trim the edges
of the door skin to achieve a good fit.
Troubleshooting Chart of Cabin Door Latch Assemblies.
DOOR LA TCHES OPERA TE Tension wrong on linkage rods. Adjust rods.

TOO TIGHTLY
Idler Assembly binding. If bent, replace.
Wrong spring. Replace spring.
Bayonet assembly binding. Repair or replace.
Te leflex clevis too tight. Adjust clevis gap.
DOOR FAILS TO LATCH Spring broken. Replace spring.

PROPERLY
Linkage rod broken. Replace linkage rod.
Improper lubrication. Lubricate.
Bolt broken Replace bolt.
CASE AND HANDLE Spring broken. Replace spring.

ASSEMBLY FAILS TO
OPERA TE PROPERLY Pin brOKen. Replace pin.
Plate loose. Check screws.
BAYONET ASSEMBLY Broken pin. Replace pin.

FAILS TO OPERATE
Linkage too tight. Adjust linkage.
Be llcrank broken or bent. Replace beHcrank.
Removal of Cabin Door Latch Assemblies. (See bellcrank assembly (12).

figure 3 - 8. ) d. Remove upper latch assembly (18) by removing
attaching screws (20).
a. Remove cabin door In accordance With cabin e. Remove cable assembly (23) from door latch pul-
door removal procedures. ley assembly (56).
b. Disassemble cabin door in accordance With dis- L Remove screws (21) from lower latch assembly
assembly procedures. (22). Remove lower latch assembly (22).
c. Disconnect teleflex cable cleVIS (16) from upper g. Remove cable assembly (23) by removing turn-
latch assembly (18) by removlng cotter pin, washer buckle (63), pin (62), washer and cotter pin.
(17), and pin (19) attaching cleVIS to upper latch idler h. Remove the handle (26) by removing screw (25).
I
31(; SERVICE MANUAL AIRFRAME 3-13
i. Remove door handle plate (29) and slip cables Assembly of Baggage Door. (See figure 3-9. )
(60 and 61) from pulley (31). Remove cables.
j. Remove cotter pin (34) and remove latch cable a. Install baggage door latch (1) and secure with
(15 ). rivets.
k. Remove nut (36) and slip arm assembly (33) from b. Install lock assembly (25) and secure with screw
the door. (4).
1. Remove cotter pin and nut, slip bayonet assembly c. Install upholstery panel (2).
(24) from the door. d. Install door stop (6) on baggage door and secure
with screw (4).
I
Disassembly and Assembly of Cabin Door Latch
Assemblies. (See figure 3-8. \ Installation of Baggage Door. (See figure 3-9. )
a. Ii further disassembly of latch assembly is nec-
a. Position baggage door on fuselage and install
essary for repairs and/or replacement of com-
hinge pin (7).
ponents, use figure 3-8 as a guide for disassembly b. Install door stop (6) on fuselage and secure with
sequence. screw (4).
b. Assemble latch assemblies using figure 3-8 as
a guide for assembly sequence. Removal, Installation and Adjustment of Baggage
Door and Latch Assembly. (Optional) (See figure
Installation of Cabin Door Latch Assemblies. (See 3-9. )
figure 3-8. )
a. Remove screw (4) attaching door stop (6) to door
a. Install cabin door latch assemblies by reversing frame.
removal procedures. b. Remove door hinge pin (7) and remove baggage
door from aircraft.
Removal of Baggage Door. (See figure 3-9. ) c. Remove upholstery panel (2) by removing at-
taching studs.
a. Remove screw attaching door stop (6) to fuselage. c. Ii removal of cylinder lock assembly (25) is nec-
b. Remove door hinge pin (7) and remove baggage essary, proceed as follows: remove screw (4) and
door from aircraft. washer from arm (26).
NOTE
Disassembly of Baggage Door. (See figure 3-9. )
When arm (26) is removed, the cylinder
a. Remove screw attaching door stop (6) to baggage assembly remains free within the shell.
door. Care should be taken not to lose or dis-
b. Remove upholstery panel (2) by releasing the arrange tumblers or the key will not op-
attaching trimout studs. erate the locking mechanism. When arm
c. If removal of cylinder lock assembly (25) is nec- (26), shell nut (22), and lock-flap stop
essary, proceed as follows: remove screw (4) and plate (21) are removed or replaced, tape
washer from cam (26). the lock cylinder to shell, keeping the tum-
blers intact within the cylinder assembly.
NOTE e. Remove cover (27) to gain access to aft latch
assembly.
When cam (26) is removed, the cylinder f. Remove plate (21) by removing retaining screws
assembly remains free within the shell. and bellcrank pivot screw.
Care should be taken not to lose or dis- g. Using Detail B, figure 3 -9, replace or repair
arrange tumblers or the key will not op- door latch mechanism as necessary.
erate the locking mechanism. When cam h. Install door by reversing the removal proce-
(26), shell nut (22), and lock-flap stop dures.
plate (21) are removed or replaced, tape i. With handle (15) against the closed position stop,
the lock cylinder to shell, keeping the tum- adjust clevis (11) so that the pin assembly (18) has
biers intact within the cylinder assembly. 3/8 inch engagement within the striker plate (9).
j. Rig push rods (14) so that latch pins (19) ha':e 3/8
d. If removal of the baggage door latch (1) is nec- inch engagement within the upper and lower striker
I
essary, proceed as follows: drill out rivets attach-
ing latch (1) to baggage door.
plates.
k. Secure all lock nuts, pins and cotter pins.
1. Install upholstery panel (2).
17
16 \ .'" --18
1\5 \
.,Yo
~;t
.Y~ ~ \
19
Detail B
,,
,0,
, , ., -:
'-
9
10
Detail A '" '- '-
3~~} l] iL445 46 ::
".,.y'l/ //
~ /. ~/ / //..49
59
//If\ t1:~~
58 57 56 55 54 53 52 51
35 34
Detail C
1. Pin 23. Cable Assembly 44. Bolt Assembly
2. Bolt 24. Bayonet Assembly 45. Spring
3. Pin 25. Screw 46. LinK
4. Bellcrank Spacer 26. Handle 47. Washer
5. Lock Arm 27. Spacer 48. Plate
6. Lock Bellcrank A;;;;emuly 28. Escutcheon Plate 49. Stud
7. Upper Latch LlIlk 29. Door Handle Plate 50. Screw
8. Pin 30. Bushing 51. Stud
9. Washer 31. Pulley 52. Washer
10. Nut 32. Pin 53. Cotter Pin
11. Lower Panel As;;~mbly 33. Arm Assembly 54. Nut
12. Idler Bellcrank A;;sembly 34. Cotter Pin 55. Washer
13. Spring 35. Washer 56. Pulley Assembly
14. Upper Panel A;;;;el1lbly 36. Nut 57. Bearing
15. Latch Cable 37. Cotter Pin 58. Spring
16. Teleflex Cable Cle\'ls 38. Pin 59. Handle Assembly
17. Washer 39. Pin 60. Cable Assembly
18. Upper Latch Assembly 40. Pin 61. Cable Assembly
19. Pin 41. Case 62. Pin
20. Screw 42. Case Assembly 63. Turnbuckle
21. Screw 43. Cotter Pm 64. Lock
22. Lower Latch As;;ellllJly
Figure 3-8. Cabin Door Latch Assemblies

Detail A 4
2 3 4
1. Baggage Door Latch 10. Hinge Assembly 19. Latch Pin

2. Upholstery Panel 11. Clevis 20. Guide
3. Seal 12. Spring Washer 21. Plate
4. Screw 13. Bellcrank 22. Nut
5. Washer 14. Push Rod 23. Spacer
6. Door Stop 15. Handle 24. Bellcrank
7. Hinge Pin 16. Spring 25. Lock Assembly
8. Esna Nut 17. Pin Assembly 26. Arm
9. Striker Plate 18. Roll Pin 27. Cover
Figure 3- 9. Baggage Door and Latch Assembly Installation (Sheet 1 of 2)

\ 5
Detail C
'10 H
/ E
15 Detail B
~
~~
a
.
22
26
4
10
\ 21
25
Detail E
14
12~
~
19~
20
Detail G Detail D
23 Detail F
Figur~
o 3-9, Baggage Door an d Latch Assem bly InstallatlOn
, (Sheet 2 of 2)
Change 4
m. Adjust striker plates to obtain a tight seal INCREASE TENSION STRAZ
around door.
ROLLER)¥SPRmG
Adjustment of Wing Locker and Cabin Door and
Baggage Door Stop. (See figure 3-10. ) \ ==
CHANNEL
a. Check tension on stop assembly to obtain 25 ± 3 DECREASE
pounds tension as follows: TENSION
b. Connect a spring scale to upper cabin door or
nacelle baggage door stop assembly and read tension STOP ASSEMBLY
required to override the stop in order to close the
door.
c. If adjustment is required, remove stop and ad-
jus t as follows:
1. Remove stop assembly and place on block.
NOTE
Block must be fabricated from wood or

similar material.
2. To increase the tension on stop assembly, use

a drift punch and hammer and tap on roller.
3. To decrease the tension on stop assembly, turn
stop assembly over on block and tap on tongue with
hammer.
SEATS.
Figure 3-10. Adjustment of Wing Locker,
Troubleshooting the Individual Seat Assemblies. Cabin Door and Baggage Door Stop
LOCKING MECHANISM FAI~ Broken, disconnected or missing Replace spring.

TO ENGAGE IN SEAT SUP- spring.
PORT
Distorted parts. Repair or replace parts.
SEAT ADJUSTMENT MECHAN- Broken, disconnected or missing Replace spring.

ISM FAI~ TO OPERATE spring.
Distorted parts. Repair or replace parts.
SEAT ASSEMBLY FAI~ TO Improper lubrication. Apply paraffin wax to the seat
SLIDE FREELY ON SEAT rails on the pan assembly.
SUPPORT
Parts bent or broken. Repair or replace parts.
Removal of Front Seats. (See figure 3-11.) b. Install seat pan assembly on floorboard seat sup-
ports.
a. Pull on seat right-hand adjusting handle and tilt c. Pull up on the left-hand adjusting handle and
the seat back as far as possible. slide seat forward until the rear seat stops come to
b. Remove two screws securing the seat stop rest against the seat supports.
plates on both sides of the seat pan assembly. d. Install the front stop plates on seat pan assembly
c. Remove stop plates. with attaching screws.
d. Pull up on the left-hand adjusting handle and
slide the seat aft to clear it from the tracks.
e. Remove the seat from the aircraft and disassem- WARNING
ble and assemble front seat in accordance with figure
3-11. After seat has been installed, insure that stop
block has been installed properly and that the
Installation of Front Seats. (See figure 3-11. ) seat adjustment mechanism functions properly.
a. Pull up on seat right-hand adjusting handle and tilt
the seat back as far as possible.
3-18 AII'tFI'tAM~
310 SERVICE MANUAL
Detail A
--15
A
~ ___---6
~
7
3
1. Front Seat Back Assembly 1l. Actuator Assembly 21. Guide

2. Front Seat Bottom Assembly 12. Adjusting Pin 22. Seat Pan Assembly
3. Escutcheon PlaCe 13. Adjustment Release Tube 23. Bolt
4. Safety Belt 14. Arm Assembly 24. Spacer
5. Nut 15. Handle 25. Nut
6. Spacer 16. Actuator Assembly 26. Screw
7. Bolt 17. Nut 27. Washer
8. Nut 18. Stop 28. Spacer
9. Washer 19. Screw 29. Washer
10. Sprmg 20. Bracket 30. Nut
Figure 3-11. Front Seat Installation

Removal of Seat Belts. (See figure 3-11.) c. Remove shoulder harness.
a. Remove escutcheon from floorboard. Installation of Shoulder Harness. (See figure 3-11A. )
b. Remove nut, washers, spacers and bolt securing
seat belts to structure, and remove seat belts. a. Make sure shoulder harness is properly threaded
through bracket.
Installation of Seat Belts. (See figure 3-11. ) b. Install spacer, washer and bolt.
c. Install mounting bracket cup.
a. Position seat belts in place and install bolt,
spacers, washers and nut. Removal and Installation of Inertia Reel. (See figure
b. Install escutcheon to floorboard. 3-11A.) (31OQ0901 and On. )
NOTE a. Remove screws, securing guide segments .and

remove guide segments.
Make sure seat belts are properly threaded b. Remove window trim.
through the seat belt bracket to assure length c. Pull out on shoulder harness to gain access to
of seat belts can be adjusted. screws, securing inertia reel to bracket, remove
inertia reel.
d. Install inertia reel by reversing removal proce-
I Removal of Shoulder Harness. (See figure 3-11A. ) dures.
a. Remove mounting bracket cup.

b. Remove bolt, washer and spacer.
Change 6
3-188 AIRFRAM~ 310 SERVICE MANUAL
310Q0201 AND ON
A
• ('--- ~2
~ HI
"
e i "--
,~ -------/
OPTIONAL INSTALLATION
3lOQ0901 AND ON
~~.•~:I~;/'~
"1 -
.
/'
1/'
'. , -
II ' I
1--------
/
9
Detail A ...
A10141017
1. Cup 5. Screw 8. Bracket

2. Shoulder Harness 6. Screw 9. Window Trim
3. Seat Belt 7. Inertia Reel 10. Screw
4. Retainer 11. Guide Segments
Figure 3-11A. Seat Belt and Shoulder Harness Installation
Change 6
Troubleshooting the Reclining Rear Seat.
TROUBLE PROBABLE CA USE CORRECTION
SEA TS WILL NOT CHANGE Te Ie flex cable disconnected. Connect teleflex cable and observe
POSITION operation.
Defective stop assembly. Replace stop assembly.
Seat adjustment tube bent. Replace seat adjustment tube.
SEAT HARD TO OPERATE Teleflex cable improperly rigged. Rig teleflex cable and observe
operation.
Seat adjustment tube bent. Replace seat adjustment tube.
Seat adjustment handle return Replace and. or connect return

spring broken, disconnected, or spring.
missing.
Bolts securing seat adjustment Loosen bolts securing seat handle

handle too tight. enough to permit free operation.
Seat rollers broken or binding. Repair or replace seat rollers.
Removal of Reclining Rear Seat. (See figure(3-12.) Removal of Center Single Adjustable Seats
(See figure 3-13.)
a. To remove the reclining rear seat, enter the bag-
gage compartment and proceed as follows: a. Pull up on left-hand adjusting handle and move
1. Unfasten snaps securing the upholstery at the front seat as far forward as possible.
bottom of the seat backs. b. Remove bolt (28) and stop (27) from seat track
2. Remove bolts securing seat back to seat frame (26).
(4). c. Pull up on left-hand adjusting handle and move
3. Tilt the seat back forward and remove the two center seat forward until it clears the support as-
bolts securing the seat back to the seat bottom. semblies.
4. Remove the seat back (1) from the aircraft. d. Remove center seat from aircraft through cablll
5. Repeat this procedure to remove the other seat door and disassemble and assemble in accordance
back. with figure 3-13. )
6. Remove the two seat belts (12), by removing
nuts, washers, spacers and bolts.
7. Tilt the seat bottoms (3) as far forward as pos- Installation of Center Single Adjustable Seats.
Sible. (Optional)
8. Remove the three bolts securing the seat frame
to the aircraft structure. a. To install the center seats, reverse the removal
9. Remove the seat frame (4), with seat bottoms procedures.
(3) attached, from the aircraft.
Removal and Installation of the Fifth and Sixth Seats.
Disassembly and Assembly of Reclining Rear Seat. (See figure 3-14.)
a. Turn slotted screws on fasteners (20) and lift
a. Disassemble and assemble the reclll1ing rear seat from the floor.
seat in accordance with figure 3-12. b. To install, align the four round headed studs (14)
with the receptacle in the fasteners and apply pres-
sure downward on the seat until the bolts snap into
Insta113.tlOn of Reclin10g Rear Seat. (See figure (3 -12. ) position .
.1. To 1OS1all the redlllll1~ rear seat, reverse the

removal procedures. Disassembly and Assembly of Fifth and Sixth Reclin-
ing Seats. (OptIOnal)
a. Disassemble and assemble the flfth and sixth

seats in accordance with fib'Ure 3 -14.
'\~'~\
\~\
.'j I
'\
'.~
2
-
/
10
1. Seal Rack 5. Stop Assembly 9. Seat Adjustment Handle

2. Armresl 6. Adjustment Tube 10. Safety Be lt Bracket
3. Seal Bollom 7. Teleflex Cable 11. Armrest Bracket
4. Seat Frame 8. Spring 12. Seat Belt
Fi~ure 3-12. Individual Reclining Rear Seat

\,
\
,
~"" \ \
"
2
"1
\ \
. . - - - - _ _ T'.
29 )
~ 17 16
.1
310POOOI TO 310QOOOI
1. Seat Back 12. Roller 22. Nut

2. Armrest Assembly 13. Spring 23. Bolt
3. Seat Bottom 14. Push Rod 24. Washer
4. Seat Spring 15. Torque Tube Assembly 25. LH Inboard Track
5. Stop Pin 16. Washer 26. RH Inboard Track
6. Bellcrank Assembly 17. Bolt 27. Stop
7. Spring Clip 18. Safety Belt 28. Bolt
8. Llnk 19. Spacer 29. Track Cover
9. Knob 20. Spacer 30. Headrest Assembly
10. Pivot Arm Assembly 21. Spring 31. Removable Armrest
11. Bushing Assembly
Figure 3-13. Individual Adjusting Center Seat (Sheet 1 of 3)
310 SERVICE MANUAL
310QOOO1 TO 310Q0201

3lO SERVICE MANUAL AIRFRAME 3- 21
30
Jl~ I
I
I
./ '
. ,- .
310Q0201 AND ON

I
3-22 AIR~RAM~ 310 SER V1C~ MANUAL
UPHOLSTERY. NOTE
Removal and Installation of Upholstery and Uphol- Lower portion of window trim (5, 8, and 13)
stery Trim. (See figure 3-15.) may be loosened for easy access to fasteners
in tunnel assemblies and side panels.
a. Remove seats in accordance with seat removal
procedures. 5. Remove LH side panels (4, 5, 6, 34 and 35).
b. Remove headliner assembly (2) as follows: 6. Remove RH side panels (12, 32, and 33).
l. Remove overhead console light and cabin lights f. If further removal of the upholstery or uphol-
I in accordance with removal procedures outlined in

Section 14.
2. (See figure 3-16.) Remove windshield upper
trim (19).
stery trim is necessary, remove in accordance with
figures 3-15 and 3-16.
g. Install upholstery and upholstery trim by re-
verSing the removal procedures outlined in the above
3. (See figure 3-16.) Remove emergency exit steps.
window upper trim (14) and front trim (15).
4. (See figure 3-16.) Remove curtain stops (2) and
curtains (1), and upper curtain track (3). Removal and Installation of the Carpet. (See figure
5. (See figure 3 -16.) Remove picture window trim 3-17. )
(5, 6. 8 and 10).
6. (See figure 3 -16.) !'temove wire tunnel covers a. Remove front and rear seats in accordance with
(21, 33. 36 and 37). seat removal procedures.
7. Remove rear panel (37), side panel (38 and 39). b. Remove the regulator shield by removing at-
8. Start at the left Side of the windshield and re- taching screws. The regulator shield is located
move the headliner from the prong edges of the underneath the copilot's seat protecting the alter-
windshield upper retainer. nator main and standby voltage regulator termi-
9. Working from left to right and front to rear, re- nals.
move the headliner assembly by unhooking the head- c. Remove screws (17) from angles (12 and 16)
liner supports (1) from headliner hangers (3). securing the bulkhead carpet (15). Remove angles
c. Remove cabin door upholstery as follows: (12 and 16) and bulkhead carpet.
1. (See figure 3 -16.) Remove door window trim d. Remove left and right cover plates (11 and 18)
(27). by removing attaching screws.
2. Remove upper door upholstery panel (27) from e. Remove the scuff plates by removing the attach-
retainers (19 and 20). ing screws.
3. (See figure 3-16.) Remove door trim pad (29) f. Remove the control column boot (8) and retainer
I from retainers (28 and 31).

4. Remove armrest assembly (22), lower door
panel (18), and lower door upholstery panel (21).
(7) by removing screws (6).
g. Remove control column cover (9) by removing
attaching screws.
d. Remove rear shelf upholstery as follows: h. Remove left (10) and right (21) carpets by re-
1. Remove upholstery panel (42) by rotating fast- moving attaching screws, and freeing carpet from
eners. glued insulation. .
2. Remove cover assembly (41) and shelf assembly i. Remove front center spar carpet (4) by loosening
(40). and freeing carpet from glued insulation.
e. Remove cabin Side upholstery as follows: j. Remove the center floorboard carpet (3) by
1. Remo\'e carpeting in accordance with carpet removing attaching screws. The center floor-
removal procedures. board carpet has an insulation cover glued to the
2. (See fif,'Ure 3-16.) Remove right cover assem- assembly.
bly (25) and retainer striP (26). k. Remove the rear floor cover by removing the
3. Remove Side panel (10) and upholstered side lower rear curtain support and the attaching
panel (9). screws.
4. (See figure 3-16.) Remove wire tunnel cover 1. Install carpet by reverSing the removal procedure
assemblies (21, 33, 36 and 37) and retainers (23, 35 outlined in the above steps.
and 38).
14 ~
25--(::-::' Y""
~
24,--./
Detail B
15
~_)..J.-_--16
16--?---
----17
11
6
~ 14
n
G:r>--21
)3<--20
~19
Detail C
c-~
7
22
B
~
25--~.'
310P0001 TO 310QO001 . . .
24 ,,:;7 Detail D
1. Seat Back 10. Stop Pin 18. Safety Belt Assembly

2. Back Cover Assembly 11. Cable Assembly 19. Spacer
3. Bottom Cover As,;embly 12. Spflng 20. Fastener Plate Assembly
4. Knob 13. Belt Link LH 21. Seat Attach Cover Plate
5. Pivot Arm 14. Stud 22. Outboard Seat Support Assembly
6. Lll1k LH 15. Armrest Assembly 23. Inboard Seat Support Assembly
7. Lll1k RH 16. Cover Plate 24. Fastener Plate Assembly
8. Stop 17. Armrest Support Cover 25. Seat Attach Cover Plate
9. Bellcrank
Figure 3-14. Aft Seat Installation

3-24 AIRFRAMe:
310 SERVICE MANUAL
2
)
1 ....-1
26
.~
22 "
21
Fi~ure 3-15. .
Upholstery I n stallatlOn (Sheet 1 of 2)
3 ~ 0 SERVICE MANUA L AIRFRAME 3-25
37
310POOOI TO 310Q0401
~: /
,/
310Q0401 AND ON
1. Headliner Support 23. Retainer Aft Door Jamb

2. Headliner Assembly 24. Aft Door Jamb Fillet
3. Headliner Hanger 25. Clip Upper Door Jamb
4. Left Upholstery Panel 26. Scuff Plate
5. Side Panel (Left upper forward) 27. Upper Door Upholstery Panel
6. Left Upholstered Side Panel (Lower forward) 28. Lower Baggage Door Panel
7. Bulkhead Carpet 29. Upper Baggage Door Panel
8. Cover (Instrument Panel Deck) 30. Windlace
9. Right Upholstered Side Panel (Lower forward) 31. Retainer Baggage Door Openmg
10. Side Panel (Right upper forward) 32. Aft Upholstery
11. Glare Shield 33. Upper Center Upholstery Panel
12. Right Upholstered Side Panel (Lower center aft) 34. Lower Aft Upholstery Panel
13. Retainer Forward Door Jamb 35. Upper Aft Upholstery Panel
14. Windlace 36. Retainer (Upper)
15. Forward Door Jamb Fillet 37. Rear Panel
16. Door Jamb Stop 38. Rear Side Panel
17. Retainer (Forward door frame upper) 39. Forward Side Panel
18. Lower Door Panel 40. Shelf Assembly
19. Retainer (Forward door frame lower) 41. Cover Assembly
20. Retamer (Aft door frame) 42. Upholstery Panel Assembly
2l.
22.
Lower Door Upholstery Panel
Armrest Assembly
Figure 3-15.
43.
44.
Upper Rear Panel
Omni Window Trim
Upholstery Installation. (Sheet 2 of 2)

I
Change
310 SERVICE MANUAL
3-26 AIRFRAME
4 5
3 6
2
5\
4
,
:,
~
JJ1
ILl I'"~ ~~~"'~~~~~ . .-'" --~ ~~J
~""~"
/
~~'--- , ~~"
/--.i-----:~_==lt(~ ~""'-:Jt>, \~-
13 14 1&
17
18
[, 2 3 , ;"/"'2 __~::::~~\_ 1 ~- __ 19
- :" -~ ---->::::-~,>
~~.~_
-- ~~ -'~I~~
~ ~~_~'-
¥ \>~15
~
V \'''. _
._ '
,
".",~ --; --. 36 ~ r7~:iiZ<---'
/ ' ---=-.=:-
u. _
~ ------
---
'--.
\
' -20
\
34
31/0~\ ~
26
28
27
l. Curta 111 20. Sun Visors

2. Stop 2l. Forward Wire Tunnel (LH)
3. Curtalll Track 22. Ash Receiver
4. All Trim Support 23. Retainer
:J. Alt PI"lure 'Alildow Trim 24. 'W indow Post Tr im
6. Cppe r Plclure Wllldow TrUll 25. Forward Right Cover
7. epper Rear 'Window Trim Support 26. Retainer
8. Lower Picture 'Window Trim 27. Door Window Trim
9. Lower Trim Support 28. Retainer
10. Window Post Trim 29. Door Trim Pad
11. Forward Trull Support 30. Lower Trim Support
12. ASSist Strap 31. Retainer
13. Lower Left Fronl Window Tnm 32. upper Trim Support
14. upper Left Front WlIldow Trtm 33. Rear Wire Tunnel (RH)
15. Forward Left Front Window Trim 34. Lower Trim Support
16. Washer 35. Retainer
17. Visor Mount 36. Center Wire Tunnel (LH)
18. Bolt 37. Aft 'Wire Tunnel (LH)
19. epper Windshield TrUll 38. Retainer
Figure 3-16. Upholstery Trim Installation

/ 4
5
14
1. Rear Floor Carpet 13. Screw

2. Rear Spar Carpet 14. Screw
3. Center Floor Carpet 15. Bulkhe:ld C:lrpet
4. Front Spar Carpet 16. Angle
5. Front Spar Carpet LH 17. Screw
6. Screw 18. Cover Plate
7. Retainer 19. Angle
8. Boot 20. Cover Plate
9. Cover Assembly 21. Pilot' 5 Floor Carpet RH
10. Pilot' 5 Floor C:lrpet LH 22. Front Spar Carpet RH
11. Cove r Plate 23. Cover Front Spar
12. Angle 24. Cover Rear Spar
Figure 3-17. Carpet Installation

I
310 SERVICE MANUAL
3-28 AIA"AAM~
WING. j. On left wing only, remove aileron trim cables in

accordance with removal procedures in Section 5.
Removal of Wing. k. Disconnect engine controls in engine nacelle in
accordance with Section 9.
a. Remove batteries 10 accordance With Section 14. 1. Remove upholstery panels in cabin as necessary
b. Drain fuel system at three places: wing tip tank, to gain access to JunctlOn box located on side of air-
fuel stramer Just forward of front spar and adjacent craft from which wing is to be removed.
to nacelle, and auxiliary fuel cell just forward of m. At the junction box, disconnect and tag each
rear spar and adjacent to nacelle. wire to affected engine and route Wire from fuselage.
NOTE NOTE
Wings can be removed with all fuel tanks and Some wires in each Junction box have solenoid
cells installed. II fuel tank and cell removal connections which must be unsoldered.
is desired, remove in accordance with Section
11. n. (See figure 3-19.) Disconnect, tag or route the
following items in the wing root area:
c. Remove engme in accordance with removal pro- 1. Route engine flex cables (14, 15 and 16) to fuse-
cedures in Section 9. lage.
2. Disconnect magneto wires at electrical connec-
CAUTION tor (5).
3. Route starter cable (19) to fuselage.
If one or both engines are removed, the air- 4. Disconnect fuel lines (2 and 3).
craft may become tad heavy. Therefore, to 5. Disconnect manifold pressure line at fitting (7).
balance the aircraft. place equivalent weight 6. Disconnect oil pressure line at fitting (10).
(shot bags or sand bags) in the engine nacelles 7. Disconnec t fuel pressure line at fitting (9).
and support the tailcone with padded support. 8. Disconnect vacuum hose at pressure relief valve (8)
9. Disconnect brake line at fitting (11).
d. Jack aircraft in accordance With Jacking proce- 10. Route fuel selector flex cable (12) to fuselage.
dures 10 Section 2. 11. If installed, disconnect deice line at fitting (13).
e. Place SUitable padded supports beneath cabin 12. II installed, disconnect auxiliary fuel tank plug
sectlOn and WLngs; then remove Jacks. at electrical connector (1).
13. Route wing wiring bundle (4) from fuselage.
NOTE 14. Disconnect heater fuel line at fitting (6).
15. II Nav-O-Matic AutopIlot is installed, discon-
To prevent damage to skin, place padded sup- nect line at fitting.
ports beneath front and rear spars in fuselage o. (See figure 3-18.)· Remove nuts (1 and 4), wash-
and beneath WLng nbs. II both engines were ers (2, 5 and 6) and bolts (3 and 7) from wing at-
removed and weight was placed 10 the nacelles, tachment fIttings.
remove .velght after removing Jacks. p. Move wing and padded wing supports outboard
until wmg attachment iittings have disengaged.
CAUTION
NOTE
[fonly one wing IS being removed and the en-
C;lne on the opPOsite .vlng remams Lnstalled; If difficulty IS encountered in driVing out wing
relleve the englOe weight on opposite WLng by bolts or dlsengagmg fittings, it may be
uSln~ en~ll1e hOist ~)t:fore removing wing or necessary to rock .vlng slightly.
serious aamage may occur due to an over-
halance tlPPLng condltlOn.
InstallatlOn of Wing. (See figure 3-19.)
t. Remove ·.\.'lng root fillets by removLng attaching
screws.
~. Disconnect or remove landing gear dnve tube
a. Position wing approximately one foot from fuse-
lage. (Refer to figure 3-17A.)
I
In accordance ·.vlm removal procedures 10 SectlOn 4. b. (Refer to SectlOn 2.) Clean and; or lubricate en-
gine flex cables fittings, electrical Wiring and all
other Items relatLng to the wing needing servicing.
~OTE c. Route flex cables (14, 15 and 16) through root
rib towards engme nacelle. Do not secure cables to
Wings can be removed With malO landing gear structure at tillS time.
Installed. II gear removal IS deSired, re- d. Route fuel selector valve flex cable (12) through
move In accordance With removal procedures root rib towards engLne nacelle.
In SectlOn 4. e. Move the wmg toward fuselage untll wmg attach-
ment fittings begm to engage, guide landing gear
h. Remove flap cables from w'ng 10 accordance With drive tube through openmg In root rib.
removal procedures 10 SectIOn 8. f. (See figure 3-18.) Align bolt holes in wing attach-
l. Remove aileron cables from WLng In accordance ment fittings and Lnstall bolt (3), washer (2), and nut
Nlth removal procedures In SectlOn 5. (1) on front attach fitting; install bolt (7), washer (6),
Chlnge 9
310 SERVICf MANUAL AIRFRAME 3-28A/3-28B
Additional Wing Installation procedures.
NOTE
If a new wing(s), wing front spar(s),
or front spar fitting(s) is being in-
stalled on the aircraft, the fuselage
front spar fittings may have to be
modified. Modification Instructions
are shown below.
0811350 I
FITTING, I (( : .: ~
'{ ~-----r---4---r,-_~\";" 200 ±30'
----I-I ++---
I.,.---.L-.,.--l....-----:I i
1
'~--....-+~----.
~1~.15 ±.015 f t
B B
VIEW B-B
~
90° ±30'
CHAMFER AS SHOWN
I
DETAIL A
NOTE:
After performing this modification, all bare surfaces must
be color chemical filmed (Irridite 14-2, Allied Research
Product) per manufacturer's instructions, then primed with
zinc chromate primer.
A10201003
Fiaure 3-l7A Fuselage Front Spar Fittings Modification (T~pical)
Change 9
I
310 SERVICE MANUAL
AIRFRAME 3-29
3
Detail A
Detail B
1. Nut 5. Wasber 8. Forward Fillet

2. Wasber 6. Countersunk Washer 9. Lower Fillet
3. Bolt 7. Bolt 10. Upper Fillet
4. Nut 11. Aft Fillet
Figure 3 -18. Wing Installation

I
310 SERVICE MANUAL
3- 30 AIRFRAME
2
3
~
19 """': ;""",
.",
-'-
." . .
--,--
-
-...........
---
17
16 10
15 "
RH WING ROOT
1. Electrical Connector (Auxiliary Fuel) 11. Fitting (Brake Line)

2. Fuel Line (Crossover) 12. Flex Cable \Fuel Selector Valve)
3. Fuel Line (Crossover) 13. Fitting (Deice Line)
4. IN ire Bundle 14. Flex Cable (Mixture Control)
5. Electrical Connet'lor (Ma~l1etos) 15. Flex Cable (Alternate Air Control)
6. Fitting (Heate r Fue 1 Line) 16. Flex Cable (Throttle Control)
7. Fitting (Manifold Pressure Line) 17. Flex Cable (Propeller Control)
8. Pressure Rehef Valve 18. Fuse lage Fran t Spar Fitt1l1g
9. Fitting (Fuel Pressure Line) 19. Starter Cable
10. Fitting (Oil Pressure L1I1e)
Figure 3 -19. Wing Connect ions

I
310 SERVICE MANUAL
AIRFRAME 3-31
wasber (5), and nut (4) on rear attacb fitting.
CAUTION
NOTE
If both engines were removed, the aircraft is
Refer to figure 3-18, install front spar bolts tail heavy. To balance tbe aircraft, place
witb beads facing for .... ard and rear spar bolts weight (such as shot bags or sand bags)in en-
with beads facing aft. On rear spar bolts, gine nacelles prior to Jacking.
place countersunk wasbers (6) under beads of
bolts (7). Torque front spar nuts (1) to 60 ±5 o. Remove padded supports from beneath cabin
foot-pounds, and rear spar nuts (4) to 175 ±15 in section, tail section, and wings.
inch-pounds. p. Place tailcone support beneath tailcone bumper.
q. If landing gear was removed, refer to Section 4
and install and rig landing gear.
NOTE
NOTE
Spar bolts are installed in shear positions,
00 NOT OVERTORQUE. It is possible wing To facilitate rigging of landing gear, use ex-
spar bolts will turn if a slight torque is ternal power source.
applied to bolt head.
r. Refer to Section 9, install engine in accordance
with installation procedures and connect flex cables
g. Connect any of the following items of optional (14, 15 and 16) to engine.
equipment which were disconnected during wing re-
moval: NOTE
1. Connect deice line to fitting (13).
2. Connect auxiliary fuel tank electrical plug to To prevent serious binding, check flex cables
electrical connector (1). for proper security during rigging of cables.
3. Connect Nav-O-Matic autopilot line to fitting.
s. Remove support from beneath tailcone bumper.
NOTE t. Remove aircraft jacks.
u. Refer to Section 14, install batteries in accor-
Lubricate all fittings used on fuel, oil and air dance with installation procedures.
lines with suitable thread lubricant. Apply v. Check control cables for proper operation and
lubricant to the male fittings only, omitting correct directional travel.
the first t.wo threads. Lubricate straight w. Service aircraft and check for fuel leaks, es-
threads of hydraulic fittings with system pecially at the fuel tank and wing connections.
fluid. x. Install .wing root and fuel tank fairings.
y. Refer to Section 9, perform an engine operation
h. Connect the following items at the wing root area check and observe engine controls and electrical
and remove tags: equipment for proper operation.
1. Connect heater fuel line to fitting (6).
2. Route wing wiring bundle (4) through fuselage.
3. Connect brake line to fitting (11). Removal of Wing Locker Door. (See figure 3 -20. )
4. Connect vacuum hose to pressure relief valve (8).
5. Connect fuel pressure line to fitting (9). a. Open wing locker door.
6. Connect oil pressure line to fitting (10). b. Remove scre.w (11), spacer (12) and bracket (13)
7. Connect manifold pressure line to fitting (7). from lower end of stop assembly (10).
8. Connect fuel lines (2 and 3). c. Remove nuts (5), .washers (2), spacers (3), and
9. Route starter cable (19) to .wing. screws (1) from door hinge (4) and remove door (6)
10. Connect mangeto .... ires to electrical connector from nacelle.
(5).
i. Connect electrical wires to proper terminals in
Junction box and remove tags. Solder wires which Installation of Wing Locker Door. (See figure 3 -20. )
require soldering.
J. Refer to Section 8, install flap cables in wing and Install wing locke r door by reversing removal pro-
rig in accordance with rigging procedures. cedures.
k. Refer to Section 5, install aileron cables in wing
and rig in accordance with rigging procedures.
1. If left Wing was removed, install and rig aileron
trUll cables.
m. U .... ing tip fuel tank was removed. install in
accordance with SectlOn 11. Do not install lower
fairing at this time.
n. Refer to SectIOn 2. Jack aircraft in accordance
with pcking procedures.
310 SERVICE MANUAL
3-32 AIRFRAME
Removal and Installation of Wing Locker Door Latch. i. Lift the rear spar until the stabilizer is at an
angle of approximately 45 degrees, then remove from
Removal and installation of wing locker door latch is the aircraft by lifting vertically.
not recommended unless replacement or repair is
necessary. Use figure 3-20 as a guide for removal
and installation. Installation of Horizontal Stabilizer. (See figure 3- 22. )
a. Position horizontal stabilizer on tailcone and

Checking Baggage and Wing Locker Door Stop Tension align mounting holes.
(See figure 3-10.)
a. Remove stop assembly from aircraft and set in
b. Attach stabilizer front spar to fuselage bulkhead I
with two bolts and washers. Torque bolts to 175 ±I5
a vice. pound-inches.
b. Using a spring scale (0 to 50 pounds), measure c. Attach stabilizer rear spar to tailcone bulkhead
the tension required to close the stop. Read tension with four bolts, washers and nuts. Torque bolts to
when stop releases to close the stop. Tension should 120 ±20 pound-inches.
read 25 ±3 pounds. d. If deice system (optional equipment) is installed,
c. U correct tension is not obtained, refer to Bag- connect hoses to tee located on support bracket for-
gage Door Stop Adjustment procedures. ward of center bulkhead in tailcone.
FUSELAGE STINGER. e. Install tail navigation light wires by installing
screws in attaching clamps and wire terminal.
Removal of Fuse lage Stinge r. (See figure 3- 21. ) f. Refer to Section 6, install elevator in accordance
with installation procedures.
a. Remove attaching screws and move stinger as- g. Install vertical fin and rudder in accordance with
sembly aft slightly. installation procedures.
b. Disconnect electrical wires to the navigation h. Connect the elevator trim tab push-pull tube to
light. the actuator by installing attaching bolt, washer and
c. If a reel antenna (optional equipment) has been nut.
installed, disconnect the reel antenna lead wires.
d. Remove stinger assembly (1) from tailcone.
Removal of Vertical Stabilizer. (See figure 3-23.)
InstallatlOn of Fuselage Stinger. (See figure 3-21.) a. Place suitable support beneath tail section.
b. (See figure 3 -22.) Remove horizontal stabilizer
a. U removed, lnstall tail naVlgation light with fairings (6 and 8).
attaching screws, washers and nuts. c. U omni-antenna (optional equipment) is installed,
b. Place stinger assembly (1) near tailcone. disconnect the coaxial cable in the aft fuselage.
c. U antenna reel (optional equipment) is installed,
connect reel and lead W1res. NOTE
d. Connect electrical wire.
e. Secure stinger assembly (1) to tailcone with If the coaxial cable is disconnected at the ver-
screws. tical fin tip, a wire should be attached to it
before removal to facilitate installation.
STABILIZERS. d. If rotating beacon (optional equipment) is instal-

led, two quick disconnects must be unhooked and the
Removal of HOrizontal StabiliZer. (See figure 3-22.) ground wire disconnected at the bulkhead in the aft
fuselage.
a. Refer to SectlOn 6, remove elevator in accord- e. Refer to Section 7, remove rudder in accordance
ance with removal procedures. with removal procedures.
b. Disconnect e levator trim tab push-pull tube from f. Remove four screws attaching forward dorsal
actuator by removing attaching nut, washer and bolt. skin to fuse lage.
c. Remove vertical fin and rudder in accordance g. Remove nut, washer and eyebolt attaching eleva-
with removal procedures. tor down spring to vertical fin rear spar.
d. Refer to Section 6, remove elevator and trim h. Refer to Section 7, remove rudder and trim con-
control cables from stabilizer. trol cables.
e. Remove tail nav1gatlOn light W1res by removing i. Refer to Section 6, remove elevator push-pull
screws from attachlfig clamps and W1re terminal. tube in accordance with removal procedures.
1. U de1ce system (optional equi\)ment) 1S lnstalled, J. Remove two nuts and bolts attaching front spar
disconnect and tag hoses at tee located on support to fuselage.
bracket Just forward of center bulkhead in tailcone. k. Remove four bolts and washers attaching rear
g. Remove four nuts, washers and bolts attaching spar to fuselage.
rear spar to tailcone bulkhead. 1. Lift fin vertically until front spar has cleared
h. Remove two bolts and washers attachillg front fuselage and remove from aircraft.
spar to fuse lage bulkhead.
Change 2
310 SERVICE MANUAL
AIRFRAME 3-33
,
\,
10 ~--:.WU
\ 9 8
Detail A
1. Screw 17. Cotter Pin 33. Screw

2. Washer 18. Screw 34. Pin
3. Spacer 19. Screw 35. Screw
4. Hinge Strap 20. Cotter Pin 36. Washer
5. Nut 21. Bolt Latch 37. Shell
6. Door Assembly 22. Spring 38. Spring
7. Screw 23. Pin 39. Cylinder Assembly
8. Washer 24. Block Guide 40. Screw
9. Spacer 25. Spacer 41. Lockwasher
10. Stop Assembly 26. Support 42. Latch Handle Ret:llner
11. Screw 27. Screw 43. Button
12. Spacer 28. Screw 44. Spring
13. Bracket 29. Lockwasher 45. Spacer
14. Nut 30. Lock Arm 46. Latch Handle
15. Screw 31. Nut 47. Link
16. Support 32. Pin 48. Spacer
Figure 3-20. Wing Locker Installation

. I
3 -34 AIRFRAME 310 SERVICE MANUAL
Installation of Vertical Stabilizer. (See figure 3- 23. ) CONTROL PEDESTAL.
a. Place vertical fin In position on fuselage and The control pedestal is located in the cabin, between
align mounting holes. the pilot's and copilot's positions, just be low and aft
b. Attach vertical fin rear spar to tailcone bulkhead of the instrument panel. This pedestal contains the
with four bolts and washers. engine control quadrant, elevator trim, aileron trim
and rudder trim control wheels and indicators. Pro-
NOTE vision is made for installation of an automatic pilot
control head in the upper part of the control ped-
Torque vertical fin attaching bolts to 175 tiS estal, immediately aft of the control quadrant.
pound-inches.
c. Attach forward dorsal skin to fuselage with four Removal of Control Pedestal. (See figure 3-24.)
screws.
d. Attach vertical fin front spar to fuselage with a. Refer to Section 3, remove the front seats, front
two bolts and nuts. carpet and kick plates.
e. Refer to Section 6, install elevator push-pull b. Remove engine controls cover (21).
tube in accordance with installation procedures. c. Remove elevator trim control wheel (3) by re-
f. Install elevator down spring with eyebolt, washer moving four screws and washers.
and nut. d. Remove top panel (7) and side panels (Hand
g. Refer to Section 7, install rudder to vertical 12) from both sides of control pedestal by removing
stabilizer and connect rudder and trim control cables. attaching screws.
h. U omni-antenna (optional equipment) is installed, e. Rp.fer to Section 6, remove elevator trim control
connect the coaxial cable in the aft fuselage. sprocket (2) in accordance with removal procedures.
i. U rotating beacon (optional equipment) is installed, f. Disconnect rudder trim control torque tube (16)
fasten the two disconnects' and attach the ground wire by removing roll pin.
to the bulkhead in the aft fuselage. g. Disconnect upper aileron trim control chain (15)
J. Remove support from beneath tail section and inat master linle
stall stabilizer fairings.
>-----3
'l>------- 2
1. Fuselage Stinger 2. Screw 3. Tail Light Assembly
Figure 3-21. Fuselage Stinger

4~
®-3
Detail A
Detail B
1. Bolt 4. Washer 6. Bolt

2. Stabi lizer Rear Spar 5. Horizontal Stabilizer 7. Stabilizer Front :3par
3. Nut
Figure 3-22. Horizontal Stabilizer Installation

I
310 SERVICE MANUA L
3-36 AIRFRAME
y
12---'" '.
Detail A
1. Flhcr~la<-;s Tql 5. ;-..rut 9. Rudder Bellcran.k Stop Bolt

2. VertlC'al Fin 6. Washer 10. Lower Hinge Assembly
3. Screw 7. Bolt 11. Washer
4. no II 8. Eyebolt 12. Nut
Figure 3-23. Vertical Fin Installation

I
310 SERVICE MANUAL
AIRI"RAMI! 3-37
h. Route aileron, elevator, and rudder trim control NOTE
cables from pedestal.
i. Disconnect throttle, propeller and mixture con- If rudder trim tab position or cable tension
trol cables by loosening the coupling nuts. has been disturbed while the torque tube was
disconnected, it may be necessary to adjust
NOTE the rigging of the rudder trim control system
in accordance with Section 7.
If autopilot (optional equipment) is installed,
disconnect wire bundle from rear of control d. Install upper aileron trim control chain (15) and
unit box. fasten at master link.
j. Remove alternate air control bracket (10) from NOTE

control pedestal (9) by removing attaching rivets.
k. Remove two screws fastening upper part of con- If aileron trim tab position or cable tension
trol pedestal to stationary instrument panel (8). has been disturbed while chain was discon-
1. Remove ten screws which fasten control pedestal nected, it may be necessary to adjust the
to floor. rigging of the aileron trim control system
m. Carefully lift control pedestal upward to disen- in accordance with Section 5.
gage the rudder trim control torque tube (16) from
the torque tube shaft (17). Tilt the control pedestal e. Install elevator trim control sprocket (2), chain
aft, work it free of all units, and remove from cabin. (1), left upper side panel (11) and left center side
panel (12).
Disassembly of Control Pedestal. (See figure 3-24. ) NOTE
This disassembly procedure will deal only with those If elevator trim tab position or cable tension
parts which could normally be expected to be removed has been disturbed while chain was discon-
without disassembling the basic (riveted) structure. nected, it may be necessary to adjust the
If further disassembly is required, standard shop rigging of the elevator trim control system
procedure should be used. For disassembly of rein accordance with Section 6.
moved components, refer to the appropriate para-
graph in this manual. f. Attach cables (6) in place by tightening the coup-
a. Remove control quadrant (22) and linkage. ling nuts. (Use a suitable thread lubricant on the
b. Remove control swivel connectors (5) and push- male threads of all connectors. )
pull unit (4). g. Attach all engine controls in accordance with
c. Remove rudder trim control chain (19) by dis- Section 9.
connecting at master link. Remove sprocket (18) h. Rig all engine controls in accordance with Sec-
and shaft (17). Remove bearing plate by removing tion 9.
screws and nuts. Removal of remaining rudder i. Install the right center side panel (12), the right
trim control components is not recommended. upper side panels (11), and the top panel(7).
j. Fasten carpet and floor covering in place and re-
place control cover (21).
Assembly of Control Pedestal. (See figure 3 -24.) k. Install front seats.
Assembly of control pedestal should be accomplished

by reversing the disassembly procedures.
Installation of Control Pedestal. (See figure3 -24. )
a. Work control pedestal carefully into position

over control cable (6) aad rudder trim control
torque tube (16). Lower into place to align holes
to pedestal flanges with nutplates in floor, so that
torque tube shaft (17) enters into upper end of torque
tube (16).
b. Fasten control pedestal to floor with ten screws
and to stationary instrument panel (8) with two
screws.
c. Insert roll pin through rudder trim control tor-
que t\\be (16) and shaft (17), and safety wire in place.
310 SERVICE MANUAL
Detail A
B A
11
E 6----q
Detail C
D '7/·
12/' 13
Detail E Detail D
1. Elevator Trim Control Chain 14. Aileron Trim Control Sprocket
2. Elevator Trim Control Sprocket 15. Aileron Trim Control Chain
3. Elevator Trim Control Wheel 16. Torque Tube
4. Control Push-pull Unit 17. Torque Tube Shaft
5. Swivel 18. Rudder Trim Control Sprocket
6. Control Cable 19. Rudder Trim Control Chain
7. Top Panel 20. Rudder Trim Control Wheel
8. Stationary lnstrument Panel 21. Control Cover
9. Control Pedestal 22. Control Quadrant
10. Alternate Air Control f3racket 23. Switch Bracket
11. Upper Side Panel 24. Synchrol1lzer Switch
12. Center Side Panel 25. Indicator Light
13. Aileron Tnm Control Wheel
Fihrure 3- 24. Pedestal Installation
310 SERVICE MANUAL
AIRFRAME 3-39/3-40
Radome.
The radome is a covering designed to protect the

radar antenna from the elements. It is part of the
nose section and has certain physical and electrical
properUes. Physically, the radome must withstand
air loads subjected to it and also minimize drag.
Electrically, the radome must permit passage of the
radar transmitted signals and return echoes with min-
imum distortion and absorption. In order to do this,
it must have a certain electrical thickness and this is
related to the physical thickness, operating frequency
and type of material and construction. This relation-
Ship is defined by a number of complex mathematical
equations. These equations show that for given phy-
sical properties a radome will have certain electrical
thickness for a narrow range of operating frequencies.
This is why C-band radomes will not give optimum
performance with X-band radar and vice-versa. Also,
a very small variation in physical thickness will
cause a sizeable variation in electrical thickness.
This can mean the difference between an efficient
radome and an inefficient radome that can reduce
radar range, distort displays and cause inaccurate
directions and false targets.
Removal and Installation of Radome. (See figure

3-25. )
a. Remove screws securing radome to nose struc-

ture.
b. Move radome forward in order to disconnect the
glide slope quick-disconnect antenna lead and remove 1. Screw 2. Radome
radome from aircraft. Figure 3- 25. Radome Installation
c. Reverse this procedure for installation.
SERVICE MANUAL
LANDING GEAR AND BRAKE SYSTEM
Table of Contents
Page Page
LANDING GEAR SYSTEM .......................................4-1 Assembly and Installation of Nose Gear
Troubleshooting Landing Gear and Torque Link Assemblies ............................... 4-40
Cabin Step .............................................................4-2 Removal of Nose Gear Doors.......................... 4-40
LANDING GEAR ACTUATOR............................... 4-6A Installation of Nose Gear Doors....................... 4-42
Troubleshooting the Landing Gear Rigging of Nose Gear Doors............................ 4-42
Actuator Motor ................................................. 4-6A Removal of Nose Gear Retracting Linkage ..... 4-42
Removal.................................................................4-7 Installation of Nose Gear Retracting
Installation..............................................................4-7 Linkage ......................................................... 4-44
CABIN STEP SYSTEM...........................................4-10 Nose Gear Shimmy Dampener........................ 4-45
Removal...............................................................4-10 Removal of Nose Gear Shimmy Dampener .... 4-45
Installation............................................................4-10 Disassembly of Nose Gear Shimmy
MANUAL EXTENSION SYSTEM ...........................4-10 Dampener ..................................................... 4-46
Removal...............................................................4-12 Assembly of Nose Gear Shimmy Dampener ... 4-46
Installation............................................................4-12 Installation of Nose Gear Shimmy Dampener . 4-47
MAIN LANDING GEAR...........................................4-14 NOSE GEAR STEERING.................................... 4-47
Removal...............................................................4-14 Removal ........................................................... 4-47
Disassembly ........................................................4-14 Installation ........................................................ 4-47
Assembly .............................................................4-17 Rigging ............................................................. 4-47
Installation............................................................4-17 NOSE WHEEL AND TIRE................................... 4-47
Removal of Main Gear Torque Links...................4-18 Removal and Disassembly .............................. 4-47
Disassembly of Main Gear Torque Links ............4-18 Assembly and Installation ................................ 4-49
Assembly of Main Gear Torque Links .................4-18 MAIN WHEEL AND TIRE.................................... 4-49
Installation of Main Gear Torque Links................4-18 Removal and Disassembly .............................. 4-49
Main Landing Gear Door .................................. 4-18A Assembly and Installation ................................ 4-52
Removal of Main Landing Gear Doors .............4-20 MAIN WHEEL ALIGNMENT................................ 4-52
Installation of Main Landing Gear Doors..........4-20 BRAKE SYSTEM - MAIN AND PARKING .......... 4-53
Rigging of Main Landing Gear Doors ...............4-20 Troubleshooting ............................................... 4-53
Main Landing Gear Retracting Linkage ...............4-20 Removal ........................................................... 4-54
Removal of Main Landing Gear Installation ........................................................ 4-56
Retracting Linkage ...........................................4-23 Removal and Disassembly of Main Wheel
Installation of Main Landing Gear Brake............................................................. 4-58
Retracting Linkage ...........................................4-26 Assembly and Installation of Main Wheel
Rigging of Main Landing and Nose Gear ............4-26 Brake............................................................. 4-58
Adjustment of Landing Gear Safety Switch.........4-34 Replacement of Brake Linings ......................... 4-58
Adjustment of Landing Gear Warning Bleeding Brake System.................................... 4-60
System..............................................................4-35 Parking Brake System...................................... 4-60
NOSE GEAR...........................................................4-37 Removal........................................................ 4-60
Removal...............................................................4-37 Installation..................................................... 4-62
Disassembly ........................................................4-37 Master Cylinder ................................................ 4-62
Cleaning, Inspection, and Repair of Nose Gear..4-38 Removal........................................................ 4-62
Assembly .............................................................4-38 Disassembly.................................................. 4-64
Installation ...........................................................4-40 Assembly ...................................................... 4-64
Removal and Disassembly of Nose Gear Installation..................................................... 4-64
Torque Link Assemblies ......................................4-40
LANDING GEAR SYSTEM

NOTE: Anytime a landing gear retraction or extension system component has been removed, replaced, or the
tension on the downlocks has been adjusted, the entire landing gear system must be re-rigged.
The fully-retractable tricycle landing gear consists of a main gear located aft of each engine nacelle, and a nose
gear located near the forward end of the fuselage. Each landing gear is mechanically connected to a single
gearbox, which is normally driven by an electric motor. In the event of landing gear electrical system failure, the
landing gear can be extended by operating a hand crank, located at the right side of the pilot’s seat. Landing
gear overtravel during operation is prevented by limit switches, which open the electrical circuit to the motor
when the correct amount of travel has been attained. A safety switch prevents accidental retraction on the
ground by opening the landing gear electrical circuit while the weight of the airplane is on the landing gear.
Page 4-1
SERVICE MANUAL
TROUBLESHOOTING LANDING GEAR AND CABIN STEP.

LANDING GEAR Manual extension crank improperly Stow crank properly.
FAILS TO stowed.
RETRACT - GEAR Failed landing gear actuator. Replace actuator.
MOTOR
OPERATES Failed reduction unit. Replace reduction unit.
Pin sheared on gear motor shaft. Replace pin.
Broken bolts or retracting linkage, or Replace broken parts. Connect
disconnected retracting linkage. linkage, if disconnected.
LANDING GEAR Circuit breaker out. Reset circuit breaker.
FAILS TO Failed circuit breaker. Replace circuit breaker.
RETRACT - GEAR
MOTOR DOES NOT Insufficient electrical power. Recharge batteries. Check voltage
OPERATE regulators.
Failed UP limit switch. Replace switch. Adjust in
accordance with rigging procedures.
Failed landing gear safety switch. Replace switch.
Incorrectly adjusted landing gear Adjust safety switch.
safety switch.
Failed landing gear relay. Replace relay.
Failed landing gear switch. Replace switch.
Failed landing gear motor. Replace motor.
Failed UP electrical circuit. Repair circuit.
LANDING Landing gear incorrectly rigged for Rig in accordance with rigging
GEAR FAILS retracted position. procedures.
TO RETRACT Circuit breaker out, due to overload Reset circuit breaker and rig in
COMPLETELY caused by incorrect landing gear accordance with rigging procedures.
rigging.
Circuit breaker out, due to overload Reset circuit breaker, replace failed
caused by failed retracting linkage. linkage, and rig in accordance with
rigging procedures.
UP limit switch incorrectly adjusted. Adjust in accordance with rigging
procedures.
LANDING Retracting linkage to affected gear Replace broken parts. Connect
GEAR FAILS broken or disconnected. linkage, if disconnected. Rig in
TO RETRACT accordance with rigging procedures.
ONE LANDING Affected landing gear incorrectly Rig in accordance with rigging pro-
GEAR FAILS rigged for retracted position. cedures.
TO RETRACT Failed retracting linkage to affected Replace failed linkage and rig in
COMPLETELY landing gear. accordance with rigging procedures.
LANDING GEAR Manual extension crank improperly Stow crank properly.
FAILS TO stowed.
EXTEND - GEAR
MOTOR
OPERATES
Page 4-2
July 1/2006
I
310 SERVICE MANUAL LANDINC3 C3EAR AND 4-3
BRAKE SYSTEM
LANDING GEAR FAILS TO Defective landing gear actuator. Replace ac tua tor.
EXTEND - GEAR MOTOR
OPERATES (CONT) Defective reduction unit. Replace reduction unit.
Pin sheared on gear motor shaft. Replace pin.
Broken bolts or retracting linkage, Replace broken parts. Connect link-

or disconnected retracting linkage. age if disconnected.
LANDING GEAR FAILS TO Circuit breaker out. Reset circuit breaker.

EXTEND - GEAR MOTOR
DOES NOT OPERATE Defective circuit breaker. Replace circuit breaker.
Insufficient electrical power. Recharge batteries. Check voltage
regulators.
Defective DOWN limit switch. Replace switch. Adjust in accord-
ance with rigging procedures.
Defective landing gear switch. Replace switch.
Defective landing gear motor. Replace motor.
Defective DOWN electrical circuit. Repair circuit.

LANDING GEAR FAILS TO DOWN limit switch incorrectly ad- Adjust in accordance with rigging
EXTEND COMPLETELY justed. procedures.
Landing gear incorrectly rigged for Rig in accordance with rigging pro-
the DOWN position. cedures.
Circuit breaker out, due to overload Reset circuit breaker and rig in ac-
caused by incorrect rigging. cordance with rigging procedures.
Circuit breaker out, due to overload Reset circuit breaker. replace defec-
caused by defective retracting link- tive linkage, and rig in accordance
age. with rigging procedures.
ONE LANDING GEAR FAILS Retracting linkage to affected gear Replace broken parts. Connect link-
TO EXTEND broken or disconnected. age if disconnected. Rig in accord-
ONE LANDING GEAR FAILS Affected landing gear incorrectly Rig in accordance with rigging pro-
TO EXTEND COMPLETELY rigged for the DOWN position. cedures.
Defective retracting linkage to affect- Replace defective linkage and rig m

ed gear. accordance with rigging procedures.
MANUAL EXTENSION SYS- Manual extension crank not fully en- Engage crank fully.
TEM FAILS TO EXTEND gaged.
LANDING GEAR
Incorrect adjustment of manual exten- Adjust linkage in accordance with
sion linkage. rigging procedures.
Defective manual extension linkage. Replace defective linkage.
Defective landing gear retracting link- Replace defective linkage or act-

age or actuator. uator.
Landing gear improperly rigged. RIg landing gear in accordance with

rigging procedures.
GEAR UP (RED) LIGHT Circuit breaker out. Reset circuit breaker.

FAILS TO LIGHT
Defective circuit breaker. Replace Circuit breaker.
4-4 LANDINa aEAR AND 310 SERVICE MANUAL
BRAKE SYSTEM
GEAR UP (RED) UGHT Lamp burned out. Replace lamp.

FAILS TO LIGHT (CONT)
Lamp loose. Repair or replace receptacle.
Defective electrical circuit. Repair circuit.
Landing gear not fully retracted. Retract fully.
Defective or incorrectly adjusted Replace and/or adjust switch in ac-

UP limit switch. cordance with rigging procedures.
GEAR UP (RED) LIGHT Defective UP limitswitch. Replace switch and adjust in accord-
REMAINS ON WHEN GEAR ance with rigging procedures.
IS OOWN
Circuit shorted to another system. Locate and repair.
GEAR DOWN (GREEN) Circuit breaker out. Reset circuit breaker.

LIGHT FAILS TO LIGHT
Defective circuit breaker or el- Replace circuit breaker. Repair de-
ectrical circuit. fecti ve electrical circuit.
Lamp burned out. Replace lamp.

Lamp loose. Repair or replace receptacle.
Landing gear not fully extended. Extend fully.

One or more OOWN indicator switch- Replace defective switches and,' or
es defective or incorrectly adjusted. adjust in accordance with rigging
procedures.
GEAR DOWN (GREEN) Circuit shorted to another system. Locate and repaIr.
LIGHTS REMAIN ON
WHEN GEAR IS UP
GEAR DOWN (GREEN) One or more OOWN indicator switch- Replace defective switches and.- or
LIGHTS FLICKER WHEN es defective or incorrectly adjusted. adjust in accordance with rigging pro-
GEAR I::' DOWN cedures.
Loose lamp. Repair or replace receptacle.
GEAR WARNING HORN Defective gear OOWN indicator Replace defective switch and adjust
SOUNDS IN FLIGHT WHEN switch. in accordance with rigging proced-
LANDING GEAR IS DOWN ures.
AND THROTTLES ARE
RETARDED
GEAR WARNING HORN Defective throttle microswItch. Replace switch and adjust in accord-
SOt.:NDS IN FLIGHT WHEN ance with rigging procedures.
LANDING GEAR IS UP
AND THROTT LES ARE NOT Incorrectly adjusted throttle micro- Adjust in accordance with rigging
RETARDED switch. procedures.
GEAR WARNING HORN Incorrectly adjusted gear OOWN m- Adjust switch in accordance with rig-
SOUNDS ON THE GROL'ND dicator switch. ging procedures.
WHILE LANDING GEAR
SWITCH IS DOWN DefectIve gear OOWN indicator switch. Replace switch and adjust in accord-
GEAR WARNING HORN Circuit shorted to another system. Locate and repair.
SOUNDS WHEN BATTERY
SWITCH IS TURNED ON, Incorrectly adjusted gear OOWN In- Adjust switch in accordance with
OR SOUNDS WHEN AN dicator SWItch. rigging procedures.
UNRELATED SYSTEM
IS TURNED ON
310 SERVICE MANUAL LANDING GEAR AND 4-5
BRAKE BY STEM
GEAR WARNING HORN Defective gear OOWN indicator Replace SWitch and adjust in accord-
SOUNDS WHEN BATTERY switch. ance with rigging procedures.
SWITCH IS TURNED ON,
OR SOUNDS WHEN AN
UNRELATED SYSTEM
IS TURNED ON (CONT)
GEAR WARNING HORN Circuit breaker out. Reset circuit breaker.

F AILS TO SOUND WHEN
LANDING GEAR SWITCH Defective circuit breaker. Replace circuit breaker.
IS PLACED UP WHILE
ON THE GROUND Landing gear safety switch incor- Adjust safety SWitch.
rectly adjusted.
Defective landing gear safety switch. Replace switch and adjust safety
switch.
Defective electrical
,
circuit. Repair circuit.
Defective warning horn and flash- Replace horn and flasher unit.
er unit.
GEAR WARNING HORN Circuit breaker out. Reset circuit breaker.

FAILS TO SOUND IN
FLIGHT WHEN LANDING Defective circuit breaker. Replace circuit breake r.
GEAR IS UP AND THROT-
TLES ARE RETARDED Defective gear OOWN indicator Replace SWitch and adjust in accord-
switch. ance with rigging procedures.
Defective electrical circuit. Repair circuit.
Defective warning horn. Replace horn.
Throttle microswitch incorrectly Adjust in accordance with rigging

adjusted. procedures.
Defective throttle mlcroswitch. Replace switch and adjust in ac-

cordance with rigging procedures.
LANDING GEAR DOORS Doors incorrectly rigged. Rig doors in accordance with rig-
F AIL TO OPERATE ging procedures.
PROPERLY
Defective door operating linkage. Replace defective linkage.
LANDING G EAR SHIMMIES insufficient fluid in shimmy damp- Service shimmy dampeners in ac-
DURING FAST TAXI, TAKE- ener. cordance with Section 2.
OFF, OR LANDING
Internal leakage in shimmy damp- Replace defective seats and or piston.
ener.
Roll pin attaching piston to piston rod Replace roll pin.
sheared.
Shimmy dampener loose at mounting. Replace worn housing and; or at-
taching bolt.
Tires out of balance. Replace tires with tread worn un-
evenly or flat spots.
Worn or loose wheel bearings. Replace and/or adjust wheel bear-

ings.
Excessive clearance between upper Adjust clearance in accordance with

and lower torque links. alignment procedure.
4-6 LANDING GEAR AND 310 SERVICE MANUAL
BRAKE SYSTEM
LANDING GEAR SHIMMIES Worn torque link bushings. Replace bushings.

DURING FAST TAXI,
TAKEOFF OR LANDING
(CONT)
EXCESSIVE OR UNEVEN Incorrect operating pressure. Inflate to correct pressure.

WEAR ON TIRES
Incorrect wheel alignment. Align in accordance with alignment
procedure.
Wear resulting from shimmy. See the preceding corrections for

shimmy.
NOSE GEAR FAILS TO Incorrect rigging of nose gear Rig in accordance with nose gear
STEER PROPERLY steering system. steering procedure.
One brake dragging. Determine cause and correct.
Defective nose gear steering springs. Replace springs.
NOSE GEAR FAILS TO Gimbal broken or damaged at the Replace defective gimbal.
STRAIGHTEN WHEN top of the nose strut.
LANDING GEAR EXTENDS
Incorrect rigging of nose gear steer- Rig in accordance with nose gear
ing system. steering procedure.
NOSE GEAR FAILS TO Gimbal broken or damaged at the Replace defective gimbal.
STRAIGHTEN WHEN top of the nose strut.
LANDING GEAR RETRACTS
ATTITUDE OF AIRCRAFT Landing gear struts incorrectly Inflate struts correctly.

ON GROUND IS INCOR- inflated.
RECT
STRUT BOTTOMS ON Insufficient air and or fluid in strut. Service strut with proper amount of
NORMAL LANDING OR fluid and air.
TAXlING ON ROUGH
GROUND Defective internal parts in strut. Replace defective parts.
STRUT DEFLATED WITH Defective O-rings. Determine which O-rings are defect-
EVIDENCE OF FLUID ive and replace.
LEAKAGE
CABIN STEP DOES NOT Broken cable. Replace cable.

RETRACT
Cable off pulley at landing gear Place cable in pulley track. Check
actuator. operation.
Cable disconnected. Connect and check cable as des-

cribed in installation of cabin step
system.
CABIN STEP DOES NOT Cable off pulley track and binding. Place cable in pulley track. Check
EXTEND pulley for freedom of operation.
Check that pulley cable retaining
pin is installed.
Step assembly binding. Retract and extend cabin step by

hand to locate source of binding.
CABIN STEP DOES NOT lmproperly rigged. Rig in accordance with installation
FULLY RETRACT of cabin step system.
I
LANDINe e~AR AND
310 SERVICE MANUAL 4-U/4-68
BRAt<~ 8V8T~M
CABIN STEP DOES NOT Cable off pulley track. Place cable in pulley track. Check
FULLY RETRACT pulley for freedom of operation.
(CONT) Check that pulley cable retaining
pin is installed.
CABIN STEP DOES NOT Improperly rigged. Rig in accordance with installation
FULLY EXTEND of cabin step system.
LANDING GEAR ACTUATOR. ly to the actuator worm gear. The bellcrank that
operates the main landing gear drive tubes is attach-
The landing gear actuator consists of an electric ed to the upper end of the sector shaft, which extends
motor, a reduction unit and a worm-and-sector as- vertically through the actuator assembly, and the
sembly. The actuator is normally operated by the bellcrank that operates the nose gear drive tube is
electric motor; however, linkage is provided to dis- attached to the lower end of the sector shaft. Ad-.
engage the motor-driven reduction unit and engage justable limit switches are provided so that correct
the manual extension system, which is linked direct- landing gear travel can be obtained.
Troubleshooting the Landing Gear Actuator Motor.
BRAKE DOES NOT Loosen or open connections Check test connections; if

RESPOND AS or circuits. Improper all right, test motor cir-
REQUIRED assembly. cuits for proper resistance,
check for proper brake air
gap. Adjust or replace de-
fective parts.
SPEED IS TOO LOW Incorrect end play, shorted Check motor for correct
OR CURRENT IS armature circuit, excessive end play. If all right, test
TOO HIGH bearing friction. motor circuits for shorts.
Replace defective parts.
MOTOR WILL NOT Circuit breaker out. Reset breaker; if breaker

RUN will not remain set, check
for shorted wiring in field
circuit. If fieki circuit is
shorted, refer to Landing
Gear and Flap System
Components Overhaul/
Parts Manual and repair
or replace motor.
MOTOR NOISY Faulty bearings or armature Refer to Landing Gear and

dragging. Flap Actuator System Com-
ponents Overhaul/Parts
Manual and repair or
replace motor.
Change 1
I
310 SERVICE MANUAL LANDIN<S <SEAR AND 4-1
BRAKE SVSTEM
Removal of Landing Gear Actuator. (See figure 4-1. ) k. Remove lower bellcrank (50) and pulley (44) as
a unit from sector shaft. leaving step connected.
a. Jack the aircraft in accordance with Section 2. L Disconnect manual extension disengage rod (32)
b. Remove the carpet in accordance with Section 3. by removing cotter pin and pin.
c. Remove the floorboards between front and rear m. Disconnect manual extension drive tubes by re-
spar, and access hole cover from underside of fuse- moving three cotter pins, washers and pins. To
lage beneath landing gear actuator. disconnect, slide universal joint (31) aft and inner
shaft (30) forward.
NOTE n. Remove safety wire from all bolts which must
be removed.
Disconnect aircraft battery terminals to pre- o. Remove four bolts and washers attaching re-
vent accidental electrical operation of gear duction unit (3) and actuator assembly (18) to bulk-
during disassembly procedures. head (4).
d. (See figure 4-6.) Engage manual extension NOTE

crank and operate toward the UP position until the
main gear doors open sufficiently to disconnect link To remove reduction unit (3) or motor (1)
(3) from door (6) by remOving nut, washer, spacers from aircraft, remove four bolts. When
and bolt. removing motor, disconnect and tag the
e. (See figure 4-7.) Disconnect the inboard LH electrical wires at the relays to insure
drive tube (35) and the intermediate drive tube (40) proper placement on reinstallation.
from idler bellcranks (7) by removing nuts, spacers
and bolts. For ease of bolt removal, support the p. Remove four nuts, washers and bolts attaching
wheel by hand to remove shear load from bolt. After switch brackets (16 and 33) to actuator assembly.
bolt is removed, gently lower gear to its free fall or Do not disturb switch adjustment except to replace
extended pOSition. switches or brackets.
f. Engage manual extension crank and operate to- q. Remove remaining nuts, washers and bolts
ward the UP pOSition until nose gear drive tube at- attaching actuator assembly (18) to mounting channeL
taching bolt (43) is accessible through lower access r. Remove bolts and washers attaching actuator
hole. Support nose gear while remOving cotter pin, assembly (18) to forward mounting bracket (25).
nut, washer and bolt (43). Gently lower nose gear s. Remove bolts, washers and spacer (55) attaching
to its free fall or extended pOSition. actuator assembly (18) to bulkhead (4).
g. Engage manual extension crank and operate to- t. Lift actuator assembly (18) vertically and re-
ward the DOWN pOSition until the upper bellcrank is move from aircraft.
in apprOXimately a lateral pOSition.
h. Remove nut, washer, caps (6 and 47) and bolt
attaching upper and lower bellcrank to the sector Installation of Landing Gear Actuator. (See figure
shaft. 4-1. )
i. (See figure 4-7.) Disconnect RH inboard drive
tube (43) from idler (46) by remOving nut, washer, a. Position actuator assembly being sure that lower
spacers and bolt. bellcrank (50) and pulley (44) is positioned so as not
j. Lift upper bellcrank (5) enough to clear sector to cause damage to lower skin. Install spacer (53)
shaft. Remove upper bellcrank, RH inboard drive and lower bellcrank (50) on lower end of sector shaft.
tube (54) and LH inboard drive tube (11) as a unit Universal joint (31) and inner shaft (30) must be in
by pulling inboard until LH tube clears fuselage skin. place before positioning actuator.
Change 1
4-8 LANDING e~AR AND 310 SERVICE MANUAL
BRAK~ 8Y8T~M
-----21
_---22
24
25
I
53----
52----
30
51----
29
50-----l
49----
48
47
46-----1
10413003
Figure 4-1. Landing Gear Actuator
Change 8
310 SERVICE MANUAL LAN DINe eEAR AND 4-9
BRAKE SYSTEM
Figur.e 4 -1. Landing Gear Actuator Callouts
l. Landing Gear Motor 20. Nut 39. Cotter Pin

2. Bolt 21. Bolt 40. Nut
3. Reduction Unit 22. Washer 4l. Washer
4. Bulkhead 23. Cotter Pin 42. Nose Gear Drive Tube
5. Upper Bellcrank 24. Pin 43. Bolt
6. Cap 25. Mountirw; Bracket 44. Pulley
7. Washer 26. Deleted 45. Spacer
8. Nut 27. Deleted 46. Bolt
9. Nut 28. Gear Shaft 47. Cap
10. Washer 29. Washer 48. Nut
11. LH Inboard Drive Tube 30. Inner Shaft 49. Washer
12. Bolt 31. Universal Joint 50. Lower Bellcrank
13. Spacer 32. Manual Extension Disengage Rod 51. Spacer
14. Bolt 33. Switch Bracket 52. Screw
15. Washer 34. Down Limit Switch 53. Spacer
16. Switch Bracket 35. Grease Fitting 54. RH Inboard Drive Tube
17. Up Limit Switch 36. Bolt 55. Spacer
18. Actuator Assembly 37. Washer 56. Washer
19. Washer 38. Bolt 57. Bolt
NOTE CAUTION
Support entrance step in retracted position Use of bolts of improper length may cause
to facilitate installation of lower bellcrank damage or binding.
and pulley. When installing lower bellcrank, g. If removed, install four bolts attaching motor
align the index punch mark on the bellcrank (1) to reduction unit (3).
with the chamfered spline on the sector h. If motor was removed, connect the electrical
shaft. wires at the appropriate relay as previously marked.
b. Install spacer (55), washer and bolt attaching i. Tighten aU nuts and bolts which were installed
actuator assembly (18) to bulkhead (4.). but not tightened.
j. Safety bolts attaching motor (1) to reduction unit
NOTE (3).
k. Safety bolts attaching actuator to bulkhead (4).
To facilitate installation, install all act- 1. Connect manual extension drive tubes with pins,
uator assembly (18) attaching bolts washers and cotter pins.
before any are tightened. m. Connect manual extension disengage rod (32)
with pin and cotter pin.
c. Install two bolts and washers attaching actuator n. Insert LH inboard drive tube (11) through open-
assembly (18) to forward mounting bracket (25). ing in fuselage skin until upper bellcrank (5) is in
d. Install switch bracket (16 and 33) with bolts, poSition to be installed on sector shaft with the
nuts and washers. threaded portion of bolts (12) in the UP position.
NOTE
CAUTION
If inboard drive tubes were disconnected
Check switches thoroughly for proper opera- from upper bellcrank, insure that bow in
tion. A faulty switch may cause damage to end fittings is properly positioned.
landing gear actuator.
o. Place spacer (13) and upper bellcrank (5) on
e. Install bolt, washer and nut attaching actuator sector shaft.
assembly (18) to mounting channel. NOTE
NOTE When installing upper or lower bellcrank,
Use AN960-10L washers to shim as required align the index punch mark on the bell-
between actuator and two mounting channels. crank with the chamfered spline on the sec-
tor shaft.
f. Install four bolts and washers attaching actuator
assembly (18) and reduction unit (3) to bulkhead (4). p. Insure that lower bellcrank (50) and spacer (45)
are correctly in place and install bolt, caps (6 and
NOTE 47), washer and nut.'
q. (See figure 4-7.) Connect RH inboard drive tube
Shim as required between reduction unit (3) (43) and intermediat~. drive tube (40) to idler (46) by
and bulkhead (4) to align reduction unit gear installing spacers, bolts washer and nut.
with the drive gear in the actuator. r. (See figure 4-7.) Connect LH inboard drive
Change 8
4-10 LANDINC3 C3EAR AND 310 SERVICE MANUAL
B~AKE 8V8TEM
tube (35) and intermediate drive tube (40) to idler pulley bracket (4) to prevent the cable from leaving
bellcranks (7) with bolts, spacers and nuts. the pulley track.
s. Connect forward push-pull tube (42) to lower d. Attach the short cable between the turnbuckle (36)
bellcrank (50) with bolt, washe:-_ nut and cotter pin. and the spring bail (35).
t. (See figure 4 -6.) Connect :::aw gear doors (6) e. Attach the cable (31) to arm (22) by installing pin
to links (3) with bolt, spacer. '",-asher and nut. and cotter pin.
u. Connect battery terminals. f. Before installing step assembly, make certain
\". Perform an operational check of landing gear. that spacer (24) is installed.
cnecking especially that limit switches are correctly g. Install spring (23) on step assembly. Preload
adjusted and landing gear is correctly rigged. Refer spring 160 0 •
to landmg gear rigging procedures. h. Place step assembly, wlth spring (23) installed
w. Install access hole covers on cabin floor and mto step support (32) and install bolt. washer and
underside of fuselage, beneath landing gear actuator. nut.
x. Install the carpet in accordance with SectlOn 3. i. Route cable (31) through pulley (16).
y. Insure that landing gear is OOWN, then remove J. Make certain that cotter pins are installed in
Jacks. pulley bracket (17) to prevent the cable from leaving
the pulley track.
CABI~ STEP SYSTEM. k. Raise the cabin step by hand and note that the
spring (23) returns the cabin step to tile extended
;)unng retraction of the landing gear. a cable con- position.
nected to the landing gear actuator retracts the cabm 1. Raise the cabin step by hand to provide slack in
step llto a well provided for it in the bottom right cable (31) and install turnbuckle (36).
"lde of the fuselage. During extension of the landing m. After turnbuckle (36) is installed, then return
gear, spring tension forces the step to extend. Ex- step to its extended position.
tenslOn and retraction are simultaneous with landing n. Adjust the turnbuckle (36) to place tenslOn on the
gear operation. cable until just a small amount of light may be seen
between the step assembly and step stop.
o. Check the cabin step installation as follows:
Removal of Cabin Step System. (See figure 4-2.) 1. Jack aircraft in accordance with Section 2.
2. Raise the cabin step into the fuselage well by
a. Remove the rear seats and center and rear car- hand to make certain there are no obstructions.
pet in accordance with Section 3. 3. Retract landing gear using normal retraction
b. Remove the two access covers between the front system
and rear spars. also the three access covers aft of
~OTE
!he rear spar, in accordance With Section 1.
-:. Remove skin access cover from below landing
gear actuator. L" se of an external power source 15 adv1sable
d. DIsconnect cable at turnbuckle (36). to prevent draining battery power.
e. DIsconnect cable from spring bail (35) by re-
moving spring bail. 4. Note that the cabw step retracts fully into the
1. Remove cable (13) from pulley by removing step well.
cotter pin, washer, pin and clamp. 5. l'sing a spring scale, it should require approxi-
g. Remove cable (13) from aircraft. mately 4 to 6 pounds pressure to move the cabin step
h. Disconnect cable (31) from arm (22) by remo\'- downward a short distance.
ing cotter pin and pin. 6. Safety turnbuckle.
1. Remove cable (31) from aircraft. 7. Insure that landing gear is DOWN and remove
J. Remove cabin step assembly from aircraft, being JaCKS.
careful to disengage spring (23) from step support (32) p. Install the floorboard access covers and skin
when bolt, washer and nut are removed. access cover in accordance with Section 1.
k. Ulcation and parts necessary for disassembly or q. Install the center and rear carpets and the rear
assembly of the cabin step assembly and pulley are seats in accordance With Section 3.
clearly shown in figure 4-2.
I 1. For removal of pulley track (12) from landing
gear actuator, refer to "Removal of Landing Gear MANUAL EXTENSION SYSTEM.
Actuator. "
The manual extension system consists of a hand
crank, which is connected to the landing gear actua-
Installation of Cabin Step System. (See figure 4-2. ) tor by an arrangement of chain and sprockets, bell-
crank, miter gears, and push-pull rods. The hand
a. Place bail at end of cable (13) lust outside of the crank located at the right of the pilot's seat is nor-
pulley track (12) and With the cable (13) in the pulley, mally in a stowed position. When unfolded into its
mstall clip and secure With pw, washer and cotter operation position the hand crank disengages the nor-
pin. mal landing gear operating system, and allows the
b. Route cable (13) aft through pulley (3) and attach gear to be operated rr.anually. A spring loaded
spring bail (35). release button is provided to unlock the hand crank
c. Make certain that cotter pms are installed in so that is may be unfOlded and stowed.
310 SERVICE MANUAL LANDINe e~AR AND 4-11
1!u'AK~ SYSTEM
c
34
/I
, I
3
32
31
Detail A
22
5
20""-==::::
6
27
20 25
11 "r 12 13
Detail B
1. Bolt 10. Washer 19. Nut 28. Pin
2. Cotter Pin 11. Cotter Pin 20. Nut 29. Cotter Pin
3. Pulley 12. Pulley Track 21. Washer 30. Web
4. Pulley Bracket 13. Cable 22. Arm 31. Cable
5. Washer 14. Bolt 23. Spring 32. Step Support
6. Nut 15. Cotter Pin 24. Spacer 33. Fuselage Structure
7. Landing Gear Actuator 16. Pulley 25. Bolt 34. Bolt
8. Pin 17. Pulley Bracket 26. Step 35. Spring Bail
9. Clamp 18. Washer 27. Tube 36. Turnbuckle
Figure 4-2. Cabin Step System
I
4-12 LANDINa ae!AR AND 310 SERVICE MANUAL
BRAKe! 8Y8T!!M
Removal of Manual Extension System. (See figure port bracket.

4-3.)
NOTE
a. Remove pHot's seat and cer.,er carpet in accord-
ance with Section 3. The bearings in which the gear shafts rotate
b. Remove floorboards betweer. front and rear spar. are a press fit and should be removed only
above landing gear actuator. for replacement.
c. Remove chain guards by removing attaching
screws.
d. Remove chain (12) by disconnecting at the mas- Installation of Manual Extension System. (See figure
ter link. 4-3. )
e. Remove crank handle and shaft assembly as fol-
lows: a. IT disassembled, assemble gear support bracket I
1. Remove roll pin, collar (1) and washer (2) from (21) as follows:
shaft (6). 1. IT removed, press bearings into gear support
2. Remove cotter pin and pin attaching spool (4) to bracket.
shaft (6). 2. Assemble gear (26) to shaft (27) with attaching
3. Pull crank handle and shaft from supports, re- roll pin. and insert into position in gear support
mOVIng spool (4) as shaft is pulled through it. bracket.
f. If desired, disassemble crank handle and shaft 3. Insert shaft (22) through the left side of gear
by removing nut, bolt, cotter pins and pins. support bracket, through sprocket (23) and gear (24).
g. Remove upper rod assembly (16) by removing Install two roll pins attaching sprocket and gear to
cotter pins. washers and pins attaChing rod assem- shaft, and safety all three roll pins.
bly to bellcranks (15 and 17). 4. Install snap ring (25) on gear shaft (22).
h. Remove upper bellcrank (15) by removing nut, b. Install gear support bracket (21) as follows:
washers and bolt. Remove bushing (14) from bell- 1. Place universal joint (29) on actuator shaft (30)
crank. and Slide aft.
1. Remove lower rod assembly (18) by removing 2. Insert inner shaft (28) into gear shaft (27) and
cotter pins, washer and pins attaching rod assembly slide forward.
to lower bellcrank and landing gear actuator. 3. Position gear support bracket in aircraft and
;. Remove lower bellcrank (17) by removing nut. attach to fuselage bottom with two screws. washers
washer, spacer and bolt. and nuts.
k. Remove chain tightener (11) by removing attach- 4. ::''1stall two bolts anc !luts attaching gear sup-
ing screw and washer, and adjusting screw, wasilers port bracket to front soar.
and nut. 5. Align the holes in the shafts connecting miter
1. Remove gear support bracket (21) as follows: gear assembly to landing gear actuator, and install
1. Disconnect shafts (27 and 28) and universal joint pins, washers and cotter plliS.
(29) by removing the three cotter pins, washers and c. Install chain tightener (11) with attaching screw
pins. and washer. Install adjusting screw, washers and
2. Slide universal joint (29) aft and inner shaft (28) nut. but do not tighten at this time.
forward to disconnect. d. Install lower bellcrank (17) with bolt, spacer
3. Remove two bolts and nuts attaching gear sup- (20). washer and nut.
port bracket to front spar. e. Insert bushing (14) into upper bellcrank (15) and
4. Remove two screws, washers and nuts attaching install belle rank with bolt, washers and nut.
gear support bracket to bottom of fuselage. f. If disassembled, reassemble crank handle and
m. If desired, disassemble gear support bracket as shaft with pins, cotter pins, nut and bolt.
follows:
1. Remove three roll pins attaching sprocket (23)
g. Install crank handle and shaft assembly as fol-
lows:
I
and gears (24 and 26) to gear shafts (22 and 27). 1. Insert crank handle and shaft through inboard
2. Remove snap ring (25) from gear shaft (22). support (5), spool (4), and outboard support (3).
3. Remove gear shaft (22) through the left side of 2. Engage upper belle rank (15) with spool (4), align
the bracket, removing sprocket (23) and gear (24) as spool attaching holes, and install pin and cotter pin.
shaft 1S removed. 3. Place washer (2) and collar (1) on shaft (6), in-
4. Remove gear (26) and shaft (27) from gear sup-
Figure 4-3. Manual Extension System Callouts
1. Collar 11. Chain Tightener 21. Gear Support Bracket

2. Washer 12. Chain 22. Gear Shaft
3. Outboard Support 13. Bracket 23. Sprocket
4. Spool 14. Bushing 24. Gear
). Inboard Support 15. Upper Bellcrank 25. Snap Ring
r; Shaft 16. Upper Rod Assembly 26. Gear
I. Sprocket 17. Lower Bellcrank 27. Gear Shaft
O. Spool LInk 18. Lower Rod Assembly 28. Inner Shaft
0. Crank Link 19. Landing Gear Actuator 29. Universal Joint
10. Crank 20. Spacer 30. Actuato;: ~llaft
I
3 .. 0 SERVICE MANUAL LANDING GEAR AND 4-13
BftAKE SYSTEM
-0)-
/
1--10
13 14 15
/
\,
\,
22~
\
®
21----- I
\9)
\
Detail E Detail B
30
Figure 4-3. Manual Extension System

4-14 LANOINC3 C3I!AP 4NO 310 SERVICE MANUAL
e"AKI! 8V8TI:M
stall roll pm and safety. o. Install center carpet and pilot's seat in accord-
ance with Section 3.
NOTE
MAIN LANDING GEAR.
Washer (2) is used as required to e bmmate
end play from the shaft assen,blv.
Removal of Mam Landing Gear. (See figure 4 -4. )
h. Install chain (12) on sprockets \7 and 23) and con-
nect with master link. Adjust cham tightener (11), a. Jack the aircraft in accordance with Section 2.
and tighten adjusting screw and nut. b. Drain brake system by removing bleeder plug.
1. Attach lower rod assembly (18) to lower bellcrank c. Disconnect brake hose at forward wheel well
(17) and landing gear actuator (19) with pins, washers bulkhead union. Plug hose and cap fitting to prevent
and cotter pins. entry of foreign matter.
J. Attach upper rod assembly (16) to bellcranks (15 d. Remove safety switch (1) and down indicator
and 17) with pins, washers and cotter pins. switch (20) by removing attaching nuts and screws.
k. II length of upper or lower rod assembly has e. Remove clamps and tie sWitches where they Will
been changed, adjust as follows: not interfere with gear removal.
l. Place hand crank in operating position. f. Release tension on retracting linkage by engagmg
2. Adjust lower rod assembly (18) to a length of manual extension crank and operating a few turns to-
approxlffiately 4.80 inches, measured between the ward the UP position.
center lines of rod end bolt holes, and install. g. Disconnect main landmg gear doors.
3. Pull lower rod assembly forward until internal h. Disconnect retracting linkage as follows:
gear in landing gear actuator reaches the end of its 1. Disconnect outboard push-pull tube (18) from
travel, and adjust upper rod assembly (16) so that bellcrank (15) by removing nut, washers and bolt.
rod end bolt holes align with holes in upper and lower 2. Disconnect upper side link from lower side
bellcranks (15 and 17). link by removing nut, washer and bolt.
4. Lengthen upper rod assembly (16) one-half turn i. Remove roll pins (13) from attaching shafts (11),
and install. and insert AN6 bolt or puller tool.
NOTE J. Support gear and pull attaching shafts (11).
II the upper rod assembly adjustment cannot NOTE

be obtained because an excessive amount of
threads would be exposed, readjust the lower Needle bearings, in which the attaching shafts
rod assembly to obtain the desired result, and pivot, are a press fit and should be removed
repeat step "3 and 4". only for replacement. Bearings must be re-
moved by driving them toward the wheel well.
1. Perform an operational check to see that manual
extension system functions properly. CAuTION
CAUTION NOTE the amount of thickness of washers re-

moved. These washers should be installed
1)) not use the manual extension system to exactly as they were located before removal
tully retract the landing gear. except when to insure proper alignment of side link assem-
manually pushing upward on all landing gear bly.
to relieve strain on manual extension system.
m. Install chain guards with attaching screws. Disassembly of Main Landing Gear. (See figure 4-5.)
n. Install access covers on cabin floor above land-
ing gear actuator. a. Completely deflate strut, and after all the air has
Figure 4-4. Main Landing Gear Installation Callouts

1. Landing Gear Safety Switch 14. Bolt
2. Screw 15. Bellcrank
3. Bracket 16. Washer
4. Screw 17. Nut
5. Washer 18. Outboard Push-Pull Tube
6. Nut 19. Spacer
7. Nut 20. Down Indicator Switch
8. Landing Gear Support 21. Spacer
9. Bearing 22. Screw
10. Washer 23. Side Lock Link
11. Attaching Shaft 24. Bracket
12. Truss Assembly 25. Nut
13. Roll Pin 26. Plate I
Change 6
CESSNA AIRCRAFT
310 SERVICE COMPANY
MANUAL LANDING GEA" AND 4-15
B"AKE SYSTEM
MODEL 310
SERVICE MANUAL
Detail 1
Detail A \ 5
6 1---11
310POOOl TO 31OQ0824
Detail C
Detail F
31OQ0824 AND ON
~VJii
1,3:::2
2
--:::===--22 14413002R
Al0413001
B10413001
C10413001
Detail E 23
Detail D D10413001
31OQ0824 AND ON E51411003
F51481001
Figure 4-4. Main Landing Gear Installation.
Change 6
4-16
July 1/2006
Figure 4-5. Main Landing Gear Strut (Sheet 2 of 2)
1. Valve Body 22. Nut 43. Washer

2. Packing 23. Cotter Pin 44. Nut
3. “O” Ring 24. Striker Plate 45. Orifice
4. Orifice Tube Assembly 25. Screw 46. Trunnion
5. Metering Pin 26. Bushing 47. Washer
6. “0” Ring 27. Lock Ring 48. Bolt
7. Seal Support 28. Scraper Ring 49. Screw
8. “0” Ring 29. Internal Lock Ring 50. Clamp
9. Nut 30. “O” Ring 51. Clamp
10. Barrel Piston 31. Backup Ring 52. Spacer
11. Bolt 32. “0” Ring 53. Nut
12. Shaft 33. Backup Ring 54. Nut
13. Roll Pin 34. Ring Pack Support 55. Bushing
14. Torque Link 35. Spacer 56. Spacer
15. Bolt 36. Inner Bearing 57. Spacer
16. C lamp 37. External Lock Ring 58. Reamer Tool
17. Bushing 38. Barrel Assembly 59. Poly Pak Seal
18. Spacer 39. Screw 60. Rivet
19. Bushing 40. Switch Bracket 61. Washer, Reference
20. Nut 41. Spacer MEB02-12
21. Washer 42. Clamp
4-16A
July 1/2006
I
310 SERVICE MANUAL LANDINCS CSEA" AND 4 -11
8"AKE SYSTEM
has been expelled, remove the valve body and drain 4. Slide lock ring (27), scraper ring (28), and in-
fluid ternal lock ring (29) on piston barrel (10).
b. Remove lower strut assembly from upper trun- 5. Install backup ring (33), O-ring (32), and back-
nion assembly as follows: up ring (31) or poly-pak seal (59), inside ring pack
1. Disconnect the torque link, brake bose clamps, support (34); then work O-ring (30) on the outside into
busbings, and safety switcb bracket by removing the groove on ring pack support (34) and slide onto piston
cotter pins, nuts, wasbers and bolts. barrel (10).
2. Disconnect brake bose from brake at elbow and
remove hose.
3. Remove wbeel and tire assembly and brake as- CAUTION
sembly from axle fitting.
Install poly-pak seal with wide lip up (toward
CAUTION pressure side).
Removal and handling of tbe lower strut 6. Install spacer (35) on piston barrel (10).
sbould be done with care to prevent the pos- 7. Install inner bearing (36) on piston barrel (10)
sibility of damage to exposed parts. and secure with external lock ring (37).
c. (See figure 4-5.) Disassemble upper cylinder NOTE

assembly as follows:
1. Remove bolt (48), washers (47) and nut (54) Install inner bearing with chamfered end up
from trunnion (46). in order to seat against external lock ring.
2. Remove orifice tube (4) from upper barrel
assembly by pulling straight out. 8. Carefully work piston barrel into barrel assem-
bly (38) and slide ring pack support (34), internal
CAUTION lock ring (29), scraper ring (28), and lock ring (27)
into barrel assembly (38) and secure.
U tbe metering pin and seal support are to be
reinstalled, use extreme caution during re-
moval. NOTE
3. Disconnect torque link (14) by removing nut To prevent damage to piston barrel and ring
(20), wasber (21), busbing (19), clamp (16) and bolt pack support during installation, a ring pack
(15). support tool PIN 0380004-1, available from
4. Remove lock ring (27), scraper ring (28), and your Cessna Dealers' Or~zation, should
internal lock ring (29). be used. See figure 4-5A.
5. Pull piston assembly (10) from barrel
assembly (38). 9. Carefully work O=ring (3) into groove in orifice
tube (4) and insert into barrel assembly (38) taking
NOTE care to align holes.
10. Align holes and install bolt (48), washers (47),
Lower piston barrel and axle fittings are a and nut (54).
press fit and drilled on assembly. Disassem- b. Assemble torque link (14), if removed, then
bly is not recommended.
6. See Section 2 for cleaning and inspection of main

landing gear.
connect with bolt (15), washers (21), bushing (19),
wasbers (21) and nut (20).
c. (Aircraft 310POOOI to 310Q0824.) Install switch
striker plate (24) and switch bracket assembly (40).
d. (Aircraft 31OQ0824 and ON. ) Install plates (26)
I
and secure with nuts and screws.
Assembly of Main Landing Gear. (See figure 4-5.) e. Install brake assembly, wheel and tire assembly;
then connect hoses and clamp.
NOTE f. Service strut with hydraulic fluid in accordance
with Section 2. Do not fill with air at this time.
Before eacb component of the main landing g. Install new O-ring (3) on valve body (1) and in-
gear sbock strut is assembled, assure that stall in top of orifice tube (4).
it is tborougbly clean, tben lubricate with sys- h. Install side braces with bolts, washers, and
tem hydraulic fluid. nuts.
a. Assemble landing gear as follows: Installation of Main Landing Gear.
1. Carefully work O-ring (6) over threads of meter-
ing pin (5) and install in seal support (7) with nut (9). a, U needle bearingS were removed, install as fol-
2. Install 0- ring (8) in groove on outside of seal lows:
support (7). 1. Press needle bearings into landing gear sup-
3. Insert seal support (7), with metering pin assem- ports. Bearing must seat against shoulders provided
bled, into lower piston barrel (10). in supports.
Change 6
~ III LANDING GEAR AND 310 SERVICE MANUAL
BRAKE SYSTEM
U. Position gear in place; then Install washers be- e. Remove brake, wheel and tire assembly in ac-
tween supports and trunnion and align holes. cordance with Section 4.
c. Install attaching shafts into gear trunnion and f. Deflate strut in accordance with Section 2.
a llgn gear trunnion, washer, and bearing in the land- g. Disconnect landing gear door and tie out of way.
ing gear supports, then work the shafts into position, h. Disconnect torque link braces by removing cot-
uSing care to align holes in shaft and trunnion for the ter pins (23), nut (20), bolt (15), washers (21) and
installation of roll pin. spacer (18).
NOTE NOTE
The attaching shafts are a slip fit and should Washers located between torque link braces
be lubricated with light oil to aid in the in- control toe-out, and must be retained and
stallation of the shafts. replaced in removal order, for proper wheel
and torque link brace alignment.
d. Remove AN6 bolt used in removal and installa-
tion of attaching shafts and install roll pin. i. Remove roll pin (13) using a suitable drift punch.
e. Connect side brace and push-pull tubes and gear j. Remove shaft (12) using a suitable drift punch.
door using bolts, washers and nuts. k. Remove torque links (14).
f. Install safety switch and down indicator switch
with screws and nuts and adjust in accordance with Disassembly of Main Gear Torque Links. (See
Rigging of Main Landing Gear. figure 4-5. )
NOTE Bushings (19 and 26) are press-fit and should be re-
moved only for replacement. When replacement
Make sure landing gear limit switches have becomes necessary, proceed as follows:
all holes in switch housing plugged and packed a. Remove grease fittings.
with DC -4 Silicone Compound to prevent mois- b. Using a bench vise, wood blocks and proper size
ture entering limit switches. shaft or punch, press out bushings (19 and 26).
g. Remove plug and caps and connect brake hose to CAUTION

union at bulkhead at forward wheel well. Use suit-
able lubricant on threads. Take precaution when removing bushings to
h. Install clamps securing switch wire bundle and prevent damage to torque link.
brake hose.
i. Service and bleed brake system in accordance
with Servicing Instructions, Section 2. Assembly of Main Gear Torque Links. (See figure
j. Perform operational check on landing gear. 4-5. )
k. Remove jacks and inflate strut in accordance
with Section 2. a. Press in bushings (19 and 26) using bench vise,
1. Check landing gear alignment in accordance wi th with necessary wood block and proper size punch.
Main Wheel Alignment and figure 4-29.
NOTE
Removal of Main Gear Torque Links. (See figure
4-5. ) Bushings (19 and 26) must be pressed in
wet using MIL-P-8585 zinc chromate
The removal proc<!dures are the same for either left primer or equivalent, and lube fitting
I
or right main landing gear torque links. holes of bushings aligned with torque
a. Check alignment of main landing gear wheels in brace lube fitting holes.
acc ordance with alignment procedures.
b. With main landing gear wheels aligned and jacks b. Mill and finish installed bushings (19 and 26)
removed, mark the relative position of each main flush with outside edge of torque link brace (14),
landing gear piston and axle assembly, and trunnion break sharp edges 0.005 radius minimum. Bush-
assembly to facilitate aligning of parts for installa- ings must not extend past edge of torque link brace.
tion. c. Insure lube fitting holes are clean and install
lube fittings.
NOTE
NOTE
Use a grease pencil for marking.
Mill an equal amount on each bushing (26)
c. Mark extension of landing gear strut. using a flat mill file to provide a Slip fit
d. Jack the aircraft in accordance with Section 2. between the lugs on the torque link and the
lugs on the trunnion and/or the lugs on the
NOTE axle.
~ake sure Jack is positioned to allow removal
of wheel and brake assembly.
Change 7
310 SERVICE MANUAL LANDING GEAR AND 4 J ljA / 4 J HII
BRAKE SYSTEM
Installation of Main Gear Torque Links. (See figure j. Remove clamps and clean torque link bran's with
4-5. ) suitable solvent.
k. Install retained lube fitting in torque link uraces
a. Install upper torque link brace (14) on barrel and flush grease to insure bushings are free I)f dirt
assembly (38), with shaft (12), spacer (57) and the and all grease is removed.
necessary shims to align pin hole in shaft with pin
hole in spacer. 1. Position brake hose and clamp on bolt (15) and
connect upper and lower torque link at hinge point
using bolt (15), spacer (18), washers (21) and nut
CAUTION (20) .
It may be necessary to remove the finish from NOTE

shaft (12). 00 NOT FORCE. If stop welds
on inside of spacer interfere, smooth welds Make sure all new and existing washers at
with file. torque link hinge point are in place and free
in movement, tighten bolt and nut to insure
NOTE a side play of . 004 to . 020 is maintained
between torque link braces. It may be neces-
Stop plate on spacer assembly (57) must be sary to pOSition the washers in a different
positioned toward landing gear barrel assem- location to maintain alignment and side play
bly, when installed. simu I taneously.
b. Install shaft (12) and safety wire in place by m. Insure brake line is clear of all structure and
routing wire through roll pin and around the bushing. secure.
c. Install lower torque link brace (14) on barrel n. Safety bolt (15) and nut (20) with cotter pin (23).
assembly (38) using same procedures as the upper o. Install wheel and brake assembly in accordance
torque link. with installation procedures.
d. Align main landing gear barrel piston (10) and p. Torque all nuts properly, and safety.
axle assembly in position as previously marked. q. Lubricate upper and lower torque link fittings.
e. Block landing gear strut up using wood blocks r. Inflate landing gear strut in accordance with
to previously marked extension to facilitate aligning Section 2.
torque link braces. s. Connect landing gear door and cyc Ie landing
f. Align upper and lower torque link braces (14) gear to make sure door fits properly and all lines
using same number of retained washers positioned are clear.
between braces in the same order they were removed. t. Remove aircraft from jacks.
g. Use a . 4300 diameter pilot (bolt or rod) to align
torque link braces and washers.
h. Clamp torque link braces in position using two Main Landing Gear Doors.
small "c" clamps.
i. Using a standard 29/64 (.4531) reamer, having a The main landing gear is equipped with wheel well
.75 length, .4300 diameter pilot or Cessna Special doors and strut doors. Each strut door, pivoting on
Tool FT251 reamer, ream bushings to insure a a continuous hinge located at its outboard end is
straight, true hole in both parts. operated by a push-pull rod attached to the m~in
landing gear strut. Each wheel well door, pivoting
CAUTION on forged aluminum hinges located at its inboard end
is operated by a bellcrank and pUSh-pull tube which'
.
1S '
connected to the landing gear retracting linkage.
Turn reamer by hand, using a "T" handle.
Do not use power tools. The operating mechanism is so arranged that the
wheel well door is clo .ed when the main gear is
either fully retracted or fully extended.
Change 7
310 SERVICE MANUAL LANDINe eEAR AND 4-19
BRAKE SYSTEM
r - - - '_ ' I
9
Detail D
Detail A
\
'\
\
-----
Figure 4-6. Main Landing Gear J):)or Installation
4-20 LANDINe e~AR AND 310 SERVICE MANUAL
BRAKe SYSTEM
Figure 4-6. Main Landing Gear Door Installation Callouts
1. Hinge Pin 5. Hinge 10. Spacer

2. Door Actuator Arm 6. Main Wheel Well Door 11. Door Link Rod
3. Door Link Tube 7. Spacer 12. Strut Door
4. Hinge Cover 8. Spacer 13. Snubber
9. Main Landing Gear
Removal of Main Landing Gear Doors. (See figure a. Jack aircraft in accordance with Section 2.
4-6. ) b. Disconnect wheel well door by removing nut
attaching door link tube (3) to actuator arm (2).
a. Remove strut door as follows: c. Disconnect strut door by removing nut attaching
1. Disconnect door link rod from strut by removing door link rod (11) to strut.
nut and bolt. d. Using the normal landing gear retraction system,
2. Remove cotter pins in the ends of hinge pin; then operate gear to the UP position.
remove the hinge pin and outboard door.
b. Remove wheel well door as follows: NOTE
1. Jack aircraft, engage manual extension
crank and operate toward the UP position until thE: The use of an external power source is re-
main gear doors open sufficiently to disconnect link commended for operation of electrical units
(3) from door (6) by removing nut, washer, spacers while engines are not being operated. Low
and bolt. voltage could cause low downlock tension
2. Remove wheel well door by removing nuts, readings.
washers and bolts attaching hinge arms to door.
c. If desired, remove hinge arms as follows: e. Close strut door and adjust door link rod (ll) so
1. Remove lower wing root fillet and hinge covers that door fits flush.
by removing attaching screws. f. Adjust snubber (13) so there is 0 to 0.06 inch
2. Remove hinge arms from brackets by removing clearance between door and main gear torque link.
nuts, washers, spacers, and bolts. g. Operate gear to the DOWN position.
h. Close wheel well door and adjust door link tube
Installation of Main Landing Gear Door. (See figure (3) so that door just fits flush.
4-6. ) 1. Adjust rod end on door link tube one-half turn
shorter and connect.
a. If hinge arms were removed, attach to brackets
with bolts, spacers, washers and nuts. Install NOTE
hinge covers and lower wing root fillet with attaching
screws. Make sure door link tube adjustment does not
b. Install wheel well door as follows: cause deformation of door.
1. Jack aircraft and engage manual extension to re-
lease tension on gear retraction system. i. Operate gear to the UP position.
2. Place wheel well door in poSition, align mount-
ing holes, and attach to hinge arms with bolts, wash- CAUTION
ers, and nuts.
3. Attach door link tube to door with bolt, spacers, When retracting gear while rigging door, be
washer and nut. prepared to stop before damage can occur.
NOTE j. If necessary, readJust door link tube (3) so that

door fits flush.
If length of door link tube has been changed. k. Repeat steps "d" thru "i" as necessary to obtain
or new door components are being installed, proper fit of doors, checking that wheel well door
rig in accordance with Rigging Procedures clears tire and wheel.
of Main Landing Gear Doors. 1. The door push-pull tube is to be 5 degrees over-
center with the door actuator arm against its stop
d. Install strut door as follows: in both gear UP and gear DOWN position.
1. Place strut door in position and install hinge pin. m. Install access hole cover on wheel well door.
Install cotter pins in each end of hinge pin to safety. n. Insure that the landing gear is DOWN, remove
2. Attach door link rod to strut with nut. jacks.
NOTE
Main Landing Gear Retracting Linkage.
If length of door link rod has been changed or
new door components are belfig lfistalled, ng The main landing gear retracting linkage consists of
in accordance with Rigging Procedures of push-pull tubes, bellcranks, torque tubes, braces.
Main Landing Gear lXlors. and links interconnected bewteen the landing gear act-
uator and the main landing gear. A positive down-
Rlgglfig Malfi Landing Gear lXlor. (See figure 4 -6. ) lock is obtained by rigging the main sij~ links to an
310 SERVICE MANUAL LANOINe eEAR ANO 4-21
BRAKE SYSTEM
Detail B
AI0411003
14403001R
BI0411004
Figure 4-7. Main Landing Gear Retracting Linkage - Inboard Components (Sheet 1 of 2)
Change 8
I
BRAKE SYSTEM
10
Detail D
31OQ0994 AND ON
39 16
Detail C
·USEDON LH SIDE ONLY

D14412006
C14412005
Figure 4-7. Main Landing Gear Retracting Linkage - Inboard Components (Sheet 2)
Change 8
BfltAKE SYSTEM
Figure 4-7. Main Landing Gear Retracting Linkage - Inboard Components Callouts
1. Nut 18. Nut 35. LH Inboard Drive Tube

2. Washer 19. Washer 36. Nut
3. Door Link Tube 20. Nut ,37. Spacer
4. Nut 2l. Thrust Bearing Washer 38. Nut
5. Washer 22. Bolt 39. Bolt
6. Upper Connecting Link 23. Rocker Arm Lower Link 40. Intermediate Drive Tube
7. Idler Bellcrank 24. Washer 41. Washer
8. Washer 25. Nut 42. Bolt
9. LH Outboard Drive Tube 26. Screw 43. RH Inboard Drive Tube
10. Door Actuator Assembly 27. Washer 44. Bolt
11. Bolt 28. Nut 45. BUShing
12. Thrust Bearing Washer '29. Nutplate 46. Idler
13. Bellcrank Rocker Arm 30. Thrust Bearing Washer 47. Nut
14. Spacer 3l. Spacer 48. Drawstring
115. Nutplate 32. Bolt 49. Seal Boot
16. Bolt 33. Bolt 50. Doubler
17. Spar Web 34. Washer 51. RH Outboard Drive Tube
over-center position. The link assemblies which bold front spar and support web.
the main side links in an over-center pOSition are also 5. Pull bellcranks and attached linkage from be-
rigged over-center. Downlock springs, which apply tween front spar and support web.
spring tension to the over-center position of the link 6. Remove the spacers (14 and 31) from the idler
assemblies, are provided as an added safety feature, bellcrank (7) and bellcrank rocker arm (13).
Hook-type mechanical locks are provided to lock the 7. Remove upper connecting links (6) by remov-
landing gear in its retracted position. The main landing nuts (4), washers (2) and bolts (16).
ing gear retracting linkage also operates the main 8. Remove rocker arm lower link (23) by remov-
landing gear door operating mechanism. ing nuts (20 and 25), washers (19 and 24) and
bolts (16 and 22).
Removal of Main Landing Gear Retracting Linkage. NOTE
(See figure 4-7.)
See figure 4-8 for the following steps:
a. Jack the aircraft in accordance with Section 2.
b. Disconnect main landing gear doors. h. Remove outboard push-pull tube (18) as follows:
c. Release tension on retracting linkage by engag- 1. Disconnect the push-pull tube from the bell-
ing hand crank and operating a few turns toward the crank (25) by removing cotter pin, nut (21), washer
(22) and bolt (24).
UP position.
d. Remove access hole cover from underSide of 2. Disconnect push-pull tube from torque tube (57)
wing, forward of wheel well. by removing cotter pin, nut (52) and bolt (54).
e. Remove center seats, carpet and floorboard to i. Remove bellcrank (25) and side brace lock link
(32) as follows:
gain access to the landing gear actuator.
1. Remove the outboard drive tubes (9 and 51) as 1. Disconnect DOWN indicator switch (27) by
follows: removing nuts (51) and screws (30).
1. Disconnect drive tubes from landing gear act- 2. Remove downlock spring (29).
uator bellcrank in accordance with actuator removal 3. Disconnect side brace lock link from lower Side
procedures. link (46) by removing nut (45), washer (50) and bolt
2. Disconnect drive tube from idler bellcrank (7)
(35 ).
by removing nut, washer and bolt; then remove 4. Disconnect bellcrank (25) from the upper barrel
drive tube by pulling into the fuselage area. by removing cotter pin, nut (19), spacer (20) and bolt
g. Remove idler bellcrank (7) and door operating (23 ).
linkage as follows: 5. Remove the Side brace lock link (32) from the
1. Remove nut (25) and bolt (22) and four screws bellcrank (25) by removing setscrew (31) and pin (26).
attaching bearing housing to web. j. Remove uplock assembly as follows:
2. Remove nut (18) and thrust bearing washer (21) 1. Disconnect uplock push-pull tube (12) from up-
then pull door actuator arm assembly (10) through lock assembly by removing cotter pin, nut (10),
web. washer (11) and bolt (13).
NOTE 2. Remove screw (14) attaching uplock assembly to
side link (6).
D:>or actuator arm assembly (10) is a matched k. Remove side links (6 and 46) as follows:
set, and disassembly is not recommended. l. Disconnect lower side link (46) from upper
barrel by removing nut (39), door link rod (40),
3. Remove bolt (39) and thrust bearing washers nut (41), washers (42), spacers (43) and bolt (44).
(30) attaching idler bellcrank (7) to front spar and 2. Disconnect lower Side link (46) from upper
support web. side link (6) by removing ~otter pin, bolt (49),
4. Remove bolt (11) and thrust bearing washers washer and nut.
I (12) attaching bellcrank rocker arm (13) to front

spar and support web.
3. Disconnect upper side link (6) from support (3)
by removing cotter pin, bolt (5), washer and nut.
Change 8
e~AR ANO 310 SERVICE MANUAL
4-24 LANO'::VSTEM
BRAK
~
4847 6
(;.;/ 49
__ I . / ~./,~
f~
40
39
Detail B
14413002R
A14411001
B14413003
Figure 4-8. .
Main Gear Retractmg L inkage - Ou tboard Com ponents (Sheet 1 of 2)
Change 8
I
:no SERVICE MANUAL LANDINe el!A" AND 4-25
e"AKI! eVeTI!M
18
Detail C C52412001
1. Rib Assembly 24. Bolt 48. Nut

2. Nut 25. Bellcrank 49. Bolt
3. Support 26. Pin 50. Washer
4. Bolt 27. Down Indicator Switch 51. Nut
5. Bolt 28. Spacer 52. Nut
6. Upper Side Link 29. Spring 53. !dounting Bracket
7. Uplock Assembly 30. SC1-ew 54. Bolt
8. Deleted 31. Setscrew 55. Bolt
I 9.
10.
Deleted
Nut
32_
33_
Side Brace Lock Link
Adjusting Screw
56.
57.
Bolt
Torque Tube
11. Washer 34_ End Fitting 58. Washer
12. Uplock Push-Pull Tube 35. Bolt 59. Nut
14. Bolt 37. Spacer 61. Nut
15. Spacer 38. Bolt 62. Nut
16. Nut 39. Nut 63. Nut
17. Washer 40. Door Link Rod 64. Washer
18. Outboard Push-Pull Tube 41. Nut 65. Bolt
19. Nut 42_ Washer 66. Torque Tube Support
20. Spacer 43. Spacer 67. Washer
2l. Nut 44. Bolt 68_ Bolt
22_ Washer 45. Nut 69. Outboard Drive Tube
23. Bolt 46. Lower Side Link 70_ Washer
47. Washer
Figure 4-8_ !dam Gear Retracting Linkage - Outboard Components (Sheet 2 of 2)
Change 8
MODEL 310P AND 310Q
SERVICE MANUAL
l. Remove torque tube (57) as follows: e. Install outboard push-pull tube (18) as follows:
1. Disconnect uplock push-pull tube (12) from torque 1. Attach push-pull tube to bellcrank (25) with bolt
tube by removing cotter pin, nut (61), washer (60) and (24), washer (22), nut (21) and cotter pin.
bolt (55). 2. Attach push-pull tube to torque tube (57) with
2. Remove nut (59), washer (58) and bolt (56) bolt (54), washer (60), nut (52) and cotter pin.
attaching torque tube to torque tube support (66). 3. Verify that the head of the rivet on the outboard
3. Remove nut (62), washers (67 and 70) and bolt end of the push-pull tube is facing down.
(68) attaching torque tube to torque tube support (66).
NOTE: See figure 4-7 for the following steps:
Installation of Main Gear Retracting Linkage. (See figure
4-8) f. Install idler bellcrank (7) and door operating linkage
as follows:
a. Install torque tube as follows: 1. Attach rocker arm lower link (23) to bellcrank
1. Attach torque tube (57) to torque tube support (66) rocker arm (13) with bolt (16), washer (19) and nut
with bolt (68), washer (70) and nut (62). (20).
2. Attach torque tube (57) to rib mounting bracket (53) 2. Attach upper connecting links (6) to bellcrank
with bolt (56), washer (58) and nut (59). rocker arm (13) and idler bellcrank (7) with bolts
3. Connect uplock push-pull tube (12) to torque tube (16), washers (2), and nuts (4).
(57) with bolt (55), washer (60), nut (61) and cotter pin. 3. Install spacers (14 and 31) in idler bellcrank (7)
b. Install side links (6 and 46) as follows: and bellcrank rocker arm (13).
1. Attach upper side link (6) to lower side link (46) with 4. Place bellcranks and attached linkage in
bolt (49), washer (47), and nut (48). Torque nut to 110 position between front spar and support web.
+5 or -5 pound-inches. 5. Install bellcrank rocker arm (13) with bolt (11),
2. Attach upper side link (6) to support with bolt (5), thrust bearing washers (12).
washer (17), and nut (16). Torque nut (16) to 200 +25 6. Install idler bellcrank (7) with bolt (39) and
or -25 pound-inches. Install cotter pin. thrust bearing washers (30).
3. Attach lower side link (46) to upper barrel with bolt 7. Insert door actuator arm assembly (10)
(44), washers (42), spacers (43), and nut (41). Torque through bellcrank, thrust bearing washer (21) and
nut (41) to 110 +5 or -5 pound-inches. Install door link spar web (17). Then install nut (18).
rod (40) on bolt (44) with nut (39). 8. Install four screws attaching bearing housing
c. Install uplock assembly as follows: to bracket and safety with Loctite sealant.
1. Insert uplock hook (7) into upper side link (6) and 9. Attach rocker arm lower link (23) to door
secure upclock assembly with screw (14). actuator arm assembly (10) with bolt (22), washer
2. Attach uplock push-pull tube (12) to uplock (24), and nut (25).
assembly with bolt (13), washer (11), nut (10) and cotter g. Install inboard drive tube (35) as follows:
pin. 1. Insert drive tube into position from the fuselage
d. Install bellcrank (25) and side brace lock link (32) as area and attach to idler bellcrank (7) with bolt (32),
follows: washer (34) and nut (36).
1. Attach side brace lock link (32) to bellcrank (25) with 2. Attach drive tube to landing gear actuator
pin (26). Secure with setscrew (31) and stake. Do not bellcrank in accordance with landing gear actuator
stake over existing stakes. installation procedures.
h. (See figure 4-8.) Install outboard drive tube (69)
NOTE: Make sure arrow indicating flat surface as follows:
located on end of pin (26) is aligned towards the 1. (See figure 4-8.) Attach outboard drive tube to
setscrew (31). torque tube (57) with bolt (65), washer (64) and nut
(63).
2. Attach bellcrank (25) to upper barrel with bolt (23), 2. Attach outboard drive tube to idler bellcrank (7)
spacer (20), nut (19) and cotter pin. with bolt (33), spacers (8) and nut (38).
3. Attach side brace lock link (32) to lower side link i. Rig main landing gear in accordance with rigging
(46) with bolt (35), washer (50) and nut (45). procedures.
4. Install downlock spring. j. Install access hole covers on underside of wing
5. Install DOWN indicator switch (27) with attaching forward of wheel well.
screws and nuts. k. Install floorboard and rear carpet.
Temporary Revision Number 11 – Aug 15/2019 Page 4-26

Section 4 Jul 1/2006
MODEL 310P AND 310Q
SERVICE MANUAL
l. Connect landing gear doors and rig per Main proper overcenter adjustment, in accordance with
Landing Gear Door Rigging Procedure. main landing gear door rigging procedures.
m. Insure that landing gear is DOWN and locked,
then remove aircraft from jacks. CAUTION: Assure shock struts are properly
n. Install center seats. serviced with oil and air prior to retracting the
landing gear.
Rigging of Main Landing and Nose Gear. (See figure 4-9
and 4-10) a. Jack aircraft using four jack points provided. Two
points are located on the underside of the fuselage,
The following landing gear rigging procedure is just aft of the nose wheel well, and one point is
designed specifically for the Model 310. A faithful located on the lower surface of each wing on the
following of this procedure will result in a proper wing rear spar, just aft of the main gear attach
rigged and efficient operating system. Before points. Position jacks to clear movement of main
starting the rigging, the “toe-out” should be checked gear strut door.
in accordance with main wheel alignment b. Remove carpet and floorboards covering and
procedures, the tires inflated to proper pressures necessary access plates to gain access to the gear
and main gear door link tube should be checked for box and idler in the fuselage.
Temporary Revision Number 11 – Aug 15/2019 Page 4-26A

Section 4 Jul 1/2006
I
310 SERVICE MANUAL LANDINe e~AR AND 4-27
BRAK~ SYST~M
CAUTION NCYI'E
Anytime the floorboards are removed a tem- When adjusting either limit switch, align
porary protective cover should always be switch so that roller is contacted squarely
used to prevent damage and improper set- by the bellcrank or drive tube.
tings of the landing gear actuator limit
switches. 2. Engage manual extensioo crank and operate to-
ward the up position until the internal stop in the ac-
c. Release compression on retracting linkage by tuator is reached. To prevent possible damage to
engaging manual extension crank and operating a the actuator, do not force against the internal stop.
sufficient number of turns toward the up position to 3. (See figure 4-1.) Note the angular position of
open the inboard main gear door 20° - 30°. the crank when internal stop is reached, back crank
off toward the down position 2 turns of the hand crank,
NOTE then advance crank 1/2 turn toward the up position.
Adjust the up limit switch (17) so that it is just actu-
Prior to any operation of the landing gear by ated at this poinl
the manual extension crank, assure the 1a.zxJ- 4. Engage manual extension crank and operate to-
ing gear switch is in the neutral position and ward the down position until the internal stop in the
circuit breaker is pulled. actuator is reached. Do not force against the inter-
nal stop.
d. (See figure 4-6.) Disconnect main wheel well 5. (See figure 4-1.) Note the angular position of
door link tube (3) by removing nut and washer from the crank when internal stop is reached, back crank
the door actuators. (See figure 4-15.) Disconnect off toward the up position 2 turns of the hand crank,
door link tubes (20) by removing nuts and bolts. adjust the down limit switch (34) so that it is just ac-
tuated at this point.
NOTE 6. After these preliminary adjustments to the limit
switches have been made, stow the manual extension
Always disconnect nose gear door link tubes crank and operate the actuator electrically to the up
from the upper connection to prevent the pos- position until the up limit switch is actuated.
sibility of connecting the lower connection to
the wrong side of the hinge. CAUTION
e. (See figure 4-10.) Disconnect nose gear retract- Caution must be observed during actuation to
ing linkage in the nose gear wheel well by removing insure that no damage is incurred by the dis-
nuts and bolts attaching nose push-pull tube (6) to connected ends of the main drive tubes.
fork bolt (7) and connector link (3) a.zxJ removing
push-pull tube (6). NCYI'E
f. Disconnect the inboard end of both outboard drive
tubes (15) by removing nut, spacers and boll To facilitate rigging of the landing gear, a
g. Disconnect LH inboard drive tube (21) and RH two-pOSition momentary ON switch with suit-
inboard drive tube (17) at door actuator bellcranks able lengths of electrical wires can be con-
(16). nected to the landing gear electrical circuit
in such a manner that the landing gear can be
CAUTION observed while being operated during rigging.
The use of an external power source is also
During operation of landing gear actuator be recommended.
prttl"l.red to stop to prevent any possible dam-
age. 7. Engage the manual extension crank and note the
angular pOSition of the crank. Operate crank toward
CAUTION the up position noting the number of turns required to
reach the internal stop in the actuator. The minimum
It is recommended that the inboard drive tubes number of turns required in the up position is three-
be held during actuation to prevent damage to fourths of one turn. The desired is 1-1/2 turns. If
the ~ .i"ucture. It may be necessary to install necessary, adjust the up limit switch to obtain this
a length of safety wire in the drive tube ends requirement.
to help hold tubes in position during operation. 8. Stow the manual extension crank and operate the
actuator electrically to the down pOSition until the
h. (See figure 4-1.) Adjust the UP and DOWN limit down limit switch is actuated.
switches (17 and 34) on the landing gear actuator as 9. Engage the manual extension crank and note the
follows: pOSition of the crank. Operate crank toward the down
1. Adjust both limit switches to the end of their pOSition and note the number of turns required to
adjusting slots in a direction which will permit max- reach the internal stop in the actuator. The minimum
imum bellcrank travel. number of turns required in the down position is one
and the maximum (and desired) number of turns is
two turns. If necessary, adjust the down limit switch
to meet this requirement.
4-28 LANOINe eEAR AND 310 SERVICE MANUAL
BRAKE SVSTEM
22
14 2
ADJUST
I
34.8"
_----Dimension B - - - - -•• I
NOTE: DIMENSIONS ARE FOR

ILLUSTRATING PRINCIPLE ONLY.
30"
- - - Dimension A - - -....I
Detail A Detail B
1 Main Landing Gear Strut 8. Lock Link End Fitting 16. Idler Bellcrank
2. Outboard Push- Pull Tube 9. Side Brace Lock Link 17. Intermediate Drive Tube
3. Uplock 10. Bellcrank 18. Idler
4. Fork Bolt 11. Lower Side Link 19. RH Inboard Dri ve Tube
5. Door Actuator Arm Stop 12. Upper Side Link 20. Landing Gear Actuator
6. Door Actuator Arm 13. Uplock Push- Pull Tube 21. LH Inboard Drive Tube
7. Be llcrank 14. Torque Tube 22. Adjusting Screw
15. Outboard Drive Tube
Figure 4-9. Schematic of Main Landing Gear Retracting Linkage

310 SERVICE MANUAL LANDIN(3 (3EAR AND 4-29
BRAKE SYSTEM
7
6
NOT ACCEPT ABLE

7
6
I
8
DESIRED
9
6
'J ---
'
I
ACCEPTABLE DetailB
Detail A
1. Nose Gear Strut 7. Fork Bolt 12. Actuator Bellcrank
2. Adjusting Fork 8. Adjusting Bellcrank 13. Landing Gear Actuator
3. Connector Link 9. Forward Drive Tube 14. Torque Tube Assembly
4. Adjusting Rod End 10. Idler Bellcrank 15. Outboard Bellcrank
5. Uplock Torque Tube 11. Aft Dri ve Tube 16. Truss Assembly
6. Nose Push- Pull Tube 17. Drag Brace
Figure 4-10. Schematic of Nose Gear Retracting Linkage

4-30 LANOINa alEAR AND 310 SERVICE MANUAL
BRAKIE SVSTIEM
10. Actuate gear electrically to the down position. will free fall down and locked.
Manually place the door actuator arm (6) against its 5. On aircraft 310p0113 and On shorten adjusting
stop. Adjust RH and LH inboard drive tubes (17 and screw (22) in small increments until the gear will
21) to align With hole in door actuator bellcrank (16); free fall down and locked. Double safety wire screw
then lengthen the rod ends on the drive tubes (17 and in adjusted position.
21) two turns. Actuate gear electrically toward the 6. Adjust both main landing gear side brace lock
up position as required to install bolts, washers and links in this manner.
nuts.
NOTE
CAUTION
After the preceding steps have been com-
Bolt (32, figure 4-7) must be installed with pleted the main landing gear retracting sys-
head of bolt forward. tem is rigged from the limit switches through
the door actuator bellcranks, and both side
11. (See figure 4-11.) Actuate gear electrically brace lock links are adjusted at the landing
to the DOWN position and check the pull force re- gear. The follOwing procedure is to rig the
quired to move the door actuator arms from their retraction system from the door actuator
stops as illustrated. bellcranks to the side brace lock links.
NOTE j. Make the following preliminary preparations:

1. Remove uplocks (3) and uplock push-pull tubes
The pull required to move door actuator arm (13) by removing attaching bolts.
from stop must be measured at a right angle 2. Adjust the length of outboard drive tubes (15) to
to the arm. The tool illustrated in figure 1/4 inch from as short as possible and install.
4-11 can be made to facilitate this measure-
ment. NOTE
12. Adjust the length of both inboard drive tubes Bolt (33, figure 4-7) must be installed with
(17 and 21) as necessary to obtain a force of 25 ±10 head of bolt forward.
pounds required to move door actuator arms (6)
from stops (5) in the down position. 3. Disconnect push-pull tube (2) from fork bolt (4).
13. Actuate gear electrically to the UP position 4. Screw fork bolts (4) into torque tubes (14) as far
and adjust the up limit switch as necessary to obtain as possible.
a force of 25 ±10 pounds and a maximum difference 5. Operate landing gear actuator to DOWN position.
of 10 pounds from the down position required to move 6. With landing gear DOWN. adjust length of push-
the door actuator arms (6) from stop (5) in the up po- pull tubes (2) so that rod end holes align with the
sition. holes in fork bolts (4), then shorten one turn. Oper-
NOTE
If the up limit switch is readjusted recheck

the minimum turn requirement in step 7.
ate landing gear actuator toward the UP position far
enough to permit installation and install push-pull
tubes (2). INSTALL WITH THE COLLAR-END OF
THE HI-SHEAR RIVETS POINTING DOWNWARD
FOR CLEARANCE.
I
i. Adjust side brace lock links (9) as follows: CAUTION
1. With landing gear in the down position, adjust
end fitting (8) so that lower side link (11) and upper The bolt installing push-pull tube (2) to the
side link (12) are held firmly in over center position fork bolt (4), must be installed with the bolt
when side brace lock link (9) is firmly overcenter. head forward.
2. During retraction check for clearance between
bellcrank (10) and push-pull tube (2). It may be nec- NOTE
essary to add or subtract washers to provide clear-
ance. The preceding preparations will result in in-
3. Manually "Break" the lock link from its over- complete retraction, thus eliminating the pos-
center position and move the landing gear to a posi- sibility of damage to the wing structure caused
tion five to six inches inboard from the down and by retracting too far.
locked position, then release. The landing gear must
free fall and lock when released from this position. k. Operate landing gear to the UP position and ob-
serve the highest pOSition reached by the gear during
NOTE retraction and the amount of drop-off.
L Adjust the highest position reached by the gear
Lengthen side brace lock link end fitting (8) during retraction as follows:
in 1/2 turn increments until the gear will 1. Lengthen fork bolt (4) in half-turns to increase
not fr:?e fall down and locked. the highest position during retraction.
4. On aircraft 310POOOl to 310P01l3 shorten lock

. link end fitting (8) in 1/2 turn increments until gear
Change 9
I
310 SERVICE MANUAL LANDINe eEAR AND 4-31
BRAKE SYSTEM
.188,,1 I
__ lr-· 75
"i .13"
--, .28" • 19" f- WELD

----L- _ _ _ ,--....L...-t""
-r---
.13"
SECTION A-A
DRILL "K"(. 281)
,
1----3. 06"---l
A
DRILL "K"(. 281)
[J
--- -
: I
MATERIAL - STEEL
Fi gure 4-11. Fabri cation and Usage of Tool for Measuring Door Actuator Arm Tension
4-32 LANDIN<S <SEAR AND 310 SERVICE MANUAL
BRAKE SYSTEM
/'""""---SPRING SCALE
MODEL 140 HEA VY DUTY
0-200 LBS.
JOHN H. CHATILLON AND SON
83-28 KEW GARDENS
KEW GARDENS, NEW YORK
SPRING SCALE
40-50 LBS. DURING RIGGING
40-60 LBS. FOR ROUTINE IN-SERVICE INSPECTION
Figure 4-12. Main Landing Gear Down Lock Requirements
NOTE tion reached by the main landing gear during

retraction. If the fork bolt is rotated past
Detail A illustrates this ad;ustment. Length- its parallel position, we actually cause the
ening the fork bolt increases dimension "B, .. main gear to start extending. This slight
the longer dimension "B" is, the higher the past center extension is defined as drop- off.
gear will retract.
n. Adjust the downlock tension as follows:
2. The axle dust cover shou~d make light contact 1. (See figure 4-12.) Operate the landing gear to
with the corrugated reinforcement at the top of wheel the DOWN position. The main landing gear down
well. L'len drop down a specified distance (drop-off). lock tension should be 40 to 50 pounds.
Refer to step m. 2. If downlock tension is too high, lengthen push-
m. Adjust the amount of drop-off as follows: pull tube (2) until the correct downlock tension is
1. Determine whether drop- off is too little or too obtained.
much. The mirnmum and desired amount of drop-off, 3. If downlock tension is too low shorten push-pull
measured at the center of the I.IIheel. is 1/8 inch. tube (2) until the correct down lock tension is obtained.
The maximum is 1/4 inch.
2. If drop-off is too much, lengthen outboard drive NOTE
tube (15) in half-turn increments until drop-off is
correct. Since the highest pOSition during retraction is
3. If drop-off is too little, shorten outboard drive controlled by the combined length of the push-
tube (15) in half-turn increments until drop-off is pull tube (2) and the fork bolt (4), this com-
correct. bined length must remain urx:hanged to main-
4. Adjust the amount of drop-off for both main land- tain the correct highest pOSition. When ad-
ing gears in this manner. justing the push-pull tube to obtain the spe-
cified down lock tenSion, the fork bolt must
NOTE be readjusted a corresponding amount in the
direction that will not change the combined
Detai 1 B illustrates the principle used to ob- length of the push-pull tube and fork bolt.
tain drop-off. Notice that dimension "e" is
3 5 inches. If we continue to rotate the torque 4. Adjust the downlock tension for both main land-
tube fork bolt past its parallel position with ing gears in this manner.
the push-pull tube, dimension "c" will de- o. Install and adjust uplocks as follows:
crease as illustrated by dimension "D. " 1. Connect uplock push-pull tubes (13) to uplock
Dimension "C" represents the highest posi- assemblies with bolts, washers and nuts.
I
310 SERVICE MANUAL LANDIN" "EAR AND 4-33
BRAK~ SYSTEM
2. (See figure 4-8.) Position uplock assemblies 2. Screw adjusting rod end (4) into uplock torque
in place and attch to upper side links with screws tube (5) as far as possible.
(14). Do not tighten attachment. 3. Shorten adjusting fork (2) as much as possible.
3. Adjust uplock push-pull tubes (13) to a prelimi- 4. (See figure 4-17.) Adjust uplock hook (23) to
nary length of 5. 15 inches and attach to torque tube the end of its adjusting slots in the direction that will
(14) with bolts, washers and nuts. prevent hook from fully engaging.
4. Operate landing gear to the UP position. s. Adjust connector link (3) as follows:
1. With nose gear DOWN, check the overcenter
CAUTION position of connector link (3).
Use caution when landing gear nears the UP NOTE

position before adjustment of up lock push-
pull tubes has been completed. IT necessary, A slight force should be required to snap con-
readjust the push-pull tube and/or uplock nector link into its over center position.
hooks to prevent damage.
2. Lengthen adjusting rod end (4) in half-turn in-
5. Adjust uplock push-pull tubes so that uplock crements to increase the force reqUired to snap con-
assemblies fully engage the spacers provided on the nector link overcenter; shorten to decrease.
landing gear and tighten nuts. 3. Manually place nose gear UP, push upward on
door actuator arm to lock connector link over center ,
NOTE and check the retracted position.
Elongated slots are provided in the uplock NOTE

hooks so that each uplock hook can be ad-
justed vertically to contact the spacers. The nose gear should retract to a pOSition
that will align the center of the uplock hook
6. Operate the landing gear several times, observ- with the spacer provided on the gear for
ing uplock assemblies. Uplock hooks must engage hook engagement.
fully with the spacers provided on the gear, and must
engage and disengage freely and smoothly with no in- 4. If the retracted position is too low, lengthen ad-
dication of binding. justing rod end (4) and shorten adjusting fork (2) in
7. VISUALLY CHECK TIlE ALIGNMENT OF ALL half-turn increments.
ROD ENDS TO INSURE THAT THEY ALIGN WITH 5. If the retracted pOSition is too high. shorten
TIlEIR ATTACH FITTINGS. adjusting rod end (4) and lengthen adjusting fork (2)
p. Refer to figure 4-10 for the following steps q. in half-turn increments.
thru y. for rigging the nose gear.
NOTE
Because the alt drive tube (11) is a fixed

length. the idler bellcrank (10) is correct-
ly positioned to the actuator bellcrank (13).
q. Operate the actuator to the DOWN pOSition, then

adjust the length of the forward drive tube (9) as
follows: SPRING SCALE
1. Disconnect forward drive tube (9) from outboard
UP
bellcrank (15).
2. Adjust the length of forward drive tube (9) so 100 -= 20 LBS.
that fork bolt (7) is parallel with the upper flange of
the wheel well former adjacent to the fork bolt. The
forward end of the fork bolt will point downward any
amount caused by less than one turn of the threaded
-DOWN
40! 15 LBS.
end of the forward drive tube (9). Detail "A" illus-
trates three possible conditions. The straight con-
figuration is most desired. The fork bolt must
never point up.
NOTE
The collar-end of the forward horizontal hi-

shear rivet must point inboard for clearance.
r. Make the following preliminary adjustments:

1. Screw fork bolt (7) into adjusting bellcrank (8) as
far as pOSSible. Figure 4-13. Nose Gear Tension Requirements
4-34 LANDINS SEA" AND 310 SERVICE MANUAL
S"AKE SYSTEM
NOTE fork bolt to a corresponding amount in the

direction that will not change their combined
Since the combined length of adjusting rod end length.
(4) and adjusting fork (2) determines the force
required to snap link overcenter in the DOWN u. Adjust the up lock hook as follows:
position, this combined length must remain un- 1. With landing gear in the UP pOSition, check the
changed. When changing the length of adjust- clearance between uplock hook and the spacer on the
ing rod end (4) to obtain the correct retracted strut oM th which the hook engages.
position, change the length of adjusting fork
(2) a corresponding amount in the direction NOTE
that will not change their combined length.
An access cover is provided in the top of the
L Adjust uplock and downlock tensions as follows: nose gear wheel well to check uplock hooks
1. Lengthen nose push-pull tube (6) as much as in the gear UP position with doors closed.
possible. Insure rod end is visible through the in-
spection hole for thread engagement. 2. Adjust uplock hook to obtain a minimum clear-
2. Temporarily install nose push-pull tube (6). ance of O. 003 to O. 060 inch and a maximum clearance
3. Retract landing gear electrically. of O. 06 inch at the closest pOint, which should be at
the underside of the spacer, near the fully engaged
NOTE pOSition of the hook.
If the auxiliary Bwitch described in paragraph NOTE

h., step 6., of Rigging of Main Landing Gear,
is not being used to rig the landing gear, use For adjustment of uplock hook, elongated holes
the normal retraction system. The use of an are provided in the supports to which the hook
external power source is recommended for is attached.
operation of electrical units while engines
are not being operated. 3. Operate landing gear several times to observe
the uplock hook. The hook must engage and disen-
4. Check the up lock tension at the nose gear door gage freely, with no indication of binding between the
actuator arm, as illustrated in figure 4-13. The hook and the spacer.
force required to move the connector link from its v. Connect downlock assist spring and cycle landing
position against uplock torque tube must be 100 ±20 gear. The spring must cause no interference with
pounds. gear operation.
5. Shorten nose push-pull tube (6) in half-turn in- w. (See figure 4-16.) Connect door link tubes (20)
crements to increase uplock tension; lengthen to de- with bolts and nuts and rig nose gear doors in accord-
crease. ance with Nose Gear Door Rigging Procedures.
6. Operate landing gear to the DOWN position and x. (See figure 4-6. Connect main wheel well door
check the down lock tension in the same manner. The link tubes (3) with washer and nut. Rig doors in ac-
force required to move the connector link from its cordance with Main Gear Landing Doors Rigging
position against the uplock torque tube must be 40 Procedure.
t15 pounds. y. Reinstall floorboards. seats. carpet and access
7. Lengthen fork bolt (7) in half-turn increments covers. Insure that landing gear is DOWN and lock-
to increase downlock tension; shorten to decrease. ed, then remove jacks.
DO NOT adjust nose push-pull tube (6).
NOTE Adjustment of Landing Gear Safety Switch. (See fig-

ure 4-13A. )
Detail "B" illustrates the principle for ad-
justing the up lock and downlock tension. Ad- The landing gear safety switch is located on the aft
just length of nose push-pull tube for up lock side of the left main landing gear and is actuated by
tension and the length of the fork bolt for the upper torque link.
downlock tension.
a. Jack aircraft in accordance with Section 2.
8. Operate landing gear to the UP position and re- b. Place landing gear switch in the DOWN position.
check the uplock tension. If necessary. readjust c. Insure that battery switch is OFF.
nose push-pull tube (6) in accordance with step 5. d. (Aircraft 310POOOl to 31OQ0824.) Adjust safety
NOTE
switch as follows:
1. With left main landing gear strut fully extended,
I
adjust arm of landing gear safety switch so that
Since the combined length of fork bolt (8) and switch is actuated when the arm is raised to a posi-
nose push-pull tube (7) determines the down- tion which is approximately 0.30 +. 05, -. 00 inch
lock tension, this combined length must re- from torque link.
main unchanged. When cha.'1ging the length
of the nose push-pull tube to obtain the cor-
rect uplock tenSion, change the length of the
Change 6
I
310 SERVICE MANUAL LANDINe e~A" AND 4-34A/4-348
B"AK~ 8V8T~M
NOTE wire and adjust the safety switch to actuate at this

position.
The arm is adjusted by removing the cotter
pin and nut which attach the arm to the NOTE
switch, repositioning the arm, and reinstall
the nut and cotter pin. To ensure switch is actuating at position
described above, refer to Section 14 am
e. (Aircraft 310POOOl to 31OQ0824.) Check the make a continuity check of safety switch.
adjustment of the landing gear safety switch as fol-
3. Tighten jam nuts at safety switch and safety
lows:
wire nuts.
WARNING 4. Remove jack from under axle.
5. If available, connect an external power source,
Since landing gear may retract if adjustment if not available, turn battery switch ON.
of safety switch is incorrect, insure that all
wheel well areas are clear while performing WARNING
the following checks.
Since landing gear may retract if adjustment
1. If available, connect an external power source; of safety switch is incorrect, insure that all
if not available, turn battery switch ON. wheel well areas are clear while performing
2. Raise the switch arm to the position adjusted in operational Check.
step d. While holding the switch arm in this position,
have an assistant place the landing gear switch in the 6. Place the landing gear switch in the UP position.
UP position. Landing gear should NOT retract. Landing gear should retract.
3. Continue to raise the switch arm upward to the g. Operate landing gear through several cycles,
end of its travel. Landing gear should NOT retract. checking landing gear for proper operation.
4. Release the switch arm. Landing gear SHOULD h. Insure that landing gear switch and landing gear
retract. are DOWN and battery switch is OFF, then remove
f. (Aircraft 31OQ0824 and ON.) Adjust safety switch jacks.
as follows:
1. Adjust the landing gear safety switch to operate
on the center line of the stop plate.
2. Place jack under the axle and raise strut to 0.75
I +0.75, -0. 12 from full extended position. Cut safety
SAFETY SWITCH~
ADJUSTMENT @
310POOOl TO 310Q0824
ARM
r
SAFETY SWITCH
TO ACTUATE AT
o 75 +0.75
~ _ _-I . -0. 12
FROM FULLY
T EXTENDED
STRUT
SAFETY SWITCH
ADJUSTMENT
10411002 31OQ0824 AND ON
Figure 4-13A. Adjustment of Landing Gear Safety Switch
Change 8
I
310 SERVICE MANUAL LANDING GEAR AND 4 -35
BRAKE SYSTEM
i. If used, disconnect the external power source. 1. Fully advance throttle levers.
2. Position flap preselect lever to 15° detent. I
Adjustment of Landing Gear Warning System. 3. Turn off electrical power.
a. Adjust the throttle micros witch as follows:

4. (See figure 8-1.) Loosen screws (62) and adjust
switch (61) to actuate at .04 to. OS inch below the 15
detent. A definite click should be felt when switch
c
I
NOTE actuates.
5. Tighten screws (62) and turn electrical power
To properly adjust the throttle microswitch, on.
it is necessary to fly the aircraft. As a pre- 6. Operate the landing gear to full up position.
liminary adjustment before flight, adjust mi- 7. Operate flaps to full down position and note flap
croswitch to actuate when the aft edges of the poSition when warning horn sounds.
throttle levers are approximately 3/16 inch
aft of the word '"THROTTLE" on the control NOTE
quadrant.
Anytime the flap preselect lever is placed be-
0
1. Obtain a pressure altitude of 2500 feet. low 15 detent, the landing gear warning horn
2. Adjust propeller pitch levers to obtain 2300 rpm should sound. I
on both engines.
3. Place mixture levers in FULL RICH.
4. Retard throttle levers to obtain 12 inches of S. It may be necessary to repeat steps 4 through 7·
manifold pressure. to properly adjust the landing gear warning system.
9. After microswitch adjustment is completed,
NOTE place throttle levers in the CLOSED poSition and the
mixture levers in IDLE CUT-OFF.
If throttle levers are retarded below the c. Adjust DOWN indicator switches as follows:
speCified manifold pressure, advance them 1. (See figure 4-6.) Disconnect main wheel door
and repeat the retarding procedure. link tubes (15) from main wheel well door (10).
2. (See figure 4-16.) Disconnect nose gear door
5. Using a penCil, tape. or other suitable means link tube (15) from nose gear door hinge (21).
of marking, index the position of the throttle levers 3. Release tension on retracting linkage by engag-
in the control quadrant. ing manual extension crank and operating a few turns
toward the UP position.
NOTE 4. (See figure 4-17.) Disconnect nose gear nose
push-pull tube (17) from fork bolt (lS) by removing
The remainder of the adjusting procedure must nut and bolt.
be accomplished with the aircraft on the ground. 5. (See figure 4-7.) Disconnect main gear LH out-
board drive tube (9) from idler bellcrank (7) by re-
6. With engines not being operated. place mixture moving nut, spacers and bolt.
levers in FULL RICH. 6. Adjust all three DOWN indicator switches so
that they are not actuated until landing gear is DOWN
and locked by the overcenter linkage. Adjust the
WARNING main landing gear switches by repositioning. Adjust
the nose gear switch by adjusting the switch actuating
Insure that fuel selector valve handles and bolt.
fuel boost pump switches are in the OFF 7. Attach the push-pull tubes disconnected in steps
position. 4 and 5.
8. USing the normal landing gear retraction sys-
7. Jack aircraft in accordance with Section 2. tem, operate landing gear to the UP pOSition.
8. Fully advance throttle levers, then retard to 9. Place landing gear switch in a neutral position,
the position marked on the control quadrant during engage the manual extension crank, and lower the
flight. landing gear. Stop cranking immediately when the
9. Adjust the throttle microswitch to actuate at green light illUminates, and note the exact angular
this position. Turn battery switch ON and check that position of the crank.
warning horn sounds as throttle levers are retarded 10. Check that both main gear and nose gear are
to this position, then turn battery switch OFF. DOWN and locked in the overcenter position.
11. Resume cranking toward the DOWN posi tion
NOTE noting the number of turns required, until the inter-
nal stop in the landing gear actuator is reached. The
Elongated slots are provided for vertical ad- number of turns required should not be less than four,
Justment and an adjusting screw positions the nor more than eight for the main landing gears. The
microswitch horizontally. number of turns should not be less than eight nor
more than fourteen for the nose gear.
12. If necessary, readjust DOWN indicator switch-
b. On aircraft 310Q0401 and on, adjust flap-gear es as required to meet the conditions of steps 6 and
warning as follows: 11.
Change 6
4-36 310 SERVICE MANUAL
4. SHIM·
DETAIL A
LARGE LUG (1.31 DIAMETER) TRUNNION
DETAIL A
*NOTE: SHIM AS REQUIRED TO CENTER NOSE GEAR SMALL LUG (1.19 DIAMETER) TRUNNION
AND LIMIT SIDE PLAY TO NOT EXCEED 0.020.
14423004
A10421005
~ Figure 4-14. Nose Gear Installation (Sheet 1) A10421005
Change 9
4-36A
310 SERVICE MANUAL
DETAIL B
DETAIL C
14423004
B51421003
..,- Figure 4-14. Nose Gear Installation (Sheet 2) C51422002
Change 9
I
4-36B 310 SERVICE MANUAL
13. Connect nose gear nose push-pull CAUTION

tube (7) to fork bolt (8).
14. (See figure 4-7.) Connect main When removing gear, ensure that
gear LH outboard drive tube (9) to idler bearing assemblies (5) do not fall
bellcrank (7). off trunnion assembly.
15. Ensure that landing gear is DOWN,
then remove jacks. 3. Remove bolts and washers on both left
and right side of wheel well; then, slide
bearing assemblies (5) and gear aft and
NOSE GEAR. turn trunnion to clear structure and remove
gear.
The nose gear consists of a wheel and tire
assembly, yoke, axle, lower strut, upper
strut, trunnion assembly, torque links and Bearing Assembly Bearing Replacement.
shimmy damper. The shock strut contains
an orifice and tapered metering pin which a. Remove the bearing (6) from bearing
vary the resistance to shock according to assembly (5) using a press or large vise as
its severity. During extension and follows:
retraction, the nose gear pivots on heavy- 1. Place the flanged side of the bearing
duty needle bearings by means of sleeved assembly (5) against a surface with a hole
lugs on the trunnion assembly. A wheel slightly larger than the diameter of the
straightener and steering mechanism are bearing (6).
provided so that the nose wheel turns 2. USing a rod or shaft from 1.35 to
while taxiing, but is straightened during 1.80 inch diameter and at least 1.00 inch
retraction. in length, place on the end of the bearing
assembly (5).
3. Press on the rod or shaft steadily
Removal of Nose Gear. (See figure 4-14.) and continually without stopping until the
bearing (6) is removed.
a. Jack airplane in accordance with b. Clean inside bore of the bearing
Section 2. assembly (5) and the outside diameter of
b. Remove taxi light (if installed, the 5842011-2 bearing with Methy-Ethyl-
optional) . Ketone (MEK).
c. Release tension on retracting linkage c. Apply a thin coating of Loctite 601 to
by engaging manual extension crank and the inside bore of the bearing assembly (5)
operating a few turns toward the UP and the outside diameter of the replacement
position. bearing (6).
d. Disconnect nose gear door. d. Press the replacement bearing into the
e. Disconnect retracting linkage as bearing assembly (5) using a press or vise.
follows: Use a flat plate over the replacement
1. Remove nut, washer and bolt attach- bearing while installing to ensure bearing
ing drag brace (2) to strut. (6) is installed flush with the surface
(smallest) of the bearing assembly (5).
NOTE
To facilitate installation, note the Disassembly of Nose Gear. (See figure
number and position of attaching 4-15. )
clamps, the routing of electrical
wires, the location and amount of a. Completely deflate strut. After air
shims at bearing assembly. has been expelled, remove valve assembly
and drain fluid.
I 2. Remove gimble bol ts, wash.ers and
spacers.
b. Remove cotter pin, washer and pin (30)
from upper barrel.
Change 9
310 SERVICE MANUAL LANCING GI!AR ANC 4-37
SRAI<I! SVSTI!M
a. Remove wheel and tire assembly. (a) When upper barrel and trunnion are
b. Remove retainers from trunnion assembled, locate the stop block clip on
assembly. each inboard side of trunnion to serve as a
NOTE bumper for the stop block.
(b) Apply adhesive (EA9309) to clips
Needle bearings are a press fit when they are mounted on trunnion for extra
and should be removed only for security.
replacement. (c) (See Figure 205.) Remove the
existing turn limits placards or paint
c. Remove shimmy dampner by removing marks as applicable. Touch up the paint to
nuts, washers and bolts. match the nose gear trunnion and upper
d. Completely deflate strut and after barrel.
all air has been expelled, remove valve (d) Paint two red marks on the lower
assembly and drain fluid. portion of the trunnion per dimensions
e. Remove cotter pin (35), washer (36) shown.
and pin (60) from upper barrel (59). (e) Determine the center position of
f. Remove snap ring (28) and stop (34) the upper barrel by turning the nose gear
then pull trunnion (30) from upper barrel to the right until the stop is reached.
( 59) . Place a temporary mark on the upper barrel
g. Remove bearing ball (33) and packing adjacent with the trunnion and aligned with
(32) from trunnion (30). grease fitting. Repeat with the nose gear
against the LH stop. Remove the adhesive
NOTE backing from the 5100181-36 placard and
install with the red mark on the placard
If a new trunnion is being installed, centered between the temporary marks just
remove stop spacers (64) by removing made. Secure in place using the two screws
nut and bolt, and install on new and nuts. Remove the temporary alignment
trunnion. marks.
h. Remove cotter pin (42), nut (43),
washers (44 and 50) and bolt (49). Then Cleaning, Inspection and Repair of Nose
disconnect torque links (46 and 51). Gear.
i. Pull inner tube and fork assembly (5)
and upper barrel (59) far enough apart to The instructions for cleaning, inspection
remove lock ring (27); the, remove lock and repair of the main landing gear also
ring (27) and separate upper barrel (59) apply to the nose gear.
and inner tube (5).
j. Pull orifice tube (14) from inner
tube and fork (5) and remove bearing (17). Assembly of Nose Gear. (See figure 4-15.)
1. Slide spacer (18), shim (19), ring
pack support (21), scraper ring (25) and Before each component of the nose gear
ring pack retainer (26) up and off inner shock strut is assembled, assure that it is
tube and fork (5). thoroughly clean, then lubricate with
m. Remove metering pin as follows: system hydraulic fluid.
1. Remove nut (12) and bolt (9) from a. If metering pin were disassembled,
wheel fork. assemble as follows:
2. Pull metering pin from inner tube 1. Install O-rings (2) as shown and
and wheel fork. install pin (1) in pin plug base (3) and
3. Remove nut and disassemble metering install nut (4).
pin as shown. 2. Install metering pin in inner tube
n. Remove backup ring (22), O-ring (23) and fork (5). Align holes and install
and backup ring (24) from ring pack bolt (9), washer and nut (12).
support (21). b. Slide lock ring (27), ring pack
retainer (26) and scraper ring (25) or
NOTE poly-pak seal (63) inside ring pack support
(21), and O-ring (20) in the groove on the
Inner tube and fork are a press outside of ring pack support (21).
fit and drilled on assembly.
Disassembly is not recommended. CAUTION
NOTE Install poly-pak seal with wide
lip up (towards the pressure side).
If a new upper barrel is installed,
a new stop block installation will d. Slide ring pack support on inner tube
be incorporated allowing the stop and fork (5), the install shim (19) and
block to be mounted at a lower posi- spacer (18).
tion on the barrel. This installa- e. Install bearing (17) on inner tube
tion requires mounting a stop block and fork (5) and install lock ring (16).
clip on each side of the trunnion
(see figure 4-14).
Change 9
I
NOTE n. Install packing (8) on orifice tube

assembly (9) and insert assembled tube into
Lubricate packings, seals and mating upper barrel (31); align holes and install
parts liberally with clean MIL-H-5606 p~n (30), washer and cotter pin securing
hydraulic fluid before installation p~ston and orifice assembly in upper barrel
and assembly. assembly.
NOTE
d. Install pac kings (3 and 4) and
install metering pin (2) into pin plug (5) Use of a tapered pin or punch may
and secure with nut. be required to align piston and
e. Install metering pin assembly in orifice assembly in upper barrel
piston barrel (1). Secure in place with assembly.
bolt through fork (7), piston barrel (1) NOTE
and pin plug (5).
f. Slide lock ring (20), ring pack To prevent damage to piston barrel
retainer (19) and scraper ring (18) on and ring pack support during instal-
piston barrel (1) as shown. lation, a ring pack support tool,
g. Install poly-pak seal (17) inside of PIN 0880004-2, should be used.
ring pack support (16) and packing (15) in
the groove on the outside. o. Install assembled piston barrel assem-
bly into upper barrel (31). Carefully work
NOTE scraper ring (18) and ring pack retainer
(19) into place and secure with lock ring
Install poly-pak seal with wide ( 20) .
lip up (toward the pressure side). p. Connect torque links (32 and 36) with
bolt, washers, spacer (33) and nut. Torque
h. Slide the ring pack support assembly nut to firm plus one castellation and
on piston barrel (1); then install shim install cotter pin.
(14) and spacer (13). NOTE
i. Install bearing (12) on piston barrel
(1) and install lock ring (11). Install AN960-7l6 and AN960-716L
washers until a gap of 0.004 to
NOTE 0.019 inch exists between torque
links. Ensure that washers are
Install bearing with chamfered end up centered over spacer (33).
in order to seat against external lock
ring. q. Locate shimmy damper bracket on upper
~arrel assembly with locat~ng pin inserted
j. If orifice (10) was removed, screw in hole on upper barrel assembly. Install
orifice into bottom of orifice tube (9) washer on bolt head, insert bolt through
and stake in place. clamping ears of bracket and install washer
k. Install packing (25) and bearing (26) and nut. Connect shimmy damper rod assem-
in trunnion. Coat bearing area and a-ring bly to lug on aft side of trunnion using
packing in lower end of trunnion using existing bolt, washers and nut. Torque
MIL-G-21164C grease or equivalent. both nuts 20 to 25 inch-pounds.
1. Install bearing (22) in trunnion. r. Install stop on upper barrel assembly
Install spacer stops. USing existing bolt, washer and nut.
m. Start lower end of trunnion over end s. Service strut; refer to Chapter 2.
of upper barrel assembly and slide on Installation of Nose Gear. (See figure
approximately half way. Start shimmy
damper attach bracket and shimmy damper 4-14. )
over end bearing, spacers, stop bolts and
snap ring at upper end of the nose gear a. Small lug (1.19 diameter) trunnion -
assembly and the grease fitting at the Install shims (7) on trunnion lugs. Posi-
lower end of the trunnion. tion in same locations on removal, as noted
previously, to limit maximum side play to
NOTE 0.020, then insert bearing assembly (5) in
place.
Position the shimmy damper on upper b. Place nose gear in wheel well and turn
barrel assembly with filler plug up into pOSition for installation. Force nose
and on the side of the trunnion that gear forward and align mounting holes.
has the shimmy damper attaching lug. c. Large lug (1.31 diameter) trunnion -
Ensure that new trunnion is properly Install shims (4) as required between wheel
indexed on the upper barrel assembly well structure and bearing assembly (5) to
prior to tightening of shimmy damper center nose gear and limit side play to not
bracket. With the nose gear scissors exceed 0.020 inch.
forward, the trunnion MUst be posi- d. Install eight bolts and washers
tioned with the shimmy damper attaching attaching bearing assembly (5) to airframe.
lug on the aft side. Torque heads of bolts to 85 z15 inch-
pounds.
Change 9
I
310 SERVICE MANUAL LANDIN8 8EA" AND 4-39
B"AKE SYSTEM
,---29
--5
--14
--30
."
~-31
1)---32
---33
~~
~-34
·--35
"--36
59----
5242300:..
Figure 4-15. Nose Gear Strut

I
e. Align gimbal assembly (9) on nose NOTE

gear steering unit and install spacers,
washers and bolts. Torque bolts 50 to 70 Make sure holes in spacers are
inch-pounds. aligned with grease fittings.
f. Remove spacer stops (64) (see figure
4-15) from small lug trunnion and install Mill an equal amount on each bush-
in large lug trunnion. ing (40, 45, 47 and 58) uSing a
flat mill file to provide a slip
fit between the lugs on the torque
Removal and Disassembly of Nose Gear link and the trunnion and/or lugs
Torque Link Assemblies. on the fork.
a. Nose gear (see figure 4-15). 4. Insert nose gear torque links (51
and 46) into position and install washers
WARNING (7 and 39) and bolts (6 and 56).
5. Install nuts (10 and 38) and safety
If the airplane is on jacks, it is with cotter pins (11 and 37).
advisable to deflate struts before 6. Install correct number of washers
removing torque links to avoid (53) previously removed.
possible damage. 7. Install bolt (49), washers (44), nut
(43) and safety with cotter pin (42).
1. Remove cotter pins (II, 37 and 42).
2. Remove nuts (10, 38 and 43). NOTE
3. Remove washers (7, 39 and 44).
4. Remove spacers (8, 48 and 57). Washers should be installed in the
5. Remove bolts (6, 49 and 56) attach- same position from which they were
ing links to strut and attaching the upper removed. If new components are
torque links to the lower torque links. being installed, align landing gear
in accordance with Main Wheel
NOTE Alignment procedures.
Observe the number of washers (53) b. If airplane were placed on jacks,

installed to facilitate reinstalla- ensure the gear is DOWN and locked and
tion. remove airplane from jacks.
c. Inflate struts in accordance with
6. Remove nose gear torque links by Section 2.
pulling forward. d. Lubricate torque links in accordance
with Lubrication Chart.
NOTE
The bushings and spacers in the Removal of Nose Gear Doors. (See figure
torque links are a press fit and 4-16. )
should be removed only for replace-
ment. a. Remove forward nose gear door (11) as
follows:
b. Remove grease fittings from torque 1. Disconnect door (11) from strut by
links. removing cotter pins and pins.
2. Remove door (11) by removing cotter
pin, washer and pin.
Assembly and Installation of Nose Gear b. Remove either main nose gear door (1)
Torque Link Assemblies. as follows:
1. Disconnect door link tube (20) from
a. Nose gear (see figure 4-15). hinge (18) by removing cotter pin and pin.
1. Install grease fitting in torque 2. Remove door by removing nuts, washers,
link. spacers and bolts attaching hinges (2 and
2. If removed, install bushings (40, 18) to hinge brackets (16 and 5).
45, 47, 52, 55 and 58). 3. If desired, center hinge (18) can be
3. Install spacers (8, 48 and 57). removed from door by removing four nuts,
washers and screws.
Change 9
BRAKE SYSTEM
Detail A
c
21--~ ~ 10
3 o/~:-" 7 16 8
~ r J)-r.--15
7/ II
1 •
6
I I
20-----1
Detail B
19------io::..
Detail C
1. Nose Gear Main Door 8. Tie Rod Assembly 15. Hinge
2. Hinge 9. Pin 16. Bracket
3. Nut 10. Cotter Pin 17. Screw
4. Washer 11. Nose Gear Forward Door 18. Hinge
5. Bracket 12. Washer 19. Eye Bolt
6. Spacer 13. Cotter Pin 20. Door Link Tube
7. Bolt 14. Pin 21. Door Actuator Arm
Figure 4-16. Nose Gear Doors Installation

I
4-42 LANDINe eeAR AND 310 SERVICE MANUAL
I!I"AKe SVSTIEM
I Installation of Nose Gear Doors. (See figure 4-16. ) f. Extend and retract gear, check for clearance
between nose tire and doors, and readjust door link
a. Install either main nose gear door (1) as follows: tubes (20) as necessary to obtain clearance.
1. If removed, install center hinge (18) with four g. Insure that landing gear is Down and locked then
screws, washers and nuts. remove aircraft from jacks.
2. Place door in position and attach hinges (2 and
18) to hinge brackets (5 and 16) with bolts, spacers, Removal of Nose Gear Retracting Linkage. (See
washers and nuts. figure 4-17. )
3. A ttach door link tube (20) to aft side of hinge a. Jack aircraft in accordance with Section 2.
(18) with pin and cotter pin. b. Remove pilot's seat and carpet in accordance
with Section 3.
CAUTION c. Remove access hole covers from left cabin floor
and underside of fuselage beneath landing gear actua-
Damage will result if door link tube (20) is tor.
not connected on the proper side of hinge (18). d. Disconnect nose gear main doors.
e. Release tension on retracting linkage by engaging
b. Install forward nose gear door (11) as follows: manual extension crank and operating a few turns to-
1. Place door (11) in position and install pin, ward the UP position.
washer, and cotter pin.
NOTE
2. Attach door to strut with pins and cotter pins.
e. If new components have been installed, or con- Prior to any operation of the gear by the
necting linkage adjustments have been changed, rig manual extension crank, assure that there is
nose gear doors. no electrical power on the aircraft; or that
the landing ge:lr switch is in the neutral posi-
I Rigging of Nose Gear Doors. (See figure 4-16. )
f.
tion.
Remove forward push-pull tube (17) as follows:

a. Jack aircraft in accordance with Section 2. 1. Remove nut and bolt attaching push-pull tube
b. Disconnect main door link tubes (20) from center (17) to fork bolt (18).
hinges (18) by removing cotter pins and pins. 2. Remove nut, washer and bolt attaching push-pull
c. Using the normal landing gear retraction system, tube (17) to connector link (21).
operate gear to the UP position.
NOTE
NOTE
During removal of nose gear linkage, manually
The use of an external power source is remove gear as required for access to attaching
commended for operation of electrical units bolts and nuts.
while engines are not being operated.
CAUTION g. Remove nose gear drive tube (1) as follows:
1. (See figure 4 -1.) USing the normal landing gear
When operating gear before door rigging is retraction system, operate landing gear to the UP
completed, be prepared to stop before dam- position. From underside of fuselage, remove cotter
age can occur. pin, nut, washer and bolt attaching drive tube (42) to
landing gear actuator lower bellcrank (50).
d. Adjust ends of tie rod assembly (8) until forward
door closes snugly when gear is in the UP position. NOTE
e. Connect and adjust main door link tubes (20) un- The use of an external power source is re-
til main doors close snugly when gear is in the UP commended for operation of electrical units
position. while engines are not being operated.
CAUTION
I
2. Move drive tube (1) forward as far as possible
to gain access to idler bellcrank (7) attachment point
Damage will result if the door link tube (20) and remove nut, washer, spacers and bolt.
is not connected on the proper side of hinge h. Remove intermediate push-pull tube (5) as fol-
(18). lows:
I l. Nose Gear Drive Tube

Figure 4-17.
11.
Nose Gear Retracting Linkage Callouts
Collar 21. Connector Link Assembly

2. Spacer 12. Torque Tube 22. Adjusting Rod End
3. Bolt 13. Collar 23. Uplock Hook
4. Washer 14. Outboard Bellcrank 24. Truss Assembly
5. Intermediate Push-Pull Tube 15. Outboard Support Bearing 25. Switch Bracket
6. Nut 16. Cotter Pin 26. Drag Brace
7. Idler Belkrank 17. Forward Push-Pull Tube 27. Adjusting Fork
8. Pin 18. Fork Bolt 28. Retainer
9. Adjusting Bellcrank 19. Uplock Torque Tube 29. Retracting Arm
10. Inhoard Support Bearing 20. Bearing Assembly
310 SERVICE MANUAL LANDING
___ ~6
-3
4 6 D 26
Detail E Detail
Figure 4-17. Nose Gear R etracting link age

4 -44 L.ANCING GEAR ANC 310 SERVICE MANUAL
I
S.-AKE SYSTEM
1. Remove nut, washer, spacers and bolt attaching 3. If deSired, uplock hook (23) and adjusting rod
push-pull tube (5) to idler bellcrank (7).
end (22) can be removed from uplock torque tube.
2. Remove nut and bolt attaching push-pull tube (5)
n. Remove truss assembly (24), retracting arm
to outboard bellcrank (14).
(29), and adjusting fork (27) as an assembly as fOl-
i. Remove idler bellcrank (7) by removing bolt and lows:
washers. Remove spacer from idler bellcrank.
NOTE 1. Remove nut and bolt attaching switch bracket

(25) to truss assembly (24).
Access to bolt for removal at idler bellcrank 2. Remove clamps attaching wires to retracting
(7) is provided by a hole in the cabin floor linkage and tie switch where it w ill not interefere
above the bolt head. with linkage removal.
3. Remove nuts, washers and bolts attaching truss
J. Remove torque tube (12) as follows: assembly (24) to retainers (28).
1. Remove adjusting bellcrank (9) by removing 4. Pull truss assembly (24) forward and remove
cotter pin and pin. If desired, fork bolt (18) can be from the aircraft.
removed from adjusting bellcrank. 5. If deSired, retracting arm (29) and adjusting
2. Remove inboard support bearing (10) by re- fork (27) can be removed from truss assembly by
moving four nuts and bolts. Remove washer (4). removing attaching nuts and bolts.
3. Pull torque tube (12) inboard until it clears 6. If deSired, retainers (28) can be removed from
outboard support bearing (15), then tilt the outboard aircraft by removing nuts, washers and bolts.
I
end upward and remove from nose section. Remove
washer (4).
4. If deSired, outboard support bearing (15) can Installation of Nose Gear Retracting Linkage. (See
be removed by removing attaching nuts and bolts. figure 4-17. )
5. Remove stop collar (11) from torque tube
by removing cotter pin and pin a. Install truss assembly (24) as follows:
NOTE 1. If removed, install retracting arm (29) and ad-
justing fork (27) on truss assembly.
Removal of collar (13) and outboard bellcrank
(14) from torque tube (12) is not recommended. NOTE
These are matched parts and collar (13) is a
press fit. Lower retracting arm (29) bolt is inaccessible
after truss assembly is installed.
k. Remove connector link assembly (21) as follows:
1. Remove bolt and nut attaChing connector link 2. If removed, install retainers (28) with bolts,
assembly (21) to retracting arm (29). washers and nuts.
2. Remove nut, washer and bolt attaching connec- 3. Place truss assembly (24) in position and attach
tor link assembly (21) to adjusting rod end (22). to retainers with bolts, washers and nuts.
4. Install clamps attaching wires to retracting
NOTE linkage and attach switch bracket (25) to truss
Access to bolt for removal at adjusting rod assembly with bolt and nut.
end (22) is provided by a hole in the adjacent b. Install uplock torque tube assembly (19) as follows:
structure. Rotate connector link assembly 1. If removed, attach uplock hook (23) and adjusting
to align hole. rod end (22) to uplock torque tube.
2. Install left bearing assembly, then place up lock
1. Remove drag brace (26) as follows: torque tube in pOSition and install right bearing as-
1. Remove nut, washer, and bolt attaching drag sembly. Install bearing assemblies (20) with bolts
brace (26) to truss assembly (24). and nuts.
2. Remove nut and bolt attaching drag brace to 3. Install washer and nut on each end of uplock
strut. torque tube assembly.
m. Remove uplock torque tube (19) as follows: c. Install drag brace (26) as follows:
1. Remove nut and washer from each end of tor- 1. Attach drag brace (26) to truss assembly (24)
que tube. with bolt, washer and nut.
NOTE
NOTE
Uplock torque tube (19) can be removed with
left bearing assembly in place. When installing bolt, insure that down indica-
tor switch bracket (25) is properly in place.
2. Remove bearing assemblies (20) by removing
attaching nuts and bolts. 2. Connect drag brace (26) to strut with attaching
bolt and nuts. •
NOTE d. Install connector link assembly (21) as follows:
1. Attach connector link assembly (21) to retract-
Bearings are a press fit, and should be re- ing arm (29) with bolt and nut.
moved from supports only for replacement. 2. Attach connector link assembly (21) to adjusting
I
310 SERVICE MANUAL LANDIN8 8EAR AND 4-45
BRAKE SYSTEM
rod end (22) with bolt, washer and nut. NOTE
NOTE To gain access to idler bellcrank attachment

points, rotate bellcrank forward as far as
Access to bolt for installation of adjusting rod possible.
end (22) is provided by a hole in the adjacent
structure. Rotate connector link assembly to h. Install nose gear drive tube (1) as follows:
align hole. 1. Attach drive tube to idler bellcrank (7) with
bolt, washer, spacers and nut.
e. Install torque tube (12) as follows: 2. (See figure 4-1.) Attach drive tube (42) to land-
1. Install stop collar (ll) on torque tube with pin ing gear actuator lower bellcrank (50) with bolt,
and cotter pin. washer, nut and cotter pin.
NOTE NOTE
Be11crank (14) and collar (13), located at the Access to lower bellcrank is gained through
outboard end of torque tube (12), are mated an access hole on underside of fuselage.
to the torque tube and drilled on asserr,bly.
These three parts must be assembled before i. Install forward push-pull tube (17) as follows:
installation. 1. Using the manual extension system, operate
landing gear to the DOWN position, then crank a few
2. If removed, install outboard support bearing turns toward the UP position.
(15) with bolts and nuts. 2. Attach push-pull tube (17) to connector link as-
sembly (21) with bolt, washer and nut.
NOTE 3. Attach push-pull tube (17) to fork bolt (18) with
bolt and nut.
Torque the nuts attaching inboard and outboard j. Rig nose gear retracting linkage in accordance
support bearings to 13.5 ±I. 5 pound-inches. with rigging procedure.
k. Connect nose gear doors and rig nose gear doors
3. Install outboard washer on torque tube and in accordance with rigging procedure.
place in position. 1. Install floorboards on cabin floor and access hole
NOTE covers on underside of fuselage beneath landing gear
actuator.
Insert inboard end of torque tube through the m. Install carpet and seats in accordance with Sec-
inboard mounting hole from the left, pull into tion 3.
wheel well area until outboard end of torque n. Insure that landing gear is Down and locked then
tube can be inserted into outboard support remove aircraft from jacks.
bearing.
4. Place inboard washer, then inboard support Nose Gear Shimmy Dampener.
bearing (10) on inboard end of torque tube. Install
support bearing with bolts and nuts. The shimmy dampener provided for the nose gear
5. If rerr:.oved, install fork bolt (18) in adjusting offers resistance to shimmy by forCing hydraulic
bellcrank (9). fluid through small orifices in the piston. The outer
6. Install adjusting bellcrank (9) on torque tube housing is attached to the upper nose strut and moves
with pin and cotter pin. as the strut turns, while the piston and piston rod
are attached to the trunnion assembly which does not
NOTE turn, thus caUSing motion between the housing and the
piston.
I
Splines must align so that pin can be installed,
and be11cranks (9 and 14) both extend forward
from torque tube. Removal of Nose Gear Shimmy Dampener. (See fig-
ure 4-18.)
f. Insert spacer into idler bellcrank (7), place lle 11-
crank in pOSltion, and install with bolt and washers. a. Disconnect piston rod (16) from trunnion assem-
g. Install intermediate push-pull tube (5) as follows: bly by removing cotter pin (17), nut (18), washers
1. Attach push-pull tube (5) to outboard bellcrank (19) and bolt (20).
(14) with bolt and nut. b. Remove shimmy dampener from strut by remov-
ing cotter pin (25), nut (24), washer (22), bushing
NOTE (23) and bolt (21).
The collar-end of the forward horizontal hi-
shear rlvet must pomt inboard tor clearance.
2. Attach push-pull tube (5) to idler bellcrank (7)

wlth bolt, washer, spacers and nut.
I
4-46 LANDINS Se:AR AND 310 SERVICE MANUAL
BRAKe: SYSTEM
Disassembly of Nose Gear Shimmy Dampener. (See hydraulic fluid.

figure 4-18.) a. Install (}orings (4, 14, 5 and 12) on bearing heads
(6 and 13).
a. Push piston rod (16) into shimmy dampener, b. Install bearing head (6) and lock ring (7) on aft
remove filler plug (1) and (}oring (2) and drain fluid. end of barrel (3).
b. Remove lock ring (15) from forward end of c. Install piston (8) on piston rod (16) and insert
shimmy dampener and pull piston and rod assembly roll pin (9) through piston (8) and piston rod (16).
from barrel (3). d. Install retainer (10) and (}o ring (11) on piston (8).
c. Remove piston (8) from piston rod (16) by remov- e. Insert piston and piston rod assembly into bar-
ing (}oring (11), retainer (10) and roll pin (9). rel (3), slide bearing head (13) into pOSition and
d. Remove lock ring (7) from aft end of shimmy install lock ring (15).
dampener and pull bearing head (6) from barrel (3).
e. Remove (}orings (4, 14, 5 and 12) from bearing CAUTION
heads (6 and 13).
Insert piston and bearing heads with care to
I Assembly of Nose Gear Shimmy Dampener.

figure 4-18. )
(See
f.
prevent damage to (}o ring.
Completely fill shimmy dampener with MIL-H-

Before shimmy dampener is assembled, thoroughly
clean each component, then lubricate with system
5
20-_-' 23---i-__ 6
19;-~
16
1. Filler Plug 7. Lock Ring 13. Bearing Head 19. Washers

2. O-ring 8. Piston 14. O-ring 20. Bolt
3. Barrel 9. Roll Pin 15. Lock Ring 21. Bolt
4. O-ring 10. Retainer 16. Piston Rod 22. Washers
5. O-ring 11. O-ring 17. Cotter Pin 23. Bushing
6. Bearing Head 12. O-ring 18. Nut 24. Nut
25. Cotter Pin
Figure 4-18. Shimmy Dampener

I
310 SERVICE MANUAL LANDINe el!AI't AND 4-47
81'tAKI! SYSTEM
5606A hydraulic fluid, and install ~ ring (2) and filler guard pins.
plug (1). e. Discormect nose gear steering cable from rudder
torque tube by removing cotter pin, nut, and bolt.
NOTE f. Pull forward cable thru wheel well web into nose
section then pull cable forward and remove from air-
For proper operation, shimmy dampener craft.
must be completely full of hydraulic fluid, g. Disassemble cables from spring by removing
with no trapped air present. Push piston rod cotter pins, nuts, and bolts.
into the shimmy dampener to the limit of its h. If desired, remove nose gear steering bellcrank
travel then fill with hydraulic fluid. If des- as follows:
ired, shimmy dampener can be serviced 1. Remove the two bolts in the gimbal.
after installation in accordance with Section 2. 2. Remove the nut, waSher, and bolt in bellcrank
and remove bellcrank.
Installation of Nose Gear Shimmy Dampener. (See Installation of Nose Gear Steering System. (See fig-
figure 4-18.) ure 4-19.)
I
a. Place bushing (23) in barrel (3) align mounting a. If removed, install nose gear steering bellcrank
holes, and install bolt (21), washer (22), nut (24) and as follows:
cotter pin (25). 1. Position beHcrank in place and install the two
washers and bolts in the bellcrank, refer to Installa-
NOTE tion of Nose Gear for torque values.
2. Align outer hole in bel1crank with hole in struc-
Lubricate bushing (23) with light oil during ture and install bolt, washer, and nut.
installation. b. Attach forward end of turnbuckles to bel1crank
with screws, washers, and nuts.
b. Cormect piston rod (16) to trunnion assembly with c. Assemble forward and aft cables to spring with
bolt (20), washers (19), nut (18) and cotter pin (17). bolts, nuts, and safety with cotter pins.
d. Route the aft cable through the spring housing to
the rudder torque tube and cormect with bolt and nut
NOSE GEAR STEERING. and safety with cotter pin.
e. Route the forward cable thru nose wheel well web.
The nose gear steering system permits nose gear f. Install cable guard pins and replace radio equip-
steering with the rudder pedals, for angles up to 18 ment shelves removed during removal.
degrees, either right or left of center. Spring loaded g. Connect nose gear steering cables to turnbuckles
nose gear steering cables permit continued resisted and tighten. Rig cable tension in accordance with
turning action of the nose gear for steering angles Rigging of Rudder Control System (Section 7). Re-
greater than 18 degrees, up to a maximum of 55 de- safety turnbuckles.
grees. Steering arms, welded to the rudder torque h. Install access cover plates on underside of fuse-
tubes, are cormected by the steering cables, to a lage and under pilot's and copilot's scuff plates.
steering gimbal, which pivots in a support mounted i. Install carpet, scuff plates, pilot's and copilot's
directly above the nose gear trurmion assembly. The seats.
gimbal allows nose gear steering when the gear is
down. When gear is retracted, the gimbal serves as NOTE
an idler, permitting free wheeling of the nose gear
steering. Nose steering springs are pre-set at the fac-
tory to 85 pounds.
Removal of Nose Gear Steering. (See figure 4-19.)

Rigging the Nose Gear steering System.
a. Remove pilot's and copilot's seats and front
carpet in accordance with Section 3. Rig nose gear steering system in accordance with
b. Remove access hole covers from cabin floor as Section 7.
necessary to gain access to steering cables.
c. Discormect the nose gear steering cables at the
forward bellcrank in the nose wheel well by loosening NOSE WHEEL AND TIRE.
the turnbuckles.
Removal and Disassembly of Nose Wheel and Tire.
CAUTION (See fi~re 4- 20. )
Do not remove clevis pin from nose gear a. Jack aircraft in accordance with Section 2.
steering bellcrank without first releaSing ten- b. Remove cotter pin (2), nut (3) and bolt (7).
sion on the '10SP gear steermg cables. c. Remove axle bolt buckets (4). After removal of
buckets, the wheel and tire assembly can be removed
d Re~o\"P ne('(ssary radio shelving to gain access from nose wheel fork (1).
to r.ose p;ea r steerinF: cable pulleys and remove cable d. Remove spacers (5) and axle tube (6) from wheel.
Change 2
4-48 LANDINe el!AR AND 310 SERVICE MANUAL
8RAKI! SYSTI!M
'\\\i-~---B
I
10
Detail A
Detail B
1. Nose Gear Steering Bellcrank 5. Bracket 8. Nut

2. Screw 6. Bolt 9. Cotter Pin
3. Nut 7. Cable Assembly 10. Spring
4. Pulley 11. Cable Assetnbly
Figure 4-19. Nose Gear Steering System

I
310 SERVICE MANUAL L.ANDING G~AR AND 4-49
BRAKE SVST~M
e. Remove retainers (8) and bearing cones (9) buckets (4).

from wheel. h. Install bolt (7) and nut (3).
f.. Remove tire (13) and tube (14) as follows:
1. Deflate tire and tube by removing valve core.
NOTE
WARNING
Tighten nut (3) until a slight bearing drag
Always deflate tire and tube before separating is felt as wheel is rotated. Loosen nut to
wheel halves. the nearest slot that will align cotter pin
hole.
2. Remove nuts, washers and bolts and separate
wheel halves (12 and 15). i. Install cotter pin.
3. Remove each wheelhalf from tire and tube and
remove tube from tire.
g. Bearing cups are a shrink fit and should be re- MAIN WHEEL AND TOtE.
moved only for replacement.
NOTE Removal and Disassembly of Main Wheel and Tire.

(See figure 4-21.)
If removal of bearing cups is necessary,
place wheel half in boiling water for at a. Jack aircraft in accordance with Section 2.
least 30 minutes, then remove bearing cup b. Remove snap ring (12), bearing cap (11), cotter
by tapping cup evenly from the inner side. pin (13), nut (14) and washer (10) from axle.
c. Remove brake disc clips from brake side of the
wheel as follows:
Assembly and Installation of Nose Wheel and Tire. 1. Turn wheel until a disc clip is opposite the brake
(See figure 4-20. ) unit.
2. Move brake disc to outer edge of wheel and in-
a. If removed, replace bearing cups. sert a thin screwdriver, or other suitable tOOl, be-
tween disc clip and wheel.
3. Pry the inner edge of disc clip out of groove in-
NOTE side the wheel, and pull disc Clip out.
4. Repeat this procedure until all clips are re-
Bearing cups are a shrink fit in wheel. To moved.
install, place wheel in bOiling water for at d. Remove wheel and tire assembly from axle, us-
least 30 minutes, chill bearing cups with ing r.aution to prevent damage to axle threads and to
dry ice, and tap lightly into position to in- keep bearings clean.
sure proper seating. e. Remove seal (1) and bearing cones (2 and 9) from
wheel to prevent them from dropping out of wheel
b. Place wheel halves (12 and 15) in position on after wheel removal.
tire (13) and tube (14). f. Remove tire (18) as follows:
c. Install bolts. washers and nuts. Torque nut to
value marked on wheel half. WARNING
Always deflate tire before separating wheel

CAUTION halves.
Tighten nuts evenly and torque correctly 1. Deflate tire by removing the valve core with a
to lessen the possibility of bolt failure. suitable tool.
2. Remove nuts, washers and bolts and separate
d. Inflate tire enough to seat the beads on the wheels, wheel halves (4 and 17).
deflate completely, then reinflate to approximately 3. Remove each wheel half from tire and remove
one-half operating pressure. tire.
e. Install bearing cones (9) and retainers (8) in the 4. Remove tube (7) from tire (18).
wheel halves (12 and 15). 5. Bearing cups (3 and 8) are a shrink fit and
should be removed for replacement only.
CAUTION NOTE
Insure that bearing cones (9 \ are properly If removal is necessary, place wheel half in
grea&ed before installing. boiling water for at least 30 minutes. then
remove bearing cup by tapping cup ~venly
, Inser~ a.:de ~'lhe (6) in wheel and place spacers from the inner side .
.5) on end oi a."{le tube.
~. Place wneei and tire assembly in position. align g. Remove drive keys (5) If worn to a minimum
·.viti, mOUlIllll' hOle::. In fork (1) and install axle bolt width of 1. 116 inches by removing screws (61. I
Change 8
I
BRAKE SYSTEM
11
1. Nose Wheel Fork 7. Bolt 12. Inner Wheel Half

2. Cotter Pin 8. Retainer 13. Tire
3. Nut 9. Bearing Cone 14. Tube
4. Axle Bolt Bucket 10. Nut 15. Outer Wheel Half
5. Spacer 11. Washer 16. Washer
6. Axle Tube 17. Bolt
Figure 4-20. Nose Wheel and Tire Assembly
I
310 SERVICE MANUAL LANDINC3 C3EA" AND 4-51
B"AKI! BYBTEM
12
11
10
9
8
4 5
3
2 13
14
16
19
1. Seal 7. Tube 14. Nut

2. Bearing Cone 8. Bearing Cup 15. Nut
3. Beanng Cup 9. Bearing Cone 16. Washer
4. Brake Wheel Half 10. Washer 17. No-Brake Wheel Half
5. Drive Key 11. Bearing Cap 18. Tire
6. Screw 12. Snap Ring 19. Bolt
13. Cotter Pin
Figure 4-21. Main Wheel and Tire Assembly

I
4-52 LANDINe eEAR AND 310 SERVICE MANUAL
BRAKE BYBTEM
NOTE the cotter pin hole.
Screws (6) are staked to the drive keys (5) k. Install cotter pin (13), bearing cap (11) and snap
ana should be removed only for replace- ring (12).
ment. 1. Install brake disc clip as follows:
1. Starting opposite the brake unit, insert disc clip
Assembly and Installation of Main Wheel and Tire. between disc and wheel, and between any two adjacent
(See figure 4-21. ) drive keys.
2. Install disc clip so that ends of clip contact the
a. If removed, replace disc drive keys (5) and in- diSC, and the smaller of the two bent center flanges
stall retaining screws (6). is inserted first.
3. Press the disc clip into the wheel until the small
NOTE bent flange seats in the groove provided inSide the
wheel.
When replacing drive keys, prime the contact 4. Rotate wheel, omit the next space between the
surfaces, torque retaini~ screws to 60 ± 1 0 drive keys, and repeat the above procedure until all
pound-inches, and stake. five disc clips are installed.
m. Check that all disc clips are properly installed
b. If removed, replace bearing cups (3 and 8). and that wheel rotates freely, remove jack and in-
flate tire to correct operating pressure.
NOTE
Main Wheel Alignment. (See figure 4-22. )
Bearing cups are a shrink fit in wheel. To
install, place wheel in boiling water for at Correct alignment of the main landing wheels is nec-
least 30 minutes, chill bearing cups with dry essary to minimize tire wear. If the tires are wear-
ice, and tap lightly into position to insure ing excessively or unevenly, the wheel alignment
proper seating. should be checked and corrected in accordance with
the following procedure:
c. Install tube (7) in me (18). a. Position the aircraft with the main wheels rest-
d. Place wheel halves (4 and 17) in pOSition on the ing on grease plates.
tire.
e. Install bolts, washers and nut. Torque nut to NOTE
value marked on wheel half.
For each set of grease plates, use two alum-
CAUTION inum sheets apprOXimately 18 inches square
with sufficient grease spread between them to
Tighten nuts evenly and torque correctly to permit the top plates to slide freely on the
lessen the possibility of bolt failure. bottom plates.
f. Inflate tire enough to seat the beads on the b. Set a straightedge in place against the main
wheels, deflate completely, then reinflate to approxi- wheel tires at axle height as illustrated.
mately one-half operating pressure. c. Place one leg of a carpenter's framing square
g. Install bearing cone (2) and seal (1) in wheel half against the straightedge, with the other leg against
(4). . the inboard side of the wheel being checked. Meas-
I h. Check wheel balance using Service Kit SK150-20. ure the distance from framing square leg adjacent to
wheel, to wheel rim, at extreme aft circumference
CAUTION of wheel rim. The difference between the two mea-
surements will be the toe-in or toe-out for that wheel.
Insure that bearing cones (2 and 9) are prop- Tow-out for either wheel is .06 ±. 05 inch. Toe-out
erly greased before installing. must remain in tolerance throughout the entire range
of free play in system. If tolerance cannot be re-
i. Place the wheel and tire assembly in pOSition on tained, replace bushings. (See Disassembly and
the axle, aligning brake disc with disc drive keys in Assembly of Main Gear Torque Links. )
wheel.
j. Install outer bearing cone (9), washer (10) and NOTE
nut (14).
Remove weight from gear by jacking aircraft
NOTE
before attempting to add or remove washers
to torque links. Jack the aircraft in accord-
Tighten wheel bearing nut (14) to 40 inch-
pounds while rotating wheel, then back off
nut and retighten to 20 inch-pounds while
d. Add washers between torque links to correct for
rotating wheel. If the nut is not positioned excessive toe-in. Wheel alignment after adjustment
to allow installation of the cotter pin at the must be within limits prescribed in step "c ...
20-inch pound torque, continue tightening
to the next locking position that will align
Change 7
I
310 SERVICE MANUAL LANDINS SEAR AND 4-53
.,I'tAKE SYSTEM
NOTE BRAKE SYSTEM- MAIN AND PARKING.
(See figure 4-5.) AN960-716 and AN960-716L The aircraft has a hydraulically actuated main brake
washers are used as shims between the upper system. A hydraulic master cylinder is attached to
and lower torque links. Combinations of each pilot's rudder pedal, and hydraulic lines and
thick and thin washers can be used between hoses are routed from these cylinders through the
the torque links to obtain the correct wheel cabin, through the wing, and to the brake assemblies
alignment. Washers that are addedor re- on each main landing gear. The brakes are Good-
moved between the torque links must also be year single-disc, non self-adjusting type, with two
added or removed to the outside end of the actuating cylinders in each brake assembly. No
spacer to maintain an .004 to .020 inch side- manual adjustment is required on these brakes. The
play of the torque link. Torque the bolt to brake can be operated by applying pressure to either
one castellation beyond firm. Insure that the pilot's or copilot's rudder pedals. The parking
washers are centered on spacer. brake system consists of a manually operated handle
assembly connected to the parking brake torque tube.
The parking brake torque tube is connected to the
pilot's rudder pedal brake links by two short cables.
The parking brake is set by applying pressure to both
rudder pedals and then setting parking brake handle.
Troubleshooting Brake System.
BRAKE PEDAL BOTTOMS Insufficient brake fluid in system. Bleed and fill system in accordance
with bleeding procedure.
Brake disc warped, causing ex- Replace disc.

cessive clearance.
Disc clips missing. Replace disc clips.
Loose bleeder screw, faulty Tighten bleeder screw. Replace

bleeder screw washer, or adap- washer. Tighten adapter.
tor not tight.
BRAKE PEDAL BOTTOMS Leaking connections or broken lines Tighten connections. Replace or
(CONT) or hoses. repair lines or hoses.
Rudder pedals not connected to Connect pilot's rudder pedals to

master cylinders. rr.aster cylinders.
Damaged 0- ring seal in master Replace O-ring seal.

cylinder or in brake actuating
cylinder.
Damaged Lock-o-seal in master Replace Lock-o-seal.

cylinder.
"SPONGY" BRAKES Air trapped in system. Bleed system.
Expanded hose. Replace hose.
BRAKES DRAG Weak or broken piston return Replace piston return spring.
spring in master cylinder.
Binding brake pedal linkage. Free linkage to prevent binding.
Brake disc badly dished. Replace brake disc.
Brake disc coming out of wheel Replace disc clips.

due to loss of disc clips.
Internally swollen hoses and,'or Replace hoses and/or O-ring seats.

swollen O-ring seals due to im- Flush system with denatured alcohol.
proper hydraulic fluid in system. Bleed and fill system in accordance
with bleeding procedure.
4-54 LANDIN" e~AR AND 310 SERVICE MANUAL
BRAK~ SYSTEM
BRAKES FAIL TO HOLD Brake linings worn out. Replace lining in accordance with
replacement of brake lining proce-
dure.
New linings just installed. Taxi aircraft and apply brakes sev-
eral times to condition linings.
Air in system. Bleed and fill system in accord-

ance with bleeding procedure.
Oil, grease or other foreign

material on disc or brake linings.
Clean and flush with Trichloro-
ethelene, then taxi the aircraft
slowly, apply the brakes several
times to condition the lining.
I
Rudder pedals positioned so that Reposition pedals.
brakes cannot be fully applied.
Brakes too hot from extensive use. Allow time for brakes to cool.
'Removal of Brake System. (See figure 4-23. ) bracket. Remove hose (25), with elbow attached,
through master cylinder mounting position.
a. Remove pilot's and copilot's seats in accordance 3. Detach hose from elbow.
with Section 3. k. Disconnect cabin crossover brake line (24) from
b. Remove front carpets and scuff plates in accord- elbow in right side of control column well and remove
ance with Section 3. through access hole in left floorboard.
c. Remove upholstery side panels in accordance 1. Remove intermediate cabin brake line (26) as
with Section 3. follows:
d. Remove control column access cover from under-
side of fuselage by removing attaching screws. NOTE
e. Remove the rectangular access hole cover from
right floorboard adjacent to the aft part of control Due to difficulty of access, it is recommended
pedestal. that this line be removed on ly as necessary
f. Drain system fluid by removing bleeder screw for replacement.
from both main wheel brake assemblies.
g. Remove brake master cylinders. l. Remove attaching nut and washers from elbow
h. Disconnect left master cylinder hose (22) from in right Side of controi column well to allow its
elbow in web of pilot's left rudder pedal bracket, withdrawal from position.
and remove through access hole. 2. Disconnect line (26) from aft elbow.
i. Remove left cabin brake line (20) as follows:
NOTE
NOTE
Access to the aft coupling nut on this line is
As removal of this line requires its destruction, through the forward rectangular access hole
it is not recommended that it be removed ex- in the right floorboard and through L'1e lighten-
cept as required for replacement. Replacement ing hole in the web of the copilot's Ie ft rudder
of the factory installed line (20) will require pedal bracket. A 9/16 inch crowfoot wrench
two separate lines (1 and 3) joined with a union and extension can be manipulated through this
(2) just above the floorboard on the forward opening to loosen the coupling nut.
side of the bulkhead. These parts can be
ordered as spares. 3. Remove line through lightening hole, with el-
bow still attached, by manipulating forward end out-
1. Cut line at riser portion forward of bulkhead board and forward, to allow aft end to clear edge of
and as close to the floorboard as practical. lightening hole.
2. Loosen coupling nuts from elbows and remove 4. Detach line (26) from elbow.
each section of line. m. Disconnect right cabin brake line (29) from el-
J. To remove right master cylinder hose: bows. Carefully work line from its position beneath
1. Disconnect cabin crossover brake line (24) the floorboards, and remove through access hole.
from elbow in web of pilot's right rudder pedal
bracket. CAUTION
2. Remove attaching nut and washer from elbow
to allow its removal from web or rudder pedal It may be necessary to flex this line slightly
I
BRAKE SYSTEM
MAIN GEAR STRUT
Detail B
-~n..._ . 004 TO • 020 INCH
Detail A
'---TORQUE UNKS
ADD OR REMOVE WASHERS

BETWEEN TORQUE LINKS
AS NECESSARY TO OBTAIN
CORRECT WHEEL ALIGNMENT.
PLACE STRAIGHTEDGE
AT AXLE HEIGHT.
TOE-OUT. 06 ±. 05
MEASURED ON WHEEL RIM IN TAKE MEASUREMENTS
A HORIZONTAL PLANE THRU AT EDGES OF WHEE L
~ OF AXLE. RIM.
FORWARD
CHECKING MAIN WHEEL ALIGNMENT
Fi gure 4- 22. Main Wheel Alignment
Change 2
I
4-56 LANDINe eeAR AND 310 SERVICE MANUAL
IU'AKe SYSTeM
to facilitate removal. However, excessive 30) into position and attach ends to elbows as illus-
bending should be avoided to prevent defor- trated.
mation or other damage to the line.
CAUTION
n. Remove forward wing root fillets, and the two
inboard access hole covers from underside of each Some flexing of the lines may be necessary to
wing leading edge. work them into position. However, excessive
o. To remove right and left wing inboard brake bending should be aVoided.
lines (19 and 30), disconnect each one from fittings
at both ends, and carefully work them free of adja- e. Replace access hole covers and wing root fillets.
cent lines inside the wings so that they can be re- f. Working through aft, right rectangular floorboard
moved through the rectangular access holes. access hole, carefully work right cabin brake line
p. Disconnect right and left wing outboard brake (29) into position beneath the floorboard, with out-
lines (17 and 31) from fittings at both ends, remove board end extending upward through routing hole in
clamps and remove lines through main wheel wells. floorboard. Attach ends to elboWS.
q. Disconnect right and left brake hoses (4 and 32)
from elbows at their upper ends and detach right and CAUTION
left brake hoses (4 and 22) at lower ends of hoses.
Remove two upper hose clamps. To release Some flexing of this line will be required to
hoses, remove hose clamps by removing nuts from work it into position. However, excessive
bolts in main gear torque links. Replace nuts bending should be avoided.
and secure with cotter pins after hose clamps have
been removed. g. Install intermediate cabin brake line (26) as fol-
r. Remove brake hoses (4 and 32) by detaching cou- lows:
pling nuts from fittings in main brake assemblies. 1. Attach elbow to forward end of line and set
Install temporary caps over brake assembly fittings washer in place over elbow.
to prevent entry of foreign material. 2. Working through forward right floorboard ac-
cess hole, and through lightening hole in web of co-
I
Installation of Brake System. (See figure 4-23.)
pilot's left rudder pedal bracket, work line (26) into
poSition, with elbow extending through routing hole
in right side of control column well.
NOTE
NOTE
Use clean system hydraulic fluid only as a
lubricant for all hydraulic fittings. Do not allow washer to drop from elbow while
working line into position .
. a. Remove temporary caps from fittings in brake
assemblies and attach brake hoses (4 and 32) to fit- 3. Using a 9. 16 inch crowfoot wrench with exten-
tings. sion, attach aft coupling nut on line (26) to elbow.
b. Attach upper hose ends to elbows. Fasten 4. Secure elbow in place at right side of control
hoses (4 and 32) in position illustrated. Secure column well with washer and attaching nut.
clamps to torque link bolts with nuts. Secure nuts h. Working through left floorboard access hole,
with cotter pins. Attach clamps to upper portion of position U-shaped cabin crossover bra.Ke line (24)
Hoses. beneath left floorboard, with longer leg extending
c. Working through main wheel wellS, place right through routing hole in left side of control column
and left wing outboard brake lines (17 and 31) in po- well. Attach coupling nut to elbow in right side of
sition and attach ends to elbows as illustrated. At- control column well.
tach clamps. 1. To install right master cylinder hose (25):
d. Working through wing access holes, carefully 1. Connect elbow to hose end.
work right and left wing inboard brake lines (19 and 2. Place washer over elbow, and working aft
I Figure 4-23. Brake System Plumbing Callouts
1. Left Bulkhead Brake Line 13. Bolt 24. Cabin Crossover Brake Line
2. Union 14. Clamp 25. Right Master Cylinder Hose
3. Left Floorboard Brake Line 15. Lower Torque Link 26. Intermediate Cabin Brake Line
4. Left Brake Hose 16. Elbow 27. Nut
5. Upper Torque Link 17. Left Wing Outboard Brake Line 28. Bulkhead Web
6. Nut 18. Elbow 29. Right Cabin Brake Line
7. Washer 19. Left Wing Inboard Brake Line 30. Right Wing Inboard Brake Line
8. Bushing 20. Left Cabin Brake Line 31. Right Wing Outboard Brake Line
9. Barrel Piston 21. Left Master Cylinder 32. Right Brake Hose
10. Main Gear Axle Assembly 22. Left Master Cylinder Hose 33. Parking Brake Handle
11. Shaft 23. Right Master Cylinder 34. Spacer I
!~. Roll Pin
I
BRAKE SYSTEM
B
it 2 Detail
\:) 3
1
Detail A / 26
<f
Detail C
\'t~i.~I
181
29 28 21
14
16
11
14
'"
18
,,
4
14 19
20
, 14
21
-
~~_:4 22
23 .
14 25 .~
~
26
t~·
\~~\ ')
"-_-/
B
Figure 4-23. Brake System Plumbing Callouts
4-58 LANDINe eeA" AND 310 SERVICE MANUAL
B"AKe SYSTeM
through right master cylinder mounting position, i. Remove union (9) and O-ring (IO).
place elbow with hose attached, into position in
routing hole through web of pilot's right rudder pedal
bracket. Assembly and Installation of Main Wheel Brake.
(See figure 4 - 24. )
NOTE
Reassemble either brake assembly as follows:
IX> not allow washer to drop from elbow, while a. Install union (9) and O-ring (lO) in upper inlet
working elbow into position. port of housing (5).
b. Install bleeder adapter (I2), plug bleeder (13)
3. Secure elbow with washer and nut. and O-ring (10) into lower inlet port of housing (5),
4. Attach coupling nut on cabin crossover line (24) as illustrated.
to elbow. c. Using clean system hydraulic fluid as a lubri-
j. To install left cabin brake line (20): cant, set new serviceable O-rings (I8) in place on
cylinder heads (19) and pistons (17).
NOTE d. Lubricate cylinder walls and pistons (I7) with
clean system hydraulic fluid and insert pistons into
If left cabin brake line (20) was removed, three cylinders.
parts which can be ordered as spares are re- e. Install cylinder heads (I9) in place, and replace
quired to replace it. This spares assembly retaining rings (20).
consists of a left floorboard brake line (3), a f. Install new or serviceable brake linings (11) and
union (2), and a left bulkhead brake line (I). 16), setting piston lining (I6) in piston Side, with
smooth Sides of linings facing each other.
1. Join union (2) to short end of left floorboard g. Set brake disc (4) in place between linings.
brake line (3). h. Position brake housing (5) over axle (6), against
2. Position left floorboard brake line beneath left axle torque flange (7) so that uppermost hole in the
floorboard so that end with union attached extends uppermost side of the brake housing (5). Install
upward through routing hole in floorboard. Attach five bolts and nuts and torque to 100 pound-inches.
coupling nut to elbow. Tolerance is plus zero and minus 10 pound-inches.
3. Position left bulkhead brake line (I) through i. Install wheel and tire assembly.
routing hole in bulkhead, and attach coupling nuts to j. Attach brake line coupling nut to union (9).
elbow and union (2). k. Fill and bleed brake system in accordance with
k. Attach coupling nut on left master cylinder hose bleeding procedure.
(22) to elbow in web of pilot's left rudder pedal 1. Insure that landing gear is rown and locked then
bracket. remove aircraft from jacks.
1. Replace brake master cylinders (21 and 23).
m. Fill and bleed brake system in accordance with Inspection and Replacement of Brake Linings and
bleeding procedure. Brake Disc. (See figure 4-24. )
n. Replace all access covers removed.
o. Replace upholstery, carpets and seats in accord- NOTE
Brake linings should be replaced at overhaul
periods and at such time as they become worn
Removal and Disassembly of Main Wheel Brake. beyond limils.
(See figure 4-24. )
a. Check brake lining wear.
To remove either brake assembly, proceed as fol- 1. Check the brake lining wear limit as follows:
lows: (a) Set parking brake to force brake disc (4)
a. Remove wheel and tire assembly. against the anvil lining (11).
b. Disconnect brake line from union (9) and drain (b) Check clearance between outboard surface
hydraulic fluid into a suitable container. Drain re- at brake disc (4) and flat surface of brake housing
mamlng fluld from brake housing (5) by removing (5 ).
bleeder screw (15) and unscrewing plug bleeder (I3) (c) Replace linings if clearance measures 3/8
until fluid flows from hole in plug bleeder (I3). (0.375) inch or greater.
Tighten plug bleeder (I3) when housing is drained. b. Checking brake disc wear limits.
c. Remove brake housing (5) and brake disc (4) by 1. Check brake disc wear limits as follows:
removing five bolts and nuts. (a) Inspec t disc for wear, discard disc when worn
d. Remove brake disc (4) and linings (l1 and 16) to a thickness of 0.225 or less.
from brake hOUSing (5). (b) Inspect disc for dishing. Disc must be re-
e. lise snap rmg pliers and remove cylinder heads placed if dishing exceeds 1/16 (O. 625) inch.
(19). (c) Inspect disc keyways for wear and evidence
f. Push plstons (17) from cylinders. of damage. Replace disc if keyway width exceeds
g. Remove O-nng seals (18) from pistons (l7) and 1. 188 inches.
cylmder heads (19). c. Check drive keys for wear.
h. Remove plug bleeder (13), bleeder adapter (12) 1. Check drive keys for wear as follows:
and O-nng (l0). (a) If drive keys are worn to a m;.nimum width
Chan~e 8
I
310 SERVICE MANUAL LANDING GEA" AND 4-58A/4-58B
BRAKE SYSTEM
I
of 1. ll6 inches, the drive keys must be replaced. ing (5) and remove worn linings (11 and 16).
3. Install new linings (11 and 16) with the thicker
NOTE piston lining (16) in piston side of housing (5) and the
thinner anvil lining (11) in anvil side of housing.
Drive keys must be replaced as a set. Smooth sides of the linings Should face to contact
brake disc (4).
d. Replacement of brake linings. 4. POSition brake disc (4) between linings in brake
1. Remove wheel and tire assembly. housing (5).
2. Remove brake disc (4) from slot in brake hous- 5. Install wheel and tire assembly.
Change 8
310 SERVICE MANUAL LANCING GEAR ANC 4-59
BRAKE SVSTEM
~
;!
13
12
~~10 ---2
V 4
18
19
20 Detail A
10413004

2. Disc Clip 9. Elbow 15. Bleeder Screw
3. Fastener 10. O-Ring
4. Brake Disc 16. Piston Lining
11. Anvil Lining 17. Piston
5. Brake Housing 12. Bleeder Adapter
6. Axle 18. O-Ring
13. Plug Bleeder 19. Cylinder Head
7. Axle Torque Flange
20. Retaining Ring
Flgure 4-24. Main Wheel Brakes
Change 8
4-60 LANDING eEAR AND 310 SERVICE MANUAL
BRAKE SYSTEM
NOTE remove spring from housing. Remove roll pin (1)

and handle (2) from parking brake tube (6).
Before removing jacks, spin wheels to make f. Working through nose wheel well, remove nuts,
certain they will turn freely. Apply brakes bolts, cable guards and pulleys (12 and 13) from pul-
and check to see that they do not drag when ley brackets on forward left side of forward cabin
released. bulkhead.
I Bleeding the Brake System. (See figure 4-24.)

NOTE
In some configurations, optional radio equip-

In order to have proper brake action, it is necessary ment is installed on a shelf adjacent to these
to have poSitive transfer of hydraulic pressure through pulleys. This equipment must be removed to
the system. To insure proper brake action, any air permit access to the pulleys.
trapped in the system must be removed. This is ac-
complished by bleeding, which can be done in anyone g. To remove parking brake torque tube (21) and
of several different ways. The following procedure attached components, proceed as follows:
is bleeding by pressure with a bleeder pump.
a. Fill reservoir of bleeder pump with clean sys- NOTE
tem hydraulic fluid (see Section 2 for hydraulic fluid
specification). Because of difficulty of access removal of
b. Remove filler plug from master cylinder. parking brake torque tube and attached com-
c. Remove bleeder screw (15) and unscrew plug ponents is not recommended, except as re-
bleeder (13) to allow hydraulic fluid to drain from the quired for replacement.
system into a suitable container.
d. Connect the hose on the bleeder pump to the 1. Remove cotter pin and pin attaching left parking
bleeder valve in the brake housing. brake coupling (16) to parking brake torque tube (21)
e. Pump slowly until fluid in master cylinder reser- and remove from torque tube.
voir is within 1/ 2 inch of the top.
f. Close plug bleeder and detach bleeder pump hose NOTE
connection.
g. Replace bleeder screw and washer in master Due to close tolerances between left parking
cylinder and check brake operation. brake coupling and parking brake torque tube.
some difficulty may be encountered in sepa-
rating these two parts.
PARKING BRAKE SYSTEM
Work parking brake coupling (16) aft, clear of the
I Removal of Parking Brake System. (See figure 4-25. )

floorboard, with parking brake cable (8) still ill place
around pulley (14). Remove cotter pins, nut. bolt
and pulley (14) to free coupling from parking brake
a. Remove pilot's seat, copilot's seat, rudder scuff cable (8).
plate and carpet in accordance with Section 3. 2. Remove three nuts and bolts attachillg left tor-
b. To obtain working room beneath the left floor- que tube s)lpport (17) to left rudder pedal.bracket (19)
board, remove left warm air duct in accordance with and remove.
Section 13. 3. Slide torque tube (21). with attached components,
c. Detach left and right brake cables (15 and 24) outboard to clear hole in right torque tube support (17)
from brake links (25) by removing cotter pins, pins then work forward to clear the floorboards.
and bushings. 4. Remove three nuts and bolts to remove right
d. Disconnect parking brake cable (8) at its upper torque tube support (17).
end by removing cotter pin and pin. 5. Further disassembly of removed components
e. Remove handle assembly parts (1, 2, 6 and 11) can be accomplished as shown in figure 4-32.
by removing nuts and bolts. Slide housing assembly h. To remove parking brake cable (8). detach from
(11) and spring (10) from parking brake tube (6), and cable bracket (18) by removing cotter pin and pin.
I 1. Roll Pin
Figure 4 -25.
10. Spring
Parking Brake System Callouts
20. Collar
2. Parking Brake Handle 11. Housing Assembly 21. Parking Brake Torque Tube
3. Bolt 12. Upper Pulley 22. Right Parking Brake Coupling
4. Mounting Bracket 13. Lower Pulley 23. Right Rudder Pedal Bracket
5. Nut 14. Pulley 24. Right Brake Cable
6. Parking Bracket Tube 15. Left Brake Cable 25. Brake Link
7. Pin 16. Left Parking Brake Coupling 26. Brake Torque Tube Coupling
H. Parkillg Brake Cable 17. Torque Tube Support 27. Brake Master Cylinder
9. Cotter Pin 18. Cable Bracket 28. Rudder Pedal
19. Left Rudder Pedal Bracket
I
310 SERVICE MANUAL LANDIN8 8EAR AND 4-61
BRAKE SYSTEM
c 2
Detail A
J
U-----15
7
24
~~--16
\ ----17
11---25
9 21 28---
\\---26
22 27 ----t~r_I
,---15
Detail B
Detail C
Figure 4-25. Parking Brake System

4-&2 LANDINe el!A" AND 310 SERVICE MANUAL
8"AKI! SYSTI!M
and work free of routing boles in forward cabin bulk- should be maintained by action of spring (10) in
head. notches of parking brake tube (6).
i. Inspect all components for excessive wear, m. Replace left carpet, left scuff plate, and left
cracks or deformation which could cause failure, and rudder bar shield in accordance with Section 3.
cables for wear or broken strands. Replace defec- n. Replace pilot's and copilot's seats in accordance
tive parts. with Section 3.
I Installation of Parking Brake System.

4-25. )
(See figure Master Cylinder. (See figure 4-26.)
Each vertical mounting type master cylinder used on

I
a. Assemble right parking brake coupling (22) and the aircraft incorporates a fluid reservoir and cylin-
collar (20) to parking brake torque tube (21) and at- der within the same body. A plastic filler plug (3)
tach right brake cable (24) as illustrated. is used to close the filler opening in the cover (5)
b. Attach right torque tube support (17) to right which is threaded into the body. The filler plug is
rudder pedal bracket (23), in position illustrated, vented, as sufficient ventilation is not provided by
using three bolts and nuts. clearance between the piston rod (6) and piston rod
c. Attach end of parking brake cable (8) to cable passage through the cover boss. With the exception
bracket (18) with pin and cotter pin. Route other end of the piston return spring (10), all internal operat-
of cable through lower routing bole in forward cabin ing parts are assembled onto the piston rod (6),
bulkhead, leaving a loop of cable accessible through piston (15), piston spring (13), lock-o-seal (17), 0-
floorboard access hole. ring (16) and compensating sleeve (18). A seal be-
d. Assemble pulley (14) to left parking brake coup- tween the piston (15) and the cylinder walls is pro-
ling (16) with bolt and nut. Loop of parking brake vided by an O-ring (14) installed in groove around
cable (8) should be in place around pulley (14) as the piston. As pressure is applied to advance the
illustrated. Insert cable guard cotter pins, and at- piston rod into the cylinder, the piston remains
tach left brake cable (15) as illustrated. stationary until the lock-o-seal is seated on the
e. Position parking brake torque tube (21) between piston (.040 inch movement). Proper operation of
left and right rudder pedal brackets (19 and 23) with the master cylinder depends upon this seating action.
inboard end through hole in right torque tube support When the lock-o-seal is seated, fluid caMot get past
(17). Position left torque tube support (17) over out- the piston and with continued movement of the piston
board end of torque tube (21) as illustrated, and rod forcing the piston farther into the cylinder, pres-
fasten to left rudder pedal bracket (19) with three sure in the cylinder is increased. At any time during
attaching bolts and nuts. the stroke that pressure on the piston is eased, the
f. Position left parking brake coupling (16) over piston spring will tend to keep the piston seated
end of parking brake torque tube (21) as illustrated, against the lock-o-seal, maintaining pressure in ad-
and secure with attaching pin and cotter pin. vance of the piston. As the pressure is further
g. Pull free end of parking brake cable (8) through eased, allowing the piston return spring to force the
upper routing hole in forward cabin bulkhead. Attach piston to retreat, the upper end of the compensating
pulleys (12 and 13) and cable guards to mounting sleeve will contact the cover boss, forcing the piston
brackets on forward side of forward cabin bulkhead, to unseat itself from the lock-o-seal. This will al-
with parking brake cable (8) routed around pulleys low additional fluid from the reservoir to enter the
as illustrated. cylinder. This positive unseating also allows un-
restricted passage of fluid from cylinder to reser-
NOTE voir while the piston is in the static position. This
is to compensate for any excess fluid which may be
Replace any radio equipment it may have been present in the system due to pumping or from tiler-
necessary to remove to gain access to these mal expansion. The effective stroke of the piston is
pulleys. l. 437 inches with maximum displacement of .633
cubic inch. Reservoir capacity is approximately
h. Assemble components of parking brake handle 3.391 cubic inches.
assembly (parts 1, 2, 6 and 11) as illustrated, and
attach handle assembly to mounting bracket (4) with
bolts and nuts.
i. COMect free end of parking brake cable (8) to
Removal of Master Cylinder. (See figure 4-26.) I
parking brake tube (6) with pin and cotter pin. Removal of either master cylinder can be accomp-
J. Retrieve free ends of left and right brake cables lished as follows:
(15 and 24) through routing holes in floorboards and a. Remove pilot's seat, left rudder bar Shield, left
attach to brake links (25) as illustrated. scuff plate and carpet in accordance with Section 3.
k. Replace left warm air duct in accordance with b. Remove the cover plate from around the master
Section 13. cylinder by removing the four screws with which it
1. Check operation of parking brake system. There is fastened.
should be no binding in the system or interference c. Drain the hydraulic fluid from the master cylin-
from the left warm air duct. Brake master cylinders der and lines by discoMecting the line at the main
(27) should be positively actuated when parking brake wheel brake assembly. COMect the line again after
handle (2) is pulled. Parking position of handle (2) fluid has been drained, to prevent the or.try of foreign
310 SERVICE MANUAL LANDINe eEA.. AND 4-63
""AKE SYSTEM
19 20 i-
21 I
I
B 18
17
A ! 16
15
t
14
13
12
@ 11
23
I 10
6
18
1
6
.040
11
I
14 ___ J
12
11 15 Detail A
10
1. Clevis 9. Body 16. O-Ring

2. Jamb Nut 10. Piston Return Spring 17. Lock-O-Seal
3. Filler Plug 11. Washer 18. Compensating Sleeve
4. Screw 12. Nut 19. Pilot's Rudder Pedals
5. Cover 13. Piston Spring 20. Pin
6. Piston Rod 14. O-Ring 2l. Cotter Pin
7. Elbow 15. Piston 22. Pin
8. Setscrew 23. Spacer
Figure 4-26. Brake Master Cylinder

4-64 LANDINe eEAJIt AND 310 SERVICE MANUAL
BJitAKE SYSTEM
material into the brake. sharp corner of piston.
NOTE c. Install piston (15), piston spring (13) and nut (12)
on piston rod (6) as illustrated. Tighten nut (12) and
When making connections on hydraulic lines, with piston spring (13) compressed to seat piston (15)
use only system fluid as a lubricant. against nut, adjust clearance between piston and lock-
o-seal (17) to .040 inch as illustrated, using feeler
d. Disconnect clevis (1) from rudder pedal (19) by gage or .040 wire to check measurement.
removing cotter pin and pin.
e. Disconnect lower end of body (9), by removing CAUTION
cotter pin, pin and spacers.
f. Disconnect hose from elbow (7) in base of body Be careful, when inserting feeler gage or
(9), by lifting master cylinder enough to allow the wire, not to damage lock-o-seal.
coupling nut on the hose to be disconnected.
g. Remove body (9) and install a suitable cap on NOTE
the end of the hose to prevent the entry of foreign
material. The . 040 inch dimension between the lock-o-
seal and the piston determines the relation-
ship between piston rod travel and seating of
I
Disassembly of Master Cylinder. (See figure 4-26.) the lock-o-seal to the piston. Proper master
cylinder operation depends upon this dimen-
Disassembly of either master cylinder can be ac- sion being set correctly.
complished as follows:
a. Remove filler plug (3) and drain residual hy- d. Place piston return spring (10) into cylinder
draulic fluid from reservoir portion of body (9). section of body (9), broad base down, as illustrated.
Screw (4) serves no purpose in this assembly ex-
cept as-a-plug for the threaded hole in the cover, and NOTE
need not be removed.
b. Remove setscrew (8) and unscrew cover (5) to If piston return spring (10) is installed incor-
remove cover and piston rod (6) along with the other rectly, brake dragging can occur.
illustrated parts which are attached to the piston rod.
The piston return spring (10) will remain inside e. Lubricate cylinder walls and piston (15) with
body (9); to remove, lift from poSition. clean system hydraulic fluid and insert nut (12)
c. Remove nut (12) from piston rod (6), to remove against piston return spring (10).
piston spring (13), piston (15), O-ring (16), lock-o- f. Place compensating sleeve (18) notched end to-
seal (17) and compensating sleeve (18). ward piston, over piston rod (6). Slide cover (5) over
d. Back off jamb nut (2) from its locking pOSition piston rOd, and tighten into body. Install setscrew
against base of clevis (1) and remove both parts from (8) and tighten to prevent movement of cover (5).
piston rod (6). g. Screw jamb nut (2) and clevis (1) into piston rod
e. Remove O-ring (14) from piston (15). end.
f. Remove elbow (7) from body (9), if required. h. Install filler plug (3) and elbow (7), if removed
during disassembly.
I
Assembly of Master Cylinder. (See figure 4-26.) NOTE
Assemble either master cylinder as follows: If elbow is being installed, use a suitable
a. Installiock-o-seal (17) and O-ring (16) on shank thread lubricant on tapered threads before
of piston rod (6). screwing into master cylinder. Do not al-
low lubricant to enter master cylinder or
CAUTION elbow passages.
Lubricate O-ring portion of lock-o-seal with

system hydraulic fluid and install carefully
to prevent damage from the threaded portion
of the piston rod shank.
Installation of Master Cylinder. (See figure 4-26.) I
Install either master cylinder as follows:
O-ring (16) portion oflock-o-seal (17) should be in- a. Lift hose end from its pOSition between master
stalled first, then set retainer in place around 0- cylinder mounting brackets and remove temporary
ring and against piston rod shank base as illustrated. cap. Attach hose to elbow (7) at base of master
b. Slip O-ring (14) into groove in piston (15) as il- cylinder and tighten coupling nut.
lustrated, using clean system hydraulic fluid as a
lubricant. NOTE
CAUTION Use only system hydraulic fluid for lubricant

when making this connection.
Install O-ring carefully to prevent chipping on
I
310 SERVICE MANUAL LANDING G~AR AND 4-65/4-66
BRAKE SYSTEM
b. Insert pin (22) through master cylinder mounting pin (20) with cotter pin, and secure clevis with jamb
brackets and hole in base of body (9), nut (2).
with spacers (23) in place as illustrated. Secure pin d. Attach cover plate to floor around master cylin-
(22) with cotter pin. der with four screws.
c. Connect clevis (1) to rudder pedal (19) with pin e. Fill and bleed brake system in accordance with
(20). Adjust clevis (1) to align tips of rudder pedals bleeding procedure.
(19) with rudder pedals in a neutral position. Secure f. Replace carpet, left scuff plate, left rudder bar
and pilot's seat in accordance with Section 3.
310 SERVICE MANUAL CONT,.OL COLUMN. A'Le,.ON 5-1
ANO T,..M CONT,.OL SYSTeMS
SECTION 5
CONTROL COLUMN, AILERON AND TRIM CONTROL SYSTEMS
Table of Contents
Page Page
CONTROL COLUMN 5-1
Removal . 5-1 Installation of Aileron Trim
Disassembly 5-2 Control Cables and Chains 5-11
Assembly 5-2 Removal of Aileron Trim
Installation 5-3 Tab Actuator 5-11
AILERON CONTROL SYSTEM 5-3 Disassembly, Overhaul and Assembly
Troubleshooting 5-3 of Aileron Trim Tab Actuator 5-12
Removal of Aileron . 5-3 Installation of New Collars and
Installation of Aileron 5-5 Bearings in Trim Tab
Removal of Aileron Trim Tab 5-5 Actuators .. . 5-12
Installation of Aileron Trim Tab 5-5 Installation of Aileron Trim
Removal of Aileron Control Cables 5-5 Tab Actuator . . . 5-l2A
Installation of Aileron Control Removal of Aileron Trim Gear
Cables. . 5-7 Assembly . 5-l2A
Removal of Aileron Quadrant 5-7 Disassembly, Overhaul and
Installation of Aileron Quadrant 5-8 Reassembly of Aileron
Removal of Aileron Bellcrank . 5-8 Trim Gear Assembly 5-14
Installatin of Aileron Bellcrank 5-8 Installation of Aileron Trim
Rigging . 5-8 Gear Assembly 5-14
AILERON TRIM CONTROL SYSTEM 5-11 Removal and Installation of
Troub leshooting 5-11 Aileron Trim Wheel and
Removal of Aileron Trim Indicator Assemblies 5-14
Control Cables and Chains 5-11 Rigging . 5-15
CAUTION
Primary and secondary flight control cables, push-pull tubes, bell-
cra~ks and mountings on late model airplanes use dual locking fasteners.
The lock nuts for these fasteners incorporate a fiber lock and are
castellated for safetying with a cotter pin. When any of these areas
are disconnected on any airplane, new dual locking fasteners should be
installed. See the Airplane Parts Catalog for part numbers and loca-
tion of these fasteners.
CONTROL COLUMN b. Refer to Section 12, remove shock-

mounted instrument panel in accordance with
The control column "Y" assembly internally removal procedures.
houses the forward aileron control system c. Drill out rivets and remove upper and
cables, chains and sprockets. Externally lower instrument panel braces on RH side
attached to the control column "y" assem- only.
bly are the elevator forward push-pull d. Remove access covers just forward of
tube and bob-weight assemblies. The rear spar and just aft of nose wheel well
pilot's and copilot's (optional) control on underside of fuselage.
wheels are attached to individual tubes e. (See figure 5-3.) Remove safety wire
which extend through the instrument panel and loosen turnbuckles on aileron cables
and connect to a universal joint on the (17) to relieve tension on aileron control
control column "Y" assembly. system.
f. Refer to Section 6, disconnect bob-
Removal of Control Column Assembly. (See weight assembly and push-pull tube from
Figure 5-1.) control column assembly.
g. Remove control wheels (1) from control
a. Refer to Section 3. Remove the column assembly by removing nuts, bushings
following items in accordance with removal and bolts attaching control tube (2) to
procedures: universal joint (5).
1. Front and rear seats (middle indivi-
dual optional). NOTE
2. B~lkhead. pilot's floor and center If automatic pilot is installed,
carpets. disconnect electrical wires from
3. Root, retainer and cover from lower control tube assembly at the quick-
control column. disconnects.
Change 9
I
5- 2 CONTROL COLUMN. AILERON 310 SERVICE MANUAL
ANO TRIM CONTROL SYSTEMS
h. Disconnect chaln assembly (26) from aileron NOTE

control cables (37) by removing cotter pins and
clevis pins. If the assembly of long and short chains into
1. Remove nut, washer, spacers and bolt attaching chain assembly (21) was correct, the index
control column assembly to fuselage structure. link (red) on the long chain should be nine
J. Carefully work control column assembly from links from the now open end of the chain as-
beneath RH side of stationary instrument panel. sembly (21) with all bolt heads faCing in the
same direction.
d. Attach guide wires to each end of chain assembly

Dlsassembly of Control Column Assembly. (See (21) and route the long chain under the center sproc-
figure 5-1.) ket on triple sprocket assembly (23) to LH leg of con-
trol column assembly.
a. On lower control column assembly, remove e. Assemble into LH leg of control column the fol-
spacers, washers, bearings and sprockets by remov- lowing components:
ing attaching nut, washer and bolt. 1. Insert sprocket shaft (13) into universal joint
b. Disengage chain assembly (26) from sprocket (5) and secure with roll pin (18).
assembly and remove chain assembly from control 2. Place adapter (7) over universal jOint (5) and
column assembly. . sprocket shaft (13).
c. Remove triple sprocket assembly from control
column assembly by removing nut, washers and bolt. NOTE
d. Disconnect chain assembly (21) by removing turn-
buckle (22) and routing chain assembly over sprockets. Adapter (7), universal joint (5) and sprocket
e. Remove cotter pin (15) and nut (16) from shaft shaft (13) are drilled as a matched set and
(13). cannot be interchanged with other like com-
f. Remove nuts (17) from bolts (6 and 12) and re- ponents.
move bolts from adapter (7) and sprocket (11).
g. Remove shaft (13), bearing (8), adapter (7) and 3. Place bearing (8) over adapter (7) and position
universal joint (5)from control column assembly. adapter, universal joint, sprocket shaft, and sproc-
ket (11) into LH leg of control column assembly with
NOTE universal joint facing aft.
Safety wire shaft (13), adapter (7) and univer- ~OTE

sal joint (5) to each other so that they may be
retained together as a matched set. Install sprocket (11) with collar of sprocket
faCing away from adapter (7).
h. Refer to figure 5-1 for further disassembly of
control column components, as necessary. 4. Align holes and install long bolt (6) through
adapter (7) and sprocket shaft (13); secure with nut.
5. Align holes and install short bolt (12) through
Assembly of Control Column. (See figure 5-1.) sprocket (11) and sprocket shaft (13); secure with nut.
6. Place bearing (8) on sprocket shaft (13); secure
a. Place control column assembly in a suitable pad- sprocket shaft to control column assembly with
ded fixture (such as a vise) facing bob-weight bracket washers, nut and cotter pin.
away from the assemble r. f. Route the short chain of chain assembly (21) over
the top of upper sprocket (Il) and align index mark
NOTE (red) on sprocket with index link (red) on chain.
g. Secure chain assembly (21) together with turn-
The following procedure is given for aircraft buckle and tighten just enough to take up slack. Ob-
with dual control wheels installed; single con- serve that the terminals on chain are equal in length
trol wheel aircraft need only install upper LH after turnbuckles are installed.
chain (21) and lower chain assembly (26). h. Assemble and install components in leg of RH
control column assembly as described in steps "e"
b. .Install washer (38) and triple sprocket assembly through "g", except position collar on sprocket (11)
(23) inside control column assembly using a long, butted against adapter (7).
thin bolt or heavy gauge wire to support components i. Install lower chain and cable assembly (26) on aft
temporarily. sprocket of triple sprocket assembly (23) and align
c. If disassembled, assemble the long (twenty link) index mark (red) on chain link with index mark (red)
('halns and the short (fourteen link) chains into chain tooth of sprocket.
assemblies (21) using attaching turnbuckles (22). j. Replace temporary bolt or heavy gauge wire
Observe that the terminal ends are equal in length which was used to support tnple sprocket (23) during
aite r turnbuckles are installed. assembly with attaching bolt (20), washer and nut.
Change 6
I
310 SERVICE MANUAL CONTROL COLUMN, AIL~"ON 5-2A!5-28
AND TRIM CONT"OL 8Y8T~MS
NOTE vertical leg of control column "Y"-
Care should be taken to insure that the washer NOTE

between triple sprocket assembly and wall of
control column "Y" remains in place when After rigging upper chain assemblies (21),
attaching bolt is installed_ safety wire last link on lower chain assem-
blies (26) to control column "Y", thus pre-
k. Using a bolt or pin as a rigging pin, insert venting chain assemblies from aCCidentally
through tube assembly attachment holes in universal moving off index tooth on sprocket during
joints (5) and tighten turnbuckles (22) on upper chain installation of control column "Y" in aircraft.
assemblies (21) until bolts or pins are parallel with
Change 6
I
310 SERVICE MANUAL CONTROL COLUMN, AILERON 5-3
1. Insert bolt through lower control column "Y" tab e. Refer to Section 6, connect bob-weight assembly
and assemble component parts as shown in figure 5-1; and push-pull tube to bracket on RH leg of control
secure with washer and nut. column assembly.
f. Install upper and lower instrument panel braces
using rivets.
Installation of Control Column Assembly. (See fig- g. Refer to Section 12, and install shock-mounted
ure 5-1.) instrument panel in accordance with installation pro-
cedures.
a. Carefully work control column assembly into h. Rig aIleron control cables in accordance with
position from the RH side of mstrument panel. rigging tolerances and safety turnbuckles.
b. Secure control column assembly to fuselage i. Replace access covers.
structure with attachmg bolt, spacers, washers and j. Refer to Section 3 and install the following items:
nut. 1. Control column assembly boot, retainer and
c. Connect chain assembly (26) to aileron control cover.
cables (37) with attaching clevis pins and cotter pins. 2. Center, pilot's floor and bulkhead carpets.
d. Install control wheel (1) and control tube (2) on 3. Front and rear seats (middle individual optional).
control column assembly with attaching bolts, bush-
ings and nuts.
AILERON CONTROL SYSTEM
NOTE
The aileron control system is interconnected through
If automatic pilot is installed, connect elec- a series of cables, chains, turnbuckles, push-pull
trical wires to control tube assembly with rods, bellcranks and quadrants. This system, as
quick -disc onnects. described herein, extends from the cable to chain
connections at the lower end of the control column to
terminal point at the aileron itself.
Troubleshooting Aileron Control System.
LOST MOTION BETWEEN Cable tension too low. Adjust cable tension in accordance
CONTROL WHEEL AND with aileron rigging procedures.
AILERON
Chain tension too low in control Adjust chain tension in accordance
column assembly. with assembly of control column.
Broken pulley. Replace pulley.
Cables not in place on pulleys or Install cables correctly. Check cable

quadrants. guards.
RESISTANCE TO CONTROL Cable tension too high. Adjust cable tension in accordance
WHEEL ROTATION with aileron rigging procedures.
Pulleys binding or rubbing. Replace binding pulleys. Provide

clearance if rubbing pulley brackets
or cable guards.
Chain tension too high in control Adjust chain tension in accordance

column assembly. with assembly of control column.
Cables not in place on pulleys or Install cables correctly.

quadrants.
Bent aileron. Repair or replace aileron.
CONTROL WHEELS NOT Unequal tensions on control Adjust chain tensions in accordance
SYNCHRONIZED column upper chain assemblies. with assembl}' of control column.
Chain not indexed on sprockets Re-index chains and adjust chain

properly. tensions in accordance with assem-
bly of control column.
5- 4 UMN AILERON 310 SERVICE MANUAL
.
CONTROL COL O'L SYSTEMS
AND TRIM CONTR
Detail A
Detail B
16. Nut Washer

1. Control Whe~~y 30.
2. Tube Assem 7 Nut 31. Race. Bearing
1.
18. Ro 11 Pin
3. Bolt 32. Bean~~t (Lower)
33. Sproc
4. Bushing al Joint 19. Nut r
5. Univers 34. Washer
20. Cham
Bolt Asse mbly (Uppe ) 35. Spacer
6. Bolt (Long)
7. Adapter Turnbuckle
21.
22. Tnp
23. . le Sprocke t Assembly 36 . Bolt
37. Cable h Assem
bly (Aileron)
8. Bearing
9. Bearing k 24 Washer 38. Was er
10. Beann. g Bloc 39 Nut
t (Upper) 25'.Nut
Chain Asse mbly (Lower) 40: Washer
11. Sprocke 26.
12. Bolt (Short) 27. Nut 41. Bolt
Shaft
13. Sprocket Washer ) 42. Spacer . ht Bracket
28.
9 Spac er (Thick 43. Bob-Welg
14. Washer.
15. Cotter Pm 2 . 1 Column
Figure 5-1. Contro
310 SERVICE MANUAL CONTROL COLUMN. AILERON 5-5
AND TRIM CONTAOL SYSTEMS
CONTROL WHEELS NOT Incorrect aileron system rigging. Rig in accor::lance with aileron rig-
HORIZONTAL WHEN ging procedures.
AILERONS ARE NEUTRAL
Lower chain assembly not indexed Re-index lower chain on triple spro-
on triple sprocket properly. cket in accordance with assembly of
control column.
INCORRECT AILERON Aileron quadrant stops incorrectly Adjust in accordance with aileron rig-
TRAVEL adjusted. ging procedures.
CORRECT AILERON Incorrect rigging of quadrant Rig in accordance with aileron rig-
TRA VEL CANNOT BE cables, compensated for by in- ging procedures.
OBTAINED BY ADJUST- correct adjustment of push-pull
ING QUADRANT STOPS rods.
Incorrect rigging of aileron bell- Rig in accordance with aileron rig-

cranks. ging procedures.
Removal of Ai leron. (See figure 5- 2. ) Installation of Aileron Trim Tab. (See figure 5-2. )
a. If the left aileron is being removed, move ailer- a. Install aileron trim tab by reverSing removal
on trim tab to the extreme UP position and remove procedures.
cotter pin. nut. bolt. and spacer from aileron trim b. Check trim tab for proper operation.
tab push-pull tube (6).
b. Lower flap and disconnect aileron push-pull rod
(10) by removing attaChing bolt. Removal of Aileron Control Cables. (See figure 5-3.)
c. Disconnect bonding strap from aileron by remov-
ing screw and washer. NOTE
d. Remove aileron from wing by removing attaching
bolts. The following procedure is for removing the
aileron cables with turnbuckles attached to
NOTE the cables and pulley cable guard cotter pins
removed. U desired, turnbuckle barrels may
If left aileron is being removed, carefully be unscrewed to leave the turnbuckle forks
guide 3.lleron tnm tab push-pull tube (6) attached to the fuselage bellcrank.
through opening on aileron during removal.
a. Refer to Section 3 and remove the following items
from the aircrait:
Installation of Aileron. (See figure 5-2. ) l. Front seats and rear reclining seat; or middle
individual and aft fifth-sixth seats (optional equipment).
a. Install aileron by reverSing removal procedures. 2. Front, center and rear carpets.
3. Rear upholstery panel if autopilot (optional
NOTE equipment) is installed.
b. Remove boot, retainer and cover from lower
When installing the left aileron, guide aileron control column.
trim tab push-pull tube (6) through opening in c. Refer to Section 1 and remove floorboard and
aileron. access covers, access panel located on rear spar
adjacent to aft wheel well, lower aft wing root fillets,
b. Check aileron and trim tab for proper operation and aileron quadrant access cover.
and correct travel. U necessary, rig in accordance d. Remove safety wire and disconnect turnbuckle
with aileron control system rigging procedures. (2) to right- and left-hand return cables (1).
e. Remove cable guard cotter pin on fuselage return
cable pulley.
Removal of Aileron Trim Tab. (See figure 5-2. ) f. Relieve tension on aileron direct cables (15 and
17) by loosening turnbuckles at the fuselage bell-
a. Move aileron trim tab to extreme UP pOSition crank (16).
and remove nut, bolt and spacer disconnecting push- g. At the fuselage bellcrank (16), disconnect aileron
pull tube from trim tab. direct cables (15 and 17) by removing attaChing cotter
b. Remove aileron trim tab from aileron by remov- pins, nuts and bolts.
ing cotter pins and attaChing hinge pin. h. Disconnect aileron cables (17) from lower con-
trol column chain (18) by removing attaChing cotter
pins, washers and clevis pins.
I
5- 6 CONTROL COLUMN, AILERON 310 SERVICE MANUAL
C
2
I
!
,I
//,'
,.,.-,
\/
~~'
Detail B
1. Hinge Pin 5. Nut 10. Aileron Push-Pull Rod

2. Cotter Pin 6. Aileron Trim Tab Push-Pull Tube 11. Washer
3. Aileron Trim Tab 7. Bolt 12. Bolt
4. Spacer 8. Aileron 13. Bonding Strap
9. Bolt
Figure 5-2. AUeron and Aileron Trim Tab Installation

i. If an autopilot (optional equipment) is installed, j. Install one set of pulleys on lower aft wing root
disconnect autopilot cables from aileron direct pulley brackets and secure with attaching bolt and
cables (15) by removing attaching cable clamps. nuts.
j. Remove aileron pulley (outboard of aileron quad- k. Position aileron direct cables (15) on lower pul-
rant) by removing cable guard pins, attaching bolt leys and aileron return cables (1) on upper pulleys
and washer. and install cable guard cotter pins.
k. Disconnect aileron push-pull tube (8) from
aileron quadrant (14) by removing cotter pin, nut, NOTE
washer and bolt.
I. Remove two sets of pulleys aft of the wheel well Aileron cables (1 and 15) must be routed on
and one set in each wing root by removing cable aft side wing pulleys.
guard cotter pins and attaching nuts and bolts.
I. Secure aileron cables (1 and 15) to fuselage bell-
NOTE crank with attaching bolts, nuts and cotter pins.
When removing control cables, tie safety CAUTION

wire to ends of cables before removal.
Insure that aileron cables are in place on
m. Remove bolt and washer attaching aileron quad- aileron quadrants and pulleys in both wings
rant (14) to wing structure. before rigging tension on aileron system.
n. With aileron return and direct cables (1 and 15) Wing structure can be damaged by the ai-
attached to aileron quadrant, remove quadrant and leron cables if tension is rigged on the
cables from wing using aileron quadrant access hole. cables while not proper ly in place on ailer-
o. Route fuselage direc t cables (17) aft to bellcrank on quadrants or pulleys.
(16) and remove from aircraft.
m. If an autopilot (optional equipment) is installed,
NOTE attach to the aileron cables and rig In accordance with
rigging procedures.
Leave guide wires in wing and fuselage to n. Install lower aft wing root fillets, fuselage floor-
facilitate installation. board access covers, aft underside wing access cov-
ers, and quadrant access cover.
Installatirln of Aileron Control Cables. (See figure o. Install boot, retainer and cover on lower control
5 -3. ) column.
p. Refer to Section 3 and install the following items:
a. Secure aileron cables (1"7 \ to guide wires and 1. Rear upholstery panel, if autopilot (optional
route cable from bellcrank (16) to lower control equipment) is installed.
column chain (18). 2. Front, center and rear carpets.
h. Remove guide wires from cables. 3. Front seats and rear reclining seat, or middle
c. Secure alleron cables (17) to chain (18) with individual and aft fifth and sixth seats (optional equip-
I attaching clevis, cotter pin, and install pulleys. ment).
NOTE Removal of Aileron Quadrant. (See figure 5-3. )
Insure that fuselage direct cables (17) are a. Refer to Section 3 and remove the following items
not <::rossed and routed on the underneath 1. Rear reclining seat or middle, fifth and sixth
side of pulley. seats (optional equipment).
2. Rear carpet.
d. Secure aileron cable (17) to bellcrank (16) with 3. Rear upholstery panel, if autopilot (optional
attaching bolt, nut and cotter pin. equipment) is installed.
e. Install cable guard cotter pin on .fuselage pulleys. b. Refer to Section 1 and remove aft floorboard
f. Secure aileron cables (1 and 15) to guide wires access covers and wing access cover above quadrant.
and route cables and quadrant into position. c. If autopilot (optional equipment) is installed, dis-
g. Remove guide wire from cables. connect autopilot cables from aileron cables.
h. Install quadrant (14) in wing and secure with d. Remove safety wire from turnbuckles (2) on
washer and bolt. cables (1 and 15) and disconnect cables at bellcrank.
e. Remove aileron pulley outboard of aileron quad-
CAUTION rant by removing cable guard pins, attaching bolt and
washer.
Be sure bushing (11) is installed with quad- f. Attach safety wires to cables (1 and 15) to be
rant or serious binding will occur during used as guides on installation.
riggmg. g. Disconnect aileron push -pull tube (8) from ailer-
on quadrant (14) by removing attaching cotter pin,
i. Install two sets of pulleys on pulley brackets aft nut, washer and bolt.
of the wheel well and secure with attaching bolts and h. Remove bolt and washer attaching aileron quad-
nuts. rant (14) to wing structure.
Change ~
5- 8 CONTROL COLUMN. AILERON 310 SERVICE MANUAL
. i. Remove aileron quadrant (14) from wing by work-

i. Install wing access covers and floorboard access
mg quadrant and cables through wing access hole. covers.
j. Install removed carpets and seats.
NOTE
To prevent routing cables (1 and 15) through Removal of Aileron Bellcrank. (See figure 5-3. )
entire wing, disconnect cable ends from quad-
rant as near to the wing access hole as work- a. Refer to Section 3. Remove rear seats and car-
ing room will permit. Care also should be pets.
taken to prevent bushing (11) from falling b. Remove floorboard access cover Just in front of
during removal. rear spar.
c. Remove safety wire from turnbuckle (2) and
j. Disconnect aileron cables from quadrant by re- loosen tension on aileron return cable (1).
moving cotter pins, cable guard, nut, washer and d. Disconnect aileron direct cables (15 and 17) from
bolt. bellcrank (16) by removrng cotter pins, nuts and bolts.
e. Remove bellcrank (16) by removing attaChing
bolts.
Installation of Aileron Quadrant. (See figure 5-3.)
a. Place aileron quadrant (14) near aft wing access Installation of Aileron Bellcrank. (See figure 5-3. )
hole and connect aileron cables (1 and 15) to quad-
rant using attaching bolt, washer and nut; secure a. Reverse removal procedures and rig in accord-
cables in position with cable guard and cotter pins. ance with rigging procedures.
CAUTION
NOTE
Insure that aileron cables are in place on ai-
Position return cable (1) on bottom groove of leron quadrants and pulleys in both wings be-
quadrant and direct cable (15) on upper groove fore rigging tension on aileron system. Wlng
of quadrant. structure can be damaged by the aileron
cables if tension is rigged on the cables
b. Install quadrant (14) in wing and secure with while not properly in place on aileron quad-
washer. bolt. and safety wire to pulley bracket. rants Oi' pulleys.
CAUTION
Rigging of AIleron Control System. (S~'e figure 5-3.)
Be sure bushing (11) is reinstalled with quad-
rant or serious binding wi 11 occur during rig- a. Reier to Section 3, and remove rear seats and
ging. rear carpet.
b. Remove floorboara access covers forward ,)f
c. Connect aileron push-pull tube (8) to quadrant rear spar.
with attachinr; bolt. washer, nut and cotter pin. c. Remove wing access covers above aileron ,!uacl-
rant. .
d. Install pulley (outboard oi aileron quadrant) with
attaching bolt, washer and cable guard cotter pin. d. Align control wheels horizontal and tape a
e. Route aileron cable (15) to bellcrank (16), con- straightedge to lower edge of both control wheels tJ
nect cable to turnbuckle fork with turnbuckle. insure alignment during rigging.
f. Route return cable (1) to center fuselage and
connect with turnbuckle. NOTE
g. Rig aileron control system in accordance with
rigging procedures. Dual control wheels are optional equipment,
if only one control wheel is installed, it
CAUTION must be kept in the horizontal position dur-
ing rigging.
Insure that aileron cables are in place on
aileron quadrants and pulleys in both wings e. Remove safety wire from all turnbuckles at the
before rigging tension on aileron system. fuselage bellcrank.
Wing structure can be damaged by the ailer- f. Adjust turnbuckles on aileron cables (15 and 17)
on cables if tension is riggert on the cables so that both halves of bellcrank (16) are aligned in
while not properly in place on aileron quad- the same relative position in respect to each other.
rants or pulleys.
NOTE
h. If autopilot (optional equipment) is installed, con-
nect autopilot cables to aileron cables with attaching During all aileron rigging adjustments, main-
clamps. tain 25 i5 pounds tension on both the wing and
fuselage forward cables.
310 SERVICE MANUAL CONTROL COLUMN, AILERON 5- 9
A B c
4
Detail C
~ ~21
Detail D
15
1. Aileron Cable 8. Push- Pull Tube 15. Ai leron Cable (Wing Direct)
2. Turnbuckle 9. Cable Guard Pin 16. Bellcrank
3. Nut 10. Quadrant Stop Bolt 17. Aileron Cable (Fuselage Direct)
4. Pulley 11. Bushing 18. Control Column Chain (Lower)
5. Bolt 12. Washer 19. Cotter Pin
6. Cable Guard Cotter Pin 13. Bolt 20. Clevis Bolt
7. Pulley Bracket 14. Aileron Quadrant 21. Safety Wire
Figure 5-3. Aileron Control System
Change 2
5 - 10 CONTROL. COL.UMN ..... IL.ERON 310 SERVICE MANUAL
.... NO TRIM CONTROL. SYSTEMS
g. Adjust turnbuckles connecting wing direct cables h. Resafety turnbuckles from which safety wi.re was
(15) to bellcrank and turnbuckle connecting return removed, and remove straightedge which was taped
cables (1) so that the ailerons align with the trailing
edges of the wings.
to control wheels during rigging.
i. Adjust quadrant stop bolts (10) so that aileron
travel is 20 +1, -0 degrees up and 20 +1, -0 degrees
I
down. Safety wire stop bolts after adjustment.
NOTE
WARNING
If length of aileron push-pull tube (8) has been
changed, or new push-pull rods are being in- Insure that ailerons move in the proper di-
stalled, adjust rod ends so that push-pull rod rection when operated by the control wheel
is as short as poSSible, prior to alignment of
ailerons with trailing edge of wings, j. Install access covers on wi.ng and in fuselage.
k. Refer to Secti on 3, and install c enter carpet and
seats.
Troubleshooting Aileron Trim Control System.
TRIM CONTROL WHEEL Cable tension too high. Adjust cable tension in accordance
MOVES WITH EXCESSIVE with rigging procedures.
RESISTANCE
Defective miter gear assembly. Repair or replace miter gear assem-
bly.
Defective trim tab actuator. Repair or replace actuator.

or cable guards.
Cables not in place on pulleys Install pulleys correctly.

during installation.
Trim tab hinge binding. Lubricate hinge. If necessary, re-

place.
LOST MOTION BETWEEN Cable tension tOI) :ow. Adjust cable tension 111 accordance
TRIM CONTROL WHEEL '.nth ngging procedures.
AND TRIM TAB I
Cables not in place on pulleys. Install pulleys corrt'ctly. Check

cable g-,:ard.3,
Excessive backlash on miter gear Repair or replace miter gear

assembly. assembly.
Worn trim tab actuator. Repair or replace actuator.
TRIM INDICATOR FAILS Indicator incorrectly engaged Engage in accordance with rigging
TO INDICATE CORRECT with wheel track. procedures.
TRIM POSITION
INCORRECT TRIM TAB Travel stop blocks loose or Adjust stop blocks in accordance
TRAVEL incorrectly adjusted. with rigging procedures.
CORRECT TRAVEL CAN- Actuator screw incorrectly Adjust in accordance with rigging
NOT BE OBTAINED BY adjusted. procedures.
ADJUSTING STOP BLOCKS
Chan~e 8
310 SERVICE MANUAL CONTROL COLUMN. AILI!RON 5-11
I
AILERON TRIM CONTROL SYSTEM Installation of Aileron Trim Control Cables
and Chains. (See figure 5-4.)·
The aileron trim control system is in-
terconnected by chains, cables, sprockets, a. Install chain (4) around sprockets on
turnbuckles, miter gears, an actuator, and gear support (15) and trim wheel (22) by
push-pull tube. The aileron trim control connecting chain ends with master link.
wheel, mounted on the aft side of the b. Secure fuselage cables (8 and 9) to
control pedestal incorporates a track in guide wires and pull aft into position,
which the indicator rides. then remove guide wires.
c. Rotate trim control wheel to center
Removal of Aileron Trim Control Cables and indicator, engage lower chain with sprocket
chains. (See figure 5-4.) (4) so that ends of chain are equal in
length and install chain guard (12) with
a. Refer to Section 3 and remove the screws and washers.
following items: d. Secure wing cables (8 and 9) to gUide
1. Front seats, middle and rear seats. wires and route from actuator to fuselage
2. Front and rear carpets. connections, then remove guide wires.
b. Remove side panels from control e. Align aileron with trailing edge of
pedestal. wing, then rotate sprocket on actuator to
c. Remove floorboard access covers, move trim tab to neutral. Engage chain
bottom fuselage access cover aft of nose with sprocket so that ends of chain are
wheel well, aileron quadrant access cover equal in length and install chain guard (3)
on left wing and aft left wing root fillet. with attaching screws and nuts.
d. In the fuselage, remove safety wire f. Install four sets of pulleys (6) in
and disconnect turnbuckle (11) connecting wing and two sets of pulleys in fuselage
the top cables together. with bolts and nuts.
e. In the fuselage, remove nut and bolt g. Connect fuselage and wing bottom
attaching bottom cable ends (8) together. cables (8) with attaching bolt and nut.
f. Remove four sets of pulleys (6) in h. Connect fuselage and wing top cables
wing and two sets of pulleys (6) in (9) with turnbuckle (11), rig in accordance
fuselage by removing nuts, bolts and cable with rigging procedures and safety turn-
guard cotter pins. buckle.
g. Remove chain guard (3) from actuator i. Install stop blocks (7) and bushings
(2) by removing nuts and screws. Remove (10) on cables (8 and 9) between rigs at
chain (4). wing stations 100.5 and 111.5 with bolts
h. Remove stop blocks (7) and bushings and nuts and rig in accordance with rigging
(10) by removing nuts and bolts. procedures.
i. Remove cables from wing by pulling out j. Check trim tab for proper operation.
through aileron quadrant access hole in k. Install aft wing root fillet and
wing. access hole covers on underside of fQselage
aft of nose wheel well, aft underside of
NOTE left wing and cabin floor.
1. Install side panels on control ped-
When removing cables, tie safety estal.
wire to ends of cables before re- m. Install front and rear carpets in
moval. Leave the wires in the air- accordance with Section 3.
plane to facilitate installation. n. Install front seats in accordance with
Section 3.
J. Remove chain guard (12) by removing
attaching screws and washers and pull
fuselage cables (8 and 9) out through Removal of Aileron Trim ~ab Actuator. (See
access bole. figure 5-4.)
k. Remove chain (4) from around sprockets
on gear support (15) and trim wheel (22) by a. Refer to Section 3, remove rear seats
disconnecting at master link. and rear carpet in accordance with removal
procedures.
NOTE b. Remove floorboard access covers above
landing gear actuator and from aileron
If, during removal or installation quadrant access cover on left wing.
of chain the indicator reaches its c. Remove safety wire from turnbuckle
extreme travel, it can be disengaged (11) and disconnect.
from trim control wheel rack by in- d. Remove left aileron in accordance with
serting a screwdriver beneath in- removal procedures.
dicator and prying out of track. e. Remove aileron trim tab push-pull tube
This permits indicator to be from actuator (2) by removing attaching nut
moved to a different position or and bolt.
wheel to be turned before indicator f. Remove chain guard (3) from actuator
is re-engaged with track. by removing nuts and screws.
Change 9
I
5-12 CONTI'tOL. COL.UMN. AIL.~I'tON 310 SERVICE MANUAL
AND TI'tIM CONTROL. SVST~MS
g. Disengage chain from sprocket. f. Examine screws (5 and 11) for damaged
h. Remove clamp (1) and clips (5) by threads or dirt particles that may impair
removing attaching bolts, screws and nuts. smooth operation. If either screw must be
i. Remove actuator from wing. replaced, both must be replaced as a
matched set.
Disassembly, Overhaul and Assembly of g. Check sprocket (14) for broken, chip-
Aileron Trim Tab Actuator. (See figure ped and/or worn teeth.
5-5.) h. Check bearing (4) for smoothness of
operation.
~OTE i. Do not attempt to repair damaged or
worn parts of the actuator assembly.
Check freeplay prior to disassembly. Discard all defective items and install new
Secure actuator and with dial in- parts during reassembly.
dicator or similar measuring equip- j. Always discard the following items and
ment against sprocket, measure inter- install new parts during reassembly: nuts
nal freeplay by pushing and pulling (16), groov-pins (10 and 12) and O-ring
on the external screw to detect linear packing (8).
movement. If freeplay exceeds .005 k. During reassembly, lubricate collars
inch at room temperature (77 0 + 50) (7) and screw (11) with general purpose
replace both collars (7). See-in- lubricating grease.
stallation of new collars and 1. Reassemble actuator in accordance wlth
bearings. the following:
1. Press sprocket (14) into hollow end
a. Disassemble aileron trim tab actuator of screw (11), making sure pin holes are
assembly in accordance with figure 5-5. aligned. Press two new groov-pins (12)
This view clearly illustrates the proper into pin holes.
relationship of all component parts. 2. Slip bearing (13) and collar (7) on
b. Do not remove bearing (4) from screw screw (11) and slide down against sprocket
(5) unless replacement of parts is re- (14) . Install retaining rings (2) in the
quired. grooves of screw (11).
c. Clean all component parts, except 3. Insert screw (11), with assembled
bearing (4), by washing in suitable sol- parts, into housing (9).
vent. Do not clean sealed Dearing (4).
d. Inspect all component parts for NOTE
obvious indications of damage such as
stripped threads, cracks, deep nicks and Locate sprocket (14) at the end of
dents. housing (9) which is farthest from
e. Check bearings (6 and 13) and screws the groove for retaining ring (3).
(5 and 11) for excessive wear and scoring.
Dimensions of parts shall be as follows: 4. Align pin holes in bearing (13) and
housing (9). Press new Groov-pin (10)
Front bearing (13) ID 0.373 in. min. into pin holes.
0.380 in. max. 5. Insert collar (7), new O-ring (8)
and bearing into end of housing (9).
Rear bearing (6): Align pin holes in bearing and housing and
Small hole ID 0.248 in. min. install new Groov-pin (10).
C.253 in. ma.'!: . 6. If new parts are required, press
Large hole ID 0.373 in. min. bearing (4) in boss at end of screw (5).
0.380 in. max. Be sure force bears against outer race of
bearing. Install screw (5) in housing (?)
Screw (5 ) 00 (Shank) 0.242 in. min. and screw (11).
0.246 in. max. 7. Install retaining rings (3) in
grooves provided on outSide of housing
Screw (11 ) 00 0.367 in. min. (9) .
0.370 in. max. m. Test actuator assembly by rotating
sprocket (14) with fingers while holding
NOTE bearing end of screw (5). Screw (5)
should travel in and out of housing (9)
(See figure 5-5.) Relative linear smoothly, with no indication of binding.
movement between internal threaded
screw (11) and bearing (6) should
be 0.004 to 0.010 inches on aileron Installation of New Collars and Bearings in
and elevator trim tab actuator when Trim Tab Actuators. (See figure 5-5.)
set at room temperature.
a. When installing new collars (7) and
Relative linear movement between in- bearings (6 or 13) fabricate a .003 inch
ternal threaded screw (11) and bear- thickness shim to fit between the collar
i~g (6) should be 0.008 to 0.012 (7) and bearing (6) and make installation
inch on rudder trim tab actuator as follows:
when set at room temperature.
Change 9
I
310 SERVICE MANUAl.CONT,.OL. COL.UMN. AIL.~"ON 5-12A/5-12B
ANO T"IM CONT"OL 8VST~MS
1. Assemble actuator and ensure that g. With trim tab in neutral, adjust
bearings and collars are fitting snugly in actuator screw so that push-pull tube is
place with .003 shim to eliminate all aligned with hole in trim tab horn; install
freeplay. attaching bolt, spacer and nut.
2. Clock bearings in housing (9) 90 0 h. Check aileron trim tab for proper
from old pin hole locations and drill operation, correct travel and rigging.
(press fit) for new groove-pin (10). i. Install access covers, carpet and
3. Remove .003 shim and install bearings seats.
using new pins. Remove excess pin material
protruding from housing.
Removal of Aileron Trim Gear Assembly.
(See figure 5-4.)
Installation of Aileron Trim Tab Actuator.
(See figure 5-4.) a. Refer to Section 3 and remove front
seats and left front carpet.
a. Place actuator in position, install b. Remove access hole covers from forward
clamps (5) with attaching bolt, screws and cabin floor, aft cabin floor above the
nuts. landing gear actuator, and underside of
b. Engage cha~n on sprocket and install fuselage just aft of the nose wheel well.
chain guard (3) with attaching screws and c. Remove safety wire from turnbuckle
nuts. (11) and disconnect.
c. Connect turnbuckle (11) to fuselage and d. Remove chain guard (12) by removing
wing cables (9), tighten cables to 15 + 3 two screws and washers and disengage chain
pounds tension and safety turnbuckle. - from sprocket (13).
d. Connect aileron trim tab push-pull e. Remove sprocket (13) from shaft by
tube to actuator (2) with attaching bolt removing roll pin.
and nut. f. Remove two screws and washers at-
e. Install left aileron in accordance taching gear assembly support (15) and
with installation procedures. support guard (14) in fuselage.
f. Rotate aileron trim control knob to g. Rotate forward side of gear assembly
the neutral position and align aileron with support upward, disengage upper chain from
trailing edge of wing. sprocket and remove support guard and gear
assembly support through access hole in
cabin floor.
Change 9
19
20
9--
1. Aft Actuator Clamp 8. Bottom Cable 16. Gear Shaft

2. Aileron Trim Tab Actuator 9. Top Cable 17. Shalt Bearing
3. Chain Guard 10. Stop Block Bushing 18. Miter Gear
4. Chain 11. Turnbuckle 19. Rivet
5. Aft Clamp 12. Chain Guard 20. Spacer
6. Aileron Trim Pulley 13. Sprocket 21. Aileron Trim Indicator
7. Stop Block 14. Support Guard 22. Aileron Trim Wheel
15. Gear Support
Figure 5-4. Aileron Trim Control System

5-14 CONTROL COLUMN. AILERON 310 SERVICE MANUAL
Disassembly, Overhaul, and Reassembly of Aileron NOTE

Tnm Gear Assembly. (See figure 5-4. )
Cable tension should be adjusted when ambient
a. Remove miter gears (18) and sprocket (13) from temperature is 60°F to 90°F. Allow aircraft
shafts by driving out roll pins. Remove shafts (16) temperature to stabilize for four hours.
from gear assembly support (15).
b. Remove press-fit bearings (17) only to re- f. Move aileron trim tab to neutral and adjust indi-
place. cator to neutral.
c. CI~an components with suitable solvent, inspect NOTE

Cor vISIble damage and excessive wear, and replace
all defective parts. To disengage indicator from trim control wheel
d. To reassemble, reverse disassembly procedures. track, insert a screwdriver beneath indicC'.tor
and pry out of track. This permits indicator
to be moved to a neutral position and re-engaged
Installation of Aileron Trim Gear Assembly. (See with track.
figure 5 -4. )
g. Check aileron trim tab for proper operation,
a. Insert gear assembly support (15) and support correct travel and rigging.
guard (14) through access hole in cabin floor, and h. Install access hole covers on forward cabin floor
engage upper chain with sprocket. aft cabin floor and Wlderside of fuselage aft of nose '
b. With support guard in position, align mounting wheel well.
holes in gear assembly support and install with two 1. Install carpets and front seats.
screws and washers. Use the two mounting holes
that are not utilized to attach chain guard (12). Removal and Installation of Aileron Trim Wheel and
c. Attach sprocket to shaft by installing roll pin. Indicator Assemblies. (See figure 5-4. )
d. Engage chain (4) with sprocket (13) and install
chain guard (12) with two screws and washers. Removal of aileron trim wheel and indicator assem-
e. Connect trim control cables with turnbuckle (11), blies is not recommended. However, removal can
tighten cables to 10 ±3 pounds tension, and safety be accomplished by drilling out the rivets which
turnbuckle. attach the wheel bracket to the control pedestal. and
the rivet around Which the indicator pivots.
1. Screw 5. Screw 9. Housing 13. Bearing

2. Deleted 6. Bearing 10. Groov-Pin 14. Sprocket
3. Retaining Ring 7. Collar 11. Screw 15. Chain Guard
4. Bearing 8. O-Ring Packing 12. Groov-Pin 16. Nut
Figure 5-5. Trim Tab Actuators
Change 8
310 SERVICE MANUAL CONTROL COLUMN. AILERON 5-15/5-16
Rigging of Aileron Trim Control System. (See fig- g. Align aileron with trailing edge of wing and place
ure 5-4.) trim tab in neutral.
h. (See figure 5-5.) Adjust actuator screw (5) so
a. Refer to Section 3 and remove the following that aft hole in push-pull tube is aligned with hole in
items: trim tab horn; attach push-pull tube to trim tab horn
1. Front seats, middle and rear seats. with bolt, spacer and nut.
2. Front and center carpets.
b. Remove access cover from underside of the fuse- i. Loosen stop blocks (7), move trim tab to 20 de-
lage just aft of the nose wheel well, the fuselage floor- grees DOWN, slide outboard stop block against out-
boards above the landing gear actuator, the spar ac- board rib (wing station 111. 5), and tighten stop block.
cess covers aft of main wheel wells, and the access
cover above aileron quadrant. NOTE
c. Remove safety wire from turnbuckle (11) con-
nection aileron trim control cables, adjust to 10 ±3 Stop blocks (7) should be installed so that bot-
pounds tension, and resafety turnbuckle. tom cable (8) passes through bushings (10),
and top cable is clamped by stop blocks.
NOTE
j. Move trim tab to 20 degrees UP, slide inboard
Cable tension should be adjusted when ambient stop block against inboard rib (wing station 100.5),
r
temperature is 60 F to 90° F. Allow aircraft and tighten stop block.
temperature to stabilize for four hours. k. Tolerance for aileron trim tab travel is plus one
degree and minus zero degrees.
d. Move aileron trim control system to neutral by
rotating trim control wheel so that the chain on actu- WARNING
ator sprocket is equal in length, and the chain on
gear support sprocket (13) is equal in length. Insure that aileron trim tab moves in the
e. Adjust aileron trim indicator (21) to neutral by proper direction when operated by the trim
inserting a screwdriver beneath indicator and prying control wheel.
out of track in trim control wheel, moving the indica-
tor to neutral, and re-engaging with track. 1. Install access covers, carpets and seats.
f. Remove nut, bolt and spacer attaching push-pull
tube to aileron trim tab.
Figure 5-6. SE716 Inclinometer for Measuring Control Surface Travel

310 SERVICE MANUAL ELEVATO" AND T"IM 6-1
CONT"OL SYSTEMS
SECTION 6
ELEVATOR AND TRIM CONTROL SYSTEMS
Table of Contents
Page Page
ELEVATORS 6-1 ELEVATOR TRIM CONTROL SYSTEM 6-7
Removal 6-1 Troubleshooting 6-7
Installation 6-1 Removal of Elevator Trim
ELEVATOR TRIM TAB 6-2A Control Cables and Chains 6-8
Removal 6-1 Installation of Elevator Trim
Disassembly and Assembly 6-3 Control Cables and Chains 6-8
Installation 6-3 Removal of Trim Tab Actuator 6-8
ELEVATOR CONTROL SYSTEM 6-3 Disassembly of Trim Tab
Troubleshooting 6-3 Actuator. . . . 6-8
Removal of Elevator Control Installation of Trim Tab
Cables 6-4 Actuator 6-8
Installation of Elevator Removal of Elevator Trim
Control Cables 6-4 Control Wheel, Sprocket and
Removal of Aft Elevator Indicator Assembly 6-8
Bel1crank 6-4 Installation of Elevator Trim
Installation of Aft Elevator Control Wheel, Sprocket and
Bellcrank 6-4 Indicator Assembly 6-10
Removal and Installation of Rigging 6-10
Elevator Pylon 6-4 ELECTRIC ELEVATOR TRIM CONTROL
Removal and Installation of SYSTEM 6-13
Elevator Down Spring 6-5 Removal of Electric Elevator
Removal and Installation of Aft Trim Actuator Assembly 6-13
Elevator Push-Pull Tube 6-5 Disassembly and Assembly of
Removal of Forward Elevator Electric EleYator Trim
Bellcrank 6-5 Actuator Assembly 6-13
Installation of Forward Installation of Electric
Elevator Bellcrank 6-5 Elevator Trim Actuator
Removal and Installation of Assembly 6-13
Forward Elevator Push-
Pull Tube 6-5
Rigging 6-5
CAUTION
Primary and secondary flight control cables, push pull tubes, bell-
cranks and mountings on late model airplanes use dual locking fasten-
ers. The lock nuts for these fasteners incorporate a fiber lock and
are castellated for safetying with a cotter pin. When any of these
areas are disconnected on any airplane, new dual locking fasteners
should be installed. See the Airplane Parts Catalog for part numbers
and location of these fasteners.
ELEVATORS.
The elevator control surfaces consist of b. Disconnect elevator trim tab push-pull
two elevator assemblies connected by a tube (3) by removing cotter pin, nut,
torque tube and an elevator trim tab washer and bolt.
located at the trailing edge of the right c. Disconnect elevator torque tubes from
elevator. Each elevator is attached to the elevator pylon (14) by removing nuts
the rear spar of the horizontal stabilizer and bolts.
with two hinges. The elevators are oper- d. Disconnect bonding straps (8) by
ated by a pylon to which the elevator removing attaching screws.
torque tubes are bolted. e. Remove fiberglass tips (6) by removing
attaching screws.
f. Remove each elevator by removing nuts
Removal of Elevators. (See Figure 6-1.) (12), washers (11) and bolts (10).
g. When removing right elevator, guide
a. Refer to Section 3 and remove stinger elevator trim tab push-pull tube (3) out
in accordance with removal procedures. through elevator.
Change 9
I
6-2 ELEVATOR AND TRIM 310 SERVICE MANUAL
CONTROL SYSTEMS
/' 2
./>---
/'" 6
Detail A
10 11 12
r---13
'~
' "11 12
Detail C
15 A14343001
Detail D 10342001
810344001
C10344G01
010344001
L Elevator Trim Tab 6. Fiberglass Tip 11. Washer

2. Hinge Pin 7. Left Elevator 12. Nut
3. Elevator Trim Tab Push-Pull Tube 8. Bonding Strap 13. H.inge Bracket
4. Spacer 9. Right Elevator 14. Elevator Pylon
5. Elevator Trim Tab Horn 10. Bolt 15. Elevator Push-Pull Tube
Figure 6-1. Elevator and Trim Tab Installation
Change 8
310 SERVICE MANUAL ELEV A TOR AND TR 1M 6- 2A/ 6- 2 B
CONTROL SVSnMS
Installation of Elevators. (See Figure 2. Airplanes that are having only one
6-1.) elevator replaced must enlarge the corres-
ponding three holes in the torque tube
a. Place elevators in position, guiding flange of the remaining elevator as
elevator trim tab push-pull tube (3) follows:
through opening in right elevator, and (a) Remove the elevator from the air-
align mounting holes. plane and secure to a padded work bench.
b. Attach each elevator to horizontal (b) Carefully enlarge the three holes
stabilizer with bolts (10), washers (11) in the elevator torque tube flange to .250
and nuts (12). +.010, -.000. Use care to ensure the holes
c. Replacement elevators have three .250 are drilled straight and as accurately as
diameter bolt holes in the torque tube possible. Deburr the holes and reinstall
flange which are used to attach it to the the elevator onto the horizontal stabilizer
elevator pylon. Airplanes 310POOOl thru using new nuts and cotter pins in accord-
31OQ0728 may be equipped with .187 dia- ance with Service Manual.
meter holes which will require enlargement d. Attach elevator torque tubes to ele-
to allow installation of the replacement vator pylon (14) by installing bolts,
elevator as follows: washers and nuts.
1. (See figure 6-1.) Remove the pylon e. Attach bonding straps (8) with
from the airplane by removing the two attaching screws.
attaching bolts and enlarge the holes as f. Install fiberglass tips (6) with
follow9: attaching screw.
(a) Cover the bearing with tape to g. Attach elevator trim tab push-pull
prevent entry of drill filings and secure tube (3) to trim tab with bolt, washer, nut
the pulon to a drill press to enlarge the and cotter pin.
three holes. h. Refer to rigging procedures and check
(b) Carefully enlarge the three holes elevators and elevator trim tab for proper
in the pylon to .250 +.010, -.000 using a operation and travel.
drill press. Use care to ensure the holes i. Refer to Section 3 and install stinger
are drilled straight. Deburr the holes in accordance with installation procedures.
and reinstall the pylon onto the airplane
using the existing bolts, washers and a
new MS17825-4 nut and MS24665-134 cotter ELEVATOR TRIM TAB.
pin at the pylon hinge and a new MS17825-4
nut and MS24665-134 cotter pin at the Removal of Elevator Trim Tab. (See Figure
push-pull tube attachment location. 6-1. )
a. Disconnect elevator trim tab push-pull
tube (3) by removing nut, washer and bolt.
Change 9
310 SERVICE MANUAL ELEVATOR ANO TRIM 6-3
CONTROL SYSTEMS
b. Remove cotter pins from hinge pin (2), and de- b. Connect elevator trim tab push-pull tube (3) to
tach trim tab from elevator by removing hinge pin. trim tab horn (5) with bolt, washer. nut and cotter
pin.
I
c. Refer to elevator trim control system rigging
Disassembly and Assembly of Elevator Trim Tab. procedures, checking elevator trim tab for proper
(See figure 6 -1. ) operation and correct traveL
a. Remove elevator trim tab horn (5) and spacer
(4) by removing nuts, washers and screws. ELEVATOR CONTROL SYSTEM.
b. To assemble, reverse the above procedure.
The elevator control system consists of cables
turnbuCkles, be llc ranks , an elevator down spr~g
Installation of Elevator Trim Tab. (See figure 6-1. ) adjustable bellcrank stops and push-pull tubes. ~hiS
system, as described herein, extends from the lower
a. Attach trim tab to elevator with hinge pin (2) and control column attachment point to the pylon wbich
safety in place with cotter pins. operates the elevators.
Troubleshooting the Elevator Control System.
LOST MOTION BETWEEN Cable tension too low. Adjust cable tension in accordance
CONTROL WHEEL AND with elevator rigging procedures.
ELEVATORS
Cables not in place on pulleys. Install cables correctly. Check

cable guards.
Excessive end play in aileron Tighten sprocket shaft nut in accord-

sprocket shaft on control column ance with control column assembly
assembly. procedures (Section 5).
RESISTANCE TO Cable tension too high. Adjust cable tension in accordance

ELEVATOR CONTROL with elevator rigging procedures.
MOVEMENT
clearance if r~bbing pulley brackets
or cable guards.
Cable not in place on pulleys dur- Install pulleys correctly.

ing installation.
Instrument panel ball and socket Lubricate in accordance with Section

needs lubricating. 2.
Binding control column pivot Lubricate in accordance with Section

bearings. 2.
Bent elevator or hinge. Repair or replace elevator hinge.
INCORRECT ELEVATOR Elevator bellcrank stops incor- Adjust in accordance with elevator
TRAVEL rectly adjusted. rigging procedures.
CORRECT ELEVATOR Elevator cables incorrectly Rig cables in accordance with ele-
TRAVEL CANNOT BE rigged. vator rigging procedures.
OBTAINED BY ADJUST-
ING BE LLCRANK Control column contacting fuse- Adjust length of forward elevator
STOPS lage bulkhead or instrument panel. push-pull tubes in accordance with
elevator rigging procedures.
Incorrect poSitioning of forward Rig elevator cables in accordance

elevator bellcrank. with elevator rigging procedures.
6-4 ELEVATOR AND TRIM 310 SERVICE MANUAL
CONTROL SYSTEMS
Removal of Elevator Control Cables. (See figure NOTE

6-2. )
If an automatic pilot (optional equipment) is in-
a. Refer to Section 3 and. remove the following stalled, disconnect from aft elevator bellcrank.
items:
1. Front and rear seats or; middle and aft rear e. Disconnect aft elevator push-pull tube (1) from
elevator bellcrank (9) by removing nut and bolt.
seats (optional equipment).
f. Release tension on elevator down spring cables
2. Front, center and rear carpets.
3. Rear upholstery panel to tailcone. (5) by either disconnecting elevator down spring (2)
or blocking elevator down spring channel assembly
b. Remove access hole covers from floor as neces- (3) forward.
sary to gain access to cables, pulleys, and attach-
ment points. g. Disconnect elevator down spring cables (5)
c. Unsafety turnbuckles (18) and disconnect eleva- from elevator bellcrank (9) by removing cotter pin,
tor cables (6 and 7) from forward elevator bellcrank nut, washers, spacer and bolt.
(17) by removing turnbuckles. h. Remove aft elevator bellcrank (9) by removing
d. Remove four pulleys (19) by removing nuts, bolts nut, spacers and bolt.
and cable guards (20).
e. Remove fairleads through which elevator cables
pass at fuse lage rear spar. Installation of Aft Elevator Bellcrank. (See figure
f. Disconnect elevator cables (6 and 7) from aft 6-2. )
elevator bellcrank (9) by removing cotter pins, nuts,
washers and bolts. a. Place aft elevator bellcrank (9) in pOSition, and
g. Tie guide wires to forward ends of elevator install with bolt, spacers and nut.
cables (6 and 7), remove cables by pulling them out b. Connect elevator down spring cables (5) to ele-
aft of baggage compartment, and disconnect guide vator bellcrank (9) with bolt, spacer, washers, nuts
wires. and cotter pin.
c. Connect elevator down spring (2) or remove block
aft of elevator down spring channel assembly (3) in
Installation of Elevator Control Cables. (See figure accordance with the method used to release tension
on elevator down spring cables.
6-2.)
a. Tie elevator cables (6 and 7) to guide wires, pull d. Attach aft elevator push-pull tube (1) to elevator I
into position, and remove guide wires. bellcrank (9) with bolt. nut, and cotter pin.
b. Install fairleads through which elevator cables e. Attach elevator cables (6 and 7) to elevator bell-
pass at fuselage rear spar. crank (9) with bolts, nuts, and cotter pins.
c. Install four pulleys (19) with bolts, cable guards
(20) and nuts, insuring that cables are correctly in
place as pulleys are installed. NOTE
d. Attach elevator cables (6 and 7) to aft elevator
bellcrank (9) with bolts, washers, nuts and cotter If an automatic pilot (optional equipment) is
pins. installed, connect to aft elevator bellcrank.
e. Connect elevator cables (6 and 7) to forward ele-
vator bellcrank (17) with turnbuckles (18), and rig
elevator control system in accordance with rigging f. Rig elevator control system in accordance with
procedures. rigging procedures.
f. Install removed access panels. g. Install access cover above forward elevator
g. Refer to Section 3 and install the necessary up- bellcrank.
holstery panels, carpets and seats. h. Refer to Section 3 and install rear upholstery
panel, front carpet and front seats.
Removal of Aft Elevator Bellcrank. (See figure 6-2. )

Removal and Installation of Elevator Pylon. (See
a. Refer to Section 3 and remove the following figure 6 -1. )
items:
1. Front seats. a. Refer to Section 3 and remove stinger in accord-
2. Front carpet. ance with removal procedures.
3. Rear upholstery panel to tailcone. b. Disconnect aft elevator push-pull tube (15) by
b. Remove access hole covers from cabin floor removing nut and bolt.
above forward elevator bellcrank : 17). c. Remove three nuts, washers and bolts attaChing
c. Unsafety and loosen either turnbuckle (18) to elevators to elevator pylon (14). Remove nut, washer
release tension on elevator cables. and bolt attaching elevator pylon (14) to hinge bracket
d. Disconnect elevator cables (6 and 7) from aft (13) and remove by sliding aft.
elevator bellcrank (9) by removing cotter pins, nuts d. To install elevator pylon, reverse the above pro-
and bolts. cedure.
I
310 SERVICE MANUAL eLEVATOR ANO TRIM 6-5
CONTROL SYSTEMS
Removal and Installation of Elevator Down Spring and Removal and Installation of Forward Elevator Push-
Channel Assembly. (See figure 6-2. ) Pull Tube. (See figure 6-2.)
a. Refer to Section 3, remove rear upholstery panel a. Refer to Section 3, remove front seats and front
to tailcone and stabilizer fairings. carpet in accordance with removal procedures.
b. Stretch elevator down spring (2) aft and unhook b. Remove access covers from cabin floor above
from eyebolt. forward elevator bellcrank (17) and from underSide
c. Remove elevator down spring (2) from elevator of the fuselage aft of nose wheel well.
down spring channel assembly by removing cotter pin, c. Disconnect forward elevator push-pull tube (16)
nut, washers, spacers and bolt. from elevator bellcrank (17) by removing nut, washer
d. Disconnect elevator down spring cables (5) by and bolt.
removing cotter pin, nut, spacer and bolt. d. Disconnect forward elevator push-pull tube (16)
e. Remove elevator down spring channel assembly from control column by remOving nut, spacers and
(3) by removing nut, spacer and bolt. bolt.
I. To install elevator down spring and channel as- e. To install forward elevator push-pull tube (16),
sembly, reverse the above procedure. reverse the above procedures.
Removal and Installation of Aft Elevator Push-Pull NOTE

Tube. (See figure 6-2.)
If length of forward elevator push-pull tube (16)
a. Refer to Section 3, remove rear upholstery panel has been changed or a new push-pull tube is
to tailcone and stinger. being installed, adjust length to apprOXimately
b. Remove cotter pin, nut, and bolt attaching push- 12 inches, measured between centerlines of the
l
pull tube (1) to aft elevator bellcrank (9). rod end bolt holes.
c. Remove cotter pin, nut and bolt attaching push-
pull tube (I) to elevator pylon and remove push-pull
tube by pulling aft. Rigging of Elevator Control System. (See figure 6-2. )
d. To install aft elevator push-pull tube, reverse
the above procedures. a. Refer to Section 3, remove the following items:
1. Front seats.
2. Front carpet.
Removal of Forward Elevator Bellcrank. (See figure 3. Rear upholstery panel to tailcone.
6-2. ) b. Remove access covers from cabin floor above
forward elevator bellcrank (17) and tailcone access
a. Refer to Section 3, remove the front seats and cover below aft push-pull tube (1).
front carpet in accordance with removal procedures. c. Install an inclinometer on trailing edge of the
b. Remove access covers from cabin floor above elevator and adjust elevator bellcrank stops (10) so
forward elevator bellcrank. that the elevator travel is 16 +1/2, -0 degrees UP
c. Unsafety and loosen either turnbuckle (18) to re- and 15 +1, -0 degrees DOWN.
lease tension on elevator cables (6 and 7).
d. Disconnect elevator cables (6 and 7) from forward CAUTION
elevator bellcrank (17) by removing cotter pins, nuts
and bolts. When checking elevator travel, do not operate
e. Disconnect forward elevator push-pull tube (16) elevator from the elevator tip or serious dam-
I
from elevator bellcrank (17) by removing cotter pin,
nut. washer and bolt.
f. Remove elevator bellcrank (17) by removing bolt.
age to the elevator may result.
NOTE
The hole through the elevator bellcrank stop

Installation of Forward Elevator Bellcrank. (See (10) is drilled off -center to provide a positive
figure 6-2. ) means of adjusting the elevator travel. At the
extreme elevator travel limits (16 +1/2, -0
a. Place forward elevator bellcrank (17) in pOSition, degrees UP and 15 +1, -0 degrees DOWN), the
and install with bolt. bellcrank (9) should be tangent with the flat
b. Attach forward elevator push-pull tube (16) to surface of stop (10). Adjustments (0 and 1/2
lelevator bellcrank (17) with bolt, washer, nut and

cotter pin.
c. Attach elevator cables (6 and 7) to elevator bell-
crank (17) with bolts, nuts and cotter pins.
degree) are accomplished by rotating stop (10)
approximately 60 degrees or until another
side of the stop is encountered and tangent
with bellcrank surface.
d. Rig elevator control system in accordance with
rigging procedures. d. Unsafety turnbuckles (18) and adjust so that ten-
e. Install access covers on cabin floor. sion on elevator cables (6 and 7) is 32 ,5 pounds, in-
f. Refer to Section 3, install front carpet and front suring that forward elevator bellcrank (17) does not
seats. contact the bulkhead located just forward of the bcll-
crank. When elevators are in either extreme posi-
I
6-6 ELEVATOR ANO TRIM 310 SERVICE MANUAL
CONTROL SYSTEMS
10
Detail A 13
14
9
Detail B
B
1. Elevator Push-pull Tube (Aft) 8. Link 14. Bob-Weight
2. Elevator Down Spring 9. Elevator Bellcrank (Aft) 15. Bearing
3. Down Spring Channel Assembly 10. Bellcrank Stop 16. Elevator Push-pull Tube (Forward)
4. Spacer 11. Bob-Weight Bracket 17. Elevator Be llcrank (Forward)
5. Down Spring Cable 12. Push-pull tube 18. Turnbuckle
6. Right Elevator Control Cable 13. Bob-Weight Bellcrank 19. Pulley
7. Left Elevator Control Cable 20. Cable Guard
Figure 6-2. Elevator Control System

310 SERVICE MANUAL ELEVATOR AND TRIM 6-7
CONTROL SYSTEMS
tion, the bellcrank. should clear the bulkhead by ap- (16) so that control column clears instruments in aft
proximately 1/4 inch. position and fuselage bulkhe. 1 ir forward position.
NOTE
NOTE
Cable tension readings should be taken just
aft of rear cabin bulkhead (fuselage Station When elevator system i~ .. .)rrectly rigged, the
132.00) with bob-weight push-pull tube (12) length of forward elevator push-pull tube (16)
disconnected from control column. Check should be approximately 12 inches, measured
tension when ambient temperature is 60° F between centerlines of the rod end bolt holes.
to 90' F after temperature has stabilized for
a period of four hours. g. Install access covers.
h. Install rear upholstery panel, carpets and front
e. Resaiety turnbuckles (18). seats.
WARNING
ELEVATOR TRIM CONTROL SYSTEM.
Insure that elevator moves in the proper di-
rection when operated by the control wheel. The elevator trim control system is interconnected
by chains, cables, sprockets, pulleys, miter gears,
an actuator, and a push-pull tube. The elevator trim
f. Adjust length of forward elevator push-pull tube control wheel, mounted on the left side of the control
pedestal, incorporates a track in which the indicator
rides.
Troubleshooting the Elevator Trim Control System.
TRIM CONTROL WHEEL Cable tension too high. Adjust tension in accordance with rig-
MOVES WITH EXCESSIVE ging procedures.
RESISTANCE
or cable guards.
Cables not in place on pulleys Install cables corrertly.

Trim tab hinge binding. Lubricate hinge. If nece ssary,

replace.
LOST MOTION BETWEEN Cable tension too low. Adjust tension in accordance with
TRIM CONTROL WHEEL rigging procedures.
AND TRIM TAB
Cables not in place on pulleys. Install cable s correctly. Check

cable guards.
TRIM POSITION
INCORRECT TRIM TAB Stop blocks loose or incorrectly Adjust stop blocks in accordance with
TRAVEL adjusted. rigging procedures.
CORRECT TRAVEL Actuator screw incorrectly Adjust in accordance with rigging

CANNOT BE OBTAINED adjusted. procedures.
BY ADJUSTING STOP
BLOCKS
6-8 I!L.I!VATO" ANO T .. IM 310 SERVICE MANUAL
CONTROL. SYSTI!MS
Removal of Elevator Trim Control Cables and Chains. j. Install elevator trim control wheel (14) with
(See figure 6-3.) washers and screws, and rig elevator trim control
system in accordance with rigging procedures.
a. Refer to Section 3, remove the following items: k. Install access covers.
1. Front and rear seats or; middle and individual 1. Refer to Section 3, install the following items:
rear seats (optional equipment). 1. Stinger and stabilizer fairings.
2. Front, center and rear carpet. 2. Rear upholstery panel to tailcone.
3. Rear upholstery panel to tailcone. 3. Front, center and rear carpet.
4. Stinger and stabilizer fairings. 4. Front and rear seats or; middle and aft seats
b. Remove access covers on floorboard as neces- (optional equipment).
sary to gain access to cables and access covers from
underside of fuselage, aft of nose wheel well and
stabilizer. Removal of Trim Tab Actuator. (See figure 6-3.)
c. Unsafety turnbuckle (10) and disconnect aft cables
(7 and 8) by removing turnbuckle, cotter pin and pin. a. Refer to Section 3, remove rear upholstery panel
d. Remove aft pulleys (6) by removing nuts, bolts to tailcone.
and cable guard cotter pins. b. Remove access hole cover from underSide of the
e. Remove chain guard from elevator trim tab actu- horizontal stabilizer beneath elevator trim tab actu-
ator (2) by remOving nuts and screws. ator.
f. Disengage chain (5) from sprocket (4), attach a c. Unsafety and loosen turnbuckle (10) to release
guide wire to the chain, and remove cables and chain tension on elevator trim control cables.
by pulling out through opening in tailcone. Disconnect d. Remove chain guard from elevator trim tab act-
guide wire and leave in horizontal stabilizer to facili- uator (2) by removing nuts and screws and disengage
tate installation. chainfrom sprocket (4). '
g. Remove stop blocks (12) by removing nuts, bolts e. Remove right elevator in accordance with eleva-
and bushings (13). tor removal procedures.
h. Remove three sets of pulleys (6) as illustrated in f. Remove elevator trim tab push-pull tube from ,
figure 6-3. the elevator trim tab actuator screw (1) by removing
1. Remove elevator trim control wheel (14) by re- cotter pin, nut, washer and bolt.
moving four screws and washers. g. Remove clamps (3) by removing bolts, and re-
j. Remove upper left side panel from control ped- move elevator trim tab actuator.
estal.
k. Remove four cable guard pins.
1. Tie guide wires to aft ends of cables (9 and 11) Disassembly of Elevator Trim Tab Actuator. (See
and pull chain and cables out through control pedestal. figure 5-5. )
Disconnect guide wires and leave in position to
The instructions for disassembly, overhaul and re-
facilitate installation.
assembly of the aileron trim tab actuator, given in
NOTE Section 5, also applies to the elevator trim tab actu-
ator.
Pulleys (6) are difficult to reinstall and should
be removed only for replacement.
Installation of Elevator Trim Tab Actuator. (See
figure 6-3. )
Installation of Elevator Trim Control Cables and
a. Insert elevator trim tab actuator through access
Chains. (See figure 6-3.)
hole, place in position, and install clamps (3) with
a. Tie aft ends of cables (9 and 11) to guide wires, bolts.
b. Attach elevator trim tab push-pull tube to eleva-,
pull into pOSition, and remove guide wires. tor trim tab actuator screw (1) with bolt, washer,
b. Engage chain (15) with sprocket (20) and install nut and cotter pin.
upper left side panel on control pedestal.
c. Install four cable guard pins. c. Install right elevator in accordance with installa-
d. Install three sets of pulleys (6) as illustrated in tion procedures.
d. Engage chain (5) with sprocket (4), and install
figure 6-3.
e. Tie aft chain (5) to the guide wire, pull into posi- the chain guard with screws and nuts.
tion, and remove guide wire. e. Rig elevator trim control system in accordance
f. Engage aft chain (5) with actuator sprocket (4) and with rigging procedures.
install chain guard with screws and nuts. f. Install access hole cover on underSide of hori-
g. Install aft pulleys (6) with bolts, nuts and cable zontal stabilize r.
guard cotter pins, insuring that the cables are cor- g. Refer to Section 3, install rear upholstery panel
to tailcone.
rectly in place.
h. Connect forward left cable (9) to aft left cable
(8) With pin and cotter pin, and forward right cable Removal of Elevator Trim Control Wheel, Sprocket,
(11) to aft right cable (7) with turnbuckle (l0). and Indicator Assembly. (See figure 6-3. )
1. Install stop blocks (12) and bushings (13) with
uolts and nuts. Do not tighten at this time. a. Remove rear curtain from baggage compartment.
310 SERVICE MANUAL R AND TRIM
ELEVATO SYSTEMS
6-9
CONTI'tOL
Detail A Detail B
Detail D
D
Detail F
* USED WITH 400A NAV -0- MATIC ONLY", E Detail E

Actuator Screw
~:
Stop Block
3.
Actuator
Clamp Sprocket
g.
14: Bushing . Control Wheel
Elevator Tnm
4. Actuator
15.
16. Chain
Cable Guar d Bracket
5 Chain Cable (Aft) 17. Spacer
. Pull,y T<im Cont,ol (Mt) 18. Bolt
6. . ftht Elovato, C nt'ol Cabl, "'d)
7. RLig Elevator Trim coOntrol Cable (Forw 19. Spacer
8 e Tnm ) 20
. L,ft EI,,,to, (Fn,w",d Sprocket
21.. Elevator,m . E x tension Cable
Trtm
9.
10. Tu,nbU<kl'm
. ht Elevator Tn Cont'ol Cabl, 3 Elevator T<im Cont,ol Sy,t
11. Rig Figure 6 _.
Chan~e 8
6-10 I!L.I!VATO" AND T" 1M 310 SERVICE MANUAL
CONT"OL. SVSTI!MS
b. Unsafety and loosen turnbuckle (10) to release installing wheel.

tension on elevator trim control system.
c. Remove elevator trim control wheel (14) by re- f. With the chains in the above position and the ele-
moving four screws and washers. vators in neutral (elevator horns aligned with stabili-
d. Remove upper left side panel from control ped- zer), adjust actuator screw (1) by rotating push-pull
estal. tube so that aft bolt hole in push-pull tube aligns with
bolt hole in the trim tab horn when the elevator trim
NOTE tab is approximately 10° up.
g. (See figure 6-1.) Connect push-pull tube (3) to
To remove the elevator trim indicator as- elevator trim tab horn (5) with attaching bolt, washer
sembly, the rivets around which the indi- and nut.
cator pivots must be removed.
NOTE
e. Disengage chain (15) from sprocket (20), remove
upper right side panel from control pedestal, and re- The threaded end of bolt attaching the eleva-
move sprocket (20) by remOVing cotter pin, nut, tor trim tab push-pull tube to actuator screw
washer, spacer (19) and bolt (18). must be inboard; therefore, exact travel
adjustment is not made by this means.
Installation of Elevator Trim Control Wheel, Sprocket,
and Indicator Assembly. (See figure 6-3. ) h. Rotate elevator trim control wheel (14) so that
elevator trim tab is 10° +1 0, _0° up, locate aft stop
a. Install sprocket (20) with bolt (18), spacer (19), block (12) adjacent to cable terminal, and tighten.
washer, nut and cotter pin. Slide the center stop block against aft stop block and
b. Install upper right side panel on control pedestal. tighten.
c. Engage chain (15) with sprocket (20) and install
upper left side panel on control pedestal. NOTE
d. Rig the elevator trim control system in accord-
ance with rigging procedure, and install the elevator If an automatic pilot (optional equipment) is
trim control wheel (14) with four washers and screws. installed, refer to Section 13 for rigging of
e. Install rear upholstery panel to tailcone. stop blocks.
Rigging of Elevator Trim Control System. (See fig- i. Rotate elevator trim control wheel (14) so that
ure 6-3. ) the elevator trim tab is 26° +1 0 , _0 0 down. Slide
forward stop block against the center stop block and
a. Remove the rear curtain from tne baggage com- tighten.
partment. j. When the elevator trim control system is in
b. Loosen stop blocks (12) by loosening nuts. either extreme poSition, the elevator trim indicator
c. Unsafety turnbuckle (10), adjust so that tension should be in the same relative position to the NOSE
on the elevator trim control cables is 10:1:3 pounds, UP and NOSE OOWN pOSitions on the decal. To ad-
and resafety turnbuckle. just the indicator, use the following procedure:
1. Rotate elevator trim control wheel (14) so that
NOTE elevator trim control system is in the extreme NOSE
DOWN position.
If an automatic pilot (optional equipment) is 2. Remove elevator trim control wheel (14) by re-
installed, adjust tenSion on elevator trim mOVing four screws and washers, and place the ele-
control cables to 19 :1:3 pounds. vator trim indicator at the NOSE DOWN pOSition on
the decal.
Cable tension should be adjusted when am- 3. While the elevator trim indicator is in this po-
bient temperature is 60° F to 90° F. Allow sition, install the elevator trim control wheel (14)
aircraft temperature to stabilize for a with four washers and screws.
period of four hours. NOTE
The elevator trim control wheel (14)
d. (See figure 6-1. ) Disconnect elevator trim tab can be installed in anyone of four
push -pull tube (3) from elevator trim tab horn (5) by pOSitions. Select the position which
removing attaching nut, washer and bolt. causes the least indicator movement
e. Rotate elevator trim control wheel (14) forward as it engages with the wheel track.
I
(nose down) until aft chain (5) and forward chain (15) If indicator and placard still do not
have approximately two links clearing the sprockets. give correct indication after rigging
trim system, see 6-10A for procedure
on installation of elevator trim tab
NOTE placard.
WARNING
If the elevator trim indicator reaches its Insure that elevator trim tab moves
extreme travel during rigging, it can be in the proper direction when operated
relocated by removing elevator trim con- by the trim control wheel.
trol wheel, moving the indicator, and re- k. Refer to Section 3, install rear uphol-
stery panel to tailcone.
Change 9
~10 SERVICE MANUAL ELEVATOR AND TRIM 6-10A/6-10B
CONTROL SYSTEM
ELEVATOR TRIM PLACARD
PLACARD LOCATION PROCEDURE
1. Set elevator tab at neutral (0 0 ) and adjust pointer (if n~cessary) to limits shown.
2. Locate placard as shown in figure 3-6A. Trim ends if required.
3. Rotate trim tab control to limits (full uP. full down) and locate both limit markers.
AIRPLANE 31OQ0705 THRU 31OQ9999
PLACARD 5215090-1
LIMIT MARKER 0861175-1
DIMENSION A 3.25 + .25
DIMENSION B .05
STA. PANEL (REF.)
DIMENSION A
(.187) DIAMETER HOLE

DIMENSION B MARKER (2 EACH REQD.)
NOSE
00 (REF.)------~------------~~--- DN
t
INOSE
UP
..... fIgure 3-6A. Elevator Trirr. Placard LocatIon
Change 9
I
310 SERVICE MANUAL ELEVATOR AND TRIM 6·11
CONTROL SYSTEMS
fo----8
4 9
Detail A
Detail C
A10152001
B10152002
*STOP BLOCK LOCATION C10152003
400A AUTOPILOT 10152003
1. Control Wheel 4. Screw 7. Turnbuckle

2. Switch 5. Control Cable 8. Actuator Assembly
3. Switch 6. Locking Clip 9. Support
Figure 6-4. Electric Elevator Trim Control System (Sheet 1 of 2)
Change 8
I
6-12 EL.EVATOR AND TRIM 310 SERVICE MANUAL
CONTROL. SYSTEMS
10
27
12
V
I
27--_-===~
23--------:~
17
22
16
TOP OF HOUSING
OMITTED FOR
19---_,/ CLARITY
Detail E
10153001
10. Turnbllckle 17. Screw 22. Screw

11. Motor Assembly 18. Housing 23. Support Assembly
12. Screw 19. Screw 24. Screw
13. Pin 20. Cover 25. Clutch Assembly
14. Sp rocket 21. Cover Assembly 26. Cable Guard
15. Chain Assembly 27. Electrical Wire
16. Cover 28. Stopblock I
Figure 6-4. Electric Elevator Trim Control System (Sheet 2 of 2)
Change 6
310 SERVICE MANUAL ELEVATOR AND TRIM 6-13/6-14
CONTROL SYSTEMS
ELECTRIC ELEVATOR TRIM CONTROL g. Check clutch assembly sprocket and sprocket
SYSTEM (OPTIONAL) (14) for broken, chipped and worn teeth.
h. Do not attempt to repair damaged or worn parts
of the actuator assembly. Discard all defective
The electric elevator trim control system is com- parts and install new parts during reassembly.
prosed of a single pole single throw switch, slider i. Adjust clutch assembly (25) to slip at 25 ±3 inch-
switch and actuator assembly. The switches are pounds.
mounted in the pilot's control wheel; the actuator j. (See figure 2-12.) During reassembly, lubricate
assembly is mounted in the tailcone at Station 192.70. clutch assembly (25).
The elevator trim control cable is attached to the k. Install motor assembly (11) in housing (18).
actuator cable which is routed around the cable drum 1. Install control cable (5) on clutch assembly (25).
on the actuator clutch. The electric elevator trim
control system is energized when the single pole NOTE
Single throw switch is engaged and the slider switch
is moved to the forward (DOWN) or aft (UP) position. Clutch assembly cable drum and control
The actuator motor drives the clutch, which moves cable must be free of grease and oil and con-
the elevator trim control cable and places the trim trol cable must make 3 full wraps around the
tab in the corresponding UP or DOWN position. cable drum.
Manual override is accomplished by operating the
elevator trim control wheel mounted on the left side m. Install chain assembly (15) on sprocket (14) and
of the pedestal. clutch assembly sprocket and slide clutch assembly
into housing (18).
Removal of Electric Elevator Trim Actuator Assem- n. Install support assembly (23), cover assembly
bly. (See figure 6-4. ) (21) and secure with screws (22 and 24).
o. Install cable guard (26) in housing (18).
a. Refer to Section 3, remove rear upholstery pan- p. Install top and side covers (16 and 20) and se-
el from tailcone. cure with screws (12, 17 and 19).
b. Remove locking clips (6) from turnbuckles.
c. Loosen and disconnect turnbuckles (7 and 10)
from the control cable. Installation of ElectriC Elevator Trim Actuator
d. Remove screws (4) attaching actuator assembly Assembly. (See figure 6-4. )
(8) to support (9) disconnect electrical wiring (27)
and remove actuator assembly. a. Install actuator assembly (8) on support (9) and
secure with screws (4).
Disassembly and Assembly of Electric Elevator Trim b. Connect electrical wiring (27)
Actuator Assembly. c. Connect turnbuckles (7 and 10) to elevator trim
control cable.
a. Loosen screws (12, 17 and 19) and remove top d. Install locking clips (6) in turnbuckles.
and side covers (16 and 20). e. Rig elevator trim control system in accordance
b. Loosen screws (22 and 24) and remove cover as- with the Rigging Procedures, except cable tension
sembly (21), support assembly (23) and cable guard should be 19 ±3 pounds. I
(26).
c. Slide clutch assembly (25) from housing (18) and NOTE
remove chain assembly (15) from clutch assembly
(25) and sprocket (14). Cable tension should be adjusted when am-
d. Remove control cable (5) from clutch assembly bient temperature is 60 - F to 90 c F. Allow
(25). aircraft temperature to stahilize for a peri-
e. Remove motor assembly (11) from housing (18). od of 4 hours.
f. Clean component parts by wiping with a clean
cloth saturated with a suitable solvent. f. Install rear upholstery panel to tailcone.
Change 6
310 SERVICE MANUAL RUDDER AND TRIM 7-1
CONTROL SYSTEMS
SECTION 7
RUDDER AND TRIM CONTROL SYSTEMS
Table of Contents
Page Page
RUDDER 7-1 Installation of Rudder Pedal Assembly 7-6

Removal 7-1 Rigging 7-6
Installation 7-1 RUDDER TRIM CONTROL SYSTEM 7-8
RUDDER TRIM TAB 7-2A Troubleshooting 7-8
Removal 7-2A Removal of Rudder Trim Control
Installation 7-3 Cables and Chains 7-9
RUDDER CONTROL SYSTEM 7-3 Installation of Rudder Trim Control
Tr oubleshooting 7-3 Cables and Chains 7-10
Removal of Rudder Control Cables 7-3 Removal of Rudder Trim Tab Actuator 7-10
Installation of Rudder Control Cables 7-4 Disassembly, Overhaul and Assembly of
Removal of Rudder Pedal Assembly 7-4 Rudder Trim Tab Actuator 7-10
Disassembly of Rudder Pedal Assembly 7-6 Installation of Rudder Trim Tab Actuator 7-10
Assembly of Rudder Pedal Assembly 7-6 Rigging 7-10
CAUTION
Primary and secondary flight control cables, push pull tubes, bellcranks and mountings
on late model aircraft use dual locking fasteners. The lock nuts for these fasteners incor-
I
porate a fiber lock, and are castellated for safetying with a cotter pin. When any of these
areas are disconnected on any aircraft, new dual locking fasteners should be installed.
See the Aircraft Parts Catalog for part numbers and location of these fasteners.
RUDDER g. Remove rudder from vertical stabilizer by pull-

ing aft and guiding rudder trim tab push-pull tube (ll)
The all-metal rudder has a fiberglass tip which en- through rudder.
closes a lead weight used for static balance. The
rotating beacon is installed in the fiberglass tip.
The rudder trim tab, located at the trailing edge of
the rudder. is actuated by a push-pull tube which is Installation of Rudder. (See figure 7-1. )
routed through the rudder to an actuator in the verti-
cal fin. The rudder, attached to the vertical fin with a. Place rudder into position. guide rudder trim
three hinges, is operated by cables attached to a bell- tab push-pull tube (11) through rudder and align
crank to the lower hinge. mounting holes on upper and center hinges with verti-
cal stabilizer.
b. Attach rudder to vertical stabilizer at the upper
Removal of Rudder. (See figure 7-1. ) and center hinges with bolts (2), washers (3) and
nuts (4).
a. Place a suitable support beneath the tailcone c. Attach rudder torque tube (6) to bellcrank (7)
at station 132. 00. with three bolts. washers. nuts ,and cotter pins.
b. Refer to SectlOn 3 and remove stinger in accord- d. Connect rudder trim tab push-pull tube (11) to
ance with removal procedures. trim tab horn (9) with bolt. washer. nut and cottC'r
c. Remove cotter pin. nut. washer and bolt from pin.
rudder trim tab push-pull tube (11). e. Remove support from beneath taileone and check
d. Remove three cotter pins. nuts. washers and rudder and rudder trim tab for proper operatiun and
bolts attaching rudder torque tube (6) to be llcrank correct travel. If rigging is necessary. ri\! in ac-
(7). cordance with rigging procedures.
e. Disconnect bonding straps (5) from vertical sta- r. Refer to Section 3 and install stin!!E'r in accurd-
bilizer. ance with installation procedurE'S.
f. Support rudder and remove nuts (4). washers (3)
and bolts (2) from center and upper hinges.
I
7-2 RUDDER AND TRIM 310 SERVICE MANUAL
CONTROL SYSTEMS
n-----A
Detail A
-B
5
Detail B
Detail D
DetanC
1. Fiberglass Tip 5. Bonding Strap 9. Trim Tab Horn

2. Bolt 6. Torque Tube 10. Hinge Pin •
3. Washer 7. Bellcrank 1l. Push Pull Tube
4. Nut 8. Trim Tab 12. Rudder
Figure 7 -1. Rudder and Rudder Trim Tab Installation

310 SERVICE MANUAL RUDDER AND TRIM 7-2A/1-2B
CONTROL SYSTEMS
RUDDER TRIM TAB. Removal of Rudder Trim Tab. (See figure 7-1. )
The all-metal rudder trim tab is operated by a push- a. Turn rudder trim control wheel on pedestal until
pull tube extending through the rudder and attached to indicator is pointing to full right position.
an actuator in the vertical fin. The tab is attached to b. Disconnect rudder trim tab push-pull tube (ll)
the lower trailing edge of the rudder by a continuous by removing cotter pin. nut. washer and bolt.
hinge and is adjustable in flight. c. Remove trim tab from rudder by removing cotter
pins and hinge pin (10).
Change 6
I
CONTROL SYSTEMS
NOTE arms for the attachment of the rudder cables. The

rudder cables are attached to the torque link arms
Any further disassembly or assembly of the and routed forward over a pulley and then aft under
rudder trim tab is not advisable. the floorboards and through the tailcone by pulleys to
the adjustable turnbuckles which are attached to the
rudder bellcrank. The bellcrank is attached directly
Installation of Rudder Trim Tab. (See figure 7 -1. ) to the rudder torque tube and also provides the lower
hinge for the rudder. The rudder travel stops, con-
a. Attach rudder trim tab to rudder with hinge pin sisting of bolts mounted in brackets attached to the
(10) and cotter pins. lower hinge bracket, are provided for the recom-
b. Connect rudder trim tab push-pull tube (11) to mended travel adjustment. The position cable is
trim tab with bolt, washer and nut. attached to the left rudder torque tube and is routed
c. Check rudder trim tab for proper operation and aft around a pulley and then forward to right rudder
correct travel. II necessary, rig in accordance with torque tube to complete the rudder control cable sys-
rigging procedures. tem. The nose gear steering cables are attached to
the right and left rudder torque tubes; routed forward
to springs and then to the nose gear steering bellcrank.
RUDDER CONTROL SYSTEM.
Removal of Rudder Control Cables. (See figure 7 -2. )
The rudder is operated by the movement of the pilot's
rudder pedals (copilot's optional equipment). The a. Refer to Section 3 and remove the following items
pedals are connected to torque tubes which have link in accordance with removal procedures:
Trouble Shooting Rudder Control System.
LOST MOTION BETWEEN Cable tension too low. Adjust in accordance with rigging
RUDDER PEDALS AND procedures.
RUDDER
Bolts attaChing rudder to bell- Tighten bellcrank bolts.

crank are loose.
EXCESSIVE RESISTANCE Cable tension too high. Adjust in accordance with rigging
TO RUDDER PEDAL procedures.
MOVEMENT
or cable guards.
Rudder binding because of faulty Replace bearings and/or hinges.

bearings or bent hinges.
Rudder pedal torque tube bear- Loosen bearing halves, lubricate

ings misaligned or need lubri - and retighten. Refer to Section 2
cation. for lubrication requirements.
Cables not in place on pulleys Install cables correctly.

Bent rudder. Repair or replace rudder.
RUDDER PEDALS NOT Aft rudder cables incorrectly Rig in accordance with rigging
NEUTRAL WHEN RUDDER rigged. procedures.
IS STREAMLINED
INCORRECT RUDDER Rudder bellcrank stop incor- Adjust in accordance with rigging
TRAVEL rectly adjusted. procedures.
CORRECT RUDDER Rudder pedals contacting fuse- Rig position cable, nose wheel,
TRAVEL CANNOT 1age bulkhead. steering cables, and rudder
BE OBTAINED cables in accordance with rig-
ing procedures.
CONTROL SYSTEMS
1. Front and rear seats or; middle and aft seats b. Connect rudder position cable to rudder pedal
(optional equipment). torque tube (11) with pins and cotter pins.
2. Front, center and rear carpet.
3. Rear upholstery panel to tailcone. NOTE
4. Stabilizer fairings.
b. Remove access covers on cabin floor as neces- The right nose wheel steering cable (14) must be
sary to gain access to rudder cables, pulleys and be connected to the rudder pedal torque tube
attachment points. at this time, because one pin is used to attach
c. Disconnect rudder cables (5 and 6) from bell- both steering cable and position cable at this
crank (2) by unsafetying and disconnecting turnbuckles point.
(3).
d. Remove pulleys (4, 9 and 15) by removing attach- c. Connect nose wheel steering cables (12 and 14)
ing nuts, washers, spacers and bolts. and springs (13) in accordance with the method used
to release tension.
NOTE d. Tie rudder cables (5 and 6) to guide wires, pull
into position, and remove guide wires.
AttaChing nut and bolt for pulleys (15) must be e. Install forward pulleys (15) with bolt, spacers
removed from inside nose wheel well. and nut.
e. Remove fairleads through which rudder cables NOTE

pass at fuselage rear spar and fuselage station 132.00.
f. Disconnect rudder centering springs (8) from When installing pulleys (15), the pulleys and
cable clamps (7) by removing nuts, spacers, washers spacers must be aligned and held in position
and bolts. from inside the cabin while attaching bolt and
g. Remove cable clamps (7) by removing attaChing nut are installed from inside the nose wheel
nuts and bolts. well.
h. Disconnect rudder cables (5 and 6) from rudder
pedal torque tubes (11 and 16) by removing cotter pins, f. Connect rudder cables (5 and 6) to rudder pedal
nuts and bolts. torque tubes (11 and 16) and secure with bolt, nuts
i. Tie guide wires to forward ends of rudder cables and cotter pin.
(5 and 6) and remove cables from aircraft by routing g. Install pulleys (4 and 9) in fuselage and tailcone
them out through stabilizer fairing. and secure with bolts, spacers and nuts.
h. Connect rudder cables (5 and 6) to bellcrank (2)
NOTE by installing turnbuckle on terminals and cables.
i. Install fairleads through which rudder cables
If an automatic pilot (optional eqUipment) is pass at fuselage station 132.00 and rear spar.
installed, disconnect from rudder cables by j. Install cable clamps (7), attach centering springs
removing attaching clamps. (8), and rig springs in accordance with rigging pro-
cedures.
j. Release tension on nose wheel steering cables k. Rig rudder cables in accordance with rigging
(12 and 14) as follows: procedures.
1. Manually turn nose wheel to an extreme right or
left position to release tension on spring (13). NOTE
2. Disconnect nose wheel steering cables (12 and
14) by either separating nose wheel steering spring If an automatic pilot (optIOnal equipment) is
components or removing cotter pins, washers and installed, the automatic pilot cables must
pins. be connected to the rudder cables.
CAUTION I. Install access covers.

m. Refer to Section 3 and install the following items
Tension on nose wheel steering cables must in accordance with installation procedures:
be released before rudder position cable (10) 1. Stabilizer fairings.
is disconnected. 2. Rear upholstery panel.
k. Disconnect rudder pOSition cable (10) from rud- 4. Seats.
der pedal torque tube (11) by removing cotter pins
and pins. Removal of Rudder Pedal Assembly. (See figure
I. Remove pulley (17) by removing nut and bolt. 7-2. )
nl. Tie guide wire on position cable (10) and route
from underneath floorboard. a. Refer to Section 3 and remove front seats and
front carpet in accordance with removal procedures.
Installation of Rudder Control Cables. (See figure b. Remove boot, retainer and covers from lower
7 -2. ) control column.
c. Remove access covers from forward cabin floor-
a. If removed, place rudder position cable (10) and boards.
Install pulley (17) with pins and cotter pins. d. Release ten~ion on nose wheel steeril:g cables as
CONTROL SYSTEMS
2 8
Detail A
11
1. Stop 7. Cable Clamps 14. Aft Right Steering Cable

2. Rudder Bellcrank 8. Rudder Centering Spring 15. Forward Fuselage Pulley
3. Turnbuckle 9. Center Fuselage Pulley 16. Torque Tube (RH. forward)
4. Aft Fuselage Pulley 10. Position Cable 17. Position Cable Pulley
5. Left Cable 11. Torque Tube (LH. aft) 18. Forward Left Steering Cable
6. Right Cable 12. Aft Left Steering Cable 19. Forward Right Steering Cable I
13. Nose Gear Steering Spring
Figure 7-2. Rudder Control System

CONTROL SYSTEMS
described in Removal of Rudder Control Cables pro- arms (10) with spacers (12), springs (13) and pins
cedures. (14). Secure with roll pins (7).
e. Disconnect rudder position cable (10) and right
nose wheel steering cable (14) from torque tubes (11) NOTE
by removing cotter pins and pins.
f. Disconnect left nose wheel steering cable (12) Springs (13) and spacers (12) are not used on
from rudder pedal torque tube (11) by removing cotter copilot's rudder pedals.
pin and pin.
g. Disconnect rudder cables (5 and 6) from rudder d. Attach brake links (8) to rudder pedals (4) with
pedal torque tubes (11 and 16) by removing cotter pins (2), washers (9) and cotter pins (1).
pins, nuts and bolts.
h. (See figure 7 -3.) Accomplish the following steps: NOTE
1. Disconnect brake master cylinders (24) from the
pilot's rudder pedals by removing cotter pins (5) and To facilitate installation, do not attach co-
pins (3). pilot's rudder pedal assemblies to rudder
2. Disconnect two parking brake cables (17) and pedal torque tubes prior to installation.
four brake links (8) from rudder pedal torque tubes
(22 and 23) by removing cotter pins (15), spacers (18)
and pins (16). Installation of Rudder Pedal Assembly. (See figure
3. Remove copilot's rudder pedals by removing 7-3. )
nuts (20) and bolts (21).
4. Remove upper and lower bearing halves (26 and a. Place rudder pedal assembly in position, remove
27) by removing eight bolts (25). Remove rudder identification tags from bearing halves (26 and 27),
pedal assembly from aircraft. and install with eight bolts (25).
NOTE NOTE
The upper and lower halves of each bearing When installing bearing halves, lubricate in
are matched parts and should be tagged and accordance with Section 2. Rudder pedal tor-
kept in pairs. que tubes must rotate freely in bearings.
b. Install copilot's rudder pedal assemblies on rud-

Disassembly of Rudder Pedal Assembly. (See figure der pedal torque tubes (22 and 23) with bolts (21) and
7 -3. ) nuts (20).
c. Connect two parking brake cables (17) and four
a. Remove brake links (8) from rudder pedals (4) brake links (8) to rudder pedal torque tubes (22 and
by removing cotter pins (1), washers (9) and pins (2). 23) with pins (16), spacers (18) and cotter pins (15).
b. Remove rudder pedals by driving out roll pins d. Attach brake master cylinders (24) to pilot's
(7) and removing springs (13), spacers (12) and pins rudder pedals with pins (3) and cotter pins (5).
(14). e. (See figure 7 -2.) Accomplish the following steps:
1. Attach rudder cables (5 and 6) to rudder torque
NOTE tubes (11 and 16) and secure with bolts, nuts and
cotter pins.
Springs (13) and spacers (12) are not used on 2. Attach left nose wheel steering cable (12) to
copilot's rudder pedals. rudder pedal torque tube (11) and secure with pin
and cotter pin.
c. Remove couplings (28 and 29) from brake torque 3. Attach right nose wheel steering cable (14) and
tubes by removing attaching cotter pins and pins. rudder position cable (10) to rudder torque tube (11)
d. Remove brake torque tubes from rudder pedal with pins and cotter pins.
torque tubes (22 and 23). 4. Connect nose wheel steering cables (12 and 14)
and springs (13) in accordance with the method used
NOTE to release tenSion.
f. Rig rudder control system in accordance with
Bearings (31) in rudder pedal torque tubes (23 rigging procedures.
and 22) and bearings (11) in rudder pedal tor- g. Install access covers.
que tube arms (10) are a press fit and should h. Install boot, retainer and cover on lower control
be removed for replacement only. column.
i. Refer to Section 3 and install front seats and front
Assembly of Rudder Pedal Assembly. (See figure carpets in accordance with installation procedures.
7 -3. )
Rigging of Rudder Control System. (See figure 7 -2. )
a. Insert brake torque tubes into rudder pedal tor-
que tube s (22 and 23). a. Refer to Section 3 and remove the front seats,
b. Install couphngs (28 and 29) on ends of brake front carpet and stabilizer fairings.
tOf(lue lubes wilh attaching pins and cotter pins. b. Remove access covers on floorboard.
e. Install ruddc r pedals on rudder pedal torque tube c. Remove safety wire from any turnbuckle which
I
310 SERVICE MANUAL RUDD~R AND TRIM 7-U /7-68
CONTROL SYSTEMS
(2 X 4) VERTICAL FIN
/
/
/ /
/ /
/ /
//
BLOCK /
BLOCK RUDDER HALF WIRE POINTERJ-----.

I.
- THE DISTANCE BE-
TWEEN STRAIGHTEDGES
MEASURING
ESTABLISHING NEUTRAL RUDDER
POSITION OF RUDDER TRAVEL
1. Establish neutral position of rudder by clamping straightedge (such as wooden 2 x 4) on each Side of
fin and rudder and blocking trailing edge of rudder half the distance between straightedges as shown.
2. Tape a length of soft wire to the stinger in such a manner that it can be bent to index at the lower
corner of the rudder trailing edge.
3. Using soft lead pencil, mark rudder at point corresponding to soft wire indexing point (neutral).
4. Remove straightedges and blocks.
5. Hold rudder against right, then left, rudder stop. Measure distance from pointer to pencil mark
on rudder in each direction of travel. Distance should be between 12.00" and 13.00" for 310 and
13.75" and 14.25" for Turbo 310.
Figure 7 -2A. Checking Rudder Travel
must be adjusted during rigging. NOTE

d. Position cable (10) is a "balance" cable, used to
close the rudder system. Turnbuckle (3) should be Cable tension should be adjusted when am-
G
adjusted so that the remaining cables can be cor- bient temperature is 60° F to 90 F. Allow
rectly rigged and turnbuckles properly safetied. aircraft temperature to stabilize for a period
of four hours.
Change 2
CONTROL SYSTEMS
/---8
,---15
, ,
. -':~-I6
Ig-g11~1l
18
DetailB
\ 24
~1ii::t"'i'==fI'-fI----25
~~rt~~~=====26
~ 27
301-----':~
29
1. Cotter Pin 1l. Bearing 22. Left Rudder Torque Tube

2. Pin 12. Spacer 23. Right Rudder Torque Tube
3. Pin 13. Spring 24. Brake Master Cylinder
4. Rudder Pedal 14. Pin 25. Bolt
5. Cotter Pin 15. Cotter Pin 26. Upper Bearing Half
6. Clevis Rod End 16. Pin 27. Lower Bearing Half
7. Roll Pin 17. Parking Brake Cable 2S. Torque Tube Coupling
S. Brake Link IS. Spacer 29. Torque Tube Coupling
9. Washer 19. Torque Tube Coupling 30. Tie Rod
10. Torque Tube Arm 20. Nut 31. Bearing
21. Bolt
Figure 7-3. Rudder Pedal Assembly

CONTROL SYSTEMS
g. On aircraft 310POOOl and on, adjust rudder be11-

0
NOTE crank stop bolts (1) so that rudder travel is 29° +1 ,
0 0 0
_0° left and 29 +1 _0 right (measured perpendic-
,
To facilitate rigging of the rudder system, ular to hinge line). Resafety bolts. On aircraft
adjust turnbuckle (3) so that approximately Turbo 310P0001 and on, adjust rudder bellcrank stop
0 0 0
5/8 inch of cable terminal is exposed be- bolts (1) so that rudder travel is 34 +1 _0 left and
,
0 0
tween the terminal safety hole and the end 34 +1 0
_0 right (measured perpenducular to hinge
,
of the turnbuckle barrel. This dimension line). Resafety bolts. See figure 7-2A for alternate
may be varied as necessary to accomplish method of measuring travel.
the desired result. h. Safety all turnbuckles from which safety wire
was removed.
e. Place nose wheel in the neutral position and ad- i. (See figure 7 -3.) Adjust cleviS rod ends (6) on
just nose wheel steering cable turnbuckles so that brake master cylinders (24) so the tips of the pilot's
rudder pedals are in neutral and tension on nose rudder pedals are aligned. Adjust right brake link
wheel steering cables (12 and 14) is 20 ±5 pounds. tie rods (30) so that tips of copilot's rudder pedals
f. With nose wheel and rudder pedals in neutral, are aligned.
adjust aft rudder cable turnbuckles so that rudder
is in neutral (streamlined) and tension on rudder WARNING
cables is 25 ±5 pounds, measured forward of center-
ing springs at fuselage station 132 or 45 ±5 pounds Insure that rudder moves in the proper direc-
aft of centering springs. With rudder in neutral, tion when operated by the rudder pedals.
each centering spring should be extended 2 ±. 10 inches,
and clamped to rudder cables. j. Install access covers.
k. Refer to Section 3 and install stabilizer fairings,
carpets, and front seats in accordance with installa-
NOTE tion procedures.
The tension on the nose wheel steering cables

and the aft rudder cables operates in the Same RUDDER TRIM CONTROL SYSTEM.
direction. If either cables are adjusted, it will
be necessary to recheck the tension on the The rudder trim control system is interconnected by
cables which were not adjusted. chains, cables, sprockets, pulleys, miter gears, a
Troubleshooting Rudder Trim Control System.
TRIM CONTROL WHEEL Cable tension too high. Adjust tension in accordance with rig-
MOVES WITH EXCESSIVE ging procedures.
RESISTANCE
Defective miter gear assembly. Repair or replace miter gear as-
sembly.

or cable guards.
Trim tab hinge binding. Lubricate hinge. If nece ssary,

replace.
Bent rudder trim torque tube in Replace torque tube.

control pedestal.
Cables not in place on pulleys Install cables correctly.
LOST MOTION BETWEEN Cable tension too low. Adjust tension in accordance with
TRIM CONTROL WHEEL rigging procedures.
AND TRIM TAB
Change 2
I
310 SERVICE MANUAL RUDD~R AND TRIM 1-9
CONTROL SYST~MS
LOST MOTION BETWEEN Excessive back lash in miter gear Repair or replace miter gear assem-
TRIM CONTROL WHEEL assembly. bly.
AND TRIM TAB (CONT)
Worn universal jOint in rudder Replace universal joint.

trim torque tube in control ped-
estal.
Cables not in place on pulleys. Install cables correctly. Check

cable guards.
TRIM POSITION
INCORRECT TRIM TAB Travel stop blocks loose or in- Adjust stop blocks in accordance
TRAVEL correctly adjusted. with rigging procedures.
CORRECT TRAVEL CAN- Actuator screw incorrectly ad- Adjust in accordance with rigging
NOT BE OBTAINED BY justed. procedures.
ADJUSTING STOP BLOCKS
torque tube, an actuator, and push-pull tube. The j. Remove forward cables (9 and 11) by pulling out
rudder trim control wheel, mounted on the aft side of through acce ss hole in forward cabin floor.
the control pedestal, incorporates a track in which
NOTE
the indicator rides.
To facilitate installation, tie guide wires to
Removal of Rudder Trim Control Cables and Chains. aft ends of cables and leave guide wires in
(See figure 7 -4. ) the fuselage.
a. Refer to Section 3 and remove the following items: k. Remove upper chain (24) by disconnecting master
1. Front seats. linle
NOTE
3. Rear upholstery panel to tailcone.
4. Right side panel from control pedestal. If, during the removal or installation of the
5. Stabilizer fairings. chain, the indicator reaches its extreme
b. Remove access covers from vertical stabilizer travel, disengage from the trim control wheel
adjacent to rudder trim tab actuator and floorboards. track by inserting a screwdriver beneath the
c. Unsafety turnbuckle and disconnect aft cables (6 indicator and prying out of track. This per-
and 7) from forward cables (9 and 11) by removing mits the indicator to be moved, or wheel to
turnbuckle. cotter pin and pin. be turned, before indicator is re -engaged
d. Remove aft pulleys (8) by removing nut, bolt and with track.
cable guard cotter pins. Pull cables aft into tailcone.
e. Remove chain guard from rudder trim tab actua- 1. The above procedure does not include removal of
tor (2) by removing nuts and screws. rudder trim control wheel, indicator, torque tube or
f. Disengage chain (5) from sprocket (4), attach a miter gear assembly, because their removal is not
guide wire to the chain, and remove cables and chain recommended. However, removal of these compon-
from vertical fin. Disconnect guide wire and leave in ents is possible by the following methods:
vertical fin to facilitate installation. l. Trim control wheel (27) and indicator (28) can
g. Remove stop blocks (12) by removing nuts, bolts be removed by drilling out the rivets which attach the
and bushings (13). wheel bracket to the control pedestal and the rivet
h. Remove three sets of pulleys (14) from forward around which the indicator pivots.
cables (9 and 11) by removing nuts, washers and bolts. 2. Torque tube (20) can be removed by removing
i. Disengage forward chain (15) from sprocket (16). upper roll pin and lower roll pin.
NOTE
NOTE
To gain access to the lower roll pin, it may
Chaw guards (18) are flexible enough to allow be necessary to remove the control pedestal,
chain to be disengaged without removing chain or to drill out the rivets which attach the lower
guards. right side panel.
CONTROL SYSTEMS
3. Sprocket (23) and sprocket shaft (21) can be re- Disassembly, Overhaul and Assembly of Rudder
mU\'ed by removing the roll pin. Chain guard (22) Trim Tab Actuator.
can be removed by removing nuts and screws.
4. Miter gear assembly can be removed by remo\"- The instructions for disassembly, overhaul and as-
tnt; the control pedestal and dnlling out enough sembly of the aileron trim tab actuator, given in
attachlng rivets to allow the section of the floor above Section 5, also applies to the rudder trim tab actua-
the miter gear assembly to be lifted for access. tor.
Installation of Rudder Trim Control Cables and Installation of Rudder Trim Tab Actuator. (See
Chains. (See figure 7 -4. ) figure 7 -4. )
a. Install upper chain (24) on sprockets (23 and 25) a. Insert the rudder trim tab actuator (2) into posi-
and connect with master link. tion in vertical stabilizer, and install clamps (3) with
b. Tie ends of cables (9 and 11) to the guide wires, bolts and washers.
pull into position, and remove guide wires. b. Attach the rudder trim tab push-pull tube to the
c. Rotate rudder trim control wheel (27) to center actuator screw (1) with bolt, washer and nut.
indicator (28), and engage forward chain (15) with c. Rotate actuator sprocket (4) so that rudder trim
sprocket (16) so that the ends of the chain are equal tab is in the neutral position, and engage chain (5)
in length from the sprocket. with sprocket (4) so that the ends of the chain are
d. Install three sets of pulleys (14) with bolts, equal in length from the sprocket.
washers and nuts, insuring that the cables are cor- d. Install the chain guard with screws and nuts.
rectly in place as pulleys are installed. e. Connect the aft left cable (7) to forward left
e. Tie the aft chain (5) to the guide wire, pull into cable (9) with pin and cotter pin. Connect aft right
position in the vertical fin, and remove the guide cable (6) to forward right cable (11) with turnbuckle
wire. (10).
f. Rotate actuator sprocket (4) so that rudder trim f. Rig rudder trim control system in accordance
, tab is in neutral, and engage chain (5) with sprocket with rigging procedures.
(4) so that the ends of the chain are equal in length g. Refer to Section 3 and install rear upholstery
from the sprocket. panel to tailcone.
g. Install the chain guard with screws and nuts. h. Install access hole cover on vertical stabilizer.
h. Install aft pulleys (8) with bolts, nut and cable
guard cotter pins. Rigging the Rudder Trim Control System. (See
1. Connect aft left cable (7) to forward left cable (9)
figure 7 -4. )
with pin and cotter pin. Connect aft right cable (6)
to forward right cable (11) with turnbuckle (10). a. Refer to Section 3 and remove the followmg
j. Install the stop blocks (12) with bushings (13), items:
bolts and nuts, and rig the rudder trim control sys- 1. Front Seats.
tem in accordance with rigging procedures. 2. Front, center and rear carpets.
k. Install access covers on vertical fin and cabin 3. Rear upholstery panel to tailcone.
floor. b. Remove floorboard access covers and cover
1. Refer to Section 3 and i"stall the following items: from vertical stabilizer adjac,ent to rudder trim tab
1. Stabilizer Fairings. actuator.
2. Right side panel on control pedestal. c. Remove access hole cover from vertical fin ad-
3. Rear upholstery panel to tailcone. jacent to rudder trim tab actuator.
4. Front, center, and rear carpets. d. Remove safety wire from turnbuckle (10) connect-
5. Front seats. ing rudder trim control cables, adjust to 10 ~3 pounds
tension, and re safety turnbuckle.
Removal of Rudder Trim Tab Actuator. (See figure NOTE
7 -4. )
Cable tension should be adjusted when ambient
a. Refer to Section 3 and remove rear upholstery temperature is 60° F to 90° F. Allow aircraft
panel to tailcone. tempe rature to stabilize for four hours.
b. Remove access hole cover from vertical stabili-
zer adjacent to rudder trim tab actuator (2). e. Move rudder trim control system to neutral by
l'. Un safety turnbuckle (10) and disconnect aft cables rotating trim control whee I so that the ends of the
(6 and 7) from forward cables (9 and 11) by removing chain (5) are equal in length from actuator sprocket
turnbuckle (10), cotter pin and pin. (4), and the ends of chain (15) are equal in length
d. Remove chain g:uard by removing nuts and screws. from sprocket (16).
c. Dlsen~at;e chain (5) from sprocket (4) and tie f. Adjust the rudder trim indicator (28) to the neu-
lilaln tu screw hole In vertical fin. tral position by Inserting a screwdriver beneath the
f. Disconnect rudder trtm tab push-pull tube from Indicator and prying out of track In the trim control
tile actuator screw (1) by rcmoVln~ nut, washer and wheel, moving the tndlcator to neutral, and re-
iJ, ,I t. engaglng with the track.
c!,. Rcmuvc claJllPs (3) by remuvinv; bolts and wash- g. Remove nut, washer and bolt attaching push-pull
l'r". and rCl1lU\'C the rudder trtm tab actuatur (2). tube to the rudder trim tab.
CONTROL SYSTEMS
Detail A
27
~26
~
25
",' ~ 24
;, 23
Detail C
12
···~~I
",... ' I
'~~~. 29
.1:::.". . .
f .•
~.
/
Detail D
3lOQOOO I AN D ON
10613u,-_
D10611005 Detail F
1. Actuator Sc rew 10. Turnbuckle 20. Torque Tube
2. Rudder Trim Tab Actuator 11. Right Forward Cable 21. Sprocket Shaft
3. Clamp 12. Stop Block 22. Upper Chain Guard
4. Actuator Sprocket 13. Bushing 23. Forward Sprocket (Upper)
5. Aft Cham 14. Forward Pulley 24. Upper Chain
6. Right Aft Cable 15. Forward Chain 25. Control Wheel Sprocket
7. Left Aft Cable 16. Forward Sprocket (Lower) 26. Sprocket Shaft
8. Aft Pulley 17. Roll Pin 27. Rudder Trim Control Wheel
9. Left Forward Cable 18. Lower Chain Guard 28. Indicator Arm
19. Gear A::;sembly 29. Rub Blol'k
Figure 7-4. Rudder Trim Control System
Change 8
CONTROL SYSTEMS
h. Place the rudder and the rudder trim tab in neu- vertical stabilizer adjacent to trim tab actuator.
tral. Adjust actuator screw (1) so that the aft hole in 1. Refer to Section 3 and install the following items:
the push- pull tube is aligned with the hole in the trim 1. Rear upholstery panel to tailcone.
tab horn, attach with bolt. washer and nut. 2. Rear, center and front carpets.
i. Loosen stop blocks (12) and move the rudder trim 3. Front seats.
tab to 20° +10. _0° right (measured perpendicular to m. Tolerance for rudder trim tab travel is plus one
hinge line. Locatp. aft stop block adjacent to cable degree and minus zero degrees.
(11) terminal and tighten. Slide center stop block
against aft stop block and tighten. WARNING
J. Move the rudder trim tab to 25 ° +1°. _0° left
(measured perpendicular to hinge line. Slide forward Insure that the rudder trim moves in proper
stop block against center stop block and tighten. direction when operated by the trim control
k. Install floorboard access covers and cover on wheel.
Change 2
I
310 SERVICE MANUAL .. LAP CONTROL SYSTEM 8-1
SECTION 8
FLAP CONTROL SYSTEM
Table of Contents
Page Page
FLAP CONTROL SYSTEM 8-1 Removal of Flap Actuator Assembly 8-7

Troubleshooting Flap Control System 8-1 Removal of Limit Switch Bracket 8-7
Removal 8-2A Installation of Limit Switch Bracket 8-7
Installation 8-2A Installation of Flap Actuator Assembly 8-8
Removal of Flap Control Cables and Removal of Flap Preselect Assembly 8-7
Chains 8-2A Disassembly and Assembly of Flap
Installation of Flap Control Cables Preselect Lever Assembly 8-7
and Chains 8-3 Installation of Flap Preselect Assembly 8-9
Removal of Flap Bellcrank 8-3 Removal of Flap Preselect Control Cable. 8-9
Installation of Flap Bellcrank 8-3 Installation of Flap Preselect Control
Removal and Installation of Flap Cable 8-9
Scissors Assembly 8-3 Rigging Flap Control System 8-9
Troubleshooting the Flap Actuator Rigging Flap Preselect System 8-10
Motor 8-7 Adjustment of Flap-Gear Warning System 8-10
Operational Flight Check 8-10
CAUTION
Primary and secondary flight control cables, push pull tubes, bellcranks and mountings
on late model aircraft use dual locking fasteners. The lock nuts for these fasteners incor-
porate a fiber lock, and are castellated for safetying with a cotter pin. When any of these
areas are disconnected on any aircraft, new dual locking fasteners should be installed.
See the Aircraft Parts Catalog for part numbers and location of these fasteners. I
FLAP CONTROL SYSTEM aft under the floorboard and attached to the flap con-
trol cable. When the preselect lever assembly is
u
The flap control system consists of the flap preselect placed in the 0° (UP), 15 or 35° (DOWN) poSitions,
assembly and flap actuator assembly. The actuator the preselect lever assembly microswitches are en-
assembly is an electric motor which drives a gear ergized and actuates the flap motor, which drives
reduction unit. two sprockets connected in tandem to the flaps until the corresponding flap position is
the reduction unit output shaft by special rivets. The reached. As the flaps reach the preselected position,
sprockets. drive two chain cables which actuates the preselect lever assembly microswitches are de-
four bellcranks in each wing which are interconnect- energized. On aircraft 310Q040 1 and on, a warning
ed by push-pull tubes. The flap preselect assembly switch is mounted on the flap preselect mounting
consists of a preselect lever assembly mounted on bracket to provide an aural warning anytime the flap
0
the instrument panel, flap preselect control cable preselect handle is lowered past the 15 position with
attached to the preselect lever asseIl!bly and routed the landing gear not extended and locked.
Troubleshooting Flap Control System.
FLAPS FAIL TO EXTEND Battery switch OFF. Turn switch ON.

OR RETRACT
Circuit breaker out. Reset circuit breaker.
Defective flap switch and/or Replace flap switch and/or limit

limit switches. switches.
Change 8
8-2 ~L"P CONTftOL SYSTEM 310 SERVICE MANUAL
FLAPS FAIL TO EXTEND Defective flap motor. Replace flap motor.

OR RETRACT (CONT. )
Defective electrical circuit. Replace defective wires.
Stripped or broken drive gear Replace flap motor.

or flap motor.
Stripped or broken gears in Replace reduction unit.

reduction unit.
Drive sprockets not secured to Replace rivets and/or sprockets.

reduction unit output shaft.
FLAPS FAIL TO RETRACT UP limit switch incorrectly adjusted. Adjust in accordance with rigging
procedures.
Incorrect rigging of flap cables, Rig in accordance with rigging

compensated for by incorrect procedures.
adjustment of push-pull rods.
FLAPS FAIL TO EXTEND DOWN limit switch incorrectly Adjust in accordance with rigging
COMPLETELY adjusted. procedures.
Incorrect rigging of flap cables, Rig in accordance with rigging

compensated for by incorrect procedures.
adjustment of push-pull rods.
FLAPS NOT SYNCHROmZED Incorrect adjustment of push-pull Adjust in accordance with rigging
OR FAlL TO FIT EVENLY rods. procedures.
WHEN RETRACTED
Bent push-pull rods. Straighten or replace.
Incorrect adjustment of bellcrank Adjust in accordance with rigging

interconnecting push-pull tubes. procedures.
Incorrect rigging of cables and Rig in accordance with rigging

chains. procedures.
Bent flap. Repair or replace flap.
FLAPS ON ONE SIDE FAlL Drive sprocket for inoperative Replace rivets and/or sprocket.
TO OPERATE side not secured to reduction unit
output shaft.
Broken chain, cable or attaching Replace broken parts.

pin.
Change 6
I
310 SERVICE MANUAL FLAP CONTROL SYSTEM 8-2A/8-28
Removal of Flap. (See figure 8-1.) NOTE
The following is a removal procedure for the left in- To facilitate hinge pin installation, check the
board flap. Remove the other flaps in a similar hinges and pin for distortion, lubricate hinge
manner. pin and taper end of hinge pin.
a. Extend flaps.
b. U inboard flap is being removed, remove lower b. Connect lower scissors link assemblies (17) to
aft wing fillet. flap by installing bolts, spacers, washers and nuts.
c. Disconnect lower scissors link assemblies (17) c. U lower aft wing fillet was removed, install with
by removing nuts, washers, spacers and bolts. attaching screws.
d. Remove the safety from the bent end of the hinge d. Check flap for proper operation and correct
pin (12) and detach flap by removing hinge pin. travel. See Rigging of Flap Control System for limits
and tolerances.
NOTE
U difficulty is encountered in removing out- Removal of Flap Control Cables and Chains. (See
board flap hinge pin, it may be necessary to figure 8 -1. )
remove aileron to gain better access to
hinge pin. a. Remove center seats and center carpet in accord-
b. Remove access covers above and below flap motor.
Installation of Flap. (See figure 8 -1. ) c. Remove aft wing root fillet and aft wheel wells
access cover.
a. Attach flap to wing with hinge pin (12). Safety d. Lower flaps several degrees to decrease tension
bent end of hinge pin (12). on return cables, remove safety from four turn-
Change 6
310 SERVICE MANUAL .. LAP CONT"OL SYSTEM 8-3
buckles (27), and disconnect turnbuckles. NOTE

I e. Disconnect flap extend and return cables from
bellcranks (20) by removing cotter pins, nuts and Steps "a" through "d" apply only to removal
bolts. of the inboard bellcrank of each inboard flap,
f. Remove outboard pulleys (22) by removing nuts To remove any other bellcrank, remove ac-
and bolts. cess hole covers from underside of wing ad-
jacent to affected bellcrank.
NOTE
e. Disconnect push-pull rod (2) from bellcrank by
Cable guard cotter pins are quite difficult removing attaching nut, spacers and bolt.
to install and should be removed only Jor f. Disconnect interconnecting push-pull tube (7)
replacement. from bellcrank by removing attaching nut and bolt.
g. Remove beHcrank by removing safety wire from
g. Remove pulleys (19) and cable guards (24) by re- bolt and remOving bolt and washers, taking care that
moving nuts and bolts. bushing (9) does not fall from bellcrank during re-
h. Remove pulleys (25 and 26) by removing nuts, moval.
bolts and cable guard cotter pins.
i. Tie guide wires to flap cables, pull out through NOTE
access hole in cabin floor, and disconnect guide
wires. Access to bolt is gained by removing a plug
j. (See figure 8-2.) Unsafety and remove four button from the underSide of the wing be-
screws, remove chain guard (7), and disengage neath the bolt.
chains from sprockets (13).
Installation of Flap Control Cables and Chains. (See Installation of Flap Bellcrank. (See figure 8-1.)
figure 8 - 1. )
a. Insert bellcrank through access hole and install
a. Tie flap cables to guide wires and pull into posi- with washers and bolts. Safety bolts and install plug
button on underSide of wing beneath bolt.
tion.
I b. Attach flap extend and return cables (18, 21, 30
and 31) to links of bellcranks (20 and 35) with bolts, NOTE
nuts and cotter pins.
c. Place return cables in position on pulleys (22 Washers and bushing (9) must be in place be-
and 36) and install with bolts and nuts. fore installing bolt.
d. Install pulleys (19 and 34) and cable guards (24)
with bolts and nuts. ' b. Attach interconnecting push-pull tube (7) to bell-
e. Install pulleys (25, 26, 32 and 34) with bolts, crank with attaching bolt and nut.
nuts and cable guard cotter pins. c. Connect push-pull rod (2) to bellcrank with at-
f. Engage chains (28 and 29) with reduction unit taChing bolt, spacers and nut.
sprockets, connect to the cables with four turn- d. Connect flap cables (18 and 21) to bellcrank (8)
buckles (27), and rig in accordance with flap rigging with bolts, nuts and cotter pins.
procedures. e. Rig flaps in accordance with rigging procedures.
g. Install aft wing root fillet and aft wheel wells f. Reinstall access covers.
access cover. g. Install carpet and seats in accordance with Sec-
h. Install access covers above and below flap actu- tion 3.
ator.
i. Install carpet and seats in accordance with Sec-
tion 3. Removal and Installation of Flap Scissors Assembly.
(See figure 8 -1. )
Removal of Flap Be llc rank. (See figure 8 -1. ) a. Removal of flap scissors is as follows:
1. Extend flaps.
Eight bellcranks are used to operate the flaps. The 2. Disconnect upper and lower scissors links (14
following is a removal procedure for the left inboard and 17) by removing nuts, waShers, spacers and
bellcrank of the left inboard flap. Remove the other bolts.
bellcranks in a similar manner. 3. Remove scissor by removing nut, waShers,
a. Remove center seats and center carpet in ac- spacers and bolts which attach scissor to push-pull
cordance with Section 3. rod.
b. Remove access cover from above flap actuator b. Install flap scissors as follows:
and aft wheel well. 1. Attach scissor links (14 and 17) to push-pull rod
c. Lower flaps several degrees to decrease tension using bolt, spacers, washer and nut.
on return cables, remove safety from turnbuckles 2. Connect upper and lower scissor links (14 and
(27), and loosen turnbuckles to release tension on 17) USing bolts, spacers, waShers, and nuts.
cables which route to affected bellcrank only. 3. Check flaps for proper operation and correct
d. Disconnect flap cables (18 and 21) from bell- travel. See Rigging of Flap Control System for
crank by removing cotter pins and pins. limits and tolerances.
Change 6
MODEL 310P AND 310Q
SERVICE MANUAL
Figure 8-1. Flap Installation and Control System (Sheet 1 of 3)
D872-10-13 Temporary Revision Number 12 – Aug 1/2021 Page 8-4

310 SERVICE MANUAL "LAP CONTROL SYSTEM 8-5
Detail A
13
Detail F
17
..
l. Inboard Scissor Assembly 14. Upper Link Assembly 26. Pulley

2. Inboard Push-Pull Rod 15. Spacer 27. Turnbuckles
3. Outboard Scissor Assembly 16. Spacer 2B. Left Flap Chain
4. Outboard Push-Pull Rod 17. Lower Link Assembly 29. Right Flap Chain
5. Outboard Bellcrank lIB. Left Extend Cable 30. Right Extend Cable
6. Center Interconnecting Push-Pull Tube 19. Pulley 31. Right Return Cable
7. Inboard Interconnecting Push-Pull Tube 20. Inboard Left Bellcrank 32. Pulley
B. Inboard Bellcrank 21. Left Return Cable 33. Pulley
9. Bushmg 22. Pulley 34. Pulley
10. Bolt 23. Cable Attachment Lmk 35. Inboard Right Bellcrank
11. Washer 24. Cable Guard 36. Pulley
-12. Hinge Pin 25. Pulley 37. Chaln Guard
13. Nut
Fi~ure 8-l. Flap InstallatlOn and Control System (Sheet 2 of 3)
Chan~e 6
I
8-6 FLAP CONT"OL SYSTEM 310 SERVICE MANUAL
64
63____ /
60 ___ ~1 ''''
40 -----. Ji. •/ .
45 61~"'. J,,: /59

46 62~~ '«~<
~ Detail G 38
39 31OQ0401 AND ON
59
47
48
49--/~'
51--~~lJ),
47
10612003
Detail C D10612003
10611003
C10611004
38. Bolt 44. Arm 51. Nut 58. Cotter Pin

39. Bracket 45. Lever 52. Bracket 59. Stop Bolt
40. Nut 46. Washer 53. Nut 60. Nut
4l. Bushing 47. Control Cable 54. Nut 6l. Warning Switch
42. Bushing 48. Nut 55. Bolt 62. Screw
43. Washer 49. Bracket
50. Nut
56.
57.
Turnbuckle
Preselect Switch
63. Screw (Stop)
64. Bushing I
Figure 8-1. Flap Installation and Control System (Sheet 3 of 3)
Change 8
310 SERVICE MANUAL ,.LAP CONT"OL SYSTEM 8-7
Troubleshooting the Flap Actuator Motor.
BRAKE DOES NOT Loosen or open connections Check test connections; if

RESPOND AS or circuits. Improper all right, test motor cir-
REQUIRED assembly. cuits for proper resistance,
check for proper brake air
gap. Adjust or replace de-
fective parts.
SPEED IS TOO LOW Incorrect end play, shorted Check motor for correct
OR CURRENT IS armature circuit, excessive end play. If all right, test
TOO HIGH bearing friction. motor circuits for shorts.
Replace defective parts.
MOTOR WILL NOT Circuit breaker out Reset breaker, if breaker

RUN will not remain set, check
for shorted wiring in field
circuit. If field circuit is
shorted refer to Landing
Gear and Flap System Com-
ponents Overhaul/Parts
Manual and repair or re-
place motor.
MOTOR NOISY Faulty bearings or armature Refer to Landing Gear and

dragging. Flap System Components
Overhaul/Parts Manual and
repair or replace motor.
Removal of Flap Actuator Assembly. (See figure Removal of Limit Switch Bracket. (See figure 8- 2. )
8-2. )
a. Disconnect and tag electrical wires and route
Flap motor can be removed without removing reduc- from bracket.
tion unit; however, due to limited working space, it b. Remove safety wire from bolts (1).
is desirable to remove reduction unit. c. Remove screw (26) and bolt (1). The lower bolt
a. Remove center seats and center carpet in ac- only needs to be loosened. Bracket hole is slotted
cordance with Section 3. for removal.
b. Remove access cover above flap actuator and d Remove bracket (14) and switch assembly.
underside at fuselage beneath flap motor.
c. Lower flaps several degrees to release tension Installation of Limit Switch Bracket. (See figure 8- 2. )
on return cables, remove safety wire from turn-
buckles (27, figure 8-1), and loosen enough to dis- a. Position bracket (14) and switch assembly to
engage chains. motor (2) and secure with bolts (1), screw (26) and
d. Disconnect electrical wire from flap motor (2). lockwasher (27). Safety wire bolts (1).
e. If optional Nav-o- Mattc 400A Autopilot is in- b. Route electrical wires through bracket and grom-
stalled remove two screws (25) securing bracket met. Connect wires and remove tags.
(23) to reduction unit (3). c. Check that the reduction unit output shaft (11)
f. Unsafety and remove four screws (8), remove does not turn when 800 pound-inches torque is applied.
chain guard (7) and disengage chains from sprockets d. Adjust setscrew (20) to provide O. 005 maximum
(9). transfer shaft movement and secure with locknuts
g. Remove four nuts (4) and screws (5) attaching re- (21).
duction unit to fuselage rear spar.
h. Pull complete actuator assembly aft, tilt it, and NOTE
remove through access hole.
Shaft movement measurement should be
NOTE measured between miter gear (15) and miter
gear (16).
If an automatic pilot (optional equipment) is
installed, disconnect automatic pi lot cables
from clamps attaching them to aileron cables,
and separate beneath flap actuator to remove
actuator from aircraft.
Change 3
8-8 FLAP CONTROL SYSTEM 310 SERVICE MANUAL
e. Connect 24 volt power supply and operate each d. Insert actuator assembly through access hole
direction to check limit switches. and install with four screws and nuts.
f. Assure limit switches operate properly and re-
move 24 volt power supply. NOTE
If an automatic pi lot (optional equipment) is
Installation of Flap Actuator Assembly. (See figure installed, connect the automatic pilot cables
8-2. ) to the clamps which attach them to the aile-
ron cables.
a. Adjust limit switches at the end of the adjusting
slot which is farthest from cam (18) to allow for e. Engage chains with sprockets (9) and rig flap
travel when rigging. control system in accordance with rigging proce-
b. Attach wires from motor to limit switches and dures.
from motor to ground at their respective connections. f. Install access covers above and below flap actu-
and remove tags. ator.
c. Place flap actuator assembly near access hole in g. Install carpet and seats in accordance with
underside of the fuselage, attach electrical wiring to Section 3.
flap motor.
2
5
310POOOl TO 310P0222
Figure 8-2. Flap Actuator Assemblv (Sheet 1 of 2)
Chanp:e 3
310 SERVICE MANUAL FLAP CONTROL SY8T~M S-SA/S-SB
15
22
17
21
14
13
5
18 14 4 19 20 21 19 2
23 24
11
~-----9
25 7
NOTE
USED WITH 400A

NAV-G-MATlC
AUTOPILOT ONLY
310P0222 AND ON
1. Bolt 8. Roll Pin 15. Miter Gear 22. Spacer Bushing

2. Flap Motor 9. Sprocket 16. Miter Gear 23. Resistor Bracket
3. Reduction Unit 10. Roll Pin 17. Shaft 24. Resistor
4. Nut 11. Output Shaft 18. Cam 25. Screw
5. Screw 12. Reduction Unit Cover Plate 19. Spacer 26. Screw
6. Dowel Pin 13. Limit Switches 20. Set Screw 27. LockwaslH'r
7. Chain Guard 14. Limit Switch Bracket 2l. Locknut
Fi~re 8-2. Flap Actuator Assembly (Sheet 2)
Chnn~(' 7
MODEL 310P AND 310Q
SERVICE MANUAL
REMOVAL OF FLAP PRESELECT ASSEMBLY. (See figure 8-1.)
a. Remove knob from lever (45).

b. Disconnect control cable (47) from arm (44).
c. Remove nut (40), bolt (38) and flap preselect lever assembly from bracket (39).
DISASSEMBLY AND ASSEMBLY OF FLAP PRESELECT LEVER ASSEMBLY. (See figure 8-1.)
a. Remove washers (46).

b. Remove bushing (41 and 42) and washer (43) from arm (44).
c. Remove microswitches (57) from arm (44).
d. Assembly of flap preselect is accomplished by reversing disassembly procedure.
INSTALLATION OF FLAP PRESELECT ASSEMBLY.
a. Position flap preselect in bracket (39) and install bolt (38) and secure with nut (40).
b. Connect control cable (47) to arm (44)
c. Install knob on lever (45).
REMOVAL OF FLAP PRESELECT CONTROL CABLE. (See figure 8-1.)
a. Remove necessary carpets and floorboards in accordance with Section 3 to gain access to flap preselect control
cable.
b. Disconnect control cable (47) from arm (44) and remove rod end from control cable (47).
c. Remove control cable (47) from bracket (49) by removing nut (48).
d. Disconnect control cable (47) from turnbuckle (56) and remove rod end from control cable (47).
e. Remove control cable (47) from bracket (52) by removing nut (53).
f. Remove clamps securing control cable (47) to bulkheads.
INSTALLATION OF FLAP PRESELECT CONTROL CABLE. (See figure 8-1.)
Installation of flap preselect control cable is accomplished by reversing removal procedure; rig in accordance with
rigging procedure.
RIGGING OF FLAP CONTROL SYSTEM. (See figure 8-1.)
a. Remove center seats, carpet and floorboards in accordance with Section 3.

b. Check length of inboard push-pull rod (2) on each inboard flap and adjust to 10.45 inches.
NOTE: Length of push-pull is measured between the centerlines of rod end bolt holes.
c. Check length of interconnecting push-pull tubes and adjust, if necessary, to the following dimensions:
• Outboard interconnecting push-pull….33.35 inches
• Center interconnecting push-pull tubes….23.80 inches
• Inboard interconnecting push-pull tubes ….23.80 inches
d. Adjust remaining push-pull rods from bellcranks to scissors so that flaps fit evenly when in the UP position.
e. Connect 24 volt external power source, using a two-position momentary switch, to the flap motor wires so the flap
may be observed while being operated during rigging.
CAUTION: USE CAUTION WHILE OPERATING FLAPS WITH AN EXTERNAL POWER SOURCE, AS LIMIT
SWITCHES ARE INOPERATIVE.
f. (See figure 8-2.) With flaps in the UP position, check flap chains on sprockets and if necessary, adjust as follows:
1. Tape flaps in the UP position.


MODEL 310P AND 310Q
SERVICE MANUAL
2. Unsafety and loosen turnbuckles.

3. Remove chain guard (7) and disengage chain from sprockets (9).
4. (See figure 8-2.) Engage right chain with aft sprocket (9) so that approximately 3 ½ links extend around bottom
side of sprocket.
5. (See figure 8-2.) Engage left chain with forward sprocket (9) so that 3 links extend around the top side of
sprocket.
6. Install chain guard (7) with four screws and safety.
7. (See figure 8-1.) Connect RH extend cable (30) to the long end of chain (top side of aft sprocket) and route over
pulley (32) to bellcrank (35).
8. Connect RH return cable (31) to the short end of chain (bottom side of aft sprocket) and route over pulleys (33 and
34) around outboard pulley (36) and back to bellcrank (35).
9. Connect LH extend cable (18) to the long end of chain (bottom side of forward sprocket) and route over pulley (26)
to bellcrank (20).
10. Connect LH return cable (21) to short end of chain (top side of forward sprocket) and route over pulleys (25 and
19) around outboard pulley (22) and back to bellcrank (20).
11. With flaps secured in UP position, tighten turnbuckles until slack is out of cables. Temporarily rig both return
cables (21 and 31) with 185 pounds tension. Final tension on return cables should be 225 ±25 pounds with flaps in the
UP position. The differential tension between left and right cables should not exceed 25 lbs.
NOTE: At this point, recheck flap position as to being in proper position with respect to wing trailing edge. Should
further adjustment of push-pull rods be necessary, this must be accomplished before setting of cable tension.
12. Remove tape and lower flaps a few degrees at a time, observing for any unusual tension build-up in the cables or
binding of the push-pull tubes and bellcranks, until flaps reach 35° +1° -0°.
CAUTION: CABLE TENSIONS ON THE FORWARD CABLES ARE NOT THE SAME FROM SIDE TO SIDE.
13. Rig both extend cables (18 and 30) with 85 pounds of tension. Final tension of cables, with flaps DOWN should
be 85 ±10 pounds, differential tension between right and left should not exceed 25 pounds.
RIGGING FLAP PRESELECT SYSTEM. (See figure 8-1.)
The following procedure is applicable to 310P0222 and ON.
a. Remove center seats and center carpets in accordance with Section 3.

b. Remove floorboards.
c. Connect 24 volt external power source to external power receptacle.
NOTE: To facilitate rigging of the flap preselect system, a two position momentary switch with suitable length of
electrical wires can be connected to the flap actuator limit switches in such a manner that the flaps can be
observed while being operated during rigging.
d. Loosen nuts (48, 50, 51 and 53) to allow freedom of movement of cable (47).
e. Adjust flap motor limit switches to provide 0 and 37° +1°, -0° flap travel. Adjust return cable tension to 280 lbs. ±20
lbs. with flaps retracted and extend cable tension to 85 lbs. ±10 lbs. with flaps extended.
f. Center control cable (47) in brackets (49 and 52) and tighten nuts (48, 50, 51 and 53) with flaps retracted.
g. At flap preselect assembly adjust limit switches rollers snug against cam ends.
h. Tighten bolt (38) to obtain a 2 lb. ±.5 lb. friction load measured at end of preselect lever with lever between 0° and
15° settings.
i. Adjust control cable (47) rod end and/or cable housing such that 15° flap selection results in 15° ±0° flap travel.
j. Check for .10 minimum clearance between flap arm (44) and stationary panel.
k. Adjust pointer (bend wire) on arm (44) to center on 15 mark.
l. Adjust flap preselect lever upper stop to limit 0° flap setting with 225 lbs. ±25 lbs. return cable tension. Flap angular
travel must be 0° retracted.
m. Position flap preselect lever to 35° (DOWN) adjust stop bolt (59) to limit flap travel to 35° +1° -0°.

MODEL 310P AND 310Q
SERVICE MANUAL
NOTE: When preselect lever assembly is placed in 35° (DOWN) adjust stop bolt (59) to limit flap travel to 35° +1°
-0°.
n. Aircraft 310Q0401 and ON, adjust flap/landing gear warning switch (61). Refer to Adjustment of Landing Gear
Warning System, Section 4.
o. Check flap surface travel tolerances at the following locations: 15° ±0° DOWN; 35° +1°, -0° DOWN; 15° +0°, -2°
from DOWN to UP.
p. Check the extension and retraction time. The flaps should extend in 6.5 to 9.5 seconds and retract in 6.5 and 9.5
seconds.
NOTE: If the flaps will not extend or retract in 6.5 to 9.5 seconds the flap motor should be replaced.
q. Disconnect the 24 volt external power source from flap motor wiring.
r. Perform operational checkout of flap and preselect system, using the aircrafts power system, to ensure that proper
operation of limits switches, preselect switches and flap angular movements are within tolerances.
s. Safety wire all turnbuckles and install floorboards.
t. Install center carpets and center seats in accordance with Section 3.
OPERATIONAL FLIGHT CHECK.
The operational flight check of the flaps consists of flying the aircraft at 165 MPH CAS and operating the flaps down,
noting the extension time. The flaps should extend in 10 to 14 seconds. Operate the flaps up and note the retraction
time. The flaps should retract in 6 to 10 seconds.
NOTE: If the flaps will not extend or retract within the correct time, it will be necessary to replace the flap motor.

310 SERVICE MANUAL ENGINe: 9-1
Section 9
ENGINE
Table of Contents
Page Page
GENERAL INFORMATION 9-2 Unmetered Fuel Test Hookup Check and

Detail Engine Specifications Adjustment (310P and 31OQ) 9-36
(310POOOI and On) 9-2 Unmetered Fuel Test Hookup Check and
Detail Engine Specifications Adjustment (Turbo 310P and 31OQ) 9-36
(Turbo 310P and 31OQ) 9-2 ENGINE OIL SYSTEM 9-39
TROUBLESHOOTING THE ENGINE 9-5 Troubleshooting 9-39
ENGINE COWLS 9-9 Oil Pressure System 9-43
Removal 9-9 Removal and Installation of Oil
Installation 9-9 Pressure Lines and Hoses 9-43
COWL FLAPS Turbo 310P and 31OQ) 9-9 Removal and Installation of Waste-
Removal 9-9 Gate Lines and Hoses (Turbo
Installation 9-9 310P and 31OQ) 9-43
Removal and Installation of Torque Removal and Installation of Turbo-
Tube Assembly 9-9 charger Oil Return Lines - Hoses
Removal and Installation of Control (Turbo 310P and 31OQ) 9-44
Cable 9-9 OIL PRESSURE ADJUSTMENT 9-44
Rigging 9-13 Servicing Oil Pressure Lines 9-44
ENGINE 9-13 Cold Weather Servicing of
Engine Removal (310P) 9-13 Oil Pressure Line 9-44 I
Engine Removal (Turbo 310P and 31OQ) 9-14 OIL FILTER ADAPTER 9-44
Disassembly 9-15 Removal 9-44
I Inspection of Engine Assembly 9-15 Installation 9-44
Engine Installation (310P and 31OQ) 9-15 ENGINE BAFFLES 9-44
Engine Installation (Turbo 310P and Removal (310P and 31OQ) 9-44
31OQ) 9-16 Cleaning and Inspection 9-45
Engine Operational Check 9-21 Installation (310P and 31OQ) 9-48
ENGINE SHOCK MOUNTS 9-22 Removal (Turbo 310P and 31OQ) 9-48
Removal (310P and 31OQ) 9-22 Installation (Turbo 310P and 31OQ) 9-48
Installation (310P and 31OQ) 9-22 TURBOCHARGER INSULATION 9-48
Removal (Turbo 310P and 31OQ) 9-22 Removal and Installation 9-48
Installation (Turbo 310P and 310Q) 9-22 Removal and Installation of
Turbocharger Shield . 9-48A
I Shimming the Engine Mount 9-22
TURBOCHARGER 9-48A
ENGINE CONTROL CABLES 9-24 Removal and Installation 9-48A
Removal 9-24 Am INDUCTION SYSTEM 9-50
Installation 9-24
Removal and Installation 9-50
Rigging 9-24 CONTROLLER AND WASTE-GATE
Rigging Procedures Chart 9-27 ACTUATOR 9-50
ENGINE CONTROL QUADRANT 9-30 Turbocharger Control System Function
Removal and Installation 9-30 and Operation 9-50
Disassembly 9-30 Troubleshooting
Assembly 9-52A
9-30 Controller Operation Flight Check
FUEL INJECTION SYSTEM 9-31 Procedure 9-55
Troubleshooting 9-31
Absolute Pressure Controller 9-55
FUEL-AIR CONTROL UNIT 9-32 Removal and Installation 9-55
Removal 9-32
Installation 9-33
Adjustment 9-58 I
Manifold Pressure Relief Valve
Adjustment 9-33 (Turbo 310P) 9-58
FUEL MANIFOLD 9-33 Removal and Installation 9-58
Removal 9-33 Pressure Ratio Controller 9-58
Ins tallati on 9-33 Removal and Installation
FUEL DISCHARGE NOZZLES 9-58
9-33 Adjustment
Removal 9-34 9-58
Waste-Gate and Actuator 9-59
Installation 9-34 Removal and Installation 9-59
FUEL INJECTION PUMP 9-34 ENGINE IGNITION SYSTEM
Removal 9-59
9-34 Troubleshooting
Installation 9-34 9-59
Fuel Mixture Check 9-34
Change 6
I
9-2 I!N(SINI!
310 SERVICE MANUAL
Table of Contents (Continued)

Page Page
MAGNETOS 9-60 Removal 9-67
Removal 9-60 Installation 9-67
Inspection 9-60 ENGINE EXHAUST SYSTEM 9-67
Breaker Assembly Main Spring Check 9-60 Removal (310P and 31OQ) 9-67
Maintenance 9-62 Installation (31OP and 31OQ) 9-67
Internal Timing 9-62 Removal (Turbo 310P and 3lOQ) 9-68
Installation of Magnetos and Ti ming Removal and Installation of Exhaust Slip
(310P and 31OQ) 9-64 Joint Seals and Expansion Ring
Installation of Magnetos and Timing (Turbo 310Q0401 and On) 9-68
(Turbo 310P and 310Q) 9-65 Installation (Turbo 310P and 31OQ) 9-68
Ignition Switches 9-65 EXTREME WEATHER MAINTENANCE 9-70
IGNITION CABLES 9-65 Cold Weather 9-70
Removal 9-65 Winterization Kit 9-70
I Cleaning and Inspection 9-65 Hot Weather 9-71
Installation 9-65 Dusty Conditions 9-71
SPARK PLUGS 9-67 Seacoast and Humid Conditions 9-71
GENERAL INFORMATION all-metal, two bladed propeller (standard eqUipment)

or three bladed propeller (optional equipment), con-
The 310P and 310Q aircraft incorporate two Conti- stant-speed, full-feathering propeller. In addition
nental six- cylinder, horizontally-opposed engines. to the propeller and the above mentioned engine ac-
The detail specification lists the engine specifica- cessories, the complete engine assembly consists of
tions for the individual 310P, 310Q and the Turbo the following Cessna installed items; propeller gov-
310P, 31OQ. Installed on each engine are two mag- ernor, engine baffles, induction air filter, vacuum
netos, twelve spark plugs, ignition harness and wir- pump, exhaust stack assemblies. cylinder head tem-
ing, primer distribution lines and fittings, engine- perature, oil temperature bulb, cowl flap assembly
driven fuel pump, continuous flow fuel injection sys- (Turbo 3l0P and 31OQ). crankcase breather line and
tem, pressure type intake manifold piping, integral various other lines, hoses, fittings and brackets nec-
oil pump and externally mounted oil cooler, starter, essary for the proper assembly and operation of the
and various adapters, clamps and brackets for mount- engine.
ing these items on the engine. Each engine drives an
Detail Engine Specifications (3l0POOOl AND ON)
Model IO-470-vO
Propeller Drive Ratio Direct
Propeller Shaft Rotation (Looking Forward) ClockWise
Bore, Inches 5.00
Stroke, Inches 4. 00
Displacement, Cubic Inches 471
Compression Ratio 8.6:1
Oil SAE Number Above 40° F SAE #50

Below 40° F SAE 10W30 Multi - Viscosity or SAE #30
Oil Sump capacity (Without Filter) 12 Qts.
Fuel. Aviation Grade, Octane (Minimum) (Low Lead Fuels are Approved for Use) 100/130
Fuel System Continental Fuel Injection
Fuel Injector Continental Fuel Injection
Magneto Drive, Ratio to Crankshaft 1. 5:1
Change 6
I
310 SERVICE MANUAL ~NeIN~ 9-3
Magnetos (See Section 1 ) Counterclockwise·
Tachometer Drive, Ratio to Crankshaft 0.5:1

Rotation Coun te r clockwise·
Starter Drive, Ratio to Crankshaft 32:1

Rotation Counterclockwise·
Alternator Drive, Ratio to Crankshaft 3.5:1

Rotation Counterclockwise·
Vacuum Pump Drive, Ratio to Crankshaft 1. 5:1

Rotation Clockwise·
Propeller Governor Drive, Ratio to Crankshaft 1:1

Rotation Clockwise·
Spark Plug Type SL300A
Spark Occurs (Degrees BTC) Both Magnetos
Spark Plug Gap 0.016-0.018
Firing Order 1-6-3 -2 -5-4
Oil Pressure (Lbs. Per Sq. Inch)

Normal 30 to 60
Maximum 100
Idling (Minimum) 10
Oil Temperature (" F)

Normal
Maximum
Cylinder Head Temperature (0 F)

Maximum
Cruise
Minimum (Takeoff)
Standard Engine Dry Weight (Lbs. ) 461
*Direction of rotation facing engine drive pad.
Detail Engine Specifications (Turbo 310POOOI AND ON)
Model TSIO-520-B
Propeller Drive Ratio Direct
Propeller Shaft Rotation (Looking Forward) Clockwise
Bore, Inches 5.25
Stroke, Inches 4. 00
Displacement, Cubic Inches 520
Compression Ratio 7.5:1
Change 6
9-4 ENGINE 310 SERVICE MANUAL
Oil SAE Number Above 40° F SAE #50

Below 40" F SAE #30
Oil Sump Capacity (Without Filter) 12 Qts.

Fuel. Aviation Grade, Octane (Minimum) 100/130
Fuel System Continental Fuel Injection
Fuel Injector Continental Fuel Injection
Magneto Drive, Ratio to Crankshaft 1. 5: 1
Magnetos (See Section 1) Counterclockwise*
Tachometer Drive, Ratio to Crankshaft 5: 1

Rotation . Counterclockwise*
Starter Drive, Ratio to Crankshaft 48: 1

Rotation Counterclockwise*
Alternator Drive, Ratio to Crankshaft 3:1

Rotation Clockwise*
Vacuum Pump Drive, Ratio to Crankshaft 1. 5: 1

Rotation Clockwise*
Propeller Governor Drive, Ratio to Crankshaft 1:1

Rotation Clockwise*
Spark Plug Type See Section 1
Spark Occurs (Degrees BTC) Both Magnetos I

Spark Plug Gap 0.016-0.018
Firing Order 1-6-3-2-5-4

Oil Pressure (Lbs. Per Sq. Inch)
Normal 30to 60
Maximum 100
Idling (Minimum) 10
Oil Temperature (0 F)
0
Normal 170
. I :.faximum 240'
Cylinder Head Temperature (OF)

Maximum
Cruise
Minimum (Takeoff)
Standard Engine Dry Weight (Lbs. )

(With Turbocharger Accessories) 477.50
*Direction of rotation facing engine drive pad.
Change 7
310 SERVICE MANUAL ~NeINE 9-5
TROUBLESHOOTING THE ENGINE.

ENGINE WILL NOT Fuel tank empty. Fill with correct grade of fuel.
START
Improper starting procedure. Refer to Pilot's Checklist for starting pro-
cedures and check for performance of each
item.
Cylinder overprimed. With auxiliary fuel pump switch OFF, al-

low manifold to drain at least 5 minutes or
until fuel ceases to flow out of the drain
under the nacelle. If circumstances do not
allow natural draining periods recommend-
ed above, with the auxiliary pump switch
OFF, magneto switches OFF, mixture idle
cut-off and throttle full open, turn engine
with starter and/or by unfeathering for a
minimum of 15 revolutions.
CAUTION
If the primer switch is activated for excessive periods of time with the engine inopera-
tive on the ground or during flight, damage may be incurred to the engine and/or air-
craft due to fuel accumulation in the induction system. Similar conditions may develop
when the engine is shutdown with the auxiliary pump switch in the ON position.
Induction system leak. Tighten or replace loose or damaged hose

connections.
Excessive starter slippage. Replac e starter adapter.
Fuel system malfunction. Isolate cause and correct. (See Trouble-
shooting the Fuel Injection System and
refer to Section 11 for Troubleshooting the
Fuel System.)
Ignition system malfunction. Isolate cause and correct. (See Trouble-
shooting the Ignition System.)
ENGINE WILL NOT Propeller levers set in high pitch Use low pitch (INCREASE RPM) position
RUN AT IDLING (DECREASE RPM). for all ground operations.
Fuel injection system improperly See Troubleshooting the Fuel Inj ection
adjusted. System.
Air leak in intake manifold. Tighten loose connection or replace dam-
aged part.
Spark plugs fouled by oil escaping Top overhaul.
past piston rings.
ROlJGH IDLING Fuel injection system improperly See Troubleshooting the Fuel Inj ection
adjusted. System.
Mixtures levers set for lean Use FULL RICH pOSition for all ground
mixture. operation.
Fouled spark plugs. Remove and clean. Adjust gaps.
Discharge nozzle air vent manifold Set fuel control on FULL RICH position,
restricted or defective. turn au.xiliary pump ON, check to be sure
feed lines and filters are not restricted.
Clean or replace defective components.
Hydraulic lifters fouled. Remove and clean lifters. Inspect and
clean oil filter at more frequent intervals.
Burned or warped exhaust valves, Top overhaul.
worn seats, scored valve guides.
9-6 I!NGINI! 310 SERVICE MANUAL
ENGINE RUNS TOO LEAN Improper manual leaning proce- Operate in FULL RICH position below
AT CRUISING POWER dure. 5000 feet. Above 5000 feet, retard
mixture levers until a slight drop in
rpm is noted, then advance levers ap-
proximately one inche toward FULL
RICH position.
Fuel flow reading too low. Check fuel strainer for clogging.
Clean screen. (Refer to Section 11. )
Fuel injection malfunction. See Troubleshooting the Fuel Injection

System.
ENGINE RUNS TOO RICH Restrictions in air intake passages. Check passages and remove restric-
A T CRUISING POWER tions.
ENGINE RUNS TOO LEAN Fuel injection malfunction. See Troubleshooting the Fuel Injection
OR TOO RICH AT THROT- System.
TLE SETTINGS OTHER
THAN CRUISE
CONTINUOUS FOULING Piston rings excessively worn or Replace rings. Replace cylinder if
OF SPARK PLUGS broken. damaged.
Oil leakage from turbocharger Check turbocharger oil drain lines,
I into intake system. (Turbo

310POOOI AND ON.)
separator and scavenger oil pump.
Piston rings inverted or not Install with side marked "TOP" toward
seated. piston head. Allow approximately 25
hours for new rings to "wear in. "
ENGINE RUNS ROUGH Loose mounting bolts or damaged Tighten mounting bolts. Replace
A T HIGH SPEED mount pads. mount pads.
Plugged nozzle. Clean.
Propeller out of balance. Remove and repair.
Ignition system malfunction. See Troubleshooting the Ignition System.
REGULAR MISSING AT Broken valve spring. Replace.

HIGH SPEED
Plugged Nozzle. Clean.
Burned or warped valve. Top overhaul.
Hydraulic tappet dirty or worn. Remove and clean or replace.
SLUGGISH OPERATION Throttle not opening wide. Check and adjust linkage. (See Rigging
AND WW POWER of Mixture and Throttle Controls. )
Exhaust system leakage. Locate and correct.
Restrictions in air intake passages. Check passages and remove restric-

tions.
I Turbocharger wheels rubbing

(Turbo 310P. )
Ignition system malfunction.

Replace turbocharger.
See Troubleshooting the Ignition System.

I
310 SERVICE MANUAL ENGINE 9-7
SLUGGISH OPERATION Fuel injection malfunction. See Troubleshooting the Fuel Injection
AND WW POWER System.
(Continued)
Valve seats worn and leaking. Top overhaul.
Piston rings worn or stuck in
grooves.
HIGH CYLINDER HEAD Low octane fuel. Drain tanks and replace with correct
TEMPERATURE grade of fuel. (Refer to Section 2. )
Lean fuel/air mixture due to im- See "CORRECTION" under "Engine

proper manual leaning procedure. runs too lean at curising power. "
Cylinder baffles loose or bent. Check and correct.
Dirt between cylinder fins. Clean thoroughly.
Excessive carbon deposits in Top overhaul.

cylinder head and on pistons.
Exhaust system gas leakage. Locate and correct.
Exhaust valves leaking. Top overhaul.
OIL LEAKS At front of engine: damaged Replace

crankshaft oil seal.
Around push rod housings: dam- Replace.

aged push rod housing packing.
Around propeller mounting flange: Replace. (Refer to Section 10. )

damaged hub O-ring seal.
Around plugs, fittings and gaskets Tighten or replace.

due to looseness or damage.
LOW COMPRESSION Piston rings excessively worn. Top overhaul.
Valve faces and seats worn. Top overhaul.
Excessively worn cylinder walls. Replace cylinders and piston rings.
ENGINE WILL NOT AC- Unmetered fuel pressure too lligh. See Unmetered Fuel Pressure and
CELERATE PROPERLY Mixture Checkout and Adjustment.
Waste-gate does not close See Waste-Gate Check and Adjustment.

properly.
Leak in turbocharger discharge See Inspection of Engine and Turbo-

pressure system. (See Note. ) charger Installation.
NOTE
Leak in turbocharger discharge system is characterized

by the engine leaning out at idle, but when acceleration is
attempted, it will not accelerate because of an over rich
mixture. However, when the mixture control is leaned
the maximum RPM will be low and the engine will be very
rough.
9-8 ENaIN~ 310 SERVICE MANUAL
SLOW ENGINE ACCEL- Mixture too rich. Momentarily pull mixture control back
ERATION ON A HOT until engine acceleration picks up, then
DAY move mixture control to full forward
again.
ROUGH IDLE AT AIR- Mixture too rich. Pull mixture control back to where the
FIELDS WITH GROUND engine operates the smoothest at IDLE
ELEVATION OF 3500 RPM.
FEET OR HIGHER
SLOW ENGINE ACCELERA- Mixture too rich. Pull mixture control back to where en-
TION AT AIRFIELDS WITH gine operates at IDLE RPM. Engine
A GROUND ELEVATION OF should accelerate normally.
3500 FEET OR HIGHER
MANIFOLD PRESSURE Engine acceleration too rapid Open throttles about half-way. Let en-
OVERSHOOT ON ENGINE from idle to full power. gines accelerate to 29 inches Hg. and
ACCELERATION peak. Move throttles to full open po-
sition.
ENGINE WILL NOT STOP Manifold valve not seating tightly. Repair or replace manifold valve.
AT IDLE CUT-OFF
ENGINE WILL NOT START Manifold valve sticking closed. Repair or replace manifold valve.
HIGH ENGINE IDLE PRES- Manifold valve sticking closed. Repair or replace manifold valve.
SURE IMPOSSIBLE TO
OBTAIN
ERRATIC ENGINE Manifold valve sticking part- Repair or replace manifold valve.
OPERATION way, or not free.
CLIMBING TO ALTITUDES Fuel vaporization. Turn boost pumps ON when climbing

ABOVE 12,000 FEET, EN- 12,000 feet, when climb completed
GINE QUITS WHEN continue with boost pumps ON until
POWER REDUCED vaporization possibility is eliminated.
Lean mixture during climb to proper
fuel flow for power being used. En-
gines may quit when throttles are
brought back for power adjustment
after leveling off. If this occurs, lear.
mixture and engines will pick up again.
MANIFOLD PRESSURE 1000 feet critical altitude toler- Advance one throttle in front of the
BETWEEN ENGINES ance between engines. other to keep manifold pressure the
VARIES WITH ALTITUDE same.
MANIFOLD PRESSURE Waste-gate stuck or closed. Adjust throttles after airspeed has in-
VARIES WITH AIRSPEED. creased from climb speed.
INCREASE WHEN AIRSPEED
INCREASED, DECREASE
WHEN AIRSPEED DE-
CREASED
NOTE
The left engine manifold pressure will not normally increase

or decrease more than right engine because of location of
left engine air intake duct.
MANIFOLD PRESSURE Waste-gate OPEN, RPM increase Normal turbocharged engines charac-
VARIES WITH ENGINE manifold pressure slight decrease. teristic.
RPM RPM decrease manifold pressure
slight increase.
Waste-gate CLOSED, RPM in- Normal turbocharged engines charac-

crease, manifold pressure slight teristic.
increase. RPM decrease, mani-
fold pressure slight decrease.
MANIFOLD PRESSURE Waste-gates CLOSED. Fuel flow increase the mass flow of
VARIES WITH INCREAS- exhaust increased, turbine turns faster
ING OR DECREASING more induction air furnished engine
FUEL FLOW resulting in manifold pressure in-
crease.
ENGINE COWLS. NOTE
Removal and Installation of Engine Cowls. (See fig- Secure hinge pin (11) with cotter pins upon
ure 9-1. ) installation.
NOTE
Removal and Installation of Torque Tube Assembly.
This removal procedure is for the RH engine (See figure 9-2. )
cowling. LH engine cowling is removed in a
similar manner. a. Position cowl flap to OPEN.
b. Disconnect turnbuckle (7) from inboard bellcrank
a. Release fasteners retaining cowl doors (6 and 7) assembly (2) by remOving nut, bushing, washers and
to upper cowl assembly (3). screws attaching upper link (12) to bellcrank assem-
b. Release fasteners retaining upper cowl assembly bly (2).
(3) to engine nacelle structure and nose caps and re- c. Disconnect control cable (1) from bellcrank (2)
move upper cowl assembly (3) from aircraft. by removing nut, bushing, washers and bolt.
c. Remove screws attaching lower portion of cowls d. Unsafety and remove roll pin securing outboard
(8) to engine beam assembly. bellcrank (5) to torque tube assembly (3).
d. Release fasteners retaining nose cap assemblies e. Route torque tube assembly (3) from engine na-
(10 and 11) to forward engine beam assembly. celle through the inboard cowl flap opening.
e. Remove screws securing nose cap assemblies f. Install torque tube assembly (3) by reverSing re-
(10 and 11) together and remove nose cap assemblies. moval procedures.
NOTE NOTE
To remove oil filler door (5) from upper cowl On installation, safety wire roll pin (6) to
section. pull hinge pin (4). bellcrank assembly (5).
f. Install engine cowling by reversing removal pro- g. Check rigging in accordance with rigging proce-
cedures. dures.
Removal and Installation of Control Cable. (See fig-

I COWL FLAPS. (TURBO 310POOOI AND ON). ure 9-2. )
a. Remove engine cowling.
Removal and Installation of Cowl Flaps. (See figure b. (Refer to Section 3, Control Pedestal Installation)
9-2. ) Remove center side panel and control cover from
control pedestal.
a. Position cowl flaps to OPEN. c. Position cowl flaps to OPEN.
b. Disconnect lower link (8) from bracket (9) on d. Disconnect clevis end of control cable (1) from
door assembly (10) by removing attaching nut and bolt. inboard bellcrank (2) by removing attaching nut, bush-
c. Remove hinge pin (11) from hinge halves and re- ing. washers and bolt.
move door assembly (10) from engine nacelle. e. Remove nuts retaining control cable (1) to na-
d. Install door assembly (10) by reverSing removal celle bracket.
procedures. f. Loosen nut retaining control cable (1) to pedestal.
9-10 I!NelNI! 310 SERVICE MANUAL
10
310POOOI AND ON
1. Winterization Baffle 5. Oil Filler Door 8. Lower Cowl Assembly LH

2. Attaching Bracket 6. Aft Cowl Door 9. Hinge Pin
3. Upper Cowl Assembly 7. Cowl Door 10. Nose Cap Assembly - Left Half
4. Hinge Pin 1l. Nose Cap Assembly - Right Half
Figure9-1. Engine Cowling (Sheet 1 of 2)

~ ..
I TURB O 310POOOl AND ON
. e CowlIng
Figure 9- 1• Engm . (Sheet 2 of 2)
9-12 eNC3INe
310 SERVICE MANUAL
1---5
11
15
NOTE
4 50 +.50
. -. 10 DIMENSION TAKEN WITH
COWL FLAP CLOSED
NOTE
DIMENSION TAKEN THRU
CENTERLINE OF FLAP
TURBO 310POOOI AND ON AND NACELLE OPENING
1. Control Cable 6. Roll Pin 11. Hinge Pin

2. Inboard Bellcrank Assembly 7. Turnbuckle 12. Upper Link
3. Torque Tube Assembly 8. Lower Link 13. Pedestal
4. I3earing Block 9. Bracket 14. Engine Nacelle Bracket
5. Outboard Bellcrank 10. Door Assembly 15. Lower Nacelle
Figure 9-2. Cowl Flap Installation

Change 7
I
310 SERVICE MANUAL ENeIN! 9-13
g. Tie guide wire to control cable (1) and route WARNING

from wing to control pedestal.
h. Install control cable (1) by reversing removal These magnetos 00 NOT have internal
procedures and rig in accordance with rigging pro- grounding springs. Ground the magnetos
cedures. to the crankcase to prevent accidental
firing.
Rigging of Cowl Flaps. (See figure 9-2. ) e. Drain the oil in accordance with Section 2. Re-
place the drain plug.
a. Position cowl flaps to OPEN. f. Remove the propeller in accordance with Section
b. Locate the centerline of cowl flap door (10) and 10.
nacelle opening. Measure the distance of travel for g. Disconnect the engine controls as follows:
14.50 +.50, -.10 inches. 1. Disconnect the induction air control (3), the
c. Adjust travel of flap doors by increasing or de- mixture control (24), and the throttle control.
creaSing the length of clevis end on control cable (1). 2. Disconnect the propeller control (30) at the
d. Position cowl flaps to CLOSE. governor (26). Remove the propeller control bracket
e. Check the extension of control handle for not (31) from the intake manifold (20) by loosening the
I more than 3.50 +. 00, -.50 inches of travel from bracket clamps.
control pedestal. h. (Refer to Section 10.) If installed, remove pro-
peller unfeathering system hose at the governors.
ENGINE.
Engine Removal Procedures (310PO001 and On). CAUTION

(See figure 9-3.)
The propeller unfeathering accumulator is
The removal procedures given apply to either engine normally pressurized, therefore, release
on the 310P, 310Q and the Turbo 310P, 310Q air- accumulator pressure by referring to Sec-
craft although the routing of wire bundles, cables, tion 10 before attempting to disconnect hose
lines, hoses and conduit varies between engines; the from governor.
following description will be typical for each speci-
fied aircraft. Identify each item as it is disconnected i. Disconnect wires and cables as follows:
to aid in reinstalling. Cover the open ends of all 1. Disconnect oil temperature electrical connector
lines and hoses to prevent entry of foreign materials. (12) located directly below the oil cooler (14). Dis-
connect oil temperature ground wire.
2. Disconnect tachometer generator (21) electrical
CAUTION connector.
3. Disconnect starter cable (19).
Before removing engine, place a suitable 4. Remove the cylinder head temperature bulb (9)
padded support under fuselage bulkhead at 5. Disconnect alternator cables (51) and cable
approximately FS132:00 to prevent aircraft shielding ground.
from tipping backwards. 6. Disconnect fuel pressure switch (40) wiring.
7. Disconnect wiring at radio noise filter (51).
8. Remove all clamps attaching wires or cables to
the engine. Pull all wires and cables aft to clear the
NOTE engine assembly.
j. Remove engine ground strap from engine mount
If engine is being removed to be placed in assembly by removing existing bolt.
storage. proper preparatory steps as out- k. Disconnect lines and hoses as follows:
lined in Section 2. "Extended Storage, .. 1. Separate crankcase breather line (33) at hose
must be observed. In addition to the above connector just aCt of right rear engine baffle (17).
mentioned procedures. cover all engine 2. Disconnect vacuum line (37) from vacuum
and accessory vents and other openings. pump (22).
Including the crankcase breather, with 3. Disconnect fuel vapor return line (39) from the
other vapor -proof material. outboard nacelle rib.
4. Disconnect the fuel pressure gage line (41) from
the right rear engine baffle.
5. Disconnect the manifold pressure hose (25) from
a. Turn all cockpit switches and fuel selector the intake tube at the right rear of the engine.
valves OFF. 6. Disconnect oil pressure hose (45) at the in-
b. Open the battery circuit by disconnecting the board nacelle rib and remove the clamp which
battery ground caWe. fastens it to the canted bulkhead. Pull the hose
c. Remove engine cowling in accordance with re- free of the canted bulkhead.
moval procedures. 7. Disconnect fuel pump supply line (43) at the fuel
d. Disconnect magneto ground wires (32) at the pump (49).
magnetos and withdraw them aft through the right
rear engine baffle (17).
Change 7
9-14 !NGINE 310 SERVICE MANUAL
WARNING f. Remove all clamps attaching engine wire bundle

(27) to engine components and route clear of engine
Fuel and oil draining from lines and hoses is assembly.
a fire hazard. Prevent fuel and oil from g. Remove engine ground strap (33) from engine
collecting in the engine nacelle. beam assembly by removing eXisting bolt.
h. Drain engine oil in accordance with Section 2.
8. Disconnect the two manifold drain hoses (23 and Replace drain plug and tighten.
44) from rear intake elbows. i. (Refer to Section 13.) If installed, remove pro-
peller unfeathering system hose at the governors.
NOTE WARNING
If oil dilution system is installed, disconnect The propeller unfeathering accumulator is

oil dilution hose at crankcase fitting just be- normally pressurized, therefore, release
low the fuel pump. accumulator pressure by referring to Sec-
tion 10 before attempting to disconnect hose
1. Disconnect exhaust stacks (38) from each cylin- from governor.
der by removing attaching nuts.
m. Attach a hoist to the lifting eye at the top center j. Remove propeller in accordance with Section 10.
of the engine crankcase. Lift the engine just enough k. Disconnect propeller control rod end (24) at the
to relieve its weight from the engine mounts. governor (25) by removing nuts, spacer and bolt.
1. (see figure 9-6.) Disconnect propeller control
support bracket (7) from engine intake manifold by
CAUTION removing clamps.
m. Disconnect the following lines and hoses from
Place a stand under the aircraft tailcone engine assembly:
bumper before removing an engine. The 1. Vacuum hose (6) from vacuum pump (5).
loss of engine weight may allow the tail to 2. Turbocharger air pressure hose (3) from mani-
drop. fold fitting (4).
3. Aft air intake manifold drain hose (37) from
n.
Remove engines as follows: (see figure 9-5.) manifold fitting (36).
Remove bolts (8).
1. 4. Slide shrouds (48, 49 and 50) clear of fittings on
2. Hoist engine out of the nacelle and clear of the hose assemblies (16, 18 and 21), disconnect line and
aircraft. hose assemblies (16, 18, 19, 20 and 21) from fuel
pump (17).
5. Remove clamp and metered fuel hose shroud
CAUTION (42) from rear baffle (35).
6. Metered fuel hose (28) from fuel manifold valve
Hoist engine slowly and make certain that all assembly (30).
wires, lines, and hoses have been discon-
nected.
NOTE
3. Remove mount pads (3 and 6) and spacers (5)
from engine mount bracket (4). Route metered fuel hose (28) through engine
baffle.
I
Engine Removal Procedures (Turbo 310P and 31OQ).
(See figure 9-4. )
7. Oil cooler hose assembly (8) from oil cooler (2).
8. Turbocharger oil return hose assembly (41)
from scavenger pump (40).
9. Oil return hose assembly (7) at the crankcase.
a. Turn all cockpit switches and fuel selector
valves OFF. 10. Remove fuel pressure hose (43) from baffle
b. Open the battery circuit by disconnecting the fitting.
battery ground cable. n. Disconnect drain line (26) from intake manifold
crossover (23).
c. Remove engine cowling in accordance with re-
moval procedures.
d. Disconnect starter cable (39) from starter (38).
o. Disconnect exhaust stacks (22) at ball joint
at the end of bellows.
I
e. Tag and disconnect the engine wiring bundle (27) p. Loosen clamp and disconnect hose (13) from the
from the following components: throttle body (12).
1. Magnetos (1). q. Disconnect oil separator drain line (9) from oil
2. Alternator (32). separator (10).
3. Propeller deice brush holder assembly (31) r. Attach engine hoist to the engine hoisting lug
(optional equipment). (29) and lift the engine just enough to relieve weight
4. Starter (38). from the engine mounts.
5. Tachometer (11).
6. Oil temperature bulb (located on lower portion
of oil cooler).
7. Cylinder head temperature bulb (34).
310 SERVICE MANUAL eNGINE 9 -15
CAUTION c. Refer to Section 12, remove vacuum pump in ac-

cordance with removal procedures.
Place a suitable stand under the aircraft d. Remove engine baffles in accordance with remov-
tailcone bumper before removing engine. al procedures.
The loss of engine weight may cause the e. Remove the tachometer generator by removing
tail to drop. four nuts and lifting tachometer generator free of
drive adapter.
s. (See figure 9-5.) Remove the engine mounts and f. Refer to Section 10, remove propeller governor
engine as follows: in accordance with removal procedures.
1. Remove heat shield (17) from fitting assembly g. Remove all other fittings, hoses, lines and at-
(ll) by removing screw. taching parts necessary to facilitate maintenance of
2. Remove bolt (8) and lock washer (7) from engine engine.
mount (2). h. To as&emble the engine, reverse the engine dis-
3. Hoist engine out of nacelle and clear of aircraft. assembly procedures.
Disassembly and Assembly of Engin~. Inspection of Engine Assembly.
Refer to Section 2 Cleaning, Inspection, Servicing

NOTE and Repair, for inspection of engine.
The disassembly procedure is the same for

either engine and is intended to cover only
those items which could normally be expec- Engine Installation Procedures (310POOOl AND ON).
ted to require removal or are not noted by (See figure 9-3. )
Continental Motors Corporation "Engine
Maintenance and Overhaul" manual for en- NOTE
gine specified.
The installation procedure is the same for
a. Hoist engine assembly to a convenient working either engine. Although there is some dif-
height. ference in the routing of wire bundles, lines,
b. Clean engine assembly as prescribed by afore- hoses and conduit, the following procedure
mentioned engine maintenance and overhaul manual. is typical for installation of either engine.
a. HOist engine to a point just above the nacelle.

CAUTION b. (See figure 9-5.) Install the engine mounts and
engine as follows:
Particular care should be given to electrical 1. Position upper mount (3) on engine mount brac-
components before cleaning. Solvents should ket (4).
not be allowed to enter magnetos, starters, 2. Using a shop punch, or like instrument, as an
I alternators, and any lubricated controls.

These items must be protected with cover
aligning tool, guide engine on upper mount (3) and
engine mount bracket (4).
before saturating the engine with solvent.
Any oil, fuel, and air openings on the engine
accessories should be covered before wash- NOTE
ing down the engine with solvent. Caustic
c leaning solutions should be used cautiously Align exhaust stack assemblies with engine
and should always be properly neutralized studs as engine is being lowered on mounts.
after their use.
3. Assemble lock washer (7), lower mount (6) and
bonded spacer (5) on bolt (8). Position these items
NOTE on the engine mount bracket (4) and index lower
mount (6) with aligning pin to notch in engine mount
As each of the following items is removed bracket.
from the engine, place a temporary cover 4. Torque bolt (8) to 50 +0, -5 foot-pounds.
over the hole left by the removal of the item. 5. Safety bolt (8) by crimping the ears on lock
This procedure should prevent the acciden- washer over the flat surfaces of the bolt head.
tal entry of foreign material which could
cause engine damage or lead to a serious
engine malfunction.
Change 6
I
9-1& ENelNE 310 SERVICE MANUAL
c. Fasten engine ground strap to the left aft engine h. Install the exhaust stacks and torque nuts to 60
mount bracket. dO inch -pounds.
d. Connect wires and cables as follows: i. Install the propeller in accordance with Section
1. Attach wire bundle (1) to right manifold intake 10.
pipe with two clamps, and alternator cables to left j. Connect the battery ground cable in accordance
intake manifold pipe with two clamps. with Section 14.
2. Route oil temperature wires forward along right k. Inspect installation for safeties, loose connec-
side of engine, below cylinders and behind intake tions' missing bolts, clamps, screws, or nuts:
manifold pipe. Use a sump attachment bolt to attach proper routing of cables, hoses and lines, and for
a clip to the engine crankcase. Fasten the oil tem- correct connection.
perature wires to this clip with a wire clamp. Attach I. Make a magneto switch ground-out and continuity
connector (12) to oil temperature bulb, located di- check. Connect the magneto ground wires to the
rectly below oil cooler (14), and safety. Connect magnetos.
ground wire to nacelle, just below forward right en- m. Service the engine in accordance with Section 2.
gine mount bracket. n. Install the engine cowling in accordance with in-
3. Route magneto ground wires (32) forward stallation procedures.
through the right rear engine baffle (17).
Engine Installation Procedures (Turbo 310POOO 1
WARNING AND ON). (See figure 9-4. )
These magnetos DO NOT have internal NOTE

grounding springs. Ground the magnetos
to the crankcase to prevent accidental fir- The installation procedure is the same for
ing. DO NOT connect the aircraft ground either engine. Although there is some dif-
wires to the magnetos at this time. ference in the routing of wire bundles, lines,
hoses and conduit the following procedure
is typical for installation of either engine.
4. Connect starter cable (19) to starter (18).
5. Attach the tachometer generator electrical con- a. Hoist engine to a point just above the nacelle.
nector to the tachometer generator (21) and safety. b. (See figure 9-5.) Install the engine mounts and
6. Route the cylinder head temperature bulb wires engine as follows:
forward along left side of engine, below the cylinders 1. Position upper mount (10) on fitting assembly
and behind the intake manifold pipe. Install cylinder (ll).
head temperature bulb (9) in No 3 cylinder of RH and 2. USing a shop punch or like instrument as an
LH engine. Attach cylinder head temperature bulb aligning tool, guide engine on upper mount (10) and
ground wire to nacelle just below left aft engine fitting assembly (11).
mount bracket.
7. Attach alternator cables (51) to alternator (52), NOTE
and attach ground wire and cable shielding to ground.
8. Attach wiring at the fuel pressure switch (40). Align exhaust stack assemblies with engine
e. Connect lines and hoses as follows: studs as engine is being lowered on mounts.
1. Connect crankcase breather line (33).
2. Connect vacuum line (37) to vacuum pump (22). 3. Assemble lock washer (15), lower mount (14)
3. Connect fuel vapor return line (39) and fuel pres- and bonded spacer (13) on bolt (16). Position these
sure gage line (41). items on fitting assembly (11) and index lower mount
4. Connect the manifold pressure hose (25) and the (14) with roll pin (12).
I
two manifold drain lines (23 and 44). 4. Torque bolt (16) to 300 +50, -0 inch-pounds.
5. Route oil pressure hose (45) aft through lighten- 5. Safety bolt (16) by crimping the ears on lock
ing hole in canted bulkhead and attach to oil pressure washer over the flat surfaces of the bolt head.
fitting at inboard nacelle rib. Fasten oil pressure 6. Install heat shields (17) on fitting assembly (11)
hose to canted bulkhead with a clamp. and secure with two screws. Safety wire screws.
6. Connect fuel pump supply line (43) at fuel pump Heat shields on aircraft Turbo 31OQ0401 and On are
(49). not required.
c. Connect oil separator drain line (9) to oil sepa-
NOTE rator (10).
d. Connect intake manifold hose (13) to throttle body
If oil dilution system is installed, connect (12) and secure with clamp.
the oil dilution hose at the crankcase fit- e. Secure exhaust stacks (22) to each cylinder with
ting just below the fuel pump. attaching washers and nuts.
f. Connect drain line (26) to intake manifold cross-
f. Attach propeller control bracket (31) with two over tube (23).
clamps. Connect the propeller control (30) at the
~overnor. Rig the propeller control in accordance NOTE
with rigging procedures.
~. Connect the induction air control (3), the mixture Remove all protective covers, plugs, caps
l'ontrol (24) and the throttle control. Rig these con- and identification tags as each item is con-
trols in accordance with rigging procedures. nected or installed.
Chan~e 4
I
11
;\QJ.:,.,:-;---10
~~ii;i;;:;;t-- 9
310POOOl AND ON
I.
Figure 9-3. Engine Removal (Sheet 1 of 2)

I
,.
~-~.
~...." ~
'.J~: '
',\ ,""
... -'I'
I
... ,
310POOOI AND ON
1. Wire Bundle 17. Right Rear Engine Baffle 37. Vacuum Line
2. Fuel Pump Ram Air Tube 18. Starter 38. Exhaust Stack
3. Induction Air Control 19. Starter Cable 39. Fuel Vapor Return Line
4. Air Canister Brackets 20. Intake Manifold 40. Fuel Pressure Switch
5. Fuel Pressure Gage Line 21. Tachometer Generator 4l. Fuel Pressure Gage Line (Aft)
(Forward) 22. Vacuum Pump 42. Fuel Control Unit
6. Ignition Cable 23. Manifold Drain Line 43. Fuel Line (Strainer to Pump)
7. Fuel Line (Fuel Control to 24. Mixture Control 44. Manifold Drain Line
Fuel Manifold) 25. Manifold Pressure Hose 45. Oil Pressure Line
8. Fuel Manifold 26. Propeller Governor 46. Clamp
9. Cylinder Head Temperature 27. Nut 47. Clamp
Bulb 28. Spacer 48. Propeller Control Conduit
10. Cylinder Head Temperature 29. Bolt 49. Fuel Pump
Bulb Adapter 30. Propeller Control Sliding End 50. Radio Noise Filter
11. No. 4 Cylinder 3l. Propeller Control Bracket 5l. Alternator Cable
12. Oil Temperature Electrical 32. Magneto Ground Wires 52. Alternator
Connector 33. Crankcase Breather Line 53. Magneto
13. Oil Temperature Bulb 34. Fuel-Air Control Unit Support 54. Bracket
14. Oil Cooler 35. Oil Filter 55. Engine Ground Strap
15. Fuel Injection Line 36. Fuel-Air Control Unit 56. Propeller Sync Control Unit
16. Fuel Injection Nozzle 57. Air Intake Canister
Figure 9-3. Engine Removal (Sheet.2 of 2)

47
54
TURBO-SYSTEM 310P0001 AND ON

8
Figure 9 -4. Engine Installation (Sheet 1 of 2)

9-20 I!NGINI! 310 SERVICE MANUAL
TURBO-SYSTEM 310POOOl AND ON
l. Magnetos 29. Hose Assembly

2. Oil Cooler (Metering valve to fuel manifold valve)
3. Hose (Throttle body to manifold fitting) 30. Fuel Manifold Valve Assembly
4. Manifold Fitting 31. Brush Holder Assembly (Propeller deice)
5. Vacuum Pump 32. Alternator
6. Hose (Vacuum pump) 33. Ground
7. Hose Assembly (Controller to crankcase) 34. Temperature Bulb (Cylinder head)
8. Hose Assembly (Cooler to waste-gate actuator) 35. Rear Engine Baffle
9. Drain Line (0il separator to overboard) 36. Fitting (Drain line)
10. Oil Separator 37. Hose Assembly (Aft air intake manifold)
11. Tachometer 38. Starter
12. Throttle Body 39. Starter Cable
13. Hose (Throttle body to intake manifold) 40. Scavenger Pump
14. Line Assembly (Turbocharger discharge) 41. Hose Assembly (Oil return, turbocharger
15. Tube (Ram air to fuel pump) to scavenger pump)
16. Hose Assembly (Return, metering valve to fuel pump) 42. Shroud Hose (Metering valve hose)
17. Fuel Pump 43. Line Assembly (Fuel pressure)
18. Hose Assembly (Supply, fuel pump to metering valve) 44. Fuel Pump Shroud
19. Line Assembly (Fuel pump drain) 45. Air Intake Manifold
20. Hose Assembly (Vapor return to fuel tank) 46. Line Assembly (RH, nozzle pressurization)
21. Hose Assembly (Supply, nacelle fitting to fuel pump) 47. Line Assembly (LH, nozzle pressurization)
22. Exhaust Stack 48. Duct (Fuel supply from tee)
23. Manifold Crossover (Air intake) 49. Duct (Fuel return line to p'lmp)
I
24. Rod End (Propeller control) 50. Duct (Fue 1 supply from pump)
25. Governor 51. Shroud (Metering valve)
26. Hose Assembly (Forward air intake drain) 52. Hose Assembly (Coller to turbocharger)
27. Wire Bundle (Engine) 53. Turbocharger
28. HOisting Lug 54. Manifold Pressure Relief Valve
Figu re 9 -4. Engine Installation (Sheet 2 of 2)
g. Connect the following lines and hoses to the en- wind and clear an area directly in front and to the
gine assembly: rear of all objects that may be affected by the pro-
1. Oil return hose (7) at the crankcase fitting. peller and propeller slipstream.
2. Turbocharger oil return hose (41) to scavenger
pump (40).
3. Oil cooler hose (8) from oil cooler (2). CAUTION
4. Route metered fuel hose (28) through baffle and
connect to manifold valve assembly (30). Avoid engine run-up with aircraft parked in
5. Shroud (42) housing metered fuel hose (28) to a loose gravel area. The propeller will
baffle (35) by securing with clamps. pick up small stones which can damage pro-
6. Line and hose assemblies (16, 18, 19, 20 and 21) peller blades.
to fuel pump (17) and slide shrouds (48, 49 and 50)
over hose assemblies (16, 18 and 21). b. Install wheel chocks and position a fire exting-
7. Aft air intake manifold drain hose (37) to intake guisher for easy access in the event of engine fire.
manifold fitting (36). c. Release parking brake, if previously set, and
8. Air intake manifold pressure hose (3) to mani- test-operate brakes. Take note of any sponginess or
fold fitting (4). excessive pedal travel. Reset parking brake after
9. Fuel pressure hose (43) to baffle fitting. completion of test.
h. (See figure 9 -6.) Pos ition and secure propeller
control mounting bracket (16) to engine intake mani-
fold with clamps. CAUTION
i. Connect propeller control rod end (24) to the
governor (25) with attaching bolt, spacer and nuts. If parking brake action is not normal, do not
j. Install propeller in accordance with Section 10. perform engine run-up until corrective action
k. Connect engine ground strap (33) to engine beam is accomplished on the brake system.
assembly with existing bolt.
1. Connect engine wire bundle (27) to the following d. Refer to Cessna 310P AND 310Q Owners Manual
components and remove tags: and perform"Before Starting Engines" and "Starting
I
1. Cylinder head temperature bulb (34) to adapter Engines" procedures.
in No. 3 cylinder of RH engine and No. 2 cylinder of e. Warm-up engines as follows:
LH engine. Throttles - 750 to 900 RPM.
2. Oil temperature bulb (located on lower oil 1. Leave cowl flap in full OPEN pOSition.
cooler). 2. Perform magneto ground-out check as follows:
3. Tachometer (11). (a) Throttle engine back to idle RPM.
4. Starter (38). (b) Momentarily switch both magnetos OFF.
5. Propeller deice brush holder assembly (31). RESULT: The tachometer will indicate a sudden
6. Alternator (32). RPM drop when magnetos cease firing.
7. Magnetos (1).
m. Connect starter cable (39) to starter (38).
n. Inspect engine installation in accordance with in- CAUTION
stallation inspection procedures.
o. Rig engine controls in accordance with rigging If magneto switches are left OFF for a pro-
procedures. longed period, after-firing may occur when
p. Make a magneto switch ground-out and continuity they are switched back on. If the engine
check. Connect magneto ground wires to the magnetos. continues to run with switches OFF, stop en-
q. Service the engine with oil in accordance with gine by placing mixture control in IDLE CUT-
Section 2. OFF and check for magneto ground.
r. Close battery circuit by connecting the battery
ground cable. 3. Advance throttle to 1700 RPM and perform a
s. Install engine cowling in accordance with instal- magneto check as follows:
lation procedures. (a) Place right magneto switch to OFF position
t. Perform an engine operational check. and note RPM drop. Return switch to ON pOSition.
Repeat check with left magneto switch.
RESULT: Engine speed should drop no more than
Engine Operational Check. a maximum of 150 RPM, with a maximum differ-
ential between right and left magnetos of 50 RPM
with no appreciable roughness.
CAUTION 4. With engine at 1700 RPM, exercise the propel-
peller:
Ground operation time should be held to a (a) Retard the propeller pitch lever to obtain a
minimum to prevent overheating the engine. 1200 RPM tachumeter indication.
At no time should the engine temperatures (b) Return propeller pitch lever to HIGH RPM po-
be allowed to exceed their maximum limits. sition.
Do not operate the engine with cowling re- RESULT: During exercise watch for any indi-
moved. cation of sluggish or erratic operation.
5. Make a mixture control check at 100 RPM by
a. Park aircraft with nose headed into prevailing slowly moving the mixture lever toward IDLE CUT-
Change 4
9-22 ~NC3IN~ 310 SERVICE MANUAL
OFF. Removal of Engine Shock Mounts

RESUL T: When a slight drop in RPM is noted, (Turbo 310POOOl AND ON). (See figure 9 -5. )
immediately return mixture lever to FULL RICH
position.
6. Stop engine by placing the mixture lever in IDLE NOTE
CUT-OFF. As soon as propeller has stopped turning,
place ignition switches OFF. Turn all switches OFF. The engine must be supported with an engine
hoist before attempting removal of engine
moint. If engine is going to be removed
CAUTION from aircraft, see Removal of Engine for
the attaching parts to be disconnected.
Idle engines before shutting down engine to
allow turbine bearings to cool. A minimum a. Remove necessary engine cowling in accordance
of five minutes idling should be allowed after with removal procedures.
full power run-ups or two to three minutes b. Place suitable support beneath tailcone.
on run-ups of 1500 to 2000 RPM. c. Remove heat shield (17) from fitting assembly
(11) by removing screws.
ENGINE SHOCK MOUNTS d. Remove bolt (16) and lock washer (15) from
engine mount.
The bonded rubber and metal shock mounts are de- e. Disconnect the following components on the en-
signed to reduce the transmission of engine vibra- gine:
tions to the airframe. This provides smoother air- 1. Hose between throttle body and engine air in-
craft operation and reduces the possibility of struc- take manifold.
tural failure from vibration fatigue. 2. Oil separator drain hose from overboard drain
tube.
3. Air intake manifold drain line from manifold.
Removal and Installation of Engine Shock Mounts f. Hoist engine slowly to a height of 2 to 3 inches
(310POOOl AND ON). (See figure 9-5.) above normal mounting position.
NOTE NOTE
The engine must be supported with an en- Care should be taken not to introduce ad-
gine hoist before attempting removal of verse stresses on other items attached to
shock mounts. If engine is going to be engine while hoisting engine.
removed from aircraft, see Removal of
Engine for the attaching parts to be dis- g. Remove upper mount (10), spacer (13), and lower
connected. mount (14) from fitting assembly (11).
a. Remove necessary engine cowling in accordance

with removal procedures.
b. Place suitable support beneath tailcone. Installation of Engine Shock Mounts
c. Remove bolt (8) and lock washer (7) from shock (Turbo 310POOOl AND ON). (See figure 9-5.)
mounts (6 and 3).
d. Disconnect fuel pump drain line. a. Install engine mounts by reversing removal
e. Hoist engine slowly to a height of 2 to 3 inches procedures.
above normal mounting position. b. Torque bolt (16) to 300 +50, -0 inch-pounds.
NOTE Shimming the Engine Mount. (See figure 9-5. )
Care should be taken not to introduce adverse Although engine mount sag is normal and occurs over
stresses on other items attached to engine period of time in-service, it can be corrected by
while hoisting engine. shimming the mount back to its original position with
special spacers. Engine mount sag which has result-
f. Remove upper mount (3), spacer (5) and lower ed in a loss of clearance between the engine mount
mount (6) from engine mount bracket (4). and/or cowling components should be corrected by
g. Install engine shock mounts by reversing pro- shimming. If the area between the exhaust riser of
cedure steps above. number six cylinder and the lower cowl panel does
not have sufficient clearance, 0.40 inch minimum,
install shims to obtain proper clearance.
NOTE a. Hoist engine and support as required to insert

spacers (18).
Torque bolts (8) to 50 +0, -5 foot-pounds.
Change 4
310 SERVICE MANUAL ~NeIN£ 9-22A/9-22B
NOTE b. Insert spacers between the engine fitting assem-

bly (9) and upper mount (10) as required to obtain
Spacers may be obtained from the Cessna O. 40 inch minimum clearance.
Dealers' Organization. Refer to Table I for
part number and thickness desired. If the NOTE
total thickness of spacers installed on any
mount exceeds 0.312 inch, the mount must Align propeller spinner with cowling nose
be removed and inspected in accordance with cap contours, to assist in determining cor-
Section 2. rect engine mount position.
TABLE I. CAUTION
Part For each O. 125 inch of spacer thickness add-

Number Description Thickness ed, it will be necessary to add the next length
longer bolt in engine mount.
5056010-1 Spacer 0.125 Inch
c. Secure engine mount in place and safety in ac-
5056010-2 Spacer O. 188 Inch cordance with engine mount installation procedures.
d Recheck all clearances, especially in the ex-
5056010-3 Spacer 0.250 Inch haust stack.
NOTE
Lock washers (15) with a break tooL This

break tool is available from Cessna Dealers'
Organization (Tool No. SE 608).
Change 4
310 SERVICE MANUA L ENelNE 9-23
Detail A
I
310POOOI AND ON
SE608 ENGINE MOUNT WRENCH
OPERATING PROCEDURE
·TURBO 3101'0001 TO TURBO 3HlQ0401 (SE608)
TmS TOOL IS USED WHEN LOCKING
WASHERS ON ENGINE MOUNT BOLTS.
17---/
1. INSTALL TOOL ON RACHET WRENCH
OR OTHER SUITABLE TOOL.
2. POSITION TOOL OVER BOLT HEAD
MAKING SURE IT SEATS FLAT
AGAINST ENGINE MOUNT PAD
FACE.
NOTE
WASHER EARS SHOUlD

EITHER BE SPLrITING
CORNERS OR ON FLAT
OF BOLT HEAD.
3. TURN TOOL UNTIL EARS ARE PO-

SITIONED FLAT AGAINST BOLT.
TURBO 310POOOI AND ON
1. Barrel Nut 7. Washer 13. Bonded Spacer

G. Engine Mount 8. Bolt 14. Lower Mount
3. Mount Pad (Upper) 9. Engine Mount 15. Lock Washer
4. Engine Mount Bracket 10. Upper Mount 16. Bolt
5. Spacer 11. Fitting Assembly 17. Heat Shield
6. Mount Pad (Lower) 18. Spacer
Figure 9 -5. Typical Engine Mount Installation
Change'
9-24 EN81NE 310 SERVICE MANUAL
ENGINE CONTROL CABLES. NOTE
On 310pOOOI and On, secure governor con-

Removal of Engine Control Cables. (See figure 9 -6. ) trol to the outboard hole of the control arm.
On Turbo 310pOOOI and On, secure governor
a. (Refer to Control Pedestal Installation in Section control to the inboard hole of the control arm.
3. ) Remove elevator trim control wheel, cover
plate, friction knob, upper RH panel and RH side i. (Refer to Section 10.) Rig propeller control in
panel. accordance with rigging procedures.
b. Disconnect throttle, propeller and mixture con- j. Connect mixture and throttle rod ends (15) to
trol cables from quadrant control levers by removing serrated levers (17) with attaching bolts. washers.
attaching clevis pins. spacers and nuts. Rig in accordance with ngging
c. Unthread bulkhead locknuts (6) from control procedures.
cables at the control pedestal support bracket and
nacelle firewall rib (10). Rigging Mixture and Throttle Controls. (See figure
d. Unthread and remove bulkhead locknuts (6) from 9-6.)
propeller control cable on propeller control cable
mounting bracket (16) and disconnect rod end (15) a. Rig control cables on throttle valve and meter-
from governor (14) by removing nut, spacer and ing unit as follows:
bolt. Remove rod end (15) from propeller cable. 1. Find the neutral position of the throttle shaft by
e. Remove clamps securing throttle and mixture rotating the throttle shaft clockwise and then counter-
control cables to aft firewall. clockwise until the shaft comes to rest on the internal
f. Disconnect rod ends (15) from serrated levers stops. Scribe an index mark on shaft and throttle
(17) on mixture and throttle control cables by re- body at these positions. Rotate throttle shaft to the
moving attaching nuts, washers and bolts. midpoint between the marks and scribe a neutral po-
g. Remove rod ends (15) from control cables. sition mark. The neutral position on the metering
h. Remove locknuts from thottle and mixture con- unit can be determined by visually positioning the pin
trol cables at mounting bracket (16~ on the metering unit shaft at the midpoint between the
i. Attach guide wires to control cables. two stop pins. Position both the throttle and meter-
j. Disconnect control cables from guide wires. ing unit shafts to neutral.
2. Align serrated spacers on throttle and
metering unit shafts so that serration lines on the
NOTE face of the spacer are perpendicular to the neutral
position of the shafts.
To facilitate installation, leave guide wire in
aircraft.
CAUTION
Installation of Engine Control Cables. (See figure Care should be exercised in order to main-
9-6. ) tain original factory setting of serrated
spacers on shafts.
a. Attach guide wires to the ends of control cables.
b. Route the propeller, throttle, and mixture con- 3. Install levers (17) on spacers (19) aligning the
trol cables to their proper location in the engine na- serrations.
celle and the control pedestal. 4. Secure levers (17) and spacers (19) to throttle
c. Remove guide wires from control cables. and metering unit shafts with washers and nuts.
d. Install rod ends (15) on mixture and throttle con- 5. On the control quadrant, place throttle and mix-
trol cables. ture control levers at the midpoint between stops.
6. With the throttle and metering unit shafts in the
NEUTRAL position and the throttle and mixture con-
NOTE trol levers on quadrant set at the midpoint, adjust
control cables rod ends (15) so that when attached to
Do not connect rod ends (15) to serrated levers (17), a 90 degree angle is formed between
levers (17) at this time. centerline of lever (17) and centerline of control
cables.
e. Secure control cables to nacelle firewall (10) and
control pedestal support bracket with bulkhead lock- NOTE
nut (6).
f. Connect control cables clevis ends to quadrant If throttle and mixture controls on the quad-
control levers with attaching clevis pins and safety in rant were not set at a true midpoint as des-
place with cotter pin. cribed in step 5 above, the 1/4 inch toler-
g. Route propeller cable through bracket (7) and se- ance as noted in following steps band d will
cure with bulkhead locknuts (6). not be available. Readjustment for 1/4 inch
h. Secure rod end (15) to propeller cable and Con- travel (cushion) will be necessary and should
nect rod end to propeller governor (19) with bolt, be made as speCified in Rigging Procedures
spacer and nut. Chart.
Change 4
I
310 SERVICE MANUAL eNGINE 9-25
B A c D TO METERING
VALVE
TO THROTTLE
BODY
TO GOVERNOR
..J!/
I. /
A'TO COWL ;.
\\\ FLA~ '---5
10 \-0",,", ( ~~=--6
12
9-
~. "
18
8
Detail B
14
16
15
r&-
i. J....
I
0, >-
\
4 13
Detail E Detail D
1. Control Quadrant 7. Support Bracket 14. Propeller Governor
2. Throttle Control Cable 8. Cable Clamp 15. Rod End
3. Propeller Control Cable 9. Fuselage Skin 16. Mounting Bracket
4. Mixture Control Cable 10. Nacelle Fire Wall Rib 17. Serrated Lever
5. Control Pedestal 11. Alternate Air Control 18. Mounting Bracket
6. Locknut (Bulkhead) 12. Inboard Nacelle Rib 19. Serrated Spacers
13. Swivel Connector
Figure 9-6. Engine Controls

I
10
/ 11
~/
~I
30
26
28
29
22
STAKE 2 PLAC ES 1
AFTER ASSEMBLY
STAKE 4 PLACES
AFTER ASSEMBLY
27
1
STAKE 3 PLAC ES
AFTER ASSEMBLY
1. Screw 1l. Screw 21. Mounting Plate (Right)

2. Lock Screw 12. Lever (Throttle Control) 22. Friction Knob
3. Retainer 13. Knob (Pitch Lever) 23. Stud
4. Mounting Plate (Left) 14. Lever (Pitch Control) 24. Washer
J. Spacer 15. Knob (Mixture Lever) 25. Spring
6. Rack (Mixture Cuntrol) 16. Lever (Mixture Control) 26. Spacer
Spacer 17. Ratchet Stop 27. Friction Disc
••
8. Spacer 18. Spring 28. Spacer
9. Guide Rods 19. Housing 29. Cam
10. Knob (Throttle Lever) 20. Screw 30. Hub
Figure 9-7. Control Quadrant Disassembly

310 SERVICE MANUAL eN81Ne 9-21
b. Adjustment of the idle mixture is accomplished t of a knob through the cruising range. This can be
by the use of a locknut which is attached to the meter- checked by adjusting both flow meter readings to an
ing unit lever on the metering unit. Tightening lock- identical value at uniform RPM and manifold pressure
nut, to shorten the interconnecting linkage, provides on both engines.
a richer mixture. Adjust to obtain a slight and mo- d. Adjust the throttle control levers in the cabin so
mentary gain in idle speed as the mixture control is that their travel ends 1/4 of an inch before reaching
moved toward IDLE CUT-OFF (if set too lean, idle the quadrant stops. At the same time the throttle
speed will drop under the same condition). Mixture levers on the engines should rest against the corres-
control levers in the cabin should end their travels pondlng stops.
approximately 1/4 of an inch before reaching the e. Throttle control levers should be uniform within
quadrant stops. At the same time, the metering unit 1/8 of an inch of the knobs through the entire travel.
levers on the engines should rest against the corres- The rigging procedures chart provides corrective in-
ponding stops. structions in order to meet the above control re-
c. Metering unit levers should be uniform within quirements.
Rigging Procedures Chart for Mixture and Throttle Controls. (See figure 9-6. )
NOTE
Control actions must be corrected in the order presented

in Rigging Chart. Start at the top of the chart and work
toward the bottom.
MIXTURE CONTROL LEVER Excessive control travel. (See figure 9-6.) Shorten travel of
REACHES QUADRANT BE- serrated lever (17) by resetting lever
FORE COVERING FULL TRAVEL higher on serrated spacer.
MIXTURE CONTROL LEVER Insufficient control travel. (See figure 9-6.) Lengthen travel of
STOPS SHORT AT BOTH serrated lever (17) by resetting lever
ENDS OF QUADRANT lower on serrated spacer.
MIXTURE CONTROL LEVER Uneven control travel ad- (See figure 9-6.) Disconnect rod end
STOPS SHORT ATONE END justment. (15) from lever (17) and turn rod end
OFTRAVELANDSTR~S until desired adjustment is achieved.
THE QUADRANT STOP AT Connect rod end to lever.
THE OTHER END
UNEVEN MIXTURE RESPONSE Different mixture control Refer to Rigging Mixture and
BETWEEN ENGINES (MORE sensitivities. Throttle Controls.
THAN HALF KNOB DIFFERENCE
AT BALANCED FLOW METER
READINGS. RPM AND MANI-
FOLD PRESSURE)
THROTTLE CONTROL LEVER Insufficient control travel. (See figure 9-6.) Shorten travel of
REACHES QUADRANT STOPS serrated lever (17) by resetting lever
BEFORE COVERING FULL higher on serrated spacer.
TRAVEL
THROTTLE CONTROL LEVER Excessi ve control travel. (See figure 9-6.) Lengthen travel of
STOPS SHORT AT BOTH ENDS serrated lever (17) by resetting
OF QUADRANT lever lower on serrated spacer.
THROTTLE CONTROL LEVER Uneven control travel ad- (See figure 9-6.) Disconnect rod
STOPS SHORT ATONE END justment. end (15) from lever (17) and turn rod
OF TRA VEL AND STRIKES end until desired adjustment is
THE Ql'ADRANT STOP AT achieved. Connect rod end to lever.
THE OTHER END
Change 9
12 13 2
I AIR FLOW)
... 7
4 __
15
16 11
1. Throttle Body 7. Fuel Return 14. Approximate Neutral Position

2. Throttle Shaft B. Metering Unit Shaft 15. Pin Stop
3. Metering Unit Cooling Shroud 9. Metering Unit Lever 16. Fuel Air Control Unlt Shaft
4. Metering Fuel to Manifold 10. Idle Mixture Locknut 17. Roll Pin Indexed to Approximate
5. Fuel Supply 11. Metering Unit Neutral Position
6. Fuel Pressure Switch 12. Throttle Lever lB. Filter Screen
13. Idle Adjust
Figure 9- 8. Fue 1- Air Control Unit
Change 9
310 SERVICE MANUAL ENalNE 9-29
VAPOR HETtRN VAPOR :ilPAHATON
r=C--I~~ -_=~~ = c-,-------=--._-----·------~

Ii " !:
THROTTI E
c,:1-r-r-r:?
r
::
I t llOOCHARGll!
I r
I I
'tCO~TROI
"IT
rlf I All<
'::::'~--=---=il
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: ~.
~: ,I>' ' ':
\>,
J:
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"~' 13
~ ~ L'- I
Y~ I:
I'
PRESSl"RE PART THI-IQTTLE POSITION
REllEr II
VAl\'-E / ~~ _____ CHECK VALVE II
AL TlHDE COMPENSATOR - - . / ; / / / " • ft.,,;' F==-=--=-=-='=:·=-=-=-=-=-='f,-;==============1~~
(ASEROm VALVE) I 'UIL cwoM.J-'·· \ : ,:
now , _ ..• ,.~I
I ...... ~,,-..::'0 . ~k!il&!il¥:ll§§~!il:ll!il:ll~IIlI••
\,J' ,.-.. ... I
\.J, "..:;:5? • II ;; I
~::~
FCEl FLOW G.'GE
n'El fROM TA~K
II I•
t "'\1£TEHED P\".\1'P Ft EL
R!:.TlFlS Fl~L
_ \llTlREI1 Fl Et
i It f/f\QCHARCER rl15CHARG£ All-{

P/lL~Sl'RE
o
'-_-.-.------.-J
VAi'OR nETl HN
"'--ISJECTOR
TURBO 310POOOl AND ON __ I
Relltf \1.1ni!,lld
V~lVf!
\' .live
Pump
Detail A
Fuel F\I)w G.d.~e ,: LEGEND
o
ew
RELIEF
VALVE PRESSURE
A
j .' METERED fUEL
PUMP PR~SSURE
INLET PRESSCRE
RETL1l!' Fl:EL
310POOOI AND ON I
Figure 9-9. Fue 1 Injection Schematic

I
9-30 fNC3INf 310 SERVICE MANUAL
Rigging Procedures Chart for Mixture and Throttle Controls. (Continued)
UNE VEN THROTTLE SETTING Different throttle control Refer to Rigging Mixture and
RESPONSE BETWEEN ENGINES. sensitivites. Throttle Controls.
MORE THAN 1; 8 INCH DIFFER-
ENCE BETWEEN KNOBS (A T
SAME FLOW METER MANIFOLD
PRESSURE AND RPM READINGS)
NOTE
If described corrective measures do not provide adequate

throttle control operation, check throttle body, control
valve operation and air intake system for leaks.
ENGINE CONTROL QUADRANT. d. Remove three screws (1) attaching rods to left
mounting plate (4) and remove guide rods.
The engine control quadrant, mounted in the control
pedestal, contains the throttle levers, propeller pitch
levers, and mixture levers. The control quadrant CAUTION
components are fastened together in a manner which
allows a friction control knob at the right side of the Hold the ratchet stop (17) on the mixture
control quadrant to vary the amount of friction on the levers (16) down when removing the racks
various control levers. This provides a means of to prevent them from springing out of their
locking the control levers in the desired position. housings.
e. Remove lock screw (2) from left mounting plate

Removal and Installation of Eng::1e Control Quadrant. (4) and remove hub (30) from mounting plate.
(See figure 9 -7. ) f. Unscrew retainer (3) from hub (30) and center
stud (23) from retainer. to complete disassembly.
a. (Refer to Section 3, Control Pedestal Installa-
tion.) Remove elevator trim control wheel. cover
plate. friction knob, upper panei and Side panel. Assembly of Control Quadrant. (See figure 9 -7. \
b. Remove cover box or autopl,ot control unit (op-
tional equipment) from upper face of control pedestal a. Screw center stud (23) into retainer (3).
bv removing screws from support angles. b. Screw retainer into hub (30) and install hub In
c. Disconnect control cables from quadrant control left mounting plate (4). Secure hub to mounting plate
levers by removing the clevis pins. The clevis pins with lock screw (2).
are safe tied with cotter pins.
d. Remove control quadrant from control pedestal
by removing attaching screws. NOTE
e. Install control quadrant by reversing steps a.
through d., above. Prick punch edge of lock screw after install-
ing to prevent it from becoming loose and
dropping out.
Disassembly of Control Quadrant. (See figure 9-7. )
c. Install three guide rods (9) on left mounting plate
a. Remove three screws (1) attaching right mount- (4) with three attaching screws (1).
ing plate (21) to guide rods (9). d. Assemble control levers, spacers, guides, etc.,
b. Remove washer (24) and spring (25) from end of on hub and guide rods as illustrated.
center stud (23).
c. Remove rack (6) and spacers (8) from guide rods,
then remove spacer (26), friction disc (27) and con- NOTE
trol lever (16) from hub (30). Follow this sequence
and remove the remaining parts assembled on the Do not lubricate the parts to be assembled
L,'llide rods and hub. on the hub. These parts must remain dry
for proper operation of the control friction
lock.
NOTE
e. Install right mounting plate (21) with three
The spacers are of different thicknesses. screws (1), attaching mounting plate to guide rods (9).
I
FUE L INJECTION SYSTEM. the correct relation to engine airflow. A manual

mixture control and a flow gage, indicating
The fuel injection is a simple, low pressure system metered fuel pressure, are provided for precise
of injecting fuel into the intake valve port in the cyl- leaning at any combination of altitude and power set-
inder head. It is a multi-nozzle, continuous flow ting. The continuous flow system uses a typical
type which controls fuel flow to match engine airflow. rotary vane fuel pump. There are no running parts
Any change in throttle position, engine speed, or a in this system except for the engine-driven fuel
combination of both, causes changes in fuel flow in pump.
Troubleshooting the Fuel Injection System.
ENGINE WILL NOT START No fuel to engine. Check tank fuel level.
AND NO FUEL FLOW
GAGE INDICATION Mixture control improperly rig- Check mixture control for proper
ged. rigging.
Engine not primed. AUXiliary pump switch in PRIME

position.
Selector valve in wrong position. Position selector valve to MAIN

TANK position.
ENGINE WILL NOT START Engine flooded. Reset Throttle, clear engine of ex-
WITH FUEL FLOW GAGE cess fuel, try another start.
INDICATION
No fuel to engine. Loosen one line at nozzle. If no
fuel shows, with fuel flow on gage,
replace fuel manifold valve.
ROUGH IDLE Nozzle restricted. Remove nozzles and clean.
Improper idle mixture. Adjust fuel-air control unit in ac-

cordance with adjustment proce-
dures.
POOR ACCELERATION Idle mixture incorrect. Adjust fuel-air control unit i.n ac-
cordance with adjustment proce-
dures.
Cnmetered fuel pressure too high. Lower unmetered fuel pressure.
Worn linkage. Replace worn elements of linkage.
ENGINE ReNS ROCGH Restricted nozzle. Remove and clean all nozzles.
Improper mixture. Improper pump pressure, replace.
LOW FUE L FLOW GAGE Restricted flow to metering valve. Check mixture control for full travel.
INDICATION Check for clogged fuel filters.
Inadequate flow from fuel pump. Adjust engine-driven fuel pump.
HIGH FljEL FLOW GAGE Altitude compensator (aneroid valve) Repair or replace engine driven fuel
INDICATION stuck Turbo-System 310P AND 310Q. pump. I
Restricted flow beyond metering Check for restricted nozzles or fuel
valve. manifold valve. Clean or replace as
required.
Restricted recirculation passage in Replace engine-driven fuel pump.

9-32 fNC3INE 310 SERVICE MANUAL
FLUCTUATING OR Vapor in system, excess fuel tem- If not cleared with auxiliary pump,
ERRONEOUS FUE L perature. check for clogged ejector jet in vapor
FLOW INDICATIONS separator cover. Clean only with
solvent, no wires.
Air in fuel flow gage line. Leak at Repair leak and purge line.
gage connection.
I ERRATIC IDLE FUEL

PRESSURE
(Not associated with vapor)
Dirty Relief Valve.
Clean relief valve. Refer to
Continental M73-22.
POOR IDLE CUT-OFF Engine getting fuel. Check mixture control is in full idle
cut-off. Check auxiliary pump is
OFF. If neither, replace manifold
valve.
UNMETERED FUEL Internal orifices plugged. Clean internal orifices in injector

PRESSURE RAISE pump.
UNMETERED FUEL Relief valve stuck open. Repair or replace injector pump.
PRESSURE DROP
VERY HIGH IDLE AND Relief valve stuck closed. Repair or replace injector pump.
FULL THROTTLE FUEL
PRESSURE PRESENT
FUEL DISCHARGING Leaking diaphragm. Repair or replace injector pump.

INTO ENGINE COMPART-
MENT AND RELIEF VALVE
WILL PROBABLY NOT
OPERATE (TURBO-
310P0001 AND ON)
LOW FUEL PRESSURE No turbocharger discharger Check turbocharger lines and fittings.
AT HIGH POWER (TURBO discharge pressure
310POOOl AND ON)
Check valve stuck open. Repair or replace injector pump.
NO FUEL PRESSURE Check valve stuck open. Repair or replace injector pump.
FUEL-AIR CONTROL UNIT. to help prevent vapor lock. A fuel pressure switch,
connected to fuel control unit, actuates to cause the
The fuel-air control unit consists of the throttle body auxiliary fuel pump to operate at a high speed if the
and the metering body. This unit occupies the posi- engine-driven fuel pump pressure drops below 4 to
tion ordinarily used for a carburetor at the intake 5 psi. The auxiliary fuel pump switch must be ON
manifold inlet. The function of this unit is to control for the fuel pressure switch to operate.
engine ai r intake and to set the metered fuel pressure
for proper fuel-air ratio. There are three control
elements in this unit, one for air and two for fuel, Removal of Fuel-Air Control Unit.
one of which is for fuel mixture and the other for fuel
metering. Main fuel enters thQ control unit through a. Remove the engine cowling.
a strainer and passes to the metering valve. The po- b. Place the fuel selector valve handles OFF.
sition of the metering valve controls the fuel passed c. Loosen clamp on ram air tube at the metering
to the manifold valve and nozzles. A linkage connect- body and slide tube clear of hose connection.
in~ the metering valve to the air throttle proportions d. Remove sheet metal screws retaining cover on
airflow to fuel flow. The position of the mixture metering body COOling shroud.
valve determines the amount of fuel returned to the e. Disconnect hose to the fuel pressure switch.
fuel pump. The fuel control portion of the fuel-air f. Slide cooling shroud cover aft and down to ex-
control is enclosed in a shroud and is blast air cooled pose the three hose connections at the metering
Change .,
I
310 SERVICE MANUAL
body. These hoses are to be disconnected at this mixture. A leaner mixture is obtained by backing off
time. the nut to lengthen the linkage. With engine running
at 1000 RPM and auxiliary pumps set to the LOW po-
NOTE sition, adjust idle mixture as rich as possible with-
out obtaining an increase in engine RPM when mixture
Plug or cap all open lines, hoses and fit- control is slowly moved toward IDLE CUT-OFF.
tings. Check idle mixture with auxiliary pumps off to assure
that idle mixture has not changed.
g. Loosen the clamps which secure the throttle
body to both the right and left intake manifold. FUEL MANIFOLD
h. Remove the air intake box in accordance with
removal procedures. From the fuel control unit, fuel is delivered to the
i. Remove two forward bolts attaching throttle body fuel manifold which provides a central pOint for divid-
to upper support. ing fuel to the individual cylinders. In the fuel mani-
j. Remove two nuts attaching throttle body to the fold, a diaphragm and plunger valve raises or lowers,
lower support braces. by fuel pressure, to open or close the individual cyl-
k. Disconnect the throttle and mixture controls. inder fuel supply port simultaneously. A fine mesh
1. Remove fuel-air control unit. screen is included in the fuel manifold as additional
protection of the injection nozzles against dirt or
NOTE foreign matter. The fuel manifold is calibrated to
operate at 4 PSI.
The metering body may be removed from
the throttle body by removing the three Removal of Fuel Manifold. (See figure 9-3. )
special bolts which are safetied with tang
washers. NOTE
Installation of Fuel-Air Control Unit. Plug or cap all disconnected lines, hoses
and fittings.
a. Place the fuel-air control unit in position on the
engine. a. Disconnect fuel hose (8) at the fuel manifold (9).
b. Temporarily install upper support bolts to obtain b. Disconnect the six fuel injection lines at the fuel
the correct position for the fuel-air control unit. manifold.
c. Install two lower support braces and install lock- c. Disconnect fuel pressure line (6).
washers and nuts. d. Remove the fuel manifold (9) by removing the
d. Install hose connectors and clamps which secure crankcase bolts which secure it.
the unit to the intake manifold.
e. Install the air intake box in accordance with in- Installation of Fuel Manifold. (See figure 9 -3. )
stallation procedures.
NOTE
NOTE
When replacing fuel lines, use only a fuel
When replacing fuel lines, use only a fuel soluble lubricant (such as engine oil) on the
soluble lubricant (such as engine oil) on the thread fittings. 00 NOT USE ANY OTHER
fitting threads. 00 NOT USE ANY OTHER FORM OF THREAD COMPOUND.
FORM OF THREAD COMPOUND.
a. Install the fuel manifold (9).
f. Attach the unmetered fuel hose, the metered fuel b. Connect fuel pressure line (6).
hose, and the vapor return hose to the metering body. c. Connect fuel line (8) at the fuel manifold (9).
~. Slide cooling shroud cover into place and attach d. Connect the six fuel injection lines at the fuel
with sheet metal screws. manifold.
h. Connect hose from fuel pressure switch. e. Inspect the completed installation.
i. Slide ram air tube onto metering body cooling
shroud and secure with clamp. FUEL DISCHARGE NOZZLES.
J. Connect throttle and mixture controls.
k. Inspect completed installation. From the fuel manifold, individual fuel lines carry the
1. Rig the engine controls in accordance with rigging metered fuel to the fuel discharge nozzles, one for
procedure. each cylinder. These nozzles are installed in the cyl-
m. Install engine cowling. inder heads outside each intake valve. An air bleed
arrangement is incorporated in each nozzle. The air
Fuel-Air Control Unit Adjustments. bleed arrangement aids in vaporization of fuel and, by
breaking the high vacuum at idle, maintains the fuel
The idle speed adjustment IS a conventional spring- lines solidly filled and ready for instant acceleration
loaded screw located in the air throttle lever. The of engine. Nozzles are stamped with a letter on the
idle mixture adjustment is accomplished by the lock- hex of the nozzles body. Each engine has matched
nut at the metering valve end of the linkage. Tight- (same letter) nozzles. Replacement nozzles must
ening the nut to shorten the linkage provides a richer match but a matched set of another letter may be used.
Change 7
9-34 fNalNf 310 SERVICE MANUAL
Removal of Fuel Discharge Nozzles. (See figure NOTE

9-3. )
Plug or cap all disconnected lines, hoses and
a. Disconnect the fuel injection lines at the fuel dis- fittings.
charge nozzles.
e. Remove the shroud surrounding the fuel pump
(50).
NOTE t. Remove the four nuts and washers attaching the
pump to the engine.
Plug or cap all disconnected lines and fit- g. Remove fuel pump and gasket.
tings.
b. Remove fuel discharge nozzles from cylinders. WARNING
Residual fuel draining from lines and hoses

Installation of Fuel Discharge Nozzles. (See figure is a fire hazard. Use care to prevent the
9-3. ) accumulation of such fuel when lines or hoses
are disconnected.
NOTE h. If a replacement pump is not being installed im-

mediately, a temporary cover should be installed on
When replacing fuel lines, use only a fuel the fuel pump mount pad.
soluble lubricant (such as engine oil) on the
fitting threads. DO NOT USE ANY OTHER
FORM OF THREAD COMPOUND. Installation of Fuel Injection Pump. (See figure 9 -3. )
a. Install the fuel discharge nozzles in the cylinders. a. Position a new gasket and fuel pump (50) on the
b. Connect fuel injection lines at the fuel discharge four mounting studs with the fuel pump inlet to the
nozzles. left.
c. Check installation for crimped lines and loose b. Secure pump to engine with four plain washers.
fittings. four internal tooth lockwashers, and nuts.
FUEL INJECTION PUMP. NOTE
The fuel pump is a positive-displacement, rotating When replacing fuel lines, use only a fuel
vane type. It has a splined shaft for connection to the soluble lubricant (such as engine oil) on the
accessory drive section of the engine. Fuel enters fitting threads. DO NOT USE ANY OTHER
the pump at the swirl well of the vapor separator. FORM OF THREAD COMPOUND.
Here. vapor is separated by a swirling motion so
that only liquid fuel is fed to the pump. The vapor is c. Install the cooling shroud on the fuel pump.
drawn from the top center of the swirl well by a d. Install all fittings and connect all lines as tagged
small pressure jet of fuel and is fed into the vapor at removal.
return line and returned to the fuel tank. Since the e. Replace the alternator (53) drive belt and tighten
pump is engine -driven. changes in engine speed af- the bolt on the adjusting arm so that the belt is tight,
fect total pump flow proportionally. The pump sup- then safety bolt.
plies more fuel .han is required by the engine, there- f. Replace the engine COWling.
fore. a relief valve is provided to maintain a constant g. Check unmetered fuel pressure in accordance
fuel pump pressure. On Turbo 3l0P. 31OQ, a recir- with Unmetered Fuel Test Hook-up, Check and Ad-
culation path within the pump is provided by an ar- justment paragraph.
rangement of a calibrated variable orifice (aneroid
valve) and relief valve to maintain proper delivery
'
pressure relative to altitude. A check valve is pro- Fuel Mixture Check.
vided so that auxiliary pump pressure can bypass the
engine-driven pump for starting. In case of engine- a. Perform a fuel mixture check as follows:
driven fuel pump failure, the auxiliary fuel pump will l. Warm -up engine, move throttle back to idle po-
operate automatically when the auxiliary fuel pump sition (600 RPM).
switch is ON. 2. Place mixture control to full rich and propeller
control full forward.
Removal of Fuel Injection Pump. (See figure 9-3. ) 3. Position auxiliary fuel pump to LOW, advance
throttle to 1000 RPM and slowly reduce mixture con-
a. Place fuel selector valve handles OFF. trol, if both the fuel mixture control unit and fuel in-
b. Remove the engine cowlinv jection pumps are set properly, NO RPM rise will
c. Remove the alternator (53) drive oelt (310P. 310Q). occur when the mixture control is gradually moved
d. Tag and disconnect all lines and fittings attached towards IDLE CUT-OFF.
to the fuel pump (50). 4. USing the above procedure set throttle to 1300
RPM and reduce mixture control slowly. If mixture
310 SERVICE MANUAL ENGINE 9 :15
I
3
TOF~
SUPPLY
IDLE SPEED ADJUSTMENT
FUEL AIR CONTROL UNIT ADJUSTMENT 8

7
TYPICAL UNMETERED FUEL
PRESSURE TEST EQUIPMENT
I'
JI0POOOI AND ON
~~TO
U/ THROTTLE
BODY
10982001
TURBOCHARGE 5
DISCHARGE
PRESSURE
17
16
~+?
'"
11
13
~ 14
TO NIPPLE (12)
L T O ELBOW (10) 15
14981008
1. Fuel Inlet Hose 7. Tee 12. Nipple

2. Adjusting Screw (High setting) 8. Gage Hose 13. Tee
3. Adjustmg Screw (Low setting) 9. Hose (Fuel Pump to metering unit) 14. Nipple
4. Cnmetered Fuel Pressure Hose 10. Elbow 15. Hose
5. Gage 11. Adjusting Screw 16. Nipple
6. Test Hose 17. Hose
Figure 9-10. Fuel Injection Pump Adjustment
Change 7
I
9-36 ENC!INE 310 SERVICE MANUAL
l'llllll'ol and fuel injectioll pumps are properly set, reading of 130 to 137 PPH,or a metered fuel pres-
RPM should increase 10 RPM when mixture control sure reading of 18. 6 to ~O. 0 PSI. If these readmgs
is ~radually moved towards IDLE CUT-OFF. are not in prescribed tolerance, turn high setting ad-
justing screw located on the lower left side of fuel
pump (turn IN to increase pressure or turn OUT to
NOTE decrease fuel pressure) until proper fuel pressure is
obtained.
If RPM increases when mixture is reduced, 3. The engines, when well warmed, should res-
fuel mixture is too rich; conversely, if RPM pond to a rapid throttle acceleration without hesita-
diminishes rapidly when mixture is reduced, tion with boost pump off and on and mixture full rich.
fuel mixture is too lean. 4. After adjusting unmetered fuel pressure, check
idle RPM and idle mixture in accordance with Fuel
b. If fuel mixture check indicates a too rich or too Mixture Check.
lean idle condition, refer to Fuel-Air Control Unit 5. After completion of unmetered fuel adjustments,
Adjustments paragraph and adjust as necessary. with test equipment removed and fuel lines connected
in normal pOSition, it may be necessary to purge air
from the fuel pressure lines to prevent indicator
Unmetered Fuel Test Hook-Up, Check and Adjustment needle fluctuations or erroneous readings.
(310POOOI AND ON). (See figure 9-10.) 6. Purge air from fuel pressure hoses in the
following manner:
The following procedures for checking and adjusting
the unmetered fuel pressure are factory recommend-
ed and must be followed to insure the engines are WARNING
properly adjusted.
Considerable fuel will run from the intake
drain under each nacelle during purging pro-
CAUTION cedures. An appropriate receptacle should
be provided to prevent a pool of raw fuel
Excessive leaning is difficult to detect unless from accumulating under each nacelle.
these procedures are followed.
(a) Place throttle to full open position and mixture
a. Connect test gage to fuel pump as follows: to full rich.
1. Place fuel selector valves in the OFF position. (b) Disconnect fuel pressure hoses at fuel flow
2. Attach hose (8) to aft side of gage (5). gage, operate auxiliary fU21 pump (primer switch)
3. Install tee (7) in line (8). until at least one (1) pint of fuel has discharged from
4. Attach test hose (6) to tee (7). each pressure hose.
5. Disconnect unmetered fuel pressure hose (4) (c). Reconnect hoses to flow gage, tightening
from the fuel pump fitting located at the rear under- "finger tight" then backing off one -half (!) turn.
side of pump. (d) Operate auxiliary pump (primer switch) until
6. Connect the unmetered fuel pressure hose (4) to solid fuel is discharged from gage connection.
tee (7). Tighten connection, with pump still operating, then
7. Connect test hose (6) to the fuel pump fitting lo- turn pump off.
cated at the rear underside of pump.
b. Adjust unmetered fuel pressure as follows: Unmetered Fuel Test Hook-Up, Check and Adjust-
1. Allow engine to warm -up, then set idle RPM to ment (Turbo 310POOOI and On). (See figure 9-10. )
600 and check unmetered fuel pressure. Pressure
should indicate 7.0 PSI on test hook-up pressure gage. a. Test procedures are the same for left and right
fuel pumps. Connect test gage to pump as follows:
NOTE 1. Attach hose (17) to aft side of gage (5).
2. Install nipple (16) in hose (17) and install tee
The test gage should be placed as near the (13) on nipple (16). Install nipples (12 and 14) to tee
same level as the fuel pump as possible or (13) and attach hose (15).
erroneous readings will result. 3. Disconnect hose (9) (hose from engine-driven
pump to metering unit) from fuel pump elbow (10)
If pressure does not indicate 7. 0 PSI, the high end and connect hose (15) to elbow (10). Connect hose
setting must be turned in 1-1/2 to 3 turns and the low (9) to nipple (12).
setting must be adjusted to 7. 0 PSI. After correct b. Adjust compensator valve (aneroid) and pressure
unmetered fuel pressure is obtained, position auxili- relief valve to ohtai,,! : 'le following:
ary fuel pump to LOW, observe that fuel pressure
does not exceed 7. 2 PSI. If Cue I pressure exceeds
7.2 PSI, the auxiliary fuel pump may require adjust-
ing. See Section 11 for Adjusting Procedures.
2. Maximum fuel flow adjustment:
Allow oil temperature to reach an indication in the
upper 1/3 of the green arc of the oil temperature
indicator, run engine at full throttle (2600 to 2625)
and check fuel flow gage on instrument for a
Change 7
310P0001 AND ON
THERMOSTAT
CODE
PROPE~LER
CONTROL TO PROPELLER
GOVERNOR OIL
• OIL COOLER
1<· . ·1 (THERMOSTAT
.'4 ~\
SUMP OIL
OPEN)
ENGINE OIL
r1~m§III~- OIL
(THERMOSTAT
COOLER
CLOSED)
~:::3IE?IIii::j~~o------ OIL TEMPTURE

BULB
ENGINE COMBINATION
GAGE UNIT
SUCTION OIL
OIL PRESSURE SWITCH SCREEN
OIL FILLER CAP
:::!!!~~~~~~~OIL FILTER SCREEN

FUE L LINE FROM CI
DILUTION SOLENIOD
OIL FILTER BYPASS
ENGINE OIL PUMP
OIL PRESSURE RELIEF VALVE
WITH NON-CONGEALING OIL COOLER
WITH OPTIONAL OIL FILTER INSTALLED
Figure 9-11. Engine Oil Systems Schematic (Sheet 1 of 2)

I
9-38 fN<3INf 310 SERVICE MANUAL

I
TO PROPELLER
PROPELLER---
GOVERNOR
VALVE LIFTERS
(TYPICAL)
CODE
......_--'1 GOVERNOR OIL
_ SUMP OIL
[:}}}})] ENGINE OIL

=-____-- CRANKSHAFT
BEARINGS
CAMSHAFT
OIL COOLER
(VERNATHERM OPEN)
PRESSURE RATIO
CONTROLLER
ABSOLUTI:,
CONTROLLER
VERNATHERM------~--~· WASTEGATE
ACTUATOR
SCAVENGER PUMP
OIL FILTER
: : ::- ..
TURBOCHARGER
ENGINE COMBINATION PRESSURE RELIEF VALVE

GAGE CNIT BYPASS VALVE
Figure 9 -11. Engine Oil Systems Schematic (Sheet 2 of 2)

I
310 SERVICE MANUAL ~NC3IN~ 9-39
1. Low Unmetered Pressure Adjustment: Allow perature in each engine is controlled by a thermally
engine to warm-up, then idle engine at 600 RPM. operated valve which either bypasses the oil around
Unmetered fuel pressure should indicate 7.0 PSI on the externally mounted cooler or routes it through the
test hookup pressure gage. If the indicated pres- cooler passages for cooling. Drilled and cored in-
sure does not indicate 7.0 PSI, turn adjusting screw ternal passages route the oil to all moving engine
on pressure relief valve (turn IN to increase fuel parts which require lubrication. Oil furnished to the
pressure or turn OUT to decrease fuel pressure) propeller governor for propeller operation is also
until proper fuel pressure is obtained. Position routed through internal passages. This complete in-
auxiliary pump to LOW, observe that unmetered fuel ternal oil system eliminates all difficulties associ-
pressure does not exceed 7. 2 PSI. ated with external oil lines. Engine oil is routed ex-
2. Maximum Fuel Flow Adjustment: Allow engine ternally for use in actuating the turbocharger waste-
oil to reach a temperature indication in the upper 1/3 gate and turbocharger lubrication on the Turbo
of green are on oil temperature indicator. With the 310PO001 and On. Engine oil is filtered through
engine power setting at maximum RPM and 32 to. 5 an internally mounted screen filter or externally
Hg, reading from the aircraft's fuel flow indicator mounted oil filter. A bypass valve will rotate the
and the auxiliary fuel pumps OFF, set fuel flow to oil around the filter if it should become clogged.
29. 2 GPH (175. 2 PPH). Position auxiliary fuel Oi I pressure is maintained by a spring-loaded pres-
pumps to ON, check that fuel flow does not exceed sure relief valve which is adjustable.
31. 0 PSI (186. 0 PPH). If the GPH (PPH) is not with-
in the prescribed tolerance, loosen lock nut and turn
adjusting screw on altitude compensator (turn OUT to Oil temperature is sensed through a heat variable re-
increase and turn IN to decrease) until 27. 5 to 29.2 sistor type temperature bulb which is located in the·
GPH (165 to 175 PPH) is ottained. main oil passage of the crankcase directly below the
cooler. Changes in oil temperatures are transmitted
ENG INE OIL SYSTEM. (See figure 9-11. ) from the oil temperature bulb to the oil temperature
gage through a single electrical wire.
The Continental engines installed in the aircraft have
wet sump, pressure lubrication systems. Oil tem-

HIGH OIL TEMPERA- Low oil supply. Replenish.
TURE INDICATION
Cooler air passages clogged. Clean thoroughly.
Cooler core plugged. Remove cooler and flush thoroughly.
Thermostat damaged or held open by Remove, clean valve and seat. If

solid matter. still inoperative, replace.
Oil viscosity too high. Drain and refill with correct seasonal
weight. (See Section 2. )
Prolonged ground operation. Limit ground operation to a minimum.
Malfunctioning gage or bulb unit. Check wiring. Check bulb unit.

Check gage. Replace defective parts.
LOW OIL PRESSURE Low oil supply. Replenish.
INDICATION
Oil viscosity too low. Drain and refill with correct seasonal
weight. (See Section 2. )
Foam in oil due to presence of alka- Drain and refill with fresh oil. (It
line solids in system. may be necessary to flush coller core
if presence of alkaline solids is due to
a previOUS cleaning with alkaline ma-
terials.
Defecti ve pressure pump. Replace pump.
Malfunctioning pressure gage. Check gage. Clean plumbing. Re-

place if required.
Weak or broken oil pressure relief Replace spring. Adjust pressure to

valve spring. 30-60 psi by adjusting screw.
Clogged oil filter. Replace oil filter.
Change 4
I
9-40 ENC3INE 310 SERVICE MANUAL
Detail B
Detail A
3 B
4
C
-----------
20 10
"
'~~ .. j
~1
\ \ 12
~
") ~
9 20 D Detail C
~\~20
,:g~21
---22
Detail F 9
Detail E Detail D
1. Engme Gage UOlt 11. Clamp 20. Wing Oil Pressure Line
2. Nipple 12. Oil Pressure Hose 2l. Nut
3. Engine Gage UOlt Hose (Left) 13. Tee (Nace He fitting) 22. Washer
4. Engine Gage Unit Hose (Right) 14. Gasket 23. Elbow
5. Elbow 15. Union 24. Fuselage Skin
6. Support Brack~t 16. 011 Pressure Switch 25. Engine Crankcase
7. Washer 17. Inboard Nacelle Rib 26. Oil Pressure Hose
8. ~ut 18. Washer 27. Restrictor Elbow
9. Cabin Oil Pressure Line 19. Nut 28. Bushing
10. Screw 29. Cabin Oil Pressure Line (Right)
Figure 9-12. Oil Pressure System
I
:310 SIWV ICE MANIJA J. FNGINE 9-41
TURBO 310POOOl TO 310ql601
1. Turbocharger Drain Line 10. Hose (Line Assembly to Separator)

2. Line Assembly (Tee to Nacelle Rib) 11. Oil Separator
3. Line Assembly (Turbocharger to Tee) 12. Hose Assembly (Tee to Scavenger Pump)
4. Line Assembly (Tee to Throttle Body) 13. Hose Assembly (Tee to Oil Cooler)
5. Line Assembly (Tee to Ratio Controller) 14. Line Assembly
6. Line Assembly (Tee to Absolute Controller) 15. Fitting (Crankcase)
7. Pressure Ratio Controller 16. Hose Assembly (Crankcase Fitting to
8. Ambient Air Plug Turbocharger Line)
9. Hose Assembly (Oil Cooler to Elbow) 17. Hose Assembly (Bracket to Gage)
Fi;;ure 9-13. Oil System Lines and Components Installation (Sheet 1 of 2)
Change 4
9-42 EN<3INE :110 SEHVICE MANUAL
TURBO 310~601 AND ON
18. LIlle Assemblv (Fuselage to Bracket) 27, Drain Line

19. Oil Pressure Gage 28. Waste-gate Actuator
20. p,l('kin~ 29, Absolute Pressure Controller Adjustment Plug
21. Line Assembly (Absolute Controller to Tee) 30, Fuselage Skin
22. Absolute Pressure ,lnd Rate of Change Controller 31. Nacelle Rib
23. Line Assembly (Ratio Controller to Tee) 32. Controller Assembly
:"1. Line Assembly (Fuselage to Nacelle Rib) 33, Line Assembly (Controller to Waste-gate)
25. Line .-\ssemblv (Actuator to Elbow) 34. Hose Assembly (Controller to Scavenger Pump)
:"6. Llnp pssembly (Actuator to Tee) 35. Line Assembly (Controller to Throttle Body)
Fi gu re 9-13. Oil System Li nes and Components Install ation (Sheet 2)
Cl1allhe 4
310 SERVICE MANUAL ENelNE 9-42A/9-42B
1. Oil Pump 3. Washer (Copper) 4. Locknut

2. Housing 5. Adjusting Screw
Figure 9-13A. Oil Pressure Adjustment
Change 4
I
310 SERVICE MANUAL ~NaIN~ 9-43
Oil Pressure System. NOTE
The oil pressure system consists of plumbing that The left exhaust stack assemblies are re-
attaches to the lower left portion of each engine moved to provide access to the crankcase
crankcase between No. 2 and No. 4 cylinders. The oil pressure connections.
plumbing is routed through the wings, into the cabin,
and to the forward side of the instrument panel. f. Install oil pressure lines and hoses by reverSing
Here it connects to a separate engine gage unit for removal procedures.
each engine. A restrictor is incorporated in the el-
bow of the engine fittings to protect the gages from
pressure surges and to limit the loss of engine oil in CAUTION
case of a plumbing failure.
Make certain that the oil pressure hoses
are connected to the proper fittings at the
Removal and Installation of Oil Pressure Lines and engine gage units.
I
IHoses (310POOOl AND ON). (See figure 9-12.)
Removal and Installation of Oil Pressure Lines and

NOTE Hoses (Turbo 310P0001 AND ON). (See figure 9-13. )
Cap all openings and lines on removal.

NOTE
a. Disconnect oil pressure hoses (12 and 26) at in-
board nace lIe ribs (17) and allow all fluid to drain Cap all openings and lines on removal.
from oil pressure lines.
a. Disconnect and remove line assembly (3) from
tee and elbow on turbocharger.
NOTE b. Disconnect and remove hose assembly (13) from
tee and oil cooler.
It may be necessary to loosen both hoses c. Disconnect and remove line assembly (2) from
(3 and 4) at back of engine gage units (1) to tee and nacelle rib union.
facilitate complete draining of oil pressure
lines.
NOTE
b. To remove hoses (3 and 4) from between engine
gage units (1) and support brackets (6), disconnect If line assembly (24) needs to be removed,
hoses at each end and remove from behind instru- refer to Section 3 and remove Wing. Re-
ment panel. moval of line (24) is not recommended un-
c. To remove lines (9 and 29) from between support less replacement is required.
brackets (6) and fuselage skin (24), remove uphol-
stery side panels below instrument panel and back to d. Disconnect line assembly (24) from nacelle rib
main wing spar in accordance with upholstery remov- union and remove from wing by routing through wing
al procedures. Disconnect lines at both ends and root rib.
push lower sections forward through routing holes in e. Refer to Section 3 and remove upholstery side
bulkhead until ends of lines are free of routing holes, panels. Disconnect and remove line assembly (18)
then remove them from under instrument panel. from elbows on fuselage skin and bracket.
d. To remove lines (20) from between fuselage skin f. Disconnect and remove hose assembly (17) from
(24) and inboard nacelle ribs (17) remove forward elbow and oil pressure gage (19).
wing fillets and three access hole covers located on g. Install oil pressure lines and hoses by reversing
underside of each wing leading edge between fuselage removal procedures.
and engine nacelle. Disconnect lines at each end and
remove them through access hole nearest to each en-
gine nacelle.
NOTE
Removal and Installation of Waste-gate Actuator Oil
Control System Lines and Hoses (Turbo 310P0001
AND ON). (See figure 9-13. )
I
It may be necessary to bend the lines slightly a. Disconnect and remove hose assembly (12) from
to facilitate removal, however, excessive ratio controller (7) and scavenger pump.
bending should be avoided. b. Disconnect and remove line assemblies (21 and
23) from ratio controller (7) and absolute controller
(22).
e. To remove hoses (12 and ~6) from between in- c. Disconnect and remove line assembly (26) from
board nacelle ribs (17) and each engine crankcase absolute controller (22) and waste -gate actuator (28).
(25), remove left exhaust stack assemblies from the
engines. Disconnect hoses at each end.
Change 4
I
9-44 ~NeIN~ 310 SERVICE MANUAL
OIL FILTER ADAPTER(310POOOI AND ON).
I
d. On aircraft Turbo 310Q0601 and On, disconnect
hose assembly (34), from controller and scavenge Removal of Oil Filter Adapter.
pump, line assembly (33) from controller and waste- a. Remove safety wire from case.
gate, and line assembly (35) from controller to throt- b. Loosen bolt and disassemble case, element,
tle body. cover, and gaskets from adapter.
e. Disconnect and remove line assembly (25) from c. Unsafety and loosen adapter nut on adapter; re-
waste-gate actuator (28) and elbow. move adapter and packing from engine assembly.
f. Disconnect and remove hose assembly (9) from
oil cooler and elbow.
g. Install lines and hoses by reversing removal pro- Installation of Oil Filter Adapter.
cedures.
a. Assemble packing and adapter nut on adapter.
Removal and Installation of Turbocharger Return Oil Install adapter on engine assembly and torque adapt-
Lines and Hose (Turbo 310POOOI AND ON). (See fig- er nut to 50 to 60 foot-pounds.
ure 9-13. )
a. Disconnect and remove hose assembly (16) from NOTE

crankcase fitting (15) and drain line (1) by removing
two bolts attaching drain line to turbocharger. Re- After adapter nut has been properly torqued,
move clamp and route from engine nacelle. check adapter for looseness (easily moved
b. Install drain line (1) and hose assembly (16) by by hand). If loose, further checking of the
reversing removal procedures. adapter and case threads for deformation is
recommended.
Oil Pressure Adjustment.
The oil pressure relief valve, located on the oil pump WARNING
is adjustable to increase or decrease oil pressure.
Refer to figure 9-13A and adjust oil pressure to 30 to Undertorque of the adapter nut can lead to
60 psi. improper sealing of packing, resulting in
an oil leak. Destruction of the engine case
Servicing Oil Pressure Lines. threads due to adapter movement can re-
sult from undertorque.
With all connections tightened, start the engines and
allow time for the engine pumps to fill the oil pres- b. Safety adapter nut to engine assembly.
sure lines. After a positive indication of oil pres- c. Install oil filter assembly in accordance with in-
sure has been noted, loosen the hose fittings on the stallation procedures.
rear of the engine gage units, and allow a few drops
of oil to leak from the fittings. This will bleed the
trapped air from the lines and provide an accurate ENGINE BAFFLES.
oil pressure indication.
The sheet metal baffles installed on each engine di-
Cold Weather Servicing of Oil Pressure Lines. (See rect the flow of air around the cylinders and other
figure 9-12. ) engine components. These baffles incorporate
rubber-asbestos composition seals at points of con-
Disconnect engine hoses (12 and 26) at inboard na- tact with the engine nacelle to help confine and direct
celle ribs (17) and lcosen connections at rear of en- the airflow·to the desired area. It is very important
gine gage units (1). Allow time for the oil lines to to engine cooling that the baffles are installed cor-
completely drain. rectly.
Removal of Engine Baffles (310POOOI AND ON).
(See figure 9-15.)
NOTE
a. Remove engine cowling in accordance with re-
To facilitate draining in cold weather, the moval procedures.
airplane should either be stored in a heated b. To remove right and left baffles (3, 4, 5, 19, ;W,
hangar or the engines operated before the and 21), remove the upper rocket box cover screws
lines are disconnected. and nuts with which they are attached.
c. To remove the oil cooler baffles (1 and 25) re-
Attach a small hand pump filled with kerosene or in- move the four attaching screws and nuts and the two
strument oil to a nacelle fitting (13) and force the oil cooler mounting bolts which hold them in place.
fluid through the oil pressure line until a few drops d. To remove the left front baffle (23), remove the
leak around the engine gage fitting. Tighten the hose three attaching screws and bolts.
at the gage fitting, remove pump and attach engine e. To remove the right and left forward intercylin-
hose to inboard nacelle rib fitting. Repeat procedure der baffles (27) and the right and left intercylinder
for other engine. baffle supports (26 and 29), remove bolts (6 and 28).
Change 4
310 SERVICE MANUAL ENC3INE 9-45
f. To remove the right and left rear intercylinder ers and pulling the starter strail{ht out.
baffles (30) and the rear intercylinder baffle supports 7. Disconnect the right rear baffle fasteners (8 and
(31), remove bolts (7). 9) and work the lower fastener free of the cylindl·r.
8. Remove the right rear baffle.
NOTE k. Support brackets (2 and ~2) may be removed by
removing the rocker box cover screws which attach
The cylinder fuel lines and spark plug leads them. After removing support bracket (2) also re-
are attached to support brackets which are move No. 5 cylinder head baffle (33).
secured to the engine by bolts (6 and 7). It 1. To remove the rear baffle support brackets (12
is not necessary to remove these lines, leads, and 14) and aft support, crankcase thru-bolt must be
or brackets to remove the baffles. removed.
g. Remove upper rear baffle (15) by removing

screws (13) and five sc rews attaching baffle (15) to NOTE
baffle (18).
h. To remove the lower left rear baffle (18): In removing the uppper crankcase thru-bolt,
l. Remove the alternator in accordance with re- use care to prevent damaging the O-ring
moval procedures. seals installed on the bolt.
~. Disconnect the left rear baffle fasteners (8 and
9) and work the lower fastener free of the cylinder. 1. To remove the forward center baffle (34) remove
3. Remove fuel supply line. the four pan bolts.
4. Loosen clamps and remove ram air fuel control
and fuel strainer hoses.
5. Remove the two rocker box cover screws and Cleaning and Inspection of Engine Baffles.
remove the lower left rear baffle (18).
i. To remove the rear center baffle (32) remove the The engine baffles should be cleaned with a suitable
screws from support brackets (12 and 14). solvent to remove oil and dirt.
j. To remove the right rear baffle (10):
1. Disconnect the magneto ground wires and with-
draw them aft, through the baffle. NOTE
2. Loosen the clamps on crankcase breather line
hose connectors and remove the crankcase breather The rubber asbestos seals are oil and grease
line. resistant but should not be soaked in solvents
3. Disconnect ram air fuel strainer hose. for long periods.
4. Loosen air-oil separator.
5. Remove engine breather air-oil separator. Inspect for cracks in the metal and for loose and/or
6. Disconnect the starter cable and remove the torn seals. Replace defective parts.
starter by removing the two mounting nuts and wash-
I
1-46 ENC!lINE 310 SERVICE MANUAl
12 ",,~13
8
7 ----~~
,
I /
/
/~
15
16
17
34 24
1. Forward Oil Cooler Baffle 13. Screws 25. Aft Oil Cooler Baffle
2. Support Bracket 14. Support Bracket 26. Forward Right Intercylinder
3. Forward Right Baffle 15. Upper Rear Baffle Baffle Support
4. Cente r Right Baffle 16. Seal 27. Forward Intercylinder Baffle Assembly
5. Alt Right Baffle 17. Stiffener 28. Bolt
6. Bolt 18. Lower Rear Baffle 29. Forward Left Intercylinder
7. Bolt 19. Left Aft Baffle Baffle Support
8. Rear Baffle Fastener (lower) 20. Center Left Baffle 30. Aft Intercylinder Baffle Assembly
9. Rear Baffle Fastener (upp€r) 21. Forward Left Baffle 31. Aft Intercylinder Baffle Support
10. Right Rear Engine Baffle 22. Support Bracket 32. Rear Center Baffle
11. ~ut 23. Forward Left Engine Baffle 33. No. 5 Cylinder Head Baffle
12. Support Brackets 24. Support Tab 34. Forward Center Baffle
Figure 9-15. Engine Baffle Installation 310PC'00 1 AND ON.

I
310 SERVICE MANUAL ~Ne'N~ 1-47
3 4 5 & 1
8
----18
11 16 15
19
1. Support Assembly (Aft, baffle) 12. Support (Intercylinder baffles, fwd)

2. Baffle Assembly (Aft. center) 13. Baffle Assembly (Intercylinder inboard aft, LH)
3. Baffle Assembly (Aft, LH) 14. Baffle Assembly (Intercylinder outboard aft)
4. Bracket Assembly (Aft, baffle) 15. Baffle Assembly (Intercylinder inboard fwd)
5. Baffle Assembly (Aft, baffle) 16. Baffle Assembly (Intercylinder outboard fwd)
6. Channel Assembly (Aft, baffle) 17. Baffle Assembly (Fwd, LH)
7. Bolt 18. Baffle Assembly (Fwd, center)
8. Support (Intercylinder baffles, aft) 19. Baffle Assembly (Fwd, RH)
9. Baffle Assembly (Aft, side) 20. Baffle Assembly (Intercylinder inboard aft, RH)
10. Baffle Assembly (Center, side) 21. Fastener (Baffle aft, RH)
11. Baffle Assembly (Forward, side) 22. Baffle Assembly (Aft, RH)
Figure 9-16. Engine Baffle Installation - Turbo 310POOO1 and On

1-41 ENCSINE 310 SERVICE MANUAL
Installation of Engine Baffles (310POOOI AND ON). 3. Remove two screws attaching baffle (19) to
(See figure 9-15.) baffle (18).
4. Release spring and remove baffle (19) from en-
a. Install engine baffles by reversing removal pro- gine nacelle.
cedures. k. Remove baffle (18) as follows:
1. (Refer to Section 10.) Remove propeller spinner
Removal of Engine Baffles (Turbo 310POOOI AND ON). in accordance with removal procedures.
(See figure 9-16. ) 2. Remove two nuts and four washers attaching
baffle (18) to engine crankcase.
Removal of Engine Baffles. (See figure 9-16. ) 3. Remove baffle from engine nacelle.
1. Remove baffle (22) as follows:
a. Remove engine cowling in accordance with re- 1. (See figure 9-4.) Disconnect from baffle the
moval procedures. following items:
b. Remove screws attaching baffle (2) to support (a) Ram air tube (15).
(1), baffles (3 and 22). Remove baffle (2) from en- (b) Shroud tube (42) and metering fuel line (28).
gine nacelle. (c) Disconnect and route wire bundle (27) through
c. Disconnect and remove the following items from baffle.
baffle (3): (d) If autopilot is installed, disconnect ram air
1. Disconnect oil filler breather hose from oil tube from baffle.
separator by loosening attaching clamps. 2. Disconnect spring (21) and remaining attaching
41. (See figure 9-13.) Remove oil separator (11) screws and route baffle (22) from engine nacelle.
from baffle by removing two clamps and attaching
screws.
3. (See figure 9-4.) Disconnect LH nozzle pres- Installation of Engine Baffles (Turbo 310POOOI AND
surization line (47) from fuel injection nozzles and ON). (See figure 9-16. )
route line through baffle (3) by removing grommet. a. Install engine baffles by reversing removal pro-
4. Remove the remaining screws attaching baffle cedures.
(3) to oil cooler and baffle (4).
5. Remove baffle (3) from engine nacelle. NOTE
d. On both LH and RH sides of engine, remove
baffles (9, 10, and 11) by removing eXisting screws If induction air intake manifold was lowered
in rocker covers and screws attaching baffles (11) to to remove baffles (13, 14, 15, 16 and 20),
baffles (17 and 19). Remove baffles from engine na- replace gaskets upon installation.
celle.
e. Remove baffle (5) by removing four screws at-
taching baffle (5) to baffle (6). Remove baffle (5) TURBOCHARGER INSULATION.
from engine nacelle.
f. Remove baffle (6) by removing screws attaching On aircraft Turbo 310FOOOI to 31OQ0401, the turbo-
baffle (6) to rocker cover. Remove baffle from en- charger insulation installation consists of three indi-
gine nacelle. vidual blankets which are wrapped around the turbo-
g. Remove supports (8 and 12) from between engine charger turbine and held in place with Monel wire.
cylinders by removing bolts (7). Remove supports Each blanket is made from material which consists
from engine nacelle. of high temperature insulation sandwiched between
h. Remove baffles (13, 14, 15, 16 and 20) from en- two thin jackets of quilted stainless steel. Small
gine as follows: holes are provided on the inside of each blanket to
1. (See figure 9-4.) Disconnect air intake mani- provide the necessary breathing. These blankets,
(oW (45) from thnttle body (12) by loosening hose when installed, wi 11 contain the high temperatures
(13}. which are emitted by the turbocharger turbine. On
2.. Remove attaching nuts and washers and lower aircraft Turbo 310Q0401 and On, the turbocharger
air intake manifold until it comes to rest upon the en- is insulated by a shield, the shield consists of two
gine support mounts. shield halves hinged together which are fitted around
3. Route baffles (13, 14, 15, 16 and 20) from be- the turbocharger turbine and held in place with Monel
DelUa eIIiiae cylinder heads. wire.
-I. Remove baffles from engtne nacelle.
i. Remove baffle (17) from engine as follows: Removal and Installation of Turbocharger Insulation
1. (Refer to Section 10.) If propeller synchroni- Blankets. (See figure 9-17. )
zer is installed, disconnect electrical impulse pick-
up from governor and route through baffle. CAUTION
2. Remove two screws attaching baffle (17) to baffle
(18). Extreme care should be taken when remOVing,
3. Remove baffle from engine nacelle. installing, or working near the turbocharger
j. Remove baffle (19) from the engine as follows: blankets to prevent puncturing the stainless
1. Remove radio noise filter from baffle (19) by steel jackets.
removing attaching screws.
2. Remove lower forward bolt which attaches alter- a. Cut and unlace the Monel wire securing the tur-
nator :and baffle (19) to crankcase. bocharger insulation blankets in place.
Change l' 0'"

310 SERVICE MANUAL ENGINE S-4U/S-488
b. Carefully remove the three insulation blankets TURBOCHARGER.

from the turbocharger turbine.
c. Install insulation blankets by placing the large Removal of Turbocharger (Turbo 310P0001 AND ON).
blanket on turbocharger turbine. Position each of the
two smaller blankets over the large blanket and tur-
bine. a. Remove upper engine cowl in accordance with
d. Lace insulation blankets together with number removal procedure.
. 03~ Monel wire. b. (See figure 9-13.) Remove drain line (1) and
line assembly (3) from turbocharger.
c. Remove clamps securing turbocharger air com-
NOTE pressor to throttle body and canister assembly.
d Remove clamp securing turbocharger turbine to
When laCing, wrap Monel wire tightly exhaust pipe.
around buttons on the insulation blankets. e. Remove the four nuts and bolts securing turbo-
charger assembly to support bracket and manifold
header assembly.
Removal and Installation of Turbocharger Shield. f. Lift turbocharger and remove from engine
(See fi gure 9- 17. ) nacelle.
a. Cut safety wire securing the turbocharger shield NOTE

in place.
b. Open shield assembly and remove from turbo- Cap and plug oil lines and seal turbine com-
charger. pressor air openings to prevent the entry of
c. Install shield assembly by placing the shield foreign materials.
around the turbocharger turbine with the hinge at the
top. Installation of Turbocharger (Turbo 310POOOI AND
d. Lace the shield halves together on each side with ON).
.032 Monel wire.
a. Remove covers or seals from turbine and induc-
tion air openings.
b. Lower turbine-compressor assembly into place
and install bolts and nuts securing turbine to bracket.
c. Install four boIts, washers, and nuts securing
turbocharger assembly to support bracket and mani-
fold header assembly.
d. Install clamp securing turbocharger turbine to
exhaust pipe.
Change 2
310Q0401 AND ON
1. Wrap Button 3. O. o:l2 Monel Wire 5. Shield

2. Insulation Blanket 4. Hinge 6. Turbine
Figure 9-17. Turbocharger Insulation and

Lacing Diagram
ENGINE TORQUE VALUES IN POUND INCHES
Engine Mounts 300-350

Turbine Flange Bolts 150-1S0
Compressor Housing Coupling Bolt 40-S0
Turbine to Center Housing Bolts lS0-190
Compressor Discharge to Throttle Body Coupling Bolts 70-75
Turbine Exhaust to Tailpipe Clamp (PiN MVTS8637 -375-M) 70-75
Turbine Exhaust to Tailpipe Clamp (PiN V37A4234) 40
Venturi Inlet to Throttle Body Coupling Bolt 45-50
Intercooler Outlet to Riser Coupling Bolt 45-50
Air Filter to Compressor Inlet Clamp 70-75
Exhaust Elbow to Waste-gate Assembly Bolts 70-90
Exhaust Riser to Cylinder Studs 50-70
Figure 9-17A. Engine Torque Values
Change 4
I
9- 50 E:NGINE: 310 SERVICE MANUAL
NOTE CONTROLLERS AND WASTE-GATE ACTUATOR.
Apply Fel-Pro C-5 or equivalent (Felt Prod- Turbocharger Control System Functions and Opera-
ucts Manufacturing Company, Chicago 7, tions. (See figure 9- 20. )
illinois) high temperature anti- seize com-
pound to attaching nuts and bolts when in- a. Functions. The waste-gate actuator and con-
stalling turbocharger to bypass assembly. trollers use engine oil for power supply. The turbo-
charger is controlled by the waste-gate and waste-
e. Install clamps and secure turbocharger air com- gate actuator, absolute pressure and above critical
pressor to throttle body and canister assembly. altitudes by the pressure ratio controller. The
f. Install drain line (1) and line assembly (3) to waste- gate bypasses the engine exhaust gases around
turbocharger. (See figure 9-13. ) the turbocharger turbine inlet. The waste- gate actu-
g. Safety wire bolts to support bracket. ator, which is physically connected to the waste- gate
by mechanical linkage, controls the position of the
NOTE waste-gate butterfly valve. The manifold pressure
relief valve will open and prevent engine overboost
For bolt torque and coupling torque values, should the engine manifold pressure exceed 34. 5
see figure 9-17A. inches of mercury. The absolute pressure control-
ler controls the maximum turbocharger compressor
h. Perform operation checkout in accordance with discharge pressure (n ±O. 5 in. Hg. to critical alti-
operational procedures. tude, approximately 16,000 feet). The pressure
ratio controller begins to function at approximately
AIR INDUCTION SYSTEM critical altitude and controls the maximum turbo-
charger compressor discharge pressure at a ratio
Ram air enters through the leading edge of the wing of 2. 2 times nacelle ambient pressure.
and is routed through the Canister Filter Assembly b. Operation. The waste-gate actuator is spring-
before entering the throttle body. On the Turbo 310P loaded to position the waste-gate to the normally open
and 3 HlQ, air is routed from the leading edge of the position when there is not adequate oil pressure in the
wing through the canister to the compression section waste-gate actuator power cylinder during engine shut
of the turbocharger. A manually controlled alternate down. When the engine is started, oil pressure is fed
air valve located on the end of the canister assembly into the waste-gate actuator power cylinder through
is provided to admit alternate air (heated engine the capillary tube. This automatically fills the
compartment air) should the air induction filter be- waste -gate actuator power cylinder and lines leading
come clogged or if a requirement for heated air is to the controllers, blocking the flow of oil by normal-
needed. Air filter maintenance service, particularly ly closed metering and/ or poppet valves. As the oil
in areas where dust is prevalent is very important to pressure builds up in the waste -gate actuatOI' power
the life of the engine and turbocharger. cylinder, it overcomes the force of the waste-gate
open spring, closing the waste-gate. When the waste-
Removal and Installation of Induction Air Canister gate begins to close. the exhaust gases are routed
Assembly (see figure 9 -18). through the turbocharger turbine. As the engine in-
creases its power and speed, the increase of temper-
a. Remove engine cowling in accordance with re- ature and pressure of the exhaust gases causes the
moval procedures. turbocharger to rotate faster, raising the turbocharg-
b. Disconnect control cable (5) from canister as- er compressor outlet pressure. As the compressor
sembly (12) by loosening nut on bolt (4) and routing outlet pressure rises, the aneroid bellows in the ab-
end of cable from bolt. Disconnect cable assembly solute pressure controller sense the increase in pres-
from bracket by removing nut and screw. sure. When at high engine speed and load and tIle
c. Disconnect induction air ducts (9) and alternate proper absolute pressure is reached. the force on the
air duct (10) by removing clamps securing hoses to aneroid bellows opens the normally closed metering
canister. valve. When the oil pressure in the waste-gate actu-
d. Remove valve end of canister to remove filter ator power cylinder is lowered suffiCiently, the
(7), remove three bolts (4) securing canister to waste -gate actuator open spring forces the mechani-
support (11), cal linkage to open the waste -gate. A portion of (he
e. Remove clamp (8) securing canister to support exhaust gases then bypasses the turbocharger turbine,
and remove canister assembly from aircraft. thus preventing further increase of turbocharger
f. Install induction air canister assembly by re- speed and holding the compressor discharge absolute
versing the removal procedures. pressure to the desired value. Conversely at engine
" Add or remove washers (2) to spacer (6) as idle, the turbocharger runs slowly with low compres-
necessary to align cable assembly with control arm. sor pressure output, therefore, low pressure applied
h. C lamp cable assembly (5) so that the cable to aneroid bellow is not sufficient to affect the unseat-
housing is 3. 50!. 125 inches from the control arm ing of the normally closed metering valve. Conse-
when in the closed position. Clamp cable assembly quently. engine oil pressure keeps the waste-gate
to bolt (7) so that the control handle is .06 to . 09 closed. After critical altitude is reached (approxi-
inch from panel. mately 16,000 feet), the absolute pressure controller
1. Check control cable (5) for proper operation. is unable to maintain 32 ~O. 5 inches of manifold
pressure.
Change 2
I
8~
, '
;'~\
//~\
'~, " y'
/' \, "- /.
:.:;!~ .<~-
JL O. 06 TO O. 09 INCH
310POOOI AND ON
14
310Q0201 AND ON
"
TURBO 310POOOI AND ON I
l. :--;ut 5. Cable Assembly 9. Induction Air Duct 13. Throttle Body

2. \Vasht:r 6. Spacer 10. Alternate Air Duct 14. Turbocharger
3. Bolt (Clampin~i 7. Filter 1l. Support 15. Arm
4. Bull 8. Clamp 12. Canister Assembly 16. Spring
Fi f':ure 9-18. Induction Air Canister

ENGINE AIR INDUCTION SYSTEM

SCHEMATIC
INDUCTION SYSTEM
BALANCE TUBE
INDUCTION lVlANHULU-, INDUCTION MANIFOLD

/
LEFT-HAND BANK RIGHT-HAND
RAM
FILTERED
AIR
CODE TURBOCHARGER
_ . - MECHANICAL LINKAGE CONTROL LEVER ON

- OIL PRESSURE WASTE-GATE CONTROL PEDESTAL
- - - OIL RETURN
~._. ____ ~
r--ci)
__ •...J
¢:J RAM FILTERED AIR
. . COMPRESSED AIR CONTROLLED
¢::J RAM AIR ALTERNATE AIR DOOR
(NORMALLY CLOSED)
,.--lNDUCTION SYSTEM
I TURBO 31OPOOOl AND ON
_-L._-L._h.. BALANCE TUBE
INDUCTION NUINJ."U'LlJ'----!
LEFT-HAND BANK
ALTERNATE
AIR
THROTTLE BODY
CONTROL LEVER ON
WASTE-GATE CONTROL PEDESTAL
~.---------...I
:---9
'-MA,NlfAl,LY CONTROLLED
ALTERNATE AIR DOOR (OPEN)
Figure 9-19. Air Induction Schematic

310 SERVICE MANUAL ~NC3IN~ 9-521 /9-528
The pressure ratio controller, which senses both na- sure. When the proper discharge pressure is reach-
celle ambient pressure and discharge pressure, beed inside the pressure ratio controller, the force on
gins the function of controlling turbocharger dis- the aneroid bellows opens the poppet valve and lowers
charge pressure at a ratio of ~. 2 times am bient pres- the oil pressure in the waste-gate actuator power cyl-
inder.
Troubleshooting Controllers and Waste-Gate Actuator.
UNABLE TO GET RATED

POWER BECAUSE MANI-
FOLD PRESSURE IS LOW
Controller not getting enough oil
pressure to close the waste-gate.
Check pump outlet pressure, oil fil-
ter, and external lines for obstruc-
tions.
I
Chips under metering and/or poppet Flush chips out of controller. Re-
valves in controllers holding them open. place controller if necessary.
Capillary tube in actuator plugged. Remove actuator and clean capillary.
Actuator piston seal failed and leaking Replace actuator.

oil excessively.
Pressure ratio controller set too low and Adjust pressure ratio controller.
cutting in at altitude below 16,000 feet.
Leak in exhaust system. Replace defective exhaust components.
Manifold pressure relief valve stuck Replace manifold pressure relief
open. valve.
Leak in induction air system. Repair or replace. (Refer

to Leak Checking Air Induc-
tion System.
LOW POWER OR INSUF- Leak in induction air system. Replace or repair in accord-
FICIENT MANIFOLD ance with Induction Air Leak
PRESSURE Check Procedures.
Leak in exhaust system. Replace or repair in accord-

ance with Exhaust Leak Check
Procedures.
Improper alignment of air inlet ducts, Align ducts, clean or replace

canister and filter elements. filter.
Hot nacelle air leaking into induction Rig alternate induction air
system. Improperly rigged alternate door.
air door.
Obstructions in air inlet system or Clean or replace filter, re-

filter. move obstruction.
I
Waste-gate not clOSing properly. Refer to Turbocharger and
Controls Overhaul/Parts
Manual and check rigging
of waste-gate actuator.
Wrong manifold pressure relief Replace with proper manifold

valve installed. pressure relief valve.
Waste- gate actuator leaking oil. Replace waste- gate and

actuator.
Change 4
310 SERVICE MANUAL
Troubleshooting Controllers and Waste-Gate Actuator. (Continued)
LOW POWER OR INSUF- Low engine oil pressure in flight. Verify that engine oil pressure
FICIENT MANIFOLD remains in the upper half of
PRESSURE green arc during cruise.
Nate
This verification can be made on the ground but must be reasserted in flight with oil temperatures in
the normal limits. Adjust pressure relief valve if necessary to obtain proper oil pressure.
CAUTION
If low oil pressure is encountered during flight check, reduce power to minimum cruise and allow oil
to cool to the lower sector of the green arc. Open cowl flaps to aid in cooling the oil temperatures.
Upon attainment of the cooler oil temperature, apply power and recheck the bootstrapping power level.
If a marked improvement is attained, correct oil pressure or isolate the overheating cause.
ENGINE SURGES OR
SMOKES
TURBOCHARGER NOISY,
Metering valve stem seal broken in one
of the controllers, leaking oil into
manifold.
Actuator bypass valve linkage binding.
Turbocharger overspeeding, control-

Replace or repair controller in
accordance with Turbocharger
and Controls Overhaul/Parts
Manual.
Correct cause of binding.
Adjust or replace controller assem-

I
PLENTY OF POWER lers not opening, aneroid bellows blies and turbocharger.
leaking or not properly adjusted.
Waste-gate sticking closed. Replace waste-gate, waste-gate ac-

tuator, or correct binding linkage.
Controller drain line obstructed. Clean or replace line.
ENGINE POWER IN- Capillary tube plugged in rate of Replace absolute pressure and rate
CREASES SLOWLY, OR change controller. of change controller.
SEVERE FLUCTUATIONS
OF MANIFOLD PRES- Sluggish manifold pressure relief Replace manifold pressure relief
SURE ON RAPID valve. valve.
THROTTLE ADVANCE
Waste-gate operation is sluggish. Replace waste-gate, waste-gate ac-
tuator, or correct binding linkage.
ENGINE POWER IN- Manifold pressure relief valve stuck. Replace manifold pressure relief
CREASES RAPIDLY AND valve.
MANIFOLD PRESSURE
OVERBOOSTS ON RAPID Waste-gate operation is sluggish. Replace waste-gate, waste-gate ac-
THROTTLE ADVANCE tuator, or correct binding linkage.
MANIFOLD PRESSURE Manifold pressure relief valve Repair or replace relief valve
OVERBOOST DURING stuck closed
Fl.l1GHT
Waste-gate actuator sluggish Repair or replace waste-gate.
Waste -gate butterfly clearance

improperly set
Refer to Turbocharger and Controls
Overhaul/Parts Manual and set butter·
I
fly valve clearance properly.
CAUTION
The absolute pressure, manifold pressure relief valve, and pressure ratio controllers are set at the
factory and should not be tampered with except for prescribed minor adjustment to obtain rated mani-
fold pressure.
Change 4
I
9-54 ~NaIN~ 310 SI-:HVIC\': MANUAL
WASTE-GATE
~
ACTUATOR
METERING
JET
~
ENGINE OIL
COMPRESSOR
RAM AIR
EXHA UST GASES
RELIEF VALVE
ABSOLUTE PRESSURE
CONTROLLER
\
i ,
I----'
METERING VALVE
ASSY
ANEROID
BELLOWS
o ENGINE OIL
PRESSURE ~~~~~~
;v\ TIO CONTROLLER
AMBIENT AIR PLUG -~""i
(Ws:{l EXHA UST GASES POPPE T VA L VE ASSY _---,~~===E=========:p
W:,::~~l COMPRESSE 0 AIR ENGINE 01 L =;:;~~=~E===m::&!fjil

LEFT ENGINE
TURBO 310FOOOl TO 31OQ0601
Figure 9-20. Turbocharger, Controllers and Waste-Gate Actuator System Schematic (Sheet 1 of 2)
Change 4
I
310 SERVICE MANUA L ION(3INE 9-54 A
WASTE-GATE
ASTE-GATE
ACTUATOR
"'-_____~ ENGI~ OIL
COMPRESSOR
EXHA LST GASES
ABSOLUTE PRESSL'RE
CONTROLLER
TYPICAL (LH & RH ENGINE)
ENGINE
D E:-.iGIN"E QIL
OIL
HETCHN
b;!)Wm EXHA CST GASES
W~:~~\I C')~IPRESSED :\IR
Tl'RI30 31OQ0601 Al"D Ol"
Figure 9-20. Turbuclun:er, Controll(~rs and Wastt:-Gale Actuatur System Sclwm;llic (Sheet 2)
CharlgC' 4
I
9 - 548 EN<3INE :110 SI<I!VI(,I< MANilA \.
IltXHS,\,H,\1' LIMITS - TSIO ~2UI\ ~;NI;(NI·;. 'l'1';OI;;,~) I. ',H .\ H TlilllllNI';
21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .~~. ..
20
:\
:3
o
19 \.
><
~
IP \
NOTE:
""::, \ HOT DAY - ADD
17C'ORRECTED~- COLD DAY - SUBTRACT
co LIMIT - 40 f . ~
E 16 COLD DAY . -- 1 15
1= 4
f------------- -1-
. . . . .•
t-::5 ALLENGINESWILLf-· w
<t' BOOTSTRAP IN ~ 3 - . ~
I-
~
0)
:. TH[~ AREA -.-
r--.... _--
I 8 . --- !
~ i3 ~ I
I ~ 1 - -t
12
i J . i
. .__~----~--~~--~--~~
.... I.-....
50
- .....
/ r
c" " " '-0- ' - -......
dO
~-~
90 100
..
no 10 20 30 40 50 . . . . . .
TEMP VARIATION fROM STANDARD
(' f OBSERVf.D O. A T. :
~ PO\\ER. :'TANDARD DAY
BOOTSTl<AP UMITS - TSIO :i20B ENGINE WITH TE06:i9 1. 83 AIR TURBINE
-,
~0
." -- ~-~ -~ -~ ~~
\
\
'\--\ - -
\
\
\
=~~ ~ £ 6 ..---_--------
:8
fI .-.--
j \-f'"'T~T~"
()P;<ECTED '-I\\]T" \ - \ i/ORRECiW
"'c~~'" Gjj:~
..
~
t--·
16
t -- ..-
<:
::: ;LL ENCr:-;ES ·... ILL . :\OTE I _.-
~
800TSTRAP [N I _ __l.~_ HOT D.\ Y - ADD
TH[S AREA ! f I COLD DAY - SVBTRACT
__
:1 -tf r--- O,. ._ _ _ _ _ _ _ _ _ _ _ _~I ~
.- 2 .,- / I -I .:.-,~ -~-- o [0 20 30 40 '0
~ --. . . - ~J - J~ ---
TEMP VARIATIO[l; fROM STANDARD
.l - ----- / -, _._- i f OBSERVEC O. A. T. i
iC . . ._ _ _ _.j . . . . ._ ' -. . .-
i ji j' _ _. . . .
40 50 60 70 80 90 100
POWf.P STA:-IDARD DAY
Fih'Ure 9- 21. Bootstrapping Tolerance Chart
Chan;;e 4
I
Controller Operation Flight Check Procedure. b. Airspeed - 120 MPH

c. Pressure altitude - 20, 000 feet
The flight check procedure details the method of d. Engine speed - 2700 ± 25 RPM
checking the operation of the absolute pressure, rate e. Fuel flow - full rich
of change, and pressure ratio controllers. This pro- f. Full throttle M. P. - 29 I . 5 in. Hg.
cedure is to be used for aircraft suspected of im- 6. CRUISE - BOOSTRAPPING DETERMINA TION
proper controller operation in order for the discrep- a. Cow I flaps - closed
ancy to be correctly diagnosed. To aid in recording b. Airspeed - level flight
the necessary flight readings, sample form, as shown c. Pressure altitude - 20, 000 feet
in figure 9 -23, is provided. This sample form or one d. Engine speed - 2700 RPM
with similar content should be used in conjunction e. Fuel flow - full rich
with the flight check procedure. To determine at f. Throttle - full throttle
which conditions boostrapping is most likely to occur, g. Prop control (one engine at a time)
refer to the Boostrapping Tolerance Chart in figure (1) Slowly decrease RPM until M. P. drop
9-21. indicates waste-gate is closed
1. TAKEOFF - ABSOLUTE CONTROLLER (2) The M. P. RPM, OAT, and Hp at the
a. Cowl flaps - open instant of waste -gate closing should be
b. Airspeed - 105 MPH lAS recorded.
c. Oil temperature - upper 1/3 of green arc (3) The actual power being developed
d. Engine speed - 2700 t 25 RPM should be less than 67. 5% power
e. Fuel flow - 27.5 to 29.2 GPH h. Enl5ine speed - increase 50 RPM
f. Full throttle M. P. - 32 t. 5 in. Hg. i. Mixture - normal lean
2. CLIMB - ABSOLUTE CONTROLLER j. Engine should not boot-strap.
a. Cowl flaps - open
b. Airspeed - 120 MPH lAS
c. Pressure altitude - 16,000 ft. Absolute Pressure Controller.
d. Engine speed - 2700 t 25 RPM
e. Fuel flow - 29.0 PSI to 31. 0 PSI. Removal and Installation of Absolute Pressure Con-
f. Full throttle M. P. - 32 ±. 5 in. Hg. troller. (See figure 9-13. )
3. CLIMB - MANIFOLD PRESSURE RELIEF
VALVE NOTE
a. Cowl flaps - open.
b. Airspeed - 120 lAS On aircraft Turbo 310POOOI to Turbo
c. Pressure ;;.ltitude - below 16,000 ft. 310Q0601, the absolute pressure controller
d. Engine speed - 2700 t 25 RPM and rate of change controller is an integrated
e. Fuel flow - lull rich unit. On aircraft Turbo 310Q0601 and On,
f. Throttle (one engine at a time) the absolute pressure controller and pres-
(1) Idle until M. P. stabilizes sure ratio controller is an integrated unit
(2) Rapidly advance to full throttle and the rate of change controller is not re-
(a) If at full throttle maximum mani- quired. Removal and installation proce-
fold pressure is not reached dures and controller adjustments are typical
32 t O. 5 inches of Hg. manifold for both installations.
pressure relief valve is operating
improperly.
4. CRUISE - BOOTSTRAPPING DETERMINATION a. Disconnect oil line assemblies (21, 23 and 26) and
a. Cow I flaps - closed discharge air line assembly (6) from controller (22).
b. Airspeed - level flight
c. Pressure altitude - 16, 000 feet
d. Engine speed - 2700 RPM NOTE
e. Manifold pressure - 28 in. Hg.
Cap all lines and fittings to prevent entry of
f. Fuel flow - full rich
g. Prop controls (one engine at a time) foreign materials.
(1) Slowly decrease RPM until M. P. drop
indicates waste-gate is closed b. Remove two nuts and bolts attaching controller
(2) The manifold pressure, RPM, outSide (22) to mounting bracket.
air temperature and pressure altitude c. Route controller (22) from engine nacelle.
at the instant of waste-gate closing d. Install controller (22) by reversing removal pro-
should be recorded. cedures.
(3) The actual power being developed when
the waste -gate closed should be less
than 77. 'iJ power. NOTE
h. Engine speed - increase 50 RPM
If controller (22) is being replaced, use
i. Mixture - normal lean
j. Engine should not boot-strap existing fittings with new packing (20).
5. CLIMB - PRESSURE RATIO CONTROLLER
a. Cowl flaps - open
Change 4
9-56 !NC3INE 310 SERVICE MANUAL
6 LEVEL OFF 20,000 FT .....~~,:::sn==~..

COWL FLAPS - CLOSED Perform Controller OperatlOn Flight Check
Procedure step 6.
5 CLIMB. 20.000 FT 1. Observe manifold pressure at 20,000 ft.

If 29 ~O. 5 in. Hg is available, pressure
FULL THROTTLE ratio controller is functioning properly.
FULL RPM 2. If 29 -00.5 in. Hg. is not available, perform
MIXTURE - LEA N Controller Operation Flight Check. step 5.
COWL FLAPS - OPEN
C LIMB SPEED - 120 MPH
lAS READINGS AT 20, 000 FT. OAT
M. P. Number 1 In. RPM Number 1 Fuel Flow GaL Hr

M. P. Number 2 In. RPM Number 2 Fuel Flow Gal, Hr
4 CLIMB l'P TO 16,000 FT 1. Observe manifold pressure up to 16,000 ft.

If 32 ~O. 5 in. Hg. is available, absolute
M. P. 32 ,0.5 IN. HG. pressure controller is functioning properly.
Fl'LL RPM 2. If 32 ~o. 5 in. Hg. is not available. perform
MIXTCRE - RICH Controller Operation Flight Check. step 3.
COWL FLAPS - OPEN
lAS READINGS AT 16, 000 FT. OAT
M. P. NWllber 1 In. RPM Number 1 Fuel Flow Gal, Hr

M. P. NWllber 2 In. RPM Number 2 Fuel Flow Gal Hr
. 3 CLIMB 14,000 FT. READINGS AT 14, 000 FT.
M. P 29 ,.5 IN. HG. M. P. Number 1 In. RPM Number 1 Fuel Flow Gal Hr
RPM 2350 M. P. Number 2 In. RPM Number 2 Fuel Flow Gal Hr
MIXTCRE - RICH
COWL FLAPS - OPEN
lAS
1. ObsE" rve and record altitude where AL TITl'DE READINGS AT
manifold pressure (M. P.) falls off. M. P. FALL OFF
If altitude IS Wlusually low (below
6.000 or 7. 000 ft. on a hot day) A Itutide Number 1 ft
suspect exhaust system leak. Altitude Number 2 Ft
2 TAKEOFF'::~J
M. P. 32 ·0.5 1:--:. HG.
FU L HPM
ML<TCRE - RICH
OIL rFMPER.ATl'RE - Cf'PER 1 3 GREEN ARC
READINGS AT TAKEOFF OAT
M. P. N Ulll be r 1 In. RPM Number 1 Fuel Flow Gal Hr

M. P. Number 2 In. RPM Number 2 Fuel Flow Gal Hr
1 SET ALTIMETER
,,9.92
FIgJrp 9-22. Turbocharger System Operational Check Chart

310 SERVICE MANUA L EN(3INE 9-57
BSOLUTE PRESSURE
CONTROLLER ~
r PRESSURE RATIO
CO~TROLLER
r-=======--,
BELLOWS ASSEMBLY BOOT
\
/ SMALL FLAT BLADED

/ SCREWDRIVER
POPPET ASSEMBLY
~DRAIN PORT
NOTE
ABSOLUTE PRESSURE
CONTROLLER HAS BEEN
ROTATED 90 DEGREES
FOR CLARITY.
/ TURBO 31 OQ0601 AND ON
\~RESSURE RATIO
L.cAT BLADED SCREWDRIVER
\ONTROLLER
ABSOLUTE PRESSURE
CONTROLLER
FLA! BLADED
SCREWDRIVER
~ BELLOWS
ASSEMBLY BOOT
5090002-1 TOOL ---(-:.:::-::1
TURBO 310POOOI TO TURBO 31OQ0601
Figure 9-23. Controller Adjustments
Change 4
I
9-58 ENelNE 310 SERVICE MANUAL
Absolute Pressure Controller Adjustment. (See fig- 5. Remove turbocharger from engine nacelle.
ure 9-23.) 6. Repeat substeps 2. and 3. of step a.

moval procedures.
b. (See figure 9-13.) Remove adjustment plug from Pressure Ratio Controller.
absolute pressure controller.
c. Using a flat bladed screwdriver, rotate metering Removal and Installation of Pressure Ratio Control-
valve seat (1/16th of one full turn changes manifold ler. (See figure 9-13. )
pressure 1 inch Hg.), clockWise to increase or
counterclockwise to decrease. a. Disconnect oi1line assemblies (12, 21 and 23)
d. {See figure 9 -13.) Install absolute pressure con- and discharge air line (5) from controller (7).
troller adjustment plug.
e. Install engine cowling in accordance with instal-
lation procedures. NOTE
£. Start engine, allow engine oil to reach operating
temperature (upper 1/3 of green arc), ground check Cap all lines and fittings to prevent entry
manifold pressure for 32 1: O. 5 inches Hg. at 2700 of foreign materials.
RPM.
b. Remove two nuts and bolts attaching controller
NOTE (7) to bracket.
c. Route controller (7) from engine nacelle.
Several adjustments and checks may be neces- d. Install controller (7) by reversing removal pro-
sary to achieve correct manifold pressure. cedures.
NOTE
Manifold Pressure Relief Valve (Turbo 310POOOl
AND ON). If controller (22) is being replaced, use
existing fittings with new packing (20).
The manifold pressure relief valve is mounted on the
turbocharger compressor adapter plate, and is pro-
vided to prevent engine damage from excessive in-
take manifold pressure. The non-adjustable manifold
pressure relief valve will be actuated if the manifold
pressure exceeds 36. 5 in. Hg. If the relief valve is Pressure Ratio Controller Adjustment. (See figure
defecti ve or malfunctions it must be replaced. 9-23. )

Removal and Installation of Manifold Pressure Relief moval procedures.
Valve. (See figure 9-30. ) b. Remove pressure ratio controller in accordance
with removal procedures.
a. Remove and install LH engine manifold pressure c. (See figl.re 9-13.) Remove ambient air plug (8)
relief valve as follows: from low pressure port. Remove tee and reducer
1. (See figure 9-1.) Remove engine cowling in ac- from drain port.
cordance with removal procedure.
2. Remove scrf'WS (1) attaching manifold pressure
relief valve (2) to turbocharger compressor adapter NOTE
pad (4) and remove manifold pressure relief valve.
3. Install manifold pressure relief valve by re- Protect all fittings and lines to prevent entry
versing removal procedure. of foreign materials.
b. Remove and install RH engine manifold pressure
relief valve as follows: d. Insert tool 5090002-1 into drain port. Insert
1. (See figure 9-1.) Remove engine cowling in ac- small bladed screwdriver into low pressure port.
cordance with removal procedure. Rotate poppet assembly until screwdriver blade en-
2. (See figure 9-18.) Remove alternate air can- gages slot provided in bellow assembly boot.
nister in accordance with removal procedure. e. Holding bellows assembly boot, rotate poppet
3. Loosen and remove clamp attaching overboard assembly (1/16 of one full turn changes manifold
exhaust tube to turbine body. pressure 1 inch Hg.), clockwise to increase,
4. Loosen nuts and remove four bolts attaching counterclockwise to decrease.
turbocharger to nacelle bracket. £. (See figu re 9 -13.) Install ambient air plug (8)
reducer and tee.
NOTE g. Install pressure ratio controller.
h. Install engine cowling in accordance with instal-
Support turbocharger when removing attach- lation procedures.
Ing bolts to prevent damage to turbocharger i. Refer to Turbocharger Operation Flight check
and nacelle structure. Procedure and perform step 5.
Change 4
I
, NOTE
Several adjustments and checks may be nec-

essary to achieve correct manifold pressure.
c. (See figure 9-29.) Remove four nuts and bolts
attaching waste-gate and actuator (14) to manifold
header (10). Allow manifold header and waste-gate
and actuator to rest on engine nacelle.
d. (See figure 9-29.) Remove four nuts and bolts
attaching waste-gate overboard tube (13) to waste-
gate and actuator (14). Remove waste-gate over-
board tube (13) from aircraft through access hole.
e. Rotate waste-gate and actuator within the lower
aft nacelle until the spring on actuator is facing aft
towards the nacelle firewall. With the waste-gate
and actuator in this position, work waste-gate
and actuator out through the nacelle access hole.
r. Install waste-gate and actuator by reversing re-
moval procedures.
Waste-Gate and Actuator. NOTE
Removal and Installation of Waste-Gate and Actuator. When reinstalling waste-gate to the mani-
fold header, use new sealing gaskets.
NOTE
The waste-gate and actuator are considered

as matched sets and must be removed and
replaced as sets.
ENGINE IGNITION SYSTEM.
a. (See figure 1-3.) Remove access cover (43).
b. (See figure 9-13. ) Disconnect actuator drain line Engine ignition for the aircraft is provided by two
(27) and line assemblies (25 and 26) from waste-gate Bendix Scintilla magnetos mounted on each engine.
actuator (28). The left magnetos on each engine fires the upper
spark plugs on the left bank of the cylinders and the
NOTE lower spark plugs on the right bank. The right mag-
neto fires the remaining spark plugs on that engine.
Plug actuator and line assemblies to prevent There are magneto and starter switches mounted on
entry of foreign materials. the instrument panel.
Troubleshooting the Ignition System.
ENGINE FAILS TO START Ignition switch OFF or grounded Flip switch ON. Check for grounded
DUE TO IGNITION switch wires. wires.
TROUBLE
Spark plugs fouled, improperly gap- Remove and clean. Adjust to proper
ped, or loose. gap. Tighten to specified torque.
Magnetos improperly timed to engine. Refer to Installation of Magnetos and

Ignition Timing for timing proce-
dures.
Shorted condenser. Replace condenser.
Magneto internal timing incorrect or Install correctly timed magneto.

timed for opposite rotation.
ROUGH IDLING Spark plugs fouled improperly Clean spark plugs. Adjust spark
gapped. plug gap.
Weak condenser. Replace condenser.

ROUGH AT SPEEDS Loose or improperly gapped spark Tighten to specified torque. Adjust
ABOVE IDLE plugs. to proper gap.
High tension leak in ignition harness. Check for faulty insulation.
Weak or burned out condenser as evi- Replace pOints and condenser.

denced by burned or pitted breaker
points.
SLUGGISH OPERATION Fouled or dead spark plugs. Clean spark plugs. Replace dead
AND/OR EXCESSIVE spark plugs.
RPM DROP
Improperly gapped spark plugs. Adjust to proper gap.
Magnetos out of time with engine. Refer to Installation of Magnetos and

Ignition Timing for proper timing
procedure.
Damaged magneto breaker pOints or Replace points and condenser.

condenser.
MAGNETOS. e. Remove the two magneto flange clamp nuts,

washers, and clamps. Pull the magneto forward
The Bendix-Scintilla S6RN -200 series magnetos con- from the crankcase mounting pad.
sist of a retard breaker, main breaker, starting
vibrator and uses a single switch. The starting vi- NOTE
brator is used in conjunction with the retard breaker
to obtain voltage necessary at cranking speeds which As the magneto flange clears the crankcase
eliminates the need for impulse couplings. hole, watch the rubber drive bushings and
steel retainer in the gear hub to make sure
Removal of Magnetos. they will not drop out.
The magneto removal procedure is identical for re- Inspection of Magnetos.

moving either magneto from either engine.
a. Remove the engine cowling in accordance with NOTE
removal of engine cowl procedure.
b. Detach the magneto ground wires from both mag- Anytime the engine and propeller have been
netos and tag for identification when reinstalling. subjected to excessive roughness, the mag-
netos should be removed and the drive
WARNING couplings inspected.
Magnetos are in switch on condition when a. Inspect the rubber drive bushings in the drive
ground wires have been removed. gear hub for deformation and damage.
c. Detach the high tension outlet plate from the mag- NOTE
neto to be removed.
d. Rotate the propeller by hand in the normal direc- If magneto rubber shows signs of severe
tion of rotation until the No. 1 cylinder is coming up distress. inspect the quill shaft. alternator
on its compression stroke. couplings starter adapter drive gear and the
tachometer drive for galling, pitting or
NOTE heavy wear distress.
To facilitate installation of a replacement Replace with new parts if they will not fit
magneto, it is good practice to position the the magneto lugs closely.
crankshaft at the advance firir 6 angle for
No.1 cylinder during this step. Any stand- b. Remove the magneto breaker cover plate and
ard timing device or method can be used. or inspect the points. They should have a gray, frosty
If the :llagneto being removed is correctly appearance. If burning or pitting is apparent. de-
timed to the engine. the crankshaft can be termine the cause and correct it before replacing
rotated to a position at which the breaker the points. If the breaker points are oily. they can
pOints will be just opening to fire No. 1 be c leaned with c lear unleaded gasoline. A void
cylinder. getting any gasoline on the breaker felt as this will
wash away the lubricant
• I
'--..1
,.'.1 1
'-. I
'\ I
~20 DEGREE MARK

PAINTED
CHAMFERED
~ENGINE
TOOTH
TIMING INSPEC-
".'1 I TION HOLE WITH PLUG
,,0' I REMOVED
.. ~.. I
MAGNETO TIMING INSPEC-
~:'~I-TOP CENTER TION HOLE WITH PLUG
~~I"I TIMING MARK
(0' I REMOVED
"'1 I
,,0" I
"',\ I
ENGINE TIMING INSPECTION
PLUG UPPER dARK PLUGS
~
.6
5 r~•••_o~J~r~
NOTE
h
l--' :t=· J.
: Iv--
NUMBER 1 CYLINDER
LEAD IS MARKED ON
MAGNETO CASE.
0- 14
:
:i·I -
h
~
·
Q
i
12
h -
G& ~
.... L---~--t-MAGNETO TIMING INSPEC-
~ TION PLUG
4;~ e
rt
• RIGHT
•
MAGNETO
TO MAGNETO SWITCHES
~~---------------------
TOSTARTrnG--------~
VIBRATOR
Figure 9-24. Magneto Timing and Igmtion Cable Numbering

9-62 ENC3INE 310 SERVICE MANUAL
Bl'eaker Assembly Main Spring Check. (See figure

9-25. ) retard for a particular magneto is stamped at the
bottom of the breaker compartment.
:1. Check the main springs of the breaker assem-
blies for proper tension. Tension must be between
1;:; and ~4 ounces at the instant the breaker ooens. NOTE
b. Check that the cam follower is securely riveted
to the follower spring and that the screw which holds When 25' retard is required, advance pOinter
e
the parts of the breaker is tight. Torque breaker until it is over the 20 mark. Then turn rotor
0
assembly screw for 10 to I~ inch-pounds. until pointer is over the 45 mark. This will
c. Examine the contact points for excessive wear give a total of 25' retard.
or burning.
b. Turn rotor in direction of rotation until painted
NOTE chamfered tooth of distributor gear is just becoming
visible in tim ing window. Continue turning rotor of
Normal points will show a dull, slightly rough magneto until line on end of caw is aligned with neu-
contact surface. Points which have deep pits tral mark in housing.
or excessively burned areas should be dis- c. Fabricate a timing pOinter from a piece of wire
carded. If any part of the breaker is defec- (approximately 2~ inches) as follows:
tive. the complete breaker assembly must 1. Remove the cam screw and flat washer from
be replaced. cam.
Maintenance. 2. Bend one end of the wire around the threads of
the screw, loose enough to allow wire to be rotated.
At the first 50-hour inspection and at each IOO-hour 3. At the outside diameter of the large washer,
inspection thereafter, the breaker compartment bend wire straight up parallel to the screw.
should be inspected. 4. Install assembly on cam shaft and tighten screw
NOTE just enough to hold wire in position and yet allowing it
to be rotated.
If ignition trouble should develop, spark plugs 5. At a height sufficient to clear breaker hOUSing,
and ignition wiring should be checked first. make a right angle bend in the wire.
If the trouble appears definitely to be associ-
ated with a magneto. the following may be
used to help disclose the source of trouble NOTE
without overhauling the magneto.
Pointer should be over timing marks, but not
a. Moisture Check. touching the housing.
(1) Remove the high-tensions cable outlet plate
cables. and rubber grommets, and inspect these
parts for moisture.
(2) Inspect the distributor block high-tension outlet
side for moisture.
(3) If any moisture is evident, lightly wipe with a
soft, dry, clean, lint-free cloth.
CAUTION
Do not use gasoline or any other solvent as

these will remove the wax coating on some SCALE APPLIED
parts and could cause electrical leakage. ADJACENT TO
CONTACT.
Internal Timing. (See figure 9-26.)
a. In each side of the breaker compartment there

are five timing marks. The marks on the left-hand
side, viewed from the breaker compartment are for
clockwise rotation viewed from the drive end. The
marks on the right-hand side are for counterclock-
wise f0tatlOn. The timing marks indicate "0" posi-
tion. "E" gap. and various degrees of magneto re-
tard. (See figure 9-24.) ThE' point in the center of
the "E" gap boss indicates the exact "E" gap position.
The width of the boss on either side of the point is the
allowable tolerance of ,4. In addition to these
marks, the cam has an indented line across its end Figure 9 -25. Checking Breaker
for locating neutral position. The number of degrees Main Spring Tension
Change 8
HOUSING CENTER
CAM TIMING LINE MARK
NEUTRAL MARK
FABRICATED
RETARD TERMINAL TIMING POINTER
"E" GAP.......:=:!D
TOLERANCE
MARKS
PRIMARY LEAD
CAPACITOR LEAD
WEDGE BETWEEN
CAPACITOR AND HOUSING
RETARD BREAKER
CONT ACT POINT ASSEMBLY
~_--:,?ADJUSTING SCREW
TIMING INSPECTION PLUG

~-- MAIN BREAKER
CONTACT POINT ASSEMBLY
Figure 9 -26. Magneto Timing Adjustment

6. With the indented slot on cam aligned with the

mark at top of breaker housing and painted chamfered
Installation of Magnetos and Ignition Timing.
(310POOOI AND ON. )(See figure 9-26.)
I
tooth on large distributor gear visible in timing win-
dow, set pointer on center of "E" gap mark. a. Remove either the upper or lower spark plug
7. Connect the 11-851 timing light, or equivalent, from No. 1 cylinder.
across main breaker. b. Rotate propeller to align engine timing points
8. Adjust main breaker contacts to open at this and marks located on alternator sheave.
point or over any portion of the "E" gap boss.
9. Turn rotor until cam follower is on the high
pOint of cam lobe, measure contact clearance. It NOTE
should be 0.018 to. 006. Readjust breaker and re-
check to be sure that contacts will open with "E" gap All starter adapters and alternator sheaves
tolerance. furnished on engines have timing marks
stamped on the face. If it is necessary to
NOTE replace these parts, they will not be fur-
nished with the timing marks. Therefore,
Replace breaker assembly if "E" gap toler- it will be necessary to use a top dead center
ance and contact clearance cannot be ob- indicator or an inclinometer on the propel-
tained. ler spinner to locate the 20° BTC position
for timing magnetos to engines. When it
d. On retard breaker magnetos, it is necessary to is assured that the No. 1 cylinder is at 20
set the retard breaker to open a predetermined num- BTC, it is permissible to index the new
ber of degrees after the main breaker opens within starter adapter and sheave .
.. 2°, _Or. The number of degrees retard for a par-
ticular magneto is stamped at the bottom of the c. With inspection hole plug and breaker cover re-
breaker compartment. After main breaker has been moved, check magneto to see that it is internally
set to .;pen at "E" gap (10' t4 ) move pOinter back timed for right-hand drive rotation.
until it is over the zero mark without moving rotor
from its position where main breaker just opened.
Turn rotor until pOinter is over correct retard mark. NOTE
Using a timing light, adjust retard breaker contacts
to open at this point. A tolerance of 1/16 inch past The magneto installation procedure is identi-
the point can be used to get proper contact clearance. cal for installing either magneto on either
Continue rotating rotor until cam follower is on the engine.
high point of the lobe. Measure contact clearance.
It should be O. 018 ± O. 006. If not, readjust breaker d. Place the magneto on the crankcase accessory
and recheck to be sure that contacts will open within mounting pad and temporarily secure in place with
retard degree tolerance. Replace breaker assembly clamps, washers and nuts.
if reurd degree tolerance and contact clearance can- e. Attach a timing light to the magneto in accord-
not be ,obtained. ance with timing light manufacturer's instructions.
f. If timing light indicator light is OFF, rotate mag-
NOTE neto housing in direction of its magneto rotation a
few degrees beyond pOint where indicator light comes
Extreme care must be taken not to move the ON. Slowly rotate magneto in opposite direction until
rotor from the main breaker opening posi- indicator light goes OFF. At this point the magneto
tion when returning the pOinter back to the should be timed to the engine.
zero mark. g. Tighten magneto clamp nuts to prevent any fur-
ther movement of the magneto.
~!!SS
Figure 9-27. Ignition Harness
I
310 SERVICE MANUAL I!N81NI! 9-65
CAUTION e. Check magneto to see that it is internally timed

for right-hand drive rotation.
Do not attempt to adjust breaker points to com-
pensate for ignition timing. Breaker point ad- NOTE
justment is to be used only for internal mag-
neto timing. The effect of adjusting the mag- The magneto installation procedure is identi-
neto points to compensate for ignition timing cal for installing either magneto on either
will ultimately produce a weak ignition spark engine.
and reduce engine performance.
f. Set the magneto in place on the crankcase acces-
h. After clamp nuts are tightened, recheck timing sory mounting pad.
as follows: g. Attach a timing light to the magneto in accord-
1. Rotate propeller in opposite direction of normal ance with the timing light manufacturer's instructions.
rotation for a few degrees after light goes ON. h. If timing light is extinguished, rotate magneto
2. Rotate propeller in direction of normal rotation housing in direction of its magneto rotation a few de-
until light goes OFF. If timing mark is visible grees beyond point where light illumj.nates. Slowly
through magneto inspection hole and the engine timing rotate magneto in opposite direction until light is ex-
pOints are aligned with marks on alternator sheave, tinguished.
the magneto is correctly timed with engine.
i. Repeat timing procedure for other magneto if ap- Ignition Switches.
plicable.
The four magneto ground circuits are controlled by
NOTE four magneto switches. The switches are located on
the left-hand side of the stationary instrument panel.
Attach timing light indicator to both magnetos
and assure that the magnetos are synchron- IGNITION CABLES. (See figure 9-24, for Schematic
ized (breaker pOints opening simultaneously). Wiring Diagram. )
If both indicator lights do not come ON at the
same time, loosen the attaching clamps The ignition harness for each engine consists of 12
slightly on either magneto and rotate mag- shielded, high tension cable assemblies with attach-
neto in required direction until indicator lights ing brackets. Six cables are routed from the left
will come ON at the same time while slowly magneto, three going to the upper spark plugs on the
rotating the propeller shaft to the 20 0 BTC left bank of cylinders, and the other three are routed
position. between No. 1 and No. 3 cylinders to the lower spark
plugs on the right bank of cylinders. The remaining
j. Remove timill{; :ight from the magneto and engine. six cables are similarly routed from the right mag-
k. Replace magneto timing inspection hole plug and neto, with three cables going to the upper spark plugs
attach high tension outlet plate to magneto. on the right bank of cylinders and the remaining three
1. Attach the magneto ground wire to magneto. being routed between No. 2 and No. 4 cylinders to the
m. Replace the removed spark plug. lower left spark plugs. .
n. Install the engine cowling.
Removal of Ignition Cables.
Installation of Magnetos and Ignition Timing.
(Turbo 310POOOI AND ON). (See figure 9-26. ) a. Remove engine cowling in accordance with re-
a. (See figure 9-26.) Remove the magneto tirr.ing moval procedure.
inspection hole plug. Rotate the magneto shaft until b. To remove any ignition cable:
' the timing pointer inside the magneto case is aligned l. Remove the cables from the spark plug and with-
with marked gear tooth. draw the contactor from the spark plug barrel.
b. Remove either the upper or lower spark plug 2. Loosen attaching clamps.
from No. 1 cylinder. 3. Remove screws which secure high tension plate
c. (See figure 9-26.) Remove timing inspection plug to magnetos.
located on the side of the crankcase and forward of 4. Remove the slotted-head screw and brass
No. 5 cylinder. washer from plate grommet base which is in line with
d. Rotate propeller to locate timing mark scribed cable to be detached.
on ring gear through timing inspection hole. When 5. Withdraw cable.
No. 1 cylinder is on the compression stroke.
Cleaning and Inspection of Ignition Cable.
NOTE
a. Inspect the cable for damaged insulation. Re-
0
The No. 1 cylinder firing position is 20 place the cable if the insulation shows any evidence
BTC. This can be accomplished by rotat- of deterioration.
ing the propeller shaft and centering the
timing mark on ring gear with the center- Installation of Ignition Cables (See figure 9-27.)
line of the crankcase timing inspection
hole (see figure 9-26). a. All cables can be installed in the same manner.
If a new cable is being installed, check it for correct
I
9-66 eNelNe 310 SERVICE MANUAL
length by comparing it with the cable which is being terminal to stick in the barrel of the spark plug. If
replaced. stuck, the insulating sleeve should be removed from
b. By using good ignition maintenance practices in the spark plug in such a manner as to protect the sil-
addition to the Do's and Don'ts listed herein, the nor- icone insulating on the lead as much as possible.
mal life expectancy of the harness can be reached. The insulating sleeve, which is readily replaceable,
Avoid sloppy installation and maintenance to gain full will receive most of any damage incurred during re-
harness service life. Don't let poor practices removal.
duce reliability.
Don't - Bend and twist the spark plug lead until the
Do - Use the Bendix 11-8950 High-Tension Lead insulation is damaged or cut by the edge of the ter-
Tester to avoid unnecessary handling and replace- minal ferrule. Do not damage the 5mm high-tension
ment of leads. wire by allowing a screwdn ver blade or other sharp
tool to pierce it.
Do - Route leads to avoid all contact with engine, en-
pne components, oil lines, airframes, etc. Do - Remember to clean the spark plug well ceramic
and terminal insulating sleeve. Clean with a cloth
Don't - Allow leads to chafe on engine, engine com- dampened in alcohol.
ponents, oil lines, airframes, etc.
Don't - Touch the terminal insulating sleeve after
Do - Make necessary bends as gradual as possible. washing.
Keep leads straight wherever possible. Use an elbow
clamp P N 10-320283, Screw PiN 10-35936-6 and nut Do - Use a high-temperature mold (MS-122 Fluoro-
P N 10-90404 -4 where a bend at the spark plug is re- carbon Spray, Miller-Stepenson Chemical Co., Inc.,
qui red. 16 Sugar Hollow Rd., Danbury, Connecticut), re-
lease on terminal sleeves and on grommets at the
Don't - :\YakE: sharp bends or stretch leads. magneto cable outlet plates. This will help prevent
the hotter running plug insulating sleeves from stick-
Do - Torque spark plug coupling nuts accurately: mg.
90-95 :nch-pound for 5,8" -24 nut and 110-120 inch-
pound for the 3,4" -20 coupling nut. Don't - Apply mold release to dirty plugs or insula-
ting sleeves.
CAVTION c. To install ignition cable:

1. Connect cable to high tension outlet by inserting
Don'; on'r-torque or under-tcrque spark cable end, with ferrule and coupling nut in place,
plug .:oupitng nuts. Always use a torque through high tension cable outlet plate and into proper
wrenen. hole in outlet plate grommet.
2. Fasten cable in place with cable piercing screw
Do - Hold the hex-shaped crimped portion of the and brass washer.
spark plug terminal ferrule with a crescent wrench.
This Will prevent the ferrule from turning and twist- CAUTION
ing the lead while tightening or loosening the coupling
nut. A four-inch crescent-type wrench is about the Do not over-tighten screws.
right size.
3. Attach high tension outlet plate, with cables in
Don't - Allow the leads to twist while coupling. place, to magneto with four attaching screws.
TwistinL' leads may rupture the insulating material. 4. Replace cable on proper spark plug.
5. Install the engine cowling removed.
Do - LISt, as many clamps and wire bundle ties as d. During maintenance check, carefully inspect the
necessarv. When in doubt, use another clamp or tie. silicone lead insulating between the braided conduit
and insulating sleeve. Remove the elbow clamp, if
Do - Redress harnesses when engines are mounted in installed, to facilitate this inspection. Any lead that
their nacelles to prevent chafing against airframe is torn or cut must be replaced. A longitudinal or
components, etc. Change nylon ties or clamps if cross-shaped tear may be caused by spark plug leak-
they will hold better in a new position. Check har- age. This leakage usually causes a gray or black
nesses. ties and clamps when other checks are being discoloration of the lead at the torn area.
made on the engine.
CAUTION
Don't - Allow leads and wire bundles to hang loosely
from their clamps. Don't allow leads to come near Avoid bending the lead over the edge of the
the exhaust manifold - keep them as far away as pos- harness ferrule; this may result in cutting
sible. Retighten or reposition clamps or ties if they the lead.
are loosenEd for any reason.
e. Whenever a 3/4-20 spark plug is used, insure
Do - Check lead terminals, especially bottom cylin- that the compression spring is fully seated in the fer-
der plug terminals (which seem to run the hottest). rule counterbore. If this precaution is not observed,
The heat may cause the insulating sleeve of the plug a "z" or .. s.. shaped bend can occur in the lead when
310 SERVICE MANUAL I!:N81NE 9-61
assembled to the plug and the conductor may eventu- CAUTION
ally puncture the silicone lead insulation. As shown
in figure 9 -28 the braided conduit should always be Make certain that the socket is properly
pushed along the lead to its original position before seated on the spark plug hexagon as damage
assembling the lead to the spark plug. to the plug could result if the wrench is
cocked to one side when pressure is applied.
SPARK PLUGS.
There are two spark plugs in each cylinder. The

spark plugs are 18mm short reach type and screw in- ENGINE EXHAUST SYSTEM.
to heli-coil inserts in the cylinders. The spark plugs
are shielded to prevent radio interference and have
an internal resistor to provide longer gap life. An Removal of Engine Exhaust System (310POOOl AND
average life of 200 hours can be expected, however, ON). (See figure 9-28.)
this time will vary with operating conditions. The
correct gap setting is .015 to . 018 inch. Torque NOTE
I spark plugs to 330 ± 30pound-inch.
Removal of LH exhaust system is given,
Removal of Spark Plugs. RH exhaust system is removed in a similar
manner.
a. To remove any spark plug, loosen the coupling
nut on the ignition cable and lift the terminal sleeve a. Remove engine cowling in accordance with re-
out of the spark plug shielding barrel well. moval procedures.
CAUTION
NOTE
When removing terminal sleeve from spark
plug, use extreme care to keep the cable The lower portion of the lower nacelle can
terminal sleeve straight in the shielding bar- be removed by simply removing attaching
rel well. Any misalignment could scratch or screws. This will greatly ease exhaust
break the sleeve or the ceramic insulation in assembly removal.
the spark plug, necessitating replacement of
either or both. b. If exhaust temperature system (optional equip-
ment) is installed. disconnect probes.
b. Unscrew the sparK plug from the cylinder using a c. Remove the four nuts holding each riser to its
deep socket wrench of suitable size. Make certain cylinder.
that the copper gasket is removed with the spark plug. d. Work risers down and free of cylinder studs.
Separate risers and remove from nacelle.
Installation of Spark Plugs.

NOTE
a. To install a spark plug, first make certain that
the heli-coil insert in the cylinder is undamaged and If difficulty is encountered in removing an
that the old copper gasket was removed along with the exhaust stack assembly, follow the engine
spark plug. removal procedure and raise the engine
from its mounts far enough to provide the
necessary clearance.
NOTE
Installation of Engine Exhaust System (310POOOl
If there is any damage to the heli-coil insert, AND ON). (See figurt 9-2B. )
it should be replaced before installing a spark a. Assemble and install the exhaust stack assem-
plug. blies on each engine using one steel gasket between
each riser and its mounting pad on the cylinder.
b. Install four nuts on cylinder studs at each riser.
b. Apply anti -seize compound sparingly to spark c. Torque four nuts on each exhaust riser to 100 to
plug threads, being careful not to allow any com- 110 inch-pounds.
pound to get on the ground electrodes. A good prac- d. Install bolts (3) and nuts which attach center
tice is to leave the bottom two threads of the spark risers (2 and 6) to aft risers (4 and 5).
plug uncoated. The anti -seize compound is elec-
trically conductive and any of this material on the NOTE
electrodes would short out the spark plug.
c. Screw the spark plug into the cylinders, first Do not over-tighten bolts (3). It should be
installing a new copper gasket or an old one which possible to rotate the bolts by hand after
has been annealed and is in good condition. The tightening to provide clearance for thermal
plugs should be tightened to the specified torque expansion of the exhaust stack assembly.
value using a deep socket wrench with a torque in-
dicating handle. e. Inspect exhaust system for leaks.
Change 7
I
I
9-68 EN81NE 310 SERVICE MANUAL
Removal of Engine Exhaust System (Turbo 310POOOl i. Remove overboard exhaust tube (9) by removing
and ON). (See figure 9- 29. ) clamp (24), retention strap (23) and coupling (25).
Route overboard exhaust tube (9) from engine nacelle.
Removal of LH exhaust system is given, RH exhaust j. Remove manifold header (10) as follows:
system is removed in a similar manner. 1. (See figure 9-13.) Disconnect line assemblies
(25 and 26). drain line (27) from actuator (28).
a. Remove engine cowling in accordance with re- 2. Remove turbocharger in accordance with re-
moval procedures. Disconnect probes (optional moval procedures.
equipment) if installed. 3. Remove turbocharger support brace by remov-
b. Remove heat shields (2 and 15) by removing ing attaching bolts.
attaching screws. 4. Route manifold header from engine nacelle.
c. Remove nuts securing exhaust assembly (1) to
engine. Removal and Installation of Exhaust Slip Joint Seals
d. Disconnect exhaust assembly. and Expansion Ring. (Turbo 310Q0401 and On) (See
1. Aircraft 310POOOl thru 31OQ0400. disconnect figure 9- 29. )
exhaust assembly (1) from bellows assembly (3) by
removing cotter pins, nuts. bolts. washers, and a. Remove exhaust system in accordance with re-
springs (17). Remove clamps (16). moval procedure.
2. Aircraft 310Q0401 and On. disconnect exhaust b. Remove seal (21) and expansion ring (22).
assembly (1) from slip joints (19). Disconnect ex- c. Install new expansion ring (22) and seal (21) in
haust assembly (1) from slip Joint (20) by removing accordance with SK421-40.
cotter pins. nuts. bolts. washers. and springs (17).
The slip Joints separate by pulling assemblies apart. CAUTION
e. Disconnect tube assemblies (11) from manifold
header (10) by loosening c lamp. Route tube assem- Do not bend or flex exhaust system after re-
bly (11) through canted bulkhead and from engine placing seals. This could cause leakage.
nacelle.
f. (Sec figure 9-18.) Remove hose (9) from canis- Installation of Engine Exhaust System. (Turbo 310P)
ter assembly (12).
g. Remove shield (7) from tube assembly (6) by a. Install exhaust system by reversing removal
loosening two clamps. procedures.
h. DIsconnect tube assembly (6) from manifold
header (10) by loosening c lamp. Route tube assem-
lJly (6) through canted bulkhead and from engine na-
celle.
r¢f 4
I.~
1
\
'A".0(
~
7
'~
\
\ 5
310POOOl AND ON 3
1. Right Forward Riser 3. Bolt 6. Left Center Riser

2. Right Center Riser 4. Right Aft Riser and Stack 7. Left Forward Riser
5. Left Aft Riser and Stack
Figure 9-28. Exhaust Stacks

Change 4
I
310 SERVICE MANUAL ~NeINI! 9- 69
16
3
"'-J -'~l1.···-·--I"I+·_·
i :I, " " I'"
"- .
,
I, '1' , .. ""1':1"1'1 .
I
I I ,1'1
, ~ i
'"
I I
11
I 11
-~. ~"r":"~-i_41~~ ~~ ... ~, .

,II,'
I
, ,II'
!I'IIII'I' I'II!"II:I!'I ,! I' i I

-.
I
/ [ ;0
TURBO 310POOOl
TO 31OQ0401 TURBO 310Q0401 AND ON
TURBO 310Q0401
AND ON Detail C
18 8
~._._~ 23 24
0~0 ~'~
TURBO 310POOOI
TO 31OQ0401
5
6 I /9
Detail A 4 ~ ('
\
25
10
t-----11
..-15---1
13
LiE~
Detail D A t
+.000
11
.56 -.003
TURBO 310POOOl AND ON Detail B
1. Exhaust Assembly 9. Overboard Exhaust Tube 18. Manifold Pressure· Relief Valve
2. Shield (Inboard) 10. Manifold Header 19. Slip Joint
3. Bellows Assembly 11. Tube Assembly (Outboard) 20. Slip Joint
4. Shroud (Inboard) 12. Shroud (Outboard) 21. Seal
5. Manifold Shield 13. Waste-gate Overboard Tube 22. Expansion Ring
6. Tube Assembly (Inboard) 14. Waste-gate and Actuator 23. Retention Strap
7. Shield Assembly 15. Shield (Outboard) 24. Clamp
8. Turbine 16. Coupling 25. Coupling
17. Spring
Figure 9-29. Exhaust Manifold System Installation

Change 7
9-70 I!NCSINI! 310 SERVICE MANUAL
b. Observe the following precautions dur- Check all engine compartment drain and vent
ing installation: lines for presence of ice. Remove protec-
1. Check free length of exhaust springs tive covers placed on engines and rear cowl
(17) before installation. If free length opening. Pull propellers through several
is less than 0.57 inch, the springs must revolutions by hand before starting the
be rep laced. engines.
2. Compress springs (17) to a length of
0.51 +0.00, -0.30 inch by adding or remov- WARNING
ing washers during installation.
3. Apply Fel-Pro C-S or equivalent Preheat oil before diluting with
(Felt Products Manufacturing Company, gasoline and do not heat above
Chicago, IL) high temperature anti-seize 121°C (250°F), to prevent the
compound to attaching bolts and nuts when possibility of a flash fire.
installing turbocharger to manifold Before pulling propellers through
header. by hand, ensure the magneto switches
4. Torque four nuts on each exhaust are OFF.
riser to 90 inch-pounds; then, retorque to
110 inch-pounds. After initial engine CAUTION
run, bolt torque is to be rechecked and if
necessary retorqued to 110 inch-pounds Due to the desludging effect of the
prior to flight. Use torque sequence as diluted oil, engine operation
shown in figure 9-Z9A. should be observed closely during
5. Torque inter-cylinder riser coupl- the initial warmup of the engines.
ings to 35 inch-pounds. Engines that have a considerable
6. Torque tube assembly to manifold amount of operational hours accumu-
header coupling to 3S inch-pounds. lated since their last dilution
7. Torque turbine overboard stack coupl- period may be seriously affected by
ing to 70-75 inch-pounds. the dilution process. This will be
caused by the diluted oil dislodging
NOTE sludge and carbon deposits within
the engines. This residue will
As couplings are being tightened, collect in the oil sumps and possibly
~:ghtly tap coupling circumferen- clog the screened inlet to the oil
r:al:y in a radial direction with pumps. Small deposits may actually
3 ra~hide or soft plastic mallet. enter the oil pumps and be trapped
KetJrquing after heat cycling in by the main oil filter screens.
serv~ce must be done sparingly and Partial, or in some cases, complete
107itl1 caution. loss of engine lubrication may
result from either condition. If
8. Check couplings for deformation of these conditions are anticipated
outer ':;and. If deformed beyond that after oil dilution, the engines
def~ned ~n figure 2-l0A, replace coupling. should be run for several minutes
9. Inspect exhaust system for leaks. at normal operating temperatures
(See .section 2). and then stopped and inspected for
evidence of sludge and carbon
~XT~EME ~EATHER MAINTENANCE. deposits in the oil sumps, oil
coolers and oil filter screens.,
Cold '.-leather. Future occurrence of this condition
can be prevented by diluting the
Starting in cold weather 107ill be made oil prior to each oil change. This
ea31er ~y the installation of an optional will prevent accumulations of
oil dilution system and a ground power sludge and carbon deposits within
receptacle. If these aids are not the engines.
installed, the following procedure may be
accomplished. Winterization Kit
After tie last flight of the day, drain A winterization kit consisting of engine
engine 0~1 into clean contain~rs 30 it can cooling air inlet restrictor baffles is
be ,;reneated. Cover the engines, includ- available for use during continuous opera-
ing che ~ear air scoop opening. to prevent tion in very low temperature conditions.
ice or 5now from collecting inside the These baffles may be installed as an assist
cowling. '.-/hen preparing an engine for in maintaining engine cylinder head temper-
operation after using this procedure, pre- atures in the recommended temperature
heat the oil. After preheating the oil, range. The winterization kit must be
gasoline may be mixed with the oil in a removed at temperatures of 20°F and above.
ratio of one part gasoline to 12 parts oil
before pouring the oil in the engines. If Hot Weather.
free air temperature is below -29°C
(-20°F). the engine compartments sho'Jld In hot weather, with a hot engine, fuel may
also be preheated with a ground heater. vaporize at certain points in the fuel
system. Vaporized fuel may be purged by
Change 9
I
setting the mixture control in IDLE CUT- pr~m~ng time with the auxiliary fuel pump
OFF and operating the auxiliary fuel pump switch on "LO" before cranking is started
on "HI". or place the auxiliary fuel pump switch on
"HI" immediately for a richer mixture
Engine mis-starts characterized by weak, while cranking.
intermittent explosions followed by puffs
of black smoke from the exhausts are If prolonged cranking is necessary, allow
caused by over-priming or flooding. This the starter motor to cool at frequent
situation is more apt to develop in hot intervals since excessive heat may damage
weather or when the engine is hot. If it the starter.
occurs, repeat the starting routine with
the throttle approximately one-half OPEN, Dusty Conditions.
the mixture control in IDLE CUT-OFF and
the auxiliary fuel pump switch OFF. As Dust inducted into intake systems is pro-
the engine fires, move the mixture control bably the greatest single cause of early
to full RICH and decrease the throttle to engine wear. Under high dust conditions,
desired id ling speed. the induction air filters should be ser-
viced daily.
Engine mis-starts characterized by suffi-
cient power to disengage the starter but Seacoast and Humid Areas.
dying after 3 to 5 revolutions are the
result of an excessively lean mixture In salt water areas, special care should
after the start. This can occur in either be taken to keep engines and engine acces-
warm or cold temperatures. Repeat the sories clean to prevent oxidation. Fuel
starting routine but allow additional and oil should be checked frequently and
drained of condensed moisture in humid
areas.
PROP
.....
u...
o
co:
<
::t:
< V'>
~ >£
..... :'l
co:
u
14551002
Figure 9-Z9A Exhaust Riser Torque Sequence
Change 9
19- 72 !NCSIN! 310 SERVICE MANUAL
Oetall A
TURBO-310POOO 1 AND ON
A
1. .3crew
4. Adapter P
2. Relief Valve 3. O-Ring 5. Wash er ad
Figure 9-30. Manifold P ressure R ehef

. Valve
Change 9
I
310 SERVICE MANUAL PROPI!LLI!R SVSTI!M 10-1
SECTION 10
PROPELLER SYSTEM
Table of Contents
Page Page
PROPELLER 10-1 Rigging Controls 10-12
Repairs 10-1 Adjustment 10-12
Troubleshooting 10-2 PROPELLER SYNCHRONIZER SYSTEM 10-12
Removal 10-5 Operation 10-12
Installation 10-7 Removal 10-12
Checking Blade Angles 10-7 Installation 10-13
Setting Blade Angles 10-8 Adjustment 10-13
Operational Check 10-8 Functional Test 10-15
PROPELLER GOVERNOR 10-10 Troubleshooting 10-15
Removal 10-10 Wiring Continuity Test 10-15
Installation 10-10 Removal and Installation of Magnetic
Pickup 10-17
PROPELLER. Repairs.
The Model 310 is equipped with all metal, two bladed Repair of metal propellers first involves evaluating
(standard equipment) or three bladed (optional equip- the damage and determining whether the repair will
ment), constant-speed, full-feathering, single- be a major or a minor one and, in accordance with
acting, and governor regulated propellers. Each Federal Aviation Regulations, who is permitted to ac-
propeller utilizes hydraulic pressure which opposes complish the repair.
the forces of springs and counterweights to obtain the
correct pitch for engine load. Hydraulic pressure a. General Repair Considerations:
from the engine-mounted governor urges blades to-
ward low pitch (increasing rpm) while the springs and Under no circumstances are the raised edges of
counter-weights urge blades toward high pitch (de- defects to be corrected by peening. No welding,
creasing rpm). The source of hydraulic pressure for soldering or compounds of any nature are to be
propeller operation is furnished by the engine oil sys- used to fill or correct defects. All repair is to
tem, boosted in pressure by the governor gear pump, be in accordance with standard approved and ac-
and supplied to the propeller hub through engine cepted practice.
shaft flange. When the engine is not in operation, the
high pitch latch mechanism prevents the propeller More than one defect on blade is not cause for
blades from moving into the feathered position. To considering blade not airworthy if repair is with-
feather the propeller blades, the propeller control in indicated limits. A reasonable number of re-
levers on the control pedestal must be placed in the pairs per blade is permiSsible if their location
feathered position. Unfeathering the propeller is ac- with respect to each other is not such as to form
complished by pOSitioning the propeller control a continuous line that may materially weaken the
levers to increase rpm position and rotating the blade. Any transverse crack shall be cause for
blades to the low pitch pOSition, or by starting the considering blade not airworthy.
engine. If installed, the optional unfeathering sys-
tem uses accumulator air and oil to force the propel- Repair necessitating the removal of an appreci-
ler to the low pitch condition. able amount of metal shall be nason to check
horizontal and vertical balance.
NOTE The repair vf defects is permissible providing

the treatment does not materially weaken the
Federal Aviation Regulations define major bl:tde, reduce its weight, or impair its perform-
and minor repairs and alterations and who a ~e.
may accomplish them. This Section may
be used as a guide, but the Federal Avia- b. Defects on Thrust Face or C"lnber Side:
tion Regulations and the propeller manu-
facturer's instructions must be observed. Repair by removal of metal to form shallow,
large radius, round bottomed depressions.
Change 4
I
10-2 PROPELLER SYSTEM 310 SERVICE MANUAL
Periodic inspection during repair should be made metal removal is within the tolerances spe\.:ified.
to avoid removal of excessive amounts of metal. Damage which cannot be repaired by local remov-
All raised edges should be carefully smoothed ing of metal may be repaired by removing metal
out to reduce the area of the defect and the so as to shorten blades, although shortening
amount of metal to be removed. Repair with blades is a propeller major repair. Any shorten-
suitable fine cut files and coarse grain emery ing of one blade requires an identical shortening
cloth and smooth all edges and surfaces with fine of the other one, and any change in tip plan form
grain emery cloth. Any blade repair on these or contour of one blade requires an identical
surfaces which necessitates a depression that change on the other one. Limitations concerning
exceeds the manufacturer's tolerances or those shortening of blades are specifled in the manufac-
listed in FAA Advisory Circular AC43. 13-1 turer's publications or FAA Advisory Circular
shall be cause for considering blade not air- AC43.13-1.
worthy.
c. Defects on Leading and Trailing Edge: e. Refinishing:
Repair defects as outlined in "b" above with Prior to corrosion protection treatments, all
suitable half-round file and emery cloth. Care- repair areas should be smoothly polished out
fully smooth all edges of repaired defect. Any and blended in to finish repair and improve ap-
blade repair on leading and trailing edges which pearance. Whenever possible, all repaired
necessitates metal removal that exceeds the blades should be anodized in a sulfuric acid
manufacturer's tolerances or those listed in anodize bath. The blades must be anodized with
FAA Advisory Circular AC43. 13-1 shall be loose blade retention hardware on shank end;
cause fo r considering blade not airworthy. therefore, the blade must be supported vertically
with steel hardware out of the solution and suit-
Blades that have leading or trailing edges pitted ably protected to be unaffected by fumes. The
from normal wear may be reworked by removing same holds true for caustic baths.
suffiCIent metal to eliminate the pitting. Start
well back from the edge and work over the edge When anodizing is not readily available, local
in such a manner that the contour of the blade repaired or inspected areas may be treated by
remains substantially the same. Avoid abrupt other approved methods for corrosion protection;
section changes and blunt edges. Permi1;sible so-called chromodizing, alodine solution, paint-
reductions in blade thickness and width. listed ing, etc. It is doubtful that the finish of these
In the manufacturer's publications or FAA Ad- treatments, other than sulfuric acid anodize,
\Isor:: Circular AC43. 13-1. must be observed. will blend in with regard to appearance. If
desired, both camber and thrust face sides may
d. TIp Damage: be painted with zinc chromate primer and black
lacquer to improve appearance. The thrust face
Damage on blade tips may be removed in accord- side should always be painted.
ance wIth "b" and "c" listed above. as long as
Troubleshooting the Propellers
PROPELLER DOES ~OT Control linkage disconnected. Check visually, connect or replace
RESPOND TO MOVEMENT control linkage.
OF PROPELLER PITCH
LEVER OR FAILS TO Governor not corre~t for pro- Check that correct governor is in-
CHANGE PITCH peller. stalled.
Governor speeder spring Ove rhaul or replace governor.

broken.
Screen in governor mounting Remove governor and replace

gasket clogged. gasket.
Governor dnve shafl sheared. Overhaul or replace governor.
Deff'ctlve pIlch changing merh- Check prope lIer manually, repa.tr

anism, or excessive blade fric- or replace parts as required.
tIOn.
FAI :,.;IU TO Cl!A~GF: Illll'r'lper rigging f)f governor Check that arm on governor has
PIT":I FULLY (' ont rol. full travel and ng correctly.
Defertlve governor. Overhaul or replace governor.

I
310 SERVK::E MANUAL PROPEL.L.ER SYSTEM 10-3
Troubleshooting the Propellers (Continued).
SLUGGISH PROPELLER Excessive propeller blade Overhaul propeller.

MOVEMENT TO EITHER friction.
HIGH OR LOW PITCH
ENGINE SPEED WILL NOT Governor relief valve sticking. Overhaul or replace governor.
STABILIZE
Excessive clearance in pilot Overhaul or replace governor.
valve.
Air trapped in propeller actuat- Trapped air should be purged by

ing cylinder. exercising the propeller several
times prior to takeoff, after the
propeller has been reinstalled or
has been idle for an extended
period.
Excessive friction in pitch Check propeller manually, repair

changing mechanism or ex- or replace parts as required.
cessive blade friction.
Excessive governor oil pump Overhaul or replace governor.

clearance.
EXCESSIVE RPM CHANGES Sludge in governor. Remove and clean governor.

WITH AIRSPEED OR Drain engine oil, c lean oil filter,
POWER CHANGES service engine with new oil.
FAILURE OF PROPELLER Improper rigging of governor Refer to Rigging Procedures.

TO GO TO FULL LOW control system.
PITCH (HIGH RPM)
Governor arm reaches stop Adjust in accordance with
before maximum rpm is ob- Rigging Procedures.
tained.
Defective governor. Overhaul or replace governor.
ST ATIC RPM TOO HIGH Incorrect propeller or incorrect Install correct propeller. with
low pitch blade angle. correct blade angle.
I
High governor maximum rpm Adjust in accordance with Adjust-
settings. ment Procedures.
Internal binding of governor Replace governor.

components.
STATIC RPM TOO LOW Governor high rpm stop set too See Note 1 at the end of this chart
low. and rig.
Defective governor. See Note 2 at the end of this chart.
Incorrect propeller or incorrect Install correct propeller, with

low pitc h blade angle. correct blade angle.
MINIMUM RPM TOO HIGH Control cable rod end bolt in- Install in accordance with Rigging
stalled in wrong control arm Procedures.
hole.
Control lever engaging feathe r Rerig controls.

gate stop too soon.
Change 4
I
Troubleshooting the Propellers (Continued).
MINIMUM RPM TOO LOW Control cable rod end bolt in- Install in accordance with Rigging
stalled in wrong control arm Procedures.
hole.
Inadequate top end control system Rerig controls.

cushion.
PROPE LLER FEATHERING Feather rpm settings too high. Adjust in accordance with Adjust-
PERIODS IN EXCESS OF 9 ment Procedures.
SECONDS
PROPELLER FEATHERS Improper control cable rigging. Rerig controls.

TOO SOON
Improper feather rpm settings. Adjust in accordance with Adjust-
ment Procedures.
PROPELLER FAILS TO Improper feather rpm settings. Adjust in accordance with Adjust-
UNFEATHER ment Procedures.
PROPE LLER FEATHERS Latching mechanism does not Due to unusual circumstances, a
DURING ENGINE SHUT- engage. propeller may occasionally feath-
DOWN er during engine shutdown. If
this occurs repeatedly. the latch-
ing mechanism is defective. Pro-
peller repair or replacement is
required.
F AlLURE TO FEATHER Defective governor. See Note 2 at the end of this chart.
Defective pitch changing mech- Check propeller manually, repair

anism or excessive blade or replace parts as required.
friction.
Incorrect rigging of governor Check that arm on governor has

control. full tra ve 1 and rig.
Defective latching mechanism Propeller repair or replacement

inside propeller. is required.
Attempting to feather from too Increase rpm and attempt to

Iowan engine rpm. feather again. (See Feathering
Procedures.)
OIL LEAKAGE AT Feathering spring weak or broken. Overhaul propeller.

MOCNTING FLANGE
Damaged 0- ring seal between Check visually for oil leakage and
engine and propeller. replace O-ring seal.
OIL OR GREASE LEAKAGE Foreign material between engine Check visually for oil leakage and
AT Ar-.-y OTHER PLACE and propeller mating surfaces or clean propeller and engine mating
nuts not tight. and tighten nuts properly.
Defective seals. gaskets. etc .. Check vis ually for oil or grease
or incorrect assembly. leakage. repair or replace pro-
peller as required.
Change 4
I
310 SERVICE MANUAL PROPELLER SYSTEM 10-5
TroubleshOOting the Propellers (Continued).
NOTE 1. It is possible for either the propeller low pitch (high rpm) stop or the governor high
rpm stop to be the high rpm limiting factor. It is desirable for the governor stop to
limit the high rpm at the maximum rated rpm. Due to climatic conditions, field ele-
vation, low pitch blade angle, and other considerations, an engine may not reach
rated rpm on the ground. It may be necessary to readjust the governor stop after
test flying to obtain maximum rated rpm when airborne.
NOTE 2. When troubleshooting a propeller-governor combination, it is recommended that a

governor known to be in good condition be installed to check whether the propeller
or the governor is at fault. Removal and replacemert, high-speed stop adjustment,
desludging, and .-eplacement of the mourting gasket are not major repairs and may
be accomplished in the field. Repairs to governors are classed as propeller major
repairs In Federal Aviation Regulations, which also defines who may accomplish
such repairs.
Removal of Propellers. (See figure 10-1.) Normal Feathering Procedure:
The removal procedure is the same for either pro- 1. Start engine in accordance with "Pilot's Check-
peller. Before removing the propeller it should be list. "
placed in the FEATHERED position. This will allow 2. Operate engine at normal idle (700 rpm).
the oil in the blade actuating cylinder to drain back 3. Place the propeller pitch lever in the FEATHER
into the engine and will protect the blade actuating position and at the same time place the mixture lever
cylinder wall from damage during the removal pro- in the IDLE CUT-OFF position.
cedure.
a. Feather the propeller by either the normal or CAUTION
the optional procedure.
Do not feather from a high rpm as this will
cause excessive manifold pressure and pos-
Sible damage to the engine. If the propeller
fails to feather at idling (700 rpm), increase
the rpm Slightly and attempt to feather again.
Change 4
'0-6 PROP~LL~R SVST~M 310 SERVICE MANUAL
A 7
4 \---.:;,;:.;-----, 0
3
2
A 1
6
8 (~J~.
'~~~~IO
5
2 3 : .. ~
1
./
PART NUMBER
~ [ 0850334-8 )
Cessna
BLADE ANGLES
LOW [13.3 C !0.2 c l
FEATHER [82.7"! 04 c I
APPROVED FOR CESSNA
AIRCRAFT MODEl NUMBER(S)
r 3100
lL===T=U=R=B=O=.S=Y=S=T=E=M=3=1=0=0====~J
Detail A
1. Spinner 5. Propeller Hub 9. Nut

2. Support 6. O-Ring Seal 10. Adapter
3. Spacer 7. Stud 11. Screw
4. Propeller Cylinder 8. Spinner Bulkhead 12. Washer
Figurp 10-1. Propeller Installation

Change 4
SERVICE MANUAL
Feathering Procedure with Optional Unfeathering System Installed.

A. After the propeller has been feathered and the engine has been shut down, move the propeller control
out of the Feather position until the blades start to unfeather, then quickly pull the control back into
Feather.
B. Continue to take depressurize the system with the propeller control until the propeller blades will no
longer move. This may require between 15 and 20 movements of the propeller control.
NOTE: Do not allow the propeller blades to rotate far enough to let the high-pitch latches engage, or
the engine will have to be restarted, the propeller feathered again, and the procedure repeated.
C. Remove the cowling in accordance with Section 9.
D. Remove the screws that attach the spinner (1) to the spinner bulkhead (8). Keep all spacers (3) found
behind the support (2).
NOTE: The propeller spinner and propeller bulkhead are indexed to each other by having one
attaching bolt larger than the others.
E. Remove the six attaching nuts that secure the propeller hub to the engine crankshaft.
CAUTION: Support the propeller before you remove the last nut to prevent the possibility of
dropping the propeller.
F. Remove the propeller from the engine crankshaft.
NOTE: If the airplane is equipped with a propeller deice system, loosen the deice wires from the
terminal strip.
G. Remove the spinner bulkhead (8) from the propeller hub.
NOTE: The split spinner bulkhead is a matched set and must be marked on removal.
Installation of the Propellers. Refer to Figure 10-1.
NOTE: For installation of optional three-bladed propeller, refer to the Installation Procedures for three-bladed
propellers.
NOTE: The installation procedure is the same for either propeller.
A. Put the spinner bulkhead over the propeller hub attach stubs.
B. Wipe all dust and foreign particles from the propeller hub flange, the propeller hub oil passage, the
crankshaft flange, and the crankshaft oil passage with a clean cloth.
C. Install or check the O-ring seal in the propeller hub and lubricate the seal lightly with engine oil.
D. Put the propeller spinner bulkhead on the crankshaft.
E. Secure the propeller to the crankshaft with six nuts.
WARNING: Do not use all-steel lock nuts. Use only new elastic-element lock nuts when
installing the propeller.
F. Wet torque the nuts to 45 to 50 foot-pounds. Refer to McCauley SB227, or latest revision.
G. Lubricate the hub mounting studs with A-1637-16 (MIL-T-83483) grease.
H. Install the spinner. Refer to Figure 10-1.
(1) Install the spacer (3) and the support (2).
(2) Lightly press the spinner (1) to hold snug against the support and check the alignment of the
spinner holes with the bulkhead (8).
(3) Alignment lack of 3/64 inch is an approximate fit. Add or remove shims to produce this condition.
(4) Pushing hard on the shell, install the screws (11) and washers (12). Remove the shims, if
necessary, until just possible to install the screws.
Page 10-7
July 1/2006
SERVICE MANUAL
I. Replace the nose cap cowling and check the propeller for operation in accordance with the Operational
Check procedure.
J. If the optional propeller unfeathering system is installed, change the accumulator in accordance with
Section 2.
CAUTION: If the propeller is equipped with a deice system, connect the wires by connecting
them to the terminal strip.
Checking Blade Angles. Refer to Figure 10-2.
A. Remove the spinner from the propeller.
B. Measure 30 inches from the propeller hub center out towards the tip of each blade and make a mark.
This station is used to check the blade angle setting.
C. Put the blade bars on the propeller blades and rotate the blades to full low pitch.
NOTE: Allow only enough pressure with the blade bars to reach the low setting without deflecting the
blades. Too much pressure on the blade bars will change the blade angle readings by 2 to 3
degrees.
D. Set the propeller protractor or bubble protractor for and aft on the hub cylinder and obtain the reading.
Page 10-8
July 1/2006
SERVICE MANUAL
Page
Page 10-8
10-8B
July
July 1/2006
1/2006
I
310 SERVJ:;E MANUAL PROPELLER SYSTEM 10-9
WW PITCH FEATHERED INCHES FROM

MODEL ANGLE ANGLE TIP OF BLADE
D2AF34C711.Xl2/'XI84JF-3 13.3° ±0.2 82. 7 c ±0.4 9.0

(OS50334- SOO/X]) (Turbo 310Q)
3A F32C S7-ii12/XlS2NC-4 13.0° ±0.2 82.6° ±0.4 10.5

(OS50334-15ri1/ Xj) (Turbo 310Q)
D2AF34C71-~1/~84.TF-3 12. SO to. 2 82.6° ±0.4 9.0

(OS50334- 20"XI/~) (310Q)
3AF32C87-1ZI1/,il82NC-4 12.5°±0.2 S1. 2° ±0.3 10. 5

(OS50334- 22tiJ/.iI) (310Q)
Figure 10-3. Propeller Low Pitch and Feather Angle
51501005
1. Blade 5. Nut 9. Cylinder

2. Piston 6. Shim Feather Stop 10. Feather Stop
3. Shim Low Pitch Stop 7. Screw 11. Retainer Rin!!
4. Plate Low Pitch Stop 8. Seal 12. Hub
Figure 10-4. Setting Blade Angle
Change 8
I
10-10 PROPELLER SYSTEM 310 SERVJ:E MANUAL
maximum rpm, verify and/or adjust control system NOTE

as follows:
1. Check maximum rpm (2625 ±25 for 310, 2700 Changes to the governor head or control arm
-!:25 rpm for Turbo 310). orientations are not authorized on governors.
2. Check top end of control lever for a minimum Lead seals and safety wires installed at the
of O. 20 inches cushion. If necessary adjust control cover retainer and control arms must not be
lever to obtain proper cushion. disturbed.
3. Check minimum control rpm in accordance with
step "c. 1. ..
4. Check control levers synchronization in accord- PROPELLER GOVERNORS.
ance with step "c. 2...
5. Check override of control cable travel limits. A lever head, base-mounted, constant-speed, single-
Control cable should not reach internal stops before acting governor is installed on each engine to con-
contact is established at governor or control quad- trol the propeller pitch. The governors are engine-
rant stops. driven and mounted on the left side of the cranJccase
6. If local wind and ambient temperature conditions just below the forward cylinder. A gear type pump
do not allow ground attairunent of maximum rpm, the and relief valve is incorporated in each governor to
aircraft may be flown for flight testing only, provid- boost engine oil pressure which, regulates aircraft
ing the engine speed is not lower than 50 rpm from engine speed by varying the pitch of the propeller
maximum rpm as indicated in step "c, .. and the dif- to match load torque to engine torque in response
ference between both engines does not exceed 25 rpm. to changing conditions of flight. Internal flyweights
are attac hed to a pilot valve that directs high pres-
CAUTION sure oil to the propeller piston or allows oil to drain
from the piston.
If adjustments performed on the maximum
rpm setting screw on the governor fail to
provide increments of ground maximum Removal of Propeller Governors. (See figure 10-5. )
static rpm's (as an indication of inability to
attain maximum governing speeds), the gov- NOTE
ernor setting screw must be returned to the
original adjustment. This is required to The removal procedure is the same for either
prevent the possibility of an overspeed con- propeller governor.
dition during flight.
a. Refer to Section 9, remove engine cowling and
c. Minimum control check. baffles as necessary to gain access to propeller gov-
1. With manifold pressure maintained at 24" Hg. , ernor.
gradua lly retard the prope ller control levers and b. Remove rod end from governor control arm by
verify that with levers firmly against the feather gate removing attaching nut, spacer and bolt.
stops. assure the indicated engine speed drop is with-
in the 1800-2000 rpm range. If required adjust con- CAUTION
trol system as required.
2. Gr;..dually advance the propeller control levers If aircraft is equipped with optional unfeath-
and verify that identical engine speeds are available ering system. release accumulator pressure
within.J half knob difierential between control levers. prior to removal of governor.
d. Check control lever cushion as follows:
1. With !'nl~ine control q'Jadrant friction lock com- c. Remove governor ane mounting gasket by remov-
pletel', reLl'CI·d. verdy that J. minimum top end cush- ing the four nuts. internal tooth lockwashers, plain
ion of 0.20 ifiches IS n'aillt~lI:'ed. Any control cable washers, and the forward left engine baffle support
system 'ldlustments perfortl1"d to correct inadequate tab.
cushit'~. 'r:C'it-ons, reqUire:, i new verification of
ma..ximurn ;-;Jlll (step b) and ;l1inimum rpm (step c).
e. C. (~k up,-ration f)f ieah.'rinl! as follows: Installation of Propeller Governors. (See figure
1. \V :';: ;Jr0peller contr0j 'elll forward and mixture 10-5. )
eontr0; tn full rich position. reduce throttle to attain
1050-100G rpm. a. Place the mounting gasket over the governor
2. After pn;.;ipe speed sl3.dlizes between 1050-1000 mount studs with the raised surface of gasket se reen
rpm, place the propeller untrol lever behind the facing away from the engine.
feather gate stup on the ron'rol pedestaL This mo- b. A lign the splines on the governor shaft with the
tion mu;:;t b!: car-ried at a r~pJ rate and feathering engine drive. and slide the governor into position.
p('riod~ mus: I)C timed from the instant the propeller c. Secure the governor in place with the four plain
cuntn,! le'!er reaches the ka'hcr cushion position. washers. lockwashers and nuts on the governor
3. Immediately following ;;tpp "l'. 2 .. " retard the mount studs. Tighten nuts to 160 inch-pounds. The
mixturp centrol lever tu thp idle cut-off position. forward left engine baffle support tab should be fast-
4. F('ath(~ring periodb terminate when the propeller ened to the lower forward governor mount stud
blades r:ease to rotate about their axis, and must not d. Rig propeller in accordance with rigging proce-
exceed '1. 0 seconds. dures.
Change 4
310 SERVICE MANUAL PI'tOPI!LLI!I't 8Y8TI!M llrU
.... 12
3
7
6 4
\ 10
~~
Detail A
'-11 A A10551002
54551001
1. Plug 5. Control Arm 9. Locknut

2. Nut 6. High RPM Stop 10. Control Cable
3. Screw Adjustment 7. Spacer 11. Bolt
4. Feather Stop 8. Rod End 12. Locknut
Figure 10-5. Propeller Governor
Change 8
10-12 P"'OPI!LL~'" 8Y8T~M 310 SERVICE MANUAL
e. Refer to Section 9, install engine baffles and

cowling in accordance with installation procedures.
e. If propeller fails to unfeather when propeller
control lever is advanced forward of the feather gate
I
f. Perform an operational check of propellers. stop, turn adjustment screw clockwise.
g. If optional propeller unfeathering system is in- f. For minimum rpm adjustments, adjust controls
stalled, charge accumulator in accordance with Sec- in accordance with rigging procedures.
tion 2.
PROPELLER SYNCHRONIZER SYSTEM.

Rigging Propeller Governor Controls. (See figure
10-5. ) The component parts of the propeller synchronizer
system are two electrical pulse pickups, trimmer
a. Disconnect the propeller control rod end at the assembly, actuator motor assembly, switch, inter-
governor arm by removing nut, spacer and bolt. connecting electrical cable assemblies, and an indi-
b. Move propeller control lever from maximum to cator light. The control box assembly, located on
minimum rpm pOSition (against feather gate stop). the underside of the glove compartment box, con-
c. Adjust control system cable rod ends, cable tains an all transistorized circuitry. The actuator
hOUSing and support bracket as required to align rod motor is a stepping-type that operates on command
end hole with rigging pin (No. 8 drill shank or equiv- from the control box and is located in the right en-
alent) installed and pOSitioned over the 2000 rpm in- gine nacelle. The flexible rotary shaft is connected
dex mark. to the actuator motor and trimmer assembly to trim
d. Rl'move rigging pin and install bolt, spacer and the right engine speed setting. Magnetic pickups are
nut on outboard arm hole. On Turbo 310 aircraft, mounted in each propeller governor to provide engine
install bolt in inboard hole of governor arm. speed indicators to the control box assembly. The
e. Cycle propeller controi lever to insure a mini- function of the propeller synchronizer system is to
mum top end cushion of O. 20 inch. Make minor ad- automatically match the rpm between the two engines;
Justments as required to attain minimum cushion at therefore, the left engine is designated as the "mas-
top end and minimum control rpm of 1800 to 2000 ter" engine while the right engine is termed the
rpm at the lower end of lever travel. "slave" engine. The electrical pulse from both mag-
netic pickups are fed into the control box from the
governors. Any difference in these pulse rates will
Adjustment of Governor. (See figure 10-5. ) cause the control box assembly to run the actuator
motor and through the flexible shaft, trim the "slave"
If maximum rpm, low minimum rpm or propeiler engine governor speed setting to exactly match the
feathering periods arc incorrect adjust as required. "master" engine rpm. Normal governor operations
and functions are unchanged but the synchronizer sys-
a. If static rpm is too high. reduce by adjusting tem will continuously monitor engine rpm and reset
governer St0P screw (6). Turn clockwise one revolu- the "slave" engine governor as required. The limit-
tion (or each 17 rpm decrease. This reduction pre- ed range feature prevents the "slave" engine losing
vents possible overspeeding at takeoff. more than a fixed amount of rpm in case the "mas-
b. if static rpm is too low, it is possible that either ter" engine is feathered with the synchronizer on.
thE goverilo!" stop screw (6) or the propeller low pitch
st,)P (4. fie;:Jre 10-4) is the limiting factor. Move the
propeller control lever toward decrease rpm and Operation of Propeller Synchronizer System.
then to increase rpm position: if the maximum attain-
.1Ue =-rm is reached at the same time as the governor Electrical pulses from the magnetic pickup in each
stop, l;:e ;,:u\'ernor 1S the limiting factor. Correct by governor are fed into the control box (figure 10-6"'-
adjusti!"!;:; ~he t;c·\'ernor stop screw. Turn counter- As any difference in the number of pulses is detected,
cic{";"wisl' or:c r!c:volution for each 25 rpm increase. a signal is sent from the control box to the actuator,
fi ,hi; maximum obtainable is reached before gover- which trims the slave governor speed to match that
i 'c.T ~I{)P is !'eached, the propeller low pitch stop may of the master engine exactly, Normal governor op-
~ he ~he limiting factor. This would require an adjust- eration is unaffected. The synchronizer will con-
~ m':nl of the propeiler blades to decrease the low pitch tinuously monitor the engine speeds and reset the
I. wglc. Thi:; adjustment Should be made only by an slave engine speed setting as required. Operating
J ;.uthorized propeller overhaul station. range of the actuator is approximate ly "" 50 rpm.
~ c. Tf feathering time period is in excess of 9 sec-
• ·Jnds, .idjust tJy loosening lOCKing nut (l2) and turn
1 .tdJustment screw (3) counterclockwise. Hold screw
1 I)osition ',vhile securing locknut.
Removal of Synchronizer System Components.
figure 10-7. )
(See I
d. If propeller feathers before control lever reach-
es .1 point O. 20 inch aft of the feather gate stop posi- a. Remove flexible shaft (4) as follows:
tion, .lscertain that propeller control is properly 1. Disconnect flexible shaft (4) from actuator
l'i~ged ;lJ10 that minimum rpm is on the high end of motor (9) and trimmer assembly (3).
the 1800-2000 rpm range. If control rigging is cor- 2. Remove the lock ring and hex nut from either
rect, turn feather adjustment screw (3) clockwise to end of flexible shaft.
lower the feather position. 3. Remove flexible shaft from engine nacelle by
routing through guide tube.
Change 4
I
310 SERVICE MANUAL PRopeLLeR SV8TEM to-13
6 2
\
. 5
i/
1. Master Governor (LH Engine) 4. Flexible Shaft

2. Control Box 5. Actuator
3. Slave Governor (RH Engine) 6. Magnetic Pickup
I Figure 10-6. Schematic Diagram Synchronizer Operation
b. Remove trimmer assembly (3) from governor (2)

by disconnecting flexible shaft (4), propeller control
Installation of Synchronizer Components.
10-7. )
(See figure I
cable (5) and attaching nut, spacer and bolt.
c. Remove actuator motor (9) by disconnecting flex- a. Install components by reversing removal pro-
ible shaft (4) and electrical cable (10). Remove four cedures.
screws attaching motor to brackets.
I
d. Remove control box assembly (12) as follows: NOTE
1. Refer to Section 3 and remove forward cabin
side upholstery. Alternate part numbered governors must be
2. Disconnect electrical cable (13) from synchro- installed in pairs.
nizer switch (14) and indicator light (15) and route
from stationary instrument panel to control box as- b. Adjust in accordance with adjusting procedures.
sembly.
3. Disconnect control box electrical cable at elec-
trical plug (11).
4. Remove four screws attaching control box as-
Adjustment of the Propeller Synchronizer System.
(See figure 10-7. )
I
sembly (12) to bracket.
e. Remove switch (14) and indicator light (15) as a. Start rigging procedures by disconnecting flex-
follows: ible shaft (4) from actuator motor (9).
1. Remove four screws attaching upper pedestal b. Rotate free end of flexible shaft (4), counting
panel (16) to pedestal. total turns available on the "slave" governor trim-
2. Disconnect electrical wiring. mer assembly (3).
3. Remove switch and light in accordance with re- c. Return trimmer assembly (3) to its center range.
moval procedures outlined in Section 14. d. When trimmer assembly (3) is centered, rig gov-
ernor (2) and control cable (5) in accordance with
Rigging Propeller Controls.
Change 4
10- 14 PROPELLER SYSTEM 310 SERVICE MANUAL
1 - - - - - - 7.75" - - - - - - . ,
Fell RPM
POSITION
Detail A
1 2 3 4 10
~.l
1 Detail B
({)V;;·~ " 14
~~,~~
.:;
15
~ ' ......, ~
.~ ~
'e.
~
13
11
Detail C
2.
<';"\'l'rIlOr E I('c t ric.tl
(JI)\'PCt1I)l"
I'll' kup ..
R.
Guide Tube
Support Brac kpt
12.
13.
Control Box Assembly
Electrical Cable to Control Pedestal
., T r i 111tl1t"r ASS"ll~i)i\" ~I. Actuator \1otor Ass('mblv 14. Sync hronizer Switch
--I FI'.'xil,l .. Shaft 10. Eledrical Cablt.. to Fusela~e 15. Indicator Light
') I'r()pl'I It'r Cuntrul Cable It. Electrical Plu[; 16. Upper Pedestal Panel
f) I n.lke :vtani fold 17. Prope !leI' Pitc h Levers
I Fih'Urp 10-7 Prupeller Synchronizer System Installation

310 SERVICE MANUAL PROPELLER SYSTEM 10-15
e. Manually rotate trimmer assembly (3) to either CAUTION

end of its travel.
f. Move propeller pitch levers (17) on the pedestal Make sure the master switch is OFF and syn-
through its entire range, observing the governor chronizer leads are disconnected before at-
speed adjusting lever to be certain it travels to the tempting any troubleshooting procedures.
maximum and minimum rpm limits. Turning the propeller synchronizer switch
g. Manually rotate the trimmer assembly (3) to to off WILL NOT give this protection.
opposite end of its travel.
h. Perform step f. again.
i. Recenter the trimmer assembly (3). Synchronizer Wiring Test.
j. Insert a squared shaft into drive of actuator
motor (9) and count total turns available. CAUTION
k. Place actuator motor (9) in its center range.
1. With both actuator motor (9) and trimmer assem- Do not plug in control box until this test has
bly (3) centered, connect the flexible shaft (4) to actu- been satisfactorily completed. Even with
ator motor. switch OFF the box could be seriously dam-
m. Check flexible shaft (4) for binding and a clear- aged.
ance of 7. 75 inches in the full rpm position.
a. Before starting this test, be sure the control box
is unplugged, the master switch is off. and the syn-
Functional Test of Synchronizer System. chronizer circuit breaker is pulled. On a new instal-
lation, connect the actuator assembly and the magnet-
To test the operation of the synchronizer in flight, ic pickups to the cables. Either pickup wire may be
first synchronize propellers manually and turn the connected to pin receptacle No. 8 of the Jones cinch
synchronizer switch ON. Then slowly adjust the socket. Connect the other wire to pin receptacle
master engine propeller governor control lever, in No. 6 for slave engine. and No. 7 for the master en-
small increments, to increase or decrease rpm. gine. Before tying down pickup wires. complete con-
The rpm range over which the slave engine will re- tinuity checks as indicated in chart between pins 8
main synchronized with the master engine is the and 6 and between pins 8 and 7.
limited range mentioned above. With the synchron-
izer ON, move the master engine propeller governor NOTE
control lever to a point which is close to the end of
this limited travel. Turn the synchronizer OFF. An If another accessory uses the same circuit
unsynchronized condition will develop as the actuator breaker. turn this accessory off before
moves to its mid-position. When the synchronizer is starting tests. The control box must be
turned ON again, synchronization will result. If the unplugged for these tests.
units do not become synchronized, the actuator has
reached the end of its travel and must be recentered b. Make the following tests. using an ohmmeter to
in this manner: the pin receptacles in the Jones cinch socket number
a. Turn the switch OFF. 233032: zero the ohmmeter and read on the Xl or
b. Synchronize the engines manually. XIO scale.
c. Turn the switch ON.
CAUTION
Troubleshooting the Propeller Synchronizer. Do not use a probe that exceeds. 045 inch in
thickness. Insert and remove probe careful-
Refer to Woodward Governor Bulletin 33049 and ly. Failure to do so will result in loose pin
Woodward Governor Test Procedure SP179 for connectors and faulty synchronizer operation.
troubleshooting the Propeller Synchronizer system.
Change 8
I
PROPELLER SYNCHRONIZER WIRING CONTINUITY CHECK.
OBTAIN
o
Test With Actuator Uncentered 18C
Between ACTION
Receptacle With Actuator Centered Turn Clockwise Counterc lockwise (If Out of Limits)
Numbers: (Facing Drive End) (Facing Drive End)
To Uncenter To Uncenter
5 &1 open circuit 6. 5 to 8. 5 OHM 6. 5 to 8. 5 OHM Bench check the actu-

(high resistance) ator in accordance
with Woodward Syn-
5 &3 open circuit closed circuit 13 - 17 OHM chronizer Manual,
(high resistance) (0 to 1. 0 OHM) Bulletin 33049.
'j &4 open circuit 13 - 17 OHM closed circuit

(high resistance) (0 to 1. 0 OHM)
4 &1 6. 5 to 8. 5 OHM 6. 5 to 8. 5 OHM 6. 5 to 8. 5 OHM
4 &3 13-170HM 13 - 17 OHM 13 - 17 OHM
3 &1 6.5 to 8. 5 OHM 6. 5 to 8. 5 OHM 6.5 to 8. 5 OHM
Test Between Receptacle Numbers: OBTAIN ACTION

(If Out of Limits)
8 & 7 (with 6 disconnected at pickup) 90 - 110 OHM Repair wiring if at fault; replace
52-68 OHM·· governor if pickup is at fault;
replace pickup (Approved Gover-
8 & 6 (with 7 disconnected at pickup) 90 - 110 OHM nor Shop).
52 - 68 OHM"
8 & aircraft ground open circuit

(very high resistance)
1 & aircraft ground short circuit zero OHMS Trace wiring to determine poor
ground.
2 & aircraft ground* open circuit Trace wiring to remove fault.

(very high resistance)
*2 &: ,llfcraft ground will read some low OHM value if you cannot open the circuit breaker.
If the synchronizer shares a circuit breaker with another circuit, you may read an OHM
value of the other circuit.
"Solid Steel pickup end with first length of sheathing out from the pickup colored white
and carries P!N723061WG21318 on its outer diameter immediately below the knurled
rliameter.
c. When the system meets all of the above test val- nizer circuit breaker (CONTROL BOX must still be
ues. (,,;on the master switch on and reset the synchro- unplugged) and make the following voltage check:
PROPE LLER SYNCHRONIZER VOLTAGE CHECK
ACTION
TEST BETWEEN RECEPTACLE METER READING (If Out of Limits)
28. 1 Same as supply voltage and Trace wiring to determine fault

polarity of pin No. 2 must be or reversed polarity.
positive and pin No. 1 must
be negative.
Change 8
I
310 SERVICE MANUAL PROPELLER 8YSUM 10·17/10 -18
d Check magnetic pickup output with the engine Removal and Installation of Magnetic Pickup in
running at any cruise rpm. Check potential between Propeller Governor.
pin receptacles 6 and 8. Also check potential be-
tween pin receptacles 7 and 8. Voltage must be a a. Remove propeller governor in accordance with
minimum of 1/2 volt at minimum cruise rpm, and a Removal Procedures.
maximum of 3 volts at maximum cruise rpm. Volt- b. Tag and disconnect wiring to pickup.
ages and RMS voltages as read on a 5000 OHM/volt c. Unscrew magnetic pickup from propeller. gover-
AC voltmeter. If you do not obtain this voltage re- nor.
place governor or have approved governor repair d. Install magnetic pickup as follows:
shop adjust or repair the pickup. 1. Set governor for maximum RPM, slowly rotate
e. When the system complies with the specifica- the governor drive shaft.
tions above, the control box may be connected 2. Screw in pickup, tighten with fingers until
f. If the synchronizer malfunctions now, the cause pickup makes contact internally with the rotating
of the malfunction can probably be traced to the flyweight head.
control box, or the mechanical function of the
flexible shaft or governor speed trimming device.
Check for a high friction level in the trimming CAUTION
mechanism. Be sure to center the actuator and
trimming devices before mating cable. Do not use wrench or pliers to tighten mag-
netic pickup.
NOTE
NOTE
To check magnetic pickup reSistance at the
governor, disconnect both connectors and When installing new pickup, always install
measure resistance with an ohmmeter. new O-ring.
Use Xl or XIO scale. Replace pickup if
reading is other than 90-11 0 OHMS. On 3. Tighten the pickup 1/8 turn counterclockwise
aircraft with the first length of sheathing and lightly tighten lock nut.
out from the pickup colored white and 4. Connect a 5000 Ohm/Voltmeter across the
carries P/N723061WG2l3l8 on its outer pickup leads.
diameter immediately below the knurled 5. Drive the propeller governor at minimum
diameter, replace pickup if reading is cruise RPM and adjust pickup output to obtain
other than 52-68 OHMS. 1. 0 ±. 2 volt. Screw pickup in to increase voltage
and screw pickup out to decrease voltage.
6. Tighten pickup lock nut and safety with lock
wire.
CAUTION
Do not torque lock nut over 25 inch-pounds.
e. Install propeller governor in accordance with

Installation Procedures.
f. Connect wires and remove tags.
Change 8
I
310 SERVICE MANUAL ~UI!I. SYSTI!M 11-1
SECTION 11
FUEL SYSTEM
Table of Contents
Page Page
FUEL SYSTEM 11-1 Fuel QIantity Sending Units Operational
Troubleshooting 11-2A Check (310POOOI to 310QOO01) 11-1B
Main Tank 11-3 Removal of Auxiliary Fuel QIantity
Removal 11-3 Sending Units (310P0001 to 310QOO01) 11-1B
Disassembly 11-3 Installation of Auxiliary Fuel QIantity
Inspection and Repair 11-3 Sending Units (310POOOl to 310QOO01) 11-1B
Assembly 11-3 FUEL INDICA TOR SYSTEM (310QOOOl
Insta}lation 11-7 AND ON) 11-1BA
Sniffle Valve 11-7 Removal of Main Fuel QIantity Tank
Removal 11-7 Unit (310QOOOl and ON) 11-1BA
Installation 11-7 Installation of Main Fuel QIantity Tank
Removal of Main Fuel Lines 11-7 Unit (310QOOOl and ON) 11-1BA
Installation of Main Fuel Lines 11-7 Fuel QIantity Tank Unit Operational
Removal of Auxiliary Fuel Tank 11-10 Check and Calibration (310QOOOl
Installation of Auxiliary Fuel Tank 11-10 to 310Q0601) ll-lBA
Removal of Auxiliary Fuel and Vent Lines 11-10 Fuel Quantity System Calibration
Installation of Auxiliary Fuel and (310Q0601 and ON) 11-lBB
Vent Lines 11-11 Dry Calibration 11-1BB
Selector Valves 11-11 Alternate Method 11-lBC
Removal 11-11 Removal of Auxiliary Fuel Olantity
Installation 11-11 Serxling Units 11-1BD
FUEL SELECTOR CONTROL SYSTEM 11-11 Installation of Auxiliary Fuel Q,lantity
Removal 11-11 Sending Units 11-1BD
Installation 11-11 Troubleshooting Fuel Quantity
Rigging 11-14 Indicator System 11-1BE
Operational Check 11-15 WING LOCKER TANKS (OPTIONAL) 11-1BF
Removal of Auxiliary Fuel Pump 11-15 Removal 11-1BF
Installation of Auxiliary Fuel Pump 11-15 Installation 11-20
Auxiliary Fuel Pump Low Adjustment 11-15 WING LOCKER FUEL PLUMBING 11-20
Ground Check of Fuel Pressure Switch Removal 11-20
and Oil Pressure Switch 11-17 Installation 11-20
FUEL INDICATOR SYSTEM (310POOOl FUEL VENT HEATERS 11-20
to 310QOO01) 11-1B MAIN TANK FUEL TRANSFER PUMP 11-22
Removal of Main Fuel QIantity Sending Removal 11-22
Unit (310QOOOI to 310QOO01) 11-1B Disassembly 11-22
Installation of Main Fuel QIantity Cleaning and Inspection 11-22
Sending Unit (310POOOI to 310QOO01) 11-1B Assembly 11-23
Installation 11- 23
FUEL SYSTEM. Two fuel pumps (auxiliary fuel and fuel transfer)
electrically operated, are mounted in each wing (tip)
The aircraft standard fuel system consists of an inte- main tank. The auxiliary fuel pump, located in the
grally sealed (wet) wing tip tank mounted to each wing bottom of the main tank, provides fuel pressure for
tip. The auxiliary (optional) fuel system, aircraft priming during engine starting and supplies fuel to
310POOOl to 31OQ0601, is comprised of one synthetic the engine in an emergency. The fuel transfer pump
rubber cell installed in each wing. On aircraft is mounted on the aft side of the main tank near the
31OQ0601 and On, the auxiliary (optional) fuel system bulkhead and transfers fuel from the nose section of
is comprised of one synthetic rubber cell installed the main tank to the center baffle area. Where the
inboard in each wing with option for one additional fuel is picked up and routed to the engine by either
fuel cell installed outboard of the main auxiliary fuel the engine-driven or the auxiliary fuel pump. The
cell in each wing. Wing locker (optional) fuel system fuel transfer pump prevents the possibility of fuel
is installed in the forward section of each wing lock- starvation to the engine, during steep angles of de-
er. The fuel capacities for the main, auxiliary and scent and low quantity of fuel.
wing locker fuel tanks are specified under General
Information in Section 1.
Change 7
I
11-2 FUEL SYSTEM 310 SERVICE MANUAL
The fuel boost pump feeds fuel to the selector valve, incorporated in the fuel transfer line of each wing
located outboard of each engine nacelle and in turn and illuminates the respective fuel transfer light on
routes fuel to the engine-driven fuel pumps on each the instrument panel when wing locker fuel transfer
engine. A vapor return line is installed from the to main tank is accomplished. There are no return
engine-driven fuel pump to the main tank to return lines in the wing locker fuel system; therefore, it is
unused fuel. A fuel line is installed from each aux- necessary the aircraft be flown with the fuel selector
iliary fuel cell to the respective fuel selector. Aux- on MAIN for at least sixty minutes or until thirty
iliary fuel cells are not equipped with fuel boost gallons of fuel remains in the main tanks before
pumps. transferring fuel from the wing locker tanks.
The wing locker fuel system is equipped with a trans- Quick-drain valves are provided in the bottom of
fer pump mounted outboard of the wing locker to the each ~ain, auxiliary and wing locker tank. Also,
wing nb. The transfer pump transfers fuel from the a drain valve is located in the crossover line to
wing locker to the main tank. A pressure switch is drain trapped moisture and sediment.
Change 7
I
310 SERVICE MANUAL FUEL SYSTEM ll-U/l1-28
Troubleshooting the Fuel System.
TROUBLE PHUBABLE CAUSE CORRECTION
NO FUEL QUANTITY Fuel tank empty. Fill tank with correct grade of fuel.
INDICATION
Fuel quantity indicator circuit Reset circuit breaker.
breaker open.
Loose connections or open circuit. Tighten connections and check wir-

ing.
Defective signal conditioner. Replace fuel quantity indicator.
Defective fuel quantity indicator. Replace fue I quantity indicator.
Defective fuel tank unit. Verify tank unit is defective using
Field Calibration Unit Test Box.
FUEL DRIPS FROM Mixture lever not in IDLE CUT- Place mixture lever in IDLE CUT-
NACELLE OFF. OFF.
Mixture lever not in IDLE CUT- Rig mixture control in accordance

OFF due to improper rigging. with Section 9, Rigging Mixture and
Throttle Controls.
Broken fuel line or loose fitting. Check fuel lines and fittings.
AUXILIARY FUEL PUMP Master switch OFF. Turn master switch ON.
INOPERA TIVE
Circuit breaker open. Reset circuit breaker.
Open circuit or loose connections. Check circuit and repair.
Defective fuel pump. Replace fuel pump.
AUXILIARY FUEL PUMP Defective fuel pressure switch. Replace fuel pressure switch.
RUNS AT HIGH SPEED
WHEN SWITCH IS MOVED
TO "ON" POSITION WITH
ENGINES RUNNING
AUXILIARY FUEL PUMP Defective fuel pressure switch. Replace fuel pressure switch.
RUNS AT SLOW SPEED
WITH MASTER SWITCH Defective auxiliary fuel pump. Replace auxiliary fuel pump.
"ON, " AUXILIARY FUEL
PUMP SWITCH "ON" AND
ENGINES NOT RUNNING
ENGINE WILL NOT Fuel tank empty. Fill tank with correct grade of fue 1.
START OR CONTINUE
TO RUN AFTER Fuel selector valve in OFF posi- Move fuel selector valve to main
STARTING tion. tank.
Mixture in IDLE CUT-OFF. Set mixture to FULL RICH.
Engine overprimed. Place mixture control in IDLE CUT-

OFF, turn engine over several
revolutions with throttle WIDE OPEN.
Fuel strainer in fuel control unit Clean fuel control unit strainer.
dirty.
Auxiliary fuel pump switch not in Place auxiliary fuel pump switch in
PRIME position. PRIME position.
Plugged fuel cap vent. Clean vent.
Change 6
I
310 SERVICE MANUAL I"UEL evenM 11-3
Troubleshooting the Fuel System. (Cont.)
ENGINE WILL NOT START Bypass valve in engine-driven fuel Replace engine-driven fuel pump.
OR CONTINUE TO RUN pump stuck.
AFTER STARTING (Cont. )
VERY HIGH FUEL FLOW Gage vent line restricted, plugged Clean, tighten or replace vent line.
INDICATION AT FULL or leaking.
THROTTLE AFTER
RAPID ENGINE
ACCELERATION ON
GROUND
LOW FUE L FLOW Fuel control lever does not contact Rig mixture control in accordance
the full rich stop. with Section 9, Rigging Mixture and
Throttle Controls.
ROUGH AND ERRATIC Fuel control lever does not contact Rig mixture control in accordance
ENGINE SHUTDOWN idle cut-off stops firmly. with Section 9, Rigging Mixture and
Throttle Controls.
FUEL SHUT-OFF Misaligned linkage or fuel control Align linkage or rig mixture in ac-
INCOMPLETE levers hitting stops too hard. cordance with Section 9, Rigging
Mixture and Throttle Controls.
FUEL FLOW INCREASES Pressure switch set too high. Reset fuel pressure switch to ac-
ENGINE DIES tuate between 4 to 5 PSI.
Pressure switch stuck Replace pressure switch.
AUXILIARY PUMP WILL Pressure switch stuck. Replace pressure switch.

NOT SWITCH TO HIGH
SPEED
WING LOCKER FUEL Circuit breaker open. Reset circuit breaker.

PUMP INOPERATIVE
(OPTIONAL FUEL) Open circ"it or loose connections. Check circuit and repair.
Defective fuel pump. Replace pump.
WING LOCKER INDICA- Open circuit or loose connection. Check circuit and repair.
TOR TRANSFER LIGHTS
INOPERA TIVE Defective pressure switch. Replace pressure switch.
I MAIN TANK
Removal of Main Tank. (See figure 11-2.)

NOTE
Inspection and Repair of Main Fuel Tanks.
a. Inspect filler cap gasket. If crushed or dam-
aged, replace filler gasket. On integrally sealed
(wet) tanks, inspect sealing gaskets, loose rivets,
cracks or dents for leaks and attaching mounts.
b. Purge in accordance with Section 2.
The removal procedure is the
c. Repair in accordance with Repair Procedures
I same for either main tank. Section 16.
a. Remove sump door, cut safety wire between Assembly of Main Tanks.
drain valve and drain plug. a. Assemble main tank in accordance with
b. Remove fairings, tail cap and rear access cover figure 11-2.
to gain access to retaining nut. b. Seal and check tanks as foHows:
c. Drain fuel by removing drain plug and opening 1. Clean all surfaces to be sealed with a low mois-
drain valve. ture solvent using a linUess cloth for solvent appli-
d. Disconnect hoses, electrical connections and re- cation.
move bolts from mounts and remove main tank.
NOTE
Disassembly of Main Tanks.
I Disassemble main tanks in accordance with

figure 11-2.
IX> not allow cleaning solvent to evaporate;
wipe dry.
11- 4 ,.ueL SYSTeM 310 SERVICE MANUAL
un AUX.
rUEL TAN1tS IOF'1"'--'
rUEL clI .• H1rrr·y-><;:

SEl'ft)D'tG UJfrT
PRIMESWrTCH
SEPARATOR l.EP'"T ~ RK;.HT

VAPOR
SEPARATOR
orr
1,.[ rT ENGINE HIt-...J',D"H~l .....n ................ R..HT
ENGINE
FUEL P\.IMP F'UEL PUMP
DUAL FUEL
FLOW CAGE
r~[LPR~URE:;~=H~~~.~-:--~j~
4.DJUSTU'IG SCR£W ;;::;L~::----~~URE swrTC'H
fQR AUX PUM"
RJ:;HT ENG[NE
ntROTTLE~ ____ _ rUEL CONTROL _ _ _ _ _~ THROTTLE
UNIT
IIIIIXTURE
CONTROL
~- - - t:":I~=~=~:i=::::z=====1/ ~========1:=====lt:J --- ~ ~ MIXTURE
CONTROL
IVEL
LEFT ElCilNE RIGHT ENGINE

QIIfJECTION
~ZZLE
FUEL MANIFOLD FUEL MAJiIIIn:lLD

CODE
c::J fUELSUPPLY LINE
c::J VAPOR RETURN LINE
- ~ MECHANICAL ACTUATION
. . . - ELECTRICAL ACTUATI)N
~. ~~~~~LR~UEr VALVE
310P0001 TO 310QO001
• TURBo-310P AmCRAFT
Figure 11-1. Fuel System Schematic (Sheet 1 of 2)

Change 9
310 SERVICE MANUAL I"UEL SVSUM 11-4A/-48
CONDITIONER
LEFT WING LOCKER

FUEL TANK (OPT I
AUX.
FUEL TANK
fUEL TANK
VENT
VENT LJNE
L----+-MAIN
MAIN-....,I---~ TRANSFER
1=========~~~~ii~~~--~~:1tl
PVMP
PUMP
TRANSFER
I!,
Ft:EL PUMP
AUX. FUEL
AUX. FUEL PUMP SWITCH
r-{t~;~~iRETURN LINE
VAPOR VAPOR
SEPARATOR SEPARATOR
RIGHT ENGINE
LEFT ENGINE FeEL peMp
FUEL PUMP
TO LEFT
AUX PUMP
IL.-n~-----~~~~SURE SWITCH
fOR .... t1C Pl'MP~
FeEL
INJECTION
NOZZLE
LEFT ENGINE =
= FUEL SepPLY LINE
VAPOR RETVRN LINE
RIGHT ENGINE
FeEL MANIFOLD
HEL MANIFOlD
MECHANICAL ACTUATION
..s- ELECTRICAL ACTVATION
GLl CHECK VALVE
IIiiIII PRESSURE RELIEF VALVE
31OQ0601 & ON
* TURBO-3l0P AIRCRAFT
Figure 11-1. Fuel System Schematic (Sheet 2 of 2)

Change 9
I
310 SERVICE MANUAL ~ur;L SYSTEM 11- 5
MAIN FUEL TANK FITTING~

BRACKET
NUT--......
-~.~- ~
WA8HER~ 11
r;
WASHERS (AN960-516L)
"'---GASKET /
VALVE . WASHERJ TYPICAL FOR UPPER AND
. LOWER FRONT SPAR FITTINGS
Detail A FRONT SPAR FITTING (OUTBOARD)~
.J-J.............I....-....
Detail B
3
2
12
1. Nose Cap 7. Tail Cap 12. Fuel Line

2. Forward Access Plate 8. Overboard Vent Line 13. Fuel Vapor Line
3. Gasket 9. Upper Fairing 14. Vent Shield
4. Fuel Tank 10. Lower Fairing 15. Front Fairing
5. Filler Cap 11. Auxiliary Fuel Cell Vent Line 16. Fuel Pump Drain Plug
6. Aft Access Plate 17. Sniffle Valve
Figure 11-2 Main Fue 1 Tank Installation

I
16
310Q0601 AND ON
18
310P0001 TO 31OQ0601
Detail A
Detail E
Detail D
5 4 7 6
10-
f 1
\'-
!
t \_- -r-(k
~~
- - -----1"
... -.--
-- --.
~
. '
Detail B
1. Auxiliary Fuel Cell 7. Screw 13. Grommet
2. Inboard Fuel Cell B. Cover 14. Fuel Cell Web
3. Outboard Fuel Cell 9. Drain 15. Fuel Quantity Tank Unit
4. Fuel Filler Cap 10. Adapter Assembly 16. Line - Fuel Supply
1. Adapter Assembly 11. Clamp 17. Line - Auxiliary Tank to Auxiliary Tank
6. Gasket 12. Fastener lB. Line - Vent
Figure 11-3. AlLxiliary Fuel Cell Installation

Change 4
I
310 SERVICE MANUAL FU~L SVST~M 11-7
2. Mix sealant MIL-S-8802 per manufacture's Removal of Main Fuel Lines. (See figure 11-4. )
instructions and apply with a spatual over all
seams, rivets fittings and possible leak areas. a. Defuel aircraft in accordance with Section 2.
3. Inspect tank as follows:
(a) Seal off all hoses and access holes in tanks.
Close vent hole by covering inside with tape. CAUTION
(b) Saturate a clean rag with 25 cubic centimeters
of household ammonia. Insert rag in fuel tank During all defueling, tank purging and tank re-
and close filler cap. pairing operations, two ground wires, from
(c) Pressurize fuel tank to a maximum of 2 PSI. different points on the aircraft, to separate
(d) Saturate a large clean cloth with indicated approved grounding stakes, shall be used to
solution (1/2 gallon distilled water, 1/2 gal- prevent ungrounding of the aircraft due to
lon denatured alchohol and 1/2 Ounce of pheno- accidental disconnection of one ground wire.
phthalein crystal or powder) and spread
smoothly on tank surface. NOTE
(e) A leak will appear as a pink spot on the cloth.
Repair all leaks and repeat testing until tank Removal procedure given is for the left wing;
surface has been tested. however, the right wing is essentially the same
with the exception of heater fuel tee and line.
WARNING b. Remove the access covers from underside of the

wing.
Remove tape from filler cap, rag from inside c. Remove wing gap covers and tip tank fairings.
fuel tank and allow fuel cell to air out before d. Remove main fuel tip tank in accordance with
using. removal procedures.
e. Remove the clamps securing lines.
Installation of Main Tanks. (See figure 11-2.) f. Disconnect line (6) from nacelle rib fitting, check
valve (5) and remove from wing.
NOTE g. Disconnect line (8) from selector valve (9) and
The installation procedure is the same nacelle fitting and remove from wing.
for either main tank. h. Disconnect lines (11) and (12) from fuel selector
(9), drain tees (13) and remove lines pulling outboard.
On right wing disconnect heater line.
a. Install main tank by reversing removal
procedure.
b. Torque main tank attaching nuts to 60±10 NOTE
inch-pounds.
Lines (30) and (31) are not recommended for
Sniffle Valve. (See figure 11-2.) removal. If removal is necessary, perform
steps i through m. .
The sniffle valve is located in the top of each main
tank aft of the filler cap. This valve will vent the i. Remove wing in accordance with Section 3.
tank should the overboard vent become clogged or j. Remove lines (30) and (31) from unions (18) con-
obstructed. necting to opposite wing.
k. Remove necessary clamps inside fuselage and
Removal of Sniffle Valve. (See figure 11-2.) route lines from fuselage.
The removal procedures are the same for either tank.
NOTE
CAUTION
Lines (30) and (31) are crossed in the fuse-
Care should be taken to guard aga'tnst foreign lage section. Extreme care should be used
matter entering tank. to assure that the lines are not damaged on
removal, and the lines are marked so they
a. Defuel tip tank in accordance with defueling pro- will be connected to their proper fittings on
cedures. installation.
b. Remove screw securing cover.
c. Remove tip tank filler cap in accordance with
removal procedure.
d. Holding top hall of valve, remove bottom of valve
washer and gasket. Installation of Main Fuel Lines. (See figure 11-4.)
e. Remove sniffle valve.
NOTE
Installation of Sniffle Valve. (See figure 11-2.)
Installation procedure given is for the left
Install sniffle valve by reversing removal procedure. wing; however, the right wing is the same
Change 5
I
""
43
*310QOOOl AND ON
RIGHT-HAND SIDE
Figure 11-4. Fuel System Plu mbing (Sheet 1 of 3)
Change 5
310 SERVICE MANUAL FUEL SYS TEM I 1-8A /11-88
40
46
TURBO AIRCRAFT
40 ~~
~ /~ 35
*DELETED 31OQI041 AND ON 34
, 41 32 '" ',::>
. ) _ 'y( ,18..,.-'" \~'" ,-, y
L~~~. ~ ~. ~.:~r-9
'll.~" ~.
OUt I
7~ >
F"'O '" / /' / "
c~ ~
C Detail /:', ,or' '18
39 31OQ0454 AND ON 38/ L/I ~ Detail B 36
37 4
Figure 11-4. Fuel System PI umblng

. (Sheet 2)
Change 8
I
310 SERVICE MANUAL I"UI!L SVSTEM 11 -9
51
Detail D
310Q0601 AND ON 48
*TURBO SYSTEM 310Q0601 AND ON
1. Fuel Flow Gage 28. Reducer

2. Main Fuel Tank 29. Line Assembly (Tee to wing root)
3. Auxiliary Fuel Tank 30. Crossover Line RH
4. Reducer 31. Crossover Line LH
5. Check Valve 32. Clamp
6. Vapor Return Line (Center) 33. Line Assembly (Fuel vent, auxiliary fuel cell)
7. Reducer 34. Hose (Interconnecting)
8. Line (Strainer to nacelle tee) 35. Vent Line (Main fuel tank)
9. Fuel Selector Valve 36. Line Assembly (Fuel selector valve to elbow)
10. Tee 37. Front Wing Spar
11. Line Assembly (Fuel selector to elbow) LH 38. Nut
12. Line Assembly (Fuel selector to elbow) RH 39. Heater Fue I Filter
13. Tee Drain 40. Solenoid Valve Assembly
14. Line Assembly (Fuel crossfeed) LH 41. Line Assembly to Heater Fuel Shutoff Valve
15. Line Drain 42. Switch
16. Line Drain 43. Mounting Bracket
17. Drain Valve LH and RH 44. Shutoff Valve
18. Union 45. Fuel Pump
19. Fuel Line RH and LH 46. Line Assembly to Heater (310POOOI to
20. Tee 31OQ0454)
21. Plug 47. Line Assembly to Heater Fuel Pump
22. Hose (310Q0454 and On)
23. Line Assembly (Selector valve to tee) 48. Line Assembly (Fuel tank to fuel tank)
24. Line Assembly (Selector valve to union) 49. Line Assembly (Tip tank vent)
25. Drain Fittings 50. Line Assembly (Fuel line to tee)
26. Drain Valves 51. Line (Tee to valve)
27. Heater Fuel Supply Tee 52. Line (Tank to tee)
Figure 11-4. Fuel System Plumbing (Sheet 3)
with the exception of heater fuel line and security, then install wing in accordance with Section
tee. Use a fuel soluble thread lubricant 3.
on male threads of all fittings only. b. Route line (8) through wing and connect to tee.
c. Route vapor return line (61) and check valve (5)
a. If fuselage crossfeed lines were removed, install through wing and connect to nacelle rib fitting.
as follows: d. Install tip tank in accordance with installation
1. With wing removed, install lines (30 and 31), se- procedures and service aircraft with fuel.
cure in pOSition, assuring the lines are crossed in e. Check all lines and valves for leakage and proper
the fuselage and that they are connected to the proper operation.
fittings. f. Install all tip tank fairings, wing gap covers and
2. With wing removed, route lines (11 and 12) access covers on underSide of wing.
through wing, connect line (12) to selector valve (9) g. Service fuel tanks in accordance with Section 2.
and line (11) to tee (10). h. Start engines and perform operational check of
3. Check all lines and fittings for tightness and fuel selector valve per operational check procedures.
Change 5
I
11-10 "U~L SYST~M 310 SERVICE MANUAL
Removal of Aux1liary Fuel Cells. (See figure 11-3. ) b. (310POOOl to 310Q0601) Secure the cell in place
with seven fasteners.
NOTE c. (31OQ0601 and On) Secure the cells with fasten-
ers, seven for the inboard cell and four for the out-
The removal procedures are the same for LH board.
or RH wing auxiliary fuel cells. d. Attach quick-drain adapter assembly to the lower
wing skin with attaching screws.
a. Remove the fuel cap adapter assembly (5) and e. (310POOOl to 310Q060l) Install vent line (18),
gasket (6) by removing twenty-four attaching screws secure with clamps.
(7). f. (31OQ0601 and On) Install vent lines (18), secure
b. (31OQ0601 and On) Remove cover (8) and gasket with clamps.
(6) by removing twenty-four attaching screws (7). g. (310POOOl to 310Q0601) Install fuel line (16),
c. Remove the auxiliary fuel quantity sending units secure with clamp.
(15) in accordance with removal procedures. h. (31OQ0601 and On) Install fuel lines (16 and 17),
d. (310POO01 to 310Q0601) Loosen clamp and dis- secure with clamps.
connect fuel supply (16) from fuel cell (1). 1. Install auxiliary fuel quantity sending units (15)
e. (310Q0601 and On) Loosen clamps and disconnect in accordance with installation procedures.
fuel supply lines (16 and 17) from fuel cells (2 and 3). j. Install fuel cap adapter assembly (5) and gasket
f. (310POOOl to 310Q0601) Loosen clamps and dis- (6) with twenty-four attaching screws.
connect vent line (18) from fuel cell. k. (31OQ0601 and On) Install cover (8) and gasket
g. (31OQ0601 and On) Loosen clamps and disconnect (6) with twenty-four attaching screws.
vent lines (18) from fuel cells. 1. Service system and leak check.
h. Remove the two screws securing the quick-drain m. Install access covers.
adapter assembly to the lower skin.
1. (310POOOl to 310Q0601) Disconnect the seven Removal of Auxiliary Fuel and Vent Lines. (See
fuel cell fasteners. figure 11-4.)
j. (31OQ0601 and On) Disconnect the fuel cell fasten-
ers, seven for the inboard cell and four for the out- a. Refer to Section 2, and defuel aircraft in accord-
board cell ance with defueling procedures.
k. Remove fuel cell through the upper wing opening
vacated by the adapter assembly (5) and cover (10). CAUTION
NOTE During all defueling, tank purging and tank
repair operations, two ground wires from
Retain sending unit gaskets for replacement different points on the aircraft to separate
if they are not damaged.
approved grounding stakes shall be used to
prevent ungrounding of the aircraft due to
accidental disconnection of one ground wire.
Inspection and Repair of Auxiliary Wing Fuel Cells.
b. Remove the access covers from underside of the
a. Inspect filler cap gasket. If crushed or damaged, wing.
replace filler gasket. Inspect fuel cell for cuts,
tears, abrasions and deterioration. NOTE
b. Purge in accordance with Section 2.
c. Repair in accordance with repair procedures, It may be necessary to drill off the access
Section 16. hole doubler to gain access to the fuel lines.
c. Disconnect line (29) from auxiliary fuel cell

Inspection of Fuel Cell Cavity. strainer (31) and elbow fitting (37), remove line (29)
from wing.
a. Inspect carefully the interior of the fuel cell NOTE
cavity and cell bulkheads or supports for possible
damage or corrosion. It may be necessary to bend lines slightly dur-
b. All internal rivets and protrusions must be pro- ing removal. Sharp bends must be avoided.
tected by the proper type of tape.
d. Disconnect line (36) fro.n elbow fitting (37) and
Installation of Auxiliary Fuel Cells. (See figure union (30) at fuel selector valve (16), remove line
11- 3. ) (36) from wing.
e. Loosen clamp (32) on vent line (33).
NOTE f. (310Q0601 and On) Loosen clamps on vent lines
(47 and 48), remove lines from aircraft.
The installation procedures are the same for g. (310Q0601 and On) Loosen clamps on fuel lines
LH ur RH wing auxiliary fuel cells. (44) and remove lines from aircraft.
h. Remove auxiliary fuel cells from aircraft. in ac-
a. Insert fuel cell through wing opening and arrange cordance with removal procedures.
the cell in the correct position. i. (310POOOl to 310Q0600) Loosen clamps attach-
Change 4
310 SERVICE MANUAL P'UI!L SYSTI!M 11-11
ing hose (34) to vent line (33), remove line (35) from position.
wing. a. Install fittings in valve and clock to correct po-
j. (310Q0601 and On) Loosen clamp attaching hose sition.
(34) to vent line (33), remove line (45) from wing. b. Install valve, securing in position with three
bolts,. then connect lines.
c. Connect selector linkage and safety.
Installation of Auxiliary Fuel and Vent Lines. (See
figure 11-4.) WARNING
Residual fuel draining from the lines and hoses
a. (310POOOl to 310Q(600) Route line (35) is a fire hazard. Care should be exercised in
through wing to auxiliary fuel cell line (33), clamp disposal of such fuel when lines or hoses are
hose (34) to fuel cell line (33). disconnected to prevent its accumulation in the
b. (3l0Q060l and On) Route line (45) through wing wing.
to auxiliary fuel line (33), clamp hose (34) to fuel cell
line (33). FUEL SELECTOR CONTROL SYSTEM.
c. Install auxiliary fuel cells in accordance with The fuel selector valve controls handles are located
installation procedures. between the front seats on the cabin floor. The con-
d. (310Q0601 and On) Install fuel lines (44) and trol valve handle on the right controls fuel flow to
clamp to fuel cell. the right engine by allowing fuel to be used from the
e. (31OQ0601 and On) Install vent lines (47 and 48) right main tank, right auxilliary tank or through the
and clamp to fuel cell. crossfeed system, from left main tank. The control
f. Install vent line (33), clamp to fuel cell and hose valve handle on the left controls fuel flow to the left
(34). engine by allowing fuel to be used from the left main
g. Route line (36) through wing and connect to union tank, left auxiliary tank , or through the crossfeed
(30) on fuel selector (16) and elbOw fitting (37). system from the right main tank. The handles are of
h. Route line (29) through wing and connect to fuel rotary-type and are operated mechanically through a
cell strainer (31) and fitting (37). 270 0 range by a gear arrangement and a flex cable
i. Service auxiliary fuel cell in accordance with connected to the fuel selector valve assemblies
Section 2 and check for leaks. mounted outboard of the engine nacelles in the lead-
j. Install access covers. ing edge of the wing. The four valve positions which
SELECTOR VALVES. are marked on the "metalcals" are: LEFT MAIN,
RIGHT MAIN, LEFT AUXILIARY and OFF; RIGHT
One fuel selector valve is located in each wing just MAIN, LEFT MAIN, RIGHT AUXILIARY and OFF.
lOrward of the main spar, and outboard of the nacelle. The fuel selector valve handles indicate the position
Each valve is cam operated from the cabin thru flex of the fuel selector valves. The valve handles are
cables. Each valve has four positions which allows protected by a guard to prevent the possibility of
fuel to flow to the respective engine from the left switching or movement by pilOt's or copilot's feet.
tank, the right tank, the auxiliary tank, or stops all
fuel flow thru the valve. Each fuel selector valve has Removal of Fuel Selector Control System.
a fuel strainer located on the bottom of the valve and
a quick-drain is provided to remove moisture and Removal of fuel selector control system is the same
sediment. for either selector.
a. Fuel selector valve handles - OFF.
Removal of Fuel Selector Valves b. Remove fuel selector valve handle.
c. Remove carpet aft of the control pedestal to
The removal of the fuel selector valves is essentially gain access to gear box through the access hole
the same for either valve; however, there are left and provided.
right brackets which mount the valve into position. d. Disconnect linkage and remove gear box.
a. Drain all fuel from wing. e. Remove cable fittings and clamps securing
b. Remove upper and lower access cover plates. cable to stringers.
c. Disconnect lines and fittings. f. Remove cable from aircraft.
CAUTION Installation of Fuel Selector Control System.

a. Route cable through stringers and clamp.
Plug or cap all open lines or fittings. b. Connect cable ends to selector valve and gear
box and safety.
d. Disconnect selector linkage at valve arm. c. Install gear box to bracket.
e. Remove the three bolts securing valve and re- d. Install bracket and gear box through pan; then
move the valve from wing. install valve handle.
e. Check operation for binding and smooth actua-
0
Installation of Fuel Selector Valves tion through the full 270 range.
The installation of the fuel selector valves is essen- NOTE

tially the same for either valve; however, there are Support and security of the fuel selector flex
left and right brackets which mount the valve into
Change 4
I
11-12 FUI!L SYSTEM 310 SERVICE MANUAL
1. Screw 5. Bracket 9. Nut

2. Spacer 6. Gear Box 10. Terminal
3. Handle 7. Cable
4. Floorboard 8. Cotter Pin
Flgure 11-5. Fuel Selector Control Handle and Gear Box
FLEX CABLE TERMINAL ~--FLEX CABLE TERMINAL

WING CONTOUR FUEL SELECTOR VALVE
1------, I AND FUSELAGE LEVER ARM
,',= --,-, I 1 INTERSECTION
:J :~~ ~~~,::~',~~, \1 : i I FUEL SELECTOR
,,- ~; II ~---=-,--~ I VALVE
r ("',,~',l ~"
i (,0~:'::"~ i ' I -----..::~I==1lQt=?=1b---==€)(tJ:::::J:=x::¢=;s:~
~r'~""~'»)
. _ '-
"., HANDLE
FLEX CABLE RBL
38.16 W.S .
'- POSITION MARKER (Typical)
L - FUEL SELECTOR GEAR BOX

OFF
'--___ GEAR BOX LEVER ARM
RIGHT AUXILIARY RIGHT MAIN
VIEW OF RH WING SHOWN, LH WING IS SIMILAR
Figure 11-6. Fuel Selector Rigging Schematic

Change 8
310 SERVICE MANUAL FueL SYSTeM 11-13
f1il
o-~
I 0 I 10 (;1
o 01
~ 1 1
>-'-
~ -:E :0 ,q
I I I
~
L---..J
If
V
If
~
1\
/r- ~J
1
1
- - -- - I 1
/~
6
1. Fue I [nlet 3. Filter 6. Sedinll'nt Bowl

2. Screw 4. Drain Tube 7. Fuel Outlet
5. Drain Valve Push-Rod
Fl~lIre 11-7. Fuel Selector Valve ;lnd Stl'aillCl"

11-14 "U~L evenM 310 SERVICE MANUAL
cables is most essential to provide the opti- attach holes on gear box lever arm and terminal are
mum fuel selector valve operation. Inspect aligned.
the fuel selector cable support joints for ade- h. Connect terminal to gear box lever arm with
quate tightness and security. attaching screw, nut and cotter pin.
Rigging the Fuel Selector Valve. (See figure 11-6.) i. Start from the OFF position and rotate (clock-
wise for LH and counterclockwise for RH) the handles
a. Remove carpet retainer and fold back carpet to the LEFT MAIN and RIGHT MAIN positions re-
Just enough to remove floorboard access plate per spectively.
j. Observe that the pointer end of handle nearly
upholstery removal procedures.
b. (See figure 1-3.) Remove wing access plates (45 aligns with marker on placard after traveling approx-
0
and 46). imately 90 from the OFF position and the fuel se-
c. Position lever arm on fuel selector valve in wing lector valve lever arm seats in the respective main
to the most outboard detent and resting against the tank detent on the fuel selector valve.
stop pin. k. If the fuel selector valve lever arm has not
seated in proper detent after handle has been rotated
0
NOTE 90 from the OFF position, lengthen or shorten ter-
minals and/or flex cables as necessary to achieve
Observe that the attachment hole in lever arm
proper rigging.
is pointing inboard. 1. Continue from the LEFT MAIN and RIGHT MAIN
d. Connect terminal on flex cable to the fuel selec- position, rotate handles to the LEFT AUXILIARY and
tor valve lever arm with attaching bolt, nut and RIGHT A UXILIARY positions respectively.
m. Observe that the pointer end of handle nearly
cotter pin.
e. On the cabin floorboard, rotate (counterclock- aligns with marker on placard after traveling approx-
0
wise [or LH and clockwise for RH) the handle on the imately 180 from the OFF position and the fuel se-
gear box until lever arm comes to rest against gear lector valve lever arm seats in the respective auxi-
liary tank detent on the fuel selector valve.
box bracket.
n. If the fuel selector valve lever arm has not
f. Rotate handle (clockwise for LH and counter-
clockwise for RH) approximately 50 until a pOinter on seated in proper detent after handle has been rotated
0
the handle is aligned with the OFF position marker. 180 from the OFF position, lengthen or shorten ter-
minals and/ or flex cable as necessary to achieve
CAUTION proper rigging.
o. Continue from the LEFT AUXILIARY and RIGHT
Observe that the handle is parallel with the A UXILIARY poSition, rotate LH handle to the RIGHT
centerline of aircraft and pOinter on handle MAIN (crossover) and RH handle to LEFT MAIN
1S Indexed to the 0 F F pos ition (aft). (crossover).
p. Obse rve that the po in te r end of handle near ly
g. \\- lth the handles m the position described in aligns with marker on placard after traveling approx-
step i. a.bove, adjust terminal and flex cable until 0
imately 270 from the OFF poSition and the fuel se-
POSITION "B"
J
\
\
\
\
?OSaION "A 4-_ 24 0
_ .....+-,..
..--_ 24 0 ~POSITION "A"
Figure 11-8. Fuel Selector Valve Handle

Change 4
310 SERVICE MANUAL "U~L SYSTEM 11-15
lector valve lever arm seats in the respective in- h. Remove four bolts (10), gaskets (2) and remove
board crossover tank detent on the fuel selector valve auxiliary fuel pump (1) from inside the fuel tank.
and against pin stop.
q. If the fuel selector valve lever arm has not seat- 0
Installation of Auxiliary Fuel Pump. (See figure
ed in proper detent after handle has been rotated 270 11-9.)
from the OFF position, lengthen or shorten terminals
and/or flex cable aSI necessary to achieve proper rig- Installation of auxiliary fuel pump is the same for
ging. either auxiliary fuel pump.
NOTE a. Install auxiliary fuel pump (1) inside tip tank
through rear access hole; use new gasket (2). Se-
If terminal and/or flex cable adjustments have cure in place with bolts (10).
been made at one of the fuel selector positions, b. Install O-ring (4), nut (5) and elbow (9) in fuel
repeat steps i, j, 1, m, 0 and p to verify cor- pump.
rect rigging and make further adjustments as c. Install nipple (12), drain line (11), hose (8) and
necessary. clamps (7). Connect to line (6).
d. Install rear access plate and new gasket.
Operational Check e. Connect electrical leads.
f. Fuel aircraft and check for leaks.
Place the left fuel selector valve handle in the LEFT g. Turn on auxiliary fuel pump and check for opera-
MAIN position, and the right fuel selector valve tion and leaks.
handle in the OFF position. Start the left engine. h. Replace tip tank tail cap and wing fairings.
When the engine is sufficiently warmed up, advance
the throttle to 1500 RPM. Observe the fuel flow gage
to assure there are no radical fluctuations and for NOTE
proper fuel flow. Observe the engine for a proper
short continuous run. Place the left selector valve Anytime the auxiliary fuel pump has been re-
handle to the RIGHT MAIN position, repeat the above placed or altered the auxiliary fuel pump low
steps and observations. With engine at idle RPM adjustment must be performed.
place the left fuel selector valve handle to the OFF
position. The engine should run momentarily, then Auxiliary Fuel Pump Low Adjustment.
fail. Check the right fuel selector valve by placing
the right fuel selector valve handle in the RIGHT a. Service aircraft in accordance with Section 1.
MAIN position, and left fuel selector valve handle in b. Disconnect the electrical leads to the oil pres-
the OFF position. Start the right engine and check sure switch at the quick disconnect. Connect the two
the right selector valve in accordance with above pro- leads together to close the electrical circuit.
cedures for the left fuel selector valve.
NOTE
On 310 aircraft only, a normally open oil
I
NOTE
pressure switch has been added to the oil
The crossfeed system allows fuel to be used from pressure indicator line and is electrically
the opposite main tanks only. There are no pro- connected in series with the auxiliary fuel
visions to crossfeed fuel from auxiliary fuel tanks. pump switch. The auxiliary fuel pump will
not operate (except by the primer switch) if
the respective engine is not running or oil
Removal of Auxiliary Fuel Pump. (See figure 11-9.) pressure is below approximately 20 PSI.
With the engine running and oil pressure
The removal procedure is the same for either auxili- above 20 PSI the respective oil pressure
ary fuel pump. switch will be ac tua ted to the closed pos i-
a. Make sure fuel selector valve handles are OFF. tion, allowing the auxiliary fuel pump to
b. Drain fuel in main tank affected. function normally as required by the posi-
tion of the auxiliary fuel pump switch and
CAUTION available fuel pressure.
c. Place fuel selector valve bandIes to the desired
During all defueling, tank purging and tank
tank.
repairing. operations, two ground wires, from
different points on the aircraft to separate ap- d. Place mixture lever to IDLE CUT-OFF.
proved grounding stakes, shall be used to pre- e. Connect a test pressure gage at engine-driven
vent ungrounding of the aircraft due to acci- pump inlet line.
dental disconnecting of one ground wire. f. Connect a 28 volt dc auxiliary power unit to air-
craft or run opposite engine at 1500 RPM with no
c. Remove tip tank and wing fairing. other electrical equipment on to assure full electri-
d. Loosen hose clamps (7) and remove hose (8). cal bus voltage.
e. Disconnect fuel pump drain line (11) and remove. g. Position auxiliary fuel pump to LOW for engine
1. Remove nipple (12), elbow (9), nut (5) and being checked and check test pressure gage connected
O-ring (4). to engine-driven inlet line for 5.5 PSI of fuel pressure.
g. Remove tip tank tall cap, rear access plate and h. If fuel pressure is not 5. 5, adjust resistor (see
gasket. figure 11-10 for location) until required boost pump
I
Detail A
2 310POOOl TO 31OQOOOI
..... Deuil C
~2
31OQ0601 AI'\ DON
Detail B
31OQOOOI AND ON
10263009
1.
2.
3.
Fuel Cell
Tank Unit Clip
Access Plate
4.
5.
6.
Electri::al Bundle
Tank Unit
Bolt
7.
8.
9.
Gasket
Cover Plate
Signal Conditioner
I
Fi~ure 11-9. Main Fuel Tank Unit
Change 7
310 SERVICE MANUAL FUEL SYSTEM 11-16A
9 18 19
0>
\
0;9
9 _-.-.,p7"A. (,
16
18 2 20
4
I
310P0001 To 310Q0074
A =
. .~. . . .>;::..........
I
,,
I
i
I ..... Detail
.........
A
7 \
Jl
Yr.~~:~
I
, .......
,
...........
.,
.... ~ ~6
14
\",\.
13---:.. 310Q0074 AND ON
;\.... C·' 1 .........

·::::::.t.·· ....... ~2 ............
4-=-""-'~' 3
12 (? . • 4
,
,,
I :
........... I ""J
, "
·• ••f .................. , .... '
1. Auxiliary Fuel Pump 8. Hose 15. Fuel Line

2. Gasket 9. Elbow (Transfer Outlet)
3. Doubler 10. Bolt 16. Union
4. O-ring 11. Fuel Pump Drain Line 17. Fue I Line (Transfer Inlet)
5. Nut 12. Nipple 18. Main Fuel Transfer Pump
6. Fuel Supply Line 13. Fuel Tank 19. Access Plate
7. Clamp 14. Baffle 20. Aft Bulkhead
Figure 11-9A. Auxiliary Fuel and Main Tank Fuel Transfer Pump Installation
Change 6
11 -16B FUEL SYSTEM 310 SERVICE MANUAL
pressure is obtained. k. Position master switch to OFF and disconnect

jumper from oil pressure switch electrical leads.
NOTE
Keep resistor cool with air blast. FUEL INDICATOR SYSTEM. (310POOOl TO
31OQOOOL )
i. Turn all switches OFF, place fuel selector valve
handle to OFF position, remove test pressure gage The main and auxiliary fuel systems have individual
and replace fairing. indicators and each fuel tank has an individual send-
j. Connect the electrical leads to the oil pressure ing unit. The two systems are float arm actuated,
switch. variable resistor type sending unit, powered by the
aircraft electrical system, which sends an electri-
NOTE cal signal to the fuel quantity indicators in the cabin.
Procedures given apply to either right or left

auxiliary fuel pump. Removal of Main Fuel Quantity Sending Unit.
(310POOOl to 31000001. )
Ground Check of Fuel Pressure Switch and Oil Pres- The removal procedure is the same for either main
sure Switch. fuel quantity sending unit.
a. Defuel aircraft in accordance with Section 2.
a. Turn master switch ON.
b. Turn auxiliary fuel pump switch ON - auxiliary CAUTION
fuel pump should not run.
c. Start engine and run at 1000 RPM - check oil During all de fueling, tank purging and tank
pressure above 20 PSI (310P and 31OQ). repairing operations, two ground wires from
d. Position auxiliary fuel pump switch to LOW posi- different pOints on the aircraft to separate
tion - make audio check of pump for low speed opera- approved grounding stakes shall be used to
tion. prevent ungrounding of the aircraft due to
e. Position auxiliary fuel pump switch to ON posi- accidental disconnection of one ground wire.
tion - recheck pump operation for low speed.
b. Remove main tip tank tail cap.
NOTE c. Tag and disconnect electrical wires.
d. (See figure 11-9.) Remove bolts (10), gaskets
If audio check indicates pump is running, the (2) and fuel quantity sending unit (13).
oil pressure switch is functioning normally.
f. Momentarily position mixture lever to IDLE CUT- Installation of Main Fuel Quantity Sending Unit.
OFF - make audio check for pump going to high speed. (310POOOl to 31OQOOOl. )
NOTE The installation procedure is the same for either

tank.
If pump goes to high speed, fuel pressure a. (See figure 11-9.) Install fuel quantity sending
SWitch IS functioning normally. unit (13) and gasket (2) with bolts (10).
b. Connect electrical wires and remove tags.
g. Turn auxiliary fuel pump switch OFF when pump c. Install main tip tank tail cap.
goes to high speed. d. Check operation of main fuel quantity sendif€
unit by performing an operatlOnal check.
NOTE
If auxiliary fuel pump does not go into high Fuel Quantity Sending Units Operational Check.
speed, proceed with the following steps. (310POOOl to 31 OQOOOI. )
h. Auxiliary fuel pump switch - OFF. The procedure for checking the operation of fuel
i. In the engine nacelle, jumper the oil pressure quantity sending units is the same for either unit
switch electrical leads to close the circuit. and either system auxiliary or main fuel quantity
J. With the engine not running, momentarily posi- sending units.
tion the auxiliary fuel pump switch to ON - make a. With fuel tanks completely drained, close the
audio check of pump for high speed operation. drain valves.
b. Turn battery switch to the ON position.
NOTE c. Add 1/2 gallon of fuel to tank (the amount de-
termined as unusable fuel) and the fuel quantity in-
If aUXiliary fuel pump goes into high speed, dicator should read empty (E).
the fuel pressure SWitch and pump are func- d. Add fuel in five gallon increments until the total
tIOning normally. capacity of the tank is reached. Check fuel quantity
indicator for each five gallons of fuel added.
Change 7
310 SERVICE MANUAL FUEL SYSTEM 11-17
310Q0710 AND ON
LEFT-HAND WING ROOT SHOWN
RIG HT- HAND OPPOSITE LE FT- HAND WING ROOT SHOWN
RIGHT- HAND OPPOSITE
,--_1- \
-'j
-- -" \
, \
3
STA.
STA. 47. 83
38. 16
RIGHT-HAl'TD WING SHOWN LEFT-HAND OPPOSITE ~- ..... ------------:: --

310pO001 TO 31OQ0710 WHEN MODIFIED PER
SERVICE KIT SK310-90 Ii
I
·~o~ -'.C=~--~~~
-------
~- STA.
38. 16
10282001
10282002 RIGHT-HAND WING SHOWN LEFT-HAND OPPOSITE
10281003
10281002 AIRCRAFT 31OQ0710 AND ON
1. Nutplate 3. Resistor
2. Bolt 4. Relay
Figu re 11-10. Auxiliary Fuel Pump Relay and Resistor Installation

Change 7
11-18 ,"UEL SYSTEM 310 SERVICE MANUAL
NOTE mounted in each main tank and each wing auxiliary

fuel cell, (31OQ0601 and On, each main tank includes
Slight adjustment can be made by bending the a tank unit, two tank units are installed in the inboard
float arm on the fuel quantity sending unit. auxiliary fuel cell and one tank unit in the outboard
auxiliary fuel cell). Each tank unit consists of two
concentric electrodes. The inner electrode consists
Removal of Auxiliary Fuel Quantity Sending Units. of a main body of insulating material with two con-
(See figure ll-H.) (310POOOl to 31 (QOOOI. ) ductmg surfaces, separately insulated around the out-
side face of the tank unit. One conducting surface is
The removal procedure for the auxiliary fuel quantity grounded to a single point ground in the indicator and
sending units is the same for either side. However, the other surface is connected to the signal condition-
on the left side the battery box must be removed. er input bridge circuit. The outer electrode is an
a. Remove the access cover located just outboard aluminum tube coated with insulating material on the
of the engine nacelle on the upper surface of the wing. outside. Openings in the unit allow fuel to flow be-
b. Defuel aircraft in accordance with Section 2. tween electrodes to the same level as that in the tank.
Fuel between the electrodes is the variable dielectric
CAUTION factor of the capacitor. CapaCitance of the tank units
which are part of the system bridge circuit provide a
During all defueling, tank purging and tank continuous signal conditioner and is amplified to the
repairing operations, two ground wires from indicator. The indicator is a dual indicator providing
different points on the aircraft to separate a left and right-hand indication for the main fuel
approved grounding stakes shall be used to tanks as well as left and right-hand indication for the
prevent ungrounding of tne aircraft due to auxiliary fuel cells. When the fuel selector handle is
accidental disconnecting of one ground wire. placed in the main position, the fuel quantity indicator
will indicate fuel in the main tanks. When the fuel
c. Tag and disconnect electrical wires. selector handle is placed in the auxiliary position, an
d. Remove the five screws (7) securing the auxiliary indicator light located under the indicator will be
fuel tank sending unit and remove the unit from the turned on, indicating that the selector valve is in the
aircraft. auxiliary position and the fuel quantity indicator will
indicate auxiliary fuel. An override switch is prOVid-
WARNING ed for monitoring the fuel quantity in the opposite
system. When the fuel selector handles are placed
Residual fuel accumulation in the wing is a in the main position and the override switch is posi-
fire hazard. Use care to prevent the ac- tioned to "AUX" the indicator will read Auxiliary
cumulation of such fuel. Fuel. When the fuel selector valve handles are
placed in the "Auxiliary" position, the light will light
and the indicator will indica te Auxiliary Fuel. If the
Installation of Auxiliary Fuel Quantity Sending Units. override switch is placed in the main position the fuel
(See figure 11-11.) (310POOOl to 31 (Q0001. ) quantity indicators will indicate Main Fuel. The aux-
iliary indicator lights are on anytime the selector
The installation procedure for the installation of the switches are in the Auxiliary position, regardless of
auxiliary fuel quantity sending units is the same for the position of the override switch.
either side.
a. Install the fuel quantity sending unit (13) and gas- NOTE
ket (2) and secure with five attaching screws (10) and
seal washers. Fuel quantity system is solid state. There
b. Connect electrical wires. are no moving parts.
FUEL INDICATOR SYSTEM. (31(Q0001 AND ON. ) Removal of Main Fuel Quantity Tank Unit.
(31OQOOOl and On.) (See figure 11-2. )
The main and auxiliary fuel systems have a capaci-
tance fuel quantity indicating system that is compen- The removal procedure is the same for either fuel
sated for specific gravity and reads in both pounds quantity sending unit.
and gallons. The system components include an in- a. Defuel aircraft in accordance with Section 2.
dicator, a fuel indicator selector switch mounted on
,he instrument panel, (31OQOOOl to 3l<Q0601) a sig- CAUTION
na I 20ndllioner IS loca ted inside the fuel indicator,
(31OQ0601 and On) two Signal conditioners are uti- During all defueling, tank purging and tank
lized. 'me mounted in the bottom side of each wing repairing operations, two ground wires from
f)ulhnarrl of the nacelle (refer to Section 1 for access different points on the aircraft to separate
[lId!!: Irwatlon). (31OQOOOJ to 31OQ0601) one tank unit
310 SERVICE MANUAL ~UEL SYSTEM 11-18A
I
approved grounding stakes shall be 3. Put a known quantity of fuel in the

used to prevent ungrounding of the tank. Use chart (Figure 11-10A). Select
airplane due to accidental discon- fuel density (Ref. B) for known fuel type
nection of one ground wire. (100/130 AVGAS or 100 LL) and temperature
(Ref. A).
b. Remove main tank tail cap (7).
c. Tag and disconnect electrical wires. NOTE
d. Remove bolts and aft access plate (6).
e. Remove bolts and filler cap (5). Calculate: Density multiplied
f. Working through access openings, re- by known total gallons of fuel in
move tank unit from mounting clip and re- tank equals total quantity in
move tank uni t . pounds. Read indicator for veri-
fication.
Installation of Yain Fuel Quantity Tank
Unit (310QOOOl and On). (See 4. Fill tank and read indicator. Sbould
Figure 11-2.) show full indication.
The installation procedure is the same for NOTE
either main tank.
a. Install main fuel tank unit in posi- Tbis check is not to be used for
tion and secure with mounting clips. calibrating system.
b. Connect electrical wires and install
adapter plate (5) with gasket (3) and c. Preparation for Calibration.
bolts. 1. Defuel airplane. Refer to Section 2.
c. Install filler cap (5) with bolts. Complete defueling from each tank by remov-
d. Service main tank in accordance witb ing drain valves from tbe bottom side of
fueling procedures. eacb fuel sump located on the underside
e. Cbeck for leaks. of eacb wing outboard of main gear.
f. Cbeck operation of fuel quantity in- 2. Remove access panels to signal condi-
dicating system. tioner.
g. Cbeck calibration in accordance witb
calibration procedures. NOTE
b. Install main tank tail cap.
, Tbe fuel quantity indicator vis-
Adjust Fuel Quantity Indicating System ually displays fuel quantity for
(31OQOOOl and On). eacb wing separately; therefore,
calibration procedure is repeated
WARNING for the opposite wing.
During all defueling and tank 3. Set up capacitance fuel system test
calibration, tbe airplane must box and barness assembly for insulation
be located a safe distance from resistance test. See Figure 11-10A.
otber airplanes and buildings. Cbeck insulation breakdown resistance on
Fire figbting equipment must be left and right main and auxiliary tanks.
available. Two ground wires from Circuit resistance should be 1000 megOhms
different pOints on tbe airplane for tbe following circuits:
to separate approved grounding (a) Shield to Structure Ground
stakes sball be used to prevent (b) Hi Z to Lo Z
accidental disconnecting of one (c) Hi Z to Shield
ground wire. (d) Lo Z to Shield
(e) Hi Z to Structure Ground
a. Adjustment of indicating system (f) Lo Z to Structure Ground.
requires use of capacitance fuel test box 4. Interconnect test box and harness
and barness assemblies. See Tools and assembly into circuit as shown on
Equipment List (Table II). Figure 11-10A Fuel Quantity Capacitance
b. Indicating Accuracy Check. Test.
1. To verify that the indicating system 5. Make capacitance measurements on LH
is functioning correctly, a fairly accur- and RH main and auxiliary circuits. Net
ate cbeck can be calculated as follows: gain capacitance on the circuit and probe
combinations sbould not exceed 2.00 pf of
NOTE that of the probes noted on Table II. The
2.00 pf allowance is for additional capa-
Apply electrical power. If citance induced by the system wiring.
airplane battery is used, assure
battery voltage is 22 volts or NOTE
more.
Any discrepancies found in
2. Defuel airplane (refer to Chapter 2). Steps (3) and (5) should be
Indicator should read "0" pounds. checked out completely and
corrected before proceeding
further with the calibration.
Change 9
11-18B ~UtH. SYSTI!M 310 SERVICE MANUAL
6. Restore the circuits to original NOTE

configuration.
d. Calibration. Slight tapping on the indicator
1. Apply airplane power and assure bat- may be required t~ overcome
tery is adequately charged; voltage should friction when meter is in static
never be less than 22 volts when cali- condition.
brating.
2. Place fuel selector valve to "Main" 4. Place fuel selector valve to "Main"
position and adjust the signal conditioner position. Interconnect test box and
"!dain Empty" potentionmeter to read exact harness assembly. Adjust variable
"Zero" pounds on the indicator. capacitance for added capacitance value.
3. Place the fuel selector valve to (See Table I.)
"Aux" position and adjust the signal con-
ditioner "Aux Empty" potentiometer to read
exact "Zero" pounds on the indicator.
TABLE I
CAPACITANCE VALUES
AIRPLANE MAIN TANK DRY

SERIALIZATION UNIT CAPACITANCE VALUES IN PICOFARADS CALIBRATION VALUES
Full
Tank Added
Indi-
Auxiliary Units Empty Capaci- cator
Inboard Middle Outboard Total tance Setting
310QOOOl Thru
310Q0600 *37.04+0.5 15.18+0.5 15.18+0.5 32.65PF 300 Lbs.
31OQ0601
A.-mON *35.00+0.5
- 13.68+0.5 2.62+0.5 7.55::'0. 5 23.85+1.5 32.64PF 50 Gal.
100/130
Octane
35.25PF 310 Lbs.
100 Oct-
ane
Low Lead
*2.00 PF Allowance for Additional System Wiring Capacitance on Main and Auxiliary Systems.
5. Adjust signal conditioner "Main FUll" 8. Recheck "Main Full" per steps (4) and
potentiometer to read as specified by (5). If calibration has changed, readjust
Tables for indicator setting. (Ref. "Full Main" until a "full" indication with-
Table I on the indicator. Tap indicator out a change in both main and auxiliary
slightly to insure that pointer has stabi- zero indication is obtained.
lized 1n final position. 9. Repeat steps (1) through (8) for
6. Disconnect test box and harness opposite side.
assembly and restore circuit to original 10. After both LH and RH sides have been
configuration. restored to original configuration: select
7. With airplane power on and fuel se- Aux tanks by actuating the override switch
lector valve to "Main" position, check located below the fuel quantity indicator
main empty for any shift. It may be nec- on the instrument panel and verify that Aux
essary tc readjust main and auxiliary zero corresponds to that of the main.
potentiometers, by switching back and forth
to "!dain" and "Aux" positions respectively,
until no deviation in zero reading is
noticed.
Troubleshooting the Fuel Quantity Indicator System. (The troubleshooting chart is the same
for either system.)
TROUBLE PROBABLE CAUSE CORHECT ION
~NCJRRECT QrA.'17ITY Defective wiring. Replace or repair defective wiring.

I~~.iCATION
Defective sending unit. Remove wires at the sending unit
and attach an ohmmeter to unit
terminals. Operate float by hand.
If the unit is good, the meter
should read approximately 15 ohms
when empty and 180 ohms when full.
Change 9
310 SERVICE MANUAL "ueL SYSTeM 11-18C I
NO INDICATION ON GAGE Circuit breaker out. Reset circuit breaker.

AND TANK IS FULL
Defective circuit breaker. Replace circuit breaker.
31OQOO01 AND ON
POWER SWITCH ON - No power. Use a voltmeter to check that
POINTER BELOW 0 power is being applied to the
system.
Defective indicator. Substitute a known good indicator.
If proper indication is obtained,
original indicator is defective.
Open wiring in harness or Use an ohmmeter to check for con-
probe. tinuity.
Defective probe. Verify probe is defective using
Field Calibration Unit Test Box.
Open HiZ line to probe. Use an ohmmeter to check for open.
POWER SWITCH ON Open HiZ to compensator. Use an ohmmeter to check for open.
POINTER ABOVE 310
LBS. (INTO STOP) Defective tank unit. Check for defective probe.
Defective indication. Check for defective indicator.
Defective tank fuel valve Check switch and relays with
switch and/or selector ohmmeter.
switch relays.
INACCURATE FUEL • Defective indicator. Check for defective indicator.
Contaminated probe. Check for defective probe.
CapaCitance leakage in Refer to wiring manual.
wiring.
POWER ON AND BOTH LoZ to ground short. Use ohmmeter to check for short
POINTERS AT MID on LoZ leads.
SCALE REGARDLESS
OF FUEL LEVEL Defective indicator. Check for defective indicator.
POWER ON AND POINTER Defective fuel valve switch. Use ohmmeter to check switch.
READS APPROXIMATELY
80 TO 100 LB. HIGH Defective selector switch Use ohmmeter to cheCk relay.
relay.
POWER ON AND HiZ shield shorted to Use ohmmeter to check for short
POINTER CHANGES ground. between HiZ and shield (with
READING WHEN OTHER indicator disconnected).
AVIONICS ARE OPiRATED
Defective indicator. Check for defective indicator.
POWER ON AND POINTER Defective indicator. Check for defective indicator.
POSITION SENSITIVE TO
BATTERY VOLT AGE Battery Voltage too low. Check battery voltage.
ERRATIC INDICATOR Defective indicator. Check for defective indicator.
READINGS
Defective harness. Check all grounds.
Defective probe. Verify probe is defective using
Field Calibration Unit Text Box.
Change 9
11-18D ,"ueL SYSTeM 310 SERVICE MANUAL
STICKY POINTER Defective tank selector. Check switch with ohmmeter.
Defective indicator. Replace indicator.
Removal of Auxiliary Fuel Quantity Sending d. Tag and disconnect all wires.
Units. (See Figure 11-11.) e. Remove bolts (9) securing the auxil-
iary fuel cell sending units and carefully
The removal procedure for the auxiliary remove units from the airplane.
fuel quantity sending units is the same
for either side. However, on the left Installation of Auxiliary Fuel Quantity
side, the battery must be removed. Sending Units. (See Figure 11-11.)
a. Defuel airplane in accordance with
Section 2. The installation procedure for the auxil-
iary fuel quantity sending units is the
CAUTION same for either left or right auxiliary
fuel cell.
During all defueling, tank purging a. Carefully position auxiliary fuel
and tank repair operations, two cell sending unit into cell and secure
ground wires from different points in place with bolts (9). Torque bolts
on the airplane to separate ap- to 50+ 5 inch-pounds.
proved grounding stakes. b. Connect electrical wires.
c. Service fuel cell in accordance with
b. (310Q0001 to 310Q0601.) Remove ac- fueling procedures and check for leaks.
cess cover located just outboard of the d. Replace cover plates and perform
engine nacelle on the upper surface of operational and calibration c~eck.
the wing.
c. (310Q0601 and On.) Remove access
cover located just outboard of engine
nacelle on upper surface of wing, access
cover forward of inboard end of aileron,
and access cover in leading edge forward
of fuel filler cap.
TABLE II
Name ~umber Manufacturer Use
Fuel Quantity Model 387991-003 Simmonds Precision Products Inc. Calibrate and test
Tester Panton Rd. fuel quantity system.
Vergennes, VT 05491
Fuel Quantity Model TF-20 Consolidated Airborne Systems Calibrate and test
Tester 900 Third Avenue fuel quantity system.
~ew Hyde Park, Long Island, NY
Fuel Quantity Model TF889 Consolidated Airborne Systems Calibrate and test
New Hyde Park, Long Island', NY
Fuel Q'llantity Model TF1820 Consolidated Airborne Systems Calibrate and test
New Hyde Park, Long Island, NY
Fuel Quantity Model GTF-12 Gull Airborne Instrument, Inc. Calibrate and test
Tester 55 Engineers Rd. fuel quantity system.
Smithtown, NY
Fuel Quantity Model 2548GA Barfield Instrument Corp. Calibrate and test
Tester Miami, FL 23142 fuel quantity system.
Fuel Quantity 9910111-10 Cessna Aircraft Company Calibrate and test
Tester Wichita, KS 67277 fuel quantity system.
Change 9
310 SERVICE MANUAL ~UEL SYSTEM 11-18E
TABLE II
(Continued)
Name Number Manufacturer Use
Fuel Quantity Model 14O-2A Consolidated Airborne Systems Calibrate and test
New Hyde Park, Long Island, NY
Fuel Quantity Model 387016-1 Simmonds Precision Prod., Inc. Calibrate and test
Vergennes, VT 05491
Tester Panton, Rd. fuel quantity system.
Vergennes, VT 05491
Vergennes, VT 05491
Tester Panton, Rd. fuel quantity system.
Vergennes, VT 05491
Fuel Quantity Model 140-1 General Radio Calibrate and test
Tester fuel quantity system.
Test Harness 9910111-6 Cessna Aircraft Co. Check fuel system

(See Note 1) Wichita, KS 67277 signal conditioner
and aSSOCiated wiring
for Airplanes 31OQOOOl
Thru 31OQ0600
Test Harness 9910111-11 Cessna Aircraft Co. Check fuel system

(See Note 1) Wichita, KS 67277 signal conditioner
and aSSOCiated wiring
for Airplanes 31OQ0601
and On
Test Harness 101-00406 Barfield Instrument Corp. To individually check

Miami, FL 23142 fuel system probes
Test Harness 101-00411 Barfield Instrument Corp. To individually check

Miami, FL 23142 fuel system probes on
Airplanes 31OQ0601
and On
Adapter 5190508-14 Cessna Aircraft Co. This adapter required

Wichita, KS 67277 to interconnect Cessna
harness with all test
sets made by Con-Air
Bendix, Simmonds, Gull
and General Radio.
Adapter 2234-000-AOO-20 Delta Electronics Alternate for

Beverly, MA 5190508-14
Adapter 112-0007 Barfield Instrument Corp. This adapter required

(See Note 2) Miami, FL 23142 to interconnect Cessna
harness with Barfield
test set.
Multimeter Model 260 Simpson Electro Ld. To check continuity
Change 9
I
11-18F ~UI!L SYSTI!M 310 SERVICE MANUAL
NOTE 1: Designed for use with Cessna and Barfield test boxes. Can be used on Gull,
I NOTE 2:
Con-Air Bendix, Simmonds and General Radio test boxes when 5190508-14 is used.
Supplied with each Barfield test set sold through Cessna Supply Division.
WING LOCKER FUEL TANKS (OPTIONAL). a. Defuel wing locker tank to be removed
by transferring fuel to main fuel tank and
The optional wing locker fuel tanks are opening drain valve to drain remaining fuel.
mounted in the forward nacelle baggage area b. Turn off all power.
of each wing. The tank is a synthetic rub-
ber cell held in place by button fasteners. CAUTION
Each wing locker tank has an overboard vent
and drain tube. A fuel transfer pump, During all defueling, tank purg-
mounted on the rib outboard of the nacelle, ing and tank repair operations,
transfers fuel from the wing locker tank to two ground wires from different
the respective wing main tank. Each tank points on the airplane to separ-
has a total capacity of 20.3 U.S. Gallons. ate approved grounding stakes,
shall be used to prevent un-
Removal of Wing Locker Fuel Tanks (Optional). grounding of the aircraft due
(See Figure 11-12.) to accidental disconnecting of
one ground wire.
The removal procedure is the same for either
left-hand or right-hand wing locker tank.
Change ~
I
310 SERVICE MANUAL ~UI!L SYSTI!M 11-18G/1l-18H
TEST HARNESS
TEST HARNESS
DO NOT CONNECT SIGNAL
HARNESS TO COND IT ION ER
SIGNAL
CONDITIONER AIRPLANE WIRE AIRPLANE WIRE
HARNESS HARNESS
EMPTY CAPACITANCE TEST FUEL QUANTITY CAPACITANCE TEST
6.2
6.1
5 6.0
'"
~ B 100LL GRADE
'"~ H- •• ·1+········ ... . .....,.. AVIATION FUEL
(BLUE)
5.9
....>-
'"~
0
-'
~
~ 5.8 100 (FORMERLY f ~

1001130) GRADE
AVIATION FUEL ~
(GREEN) ~
5.7
5.6
•A
·30 ·20 ·10 o 10 20 30 40 50 60 70 80 90 100 11 0 120

TEMPERATURE - DEGREES FAHRENHEIT
EXAMPLE: A - Fuel Temperature. 30°F

B - Fuel Density. 5.93 Pounds Per Gallon
Density x Total Gallons = ~ 51986013
Total Fuel Quantity in Pounds 10987013
Figure 11-lOA. Fuel Quantity Calibration Test and Temperature Conversion Chart
Change 9
I
310 SERVICE MANUAL FUEL SYSTEM 11-19
310POOOl TO 310Q0601 310Q0601 & ON
TURBO 310Q0601 & ON

TURBO 310POOOl TO 310Q0601
9
1 B
7
Detail A
DetailC
310Q0601 & ON
8
9
DetailB
12 310POOOl TO 310QOOOl Detail B
310QOOOl TO 310Q0601
1.
2.
3.
4.
Fuel Cell
Gasket
Quick-Drain Plug
Fuel Cell Connection
6.
7.
8.
9.
Union
Rib
Adapter
Bolt
12. Cable and Bracket
13. Gasket
14. Bonding Strap
15. Screw
I
5. Auxiliary Fuel Line 10. Auxiliary Tank Unit 16. Bolt
1l. Washer
Figure 11-11. Auxiliary Fuel Quantity Sending Unit

Change 7
11-20 "U~L SYSTEM 310 SERVICE MANUAL
c. Refer to figure 1-3 and remove access panels d. Tag and disconnect electrical wires to vent
(63 and 65) and wing locker fuel tank filler (95). heater (13), remove clamp and disconnect hose (I 9),
d. Loosen clamp and remove strainer (6) from wing loosen clamps and remove vent line (20). To remove
locker fuel cell. vent line (12), vent hose (19) and vent line (20), it
e. Loosen clamp and remove drain line (3) from will be necessary to remove the firewall access
wing locker fuel cell (5). cover.
f. Loosen clamp and disconnect vent line (20) from e. Disconnect fuel drain line (14) from transfer
wing locker fuel cell (5). pump (16).
g. Pull fasteners down; carefully fold the cell and e. Loosen clamp on fuel strainer (6), disconnect
remove cell through the filler cap opening. line (7) from union (2) and fuel line (8) from transfer
pump (16) and carefully work lines out through the
access holes.
WARNING g. Disconnect fuel line (9) from drain valve (10) and
transfer pump (16) and remove.
Residual fuel draining from lines and hoses
is a fire hazard. Use care to prevent ac- WARNING
cumulation of the fuel in the bottom of the
nacelle and wing area when lines and fuel
cell are removed. Residual fuel draining from lines and hoses
is a fire hazard. Use care to prevent accum-
ulation of the fuel in the bottom of nacelle and
wing area when lines and fuel cell are re-
Installation of Wing Locker Fuel Tanks (Optional). moved.
(See figure 11-12.)
h. Removal of fuel line (11) is not recommended;
a. Make sure fuel cell area is clean, free from however, fuel line (11) may be removed as follows:
dirt and foreign material. 1. Remove main fuel tank in accordance with re-
b. Carefully insert fuel cell through the filler open- moval procedures.
ing and arrange the cell in the correct position by 2. Remove access covers from underside of wing,
fastening the fasteners in place. 3. Remove clamps and pull fuel line (11) straight
c. Install fuel strainer (6) into fuel cell and tighten out.
clamp. i. Tag and disconnect transfer pump wiring, re-
d. Install drain line (3) in fuel cell (5) and tighten move clamp securing transfer pump by removing nut
clamp. washer and bolts.
e. Install vent line (20) in wing locker fuel cell (5) j. Disconnect drain line (1) from mounting bracket
and tighten clamp. and union (2) and remove from wing gap area.
k. Loosen clamp from wing locker fuel cell (5), re-
NOTE move clamp (4) and remove drain line (3) from wheel
well area.
When installing clamps, be careful not to over-
torque. Installation of Wing Locker Fuel Plumbing (Optional).
(See figure 11-12.)
WING LOCKER FUEL PLUMBING.
a. Installation of the wing locker fuel plumbing is
Removal of Wing Locker Fuel Plumbing (Optional). the reversal of the removal procedures.
(See figure 11-12.)
FUEL VENT HEATERS.
The removal procedures are the same for either side
of the wing locker fuel system plumbing. Vent heaters installed on each vent tube prevent the
vent from freezing of vapors. During removal and
a. Defuel wing locker fuel system to be removed by installation, care must be used to prevent damage to
transferring fuel to main fuel tank and opemng dram the wiring and heaters.
valve to drain remaining fuel.
b. See figure 1-3 and remove access panels, tip a. Removal of the vent heater is not recommended;
tank fairing and wing gap fairing. . if heater is removed, replace as follows:
c. Remove wing locker fuel tank in accordance wIth l. Clean vent tube surface in the area where heater
removal procedures. is to be installed with 280 grit sandpaper and Ketone
CAUTION (MEK).
2. (See figure 11- 2.) Bond vent heater to vent
Ouring all defueling, tank purging and tank re- tube using epoxy cement Epon 834 with curing agent
pair operation, two ~round wires from different TTA in accordance with the manufacturer's instruc-
pOints on the aircraft to separate approved tions.
grounding stakes, shall be used to prevent un- 3. Pot heater wires with EC2273 to prevent from
grounding of the aircraft due to accidental dIS- damage. Mix parts A and B in accordance with
connecting of one ground wire. manufacturer's instructions.
I
310 SERVICE MANUAL I"UEL SYSTEM 11- 21
Detail D
20--""'""
Figure 11-12. Wing Locker Fue 1

I
11- 22 FueL SYSTEM 310 SERVICE MANUAL
Figure 11-12. Wing Locker Fuel Callouts
1. Drain Line (Union to Drain Valve) 11. Fuel Line (Drain Valve to Main Fuel Tank)
2. Union 12. Vent Line
3. Drain Line (Fuel Cell to Union) 13. Vent Heater
4. Clamp 14. Transfer Pump Drain
5. Wing Locker Fuel Cell 15. Transfer Light Pressure Switch
6. Fuel Strainer 16. Transfer Pump
7. Fuel Line (Tank to Union) 17. Fuel Filler
8. Fuel Line (Union to Transfer Pump) 18. Clamp
9. Fuel Line (Transfer Pump to Drain Valve) 19. Vent Hose
10. Fuel Drain Valve 20. Vent Line
21. Vent Hole
MAIN TANK FUEL TRANSFER PUMP.
One main tank fuel transfer pump is mounted on the

aft side of the main tank rear bulkhead. The function
of these pumps are to transfer fuel from the forward
end of the main tanks to the center baffle area, where
it is picked up and routed to the engine by either the
engine-driven pump or the auxiliary fuel pump.
Removal of the Main Tank Fuel Transfer Pump. (See

figure 11- 9A. )
The removal procedure is the same for either main

tank fuel transfer pump.
a. Make sure fuel selector handles are OFF.
b. Defuel main tank in accordance with Section 2.
c. Remove tail cap assemblies from wing main fuel
tanks by removing attaching screws.
d. Disconnect electrical wiring.
e. Disconnect fuel lines from pump.
f. Remove two nuts attaching pump to bulkhead and
remove pump from aft end of main tank.
Disassembly of Main Tank Fuel Transfer Pump.
NOTE
The interrupter end of the main tank fuel 1. Bottom Cover 6. Gasket
transfer pump is sealed with air removed 2. Cover Gasket 7. Plunger Spring
and an atmosphere of a special dry gas in- 3. Fi Iter Screen 8. Plunger
Jected. Should any of the electrical compo- 4. Screw 9. Pump Body
nents become inoperative, the fuel pump 5. Plunger Spring Cup
must be replaced. The gas seal is located
in the center of the mounting bracket and no Figure 11-13. Main Transfer Pump
attempt should be made to break this seal,
as it would render the pump useless.
Cleaning and Inspection of Main Tank Fuel Transfer
a. Hold the pump body securely in one hand and re- Pump Parts.
lease the bottom cover from the bayonet fittings by
rot.tting it counterclockwise with a 5/8 inch wrench. a. Wash the plunger assembly in Stoddard Solvent
b. R,"move the ~asket from the cover. or gasoline. If it fails to become thoroughly clean or
c. Can-fully remove thi" iiller screen. if any rough spots are present, dress the surface
d. Remove the three screws that hold the plunger carefully with crocus cloth. Rinse thoroughly to re-
sprong cup to the pump body. move all foreign materiaL
e. Rf'move the gasket ~lnd plunger spring. b. Dip the pump body in clean solvent. shake it
f. Carefully withdraw the pltL,gPf from the pump lightly, then remove it and dry with compressed air.
body. Do not drop Of mutilate the plunger. c. Blowout the plunger tube with compressed air
I
310 SERVICE MANUA L FUEL SYSTEM 11-23/11-24
and check for any rough spots, deposits or foreign

material If not smooth, wrap a piece of cloth Installation of Main Tank Fuel Transfer Pump. (See
around a wood dowel, dip the cloth in Stoddard Sol- figure 11-9A.)
vent (Federal SpecificatIon P-D-680), and swab the
plunger tube until clean.
d. Rinse remaining parts in the solvent and dry
with compressed air. Exercise care when drying The installation procedure is the same for either
the screen (3) to prevent damage. main tank fuel transfer pump.
e. Inspect all parts visually for damage.
f. Inspect the fuel pump electrical resistance by a. Install pump to bulkhead.
connecting an ohmmeter between the connector ter- b. Connect fuel lines to pump.
minal and ground on the pump housing. Resistance
should be between 19.0 and 19.5 ohms. If the re-
sistance is not within limits, replace the pump as- CAUTION
sembly.
Observe "IN" and "OUT" markings on pump
relative to lines being connected" for correct
Assembly of Main Tank Fuel Transfer Pump. installation.
a. Insert the plunger assembly (8) in the tube with c. Connect electrical wiring.
the buffer-spring end first. Check for proper fit by d. Perform following operational check of transfer
slowly raising and lowering the plunger in the tube; it pump:
should move freely without any tendency of sticking. (1) Pour apprOXimately 5 gallons of fuel into main
A click should be heard each time the plunger ap- tank.
proaches the top of the tube. If this click cannot be (2) Turn master switch ON.
heard, the interrupter assembly in the sealed por- (3) Observe that pump is functioning properly.
tion of the pump is not functioning properly, and the
pump assembly must be replaced.
b. Install the plunger spring (7). NOTE
c. Place the spring cup gasket (6) in position on the
plunger spring cup (5) and carefully attach this as- Transfer pump must be pumping from for-
sembly to the pump body (9), with the three screws ward section of main tank to center baffle
(4). Tighten screws securely. area.
d. Carefully install the screen (3), place cover gas-
ket (2) in position in cover (1) and attach the cover to e. Install tail cap assemblies to main fuel tank.
the pump body (9). f. Refuel aircraft.
e. Hold the pump body securely with one hand and
tighten the cover (1) into place on the pump body bay-
onets with a 5/8 inch open-end wrench or box socket.
I
31(; SERVICE MANUAL IN8Tf'tUM~NT8 AND 12-1
f'teLATeD 8V8TeMS
SECTION 12
INSTRUMENTS AND RELATED SYSTEMS

Table of Contents
Page Page
GENERAL 12-1 Removal of Vacuum Pump 12 -11

INSTRUMENTS 12-1 Installation of Vacuum Pump 12-11
Vacuum System Instruments 12-1 Removal and Installation of Vacuum
Pitot - Static System Instruments 12-2 Air Filter 12-11
Engine Instruments 12-2 Replacement of Vacuum Air Filter 12-11
Miscellaneous Instruments 12-2 Removal and Installation of Vacuum
Typical Instrument Removal 12-2A Relief Valve 12-11
Typical Instrument Installation 12-2A Adjustment of Vacuum Relief Valve 12-11
Removal of Stall Warning Transmitter 12-5 Removal of Vacuum System Plumbing 12-13
Installation of Stall Warning Transmitter. 12-5 Installation of Vacuum System Plumbing 12-13
Removal of Magnetic Compass 12-6 PITaf-STATIC SYSTEM 12-13
Installation of Magnetic Compass 12-6 Removal of Pitot Tube 12-13
Complss Alignment Procedure 12-6 Installation of Pitot Tube 12-13
Index Error Alignment 12-6 Removal of Pitot and Static Lines 12-13
Compensation Adjustments 12-6 Installation of Pitot and Static Lines 12-13
Compensation Calculations 12-6 Testing Static Pressure System 12-14
Complss Compensation 12-6A Testing Pitot Pressure Lines 12-16
Typical Bulb Removal and Installation 12-6A Purging Pitot or Static Lines 12-16
Troubleshooting Instruments 12-6B MANIFOLD PRESSURE SYSTEM 12-19
INSTRUMENT PANELS 12-9 Removal of Manifold Pressure Lines 12-19
Removal of Shock-Mounted Panels 12-9 Installation of Manifold Pressure Lines 12-19
Installation of Shock-Mounted Panels 12-9
VACUUM SYSTEM 12-10
Troubleshooting Vacuum System 12-10 similar to a compass card. The dial, when set to
agree with the aircraft's magnetic compass, pro-
GENERAL. vides a "dead beat" azimuth indicator that is free
from "swing. "
The stationary instrument panel is a part of the fuse- b. The Slaved Directional Gyro includes a single,
lage structure and is ordinarily not considered re- synchro-driven pointer and in some gyros, a dual
movable. The two individual shock-mounted panels, pointer for use with ADF/VOR inputs to provide con-
either of which may be removed individually, are tinuous indication of the bearing to specific ground
attached to the statiOnary panel by the use of shock- stations. The slaved directional gyro operates with
mounts, an angle assembly, nuts and screws. The a slaving meter and a flux detector, to produce input
LH Shock-mounted panel houses the flight instru- to the electronic compass circuit in the gyro. The
ments while the RH panel houses the radio controls, flux detector is remotely located in the tailcone of
fuel and engine operation instruments. IndiVidual the aircraft. Refer to Compass Alignment procedure
instruments are positioned behind and secured to for compensating the slaved directional gyro.
each panel with bolts and nuts. Since all instruments c. The Horizontal Gyro is essentially an air-driven
are mounted in a Similar manner, a description of a gyroscope rotating in a horizontal plane, operated by
typical removal and installation is provided as a the same supply of vacuum as the directional gyro.
guide for all removals and installations. Due to gyroscopic inertia, the spin axis continues to
point in the vertical direction providing a constant
INSTRUMENTS. visual reference to the attitude of the aircraft rela-
tive to its pitch and roll axis. A bar across the face
of the indicator represents the horizon and a minia-
Vacuum System Instruments. ture adjustable aircraft is mounted to the case.
Aligning the miniature aircraft to the horizon bar
a. The Directional Gyro is a flight instrument in- Simulates the alignment of the aircraft to the actual
corporating an air-driven gyro stabilized in the ver- horizon and any deviation simulates the deviation of
tical plane. The gyro is rotated at high speed by the aircraft from the true horizon. The indicator is
lowering the pressure in the airtight case with the marked from zero to 90 degrees.
engine-driven vacuum pumps and simultaneously al- d. The Suction Gage is calibrated in inches of mer-
lowing air at atmospheric pressure to enter against cury and indicates the amount of vacuum created by
the gyro buckets. Due to gyroscopic inertia, the the engine-driven vacuum pumps. The vacuum gage
spin axis continues to point in the same direction, has three connecting lines. The upper line is routed
even though the aircraft yaws to the left or right. directly to the directional gyro to monitor vacuum.
This relative motion between the gyro and the instru- The lower lines are attached to the vacuum system
ment case is shown on the instrument dial which is
Change 8
I
12- 2 INSTRUMENTb AND 310 SERVICE MANUAL
RELATED SYSTEMS
manifold for the purpose of monitoring vacuum

pump function. units located inside the wing tanks and indicates, In
e. Directional and Attitude Gyro Precession. Ac- gallons, the amount of remaining usable fuel. On
ceptable limits for gyro drift is 4" in either direc- aircraft 310Q)Oul and ON, the fuel quantity indicator
tion from a heading during a ten minute period. Ex- is located in the upper center of the instrument panel.
cessive gyro precession can be caused by low vacuum The indicator receives electrical Signals from the
system pressure; therefore, the following items Signal conditioners w hic h receives its signal from
should specifically be checked prior to gyro removal the main or auxiliary tank sending units, depending
and! or replacement. on the fuel tank selection. The indicator is cali-
1. Vacuum system lines for kinks or leaks. brated in pounds and gallons to indicate the amount
2. Central air filter or instrument filter for dirt. of remaining usable fuel.
The filter should be cleaned and/or replaced. b. Dual Fuel Flow Gage. On Aircraft 3l0POOOl to
3. Suction gage for proper operation. 3l0QO001, the dual fuel flow gage senses the pres-
4. Vacuum relief valve for proper adjustment. Ad- sure at which the fuel is delivered to the fuel injec-
justment instructions are outlined in Adjustment of tion nozzles. The gage is marked as a flowmeter.
Vacuum Relief Valve Procedures. Two pointers indicate the fuel flow for the left and
right engines. The gage is a direct reading pressure
NOTE gage. On aircraft 3l0QOOOl and ON, the dual fuel
A gage reading of 5. 3 inches of mercury is flow gage is calibrated in pounds and gallons per
desirable for gyro instruments; however, a hour. The White scale indicating pounds per hour,
range of 4.75 to 5.25 inches of mercury is ac- and the Blue scale indicating gallons per hour.
ceptable. c. The Manifold Pressure Gage is a direct reading
gage used to indicate the pressure of the fuel-air
5. Vacuum pump for proper operation. mixture in the engine intake system. Two pointers
indicate the manifold pressure in inches of mercury
Pitot-Static Instruments. absolute.
d. The Engine Combination Gages, (Cylinder Head
a. The Sensitive Altimeter is a pressure instru-
Temperature, Oil Temperature, and Oil Pressure)
ment that measures the change in static pressure and one for each engine are remote electrical indicators.
by means of an indicator, translates this change into
Each gage is connected electrically to a cylinder head
altitude above sea level. A barometric scale is in-
temperature bulb located underneath the number
r:orporated in the instrument. The barometric pres-
three cylinder of the respective engine. On Turbo
sure scale is calibrated in inches of mercury and is 310 the temperature bulb is located on No. 3 cylinder
set manually by a knob on the lower left-hand corner of RH engine and No. 2 cylinder of LH engine. As
of the altimeter case. Three pOinters on the dial of
the temperature of the bulb changes, the combination
the instrument indicate altitude in units of 100 feet,
gage measures the change and the pointer indicates
I, 000 feet and 10, 000 feet. the temperature in degrees Fahrenheit. The oil tem-
b. The Airspeed Indicator measures the differential perature is electrically received from the oil tem-
between ram, or impact air pressure taken at the perature bulb, located in the engine oil passage and
pitot tube, and static air pressure. The instrument calibrated in degrees Fahrenheit. Oil pressure is
dial is calibrated in both knots and miles per hour. taken directly from the pressurized engine oil pass-
Should airspeed indicator require maintenance and age. It is routed through small lines and hoses to the
recalibration, recalibrate in accordance with FAA combination gage which calibrates the pressure to
TSO-2C. pounds per square inCh.
c. The True Airspeed Indicator is composed of three e. The Dual Tachometer is a remote electrical in-
elements; airspeed, altitude and temperature. The strument that is connected by electrical leads to a
altitude and temperature mechanisms are correlated tachometer generator on each engine. The tacho-
to operate a rotating dial ove r which the indicated meter Calibrates electrical current from the tacho-
airspeed indicates the true airspeed. The true air- meter generator to revolutions per minute. The
speed indicator senses changes in pressure and tem- pointers, one marked for each engine, are concentri-
perature. This combination of altitude and tempera- cally mounted so that the engines may be synchro-
ture change results in a sum total of airspeed cor- nized visually by over-lapping the pointers.
rections to indicate true airspeed. f. Economy Mixture Indicator (Optional Equipment)
d. The Vertical VelOCity Indicator measures the is an exhaust gas temperature (EGT) senSing device
rate of change in static pressure when the aircraft
is climbing or descending. By means of a pointer which is used to aid the pilot in selecting the most
and dial it indicates the rate of ascent and descent desirable fuel-air mixture for cruising flight of less
of the aircraft in feet per minute. than 75% power. EGT varies with the ratio of fuel-
to-air mixture entering the engine cylinders. Refer
Engine Instruments. to Section 13 for removal, installation and calibration
procedures.
a. Fuel Q,lantity Indicator. On Aircraft 310POOOI
to 310Q)OOI, a fuel quantity indicator with two point- Miscellaneous Instruments.
ers on the dial, one for each wing, is located in the
lower right-hand portion of the instrument panel. a. The Turn-and-Bank Indicator is a combination
The fuel quantity indicator receives electrical signals instrument. The turn indicator is an electrically-
from variable resistor-type fuel quantity sending driven gyro mounted in a horizontal gimbal that is
Change 8
I
310 SERVICE MANUAL INSTRUMENTS AND 12-U
RELATED SYSTEMS
attached to a pointer which indicates the rate of turn. Typical Instrument Removal. (See figure 12-2.)
The slip indicator consists of a curved, liquid-filled
glass tube in which an inclinometer ball, moving NOTE
with dampened motion, changes positions according
to the gravitational and centrifugal force acting upon For steps "a" through "d" refer to figure 12-1.
the aircraft.
b. The Ammeters measure the current received, or a. Remove screws attaching instrument panel section,
current drain on the battery, one being used for alter- in which instrument is attached, to angle assembly.
nators the other for optional propeller deice system.
c. The Magnetic Compass is located on the wind- b. Remove nuts from upper portion of instrument
shield. It consists of a pair of parallel magnetic panel section.
bars surrounded by a circular calibrated compass c. Hinge instrument panel section aft on the lower
card visible through a window in the compass case. shock mount.
The compass case is a metal bowl filled with liquid d. Tag and disconnect electrical wires and hoses
to dampen dial oscillation. Lighting is integral and from back of instrument being removed.
controlled by a rheostat on the SWitch panel. The e. Plug all hoses and cap fittings to prevent the
compass bas two adjusting set screws, one for N-S entry of foreign matter.
headings and one for E-W headings. These set f. Remove the connectors (8), nuts (7), and lock-
screws are located on lower face of compass behind washers (6).
the metal disc. g. Remove lower attaching nuts and bolts.
d. The Stall Warning Horn is mounted behind the
instrument panel on the left hand side. A stall NOTE
warning transmitter, mounted on the leading edge
of the left wing, energizes the electrical cirCuit If the instrument is to be replaced, remove the
when the aircraft approaches a stall and causes the hose fittings or electrical connector and install
horn to operate. The stall warning transmitter in- the replacement unit.
corporates a heater element, operated by the pitot
heater switch, to prevent ice from hampering its
operation. Typical Instrument Installation. (See figure 12-2.)
e. The OutSide Air Temperature Gage is located in
the lower right portion of the instrument panel. It is NOTE
calibrated in degrees Fahrenheit and operated elec-
trically from a free air temperature bulb located in Lubricate straight threads with VV -P-236 pet-
the fresh air duct in the nose of the fusel~e. rolatum; tapered threads with JAN-A-669 anti-
f. (310-0001 to 310P0222) The flap position indica- seize compound. Apply lubricant to male
tor is electrically operated and indicates the position threads only, omitting the first two threads.
of the flaps from zero to 35 degrees. The indicator
operates in conjunction with a flap position trans-
mitter located just aft of the fuselage rear spar. Re- a. Position instrument on back of instrument panel
fer to Section 8 for flap position transmitter removal and secure with lower attaching bolts and nuts illus-
and installation procedures. trated in figure 12-2.
g. (310P0222 and On) The flap poSition is indicated b. Install lighting fixtures (1) and rubber washers
by the flap preselect system pointer on the stationary (2), secure with lockwashers (6) and nuts (7).
instrument panel. c. Attach connectors (8) to lighting fixtures (1).
h. The clock is a standard eight-day aircraft clock d. Connect hoses or electrical connector as tagged
with a sweep second hand. A winding stem is pro- at removal.
vided in the lower left-hand portion of the case. e. Hinge instrwnent panel section forward on lower
shock mounts and secure to stationary instrument
panel wlth screws.
Chan~f' 8
12-28 IN8T~UM~NTS AND 310 SERVICE MANUAL
~~LAT~D SYSTEMS
-- .-...
e.:-I·-.'
'- 15
. --
,,-\
.... ..:. ...
,-:-
,... ...:r:- ••••
.,,--_ ....., 16
9 8
.~~-
'" ?
..
'
TURBO 310POOOl TO TURBO 310QOOOl
1. Clock 13. Outside Air Temperature Gage

2. Turn and Bank Indicator 14. Suction Gage
3. Airspeed Indicator 15. Auxiliary Fuel Quantity Indicator (Optional)
4. DirectIOnal Gyro 16. Propeller Deice Ammeter (Optional)
5. Horizontal Gyro 17. Oxygen Gage (Optional)
Vertical Speed Indicator 18. Flight Hour Recorder (Optional)
7. Altimeter 19. Fuel Flow Gage
8. R;tdar DisrlJ:i Indl,;ltur (Optional) 20. Exhaust Temperature Gage
9. Tachometer 21. Number 2 Omni Course Selector Indicator
10. !VIanifold Pressure GaL;" 22. Number 1 Omni Course Selector Indicator
11. Fuel Quantity Indicator 23. :\autical Miles Indicator
12. Engine CombinatIOn (;·l;.:es 24. ADF Indicator
Figure 12-1. Instrumt'nt and Instrument Panel

310 SERVICE MANUAL INSTRUMENTS ANO 12-2C
RELATEO SYSTEMS
13
14
TURBO 310Q0001 TO 31OQ0201
1. Clock 10. Fuel Q.1antity Indicator

2. Turn and Bank Indicator 11. Engine Combination Gages
3. Airspeed Indicator 12. Outside Air Temperature Gage
4. Directional Gyro 13. Suction Gage
5. Horizontal Gyro 14. Propeller Deice Ammeter (Optional)
6. Vertical Speed Indicator 15. Oxygen Gage
7. Altimeter 16. Fuel Flow Gage
8. Tachometer 17. AD F Indicator
9. Manifold Pressure Gage 18. Exhaust Temperature Gage
Figure 12-1A. Instrument and Instrument Panel
Change 2
12-20 INSTRUMENTS AND 310 SERVICE MANUAL
RELATED SYSTEMS
-' -
. .
~
-
. ...;:... -:;
......
-'
21
. - -.;:..;;-
. - .....
- .. -
~
.-
-_
.
... -'_. -
20
16
TURBO 31OQ0201 TO 31OQ0401

3. Airspeed Indicator 14. Propeller Deice Ammeter
4. Directional Gyro (Optional)
5. Horizontal Gyro 15. Oxygen Gage
6. Vertical Speed Indicator 16. Fuel Flow Gage
7. Altimeter 17. ADF Indicator
8. Tachometer 18. Exhaust Temperature Gage
9, Manifold Pressure Gage 19. Padded Stationary Panel
10. Fuel Quantity Indicator 20. Padded Control Wheel
11. Engine Combination Gages 21. Padded G lareshield
Figure 12-1B. Instrument and Instrument Panel
Change 6
I
310 SERVICE MANUAL INSTRUMENTS AND 12- 3
RELATED SYSTEMS
6 7 8 9 10 11
13
14
- -
• • • ..;::;:_.! ..
_'.'-'.'
.. ..... -
15
- -...
~
-.#_' -
. .
- .,....
,
~.
.... 31OQ0401 TO 31OQ0601

3. Airspeed Indicator 14. Flight Hour Recorder (Optional)
4. Directional Gyro 15. Propeller Deice Ammeter (Optional)
5. Horizontal Gyro 16. Oxygen Gage
6. Vertical Speed Indicator 17. Fuel Flow Gage
7. Altimeter 18. ADF Indicator
8. Tachometer 19. Exhaust Temperature Gage
9. Manifold Pressure Gage 20. Padded Stationary Panel
10. Fuel Quantity Indicator 21. Padded Control Wheel
11. Engine Combination Gages 22. Padded Glare Shield
Figure 12-1C. Instrument and Instrument Panel
Change 6
RELATED SYSTEMS
18
20
.... 31OQ0601 TO 31OQ0901
1. Clock 15. Suction Gage

2. Airspeed Indicator 16. Flight Hour Recorder
3. Directional Gyro 17. Propeller Deice Ammeter
4. Attitude Director Indicator 18. Oxygen Pressure Gage
5. Vertical Speed 19. Mini 8 Stereo
6. Altimeter 20. Fuel Flow i.ndicator
7. No. 1 OBS Indicator 21. Flap Position Inqicator
8. No. 2 OBS Indicator 22. ADF Indicator
9. Tachometer Indicator 23. Exhaust Temperature Indicator
10. Manifold Pressure Indicator 24. Mode Selector
11. Fuel Quantity Indicator 25. Padded Stationary Panel
12. LH Engine Combination Gage 26. Padded Glare Shield
13. RH Engine Combination Gage 27. Yaw Damper Switch
14. Outside Air Temperature Gage
Figure 12-1D. Instrument and Instrument Panel
Change 6
310 SERVICE MANUAL IN8T"UM~NT8 AND 12-4A
"~LAT~D 8Y8TI!M8
31OQ0901 AND ON
1. Clock 15. Suction Gage

2. Airspeed Indicator 16. Flight Hour Recorder
3. Directional Gyro 17. Propeller Deice Ammeter
4. Attitude Director Indicator 18. Oxygen Pressure Gage
5. Vertical Speed 19. Mini 8 Stereo
6. Altimeter 20. Fuel Flow Indicator
7. No. 1 OBS Indicator 21. Flap Position Indicator
8. No. 2 OBS Indicator 22. ADF Indicator
9. Tachometer Indicator 23. Exhaust Temperature Indicator
10. Manifold Pressure Indicator 24. Mode Selector
11. Fuel Quantity Indicator 25. Padded Stationary Panel
12. LH Engine Combination Gage 26. Padded Glare Shield
13. RH Engine Combination Gage 27. Yaw Damper Switch
14. Outside Air Temperature Gage 28. Turn and Slip Indicator
Figure 12-1E. Instrument and Instrument Panel
Change 6
12-41 INaT"uM~NTa AND 310 SERVICE MANUAL
"~LAT~D SYaT~M8
1. Lighting Fixture 4. lnstrument Il. Connector

2. Rubber Washer 5. Electrical Connector 9. Hose Fittings
3. Instrument Panel 6. Lockwasher 10. Vent Plug
7. Nut
Figure 12-2. Typicallnstrument Installation
Change 8
RELATED SYSTEMS
~'t----3
8-+----=---,1"
-+----4
--5
310P0001 TO 31OQ0401
8
'----3
6
7--'""---
I
I
It '-7
AIRCRAFT EQUIPPED WITH HEATED
31OQ0401 AND ON WINDSHIELD
l. Windshield Centerstrip 5. Wrist Lock 9. Pedestal

2. Bolt 6. Magnetic Compass 10. Panel
3. Windshield 7. Nut 1l. Glare Shield
4. Compass Light Wire 8. Mounting Bracket
Figure 12-3. Magnetic Compass
Change 8
I
12- 6 INSTRUMENTS AND
RELATED SYSTEMS
310 SERVICE MANUAL
NOTE
Removal of Magnetic Compass. (See figure 12-3. ) High readings are POSitive errors, low read-
ings are negative errors.
a. Remove two scrpws securing compass to bonded
c
base plate. On aircraft 310Q and on, remove panel 9. Position aircraft on the 360 heading of the com-
(10) to gain access: remove three screws and nuts pass rose and repeat steps 1 thru 8.
securing pedestal to panel. 10. Position aircraft on the 90" heading of the com-
b. Uncouple wrist lock (5) provided on compass pass rose and repeat steps 1 thru 8.
light wire (4). 0
11. Position aircraft on the 180 heading of the
compass rose and repeat steps 1 thru 8.
Installation of Magnetic Compass. (See figure 12-3. )
Index Error Alignment.
The installation of the magnetic compass is the re-
versal of the removal procedure. This alignment should insure that the compass sys-
tems flux detector is positioned for minimum index
NOTE error.
a. Algebraically sum the four cardinal heading
Use nonmagnetic screw and nuts for mounting errors obtained in preceeding paragraph, steps ],
compass and pedestal. 1 thru 8.
b. Divide the sum obtained by four. This result
Compass Alignment Procedure. is the index error correction and directIOn of rotation
of the flux detector.
The following procedures pertain to alignment of the c. Rotate flux detector the direction and amount as
magnetic (standby) compass and the flux detector on calculated in steps a and b. CCW rotation of the flu.'{
the slaved directional gyro. A calibrated compass detector is required to correct a pOSitive error.
ro~e must be used to accomplish the alignment pro-
cedures. NOTE
a. Insure compensator adjustments are set to a
neutral position. The compensators are located on Approximately five degrees rotation equals
flux detector or gyro, depending on system. approximately Ii 8 inch distance measured
b. Using a hand held rragnetic compass, check all on the outer circumference of the flux de-
ferrous material parts for magnetism near the mag- tector.
netic compass and flux detector.
c. Degauss any parts within two feet which cause d. Repeat compass alignment procedure step j, 1
greater than 10' df'flection of the magnetic compass, thru 8.
and any. part within four ff'et which cause greater e. The remaining error at the cardinal headings as
than 90 deflection of th" magnetic compass. received in step d Should equal the difference between
d. In~ur(' :hat each 0f the applicable svstem~ are the initial cardinal heading errors obtained originally
l",ntrolled from the prr;pl'r r~lrcuIt breakers, and in compass alignment procedure, step], 1 thru 8. '
t:1e 2orresponding "HD(;" llag appear~ when the cir- f. Recalculate error and assure the remaining error
':Ult breaker IS di~eng1c~ 'd.
is 0 , O. 5 degrees.
e. Insure slave mete; ~s operative.
£. Insure the system:,: f3st slaving circuitry is Compensation Adjustments.
operational.
~. Insure all eiectri,:;::: .nstruments fnr the aircraft a. If the corrected error as calculated in index
are installed and operatlve. error alignment paragraph step a is greater than 12
h. Insure other airc;-:..!·: and vehicles 3re a safe out the compensator5 must be adjusted. The inciex cor-
If the way distance. rected errors are used to calculate the required
l.
0
Position aircraft "':1 ':1('270 heading of the com- amount of degrees of compensation requireci for the
pass rose. remote compass. The errors obtained in the com-
With both pngll1e~ r'jni1lng 1000 RP:'vI, turn on the pass alignment procedure step j, 1 thru 8 for the
hllowlng: standby compass will be used to determine the re-
1. AU cirCUit brpaker c ·• quired amount and degree of compensation for the
2. Inverters. standby compass.
3. AI! lights excf'pt ia::Lilng itghts and reading
1ights. Compensation Calculations.
4. At! avioniCS :.;vst.'L>.
5. All elcctl'lcal sYSt,·!';S except pitot heat, stall a. CSing cardinal heading errors calculated in index
and static heaters. error alignment step e for remote compass system
.j. Allnw .,I;l\·ed ,~Vl ~ : em: 0 ,-, La I) II L', P I 'i ta b d I Z J. -
clnd compass altgnment procedure for the standby
tFln spl'pd may be ["cr J ilV USing last slav(,).
~ompass. algebraically sum the north and 50uth .
7. Record thp tlia",'rl r:-. s:. .'~ten) I'rrnr trl dt'u:r(les errors, divide thiS sum bv two and change the sign
Jnc dlrl'C':10n wllh th{· ,~ .. , , mt'll'r ;1',1IIe<l, r,f the result. The resl!lting number is the amount
!:l. Record the standi}', ":mpass errnr :1; df-([I'ees and direction C)f north south compensator adjustment.
"',iu (lIrt.:<:llrJft.
!), Repf:'3t step a [,')r e3!:it ~\'est errrrs.
Change 8
310 SERVICE MANUAL INST"UMENTS AND 12-& A
"ELATED SYSTEMS
Compass Compensation.
a. At one cardinal heading, adjust the appropriate

compensator the amount calculated in the compensa-
tion calculations paragraph step a.
b. Rotate the aircraft 90° and adjust the appro-
priate compensator the amount calculated.
c. Rotate the aircraft to the next two cardinal head-
ings and insure that no errors greater than two de-
grees for slaved gyro systems or five degrees for the
standby compass are present.
d. With normal aircraft power, all electrical sys- 1----2
tems on, rotate the aircraft to 30° headings (including
cardinals). Stop on each heading long enough to allow
the gyros to stabilize and the slave meter to null.
e. Observe and record the headings indicated by the
slaved gyro system.
f. Record the headings indicated by the standby com-
pass at the 30° positions.
g. No error greater than ±5° shall be indicated by
the standby compass.
Typical Bulb Removal and Installation. (See figure

12-4. )
a. Tag and disconnect electrical connector (1). 1. Electrical Connector 2. Bulb 3. Flange
b. Remove bulb (2).
c. Install bulb by reversing removal procedures. Figure 12 -4. Indicator Bulb
~
~2
3
1. Oil Pressure Line 2. Wire Bundle 3. Gage 4. Instrument Panel
Figure 12-5. Engine Combination Gage
Change 8
I
RELATED SYSTEMS
Troubleshooting Instruments.
TROUBLE PROBABLE CAUSE

! CORRECTION
VACCCM SYSTEM INSTRUMENTS
BOTH VACUCM INSTRUMENTS Dirty filter element. Restricted airflow Clean and replace filter.
MALFUNCTIONING or unproper adjustment. Adjust vacuum relief valve.
ONE VACUUM INSTRUMENT Defective mstrument. Replace instrument.

MALFUNCTIONING, OTHER
VACUUM INSTRUMENT
OPERATL"IG NORMAL
DIRECTIONA L Insufficient suction. Repair or replace vacuum

GYRO PRECESSES pump and! or check system.
AND/OR SPINS
Filter element dirty. Replace filter element.
Excessive vibration of instrument Replace instrument panel

panel. shock mounts.
Operation limits exceeded. Replace or overhaul direc-

tional gyro.
GYRO HORIZON WILL Insufficient suction. Repair or replace vacuum

NOT ERECT. TUMBLES. pump and! or check system.
AND IS SLUGGISH IN
OPERATION Filter element dirty. Rcplace filter element.
Excessive vibration of instrument Replace instrument panel

panel shock mounts.
Operational limits exceeded. Replace or overhaul gyro

horizon.
SENSITIVE ALTIMETER
INDICA TING POINTERS Static line obstructed. Dlsconnect stauc lme fronl
FAIL TO RESPOND all lI1struments and altitude
hold on autoptlot computer,
and blowout lme WnIl dry
compressed air.
EXCESSIVE POINTER ExceSSive nbration of static lme S~cure to aircraft struct-

VIBRATIO!" or hose. Clre or components.
ERROT'<EOCS INDICATIONS Water or foreign matter m static Dlsconnect static lllle trom
lme. all instruments d.nd altitude
hold on autopliot computer.
and blowout lme With
dry compressed air.
Loose static lme connectlOn. Test and repalr m accord-

ance With testmg static
pressure lme.
Defective mstrument. R~plaCl; mstrunlcnt.
AIRSPEED INDICATOR
POI:\TER FAILS TO RESPO!'<D Clo~ged Pltot Imc. Dlsconnect tube [rom lllstru
I
310 SERVICE MANUAL IN8T"UMENT8 AND 12-7
RELATED 8Y8TEM8
POINTER FAILS TO RESPOND Clogged pitot line. ment and blowout line with
(CONT) dry compressed air.
ERRONEOUS INDICATIONS Water or restriction in pitot and! Disconnect tube from all pitot
or static line. static system instruments and
altitude hold on autopilot com-
puter and blowout line with
dry compressed air.
Leak in pitot and! or static line. Test and repair in accordance

with testing of pitot pressure
line.
Pitot and! or static line improp- Connect lines as illustrated in

erly connected. figure 12-8.
VERTICAL SPEED INDICATOR

POINTER FAILS TO RESPOND Water or restriction in static line. Disconnect static line from all
pitot static system instruments
and altitude hold on autopilot
computer and blowout with
dry compressed air,
Defective instrument. Replace instrument.
TURN-AND-BANK INDICATOR
NOTE
To operate any of the electrical

instruments, the battery switch
must be in the ON position.
BALL OFF CENTER Incorrectly mounted. Mount correctly.
Defective instrument. Replace instrument
TURN INDICATED Open circuit. Reset circuit breaker. Check

and repair circuit.
DUAL TACHOMETER
ERRONEOUS INDICATION Defective circuit. Check and repair circuit.

OR INDICATOR INOPERA-
TIVE Defective instrument. Replace instrument.
Defective tachometer generator. Replace tachometer generator.
DUAL FUEL QUANTITY INDICATOR
I 310POOOl TO 31OQOOOl
NO INDICATION
Sunken float.
Open circuit.
Replace float.
Reset circuit breaker. Check

and repair circuit.
Defective fuel quantity sending unit. Replace fuel quantity sending

unit.
I 310PO001 TO 31OQOOO1
ERRONEOUS INDICA TOR Damaged float. Replace float.
12-8 INSTRUM~NTS ANO 310 SERVICE MANUAL
RELATEO SYSTEMS
310POOOl TO 310QOOOl Defective Clrcult. Check and repair circuit.

ERRONEOUS INDICATOR
(CONT. ) MalfunctIOning fuel quantity sending Check In accordance with SectIOn
unit. 11. Replace if necessary.
31 OQOOO 1 AND ON Open circuit. Reset circuit breaker. Check

NO INDICATION and repair circuit.
Defecti ve tank uni t. Replace tank unit.
Defecti ve Signal conditioner. Replace signal conditioner.
310QOOOl AND ON Defecti ve circuit. Check and repair circuit.

ERRONEOUS INDICATOR
Malfunctioning tank Wlit. Replace tank unit.
Defecti ve indicator. Replace indicator.
System needs calibrating. Cali brate in accordance with

Calibration Procedures.
O. A. T. INDICATOR
POINTER FAILS TO RES- Open circuit. Reset circuit breaker. Check

POND and repair circuit.
ERRONEOliS LNDICATlON Defective circuit. Check and repair circuit.
Defective air temperature bulb. Replace air temperature bulb.
STALL WARNING INDICATOR
HORN FAILS TO OPERATE Open ClrCUIt. Reset Clrcult breaker. Check

:lnd repair circuit.
Defectl';e transmitter. Replace transmitter.
Defectnie horn. Replace horn.
COMBINA TlON GAGES
NO I~DICA TlON ON OIL Open Cl;'CUIt. Reset CirCUit breaker. C!leck

TEMPERATliRE GAGE and repair Circuit.
Defective 011 tempErature bulb. Replace oil temperature bulb.
Defective U1strument. Replace mstrument.
ERRONEOlS INDICATIO:-; Defect;ve Clrcult. Check and repair circuit.

OF CYLL"IDER TEMPER.A.-
Tl.;RE GAGE DefectlVf> cylmder lle:ld temp- Replace cylinder head tempera-
~er;;.t,,:·e bulb. ture bulb.
Defect ~ve InstrWlll';~t. Replace Instrument.
ERRONEOlS OIL PRES~ l·'"'~ Replace U1strument.

INDICATION
O;,('K~·:' or ~ ·'it ,:c!ec .:;:: pref:sure Repair cr replace oil pressure
line. line.
I
RELATED 8V8TEMS
TROUBLE PROBABLE CA USE CORRECTION
ERRONEOUS OIL PRESSURE Defective oil pressure relief Repair or replace relief valve.
INDICATION (CONT) valve.
MANIFOLD PRESSURE GAGE
SLUGGISH POINTER I)lmaged or restricted lines. Remove line from instrument

OPERATION and blowout restriction. Replace
line or hoses as necessary.
MAGNETIC COMPASS
EXCESSIVE COMPASS Improper compensation. Compensate the compass.

ERROR
External magnetic interference. Locate the interference and elimi-
nate if possible.
FAILURE TO RESPOND Compensating magnets demagnet- Replace instrument.

TO COMPENSATION ized.
FUEL FLOW GAGE
ERRONEOUS FUEL PRES- Clogged or restricted fuel lines. Clean fuel lines and fuel strainer.
SURE INDICATION
Broken or restricted fuel flow Replace fuel flow lines.
lines.
Defective fuel pump. Replace fuel pump.
AMMETER
NO INDICA TION ON Defective ammeter. Check/replace ammeter.

AMMETER
Defective ammeter leads. Check/repair or replace.
PROPELLER DEICE AMMETER
NO INDICA TION ON Defective ammeter. Check/ replace ammeter.

AMMETER
Defective ammeter leads. Check/repair or replace.
INSTRUMENT PANELS. Installation of Shock-Mounted Instrument Panel.

(See figure 12-l.)
Removal of Shock-Mounted Instrument Panels. (See
CAUTION
figure 12-l.)
a. Disconnect tubing and lines to instruments and C lean bonding area between stationary and
instrument panel before installing instrument
tag.
panel.
NOTE
a. Inspect rubber shock mounts and bonding straps
Most hose fittings are more accessible if for deterioration and cracks. If either is damaged,
disconnected from the forward bulkhead. replace before installing instrument panel.
b. Remove nuts frem shock mounts and pull shock-
I
NOTE
mounted panel away from stationary panel enough to
disconnect electrical leads from ter:ninal block. On aircraft 310Q0401 and On, the instrument
Tag all electrical leads. panel is mounted on spacers instead of shock
c. Plug hoses and cap all fittings to prevent entry mounts.
of foreign matter.
d. Remove Shock-mounted panel from aircraft. b. Secure shock mounted panel in place on mounts.
c. Remove plugs and caps in all lines and fittings.
d. Connect electrical leads to instrumeni.s and ter-
Change 2
I
12-10 IN8TRUM~NT8 AND 310 SERVICE MANUAL
RELATED SYSTEMS
minal strip. Remove tags. and suction gage. Other hoses connect the gyros
e. Connect all hoses and lines to instruments. to the vacuum air filter and suction gage. The
f. Secure shock panel to support angle with screws suction gage indicates the amount of vacuum present
and tighten nuts on shock mounts. in the system; also prov ided are inoperation indi-
cator buttons for each pump. The vacuum air filter
VACUUM SYSTEM. is provided to remove dust particles and vapor from
the air, providing dry, clean air for the instrwnents.
A dry vac.uum pwnp, which requires no lubrication
of any kind, is located on the aft right accessory NOTE
mount pad of each engine. The pump outlets are
exhausted into the engine nacelle. The vacuum line All flexible and fixed line fittings, clamps,
plumbing is routed from the vacuum pumps through relief valves, and filters must be cleaned
the nacelles and wings to the relief valves. The and suitably protected by caps or bags until
adjustable relief valves are provided to give the installed in aircraft. The vacuum system
desired vacuum system pressure. From the relief shall not be open while awaiting the remain-
valve, the lines are routed to the vacuum manifold ing parts to be installed. Prior to running
located on the left side of the forward cabin bulk- of the vacuum pumps, the lines shall be
head. The manifold has check valves included to flushed with air to approximately seven cubic
prevent reverse flow, in the event of failure of feet per minute while alternately closing off
either vacuum pwnp. Hoses are routed from the the ends of the lines. This will create pres-
manifold to the directional gyro, horizontal gyro, sure pulses to dislodge and eject foreign
matter.
Troubleshooting the Vacuum System.
TROUBLE PROBA BLE CA USE CORRECTION
NO SUCTION INDICATED Defective vacuum pump. Check suction at pump.

A T ONE SOURCE Replace pump.
Disconnected, broken or Check suction through lines and

plugged lines or hoses. hoses. Clean or replace lines
and hoses.
Defective relief valve. Check suction to and from relief

valve. Replace relief valve.
Defective suctlOn gage. Check suction at applicable line

to test indicator buttons. Replace
suction gage.
NO SeCTION INDICATED, Defective suction gage. Check suction to gage. Replace

BUT GYROS OPERATE gage.
NORMALLY
LOW SUCTION Defective vacuum pump. Check suction at pump. Replace

pwnp.
Leaking or restricted lines or Clean or replace lines and hoses.

hoses. Check suction through lines and
hoses.
Defective or improperly adjusted Check suction to relief valves.

relief valves. Adjust relief valve in accordance
with adjusting procedures. Re-
place if defective.
Defective cneck valves. Check operation of check valves.

Replace manifold assembly.
HIGH SUCTION Relief valve alr fUters dlrty. Check operation with filters re-
moved. Clean or replace
filters.
DefeC'tlve or Ul1properly adjusted Check suction to relief valves.

relief valves. Adjust relief valves in accordance
with adjusting procedures. Re-
place If defective.
Change 2
I
310 SERVICE MANUAL INSTRUMENTS AND 12-10A
.. ELATED SYST!!MS
Troubleshooting Vacuum System uSing Air- 3. Using IG31-1 gage and probe, check
borne's 343 Test Kit. the system starting right after the IHB9-1
ejector and work toward the central air
NOTE filter.
When using Airborne's 343 Test Kit, (a) Check the reading at hose (14). If
it is recommended that a large com- reading is at or above 4.8-inches Hg., con-
pressor with an adequate storage tinue to check moving up the system. If
tank be used. the reading is extremely high, steadily
increasing, one possibility is that the
Also, always try to position the relief valve (13) may be stuck. If this
airplane as close to the air com- situation exists, try to adjust the relief
pressor as possible. valve (13). If that doesn't resolve the
On the side that is going to be problem replace it with a new part. The
tested for component location, other possibility is there is a partially
refer to Figure 12-6. plugged hose or line. Continue to check
for a 4.S-inches Hg. reading working toward
a. Preparation for troubleshooting. the relief valve (13). Once you do not get
1. Remove wing gap fairings by removing a reading, you have passed over a location
all attaching screwa. of a partially plugged hose or line.
2. Remove upper engine cowlings. Remove plugged substance from hose or line.
3. Remove engine system vacuum line (b) A check should then be conducted at
(17) from air pump. hose (12) to see if the relief valve (13)
4. Combine the IHBB-l regulator with is operational. If the reading is 4.8-
the IHB9-l ejector. inches Hg., then proceed to the next step.
5. Attach vacuum system line (17), If the reading is not 4.S-inches Hg., then
which was removed from pump, to the 5/B- you have a relief valve (13) that needs to
inch tube on the IHB9-1 ejector and secure be readjusted to 4.S-inches Hg. If it will
with clamp. not readjust, it needs to be replaced with
6. Attach shop air supply hose to the a new part and adjusted to 4.8-inches Hg.
fitting on the lHBB-l regulator. (c) Next check reading in hose (12)
starting at the relief valve (13) and
NOTE working toward manifold (18) to see if it
is 4.S-inches Hg. If so, proceed to the
Air supply hose 3/B-inch 1.0. minimum. next step. If, when checking hose (12),
you get a different or no reading that has
7. Slide the ON-OFF supply valve on the been consistent in the system, it is pos-
lHBB-l regulator to the ON position, which sible that you have an obstruction in the
is toward the regulator side, and screw hose and it should be removed.
adjustment down. (d) Check the manifold (IS) for proper
B. Increase pressure until the lHB9-l operation by checking vacuum at hose (3 or
ejector gage peaks. 4) for the side you are testing as close to
9. If the reading on the lHB9-l ejector the manifold as possible. The reading
is in excess of B-inches Hg., there is should be 4.8-inches Hg. If so, proceed to
some type of obstruction in the hoses. next step. If not, there possibly is an
The difference between the reading at the obstruction in the manifold. Replace
lHB9-l ejector gage and the airplane manifold.
suction gage (1) with two gyro installa- (e) Check the hose (3 or 4) from the
tion should be no greater than I-inch Hg. manifold connection to the suction gage (1)
With four gyro installation, it should be always looking for the 4.8-inches Hg. read-
no greater than 2-inch Hg. ing. If the reading is continuous all the
10. Now with the system connected, way through the hose up to the suction gage
proceed to the appropriate section for (1), the gage is defective. Replace gage.
troubleshooting for step by step outline. If, during checking of the hose (3 or 4)
b. No vacuum. you lose the 4.8-inches Hg., then, in that
1. The system performs satisfactorily. portion of hose from where you were getting
(a) Air pump is defective. Replace the 4.8-inches Hg. reading to where you
air pump. lose the reading, there is some type of
(b) If the system is still inopera- blockage or collapsed wall in the hose.
tive, proceed to next step. Replace hose.
2. System still indicates that side is c. Low vacuum.
inoperative but you can hear the gyros are 1. The system performs satisfactorily.
functioning. (a) air pump is defective. Replace air
(a) Using the lG3l-l gage and probe, pump.
check the source gage (1) by inserting 2. The system still indicates low
probe in the hose pertinent to the side vacuum.
that is being tested. (a) A system showing low vacuum should
(b) If there is a reading of 4.8-inches have all hoses checked for any loose clamps
Hg., then gage (1) is defective. and connections. Then using the lG3l-1
(c) Replace gage (1) with new unit. gage and probe, check the system as out-
(d) If there is no reading, proceed to lined step-by-step.
the next step.
Change 9
I
l2-l0B INSTftUMI!NTS ANO 310 SERVICE MANUAL
~I!LATI!O SYSTeMS
(b) Check the reading at hose (12) for Hg .• this is an indication that that gyro
4.8-inches Hg. If it is 4.8, proceed to is defective. Replace gyro. If there is
the next step. If it is not, then the no reading at the back of the gyro. there
relief valve (13) needs to"1ie readjusted. must be a clogged line from the manifold
If it cannot be readjusted. replace with (18) to the gyro. With the IG31-l gage
new part. and probe. work your way toward the mani-
(c) Check the manifold check valve fold (18) until you get a reading.
(18) by checking the reading at hose (12) Replace that plugged segment of hose.
or (3 or 4) on the opposite side from test
side for any reading. If there is no read- NOTE
ing. proceed to next step. If there is a
reading. the manifold check valve (18) is Make sure that the hose (9 or 10)
defective and is allowing ambient air to from the central air filter to the
enter the system. Replace manifold check gyro is also clean and unrestricted
valve (18). by checking with the lG3l-l gage
(d) Check the central air filter at and probe to ensure that is no
hose (9 or 10) for any reading. If there vacuum in that line. If there is a
is none. then the filter is good. but if vacuum. replace filter or hose to
there is more than 1 1/4-inch Hg. reading. correct the situation.
the filter is partially plugged and has to
be replaced. i. Gyros will not erect.
d. High vacuum. 1. In a nondifferential gage vacuum
1. The system shows high vacuum using system. when the suction gage (1) reads
the lG3l-l gage and probe. Proceed step- okay. but the gyros will not erect. USing
by-step as outlined. the lG3l-l gage and probe. check for any
( a) Check the read ing at hose (12). If reading at hose (9 or 10). If there is any
it is high and reads the same as suction reading. this is an indication that the
gage (1). then the relief valve (13) filter central air filter is clogged or the hoses
is possibly dirty. Replace with a new (9 or 10) could have a plugged section in
part. them. Replace central air filter or sec-
(b) Another possible problem is that tion of bad hose (9 or 10).
the relief valve (13) is improperly ad- j. Both fail source indicators retract
justed. Readjust to 4.8-inches Hg. If it with one side operational.
will not adjust. replace relief valve (13) 1. Using the lG31-l gage and probe.
with a new part. check for a reading in hose (3 or 4) on the
e. Suction gage fluctuates. opposite side from testing. If you get a
1. Check for panel vibration or plumb- reading. then the manifold (18) is defec-
ing vibration and correct as required. tive. Replace manifold.
f. Erratic vacuum. k. Gyro gage indicates frequent regulator
1. This is an indication that there adjustment.
might be some type of fluid in the pump; 1. In a differential gage system using
i.e .• oil. varsol. water. etc. Check pump the IG3l-l gage and probe. check for any
exterior for any signs of oil. varsol. reading at hose (9 or 10). If there is a
etc. If it is apparent that there is reading. then the central air filter is
fluid in the pump. remove and replace partially clogged. Replace filter. Also,
pump. check for a higher than normal reading in
g. Gyro gage follows engine RPM. hoses (7 or 8) and (12) which might be an
1. To simulate a gage following engine obstruction in the hoses or lines. Remove
RPM. vary the pressure on the lH88-l regu- obstruction.
lator with excessive pressure. If the 1. Frequent pump replacement.
gage fluctuates. this is an indication 1. If it is obvious that one side is
that the relief valve (13) might have having frequent pump replacement exhibiting
something in the seat. Undo the adjust- shorter than normal pump life. then it is
ment screw on the relief valve (13) and very important that that side be thoroughly
~ith clean shop compressed air. blow the inspected and tested USing an Airborne 343
seat area off. Reinstall adjustment screw Test kit. Make sure that:
and readjust relief valve (13). If relief (a) This is proper pump for application.
valve (13) still fluctuates. replace (b) There are no restrictions in the
relief valve (13) with new part. discharge side of the pump.
h. One gyro inoperative. (c) There are no kinked or plugged
1. If one gyro functions fine while the lines.
other gyro will not erect or precesses and (d) Filters are all in satisfactory
tumbles. use the lG3l-l gage and probe to condition.
check at the back of the inoperative gyro (e) Vacuum pressure is set properly.
at the hose (7 or 8) connected to the
manifold (18) for a reading of 4.8-inches
Hg. If you get a reading of 4.8-inches
Change 9
I
310 SERVICE MANUAL INSn.UMENTS AND 12-11
~EL.AT!D SYSTEMS
SUCTION GAGE FLUCTUATES Excessive vibration. Visually check for panel, gage or
plumbing vibration. Determine
cause of vibration and correct.
Defective suction gage. Check for fluctuating suction to
gage. Replace gage.
Removal of Vacuum Pump. (See Figure l2-6.)

a. Remove upper nacelle cowls.
b. Loosen the two hose clamps securing b. Spray the fitting threads with sili-
hose between line assembly (lS) and vacuum cone and let dry. DO NOT use teflon tape,
pump (l6) • pipe dope or thread lube.
c. Remove vacuum pump (16) by removing c. Install fittings in the pump. Hand
four attaching nuts and washers. tighten.
d. Use only a box wrench to tighten
NOTE fittings to desired position. Do not make
Do not clean vacuum pump (16) in more than one and one-half (l-1/2) turns
solvent. Clean by wiping with a beyond hand-tight position.
clean cloth. e. Install new pump mounting gasket
(supplied with new pump).
Installation of Vacuum Pump. (See Figure f. Align splines on the vacuum pump drive
12-6. ) with splines on the engine drive. Slide
NOTE vacuum pump into position so the ports are
facing to the right.
If a new vacuum pump is being g. Always replace ALL locking washers
installed, remove the serviceable when installing a new pump. Tighten all
fittings from the old pump and four (4) mounting nuts to approximately 50
install the fittings on the new to 70 inch-pounds.
pump. Use no oil of any sort, no h. Before installing hoses, inspect each
thread lubricant of any description hose carefully to make sure it is clean and
on any fitting used on the inlet free of all debris, oils or solvents. Use
side of the vacuum pumps. vacuum or air pressure to clean the lines.
a. Align splines on the vacuum pump Remove the hoses from the airplane if
drive with splines on the engine drive and necessary.
slide vacuum pump into position so the i. Replace old, hard, cracked or brittle
ports are facing to th~ right. hose, particularly on the pump inlet.
b. Secure vacuum pump (16) to the engine Sections of the inner layers may separate
causing a pump failure.
with four washers and nuts. j. Where hose clearance is tight making
c. Slide coupling hose (17) over line it difficult to reinstall it onto the pump
assembly (IS) and secure with clamp. fitting, spray the fitting at the hose end
d. Slide coupling hose over fitting onto with silicone. Let dry, then install hose
IN port on vacuum pump (16) and secure by pushing it straight on.
with clamp.
e. Install upper nacelle cowl. NOTE
nstallation of New Pump. Do not wiggle hose from side to
CAUTION side. Wiggling could cause parti-
Never install a pump that has been cles to be cut from hose inner
wall. These particles will damage
dropped. the pump.
NOTE k. Make certain that hoses are connected
Consult the applicable parts catalog, to the correct fittings. Incorrect instal-
to verify that the pump is the correct lation will cause damage to the gyro
model for the engine and or system. system.
a. Place the pump mounting flange in a CAUTION
aw-protected vise with the drive coupling
ownward. Protect the pump mounting Change all the filters in the
lange with soft metal or wood. system. This must be done or pump
CAUTION warranty may be voided.
Pump housing should never be placed 1. Clogged filters will restrict the
directly in a vise since clamping flow of air required for proper pump oper-
across the center housing will cause ation and cooling. Premature pump fail-
an internal failure of the carbon rotor. ure or shortened pump life may result.
Change 9
I
12- 12 'NSTRUM~NTS ANO 310 SERVICE MANUAL
RELATEO SYSTEMS
17
Detail D
Detail A
/
1. SuctIOn Gage 10. Filter to Directional Gyro Hose

2. Suction Gage to Horizontal Gyro Hose 11. Vacuum Air Filter Assembly
3. Suchon Gage to LH Manlfold Hose 12. Manifold to Regulator Valve Hose
4. Suctl0n Gage to RH Manifold Hose 13. Relief Valve
5. HOrizontal Gyro 14. Regulator Valve to Engine Nacelle Hose
6. Directional Gyro 15. Engine Nacelle Line Assembly
7. DirectIOnal Gyro to Mantfold Hose 16. Vacuum Pump
8. HOflzontal Gyro to Mantfold Hose 17. Coupling Hose
9. Filter to Horizontal Gyro Hose 18. Manifold
Figure 12-6. Vacuum System Installation

310 SERVICE MANUAL INSTRUMENTS AND l2-l2A
'U~ATEDSYSTI!MS
Removal and Installation of Vacuum Air f. Adjust the right relief valve by
Filter. (See Figure 12-6.) l~osening the knurled screw locknut and
adjusting to obtain the S.OO vacuum read-
a. Disconnect filter hoses (9 and 10) ing. Clockwise rotation of the adjusting
from filter (11). screw increases the vacuum.
b. Remove vacuum air filter (11) from g. With both engines operating at tacho-
forward cabin bulkhead, left side, by meter RPM of 1700, the suction gage should
removing attaching bolts and washers. read S.OO ~0.2S-inches of mercury. If the
c. Install vacuum air filter (11) by gage reading is not within these limits,
reversing procedures as outlined in steps the relief valves should be readjusted to
a. and b. above. these limits.
h. Shut down both engines and check that
Replacement of Vacuum Air Filter Element. the locknuts on the knurled adjusting screw
(See Figure 12-6.) are tight.
i. Install wing fairings.
NOTE
Adjustment Vacuum Relief Valve using
It is not required to remove air Airborne's 343 Test Kit. Refer to Figure
filter to replace the elements. 12-6 for Component Location.
a. Remove wing nut from bottom of vacuum NOTE
air filter assembly (11).
b. Remove vacuum air filter element. Since a relief valve is used for
c. Install new vacuum air filter element. each vacuum source, each relief
d. Fasten element in place using wing valve must be adjusted separately.
nut.
a. Position airplane as close to the
Removal and Installation of Vacuum Relief shop compressor as possible.
Valve. (See Figure 12-6.)
NOTE
a. Remove wing root fillets by removing
attaching screws. When using the lH89-l ejector, a
b. Refer to Section 3. Remove the large supply of air is required.
following items: A large compressor with a large
1. Front seats. storage tank is recommended.
2. Front carpet.
3. Lower center upholstery panel. b. Remove wing gap fairings by removing
c. Remove clamps attaching hoses (12) attaching screws.
and (14) to relief valve (13). c. Remove upper engine cowlings.
d. Remove relief valve (13) from fuse- d. Remove engine system vacuum line from
lage skin by removing attaching washer and air pump.
nut. e. Combine the 1H88-l regulator to
e. Install vacuum relief valve (13) by IH89-1 ejector at quick disconnect.
reversing procedures as outlined in steps f. Attach vacuum system line (17) wh,ich
a. through d. above. was removed from pump, to the SIB-inch
tube on the ejector and secure with clamp.
Adjustment of Vacuum Relief Valve. g. Attach shop air supply hose to the
fitting on the IHBB-l regulator.
NOTE
NOTE
Since a relief valve is used for
each vacuum source, each relief Minimum shop air supply hose is
valve must be adjusted separately. 3/B-inch 1.0.
a. Remove wing fairings by removing h. Slide the ON-OFF valve on 1HBB-l
attaching screws. regulator to the ON pOSition towards the
b. Start the engines and idle the right regulator side.
engine. i. Increase regulator adjustment screw
c. With left engine operating and tacho- until lHB9-l ejector gage peaks.
meter reading 1700 RPM, the suction gage j. With the lHB9-l ejector peaked, the
should read S.OO-inches of mercury. suction gage (1) should read 4.BO-inches
d. Adjust the left relief valve by Hg.
loosening the knurled screw locknut and k. If the suction gage (1) does not read
adjusting to obtain the desired vacuum 4.BO, loosen the locking device on the
reading; clockwise rotation of the adjustment screw on the relief valve (13)
adjusting screw increases the vacuum. and rotate adjustment screw clockwise to
e. Idle the left engine and operate the increase and counter-clockwise to decrease
right engine so tachometer reads 1700 RPM. until the desired setting of 4.BO-inches
Hg. is reached on the suction gage (1).
Change 9
I
l2-l2B INSTJltUMI!NTS ANO 310 SERVICE MANUAL
JltI!L.ATI!O SVSTI!MS
1. After system is adjusted, remove (f) Check for proper hose alignment,
vacuum system line (17) from lH89-1 routing and installation that may reduce
ejector and resecure to pump and tighten the internal diameter resulting in a
clamp. restriction of the flow of air. It is
m. To adjust other side of system, important that the hoses are not collapsed,
perform steps d. through 1. kinked or twisted, or are stressed to a
n. Reinstall engine cowlings. point where any significant loads are
o. Position airplane in a suitable place imposed on system components or fittings.
to run both engines. (g) Check the drive coupling and make
p. With both engines operating at tacho- sure it is in satisfactory condition.
meter RPM of 1700, the suction gage (1) (h) If the dry air pump is equipped
should read 5.00 ±0.2s-inches of mercury. with blast cooling, inspect for satisfac-
tory condition of tubing/hose and associ-
NOTE ated hardware.
(i) Check general condition of regula-
If the suction gage reading is not tors and valves to ensure they are in
within limits described, both airworthy condition. If the regulators or
relief valves should be readjusted valves are equipped with an electric solen-
to maintain these limits. oid, check electrical connection and
wiring.
q. Shut down both engines and check that b. Reinstall upper engine cowls, wing
the relief valve (1) locking devices are fairings and access panels.
secure.
r. Reinstall wing fairings. Cleaning Vacuum System Components.
WARNING
Inspection/Check Vacuum System.
Failure to protect the pneumatic
NOTE system components from contamina-
tion by engine cleaning solvents
Vacuum system inspection is a may result in failure of the dry
visual inspection of the plumbing, air pump within a short period of
fittings, clamps, seals, hoses, operation.
hardware and brackets.
a. Prior to washing down engine compart-
a. ~emove upper engine cowls, wing fair- ment, the following precautions must be
ings and wing lower surface access parts taken to assure expected service life of
as required to inspect all the items in the pneumatic system components.
the vacuum system. 1. Dry air pump coupling.
1 Engine compartments.
CAUTION
WARNING
Do not blast the air pump coupling
Failure to correct oil leaks may area or other pneumatic system
,l:ow oil to enter the dry air components with cleaning solvent
p~mp and cause pump failure within under high pressure.
a short period of operation.
00 not allow protective covering
" a) Inspect the area around the pump around the coupling or filters to
paC seal and lower surface of pumps for become saturated with solvent.
evidence of oil.
(b) If evi~ence of oil exists, remove (a) Protect the coupling area between
pump, replace pad seal; then, reinstall the pump mounting flange and the pump
vacuum pump. housing by wrapping a protective covering
(c~ Inspect the engine compartment for around that area during engine cleaning.
evidence of any other oil leaks, i.e.,
fittings, hoses, gaskets, etc. Replace or NOTE
repair as required.
(d) Inspect vacuum pump for loose The seals in the front frame of
fitti~gs. If any looseness is present, the housing behind the coupling
remove hose and secure fittings. If the are designed to keep out foreign
fitting is extremely loose resulting in material such as dirt, oust and .
truncation on the threads of the fitting, light fluid. However, ~luid under
replace fitting with new part. high pressure can be forced by the
Ie) Check the condition of the hoses seals and enter the pump combining
in :he pneumatic system. If hoses are with the carbon dust to create a
found :0 be hard, cracked, oil soaked or gumming condition which will cause
brittle, replace with new hose. pump failure.
Change 9
310 SERVICE MANUAL INST"UM~NTS AND l2-l2C/D
"I!L.AT~D SYSTI!MS
2. Dry air pump fittings. (c) Clean vacuum system central air
(a) Before washing the engine off, filter with a jet of clean, dry air and
check the pump fittings for looseness of tap lightly while blowing air over the
the threaded fittings. Fluid can seep filter.
through loose threads and enter the pump. (d) Clean vacuum relief valve as
3. Dry air pump discharge hose (vacuum required by removing old filter and
instrument system). blasting with filtered dry compressed air.
(a) Recommendation is to plug the end
of the hose or the fitting, and flag it
with a red REMOVE BEFORE RUNNING ENGINE Maintenance Practices.
tag; then: clean the engine.
NOTE
CAUTION
All flexible and fixed line fittings,
Remove plug prior to running engine. clamps, regulator valves and filters
must be cleaned and suitably protected
4. Deice control valve. by caps or bags until installed in
(a) If the deice control valves are in the airplane. The vacuum system
the engine compartment, install some pro- shall not be open while awaiting
tective devices before the airplane engine the remaining parts to be installed.
and area are cleaned. Prior to running of the engine-driven
vacuum pumps, the lines shall be
CAUTION flushed with air to approximately
seven cubic feet per minute while
Make sure the protective devices alternately closing off the ends of
are removed after the engine and the lines. This will create pressure
area are cleaned. pulses to dislodge and eject foreign
oatter.
(b) Check the area in and around the
valves to ensure they are dry and free of NOTE
any cleaning fluids prior to running the
engine. When removing/installing lines at
5. Vacuum system lines and hoses. bulkhead fittings, ensure that
(a) The vacuum system lines and hoses fitting is secured to prevent
may be cleaned by immersing them in dry twisting line on opposite side
cleaning solvent and then. internally dried from one being installed. Hold
by using filtered dry compressed air. fitting with wrench while loosen-
(b) Wipe exterior of lines and hoses ing/ tightening line connection.
with a clean, dry cloth.
Change 9
I
310 SERVICE MANUAL INSTRUMENTS AND 12-13
RELATED SYSTEMS
Removal of Vacuum System Plumbing. (See figure pressure, is mounted in the nose of the fuselage.
12-6.) The ram air pressure is routed from the pitot
tube to the airspeed indicator through hose and
NOTE line assemblies. Static pressure is routed from
two static pressure flanges, mounted on opposite
Removal procedures will be given for left en- sides of the aft fuselage, to the airspeed indicator,
gine installation only. Removal of right en- altimeter, and vertical velocity indicator by a series
gine installation is basically the same. of hoses, tees, and line assemblies. A drain line
and drain valve assembly, located in forward left
a. Refer to Section 9 and remove engine nacelle hand cabin area, is provided to release accumulated
cowls. moisture and serve as the alternate static pressure
b. Refer to Section 3 and remove the following items: source.
1. Front and rear seats; or middle seats (optional
equipment). Removal of Pitot Tube. (See figure 12-8.)
2. Center carpet.
3. Lower center upholstery panel. a. Remove three screws attaching pitot tube (18)
c. Disconnect engine nacelle line assembly (15) from mount tube (16).
from vacuum pump (16) by removing clamps and b. Remove nose cap by removing attaching screws.
coupling hose (17). c. Disconnect pitot pressure line (12) from pitot
d. Disconnect line assembly (15) from bulkhead tube (18).
fitting and remove line from engine nacelle. d. Tag and disconnect pitot tube heating element
e. Remove three wing access covers from under- wires.
side of wing. e. Slide pitot tube (18) forward from mount tube
f. Loosen clamps on hose (14) at relief valve (13) (16).
and bulkhead fitting on engine nacelle. Route hose
(14) from wing using outboard access openings.
g. Loosen clamps and disconnect hose (12) from Installation of Pitot Tube. (See figure 12-8.)
relief valve (13) and manifold (18) and remove hose
from fuselage. a. Slide pitot tube (18) into mount tube (16).
h. Loosen clamps and disconnect hoses (3, 4, 7 and
8) from manifold (18). NOTE
i. Loosen clamps and disconnect hoses (3 and 4)
from vacuum gage and hoses (7 and 8) from direc- Position pitot tube so drain hole is downward.
tional gyro (6) and horizontal gyro (5) respectively.
Remove hoses from fuselage. b. Attach pitot pressure line (12) to pitot tube (18).
j. Loosen clamps on hose (2) and disconnect from c. A ttach heater element wires as tagged at removal.
vacuum gage and directional gyro. Remove hose d. Install nose cap and attaching screws.
from fuselage. e. Install three screws attaching pitot tube (18) to
k. Disconnect hose assemblies (9 and 10) from air mount tube (16).
filter (11), directional gyro (6) and horizontal gyro
(5). Remove hose assemblies from aircraft. CAUTION
The pitot heater should not be operated on the

Installation of Vacuum System Plumbing. (See figure ground as it will overheat and damage the
12-6.) heating element.
NOTE Removal of Pitot and Static Lines. (See figure 12-8.)
Use no oil of any sort, no thread lubricant of The locations of all pitot and static lines are shown
any description on any fitting used on the in- in figure 12-8. All lines are standard aluminum
let side of the vacuum pumps. tubing except for the flexible hoses attached to the
instruments. All the lines and hoses are equipped
a. Reverse the vacuum system plumbing removal with conventional fittings and may be removed when
procedures, except do not install access panels and necessary.
upholstery until system check is completed.
b. Check vacuum system and adjust relief valves NOTE
if system vacuum gage indication is not within speci-
fied limits. Static line (3) must be cut to facilitate re-
c. Install access covers, upholstery, carpets, seats moval and should only be removed if re-
and engine nacelle cowling. placement is necessary.
PITOT-STATIC SYSTEM Installation of Pitot and Static Lines. (See figure

12-8.)
A pitot tube, with an electrical heating element to
prevent ice from obstructing passage of ram air Install lines as illustrated in figure 12-8 using petro-
I
RELATE. SYSTEMS
CAUTION
latum to lubricate all male fittings, omitting the first
two threads. When applying or releasmg suction, take care
not to exceed rate range of vertical ve loc ity
NOTE indicator.
Install static line (3) through grommets. In- e. The leak down rate should not exceed 100 feet
stall nut (23) and sleeve (22) on static line (3) of altitude in one minute (3400 feet reading).
before flaring forward end of line. f. If leak down rate exceeds 100 feet per minute,
slowly remove suction source and proceed as follows:
Testing the Static Pressure System. (See figure 12-8.) g. Disconnect static lines from altimeter, vertical
velocity indicator and airspeed indicator. Plug sta-
a. Set altimeter to read 1500 feet by rotating pres- tic lines and attach a source of pressure to static
sure setting knob. opening (2).
NOTE CAUTION
Check to see that static drain valve is closed. IX> not apply positive pressure to static lines
with instruments connected. Be sure that the
b. Seal static opening (1) on one side of fuselage altitude hold on autopilot computer is discon-
with masking tape. nected.
c. Connect a suction source to static opening (1) on
opposite side of fuselage. h. Apply a slight pressure and coat lines with a
mild solution of soap and water to locate leak.
NOTE i. Tighten or repair faulty connections or replace
damaged lines. Remove line plugs and pressure
Ii autopilot is installed, the autopilot static source and reconnect hoses to respective units.
lIne must be disconnected and plugged during j. Repeat steps "c" through "e" to be sure instru-
testing. ments are connected correctly and do not leak.
k. If scale drop of altimeter pointer is less than
d. Slow ly apply suction until altimeter shows a 2000 100 feet in one minute, leak is negligible. Slowly
foot increase In altitude (3500 feet reading), "pinch remove static suction source.
off" tube and hold for one mmute. 1. Remove masking tape from static opening (2).
Directional Gyro Horizontal Gyro
Vacuum Air Filter
Relief Valve Relief Valve
Outlet Outlet
Figure 12-7. Vacuum System Schematic

310 SERVICE MANUAL INSTRUM~NTS ANO 12-15
RELATEO SYSTEMS
---- ------------ ~
,
B
C
--~
~ r /~
~ ~ D
8
"
12
/"0/
./16 17 18
2
,/
~'-.f"
'''------
~
Detail D
Detail A
Detail E
_---21
1. Static Opening 9. Hose (Airspeed to Bracket) 16. Mount Tube

2. Static Crossover Line 10. Hose (Airspeed to Bulkhead) 17. Pitot Extension Line
3. Static Line 11. Forward Cabin Bulkhead lB. Pitot Tube
4. Vertical Velocity Indicator 12. Pitot Pressure Line 19. Parking Brake Bracket
5. Hose (Vertical Velocity to Altimeter) 13. Tube Support Bracket 20. Static Drain Line
6. Altimeter 14. Forward Static Line 21. Drain Valve
7. Air speed Indicator 15. Nose Bulkhead 22. Sleeve
B. Hose (Vertical Velocity to Airspeed) 23. Nut
Figure 12-B. Pitot-StAtic System Installation

12-16 IN8TRUMENT8 AND 310 SERVICE MANUAL
RELATED 8Y8TEMS
Testing the Pitot Pressure Lines. (See figure 12-8.) Purging Pitot or Static Lines.
The pitot pressure line, which carries impact pres- Although the pitot system is designed to drain down
sure to the airspeed indicator, is tested as follows: to the pilot tube opening, condensation may collect
a. Connect a pressure source to opening in pilot at other pOints in the system and produce a partial
tube assembly (18). obstruction. To clear the line, disconnect it at the
b. Apply pressure slowly until airspeed indicator airspeed indicator and, USing low pressure air, blow
reads 150 MPH. Shut off pressure, seal opening, from the indicator end of the line toward the pilot
and wait one minute. tube.
CAUTION CAUTION
The amount of pressure required for a 150 Never blow through the pitot or static lines
MPH indication is less than 1/2 pSi. Avoid toward the instruments. Doing so may dam-
high pressures as instrument damage will age them.
result.
Like the pitot lines, the static pressure lines must
c. If airspeed indicator drops more than 10 MPH in be kept clear and the connections tight. The system
one minute, disconnect hose from airspeed indicator. has static source sumps that collect moisture and
d. Plug hose and apply pressure. keep the system clear. However, when necessary,
e. Coat lines and connections with a solution of soap purge the system as follows:
and water to locate leak.
f. Tighten or repair faulty connections. Connect a. Disconnect static line to instruments from the
hose to instrument and repeat step "b" to be certain static line drain valve tee.
connections and lines do not leak. b. Cap or plug open end of tee.
c. Open static source drain valve.
CAUTION d. Plug one static port.
e. Purge the system from the drain valve with
lli not apply suction to pitot pressure line. clean moisture free air for a period of at least two
minutes.
Aft Cabin Bulkhead

F. S. Station 132.00
Altimeter Airspeed Indicator
Pitot Tube
Alternate Source
and Drain Valve
Vertical Speed
Indicator
Figure 12-9. Pitot Static System Schematic
Change 2
310 SERVICE MANUAL INSTRUMENTS AND 12-17
RELATED SYSTEMS
NOTE
Air bulb with check valves may be obtained

locally from a surgical supply company. This
is the type used in measuring blood pressure. THICK-WALLED\
SURGICAL HOSE PRESSURE
.' ;'f
AIR BU LB --"""'"
WITH CHECK
PRESSURE BLEED-OFF
SCREW (CLOSED)
?/
VALVES
CLAMP~
'----CLAMP
TffiCK-WALLED
SURGICA L HOSE
CHECK VALVE
SUCTION CHECK VALVE
TO APPLY SUCTION:
1. Squeeze air bulb to expel as much air as possible.
2. Hold suction hose firmly against static pressure source opening.
3. Slowly release air bulb to obtain desired suction, then pinch hose shut tightly to trap suction in
system.
4. After leak test, release suction slowly by intermittently allowing a small amount of air to enter
static system. To do this, tilt end of suction hose away from opening, then immediately tilt it
back against opening. Continue to admit this small amount of air intermittently until all suction is
released, then remove test equipment.
TO APPLY PRESSURE:
1. Connect pressure hose to pitot tube.
2. Slowly squeeze air rulb to apply desired pressure to pitot system. Desired pressure may be
maintained by repeatedly squeezing bulb to replace any air escaping through leaks.
3. Release pressure by slowly opening pressure bleed-off screw, then remove test equipment.
Figure 12-10. Static System Test Equipment

12-18 IN8TRUM~NT8 AND 310 SERVICE MANUAL
RELAT~O 8Y8T~MS
Detail A
Detail B
1. Manifold Pressure Gage 5. Line Assembly (Nacelle Rib to Bracket)

2. Hose Assembly (Gage to Bracket) 6. Hose Assembly (Bracket to Manifold)
3. Line Assembly (Bracket to Fuselage Skill) 7. Intake Manifold
4. Line Assembly (Fuselage Skin to Nacelle Rib) 8. Bracket
Figure 12-11. Manifold Pressure System Installation

310 SERVICE MANUAL INSTRUMeNTS AND 12 -19/12-20
RELATeD SYSTeMS
f. Plug opposite static port and repeat step e. e. Disconnect line assembly (4) from elbow at fuse-
g. Remove cap or plug from static line drain valve lage skin and union at nacelle root rib. Route line
tee. assembly from wing.
h. Connect static line to instruments to the static
line drain valve tee. NOTE
t. Leak check static system in accordance with
testing procedures. It may be necessary to bend the line slightly
to facilitate removal, however, excessive
bending should be avoided to prevent possible
MANIFOLD PRESSURE SYSTEM. damage to line.
The manifold pressure system consists of a dual f. Disconnect line assembly (5) from unions on
manifold pressure gage mounted in the instrument nacelle root rib and bracket (8) and remove line
panel. The manifold pressure lines are routed from assembly from engine compartment.
the intake manifold of each engine to separate con- g. Disconnect hose assembly (6) from union on
nections at the back of the gage. The gage is cali- bracket (8) and intake manifold (7).
brated in inches of mercury, it indicates the absolute
pressure in the intake manifold of each engine.
NOTE
Removal of Manifold Pressure Lines. (See figure Apply a small amount of suitable thread
12-11. ) lubricant to male threads of all fittings
before installation. Slight bending of the
a. Refer to Section 9 and remove engine cowls. manifold pressure lines may be required
b. Refer to Section 3 and remove the following items: to facilitate installation, however, exces-
1. Front seats. sive bending should be aVOided.
2. Front carpet.
3. Lower center upholstery panel.
c. Disconnect hose assembly (2) from manifold Installation of Manifold Pressure Lines. (See figure
gage (1) and bracket. 12-11. )
d. Disconnect line assembly (3) from bracket and
elbow at fuselage skin. a. Install manifold pressure lines by reversing
removal procedures.
Change 2
310 SERVICE MANUAL UTILITY AND 13-1
OPTIONAL SYSTEMS
SECTION 13
UTILITY AND OPTIONAL SYSTEMS
Table of Contents
Page Page
HEATING, VENTILATING AND Removal and Installation of Switches 13-16E

DEFROSTING SYSTEM 13-3 Removal and Installation of Controller 13-16E
Description of Heater and Components 13-3 Rigging 13-16E
Troubleshooting 13-3 YAW DAMPER SYSTEM 1;j-16 F
Electrical Continuity Checks 13-6D Troubleshooting 13-16F
Functional Check of Heater Fuel Supply 13-6D Removal, Installation, Rigging 13-16 F
Removal of Heater (310pO001 to Actuator Centering Adjustment 13-16 F
310Q0454) 13-6D INTERGRATED FLIGHT CONTROL
Removal of Heater (31OQ0454 and On) 13-6D SYSTEM 13-161
Installation of Heater 13-6D 300 and 400 Series 13-161
Disassembly of Heater Components 13-6D 800 Series 13-161
Heater Fuel System Components 13-7 Removal, Installation and Rigging 13-161
Removal 13-7 NAV-O-MATIC 800 AUTOPILOT
Installation 13-7 (310POOOl TO 31OQ0401) I
Cabin Warm Air Vents and Ducting 13-7 Removal and Installation of Autopilot
Removal 13-7 Aileron Cables 13-18
Installation 13-7 Rudder Cables 13-18
Cabin Cool Air Vents and Ductlng 13-7 Elevator Cables 13-18
Removal 13-7 Elevator Trim Extension Cable 13-18
Installation 13-8 Removal and Installation of Pneumatic
Heater Switch 13-8 System 13-18
Removal and Installation 13-8 Removal and Installation of Servos 13-25
Temperature Control 1"3-8 Removal and Installation of Computer 13-25
Removal 13-8 Removal and Installation of Controller 13-25
Installation 13-8 Removal and Installation of
Airflow Controls 13-8 Miscellaneous Components 13-25
Removal 13-8 Rigging of Autopilot Control Calbes 13-25
Installation 13-8 Autopilot Pressure Check and
Air Spill Vent Tube 13-10 Adjustment -13-26
Removal and Installation 13-10 OXYGEN SYSTEM 13-26
SURFACE DEICE SYSTEM 13-10 Troubleshooting 13-27
Troubleshooting 13-10 Maintenance 13-27
Removal and Installation 13-10 Oxygen Cylinder Identification 13-27
Surface Deice System Check 13-10 Bleeding the Oxygen System 13-28
Cold Patch Repair of Deice Boots 13-12 Removal of Oxygen Cylinder-Regulator 13-28
NAV-0-MATIC 400 AUTOPILOT 13-13 Installation of Oxygen Cylinder-
Removal of Control Cables 13-13 Regulator 13- 28
Installation of Control Cables 13-13 Removal of Altitude Compensating
Removal and Installation of Actuators Oxygen Regulator 13-28A
and Computer 13-15 Installation of Altitude Compensating
Removal and Installation of Gyros 13-15 Oxygen Regulator 13-28A
Removal and Installation of Switches. 13-15
Removal of Pressure Gage 13-28A
Removal and Installation of Controller 13-15
Installation of Pressure Gage 13-2flA
Rigging 13-15
Removal of Filler Valve 13-28A
400A NAV-O-MATIC AUTOPILOT 13-16D
Installation of Filler Valve 13-28A
Removal of Control Cables 13-16D
Installation of Control Cables 13-16D Charging 13-31
Removal and Installation of Actuator. Leak Testing 13-31
Computer and Flight Controller 13-16D Servic ing and Inspection 13-32
Removal and Installation of Elevator Inspection Criteria for Oxygen
Trim Follow-Up Actuator 13-16E Cylinders 13-32
Follow- Up Sensor 13-16E Purging 13-33
Removal and Installation of Gyros 13-16E Functional Testing 13-33
Change 8
13- 2 UTIL.ITY AND 310 SERVICE MANUAL
OPTIONAL. SYSTI:MS
Page Pa!,:e
OIL DILUTION SYSTEM 13-33 Blowing Out Pitot Lines 13-44

System Operation 13-34 MINl- 8 STEREO 13-44A
Removal 13-34 Removal 13-44A
Installation 13-34 Installation 13-44A
Removal of Oil Dilution Solenoid Valve 13-34 FIRE EXTINGUISHER. 13-44A
Installation of Oil Dilution Solenoid ENGINE COMPARTMENT FIRE
Valve 13-34 EXTINGUISHER 13-44A
PROPELLER DEICE SYSTEM 13-34B TroubleshoOting 13-44A
Removal of Propeller Deice Boot 13-34B Removal 13-44C
Installation of Propeller Deice Boot 13-34B Installation 13-49
Removal and Installation of Slip Rings 13-35 Removal and Installation of Fire
Brush Holder Assembly 13-35 Extinguisher Thermal Detectors 13-49
Removal and Installation of Brush Holder Removal and Installation of
Assembly and Mount Bracket 13-35 Annunciator Panel 13-49
Inspection and Testing of Propeller Servicing 13-49
Deice System 13-35 EMERGENCY LOCATOR TRANSMITTER 13-50
Removal and Installation of Timer Unit 13-38 Description 13-50
Troubleshooting Propeller Deice System 13-38 Operation 13-50
Removal and Installation of Deice Removal 13-50
Ammeter 13-38 Installation 13-50
Removal and Installation of Antenna 13-50B
Removal and Replacement of Switch and
Removal and Installation of Battery
Circuit Breaker 13-38
Pack 13-50B
PROPELLER UNFEATHERING SYSTEM 13-38 13-50B
Troubleshooting
Removal 13-39 PILOT AND COPILOT MANUAL AND
Installation 13-39 ELECTRICAL ADJUSTABLE SEAT 13-51
Operational Check 13-39
Removal 13-51
THREE BLADED PROPELLER 13-39
Disassembly 13-51
Removal of Propeller 13-39
Installation 13-51
Installation of Propeller 13-40
ALCOHOL WINDSHIELD ANTI-ICE
CESSNA ECONOMY MIXTURE INDICATOR 13-41
SYSTEM 13-54
Removal and Installation of EGT System 13-41
Removal 13-54
Calibration of EGT System 13-41
Installation 13-54
Troubleshooting EGT System 13-41
POWER FRONT SEAT 13-41 Operational Check 13-54
Removal Power Front Seat 13-41 ANGLE OF ATTACK SYSTEM 13-54
Installation Power Front Seat 13-41 Removal of Indicator 13-56
DUAL PITOT SYSTEM 13-44 Installation of Indicator 13-56
Removal of Dual Pitot Tubes 13-44 Removal of Transducer 13-56
Installation of Dual Pitot Tubes 13-44 Installation of Transducer 13-56
Testinf( Dual Pitot Tubes 13-44 Operational Check 13-56
Change 8
310 SERVICE MANUAL UTILITY AND 13-2A /13-28
OPTIONAL SYSTEMS
• HLA TE
rl [L
F-lMP
TO fL E L
SL PPLY LISE
fLEL SLpPLY
SOLDOln
:iTRAI="iER
HEATER
OVERHEAT
, /
rORWARD ~
CI~~~I~ ~g~El ~""'~--i-'
------.---- -CHA\1!1ER
---------,
DEfROSTER ----
----:::::...-------1
OLTLETS
- - - - - - ~-___- I - -
---- ,
--I
~I
I
Ii -------
I
OPES
CLOSED
I
OPES
I
CLOSED
••••
Ol-'E\ Ol-'lS
I I
CLOSED CLOSED
CABI' LE FT (Afij:"- RJGHT
REAR HEATER REAR HEATER
REGISTER REGISTER
=CODl=
(OMBLSTtO~ uPES
•
o COLD AIR
AIR FLO""
CLOSf.O
J¢J {)i'!- ...
LOSEL Jo
LEfT REAR PILOT S
c::J HEA rEu OR ,'OLLJ AIR
AIR VEST AJR \. [\T
{-O~'ILOT ~
RICHT REAR
AJR\l'T Aln vf.'-T
~ ,itt.K \:\1-\[ ()I'!- " OPE'
1 U~U, Jo I'L{)~t-_; . J~
* 310POOOl TO 31~0454
** 31~0454 AND ON
FI~re 13-1. Heating, Ventilating and Defrosting Schematic
Change 6
I
OPTIONAL SYSTEMS
HEATING. VENTILATING AND DEFROSTING SyS- a shutoff valve. a filter and pulsating pump to the
TEM. (See figure 13-1.)
The heating and ventilating system provides control-

solenoid valve- regulator which regulates the fuel
pressure to 7 psi. On aircraft 31OQ0454 and On. the
fuel pump is mounted on the combustion blower motor.
I
led air, either heated or cool, to all areas of the Fuel from the solenoid valve-regulator is routed
cabin. Air is supplied to the heater through a ram through the fuel line assembly to the heater. The
air opening in the nose of the aircraft. From the heater fuel line assembly fitting, at the heater, is
heater, air is ducted to seven controllable heat out- enc losed in a metal housing. The housing is vented
lets in the cabin. Two heat outlets are located at and drained as a precaution against fire in the event
the base of the windshield for defrosting purposes, of a fitting leakage. Fue I routed through the fue 1 line
two are located in the forward upholstery side panels assembly enters the heater solenoid valve which
(left and right) slightly aft of the rudder pedals, two allows fuel to pass through the combustion chamber
are on the aft face of the main spar beneath the spray nozzle. Electrical current is supplied to the
pilot's and copilot's seat. and a direct air outlet lo- combustion air blower, combustion air pressure
cated on the firewall. To insure a sufficient supply switch and ignition coil when the heater switch is
of air when ram air cannot be utilized, a ventilating placed in the HEAT position. When the nose gear is
fan is incorporated in the heater which will de liver in the DOWN position. electrical current is also sup-
either cool or heated air, depending on the heater plied to the ventilating fan. As the combustion air
switch. The electrical circuit leading to the ventila- flow increases. the combustion air pressure switch
ting fan is controlled by the nose gear down indicating closes and actuates the ignition coil and heater sole-
switch which allows it to operate only when the land- noid valve. Fuel then flows through the heater sole-
ing gear is extended. In addition to the ventilation noid valve into the combustion chamber spray nozzle
provided by the heating system, a separate ducting which injects a conical shaped spray cone of fuel into
system routes ram air to four adjustable wemacs; the combustion chamber where the spark plug is al-
two are located on the lower corners of the instru- ready sparking. thus combustion occurs. As the
ment panel and two on the side walls of the aft cabin heated air flowing from the heater to the cabin ex-
compartment. Air in the cabin is not recirculated. ceeds the thermostat setting, the thermostat auto-
Fresh air continually enters the system and cabin air matically closes the solenoid valve, stopping fuel
is continually exhausted into the slipstream through a flow into the heater. As the heater cools. the ther-
spill vent which is located in the baggage compart- mostat opens the solenoid valve. allowing fuel to
ment. flow and combustion takes place since the spark plug
is continually sparking. By cycling on and off. the
heater maintains an even air temperature in the cabin.
Description of Heater and Basic Components. The heater combustion chamber is completely sepa-
rate from the ventilating system to prevent any ex-
The heater is a gasoline combustion type and is haust gases from contaminating the cabin air. All
mounted in the right s ide of the nose section. Fue 1 exhaust gases are vented overboard through an ex-
is routed from a tee in the fuel crossfeed line through haust tube directly beneath the heater.
Troubleshooting the Heater.
HEATER FAILS TO Heater switch or circuit breaker Position heater switch to HEAT or
LIGHT open. c lose circuit breaker.
Low voltage. Connect to auxiliary power supply.
No fuel to system. Turn on fuel shutoff valve.
Insufficient fuel pressure caused by Correct faulty fuel pump wiring or

faulty fuel pump or no pump current. repair or replace fuel pump.
Fuel pump operating but not build- Remove and repair or replace fuel
ing up sufficient pressure. pump.
Fuel nozzle clogged in heater. Remove the nozzle and clean or replace
it.
Heater fuel solenoid not operating. Remove and check solenoid. Replace
it if faulty.
Change ~
I
13-4 UTILITY AND 310 SERVICE MANUAL
OPTIONAL SYST~MS
Troubleshooting the Heater (Continued).
HEATER FAILS TO Fuel lines clogged or broken. Inspect all lines and connections. It
LIGHT (CONT. ) may be necessary to disconnect lines
at various pOints to determine where
the restriction is located.
Fue I filter clogged. C lean fuel filter element.
Defective vibrator (310POOOI to Replace vibrator.

31OQ0454)
Defective ignition assembly. Replace ignition assembly.
Manual reset limit switch open. Press reset button and recheck to
determine reason for switch opening.
Combustion air pressure switch Check for low blower output and cor-
open. (From defective switch or rect it. If switc h is defective, re-
low combustion-air blower output. ) place it.
Cycle switch open. Replace if defective.
Thermostat switch open. Operate control to see if switch will

come on. Replace switch if defective.
Short-circuited radio-noise capaci- Replace capacitor.

tor.
Faulty or burned-out motor. Remove combustion air blower for

overhaul or replacement.
HEATER WILL NOT Open circuit breaker. Reset circuit breaker.

ST ART AND BLOWERS
DO NOT RUN Defective heater switch or wiring. Replace switch or replace wiring.
VE!';!' AIR BLOWER Overheat switch tripped. Reset switch (find cause of overheating)
RUNS BUT COMBUS-
TIOt-: AIR BLOWER Defcctive combustion air blower Replace blower.
DOES NOT ST ART motor.
VEt-:TILATING AIR Heater switch OFF. Broken or loose Turn heater switch to FAN. Check and
BLOWER FAILS TO wiring to motor. repair wiring.
Rei"
Circuit breaker out. C lose circuit breaker.
Worn motor brushes. Replace motor brushes.
Blower wheel jammed. Remove and repair the ventilating-air

blower.
Motor burned out. Remove blower assembly and replace

defective motor.
f)e fective radio-noise capacitor. Replace capac itor.
CO:vtRL'STION AIR Faultv wiring to motor. Inspect and rpplacp faulty wiring.
II I .o\VE n F ,-\ 11.<: TO
RL'N P'Jor ground coencct ion. Tighten ground screw.
W'Jrn mutor hrtlsh('s. Replac!:' motor brushes.
Change 3
310 SERVICE MANUAL UTIL.ITY ANO 13-5
OPTIONAl.. 8Y8T~M8
!cOW-BUSTION AIR Blower wheel jammed. (Usually Overhaul the combustion-air blower.
BLOWER FAILS TO indicated by hot motor hous ing. )
RUN (CONT.)
BOTH BLOWERS RUN Defective spark plug. Replace plug.

BUT HEATER FAILS
TO START Obstruction in comb. air passage. Remove obstruction.
Defective ignition coil. Replace coil.
Defective solid state ignition unit. Replace ignition unit.
Open circuit in thermostat. Replace thermostat.
Defective solenoid coil or clogged Replace nozzle holder and solenoid

nozzle. assembly.
Open circuit in duct limit switch. Replace switch.
Defective fuel pump. Replace or overhaul pump.
Remote solenoid closed. Repair or replace solenoid.
Open circuit in radio noise filter. Replace filter.
Airflow switch open. Recalibrate switch or correct cause of

low comb. air flow.
HEATER STARTS Lack of fuel at heater. Check fuel supply through all compo-
THEN GOES OUT nents from the tank to the heater.
Make necessary corrections.
Defective combustion-air pressure Replace switch assembly.

switch.
Damaged overheat switch. Replace the switc h.
Damaged cycling switch. Adjust or replace the switch.
Fouled spark plug. Replace spark plug.
HEATER FIRES BUT Insufficient fuel supply. Inspect fue I supply to heater. inc luding
BURNS UNSTEADILY shutoff valve. solenoid valve. fuel fil-
ter. fuel pump and fuel lines. Make
necessary repairs.
Spark plug partially fouled. Replace spark plug.
Loose primary connection at ignition Tighten connection.

assembly.
Faulty vibrator. Replace vibrator.
Combustion-air blower speed fluc- Remove and overhaul the combustion-

tuates. (Can be caused by low fluc- air blower assembly as required.
tuating voltage. loose blower wheel,
worn brushes or defective motor. )
Hil,h- voltage leak in lead between Replace ignition assembly.

ignition assembly and spark plug.
Change 3
I
OPTIONAL SYST~MS
HEATER FmES BUT Defective i~nition assembly. Replace ignition assembly.

BURNS UNSTEADILY
(CONT. ) Restriction in fuel nozzle orifice. Re move nozz Ie for c leaning or rep lac e-
ment.
Nozzle loose in retainer or pro- Tighten or replace the nozzle as re-

truding improper spray angle. quired.
HEATER BURNS BUT Defective thermostat. Replace, or adjust thermostat.

THERMOSTAT WILL
NOT CONTROL TEM- Defective fuel solenoid. Replace solenoid.
PERATURE
OUT LET Am TEM- Insufficient vent air. Increase vent air flow.
PERATURE TOO
HIGH Defective thermostat. Replace. or adjust thermostat.
OlJTLET Am TEM- Excessive vent air flow. Reduce vent air flow.
PERATCRE TOO
LOW Defective thermostat. Replace. or adjust thermostat.
Defective duct limit switch. Replace, or adjust switch.
Low fuel pressure. Repair. or replace pump.
Dirty fuel nozzle. Replace nozzle.
HEATER TRIPS OVER- Defective overheat switch. Replace switch.

HEAT SWITCH
Defective duct limit switch. Replace. or adjust duct limit switch.
~:vl0KING HEATER Defective nozzle. Replace nozzle.

EXHAL'ST
Slow combustIun blower. Replace combustion motor.
LE'akin~ soienlJid \·alve. Repair valve.
HEATER ilOPS OH Leakin~ solenoid. Repair valve.

LA:,C':'; \\llE~ ST AnT-
1';(; (lH ('YC U:\G IXlayed i~itif)r. caused by inter- Replace sparking plug - check cui;.
mittent sp3rk. ignition lInit
Defectiv,o fuel nuzzle. Replace nozzle,
f.'··'.Tru ji, ,''''- Lunse hur,'~r a",s.'mblv muunting T ighten ~lf)unting sc rews.
l:t;:-:TiOi' \:C'(Si~ G\ o;crp\\,'i.
H E.-\'T"EB
!)decti \'f I~(''l L.le. Replace nf'zzle,
F·.:..[ s()k;~:)id \'ai'-.'p in tv Iter "tuck Remm'e fmd replace sole~"id J5sf''l~bl:·.
\ p\:~ I.
RepLu:e the heater switch.
( ' i f 1lE.-\TFj· CiT- ·)mbusti .f, ".r ,<:JDillv is l"w. Perform functional check of air pres-
P- i \- ::1C:~ .\ T;~ sure switch with vultnllcler.
'; - j l-} I~":
l
ReplaCE' pre !Os ur(' ,,'.vite h,
I
~--~------~-"------~--------------~------------------~
Chant;e 3
310 SERVICE MANUAL UTILITY AND 13-6 A
OPTIONAL SYSTEMS
INSUFFICIENT MaUunction in heater fuel supply. Perform checks in accordance with

HEATER OUTPUT functional check of heater fuel supply
AT HIGH AIR and heater fuel nozzle. Replace com-
SPEEDS ponents as necessary.
HEATER OPERATES Insufficient combustion air. Check ducts for obstruction.

ON GROUND, BUT
NOT IN FLIGHT Check blower motor for proper speed.
Check fan blades for damage and freedom

of rotation.
Weak ignition. Check spark plug. A good ignition sys-

tem check may be performed by using a
long reach automotive spark plug opened
up to a 3/32 inch gap. If the ignition
system is operating properly the spark
in this gap will ignite a business card or
a manila tag.
NOTE
Heater spark plug will not work

for this check, due to the annular
spark gap.
Check ignition unit.
Lack of fuel. Check power to heater solenoid terminal

(#8). If no voltage is present, check
thermostat calibration, air flow switch,
and cycling switch.
Check fuel pressure between fuel pump

and heater. Refer to Cessna Heater
OverhauL Parts Manual.
Check fuel supply to pump (remote sole-

nOid, filter manual valves, etc. ).
Refer to Cessna Heater and Components

OverhauL Parts Manual and perform Fuel
Nozzle and Solenoid test.
HEA TER OPERATES Poor thermostat operation Check thermostat calibration and free-
IN FLIGHT, OUTPUT dom of movement.
IS LOW
Poor fuel atomization in burner. Check fuel pressure to heater.
Refer to Cessna Heater and Components

Overhaul! Parts Manual and perform Fuel
Nozzle and Solenoid test.
Change 6
I
13- 6 B UTILITY ANO 310 SERVICE MANUAL
OPTIONAL SYSTEMS
\ 14
310POOOl TO 310Q0454
l. Support -.. Hose 15. Strap

2. ~tr::p Assf'n:I):'. H. \','nt Air Inlet Line 16. Heatcr AssemlJlv
3. (_. ·)miJustion Air 13101" r G. FlH'1 InlC't Shruud 17. Inlet Assemblv
.Inrl \11)'''1' ASS"m1Jiv jll F~:,· i Lint- As~ t' muh' 18. Blol\('r Inlet Tube
4. Support .·\ssf'nll;iv 11 F\lf,j D!'.1i 11 Li Ilt' 19. C l<tmps
c) f3 I. )1\' ,. r Outh,t T,jllt· 12 ~Ltmp 20. Hp:1t Control Asscmhlv
fi. e Lt::lp J:l. Rim :\tr Inlt1t II (IS (' 21. Vibrator I
14. Drain Linc
Fic:u!'" 13- 2. IIf':lt('!, InstalLttion
e hange 3
I
310 SERVICE MANUAL UTILITV AND 13-6 C
OPTIONAL SYSTEMS
2 3
---4
------:5
i
/ /~-,,-----10
...
'.
~
/
"
"
14
/J
13 12 11 6 9
310Q0454 AND ON
t. Cumbustion Air Blower Assembly 8, Clamp 15. Clamp

2. Strap Assembly 9. Blowe1' Inlet Tube 16. Ram Air Inlet Hose
3, Vent Air Inlet Line 10, Inlet Assembly 17. Vent Air Inlet Line
4, rue I Inlet Line It. Vent Line 18. Clamp
), Fuel Pump Assemblv 12. Shroud Vent Line 19. Fue I Inlet Shroud
fl. Fclel Pump Vent Line 13. Drain Line 20, mower Outlet Tube
-, , lIeat Control Assembiv 14. Vent Air Inlet Line 21. Fue I Line
Fit;ure 13- 2A. Heater Insta Ilat ion

Change 3
13-60 UTILITY ANO 310 SERVICE MANUAL
OPTIONAL SYSTfMS
Electrical Continuity Checks. J. Remove four screws and c lamp attaching heater
assembly (16) to heater control assembly (20l.
I
For electrlcal continui ty check. refer to Sec tion 14
and Heater and Components Overhaul/Parts Manual. t-.'OTE
Functional Check of Heater Fuel Supply To facilitate removal of blower and motor
assembly (3), remove blower inlet tube (18)
a. Heater Fuel Supply. Install a pressure gage in and outlet tube (5) from blower by removing
the heater fuel supply line (between the heater fuel attaching nuts and bolts.
pump and heater). Start the heater and observe
pressure gage. it should indicate 7 to 8 psi. If this k. Remove c lamp retaining ram air inlet hose (13)
pressure is low, check: to forward inlet of heater assembly and disconnect
1. Heater Fue 1 Shutoff Valve (located in right wing hose.
leading edge at station 38. 16 - check that valve is L Remove heater assembly (16) from aircraft by
open. working out through nose wheel well.
2. Heater Fuel Pump - with a supply source to the
pump (inlet hose in a container of fuel), pump output
should be 7 to 8 psi. Replace fuel pump if defective. Removal of the Heater. (See figure 13-2A. )
3. Heater Solenoid Valve (remote valve in wing (31OQ0454 and ON)
right-hand leading edge) - check that solenoid valve
is open. Replace valve if defective. a. If (optional equipment) radio shelves and radio
4. Heater Fuel Pump Filter and Lines - clean fil- equipment are installed, remove as follows:
ter and check lines for obstructions. 1. Tag assemblies and remove radio equipment.
2. Drill out rivets attaching angles and angle
assemblies to nose bulkheads.
Removal of the Heater. (See figure 13-2. ) 3. Work radio shelves out of nose section through
310POOOI to 310Q0454 the nose wheel well.
b. Tag and disconnect electrical wires from the
a. If (optional equipment) radio shelves and radio heater terminal strip. Disconnect heater case
equipment are installed, remove as follows: ground wire.
1. Tag cable assemblies and remove radio equip- c. Loosen clamps and slide hoses from fuel Inlet
ment. shroud (18).
2. Drill out rivets attaching angles and angle d. Loosen clamp (18) and separate shroud halves
assemblies to nose bulkheads. by removing two attaching screws.
3. Work radio shelves out of nose section through e. Disconnect fuel line (21) from heater fittlng.
the nose wheel well.
b. Tag and disconnect all electrical wires from the CAUTION
combustion air blower motor (3) and from heater
terminal strip. A small amount of fuel will ctrain from fuel
c. Loosen clamps and slide hoses from fuel inlet line. Wipe away fuel With rags.
shroud (9).
d. Loosen clamp (6) attaching fuel inlet shroud to r. Disconnect combustion air blower outlet tube (20)
heater assembly (16). separate shroud halves by re- from heater.
moving two attaching screws. g. Disconnect drain line (13).
e. Disconnect fuel line assembly (10) from heater h. Remove vent lines (3, 6, 11, 12 and 17).
assembly (16) at the fitting. l. Remove ram air Inlet duct (16) by removing
clamp (15).
CAUTION j. Remove heater control assembly (7) by removing
clamp (8).
A s mall amount of fue 1 will drain from fue I k. Remove heater assembly from aircraft by work-
line assembly (10). Wipe away fuel with rags. Ing out through nose wheel well.
f. Disconnect combustion air blower outlet tube (5) Installation of Heater. (See figure 13-2. )
from heater elbow by removing attaching nut and bolt.
g. Disconnect combustion air blower inlet tube (18) a. Install in reverse order of removal.
from inlf:t assembly (17) by removing attaching nut b. If optional radio shelves were removed, install
and bolt. in reverse order of removal.
h. On the underside of heater assembly, loosen
I
NOTE
support clamp and disconnect drain line (14) from
heater assembly (16). On installation ensure drain and vent lines are
i. Remove four screws attaching clamp (2) to sup- installed to provide a positive drain slope.
port assembly (4) and remove combustion air blower Disassembly and Assembly of Heater Components.
and motor assembly (3) from aircraft through RH
nose acc ess door. For disassembly and Assembly of heater components,
see Cessna Heater and Components Overhaul/Parts
Manual.
Change 9
OPTIONAL 8Y8TE:M8
Heater Fuel System Components. heat ducts by removing attaching screws.

c. Remove forward floorboard carpeting in accord-
These components are a shutoff valve, fuel pump, ance with Section 3.
solenoid valve and a filter, mounted on right wing d. Remove applicable access covers and loosen duct-
nose rib, inboard of station 38. 16. The fuel pump ing clamps securing right and left warm air ducting
supplies fuel pressure through the filter to the sole- to the heat ducts and the heat control assembly.
noid valve, which in turn regulates fuel pressure e. Remove right and left cover plate rubber shields
that is supplied to the heater. On aircraft 31OQ0454 and work right and left rear seat ducting out through
and On, the fuel pump is mounted on the combustion the nose wheel well opening.
blower motor. If an overheat condition exists in the
heater, the heater fuel pump and solenoid valve will Installation of Cabin Warm Air Vents and Ducting.
automatically be shut off. (See figure 13-3.)
NOTE a. Work right and left rear seat ducting in through

nose wheel well opening and replace right and left
Heater fuel pressure is regulated by the sole- cover plate rubber shield.
noid valve which has been preset by the man- b. Secure right and left ducting clamps to the heat
ufacturer. If it becomes necessary to adjust ducts and heat control assembly, replace access
heater fuel pressure, see Cessna Heater and covers.
Components OverhauVParts Manual. c. Replace forward floorboard carpeting in accord-
Removal of Heater Fuel System Components. d. Replace right and left warm air registers by
positioning over heat ducts and securing with screws.
a. Remove access hole covers from lower leading e. Replace copilot's seat in accordance with Sec-
edge at right wing statton 38. 16. tion 3.
b. Close heater fuel shutoff valve.
c. Disconnect electrical leads from pump and sole-
noid valve, disconnect and tag all fuel lines to insure Cabin Cool Air Vents and Ducting.
proper reinstallation.
Fresh cool air is routed through the ventilating duct-
NOfE ing and expelled through individual we mac valves
positioned by each seat. These wemac valves are
On aircraft 310Q0454 and On, the fuel pump individually controlled to regulate the amour.t of
is mounted on the combustion blower-motor fresh air entering each position.
assembly.
d Remove bolts attaching pump, filter, and sole- Removal of Cabin Cool Air Vents and Ducting. (See
noid valve to wing nose rib, route components from figure 13-3.)
wing.
a. Loosen clamps securing forward air vent duct-
Installation of Heater Fuel System Components. ing to air vent tees and forward air vent adapters.
Remove ducting from behind the instrument panel.
a. Install In reverse order of removal b. Remove forward air vents and forward air vent
b. Move shutoff valve to ON pOSition. adapters from the stationary instrument panel, by
c. Conduct operational check and check for fuel removing the four attaching screws and nuts.
leaks. c. Loosen clamp securing each end of cool air
d Install access covers. supply duct and work duct forward and remove.
d. Loosen clamp securing right warm air duct at
Cabin Warm Air Vents and Ducting. (See figure each end and remove duct.
13- 3. ) e. Loosen clamps securing crossover duct to air
vent tees and remove duct.
The cabin is heated by five warm air vents. The f. Remove front and rear carpets in accordance
warm air Is routed through warm air ducting and with Section 3.
expelled through the heat registers and the forward g. Remove upholstery side panels in accordance
cabin direct outlet. These registers are controlled with Section 3.
by knobs on the right switch and control panel They h. Remove outboard access hole covers and cover
also have individual air control knobs which regulate plates from floorboards by removing attaching
the amount of warm air entering the cabin through screws.
the register. 1. Loosen clamps at the aft end of right and left
floorboard ducting and work ducting with supply duct
Removal of Cabin Warm Air Vents and Ducting. (See tee and left air vent tee attached, forward and out
figure 13- 3. ) through routing holes in forward cabin bulkhead.
j. Loosen clamps at each end of aft air vent ducting
a. Remove copilot's seat in accordance with Sec- and remove ducting.
tion 3. k. Remove aft air vent adapters by removing the
b. Remove right and left warm air registers from attaching screws.
Change 6
I
13-8 UTIL.ITV ANO 310 SERVICE MANUAL
OPTIONAL. SVSTeMS
Installation of Cabin Cool Air Vents and Ducting. Removal of Temperature Control.
(See figure 13-3.)
a. Loosen screw securing control wire to thermo-
a. Attach forward end of left floorboard duct to air stat actuating arm.
vent tee and work duct into position through routing b. Remove clamp securing coil wire housing to the
hole in forward cabin bulkhead. Secure duct tC' floor- thermostat.
board adapter with clamp. c. Remove control knob by removing knob set screw.
b. Attach forward end of right floorboard duct to d. Remove nut securing temperature control as-
supply duct tee and work duct into position through sembly to the stationary instrument panel. Slide
routing hole In forward cabin bulkhead. Secure duct temperature control assembly forward unlil free of
to floorboard adapter with clamp. stationary instrument panel and then aft beneath
c. Position aft air vent adapters and secure with stationary panel untll coiled wire housing is removed
attaching screws. from forward cabin bulkhead.
d. Install aft air vent ducting and attach to aft air
vent adapters and secure with clamps.
e. Install Side panels in accordance with Section 3. Installation of Temperature Control.
f. Install front and rear carpet in accordance with
SectIOn 3. a. Route temperature control wire housing throu~h
g. Install forward air vents and forward air vent forward cabin bulkhead and attach to thermostat With
adapters and secure with attaching screws and nuts. attaching clamp.
h. Install forward cool air supply duct and attach to b. Insert temperature control assembly through
nose duct adapter and supply duct tee with clamps. hole In stationary instrument panel and secure WIth
\. Install crossover duct and attach to the air vent nut.
tees with clamps. c. Place control knob on temperature control as-
sembly and secure with set screw_
d. With control knob turned to the LOW position and
H~Jter SWitch. the thermostat arm forward, secure arm to the con-
trol wire by tightening clamp screw.
The neater fan IS controlled by a three-positIOn tog-
~lt'
I switch located on the Instrument panel. The posi-
tions of the sWitch are HEAT. OFF and FA:-.I. The
HEAT pO~lt\On starts and mamtams heater operation,
AIrflow Controls.
d~lIveflng warm Jlr to all h~at and defrosting outlets.

The OFf position allows tii!' heater ducting to be used Removal of Airflow Controls.
as a ':fll:tlatlnc: system whlie the aircraft IS in flight.
The ~-A:-'- position provides ventllating air to the cabin a. Loosen clamp and nuts secul'lng control wircs to
whl!'- th~ aircraft IS IJn th~ ground. the cabin air defroster valve arms.
b. Work cabin air control coiled wire housing from
routing bracket.
c. Work defroster control coiled wire hOUSing from
Renwval and InstalbtlOn of Heat~r Switch. routing bracket supportin~ it to forward cabll1 bulk-
head.
Rflllluve and replace heater SWitch In acc<lrdance d. Loosen nuts securing control assemblies tl) low-
With SectIOn 14. er Instrument panel and slide assemblies ait through
lllounting holes.
Tl'n'perature Control.
Installation of Airflow Cuntruls.
The t,'mperature (,mtr,)l IS located below and slightly
t() th, ldt 1)1 thl' right cl)ntn,l c"lumn. It is a rotary a. Insl'r! control ;l,;scn,blles through mounting
type hnub and IS labeled TE;'I.tP CONTROL, LOW holes In lowcr instrument panel.
('·'iUl1tl·n·!-J,k\\ .s(' \l'JSltllil1). ~lnd MAX (clockwise b. Shde lockwashers and nuts over coliI'd wire
p(,slilUn). Cl,., kWlse ;'I)tatl()n ()f the tcmperaturc housings and secure control a,;semblies to lower
cunt)")1 knlJb :ncrC'ascs rabin temperature and instrument panel by tl~htening nuts onto threaded
c()ulOterclu('kw.se rotallun d"creases It. This knob fittings on control ends.
I~H;('ilal1l('ally (,t:ntr"ls the setting of a thermustat c. Route defroster control through bracket on for-
Iucl:ui \\ltl11n tile 'Jutlet .hlapter Just alt of the heater. ward cabin bulkhead, and cabin air control through
Th,; thermustat In turn cycles the heater to mainl3.in routing bracket.
the l'abll~ tl'I1lpLratun' setting sclected With the COIl- d. With control knobs locked In the CLOSED POSI-
trol knob. tiun and plenum chamber vain's closed. in,;ert the
control wIres through the \'a1\'e actuating arm
If this SWitch i~ sct for Krot.;nd operating comfort, it damps and sccure by tighlPllIng clamp nuts.
may be necessary to reset It after airborne, since
ram air will Il1crease the ventllating airflow and
heater output.
Change 6
I
OPTIONAL SYSTeMS
Detail A
6 7
12
9-
/
a
Detail B
]01430]h
A]01410:'7
14
Detail D BI014201.'
(10 ]4:'0 1:
Detail C 15 lJ101430]6
1. Clamp 7. Heat Control Assembly 12. Grill

2. Cabin Air Spill Tube 8. Outlet 13. Knob
3. Adapter 9. Arm Assembly 14. Heat Outlet
4. Wemac Valve 10. Adapter 15. Valve and Rod .\ssemblv
5. 'Jose Inlet .\dapte r 11. Valve 16. Grill .
6. Clamp 17. Knob
Figure 13-3. Heating, Ventilating and Defrosting System Installation
Change 8
I
310 SER VICE MANUAL
13-10 UTILITY AND
OPTIONAL SYSTEMS
Air Spill Vent Tube. engine nacelle to provide an aId In obserVing Ice for-
mations dUrIng mght operatIOn.
Removal and Installation of All" Spill Vellt Tube.
(See figure 13-3.) Opcration of the delong system is through six-secund
delay action control. labeled WING DEICE ACTUATE,
a. Refer to Section 3, remove rear upholstery located on the left hand Instrument panel. When the
panels. control is positioned to ACTUATE, the control valve
b. Loosen clamps (1) and remove cabin air spill closes Its overboard air valve and redirects the air
H'nt tube (2) by sliding from upper and lower adapters. from the pressure Side of the vacuum pump throu~h
c. Install cabin air spill vent tube (2) by reversing a filter, shuttle valve and intu the deice boots for
removal procedures. the inflation cycle. After the sIx-second inflation
cycle is complete, the system returns to its off po-
sition. Every time an InflatIOn cycle is deSired, the
SURFACE DEICE SYSTEM. control must be momentanly positioned to ACTUATE.
After a six-second Inflation IS completed the defla-
The optional ll~ht-wei~ht delCln,; system consists of tion cyc Ie begins. Air pressure returns through the
mflatable rubber deice boots cemented to the leading system and overboard through the control valve.
I
l'd~es ()f the oute r w in~ pane Is and hOrizontal stabi- When the shuttle valve has less than 1 psi against it,
!Izers. All' for IIUlatlon of the boots is supplied by it closes and the vacuum side of the vacuum pump
the pressure sldc of the vacuum pump. A left wing holds the boots in a deflated position. The pressure
ll~ht is Incorporated on the outboard side of the left indicator light (amber) should light when the control
IS moved to ACTUATE and the system reaches 10 psi.
Troubleshooting Surface Deice System.
DEICE BOOTS DO NOT Pressure regulator valve set too Reset or replace pressure regulator
INFLATE OR INFLATE low or valve malfunction. valve.
SLOWLY
Solenoid valve malfunction. Replace solenoid valve.
Shuttle valve malfunction. Replace shuttle valve.
Loose or missing gasket. Tighten fitting (Jr replace gasket.
Loose or faulty hose. Replace hose.
Loose or faulty Wiring. Tighten or replace WIrIng.
NOTE
If the vacuum pump malfunctions, this system Will not operate.
DEICE BOOTS DO ;-';OT Solenoid valve or control valve Replace val \·c.
DEFLATE OR DEFLATE malfunction.
SLOWLY
Relll()Val and InstallatIOn uf Surface Deice System. 4. POSitIOn deice control to ACTUATE and repeat
(See fih'Ure 13-4.) step 3.
5. If indicator light does not function in step 3 and
a. For remuval and lI1stallJ.tlun of deIce system 4. the circuit breaker may have opened. Check for
refer to fih'Ure 13-4. short 111 the system. Reset Circuit breaker and re-
check step 3.
b. AIr Leakage Test:
Surfa('£' Du\c Svstelll Chpck. 1. ThIS test can be performed in eIther the left or
fl~ht nacelles. The follOWIng steps refer to the left
,l. EicclrIcal Tpst: nacc lie.
1. r 151tl"l1 deice ("JI1trul tu OFF pUSltlOl1. 2. Discunnect pressure hose from the control
2. P"Sltllll1 :llr<-rait b:1t\('I"': SWitch to ON p"sltlOn. val\'E' Inlet fitting.
3. Press lndlcatur llc;ht tIl check !q..;ht Circuit and 3. Disconnect tube from overboard port and cap
bulb. the purt With 3.n AN929-10 C3.p assembly.
I
OPTIONAL SYSTEMS
"-'~
-:t.~_TO LEFT
('-------....." :, _~- STABILIZER BOOT
\ "-/~~)J
\ ~-~~~~--------
'~ ~bt 2
rJ...~TORIGHT
Detail A STABILIZER
BOOT ~3
,.-----
,~ ----- -------- ')
~ '~..:rl.. ~
4 ~h--~4\og
5------:- , :<9 •
. j"J:t -" - : Detail C

Detail B _::-' _-- ------ TO ENGINE VENT
TO RIGHT WING TO EXISTING ,,/ ~ 12

V ACUUM SYSTEM/, _ / , 'q /
~ ~/ ~'_ ,~~QJ
~ '=. ~'
I ./
t!
lS--i;1 . ~~ -
~ l ~3~, ~-~~
~
~GJ ~ TO ENGINE OIL
15------'-·V~~~,~'( SCAVANGER PUMP
2. v.f~~ Jil
B
,\.,.~
~/ '\ Detail D
CJ;~>-~" 14
f.//>-~
,.t- 0
''-..lQJJ ~
1. Tee 6, Pressure SV.iltch 12. Vacuum Pump

2, Aft Tailcone Line 7. Fuselage Line (Cross to Wing) 13. Oil Separator
3, Forward Tallcone Line 8, Wing Line (To Nacelle Tee) 14. Pressure Control Valve
4, Center Fuselage Line 9, Tee 15. Air Filter
5, Cross 10, Wing Line (To Wing Boot) 16, Shuttle Valve
11. ~acelle Line
Figure 13-4. Surface Deice InstallatIOn

OPTIONAL SYSTEMS
4. Connect a source of clean air to the control the center adhering first, then work the remainder
valve Inlet port. It IS necessary that the Inlet pres- of the patch down, being careful tu avuld trappIng
sure be a ITllfllmUm of 10-20 PSIG to perform thIS air pockets.
test. Include a pressure ~a,..o;e In the aIr hne to ob- 7. Roll the patch thorou~hly WIth a stitcher-roller
serve the system pressufl's. (Part Number 3306-10) and alluw to set for ten to
5. .~pply 18 PSIG pressure to the systen. and by fifteen minutes.
means of a hand-operated valve, trap the pressure 8. Wipe the patch and surruund1l1g area frum the
on the deice system. Observe the system for leak- center of the patch outward. With a cloth slightly
age. The leakage rate should not exceed a pressure dampened With soh·ent. '
drop of 4.0 PSIG per nllnute. 9. Apply une light coat of \-56-13 conductIve
6. To check the pressure SWItch, turn on the alf- cement (Part Number 3306-13) to the patched area.
crait battery sw1tch whlle the deIce system IS under NOTE
prpssure. The indicator lisht should glow. Satisfactory adheSIOn should be obta1l1ed 111
7. Remove test equIpment. lubncate all threads. four hours; however, If the patch is allowed
and replace all system corr.ponents. to cure for a m1l11mUm of 20 minutes, the de-
8. Dlsassemblv or rework of the operating equlp- Ice boots may be inflated to check the repaIr.
nll'nt In thIS system should not be attempted, re-
place any umt whIch does not functlOn correctly. b. Damage to Tube Area. This type of damage con-
SISts of cuts, tears. or ruptures to the inflatable tube
Cold Patch Repair of DeIce Boots.
area and a fabriC reinforced patch must be used for
thiS repaIr. Damage to the tube area should be re-
T,lere are four types or areas of damage that are
paired as uuthned below:
must cumnlon tu the deice boots. An outline of the
1. Select a patch (Part Number 3306-4 3306-5
cold patch repaIr procedure for each follows:
or 3306-6) of ample size to extend at lea~t 5., 8 In~h
beyond the damaged area.
NOTE NOTE
When repairing the deicer boots and replace- If none of these patches are of proper Size,
ment layers are being installed, exercise one may be cut to the size desired frorr, one
care to prevent trapping air beneath the re- of the larger patches. If this is done the
placement layers. If air blisters appear edge should be beve led by cutting with the
after material is applied, remove them with shears at an angle. These patches are
a hyperdermic needle. Should air blisters manwactured so they wlll stretch in one di-
appear aiter buots have been installed, for a rection only. Be sure to cut the patch se-
length uf time. it IS permissible to cut a slit lected so that the stretch IS in the WIdthWise
direction of the inflatable tubes.
in the deicer buot, apply adhesive and repair
in accordance with the fullowing cold patch
repal r procedures. An alte rnate method of 2. Clean the area to be repaIred with a cloth
dampened slightly With solvent.
repair is to peel the deIcer boot back using
3. Bwf the area around the damage with steel wool
Ketone solvent, and reapply using normal
so that area is moderately but completelv rou.Thened.
adheSives
4. Wipe the bwfed area clean with a cl'oth sllrThtlv
a. Sewf ()r Surface Dama;.>:e. ThIS type of damage dampened 111 solvent to remove all loose parllcl~s ..
IS the must cI)mmunl\' encuuntered and IS usually 5. Apply one even thorough coat of cement (Part
clusl'd by sl'wlln~ the I)uter surlace 01 the deIce Number 3306-16) to the patch and the corresponding
bUllts whlie uSln~ sell folds. rdudln,..o; hoses. ladders. dama:..;ed area of the deice boot, Allow cen:ent to set
until It becomes tacky'.
t'te. [tepalr IS ~enerJ.ll\ not necessary because the
thick I)uter I'("ne'er prm';des prutectlOn'tu the n.ltural 6. ,\pply the patch 'to the deice boot with the stretch
rubber underneath, U the scwf IS severe and !las in the wldthl';jse dlrectlUn of the Inflatable tubes
stlckll1g edge of patch In place first and workll1g're-
caused remuval ()f the ('ntlre tlllckness uf veneer
(expusln~ the brown natural rubuer underneath) the
malnciPr dO\lm With a "ery slight pulhng actlUn so the
dalllac>;e should be repal red as lJutllned be low: rupture IS closed. Use care not to trap aIr between
patch and deice surface.
1. Select a patch (Part ~umber 3306-1, 3306-2.
or 3306-3) uf ample SILl' tu cuver the dama~ed area. 7. Roll the patch thoroughly witn a stitcher-ruller
2. Ckan the arpa tu be repaIred With a cloth (Part ~~umber 3306-10) and allow to set for ten to
flfteen mInutes.
dampened sll~htly WIth suln'nt.
3. 13wf the area aruulld the damage With steel 8. WIpe the patch and surrounding area. from the
w<)f)l so that thl' J.rC:l IS mlJd('ratelv but completely center of the patch outward, WIth a cloth slicrhtlv
dampened WIth solvent. " .
I'11u!.!;hencd.
4. Wlj)(' the buffed area clL-an WIth a cluth sll:..;htly 9. Apply one light cuat of A-56-B conductll'e
dampened In SlilVc'llt tf) f('lllfi\'" all If)lIs!' particles. cemellt (Part :\umber 3306-13) to restore conduc-
), ApplY .m,' ('ven tnur',u,:;h coat oj l'Pllwnt (PJ.rt
t I \"l t \"
:\ul1lb,'(' 3306-16) tl) th,- pJ.tl'l1 ~llld tf) tIl(' cl>ITPspund- :--;OTE
In:..; dal1l:l.';ect arl'.1 • .j 1 iH dCII'l' 1;')I)t. AIII)\\ ,"'I11('nt
III "t"t Ul1tt! It b,'('fJl111':-i LII'!;';. S.ltl:-ifa('[c'l"\' ~ldh(,SII)J1 of patch to deice boot
6, Apply p~tt( h t'i 11](' dCI"" I;f,"t '.\Ith an ed:..;p rrr snuuld bl' reachc,d III four huurs: howel·er.
310 SERVICE MANUAL UTILITY AND 13-12A/13-12B
OPTIONAL SYSTEMS
If the pitch is allowed to cure for a minimum ment (Part Number 3306-13) to restore conductivity.
of 20 minutes, the deice boots may be in- d. Damaged Veneer - Loose from Deice Boot. If
flated to check the repair. the veneer should become loosened from the deice
boot, repairs should be made as outlined below.
c. Damage to Fillet Area. This includes any tear s 1. Peel and trim the loose veneer to the point
or cuts to the tapered area aft of the inflatable tubes. where the adhesion of veneer to the deice boot is good.
Damage to the fillet area should be repaired as out- 2. Roughen the area in which veneer is removed
lined below: with steel wool, rubbing parallel to cut edge of ve-
1. Trim damaged area square and remove excess neer ply to prevent loosening it.
material. Cut must be sharp and clean to permit 3. Taper edges of veneer down to the tan rubber
good butt jOint of inlay. ply by rubbing parallel to the edges with steel wool
2. Cut inlay from tapered fillet (Part Number and solvent.
3306-7) to match cutout area. 4. Cut a piece of veneer material (Part Number
3. Using solvent, loosen edges of the deice boot 3306-9) to cover the damaged area and extend at
around area approximately 1-112 inch from all edges. least 1 inch beyond in all directions.
4. Clean the area to be repaired with a cloth damp- 5. Mask off an area 1/2 inch larger in length and
ened slightly with solvent. width than the size of veneer patch.
5. Lift back edges of cutout and apply one coat of 6. Apply one coat of EC-1300 cement to the dam- I
I
EC-1300 cement to the underneath side of loosened aged area and one coat to the veneer ply. Allow ce-
portion of the boot. ment to set until it becomes tacky.
6. Apply one coat of EC-1300 cement to the wing 7. Roll the veneer ply to the deice boot with a
skin underneath the loosened edges of the deice boot 2-inch rubber roller, applying a slight tension on the
and extending 1-1/2 inch beyoI)d edges of deice boot veneer ply when applying to prevent trapping air.
into the cutout area. 8. Wipe the patch and surrounding area, from the
7. Apply second coat of cement to underneath side center of the patch outward, with a cloth slightly
of deice boot as outlined in step 5. dampened with solvent.
8. Apply one coat of EC-1300 cement to one side of 9. Apply one light coat of A-56-B conductive ce-
a 2 -inch wide neoprene coated fabric tape (Part Num- ment (Part Number 3306-13) to restore conductivity.
ber 3306-8) and allow to dry and trim to size.
9. Reactivate cemented surfaces with solvent and
apply reinforcing tape to wing skin, using care to Replacement of Surface Deice Boots.
center tape under all edges of cutout.
10. Roll down tape on wing skin with stitcher- a. Remove wing tip tank front fairings.
roller (Part Number 3306-10) to assure good adhe- b. (LH wing only) Remove four screws securing the
sion, being careful to avoid air pockets. stall warning transmitter.
11. Apply one coat of EC-1300 cement to top sur- c. Refer to Removal and Installation of Propeller
face of tape and allow to dry approximately' 5 to 10 Deice Boots procedures and remove and install deice
minutes. boots.
12. Reactivate cemented surfaces with solvent. d. Install stall warning transmitter screws on left
Working toward cutout, roll down the edges of the wing.
loosened deice boot, being careful to avoid trapping e. Replace tip tank front fairings.
air pockets. The edges should overlap on the tape
approximately 1 inch.
13. Roughen back surface of inlay repair material NAV-O-MATIC 400 AUTOPILOT.
(Part Number 3306-7, previously cut to size) with
steel wool. Clean with solvent and apply one coat CAUTION
0f EC-1300 cement.
1 14. Apply the second coat of EC-1300 cement to
back side of inlay material and allow to dry.
Primary and secondary flight control cables,
push-pull tubes" bellcranks and mountings on
I
16. Reactivate cemented surfaces with solvent late model aircraft use dual locking fasteners.
and carefully insert inlay material with feathered The lock nuts for these fasteners incorporate
edge aft. Working from the leading edge of wing aft, a fiber lock, and are castellated for safetying
roll down the inlay material carefully to avoid trap- with a cotter pin. When any of these areas
ping air. are disconnec ted on any aircraft, new dual
17. Roughen area on outer surface of deice boot locking fasteners should be installed. See
and inlay with steel wool 1-112 inch on each side of the Aircraft Parts Catalog for part numbers
the sp. lice. Clean with solvent and apply one coat of and location of these fasteners.
I
EC-1300 cement to this area.
18. Apply one coat of EC-1300 cement to one side
of 2-tnch wide neoprene coated fabric tape (Part
Number 3306-8) trim to size and center tape over
Removal of Control Cables. (See figure 13-6. )
a. Refer to Section 3 and remove the following

splice on all three sides. items:
19. Roll down tape I)n deice bl)l)t with stitcher- 1. Rear upholstery panel for access to tailcone.
roller (Part Number 3306-10) to assure good adhe- 2. Rear reClining, middle individual or fifth and
sion. being careful to avoid air pockets. sixth seats (optional equipment).
20. Apply one light r:oat of A-56-B conductive ce- 3. Rear carpet.
Change 8
I
310 SERVICE MANUAL UTILITY ANO 13-13
OPTIONAL SYST!.MS
4. Stabilizer fairings. ing attaching nuts, bolts and cotter pins.

b. Remove floorboards above aileron bellcrank and e. At the roll actuator (15), separate cables (12 and
autopilot pulleys. 13) from chain (14) by removing master link on chain.
c. In the aileron bellcrank area, disconnect turn- e. At the elevator bellcrank (1), disconnect turn-
buckle (21) and clevis connecting cables (12 and 13) buckles connecting cables (3 and 4) to bellcrank.
to terminal ends and tie guide wire to cables. g. At the pitch actuator (5), separate cables (3 and
d. Remove three sets of autopilot pulleys by remov- 4) from chain (14) by removing master link on chain.
Change 8
13-14 UTILITV ANO 310 SERVICE MANUAL
OPTIONAL SVST~MS
h. Tag cables (3, 4, 12 and 13) for identification, door and tie cables (12 and 13) to gUide wires.
route through fuselage and remove through the bag- b. At the pitch actuator (5), secure cables (3 and
;age door. 4) to chain (14) with master link.
c. Route cables (3 and 4) to elevator belicrank (1)
Installation of Control Cables. (See figure 13-6. ) and attach cables to terminal ends with turnbuckle
and clevis.
a. Route cables (3, 4, 12 and 13) through ba~gage
PRESSURE
SWITCH
OIL SEPARA TOR PRESSURE OIL SEPARAl'OR

IND UGHT
CONTROL VALVE CONTROL VALVE
FILTER FILTER
TO VACUUM
SHUTTLE VALVE SHUTTLE VALVE
WING DEICERS
STABILIZER DEICERS
~PRESSCRE
- PRESSURE AND RETURN
"'""" VACUUM
SCHEMATIC FOR AIRCRA FT
EQCIPPED WITH LIGHT WEIGHT
DEICE SYSTEM
Fl,,'lfl' 13-5. Surface Deice SchematIC
Change 6
I
310 SERVICE MANUAL
UTIL.ITV ANQ 13-15
OPTIONAL. SVSTEMS
d. Route cables (12 and 13) forward throu~h fuse- 3. Remove four nuts and screws attaching computer
lage, connect cable ends to terminals which are at- (7) to shelf.
tached to cable clamp (20) with turnbuckle (21). 4. Remove compute r from tailcone.
e. At the roll actuator (15). secure cables (12 and e. Install computer (7), roll actuator (15) and pitch
13) to chain (14) with master link. actuator (5) by reversing removal procedures. Rig
f. Install three sets of pulleys at fuselage stations cables in accordance with rigging procedures.
132.00, 109.37 and 89. 25 with attaching bolts, nuts
and cotter pins.
Removal and Installation of Gyros.
NOTE
a. Refer to Section 12 for typical removal and in-
Install pulleys so that cable (12) is routed be- stallation.
neath the upper pulley at fuselage station
132.00 and beneath left-hand pulleys at fuse-
lage stations 109.37 and 89. 25. Likewise, Removal and Installation of Switches.
cable (13) is routed beneath lower and right-
hand pulleys. a. Refer to Section 14 for typical removal and in-
stallation of electrical switches.
g. Rig cables in accordance with rigging proce-
dures. Removal and Installation of Controller. (See figure
13-6. )
NOTE
a. Disconnect electrical cable assembly from con-
After rigging is complete, turn on autopilot troller (27).
and verify that the control surfaces respond b. Remove controller (27) and bezel (26) from re-
in the correct direction. Assist the move- tainer (28).
ment of the elevator by pulling back on con- c. Install controller (27) by reversing removal pro-
trol wheel, this will aid in overcoming the cedures.
counterbalance of the elevator bob-weight.
Rigging Nav-O-Matic 400 Autopilot ContrOl Cables.
h. Install floorboards. (See figure 13-6. )
i. Refer to Section 3 and install the following items:
1. Rear upholstery panel. a. Rig aileron control cables as follows:
2. Rear carpet and seats. 1. Verify that aileron control system is properly
3. Install stabilizer fairings. rigged.
2. Using a clamp or other locking device, lock
Removal and Installation of Actuators and Computer. ailerons in the neutral position.
(See figure 13-6. ) 3. Place chain (14) evenly over sprocket on actua-
tor (15). Slide cable clamps (20) outboard from
a. Refer to Section 3 and remove the following bracket (16) untll slack is removed from cables (12
items: and 13). Tighten cable clamps (20) in place.
1. Remove rear seats and upholstery panel.
2. Stabilizer fairings. NOTE
b. Remove pitch actuator (5) as follows:
1. Relieve tension on cables (3 and 4) by loosening Cable clamps (20) must be equal distance
turnbuckles at elevator bellcrank (1). from bracket (16) to properly rig aileron
2. Disengage cables (3 and 4) and chain (14) from cables.
sprocket on actuator (5).
3. Disconnect electrical cable assembly (10) from 4. Rig the aileron actuator cables (12 and 13) to
pitch actuator (5). 12 l: 3 inch-pounds tension by tightening turnbuckle.
4. Remove four screws, washers and lockwashers 5. Remove locking device from aileron control sur-
attac hing pitc h actuator (5) to she If. faces and move aileron through entire travel. Ob-
5. Remove pitch actuator from tailcone. serve chain (14) on actuator (15) for sufficient re-
c. Remove roll actuator (15) as follows: maining links at the extreme travel limits.
1. Relieve tension on cables (12 and 13) by loosen- 6. Saiety turnbuckles.
ing turnbuckle (21) near cable clamp (20). b. Rig elevator control cables as follows:
2. Disengage cables (12 and 13) and chain (14) from 1. Verify that aileron control system is properly
sprocket on actuator (15). rigged.
3. Disconnect electrical cable assembly (9) from 2. Using a clamp or other locking device, lock
roll actuator (15). elevator in the neutral position.
4. Remove four screws, washers and lockwashers 3. With elevator control surface in the neutral po-
attacillng roll actuator (15) to shelf. sition, place chaIn (14) evenly over sprocket on actua-
5. Rerr,ove roll actuator from tallcone. tor (5) and attach cables (3 and 4) to links (2) on bell-
d. Remove computer (7) as follows: crank (1).
1. DIsconnect Ime assembly (6) from computer (7). 4. Rig the elevator actuator cables (3 and 4) to
2. DIsconnect electrical cable assemblies (8, 9 and 12 = 3 inch-pounds tension by tightemng the turn-
10) from computer (7). buckles.
OPTIONAL SYSTEMS
,--
I
~I
1,0
.
1
'. . ;'
\ l'i~~
____ 24 \, __________
Detail E
1. Elevator Bellcrank 15. Roll Actuator
2. Link 16. Bracket
3. Elp':at()r Cable (Upper, Actuator to Bellcrank) 17. Left Aileron Cable
4. El e': .ltoe Cable (Luwer, Actuator to Bellcrank) 18. Aileron Bellcrank Assembly
5. Pit"h Aetuator 19. Right Aileron Cable
G. Lint' Assembly (Computer to Static Line) 20. Cable Clamp
C')Jr;putt'r Amplifit'r 21. Turnbuckle
~. Cabl!' Assembly (Cumputer tn Controller) 22. Directional Gyro
J. Colule AssemiJly (Rull Adu;ltur to Computer) 23. Horizontal Gyro
1 (I. C.!lJle Asst'muly (Pitch .\ctu<itur to Computer) 24. Selector Switch
11. Pu lIey 25. Disengage Switch
12. Cable f..ssembly (Top, ;\' Ll.ltJr to Aileron C.lble) 26. Bezel
13. (~.lbl(' .\s:;unblv (n.)tt ',1' .\('(u.lt()r til Ailerun Cable) 27. Controller
14. ('ha::l Asse::1olv 28. Retainer
Flc:ure 13-G. :-Jav-O-MaUe 400 (Sheet 1 c)f 2)

Ch.lllC:'· H
I
310 SERVICE MANUAL UTILIT 13-16A
OPTIONAL Y AND
SYST~MS
Detail A
4/ ~
~.
\
~\
\
Detail C
18
Detail D
Figure 13-6. Nav-O - M atlc

. 400 (Sh eet 2)
Change 8
13-16B UTILITV AND 310 SERVICE MANUAL
OPTIONAL SVST~MS
Detail A
-
2-
3
• 1
I -,..
.. ~,. -'~:.
.. ;-
'--.~------.
~.
Det,ul C 4
1':'h ~ 1)(, R
A5ll l~O
Detail B RSll 10'1
I. Dl:;engac.;f> SWitch 11. Follow-up Actuator 20. Link

2. Ht:'dlner 12. Elevator Trim Tab Cable 21. Eltvator Bellcrank
3. Controller 13. Elevator Trim 22. Aileron Bracket
4. Bezel Follow-up Cable 23. Left Aileron Cable
5. Hurt/.lm!;;.1 C'Tlj 14. Pulley 24. Aileron Bellcrank
fl. Dlff"'tional (;Yr'l Li. Chain 25. Right Aileron Cable
7. l: le·vator Cahl" (l'ppf>r 16. Roll Actuator 26. Cable Clamp
r (djf)w-l.lI~ .:)f'nS()r 17. Pitch ';.ctuat(1r 27. Tur nbuckle
9. Statlc L:ne If::. Trim Sensor Bracket 28. Cable Assembly (Bottom)
10. Com puter A m pi ificr 1~. Elevator Cable (Lower) 29. Cable Assembly (Top)
r 'c';lJrl' 1.3-GA. -It)0A ~:l.\'-O-:Vlatic (Sheet 1 1)1 21
Change 0
I
310 SERVICE MANUAL UTILITY
OPTIONAL 8Y8 AND 13-16C
TI!MS
21
20
Detail E
22
23
24
24 Detail F
25
D10143017
ES1l41090
Fl(14)017
Figure 13-6A. 400A Nav -O-Ma tIC

. (Sheet 2)
Change !l
I
OPTIONAL SYSTEMS
NOTE j. Tag cables (7, 19. 28, and 29) for identification:
route through fuselage and remove through the bag-
Cable tension should be adjusted when am- gage floor area.
bient temperature is 60 F tu 90 F. Allow
aircraft temperature to stabilize for a period Installation of Control Cables. (See figure 13-6A. )
of 4 hours.
a. Route cables (7, 19, 2& and 29) through baggage
5. Remove locking device from elevator control floor and tie cables (28 and 29) to guide wires.
surfaces and move elevator through entire travel. b. At the pitch actuator (29), secure cables (7 and
Observe chain (14) on actuator (5) for sufficient re- 19) to chain (15) with master link.
maining links at the extreme travel limits. c. Route cables (7 and 19) to elevator bellcrank (21)
6. Safety turnbuckles. and attach cables to terminal ends with turnbuckle
and clevis.
d. Route cables (28 and 29) forward through fuse-
1
400A NAV -O-MA TIC A UTOPILOT SYSTEM.
figure 13-6A. )
(See
lage, connect cable ends to terminals which are at-
tached to cable clamp (26) with turnbuckle (27).
The Cessna 400A Nav-O-Malic Autopilot is a two- e. At the roll actuator (16), secure cables (28 and
axis flight control system featuring vacuum gyros, 29) to chain (15) with master link.
altitude hold, synchronous pitch trim, heading pre- f. Install three sets of pulleys at fuselage stations
select, omni intercept and track, and turn command. 132. DO, 109.37 and 89.25 with attaching bolts. nuts
and cotter pins.
The following offerings are options to the basic auto-
pilot: Automatic pitch trim. ILS approach coupler, NOTE
and slaved directional gyro. The automatic pitch
trim operates in conjunction with the aircraft's ele- Install pulleys so that cable (29) is routed
vator trim tab. A sensor installed in the elevator beneath the upper pulley at fuselage station
servo cables actuates the elevator trim tab to pro- 132. 00 and beneath left-hand pulleys at
vide a follow -up system. The ILS approach coupler fuselage stations 109.37 and 89.25. Like-
enables the pilot to fly inbound on ILS front course or wise, cable (28) is routed beneath lower and
back course, this option is installed in the computer right-hand pulleys.
and connects to the indicator at the nose junction box.
The slaved directional gyro replaces the standard g. Rig cables in accordance with rigging proce-
directional gyro and provides heading information dures.
for the 400A Nav-O-Matic.
NOTE
For additional description of the 400A Nav-O-Matic
Autopilot and components, refer to Cessna 400A Nav- After rigging is complete, turn on autopilot
0- M:l.tic Autopi lot Se rvice, Parts manual. and verify that the control surfaces respond
in the correct direction. Assist the move-
Removal r)f Control Cables. (See figure 13-6A. ) ment of the elevator by pulling back on con-
trol wheel, this will aid in overcomlllg the
3. Refer to SectIOn 3 and remove the following cOJnterbalance of the elevator bob-weight.
items:
l. Rear upholstery panel for 3c:cess to tailcone. h. Ins ta 11 floorboards.
2. Rear reclinIng, middle individual or fifth and i. Refer to Section 3 and inst311 the following Items:
sLxth SC3tS (option31 equipment). l. Rear uphols ter y pane I.
3. R"ar carpet. 2. Rear carpet and seats.
4. Stablhzer fairings. 3. Install stabilizer fairings.
b. Remo\'e floorbo3rds above aileron bellcrank and
autopilot pulleys. Removal and Installation of Actuators, Computer and
c. In the 31leron bellcrank area, disconnect turn- Flight Controller. (See figure 13-6A. )
buckle (271 and clevis connecting cables (28 and 29)
to ternJln31 ends and tie gUide wire to cables. a. Refer to Section 3 and remove the following
d. [{emove three sets of autopilot pulleys by remov- items:
ing attarhlng nuts, bolts and cotter pins. 1. Remove rear seats and upholstery panel.
e. At the roll 3ctuator (16), separate cables (28 and 2. Stabilizer fairings.
29) from ch31n (15) by removing master link no chain. b. Remove pitch actuator (17) as follows:
f. At the elE'vator bellcrank (21 I, disconnect turn- 1. Relieve tension on cables (7 and 19) by loosen-
bur:kles conn(·,:tmg cables (7 and 19) to bE'llcrank. ing turnbuckles at elevator bellcrank (1).
l';. At the plt(:h ;l'tu;lt'lr (17), sfc'paratP ('ablE's (7 ,ind 2. Disengage cables (7 and 19) and chain (15) from
191 fr()m chain (J~I 1)',' p'nlOVlnl!: mastpr link nn '-hain. sprocket on actuator (17).
h. f{e:'Tl')V( pulley'S (141 Irom trim sensor (8) to free 4. Remove four screws, washers and lockwashers
r-abJf'~ ;7 .ind 191 attachinl!: pitch actuator (17) to shelf.
J, i{r)l;t(' ";Ibl,· (7; fr·'l11~j:rr)('h·t ;lnd rr'Ji1'1"I' '-able, 'i. Remove pitch actuator from tailcone.
310 SERVICE MANUAL OPTIONAL 8V8T~M8 13-16E
UTILITV AND
c. Remove roll actuator (16) as follows: Removal and Installation of Elevator Trim Follow-
1. Relieve tension on cables (28 and 29) by loosen- Up Sensor. (See figure 13-6A. )
ing turnbuckle (27) near cable clamp (26).
2. Disengage cables (28 and 29) and chain (15) from a. Place a suitable support under tailcone.
sprocket on actuator (14). b. Remove tailcone access panel and elevator bell-
3. Disconnect electrical cable assembly from roll crank access covers.
actuator (17). c. Remove pulleys (14) from sensor unit (8) to free
4. Remove four screws, washers and lockwashers cables (7 and 19).
attaching roll actuator (17) to shelf. d. Disconnect electrical plug from sensor units.
5. Remove roll actuator from tailcone. e. Remove sensor unit (8) from bracket (18) by
d. Remove computer (10) as follows: removing attaching screws and :1UtS.
1. Disconnect line assembly (9) from computer f. Install sensor unit by reverSing the removal
(10). procedures.
2. Disconnect electrical cable assemblies from
computer (10). Removal and Installation of Gyros.
3. Remove four nuts and screws attaching com-
puter (10) to shelf. a. Refer to Section 12 for typical removal and in-
4. Remove computer from tailcone. stallation.
e. Install computer (10), roll actuator (16) and pitch
actuator by reversing removal procedures. Rig Removal and Installation of Switches.
cables in accordance with rigging procedures.
a. Refer to Section 14 for typical removal and in-
Removal and Installation of Elevator Trim Follow- stallation of elec trical swi tches.
Up Actuator. (See figure 13-SA. )
Removal and Installation of Controller. (See figure
a. Place a suitable support under tailcone. 13-SA. )
b. Remove tailcone access panel.
c. Disconnect electrical plug from actuator. a. Disconnect electrical cable assembly from con-
d. Remove four screws securing actuator. troller (3).
e. Lift actuator up and slide aft far enough to dis- b. Remove controller (3) and bezel (4) from retain-
connect cable. er (2).
f. Unwind cable from actuator drum. c. Install controller (3) by reversing removal pro-
cedures.
NOTE
Rigging Nav-O-Matic 400A Autopilot Control Cables.
If elevator trim follow-up cables are to be re- (See figure 13 -6A. )
moved, refer to Section 6 and remove in ac-
cordance with Elevator Trim Tab Cable Re- a. Rig aileron control cables as follows:
moval procedures. 1. Verify that aileron control system is properly
rigged.
g. The installation of the elevator trim follow-up 2. USing a clamp or other locking device, lock
actuator is the reversal of the removal procedures. ailerons in the neutral pOSition.
3. Place chain (15) evenly over sprocket on actua-
NOTE tor (16). Slide cable clamps (26) outboard from
bracket (22) until slack is removed from cables (28
The elevator trim follow-up cable must make and 29). Tighten cable clamps (26) in place.
two complete turns on the actuator drum when
installing. NOTE
h. Check elevator trim follow-up rigging and ten- Cable clamps (26) must be equal distance
sion in accordance with Section 6, Rigging Elevator from bracket (22) to properly rig aileron
Trim System. cables.
i. If optional electric trim control system is in-
stalled, adjust elevator trim stop blocks as follows: 4. Rig the aileron actuator cables (28 and 29) to
1. Rotate elevator trim control wheel to maximum 12 ±3 inch-pounds tension by tightening turnbuckle.
down position (refer to Section 6), slide aft stop block 5. Remove locking device from aileron control
against electric elevator trim actuator and secure surfaces and move aileron through entire travel.
stop block. Observe chain (15) on actuator (16) for sufficient
2. Rotate elevator trim control wheel to maximum remaining links at the extreme travel limits.
up position (refer to Section 6), slide forward stop 6. Safety turnbuckles.
block against electric elevator trim actuator and b. Rig elevator control cables as follows:
secure stop block. 1. Verify that aileron control system is proper ly
rigged.
Chal1~(, 8
I
13-16F UTILITV AND 310 SERVICE MANUAL
OPTIONAL SYSTEMS
2. Ustn~ a damp or other locking device, lock Removal and Installation of Yaw Damper Actuator.
dt'vator In the neutral position. (See fi~ure 13-6C. )
3. With elevator control surface in the neutral
1'0"; lt 1011, place chain (15) evenly over sprocket on a. Place a SUitable support under tallcone.
.Ictuator (17) and attach cables (7 and 19) to llIlks b. Remove tallcOile access panel and rudder bell-
(20) on bellcrank (21). crank access covers.
4. Rig the elevator actuator cables (7 e. Hemo"e chain guard (111, loosen turnbur:kle (7)
and 19) to 22 t2 inch-pounds tension by and remove chain assembly from sprocket.
tightening the turnbuckles. d. Remove bolts (9) securing actuator (1) to strur-
ture.
1"'OTE e. Disconnect electrical conne:tor and remove ac-
tuator from airrraft.
Cabil' ll'n'iion should be adjusted when am- f. Install the ru(tder ,'JW actuatnr bv reversll1g the
bient temperature IS 60 F to 90 F. Allow removal pror:edures.
.Iir<~raft temperature to stabilize for a penod
I)f 4 huurs. NOTE
.). Relllu,'e lucking devl('(' !run, elevator control Secure bolts (9) With satetywlre after tlghten-
,.;urfaces and niove elevatur through entire travel. II1g to proper torque valve.
ObserVt: chain (14) un actuator (5) for su/fiClent re-
nlall1ln:,!; links lit the extl eme travel limits. ,.,. Hig cables 111 aO:::'0rdance with rI~ging proce-
6. Safety turnbuckles. dures.
YAW DA\.IPER SYSTE\.1. (See figure 13-6B. ) Rigging Yaw Damper System. (Refer to figure 13-
6C. )
The Indept-'ndent vaw damper system consists of a
G830A (turn and slip IIldlcator i, rudder servo actua- a. Refer to Section 7 and verify that rudder control
tor and the dlsen[!;a[!;e SWitch. system IS properly rigged.
b. Rig yaw actuator cables (3) and (8) to 16, ~2, -2,
The turn and slip ll1dlcator provides standard turn pounds tensIOn by tightening turnbuckle (7).
and slip Information. It also monitors yaw axis c. Safety turnbuckle.
motl')n lind supplies the servo actuator With a signal d. Adjust actuator In ar:cordance with Actuator
to mll1lmlZe that motl0n. The indicator includes an Centering Adjustment procedures.
f'lectric:lily driven gyro, computer circuit, rate-of-
turn Indlcat0r, turn-and-sltp Indicator and warning
flac:s. The manually 0pt'rated trim knob compen- Ar:tuator Centering Adjustment
S.ltt·s fllr attitude or .llrspeed variatIOns.
Before makll1g actuator centering adjustments, as-
Tht· rudder ,,('1'\',) applies the Signal fr0m the [!;yro sure that rudder system and yaw damper system IS·
:hrnu:,;L a nlt'challlcal IInk.l~e to the rudder. An ri~ged In accordance with ngging procedures.
l'l. ctflr dutch In tht' drive linkage provides a POSI-
t I\'l' dls(~0nnec t bet wt't'n actua tor and rudder when a. Turn yaw damper system "ON. "
1".1·...· damper IS n0t In use. b. Check position of rudder. If rudder defler:ts
from neutral positlon, manually hold rudder In the
Th,' damper "Witch IS 10cated on the left instru-
'.J'.\" assumed position and disengage yaw damper SWitch.
~llt'n: p.illPl ami <!t'-t·!lt·rC!lzl'c; the electric 'lutch and Refer to figure 13 -6B, turn and hold centering scn'w
C!\T() ,·"mput.,!'. TIlt' aut0pllot yaw damper dlsE'n- (10) in a full (CW) pOSitIOn while returning rudder to
C!al!C switch. Iocdted nIl tIll' p!l0t'S control wheel,
~lhl) ch~'-'ngages the yaw damper.
Trr,ubl, 'sh()nl1nl':
F'1r trl)ubl('shootlllg the \'aw damper system, refer to

till' Ya\,' Dampl'r System Service Parts manual.
Change 9
3111 SERVICE MANUAL UTILITY AND 13-16G
OPTIONAL SYST~MS
Detail A
Detail B
1. Turn and Bank Indicator 3. Autopilot Disengage Switch

2. Actuator 4. Yaw Actuator Switch
Figure 13-6B. Yaw Damper Control System I

Change 8
13-16 H UTILITY AND 310 SERVICE MANUAL
OPTIONAL SYSTEMS
- 2
I~ 'r
10/11
1"--
, ",
\
/"'J ~
/
d"".
3
Detail B 2 , '(
r-~
VIEW ROTATED 90 CCW 1 ~
~12
/ .~
7
Detail A 10613001
A1061300c
IlS:151001R
1. A~tuat()r 4. Guard Pin 8. Cable (Left)

2. Ch;lln 5. Pulley 9, Bolt
:1. Cablf' (fqght) 6. Bellcrank 10, Centering Screw
7. Turnbuckle 11, Chain Guard
12, Support
Fh,urp 13-fi r Yaw Damper Installation
310 SERVICE MANUAL UTILITY AND 13-16 1/l3-16J
OPTIONAL SYSTEMS
neutral position. Release adjusting screw on actua- 300 And 400 Series Integrated Flight Control Systems.
tor.
c. Turn yaw damper system "ON" and recheck for The 300 and 400 Integrated Flight Control Systems
zero rudder deflection. consist of the 400A Nav-Q- Matic autopilot and flight
director, ILS coupler, slaved directional gyro. pitch
synchronization and associated avionics. The 300
INTEGRATED FLIGHT CONTROL SYSTEM. (See
I figure 13-6D. )
Integrated Flight Control System uses 300 avionics,
while the 400 Integrated Flight Control System uses
400 avionics. Simultaneous or independent operation
The Integrated Flight Control System is a two axis of the autopilot and flight director are provided. Go-
(aileron and elevator) a~tomatic flight control system around commands selectable by the pilot are provided
consisting of the autopilot and flight director. Either in addition to the pitch synchronization.
the flight director or the autopilot may be used sepa-
rately or as a combination. As an autopilot, in addi-
tion to holding the wings level and compensating for 800 Series Integrated Flight Control System.
rotation about the pitch axis, the autopilot provides
an automatic intercept and track of any magnetic The 800 Integrated Flight Control System consists of
heading or VOR radiaL Also inc luded is an auto- the 400A Nav-Q-Matic autopilot and flight director,
matic pitch trim, turn command, pitch command, with yaw damper, altitude hold, automatic pitch trim,
altitude hold and an U.s approach feature. As a pitch synchronization, heading preselect, omni/ILS
flight director the Integrated Flight Control System couplers and turn and pitch command. Simultaneous
provides steering information, visually presented on or independent operation of the autopilot and flight
the attitude director indicator (ADI), for climb, director is provided and in addition to the autopilot
cruise, descent and altitude hold. Heading, VOR features, the flight director includes pitch synchro-
navigation, glide slope and ILS approaches are visu- nization and go-around commands as selected by the
ally presented on the horizomal situation indicator pilot. The 800 Integrated Flight Control System in-
(HSI). cludes a vacuum, slaved directional gyro with ADF
presentation and an horizontal situation indicator
For additional description, installation adjustments, (HSI). Nav 1 is connected to the HSI and Nav 2 is
troubleshooting, schematic and parts listing, refer connected to an individual course indicator. 400 or
to Cessna Integrated Flight Control System Service/ 800 avionics system may be used with the 800 Inte-
Parts ManuaL grated Flight Control System.
Removal, Installation and Rigging the Integrated

Flight Control System Components. (See figure
I
12-2 and figure 13-6A. )
Refer to Removal, Installation and Rigging Proce-

dures for the Nav-O-Matic 400A Autopilot Section 13
and Typical Instrument Removal and Installation Pro-
cedures Section 12 for removal, installation and rig-
ging the Integrated Flight Control System Components.
Chall~(, B
I
310 SERVICE MANUAL UTILITV AND 13-17
OPTIONAL SYSTEMS
2 3
Detail A
Detail C Detail B
L. ADI Indicator 4. Pitch Synchronization Switch 7. Autopilot Controller

2. HSI Indicator 5. Autopilot Disengage Switc h 8. Inverter
3. Mode Selector 6. Go-Around Switch 9. Gyro
Figure 13 -60. Integrated Flight Control System I

Change 8
310 SERVICE MANUAL
13-18 UTILITY AND
OPTIONAL SYSTeMS
NAY-O-MATIC 800 AUTOPILOT.

I (310POOOl TO 31OQ0401. ) b. Refer to Section 2 and support tailcone.
c. Disconnect turnbuckle (2) connecting lower auto-
Refer to Cessna Nav-O-Matic 800 Service and Parts pilot elevator cable (9) to links (8) at elevator bell-
Manual for general deSCriptions of components and crank (7).
troubleshooting procedures. Refer to Section 15 for d. Disconnect clevis end of cable (9) from link (8)
aircraft electrical wiring diagrams. by removing attaching nut, spacer and bolt.
e. Route cable (9) forward to elevator servo.
Removal and Installation of Autopilot Aileron Cables. f. Disengage cable (9) from aileron servo as shown
(See figure 13-7. ) in Nav-O-Matic 800 Service and Parts Manual.
g. Remove cable (9) from aircraft.
a. Refer to Section 3 and remove the following h. Install autopilot elevator cable (9) by reversing
items: removal procedures.
1. Front seats, rear, middle and aft rear seats i. Rig cable (9) in accordance with rigging proce-
(optional equipment). dures.
2. Rear carpet.
3. Rear upholstery panel.
4. Floorboards over aileron bellcrank and pulleys. Removal and Installation of Autopilot Elevator Trim
b. Disconnect turnbuckle (2) and clevis attaching Extension Cable. (See figure 13~7. )
autopilot aileron cable (11) to links (12).
c. Remove cable guard pins from pulley brackets at a. Refer to Section 3 and remove the following
fuselage stations 89.25 and 109.37. items:
d. Route cable ends aft to aileron servo. 1. Rear upholstery panel.
e. Disengage cable (11) from aileron servo as shown 2. Stabilizer fairing.
'in Cessna Nav-O-Matic 800 Service and Parts Manual. 3. Stinger.
f. Install autopilot aileron cable (11) by reversing b. Release tension on elevator trim control system
removal procedures. by referring to Section 6 and loosening turnbuckle.
g. Rig cable (11) in accordance with rigging pro- c. Disconnect autopilot extension cable (19) from
cedure. elevator trim cable (18) by removing nuts and bolts.
d. Remove autopilot extension cable (19) from air-
craft.
Removal and InstallatlOn of Autopilot Rudder Cable. e. Install autopilot extension cable (19) by revers-
(See figure 13-7, ) ing removal procedures.
f. Rig elevator trim cable in accordance with auto-
a. Refer to Section 3 and remove the following pilot rigging procedures.
items:
1. Rear seats and upholstery panel.
2. Stabilizer fairing. Removal and Installation of Pneumatic System.
b. Refer to SectlOn 2 and support tailcone.
c. Disconnect turnbuckle (2) connecting LH autopilot a. Remove and install pneumatic system compo-
rudder cable (4) to link (1) at bellcrank (3). nents, line assemblies and hoses as shown in figure
d. Disconnect clevis end of autopilot cable (4) from 13-9.
link (1) by removing attaching nut, washers and bolts.
e. Remove cable [,{Uard pins from pulley bracket. NOTE
f. Ruute autopLlot rudder cable (4) forward to rud-
der servo. Line assembly (23) can be removed from
g. Disengage cable (4) irom servo as shown in wing without removing wing. Accomp-
Cessna Nav-O-Mallc 800 Service and Parts Manual. lish removal of line assembly (23) by
h. Install cable (4) by reversing removal procedures. carefully bending line assembly and route
i. Rig cable (4) In accordance With rigging proce- through wing gap area. Line assembly
dures. (25) is assembled into the wing nacelle and
should not be removed.
Removal and Installation of Autopilot Elevator Cables.
(See figure 13-7. )
a. Refer to SectIOn 3 and remove the following

Items:
1. Rear upholstery panel.
2. Stabilizer fairing.
Change 6
OPTIONAL 8Y8TeMS
DETAIL A
DETAIL B
---
-----
A
,
4 "-
"-
>------
DETAIL D
DETAIL C
1. Link(Rudder) 5. Pulley
2. Turnbuckle 6. Pulley Bracket
3. Rudder Bellcrank 7. Elevator Bellcrank
4. Rudder Cable Assembly (Servo to Bellcrank) 8. Link (Elevator)
Figure 13-7. Nav-Q-Matic 800 Servos and Cable Installation (Sheet 1 of 2)

Change 3
OPTIONAL 8Y8TEM8
23 24 25
J/ / 26
, / 27
~
rr--
\
28
~/
,
..
14
,
" • r. ,~/
}
\-
• t
\
f
L"
( \
.;/
Detail F
9. Elevator Cable Assembly (Servo to Bellcrank) 19. Elevator Trim Extension Cable (Autopilot)
10. Fairlead 20. Elevator Trim Sef"IO
11. Aileron Cable Assembly (Servo to Aileron System) 21. Bulkhead (Station 132. 00)
12. Link (Aileron) 22. Trim Stop Block (Forward)
13. Cable Clamps 23. Screw
14. Pulley Bracket Assembly 24. Spacer
15. Pulley (Elevator Trim) 25. Cable Guard
16. Trim Stop Block (Center) 26. Cable Drum
17. Trim Stop Block (Aft) 27. Cotter Pin
18. Elevator Trim Cable 28. Cable Clamp
29. Aileron Control Cable
Fif(ure 13-7. Nav-O- Matic 800 Servos and C able Installation (Sheet 2)
Change 3
I
OPTIONAL SYSTEMS
CW
ELEVATOR RUDDER SERVO
TRIM SERVO
CCW
CODE
'--_--'I PRESSURE LINES
l J DISCHARGE UNES
AILERON SERVO
OUTBOARD PUMP
~]'============~~====~~
';.,
"
"
RH WING AUTOPILOT FAILURE UG,HTS (AMBER)
LH WING i:
L PUMPS R
ORIFICE TEE ORIFICE TEE~
REUE-F:~I_~ ~
~
SOLENOID
VALVE ~L ___
SOLENOID
VALVE VALVE
PRESSURE SWITCH PRESSURE SWITCH
PUMP PUMP
. -A-
COOLING DUCT COOLING DUCT
FILTER FILTER
Figure 13-8. Nav-O-Matic 800 Pneumatic System Schematic

13-22 UTIL.ITY AND 310 SERVICE MANUAL
OPTIONAL. SYSTEMS
c
1 2
LJ
------10
14
---11
Detail A
13 12
1. Line (CCW to Elevator Servo) 10. Line (Cross to Rudder Servo)

2. Line (CW to Elevator Servo) 11. Aileron Servo
3. Elevator Trim Servo 12. Elevator Servo
4. Line (Cross to Aileron Sprvo) 13. Line (Cross to Elevator Servo)
5. Line (Cross to Filter) 14. Rudder Servo
6. Hose (Interconnecting) 15. Cross
7. Filter Assembly 16. Line (Tee to Elbow, RH Wing)
8. Line (Filter to Cabin Llnp) 17. Line (Elbow to check Valve)
9. Line (Cabin to Tee) 18. Check Valve (RH Wing)
Figure 13-9. Nav-O-Matic 800 Pneumatic System Installation (Sheet 1 of 2)

I
3lu SERVICE MANUAL UTILITV AND 13-23
OPTIONAL 8V8T~M8
16
~.
\):y'1/
~ )1 ~
'< 18 /
19
~/
-<
~/
(
20
y. .--
/ -
/
35 34
19. Line (Check Valve to Fuselage Skin) 28. Tee (Restrictor)

20. Line (RH Wing) 29. Pressure Relief Valve
21. Line (Center Cabin to Check Valve) 30. Shroud
22. Check Valve (LH Wing) 31. Line (Air Fi Her to Pump)
23. Line (Check Valve to Fuselage Skin) 32. Air Filter
24. Line (LH Wing) 33. Pump
25. Line (Aft Nacelle to Firewall) 34. Elbow Adapter
26. Adapter (Pressure Switch) 35. Ram Air Hose
27. Pressure Switch 36. Solenoid Valve
Figure 13-9. Nav-O-Matic 800 Pneumatic System Installation (Sheet 2 of 2)

I
OPTIONAL SYSTEMS
2 A B c
/
8----
4
D
5
6
Detail A 310POOOI TO 310QOOOI 10
DetailB
10
\ -, eoo sa
(
IMVOMATIC
....
:,", IIIiI
o
,
!I ,Cl
iA I
\
"
n,'Lld D Det.tll C 310QOOOI AND ON
15
Detail E
1. Llnl' Assl'mldy (Ti'I' tl) -;t~ltl(, s"url(') 6, C"IllPUl( r Shdf 11. DirectIOnal Gyro
2, :,lll!' Ass( mL1v IT", t" ,rbtI'ur~lt Ilh) I, Ch.ll1Jlvi \ssl'1l11JII IHudder sen'o) 12, Bon zunt al G y r ()
3, HilS" ,\ss"n,bl\' (T,,!' I) "')Illplll.'r) n, 1'.111('1 ,-\",~( ll,bll lc\lkr'.Jl Sf'1'\'", 13, TUl'11 and Bank IndlC;ltOl'
4, CrJlllputl'r FII'\.lt"r Elcl.ltlJr trtll: sln'os) 1:', :-;('twork Loadll1;'. Box
~, I::lbl)\' ;.1. ~(' l't'\l. 15. Cu\'er
1\1, C, lilt I r ,j j,. r
Fwun'lJ-IO, ;-';a\'-O-\latll' tWO CumplJl1('l1ts and Shelv(,s InstallatlOll

310 SERVICE MANUAL UTIL.ITY AND 13-25
OPTIONAL. SYSTeMS
Removal and Installation of Servos. (See figure 13-9. ) 5. (See figure 13-9.) Tag and disconnect line as-
semblies (1 and 2) from elevator trim servo (3).
a. Remove autopilot aileron servo (11) as follows: 6. Remove elevator trim servo from shelf assem-
1. Remove seats, carpet, rear upholstery panel bly.
and floorboards necessary to gain access to turn- 7. install elevator trim servo by reversing re-
buckle on autopilot aileron cables. moval procedures.
2. Relieve tension on autopilot aileron cables by 8. Rig elevator trim cables in accordance with
loosening turnbuckle. rigging procedures.
3. Disengage autopilot aileron cable from servo
drum as shown in the Nav-O-Matic 800 Service and Removal and Installation of Computer. (See figure
Parts Manual. 13-10. )
4. Disconnect line assembly (4) and electrical
cable from aileron servo (11). a. Remove rear upholstery panel.
5. Remove four nuts and bolts attaching aileron b. Disconnect electrical wiring cable from com-
servo (11) to shelf assembly and remove servo from puter.
aircraft. c. Disconnect hose assembly (3) from elbow on
6. Install aileron servo (11) by reversing removal computer (4).
. procedures. d. Loosen thumb screws retaining computer to
7. Rig autopilot aileron cables in accordance with shock mount and remove computer.
rigging procedures. e. Install computer by reversing removal proce-
b. Remove autopilot elevator servo (12) as follows: dures.
1. Remove rear upholstery panel and stabilizer
fairings.
2. Relieve tension on autopilot elevator cables by Removal and Installation of Controller. (See figure
loosening turnbuckle. 13-10. )
3. Disengage autopilot elevator cable from servo
drum as shown in the Nav-O-Matic 800 Service and a. Remove four screws (9) attaching controller (10)
Parts Manual. to pedestal.
4. Disconnect line assemblies (1, 2 and 13) and b. Lift controller (10) from pedestal and disconnect
electrical cable from elevator servo (12). electrical plug from controller.
5. Remove four nuts and bolts attaching elevator c. Install controller by reverSing removal proce-
servo (12) to shelf assembly and remove servo from dures.
aircraft.
6. Install elevator servo (12) by reversing removal
procedures. Removal and Installation of Miscellaneous Compo-
7. Rig autopilot elevator cables in accordance with nents. (See figure 13-10. )
rigging procedures.
c. Remove autopilot rudder servo (14) as follows: a. Refer to Section 12, remove and install gyros in
1. Remove rear upholstery panel and stabilizer accordance with removal and installation procedures.
fairings. b. Remove and install support channels (7) and
2. Relieve tension on autopilot rudder cable by panel (8) as shown in illustration.
loosening turnbuckle. c. Remove and install computer shelf (6) as shown
3. Disengage autopilot rudder cable from servo in illustration.
drum as shown in the Nav-O-Matic 800 Service and
Parts Manual.
4. Disconnect line assembly (10) and electrical Rigging Autopilot Control Systems. (See figure
cable from rudder servo (14). 13-7. )
5. Remove four nuts and bolts attaching rudder
servo (14) to support assemblies and remove servo a. Rig autopilot aileron control system as follows:
from aircraft. 1. Refer to Section 5 and verify that the aileron con-
6. Install rudder servo (14) by reversing removal trol system is rigged properly.
procedures. 2. Place aileron control surfaces to the NEUTRAL
7. Rig autopilot rudder cables in accordance with position and secure with suitable clamping device.
rigging procedures. 3. Insure that cable (11) is properly routed on pul-
d. Remove autopilot elevator trim servo (3) as leys and check installation of cable guard pins.
follows: 4. Install cable clamps (13) on aileron control
1. Remove rear upholstery panel, stabilizer fair- cables (29), attach cable (11) to cable clamps (13).
ing, and stinger. 5. Thread cable (11) over cable drum (26) and
2. Relieve tension on elevator trim system by through cable clamp (28). Loosely affix cable clamp
100sel1lng turnbuckle. (28) to cable drum (26) in such a manner that cable
3. (See figure 13-7.) Disconnect cable (18) from (11) can slip when cable drum is rotated.
rable (19) by removing attaching nut and bolt. Re- 6. Install three cable guard screws and spacers,
move pulley bracket assembly (14) from shelf and rotate aileron ser\'o cable drum through entire travel
elevator trim servo by removing five nuts and four limits and return servo to NEUTRAL position.
bolts. 7. Slide cable clamps (13) along aileron control
4. Remove ele\'ator trim cable from pulleys. cables (29) until slack in cable (11) is remowd. ob-
I
OPTIONAL SY8TI!M8
serve that cable clamps (13) are equal distances from aircraft temperature to stabilize for a period
pulleys (5). Secure cable clamps to aileron control of 4 hours.
cable (29).
8. Rotate cable drum (26) a few degrees clockwise 6. Remove clampll1g device from elevator surface,
from the NEUTRAL position and tighten cable clamp safety wire turnbuckle (2), and Install fairll1gs, rear
(28) to cable drum (26), Install cotter pins (27), and upholstery panel and seats.
safety. d. Rig autopilot elevator trim control system as
9. Rig control cable (11) to a tension of 12 1: 3 follows:
pounds by tightening turnbuckle (2), observe that 1. Refer to Section 6 and rig trim control system
cable drum (26) has returned to the NEUTRAL posi- in accordance with rigging procedures.
tion.
10. Remove clamping device from aileron control
NOTE
surface, observe that the surfaces remain aligned
with trailing edge of wing. Refer to figure 13-7 for proper cable
11. Safety wire turnbuckle (2) on cable (11) and routing on servo pulleys and assure that
install floorboards, carpets, rear upholstery panel the cable tension is set to 19 ±3 pounds.
and seats.
b. Rig autopilot rudder control system as follows: 2. Position stop blocks as follows:
1. Refer to Section 7 and verify that the rudder (a) Rotate elevator trim tab to full NOSE DOWN
control system is rigged properly. position, slide stop block (22) against aft
2. Place rudder to the NEUTRAL position and se- side of bulkhead (21).
cure With suitable clamping device. (b) Rotate elevator trim tab to full NOSE UP
3. Insure that cable (4) IS properly routed on pul- position, slide stop blocks (16 and 17) to-
leys In tailcone and check Installation of cable guard gether and locate at a pOint where stop
pins. block (16) will not come In contact with servo
4. Thread cable (4) over cable drum (26) and pulleys when the t!'lm tab is positioned to
through cable clamp (28). Loosely affix cable clamp NOSE DOWN.
(28) to cable drum (26) in such a manner that cable
(4) can slip when cable drum is rotated. Autopilot Pressure Check and Adjustment. (See
5. Install three cable guard screws and spacers, figure 13-9. )
rotate rudder servo cable drum through entire travel a. Disconnect line. assembly (5) from filter (7).
limits and return servo to NEUTRAL position. b. Connect a pressure gage to filter outlet.
6. With rudder cable (4) attached to bellcrank (3),
c. Start one engine and run at cruise RPM.
rotate cable drum (26) a few degrees clockwise (ref-
d. Pressure at the filter outlet should read 10 + .75,
erenced when lookmg up at cable drum) from the -0 PSI.
:--iEUTRAL position and tighten cable clamp (28) to e. If pressure obtained IS below prescribed toler-
cable drum (26), Install cotter pins (27), and safety. ance, adjust pressure relief valve (29) in engine com-
7. Rig control cable (4) to 15 < 5 pounds tension by partment to obtain correct pressure.
tl,,(htenlng turnbuckle (2), observe that cable drum f. Start other engine and perform same check and
(26) has returned to the ~EUTRAL pOSition. adjust as necessary.
8. Remove clamping deVice from rudder control
suriace, observe that the rudder control surface is OXYGEN SYSTEM.
aligned with the vertical stabdizer. The standard oxygen system IS designed to supply
9. Safetv wire turnbuckle (2) on cable (4) and in- regulated oxygen for the pUot, copllot and three
stall rear 'upholstt'ry panel and seats. passengers. The standard system IS used only With
c. Rig autopilot e levator control system as follows: ;llH'raft havll1g a standard seatll1g arrangement.
1. flefer to Sectlon 6 :lnd vpnfy that the elevator OptIOnal oxygen systems are also provided, these
control sYstem IS rll2;;;l,d properly. systems supply oxygen for the pilot, copilot and two
2. Pla~e elevator control surface to the ~EUTRAL passengers, or: pUot, copilot and four passengers.
positIOn and secure With Suitable clamping deVice. The oxygen system consists of an oxygen cylinder-
3. Thread cable (9) over cable drum (26) and regulator, filler valve, plumbing, pressure gage,
through cable clamp (28). Loosely affix cable clamp outlets and mask assemblies. High pressure oxygen
(28) to cable drum (26) In such a manner that cable IS routed from the cyhnder-regulator through a capll-
(9) can slip when cable drum IS rotated. lary hne to the pressure gage. Low pressure oxy-
4. With elevator cable (9) attached to bellcrank (7), gen IS routed from the cyhnder-regulat~r to each
rOLlte cable drum (26) a few degrees clockwise (ref- Individual outlet.
erenced when looking directly at servo drum) from On Aircraft 31OQ0601 and ON the 48.3 and 76.6
{he NEUTRAL pOSition and tq~hten cable clamp (28) cubic foot oxygen installations incorporate an oxygen
to cable drum (26), Install cotter Pll1S (27), and safety. altitude compensator in the line from the regulator
5. Rig control cable (9) to 15 ~ 5 pounds tensIOn by to the cabin outlets. This compensator reduces
llc;htel1lng turnbuckle (2" ubserve that cal.Jle drum oxygen expenditures at lower altitudes and increases
(26) has returned to the NEt:TflAL position. oxygen duration. A continuous flow of oxygen to
the oxygen masks 15 provided whenever the control
~OTE knob on the statlonary panel IS pulled to the ON POSI-
Cable tension should ]w adjusted when ambl- tIOn and the mask huses are engaged into the outlets.
.. nl temperature IS 60 F to 90 F. Allow Each uutlet cuntalns a spring-loaded valve which
Change 9
I
310 SERVICE MANUAL UTILITV AND 13- 27
OPTIONAL SVSTEMS
Trouble Shooting the Oxygen System.
NO PRESSURE INDICATION Leak in system has exhausted Visually check pressure gage. Charge
ON PRESSURE GAGE pressure. system and use detector fluids, Type
CG-1, MIL-25567 \, or its equivalent,
to check lines and fittings. Tighten or
replace fittings as necessary.
Defective pressure gage. Pull knob out, insert mask hose into
outlet and note flow indicator. Replace
gage.
PRESSURE INDICATION Defective oxygen cylinder- Replace oxygen cylinder-regulator as-

NORMAL BUT OXYGEN regulator assembly. sembly.
FAILS TO FLOW
OXYGEN DURATION TOO Leak in system. Draw a line on gage cover glass directly
SHORT over pOinter with a grease pencil. Loss
of oxygen Silould not exceed one percent
of total supply for a 24-hour period.
Charge system and use detector fluids,
Type CG-1, MIL-25567A, or its equiva-
lent, to check lines and fittings. Tighten
or replace fittings as necessary.
prevents the flow of oxygen until the mask hose is

engaged with the outlet. The mask hose contains Maintenance.
a flow indicator for visual proof of oxygen flow. The
masks, rubber hoses and flow indicators are stored Before and during maintenance on oxygen systems,
in the oxygen case on the baggage shelf, when not in the following general rules must be followed.
use. a. Clean hands, tools and working area.
WARNING b. Keep oil, grease, water and all foreign matter
from system.
Oil, grease, or other lubricants in contact c. Keep all lines dry and capped until installed.
with oxygen create a serious fire hazard,
d. All compounds used on fittings must conform to
and such contact must be avoided. Do not
permit smoking or open flame in or near
MIL-T-5542. No compound shall be used on alumi-
num alloy flared fittings. Compounds are used only
I
aircraft while work is performed on oxygen
on the first three threads of male fittings. No com-
system, or when the system is in operation.
pound is used on coupling sleeves, or outside of tube
Guard against inadvertently turning the
flares.
master switch on. .
CAUTION
Oxygen Cylinder Identification.
Whenever a component of the oxygen system.
The following information is reflected on each oxygen (lines, gages. cylinder or regulators. etc.).
cylinder. has been removed. reinstalled. replaced or
a. Cylinder specification followed by service pres- system has been disassembled in any way, the
• sure such as "ICC-3AA 1800 or ICC-3HT 1850" will oxygen system must be leak checked and purg-
be stamped on the shoulder or neck of each cylinder. ed as per procedures outlined in this section.
NOTE e. Inspection of the cylinder is required before

charging. Do not attempt to charge the cylinder if
Effective January 1, 1970, all newly manu- any of the following conditions exist:
factured cylinders will be stamped "DOT" 1. Contaminated or corroded fitting on cascade
cylinder or filler valve. .
(Department of Transportation) in lieu of
"ICC" (Interstate Commerce Commission). 2. Cylinder out of hydrostatic test date.
An example for the new designation would 3. Cylinder bears no I. C. C. designation.
4. Cylinder completely empty after shutoff valve
I be ·UOT-3HT-1850 ...
has been turned off for a length of time. Must be
b. Cylinder serial number will be stamped below completely disassl'mbled and inspected in an FAA
or directly following the cylinder speCification. approved facilitv before charging.
c. Hydrostatic test date wi 11 be stamped directly
below the original manuiacture date and shall in-
c lude the month and year of the hydrostatic test date.
Change ti
13-28 UTILITV AND 310 SERVICE MANUAL
OPTIONAL SVSTI!MS
f. Fabrication of pressure lines is nct recommend- WARNING

ed. Lines should be replaced from factory by part
number .. The oxygen cylinder-regulator may be re-
g. Lines and fittings shall be clean and dry. One moved with the cylinder charged; however,
of the following methods may be used to clean lines. extreme care must be taken when installing
1. A vapor degreasing solution of stabilized tri- or working near the cylinder-regulator to
chlorethylene conforming to Specification MIL-T- prevent damaging the cylinder. The slight-
7003 followed by blowing tubing c lean and dry with a est scratch. nick or dent is cause for imme-
stream of clean. dry, filtered air. diate condemnation of the cylinder.
CAUTION b. Disconnect three line assemblies (4, 5 and 11)

from oxygen cylinder-regulator assembly (10) and
Most air compressors are oil lubricated, and cap lines.
a minute amount of oil may be carried by the
air stream. A water lubricated compressor CAUTION
should be used to blow tubing clean.
Do not move control to the ON pOSition with
2. Flush with naphtha conforming with Specification outlet ports (low pressure) open to atmos-
TT-N-95. then blow clean and dry with clean, dry. phere. Damage to regulator metering pop-
filtered air. Flush with anti-icing fluid conforming pet may occur.
to MIL- F-5566 or anhydrous ethyl alcohol. Rinse
thoroughly with fresh water and dry with clean. dry c. Disconnect control cable (8) from oxygen
filtered air. cylinder-regulator assembly (10). Safety in the OFF
3. Flush with hot inhibited alkaline cleaner until pOSition.
free from oil and grease. Rinse with fresh water d. Remove control mounting clamp (9) from oxygen
and dry with c lean. dry. filtered air. cylinder- regulator assembly (10).
e. Remove safety wire and loosen wing nuts secur-
NOTE ing mounting straps (15) around oxygen cyUnder-
regulator assembly (10).
Cap lines at both ends immediately after L Lower oxygen cylinder-regulator assembly and
drying to prevent moisture from entering. remove through nose wheel well opening.
Bleeding the Oxygen System. (See figure 13-12. ) Installation of Oxygen Cylinder-Regulator Assembly.
(See figure 13-12. )
,1. ?ull oxygen control knob (14) to ON position.
b. Remove tubing trom the mask end of one of the a. Install oxygen cylinder-regulator assembly (10)
passen~ers oxvgen masks and insert into oxygen out- through nose wheel well into position in mounting
let port. Route the hose outs ide the cabin area straps (15).
throut!h the pilot'S foul weather window. b. Align oxygen cylinder-regulator assembly (10)
with control cable (8) and three line assemblies (4.
\\'AW.,;ING 5 and 11). tighten wing nuts on mounting straps (15)
and secure with safety wire.
TIle blepding procedure should be accomplish- c. Install three line assemblies (4, 5 and 1l) on the
t'" 'Ju1.d,)lJrs If the bleerlim; is done indoors oxygen cylinder-regulator assembly (10).
extreme care must be exercised to prevent d. Install control mounting clamp (9) on the oxygen
IJxygen flow from oils. grease. contaminants cylinder-regulator assembly (10) and connect the
,lnd electrical sparks. The area should be control cable (8) to the control actuator with a cotter
reped off and no s making or open flame al- pin (7).
l' ,wed in or near the area.
CAUTION
c. BI('eding the oxygen system into the cabin area
is not recommended. Make sure cutout is in clamp (9) and is in
line with vent hole in regulator (10). Also
make sure that no foreign material such as
Removal of Oxygen Cylinder-Regulator Assembly. nylon or gasket material is used between
(See figure 13-12. ) clamp and regulator.
I a. Position ('antral kn()b t,) OFF position.
Change 3
310 SERVICE MANUAL UTILITY ANO 13-2BA /13-288
OPTIONAL SYSTEMS
Removal of Altitude Compensating Oxygen Regulator. d. Remove pressure gage (16) by removing three
(See figure 13-12.) (310Q0601 and On) screws.
a. Move oxygen control knob to the OFF position.

Installation of Pressure Gage. (See figure 13-12. )
NOTE
a. Position pressure gage (16) in mounting hole and
Repair or maintenance of this unit is not resecure with three attaching screws.
commended. If malfunction should occur, b. Install light assembly in the upper right position.
remove and replace. c. Remove caps from line and connect pressure
gage line (4) to nipple in back of pressure gage.
b. Disconnect inlet and outlet lines from compen- d. Connect pressure gage line (4) to oxygen regula-
sating regulator (18). tor.
c. Loosen mounting clamp and remove compensat-
ing regulator from aircraft.
Removal of Filler Valve. (See figure 13-12. )
d. Install clean dry caps in inlet and outlet ports of
compensating regulator and install clean dry plugs in
The oxygen filler valve may be removed without bleed-
disconnected oxygen lines.
ing the oxygen pressure system. A check valve is in-
corporated in the high pressure side of the oxygen
Installation of Altitude Compensating Oxygen Regula- regulator to shutoff the flow of oxygen from the cylin-
tor. (See figure 13-12.) (31OQ0601 and On) der when the high pressure lines are disconnected
from the oxygen cylinder.
a. Remove protective caps and plugs from compen-
sating regulator and supply lines. WARNING
b. Install compensating regulator in clamp mount.
c. Connect supply lines to compensating regulator. Use non-sparking tools and make sure tools
d. Tighten clamp mount screws. and hands are free from oils, grease and
other contaminants when working with oxy-
gen.
Removal of Pressure Gage. (See figure 13-12. )
The oxygen pressure gage may be removed without CAUTION

bleeding the oxygen pressure system. A check valve
is incorporated in the high and low pressure side of If oxygen continues to flow when line is loos-
ened' reconnect the line and bleed off oxygen
I
the regulator to shutoff the flow of oxygen from the
cylinder when either the high or low pressure lines pressure in accordance with bleeding proce-
are disconnected from the cylinder. dures.
WARNING a. Disconnect the filler valve line (11) from the

filler valve (12) and ::ap line.
Use non-sparking tools and make sure tools b. Remove filler valve protective cap (13).
and hands are free from oils, grease and c. Remove filler valve (12) by removing three nuts
other contaminants when working with oxygen. and bolts.
a. Disconnect pressure gage line (4) at the regula-

tor. The check valve should close as the gage line Installation of Filler Valve. (See figure 13-12. )
is loosened.
a. Position filler valve (12) in mounting bracket
CAUTION and secure with three attaching bolts and nuts.
b. Replace filler valve protective cap (13).
If oxygen continues to flow when line is loos- c. Connect filler valve line (11) to filler valve (12).
ened, reconnect the line and bleed off pres-
sure in accordance with bleeding procedure.
b. Disconnect gage line (4) from nipple in back of

pressure gage (16) and cap line.
c. Remove light assemhly in accordance with Sec-
tion 14.
OPTIONAL 8Y8T~M8
OXYGEN CY UNDER AND

PRESSURE REGU LA TOR ASSY.
PRESSURE
GAGE
OVERHEAD CONSOLE PANEL
PULL
I
I _________ - ( )
OXYGEN CONTROL
TO PASSENGER FACE MASK
CODE:
HIGH PRESSURE OXYGEN
LOW PRESSURE OXYGEN
CONTINUOUS FLOW COUPUNG
FLOW INDICATOR (SPRING

DISAPPEARS WHEN OXYGEN IS FLOWING)
FLOW INDICATOR (SPRING APPEARS

WHEN OXYGEN IS NOT FLOWING)
.. ..
MECHANICA L ACTUA nON
TO REAR PASSENGERS
FACE MASKS
OPTIONAL
.. ..
Figure 13-11. Oxygen Supply Systems Schematic
OPTIONAL SYSTEMS
18~ ~'
5
\
Detail A
310Q0601 & ON
Detail B
1~ ..... / ....
.~
----'--- ..
DetaIl C
'----------
D
OXYGPI FlllfP
Dct,til F DetaIl D
I, OXY~l'n Outlet H. Cvntrvl Clble 14. Control Knob

2. Lill<' Ass('lld)lv (Tcl' tf) llni'ill) g. Control Ctblc \1ounting CLtlllp 15. \Jaunting Strap (Cylinder)
3. I I Ill' As" ( , III i> I\'( P<> r t 10 f '1'" S S ) In. Cvlincil-r-IV'(,!;ul.ltor Asselllbl~' 16. Pressure Golge
4. I lilt' ,\,"'''('lfil,ly (T" /lr.'ssllr.' ,:,1;'<;(') II. LilH' AsscllllJlv (Hq,,;uLttor tv 17. AtmOSpheric Vent Hole
'J. 1.ln. ,\..,..,. IJddv (HI e,'l.J\,lt"r t" llllllJll) filll'r \',t1\'c) 18 AltItude COllljlellsatlllt..';
C. p!'. ,,,,'I!" 1<.,11< I V,t!\'f J') Fllkr V,t1Vt' O:-;YL:Cll RCh'Ulator
7. Culter Pin I :3. Coli!
I
310 SERVICE MANtJAL UTIun' _ _ 13-31
OJOTION..... aV1lTDla
TABU OF FILLING PJU:SII1lBE8 CbarI1DC tbe Oocypa 87......

IIIWa1 t.nIIpIII'Idalr nil.... 10 ........'" te"'f!ratIIre 10 Tbe followtoc proc:edo&re .....,. be lINd 10 caajl1llCl:loll
flll1lll roD.. A rIM of appraxIDuIIely. F .....y be with tbe lONe of pre......./temperatllre ...... for
iilqIICleIl . . & I'U1IIt of COIIlpr.uIGa. Tbe qUDder c.ba:r11DC tbe qllOder.
aIIIIIIaId be WIiId . . qaiCldy . . poIet... _ aI.IowecI a. C _ tbe cu...... eDllllllCtlaa 10 flUer ftl...
to cool ." .ID~ •• etr CIIIly. b. Slowl, opeD ftl" on c......... qllOder 1I&m.g
lowest pm...... _ allow pre....... 10 eqaa11se.
IIIWa1 FIIliIlC 1IIWal F11IlDc c. CJ.oae qllDder val" an eaac_ CJIIOde.... _
Temp. ~ Te...p. Pre_e slowl, opeD ftl.. on eyUDder with _ lIICbeet pre._
'F Pete of Palg ....... IIIII1l eyilDde .. baa beeD e.ba:rpclia &eeordaIIee
with ebart.
0 1,800 10 1,925
10 l,ao 90 1,850 Lealr. TestlOc tbe Ox,pD System.
20 1,"5 80 2,000
30
40
I, ?
I,m
100
110
2,050
2,100
Teal tbe """"D ayatem
tector fllllds. Type CG-l
for lealr.ap ." applJ1zIc de-
willian per SpecltlesltoD
50 1,8. 120 2,150 MIL-L-25561A, or Its ecpJivaiellt, 10 euIlf1ttlOg_
eo 1,815 130 2,200 able.... forformauoo of bubbles. No ftdIle lealr.ap
abau.ld oecu. lIelDO'flt sl1 1>:_ of aoIIIUOII _ re-
petr or repi&n ieaIr.r fltI1IIp _ repeat pre... d!...
proeedure. Fllrtber teet tbe
ace ." preUUl'i&illi it to ..mee
""""Itpre........
.,.....
for lealr.-
Tbe lealr.
rate abau.ld DOt exceed ..... pe.. ceat oflOl&l Apply per
24-bour penoci.
£aeII IIltaI'COllllllCled ....tea of """.... cyUDden III eqWpped with s sIII&ie caP. Tbe trsl1er tJPt
& 1IIirO.... e,.lIIlde.. (liii01111 .....nedjlo.. fUIIOr iaDdIIlc par
e..........., sleo be equlppecI with
_ . accamDietore, etc. Cylllldotre are DOt ava1lable 10.. d1rec:t purcbaae. bat are uaWlll,
Iaued IIIIIl reWIiId by a loeal COIIlpreaaed ... auppller.
Sentce IDt SICII0-32 (avatlalble from tbe C..ana Berne. Parta Ceate ..) c o _ an adapter. a
pre..........., __ • liIIea, IIIIIl f1ttIOga fo.. equ1P11l"1 two ~ eylllldotn to . .mee 0"fPll
.~ All DOled to tbe Berne. ICIt. a tee (Part No. 11844) _ • pIgtsl1 (P~ No. 12.'-2)
abau.ld be ordered lor each adcUtIoDal cyllllder to be tilled to tbe cue_ of qlllldera. Be aura
10 """""" tbe etrcraft aM ground . .rnetol equipment befors ~•
...--OlCYGfEN CYLINDER
...---NlTRC:lGE:N CYUNDER
PRESSURE GAGE
ZS1U-12 LINE ASSY
OXYGEN PURIFIER
WIREPLACEABLE
ZGH2CM ADAPTER CARTRIDGE
DetaUA
Figure 13-13. Typical Portable OXygen Cascade.

SERVICE MANUAL
NOTE: The oxygen installation uses a standard filler valve. To attach to this valve, the oxygen service cart
must be equipped with an AN805-3 nut.
Service and Inspection of the Oxygen System.
NOTE: Refer to Section 2 and Manual CGA-C6 (Visual Inspection of Cylinders) for inspection
requirements.
A. High Pressure Lines.
(1) High pressure lines must be inspected for scratches, dents, cracks, and gouges. Lines must be
tested to not less than 3000 PSIG if trouble is indicated.
WARNING: Whenever components have been removed and replaced, or when the oxygen
system has been allowed to deplete to below 50 PSI, the system must be purged
in accordance with the purging procedures before charging the system.
B. Masks and Hoses.
(1) Cleaning.
(a) Clean the masks and hoses with a mild solution of soap and water. Rinse thoroughly with clean
water and allow to dry. Make sure that all soap is removed after rinsing. Masks can be
disinfected with antiseptic spray or Zep Aero SBT-12.
(2) Inspection.
(a) Inspect the masks and hoses for leaks, cracks, deterioration, and to make sure that the hose is
fully engaged on both ends of the flow indicator. If the hose has slipped, trim 0.50 inch off the
hose and reinstall. Check the mask storage compartment for cleanliness and general condition,
check the flow indicators for free movement, and inspect couplings for proper insertion.
NOTE: Remove the microphone from the pilot’s mask before cleaning.
Purging the Oxygen System.
A. Charge the oxygen system in accordance with the charging procedures.
B. Move the airplane outside if possible. If unable to move the airplane outside, make sure that the area
around the airplane is roped off, there is no smoking or open flames in the area, there is no grease or
lubricant near the cabin area, and that the cabin door and pilot’s window are open. Allow only qualified
personnel to perform the purging operation.
C. Plug all masks into the outlets and purge the system by allowing the oxygen to flow for at least 10
minutes. Smell the oxygen flowing from the outlets and continue to purge until the oxygen is odorless.
Refill the cylinder as required during and after purging.
Functional Test of the Oxygen System.
NOTE: Whenever the oxygen system regulator (or regulator-cylinder assembly) has been replaced or
overhauled, perform the following flow and internal leakage tests to make sure that the system
functions correctly.
A. Fully charge the oxygen system. Refer to the charging instructions.
B. Install an oxygen outlet adapter (Cessna PN C166005-0506) into a pressure gage, and insert the
adapter into the pilot’s oxygen outlet. Put the control lever in the ON position. The gage pressure must
be 70 PSIG, +10 or -10 PSIG.
NOTE: The gage must be calibrated in one-pound increments from 0 to 100 PSIG.
C. Insert the adapters (or mask and line assemblies if they are operating correctly) into all remaining
outlets. With oxygen flowing from all outlets, the pressure must still be 70 PSIG, +10 or -10 PSIG. Do a
flow check with a ground check flow meter model 40400, or equivalent.
Page 13-32
July 1/2006
SERVICE MANUAL
D. Put the oxygen control lever in the OFF position and allow the pressure to fall to 0 PSIG. Remove all
adapter assemblies except the one with the pressure gage. The pressure must not rise above 0 PSIG
when observed for one minute. Remove pressure gage and adapter from the oxygen outlet.
NOTE: If the pressure specified in the foregoing procedures is not obtained, the oxygen regulator is
not operating correctly. Remove and replace the cylinder-regulator assembly with another unit
and repeat the test procedure.
E. Connect the oxygen masks to each outlet and check each mask for correct operation.
F. Return all masks to mask cases.
G. Recharge the oxygen system as required.
Oil Dilution System (Optional Equipment). Airplanes 310P0001 thru 310Q0601.
The oil dilution system consists of two solenoid valves, one mounted on the firewall of each engine
compartment. Each valve is connected to the main fuel supply line, and to each engine crankcase at an oil
passage on the suction side of the engine oil pump. The valves are operated electrically by putting the oil
dilution switch in either the LEFT or RIGHT position. When the switch is depressed, oil in the selected engine
will be diluted. When the switch is released, it automatically returns to the OFF position.
If oil dilution is required, dilute the oil with the engines operating at 1000 RPM and the auxiliary fuel pump switch
in the ON or LOW position. Refer to the applicable Owner’s Manual for oil dilution time. On model 310
airplanes, the fuel will flow into the oil pump of the engine being diluted at the rate of four quarts every 1 minute
and 20 seconds. On Turbocharged 310 airplanes, the fuel will flow into the oil pump of the engine being diluted
at the rate of four quarts every 2 minutes. Diluting oil in each engine for two minutes (four quarts of fuel) is the
maximum dilution that can be used. Oil dilution for longer than two minutes per engine will exceed the sump
capacity of the engines. When diluting, watch the oil pressure closely. A slight, gradual pressure drop is to be
expected as the oil is thinned. Stop the engine if any sharp fluctuation in pressure is observed. A sharp
fluctuation can be caused by an oil screen becoming clogged with sludge washed down by the fuel. On starting
and warm-up after dilution of the oil, watch the oil pressure closely for indications of sludge blocking the oil
screens. If the full dilution time was used, starting with full sumps, run the engines long enough to evaporate
some of the fuel and lower the sump level to 12 quarts before takeoff. To avoid progressive dilution of the oil,
flights of at least one hour duration must be conducted between oil dilution operations.
Removal of the Oil Dilution System. Refer to Figure 13-14A.
NOTE: Plug all open ports and lines to prevent entry of foreign materials.
A. Disconnect the electrical connector (6) from the oil dilution valve (7).
B. Disconnect the line assembly (3) from the tee (4) and oil dilution valve (7), remove the line assembly
from the nacelle.
C. Disconnect the hose assembly (9) from the oil dilution valve (7) and tee, remove hose assembly from
the nacelle.
D. Remove the oil dilution valve (7) by removing two screws retaining the clamp (1), bracket (8), and oil
dilution valve (7) to the nacelle canted bulkhead.
Installation of the Oil Dilution System. Refer to Figure 13-14A.
A. Install the oil dilution system by reversing the removal procedures.
B. Connect the electrical connector (6) to the solenoid valve and secure it with safety wires.
NOTE: When the dilution system is used for the first time each season, it is recommended that the oil
be changed and the oil screens cleaned to remove sludge accumulations washed down by the
fuel. Use the full oil dilution period, drain the oil, clean the screens, refill with new oil and dilute
the oil again as required for the anticipated temperature.
13-33
Page 13-31
July 1/2006
SERVICE MANUAL
Removal of the Oil Dilution Solenoid Valve. Refer to Figure 13-14.

A. Disconnect the oil dilution hose (4) and fuel line (3).
B. Disconnect the oil dilution electrical connector (1).
C. Remove two screws (6), clamp and bracket (7) attaching the oil dilution solenoid valve (2) to the engine
firewall, and remove the solenoid valve (2) from firewall.
Installation of the Oil Dilution Solenoid Valve. Refer to Figure 13-14.
A. Attach the solenoid valve to the engine firewall.
B. Connect the electrical connector (1) to the solenoid valve and secure with safety wire.
C. Connect the fuel line (3) from the main fuel supply line.
D. Connect the oil dilution hose (4) to the solenoid valve.
Page13-32
Page 13-34
July1/2006
July 1/2006
310 SERVICE MANUAL UTIL.ITY AND 13-34A
OPTIONAL. SYSTEMS
r------l1
RH WING 16
1. Clamp 9. Hose Assembly (Valve to tee)

2. Shield 10. Hose Assembly (Tee to controller)
3. Line Assembly (Tee to Valve) 11. Pressure Ratio Controller
4. Tee (Outboard nacelle rib) 12. Hose Assembly (Tee to Scavenger pump)
~. Fuel line Assembly (To fuel Pump) 13. Line Assembly (Controller to elbow)
6. Electrical Connector 14. Absolute Pressure-Rate Controller
I. Oil Dilution Valve 15. Line Assembly (Valve to elbow)
8. Bracket 16. Line Assembly (Controller to controller)
figure 13-14A. 011 Dllution System

13-34B UTILITY AND 310 SERVICE MANUAL
OPTIONAL SYSTEMS
PROPELLER DEICE SYSTEM. (OPTIONAL) d. Mix thoroughly the EC1300LP cement and apply
one brush coat evenly to the cleaned metal surface.
The propeller deice system is the electrothermal Allow to air dry for a minimum of one hour and then
type. It consists of the following components added apply a second coat of EC1300LP cement.
to the propeller installation: propeller blade deice e. Moisten a clean c loth with MEK and clean the
boots bonded to the propeller blades, slip ring as- unglazed back surface of the deice boot. changing
sembly mounted to engine crankshaft, brush holder cloth frequently to avoid contamination of the area.
assembly mounted to the engine crankcase, a repeat f. Apply an even brush coat of EC1300LP cement
cycle timer, ammeter mounted in the instrument to the unglazed back surface of the deice boot.
panel. a switch and circuit breaker. The propeller g. Allow cement to dry; then using a silver (non-
blade deice boots are designed to remove ice under graphite, greaseless) pencil. mark a centerline
all probable icing conditions. Deicing is accom- along the leading edge of the propeller blade and
plished by raising the temperature of the ice and de- a corresponding centerline on the cemented side of
ice boot interface to a point at which centrifugal the deice boot.
force removes the ice. The cycle timer used on the h. Reactivate the surfaces of the cement using a
deicing system heats the propeller deice boots from clean, lint-free cloth, heavily moistened with Toluol
28 to 40 seconds. For example: if the timer should solvent. Avoid excessive rubbing of cement which
start on cycle number 1. the deicing system heats would remove it from surfaces.
the outer element on the right propeller from 28 to i. Position the deice boot centerline on the propeller
40 seconds (the timer pauses one second between leading edge, with all marks and terminal leads
cycles). then proceeds into cycle number 2, which aligned. Tack the deice boot center line to the lead-
heats the inner element on the right propeller from ing edge of the propeller blade.
28 to 40 seconds. It then c yc les to the outer element
on the left propeller from 28 to 40 seconds and to NOTE
the inner element for 28 to 40 seconds to complete
cycles numbers 3 and 4. The cycling is done in or- If the deice boot is allowed to get off center-
der to mall1tain a balance between the left and right lines, pull up with a quick motion and reposi-
propellers and reduce power drain on the electrical tion properly. Roll firmly along centerline
system. with a rubber roller.
Removal of Propeller Deice Boot. j. Roll outwardly from the centerline to the edge.
If excessive material at the edges tend to form puck-
CAUTION ers, work them out smoothly and carefully with fin-
gers.
Do not use sharp tools or objects to remove k. Roll the tapered edges of the deice boot with a
boot as damage to the propeller may result. metal hand-stitch roller and ensure there are no
bubbles entrapped under the boot and that all edges
a. Remove deice boot from the propeller by soften- firmly adhere to the propeller.
ing the bond line of boot with Toluol until loosened.
b. Pull deice boot slowly from propeller blade as NOTE
bond line is loosened.
In the event it becomes necessary to remove
Installation of Propeller Deice Boot. or loosen installed deice boots, Toluol shall
be used to soften the "cement" line. A mini-
a. Pl:1ce deice boot f)n hub end of propeller blade, mum amount ot this solvent should be applied
centered on blade leading edge and lead strap (ter- to the cement line as tension is applied to
minal end) of bf)f)t aligned and against attach holes peel back the deice boot. The removal should
f)f installed terminal bracket. be s low enough to allow the solvent to under-
b. ~ark f)ff an area f)n propeller blade (using mask- cut the cement Sf) that parts will not be dam-
ing tape I 1 2 inch from each side and outer end of de- aged.
ice bf)ot.
~. Remove boot and clean the masked area of pro- I. Apply one brush coat of EC539P coating. mLxed
peller blade using Methyl-Ethyl-Ketone (MEK) clean- per manufacturer's instructions, evenly around the
ing sf)lvent. For final cleaning, wipe the solvent film edges of the installed deice boot.
r)ff qUlcklv with a clean dry cloth before it has time to m. Remove masking tape from the propeller blade
dry. and clean the surface of the blade with a clean cloth
dampened with Toluol.
CAUTION
:vtethyl-Ethyl-Ketone (~EK) must be used in

;1 well ventilated area: aVr)ld prf)lf)nged breath-
Ing ')f fumes. DUfing all surface cleal1lng
')ppratlf)ns take precautlf)n tf) guard against
,.;park r)r r)pen flame In wr)rk area.
I
310 SERVICE MANUAL UTILITY ANO 13 -35
OPTIONAL 8Y8TI!M8
Removal and Installation of Slip Rings. (See figure (c) Pin E of the plug to Terminal A of one prop
13-15.) shoe on the left engine.
(d) Pin F on the plug to Terminal B of one prop
a. Remove propeller spinner from aircraft in ac- shoe on the left engine.
cordance with Propeller Removal Procedures. (e) Pin G of the plug to ground.
b. Tag and disconnect electrical leads at terminal (f) Terminal C of one prop shoe on the right
strip (7). engine to ground.
c. Remove bolts attaching wire supports to spinner (g) Terminal C of one prop shoe on the left
bulkheads, push grommets and wires through spinner engine to ground.
bulkhead. b. System Tests.
d. Remove propeller from aircraft in accordance 1. Propeller Deicer Resistance Check:
with Propeller Removal Procedures. (a) Using an ohmmeter, check the resistance
e. Remove four bolts attaching slip ring, supports, between terminals A-C, B-C of prop shoes
and wires to aft propeller flange. in both engines. ReSistance should be 2. 23
f. Install slip ring (3), propeller and propeller to 2.58.
spinner by reversing removal procedures. 2. Timer Tests:
(a) Connect a jumper wire from Pin B of the
CAUTION
I
timer receptacle to Terminal B of the con-
Make sure cable dimensions shown in figure nector plug and from Pin G of the timer re-
are correct and attaching clamp is behind ceptacle to ground.
antis lip ring (19) to prevent damage from (b) Place the prop deicing system switch in the
centrifugal force or propeller feathering. "ON" position.
(c) Using a voltmeter check the DC volts to
Brush Holder Assembly. ground from Pin B of the timer. This
should be approximately 24 volts DC.
Contact pressure of the brushes in the slip rings is (d) Check DC volts to ground from Pins, C, D,
provided by means of a spring in back of each brush. E, F; these are the points at which the sys-
The spring is designed to provide a maximum of tem voltage is applied in sequence to cycle
brush life consistent with obtaining sufficient contact power to the propeller deicers. The foll,w-
pressure of the brushes against the slip rings to pro- ing cycling action of the timer should be:
vide good operating characteristics. The average (1) Timing sequence Pin C, 30 seconds,
life of the brushes is approximately 500 hours. right engine propeller outboard halves.
(2) Timing sequence Pin D, 30 seconds,
Removal and Installation of BrUSh Holder Assembly right engine propeller inboard halves.
and Mount Bracket. (See figure 13 -15. ) (3) Timing sequence Pin E, 30 seconds,
left engine propeller outboard halves.
a. Disconnect electrical connector from brush (4) Timing sequence Pin F, 30 seconds,
holder assembly (14). left engine propeller inboard halves.
b. Remove brush holder assembly (14) from bracket
(10) by removing nuts, spacers, washers and screws. NOTE
c. If required, remove mounting bracket (10) from
engine assembly by removing attaching nuts, washers, On time is approximately 30 seconds when op-
spacers and bolts. erating on alternator voltage. Wilen operating
d. Install mounting bracket (10) and brush holder on battery voltage as in this checkout proce-
assembly (14) by reversing removal procedures. dure, on time may be longer.
NOTE NOTE
When installing brush holder, hold the brushes
back in the holder until the mounting bolts have The timer does not reposition itseU to start
been inserted through the crankcase. Be care- at Pin C when the system is turned off, but
ful not to apply any side loading on the brushes will begin its cycling at the same pOSition in
during installation. which it was last turned off. Cycling will
then proceed in the order of C, D, E, F, as
Inspection and Testing of Propeller Deice System. shown.
a. Visually check the completed installation. NOTE

1. Check propeller deicers for wrinkling or loose
spots. Check Pins C, D, E, F, until a voltage read-
2. Check wiring connections fJr correctness and ing of approximate ly 24 volts DC is obtained.
tightness. Hold the voltmeter probe on the pin until the
3. Check contmuity of wiring. Remove plug from voltage drops to O. Move the probe to the
timer. USing ohmmeter, check continuity from: next pm in the sequence C, 0, E, F. Check
(a) Pin C of the plug to Terminal A of one prop volts DC at each pin in sequence, 24 volts
shoe on the nght engine. DC should be measured at each pin in the se-
(b) Pin 0 of the plug to T£rminal B of one prop quence C, D, E, F. When correctness of
shoe on the nght engine. the cycling sequence is established, turn
Change 8
13-36 UTIL.ITY AND 310 SERVICE MANUAL
OPTIONAL. SYSTEMS
prop deicing system switch off at the begin- turned on, place a hand on each of the two
ning of one of the on time periods and record deicer areas which should be heated per
the letter of the pin at which the voltage sup- paragraph b. 2. (d).
ply is present. (c) The assistant In the cabin should note and
record the prop deicer system ammeter
3. Propeller Deicer Heat Test: reading. This should be from 8 to 12 amps
(a) Remove the jumper wire installed in para- (for two bladed propellers) or 11 to 18 amps
graph b. 2. (a), and replace the connector (for three bladed propellers). Keep a close
plug In the time r receptacle. watch on the ammeter needle. The ammeter
(lJ) Referring to the position in which the timer needle will deflect every 30 seconds because
was left in paragraph b. 2. (d), have an as- of the sWitching action of the timer. Each
sistant place the prop deice system switch deflection will indicate a change in the heat-
In the "ON" position. As the switch is ing areas of the prop deicers.
). j
, ~
310POOOl TO 31OQOfiOI __
Fil';ure 13-15. Propeller Deice Installation (Sheet 1 of 2)
Chanl-:e'1
I
310 SERVICE MANUAL UTILITY ANO 13-36 A/l3-36 B
OPTIONAL SYSTEMS
34 + 6 SECONDS
ON TIME (TYP)
.~
1O.50~; SlSH3()11=
SISEJl)r)~
j.' )8.'0111
CABLE DIMENSIONS 31OQ0601 AND ON 145810111

i4S830(11
., Detail B B14581 1;1I2
,,145Rll'I!1
1. Spinner 7. Engine 14. Brush Assembly

2. Deice Boot B. Bolt 15. Head Clip
3. Propeller Blade 9. Screw 16. Terminal Bracket
4. Electrical Lead 10. Brush Bracket 17. Timer
5. Bulkhead 11. Shim lB. LH Nose Shelf
6. Slip Ring Assembly 12. Washer 19. Antislip Ring
13. Nut
Figure 13-15. Propeller Deice Installation (Sheet 2)

Change B
I
31() SERVICE MANUAL UTILITY ANO 13 -37
OPTIONAL SYSTEMS
0.053 -0.015
O. 063 =0. 015 4
PROP
2 3 ROTATION
SIDE VIEW
TOP VIEW
1. Screw 2. Brush Holder 3. Bracket Assembly 4. Slip Ring 5. Washer I

Figure 13-16. Deice Brush Holder Installation
NOTE
The observer in the cabin should call out

these 30 second interval deflections and the
inspector at the propellers should change
the position of his hands on the prop deicers
accordingly, to check proper heating se-
quence of the prop deicer areas.
NOTE
If any irregularities are noted, recheck the

wiring from the timer to the brush holder ---3
assembly and the prop deicer terminal con-
nections. Make corrections as necessary
and retest.
c. Slip Ring and Holder Assembly Check.

1. Check for out of flatness:
(a) Allowable tolerance is .008. If. 008 is
exceeded, shim under mounting bolts to
bring within tolerance.
NOTE
2
Ground checkout of the system is J.llowed.
wlth the engines not running;.
Allow a mmimum of 5 hours of engine run-

ning time to allow the brushes to become 1. Brush Block 2. Brush 3. Brush Bracket
seated before turning on the propeller deice
system. Figure 13-16A. Brush Holder Assembly
Change 4
I
13- 38 UTILITY ANO 310 SERVICE MANUAL
OPTIONAL SYSTeMS
0
Adjustment of Brush Holder Assembly. (See figure (b) Rotate slip ring through 360 of rotation.
13-16. ) (c) Observe dial indicator for a T. I. R. (Total
Indicator R2ading) of .012 to .015.
a. When a chattering or screeching noise is emitted (d) If reading is not in tolerance, replace slip
from the brush slip ring area, the probable cause is flng.
the improper alignment of the brushes and slip ring.
NOTE Removal and Installation of Timer Unit.
If this chattering or screeching is noticed a. Locate timer unit on shelf in upper left-hand
over idling engine noises, the trouble is se- nose section, just forward of cabin bulkhead.
vere and should be remedied immediately. b. Disconnect electrical connector from timer unit.
A less severe chattering or screeching may c. Remove timer unit from shelf by removing four
be detected by pulling each propeller through attaching screws and nuts.
slowly in the direction of rotation. d. Install timer unit by reversing removal procedures.
b. The brush holder assembly should be positioned
as follows: Removal and Installation of Deice Ammeter.
1. Loosen screws through bracket assembly and
brush holder. a. To remove and Install ammeter, refer to SectIOn
2. Adjust brush holder assembly by twisting brush 12.
holder assembly in brackets so that the brushes are
perpendicular to the slip ring surfaces.
3. Check each brush for correct alignment with the Removal and Replacement of Switch and CirCUit
slip ring surfaces through 360 rotation. Add or re- Breaker.
move washers (5) for correct alignment.
I 4. Check for a o. 063 ± 0.015 inch (nominal) clear- a. Turn battery SWitch off.
ance between the main body of the brush holder b. Remove hood retaimng SWitches.
c
assembly and the slip ring through 360 rotation. c. Loosen decorative nut secuflng switch, and re-
5. Check flatness of Slip ring as follows: move switch from panel.
(a) Mount a dial Indicator on engine. d. To replace switch, reverse this procedure.
Troubleshooting the Propeller Deice System.
E LE~lENTS DO NOT HEAT Open circuIt. Reset CIrcUIt breaker.
Defective SWitch. Replace switch.
Brushes not adjusted properly. Readjust brushes.
Broken ground. Reground.
Defective brushes. Replace brushes.
Defective timer. Replace timer.
ELEMENTS HEAT IN Defective timer. Replace timer.

ERRATIC MANNER
Defective slip flng. Replace slip flng.
Defective brushes. Replace or readjust brushes.
FOUR ELEMENTS HEAT Defective timer. Replace timer.
CHATTERING OR Alignment of brush block Replace brushes and adjust In ac-

SCREECHING assembly. cordance with adjustlllg procedures.
PROPELLER UNFEATHERING SYSTEM. (OPTIONAL) the accumulator. The governor contains a spring-
loaded check valve which is unseated while the pro-
Each optIOnal unfeatheflng system consists of a dry peller control is in any position except FEATHER,
air or mtrogen-chaq.;ed accumulator, a speCial gov- thus permitting governor-pressurized oil to flow to
ernor, and a hose runmng between the governor and
Change 6
311l SERVICE MANUAL UTlL.ITV ANO 13 -39
OPTIONAL. 8V8T~M8
6
4
10551001
1. Governor 3. Hose 5. Accumulator

2. Elbow 4. Bracket 6. Filler Valve
Figure 13-17. Propeller Unfeathering System
and from the accumulator. When the propeller con- Installation of Propeller Unfeathering System. (See
trol is moved to the FEATHER position, the check figure 13-17. )
valve is seated and oil under governor-pressure is
trapped in the accumulator and hose. As the pro- a. Install propeller unfeathering system by revers-
peller control is moved out of the FEATHER position, ing removal procedures.
the trapped oil flows back through the governor to the b. Refer to Section 2 and service accumulator.
propeller to unfeather it.
Operational Check of Propeller Unfeathering System.
CAUTION a. With engines operating at ~ 000 RPM. move pro-

peller controls to the FEATHER position, then posi-
Always leave propeller control in the unfeath- tion mixture to IDLE CUT-OFF. The propellers
ered position when the aircraft is on the should move to the feathered position.
ground. This procedure prevents the possibil- b. Move propeller controls to an unfeathered posi-
ity of heat causing trapped oil to expand to tion. Propellers should unfeather.
pressures which could damage the accumula- c. If propellers do not unfeather, check system for
tor. leaks and proper pressure.
NOTE
Removal of Propeller Unfeathering System. (See fig-
ure 13-17. ) When propellers do not unfeather sufficiently
to engage high pi tch stop pins, bleed off ac-
cumulator pressure to 100-110 pSI. then re-
CAUTION check operation.
Release system pressure by placing propel-

ler control in UNFEATHER position and re- THREE BLADED PROPELLER. (OPTIONAL)
lease accumulator pressure through the fil-
ler valve. Removal of Propellers. (See figure 13-18. )
a. Disconnect hose (2) from ~o\'ernor (1) and a~cum a. Place propeller in the feathered positIOn.
ulator (3). b. Refer to Section 9 and remove en~ine cowling In
b. Remove accumulator bv removin~ four bolts accordance with removal procedures.
attaching brackets (4) to the engine beam assembly. c. Remove six attaching nuts (9) securing the pro-
c. Remove governor (I) by removing attaching nuts. peller hub to engine crankshaft.
Change 8
I
13 -40 UTILlorv
AND 310 SERVICE MANUAL
OPTIONAL SYSTeMs
CAUTION c. Secure propeller assembly to en~ine crankshaft

by six self-locking nuts (9 I.
Support the propeller before removing the
last nut to preyent the possibility of drop-
ping prope lieI'. WAR~l~G
do Carefull~' remoYe propeller assembly from en- Do not use all steel locknuts. l'se onl\' new
~tne C'l' anks ha f t. elastic element locknuts when installing pro-
peller.
Installanon of Propellers. (See figure 13-18. )
a. Clean the pl'opellt'l' hub (5) and engine C'l'ankshaft ~OTE

flan~e with crocus cloth.
b. Wipe dust and forelp1 particles from the propel- Torque nuts (12 I from 80 to 35 ft lbs.
:e1' hub. crankshaft tlan~e. and oil passages with a
c'lean rag. d. Replace engine 20wling in accordance with Sec-
tion 9.
:-';OTE
Inspect O-l'll1~ seal (6. l!; propeller hub flange

e. Perform an operational check in accordance
with the Operational CheCK for Propellers. I
:.)1' c1:lma;:e and 1'epiace :is necessar\'.
/.,.
.a ,
~.
~..', --
""'II
I
Fr 'peiler H...:b 9. :-';ut
O-Rl7"'.£: Sea! 10. Adap~er
3 .c:: ,1'" r ~·'..:d 11. Cran;';:shaft
..; rl"l~t': .ff C .. :~~cier ~. 3rl:;:~e1' B..::;';:head
I
OPTIONAL SYST~MS
CESSNA ECONOMY MIXTURE INDICATOR.
condition of 65% power at 7500 feet and lean mixture
The exhaust gas temperature (commonly referred to to peak exhaust temperature on indicator.
as EGT) sensing device is used to aid the pilot in
seleCting the most economical fuel-air mixture for NOTE
cruising flight at a power setting of 75% or less.
Exhaust gas temperature (EGT) varies with the ratio To obtain peak exhaust temperature, lean out
of fuel-to-air mixture entering the engine cylinders. mixture control slowly enough for pOinter to
Refer to the appropriate aircraft Owner's Manual for follow. When the pointer stops going up and
correct operation procedures of system. starts a downward movement, enrich mix-
ture enough to regain peak reading.
Removal and Installation of EGT System. (See fig-
ure 13-19.) b. Record reading achieved after system has stabi-
lized.
a. Tag and disconnect electrical leads on indicators. c. Repeat step a. several times to insure a positive
b. Refer to Section 14 and remove two light assem- reading has been achieved.
blies attached to indicator and stationary panel. d. Lean mixture to a setting of not less than 25-
c. Remove indicator by removing two remaining below peak exhaust gas temperature.
screws and nuts. e. Use adjust screw on face of indicator and posi-
d. Route electrical wires from cabin, through wing, tion pointer to 4/5 scale.
to probe in engine nacelle. NOTE
e. Remove probe from exhaust manifold.
f. Install components by reversing the removal Adjustment should not exceed = 75 - F or
procedures. three divisions.
NOTE 0
f. If adjustment for more than = 75 F is required,
perform the following steps:
Do not alter length of electrical wires. 1. Gain access to rear of indicator.
2. Viewing meter from rear, turn calibration
Calibration of EGT System. (See figure 13-19.) screws one turn clockwise for increase in indicator
reading of 25' F (one division) or one turn counter-
a. To check calibration, obtain an average cruise clockwise for decrease.
Troubleshooting the EGT System.
GAGE INOPERATIVE Defective gage, probe or wiring. Isolate defective CirCuit. replace
defective probe or t?;age.
INCORRECT READING Indicator needs calibrating. Calibrate In accordance with cali-

brating procedure.
FLUCTUATING READING Loose, frayed or broken elec- Tighten connectIOns. and repair or
trical lead. replace defective leads.
I POWER FRONT SEAT. (310P0001 to 310Q0201)
Removal of Power Front Seat. (See figure 13-20.) installing two screws through seat track and seat
block.
a. Raise seat to the full UP position. d. Connect power cord (11) to seat terminal block
b. Pull plunger on circuit breaker (9) out to OPEN located on forward seat base.
electrical circuit, disconnect aircraft power cord (11) e. Push IN on circuit breaker plunger to CLOSE
from terminal block located on forward seat base. electrical circuit and functionally test for proper
c. Locate seat stop block on inboard seat track, re- operation.
move tW0 screws and stop block from seat track.
d. Pull up on thf' adjustment handle (6) and slide the
seat aft to c lear seat support (10).
e. Remove seat frum the aircraft. WARNING
Installation of Power Front Seat. (See figure 13-20.) After seat has been Installed. insure that
stop block has been Installed pl'operly and
a. Check seat for the fu 11 UP pos It iun. that the seat adjustment mechanism functions
b. Pull up on the adjustment handle (6) and slide pruperly.
seat ont 0 seat support (10).
c. Install seat stop block on inboard seat track by
I
OPTIONAL 8Y8T~MS
FRONT VIEW REAR VIEW
4/5 OF SCALE
CALIBRA TION ADJUSTMENT SCREW
THERMOCOUPLE WIRE
RED
PROBE / ~ (
~'--_...:L....~---_--.Jf
EXHA UST STACK
..""v
Tl-:ER~10COCPL_E W I ?----===d)
~ - TA!\
RED
EXHACST STACK
Figure 13-1:;. Cessll..J Economy :\fixture Indicator

310 SERVIC E MANUA L UTILITV ANO 13 -43
OPTIONAL 8V8T~M8
- I
9--
11
310P0001 TO 310Q0201
1. Seat Back Assembly 5. Seat Bottom Assembly 10. Seat Support

2. Armrest 6. Adjustment Handle 11. Power Cord
3. Nut and Washer 7. Power Assembly 12. Switch (Forward Bridge)
4. Armrest Assembly 8. Seat Belt 13. Switch (Aft Bridge)
9. Circuit Breaker
Figure 13-20. Power Front Seat Installation
Change 3
OPTIONAL SYSTEMS
Detail A
1. Pitot Line 4. Screw

2. Tee 5. Pitot Tube
3. Pitot Tube Bracket 6. Connector
Figure 13-21. Dual Pitot Installation
Dual Pitot System. (See fi~re 13-21. ) Testing the Dual Pitot Tubes.
Refer to Section 12 for testing the pitot pressure

Removal of Dual Pitot Tubes. (See figure 13-21. ) lines. The testing procedure is the same except
that one pitot tube should be capped while testing
Remove four screws (4) attaching pitot tube (5) to is being performed on the opposite line.
pitot tube bracket.
Disconnect pitot line (l)from connector(6). Blowing out Pitot Lines.
Tag and disconnect pitot Jube heater element wires.
Remove pitot tube (~) by pulling straight out from Refer to Section 12 for blowing out pitot lines.
bracket. The blowing out procedure is the same except that
both instruments must be disconnected when blow-
Installation of Dual Pltot Tubes. (See figure 13-2l.) ing out lines.
Slide pitot line (1) Into pitot tube (5).

Connect pitot line (l)to connector(6). RH AIRSPE ED r-<>
Attach heater element wires as tagged on removal.
Install four screws (4) attaching pitot tube to pitot l--_ _--I.PITOT
~
tube bracket. . ~UE£S
TO STATIC
SOURCE
LH AIRSPEE 0
NOTE INDICATOR
<> PITOT
Use petrolatum to lubflcate all male fittings, I 0 TUBES
omitting the first two threads. ~ TO STATIC
SOURCE
- - Figure 13-22. Dual Pitot System Schematic

Change 3
310 SERVICE MANUAL UTILITY AND 13-44A
OPTIONAL SYSTEMS
MINI-8 STEREO tor panel may be mounted in any unused standard

three-inch instrument hole, the three thermal detec-
Removal of Mini-8 Stereo. (See figure 13-23.) tors are mounted in (he high heat areas of the engine
nacelle and the fire extinguisher is mounted in the
a. Turn electrical power OFF. nacelle area. An exit line is routed from the fire
b. Remove screw (4) and washer (3). extinguisher into the forward section of the engine
c. Remove stereo unit out far enough to gain access where the freon gas is expelled. A smaller diS-
to wiring. charge hose which routes off of the large discharge
d. Tag and disconnect electrical wiring. hose expells freon gas from the center of the nacelle
e. Remove stereo. area towards the inboard side of the nacelle.
A test function is provided to test the system circuit-

Installation of Mini-8 Stereo. (See figure 13-23. ) ry. When the test switch is pushed (shown in figure
13-24), all lights should illuminate.
a. Position stereo in glove box and connect elec-
trical wiring. NOTE
b. Remove tags.
c. Secure stereo in place with washers (3) and The test switch does not check detector sys-
screws (4). tem (refer to Servicing paragraph).
d. Turn on electrical power and check operation of
stereo. If an overheat condition is detected. the appropriate
"Fire" light will annunciate the engine to be extin-
guished. To activate the extinguisher, open the
FIRE EXTINGUISHER. (See figure 13-23A. ) guard for the appropriate engine and press the
"Fire" light. Freon, under pressure. will be dis-
The fire extinguisher mounted on the copilot's seat charged to the engine and engine accessory compart-
contains a pressurized Dry Chemical Charge. The ments. The amber light E (figure 13-24) will illu-
fire extinguisher may be used on combustible, liq- minate after the extinguisher has been discharged
uid, or electrical fires. The dry charge is non- and will continue to show empty until a new bottle is
toxic and non-corrosive. Residue left after use may installed. The "Fire" light will remain illuminated
be wiped off with a damp cloth or picked up with a until compartment temperatures cool.
vacuum source. The fire extinguisher may be re-
charged by most Fire Equipment Dealers.
NOTE
ENGINE COMPARTMENT FIRE EXTINGUISHER.
Only one discharge is available per engine.
The engine compartment fire extinguisher consists
of three major components, control panel, thermal
detectors, and the extinguisher unit. The annuncia-
Troubleshooting Engine Fire Extinguisher.
POWER ON TO INDICATOR Open circuit breaker. Close "trrult breakEr.

PANEL TEST SWITCH
DEPRESSED ALL LIGHTS Open circuit between pin A Repair Wlrtn~.
FAIL TO ILLUMINATE and B of connector at panel.

(Pin A is ground. )
Voltage present between Pin Replace panel.

A and B at panel conneo::tor.
Faulty pane I.
GREEN LIGHT(S) ILLUMINATED Defective light bulb(s l. Replace bulh(s).

LIGHT(S) FAIL TO LIGHT
(Bulb(s) good. ) Disconnect Replace cartridge.
wire from bottom stud of
cartridge. Ground wire.
llght(s) lllumlnate. Defeo::tive
cartridge.
Change 6
OPTIONAL SYSTEMS
Troubleshooting Engine Fire Extinguisher (Cont.
TROUBLE PROBABLE CAlJSE CORRECTION
GREEN LIGHT(S) ILLUMINATED (Llght(s) fail to Lllumlnate. I Repair wIring.

LIGHT(S) FAIL TO LIGHT Open <::Ircult between bottom
(CONT. ) stud wire of cartridge and
panel connec tor.
(Circuit exists between bottom Replace panel.

wire of cartridge and connec-
tor.) Faulty pane I.
RED (FIRE) LIGHT(S) FAIL TO Defective light bulb(s). Replace bulb(s).

ILLUMINATE
(Bulb(s I good.) Defective Replace pane I.
panel.
AMBER LIGHT (E) LIGHT(S) Defective light bulb(s). Replace bulb(s I.

FAIL TO LIGHT
(Bulb(s) good.) Defective Replace panel.
panel.
POWER ON TO INDICATOR Shorted detectors or shorts in Replace shorted detector or

PANEL TEST SWITCH NOT detector wiring. (Check for correct shorted wiring.
DEPRESSED. RED (FIRE) shorts in detector wiring be-
LIGHT(S) LIGHTED tween pin C or D of harness
connector and ground. )
(No short in wiring or detec- Replace detector.

tor.) Indicator panel defective.
GREEN LIGHTS OUT LIGHT(S) (Depress test switch.) If Replace indicator panel.
LIGHTED I ight(s) stay on, indicator panel
defective. Also, check affected
cartridge for bridge-wire re-
sistance.
AMBER (EI LIGHT(SJ Empty container. Replace container.

FLICKERING
AMBER (EI LIGHT(SI If container is full, unscrew Replace contalner.
FLICKERING (CONT. i cartridge, scratch some
anodize off cartridge thread
and reinstall. Torque 90 to
100 inch-pounds. If light IS
still intermittent, ground sen-
sor wire to aircraft. Light
~oes out.
If I1gh t does not go ou t. Repair wiring.

PrfJiJable open circuit between
st'nsor wire and connector pin
H or G.
If CIrCUit eXists between sen- Replace Indicator panel.

sor wire and connector pin H
or G. Faulty panel.
Change 6
310 SERVICE MANUAL UTIL.ITY AND 13-44C/13-44D
OPTIONAL. SYSTEMS
Troubleshooting Engine Fire Extinguisher. (Cont.)
AMBER (E) LlGHT(S) ON Empty container. Replace container.
If container is full, unscrew Replace container.

cartridge, scratch some
anodize of cartridge thread
and reinstall. Torque 90 to
100 inch-pounds. If light is
still on ground sensor wire
to aircraft. Light goes out.
If light does not go out. Repair wiring.

Probable open circuit between
sensor wire and connector pin
H or G.
If circuit exists between sen- Replace indicator panel.

sor wire and connector pin H
or G. Faulty panel.
Removal of Fire Extinguisher. (See figure 13-24. ) d. Disconnect discharge hose (1).
e. Remove clamps (2) securing extinguisher unit to
a. Remove engine cowling. mounting clips.
b. Make sure battery switch is OFF. f. Remove extinguisher from nacelle.
c. Disconnect electrical wires from extinguisher.
WARNING
Install a grounding wire between ground ter-

minal and squib terminal before attempting
to remove a charged extinguisher unit or
cartridge.
Chan!.!l' 7
I
310 SERVICE MANUA L UTILITV AND 13-45
OPTIONAL SVSTI!MS
2
31OQ0201 AND ON
4 3
l. Headset Speaker Selector Switch 3. Washer

2. "On" "Off" Switch 4. Screw
Figure 13-23. Mini-8 Stereo
1. Seat Support 3. Bracket 5. Nut

2. Fire Extinguisher 4. Screw 6. Floorboard
Figure 13-23A. Fire Extinguisher Installation
Change 6
I
13-46 UTILITV AND 310 SERVICE MANUA L
OPTIONAL SYSTEMS
B C D
2
Detail A
310Q0201 AND ON
Detail B
\ r:-"""'t";---4
Detail C
~K
Figure 13- 24. Engine Compartment Fire Extinguisher (Sheet 1 of 3)
Change 6
OPTIONAL SYSTEMS
Detail D
Detail E
6
Legend Color Cause of Illumination
Fire Red Fire condition existing

in engine compartment
E Amber Fire extinguisher

container empty
OK Green Fire cartridge and

associated wiring is in
operational condition
Detail F
Detail K
l. Hose (Discharge) 5. Bolt 10. Firewall
I
2. Clamp 6. Thermal Detector 11. Squib Terminal
3. Fire Extinguisher 7. Annunciator Panel 12. Ground Terminal
4. Mounting Clamp 8. Test Switch 13. Discharge Sensor Lead
9. Light
Figure 13-24. Engine Compartment Fire Extinguisher (Sheet 2 of 3)

Change 6
13-48 UTILITY AND 310 SERVICE MANUA L
OPTIONAL SYSTeMS
Detail G
Turbo-310Q0201 AND ON
Detail H
6
5
3
10
Delli! J
K
Detai! C
Figure 13-24. Engine Compartment Fire Extinguisher (Sheet 3 of 3)

Change 6
UTILITY AND
310 SERVICE MANUAL OPTIONAL aYaT~Ma 13-49
Installation of Fire Extinguisher. (See figure 13-24. ) Servicing Fire Extinguisher.
a. Position fire extinguisher in place and connect The following item should be checked at every 100
hose (1). hour inspection. Check the pressure gage on each
bottle to ensure the pressures indicated in the
WARNING Pressure-Temperature Correction Table. If these
I
pressures are not indicated, the bottle must be ser-
Do not remove grounding wire from extin- viced.
guisher unit or cartridge until installed in
aircraft. Every six months, remove containers and weigh.
(The scale used must be a 5 to 10 pound scale with
b. Clamp fire extinguisher in place with clamps (2). an accuracy of ±. 1% full scale.) Weight of .25 pound
c. Connect electrical wires. below marked weight indicates a leaky container.
After bottle has been replaced check the following:
WARNING a. Check the test function; if any light fails, replace
bulb. If green light (OK) does not light after replac-
Before connecting electrical connectors to ing bulb, replace firing cartridge *(P/N 13083-5) in
cartridges, check connectors with multi- fire extinguisher. Any other light failure, after re-
meter to ensure no voltage is present at placing bulbs and firing cartridge, indicates malfunc-
connector. tion in the unit or associated wiring circuit.
d. Continuity check detector circuitry in accord- NOTE

ance with Servicing Fire Extinguisher.
e. Turn on electrical power and check system for The test switch does not check the detector
proper operation at the control panel. Press the test circuit.
switch.
f. Install engine cowling. b. Conduct a continuity check of detector circuitry
as follows:
1. Apply power to the aircraft.
Removal and Installation of Fire Extinguisher 2. Disconnect sensor wire from fire extinguisher
Thermal Detectors. (See figure 13-24. ) bottle. The EMPTY light should come on.
3. With sensor wire disconnected, press the Press-
a. Make sure battery switch is OFF. To-Test switch on the control panel. The OK light
b. Remove engine cowling. should come on indicating the squib is in operational
c. Loosen and remove bolts, washers and nuts at- condition.
taching thermal detector to bracket or clamp. 4. Reconnect sensor wire to bottle.
d. Disconnect electrical wire from detector.
e. Remove detector from nacelle. WARNING
f. The installation procedure for the fire extinguish-
er thermal detector is the reversal of the removal Do not attempt to check the continuity of the
procedure. sensor and/or the squib with a V.O.M. tester.
g. Continuity check detector circuit in accordance Most V.O.M. testers have enough AMP capa-
with Servicing Fire Extinguisher. bility to fire the cartridge. Continuity of the
circuit shall be checked only when using a
Removal and Installation of Annunciator Panel. (See 100 MA current reg~lated source.
figure 13-24. )
c. Conduct fire detect thermo detector check as
a. The removal and installatlOn procedures for the follows:
annunciator panel is the same as any Typical Instru-
1. Apply power to the aircraft.
ment Removal and Installation Procedures found in 2. Using an Alpha Heat gun, apply heat to each
Sectlon 12. thermo detector body for approximately ten seconds
NOTE and observe that fire light on panel comes on.
When removing annunciator panel always NOTE
make sure the battery switch is in the OFF
positlOn. Heat gun must have a capacity of 500° F or
higher.
PRESSURE-TEMPERATURE
CORRECTION TABLE
3. If light does not come on, remove thermo detec-
-60 -40 -20 0 +20 tor and check further in a temperature oven. Switch
F Temp should actuate at 450°F.
Ind 110 127 148 174 207
Pressure 134 155 180 212 251
O
F Temp +40 ... 60 ...gO +100 +120 ·PiN of HTL Industries, 1900 Walker Avenue,
Ind 249 304 367 442 532 MonrOVia, California, 91016.
Pressure 299 354 417 492 582
Change 7
OPTIONAL SYSTEMS
E~IERGE~CY LOCATOR TRANSMITTER. nals only after the unit has received a 5G (tolerances
are +2G and -OG) impact force. On emergency loca-
Descl"lptlJn. tor transmitter p. N CIR10, a remote on-off switch
on the instrument panel is provided in addition to the
Tht' t'mer~ency locator transmitter (ELT) is a self- switch lo-::ated on the front end of the transmitter.
contained. solid state unit. having its own power sup-
ply with an external mounted antenna. The transmit- CAUTION
ter IS designed to transmit on dual emergency fre-
qut'ncies of 121. 5 and 243.0 megahertz simultaneous- Do not leave the emergency locator trans-
Iv. Emergency locator transmitter PIN CIR10 is lo- mitter in the ON position longer than 10
cated in the leading edge of the dorsal fin at approxi- seconds or you may activate downed air-
mately fuselage station 309.56 and water line 125.00. craft procedures by C.A.P., D.O.T., or
The antenna is also enclosed in the dorsal. Emer- F.A.A. personnel.
Igency locator transmitter SHARC-7 is mounted in the
tailcone on the side of the fuselage.
Removal of Emergency Locator Transmitter. (See
IOn P N CIR10 transmitter power is supplied from figure 13-25. )
the aircraft system through a switch on the panel or
the battery pack located inside the transm ilter. The The following steps "a" through "d" pertain to emer-I
I SHARC -7 transm itter is entirely portable operating gency locator transmitter PI N CIR10:
on the power supplied by a battery pack. The battery
pack service life is placarded on the batteries and a. Refer to figure 1-3 and remove fin access cover.
also on the outside of the cover on the end of the b. Assure aircraft electrical power is off and the
transmitter. on-off switch on the front of the transmitter is in the
OFF position.
The transmitter broadcast tone is audio modulated in c. Disconnect electrical leads from transmitter.
a swept manner over the range of 1600 to 300 Hz and d. Remove screws securing transmitter to mount
is a distinct. easily recognizable distress signal for and remove transmitter from dorsal fin.
reception by search and rescue personnel. and others
monitoring the emergency frequencies. Steps "e" through "g" pertain to the SHARC-7 emer-I
gency locator transmitter.
The transmitter meets or exceeds the requirements
of the following specifications: e. Remove tailcone access door.
f. Disconnect coaxial cable from end of transmitter.
(1) R.S.S. 147 Issue 2, D.O.C. g. Cut sta-straps securing transmitter and remove
(2) TSO C612, F.A.A. transmitter from mounting bracket.
(3) F.C.C. Part 87, F.C.C.
(4) TSOC91. F.A.A.
Installation of Emergency Locator Transmitter.
Under favorable conditions, a distress signal from (See figure 13 -25. )
the ELT can be intercepted at a distance of 100 miles.
It exhibits line of sight transmission characteristics The following steps "a" through "c" pertain to emer-I
whirh correspond approximately to 100 miles at a gency locator transmitter PIN CIR10:
search altitude of 10,000 feet.
a. Position transmitter in mount and install four
When battery Inspection and replacement schedules mounting screws.
are adhered to. the transmitter will broadcast an
emergency signal at rated power. for a continuous NOTE
period of at least 48 hours at temperatures from
·55 C to -20 C after an emergency landing. Before ins tailing the emergenc y locator trans-
mitter to the mount, check condition of battery
The military monitors 243. 0 ~Hz. The 121. 5 MHz pack and make sure function switch is In the
frequency IS monitored by the general aviation air- ARM pOSition and the power switch is in the
craft as well as C.A.P., D.O.T., F.A.A. and some OFF position.
commercial aircraft.
b. Connect electrical leads to terminals.
Operation. c. Install dorsal fin access cover.
A three position switch ()n the forward end of the unit Steps "d" through "h" per tain to the SHARC - 7 emer-I
('ontrols operatIOn. PlaCing the switch in the ON po- genc y locator transm itter.
sitIOn will enen.!;lze the l!!llt t() start transmitting
emergency signals. In the Off poslti()n. the umt IS
lnoperatiVE. Placing tht; sWitch In the AR\-l p()sltlon
Will set the unit t() start transml!ting emerr;ency slg-
Change 8
I
310 SERVICE MANUAL UTILITY AND l3-SOA
OPTIONAL 8Y8T~M8
)
!
I
9
Detail A
C1RlO
\
i
'./
Detail B
SHARC-7 ....
l. Pane I ~witc h 6. Screw 10. Nut

2. Pflwpr Switch 7. Batien· Access 11. Lockwasher
:J Terminal Elock 8. Fusela~e Side Skin 12. Doubler
4 Function Switch 9. Antenna Coaxial 13. Upper Tailcone Skin
'i Vlf)unt 14. Antenna
FiL>;ure 13-2S. Emergency Locat·'r Transmitter

13-50 B UTILITY AND 310 SERVICE MANUAL
OPTIONAL SYSTEMS
(1. Assure that the direction of fli~ht arrows (plac- d. Replace the transmitter cover by positioning the
;lrdt'd lill the tr:lIlsmitter) are pointin~ towards the rubber gasket on the cover and pressing the cover
IlllS,' vI the .lircraft. and case together and attach with nine screws. Care
t'. Illsull transmitter in bracket and secure with should be taken to avoid trapping the gasket and over-
nt'W Sla-stLlpS. tightening sc rews.
l. Cunnect coa.xial cable to antenna. e. Remove the old battery placard from the end of
~. Position on-off switch to ARM position. transmitter and replace with new battery placard
h. Cheek operation of emergency locator transmit- supplied with the new battery pack.
I ter til accordance with Section 2.
CAUTION
Remova I and Ins tallatlOn of Emergenc y Locator
I Transmitter Antenna SHAkC -7. Be sure to enter the new battery pack expira-
tion date in the airc raft records.
a. Disconnect coaxial cable from base of antenna.
b. Remove nut and lockwasher attaching the antenna
base to t he fuse !.age and the antenna will be free to
remOH'.
c. Install the antenna bv reversin~ the removal pro-
cedures.
f. Check operation in accordance with Section 2.
g. Refer to Section 2 and Inspection Chart, figure
I
2-7 for inspection intervals.
Removal and Replacement of Battery Pack.

CAUTION
a. Remove emergency locator transmitter in accord-
:1I1ce with removal procedures. Do not leave the emergency locator transmit-
b. Remove screws attaching the cover to the case ter in the ON position longer than 10 seconds.
and remove cover. Remove rubber gasket to gain This could initiate downed aircraft search
acc ess to battery pac k. procedures by C. A. P .. D. O. T. or F. A. A.
c. When the battery pack is supplied with a plastic personneL
:onnector attached to the battery leads. merely dis-
connect the old battery pack and replace with a new
battf'ry pack. making sure the plastic connectors Troubleshooting the Emergency Locator Transmitter
are completely mated.
Should your Emergency Locator Transmitter fail the
CAUTION Periodic or 100 Hours performance checks. it is pos-
sible to a limited degree. to isolate the fault to a par-
Snme early transmittf'rs were delivered with ticular area of the equipment.
transmitter leads soldered directly to the
battery pack. Failure to observe proper po- CAUTION
laritv in connectin~ a new battery pack in the
',ransmitter may result in immediate failure In order to protect your warranty. trouble-
,)1 transistorized components attached to the shooting should be conducted without remov~
printed circuit board in the transmitter. in~ the unit cover.
:-';OTE
In performing the following troubleshooting procedure
• I3dore lnstalling thl' flPW battery pack. check to test. peak effective radiated power. you will be
tll l'[lSUre that its voltage is 10.8 volts ur able to determine if battery replacement is necessary
.;r'-';lte1'. or if your unit should be returned to your dealer for
repair .
• Aft!'r relatively short periods of inactivation. CAUTION
thl m.q~nesium c£'ll :Jt-velops a coatin~ over
Its .1I1ode which drastically reduces self- Do not leave the emergency locator trans-
dischan,p and thereby gives the cell an ex- mitter in the ON position longer than 10
tremelv long sturage life. This coating will seconds. This could initiate downed air-
,·xhibit a high resistance tu the flow of elec- craft search procedures by C. A. P ..
tric current when the batterv is first switched D. O. T. or F. A. A. personnel.
,)n. After;( short While (less than 1.5 seconds).
;!)(. iJattl.'ry current will completely dissulve
this ,'oating and enaule the battery to uperate
norm:dl!·. If this coatin~ is present when
"'!Jur ELT is activate'd. there may be d few
~ ('r: ends de b,,' be for.· t ~,t' trans m itte r rC'ac hes
full power.
Change 8
I
310 SERVICE MANUAL UTILITY ANO 13-S0C /13-500
OPTIONAL SYSTEMS
Troubleshooting the Emergency Locator Transmitter.
*POWER LOW Low battery voltage. 1. Set toggle switch to OFF.

I SHARC-7 2. Remove plastic plug from the remote jack
and by means of a Switchcraft #7S0 jackplug,
connect a Simpson 260 model voltmeter and
measure voltage. If the voltage is 10-volts or
less, the battery is below specification.
Faulty transmitter. 3. If the battery voltage is 10.8 volts or more,

it is O. K. If the battery is O. K.. check the
transmitter as follows:
a. Remove the voltmeter.
b. By means of a Switchcraft #7S0 jackplug
and 3 inch long maximum leads, connect a
Simpson Model 1223 ammeter to the jack.
c. Set the toggle switch to ON and observe
the ammeter current drain. If it is in the
range O-SO MA, the transmitter or the
coaxial cable is faulty.
Faulty coaxial antenna cable. 4. Check coaxial antenna cable for high re-
sistance jOints. If this is found to be the case,
the cable should be replaced.
*This test should be carried out with the coaxial cable provided with your unit.
Troubleshooting the Emergency Locator Transmitter (Continued)
POWER LOW Low battery voltage. 1. Pull cabin lights circuit preaker.
I CIRI0 2.
3.
Remove access cover to transmitter.
Remove transmitter from mount.
4. Remove battery access cover.
S. Measure voltage at battery contacts.
NOTE
Transmitter should be turned on when

measuring battery voltage.
6. I! the battery voltage is 10 volts or less. the

battery pack should be replaced.
Faulty transmitter. If the battery voltage is greater than 10 volts. in-

sert a 0-IS0 MA meter in series with power leads
and check as follows:
1. Set power switch on transmitter to ON and ob-

serve current drain.
2. If current drain is O-SO MS, the transmitter
or the antenna is faulty and should be bench tested.
Change 8
OPTIONAL SYSTI!MS
PILOT AND COPILOT MANUAL AND ELECTRICAL

ADJUSTABLE SEAT.
Removal of Pilot and Copilot Manual and Electrical

Adjustable Seat. (See figure 13-26. )
The procedures given pertain to either the pilot's or

copilot's manual or electrical adjustable seat. The
difference between the manual and electrical is the
electrical seat utilizes an electric motor in lieu of
the manual crank for the up and down and tilting
movements.
a. Raise seat to the highest position.

b. Remove seat stops on each side of the rail by re-
moving nuts and screws.
c. Tag and disconnect wiring.
d Pull up on seat stop handle and slide seat aft and
remove seat from its mounting.
Disassembly of Pilot and Copilot Manual and Electri-

cal Adjustable Seat. (See figure 13-27. )
1. Adjust Handle 3. Nut 4. Screw
a. Disassemble pilot's and copilot's manual and 2. Seat Stop 5. Seat Rail
electrical adjustable seat in accordance with Figure
13-27. Figure 13-26. Pilot and Copilot Manual and
Electrical Seat Installation
Installation of Pilot's and Copilot's Manual and Elec-

trical Adjustable Seat. (See figure 13-26. )
a. Insert seat on seat rails and slide forward.

b. Pull up on seat stop handle and allow seat to
move forward far enough to install seat stops.
c. Connect wiring and remove tags.
d. Install seat stops with screws and nuts.
e. Turn on electrical power and check operation.
f. If seat is not electrical, check operation using
crank provided on the front of the seats.
Figure 13- 27. Pilot and Copilot Manual and Electrical Adjustable Seat Callouts
1. Seat Back 9. Seat Bellcrank 18. Bearing Block

2. Screw 10. Seat Stop 19. Seat Bottom
3. Bolt 11. Nut 20. Arm Rest
4. Washer 12. Shaft 21. Arm Rest Stop
5. Spacer 13. Crank 22. Escutcheon
6. Seat Belt 14. Seat Stop Handle 23. Wire Bundle
7. Nut 15. Seat Base 24. Vertical Adjust Motor
8. Side Skirt 16. Shaft 25. Recline Motor
17. Housing
Change 3
I
13-52 UTILITY AND STEMS 310 SERVICE MANUAL
OPTIONAL SY
1
/
/'
/'
./
I
8
14
10
13
12 11
:l H)(~{J2{J1 I \ 'fl
• or--;
9
Detail A
FJ"l.l' 1.'" ')'!

w • I', I,d .II,d C I, pi I I) t "
'1. 11111~tl ' d EI(('(rI(,~1
.UI . J AdJus
CIL"'I" :J
I
OPTIONAL SYSTeMS
\.
Detail B
31OQ0401 AND ON
Figure 13-28. Alcohol Windshield Anti-Ice System

Change 2
OPTIONAL SYSTEMS
Fi ~ure 13- 28. A !cohol Windshie ld Anti- Ice System Callouts
1 Screw 9. Line (Elbow to Elbow) 17. Union

2. Fillt'r 10. Nut 18. Line (Union to Union)
3 T..lnk 11. Washer 19. Line (Union to Elbow)
.1 Pump 12. Elbow 20. Line (Union to Tee)
5. Bolt 13. Elbow 2l. Restrictor Tee
6 Elbow 14. Nut 22. Tube RH
7. Line (Pump to Elbow) 15. Cabin Skin 23. Tube LH
8 L·ne (Tank to Pump) 16. Elbow 24. Clamp
ALCOHOL WINDSHIELD ANTI-ICE SYSTEM. e. Install line (18) and clamp in place.
(310Q0401 and ON). r. Install line (20) and restrictor tee (21).
The alcohol windshield anti-ice system consists of a NOTE

three ,.:allon capacity tank which provides approxi-
mately one hour anti-icing capability. an electrically Restrictor tee must be installed with restric-
operated pump actuated by a switch breaker located tor end upstream and arrow pointing down-
on Ihe LH console. and orificed tubes to disperse the stream of flow.
anti-ice fluid over the windshield. A restrictor ori-
fice is pro\'ided in the dispersal system to meter the g. Install tubes (22) and (23). and clamp in place.
alcohol tor maximum efficiency. The system is ser-
viced with isopropyl alcohol. NOTE
Make certain tubes (22) and (23) maintain a

Remo\·al of Alcohol Windshield Anti-Ice System. minimum gap of O. 10" between tubes and
(See fq.;ure 13 - 28. ) windshield retainer.
a. Remon' aft "acelle baggage compartment uphol- h. Install forward right cabin upholstery pane I. wing
stery panel. gap fairings and access covers.
b. Disconnect line (7) at elbow (12) and using a suit- i. Install aft nacelle baggage compartment uphol-
able tube attached to the linl'. pump remaining fluid stery pane I.
from tank (3).
c. Disconnect line (7) from tank and remove line (8). Operational Check of Windshield Anti-Ice System.
d. Disconnect electrical wire from pump (4) at
splice. a. Fill reservoir with isopropyl alcohol (MIL-F-
e. Remove pump (4) from tank by removing bolts 5566).
b. Turn master switch ON.
t. Re move screws (1) securing tank (3) to structure. c. Switch windshield anti-ice switch ON.
" Lift forward end of tank until vent tube clears d. Assure alcohol flows evenly from all five holes
bottom skin and carefully slide tank forward until on each side. Nominal flow rate is approximatelv
ch'ar of structure. then lift tank trom aircraft. 20 minutes per gallon.
h. Extend: laps and rp move RH wing gap fairings
to , ..lin acc('ss to lines. NOTE
1. Remove clamps and remove lines (9) and (19).
J. Remove RH forward Side upholstery panel to gain The lelt-hand spray pattern may be slightly
access to line (18). Re move c lamp and remove line. greater than the right spray pattern. Spray
k. Working through RH nose baggage door. remove should extend approximately 4 to 6 inches
line (20). restrictor tee (21) and tubes (22) and (23). above nozzles during ground operation.
e. Turn windshield anti-ice switch OFF. Alcohol

Installation of Alcohol Windshield Anti-Ice System. flow should cease.
(See figure 13- 28. ) L If alcohol flow is irregular or fails to shut off
properly. check pressure at pump. Pressure should
a. Position tank in place and secure with screws 0). be 4. 0 to 4. 75 PSIG.
~OTE
ANGLE OF ATTACK SYSTEM. (:11OQ0901 and On. )
Make certain vent extends be low lower skin
0.40" and scarfed side is forward. The angle of attack system consists of an indicator
incorporating a press -to-test circuit (for ground test
b. Install pump (4) with two bolts (5) and washers. or 111 flight test of the system) and a transducer. The
r:. fnstall lines (7) and (ill. ll1dicator is mounted forward of the glareshield and
d. fnstall lines (9) and (19) and clamp in place. \'isually displays the angle of attack of the aircraft.
Change 8
I
OPTIONAL SYSTEMS
4
5
-:::---..J-.&
Detail A
10 ~9
10143005
A51143048
Detail B B14141039
1. Screw 5. Deck Cover 7. Wing Leading EdgE

2. Cover 6. Mounting Bracket 8. Transducer
3. Indicator 9. Screw
4. Grommet 10. Access Cover
Figure 13-29. Angle of Attack System
Change 6
OPTIONAL 8Y8T~M8
The transducer is located on the leading edge of the Operational Check of Angle of Attack System.
left wing and transmits electrical signals to the indi-
cator for angle of attack display. The transducer in- a. Ground Check.
corporates a heater element operated by the pitot heat- 1. Move battery switch to ON pOSition.
er switch, to prevent ice from hampering the opera- 2. Push the "PRESS TO TEST" button on the indi-
tion of transducer. The system also incorporates a cator and check that the indicator needle moves to
stall warning circuit which, when energized, causes the left (SLOW) end of scale and the stall warning
the stall warning horn to sound. horn sounds with the needle in the red zone. The
needle should return to the SLOW diamond when
Removal of Angle of Attack Indicator. (See figure the button is released.
13-29. ) 3. Turn the pitot heat switch ON and check to see
that the transducer mounting plate on the left wing
a. Assure aircraft electrical power is off. leading edge heats up.
b. Disconnect electrical connector to indicator. 4. Turn pitot heat OFF.
c. Remove screws securing indicator to mounting
bracket. NOTE
d. Remove grommet from deek cover; remove indi-
cator. The pitot heat switch should not be left on
any longer than necessary to determine that
Installation of Angle of Attack Indicator. (See figure mounting plate is heating.
13-29. )
5. Push the transducer vane gently aft (down).
a. Insert wire cable of indicator through hole in Check that the needle moves to the right (FAST)
deck cover. end of scale. When released, the vane should re-
b. Install grommet in deck cover. turn to the approximate center of its travel and the
c. POSition indicator on mounting bracket and se- needle should return to the SLOW diamond.
cure with screws. 6. Push the transducer vane gently forward (up).
d. Reconnect electrical plug. The indicator needle should move to the left (SLOW)
end of scale and the stall warning horn should sound.
When released, the vane should return to the approx-
Removal of Angle of Attack Transducer. (See figure imate center of travel, the needle to the slow dia-
13-29. ) mond, and the stall warning horn should stop.
7. Turn battery switch OFF.
NOTE b. Flight Check and Adjustment.
1. Using the data recorded in the Flight Check por-
Before removal of transducer, it is important tion of the Operational Check of Stall Warning Sys-
that the exact fore-aft location of the vane be tem, adjust the angle of attack system to provide an
marked on the wing so that the replacement "on speed" indication when the indicated airspeed is
unit may be adjusted identically. within ±2 knots of the approach speed determined
from the chart in Figure 12 -3A (corrected for weight
a. Assure aircraft electrical power is off. at time of the test) for the following configurations:
b. Remove access cover. (a) Landing Gear down.
c. Disconnect electrical plug to transducer. (b) Flaps full down.
d. Remove screws securing transducer to leading (c) Power as required to maintain a stable rate
edge and remove transducer. of descent at 500 FPM.
2. Record the centered approach speed and the
Installation of Angle of Attack Transducer. (See aircraft weight.
figure 13-29. ) 3. When the system is properly adjusted as above,
the prestall warning adjustment screw in the indica-
a. Insert wire cable of transducer through trans- tor unit should be adjusted as required to provide a
ducer mounting hole. stall warning horn at 4 to 9 knots lAS prior to idle
b. Secure transducer to leading edge with screws. power landing configuration stall.
c. Reconnect transducer electrical plug.
d. Replace access cover.
Chan~e Ii
310 SERVICE MANUAL f:LECTRICAL SYSTEMS 14-1
SECTION 14
ELECTRICAL SYSTEMS
Table of Contents
Page Page
POWER DISTRIBUTION 14-1 Installation of Landing Gear Switch
Troubleshooting the Battery and and Indicator Lights 14-9
Starter Circuit 14-2 Removal and Installation of Interior
Removal of Batteries 14-2 Lights Rheostat 14-9
Installation of Batteries 14-2 Removal and Installation of Instrument
Removal of Battery Box 14-3 Lights 14-9
Installation of Battery Box 14-3 Electroluminescent Panel Lights 14-11
Removal of External Power Receptacle 14-4 Removal 14-11
Installation of External Power Receptacle 14-5 Installation 14-11
ALTERNATORS AND REGULATORS 14-5 Removal of Fuel Selector Valve Light 14-11
Troubleshooting the Alternator and Installation of Fuel Selector Valve Light 14-13
Regulator System . . . . . 14-5 Removal and Installation of Front Dome
Removal of Alternator (310FOOOI AND ON) 14-7 and Individual Reading Lights 14-13
Installation of Alternator (310FOOOI Removal and Installation of Wing
AND ON) 14-7 Navigation Lights 14-13
Removal of Alternator (Turbo 310FOOOI Removal and Installation of Tail
AND ON) 14-7 Navigation Light 14-13
Installation of Alternator (Turbo 310FOOOI Troubleshooting Exterior Lights 14-14
AND ON) 14-8 Removal and Installation of Rotating
Removal and Installation of Voltage Beacons 14-14
Regulator 14-8 Removal of Landing Light 14-14
Operational Check and Adjustment of Installation of Landing Light 14-16
Alternators and Regulators 14-8 Adjustment of Landing Light 14-17
Removal and Installation of Circuit Removal and Installation of Taxi Light 14-17
Breaker Panel .... 14-8
I
Adjustment of Taxi Light 14-17
Removal and Installation of Junction Box 14-8 Removal and Installation of Deice
BATTERY MASTER SWITCH AND Light 14-17
ALTERNATOR SWITCHES .. 14-8A Strobe Light System 14-17
Removal of Battery and Alternator Troubleshooting 14-19
Switches 14-8A Removal and Installation 14-20
Installation of Battery and Alternator Removal of Cabin Step and Wing
Switches 14-9 Walkway Light 14-20
LEFT-HAND SWITCH PANEL 14-9
Removal and Installation of Wing Locker
SWITCHES 14-9 Courtesy Light 14-20
Typical Switch Removal 14-9 Removal and Installation of Wing Locker
Typical Switch Installation 14-9 Courtesy Light Switch 14-21
Removal and Installation of Ignition ELECTRICAL LOADING CHART 14-22
System Switches 14-9
POWER DISTRIBUTION SCHEMATIC 14-23
lJGHTS 14-9
WmING DIAGRAM 14-24
Removal of Landing Gear Switch and Wiring Diagram Index
14-9 14-24
Indicator Lights
POWER DISTRIBUTION. lation of the system, the second is used as a spare in
the event of regulator failure. The system is protect-
Electrical energy for the aircraft is supplied by a 24 ed by a circuit breaker, three fuses and an overvolt-
volt, direct current, single wire, negative ground age relay. The alternator switches are mounted on
electrical system. Two 12 volt storage batteries the stationary instrument paneL The electrical cir-
wired in series supply power for starting, and fur- cuits are protected by circuit breakers housed in a
nish a reserve source of power for electrical com- circuit breaker panel located on the left cabin wall
ponents in the event of alternator failure. The two forward of the pilot's seat. The aircraft is equipped
batteries are contained in a battery box located in the with standard navigation lights and rotating beacons.
left-hand wing outboard of the engine nacelle. The The navigation lights will remain on steady when the
battery box contains a vent and drain tube which vents navigation light switch is in the FLASHING pOSition
underneath the wing outboard of the landing gear. and the rotating beacon switch is ON. When the ro-
l' \.-10 engine-dri ven alternators supply the current tating beacon switch is OFF, the navigation lights
needed to operate the electrical equipment and to wi 11 flash. The retractable landing light is located in
charge the storage battery. The standard alternator the tai I cap of the left tip tank. The cabin lighting
system includes two 50 ampere alternators, the op- consists of a map light in each control wheel, a con-
tional system includes two 100 ampere alternators. sole light, and a left and right reading light above the
Both standard and optional systems have two voltage third and fourth seats. The reading lights for the
regulators. One voltage regulator is used for regu- fifth and sixth seats 2.re optionaL A fuel selector
Change 4
14- 2 ~LECTRICAL SYSTEMS 310 SERVICE MANUAL
located on the front spar between the pilot's and co- pass and radio control units are contained within the
pilot's seats. Post lights provide lighting for the units. Other optional lighting equipment consists of
switch panel and instruments. Lighting for the com- a right landing light and wing deice light.
Troubleshooting the Battery and Starter Circuit.
SLOW ENGINE CRANKING Partially discharged battery. Charge or change battery.

SPEED
Low capacity battery. Cycle battery to improve capacity
or replace it.
Faulty battery cell. Replace battery.
Loose or corroded terminals. Clean and tighten terminals.
Burned starter solenoid switch Replace solenoid.

contacts.
Starter motor drags. Overhaul starter motor.
STARTER ENGAGES BUT Pa:':::.!!y discharged battery. Charge or change battery,

WILL NOT CRANK
ENGINE Fa'J.1ty battery cells. Replace battery.
Damaged or shorted starter motor. Overhaul starter rr:otor.
Faulty armature or field in starter Overhaul starter motor.

motor.
STARTER WILL NOT Bai!ery fully discharged. Replace or charge battery.

ENGAGE
Disconnected battery cable. Replace faulty cable.
ShGrted or open starter solenoid. Replace sulenoid.
De:2ctive starter switch. Heplace starter SWItch,

"
Removal of Batteries. (See figure 14-1.) terminal-post sides of the battt-nes together.
b. Coat battery terminals, Lus bar and cable termI-
a. Release the fasteners securing ~ ,e batt!?·y access nals wHh a hght coaling d .!;rease.
cover and remove cover. c. Place bus bar across the tv.'o outboard batten
b. R<2move battery box lid. terminals (positive post of rear battery and ne~at;\,l:
c. Disconnect the ground cable fror. :he negative post of :orward battery) and SECure with battery
Jattery terminal on the rear battery. wmg nuts.
d. Attach the battery power cable marked ,,~., (thl:
CAUTION forward cable) to the forward battery terminal.
e. Attach the ground cable marked "-" to the rear
Always remove the ground cable "~-'3t and in- battery terminal.
stall it last to prevent accidental 'nort circuits.
~OTE
d. DIsconnect the power cable from :he positive
erminal on the forward battery. When attaching the battery c;:Jbles to the bat-
e. REmove the battery bus bar that ~onnects the tery, be sure cable ,l;rommets are properly
.]('~atlve terminal of the forward battery wHh the placed over the edge:, of the battery bull..
positive terminal of the rear battery,
f. Lift the batteries from the batte:': box. CAUTION
Make sure battery Master Switch is OFF. Use

Installation of Batteries. (See figure . .;-1.) voltmeter to determine polanty. Reverse po-
larity will damage diodes in the alternators.
a. Place batteries in the battery box with the
I
310 SERVICE MANUAL ELECTRICAL SYSTEMS 14-3
f. Install the battery box lid. from the wing.

g. Replace the battery access hole cover and secure
with fasteners.
Installatiun of Battery Box. (See figure 14-1.)
Removal of Batte ry Box. (See figure 14-1.) a. Inspect the battery con'partment to insure that
the battery cables will not obstruct the installation of
a. Remove batteries in accordance with battery the battery box.
re moval procedure. b. Tilt the battery box mto the battery con.partn~ent
b. Push the batte ry cables through the grommets and start the rubber hose and battery cables through
in the battery box until the terminals are just pro- the gromnlets. Lower the battery box down into the
truding from the wing rib. compartment while guiding the hose through the
c. Remove the access panel located between the ;rommet.
exte rnal power receptacle and engine nace lle. c. \ttach the rubber hose to the battery dram tube
d. Disconnect the rubber hose through the ~rommet that extends to the trailing ed.;e of the wing and re-
into the battery compartment. place the hose clamp.
e. Remove the eight screws securing the battery d. Replace and secure the access hole cover be-
box to the wing structure, and lift the battery box
NOTE
POSITIVE AND NEGATIVE

TERMINALS ARE STAMPED
"+" AND "-" ADJACENT TO
THE TERMINAL POSTS.
1~,-,~' ,-~1
11- /«J '-, POSITIVE TERMINAL
~;&~~---- NEGATIVE TERMINAL

10-1 ,.~/ ~'--- ~
"'r~'i' ,~,..,
I I ' / ' /'
POSITIVE TERMINAL
7 - -_ _ / 2
3
6--+-~1~,-"
5_
1. Wlll~Nuts 5. Dr~lln Outlets 9. Ground Cable (Battery to Gr()undin~ bolt)

2. F<Jrward Battery 6. Grunilnets 10. Aft Battery
...,
3. Screw o. Power Cable (Battery to Solenoid) 11. Batte ry Bus Bar
4. Battery Box o. Hubllt'r Tern~lllais 12. Battery Box Lid
Fq~ure 14-1. Battery and Battery Box Installation

I
14-4 ~L~CTAICAL SYSTEMS 310 SERVICE MANUAL
1 .... '·'·n the external p'Jwer receptacle and the engine Removal of External Power Receptacle. (See figure
nar "lie. 14-2. )
". Install thE ught screw,> that securfO the battery
b'Jx I n place. a. Remove the access hole cover located between
I. Feed the hattery rabies thr'Jugh the grrJmmets the external power receptacle and engine nacelle.
IntI) the battery box. b. Remove the nuts and lockwashers retaining the
u,. Install the batteries in accordance with battery power cable and ground strap.
1T1stallation procedure.
-+----7
NOTE:
POWER CABLE (11) CONNECTS THE

EXTERNAL POWER RECEPTACLE TO
THE BATTEijY SOLENOID LOCATED IN
THE LEFT ENGINE NACELLE.
I Nut 4. Hubbpr Nlpplf' ll. Access Door

2. L"ckwasiler 5. Bracket ~. Washer
1. (;rllullrl Strap 6. Hf"'f'ptadf' 10. Power Cable
7. :~( r"w
F ,'.'lre 14-2. Exlprllal Pf)Wer Re('eptac l :-

310 SERVICE MANUAL ELECTA'CAL SVSTEMS 14- 5
CAUTION extra long and under normal operating conditions will

provide long periods of service.
The battery switch must remain in the OFF
posihon while the external power receptacle The stator windings are assembled on the inside of a
is being removed or installed. If there is laminated core that forms part of the alternator
any possibility of the switch being turned ON frame. Six rectifier diodes are mounted in the slip
during this procedure, it is advisable to dis- ring end frame and are connected to the stator wind-
connect the ground cable from the battery. ings. The six diodes replace the separately mounted
rectifier as used in other applications, and they act
c. Disassemble receptacle from the bracket accord- to change the alternator AC voltages to DC voltage
ing to figure 14-2 and remove receptacle from wing. which appears at the battery terminals on the alter-
nators. The transistor regulator is an assembly
NOTE composed principally of transistors, diodes, con-
densers and resistors to form a completely static
The bracket is riveted to the wing structure unit containing no moving parts. The transistor is
and should not be removed unless it is dam- an electrical device which limits the alternator volt-
aged. age to a preset value by controlling the alternator
field current. The diodes, condensers, and resis-
tors act together to aid the transistors in performing
Installation of External Power Receptacle. (See fig- this function, which is the only function that the regu-
ure 14-2. ) lator performs in the charging circuit. The voltage
at which the alternator operates is determined by
a. Place a plain washer on each terminal stud of the regulator adjustment. Once adjusted, the voltage
the receptacle. remains almost constant, since the regulator is un-
b. Open the receptacle access door and place the affected by either length of service, by change in
receptacle into position on the bracket. temperature or by changes in the alternator output
c. Hold the receptacle in position and place the and speed.
ground strap on the negative terminal stud.
d. Install the screws and nuts to secure the recep- There are two solid state regulators installed in the
tacle to the bracket, making sure the screw near the voltage regulating system. On aircraft 310pOOOl to
negative terminal post also secures the ground strap 310Q0601 one regulator is used and the second regu-
to the bracket. lator is a spare. In the event of a regulator failure,
e. Secure the ground strap to the receptacle termi- the regulator switch can be positioned to STANDBY.
nal with a lockwasher and nut. On aircraft 310Q0601 and on the regulating system
f. Secure the power cable on the positive terminal includes a voltage regulator in the left and a voltage
with the lockwasher and nut and position the rubber regulator in the right alternator systems. Should
shield over the terminal. adjustment be required, insert a small flat blade
g. Replace the access hole cover between the power screwdriver in the hole provided and turn adjust-
receptacle and the engine nacelle. Replace the bat- ment screw. Turn screw clockwise to increase and
tery cable, if it was disconnected. counterclockwise to decrease.
NOTE
ALTERNATORS AND REGULATORS.
On aircraft 310FOOOl to 310Q0601 any prob-
The alternator is designed and constructed to give lem which seems to be in the voltage regula-
long periods of trouble-free service with a minimum tor or the overvoltage protector may be quick-
amount of maintenance. The rotor is mounted on a ly isolated by simply switching the voltage
ball bearing at the drive end, and each bearing has regulator switch to STANDBY position. If the
a grease reservoir. Only two brushes are required system then operates properly, the problem
to carry through the two slip rings to the field coil is with the main voltage regulator, overvolt-
which is mounted on the rotor. The brushes are age relay, fuses or other wiring. U the same
problem still exists, the problem can then be
assumed to be in some other portion of the
system, probably in the alternators them-
selves.
Change 4
14-6 ELECTRICAL SYSTEMS 310 SERVICE MANUAL
Troubleshooting Alternators and Regulator System.
310PO001 AND ON
ALTERNATOR OUTPUT Faulty wiring. Correct as required

CONTINUOUSLY HIGH
Regulator set too high. Adjust to 27. 5 VOC.
Regulator faulty. Replace.
BATTERY CONSUMES Faulty battery. Replace.

WATER RAPIDLY
Regulator or regulators set too high. Adjust to 27. 5 VOC.
BATTERY DOES NOT Faulty battery. Replace

COME UP TO FULL
CHARGE - ALTER- Faulty wiring. Correct as required
NATORS OPERATING
Regulator or regulators set too low. Adjust to 27. 5 VOC.
AMMETER SHOWS HIGH Shorted diode inside alternator. Disconnect negative battery terminal
DISCHARGE WHEN Connect a #313 light bulb in series
ALTERNATOR SWITCH with a 24 volt battery. Connect test
& BATTERY SWITCH leads from battery and bulb to output
TURNED ON (ENGINE terminal of alternator and alternator
NOT RUNNING) case. Reverse leads - light should
light on one polarity only, if no diodes
are shorted. Replace shorted diodes.
REGULATOR POWER Short in regulator or overvoltage Aircraft 3l0P to 31OQ0601. Switch to

CIRCUIT BREAKER protector. standby regulator. Reset regulator
OPENS power breaker. If breaker does not
reopen, determine and replace faulty
regulator or overvoltage protector.
Aircraft 3lOQ060l and on. Determine

which regulator is caUSing circuit
breaker to open.
Replace regulator. If breaker re-

pens replace overvoltage relay.
3l0POOl TO 31OQ0601
BOTH ALTERNATORS Regulator power circuit breaker open. Reset.

FAIL TO OPERATE
Switch faulty. Replace.
Overvoltage protector tripped or Reset or replace.

faulty.
Regulator faulty. Replace.
Alternator defective. Replace.
Change 4
I
:no SERVICE MANUAL ~LECT"ICAL SYSTEMS 14-6 A/14-6 B
Troubleshooting Alternators and Regulator System. (Continued)

31OQ0601 AND ON
ALTERNATOR FIELD Faulty wiring. Locate and repair.

FUSE OPENS
Wiring shorted Locate and repair.
Alternator field shorted. Replace alternator.
OVERVOLTAGE PRO- Regulators set too high. Adjust to 27. 5 VOC.

TECTOR TRIPS
Protector faulty. Replace.
NO OUTPUT FROM ONE Alternator'field fuse blown. Replace.

ALTERNATOR WITH
BOTH ALTERNATOR Alternator brushes worn. Replace.
SWITCHES ON
Faulty wiring. Repair.
Faulty switch. Replace.
ONE ALTERNATOR Faulty wiring. Repair.

OUTPUT WW
Faulty alternator field Replace alternator.
Faulty alternator diode. Replace diode.
Removal of Alternators. (310POOOl and On) e. Adjust alternator belt tension by exerting a force
of 14 pounds on (new) belt (or 10 pounds after 25
The alternator removal procedure is the same for hours service) at a point midway between the sheaves.
both engines and either 50 Amp or 100 Amp alterna- Move alternator away from engine drive sheave until
tor. force results in 5/16" deflection of belt. While hold-
a. Remove the engine cowling in accordance with ing this tenSion, tighten bolt (2) attaching alternator
removal of engine cowl procedures. to upper brace to 200 ,,20 inch-pounds. .
b. Disconnect and tag electrical leads. f. An alternate slip torque method may be used to
c. Disconnect ram air tube. determine proper belt tension .. This method consists
d. Remove bolt from alternator at slotted upper of installing a torque wrench on the sheave retaining
brace. nut and measuring the amount of torque required to
e. Remove belt from alternator sheave. make the pulley slip. Turn in a clockwise direction.
f. Remove locknut, nut and washer from bolt attach- Torque should be 11 to 13 foot-pounds for new belt
ing alternator to lower mount. or 7 to 9 foot-pounds after 25 hours of service.
g. Support alternator while pulling attaching bolt g. Connect electrical leads and remove tags.
aft. Remove alternator from mounting bracket.
CAUTION
Installation of Alternator. (310POOOl and On) Make sure wires are connected to the proper
terminals. Reversed polarity will damage
The alternator installation procedure is the same for alternator diodes.
either engine.
I a. If alternator sheave (8) alXl/or back plate (14) h. Connect ram air tube (I8).
was removed for inspection of fan, insure that the i. Install engine cowling in accordance with installa-
sheave retaining nut (10) is tightened to 35 to 40 foot- tion procedures.
pounds torque. Do not overtorque.
b. Posi lion alternator (1) on mount (13) and install
bolt (11), washers (12 and 14) and nut (5). Torque Removal of Alternators. (Turbo 310POOOl and On)
nut to 425 ±25 inch-pounds after belt tension is ad-
justed and Install locknut (16). a. Remove engine cowling in accordance with re-
c. Place alternator drive belt on alternator sheave moval procedures.
and engine drive sheave. b. Disconnect and tag electrical leads and stow out
d. Start bolt (2) in alternator at slotted upper brace of the area.
(4) .
Change 6
310 SERVICE MANUAL ~L~CT"ICAL 8Y8T~M8 14-7
&
18
8
17
9 A
..------
...,.. -- -- --. . . .
/jj-
-.-
O
10
1& 15 12 13 - '(,GNi'. '0 r-
.310POO01 TO 310Q0684
,at ..
•
Detail A
310Q0684 AND ON
•
~~PrHHEAD
~D AS SHOWN.
MUST NOT TOUCH THRUST 1
_2
WASHER AND MUST NOT

EXTEND BEYOND END ~
OF SHAFT. ~ - Q • ./
Detail B ~ ,::\
,~\JlI~ Q ~
310P0001 TO 31OQ0601
2& 25 * ALTERNATOR FILTER--r-~~

TURBO 310POOOl AND ON ALLEMBLY
IIF * WHEN
310QI066 THRU 31OQ1160
MODIFIED BY SK340-22
USED WITH EM207-2 SENSOR 31OQ0277 AND ON
ONLY
TURBO 31OQ0277 AND ON
10503003
l. Alternator 8. Sheave 15. Nut 22. Nut
2. Bolt 9. Lock Washer 16. Locknut 23. Lockwasher
3. Washer 10. Nut 17. Clamp 24. Washer
4. Upper Brace 11. Bolt 18. Ram Air Tube 25. Gasket
5. Washer 12. Washer 19. Cotter Pin 26. Hub
6. Fan 13. Mount 20. Key 27. Washer
7. Spacer 14. Backplate 21. Diode 28. Nut
Figure 14-3. Alternator and Regulator Installation
Change 9
14-d eLECTRICAL SYSTeMS 310 SERVICE MANUAL
c. Remove nuts. lockwashers and washers securing CAUTION

alternator to engine.
d. Carefully work alternator from the engine pad. Be sure alternator wiring is connected pro-
perly. Reverse polarity will destroy diodes
CAUTION in the electrical system.
Use care when removing alternator to pre- Operational Check of Alternator and Regulator.
vent damage to splines on the alternator.
a. With both engines operating at 1000 RPM and the
e. Install protective covers to prevent entry of for- battery and alternator switches on, check the follow-
eign material. ing:
1. Select voltage position on voltmeter and assure
Alternator Hub Replacement. (See figure 14-3. ) bus voltage is 27. 5 ± 1. 0 volts.
2. Select battery pOSition on voltmeter and note
a. Remove alternator hub as follows: battery is charging; charging amperage indication
1. Remove alternator. will vary as the battery builds up to normal charge.
2. Remove cotter pin (19); then using special 3. Load electrical system with all external lights,
wrench PiN 5090005-1, to hold shaft from turning, fuel pumps, pitot heat, etc., and check the alterna-
remove nut (28) and thrust washer (27). tor output; it should be positive and equal within 10
3. Pull alternator drive gear hub (26) from alter- amps when loaded up to 100 amps total load.
nator shaft, using care not to damage hub assembly.
b. lnstall alternator hub as follows: NOTE
1. Apply clean engine oil to shaft of alternator and
install key (20). If total load is below 15 amps, one alternator
2. Slide alternator drive gear hub (26) onto shaft may show little or no output. If so, turn pro-
and onto key (20). ducing alternator OFF; the other alternator
3. Install thrust washer (27) on alternator shaft should then pick up the load. Also, when one
with bearing material (copper color) side toward the alternator is not carrying any load, the cor-
hub. responding light may come on or flicker on
4. lnstall nut (28); then use special wrench PIN and off. This is normal.
5090005-1 to hold shaft from turning, torque nut to
450-500 inch-pounds. Operational Check of Alternator Failure Circuit.
NOTE a. With both engines operating at idle RPM, place

battery switch and alternator switches to OFF, and
Ensure wrench 5090005-1 is aligned and observe that failure lights are out.
seated in notch of alternator drive gear hub b. Reduce electrical load to minimum to avoid dis-
flange so that no damage will occur when charging the battery.
torque is applied to nut. c. Turn on battery switch and observe both alterna-
tor failure lights illuminate full on.
5. Install cotter pin as shown in Detail B. d. Increase engine RPM to 1800 and ensure failure
6. Install alternator. light remains on.
Installation of Alternator. (Turbo 310P0001 and On) NOTE
a. Remove protective covers. The reference voltage used for alternator

b. Make sure gasket has not been damaged or has out indication is approximately one half of
been replaced. whatever voltage the alternator is produc-
c. POSition alternator on engine pad. ing. When the alternator is turned OFF,
it is capable of producing some voltage
CAUTION which will be a function of load and RPM
of unit. At high RPM such as maximum
Before installing alternator, always make power, the residual voltage at times can
sure the nut on the drive shaft of the alter- exceed the fail triggering level of the sen-
nator is safetied with the cotter pin in- sor, turning the failure lights OFF; this is
stalled as shown in figure 14-3. If the nut acceptable.
is not safetied properly damage could re-
sult to the gears and alternator shaft. e. With both alternators and battery switches ON
and light electrical load of 15 amps, operate both en-
d. Work alternator in position and install waShers, gines at idle RPM and observe that lights remain off
lockwashers, and ground lead terminal and install without any flickering. Increase RPM on both en-
the nuts securing alternators. gines, together, to 1800 RPM and again observe
e. Torque nuts to 155 to 175 inch-pounds. lights for any flickering.
f. Connect electrical wiring.
Change 8
310 SERVICE MANUAL ~L.~CT'UC.L. SYSTEMS 14-SA
NOTE c. Start left engine per normal starting

procedure. With left alternator switch ON,
It is important that both engine RPM increase RPM slowly and monitor alternator
be as close to each other as possible output voltage. Adjust voltage if required
because at light loads, the alterna- to prevent voltage exceeding 29 volts DC.
tor which is set at higher RPM will Operate engine at 1500 RPM. Allow system
tend to take all of the load and the to warm up a minimum of 10 minutes with
alternator running at lower RPM will airplane ammeter reading 30-50 amps output,
be at a no-load condition which will loading the system with equipment when
tend to give a false alternator out operating requires this amount of load.
indication. Adjust voltage regulator to 27.5 :.25 volts
DC. Record exact alternator output amper-
f. A false alternator-out indication at age. Shut down engine.
low engine RPM (ground idle) with low to d. Start right engine and repeat above
moderate electrical loads applied may be procedure, except after warmup, adjust
due to a low frequency response of the regulator to obtain the same ammeter read-
alternator-out sensor. For isolation to a ing as recorded on left engine.
sensor problem, refer to DC Generation e. Operate both engines and warm up per·
Manual. above procedure. Check voltage setting for
27.5 volts on each alternator.
Operational Check of Alternator Warning NOTE
System.
To adjust voltage regulator, remove
a. With both engines operating 1700 RPM the snap plug from the face of the
and normal electrical load applied, push regulator and insert a small flat
the press-to-test switch and hold in for at blade screwdriver. Turn screw clock-
least 30 seconds and ensure both alternator- wise to increase and counterclockwise
out lights are on. to decrease voltage.
b. Ensure that pushing the press-to-test
switch does not trip the landing gear motor Operational Check and Adjustment of Alter-
breaker. nators and Regulators (31OQ0601 and On).
Removal and Installation of Voltage a. Install a 2% voltmeter connected to
Regulator. the airplane power bus. (The power bus is
considered to be between the alternator
a. Remove copilot's seat (see Section 3). power circuit breakers and the individual
b. Remove electrical wires from circuit breakers for each system and not at
regulator. the cigar lighter.)
c. Remove the screws securing the regula- b. Disconnect the paralleling wire (ter-
tor to the support bracket. minal marked PAR) from either regulator and
d. Remove the regulators from the leave it disconnected through step 11.
airplane. NOTE
e. Install by reversing the removal
procedures. All adjustments are performed while
operating only the LH engine (RH
Operational Check and Adjustment of Aileron engine shall not be running).
and Regulators (310POOOl to 31OQ0601).
c. With LH engine running at 1200 prop
a. Remove ~~res from field terminals of RPM, turn LH alternator field switch ON (RH
main voltage regulators and check resis- alternator switch must be OFF). Add 10-15
tance of alternator field; resistance amp load to LH alternator. Run this load
should be approximately 15 ohms. Replace for at least 2 minutes.
each wire after resistance measurement. NOTE
b. Remove wire from positive (+) termi-
nals of voltage regulators and measure To adjust voltage regulator, remove
voltage with battery and applicable alter- the snap plug from the face of the
nator field switch ON. Voltage should be regulator and insert a small flat
battery voltage, approximately 24 volts DC. blade screwdriver. Turn screw clock-
Voltage should be interrupted by either wise to increase and counterclockwise
opening battery switch or its own alterna- to decrease voltage.
tor field switch. Replace wire after
measuring voltage. d. Adjust LH regulator adjustment to read
27.5 volts on the voltmeter connected to
the airplane bus. Allow sufficient time
for voltage to stabilize between adjust-
ment.
NOTE
The airplane voltammeter shall not be
used for voltage setting.
ChanjZe 9
I
14-8B ELECT'-'CAL SYSTEMS 310 SERVICE MANUAL
e. Replace the snap plug in the LH regulator adjust- b. Remove the four screws from the front of the
ment access hole and do not make any further adjust- circuit breaker panel.
ments on the LH regulator. c. Pull the panel away from the side of the cabin.
r. While continuing to operate the LH engine and If complete removal of the panel is desired, remove
alternator with the same electrical load as before, the breakers from the panel or disconnect the wiring
turn the RH alternator field switch ON. (RH engine from the breakers and Dus bar.
is still not running. ) d. Installation of the circuit breaker panel is ac-
g. The remaining adjustments should be made using complished by reversing removal procedures.
either a Simpson 260 or a Triplett 630 YOM.
CAUTION Removal and Installation of Junction Box. (See fig-

ure 14-4.)
Observe with caution that the field circuits
of either system never touch ground or a. Access to the left junction box is accomplished
other electrical circuits, even for an in- by grasping the upholstery panel (small panel con-
stant, or the regulators may be damaged. taining the map pocket and pushing it down to dis-
engage it from the upholstery along the left cabin
h. Select YOM to 0-50V scale and connect VOM be- wall.
tween the field terminals of the left and right regu- b. Access to the right junction box is accomplished
lators (plus side meter to LH regulator). by removing three screws along the forward end of
i. Now very slowly rotate the RH regulator voltage the upholstery retaining strip (adjacent to the lower
adjustment while observing the voltmeter which has cabin door jamb) and pulling the small upholstery
been connected to the two field terminals. panel from under the retaining strip and away from
the right cabin wall
1. If a reverse (downscale) reading is obtained, c. Remove the junction box covers by removing the
turn the RH regulator adjustment counterclockwise, four screws securing each cover and pulling the
this should bring the meter upscale. cover from the box.
2. Then very slowly turn RH regulator adjustment d. Remove the bundled electrical leads from the
clockwise to the point where the field voltmeter will junction box by removing the small nuts securing the
read near zero. leads to the terminal strip. Pull the bundled leads
from the junction box.
NOTE e. Remove the wing fairing to gain access to the
four screws that secure the left junction box to the
A stable reading should not be expected, fuselage. Removing the screws will allow the left
voltage will fluctuate. junction box to be removed. The four screws that
mount the right junction box are accessible from in-
3. Then using the 0-10 volt and 0-2.5 volt scales on side the cabin.
the YOM continue adjustment of the R:';: regulator to a f. Installation of the left and right junction boxes is
lower voltage differential. (The 0-2. ~ volt scale is accomplished by reversing the removal procedure.
recommended for making the final adjustment.) The
correct adjustment has been achieved when the meter
will remain briefly in the vicinity of zero, swinging BATTERY MASTER SWITCH AND ALTERNATOR
both upscale and downscale. SWITCH.
j. Replace the snap plug in the RH regulator adjust-
ment hole. A battery master switch is located between the left
k. Shut down all power to the aircraft and discon- and right alternator switches on the left side of the
nect YOM from field terminals. stationary panel. A switch bar is installed across
1. Restore the paralleling wire removed by step 2 the top of the three switches to permit Simultaneous
above. shutoff. When the battery switch is placed in the ON
m. After aircraft has been restored to original pOSition, it actuates a heavy duty relay which con-
configuration, the RH engine should be started, both nects the battery to the bus bar.
alternators turned on and system Should be operated
at different loads to verify that paralleling is within The alternator switches are connected electrically
lOCO of load and bus voltage has remained within the in the alternator field excitation circuit.
27.5 ±. 25 volt limit.
Removal and Installation of Circuit Breaker Panel. Removal of Battery and Alternator Switches. (See
figure 14- 6. )
a. Master switch OFF.
a. Remove cotter pin and pin securing sWltch bar to
CAUTION braCket.
b. Remove nut securing switch to left control panel.
When removing the circuit breaker jJanel, c. Tag and remove the wires from the switch.
the master switch must remain in [he OFF
position or ground cable should be discon-
nected from the battery.
Change 8
CAUTION LIGHTS.
During removal of any sWitch except the bat- Removal of Landing Gear Switch and Indicator Light.
tery switch. the battery switch must remain (See figure 14-7. )
OFF. When removing the battery switch,
disconnect the ground cable from the aft bat- a. Unscrew and remove wheel shaped knob from
tery to prevent an accidental short circuit. SWitch.
b. Remove the nut holding switch to the panel and
pull the switch from the rear of the paneL
Installation of Battery and Alternator Switches. (See c. Tag and disconnect the wires from the SWitch.
figure 14- 6. ) d. To remove the indicator lights, remove the lens
and bulb.
a. Connect the wires to the proper switches and e. Loosen nut securing light to panel and pull light
remove tags. aft from panel.
b. Insert switch in proper position in the switch f. Unsolder and tag wires from light.
panel and secure with nut.
c. Install switch bar using pin and cotter pin.
Installation of Landing Gear Switch and Indicator
Light. (See figure 14-7. )
LEFT-HAND SWITCH PANEL.
a. To install the indicator light, solder wires to
All SWitches mounted on the left-hand switch panel light and remove tags.
are a two position, one hole mounting, toggle-type b. Install light in panel and secure with nut.
switch, except the starter switches, which are a c. Install bulb and lens.
button-type switch with a safety guard Rheostats d. To install landing gear switch, connect wires to
mounted on the switch panel include the flight instru- switch and remove tags from wires.
ments and radio, engine instruments, switch panel e. Place two nuts on the switch shaft and run them
and fue I se lector and compass lights. Post lights down finger-tight against the switch body.
and overhead flood lights illuminate the switch paneL f. Place the keyed washer on the switch shaft and
position the switch on the instrument panel.
g. Place another nut on the switch shaft from front
SWITCHES. of the instrument panel. Tighten only finger-tight.
h. Tighten nuts on back side of panel (counterclock-
Typical Switch RemovaL (See figure 14-6.) wise) on switch shaft until the switch is secured
against panel. Be sure the keyed washer mates the
a. Loosen and remove the decorative nut securing small hole in the panel below switch mounting hole.
switch to the switch panel and remove switch from k. Screw the wheel shaped knob on the switch toggle.
the panel.
b. Tag and remove the wires from the switch.
Removal and Installation of Interior Lights Rheostat.
(See figure 14- 6. )
Typical Switch Installation. (See figure 14- 6. )
a. Loosen setscrew securing rheostat knob USing a
a. Install wires on switch and remove tags. 3/32 inch allen wrench, then remove rheostat knob.
b. Install switch in panel and secure with decora- b. Remove nut securing rheostat to left SWitch con-
tive nut. trol panel and remove rheostat from panel.
c. Tag and remove the wires by unsoldering from
the rheostat connections.
Removal and Installation of Ignition System Switches. d. To install the interior light rheostat, reverse
this procedure.
a. Loosen switch guard and remove nut securing
guard and switch to panel.
b. Tag and remove wires from the switch. Removal and Installation of Instrument Lights. (See
figure 14- 8. )
CAUTION
a. To remove Type C or D post instrument lights,
When removing starter switches, it is advis- remove wire connector from light and remove nut,
able to remove negative cable from the bat- lockwasher and spacer (if used) securing light to sta-
tery to prevent the starter circuit from be- tionary instrument panel.
coming energized during removal of switch. b. To install post instrument light, reverse the
above procedure.
c. To install ignition switch, connect the wires to c. To remove the eyebrow type instrument light.
the switch and remove tags. cut the wire to the light and remove the two screws
d. Install switch in the panel, secure with guard securing the light to the instrument panel.
and nut. d. To install an eyebrow type instrument light, feed
the light wire through the hole in the instrument panel
and secure the light to the panel with two screws.
I
14-10 I!LI!CTftlCAL 8Y8TI!M8 310 SERVICE MANUAL
31OQ0601 TO 31OQ0901
310P to 31OQ0401
Detail A
31OQ0401 TO 310Q0601 31OQ0901 AND ON
~ I
/
6
3
RIGHT JUNCTION BOX LEFT JUNCTION BOX
1. Circuit Breaker and Switch Panel 3. Cover 6. RH Junction Box

2. Alternator Fuse and Switch Panel 4. Terminal Block 7. LH Junction Box
5. Bracket
Figure 14-4. Circuit Breaker and Junction Box Installations
Change 6
I
310 SERVICE MANUAL
Electroluminescent Panel Lights 400 cycle AC. However, panel will operate
without damage on 120 volt, 60 cycle AC.
The electroluminescent panel emanates light from
crystalline powders, or phosphors, sandwiched be-
tween two electrically conducted surfaces, of which Installation of Electroluminescent Panels. (See fig-
one surface is translucent. When the panel lights ure 14-8. )
are turned on, the powders absorb electrical AC
energy and convert it to light without the use of start- a. The installation procedure for the electrolumi-
ers, or ballasts and with minimal heat. nescent panels is the reversal of the removal pro-
cedures.
Removal of Electroluminescent Panels. (See figure

14-8. ) Removal of Fuel Selector Valve Light.
a. Turn off power. a. Loosen and remove the two screws securing the
b. Remove the necessary switch circuit breaker selector valve light cover to the spar. Remove the
nuts. cover.
c. Lift panel off and tag and disconnect wiring. b. Push the bulb up and twist to the left to unlock it,
and remove the bulb from the socket.
NOTE c. Straighten the tabs of the bulb socket, and push
the socket down and out of the socket bracket.
Operational checks on the electroluminescent d. Loosen the small screw securing the electrical
panels should be performed using 120 volt, lead to the socket. Pull the lead from the socket.
~;~~ ~!!,...~ f.~~

W'-; .to. -..:.. - ~ .;~ :-·~i·~· ....
:;~~\
... ":""','" N.a~· ...·.·\
--~I=--====- ===-=====;;;;=;i;:';:;";l>;:;~=::;::='::'~==':::'~:' ==);:.:;~-~\·ril·"·;:;:··="~==;:"'..:.·~:.:ciii·
•. - - -.. __ :1!t:' =_.'_..,__....:~__.....\:.,__
;,,',;.:.:.:._____.....
I
Figure 14-5. Stationary Panel Switches
Change·
14-12 ELECTRICAL SV·STEMS 310 SERVICE MANUAL
TYPICA L RHEOSTAT
INSTALLATION
TYPICA L SWITCH
INSTALLATION
~~=-- __ 2
~~~----------3
1 - -..........
5
TYPICAL BATTERY AND ALTERNATOR
SWITCH INSTA LLA TION
1. Switch 4. Rheostat 8. Pin

2. Switch Bar Bracket 5. Instrument Panel 9. Cotter Pin
3. Nut 6. Knob 10. Decorative Knob
7. Switch Bar
Figure 14-6. Typical Switch and Rheostat Installations

Installation of Fuel Selector Valve Light. move the cover.

d. Remove the four screws securing light to bracket
a. Position the socket of the fuel selector valve and tag wires and disconnect.
light so that the two tabs of the socket fit up into slots e. Installation of front dome and individual reading
provided in the socket bracket on the front spar. lights is accomplished by reversing this procedure.
Bend or twist the tabs of the socket to secure it in
place.
b. Insert the end of the light electrical lead into the Removal and Installation of Wing Navigation Lights.
socket and tighten the small lead securing the screw. (See figure 14-9.)
c. Push the bulb up into the socket and twist it to
the right to lock into position. a. Remove the tip tank nose cap.
d. Position the fuel selector valve light cover and b. (See figure 14-9.) Remove and install navigation
install two screws to secure it in place. light in sequence as shown.
Removal and Installation of Front Dome and Individual Removal and Installation of Tail Navigation Lights.
Reading Lights. (See figure 14-8.) (See figure 14-9.)
a. To remove the overhead console lights, remove a. Two screws secure the tail light assembly to the
the four screws and oxygen caps from the console stinger. Removing these two screws and disconnect-
and lower the console approximately eight inches for ing the electrical connector from the rear of the light
minor repair. assembly will allow the tail light to be removed. If
b. If a complete removal is necessary, tag wires the tail light wiring is to be removed, the stinger
and unsolder rheostats. assembly must be removed to disconnect the wires
c. The individual reading lights are removed by at the rear fuselage bulkhead. To replace the tail
removing the two screws securing the switch and light, reverse the above procedure.
removing the cap from the oxygen outlet. Then re-
~'f
II 5
4 3
2 3 Detail A
TYPICAL LANDING 8
GEAR POSITION
INDICATOR LIGHT
INST ALLA TION
1. Lens Cap 4. Lockwasher 7. Switch

2. Bulb 5. Light Body 8. Instrument Panel
3. Nut 6. Keyed Washer 9. Knob
Figure 14-7. Landing Gear Switch and Position Indicator Installation

Troubleshooting Exterior Lights.
ONE NAVIGATION LIGHT Lamp burned out. Replace lamp.

IS OUT
Defective wiring. Inspect wiring from J-box to light.
Defective lamp socket. Replace light assembly.
ALL NAVIGATION LIGHTS Circuit breaker out. Check/reset circuit breaker.

ARE OUT
Defective wiring or navigation Check/repair or replace wiring.
lights switch. Replace switch.
NAVIGATION LIGHTS Defective flasher unit. Replace flasher unit.

DO NOT BLINK
LANDING LIGHT EXTENDS Circuit breaker out. Check/reset circuit breaker.

BUT DOES NOT LIGHT
Defective wiring. Check/repair or replace wiring.
LANDING LIGHT WILL Circuit breaker out. Check/ reset circuit breaker.
NOT EXTEND
Defective wiring or switch. Check/repair or replace wiring.
Replace landing light switch.
LANDING LIGHT WILL ':::ircuit breaker out. Check/reset circuit breaker.

NOT RETRACT
Defective wiring. Check/ repair or replace wiring.
ROT ATING BEACON Defective jumper wire. Check/repair or replace jumper.

LIGHTS BUT DOES
NOT ROTATE .Jeiective motor. Replace motor.
TAXI LIGHT DOES Crcuit breaker out. Checkl reset circuit breaker.
NOT OPERATE
Defective wiring or switch. Check/repair or replace wiring.
Replace taxi light switch.
Removal and Installation of Rotating 2eacons. (See Removal of Landing Light. (See figure 14-10.)'
figure 14-9.)
a. Support the light assembly and remove screws
a. To remove the rudder-mounted ~otating beacon, which secure lamp housing to retainer band.
remove the screws in the fiberglass ~!p and lift ro- b. Lower the light assembly out of the tip tank tail
tating beacon. cap and place on a stand of suitable height.
b. Disconnect electrical plug.
c. To remove the belly-mounted ro~ating beacon, NOTE
remove the screws in the flange mounting and lower
rotating beacon from fuselage. The wiring to the light contains sufficient
d. Disconnect the electrical plug. slack to permit the light assembly to be
e. Installation of the rotating beacons may be ac- brought down below the tip tank tail cap for
complished by reversing the above procedure. removal of light wiring.
CAUTION c. Tag and remove the wires from the terminal

block on the light.
When replacing the bulb in the retating bea- d. To remove the lamp from the landing light, ex-
cons do not allow the reflector to move. A 1- tend the light approximately 60 degrees and remove
ways grasp the bulb base and unscrew bulb the lamp retainer ring. Pull the lamp from the inner
from bayonet fittings. This will prevent canopy and disconnect the wires from the lamp.
motor drive spring damage.
Change 2
5
4 DETACHABLE (TYPE A & D)
Unscrew nylon attach and remove as shown.
NON-DETACHABLE (TYPE B & C)
The lead must be severed before removal. Upon re-

installation, a line splice is required (quick-disconnect,
permanent splice, etc.). Use adequate insulation on
the splice. Protect the end of the lead during removal
to prevent accidental shorting.
TYPE A
11
I 2~J<je
~.
TYPE B
TYPEC
_ - -14 TYPE D
---18
~-----19
.;»---20
\:---:----- 2
!'---3
l. Hood 7. Spacer 13. Rheostat

2. Bulb B. Instrument Panel 14. Bracket
3. Screw 9. Washer 15. Console Cover
4. Cover Plate 10. Nut 16. Flood Light
5. Mounting Plate 11. Connector 17. Knob
6. Socket 12. Washer lB. Switch
Figure 14-B. Instrument Panel, Front Dome and Individual Reading Light (Sheet 1 of 2)
I
16 27 13---
15
12-----"-.
10----4l~
31OQ0201 TO 31OQ0401
10182002R
10183005
10181004
10143009
31OQ0901 AND ON 10141007
19. Reading Light 22. Oxygen Port Cover 25. Phone Jack
20. Cover 23. Electroluminescent Panel 26. Mic Jack
21. Lens 24. Rheostat 27. Speaker
Figure 14-8. Instrument Panel, Front Dome and Individual Reading Lights (Sheet 2 of 2)
Change 6
310 SERVICE MANUAL eLeCT"ICAL SYSTEMS 14-16A
TAlL LJGHT
(!J19
TAIL MOUNTING
----8
1.4----10
~~~---1
~;;;;;;;;~1-----6
A------< ...?"~--
10
1---3
A-.
WING WCKER COURTESY LJGHT
5
\0J-20
BOTTOM MOUNTING
Detail D Detail C
l. Stinger Assembly
2. Nutplate
3. Wire
4. Tail Light Assembly
5. Screw
6.
7.
8.
9.
10.
Beacon
Gasket
Bulb
Lens
Clamp
11. Nut
12. Bracket
13. Tip Tank
14. Socket
15. Lens Retainer
16.
17. Bottom
18. Switch
19. Plug
Skin
Mounting Ring
20. Drain Hole

I
Figure 14-9. Rotating Beacon, Wing and Tail Navigation Lights Installation
Change 7
I
14-16 B !L!CT"ICAL SYST!MS 310 SERVICE MANUAL
Detail A
c
11
/ /~
,;.--(-,----,-.--;;----- ~\ n (\ ~,
12----/0 .J J ,~'J '--./ \
---------~,~.-----~~~
Detail C DetailS
310P0001 TO 31OQ0257 ~
1. Base 5, Retainer 9. Timing Circuit

2, Flash Tube Assembly 6. Washer 10. Sub - Chassis
J, Gasket 7. Screw 11. Strobe Light Switch
1. Lens 8. Power Supply 12. Instrument Panel
Figure' -!-9A. Strobe Light Installation
:hange 2
I
310 SERVICE MANUAL I!LI!CTRICAL SVSTI!MS 14-16 C
8 16
Detail A
5 2
,
ON )
© @
Off OFf OFf
DEICE STROBE ROT
UGHT UGKT BeN
Detail C 31OQ0257 AND ON Detail B
Figure 14-9B. Strobe Light System (Sheet 1)
Change 2
14-16 0 ELECT~ICAL SYSTEMS 310 SERVICE MANUAL
15
DetailD
Detail E
13
1. Breaker Switch 6. Navigation Light 12. Lens

2. Flasher Unit 7. Power Supply 13. Clamp
3. Lower Skin 8. Flash Tube 14. Power Supply
4. Nut 9. Bracket 15. Tailcone Stringer
5. Screw 10. Tail Light 16. Trigger Grid
11. Gasket
Figure 14-9B. Strobe Light System (Sheet 2)

Change 2
310 SERVICE MANUAL f:Lf:CT"ICAL SV8Tf:MS 14·16E/14·16F
NOTE assembly and secure with two screws.

b. To install a new lamp, connect the wires to the
When the light assembly is removed from lamp and position the lamp within the canopy with
the aircraft, the light may be extended by the filament shield inboard. Position the lamp re-
applying a 28 volt power source across the tainer band over the edges of the lamp and canopy
OPEN and ground terminals. with the flat side toward the apex of the canopy.
Using needle nose pliers, pull the retainer band tight
e. Remove the two screws securing the power unit around the lamp and canopy and fasten the clip on the
to the housing. band.
Installation of Landing Light. (See figure 14-10.) NOTE
a. Position power unit within drive housing of light Before installing a new lamp, it will be ne-
Change 6
I
eLeCTRICAL SYSTEMS 14-11
cessary to extend the light approximately 60 Removal and Installation of Taxi Light. (See figure
degrees to gain access to the retainer band. 14-10.)
c. Position the retainer ring inside the tip tank tail a. Remove screw securing lamp and move lamp.
cap with the open side forward and tape it to the tip b. Tag and disconnect wires; then loosen knurled nut
tank tail cap to hold it in position temporarily while c. Remove nut securing light to strut bracket.
the light assembly is installed. d. Installation of taxi light is a reversal of this pro-
d. Connect the wires to the light assembly and re- cedure.
move the identification tags.
e. Place the light assembly into the wing and se-
cure with screws. Adjustment of Taxi Light.
NOTE The taxi light should be adjusted to an angle of ap-

prOXimately three degrees below horizontal. The
Start all screws through the nutplates on the light should also be adjusted to point in the direction
retainer band before attempting to tighten of the nose wheel. The fore and aft positions of the
any of them to prevent distortion or misalign- light may be adjusted by removing the cotter pin and
ment of the band. loosening the nut to free the mounting bracket. The
light may be aligned with the nose wheel by loosening
the mounting nut and pivoting the light on the mount-
Adjustment of Landing Light. (See figure 14-11.) ing bracket.
Landing lights are adjusted in the factory to extend CAUTION

to an angle of 90 degrees from the fully retracted
position. The angle of extension may be altered by After adjustment, make sure the nut securing
means of an adjustment screw as illustrated in figure light to the bracket is tight and the bolt secur-
14-11. ing the bracket is tight and cotter pin installed.
NOTE
Do not turn the adjusting screw counterclock-

Removal and Installation of Deice Light. (See figure
wise more than three full turns without clos- 14-12.)
ing and opening the light before further adjust-
ment. Excessive turns of the screw in a a. Remove upper cowling from left engine.
counterclockwise direction will distort an act-
b. Remove screws securing socket assembly and
uator contact within the assembly, thus chang- clamp holding wires.
ing the fixed setting which controls the light
c. Pull socket assembly apart from lamp shield to
retract position. remove bulb.
d. II further disassembly is required, tag and re-
The angle of extension of the landing light may be
move wires. Drill out rivets securing shield as-
checked with a bubble protractor. Check the degree
sembly to nacelle skin.
of opening according to the following steps:
e. Installation of deice light is accomplished by
a. Retract the landing light and place the flat sur- reversing this procedure.
face of the protractor across the retainer band which
secures the lamp within the inner canopy.
NOTE Strobe Light System. (Optional)

Two blocks of equal thickness may be placed The high intensity strobe light system consists of a
on the retainer band to raise the protractor strobe light located on each wing tip, a power supply
so it will clear the surface of the lamp for a and flasher unit located in the tail section of the air-
more positive location of the protractor. craft, a switch circuit breaker located on the Side
console, and a tail light unit located in the stringer.
b. Run the landing light full down and measure the The wiring is shielded to guard against radio noise
angle of extension. II the light has not reached the interference.
desired degree of extension, turn the landing light
adjustment screw in the direction necessary to
achieve the desired angle of extension.
c. Retract the light to the full up poSition, fully ex-
tend the light, and check the angle of extension.
Change 2
14-18 eLeCTRICAL SYSTeMS 310 SERVICE MANUAL
2
o
1. Retainer Band 5. Lamp 9. Grommet

2. Lamp Housing 6. Canopy 10. Knurled Nut
3. Screw 7. Gasket 11. Locknut
4. Power Unit 8. Retainer Band 12. Bracket
Figure 14-10. Landing and Taxi Light Installation
Change 7
310 SERVICE MANUAL ~L~CTR'CAL 8V8T~M. 14-19
Troubleshooting the Strobe light System.
ONE STROBE Flash tube burned out. Replace flash tube.

LIGHT OUT
Power supply defective. Replace power supply.
ALL STROBE Circuit breaker out. Reset breaker.

LIGHTS OUT
Defective switch. Replace switch.
Power supply defective. Replace power supply.
Timer inoperative. Replace timer.
STROBE LIGHT Defecti ve timer. Replace timer.

WILL NOT FLASH
Adjustment Screw
Cap Screw: Must be
removed to gain access
to adjustment screw.
90·
FWD
1'0 ADIUST DEGREE OF OPENING (RANGE 60 TO 90 DEGREES)
REMOVE CAP SCREW AND USE REGULAR SCREWDRIVER.
INCREASE DEGREE OF OPENING-TURN CLOCKWISE. EACH
FULL TURN CHANGES OPENING ABOUT ONE DEGREE.
DECREASE DEGREE OF OPENING-TURN COUNTER-CLOCKWISE.
CAUTION-NEVER TURN COUNTER-CLOCKWISE MORE THAN 3

TURNS WITHOUT CLOSING AND OPENING LIGHT FOR FURTHER
ADJUSTMENT.
Figure 14-11. Adjustment of Landing Light

14-20 I!LI!CT"'CAL 8Y8TEM8 310 SERVICE MANUAL
T
I
~
I
2
---VI'
1. Screw 3. Socket Assembly 5. Shield 7. Doubler

2. Plastic Clamp 4. Lamp 6. Lens 8. Nacelle Skin
Figure 14-12. Wing Deice Light Installation
Removal and Installation of the Stre~e Light System g. Remove access cover to gain access to power
Components. (See figure 14-9A.) supply unit.
h. Disconnect electrical plug.
a. Remove nose cap on eac h wing .~ -::.
i. Remove power supply unit from supporting
bracket. .
NOTE j. Remove tail li:,:ht in accordance with figure 14-9.
k. The installation of the strobe system components
If strobe light bulb is burned our. unsafety is the reversal of the removal procedure.
and remove from clips. Reinst;dl new bulb
and safety.
Removal and Installation of Cabin Step Light and
Wing Walkway Light. (See figure 14-13.)
I
CAUTION
a. Remove screws (1) holding lens assembly.
Install bulb with trigger grid fac:ng outward b. Remove lens assembly (2) from housing assem-
towards the lens and away from :he reflector. bly.
c. Remove bulb (4) from socket.
b. Disconnect electrical wiring to strobe light. d. If further disassembly is required, lift out
c. Remove strobe light unit from slJPporting bracket. housing assembly (3) remove wires from socket and
d. Remove access cover to gain ac.::ess to flasher. tag.
e. Disconnect electrical wiring frem flasher. e. Installation of cabin step light is accomplished
f. Remove flasher from supporting beam. by reversing thts procedure.
Change 2
310 SERVICE MANUAL ELECTRICAL SYSTEMS 14 -21
1. Screw 3. Housing Assembly 4. Bulb

2. Lens Assembly 5. Switch
Figure 14-13. Installation of Cabin Step and Wing Walkway Light
Removal and Installation of Wing Locker Courtesy Removal and Installation of Wing Locker Courtesy
Light. (See figure 14-9. ) Light Switch. (See figure 14-9. )
a. Remove upper left engine cowl. a. Remove upper left engine cowl.
b. Remove the 5 Amp fuse to the wing locker light b. Remove 5 Amp fuse to the wing locker light from
from fuse holder. fuse holder.
c. Remove the three screws securing the light and c. Remove two screws securing switch.
remove light from nace !le. d. Tag and disconnect wires to switch.
d. Installation of the wing locker courtesy light is e. Installation of the nacelle wing locker light
the reversal of the removal procedures. switch is the reversal of the removal procedures.
e. Replace fuse and check operation. f. Replace fuse and check operation.
f. Install upper left engine cowl. g. Install upper left engine cowl.
I
14-22 eL.eCTAICAL. SYSTeMS 310 SERVICE MANUAL
2 3 4
7 6
1. Left Fuel Supply Line 3. Stall Warning Transmitter 6. Electrlcal Wires

2. Vapor Return Line 4. Wing Skin 7. Access Hole Cover
5. Screw
Figure 14-14. Stall Warning Transmitter
STALL WARNING SYSTEM. Installation of Stall Warning Transm itter.

ure 14-14. )
(See fig - I
The stall warning system is comprised of a stall
warning horn mounted on the forward bulkhead and a. Attach electrical wires (6) as tagged at removaL
the actuating switch mounted on the leading edge of b. Secure stall warning transmitter (3) to wing skln
the left wing. When the aircraft approaches a stall (4) with four attaching screws (5).
the switch energizes the electrical circuit and causes
the warning horn to sound. A heater element is pro- Operational Check of Stall Warning System.
vlded in the actuating switch, to prevent ice from
hampering the operation, is energized when the pitot a. Ground Check.
heat switch is turned on. 1. Turn electrical power on.
2. Activate vane on stall warning transmitter and
I Removal
14-14. )
of Stall Warning Transmitter. (See figure observe audible warning signal.
b. Flight Check.
1. Check the stall warning in two configura~ions:
NOTE landing gear up, flaps up and gear down, Oaps full
down.
Before removal of s tall warning transmitter, 2. Check each configuration in step a at 65% power
it is important that the exact fore-aft loca- USing power computer furnished with aircraft and at
tLOn of the vane be marked on the wing so idle power.
that the replacement unit may be adjusted 3. Approach the stall by reducing airspeed at a
Identically. rate as close as possible to 1 knot per second. In
the stall the aircraft roll attitude should be controll-
a. Remove access hole cover (7). able up to the time the aircraft nose pitches down-
b. Remove four screws (5) attaching stall warmng ward or iull up elevator stop is reached. The fuel
transmitter (3) to wing skin (4). should be managed to minimize asymmetric fuel
Tag and disconnect electrical wires (6) and re- prior to conducting the stall.
m')\'c stall warning transmitter (3). 4. The indicating stall speed in the landing config-
ura tion at idle power shall fall within r 4 knots of a
Change 8
310 SERVICE MANUAL I!LI!CT"'CAL eVeTI!MS 14-22A/14-22B
line drawn from the light weight stalling speed to the tern, adjust the stall warning vane to provide a stall
heavy weight stalling speed as shown by the appro- warning horn at 4 to 9 knots lAS prior to the idle
priate chart in Figure 14-15. The weight at the time power landing configuration stall.
of takeoff minus the fuel used shall be used for the b. Raising the stall warning vane position will in-
weight at stall. crease the stall warning indication and lowering the
stall warning vane will lower the stall warning indi-
Adjustment of Stall Warning System. cation.
a. Using the data recorded in the Flight Check por-

tion of the Operational Check of Stall Warning Sys-
5200 5200 ..,..,

a.
0
.....,
0
a.
VI
VI
:z:
........ '-'
..,...
0 .....,0
a.
VI
""
I-
VI
~""
a.
a.
a.
5000 VI
....
:z:
'-'
5000 ""
c;! C§
l- e>:
VI a.
a.
"" VI
0
4800 ~ 4800
'"
0
z:
0
Q..
:::>
~ I-
"
~
~ 4600 ~ 4600
VI
~ VI
'"
VI
VI
0
0:
'-"
0
0: t;:
'-" <
0:
t;: 4400 :i 4400
c(
0:
U
::;:
0:
::;:
4200 4200
4000 4000
3800 3800
50 60 70 80 90 60 70 80 90 100
AIRSPEED - KIAS AIRSPEED - KIAS
310 SERIES TURBO-31D SERIES
10986002
10986001
Figure 14-15. Approach and Stall Speed Chart
Change 8
I
310 SERVICE MANUAL ~L~CT"ONICS SYSTEMS 14-23
ELECTRICAL LOADING CHART.
CONTINUOUS ELECTRICAL LOAD CHART (STANDARD)

Amps Reqd.
Battery Relay 0.60

Cabin Heater 6.00
Compass Light 0.08
Engine Gage Units 0.64
Turn & Bank Indicator O. 15
Post Lights - Instrument Panel 1. 16
Fuel Gages - Auxiliary Indicator Light 0.08
Fuel Selector Light 0.30
Gear Indicator Light 0.04
Heater - Stall Warning 0.72
Heaters - Tip Tank Vent 0.50
Heaters - Auxiliary Tank Vent 0.58
Heater - Pitot 4.00
Navigation Lights 1. 86
Tail Light 0.51
Switch Panel (E. L. ) 0.50
Fuel Pumps - Tip Tank 10.00
Fuel Transfer Pumps - Tip Tank 0.80
Voltage Regulator 1. 50
CONTINUOUS ELECTRICAL LOAD CHART (OPTIONAL)
Air Conditioning - Cabin 60.00

Prop Deicer - Electric (two bladed) 10.00
Prop Deicer - Electric (three bladed) 15.00
Prop Synchronous 3.00
Windshield Deice (Alcohol) 0.40
Flight Hour Recorder 0.04
Fuel Pumps - Wing Locker 6.00
Outside Air Temperature 0.08
Rotating Beacon 1. 90
Strobe Light System 3.00
Heater - Static Ports 0.72
NON-CONTINUOUS ELECTRICAL LOAD CHART
Cabin Dome Lights 1. 20

Map Light (Each) 0.51
Cigarette Lighter (Each) 6.80
Walkway Lights (Each) 0.51
Nacelle Baggage Compartment Lights (Each) 0.52
Console Lights 1.11
Flap Motor 10.00
Gear Warning 1. 50
Stall Warning 1. 50
Goodrich Wing Deice System 2.BO
Ice Light (Each) 0.70
Landing Gear Motor 25.00
Landing Gear Relay 0.45
Landing Light (Each) 9. 10
Taxi Light 3.50
Oil Dilution 1. 02
Starting Relay (Each) 0.60
Starting Vibrator 2.50
Electric Trim 0.60
NOTE
Total continuous load should not exceed Boii of total rated

alternator capacity.
14-24 ELECTRICAL SYSTEMS
310 SERVICE MANUAL
WIRING DIAGRAMS
NOTE
The page numbering method of this portion of Section 14 differs

from that of the rest of the manual. All referenced page num-
bers appearing in the wiring diagram index can be found within
the title block of each wiring diagram. These page numbers are
in numerical order, but may appear in broken sequence. Aircraft
serial effectivity is given in the wiring diagram index.
NOTE
Wiring diagrams in this section, pages 25. 04

thru 90.00 apply to aircraft 310POOO1 to
31OQ0601 only. For aircraft 310Q0601 and on
see diagrams 0808080 beginning at page 14-100.
Wiring Diagram Index.
Title Serial Effectivity Page
BATTERY 310P0001 TO 310Q0277 . 25.04

BATTERY 310Q0277 TO 310Q0601 . 25.05
START AND IGNITION - LEFT ENGINE 310P0001 TO 310Q0601 . 26.04
START AND IGNITION - RIGHT ENGINE 310P0001 TO 310Q0401 . 27.04
START AND IGNITION - RIGHT ENGINE 310Q0401 TO 310Q0601 . 27.05
LEFT AND RIGHT OIL DILUTE (OPT.) 310P0001 TO 310Q0401 . 28.03
LEFT AND RIGHT OIL DILUTE (OPT.) 310Q0401 TO 310Q0601 . 23.04
ROTATING BEACON - TAIL (OPT.) 310POOOl TO 310QO001 . 29.01
ROTATING BEACON - TAIL (OPT.) 310QO001 TO 310Q0401 . 29.02
ROTATING BEACON - TAIL (OPT.) 31OQ0401 TO 310~601 . 29.03
NAVIGA TION LIGHTS 310QOOOl TO 310QO001 . 30.01
NAVIGA TlON LIGHTS 310QO001 TO 310Q0401 . 30.02
NAVIGA TlON LIGHTS 310Q0401 TO 310Q0601 . 30.03
LANDING LIGHT - LEFT WING (OPT.) AND TAXI LIGHT . 310P0001 TO 310P0167 . 31. 01
LANDING LIGHTS, LEFT (STD) RIGHT (OPT.) AND TAXI LIGHT. 310P0167 TO 310QO001 .. 31.02
LANDING LIGHTS, LEFT (STD) RIGHT (OPT.) AND TAXI LIGHT. 310QOOOl TO 310Q0401 . 31.03
LANDING LIGHTS, LEFT (STD) RIGHT (OPT.) AND TAXI LIGHT. 310Q0401 TO 310Q0601 . 31. 04
INSTRUMENT AND PANEL LIGHTING 310P0001 TO 310Q0401 . 32.04
INSTRUMENT AND PANEL LIGHTING 310Q0401 TO 310Q0601 . 32.05
CABIN LIGHTING 310P0001 TO 310Q0401 . 33.06
CABIN LIGHTING 310Q0401 TO 310Q0601 . 33.07
WING DEICE LIGHT (OPT.) 310POOOl TO 31OQ0401 . 34.01
WING DEICE LIGHT (OPT.) 310Q0401 TO 310Q0601 . 34.02
LANDING GEAR WARNING LIGHTS 310P0001 TO 3HQ0401 . 35.03
LANDING GEAR ACTUATION AND WARNING 31~0401 TO 31~0460 . 35. 05
LANDING GEAR ACTUATION AND WARNING 31~0460 TO 31~0601 . 35.06
LANDING GEAR ACTUATOR 310P0001 TO 310Q0601 . 37.03
FLAP ACTUATION 310P0001 TO 310P0221 . 38.02
FLAP ACTUATION 310P0221 TO 310Q0401 . 38.04
FLAP ACTUATION . . 31OQ0401 TO 310Q0601 . 38.05
TURN AND BANK INDICA TOR AND TEST LIGHT 310POOOl TO 310QO001 . 40.01
TURN AND BANK INDICATOR AND TEST LIGHT 310QO001 TO 310Q0401 . 40.02
TURN AND BANK INDICA TOR AND TEST LIGHT 310Q0401 TO 310Q0601 . 40.03
CABIN HEAT SYSTEM 310P0001 TO 310Q0401 . 41.04
CABIN HEAT SYSTEM 310Q0445 TO 310Q0601 . 41. 06
CABIN HEAT SYSTEM 310Q0401 TO 310Q0445 . 41. 07
STALL WARNING SYSTEM 310P0001 TO 310Q0401 . 42.02
STALL WARNING SYSTEM 310Q0401 TO 310Q0601 . 42.03
PITOT HEAT SYSTEM 31c)P0001 TO 310QO001 43.02
Change 8
I
Title Serial Effec tivity Page
DUAL PITOT HEAT SYSTEM (OPT.) 310POOOl TO 310Q0401 . 43.03

PITOT HEAT SYSTEM . . 310QOOOl TO 310Q0401 . 43.04
PITOT HEAT SYSTEM (OPT.) . 310Q0401 TO 310Q0601 . 43.05
PITOT HEAT SYSTEM 310Q0401 TO 310Q0601 . 43.06
LEFT AND RIGHT ENGINE GAGE SYSTEM . 310POOOl TO 310Q0401 . 44.00
LEFT AND RIGHT ENGINE GAGE SYSTEM . 310Q0401 TO 310Q0601 . 44.01
DUAL FUEL GAGE SYSTEM 310POOOl TO 310QOOOl . 45.00
DUAL FUEL GAGE SYSTEM . 310QOOOl TO 310QOI06 . 45.01
DUAL FUEL GAGE SYSTEM . 310QOI06 TO 310Q0401 . 45.02
DUAL FUEL GAGE SYSTEM . 310Q0401 TO 310Q0601 . 45.03
RIGHT AUXILIARY PUMP SYSTEM 310POOOl TO 310Q0401 . 46.04
RIGHT AUXILIARY PUMP SYSTEM 310Q0401 TO 310Q0601 46.05
LEFT AUXILIARY PUMP SYSTEM 310POOOl TO 310Q0401 47.04
LEFT AUXILIARY PUMP SYSTEM .. 310Q0401 TO 310Q0601 47.05
OUTSIDE AIR TEMPERATURE SYSTEM (OPT.) . 310POOOl TO 310Q040l 48.01
OUTSIDE AIR TEMPERATURE SYSTEM (OPT.) . . 310Q0401 TO 310Q0601 48.02
50/100 AMP ALTERNATOR AND AMMETER SYSTEM 310POOOl TO 310Q0277 52.02
50/100 AMP ALTERNATOR AND AMMETER SYSTEM 310POOOl TO 310Q0277 52.03
50/100 AMP ALTERNATOR AND AMMETER SYSTEM 310Q0277 TO 310Q0401 52.05
50/100 AMP ALTERNATOR AND AMMETER SYSTEM 310Q0401 TO 310Q0601 52.06
CIGAR LIGHTERS - FRONT AND REAR 310POOOl TO 310Q0401 53.02
CIGAR LIGHTERS - FRONT AND REAR 310Q0401 TO 310Q0601 53.03
DUAL TACHOMETER SYSTEM 310POOOl TO 310Q0601 54.00
SPEAKER CIRCUIT . 310POOOl TO 310Q0601 55.00
PHONE JACK CIRCUIT 310POOOl TO 310Q0201 56.00
PHONE JACK CIRCUIT . . . . 310Q0201 TO 31OQ0601 56.01
AUXILIARY; FUEL INDICATION SYSTEM (OPT.) 310POOOl TO 310QOOOl 57.00
PROPELLER DEICE SYSTEM (OPT.) . 310POOOl TO 310Q0401 58.03
PROPELLER DEICE SYSTEM (OPT. ) . 310Q0401 TO 310Q0601 58.04
RIGHT JUNCTION BOX CONNECTIONS . 310POOOI TO 310QOOOI 59.06
RIGHT JUNCTION BOX CONNECTIONS (OPT. ) 310POOOI TO 310QOOOI 59.07
RIGHT JUNCTION BOX CONNECTIONS . 310QOOOI TO 310Q0401 59.08
RIGHT JUNCTION BOX CONNECTIONS (OPT. ) 310QOOOI TO 310Q0401 59.09
RIGHT JUNCTION BOX CONNECTIONS. 310Q040l TO 310Q0601 59.10
RIGHT JUNCTION BOX CONNECTIONS (OPT.) 310Q0401 TO 310Q0601 59.11
LEFT JUNCTION BOX CONNECTIONS 310POOOI TO 310QOOOI 60.07
LEFT JUNCTION BOX CONNECTIONS 310QOOOl TO 310Q0401 60.08
LEFT JUNCTION BOX CONNECTIONS 310Q0401 TO 310Q0601 60,09
EXTERNAL POWER RECEPTACLE (OPT.) 310POOOI TO 310P0073 61".04
EXTERNAL POWER RECEPTACLE (OPT.) 310P0073 TO 310Q0601 61. 05
MIKE JACK CIRCUIT 310POOOI TO 310Q0201 62.02
MIKE JACK CIRCUIT 310Q0201 TO 310Q0601 62.03
CIRCUIT BREAKER CONNECTIONS 310POOOl TO 310QOOOl 63.07
CIRCUIT BREAKER CONNECTIONS 310QOOOl TO 310Q0020 63.08
CIRCUIT BREAKER CONNECTIONS 310Q0020 TO 310Q0201 63.09
CIRCUIT BREAKER CONNECTIONS 310Q0201 TO 310Q0314 63. 10
CIRCUIT BREAKER CONNECTIONS 310Q0401 TO 310Q060l 63.15
CIRCUIT BREAKER CONNE CTIONS 310Q0401 TO 310Q0601 63.16
CIRCUIT BREAKER CONNECTIONS . . . . . . . 310Q0401 TO 310Q0601 63.17
ELECTROLUMINESCENT LAMP CIRCUIT (OPT.) C/B PANEL EL 310POOOI TO 310Q0401 64.03
ELECTROLUMINESCENT LAMP CIRCUIT (OPT.) C/B PANEL EL 310Q0401 TO 310Q0601 64.04
CHART LIGHTS - CONTROL WHEEL 310POOOI TO 310Q0401 65.01
CHART LIGHTS - CONTROL WHEEL 310Q0401 TO 310Q0601 65.02
FLIGHT HOUR RECORDER (OPT.) 310POOOI TO 310Q0401 66.01
FLIGHT HOUR RECORDER (OPT.) 310Q0401 TO 310Q0601 66.02
WING DEICE SYSTEM (OPT. ) 310POOOI TO 310Q0401 67.02
WING DEICE SYSTEM (OPT.) 310POOOI TO 310Q0401 67.03
WING DElCE SYSTEM (OPT.) 310Q0401 TO 310Q0601 67.04
WING DEICE SYSTEM (OPT.) 310Q0401 TO 310Q0601 67.05
Change 4
I
4-26 I!LI!CT~ICAL 8Y8TI!M8 310 SERVICE MANUAL
Title Serial Effectivity Page
AIRCON WINDSHIELD (OPT. ) 310POOOI TO 310Q0401 70.01

PROPELLER SYNCHRONIZER - WOODWARD (OPT.) 310POOOI TO 310Q0401 71. 01
PROPELLER SYNCHRONIZER - WOODWARD (OPT.) 310Q0401 TO 310Q0601 71. 02
ELECTRIC SEAT (OPT.) 310POOOI TO 31OQ0201 72.01
ELECTRIC SEAT (OPT.) 310Q0201 TO 310Q0401 72.02
ELECTRIC SEAT (OPT.) 310Q0401 TO 310Q0601 72.03
STATIC SOURCE HEAT (OPT.) 310POOOl TO 31OQOOOl 74.01
STATIC SOURCE HEAT (OPT.) 310QOOOl TO 310Q0401 74.02
STATIC SOURCE HEAT (OPT.) 310Q0401 TO 310Q0601 74.03
AUXILIARY FUEL TRANSFER PUMP (OPT. ) 310POOOl TO 310Q0401 75.01
AUXILIARY FUEL TRANSFER PUMP (OPT.) . . 310Q0401 TO 310Q0601 75.02
AUXILIARY FUEL TRANSFER VENT HEATER (OPT.) 310POOOl TO 310Q0601 76.01
BOOM MIKE CIRCUIT (OPT.) . 310POOOl TO 310Q0601 77.01
ELECTRIC ELEVATOR TRIM (OPT. ) 310POOOl TO 310P0202 79.00
ELECTRIC ELEVATOR TRIM (OPT.) 310P0202 TO 310QO015 79.01
ELECTRIC ELEVATOR TRIM (OPT.) 310QO015 TO 310Q0401 79.02
ELECTRIC ELEVA TOR TRIM (OPT.) 310Q0401 TO 310Q0601 79.03
WING WALKWAY LIGHT (OPT.) 310QOOOl TO 310Q0201 80.00
WING WALKWAY LIGHT (OPT.) . 310Q0201 TO 310Q0601 80.01
CAPACITANCE FUEL SYSTEM (OPT.) 310QOOOI TO 310QOI06 81. 00
CAPACITANCE FUEL SYSTEM (OPT.) 310QOI06 TO 31OQ0401 81. 01
CAPACITANCE FUEL SYSTEM (OPT.) 310Q0401 TO 310Q0601 81. 02
STROBE LIGHT SYSTEM (OPT.) 310QOOOI TO 310Q0257 82.00
STROBE LIGHT SYSTEM (OPT.) 310Q0257 TO 310Q0401 82.01
STROBE LIGHT SYSTEM (OPT.) . . 310Q0401 TO 310Q0601 82.02
CAPACITANCE FUEL AUXILIARY INDICATOR LIGHTS (OPT.) 310QOOOI TO 310Q0601 83.00
REGULATOR FILTER (OPT.) 310Q0062 TO 310Q0601 84.00
WING LOCKER BAGGAGE LIGHT 310Q0201 TO 310Q0601 85.00
WING LOCKER BAGGAGE LIGHT 310Q0201 TO 310Q0601 85.02
STEREO TAPE SYSTEM 310Q0201 TO 310Q0401 86.00
RH MIKE JACK CIRCUIT 310Q0201 TO 310Q0601 87.00
LOCATOR BEACON 310Q0201 TO 310Q0601 88.00
ALCOHOL WINDSHIELD ANTI-ICE SYSTEM 310Q0401 TO 310Q0601 90.00
NOTE
Part numbers referred to on Wiring Diagrams are for reference

only. When c,rdering spare or replacement parts, refer to appli-
cable Parts (':; talog.
The wiring dj :"l'ams contained in this sec tion clearly show the
complete wir'ollS on each item of electricaJ ~ompor,ents listed in
the Wiring D;::~ram Index. The first porticm of wire number
indicates the .\ircraft System, the center portion indicates Wire
Number, an(; '"Ie last portion Indicates Wire Gauge Size. Each
wiring diagr~:.:;! "ontains part number and nomenclature for each
component.
C14B22 14B
~
I
AIRCRAFT
SYSTEM CODE
C / I
WIRE NUMBER
AND SEGMENT
22
WIRE GAUGE
hange 4
CESSNA AIRCRAFT CO.
WICHITA, KANSAS
310
MODEL REV.
0870090
DRAWING NO.
I 25.04
PAGE
BATTERY
EFF. SERIAUJ
RE.f"
P.e...c;,t:a,
R\c;,~\ ':>"""{A.~' R..E~
~\""El'JO\O P~E. 2'"
T '-£f!"\ ~
I<.a-~ C;)O\....~"-lO\O
_~11-1 _!f:-z
.,----tJr:~(l...~~=r=====ri
1 __ "i:jT"R.'E~ B\)~
r-_'"'D-""I I £:)1"£ ~R
Pe,7-2 p,,,,L~ Pl>'-U R"'-...."
R.£:'f"" ~~<::.£.
'52.0,
I -- ]·~'6
Lf-J-
P4:?>-2
.1 ~~7
P77-18
~ 1
Rt.~
o PI>o..<:'E ~2..03
~t'\~R..~ f"\L\....O
C\ RC.U\'
ITEM PART NUMBER NOMENCLATURE

1 0850469-1 Battery Relay
2 0850409-1 Right Starter Relay
3 0850469-1 Left Starter Relay
4 0511319-201 Battery
5 IN1201 Diode
6 IN1201 Diode
7 IN1201 Diode
8 MS35059 -22 Battery Switch
I I
oe700~O 12.<5005
CESSNA AIRCRAFT CO.
WICHITA, KANSAS
6A\\£R.Y
I:310Q V
MODELIREV.I DRAWING NO. PAGE
EFF. SERIALS
REF RE-V
PA..GE. 210. ?""-C:>E. c..7.
)"EF"~r""RT 1 2 R\e:.~\ <:'\A~,
RG LAY
t- K,
...
~ I [II
:-T"'"":"..-_ _...,.::-;-::
G.- cr--KS--S
~.4AY
3 4
~-----lr~i:~-cr::~,,~=\.......f~)~:~~'-'~=~---+-- PISSA4 ~
~ ~)(..' ~R
5
r~l+
_I
1_+- -
I
P87t.Q.AL
e /It..'\"t' E. R",(
:/E
I
i
8AT
Re'l. ....r:y
pURe""-i
I
PA7872
~1~2A2'Z. L
PIZ,A 4-
:--r -:+
S\J':l
: PI;OAZZ.+-*f!J
I
SJ:>.,."""\f.
1-
L PI30B7Z. . ~, .. 17
,. I
Ll-J- 3'JS~
I ,_~.:J
18
P<13A'2N/.L) ,-:J77A I P,
I .1.
~
?,",-<:'E ~2.
~""'~R<:' ~\~1...0
C\~C.\)'\
1 0850469-1 Left Starter Solenoid

2 0850469-1 Right starter Solenoid
3 0850469-1 Battery Re lay
4 0850469-1 External Power Relay
5 0511319-201 Battery
6 IN1201 Diode
7 IN1201 Diode
8 IN1201 Diode
9 MS35059-22 Battery SWitch
CESSNA AIRCRAFT CO. 310 0870090 26.04
WICHITA, KANSAS MODEL REV. DRAWING NO. PAGE
START & IGNITION - LEFT ENGINE
EFF. SERIALS
LEFT ENGINE
LEFT ENG ,---------,
I I
MAG 5WS I LEFT MAG I
LEfTI\'1AG SW ~!:
-
"::.
§SWITCH
4 RETARD
I :I
RIGHT MAG SW I
0813500-9+ BUS I
I
(REF. PAGE 27.04) J28-1 S I
J3B-IS I
I I
L ______ .J
r----'
I T I
1~~~1~6____________~ VIBRATOR
: c'K\ L STARTING
I N0 1 I JIS-20 J ,9- BO
I ~-------- J20-20 IN
GND
7
J21-20 JIO
:::L -L-
u v
LEFT STARTER
SWITCH JIS-20}
JI1 -2.0 (REF PAGE 27.0'1)
0
L -_ _ _
~----JIEh~O 8
t----'l
LEFT STARTER
KiB-20J8~
V.7
I LEFT STARTrR SOLENOID
6TO====i1R
9~
KIA·20
STARTER BUS
I (REF PAGE 25.04)
K2-20
~
-o
1 S382-2 Left Mag Switch

2 MS3106B-10SL-3S Connector
3 MS3106B-1OSL-3P Connector
4 628472 Left Mag (Left Engine)
5 628473 Right Mag (Left Engine)
6 4PB12T2 Left Start Switch
7 0812689-1 Starting Vibrator
8 0850461-1 Left Starter
*627841 Left Starter
9 0850469 -1 Left Starting Relay
*Turbo-System 310POOOl AND ON
I
WICHIT A, KANSAS MODEL REV. DRAWING NO. PAGE
START & IGNITION - RIGHT ENGINE
EFF. SERIALS
r---16
I..,T I
,~ ; .7 ________
~,' ~ r-J2 3-20 .o-cr~BUSeARI
• NO, I J 15-20 ~ -~_"':"'.l
,2
I
I
--,..~
'...-J
~, I ~ I c: 1---
t
...'" I
I ~!,;
NO ---... '-
----JI6-20
}
L - ._ _ _
I
~
l...<I
r-e--~--./i'-----JI7-2o
.....I c I
(REF PAGE' 26.0Q)
INO I ~ . . .J-----Jle-2.0
RIGHT STARTER 1-, ~
SWITCH I """ '
r-I
' ...
----i'"NO C I
K4B-20 ~ -- _.J
., Jf!J RIGHT STAR1"ER SOLENOID

qfJ,~~ STARTER BuS -,-
K"klO (RfF PAGE 25.01) ~ 0 '. "I
I
~8 K8-2
I I I
5:--- - 2 0 1'-------(O~-_-,I _
u RIGHT STARTER
1 S3a2-2 Right Mag Switch

2 MS31 06B-l OSL-3S Connector
3 MS3106B-IOSL-3P Connector
4 628472 Left Mag (Right Engine)
5 628473 Right Mag (Right Engine)
6 4PB12T2 Right Start Switch
7 S1232-505 Circuit Breaker
8 0850469-1 Right Starting Relay
9 0850461-1 Right Starter
*627841 Right Starter
.Turbo-System 310POOOl AND ON I

CESSNA AIRCRAFT CO, 310P VV 7G1090 27.0'::.
WICHITA, KANSAS MODEl. REV', DRAWING NO. PAGE
START if. IGNITION-RIGHT ENGINE
EFF, SERIALS
0813500-94 BUS RIGHT ENGINE

RIGHT ENG r-------.,
(RE'F PAGE 26.) RIGHT ENGINE I I
MA~ SWS
n:
~JIC--lID '_' COHW I LEFT MA&
I
'
LEFT MAG.sW JII ,-~ C
\" '-' B
RIGHT MAG SW LY-:,..-'="t-7.:,:;::-- J 13 ~~~" A
2 3 I
I
I
J'ZB
I I
I 5 1
IL ______ .J
r- --1
IT,
I Sl..L i
',-\ I ~
,NO, ,JI5
~--~~
,.....f----JJ"---~~}
J.e
(REF PAGE' 2'J
RIGHT STARTER
SWITCH
I 1
K48
RIGHT STAATE~ SOLENOtD

K"A STARTER BUS
--r-
(RfF PAGE 25.) ):::,===00 I a---.
K8
---f6~--"l
8
L..-I
~IGHT $~RTfR
1 S382-2 Right Mag Switch

2 MS3106B-I0SL-3S COIUlector
3 MS3106B-I0SL-3P Connector
4 628472 Left Mag (Right Engine)
5 628473 Right Mag (Right Engine)
7 4PB12T2 Right Start Switch
8 0850469-1 Right Starting Relay
9 0850461-1 Right Starter
*627841 Right Starter
*Turbo 310PDOOI AND ON

CESSNA AIRCRAFT CO. 310 0870090 28. 03
WICHITA. KANSAS MODEL REV. DRAWING NO. PAGE
LEFT & RIGHT OIL DILUTE (OPT)
ElF. SERIAUi
Q2~e-20
I .. R"T 0 \ ' - O\\.....U,E. "~'-"E

------{c:::::JJ---- Q Z~/It. -.co ~
L...
-... LOC"'''''E. IN ')B\

~ LOCA.-r~ ,N .J~Z
1 Sl:l32-505 Circuit Breaker

2 D201L5B Switch
3 0850450 Left Oil Dilte Valve
4 0850450 Right Oil Dilute Valve
.-
I
CESSNA AIRCRAFT CO. ':310P WOe,700~O 28.04

LEFT • ~16~, OIL O\LUi'"E. (OP,)
-
EIT. SERIAlS
Q2 ':le 2.0
--.1-------i61---- Q2""-Z~ 4
R'G~T OIL DILUTE.
VALVE..
'tr LOC.,.'" E. It-.> ')SI
~ LOCA.-rC ,N JS2

2 D201L5B Switch
3 0850450 Left Oil Dilute Valve
4 0850450 Right Oil Dilute Valve
I

WICHITA, KANSAS MODEL REV. D~AWING NO. PAGE
ROTATING BEACON - TAIL (OPT)
EFF. SERIALS
L~-ZO
(REf: PII"~ 1#.1>/)

ROTATING,
I3EACON
'SVV/,c H
r~ L t.-2 0 :!:.J
L '85-20
To FlASHER.
(REF PA~£ 30.0/)
ROT"ATINu 13~ AeON (OPT)
04
Ic ll3lAI ~
1~~e11 1 "0
L_UI====!='~~-(:r--..T L 2 ~, ,
J'\-'8 -aD-- '- 2 - 16
.:l. ~L3-'8 ---aD-L3A-(8~

o o
NOTE'
RECONN£C 1'" L'lS FCJR Tins t:)Pr

2 S392-1 Switch (Nav Lite)
3 S392-3 Switch (Rotating Beacon)
4 C621002-0106 Rotating Beacon
I

ROTATING BEACON - TAIL (OPT)
EFF. SERIALS
*' REC.ONNECT WIRE.

OPT. IN'i!tTL....
Las FOR T~IS
10 A.MpL 1
CIS ~J 1
RI:.F P"'G.ESZJ-LI~4A~
(OPT)
RoT...Ti/\.Ic. eeAcoN s,w.

r -
r------- L 7-20
I
J
.n,
- !:LI-IS-
--I
I
L t
_<_ _ -.J 2
L2-18 ---,
4 MoS31O<DA-IO~L- ilo$ I
'""A ~ '- 2.A 1 8 -crr:::::J-- L 2.c J 8 c::c::::J--------....J1
B -L2818...1
( ~r-L~AI8N ~L3Bla~11
.::IoTA. T I/IAG
BEACON

2 S392-3 Switch (Rotating Beacon)
3 S392-1 Switch (Nav Lite)
CESSNA AIRCRAFT CO. ~'OG> W 0870090 2.~.o3
WICHITA, KANSAS MODEL REV. DRAWING NO. PAG;
ROTATI"'c;. 8EACON - TAIL (opr)
EFF. SERIALS
~;:'M't
LcD20
~p.
T~
LeE 20
C
MS31~-IO~I-._i~
A", L. 2,A I 8 -ca::J-- L 2C '8 ----O.....-----,::cf---------'
B -L. 2B1S .J
~-L."3AI8N --err:J-L3Ble~I'
2 ROTA.TIIIlG
BEACON
1 112- 210-101 Circuit Breaker

NAVlGATION LIGHTS
En. SERIALS
3
~ (j) A+6EAR
@ At LI611rS
'------aU) LOAD (LI6HrS)
-L.i7-20 -<@-Heli
I-( ® T STALL
r
'--____,r-c@-Sr,.LI..
L. ~(f-2o"':::::..cL..0_7_~_"'_D_ _ _..J
l
_ DUAL WARNINtfJ (F.t~SHE.~
o i.lI'IIT
(REF PAuE3,.()/ ("'l.ol)
4
L. 8-20 LEFT WIN6
NAVL.'T
I ~L8F-20-cm--L8H-20
If.>
~.
J[31 ~
0", ~_
~L 6'A-QO-{Df-I..SBQO
_
e
5 TAIL NAV
1
L9-20
L'T
L8C-~l8~ -1
®JC32 6~-20 "0
Yr.c / 61-1T" WIH6
-L Nflltv I..T

l. S392-1 Switch (NavLite)
3 285 Dual Warning & Flashing Unit
4 0823200-1 Left NavLite (Red)
5 C622001-0103 Tail NavLite
13 0823200-2 Right NavLite (Green)
CESSNA AIRCRAFT CO.
WICHITA, KANSAS
NA VIGATION LIGHTS
I 310
MODEL REV.
0870090
DRAWING NO.
30.02
PAGE
EFF. SERIALS
NAV u'HT SIN

2
(~~F PA6E 29.01)
LS
-crn---L8H
_______5.... e5A I N L ~V L. T
L9
-pL80~E 1-
@Jf32 6 (V r:<
0-
JoH"T WIN6r
I NAy I..T
---L
ITEM PART NUMBER NOMENC LA TURE

2 S392-1 Switch (Nay Lite)
3 285 Flasher
4 0823200-1 Left Wing (Nay Lite)
5 C622001-0103 Tail (Nay Lite)
6 0823200-2 Ribht Wing (~ay Lite)
'--- --
I
CESSNA AIRCRAFT CO. 310Q J VV

O~7009 0 30.03
WICHITA, KANSAS MODEL REV. DRAWING NO. PAG~
EFF. SERIALS
~ f3v5 GAR f
0\_
A~? 11
9
L5J20
I
1...8\<.20
'" JBI
2 ALE~
yNAV /."1"
W/N(Z
L 8 t= 20 -cu.:::J-- L 8 H20 - - - - - - '

L~A20 ~AVLT
L8C20 CD:J L8B20 - ~ ~
~
L9-20
'3 -L8D20-c:rr::J--L8t::20----~ ~
J82 4"\ -
.0: IJ
I R.ICiH"T" W/N(X
I NPiv 4.T
---L-
ITEM PART NUMBER NOMENCLA TURE
1 112-205-101 Circuit Breaker

2 0823200-1 Left Wing (Nav Lite)
3 C622001-0103 Tail (Nav Lite)
4 0823200-2 Right Wing (Nav Lite)
I

WICHITA, KANSAS MODEL REV . DRAWING NO. PAGE
LANDING LIGHT - LEFT WING (OPT) & TAXI LIGHT
EFF. SERIALS
\...\ ~-\~
-L.2&I6l
I 1 n 1
L2.2.-16 L\'5-\8
-,
L2<O-\6
z
.., ~ a
(l (l
2 ~ 0
I:
.( Il o 2 -.l.
-
!:
4.
loI
~
o2 ~
) 0 d I!J -
d" 0 I
j 0 0 o
L.27A.-\~ 6 j I 7 I
L\ L\
'-------110 '- 2. 7- \ 6
JS4

3 S382-1 Left Landing Light Switch
4 S382-1 Right Landing Light Switch
5 S382-1 Taxi Light Switch
6 0870132-1 Left Landing Light
7 0870132-1 Right Landing Light
8 0842215-8 Taxi Light
I

WICmTA, KANSAS MODEL REV. DRAWING NO. PAGE
LANDING LIGHTS, LEFT (STD) RIGIIT (OPT) AND TAXI LIGHT
EFF. SERIALS
6 r ----,
~_ ~ L/4--18 ~J..IS-18 ----91.
REF. "'.... ~. 71.
9
2 - --,
I
~-----------------------L,8AI~
r-----,
L.aS-IS
L'S-IS~ ,
I QA___'_-J.l. 24 - I 8 Z4A IS'
L ___ ...J
I
5 • I P--1..2.'-If. -0------------------1 I
__ J
8
~NO. - - - - - - - - -,
4 · I p-.LZZ-/~ I
I" - - --, I CLoslll I
I
I t"lV..--',--- LZ I - 18 LZ.IA..18~
LI"-i8 - ' - - 0 - -
I
L
Co
_ _ _ ....l
I 'OPE""
J..20AIB ---<r--~~~
I.LAMP
~----------------------L2.7AI~ LZ-7-1f.
.J
1 51232-510 Circuit Breaker

4 S382-1 Switch - RH Landing Light Switch
5 S382-1 Switch - LH Landing Light Switch
6 S382-1 Switch - Taxi Light
8 0870132-1 RH Landing Light
9 0870132-1 LH Landing Light
LANDING LIGHTS, LEFT(STD) RIGHT(OPT) AND TAXI LIGHT
EFF. SERIALS
"--1~3 6 r ___ -,
LI3-1~--O-
S AMP I
L
1\
___ ...J
I
LI4-IB - - 2 @ - - L I S - , S 411
KI;}~" 71.
K~
9,_ - - - - - - - - - - - "1
,.---- - - - - - - - - L2BA""
kea'l~ p, ~~ :
LC~'5-18 LZ5Ala~?~
~r - ~ I -CL-O$oS·
I
I
10 AMP LZA-IS L-24Ala~ I

~ L ~ ~ OPll... I
II~Lz6-,t{.~.
o I 1
J"SI r- <;NQI
I I
I
L ___________ J
- - - - - - - -I
I 4
L~1-I8
LI~""8~1
1 ..,1\'--_ _ L 20-18
L ___ ...J
o---------------l27A/~

4 S382-1 Switch - RH Landing Light Switch
5 S382-1 Switch - LH Landing Light Switch
6 S382-1 Switch - Taxi Light
7 0842215 Taxi Light
CESSNA AIRCRAFT CO. 310G;> 0870090 31.04
r------------,
L2.e-I<O w~
L~5Ale~.J1.·D. ~I
~r-~~I
I I I
L2~la --~CH~~~~~~~--~ I
Il10<:' 0 .....
L - , - ::::.l i
'I~
~
LZ6-/~~o----
&NQt
-------
L _ _ _ _ _ _ _ _ _ _ _ .J
1r---- - - - - - - - -I
I IL LZ2!-I~---4()_--------...,
y-- <;"'0 '
I . ~ .. o.
LalAI8 ~ 4.-~c~~~e------~
I r -.- ,,:CJ 0_'"
1..2.0A/8 Of> .. I I
L2. 7 - /<0 - -
b,---.....I-
~ ...- - - - - . . -
__ .J
478987 Will€. ASS"'"

4 S382-1 Switch - Landing Lights
I
CESSNA AmCRAFT CO. 310 0870090 32.04

INSTRUMENT & PANEL LIGHTING
EFF. SERIALS
F50.0.0
\...~'-20
2
\...\\e.-.20
L .. ., ....20
r1!5 \
2 2
1.8L8.00
\ \..~.,.-20
LQO ...- 2 . : @ Q~Q'O
6
\... "!>\-.2.o \... ~2.-~o
\...-or
C~. .
\...~-2.0 ~ 3 L."I""-2.0
\..."'IO·ZO

4 DB-25P, DB20962, D20419 Connector
5 DB-25P, DB20962, D20419 Connector
6 2N3055 Transistor
7 0870142-2 Rheostat
8 2N3055 Transistor
9 CM2639-5 Light Compass
10 MS25123-2-6 Terminal Block
11 2N3055 Transistor
12 MS25123-1-5 Terminal Block (EL)
13 9910047-1 Invp rttr
14 2N3055 TranSistor
15 MS25123-2-6 Terminal Block (Engine lnst. )
16 MS25237R-301 Light (Fuel Selector)
I
CESSNA AIRCRAFT CO. P>..O oe700~O 32.05

WICHITA, KANSAS ItEV. DRAWING NO. PAGE
\"-l"'.;)'~Ut-'\,'EN' .. ?.b-.NEL '--\G~\\N<::::'
EFF. SERIALS
ALL 'NIRF! 2UGAGE
8
L"'"3£:. ---+Q111 COM?"",-",:>",:> '-\"
. LlI4-~ 10 -R ......Q\O \...."-'{ C.d~o.)CC.'\O~c;;.
L"'~n~~~~~~~~~10o-------------------~
r - - - - - - - - . - - ._ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _..J
11
.'v/I 'f.\\ L\ CK\
TO E:..\...
ITEM PART NUM8ER NOMf:NCLATl'RE
Sl2J2·~05 ClrClilt BrrUf'r

51232-500:, Circuli 8n'ut'r
51232-'i05 Circuit Brf'alu'r
DB-25P D~209f.i2. 020419 Connf'ctor
DB·2"P OS20962 020419 ('onnf'clur
2N30''j Tr.ul§l'lte;f
.;~J('"'' Tr4l1'I"tU;"
·8
, C!0426J9·~
,)870]4l· 2
C>mp.l,. !ljtt)1
RIIf'Qstat
10 "'S2512J-Z-fi Tf'rmll'lal Block
I! 2"1055 Tr.ll\s.,lor
12 'l!lIOO47-i Invf'rll!'r
IJ 2N30"~ TroUlslstor
\. lo'IS25Z37R-301 LiltM (fa"] Sfollfctor)
" MS25i2J-Z-6 Tf'rmlnal Block

CABIN LIGHTING
EFF. SERIALS
[
/
\.. ...~A 4 5
~\""lS:.l.O-r;;r;-;
~\...~"'20 -1"\'\
3 I"; .s
Ih '--~
I \... looelO--c:::J.;:--LICOC.20"~.
I
00,..1...1 0 r:
L 11.1.",0 .J ~9 ~ 10
8Y
.J ,
... ~
g.J ~
L..
... -
-
...':: --
t :I
:I :1
3
4 5
LIOI10-fTLIOIA10 ~3'H"""'c
Llo,10 ~'1 17 \..\02. ... 10 , >\..0:J"
I ',,-1.::',("\
,~ 18 ,-'O:!>~2.0
,61,20
* CO"'-.)~ ',-72.. 'W \-4.~ ~ C P ,
(~~ C"'~I>J 1..'

'f" ,a.V' ~IC.~,. (01"'-)
'-\~
W~~N
"""Q.~
QP,-
\"""-!<:'....,.-A.L\...£.O
\..,,,. "-RE
NO, \ "'''>"TA.\...L <:'1)
Loy2° I>-.)'!ol..l\..,o..,t. , """0"",,
L·l! '
PART NUMBER NOMENCLATURE
ITEM
S1232-510 ClfCult Breaker

1
CM~686-1
Switch (Forward Lelt)
2
0870142-1 Rheo~tat
3
OB-25P, OB-20962,020419 Cunneclur
4
DB-25P, OB-20962, 020419 Connectur
5
2N3055 Transistor
6
,
0 1845 CabIn Light (Furward Lelt)
CM2686-1 SWItch (Forward Right)
B
MS15570-303 White Flood Li~ht
9
MS15570-303 White Flood Light
10
1845 Cabin Llt(ht (Forward RI~ht)
11
0870142-1 Rheostat
12
2N3055 Translst'Jr
13
'.'\126b6-1 SWitch (Aft :"'clt)
14
,;vlllch (Aft 1{1~'l!)
15 '~M2"86-1
305 While Flu(,d LI~ht
16
:245 Cabin LI,;ht (Ail Lelt)
17
1845 CaiJln Llf(ht \,\fl RI~hti
1d
I
CESSNA AIRCRAFT CO.

WICHITA, KANSAS /
3\0 \N 'l..-/€'--/oo~a
MODEL REV.' DRAWING NO.
I :'~.O-I
PAGE
C I'-- ~ \ N '-- \ b \ ~ ,- \ \'-..1 C.,
EFF. SERIALS
6'
J,
\...\00'0
C~~\to.) L. '::,w - L.~2'* ~

I>..~' u::~. (O~\) I 12 ~
14 f\: L -;2 ,..---ern--- ~
/1 Je, I.... \ \ '5 p..,
[
15 ~
CI>..'e>\ "-l L\ <:'V.J
1 J>..\'"\ R'G~\ (Op,)
1-8'
lsA ~ A.~\ ~\C."\

CA.'e>IN L ,
(op,)
..
L
CO"-lN
,<;,.
W>-IILt-.! QP\
,c.....RE
L"1 2. \N \---'.£N U P ,
\ "-I"::"
L '';;'
p..,\",\",t.
f>..RE
'D_
!--lQ, \ N~'A..'L..\...~~
L83
1"-I-:::'ULJ>.,.,t: t, "'::>'O"'-.l
~I'
ITEM PART .... l MB[R 'OMEi"C Lt TCRE
,
.
1 '>1232-510 (l(("uII BrpUpr
CM2686-1 ~wltch (Forw;ard LAr,)
1 0ij70142-! Rh.oalolll
1)1)-2'lP D8- 20962 02041';1 C",on('~'vr
.
IJB· 2'SP DB- 20962 DZ041!i CVf"lflf'Clvt
2~30SS
~ 1 ~4')
Tr.ulSISlur
( .. bin u~M Ir',r\l."rd LA'!l1
C.\12686-1 ::,wlhn IF .r ...... rd HI~'nl'
\f~l '1'>"70- )0) ""'1'1111' Fi.)od l,~t"
10 \t:-'I"S70-)OJ "" n,tt' FI".l(2 L."r.T
II 1114' C .. bln LI.:n F ,r"'<lnl HI~NI
U1170142-1 Rht,,,~t.d
"
11 ~""JO'S'S Tr"""sl:.l·,r
"
II
l M2686-\
(\12686·1
::. ... 'I(h 'AI! Ldtl
')IOI,',h I,I,!I R',,:h'
:'Z
,;" 11145
"" hIlt flvud Lq.:1I!
C .. bln Lliht {Aft lA'ft)
18
'""5 C~bHI Llo:lI! IAlt RqtM,
I

WING DEICE LIGHT (OPT)
EFF. SERIALS
JBI
L5/A20 .. 5/020
!
L51820
~
L51E20
2
3
ITEM PART NUMBER NOMENCLA TURE

2 0820501-5 RH Deice Light
3 0820501-5 LH Deice Light
CESSNA AIRCRAFT CO. 310 W 0870090 :34.02-
1 WING
EFF. SERIALS
Oe.-ICE L-IGI4T Copr)
\ ~rZU1 ~:
L51&l.o
LS"'~L5IJ2O--""
JBI
1..51D20
1
LS/6Z0
!
L5/E20
2 3

2 0820501-5 LH Deice Light
3 0820501-5 RH Deice Light
J
LANDING GEAR WARNING LIGHTS
EFF. SERIALS
1...':>4--20
(REF PA.~E 4\.04) \~RO\\L,€: (~~f- ~A..GE. ~7.02)
~_4_~~~~c~cNO~E~LA..R
__
'O'vV \"\ C 'H.
t~ FG22.-20 ~. (Rt:.. ~ P,o...ci,E ~7.02.)
O~ \NO c;;,W
t.' ~o L.fJA-z 10Jc
c:.LA..~ UP
\l.."?:J2.-/8 \t-,lOIC.A.."\OR L"\
(R'C:r PA.GE
4\.04)
£107-20 o
\...104-20 -----"1'-----=::..-------+-----ED::l-- '-\04A-ZO+-----,
1...\0(0-20
r-------~r----L~A.-ZO------------~--~ ...----------t-1...5<0 '2.-20 - - - - - - - - - - - - - _ _ ,
RIG\-I."i G.EI>o.R NO':>E c:.EA.R
Oll1 L"\
1 ~G1---Im-L,",,"-2G rl-----aIrL~O-~--~
L':>e.C-ZO
">&2-
"'--------'1"---- L<OIA.-20-------f.~-----' ~------~-----L~\B-ZO'---~-----------J
2" .
'-(",0-10 L(O\-20
1...10':>'2.-20
~
'--~'T'------- \..\0(':;"'-20 - - - -.....'
I...~'" . . . - 2 0 ' - - - - - - - - - ---PC>-T.:ii

-')~I
PART NUMBER NOMENCLATURE

2 OT2RA7 Switch (Gear Up Limit)
3 2VBl Switch (Nose Gear Down
Indicator
4 VM911M4 Light (Gear Up Indicator)
5 VM911M3 Light (Right Gear Down)
6 VM91lM3 Light (Nose Gear Down)
7 VM91lM3 Light (Left Gear Down)
.f
8 ISE3-3 Switch (Left Gear Down
Indicator) •
9 ISE3-3 Switch (Right Gear Down
Indicator)
10 8ZR31 Switch Throttle
CESSNA AIRCRAFT CO. .:-.J~ A;;. :J~70G30 35~C5
1.11 WICHITA, KANSAS MODEL REV. DRAWING NO. PAGE
~ LI69B II t v.fJ:·.P',.:,·,.~
~ HI ~,
Lf~T GEAR
DOWN IND. SW. ~
u..
r
I
'NO
1:-
-I - -
i):!HI22lJ>_~'f_~
-,
NC
~ NOSE 6E;~R
:"01.' N INC. SvJ.
EFF. SERIALS
,
1 '..J VVI
1
L5S e
,--,...,-- I
r---r L104 6
.,-CI] L60A
Ll06
JB)
GEAR DOWN INDIC,:"TCR. ,-IG...;TS

,------_.
G::;O GS8
Ll67 G£/lR
LI67A ~NLOCr<.ED
10 11 12 LIGHT
: ,0/ .. ':;; -,C-,
-
':J\J ! Te I.
.• / ' J _""'" ...
~
"'~/0401
~-"t
--
P, J, GI4B
GI4C
MOTOR ~OAD
RESISTOR
~~ LI68
IN 2482
0100£ 42D
G42A u'l®
A+ GEAR (
I -NEG
@
\
,
,4 \
19@
!@ .
I~J
DUf.>.L WARNING
FLASI-IER UNIT
.. _-_._-----'
ITEM PART NUMBER NOMENCLATURE ITEM PART NUMBER NOMENCLATURE
1 S1232-505 Circuit Breaker 10 MS25253-1 Switch

2 S1232-515 Circuit Breaker 11 BZR31 Switch·
3 0813525-4 Switch 12 01-911806-6 Light
4 VM911M3 Light 13 IVA 20 Switch
f
5 1SE1-3 Switch 14 6D41H220 Relay
6 2VB1 Switch 15 FR100-5 Resistor
7 VM911M3 Light 16 BZ7RT04 Switc~
8 VM911M3 Light 17 9910002-3 Motor
9 1SE1-3 Switch 18 BZ3YT Switch
19 No. 285 Dual WarnjngFlasher' Unit
\II CESSNA AIRCRAFT CO. ,=:10 AG ::JB 7CJ090 35,C.6
~ L. 69B II WICHITA, KANSAS MODEL REV. DRAWING NO. PAGE
LEI=T GEAR J;H'£' r- I, - - ,- w::"I\/OIl\i6 GEAr.; AC TLJATiQN \.<./ I~'" P .. " :! _"
DOWN 1ND. SltJ, ~ I 1_ ~ NDSE6EAR EFF. SERIALS
~ H'f 11~, ~ _NCi :JDWN IND. SW.
JB
l5BA
,
6 t Ll06
L60A
IA
Ll66C I I'
GEAR DOWN INDICATI)R :..JG,.JT5 I

G5D G B
L 67 G£bR.
LI 5 LI67A .JNLOCKED
LJGI-lT
--:..- -'7'...J:'!'-\
n/'" '';7...
LDG GR WARN 1-11')F.:1(
GH;R Of\1 ':j\J I TC H
UP GRGUND
JBI I
~/-}'
P, J. 614B G 1402.0
~4-EZD
G/3B 13A
~cr
,~.~
<if9 'I~I
LWQ
~:a: I I 20 5AFCrY~,..~W ~JBI G 14C 1 j ~_ ~{ 64::SA2.O
~I I GEAR MO,OR G4~ E
If, I RELAY L. ""OTOR LOAD -----'='-'--'-""-----~ RSO ~ !
'+:1 ~~--~~~-~
\l)
I")
~
Ll68 &44A.2.0
DOWN
0
J7
N IN 2482
«
~,
0100£
42D G 2.A
LI) 78
.J I DOWN
FLASHER
A
r--oNo,-""t'
I~ I
Ie
\ ~c
I t~
)lcOr--.............----{:=D::::J--t:~--___I"
' - -_ _ _ _---1 1 GEAR DOWN
LIMIT 5W
G42
ITEM PART NUMBER NOMENCLATURE ITEM PART NUMBER NOMENCLATURE
1 S1232-505 Circuit Breaker 11 BZR31 Switch

2 S1232-515 Circuit Breaker 12 01-911806-6 Light
3 0813525-4 Switch 13 IVA20 Switch
4 VM911M3 Light 14 6D41H220 Relay
5 1SE1-3 Switch 15 FR100-5 Resistor
6 2VB1 f Switch 16 BZ7RT04 Switch
7 VM911M3 Light 17 9910002-3 Motor
8 VM911M3 Light 18 BZ3YT Switch
9 1SE1-3 Switch 19 RI02-12V Warning Horn Flasher
10 MS25253-1 Switch 20 A2948 Gear Warning Horn
21 1-3/4D48F40 Resistor
Change 8
I

LANDING GEAR ACTUATOR
EFF. SERIAlS
BUS
{N~ -"'~.)5 6
r--:O-u ~6RN
(i,4<:)-/6 ----r- I
(
1-&39-'1 ~ ~ II
I N.D. I 14.0. eLK
) I ~4A-20
Gif4-Z0 ~7 ''-.. _ ~j -- I (3z)
i 11~641-16--o GJ5-20~JBI
1 __ r=-=--G/3-2 0
l... GJ4-2.0
rNC~~ 8 31 -=- ~
r- --"\
I c~ I
rI Gm - • .r 4 J81
, \." "0
, C>
~C~ _,..~
'0:::"'1--...,-,---- 622-20
it JIO(;( 0263 TO J Il;Q 0 ' 0'

:G S1232-515 Circuit Breaker
3 0813525-4 Switch Landing Gear
4 DT2RA7 Switch - Gear Down Limit
5 BZ7RT04 Relay - Gear Motor
6 9910002-3 Motor - Landing Gear
7 FR-100-5 Resistor - Motor Load
8 BZ3YT Switch - Gear Up Limit
9 IVA20 Switch - Gear Safety LlH
10 BZR31 Switch - Throttle
11 285 Dual Warning & Flasher Unit
12 IN2482 Diode
I

WICHITA, KANSAS MODEL REV. DRAWING tlO. PAGE
FLAP ACTUA nON
EFF. SERIALS
) BUS BAR .~
J: cia
1
C16-20
] 4
]
FL~P
MOTO

2 MS25253-1 Switch - Down Limit
3 MS25253-1 Switch - Up Limit
4 2005-0001 Flap Motor
FLAP ACTUATION
EFF. SERIALS
~ MAIN BUS BAR ~
1 (CI6-20-
CI6A20 l
2r JL -:-1 ~t~P ~-·i-,3
I NO ~N":"C' -i ~ -1 I- N.~ N. O. I
L ____ ~ L ____ J
FLAP
PRESELECT 0
o N
N
I
~ co
u
~
o
N
«
co
U
4r --I..., rU _ -, 5
I \~:---I
I 0 I
~--- I
L-r..J 4 FULL
DOWN UP
FULL .. L- _.J BZ7RWT80
LI MIT SW.
(2)
LAP
WHITE MOTOR GREEN -
6 2 &j-

2 :.\1:S25253-1 Switch - Down Limit
3 \1825253-1 Switch - Up Limit
4 BZ7RWT80 Switch - Full Down Limit
5 i3Z7RWT80 Switch - Full Up Limit
I
CESSNA AIRCRAFT CO. 3\0 <;> W 09"70090 58.05

I=L~P AC.TUATION
EFF. SERIALS
)MAI"-I SIJ~ ~At:{
/(0 AMP
l·\i-C/~ F?
~JI
C. lEiC20
Cl7-2.0 cls-aO
I
I
C 17A.2.0 CI8AZ.O
4
r--l-, r _-,5
0,
I
I
I-
-
-
(
-
- --
I
I
..J. .
-I
FULL
DOW .....
..... - - -
vP
f"ULL.
I
-
L_ _.J
I
FLA.P
MOTQ~ J?EE,.,-
-WHITE.
Zuus-
6 U()O,
BLACK ---4"

2 MS25253-1 Switch - Down Limit
3 MS25253-1 Switch - Up Limit
4 BZ7RWT80 Switch - Full Down Limit
5 BZ7RWT80 Switch - Full Up Limit
CESSNA AIRCRAFT CO.
WICHITA, KANSAS
310
MODEL REV.
0870090
DRAWING NO.
I 40. 01
PAGE
TURN & BANK INDICATOR & TEST LIGHT
EFF. SERIALS
~--.-------
011- I=' \-20
I
o

3 C661031-0101 Turn and Bank - L/H
4 L3100AM Turn and Bank Test Light
5 C661031-0101 Turn and Bank - R/ H
CESSNA AIRCRAFT CO.
WICHITA, KANSAS
I 310
MODEL REV.
0870090
DRAWING NO.
40.02
PAGE
TURN AND BANK INDICA TOR AND TEST LIGHT
EFF. SERIALS
o I ~F I-ZO
Vr------------FBA2.O--
~ ,..
l
FI2-2.0
"'25~
o
oI f--

3 C661031-0101 Turn and Bank Indicator - LH
5 C661031-0101 Turn and Bank Indicator - RH
I
CESSNA AIRCRAFT CO. :,IOQ At oe700~O /4-0003

EFF. SERIALS
'=>
AM F 1 (20Jl
FI A20 r 1 p.
,--_ _ _ _ _ _~(=:i7',C."---_l7tl--L\ I 5Z ( J,
r-F8C20 -.J
F"SA20~
2
3
- -r- ", 2Q. I
oZ
-------~-~
I
o I ~F\3-2~

2 C661031-0101 Turn and Bank Indicator - LH
4 C661031-0101 Turn and Bank Indicator - RH
I

WICmT A, KANSAS MODEL REV. DRAWING NO. PAGE
CABIN HEAT SYSTEM
EFF. SERIALS
:II~V ~LI07-20
INO.~1
I I
I
I
(pp.c.e. 3S.) :- -},-
I
I
--.!.....l>~
"2
_
-:r1 1
HI- 1 8
~ BVQ
CIs
aA.~
1"·tV , H4A-II-c:::::J--H4-ld
I ..... ,- - - - -<J ..J'2
110. I ~Os.e GEAR DW~. US-IS
L - - - ,NO S.WITCH
r
I
L ..=--+..;c;..........,.-'-_ _..... RE F PACOE
H3~-1fi 40.
H4IC- t 6' 7
H37-t8~ (Tt a IE~T LT) 1~-<h_LU.ro--<j I'
"32"~ fOg ~ 14410-18
Y F:SB-zoY
I H37A-18
H~-18 r---H41-IB--+--?-<,....~(2. COMBuSTION
~LOWER
n:;--;J;--?;;-7;-~L-(Y.~_--.:..:i1~3:.-4.:..-..:./:..8_-_-..1--L...D.....J H34~-/ 8 '--fa H~5 - t 8 l .
10 11
-, CYCLING
I '5W.
12 I(NC.150°F)
L _ L .J
- - - --, 15.
,10
1- fj
175" F
MANUAL i=<ESE T
1 2VBl Switch (Nose Gear Down Ind)

2 8392-1 Switch (Cabin Heat)
4 0818141-4 Thermostat
5 0813841-3 Fuel Pump
6 07D44 Cabin Heater Term Block
7 C291501-0101 Valve - Fuel Source
8 0813841-8 Blower - Combustion Air
9 A07D77 Radio Noise Filter
10 A07D29 Limit Switch - Overheat
11 A07D32 Switch - Cycling
12 07D74 Filter Assembly
13 A08D53 Motor - Blower
14 B07D97 Ignition Assembly
15 A13D16 Solenoid Valve - Fuel
I
CESSNA AIRCRAFT CO. 310· A E 08700 9 0 4 I . 06

CABIN HE-AT SYSTEM
EFF. SERIALS
r----'
((~LI07
IN.l.> i :
(PAGrE 35)
,-----,
I
1
}l-il201' 2
UlfoEI8
11I.c."7 I I ---1.....b. - I
I ( ; r I. H....... =-H4-/S ~:-J- _:'l~ HIlCC.18
~Q, .1
__ HI~IA C.ABIN (7.0J)~
PG<l8 .IT.
NOSE. GE.AR DWN HEAT~W
HI2.2.A INC SWITC.H
HI2.0DI8 75 J,
HI20F2
TH E.RMOSTA1 5
C~
0... - - ., Ol/EIi!
- -...... ~r f
4 J'-OVERHEAT I.. I
RE.LAY
HI2. 7A
Ih
",FCA.ZO
!-fIBS HI 2.'5'" 1 7
--=-
~
1-\~130A ~ 0'00 .-o----JIII
I - HEA"T'ERfUEL I
HIZ.'A HI2.8S SOVRtE. VALVE
HI z.3A H130e, , .~
r-+--+--f----1-M128A~- FUE.L PUMP t
JB-2. COMBUSTION
~LOWE.R
HI r~ A-----cro--- H 11." B. '"\J I
9 8 --'-
_ J:iE..A.TER_W.-J..R~c;..®_ _ _-=-_
AIR VENT
BLOW ER
I I
I" - -- -, ./
OVERHEAT SWI,CH
'\ - - -, 121
1_ _ _ _ J
I (LOC.KOUT tVPt::.)(N_C..)
\ '------~ 13 AIRF LOW SWITCH

(N.Q~
DUCT LIMIT SWITC.H
(N.C..)
14
1C":r N \1 \ ON UNIT
-
~COIL
:x:
'--SPARr" PLU(r
PART ~t MBER 'IIOMEfIICLATtRf.
2\"81 SwHch iNosE' GE'ilr Down Ind)

5392-1 Switch (Cilbln HE'ill)
51lJ2-,)0'7 Clrellit Brfillu'r
08137fil-J Thl!'rmOfJtilt
KHPI7Dll 0\1t'rhrilt Rl'I:lv
:...J100,6~ O,erh"iI! l...1li:hl
'II 13'JO~ --
,,72I!:17J ~ ~1'1 Pump'" CfJmbushur Blower
~'V.~IH 1~0 C"lltn Hroltrr T".rm\r1,,1 Dlo(K
,~:: }02] Vpnhl.aUnK Air Ol(''''f'r
"
11
12
"'",71911.31-1
,,72076'i
Ovprh .. aIS ...lIch
AIrflow SW!lrh
(, ~ 1 '19113 Llmll SW(lch Duct
:J
,,721340 IIr;Tlltl0fl vnlt
l'
::hange 6
I
CESSNA AIRCRAFT CO. 0870090 41.07

WICHITA, KANSAS DRAWING NO. PAGE
CABIN I-IEAT
EFF. SERIALB
::~ (JH2 --~. Jll ~~~

rt
L,07 ( _. . . . . .) I P, ,.,.
,.Jf1k::'
I I I I _ I 60 c~~ILJ
NCV
I . H4AIS-c=:::r-H4-18 L..
I ~
_____ <J ..J 2 .. ~P
-' Hs-,e CA.BIN HEAT SW. ~
~o~e GEAR DW~. filC ..:0 )
i-/gS-IS
INO ~WITCH
H32A-18 !:Ft= ~II)Q040' +0'"

~er" p .... c..& ~a.
Di.JC.T THERMOSTAT
r "I 4
RADIO
No51E 12
11 FIl.TER
- - .., CYCLING
1 ISW.
12 I(N.C.150-F)
L _ .J
LIMIT IGNITION
13
SW. AS5Y.
SOLENOID
15 1_ ..J
FVt:.L VALVE
\/ENTILAT/I\JG
175"F
AiR BLOWE.R
MANUAL
~ESET
ITEM PART Nt'M8ER ~OM[NCl.ATURE
2VBl SWItch (Nos .. GII"U Down Ind)

SJ92-1 Switch (Cabtn HI"~t\
51232-507 Clfcult 8rl:'Uf'r
0813"41-4 Thf'rmnatal
LJ IOOAM QvnhfOal LlJ[M
08\3841-3 fa,"l Pump:
C291<,OI-OtOt V.lIh.. F"uf'l Sour"",
081384\-8
, Comlx.!SllOn Blu,","f
,0 07044
A07029
C.lI"" H"l.tl"r Tprm fl:,,('k
LII,.!!I SWitch . O"·r~ ..... t
.. 07032 Swtt(h· enlln,
"
12 U"074 R~"'I(] ~nl~" F",lf"r
11 A07D97 illnlllOI'l A!u'mbly
A13061
"11 A07D48
S'JIf'nUid rut'l "'"h ..
M~or Bluw .. r
" A07D7i RadiO NOla .. rllter

I

STALL WARNING SYSTEM
EFF. SERIALS
~,-t>..<";)~E.R \.,,)"-\ \ T
( ~~I=" ~A.GE:
"30.0\ )
3<.>.O\~
IP
O~ .J~\
<
;, 4

2 285 Flasher - Dual Stall Warning
3 0511062-6 Switch - Stall Warning Actuator
4 0511062-6 Heater - Stall Warning
CEssNA AIRCRAFT CO. ~\O WI
oe...,..ooa,o 42..03
WICHITA, KANSAS MODEL REV.I DRAWING NO. PAGE
IEFF. SERIALS
FLtI..,,;)~£"R '->t-J I \"
~
(~E~ PA.~~ "'3(0.0 \ ~
"30.0\)
G .J1!l\
~\~A. -----<", (Q.~ f;" pp..C:.'C:.

f;""'::,p.. 4"'!1.01)
I
\3 <
>4
r
f;"(.,
>

2 285 Flasher - Dual Stall Warning
3 0511062-6 Switch - Stall Warning Actuator
I
CESSNA AIRCRAFT CO.

WICHITA, KANSAS
310
MODEL REV.
0870090
DRAWING NO.
I 43. 02
PAGE
PITOT HEAT SYSTEM
EFF. SERIALS
~llo-\e ~ I 1-10
;y-~~-=-~-=-k',
- - - -K.:'~'O'O·\"l fi
cP ..leI
W 10 I-It:~
WI,-18 1
(REF PAC:.£:..
~
7401 C>~"'n
.)\~I
>.\12A-IS
trf~31'\8 l
~4 ~ 100 e-\s
~6
~E."'\E.~
<o',II...\. \.
WA R.l,l\ N c;,
(RE.~ ?,II...GE.
-4a,02. )
>-\ looe -18
I
o
o

3 S382-1 Switch - Pitot Heat
5 104738 Heater - Fuel Vent L/H
6 104738 Heater - Fuel Vent R/H
7 0813177-2 Heater - Pitct Tube
DUAL PITOT HEAT SYSTEM (OPT)
EFF. SERIALS
-HIJ9- /S 4 I'

2 S3 82- 1 Switch - Pitot Heat
3 AN5813-1 Tube - Pitot Heater
4 PH- 506R Tube - RH Pitot Heater
5 PH-506L Tube - LH Pitot Heater
I

PITOT HEAT SYSTEM
EFF. SERIALS
\-1.110
~-HI28
I
>-\ 12A.
~4
PI,O, 'TUe.E
>-1100 e \-H:::'~, £:.R : AN:5 8 I?> -I)
I·H:'/>.TE.~
""'/!>o.~\...
W"-RhlINC":>
l, "'E.N'
\...\::~'\ID5 ~
~\£.A\ r RIG\-I.\
'VEN,
\\\=06
\-1.£../!>..'
~~-.,:.~ \=O/'lo..'-'>E.
..... 2..02..) I
H")~'6 ~IOOC
\
I
o
o
1 S1232-505 Circuit Dreaker

S1232-505 Clrcllit Breaker
I
2
3 ~IS35059-22 SWitch - Pitot Heat
5 104738 Heater - Fuel Vent LH
6 104738 Heater - Fuel Vent RH
7 AN5813-1 Heater Pitot Tube
--
I
CESSNA AIRCRAFT CO. 31D W OB700~O 143.05

DUAL PITor
EFF. SERIALS
HII<e- /S 41 1

2 MS24524-22 Switch - Pitot Heat
3 0813059-3 Heater - LH Pitot
4 AN5813-1 Heater - Nose Pitot
5 PH-506R Heater - RH Pitot
I
CESSNA AIRCRAFT CO.

WICHITA, KANSAS
13MODELJREV.J
\OQ I WI0e,,0090 ,4'3.06
DRAWING NO. PAGE
EFF. SERIALS
J .JBI
~O)O)
I
~
r
I
f4 HC)O)A. 1-\\006
r
IH:'j!o,.TE.~
I6
~
c:" to.\..\..
IN A Rt.l \ '-l C:>
(R t:. <= P/'I...e:, E.
4~.O2.)
~")")6 >-Ilooe
_\ I
- o
a

3 MS35059-22 Switch - Pitot Heat
4 0511062-1 Heater - stall Warning
5 104738 Heater - Fuel Vent LH
6 104738 Heater - Fuel Vent RH
7 AN5813-1 Heater - Pitot Tube
WICHIT A, KANSAS MODEL REV. DRAWING NO. PAGE
LEFT & RIGHT ENGINE GAGE SYSTEM
EFF. SERIALS
'r----------------------,
~R..
l 6.u';:" \
E.2-20
j
4
c.
I
( I
I
II
E..IS-eo I
~
&\ \ -20
o o o o

3 CM2634Ll Gage - Left Engine
1 CM2634Ll Gage - Right Engine
5 0813601-4 Bulb - L/H Cylinder Head
Temp
6 0813601-3 Bulb - L/H Oil Temp
7 0813601-4 Bulb - R/H Cylinder Head
Temp
8 0813601-3 Bulb - R/ H Oil Temp
. =- ......... l
W -:......_/~-"..:;,~C I .-'
I
\"',,. -,.-
~
'.-"/':;.:;:'::~ ;::;:=: v ,C;;::.A\Nj'. . . . ::. ~,O. i ~/_'~,:--
,
\
'-'\ 5 C\ 5
1 C;"' ANIf' 2 lAMP
R
J-,--E$3
EZ'-A2!O
~p.
~-.J-,--
E,2.B20 E :::.62.0
I I
---'
40
t
I
I e..c:. ;
ES I Ci.\ \
! 1:.<0 ':'9
--"-
~
'9
rz~
0 ,~ o
..lBI
~~~ &J..lB2
)'~
..Ie~'2.'
~ I
I 2=- I I 20 I
E5" c.......... E.9A.. E,I lAo.
~ ~ I
0
-=>:<r
E.4
5
Cb <:"7
I 6
0
.,,:~
E..ID
7 ~. 8 I
l;.\2
,
- -.L -L -.L
0 0 0 o

3 CM2634Ll Gage - Left Engine
4 CM2634Ll Gage - Right Engine
5 0813601-4 Bulb - LH Cylinder Head Temp
6 0813601-3 Bulb - LH Oil Temp
7 0813601-4 Bulb - RH Cylinder Head Temp
8 0813601-3 Bulb - RH Oil Temp
I
-r-
CESSNA AIRCRAFT CO.
WICHITA, KANSAS
DUAL FUEL GAGE SYSTEM
I 310
MODEL J.REV.
0870090
DRAWING NO.
45. 00
PAGE
EFF. SERIAL8 310HOOOI TO 31OQOOOI

--
•
~ 1 -20
OI...ll>--L02
~\.J£.\....
GI\.C:>E:
.--.....:::.-"-----.
Isc.oA.£.
fa c. 0 />.. EJ
o
1
~"':>-2tJ
I
~-'-2t?
,JB\ I JS2.
E 1"""..-20 t: \., ",,-Zoo
LE:F\" ,A-NK U N \ , RIG\-\, \A.N\,o(... \ . I N \ \

~UE..L VU EL.

l CM2645Ll Gage - Dual Fuel
3 EA470Bl340M Tank Unit - Left
4 EA470B2340M Tank Unit - Right
I

DUAL FUEL GAGE SYSTEM (STD)
EFF. SERIAI..9
~ itA A I "-I BUS ~
1/ ~/8AAI\;::>
NuTE,
FOr< OPTJu/'JAL
HOOKUP S~E
PAGI: 81.00
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2 C662013-0101 Gage - Dual Fuel
3 EA470B2340M Tank - LH Main Fuel
4 EA470B2340M Tank - RH Main Fuel
DUAL FUEL GAGE SYSTEM (STD)
EFF. SERIALS
MAIN ~,U '5 ~

>
2
1) 5
C/8
A"" .:>
1 "lUTE.
I
FOr< OPTIUNAL
HOOI<VP St"E:
PAGE 81.00
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Item Part Number Nomenclature

2 C662013-0101 Indicator
3 MS3106E-18-1S Plug
4 MS3102E-18-1S Receptacle (LH)
5 MS3106E-18-1P Plug (LH)
6 PAA700-3 Tank Unit (LH)
7 PAA700-3 Tank Unit (RH)
8 MS3106E-18-1P Plug (RH)
9 MS3102E-18-1S Receptacle (RH)
CESSNA AIRCRAFT CO. "3loq AE OB70090 45.03
DUA.l... r-Uf='L GAG':::'
EFF. SERIA18
N\A 1 "-I BuS
NOTE.
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3 MS3106E-18-1S Plug
4 MS3102E-18-1S Receptacle (LH)
5 MS3106E-18-1P Plug (LH)
6 PAA700-3 Tank Unit (LH)
7 PAA700-3 Tank Unit (RH)
8 MS3106E-18-1P PIng (RH)
9 MS3102E-18-1S Receptacle (RH)
RIGHT AUX PUMP SYSTEM ( OPTIONAL)
EFF. SERIALS
4
ORO 'PP \ NC:>
R.£..S \ "=>'"0 R.":>
~~-Ie p...U~ PUMP
~
RIC:.\.l.T A.UX ~c..-18
5
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Q \0- 18--0"'"\ l'
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iii
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l
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11 WlflN O?TIOIYAL ,ENGINE (LESS 'OIL ?I?E5JU/ff sw·) IS- //Y51L ('orV/iECT WIRE t{1-/8 FO
Q]7-19 IN' JB2

2 MS35059-27 Switch - Prime
3 S392-1 Switch - Right Aux Pump
4 0771 Resistor
5 0771 Resistor
ci 0850452-0 Switch - Pressure
7 0850404-1 Relay - Aux Pump RH
8 0850421-1 Pump - Aux Pump RH
9 0850452-8 Oil Pressure Switch
CESSNA AIRCRAFT CO. OB700~O Ar<D.OS
R\(:,\..IT AUX PUMP
EFF. SERIALS
Q \ ~-2.()
,
-.L
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• NuE!J OPTIONAL EN.GINE CLl~~S "011_ -;::>RE"""SUR~ '" w ") I ':; IN S T '-
CO/VN~C' WIR(~QID 10 <::(37 IN -.182

3 S392-1 Switch - Right Aux Pump
4 0771 Resistor
5 0771 Resistor
6 0850452-6 Switch - Pressure
7 0850404-1 Relay - Aux Pump RH
8 0850421-1 Pump - Aux Pump RH
WICHITA, KANSAS' MODEL REV. DRAWING NO. PAGE
LEFT AUX PUMP SYSTEM (OPT)
EFF. SERIALS
OIL PI? E55l1;f'E
5WITO/ L.H
PR.I M t:. sw
> BUS
BAJlR, < ja'+:-18~~
I' II'.S(/~ATE
7. L & J rc>w
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/5 //VS7ALLEf), 5?LlCE W/,IfE QH-18 TO (J38-18 //11 L JeT. flOX

3 S392-1 Switch - Aux Pump L/H
4 0771 Resistor
5 0771 Resistor
6 0850452-5 Switch Pressure
7 0850404-1 Relay - Aux Pump L/H
8 0850420-1 Pump - Aux Pump L/H
9 0850452-8 Oil Pressure SWitch
I
CESSNA AIRCRAFT CO. :310 At OS700~O 41.05

EFF. SERIALS
~2 \'IRO---'~
02. 11>0..
9
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WIRe: Q/~TO Q 38 IN L. JCT. 60)(.

3 S392-1 Switch - Aux Pump LH
4 0771 Resistor
5 0771 Resistor
6 0850452-6 Switch - Pressure
7 0850404-1 Relay - Aux Pump LH
& 0850420-1 Pump - Aux Pump LH
CESSNA AIRCRAFT CO.
WICHITA, KANSAS
310"-> I
1MODELIREV.I
Wi Oe,700a,O
DRAWING NO.
1 A,.~.O \
PAGE
(OPT)
EFF. SERIALS
> 8U~e,.A..q. ---.J

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I
I
o \ - 2.0
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2 CM2628Ll Indicator - Outside Air
3 0813601-3 Bulb - Outside Air Temp
I
CESSNA AIRCRAFT CO.

WICHITA, KANSAS
3\C 'A
E , Oe>700~O /45..02-
/ MODEL/REV., DRAWING NO. PAGE
(OPT)
EFF. SERIALS
P,
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1 S1232-,)05 Circuit Breaker

2 CM2628Ll InaiCJ.tor - Outside Air
3 0813601-3 Bulb - Outside Air Temp
I

50/100 AMP ALTERNATOR & AMMETER SYSTEM
EFF. SERIALS
'.~ Q,.- /:l..._'

~1
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I 1
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2 Circuit Br~ak~r
3 5118333 Alternator Fall Mudule L H
4 looun I Walt Hest~tur
5 1:-<4720 DtudE:
fi 51111333 Alternator Fail Mudule R H
7 034092 Alternatur R H
H Il'4720 Dtude
9 63409l Alternatur L H
10 1000n I Watt Re31stor
II IN4720 Dlud~
12 Cal'antur
13 311005 Fuse
14 311005 Fuse
15 311005 FU:-'f'
16 311005 Fuse
17 22370-00 Alternatur Shullt R H
10 22370-00 Alternatur Shullt L H
I~ 311005 Fu~t:'
20 311005 Fust!
21 oJtiollOu-o SWitch - Amml'tPr S"j(TI
22 CM2627L1 Ammeter
CESSNA AIRCRAFT CO.
WICHITA, KANSAS
310 I
MODEL REV.I
I 0870090
DRAWING NO.
I 52.03
PAGE
50 / 100 AMP ALTERNATOR & AMMETER SYSTEM
EFF. SERIALS
5~.O;l.

2 S392-3 Switch - Emergency
3 311005 Fuse Emerg-ency Field
4 Main Overvultage Relay
5 Standby Overvoltage Relay
6 C\1031050 Vulta~e Regulator - Main
7 YlS25127E3 SWitch - Standby Regulator
Ii CMti31b56 Vultag-e Regulator - Standbv
9 311005 Fuse Alternator Field
10 \1S35059 -22 L H Alternator Switch
11 \1S35059-22 R H Alternatur SWitch
12 Fuse Alternatur Field
CfSSNA A\RC~A~T co 08700saO ~2.05
WICHITA KANSAS DRAWING NO PAGE·
50/100 AM P At TERNATOR: r.'1STEM
HF, SERiAlS

MAl N tlRCIJIT BRE"AKf't I3U~
1 45-2-S-N2 100 AMP Circuit Breaker
L~ A lor
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VM911M4 Alternator Out Lt LH
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4 9 VM911M4 Alternator OutLt RH
RH AlT 10 311005 Fuf:le
P 14:'A'L2. OUT LT 11 0870176-1 Sw -Ammeter Select
9 12 635837 Voltage Regulator - Mn
( ) - - - - - - . J J \ - - P I 52A1'1.
R\\ A\...1 13 138-3 Mn Overvoltage He lay
~HUNl 14 635837 Voltage Regulator Stby
15 138-3 Stby Overvoltage Relay
16 311005 Fuse
~TB'I -=r-
P/I (;1t1&1'f
17 311005 Fuse
R~GUlATOR.
18 991004-1 Alternate Fail Sensor LH
.;. 14 r-,",*,---;15 ~TS Y 19 311005 Fuse
O.V Rfl.4'1 20 CM2664 Volt Ammeter
21 MS25127E3 Sw - Regulator Select
P '45' B '22. _ _ 22 634692 Alternator LH
PIIS'BII 634445 (Turbo)
~
23 Capacitor
24 1K-1W Resistor
25 IN4720 Diode
GRHNES 26 AGC2.0 Fuse LH Field
27 MS35059-22 Sw - LH Alternator Field
PIO~AIS 33 RW 28 MS35059-22 Sw '"' RH Alternator Field
PC"A<i A L ,----"------, AlT 29 AGC 2.0 Fuse- RH Field
REGU LATO R L._ _ _ _ _ _ _ _ _ _ _ _-.J r-AIL 30 IN4720 Diode'
PIOOAIS S,UEC.l" svr .....,--"..--~ stN~ 31 1K-1W Resistor
P"GBGAI 32 63492.
PSIA Ii AlternatorRH
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CESSNA A\RCRA~T CO 310G A'6 08"700 gO ~2.o6
WICHITA KANSAS MODEL REV DRAWING NO -LY~~~.
50/100 AM P AL TFRNATOR. li AMM~T[K ';.'1 STEM
~FF, SERIALS --------------------------------------i
M~I N C.IRCUIT BRE"AKf£.. I3U5
1 45-2-S-N2 100 AMP Circuit Breaker
L" AU ALT RI;G RH A Lf
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12
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I PI'2OA<L'2.
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15
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~
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~
18 991004-1 Alternate Fail Sensor LH
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20 . CM2664 Volt Ammeter
~e
10 - 11-\- _oJ oJ IF? F - 6 OV REUI'1
~
21 MS25127E3 Sw - Regulator Select
'9 PI2SAU. P''I'Z.A2'lij PJ45"B'22. I
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~
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~
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24
25
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Resistor
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Po ~ f11J I 26 AGC2.0 Fuse LH Field
\lOLT-AIVI~t.nl\. ' ' ?1I'36IS .J \~ PII~818 GRHN$
l
27 MS35059-22 Sw - LH Alternator Field
MAIN -+- - - -... STBY 28 MS35059-22 Sw - RH Alternator field
I~ 11
P'U. A(i A L AlT 29 AGC2.0 Fuse- RH Field .
J'IF. Po P10DC IS
REGULATOR
SHEc.I S'IV '---------------' i ':-AIL 30 IN4720 Diode.
~--.....----' ) HJSCR. 31 1K-IW Resistor
a~
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p,03l5iM L. FIUD I PIOODI6~ J .
F.' J R FIE LP
33
634445 (Turbo)
991004-1
Alternator RH
Alternator FaH Sensor RH
PI 03C1 6 FUS[ ~~ P81Dl8~ I <.1, P, FUSE ,
~IO~\gIO/4C16 I PSISI8~ I PI05t1~\O~c.le
25 ~ I
i
I
PI05(.1e.
~ .9 "'-W PI0bD18
PID213Ia~ ~ 7i f IClI B 1/3 f.'jJ J"B

27 PlODS IS~ 28 I I
U.\ ALI RI-\ ALT
24 FI£LD !=IHD
SWITel"' SVW'TI.'~
),--.f' 10 IA1& -
.f
Change 3'
I

CIGAR LIGHTERS - FRONT & REAR
EFF. SERIALS
DR.OPPltvc,
RE<:.\c;;,\"OR -
t 5>
j lJROPP't-lG
RE..c;;"c;;"O~ -
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~ 7 ~RON'"
L\u\-\,ER.
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~
--
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ITEM PART NUMBER NOMENCLATUR~

2 8FE6 Fuse
3 8FE6 Fuse
4 101760 Resistor
5 101760 Resistor
6 0513052 Rear Lighter
7 0513052 Front Lighter
I
CESSNA AIRCRAFT CO. '310 I Af' OB/OO~OI 53.03

WICHITA, KANSAS MODELJREV.I DRAWING NO. PAGE
EFF. SERIALS
10
, AMP
<
4 ? 5
<
9
~\~ ~2.0
QJ
~\7
I
I 7
tJ
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,
J.-
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, -
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2 SFE6 Fuse
3 SFE6 Fuse
4 1D1760 Resistor
5 1D1760 Resistor
6 0513052 Rear Lighter
7 0513052 Front Lighter
I
CESSNA AIRCRAFT CO. 0870090 54. 00

WICmT A, KANSAS DRAWING NO. PAGE
DUAL TACHOMETER SYSTEM
EFF. SERIALS
1 CM2638Ll Tachometer Indicator

2 0850350-3 Tachometer Generator
3 0850350-3 Tachometer Generator
I

PHONE JACK CIRCUIT
EFF. SERIALS
i
R:~a-aO
I
~
~T
n'~ R.;Z5 ~k~~T
• A
vAc.1'-
PHCN~
Rl!4-20 Rii!'6-20
.l ~
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1 S1103-1 Headphone Jack - L/H

2 S1103-1 Headphone Jack - R/H
CESSNA AIRCRAFT CO.
WICHIT A, KANSAS I 310
MODEL REV
I 0870090
DRAWING NO.
I 56.01
PAGE
PHONE JACK CIRCUIT
EFF. SERIALS 310Q0201 & ON
i
~___________________R_~~r-20
~
PILDT
~
STD
RZ4-20
.l RZJ("A (OPT)
o
~
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(OPT)
RZ37A-2Q (OPT)
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1 S1103-1 Headphone Jack

2 S1103-1 Headphone Jack
I

AUXILIARY FUEL INDICATION SYSTEM (OPT)
EFF. SERIAlS 3l0POOOl TO 3l0Q000l
Q 2. "3-20
02'5-20
02.7-20
"'1 . . "'1' ' .... "1"'. .·(,7 "1' . .

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2 C662005-010l Dual Fuel Indicator
3 MS2106B-14S-5S Connector
4 MS21 OOA-l OSL-4P Connector
5 MS2108B-IOSL-4S Connector
6 0823344-1 Tank Unit L/H
7 0823344-1 Tank Unit R/H
I

PROP DEICE SYSTEM
EFF. SERIALS
FEED THRV BUS BAR i

., 0\.
r,
I1
A,MP
~--\-~./ Jo..----i B HUA-12 H22.-IZ
RT PROP
HEtlTER5
)-~......;::- ./oI---j"
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SLIP RIHC,s
6
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r
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7
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6 I r---,",30-12-
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;:'-01<' T#I.<'<:C 6J...4Df:'D ,;:J,c':;P ADO CNE. SET Or-
HEATeRS I R€-ARRA/\/G': :;-OA/N&£CTIVN
70 S",d:~ RNVG.

2 S382-2 Switch
3 CM2631-2 Ammeter Prop Deice
4 0870177-1 Timer
5 MS3106-A-20-15S Connector
6 0870155-18 Brush Holder
7 0870155-14 Slip Ring
8 C165013-0301 Heating Element
CESSNA AIRCRAFT CO. 310" W O~700 9a H'.04-
PRap DE-ICE ~."sreM (0 prJ
EFF. SERIALS
F£~O THRV
HUA
H25A----+-----~
RT PROP H2.1
HEATER S
SLIP RIHftS -.L
o
JB:z. JB2.
r IN BOAR D HLA TiNt;

E L E f1ENT (rY'P)
H2.4
3 0
H2t;
81---1_ __ fl2.b
HZBA~~J~B~/--------------- fl28
H27A~ liZ 7
\i) f(30
L T. PRoP
HEATERS
FeED
THP.II
L T. PRoP
SL' P RIH~5
5 H2.9
...L JL
--
0
4
o
NOT€: DI46 "3J/ooVAJ /:5 FoR TIVO BLADED PROP.
~oR T,IIk'eE 8LADED PROP ADD ONe se-r ar-
#€AiER5 I Re-ARRANC;6 C't7A/A/J:CT/ON
TO s;£/p I<"I.IG.
1 112-220-101 Switch Breaker

2 CM2631-2 Ammeter - Prop Deice
3 MS3106-A-20-15S Connector
4 0870177-1 or A43420-P3 Timer
5 0870155-18 Brush Holder
6 0870155-14 Slip Ring
7 C165013-0301 Heating Element
I

RIGHT JUNCTION BOX CONNECTIONS
EFF. SERIALS 3l0POOOl TO 3lOQOOOl
Q \ -/8 14 lOa -18 \-\ 10'0-18 (0 po,)

Q \ ~ -/8 14 100,60...-16
Q~7 -II PIO'->-I,
q"3, k/8 PIO(O A.-IS
q~:!> -/I
61\)0
q ~ :!o '" -18
COp,) W50e-2o PIO \ -18
(op,) ~-:'OC-20 PIOI,60...-'8
£9-]0 E \,-211
E \ , 1>..-10
~~tlo..:20
E.. I I-~# t.\~-20
E I I A..-ztJ E , e, A..-20
09-11 \-\ 2.S-IZ (OPT)

Q9~-11 14 2. ,-,>,,--IZ (0 P , )
1-\ 2c.-1Z(0 P I )
BL_~,u \iL
\-\" G" A-/2. (0 P , )
E24-20 Le,C-10
E24/>..-20 Le.O-20
E:~-20 L27-1, (OP-\)
E c.~ A..-zo L27k l b(OP, )
E" :: ,-20 L20 -18 Cop,)
E22"-20 L "20,,--/8(OP,)
L~O-ZO
L l \ -19 ( 0 p , )
1..(00"'-10 L 2. I A.-18 (Op,)
'- '::>"!IA-Zo Q4-18
,-S") S-10 Q4 A.-18
L 10'0 C-20
~'" I -Ii
144 Ie -1 8 I D-t8 L lOS 0-10
144
RIGI-J.\ -..JUNC, ION

sox.
-..J62.
RIGHT JUNCTION BOX CONNECTIONS (OPT
EFF. SERIAI.8 310POOOl TO 31OQOOOl
1-\\00-/8
SLA.N\<.. @ ~--'---:..:.::~...:..:.-
-1-\100,,",-18
1-\ IO~-/8 (OP T)
-p 10",- 18
® -PIO",,,-18
Q3~-/8
C>t-lO
Q3'?;,A.-I/J
(OPT) 1-\'::'OB-10- PIOI "'-.-18
(OP'T) ~':>Oc-U PIOI-18
E.~ 10 E: 1""1 -ZO
E ~A..-2o E \ , A-ZD
E I 1-10 E. 1 e. - 20
Ell "'- -10 E\b/!>..-Zo
Q~ -II ~2."5-/Z<'OP')
Q~~-/8 ~2S/!>..-/2 (Op,)
1-\ Z.~-/2 (OPT)
>--12"""'--12. (Op,)
E 2-'\- -ZO Le,C-ZO
E.2AA-ZO Leo '0-20
E. 23-10 L'2.7-/6 ( O f ' , )
E23J>...-}O L2.7A.-/6 ( o p , )
E2210 L2.0- 1 6'(Op,)
E. 2.'2. ""-20 L 2.01>0..- 19 ( O p , )
L""0-10 L21- 18 (OP'T)
L<O ° "'--20
LS~J>...-20
L2.'/>.-18 (OP\}
Q4-18
L'=>~ S-) Q41>o..-18
>--141 --18 -L lOS '0-20
H.6,. I C-18 ----~'iI(
~41 O,J' LIOc:.C20
~I<:>I-\\ ,,)Ut-lC,ION
sox
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I

RIGHT JUNCTION BOX CONNECTIONS
EFF. SERIALS 310QO001 AND ON
~{
QI ~IOO 43 .
... 10<::. (0;:>,)
QI/l.. ~IOOJa... 7".
Q~7 PIOe..
1··
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E22.A L..20A.~O~' ) 31
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41. \441 C \..IO~ 0
35.
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BOX.
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I
CESSNA AIRCRAFT CO. 59.09

RIGHT JUNCTION BOX CONNECTIONS (OPT)
EFF. SERIALS 310QOOOl AND ON
~_\-\_I_O_O_ _ ~ I 0<:' ( 0 p , )
BLA.N'o<.. @ I-HOOP-.
--p 10'"
BLA.Nv.,
® 1H+720
P 10c.."-
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(OPT) ~'=>OB - IK-11AI PIOI/:>...
(O~$ I-\SOC - -P 101
E..q
E~/:>...
E. I I
£ \ I.e..
Q~ ~2S(OP')
Q~,o.. ~2c:.,o..(OP')
L51C - \-\ 2(0 (OPT)
L510 ~ 2<OA (Op,)
Ea~ l..e,C
£ 2.4 A ,-e. 0
;:23 L2.7 ( O p , )
E2.3A L27A top,,)
E 22- LaO(Op,)
E 2.2 JIo,. L2.0~(OP')
L<CO ,-,I (OPT)
L<OOA L'2. I Po.(OP\)
l..S"A Q4
L'=>~S Q4A.
~4 1-- - --L IOSO
H41C
~4\D LIOe::. c
1<\<:,1-\, ,JUNCTION
so)(.
..)~2.
CESSNA AIRCRAFT CO. 0570090 ~~. \0
EFF. SERIALS
~{
~IOOE"
QI
QIA. \-1100 .....
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Q~7 Plo'-'D
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/;,7.
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44. E.I I
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4" Q"' ..... \-12. 'OA.(O p..,.)
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S8.
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34. ~ Z<OA (0 p , )
:..510
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41. \-I41C- 35.
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CESSNA AIRCRAFT CO. W Oe.700~O "5~. I1
WICHITA, KANSAS REV. DRAWING NO. PAGE
R \c;\-\\" ..,)U t-lC"T \ON 'COX CON N E e , \0 "->'0
EFF. SERIALS
BL A.l>lK. @ )6-~I-I-,I-=O-,O::...E=-_ \-I. 10... ( 0 p , )

~IOO"
1~"20 PIOC'DO
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QqJ!>.. 1-12"=>t>..(Op-r)
L51J ,",2'" (OPT)
L510 1-1 Z<DA. (Op,)
E 2.4 Le.C
E2.4.a. Le.O
C23 LZ7 <"Op,)
E2.~A. LZ7C (Op, ')
E22. L2.0C(OPT)
EZZJ>.. L2.0J)...(C P ' )
L<DO L2.IC( O p , )
LCoO~ L2. I J)...(CP')
LS~A. Q4-
L'5qe Q4t>..
1-141 LIOSO
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80')(
..)~ 2.
WICHITA, KANSAS MODEL DRAWING NO. PAGE
LE FT JUNCTION BOX CONNECTIONS
EFF. SERIALS 310POOOl TO 31OQOOOI
K.I ..... - 2 0 - L 55,60..-20

K. I ~ -20 -LSBC-20
~4.A..-2o L S <}-20
~4e.-20 L s~~_~6°c.. P-.-20
--- - --6"', p,-2.0
Q~'5 -IS LSI (O~' )-20
035A.-18 - L'5I~-20 (oPT)
E ~ -20,---1.- 67A-20
to. 3A.-20 G22A.-2.0
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e: c.. A.-20 Wo 1 ~-20
GIS-'& 1-427-12 COp,)
QI ........ -U!, \..\27A.-12. (OP,)
P\\& ..... -.22 1-12e-\2. (O~\)
PI15 -22 H 2 B A. -12. (0 PI)
E I~ -20 L2':> -18
E\~,",-20 L2'5A-18
£" 2.0 -20 L24-t8
L 2.0,",-20 L24kl8
e:. 2. \
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£.21A.-20 L25A.-I'"
G \ '2> -20 F"S5-20
GI3A.-20 F"S A -20
CIAo- -20 1-1 I 0 1-18 ( 0 P T )
GI4A.-20 --1-\10\ G-'8(O~' 'I;
PI02.-18- QI8.-18
PI02.P-.-IB Q leA.-IS
\4 \:3 -Ie - £: IS-20
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- 1-\ \:3P-.-18 E 1':>A.-20
(OP~) Q40 -IS EI\D-2C
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(OP"T) Q41-18 I... e,-20
~e:. C-20
(Of'\; Q4 IA. -18 LSA.: cg~-20
(OP\; K. \0)-22- - -Plo!>-'ra
(OP"T ') K. I QA.-22 PI03A.-/8
(OPl) K.2.0-22-
6NO
(OPT) K.20A.-22
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PII':>S-Ia PI 2. e, -22.
PII'=>C -18 PIZe,P-..-2.2
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I

LEFT JUNCTION BOX CONNECTIONS
2fo
27
C
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K.I"-
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LS~A. L lOco, A.
l35
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34
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LE:.r'1" JUNCI"\O~ BOX

CESSNA AIRCRAFT CO. 08700 qO ~O.09
LEF"T ,j\JNCTIOt\l SOX CONNEC-rION":>
EFF. SERIAU
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27
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l35
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(OPT) K20 ....
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EXTERNAL POWER RE~EPTACLE (OPT)
EFF. SERIALS 310POOOl TO 310P0073
\"E\"'T 'b~,e...~'~R. ~O~E""O\O

R.E~ Pb..~E 2."'.0"3
1 0850469-1 Left Starter Relay

2 0850469 -1 External Power Relay
3 IN2482 Diode
4 ANl552-3A External Power Receptacle
I

EXTERNAL POWER RECEPTACLE (OPT)
EFF. SERIALS 310P0073 AND ON
~5008011-8 BUS BAR
2 -.--
~--~----~~o AI--~-------------,
3 ~ '} IN2482 DI~~E
.., PI39-2?-,-+--qo1 111
EXT PWR. RELAY
....
-PI34-6 --
PI33-6~ll \~to \7
•
FWD
I
- - __ - - -'I - - - - - - - - - - - - - - - - - - - - LEFT
11\ 111 L\ ENGINE FIRE
WALL
11b:::::l) 'tf
"- PII8-22-
Y- EXT PWR 4
03121!s!s-IOSTRAP~ RECEP.
1 5008011-8 Bus Bar

2 0850469-1 External Power Relay
3 1N2482 Diode
4 AN2552-3A External Power Receptacle
I

MIKE JACK ClRCUIT (OPT)
EFF. SERIALS 310POOOl TO 310Q0201
1-'\ \ \L. ~ ~ t:J;.. '\oC.. - "s, c

(~v:..A~ ~"'"~)
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+
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3~.----1';"-20
I
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IL-__ - - _ _--'I
I (COt-.)\~O\.... W\-I,EE\...)
OVER JoI£AD CONSOJ-E.

CONTROL WHE.EL... DISCONNEC.T
MIKE. ..:JACK- STD
NOTE:
SEE PAc:.= 77. l="oR ~OOM MIKE.
IN6TAJ..LATION.
1 S1102-1 Microphone Jack (Seat)

2 S1102-1 Mic Jack (Console Mounted)
3 1'2114 Mic Switch - Control Wheel
I
CESSNA AIRCRAFT CO.

WICHITA, KANSAS
310 I
0870090
MODEL REV.I DRAWING NO.
I I 62.03
PAGE
MIKE JACK CIRCUIT (PARTIAL)
1-".1 'wi..t. .J~ '0<..-,":::>,1::>

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I (C.O"-.)\"Q..O,- W\.I,EE\...)
- - _ _--'I
OVER HGAD CONSO~E.

CONTROL WI-IEEL DISCONNECT
MIKE. ,JACK- STD
1 51102-1 Mike Jack

2 IN2482 Diode
3 T2114 Switch
4 IN2482 Diode
5 S1102-1 Mike Jack
I

WICHITA, KANSAS MODEL REV DRAWING NO. PAGE
CIRCUIT BREAKER CONNECTIONS
EFF. SERIALS 310POOOI TO 310Q0001
r PI09 (5Z) rop

16
PloT Q' EI ,.:-7

Q~ ~~. "S
Q48'
L---- _____ . __________ .
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CESSNA AIRCRAFT CO.
WICHITA, KANSAS
310
I r 0870090 63.08
PAGE
EFF. SERIALS 31OQOOOl TO 31OQ0020
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I
34
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CESSNA AIRCRAFT CO.
WICHITA, KANSAS
ALTERNATE CONNECTIONS FOR ROW #4 CIRCUIT BREAKERS
IM~bOELIREv.1 0870090
DRAWING NO.
63.09
PAGE
EFF. SERIALS 31OQ0020 TO 310Q0201
r
10
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CESSNA AIRCRAFT CO.

WICHITA, KANSAS I 310
MODEL REV.
I 0870090
DRAWING NO.
, 63. 11
PAGE
EFF. SERIALS 31OQOOOI TO 31OQ0020
TOP
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WICHITA, KANSAS I310
MODELjREV.1
I I 0870090
DRAWING NO.
I 63.13
PAGE
ALTERNATE CONNECTIONS FOR ROW #4 CKT BKRS
EFF. SERIAl.S31OQ0201 & ON
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CESSNA AIRCRAFT CO. / 310Q OH700(JO ti:l. J 4

WICHITA, KANSAS MODEL REV./ DRAWING NO. PAGE
ALTEI{NATE CONNECTIONS FOI{ HOW 1/4 CKT BKHS
EFF. SERIALS 31OQ0201 & ON
..." FWD
POW -# 4
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CESSNA AIRCRAFT CO. of3700'?)O ~3 I'::;:,

EFF. SERIALS
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CESSNA AIRCRAFT CO. 1310 A£ IOB700~O 1~3.1C:>

WICHITA, KANSAS I MODEL REV.J DRAWING NO. . PAGE
EFF. SERIALS
CESSNA AIRCRAFT CO. 310 A {;. 0870090 ~ 3·/7
CIRCUIT BREAK€R D/':>CON"JE.<-T
EFF. SERIALS
~ WIRE NUMBER~ ~c.IRc.Ulr

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EFF. SERIALS
elf»
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NOMENCLATL"RE
1 9910034-2 i-:l Lamp - Glare Shield Switch Panel

2 9910031-3 El Lamp - Mag and Battery Switch
3 9910051-1 El Lamp - Flaps and Landing Gear
4 9910033-3 El Lamp - Cabin Comfort
5 9910030-1 El Lamp - Wing Locker Fuel
6 9910030- El Lamp - Air Cond
7 9910052-3 El Lamp - Fuel Selector
b 9910052-4 El Lamp - Fuel Selector
9 9910032-10 El Lamp - Circuit Breaker
10 9910032-11 El Lamp - Clrcuit Breaker
12 MS25123-1-5 £1 Terminal Block
I
CESSNA AIRCRAFT CO. oe'700~O 64.04-

EFF. SERIALS
cia
ITEM PART t-.1JMBER

I~
•
1 9910034-2 El Lamp - Glare Shield Switch Panel
2 9910031-3 El Lamp - Mag and Battery Switch
3 9910051-1 El Lamp - Flaps and Landing Gear
4 9910033-3 El Lamp - Cabin Comfort
5 9910030-1 El Lamp - Wing Locker Fuel
6 9910030- El Lamp - Air Cond
12 :\IS25123-1-5 El Terminal Block ~

. . . .1.1. . . . . . . . . . . . . . . . . . . . . .9.9.1.0.0.3.2.-.3. . . . . . . . . . . . . . . . . . . . .E.I.L.a.m . .e.r.......... J
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CESSNA AIRCRAFT CO. , 310 0870090 65.01
WICHITA, KANSAS MODEL REV. DRA WINls NO. PAGE
CHART UGHTS - CONTROL WHEEL
EFF. SERIALS
LC02A-lO L co";) A-20
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2 E5-352A Rheostat
3 E5-352A Rheostat
4 305 Light - Pilot .Chart
5 305 Light - CoPilot Chart
I
CESSNA AIRCRAFT CO.

WICHITA, KANSAS
13\0 IAE' 0870090
MODELJREV. DRAWING NO.
1<05.02
PAGE
EFF. SERIALS
LEo\)-:' e,"'-R \
Iv.~r 1
~----'~5e~------~
L.20J) (20J)
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2 E-50-R-1-352A Rheostat
3 E-50-R-I-352A Rheostat
4 1309 Light - Pilot Chart
5 1309 Light - Copilot Chart
I

FLIGHT HOUR RECORDER (OPT)
EFF. SERIALS
\»cs (:r I
I
II
F \ 4-2.0
i
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2 311005 Fuse
3 S1498-2 Switch - Actuator
4 CM2926-1 Recorder
I
CESSNA AIRCRAFT CO. :'10 Iw,0870o~c: 1~G:.·02

WICHITA, KANSAS 1MODEL REV.J DRAWING NO. PAGE
EFF. SERIALS :)N
I"Iv5 -- -----
ITEM PART NUMBER NOME~CLATL'RE

2 AGC ~ Fuse
3 81498-2 8witch - Actuator
4 CM2926-1 Recorder
·I
CESSNA AIRCRAFT CO.

WICHITA, KANSAS
WING DEICE SYSTEM (OPT) (FOR ALTERNATE SEE PAGE 67.03)
EFF. SERIALS 310KOOOI AND ON
! BUS B~R \
o
'H4e-18
HC)O-20 ---~------------
DE-\C~ CON,~O'
",",,-'Ie. o o
ITEM ?ART NUMBER NOMENCLATURE

2 MS35058-28 Actuator Switch
3 615-7590 Timing Relay
4 ·YM911M4 Pressure Indicator LIght
5 ~D1542-03 Valve - Deice Control L/ H
G 201542-03 Valve - Deice Control R/H
7 .K1194 Pressure Switch
WING DEICE SYSTEM
EFF. SERIALS
" " " " " ' - - - - - - H91 A. 2.0
~H94-W-411 92-20-----11,
~H93-20 ----.I <J I

l___+~ L7____ -.J 7 [:?>.4LTEPAIAE .RELAY
RL'" ... A.,/,

CGT-4738) <:] (REF,. 7. OC!.
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Fa R
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TIME OELA.Y REL .... Y
K,"P,7PII )
27':::':;6 Ef <;u"'; r
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1 Sl232-505 Circuit Breaker

2 VM911M4 Pressure Indicator Light
4 IKl194 Pressure Sw itch
5 301542-03 Valve - Deice Control LH
6 301542-03 Valve - Deice Control RH
7 GT-4738 Time Delay Relay
I
CESSNA AIRCRAFT CO. 3\0 AE 08700<:>0 "7.04

W:N Gr. ';:)\:- ICE. 'S""ST~t'\ (OPT) (FOR AI..TeKAJA.rlii '5,=.:. PAI:O£ (.;7.CS
EFF. SERIALS
!-146DlO
- - - _. I
a
~~\~------------------~
o o

3 KHP17Dll Deice Timer Relay
4 615-7590 Timer Delay Relay
'i VM911M4 Pressure Indicator Light
6 301542-03 Valve - Deice Control LH
7 301542-03 Valve - Deice Control RH
lKl194 Pn:s5ure Switch
,I
CESSNA AIRCRAFT CO. 087Q090

WICHITA, KANSAS DRAWING NO.
wING DE -ICE. SYSTEM
EFF. SERIALS
92-2°---11'
I
-~
ITEM PART NUMBER l'-iOMEl'-iCLATGRE

2 VM911M4 Pressure Indicator Light
4 lK1l94 Pressure Switch
5 3D1542-03 Valve - Deice Control LH
6 3D1542-03 Va!\'e - Deice Control RH
7 KHPl7Dll Deice Timer Relay
8 GT-4738 Timer Delay Relay
I

AIRCON WINDSHIELD (OPT)
EFF. SERIALS
[ ;:-T;I:~9~olO :7~~~~:E~320_' RELAY
1-480-14
r-------
-----<Or.:)
1
-- H74-20 I I I I
3S2.0"ODMIOC1AI TE N\~., I L - - _I ill
C
CONTROl. (REF) /H75-20 1f7Cf-20 if)
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7 E H77-2O- -
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MS :,057-12A CLAf't1P
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T~8";20~
T 117~·20 S 1307 -I -~ TE RI'''\'NAL ~ PLA( E S (~E F)
H74-tJO 1 H7e·zo I
L. a '.,
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a a 6 (') ,~'~Yl2 8892 CO~JTROLLER

I I 2 3 '+ ~ 6 7 8 ~ (USED AS AN ALTERNATE TEMP (ONTRUL;
I 8 ; NOTE: DELETE )';;7 NHEN HYLz: 8882
I. _~ _. ! :S i..,iSE C·
ITEM PART NCMBER NOMENCLATURE

3 AN3320-1 Relay
4 S382-2 Actuator Switch
5 VM911M4 Cycle Light
6 0811698-10 Windshield
7 3S2060DM 109A! Temperature Cuntrol
H HYLZtl882 Contrullcr
CESSNA AIRCRAFT CO. 0870090 71. 01
WICHITA, KANSAS REV. DRAWING NO. PAGE
PROP SYNCHRONIZER - WOODWARD
EFF. SERIALS
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ITEM PART NUMBER l"OMENCLATURE
1 S1232 -510 Circuit Breaker

2 VM911M4 Indicator Light
3 0850458-7 Actuator Assembly
4 233062 Connector
5 33049-4 Switch Prop Synchronizer
6 33050-117 Slave Pickup
7 MS3106A16515 Connector
8 MS31 00R16S IP Receptacle
9 33050-117 Master PicKup
10 233032 Plug
11 0850458-12 Control Box
CESSNA AIRCRAFT CO. oe.,oo~o 1102
EFF. SERIALS
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2 VM911M4 Indicator Light
:3 0850458-7 .-\ct'Jator Assembly
4 233062 Connector
5 33049-4 Switch Prop Synchronizer
6 33050-117 Slave Pickup
7 M53106A 16515 Connector
8 M53100R 16S1 P Receptacle
9 33050-117 Master Pickup
10 233032 Plug
11 0850458-12 C()lltrcl Box
I

ELECTRIC SEAT - OPTIONAL
EFF. SERIALS
?~~-\6

I
CESSNA AIRCRAFT CO.

WICHITA, KANSAS I 310
MODEL REV., DRAWING NO.
I 0870090 I 72.02
PAGE
ELECTRICAL SEAT, RIGHT & LE FT (OPTIONA L)
EFF. SERIALS
AFT
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Itt'lll Part Number N omenc iature
1 SI232-)15 Circui t Breaker

2 S 123 2- 515 Circuit Breaker
3 MS35059-27 Switch
4 9910091-1 Motor
5 9910090-1 Motor
CESSNA AIRCRAFT CO.
WICHITA, KANSAS
"3IO Q 1W I
Oe70o~O
/ MODEL REV.I DRAWING NO.
72.03
PAGE
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EFF. SERIALS
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3 MS35059- 27 Switch
4 9910091-1 Motor
5 9910091-1 Motor
I
CESSNA AIRCRAFT CO.

WICHITA, KANSAS I310' , 0870090
MODELIREV.' DRAWING NO.
I 74.01
PAGE
STATIC SOURCE HEAT (OPT)
EFF. SERIALS
~ \0 \-IS
H \02..4--\6
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--'--
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ITEl'vl PART NUMBER NOMENCLATCRE
I CM2933-5 Static Heater - L H

2 CM2933 -5 Statlc Heater - RH
CESSNA AIRCRAFT CO.
WICHITA, KANSAS
310
MODEL REV.
0870090
DRAWING NO.
I 74.02
PAGE
STATIC SOURCE HEAT (OPT)
EFF. SERIALS
\.1..\01 'C
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2 Cm2933-5 RH-Static Heater
I
CESSNA AIRCRAFT CO. ~\OQ Wloe,c:x::>~ /74.03

WICHITA, KANSAS I MODEL REV.' DRAWING NO. PAGE
EFF. SERIALS
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2 CM2933-5 Static Heater - RH
I
CESSNA AIRCBAFT CO. 0870090 75.01

WICHITA, KANSAS DBAWING NO. PAGE
AUX FUEL TRANSFER PUMP (OPT)
EFF. SEBIALS
~------ ..
·Q'OS-I6
Q4:!l-IB
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Q4OA.-18
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4 S382-2 Left Fuel Pump Switch
5 S382-2 Right Fuel Pump Switch
6 VM911M4 L/H Light Fuel Pressure
Indicator
7 VM911M4 R/H Light Fuel Pressure
Indicator
8 4140-00-153 Fuel Pump L/H Wing Locker
9 4140-00-153 Fuel Pump Ri H Wing Locker
10 0850452-3 Pressure Switch - RI H
11 0850452-3 Pressure Switch - L/ H
I
CESSNA AIRCRAFT CO. 3\0 A£ Oe"OOC)O 76.02-

EFF. SERIALS
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ITEM PART NUMBER 0 NOMENCLATURE

4 S382-2 Left Fuel Pump Switch
5 S382-2 Right Fuel Pump Switch
6 VM911M4 LH Light Fuel Pressure Ind
7 VM911M4 RH Light Fuel Pressure Ind
8 4140-00-153 Fuel Pump LH Wing Locker
9 4140-00-153 Fupl Pump RH Wing Locker
10 0850452-3 Pressure Switch - RH
11 0850452-3 Pressure Switch - LH
I

AUX FUEL TRANSFER VENT HEATER (OPT)
EFF. SERIALS
RE.~ P ...... ~E.

.JS\ ---
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2 105880 Right Wing Locker Vent Heater
I

BOOM MIKE CIRCUIT (OPT)
EFF. SERIALS
T ~ Ri!. 7 -20 (KEY) ,

...-
MIKE
.JAC r<
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RZ 10-20 PR ESS TO TALK
(CONTROL WHEEL.)
NOTE :
\7
BOOM IV {/SC: DIE. 400 DIODIiES
MIKE I SEcuRe rGl BUNDLE- .

INSU ....ATE >=ROIV\.. GoNO.
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1 DE400 Diode
2 DE400 Diode
3 DE400 Diode
4 S-13B Boom Mic Jack
ELECTRIC ELEVATOR TRIM (OPT)
EFF. SERIALS
BUS BAR
~ C/B
C/5-Z2
-i}--- Rr=:F.
----cONr~vL WHEeL DISCONNEcT
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L _ _ _ _ _ _ _ _ _ _ _ _ _ ~

2 305-4320 Slider
3 T20057 Switch - Trim Disengage
4 38100-0028 Clutch Umt
5 9910059-1 Motor Assembly
6 K11449-1 Choke
I
CESSNA AIRCRAFT CO.

WICHITA, KANSAS
I 310 I
0870090
f 79.01
PAGE
ELECTRIC ELEVATOR TRIM (OPTIONAL)
EFF. SERIALS
BuS DAR.
\
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C/5-2.2
0
CISA-22
l /"'1 B-22
L _____ -.J
TRIM TAB A'S:::' ~

2 305-4320 Slider Switch
3 T2153 Switch (Disengage)
4 1560322-47 Actuator
CESSNA AIRCRAFT CO.
WICHITA, KANSAS
I MODELIREV.I
310 I I 0870090
DRAWING NO.
1 79.02
PAGE
ELECTRIC ELEVATOR TRIM (OPTIONAL)
EFF. SERIALS
BLl~ BAf(
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Item Part t-;umber ~ omenc lature

3 T2153 SWItch (Disen~age)
4 1714 Resistor
5 1560322-47 Actuator
I
CESSNA AIRCRAFT CO. /3/0 W 0870090 '"73.03

ELECTRIC EL£\J/~(),R TRI'IJ\ nFT 10I0/\L'\
EFF. SERIALS
8U5 8Ate
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[TEM PART NUMBER ~OMENCLATURE

3 T2153 Switch - Disengage
4 1714 Resistor
5 1560322-47 Actuator
,I

WING WAlKWAY UGHT (OPT)
EFF. SERIALS 310Q0001 TO 310Q0201
FUSE BLOCK
21T
S-- P77-18--.......
N
N
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k r-----~--"'..
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STEP
LIGHT
5
@ ( $ (4
WING WALKWAV
LIC.I-j,
1 82PB19-T2 Switch - Step Light

2 Fuse Block
3 90LAIC4J1(G) Switch - Wing Walkway
4 30-0513 Light - Wing Walkway
5 30-0513 Light - Step
WING WALKWAY LIGHT (OPTIONAL)
"'Eo"
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item Part Number Nomenclature
AGC5 Fuse
90E-AIC4-Jl(G)- Ll-N1R133 Walkway Light Switch
82PB19-T2 Switch
30- 513 Light
30- 513 Light
CESSNA AIRCRAFT CO. 310 C 0870090 81. 00
1- - - I.-~l_ _ _ _ _ _ _ _ _ _ _ _..,
CAPACITANCE FUEl.. SYSTEM (OPTIONAL)
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Item Part Number Nomenclature Item Part Number Nomenclature
1 S1232-505 Circuit Breaker 10 PAA700-3 (RH) Main.Tank Unit

2 S1695-4 Selector Switch 11 36-604 (RH) Sele,ctorV3.1.veSwitch
3 281XDX-24VDC Relay 12 PAA700-2 (RH)'AuxTank Unit .
4 281XDX-24VDC Relay 13 MS3106R-18-1P Plug .
,f
5 36-604 (LH) Selector Valve Switch 14 MS3100R-18-1S Receptacle
6 MS3106R-18-1P Plug 15 MS3106E-18-1S Receptacle
7 MS3100R-18-lS Receptacle 16 MS3100E-18-1P Plug
8 PAA700-3 (LH) Main Tank Unit 17 C662013-0101 I n d i c a t o r · '"
9 PAA700-2 (LH) Aux Tank Unit
1- - -
, , I
-
9 I WICHITA, KANSAS MODEL REV. DRAWING NO. PAGE
, I
,, - '50
1 _.-.....;;: CAPACITANCE FUEL SYSTEM (OPTIONAL)
", 3
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r -c:IIIID- .,
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P~(;:~F::::::::E:3:5ir~::O:::::::::::::::~A~~-G~':~H~~~E~:~r~:~~~~~'~~::J~~-E::~~Gi) L~~~ ~ ~:~;--_-_-----~~~3~:

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L. -t::::1:lIID- J _ _
I 171
S!I. WINe;
DISCOltl"'Ec.T
Unit Part Number Nomenclature Unit Part Number NomE!Dclature
1 S1232-505 Circuit Breaker 10 PAA700-3 (RH) Main Tank Unit
2 S1695-4 Selector Switch 11 PAA700-2 (RH) A\L"!: Ta.....k Unit
3 28IXDX-24VDC Relay 12 36-604 (RH) Selector Valve Switch
4 281XDX-24VDC Relay 13 MS3106R-18-1P Plug
5 36-604 (LH) Selector Valve Switch 14 MS3100R-18-1S Receptacle
6 MS3106R-18-1P Plug 15 MS3106E-18-1S Receptacle
7 MS3100R-18-1S Receptacle 16 MS3106E-18-1P Plug
L-__~
8 _________________________________________________
PAA700-3 (LH) Main Tank Unit .~, __________________________________________________
17 C662013-0101 Indicator ~
9 PAA700-2 (LH) Aux Tank Unit
CESSNA AJR CRAFT co. 310C¥ A~ 0870090 BI.O 2-
WICHITA.) I<ANSAS "'001: L.. ReV. DRAWING NO. PAGe .
P{,-;
I<:HPI7C>"
~U,,' 11""'1>
r-----~•.-------------,~~~
"'I=LAY
~
1- - -
I;;
- l OSZ(!'037-Z
CA PAC/lANCE FUEL
, 15.·-.,_,....-_ ___. EFF" SERIALS
,
, II 13 '
'.--:-,+-----+--------------,
, . . ;7_/
,
,
2-""
10 1 ......;.,++---I------+-------!f--4-------.
-----4--:.....'6 ..!---.
.---.... 1 S1232-505 Circuit Breaker
: 1...._ , 2 S1695-4 Selector Switch
.' ~I~~,~-----+-----+--r-----r--+-~ 3 281XDX-24VDC Relay
4 281XDX- 24VDC Relay
, ... 's y 5 36-604 Selector Valve Switch LH
I I~
-~------+----+~~
6 MS3106R-19-1P Plug
~~~3:,
7 MS3100R-18-1S Receptacle
8 PAA700-3 Main Tank Unit LH
, ~
9 PAA700-2 Aux Tank Unit LH
L ___ J 10 PAA700-3 Main Tank Unit RH
KI 11 PAA700-2 Aux Tank Unit RH
e.~IB20 5 12 36-604 Selector Valve SWitchRH
!-,I-/, F"LJ£L VALve 13 MS3106R-18-1P Plug
IS"",, "CH -. 14 MS3100R-18-1S Receptacle
15 MS3106E-18-1S Receptacle
16 MS3106E-18-1P Plug
8 ' I=T
.,
....
-p
PAA. 7()c)" z.-
.f
STROBE LIGHT SYSTEM (OPT)
EFF. SERIA~
6
4
i
-- -- --I
1-4-80Z71-0 1-4802.70-0
,--
~
~J-....:'-'~----- L.ILL7
L.J47A18
L/48AIB
(ReO )
(a"'LI~)
1.../.9A18 (Y£L)
----:':--1::-
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5
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...,$ 3/0"e-IOSA. -
~ / ReqO .
3.
~ O!.L.A.CI( ~ I'
ITEM PART NUMBER NOMENC LATURE
1 S382-2 Switch
3 30-0199-3LH Light Assembly
4 30-0199-3RH Light Assembly
5 30-0329-3 Light -stinge r
6 60-1038 Power Supply
(GRIMES INC.) STROBE LIGHT SYSTEM (OPTIONA L)
EFF. SERIALS
P--
O
BLACK411 ,I SL.AC 1 < -
REO ~Ll5"S20- r- LI5SB20 -c::::J-R«O- 4
[
r--BLACK4I' L-.------L55A2o- I
L----------I..IS'A20 - 2 I
--REO -----<c::::::J~------------L.157A20 - 3 I
3
,L 4 I
, liD--+- LI S8"20N ~ 5 I
r--'2 o·
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C i--- Ll60A2.0------,~
e i--- LI A20
Ai---Ll"2.A2.0
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t.'CII:l
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S T Roee.
RE.O _ _ l-lGUr
5 r-----v-J
MAIN
1..1"34-Il120
6 BUS 5 A.
:30·05,"-5 1----.. - 1
f-- L8A.20
I<'EF
1""'6&
~O.
* - ----
Item Part No. Nomenclature

2 S382-2 Switch
3 70-0075 Flasher
4 30-0515-1 Right Wing Strobe Light
5 30-0516-5 Tail Strobe Light
6 60-1520-3 Tail Strobe Light Power Supply
7 30-0515-1 Left Wing Strobe Light
I
CESSNA AIRCRAFT CO. 09700 ~o 82.0C

OpnoNAL
EFF. SERIALS
... CHANGo!! CON-"E<:.TiOIJ FOR W'~E L.8A20 WHEN STR06€ OPT I~ IAl5TL..
LEFT - BLACK'--11 1 liP-- SLACK ~IGHT
6 WI"'_ WING
STRoBE
3
~TROe& -RED --c:=:J-US"S2D LI55820 --{=::J-RED
LIG~T
LIGHT
JBI JB2.
IG25 -5P-I PLu&
2
.----------.-11
' - - - - - + - - - - - - - I f - - ,-,5" A20 2 I
--~EO --------~==~------------4_----------+_-LI57A20 3 ,F'LASI-lER

' - - - - - - - - - - - 1 _ ~ I"::;,"::> A 20 4-
'It>---~ LtSSA20N 5
,LT R>1f<I€R
51 SuPPLY MAIN
SUS
ITDT
112-507-101 Switch Bre<.ikpr

2 70-0075 Flasher
3 3IJ-0515-1 Right Wing StrGue Light
.f 3 1)-0516-5 Tail Strobe Light
'i 60-1520-3 Tail Strobe Li"ht Power Supply
6 30-0515-1 Left Wing Strobe Light
CAPACITANCE FUEL AUXILIARY INDICATOR LIGHTS (OPT)
EFF. SERIALS 31000001 AND ON
CAP FUEL INDICATOR

1
E26A20~
N
N
«o
-
to
...J
~----- L150B22 - - - - - - - - - ,
iI~ L154A22N----4I1'1
3
2 B
~--L153A22N~11
N N
N
N
«
--
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to
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or>
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- - - L. H. WING
DISCONNECT ~i~co~~; - -~--- N
N
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4
I N/C 0 4 N. C. 1
8 56 ~ 1 N. • ~o ~ N. O .
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7 613 N. C.T2 N. O. 6 N. O. Y::JN.
C. 2 N. O.
LL155A22N ------qll
II~L156A22N
ITEM PART NUMBER NOMANC LA TURE
1 C662013-0101 Fue 1 Indicator

2 VM911M-4 LH Indicator
3 VM911M-4 RH Indicator
4 36-604 LH Fuel Valve Switch
5 36-604 RH Fuel Valve SWitch
CESSNA AIRCRAFT CO.
WICHITA, KANSAS
I 310
MODEL REV.
0870090
DRAWING NO.
84.00
PAGE
REGULATOR FILTER (OFT)
~ 'L r,~ 17 PiAl IN 14 -135 78-1

r - PI' 5 - 2 U - - ~ i?E F
C>lAAlGe COAlIV€CT/ON A.S
SHowAl IVJhi/'J ~-ILT6Rs At'>=: PAc. 6:
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R~(;,ULATOI~I IIREGvLA TO 1<-:]I
-..LL-..l '--..IL-
I
;J II S' AZ,a
I
1 .JN14-1357B-l Filter
2 .JN14-1357B-l Filter
3 CM631656 Main - Voltage Regulator
4 CM631656 Standby - Voltage Regulator
CESSNA AIRCRAFT CO.
WICHITA, KANSAS
310 I 0870090
I I 85. 00
PAGE
NACELLE LIGHT INSTALLATION (OPTIONAL)
T
P77-le
LFI=-r "'IACE~LE
r---- - - ---- - -
I
3
...l. __ _ u39A22
IfIGUT ~NG.
ROUT£, THRU UPPER
DuoR I WIlliG SkIN,TO tlllBD
CLOo;,eo ;tOEO,r;II,C~"F'T
4
EB"'--__r---_,,- :- -15
1-_-:: ~ TQ SW I Tc H
I ~~3~221
1_ _ _ --.J I' 'lsp . (os cr;::'
88 )
, LI,s,E22.-{O)-LI33C2Z ~ =<DI/\22.---,
L '_ _ _ _ _ _ _
- - -- J8-2. J8-I_
L
Ll3':l"022
1 AGC5 Fuse
2 8406K1 Switch
3 1309 Lamp
4 1309 Lamp
5 8406K1 Switch
CESSNA AIRCRAFT CO.
WICHITA, KANSAS
310R J
MODEL REV.
I 0870090
DRAWING NO.
I 85.02
PAGE
NACELLE UGHT INSTALLATION (OPTIONAL)
REF. PAGE 52.
~77-18
I
r~...;r~ 1-II,t-V~'I\IL
r'----------- JOOK - - l L,=,::r L=NG

C. .... c.)~,ii::l rIREW"J\t.....L-
1:'09
_A"""",..J
.SZ
" ...... p!)
3
1
12
F,<Obl< I ::'W
I
~----- - - ------ RIGUT I!'NG.
Llj9 A 22
- - - ------ - - ----- ROUTE THRU UPPER
L"-'OK WING Sk IN, T 0 lIHlD
CLO",eo ;tOEOFNAC(F>o.rT
'':::::.0 4 r-- - 1- - oro SWI TcH
v, '
ffi I
f---'w=-----n I 15 I
I
~L/3!IF221 . :
1_ _ _ --.-J. rsp I
, tLI3'E22-ITI}-Li3~C2l--c1 /' - -
J8-Z JB-i' - ....,
RIG>IT N/~C" LL I~
REF. PAGE 80.
NOTE: WIRES Ll39A, L139B & #20 JPR ARE OPTIONAL FOR WING WALKWAY LT.
INSTL. WHEN WALKWAY OPT. IS NOT INSTL. WIRE L139A & #20 JPR WILL
BE REQD. ON THIS OPT. INSTL.
1 AGe5 Fuse
2 8406Kl Switch
3 1309 Lamp
4 1309 Lamp
5 8406Kl Switch
CESSNA AIRCRA FT CO.
WICHITA, KANSAS
I310 I
MODELl REV.
I 0870090
DRAWING NO.
J 86.00
PAGE
STEREO TAPE SYSTEM (OPTIONAL)
EFF. SERIALS
10
I. .- - - - li2'Of22 ~
1 -----~\\£ZZ. - J
12
,
R l30'-l.Z.-.vvv
""'A~. ,~
r / / /.
~("""'-
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,/A.,87,
-1
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L" 'I ""it ...,
L
/'
11
F?ZZZOZ~'5T"
C 5~foS06- viOl r~
..J 1
Item Part Number !Ii omenc lature

2 AGC2 Fuse
3 AGC5 Fuse
5 RC20GF391K Resistor
6 2N3055 Transistor
7 lZM13T5 Diode
8 S1096-1 Switch
9 S- 1695- 2 Switch
10 PR-45- FT Stereo Tape Player
11 C596506-0101 Speaker
12 RV6!1iA4SD252A Transducer
CESSNA AIRCRAFT CO.
WICHITA, KANSAS I 310QI WI 08700'='>0
MODELIREV.I DRAWING NO.
18~Of
PAGE
EFF. SERIALS
REO
iU27A22
cxc-- 10
QZ27822 ~
Qi!22D2i?
sr ... ';,8 7;; I U

:<i!.28A22N
1
K i!.Z9/-\ 22 N
1
v
ITEM PART NUMBER :--;OMEl"CLATURE

2 AGC2 Fuse
3 AGC5 Fuse
6 2~3055 Transistor
7 1 Z :\113 T:'i Dl,xje
8 S-1695-2 Switch
-
.v C596506-0101 Speaker
I
CESSNA AIRCRA FT CO.

WICHITA, KANSAS
I310
MODEL REV.
J I 0870090
DRAWING NO.
I 86.02
PAGE
STEREO TAPE SYSTEM (OPTIONAL)
EFF. SERIALS
10
"ilZ~ZZ
..:.
...-1----
-----R.l~\EZZ.
li2'OE22 ~
- j
~ s:::r:~
12
i L.- I "'i~
. r3\~22....-vv,
12 1~~,OCZ2
II~RI!27CU j 1
IV/V" ~[).j STA IJ2 00
~-.- I
-1 ~ I, fT~~I<' \ I?Z~AZ.2.N
:U:' 11 H.
~J'DZZ I ~
Item Part Number Nomenc lature

2 AGC2 Fuse
3 AGC5 Fuse
6 2N3055 Transistor
7 1ZM13T5 Diode
8 S1096-1 SWitch
9 S-1695-2 Switch
11 C596506-0101 Speaker
12 RV6NMSD252A Transducer
I
CESSNA AIRCRAFT CO. 310q W 0870090 /8(D,Q 3

WICHITA, KANSAS MODEL REV. DRAWING NO. PAG
EFF. SERIALS
7.5",,:10 oJ
R£D
• vVv'V':Ij
RR-45-FT
RZ27A22
(. 7S AMP)
Ri!.. c"A22~
1
R~29.L\ 22N
1~

2 AGC2 Fuse
3 AGC5 Fuse
6 2N3055 Transistor
7 1ZM13T5 Diode
8 S-1695- 2 Switch
Speaker
-
10 C596506-0101
I
CESSNA AIRCRAFT CO. 310Q R 0870090 88.00
LOCATOR BEACON (OPTIONAL)
rJ
\\J
<t'
0"'
...---- ~ ---.-,
In
~
uJ
'1-- - I
.. I (1.1
i \-~
(l)
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I
CESSNA AIRCRAFT CO. J 210 G IA B 081 () 0'10 30.00

'(ALCOI-lOL" WI~JDS.HltLO ANTI-ICf S/~TPl\ (DPT)
EFF. SERIALS
CIRCUIT Bf{fAI'; t~
r"
~IfHJS\l\ Uf) CON N
SWITCH ~~" PI 31
~ 1
(VlF-
gUS
Il3AIn--{[3-" ''''''
CAFiIN A~fA
WING AREA
f UUC["
!?lAC K-Efl
~ COtom ,,<;s 'f
"~:,II-.-....
I.:; , --- PUMf' F"I[TFI.:
,
, ,
, EB
ALCOHOL
2 P JMv
1 112-205-101 Switch Breaker

2 476411 Pump
I
310 SERVIC E MANUAL
WIRING DIAGRAM INDEX
310Q0601 AND ON
TITLE PAGE
Wiring Reference Designators 14-102

I Connectors 14 -1 03
Terminal Boards (Junction Box Connections) 14-105
Starter, Ignition and APU 14-106
Power Distribution 14-107
I Landing Gear 14-108B
Tachometer Generator 14-109
Engine Instruments 14-109
Turn and Bank (LH & RH) 14-109
Outside Air Temperature 14-109
Electric Trim 14-109
Electric Seat (LH & RH) 14-109
Fuel Pumps 14-110
Fuel QJantity System (Capacitance) 14-111
Interior Lighting 14-112
Wing Deice Light (LH & RH) 14-113
Landing Lights (LH & RH) 14-113
Taxi Light 14-113
Rotating Beacon (Upr & Lwr) 14-113
NAV Lights 14-113
Strobe Light System 14-113
Locator Beacon 14-113
Nacelle Courtesy Lights 14-113
Wing Walkway Light 14-113
Cabin Heat 14-114
Cigar Lighters 14-114
Pitot Static Heat 14-114
Stall Warning Horn 14-114
Fuel Vent Heat 14-114
Oil Dilute 14-114
Flap Control 14-115
Prop. Sync 14-115
Prop. Deice 14-115
Wing Deice 14-115
Windshield Anti-Ice 14-115
Flight Hour Recorder 14-115
Speaker 14-116
Phone Jacks 14-116
Mike Jacks 14-116
Boom Mikes and Regulator Filters 14-116
Stereo, Speakers, and Headsets 14-117
Change 6
"I
310Q0601 AND ON
REFERENCE DESIGNATOR CODE:

Reference designators are used in these diagrams to more quickly identify and locate a part
or assembly used in any electrical system. A part is identified by reference number on a
diagram. The reference number called out on the following page identifies by part number,
the description and diagram sheet location.
EXAMPLE -
REF. DESIGNATOR DIA. SHT. NO. PART NO. DESCRIPTION
BB20 6 0820001-1 Battery Bus
NOTE
Part numbers referred to on Wiring Diagrams are for reference only. When
ordering spare or replacement parts, refer to applicable Parts Catalog.
The wiring diagrams contained in this section clearly show the complete wiring
on each item of electrical components listed in the Wiring Diagram Index. The
first portion of wire number indicates the Aircraft System, the center portion
indicates Wire Number, and the last portion indicates Wire Gauge Size. Each
wiring diagram contains part number and nomenclature for each component.
EXAMPLE: C14B22
22
AIRCRAFT WIRE GAUGE
SYSTEM CODE WIRE NUMBER
AND SEGMENT
NOTE
Optional wires (300 and 500 Series) may be determined by

dropping the hundreds digit.
EXAMPLE: E327B18 becomes E27B18

E527C18 becomes E27C18
Change 8
310 SERVICE MANUAL ELECTRICAL SYSTEMS 14-103/14-104
C.",T BK.R P"N~L FU5E...M;E.

S-<T'
•
2
9 Q20"18 3 Q.20S~e
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55 U'CQ:O ':)WfI.?a
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CONNECTOR'5
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310 SERVICE MANUAL ELECTRICAL SVSTEMS 14-105
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310 SERVICE MANUAL ELECTRONICS SYSTEMS 15-1
SECTION 15
ELECTRON ICS SYSTEMS
Table of Contents
Page Page
15-1 Cessna SOO RMI 15-31

GENERAL DESCRIPTION PNI0l Nav System Coupled with C-14
Wiring Code 15-1
Gyro and Cessna 800 RMI 15-32
ELECTRONIC INTERFERENCE Nav-~Matic SOO Basic Wiring Circuit 15-34
Radio Noise 15-2
15-2 Cessna SOO Nav-~Matic with Nav
Alternator Noise Selection and Backcourse SWitching 15-36A
Igni tion Noise 15-2
Flap and Landing Gear Motor Noise 15-2 Cessna SOO Nav-~Matic Autopilot 15-36C
Auxiliary Fuel Pump Noise 15-2 Cessna Nav-~Matic 400 Autopilot 15-37
Lighting Circuit Noise 15-2 Cessna Nav/Omni 400 (100 Channel) 15-40A
ELECTRONIC INTERFERENCE Cessna 400 ADF 15-41
TROUBLESHOOTING GUIDE 15-2A Cessna ADF 400 . 15-42
Alternator Noise 15-2A Cessna Nav/Com 400 15-43
Regulator Noise 15-2A Cessna Glide Slope 400 15-44
E. L. Inverter Noise 15-2A Cessna Transceiver 400 15-45
Electric Trim Motor Noise 15-2A Cessna Transponder 400 15-46
Fuel Boost and Auxiliary Transfer Cessna 400 Series Antenna Interconnect 15-47
Pump Noise 15-2A Radio Cooling Blower (400 Series Radio) 15-4S
Tip Tank Transfer Pump Noise 15-2B Cessna 400A Nav-~Matic Autopilot 15-4SA
Rotating Beacon Noise 15-2B Cessna 400A Nav Select with Backcourse
Strobe Light Noise . 15-2B Switching . 15-4SB
AVIONICS MASTER SWITCHES AND Cessna Nav/Omni 300 15-49
CIRCUIT BREAKER (31OQ0901 AND ON) 15-2B Cessna Nav/Com 300R 15-50
WIRING DIAGRAMS Cessna ADF 300 15-51
Cessna Transceiver SOO 15-3 Cessna Marker Beacon 300 15-52
Cessna Transmitter SOO 15-4 Cessna 300 DME 15-52A
Cessna Transponder SOO 15-5 Cessna Transceiver 300 .. 15-53
Cessna SOO Transponder 15-6A Cessna 300 Series Antenna Interconnect 15-54
Cessna SOO Transponder 15-7 Radio Cooling Blower (300 Series Radio) 15-55
Cessna Nav/Omni SOO (190 Channel) 15-S Audio Interconnect System 15-56
Cessna Com SOO 15-10 Audio System 15-58A
Cessna Nav SOO 15-11 Audio Control Panel 15-58F
Cessna Nav/Omni SOO (560 Channel) 15-12 12310-1144 Ground Adapter IS-59
Cessna Glide Slope SOO 15-14 DGI04B-l Ground Adapter . 15-60
Cessna SOO Glide Slope 15-15 AIM Slaved Directional Gyro System 1~-61
Cessna AUF SOO Rotatable Loop 15-16 T-I0-R Transceiver 15-62
Cessna ADF SOO 15-1S T-22-RA Transceiver 15-62A
Cessna SOO ADF 15-19 ASB-I00 Transceiver 15-63
Cessna SOO Dual ADF 15-20 Audio Code Filter 15-63
Cessna Course Director SOO 15- 21 AVQ-45 Weather Radar 15-65
Cessna DME SOO 15-24 Audio Amplifier System 15-66
Cessna Marker Beacon SOO 15-2S Electronics Continuous Load Chart 15-67
Cessna SOD Marker Beacon 15- 29 Table of Electronic Equipment . 15-6S
Cessna SOO Antenna Interconnects 15-30
GENERAL DESCRIPTION. equipment listed in the wiring diagram index. The

last portion of the section contains tables showing
This section contains wiring diagrams which clearly the electroniC loading of various components on the
show the complete wiring on each item of electronic shelves and rack in the aircraft.
Wiring Code. ~E455-1S~
Aircraft Code~ l ~Individual Wire

Last Three Digits of Engineering Print Number
NOTE
The wiring diagrams in this section pertain to Aircraft 310POOOI thru 310Q0130 and 31OQ0211 thru
31OQ0215 and 310Q0217 thru 31OQ021S.
For wiring diagrams on Aircraft 31OQ0201 and On, except Aircraft 31OQ0211 thru 31OQ0215 and
31OQ0217 thru 31OQ021S, refer to the applicable wiring diagram book furnished with your aircraft.
Change 8
I
15· 2 ELECTRONICS SYSTEMS 310 SERVICE MANUAL
Each wire used in the electronics system is identi- Ignition Noise.

fied by code. This coding provides a convenient way
of identifYing wires when installing new wiring or The sound of ignition noise is eaSily identified be-
servicing existing wires. The wire code is shown cause of its tinung. The 310 has a shielded magneto
on each diagram. Some cabltng is supplted by ven- ignition system. Each secondary lead from the mag-
dors of the electrontcs equipment and do not carry neto to the plug is a shielded wire. LQuble shielded
Cessna Identification. The diagrams covering such wiring is used In the prirr,ary circuit with a special
\ lrlllg may refer to the instruction manuals of such suppressor in series With the switch lead. The sup-
. 'iulpment where a more complete wiring diagram pressor is constructed coaxially with a shielded lead
''''"11' be found. The wiring code used by Cessna on coming out of the end which is connected to the mag-
',I! 310 is shown above. neto cigarette cartridge. The double shielded wire
I £LECTROmCINTERFERENCE
is connected to the terminal end of the filter (the
shield IS grounded). The double shielded wire enters
HadlO NOise the cabin area through connectors in the wing root rib
to prevent noise transfer to the Junction box wiring.
Rldio nOise IS a problem of great importance to the The double shielding IS continued to the inside of the
'>lrcraft industry. A noisy radio system may actually cabin to the magneto switch. The magneto switches
llnperil the safety of the aircraft occupants. The are enclOsed in a shielded case to which the double
performance of .adio navigation equipment can be shield of the wire is grounded. If IgnitIOn nose is
,:. ,mpletely erroneous if radio noise is excessive. prevalent In the radIO system. the entlre magneto
F':T t his reason. radio installations should be made system should be cheCKed for tight connectIOns.
'lIlly by persons who are qualified. Radio noise is espeCially in the root rib connectors and at the switch
;!'Jt generated in a properly operating radio set, but and suppressor. All ground connections in the Circuit
:5 merely presented to the listener in an audible form are critical and any oll or dirt accumulation should be
. {dcll y the same way that a radio station is received. cleaned from the connec tion and the metal should be
~lany forms of noise can exist in any particular air- brightened to provide the best possible ground. Ig-
.: rait and. ironically, sometimes certain aircraft can nition harness should be replaced if the shielding
L'" amazingly quiet. This condition IS unusual and becomes questionable.
even though the aircraft is quiet without noise sup-
pressIOn. it cannot be released without proper sup-
pression. A quiet aircraft without suppression may Flap and Landing Gear !vIotor Noise.
degene rate into a noisy aircraft with changes in age.
temperature, and humidity. Common radio noise is During a landing approach. an unitltered motor In the
~:enerated by ordinary electrical devices in the air- flap or gear CIrcuits can produce a startling volume
, raft such as flap or gear motors. navigation ltght of noise which is very distracting. There IS also the
Lashers and ignition or alternator systems. By pro- possibility of the nOise blanketing a message from the
perly Installing capacitive and inductive devices In tower durmg the approach. It IS pOSSible that suf-
these circuits. the noise can usually be reduced to a ficient noise could be created through these circuits
tolerable level. A more difficult type of noise to sup- to blanket an ILS signal. creating a hazardous situa-
press. is that generated by friction between two com- tIOn. For these reasons. the circults have a filter
ponents or by rectification. Another difficult problem section bullt into the motor. The filter should be
IS nOise that is carried to sensitive areas by ground- very effective If the Untt is properly grounded. I1
lIlg loops. The following paragraphs contain solu- noise becomes excessive With ~ood grounding. a
twns that have been effective for the factory. It IS motor overhaul or replacement may be necessary.
Irr.portant to remember that each aircraft may
present a shghLy different problerr. and, therefore. a
'fl.x" on one aircraft will not necessarily be effective Auxiliary Fuel Pump NOise.
In all cases.
Coaxial type capaCitors produce effective results.
when installed on the base of the fuel boost pumps.
Alternator NOise. Because of the locatIOn of the fuel pump and capaci-
tors. the connectIOns must be kept tight to aVOid any
While the alternators are relatively free from radio pOSSible arcing. When proper filtenng and ground-
nOise. there is the possibility the alternators will ing do not produce the deSired Hltering results.
produce an audible noise in the radio and electronic a new pump should be tried.
svstelllS. Inside the alternator a three phase AC
vO!:lge is applied to a full wave rectifier assembly, Lighting CirCUit Noise.
thus converting the AC voltage to lX. During the
rectification. an AC ripple appears on top of the DC All Hghting components on the 310 have mternal fil-
mltage. thus the bus voltage is actually fluctuating. ters and usually do not require external capacity.
\Vhlle the battery acts as a capacitance. It IS also The light wIring. however. because of itS route to
IIPcessary to have additIOnal liiterlng. ThiS IS ac- the extremities of the aircraft can. m unusual cases.
<olllpltshed by the use of a capacitf)r from the output conduct nOise to vital areas. The Hght wires and
tl:rnllnal to ground at the alternator. The use oi electrical wiring bundles should be routed away frorr,
SOLid ;,late regulators reduces the posslbtlltj' oi reg- the antenna and loop antenna cables to prevent pickmg
.Jl~ltor nOise to a minimum and will not require filter- up noise m the radIO systems. Shielding should be
lll~. properly groui,ded.
310 SERVICE MANUAL ELECTRONICS SYSTEMS 15-2 A
ELECTRONIC INTERFERENCE TROUBLESHOOTING output terminals of the inverter. If the noise cannot
GUIDE. be eliminated it should be determined whether the
The following general troubleshooting information is noise is due to one of the following:
presented as a guide to determine the system or sys-
tems producing the interference. a. Radiation from AC wiring, requiring shielding.
b. Noise conducted to the power bus by the DC in-
a. Pinpoint the particular system causing the noise put, requiring filtering.
by the process of elimination. c. Radiation from DC power leads requiring shield-
b. Once the system causing a particular noise is ing.
isolated. investigate the particular system or sys- d. Radiation from inverter. necessitating replace-
tems to determine which component or components ment of inverter.
are causing the noise. by observing which compo- e. If the aircr aft has an AD F installed the following
nents are actually operating when the noise occurs. guidelines may be used to locate E. L. inverter noise:
c. Check the component for proper operation or 1. Tune ADF to a low frequency band.
damage. 2. Place all panel light controls in the lowest
d. Check wiring connections and wiring coming in position.
contact with moving parts. 3. Turn each panel control fully on one at a time
e. Check wire routing for proper separation. and listen for a high pitched buzzing sound Similar
f. Check wire shielding where applicable. to an electric drill motor.
g. Check all system grounds. 4. After isolation of the noisy control. check
panels on that control for operation.
5. If the inverter has a capacitor across its output
Alternator Noise terminals. check the capacitor for damage or sub-
stitute a capacitor known to be good.
If alternator noise is experienced and it is deter-
mined it is coming from the output of the alternator.
the following troubleshooting should be accomplished Electric Trim Motor Noise
before attempting additional fi ltering.
In the event of noise difficulties caused by the trim
a. Check attenuator output bypass filter for broken system motors the following should be checked to in-
leads or inadequate ground. sure standard noise suppression equipment is pro-
b. Check the lead attaching to alternator power (+) perly installed.
terminal is as short as possible or approximately 1
to 2 inches long. a. Check that motor frame and actuator assembly
c. Check alternator ground wire for any damage or are properly grounded.
improper contact or corrosion between terminal and b. Check capacitors inside of motor for broken
grounding point. leads or damage.
d. Check alternator brushes for damage that could c. Check to make sure shielded wires are properly
be arcing. grounded at the actuator assembly and that the
e. Check alternator brush tension for proper seat- shields are not shorted in other areas to structure
ing. which could create noise loops.
d. If the filters are good and noise is not totally
Regulator Noise eliminated the following procedures should be at-
tempted to eliminate the noise.
If regulator noise is present and traced to the regu- 1. Change Cl to . 05 microfarad.
lator and its associated control leads. the following 2. Add a 1. 0 microfarad feed-thru capacitor with
checks should be made before attempting to add addi- shie lded lead to (+) lead of the side producing the
tional filtering. noise. Attach the housing or capacitance ground to
the actuator housing assembly.
a. Check regulator adjustment for proper setting 3. Make sure shielding wire and motor frame are
(27.25 to 27.75 volts). making good ground.
b. Check regulator noise filter for damage. loose 4. If the motor is noisy in both directions of rota-
wires. broken leads. or improper connections. tion add a 1. 0 microfarad feed-thru capacitor to both
c. Check shield wire on regulator to alternator leads and insure that shie ld and hOUSing or capacitor
field wires for proper termination (single point ground are attached to the actuator housing assembly.
ground). shield damage. check for adequate cover- 5. The addition of larger capaCitors. inductors or
age at termination ends. RF chokes is not recommended; experience has
d. Cht.'ck alternator for brush arcing. proven no significant change in additional filtering.
E. L. Inverter ;-';oise Fuel Boost and Auxiliary Transfer Pump Noise.
In most cases noise produced by the E. L. inverters U boost pump noise is experienced in the audio sys-
could be due to the light capacitive load on inverter. tem, check for following:
When this problem occurs. it can be eliminated by a. Insure that wiring is properly shielded.
the addition of . 01 to .05 ufd 200 WV capacitor to the
I
15-21 eLeCTRONICS SYSTI!MS 310 SERVICE MANUAL
b. Insure shields are properly grounded. system from radiation or in-line interference, the
c. Check loose wiring connections for looseness following should be checked:
and breaks. a. Make sure all power supply units are grounded
properly to the airframe.
b. Insure the Shielded wires and twisted pairs from
NOTE the tail light are grounded.
If the cause of the noise cannot be eliminated,

a .47 microfarad 50 WV feed-thru capacitor NOTE
should be installed in the power (AX) lead as
close to the pump as possible and insure the Grounds must be terminated at the power
case of the capacitor is properly grounded to supply.
the airframe.
c. Insure tail Nav light is adequately grounded.
Tip Tank Transfer Pump Noise.

NOTE
If the tip tank transfer pump is causing noise in the
audio system, check the following: If it is determined the noise is being radiated
a. Check capacitor case ground. from the tail light, flash tube, the interference
b. Check capacitor for damage, open circuit, short can be minimized by installing a strip of
circuit, loose wiring and damaged shielding. aluminum metalized tape on top of the existing
c. Substitute a capacitor of the same value known to white stripe painted on the glass and insuring
be good in place of the original capacitor. the aluminum strip is grounded to the metal
case of the light assembly.
Rotating Beacon Noise. AVIONICS MASTER SWITCHES AND CIRCUIT

BREAKER. (31OQ0901 and On. )
If the rotating beacons are causing noise in the audio
system, the following should be Checked: Two avionics master switches are provided with
a. Filter for proper ground. factory-installed avionics. Power is supplied from
b. Lamp circuit for loose connections and wiring. the battery, through a circuit breaker, located in the
c. Bulb for loose socket. left wing outboard of the engine nacelle, to the
d. Internal filter for damage. AVIONICS MASTER switch breaker, located on the
e. External light for proper ground to frame or upper forward section of the side panel and on to
structure of aircraft. avionics bus. The ALTERNATE AVIONICS power
switch breaker, located on the lower section of the
side panel, provides backup power in the event the
Strobe Light Noise. circuit breaker, switch breaker or their associated
wiring and battery circuits become inoperative.
If the strobe lights are causing noise in the audio
Access to tte avionics circuit breaker is gained by
removing access plate (66), figure 1-3.
Change 6
310 SERVICE MANUAL 15-3
19300-1028
TRANSCEIVER
...---.....,
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I
15-4 ELECT"ONICS SYSTEMS 310 SERVICE MANUAL
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f A3 0--- 29
'-
TO AUDIO CIRCUIT{=
__ 36
~~
Flight Instrument and Radio
~27 Light Terminal Block
NOTE: WIRE NUMBERS PREFIXED BY E680
Fil~urc 15-2. Cessna Transmitter 800

rz Ie
Fl. 9
PI· 10
P/-/~
PI-7
! I""'~-;=;P~
'I I 'It;,
~----' '--C,RCL vLrLJ ~r c:::::;{ ~ T,"'" '\',,,
L--------r~
310PCCCl TO 310P0015
TURBO-SYSTEM 310POOOl TO 310PO015
NOTE: WillE NUMBERS PREFIXED BY E1206
Fiburp 15-3. Cessna Transponder 800 (Sheet 1 of 2)

15-6 I!LI!CTAONICS 8Y8TI!M8 310 SERVICE MANUAL
r-NO .29290-':: CC "::INT
---------------1
/fR.,-,'lANSM/rr[" i - PI
;r- C5B
1 32748
~p::-~)
z. -=--~\F'5-1t..r.
J f-------Q:2::) F ~"Z .:
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6~;J5.:::.'4-
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: 9 P3-9
I,: P3-IO
)P.:?--23
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I
1
'.
'5
16
,;.<
P5-IS
e3- A
CONTROL l,;."J1T
C-lo5C
j, I ; .. r 5 u..J' 7r,H
.1101'0001 T0110rOOlS
T!IfIIlO-SYSTI':M 1101'0001 TO 310POOlS
FI(~u[,(' IS-:L CI'ssna Tran~[l()nder ROO (Sheet 2 of 2)

310 SERVICE MANUAL ELECT,.ON'CS SVSTEMS 15-61/15-6B
'58 .. 2, CON.N «IT

~RT-ic-~
(CAfMP lypt CO"',. )
~
3"I;Uo-oo~8 .s"~6.
~ r-
Ml IN LV AllAY II1--------<~~.D-----------------i?2 't Rh.""
10£1'-.11 ( II jIoE""
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2Q17~ C~ECTO"
GAO 1 t-------<=.~>----------------_1 i' (,1110
;
SlNS S\J ~ I------<~::-;J------------ .tl 'lo'flS SW
.. 34"1 DC $OvRC(' ~ f-------<G0----------------...j9
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T
A4 ~! ;;0 •
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:
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:1 C'A Ir. JPN:'~
L. ~~6C7~'- e8~;p:r~L.)
II
J
SUFPAES SION
AIRCRAFT 310P0001 TO 310P0200

Figure 15-3A. Cessna 800 Transponder

310 SERVICE MANUAL I!LECTftONtC8.v.TE.... 15-7
XI=WDP RNT
J~"c>~~
.:r64c~ -cx:Jee ":011\1 ~/7
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,
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REPLY MON L 5"''''' Ae4 S''''EPL'f''''''''
SEL~T'E5T rvc>oE,J:\ F SXI4~A24
C..RO T r - - - - S .. ,<4~20
r
L~ "TEST MODE C R'----SXlo44CA2.4
28776 CONN
.3<>v = 9:)u<>CE -"-t----SX/48Aee ------------=-18. '-4" I ca::E" ~E
Al .z. 5)(12'9~24 ------------1 FO' .AI T
:
1
T A2
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81
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-4
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p I
u Co2
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.-C 59 24 'O'W'J \ J
I ~ 1_ ~ SuF'PRES5ION
II'Q<I\IRIZ"":; rlCY 11'1
L __ ~
030-a:>40-1 CONN
AIRCRAFT 310P0200 AND ON NOTE: WIRE NUMBERS PREFIXED BY 9708012
Figure 15-4. Cessna 800 Transponder

15-8 I!LI!CTAONICS SYSTI!MS 310 SERVICE MANUAL
NO.1 NAV/OMNI SYSTEM

OMNITENNA
!I
10
B
"
B
C
7 D
RECEIVER
21440-0028 60 " E
JUMPER
CONVERTER Ie
22900-0028 NOTE: WffiES PREFIXED BY E707
14
UNLESS OTHERWISE NOTED
J -105 1(,
A
8
,...
v
18 ,,------ 25 - ( ) 5
19
C .... • .. ·20··
o 80
AI 70
/I
18
Z3
""
LL
DD
24
J-304 E 22 JJ
ORI?7r:JI-r ('H..F) kK
F 23 t'll~ 'O!.ZZ{~~.,..) AI>.
G oII<l701.'C) ('lFF) Z
0811101 ,e.(R.E~) y
24 "'ZIOI-,7<.....J.E:J) X
96 cttJ.:701 -I:' ,r-rr) W
25 ~P.I'701·,r(,... t.) V
J-305 26 :,'l'bl.14 :1,,(,..") U
Oe,Z7ol· IJ(AE./) L
O.'Z7.:J1·/Z(~ .. ~) Ir:'
27.. 00.11'01- 1I (" & f) .J
28 • O\!lI\')OI-.O:taCJ:)_ H
29
30··
31 CONTROL
J-306 32 27690-1528
82 ----------, I
83 - ---------, '--- --- - - 82 --
I .··•· .. ···33A···· A
F 70 \.._---- - -83 ......
G · .... ····34A· ..
H 6 E705-32A
7 E705-32B
8 E705-33A
K 9 E705-33B
J-302 l 10 · .. ·· .. ·20 .....
M 11 22
21420-0028 ~ ....... 34A ..·.
N 12
13 GUDE SLOPE 34B •
14 35A 30610-1000
15 35B INDICATOR
16 32
17 31
TO FUGHT INST 29
3 6 - ' &RADIOUGHTS · .. · ..... 38 ..... K
........ 28 .... l
TERM. BLOCK
NETWORK LOADING BOX ....... 38· ..
81---... TO AUDIO ........ 37 .. ::
····33k··. CIRCUIT •· ...... ·30 ...... N
33 26~ ........ ·37 .... .
96 ·· .. · .. ··27 ... ..
Figure 15-5. Cessna Nav/Omni 800 (190 Channel) (Sheet 1 of 2)

•
310 SERVICE MANUAL ELECTRONICS SYSTEMS 15-&
NO. 2 NAV IOMNI SYSTEM

RECEIVER 18
21440-0028 19
CONYERTER
22900-0028 5
7
' - _.. TO NO. 1 OMNI

17
E 6 8 0 - 5 5 r TO 26460-0028 XMTR 16
14
JI05 34
E680-56 13
E680-54 34
35
15
35
3 6
4 30610
12
5 INDICATOR
6
J304 7
8
9
r--
24 A
B
J305 22- c
~
AUDIO SWITCH
~
21 0
o
-20 E
12 ?I
T
13 • :13
(I
----;( 00
14 I
15 1......_ _ _ _ "f 1? -.31 "
J306 1:.[
16
-4- X
'-' FF
17
18 -3 HH
19 .----3CJ - -39 cc
-2t.. (1
27 IV
42 -2f? P
20
-29 R
FLIG HT INSTRUMENT AND RADIO -30 5
21 PANEL TERMINAL BLOCK
22 -9 J.)
23 -25 LL.
J302 24 2- 88
25
26 33 -:1. '--
27690-1528
27 CONTROL
28
29
30
31
NOTE: WIRE NUMBERS PREf'IXED BY E714.

11""1.
-=
10---<> 3 AI
THIS CIHCUIT FOR TAILCONE INSTALLATION.
Figure 15-5. Cessna Nav/Omni 800 (190 Channel) (Sheet 2 of 2)

15-10 ELECTRONICS SYSTI!MS 310 SERVICE MANUAL
• J7$''''1. ~DOO. CONN It,'
I OCS VlHZ'S
~
."
~
• _.. \
A
•
OZSMllld
TE<}T KEY (JuT
AIJOiO(OUT.
F
e
7
.
•
F
8
C
_~~o_-OOOO
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TE'")T
ACUUo."
,(&'1 ."
WA..,,,"')
Tf So T .uo.o(",d
I
"'''"''~'~I
.Oe5 MHZ.~
• 'b'" oz..;,."tA G
,
171f(DUT)
•• , .I'Il A
".,.,.,D "VllN L"

I
:;~~~~ •
0
'''''( M DD TIS" (DuTi
• MoD TESTON K
·
E , .'" 8
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L "EYEO In-(OUT)
.$y""TH .... r
1·'V.~iI': H
J
~
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H
J
, M.ID
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y $VNTH IDv(OUT)
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V
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• • L
M
I .... & f
I MM! 0 AfT ,oOlT
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V
otr 'OMT
'VSTI'MI'........
c
·
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'M~ZCi P ,.'1. S ~o (.... 01D) I . . 0 (&VO'O)
1·':MHlA
I rMHze
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~
S
T
•
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•
S
T
,OMNI ,.
10'11" B
10 MHZ: e
P~oNE{o,n
.,
A 1'\IG }lUOIO
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51'1Ul(Dur)
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4.~ .-(,. ....

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T •• "" ..
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J
o
310P0015 AND ON., ..... '.'

TURBO-SYSTEM 3fOP0015 AND'ON
Figure 15-6. Cessna Com 800

------
310P0015 AND ON
Figure 15-7. Cessna Nav 800

15-12 ELECTRONICS SYSTEMS 310 SERVICE MANUAL
_ , _ _ _ _ POWER RELAY
I,~~
j LOCATED IN
RECEIVER MTG.
I
26410 RECEIVER
i~':'lOl
[[::J-/-
R
__ -"-~4-
•• ------=" ~
I 1 ~ .g, , , . .7
...
.. "
11
-10
11
14
75 w,
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18
~:
T;
80 ", '
H-
81
1:"1..1' . . . . .TIII: " ....p'o P'to..IL
II I
,"1- 58 - - '
U,"",T '7"11[" • ...,SLOCII(
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ST 10tlc: "jow ..... 0'0
I.»ZO (;.ON..,
'1- 83 I I
'1-6Z~ ,
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1~~84 ',--- ~==~•
85
86
88
81 l
.
89 <
I
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91
1 ~118-
,-.
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92 ,-. 0
65 -""'~ -' ~
r '-
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7900 CONVERTER
CON .....
1~:Jo~ So
60
1
30610/-
INDICATOR
~ __ 80
27818-0050 Connector ' \
~81 A
>--69 B
t--74 D
>--66 E
_78 J
_82 K
_16
_73
_71 I-=""
_68
t---80--,u'ul
t--77
~99
-75
_72---. ."
NOTE: WIRE NUMBERS PREFIXED BY El06l _70
'r-- 79 _--.J':=.
NOTE:
WIRING SHOWN IS FOR SINGLE INDICATOR 32460-1728
FOR DUAL INDICATORS DELETE WIRE NO. 95 AND NO. 93 CONTROL
FOR THREE INDICATORS DELETE WIRE NO. 93, 94, AND 95
310POOOl TO 3l0P0015
TURBO-SYSTEM 310POOOl TO 310PO015 NO.1 NAV/OMNI SYSTEM
J
Figure 15-8. Cessna Nav/Omni 800 (560 Channel) (Sheet I of 2)
310 SERVICE MANUAL !L!CTRONIC8 8¥8T!M8 15-13
NOTE:
WIRE NUMBERS PREFIXED BY E1061 f~
~ ~_ ,or .~ •• ~~.
-. .. "."1. .... o:. ... c ......... 0:.
_. '_M.~--:=L/O<;·
r "o~ ;' . . ____ w I.
POWER RELAY
LOCATED IN
26410 RECIEVER J 'r-..: RECEIVER MTG.
~ .~44. coo..., ..... .,~

n!'1'1
. : . Uil" (,.11.'
a0
......
/
·. ~i
0
I 2. ~ I
. 21
n
.. 0
..-,.
29
'0
1I ~
~,
~
'2
,-33
,.
34
3l
~
,-,
·
", ,. n
.
LT.
·f'--.
N 3t U-.l:
20
~
eo
- 21 /
/
~H
I
I Iii~~ ~'."._.Q IE. ....... - -
'r--~ I
q- ! ,
27020-1528 CONTROL
I
"I.......T T, ...........
~ Til''' ""
f ".0,0 po .....
... OC ..
,
o_U--.J1
,0."
~~gJJ ~'~"
" .......... 0 ' 0
.. -:-::- 25-: r--'-- I
.".. i
16 ,
'. 42-
., ,
", 44
•0
U
47
24
.
48
23
!II
!
~ !
49
22
27900 CONVERTER
Cessna Nav/Omni 800 No.2
~'J1.'AN"'''1.
I HI. UCUVfI ~/0616ZCA!UAliY
'"
R/Ofl_'l(O(JPUI \---40 A
1(('5914 1--28 B
~33
i- -D~:~ ~20
rr'r
1'1(1(,
I ll" " " : ,m. A •• ~37 I
: '" ~3~
t - - S4 K
N
L~ U, jUfl-QO~4
> - - 32 T
_3.
~30 X
NAY ANT S"YS 800,400 CON REf. ....--2;
t - - 39
NOTE:
WIRING SHOWN IS FOR SINGLE INDICATOR r-.-26
FOR DUAL INDICATORS DELETE WIRE NO. 50 AND 52 -34
\---Jl
FOR THREE INDICATORS DELETE WIRE NO. 50. 51. AND 52 s---- 29
r--J8
310P0001 TO 310P0015
TURBO-SYSTEM 310P0001 TO 310P0015
27818-0050 Connector 32460-1728
CONTROL
NO. 2 NA VIOMNI SYST EM
Figure 15-8. Cessna Nav, Omni 800 (560 Channel) (Sheet 2 of 2)

15-14 !L!CTRONIC88V8T!MS 310 SERVICE MANUAL
NE1WORK LOADING BOX
USE WITH DUAL

INDICATOR INSTALLATION
E701-8
E701·8A
¥~-~
I
E701-9
E701·9A
E701-20 2 6 I E701-21
21420-0028 ............
E701-20A~ ~E701-2IA
1 0 0 I
Receiver E701-8 1 4 • I
E701-9 1
L_0 _ _ _ _ _ _0_ J1
E701-10
E701-11
E701-12 CONTROL UNIT
E701-13
E701-14
E701-15
GLIDE SLOPE E701-16
ANT. E701-17 z
E701-18
E701-19
y
l
E701-20 L"-"-r-----, X 27690-1528
E701-21 W
E701-22 Control
"u
L
E701-5 K
J
H
A E701-6
• E701-7
C COURSE INO METER
~-"II!"""-----"""'--~ E701-8A
E701-6 E701-88 C
..6.. E701-9A 0
E701-98
COUPLED WITH NAV/OMNI 800 (190 CHANNEL) E701-20A '"30610
NE 1WORK LOADING BOX E701-208 Indicator
r--------, E701-21A H
~
1 5 E701-218
~
F
E701·8 E701-9 COURSE INO METER
E701-8A I E701-9A
2 6
~
E701-20 E701-21
E701-88
E701-20A E701-21A E701-98
1 1 0 0
30610
1 4 • 1
•1________
0 0 J1 E701-208 Indicator
E701-218 H
USE WITH SINGLE INmCATOR

INSTALLATION "-0 G.L..i DE: '3l0PE ,- 21420-0028
~'N rt~ r J r J t-. )--@---< J..- / Receiver
-
r:- ' ''1 f-y-
~ ,'!- fa
)7-.r--
P,7
rh-
~
J. ---f
~~ -- ~
~
'To
tT
"'-;;-
1.
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+
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44
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~ r-(7~ ~
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rfr=~
:
. - J;:
I
- 26410 ''c
- ~~,,~
It, r
Receiver I 4 -'- 32460-1728
-- - CONTROL
NOT E:
WIRE NUMBERS PRE FIXED BY E701 , • ,( ~ ..I. -" ~
)-- 27020-1528
310[>0001 TO 310POOl~ ) Control
TlJfn10-SY~Tf-:M 310POOOl TO:JIOPOOl~
COLI PLED WITH NAV /OMNI 800 (560 CHANNEL)
310 SERVICE MANUAL ELECTftONIC8 8YSTEM8 15-15
(1'?16
I
i
/_.
.. 3
-', -'-i
-.:....-- ;;;'1'" OWN
,....:..(_ _ _ _ _ _, .•- ..,!4!:...i- . - - - - L .. V~
.-+2-------.--e;ti;'j.~~~
. .t -;; ~ ...:..! + ~,
.• LM(~
AI.2
~ I
.-1' JJ7
.~ ~,,;,"' I· "I Tt,. '..
13'" CD",,,,_Tit.
'--c;:::J--i::........--!E "OR I L 0' ;$11 (AlA ,,---,)
s ,370·2 SPLlCE-'/ ,
111/,4112 DIOO£.-I
3l0P0015 AND ON .....

Figure 15-10. Cessna 800 Glide Slope

15-16 I!L.ECTRONICS SYSTEMS 310 SERVICE MANUAL
SWITCH WIRES IN PINS F AND G IN POWER

UNIT AND WIRES IN PINS L AND M IN CONTROL
UNIT FOR BELLY INSTALLATION
-~ : .~~ ~~(= :
19 c.
4'1 D
37 E
E580-34 43 I="
E580-16 4~ J.I
~8--~
c E580-32 _ 46 ______ ..J
- 26 - -- ___ I(
0 E580-35
,3At.
35 M
24630-0028 E E580-36 30 - - - - - i ......
Dynaverter F E580-27
G E580-28 26891-1528 48 P
H E580-37 Control
2+ R
44
E580-33
E580-17
K E580-18 E580-33
L E580-48 i!3
56
21 26904-0500
22 Control
SENSE ANTENNA
~AUDIO SWITCH
E580-25
20480-0028
-
0
FLIGHT INST &RADIO

L
Receiver E580-16 LIGHT TERMINAL BLOCK
A
8 E580-17
c E580-18
0 E580-19 E580-47
1"1- 27310
E580-20 v E580-39
E580-21 E580-42 -::- Indicator
F E580-38
G €580-22 ~ E580-44
H E580-23 I --
E580 -24 I E580-41
I
E580-36 I
E580-25 I
K E580-26 vr'\ I
L E580-49 I E580-38
M E580-27 I E580-39
E580-28 1"1-
~
N E580-40
0 E580-29 v 18000
E580-40
P I Loop
I
0 E580-30
I
R E580-40
s J
E580-31
ADF NUMBER 1 WITH 26891

AND 26904 CONTROL
Figure 15-11. Cessna ADF 800 Rotatable Loop (Sheet 1 of 2)

1
I
r
20480-0028
Receiver
SWITCH WffiES IN PINS F AND G IN POWER
UNIT AND WffiES IN PINS L AND M IN CONTROL
UNIT FOR BELLY INSTALLATION
r-
SENSE ~ 22 --=-"~":-I
- -- -
A
ANT. r I
1/ -'=-";""';;;'-=;---1 B
26891-1528 1
Control
r-- 10 c
r--19 D
AI
( r--/~ E
~-E582-7 .... ~~ - -__"""1- F
• -E582-8 .... r--.32 H
f- ~2 _
~-E582-9 ....
~ -E582-l0 .... ~E582-27-O •
A r--52 - FIB - -
r-- 33 .J
K
8 r---/4 - "-.29 _
~ E582-11 .... · c r---40 - I . , .•
~ E582-l2 .... o !--12 - r23 N

E -13 - r.J1 p
~ E582-13 ....
~ E582-14 .... I----' r--.3 0 R
~ ~gB~:I~ . . '-
1- ~~&;it~
~ E5Sf:i9::: 26904-0500
~ E582-20.... E582-26, Control
~ E582-21.... .A
,
~ ~E582-22 ....
r-E582-33--.
~ .. E582-23 ....
~E582-40""
~ E582-24 ...
~ E582-25 ....
rE582-25 ,...
7
A- AUDIO SWITCH
~582-42 - ~ 27470
~ Indicator
~~---;.-----.J
~
r o
E582-17"
E582_32 .... rE582-38/~

I--E582-37-~
I--E582-36- ~
I--E582-39~ rc;
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Figure 15-22. Nav-O-Matic 800 Basic Wiring Circuit (Sheet 2 of 3)

15-36' I!LECTRONICS SYSTI!MS 310 SERVICE MANUAL
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NOTE
SOLENOID
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ALL RELAYS ARE SHOWN DE.ENERGIZED
BASIC AUTOPILOT N
RIGHT WING
Figure 15-22 .. Nav-O-Matic 800 Basic Wiring Circuit (Sheet 3 of 3)

310 SERVICE MANUAL ELECT"ONICS SYSTEMS 15-36A
.. ,' VQR LOC

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15-368 ELECTftONIC8 8VSTEM8 310 SERVICE MAN UAL
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15-44 I!LI!CTptONICS SVSTI!MS 310 SERVICE MANUAL
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Figure 15-28. Cessna Glide Slope 400

310 SERVICE MANUAL eLeCTRONIC88Y8TeM8 15-45
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Figure 15-29. Cessna Transceiver 400

15-46 ~L~CT"ONIC • • V.T~M. 310 SERVICE MANUA L
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310 SERVICE MANUAL eLeCTRONICS SVSTeMS 15-47
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15-48 ~L~CTPtONlce eYeT~Me 310 SERVICE MANUAL
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310 SERVICE MANUAL ELECTRONICS SVSTEMS15-48A
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Figure 15-32A. Cessna 400A Nav-O-Matic Autopilot

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Figure 15-32B. Cessna 400A Nav Select with Backcourse Switching

310 SERVICE MANUAL I!LI!CT"ONICS SVSTEMS 15-49
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Figure 15-33. Cessna Nav/Omni 300

15 -50 !L!CT"ONIC88VST!MS 310 SERVICE MANUAL
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Figure 15-34. Cessna Nav/Com 300R

310 SERVICE MANUAL ~L~CT"ONIC8 SYST~MS 15-51
32680-0001
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15-52 ~L~CT"ONlce eveT~Me 310 SERVICE MANUAL
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figure 15-36. Cessna Marker Beacon 300

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Figure 15-36A. Cessna 300 DME

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310 SERVICE MANUAL
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Figure 15-37. Cessna Transceiver 300

15-54 ~L~CT"ONIC • • V.T~M. 310 SERVICE MANUAL
VHF Antenna
Omni Antenna
OM .... ' - "E.N"'~I Vt-'F At4TENNA
tc:.<"-'S9-2.~ PLUu
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Receiver Transmitter
NOTE: WIRE NUMBER PREFIXED BY E1l85.
Figure 15-38. Cessna 300 Series Antenna Interconnect

310 SERVICE MANUAL ELECT.. ONIC8 SYSTEMS 15-55
E077-9 ----0-- E077-10

Filter
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lower
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~ ______________________ ~rl~ -J
Cessna 300 ADF(No. 2)
NOTE: WffiE NUMBERS PREFIXED BY EI077.
Figure 15-39. Radio Cooling B10wer (300 Series Radio)

15 - 5& I!LI!CT"ONICS SVSTI!MS 310 SERVICE MANUAL
C.OnM
300 SERIES AUDIO SYSTEM BAN --------+......
( 2 TRANSMITTERS )
O"N N~Y I
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Figure 15-40. Audio Interconnect System (Sheet 1 of 3)

310 SERVICE MANUAL
300 SERIES AUDIO SYSTEM .. NOTE: WIRE NUMBERS PREFIXED BY E1232
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310 SERVICE MANUAL
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NOTE: WIRES E680-34, -35 AND -36 FROM 26460-0028 TRANSMITTER.
WIRES E715-51, -52 AND -54 FROM 19300-1028 TRANSCIEVER.
Figure 15-40. Audio Interconnect System (Sheet 3 of 3)

310 SERVICE MANUAL ~L~CTRONIC8 aYaT~M8 15-58A
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Figure 15-40A. Audio System (Sheet 1 of 5)

15-588 I!LI!CT"ONIC88Y8TI!M8 310 SERVICE MANUAL
If,.
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310 SERVICE MANUAL I!UeT~Nlee eVen... e 15-58 C
2.D oz.,.· '_N &OOZ77-Z. CON~

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15-58 D ELECT"ONICS SYSTEM8 310 SERVICE MANUAL
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310 SERVICE MANUAL ~L~CT"ONIC8 8Y8T~M8 15-5SE
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15-58F ELECTRONICS SYSTEMS 310 SERVICE MANUAL
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Change 8
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15-&0 I!LI!CTAONICS SVSTI!MS 310 SERVICE MANUAL
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Figure 15-42. DGI04B-l Ground Adapter

310 SERVICE MANUAL ~L~CT"'ONIC8 8Y8T~M8 15-61
,L.., FUSE HOLDER A. L M. SLAVED

o o--E097-87A~E097-87-__ DIRECTIONAL GYRO
E097-71 CABLE ASSEMBLY
E097-83
1l.
E097 -88 E097 -89
FLUX DETECTOR
TO CESSNA NAV-O-MATIC 800 AUTOPILOT
Figure 15-43. AIM Slaved Diredional Gyro Sysh.'1ll

15-62 ~L~CT"ONlce eYeT~Me 310 SERVICE MANUAL
P3
T. ,0 q ,,, ... ,,,,,q

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T~Q .... fC" .",4..It
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Note:
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Figure 15-44. T·IO-R Transceiver

310 SERVICE MANUAL ELECTRONICS SYSTEMS 15-62A/15-628
NOTE: WIRE NUMBERS PREFIXED BY E 1148.

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310 SERVICE MANUAL ~I.~CT"ONICS 8VST~M8 15-63
1'\.15"C""~1
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Figure lS-4SA. ASB-100 Transceiver

15-64 ELECT,.ONICS SVSTEMS 310 SERVICE MANUAL
SPEAKER--------~
_--S341-2
wmE TERMINAL
12310-1185-61
12310-1172-70
OR 12310-1172-10
)-...l...+3--O0--- WHITE
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OR 0870090RZ 1 .....- - - - NO. 360
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WIRE CODE FILTER
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AUDIO DISCONNECT "
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CONNECTOR L----------T/~~ .o~, \
I
I
42974-2LP------.J
SOCKET CONTACTS
"',- - - - - \ ' - - - MST105D
42975-2L
PIN CONTACTS SWITCH
Figure 15-46. Audio Code Filter

310 SERVICE MANUAL I!LI!CT"ONlce evenMe 15-65
OPA..- 32 33 5 CO .... "" ec.T0 R

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Figure 15-47. AVQ-45 Weather Radar

15-66 ELECTf'ONICS SYSTEMS 310 SERVICE MANUAL
r--E1199-5- A A
B B >-
...l
~()--EI199-5- '--E1199-6 -
C
D
C
D
!:O
::E
w
rn
rn
E E <
E1199-6
F
H
F
H
-
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w
c..
:l
~
1-
J J
::E
K K <
KA-25C AUDIO AMPLIFIER
Figure 15-48. Audio Amplifier System

Amp. Reqd.
Cessna Transceiver SOO 4.5

Cessna Transmitter SOO 0.9
Cessna Transponder SOO 0.25
DV -20B Dynaverter 2.7
Cessna SOO Transponder 1.5
Cessna Nav/Omni SOO (190 Channel) 2. 5
Cessna Com SOO 1.5
Cessna Nav SOO o. 075
Cessna Nav/Omni SOO (560 Channel) 1. 96
Cessna Glide Slope SOO 1.7
Cessna SOO Glide Slope/SOO Marker Beacon O. 15
Cessna ADF SOO 2.8
Cessna SOO ADF 2.S
Cessna Course Director SOO 0.5
Cessna DME SOO 2.75
Cessna Marker Beacon SOO 0.4
Cessna 800 RMI . 2. 5
Cessna Nav-O-Matic 800 0.4
Cessna 800 Nav-O-Matic o. 4
Cessna RMI 800 . 3. 0
Cessna Nav/Com 400 1.5
Cessna Glide Slope 400 0.45
Cessna Transceiver 400 1.0
Cessna Transponder 400 1.5
Cessna Nav-O-Matic 400 1.2
Cessna 400A Nav-O-Matic 1.2
Cessna ADF 400 1.5
Cessna Nav/Omni 300 3. 0
Cessna Nav /C om 300R 3. 0
Cessna ADF 300 l.1
Cessna Marker Beacon 300 O. 015
Cessna Transceiver 300 2.1
AIM Slaved Directional Gyro 0.08
T-10-R Transceiver 2.0
T-22-RA Transceiver 3.0
AVQ-45 Weather Radar 5.0
ASB-I00A Transceiver 2. 5
Figure 15-49. Electronics Continuous Load Chart

15-68 ~L~CT"ONICS SYST~MS 310 SERVICE MANUAL
FOR SHELF ASSEMBLY

PART NO. 0813300-59
~-------------------------,-------LBL5.0
I---------.L,--LBL
STA -13.6
18.7
STA -0.0
EQUIPMENT COMPONENT WEIGHT REMARKS
Cessna Nav/Omni 800 (190 Channel)

Receiver (21440-0028) 6.70 lbs.
Converter (22900-0028) 6.10 lbs.

Receiver (264101-0028) 7.0 lbs. Single Installation
Converter (27900) 4.5 lbs. Single Installation
Receiver (26410) 14.0 lbs. Dual Installation
Converter (27900-0028) 9.0 lbs. Dual Installation
Cessna 800 Nav

37500-0000 Receiver 2.7 lbs. Includes Mount
35950-0000 Converter 1. 9 lbs. Includes Mount
36450-0000 Mounting
Cessna 801) Com

38500-0000 Accessory UnH 5.6 lbs. Includes Mount
37260-0000 Transceiver 4.1 lbs. Includes Mount
36280-0000 Mounting (Transceiver)
34980-0000 Mounting (Accessory Unit)
Cessna Nav/Omni 300
Accessory Unit (3389-0028) 5.5 lbs.
Cessna Nav/Com 400
Accessory Unit (36600) 12.2 ibs.
Cessna Nav/Omni 400

Accessory Unit (36600) 7.3 ibs.
Cessna Glide Slope 400

Receive r (34340-0000) 4.9 lbs.
TABLE OF ELECTRONIC EQUIPMENT (Sheet 1 of 6)

310 SERVICE MANUAL EL~CT~ONICS SYST~MS 15-69
SHELF ASSEMBLY
PART NO. 0813300-103
STA
-0.0
r--------------------------------------~I-----LBL-5.9
I
STA
-27.3 ~-------------~·------LBLI8.7
Cessna ADF 800

Receiver (34850-0028) 7.4lbs. Includes Mount
Dynaverter (24630-0028) 4. 1 lbs. Includes Mount
Cessna DME 800

Receiver/Transmitter (C582601-0101) 11. 4 lbs.
T-22-RA Transceiver 15.0 lbs.
Marker Beacon 800

Receiver (21430-0028) 3.7 Ibs. Includes Mount
Transponder 800
Receiver/Transmitter (3490-0028) 7.1 Ibs.
Coder (29300-0000) 3.5 Ibs.
Cessna 800 Transponder 6.5 lbs. Includes Mount

39210-0028 Transceiver
34980-0000 Mounting
TABLE OF ELECTRONIC EQUIPMENT LOADING (Sheet 2 of 6)

I
15-10 ~L~CT"ONIC8 8Y8T~M8 310 SERVICE MANUAL
FOR SHE LF INSTALLATION

PART NO. 0870140-3
STA 154.75 --I RBL

2.25
l
FWD
STA 135.50 _ _ L - '_ _ _ _ _...J
Cessna Nav-O-Matic 800 Autopilot

Computer (0870069-1) 9.9 Ibs. A/Pilot, Includes Mount
Cessna Transceiver 800

Receiver,' Transmitter (19300-1028) 12.2 Ibs.
Dynaverter (22560-0028) 3.8 lbs.
Cessna Transmitter 800

Transmitter (26460-0028) 7. 1 Ibs.

Receiver (21420-0028) 6.0 lbs.
Marker Beacon 800

Receiver (21430-0028) 3.7 lbs.
Cessna 800 Marker Beacon/Glide Slope

C582607-0101 Receiver 4.2 Ibs. Includes Mount
C582607 -0103 Mounting
T-22-RA Transceiver 15.0 Ibs. Includes Mount

310 SERVICE MANUAL eLeCT~ONICS SYSTeMS 15-71
FOR SHELF INSTALLATION

PART NO. 0870140-1
LBL 5.00
STA 145.30
!
FWD
STA 132.00
Cessna Transponder 800

Coder (29300-0000) 3.5 lbs.

Receiver (21440-0028) 6.70 lbs.
Converter (22900-0028) 6.10 lbs.
Cessna DME 800

Receiver/Transmitter (C582601-0101) 11. 4 lbs.
Cessna 800 RMI
C582606-0101 5.8 Ibs. Includes Mount
C582606-0102 4.6 Ibs. Includes Mount
C582606-0103

FOR SHELF ASSEMBLY

PART NO. 0813316-2
I I LBL 7.4
I I
I I
LBL 14.0
I I
I
STA -31. 2
STA -13.6
FWD III

Receiver (21420-0028) 6.01bs.
Cessna Marker Beacon 800

Receiver (21430-0028) 3.7 Ibs.

Receiver. Transmitter (34900-0028) 7. 1 Ibs.
Coder (29300-0000) 3.5 Ibs.
Course Director 800

Computer Amplifier (24780-0028) 4.4 Ibs.
Cessna Transmitter 800

Transmitter 800 (26460-0028) 7.11bs.
Dynaverter (23400-0028) 1.01bs.
T-10-R Transceiver 13.0 los. includes Mount

Receiver-Transmitter (34950-0028) 1. 5 Ibs.
TAI3LE OF ELECTRONIC EQUIPMENT LOADING (Sheet 5 of 6)

310 SERVICE MANUAL ELECTRONICS SYSTEMS 15-73115-74
FOR SHELF ASSEMBLY

PART NO. 0813201-8
~i7~-25---~I-----------------~I'----RBLI3.4
I
STA
j-RBL 2.3
STA
-35.0 -13.6
Cessna Transceiver 800

Receiver/Transmitter (19300-1028) 12.2 Ibs.
Dynaverter (22560-0028) 3.8 Ibs.
Cessna Marker Beacon 300

Receiver (31240-0028) 1. 0 lbs. Mounted on Lower Side
Cessna Transceiver 300 7.2Ibs.
Receiver/Transmitter (31390-1128)
Cessna Nav/Omni 300 5. 5 Ibs.

Accessory Unit (3389-0028)
AVQ-45 Weather Radar 15.0Ibs. Includes Mount

Receiver /Transmitter
TABLE OF t:LECTHONIC EQUIPMENT LOADING (Sheet G o[ 6)

I
310 SERVICE MANUAL STftUCTUftAL ftEPAlft 16-1
-SECTION 16
STRUCTURAL REPAIR
Table of Contents
Page Page
GENERAL 16-1 Damage Necessitating Replacement

Type of C0D8tructiOO 16-1 of Parts 16-4
Ground Handling 16-2 FUSELAGE 16-4
Investigation of Damage 16-2 Negl1gible Damage 16-4
Deftn1tion of Damage 16-2 Repairable Damage . 16-4
Preparing Damaged Area for Repairs 16-2 Damage NeceSSitating Replacement
Control Surface Rebalanclng Data 16-2 of Parts 16-4A
WING 16-2 Bulkheads 16-4A
Access Openings 16-2 Cracked Bulkhead Webs or Flanges 16-4A
Wing and Horizontal Stabilizer Angle Severely Bent, Kinked or Torn
of Incidence 16-2 Channels 16-4A
Wing Skin 16-2 LANDING GEAR 16-4A
Negligible Damage 16-2 Repair of Landing Gear 16-4A
Repairable Damage 16-2A ENGINE NACELLE 16-4A
Damage Necessitating Replacement Negligible Damage 16-4A
of Parts 16-2A Engine Firewall 16-4A
Wing Riba 16-2A Repair of Stainless Steel Firewall 16-4A
Negligible Damage 16-2A Engine Firewall SeaUng 16-5
Repairable Damage 16-2A Engine Mount . . 16-5
Damage Necessitating Replacement Repair of Engine Cowllng . . 16-5
of Parts 16-2A Repair of Cowling Reinforcement 16-5
Wing Spars 16-2A Repair Procedures for Bonded Honey-
Flaps and Ailerons 16-2A Comb Engine Cowls 16-5
Negligible Damage 16-2A FIBERGLASS PARTS 16-11
Repairable Damage 16-2A Repairable Damage 16-11
Damage Necessitating Replacement Damage Necessitating Replacement
of Parts 16-2A of Parts . 16-11
TAIL GROUP 16-2A POLYCARBONATE AND ACRYLIC
Vertical FIn and Dorsal Group 16-2A PLASTIC BONDING 16-11
Negligible Damage 16-4 REPAIR OF PLASTIC WINDOW SURFACES. 16-11
Repairable Damage 16-4 RADOME REPAIR PROCEDURES . 16-13
Damage Necessitating Replacement Rain Erosion Coating Application
of Parts 16-4 (Radome) 16-14A
Rudder 16-4 ALIGNMENT AND SYMMETRY CHECK 16-49
Negl1gible Damage 16-4 CHECKING WING TWIST AND LOCATION
Repairable Damage 16-4 OF THRUST LINE 16-51
Damage Necessitating Replacement FUEL CELL REPAIR . 16-52
of Parts 16-4 ICE PROTECTION PANELS REPAIR 16-55
Horizontal Stabll1zer 16-4 RIVETS 16-56
Negl1gible Damage 16-4 General 16-56
Repairable Damage 16-4 Types 16-56
Damage Necessitating Replacement Substitutloo of Rivets 16-56
of Parts 16-4 Diameters 16-56
Elevators 16-4 Lengths 16-56
Negligible Damage 16-4 Removal of Sol1d Rivets 16-56
Repairable Damage 16-4 Riveting Installation 16-57
Loose or Working Rivets in Wing 16-57
Loose or Working Rivets 16-59
GENERAL. stiffeners all of which are riveted to the external
skin. The wing, horizontal stabilizer and vertical
Type of Construction. fin are built up around two main spars, with ribs,
formers and riveted Skin forming the basic structure.
The 310 is an all-metal aircraft of semimonocoque Torsional stiffuess of this structure is afforded by
type construction with the skin carrying a portion of the skin closure of areas between the spars forming
all structural loads. The fuselage is comprised of enclosed "boxes." Each movable surface consists of
a forward cabin section and a tailcone. It is con- a hinge support spar with ribs, formers and riveted
structed of formed bulkhead rings, stringers, and outer covering skin.
Change 9
310 SERVICE MANUAL
Ground Handling.
Leve ling, jacking and other ground handling details

e. Brush Iridite all rough edges and scratches with
a solution of Iridite mixed in a ratio of 1 ounce of
Iridite to 1 gallon of water and rinse thoroughly.
I
are covered in Section 2. f. Apply two coats of zinc-chromate primer to all
internal surfac es and edges lapping over another.
Investigation of Damage.
NOTE
After a thorough cleaning of the damaged area, all
structural parts should be carefully examined to de- Damage adjacent to a previous repair re-
termine the extent of damage. Frequently the force quires removal of the old repair and in-
causing the initial damage is transmitted from one clusion of the entire area in the new repair.
member to the next, causing strains and distortions.
Abnormal stresses incurred by shock or impact for- Control Surface Rebalancing Data.
ces on a rib, bulkhead or similar structure may be
transmitted to the extremity of the structural mem- The control surfaces of the aircraft have been 100%
ber, resulting in secondary damage such as sheared statically balanced. After each repair or painting of
or stretched rivets, elongated bolt holes, canned the control surfaces they must be rebalanced. Cor-
skin plate or bulkheads. Points of attachment should rect balance is restored by the addition or removal
be examined particularly for distortion and security of lead ballast weights in the counterbalance sections
of fastenings in the primary and secondary damaged of the surfaces.
areas.
WING.
Definition of Damage. The wings are all-metal, full cantilever, semimono-

coque type construction, utilizing two main spars.
Structural Damage to the aircraft is divided into the Each wing consists of a wing panel, aileron, flaps,
following classifications: engine nacelle, wing tip fuel tank, and main landing
a. Negligible Damage shall be considered damage gear. The landing gear is attached to and retracts
that will not affect the airworthiness of the aircraft into the wing.
and can be permitted to exist as is or can be cor-
rected with a simple repair such as removing dents, Access Openings.
burnishing scratches and stop drilling cracks in non-
structural parts. Access openings with removable cover plates are
b. Damage Repairable by Patching will be consider- located in the underside of the wing between the root
ed damage that may be repaired by covering or re- rib and the tip section. These openings afford access
inforcing a portion of the aircraft. to the aileron bellcranks, flap bellcranks, electrical
c. Damage Repairable by Insertion will be consid- wiring, pulleys, cables and inspection of internal
ered damage requiring replacement of a section with structure. When work is done on the trailing edge
the correct repair material. wing structure in the flap area, partial access can
d. Damage Necessitating Replacement of Parts will be provided by lowering the flaps. Outboard of this
be considered as damage not repairable by patching area, the trailing edge wing structure can be made
or insertion, but that may be repaired by installing available for repair by removing the aileron.
a new or reconditioned part. If a part or area of an
assembly is damaged to the extent that it requires Wing and Horizontal Stabilizer Angle of Incidence.
replacement, and a replacement cannot be made be-
cause of tooling or jig requirements, the entire as- Angle of incidence is defined as the angle between the
sembly must be replaced. wing or stabilizer chord line and aircraft waterline
(aircraft level longitudinally). Stabilizers do not
have twist. Wings have a constant rate of twist from
Preparing Damaged Area for Repairs. the wing root rib to the tip rib. All twist is between
these two ribs. The amount of twist between these
To prepare an area for repair, examine and classify pOints is the difference between the angle of incidence
the damage. Make a thorough check before beginning at the root rib and the angle of incidence at the tip.
repairs. In some cases a damaged part may be clas- Refer to Section 3 to check wing twist.
sified as needing replacement when after removal,
closer inspection indicates the part may be repaired.
Take more time for the damage estimate and save Wing Skin.
man-hours on repairs. To prepare a damaged area
for patch or inserting repairs: All wing, aileron, and flap skin thickness and temper
a. Remove all ragged edges, dents, tears, cracks, are listed in figure 16-10.
punctures and similar damages.
b. Leave edges, after removal of damaged area,
parallel to any square or rectangular edges of the Negligible Damage.
unit ..
c. Round all square corners. Any smooth dents in the wing skin that are free from
d. Smooth out abrasions and dents. cracks, abrasions and sharp corners, which are not
Change 6
SERVICE MANUAL
stress wrinkles and do not interfere with any internal structure or mechanism, can be considered as
negligible damage. In areas of low stress intensity, cracks, deep scratches, or deep dents, which
after trimming or stop-drilling can be enclosed by a two-inch circle, can be considered as negligible
if the damaged area is at least one diameter of the enclosing circle away from all existing rivet lines.
Stop-drilling is considered a temporary repair.
B. Repairable Damage.
(1) Skin damage ahead of the front spar and also where the optimum in appearance is desired, must
be repaired by the insertion method. Typical insertion repairs are illustrated in Figure 16-16. Skin
damage aft of the front spar, which exceeds the negligible damage limit but is not extensive enough
to necessitate replacement of a skin panel, can be repaired by patching. Typical wing repairs are
illustrated in the back of this section.
C. Damage Necessitating the Replacement of Parts.
(1) If the skin is extensively damaged, repairs must be made by replacing an entire skin panel from one
structural member to the next. The repaired seam must be made the same in regard to rivet size,
spacing, and rivet pattern as the manufactured seam at the edges of the original sheet. If the two
manufactured seams are different, the stronger one must be copied.
Wing Ribs.
A. Description.
(1) All ribs except those exposed to the wheel well contain flanged lightening holes. Upper and lower
flanges of all ribs serve as caps in addition to providing rigidity to the rib. The skin riveted directly to
each rib flange provides the cellular strength for each successive rib bay. The nose, center, and
trailing edge rib segments are riveted together through the front and rear spars to form the basic
airfoil section. Span-wise alclad stringers stiffen the skin between the ribs.
B. Negligible Damage.
(1) Refer to the Negligible Damage paragraph in the Wing Skin section.
C. Repairable Damage.
(1) Repairs for wing rib webs and flanges are shown in Figure 16-25 and Figure 16-26. Before
repairing is attempted, all cracks and deep scratches must be stop-drilled with a 3/32-inch drill, and
all sharp corners and ragged edges must be trimmed and deburred.
D. Damage Necessitating the Replacement of Parts.
(1) Parts such as stiffeners, small ribs, clips, and brackets must be replaced if their damage exceeds
that specified as negligible. These parts, due to their size, are usually impractical to repair. In many
instances, the time required to replace the damaged part may be considerably less than the time
required to repair it. This must be considered carefully prior to making any repair, whether it is a
small part or a complete component.
Wing Spars.
A. Repair of spar damage affecting the alignment of the wing spar must not be attempted in the field.
Permissible spar repairs are illustrated in the back of this section.
B. Repair of exhaust gas corrosion on the wing spar caps.
(1) Wing spar caps damaged by exhaust gas corrosion can be repaired within the limits that follow.
(a) Removal of up to 20 percent of the upper spar cap flange thickness is permissible. If the repair
requires removal of more than 20 percent of the upper spar cap flange material, or if the
corrosion is in the vicinity of the rear spar splice, spar cap replacement is required. If it is
desired to have Cessna make an evaluation of the corrosion damage prior to spar cap
replacement, as an alternative repair may be possible, contact Cessna Propeller Aircraft
Product Support for possible alternative action.
Page 16-2A
July 1/2006
SERVICE MANUAL
(b) Removal of up to 10 percent of the lower spar cap flange thickness is permissible. If the repair
requires removal of more than 10 percent of the lower spar cap flange material, or if the
corrosion is in the vicinity of the rear spar splice, spar cap replacement is required. If it is
desired to have Cessna make an evaluation of the corrosion damage prior to spar cap
replacement, as an alternative repair may be possible, contact Cessna Propeller Aircraft
Product Support for possible alternative action.
(2) Repair instructions. Refer to Figure 16-1A.
(a) Remove corrosion including pits, using 320 grit sandpaper or equivalent material while
maintaining limits in steps (1)(a) and (1)(b). Blend the damaged area to get a smooth length-to-
depth ratio between the corrosion damage and immediate surrounding area. Remove all
corrosion. Make sure that only enough material is removed to get a lengthwise blending
transition ratio of 20 to 1 and along the width with a blending length-to-depth ratio of 5 to 1.
Polish the blended area to a high luster.
EXAMPLE: If corrosion depth equals 0.005 inch:
Length of the blended area = 0.0005 inch X 20 = 0.1 inch.
Width of blended area = 0.005 inch X 5 = 0.025 inch.
(b) Perform electrical conductivity calibration and testing of repaired wing spar.
1 Instrument calibration must reflect the conductivity range of the components to be
inspected.
2 Calibration must be accomplished using low and high conductivity standards possessing
conductivity ranges of 25.0% to 32.0% International Annealed Copper Standard (lACS) and
38.0% to 62.0% International Annealed Copper Standard (IACS), respectively.
3 The ambient temperature differential of the area to be inspected and the test system (test
instrument, probe, and standards) must not exceed pIus 5° Fahrenheit or minus 5°
Fahrenheit prior to calibration and inspection.
4 Instrument calibration must be in accordance with the manufacturer’s instructions.
5 Instrument calibration must be verified after completion of the inspection.
(c) Perform the conductivity inspection of the repaired wing spar. Refer to Mil-Std-1537, Electrical
Conductivity Test for Measurement of Heat Treatment of Aluminum Alloy, Eddy Current Method.
1 Record values of conductivity mapping on a copy of the appropriate worksheet.
2 With a correctly calibrated instrument, obtain electrical conductivity values on the wing spar
in the repaired area. This value should fall between 30.0% and 35.0% IACS. If the value
does not fall within this range, obtain another measurement from an adjacent area. If the
second value is below 30.0% or above 35.0% IACS, mark the area and contact Cessna
Propeller Aircraft Product Support.
Page 16-2B
July 1/2006
SERVICE MANUAL
Tools and Equipment.
Item Number
Conductivity Instrument and 0.5” diameter 60kHz probe AutoSigma 3000
Calibration Standards See step b.2.(a) for requirements
Manufacturer Use
Krautkramer, Inc.
50 industrial Park Rd
P.O. Box 350
Perform Conductivity Inspection
Lewis Town, PA 17044
Phone: 717-242- 0327
Fax: 717-242-260
Any Calibrate instrument
Flaps and Ailerons.

A. Negligible Damage.
(1) Minor skin dents and nicks are considered negligible and can be worked out by burnishing.
B. Repairable Damage.
(1) Skin damage exceeding that which is considered negligible can be repaired by patching. Typical
skin repairs are illustrated in the back of this section.
C. Damage Necessitating Replacement of Parts.
(1) Warped and cracked skin ribs, hinge brackets, and torque tubs are replaceable items. Any damage
that covers more than half of the unit will require replacement of the entire unit.
Tail Group.
A. Description.
(1) The all-metal tail group is of full cantilever design, consisting of the conventional arrangement of the
vertical fin and rudder, horizontal stabilizer, and elevators. The right elevator and rudder contain
flight adjustable trim tabs, actuated by a system of cables and pulleys controlled from the pilot’s tab
control wheels.
Vertical Fin and Dorsal Group.
A. Description.
(1) The vertical fin and dorsal area are constructed jointly to form a single unit. The unit consists of formed
sheet metal spars and ribs to which the outer skin is attached. The front spar is reinforced at its root end
and is drilled to facilitate the installation of two attachment bolts. Stiffness to the entire fin and dorsal
assembly is provided by the attachment of the skins and the forward leading edge skin.
Page
Page 16-2A
16-2C
July
July 1/2006
1/2006
SERVICE MANUAL
Page
Page 16-2B
16-2D
July
July 1/2006
1/2006
SERVICE MANUAL
Repair for Exhaust Gas Corrosion on Wing Spar Caps

Page
Page 16-2A
16-2E
July
July 1/2006
1/2006
SERVICE MANUAL
Repair Exhaust Gas Corrosion on Wing Spar Caps

Page
Page 16-2B
16-2F
July
July 1/2006
1/2006
I
310 SERVICE MANUAL ST"UCTU"AL "ePA'" 16-3
TYPICAL SPAR CAP BEEF-UP FOR FRONT AND REAR,

UPPER AND LOWER SPAR CAPS
.125 RADIUS (TYPICAL)
SPAR CAP
FILLER (AREA REMOVED

FOR CORROSION)
14142040
ADD ANGLE AS SHOWN PER DETAIL B FOR DAMAGE IN INDICATED AREA. FOR MATERIAL RE-
MOVAL UP TO 0.050 INCH THICK, ADDED ANGLE IS TO BE MADE FROM 2024-T42 WITH A
MINIMUM THICKNESS OF 0.063 INCH. FOR MATERIAL REMOVAL IN EXCESS OF 0.050 INCH,
USE EXTRUDED 7075-T73 ANGLE OF THICKNESS EQUIVALENT TO MATERIAL REMOVED. CON-
TACT CUSTOMER SERVICE IF REWORK NECESSITATES MATERIAL REMOVAL IN EXCESS OF 50
PERCENT OF A FLANGE THICKNESS. FILLER SHALL REPLACE MATERIAL REMOVED AND BE
MADE FROM SAME MATERIAL AS ADDED ANGLE.
GRAIN DIRECTION OF ADDED ANGLE SHALL BE PARALLEL TO THE SPAR. LENGTH OF ANGLE
IS DETERMINED BY THE REQUIREMENT TO PICK UP SIX EXISTING FASTENERS PER FLANGE
BEYOND THE DAMAGED AREA AT BOTH ENDS OF THE ANGLE. FORMED ANGLE SHALL BE BENT
WHILE IN THE ANNEALED CONDITION (2024-0) TO A BEND RADIUS OF 0.16 INCH MINIMUM,
THEN HEAT-TREATED TO THE T42 CONDITION. THE SAME TYPE AND SIZE FASTENERS ARE TO
BE USED AT ALL LOCATIONS UNLESS REQUIRED TO GO TO THE NEXT SIZE DIAMETER. A
MINIMUM EDGE MARGIN OF 0.15 DIAMETER IS TO BE MAINTAINED. ALL FAYING SURFACES
SHOULD BE CLEANED WITH NAPHTHA AND BONDED WITH EA9309 ADHESIVE. APPLY NONCHRO-
MATED PRIMER TO ADDED ANGLE AFTER INSTALLATION.
Figure 16-1. Repair for Exhaust Gas Corrosion on Wing Spar Caps (Sheet 2)
Change 9
16-4 STAUCTUAAL AEPAIA 310 SERVICE MANUAL
Negligible Damage. through boles in the spar web, the skins may be
closed with a minimum of blind rivets.
Refer to negligible damage paragraph under wing skin.
Damage Necessitating Replacement of Parts.

Repairable Damage.
ExtrUSions, hinge brackets, stabilizer tab, spar and
Repair of the skins, ribs and spars can be accomp- ribs should be replaced rather than repaired. In
lished as illustrated in the back of the section. Ac- general, where parts are available, the easiest and
cess to the internal fin structure is best gained by most satisfactory repairs can be accomplished by
removing the skin attaching rivets on one side of the replacing the damaged parts.
rear spar and springing back the skin.
Elevators.
Extrusion, hinge brackets and small ribs should be Negligible Damage.

replaced rather than repaired. In general, where
parts are available, the easiest and most satisfactory For a description of negligible damage, refer to
repairs can be accomplished by replacing the dam- negligible damage paragraph under wing skin. The
aged parts. exception to negligible damage on the elevator sur-
faces is the front spar, a crack appearing in tbe web
at tbe binge fittings or in the tip rib wbicb supports
Rudder. the overhanging balance weigbt is not considered neg-
ligible. Cracks in the over-hanging tip rib, in the
area at the front spar intersection witb the web of the
Negligible Damage. rib, also cannot be considered negligible.
Minor skin dents and nicks are considered negligible

and will be worked out by burnishing. Repairable Damage.
Skin damage, exceeding that considered negligible

Repairable Damage. damage, can be repaired by patching. Typical skin
repairs are illustrated in the back of the Section.
Skin damage, exceeding that considered negligible
damage, can be repaired by patching. Typical skin
repairs are illustrated in the back of the section. Damage NeceSSitating Replacement of Parts.
Warped and cracked skin, ribs, hinge brackets and

Damage Necessitating Replacement of Parts. torque tubes are replaceable items. Any damage
that covers more than half of the elevator will re-
Warped and cracked skin, ribs, hinge brackets and quire replacement of the elevators.
torque tubes are replaceable items. Any damage
that covers more than half of the rudder will require
replacement of the rudder. FUSELAGE.
Tbe fuselage is of semimonocoque construction con-

Horizontal Stabilizer. sisting of formed bulkbead, longitudinal stringers,
reinforcing channels and skin platings. The fuselage
forward section consists of all the fuselage structure
Negligible Damage. from the nose to station 109.375. Formed bulkbeads,
channels and extrusions constitute tbe frame mem-
Refer to negligible damage paragraph under wing skin. bers of tbe cabin area.
Repairable Damage. Negligible Damage.
Skin damage, exceeding that considered negligible Refer to negligible damage paragraph under wing skin.
damage, can be repaired by patching. Typical skin
repalrs are lllustrated in the back of the section.
Repairs to spars should consist of channels formed of Repairable Damage.
the same material and bend radius as the spar and
extending at least three inches each side of the dam- Mild wrinkles occurring in tbe upper or lower skin
aged area. Access to the internal stabilizer struc- panels in the bay forward of the horizontal stabilizer
ture may be gained by removing a portion of the and which extend through the corners (shoulder areas)
rivets along the rear spar and ribs and springing may be repaired by the addition of a stringer. A
back the skin. By using the prope r bucking bars wrinkle, which is hand removable, should be rein-
310 SERVICE MANUAL
forced by a 1/2 x 1/2 x .050-inch 2024-T42 extruded section installed and joined at the original splice
angle. The angle should be inserted fore and aft joint. If this is not justified, cutting away the dam-
across the center of the wrinkle' and should extend to aged portion and inserting a trimmed portion of the
within 1/16 to 1/S-inch of the fuselage bulkheads original section, adequately reinf~rced by splice
comprising the ends of the bay. If wrinkles cannot plates or doublers, will prove satisfactory. This is
be removed by hand, the damaged area should be known as an insertion type repair.
repaired.
LANDING GEAR.
The main gears are carried by the wings and are
All forgings and castings of any material and struc- housed within the wing wheel wells when retracted.
tural parts made of steel must be replaced if dam- The nose gear retracts into the fuselage nose wheel
aged. Structural members of a complicated nature well. Doors covering the wells are regarded as
that have been distorted or wrenched should be re- parts of the landing gear assemblies but the wells
placed. Major skin damage should be repaired by are structural features of the wings and fuselage.
replacing the entire damaged sheet.
NOTE Repairs of Landing Gear.
When replacing entire skin panels, duplication The landing gear assemblies are composed of parts
of the forward edge of the original sheet is re- that are not regarded as repairable. Minor repairs
quired. In effect, this flange is a structural are permissible on the doors but when they are re-
member, carrying specific loads across the installed there must be no distortion that will prevent
open areas. perfect operation.
Bulkheads. ENGINE NACELLE.
Bulkheads are composed of formed "U" channel sec- The engine nacelle group, located in each wing, is
tions. The principle material of construction is composed of the semi cantilever bed-type mount, the
2024-0 alclad aluminum alloy, which after forming stainless steel firewall, and the cowling group. The
is heat treated to a 2024-T42 condition. All bulk- engine mount structure is made of . 063 inch 2024-T4
heads in the fuselage are of the formed sheet metal aluminum and 4130 cad-plated steel The cowling is
or the reinforced formed sheet metal type. made up of three sections; the upper, the lower
which includes the left and right access doors, and
the two piece nose section which fastens in the cen-
Cracked Bulkhead Webs or Flanges. ter of the cowling. All sections fasten in place with
Camloc quick fasteners. The nacelle firewall is
Acceptable methods of repairing various types of made up of stainless steel sheet with a clad alumi-
cracks occurring in service are shown in the back of num angle riveted around its contour.
the section. Small holes (3/32-inch) should be dril-
led at the extreme ends of the cracks to prevent fur- a. Negligible Damage.
ther spreading. Reinforcement should be added to
carry the stresses across the damaged portion and Minor dents in the firewall and cowling, if straight-
stiffen the jOints. The condition causing such cracks ened, may be classified as negligible damage.
to develop at a particular point may be stress con- Scratches and dents should be burnished out.
centration at that point, in conjunction with repetition
of stress (such as produced by vibration of the struc- Engine FirewalL
ture). The stress concentration may be due to de-
fects such as nicks, scratches, tool marks and initial a. Repair of Stainless Stee I Firewall.
stresses or cracks from forming or heat treating op-
erations.
The firewall may be repaired by using the clear of
NOTE structure-type patCh, as shown in figure 16-24A of I
this section, providing the patch is of the same thick-
An increase in sheet thickness alone is usually ness as the firewall and monel rivets are used. Max-
beneficial but does not necessarily remedy the imum diameter on holes that can be patched is 2 inch-
conditions leading to cracking. Patch type re- es. The holes should be routed and repaired in ac-
pairs are generally employed and are usually
satisfactory in restoring the original material
cordance with figure 16-24A. Cracks should be stop
drilled and repaired in accordance with figure 16-24A.
I
strength characteristics. Parts having cracks extending to the edge of the part
must be replaced. Maximum allowable length of
Severely Bent, Kinked or Torn Channels. cracks to be repaired is 3 inches.
If practical, severely bent, kinked or torn portions

of bulkheads should be removed and a replacement
Change 6
310 SERVICE MANUAL STRUCTURAL REPAIR 16-5
Repair of Engine Cowling.

Engine Firewall Sealing.
Skin, if damaged extensively, should be replaced
The engine firewall should be sealed with pro-seal with a section of original manufacture. Small dam-
#700 (Coast Pro-Seal Company) using the following aged areas should be reinforced with a doubler in-
procedures: stalled on the inner side. Material selected should
be of the same thickness and characteristics as the
a. Clean area on surface to be sealed with solvent original part.
b. Mix 1 part of Pro-seal *700 curing agent with
100 parts of Pro-seal #700 sealant.
Repair of Cowling Reinforcement.
NOTE
Cowling reinforcements, if damaged, should be re-
Sealant should be mixed by weight. It is im- placed. Due to their small size and complex angles
portant that accelerator be completely and they are easier to replace than to repair.
uniformly dispersed throughout the base com-
pound.
c. Using a spatula, caulking gun, or flow gun, Repair Procedures for Bonded Honeycomb Engine
apply a fillet of sealer along cracks, seams, joints Cowls. (See figure 16-33. )
and rows of ri vets.
a. The 310 engine cowling is fabricated using a
sandwich type honeycomb construction. Sometime
NCYrE during the life of the aircraft damage may occur to
the skin and/or honeycomb which will require re-
If the sealing is done before the parts are pairs. In the event damage does occur, the follow-
mated, use enough sealing compound to coming repair procedures have been developed with the
pletely flll the. joint and wipe away the excess objective of equaling, as nearly as pOSSible, the
after parts are mated. strength of the original part with a minimum loss of
aerodynamic characteristics, electrical properties
NCYrE and minimize increase in overall weight.
b. Damages to sandwich honeycomb construction
If the sealant is applied with a brush or a are divided into classes according to severity and
brush flow gun, more than one coat of seal- possible effect upon the airframe structure. Dam-
ant will be necessary 00 very porous mate- age classifications are as follows:
rial. The sealant should be allowed to air
drv 10 minutes between coats. Class 1. Dents, scars, scratches, cracks, etc., in
the facings not accomplished by a puncture
d. Pro-seal #700 is the ooly sealant authorized for or a fracture.
the stainless steel firewall If sealant other than
pro-seal #700 has been used it should be removed Class 2. Punctures or fractures on one facing only,
from the firewall and resealed using only the recom- possibly accompanied by damage to the
mended sealant. honeycomb core but without damage to the
opposite facing.
J!.:nglne Mount.
Class 3. Holes or damage extending completely
Replacement of mount is the only recommended pro- through the sandwich, affecting both facings
cedure. and the core.
Change 6
16-6 STI'tUCTUI'tAL l'tePA11't 310 SERVICE MANUAL
~ .... WOOD REINFORCEMENT

8
SANDING REPAIR
ALWAYS DRILL END OF CRACK CUSHION OF RUBBER
TO RELIEVE STRAIN OR FABRIC
SOFT WIRE CEMENTED

LACING FABRIC PATCH
TEMPORARY REPAIR OF CRACKS
~ Figure 16-1A. Plastic Repairs
Figure 16-2. Removing Damaged Face Plies - Step Joint Method
Change 9
310 SERVICE MANUAL STRUCTURAL REPAIR 16- 1
Figure 16-3. Suggested Method of Resin Impregnating Replacement Plies
Figure 16-4. Cutting Replacement Plies {rom Impreg;natcd Glass Cloth

Sandwiched Between Sheet of Cellophane
I
16- 8 STRUCTURAL R~PAIR 310 SERVICE MANUAL
Figure 16-5. Damaged Face Plies Removed - Scarf Method
OPPOSITE CUTOUT - - - - - - - - . /
2" LARGER
1_
Figure 16-6. Completed Double Face Patch Repair

310 SERVICE MANUAL STRUCTURAL R£PAIR 16-9
Class 4. Adhesive voids between skin and honeycomb tained. Mask off around damage area.
core. (e) Wipe damage area with a clean cloth
mOistened with Isopropyl Alcohol, Naphtha
WARNING or Toluene. Wipe dry with a clean cloth.
(f) Mix thoroughly 100 parts (by weight) Epon
Solvents used must be stored in, transported VIII Adhesive with 6 parts (by weight) of
in, and used from safety containers. Adequate curing agent "A".
ventilation must be provided in storage and
usage areas. The solvents specified are flam- NOTE
mabIe and caution to prevent fires must be
taken. No smoking, sparks or open flames Prepare only that quantity of material that will
shall be permitted in the immediate area where be used in two hours.
the solvents are being used. Storage and usage
areas shall be free from excessive heat, sparks, (g) Work some of the prepared adhesive in the
and open flames when possible and practical, crack and drilled holes. Apply a thin film
rubber gloves shall be worn when performing over sanded surface.
solvent operations. (h) Prepare a one-ply No. 191 glass cloth or
similar scrim cloth 1/8 inch wider than
c. Repair of Class 1 damage shall be as follows: aluminum patch.
1. Class 1 damage resulting in a hole not exceed- (i) Apply a thin film of the adheSive on the al-
ing 1-1/2 inches diameter, dents, scratches or uminum patch and, then place cloth between
scars of .030 inch deep shall be repaired as follows: patch and damaged assembly and apply suf-
(a) Remove paint to bare metal using either 400 ficient pressure to assure positive contact.
or 600 grit wet sandpaper. (j) USing mylar or cellophane over aluminum
(b) Mask area adjacent to sanded area. patch, place a clamping device on patch to
(c) Mix thoroughly equal portions, by volume, insure complete contact of all bonding sur-
of Epon 828 and Versamid 125. Add alumi- faces.
num powder until a thick non-flowing paste (k). Remove excess adhesive with a clean cloth
is obtained. dampened with Naphtha or Toluene.
0 0
(1) Cure at 150 to 200 F using heat lamps or
NOTE oven.
(m) Remove clamps, pressure pads, etc., and
Prepare only that quantity of material that will sand away remaining excessive adhesive.
be used in 30 minutes. (n) Brush a minimum of two coats of Zinc
Chromate primer over the repaired area,
(d) Fill damaged area with mix and smooth with allowing each coat to dry.
a putty knife or spatula. (0) Refer to Section 2, and paint in accordance
(e) Allow the mix to cure at room temperature with applicable finish specifications.
until hard (approximately 4 hours). d. Repair of Class 2 damage shall be as follows:
(f) Wet sand the repaired area with 400 grit 1. Class 2 damage to upper cowl resulting in
wet sandpaper until smooth. damages that extend completely through the aluminum
(g) Clean the repaired area with a clean cloth outer skin and into the aluminum honeycomb core but
moistened with Isopropyl Alcohol, Naphtha without damage to the inner skin:
or Toluene. Allow to air dry. (a) Carefully trim out skin to a circular or oval
(h) Brush a minimum of two coats of Zinc shape with a hole saw or fly cutter remov-
Chromate primer over the repaired area, ing honeycomb core completely to the oppo-
allowing each coat to dry. site skin.
(i) Refer to Section 2, and paint in accordance
with applicable finish specifications. CAUTION
2. Class 1 damage resulting in cracks shall be
repaired as follows: Extreme care should be taken not to damage
(a) Stop drill crack at both ends with 3/16 inch the inner skin.
diameter holes.
(b) Prepare a circular external patch, which (b) Remove completely all the damaged honey-
will extend one inch beyond damage area comb core.
from. 012 or .015 aluminum. (c) Prepare either an aluminum honeycomb core
(c) Remove all paint and primer around damage or balsa wood replacement plug as follows:
area by sanding with 400 ro 600 grit wet (1) If balsa wood is used, fabricate plug
sandpaper. so that the grain will be perpendicular
to the skins.
NOTE (2) Lightly sand balsa plug with 400 grit
sandpaper and wipe off dust with a
Sanded area must be approxlmately 1; 2 inch clean cloth.
wider than aluminum patch.
NOTE
(d) Lightly sand entire dan.age area with 400
grit sandpaper until a satin finish is ob- Do not touch the bare surface with bare hands
I
16-10 STRUCTURAL REPAIR 310 SERVICE MANUAL
after sanding. If the balsa wood is cut too Chromate primer over the repaired area,
short, the distance between shall be shimmed allowing each coat to dry.
up until positive contact is made with all sur- (s) Refer to Section 2, and paint in accordance
faces. with applicable finish specifications.
2. Class 2 damage to upper cowl resulting in
(3) Wrap balsa plug in clean waxed paper damage which extends completely through the fiber-
until ready for use. glass inner skin and into aluminum honeycomb core
(4) When aluminum honeycomb plug is but without damage to the outer aluminum skin.
used, the core shall be the approxi- (a) Carefully trim out skin to a Circular or oval
mate density of the original core. shape with a hole saw or fly cutter removing
(5) Cut aluminum honeycomb plug so that aluminum honeycomb core completely to
the top edge will be even with the ad- opposite skin.
jacent skins and completely fills the (b) Prepare a balsa wood or aluminum honey-
damaged area. comb plug as stated in step 1. (c) above.
(d) Remove all paint and primer (approximately (c) Sand undamaged fiberglass skin lightly
1-1/ 2 inches larger in diameter than cutout) approximately 2 inches out from around the
from around damage area with either 400 or hole.
600 grit wet sandpaper.
(e) Mask around sanded area and cutout area. CAUTION
(f) Mix thoroughly 100 parts (by weight) Epon
VIII adhesive with 6 parts (by weight) of Do not sand through fiberglass skin.
curing agent "A".
(d) Prepare two No. 181 glass fabric patches,
NOTE 1/8 inch larger than hole diameter.
(e) Mix thoroughly 100 parts (by weight) Epon
Prepare only that quantity of material that will 828 and 10 parts (by weight) Diethlenetria-
be used in two hours. mine (DTA).
(f) Coat plugs with Epon 828 and DTA mix as
(g) If balsa plug is being used, spread the ad- described in step 1. (g).
hesive lightly over all surfaces. If alumi- (g) Impregnate the two No. 181 glass patches
num plug is being used, brush or trowel with mixture to the content of approximately
adhesive on the internal side of the existing 50% and assemble patches over plug.
skin and where the plug will make contact
with core. NOTE
(h) Position balsa wood or aluminum plug into
place. Smooth out all wrinkles.
(i) Prepare a circular external patch, which
will be one inch larger than plug hole, from (h) Prepare one No. 181 glass fabric patch
.012 or .015 aluminum. large enough to cover sanded area and im-
U) Prepare a one-ply circular No. 191 glass pregnate with mixture.
cloth or similar scrim cloth 1/ 8 inch larger (i) Assemble third patch over the two previous
than plug hole. layers and remove all wrinkles as before.
(k) Apply a thin film of adhesive over sanded (j) Using mylar or cellophane, cover patches
surface and place the No. 191 glass cloth or and apply a clamping device.
similar cloth over the plug. (k) Cure assembly at 150 0 to 200 0 F for approxi-
(1) Clean the bond surface of aluminum patch mately 90 minutes.
and coat '''i[h adhesive. (1) Remove clamps, pressure pads, etc., and
(m) Assemble patch over glass cloth and plug and sand smooth to original contour.
apply sufficient pressure to assure pOSitive 3. Class 2 damage to Side cowl which extends com-
contact. pletely through aluminum skin and the aluminum
honeycomb core shall be repaired as follows:
NOTE (a) Repair damage as described under step 1. (d),
except use Bloomingdale's HT-424 or
Care should be taken to insure that plug and Narmco's Metlbond 302 adhesives.
glass cloth remain in place. (b) The cure time for adhesives described in
step (a) above, will be a minimum of 5 hours.
(n) Using mylar or cellophane over aluminum 4. Class 2 damage to Side cowl which extends com-
patch, place a clamping device on patch to pletely through fiberglass skin and aluminum honey-
insure complete contact of all bonding sur- comb core shall be repaired as follows:
faces. (a) Repair damage as described under step 2.
(0) Remove excessive adhesive with a clean (d), except, use either Bloomingdale's HT-
cloth moistened with Naphtha or Toluene. 424 or Narmco's Metlbond 302 adheSives.
0 0
(p) Cure at 150 to 200 F using heat lamps or (b) The skins shall be fabricated from either
oven. Cordo's Pyropreg AC, U. S. Polymeric's
(q) Remove clamps, pressure pads, etc., and Poly Preg 502, or Narmco' s 506 (color
sand away excessive adheSive. black).
(r) Brush a minimum of two coats of Zinc (c) The reinforcement shall be 181-150 Valan.
310 SERVICE MANUAL
(d) Cure time for adhesives described in step and cobalt together will result in a spontaneous
(a) above, will be a minimum of 5 bours. fire.
e. Repair of Class 3 damage is as follows:
1. Class 3 damage to upper and side cowls result- Be sure that your hands are free from oil, grease,
ing in damage to both aluminum and fiberglass skins and dirt. Apply an even coat of resin on the sanded
having a minimum damage size of 1. 0 inch or maxi- area. Impregnate all the glass cloth patches by lay-
mum damage size of 4 inches. ing them on a clear paper and working the resin
(a) Prepare surfaces, plugs and patches as through the fabric with a small brush. Place the
described in step (d). larger patch over the cutout area, working out all air
(b) Fabricate a temporary mold or block to hold bubbles and wrinkles. U the cutout is large enough to
the plug in place while aluminum outer skin cause the patch to sag, place a suitable support be-
is being repaired. hind the repair area. Coat the support with auto-
(c) Repair outer aluminum skin in accordance mobile wax or wax paper to prevent the resin from
with step (d). adhering to the support. Apply a second patch over
(d) Remove temporary mold or block and repair the first patch, etc., working out all wrinkles and air
fiberglass skin in accordance with step (d), bubbles. After all the patches have been applied,
and flare in patch with existing skin contour. brush the area with an even coat of resin and allow to
f. Repair of-Class 4 damage is as follows; cure. Smooth the patch area with fine sandpaper until
1. Class 4 repairs are those repairs needed to fill the desired finish is obtained. Repaint the finished
voids between aluminum core and skin surfaces. area with matching paint.
(a) Drill sufficient 1/8 inch boles in the fiber-
glass inner skin adjacent to voids.
(b) Remove all burrs around drilled boles. Damage Necessitating Replacement of Parts.
(c) Mix thoroughly 100 parts (by weight) Epon
828 with 10 parts (by weight) curing agent When the fiberglass parts are tom or cracked over a
uD". large area or show signs of strain through the appear-
ance of small cracks or show signs of loss of rigidity
NOTE through the use of too much pressure on the surface,
then the parts shall be removed and replaced.
Prepare only that quantity that can be used in
one hour.
POLYCARBONATE AND ACRYLIC PLASTIC BONDING.
(d) Using a syringe or pressure gun, inject
resin mix into the aluminum honeycomb "a. When it becomes necessary to bond Polycarbon-
celIs unW they become filled. ate and acrylic - such as the magnetic compass base
(e) Wipe off excess resin with a cloth that has plate to the windshield - 5% solution of methylene
been dampened with MIBK or MEK and cover chloride is recommended as a bonding agent. This
the holes with masking tape. solution can be prepared as follows:
(f) PoSition the structure 80 that both skins will
be in positive contact with resin. 100 parts (by weight) Methylene Chloride
(g)
0
Cure adhesive for 2 hours at 150 to 200 F.
0
5 parts (by weight) Polycarbonate powder
(h) Remove masking tape and sand away excess (such as Lexan 105 powder).
resin.
NOTE
FmERGLASS PARTS. Due to the short pot life of this solUtion, no

more material than that which can be used
The engine cowling nose caps, tail stinger, tail sur- in 30 minutes should be mixed.
face tips, fairings, heater ducts, and other parts of
the aircraft are made of fiberglass. b. Following coating of the parts to be bonded,
positive contact of the mating surfaces must be made
within 10 to 15 seconds. A locally manufactured tool
Repairable Damage. capable of exerting 50 to 60 psi should be used to
hold the bonded parts for a minimum of 4 hours.
Damaged fiberglass parts may be repaired by the c. Curing the bond should be accomplished by allow-
methods shown in figure 16-7. Cut and trim the area ing the bonded parts to remain at room temperature
just beyond the noticeable damage. U the parts are for at least 24 hours before any stress is applied.
painted, remove paint and sand clear an area at least
two inches beyond the edge of the cutout. Prepare the
necessary size and number of patches of glass cloth.
Mix a sufficient amount of resin in accordance with
REPAIR OF PLASTIC WINDOW SURFACES. (See fig-
ure 16-1A.)
I
the manufacturer's instructions.
a. Damaged window panels and windshield of this
WARNING aircraft are ordinarily removed and replaced if the
damage is extensive. However, certain repairs as
Always follow the manufacturer's mixing in- prescribed in the following paragraphs can be made
structions carefully as the mixing of peroxide successfully without removing the damaged part from
Change 9
16-12 8TRUCTURAL RfPAIR 310 SERVICE MANUAL
NOTE: SEE FIBERGLASS PARTS PARAGRAPH

BEFORE ATTEMPTING A FIBERGLASS
REPAffi.
~~~
CRACK OR DAMAGED AREA ~
CLEAN DAMAGED AREA o\~LY' ~
\ ~5° APPROX.
SAND AND CLEAN SURROUNDING AREA. ~
FILL BACK SIDE WITH RESIN AS NECESSARY

TO OBTAIN ORIGINAL T H l C 7
FIRST PATCH IS PLACED

~
OVER ENTffiE DAMAGED
AND CLEANED AREA.
o~ SECOND PATCH SMALLER

IN DIAMETER IS PLACED
OVER FmST PATCH.
SMOOTH THE PATCH AREA

WITH FINE SANDPAPER
THIRD PATCH SMALLER

IN DIAMETER IS PLACED
OVER SECOND PATCH, ETC.
o
Figure 16-7. Fiberglass Repair
the aircraft. Three types of temporary repairs for it will require a considerably longer period
cracked plastic are possible. No repairs of any kind of time to attain the same result as pro-
are recommended on highly-stressed or compound duced by the buffing wheel.
curves where the repair would be likely to affect the
pilot's or copilot's field of vision. Curved areas are j. When buffing is finished, wash the area thor-
more difficult to repair than flat areas and any re- oughly and dry it with a soft flannel cloth. Allow the
paired area is both structurally and optically inferior surface to cool and inspect the area to determine if
to the original surface. full transparency has been restored. Then apply a
b. When a crack appears in a panel, drill a hole at thin coat of hard wax and polish the surface lightly
the end of the crack to prevent further spreading. with a clean flannel cloth.
The hole should be approximately 1/8 inch in dia-
meter, depending on the length of the crack and thick- NOTE
ness of the material.
c. Temporary repairs on flat surfaces can be ef- Rubbing a plastic surface with a dry cloth will
fected by placing a thin strip of wood over each side build up an electrostatic charge which attracts
of the surface and then inserting small bolts through dirt particles and may eventually cause scratch-
the wood and plastic. A cushion of sheet rubber or ing of the surface. After the wax has hardened
aircraft fabric should be 'placed between the wood and dissipate this charge by rubbing the surface
plastic on both sides. with a slightly damp chamois. This will also
d. A temporary repair can be made on a curved sur- remove the dust particles which have collected
face by placing fabric patches over the affected areas. while the wax was hardening.
Secure the patches with aircraft dope, Specification
No. MIL-D-5549, or lacquer, Specification No. MIL-
L-7178. Lacquer thinner, Specification No. MIL-T- RADOME REPAIR PROCEDURES.
6094 can also be used to secure the patch temporarily.
e. A temporary repair can be made by drilling. a. Remove radome in accordance with Section 3.
small holes along sides of the crack 1/4 to 1/8 inch Repair procedures are developed with the objective
apart and lacing the edges together with a soft wire. of equaling as nearly as possible the electrical and
Small stranded antenna wire makes a good tempor- strength properties of the original part with a mini-
ary laCing material. This type of repair is used as a mum increase in weight. This can only be accomp-
temporary measure only, and as soon as facilities lished by repairing damaged parts with approved ma-
are available, the panel should be replaced. terials and working techniques. For convenience in
f. Scratches on transparent plastic surfaces can be presentation and for clarity in designating repair pro-
removed by hand-sanding operations followed by cedures to be used, damages to solid laminate ra-
buffing and polishing, provided subsequent instruc- domes in this procedure shall be divided into
tions are followed carefully. Wrap a piece of No. classes according to severity, as follows:
320 (or finer) sandpaper or abrasive cloth around 1. Class I Repair. Surface scratches, scars or
a rubber pad or wood block. Rub the surface around erosion not penetrating through the first ply of
the scratch with a circular motion, keeping the fabric.
abrasive constantly wet with clean water to prevent 2. Class II Repair. Punctures, de laminations,
scratching the surface further. Use minimum pres- contaminates or fractures extending through the first
sure and cover an area large enough to prevent the ply down into the laminate but without damage to the
formation of the "bull's-eye" or other optical dis- opposite facing.
tortions. 3. Class ill Repair. Damage extending completely
through the laminate affecting both faCings.
CAUTION 4. Class IV Repair. Defect which does not exceed
an area . 5 inch square and surface has not been
Do not use a coarse grade of abrasive; No. broken and does not occur more than twice in any 1
320 is the maximum coarseness permitted. foot square area.
5. Class V Repair. Delamination in edge bond ex-
g. Continue the sanding operation, using progres- tending up to 1/8 inch out from drilled holes; delami-
sively finer grade abrasives. nations not extending more than 1/2 ioc h from trim-
h. When the scratches have been removed, wash the med edges and approximately 1 inch in size.
area thoroughly with clean water to remove all the
gritty particles. The entire sanded area will be b. Repair Techniques.
clouded with minute scratches which must be re-
moved to restore transparency. 1. Class I Repair. Surface scratches, scars or
i. Apply fresh tallow and buffing compound to a erosion not penetrating through the first ply shall be
motor-driven buffing wheel. Hold the wheel against repaired as follows:
the plastic surface, moving it constantly over the (a) Clean damaged area thoroughly and carefully
damaged area until the cloudy appearance disappears. using a clean cloth saturated with methyl-ethyl-
A 2000-foot-per-minute surface speed is recom- ketone or another approved cleaning agent.
mended to prevent heating, distortion, or burns. (b) Lightly sand the damaged area, using No. 280
grit sandpaper, clean the sanded surface thorough-
NOTE ly, using methyl-ethyl-ketone, Specification TT-
M-261. Moisture and solvents should be complete-
Polishing can be accomplished by hand, but ly removed to prevent their inhibiting the cure of
I
310 SERVICE MANUAL
the resin. be removed less one inch. (Five inches if six

(c) Apply one or two coats (depending on severity plies are to be removed, four inches if five plies
of the abrasion) of the following resin mix to the are to be removed, etc.) Overlap should be at
abraded surface. least one inch per ply of glass cloth.
(c) With the aid of a straight edge, use a sharp
Composition knife or other specially prepared cutter and cut
along the lines scribed in the outermost ply. Use
Resin Selectron 5003 100 parts by weight extreme care not to cut or score the underlying
(Alternate: Hetron 92) ply. A suggested method is to cut through the
Lupersol DDM 0.5 to 1. 5 parts by overlaying ply in a series of cuts rather than at-
weight tempt to cut through the ply in one cut.
Luperco ATC Paste . 95 to 1. 05 parts by (d) Remove the cut ou termost ply by inserting the
weight knife blade under the corner and prying loose care-
Nuodex Cobalt 4 to 8 drops/lb. resin fully. When this outermost ply is removed, scribe
on the next exposed ply a similar outline except
I Refer to last page of Section 16 for vendor infor-

mation.
reducing the dimensions one inch in all directions.
(Overlaps shall be one inch each ply.) Repeat this
procedure until all the damaged plies have been
Mixing Procedure removed.
(e) Lightly sand exposed plies and clean surfaces
Dissolve ATC Paste in the resin and thoroughly using methyl-ethyl-ketone, Specification TT-M-261,
mix. Add Nuodex Cobalt and mix. Add DDM and and allow to dry thoroughly preparatory to com-
thoroughly mix. pleting repair buildup.
Bench Life WARNING
Approximately 30 minutes at room temperature. The sanding operation on glass cloth reinforced
laminates gives off a fine dust that may cause
(d) Over this coated surface, apply a sheet of skin irritation. Breathing of an excessive
colored cellophane or polyvinyl alcohol film ex- amount of this dust may be injurious, therefore,
tending two or three inches beyond the surface. precaution as to skin and respiratory protection
The cellophane or PV A prevents exposure to the will be observed
air and will provide a smooth surface against
which the resin may cure. (f) Cut patches from the same type of fabric as
(e) Tape cellophane or PYA in place and work out was used in the original part. Cut the fabric
air bubbles and excessive resin with the hand or a patches to the size of each hole. Impregnate the
rubber squeegee. Cure the resin as follows: cloth patches with the resin mix speCified under
(1) Gel resin any surface temperature from Repair Method I, paragraph (c). Sandwich each
80°F up to a maximum of 150°F. patch ply between two sheets of PV A or cellophane
(2) After gelation the repaired area is cured larger than the patch by at least two inches on all
at a surface temperature of 120 to 150° F for sides. (See Figures 16-3. and 16-4.) The im-
30 minutes. The surface temperature is then pregnated glass cloth shall contain 45-50 percent
raised to 200-230° F and maintained for 30 min- of catalyzed resin after cellophane has been re-
utes. Heat may be obtained by heat lamps, glo moved. (Weight of resin equal to weight of dry
rods, ~tc. glass cloth comprises 50 percent resin content. )
(f) After the resin has cured or set, remove the Brush a coat of resin on the surface of the scarf-
cellophane or PYA from the cured resin and re- ed plies.
move any excessive resin by sanding lightly. (g) Fit the smallest patch in place taking care to
2. Class n Repair. Punctures, de laminations , avoid entrapping air under the patch. Smooth out
contaminates or fractures extending through the first all wrinkles and trim to fit. Add successive plies
ply down into the laminate but without damage to the in a like manner the warp direction of each patch
opposite facing. ply approximately the same as that of the original
ply.
Method I (Stepped Joint Method). (h) Surround the patch with a bleeder and cover
the entire area with polyvinyl alcohol film and
(a) The preferred method of removing damaged secure in an air tight seal with either double-
plies in accomplishing a Class n Repair is by the backed tape or extruded sealing tape or both.
stepped joint method. For small damages the Evacuate the area under the PV A film. Sweep out
scarf method of repair may be used. entrapped air and excess resin with the motion of a
(b) Ascertain the extent of the damaged area by rl~hher squeegee or a similar device. The motion
visual inspection, using a strong light source, of the squeegee shall be slow enough so that the
prior to beginning repair. With aid of a straight air bubbles will be swept clear of the laminate by
edge or compass, outline the damaged area by the wave, or motion of the excess resin. The air
scribing a rectangle with rounded corners or circle bubbles may be observed through the transparent
thatwill necessitate removal of a minimum of PYA sheeting and the wiping process will continue
sound material. Extend the sides of the circle a until all air bubbles are swept past the edge of
distance in inches equal to the number of plies to the laminatf'. The working or wi~L'"'!g of the lami-
Change 3
I
310 SERVIC E MANUAL STRUCTU'UL REPA'R 16-14A/16-14B
nate will be stopped when the plies of fabric are in the same posltiun. (Sec Fil-,'ure 16-G.)
firmly packed together. Further wiping will 4. Class IV Repair. Defects which du nut exceed
create air or vapor voids observable as a whiten- an area o. 5 inch square and the surface has not heen
ing and a loss of transparency. Should the PV A broken and does nut occur n.ore than twice in any 1
sheet be punctured during the void-free working fout square area.
or wiping process, the hole may be repaired wi th (a) If surface IS broken, sand smuoth.
transparent tape and the air which has penetrated (b) Drill 2 to 3 No. 50 hules intu the damaged skin
the bag whall be worked from the laminate. Vacu- spaced throughout the damal{ed area. Inject resin
um pressure shall be maintained during the com- mix under Class I Repair, paragraph (c), with ;.
plete curing process. hypodermic syringe and needle to insure contact
(i) Cure repaired area as described under Repair with all surfaces and to obtain a maximum possi-
Method I, paragraph (c). After the resin has ble "wetting up" of the fractured skin.
cured, remove the PV A from the cured resin and (c) Cure as described under Class I Repair,
remove any excessive resin by sanding lightly. parabrraph (c).
5. Class V Repair. Delamination in edl{e band ex-
Method II (Scarf Joint Method). tending up to 1/8 inch uut from drilled holes; delami-
nations not extending more than 1/2 inch inward from
(a) The scarf joint method may be used when the trimmed edges and approximately 1 inch in size.
repair of a damaged area will require removal of (a) Work as much resin mix as possible under
an area less than three-inches in diameter. Class I Repair, parabrraph (c), into the discrepant
(b) The scarf method consists of sanding out the area. Resin may be injected into the delaminated
damaged plies to a circular or oval disc shape. area along the panel edges with a hypodermic
(See Figure 16-5.) The damaged plies will be syringe and needle through holes drilled with a
scarfed back carefully to a distance of at least 50 No. 50 drill bit. Extruded Sealing Tape placed
times the total face ply thickness by USing polisher- around the needle and against the panel will force
sander Stock No. 5130-537-3394, or by hand- the resin throughout the delaminated area.
sanding using No. 180 grit sandpaper. The scarf- (b) Apply pressure, if necessary, with C -clamps
ing operation will be performed very accurately to or vacuum blanket. Cure per paragraph (3),
provide a uniform taper and usually requires some under Class I Repairs.
practice before acceptable scarfs are obtained.
(c) The glass cloth laminations for the facing re- Rain Erosion Coating Application (Radome).
pairs are prepared with the largest piece being
cut to the exact shape of the outside of the scarfed Rain erosion resistant coatings shall be repaired if
area. The smallest piece is cut so that it over- worn away, blistered, peeled or otherwise defective.
laps the scarfed area by its proportionate amount, If the a.rea is exposed to spilled or leaked oil, use
depending on the number of plies in the repair and only the epoxy enamel finish described later in this
the intermediate pieces are cut so as to have equal paragraph. Normal rain erosion coating specifica-
taper. tions are:
(d) Process the prepared area in accordance with
paragraphs (f), (g), (h) and (i) under Class n MIL-C-7439, Coating Systems, Elastometeric,
Repairs, Method I. Rain Erosion Resistand and Rain Erosion Resis-
3. Class III Repair. Damage extending completely tant with Anti -static Treatment for Exterior Air-
through the laminate affecting both facings. craft <1nd Missile Plastic Parts.
(a) Damages completely through the laminate
shall be repaired by removing and replacing the The repair materials are listed below, in order of
damaged material as previously outlined under their application:
Class II Repair. Never remove inner and outer
radome face ply at the same time. One facing Primer: Bostick No. 1007, made by B. B. Chem-
will be completed before repair is made on the ical Co., Cambridge, Mass. Methyl-ethyl
opposite facing. On solid laminate radomes, 1/2 Ketone is a suitable thinner.
of the damaged face plies will be removed from Rain Erosion Resistant Coating: consists of No.
one side and the buildup repair completed, then 1801C Top Coat Cement and No. 983C Accelera-
repeat removal and new plu buildup procedures on tor. Both made by Goodyear Tire and Rubber Co. ,
opposite Side. Akron, Ohio.
(b) To accomplish Class III Repairs, it is neces-
sary that the opposite side of the laminate be pro- The above items (Primer, Top Coat Cement and Ac-
vided with a temporary mold or block to hold the celerator) are included in Goodyear Kit No. 23-56
laminate in place dur ing the first face ply buildup. for brush application. For spraying, use Kit No.
(c) The damaged facing shall be removed and re- 23-56S which includes No. 1803C Diluting Solvent.
placed as previously outlined for removing and re-
placing damaged plies for Class II Repair. Repeat Goodyear Kit No. 23-57 (brUShing) or No. 23-57S
repair procedures on the opposite facing except (spraying) Kits differ from Nos. 23-56 and 23-56S
the cut out ply area will be larger by approxi- in that they include Anti-static Surfacer Cement No.
mately two inches than the first ply cut out area on 1804C and No. 983C Accelerator.
the opposite face repair. This will prevent the
joints in the inner and outer repair area from being Gaco N-79 Rain Erosion Coating Kit may be used as
Change 4
an alternate and is manufactured by Gates Engineer- room temperature until tack free. On the antenna
ing Co., P. O. Box 1711, Wilmington, Delaware. housing only, follow with Anti-Static Surfacer Ce-
This kit includes N-700-9 Top Coat Cement, N-300-9 ment properly prepared by mixing with accelerator
Accelerator and N-450-9 Thinner (Methyl-ethyl and thinning as required. Allowing a minimum of
Ketone or Toluene may be used as alternate). five and a maximum of 15 minutes between applica-
tions, apply three to four coats to give a total thick-
All materials must be free of lumps, separation, ness of O. 001 to 0.003 inch when dry. Allow to cure
gelation or dry skin on the surface of liquids. Ac- to a tack free condition which requires about eight
celerators must be stirred before mixing with other hours at room temperature or four hours if held at
materials. Allowable age, work life, standing time 65°C (149°F) +5°C. The oil rt!sistant coating ma-
at drying intervals for the materials shall all be terials are:
governed by the manufacturer's instructions, where
given. Damaged coatings should be removed by MIL-C-8514 Wash (pretreatment).
covering the area with a cloth pad saturated with O-A-396 Alcohol-Ethyl, Grade ill.
toluene and allowing it to remain for several minutes. No. 3725 Black Enamel Epoxy, manufactured
Remove loosened material with a stiff brush or by by Andrew Brown Co., Irving, Texas.
scraping with a dull edged metal or wooden scraper. Catalyst Thinner for No. 3725 mack Enamel
The original surface should be exposed and remnants Epoxy, manufactured by Andrew Brown Co. ,
of the old coating removed by sanding if necessary. Irving, Texas.
Rough places or pits in the fiberglass should be
smoothed over by use of: Prepare the surface ~s described above. Mix the
Wash Primer by mixing one part of acid additive
Td-on Putty, No. P244, manufactured by (supplied with primer) to four parts of the base
Brooklyn Varnish and Mfg. Co., Brooklyn, primer. Thin as necessary by adding a maximum of
N.Y. 1 part of the Alcohol to 5 parts of well-stirred acid-
ulated primer and again stirring. Brush or spray
When the putty is dry, sand the surface with 180 grit one coat to a cured film thickness of O. 0002 to O. 0003
or finer sandpaper, wash the fiberglass surfaces at inch. Allow not less than one hour nor more than
least three times with a generous amount of xylene four hours drying time before applying next material.
(TT-X-916), if not available, use toluene (TT-T-548) The basic Epoxy Enamel and Catalyst Thinner are
or Trichloroethylene Military Specification MIL-T- stirred, then mixed in equal parts and stirred well
7003. Avoid touching the surface with bare hands be- again. The mixture must then be tightly sealed and
fore applying finish. The work must be protected stored for one hour at 27°C (80° F). It must not be
from dust and other contaminants during the drying thinned or thickened but shall be discarded if not
periods. A sample strip should always be coated and suitable for use. The mixture must be used within
examined before application to the aircraft parts. 24 hours or discarded. Apply in three spray coats,
Apply the primer, properly thinned, to a total dried allowing 20 minutes between coats. For a smooth
depth of 0.001 to 0.002 inch in two or three brUShed surface, sand with very fine abrasive when dry, be-
coats. Allow to dry at least five minutes between tween coats. Elevated temperature drying for 15
coats and 20 minutes for the last coat to dry. Mix minutes at apprOximately 49°C (120°F) is permis-
Top Coat Cement and Accelerator in the proportions sible.
of 16 parts Cement to 1. 37 parts Accelerator by
volume. Apply about 4 brushed coats to a total dried NOTE
thickness of 0.008 to 0.012 inch. Dry each applica-
tion for a period of from ten to sixty minutes before In case of conflict between the above instruc-
applying the next. Air bubbles may be removed by tions and those supplied by the repair mate-
spraying lightly with equal parts of Methyl-ethyl rials manufacturer, the latter will take prec-
Ketone and toluene after each coat is applied. Pro- edence.
tect from dust and allow the final coat to cure at
Change 8
I
16-16 aTRUCTURAL "!!PAl" 310 SERVICE MANUAL
FABRICATION OF BALANCE FIXTURE.

CAUTION
Refer to the applicable manual
for balancing instruction.
a. The balance fixture is used for
balancing control surfaces for the
following airplanes:
310POOOl AND ON
320DOOOI AND ON
335-0001 AND ON
340-0001 AND ON
401-0001 AND ON
402-0001 TO 402COOOl
414-0001 TO 4l4AOOOl
421-0001 TO 421COOOl
b. Fabricate balance fixture to
dimensions and instructions given in
figure 16-8.
Change 9
310 SERVICE MANUAL
-18. 25 (TYPICAl)
~L-______~~~:=I~~"w~~:~~·~~~~~!~~''.=,"=G._____________
.UOOIl-1
'''_"_ON__'_''~"~'O_'____)'_O_"O~)="~"_O_"_'____~:~~~~~~,~~.o 1.00
t t
.50 (TYPICAL)
s-- 25.80 ---r------------ 25.80 - - - - - - - - - - - - - i

~-----------------24.75----------------~
1--------- 18.95 ----------1

GLUE PIN IN 1-----------14.50 --------1
1~6IT1~ I' 12.15----,-1'1 •• J .5,0 l.LJJ-L

r I,
LU- let I
1-1 ~-.-50----/-r-~---i 2JT.38
.70 (REFERENCE) (TYPICAL)
~
BALANCE POINT
NUMBER 30 (.128) HOLE
TO HATCH HANGER ASSEMBLY
(8 REQUIRED)
3/16 x 1-7/8 WOODEN DOWEL PIN

CHAMFER 45° x .03 EACH END
2 REQUIRED)
PAINT THIS PAINT THIS SILKSCREEN DR STENCIL

AREA GREEN AREA YELLOW LETTERING AND LINES
AS SHOWN
o 0
BALANCE TOLERANCE LIMITS BEAM MATERIAL: WOOD

(PAINTED WHITE EXCEPT WHERE SHOWN)
~ GREEN - AILERON
00%(/:1 GREEN AND BLUE - ELEVATOR
mI:m:m~ GREEN. BLUE AND YELLOW - RUDDER
THE BALANCE FIXTURE IS USED
FOR BALANCING CONTROL SURFACES
FOR THE FOLLOWING AIRPLANES: 54147001
310PooOl AND ON
32000001 AND ON
335-0001 AND ON
340-0001 AND ON
401-0001 AND ON
402-0001 TO 402COOOl
414-0001 TO 414AOOOl
421-0001 TO 421COOOl
..,-Figure 16-8. Balancing Fixture Fabrication (Sheet 1 of 2)
Change 9
16-18 aT.. UCTU .. AL "E~AI" 310 SERVICE MANUAL
.10 RADIUS CHAMFER .03 x 450 (TYPICAL)

2.35
MS20470AD3-5 L '\)-.O
RIVET
(3 REQUIRED) I 0.25 RADIUS U
~1.50---l
1/8 INCH DIAMETER
STEEL ROD PIN
FABRICATION
HANGER FABRICATION (2 EACH REQUIRED)
MATERIAL .063 ALUMINUM
2024-T42 CLAD
.20 BEND RADIUS
0.75 - 1 - - - - 1
1.00 ~------I
0.125 SCRIBE
CENTERLINE
BALANCE WEIGHT MATERIAL, COMMERCIAL
STEEL. WEIGHT 4 OUNCE (.25 POUND)
ALL DIMENSIONS APPROXIMATE)
'I .010 MAXIMUM FLAT ON
TOP SURFACE THIS AREA
-l.-i====::::""""
1. 50 RADIUS
2.30
.50 -------\ ~
I- 4.00 ------i 'I, 5.50----1,1 . 30 14803001
MANDREL FABRICATION 14803002
MATERIAL: COMMERCIAL STEEL
Figure 16-8. Balancing Fixture Fabrication (Sheet 2) ~
Change 9
310 SERVICE MANUAL 8T.. UCTU .. AL .. e~AI" 16-19
BALANCING PROCEDURES. NOTE

It is recommended that control surface Make sure rudder control surface
balancing be accomplished in a draft-free has freedom of movement and does
room/area using the balancing equipment not drag on mandrels and bonding
fabricated from instructions contained in wires do not interfere with move-
figure 16-8. If the balancing fixture is ment of control.
not used balancing must be within limits
of allowable balance tolerances. The
control surface hinge must be supported on
a knife (minimum friction) edge and all
conditions of balancing procedures shall
d. Secure the rudder trim tab in a
streamlined position with a minimum amount
of masking tape as required and install
associated hardware.
I
apply. e. Locate the position for balancing
fixture on the rudder and place balancing
Use only Cessna specified part numbers for beam in position.
add on weights. Install weights using
only the existing attachment provisions. NOTE
Do not alter the airplane structure except
as noted for adding weights. If balancing If balancing beam position falls
cannot be accomplished within limitations on a rivet line, it will be nec-
specified by balancing procedures, it may essary to move the beam to one side
be possible to reduce weight by stripping to provide a flat surface for the
excessive paint and repainting. If weight balancing beam. Tbe balancing beam
cannot be corrected to allow balancing, must be perpendicular to the binge
the control surface shall be replaced. centerline and tbe trailing edge
I
of tbe rudder control surface must
NOTE be firmly seated in tbe cutout of
tbe bangar. Ensure tbat balance
Be certain control surface weights point on tool is aligned witb rudder
are installed, surfaces are clean, hinge centerline.
all foreign matter inside control
surfaces removed, painted and hinge f. If tbe rudder assumes position par-
bolts installed. Surfaces which allel with base of mandrel and the balance
have trim tabs incorporated must weight is witbin the Green, Blue and
have the tab secured in a stream- Yellow range, the rudder is statically
lined position and push-pull rods, balanced.
with attaching hardware on the trim g. If rudder assumes a position of
tab, and installed before starting trailing edge up wben balance weight is on
balancing procedures. If balancing aft end of range, rudder is overbalanced
cannot be accomplished with limita- and needs weight removed.
I
tions specified by the balancing
procedures with paint and surface NOTE
fillers at minimum requirements,
the control surface shall be re- Correct overbalance by drilling
placed. holes in weight to remove material.
Do not remove material within .25
inch of attaching bolts.
BALANCING FIXTURE.
h. If rudder control surface assumes
a. Install hanger assembly in the appro- position of trailing edge down wben bal-
priate position for the surface being ance weight is on forward end of range,
balanced. rudder surface is underbalanced and needs
I
b. Place mandrel on a table or other more balance weight added.
suitable flat surface and center balancing
beam on mandrel at the centerline of bar. CAUTION
c. Add washers to dowel pins until a
balanced condition is obtained. Total rudder balance weight, ex-
cluding attaching hardware for
weights, shall not exceed 6.3
RUDDER BALANCING PROCEDURE. pounds.
a. Remove rudder from airplane in accord- i. Tbe approximate amount of weigbt

ance with Section 7. needed for underbalance may be determined
b. Tape rotating beacon wire along the by placing small amounts of loose weight
leading edge of the rudder. in the balance weight area.
c. Insert hinge bolts in place and posi-
tion rudder on mandrels with bolts resting
on the knife edge.
Change 9
16-20 aT"UCTU"AL "~AI" 310 SERVICE MANUAL
I
j. Balance weight may be added by in- NarE
serting lead into existing boles of
weight and staking. If holes are not Correct overbalance by drilling
available to insert added weigbt, it will holes in weigbt to remove material.
be necessary to install new weights.
NarE
Do not remove material wit bin .25
incb of attaching bolts. I
h. If the aileron assumes position of
The rudder tip and mounting screws trailing edge down, when balance weight is
must be installed each time the on forward end of range, aileron is under-
rudder is cbecked for balance. balanced and needs more balance weigbt
added.
k. Install rudder in accordance witb
Section 7. CAUTION
AILERON BALANCING PROCEDURE Balance weigbt for aileron excluding
attacbing bardware sball not exceed
a. Remove aileron from airplane in 1.75 pounds for La aileron or 1.05
accordance with Section 5. (The outboard pounds for RB aileron. Internal
hinge is a pin.) balance weights shall not be altered
b. Balance the fixture for aileron to accomplisb balancing.
control surface.
c. Insert hinge bolt in place and i. Tbe approximate amount of weigbt
position aileron on the mandrels with bolt added for underbalance may be determined
and pin resting on tbe knife edge. by placing small amounts of loose weigbt
in the balance weigbt area.
CAUTION j. Balance weigbt may be added by insert-
Be sure bolt is inserted in correct

hinge location (upper hole).
ing lead into existing holes of the weight
and staking. If boles are not available
it will be necessary to install new weights.
I
NOTE NarE
Yake sure aileron control surface Tbe aileron balance weigbt must be
has freedom of movement, does not removed from the aileron in order to
drag on mandrels and tbe bonding remove excess weight.
straps are free.
CAUTION
d. Secure tbe trim tab on tbe left-hand
aileron in a streamlined position witb a Make certain bolts securing weigbt
minimum amount of masking tape as required in place are tigbt before instal-
I and install associated bardware.
e. Locate the position for balancing
ling aileron on airplane.
fixture on the aileron and place balancing k. Install aileron in accordance with
beam in position. Section 5.
NarE ELEVATOR BALANCING PROCEDURE.

If balancing beam position falls on a a. Remove elevator in accordance with
rivet line, it will be necessary to Section 6.
mO.ve tbe beam to one side to provide a b. Balance the fixture for elevator con-
flat surface for tbe balancing beam. trol surface.
Tbe balancing beam must be perpen- c. Insert hinge bolts in place and posi-
dicular to the hinge centerline, and tion elevator on the mandrels with bolts
trailing edge of the aileron control resting on the knife edge.
surface must be firmly seated in the
I
cutout of the hangar. Ensure tbat NOTE
balance point on tool is aligned witb
aileron hinge centerline. Make sure elevator control surface
has freedom of movement, does not
f. If the aileron assumes a position drag on mandrels and bonding
parallel witb base of mandrel and the straps are free.
balance weight is within Green range, the
aileron is statically balanced. d. Secure the elevator trim tab on
g. If aileron assumes a position of rigbt-hand elevator in a streamlined
trailing edge up, when balance weight is
on aft end of range, the aileron is over-
balanced and needs weigbt removed.
position with a minimum amount of masking
tape as required and install associated
hardware. I
Change 9
I
310 SERVICE MANUAL 8T"UCTU .. AL .. ~.. AI.. 16-20A
e. Locate tbe position for balancing b. If tbe elevator assumes position of

fixture on tbe elevator and place balanc- trailing edge down when balance weigbt is
ing beam into position. on forward end of range, elevator is
underbalanced and needs more balance
NarE weigbt added.
If balancing beam position falls on
a rivet line it will be necessary
to move tbe beam to one side to
provide a flat surface for tbe
balancing beam. Tbe balancing beam
must be perpendicular to tbe binge
CAUTION
Total elevator balance weight, ex-
cluding attaching bardware, sball
not exceed 9.7 pounds for eitber
elevator.
I
centerline and trailing edge of tbe
control surface must be firmly i. Tbe approximate amount of weight
seated in tbe cutout of tbe bangar. needed for underbalance may be determined
Ensure tbat balance point on tool by placing small amount of loose weight in
I is aligned witb elevator binge

centerline.
f. If tbe elevator assumes a position
tbe balance weigbt area.
j. Balance weigbt may be added by insert-
ing lead in existing boles of tbe weigbt
and staking. If boles are not available
I
parallel witb base of mandrel, and tbe it will be necessary to install new weights.
balance weigbt is witbin tbe Green and
Blue range, tbe elevator is statically NarE
balanced.
g. If tbe elevator assumes a position of Eacb time tbe elevator is cbecked
trailing edge up wben balance weigbt is on for weigbt and balance, tbe eleva-
aft end of range, elevator is overbalanced tor tip must be installed and eleva-
and needs weigbt removed. tor tip screws must be in tbe proper
location (sbort screws toward aft
NOTE end of elevator).
Correct over balance by drilling k. Install elevator in accordance witb
I boles in weigbt to remove material.

Do not remove material wit bin .25
incb of attacbini bolts.
Section 6.
Change 9
16-208 STlitUCTUlitAL IIt!"Allit 310 SERVICE AlA.'WAL
* DIMENSION IS MEASURED ALONG

TRAILING EDGE OF CONTROL SURFACE
ADD WASHERS AS NECESSARY
TO BALANCE THE FIXTURE
POSITION HANGER ASSEMBLY AT
APPROPRIATE HOLES FOR EACH
CONTROL SURFACE WHICH IS TO
BE BALANCED.
BALANCE TOLERANCE LIMITS
~
BALANCE POINT
~====::::J""-----, MARKED ON TOOL
BALANCING FIXTURE
LOWER SURFACE DOWN
AILERON: tHINGE
PLACE BALANCED FIXTURE (REFER TO BALANCING PROCEDURES)
ON MILERON PER DIMENSION.
LEFT-HAND SIDE
SURFACE DOWN
1
*59.0
TOOL BALANCE WIEGHT RUDDER: PLACE BALANCED FIXTURE
BALANCE POINT ON TOOL MUST ~REFER TO BALANCING PROCEDURES)
BE ALIGNED WITH CONTROL ON RUDDER PER DIMENSION.
\ _ _ _ _ _ _ _ _~~----~SURFACE HINGE LINE. ~::~~:=~~~:~~~~e=~
BALANCE - II XII
-"'=9F=====.;;=11;=~=-=-=;;;;;;:nrt_ r HINGE TOLERANCE
't LIMITS
BALANCE IS ACHIEVED WHEN

TOOL BALANCE WEIGHT IS
LOWER SURFACE DOWN WITHIN CONTROL SURFACE
ELEVATOR: BALANCE TOLERANCE LIMITS 52101004R
PLACE BALANCED FIXTURE (REFER TO BALANCING PROCEDURES) AS DEFINED ON BALANCE 14101002
ON ELEVATOR PER DIMENSION. FIXTURE AND X AND Y ARE EQUAL. 59601001
BALANCE CONDITION
SURFACE ALLOWABLE BALANCE TOLERANCE OVERBALANCE IS DEFINED AS THE CONDITION THAT EXISTS WHEN SURFACE
IS LEADING EDGE HEAVY AND IS DEFINED BY SYMBOL (-)
AILERON +.75 TO -.75 INCH-POUNDS
~
ELEVATOR +.75 TO -2.00 INCH-POUNDS
RUDDER +.75 TO -3.75 INCH-POUNDS
VALUES ARE THE TOLERANCES
ALLOWABLE FOR CONTROL UNDERBALANCE IS DEFINED AS THE CONDITION THAT EXISTS WHEN SURFACE
SURFACE BALANCE. THESE IS TRAILING EDGE HEAVY AND IS DEFINED BY SYMBOL (+)
VALUES MAY BE USED TO
DETERMINE BALANCE WHEN
THE BALANCE FIXTURE IS
NOT USED.
NEUTRAL - STATIC BALANCE IS DEFINED AS THE CONDITION THAT EXISTS

WHEN SURFACE IS HORIZONTAL WHEN BALANCED .
.-{:t=~~~
51803001
59601001
Figure 16-9. Static Balancing Aileron. Rudder and Elevator (Sheet 1 of 2)-...
Change 9
310 SERVICE MANUAL eT"UCTU"AL "PAl" 16-21 I
-- --
ATTACHING BOLTS
RUDDER BALANCE WEIGHT
REMOVE THESE SCREWS

AND NUTS TO REMOVE AILERON BALANCE WEIGHT
BALANCE WEIGHT.
r---- BALANCE WEIGHT
ATTACH BOLTS
ELEVATOR BALANCE WEIGHT

58342002
Figure 16-9. Static Balancing Aileron, Rudder and Elevator (Sbeet 2) ~
Change 9
16-22 8T"UCTU'UL "I!PA'" 310 SERVICE MANUAL
1. FIB ERG LASS 7. . 040 INCH 2024 T42 ALCLAD
2. .016 INCH 2024 T3 ALCLAD 8. .020 INCH 2024 T3 ALCLAD
4. .025 INCH 2024 T42 ALCLAD 10. HONEYCOMB
6. .032 INCH 2024 T42 ALCLAD
5 5 5 8 8 3 2 2
1--10
~--4
4- -H--4
4
1 6
2 2 2 2 3 3
I I'
11--
h---.-4---1
11
,..-
I
I
5
L"\
4-- t----4
/
1---4
5
6 8 8 3 9
I
1 3
Figure 16-10. Wing Skin

310 SERVICE MANUAL ST .. UCTU .. AL .. EPA ... 16-23
1. .016 INCH 2024 T3 ALCLAD 7. FIBERGLASS
2. .025 INCH 2024 T42 ALCLAD 8 .• 050 INCH 2024 T42 ALCLAD
5. .032 INCH 2024 T42 ALCLAD 11. POLY-CARB

6. • 040 INCH 2024 T3 ALC LAD 12. ROYAUTE
\ 3 11
12
6
2
• 5 4 2 11
•
•
6 12
2 4 10 5
Figure 16-11. Fuselage Skin
Change 6
310 SERVICE MANUAL
1. FIBERG LASS
2. .016 INCH 2024 T3 ALCLAD
4. .025 INCH 2024 T42 ALCLAD
6. . 020 INCH 2024 T3 ALCLAD
......--2
VERTICAL FIN AND RUDDER
,-
1 2 3 3 2
I
~
•
~ \ L
•
•
HORIZONT AL STABILIZER
2 2 2 2 6 2 2 2 2
ELEVATORS
LTRIM TAB
Figure 16-12. Empennage Skin

310 SERVICE MANUAL 8T"UCTU"AL "EPAI" 16-25
A-A
CARRY EXISTING
EDGE DISTANCE-__ RIVET PATTERN
2D MIN. THRU PATCH.
SPACING
4-8D
TYPICAL
RIVET TABLE
SKIN GAGE IRIVET DIA. .50R MIN.
TYPICAL
.020 3/32
.025 1/8
.032 1/8
.040 1/8
.051 5/32
I ORIGINAL PARTS
~~
I I REPAIR PARTS
_ REPAIR PARTS IN CROSS SECTIOIIo
Figure 16-13. Typical Over-Structure Skin Repair (Sheet 1 of 2)

16-26 8TAUCTUAAL AEPAIR 310 SERVICE MANUAL
1/4 B (BUT NOT LESS THAN 4D)
SECTION THRU ASSEMBLED PATCH
CARRY EXISTING
RIVET PATTERN
THRU PATCH
SPACING FOR PATCH--;.......- - -

SKIN AND DOUBLER
(4-8D TYPICAL)
.5R MIN. TYPICAL

-----'I~EDGEmST ANCE
2D. MIN.
EXISTING SKIN
RIVET TA BlE
SKIN GAGE I RIVET DIA.
.020 3/32
I
. 025
.032
.040
1/8
1/8
1/8
&
0
0
~
'0
0
L· :.
0
0"
.051 5/32 I:> " 0
I ORIGINAL PARTS
I I REPAffi PARTS
_ REPAffi PARTS IN CROSS SECTION
Figure 16-13. Typical Over-Structure Skin Repair (Sheet 2 of 2)

310 SERVICE MANUAL STAUCTUAAL R~PAIR 16-27
A-A
~
I
PATCH -- 2024 T3 ALCLAD
(SAME GAGE AS SKIN)
1/2" RADIUS-~,
RIVET SPACING = 6 x
RIVET DIA.
1/2" RADIUS
EDGE MARGIN = 2 x RIVET DIA.
DOUBLER -- 2024 T3 ALCLAD

(SAME GAGE AS SKIN) RIVET TABLE
. 020 3/32
.025 1/8
.032 1/8
IORIGINAL PARTS .040 1/8

~::::::
,--_~I REPAIR PARTS .051 5/32
_ REPAIR PARTS IN CROSS SECTION
Figure 16-14. Typical Clear-of-Structure Skin Repair

16-21 STftUCTUftAL REPAIR 310 SERVICE MANUAL
MS20470AD4 RIVETS
24 REQD.
EXISTING~ ~
SKIN 7.50 DIA. -=---:J
SECTION THRU PATCH
3.00 DIA. HOLE
PATCH REPAIR FOR 3 INCH DIAMETER HOLE
MS20470AD4 RIVET
16 REQD.
!-4.00 DIA.-j
! !,~:'~PATCH
E~TINGmaN~ ../ L5.00 DIA.--J
rTl
SECTION THRU PATCH
2.00 DIA. HOLE
MS20470AD4 RIVETS
8 REQD.
2.50 t-
I~
1 . DIA··I/PATCH
EXISTING SKIN Y -i i- 1. 75
DIA.
1. 00 DIA. HOLE SECTION THRU PATCH
Figure 16-15. Typical Patch Repair of Circular Holes

310 SERVICE MANUAL STfitUCTUfitAL REPAIR 1&-29
RIVET TABLE
SKIN GAGE IRIVET DIA.
. 020 3/32
.025 1/8
SECTION THRU ASSEMBLED PATCH .032 1/8
A-A .040 1/8
.051 5/32
~
EDGE MARGIN =
II 2 x RIVET DIAMETER
PATCH -- 2024 T3 ALCLAD

(SAME GAGE AS SKIN)
EDGE MARGIN =
2 x RIVET DIA.
CLEAN OUT
DAMAGED AREA
SKIN
DOUBLER -- 2024 T3 ALCLAD

(SAME GAGE AS SKIN) .rt-r-+----- EDGE MARGIN =
2 x RIVET DIA.
1/2" RADIUS
;:::=:::' ORIGINAL PARTS

' - - _....., REPAIR PARTS
Figure 16-16. Typical Insert Patch

1&-30 STRUCTURAL RI!PAIR 310 SERVICE MANUAL
1/ 4" EDGE MARGIN
..,.,--- RIVET SPACING TO MATCH

PA TTERN IN SKIN
CLEAN OUT--.....J
DAMAGED AREA
\ . . - - - - - STRINGER
FILLER -- 2024 T3 ALCLAD

(GAGE AND DIMENSIONS SAME
AS ORIGINAL STRINGER)
A-A
MS20470AD4 RIVETS
I ORIGINAL PARTS
[=~,I REPAIR PARTS
Figure 16-17. Typical Fuselage Stringer Repair (Sheet 1 of 2)

310 SERVICE MANUAL STftUCTUftAL REPAIR 16-31
, . . - - - STRINGER -- 2024 T3 ALCLAD

AS ORIGINAL)
1/ 4" EOCiE MARGIN - - - - - : 7
RIVETS SAME TYPE AND---....

~ DIAMETER AS ORIGINAL
maN~
MS20470AD4 RIVETS
A-A
I ORIGINAL PARTS
I I REPAIR PARTS
Figure 16-17. Typical Fuselage Stringer Repair (Sheet 2 of 2)

1&-32 ST .. UCTU'UL .. EPA ... 310 SERVICE MANUAL
BAD RIVET HOLE OR DAMAGED STRINGER
SHIM (SAME THICKNESS AS J SECTION)
RIVETS SAME TYPE AND

DIAMETER AS ORIGINAL
A-A STRINGER _ _ _ _ _ _ _.}
I ORIGINAL PARTS
( I REPAIR PARTS
Figure 16-18. Typical Stringer to Bulkhead Repair

I
310 SERVICE MANUAL ST"UCTU"AL REPA'" 1&-33
_~---I-----PICK UP EXISTING RIVETS
LOWER FUSELAGE SKIN @

JACK POINT/ i
FORWARD CABIN BULKHEAD - - - - -
I ORIGINAL PARTS
r REPAIR PARTS
Figure 16-19. Typical Jacking Point Reinforcement (Sheet 1 of 2)

16-34 8TRUCTURAL REPAIR 310 SERVICE MANUAL
DOUBLER - .040 2024 T3 ALCLAD
FORWARD CABIN BULKHEAD-------,~
MS20470AD4 RIVETS ----~
LOWER FUSELAGE SKIN
I I ORIGINAL PARTS
(I REPAIR PARTS
Figure 16-19. Typical Jacking Point Reinforcement (Sheet 2 of 2)

310 SERVICE MANUAL STRUCTURAL R~PAIR 16-35
FILLER - 2024 T3 ALC LAD

(GAGE AND DIMENSION SAME
AS EXTRUDED ANGLE.)
(
A-A
fSTRIP - 2024 T3 ALCLAD (SAME
.\ GAGE AS EXTRUDED ANG LEI
~E~GIN
()
5 RIVETS EACH SIDE
,e OF DAMAGED AREA
ANGLE - 2024 T3 ALCLADJ

AS EXTRUDED ANGLE)
3/4" RIVET SPACING
PICK UP EXISTING SKIN RIVETS
I ORIGINAL PARTS
;::=~
I I RE PAm PARTS
_ RE PAm PARTS IN CROSS SECTION
Figure 16-20. Typical Stringer Repair

1&-3& ST"UCTU"AL REPAI" 310 SERVICE MANUAL
\ '
~f
FILLER--2024 T3 (SAME GAGE
AND DIMENSIONS AS ORIGINAL)
I
A-A
C LEAN OUT DAMAGED AREA
1/4" EDGE MARGIN

DOUBLERS--2024 T3
(SAME GAGE AND
DIMENSION AS ORIGINAL)
3/4" RIVET SPACING
25 RIVETS EACH SIDE

OF DAMAGED AREA
MS20470A.D4 RIVET
I ORIGINAL PARTS
~[=~I REPAIR PARTS
Figure 16-21. Typical Hat Section Repair

I
310 SERVICE MANUAL ST"UCTU"AL "EPAI" 1&-31
...--- FILLER --2024 T3 ALC-LAD

(SAME GAGE AS CHANNEL)
PLATE--2024 T3 ALCLAD
(SAME GAGE AS CHANNE L)
A.-A.
CLEAN OUT DAMAGED AREA
~-- 2
/
ROWS OF RIVETS
OUTBOARD OF
. / UGHTENING HOLE
;;.3.--- CHANNE L
MS20470AD4 RIVETS
OOUBLER--2024 T3 ALCLAD
(SAME GAGE AS CHANNEL)
I ORIGINAL PARTS
I I REPAIR PARTS
Figure 16-22. Typical Channel Flange Repair

310 SERVICE MANUAL
ORIGINAL PARTS
-
I I REPAIR PARTS
REPAIR PARTS IN CROSS
SECTION
A-A
3/4" RIVET
SPACING
2 ROWS RIVETS
OUTBOARD OF
DOUBLER--2024--T3 ALCLAD LIGHTENING HOLE
(SAME GAGE AS CHANNE L)
4" EDGE MARGIN
SKIN - - - - - "
MS20470AD4 RIVETS
A 4 - - SKIN
Figure 16-23. Typical Channel Repair

I
310 SERVICE MANUAL STRUCTURAL REPAIR 16-38A/t6-38B
ANGLE--.025--2024 T3 ALCLAD
FLANGES ARE .750 X .750
PATCH--.040 2024 T3 ALCLAD
---::"''---WING SKIN
PICK UP EXISTING
RIVET PATTERN
STOP DRILL CRACK
__--MS470AD4 RIVETS SPACED

APPROX. 1. 50
FIREWALL
RIGHT ENGINE NACE LLE AREA
I ORIGINAL PARTS
( REPAIR PARTS
Figure 16-24. Typical Wing Skin Repair - Nacelle Area

310 SERVICE MANUAL STRUCTURAL RE.PAIR i6-39

I-I
A-A ~----EDGE MARGIN = 2X
RIVET DIAMETER
1/2" RADIUS---~~~IIIIIII PATCH -- STAINLESS STEEL

(SAME GAGE AS FIREWALL)
CLEAN OUT----...;
DAMAGED AREA
RIVET SPACING =
A 6X RIVET DIAMETER
DOUBLER -- STAINLESS STEEL

1/2"-RADIUS - ....411>;::;
STAINLESS
STEEL GAGE RIVET PiN EDGE MARGIN 2X
RIVET DIAMETER
.016 3/32 MS20435M
MS20427M HOLE REPAIR METHOD
(BLIND) NAS1398M
PATCH -- STAINLESS STEEL

1/2" RADIUS-~..,.
.----STOP DRILL
HOLE DIAMETER. 0937"
RIVET SPACING =
o ORIGINAL PARTS
6X RIVET DIAMETER
-
R<{?{] REPAIR PARTS
CRACK REPAIR METHOD
Figure 16-24A. Repair of Firewall

16-40 ST"UCTU"AL AI:PAI" 310 SERVICE MANUAL
STOP DRILL CRACK IF CRACK DOES

NOT EXTEND TO EDGE OF PART
2024 T3 ALC LAD
RIVET TABLE
3/32
1/8
1/8
1/8
5/32
A-A
I ORIGINAL PARTS
(;:==~I REPAIR PARTS
_ RE PAIR PARTS IN CROSS SECTION
Figure 16-25. Typical Rib Web Rep<.ir

I
FILLER--2024 T3 ALCLAD
(SAME GAGE AS RIB)
,\~UBLER--2024 T3 ALCLAD
....,...\E GAGE AS RIB)
C LEAN OUT DAMAGED AREA
~~:'
1/4" EDGE MARGIN
ANGLE--2024 T3 OR T4 ONE ROW OF RIVETS

(SAME GAGE AS RIB) AROUND DAMAGED AREA
,;
MS20470AD4 RIVETS
I
_ _I
I ORIGINAL PARTS
~=
I 1 REPAIR PARTS
A-A
Figure 16-26. Typical Rib Flange Repair

1&-42 ST .. UCTU .. AL .. EPA ... 310 SERVICE MANUAL
GUSSET--.025 2024 T3 ALCLAD
MS470AD3 RIVETS THROUGH

SKIN AND GUSSET ONLY
A-A
MS470AD4 RIVETS THROUGH
STRUCTURE. GUSSET AND SKIN
c:=J ORIGINA L PARTS

b''',,,''H REPAIR PARTS
Figure 16- 27. Typical Vertical Fin Repair

310 SERVICE MANUAL STRUCTURAL REPAIR 16 -43
NOTE
T3 ALCLAD
TO ACCOMPUSH THIS SPUCE A
REPLACEMENT SPAR MUST BE
ORDERED FROM THE FACTORY
AND CUT TO FIT AS ILLUSTRATED
I
CAP SPIJCE- 7075 T6
ANG LES . 750 X . 750
(SAME THICKNESS AS
SPAR CAP IN REPAIR
AREA)
ALL RIVETS THROUGH UPPER AND LOWER

CAP SPIJCE ARE MS470AD5 -- REMAINING
RIVETS ARE MS470AD4
A-A I-I
I ORIGINAL PARTS
;:=~
[ I REPAIR PARTS
Figure 16-28. Typical Rear Spar Repair (Station 111. 12 and outboard)
I
CAPSPLICE--.064 2024 T3ALCLAD
FORW ARD FITTING -

.050 2024 T3 ALC LADl
, . - - - - RE PLACEMENT CAP-
.064 2024 T3 ALCLAD
DOUBLER--.032 2024
"--AFT FITTING-
. 050 2024 T4 ALC LAD
REPLACEMENT WEB--. 032 2024 T3 ALCLAD
A-A B-B
ALL RIVETS THROUGH UPPER AND
LOWER CAP SPLICES ARE MS20470AD5
REMAINING RIVETS ARE MS20470AD4
I
~
I ORIGINAL PARTS
;:[=~I REPAIR PARTS
_ HE PAIR PARTS IN CROSS SEC"nON
Figure 16-29. Typical Rear Spar Repair (Station 189.20 and outboard)
31:) SERVICE MANUAL STRUCTURAL REPAIR 16-45
RIB ATTACHING ANGLE

DOUBLER--.032 2024 T3 ALCLAD
CAP SPUCE--7075 T6 ANGLES 1. 00 X 1. 00

(SAME THICKNESS AS SPAR IN REPAIR AREA)
SPACER--SAME MATERIAL AND

TIDCKNESS AS CAP SPUCE
CAP SPLICE--7075 T6 ANGLES

1. 00 X 1. 00 SAME THICKNESS
AS SPAR CAP IN RE PAIR AREA
A-A
A TOTAL OF 20 MS20470AD5 RIVETS
SHOULD BE USED THROUGH THE
UPPER AND LOWER CAP SPLICES
REMAINING RIVETS ARE MS20470AD4
I
\
I ORIGINAL PARTS
~~
I I REPAIR PARTS
Figure 16-30. Typical Front Spar Repair (Station 168. 75and outboard)
I
' - - - - - CRACK OR HOLE
PATCH - - - - - - - - - ,
MECHANICALLY EXPANDED RIVET
I ORIGINAL PART
: :(=::::;;1 REPAIR PART
_ REPAIR PART IN C!{QSS SECTION
Figure 16-31. Typical Repair of Trailing Edge of a Control Suriace

310 SERVICE MANUAL STRUCTURAL. REPA.'" 16-47
SAME CONTOUR AND THICK- ~

NESS AS DAMAGED RIB. L
STUB OF DAMAGED RIB
~ JOGGLE BOTH FLANGES

TO FIT INSIDE THE
CLEANED-UP STUB OF
THE DAMAGED RIB.
NUMBER OF ROWS OF RIVETS

IN WEB DEPENDS ON AREA
40 AVAILABLE. SEE MINIMUM
MIN SPACING. MAXIMUM SPACING
.38 MIN IS ONE INCH. RIVETS IN
FLANGES MUST BE AS SHOWN.
50 MIN
FOR RIB THICKNESS OF .032 OR

50 MIN LESS USE AD-3 RIVETS AND FOR
THICKER MATERIAL USE AO-4 •
• 38 MIN
60 MIN
_ . 3 8 TYPICAL
_
....... ..., ORIGINAL PARTS 1
___...1 REPAIR PARTS
_ REPAIR PARTS IN CROSS SECTION A-A
Figure 16-32. Typical Repair of Control Surface Rib

I
16-48 STRUCTURAL R~PAIR 310 SERVICE MANUAL
ALUMINUM PATCH ALUMINUM PATCH

(.012 OR .015) (.012 OR .015)
GLASS CLOTH
(NO. 191, 1 PLY)
•
~ ALUMINUM HONEYCOMB
PLUG OR BALSA WOOD
ALUMINUM HONEYCOMB
CORE ' - - - - DAMAGED AREA
SANDED SURFACE
(ALUMINUM SKIN) CLASS 1: DAMAGE RESULTING IN CRACK
(UPPER COWL)
CLASS 2:
----- ....:>'_____ FIBERGLASS SKIN
DAMAGE THROUGH ALUMINUM OUTER SKIN

AND ALUMINUM HONEYCOMB CORE (UPPER COWL)
, - - - FABRICATED
BLOCK
GLASS CLOTH
(NO. 181, 1 PLY) PARTING
MATERIAL
MYLAR OR
CELLOPHANE)
GLASS CLOTH
(NO. 181, 1 PLY)
ALUMINUM SKIN
- - - - ' - - - FIBERG LASS SKIN ALUMINUM
HONEYCOMB CORE
CLASS 2: DAMAGE THROUGH FIBERGLASS INNER CLASS 3: DAMAGE THROUGH ALUMINUM

SKIN AND ALUMINUM HONEYCOMB CORE HONEYCOMB CORE, ALUMINUM
(UPPER COWL) AND FIBERGLASS SKINS
Figure 16-33. Repair of Upper and Side Engine Cowling

310 SERVICE MANUAL STRUCTURAL. REPAIR 16-49
ALIGNMENT AND SYMMETRY CHECK. (See figure with Section 2. Figure 16-34 provides the measure-
16-34. ) ments and shows the relative elevation points to be
measured during the alignment symmetry check.
Before making an alignment and symmetry check the Measurements are made with a steel tape projected
aircraft should be defueled and leveled in accordance between alignment points.
POINT "A"
4R---, 4L
5R 5L
(2R TO 5L) (2L TO 5L)
/ "" \
\
/ /
2R / // "" " \
\ 2L
3R
/
I
/
/ """ \ 3L
\
~.
/
I
/
/
" \
/ "" \
---~.', J
'" "
"-
"-
"-
\ "-
(1RT03R)~
Figure 16-34. Alignment and Symmetry Check (Sheet 1 of 2)

1&-50 8TptUCTUptAL pt~PAlpt
310 SERVICE MANUAL
4L
A FT RIVET LINE
TOP VIEW STABILIZER
IR (RH SIDE)--_....
1L (LH SIDE)
<L BOLT
TOP VIEW LH WING
POINTS DISTANCE
Details of Check Points:

1L TO 3L
18' 2.50" ±1. 25"
1R TO 3R
A. Center line aft tail skid bolt.
1. Center line of bolt at gear strut and drag 2L TO 5L
brace attachment. Center line head of 18'6.70" ±2.00"
2R TO 5R
bolt RH side and shank of bolt LH side.
2. Skin trim line and inboard edge of tip 2L TO PA
fairing at front spar. 23' 3. 40" ± 1. 50"
2R TO PA
3. Same as 2 except bottom of wing.
4. Center line aft rivet line of rear stabi- 4L TO 6L
lizer at outboard edge of stabilizer. 9' 6. 70" ±1. 00"
4R TO 6R
5. Same as 4 except bottom of stabilizer.
6. Skin trim line at forward fin spar and
2L TO 6L
lower edge of tip cap. 24' 11. 00" ±2.00"
2R TO 6R
Fi~urc 16-34. A1i~nmcnt and Symmetry Check (Sheet 2 of 2)

310 SERVICE MANUAL STRUCTURAL REPAIR 16-50A /16-508
CHECKING WING TWIST AND LOCATION OF which is 4.52 inches up from the lower surface of the
THRUST LINE. (See Figure 16-35 ) front spar, and 4.00 inches up from the lower sur-
face of the rear spar.
a. Remove wing in accordance with wing removal 2. Locate a line at the tip rib (wing station 199. 92)
procedures and place wing on suitable supports be- which is 1. 44 inches up from the lower surface of
neath the root and tip ribs. the front spar, and. 81 inches up from the lower sur- I
face of the rear spar.
NOTE 3. These two lines locate the wing datum plane,
and the three degrees of twist will be present if the
The wing tip tank must be removed during lines are parallel.
check. c. Detail A, B and C, locate engine thrust line.
d. Install wing and wing tip tank in accordance with
b. Locate wing datum plane as follows: installation procedures.
1. Locate a line at the root rib (wing station 28.40)
q. FRONT SPAR
--t::;~-
LEADING EDGE
Detail A
WING DA TUM PLANE
1---46.375" - - - I
Detail B
WING DATUM PLANE \ O N T SPAR =. . . .

R SPAR
~~~~~--------~~~~~~ =~G=~~\I~I====~~~~~~~
11.44" I"
. 81
ROOT RIB TIP RIB
Detail C
310P0001 AND ON
Figure 16-35. Wing Twist and Thrust Line Data (Sheet 1 of 2)
Change 6
I
310 SERVICE MANUAL
<t
F.S. #6 CYL £ SPAR
THRUST LINE
LL-~-t-=r==-
Cl. ENGINE -22.36 F.S. 24.00

F.S. -13.45
q. FRONT SPAR
LEADING EDGE
WING STATION
199.92
WING STATION 28.40
WING DATUM PLANE
- ------=::::" :-:..:-::::::::::::-~
Wing Angle of Incidence
Root Tip
+2°3~ _003~
, _ _ _ 46.3'15"
Wing Twist (Washout)
'L ENGINE 3
0
~
__ ______L--+_______________W_IN
__ G~DALT~U~M_P~LANE~F=R~O~NT~;S;P;A;R~;;;R;E;A;R;;SP;A~R;~~'-~~L-
__
1.44" __ 0.81
ROOT RIB TIP RIB

Turbo-310POOOl AND ON
Figure 16-35. Wing Twist and Thrust Line Data (Sheet 2 of 2)
Change 6
16-52 ."'UCTU"AL "PAl" 310 SERVICE MANUAL
FUEL CELL REPAIR.

The fuel cells installed in the wings are a
bladder-type constructed of Vithane, manu-
factured by Goodyear Tire and Rubber Com-
pany. Refer to Goodyear Repair and Main-
tenance Manual AP368 for Vi thane Fuel Cell
Repair. Manual is included in repair kit
Part No. 2Fl-3-378l3.
CAUTION
Repair of the Vithane fuel cells
is restricted to authorized per-
sonnel and/or those certified or
approved by factory trained schools.
The repair procedures are approved repair
practices of Vi thane fuel cells. These
procedures apply only to Vithane fuel cells
and deviations from these procedures should
not be permitted.
Change 9
310 SERVICE MANUAL aT.. UCTU'U.L "II~AI" 16-53
INFORMATION ON THIS PAGE HAS BEEN INTENTIONALLY DELETED.
Change 9
I
16-54 .""UCTU"AL ".AI" 310 SERVICE MANUAL
INFORMATION ON THIS PAGE HAS BEEN INTENTIONALLY DELETED.
Change 9
I
310 SERVICE MANUAL STRUCTURAL R~PAIR 16-55
drilled through the ice protection panel with a *40
Jrill.
e. Fill the stop drilled hole with Epibond 1331 as
per manufacturer s instructions.
NOTE
Bondtite or Ditzler DX-666 may be used as

an alternate for Epibond 1331.
f. Normal finishing, priming and painting shall be

accomplished following the repair.
NOTE
Refer to section 2 for painting Polycarbon-

ate.
2
1. Ice Protection Panel 2. Rivet 3. Crack
Figure 16-41. Repairing Crack in

Ice Protection Panel
r:=...=..---r-- 3
REPAIR OF ICE PROTECTION PANELS.
The following repair procedures should be used for

repairing the polycarbonate type ice protection
pane Is. See figure 16 -41 an<.1 16-42 for types of
cracks and method of repair. Figure 16-41 is an
example of the cracks starting at a rivet hole pro-
pagating to the outer edge of the panel.
a. See figure 16-41, route the crack USing router 3
bit. Route material approximately 1/32 wide and
1/2 the uepth of the panel thickness.
b. Clean routed crack with isopropyl or ethyl
alchohol.
c. Fill c rack with epibond 1331 in accordance with
NOTE
Epibond 1331 may be procurred from Furane

Plastics, 4514 Brazil Street, Los Angeles,
California 90039. 1. Crack 3. Rivet
2. Stop Drill 4. Ice Protection Panel
d. Figure 16-42 illustrates a combination of cracks
which may occur. Cracks which tlo not extend to the Figure 16-42. Repairing Combination of Cracks
outer edge of the ice protection panel shall be in Ice Protection Panel
11-56 8T .. UCTU .. AL "I!PA'" 310 SERVICE MANUAL
RIVETS the rivet being replaced and with self-locking nuts of

the same diameter. The flush-type hi-shear rivet
General. may be temporarily replaced by like diameter flush-
type steel screws of equal or greater strength and
The following rivets are commonly used in aircraft self-locking nuts provided the threaded part of the
structures: standard solid shank, hi -shear, and screw does not extenu into the material being
blind. Rivets used in aircraft construction are most
I
fastened together. This latter procedure is tempo-
generally fabricated from aluminum alloys. In spe- rary only and replacement with the hi-shear flush-
cial cases monel, corrosion - resistant steel, mild type rivet must be accomplished as soon as they be-
steel, copper and iron rivets are used. come available.
c. Blind rivets. Blind rivets have higher deflection
Types. rates in shear than standard solid rivets. For this
a. Standard solid shank rivets are those generally reason, it is not advisable to replace any considera-
used in aircraft construction. They are fabricated in ble number of solid rivets in a given jOint by blind
the following head types: roundhead, flatheaa, rivets inasmuch as this may result in over-stres-
countersunk-head, and brazier-head. Roundhead sing the remaining solid rivets. The following spe-
rivets are generally used in the interior of aircraft cifiC instructions apply.
except where clearance is required for adjacent 1. The hollow blind rivet shall not be used.
members. Flathead rivets are generally used in the 2. The blind rivet used shall be of the same or
interior of the aircraft where head clearance is re- greater strength and one size larger than the rivet
quired. Countersunk-head rivets are used on the exit replaces, except that blind rivets may be replaced
terior surfaces of the aircraft to minimize turbulent size for size.
airflow. Brazier-head rivets are used on the ex- 3. In cases of dimpled assembly, the rivet holes
terior surfaces of the aircraft where strength re- shall be drilled after the sheets are dimpled.
quirements necessitate a stronger rivet head than 4. When poSSible, the exposed end of each clipped
that of the countersunk-head rivet. Both the brazier- plug shall be coated with a 10 per cent chromic acid
head and the countersunk-head rivets are used on the solution or with zinc chromate primer.
exterior of the aircraft where head clearance is re- 5. Blind rivets shall not be used in hulls, floats,
quired. or tanks except in cases of absolute necessity.
b. Hi-shear rivets are special patented rivets hav- 6. U blind fasteners other than the blind rivets are
ing a high shear strength equivalent to that of the encountered, it is recommended that replacements
standard AN bolts. They are used in special cases be made by either of these fasteners or by standard
in locations where high shear loads are present, such rivets.
as spars, wings and heavy bulkhead ribs. The rivet
consists of a cadmium plated pin of alloy steel and a Diameters.
collar of aluminum alloy. The installed rivet can be
readily identified by the presence of the attached a. Rivet diameters range from 3/32 inch to 3/8
collar in place of the formed head on standard rivets. inch. The 1/8, 5/32 and 3/16 inch sizes
c. Blind rivets are used where strength require- are the most frequently used.
ments permit when one side of the structure is inac- b. Since smaller rivets lack the proper structural
cessible making it impossible or impractical to drive qualities and larger rivets may dangerously reduce
standard solid shank rivets. the splice or patch area, care must be exercised be-
fore substituting other than the speCified sizes of
Substitution of Rivets. rivet diameter.
a. Standard solid shank rivets. Lengths.

1. In the replacement of rivets in installations
which require the raised head rivets it is desirable to a. The proper length of rivet is an important part
use whichever of the rivets that correspond to the of the repair. Should too long a rivet be used, the
type of rivet removed. formed head will be too large, or the rivet may bend
2. Countersunk head rivets are to be replaced by or be forced between the sheets being riveted.
rivets of the same type and degree of countersink. Should too short a rivet be used the formed head will
3. When rivet holes become enlarged, deformed, be too small or the riveted material will be damaged.
or otherwise damaged use the next larger size as re- b. If proper length rivets are not available, longer
placement. rivets may be cut off to equal the proper length (not
4. Replacements shall not be made with rivets of grip).
lower strength material unless they are larger than c. The rivet length is based on the grip.
those removed.
5. In the absence of aluminum rivets, stainless, Removal of Solid Rivets. (See figure 16-43).
monel, or iron rivets may be used with generous
application of zinc chromate primer only to permit a. When it becomes necessary to replace rivets,
necessary flights of the aircraft. The proper re- great care should be taken in their removal so that
placement shall be made as soon as facilities are the rivet hole will retain its original size and not ac-
available. quire replacement with a larger size rivet.
b. Hi-shear rivets. When hi-shear rivets are not b. To remove a rivet, file a flat on the manufac-
available, replacement of sizes 3/16 or greater shall tured head. It is always preferable to work on the
be made with bolts of equal or greater strength than original head rather than on the ont' that is bucked
310 SERVICE MANUAL ST"UCTU"AL. "EPAI" 16 - 51
over, since the former will always be more sym- 9. The rivet should not be too loose in the hole as
metrical about the shank. Indent the flat surface this condition will cause it to bend over while being
with a counter-punch so the drill may be correctly headed, and the shank will not be sufficiently ex-
centered. A drill slightly less in diameter than the panded to completely fill the hole. A drill from
rivet shank should be used to drill and weaken the 0.002 to 0.004 inch larger than the rivet should be
head. Take care that the rivet shank does not turn used for sheet and plate riveting.
with the drill and cause a tear. If the other end of 10. Pieces should be held firmly together by
the rivet is supported, the head may be sheared off clamps, screws or bolts while they are being drilled
with a sharp chisel. This cutting should always be and riveted.
done along the direction of the plate edge. If the 11. Where rivets are headed on the inSide of the
shank is unduly tight after the removal of the head, structure, the bucking bar is held against the end of
the rivet should be drilled out completely. It may be the rivet shank. Care must be exercised dOing this
forced out with a counterpunch of a smaller diameter operation to prevent unseating the rivet by the appli-
than the rivet, provided the sheet is properly sup- cation of too much pressure. For the first few
ported from the opposite sioe; however, there is blows the bucking bar should be held lightly against
greater danger of damaging the sheet and enlarging the rivet shank so that it will receive the impact of
the hole when using this method. This procedure will the blow through the rivet. The bucking bar must be
also apply to flush rivets. held square with rivet to avoid turning it over.
12. Only a suffiCient number of blows should be
Ri veting Installation. (See figure 16-44). struct to properly upset a rivet. The blows must be
as uniform as possible.
a. Riveting procedure. A large percentage of the b. Sparing and diameter of rivets. There are no
riveting of aircraft structures is done on thin gage specific rules which are applicable to every case or
aluminum alloy and the work must be so accom- type of riveting. There are, however, certain gen-
plished that the material is not distorted by hammer eral rules which should be understood and followed.
blows or injured with riveting tools. All aircraft 1. The edge distance of rivets should not be less
power riveting is done by upsetting or heading the than two diameters of the rivet measured from the
rivets against a bucking bar instead of striking the edge of the sheet or plate to the center of the rivet
shank with a hammer. hole. (See figure 16-44).
1. To prevent deforming of its head a rivet set 2. The spacing between rivets, when in rows, de-
must be selected to fit each type. The depth of this pends upon several factors, principally the thickness
set must be such that it \loes not touch the material of the sheet, the diameter of the rivets and the man-
being riveted. ner in which the sheet will be stressed. This spac-
2. Parts which are to be heat-treated should be ing is seldom less than four diameters of the rivet,
heat-treated before riveting since heat treating after measured between the centers of the rivet holes.
this process causes warping. This is also necessary Rivets spaced four diameters apart are found in cer-
when assemblies are heated in a salt bath as the salt tain seams of monocoque and semimonocoque fuse-
cannot be entirely washed out of the cracks. 1ages, webs of built-up spars, various plates or fit-
3. Rivets of a diameter smaller than three thirty- tings, and floats or hulls.
seconds inch must not be used for any structural 3. Where there are two rows of rivets, they are
parts, control parts, wing covering, cowling, or usually staggered. The transverse pitch or dis-
similar sections of aircraft except where there are tance between rows should be slightly less than the
actual replacements. pitch of the rivets, 75% of the rivet pitch being the
4. Rivets through hollow tubes, which are loaded usual practice.
only in shear, should be hammered just enough to 4. An average spacing or pitch of rivets in the
form a small head. No attempt should be made to cover or skin of most structures, except at highly
form the standard round head as the amount of ham- stressed jOints, will be from 6 to 12 diameters of
mering required often causes the rivet to buckle in- the rivet.
side the tube, with resultant injury to the member. 5. The best practice in repair jobs is to make the
5. Aluminum alloy rivets must never be used in pitch of the rivets equal to those in the original
tension for structural, control, or other critical structure.
parts of aircraft. Whenever such an installation is
required, bolts should be used.
6. The use of hollow rivets in joining highly stres- Loose or Working Rivets in Outboard Section of Wing.
sed parts is not permitted. When rivets cannot be
<.lriven because of the inaccessibility of the end for Loose or working rivets attaching skin to upper and
bucking or driVing, the next size self -plugging lower front spar cap may be repaired by adding
cherry rivet may be used. MS20470AD4 or equivalent rivets midway between
7. The selection of the proper rivet and proper and in line with existing working rivets and four
number of rivets is very important. rivets beyond the last loose rivet, starting repair at
8. The rivets must be of the proper length for the the wing tip and working inboard. This repair is
total thickness of the pieces being riveted. Ordin- limiteJ to the area between the nacelle and tip tank
arily, from 1-1/2 to 2 times the diameter of the fitting.
rivet is about the right amount for the rivet shank NOTE
to protrude through the material to form the head.
For heavy material such as plates or fittings, from Care must be taken to aVOid damage to fuel
2 to 2-1/2 diameters may be used. tanks and wiring.
I
11-11 STRUCTURAL RI!PAIR 310 SERVICE MANUAL
1. FILE A FLAT ON THE 2. CENTER PUNCH 3. DRILL THROUGH HEAD

MANUFACTURED HEAD THE FLAT USING DRILL ONE SIZE
SMALLER THAN RIVET
SHANK
4. DRILL THROUGH DIMPLE COUNTER-

SUNK OR COUNTERSUNK HEAD USING
DRILL ONE SIZE SMALLER THAN
RIVET SHANK
5. REMOVE WEAKENED HEAD

WITH SHARP CHISEL 6. PUNCH OUT RIVET WITH
MACHINE PUNCH
Figure 16-43. Removal of Rivets
DISTANCE "E" SHOULD EQUAL

TWICE THE RIVET DIAMETER
~
ESULTANT CRACK
SECTION A-A
E-1@1 __--l,. ,-___-lr- E I, )-0----.1

D - -
__
-=-jl:j
..JL-_~
D
rl
A - I L_ '___- - - liTA
._
SAFE
INCORRECT - TOO CORRECT
CWSE TO EDGE E -·20
Fi~ure 16-44. Rivet Ed~e Distance

310 SERVICE MANUAL
-. Loose or Working Rivets. hairline cracks around the edge of the

rivet heads. This should not be used as a
a. Rivets which appear to be loose shall basis for determining whether the rivet is
be checked by the use of a 0.002 feeler loose or not. The hardened paint may crack
gage by inserting the gage around the head at times and collect dirt or exhaust fumes
of the rivet in question. If the feeler which will appear as discoloration. It is
gage can be inserted to the shank of the not possible to detect loose rivets visu-
rivet, it shall be classified as a loose 'illy.
rivet and shall be replaced. g. When replacing rivets, it is desirable
b. If the feeler gage can be inserted to replace them with like size and type.
approximately half-way to the shank for In some instances, it will be necessary to
30% of the circumference of the rivet go to the next size larger diameter. For
head, it shall not be classified as a 'general repair practices, the spacing
loose ::ivet. between the centerlines of adjacent rivet
c. The feeler gage shall be used to holes shall be four diameters or greater.
check the shear section between the riv- In areas where the spacing between rivets
eted members, such as skin to spar, or prohibits the use of the next size larger
different sections of skins in a similar rivets, special repair instructions and
manner to that used around the rivet head. procedures shall be utilized.
d. If the skin around the brazier head
or countersunk rivet can be moved by NOTE
depressing the skin with finger pressure
around the rivet, the rivet shall be Cherry Max rivets are allowable sub-
replaced. stitutes for all like applications
e. If rivets are found to turn by apply- of NAS1398 and NAS1399 rivets.
ing a rotating load to the head of the Cherry Max rivets are manufactured
rivet, they should be replaced. by Cherry Rivet Division of Town-
f. In areas where exterior paint has send, Santa Ana, CA.
been applied to rivet heads, the paint may
harden due to aging processes and show
Change 9
SERVICE MANUAL
Corrosion Prevention and Control Program

1. General
A. This chapter gives a description of general airplane structures, airframe drainage and
corrosion characteristics, special approved repairs, materials, damage classification, material
hardness testing, fasteners, coin dimpling, and countersinking applicable to the airplane
structure described below.
2. Description
A. The airplane structure features metal construction and conventional design incorporating
aluminum alloys, steel, and other materials as appropriate.
B. The fuselage is of semimonocoque construction and consists of the nose section, center
section, and aft section. Two carry-thru spars (one forward and one aft) pass through the
fuselage and incorporate attach fittings at the outboard stub wing for attaching the wings.
(Refer to Section 2, Airframe and Landing Gear.)
C. Doors are provided for the cabin, emergency exit, nose baggage compartment, nose landing
gear, and main landing gear strut. (Refer to Section 2, Airframe and Landing Gear.)
D. Windows are provided in the fuselage. The windows consist of the windshield, pilot’s and
copilot’s side windows, foul weather windows, cabin windows, and cabin door window. (Refer
to Section 2, Airframe and Landing Gear.)
E. The empennage structure consists of the horizontal and vertical stabilizers. The stabilizers
consist of spars, ribs, skin panels, and access panels to respective stabilizer components.
(Refer to Section 2, Airframe and Landing Gear.)
F. The wings are attached to the forward and rear spar carry-thru of each stub wing. The wing
structure consists of the spars, ribs and skins. The wing structure provides attach fittings for
the main landing gear, aileron, and flap. The wing is constructed to incorporate a tip tank for
the fuel capacity. (Refer to Section 2, Airframe and Landing Gear.)
G. The airframe primary structure consists of frames, bulkheads, formers, longerons, stringers,
carry-thru spars, wing spars and bonded skins, fuselage and wing skin, and frames around
openings.
(1) Transverse frames throughout the fuselage made of aluminum alloy make up the
backbone of the fuselage.
(2) Longerons and bulkheads located throughout the fuselage and wing are connected to the
wing spars and fuselage bulkheads by metal fasteners to provide a framework for skin
attachment.
(3) The wing spars and carry-thru spars provide support and an attachment area for the
wings, engine nacelle, and main landing gear attach fittings.
4) The nose wheel well structure is constructed of web, angles, and doublers. It provides
nose gear trunnion support and attachment, provides the nose gear door and uplock with
support and an attachment area.
H. The airframe secondary structure consists of nose baggage compartment shelves, avionics
shelves, cabin dividers, fore and aft bulkheads, center pedestal, flight and passenger
compartment floor panels and the refreshment bar and structure.
(1) The nose baggage compartment shelves and dividers are located in the nose
compartment. The shelves and dividers are attached to supporting structure with screws
and nuts. The avionics shelves are fastened to supporting structure and bulkheads with
screws and clip nuts.
(2) The fore and aft cabin bulkheads are located at the ends of the passenger and crew
compartments and are made up of angles, channels, formers, and webs.
Page 16-61
16-61
July 1/2006
SERVICE MANUAL
(3) The center pedestal is located at the forward end of the flight compartment between the
crew seats. The pedestal contains the engine controls, autopilot flight controller, audio
system terminal blocks, and the trim tab control wheels for all three flight axes.
3. Corrosion - General
A. This section describes corrosion to assist maintenance personnel in identification of various
types of corrosion and application of preventive measures to minimize corrosive activity.
B. Corrosion is the deterioration of a metal through reaction to its environment. Corrosion occurs
because most metals have a tendency to return to their natural state.
4. Corrosion Characteristics
A. Metals corrode by direct chemical or electrochemical (galvanic) reaction to their environment.
The following describes electrochemical reaction.
(1) Electrochemical corrosion can best be compared to a battery cell. Three conditions must
exist before electrochemical corrosion can occur.
(a) There must be a metal that corrodes and acts as the anode (+ positive).
(b) There must be a less corrodible metal that acts as the cathode (- negative).
(c) There must be a continuous liquid path between the two metals, which acts as the
electrolyte. This liquid path may be condensation or, in some cases, only the humidity
in the air.
(2) Elimination of any one of the three conditions will stop the corrosion reaction process.
(3) One of the best ways to eliminate one of the conditions is to apply an organic film (such
as paint, grease, or plastic) to the surface of the metal affected. This will prevent the
electrolyte from connecting the cathode to the anode, so the current cannot flow thereby
preventing a corrosive reaction.
(4) Other means employed to prevent electrochemical corrosion include anodizing and
electroplating. Anodizing and other passivating treatments produce a tightly adhering
chemical film, which is much less electrochemically reactive than the base metal.
Because the electrolyte cannot reach the base metal, corrosion is prevented.
Electroplating deposits a metal layer on the surface of the base material, which is either
less electrochemically reactive (chrome on steel) or is more compatible with the metal to
which it is coupled (cadmium plated steel fasteners used in aluminum).
(5) At normal atmospheric temperatures, metals do not corrode appreciably without moisture.
However, the moisture in the air is usually enough to start corrosive action.
(6) The initial rate of corrosion is usually much greater than the rate after a short period of
time. This slowing down occurs because of the oxide film that forms on the metal
surfaces. This film tends to protect the metal underneath.
(7) When components and systems constructed of many different types of metals must
perform under various climatic conditions, corrosion becomes a complex problem. The
presence of salts on metal surfaces (sea coastal operation) greatly increases the
electrical conductivity of any moisture present and accelerates corrosion.
(8) Other environmental conditions that contribute to corrosion are:
(a) Moisture collecting on dirt particles.
(b) Moisture collecting in crevices between lap joints, around rivets, bolts and screws.
5. Types of Corrosion
A. The common types of corrosion that are encountered in airplane maintenance are described
in this section. In many instances, more than one form of corrosion may exist at the same
time. While this makes it difficult to determine the exact type of corrosion, it should still be
possible to determine that a corrosive process is taking place. If it is impractical to replace an
assembly or component, contact an authorized repair shop.
Page 16-62
16-62
SERVICE MANUAL
B. Direct Chemical Attack.

(1) Direct chemical attack may take place when corrosive chemicals, such as battery
electrolyte, caustic cleaning solutions or residual flux deposits are allowed to remain on
the surface or become entrapped in cracks or joints. Welding or soldering flux residues
are hydroscopic and will tend to cause severe pitting. Whenever potentially corrosive
substances are spilled, they must be carefully and completely removed.
C. Pitting Corrosion.
(1) The most common effect of corrosion on polished aluminum parts is called pitting. It is
first noticeable as a white or gray powdery deposit, similar to dust, which blotches the
surface.
(2) When the deposit is cleaned away, tiny pits can be seen in the surface. Pitting may also
occur in other types of metal alloys.
D. Intergranular Corrosion (Refer to Figure 8-29).
(1) Intergranular corrosion takes place because of the nature of the structure of metal alloys.
As metals cool from the molten state, a granular structure is formed. The size and
composition of the grains and the material in the grain boundaries depend on several
factors including the type of alloy and rate of cooling from the molten state or cooling after
heat-treating. The grains differ chemically and may differ electrochemically from the
boundary material. If an electrolyte comes in contact with this type of structure, the grains
and boundary material will act as anode and cathode and undergo galvanic corrosion.
The corrosion proceeds rapidly along the boundaries of the grain and destroys the solidity
of the metal.
E. Exfoliation gives the appearance of sheets of very thin metal being separated by corrosion
products. It is a form of intergranular corrosion. This type of corrosion is most often seen on
extruded sections. There the grain thicknesses of the metal are usually less than in rolled
alloy form. Most exfoliation type corrosion is found on aluminum alloy ducting.
(1) Exfoliation shows itself by raising the surface grains of a metal by the force of expanding
corrosion. This occurs at the grain boundaries just below the surface of the metal.
F. Dissimilar Metal Corrosion (Refer to Figure 8-29).
(1) Dissimilar metal corrosion occurs when dissimilar metals are in contact in the presence of
an electrolyte. A common example of dissimilar metal contact involves the attachment of
aluminum parts by steel fasteners.
G. Concentration Cell Corrosion (Refer to Figure 8-29).
(1) Concentration cell corrosion occurs when two or more areas of the same metal surface
are in contact with different concentrations of the same solution, such as moist air, water
and chemicals
(2) The general types of concentration cell corrosion are identified as metal ion cells and
oxygen cells.
H. Filiform Corrosion.
(1) Filiform corrosion is a "concentration cell" corrosion process. When a break in the
protective coating over aluminum occurs, the oxygen concentration at the back or bottom
of the defect is lower than that at its open surface. The oxygen concentration gradient
thus established, causes an electric current flow, and corrosion results. Filiform corrosion
results when this happens along the interface between the metal and the protective
coating and appears as small worm-like tracks. Filiform corrosion generally starts around
fasteners, holes, and countersinks and at the edge of sheet metal on the outer surface of
the airplane. Filiform corrosion is more prevalent in areas with a warm, damp, and salty
environment.
(2) To help prevent filiform corrosion development, do the steps that follow.
Page 16-63
July 1/2006
16-61
SERVICE MANUAL
(a) Spray wash the airplane at least every two to three weeks (especially in a warm,
damp environment).
(b) Wax the airplane with a good grade of water repellent wax to help keep water from
accumulating in skin joints and around countersinks.
NOTE: Wax only clean surfaces. Wax applied over salt deposits will almost
guarantee a trapped salt deposit, which is capable of accumulating moisture
and developing into filiform corrosion.
(c) Keep the airplane in the hangar to protect it from the atmosphere.
(d) Fly the airplane to promote aeration of enclosed parts.
(e) Ensure all vent/drain holes are open to ventilate the interior of the airplane.
(3) To remove filiform corrosion once it has been discovered, do the steps that follow.
(a) Remove all paint from the corroded area.
(b) Remove corrosion by sanding the area to the metal surface using either a ScotchBrite
pad or 320-grit sandpaper (aluminum oxide or silicone carbide grit).
(c) Clean and refinish the surface.
I. Stress Corrosion Cracking.
(1) This corrosion is caused by the simultaneous effects of tensile stress and corrosion. The
stress may be internal or applied. Internal stresses are produced by non-uniform shaping
during cold working of the metal, press and shrink fitting general hardware, and those
induced when pieces, such as rivets and bolts, are formed. The amount of stress varies
from point to point within the component. Stress corrosion is most likely to occur at points
of highest stress.
J. Fatigue Corrosion.
(1) Fatigue corrosion is a special case of stress corrosion caused by the combined effects of
cyclic stress and corrosion. An example of this kind of corrosion is unprotected engine
bleed air ducts that are exposed to moisture. They are often held in such a way that
thermal expansion causes repeated twisting of the duct. This creates metal fatigue and
crystallization cracks in which corrosion starts.
6. Typical Corrosion Areas
A. Aluminum appears high in the electrochemical series of elements and its position indicates
that it should corrode very easily. However, the formation of a tightly adhering oxide film offers
increased resistance under mild corrosive conditions. Most metals in contact with aluminum
form couples, which undergo galvanic corrosion attack. The alloys of aluminum are subject to
pitting, intergranular corrosion, and intergranular stress corrosion cracking.
B. Battery Electrolyte.
(1) Battery electrolyte used in nickel-cadmium batteries is composed of 30 percent potassium
hydroxide and 70 percent water. When electrolyte is spilled, it should be cleaned up
immediately. A weak boric acid solution may be applied to the spillage area followed by a
thorough flushing with clean cold running water. If boric acid is not available, flush the
area with clean cold water.
(2) If corrosion appears, use an approved repair method to repair the structure.
Page 16-64
July 1/2006
16-62
SERVICE MANUAL
Types of Corrosion
Figure 8-29
Page 16-65
16-61
July 1/2006
SERVICE MANUAL
C. Steel Control Cable.

(1) Checking for corrosion on a control cable is normally accomplished during the preventive
maintenance check. During preventive maintenance, broken wire and wear of the control
cable are also checked.
(2) If the surface of the cable is corroded, carefully force the cable open by reverse twisting
and visually inspect the interior. Corrosion on the interior strands of the cable constitutes
failure and the cable must be replaced. If no internal corrosion is detected, remove loose
external rust and corrosion with a clean, dry, coarse-weave rag, or fiber brush.
CAUTION: Do not use metallic wools or solvents to clean installed cables.

Metallic wools will embed dissimilar metal particles in the cables and
create further corrosion. Solvents will remove internal cable
lubricant allowing cable strands to abrade and further corrode.
(3) After thorough cleaning of exterior cable surfaces, apply a light coat of lubricant to the
external cable surface. Refer to Section 1, Lubrication Requirements.
D. Piano Type Hinges.
(1) The construction of piano type hinges forms moisture traps as well as the dissimilar metal
couple between the steel hinge pin and the aluminum hinge. Solid film lubricants are
often applied to reduce corrosion problems.
(2) Care and replacement of solid film lubricants requires special techniques specific to the
particular solid film being used. Good solid film lubricants are lubricants conforming to
Specification MIL-PRF-81322 or the equivalent. Refer to Section 1, General Information.
(a) Solid film lubricants prevent galvanic coupling on close tolerance fittings and reduce
fretting corrosion. Surface preparation is extremely important to the service and wear
life of solid film lubricants.
(b) Solid film lubricants are usually applied over surfaces coated with other films such as
anodized and phosphate films. They have also been successfully applied over
organic coatings such as epoxy primers.
CAUTION: Solid film lubricants containing graphite, either alone or in mixture
with any other lubricants, should not be used since graphite is
cathodic to most metals and will cause galvanic corrosion in the
presence of electrolytes.
E. Integral Fuel Tanks.
(1) The presence of soil contamination, a brown slimy substance, and pitting type corrosion
are sometimes found in the lower areas of the integral fuel tanks. This condition has
caused a general degradation of some top coating, depolymerization, and loosening of
sealant materials in lower areas.
F. Requirements Specific to Faying Surfaces of Airframes and Airframe Parts and Attaching
Surfaces of Equipment, Accessories, and Components.
(1) When repairs are made on equipment or when accessories and components are
installed, the attaching surfaces of these items should be protected. The following
requirements are specific to faying surfaces on airframes and airframe parts and
attaching surfaces of equipment, accessories, and components.
(2) Surfaces of similar or dissimilar metals.
(a) All faying surfaces, seams and lap joints protected by sealant must have the entire
faying surface coated with sealant. Excess material squeezed out should be removed
so that a fillet seal remains. Joint areas, which could hold water, should be filled or
coated with sealant.
(b) Faying surfaces that are to be adhesively bonded must be treated and processed as
specified in Section 8, Structural Repair.
Page 16-66
16-62
SERVICE MANUAL
(3) Attaching parts.

(a) Attaching parts such as nuts, bushings, spacers, washers, screws, self-tapping
screws, self-locking nuts and clamps do not need to be painted in detail except when
dissimilar metals or wood contact are involved in the materials being joined. Such
parts should receive a wet or dry coat of primer.
NOTE: Corrosion inhibiting solid film lubricants (Refer to specification MIL-PRF-
46010 and MIL-L-46147) can be used to protect attaching parts from
corrosion.
(b) All holes drilled or reworked in aluminum alloys to receive bolts, bushings, screws,
rivets and studs should be treated before installation of fastener or bushing.
(c) All rivets used to assemble dissimilar metals must be installed wet with Type X
corrosion-inhibiting sealant conforming to Specification MIL-PRF-81733.
(4) Close tolerance bolts passing through dissimilar metals should be coated before
installation with a corrosion inhibiting solid film lubricant conforming to Specification MIL-
PRF-46010 and/or MIL-L-46147.
(5) Washers made of aluminum alloy of suitable design should be used under machine
screws, countersunk fasteners, bolt heads and nuts.
(6) Threads on adjustable parts such as tie rod ends, turnbuckles, etc., should be protected
with solid film lubrication conforming to Specification MIL-PRF-46010 and/or MIL-L-
46147.
(7) Slip fits should be assembled using wet primer conforming to Specification MIL-PRF-
23377G or latest revision, non-drying zinc chromate paste, or solid film lubricant
conforming to Specification MIL-PRF-46010 and/or MIL-L-46147.
(8) Press fits should be accomplished with oil containing material conforming to Specification
MIL-C-11796, Class 3, and/or MIL-C-16173, Class 1, or other suitable material that will
not induce corrosion.
G. Electrical.
(1) Bonding and ground connections should be as described by the installation procedure.
(2) Potting compounds are used to safeguard against moisture. Corrosion in electrical
systems and resultant failure can often be attributed to moisture and climatic condition.
(3) Corrosion of metal can be accelerated because of the moisture absorbed by fungi. Fungi
can create serious problems as they can act as electrolytes, destroying the resistance of
electrical insulating surfaces. Specification ASTM D3955 or ASTM D295-58 outline
moisture and fungus resistant varnish to be used.
7. Corrosion Severity Maps
A. This section contains maps which define the severity of potential corrosion on airplane
structure.
B. Corrosion severity zones are affected by atmospheric and other climatic factors. The maps
provided in this section are for guidance when determining types and frequency of required
inspections and other maintenance. Refer to Figure 16-45, Figure 16-46, Figure 16-47, Figure
16-48, Figure 16-49, and Figure 16-50.
16-61
Page 16-67
SERVICE MANUAL
Corrosion Severity Zones – North America

Figure 16-45
Page 16-68
16-62
July 1/2006
SERVICE MANUAL
Corrosion Severity Zones –South America

Figure 16-46
Page 16-69
16-61
July 1/2006
SERVICE MANUAL
Corrosion Severity Zones – Africa

Figure 16-47
Page 16-70
16-62
July 1/2006
SERVICE MANUAL
Corrosion Severity Zones – Asia

Figure 16-48
Page 16-71
16-61
July 1/2006
SERVICE MANUAL
Corrosion Severity Zones – Europe

Figure 16-49
Page 16-72
16-62
July 1/2006
SERVICE MANUAL
Corrosion Severity Zones – South East Asia and Australia

Figure 16-50
Page 16-73
16-61
July 1/2006

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MODEL 310P, 310Q

CHANGE 10 TO THE BASIC MANUAL INCORPORATES THE SUPPLEMENTAL INSPECTION DOCUMENT

COPYRIGHT © 1969 1 DECEMBER 1969

1969 THRU 1974

MANUAL DATE 1 December 1969 REVISION NUMBER 10 DATE 1 July 2006

© Cessna Aircraft Company

© Cessna Aircraft Company

SECTION PAGE SECTION PAGE

REASON FOR THIS TEMPORARY REVISION

© TEXTRON AVIATION INC.

© TEXTRON AVIATION INC.

MANUAL DATE 1 December 1969 REVISION NUMBER 10 DATE 1 July 2006

SECTION REMOVE PAGE(S) INSERT PAGE(S)

REASON FOR TEMPORARY REVISION

© TEXTRON AVIATION INC.

MODEL SERIAL NUMBERS

THIS PAGE INTENTIONALLY LEFT BLANK

Dates of issue for original and changed pages are:

Original............. 0............. December 1970 Change ............ 6.................September 1973

Page Change Page Change Page Change

Title ..................................10 2-31 ................................... 7 3-25.................................... 2

Page Change Page Change Page Change

5-1 ..................................... 9 9-39 ................................... 4 12-2D thru 12-4A .............. 6

Page Change Page Change Page Change

13-44A thru 13-44B........... 6 15-3 thru 15-58D ............... 0

SECTION 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL INFORMATION

SECTION 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GROUND HANDLING, SERVICING,

SECTION 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LANDING GEAR AND BRAKE

SECTION 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONTROL COLUMN, AILERON,

SECTION 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ELEVATOR AND TRIM CONTROL

SECTION 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RUDDER AND TRIM CONTROL

SECTION 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAP CONTROL SYSTEM

SECTION 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROPELLER SYSTEM

SECTION 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SYSTEM

SECTION 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTRUMENT AND RELATED

SECTION 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UTILITY AND OPTIONAL

SECTION 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ELECTRICAL SYSTEMS

SECTION 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ELECTRONICS SYSTEMS

SECTION 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STRUCTURAL REPAIR

LIST OF EFFECTIVE PAGES

REVISION DATE DATE PAGE REVISION DATE DATE PAGE

 Cessna Aircraft Company

SECTION TITLE PAGE

SECTION TITLE PAGE

SECTION IV INSPECTION METHODS AND REQUIREMENTS ................................................... 1

SECTION TITLE PAGE

SECTION IV INSPECTION METHODS AND REQUIREMENTS (Continued)

MODEL Year SERIAL NUMBERS

310P 1969 310P0001 THRU 310P0240

THE MODEL 310P THRU 310Q SUPPLEMENTAL INSPECTION DOCUMENT

D872-10-13 Temporary Revision Number 10 – Feb 22/2010 Page 1

2. PRINCIPAL STRUCTURAL ELEMENTS

A. Rationale Used to Select Principal Structural Elements

Table 1. Typical Examples of Principal Structural Elements

WING AND EMPENNAGE:

(a) SERVICE EXPERIENCE.

1 Two sources of information were used to determine service discrepancies.

b FAA Service Difficulty Records were reviewed.

(b) STRESS ANALYSIS.

(c) FATIGUE AND DAMAGE TOLERANCE ANALYSIS.

(e) INSPECTION OF AIRPLANE.

3. DURABILITY - FATIGUE AND DAMAGE TOLERANCE

OWNER NAME ________________ OWNER PHONE NUMBER