_ MAINTENANCE _ MANUAL TWIN OTTER _-DHC-6 atTT DHC-6 MAINTENANCE MANUAL, LIST OF EFFECTIVE, PAGES insert this page and latest revised pages. "Destroy superseded pages. Fel thru 5-80 eel thru 0-24 9-124 Blank Al-L thru Al-S Al-e Blank Al-7 thru Al-9 = The asterisk indicates pages revised, added, THE DE HAVILLAND AIRCRAFT OF CANADA LIMITED a Issue Criginal Criginal Original Original Original Original Original Original Original Original Criginal Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original or deleted by current revision. DOWNSVIEW ONTARIO }PSM-1-6-2 INTRODUCTION This manual has been prepared by the De Havilland Aireratt of Canada Ltd, to assist civil operators of the DHC-6 Twin Otter in the servicing and maintenance of the aircraft and its equipment, ‘The main portion of the manual is divided into nine parts, each of which provides coverage of the systems and components contained within the part, Each part is provided with a table of contents to locate the various systema and components, The need to use more than one part for maintenance of a particular system has been kept to a minimum, but, where necessary, appropriate cross-references are made, An inspection schedule, containing Basic and Special Inspection Requirements, and a Replacement Schedule are included in Appendix I, ‘The following manuals are required for the operation and main- tenance of the aircraft: DHC-6 Twin Otter Operating Data PSM-1-6-1 DHC-6 Twin Otter Maintenance Manual PSM-1-6-2 DHC-6 Twin Otter Repair and Overhaul Manual PSM-1-6-3 DHC-6 Twin Otter Mlustrated Parts Catalogue PSM-1-6-4 DHC-6 Twin Otter Vendor Equipment Overhaul Manual PSM-1-6-6 PTCA-20 Turboprop Engine Maintenance Manual Hartzell Propeller ManualPART PART PART PART PART PART PART PART PART PART PSM-1-6-2 TABLE OF CONTENTS TITLE GENERAL INFORMATION AIRFRAME, HYDRAULIC SYSTEM UTILITY SYSTEMS POWER PLANT AND RELATED SYSTEMS, INSTRUMENTS ELECTRICAL SYSTEMS RADIO WIRING DATA Appendix I Inspection Schedule Supplement | Float Landing Gear Supplement 2 Wheel Ski Installation PAGE 1d ALL si-1 S2-1 aeee ee ee ee ee Paragraph 4 6 a Lis is 116 Ma 118 11g 1.20 naa Lizz 1.23 124 PSM-1-6-2 Part 1 Table of Contents _ PART 1 GENERAL INFORMATION rvanaL Riad oe cee 3 GROUND HANDLING ae : ea External Power Receptacle 1-i0 SERVICING Fuel System Oil System... Hydraulic System .. Oxygen System ..se.e Landing Gear Shock Absorbers 1-i7 Servicing Nose Gear Shock Strut 4-lT Tires - oan Soo 1-17 Changing a Nosewheel 1-17 Changing a Main Wheel 1-17 Main Battery Sump Jar 119 Lubrication... 1.19 1-19 Cleaning «2+. SPECIAL TOOLS AND EQUIPMENT General «1...westerg suoweis “T-t aandtaPSM-1-6-2 Part 1 Paragraphs 1.1 to 1.5 GENERAL 1.1 GENERAL DESCRIPTION ‘The DHC-6 Twin Otter, manufactured by The de Havilland Aircraft of Canada Limited, is an all metal, high wing monoplane, powered by two. Pratt and Whitney PT6A~20 engines driving Hartzell fully feathering, reversing, and constant speed propellers. The aircraft is designed for passenger or general cargo carrying, and is provided with a steerable nosewheel fixed tricycle landing gear, or can be fitted with floats or skis. 1.2 AIRFRAME STATION LOCATION The stations diagram (figure 1-1) shows the location of structural members of the aircraft in inches from three reference sources, each designated as station O. Station O of the fuselage is 60,00 inches forward of the flight compartment front bulkhead, station O of the wing, horizontal stabilizer and elevator is the centerline of the aircraft; and station O of the vertical stabilizer and rudder is the aircraft datum line. 1,3 ACCESS AND INSPECTION PROVISIONS Removable panels and doors necessary for access to equipment for inspection and mainten- ance purposes are indicated in figure 1-2, Interior upholstery is removable in all places where access is necessary for maintenance. GROUND HANDLING 1.4 HOISTING Hoisting is accomplished by attaching special slings to components and lifting by crane. The following have provisions for hoisting; aircraft complete, fuselage, wing, engine, horizontal and vertical stabilizers. 1.4.1 HOISTING THE AIRCRAFT, The entire aircraft may be hoisted by an aircraft hoisting sling ($D12501) attached to special pins which are inserted through the four hollow wing-to-fuselage attachment bolts (figure 1-3). The sling design enables the aircraft to be hoisted complete with furnishings and full fuel load. 1.4.2 HOISTING THE FUSELAGE, The fuselage with empennage removed is hoisted using the same sling and attachment points as for the aircraft hoisting, The aircraft sling cannot be used if empen- nage is installed to fuselage. 1.4.3 HOISTING A WING. A wing may be hoisted by means of the wing sling (SD12505), two lifting cradles and a crane with a minimum lifting capacity of 2000 pounds. The cradles should be placed ‘about ten feet apart and positioned slightly toward the wing root from center (figure 1-3). 1.4.4 HOISTING AN ENGINE, The engine may be hoisted by using the engine sling (SD12506) attached to the lifting points on the engine (figure 1-3), If desired, the engine may be removed or installed with the propeller attached. 1.4.5 HOISTING THE VERTICAL STABILIZER. The vertical stabilizer is hoisted by means of a vertical stabilizer hoisting sling (SD12507), which is secured to the top rib of the vertical stabilizer, after first removing the stabilizer cap. 1.4.6 HOISTING THE HORIZONTAL STABILIZER. The horizontal stabilizer is hoisted by means of a horizontal stabilizer and elevator hoisting sling (SD12508), which is secured at two forward points and one rear point about the center of the stabilizer. 1.5 PARKING BRAKE ‘A push-pull type parking brake handle is located on a pedestal between the pilot's rudder pedals. To apply the parking brake, depress the brake pedals fully and pull out the parking brake handle, To release the brakes, apply additional pressure to brake pedals and push the handle fully 1-3i PSM-1-6.2 6 = 1 1 3 : 10* Ww Ti 2 wees 4h BF & 8 L Bt Me a ne » x ant a + TO INDICATE THAT AN IDENTICAL, ACCESS IS LOCATED IN SIMILAR POSITION ON OPPOSITE SIDE. (CO one or note swes _ ME OPPOSITE SIDE ONLY 73 INTERNAL = Figure 1-2, Access and Inspection Provisions10, ne. 1. 1B. PSM-1-6-2 Key to Figure 1-2, Access and Inspection Provisions Nose Gear Shock Strut Upper, Mounting Bolts Air Inflation Valve : Nosewheel Steering Actuator, Cable and Pulleys Hydraulic Lines Static Manifold, Pitot and Static Lines Caution Light Control Panel Nose Compartment Utility Light Electrical Wiring Oxygen System Charging Valve Propeller Governor, Propeller Overspeed Governor, Breather Propeller Control Propeller Tachometer Generator Engine Front Lifting Eye Vibration Isolators Glow Plugs Power Turbine (Nf) Governor Torque Pressure Transmitter Engine Control Cables and Pulleys Engine Rear Lifting Eye Starter-Generator and Wiring Fuel Pamp O11 Scavenge Return Line Oil Tank Filler Cap and Dipstick Engine Controls Vertical Stabilizer Forward Attachment Horizontal Stabilizer Forward Attachment Electrical Wiring Anti-collision Light Rudder Top Hinge Rudder Trim Tab Screw Jack Rudder Trim Tab Tumbuckles Horizontal Stabilizer Rear Attachment Elevator and Flap/Flevator Interconnect Trim Cables Elevator Torque Tube Bellcrank and Support Bracket Elevator Quadrant Rudder Trim Tab Control Cables Rudder Cables and Pulleys Elevator Trim Tab Control Cables and Pulleys ‘Tail Bumper Shock Strut Attachment Rudder Geared Tab Gearbox Rudder Control Cable Attachment Bracket Rudder Lower Hinge Rudder Stops Tail Light Electrical Wiring Part 1Partl 30, PSM-1-6-2 Key to Figure 1-2, Access and Inspection, Proviéions (Cont) yéraulic Power Package Flying Control Cables and Pulleys Rudder Gust Lock Mechanism “eating System Ejector Heat Exchanger and Muffler lectrical Wiring ment Pneumatic System Strainer and Drain ectrical Wiring No. 1, 2, and 3 Fuel Cells, Sump Plates and Tank Units arwaré Tank Interconnector Manifold . 4, 5, and 6 Fuel Cells, Sump Plates and Tank Units sruaré and Aft Tank Interconnect Drain Valves cruaré and Aft Tank Booster Pumps ae. Pressure Switches raaateed Valve ward Tank Drain Valve Flraaré Tank Booster Pumps Drain Valves Wing-to-Fuselage Front and Rear Attachments eran Cables eed Air Line Yap Pus®-Pull Rod trical Wiring ing Line gine Control Cables and Fairleads ‘strical Wiring eed Air Line Deising Line Wing Strut Upper Attachment uel Main Feed Line Strut rake Hydraulic Line in Undercarriage Attachment hh Absorber raulic Line Elevator interconnect Jack (Right Side) Jack (Left Side) Elevator Tri Elevator Mid Hinge Attachment Elevator Outboard Hinge Attachment Main Battery Battery Sump Jar No, 5 Fuel Cell, Sump Plate, and Tank Unit Aft Tank Fuel Ejector ‘Ait Tank Interconnector ManifoldPSM-1-6-2 Part 1 Key to Figure 1-2, Access-and Inspection Provisions (Cont) ~ 31. No, 6 and 7 Fuel Cells, Sump Plate, ané Tank Unit ‘Aft Tank Interconnector Manifold 32, Aft Tank Drain Valve ‘Aft Tank Booster Pumps Drain Valves ~~ 33, Fuel Strainer and Fuel Lines Fuel Purge Connections Firewall Shutoff Valve Fire Extinguisher Bottle Ignition Voltage Regulator Box Gas Generator Tachometer Generator Oil Cooler and Oil Lines Vibration Isolators Electrical Wiring 34, Aileron Control Cables and Fairleads Flap Idler Lever and Push-Pull Rod’ 35, Aileron Control Cables and Fairleads Flap Idler Lever and Push-Pull Rod 36. Aileron Control Cables and Pulleys Flap Outboard Operating Bellcrank 37, Aileron Linkage and Flap Outboard Attachment . 38, Wing Electrical Wiring Conduit Deicing Distributor Valve 39. Gyro Compass Flux Valve 40, Navigation Light 41, Hydraulic System Filter 42, Rudder and Elevator Control Cables and Pulleys 43, Fuel Main Feed Line Wheel Brake Hydraulic Line Shock Absorber 44, Wing Strut Lower Attachment 45. Rudder and Elevator Control Cables and Fairlead 46, Engine Oil FilterParl PSM.1-6.2 AIRCRAFT SLING HOISTING AIRCRAFT (COMPLETE) WING BUSHING FITTING 2 a ps wore: | BUSHING NOT REQUIRED ustuncs WHEN ATTACHMENT BOLTS ARE INSTALLED Los] FUSELAGE /WING REAR ATTACHMENT FITTING FUSELAGE/WING FRONT ATTACHMENT HOISTING FUSELAGE Figure 1-3, Aircraft Hoisting (Sheet 1 of 2)Part 1 HOISTING ENGINE HOISTING VERTICAL STABILIZER HOISTING TAIL, NOTE! USE SHORT REAR CABLE TO HOIST STABILIZER WITH ELEVATOR ATTACHED, LONG CABLE WHEN ELEVA- TOR REMOVED, a = = 7 uy a _— ee : HOISTING WING HOISTING HORIZONTAL STABILIZER Figure 1-3. Aircraft Hoisting (Sheet 2 of 2) 19Part 1 PSM-1-6-2 Paragraphs 1.6 to 1.12 1.6 GUST LOCKS Gi st locks (figure 1-4) are provided to secure the main flight control surfaces (ailerons, ‘and elevator) while the aircraft is parked, The rudder system is provided with a built-in controlled by an operating lever in the flight compartment floor in front of the pilot's seat, and elevator gust locks are removable struts which engage with fittings on the instru- structure, control column and floor. Quick-release pins are used to lock the struts in The rudder gust lock must be engaged and the handle held up until the vertical strut is T LOCK. The rudder gust lock (figure 1-4) is a permanently installed mechan- ‘neath the flight compartment floor which secures the rudder in the neutral position. be cust sock linkage consists of a hinged lever, adjustable connecting rods, a bellcrank and a sloaded lever, The hinged lever is flush with the flight compartment floor and when lifted to he rudder gust lock, operates the connecting rods to engage the spring-loaded lever in a slot .dder control quadrant, A spring connected to the spring-loaded lever, insures that the lock st be engaged unless selected, ACKING ‘acking points are provided on the aircraft and are located on the underside of the fuse- gear, Each jacking pad is shown on figure 1-5 and is coded with a letter and the Telates inset shows the jacking application. Tail jacking is accomplished by a bar inserted in the selage lifting tube and supported by two jacks, one at each end. het LEVELING leveling the aircraf both laterally and longitudinally is accomplished by placing a spirit ately on the metal floor strips, then adjusting the supporting jacks until the aircraft WING Towing the aircraft is accomplished by attaching a towbar (SD12502) to the nosewheel axle sconnesting the nose leg torque links, To connect the towbar to the nosewheel axle, insert 4 a41 pins through ends of the towbar into the axle, then insert L-shaped locking pins vertically ends of the towbar and the groove in pawl pins, 1.19 MOORING ig is accomplished by parking and tying down the aircraft with mooring rope 9) sing the He-down points shown in figure 1-6. When parking, set the aircraft into wind » spply the parking brake, chock the wheels, lock the control surfaces and set the follow- trols 29 the positions indicated, opeller levers to FEATHER, wer levers to IDLE, CEL OFF. tark selector switch to OFF. fe. Battery aster switch to OFF, 1 LOADING When loading heavy items into the aircraft, the jury strut (SD12539) should be installed at fuselage station 376,00, The upper end of the jury strut engages a fitting on the underside of the Lv fuselage allowing the strut to hang clear of ground. During the loading operation the strut may rest on the ground, but on completion of loading the strut should be clear of the ground, 1.12 EXTERNAL POWER RECEPTACLE The external power receptacle is located on the left side of the fuselage beside the baggage compartment door. A spring loaded flap ie fitted over the power receptacle to protect it from dirt and weather. 1-10PSM-1-6.2 Part 1 AILERON AND ELEVATOR CONTROL LOCKS (PORTABLE) HINGED LEVER RUDDER CONTRO! QUADRANT RUDDER GUST LOCK M MECHAN: (PERMANENTLY INSTALLED} CONNECTING RODS: SPRING-LOADED LEVER Figure 1-4, Controls Gust LocksPart 1 PSM-1-6-2 Paragraphs 1,13 to 1.13.2 SERVICING UEL SYSTEM ue! specifications and tank capacities are’ given in paragraph 1.13.1, The fuel filler caps are located on the left side of the fuselage, one forward of the wing strut, the other aft. Lid CANADIAN SPEC. S-GP-225 Forward Tank EL SPECIFICATIONS AND TANK CAPACITIES. TABLE 1-1 FUEL SPECIFICATION AND GRADE U.S, SPEC. BRITISH SPEC. NATO SYMBOL _—_CIVIL SPEC, MIL-J-5624D D Eng RD2486 F-40 Turbine Fuel Ip-4 Note Aviation Kerosene or JP-5 may also be used, MIL-G-5572C AVGAS (All grades) is allowed for emergency use only and is limited to a total of 150 hours in any one overhaul cycle. TABLE 1-2 FUEL TANK CAPACITIES AND FUEL WEIGHTS-JP-4 FUEL, GALLONS WEIGHT - POUNDS (AT APPROXIMATE WEIGHT OF 7.8 LB/IMP, GAL.) IMP. ws. 152 183 1185 166, 200 1295, a8 383 2480 Weight (approx.) of alternate fuels are as follows: 8.2 Ib/Imp. gal 8.3 Ib/Imp. gal. crgency) 6.9 Ib/Imp. gal. 15.2 REFUELING PRECAUTIONS, Before refueling, insure that the electrical power to the air~ is off, and that the external power supply is removed from aircraft, Remove only one filler lap at a time and replace before filling next tank, Avoid spilling fuel. Before opening a filler cap, ground supply nozzle to a ground socket, After replacing filler cap, remove ground plug from ground socket.PSM-1-6-2 Part 1 Paragraphs 1.13.3 to 1.14 Nete It is important that only clean fuel be used. If the presence of contaminants {e suspected, tanks should be filled through a funnel with a 100-200 mesh metal Do not use a chamois or felt filter as these contri, bute to contamination and in addition, electrostati. cally charge the fuel. 1.13.3 DRAINING THE FUEL SYSTEM, To drain the fuel tanks use the drains on sump plates of fuel cells 4 and 5, Number 4 cell drains the forward tank and number 5 cell drains the aft tank. 1.13.4 WATER DRAINS, Water drains are provided on each fuel tank manifold and on each fuel 1.14 OIL SYSTEM Each engine is equipped with an integral oil tank, The filler cap is accessible through an access panel in the top of the nacelle structure, A quantity dipstick is contained in the filler cap and indicates the quantity of oil required to top the tank to the full mark. The total oil tank capacity ie 1.9 Imp. (2.3 U.S.) gallons and the usable oil capacity is 1.3 Imp. (1.5 U.S.) gallons. The approved synthetic lubricating oils are listed in Tables 1-3 and 1-4, Do not mix different brands of ofl when changing or adding oil between oil changes, since the chemical structure of different brands of synthetic oil may differ sufficiently to make them incompatible, TABLE 1-3 APPROVED LUBRICATING OILS (7,5. Centistoke) Esso Aviation Turbo Oil 35 Texaco Synthetic Esso Turbo Oil 35 Aircraft Turbine Oil 35 Esso Turbo Oil 274 Aeroshell 750 Aero Turbine Oil 40 Wakefield Castrol 98 Galtex Synthetic Aircraft Turbine Oil 35 Enco Turbo Oil 35 Turbo-S-Oi 35 Enco Turbine Oil 274 TABLE 1-4 APPROVED LUBRICATING OILS (5 Centistoke} Esso Turbo Oil 2380 Enco Turbo Oil 2380 ‘Mobil Jet O11 11Part 1 PSM-1-6-2 Paragraphs 1.14.1 to 1.16 1. 14,1 DRAINING OIL SYSTEM. To drain the oil system, lower the'lower cowling and remove the Grain plugs from the bottom of the accessory gear case, oil'cooler, reduction gearbox and oil £,2 OIL SYSTEM FLUSHING, If engine ie to be operated on a different oil than the oil on bit was previously operated, proceed as follows: Remove oil érain plugs from engine ofl tank, reduction gearbox, accessories gearbox and oil With drains open, place power lever to IDLE and fuel lever to OFF, motor engine with starter ‘efer 1 Part 5) to allow scavenge pumps to clear the engine, Limit engine rotation to shortest time necessary to accomplish complete draining. 11 all drain plugs in engine and oil cooler. Refill engine oil unk with the new oil, Start engine and run at low IDLE for a minimum of five minutes, Refer to PSM-1-6-1, nat dwn engine, Refer to PSM-1-6-1, Repeat steps a. and d. Remove engine oil filter, Install new element, Reinstall all drain plugs in engine and oil cooler. fenish engine oil tank with the applicable oil, ine. Run at low IDLE and check for leaks. Shut dewn engine and refill oil tank to proper level. DRAULIC SYSTEM e =yéraulic system is supplied by one reservoir mounted on the hydraulic power package 5 is iastalled beneath the flight compartment floor, The reservoir is accessible by opening the ess door, A sight gage marked FULL and REFILL is incorporated in the reservoir and must be maintained above the REFILL mark, A wheel brakes accumulator and a damping or are installed beside the reservoir. HARGING THE WHEEL BRAKES ACCUMULATOR, The wheel brakes accumulator is he svdraulic power package located beneath the flight compartment floor. A remote valve and pressure indicator are located at the leit of the accumulator and are directly tre nose left access door, To charge the accumulator, release accumulator hydraulic pres- the drake pedals, and then charge the accumulator with nitrogen or dry air to 1.15.2 CHARGING THE DAMPING ACCUMULATOR. The damping accumulator is mounted in the hydraulic power package alongside the wheel brakes accumulator and is accessible through the same access opening. To charge the accumulator, release accumulator hydraulic pressure by operating the wing flaps, and then charge the accumulator with nitrogen or dry air to 700-800 psi, 1.1 OXYGEN SYSTEM ‘The charging valve and pressure gage for the passenger and/or crew oxygen system(s) are otk situated in the nose baggage compartment and are accessible through nose cap. A label adjacent to the oxygen system charging valve, details the charging pressure and precautions. 1-16Part 1 Paragraphs 1. 17 to 1,21 1.17 LANDING GEAR SHOCK ABSORBERS ‘The landing gear shock absorbers are of two types. The main gear utilizes a shock absorber which consists of two urethane compression blocks and a single rebound block, For the nose gear ‘a conventional air /oil shock strut i¢ used, 1, 18 SERVICING NOSE GEAR SHOCK STRUT ‘The nose gear shock strut must be serviced in accordance with the instructions on the nose gear identification plate. Note Dry compressed nitrogen is preferred to compressed air for charging the shock strut. 1.19 TIRES Inflation pressure for normal operating conditions from paved surfaces is 32 psi for all tires, 1,20 CHANGING A NOSEWHEEL a. Jack aircraft until nosewheel is clear of ground, Remove axle locating bolts from ends of fork. Remove set screw from adjustable axle spacer. 4. Support nosewheel, remove towing spools, withdraw axle from nosewheel, axle spacers and fork, Lower and remove nosewheel. fe. Remove nosewheel discs from each side of nosewheel. f. Remove bearing seals and cone bearings from both sides of nosewheel. g. Clean cone bearings, inspect and repack with grease. See figure 1-8, b. Insure that nosewheel bearing housings are clean, then install cone bearings and bearing seals. Install nosewheel discs, with plug opposite valve. Lightly lubricate axle, support nosewheel in fork and, with locating bolt holes aligned with holes in fork, insert axle through fork bushings and nosewheel together with axle spacers. Insure that the adjustable axle spacer is installed with the nut adjacent to the fork. k, Install axle locating bolts in each fork end. 1. Extend adjustable axle spacer until wheel bearings begin to bind, then back off 1/6 turn. Insert cotter pin to lock adjustable spacer. m, Lower aircraft to ground. 1, Check tire for correct inflation. 1.21 CHANGING A MAIN WHEEL a, Jack aircraft until main wheel is clear of ground, Apply brakes. b, Remove wheel disc. cc, Remove wheel retaining nut using wrench SD5523. 4. Slide wheel from axle taking care not to damage brake disc as wheel is withdrawn,WOAUSSAY UIHSYM C'TSTHSGNTM, eases WOLVTAWADDV GNV ONIT HS MOAYSTY OTIAVEC AH (aats av7asna No). ONITTS UNV Tan NOLLGNNOO @NTVA HSVM SNIONT DNIDUVHD NZDAXO (aarsuaana aOVTaSN NO) BIOVLETOTY WaMOd ‘WOTELOaTS TNYALXT (H00Ts LNEWLYVaWOD SOVOOVE waaNna) VE dWAS GNV AYSLLVG. SLNIA PSM-1-6-2 Fartl Figure 1-7, Servieing Diagram 16PSM-1-6-2 Part 1 Paragraphs 1, 22 to 1.24.1 fe. Suitably protect wheel bearings from contamination. Insure that brake assembly is properly installed on axle torque plate. g. Insure that brake disc is not worn, warped, or dished, and that wheel and axle components are clean, h, Insure that wheel bearings are packed with grease, See figure 1-8. Insure that grease seals and seal retainers are in place. i, Slide wheel on axle with brake disc drive ring side toward brake assembly, then slide wheel into engagement with brake disc, Release brakes, if necessary. j, Install wheel retaining nut on axle and tighten until wheel does not turn freely, then back off retaining nut one adjustment hole, Insure that there is no side play in wheel. k. Secure wheel retaining mut with two bolts installed with heads outside, 1. Check tire for correct inflation, 1m, Install wheel disc with snap hole plug opposite tire inflation valve. n, Lower aircraft to ground, 1.22 MAIN BATTERY SUMP JAR ‘The main battery sump jar is located beneath the baggage compartment floor, and traps any electrolyte which may pass from the battery through the venting system, The jar contains a one- inch thick felt pad which is saturated with a three percent by weight solution of boric acid and water that neutralizes any electrolyte entering the jar. 1.22.1 SERVICING MAIN BATTERY SUMP JAR. a. Unscrew main battery sump jar and inspect felt pad for electrolyte contamination or dryness, », If contamination is indicated, dispose of contents and clean jar thoroughly, Insert new pad saturated with boric acid solution, c. If pad has dried out, clean out jar and saturate pad with boric acid solution, 4. Screw jar into lid. 1,23 LUBRICATION Lubrication points, methods, and frequency of application are given in the Lubrication Diagram, figure 1-8, Extensive use of sealed bearings and dry-film lubricant, applied during manufacture, keeps the need for external lubrication to a minimum. Consequently, daily and inter- mediate lubrication is unnecessary, and periodic application is indicated by a triangle, the fre~ quency of which is denoted by the figure on the block at the base of the triangle. The specification land equivalent types of lubrication recommended for use at each point is given in Table 1-5 and is used in conjunction with the symbol shown in the frequency symbol. Before applying lubricant, wipe off any dirt and moisture from the point with a clean lint-free cloth, lightly moistened with dry Cleaning solvent. Avoid excessive use of lubricant when applying by hand to prevent spillage. Care- fally clean up spillage immediately. 1.24 CLEANING 1.24.1 ENGINE COMPRESSOR WASH, To carry out an engine compressor wash proceed as follow: Insure engine is shut down, b, Disconnect instrument pressure line (Mod 6/1046) at engine take-off elbow and cap openings, Feather propeller, select engine bleed and generator to off. «eloPSM-1-6-2 Partl ‘2 LuVd OL YssaU “SLAMOVYE AAOWTU + TLON "SNOLLIGNOD AVANAY-I50 GEASS WAGNA GaWADS de AWW SONTYVES -TEEHM FO NOILVOTEINT LNINDIWE TAOV #2 TLON aNve a NVO'TIO NAD asva¥D + a sToawas NOILVoITaa¥ XX SGONIH xOod TI) , Attach lifting sling to wing and take weight on crane, Refer to Part 1, €. Support wing strut, disconnect fuel line at upper attachment and remove upper attachment facken lower attachment bolt and swing strut downward and rest end on ground, Wing strut may be removed entirely if necessary. Cap fuel line, 6. Remove turnbuckles from engine controls at wing front spar, fe, Disconnect electrical power cable at nacelle and remove clips along front spar. 1, If deicing is fitted, disconnect two deicing lines at wing root, Cap open ends. g. Disconnect bleed air line and fuel vent line at wing root, Cap open ends. ale) ©Part 2 PSM- 1-6-2 INGWLYVaWOD —_ S¥OOd JO UVa'IO avaHWIne INSWLYVaWOO aSON ADVDDVE OL YOOd —_NO HOVE T TOF SLVAS UVAU Z INOUE Gaon EDI GIv 1SuLa avails \V auyritxay aTaVAONay Sivas dn-alt LNANAONVYUY LVS WALAWWOD WAONASSVd 61/81 “TVOIGAL INEWLUVAWOD SKVUL HS¥ Lond ¥aL¥SH quodans Lvas govoove ofa Lvs OL ] Siar wry at0o SAILVNWS LIV - SEONGUY AL HOLOVELXA dat TO¥LNOO ‘uv XT wnaIAIaNt Oo Figure 2-3, Fuselage Furnishings (Sheet 2 of 2) 29Part 2 PSM-1-6-2 Paragraphs 2.12 to 2.14.2 12. CABIN SEATS The cabin seats each consist of a metal frame covered with padding and upholstery material. The seat frames are secured to fittings or tracks on the fuselage side and floor, 2.13 TIE-DOWNS Cargo tie-down points are provided in the cabin and rear baggage compartment, See figure 2-4, Permanent he-down rings are installed in the rear baggage compartment on all aircraft, In tee atslity seat versions, permanently installed rings are attached to the fuselage cabin structure ard plates in the floor seat pick-up beams are threaded to accept tie-down fittings. In commuter Seat versions with seat track fitted, special fittings can be installed directly in the side and floor tracks at the required locations, For commuter seat versions without seat tracks, tie-down rings are available to screw into the side rail seat attachment points (on removal of seat attachment fit- | and into the floor seat pick-up beams. 14 HAND-OPERATED FIRE EXTINGUISHERS A hand-operated fire extinguisher is located on the sloping bulkhead behind the copilot's rhe extinguisher contains a frangible disc which, when broken, allows bromochlorodifluoro- ane (BCT) contents to discharge under pressure, To special order a water/glycol extinguisher “ray De iweated On the right-hand cabin door, INTENANCE - BCF EXTINGUISHER engh unit every three months and ingure that weight has not decreased by more than one that stamped on the operating head, If underweight, return to manufacturer or approved seation for refilling. Check that nozele dust cap is not seized to nozzle, If seized, rotate until free, then remove and apply a Light smear of MS4 silicone grease before reinstalling cap, iter = years from date of manufacture or last overhaul, return extinguisher to manufacturer ed srganization for overhaul, fe of the extinguisher is 5 years, ENANCE - WATER GLYCOL EXTINGUISHER. &. Perivaie maintenance is as follows: Le Werga ext uuisher every 3 months and check that no charge loss has occurred, A fully charged extingnisher should weigh 2 1b @ oz + 1.5 oz. 2) Every 2 year te subeaaragraph bl, , extinguishers must be completely discharged, refilled and pressurized (refer , Remove bolts securing retaining plates and retaining angles, Remove windshield, On electrically heated windshields only, mark position of the two phenolic biveks tw facilitate reinstallation, 23.2 BS LLATION - WINDSHIELDS, Note Electrically heated windshields are supplied with, sealing strips bonded to the windshield; on other windshields the sealing strips are bonded to the Structure and retaining members, a. Heated windshields - Check condition and bonding of neoprene sealing strips and sealant fillets replacement windshield, Sealant used during manufacture is PRI422-B2 (Product Research Co, ). b. Non-heated windshields - Check condition of neoprene seals and insure that they are securely bonded to structure, retaining angles and plates. c. Clean off any old sealant on windshield structure, retaining plates and retaining angles using non-metallic scraper and naptha or methyl hydrate, aeeee eee eee eee ee ee ee eee PSM-1-6-2 Part 2 100 0 50 0 NOMINAL TENSION. eo 50 40 TENSION - POUNDS TOLERANG ea 20 10 10 2030 4050 60 70:« nIVW DNIDONI dois agivuuas YaATT WOLOTTES AVIS (atavasaray) (atavisncay) doe ou DNILANNOD Wuv gONTH Avia ONTTIVEL aDVTasna No uv NID suvd uawany NO VADs UVAU SWAY FONT Rigging Wing Flaps Figure 2-12, 2-30PSM-1-6-2 Part2 Paragraphs 2.41 to 2.43 eCheck that all fore flap hinge arms are bearing equally on adjacent rubber pads when flaps are fully up. 44; with fore flaps fully up, inbéard trailing flaps are not aligned with fuselage rigging plates: renjove attachment bolt, and disconnect connecting rod of each trailing flap and carry out steps f and u. t Hold left inboard trailing flap up in line with fuselage plate and adjust connecting rod until attachment bolt can be freely installed. Repeat step t. for right inboard trailing flap. v. With flap actuator fully retracted, adjust indicator cable turnbuckle in cabin roof to set indi- cator to the zero mark. ws Check rigging of flap/elevator interconnect trim system, Refer to paragraph 2. 52 2.41 WING FLAP HYDRAULIC SYSTEM The wing flap hydraulic system derives its power for the operation of the wing fap actuator from the hydraulic system main pressure line, and returns displaced fluid from the actuator into the nydvaulie system main return line, The wing flap circuit lines are tapped into the hydrauli sretem lines at the hydraulic power package located beneath the flight compartment floor, A ing tip selector lever and cable system opens the flap selector valve and a cable type follow-¥p ¢¥¢- cee Noses the valve, A restrictor is provided in the flaps up and down ports of the actuator (0 ern ci eer te of the flap movement. Both up and down lines to the actuator incorporate a thermal relief valve. 2.42 WING FLAP ACTUATOR The wing flap actuator (figure 2-13) is mounted in a frame located centrally in the cabin roof, Actuator movement is transmitted through links to the system operating belleranks and push- pull rods to operate the wing flaps. The right wing system operating bellcrank incorporates a ball Rerew actuator which operates the right elevator interconnect trim tab, A rotary selector valve is attached to the actuator and is opened and closed by the flap selector lever system and follow-up system, respectively. 2.43. BLEEDING - WING FLAP ACTUATOR Bleeding the wing flap actuator need only be accomplished if the flap operation is not emooth, a hydraulic line or component has been replaced, or the main hydraulic system has been dismantled. Lower cabin roof upholstery and proceed as follows: a, Switch on electrical power by setting battery switch to EXTERNAL (for use with external power source) or BATTERY, de master switch to MASTER, and check that bus-the switch ie set {9 NORMAL. b. Check that hydraulic reservoir is full and recheck level after bleeding. c, Place a suitable container under the flap actuator down port and slacken the union elightly. Set HYD OIL PUMP circuit breaker. Note Observe that motor pump charges accumulators and that motor cuts out when pressure reaches 1550 + 50 +o pai. fe. Select flaps down, When fluid is flowing clear of air bubbles, retighten union, Allow flaps £0 travel to fully down position before tightening union. f. Repeat steps c, and e, using up port and flaps up selections,INaWDaS cou ei DNILOGNNOD uNVYOTIAE DNILVUaaO. ‘aavoaino qind-Hsna gTavasnray Figure 2-13, Wing Flaps System (Sheet 1 of 2) YNVYOTIZE "ind-Hsnd 3Tavasnray ae ao} LVIGSWYSLNTPSM-1-6-2 aT1avo woLogias avTa aTavo MOLVOIGNI dVTE non AATVA YolowTas (F801 /9 dow: SANTA HOSHS HOLIMSOWOUN ONINGY A TIVES, ASTTSY TWWuaHiL SINVUDTISa DNILVNIdO GUVOANT awvus-¥ wove Mas: cow TInd-Hsnd ‘IVa LOANNOOWAIN/ AV Ta Figure 2-13, Wing Flaps System (Sheet 2 of 2)Part 2 PSM-1-6-2 Paragraphs 2.44 to 2,48 Check flap system for smooth operation through several selections. bh, Switch off electrical power, and reinstall cabin roof upholstery. ~ 2.43 FUNCTIONAL TEST - WING FLAP SYSTEM Check correct functioning of wing flap system as follows: a, Switch on electrical power by setting battery switch to EXTERNAL (for use with external power source) of BATTERY, de master awitch to MASTER, and check that bus-tie switch is set te NORMAL 2, Set HYD OIL PUMP circuit breaker. Note Observe that motor pump charges accumulators and that motor cuts out when pressure reaches 1550 + 50 psi, £50P c. Crecic that flap area is clear of equipment and personnel, 6. Select ‘laps down and check that flaps are extended fully in 15 to 30 seconds. ps up and check that flaps are retracted fully in 35 to 50 seconds. Maice several flap selections and check for smooth operation over full travel, ch off electrical power, WING FLAP SELECTOR LEVER ne wing flap selector lever (figure 2-13), mounted in the flight compartment overhead con- 2 sole, cumpr:ses a selector lever, quadrant, pulley and cable system, and serrated segment. The lever is located on the overhead console behind the engiite control levers, and is connected ecting rod to the quadrant immediately forward of the lever. A pawl is provided on the the serrated segment, about which the lever pivots, for intermediate settings of the m the quadrant, cables transmit movement to the outboard pulley on the wing flap select- 2. 4¢ WING FLAP FOLLOW-UP SYSTEM The wing flap follow-up system (figure 2-13), closes the wing flap actuator operating valve to nyéraulseaily lock the actuator in the preselected position, A cable connected to a bracket on the actuatur prstun rod is routed to the inboard pulley on the selector valve operating spindle and, as ton rod extends, the inboard pulley is rotated to close the valve. WING FLAP POSITION INDICATOR The sing flap position indicator (figure 2-13) is located onthe windshield center post, The cater anc system consists of a sliding pointer, a fixed scale, and a cable and pulley system anie” 14 secured t0 the wing flap actuator piston rod head, As the piston rod extends, moving the Flaps down, the pointer is pulled downward against the spring, which also keeps the cable taut, The fixed scale is marked FLAPS and DOWN, with intermediate flap settings marked in degrees. For adjustment of indicator, refer to paragraph 2. 40. 2.48 PLAP/ELEVATOR INTERCONNECT TRIM SYSTEM Ww The flap/elevator interconnect trimming (figure 2-14) is a remote mechanical operation in which wing flap actuator travel is used to apply compensating nose down trim proportionate to the amount of flap extension, ‘The system consists of a ball screw jack, a cable system (with quick disconnects), a trim tab screw jack and a connecting rod, The ball screw jack is connected to the — right inboard operating bellcrank of the flap operating mechanism (figure 2-13), which is installed in the cabin roof. Movement of the bellerank operates the ball screw jack which transmits the movement through a cable system to the interconnect trim tab screw jack in the right elevator. A 2.34PSM-1-6-2 Part2 Paragraphs 2.48, 1 to 2.52 connecting rod connects the jack with the trim tab. Extension of the ball screw jack provides nose down trim, Turnbuckles in the rear fuselage aiid the trim tab connecting rod provide for cable tensioning and adjustment of the system, 2.48.1 REMOVAL AND INSTALLATION - FLAP/ELEVATOR INTERCONNECT SYSTEM REAR PULLEY ASSEMBLY, After releasing cable tension, removal of the rear pulley bracket assembly on the elevator torque tube is self-evident, When installing pulley bracket, refer to figure 2-14 for bracket assembly details, and lubricate in accordance with Part 1, Insure that after tightening the pivot bolt there is free movement of the bracket on the bushing and then rig system in accord- ance with paragraph 2.52. 2,49 FLAP/ELEVATOR INTERCONNECT TRIM TAB The flap/elevator interconnect trim tab is hinged to the trailing edge of the right elevator, An adjustable connecting rod connects the screw jack with the tab, 2,50 FLAP/ELEVATOR INTERCONNECT TRIM TAB SCREW JACK ‘The flap/elevator interconnect trim tab screw jack (figure 2-14) converts rotary motion of the cable drum into linear motion to move the tab up oF down, It ig mounted on the front spar of the right elevator, The screw jack comprises a cable drum spindle which rotates in bearings in a stop cover, and a slide screw assembly, The cable drum is internally threaded and engages with the external threads on the slide screw, Rotary motion of the cable drum in one direction causes the slide screw to retract, and in the opposite direction to extend, A fork end, threaded into and riveted to the slide screw, is bolted to the trim tab adjustable control rod. 2.51 FLAP/ELEVATOR INTERCONNECT BALL SCREW JACK The flap/ elevator interconnect ball screw jack (figures 2-13 and 2-14) converts flap system linear motion into rotary motion, It is mounted in the cabin roof structure and is connected to the flap operating mechanism, The ball screw jack consists of a ball screw assembly, a spindle, and an end support, The ball screw assembly consists of a threaded shaft which engages ball bearings enclosed in a tube integral with a ball cage, The ball cage is keyed into the spindle which has an integral cable drum and the spindle rotates on a bearing mounted on the end support bracket, The end support bracket is bolted to the cabin roof structure, and a fork end installed on the screw shaft connects to the flap operating mechanism, Movement of the flap operating mechanism pulls or Pushes the screw shaft, which causes the ball cage and spindle to rotate and drive the cable system to reposition the interconnect tab, 2.52 RIGGING - FLAP/ELEVATOR INTERCONNECT TRIM SYSTEM, Note Before commencing to rig flap/elevator trim system, the wing flaps system must be correctly rigged. 4, Insure that wing flaps are pumped fully up. 40,050 inch down, measured at trailing edge). 0, 040 inch (see figure 2-14), b. Check that interconnect tab is 12° down (0. 85 If not, check that dimension on trim tab screw jack c. If trim tab setting only is incorrect, carry out steps g. through 1. 4, If trim tab screw jack setting is incorrect, slacken cables in system and carry out steps e. through 1 fe. With flaps fully retracted, set cables on interconnect ball screw jack as shown in figure 2-14, f, Set trim tab screw jack at 0, 040 inch with cables arranged as shown in figure 2-14. g. Adjust turnbuckles in rear fuselage to tension cables to value given on figure 2-5, Insure that settings remain unchanged,PSM-1-6-2 Part2 aavmuos Sova IsnWw dVaH LTOw sgyovud kaTING MOVE MaUOS AVL WEL IVE LIM “NI 0¥0°0 SaNa HLOg ATAWSSV ASTTNd UVEU NOLLVOWIOTaS Nog | LuVd OL aay ATAMaSsy NO SOvauns YOTEALKT ISVEUO - Hea 1 ) wove Ma¥os TIVE LOSNNOOWS.INT Figure 2-14, Rigging - Flap/Elevator Trim Interconnect SystemPSM-1-6-2 Part 2 - Paragraphs 2. 53 to 2, 54,2 “Ne On aircraft with Mod 6/1127 embodied, the front and rear calles are nylon covered, Tensiometer readings must be taken on the bare cable only, between the quick- disconnects and the turnbuckles, bh, Lock turnbuckle using locking clips. 3, Remove attachment bolt and disconnect connecting rod at interconnect trim tab, j. Set interconnect trim tab at 12° down (0, 85 + 0.050 inch down, measured at trailing edge). k. With trim tab screw jack set as in step f., adjust connecting rod until attachment belt can be freely installed. Pump flaps fully down and check interconnect system for freedom of movement, 2,53 ELEVATOR SYSTEM Movement of the control column in a fore-and-aft direction is transmitted by a connecting rod to an elevator control lever below the flight compartment floor, Movement of the elevator con- trol lever is limited by a cable with swaged stops which passes through the outboard end of the control lever, (See figure 2-15,) From the control lever, movement is transmitted through cables, pulleys, and fairleads to an elevator quadrant located in the rear fuselage. The cables are routed ilong the right side of the fuselage beneath the cabin floor. An adjustable connecting rod transmits movement from the quadrant to the elevator torque tube and elevators, 2,54 ELEVATORS ‘The elevators each comprise a front and rear spar supported by ribs and covered by metal skins, Two hinge attachments are mounted on the front spar, and a third is located on the flange on the end of the torque tube, When elevators are installed, the torque tube flanges, when aligned and bolted together, also provide maximum up and down travel stops, The left elevator carries the elevator trim tab and the right elevator carries the flap/elevator interconnect tab, 2.54.1 REMOVAL - ELEVATORS, Remove left or right elevator as follows: 4, If left elevator is to be removed, disconnect elevator trim cables turnbuckles, or sf right elevator is to be removed, disconnect quick disconnects. Both turnbuckles and quick disconnects are located in rear fuselage, b, Disconnect connecting rod at elevator torque tube (right elevator only), Remove applicable trim palleys on rear fuselage structure, Pull through cables, coil and stow. cc. Remove three bolts from torque tube flanges. Disconnect bonding strip. 4. Support elevator to be removed, then remove tuo hinge bolts and disconnect bonding strips, Lower elevator to ground, 54.2. INSTALLATION - ELEVATOR. Note If the elevator to be installed is a replacement or repaired elevator, or if it has been-painted or repainted, rebalancing of both elevators must be carried out in accordance with Repair and Over- haul Manual PSM-1-6-3. To install elevator, reverse removal procedure, Check elevators and elevator trim and/or flap/ elevator interconnect tab rigging. Refer to paragraphs 2.55, 2, 60 and 2, 52 as applicable. Check 2-37SaTHONGNYAL ENV¥GYAD TOULNOD YOLVASTS UAATT TOULNOD YOLVASTE mae a aTav9 dols K x. ae |Ar~— 0a oso a dow DNILOANNOS acu gt ONILOSNNOD a & ee senzanovor a Y years == PSM-1-6-2 Figure 2-15, Elevator System SONVIE TEAL INDYOLPSM-1-6-2 Part 2 Paragraphs 2. 55 to 2. 60 that clearances are within mits shown on figure 2-9. 2,55 RIGGING - ELEVATOR SYSTEM a. Leck control column in neutral position by installing gust locks. b, Check that top surface of right elevator horn and lower edge of rigging disc at stabilizer tip are aligned (neutral position), If not, insert rigging pin in control quadrant in rear fuselage. ¢. If rigging pin enters easily, adjust connecting rod at elevator. 4, If rigging pin does not enter control quadrant, adjust turnbuckles in rear fuselage until quad- rant setting is obtained; tension cables to value shown on figure 2-5. Check rigging disc at right elevator horn for alignment, then make final adjustment on connecting rod, if necessary. e, Remove rigging pin and control locks, Lock turnbuckles using locking clips. 2,56 ELEVATOR TRIM TAB SYSTEM The elevator trim tab system (figure 2-16) is hand-operated from a trim tab handwheel mounted on a trim console to the right of the pilot's seat. Rotary movement of the handwheel is transmitted by a drum and cable system to a similar drum mounted on the drive shaft of a trim tab. screw jack installed in the left elevator, From the screw jack the movement is conveyed by con- trol rod to the elevator trim tab, Extension of the serew jack moves the tab upward (nose down trim). 2.56.1 REMOVAL AND INSTALLATION - ELEVATOR TRIM SYSTEM REAR PULLEY ASSEMBLY. After releasing cable tension, removal of the rear pulley bracket assembly on the elevator torque tube is self-evident, When installing pulley bracket refer to figure 2-16 for bracket assembly de- tails and lubricate in accordance with Part I, Insure that after tightening the pivot bolt there is free movement of the bracket on the bushing and then rig system in accordance with paragraph 2, 60. 2.57 ELEVATOR TRIM TAB The elevator trim tab is hinged to the trailing edge of the left elevator, An adjustable con trol rod connects the tab with the screw jack, Drain holes are provided in the bottom skin, After 4 tab installation, check that clearances are within limits shown on figure 2-9, 2,58 ELEVATOR TRIM SCREW JACK The elevator trim screw jack converts rotary motion of its cable drum into linear motion to move the trim tab up or down, It is mounted on the front spar of the left elevator, The elevator trim tab screw jack is identical to the flap/elevator trim tab screw jack. Refer to paragraph 2. 50, 2,59 ELEVATOR TRIM TAB HANDWHEEL The elevator trim tab handwheel (figure 2-17) is mounted in the trim console to the right of the pilot's seat, Rotation of the handwheel rotates @ cable drum which drives the trim tab screw jack. Mounted on the inboard end of the cable drum is a spiral grooved plate which, through a pin land lever arrangement, drives the indicator pointer. 2.60 RIGGING - ELEVATOR TRIM TAB SYSTEM and note position of indicator in flight compartment. Rotate handwheel from neutral to full nose up, and from neutral to full nose down, check that the number of turns available is as shown on figure 2-16. If the full movement is not obtained in either direction, check system as detailed in steps b. through 4. a. Rotate handwheel until trim tab is neutral (tab trailing edge aligned with elevator trailing a b. Check that cables are arrangedton cable drums as shown on figure 2-16, c. Check dimension at jack fork end shown on figure 2-16, If dimension is incorrect, slacken cables and adjust jack to correct neutral position, Maintaining cable drum neutral settings, re- tension cables to value shown on figure 2-5, Lock turnbuckles using locking clips. 2-39