Pawnee Brave

BRAVE
PAWNEE
MANUAL
SERVICE
CARD1 OF2
PA-36-285-300-375
CORPORATION
PIPERAIRCRAFT
761471)
NUMBER
(PART
lAl
PAWNEE BRAVE SERVICE MANUAL
AEROFICHE EXPLANATION AND REVISION STATUS

The Service Manual information incorporated in this set of Aerofiche cards is arranged
with the general specifications of Aerofiche adopted by the General Aircraft Manufacturer's in accordance
(GAMA). The information compiled in this Aerofiche Service Manual is kept Association
distributed periodically.These revisions supersedeall previousrevisions and willbe current by revisions
replacements and shall supersede Aerofiche cards of the same number in the set. complete Aerofiche card
Conversion of Aerofiche alpha/numeric code numbers:

First number is the Aerofiche card number.
Letter is the horizontal line reference per card.
Second number is the vertical line reference per card.
Example: 2J16 = Aerofiche card number two of given set, Grid location J16.
To aid in locatingthe various chapters and related serviceinformation desired, the following
is provided:
1. A complete manual Table of Contents is for all fiche in this set.
2. A complete list of Illustrations is given and follows the Table of Contents.
3. A complete list of Tables is given for all fiche in this set and follows the
4. A completelist of paragraph titles and appropriate Grid location numbers islist of Illustrations.
of each Chapter relating to the information within that Chapter. givenat the beginning
5. Identification of Revised Material:
Revisedtext and illustrations are indicatedbya black vertical line along the left-hand
the frame, opposite revised,added or deleted material. Revisionlinesindicate only margin of
with changesand additions to or deletions of existingtext and illustrations.Changes current revisions
in capitalization,
spelling,punctuation, indexing, the physicallocation of the material or complete page
not identified by revision lines. additions are
6. Revisionsto this Service Manual 761 471 issued February 14, 1973are as follows:
Revisions Date Aerofiche Card Effectivity
ORG730214 February 14, 1973
PR731012 October 12, 1973
PR750930 September 30, 1975
PR760128 January 28 1976
PR760831 August 31, 1976
PR770615 1 and 2
June 15, 1977 1
PR780119 January 19, 1978
PR780901 1 and 2
September 1, 1978 1 and 2
PR790827 August 27, 1979
PR791210 1 and 2
December 10, 1979 1 and 2
PR801020 October 20, 1980
PR810121 1 and 2
January 21, 1981 1 and 2
PR810720 July 20, 1981
PR821027 1 and 2
October 27, 1982 1 and 2
PR840323 March 23, 1984
PR890501 1 and 2
August 4, 1989 1
The date on Aerofichecards shall not be earlier than the date noted for the respectivecard
the latest card in this series for current Aerofiche card effectivity. effectivity.Consult
1A2
PIPER PAWNEE SERVICE MANUAL
THIS PAGE INTENTIONALLY LEFT BLANK
1A3
TABLE OF CONTENTS
AEROFICHE CARD NO. 1 GRID NO.
I INTRODUCTION ................................... 1A11

II HANDLING AND SERVICING ...................... 1A14
III INSPECTION ....................................... 1 C23
IV STRUCTURES ...................................... 1D17
V SURFACE CONTROLS ............................. 1F4
VI HYDRAULIC SYSTEM .............................. 1 G3
VII LANDING GEAR AND BRAKE SYSTEM ............ 1G11
VIII POWER PLANT- CONTINENTAL ................... 1H10
VIIIA POWER PLANT - LYCOMING ....................... 1K4
AEROFICHE CARD NO.2
VIIIB POWER PLANT- LYCOMING 375 .................. 2A9

IX FUEL SYSTEM ..................................... 2D1
X INSTRUMENTS .................................... 2E10
XI ELECTRICAL SYSTEM ............................. 2F8
XII ELECTRONICS ..................................... 217
XIII ENVIRONMENTAL CONTROL SYSTEM ............ 2114
XIV DISPERSAL SYSTEMS ............................. 2118
1A4
LIST OF ILLUSTRATIONS
Aerofiche
Grid No.
Figure
IA17
2-1. Three View of PA-36-285 ...................................................
IA18
2-1a. Three View of PA-36-300 and PA-36-375 .....................................
IA24
2-2. Station Reference Lines ....................................................
IBI
2-3. Access Plates and Panels ................................................... IB10
2-4. Identification of Aircraft Fluid Lines ......................................... 1B12
2-5. Torque Wrench Formula ...................................................
Jacking and Lifting Arrangement ............................................
1B17
2-6. 1B18
2-6a. Leveling ..................................................................
Weighing Arrangement ..... ................................................ 1B18
2-6b. 1B20
2-7. Service Points ............................................................. 1 B23
2-8. Tire Balancer .............................................................
Lubrication Chart .........................................................
1C7 thru 1(
2-9.
Tail Gear Support Tool .................................................... 1C22
2-10. 1D2
3-1. Inspection of Exhaust System ...............................................
Inspection of Exhaust System PA-36-300 ..................................... ID3
3-2. 1D4
3-3. Inspection of Exhaust System PA-36-375 .....................................
Inspection of Rod End Bearings ............................................. 1D5
3-4. 1D23
4-1. Aileron and Flap Installation ...............................................
Wing Installation .......................................................... 1E1
4-2. 1E3
4-3. Empennage Installation .....................................................
IE9
4-4. Elevator Installation ....................................................... 1E12
4-5. Windshield and Window Installation .........................................
4-6. Cockpit Door Installation ..................................................
4-7. Wire Deflector Installation ................................................
4-8. Skin Thickness and Material ................................................ IE19
4-9. Fuselage Frame Subassemblies .............................................. IE20
4-9a. Fuselage Frame Tubing .................................................... IE21
5-1. Control Stick Installation ............. ...................................... IF8
Aileron Controls Installation ................................................ IF10
5-2.
5-3. Elevator and Elevator Trim Controls Installation .............................. 1F12
5-4. Rudder Controls Installation ................................................ IF15
5-5. Rudder and Brake Pedals Installation ........................................ IF16
5-6. Flap Controls Installation .................................................. IF18
5-7. Flap Torque Tube End Bearing Tolerances ................................... IF20
5-7a. Correct Method of Installing Rod End Bearings ............................... IF21
Control Surface Balance Tool ............................................... 1F23
5-8.
5-9. Control Surface Balancing Configuration ..................................... 1F24
5-10. Flap Rigging Tool ......................................................... IG2
7-1. Main Landing Gear and Axle Installation .................................... IG15
7-2. Main Wheel Assembly ..................................................... 1G17
7-3. Main Wheel Alignment ................. .................................... IG20
7-4. Tail Gear Installation ...................................................... IG21
7-5. Tail Wheel Unit ........................................................... IG23
7-6. Brake System Installation ................................................... IHI
7-7. Wheel Brake Assembly ..................................................... IH3
7-8. Toe Brake Installation ................... ................................... 1H5
7-9. Brake Cylinder Assembly (Toe Brake) ........................................ 1H7
Revised: 10/27/82
1A5
LIST OF ILLUSTRATIONS (cont)

Figure Aerofiche
Grid No.
- CONTINENTAL
8-1.
8-1. Engine Cowling Installation
Engine Cowling Installation ................................................ IH15
8-2. Propeller Installation.......................................... IH 17
8-3. Propeller Blade Minor Repair ............................ I H18
8-4. Propeller GovernorI
Governor ........................................................ IH20
H20
8-5. Engine Installation ................................. 111
8-6. Engine Lubrication System Diagram ................... 8.....................
8-7. External Oil Filter Element .......................................... 1110
8-8. Oil Pressure Relief Valve Adjustment ...... 1......................110
8-9. External Oil Cooler ............. 1111
8-10. Induction Air System Installation ......... ... 1...............
1.13
8-11. Engine Fuel System Diagram .................................. 1115
8-1 la. Air Throttle, Metering Assembly and Fuel Pump .......... ..... 1120
8-1 lb. Auxiliary Fuel Control Valve 1122
8-12. Engine Control Console . ............................. 1122
. . . . . .............
. ........
. . .Distributor
in ts . in
o n ta ctofP oSpring . .. ... .. .. .. . .. .. ..
. . . . . .Tower . . . . . . . . . . . . . . .. 24
11124.....................
- 14.
88-13. C
Height Block
8-14.
8-15. Contact Points.1124
Engine Timing Marks 1J2
8-16. Timing Light Connected to Magneto ................................. J2
8-17. Timing Marks on Rotating Magneto ........................ J4
8-18. Painted Tooth Centered in Timing Window ... .. J4
4........................
8-19. Timing Mark on Rotor Aligned with Pointer (Right-Hand Rotation)......1....... IJ6
8-20. Timing Light Connected to Magneto ............................. .. ...
8-21. Timing Light Connected to Magneto and Breakers .............. ..... .. IJ6
8-22. Checking Harness Lead Continuity ................................... J6
8-22a. Cam End View of Magneto ............... I..................1J9
8-23. Checking Harness Lead Insulation Resistance . ....... 10
8-24. Modified Pliers......................... I........
8-25. Removing Spring From Lead Assembly .I. ..........
8-26. Assembly Tool. ........................................ IJ 13
8-27. Using Assembly Tool ............................. ' . . . . . . IJ13
8-28. Ferrule Positioned Under Braid ............ .. 15
8-29. Ferrule Seating Tool 11-7074 .............
I
8-30. Position of 11-8627 Kit and Contact Spring at Start of Installation . J15
8-31. Position of 11-8627 Kit and Contact Spring After Installation ......... IJ15
8-32. Lubrication of Sleeve ................................... IJ16
8-33. Lubricating Ferrule Shoule S der .................
8-34. Removing Frozen Spark Plug.........IJ 17
8-35. Ignition System Schematic . ................. J.....19
- LYCOMING -
8A-. Engine Cowling Installation .............................. K7
8A-2. Propeller Installation (PA-36-300) ....................... K8
8A-3. Propeller Blade Minor Repair ............................... ... IK10
8A-4. Propeller Governor ..................................... .... IK12
8A-5. Engine Installation (Lycoming)............................. K. 16
8A-6. Engine Control Console ...................................... K 19
8A-7. Schematic Diagram of RSA Fuel Injection System . .................... IK21
8A-8. Fuel Injector..................................................... I22
1A6

Aerofiche
Figure Grid No.
8A-9. Fuel-Air Bleed Nozzle ...................................................... IK23
8A-10. Contact Points ............................................................ IK24
8A-11. Rotor Holding Tool Installed ............................................... IL3
8A-12. Timing Kit Installed ....................................................... IL3
8A-13. Aligning Timing Marks .................................................... 1L4
8A-14. Checking Flyweight Clearance of Impulse Coupling ............................ IL4
8A-15. Engine Timing Marks ...................................................... IL5
8A-16. Magneto Timing Marks ................... ................................. IL5
8A-17. Removing Spring From Lead Assembly ...................................... IL7
8A-18. Assembly Tool ............................................................ IL8
8A-19. Using Assembly Tool ...................................................... IL8
8A-20. Measuring Lead Assembly Length ........................................... IL8
8A-21. Cutting Metallic Braid From End of Lead .................................... IL9
8A-22. Unbraiding Metallic Shielding ............................................... IL9
8A-23. Forming Shielding Around Ferrule .......................................... ILIO
8A-24. Ferrule Seating Tool....................................................... IL0
8A-25. Needle ................................................................... IL10
8A-26. Measuring Wire From Top of Ferrule ........................................ ILII
ILII
I L 11
8A-27. Installing Grommet Over Lead Assemblies ....................................
8A-28. Lead Assembly Installed in Grommet ........................................ ILII
8A-29. Wire Doubled Over For Installation of Eyelet ................................. ILII
.8A-30. Removing Spark Plug Frozen to Bushing ..................................... IL13
8B-I. Engine Cowling Installation ................................................. 2A12
8B-2. Propeller Installation (PA-36-375) ........................................... 2A13
8B-3. Propeller Blade Minor Repair ............................................... 2A15
8B-4. Propeller Governor ........................................................ 2A17
8B-5. Engine Installation (Lycoming) .............................................. 2A21
8B-6. Engine Control Console .................................................... 2A22
8B-7. Schematic Diagram of RSA Fuel Injector System.............................. 2BI
8B-8. Fuel Injector ............................................................. 2B2
8B-9. Fuel Air Bleed Nozzle ...................................................... 2B4
8B-10. Height of Spring in Distributor Block Tower.................................. 2B4
8B-11. Contact Points ............................................................ 2B4
8B-12. Engine Timing Marks...................................................... 2B5
8B-13. Timing Marks on Magneto Rotor ........................................... 2B7
8B-14. Painted Tooth Centered in Timing Window ................................... 2B7
8B-15. Can End View of Magneto .................................................. 2B8
8B-16. Timing Mark on Rotor Aligned with Pointer (Right Hand Rotation)............. 2B9
8B-17. Timing Light Connected to Magneto ......................................... 2B9
8B-18. Timing Light Connected to Magneto and Breakers............................. 2B9
8B-19. Check Harness Lead Continuity ............................................. 2B9
8B-19A. Testing Insulation Resistance of Harness Lead ................................. 2B14
8B-20. Removing Spring From Lead Assembly ...................................... 2B15
8B-21 Assembly Tool ............................................................ 2B16
8B-22. Using Assembly Tool ...................................................... 2B16
8B-23. Measuring Lead Assembly Length ........................................... 2B16
8B-24. Cutting Metallic Braid From End of Lead .................................... 2B17
8B-25. Unbraiding Metallic Shielding ............................................... 2B17
8B-26. Forming Shielding Around Ferrule .......................................... 2B18
8B-27. Ferrule Seating Tool ....................................................... 2B18
8B-28. Needle ................................................. 2B18
Revised: 7/20/81 1A7
Figure Aerofiche
Grid No.
8B-29. Measuring Wire From Top of Ferrule ........................................ 2B19
8B-30. Installing Grommet Over Lead Assemblies ................................. 2B19
8B-31. Lead Assembly Installed in Grommet .................... ............ 2B19
8B-32. Wire Doubled Over for Installation of Eyelet .................................. 2B19
8B-33. Removing Spark Plug Frozen to Bushing ..................................... B2
9-1. Fuel System Diagram, Serial Nos. 7360001 to 7360019 incl. (PA-36-285) ......... 2D4
9-1a. Fuel System Diagram, Serial Nos. 7360020 and up (PA-36-285) ................. 2D5
9-lb. Fuel System Diagram, (PA-36-300 and 375) ........................ ........... 2D6
9-2. Fuel System Installation, Serial Nos. 7360001 to 7360019 incl. (PA-36-285) ........ 2D7
9-2a. Fuel System Installation, Serial Nos. 7360020 and up (PA-36-285) .............. 2D
9-2b. Fuel System Installation (PA-36-300)......................................... 2DII
9-3. Fuel Cell Installation ....................................................... 2D14
9-4. Polyurethane Foam Baffle Installation Sequence ............ ................... 220
9-5. Fuel Filter ................................................................. 23
9-6. Auxiliary Fuel Control Valve Operation and Components ..................... 2E3
9-7. Bench Test Set up of Auxiliary Fuel Control Valve ............................ E7
10-1. Instrument Panel ........ ............................. 2E14
10-2. Pitot and Static Air System Installation ............. . ..... .. ......... 2E16
I1-1. Instrument Panel Electrical Switches................................. 2F3
11-2. Deleted
11-3. Exploded View of Alternator...................5
11-4. Removal of Rectifier .... 2F16
11-5. Removal of Slip Ring End Bearing .................. .................. . 2F16
11-6. Removal of Drive End Head From Rotor .................................... 2F17
11-7. Removal of Drive End Bearing ....... .............................. . 2F17
11-8. Testing Rotor for Ground ........................ .................. 2F18
11-9. Testing Rotor for Shorts ................... ............... 2F18
11-10. Installation of Drive End Head on Rotor ................. ................... 2F19
11-11. Installation of Rectifier.......2F19
11-12. Terminal Assembly ........................................ 2F20
11-13. Slip Ring End Bearing Assembly .......................................... 2F21
11-14.
11-14. Testing
Testing Alternator
Alternator.2F21 ................ ............................ 2F21
11-15.
11-15. Brush
Brush Installation
Installation ..........................................................
.................................... .... 2F23
2F23
11-16. Internal Wiring Diagram .................. """""""""" 2F23
11-17. Battery Box ................................................. 2G2
11-18. Regulator Schematic (Internal) ............................... ............... 2G4
11-18a. Application of Overvoltage Control .......................................... 2G
11-18b. Testing Overvoltage Control .................. ................. 2G5
11-19. Exploded View of Starting Motor - MHP-4004 ........................... . 2G6
11-19a. Exploded View of Starting Motor - MHB-4001 .............. ........... 2G6
11-20. Turning Starter Motor Commutator ................................... 2G8
11-21. Testing Motor Armature for Shorts......................................... 2G8
11-22.
11-22. Testing
Testing Motor
Motor Fields
Fields for Grounds Grounds ...................................... ................ 2G10
1-23. No-Load Test Hookup ............. ...... ....................... 2G10
11-24.
11-24. Stall-Torque Hookup .....................................................
Stall-Torque Hookup 2GII..................
I0
11-25. Landing and Taxi Light Installation ............................... 2G13
Revised:10/20/80
1A8

Aerofiche
Grid No.
Figure
..... . 2G 14
11-25a. Night Working Lights Installation .............................. 2G21
11-25b. Night Lights Installation..................... .....................
.................. 2G23
11-25c. Rotating Beacon Installation .....................
NOTE
Electrical Schematics for Section XI, see Grid No. 2F10

12-1. 218
218
12-1. ELT Wiring Schematic (Narco) ............................................ 2110
12-2. ELT Portable Folding Antenna (Narco) ................................ 2.............
110
ELT Using Fixed Aircraft Antenna (Narco) ....... .........
12-3. ....... 116
Cabin Heating and Ventilating System Installation .......................
13-1. ............... 2123
14-1. Hopper Installation (30 Cubic Foot) .................. .........
14-2. Hopper Installation (38 Cubic Foot) ................................ 2J
14-2a. Hopper Installation (38 Cubic Foot) .....................................
............. 2J4
14-3. Hopper Bedding Tube Installation .............................. 25
14-4. Wind Driven Liquid Dispersal System ........................................
26.
14-4a. Hydraulic Driven Liquid Dispersal System .................................... 2J7
14-4b. Hydraulic Spray System Schematic .......................................... 2
14-4c. Hydraulic Driven Spray Pump Assembly ................................. 2J 1
14-5. Spray Pump and Control Valve Installation .................... J 13
Fan Blade Adjustment .......... .............
.......... ....
14-6. 2J14
14-7. Boom Assembly and Installation .................................
16
14-8. Spray Nozzle Assembly.......'J ........................... ........ • J 217
. .........
14-9. Quick Loading System Installation ........... ............ 2J
14-10. Spray System Shutoff Valve Installation....................... . 2J2
............
14-11. Dry Material Dispersal System .............................. .23
14-12. Adjustment of Subtank Gate and Control ..................................
.... ......................... 24...............
14-13. Agitator Installation ..... 2..........
14-14. Spreader Installation.................................
Revised:3/23/84
1A9
PAWNEEBRAVE SERVICE MANUAL
LIST OF TABLES
Aerofiche
Table Grid No.
Leading Particulars and Principal Dimensions .............................. IA19

II-I. Conversion Tables...................................................... IB3
II-III. Maximum Distance Between Supports for Fluid Tubing...................... 1B9
II-IV. Hose Clamp Tightening (Initial Installation) ................................ IB9
II-V. Recommended Nut Torques .............................................. IB15
II-VI. Flare Fitting Torque Chart ............................................... IB17
II-VI.
II-VII. Recommended Lubricating Oils ........................................... IC2
II-VIII. Thread Lubricants....................................................... IC4
II-IX. Paint Materials ......................................................... IC15
II-X. Recommended Preservative Oils........................................... IC17
II-XI. Special Tools (PA-36-285) ................................................ IC22
III-I. Inspection Report...................................................... ID6 thru ID
V-I. Control Surface Travels.................................................. IF9
V-ll. Static Balance Limits (Inch-Pounds) ....................................... IF22
V-Ill. Cable Tension vs. Ambient Temperature ................................... IGI
VI-III.
VIII-I. Propeller Specifications .................................................. IH19
VIIl-ll. Engine Date (PA-36-285) ................................................. IH22
VIII-lla. Fuel System Pressure and Fuel Flow Values ................................ 1122
Troubleshooting Chart (Engine) ........................................... IJ21thru IK
VIIIA-I. Propeller Specifications .................................................. IKII
VIIIA-II. Coupling Torques ....................................................... IL12
VIIIA-III. Engine Troubleshooting Chart ............................................ IL15 thr@
VIIIB-I. Propeller Specifications .................................................. 2A16
VIIIB-II. Coupling Torques ....................................................... 2B20
VIIIB-III.
Troubleshooting Chart (Engine)........................................... 2B23
IX-I. Troubleshooting Chart (Fuel System) ...................................... 2E9
Pitot-Static System...................................................... 2E17
X-II.
X-l. Altimeter............................................................... 2E18
X-ll. Magnetic Compass ...................................................... 2E19
X-IV. Airspeed Indicator ...................................................... 2E21
X-V. Turn Coordinator ....................................................... 2E22
X-VI. Fuel Quantity Indicator.................................................. 2E23
X-VII. Manifold Pressure Gauge. ................................................. 2FI
X-VIII. Fuel Flow Gauge........................................................ 2FI
X-IX. Oil Pressure Gauge...................................................... 2F2
X-X. Oil Temperature Gauge .................................................. 2F3
X-XI. Cylinder Head Temperature Gauge ........................................ 2F3
X-XII. Tachometer............................................................. 2F4
XI-I. Alternator Specifications ................................................. 2F22
Alternator Belt Tension .................................................. 2F23
Xi-II1.
Xl-ll. Hydrometer Reading and Battery Charge Percent ........................... 2GI
XI-IV. Starting Motor Specifications ............................................. 2G12
XI-V. Troubleshooting Chart (Electrical System) .................................. 2H2
XI-VI. Circuit Load Chart...................................................... 2H12
XI-VII. Lamp Replacement Guide................................................ 2H12
XI-VIII. Electrical Symbols....................................................... 2H13
XI-IX. Wire Codes ............................................................. 2H 14
XIV-I. Hydraulically Driven Spray System Available
Boom Pressures at 2250 Engine RPM ...................................... 2K3
Revised: 3/23/1 84 IA10
SECTION
I
INTRODUCTION
Aerofici
Paragraph Grid Nc
1-1. General ................................................ 1A12

1-2. Scope of Manual .......................................... 1A12
1-3. Description .. ............ . . ....... . . . . ... . . 1A12
1-4. Fuselage ................ . . . . . . . . . . . . . . . ....... . IA12
1-5. Wing ........................ . . . . . . . . . . . . . . . . . ..... 1A12
1-6. Empennage ............ . . . . . . . . . . . . . . . . .. 1A13
1-7. Flight Controls .......................................... . 1A13
1-8. Landing Gear ............................................ 1A13
1-9. Engine and Propeller ....................................... IA13
1-10. Fuel System .......................... .................. 1A13
1-11. Instruments ................. ...... ..... . .......... .. ... 1A13
1-12. Electrical System .... .. .................................. . 1A13
1-13. Environmental Control ........ ..................... 1....
1A13
1-14. Accessoriesand Utilities .......................... ........... A13
Issued: 2/14/73
All
PAWNEEBRAVE SERVICEMANUAL
SECTIONI
INTRODUCTION
1-1. GENERAL. This manual contains service and maintenance instructions for the Piper PA-36 Pawnee
Brave,designedand manufactured by the Piper Aircraft Corporation, as a versatile agricultural aircraft.
1-2. SCOPE OF MANUAL. Sections II and III comprise the regular or routine service and inspection
requirements, whereas Sections IV through XIV contain the maintenance instructions. The service
instructions include ground handling, servicing and inspection. The maintenance instructions are for each
system and include troubleshooting, removal and installation of components, corrective maintenance and
testing. Each major system of the aircraft is covered in a separate section. Only qualified personnel should
perform the operations described in this manual.
1-3. DESCRIPTION. The PA-36 is a single engine, full cantilever low-wing agricultural aircraft with
conventional tail wheel type landing gear. The aircraft is powered with a Teledyne Continental Motors
TIARA engine or an Avco-Lycomingengine, which drives a Hartzell constant speed propeller. The aircraft
is equipped with a fiberglass hopper. Refer to the airplane flight manual for the hopper size and maximum
gross weight of the particular models. The aircraft is certified under Part 23, changes 1 through 6, of the
Federal Aviation Regulations, for normal category operation at a gross weight of 3900 pounds. Restricted
category certification is conducted under Part 21, changes 1 through 24, of Federal Aviation Regulations.
1-4. FUSELAGE. The fuselagestructure is heli-arcwelded4130steel tubing, externally corrosion proofed by

a urethane process.Quick removable metal panels are located on both sidesfrom fire wall to tail for easy access
and cleaning.The forward fuselage area consists of a reinforced fiberglasshopper with main attachments to
the upper longerons near tubing clusters. The hopper has a large loading door, and its top forms the upper
aircraft skin in one piece from fire wall to windshield. The main landing gear attaches to a truss structure
forward of the hopper throat, and the main wing spar passes aft of the hopper throat. The pilot seat is
adjustable in the vertical position and the rudder pedals are adjustable fore and aft. Ventilation is provided by
an overhead scoop. Windshield wire deflector, quick release doors, and windshieldcleaningaccess doors are
also provided. The canopy is molded of fiberglassand provides windows overhead and aft in addition to the
windshield and side windows. The rear fuselage has a fiberglass upper skin section and on pre 1977models a
fiberglass lower skin section. On 1977modelsand up the lower skin section is metal. A fin mounted air scoop
provides rear fuselage pressurization to keep contaminants out.
1-5. WING. The low wing design is full cantilever, all metal stressed skin, consisting of two wing panels,
featuring a two bolt main spar attachment to a short center section for easy removal of each wing. The
leading edges and tips are easily removable fiberglassmoldings. Each wingcontains a bladder type fuel cell
at the inboard bay of the wing. Provision for agricultural equipment attachments are built into each wing.
The aileron and flap construction is of aluminum. The flaps are electrically operated.
INTRODUCTION Revised: 10/20/80
1A12
stabilizer (fin), rudder, horizontal stabilizer

1-6. EMPENNAGE. The empennage consists of the vertical and/or push rod controlled, balanced and
and elevator. All surfaces are aluminum constructed, cable
provided with internal corrosion protection.
using a combination of push rods and stainless
1-7. FLIGHT CONTROLS. A three axis control system
ailerons and elevator are controlled by a centrally
steel cables with self-lubricating bearingsis standard. Thethe rudder and tail wheel steering. Toe operated
mounted stick. Individually adjustable pedals control trim is provided through a pilot operated trim
brakes are incorporated with the rudder pedals. Elevatorhalf.
wheel, activating a tab at the trailing edge of each elevator
1-8. LANDING GEAR. The main gear consists of two duty single leaf springs attached to the fuselage frame.
axles support ten inch wheels with disc brakes
Wire deflectors are mounted on the leading edge. Heavy
leaf spring attached to the rear fuselagebay. A
and 8.50 x 10tires and tubes. The tail gear consists of a singlefrom the rudder horn.
steerable 10 inch tire assembly is actuated through springs
1-9. ENGINE AND PROPELLER.

Propeller H.P. Fuel Octane
Model Engine
HC-C2YF-1BF/F9587A or 285 100/130
PA-36-285 6-285-B/BA 285 100/130
6-285-C/CA HC-C3YF-1RF/F9684-1
HC-C2YF-1BF/F8475R-0 100/130
100/130
10-540-K1G5 HC-C3YR- RF/F8468A-6 300
PA-36-300
HC-C3YR-IRF/F8475R 375 100/130
PA-36-375 IO-720-D CD
reticulated poly-urethane safety foam (Safom)

1-10. FUEL SYSTEM. A bladder type fuel tank filled with individual fillers and are interconnected with a
is installed in the inboard bay of each wing.The tanks have
as a single tank system with an on-off valve. An electric
small, spar mounted header tank which operates pressure for priming the engine. A calibrated
gauge registers quantity aboard. An electric pump provides
dipstick is clipped to the bulkhead behind the seat.
standard flight and engine instruments with a
1-11. INSTRUMENTS. Basic instrumentation consists of equipment.
millibar altimeter, clock, and turn coordinator indicator as optional
by a 28-volt alternator which is belt driven by
1-12. ELECTRICAL SYSTEM. Electrical power is supplied is located aft of the firewall. On 375 models
the engine. On early models, a 17-ampere-hour,24-volt battery are located in the aft portion of the fuselage.
only, two 25-ampere-hour, 12-voltbatteries, connected in series
is enclosed within the fuselage.
1-13. ENVIRONMENTAL CONTROL. The pilot's compartment filtered air to enter the cabin through vents in
Ventilation is provided through an overhead scoop allowingsystem is available,using heated air from a heat
front and in back of the pilot. An optional cockpit heater
the engine for the Continental or the right exhaust
muff around the exhaust crossover pipe at the front of
stack assembly for the Lycoming.
gallon) hopper is standard and an optional
1-14. ACCESSORIESAND UTILITIES. A 30 cubic foot (225 models the 38 cubic foot hopper only is
38 cubic foot (275 gallon) hopper is also available. On 375
cabin heating system, various electrical
available. Other optional equipment includes fire extinguisher, options.
system options and instrument options, and various agricultural equipment
INTRODUCTION
Revised:10/20/80
A13
SECTION II
HANDLING AND SERVICING
Aerofiche
Paragraph Grid No.
2-1. Introduction ........................................................... 1A16

2-2. Dimensions ............................................................. 1A16
2-3. Station Reference Lines....................... ...................... 1A16
2-4. Weight and Balance Data ................................................ 1A16
2-5. Serial Number Plate ...................................................... 1A16
2-6. Access and Inspection Provisions .......................................... 1A16
2-7. Tools and Test Equipment ................................................ 1A16
2-8. Torque Requirements..................................................... IB11
2-8a. Torque Wrenches ........................................................ IBII
2-9. Ground Handling........................................................ 1B12
2-10. Introduction to Ground Handling ................................ 1B12
2-11. Taxiing ........................................................ 1B12
2-12. Towing ........................................................ 1B13
2-13. Parking ........................................................ 1B13
2-14. Mooring ....................................................... 1B13
2-15. Jacking and Lifting .................................. ........... IB14
2-16. Leveling ....................................................... 1B14
2-17. Weighing ................................................... 1B14
2-18. Servicing .............................................................. 1B14
2-19. General........................................................ 1B14
2-20. Fuel System ............................................................ 1B14
2-21. Servicing Fuel System ........................................... IB19
2-22. Filling Fuel System .............................................. IB19
2-23. Draining Moisture From Fuel System ............................. IB19
2-24. Draining Fuel System............................................ IB21
2-25. Brake System ............................yt......... ....... 1B21
2-26. Servicing Brake System .......................................... 1B21
2-27. Filling Brake Cylinder Reservoir .................................. 1B21
2-28. Draining Brake System .......................................... 1B21
2-29. Tires ................................................. 1B22
2-30. Servicing Tires .................................................. 1B22
2-30a. Tire Balance.................................................... 1 B22
2-31. Landing Gear ........................................................... 1B23
2-32. Servicing Landing Gear ................................... I B23
Revised: 5/1/89
1A14
Aerofiche
Paragraph Grid No.
2-33. Propeller ................................................................. B23

2-34. Servicing Propeller ....................... ........ I.B23
2-35. Electrical System ................................................... . 1B23
2-36. Servicing Electrical System ......................................... IB23
2-37. Servicing Battery ................................................. B24
2-38. Lubrication (Engine) (Continental) .. ... ............................. .. CI
2-39. Servicing Oil System .............................................. IC
2-40. Draining Oil Sump and Oil Cooler .................................. ICI
2-41. Filling Oil Sump .................................................. ICI
2-41a. Engine Pre-Start Procedure ........................................ 1C2
2-42. Oil Filter (Full Flow) .............................................. 1C3
2-43. Recommendations for Changing Oil ................................. IC3
2-44. Spectrometric Oil Analysis ......................................... 1C4
2-45. Lubrication (Airframe) ..................................................... IC4
2-46. Lubrication Instructions ........................................... IC4
2-47. Application of Oil ..... ................................ 1C5
2-48. Application of Grease . .... .. .. ............ 1C5
2-49. Lubrication Chart .. .................................. C5
2-49a. Lubrication (Hydraulic Spray System) . ....................................... IC5
2-50. Cleaning .................................................................. C6
2.51. General.................................... IC6
2-52. Cleaning Engine Compartment ..................................... IC6
2-53. Cleaning Propeller................................................ C6
2-54. Cleaning Windshield and Windows.................................. ICI 1
2-55. Cleaning Precautions .............................................. C 12
2-56. Exterior Cleaning ................................................. 1C12
2-57. Interior Cleaning ................................................. C13
2-58. Cleaning Wheels.................................................. 1C13
2-59. Repainting ................................................................ 1C13
2-60. Scratch Touch up on Aluminum Surface ............................. IC13
2-60a. Coating Procedure for New Aluminum Panels - for Alodized ........... IC13
2-60b. Coating Procedure for Alodized Aluminum .......................... 1C14
2-61. Mixing Procedures for Top Coats ................................... 1C14
2-61a. V-48 Wash Primer ................................................ 1C14
2-61b. Epoxy Primer .................................................... 1
2-61c. Poly 6351 Timer .................................... .............. 1C15
2-62. Mixing Instructions for Polytane Enamel ............................ IC16
2-62a. Polytane Expand All Colors ........................................ 1C16
2-63. Storage of Aircraft ......................................................... IC16
2-64. Flyable Storage (7 to 30 Days) ..................................... IC16
2-65. Temporary Storage (Up to 90 Days) . ........... ............... 1C17
2-66. Indefinite Storage ................................................. C18
2-67. Lubrication (Engine) (Lycoming) ............................................ IC20
2-68. Servicing Oil System .............................................. IC20
2-69. Draining Oil Sump ................................................ C20
2-70. Filling Oil Sump.................................................. I C20
2-71. Oil Screen (Suction)............................................... IC21
2-72. Draining Oil Cooler............................................... IC21
2-73. Oil Filter (Full Flow).............................................. IC21
2-74. Recommendations for Changing Oil .................. .............. IC21
1A15
Revised: 7/20/81
SECTIONII
HANDLINGAND SERVICING
2-1. INTRODUCTION.This section contains routine handling

frequently encountered. Frequent reference and servicing procedures that are most
to this section will aid the individual by providing information
such as the location of various components, ground handling
lubrication and storage. When any system or component requires procedures, routine service procedures,
in this section, reference to the appropriate section for that service other than the procedures outlined
component is advised.
2-2. DIMENSIONS.The principle airplane dimensions are
shown in Figure 2-1 and are listed in Table II-I.
2-3. STATION REFERENCE LINES. In order to facilitate
airplane which require maintenance and servicing,a method the location of various components of the
utilizing fuselagestation (Sta.), wing station or
buttock line (BL), and water line (WL)designations is frequently
2-2.) Fuselagestations, buttock lines, and water lines are referenceemployed in this manual. (Refer to Figure
or horizontal direction from a given reference line which indicatespoints measured by inches in the vertical
of the airplane. Station 0 of the fuselage is 100.0 inches ahead station locations of structural members
the wingsis the intersection of BL 19.5 and fuselage of the aft face of the fire wall. Station 0 of
centerline of the aircraft. The vertical fin and rudder areSTA 150.00; Station 0 of the elevator is BL O or the
referenced by fuselageWL.
NOTE
For weight and balance purposes, refer to the airplane weight
and
balance report. The fuselage station reference lines and the datum
lines (arm) are the same. The reference datum line or arm
126.0 inches ahead of the wing leading edge at the intersection0 is
of
the straight and tapered section.
2-4. WEIGHT AND BALANCE DATA. When figuring various
the Weight and Balancesection of the Airplane Flight Manual weight and balance computations, refer to
supplied with each airplane.
2-5. SERIAL NUMBER PLATE. The serial number plate is
located on the upper portion of the panel to
left and behind the pilot's seat..
2-6. ACCESSAND INSPECTIONPROVISIONS. The
are shown in Figure 2-3. The components that are to access be
plates and inspection panels for the airplane
identified in the illustration. All accessplates and panels are serviced or inspected through each opening
secured by either metal fasteners or screws. are
2-7. TOOLS AND TEST EQUIPMENT. Because of the simplicity
few special tools outside normal shop tools will be required. and easy accessibility of components,
dimensions given in the section that pertains to a particular Tools that are required may be fabricated from
section. component or are listed at the end of this
Revised: 1/19/78 1 A16 HANDLINGAND SERVICING

2400
2432
2431
Figure 2-1. Three View of PA-36-285
1A17 Issued: 2/14/75
2393
2*30'INCIDENCE
AT W.S. 10.100
0° 30' INCIDENCE /
AT WS. 197.300
WING CHORD PLANE
nI- \
L JI - , A iI
Figure 2-la. Three View of PA-36-300 and PA-36-375
Revised: 1/19/78
1A18
DIMENSIONS
TABLEII-I. LEADING PARTICULARSAND PRINCIPAL
PA-36-285
MODEL
ENGINE
Teledyne Continental
Manufacturer 6-285-B2, 6-285-C2
Model 285 @ 2000 RPM
Rated Horsepowerand Speed; (Prop) 9.0 qts. 2 )
Oil Sump Capacity 100/130 '
Fuel, Aviation Grade, Minimum D2200 Series
Magneto, Scintilla: 30 ° BTC
Magneto Timing
Magneto Point Clearance: .016 + .002 in.
Main (Left)
Main (Right) .016 + .004 in.
Retard .016 + .004 in.
19°
Retard Angle
.015 to .019 in.
Spark Plug Gap Setting 14-5-2-3-6
Firing Order
Starter MHP 4004
Prestolite, 24-Volt ANG 6401 (Neg. Ground) 60 Amp
Alternator, Prestolite, 24-Volt VSF-7403, S (Neg. Ground)
Alternator Voltage Regualtor, Prestolite
STANDARD. OPTIONAL
PROPELLER
Hartzell Hartzell
Manufacturer Constant Speed Constant Speed
Type HC-C2YF-1BF(2 Blade) HC-C3YF 1RF (3 Blade)
Hub, Model F9684-1 (3 Blade)
Blade, Model F9587A (2 Blade)
95 in. 95 in.
Diameter 93 in.
Diameter, Minimum 93 in.
17.8 ° to 18.2 ° 16.3 ° to 16.5 °
Blade Angle, Low Pitch 29 ° to 31 °
27 to 29 °
Blade Angle, High Pitch Hartzell Hartzell
Governor Control F4-6A
F4-6A
Governor Model
(1) MEASUREMENT TAKEN AT 30 INCH STATION.

AND EXTERNALOIL LINES.
(2) THIS SUMP CAPACTIY DOES NOT INCLUDE OIL COOLER. OIL FILTER
(3) REFER TO CONTINENTAL SERVICE BULLETIN NO. M719.
Revised: 1/19/78 1 A19
-TABLEII-I. LEADING PARTICULARSAND PRINCIPALDIMENSIONS
MODEL PA-36-300
ENGINE
Manufacturer Lycoming
Model IO-540-K1G5
Rated Horsepower and Speed: (Prop) 300 @ 2700 RPM
Oil Sump Capacity 12 U.S. qts.
Fuel, Aviation Grade, Minimum 100/130 min. (1)
Magneto, Scintilla: 1200 Series
MagnetoTiming 20 BTC
Magneto Point Clearance
Main 0.018 + 0.006 in.
Spark Plug Gap Setting .017 to .021 in. (2)
Firing Order 1-4-5-2-3-6
Starter:
Prestolite, 24-Volt MHB4001
Alternator, Prestolite, 24-Volt ALU 8403 70 Amp
Alternator Voltage Regulator, Prestolite
PROPELLER STANDARD OPTIONAL

Manufacturer Hartzell Hartzell
Type Constant Speed Constant Speed
Hub, Model HC-C2YF-1BF(2 Blade) HC-C3YR-I RF (3 Blade)
Blade, Model F8475R-0 F8468A-6
Diameter 84 in. 80 in.
Diameter, Minimum 82.3 in. 78 in.
Blade Angle, Low Pitch (3) 12.0°+ .2 11.8 + 0.2 °
Blade Angle, High Pitch (3) 29+ 1 26.0+ 1.0
Governor Control Hartzell Hartzell
Governor Model F4-11A F-4-1 1A
(1) REFER TO LATEST REVISION LYCOMING SERVICE INSTRUCTION NO 1070

(2) REFER TO LATEST REVISION LYCOMING SERVICE INSTRUCTION NO. 1042
(3) MEASUREMENT TAKEN AT 30 INCH STATION.
Revised: 1/19/78
1 A20
PRINCIPLE DIMENSIONS
TABLE 11-I. LEADINGPARTICULARSAND
PA-36-375
MODEL
ENGINE
Lycoming
Manufacturer 10-720-D1CD
Model 375 @ 2500 RPM
Rated Horsepowerand Speed; (Prop) 17 qts.
Oil Sump Capacity 100/130
Fuel, Aviation Grade, Minimum D8LN-2200 or D8LN-3200
Magneto Scintilla: 20° BTC
Magneto Timing
Magneto Point Clearance: .016
Main (Left) .016
Main (Right) .016
Retard 15 °
Retard Angle .017 to.021 (2)
Spark Plug Gap Setting 1-5-8-3-2-6-7-4
Firing Order
Starter:
Prestolite, 24-Volt 70-Amp Standard, 100-Amp Optional
Alternator, Prestolite, 24-Volt
Alternator Voltage Regulator, Prestolite
STANDARD
PROPELLER
Hartzell
Manufacturer Constant Speed
Type HC-C3YR-1RF(3 Blade)
Hub, Model F8475R
Blade, Model 86 in.
Diameter 84 in.
Diameter 13.3° + 0.2
Blade Angle, Low Pitch (3)
27.0 ± 1.00
Blade Angle, High Pitch (3)
Hartzell
Governor Control F4-23
Governor Model
SERVICE INSTRUCTION NO. 1070.

(1) REFER TO LATEST REVISION LYCOMING
REVISION LYCOMING SERVICE INSTRUCTION NO. 1042.
(2) REFER TO LATEST
MEASUREMENT TAKEN AT 30INCH STATION.
(3)

Revised: 1/21/81
1A21
TABLEII-I. LEADINGPARTICULARSAND PRINCIPLEDIMENSIONS

(cont.)
MODEL PA-36
LANDINGGEAR
Type Conventional With Steerable Tail Wheel

Tread (Width From Each Tire Center) 8.7 ft.
Wheel Base 19.4 ft.
Tail WheelTravel Full Swiveling
Turning Radius (Min.) 24 ft.
Wheel, Main Cleveland40-101
Wheel,Tail Scott Aviation Corp. 3450-21
Brake Type Cleveland30-67B
Tire, Tail 10 x 3.5 x 4, 4 ply rating
Tire, Main 8.50 x 10, 6 ply rating
Tire Pressure, Main 28-32 psi
Tire Pressure,Tail 35-45 psi
WEIGHTS
Gross Weight(Normal) 3900 lbs.

Gross Weight(Restricted) 4400 lbs. (See Note)
WINGS
WingChord
Dihedral, MainSpar 5.75 ft.
Incidence, Root Rib (at wing sta. 10.100) 6 degrees
+2 degrees30 minutes
FUEL SYSTEM
Inboard (Main)Fuel Tanks Two
Total Capacity
Total Usable Fuel 89 U.S. gal.
Refer to Operators Manual
NOTE
4800 LBS.375 MODELSONLY
Revised:10/20/80
1A22
(cont.)
TABLEII-I. LEADING PARTICULARSAND PRINCIPLE DIMENSIONS
MODEL PA-36
EMPENNAGE
Stabilator OverallSpan 13.15 ft.

Vertical Stabilizer (Fin) Setting 0 Degree Centerline (No Offset)
AREAS
21.6 sq. ft.
Aileron Area 25.0 sq. ft.
Flap Area 226 sq. ft.
Total WingArea (Incl. Aileron & Flap) 22.67 sq. ft.
Horizontal Stabilizer Area 20.66 sq. ft.
Elevator Area (Incl.Tabs) 43.3 sq. ft.
Total Horizontal Tail Area 10.2 sq. ft.
Vertical Stabilizer (Fin) Area 9.7 sq. ft.
Rudder Area 19.9 sq. ft.
Total Vertical Area (Fin and Rudder)
CONTROL SURFACETRAVELS
Aileron 20° 1 ° Up, 17 ± 1 ° Down
°
Elevator 30° ± 1° Up, 20 ± 1 Down - 1
Elevator Trim Tab 15.5° +3°,-1 Up, 22.5° +3°, ° Down
°
Rudder 25° ± 1° Left, 25 ° ± 1 Right
° + 1° Down
Flap 30
I 20 ° ± 1° Down (1)
CABLE TENSIONS
Aileron 50 ± 5 lbs.
Trim, Elevator 10 ± 2 lbs.
Airplanes serial numbers 36-730001 to 36-7460041 Inclusive and PA-36-375 airplanes

(1)
I
Revised: 9/1/78
1A23
2392
ST PA-36-300
2412
Figure 2-2. Station Reference Lines
Revised: 9/1/78
1A24
TOP VIEW LEFT WING

(RIGHT WING TYPICAL)
4
BOTTOM VIEW LEFT WING
(RIGHT WING TYPICAL)
1. LANDING LIGHT. LEFT WING TAXI LIGHT.RIGHT 13. CLEANING AND INSPECTION, EMPENAGE
WING ATTACHMENTS, ELT
I 2. FUEL FILLER 14. LANDING GEAR ATTACHMENTS
3. AILERON BELLCRANK 15. INSPECTION. PARKING BRAKE VALVE. AILERON
4. AILERON CONTROLCABLE TURNBUCKLES CONTROLS. CONTROL STICK TORQUE TUBE.
5. PROPELLERHUB HEADEAR TANK. FUEL LINES
6. ENGINE ACCESS. SERVICING AND INSPECTION 16. INSPECTION, CONTROL STICK TORQUE TUBE
7. ENGINE ACCESS. SERVICING AND INSPECTION ASSEMBLY. FLAP ACTUATING MECHANISM,
8. LINES.WIRES. AND HOSES. ELECTRIC PRIMER HOPPER GATE AND PUMP CONTROL MECHANISM
PUMP. FUEL SHUT-OFFVALVE. FUEL STRAINER 17. CLEANING AND INSPECTION EMPENNAGE
BOWL, (LEFT SIDE); BATTERY. LINES.WIRES. ATTACHMENTS
HOSES, VOLTAGE REGULATOR. STARTING 18. CLEANING AND INSPECTION HOPPER LIGHTS
VIBRATOR. (RIGHTSIDE); HOPPER LIGHTS. AND HYDRAULIC SPRAY SYSTEM
HYDRAULC SPRAY SYSTEM 19. WORKING LIGHTS
9. HOPPER CLEANING & INSPECTION. LINES.WIRES.
CABLES. (LEFT SIDE)
10. CLEANING AND INSPECTION, COCKPIT INTERIOR.
(RIGHT AND LEFT) LINES.WIRES. CABLES,
CONTROL CONSOLE. (LEFT SIDE)
11. CLEANING AND INSPECTION, SHOULDER
HARNESS. INERTIAREEL, ELEVATOR PUSH-PULL
ROD. RUDDER CABLES. ELEVATORTRIM CABLES
12. CLEANING AND INPSECTION. ELEVATOR
PUSH-PULL ROD. RUDDER CABLES, ELEVATOR
TRIM CABLES. TAIL WHEEL ATTACHMENT,
EMPENNAGE ATTACHMENTS LEFT SIDE
BATTERY 375 ONLY.
Figure 2-3. Access Plates and Panels
Revised: 3/23/84 HANDLING AND SERVICING

1B1
2388
6 7 8 1011 12
14 17
18 15 16
I I
Figure 2-3. Access Plates and Panels (cont)

1B2
TABLE II-II. CONVERSION TABLES
1. These tables contain the various conversion data that may be useful when figuring capacities, lengths,
temperatures, and various weights and measures from the English system values to the metric system values or
back again.
2. The English system is in use by England and the United States. All other countries use the metric
system.
3. Procedure for Converting Inches to Millimeters. (Refer to Table II-II.)
A. Example: Convert 1.5 inches to millimeters.
(1) Read down inches column to 1. inches.

(2) Read across top inch column to 0.5.
(3) Read down and across to find millimeters (1.5 inches is 38.10 millimeters).
4. Procedure for Converting Fahrenheit (°F) and Celsius (°C) (Centigrad) Temperature. (Refer to
Table II-II.)
A. Read number in middle column, if in degrees Celsius (°C), read Fahrenheit equivalent in
righthand column. If in degrees Fahrenheit (o F), read Celsius equivalent in left-hand column.
(1) 70F = 21.1°C.

(2) 30 C = 86.0° F.
Added: 10/20/80 HANDLING AND SERVICING

1B3
TABLE 11-11. CONVERSION TABLES (cont)
INCHES TO MILUMETER
INCHES-0.0000 0.0001 0.0002 0.0003 0.0004 0.0005 0.0006 0.0007 0.0008 0.0009
MILUMETER
0.000 0.0025 0.0050 0.0076 0.0101 0.0127 0.0152 0.0177 0.0203 0.0228
0.001 0.0254 0.0279 0.0304 0.0330 0.0355 0.0381 0.0406 0.0431 0.0457 0.0482
0.002 0.0508 0.0533 0.0558 0.0584 0.0609 0.0635 0.0660 0.0685 0.0711 0.0736
0.003 0.0762 0.0812 0.0838 0.0863 0.0889 0.0914 0.0939 0.0965 0.0965 0.0990
0.004 0.1016 0.1041 0.1066 0.1092 0.1117 0.1143 0.1168 0.1193 0.1219 0.1244
0.005 0.1270 0.1295 0.1320 0.1346 0.1371 0.1397 0.1422 0.1447 0.1447 0.1498
0.006 0.1524 0.1549 0.1574 0.1600 0.1625 0.1651 0.1676 0.1701 0.1727 0.1752
0.007 0.1778 0.1803 0.1828 0.1854 0.1879 0.1905 0.1930 0.1955 0.1981 0.2006
0.008 0.2032 0.2057 0.2082 0.2108 0.2133 0.2159 0.2184 0.2209 0.2235 0.2260
0.009 0.2286 0.2311 0.2336 0.2362 0.2387 0.2413 0.2438 0.2463 0.2489 0.2514
INCHES 0.000 0.001 0.002 0.003 0.004 0.005 0.006 0.007 0.008 0.009
MILLIMETER
0.00 0.025 0.050 0.076 0.101 0.127 0.152 0.177 0.203 0.228
0.01 0.254 0.279 0.304 0.330 0.355 0.381 0.406 0.431 0.457 0.482
0.02 0.508 0.533 0.558 0.584 0.609 0.635 0.660 0.685 0.711 0.736
0.03 0.762 0.787 0.812 0.838 0.863 0.889 0.914 0.939 0.965 0.990
0.04 1.016 1.041 1.066 1.092 1.117 1.143 1.168 1.193 1.219 1.244
0.05 1.270 1.295 1.320 1.346 1.371 1.397 1.422 1.447 1.473 1.498
0.06 1.524 1.549 1.574 1.600 1.625 1.651 1.676 1.701 1.727 1.752
0.07 1.778 1.803 1.828 1.854 1.879 1.905 1.930 1.955 1.981 2.006
0.08 2.032 2.057 2.082 2.108 2.133 2.159 2.184 2.209 2.235 2.260
0.09 2.286 2.311 2.336 2.362 2.387 2.413 2.438 2.463 2.489 2.514
INCHES 0.00 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09
MILLIMETER
0.0 0.254 0.508 0.762 0.016 1.270 1.524 1.778 2.032 2.286
0.1 2.540 2.794 3.048 3.302 3.556 3.810 4.064 4.318 4.572 4.826
0.2 5.080 5.334 5.558 5.842 6.096 6.350 6.604 6.858 7.112 7.366
0.3 7.620 7.874 8.128 8.382 8.636 8.890 9.144 9.398 9.652 9.906
0.4 10.160 10.414 10.668 10.922 11.176 11.430 11.684 11.938 12.192 12.446
0.5 12.700 12.954 13.208 13.462 13.716 13.970 14.224 14.478 14.732 14.986
0.6 15.240 15.494 15.748 16.002 16.256 16.510 16.764 17.018 17.272 17.526
0.7 17.780 18.034 18.288 18.542 18.796 19.050 19.304 19.558 19.812 20.066
0.8 20.320 20.574 20.828 21.082 21.336 21.590 21.844 22.098 22.352 22.606
0.9 22.860 23.114 23.368 23.622 23.876 24.130 24.384 24.638 24.892 25.146

1B4
TABLE II-1. CONVERSION TABLES (cont)
INCHESTOMILUMETER
INCHES 0.00 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
MILUMETER
0. 2.54 5.08 7.62 10.16 12.70 15.24 17.78 20.32 22.86
1. 25.40 27.94
27-94 30.48 33.02 35.56 38.10 40.64 43.18 45.72 48.26
2. 50.80 53.34 55.88 58.42 60.96 63.50 66.04 68.58 71.12 73.66
3. 76.20 7878.74 81.28 83.82 86.36 88.90 91.44 93.98 96.52 99.06
4. 101.60 104104.14 106.68 109.22 111.76 114.30 116.84 119.38 121.92 124.46
5. 127.00 1.54
129.54 132.08 134.62 137.16 139.70 142.24 144.78 147.32 149.86
6. 152.40 1541.94 157.48 160.02 162.56 165.10 167.64 170.18 172.72 175.26
7. 177.80 180180.34 182.88 185.42 187.96 190.50 193.04 195.58 198.12 200.66
8. 203.20 205205.74 208.28 210.82 213.36 215.90 218.44 220.98 223.52 226.06
9. 228.60 2311.14 233.68 236.22 238.76 241.30 243.84 246.38 248.92 251.46
THIS SPACE INTENTIONALLY LEFT BLANK
1B5
TABLE II-II. CONVERSION TABLES (cont)
CENTIGRADE- FAHRENHEITCONVERSIONTABLE
Example: To convert 20°C, to Fahrenheit, find 20 in the center column

headed(F--C); then read 68.00 F, in the column (F) to the right. To convert
20'F, to Centigrade;find 20 in the center column and read -6.67°C, in the
(C) columnto the left.
C F-C F C F-C F
-56.7 -70 -94.0 104.44 220 428.0
-51.1 -60 -76.0 110.00 230 446.0
-45.6 -50 -58.0 115.56 240 464.0
- 40.0 -40 -40.0 121.11 250 482.0
-34.0 -30 -22.0 126.67 260 500.0
-38.9 -20 -4.0 132.22 270 518.0
- 23.3 -10 14.0 137.78 280 536.0
- 17.8 0 32.0 143.33 290 554.0
-12.22 10 50.0 148.89 300 572.0
-6.67 20 68.0 154.44 310 590.0
-1.11 30 86.0 160.00 320 608.0
4.44 40 104.0 165.56 330 626.0
10.00 50 122.0 171.11 340 644.0
15.56 60 140.0 176.67 350 662.0
21.11 70 158.0 182.22 360 680.0
26.67 80 176.0 187.78 370 698.0
32.22 90 194.0 193.33 380 716.0
27.78 100 212.0 198.89 390 734.0
43.33 110 230.0 204.44 400 752.0
38.89 120 248.0 210.00 410 770.0
54.44 130 266.0 215.56 420 788.0
60.00 140 284.0 221.11 430 806.0
65.56 150 302.0 226.67 440 824.0
71.00 160 320.0 232.22 450 842.0
76.67 170 338.0 257.78 460 860.0
82.22 180 356.0 243.33 470 878.0
87.78 190 374.0 248.89 480 896.0
93.33 200 392.0 254.44 490 914.0
98.89 210 410.0 260.00 500 932.0

1B6
TABLE II-II. CONVERSION TABLES (cont)
MULTIPLY BY TO OBTAIN MULTIPLY BY TO OBTAIN
CENTIMETERS 0.3937 IN. KILOGRAMS 2.205 LB.

0.03281 FT. 35.27 OZ
1000 GRAMS
CU. CENTIMETERS 0.001 LITERS
0.06102 CU. IN LITERS 1000 CU. CM.
0.0002642 U.S. GAL 61.03 CU. IN.
0.03532 CU. FT.
CU. FT. 28.320 CU. CM 0.2642 U.S. GAL.
1.728 CU. IN. 0.22 IMPERIALGAL.
7.481 U.S. GAL 1.057 QUARTS
28.32 LITERS
CU. IN. 16.39 CU. CM METERS 39.37 IN.
0.01639 LITERS 3.281 FT.
0.004329 U.S. GAL 1000 MM.
0.01732 QUARTS
METER-KILOGRAM 7.233 FT.-LB.
CU. METERS 1000000 CU. CM 9.807 JOULES
35.314 CU. FT.
61.023 CU. IN OUNCES. AVDP 0.0625 LB.. AVDP
264.17 GAL 28.35 GRAMS
999.97 LITERS 437.5 GRAINS
FEET 0.3048 METERS OUNCES, FLUID 29.57 CU. CM.

12.000 MILS 1.805 CU. IN.
304.8 MM.
0.3333 YARDS LB., AVDP 453.6 GRAMS
7000 GRAINS
FT.-LB. 0.1383 M-KG 16.0 OUNCES
0.001285 BTU
0.000000376 KW-HR SQUAREINCH 6.4516 SQ. CM.
FLUIDOZ 8 DRAM POUNDPER 0.0703 KG.-CM

29.6 CU. CM SQUAREINCH SQUARED
(PSI)
GAL, IMPERIAL 277.4 CU. IN.
1.201 U.S. GAL STATUTEMILE 1.609 KILOMETER
4.546 LITERS 0.8684 NAUTICALMILE
GAL. U.S. DRY 268.8 CU. IN. NAUTICALMILE 1.151 STATUTE

0.1556 CU. FT. MILE
1.164 U.S. GAL. UQ,
4.405 LITERS QUART .9463 UTER
GAL, U.S. UQ. 231.0 CU. IN. MILLIMETER 1000 MICRON

0.1337 CU. FT.
3.785 UTERS MICRON 0.001 MILLIMETER
0.8327 IMPERIALGAL 0.000039 INCH
128 FLUIDOZ
INCH 11.521 METER
IN. 2.540 CM. POUNDS GRAMS
.08333 FT.
INCH 0.72 METER
JOULES 0.000948 FT. OUNCES GRAMS
0.7376 FT.-LB.
POUNDS 0.453 KILOGRAMS
Added: 10/20/80 B7 HANDLING AND SERVICING

lB7
TABLE II-II. CONVERSION TABLES
DECIMAL/MILLIMETER EQUIVALENTS OF DRILL SIZES FROM to NO. 80
Size Decimal Millimeter Size Decimal Millimeter Size Decimal Millimeter Size Decimal Millimeter
Equiv. Equiv. Equiv. Equiv. Equiv. Equiv. Equiv. Equiv.
1/2 0.500 12.7000 G 0.261 6.6294 5/32 0.1562 3.9687 51 0.067 1.7018
31/64 0.4843 12.3031 F 0.257 6.5278 23 0.154 3.9116 52 0.0635 1.6129
15/32 04687 11.9062 E-1/4 0.250 6.3500 24 0.152 3.8608 1/16 0.0625 1.5875
29/64 0.4531 11.5094 D 0.246 6.2484 25 0.1495 3.7973 53 0.0595 1.5113
7/16 0.4375 11.1125 C 0.242 6.1468 26 0.147 3.7338 54 0.055 1.397
27/64 0.4218 10.7156 8 0.238 6.0452 27 0.144 3.6576 55 0.052 1.3208

Z 0.413 10.4902 15/64 0.2343 5.9531 9/64 0.1406 3.5719 3/64 0.0468 1.1906
13/32 0.4062 10.3187 A 0.234 5.9436 28 0.1405 3.5687 56 0.0465 1.1811
Y 0.404 10.2616 1 0228 5.7912 29 0.136 3.4544 57 0.043 1.0922
X 0.397 10.0838 2 0.221 5.6134 30 0.1285 3.2639 58 0.042 1.0668
25/64 0.3906 99212 7/32 0.2187 5.5562 1/8 0.125 3.1750 59 0.041 1.0414
W 0.386 9.8044 3 0.213 5.4102 31 0.120 3.048 60 0.040 1.016
V 0.377 9.5758 4 0.209 5.3086 32 0.116 2.9464 61 0.039 0.9906
3/8 0.375 9.5250 5 0.2055 5.2197 33 0.113 2.8702 62 0.038 0.9652
U 0.368 9.3472 6 0.204 5.1816 34 0.111 2.8194 63 0.037 0.9398
23/64 0.3593 9.1262 13/64 0.2031 5.1594 35 0.110 2.794 64 0.036 0.9144
T 0.358 9.1281 7 0.201 5.1054 7/64 0.1093 2.7781 65 0.035 0.899
S 0.346 8.7884 8 0.199 5.0546 36 0.1065 2.7051 66 0.033 0 8382
11/32 0.3437 8 7300 9 0.196 4.9784 37 0.104 2.6416 1/32 0.0312 0.7937
R 0.339 8.6106 10 0.1935 4.9149 38 0.1015 2.5781 67 0.032 08128
Q 0.332 8.4328 11 0191 4.8514 39 0.0995 2.5273 68 0031 0 7874

21/64 0.3281 8.3337 12 0.189 4.8006 40 0.098 2.4892 69 0 029 0 7366
P 0.323 8.2042 3/16 0.1875 4.7625 41 0.096 2 4384 70 0.028 07112
0 0.316 8.0264 13 0.185 4 699 3/32 0.0937 2.3812 71 0026 0 6604
5/16 0.3125 7 9375 14 0.182 4.6228 42 0.0935 2.3749 72 0025 0 635
N 0.302 7.6708 15 0.180 4.572 43 0.089 2.2606 73 0.024 0.6096

19/64 0.2968 7 5387 16 0.177 4.4958 44 0.086 2.1844 74 00229 0 58166
M 0.295 7.4930 17 0.173 4.3942 45 0.082 2.0828 75 0021 0.5334
L 0.290 7.3660 11/64 0.1718 4.3656 46 0.081 2.0574 76 0.020 0.508
9/32 0.2812 71425 18 0.1695 4.3053 47 0.0785 1.9939 77 0018 0 4572
K 0.281 7.1374 19 0 166 4 2164 5/64 0.0781 1.9844 1,64 0.0156 0 3969
J 0.277 7.0358 20 0.161 40894 48 0.076 1.9304 78 0.016 04064
1 0.272 6.9088 21 0.159 4.0386 49 0073 1 8542 79 0.0145 0 3683
H 0.266 6.7564 22 0.157 3.9878 50 0.070 1.778 80 0.0135 0.3429
17/64 0.2656 6.7462
DRILL SIZES AVAILABLE

Drill may be obtained in regular sizes to a 4 inch diameter. and increase in 64ths of an inch.
The regular metric drills vary from 2 to 76mm. and increase in 0.5mm. variations.
1B8
TABLE 11-111.MAXIMUM DISTANCE BETWEEN SUPPORTS FOR FLUID TUBING
DISTANCE BETWEEN SUPPORTS (IN.)

TUBE I. D.
(IN.)
ALUMINUM ALLOY STEEL
1/8 91/2 111/2

3/16 12 14
1/4 13 1/2 16
5/16 15 18
3/8 16 1/2 20
1/2 19 23
5/8 22 25 1/2
3/4 24 27 1/2
1 26 1/2 30
TABLE II-IV. HOSE CLAMP TIGHTENING (INITIAL INSTALLATION)
Types of clamps
Types of hose
Worm screw type All other types
Self sealing Finger-tight-plus Finger-tight-plus

2 complete turns 2 complete turns
All other hose Finger-tight-plus Finger-tight-plus

1 /4 complete turns 2 complete turns
If clamps do not seal at specified tightening, examine hose connection

and replace parts as necessary.

1B9
TWO COTTON BRAIDS- IMPREGNATED-

ERALS,
WITH SYNTHETIC COMPOUND YELLOW, NUMERALS
LETTERS AND STRIPE
G AROMATIC
YELLOW SINGLE WIRE BRAIDD RESISTANT HOSE
SYNTHETIC INNER TUBE
A. FLAME AND AROMATIC RESISTANT HOSE
WHITE NUMERALS, LETTERS AND STRIPE RED
(VIEWS SHOWING OPPOSITE SIDES OF HOSE)

B. NONSELF-SEALING AROMATIC AND HEAT-RESISTANT HOSE
WHITE RED NUMERALS, LETTERS AND STRIPE
E. SELF-SEALING AROMATIC
RED NUMERALS AND LETTERS RESISTANT HOSE
C. FLAME, AROMATIC, AND OIL RESISTANT HOSE
HOSE IDENTIFICATION MARKINGS

BROWN ORANGE ORANGE ORANGE GRAY BLUE YELLOW GRAY
ELECTRICAL COMPRESSED INSTRUMENT DE-ICING
RED ORANGE BLUE YELLOW

GREEN
BREATHING PNEUMATIC LUBRICATION

CONDITION
OXYGEN
OXYGEN
RED
Figure 2-4. Identification of Aircraft Fluid Lines

1B10
II-V are derived from oil-free,

2-8. TORQUE REQUIREMENTS. The torque values given in Table torquing is
cadmium plated threads and are recommended for all airframe installation procedures where
torque values
required, unless otherwise noted in sections where other values are listed. Propeller and engine
are found in Table VIII-I and Table VIII-II respectively.
NOTE
When flared fittings are being installed torque the fittings in

accordance with Table II-VI.
CAUTION
Do not over torque fittings.
by means of
2-8a. TORQUE WRENCHES. Torque wrenches should be checked daily and calibrated wrench
that inaccuracies are not present. Checking one torque
weights and a measured lever arm to make sure
Some wrenches are quite sensitive as to the way they
against another is not sufficient and is not recommended.
instructions furnished by the manufacturer must be followed
are supported during a tightening operation. Any
explicitly.
a simple
When it is necessary to use a special extension or adapter wrench together with a torque wrench,
out to arrive at the correct torque reading. Following is the formula to
mathematical equation must be worked
be used: (Refer to Figure 2-5.)
T = Torque desired at the part.
or listed for
A = Basic lever length from center of wrench shank to center of handle or stamped on wrench
that model wrench.
B = Length of adapter extension, center of bolt to center of shank.
C = Scale reading needed to obtain desired torque (T).
A+B
EXAMPLE
A bolt requires 30 foot-pounds and a 3 inch adapter (one-quarter of

a foot or .25) is needed to get at it. You want to know what scale
reading it will take on a one-foot lever arm wrench to obtain the 30
foot-pounds at the bolt.
Remember, the 3 inch adapter must be projecting 3 inches straight

along the wrench axis. In general, avoid all complex assemblages or
adapters and extensions of flex joints.

1B 11
A933
90°
B A
Figure 2-5. Torque Wrench Formula
2-9. GROUND HANDLING.
2-10. INTRODUCTION TO GROUND HANDLING. Ground handling covers all essential information
governing the handling of the airplane while on the ground. This includesjacking, weighing, leveling, mooring,
parking, towing and taxiing. When the airplane is handled in the manner described in the following
paragraphs, the chance of possible damage to the airplane and its equipment will be minimized.
2-11. TAXIING. Before attempting to taxi the airplane, ground personnel should be checked out by a
qualified pilot or other responsible person. Engine starting and shut-down procedures should be covered as
well. When it is ascertained that the propeller back blast and taxi areas are clear, apply power to start the taxi
roll and perform the following checks:
a. Taxi forward a few feet and apply the brakes to determine their effectiveness.
b. Taxi with propeller set in low pitch, high RPM setting.
c. While taxiing, make slight turns to ascertain the effectiveness of the steering.
d. Observe wing clearances when taxiing near buildings or other stationary objects, If possible, station
a guide outside the airplane to observe.
e. When taxiing on uneven ground, avoid holes and ruts.
f. Do not operate the engine at a high RPM when running up or taxiing over ground containing loose
stones, gravel or any loose material that may cause damage to the propeller blades.

1B12
CAUTION
Do not operate Continental engine with two blade propeller

between 950 and 1150 RPM in crosswinds above 15 MPH.
2-12. TOWING. The aircraft may be towed by means of two rings installed opposite the axle on each
landing gear leg. The use of a rigid tow bar is recommended if the aircraft is to be towed as a common practice.
CAUTION
When moving the aircraft forward by hand, avoid pushing on any

of the control surfaces, as this could change the contour of the
surfaces, resulting in an out-of-trim condition.
2-13. PARKING Parking precautions depend mainly on the conditions and location. When parking the
airplane ensure that it is sufficiently protected against adverse weather conditions and presents no danger to
other aircraft. As a general precaution head aircraft into wind, block wheels, lock controls, and set parking
brake by pushing on toe brakes and pulling parking brake handle out.
CAUTION
Care should be taken when setting brakes that are overheated or

during cold weather when accumulated moisture may freeze the
brakes.
If the aircraft is to be parked for any length of time, or overnight, it is recommended the airplane be tied down
as per Paragraph 2-14, if a hangar is not available.
2-14. MOORING. The airplane is moored to ensure its immovability, protection and security under various
weather conditions. The following procedure should be followed for proper mooring of the airplane:
a. Park airplane into wind, if possible, and set parking brake.
b. Install internal control lock on control stick.
c. Block wheels.
d. Tie a mooring line (rope, chain, cable, etc.) to the tie-down rings on the underside of each wing
and attach the other end of mooring line to a ground anchor.
e. Tie a mooring line around the tail wheel spring gear and secure the opposite end to a ground
anchor which should be located as close as possible to the tail wheel.
WARNING
Do not at any time secure a mooring line to the horizontal

stabilizer struts or the rudder horn.

1B13
2-15. JACKING AND LIFTING. (Refer to Figure 2-6.) Jacking the airplane is necessary to service the
landing gear and to perform other service operations. The airplane may be raised by placing jacks under the
jack pads located on the underside of each wing on the main spar. The tail may either be lifted and the fuselage
belly placed on a suitable padded support, or a tail wheel stand may be used.
Whenever the aircraft is supported on both wings simultaneously, it is necessary to either tie the tail
down by the tail wheel spring or add sufficient ballast weight (min. 200 lbs.) at the tail to prevent the aircraft
from pivoting nose down on the wing jacks.
2-16. LEVELING. (Refer to Figure 2-6a.) Longitudinal leveling is accomplished by use of the two leveling
points on the right side of the cockpitjust below the cabin door. Lateral leveling may be done by opening both
cabin doors and place a straightedge and a level across the fuselage frame at the bottom of the doors.
Adjustments for longitudinal leveling may be made by adding or removing small blocks or raising or
lowering a jack depending on what is used. Adjustments to a lateral leveling may be made by removing air
from the main wheel tire on the high side.
2-17. WEIGHING. (Refer to Figure 2-6b.) Weighing is done the same way any conventional tail wheel type
aircraft is weighed. Preparation for weighing is as follows:
a. Be certain that all items checked in the airplane equipment list are installed in the proper location
in the airplane.
b. Remove excessive dirt, grease, moisture, foreign items such as rags and tools from the airplane
before weighing.
c. Defuel airplane; then open all fuel drains until all remaining fuel is drained. Operate engine until
all undrainable fuel is used, and engine stops.
d. Drain all oil from the engine, by means of the oil drain, with the aiplane in ground attitude. This
will leave the undrainable oil still in the system. Engine oil temperature should be in the normal operating
range before draining.
e. Put flaps in the fully retracted position and all control surfaces in the neutral position. All
entrance doors closed.
f. Weight the airplane inside a closed building to prevent errors in scale readings due to wind.
The procedure for weighing is as follows:
a. Place the aircraft main wheels on platform scales by either towing the aircraft up onto the scales,
after they are blocked to prevent movement, or jack the main wheels off the ground (refer to Paragraph
2-15) and roll the scales under the wheels; then let the aircraft down onto the scales. The tail must be lifted
and placed on a stand or suitable support that in turn is placed on the third set of scales. This stand must
support the aircraft from a point just aft of the tail gear mounting clamp.
b. Level the aircraft per Paragraph 2-16.
c. With the airplane level and breaks released, record the weight shown on each scale. Deduct the
tare from the tail wheel weight.
2-18. SERVICING.
2-19. GENERAL. Servicing the airplane includes the replenishment of fuel, oil, hydraulic fluid,
tire
pressures, lubrication requirements, and other items required to completely service the airplane. Figure 2-7
gives the description and location of the various service points.
2-20. FUEL SYSTEM.

1B14
TABLE II-V. RECOMMENDED NUT TORQUES (INCH-POUNDS)
TORQUES:The importanceof correct application can not be COARSE THREAD SERIES

overemphasized. Undertorque canresultin unnecessary wearof nuts
and bolts as well as the parts they are holding together.When
BOLTS
insufficientpressuresare applied,unevenloadswill be transmitted Steel Tension
throughout the assemblywhich may result in excessivewear or
prematurefailuredueto fatigue.Overtorque canbe equallydamaging AN 3 thru AN 20
because of failureof a boltor nut fromoverstressing
the threadedareas. AN 42 thru AN 49
AN 73 thru AN 81
Therearea few simple,butvery important,procedures that shouldbe
AN 173 thru AN 186
followedto assure that thecorrecttorqueisapplied: MS 20033 thru MS 20046
1. Calibratethe torquewrenchperiodicallyto assureaccuracy; MS 20073
andrecheck frequently. MS 20074
2. Ascertainthat the bolt and nut threadsare cleanand dry AN 509 NK9
(unlessotherwise specifiedby themanufacturer). MS 24694
AN 525 NK525
3. Run nut down to near contactwith the washeror bearing MS 27039
surfaceand check"friction dragtorque" requiredto turnthe
nut. NUTS
4. Add the friction drag torque to the desired torque
Steel Tension Steel Shear
recommended by the manufacturer,
or obtaindesiredtorque
as shownin TableII-V. This is referredto as final torque AN 310 AN 320
AN 315 AN 364
which shouldregisteron the indicator or the settingfor a AN 363 NAS 1022
snapover typewrench. AN 365 MS 17826
For moredetailson torquing,referto FAA Manual NAS 1021 MS 20364
MS 17825
AC 43.13-1A.
MS 21045
MS 20365
NOTE MS 20500
NAS 679
NUT AND BOLT SIZES 8 THROUGH 7/16 INCLUDE
I FRICTIONDRAG TORQUE VALUES.
Nut-bolt Torque Limits Torque Limits
size in-lbs in-lbs
SEE NOTE Min. Max. Min. Max.
8 -32 27 30 22 24
10 -24 38 43 30 33
1/4-20 70 80 55 60
5/16-18 140 150 108 115
3/8-16 240 265 175 190
7/16-14 330 335 240 255
1/2-13 400 480 240 290
9/16-12 500 700 300 420
5/8-11 700 900 420 540
3/4-10 1,150 1,600 700 950
7/8- 9 2.200 3.000 1.300 1,800
1 -8 3.700 5,000 2.200 3.000
1-1/8-8 5,500 6,500 3.300 4,000
6.500 8.000 4,000 5,000
Revised:7/20/81 HANDLING AND SERVICING

1B15
TABLE II-V. RECOMMENDED NUT TORQUES (INCH-POUNDS) (cont.)
FINE THREAD SERIES
BOLTS BOLTS BOLTS

Steel Tension Steel Tension Aluminum
AN 3 thru AN 20 MS 20004 thru MS 20024 AN 300 thru AN 2000

AN 42 thru AN 49 NAS 144 thru NAS 158 AN 17300 thru AN 186DD
AN 73 thru AN 81 NAS 333 thru NAS 340 AN 50900
AN 173 thru AN 186 NAS 583 thru NAS 590 AN 5250
MS 20033 thru MS 20046 NAS 624 thru NAS 644 MS 270390
MS 20073 NAS 1303 thru NAS 1320 MS 24694DD
MS 20074 NAS 172
AN 509 NK9 NAS 174
MS 24694 NAS 517 Steel shear bolt
AN 525 NK525
MS 27039 NAS 464
NUTS NUTS NUTS
Steel Tension Steel Shear Steel Tension Steel Shear Alum. Tension Alum. Shear
AN 310 AN 320 AN 310 AN 320 AN 365D AN 320D
AN 315 AN 364 AN 315 AN 364 AN 310D AN 364D
AN 363 NAS 1022 AN 363 NAS 1022 NAS 1021D NAS 1022D
AN 365 MS 17826 AN 365 MS 17826
NAS 1021 MS 20364 MS 17825 MS 20364
MS 17825 MS 20365
MS 21045 MS 21045
MS 20365 NAS 1021
MS 20500 NAS 679
NAS 679 NAS 1291
Nut-bolt Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits Torque Limits
size in-lbs in-lbs in-lbs in-lbs in-lbs in-lbs
Min. Max. Min. Max. Min. Max. Min. Max. Min. Max. Min Max
NOTE: BOLT AND NUT SIZES 10 THROUGH 7/16 INCLUDE FRICTIONDRAG TORQUE
8 -36 12 15 7 9 5 10 3 6
10 -32 38 43 30 33 43-1 48 33 38 28 33 23 28
1/4-28 80 100 60 70 110 130 80 90 60 75 45 60
5/16-24 160 200 120 145 180 205 130 150 100 125 85 100
3/8-24 240 270 175 190 280 330 200 230 155 190 1;25 150
7/16-20 550 600 370 400 620 730 400 500 280 380 210
210 270
1/2-20 480 690 290 410 770 950 450 550 280 410 160 260
9/16-18 800 1,000 480 600 1.100 1,300 650 800 380 580 230 360
5/8-18 1.100 1,300 660 780 1.250 1.550 750 950 550 670 270 420
3/4-16 2,300 2.500 1,300 1.500 2,650 3,200 1.600 1,900 950 1.250 560 880
7/8-14 2,500 3,000 1.500 1,800 3,550 4,350 2,100 2600 1.250 1,900 750 1.200
1 -14 3,700 4.500 2,200 3,300 4,500 5.500 2,700 3.300 1.600 2,400 950 1,500
1-1/8-12 5.000 7,000 3,000 4,200 6.000 7,300 3.600 4,400 2,100 3.200 1,250 2.000
1-1/4-12 9,000 11,000 5,400 6,600 11,000 13,400 6.600 8.000 3.900 5,600 2,300 3.650

1B16
TABLE II-VI. FLARE FITTING TORQUE CHART
TORQUE - INCH POUND
TUBING ALUMINUM - ALLOY STEEL TUBING HOSE END FITTING

OD TUBING FLARE-AND FLARE AND
INCHES 10061 OR AND 10078 AND 10061 HOSE ASSEMBLIES
MINIMUM MAXIMUM MINIMUM MAXIMUM MINIMUM MAXIMUM
1/8
3/16 90 100 70 100
1/4 40 65 135 150 70 120
5/16 60 80 180 200 85 180
3/8 75 125 270 300 100 250
1/2 150 250 450 500 210 420
5/8 200 350 650 700 300 480
3/4 300 500 900 1000 500 850
1 500 700 1200 1400 700 1150
1-1/4 600 900
1-1/2 600 900
1-3/4
2
.2389
2391
SEE
NOTE
TIE THE TAIL DOWN OR

ADD S U FFICIENT
BALLAST WEIGHT (MIN.
200 LBS.) TO PREVENT
AIRCRAFT FROM
PIVOTING NOSE DOWN ON
WING JACKS.
MAIN WHEEL CONFIGURATION
Figure 2-6. Jacking and Lifting Arrangement

1B17
C724
BOTTOM DOOR CHANNEL
LATERALLY LONGITUDINALLY
Figure 2-6a. Leveling
2391
Figure 2-6b. Weighing Arrangement
Revised: 9/1/78 HANDLINGAND SERVICING

1B18
2-21. SERVICING FUEL SYSTEM. At intervals of 50 hours or 90 days, whichever comes first, the fuel
strainer should be cleaned. Easy access to the fuel bowl can be obtained through the removable panel located
just aft of the fire wall on the left side. The quick drain valve located just below the access panel should be
checked daily for water or dirt. Additional service information may also be found in Section IV. Inspection
intervals of the various fuel system components may also be found in Section III.
2-22. FILLING FUEL TANK. Observe all required precautions for handling gasoline. The fuel tanks of
each wing are filled through the filler necks located on the forward slope of each wing.
WARNING
Ensure that jet fuel is not introduced into the fuel tanks. It can
cause damage to the fuel system and/ or engine. Jet fuel may not be
compatible with fuel tank sealants, seals, gaskets, o-rings, flexible
lines and other fuel system components. Jet fuel introduced into 2
piston engine will result in damage to the engine, engine failure, or
sudden engine stoppage often during the initial takeoff phase of a
flight. Piper Aircraft has issued a Service Bulletin No. 797B - Fuel
Port Restrictor Installation, which provides fuel port restrictors
and instructions in the event that jet fuel is introduced into the
piston engine of the aircraft.
Each wing tank holds a capacity of 44.5 U.S. gallons giving a total system capacity of 89 U.S. gallons. Fill the
tanks with fuel as specified on the placard adjacent to each filler neck or as indicated in Table II-I. A wooden
fuel dipstick P/N 76897-2 clipped to the bulkhead behind the seat provides a means of determining the fuel
quantity in each tank when the aircraft is on the ground. For proper use of the calibrated dipstick the wings
must be level (with tail wheel and main gear on level ground). To measure the useable fuel quantity, remove
the fuel filler cap and vertically insert the dipstick in the fuel cell at the aft edge of the opening.
2.23. DRAINING MOISTURE FROM FUEL SYSTEM. The fuel system should be tapped at the start of
each days work to remove any water that may be in the system. This may be accomplished by activating the
wing tank drains, header tank drain, and fuel strainer drain per description and instructions given in
Paragraph 2-24.

1B19
3088
15 14 13 12 10 9 1
1. FILLER. FUEL CELL, L&R 16
2. FILTER.INDUCTIONAIR. CONTINENTAL 13. OIL FILLER ENGINE,CONTINENTAL
3. BATTERY(PA-36-285/300) 14. FILTER, ENGINE OIL. LYCOMING
4. DRAIN,FUELHEADERTANK(PA-36-285/300) 15. OIL FILLERENGINE,LYCOMING
L& R
5. BRAKECYLINDERRESERVOIR, 16. FILTERS.INDUCTIONAIR. LYCOMING
6. STATIC PORTS. L & R 17. PITOT DRAIN
7. TIRE,TAIL 18. HYDRAULICFLUIDFILTER
8. PITOT HEAD 19. HYDRAULIC RESERVOIR
9. DRAIN,WING FUELCELL,L & R 20. STATICDRAIN
10. TIRE. MAIN. L & R 21. DRAIN. FUEL HEADER TANK (PA-36-375)
11. DRAIN FUELFILTER 2 BATTERY.(PA-36-375)
12. FILTER,ENGINEOIL 23. FILTER,VENT
Figure 2-7. Service Points
Revised:7/20/81 HANDLINGAND SERVICING

1B20
2-24. DRAINING FUEL SYSTEM. The entire fuel system may be drained by means of four quick drain
wing, near the butt rib, just
valves. Each wing tank has an individual drain located on the underside of the
of the main spar center
ahead of the main spar. The centrally mounted header tank located on the front drains
section and just aft of the hopper throat has a drain of the same type as the wing tank drains. These
are activated by pushingup and holding.
NOTE
Since this system acts as a one tank system, draining the header
tank will result in draining both wing tanks. The drain valves on
both wings should be activated simultaneously to expedite
draining. All tank drain valves can be activated together to
accomplish complete draining of the system faster. The header
tank is the lowest point in the system.
The fourth drain is the fuel strainer drain and is located between the fire wall and leading edge of the wing
on the lower left side of the fuselage.This drain is a push to open and turn to lock open.
2-25. BRAKE SYSTEM.
fluid
2-26. SERVICINGBRAKESYSTEM. The brake system should be checked for the proper amount of low
at least every 100 hours. Spongy brake pedal action is often an indication that the reservoir is running2-27.
on fluid or there is air in the system. Instructions for filling each reservoir are found in Paragraph
There are two brake master cylinders, one on each rudder pedal. Each master cylinder has its own
self-contained reservoir with a filler screw located on the top. The parking brake valve is located beneath
the floor. When it is necessaryto make repairs, bleed the brake system or install new brake lining, refer to
Section VII. Inspection intervals of the various brake system components may be found in Section III.
to the top
2-27. FILLING BRAKE CYLINDERRESERVOIR. The brake system reservoir should be filled squirt
with MIL-H-5606petroleum Base hydraulic fluid. The reservoir can be refilled with a clean, suitable
on top the master cylinder. If the fluid level
can with a flexible spout to direct the fluid into the filler hole fluid into
is very low the system should be filled by using the pressure can or back fill methods, injecting
housing. Refer to Section VII for this method. Refer also to
the bleeder valve on the wheel brake cylinder fluid is
Section VII for brake bleeding procedure which should be performed if any great amount of
required to fill the reservoir.
2-28. DRAINING BRAKE SYSTEM. To drain the brake system, connect a hose to the bleeder fitting on
the wheel brake cylinder housing and place the other end in a suitable container. Open the bleeder valve
and slowly pump the desired brake pedal until fluid ceases to flow. To clean the brake system, flush with
denatured alcohol.

1B21
2-29. TIRES.
2-30. SERVICING TIRES. The tires should be maintained at the pressure specified in Table II-I. When
checking tire pressure, examine the tires for wear, cuts, bruises and slippage.
2-30A. TIRE BALANCE. (Refer to Figure 2-8.) Proper balancing is critical for the life of aircraft tires. If
a new tire is balanced upon installation it will usually remain balanced for the life of the tire without having
any shimmy or flat spots, and an inexpensive balancer can by made that will balance almost any tire for
light aircraft. Balancethe tire as follows:
a. Mount the tire and tube (if one is used) on the wheel, but do not install the securingbolts. Install
the wheel bearings in the wheel; then, using the -7 bushings, -6 spacers, and -5 nuts, install the wheel-tire
assembly on the -8 pipe. Secure the -5 nuts finger-tight so that the wheel halves touch each other. Be sure
the bolt holes are aligned! Insert the -4 axle through the -8 pipe and place the wheel in the center of the
balancer. Make sure the axle is only on the chamfered edges of the balancer and that it is at 90° to the sides
of the balancer.
b. Release the tire. If it is out of balance it will rotate, coming to rest with the heaviest point on the
bottom. Tape a 1/2 ounce patch across top center of the tire. Rotate the tire 45° and release it again. If the
tire returns to the same position, add a 1 ounce patch and again rotate the tire and release it. Continue this
procedure until the tire is balanced.
c. When balance is attained, put a chalk mark on the sidewall directly below the patch. Use one
mark for each half ounce of weight needed. Mark the valve stem location on the tire and the opposite wheel
half to assure reassembly in the same position. Remove the wheel from the balance stand, break it down
and clean the inside of the tire with toluol. Apply a coat of patch cement to both the patch and the inside
center of the tire in line with the chalk marks. When the cement has dried, install the patches making
certain they are on the center line of the tire and aligned with the chalk marks on the sidewall.Burnish the
patches to remove trapped air, etc.
d. When reassembling the wheel, powder the inside of the tire. Mount the tire on the valveside of
the wheel in the same position it was in when it was balanced. Install the other wheel half, aligning the
chalk marks. Install the bolts and tighten to required torque, then air the tire and recheck the balance. The
wheel should not be more than 1/2 ounce out of balance.
e. The followinginstructions will help in building the balancer: (Refer to Figure 2-8.)
1. Chamfer top edges of-3 sides, leaving 1/16 inch flat on top inboard edge. Rivet -2 tee's to -3
sides using AN 470-AD5 rivets 2" spacing. Use AN 426-AD5 rivets 2" center to center to secure -2 tee's to
-1 base. If tee extrusion is unavailable,heavy angle extrusion could be used. -3 sides must be vertical.
2. The -4 axle must slide through the -8 pipe. The -5 nuts were made by reaming the existing
threads in the AN 365-624 nuts with an R drill, then tapping with a 1/8-27 pipe tap.
3. The -6 spacers were made from 1/2 inch aluminum tubing. The two lengths of spacers are
suitable for balancingmost any aircraft wheel.
4. The -7 bushings may be made from one inch phenolic or aluminum using a 1 inch holesaw to
cut out the smaller bushing and a 1 hole saw to cut out the larger. By inserting a 1 inch long threaded bolt
through the pilot hole and securing with a washer and nut, a drill press and file may be used to make the off-set
on the bushing. The turned-down part should just slide inside the bearing race. Ream the pilot hole to slide
over the -8 pipe threads.
5. The -8 pipe was made from a piece of 1/8 inch black pipe and threaded with a 1/8-27 pipe
die. Thread 3 inches in from each end of the pipe.

1B22
PAWNEEBRAVESERVICE MANUAL
2354
The following list of materials were used In making the balancer:
Figure 2-8. Tire Balancer

2-31. LANDINGGEAR.
2-32. SERVICING LANDINGGEAR. Very little service is required for the landing gear system except for
routine inspection. Check main gear legs for security, misalignment or bending. Check tail wheel gear for
security, misalignment and bending. Check operation of tail wheel assembly and condition of chains and
spring that connect the rudder and tail wheel assembly. Additional service information may be found in
Section VII. Inspection intervals of the various landing gear components are found in Section III.
2-33. PROPELLER.
2-34. SERVICING PROPELLER. The spinner, back plate and propeller surfaces should be cleaned and
inspected frequently for nicks, scratches, corrosion and cracks. Minor nicks and scratches may be removed
as found in Section III,.The aft face of each blade should be painted when necessary with a flat black paint
to retard glare. To prevent corrosion wipe surfaces with a light oil or wax.
In addition the propeller should be inspected for grease or oil leakageand freedom of rotation on the
hub pilot tube. To check freedom of rotation, rock the blade back and forth through the slight freedom
allowed by the pitch change mechanism. Lubricate the propeller at 100-hour intervals in accordance with
the Lubrication Chart (Figure 2-9).
Additional service information for the propeller may be found in Section VIII. Inspection intervals
and procedures are found in Section III.
2-35. ELECTRICALSYSTEM.
2-36. SERVICING ELECTRICAL SYSTEM. Servicing the electrical system involves maintaining the
battery as described in Paragraph 2-37. The security of all electrical connections should be checked as well
as the operation of all lights and general condition of alternator and starter. All electrical wires should be
inspected for chafing and bare wires. For detailed information on this system, refer to Section XI of this
manual.
Revised: 10/27/82
Revised: 1B23
10/27/821B23 HANDLINGAND SERVICING
2-37. SERVICING BATTERY. Battery servicing involves adding distilled water to the battery to maintain
correct electrolyte level, which should be even with the split ring at the bottom of the filler holes, checking
cable connections, and neutralizing and cleaning off any spilled electrolyte or corrosion. Use a solution of
baking soda and water to neutralize electrolyte or corrosion; then flush thoroughly with clean water.
CAUTION
Do not allow soda water solution to enter battery.
Clean cable and terminal connections with a wire brush and coat with petroleum jelly prior to reconnecting.
Check the battery every 50 hours or 30 days whichever comes first. If weather is hot check more often.
Add only distilled water to the battery to maintain electrolyte level. Inspect the battery box and clean and
remove any evidence of corrosion.
THIS SPACE INTENTIONALLYLEFT BLANK
I Revised: 1/19/78 HANDLINGAND SERVICING

1B24
* 2-38. LUBRICATION (ENGINE) (CONTINENTAL).

NOTE
Paragraphs 2-38 thru 2-44 pertain to Continental engines used in

PA-36-285aircraft only.
each flight and the oil and
2-39. SERVICING OIL SYSTEM. The engine oil level should be checked before
conditions. Engine oil and
oil filter changed after each 50 hours of engine operation under normal operating
It is also recommended that the oil
filter should be changed every 25 hours under severe dust conditions. products, refer to
on the approved
cooler be drained during the oil and and filter changes. For information
2-41a, Engine Pre-Start
Teledyne Continental Motors Specification MHS-24A. Refer to Paragraph
Procedure, prior to engine restart.
CAUTION
Early type oil filters (Black in color - Continental Part No.

632399) must not be used on later engine installations because of
the removal of the bypass valve from the adapter and subsequent
relocation in the new type oil filter (Gold color - Continental Part
No: 641584). The new filter may be used on all engine
installations. Refer to Paragraph 242 for method of identification
of adapters.
NOTE
The use of multi-viscosity oil is approved. The use of special

break-in oil is not required.
CAUTION
Do not introduce any trade additives to the basic lubricant unless

recommended by the engine manufacturer.
it until the oil temperature
240. DRAINING OIL SUMP AND OIL COOLER. If the engine is cold, run
panel. Open the engine cowl on the left
reaches the green arc as indicated on the gauge on the instrument
oil cooler and runs back and out the
side and locate the oil drain hose that connects to the engine sump and
capacity of at least 12 quarts, under the
rear opening in the bottom cowl. Place a suitable container, with a
open and allow all oil to drain. Close
drain hose. Open the two drain valves by pushing in until they latch
valves by pulling out and re-safety with MS-20995-C41 safety wire.
on the left side of the
2-41. FILLING THE OIL SUMP. To service the engine with oil, open the cowling
the oil drains (sump and oil cooler) are closed
engine and remove the oil filler cap with dipstick. Ascertain that
grade of oil may be found in Table II-VI, the
and safety wired with MS-20995-C41 safety wire. The specified
The oil sump should normally be filled with 9 U.S.
Lubricating Chart or on the inside of the left cowl door.
sump and oil cooler have been drained and the oil filter
quarts of oil as shown on the engine dipstick. If the oil
placed into the engine sump. The extra 3 quarts of oil
replaced, a minimum of 12 U.S. quarts of oil should be
oil lines. Upon completion of oil filling, replace the
will be used to fill the oil cooler, oil filter and external
as outlined in Paragraph 2-41a.
dipstick cap and perform the Engine Pre-Start Procedure

Effectivity 1C1
CONTINENTAL
TABLE II-VII. RECOMMENDED LUBRICATING OILS

(PA-36-285 Only)
SUPPLIER BRANDNAME
BPOil Corporation BP Aero Oil D65/80

Castrol Limited (Australia) Catrolaero AD Oil
Continental Oil Conco Aero S 10W-30Oil
Delta Petroleum Company Delta Avoil Oil
Humble Oil and Refining Company Esso Aviation Oil, Enco Aviation Oil
Pennzoil Company Pennzoil Aircraft Engine Oil
Phillips Petroleum Company Phillips 66 Aviation Oil Type A
Quaker State Oil and Refining Company Quaker State Ad Aviation Engine Oil
Mobil Oil Corporation Mobil Aero Oil
ShellOil Company Aeroshell Oil W
Sinclair Oil Company Sinclair Avoil 20W-40 Oil
Texaco, Incorporated Texaco Aircraft Engine Oil Premium AD
Union Oil Company of California Union Aircraft Engine Oil HD
2-41a. ENGINE PRE-START PROCEDURE. This procedure should be accomplished prior to engine
restart at any time the engine oil, oil filter and/or oil cooler has been drained or changed, or after an engine
change, engine oil pump change, or prolonged period without oil in the system.
a. Remove the lower set of spark plugs.
b. Ascertain that 12 U.S. quarts of engine oil have been added to the engine sump if the system was
completely drained.
c. Position the mixture control in IDLE CUT-OFF and magneto switches OFF; then crank the
engine over with the starter.
d. Crank the engine for 30 seconds and stop for at least one minute; then repeat this procedure at
least four times until the oil pressure gaugeindicates a stabilized pressure reading.
CAUTION
Do not exceed the 30-second cranking period and be sure to allow
at least one minute starter cool down time between each cranking
period.
If no oil pressure is indicated after four cranking periods, it could be due to loss of prime in the
engine oil pump. This condition would be unusual during a normal oil change, but if it occurs follow
instructions givenin note below.
NOTE
To make certain the pump is primed, remove the accessory pad

cover on the oil pump and observe the small hole which is vented
to the pump output chamber. Follow steps a thru d and crank the
engine until oil squirts from the hole (normally within five
seconds). Replace the cover plate and continue with steps e and f.

Effectivity
CONTINENTAL
1C2
the lower set

e. Check the oil quantity which should now indicate approximately 9 quarts. Reinstall
of spark plugs. engine and
f. Start the engine and operate it at 900 to 1000 rpm for 4 to 5 minutes. Shut down the nut on the
safety wire the oil filter between the
recheck the oil quantity. Also check for any oil leaks and
filter and the bypass valveassembly with MS20995-C41safety wire.
2-42. OIL FILTER (FULL FLOW). (Refer to Figure 8-7.) operating

a. The oil filter should be replaced after each 50 hours of engine operation under normal the safety wire
conditions, or 25 hours under severe dust conditions. This is accomplished by removing
and then removing the filter.
from the nut on the end of the filter and bypass valve assembly, failure to do so
b. Replace the filter with a new filter approved by Teledyne Continental Motors; No. M75-9.)
revision of Continental Aircraft Service Bulletin
could void the engine warranty. (Refer to latest
CAUTION
Before installing a new oil filter, insure that the correct type is
being used. This is accomplished with the oil filter removed and
visually checking the oil filter adapter for the bypass valve.
Adapters which have the bypass valve installed may use either the
Black (Continental P/N 632399) or Gold (Continental P/N
641584) filters. Adapters which do not have the bypass valve
installed must use the Gold (Continental P/N 641584) type filter
only. The gold filter has the bypass valve designed into it.
oil; then install
c. Before installingthe new filter, lubricate the gasket on the filter with clean engine
filter to the oil cooler bypass valve assembly. contact. Do not
d. Torque the filter 18-20 foot-pounds or 3/4 to 1 full turn after the gasket makes
over torque.
e. Perform the Engine Pre-Start Procedure as outlined in Paragraph 241a.
2-43. RECOMMENDATIONSFOR CHANGINGOIL. hours, a change to

a. In engines that have been operating on straight mineral oil for several hundred additive oils will
additive oil should be made with a degree of caution, since the cleaning action of some
tend to loosen sludge deposits and cause plugged oil passages. When an engineadditivehas been operating on
or compounded
straight mineral oil and is known to be in excessivelydirty condition, the switch to
oil should be deferred until after the engine is overhauled. steps
b. When changing from straight mineral oil to compounded oil, the following precautionary
should be taken: engine
1. Do not add additive oil to straight mineral oil. Drain the straight mineral oil from the
and fill with additive oil.
2. Do not operate the engine longer than fivehours before the first oil change. if sludge
3. Check all oil screens for evidence of sludge or plugging. Changeoil every ten hours
conditions are evident. Resumenormal oil drain periods after sludge conditions improve.

Revised: 10/27/82
Effectivity 1C3
CONTINENTAL
TABLE II-VIII. THREAD LUBRICANTS
TYPE OF LINE TYPE OF LUBRICANT
Brakes MIL-H-5606
Fuel MIL-T-5544,Anti-Seize, Graphite Petrolatum
Oil MIL-G-6032,Lubricating Grease

(Gasoline and Oil Resistant)
Pitot and Static TT-A-580 (JAN-A-669), Anti-Seize Compound

(White Lead Base)
NOTE
Lubricate engine fittings only with the fluid contained in the particular lines.
244. SPECTROMETRICOIL ANALYSIS. The use of spectrometric oil analysis is becoming widespread
in the general aviation field. It is another useful procedure in the maintenance of modern reciprocating
aircraft engines. The spectrometric method requires complete understanding of the procedures, schedules,
and interpretation by the maintenance personnel using this system. It must be remembered that the oil
analysis technique is not a replacement for other established maintenance checks, such as differential
cylinder pressure checks, boroscopic examination, and filter content inspection. The oil analysis is used to
estimate wear ratio values of the particular engine or enginesbeing monitored.
245. LUBRICATION(AIRFRAME).
246. LUBRICATIONINSTRUCTIONS. Proper lubrication procedures are of immeasurable value both as

a means of prolonging the service life of the airplane and as a means of reducing the frequency of extensive
and expensive repairs. The periodic application of recommended lubricants to their relevant bearing
surfaces, as detailed in the following paragraphs, together with the observance of cleanliness,will insure the
maximum efficiency and utmost service of all moving parts. Lubrication instructions regarding the
locations, time intervals, and type of lubricants used may be found in the Lubrication Chart, Figure 2-9.To
insure the best possible results from the application of lubricants, the following precautions should be
observed:
a. Use recommended lubricants. Where general purpose lubricating oil is specified, but unavailable,
clean engine oil may be used as a satisfactory substitute.
b. Check the components to be lubricated for evidence of excessive wear and replace them as
necessary.
c. Remove all excess lubricants from components in order to prevent the collection of dirt and sand
in abrasive quantities capable of causing excessivewear or damage to bearing surfaces.

1C4
2-47. APPLICATION OF OIL. Whenever specific instructions for lubrication of mechanisms requiring
lubrication are not available, observe the following precautions:
a. Apply oil sparingly, never more than enough to coat the bearing surfaces.
b. Since the control cables are sufficiently coated by the manufacturer, additional protection for
the prevention of corrosion is unnecessary.
c. Examine magneto cam follower felts for proper lubrication by squeezing with finger and
observing if any oil appears on finger. If oil has migrated from one follower felt to another, it may be
necessary to remove lubrication from one felt strip while oiling another. If felt is over lubricated, remove oil
by using a clean, lintless cloth. If dry, lubricate by applying one or two drops of Bendix Breaker Felt
Lubricant, refer to Power Plant Sections for specific lubricant.
CAUTION
Be careful not to add too much oil, because the excess will be
thrown off during operation and will cause pitting and burning of
the magneto points.
2-48. APPLICATION OF GREASE. Care must be taken when lubricating bearings and bearing surfaces
with a grease gun, to insure that the gun is filled with new, clean grease of the grade specified for the
particular application before applying lubricant to the grease fittings.
a. Where a reservoir is not provided around a bearing, apply the lubricant sparingly and wipe off any
excess.
b. Remove wheel bearings from the wheel hub and clean thoroughly with a suitable solvent. When
repacking with grease, be sure the lubricant enters the space between the rollers in the retainer ring. Do not
pack the grease into the wheel hub.
c. Use extra care when greasing the constant speed propeller hub to avoid blowing the clamp
gaskets. Remove one grease fitting and apply grease to the other fitting until fresh grease appears at the hole
of the removed fitting. Replace removed fitting.
2-49. LUBRICATION CHART. Each part of the airplane to be lubricated, as depicted on the Lubrication
Chart, is indicated by a frequency symbol which shows the time intervals between lubrications. Application
symbols with the frequency symbols show how the lubrication is applied. A parts nomenclature key.
referred to by a number adjacent to the frequency symbol, identifies the part to be lubricated. Within the
frequency symbol is a code leter which identifies the type of lubricant to be used and a special instructions
number which gives instructions for lubricating a particular component.
2-49a. LUBRICATION (HYDRAULIC SPRAY SYSTEM). Care must be taken when adding hydraulic
fluid. This is an enclosed system and the only source of potential contamination is on assembly and subsequent
addition of hydraulic fluid. Add fluid to hydraulic reservoir as required to "FULL" mark on filler cap.
Included in this system is a hydraulic oil filter which should be replaced every 600 hours or end of each
season, whichever occurs first. (Refer to Chapter 14 for additional information.)

1C5
2-50. CLEANING.
2-51. GENERAL. It is very important to keep the aircraft as clean as possible at all times. A clean airplane
always has a trim appearance. Cleaning reduces the possibility of corrosion of the structure and related
parts and makes inspection and maintenance much easier. A clean engine and cowling interior insures a
cooler running engine and reduces the possibility of engine compartment fire. A clean chassisinsures proper
operation of wheels and brakes, and clean windows, windshield, and cockpit interior make it much easier
for the pilot to do his duties.
2-52. CLEANINGENGINE COMPARTMENT.
a. Remove engine cowlingper Paragraph 8-5 and clean per Paragraph 8-6.
b. Place a strip of tape on the magneto vents and cover all engine openings to prevent the cleaning
solvent from entering.
c. Spray or brush the solvent or a mixture of solvent and degreaser over the entire engine.
CAUTION
Particular care should be taken so as to prevent solvent from

entering starter, alternator, air intake and alternate air inlet.
Caustic cleaning solutions should be used cautiously and should
always be properly neutralized after their use.
d. Allow the cleaningsolution to remain on the engine several minutes; then neutralize and/or flush
with water or solvent depending on the type of cleaningsolution used and allow engine to dry by wiping or
blowing with compressedair.
CAUTION
Do not operate engine until excess solvent has evaporated or

otherwise been removed.
e. Remove protective covers from engine and accessories.

f. Lubricate controls, bearing surfaces, etc., per Lubrication Chart.
g. Install cowling per Paragraph 8-7.
2-53. CLEANINGPROPELLER.
CAUTION
Prior to doing any work around propeller, make sure magneto
switches, fuel selector and master switch are in the OFF position
and mixture control is in IDLE CUT-OFF.
1C6 Issued: 2/14/73
TYPE OF LUBRICANT
IDENTIFICATION
LETTER SPECIFICATION LUBRICANT
A AERO LUBRIPLATE (PURCH) FISKE BROS.

REFINING CO.
B LUBON 404
C TEXACO MARFAX NO. 3
D MIL-G-23827 GREASE, AIRCRAFT & INSTRUMENT, GEAR
& ACTUATOR SCREW
E MIL-L-7870 OIL - GENERAL PURPOSE LOW TEMP.
F MIL-G-3545 GREASE, AIRCRAFT HIGH TEMP.
G MIL-H-5606 HYDRAULIC FLUID (RED) PETROLEUM BASE
CONTINENTAL- H MIL-L-22851 LUBRICATING OIL, AIRCRAFT ENGINE
GRADE MHS-24A AS SHOWN IN TELEDYNE
CONTINENTAL MOTORS FORM X-30142
°
SAE 50 ABOVE 40 F AIR TEMP.
SAE 30 BELOW 40°F AIR TEMP.
LYCOMING 300 I MIL-L-6062B LUBRICATING OIL, AIRCRAFT ENGINE
375 OR REFER TO LATEST EDITION OF LYCOMING
MIL-L-22851 SERVICE INSTRUCTION NO. 1014
J HYDRAULIC FLUID, AUTOMATIC TRANS-

MISSION FLUID DEXRON II OR EQUIVALENT
SPECIALINSTRUCTIONS
1. LUBRICATION POINTS - WIPE ALL LUBRICATION POINTS CLEAN OF OLD GREASE,

OIL, DIRT, ETC. BEFORE LUBRICATING. WIPE OFF EXCESS AFTER LUBRICATING.
2. BEARINGS AND BUSHINGS - CLEAN EXTERIOR WITH A DRY TYPE SOLVENT BEFORE
LUBRICATING.
3. WHEEL BEARINGS - DISASSEMBLE AND CLEAN WITH A DRY TYPE SOLVENT,
ASCERTAIN THAT GREASE IS PACKED BETWEEN THE BEARING ROLLER AND CONE.
DO NOT PACK GREASE IN WHEEL HOUSING.
4. CABIN DOOR EMERGENCY RELEASE PINS - CHECK CONDITIONS, CLEAN AND
LUBRICATE.
5. PROPELLER - REMOVE ONE OF THE TWO GREASE FITTINGS FOR EACH BLADE.
APPLY GREASE THROUGH FITTING UNTIL FRESH GREASE APPEARS AT HOLE OF
REMOVED FITTING.
6. INSPECT ROD ENDS IN ACCORDANCE WITH INSTRUCTIONS GIVEN IN SECTION III,
PARAGRAPH 3-11.
NOTES
1. WHEEL BEARINGS REQUIRE CLEANING AND REPACKING AFTER

EXPOSURE TO AN ABNORMAL QUANTITY OF WATER. SEE SPECIAL
INSTRUCTIONS NO. 3.
Figure 2-9. Lubrication Chart - PA-36

1C7
CAUTIONS
1. DO NOT USE HYDRAULIC FLUID WITH A CASTOR OIL OR ESTER

BASE.
2. DO NOT APPLYLUBRICANTTO RUBBERPARTS.
3. CONTROL AND TRIM CABLES; WIPE CLEAN AT REGULAR
INTERVALS, BUT DO NOT LUBRICATE.
4. MISCELLANEOUS: DURING ROUTINE MAINTENANCE CHECKS,
LUBRICATE COWL HINGESAND LATCHES,FORWARDSIDE PANEL
HINGESAND MISCELLANEOUSLINKAGES.
EXAMPLE
PARTS FREQUENCYOF
LUBRICATION
METHOD OF
LUBRICATION SPECIAL
- INSTRUCTIONS
TYPE OF
ME THOD FREQUENCY
It
HAND
OR
PACK
Figure 2-9. Lubrication Chart - PA-36 (cont)
Revised:
9/1/78 HANDLINGAND SERVICING
1C8
2394
PARTS NOMENCLATURE
1. INERTIA REEL PULLEY 17. ELEVATOR TRIM SCREW
2. RUDDER CABLE PULLEY 18. ELEVATOR TRIM CABLE PULLEYS
3. RUDDER HINGE BEARINGS 19. ELEVATOR PUSH ROD ENDS
4. TAIL WHEEL BEARINGS 20. CONTROL STICK TORQUE TUBE BEARINGS
5. ELEVATOR HINGES (LEFT & RIGHT) 21. CONTROL STICK BEARINGS
6. TAIL WHEEL SWIVEL 22. RUDDER PEDAL BEARINGS
7. DOOR HINGE PINS 23. BRAKE MASTER CYLINDER
8. CONSOLE CONTROL LEVERS 24. MASTER CYLINDER BEARINGS
9. AILERON BELLCRANKS & ROD ENDS (LEFT & 25. RUDDER CABLE ADJUSTER BEARINGS
RIGHT) 26. FLAP ACTUATOR ATTACH BEARINGS
10. AILERON HINGE BEARINGS 27. FLAP ACTUATOR GEAR BOX
11. FLAP HINGE BEARINGS 28. FLAP ACTUATOR BELLCRANK BEARING
12. MAIN GEAR WHEEL BEARINGS 29. FLAP TORQUE TUBE & PUSH ROD BEARINGS
13. PROPELLERGREASE FITTINGS 30. ENGINE AND PROPELLERCONTROL
14. ENGINE OIL SYSTEM 31. HOPPERAND SPRAY SYSTEM
15. ELEVATOR BELLCRANK BEARINGS 32. HYDRAULIC SPRAY SYSTEM
16. ELEVATOR TRIM TAB PUSH ROD ENDS
Figure 2-9. Lubrication Chart (cont.)

1C9
2399
SKETCH B SKETCH C
Figure 2-9. Lubrication Chart (cont.)
Revised:9/1/78 HANDLINGAND SERVICING

1C10
against
Occasionallywipe off grassstains and insect smears with an oiled cloth. The oil film will also protect
found with
corrosion in salt water areas. Check for oxidation and corrosion frequently and brush any areas
a phosphating agent to remove surface corrosion. Remove etch marks and pitted areas by buffing with an
aluminum polish.
CAUTION
Cleaners and polishes are abrasive. Do not use excess amounts to

prevent solution from entering the propeller hub or engine. After
cleaningmake sure all cleaning solution is removed. Never use steel
wool or rough sandpaper on front or rear portions of blade as
severescratchingmay result.
When work has been done on the propeller such as that described, it must be protected again because of the
surface protection being removed. If work was done on the backside or face of the propeller, the area
should be primed and painted with a flat black enamel paint to retard glare. The front surface of the
propeller should be protected with a coat of wax. Refer to Section VIII for a complete description, repair
methods and care of propeller.
2-54. CLEANING WINDSHIELDANDWINDOWS.

a. Remove dirt, mud, chemicals,and dust from exterior surfaces with clean water from a hose.
b. Wash with mild soap and warm water using a sponge and soft cloth and a straight rubbing
motion. Do not harshly rub surfaces. Rubber gloves should be used to protect hands from any chemicalsor
dust that may have been on the windshield. Rinse the windows thoroughly.
c. Remove oil and grease by rubbing lightly with a soft cloth moistened with kerosene or Stoddard
solvent.
CAUTION
Do not use gasoline, alcohol, benzene, acetone, carbon

tetrachloride, thinner or window cleaning fluid. These solvents will
soften and craze the plastic.
d. After washing,the windshieldand windows should be cleaned with an aircraft windshieldcleaner.

Apply the cleaner with soft cloths, and rub with moderate pressure.
e. When cleaner dries, wipe it off with soft flannel cloths. A thin, even coat of wax, polished by
hand with soft flannel cloths, will fill in minor scratches and help prevent further scratching.
f. To clean inside of windows, Steps d and e should be sufficient.
CAUTION
Do not cover the cockpit canopy with canvas unless adverse

weather such as hail, freezing rain, or sleet are anticipated, since
the covermay scratch the windows.
g. Improvements of visibility through the windshieldand windows during flights through rain can be
accomplished by applying REPCON, a rain repellant, to them. The treated surface becomes so
smooth that the water beads up and flows off the surface when applied as directed. Repcon (FSCM
50159 can bea attained by contacting Unelco Coporation, 727 E. 110th Street, Chicago, Illinois
HANDLINGAND SERVICING Revised: 8/27/79

1C11
2-55. CLEANING PRECAUTIONS. Most pilots, operators, and other personnel concerned with aerial
application of dry or liquid chemicals should be thoroughly familiar with precautionary measures applying
to washing. Washingthe aircraft is especiallyhazardous, as it tends to reactivate materials which have dried
on the aircraft surfaces and put them into liquid form. The following information is provided especially for
maintenance personnel who are required to perform work on agricultural aircraft and are unfamiliar with
the dangers that may arise:
a. Most agricultural chemicals are toxic. Some chemicals are highly toxic and may be fatal if
exposure is prolonged or concentrated, or medical treatment is delayed.
b. Chemical poisoning can occur by inhalation into the lungs, ingestion through the mouth, or
absorption through the skin. It is to the advantage of the individual to know exactly what chemical was last
used in the system. Information about the chemical may then be obtained from a county agent, chemical
manufacturer, or the container the chemical was shipped in prior to use, such as a bag, box, drum, etc.
c. Wear rubber gloves, rubber boots and protective clothing that is in good condition; a cap should
also be worn. In close areas a respirator or similar breathing device should be used. If coveralls are worn
instead of rubber clothing, they should be changed daily or more frequently if contamination is obvious.
Contaminated clothing should only be handled and laundered by someone aware of the hazard in handling.
d. Be sure to have a convenient place, close by, having a good supply of fresh water and plenty of
soap. Wash often and avoid scratching or placing hands near eyes, nose, ears, or mouth. Shower at least
once a day.
e. Do not carry cigarettes in a pocket, since they can absorb toxic materials. Do not eat or smoke in
the work area while washing procedure is going on.
f. Wash the airplane thoroughly, especially in the area where work is to be performed. DO NOT
steam clean since the steam will vaporize the chemical and make it easier to be inhaled or absorbed.
Drainage of the wash water must be into an area where no poisoning could occur.
2-56. EXTERIOR CLEANING. The airplane should be washed with a mild soap and water. Harsh
abrasives or detergents used on painted or plastic surfaces could make scratches or cause corrosion of metal
surfaces. Plug and cover any areas that cleaningsolution may enter or damage such as engine compartment,
pitot and static system, etc. To wash airplane the following procedure may be used:
a. Flush away loose dirt and dust with water.
b. Apply cleaning solution with a rag, sponge or soft bristle brush.
c. To remove stubborn oil or grease, use a cloth dampened with kerosene or naphtha.
d. Where exhaust stains occur, allow cleaningsolution to remain longer.
e. Flush aircraft with clean water.
f. A fine grade rubbing compound may be used to remove bugs and gasoline stains.
g. Any good automotive wax may be used to preserve the painted surfaces. A soft cleaning cloth
should be used to prevent scratches. A heavier coating of wax on the leading surfaces will reduce the
abrasion problems in these areas.
h. Refer to Figure 2-9 Lubrication Chart for lubricating required areas after cleaning.
1C12
PAWNEEBRAVESERVICEMANUAL
2-57. INTERIOR CLEANING.

a. Remove the eight, metal, fuselage side panels and open the access door on each side of the
fuselage aft of the fire wall prior to cleaning.
b. Remove pilot's seat, rags, and any loose equipment that may be in the cockpit.
c. Plug the heater outlet and static ports and protect the instrument panel to keep it dry.
d. After being prepared in such a way as described in Paragraph 2-55, proceed by first hosing down
interior of fuselage and inside of removed side panels with clean water to flush away any dust and chemicals
that may have collected.
CAUTION
Care must be taken not to direct a stream of water on or behind

the instrument panel.
e. After the interior has been hosed down, it should be washed by hand with a sponge or soft cloth,
using a mixture of warm water and soap.
f. Rinse the aircraft with hose water to flush away soapy water.
g. Thoroughly inspect any area suspected of having any remaining residue and if found; repeat Steps
c and d.
h. Allow aircraft to dry for a reasonable period; then lubricate required areas referring to Figure 2-9,
then close doors, remove plugs and covers, install access panels and install pilot's seat.
2-58. CLEANING WHEELS. The landing gear and wheels should be washed frequently and examined for
cracks or dents in the wheel casting, chipped paint, and corrosion in small tight corners. Clean, sand,
smooth, prime, and repaint minor affected areas. Lubricate required areas referring to Figure 2-9.
2-59. REPAINTING. If it becomes necessary or desirable to repaint the aircraft, the following procedures
will apply:
a. Wash the area thoroughly that is to be painted. It is not necessary to strip the previous coating,
unless it is desirable for inspection purposes. If stripping is necessary, use an appropriate stripper.
2-60. SCRATCH TOUCH UP ON ALUMINUM SURFACE

a. "Feather - Edge" the surface with fine wet or dry paper (400 - 600 grit)
b. If gouges are deep, fill with polyester or epoxy filler. Sand lightly.
c. Apply a coat of Expoxy Primer (8951/8678). Dry overnight and sand lightly.
d. Apply Polytane Enamel.
2-60a. COATING PROCEDURE FOR NEW ALUMINUM PANELS - NON ALODIZED

a. Thoroughly clean all contaminents from surface - solvent wash with industrial grade MEK or
Titanine Ti-Two Cleaning Thinner.
NOTE
Deoxidiene 624 or equal is recommended but not absolutely

required.
b. Apply V-48 Wash Primer.

c. Apply either Epoxy Primer (8951)/Epoxy Converter (8678) or Polytane (6351) Urethane Primer.
d. Topcoat with Polytane Enamel.
Revised:8/27/79 1C1 HANDLING AND SERVICING

Revised: 8/27/791C 13
2-60b.COATING PROCEDURE FOR ALODIZED ALUMINUM
a. Thoroughly clean all contaminents from surface - solvent wash with industrial grade MEK or
Titanine Ti-Two Cleaning Thinner.
b. Apply either Epoxy Primer/Converter, or Polytane Urethane Primer.
c. Topcoat with Polytane Enamel.
2-61. MIXING INSTRUCTIONS FOR PRIMERS AND TOPCOATS
2-61a. V-48 WASH PRIMER
NOTE
Never use Polytane Enamel directly over V-48 without an inter-

mediate primer.
a. Agitate the primer well.

b. Slowly add 1 volume of catalyst while stirring to 4 volumes of Primer. DO NOT REVERSE THIS
PROCEDURE.
c. Reduce the above mixture with 1/2 (by volume) of LT 327 Thinner.
2-61b. EPOXY PRIMER

a. Mix equal volumes of Epoxy Primer (8951) and Converter (8678). Allow mixture to stand at least
20 minutes before spraying.
NOTE
The pot life of the mixute is 16 hours at 70° - 75° F. Approximate

spreading rate is 400 Sq. Ft. per gallon of mixture (1).
b. Allow to dry overnight before sanding and recoating with Polytane Enamel.
ADDED: 8/27/79 HANDLING AND SERVICING

1C14
2-61c. POLYTANE 6351 PRIMER

a. Mix 4 volumes of Primer (6351) with 1 volume of Polytane Catalyst (6352).
b. Reduce this mixture with LT-345 Polytane Reducer, approx. 50%.
NOTE
One gallon of mixed material will cover approximately 300 square

at 75° F. Allow to dry
feet. Pot life of mixed material is 6 - 8 hours
overnight before light sanding and recoating with Polytane Enamel.
TABLE II-IX. PAINT MATERIALS
Piper Part No. Titanine No. Description
* V 48 Wash Primer Kit

LT 327 Wash Primer Reducer
3022 Ti-Two Cleaning Solvent
170-139 8905-A Epoxy Reducer
170-729 8951 Epoxy Primer
170-825 8678 Epoxy Converter
170-735 6351 Polytane Primer
179-141 6350 Polytane Reducer
170-807 6352 Polytane Catalyst
*No Piper number assigned.
ADDED: 8/27/79 HANDLING AND SERVICING

1C15
2-62. MIXING INSTRUCTIONS FOR POLYTANE ENAMEL
2-62a. POLYTANE ENAMEL ALL COLORS

a. Mix 4 volumes of Polytane Enamel with I volume of Polytane (6352)Catalyst. Up to 10%of 6350
Polytane Reducer may be added to adjust viscosity for spray.
b. Spray a mist coat, allow 20 minutes setting time, follow with a full wet coat.
NOTE
Pot life of mixed material is 8 hours at 75° F. Allow Polytane
Enamel to dry 10 hours minimum before taping. The universal
mixing ratio of all colors makes it possible to intermix any
combination of POLYTANE colors before catalyzing mixture. This
is an aid to those wishing to mxi their own special colors. For
product availability or technical information, phone Piper
Customer Services or Titanine (201) 933-1000.
2-63. STORAGEOF AIRCRAFT. (CONTINENTALENGINE ONLY)
NOTE
Paragraphs 2-64 thru 2-66 pertain to Continental enginesonly.
2-64. FLYABLE STORAGE (7 TO 30 DAYS). Flyable storage is defined as a maximum of 30 days

non-operational storage and/or first 25 hours of intermittent engine operation. If an aircraft, which has
been in operation, is to be stored much longer than a week under normal climate conditions, and if periodic
running to circulate the oil will not be carried out, prepare the aircraft as follows:
a. Preparation For Storage:
1. Operate the engine until the oil temperature reaches the normal range. Drain the oil supply
from the sump and oil cooler as completely as possible, and close drain valves.
2. Fill the sump to the full mark on the dipstick gaugewith MIL-C-6529Type II oil which will
mix with normal oil. This oil is a suitable lubricant, and will provide protection against corrosion.
3. Run the engine at least five minutes at a speed between 700 and 1000 RPM with the oil
temperature and cylinder head temperature in the normal operating range.
4. If aircraft is stored outside, tie down in accordance with Paragraph 2-14 and install
protective covers over openings in engine cowling,pitot tube, static vent, air vents and any other opening in
aircraft to prevent entry of foreign material.
b. During Flyable Storage:
1. Each seven days during flyable storage, the propeller should be rotated by hand without
running the engine. Make sure that magneto switches and fuel selector are in the OFF position and mixture
control is in IDLE CUT-OFF. After rotating the engine six revolutions, stop the propeller 45" to 90 from
the position it was in.

1C16
(PA-36-285 Only)
MIL-L46002, Grade 1 Oils
Petrotect VA PennsylvaniaRef. Co., Butler, Pennsylvania
Ferro-Gard 1009-G Ranco Laboratories, Inc., 3617 BrownsvilleRd., Pittsburg, Pa.
2. If at the end of thirty days the aircraft will not be removed from storage, the engine must be
started and run. The preferred method will be to fly the aircraft for thirty minutes. If flying is impractical,
a ground run shall be made of thirty minute duration, and up to but not exceeding normal oil and cylinder
temperatures.
c. Returning Aircraft To Service:
1. Remove protective covers and perform a thorough preflight inspection.
2. Drain the MIL-C-6529oil after a ground warm-up, and change oil filter element.
3. Reservice with oil as listed in Table II-VII.
2-65. TEMPORARY STORAGE (UP TO 90 DAYS). Temporary storage is defined as a maximum of 90
days non-operational storage. If at all possible, a dry hangar should be procured due to the possibility of
oxidation of the aluminum if damp conditions persist. This metal will last indefinitely if kept clean and
under normal conditions. The followingmethods of preparation are suggested:
1. Fill fuel tanks with proper fuel.
2. Thoroughly clean entire aircraft then wax the exterior finish.
3. Jack the aircraft just enough to relieve the load on the landing gear and prevent flat spots
from forming on the tires. If this is impractical, the wheels should be rotated every 30 days.
4. Lubricate all airframe items and seal or cover all openings that would allow moisture and/or
foreign material to enter as describedin Paragraph 2-64 a., No. 4.
5. Remove the battery and store in a cool dry place. Serviceregularly as required.
6. Remove the top and bottom spark plugs and atomize spray preservative oil, (Lubrication Oil -
°
Contact and Volatile, Corrosion - Inhibited, MIL-C-46002, Grade 1) (221° - 250 ) through upper spark plug
hole of each cylinder with the piston in the down position. Rotate crankshaft as each pair of cylinders is
sprayed. Stop crankshaft with no piston at top position. See Table II-X for approved preservative oils that
meet MIL-L-46002specifications.
7. Re-spray each cylinder without rotating crank. To thoroughly cover all surfaces of the
cylinder interior, move the nozzle of the spray gun from the top to the bottom spark plug hole of the
cylinder.
8. Reinstall spark plugs.
9. Apply preservative to engine interior by spraying one of the specified preservative oils
(approximately 2 ounces) through the oil filler tube.
10. Seal all engine openings exposed to the atmosphere using suitable plugs or non-hygroscopic
tape, and attach red streamersat each point.
11. Engines, with propellers installed, that are preserved for storage in accordance with this
section should have a tag affixed to the propeller in a conspicuous place with the followingnotation on the
tag: "DO NOT TURN PROPELLER- ENGINEPRESERVED."

Revised: 1/19/78 1C17
b. Inspection During Storage:

1. Inspect the entire airframe, interior and exterior, for corrosion at least once a month. Clean
dust collections as frequently as necessary.
2. Inspect the interior of at least one cylinder through the spark plug hole for corrosion at least
once a month.
1. Remove the aircraft from the jacks (or blocks) and check tires for correct inflation.
2. Remove seals, tape, paper and streamers from all openings.
3. Checkbattery and install.
4. Checkthat oil sump has proper grade and quantity of oil.
5. Remove placard from propeller.
6. Remove, clean and gap spark plugs.
7. While spark plugs are removed, rotate propeller several revolutions to clear excess
preservativeoil from cylinders then install plugs and torque.
8. Check fuel strainer. Remove and clean filter screen if necessary. Check fuel tanks and fuel
lines for leaks, moisture and sediment, drain enough fuel to eliminate moisture and sediment.
9. Perform a thorough cleaning and preflight inspection then start and warm up engine and test
fly the aircraft.
2-66. INDEFINITE STORAGE. Indefinite storage is described as non-operational storage exceeding three
months, up to six months. Engines treated per the following method may be considered protected against
normal atmosphere corrosion, provided the procedures outlined are performed at the specific intervals
indicated, using the specified oils:
1. Drain 3 quarts of engine lubricating oil from the engine crankcase and add 3 quarts of
corrosion-preventivemixture compound, MIL-C-6529C,Type I (Esso Rust Ban 628, Cosmoline No. 1223
or equivalent) to the engine crankcase.
NOTE
This mixture consists of one part compound, MIL-C-6529,Type I
mixed with three parts of new lubricating oil, of the grade
recommended for service (all at room temperature), which now
givesyou MIL-C-6529,Type II corrosion-preventivemixture.
NOTE
MIL-C-6529,Type I - Concentrate material only.
MIL-C-6529, Type II - Ready mixed material which consists of
one part, Type I concentrate to three parts lubricating oil.
2. Immediately after filling the oil sump with the mixture, operate the engine for a period of
time not to exceed 30 minutes (preferably fly the aircraft to obtain normal operating temperatures).
Ascertain that the oil and cylinder head temperatures remain in the normal operating range.
3. Within 24 hours after the engine run described in Step 2 (engine temperature not exceeding
1000F), removethe top spark plugs and spray all cylinders with preservative oil conforming to MIL-L-46002,
Grade I maintained at room temperature. Refer to Table I1-X for approved preservative oils.
4. Spray each cylinder through the upper spark plug hole with the piston in the down position,
rotating the crankshaft as each pair of cylinders is sprayed. Stop crankshaft rotation with no piston in top
position.
HANDLINGANDSERVICING
1C18 Revised: 9/30/75
5. Spray each cylinder again without moving the crankshaft.

6. Tag the propeller or crankshaft in plain view with the following: "DO NOT TURN
PROPELLER - ENGINE PRESERVED."
NOTE
If by accident the engine is turned, respray the cylinders as

outlined in Steps 4 thru 6.
7. Install dehydrator plugs (AN4062-11) in upper spark plug holes. Be sure that dehydrator
plugs are blue in color when installed.
8. Cover the spark plug lead terminals with shipping plugs (AN4060-1) or other suitable covers.
9. With throttle open wide, place a bag of desiccant in the induction air box and seal the inlet
with moisture resistant paper and tape.
10. Place a bag of desiccant in the exhaust tailpipe and seal the opening with moisture resistant
tape.
11. Seal cold air inlet to the heater muff with moisture resistant tape.
12. Seal engine breather pipe by inserting a protex plug in the pipe and tape over the end.
13. Seal any other engine openings exposed to the atmosphere using suitable plugs or
non-hygroscopic tape.
NOTE
Attach a red streamer, with tape or safety wire, to the area where
a plug or bag of desiccant is placed. Either attach the streamer
outside of the sealed area with tape or to the inside of the sealed
area with safety wire to prevent wicking of moisture into the
sealed area.
14. Attach a warning note on the throttle control handle stating the engine contains preservative
oil. Place a tag on the propeller, also, with the notation "DO NOT TURN PROPELLER - ENGINE
PRESERVED."
15. Prepare the airframe for storage per Paragraph 2-65 through Step 5.
b. Inspection During Storage:
1. Inspect cylinder dehydrator plugs once a week and if a change of color is evident, change
the plugs. If the color has changed on several plugs, replace them and replace all desiccant material in the
engine.
2. Every six months remove at least one rocker box cover and inspect the valve mechanism for
corrosion or rust. Also inspect the interior of one cylinder through the spark plug hole; then respray all the
cylinder interiors with corrosion-preventive mixture, MIL-L-46002, Grade I. (Refer to Table II-X.)
3. Inspect the airframe for any abnormal conditions.
1. Remove the aircraft from jacks or blocks and check tires for condition and proper inflation.
2. Check battery and install.
3. Remove all plugs, covers, tape, and any other material used to mark or cover openings.
4. Remove warning notes located on throttle and propeller.
5. Remove oil filter element and replace with a new one.
6. Open crankcase and oil cooler drains and let all corrosion-preventive mixture drain; then
close drain valves. Reservice the system with new lubricating oil. (Refer to Lubrication Chart.)
HANDLINGAND SERVICING 2-33

Revised: 9/30/75 1C19
NOTE
It is not necessary to flush the oil system, as the

corrosion-preventive mixture will mix with the engine lubricating
oil. Draining the sump and oil cooler will remove enough of the
corrosion-preventivemixture.
7. Remove all desiccant bagsand install a new induction air filter.

8. Remove all dehydrator plugs and spark plugs or plugs.installed in spark plug holes and
slowly rotate the propeller by hand to clear the excess corrosion-preventivemixture from the cylinders.
9. Clean, gap, and install spark plugs and connect the leads. (Refer to Section VIII for spark
plug installation and torques.)
10. Check fuel strainer. Remove and clean the filter. Check fuel lines and tanks, and drain
sufficient fuel to eliminate any moisture or sediment that may be in the system.
11. Thoroughly clean the aircraft and perform a thorough preflight inspection.
12. Start and warmup engine; then perform a flight test.
2-67. LUBRICATION(ENGINE) (LYCOMING).
NOTE
Paragraph 2-67 thru 2-74 pertain to Lycoming Engines used in

PA-36-300 and 36-375 aircraft only.
2-68. SERVICINGOIL SYSTEM. The engine oil level should be checked before each flight and changed
after each 50 hours of operation, or sooner under unfavorable operating conditions. During oil changes, the
oil suction screen should be removed and cleaned, the oil filter cartridge changed and the oil cooler drained.
Engine oil and filter should be changed every 25 hours when operating in severe dust conditions. Use a
quality brand aviation grade oil of the proper season viscosity. For information on the use of detergent oil,
refer to Paragraph 2-74 and/or Lycoming ServiceInstruction Letter 1014.
CAUTION
Do not introduce any trade additive to the basic lubricant.
2-69. DRAINING OIL SUMP. To drain the oil sump, provide a suitable container with a minimum
capacity of that required to fill the sump. Open the oil drain valve located on the underside of the engine
by pushing the arms of the drain up and turning counterclockwise. This will hold the drain in the open
position. It is recommended the engine be warmed to operating temperature to insure complete draining of
the old oil.
2-70. FILLING OIL SUMP. The oil sump should normally be filled with oil to the mark on the engine
dipstick. The quantity of oil required for the engines may be found in Table II-I. The specified grade of oil
may be found on the Lubrication Chart, or on the engine oil filler accessdoor. To service the engine with
oil, open the quick release accessdoor on top of the cowl and remove the oil filler cap with dipstick.

1C20
is located horizontally on the

2-71. OIL SCREEN (SUCTION). The oil suction screen, on the 36-300 on the left side of the oil sump. To
bottom aft end of the engine sump, and on the 36-375 it is located should be cleaned at each oil change
remove, cut the safety wire and remove the hex head plug. The screen or chips. If metal particles are found
to remove any accumulation of sludge and to examine for metal filings cleaning and inspection, place the
in the screen, the engine should be examined for internal damage. After
damage to the screen. Insert the screen
screen inside the recess in the hex head plug to eliminate possible tighten and safety the plug with
into the housing and when certain that the screen is properly seated,
MS-20995-C41safety wire.
door on the bottom right of the lower
2-72. DRAINING OIL COOLER. Open oil cooler drain accessenough to protrude through the oil cooler
engine cowling. Slide a hose over the end of the drain valve long the valve and pushing in until it latches
drain access door. Removethe oil by cutting the safety wire around
open. Drain oil into a suitable container and resafety valve.
2-73. OIL FILTER (FULL FLOW). operation; this is accomplishedby

a. The oil filter should be replaced after each 50 hours of engine loosening the bolt, and removing
removing the lockwire from the bolthead at the end of the filter housing,
the filter assembly from the adapter. inspection by using a Champion
b. Before discarding the throw away filter, remove the element for
Ohio 43601. It will cut open any
cutter tool, CT470, available from Champion Spark Plug Co., Toledo, in the filter for evidence of internal
spin-on type oil filter for inspection. Examine the material trapped newly overhauled engines, some small
engine damage, such as chips or particles from bearings. In new or of no consequence and should not be
particles of metallic shavings might be found; these are generally Evidence of internal engine damage
confused with particles produced by impacting, abrasion or pressure.
found in the oil filter justifies further examination to determine the cause. within 20 to 25 foot-pounds of
bolt
c. After the filter has been replaced, tighten the attaching
of the housing to the drilled head of the
torque. Lockwire the bolt through the loops on the side
bolthead and the thermostatic oil
thermostatic valve. Be sure the lockwire is replaced at both the attaching
cooler bypass wire. Use MS-20995-C41safety wire.
to latest revision Lycoming Service
2-74. RECOMMENDATIONS FOR CHANGING OIL. (Refer
Instruction No. 1014.) hundred hours, a change to
a. In engines that have been operating on straight mineral oil for several
action of some additive oils will
additive oil should be made with a degree of caution, since the cleaning engine has been operating on
tend to loosen sludge deposits and cause plugged oil passages. When an
to additive or compounded
straight mineral oil and is known to be in excessivelydirty condition, the switch
oil should be deferred until after the engine is overhauled. precautionary steps
b. When changing from straight mineral oil to compounded oil, the following
should be taken: oil from the engine
1. Do not add additive oil to straight mineral oil. Drain the straight mineral
and fill with additive oil.
2. Do not operate the engine longer than fivehours before the first oil change. every ten hours if
3. Check all oil screens for evidence of sludge or pluggingand change oil
conditions improve.
sludge conditions are evident. Resumenormal oil drain periods after sludge
NOTE
Refer to Lycoming Operators Manual for the recommended

storage and corrosion prevention procedures for Lycoming power
plant used in this airplane.

Revised: 10/27/82
Effectivity C21
LYCOMING
C723
AIRCRAFT STEEL APPROX..060 MIN. THICKNESS

2 in. 1 in.
1.0 in.
STEEL TUBE TO FIT JACKSCREW
Figure 2-10. Tail Gear Support Tool
TABLE II-XI. SPECIAL TOOLS

(PA-36-285 CONTINENTAL ENGINE ONLY)
NOMENCLATURE PART NUMBER
Seal Installer 5209

Valve Spring Compressor 3602
Adapter Compression Check 8000
Crankshaft Seal Installer 8002
Prop Shaft Turning Tool 8003
Piston Ring Compressor 8004
Cylinder Headnut Wrench 8007
Exhaust Flange Nut Wrench 8012
Tools purchased from; Borroughs Tool & Equipment Corp., 2429 North Burdick St., Kalamazoo, Mich.
49007.

1C22
SECTION III
INSPECTION
Aerofiche
Paragraph Grid No.
3-1. Introduction .............................................................. IC24

3-2. Recommended Lubricants ......................................... IC24
3-3. Inspection Periods ........................................................ IC24
3-4. Inspection Requirements........................................... IC24
3-5. Preflight Check................................................... IC24
3-6. Overlimits Inspection.............................................. ID12
3-7. Special Inspection ................................................ IDI
3-8. Inspection of Exhaust System ...................................... 1D2
3-9. Inspection of Exhaust System PA-36-300 ............................ 1D3
3-10. Inspection of Exhaust System PA-36-375 ............................ 1D4
3-11. Inspection of Rod End Bearings .................................... 1D4
Revised: 10/20/80
1C23
SECTION III
INSPECTION
3-1. INTRODUCTION. This section provides instructions for conducting inspections. These inspections
are described in Paragraphs 3-4 and 3-5. Repair or replacement instructions for those components found to
be unserviceable at inspection may be found in the section covering the applicable aircraft system.
CAUTION
When working on engines, ground the magneto primary circuit

before performing any operation.
3-2. RECOMMENDEDLUBRICANTS. Refer to Recommended Lubricants, Section II for Lubrication

ServicingInstructions.
3-3. INSPECTIONPERIODS.
3-4. INSPECTION REQUIREMENTS. The required inspection procedures are listed in Table III-I. The
inspection procedure is broken down into nine major groups: Propeller, Engine, Cabin, Fuselage and
Empennage, Wing, Landing Gear, Agricultural Group, Engine Run-Up Inspection and General. The first
column in each group lists the inspection or procedure to be performed. The second column is dividedinto
four columns indicating the required inspection intervals of 50 hours, 100 hours, 500 hours and 1000
hours. Each inspection or operation is required at each of the inspection intervals as indicated by a circle
(O). If an item is not entirely accessible or must be removed, refer to the applicable section of this manual
for instructions on how to gain access to remove the item. When performing inspections, use inspection
forms furnished by the Piper Factory Service Department, available through Piper Dealersor Distributors.
NOTE
In addition to inspection intervals required in Table III-I a

I preflight check must be performed as described in Paragraph 3-5.
3-5. PREFLIGHT CHECK. The airplane must be given a thorough preflight and walk-around check. The
pilot and/or mechanic must include the preflight check as a normal procedure necessary for the safe
operation of the aircraft. Refer to the Pilot's Operating Manual for a listing of items that must be checked.
Revised: 9/1/78 INSPECTION

1C24
3-6. OVERLIMITS INSPECTION. If the airplane has been operated so that any of its-components have
exceeded their maximum operational limits, check with the appropriate manufacturer.
3-7. SPECIALINSPECTIONS.The special inspections given in the following paragraphs supplement the
scheduled inspections as outlined in the Inspection Report, Table III-I, to include inspection of items which
are required to be examined at intervals not compatible with airframe operating time or airframe inspection
intervals. Typical of this type are:
a. Inspection is necessary because of special conditions or incidents that arise requiring an
immediate inspection to insure further safe flight.
b. Inspection of airframe or components on a calendar basis. This type of inspection could often be
accomplished during the nearest scheduled inspection.
c. Specific definitiveinspection on enginesbased strictly upon engine operating time.
d. Those inspections not completely covered in other sections of this manual, but outlined in the
Inspection Report and requiring a more detailed explanation to give a clearer and more complete
inspection.
Revised:9/1/78 INSPECTION
1D1
2371
MUFFLER ASSEMBLY
FLANGEBOLTS
INSPECT FOR CRACKS AND DENTS
Figure 3-1. Inspection of Exhaust System PA-36-285
3-8. INSPECTIONOF EXHAUST SYSTEM. (Refer to Figure 3-1.) The entire exhaust system, including
heat exchange shroud, stacks and all exhaust connections must be rigidly inspected at each 100 hour
inspection. The possibility of exhaust system failure increases with use. It is recommended that the system
be checked more carefully as the number of hours increase, therefore inspection at the 700 hour period,
that the exhaust system has been in use, would be more critical than one in the 100 hour period. The
system should also be checked carefully before winter operation when the cabin heat will be in use.
Remove the heat shroud located on the crossover pipe at the front of the engine. This is done by
removingthe clamps at either end of the shroud. Remove bolt from hanger at right front of engine. Remove
the three bolts from the hanger clamp at the aft end of the muffler assembly. Remove the bolts joining the
muffler and exhaust stack. With this done remove the muffler and heater shroud as an assembly. With this
assembly off slip the heater shroud off the exhaust pipe. Perform the necessary cleaning operations and
inspect all external surfaces, pay particular attention to welds and support attachment lugs, stack flanges
and gaskets. Any cracks or severeoxidation are cause for replacement of stacks.
Conduct a ground test using a carbon monoxide indicator by heading the airplane into the wind,
warming the engine on the ground, advancing the throttle to full static RPM with cabin heat valve open,
and taking reading of the heated airstream at the cabin outlet. Appropriate sampling procedures applicable
to the carbon monoxide indicator must be followed. If carbon monoxide concentration exceeds .005
percent, or if a dangerous reading is obtained on an indicator not calibrated in percentages, the stack must
be replaced.
2360
SCREW
-HEAT SHROUD
CRACKS AND DENTS
CLAMP

3-9. INSPECTION OF EXHAUST SYSTEM PA-36-300. (Refer to Figure 3-2.) The entire exhaust system,
including heat exchange shroud, stacks and all exhaust connections must be rigidly inspected at each 100
hour inspection. The possibility of exhaust system failure increases with use. It is recommended that the
system be checked more carefully as the number of hours increase, therefore inspection at the 700 hour
period, would be more critical than one in the 100 hour period. The system should also be checked
carefully before winter operation when the cabin heat will be in use.
Remove the heat shroud from the right exhaust stack by removing the air duct clamps and the clamp
around the aft end of the shroud. Remove the screws from the shroud and remove the shroud assembly
from the exhaust stack. Remove the left and right exhaust stacks from the engine by removing the nuts
from the exhaust port flanges. Remove the exhaust stack and flanges by slipping off the studs. Inspect exhaust
baffles and cone for cracks or buckles. Prior to installation, lubricate exhaust flanges and threads of flange
bolts with Fel-Pro C5A High Tamp Anti-Seize Compound.
Conduct a ground test usinga carbon monoxide indicator by heading the airplane into the wind. warming
the engine on the ground, advancing the throttle to full static RPM with cabin heat valve open. and taking
reading of a heated airstream at the cabin outlet. Appropriate sampling procedures applicable to the carbon
monoxide indicator must be followed. If carbon monoxide concentration exceeds .005 percent. or if a
dangerous reading is obtained on an indicator not calibrated in percentages, the stack must be replaced.

1D3
2357
EXHAUST PIPE
SCREW

3-10. INSPECTIONOF EXHAUSTSYSTEMPA-36-375. (Refer to Figure 3-3.)
NOTE
Inspect the Exhaust System as instructed in Paragraph 3-9.
3-11. INSPECTIONOF ROD END BEARINGS. (Refer to Figure 3-4.) Due to the
corrosiveenvironment
in which agricultural aircraft operate the following detailed inspection of all rod end bearings
these inspections are not followed, some rod end bearing could corrode and seize, is given. If
control for the affected system. resulting in loss of
a. Remove access panels and plates as required to reach the various rod end bearings.
b. Disconnect the control rod by removing the attaching hardward from the rod
for location of washersto facilitate reassembly and installation. end bearing. Note
c. Inspect the bearing, race and shank for corrosion. Grasp the bearing between
finger, and insure that the ball rotates and swivelsfreely within the race. the thumb and
d. If the bearing, race and shank show no evidence of corrosion or damage, lubricate
with MIL-L-7870General Purpose Low Temperature Oil and reconnect the control the bearing
rod.
e. If the bearing is corroded or damaged, replace it before further flight. Refer
Bulletin No. 608A or PA-36 Part Catalog for recommended replacement bearings. to Piper Service
f. Install any access plates and panels removed during this inspection.
Added: 9/1/78
INSPECTION
1D4
A67P
*INSPECT AND LUBRICATE ALL ROD END

BEARINGS IN ACCORDANCE WITH INSTRUCTIONS
GIVEN IN PARAGRAPH 3-11.
Figure 3-4. Inspection of Rod End Bearings.
Added: 9/1/78 INSPECTION

1D5
TABLE III-I. INSPECTION REPORT
- NOTE -
Perform all inspections or operations at each of the inspection

interval as indicated by a circle (O).
Inspection Time (hrs)

Nature of Inspection
50 100 500 1000
A. PROPELLER GROUP
1. Inspect spinner and back plate for cracks ............................. O O 0 0

2. Inspect blades for nicks and cracks ................................... O O 0 0
3. Inspect for grease and oil leaks ...................................... O O 0 0
4. Lubricate constant speed propeller per lubrication chart
in Service Manual ................................................ O 0 0
5. Inspect spinner mounting brackets ................................... O O 0
6. Inspect propeller mounting bolts and check torque ..................... O 0 0
7. Inspect hub parts for cracks and corrosion ............................ O 0 0
8. Rotate blades of propeller and check for tightness
in hub pilot tube ................................................... O 0 0
9. Remove propeller, remove sludge from propeller and crankshaft ......... 0 0
10. Overhaul propeller (Refer to latest revision Hartzell S/L 61D) ........... O
B. ENGINE GROUP (CONTINENTAL)
WARNING: Read Note 6 before completing this inspection group.

CAUTION: Ground Magneto Primary Circuit before working on engine.
1. Remove the engine cowl and inspect for damage ...................... O O 0 0
2. Clean cowling and inspect for cracks, distortion and loose or
missing fasteners ................................................... O 0 0
3. Inspect for any oil leaks ............................................ 0 O 0 0
4. Drain oil sump and oil cooler (Drain while engine is warm)............. 0 O 0 0
5. Change cartridge type oil filter element (Refer to
Section VIII of Service Manual) ..................................... 0 O 0 0
6. Inspect oil temperature sender unit for leaks and security ............... O O O
7. Inspect oil lines and fittings for leaks, security and
chafing ........................................................... 0 0 0
8. Clean and inspect oil radiator cooling fins ............................. O 0 0
9. Remove and flush oil radiator (See Note 8) ........................... 0 0
CAUTION: DO NOT USE MULTIGRADE OIL until Hartzell
Service Bulletin 142B is complied with.
10. Fill engine with oil per information on cowl or
lubrication chart (See Note 8) ....................................... 0 0 0 0
O

1D6
TABLE III-I. INSPECTION REPORT (cont.)

50 100 500 1000
B. ENGINE GROUP (CONTINENTAL) (cont.)
11. Clean engine and engine compartment ................................ O 0 0

12. Inspect condition of spark plugs (Clean and adjust gap as reuired)
(See Note 12)...................................................... 0 O 0 0
13. Inspect ignition harness and insulators (high tension leakage and
continuity ......................................................... 0 O 0 0
14. Inspect magneto main points for clearance (Refer to Section VIII of
Service Manual) ................................................... 0 0
15. Inspect magneto retard points for proper retard angle (Refer to Section VIII
of Service Manual ................................................. O 0 0
16. Inspect magneto for oil leakage ...................................... O 0 0
17. Inspect breaker felts for proper lubrication ............................ O 0 0
18. Inspect distributor block for cracks, burned areas or corrosion, and
height of contact springs ............................................ O 0 0
19. Inspect magneto to engine timing .................................... O 0 0
20. Overhaul or replace magneto (See Note 7) ............................ 0
21. Remove induction air filter per instructions given in Section VIII of
Service Manual and replace ......................................... 0 O 0 0
22. Inspect induction airbox, air valve door and control .................... 0 O 0 0
23. Inspect intake seals for leaks and clamps for tightness .................. O 0 0
24. Remove, drain, and clean fuel strainer bowl and screen (Drain and
clean at least every 90 days) ......................................... 0 O 0 0
25. Inspect condition of flexible fuel and oil lines (See Note 9) .............. O 0 0
26. Replace flexible fuel lines (Refer to Section VIII of Service Manual ...... 0
27. Inspect fuel system for leaks and correct operating pressure ............. 0 O 0 0
28. Inspect throttle, mixture, propeller governor, and alternate air controls
for travel and operating conditions ................................... O 0 0
29. Inspect exhaust stacks (Refer to Paragraph 3-8) ........................ 0 O 0 0
30. Inspect exhaust system (Refer to Paragraphs 3-8 and 3-9) ............... O 0 0
31. Inspect breather tube for obstructions and security .................... O 0 0
32. Inspect crankcase for cracks, leaks and security of seam bolts............ O 0 0
33. Inspect all engine baffles ............................................ O 0 0
34. Inspect engine mount in accordance with latest revision Piper
. Service Bulletin No. 615 ............................................ O 0 0
35. Inspect rubber engine mount bushings for deterioration ................. O 0 0
36. Inspect fire wall seals ............................................... 0 0 0
37. Inspect condition of alternator and starter ............................. O 0 0
38. Inspect condition and tension of alternator drive belt ................... 0 0 0
. Revised:5/1/89
1D7
INSPECTION

50 100 500 1000
B. ENGINE GROUP (CONTINENTAL) (cont.)
39. Lubricate all controls per lubrication chart in Service Manual ........... O O O
40. Check compression, inspect rockers, push rods, lifters, seals and gaskets
(Refer to latest revision Continental Service Bulletin M76-18)............ O O O
41. Inspect cylinder bores .............................................. O O 0
42. Inspect nozzles and vent manifold for leaks or damage.................. O
43. Check metered and unmetered fuel pressure ........................... O O
44. Overhaul or replace propeller governor (Refer to latest
Hartzell S/L 61D)
45. Complete overhaul of engine or replace (See Note 7) ................... 0 0
46. Reinstall engine cowl ............................................... 0 0
C. ENGINE GROUP (LYCOMING)
NOTE: Read Note 5 prior to completing this inspection group.

CAUTION: Ground Magneto Primary Circuit before working on engine.
1. Remove engine cowl and inspect for damage .......................... 0 O 0 0
2. Clean and inspect cowling for cracks, distortion and loose or
missing fasteners................................................... O 0 0
3. Drain oil sump and oil cooler .......................................
4. Clean suction oil strainer at oil change (Inspect strainer
0
0
O
0
0
0
0
0
0
for foreign particles) ...............................................
5. Clean pressure oil strainer or change fuel flow (cartridge
type) oil filter element (Inspect strainer or element for
foreign particles ................................................... 0 O 0 0
6. Inspect oil temperature sender unit for leaks and security ............... O 0 0
7. Inspect oil lines and fittings for leaks, security, chafing, dents
and cracks (See Note 9)............................................. 0 O 0 0
8. Clean and check oil radiator cooling fins .............................. 0 0 0
9. Remove and flush oil radiator ....................................... 0 0
10. Fill engine with oil per information in Service Manual .................. 0 0 0 0
11. Clean engine ............................ .......................... O 0 0
12. Inspect condition of spark plugs (Clean and adjust gas as
required, adjust per latest revision Lycoming Service Instruction
No. 1042) (See Note 12) ............................................ 0 0 0 0
1D8

50 100 500 1000
C. ENGINE GROUP (LYCOMING) (cont.)
13. Inspect spark plug cable leads and ceramics for corrosion and 0 0 0 0
deposits .........................................................
14. Inspect ignition harness and insulators (high tension leakage O O O
and continuity .....................................................
15. Inspect magneto points for proper clearance (Maintain clearance O O O
at 0.016........................................................... O O O
16. Inspect magneto for oil leakage ...................................... O O O
17. Inspect breaker felts for proper lubrication ............................
18. Inspect distributor block for cracks, burned areas or corrosion O O
and height of contact springs ........................................ O O O
19. Inspect magnetos to engine timing .................................. 0
20. Overhaul or replace magnetos (See Note 7)............................
21. Check cylinder compression (Ref: latest revision Lycoming Service O O O
Instruction No. 1191 ............................................... O O O
22. Inspect cylinders for cracked or broken fins (See Note 14)...............
23. Inspect rocker box covers for evidence of oil leaks. If found, O O O
0
replace gasket; torque cover screws 50 inch-pounds (See Note 13) ........
NOTE: Lycoming requires a Valve Inspection be made after every
400 hours of operation. (See Note 13) O
0 O O
24. Remove and replace air filters .......................................
25. Clean fuel injector inlet line screen (Clean injector nozzles O O O
0
as required) (Clean with acetone only) ................................
26. Inspect condition of injector alternate air door and box O O O
0
(See Note 10)................................................... O O O
0
27. Inspect intake seals for leaks and clamps for tightness .................. O O O
0
28. Inspect all air inlet duct hoses (replace as required) ..................... O O O O
29. Inspect condition of flexible fuel lines ............................. 0
30. Replace flexible fuel lines ...........................................
31. Inspect fuel system for leaks. Remove drain, and clean fuel O 0 0
strainer bowl and screen (Drain and clean every 90 days)................ O O O
32. Inspect fuel pumps for operation (engine driven and electric) ............
33. Overhaul or replace fuel pumps (engine driven and electric) O
(See Note 7).......................................................
O Revised:5/1/89
INSPECTION
1D9

50 100 500 1000
C. ENGINE GROUP (LYCOMING) (cont.)
34. Inspect throttle, alternate air, mixture and propeller O 0 0

governor controls for travel and operating condition.................... O 0 0
35. Remove and inspect cabin heat shroud ...............................
36. Inspect exhaust stacks, connection and gaskets (Replace gaskets Service
as required) Reinstall cabin heat shroud (See latest revision Piper O 0 0
Bulletin No. 587) .......................... .......................
O 0 0
37. Inspect breather tube for obstructions and security .....................
bolts ........... O 0 0
38. Inspect crankcase for cracks, leaks, and security of seam .................. O 0 0
39. Inspect engine mounts for cracks and loose mountings O 0 0
40. Inspect all engine baffles ....................... ....................
41. Inspect rubber engine mount bushings for deterioration
O 0 0
(Replace every 500 hours ........................................... O 0 0
42. Inspect firewall seals ..............................................
43. Inspect condition and tension fo alternator drive belt O 0 0
(Refer to Section XI of Service Manual.) ............................. O 0 0
44. Inspect condition of alternator and starter............................. O 0 0
45. Inspect security of alternator mounting ............................... O 0 0
46. Lubricate all controls (Refer to Service Manual) .......................
47. Overhaul or replace propeller governor (Refer to latest O
revision Hartzell S/L 61D)..........................................
48. Complete overhaul of engine or replace with factory
rebuilt (See Note 7) ............................................... O 0 0 0
49. Reinstall engine cowl ...............................................
D. WING GROUP
O O O
1. Remove inspection plates and fairings ...................... .........
2. Inspect metal surfaces for damage, loose rivets and condition O O 0 0
of walkways ...................................................
3. Inspect fiberglass tips and leading edges for cracks, damage O 0 0
and loose or missing hardware ...................................... O O 0 .0
4. Inspect aileron hinges and attachments .............................
5. Inspect aileron cables, push rods, rod end bearings and bellcranks 0 0 0
for damage and proper operation (See Notes 17, 19 and 20) .............
for
6. Inspect flap hinges, attachments, and actuating mechanism 0 0 0
damage and operation .............................................. 0
7. Inspect condition of bolts used with hinges (Replace as required).........
INSPECTION
Issued: 5/1/89 D10

50 100 500 1000
D. WING GROUP (cont.)
0 0 0 0
8. Lubricate per lubrication chart in Service Manual......................
9. Inspect wing attachment bolts and brackets (See latest revision
Piper Service Bulletins Nos. 425, 471, 472, 501 and 744) 0 0
0
(See Note 15)....................................................
10. Inspect wing spar carry through assembly (PA-26-285)per latest revision 0 0 0
Piper Service Bulletin No. 552 and 744 ...............................
11. Inspect fuel cell internal baffles for deterioration per 0 0 0
Service Manual Section IX.......................................... 0
0 0
12. Inspect fuel cells and lines for leaks and water .........................
13. Check fuel filler markings for capacity and minimum octane 0 0 0
rating (Refer to Piper Service Bulletin No. 797B) ....................... 0
......... 0 0
14. Inspect fuel cell vents .....................................
15. Inspect all control cables, electrical leads, lines and attaching
parts for security, routing, chafing, deterioration, wear and 0 0 0
correct installation (See Note 20)..................................... 0O 0O
0O
16. Reinstall inspections plates and fairings ...............................
*^ E. LANDING GEAR GROUP

1. Remove fairings, inspect main landing gear attachment bolts and 0 0 0 0
nuts for safety .....................................................
2. Jack airplane, inspect gear bolts for looseness (Replace 0 0
as required ........................................................ 0
3. Remove gear pads, inspect springs in clamp area and landing gear 0
spring for corrosion, (See Note 22) (Replace pads if required) ............
0 0
4. Inspect main tires for cuts, uneven or excessive wear and 0 0
slippage .......................................................... 0
0 0 0
5. Remove main wheels, clean, inspect and repack bearings ................ 0 0
6. Inspect main wheels for cracks, corrosion and broken bolts.............. 0 0
0 0 0
7. Check main tire pressure (28-32 pounds) .............................. 0 0
and brake lines and hoses....... 0
8. Inspect brake lining, disc, backing plates ° +/- 1° Toe in)
9. Inspect main wheel gear allignment (0
(0° +/- 1° camber at gross weight) ...................................
0 0 0
0 0 0 0
10. Clean and inspect tail wheel attachments and tail spring ................ 0 0
11. Inspect tail wheel fork for looseness on bracket ........................
0
0 0 0
12. Inspect tail wheel tire for cuts and uneven or excessive wear ............. 0
13. Inspect tail wheel for cracks, corrosion and broken bolts ................ 0 0
0 0 0 0
14. Check tail wheel tire pressure (35-45 pounds) ..........................
15. Lubricate tail wheel swivel and bearing per lubrication chart
in Service Manual ................................................. 0 0 0 0
0 0 0
16. Inspect tail wheel swivel tension per Service Manual Section VII......... 0
0 0 0
17. Reinstall fairings ................................................... O
1
1Dll
TABLE II-I. INSPECTION REPORT

50 100 500 1000
F. CABIN GROUP
1. Inspect cockpit windows for damage and cracks ....................... 0 0 0

2. Inspect operation of door emergency release mechanism ................ 0 0 0
3. Inspect and check condition of door emergency release pins ............. 0 0 0
4. Inspect cockpit door fit and latching mechanism ....................... 0 0 0
5. Inspect seat upholstery for tears ..................................... 0 0 0
6. Inspect safety belts, brackets, bolts and cables (See Note 20)............. 0 0 0
7. Inspect shoulder harness, cables and inertia reel operation ............... 0 0 0
8. Inspect elevator trim wheel and operation ............................. 0 0 0
9. Inspect rudder pedals and operation .................................. 0 0 0
10. Inspect control stick, torque tube rod end bearings and link assemblies
(See latest revision Piper Service Bulletin No. 482 and Note 19).......... 0 0 0
11. Inspect flaps for adjustment and operation ............................ 0 0 0
12. Inspect engine controls for travel and freedom of movement ............. 0 0 0
13. Check navigation, landing, cockpit, and anti-collision
lights if installed ................................................... 0 0 0
14. Inspect instruments, lines and attachments (See Note 18)................ 0 0 0
15. Replace filter if installed in manifold pressure line ...................... 0 0
16. Inspect altimeter (See Note 16) ...................................... 0 0 0
17. Inspect operation of fuel valve....................................... 0 0 0
18. Inspect condition of heater controls and ducts ......................... 0 0 0
19. Inspect parking brake and operation ................................. 0 0 0 0
20. Inspect brake cylinders for leaks and fluid level ........................ 0 0 0
21. Inspect for any loose, distorted or missing parts along with
inspection for cracks and corrosion................................... 0 0 0 0
22. Lubricate per lubrication chart in Service Manual ...................... 0 0 0
G. FUSELAGE AND EMPENNAGE GROUP

1. Remove inspection plates and panels ................................. O 0 0
2. Clean interior and exterior of fuselage (Refer to Cleaning
Precautions - Section II of Service Manual............................ O 0 0
3. Clean and inspect primary and trim controls for safety, corrosion
and tightness ...................................................... O 0 0
4. Inspect fuselage for damage and corrosion ............................ O 0 0
5. Inspect fiberglass and finish for cracks and deterioration ................ 0 0 0 0
6. Inspect battery, box and cables (Inspect at least every 30 days.
Flush box as required and fill battery per instructions on box) ........... O 0 0
7. Inspect stabilizer braces for tightness ................................. 0 0 0
8. Inspect rudder and elevator hinge attachments for wear and safety
(Replace pins and/or bushings as required) (See Note 23) .............. 0 0 0
9. Inspect condition of rudder control cables and pulleys for corrosion,
I damage and operation (See Note 20) .................................
Revised: 5/1/89 1D12 INSPECTION


50 100 500 1000
G. FUSELAGE AND EMPENNAGE GROUP (cont.)
10. Inspect elevator, push-pull rods, rod end bearings and bellcranks for
corrosion, damage and operation (See Notes 17 and 19)................. O O O
11. Inspect for any loose, distorted or missing parts along with inspection
for cracks and corrosion ............................................ O O O 0
12. Lubricate per lubrication chart in Service Manual ...................... O O 0
13. Inspect ELT installation and condition of battery and antenna (See
latest revision of Piper Service Letter 820) ............................. O 0 0
14. Reinstall inspection plates and panels................................. O O O 0
H. AGRICULTURAL GROUP
1. Check agitator gear box oil level ..................................... O O 0 0

2. Inspect agitator drive couplings ...................................... O O 0 0
3. Inspect brakes and controls ......................................... O O O O
4. Check sprayer fan condition (See latest revision Piper Service
Letter No. 727) .................................................... O O 0 0
5. Inspect top hopper tank seal ........................................ O O 0 0
6. Inspect bottom hopper tank seal ..................................... O O 0 0
7. Remove access panels and clean fuselage .............................. O O 0 0
8. Inspect sprayer pump mount assembly ................................ O O 0 0
9. Check operation of dump valve ...................................... O O 0 0
10. Check agitator operation .......................................... O O 0 0
11. Inspect hopper tank for leaks ....................................... O O 0 0
12. Inspect spray boom attachments ..................................... O O 0 0
13. Inspect spray nozzles ............................................... O O 0 0
14. Inspect all connections for leaks ..................................... O O 0 0
15. Check ON-OFF control and valve operation .......................... O O 0 0
16. Check pressure control valve operation ............................... O O 0 0
17. Inspect for any loose, distorted or missing parts along with inspection
for cracks and corrosion ............................................ O O 0 0
18. Remove and clean spray boom filter screen. Inspect for condition ........ O O 0 0
19. Check fluid level on hydraulically driven spray system .................. O O 0 0
I 20. Remove and replace hydraulic spray system oil filter. (See Note 21) ...... O O 0 0
I. OPERATIONAL INSPECTION
1. Perform oil change Pre-Start Procedure (Refer to Paragraph 2-41a)

(PA-36-285 only) .................................................. O O 0 0
2. Check fuel shutoff valve for full on, full off and freedom of movement.... O 0 0 0
3. Check oil pressure and temperature .................................. O 0 0 0
4. Check alternator output ............................................ O O 0 0
5. Check parking brake ............................................... O O 0 0
1D13
TABLEIII-I. INSPECTION REPORT (cont.)

50 100 500 1000
I. OPERATIONALINSPECTION(cont.)
6. Check magneto switch operation ..................................... 0 O 0 0
7. Check magneto RPM variation ...................................... 0 O 0 0
8. Check throttle and mixture operation ................................. 0 O 0 0
9. Check alternator air control and operation ............................ 0 O 0 0
10. Check propeller smoothness ......................................... 0 O 0 0
11. Check engine idle .................................................. 0 O O 0
12. Check propeller governor action ..................................... 0 O 0 0
13. Check manifold pressure .......................................... 0 O 0 0
J. GENERAL
1. Aircraft conforms to FAA Specifications.............................. 0 0 0 0
2. All FAA Airworthiness Directives complied with....................... 0 00O 00 00
0 OOOO
0 O0
3. All manufacturer's Service Letters and Bulletins complied with........... 0
4. Check for proper Flight Manual ..................................... 0 0 OOO0 0
5. Aircraft papers are in proper order ................................... 0
Revised: 5/1/89 1D14 INSPECTION

CHEROKEE ARROW III SERVICE MANUAL
TABLE III-I INSPECTION REPORT (cont.)
NOTES:
dates to
1. Refer to last card of Piper Parts Price List Aerofiche for a checklist of current revision
Piper Inspection Reports and Manuals.
by an (O).
2. All inspections or operations are required at each of the inspection intervals as indicated in
of the airplane, identical
Both the annual and 100 hour inspections are complete inspections
extensions of the annual or 100 hour
scope, while both the 500 and 1000 hour inspections are or
inspections, which require a more detailed examination of the airplane, and overhaul
must be accomplished by persons authorized
replacement of some major components. Inspections
by the FAA.
mandatory.
3. Piper Service Bulletins are of special importance and Piper considers compliance
and service hints pertaining to servicing the
4. Piper Service Letters are product improvements
airplane and should be given careful attention.
manufacturer's
5. Inspections given for the Lycoming powerplant are based on the engine dated
operator's manual (Lycoming Part No. 60297-10 dated November 1973 and No. 60297-19
operator's manual after this
December 1976). Any changes issued to the engine manufacturer's
date shall supersede or supplement the inspection outlined in this report.
manufacturer's
6. Inspections given for the Continental powerplant are based on the engine
operator's manual (Continental Part No. X-30142) for this airplane, dated February 1975. Any
after this date shall supersede or
changes issued to the engine manufacturer's operator's manual
supplement the inspection outlined in this report.
to one of the
7. Replace or overhaul as required or at engine overhaul. For engine overhaul, refer
Service Letter No. L201, for recommended engine
following: latest revision Lycoming
overhaul period, or Continental Service Bulletin No. M74-20, for recommended engine overhaul
period.
8. Refer to latest revision of Continental Service Bulletin M76-5.
9. Replace flexible oil lines at Engine TBO per Lycoming S/B 240J.
screws is 40
10. Inspect throttle body attaching screws for tightness; the correct torque for these
to 50 inch-pounds.
11. Refer to Piper Service Letters 746 and 771.
life.
12. Rotate spark plugs from upper to lower positions and vice versa to lengthen plug
rocker box covers and check for freedom of
13. At every 400 hours of engine operation, remove the parts in the
valve rockers when valves are closed. Look for evidence of abnormal wear or broken
and spring seat. If any indications are found, the
area of the valve tips, valve keeper, springs
be removed (including the piston and connecting rod
cylinder and all of its components should
limits
assembly) and inspected for further damage. Replace any parts that do not conform with
in the latest revision for Lycoming Special Service Publication
shown
No. SSP2070.
on the
14. Inspect cylinderss for evidence of excessive hat which is indicated by burned paint cause
and, if found, its
cylinders. This condition is indicative of internal damage to the cylinder
must be determined and corrected before the aircraft is returned to service.
Heavy discoloration and appearance of seepage at the cylinder head barrel attachment area
or
is usually due to emmission of thread lubricant used during assembly of the barrel at the factory,
by slight gas leakage which stops after the cylinder has been in service for awhile. This condition
that
is neither harmful nor detrimental to engine performance and operation. If it can be proven
leakage exceeds these conditions, the cylinder should be replaced.
15. Replace wing main spar lower bolt at 2000 hour intervals. approved
16. If the altimeter is damaged, defective or inaccurate, work must be done by an FAA
instrument repair facility only, and a logbook entry made.
INSPECTION
Revised: 5/1 / 89
1D15
CHEROKEE ARROW III SERVICE MANUAL
TABLE III-I INSPECTION REPORT (cont.)
NOTES: (cont.)
17. Refer to Latest Revision Piper Service Bulletin No. 516.
18. PA-36-286 - Refer to Latest Revision Piper Service Bulletin No. 539.
19. Refer to Latest Revision Piper Service Bulletin No. 608 and paragraph 3-11, for inspection of rod
end bearings.
20. Examine cable for broken strands by wiping the cable with a cloth along the length of the cable.
Visually inspect the cable thoroughly for damage not detected by the cloth. Replace damaged
cables. Refer Advisory Circular 43.13-1A Paragraph 198.
21. Replace hydraulic spray system filter every 600 hours or end of each season whichever occurs first.
22. If corrosion is found, clean and Nagnaflux. Inspect the area for cracks.
23. Refer to latest Piper Service Bulletin No. 495.

1D16
SECTION IV
STRUCTURES
Aerofiche
Paragraph Grid No.
4-1. Introduction ........................................ ID19

4-2. Description ................................. .. 1D19
4-2a. Service Life Limits ............................................ ...... 1D19
4-3. Wing Group .............................................................. 1D20
4-4. Wing Tip ................................................................. ID20
4-5. Removal of Wing Tip ............................................. ID20
4-6. Installation of Wing Tip ........................................... 1D21
4-7. Wing Leading Edge ........................................................ 1D21
4-8. Removal of Leading Edge.......................................... 1D21
4-9. Installation of Leading Edge ....................................... 1D21
4-10. Aileron ................................................................... 1D21
4-11. Removal of Aileron ............................................... ID21
4-12. Installation of Aileron ............................................. 1D21
4-13. Wing Flap ................................................................ 1D21
4-14. Removal of Flap .................................................. 1D21
4-15. Installation of Flap ............................................... 1D22
4-16. W ing..................................................................... ID22
4-17. Removal of W ing ................................................. ID22
4-18. Installation of Wing ............................................... 1E7
4-19. Empennage Group......................................................... 1E8
4-20. Elevator ............................................................ 1E8
4-21. Removal of Elevator .............................................. 1E8
4-22. Installation of Elevator ............................................ 1E8
4-23. Elevator Trim Tab ......................................................... 1E9
4-24. Removal of Trim Tab ............................................. 1E9
4-25. Installation of Trim Tab ........................................... 1E9
4-26. Horizontal Stabilizer ....................................................... 1E10
4-27. Removal of Horizontal Stabilizer ................................... 1E10
4-28. Installation of Stabilizer ........................................... 1E10
4-29. Rudder ...................................... EIO
4-30. Removal of Rudder . 1E10
Revised: 10/27/82 1
1D17
Aerofiche
Paragraph Grid No.
4-31. Installation of Rudder . . . . .: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1ElO

4-32. Vertical Fin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lEl1
4-33. Removal of Vertical Fin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1Ell
4-34. installation of Vertical Fin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lEl1
4-35. Fuselage Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lEl1
4-36. Windshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lEl1
4-37. Removal of Windshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1Ell
4-38. Installation of Windshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IEll
4-39. Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lE13
440. Removal of Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lE13
4-41. Installation of Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IE13
4-42. Repair of Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , IEl3
4-43. Scratches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IEl3
4-44. Cracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lE14
4-45. Cleaning and Waxing Windows. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lE14
4-46. Cabin Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lE14
4-47. Removal of Cabin Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lEl4
4-48. Installation of Cabin Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lE14
4-49. Replacement of Door Weatherstrip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lE16
4-50. Pilot Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IE16
4-5.1. Removal of Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1El6
4-52. Installation of Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lE16
4-53. Adjustment of Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IE16
4-54. Safety Provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IE16
4-55. Safety Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lE16
4-56. Shoulder Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lE16
4-57. Wire Deflector and Cable Deflector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 E23
4-58. Removal and Installation of Wire Deflectors and
Wire Deflector Cable. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IE23
4-59. Structural Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I E24
4-60. Fiberglass Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 E24
4-61. Fiberglass Touch-up and Surface Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 E24
4-62. Fiberglass Fracture and Patch Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IFI
4-63. Safety Walk Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IF2
4-64. Surface Preparation for Pressure Sensitive Safety Walk . . . . . . . . . . . . . . . . IF2
4-65. Application of Pressure Sensitive Safety Walk . . . . . . . . . . . . . . . . . . . . . . . . IF2
Revised: 1/2i/81
lDl8
SECTION IV
STRUCTURES
4-1. INTRODUCTION. This section explains the removal and installation procedures for the structural
surfaces of the airplane. It also includes structural repairs and control surface balancing. For the removal.
installation, rigging and adjustment procedures of the components that activate the various movable control
surfaces, refer to Section V.
4-2. DESCRIPTION. The PA-36has a heli-arcwelded,4130steeltube,trussframe typestructure. Welded to

the frame are a series of tabs, channels, angles and fittings that provide attachment points for engine mount.
landing gear, wings, empennage, bulkheads and quick removal metal and fiberglass fuselage cover panels.
Windows are single pane acrylic sheet type and include a single piece windshield, two side windows enclosed in
each door frame, two wrap-around rear windows and two overhead windows. A small foul weather window is
included in each side door window. A cabin entrance door, located in each side of the fiberglass canopy. swings
downward to open when a top latch is released from inside or outside. An emergency release inside each door
removes the hinge pins when pulled, thus completely releasing the door from the aircraft structure.
Each wing is of full cantilever, semi-monocoque construction with a removable fiberglass tip. Early model
model wing leading edges were constructed of fiberglass. However, later model PA-36-300 (S N's 36-8060001
and up) and PA-36-375 (S' N's 36-8002001 and up) aircraft wing leading edges were constructed of aluminum.
The remainder of the wing is of stressed aluminum skin panels. Installed in each wing is a rubber fuel cell with a
capacity of 44.5 U.S. gallons. Each wing has a two bolt main spar attachment to a short center section for easy
removal. Provisions for agricultural equipment attachments are built into each wing. The ailerons and flaps
are constructed with a folded spar. ribs and bead reinforced aluminum skins.
The all metal, semi-cantilever, semi-monoque empennage consists of a vertical stabilizer (fin), rudder
elevators and interchangeable stabilizer halves. Each stabilizer is held up by a tubular strut that extends down-
ward from the main spar to the lower fuselage longeron. The elevators are conventional with a balance horn
outboard. Attachments consist of two outboard bearings, a tubular spar splice, and a center bearing
supporting a short tubular carry thru with attached control and trim arms. Skins are smooth and tips are
plastic. All the tail surfaces have removable fiberglass tips.
4-2a. SERVICE LIFE LI MITS. As a result of fatigue tests of the PA-36 wing structure the following replace-
ment requirements have been established applicable to the wing spar and wing spar carry-through assembly
components.
a. Aircraft models PA-36-285 and PA-36-300 with S/N's 36-7360001 and up and PA-36-375 with
S: N's 36-7802001 and up.
1. Wing attachment bolts (Piper P/N 77245-00)
(a) Lower Bolt
1. Replace with new bolt, 77245-00, each time bolt is required to be removed.
2. Replace with new bolt, 77245-00, every 2000 hours time in service.
(b) Upper Bolt
I. Replace with new bolt, 77245-00, each time bolt is required to be removed.
2. Replace with new bolt, 77245-00, every 4100 hours time in service.
Revised: 3/23/84 STRUCTURES
1D19
2. Wing Carry-through Spar Fittings, Piper Part No. 97713-00, 97713-02 or 97713-03.
(a) Replace with new fitting, 97713-03, every 4100 hours time in service.
3. Wing Spar Fittings, Piper Part No. 97712-00.
(a) Replace with new fitting, 97712-00, every 4100 hours time in service.
b. PA-36-285 and PA-36-300 models with S/N's 36-7380001 through 36-7560003.
1. Spar Carry-through Assembly (Piper P/N 97370-00).
(a) Replace in accordance with latest revision of Piper Service Bulletin No. 552.
(b) If Spar Carry-thrugh assembly, 76824-02, was installed in accordance with Service
Bulletin No. 552, replace with new assembly, 76824-02, every 4100 hurs time in service
thereafter.
c. PA-36-285 and PA-36-300 models having S/N's 36-7560004 through 36-7660122.
1. Spar Carry-through Assembly (Piper Part No. 76767-00).
(a) Replace with new assembly, 76824-02, upon reaching 4000 hours time in service.
(b) Replace with new assembly, 76824-02, every 4100 hours time in service therafter.
d. PA-36-285 and PA-36-300 model aircraft having S/N's 36-7660123 and up and PA-36-375 model
having S/N's 36-7802001 and up.
I. Spar Carry-through Assembly (Piper Part No. 76824-02).
(a) Replace with new assembly, 76824-02, every 4100 hours time in service.
e. PA-36-285 and PA-36-300 model aircraft having S/N's 36-7360001 through 36-7560055.
1. Spar Assembly, Piper Part No. 97701-00 Rev. N and 97701-01 Rev. N (Refer to Piper Service
Bulletin No. 744).
(a) Replace the upper and lower spar cap assemblies with Piper spar cap replacement kits.
Part Numbers 764 393, left spar assembly and 764 394, rightspar assembly, upon reaching
3100 hours time in service.
(b) If Piper Kits 764 393 and 764 394 are installed, replace every 4100 hours time in service
thereafter.
f. PA-36-285 and PA-36-300 model aircraft having S/ N's 36-7560056 and up and PA-36-375 model
aircraft having S/N's 36-7802001 and up.
1. Spar Assembly, Piper Part No. 97701-00 Rev. P and 97701-01 Rev. P (Refer to Piper Service
Bulletin No. 744).
(a) Replace the upper and lower spar cap assemblies with Piper spar cap replacement kits,
Part Numbers 764 393, left spar assembly, and 764 394, right spar assembly, upon
reaching 4100 hours time in service.
(b) If Piper Kits 764 393 and 764 394 are installed, replace every 4100 hours time in service
thereafter.
4-3. WING GROUP.
4-4. WING TIP.
4-5. REMOVAL OF WING TIP.

a. Remove the screws holding the wing tip to the wing, being careful not to damage the wing or
fiberglass wing tip.
b. Pull the wing tip out far enough to disconnect the position light wire assembly, if installed. The
ground wire may be disconnected at its point of attachment to the wing rib. The positive lead may be
disconnected at the quick-disconnect terminal or unscrewed from the light assembly. The strobe light plug. if
installed, may be disconnected by pulling apart.

1D20
PAWNEEPRAVE SERVICEMANUAL
4-6. INSTALLATIONOF WINGTIP.

a. Hold the wing tip close enough to the wing end to connect the ground wire to the rib with a
screw and nut. Connect the navigation light wire by either reconnecting the disconnect terminal and sliding
the plastic sleeve over the terminals and tying the sleeve, or by screwing the socket assembly back into the
light, and reconnecting the strobe light socket by pluggingtogether.
b. Position the wing tip on the wing and install the screws around the tip. Use caution to prevent
scratching or damagingthe fiberglassor wing.
c. Check operation of wing tip lights.
4-7. WINGLEADINGEDGE.
4-8. REMOVALOF LEADINGEDGE.

a. Remove the screws along the top and bottom and around the ends of the leading edge assembly.
On the left wing disconnect the lift detector. Whenthe screwsare removed, the leading edge assemblymay
be pulled forward and off the wing.
4-9. INSTALLATIONOF LEADING EDGE.

a. Locate leading edge assembly in its proper position on the wing.
b. Place the leadingedge in its proper position, align the holes and install enough screws at each end,
top, and bottom to hold it.
c. Install the rest of the screwsalong the top and bottom edges and at each end and tighten.
d. See Paragraph 11-75a for adjustment of the lift detector.
4-10. AILERON.
4-11. REMOVALOF AILERON. (Refer to Figure 4-1.)

a. Disconnect the aileron control rod at the inboard end of the aileron by removing the nut, washer,
and screw from the rod end bearing.
b. Remove the two hinge bolts, nuts, and washers on the underside of each aileron at each end.
Notice the location of washers to facilitate reinstallation. Remove aileron from wing.
4-12. INSTALLATIONOF AILERON. (Refer to Figure 4-1.)
a. Place aileron in position and fit washers into their proper location; then install hinge bolts and
nuts, and then torque.
b. Connect aileron and control rod by installing screw, washer and nut. If the control rod end
bearing was not turned, the riggingshould be okay. If the ailerons have to be rerigged, refer to Section V.
c. Actuate aileron controls to assure freedom of movement and correct travel.
4-13. WINGFLAP.
4-14. REMOVALOF FLAP. (Refer to Figure 4-1.)
a. Turn master switch ON and activate flap switch to put flaps in the full down position; then turn
master switch OFF.
b. Disconnect the flap control rod at the inboard end of the flap by removing the nut, washersand
bolt from the rod end bearing. Note location of washers to facilitate reinstallation.
STRUCTURES
Revised: 1/19/78
1D21
c. Remove nuts, washers, and hinge bolts that hold the flap to the wing. Note location of washersto
facilitate reinstallation.
d. Pull flap straight back off wing.
4-15. INSTALLATIONOF FLAP. (Refer to Figure 4-1.)
a. Place the flap in its proper position and insert hinge bolts, washers and nuts, and then torque.
b. With the flap controls in the fully extended position, align the flap control rod end bearing with
the hole in the flap lug assembly and install the bolt, washers and nut, and then tighten.
c. Operate flaps several times to be certain of free operation.
4-16. WING.
4-17. REMOVAL OF WING. (Refer to Figure 4-2.) Wing removal may be accomplished more easily if
several men are available to handle the wing. Otherwise the wing should be supported with a sling or stand
when the mounts are loosened.
NOTE
Remove all agricultural equipment prior to removing wing.
a. Remove necessary fuselage side and belly panels in order to remove the upper and lower wing
root fairings.
b. Drain complete fuel system per Paragraph 2-24.
NOTE
When disconnecting the lines and wires that are connected at the
wing root area, it is recommended that the fittings and plugs be
marked or labeled to insure and facilitate proper reconnection.
c. Disconnect fuel lines and vent line at wing root, and cap open ends.
d. Disconnect electrical wires at wing root.
e. Disconnect pitot line (left wing only) at wing root.
f. Disconnect aileron control rod at wing root by removing nut, bolt, and washers from bellcrank
and rod end bearing. Note position of washers to facilitate installation.
g. Put flaps in the full down position and disconnect the flap control rod from the flap by removing
nut, bolt and washers.Note position of washers to facilitate reinstallation.
NOTE
It is recommended that the flap be held in the streamlined
position with tape or gust lock during wing removal since the flap
will swing freely.
h. Support the wing and remove the nuts and washers from the upper and lower main spar
attachment bolts. Screw the installation tool (Piper Part No. 76811-0 or Tool No. IT-12 from Adjustable
Bushing Corporation, 11905 Vose Street, North Hollywood, California 91605) on the end of the bolt until
it bears lightly against the bushing segments but not tight enough to expand them; then tap lightly on the
tool to remove the bolt assembly, repeat this procedure for each bolt.
STRUCTURES
1D22 Revised: 9/30/75
C710
BOLT AN4-1OA
WASHER AN970-4
WASHER AN960-C416L(2 REQ)
NUT MS20365-42C
I REQ L& R
C711
C713
BOLT AN4-IOA
(2 REQ) WASHER AN960-C416 (2 REQ)
NUT MS20365-428C
I REQ L& R
V
SKETCHD SKETCH F
Figure 4-1. Aileron and Flap Installation
Issued: 2/14/73 STRUCTURES

1D23
A686
WASHER AN960-416
4 REQL& R
FLAP
BOLT AN4-11A
WASHER AN960-416
NUT MS20365-42'
1 REQ L R
SKETCH A
A690
BOLT AN3-10A
WASHER AN960-10L
NUT MS20365-1032C
I REQ L &R
WASHER AN960-10
2 REQ L& R
A A
SKETCH C
Figure 4-1. Aileron and Flap Installation (cont)

0
1D24
A399
BOLT AN5-C6A (*AN5-C7A)

TORQUE 130-140 IN. LBS.
WASHER AN960-C516 (2 REQ.)
NUT MS20365-524C
1 REQ L & R
'REQUIRED ON PA-36-285 S/N
36-7560056 ND UP AND ALL S/N'S OF
MODELS 36-300 AND 36-375.
SKETCH A
A701
BOLTASSEMBLY
IN/LBS
SEE NOTE 1
BOLT AN6-22A
WASHER AN960-C616
NOTES:
NUT SL438-6A SHURLOCK CORP.
1. REPLACEEVERY4100 HRS.TIME IN SERVICEOR 2 REQ. L & R. BOLT 77245-0
EACH TIME BOLT IS REMOVED (REF. S/B 744).
TORQUE 360-390 IN./LBS.
2. REPLACEEVERY2000 HRS.TIME IN SERVICEOR
EACHTIME BOLT IS REMOVED. (REF.S/B. 744). SEE DETAIL A
SKETCH B
Figure 4-2. Wing Installation

1E1
C714
DETAIL B
A700
INSTALLATION AND REMOVAL
TOOL PAC 76811-0 SEE NOTE
REFER TO PARAGRAPH BOLT ASSEMBLY

4-17, STEP h. OR 4-18. 77245-0
STEP c. FOR USE OF THIS
TOOL
BOLT AN5-C6 (*AN5-C7A)

TORQUE 130-140 IN./LBS.
C715
WASHER AN960-C516
NUT MS20365-524C
1 REQ. L & R.
*REQUIRED ON PA-36-285 S/N 36-7560056 AND UP AND ALL

S/N'S OF MODEL 36-300 and 36-375.
SKETCH C DETAIL A
Figure 4-2. Wing Installation (cont)
STRUCTURES
Revised: 3/23/84
1E2
REQ)
BOLT AN4-11
WASHER AN970-4
WASHER AN960-416(AS REQ)
WASHER AN960-416L
NUT AN310-4
COTTER PIN MS24665-153
SKETCHD
A697 WASHER AN960-416L (2 REQ)
BOLT AN34A
SKETCH G
Figure 4-3. Empennage Installation (cont)

1E5
2417
BOLT AN3-5A
WASHER AN960-10
NUT MS20365-1032C
4 REQ
BOLT AN3-4A
WASHER AN960-10
NUT MS20365-1032C
4 REQ
BOLT AN3-6A
WASHER AN960-10
NUT MS20365-1032C
4 REQ
BOLT AN3-4A
WASHER AN96
NUT MS20365-1
2 REQ
BOLT AN5-IOA WASHER AN960-516
WASHER AN960-616 NUT MS20365-524C
SKETCH J NUT MS20365-624C 1 REQ
4 REQ
SCREW MS24694-C8
WASHER AN9604
NUT MS20365432C
2 REQ STUD -PIPER 98097
BOLT AN3-5A 'NUT MS20365-428C
WASHER AN960-10L(2 REQ) WASHER AN960-416
NUT MS20365-1032C 4 REQ
4 REQ
SKETCH I
BOLT AN4-1OA
WASHER AN960-416
NUT MS20365-428C
I REQ BOLT AN3-7A
WASHER AN960-10 (2 REQ)
NUT MS20365-1032C
SECTIONA-A SKETCH H 2 REQ
Figure 4-3. Empennage Installation (cont)

1E6
CAUTION
Do not lay wing directly on ground as damage may be done to the

pitot mast and flap hinges.
4-18. INSTALLATION OF WING. (Refer to Figure 4-2.)

a. Support the wing by some suitable manner and align the attachment holes.
NOTES
1. The lower wing attachment bolts (P/ N 77245-0) must be replaced

every 2000 flight hours or each time the bolt is removed.
2. The upper wing attachment bolts (P/N 77245-0) must be
replaced every 4100 hours time in service or each time it is
removed.
3. It may be necessary to loosen the screws that attach the cockpit
floor on the top of the main spar center section in order to move
the top of the spar section fore or aft if an alignment problem
exists between the wing and fuselage main spar fittings.
4. Always use new bolt assembly P/N 77245-0 when installing
wings.
5. Refer to Piper Service Bulletin 744 for wing spar and wing spar
carry-through and components replacement.
b. Install the front and rear wing attachment bolt assemblies.

c. To install the special main spar attachment bolts, first make sure the bushing segments are
installed in proper order with each segment stagged so the gap is not in line with the other ones. (Refer to
Figure 4-2, Detail B.) Next, screw the installation tool (Piper Part No. 76811-0 or Tool No. IT-12 from
Adjustable Bushing Corporation, 11905 Vose Street, North Hollywood, California 91605) on the end of
the bolt firmly but not tight enough to expand the segments and install the bolt assembly through the hole.
Remove the tool; install the O-ring, washer and nut, then torque to 1000 to 1100 inch-pounds.
d. Reconnect flap by putting flap controls in full down position and installing bolt, washers, and
nut in control rod and flap horn at inboard end of flap.
e. Connect aileron control rod to bellcrank at wing root by installing bolt, washers and nut.
f. Connect pitot line at wing root (left wing only).
g. Connect electrical wires at wing root.
h. Remove caps and connect fuel lines and vent line at wing root.
i. Rig aileron and flap controls per instructions given in Section V.
j. Check operation of all wing lights.
k. Refuel wing cells and check for fuel leaks at fittings and at tanks.
l. Install upper and lower wing root fairings; then install the fuselage side and belly panels that were
removed.
m. Reinstall any agricultural equipment that was removed prior to wing removal.
STRUCTURES Revised: 10/27/82
1E7
4-19. EMPENNAGEGROUP.
4-20. ELEVATOR.
4-21. REMOVAL OF ELEVATOR. (Refer to Figure 4-3 and 4-4.)
a. Remove the aft side panel on the side of the elevator to be removed.
b. Remove the lower stabilizer root fairing to gain access to elevator torque tube end (4).
c. Loosen and remove the two nuts, washers, and bolts (3) that attach the elevator torque tube to
the elevator horn (9).
d. Disconnect trim tab control rod (6) at trim tab by removing nut, washer, and bolt (5) from rod
end and tab horn.
e. Remove the nuts and washers on the two elevator hinge studs (refer to Figure 4-3) while holding
each stud with a wrench on the wrench flats provided. This prevents the stud from being unscrewed when
the nut is removed. The stud may be removed, however, after the elevator is removed by unscrewing it.
f. Remove the elevator surface by sliding outward away from the fuselage.
4-22. INSTALLATION OF ELEVATOR. (Refer to Figure 4-3 and 4-4.)

a. Align the elevator hinge studs with the bearings in the hinge brackets on the stabilizer (refer to
Figure 4-3) and push elevator surface in toward the fuselage.
b. Install and tighten the two nuts and washers on the hinge studs while holding the studs with a
wrench on the wrench flats provided for that purpose.
c. Connect the trim tab control rod to the trim tab by installing bolt, washer and nut (5).
d. Align holes in elevator torque tube and elevator horn and install two bolts, washers and nuts (3).
e. Rig trim tab per instructions given in Section V.
f. Install the lower stabilizer root fairing and the aft fuselage side panel.
Revised:1/19/78 STRUCTURES
1E8
A680
1. ELEVATOR
2. ELEVATOR TRIM TAB
3. BOLT ASSEMBLY
4. ELEVATOR TORQUE TUBE
5. BOLT ASSEMBLY
6. ELEVATOR TRIM CONTROL ROD
7. ELEVATOR TRIM YOKE
8. BOLT ASSEMBLY
9. ELEVATOR HORN
10. STABILIZER SPAR
11. ELEVATOR
12. BRACKET
13. BRACKET ASSEMBLY
C722 10
12_ 10
7 8 9 10
SERIAL NOS. 36-7460040 AND UP
3 Serial Nos. 36-736001 to 36-7460039 incl.
Figure 4-4. Elevator Installation
4-23. ELEVATOR TRIMTAB.
4-24. REMOVALOF TRIM TAB. (Refer to Figure 4-3.)

a. Disconnect the elevator trim control rod at the trim tab by removing the nut, washers,and bolt
from the control rod end bearing and let it hang free.
b. Remove the trim tab hinge pins by cutting one end of the wire pins, and pull out with pliers.
c. Remove the tab by pulling back and off the elevator.
4-25. INSTALLATIONOF TRIMTAB. (Refer to Figure 4-3.)

a. Place the trim tab in position on the aft end of the elevator.
b. Insert new hingepins and secure by bending each end to a 45 ° angle.
c. Connect the control rod to the trim tab horn by installing bolt, washer and nut.
d. Rig trim tab per instructions givenin Section V.
1E9
4-26. HORIZONTAL STABILIZER.
4-27. REMOVAL OF HORIZONTAL STABILIZER. (Refer to Figure 4-3 and 4-4.)

a. Remove left and right aft fuselage side panels and the three empennage fairings by removing the
attaching screws.
b. Remove the elevator on the side from which the stabilizer is to be removed per Paragraph 4-21.
c. Remove the nut, washer, and bolt (8) that attaches the trim tab control rod (6) to the yoke assembly
(7) on the side from which the stabilizer is being removed. Pull the two control rod assemblies aft and out of the
stabilizer spar (10).
d. Disconnect stabilizer strut at underside of stabilizer by removing nut, washer and bolt. (Refer to
Figure 4-3.) If desired, the entire strut may be removed by removing nut, washer and bolt at fuselage lower
longeron. Do not turn rod end clevis fittings unless aircraft is to be rerigged.
e. Support the stabilizer by a suitable means, then loosen and remove all the hardware, consisting of
nine bolts and one screw along with the washers and nuts, that attach the stabilizer spar to its mounting
fixtures. (Refer to Figure 4-3.) Note location and size of bolts to facilitate reinstallation.
f. Remove stabilizer surface by pulling straight out away from fuselage.
4-28. INSTALLATION OF STABILIZER. (Refer to Figure 4-3 and 4-4.)

a. Locate stabilizer in proper position with holes in spar aligned with respective mounting holes on
fuselage structure and secure with bolts, screw, washers and nuts in their proper locations. (Refer to Figure 4-
3.)
b. If stabilizer brace strut was removed, install it with bolt, washer and nut and attach the upper end to
the eye bolt on the stabilizer with the bolt, washer and nut. (Refer to Figure 4-3.)
c. Connect elevator trim tab control rods (6) to the trim yoke assembly (7) by sliding the short rod
through the hole in the spar and into the hole in the yoke. Align the holes and install and tighten the bolt,
washer and nut (8).
d. Install elevator and connect trim tab per instructions in Paragraph 4-22.
e. Reinstall all fairings and fuselage side panels.
4-29. RUDDER.
4-30. REMOVAL OF RUDDER. (Refer to Figure 4-3.)

a. Disconnect tail wheel steering chains from rudder horn.
b. Disconnect rudder cables from rudder horn by removing nuts, washers and bolts.
c. Remove bottom rudder hinge bolt by removing nut, washers and bolt.
d. Remove the three bolts that attach the rudder horn to the bottom of the rudder. (Refer to latest
revision of Piper Service Bulletin No. 495.)
e. Remove the upper rudder hinge bolt by removing the cotter pin, nut, washers and bolt.
f. Remove the rudder by lifting straight up until the centerhinge pin clears the bearing.
g. Disconnect the taillight wire.
4-31. INSTALLATION OF RUDDER. (Refer to Figure 4-3.)

a. Hold the rudder close to the fin and connect the taillight wire.
b. Install the rudder by positioning the center rudder hinge pin in the bearing in the hinge bracket on the
fin spar.
c. Install the rudder horn at the bottom of the rudder with three bolts.
d. Install the bottom rudder hinge bolt, washer and nut.
e. Install the upper rudder hinge bolt, washer, nut and cotter pin.
f. Connect the rudder cable to the rudder horn with bolts, washers and nuts and connect the tail wheel
steering chains to the rudder horn.
1E10
4-32. VERTICAL FIN.
4-33. REMOVAL OF VERTICAL FIN. (Refer to Figure 4-3.)

a. Remove the three empennage fairings and rear fuselage side panels.
b. Remove rudder per Paragraph 4-30.
c. Remove the lower windshield wire deflector nut, bolt and washers and loosen the upper one just
enough to allow the wire deflector blade to swing upward and provide slack in the wire deflector cable.
d. Disconnect deflector cable at top of vertical fin by removing nut, washer and bolt.
e. Loosen and remove forward fin attachment bolt, washer and nut located just behind the air duct.
f. Remove the four upper and four lower nuts, washers, and bolts that attach the fin spar to the upper
and lower fittings on the aft end of the fuselage frame, and remove the vertical fin.
4-34. INSTALLATION OF VERTICAL FIN. (Refer to Figure 4-3.)

a. Place the vertical fin in its proper position on the airframe and align the holes in the fin spar with the
mating holes on the fuselage frame and attach with four bolts, washers and nuts at upper and lower mounting
locations. (Refer to FAA Manual AC 43.13-1A for torquing.)
b. Install and tighten the bolt, washer and nut at the forward fin to fuselage attachment point.
c. Connect deflector cable to fitting on top of vertical fin with bolt, washer and nut.
d. Swing the windshield wire deflector bar down to tighten the deflector cable and attach the bottom of
the deflector bar to its mount on top the cowl with the bolt, washer and nut. Tighten the upper attachment bolt
at the top of the windshield.
e. Install rudder per Paragraph 4-31.
f. Install all the fairings and panels that were removed.
4-35. FUSELAGE ASSEMBLY.
4-36. WINDSHIELD.
4-37. REMOVAL OF WINDSHIELD. (Refer to Figure 4-5.)

a. Remove the windshield wire deflector bar by removing attachment hardware at upper and lower
mounting points.
b. Loosen all windshield attachment screws and remove the screws and capstrips along each side and
across the top of the windshield.
c. Remove the windshield by pulling up and out of the slot between the instrument panel and hopper
top.
d. Remove any pieces of the foam tape, used as a seal, that may remain in the slot.
4-38. INSTALLATION OF WINDSHIELD. (Refer to Figure 4-5.)

a. Install new sealing tape around the edge of the windshield; then position it properly in the slot formed
between the panel and hopper top.
b. Work windshield into proper position; then locate and align the capstrips in their proper position and
install and tighten all windshield attachment hardware. (Refer to FAA Manual AC 43.13-1A for torquing.)
c. Attach windshield wire deflector at its upper mount first; then swing it down, tightening the deflector
cable and attach the deflector bar at its lower mount.
STRUCTURES
Revised: 10/20/80
1E11
238-
SCREW MS24694 -56

WASHER A3135-017-24A
WASHER AN960-8 L
NUT PS10062-4-6
10 REQ. L, 10 REQ. R
SCREW MS24694 -66

WASHER A3135-017-24A
WASHER AN960 L
NUT PS10062-4-5
10 REQ. L. 10 REQ. R
SCREW MS24694-C53
WASHER (TINN. A3235020-27:
NUT PS100624-9
6 REQ. L. 6 REQ. R
A694 A667 A666
SCREW MS24694-C52
WASHER (TINN. A3235-020-27)'
WASHER AN960-C10L
NUT PS10062-4-9
3 REQ. L, 3 REQ. R
VIEW A-A VIEW B-B

A553
A665
SCREW MS24694 -C51
WASHER A3235-020-27
WASHER AN960-C10L
NUT PS10062-4-9
3 REQ. L. 3 REQ. R
SCREW MS24694-C53
WASHER (TINN. A323-020-27)
WASHER AN960-C1OL
NUT PS100624:9:
4 REQ. L. 4 REQ. R
VIEW D-D VIEW E-E
Figure 4-5. Windshieldand Window Installation
STRUCTURES
1E12 Issued:2/14/73
4-39. WINDOWS.
4-40. REMOVAL OF WINDOWS. (Refer to Figure 4-6.)

a. Remove all the screws around the perimeter of window to be removed except door window.
b. To remove rear windows, press inward at the back of the window to break seal then pull aft.
c. To remove the overhead windows, remove retainer strip and push upward from inside.
e. To remove door windows, remove all the screws along the top, front and rear of the window and
loosen the bottom row of screws just enough to free the window.
f. Remove outside door handle, at top of door, by pushing out roll pin with a punch.
g. Remove window by holding aluminum skin outward at top of door and pull the window up and out
the top of the door.
4-41. INSTALLATION OF WINDOWS. (Refer to Figure 4-6.)

a. To install rear windows, apply a suitable adhesive sealant (GE RTV-102 or equivalent) around the
inside of the window opening; then place window in proper location, align and install attaching
hardware and tighten evenly. Remove excess sealer carefully to avoid smearing.
b. To install overhead windows, apply a suitable adhesive sealant (GE RTV-102 or equivalent) around
recessed area that the window lays in; then install window, align, and place the retainer strip over
the window. Align the holes and install the attaching hardware and tighten evenly. Remove excess
sealant.
c. To install the side windows, install 1 1/2 inch wide foam tape around entire edge of window; then
locate window in proper position between door frame and door skin and install attaching
hardware, and tighten all screws around perimeter of window evenly. Install door handle on shaft,
align holes and install roll pin.
4-42. REPAIR OF WINDOWS. Window panels that are extensively damaged should be replaced. However,
certain repairs may be made successfully without removing the window from the aircraft. There are three types
of temporary repairs that may be used for cracked plastics. Curved areas are more difficult to repair than flat
areas, and repair should not be attempted where it would be likely to affect the pilot’s field of vision. Any
repaired area is both structurally and optically inferior to the original surface.
4-43. SCRATCHES. Scratches on the surface of a window may be removed by hand sanding followed by
buffing and polishing carefully. Proceed as follows:
a. Using a piece of 320 or finer sandpaper or abrasive cloth wrapped around a wooden block, rub
lightly the area around the scratch with a circular motion, keeping the area constantly wet with
clean water to prevent further scratching and to wash away the waste. Work over a large enough
area to prevent formation of optical distortions.
b. Continue sanding using progressively finer grade abrasives until scratches finally disappear; then
wash the area thoroughly with clean water to remove all grit. The entire sanded area will appear
cloudy.
c. Apply fresh tallow or buffing compound to an electric buffer and move it constantly over the
damaged area until the cloudiness disappears. A 750 RPM polishing machine with a 10-inch
buffing wheel will apply the 2000 foot-per-minute surface speed recommended to prevent
overheating causing softening of the surface and distortion. Polishing may also be done by hand
but requires a considerable amount of time compared to a buffing wheel.
d. When buffing is completed, wash area thoroughly and dry with a soft flannel cloth. Inspect area to
determine if full transparency has been restored. Apply a thin coat of hard wax and polish surface
lightly with a clean flannel cloth.

1E13
NOTE
The plastic surface should not be rubbed unnecessarily with a dry
cloth since it will build up an electrostatic charge which attracts
dirt particles and may eventually lead to scratching of the surface.
After wax has hardened, dissipate any charge by lightly rubbing
surface with a slightly damp chamois.
e. If no great number of scratches is evident, after washing, small hairline scratches can often be
removed by rubbing with a commercial automobile body cleaner or polishing compound. Finish by
applying a good commercial wax in a thin even coat and bring to a high polish by lightly rubbing with a soft
cloth.
f. Consult FAA AC43.13-1, Chapter 9 for further information.
4-44. CRACKS. There are several temporary methods of repairing plastic windows as long as the repair is
not in the pilot's line of vision during landing and normal flight.
a. When a crack develops, a hole should be drilled at the end of the crack to prevent further
spreading by distributing the strain over a large area. The hole should be approximately 1/8 inch in
diameter, depending on length of crack and thickness of material.
b. A temporary repair for a flat surface may be made by sandwiching the damaged area between
two thin strips of wood, using sheet rubber or aircraft fabric as a cushion between the wood and plastic,
then inserting small bolts through the wood and plastic.
c. A temporary repair may be made to a curved surface by placing fabric patches over the damaged
area and securing with aircraft nitrate dope, lacquer or lacquer thinner.
d. Consult FAA, AC 43.13-1 for further approved methods of repair.
4-45. CLEANINGAND WAXINGWINDOWS.
a. Refer to Section II for cleaning of windows.
b. Waxing of the clear plastic windows will fill in hairline scratches and help protect the window
surface from further abrasion. A good grade of commercial wax is suitable for this purpose. Apply the wax
in a thin even coat; then bring to a high gloss by rubbing lightly with a clean dry cloth. After wax has
hardened, dissipate any electrostatic charge that may have built up by rubbing lightly with a slightly damp
chamois.
4-46. CABIN DOORS.
4-47. REMOVAL OF CABIN DOORS. (Refer to Figure 4-6.) The cabin doors may be removed by
opening the door and pulling the emergency release handle while holding the door.
4-48. INSTALLATION OF CABIN DOORS. (Refer to Figure 4-6.) Lubricate the hingepins in accordance
with lubrication chart, then set the hinge pins so that the tapered end of the pin is flush with the end of the
hinge where the pins are installed; then set door in place, align hinges and press the hinge pins into the
hinges on the door until a detent is felt. Set the emergency release handle back in its mounting clips.
STRUCTURES REVISED: 1/19/78

1E14
1. HANDLE ASSEMBLY, UPPER, INNER, LEFT 11. STORM WINDOW ASSEMBLY, LEFT
2. REARING, HANDLE 12. HINGE
3. HANDLE ASSEMBLY, UPPER, OUTER, LEFT 13. PIN, HINGE
4. ROLL PIN 14. HANDLE ASSEMBLY, LOWER, INNER
5. WINDOW ASSEMBLY, COCKPIT DOOR, LEFT 11. BALL
6. SEAL, WINDOW 16. SKIN, OUTER
7. SCREW, ASSEMBLY 17. HINGE, LEFT, FORWARD
8. BUSHING 11. HANDLE, EMERGENCY, RELEASE
9. LATCH 19. LANYARD. ASSEMBLY
10. KNOB 20. HINGE, LEFT, AFT
Figure 4-6. Cockpit Door Installation
STRUCTURES
Issued: 2/14/73 1E15
1E15
4-49. REPLACEMENT OF DOOR WEATHERSTRIP. Weatherstripping is cemented

each door. New weatherstrip may be installed after all traces of old seal are removed around the edges of
along with any dirt oil
or grease that may be on the surface. Install new weatherstrip by first applying
a thin even coat of cement
(Minnesota Mining and Manufacturing Co., St. Paul, Minnesota, No. EC-880
recommended) on each surface and allowing to become tacky before pressing strip cement
in place.
or equivalent is
4-50. PILOT SEAT.

4-51. REMOVAL OF SEAT. The pilot seat may be removed by removingthe two
bottom of the seat near the floor and removing the one bolt behind the seat back. attachment bolts at the
Remove the inertia reel
lock on the left side of the seat by removing the two attachment bolts.
4-52. INSTALLATION OF SEAT. Install the seat by first locating it in its proper
the two bolts and accompanying hardware at the bottom seat mounts. Then raise position, then installing
and install the bolt, washer and nut at the upper seat mount. Reinstall inertia seat to position desired
left side of seat. reel lock with two bolts on
4-53. ADJUSTMENTOF SEAT. The seat may be adjusted for height only.
removing the bolt just behind the seat back and raising or lowering the seatThis may be accomplishedby
to the position desired and
aligning the closest set of adjustment holes with the attachment bracket,
and nut. then installing the bolt, washer
4-54. SAFETY PROVISIONS.

4-55. SAFETY BELTS. The safety belts should be replaced if cut, frayed,
and if the latch assembly is defective. Safety belt attachment hardwareor broken stiching is evident
excessively worn. The belts may be removed by removing the bolt that attaches should also be replaced if
thimble at the panel behind the seat. Replaceattaching cables if they show the belt to the cable
any evidence of fraying or wear.
4-56. SHOULDER HARNESS. The shoulder harness is equipped with
an inertia
tubular fuselage structure behind the pilot's compartment. The reel may be manuallyreel mounted on the
through a manual control which is mounted on the left side of the seat, locked and unlocked
through a push-pull type control cable. When the manual control is placed and is connected to the reel
harness cable will no longer pay out, no matter what position the harness is in in the locked position, the
load is pulling on the cable. The reel will, however, allow the cable to ratchet backand no matter how much
cable is released. When the manual control is set in the unlocked (automatic) in when tension on the
freedom of movement for the upper part of his body with the reel automatically position, the pilot has
However, the reel will lock automatically in any position upon application reeling in and out.
inertia load on the reel. The reel then works just as if the control handle of more than 2 1/2 ± 1/2 G
were
allowing no more cable to be paid out, but if the tension is released, the cable in the locked position by
will retract into the reel. To
release the reel and allow the cable to pay out after it has been locked by inertia,
be cycled from unlocked, to locked, and back to unlocked: then the cable the manual control must
The system requires no lubrication or adjustment. The shoulder belts and will be free in both directions.
latch assembly should be replaced
if defective per Paragraph 4-55.Replace the attachment cable if it shows any evidence
of fraying or wear.
STRUCTURES
1E16 Revised: 1/19/78
A673
2
WASHER AN960-C416L( REQ)
NUT MS20365-428C 5
SKETCH B
C717
BOLT AN3-4A
WASHER AN960-10L
RIGHT GEAR TYPICAL NUT MS20364-1032C
3 REQ L& R
1. WIRE DEFLECTOR, MAIN

GEAR SPRING
2. SPRING, LEFT MAIN GEAR
3. BRAKE LINE
4. HOPPER
5. WIRE DEFLECTOR,HOPPER
TO CANOPY
6. WINDSHIELD
7. WIRE DEFLECTOR.HOPPER
TO CANOPY
8. PLATE (2 REQ)
9. CABLE ASSEMBLY, WIRE
DEFLECTOR
10. CANOPY
11. CABLE ASSEMBLY, WIRE
DEFLECTOR
12. WIREDEFLECTOR
13. VERTICAL FIN
SKETCHA
Figure 4-7. Wire Deflector Installation
STRUCTURES
Revised: 10/20/80
1E17
BOLT AN44-C24A
NUT MS2036-524C
BOLT MS27039C1-14
WASHER AN960-C10
NUT MS20365-1032C
NOTE: INSTALL IN HOLE
POSITION THAT IS CLOSEST
TO NOMINAL CABLE LENGTH.
BOLT MS27039C1-14
WASHER AN960-C10 (3REQ)
BOLT AN4C7A NUT MS2036S-1032C
WASHER AN960-C416L(2 REQ)
NUT MS20369-428C
SKETCHC
C71
13
SKETCHD
Figure 4-7. Wire Deflector Installation (cont)

1E18
2397 SEE NOTE3
8
3
8 3 3
2 5
8 OR 9 8 OR 9
SEE NOTE3
Revised: 10/27/82 1E19

1. FWD FUSELAGE
2. FWD FUSELAGE. LEFT/RIGHT SIDE
3. FWD FUSELAGE, FIREWALL AND GEAR SUPPORT
4. FWD CANOPY
5. AFT FUSELAGE
6. AFT FUSELAGE, AFT CANOPY
7. AFT FUSELAGE, LEFT/RIGHT SIDE
8. TAIL WHEEL SUPPORT
NOTE
FOR REPAIR WORK THE ABOVE ARE AVAILABLE AS ASSEMBLIES, REFER TO
THE LATEST ISSUE OF THE PA-36 PARTS CATALOG FOR PARTS IDENTIFICATION.
Figure 4-9. Fuselage Frame Subassemblies
Added: 9/1/78 1E20 STRUCTURES

? -Z
2398
2414
VIEWA
FORWARD
PRESERVATIVE
FITTING 6
VIEW
A
TUBE DIAMETER & PIPER
NUMBER MATERIAL TUBE DIAMETER & PIPER
WALL THICKNESS SPECIFICATION NUMBER MATERIAL TUBE DIAMETER &
WALL THICKNESS SPECIFICATION I NUMBER PIPER
MATERIAL WALL THICKNESS SPECIFICATION
Figure 4-9a. Fuselage Frame Tubing
STRUCTURES
Revised: 7/20/81
1E21 1E22
Wire deflector blades are installed on the

4-57. WIRE DEFLECTORS AND CABLE DEFLECTOR. canopy in front of the windshield. A deflector cable is
leading edge of both main landing gears and also on the to a mount at the top of the vertical fin.
also installed from the top of the windshield wire deflector
DEFLECTORS AND WIRE DEFLECTOR
4-58. REMOVAL AND INSTALLATION OF WIRE
CABLE. (Refer to Figure 4-7.) the bolt assemblies from the three clamps on
a. To remove the main gear wire deflector bars, remove
the deflector bars forward and off the landing gear leg.
each deflector bar, and open the clamps enough to pull
Reverse this process for replacement.
b. To remove the windshield wire deflector, remove the attachment bolt at the bottom of the deflector
bar to swing upward as the tension is released from the
bar; then loosen the top attachment bolt and allow the
the wire deflector attachment screw and the deflector
wire deflector. Remove the upper attachment bolt and
the deflector bar to its upper and lower mounts by
bar is then free. To replace the deflector bar, attach adjuster link to the top of the deflector bar. Pull the
installing the bolts alone. Also attach the wire deflector
hole in the adjuster link will mate with the thimble
deflector cable as tight as possible by hand and notice which to
attachment bolt, swing the deflector bar up enough
on the end of the deflector cable. Remove the lower position; then push the deflector bar down.
attach the deflector cable to the adjuster link in the predetermined
all connections using proper hardware.
tightening the cable. Attach and secure, permanently, detach the front connection as described
c. To remove wire deflector cable assembly, loosen tension and
the cable from the vertical fin mount by removing the
in previous paragraph "b". Disconnect the aft end of with the proper hardware; then attach the
attachment screw. To replace the cable attach the rear connection "b".
paragraph
front of the cable to the adjuster link according to previous
STRUCTURES
4-18 Revised: 10/20/80
1E23
4-59. STRUCTURAL REPAIRS. Structural repair methods used must be made in accordance with the
regulations set forth in FAA Advisory Circular 43-13-1A. To assist in making repairs and/or replacements,
Figure 4-8 identifies the type and thickness of various skin material used.
WARNING
No access holes are permitted in any control surfaces. The use of

patch plates for repairs of all movable tail surfaces is prohibited. The
use of any filler material normally used for repair of minor dents
and/or materials used for filling the inside of surfaces is also
prohibited on all movable tail surfaces.
Never make a skin replacement or patch plate from material other than the type of the original skin, or of a
different thickness than the original skin. The repair must be as strong as the original skin. However, flexibility
must be retained so the surrounding areas will not receive extra stress.
4-60. FIBERGLAS REPAIRS. The repair procedure in this manual will describe the methods for repair of
Fiberglas Reinforced Structures, Fiberglas Touch-Up and Surface Repairs such as blisters, open seams,
delamination, cavities, small holes and minor damages that have not harmed the fiberglas cloth material,
Fiberglas Fracture and Patch Repairs as puncture, breaks and holes that have penetrated through the
structure and damaged the fiberglas cloth. A repair kit, part number 756 729 will furnish necessary material for
such repairs, and is available through Piper Aircraft Dealers.
NOTE
Very carefully follow resin and catalyst mixing instructions
furnished with repair kit.
4-61. FIBERGLAS TOUCH-UP AND SURFACE REPAIRS.

a. Remove wax, oil and dirt from around the damaged area with acetone, Methylethylketone or
equivalent and remove paint to gel coat.
b. The damaged area may be scraped with a fine blade knife or a power drill with a burr attachment to
roughen the bottom and sides of the damaged area. Feather the edge surrounding the scratch or cavity.
Do not
undercut the edge. (If the scratch or cavity is shallow and penetrates only the surface coat, continue to Step h.)
c. Pour a small amount of resin into ajarlid or on a piece of cardboard,just enough to fill the area being
worked on. Mix an equal amount of milled fiberglas with the resin, using a putty knife or stick. Add catalyst.
according to kit instruction, to the resin and mix thoroughly. A hypodermic needle may be used to inject gel
into small cavities not requiring fiberglas millings mixed with the gel.
d. Work the mixture of resin, fibers and catalyst into the damaged area, using the sharp point of a putty
knife or stick to press it into the bottom of the hole and to puncture any air bubbles which may be present. Fill
the scratch or hole above the surrounding undamaged area about 1/16 inch.
e. Lay a piece of cellophane or waxed paper over the repair to cut off air and start the cure of gel
mixture.

1E24
and
f. Allow the-gel to cure 10 to 15 minutes until it feels rubbery to the touch. Remove the cellophane
trim flush with the surface, using a sharp razor blade or knife. Replace the cellophane and allow to cure
completely for 30 minutes to an hour. The patch will shrink slightly below the structure surface as it cures. (If
wax paper is used, ascertain wax is removed from surface.)
g. Rough up the bottom and edges of the hole with the electric burr attachment or rough sandpaper.
Feather hole into surrounding gel coat, do not undercut.
h. Pour out a small amount of resin, add catalyst and mix thoroughly, using a cutting motion rather
than stirring. Use no fibers.
i. Using the tip of a putty knife or fingertips, fill the hole to about 1/16 inch above the surrounding
surface with the gel coat mixture.
j. Lay a piece of cellophane over the patch to start the curing process. Repeat Step f, trimming patch
when partially cured.
k. After trimming the patch, immediately place another small amount of gel coat on cut edge of the
patch and cover with cellophane. Then, using a squeegee or the back of a razor blade, squeegee level with area
surrounding the patch, leave the cellophane on patch for one or two hours or overnight, for complete cure.
1. After repair has cured for 24 hours, sand the patched area using a sanding block with fine wet
sandpaper. Finish by priming, again sanding and applying color coat.
4-62. FIBERGLAS FRACTURE AND PATCH REPAIRS.

a. Remove wax, oil and dirt from around damaged area with acetone, methylethylketone or equivalent.
b. Using a key hole saw, electric saber saw, or sharp knife cut away ragged edges. Cut back to sound
material.
c. Remove paint three inches back from around damaged area.
d. Working inside the structure, bevel the edges to approximately a 30 degree angle and rough-sand the
hole and the area around it, using 80-grit dry paper. Feather back for about two inches all around the hole.
This roughens the surface for strong bond with patch.
e. Cover a piece of cardboard or metal with cellophane. Tape it to the outside of the structure covering
the hole completely. The cellophane should face toward the inside of the structure. If the repair is on a sharp
contour or shaped area, a sheet of aluminum formed to a similar contour may be placed over the area. The
aluminum should also be covered with cellophane.
f. Prepare a patch of fiberglas mat and cloth to cover an area two inches larger than the hole.
g. Mix a small amount of resin and catalyst, enough to be used for one step at a time, according to kit
instructions.
h. Thoroughly wet mat and cloth with catalyzed resin. Daub resin on mat first, and then on cloth. Mat
should be applied against structures surface with cloth on top. Both pieces may be wet out on cellophane and
applied as a sandwich. Enough fiberglas cloth and mat reinforcements should be used to at least replace the
amount of reinforcements removed in order to maintain the original strength. If damage occurred as a stress
crack, an extra layer or two of cloth may be used to strengthen area.
i. Lay patch over hole on inside of structure, cover with cellophane, and squeegee from center to edges
to remove all air bubbles and assure adhesion around edge of hole. Air bubbles will show white in the patch
and they should all be worked out to the edge. Remove excess resin before it gels on the part. Allow patch to
cure completely.
j. Remove cardboard or aluminum sheet from outside of hole and rough-sand the patch and edge of
hole. Feather edge of hole about two inches into undamaged area.
k. Mask area around hole with tape and paper to protect surface. Cut a piece of fiberglas mat about one
inch larger than the hole and one or more pieces of fiberglas cloth two inches larger than the hole. Brush
catalyzed resin over hole, lay mat over hole and wet out with catalyzed resin. Use a daubing action with brush.
Then apply additional layer or layers of fiberglas cloth to build up patch to the surface of structure. Wet out
each layer thoroughly with resin.
Revised:1/21/81 STRUCTURES
1F1
1. With a squeegee or broad knife, work out all air bubbles in the patch. Work from center to edge.
pressing patch firmly against the structure. Allow patch to cure for 15 to 20 minutes.
m. As soon as the patch begins to set up, but while still rubbery, take a sharp knife and cut away extra
cloth and mat. Cut an outside edge of feathering. Strip cut edges of structure. Do this before cure is complete,
to save extra sanding. Allow patch to cure overnight.
n. Using dry 80-grit sandpaper on a power sander or sanding block, smooth patch and blend with
surrounding surface. Should air pockets appear while sanding, puncture and fill with catalyzed resin. A
hypodermic needle may be used to fill cavities. Let cure and resand.
o. Mix catalyzed resin and work into patch with fingers. Smooth carefully and work into any crevices.
p. Cover with cellophane and squeegee smooth. Allow to cure completely before removing cellophane.
Let cure and resand.
q. Brush or spray a coat of catalyzed resin to seal patch. Sand patch, finish by priming, again sanding
and applying color coat.
NOTE
Brush and hands may be cleaned in solvents such as acetone or

methylethylketone. If solvents are not available, a strong solution of
detergent and water may be used.
4-63. SAFETY WALK REPAIR.
4-64. SURFACE PREPARATION FOR PRESSURE SENSITIVE SAFETY WALK.

The areas to which the pressure sensitive safety walk is to be installed must be free from all contaminates
and no moisture present. If liquid safety walk is installed the area must be prepared as follows:
a. Area must be masked off to protect painted surfaces.
b. Apply suitable stripper MEK Federal Spec. TT-M-261, U.S. Rubber No. 3339 to wingwalk
compound. As compound softens remove by using putty knife or other suitable tool.
c. Area must be clean and dry prior to painting.
d. Prime and paint area.
NOTE
Newly painted surfaces shall be allowed to dry for 2.5 hours

minimum prior to the application of the safety walk.
4-65. APPLICATION OF PRESSURE SENSITIVE SAFETY WALK. Wipe area with a clean dry cloth to
insure that no moisture remains on surface. Do not apply when surface temperature is below 50° F. Apply
pressure sensitive safety walk as follows:
a. Peel back the full width of the protective liner approximately 2 inches from the leading edge of the
safety walk.
b. Apply the safety walk to the wing area, begin at the leading edge, insure proper alignment and
position from wing lap.
c. Remove the remaining protective liner as the safety walk is being applied from front to back of wing
area.
d. Roll firmly with a long handled cylindrical brush in both lengthwise directions. Make sure all edges
adhere to the wing skin.
e. Install and rivet leading edge retainer.
Added: 10/20/80 1F2 STRUCTURES

1F2
1F3
SECTION V
SURFACE CONTROLS
Aerofiche
Paragraph Grid No.
5-1. Introduction ....... ....................................................... IF5
5-2. Description ............................................................... F5
5-3. Control Stick Assembly ........................................ IF6
5-4. Removal of Control Stick Assembly................................. IF6
5-5. Installation of Control Stick Assembly .............................. F6
5-5a. Rigging of Control Stick .. ................................ I F6
5-6. Aileron Controls .......................................................... F7
5-7. Removal of Aileron Controls ............................ 1F7
5-8. Installation of Aileron Controls ....... ........................ 1F11
5-9. Rigging and Adjustment of Aileron Controls ................... . 1F11
5-10. Elevator Controls.......................................................... FI
5-11. Removal of Elevator Controls ...... . ..................... I FI
5-12. Installation of Elevator Controls ..... . ................ IF13
5-13. Rigging and Adjustment of Elevator Controls . .. . .. ........... IF13
5-14. Elevator Trim Controls ............. .................. . ................ IF 13
5-15. Removal of Elevator Trim Controls ............................... 1F13
5-16. Installation and Rigging of Elevator Trim Controls ................... 13
5-17. Rudder Controls .......................................................... IF16
5-18. Removal of Rudder Control Cable Assemblies ........................ IF16
5-19. Installation of Rudder Control Cable Assemblies ..................... IF16
5-20. Rigging and Adjustment of Rudder Controls .. .............. . F....
F16
5-21. Rudder Pedal Assemblies ............. ................................ IF17
5-22. Removal of Rudder Pedals ............. .......................... IF17
5-23. Installation of Rudder Pedals ....... .. ........... IF17
F.........
5-24. Wing Flap Controls ....... .... ...................................... .IF17
5-25. Removal of Flap Controls .............. ............... I......F17
5-26. Installation of Flap Controls ........... ..................... F 19
5-27. Rigging and Adjustment of Flap Controls ....... ...... F9.....
19
5-28. Standard Rigging Procedures ....... IF20...........................
5-29. Balancing Surface Controls ......... .................................. F21
5-30. Balancing Equipment .............................................. F21
5-31. Balancing Control Surfaces ........... ...................... IF21
5-32. Conditions of Surface Requiring Balance ........................... IF22
5-33. Configuration of Surface Prior to Balancing.......................... IF22
5-34. Correction For Out of Limit Surfaces ............................... IF22
Revised:1/21/81
1F4
PAWNEEBRAVE SERVICEMANUAI
SECTIONV
SURFACECONTROLS
5-1. INTRODUCTION. This section contains the procedures for the removal, installation, and riggingand
adjustment procedures for the components that activate the various control surfaces on the aircraft. For the
removal and installation procedures of the control surfaces, refer to Section IV. The components need not
be removed in order of paragraph since each paragraph describes the individual removal and installation of
the components in that system. The following tips may be helpful in the removal and installation of the
various assemblies:
a. It is recommended, though not always necessary, to level and place the airplane on jacks during
rigging and adjustment, especiallywhen using a bubble protractor or level.
b. Tie a cord to the cable end before drawing the cable through the wing structure to facilitate
reinstallation.
c. When turnbuckles have been set to correct tension, no more than three threads should be
exposed from either end of the turnbuckle barrel.
d. Wheninstalling rod end jam nuts refer to Figure 5-7a for proper installation method.
5-2. DESCRIPTION. The Pawnee Braveis controlled in flight by the use of three standard primary control
surfaces, consisting of ailerons, elevator and rudder. Operation of these controls is through the movement
of the control stick and rudder pedals. The ailerons are operated by a system of bellcranks, cables and push
rods controlled by the centrally mounted stick. As the stick is moved from side to side, push-pull rods,
connected to the control stick torque tube, move two cable interconnected bellcranks in each wing and
actuate push-pull rods that move the ailerons.
The elevator is operated by a series of push-pullrods connected from the bottom of the control stick,
below its pivot point, back to the elevator horn. As the stick is moved fore and aft, the push-pull rods move
the elevator horn fore and aft, thus rotating the elevator on its hinges.
The rudder control system consists of individual rudder pedal assemblies, return springs, cables and
pulleys. A cable is connected to each rudder pedal and routed aft through the bottom of the fuselageto the
rudder horn. When one rudder pedal is pushed, the cables move in opposite directions turning the rudder
horn and rudder. The rudder pedals are adjustable fore and aft.
The flap control system consists of an electric motor driven screw jack assembly, torque tube,
push-pull rods and limit switches. When the flap switch in the cockpit is actuated, a small electric motor
operates a screw jack connected to a bellcrank on the flap torque tube. As the screwjack rotates the torque
tube, bellcranks on each end actuate push-pull rods that move the flaps. The flap motor is automatically
shut off when the flaps reach full up or full down position by means of a tab on the torque tube that
contacts one of two limit switches. The flaps are interconnecting and may be positioned anywhere through
their travel. A cable operated flap position indicator is located on the console to the left of the pilot.
Longitudinal trim control is provided by an adjustable trim mechanism for the elevator trim tab. The
elevator trim is controlled by a wheel and drum mounted on the panel behind and to the left of the pilot's
seat. Cables routed aft from the drum to the tail operate a screw and yoke assembly. As the screw is turned
the yoke moves fore or aft, actuating two push-pull rods that move each trim tab. The trim tab position
indicator is located to the right of the trim wheel.
REVISED: 1/19/78 SURFACECONTROLS

1F5
5-3. CONTROL STICK ASSEMBLY.
5-4. REMOVAL OF CONTROL STICK ASSEMBLY. (Refer to Figure 5-1.)

a. Remove the fuselage belly panel directly beneath the pilot's seat.
b. Disconnect the elevator push-pull rod (7) and the aileron push-pull rods (9) from the control stick
horn (3) and torque tube assembly (8).
c. Remove the bolt assembly at the base of the control stick in the cockpit and remove the stick.
d. Remove the screws that attach the boot retainer plate (13) to the floor and loosen the clamp (4) at the
top of the boot; then slide the boot up and off the control stick horn.
e. Remove the nut (15) at the rear of the torque tube and the bolt (14) at the front of the torque tube and
slide the torque tube and attached horn down and out of the fuselage. Note the location and number of
washers, used as shims, to facilitate reinstallation.
f. The control stick horn (3) may be removed from the torque tube by removing the hinge bolt and
sliding the horn off the front of the torque tube assembly.
5-5. INSTALLATION OF CONTROL STICK ASSEMBLY.

a. Install control stick horn (3) on the torque tube assembly (8) from the front to the back. Align the
holes and install the hinge bolt and hardware.
b. Install the torque tube assembly between the two bearing plate assemblies (2). Be sure to install the
proper number of shim washers in the proper locations. Tighten front hinge bolt and nut on the rear hinge
stud.
c. Slide the boot down over the control stick horn and attach to floor with screw through the retainer
ring (13).
d. Install the control stick (1) in the horn (3) and attach with bolt, nut and washer.
e. Connect the elevator push-pull rod (7) and the aileron push-pull rods (9) to their respective mounting
locations on the control stick horn and torque tube assembly.
f. Install the fuselage belly panel.
5-5a. RIGGING OF CONTROL STICK. (Refer to Figure 5-1.)

a. Add shim washers as required to limit end play between the horn assembly and the torque tube
assembly to .03 maximum.
b. The horn has dual stop arms and with either stop arm in contact with the torque tube stop, the
opposite stop gap should not be greater than 0.03. (Refer to Sketch C, Figure 51-1.)
c. The horn should pivot on the torque tube (when properly lubricated thru the grease bolt) virtually
without friction and without evidence of binding or galling.
d. Ensure that shim washers are installed as required between the torque tube assembly and the pivot
bearing. All end play should be eliminated before torquing the bearing bolts to prevent pre-loading the
bearings. (Refer to View A-A, Figure 5-1.)
e. The control stick assembly (with appropriate lubrication) should pivot virtually without friction and
without evidence of binding or galling.
Revised: 10/20/80 _SURFACE CONTROLS

1F6
5-6. AILERON CONTROLS.

5-7. REMOVAL OF AILERON CONTROLS. (Refer to Figure 5-2.)
a. Remove the fuselage belly access panel just aft of the hopper throat, and the two rectangular wing
access plates on the underside of each wing.
b. Remove the aileron push-pull rods (3) that connect the control stick torque tube (1) and the inboard
aileron bellcranks (4). Also remove the push-pull rods (20) that connect the ailerons to the outboard bellcranks
c. Loosen the two turnbuckles ( 1) in each wing at the outboard bellcranKs; tnen disconnect the cables
(9 and 10) from the bellcranks and remove cables from the wing.
d. Remove the bolt (8), and remove the inboard bellcrank assembly (4) from the wing.
e. Remove the bolt (13), and remove the outboard bellcrank assembly (17) from the wing.
Revised:10/20/80 SURFACE CONTROLS
1F7
MAXIMUM OF .03 INCH GAP A675 MAXIMUM ALLOWABLE 2427

GAP. BOTH SIDES
SKETCH C SKETCH B
NOTES
1.AN960-416/416L WASHERS BETWEEN BEARING

AND TORQUE TUBE ASSEMBLY AS REQUIRED TO
ELIMINATE ALL END PLAY BEFORE TORQUING
THE BEARING BOLTS.
2. AN960-416 WASHERS BETWEEN BEARING AND
TORQUE TUBE ASSEMBLY.
3. ADD WASHERS (P/N 98401-8) AS REQUIRED
I TO UNIT END PLAY TO .03 MAXIMUM. 4

A685
5
3 6
11
3 7
8
VIEW A-A 8
1. CONTROL STICK
2. BEARING PLATE ASSEMBLY
3. HORN ASSEMBLY, CONTROL STICK
4. CLAMP
5. GREASE FITTING
6. BOOT
7. ROD, ELEVATOR CONTROL
2 10
8. TORQUE TUBE ASSEMBLY
9. ROD, AILERON CONTROL
10. FLOORBOARD
11. BOLT ASSEMBLY (4 REQ)
13. RING, BOOT RETAINER
14. BOLT ASSEMBLY
15. NUT
16. TORQUE TUBE STOP PLATE
17. ECCENTRICSTOP WASHER
18. CONTROL STICK STOP
19. TORQUE TUBE STOP SKETCH A
Figure 5-1. Control Stick Installation
Revised: 10/20/80 SURFACE CONTROLS

1F8
TABLE V-I. CONTROL SURFACE TRAVELS
CHORD LINE
Aileron
20° + 1° UP-
20 .50
WING CHORD LINE

17°+1°DN AT WING STATION
112.00 +.50 IN.
Elevator
Elevator Trim Tab
CHORD LINE
° °
15.5 + 3-1
°
30 1
20 + 1° DN
Rudder
°
25 1 R
°
250 1 L
Flap FLAP CHORD LINE ON 97047-00 & -01
FULL UP POSITION
Position of flap chord line
relative to wing chord line is
°
0 + 1 in the full up position
on all airplanes.
C-----
Note: flap chord line and wing
chord line are on the same plane
if flap assemblies 97047-00& -01 WING CHORD LINE
are installed. Flap chord line is .20
inches below the wing chord line
on airplanes with Flap Assemblies FI.AP CHORD LINE ON 9704702 & -03
97047-02 & -03 installed.
FULL DOWN TRAVEL
°
A. 20 + 1 Airolnes Serial
Nos. 36-7360001 to 146004 1 incl. and Caible Tension
PA-36-3 75. 50 Ibs. +5 bs.
°
B. 30° + I All PA.36-285 and 300 Aileron
From Serial No. 36-7560001 and up. 10 lbs 2bs.bs.
Elevator Trim Tab
Revised: 9/1/78 SURFACE CONTROLS

1F9
97075
A677 1. CONTROL STICK ASSEMBLY

2. BOLT ASSEMBLY
3. ROD ASSEMBLY, INBOARD
4. BELLCRANK ASSEMBLY, INBOARD
5. ROD END
6. BOLT ASSEMBLY
7. BOLT ASSEMBLY
I. BOLT ASSEMBLY
9. CABLE ASSEMBLY, AFT
10. CABLE ASSEMBLY, FORWARD
11. TURNBUCKLE
12. BOLT ASSEMBLY, STOP
13. BOLT ASSEMBLY
14. BOLT ASSEMBLY, STOP
15. ROD END
16. BOLT ASSEMBLY
17. BELLCRANK ASSEMBLY, OUTBOARD
I . BOLT ASSEMBLY
19. ROD END
20. ROD ASSEMBLY. OUTBOARD
21. SCREW ASSEMBLY
22. BRACKET, AILERON HINGE
23. AILERON ASSEMBLY
24. RIGGING LOCK PIN HOLE
1
NOTE
ADD RED STREAMER

FOR SAFETY.
RED WARNING
STREAMER
RIGGING
TOOL
20
MATERIAL
STEEL ROD0.117 DIA.

3 TO 3.5 IN. LONG
OR IS
AN3-34 BOLT
II 3 TO3.5 IN. —
I—0.187
Figure 5-2. Aileron Controls Installation
SURFACECONTROLS IF10
Revised: 9/30/75
-8. INSTALLATION OF AILERON CONTROLS. (Refer to Figure 5-2.)

a. Position the inboard and outboard bellcrank assemblies in the wing and secure with hinge bolt
assemblies.
b. Draw the two control cables (9 and 10) into each wing, making sure the ends with the
and
turnbuckles are located at the outboard bellcranks; then connect the cables between the inboard
outboard bellcranks with the attachment hardware.
c. Install the two push-pull rods (20) that run from the outboard bellcranks to the ailerons and the
two push-pull rods (3) that run from the control stick torque tube to the inboard aileron bellcranks.
d. Rig aileron control system per Paragraph 5-9.
5-9. RIGGING AND ADJUSTMENT OF AILERON CONTROLS. (Refer to Figure 5-2.)

a. If access panels have not already been removed, refer to Paragraph 5-7, Step a.
b. Refer to Paragraph 5-28, Standard Rigging Procedures.
c. Pin lock the inboard and outboard bellcranks in each wing through the holes (24) provided.
°
d. Adjust the aileron surface drive rod to rig the aileron chord 2 ± 1/2° up relative to the wing chord at
of
Wing Station 112.0+ 1/ 2 inch. (Refer to Table V-I.) This angle may be obtained by aligning the outboard rib
the aileron with the wing tip support rib.
e. Adjust the twin barrels on each cable in the wing, with the locking pins in position, to provide 50 +5.0
in
pounds cable tension. Do not adjust each cable individually to the final tension, but alternate the tension
increments (approximately 20 Ibs.) to avoid strain on the bellcranks.
f. With the control stick lock engaged, adjust the length of the control rods connecting the inboard
force.
aileron bellcranks and control stick bellcrank until the attachment bolts can be installed without
g. Remove bellcrank locking pins and recheck cable tensions.Lock pinholes should be in alignment
at all bellcranks with the stick locked and cables at proper tension.
h. Remove stick lock and adjust stops on outboard bellcrank to limit aileron travel to 20 ± 10 UP,
17 ± 1° DOWN, measured with a suitable tool at Wing Station 1 12.0 + 1/2 inch.
i. Check that the UP stop on one wing and DOWN stop on the opposite wing contact at the same
time, and before the control stick stop makes contact.
j. Allowable gap at the control stick stop with aileron stops in contact, and light hand pressure on
of
the stick sufficient to remove system slack, is 0.03 of an inch maximum. Refer to Figure 5-1 for location
the eccentric washers used in this adjustment.
k. Operate the system for final check with full left and right aileron deflections. System must be
smooth and without evidence of binding or chafing.
5-10. ELEVATOR CONTROLS.
5-11. REMOVAL OF ELEVATOR CONTROLS. (Refer to Figure 5-3.)

a. Remove the fuselage belly panel directly beneath the pilot's seat and remove the two aft fuselage
side panels on one side only.
b. Remove the three elevator push-pull control rods (3, 5 and 6) that run from the bottom of the
control stick assembly (1) aft to the elevator horn (19), by removing the attaching hardware.
c. The two bellcranks may also be removed by removing the hinge bolts and bushings.
NOTE
To facilitate installation, note location and number of washers

used as shims.
SURFACE CONTROLS Revised: 10/20/80

IFlI
97439
1. CONTROL STICK 2356

2. BOLT ASSEMBLY
3. ROD ASSEMBLY, ELEVATOR CONTROL
4. BOLT ASSEMBLY
5. TUBE ASSEMBLY, ELEVATOR CONTROL SERIAL NOS. 36-7360001 TO
6. TUBE ASSEMBLY, ELEVATOR CONTROL 36-7460039 INCL.
7. TRIM WHEEL ASSEMBLY -21
8. BOLT ASSEMBLY
9. TRIM CABLE
10. TURNBUCKLE
11. PULLEY CLUSTER
12. BOLT ASSEMBLY
13. BOLT ASSEMBLY
14. ELEVATOR ASSEMBLY, LEFT
15. ELEVATOR ASSEMBLY, RIGHT
16. YOKE ASSEMBLY
17. STOP NUT
1. ELEVATOR TORQUE TUBE
19. ELEVATOR HORN
20. ROD ASSEMBLY, ELEVATOR TRIM (L R)
21. ELEVATOR TRIM TAB, RIGHT
22. ELEVATOR TRIM TAB, LEFT
23. BARREL N
24. BRACKET-OLD
25. SCREW-SHAFT
26. ROLL PIN
27. CLAMPS
21. BRACKET- ASSEMBLY 5
29. BRACKET
DETAIL A
3 A676
-2
NOTE:
1. A MAXIMUM OF ELEVEN
THREADS SHOWING
Figure 5-3. Elevator and Elevator Trim Controls Installation
Revised: 7/20/81F2 SURFACE CONTROLS

1F12
5-12. INSTALLATIONOF ELEVATOR CONTROLS. (Refer to Figure 5-3.)

a. Install bellcranks, if removed, with bushings, bolts, washers and nuts.
b. Connect the three push-pull control rods with proper attachment hardware.
c. Rig elevator controls per Paragraph 5-13.
5-13. RIGGINGAND ADJUSTMENTOF ELEVATORCONTROLS. (Refer to Figure 5-3.)

a. If accesspanels have already been removed, refer to Paragraph 5-11a.
b. Refer to Paragraph 5-28, Standard RiggingProcedures.
c. With the elevator in the neutral (streamlined with horizontal stabilizer) position, adjust the push
rod lengths to allow the control stick lock to be engaged without force. This is the nominal system neutral
position.
d. With the stick hard against the stops, measure the elevator deflections with a suitable tool. The
travels must be 30 ° ± 1° UP, 20 ° ± 1° DOWN.The push rods may be adjusted from the nominal neutral
position as required to maintain these limits.
e. Operate the system for final check. The system must be smooth and without evidenceof binding.
5-14. ELEVATORTRIM CONTROLS.
5-15. REMOVALOF ELEVATORTRIM CONTROLS. (Refer to Figure 5-3.)

a. Remove the empennagefairingsand rear fuselageaccesspanels.
b. Disconnect the elevator trim rods (20) from the yoke assembly (16).
c. If the trim control wheel assembly (7) is not being removed, block the control cables forward of
the turnbuckles to prevent the cables from unwrapping at the trim wheel drum.
d. Tape the cables on the aft trim barrel (23) to prevent them from unwrapping during removal.
e. Disconnect the trim cables (9) at the turnbuckles (10).
f. Remove the pulley cluster (11).
g. On early installations - Serial Nos..36-7360001 to 36-7460039 inclusive- remove the stop nut
(17) from the screw shaft (25) and slide the barrel (23) off the screw shaft. Remove the barrel and cables
from the aircraft. The yoke assembly (16) can be removed by disconnecting and removing bracket (24)
from the stabilizer spar.
h. On later installations - Serial Nos. 36-7460040 and up - remove bracket (29) and clamps (27)
which secure bracket assembly(28) to the fuselage. The barrel (23), screw shaft (25) and yoke assembly
(16) along with the aft trim cables can now be removed from the aircraft. To remove the barrel (23) from
the screw shaft (25), remove the roll pin (26).
i. The trim control wheel may be removed by the following procedure:
1. Remove the trim control wheel cover by removing the cover attaching screws and the nut,
washer, and bolt that secures the wheel between the mounting bracket. Remove the wheel from the
bracket. Use caution not to damage the trim indicator wire. Note the relationship and number of washersin
the assembly.
2. Unwrap the cables from the drum and draw the cables from the aircraft fuselage.
3. Remove the trim wheel mounting bracket to facilitate reinstallation of the wheel assembly.
5-16. INSTALLATIONAND RIGGINGOF ELEVATORTRIM CONTROLS. (Refer to Figure 5-3.)

a. Install the trim control wheel by the followingprocedure:
1. Draw the forward control cables through the fuselageand into the cockpit.
2. Insert the swaged ball of the control cable into the control wheeldrum and wrap the cable in
opposite directions toward the center.
3. Position the control wheel inside the mounting bracket. Be certain the indicator wire is
positioned in the spiraled slot of the drum with no bind on the end. Install the washers, cover, and bolt
assembly in the mounting bracket.
SURFACECONTROLS
1F13 Revised: 9/30/75
4. Mount the control wheel assembly and bracket in the cockpit with the attachment
hardware.
5. Align the control cables with the indicator wire centered and block the cables to prevent
unwrapping.
b. On early installations - Serial Nos. 36-7360001 to 36-7460039 inclusive - proceed as follows:
1. Install the yoke assembly (16) and bracket (24) into the airplane and secure in place.
2. Lay the center (as measured equally from each end) of the aft trim cable in the barrel (23)
slot, and wrap the cable evenly from both ends in opposite directions towards the center. Tape the cables to
prevent unwrapping.
3. Position the yoke assembly (16) in the center of its travel on the screw shaft (25). Place the
barrel (23) with cables on the screw shaft with the sloted end of the barrel engagedwith the roll pin on the
screw shaft. Shim as required between the barrel and thrust bearing in bracket (24) with an AN960C816L
or AN960C816 washer to maintain a clearance of .005 to .010 of an inch.
4. Secure the barrel on the screw shaft with stop nut (17).
c. On later installations - Serial Nos. 36-7460040 and up - proceed as follows:
1. Wrap the trim cable on the barrel (23) as stated in Step b, No. 2.
2. Position the yoke assembly (16) on the screw shaft with seven threads of the screw shaft
showingon the forward end and eight threads showing on the aft end.
3. Position the barrel on the screw shaft (25) with the slotted end engaged with the roll pin on
the shaft. Insert roll pin (26) into the end of the shaft to secure the barrel in position.
4. Place the yoke assembly (16) with barrel and screw shaft installed into the airplane with the
barrel forward. Ascertain that the guide rods on the yoke extend through the guide blocks.
5. Install bracket assembly (28) being certain the ends of the screw shaft are inserted into the
bearing blocks and install the clamps (29). Do not tighten the clamps at this time.
6. Push bracket assembly (28) tight against the screw shaft to prevent end play; then tighten
clamps (27) to 40 5 inch-pounds.
d. Install the pulley cluster (11), being sure the cables ride in the pulley grooves.
e. Route the cables through the fuselage and connect the ends with the forward trim cables.
f. On later model installations - Serial Nos. 36-7460040and up - remove any blocks that were used
to prevent the cables from unwrapping and operate the yoke assembly by use of the control wheel through
its full travel to insure alignment of all parts. Then install bracket (29) with attaching hardware.
g. Install and connect the elevator trim rods (20). (A maximum of eleven threads showing.)
h. Remove any blocks or tape not previously removed that were used to prevent the cables from
unwrapping and rig the trim controls using the following procedure. (Refer to Paragraph 5-28, Standard
RiggingProcedures.)
1. With a suitable tool, lock the elevator in the neutral (streamlined with stabilizer) position.
2. Operate the cockpit trim control to the full NOSE DOWNposition and check that the trim
yoke mounted on the stabilizer spar is in the full aft position and in contact with the stop bushing.
3. Adjust the length of the tab drive arms so that the tab deflection relative to the elevator
chord line is 15.50 + 30 -1° UP.
4. Operate the trim control to the full NOSE UP position and verify that the yoke is at its
most forward travel and in contact with the forward° stop bushing.
22.5 +3 ° -1° DOWNrelative to stabilizer chord line.
5. Verify the tab deflection angle
6. Tension the trim cables to 10+ 2 pounds.
7. Adjust and lock the guide bushings for the yoke arms (mounted on the stabilator spar and
bracket (28) of new installations) to minimize the free play of the tab measured at the tab trailing edge
normal to the chord line. The maximum allowable free play of the tab is 0.125 of an inch total.
i. Install the empennage fairingsand rear fuselage accesspanels.
Revised: 7/20/81 SURFACECONTROLS

1F14
97076
1. ARM ASSEMBLY, RIGHT
2. SPRING, RUDDER PEDAL
3. PEDAL ASSEMBLY, RIGHT
4. CABLE ASSEMBLY, RIGHT
5. BOLT ASSEMBLY
6. PULLEY
7. PEDAL ASSEMBLY, LEFT
8. ARM ASSEMBLY, LEFT
9. CABLE ASSEMBLY, LEFT
10. SHACKLE
11. RUDDER HORN
12. RUDDER ASSEMBLY
13. ADJUSTER ASSEMBLY
14. BOLT ASSEMBLY
15. BOLT ASSEMBLY
10
2394
12
-14
4
11
2425
3
DETAILA
9
9
A66
Figure 5-4. Rudder Controls Installation
SURFACECONTROLS
1F15 Issued:2/14/73
1. HOSE ASSEMBLY, LEFT, TO PARKING BRAKE 4671

VALVE
2. ARM ASSEMBLY, LEFT 22
3. ROD END 15
4. BOLT ASSEMBLY, BRAKE CYLINDER
MOUNTING, UPPER
5. FILLER PLUG AND VENT
6. BRAKE CYLINDER, LEFT 4
7. PEDAL ASSEMBLY, LEFT
8. SPRING, RUDDER PEDAL 22
9. BOLT ASSEMBLY 23 16
10. BOLT ASSEMBLY, BRAKE CYLINDER 2
MOUNTING, LOWER
11. BOLT ASSEMBLY, CABLE ADJUSTMENT,
LEFT
12. ADJUSTER, LEFT 3
13. RUDDER CABLE, LEFT 1
14. HOSE ASSEMBLY, RIGHT, TO PARKING
BRAKE VALVE
17 19
5 20
6 15.
ARM ASSEMBLY, RIGHT
16. BRAKE CYLINDER, RIGHT
7 17. PEDAL ASSEMBLY, RIGHT
18. BOLT ASSEMBLY, CABLE ADJUSTMENT,
RIGHT
19. ADJUSTER,
R RIGHT
220. RUDDER CABLE, RIGHT
2 1 21. THIMBLE
22. COLLAR
—13 23. BOLT ASSEMBLY
Figure 5-5. Rudder and Brake Pedals Installation
5-17. RUDDER CONTROLS.
5-18. REMOVALOF RUDDER CONTROLCABLEASSEMBLIES. (Refer to Figure 54.)

a. Disconnect the cables at the rudder horn (11).
b. Disconnect cable adjuster assemblies(13) from rudder pedals.
c. Remove the two aft fuselage side panels on one side and clear the rudder cables from the guide
pulleys (6); then draw the cablesforward and out of the fuselage.
5-19. INSTALLATIONOF RUDDER CONTROLCABLE ASSEMBLIES. (Refer to Figure 54.)
a. Attach the cable adjuster assemblies(13) to the rudder pedals.
b. With the fuselage side panels removed, route the cables back through the fuselage, around the
two guide pulleys (6) on each side and through the holes on the rear sides of the belly tray to the rudder
horn (11), and attach.
c. Install the fuselageside panels that were removed.
5-20. RIGGINGAND ADJUSTMENTOF RUDDER CABLE ASSEMBLIES.(Refer to Figure 5-4.)

a. Refer to Paragraph5-28, Standard RiggingProcedures.
b. With a suitable tool, lock the rudder in the neutral position (streamlined with vertical stabilizer).
c. Check that the left and right rudder pedals are in the same fore-and-aft adjustment.
d. Verify proper engagement of brake master cylinder piston rod in upper threaded fitting.
e. Depress pedals and check that cylinder rotates freely on upper and lower attachments and that
shim washers on upper fitting are installed to maintain alignment, without binding, throughout the
operating range.
f. Be sure that rudder cables are properly routed around the forward and aft pulleys and securely
retained by the cable guards.
SURFACECONTROLS 1F16
Revised: 9/30/75
drawing limits (0.03

g. Verify that the end play of the pedal arm assembly on its upper pivot is within
inch maximum).
h. Rudder stop adjusting bolts are located on the rudder horn at the base of the rudder. Adjust these
° ° ° °
bolts as required to limit the rudder surface travel to 25 ± 1 left, 25 ± 1 right.
i. The ground-adjustable rudder trim tab can be set by bending it with a suitable tool to the required
° maximum left or 15° maximum right. The final tab setting
position. The tab may be set to any angle up to 15
shall be dictated by a flight test to determine the optimum tab setting.
5-21. RUDDER PEDAL ASSEMBLIES.
5-22. REMOVALOF RUDDERPEDALS. (Refer to Figure 5-5.)

a. Disconnect rudder cable adjuster assemblies(12 and 19) from rudder pedals.
b. Disconnect the rudder pedal return springs (8) at the pedals. support tube, and
c. Remove the bolt assembly (23), collar (22), and shims on each rudder pedal
slide the arm assemblies(2 and 15) inward and off the tubes. and lower
d. The toe brake master cylinders (6 and 16) may be removed by removing the upper
attachment bolts. If hose is to be disconnected, refer to Paragraph 7-38.
bolt assembly
e. The pedals (7 and 17) may be removed from the arm assemblies by removing the
from the spacer behind each pedal.
5-23. INSTALLATIONAND ADJUSTMENTOF RUDDER PEDALS. (Refer to Figure 5-5.) with bolts.
a. Assemble pedals (7 and 17) on arm assemblies with spacers and bushings, and attach (1 and 14) if
b. Install toe brake master cylinders (6 and 16), if removed, and reconnect hose
applicable. (Refer to Paragraph7-43.)
with the proper shims,
c. Install rudder pedal arm assemblies (2 and 15) onto the support tubes
collars (22) and bolt assemblies(23).
d. Connect the rudder pedal return springs(8) to the pedal assemblies. with bolt
e. Connect the cable adjuster assemblies(12 and 19) to the mounts on the rudder pedals
assemblies(11 and 18). and 18) that
f. The rudder pedals may be adjusted fore or aft by removing the bolt assemblies(11 the desired
in
connect the rudder cables with the adjuster assemblies and placing the pedal arm assemblies
position. Locate the nearest hole in the adjuster assembly and secure with bolt assemblies.
5-24. WINGFLAP CONTROLS.
5-25. REMOVALOF FLAP CONTROLS. (Refer to Figure 5-6.)

a. Remove the fuselagebelly accesspanel directly below the cockpit. in the
b. Turn master switch ON and lower flaps to full down position by activating the flap switch
cockpit; then turn master switch OFF.
c. Disconnect the flap push-pull rods (12) at each end of the torque tubemay (5) and carefully let flaps
down until they hang freely. Avoid contact with the flap surfaces as damage result if flaps should
swing and contact the wing.
d. Disconnect the two wires, that run from the flap motor to the two relays, at the quick disconnect and
terminals, being sure to mark the wires to facilitate reinstallation. Remove the motor, transmission, (23) from
actuator assembly by removingthe bolt assembly(11) at the end of the actuator arm and the nut
the long bolt at the upper or transmission end, then sliding the unit off the bolt and out of the aircraft.
e. Disconnect the flap position indicator cable (4) at the torque tube.
f. Remove the two bolts at each end of the torque tube. Support the torque tube in some manner
then free
and remove the bellcrank assemblies(9 and 18) at each end by slidingoutward. The torque tube is
and may be maneuvered down and out of the fuselage.
SURFACE CONTROLS
1F17 Revised: 10/20/80
C719
SKETCH A
A706 2426
15 SKETCHB
1. FLAP ASSEMBLY, RIGHT

2. FLAP INDICATOR 73-60001 TO
77-60134 INCL.
3. FLAP SWITCH
4. CABLE ASSEMBLY 73-60001 TO
77-60134 INCL.
5. TORQUE TUBE
6. FLAP ASSEMBLY, LEFT
7. FUSELAGE FRAME
8. LUG ASSEMBLY, FLAP, LEFT
9. BELLCRANKASSEMBLY, LEFT
10. ROD END BEARING, LEFT SKETCH C
11. BOLT ASSEMBLY
12. ROD ASSEMBLY, LEFT 17. ROD END BEARING, RIGHT 23. BOLT ASSEMBLY
13. ACTUATOR ASSEMBLY. FLAP 18. BELLCRANK ASSEMBLY, RIGHT 24. FLAP MOTOR
LIMIT SWITCH 19. ROD ASSEMBLY, RIGHT 25. BELLCRANKASSEMBLY. FLAP CONTROL
14. SAFETY WIRE 20. LUG ASSEMBLY, FLAP, RIGHT 26. RELAY, FLAP ACTUATOR
15. FLAP LIMIT SWITCH 21. FLAP ACTUATOR ASSEMBLY
16. FUSELAGE FRAME 22. TRANSMISSION ASSEMBLY
Figure 5-6. Flap Controls Installation
Revised: 7/20/81 1F18 SURFACE CONTROLS

g. The torque tube end bearingsmay be pushed out with a bearing remover.
h. The flap limit switches (15) may be removed by marking and disconnecting the wires and then
removing the jam nuts thus releasing the switch assemblies.
5-26. INSTALLATIONOF FLAP CONTROLS. (Refer to Figure 5-6.)

a. Install torque tube end bearingsif applicable.
b. Locate the torque tube in its proper position with the flap control bellcrank (25) up. Slide the
left and right torque tube bellcrank assemblies (9 and 18) through the bearings and into the ends of the
torque tube. Align holes and secure with bolts. Be sure the bellcrank arms (9 and 18) point forward or
down. (Refer to Figure 5-7.) Check to insure that the torque tube operates freely in its bearings.
c. Connect the flap position indicator cable (4) to the torque tube.
d. Install the motor and transmission unit in its proper place and secure at the top with a nut (23)
and washer. Connect the end of the actuator (21) to the bellcrank on the torque tube. Reconnect the wires
from the relays to the flap motor; then turn master switch ON and activate flap switch to DOWN,UP, then
OFF position just long enough to check for proper operation. Check to insure that the actuator does not
bind at either the fuselageor torque tube attachment end.
NOTE
If flap limit switches have been removed, the motor will not stop
when actuating mechanism reaches its full up or down travel,
therefore the motor must be shut off at the cockpit switch.
e. With the flaps still disconnected from the actuator, ascertain that the flaps will fall freely from
the UP position to the DOWNposition to insure minimum operating friction. Then connect the flaps to the
actuating system by attaching the push-pull rods (12) to the torque tube bellcranks.
NOTE
By activating the flap switch in the cockpit, put the flap actuating
mechanism down just far enough to provide enough accessso that
the bolts may be installed in the bellcranks and push-pull rod end
bearings.
f. Install limit switches (15) and connect the wires to the corresponding wires in the fuselage.
g. Rig flap control system per Paragraph 5-27.
5-27. RIGGINGAND ADJUSTMENTOF FLAP CONTROLS.(Refer to Figure 5-6.)
a. Refer to Paragraph5-28, Standard RiggingProcedures.
b. Locate the actuator bellcrank on the torque tube assembly with the alignment tool as shown in
Figure 5-10.
c. With alignment tool in place and torque tube suitably locked in the position shown, install
actuator and transmission assembly and adjust screw jack length until attachment bolt can be installed
without force.
d. Check the alignment of the flaps chord relative to the wing chord line by applying a light hand
pressure in the UP direction sufficientto remove system slack. (Refer to Table V-I.)If usinga contour tool. set
it on wing station 57.00 1". The flap chord line is .020inch below the wing chord line on aircraft with S/N 36-
7360030and up.
SURFACE CONTROLS Revised: 10/20/80

1F19
C720 1. BOLT ASSEMBLY

2. TORQUE TUBE END BEARING
3. BELLCRANK ASSEMBLY, TORQUE TUBE
4. GREASE FITTING
.06 NOM.
BOTH ENDS
END PLAY BOTH ENDS

L I
Figure 5-7. Flap Torque Tube End Bearing Tolerances
e. Adjust and lock the flap UP limit switch in the tripped OFF condition. This can be ascertained
for initial riggingby an audible click from the switch when the plunger is depressed correctly.
f. Position the flaps in the proper DOWNlimit, position by actuating the flap control switch. (Refer
to Table V-I.) Adjust and lock the flap DOWNlimit switch in the OFF position.
NOTE
The limit switches must be readjusted if the switch actuator over

travels the limit switch position.
g. On airplanes Serial No. 36-7360001 to 7460134 incl. with flaps in the UP position, align the flap
indicator with the up mark on the position placard, and secure the end of the cable on the torque tube
fitting. Run the flaps down to the full down position (refer to Table V-I) and verify the indicator alignment
with the DOWNmark on the placard.
5-28. STANDARDRIGGINGPROCEDURES.
a. Assemble and adjust turnbuckles so that each terminal is screwed an approximately equal
distance into the barrel. Do not turn the terminals in such a manner that will put a permanent "twist" in
the cables.
b. After completion of each adjustment, check the turnbuckles to be sure not more than three
terminal threads are visible outside the barrel. Install locking clips, and check for proper installation by
trying to remove the clips using fingers only. Both locking clips may be inserted in the same hole of the
turnbuckle barrel or install in opposite holes. Locking clips which have been installed and removed must be
scrapped and not reused.
c. After completion of adjustments on pushrods or rod ends, each jam nut must be tightened securely.
Revised:1/21/81 SURFACECONTROLS
1F20
d. When push rods or rod ends are provided with an inspection hole, the screw must be screwed in
far enough to pass the hole. This can be determined visually or by feel, inserting a piece of wire into the
inspection hole. If no inspection hole is provided, there must be a minimum of 3/8 inch thread engagement.
e. When installing rod end jam nuts refer to Figure 5-7a for proper installation method.
f. Cable riggingtemperatures should be adjusted to ambient temperatures in the area where the tension
is being checked, using Table V-Ill.
5-29. BALANCINGSURFACECONTROLS.
5-30. BALANCINGEQUIPMENT. Balancing shall be done using a suitable tool capable of measuring
unbalance in inch-pounds from the centerline of the control surface hinges. One suitable tool configuration
is shown in Figure 5-8.
5-31. BALANCING CONTROL SURFACES.

a. Insure that the control surface is in its final flight configuration, static wicks, trim tabs, trim tab
push pull rod and control surface tip (as applicable) should be installed. The surface should be painted and
trim/servo tabs should be in the neutral position.
-NOTE-
Because paint is a considerable balance factor, it is recommended

that existing paint be removed prior to repainting a control surface.
b. Place hinge bolts through control surfaces and place control surface on a holding fixture.
c. Avoiding rivets, place the balancing tool on the control surface with the tool's hinge centerline
directly over the hinge line of the control surface.
901
HERE
I I DAMAGE
HERE
IMPROPERTOOL (RESULTINGIN LOCKEDBALL)'
A SPECIAL WRENCH MAY BE

REQUIRED WITH A LONG THROAT
Figure 5-7a. Correct Method of Installing Rod End Bearings
Revised:1/21/81 SURFACECONTROLS
1F21
TABLEV-II. STATICBALANCELIMITS(INCH-POUNDS)
SURFACE TRAILING EDGE

SURFACE CONFIGURATION HEAVY
Ailerons Max. Limit Painted -10.0 to-30.00
Left Elevator and Right Elevator Max. Limit Painted -33.1 to-40.65
(separately without drive arm)
Rudder Max. Limit Painted -27.8 to -35.9
d. Adjust the movable trailing edge support to fit the width of the control surface. Tighten the set screw
on the trailing edge support.
e. Adjust the trailing edge support vertically until the beam is parallel with the control surface chord
line.
f. Remove the tool from the control surface and balance the tool itself by adding or removing nuts or
washers from the beam balancing bolt. When balancing the tool, the movable weight must be at the bar's
hinge centerline.
g. After balancing the tool, reattach it to the control surface. Keep the beam positioned 90° from the
control surface hinge line.
h. Determine balance of control surface by sliding movable weight along the balance beam.
i. Read the scale when the bubble in the level has been centered. Since the moveable weight weighs
three pounds, every inch it is moved from the center of the beam equals three inch-pounds of force.
5-32. CONDITIONS OF SURFACE REQUIRING REBALANCING. Each control surface of the
applicable configuration shall be balanced to the balance limits specified in Table V-II. Each time the
control surface is touched up, repainted or the paint scheme is changed, the surface must be balanced and
fall within the limits.
5-33. CONFIGURATION OF SURFACE PRIOR TO BALANCING. All items that affect the static
balance of the surface must be allowed for in the balance set up and procedure. Whenbalanced, the surfaces
must be complete with tabs, tab push rods, rudder drive arm, tips, static wicks, navigation lights, etc., where
applicable.
5-34. CORRECTION FOR OUT OF LIMIT SURFACES. When the static balances is not within
the limits specified in Table V-II, the following corrective action should be taken:
a. Add or remove weights as required to maintain limits. Do not exceed the total number of weights
allowed. (Refer to Figure 5-9.)
b. There is no adjustment provision for the ailerons. Ailerons not conforming to the limits shall be
rejected.
SURFACECONTROLS Revised: 1/21/81

1F22
3 LB MOVABLEWEIGHTWITH
MARKEDCENTERLINE
NUTSAND OR
WASHERSADDED
AS REQUIRED
TO BALANCE
TOOLITSELF
SURFACECHORDLINE
BEAMBALANCING
C368 5 FTEXTRUDED
CHANNEL BOLT(USEDFOR
BALANCINGTHE
TOOLITSELFONCE
THETRAILING
EDGESUPPORT
HAS BEENSET)
IN INCHES
MARKGRADUATIONS
HINGE LINEOF CONTROLSURFACE
HORIZONTALLY
ADJUSTABLEFOR
SETTINGTOOLTO
WIDTHOF CONTROL
SURFACE
BUBBLELEVEL
SET SCREW
EW
AND HORIZONTALLY
VERTICALLY
ADJUSTABLETRAILINGEDGESUPPORT
ADJUSTABLE
VERTICALLY
FORSETTINGBEAM
PARALLELTO CHORD
LINEOF CONTROLSURFACE
Figure 5-8. Control Surface BalanceTool
CONTROLS
SURFACE
Revised:1/21/81
2430
STATIC BALANCE (IN-LB) WEIGHT X INCHES
LOCATE TOOL BALANCE POINTS

DIRECTLY OVER HINGE CENTERLINE
ELEVATOR BALANCE WEIGHT

(9 MAX.0
RUDDER AND ELEVATOR BALANCE CONFIGURATION
2429
LOCATE BALANCE TOOL ON AILERON AS ILLUSTRATED ABOVE.
AILERON BALANCE CONFIGURATION
Figure 5-9. Control Surface BalancingConfiguration
SURFACECONTROLS
1F24 Added: 10/12/73
TABLEV-III. CABLE TENSIONVS. AMBIENTTEMPERATURE

A691
120
110
100
90
I
I
LL 80
w
w
60
50
w
-
40
30
20
SURFACE CONTROLS
Added: 10/12/73 1G1
TORQUE TUBE ALIGNMENT
.54"
FITTING ON FUSELAGE FRAME
15"
MATERIAL: .032 ALUMINUM
Figure 5-10. Flap RiggingTool
SURFACECONTROLS
Added: 10/12/73
1G2
VI
SECTION
SYSTEM
HYDRAULIC
NOTE
The PA-36 has two independent hydraulic systems. One system is

for the operation of the wheel brakes and is part of a related system.
Removal, inspection and repair, installation and bleeding
procedures may be found in Section VII. The other hydraulic
system is used in the hydraulic spray system, and instructions for
this system are found in Section XIV.
Revised: 8/27/79
1G3
1G4 THRU 1G10

INTENTIONALLY LEFT BLANK
1G4
SECTION VII
LANDING GEAR AND BRAKE SYSTEM
Aerofiche
Paragraph Grid No.
7-1. Introduction ................................................... 1G13

7-2. Landing Gear System ........................................... IG13
7-3. Description of Landing Gear System .............................. IG13
7-4. Troubleshooting ................................................ ........ IG13
7-5. Main Gear Assembly..................................... .................. 1G13
7-6. Removal of Main Gear Assembly ................. .................. 1G13
7-7. Inspection of Main Gear Assembly ................ .................. IG13
7-8. Installation of Main Landing Gear ................ .................. IG14
7-9. Main Wheel and Axle Assembly ........................... .................. IG14
7-10. Removal of Main Wheel and Axle Assembly ....... .................. 1G14
7-11. Inspection of Axle Assembly ..................... .. .. ,,.... ... IG14
7-12. Installation of Main Wheel and Axle Assembly ..... .................. 1G14
7-13. Main Wheel Assembly ................................... .................. IG16
7-14. Disassembly of Main Wheel Assembly ............. .................. 1G16
7-15. Cleaning and Inspection of Main Wheel Assembly . .................. 1G16
7-16. Replacement of Bearing Cups .................... .................. 1G18
7-17. Reassembly of Main Wheel Assembly ............. ................. 1G18
7-18. Main Wheel Alignment .......................... .................. IG19
7-19. Wheel Balancing................................ ................. IG19
7-20. Tail Gear Assembly ...................................... .................. 1G19
7-21. Removal of Tail Gear Assembly .................. IG19
7-21A. Inspection of Tail Gear Assembly ................................... IG19
IG 19
7-22. Installation of Tail Gear Assembly ..................................
7-23. Tail Wheel Unit .......................................................... IG22
7-24. Removal and Disassembly of Tail Wheel, Fork and
Bracket Assemblies ............................................. 1 G22
7-25. Cleaning and Inspection of Tail Wheel Assembly ..................... IG22
7-26. Reassembly and Installation of Tail Wheel, Fork and
Bracket Assemblies.............................................. IG24
7-27. Tail Wheel Balancing.............................................. IG24
7-28. Brake System ............................................................. IG24
7-29. Description of Brake System ................................................ IG24
7-30. Troubleshooting........................................................... 1H2
Revised:7/20/81
1G11
Aerofiche
Paragraph Grid No.
7-31. Wheel Brake Assembly ..................................................... 1H2

7-32. Brake Adjustment and Lining Tolerance ............................. IH2
7-33. Removal and Disassembly of Wheel Brake Assembly .................. IH2
7-34. Cleaning, Inspection and Repair of Wheel Brake Assembly............. 1H2
7-35. Repainting of Brake Assembly...................................... 1H4
7-36. Assembly and Installation of Wheel Brake ........................... 1H4
7-37. Brake Master Cylinder (Toe Brake) .......................................... 1H4
7-38. Removal of Brake Master Cylinder ................................. 1H4
7-39. Disassembly of Brake Master Cylinder ........................ 1H5
7-40. Cleaning, Inspection and Repair of Brake Master Cylinder ............. 1H6
7-41. Assembly of Brake Master Cylinder ................................. 1H6
7-42. Testing Brake Master Cylinder ..................................... 1H6
7-43. Installation of Brake Master Cylinder .............................. 1H6
7-44. Parking Brake Valve ....................................................... 1H8
7-45. Removal of Parking Brake ......................................... 1H8
7-46. Disassembly of Parking Brake ...................................... IH8
7-47. Cleaning, Inspection and Repair of Parking Valve .................... IH8
7-48. Assembly of Parking Valve......................................... IH8
7-49. Installation of Parking Valve ....................................... 1H8
7-50. Filling Brake System .................................................... 1H8
7-51. Bleeding Brakes ........................................................... 1H9
Revised: 10/20/80 1G12

1G12
SECTION VII
overhaul
7-1. INTRODUCTION. In this section are instructions for the removal, disassembly, inspection,
installation, and servicing of the various landing gear and brake system components used on the PA-36
aircraft.
7-2. LANDING GEAR SYSTEM.

is of
7-3. DESCRIPTION OF LANDING GEAR SYSTEM. The landing gear incorporated on the PA-36
of tapered spring steel main gear, and a spring steel mounted tail
the conventional tail wheel type consisting
wheel. The tail wheel is steerable with the rudder pedals, through their travel, after which it becomes free
swiveling. Wire deflector bars are mounted on the leading edge of the main gear legs. Heavy duty axles support
wheel
ten inch main wheels with disc brakes and 8.50 x 10 tires and tubes. The tail wheel is a ten inch tire and
assembly. Refer to Table 11-1 for tire size and inflation pressures.
7-4. TROUBLESHOOTING.
7-5. MAIN GEAR ASSEMBLY.
7-6. REMOVALOF MAINGEARASSEMBLY. (Refer to Figure 7-1.)

a. Jack the airplane in accordance with instructions given in Section II of this manual.
b. Remove the fairing at the gear strut to fuselage attachment point.
c. Remove the brake bleeder screw and drain the fluid from the gear being removed.
the
d. Disconnect the brake hose coupling at the wheel and remove the three brake line clamps from
gear leg. Cap the open ends of the brake line to prevent foreign matter from entering the system. Let the
brake line hang from the fuselage.
e. Using a suitable support to hold the gear assembly, remove the two bolts and washers (4) holding
so
the clamp (1) to the fuselage, and remove the clamp. Note the location of the pads (2) and mark them
they are replaced in the same position upon gear installation. Also note the number shims.
f. Remove the bolt and washers (6) securing the inboard end of the strut to the fuselage structure.
Note size and number of washers used.
g. Wheel may be removed per Paragraph 7-10.
7-7. INSPECTION OF MAIN GEAR ASSEMBLY. (Refer to Figure 7-1.) Check the clamp bolts, inboard
attachment bolt and all associated hardware closely for cracks, deformation, rust, and excessive wear. Inspect
the gear attachment bushings on the airframe for cracks and/or hole elongation. Inspect landing gear spring
(3) for corrosion. If corrosion exists, clean and Magnaflux, inspect the area for signs of cracks.
Revised: 7/20/81 LANDING GEAR AND BRAKE SYSTEM

1G13
7-8. INSTALLATION OF MAIN LANDING GEAR. (Refer to Figure 7-1.)
NOTE
Add zinc chromate to the shoulder (but not threads) of bolt 6

(Figure 7-1) and proceed as follows while zinc chromate is still wet.
a. Mount the gear strut to the airframe, using the hardware required, refer to Figure 7-1 for correct
hardware installation. Use the same type and number of washers as was noted during removal of the gear.
Torque the large bolt (6) to 3000 inch-pounds.
b. Position the clamp under the gear strut using the same pads (2) that were used prior to removal. Se-
cure the clamp and pads with two bolts and related washers and torque to 1100 inch-pounds. Install shims as
required to provide tight clamp on gear. (Refer to PA-36 Parts Catalog for hardware.)
c. Connect the brake line to the three clamps on the gear leg, and also to the hose coupling at the
wheel assembly.
d. Remove the airplane from jacks and fill and bleed the brake system per instructions in Paragraph
7-51.
e. Install the fairing at the gear strut to fuselage attachment point.
7-9. MAIN WHEEL AND AXLE ASSEMBLY.
7-10. REMOVAL OF MAIN WHEEL AND AXLE ASSEMBLY. (Refer to Figure 7-1.)
a. Disconnect the hydraulic brake line at the wheel and let the fluid drain. Cap fittings to protect
against entry of foreign matter.
b. Jack wheel, refer to Jacking Instructions in Section II.
c. Remove hub cap by releasing snap ring.
d. Remove cotter pin and axle nut (13).
e. Remove the four bolts that hold the two back plates to the brake cylinder assembly.
f. Pull wheel from axle.
NOTE
Note the number and location of any wheel alignment shims (10)
next to strut. Mark the shims in some manner so they may be
reinstalled in the same position so as not to disturb wheel
alignment.
g. Remove the four bolts that attach the axle (11) and brake torque plate (12) to the gear leg.
7-11. INSPECTION OF AXLE ASSEMBLY. Check the axle for scored bearing races, pitting, rust fatigue
cracks, and elongated mount bolt holes.
7-12. INSTALLATION OF MAIN WHEEL AND AXLE ASSEMBLY. (Refer to Figure 7-1.)
a. Attach axle and torque plate to gear leg with four bolts, placing any shims (10) in their previous
location.
NOTE
Prior to installing wheel on axle, refer to Paragraph 7-15c and f, if

wheel was not disassembled.
Revised: 9/1/78 Revised: 9/1/78 LANDINGGEAR

LANDING AR AND
AN BRRAKE
RAK SYSTEM
1G14
2373
ONE WASHER AN960-1216 UNDER BOLT
HEAD AN1 2-42A.
WASHERS AN960-1216L AND/OR
AN960-1216 AS REQUIRED UNDER NUT
1. CLAMP MS20365-121 16C.
2. PAD
3. SPRING GEAR LEG
4. BOLT ASSEMBLY
5. BRACKET, HOPPER ATTACHMENT
6. BOLT ASSEMBLY
7. BRAKE LINE
8. TOW RING
9. CLIP
10. SHIM (AS REQ)
11. AXLE
12. TORQUE PLATE
13. NUT, WHEEL RETAINER
14. BOLT ASSEMBLY 2-
NOTE
ADD ZINC CHROMATETO THE GRIPAREA
SEE NOTE
OF THE BOLT, INSURING NO ZINC
CHROMATE CONTACTS THE THREADS
OF THE BOLT, AND INSTALL WHILE
STILL WET.
WASHER MS20002-C8 UNDER BOLT

HEAD NAS 148-84 AND WASHER
13 10 AN960-C816 UNDER NUT MS20365-820C
CAUTION
II
MS20002C8 WASHER MUST BE INSTALLED
WITH DIMPLED SIDE NEXT TO NAS BOLT
HEAD.
TORQUE 3901N.LBS.
Figure 7-1. Main Landing Gear and Axle Installation
Revised:3/23/84 G15 LANDING GEAR AND BRAKE SYSTEM

1G15
b. Slide wheel assembly on the axle and secure with retainer nut (13). Tighten the nut to allow no
side play, yet allow the wheel to rotate freely. Safety the nut with a cotter pin and install the hub cap and
snap ring.
c. Position the two brake lining back plates in their location between the wheel and the brake disc
and secure them with four bolts and washersto the brake cylinder assembly.
d. Reconnect the brake line, fill reservoir, bleed brakes per Paragraph 7-51, and remove jack.
7-13. MAINWHEELASSEMBLY.
7-14. DISASSEMBLYOF MAINWHEELASSEMBLY. (Refer to Figure 7-2.)
NOTE
Mark wheel halves so they may be reassembled in exactly the same
position to ensure proper balance.
WARNING
Do not attempt to separate wheel halves without first deflating
tire, or injury may result.
a. Deflate tire and break loose tire bead taking care to avoid damagingthe wheel flanges.
b. Remove the thru-bolts (8) and separate the wheel halves (5 and 6), removing tire, tube and brake
disc spacer (11), and any other small parts.
NOTE
The bearing cups (10) are a press fit in the wheel halves and should
not be removed unless replacement is necessary.
7-15. CLEANINGAND INSPECTIONOF MAIN WHEELASSEMBLY. (Refer to Figure 7-2.)
a. Using a suitable quick drying solvent, degrease all parts thoroughly. A soft bristle brush may be
used to remove hardened grease, dust or dirt. Soak grease seal felts (15) in solvent and dry thoroughly.
WARNING
Dry-cleaning solutions are toxic and volatile. Use in a well
ventilated area. Avoid contact with skin or clothing and do not
inhale vapors.
LANDINGGEAR AND BRAKE SYSTEM

1G16 Revised: 10/12/73
91065
2380
1. SNAP RING
2. HUB CAP
3. NUT ( REQ)
4. WASHER (9 REQ)
5. WHEEL HALF. OUTER
6. WHEEL HALF, INNER
7. BRAKE DISC ASSEMBLY
8. BOLT (9 REQ)
9. BEARING, CONE
10. BEARING, CUP
11. SPACER 8
12. BEARING, CUP
13. BEARING, CONE
14. GREASE SEAL RETAINER
15. GREASE SEAL, FELT
16. GREASE SEAL RETAINER
17. SNAP RING
13
10
Figure 7-2. Main WheelAssembly
LANDINGGEAR ANDBRAKESYSTEM
Issued: 2/14/73 1G17
b. Visually inspect bearing cones (9 and 13) for nicks, scratches, water staining, spalling, heat
discoloration, roller wear, cage damage, cracks or distortion. Replace if found defective or worn.
c. Inspect wheel bearing grease for contamination and solidification at each periodic maintenance 0
inspection. Do not exceed 500 wheelmiles between repacking intervals.
d. Inspect wheel halves for cracks, corrosion, and other damage. Cracked or badly corroded castings
should be replaced. Smallnicks, scratches, or pits can be blended out using fine (400 grit) sandpaper.
e. Inspect snap rings (1) and grease seals (14 and 16) for distortion or wear. Replace if damaged or
deformed. Saturate greaseseal felts with SAE 10 oil (do not soak).
f. Inspect the bearings for looseness, scratches, pitting, corrosion, or evidence of overheating. If
evidence of any defect exists, replace cup as explained in Paragraph 7-14. Coat cups with clean bearing
grease.
g. Inspect the brake disc assembly (7) for cracks, excessive wear or scoring, rust and corrosion.
Remove rust and blend out small nicks, using fine (400 grit) sandpaper. Brake disc assembly should be
replaced when flange thickness wears to .287 inch.
h. Inspect wheel bolts (8) for cracks, corrosion or other damage. Replace cracked bolts.
i. Inspect self-lockingnuts (3) for self-lockingfeature. Replaceif self-lockingfeature is damagedor
destroyed.
j. Prior to reassembly of wheel assembly,thoroughly clean repaired surfaces and areas of the wheel
from which paint has been removed.
k. Paint the exposed areas with one coat of primer and one coat of aluminum lacquer.
CAUTION
Never paint working surfaces of bearing cups.
7-16. REPLACEMENTOF BEARINGCUPS. (Refer to Figure 7-2.)

a. Heat wheel half in boiling water for one hour, or in an oven not exceeding 250° F for 30 minutes.
b. Remove wheel half from heat. Bearing cup (10) should be loose enough to fall out of bearing
bore when inverted. If cup does not drop out, tap evenly with a fiber drift, from bore.
c. To install a new cup, repeat step a with wheel half and chill new bearing cup in dry ice.
d. Remove wheel half from heat and bearing cup from ice.
e. Dry chilled bearing cup and coat contacting surfaces with zinc chromate primer.
f. Install chilled bearing cup in heated wheel half. Tap gently and evenly into place using a fiber
drift pin or suitable arbor press.
7-17. REASSEMBLYOF MAINWHEELASSEMBLY.(Refer to Figure 7-2.)
a. Insert thru-bolts (8) through brake disc (7) and position in inner wheel half (6), using bolts to
guide the disc. Make sure the disc is bottomed in the wheel half.
b. Position tire and tube in outboard wheel half (5) with the valvestem through the hole.
NOTE
Reassemble tire and wheel halves in the same position as marked

during disassembly. If a new tire is being installed, align the
balance mark on the tube with the red dot on the tire. Refer to
Paragraph 7-19 for wheel balancing.
LANDINGGEARAND BRAKESYSTEM
1G18 Issued: 2/14/73
c. Install center spacer (11) in place and place inner wheel half in position and press lightly to bring
the wheel halves together, making sure that the tube is not caught between the two wheel halves.
d. Install a nut (3) and washer (4) on one of the thru-bolts and tighten snugly; then assemble the
remaining nuts and washers on the thru-bolts and torque evenly to the value given on the wheel.
CAUTION
Bolt and wheel failure may result if thru-bolts are improperly or

unevenly torqued.
e. Inflate tire enough to seat beads, then check pressure and adjust accordingly for correct pressure.
f. Prior to installation of wheel, repack wheel bearings with Mobil grease (Mobilgrease 77 or
Mobilus EP2) or equivalent.
the
7-18. MAIN WHEEL ALIGNMENT. (Refer to Figure 7-3.) Set toe-in and camber to 0 ± 1 with
and in a tail down attitude. If abnormal tire wear
aircraft at the gross weight normally expected in use,
occurs, realign the wheels to result in the least tire wear. Circular, tapered shims are available for wheel
by
alignment. Shim, Part No. 98042 (Figure 7-1, Item 10) may be installed in any one of three positions
a total of six possible alignment positions, by
rotating. A second shim may be used, if required, offering
using either face. Always use the least number of shims possible to obtain the desired result.
7-19. WHEEL BALANCING. Uneven wearing of the tires usually causes wheel unbalance. This condition
be
may be corrected by replacing the tire, and if the wear is abnormal the landing gear alignment should
of static
checked per Paragraph 7-18. Tire and tube manufacturing tolerances permit a specified amount
the
unbalance. The lightweight point of the tire is marked with a red dot on the tire sidewall and
heavyweight point of the tube is marked with a contrasting color line usually near the valve stem. When
replacing a tire, align these marks adjacent each other.
7-20. TAIL GEAR ASSEMBLY.
7-21. REMOVAL OF TAIL GEAR ASSEMBLY. (Refer to Figure 74.)

a. Place the tail of the aircraft on a suitable padded support just high enough to get the tail wheel
off the ground.
b. Remove the rear fuselage side panels.
c. Disconnect the steering links (5) at the rudder horn.
d. Remove the bolts (12) and nuts from the spring clamp (13) and remove the clamp.
e. Remove the bolts (2) and nuts that clamp the block (14) to the fuselage and pull the tail gear
assembly aft and out of the aircraft.
all
7-21A. INSPECTION OF TAIL GEAR ASSEMBLY. (Refer to Figure 7-4.) Check clamp bolts and
rust and excessive wear. Inspect tail gear spring (3) for
associated hardware closely for cracks, deformation,
corrosion. If corrosion exists, clean and Magnaflux, inspect the area for indications of cracks.
7-22. INSTALLATION OF TAIL GEAR ASSEMBLY. (Refer to Figure 7-4.)

a. Position the tail gear block (14) in the fuselage and install the gear: secure the gear to the block
with bolts (2), washers and nuts.
b. Attach the clamp (13) to fuselage.
Revised: 7/20/81 LANDING GEAR AND BRAKE SYSTEM

1G19
Measurecamber by reading protractor level

Measure toe-in by using method below. held vertically against outboard flangesof
Toe-in 0° ± 1° at grossweight. wheel.
POSITIVE NEGATIVE CAMBER
PLACE CARPENTERS SQUARE

AGAINST STRAIGHTEDGE AND LET
IT TOUCH FABRICATED BLOCK
FRONT VIEW OF CAMBER CHECK

Camber 0 + 1 at gross weight.
PLACE FABRICATED
BLOCK AGAINST WHEEL
FLANGE (SEE BELOW)
BLOCK STRAIGHTEDGE AGAINST BOTH

TIRES
NOTE:Rock wheels before checking

ALUMINUM PLATES, APPROXIMA TELY wheel alignment.
WHEELS
18" SQUARE, PLACED UNDER WH
1.00"
11.50"
MATERIAL: HARDWOOD 1 INCH THICK
Figure 7-3. Main Wheel Alignment

1G20 Revised:9/30/75
1. BEARING
2. BOLT ASSEMBLY
3. SPRING
4. CLIP
5. LINK
6. CHAIN
7. SPRING
8. GREASE FITTING
9. WHEEL ASSEMBLY
10. GREASE FITTING
11. BOLT ASSEMBLY
12. BOLT ASSEMBLY
13. CLAMP
14. BLOCK
14
2374
NOTES SEE NOTE 1

1. USE ANY COMBINATION OF AN960-416 &
AN960-415L UP TO .130 MAX. AS REQ. TO
INSURE THAT 97034- CLAMP IS SOLIDLY
SEATED ON FRAME WITH .020 MAX. GAP 4-
BETWEEN CLAMP AND SPRING. II-
2. LINK MUST BE CLINCHED ON INSTL. TO
CLOSE GAP TO .030 MAX.
3. ASCERTAIN THAT LATEST REVISION PIPER SERVICE
BULLETIN NO. 506 HAS BEENCOMPLIED WITH.
4. ADJUST TORQUE NUT IN ACCORDANCE
WITH STEPS BELOW:
a. DISCONNECT THE STEERING SPRINGS
FROM THE TAIL WHEEL STEERING ARM
ASSEMBLY.
b. TIGHTEN THE TORQUE NUT TO 50-55
INCH POUNDS AND SAFETY.
C. USING A SPRING SCALE ATTACHED TO
THE STEERING ARM SPRING HOLE.
DETERMINE IF THE PULLING FORCE IS
3.5 TO 15 POUNDS TO TURN THE TAIL
WHEEL.
d. IF THE PULLING FORCE IS NOT WITHIN
THE DESIRED LIMITS, COMPRESSION
SPRINGS MAY BE ADDED OR DELETED SEE NOTE 3 AND 4 ·
TO OBTAIN A PULLING FORCE OF .5 TO
15 POUNDS. (REFER TO PARTS
CATALOG FOR SPRING PART NUMBER.)
e. REMOVE SPRING SCALE AND ATTACH
THE CHAIN SPRING ASSEMBLIES TO THE
STEERING ARM.
Figure 7-4. Tail Gear Installation
Revised: 8/31/76 LANDINGGEAR AND BRAKESYSTEM

1G21
NOTE
Use any combination of AN960-416 and AN960-416L up to .130

maximum as required to ensure that the clamp is solidly seated on
frame with .020 maximum gap between clamp and spring.
c. Connect the steering links to the rudder.

d. Reinstall the fuselageaccesspanels.
7-23. TAIL WHEELUNIT.
7-24. REMOVAL AND DISASSEMBLY OF TAIL WHEEL, FORK AND BRACKET

ASSEMBLIES. (Refer to Figure 7-5.)
a. Support the tail of the aircraft on a suitable padded stand to allow removal of the tail wheel
assembly.
b. Disconnect the steering springs from the tail wheel assembly.
c. Remove the tire and wheel assembly from the fork by removing the cotter pin, nut (24), and
washer from the axle (17). Pull the axle from the fork to allow the wheel and tire to be removed.
d. Remove the bolts (refer to Figure 7-4, Item 11) that attach the tail wheel to the landing gear
spring and remove the tail wheel unit from the aircraft.
e. Remove the valve core from the valvestem and deflate the tire.
f. Place wheel on a clean, flat surface with the valvestem up, and break the tire beads free of both
wheel flanges(33) by applying pressure around entire sidewall as close to the tire beads as possible.
g. Remove the nuts (32) and bolts (31) and separate the wheel halves.
h. Remove the wheel bearings(29) and grease seals (27) from the wheel halves.
i. To disassemblethe fork (16) and bracket assemblies(1), clamp the bracket in a vise upside down,
and remove the cotter pin, nut (23), washer, and spacer (21) from the spindle (25).
j. Carefully separate the fork and arm assembly from the bracket. Note the relationship of all the
small parts according to Figure 7-5 to facilitate reinstallation.
7-25. CLEANINGAND INSPECTIONOF TAIL WHEEL ASSEMBLY.
a. Clean metal parts in a suitable solvent and air dry.
b. Clean bearingsin a separate container of clean fluid and dry with compressed air.
NOTE
Do not spin bearings with compressed air.
c. Visually check all parts for cracks, distortion, defects and excess wear.
1G22 Issued:2/14/73
2377
NOTE 2
TWO COMPRESSION SEE NOTE 1
SPRINGS PLACED IN TWO
FORWARD HOLES ON P/N
97020-2 ASSEMBLIES I -14
ONLY.
-15
SEE NOTE 2-
SEE NOTE 1 -16
SEE NOTE 1-
18 17
3. CONE BEARING
4. SPACER
5. DUST CAP
6. WASHER
7. WASHER
. PAWL
9. ARM ASSEMBLY 20. RETAINER, GREASE
10. PIN 21. SPACER
11. SPACER 22. WASHER
12. SPACER 23. NUT
13. SPRING 24. NUT
14. WASHER 25. SPINDLE 31. BOLT (4 REQ)
15. DUST CAP 26. SPACER 32. NUT, SELF LOCKING (4 REQ.)
16. FORK ASSEMBLY 27. GREASE RETAINER 33. HUB
17. AXLE ASSEMBLY 28. SPACER 34. GASKET
18. LOCK WASHER 29. CONE BEARING 35. TIRE, 10"
19. CONE BEARING 30. CUPBEARING 36. TUBE, 10"
NOTE 1: Use 1 each of spacers (4). (7), and (14) unless clearance exceeds .024 inch or this combination results in
interference. Add another spacer (4) and/or replace spacer (7) with spacer(14) to maintain clearance of .004 to
.024 inches.
Figure 7-5. Tail Wheel Unit
Revised: 9/30/75 1G23
7-26. REASSEMBLY AND INSTALLATION OF TAIL WHEEL, FORK AND BRACKET

ASSEMBLIES. (Refer to Figure 7-5.)
a. Prior to installation, repack all bearings with grease per Lubrication Chart (Figure 2-9).
b. Clamp the bracket assembly (1) in a vise upside down and install all the small parts that are
located between the bracket and arm assembliesin order according to Figure 7-5.
c. Install the arm (9) over the spindle (25) and into the bracket (1).
CAUTION
Due to the bracket (1) being installed in a vise upside down, be

sure to install small parts and components correctly, if following
Figure 7-5. This figure shows the proper assembly of the unit in
the upright position.
d. Place washer (14) and dust cap (15) into position.

e. Carefully place fork assembly (16) down over the spindle (25); then install the lower cone
bearing (19) and the remainingsmall parts over the spindle and into the fork assembly.
f. Tighten nut (23) to seat the bearings. Tighten till a pulling force of 32 to 35 pounds is required
to turn the tail wheel.
NOTE
This pulling force is determined with the use of a spring scale

attached to the steering arm assembly (9) in the steering spring
hole.
g. Loosen the nut (23) until a pulling force of 8.5 to 15 pounds on the spring scale is required to
turn the tail wheel.
h. The clearance between the bracket (1) and the arm (9) and also between the fork (16) and arm
(9) should be .04 to .024 inches. (Refer to Note 1, Figure 7-5.)
i. Safety the castle nut (23) with a cotter pin. (If the hole and nut castellation do not align, change
shim washers (22) under the nut and repeat Steps f and g.
j. Reinstall tire and tube on wheel half; position gasket (34); then bolt wheel halves together.
k. Inflate tire enough to seat beads; check pressure and adjust to 3545 psi.
1. Prior to installation of wheel, repack the wheel bearings with Mobil grease (Mobil grease 77 or
MobilusEP2) or equivalent.
m. Position the wheel assembly in the fork; align the hole; then slide the axle (17) through the lock
washer (18) and through the fork and wheel assemblies and secure with washer, nut (24) and cotter pin.
n. Position tail wheel unit on tail gear spring; align holes and secure with bolts. (Refer to Figure 7-4,
Item 11.)
o. Reconnect the steering springs to the tail wheel arm.
7-27. TAIL WHEEL BALANCING.(Refer to Paragraph 7-19.)
7-28. BRAKE SYSTEM.
7-29. DESCRIPTION OF BRAKE SYSTEM. (Refer to Figure 7-6.) The hydraulic brake system consists
of two master cylinders, each activated by a toe brake pedal on each rudder pedal. Brake lines connect each
master cylinder to its corresponding wheel brake cylinder. A single disc, dual piston type brake assembly is
used at each main wheel. The disc is bolted to the wheel, while the brake assembly laterally floats on
anchor bolts that extend through a torque plate which is bolted, along with the axle, to the gear leg.
Revised:9/1/78 LANDINGGEAR AND BRAKESYSTEM

1G24
2376
TUBE ASSEMBLY
HOSE ASSEMBLY, FLEXIBLE
MASTER CYLINDER, RIGHT
VALVE, PARKING BRAKE
MASTER CYLINDER, LEFT
KNOB, PARKING BRAKE
CONTROL ASSEMBLY, PARKING BRAKE
TUBE ASSEMBLY
BRAKE ASSEMBLY
HOSE ASSEMBLY, FLEXIBLE
Figure 7-6. Brake System Installation
Issued: 2/14/73 1H1
7-30. TROUBLESHOOTING.Troubles peculiar to the brake system are listed in Table VII-I, at the back
of this section, along with their probable causes and suggested remedies. When troubleshooting the brake
system, it may be found that it is necessary to place the airplane on jacks. If so, refer to Jacking
Instructions, Section II.
7-31. WHEEL BRAKEASSEMBLY.
7-32. BRAKE ADJUSTMENTAND LINING TOLERANCE. No adjustment of the brake lining clearance
is necessary, as they are self adjusting. Inspection of the lining is necessary and it may be inspected visually
while installed on the airplane. The liningsare of the riveted type and should be replaced if the thickness of
any one segment becomes worn below .100 of an inch or unevenly worn. (Refer to Paragraph 7-34g.)
7-33. REMOVALAND DISASSEMBLYOF WHEEL BRAKE ASSEMBLY.(Refer to Figure 7-7.)
a. Disconnect and drain the brake hose and cap the open fittings to protect against contamination
by foreign material.
b. Remove the two back plate assemblies(3) by removing the four attachment bolts (12).
c. Loosen and remove the two nuts (13) and washers (14) that attach the brake cylinder housing
(15) to the torque plate (2) and slide the cylinder housing from the torque plate.
NOTE
To remove the torque plate, the wheel and axle assemblymust be

removed. (Refer to Paragraph 7-10.)
d. Remove the pressure plate (7) by slidingit off the anchor bolts of the housing.
e. The pistons (8) may be removed by injecting low air pressure in the cylinder fluid inlet (10) and
forcingthe pistons from the housing.
f. Check anchor bolts (1) for wear. (Refer to Paragraph 7-34c.)
g. Remove the anchor bolts by the following procedure:
1. Position cylinder assemblyon a holding fixture.
2. Use a suitable arbor press to remove the anchor bolt from the cylinder body.
h. Install anchor bolts by the followingprocedure:
1. Support anchor bolt in a holding fixture.
2. Align cylinder body over anchor bolt.
3. Use a suitable arbor press and apply pressure on the spot face directly over the anchor bolt
hole.
7-34. CLEANING,INSPECTIONAND REPAIROF WHEEL BRAKEASSEMBLY.

a. Clean all metal parts and O-rings with denatured alcohol (gasoline and dry-cleaning fluids will
damage O-rings).If O-ringsare damaged or worn excessively, they should be replaced.
b. Inspect brake cylinder for cracks, nicks, corrosion, damaged threads, etc. Inspect inlet and outlet
hydraulic ports for foreign contaminates. Examine cylinder walls for scoring or excessive wear. Blend and
polish light scratches in piston cavities with fine emery cloth (600 grit). Castings that are cracked or have
damaged threads should be replaced.

1H2 Issued: 2/14/73
98065
2378
1. BOLT, ANCHOR
2. TORQUE PLATE ASSEMBLY
3. BACK PLATE (2 REQ)
4. LINING, BACK PLATE (2 REQ)
5. LINING, PRESSURE PLATE
6. RIVETS ( REQ)
7. PRESSURE PLATE
8. PISTON
9. O-RING
10. FITTING. TUBE
11. WASHER
12. BOLT
13. WASHER
14. NUT
IS. CYLINDER
16. CAP, BLEEDER
12
Figure 7-7. Wheel BrakeAssembly
LANDINGGEAR AND BRAKESYSTEM

Issued: 2/14/73 1H3
c. Inspect anchor bolts for cracks, corrosion, permanent set, and excessive wear. Replace bolts that are
bent, cracked, or severely corroded. (Refer to Paragraph 7-33g and h.)
d. Inspect pistons for cracks, nicks, burrs, or excessive wear. Remove burrs and blend out nicks, using
fine emery cloth (600 grit), and clean thoroughly.
e. Inspect pressure plate assembly for cracks, damaged rivets and excessive warpage. Replace if cracked
or severely deformed. Replace cracked or deformed rivets.
f. Inspect brake cylinder bolts for cracks, thread damage, and self-locking feature. Replace bolts that
are cracked, bent or have damaged threads.
g. Inspect brake linings for radial cracks around rivets and surface deterioration. Linings should be
replaced when worn to a thickness of .100 inch. Worn linings may be easily removed by drilling out rivets,
using a 5/32 drill. Install new linings in place, using 105-00200 rivets.
NOTE
Replacement brake linings should be conditioned by performing six

light pedal effort braking applications from 25 - 40 MPH allowing
the brake discs to partially cool between stops.
h. Inspect torque plate for cracks, nicks, burrs, rust, excessive wear and brinelling in bolt holes. Replace
if cracked or severely deformed.
7-35. REPAINTING OF BRAKE ASSEMBLY.

a. Thoroughly clean repaired surfaces and areas of the brake assembly from which paint has been
removed.
b. Paint exposed areas with one coat of primer and one coat of aluminum lacquer.
CAUTION
Do not paint pistons or the piston bores in the brake cylinder.
7-36. ASSEMBLY AND INSTALLATION OF WHEEL BRAKE. (Refer to Figure 7-7.)

a. Lubricate the piston O-rings (9) with fluid MIL-H-5606 petroleum base and install on pistons (8).
Slide the pistons in cylinder housing (15) until flush with surface of housing.
b. Slide the pressure plate assembly (7) onto the anchor bolts (1) of the housing.
NOTE
If the torque plate was removed, install it along with wheel and axle
according to Paragraph 7-12a and b.
c. Place cylinder housing in position by sliding anchor bolts into the torque plate.
d. Position each back plate assembly between the wheel and brake disc. Install the two bolts (12) that
attach each back plate assembly to the cylinder housing.
e. Reconnect brake hose to fitting on cylinder housing.
f. Fill and bleed brake system per Paragraph 7-51.
7-37. BRAKE MASTER CYLINDER (TOE BRAKE).
7-38. REMOVAL OF BRAKE MASTER CYLINDER. (Refer to Figure 7-8.)

a. Place a cloth and/or drip pan beneath the cylinder, then disconnect the hydraulic hose at the base of
the cylinder. Cap the hose fitting to prevent entrance of foreign material and leaking of fluid.
b. Remove the brake cylinder by removing the two bolts (4 and 10) that attach the cylinder to the pedal
and pedal arm. Note position of washers when removing the bolts.
1H4 Revised: 10/20/80
1H4
1. HOSE ASSEMBLY, LEFT, TO PARKING BRAKE

VALVE
Figure 7-8. Toe Brake Installation
7-39. DISASSEMBLYOF BRAKEMASTERCYLINDER. (Refer to Figure 7-9.)

a. Note distance from mounting hole in clevis and mounting hole in brake cylinder housing. This
distance must be maintained upon reassembly.
b. Removeclevisand check nut from shaft.
c. Remove snap ring and cover plate.
d. Remove lockscrew and washer using a 1/8 inch allen wrench and remove piston and shaft
assembly.
e. Remove snap ring to disassemblethe piston from the shaft.
NOTE
Do not attempt to remove the thrust collar from shaft. These parts
are pressed together. If either of these parts are faulty, replace
them both. Also do not attempt to remove the bushing from the
cover plate. These parts are swedged together and should be
ordered together should either part be faulty.
LANDINGGEAR AND BRAKESYSTEM

Issued: 2/14/73 1H5
7-40. CLEANING, INSPECTION AND REPAIR OF BRAKE MASTER CYLINDER. (Refer to Figure
7-9.)
a. Clean all parts except O-ringswith a suitable dry-cleaningsolvent or denatured alcohol.
b. Inspect all parts for amount of wear, cracks or amount of distortion.
c. Remove and replace all seals.
d. Check piston for deep scratches.
e. Check bore on cylinder housing for deep scratches. Light scratches may be removed with #400
paper.
f. Check valve spring for free length of 3/8 inch to 7/16 inch. Check return spring for a free length
of 2 3/8 inch to 2 1/2 inch.
g. Replace all parts that do not meet specifications outlined above.
7-41. ASSEMBLYOF BRAKEMASTERCYLINDER. (Refer to Figure 7-9.)

a. Immerse all seals, except square cut rubber ring, in hydraulic brake fluid (MIL-H-5606)
petroleum base and apply a coating of brake fluid to bore of cylinder housing.
b. Be sure O-ring is in position between thrust collar and piston, then install check valve spring and
lock assemblytogether with snap ring.
c. Engage bottom of shaft and piston assembly in small diameter of spring and install into housing.
d. Depress shaft assembly and lock into position with lockscrew and washer. Use a new lockscrew
and washer each time master cylinder is reassembled.
e. Install cover plate and snap ring.
f. Install check nut and clevis and adjust to dimensions that were checked before disassembly.This
dimension is approximately 8 inches.
7-42. TESTING BRAKE MASTER CYLINDER. After complete assembly, blow air through port hole in
cylinder housing and observe air passing out through vent in filler plug. This assures that valve is opening.
With air still passing through port, depress shaft approximately 1/16 inch. This should cut off air passing
through assemblyand out vent cap and show that the check valveis closingand sealingproperly.
The following function and proof test should be conducted with hydraulic brake fluid (MIL-H-5606)
pertoleum base only, and should be done in a shop equipped for such a test:
a. Bleed all air from cylinder.
b. Pressure check cylinder to 1500 psi, allow two minutes for stabilization and check for external
leaks.
c. Lower pressure to 1000 psi and after a two minute stabilization period, check pressure drop.
Pressureshould remain steady. A 20 psi drop in a two minute period is acceptable.
d. If cylinder fails to pass above test, recycle and check again. If cylinder still fails test, disassemble
and check O-ring for cuts or scratches which might have occured during assembly. Also check for dirt or
contamination around either O-ring.
743. INSTALLATIONOF BRAKEMASTERCYLINDER. (Refer to Figure 7-8.)

a. Position the cylinder assembly in its proper location and install the long attachment bolt (4)
through the bushing on the pedal arm and the short bolt (10) through the foot pedal. Install nuts and
washersand tighten.
b. Connect the hydraulic hose at the base of the cylinder.
c. Fill brake system per Paragraph 7-50.
d. Bleed brake system per Paragraph 7-51.

1H6 Revised: 1/19/78
14
15
17
7. SNAP RING 13. SNAP RING

1. CLEVIS
8. SHAFT 14. SCREW AND WASHER ASSEMBLY
2. LOCKNUT
9. THRUST COLLAR 15. FILLER PLUG
3. SNAP RING
COVER PLATE 10. PISTON 16. BRAKE HOUSING
4.
11. O-RING 17. O-RING
5. BUSHING
CUT, RUBBER 12. SPRING I8. RETURN SPRING
6. RING,SQUARE
Figure 7-9. Brake Cylinder Assembly (Toe Brake)
Issued:2/14/73 1H7
7-44. PARKINGBRAKE VALVE.

7-45. REMOVALOF PARKING VALVE.
a. Remove the agricultural dispersalequipment from underneath the aircraft.
b. Remove the bottom fuselage accesspanel just aft of the subtank.
c. Disconnect the actuating cable from the parking valve lever.
d. Disconnect the hydraulic lines from the valve.
NOTE
Cap the disconnected lines and fittings to prevent contamination

and minimize leakage.
e. Remove the bolts that attach the valve to its mounting bracket and remove the valve.
7-46. DISASSEMBLYOF PARKING BRAKE.
7-47. CLEANING,INSPECTIONAND REPAIROF PARKING VALVE.
7-48. ASSEMBLYOF PARKING VALVE.
7-49. INSTALLATIONOF PARKING VALVE. (Refer to Figure 7-6.)
a. Position the valve on the mounting bracket and secure with bolts.
b. Remove the previously installed cap plugs and reconnect the hydraulic lines to the valve.
c. Reconnect the actuating cable to the valve lever with the valve in the off position and the parking
brake handle .06 to .125 inch from its full down position.
d. Refill the hydraulic brake system and bleed per Paragraph 7-51.
e. Check for leaks and reinstall bottom fuselage access panel and agricultural dispersal equipment.
7-50. FILLING BRAKE SYSTEM. The brake system is filled with petroleum base hydraulic brake fluid.
This should be checked at every 100-hour inspection, and replenished if necessary.
WARNING
Do not use vegetable base fluid in this system.
Whenit is necessary to refill the system, the followingprocedure may be followed:
NOTE
Make sure the parking brake valve is open (control handle in

cockpit is pushed in).

1H8 Issued: 2/14/73
housing.
a. Remove the rubber cap from the bleeder fitting on the wheel brake cylinder
b. Slide the hose from a pressure can over the bleeder nozzle. the bleeder screw and
c. With the filler screw removed from the top of the master cylinder, loosen
open the valve on the pressurecan and fill the system. from the bleeder fitting.
d. Close the pressure can valve and the bleeder screw and remove the hose fitting.
Install the filler screw in the master cylinder and place rubber cap over bleeder
e. Repeat this procedure for the opposite side, as each side is a separate system.
NOTE
If a pressure can is not available,an open can with a hose attached

may be used, provided the can is held higher than the master
cylinder.
7-51. BLEEDINGBRAKES.
a. Check the entire system for breaks or leaks. housing.
b. Remove the rubber cap from the bleeder fitting on the wheel brake cylinder the other end in a suitable
c. Slide one end of a clean clear hose over the bleeder nozzle and place
clean container. bled.
d. Remove the filler screw from master cylinder of the particular brake beingbase hydraulic fluid and
e. Fill the master cylinder with Universe No. 40 MIL-H-5606 petroleum
keep the cylinder full during the bleeding process. the bleeder
f. Loosen the bleeder screw and work the brake pedal rapidly to force fluid through Continue this
off position.
hose into the receptacle. Tighten bleeder screw during return of pedal to theThe system is then properly
process until no air bubbles are observed coming through the bleeder hose.
bled. that the master cylinder
g. Tighten the bleeder screw, remove hose, and replace rubber cap. Ensure
is full of fluid and that brakes operate properly.
LANDINGGEARAND BRAKE SYSTEM

Issued:2/14/73 1H9
SECTION VIII
POWER PLANT
CONTINENTAL - 285
Aerofiche
Paragraph Grid No.
8-1. Introduction .............................................................. 1H13

8-2. Description ............................................................... H13
8-3. Engine Cowling ........................................................... H 14
8-4. Description ............................................................... H 14
8-5. Removal of Engine Cowling ....................................... H14
8-6. Cleaning, Inspection, and Repair of Engine Cowling .................. 1H14
8-7. Installation of Engine Cowling ..................................... H 16
8-8. Propeller and Propeller Spinner ............................................. H 16
8-9. Removal of Propeller and Propeller Spinner ...................... H 16 1
8-10. Cleaning, Inspection, and Repair of Propeller Spinner ................. 1H16
8-11. Installation of Propeller and Propeller Spinner ....................... I H 18
8-12. Blade Track...................................................... IH19
8-13. Propeller Governor .............................. . .................. IH20
8-14. Description ............................................................... 1H20
8-15. Removal of Propeller Governor .................................... 1H20
8-16. Installation of Propeller Governor .................................. I H20
8-17. Propeller Governor Adjustment and Control Rigging .................. 1H21
8-18. Engine ................................................................... IH21
8-19. Engine Data .............................................................. IH21
8-19a. Standard Practices - Engine ................................................ IH23
8-20. Troubleshooting ........................................................... 113
8-21. Removal of Engine ............................................... 113
8-22. Cleaning........................................................ 114
8-23. Removal of Accessories ............................................ 114
8-24. Inspection ...................................................... 115
8-25. Build-up......................................................... 115
8-26. Installation of Engine ............................................. 115
8-27. Flexible Fluid Hoses ....................................................... 116
8-28. Leak Test ........................................................ 116
8-29. Replacement ..................................................... 116
8-30. Engine Baffles ............. .......................................... 116
8-31. Description of Baffles ...................................................... 116
8-32. Removal and Installation of Engine Baffles .......................... 116
8-33. Cleaning and Inspection and Repair of Baffles ........................ 116
Revised: 10/20/80 POWER PLANT - CONTINENTAL

1H10
Aerofiche
Paragraph Grid No.
116
8-34. Engine Mount ........................................................ 117
8-35. Removal and Installation ......................
Inspection and Repair . ....... ............. ................... 117
8-36.
Engine Shock Mounts ............................................ 117
8-37.
Replacement of Engine Shock Mounts ...................... 117
8-38.
. ......................... . 117
8-39. Engine Lubrication System ..............
Description ......................................................... . 119
8-40.
. 119
8-41. Troubleshooting ........................................................
Oil Filter Replacement ..... .................................... 119
8-42.
Oil Pressure Relief Valve Adjustment ................................ 119
8-43.
Oil Cooler ....................................... 1111
8-44.
Recommendations For Changing Oil.............. 1111
8-45.
Loss of Oil Pump Prime .......................................... 1112
8-46.
1112
8-47. Induction Air System ...........................................
Description ........................................... 1112
8-48.
Removal and Disassembly of Air Box and Filter Housing .............. 1112
8-49.
Cleaning and Inspection of Air Box, Filter Housing, and Filter........ 1112
8-50.
Assembly and Installation of Air Box and Filter Housing .............. 1114
8-51.
8-52. Engine Fuel System ....................................................... 1114
8-53. Description . ....................................................... .1114
8-54. Throttle Body Assembly ..................... .............................. 1116
Removal of Throttle Body Assembly . 1I16
8-55.
Inspection of Throttle Body Assembly ........................ 1116
8-56.
Installation of Throttle Body Assembly .............................. 1116
8-57.
Valve ....................................................... 1117
8-58. Fuel Manifold
8-59. Removal ................ ........ ............................ 17
11•
Removal of Fuel Manifold Valve ........................ 1117
8-60.
Inspection of Fuel Manifold Valve. 1117
8-61.
Fuel Discharge Nozzles ..................................................... 1117
8-62. 1117
8-63. Removal of Fuel Discharge Nozzles ....................
8-64. Cleaning and Inspection of Fuel Discharge Nozzles................... 1117
Installation of Fuel Discharge Nozzles ............................... 1117
8-65.
8-66. Fuel Injection Pump .............................. • 11.............
18
Removal of Fuel Injection Pump ................................... 1118
8-67.
8-68. Installation of Fuel Injection Pump ........................ 1118
8-69. Engine Setup Procedures .......................................... 1118
Engine Controls ................................... ....................... 1123
8-70.
Engine Control and Rigging Instructions........... ............... 1123
8-71.
8-72. Rigging and Adjustment of Mixture Controls (DELETED) .........
8-73. Ignition System ........................................................... 1123
Description ...................................... .................... . 123
8-74.
8-75. Magneto ................................................ .1123
Description and Principle of Operation ....................................... 1123
8-76.
Inspection of Magneto............................................. IJ
8-77. 1
8-78. Magneto Installation and Timing Procedure ..........................
Magneto Timing Procedure ............................ J7
8-79.

Aerofiche
Paragraph Grid No.
8-80. Harness Assembly ......................................................... 10

8-81. Inspection of Harness ............................................. J10
8-82. Maintenance of Harness ........................................... 1
IJ
8-83. Spark Plugs ............................................................... J14
8-84. Removal of Spark Plugs ........................................... J 14
8-85. Inspection and Cleaning of Spark Plug .............................. 1J18
8-86. Installation of Spark Plugs ......................................... 1
8-87. Starting Vibrator ................... .................. ............... IJ18
8-88. Starting Vibrator Checking Procedure ............................... 1J18
8-89. Removal of Starting Vibrator ...................................... 1
8-90. Installation of Starting Vibrator .................................... 1
8-91. Extreme Weather Maintenance ...................................... .. J....
120
Revised: 10/ZU/80
1H12 POWER PLANT - CONTINENTAL
SECTIONVIII
POWERPLANT
CONTINENTAL - 285
8-1. INTRODUCTION.This section covers the power plant used in the PA-36 aircraft, andand is comprised of
Minor Repairs, Removal Installation
Description, Corrective Maintenance, Adjustments and Tests,
instructions, and Troubleshooting for the power plant and its associated components.
engine or
For further instructions and for major repairs, consult the appropriate publication of the
component manufacturer.
6-285-B2 and
8-2. DESCRIPTION. The PA-36-285 Pawnee Brave is powered by a Teledyne Continental horizontally
6-285-C2 "Tiara" fuel injected, naturally aspirated, overhead valve, air cooled, six-cylinder
the Vibratory
opposed, gear drive, wet sump aircraft engine rated at 285 horsepower. A unique device - engine. At low
Torque Control unit (VTCunit) - is located at the forward end of the crankshaft, inside the
the propeller
engine RPM, the VTC unit is "locked up" hydrostatically and transfers crankshaft power to increases. At a
through a relatively stiff drive shaft. As engine speed increases, torsional vibration also
any appreciable magnitude, the VTC unit
predetermined RPM, before this torsional vibration reaches excess of
drive shaft which is now turning in
"unlocks" and causes the propeller to be driven by a flexible between the stiff
the RPM at which it is subject to torsional vibration of significant magnitude. This shifting
during flight,
drive and the flexible driveis strictly a function of RPM and is automatic. It is fail-safein that conventional
the VTC unit is always unlocked. This method of reducing torsional vibration replaces the
result is a lighter
systems with counterweights suspended on the crankshaft for dampening. The overall
engine with fewer rotating components and much smoother engine operation.
NOTE
The VTC unit requires no servicingor adjustment.

and
The crankcase is of aluminum alloy and the crankshaft is steel alloy with nitrided journalsalloy
crankpins. The connecting rods are "I" beam-type steel forgings. The pistons are forged aluminumstellite
utilizing a concave head and slipper-type design for reduced reciprocating weight. Exhaust valvesare shell
faced and the cylinders have a cast-iron barrel encased in an aluminum alloy jacket with removable
molded cylinder heads. All accessoriesare driven from a gear tower at the rear of the engine which is driven
by the camshaft.
An oil
An engine driven gear-type oil pump furnishes oil for the forced feed lubricating system. A full
temperature control valve maintains proper oil temperature, aided by remote-mounted oil cooler.
flow replaceable elementoil filter is furnished.
The fuel injection system is multi-nozzle continuous flow type, which controls fuel flow according to
aneroid which
power setting. A rotary vane two-stage fuel pump contains a manifold pressure sensitive fuel
automatically adjusts fuel flow to compensate for altitude changes. Air throttle, air manifold valve of
metering, fuel mixture control unit and hot prime system for cold weather starting are all components
this all season fuel system.
Revised:8/31/76 POWERPLANT- CONTINENTAL

1H13
The shielded ignition system incorporates a magneto containing components of two magnetos within
one unit and furnishes "shower of sparks" for easy all-weather starting.
The starter is right angle mounted on the left front side of the engine crankcase and incorporates an
efficient clutch-springarrangement to reduce wear.
A 24-volt, 60-amp alternator located on the left front side of the engine crankcase just above the
starter motor, is belt driven directly from the crankshaft. The alternator provides battery chargingcurrent
at speeds as low as 1000 RPM.
The induction system consists of an aft baffle mounted intake incorporating a polyfoam or paper filter
and an alternate air source.
The exhaust system is of stainless steel and directs gases from each cylinder through a muffler on the
right side of the engineand then outboard over the right wing.
The propeller on the PA-36 is either a Hartzell HC-C2YF-1BF/F9587Aor HC-C3YF-1RF/F9684-1,
constant speed unit. The constant speed propeller utilizes oil pressure from the propeller governor to move
the blades into high pitch (reduced RPM). The centrifugal twisting moment of the blades tend to move
them into low pitch (high RPM) in the absence of governor oil pressure.
For further information of more detail concerning the various components and systems that make up
this section, refer to the appropriate paragraph in this section that deals with the component.
8-3. ENGINECOWLING.
84. DESCRIPTION. The cowling completely encloses the engine and consists of a reinforced plastic lower
nose and bottom section, a reinforced plastic upper nose section attached to a flat aluminum top section
having piano type hinges along both sides, and two quick latching, wrap around, side panel assemblies
consisting of two aluminum panels hinged together to provide easy accessto the engine.
8-5. REMOVALOF ENGINECOWLING. (Refer to Figure 8-1.)
a. Remove the screws (18) from the cowl top assembly; release the studs (10) and cowl latch
assemblies (12 and 13), and remove the complete upper cowl and door assemblyfrom the aircraft.
b. Remove the screws (19) that attach the upper nose bowl (1) to the lower cowl(15) and remove
the upper nose bowl.
c. Loosen the clamp on the oil cooler air hose and slide the hose back and off the air duct tube.
d. Remove the screws (20) from the bottom rear section of the cowl and the screws that attach the
cowl to the cowl supports (5,16,17 & 21). Lower the cowl from the aircraft.
8-6. CLEANING, INSPECTION,AND REPAIR OF ENGINECOWLING.

a. Clean the inside surfaces of the cowling with a suitable solvent (Stoddard or equivalent) and then
wipe with a clean cloth. Wash the painted surfaces of the cowling with a solution of mild soap and water
and rinse thoroughly.
b. Inspect the cowling for dents, cracks, loose rivets, damaged or missing fasteners and damaged
fiberglassareas.
c. Repair all defects to prevent further damage. Fiberglass repair procedures may be accomplished
according to: Fiberglass Repairs, Section IV.
POWERPLANT- CONTINENTAL Revised:8/3176

1H14
2386
7
1. NOSE BOWL ASSEMBLY, UPPER

2. TOP ASSEMBLY, COWL
3. HINGE, UPPER, RIGHT 15
4. STUD ASSEMBLY
5. DOOR SUPPORT, RIGHT
6. BOLT ASSEMBLY
15. COWL ASSEMBLY, LOWER
7. DOOR ASSEMBLY, COWL, UPPER, RIGHT
8. HINGE, UPPER, LEFT 16. SUPPORT ASSEMBLY, COWL, LOWER, FORWARD
9. DOOR ASSEMBLY, COWL, UPPER, LEFT 17. SUPPORT ASSEMBLY, COWL, LOWER, AFT
10. STUD 18. SCREW ASSEMBLY, COWL ATTACHMENT
11. RETAINER 19. SCREW ASSEMBLY, COWLATTACHMENT
12. HOOK ASSEMBLY, COWL LATCH (5 REQ) 20. SCREW ASSEMBLY, COWL ATTACHMENT
13. HOOK ASSEMBLY, COWL LATCH (1 REQ) 21. SCREW ASSEMBLY, COWL SUPPORT
14. DOOR ASSEMBLY, COWL. LOWER, LEFT. 22. BRACKET, COWL MOUNTING
Figure 8-1. Engine Cowling Installation
Revised:8/31/76 POWER PLANT - CONTINENTAL

1H15
8-7. INSTALLATIONOF ENGINECOWLING. (Refer to Figure 8-1.)

a. Raise the lower cowl into position and attach the cowl to the supports (5,16,17 & 21) with
screws and nuts. Secure the lower rear section of the cowl with screws(20) and washers.
b. Slide oil cooler air hose on to the air inlet duct tube and secure with the clamp.
c. Secure the upper nose bowl assembly to the lower cowl with screws (19), washers and nuts.
d. Place the upper complete cowl assembly into position; secure with screws (18) and washers on
the top, and lock the latch (12 and 13) and stud (10) assemblies.
8-8. PROPELLER AND PROPELLER SPINNER
8-9. REMOVAL OF PROPELLERAND PROPELLER SPINNER (Refer to Figure 8-2.)

a. Assure master switch and magneto switches are in the off position.
b. Place fuel selector in the off position.
c. Place mixture control in idle-cut-off.
NOTE
Before removing spinner components, reference each mating part

to facilitate in alignment for reassembly.
d. Remove spinner assembly by removing attaching screws.
e. Remove propeller assemblyby the following procedure:
1. Support propeller assemblywith an appropriate sling and hoist.
2. Place a drip pan under the propeller to catch oil spillage.
3. Remove safety wire from propeller mounting nuts. Loosen the nuts about 1/4 inch and pull
propeller assembly forward against the nuts to allow oil to drain from the propeller and engine cavities.
4. Remove the propeller attaching nuts and pull the propeller forward and free from the
crankshaft.
5. Cap engine flange to prevent contamination.
NOTE
Balance weights on three bladed propellers are sometimes attached

to the propeller bulkhead assembly. During removal, balancing or
otherwise disassemblingof this unit, the particular orientation of
these balance weights must be maintained with the individual
propeller blades. When replacing the bulkhead assembly, the
weights must be installed on the new unit in the same relative
location as they were on the old unit. Whenthe propeller is being
repaired and rebalanced, the bulkhead must be included as part of
the propeller. (Refer to Hartzell Service Letter No. 102.)
8-10. CLEANING,INSPECTION,AND REPAIR OF PROPELLERAND PROPELLER SPINNER.
a. Check for oil and greaseleaks.
b. Clean spinner and propeller assembly with a non-corrosivesolvent.
c. Inspect spinner and propeller hub components for cracks.
d. Check all visible components for wear and safety.
e. Inspect blades for nicks and cracks. Refer to Figure 8-3, for propeller blade minor repair.
f. Check for freedom of blade movement in propeller hub by rocking each blade back and forth
through the slight movement allowed by the pitch change mechanism.If internal or major external damage
should occur, propeller assemblyshould be refered to an appropriate repair facility.
POWERPLANT- CONTINENTAL Revised: 6/15/77

1H16
C727
THREE BLADED PROPELLER 1. NUT
2. WASHER
3. STUD
4. SPACER
5. NUT
6. WASHER
7. BALANCE WEIGHTS
8. HUB ASSEMBLY, PROPELLER
9. O-RING
10. PRELOAD PLATE UNIT
11. O-RING
12. O-RING
13. FORK UNIT, PITCH CHANGE
14. BEARING, BLADE, SPLIT
15. BLOCK, PITCH CHANGE
16. O-RING
17. BOLT, HEX HEAD (6 REQ)
18. BOLT, HEX HEAD (4 REQ)

19. RING, BEARING GUIDE
20. SPLIT RETAINER
21. ROD, PISTON
22. BLADE, PROPELLER
23. O-RING
24. SPRING
25. O-RING
2372 26. SEAL, FELT
27. PISTON
28. SPINNER
29. CYLINDER
30. COTTER PIN
31. NUT
32. SEAL
33. NUT
34. SCREW, LOW STOP
TWOBLADEDPROPELLER
Figure 8-2. Propeller Installation

1H17
EXAGGERATED VIEW OF EXAGGERATED VIEWOF EXAGGERATED VIEW OF

NICK IN LEADING EDGE SURFACE CRACK NICK IN FACE OF BLADE.
AFrTER BEFORE REPAIR
BLEND DEEPEST PORTION

OF NICKS INTO LEADING
EDGE ALIGNMENT WITH
SMOOTH CURVES
CROSS-SECTION
NOTE: RECOMMENDED METHOD FOR REMOVING NICKS,

CRACKS,AND SCRATCHES IS BY USING RIFFLE
FILE AND/OR CROCUS CLOTH.
Figure 8-3. Propeller Blade Minor Repair

8-1 1. INSTALLATION OF PROPELLER AND PROPELLER SPINNER.
b. Make certain te fuel selector is in the off position and the mixture control in idle-cut-off.
c. Wipe crankshaft and the interior of the propeller hub to assure no foreign matter entered the
propeller mechanism.
d. Check propeller hub for proper seating of "0" ring. Cover "O" ring with a light film of engine
oil.
e. Install rear spinner bulkhead. Refer to table VIII-I for torque specification.
f. Attach propeller assembly by aligning propeller mounting studs and dowel pins with the mating
holes in the engine propeller drive shaft.
g. Secure propeller assembly by tightening the mounting nuts in a sequence not to allow the
propeller hub to cock on the engine propeller driveshaft.
h. Torque propeller mounting nuts and safety. Refer to table VIII-I for torque specification.
j. Attach the propeller spinner by aligning the reference mark on the spinner with the mark on the
rear spinner bulkhead. Secure with attaching screws and torque screws to specifications. Refer to Table
VIII-I.
POWER PLANT - CONTINENTAL Revised: 6/15/77

1H18
TABLE VIII-I. PROPELLER SPECIFICATIONS
TWO BLADE THREE BLADE

HC-C2YF-1BF HC-C3YF-1RF
Hub, Model F9684-1
Blade, Model F9587A
95 in. 95 in.
Diameter ° 16.3° to 16.5
Blade, Angle (1) Low Pitch (High RPM) 17.8 to 18.2
High Pitch (Low RPM) 27 to 29 29° to 31
Engine Static High RPM 2000 RPM max.

Propeller RPM Setting
Description Required Torque (Dry)

Propeller Torque Limits 60-70 foot-pounds
Propeller Mounting Studs
Spinner Bulkhead Attachment Nuts 20-22 foot-pounds
Spinner Attachment Screws 20-25 inch-pounds
(1) MEASUREMENT TAKEN AT 30 INCH STATION
tip to follow the other, while rotating, in

8-12. BLADE TRACK. Blade track is the ability of one blade than .0625 inch - may be an indication of
- more
almost the same plane. Excessivedifference in blade track track as follows:
bent blades or improper propeller installation. Check blade
to the aircraft a smooth board just under
a. With the engine shut down and blades vertical, secureits full "blade-shake" travel, making small
the tip of the lower blade. Move the tip fore and aft through between these marks and scribe a line on the
marks with a pencil at each position. Then center the tip
board for the full width of the tip. blade down. Center the tip and scribe a
b. Carefully rotate propeller by hand to bring the opposite than .0625 inch.
pencil line as before and check that lines are not separated more and inspected for bent blades, or for parts
c. Propellershavingexcess blade track should be removed hub and crankshaft mounting faces. Bent
of sheared O-ring,or foreignparticles, which have lodged between
blades will require repair and overhaul of assembly.
POWER PLANT - CONTINENTAL

Revised: 9/1/78
1H19
1. CONTROL ARM
60 2. CONTROL WHEEL
4. RPM ADJUSTING SCREW
5. LOCKNUT
O 3
Figure 8-4. Propeller Governor
8-13. PROPELLER GOVERNOR.
8-14. DESCRIPTION. The propeller governor is located at the rear of the engine at top right side of the
accessory housing. The governor is a single acting, centrifugal type pump, which boosts the engine oil
pressure and directs it to the propeller, where the oil is used to increase blade pitch (decrease RPM). A
single acting governor uses oil pressure to effect a pitch change in one direction only; a pitch change in the
opposite direction results from a combination of centrifugal twisting moment of rotating blades and
compressed springs. A pilot valve, fly weightand speeder spring act together to open and close governor oil
passagesas required to maintain a constant engine speed.
8-15. REMOVALOF PROPELLER GOVERNOR.(Refer to Figure 8-4.)
a. Remove the upper engine cowl.
b. Disconnect the control cable end from the governor control arm (1).
c. Remove the governor mounting stud nuts. It will be necessary to raise the governor as the nuts
are being removed. In this manner the nuts can be completely removed.
d. Remove the mounting gasket. If the governor is to be removed for a considerable length of time
and another unit not substituted, it is advisable to cover the mounting pad to prevent damage caused by
foreign matter.
8-16. INSTALLATIONOF PROPELLER GOVERNOR.(Refer to Figure 8-4.)

a. Clean the mounting pad thoroughly, making very certain that there are no foreign particles in the
recess around the drive shaft.
b. Place the governor mounting gasket in position with the raised portion of the screen facingaway
from the engine.

1H20
1H 20
Revised: 8/31/76
position.
c. Align the splines on the governor shaft with the engine drive and slide the governor into
mounting
d. With the governor in position, raise the governor enough to install washers and start
nuts. Torque nuts even. in the
e. Connect the control cable end to the governor control arm (1). The ball stud is installed
inner hole of the control arm.
f. Adjust governor control per Paragraph 8-17.
g. Install engine cowl.
8-17. PROPELLERGOVERNORADJUSTMENT AND CONTROLRIGGING. (Refer to Figure 8-4.)
a. Start engine, and park 90 to wind direction and warm in a normal manner.
°
CAUTION
Do not operate engine between 950 to 1150 RPM in crosswinds

above 15 MPH. The following check should not be performed
unlesswind is below 5 MPH.
At this
b. To check high RPM, low pitch setting, move the propeller control all the way forward. (4). With
high RPM fine adjusting screw
position the governor speed control arm (1) should be against the steady with the high
the throttle full forward, observe engine RPM, which should be 2000 RPM and remain
RPM properly adjusted.
c. Should engine RPM not be as required, the high RPM setting should be adjusted as follows:
1. Shut down the engine and remove the upper engine cowl.
To do this.
2. Adjust the governor by means of the fine adjustment screw (4) for 2000 RPM. to
(5) and turn the screw in a clockwise direction
loosen the high RPM fine adjustment screw locknut speed.
decrease engine speed or in a counterclockwise direction to increase engine
NOTE
One revolution of the fine adjustment screw will increase or

decrease the engine speed approximately 20 RPM.
3. Securethe cowl and repeat Step b to ascertain proper RPM setting.

4. After setting the proper high RPM adjustment, run the self-locking nut on the fine
adjustment screw against the base projection to lock.
5. Ascertain that the governor control arm (1) is adjusted to the proper angle on the control
wheel (2) as shown in Figure 8-4. the
d. With the high RPM adjustment complete, the control system should be adjusted soof that an inch
governor control arm will contact the high RPM stop when the cockpit control knob is .062
end from the
from its full forward stop. To adjust the control knob travel, disconnect the control cable the
control arm; loosen the cable end jam nut and rotate the end to obtain the desired clearance. Reconnect
cable end and tighten jam nut.
e. It is usually only necessary to adjust the high RPM (low pitch) setting of the governor control
system as the action automatically takes care of the positive low RPM (high pitch) setting.
8-18. ENGINE. (Refer to Figure 8-5.)
power plant
8-19. ENGINEDATA. The following table contains information on the 6-285-B2or 6-285-C2
used in the PA-36 aircraft and includes performance, operating data and specifications.

1H21
TABLEVIII-II. ENGINE DATA
Model (Teledyne Continental) 6-285-B2 or 6-285-C2

Type Certificate Number E12C
Number of Cylinders 6 Horizontally-Opposed
Bore (Inches) 4.875
Stroke (Inches) 3.625
Displacement (Cubic Inches) 406
Type of Propeller Drive, Flanged Geared
Propeller Gear Ratio to Crankshaft 0.5:1
Compression Ratio 9.0:1
Rated Horsepowerat RPM (Propeller) 285 at 2000
Take-Off Power at RPM (Propeller) 285 at 2000
Recommended Cruise Power at RPM (Propeller) 214 at 1800
Fuel, Minimum Octane 100/130
Oil Sump Capacity 9 Quarts (See Note)
Oil Pressure(P.S.I.)
Minimum 30
Normal 40-60
Maximum 80
Connection Location Top of Fuel Pump Mounting Pad
Oil Temperature ( ° F)
Minimum 100
Normal 120-200
Maximum 240
Probe Location Above Oil Filter Element
Cylinder Head Temperature (°F)
Minimum 240
Normal 300-400
Maximum 460
Magnetos(Retard Breaker) Bendix 2200 Series
Left Bank Fires 30° BTC Lower Right, Upper Left
Right Bank Fires 30° BTC Lower Left, Upper Right
Firing Order 14-5-2-3-6
Spark Plugs 18MM(Refer to Table II-I, Section II of
this manual)
Torque 360 to 420 inch-pounds
Alternator 24-volt, 60-ampere
Starter 24-volt, Automatic Engagement
Engine Dry Weight with Accessories 420 pounds for -B
427 pounds for -C
NOTE: This sump capacity does not include oil cooler, oil filter and external oil lines.
POWER PLANT - CONTINENTAL Revised:8/31/76

1H22
wherever they
8-19a. STANDARD PRACTICES -ENGINE. The following suggestions should be applied
are needed when working on the power plant.
brackets as to their
a. To insure proper reinstallation and / or assembly, tag and mark all parts, clips, and
location prior to their removal and/or disassembly.
burning or
b. During removal of various tubes or engine parts, inspect them for indications of scoring, removal.
observe the location of each part during
other undesirable conditions. To facilitate reinstallation,
Tag any unserviceable part and/or units for investigation and possible repair.
as lockwire,
c. Extreme care must be taken to prevent foreign matter from entering the engine, such
applies whenever work is done on the engine, either on or off the
washers, nuts, dirt, dust, etc. This precaution
as they are exposed.
aircraft. Suitable protective caps, plugs, and covers must be used to protect all openings
NOTE
Dust caps used to protect open lines must always be installed OVER
the tube ends and NOT IN the tube ends. Flow through the lines may
be blocked off if lines are inadvertently installed with dust caps in the
tube ends.
removed,
d. Should any items be dropped into the engine, the assembly process must stop and the item
all parts are thoroughly clean before
even though this may require considerable time and labor. Insure that
assembling.
and cotter
e. Never reuse any lockwire, lockwashers, tablocks, tabwashers or cotter pins. All lockwire
purposes. Cotter pins should be installed so
pins must fit snugly in holes drilled in studs and bolts for locking over
specified, bend one end of the pin back
the head fits into the castellation of the nut, and unless otherwise
lockwire and/ or
the stud or bolt and the other end down flat against the nut. Use only corrosion resistant steel
or case. Do not lockwire the plug to the
cotter pins. Bushing plugs shall be lockwired to the assembly base
bushing.
type at
f. All gaskets, packings and rubber parts must be replaced with new items of the same
being installed show no sign of having deteriorated in storage.
reassembly. Insure the new nonmetallic parts
g. When installing engine parts which require the use of a hammer to facilitate assembly or installation.
use only a plastic or rawhide hammer.
to the engine
h. Anti-seize lubrication should be applied to all loose-fit spline drives which are external
For certain assembly procedures, molybdenum disulfide in either
and have no other means of lubrication.
paste or powdered form mixed with engine oil or grease may be used.
CAUTION
Ensure that Anti-Seize compounds are applied in thin even coats,

and that excess compound is completely removed to avoid
contamination of adjacent parts.
i. Temporary marking methods are those markings which will ensure identification during ordinary
handling, storage and final assembly of parts.
Added: 10/20/80 POWER PLANT - CONTINENTAL
1H23
1H24
2367
4
1. INDUCTION HOUSING 12. MANIFOLD PRESSURE LINE 23. ALTERNATOR

2. FUEL MANIFOLD VALVE 13. FUEL PUMP 24. BOLT
3. AIR INLET DUCT 14. FUEL PRESSURE LINE 25. WASHER
4. FUEL-AIR CONTROL UNIT 15. THROTTLE CONTROL 26. HEAT SHIELD
5. PROPELLER GOVERNOR 16. MAGNETO 27. SHOCK MOUNT
6. MIXTURE CONTROL 17. OIL FILLER 28. SHOCK MOUNT
7. FUEL HEATER 18. OIL COOLER 29. ENGINE MOUNT PAD ADAPTER
8. FUEL DRAIN 19. FUEL DISCHARGE NOZZLE 30. ENGINE MOUNT ASSEMBLY
9. OIL PRESSURE LINE 20. SPARK PLUG 31. PUMP HIGH PRES. ADJ. SCREW
10. FUEL CONTROL PRESSURE LINE 21. EXHAUST STACK, LEFT 32. PUMP LOW PRES. ADJ. SCREW
11. FUEL PUMP INLET 22. STARTER 33. IDLE SPEED ADJ. SCREW
34. IDLE FUEL FLOW ADJ. SCREW
Figure 8-5. Engine Installation

1I1
C732
SKETCH A SKETCH B
2370
SAFETY WIRE, SECURE

TO ENGINE MOUNT 29
MS20995-C41
24
500 IN. LB. 500 IN. LB.
Figure 8-5. Engine Installation (cont)

112
8-20. TROUBLESHOOTING.Troubles peculiar to the power plant are listed in Table VIII-III, at the back
of this section, along with their probable causes and suggestedremedies. When troubleshooting the engine,
ground the magneto primary circuit before performing any checks on the engine.
8-21. REMOVAL OF ENGINE. (Refer to Figure 8-5.) If the engine is to be placed in storage or returned
to the manufacturer, proper steps should be taken for corrosion prevention before starting the removal
procedures. Refer to Section II for storage procedures.
NOTE
Identify each item that is disconnected to aid in reconnection.

Plug or cap all lines, hoses, and fittings to prevent contamination
from foreign material.
a. Place all cockpit switches and fuel selector valvein the OFF position.
b. Disconnect battery cables at battery.
c. Remove engine cowlingper Paragraph 8-5.
d. Remove spinner and propeller per Paragraph 8-9.
e. Drain fuel filter and lines.
f. Drain the engine oil sump and oil cooler.
NOTE
To accomplish Steps g, h, and i, remove any clamps or Ty-straps

that secure cables, wires, or hoses to the engine or engine mount,
and identify the location to aid reinstallation.
g. Disconnect the following electrical leads attached to the engine and draw the leads aft through
the engine baffle to the fire wall:
1. Alternator leads
2. Starter leads
3. Magnetoleads
CAUTION
Ground the magneto points or remove the high tension wires to

prevent accidental firing of the magneto.
4. Primingsystem fuel heater and solenoid valveleads

5. Cylinder head temperature lead
6. Oil Temperature lead

113
h. Disconnect the following cablesattached to the engine and draw the cable aft through the engine
baffle to the fire wall. Exercise care to avoid putting any sharp bends or kinks in the cables:
1. Prop control
2. Mixture control
3. Alternate air control
4. Throttle control
5. Tachometer drive cable
i. Disconnect and remove the followinghoses attached to the engine from the fire wall:
1. Manifoldpressure line (12)
2. Oil pressure indicator line (9)
3. Fuel drain (8)
4. Fuel pressure line (14)
5. Fuel control pressure line (10)
6. Fuel pump inlet (11)
7. Fuel return line
8. Cylinder fuel drain lines and seal drain line
9. Engine breather hose
10. Oil lines from the filter to the engine
j. Disconnect the cabin heat hose from the exhaust baffle.
k. Attach a hoist to the engine suspension points and relieve the weight of the engine from the
engine mount.
1. Remove the engine mounting bolts (24) and lower shock mount assembly.
m. Carefully raise the engine and pull forward to clear the mount; checking to be certain no
connections remain attached to obstruct removal of the engine.
n. Remove the engine from the aircraft and place on a suitable support.
8-22. CLEANING. The engine may be cleaned with an appropriate solvent (Stoddard or equivalent) then
dried thoroughly. An air gun may be used for drying.
CAUTION
Care should be taken to prevent cleaning fluids from entering

electrical equipment such as magnetos, starter and alternator.
Protect these components and all other openings on the engine
assembly before the cleaning process is started. All cleaning
solutions should be used with caution and should be properly
neutralized or flushed after their use.
8-23. REMOVAL OF ACCESSORIES. Removal of engine accessoriesis required if engine is to be stripped

for overhaul or replacement, or if accessories are to be overhauled or replaced. When removing the
accessories,check for faulty or defective parts and mark the accessory for repair or replacement.
NOTE
Any items that are disconnected due to the removal of an

accessory should be tagged for easy identification when the
accessory is reinstalled. Any openings exposed by the removal of
an accessory or component should be capped, covered, or taped to
prevent entry of foreign particles.
Revised: 8/31/76
Revised: 8/31/76 1I4 POWERPLANT - CONTINENTAL
114
8-24. INSPECTION. For a detailed inspection, refer to the engine operator's-manual.

a. Inspect engine baffles for cracks, missing hardware, damaged brackets, and damaged, missing, or
deteriorated baffle seals.
b. Thoroughly inspect the engine for cracks, chafing, loose nuts and bolts and cylinder cooling fin
damage.
c. Inspect all hoses for chafing, cuts, breaks, stiffness, loose connections, damaged fire shielding,
and discoloration of the hose or end fittings.
d. For major engine repairs and items that should be replaced over a period of time, refer to the
manufacturers overhaul and repair manual.
8-25. BUILD-UP. Engine build-up consists of reassembling the entire power plant assembly with new or
rebuilt accessories,new safety wire, new nuts and lock washers, new gaskets, new lines, wires, hoses, and
rubber connections, when needed, to build up a complete engine unit ready for installation on the aircraft.
8-26. INSTALLATIONOF ENGINE. (Refer to Figure 8-5.) Prior to installing engine, be sure to install all
items that were removed after the engine was removed from the aircraft. Refer to identification tags and
marks to facilitate the reinstallation of the items.
NOTE
Remove all protective caps and identification tags as each item is

installed.
a. Be certain the shock mounts are installed in the engine mount and hoist the engine into position
on the mount.
b. Install the lower shock mount assembly and mounting bolt. Torque the bolts to 450-500
inch-pounds and safety wire to the engine mount with MS20995-C41 wire.
c. Connect the cabin heat hose to the exhaust baffle.
NOTE
Secure cables, wires, and hoses with clamps and Ty-straps in the
same location prior to removal.
d. Route and connect the throttle and mixture control cables and adjust. (Refer to Paragraphs 8-71
and 8-72.)
e. Route and connect the propeller governor control cable and adjust. (Refer to Paragraph 8-17.)
f. Connect the tach drive cable.
g. Connect the alternate air cable and adjust to allow .125 of an inch gap between the T-handle and
stop with the door in the closed position.
h. Reconnect all lines and hoses previouslydisconnected from the engine.
NOTE
Apply #2 Permatex (paste) non-hardeningblend, Part Number 2c

to all male fittings. Do not allow paste to enter systems.

115
i. Install the propeller and spinner per Paragraph 8-1 1.

j. Route and connect the electrical leads to the appropriate connections on the engine.
k. Servicethe engine with the proper grade and quantity of oil. (Refer to Section II.)
1. Be certain all switches are in the OFF position and connect the battery cables.
m. Install the engine cowling per Paragraph 8-7.
n. Make a final check of the security, location and installation of all lines, wires and cables; then
perform an operational check until engine is warm.
o. Inspect for leaks and make final adjustments to engine controls if needed.
8-27. FLEXIBLE FLUID HOSES.
8-28. LEAK TEST. After every 50 hours of engine operation, all the flexible fluid hoses in the engine
compartment should be inspected and checked for leaks by examining the hose for leakage especiallynear
end fittings. Refer to Paragraph 8-24, c for specific defects. If hoses are found to be leaking or defective
they must be replaced.
8-29. REPLACEMENT. When replacing a hose, make sure the hose is not twisted after installing or failure
may result under usage. Do not bend a new hose sharply. Provide a large bend radius for a hose. Hoses will
take a permanent set after a period of time and care should be taken when removing a hose that is to be
reused so as not to straighten or bend it any other way. When the hose is reinstalled it should be returned to
its original position. When replacinga hose, the new one should be clamped, with an approved clamp, at the
same points where the original hose was clamped. Refer to AC 43.13-1A, Chapter 10 for approved handling
and installation procedures for flexible fluid hose assemblies.
8-30. ENGINE BAFFLES.
8-31. DESCRIPTION OF BAFFLES. The baffles are aluminum assemblies with rubber asbestos strips
stapled to the edges that are closest to the engine cowling. The rubber closes up the gap between the cowl
and baffles and provides a nearly airtight seal to confine and direct the flow of air to the critical areas and
to exhaust it at the lower rear opening of the engine cowling. The rubber seals on the vertical baffles must
bend forward and the seals on the side or horizontal baffles must fold upward to be of full benefit. It is
very important that the baffles are in good condition, installed properly, and seal properly.
8-32. REMOVAL AND INSTALLATIONOF ENGINE BAFFLES. Removal and installation of the engine
baffle sections can be accomplished with the engine cowling removed. The cowling attachments are
standard machine screws and related hardware.
8-33. CLEANING AND INSPECTIONAND REPAIR OF BAFFLES. The engine baffles should be cleaned
with a suitable solvent (Stoddard or equivalent) and flushed thoroughly. Do not soak rubber seals in solvent
for any long periods. Inspect baffles for cracks in the metal and torn or loose seal strips. Baffle segments
should be replaced if damaged or cracked; however, small plate reinforcement patches riveted to the baffle
skin will restore the baffle to its original strength.
8-34. ENGINE MOUNT. The engine mount is a bed type mount, constructed with sections of 4130 steel
tubing, welded together. The mount has four circular steel pads that hold the rubber shock mounts, which
mate with the engine mount bosses on the crankshaft, and provide dampening of engine vibration.
Revised: 8/31/76 POWERPLANT- CONTINENTAL

116
8-35. REMOVALAND INSTALLATION.

a. Remove the enginein accordance with Paragraph 8-21.
b. Remove the four bolts that attach the mount to the fuselage. mount free
c. Unclamp any hoses or wires that may still be attached to the mount and pull the
from the aircraft.
d. To install the mount, just reverse the removal procedure and install engine per Paragraph 8-26.
bent and/or
8-36. INSPECTIONAND REPAIR. The engine mount should be inspected for cracked welds, and
dented tubes, chafing, chipped paint, rust, worn or egg shaped fuselage attachment bushing assemblies
of
damaged shock mount pads. Refer to Section IV for information on repairable damage and methods shall be
accomplishing it. After repair or whenever the original finish has been removed, the engine mount
painted with heat-resistant black enamel paint. This willprevent rust and corrosion.
8-37. ENGINE SHOCK MOUNTS. (Refer to Figure 8-5.) The rubber shock mountswiped are designed to
clean with a
prevent engine vibration from being carried to the airframe. The rubber pads should be
dry cloth.
NOTE
Do not clean or soak. rubber pads (27 and 28) in any type of
cleaning solvent as premature deteriorization may occur. Insure
that drain holes in heat shields (26) are open to prevent
accumulation of oil or solvent.
of these
Inspect the rubber pads for hardness, cracks, swelling, or a distinct distorted shape. If any
descriptions are evident, the pads must be replaced.
8-38. REPLACEMENTOF ENGINE SHOCKMOUNTS. (Refer to Figure 8-5.)

a. Remove engine cowlingper Paragraph 8-5.
b. Take up the engine weight by means of a hoist connected to the two lifting hooks on the top of
the engine.
c. Cut safety wire and remove the four engine mount bolts (24), also releasing the washers (25),
heat shields (26), and shock mounts (27). for
d. Slowly and carefully raise the engine, continuously checking all lines, wires and cables or
adapters (29). Disconnect any lines
interference, just enough to remove the shock mounts (28) and pad
cables if necessary.
e. Check all components for wear, damage, or cracks and install new shock mounts and related
components.
f. Lower engine slowly and use mount bolts occasionallyto keep the components aligned. are
g. When full engine weight is again supported by the mount, make a last check that all mounts
to 500 inch-pounds and safety with MS20995-C41
seated properly; then install mount bolts, torque to 450
safety wire.
h. Reconnect any lines, wires, or cables that may have been loose and install engine cowling per
Paragraph 8-7.
8-39. ENGINE LUBRICATIONSYSTEM. (Refer to Figure 8-6.)

117
FROMOIL
COOLER
TOOIL
COOLER
Figure 8-6. Engine Lubrication System Diagram

1I8
8-40. DESCRIPTION. The oil supply is contained in a nine-quart wet oil sump which is bolted to the
bottom of the crankcase. A conventional dipstick is provided for measuring oil quantity. The dipstick and
filler tube assembly is located on the left rear side of the engine between Number 2 and Number 4
cylinders.
When the engine is running, oil is drawn through a screen and pickup tube, where it passes to the inlet
of the engine driven gear-type oil pump and is forced under pressure through the pump outlet. Incorporated
in the oil pump is a pressure regulating relief valve which prevents excessiveoil pressure by allowing excess
oil to be returned to the suction side of the pump. After leaving the pump, the oil enters a remote mounted
full-flow filter and is passed on to the remote mounted oil cooler. If the filter element becomes blocked, a
relief valve will open to bypass unfiltered oil to the cooler. An oil temperature control valveallows cold oil
to bypass the cooler passing it directly to the engine oil gallery. When a temperature of approximately
170°F is reached, the valvecloses to force all the oil through the oil cooler.
From the cooler the oil enters the crankcase where it is directed to the bearing surfaces, valvelifters,
VTC unit, and cylinders for lubrication and cooling. The propeller governor also uses the oil for propeller
blade pitch control.
The oil drains, by gravity,back into the sump where the process begins again.
8-41. TROUBLESHOOTING.Troubles peculiar to the engine lubrication system are listed in Table
VIII-III at the back of this section, along with their probable causes and suggested remedies.
8-42. OIL FILTER REPLACEMENT.(Refer to Figure 8-7.)

a. The oil filter should be replaced after each 50 hours of engine operation under normal operating
conditions, or 25 hours under severe dust conditions. This is accomplished by removing the safety wire
from the nut on the end of the filter and bypassvalve assembly, and then removing the filter.
b. Replace the filter with a new filter approved by Teledyne Continental Motors; failure to do so
could void the engine warranty. (Refer to latest revision Continental Aircraft Service Bulletin No. M75-9.)
CAUTION
Before installing a new oil filter, insure that the correct type is
being used. This is accomplished with the oil filter removed and
visually checking the oil filter adapter for the bypass valve.
Adapters which have the bypass valve installed may use either the
Black (Continental P/N 632399) or Gold (Continental P/N
641584) filters. Adapters which do not have the bypass valve
installed must use the Gold (Continental P/N 641584) type filter
only. The gold filter has the bypass designed into it.
c. Before installingthe new filter, lubricate the gasket on the filter with clean engine oil; then install
filter to the oil cooler bypass valveassembly.
d. Torque the filter 18-20 foot-pounds or 3/4 to 1 full turn after the gasket makes contact. Do not
over torque.
e. Perform the EnginePre-Start Procedure as outlined in Section II, Paragraph 2-41a.
8-43. OIL PRESSURE RELIEF VALVE ADJUSTMENT. (Refer to Figure 8-8.) The oil pressure relief
valve is an adjustable valve located at the base of the oil pump in the lower left rear section of the engine.
the
To gain access to the relief valve adjustment, remove the screws from the oil line outlet cover-plate onjam
rear baffle and slide the cover-plateand seal back over the oil outlet line. To adjust the valve, loosen the
nut and turn the adjusting screw in to increase oil pressure, and out to decrease oil pressure. (Refer to
Figure 8-8 for suggestedtool.) Lock the jam nut after the adjustment is complete.

119
2358
1. ENGINE OIL OUTLET LINE

2. OIL RETURN LINE TO ENGINE
3. OIL RETURN LINE FROM COOLER
4. OIL TEMP PROBE
5. OIL COOLER BYPASS VALVE
6. OIL FILTER
7. HOT OIL LINE TO COOLER
S. OIL RETURN TO GALLERY
Figure 8-7. External Oil Filter Element
A679
HOOK END TO FIT HINGE PIN WIRE

INTO ADJUSTING SCREW
SUGGESTED ADJUSTING TOOL
1. OIL PRESS. RELIEF VALVE ADJ.

2. COVER PLATE
3. REAR BAFFLE
4. SCREW
Figure 8-8. Oil Pressure Relief ValveAdjustment
REVISED:1/19/78 POWER PLANT - CONTINENTAL
1I10
A692
1. DUCT, OIL COOLER AIR INLET

2. RETURN LINE -TO OIL FILTER
3. HOT OIL LINE - FROM OIL FILTER
4. OIL COOLER ASSEMBLY
5. BRACKET, SUPPORT, LOWER COWLING
6. DUCT ASSEMBLY
Figure 8-9. External Oil Cooler

type heat exchanger that aids in
8-44. OIL COOLER. (Refer to Figure 8-9.) The oil cooler is a radiator oil cooler is fastened to the engine
the cooling'of the engine oil to a specified operating temperature. The oil is circulated to the oil cooler from
mount and located on the lower left rear side of the engine. Engine oil cooler through a duct in the
the oil filter adapter through external lines. Cooling air is directed to the
cooler; disconnect the air inlet duct hose
lower cowling. To remove the oil cooler, drain the engine and oil to the engine mount and lower
cooler
and oil lines at the oil cooler; remove the bolts that attach the oil oil
the cooler, position the assembly on the
cowling, and remove the oil cooler from the aircraft. To install lines. Apply #2 Permatex (paste)
and oil
engine mount and bolt in place; reconnect the air inlet duct hoseallow paste to enter the system.
non-hardeningblend, Part Number 2c to all male fittings. Do not
8-45. RECOMMENDATIONSFOR CHANGINGOIL. hundred hours, a change to

a. In engines that have been operating on straight mineraloil for severalaction of some additive oils will
additive oil should be made with a degree of caution, since the cleaningan engine has been operating on
tend to loosen sludge deposits and cause plugged oil passages.When switch to additive or compounded
straight mineral oil and is known to be in excessivelydirty condition, the
oil should be deferred until after the engine is overhauled. following precautionary steps
b. When changing from straight mineral oil to compounded oil, the
should be taken: oil from the engine
1. Do not add additive oil to straight mineral oil. Drain the straight mineral
and fill with additive oil. change.
2. Do not operate the engine longer than five hours before the first oil oil every ten hours if sludge
3. Check all oil screens for evidence of sludge or plugging. Change
conditions are evident. Resumenormal oil drain periods after sludgeafterconditions improve.
4. Follow Engine Pre-start Procedure, Paragraph 241 a, all oil changes.
Revised: 8/31/76
POWERPLANT- CONTINENTAL
1I11
8-46. LOSS OF OIL PUMP PRIME. After an engine change, engine oil pump change, or prolonged period
without oil in the system, it is possible that the engine oil pump may not pick up oil from the sump at
engine cranking speed. To insure that the pump is primed for pre-start oiling, remove the accessory pad
cover on the oil pump and observe the small hole which is vented to the pump output chamber. Follow
procedure in Paragraph 2-41a, steps a, b, and c; crank the engine with the starter until oil squirts from the
hole (normally within 5 seconds). Replace the cover plate and proceed with steps d and e prior to starting
the engine.
8-47. INDUCTIONAIR SYSTEM. (Refer to Figure 8-10.)
848. DESCRIPTION. Ram air enters the induction air system through an oval opening in the right side of
the rear engine baffle, just behind Number 1 cylinder. The air first enters a round fiberglass housing that
contains a polyfoam air filter. The air then travels through an air box and a duct into the fuel-air control
unit mounted on top the engine. A pilot controlled alternate air door is incorporated in the induction air
box, and can be used if the filter should become clogged. This permits unfiltered air to be drawn from
within the engine compartment for induction use.
WARNING
The alternate air control is intended for emergency use only. The
filter should be replaced as soon as possible. The unfiltered air
from the alternate air system can destroy an engine in short order
under dusty or sandy conditions.
849. REMOVAL AND DISASSEMBLYOF AIR BOX AND FILTER HOUSING. (Refer to Figure 8-10.)
a. Open right engine cowl.
b. Disconnect the cockpit control cable from the air valve arm.
c. Disconnect the air box from the inlet duct by loosening the two hose clamps and slide the clamps
and hose connector forward and off the air box duct.
d. Remove the ten screws that hold the air filter housing to the engine baffle and remove the four
screws that hold the air box to the baffle and pull the entire air box and filter housing assemblyaft and up
out of the engine compartment.
e. The filter housing may be disassembled by releasing the four wing head fasteners, thus revealing
the air filter element. The air box may be detached from the filter housing top half by removing four
screws.
8-50. CLEANINGAND INSPECTIONOF AIR BOX, FILTER HOUSING,AND FILTER

a. The filter element is a throwaway type. Do not attempt to clean the filter with water or solvent
and reuse. The filter should be cleaned daily by tapping it on a hard surface to shake off loose dirt. Be
careful not to damage or crease the sealingends. Check the filter for any holes or tears, and if found replace
the filter immediately. It is recommended that a supply of filter elements always be kept on hand in case
unexpected air contamination conditions are encountered. Each time the filter is inspected, also check to
see that the alternate air door is firmly seated to preclude leakage of unfiltered air into the induction
system. Ascertain that latest revision of Piper Service Bulletin No. 513, Engine Air Induction System
Modification, has been complied with.
b. The air box and filter housing halves may be cleaned with a suitable solvent (Stoddard or
equivalent) and wiped with a clean dry cloth.

1112
Figure 8-10. Induction Air System Installation

lI13
c. Inspect the components for cracks and chafing, dents, loose rivets and attachment hardware, etc.
Minor cracks in the aluminum may be stop drilled and for fiberglass repair refer to Section IV. In case of
major cracks or severe damage, replace the part. Inspect gaskets and install new ones if the original one is
damaged. Check for ease of operation and proper fit and riggingof alternate air door.
8-51. ASSEMBLY AND INSTALLATION OF AIR BOX AND FILTER HOUSING. (Refer to Figure
8-10.)
a. Attach the air filter housing to the air box with the primary air shutoff seat (not shown)
sandwiched between and the seating edge protruding into the air box. Use four screws and large washers,
and safety wire the screw heads together in pairs. Seal the outside perimeter of this joint with a bead of
Dow Silastic 732 RTV Sealant, Piper Code No. 913-320.
b. Install new filter element (unless old one is still clean) and assemble the two halves of the filter
housing and fasten with the four wing head fasteners.
c. Attach entire assembly to rear engine cowl using 10 screws for the filter housing and 4 for the air
box and connect the air box and long inlet duct by sliding the hose connector over the joint and clamping
with two hose clamps.
d. Pull cockpit alternate air control handle back against rear stop; then push ahead approximately
1/8 inch; then connect the cable end to the alternate air valvearm on the air box making sure that the valve
is in the closed (shutoff to unfiltered outside air) position. The valvearm should be pointing to the rear of
the airplane in this position. Check for ease of movement and proper travel by moving the cockpit control
fore and aft several times. Check to see that the alternate air valve is properly and firmly seated in the
closed position, and install the screen over the alternate air opening with four wing head fasteners.
e. Close engine cowling.
8-52. ENGINEFUEL SYSTEM. (Refer to Figure 8-11.)

8-53. DESCRIPTION. The fuel injection system is a multi-nozzle continuous flow, altitude compensating
system which regulates fuel flow to match engine operating conditions.
The engine driven fuel pump is a two-stage rotary vane type pump of advanced design, which has
improved vapor suppression characteristics for high altitude and low pressure inlet conditions. Output of
the pump is dependent on engine RPM, manifold pressure, and throttle position. The mixture control is
incorporated in the fuel pump and operates as follows:
1. In the idle cutoff position, the mixture control diverts all the fuel back to the pump inlet,
preventing flow to the metering unit.
2. As the mixture control is advanced toward "Full Rich," less fuel is diverted and more fuel is
allowed to flow to the metering unit until at "Full Rich," the total pump output is directed to the metering
unit.
The fuel-air control unit, similar to a carburetor, consists of a metering unit, attached to an air throttle
which is opened or closed by movement of the throttle control. When the throttle is closed, metering unit
restriction is maximum, and as the throttle is opened this restriction decreases. Idle mixture adjustment is
accomplishedby an adjustment screw which allows fuel to bypass the metering unit.
The manifold valvereceives fuel from the metering unit. Whenfuel pressure reaches approximately 3.5
psi, a check valve opens and admits fuel to six ports in the manifold valve (one port for each fuel nozzle
line). The manifold valveserves to proportion the fuel evenly to each injector nozzle, and to provide a clean
cutoff of fuel to the cylinder when the engine is shut down.
The injector fuel nozzles are "air bleed" type which spray fuel directly into the intake port of each
cylinder. When the engine is running, flow through the nozzle is continuous and enters the cylinder
combustion chamber when the intake valveopens. Since the size of the fuel nozzles is fixed, the amount of
fuel flowing through them is a function of pressure. For this reason, fuel flow may be accurately
determined by measuring the pressure at the manifold valve.

1114
2368
MANIFOLD
FUEL
S
METERING
Figure 8-11. Engine Fuel System Diagram

1115
each other to meter the correct amount of fuel

All of the previous items are interdependent on
according to the power being developed by the engine. shutoff valve (connected to the primer pump
The priming system consists of an electrically operated valve
a heater, and a primer fuel nozzle located in the air induction manifold. When energized,the hot
switch), to the primer nozzle. An electric fuel heater provides
opens and diverts fuel from the six main nozzles starting.
fuel to the priming nozzle for improved cold weather
8-54. THROTTLE BODYASSEMBLY.
8-55. REMOVALOF THROTTLE BODYASSEMBLY. in Paragraph 8-5.

a. Remove the complete upper cowling per instructions body assembly and air inlet duct; slide the hose
b. Loosen the hose clamps connecting the throttle
back over the inlet duct. the assembly. Cap all open line ends to prevent
c. Disconnect the various lines and linkage from
contamination and tag all lines and linkage for ease of reassembly.valve to the throttle body assembly. Also
d. Loosen clamp securing the priming system diverter
Movethe diverter valve clear of the throttle
disconnect fuel line between diverter valve and manifold valve.
body mounting screws. the throttle body assembly to the induction
e. Remove the four screws and washers which secure
housing.
NOTE
the number
It may be necessary to remove the intake tube fromscrew.
two cylinder to gain access to the lower mounting
8-56. INSPECTIONOF THROTTLE BODY ASSEMBLY.

a. Check the control arm for security and lost motion due to wear.
b. Check for overall condition of assembly. remove the shroud, slosh the complete assembly in
c. Remove and clean the primer nozzle. Do not
cleaningsolvent. unit, replace the complete throttle body
d. Should any problems develop with the fuel metering
assembly.
ASSEMBLY.
8-57. INSTALLATIONOF THROTTLE BODY been reinstalled properly. (Refer to CAUTION.)
a. Ascertain that the primer nozzle has
CAUTION
wording "UP"
The primer nozzle must be installed with the
stamped on the wrench flat facing UP.
the induction housing and install a new gasket
b. Position the throttle body assembly next to
between the mating surfaces. secure the assembly to the housing. Be sure to
install
c. Install the four screws and washers which two screws on the left side
valve,before installing the
the mounting bracket for the priming system diverter
of the throttle body assembly. bracket and secure. Connect the fuel line between
d. Reposition the diverter valve in its mounting
the diverter valve and manifold valve.
POWERPLANT - CONTINENTAL
Revised: 8/31/76
1116
e. If previouslyremoved, install the intake tube at the number two cylinder and secure the clamps
and fuel line.
f. Remove the protective caps and connect the various lines and linkage to the throttle body
assembly.
g. To insure proper engine operation, check idle mixture and idle speed per instructions given in
Paragraph 8-69.
8-58. FUEL MANIFOLDVALVE.
8-59. REMOVALOF FUEL MANIFOLD VALVE.
a. Remove the complete upper cowlingper instructions in Paragraph 8-5.
b. Disconnect all lines and fittings from the manifold; cap all open lines to prevent contamination
and mark the variouslines for ease of reassembly.
c. Cut the safety wire and remove the two screws securing the valve to the intake manifold, and
remove the valveand gasket.
8-60. INSPECTIONOF FUEL MANIFOLDVALVE.
a. To determine that the manifold valve is functioning properly, connect the fuel lines to the
manifold. Remove the nozzles from the intake tubes and connect then to fuel lines. Place a container under
each nozzle; then apply fuel pressure with the boost pump and position the throttle at full power. Fuel
should flow from each nozzle into the containers. Shutdown the system and check the quantity in each
container to determine even fuel distribution.
b. If the manifold valve is defective and must be replaced, be sure to replace it with a unit of the
same part number and code letter.
8-61. INSTALLATIONOF FUEL MANIFOLDVALVE.
a. Position a new gasket between the manifold valve and intake manifold.
b. Whenpositioningthe valve on the intake manifold, ascertain that the inlet port is facing aft.
c. Install the two screws which secure the valve in place.
d. Remove protective caps and reconnect all fittings and lines. Safety wire the mounting screws to
the fittings on the valve.
8-62. FUEL DISCHARGENOZZLES.

8-63. REMOVALOF FUEL DISCHARGENOZZLES.
a. The dischargenozzles may be reached by opening the engine side panels.
b. Disconnect the fuel injection lines at the nozzles and cap.
c. Remove the nozzles with a deep well socket wrench.
8-64. CLEANINGAND INSPECTIONOF FUEL DISCHARGENOZZLE. To clean the nozzles, immerse
in a clean solvent and use compressed air to dry them. When cleaning, direct the air through the nozzle in
the direction opposite of normal fuel flow. Do not use a wire or other metal object to clean the orifice or
metering jet. Do not remove the nozzle shield. After cleaning,check the shield height from the hex portion
of the nozzle. The bottom of the shield should be approximately 1/16 inch above the hex portion of the
nozzle.
8-65. INSTALLATIONOF FUEL DISCHARGENOZZLES.

a. Install the nozzles in the cylinders and torque to 60-80 inch-pounds.
b. Connect the fuel lines to the dischargenozzles.
c. Inspect installation for security of lines, loose hardware and for kinks in lines.

1117
8-66. FUEL INJECTION PUMP.
8-67. REMOVALOF FUEL INJECTIONPUMP.

a. Remove the engine cowlingper instructions given in Paragraph 8-5.
b. Disconnect the various lines to the fuel injection pump; cap all open ends to prevent
contamination. Mark the various lines to facilitate reconnection. Disconnect the mixture control.
c. Loosen and remove the two nuts and hold down washerswhich secure the pump to the engine.
d. Carefully remove the injection pump and adapter from the engine. It may be necessary to lightly
tap the pump and adapter with a non-marring hammer to help separate the unit from the engine.
e. Ascertain that the drive coupling and adapter spline are removed with the pump.
8-68. INSTALLATIONOF FUEL INJECTIONPUMP.
a. Ascertain that the drive coupling and adapter spline are installed in the injector pump, with the
spline end towards the engine.
b. Position the pump and adapter to the engine and secure in place with two holddown washers and
nuts.
c. Connect the mixture control linkage at the injector pump.
d. Removethe protective caps from the lines and reconnect them to the injection pump.
e. Adjustment to the fuel injection pump must be made in accordance with instructions given in
Paragraph 8-69.
8-69. ENGINE SETUP PROCEDURES. (Refer to Figure 8-1la and Table VIII-IIA.) The following
procedures are given to help maintain the full rich performance of the fuel injection system by manual
adjustment of the air throttle and fuel mixture at idle RPM, and fuel injection pump pressure at idle and
full throttle settings. (Refer to Teledyne Continental Motors Service Bulletin No. M75-23, latest revision
and also M76-17.)
NOTE
It is extremely important that-the engine is thoroughly warmed up

to its normal operating temperatures while adjustments are being
made; however, excessiveengine temperatures must be avoided.
a. Obtain a 0 to 30 psi calibrated pressure gauge, tee fitting and length of fuel line which would
allow the gaugeto be visible during adjustments.
b. Remove the engine cowlingper instructions in Paragraph8-5.
c. Tee into the fuel injection pump outlet fitting or metering unit inlet fitting with the additional
fitting, fuel line and gauge.The gaugemust be vented to the atmosphere.
CAUTION
During all engine operations outlined in these instructions,

exercise CAUTION to avoid harm or damage to personnel and
equipment by propeller blast and rotating propeller blades.
d. Check and Adjustment of Idle Speed, Idle Pump Pressure,and Idle Fuel Flow.
NOTE
The following setup procedure is accomplished with the boost

pump OFF and the engine thoroughly warmed up.

1118
1. Reset engine idle speed to 500 rpm before trying to check idle fuel pressure by adjusting
engine idle speed with the throttle plate adjusting screw (A). (Refer to Figure 8-1 la, View 1.) Clockwise to
increase, counterclockwise to decrease.
2. Adjust the fuel pump relief valve adjustment (B) to obtain the unmetered or pump pressure
as specified in Table VIII-IIA for 500 RPM. (Refer to Figure 8-1 la, View 2.) Clockwise to increase,
counterclockwise to decrease.
3. While maintaining idle pump pressure and idle RPM, obtain the correct idle mixture with
adjustment (C) provided at the metering unit. (Refer to Figure 8-1 la, View 1.) Clockwise to lean,
counterclockwise to richen. Optimum idle mixture exists if, upon leaning the engine with the mixture
control an increase of 25 to 50 RPM is experienced before the engine speed drops toward zero.
NOTE
The preceding steps have provided the correct idle pump pressure
and correct idle fuel flow.
CAUTION
Do not adjust the idle mixture without first determining that the
idle pump pressure is correct.
4. Readjust the idle RPM to the desired setting, with the throttle plate adjusting screw.
e. Check and Adjustment for Full Power Performance:
CAUTION
Before attempting any full power checks, be sure that the brakes
are functioning properly and set, and that the ground conditions
will not permit the wheels to slip during full power check.
Secure the tail or position the elevators in the up position to

prevent possible nose over at high RPM.
1. Advance the throttle to full power and maximum rated engine RPM to check pump pressure
and nozzle (metered) pressures or flows on the aircraft gauge or flow meter. Note the full throttle manifold
pressure obtained.
NOTE
Metered or nozzle or flow values may be monitored by either the

fuel flow gauge provided in the aircraft or an auxiliary pressure
gauge tied into the fuel manifold valve pressure port. The gauge
used must be calibrated.
Specified metered or nozzle pressures or fuel flow values should be

used for full throttle and full rich adjustments of the system.
Unmetered or pump pressures at full throttle are given for
reference only and may be used for troubleshooting the metering
unit portion of the fuel system.

1119
A662
ON EXPOSED ADJUSTING SCREW TURN IDLE MIXTURE

ADJUSTING SCREW FULL IN UNTIL IT SEATS. FILL THE
ADJUSTING SCREW BOSS WITH HARDENING PUTTY. USE THE
BELOW LOCATION FOR FUTURE ADJUSTMENTS. REFER TO
LATEST REVISION TCM SERVICE BULLETIN M76-17.
A - THROTTLE PLATE
IDLE SPEED ADJUSTMENT
CW - TO INCREASE C - IDLE MIXTURE, IDLE FUEL FLOW ADJUSTMENT, CW - TO
LEAN. ON UNEXPOSED ADJUSTING SCREW REMOVE PUTTY
FROM BOSS WHICH INCORPORATES THE ADJUSTING SCREW.
USE THIS LOCATION FOR ALL FUTURE IDLE MIXTURE
VIEW 1 ADJUSTMENTS. REFER TO LATEST REVISION TCM SERVICE BULLETIN
M76.17 .....
SKETCH A - A D - FULL THROTTLE

PUMP PRESSURE
E -ANEROID CW -TO INCREASE
Figure 8-1la. Air Throttle, Metering Assembly and Fuel Pump
0
1120
2. To obtain the specified values of nozzle pressure or fuel flow at full throttle manifold
pressure and rated RPM, turn the adjusting screw on the fuel pump (D) (refer to Figure 8-1la, View 2)
clockwise to increase pressureor counterclockwise to decrease pressure.
3. If adequate pump pressure and fuel flow cannot be obtained with adjustment (D), the
secondary adjustment (E) on the aneroid may be used (refer to Figure 8-1la, View 2). First adjust (D)
clockwise until it is in its bottom position. Then reverse adjustment (D) one turn counterclockwise. Now
adjust (E) to obtain specifiedvalues, counterclockwise to increase. Any subsequent adjustments may then
be accomplishedwith adjustment (D).
NOTE
If at static run-up the rated RPM cannot be achieved at full

throttle, adjust the nozzle pressure or fuel flow slightly below
limits, making certain that the specified values are achieved during
takeoff roll at rated RPM. Adjust the nozzle pressure or fuel flow
at full throttle and rated RPM to the manifold pressure schedule in
Table VIII-IIA and latest revisionTEM Service Bulletin No. 75-23
Rev. 1.
f. Prime PressureCheck and Adjustment:
NOTE
This adjustment is made after the engine idle and full throttle
pressureadjustments have been completed.
1. With the mixture full rich and the engine warmed up and running at 700 to 900 RPM, push
the prime switch. The engine should continue to run smoothly on prime in this RPM range.
2. If the engine is rough, determine if it is rich or lean by leaning slowly with the mixture
control. If leaning makes the roughness worse, the prime system is lean; if the engine smooths out with
leaning, the prime system is rich.
3. Adjust the prime system pressure for smooth full rich operation at 700 to 900 RPMon the
prime system using the prime pressure adjusting screw (upper of two screws) as shown in Figure 8-1lb.
4. Remove the safety wire, loosen the locking nut and turn the screw clockwise (inward) to
increase prime pressure and richen the prime mixture, or turn the screw counterclockwise (outward) to
reduce the prime pressure and lean the prime mixture.
5. When the proper setting for smooth engine operation on prime at 700 to 900 RPM is
obtained, tighten the lock nut and re-safety the prime pressure adjusting screw.
I
1121
2420
C730
1. KNOB, FUEL SHUTOFF
2. KNOB, ENGINE ALTERNATE
AIR CONTROL
3. HANDLE, PARKING BRAKE
4. FLAP INDICATOR
5. KNOB, FLAP ACTUATOR SWITCH
PRESSURE
ADJUSTMENTS
6. KNOB, ENGINE MIXTURE CONTROL

7. FRICTION LOCK
8. KNOB, THROTTLE CONTROL
9. KNOB, PROPELLER PITCH CONTROL
10. STATIC SYSTEM DRAIN
Figure 8-1lb. Auxiliary Fuel Control Valve. Figure 8-12. Engine Control Console
TABLEVIII-IIA. FUEL SYSTEMPRESSURES
Propeller Unmetered or Metered or

RPM Pump Pressure(psi) Nozzle Pressure (psi)
500 6.0-7.5 3.5-4.0
2000 26 - 29 18.0 - 20.0
NOTE
It is recommended that all owner/operators subscribe to Teledyne
Continental Motors Service Letters and Bulletins to obtain any
additional information related to the power plant.
Teledyne Continental Motors
Aircraft Products Division
P.O. Box 90
Mobile,Alabama 36601

1122
8-70. ENGINE CONTROLS.

8-71. ENGINE CONTROLRIGGINGINSTRUCTIONS.
a. THROTTLE: Adjust the control linkages as required to insure full stop to stop travel of the
injector throttle arm with a minimum of .030 of an inch cushion at each end of the cockpit control travel,
after all engine fuel system adjustments are completed.
b. MIXTURE: Adjust the control linkages as required to insure complete stop to stop travel of the
mixture arm. The cockpit control must haveno more than turn over travel when the mixture control arm
is against the full rich stop.
c. PROPELLER: Adjust the control linkages as required to insure a minimum of .030 of an inch
cushion at the cockpit control forward position with the governor control arm against the high RPMstop.
d. FUEL SHUTOFF AND ALTERNATE AIR: Adjust the control linkages and stop plates on the
console as required to obtain full travel and positive seating of the fuel shut off and alternate air valvesin
each direction of their travels.
8-72. DELETED
8-73. IGNITION SYSTEM.
8-74. DESCRIPTION. During normal operation, high voltage to the spark plugs is produced by a "dual"
magneto incorporating two separate magnetos in a singlehousing, each of which fires one of the two spark
plugs in each cylinder. This dual ignition system servestwo purposes. As a safety feature, ignition will occur
even if one complete magneto system should fail. At cranking speeds, the normal magneto timing is too
advanced for smooth starting and the spark plug is too weak for proper ignition. Therefore, a special
starting circuit is provided which offers "shower of sparks" for easy all weather starting.
8-75. MAGNETO.
8-76. DESCRIPTIONAND PRINCIPLEOF OPERATION.
The D-2200 series magnetos feature two electrically independent ignition circuits in one housing. A
single four pole rotor provides the magnetic energy for both circuits. This magneto is designedto be used
with a starting vibrator unit. The magneto has two separate breaker cams. The lower cam operates the main
breakers for both magneto circuits. The upper cam operates the left magneto retard breaker. Suppressionof
radio interference is accomplishedby feed-through capacitors, which are mounted in the magneto cover and
form a part of the magneto harness assembly.
With the magneto switches ON and the starter switch depressed, the right side of the magneto is
grounded and rendered inoperative, while left side of the magneto (with retard breaker) continues to
function. At the slow cranking speed of the engine, the vibrator provides the high energy spark necessary to
fire the spark plugs. The vibrator provides interrupted battery current to the primary coil of the magneto.
The pulsating DC current is then stepped up by transformer action, producing a shower of sparks at the
plugs for improved starting. When the engine fires and begins to increase speed, the starter switch is
released, which in turn de-energizes the starter, and opens the vibrator circuit and retard breaker circuit,
thus rendering them inoperative. The right side of the magneto is no longer grounded and thus both
magneto sides are simultaneouslyfiring in full advance.
POWERPLANT - CONTINENTAL Revised: 8/31/76

1123
236
Figure 8-13. Height of Spring in Distributor Block Tower

223
NORMAL POINT IS SMOOTH MINOR IRREGULARITIES- WELL DEFINED MOUND

AND FLAT. SURFACE HAS SMOOTH ROLLING HILLS EXTENDING NOTICEABLY
DULL GRAY "SANDBLASTED" AND DALES WITHOUT ANY ABOVE SURROUNDING
APPEARANCE. DEEP PITS OR HIGH PEAKS. SURFACE. REJECT POINTS.
THIS IS A NORMAL CON-
DITION OF POINT WEAR.
Figure 8-14. Contact Points
Revised:8/31/76 POWERPLANT - CONTINENTAL

1124
8-77. INSPECTIONOF MAGNETO.

After the first 50 hour period and every 100 hours thereafter, the magneto ignition system should be
checked. If engine operating troubles develop which appear to be caused by the ignition system, it is
advisable to check the spark plugs and wiring first before working on the magneto. Should trouble appear
definitely associated with the magneto, the most effective measure is to install a replacement magneto
which is known to be in satisfactory condition and send the suspected unit to the overhaul shop for test
and repair. Should this not be possible, a visualinspection of the following items may disclose the source of
trouble.
a. Check the lead terminals for definite contact with spring contacts in outlets.
b. Remove the harness outlet cover from the magneto and inspect for the presence of moisture and
carbon tracking due to moisture.
c. Check contact springs in distributor block for evidenceof spark erosion.
d. Check height of contact springs (0.422 maximum from top of block tower to spring). (Refer to
Figure 8-13.)
e. With the cover and harness separated from the magneto housing, check contact assembliesto see
that cam follower is securelyriveted to its spring.
f. Examine the contact points for excessive wear or burning. Figure 8-14 shows how the average
contact point will look when surfaces are separated for inspection.
CAUTION
Do not open point contacts more than .0625 of an inch for
examination of contact surfaces. Excessive spreading of the
breaker points will over stress and damage the contact spring.
Desired contact surfaces have a dull gray, sand-blasted (almost rough) or frosted appearance, over the
area where electrical contact is made. This means that points are worn in and mated to each other, thereby
providing the best possible electrical contact and highest efficiency of performance. Minor irregularitiesor
roughness of point surfaces are not harmful. (Refer to Figure 8-14, center.) Neither are small pits or
mounds, if not too pronounced. If there is a possibility of pit becoming deep enough to penetrate pad,
(Refer to Figure 8-14, right), reject contact assembly.
NOTE
No attempt should be made to stone or dress contact points.
Should contact assembly have bad points or show excessivewear,
the complete contact assembly should be replaced.
g. Check condition of cam follower felts for proper lubrication. If oil has migrated from one
follower felt to another, it may be necessary to remove the lubrication from one felt strip while oiling
another. If felt is over-lubricated, remove oil by using a clean, lintless cloth. If dry, apply one or two drops
of Bendix Breaker Felt Lubricant 10-86527.
h. Check the capacitors for looseness in the magneto cover of the harness assembly and for any
physical damage. Using a Bendix 11-1767-1, -2 or -3 condenser tester or equivalent, check capacitors for
capacitance, series resistanceand leakage. Capacitance shall be 0.34 to 0.41 microfarads.
i. Check magneto to engine timing per instructions givenin Paragraph 8-78.
POWERPLANT- CONTINENTAL
1J1 1J1 Revised:8/31/76
C731
SEEDETAIL
DETAIL A
Figure 8-15. Engine Timing Marks
237
BENDIX SWITCH LEAD

TERMINAL KIT
Figure 8-16. Timing Light Connected to Magneto

1J2
8-78. MAGNETOINSTALLATIONAND TIMING PROCEDURE. (Timing Magneto to Engine.)

WARNING
Do not attach harness spark plug ends to the spark plugs until all
magneto to engine timing procedures and magneto to switch
connections are entirely completed.
NOTE
The use of a timing light unit Part No. 11-9110 will simplify the
timing procedure. This unit is available from the Bendix
Corporation at Sidney, New York 13838.
a. Remove the spark plug from the No. 1 cylinder and turn the crankshaft in the direction of
normal rotation until the compression stroke is reached.
b. On the compression stroke locate the top dead center position of the No. 1 piston using an
appropriate method. At this position, a notch on the alternator drive pulley should be opposite the TC
mark on the crankshaft degree indicator plate. (Refer to Figure 8-15.) However, this notch may not be
present on the pulley, or may be mislocated due to previous repositioning of the pulley. Make a new mark
or notch on the pulley if required, and lightly file or otherwise delete any existing improper markings. Turn
the crankshaft until the top Dead Center mark is opposite the 30° advance timing mark on the degree
indicator plate. (Refer to Figure 8-15.)
c. The D-2200 series magneto may be mounted to the engine without removingthe cover from the
magneto. The cover also has switch terminal outlets for the right and left sides of the magneto, located in
the center of the harnesslead outlet section of the cover. (Refer to Figure 8-16.)
NOTE
It is recommended that short adapter leads be fabricated to

facilitate connecting the timing light unit to the switch outlet
terminalsof the cover. (Refer to Figure 8-16.)
d. The magnetos incorporate a built-in pointer and a degree wheel with sufficient reference to assist
the user in magneto timing procedures. Printed upon the rotating magnet are marks to indicate magneto
neutral and magneto "E" gap (8°). (Refer to Figure 8-17.) Also included are retard angle references of 15° ,
20 and 25. These marks are set up for either clockwise (R) or counterclockwise (L) rotation of the
magneto as viewed from the magneto drive end. The timing tooth of the large distributor gear is marked
with red paint. (Refer to Figure 8-18.)
NOTE
A magneto, correctly timed internally, will have the timing teeth

of the large distributor gears approximately centered in the timing
windows at each end of the magneto; the R or L ("E" gap) mark
which is closest to the "K" or keyway up position indicator on the
rotor in alignment with the pointer, and both main breaker points
opening all at the same time. These three references, "E" gap,
painted teeth, and point opening are all used when timing the
magneto to the engine.

1J3
RETARD ANGLES
(Earlier) (Present)
Figure 8-17. Timing Marks on Rotating Magneto
239
RED PAINTED TOOTH
Figure 8-18. Painted Tooth Centered in Timing Window

1J4
e. Remove the magneto drive gear backlash by turning the propeller opposite to normal rotation
approximately 40 ° past number one firing position; then turn propeller in direction of normal rotation up
to number one firing position of 30 ° BTC.
f. Remove the plug or adapter from the distributor inspection windows at either end of the
magneto housing. (Refer to Figure 8-18.) Also remove the plug from the "E" gap inspection window on the
data plate side of the magneto housing. (Refer to Figure 8-19.)
g. Turn the rotating magnet drive shaft in the normal direction of magneto rotation until the red
distributor tooth appears in the distributor inspection window, and also check to see if the letter "K"
appears in the "E" gap inspection window on the data plate side. If the letter "B" is in the window, turn
the magneto shaft 1-1/2 times in the direction of rotation and check again to be sure the "K" is in the
window on the data plate side and the red distributor tooth appears in each distributor inspection window.
On early model dual magnetos four "N" marks appear on the rotor at each neutral. The proper timing
position may be found on these magnetos by aligning the "N" mark in the "E" gap inspection window
which directly corresponds to the shaft keyway position. To determine this, the magneto must be removed
°
from the engine and using a piece of safety wire or a paper clip with a short 90 bend on one end. Run the
hooked end of the wire around the magneto drive shaft at the rear of the drive coupling and find the
keyway slot. With this slot turned to the data plate side of the magneto housing, the "N" that appears in
the "E" gap inspection window is the proper mark for timing reference.
h. Install the magneto to engine gasket on the magneto flange.
i. Feel the magnet into its number one neutral position as described in Step g. With the engine in its
recommended number one cylinder firing position of 30 ° BTDC, place the magneto in position on the
engine mounting pad and secure with the flange clamps finger tight.
j. Install short adapter leads made from Bendix terminal kit (part number 10-382698) into magneto
switch terminals and connect to Bendix timing light (part number 1 1-91 10) or equivalent.
k. Bump the magneto in the direction opposite the normal shaft rotation until the first breaker
opens. Due to normal tolerances, one breaker may open slightly before the other and timing should be done
to the first or early breaker. Evenly tighten the magneto mounting clamps.
L. When the final timing check is done, back the engine up approximately 10 degrees; then carefully
bump the engine forward and observe the position that the breakers open. The first breaker should open at
the number one engine firing position and the late breaker must open within 3 engine degrees from the first
breaker opening. It makes no difference which breaker opens first.
m. Repeat Step k if necessary until conditions of Step 1 are met. If the late breaker opens more than
3 degrees from the early one, the internal timing of the magneto must be rechecked. (Refer to Internal
Timing, Paragraph 8-79.)
n. Torque the magneto securing clamps to 150 inch-pounds. Recheck timing once more and if
satisfactory disconnect the timing light and remove the adapter leads.
o. Reinstall the plugs in the timing inspection holes and torque to 12-15 inch-pounds. Loosely
install the harness with clamps and/or brackets. Reinstall the air pressure line to the adapter fitting at the
one end of the magneto housing.
NOTE
For future reference a small red dot may be painted over this
particular "N" mark on the rotor to indicate the keyway up
reference position needed for proper timing.
If, in future timing checks, the red teeth appear in the distributor inspection windows and the "dotted "N"
does not show up in the "E" gap inspection hole, simply turn the magneto shaft 1-1/2 turns (or the
propeller 2 turns) in the direction of rotation and the magneto will be in the proper timing position.

1J5
279 237
Figure 8-19. Timing Mark on Rotor Aligned Figure 8-20. Timing Light Connected
with Pointer (Right Hand Rotation) to Magneto
241 242
Figure 8-21. Timing Light Connected Figure 8-22. CheckingHarness Lead

to Magnetoand Breakers Continuity

1J6
8-79. MAGNETOTIMINGPROCEDURE(INTERNAL TIMING).

a. Remove magneto cover.
b. Loosen flangeclamps and remove magneto from engine.
c. Check condition of points; replace if necessary.
d. Rotate the magneto drive shaft until a main cam lobe touches the follower of the left main
breaker assembly and adjust the breaker points to an initial opening of .016 inch. Wire feeler gauge is
recommended.
e. Adjust right main breaker contact assemblyto an initial point opening of .016 inch just as in Step
d.
f. Rotate the retard cam until lobe touches cam follower and check retard breaker contact for .016
inch point opening. Fixed contact support may be bent to adjust clearance. If support is bent, main breaker
contact must be rechecked. Torque breaker securingscrews to 20-25 inch-pounds.
NOTE
Bend bracket carefully. Do not correct by bending back if bent

too much; this weakens the bracket.
g. Position rotor so keyway is at 12 o'clock position and red painted distributor teeth are visible in
timing windows.
h. Loosen drive shaft nut and position the Rotor Holding Tool (Bendix part number 11-8465)
under washer or bushingon drive end of rotor shaft with clamp at 4 o'clock position so any shaft deflection
caused by clamping action will be in a plane parallel to breaker contacts. Tighten nut to secure holding tool
to shaft. Check to insure proper location of keyway and tighten adjusting screw of holding tool to lock
rotor in position.
i. Loosen rotor holding tool and turn magnet in direction of rotation until adjacent "R" or "L"
("E" gap) mark is aligned with pointer and lock in position. Both red painted teeth should be
approximately centered in timing windows.
NOTE
The use of the timing light unit, part number 11-9110-1available

from Bendix will simplify the internal timing procedure and
breaker synchronization.
j. Connect the timing light black lead to any unpainted surface of the magneto.
k. Connect the red timing light lead to the left breaker terminal and the green lead to the right main
breaker terminal. (Refer to Figure 8-21.)
1. Loosen rotor holding tool and move the rotor back a few degrees; then move it forward. Both
lights should go out to indicate opening of the main breakers when the timing pointer is indicating within
the width of the "L" or "R" mark and the red painted teeth are centered in timing windows.
m. If breaker timing is not correct, loosen cam securing screw (refer to Figure 8-22a) and remove
retard cam; then unseat main breaker cam from taper. Using 11-3031 Retaining Ring Pliers inserted in holes
in cam, rotate main breaker cam in direction of rotation until left main breaker points just open and press
cam onto taper. Install retard cam washer and screw. Tighten screw to seat main breaker cam.
n. Loosen rotor holding tool to turn rotating magnet back a few degrees;then turn rotating magnet
in normal direction of rotation. Timing light should go out when timing pointer is aligned with "R" or "L"
("E" gap) mark. Lock rotating magnet in position where points just open.

1J7
o. Loosen right main breaker securing screwsand position breaker so cam follower is pressed against
cam with points closed. Tighten contact assembly securing screws to prevent contact assembly from
bouncing back when moved. Usinga small mallet and drift, tap right breaker in until points just open.
p. Turn rotating magnet back a few degrees; then turn rotating magnet in normal direction of
rotation. Both timing lights should go out within one degree or half the width of "R" or "L" mark on
rotor. If breakers are not properly synchronized, reset right breaker.
q. Check right main breaker contact for 0.016 ± .004 inch point opening and torque right breaker
contact securing screws to 20-25 inch-pounds. If point opening is out of limits, repeat timing procedure
setting left main breaker opening at .016 ± .002 inch. If right contacts open beyond .020 inch, set left
contacts closer to .018 inch. If right contacts open less than .012 inch, set left contacts closer to .014 inch.
r. Connect the 11-9110-1 timing lights to retard terminal on left contact assembly. Turn rotating
magnet in normal direction of rotation to retard angle of 19 degrees and lock in position. Carefully loosen
cam securing screw enough to allow retard cam to turn. Turn cam in normal direction of rotation until
retard breaker points just open. Torque cam securingscrew 16-20 inch-pounds.
s. Using timing light, recheck timing to insure main breakers open within one-half the width of "R"
or "L" mark and that retard breaker opens at correct degree setting. Using a wire feeler gauge,check left
main breaker for .016 ± .002 inch point opening and right main breaker and retard breaker for .016 ± .004
inch point opening.
NOTE
If correct breaker timing cannot be achieved, remove magneto and

have it overhauled.
t. Check capacitors for loosenessin the magneto cover of the harness assemblyand for any physical
damage. The capacitors should be checked for capacitance, series resistance and leakage. Capacitance should
be 0.34 to 0.41 microfarads. The use of a Bendix condenser tester, part number 11-1767-1, -2 or -3 or
equivalent will simplify this test. Replace defective capacitors and torque securing nut to 60-70
inch-pounds.
NOTE
Spring in capacitor outlet may cause an indication of a short to

ground if adapter lead is not used. (Refer to Paragraph 8-78, Step
c, Note.)
Revised: 8/31/76 POWERPLANT- CONTINENTAL

1J8
280
DATA PLATE RIGHT MAIN

(TOP OF MAGNETO) BREAKER CONTACT
ASSEMBLY
LEFT MAGNETO
HIGH TENSION OUTLETS / A RIGHT MAGNETO
LEFT MAIN AND HIGH TENSION OUTLETS
RETARD BREAKER
ASSEMBLY
VIEW A-A
281
1. RIGHT MAIN CONTACT ASSEMBLY

2. LEFT MAIN CONTACT ASSEMBLY
3. RETARD BREAKER
4. SCREW
S. LOCK WASHER
6. FLAT WASHER
7. RETARD CAM
8. MAIN CAM
Figure 8-22a. Cam End View of Magneto
POWER PLANT - CONTINENTAL

Revised:8/31/76
1J9
243 244
CUT NOTCH TO FIT SNUG

ON NO. 58 DRILL WITH
JAWS CLOSED.
Figure 8-23. Checking HarnessLead Figure 8-24. Modified Pliers

Insulation Resistance
8-80. HARNESSASSEMBLY.
8-81. INSPECTIONOF HARNESS.
a. Inspect cover for cracks or other damage. Inspect lead assemblies for abrasions, mutilated braid
or other physical damage.
b. Inspect grommets for tears and eyelets for spark erosion.
c. Disconnect harness coupling nuts from the spark plugs and extract the lead terminations. Inspect
contact springs and compression springs for any damage or distortion. Inspect sleevesfor cracks or carbon
tracking.
d. Inspect coupling nuts and elbow assembliesfor damaged threads or other defects.
NOTE
Replace any damaged components per instructions given in

Paragraph 8-82.
e. Test continuity of each harness lead using a High Tension Lead Tester, Part No. 11-8888 or
11-8888-1 from Bendix, as follows:
1. Connect black test lead to contact spring and red lead to eyelet of the same lead. (Refer to
Figure 8-22.)

1J10
Figure 8-25. RemovingSpring From Lead Assembly

2. Observethat the continuity lamp illuminates.
f. Test insulation resistance of each harness lead by using the 11-8888 or 11-8888-1 tester as
follows:
1. Attach the red high voltage test lead to contact spring of harness lead. (Refer to Figure
8-23.)
2. Attach the black test lead to the ferrule of the same harness lead. (Refer to Figure 8-23.)
3. DepressPRESS-TO-TESTpush-button switch.
4. Observe that indicator lamp flashes and GAP fires simultaneously as long as the
PRESS-TO-TEST switch is held depressed. Whenever indicator lamp flashes and GAP fails to fire, lead
under test is defective and must be replaced.
8-82. MAINTENANCEOF HARNESS. Minor repairs of the harness assembly, such as replacement of
contact springs, sleeves,compression springs, eyelets, or grommets, can be accomplished with the harness
mounted on the engine. Lead assemblies may also be replaced with harness mounted on the engine unless
inaccessibilityof installation or number of leads to be replaced makes it unreasonable.
To replace grommets or eyelets, pull the conductor through the shielding sufficiently to make eyelet
accessible. Remove the eyelet being careful not to damage conductor wire. Replace grommet and eyelet
using the "AB" groove of Crimping Tool No. 11-4152 or a pair of diagonal pliers modified as shown in
Figure 8-24. Work the wire back into the shielding so the grommet fits properly against the ferrules in the
plate. Slack in shieldingor wire can be removed by grasping the lead in one hand and sliding the other hand
firmly along the lead towards the magneto cover.
1J11
proceed as follows:
To replace contact springs, insulating sleeves,compression spring or elbows retracted, hook the end of
a. Using a Bendix 11-7073 needle or a mechanical pencil with the lead
the contact spring as shown in Figure 8-25.
b. Usingthe needle or pencil unscrew the spring. assembly.
c. Slideinsulating sleeveand spring retainer assembly off end of lead
d. Replace defective component and reassemble as follows:
sleeves over cable
1. Fabricate a tool as shown in Figure 8-26 for installing the insulating
terminals.
2. Slide elbow assembly over lead and attach nut figertight to ferrule. assembly as shown in
3. Push the fabricated tool through insulating sleeve and spring retainer
Figure 8-27. Screw the cable terminal into the tool. the cable and unscrew
4. Work insulating sleeve and spring retainer assembly into position over
the tool. Install contact spring on cable terminal.
NOTE
It may be necessary to lubricate the cable and insulating sleeve

with a thin film of DC 200 (200,000 centistokes) or commercial
grade alcohol to facilitate assembly.
e. To replace one of the lead assembliesproceed as follows: from assembly

1. Remove clamps and brackets from defective lead assembly. Cut cable ties
and discard.
2. Cut the eyelet from the lead and remove grommet. pliers, and with a
3. Grip the ferrule of the lead with a pair of vise grip or water pump
ferrule. Pull lead from cover.
twist-pull action remove the ferrule from the cover and discard
4. Thread pre-stripped end of replacement lead through cover.
NOTE
Replacement leads are available from Bendixin lengths of 17 thru

74 inches in 3-inch increments. Use nearest next longer length to
replace defective lead.
from end of lead.
5. Scrape blue coating being careful not to cut braid for .50 of an inch until braid just covers
6. Push back braid and thread a new ferrule over wire and under braid
knurling. (Refer to Figure 8-28.)
CAUTION
New ferrules must be used and inserted under the braid exactly as
started in Step 6.
Revised: 8/31/76
POWER PLANT- CONTINENTAL
1J12
BRAZE DRILL NO. 47 1/4 IN. DEEP

TAP 3-48
I BLENDO.D. TO I.D.
POLISH O.D.
12.000 IN.
MAT: NO. 30 DRILL RODOR EQUIVALENT
Figure 8-26. AssemblyTool
SPRING RETAINER ASSY
Figure 8-27. UsingAssembly Tool

1J13
7. Pull the lead back into the cover to wedge the braid between the tapers of the cover and
ferrule.
8. Provide a back up support for the cover, and seat the ferrule, using the 11-7074 Ferrule
Seating Tool (Refer to Figure 8-29) and a mallet. Ferrule must be driven straight into the cover and fully
seated.
9. Thread the pre-stripped end of conductor through grommet. Place a new eyelet on
conductor and crimp per instructions given in second paragraph of Maintenance of Harness, Paragraph 8-82.
f. When lead being replaced is of the elbow type, salvage the used elbow and compression springs
for installation on replacement lead. Install these and new sleeve and contact spring (Refer to Figures 8-30
and 8-31) furnished with replacement lead per instructions givenin Steps a thru d.
g. Reposition clamps and brackets and replace cable ties removed earlier. Clean the grommets,
sleevesand the inside of the cover with methylethylketone or denatured alcohol.
h. Spray grommets and sleeves with Fluorocarbon Spray, such as MS S-122, supplied by
Miller-Stephenson Chemical Co. Inc., 16 Sugar Hollow Road, Danbury, Connecticut 06810, or equivalent.
i. Prior to seating spark plug lead terminal in plug barrel use fluorocarbon spray on spark plug
terminal insulating sleeve (Refer to Figure 8-32) to prevent heat from sticking sleeve to spark plug barrel.
Lightly lubricate the shoulder of ferrule to minimize twisting of ferrule (Refer to Figure 8-33). Use GO-JO
NO LOK manufactured by Goger Inc., Akron, Ohio 44309.
j. Check cam securingscrew. Screwmust be torqued to 16-20 inch pounds.
k. With all high tension terminal grommets seated against the ferrules in the cover, attach the
bottom capacitor lead to the right main breaker and then the top capacitor lead to the left main breaker.
Position the cover on the magneto and secure. Torque cover screwsto 30-35 inch pounds.
NOTE
Do not connect leads to spark plugs until after completing test of

starting vibrator per instructions in Paragraph 8-88.
1. Carefully route the high tension spark plug leads away from any hot spots such as manifolds, and
sharp edges which might cause heat damage or chafing. Check leads for proper location in clamps so when
clamps are tightened the leads will not be crushed. Leads should be taut to prevent chafing due to vibration,
but not so taut as to produce undue strain or leads.
m. After all leads have been properly routed and secured to the engine, recheck all clamp securing
screws for tightness. Fasten coupling nuts to proper spark plugs and torque as specified in Table II. Do not
allow ferrulesto turn while torquing nuts.
8-83. SPARKPLUGS.
8-84. REMOVALOF SPARKPLUGS.
a. Loosen the coupling nut on the harness lead and remove the terminal insulator from the spark
plug barrel well.

1J14
1/2" COATING SCRAPED

FROM BRAID
2.750
2.375
-BRAID TO EDGE
0.250
OF KNURLING
MATERIAL - BRASS
BLUE COATING
Figure 8-28. Ferrule Positioned Under Braid Figure 8-29. Ferrule Seating Tool 1 1-7074
11-8625
PLUNGER
ASSEMBLY
11-8626
SPRING
INSERTION
GUIDE
DISTR I BUTOR
BLOCK DISTRIBUTOR
BLOCK
Figure 8-30. Position of 11-8627 Kit and Figure 8-31. Position of 1 1-8627 Kit and
Contact Spring at Start of Installation Contact Spring after Installation

1J15
Figure 8-32. Lubrication of Sleeve Figure 8-33. Lubricating Ferrule Shoulder
NOTE
When withdrawing the ignition cable lead connection from the

plug, care must be taken to pull the lead straight out and in line
with the centerline of the plug barrel; otherwise a side load will be
applied, which frequently results in damage to the barrel insulator
and connector. If the lead cannot be removed easily in this
manner, the resisting contact between the neoprene collar and the
barrel insulator will be broken by a rotary twisting of the collar.
Avoid undue distortion of the collar and possible side loading of
the barrel insulator.
b. Remove the spark plug from the engine. In the course of engine operation, carbon and other
combustion products will be deposited on the end of the spark plug and will penetrate the lower threads to
some degree. As a result, greater torque is frequently required for removing a plug than for its installation.
Accordingly, the torque limitations given do not apply to plug removal and sufficient torque must be used
to unscrew the plug. The higher torque in removal is not as detrimental as in installation, since it cannot
stretch the threaded section. It does, however, impose a shearing load on this section and may, if
sufficiently severe, produce a failure in this location.

1J16
Figure 8-34. Removing Frozen Spark Plug

NOTE
Torque indicating handle should not be used for spark plug

removal because of the greater torque requirement.
c. Place spark plugs in a tray that will identify their position in the engine as soon as they are
removed.
NOTE
Spark plugs should not be installed if they have been dropped.
d. Removal of seized spark plugs from the cylinder may be accomplished by application of liquid
carbon dioxide by a conical metal funnel adapter with a hole at the apex just large enough to accommodate
the funnel of a CO2 bottle. (Refer to Figure 8-34.) Whena seized spark plug cannot be removed by normal
means, the funnel adapter is placed over and around the spark plug. Place the funnel of the CO2 bottle
inside the funnel adapter and release the carbon dioxide to chill and contract the spark plug. Break the
spark plug loose with a wrench. A warm cylinder head at the time the carbon dioxide is applied willaid in
the removal of an excessivelyseized plug.
e. Do not allow foreign objects to enter the spark plug hole.

1J17
8-85. INSPECTIONAND CLEANINGOF SPARKPLUG.

a. Visuallyinspect each spark plug for the following non-repairable defects:
1. Severelydamaged shell or shield threads nicked up, stripped or cross-threaded.
2. Badly battered or rounded shell hexagons.
3. Out-of-round or damaged shieldingbarrel.
4. Chipped, cracked or broken ceramic insulator portions.
5. Badly eroded electrodes worn to approximately 50% of original size.
b. Clean the spark plug as required, removingcarbon and foreign deposits.
c. Set the electrode gap at .015 to .018 inches.
d. Test the spark plug both electrically and for resistance.
8-86. INSTALLATIONOF SPARKPLUGS. Before installing spark plugs, ascertain that the threads within
the cylinder are clean and not damaged.
a. Apply anti-seize compound sparingly on the threads and install gasket and spark plugs. Torque
300 to 360 inch-pounds.
CAUTION
Make certain the deep socket is properly seated on the spark plug
hexagon as damage to the plug could result if the wrench is cocked
to one side when pressure is applied.
b. Carefully insert the terminal insulator in the spark plug and tighten the coupling nut.
8-87. STARTINGVIBRATOR.
8-88. STARTINGVIBRATORCHECKINGPROCEDURE.
a. Disconnect all spark plug leads from the left magneto at the spark plugs.
WARNING
Be sure all magneto spark plug leads are removed, thus preventing
the hazardous condition of plug firing during test.
b. Rotate engine crankshaft until No. 1 cylinder is in its retard firing position. Using the timing
light, check to see that the retard contact assemblyand both magneto main contact assemblies are open.
c. Electrically disconnect starter solenoid or remove battery cable from starter so that the engine
will NOT crank during this test.
WARNING
It is necessary that the starter be electrically removed from the

circuit before the vibrator is put into operation to eliminate
possibility of starter being energizedduring the test.

1J18
2369
ENGINE FIRING ORDER 415 36

MAGNETOFIRING ORDER 2234 56
6 5
4 UPPER PLUGS 3
LEFT RIGHT
BANK BANK
5
4 3
LOWER PLUGS
2
Figure 8-35. Ignition System Schematic

1J19
d. Place the magneto switch in its "ON" position and actuate the starter switch. At the same time
observe the No. 1 cylinder spark plug lead which is fired by the left magneto circuit. A series of sparks
should be seen when holding the lead approximately .19 of an inch from engine ground.
WARNING
Grasp the spark plug lead far enough away from the connection so
as not to produce any dangerous electrical shock.
e. If the spark does not jump the gap, check the applied voltage to the starting vibrator. This voltage
should be 24 volts.
f. If voltage is correct, check the contact points of the magneto. Both sets of contact points must
be opened.
g. Reject all units not complying with the preceding requirements or which show any visual defects.
8-89. REMOVALOF STARTINGVIBRATOR.

a. The starter vibrator is mounted on the lower right side of the fire wall in the compartment just
aft of the fire wall.
b. To gain access to the starter vibrator, unlatch the access door on the right side of the fuselagejust
aft of the fire wall.
c. Disconnect the electrical leads from the vibrator.
d. Remove the vibrator from the bulkhead by removing the attachment screws.
8-90. INSTALLATIONOF STARTING VIBRATOR.

a. Position the vibrator on the fire wall and secure with attachment screws.
b. Connect the electrical leads to the vibrator.
c. Check the operation per Paragraph 8-88.
d. Secure the access door.
8-91. EXTREME WEATHER MAINTENANCE.(Refer to Engine Manufacturer's Operating Manual for
operation in abnormal environmental conditions.)
POWERPLANT - CONTINENTAL Revised: 8/31/76

1J20
TABLEVIII-III. TROUBLESHOOTINGCHART(ENGINE)
Trouble Cause Remedy
Engine will not start. No fuel flow pressure in- Check mixture control for
dicated. No fuel to engine. proper position, primer
pump "ON" and oper-
ating. Fuel supply valve
on. Fuel filters open,
and tank fuel level.
Fuel flow pressure in- Turn off primer pump and

dicated. Engine flooded. magnetos, set throttle to
"FULL OPEN" and mix-
ture control to "IDLE
CUTOFF," and crank en-
gine to clear cylinders
of excess fuel. Repeat
starting procedure.
Fuel flow pressure indi- Check for bent or loose

cated. No fuel to engine. fuel lines. Loosen one
line at fuel nozzle. If
no fuel shows, replace
fuel manifold valve.
Defectivespark plugs. Clean and adjust or re-

place plugs. Spark plug
gap 0.015 to 0.019 inch.
Improper operation of Check internal timing of

magneto breaker points. magnetos. Check points.
Defectiveignition wire. Check with tester and

replace any defective
wires.
Starting vibrator Open right forward side

inoperative. panel. Listen for vibrator
buzz while cranking engine.
If buzz not apparent check
vibrator per paragraph 8-88.

1J21
TABLEVIII-III. TROUBLESHOOTINGCHART (ENGINE) (cont.)
Engine starts but fails Inadequate fuel to fuel Set mixture control in
to keep running. manifold valve. "FULL RICH" position,
turn emergency pump "ON"
momentarily, check to be
sure fuel lines and filters are
not restricted. Clean or re-
place defective components.
Defectiveignition Check accessibleignition

system. cables and connections.
Tighten loose connections.
Replace defective spark
plugs.
Engine runs rough at Improper idle mixture Readjust idle setting. Turn
idle. adjustment. adjustment screw counter-
clockwise to richen mixture
and clockwiseto lean
mixture.
Fouled spark plugs. Removeand clean plugs,

adjust gaps. Replace de-
fective plugs.
Fuel nozzle air vent Check for restrictions and

restricted or defective. replace defective compo-
nents.
Restricted fuel nozzle. Remove and clean all

nozzles.
Hot start difficulty. Improper prime fuel Check and adjust prime
Engine starts but fails pressure. fuel pressure as outlined in
to keep running when paragraph 9-33.
hot.

1J22
TABLEVIII-III. TROUBLESHOOTINGCHART(ENGINE) (cont.)
Engine has poor accel- Idle mixture too lean. Readjust idle setting.
eration. Back off adjustment screw
to richen mixture and
tighten adjustment screw
to lean mixture.
Incorrect fuel-air mix- Tighten loose connections,
ture. replace worn elements of
linkage. Serviceair
cleaner.
Defectiveignition Check accessibleignition
system. cables and connections. Re-
place defective spark plugs.
Improper grade of fuel. Fill tank with recommended
grade.
Improper ignition Check magnetos for correct
timing. timing.
Engine runs rough at Improper fuel-air mix- Check manifold connections

speeds aboveidle. ture. for leaks. Tighten loose
connections. Check fuel
control and linkage for
setting and adjustment.
Check fuel filters and
screens for dirt. Check for
proper pump pressure and
adjust as required. Replace
pump if defective.
Restricted fuel nozzle. Remove and clean all
nozzles.
Ignition System and spark Clean and regap spark plugs.
plugs defective. Check ignition cables for
defects. Check magneto
timing. Replace defective
components.
Crackedengine mounts. Repair or replace engine
mount.
Unbalancedpropeller. Remove propeller and have
it checked for balance.

1J23
TABLE VIII-III. TROUBLESHOOTINGCHART (ENGINE)(cont.)
Engine lacks power, re- Incorrectly adjusted Check movement of linkage

duction in maximum mani- throttle control, by moving control from
fold pressure or critical "sticky" linkage or idle to full throttle. Make
altitude. dirty air cleaner. proper adjustments and re-
place worn components.
Serviceair cleaner.
Defectiveignition Inspect spark plugs for

system. fouled electrodes, heavy
carbon deposits, erosion of
electrodes, improperly ad-
justed electrode gaps and
cracked porcelains. Test
plugs for regular firing
under pressure. Replace
damaged or misfiringplugs.
Spark plug gap to be 0.015
to 0.019 inch. Check mag-
neto timing and adjust as
required.
Fuel nozzles defective. Check for restricted noz-

zles and lines and clean
and replace as necessary.
Improper grade of fuel. Fill tank with recom-

mended fuel.
POWER PLANT - CONTINENTAL Revised:8/31/76

1J24
TABLEVIII-III. TROUBLESHOOTINGCHART (ENGINE)(cont.)
Low Fuel Flow Pressure. Restricted flow to fuel Check mixture control for
metering valve. full travel. Check for re-
Poor acceleration. strictions in fuel filters
Engine stops on rollout. and lines, adjust control
and clean filters. Replace
damaged parts.
Manifoldpressure sensing Check manifold pressure
aneroid defective causing line for leaks at connec-
improper pressure regu- tions and other defects.
lation. Tighten connections and
replace defective parts.
Fuel mixture control Check operation of mixture
lever interference. control. Adjust as re-
quired to obtain correct
operation.
Incorrect fuel injector Checkusing
pump adjustment and appropriate equipment. Re-
operation. place defective pump.
Defectivefuel injector Replace pump.
pump relief valve.
High Fuel Flow Pressure. Restricted flow beyond Check for restricted fuel
fuel control assembly. nozzles or fuel manifold
valve. Clean or replace
nozzles. Replace defective
fuel manifold valve.
Defectiverelief valve Replace fuel pump.
operation in fuel in-
jector pump.
Restricted recirculation Replace pump.
passagein fuel injector
pump.
Incorrect fuel injector Checkusing
pump adjustment and op- appropriate equipment.
eration. Replace defective pump.

1K1
Trou ble Cause Remedy
Fluctuating Fuel Flow Vapor in fuel system, ex- Normally operating the
Pressure. cess fuel temperature. primer or auxiliary fuel
pump will purge systems.
Fuel Flow Pressure gauge Bleed gaugeline and
line leak or air in gauge tighten connections.
line.
Low Oil Pressureon Insufficient oil in oil Add oil or change oil to
engine gauge. sump, oil dilution or proper viscosity. Inspect
using improper grade and clean relief valve.
oil for prevailing
ambient temperature.
High oil temperature. Defectiveoil temperature
control valvein oil
cooler, oil cooler re-
striction. Cleanor re-
place valve or clean oil
cooler.
Leaking, damaged or Check for restricted lines
loose oil line connec- and loose connections,
tions - Restricted partially plugged oil
screens and filter. filter and screens. Clean
parts, tighten connections
and replace defective
parts.
Defective pressure gauge. Replace gauge.
Worn or scored bearings. Overhaul.

1K2
High oil temperature. Insufficient air cooling. Check air inlet and outlet
for deformation or ob-
struction.
Insufficient oil supply. Fill oil sump to proper

level.
Defectiveoil temperature, Cleanor replace valve or
control valve, oil cooler clean oil cooler.
restriction.
Cloggedoil lines or Removeand clean oil
screens. screens.
Improper engine operation. Check entire engine.

Defectivetemperature Replace gauge.
gauge.
Excessiveoil con- Failingor failed bearings. Check sump for metal par-
sumption. ticles and, if found,
overhaul of engine is
indicated.
Worn or broken piston Install new rings.
rings.
External oil leakage. Check engine carefully
for leaking gaskets, and
O-ring.
Low grade of oil. Replace with oil conform-
ing to specifications.
Poor Engine Idle Cutoff. Enginegetting fuel. Checkmixture control for

being in full "IDLE
CUTOFF" position. Check
primer fuel pump "OFF."
Check for leaking primer
solenoid valve. Check for
leaking fuel manifold
valve.Replace defective
components.

1K3
SECTION VIIIA
POWER PLANT
LYCOMING - 300
Aerofiche
Paragraph Grid No.
8A-1. Introduction ........................................... 1K6

8A-2. Description ............................................................... 1K6
8A-3. Engine Cowling ........................................................... 1K6
8A-4. Description ...................................................... 1K6
8A-5. Removal of Engine Cowling ....................................... 1K6
8A-6. Cleaning, Inspection, and Repair of Engine Cowling .................. 1K6
8A-7. Installation of Engine Cowling ..................................... 1K9
8A-8. Propell er and Propeller Spinner ............................................. 1K9
8A-9. Removal of Propeller and Propeller Spinner ......................... 1K9
8A-10. Cleaning, Inspection, and Repair of Propeller and Propeller Spinner ... 1K9
8A-11. Installation of Propeller and Propeller Spinner ....................... 1K9
8A-12. Blade Track...................................................... IK10
8A-13. Propell er Governor ........................................................ 1K11
8A-14. Removal of Propeller Governor .................................... IKI1
8A-15. Installation of Propeller Governor .................................. 1KII
8A-16. Rigging and Adjustment of Propeller Governor ....................... 1K12
8A-17. Engine 1K14
8A-17a. Standardrd Practices - Engine ................................................. 1K14
8A-18. Removal of Engine ............................................... 1K15
8A-19. Installation of Engine ............................................. 1K17
8A-20. Installation of Oil Cooler .......................................... 1K18
8A-21. Engine Controls ........................................................... 1K18
8A-22. Engine Control Rigging Instruction ................................. 1K18
8A-23. Induction Air Filter ............................................... 1K18
8A-24. Alternate Air Door .............................................. 1K18
8A-25. Fuel Injector ....... ....... 1K20
8A-26. Fuel Injector Maintenance ......................................... 1K20
8A-27. Adjustment of Idle Speed and Mixture .............................. 1K20
8A-28. Fuel-Airir Bleed Nozzle ..................................................... IK22
8A-29. Removal of Fuel-Air Bleed Nozzle .................................. 1K22
8A-30. Cleaning and Inspection of Fuel-Air Bleed Nozzle..................... IK22
8A-31. Installation of Fuel-Air Bleed Nozzle ................................ IK22
Revised: 10/20/80 1K4 POWER PLANT - LYCOMING

LYCOMING
Aerofiche
Paragraph Grid No.
8A-32. Ignition System Maintenance ................................................ IK23

8A-33. Magneto (1200 Series)...................................................... IK23
8A-34. Inspection of Magneto............................................. 1K23
8A-35. Removal of Magneto ................................. IL1
8A-36. Timing Procedure (Internal Timing) ................................. IL2
8A-37. Installation and Timing Procedure (Timing Magneto to Engine) ........ 1L5
8A-38. Harness Assembly .................................................... IL6
8A-39. Inspection of Harness ............................................. IL6
8A-40. Removal of Harness............................................... 1L7
8A-41. Maintenance of Harness .......................................... 1L7
8A-42. Installation of Harness ............................................ 1L12
8A-43. Spark Plugs ....................................................... IL12
8A-44. Removal of Spark Plugs ........................................... 1L12
8A-45. Inspection and Cleaning of Spark Plugs ............................. 1L13
8A-46. Installation of Spark Plugs ......................................... 1L14
Revised: 10/20/80 1K5 POWER PLANT - LYCOMING

SECTIONVIIIA
POWERPLANT
LYCOMING - 300
8A-1. INTRODUCTION.This section covers the Lycoming power plant used in the PA-36-300 aircraft,
and is comprised of Description, Removal and Installation instructions, Corrective Maintenance,
Adjustments and Troubleshooting for the power plant and its associated components.
For further instructions and for major repairs, consult the appropriate publications of the engine or
8A-2. DESCRIPTION. The PA-36-300 is powered by an Avco-Lycoming IO-540-K1G5 fuel injected,
normal aspirated, horizontally opposed, air cooled, six-cylinder, direct drive, wet sump aircraft engine rated
at 300 horsepower. The engine is furnished with a starter, 70-ampere, 28-volt alternator, shielded ignition
system, fuel pump and fuel injector.
The induction system consists of a cowl mounted airbox incorporating dual paper type filter elements.
In the event of an air stoppage through the filters an alternate air source can be opened by the use of a
control handle in the cockpit.
The exhaust system is of stainless steel and directs exhaust gases from cylinders on each side of the
engine into separate runner type collectors. The collector tailpipes turn outboard and eject the exhaust over
the wing on both sides of the aircraft.
The propeller is a Hartzell HC-C2YK-1( )F/F8475R-O constant speed unit, utilizing oil pressure
from the propeller governor to move the blades into high pitch. The centrifugal twisting moment of the
blades tend to move them into low pitch, in the absence of governor oil pressure.
8A-3. ENGINE COWLING.
8A-4. DESCRIPTION. The cowling completely encloses the engine and consists of a reinforced plastic
lower nose and bottom section, a reinforced plastic upper nose section attached to a flat aluminum top
section having piano type hinges along both sides, and two quick latching, wrap around, side panel
assembliesconsistingof two aluminum panels hinged together to provide easy accessto the engine.
8A-5. REMOVALOF ENGINECOWLING. (Refer to Figure 8A-1.)
a. Remove the screws (6) from the cowl top assembly; release the studs (9) and cowl latch
assemblies (13), and remove the complete upper cowl and door assembly from the aircraft.
b. Remove the screws (6) that attach the upper nose bowl (1) to the lower cowl (16) and remove
the upper nose bowl.
c. Removethe bolts on the oil cooler to disconnect it from the lower cowl. Support the cooler from
the engine mount using any adequate means to hold it near its mounted position.
d. Remove the access cover to the induction air filters; remove the filter assemblyand then remove
the four screwssecuringthe airbox to the lower cowl.
e. Remove the screws from the bottom rear section of the lower cowl and the screws and bolts from
the cowl supports (15). Lower the cowl from the aircraft.
8A-6. CLEANING,INSPECTION,AND REPAIR OF ENGINECOWLING.

a. Clean the inside surfaces of the cowling with a suitable solvent (Stoddard or equivalent) and then
wipe with a clean cloth. Wash the painted surfaces of the cowling with a solution of mild soap and water
fiberglassareas.
c. Repair all defects to prevent further damage. Fiberglass repair procedures may be accomplished
according to: FiberglassRepairs, Section IV.
Revised: 1/19/78 POWER PLANT - LYCOMING
1K6

2. TOP ASSEMBLY, COWL
3. HINGE, UPPER RIGHT
4. DOOR ASSEMBLY, COWL, UPPER RIGHT
5. OIL FILLER CAP
6. SCREW ASSEMBLY, COWL ATTACHMENT
7. HINGE, UPPER LEFT
8. LOUVER, UPPER COWL
9. STUD
10. RETAINER
11. DOOR ASSEMBLY, COWL, UPPER LEFT
12. BRACKET, COWL MOUNTING
13. HOOK ASSEMBLY, COWL LATCH
14. AIR FILTER ACCESS COVER
15. SUPPORT ASSEMBLY, LOWER COWL
16. COWL ASSEMBLY, LOWER
17. OIL COOLER DRAIN ACCESS DOOR
Figure 8A-1. Engine Cowling Installation
POWER PLANT - LYCOMING Added: 8/31/76

1K7
C726
TWO- BLADE
C728
THREE- BLADE
1. SCREW, SPINNER ATTACHMENT

2. "O" RING
3. BOLT, BULKHEAD ATTACHMENT
4. NON-COUNTER BORED
MOUNTING HOLE
5. REAR BULKHEAD
6. PROPELLER BLADE
7. SPINNER
8. LOW PITCH STOP JAM NUT
9. LOW PITCH STOP
10. BOLT, FORWARD SPINNER ATTACHMENT
II. FORWARD BULKHEAD
Figure 8A-2. Propeller Installation (PA-36-300)
Revised: 6/15/77 POWERPLANT - LYCOMING

1K8
8A-7. INSTALLATIONOF ENGINECOWLING. (Refer to Figure 8A-1.)

a. Raise and support the lower cowl into position below the engine, and attach the cowl to the
supports (15) with screws and bolts. Install the screws securing the rear section to the fire wall bulkhead.
b. Position the induction airbox on the lower cowl and secure with four screws. Install the filter
assembliesand accesscover.
c. Position the oil cooler in the lower cowl and secure with bolts.
d. Install the upper nose bowl (1) and secure to the lower cowl (16) with screws(6).
e. Position the upper cowl and door assemblies over the engine and secure the cowl top assembly
with screws (6) at the forward and aft sections. Secure the doors with the studs (9) and latch assemblies
(13).
8A-8. PROPELLERAND PROPELLER SPINNER.
8A-9. REMOVALOF PROPELLERAND PROPELLER SPINNER (Refer to Figure 8A-2.)

NOTE
d. Remove spinner assemblyby removing attaching screws
e. Remove propeller assemblyby the followingprocedure:
1. Support propeller assembly with an appropriate sling and hoist.
2. Place a drip pan under propeller to catch oil spillage.
3. Remove safety wire from propeller mounting studs and remove studs in a sequence not to
allow the propeller hub to cock on the engine crankshaft.
4. Removepropeller assembly from airplane.
8A-10. CLEANING,INSPECTION,AND REPAIR OF PROPELLER AND PROPELLER SPINNER.
b. Clean spinner and propeller assemblywith a non-corrosive solvent.
e. Inspect blades for nicks and cracks. Refer to Figure 8A-3, for propeller blade minor repair.
through the slight movement allowed by the pitch change mechanism. If internal or major external damage
should accure, propeller assembly should be referred to an appropriate repair facility.
8A-11. INSTALLATIONOF PROPELLER AND PROPELLER SPINNER.
b. Make certain the fuel selector is in the off position and the mixture control in idle-cut-off.
d. Check propeller hub for proper seating of "O" ring. Cover "O" ring with a light film of engine
oil.
POWER PLANT - LYCOMING Revised: 6/15/77

1K9
EXAGGERATED VIEW OF
SURFACE CRACK
CROSS-SECTION
BEFORE REPAIR

EDGE ALIGNMENT WITH
SMOOTH CURVES
NOTE RECOMMENDED METHOD FOR REMOVING NICKS, AFTER R

CRACKS, ANDSCRATCHES IS BY USING RIFFLE
Figure 8A-3. Propeller BladeMinor Repair
e. Install rear spinner bulkhead. Refer to Table VIIIA-I for torque specification.
f. Attach propeller to engine crank shaft by aligning the non-counter bored mounting hole to the
"O" mark index on the starter ring gear.
g. Secure propeller assembly by tightening the mounting studs in a sequence not to allow the
propeller hub to cock on the engine crank shaft.
h. Torque propeller mounting studs and safety. Refer to Table VIIIA-I for torque specification.
i. Attach forward spinner on two-blade propeller. Refer to table VIIIA-I for torque specification.
j. Attach the propeller spinner by aligning the reference mark on the spinner with the mark on the
rear spinner bulkhead. Secure with attaching screws and torque screws to specification. Refer to Table
VIIIA-I.
8A-12. BLADETRACK. Blade track is the ability of one blade tip to follow the other, while rotating, in
almost the same plane. Excessivedifference in blade track - more than .0625 inch - may be an indication of
bent blades or improper propeller installation. Check blade track as follows:
a. With the engine shutdown and blades vertical, secure to the aircraft a smooth board just under
the tip of the lower blade. Move the tip fore and aft through its full "blade-shake" travel, making small
marks with a pencil at each position. Then center the tip between these marks and scribe a line on the
board for the full width of the tip.
b. Carefully rotate propeller by hand to bring the opposite blade down. Center the tip and scribe a
pencil line as before and check that lines are not separated more than .0625 inch.
c. Propellershavingexcess blade track should be removed and inspected for bent blades, or for parts
of sheared "O" ring, or foreign particles, which have lodged between hub and crankshaft mounting faces.
Bent blades will require repair and overhaul of assembly.

1K10
TABLE VIIIA-I. PROPELLER SPECIFICATIONS
TWOBLADE THREE BLADE

Hub, Model HC-C2YK-1BF HC-C3YR-1RF
Blade, Model F8475R-0 F8468A6
Diameter 84 in. 80 in.
Blade Angle Low Pitch (High RPM) 12.0 ± 0.2° Low Pitch (High RPM) 11.8 ° + 0.
High Pitch (Low RPM) 29° ± 1.0° High Pitch (Low RPM) 26 ° ± 1.0° (1)
Propeller RPM Setting Engine Static High RPM 2700 RPM max.
Propeller Torque Limits Description Required Torque (Dry)

Propeller Mounting Studs 60-70 foot-pounds
Propeller Mounting Studs 70-80 foot pounds
Fwd. Bulkhead Attachment Bolts(2 ) 30-35 inch-pounds
olts
Rear Bulkhead Attachment Bolts 50-70 inch-pounds
(1) MEASUREMENT TAKEN AT 30-INCH STATION.
(2) TWO BLADE PROPELLER ONLY.
(3) THREE BLADE ONLY.
8A-13. PROPELLER GOVERNOR.

8A-14. REMOVALOF PROPELLER GOVERNOR.
a. Remove the upper engine cowl. (Refer to Paragraph 8A-5.)
b. Disconnect the control cable end from the governor control arm.
c. Remove the governor mounting stud nuts. It will be necessary to raise the governor as the nuts
are being removed before the nuts can be completely removed.
d. Remove the mounting gasket. If the governor is to be removed for a considerable length of time
foreign matter.
8A-15. INSTALLATIONOF PROPELLERGOVERNOR.
a. Clean the mounting pad thoroughly, making very certain that there are no foreign particlesin the
recess around the drive shaft.
b. Place the governor mounting gasket in position with the raised portion of the screen facing away
from the engine.
c. Align the splines on the governor shaft with the engine drive and slide the governor into position.
d. With the governor in position, raise the governor enough to install washers and start mounting
nuts. Torque nuts even.
e. Connect the control cable end to the governor control arm. The ball stud is installed in the inner
hole of the control arm.
f. Adjust governor control per Paragraph8A-16.

1Kll
C729 1 2 3
. LOCKNUT
2. RPM ADJUSTMENTSCREW
3. CONTROLARM
4. CONTROL WHEEL
5. BOLT ASSEMBLY
6. PROPELLER CONTROL CABLE
Figure 8A-4. Propeller Governor

8A-16. RIGGINGAND ADJUSTMENTOF PROPELLER GOVERNOR. (Refer to Figure 8A-4.)
a. Start engine, park 90° to wind direction and warm in normal manner.
b. To check high RPM, low pitch setting, move the propeller control all the way forward. At this
position the governor speed control arm (1) should be against the high RPM fine adjusting screw (2). With
the throttle full forward, observe engine RPM, which should be 2700 RPM with high RPM properly
adjusted.
c. Should engine RPM not be as required, the high RPM setting should be adjusted as follows:
1. Shut down the engine and remove the upper engine cowl.
2. Adjust the governor by means of the fine adjustment screw (2) for 2700 RPM. To do this,
loosen the high RPM fine adjustment screw locknut and turn the screw in a clockwise direction to decrease
engine speed or in a counterclockwise direction to increase engine speed.
NOTE

3. Reinstall upper engine cowl and repeat Step b to ascertain proper RPM setting.
4. After setting the proper high RPM adjustment, run the self-locking nut on the fine
adjustment screw against the base projection to lock.
5. Ascertain that the governor control arm (1) is adjusted to the proper angle on the control
wheel (3) as shown in Figure 8A-4.

1K12
d. With the high RPM adjustment complete, the control system should be adjusted so that the governor
control arm will contact the high RPM stop when the cockpit control is 0.030 of an inch from forward stop on
the power quadrant. To adjust the control travel, disconnect the control cable end from the control arm,
loosen the cable end jam nut and rotate the end to obtain the desired level clearance. Reconnect the cable end
and tighten jam nut.
e. It is usually only necessary to adjust the high RPM setting of the governor control system, as the
action automatically takes care of the positive high pitch setting.

1K13
8A-17. ENGINE.
8A-17a. STANDARD PRACTICES - ENGINE. The following suggestions should be applied wherever
they are needed when working on the power plant.
a. To insure proper reinstallation and/or assembly, tag and mark all parts, clips, and brackets as to their
b. During removal of various tubes or engine parts, inspect them for indications of scoring, burning or
other undesirable conditions. To facilitate reinstallation, observe the location of each part during removal.
c. Extreme care must be taken to prevent foreign matter from entering the engine, such as lockwire.
washers, nuts, dirt, dust, etc. This precaution applies whenever work is done on the engine, either on or off the
aircraft. Suitable protective caps, plugs, and covers must be used to protect all openings as they are exposed.
NOTE
tube ends.
d. Should any items be dropped into the engine, the assembly process must stop and the item removed.
even though this may require considerable time and labor. Insure that all parts are thoroughly clean before
assembling.
e. Never reuse any lockwire, lockwashers, tablocks, tabwashers or cotter pins. All lockwire and cotter
pins must fit snugly in holes drilled in studs and bolts for locking purposes. Cotter pins should be installed so
the head fits into the castellation of the nut, and unless otherwise specified, bend one end of the pin back over
the stud or bolt and the other end down flat against the nut. Use only corrosion resistant steel lockwire and/ or
cotter pins. Bushing plugs shall be lockwired to the assembly base or case. Do not lockwire the plug to the
bushing.
f. All gaskets, packings and rubber parts must be replaced with new items of the same type at
reassembly. Insure the new nonmetallic parts being installed show no sign of having deteriorated in storage.
g. When installing engine parts which require the use of a hammer to facilitate assembly or installation.
h. Anti-seize lubrication should be applied to all loose-fit spline drives which are external to the engine
and have no other means of lubrication. For certain assembly procedures, molybdenum disulfide in either
CAUTION
Ensure that Anti-seize compounds are applied in thin even coats,

Added: 10/20/80 1K14 POWER PLANT - LYCOMING

IK14
8A-18. REMOVAL OF ENGINE.

a. Turn off all electrical switches in the cockpit and then disconnect the battery ground wire at the
battery.
b. Ascertain that the fuel selector lever is in the "OFF" position.
c. Remove the engine cowling. (Refer to Paragraph 8A-5.)
d. Remove the propeller. (Refer to Paragraph 8A-9.)
e. Disconnect the starter positive and ground leads.
f. Disconnect the governor control cable at the governor and cable attachment clamps.
g. Disconnect the heater hose at the muffler.
h. Disconnect the throttle and mixture cables at the injector. (The injector may be removed if desired.)
i. Remove the induction air hose by removing the clamp that secures the hose to the injector.
j. Disconnect the fuel pump supply line at the left side of the pump. Disconnect the pump vent line.
NOTE
Where a question may arise as where to reconnect a hose, line or

wire; the item at the separation should be identified (tagged) to
facilitate reinstallation. Open fuel, oil, vacuum lines and fittings
should be covered to prevent contamination.
k. Disconnect both lines from each oil cooler at the coolers.

1. Disconnect the magneto "P" leads at the magnetos.
m. Disconnect the engine vent tube at the engine.
n. Disconnect the engine oil temperature lead at the aft end of the engine.
o. Disconnect the tachometer drive cable at the engine.
p. Untie the ignition harness hoses and lines at the aft of the engine.
q. Disconnect the vacuum pump lines at pump and remove fittings from pump.
r. Disconnect the oil pressure line at the engine.
s. Disconnect the static and fuel flow line at the right rear engine baffle.
t. Disconnect the manifold pressure line at the right rear side of the engine.
u. Disconnect the injector line at the flow divider.
v. Disconnect the alternator leads and the cable attachment clamps.
w. Attach a one-half ton (minimum) hoist to the hoisting straps and relieve the tension from the engine
mounts.
x. Check the engine for any attachments remaining to obstruct its removal.
y. Drain the engine oil, if desired, and then close drian.
z. Remove the four engine mount assemblies and swing the engine free, being careful not to damage
attaching parts.
Revised:1/21/81 POWER PLANT - LYCOMING

1K15
2409 NOTE
REPLACE LORD MOUNTS
EVERY 500 HOURS.
C734
1. SPINNER 14. FILTER RETAINER

2. PROPELLER 15. COVER, FILTER
3. FUEL FLOW DIVIDER 16. BOLT, NUT, WASHER
4. OIL FILLER 17. SANDWICH (J-3049-38)
5. OIL COOLER 18. SPACER (J-12333-2)
6. EXHAUST STACK 19. ENGINE MOUNT
7. VENT TUBE 20. PLUG
8. STARTER 21. SANDWICH (J-3049-35)
9. GOVERNOR 22. ENGINE
10. FUEL NOZZLE 23. MOUNTING KIT (J-3804-31)
11. ENGINE MOUNT 24. HEATSHIELD. ENGINE MOUNT
12. ACCESS DOOR, AIR FILTERS 25. SPACER WASHER
13. AIR FILTER
Figure 8A-5. Engine Installation (Lycoming)

1K16
8A-19. INSTALLATIONOF ENGINE. (Refer to Figure 8A-5.)

a. Attach a one-half ton (minimum) hoist to the engine hoisting straps and swing the engine into
alignment with its attaching points.
b. Insert an engine mount bolt, with washer against head, in the engine mount and slide half of the
mount assembly on the bolt. (Refer to Figure 8A-5 for proper shock mount and heatshield assembly.)
Repeat this procedure for the other three attachment points.
NOTE
Shock mount Part No. J-3049-38 sandwich (17) must be

positioned on the compression side of the engine lugs, with the
upper mounts on the forward side, and the lower mounts on the
aft side. The part number is stamped on the mount. (Refer to
Figure 8A-5). Replacment of lord mounts is recommended every
500 hours.
c. Position the mounting lugs of the engine so that they align with the engine mount attaching
points; then move the engine rearward onto the mounts.
d. Slide onto each mounting bolt a spacer washer, spacer and the forward half of the mount. Install
washer and nut, and torque the nuts of the bolts to 450 to 500 inch-pounds.
e. Connect the alternator leads and secure cable with clamps.
f. Connect the injector line to the flow divider.
g. Connect the manifold pressure line at the right rear side of the engine.
h. Connect the static and fuel flow line at the right rear engine baffle.
i. Connect the oil pressure line.
j. Install the line fitting in the vacuum pump and install lines.
k. Connect the tachometer drive cable.
1. Connect the oil temperature lead.
m. Connect the engine vent tube.
n. Connect the oil cooler lines to the oil cooler.
o. Connect the magneto "P" leads. Check that magneto switch is "OFF."
p. Connect the fuel pump supply and vent line.
q. Install the injector.
r. Connect the throttle and mixture cables to the injector. Check adjustment of the control by
referring to Paragraph8A-22.
s. Connect the heater hose to the muffler.
t. Connect the governor control cable and secure with clamps.
u. Connect the starter positive and ground leads and secure cables with clamps.
v. Secure the ignition harness, lines, hoses, wires, etc., that may be loose.
w. Install the propeller. (Refer to Figure 8A-5.)
x. Install the proper grade and amount of engine oil.
y. Turn on fuel valve; open throttle full and turn on the electric fuel pump, and check the fuel lines
and fittings for leaks; then perform an engine operational check.
NOTE
Refer to latest revision of Lycoming Service Instruction No. 1241
for pre-oiling instructions prior to initial start after engine change,
overhaul or any prolonged period of inactivity.

1K17
8A-20. INSTALLATIONOF OIL COOLER.

a. When installing fittings in the oil coolers, care should be used to prevent excessivetorque being
applied to the cooler. Where a rectangular fitting boss is provided, a back-up wrench should be used,
employing a scissor motion, so that no load is transmitted to the cooler. When the oil cooler has a round
fitting boss, care should be taken not to permit excessivetorque on the fittings.
b. If a pipe thread fitting is used, it should be installed only far enough to seal with sealing
compound.
c. Apply Lubon No. 404 to all male pipe thread fittings; do not allow sealant to enter the system.
d. If fitting cannot be positioned correctly using a torque of 10 to 15 foot-pounds, another fitting
should be used.
e. When attaching lines to the cooler, a back-up wrench should be used.
f. After installation, inspect the cooler for distorted end cups.
g. Run-up engine. After run-up, check for oil leaks.
8A-21. ENGINECONTROLS.
8A-22. ENGINE CONTROLRIGGINGINSTRUCTIONS.

b. MIXTURE:Adjust the control linkages as required to insure complete stop to stop travel of the
mixture arm. The cockpit control must have no more than 3/4turn over travel when the mixture control arm
cushion at the cockpit control forward position with the governor control arm against the high RPM stop.
d. FUEL SHUTOFF AND ALTERNATE AIR: Adjust the control linkages and stop plates on the
8A-23. INDUCTIONAIR FILTER.
a. The filters should be cleaned daily when operating in dusty conditions. If any holes or tears are
noticed, the filters must be replaced immediately.
b. Remove the filter elements and shake off loose dirt by rapping on a hard flat surface, being
careful not to damage or crease the sealing ends.
CAUTION
Never wash the filter elements in any liquid or soak it in oil. Never
attempt to blow off dirt with compressed air.
c. The filter housing can be cleaned by wiping with a clean cloth soaked in unleaded gasoline.When
the housing is dry, reinstall and sealthe filter elements.
8A-24. ALTERNATE AIR DOOR. The alternate air door is located on the top side of the air filter box
which is part of the lower cowl and controlled by a lever mounted on the engine control quadrant in the
cockpit. The alternate air source is taken from the engine compartment near the left exhaust stack. The
following should be checked during inspection:
a. Check that the air door seals are tight and hinge is secure.
b. Actuate the door to determine that it is not sticking or binding and the control cable has free
travel.
c. Check that when the air door is fully opened, the cockpit control lever is in the open position.
(Refer to Paragraph 8A-22 for riggingprocedure.)
Added: 8/31/76 POWER PLANT- LYCOMING

1K18
2421
1. KNOB, FUEL SHUTOFF

2. KNOB, ENGINE ALTERNATE AIR CONTROL
3. HANDLE, PARKING BRAKE
4. FLAP INDICATOR
5. KNOB, FLAP ACTUATOR SWITCH
6. KNOB, ENGINE MIXTURE CONTROL
7. FRICTION LOCK
8. KNOB, THROTTLE CONTROL
9. KNOB, PROPELLER PITCH CONTROL
Figure 8A-6. Engine Control Console

1K19
8A-25. FUEL INJECTOR.

8A-26. FUEL INJECTOR MAINTENANCE.
a. In general, little attention is required between injector overhauls. However, it is recommended
that the following items be checked during periodic inspection of the engine; torque all nuts to 135-150
inch-pounds. Seat pal type nuts finger tight, against plain nuts, and then tighten an additional 1/3 to 1/2
turn.
1. Check tightness and lock of all nuts and screws which fasten the injector to the engine.
2. Check all fuel lines for tightness and evidence of leakage.A slight fuel stain adjacent to the
air bleed nozzles is not cause for concern.
3. Checkthrottle and mixture control rod ends and leversfor tightness and lock.
4. Remove and clean the injector inlet strainer at the first 25 hours of operation and each 50
hour inspection thereafter. Check the screen for distortion or openings in the strainer. Replace for either of
these conditions. Clean screen assembly in solvent and dry with compressed air. Damaged strainer O-rings
should be replaced. To install the screen assembly, place the gasket on the screen assembly and install the
assemblyin the throttle body and tighten to 35-40 inch-pounds torque.
8A-27. ADJUSTMENTOF IDLE SPEEDAND MIXTURE.

a. Start the engine and warm up in the usual manner until oil and cylinder head temperatures are
normal. The electric fuel pump must be "ON" for b, c, d and e below.
b. Check magnetos. If the "mag-drop" is normal, proceed with idle adjustment.
c. Set throttle stop screw so that the engine idles at 550-600 RPM. If the RPM changesappreciably
after making the mixture adjustment during the succeeding steps, readjust the idle speed to the desired
RPM.
d. When the idling speed has been stabilized, move the cockpit mixture control with a smooth,
steady pull toward the "Idle Cut-Off" position and observe the tachometer for any change during the
leaning process. Caution must be exercised to return the mixture control to the "Full Rich" position before
the RPM can drop to a point where the engine cuts out. An increase of more than 50 RPMwhile "leaning
out" indicates an excessively rich idle mixture. An immediate decrease in RPM (if not preceded by a
momentary increase) indicates the idle mixture is too lean.
e. If the above indicates that the idle adjustment is too rich or too lean, turn the idle mixture
adjustment in the direction required for correction, and check this new position by repeating the above
procedure. Make additional adjustments as necessary until a check results in a momentary pick-up of
approximately 50 RPM. Each time the adjustment is changed, the engine should be run up to 2000 RPM to
clear the engine before proceeding with the RPM check. Make final adjustment of the idle speed adjustment
to obtain the desired idling RPM with closed throttle. The above method aims at a setting that will obtain
maximum RPM with minimum manifold pressure. In case the setting does not remain stable, check the idle
linkage; any looseness in this linkage would cause erratic idling. In all cases, allowance should be made for
the effect of weather conditions and field altitude upon idling adjustment.
Added: 8/31/76 POWER PLANT - LYCOMING

1K20
LOW FUEL PRESSURE

WARNING LIGHT
SWITCH
I ACTIVATES
AT 15+3PSI
FUEL INLET DIVIDER
FLOW DIVIDER VALVE

SECTION - AA
CONNECTED TO THROTTLE
VALVE
THROTTLE LEVER
LINKAGE
CONSTANT HEAD-
IDLE SPRING
CONSTANT EFFORT
SPRING
AIR DIAPHRAGM
TUBE
FUEL DIAPHRAGM
Figure 8A-7. Schematic Diagramof RSA Fuel Injection System

1K21
Revised: 1/19/78 POWER PLANT- LYCOMING

1K22
Figure 8A-9. Fuel-Air Bleed Nozzle

8A-32. IGNITION SYSTEMMAINTENANCE.
8A-33. MAGNETO(1200 SERIES).
CAUTION
Ascertain that the primary circuit of both magnetos is grounded
before working on the engine.
8A-34. INSPECTIONOF MAGNETO.
a. After the first 25-hour and 50-hour periods, and periodically thereafter, the contact assemblies
should be checked. Examine the points for excessive wear or burning. Points which have deep pits or
excessively burned areas should be discarded. Examine the cam follower felt for proper lubrication. If
necessary, points can be cleaned by using any hard finished paper. Clean breaker compartment with dry
cloth.
b. If engine operating troubles develop which appear to be caused by the ignition system, it is
advisableto check the spark plugs and wiring first before working on the magnetos.
c. Should the trouble appear definitely associated with the magneto, the most effective measure is
to install a replacement magneto which is known to be in satisfactory condition and send the suspected unit
to the overhaul shop for test and repair.
d. Should this not be possible, a visual inspection may disclose the source of trouble. Remove the
harness outlet plate from the magneto. Inspect for the presence of moisture and foreign matter on the
rubber grommet and high tension outlet side of the distributor block. Check height of block contact
springs. Also check for broken leads or damaged insulation. If either is present, remove magneto and replace
with one known to be in satisfactory condition.
POWERPLANT- LYCOMING 1K23 Added: 8/31/76

223
I
MINOR IRREGULARITIES - WELL DEFINEDMOUND

NORMAL POINT IS SMOOTH EXTENDINGNOTICEABLY
AND FLAT. SURFACE HAS SMOOTH ROLLING HILLS ABOVE SURROUNDING
DULL GRAY "SANDBLASTED" AND DALES WITHOUT ANY SURFACE.REJECTPOINTS.
APPEARANCE DEEP PITS OR HIGH PEAKS.
THIS IS A NORMALCON-
Figure 8A-10. Contact Points

and separate cover from
e. Remove the breaker cover and harness securing screws and nuts, riveted to its spring.
magneto housing. Check contact assemblies to see that cam follower is securely how the average contact
Examine the contact points for excessive wear or burning. Figure 8A-10showssurfaces have a dull gray,
point will look when surfaces are separated for inspection. Desired contact contact is made. This
sand-blasted (almost rough) or frosted appearance, over the area where electricalbest possible electrical
the
means that points are worn in and mated to each other, thereby providing
contact and highest efficiency of performance.
8A-10,
f. Minor irregularities or roughness of point surfaces are not harmful. (Refer to Figure becoming
possibility of pit
center.) Neither are small pits or mounds, if not too pronounced. If there is a
deep enough to penetrate pad, Figure 8A-10,right,reject contact assembly.
NOTE

thumb and forefinger.
g. Check the condition of the cam follower felt. Squeeze felt tightly between lubricant. Allow
If fingers are not moistened with oil, re-oil using 2 or 3 drops of Scintilla 10-391200
off the excess with a clean cloth. Too much oil
approximately 30 minutes for felt to absorb the oil. Blot
may foul contact points and causeexcessiveburning. 11-1767-1, -2
h. Check the capacitor mounting bracket for cracks or looseness. Using the Scintilla and leakage.
resistance
or -3 Condenser Tester or equivalent, check capacitor for capacitance, series
Capacitance shall be at least 0.30 microfarads.
POWER PLANT - LYCOMING

Added: 8/31/76 1K24
i. Check magneto to engine timing as follows:

1. Connect Scintilla 11-851 Timing Light or equivalent across the contact assembly.
2. Slowly bring the engine up to number one cylinder advance firing position as instructed in
Paragraph 8A-37. At this instant the timing light should go out. If it does, the magneto is properly timed to
the engine. If the timing light does not go out, removal of the magneto for internal timing check and
inspection is recommended.
NOTE
The magneto serviceinstructions in this manual are to cover minor
repairs and timing. For further repairs and adjustments of the
magneto, it is recommended that the manufacturer's
recommended service instructions be followed.
8A-35. REMOVALOF MAGNETO. Beforeremoving the magneto, make sure magneto switches are off.
a. Remove the harness assembly terminal plate from the magneto.
WARNING
The magneto is not internally grounded; when the ground lead is

disconnected, the magneto is hot. Removing the harness assembly
terminal plate first and installing them last minimizes the danger
of starting the engine accidentally when the ground lead is
removed from the magneto.
b. Disconnect the ground lead at the magneto.

c. Remove the nuts and washersand draw the magneto from the engine.
NOTE
When removing magneto from engine pad, caution should be used
to insure rubber drive pads do not fall into oil sump.

ILl
8A-36. TIMINGPROCEDURE(INTERNALTIMING).
a. Remove the cover to the contact(s), distributor block, etc.
b. To internally time the contact assemblyof the single-breakermagnetos, proceed as follows:
1. Loosen the nut securing the drive plate to the magneto shaft sufficiently in order to install
the Scintilla 11-8465 Rotor Holding Tool under the nut and flat washer as shown in Figure 8A-11.Tighten
the nut securely.
2. Remove the timing inspection plug from the top of the magneto. Turn rotating magneto to
proper neutral position. This position is determined by locating keyways on drive end of magnet shaft at 12
o'clock with respect to name plate on housing. Tighten adjusting knob of 11-8465 Rotor Holding Tool
until pressure is applied on housing flange preventing magnet from turning.
3. Loosen and rotate cam until cam follower of contact assemblyrests on highest point of cam
lobe. Adjust contact assembly to obtain the clearance of 0.016 of an inch. Tighten contact assembly
securingscrews to 20 to 25 inch-pounds.
4. Install the 11-8693 Timing Plate Assembly and the 11-8149 Pointer Assembly of the
11-8150 Scintilla Timing Kit to breaker compartment of magneto. (Refer to Figure 8A-12.) Align pointer
assembly with the 0 ° mark on timing plate. Loosen adjusting knob of 11-8465 Rotor Holding Tool and
turn rotating magnet in normal direction of rotation until pointer indexes with the respective E gap mark
(15 ° ± 2°). Tighten adjusting knob of 11-8465 Tool and remove the 11-8149 Pointer Assembly from
magneto. Using a timing light, adjust contact points to just open. This adjustment shall be made by rotating
cam, in opposite direction of rotation until contacts just open. While holding cam in this exact position,
push cam on magnet shaft as far as possible with the fingers. Extreme care must be exercised in this
operation. If cam adjustment is changed in the slightest degree, the timing of the magneto will be thrown
Revised: 1/19/78 POWERPLANT LYCOMING

1L2
Figure 8A-11. Rotor Holding Tool Installed Figure 8A-12. Timing Kit Installed
off. Do not drive cam on shaft with a mallet or other instrument. Tighten the securing screw thereby
drawing the cam down, evenly and tightly. Torque screw to 16-20 inch-pounds. Loosen the 11-8465 Rotor
Holding Tool adjustingknob and return rotating magneto to neutral position. Reinstall the 11-8149 Pointer
Assembly over 0° mark on timing plate. Rotate magnet shaft in normal direction of rotation and check for
opening of main contact points at E gap setting (15° ± 2°).
c. If the distributor block was not removed from the housing, the internal timing may be checked
by turning the magneto in the normal rotation to number one firing position (keyway up and points just
opening). At this position, the reference line on the distributor block should line up between the L and LB
marks on the gear. On singlecontact magnetos the line should favor the L mark, if possible.
d. If the distributor block was removed from the housing, the distributor gear alignment and
internal check may be accomplished as follows:
1. Turn rotating magnet in direction of rotation until it is located in firing position (keyway up
and points just opening). Tighten adjusting knob of 11-8465 Rotor Holding Tool. Apply a light coating of
Bendix Grease P/N 10-27165 to teeth of distributor gear, if needed. The large distributor gear incorporates
four timing marks, L and LB for left-hand rotation and R and RB for right-hand rotation.
2. With distributor gear assembled to block, turn gear until raised rib on block lines up
between the L and LB marks. Assemble block and gear into housing, meshing the distributor gears together.
The rib should favor the L mark, if possible. (Refer to Figure 8A-13.)
3. Secure distributor block to housing with studs and washers. Tighten studs finger tight.
Loosen the 11-8465 Rotor Holding Tool and turn rotating magnet in reverse direction of rotation until
timing light indicates contact assembly had just opened and check to make certain timing marks align
within tolerance indicated above. Tighten block securing studs, first to 4-8 inch-pounds torque and then
final torque to 20 inch-pounds.
4. Insert the tip of your small finger through timing hole in housing and against large
distributor gear teeth. Rock distributor gear back and forth slightly. There must be perceptible backlash
between teeth of large and small gears. This check should be made at three different points, 120° apart on
gear. If backlash is not evident, replace large distributor gear.

1L3
A626
Figure 8A-13. AligningTiming Marks Figure 8A-14. Checking Flyweight

Clearanceof Impulse Coupling
5. Install the breaker cover and complete reassembly of the magneto. Refer to the
manufacturer's publications for complete disassemblyand reassemblyprocedures.
e. On the magneto employing the impulse coupling, check clearance between each flyweight and
each stop pin as follows:
1. Bend the end of a stiff piece of wire into a right angle 1/8 inch long (maximum).
2. Hold magneto as shown in Figure 8A-14. Pull heel of flyweight outward with the hooked
wire and make certain that feeler gauge of 0.010 inch minimum thickness will pass between stop pin and
the highest point of the flyweight.
NOTE
A true and accurate check of the clearance between flyweight and

stop pin can only be obtained by pulling the flyweight outward as
described above. Do not attempt the check by pushing in on
flyweight at point "A."
f. Install and time magneto, removed from engine, in accordance with Paragraph 8A-37.
g- Secure external switch leads to the breaker cover terminals. Connect harness assembly to the
magneto.
POWERPLANT
LANT - LYCOMING Added: 8/31/76
1L4
228
WHITE
TOOTH
MARK
TIMING
Figure 8A-15. Engine Timing Marks Figure 8A-16. Magneto Timing Marks
8A-37. INSTALLATION AND TIMING PROCEDURE (TIMING MAGNETO TO ENGINE). Although
only the left magneto is equipped with an impulse coupling, the timing procedure, in the following
paragraphs, is the same for both magnetos.
a. Remove the spark plug from No. 1 cylinder and place a thumb over the spark plug hole. Rotate
the crankshaft in direction of normal rotation until the compression stroke is reached, this is indicated by a
positive pressure inside the cylinder tending to push the thumb off the spark plug hole. Continue rotating
the crankshaft in direction of normal rotation until the advance timing mark (20) on the front face of the
starter ring gear is in exact alignment with the small hole located at the two o'clock position on the front
face of the starter housing. (Refer to Figure 8A-15.)
NOTE
The advance timing mark on the top face of the starter ring gear is
marked at both 20° and 25° BTC. Use only the 20 BTC mark
when timing the magnetos to the engine.
NOTE
If the crankshaft is accidentally turned in the direction opposite

normal rotation, repeat the above procedure as accumulated
backlash will make the final timing incorrect.
b. At this point, the engine is ready for assembly of the magnetos. Remove the inspection plugs
from both magnetos and turn the drive shafts in direction of normal rotation until the first painted
chamfered tooth on the distributor gear is aligned in the center of the inspection window. (Refer to Figure
8A-16.) Being sure that the gear does not move from this position, install gaskets and magnetos on the
engine. Secure with washers and nuts; tighten only finger tight.
Added: 8/31/76 POWERPLANT - LYCOMING

1L5
NOTE
In order to turn the shaft on an impulse coupling magneto, depress

the pawl on the impulse coupling with the finger.
c. Usinga battery powered timing light, attach the positive lead to a suitable terminal connected to
to any unpainted portion of the engine. Rotate
the ground terminal of the magneto and the negative lead
the magneto in its mounting flange to a point where the light comes on, then slowly turn it on.in the opposite
direction until the light goes out. Bring the magneto back slowly until the light just comes Repeat this
with the second magneto.
NOTE
AC timing lights operate in the reverse manner as described above,

the light goes out when the breaker points open.
d. After both magnetos have been timed, check, as described below, to ascertain that both magnetos
are set to fire together.
e. Back off the crankshaft a few degrees, the timing lights should go out. Bring the crankshaft
are in
slowly back in direction of normal rotation until the timing mark and the hole in the starter housing
alignment. At this point, both lights should go on simultaneously. Tighten nuts to specified torque.
f. After magnetos have been properly timed, replace breaker cover and secure.
g. Install the ground lead and the retard spark lead on the left magneto.
h. Place the harness terminal plate on the magneto and tighten nut around the plate alternately to
seat cover squarely on magneto. Torque nuts to 18 to 22 inch-pounds.
8A-38. HARNESSASSEMBLY.
8A-39. INSPECTIONOF HARNESS.
a. Check lead assemblies for nicks, cuts, mutilated braiding, badly worn section or any other
evidence of physical damage. Inspect spark plug sleevesfor chafing or tears and damaged or stripped threads
tears.
on coupling nuts. Check compression spring to see if it is broken or distorted. Inspect grommet for
Check all mounting brackets and clamps to see that they are secure and not cracked.
b. Using an ohmmeter, buzzer, or other suitable low voltage device, check each lead for continuity.
If continuity does not exist, wire is broken and must be replaced.
c. For electrical test of harness assembly, use a high voltage, direct current tester such as the TAKK
of
Model 86 or 86A or an equivalent direct current high voltage tester capable of deliveringa test potential
10,000 volts. Connect ground lead of high voltage tester to outer shielding braid of a single lead. Connect
plug terminal. Turn tester "ON" and apply 10,000 volts. The insulation resistance should be 100 megohms
minimum. Proceed to check other leads of harness in same manner.
d. Minor repair of the harness assembly, such as replacement of contact springs, spring retainer
assemblies, insulating sleeves or of one lead assembly, can be accomplished with the harness assembly a
mounted on the engine. However,should repair require replacement of more than one lead assemblyor of
cable outlet plate, the harness should be removed from the engine and sent to an overhaul shop.

1L6
230
Figure 8A-17. RemovingSpring From Lead Assembly

8A-40. REMOVALOF HARNESS.
a. Disconnect the clamps that secure the wires to the engine and accessories.
b. Loosen the coupling nuts at the spark plugs and remove the insulators from the spark plug barrel
well. Use caution when withdrawing the insulator not to damage the insulator spring.
c. Place a guard over the harness insulators.
d. Remove the harness assemblyterminal plate from the magneto.
e. Remove the harness from the airplane.
8A-41. MAINTENANCEOF HARNESS.
a. To replace contact springs,spring retainer assembliesor insulating sleeves,proceed as follows:
1. Using a Scintilla 11-7073 Needle or a mechanical pencil with the lead retracted, hook the
end of the contact spring as shown in Figure 8A-17.
2. Usingthe needle or pencil, unscrew the spring.
3. Slide insulating sleeveand spring retainer assembly off end of lead assembly.
4. Replacedefective component and reassembleas follows:
(a) Fabricate a tool as shown in Figure 8A-18 for installing the insulating sleevesover cable
terminals.
(b) Push the tool through insulating sleeveand spring retainer assemblyas shown in Figure
8A-19. Screw the cable terminal into the tool.
(c) Work insulating sleeve and spring retainer assembly into position over the cable and
unscrew the tool. Install contact spring on cable terminal.
NOTE
with a thin film of MC 200 (200,000 centistokes) or commercial

1L7
DRILL NO. 47 1/4 IN. DEEP

BRAZE
TAP 3-48
2- IN.
BLEND O.D. TO I .
POLISH O.D.
12.000 IN.
I
MAT: NO. 30 DRILL ROD OR EQUIVALENT
Figure 8A-18. AssemblyTool
SPRINGRETAINER ASSY
Figure 8A-19. UsingAssembly Tool
REQUIREDLENGTH
Figure 8A-20. MeasuringLead Assembly Length
POWER PLANT- LYCOMING Added:8/31/76

1L8
231
Figure 8A-21. Cutting Metallic Braid Figure 8A-22. Unbraiding Metallic Shielding
From End of Lead
b. To replace one of the lead assemblies,proceed as follows:
1. Remove clamps and brackets from applicable lead assembly. Cut cable ties from assembly
and discard.
2. Cut off condemned lead flush with outer surface of cable outlet plate.
3. Grip eyelet of lead with a pair of pliers and pull short length of conductor out of grommet
and cable outlet plate.
4. Using a 3-inch long, 0.270 inch diameter drift, applied at outer surface of plate, drive out
tapered ferrule and remainingpieces of insulation and shielding.
5. To determine what length the new lead assemblyshould be cut to, proceed as follows:
(a) Measure the length of the condemned lead assembly. Move coupling nut back on lead
assembly and measure from outer end of ferrule at spark plug end. (See Figure 8A-20.)
(b) To the length determined in Step (a), add 1-3/4 inches.
NOTE
Spare part leads are supplied in various lengths. Use a lead which is
longer than, but nearest to, the desired length.
6. Cut lead assembly to the length determined in Step 5. Mark ferrule on spark plug end of
lead with a metal stamp, scribe or rubber stamp to correspond with correct cylinder number.
7. Starting at spark plug location, thread new cable through grommets and clamps as necessary
for correct routing of cut end of cable to magneto location.
8. Using electrician's scissors, carefully remove 1.250 inch of outer braid from end of lead.
(Refer to Figure 8A-21.)
CAUTION
Use care not to nick or cut insulation when removing braid.
9. Using a scribe or similar pointed tool, unbraid 3/8 inch of braided shielding. (Refer to
Figure 8A-22.) Wrap a single thickness of electrical tape around unbraided strands to facilitate insertion of
lead end through hole in cable outlet plate.

1L9
UNBRAIDEDSHIELDING POSITION OF
FERRULE UNDER
RED COATING SHIELDING
Figure 8A-23. Forming Shielding Around Ferrule

10. Remove cable outlet plate from magneto. Support plate securely and, using suitable cutting
pliers, split and remove eyelets from leads adjacent to lead being replaced. When splitting eyelet make
certain that wire strands are not cut. Removal of eyelets on adjacent leads will allow grommet to be pulled
away from outlet plate to facilitate insertion of new lead.
11. Pass the taped end of new lead through hole in outlet plate. Remove electrical tape from
lead and install tapered end of ferrule under the unbraided strands of shielding. Form strands of shielding
evenly around tapered ferrule as shown in Figure 8A-23 and pull lead assembly back through cable outlet
plate until ferrule binds in the outlet well. Position the Scintilla 11-7074 Ferrule Seating Tool (Figure
8A-24) over the wire and firmly seat the ferrule by tapping the seating tool with a hammer or by using an
arbor press.
12. Measure 1/2 inch from tapered ferrule and strip remaining insulation from wire. (Refer to
Figure 8A-26.)
13. Insert Scintilla 11-7073 Needle (Figure 8A-25) through small hole of grommet and over
stripped end of wire. (Refer to Figure 8A-24.) Slide grommet down needle until it seats tightly against the
tapered ferrule.
14. Cut wire 3/8 inch from top of grommet outlet. (Refer to Figure 8A-28.)Double wire over as
shown in A of Figure 8A-29. Slide eyelet over doubled wire until it is firmly seated in recess of grommet
outlet.
15. Using the "AB" groove of Scintilla 11-4152 Crimping Tool, or equivalent, crimp eyelet to
wire. Approximately 1/32" of wire should extend from end of eyelet after crimping. (See B of Figure
8A-29.)
2.750
2.031
0.047 SPHERICAL RAD

2 PLACES
MATERIAL- BRASS
Figure 8A-24. Ferrule SeatingTool Figure 8A-25. Needle

232
0.50 1-7073 NEEDLE
Figure 8A-26. MeasuringWire From Figure 8A-27. Installing Grommet Over

Top of Ferrule Lead Assemblies
NOTE
If the crimping tool is not available, a satisfactory connection can
be made by soldering with Kester Flux 709 or equivalent and a
non-corrosive solder. After soldering, clean solder joints using
denatured alcohol.
16. Install clamps and cable ties as necessaryto secure lead to the engine.
233
Figure 8A-28. Lead Assembly Installed Figure 8A-29. Wire Doubled Over For
in Grommet Installation of Eyelet

8A-42. INSTALLATIONOF HARNESS. Before installing harness on magneto, check mating surfaces for
cleanliness. Spray entire face of grommet with a light coat of Plastic Mold Spray, SM-O-O-THSilicone
Spray or equivalent. This will prevent harness grommet from sticking to magneto distributor block.
a. Place the harness terminal plate on the magneto and tighten nuts around the plate alternately to
b. Carefully route the high tension spark plug leads away from any hot spots such as manifolds and
c. After all leads have been properly routed and secured to the engine, recheck all clamp securing
screws for tightness. Fasten coupling nuts to proper spark plugs and torque as specified in Table VIIIA-II.
Do not allow ferrules to turn whiletorquing nuts.
TABLE VIIIA-II. COUPLINGTORQUES
Spark Plug Torque

CouplingThreads (lb.-in.)
5/8-24 90-95
3/4-20 110-120
8A-43. SPARKPLUGS.
8A-44. REMOVALOF SPARKPLUGS.
plug barrel well.
NOTE

with the center line of the plug barrel; otherwise a side load will be
sufficiently severe,produce a failure in this location.

1L12
234
Figure 8A-30. Removing Spark Plug Frozen to Bushing

NOTE

removed.
NOTE
Spark plugs should not be used if they have been dropped.
d. Removal of seized spark plugs in the cylinder may be accomplished by application of liquid
carbon dioxide by a conical metal funnel adapter with a hole at the apex just large enough to accommodate
the funnel of a CO2 bottle. (Refer to Figure 8A-30.) When a seized spark plug cannot be removed by
normal means, the funnel adapter is placed over and around the spark plug. Place the funnel of the C02
bottle inside the funnel adapter and release the carbon dioxide to chill and contract the spark plug. Break
the spark plug loose with a wrench. A warm cylinder head at the time the carbon dioxide is applied willaid
in the removalof an excessivelyseized plug.
8A-45. INSPECTIONAND CLEANINGOF SPARK PLUG.
a. Visuallyinspect each spark plug for the following non-repairable defects:
1. Severelydamaged shell or shield threads nicked up, stripped or crossthreaded.
3. Out-of-round or damaged shieldingbarrel.
5. Badly eroded electrodes worn to approximately 50% of original size.
c. Test the spark plug both electrically and for resistance.
d. Set the electrode gap at 0.015 to 0.018 inches.
8A-46. INSTALLATION OF SPARK PLUGS. Before installing spark plugs, ascertain that the threads
within the cylinder are clean and not damaged.
CAUTION
b. Carefully insert the terminal insulator in the spark plug and tighten the coupling nut to the
specified torques givenin Table VIIIA-II. Do not allow ferrules to turn while torquing nuts.
POWER PLANT - LYCOMING Added:8/31/76

1L14
TABLEVIIIA-III. TROUBLESHOOTINGCHART(ENGINE)
Failure of engine to Lack of fuel. Check fuel system for

start. leaks. Fill fuel tank.
Clean dirty lines,
strainers or fuel valves.
Check fuel selector
valve for proper tank.
Check fuel pressure
with electric boost pump
ON.
Check mixture control
knob for full rich.
Overpriming. Open throttle and

"unload" engine by
engagingstarter. Mix-
ture in idle cut-off.
Incorrect throttle Open throttle to one-

setting. eighth of its range.
Defectivespark plugs. Clean and adjust or

replace spark plugs.
Defectiveignition wire. Check with electric

tester and replace de-
fective wires.
Defectivebattery. Replacewith charged

battery.
Improper operation of Clean points. Check

magneto breaker. internal timing of
magnetos.
Lack of sufficient Disconnect fuel line at

fuel flow. fuel injector and check
fuel flow.
Water in fuel injector. Drain fuel injector and

fuel lines.
Internal failure. Check oil screens for

metal particles. If found,
complete overhaul of en-
gine may be indicated.

1L15
TABLEVIIIA-III. TROUBLESHOOTINGCHART (ENGINE) (cont.)
Troubl
Trouble Cause RenRemedy
Failure of engine to Incorrect idle mixture. Adjust mixture.
idle properly.
Leak in the induction Tighten all connections
system. in the induction system.
Replace any parts that
are defective.
Incorrect idle adjust- Adjust throttle stop to
ment. obtain correct idle.
Uneven cylinder com- Check condition of pis-
pression. ton rings and valve
seats.
Faulty ignition system. Check entire ignition
system.
Insufficient fuel pres- Adjust fuel pressure.

sure.
Low power and uneven Mixture too rich; indi- Readjustment of fuel
running. cated by sluggishen- injector by authorized
gine operation, red ex- personnel is indicated.
haust flame at night.
Extreme cases indi-
cated by black smoke
from exhaust.
Mixture too lean; indi- Check fuel lines for

cated by overheating dirt or other restric-
or backfiring. tions. Check fuel in-
jection nozzles.
Leaks in induction Tighten all connections.

system. Replace defective parts.
Defective spark plugs. Clean and gap or re-
place spark plugs.
Improper fuel. Fill tank with fuel of
recommended grade.
Magneto breaker points Clean points. Check
not working properly. internal timing of mag-
netos.

1L16
TABLE VIIIA-III. TROUBLESHOOTINGCHART (ENGINE) (cont.)
Low power and uneven Defectiveignition wire. Check wire with electric
running. (cont.) tester. Replace defective
wire.
Defectivespark plug Replace connectors on

terminal connectors spark plug wire.
Failure of engine to Leak in the induction Tighten all connections

develop full power. system. and replace defective
parts.
Throttle lever out of Adjust throttle lever.

adjustment.
Improper fuel flow. Check strainer, gauge
and flow at fuel injec-
tor inlet.
Restriction in air Examine air scoop and

scoop. remove restrictions.
Improper fuel. Drain and refill tank

with recommended fuel.
Faulty ignition. Tighten all connections.

Check system with
tester. Checkignition
timing.
Rough engine. Cracked engine mount. Replace or repair

mount.
Defectivemounting Install new mounting

bushings. bushings.
Uneven compression. Check compression.

1L17
TABLEVIIIA-III. TROUBLESHOOTINGCHART (ENGINE) (cont.)
Low oil pressure. Insufficient oil. Fill sump with recom-

mended oil.
Air lock or dirt Remove and clean oil

in relief valve. pressure relief valve.
Leak in suction line Check gasket between

or pressure line. accessory housing and
crankcase.
Dirty oil strainers. Remove and clean oil

strainers.
Defectivepressure Replace gauge.

gauge.
Stoppage in oil pump Check line for obstruc-
intake passage. tion. Clean suction
strainer.
High oil temperature. See "High Oil Temper-

ature" in "Trouble"
column.
High oil temperature. Insufficient air Check air inlet and

cooling. outlet for deformation
or obstruction.
Insufficient oil Fill oil sump to proper

supply. level with specified oil.
Low grade of oil. Replace with oil con-

forming to specifica-
tions.
Cloggedoil lines or Remove and clean oil

strainers. strainers.
Excessiveblow-by. Usually caused by worn

or stuck rings.
POWERPLANT- LYCOMING Added: 8/31/76

1L18
TABLEVIIIA-III. TROUBLESHOOTINGCHART (ENGINE)(cont.)
Trouble
Trou Cause RenRemedy
High oil temperature. Failing or failed Examine sump for

(cont.) bearing. metal particles. If
found, overhaul of en-
gine is indicated.
Defective temperature Replace gauge.
gauge.
Excessiveoil consump- Low grade of oil. Fill tank with oil con-
tion. forming to specifica-
tions.
Failing or failed Check sump for metal
bearings. particles.
Worn piston rings. Install new rings.
Incorrect installation Install new rings.
of piston rings.
Failure of rings to Use mineral base oil.
seat (new nitrided Climb to cruise al-
cylinders). titude at full power
and operate at 75%
cruise power setting
with high oil temp-
erature until oil
consumption stabilizes.

1L19
1L20 THRU 1L24

BRAVE
PAWNEE
MANUAL
SERVICE
CARD2 OF2
PA-36-285-300-375
CORPORATION
PIPERAIRCRAFT
761471)
NUMBER
(PART
AEROFICHE EXPLANATION AND REVISION STATUS
The ServiceManual information incorporated in this set of Aerofichecards is arranged in accordance

with the general specifications of Aerofiche adopted by the General Aircraft Manufacturer's Association
(GAMA). The information compiled in this Aerofiche Service Manual is kept current by revisions
distributed periodically.These revisions supersede all previousrevisionsand willbe completeAerofichecard
replacements and shall supersede Aerofiche cards of the same number in the set.
.Conversion of Aerofiche alpha/numeric code numbers:
First number is the Aerofiche card number.
Letter is the horizontal line reference per card.
Second number is the vertical line reference per card.
Example: 2J16 = Aerofiche card number two of given set, Grid location J16.
To aid in locatingthe various chapters and related serviceinformation desired,the followingis provided:
1. A complete manual Table of Contents is for all fiche in this set.
2. A complete list of Illustrations is given and followsthe Table of Contents.
3. A complete list of Tables is given for all fiche in this set and follows the list of Illustrations.
4. A complete list of paragraph titles and appropriate Grid location numbers is givenat the beginning
of each Chapter relating to the information within that Chapter.
5. Identification of Revised Material:
Revisedtext and illustrations are indicatedby a black verticallinealong theleft-hand margin of
the frame, opposite revised, added or deleted material. Revisionlinesindicate onlycurrent revisions
with changesand additions to or deletionsof existingtext and illustrations.Changesin capitalization,
spelling,punctuation, indexing, the physicallocationof the material or completepageadditions are
not identified by revision lines.
6. Revisions to this Service Manual 761 471 issued February 14, 1973 are as follows:
Revisions Date Aerofiche Card Effectivity
ORG730214 February 14, 1973

PR731012 October 12, 1973
PR750930 September 30, 1975
PR760128 January 28 1976
PR760831 August 31, 1976 1 and 2
PR770615 June 15, 1977 1
PR780119 January 19, 1978 1 and 2
PR780901 September 1, 1978 1 and 2
PR790827 August 27, 1979 1 and 2
PR791210 December 10, 1979 1 and 2
PR801020 October 20, 1980 1 and 2
PR810121 January 21, 1981 1 and 2
PR810720 July 20, 1981 1 and 2
PR821027 October 27, 1982 1 and 2
PR840323 March 23, 1984 1 and 2
PR890501 August 4, 1989 1
The date on Aerofichecards shall not be earlier than the date noted for the respectivecard effectivity.Consult
the latest card in this series for current Aerofiche card effectivity.
2A2
PIPER PAWNEE SERVICE MANUAL
2A3
TABLE OF CONTENTS
AEROFICHE CARD NO. 1 GRID NO.
I INTRODUCTION ................................ 1A11
II HANDLING AND SERVICING ...................... 1A14
III INSPECTION ................ ..... .......... 1C23
IV STRUCTURES ..................................... 1D17
V SURFACE CONTROLS ............................. 1F4
VI HYDRAULIC SYSTEM .............................. 1 G3
VII LANDING GEAR AND BRAKE SYSTEM ............ 1G11
VIII POWER PLANT- CONTINENTAL .................. 1H10
VIIIA POWER PLANT- LYCOMING ....................... 1K4
AEROFICHE CARD NO.2
VIIIB POWER PLANT- LYCOMING 375 .................. 2A9
IX FUEL SYSTEM ......... ........................ 2D1
X INSTRUMENTS ............................... . 2E10
XI ELECTRICAL SYSTEM ............................. 2F8
XII ELECTRONICS 217................................... 217
XIII ENVIRONMENTAL CONTROL SYSTEM ......... 2114
XIV DISPERSAL SYSTEMS ............................. 2118
2A4
LIST OF ILLUSTRATIONS
Aerofiche
Figure Grid No.
8B-1. Engine Cowling Installation ................................................. 2A12
8B-2. Propeller Installation (PA-36-375) ........................................... 2A13
8B-3. Propeller Blade Minor Repair ............................................... 2A15
8B-4. Propeller Governor ........................................................ 2A17
8B-5. Engine Installation (Lycoming) ...................................... 2A21
8B-6. Engine Control Console .................................. ........... . 2A22
8B-7. Schematic Diagram of RSA Fuel Injector System.............................. 2BI
8B-8. Fuel Injector .............................................. 2B2
8B-9. Fuel Air Bleed Nozzle ..................................................... 2B4
8B-10. Height of Spring in Distributor Block Tower .................................. 2B4
8B- 11. Contact Points ............................................................ 2B4
8B-12. Engine Timing Marks ...................................................... 2B5
8B-13. Timing Marks on Magneto Rotor ........................................... 2B7
8B-14. Painted Tooth Centered in Timing Window ................................... 2B7
8B-15. Can End View of Magneto ................................................. 2B8
8B-16. Timing Mark on Rotor Aligned with Pointer (Right Hand Rotation) ............. 2B9
8B-17. Timing Light Connected to Magneto .................................. .. 2B9
8B-18. Timing Light Connected to Magneto and Breakers ............................ 2B9
8B-19. Check Harness Lead Continuity ............................................. 2B9
8I -19A. Testing Insulation Resistance of Harness Lead................................ 2B14
8B-20. Removing Spring From Lead Assembly ...................... ...... 215
B......
8B-21. Assembly Tool ................... ................................ . 2B16
8B-22. Using Assembly Tool ..................................................... 2B16
8B-23. Measuring Lead Assembly Length ....... .................................. 2B16
8B-24. Cutting Metallic Braid From End of Lead .................................... 2B17
8B-25. Unbraiding Metallic Shielding............... ............... . ...... 2B 17
8B-26. Forming Shielding Around Ferrule .......................................... 2B18
8B-27. Ferrule Seating Tool . ............................................ . 2B18
8B-28. Needle .......................................................... 2B 18
8B-29. Measuring Wire From Top of Ferrule . ............. ... ....... 2B19
8B-30. Installing Grommet Over Lead Assemblies.................................... 2B19
8B-31. Lead Assembly Installed in Grommet ........................................ 2B19
8B-32. Wire Doubled Over for Installation of Eyelet.................................. 2B19
8B-33. Removing Spark Plug Frozen to Bushing... ..... .................... 2B21
9-1. Fuel System Diagram, Serial Nos. 7360001to 7360019incl. (PA-36-285).......... 2D4
9-la. Fuel System Diagram, Serial Nos. 7360020and up (PA-36-285) ................ 2D5
9-lb. Fuel System Diagram, (PA-36-300and 375)............. ................ 2D6
9-2. Fuel System Installation, Serial Nos. 7360001to 7360019incl. (PA-36-285)........ 2D7
9-2a. Fuel System Installation, Serial Nos. 7360020and up (PA-36-285) ............. 2D9
9-2b. Fuel System Installation (PA-36-300)..... ....... .................... 2D II
9-3. Fuel Cell Installation....................................................... 2D 14
9-4. Polyurethane Foam Baffle Installation Sequence.............................. 2D20
9-5. Fuel Filter ...................................................... 2D23
9-6. Auxiliary Fuel Control Valve Operation and Components .................. 2E3
9-7. Bench Test Set up of Auxiliary Fuel Control Valve ......... ................... 2E7
10-1.
10-1. Instrument
Instrument Panel
Panel .2E14.......................................................... 2E14
10-2. Pitot and Static Air System Installation ........... ........................... 2E16
Revised:7/20/81
2A5
Aerofiche
Figure Grid No.
11-1. Instrument Panel Electrical Switches ......................................... 2F13
11-2. Deleted
11-3. Exploded View of Alternator ................................................ 2F 15
11-4. Removal of Rectifier ....................................................... 2F16
11-5. Removal of Slip Ring End Bearing .......................................... 2F16
11-6. Removal of Drive End Head From Rotor .................................... 2F17
11-7. Removal of Drive End Bearing ................... ........................... 2F17
11-8. Testing Rotor For Ground .................................................. 2F18
11-9. Testing Rotor For Shorts ................................................... 2F18
11-10. Installation of Drive End Head on Rotor ..................................... 2F19
11-11. Installation of Rectifier ..................................................... 2F19
11-12. Terminal Assembly ........................................................ 2F20
11-13. Slip ring End Bearing Assembly ............................................. 2F21
11-14. Testing Alternator ......................................................... 2F21
11-15. Brush Installation .......................................................... 2F23
11-16. Internal Wiring Diagram ................................................... 2F23
11-17. Battery Box ............................................................... 2G2
11-18. Regulator Schematic (Internal) .............................................. 2G4
11-18a. Application of Overvoltage Control .......................................... 2G5
11-18b. Testing Overvoltage Control ................................................ 2G5
11-19. Exploded View of Starting Motor - MHP-4004 ................................ 2G6
11-19a. Exploded View of Starting Motor - MHB-4001................................ 2G6
11-20. Turning Starter Motor Commutator ......................................... 2G8
11-21. Testing Motor Armature for Shorts .......................................... 2G8
11-22. Testing Motor Fields for Grounds ........................................... 2G10
11-23. No-Load Test Hookup ............ ................................... 2G 10
11-24. Stall-Torque Hookup .................................................... 2G11
11-25. Landing and Taxi Light Installation ........................................ 2G13
11-25a. Night Working Lights Installation ........................................... 2G 14
11-25b. Strobe Lights Installation ................................................... 2G21
11-25c. Rotating Beacon Installation ................................................ 2G23
NOTE
Electrical Schematics for Section XI. see Grid No. 2F10.
Revised:10/20/80 2
2A6

Aerofiche
Figure Grid No.
12-1. ELT Wiring Schematic (Narco) ............................................ 218

12-2. ELT Portable Folding Antenna (Narco) ............................... ...... 2110
12-3. ELT Using Fixed Aircraft Antenna (Narco) .................................. 2110
13-1. Cabin Heating and Ventilating System Installation ............................ 2116
14-1. Hopper Installation (30 Cubic Foot) ................................... 2123
14-2. Hopper Installation (38 Cubic Foot) ........................................ 2124
14-2a. Hopper Installation (38 Cubic Foot) ................................... ... 2J I
14-3. Hopper Bedding Tube Installation .......................................... 2J4
14-4. Wind Driven Liquid Dispersal System............................... 2J5
14-4a. Hydraulic Driven Liquid Dispersal System ................................... 2J6
14-4b. Hydraulic Spray System Schematic ......................................... 2J7
14-4c. Hydraulic Driven Spray Pump Assembly .................................. 2J8
14-5. Spray Pump and Control Valve Installation .................................. 2J11
14-6. Fan Blade Adjustment ......................................... 2J13
14-7. Boom Assembly .......................................................... 2J 14
14-8. Spray Nozzle Assembly................................................... 2J 16
14-9. Quick Loading System Installation ............................... ....... 2J17
14-10. Spray System Shutoff Valve Installation .................................. 2J 19
14-11. Dry Material Dispersal System ............................................. 2J22
14-12. Adjustment of Subtank Gate and Control .................................. 2J23
14-13. Agitator Installation ...................................................... 224
14-14. Spreader Installation ............... ......... .............. 2K2
2-..
Revised: 3/23/84 2A7

LIST OF TABLES
Aerofiche
Table Grid No.
VIIIB-I. Propeller Specifications .................................................. 2A16

VIIIB-II. Coupling Torques ......... .............................................. 2B20
VIIIB-III. Troubleshooting Chart (Engine) ........................................... 2B23
IX-I. Troubleshooting Chart (Fuel System) ...................................... 2E9
X-I. Pitot-Static System ...................................................... 2E17
X-II. Altimeter .............................................................. 2E18
X-III. Magnetic Compass ...................................................... 2E19
X-IV. Airspeed Indicator. ..................................................... 2E21
X-V. Turn Coordinator ....................................................... 2E22
X-VI. Fuel Quantity Indicator .................................................. 2E23
X-VII. Manifold Pressure Gauge ................................................ 2FI
X-VIII. Fuel Flow Gauge........................................................ 2F1
X-IX. Oil Pressure Gauge ...................................................... 2F2
X-X. Oil Temperature Gauge ......... ......................................... 2F3
X-XI. Cylinder Head Temperature Gauge ........................................ 2F3
X-XII. Tachometer ............................................................. 2F4
XI-I. Alternator Specifications ................................................. 2F22
XI-II. Alternator Belt Tension .................................................. 2F23
XI-III. Hydrometer Reading and Battery Charge Percent ........................... 2G1
XI-IV. Starting Motor Specifications ............................................. 2G12
XI-V. Troubleshooting Chart (Electrical System) .................................. 2H2
XI-VI. Circuit Load Chart ...................................................... 2H 12
XI-VII. Lamp Replacement Guide ................................................ 2H 12
XI-VIII. Electrical Symbols ............................ ......................... 2H13
XI-IX. Wire Codes......... .................................................... 2H 14
XIV-I. Hydraulically Driven Spray System Available Boom Pressures
at 2250 Engine RPM .................................................... 2K3
Revised: 3/23/84
2A8
SECTION VIIIB
POWER PLANT
LYCOMING375
Aerofiche
Paragraph Grid No.
8B-1. Introduction ............................................................. 2A11

8B-2. Description ............................................................... 2A 11
8B-3. Engine Cowling ..................................... ...................... 2A11
8B-4. Description ........................... .......................... 2A11
8B-5. Removal of Engine Cowling ............................ ......... 2A11
8B-6. Cleaning, Inspection, and Repair of Engine Cowling .................. 2A13
8B-7. Installation of Engine Cowling ........................... ........ 2A 14
8B-8. Propeller and Propeller Spinner ............................................ 2A14
8B-9. Removal of Propeller and Propeller Spinner ......................... 2A14
8B-10. Cleaning, Inspection, and Repair of Propeller and Propeller Spinner .... 2A14
8B-11. Installation of Propeller and Propeller Spinner ...................... 2A 14
8B-12. Blade Track ...................................................... 2A15
8B-13. Propeller Governor ........................................................ 2A 16
8B-14. Removal of Propeller Governor ......................... ..... 2A16
8B-15. Installation of Propeller Governor ........................... ...... 2A16
8B-16. Rigging and Adjustment of Propeller Governor ....................... 2A17
8B-17. Engine ............................................................ .. 2A 18
8B- 7a. Standard Practices - Engine ................................................. 2A 18
8B-18. Removal of Engine............................... ................. 2A 19
8B-19. Installation of Engine ............................................. 2A20
8B-20. Installation of Oil Cooler ............................... ....... 2A23
8B-21. Engine Controls ..................................... 2A23
8B-22. Engine Control Rigging Instruction ................................. 2A23
8B-23. Induction Air Filter ............................................... 2A23
8B-24. Alternate Air Door .......................... . ............. 2A23
8B-25. Fuel Injector ............................................................ 2A24
8B-26. Fuel Injector Maintenance ......................................... 2A24
8B-27. Adjustment of Idle Speed and Mixture .............................. 2A24
8B-28. Fuel-Air Bleed Nozzle ...................................................... 2B2
8B-29. Removal of Fuel-Air Bleed Nozzle .................................. 2B2
8B-30. Cleaning and Inspection of Fuel-Air Bleed Nozzle.................... 2B2
8B-31. Installation of Fuel-Air Bleed Nozzle ...................... ... 2.....
2B2
Revised:10/20/80 2A9 POWERPLANT LYCOMING375

2A9
Paragraph
Aerofiche
Grid No.
8B-32. Ignition System Maintenance ............
8B-33. Magneto 2B3
......................... ............ 2B3
8B-34. Description and Principle of Operation ............ ............ 2B3
8B-35. Inspection of Magneto ..................... ....... 2B3
8B-36. Installation and Timing Procedure (Timing Magneto to Engine)) . . . . . . . .
....... 2B6
8B-37. Magneto Timing Procedure (Internal Timing) ... . . ....... 2BII
8B-38. HarnessAssembly .................. . . . . ...... 2B13
8B-39. Inspection of Harness .................... ......
8B40.
. . . . 2B13
Removal of Harness . . .. . ....... .. . . . . ...... 2B13
8B-41. Maintenanceof Harness ..................... ......
8B-42. Installation of Harness .............
. . . . 2B15
8B43. Spark Plugs .. ................ . . ..... ..... . ..
. . . .
...... 2B20
. . . . ...... 2B20
8B-44. Removal of Spark Plugs .... ................ . . . . ...... 2B20
8B-45. Inspection and Cleaning of Spark Plugs ........... . . . . ..... . 2B21
8B-46. Installation of Spark Plugs .................... . . . .
...... 2B22
POWERPLANTLYCOMING375
ADDED: 1/19/78
2A10
SECTIONVIIIB
POWERPLANT
LYCOMING - 375
the PA-36-375 aircraft,

8B-1. INTRODUCTION. This section covers the Lycoming power plant used inCorrective Maintenance,
and is comprised of Description, Removal and Installation instructions,
Adjustments and Troubleshooting for the power plant and its associated components. of the engine or
For further instructions and for major repairs, consult the appropriate publications
fuel injected,
8B-2. DESCRIPTION. The PA-36-375 is powered by an Avco-Lycoming IO-720-D1CD wet sump aircraft engine
naturally aspirated, horizontally opposed, air cooled, eight-cylinder, direct drive,
or 100-ampere
rated at 375 horsepower. The engine is equipped with a starter, 70-ampere (Standard)
(Optional) 28-volt alternator, shielded ignition system, fuel pump and fuel selector.
filter elements.
The induction system consists of a cowl mounted airbox incorporating dual paper typeby the use of a
be opened
In the event of an air stoppage through the filters an alternate air source can
control handle in the cockpit. on each side of the
The exhaust system is of stainless steel and directs exhaust gases from cylinders
engine into seperate runner type collectors. governor to
The propeller is a Hartzell constant speed unit, utilizing oil pressure from thetopropeller
move them into low
move the blades into high pitch. The centrifugal twisting moment of the blades tend
pitch, in the absence of governor oil pressure.
8B-3. ENGINE COWLING.
a reinforced plastic
8B-4. DESCRIPTION. The cowling completely encloses the engine and consists of flat aluminum top
upper nose section attached to a
lower nose and bottom section, a reinforced plastic wrap around, side panel
section having piano type hinges along both sides, and two quick latching, to the engine.
assembliesconsisting of two aluminum panelshinged together to provide easy access
8B-5. REMOVALOF ENGINE COWLING. (Refer to Figure 8B-1.) (9) and cowl latch
a. Remove the screws (6) from the cowl top assembly, release the studs from the aircraft.
assemblies(13), and remove the complete upper cowl and door assembly
cowl (16) and remove
b. Remove the screws (6) that attach the upper nose bowl (1) to the lower
the upper nose bowl. the cooler from
c. Remove the bolts on the oil cooler to disconnect it from the lower cowl. Support
the engine mount using any adequate means to hold it near its mounted position. assemblyand then remove
d. Remove the access cover to the induction air filters; remove the filter
the four screwssecuring the airbox to the lower cowl.
and bolts form
e. Remove the screws from the bottom rear section of the lower cowl and the screws
the cowl supports (15). Lower the cowl from the aircraft.
ADDED: 1/19/78
POWER PLANT LYCOMING 375
2A11

2. TOP ASSEMBLY. COWL
3. HINGE, UPPER RIGHT
4. DOOR ASSEMBLY, COWL, UPPER RIGHT
5. OIL FILLER CAP
6. SCREW ASSEMBLY, COWL ATTACHMENT
7. HINGE UPPER LEFT
8. LOUVER, UPPER COWL
9. STUD
10. RETAINER
11. DOOR ASSEMBLY, COWL, UPPER LEFT
12. BRACKET, COWL MOUNTING
11. HOOK ASSEMBLY, COWL LATCH
14. AIR FILTER ACCESS COVER
15. SUPPORT ASSEMBLY, LOWER COWL
16.. COWL ASSEMBLY, LOWER
Figure 8B-1. Engine Cowling Installation
ADDED: 1/19/78 POWER PLANT LYCOMING 375

2A12
C705
THREE BLADE
1. SCREW, SPINNER ATTACHMENT

2. "O" RING
3. BOLT, BULKHEAD ATTACHMENT
4. NON-COUNTER BORED
MOUNTING HOLE
5. REAR BULKHEAD
6. PROPELLER BLADE
7. SPINNER
8. LOW PITCH STOP JAM NUT
9. LOW PITCH STOP
10. BOLT, FORWARD SPINNER ATTACHMENT
11. FORWARD BULKHEAD
Figure 8B-2. Propeller Installation (PA-36-375)
8B-6. CLEANING,INSPECTIONAND REPAIR OF ENGINECOWLING.

a. Clean the inside surfaces of the cowlingwith a suitable solvent (Stoddard or equivalent) and then
wipe with a clean cloth. Wash the painted surfaces of the cowlingwith a solution of mild soap and water
fiberglassareas.
c. Repair all defects to prevent further damage. Fiberglass repair procedures amy be accomplished
according to: Fiberglass Repairs, Section IV.
POWER PLANT LYCOMING 375

2A13
8B-7. INSTALLATIONOF ENGINECOWLING. (Refer to Figure 8B-1.)

a. Raise and support the lower cowl into position below the engine, and attach the cowl to the
supports (15) with screws and bolts. Install the screws securingthe rear section to the fire wall bulkhead.
b. Position the induction airbox on the lower cowl and secure with four screws. Install the filter
assembliesand access cover.
c. Position the oil cooler in the lower cowl and secure with bolts.
d. Install the upper nose bowl (1)and secure to the lower cowl (16) with screws(6).
e. Position the upper cowl and door assemblies over the engine and secure the cowl top assembly
with screws (6) at the forward and aft sections. Secure the doors with the studs (9) and latch assemblies
(13).
8B-8. PROPELLER AND PROPELLER SPINNER.
8B-9. REMOVALOF PROPELLER AND PROPELLER SPINNER (Refer to Figure 8B-2.)

NOTE
d. Remove spinner assemblyby removingattaching screws.
e. Remove propeller assemblyby the followingprocedure:
1. Support propeller assemblywith an appropriate sling and hoist.
2. Place a drip pan under propeller to catch oil spillage.
3. Remove safety wire from propeller mounting studs and remove studs in a sequence not to
allow the propeller hub to cock on the engine crankshaft.
4. Remove propeller assembly from airplane.
8B-10. CLEANING,INSPECTION,AND REPAIR OF PROPELLERAND PROPELLERSPINNER.

b. Clean spinner and propeller assemblywith a non-corrosivesolvent.
e. Inspect blades for nicks and cracks. Refer to Figure 8B-3 for propeller blade minor repair.
through the slight movement allowed by the pitch change mechanism.If internal or major external damage
should accure, propeller assembly should be referred to an appropriate repair facility.
8B-11. INSTALLATIONOF PROPELLER ANDPROPELLER SPINNER.

b. Make certain the fuel selector is in the off position and the mixture control in idle-cut-off.
d. Check propeller hub for proper seating of "O" ring. Cover "O" ring with a light film of engine
oil.
ADDED: 1/19/78 POWERPLANTLYCOMING375

2A14
EXAGGERATED VIEW OF
SURFACE CRACK
CROSS-SECTION
BEFORE REPAIR

EDGE ALIGNMENT WITH
SMOOTH CURVES
CROSS-SECTION
AFTER REPAIR
NOTE: RECOMMENDED METHOD FOR REMOVING NICKS.
CRACKS. AND SCRATCHES IS BY USING RIFFLE
Figure 8B-3. Propeller BladeMinor Repair
e. Install rear spinner bulkhead. Refer to Table VIIIB-I for torque specification.
f. Attach propeller to engine crank shaft by aligning the non-counter bored mounting hole to the
"O" mark index on the starter ring gear.
g. Secure propeller assembly by tightening the mounting studs in a sequence not to allow the
propeller hub to cock on the engine crank shaft.
h. Torque propeller mounting studs and safety. Refer to Table VIIIB-Ifor torque specification.
i. Attach the propeller spinner by aligningthe reference mark on the spinner with the mark on the
rear spinner bulkhead. Secure with attaching screws and torque screws to specification. Refer to Table
VIIIB-I.
8B-12. BLADE TRACK. Blade track is the ability of one blade tip to follow the other, while rotating, in
almost the same plane. Excessivedifference in blade track - more than .0625 inch - may be an indication of
bent blades or improper propeller installation. Check blade track as follows:
a. With the engine shutdown and blades vertical, secure to the aircraft a smooth board just under
the tip of the lower blade. Move the tip fore and aft through its full "blade-shake" travel, making small
marks with a pencil at each position. Then center the tip between these marks and scribe a line on the
board for the full width of the tip.
b. Carefully rotate propeller by hand to bring the opposite blade down. Center the tip and scribe a
pencil line as before and check that lines are not separated more than .0625 inch.
c. Propellershavingexcess blade track should be removed and inspected for bent blades, or for parts
of sheared "O" ring, or foreign particles, which have lodged between hub and crankshaft mounting faces.
Bent blades will require repair and overhaul of assembly.
375
PLANTLYCOMING
POWER ADDED: 1/19/78
2A15
TABLEVIIIB-I. PROPELLER SPECIFICATIONS
THREE BLADE
Hub, Model Hc-C3YR-I RF
Blade, Model F8475
Diameter 86 in.
Blade Angle Low Pitch (High RPM) 13.3 ° + 0.2 ° ()
High Pitch (Low RPM) 27 ° + 1.0 (1)
Propeller RPM Setting Engine Static High RPM 2500 RPM max.
Propeller Torque Limits Description Required Torque (Dry)

Propeller Mounting Studs 90-100 foot-pounds
Rear Bulkhead Attachment Bolts 50-70 inch-pounds
(1) MEASUREMENT TAKEN AT 30-INCH STATION.
8B-13. PROPELLERGOVERNOR
8B-14. REMOVALOF PROPELLERGOVERNOR.

a. Remove the upper engine cowl. (Refer to Paragraph 8B-5.)
b. Disconnect the control cable end from the governor control
arm.
c. Remove the governor mounting stud nuts. It will be necessary
to raise the governor as the nuts
are being removed before the nuts can be completely removed.
d. Remove the mounting gasket. If the governor is to be removed
for a considerable length of time
foreign matter.
8B-15. INSTALLATIONOF PROPELLERGOVERNOR.

a. Clean the mounting pad thoroughly, making very certain that
recess around the drive shaft. there are no foreign particles in the
b. Place the governor mounting gasket in position with the raised
from the engine. portion of the screen facing away
c. Align the splines on the governor shaft with the engine drive
d. With the governor in position, raise the governor enough toand slide the governor into position.
nuts. Torque nuts even. install washers and start mounting
e. Connect the control cable end to the governor control arm. The ball stud is installed
hole of the control arm. in the inner
f. Adjust governor control per Paragraph 8B-16.
ADDED: 1/19/78 POWERPLANT LYCOMING375

2A16
12 3
1. LOCKNUT
2. RPM ADJUSTMENT SCREW
3. CONTROL ARM
4. CONTROL WHEEL
5. BOLT ASSEMBLY
6. PROPELLER CONTROL CABLE
Figure 8B-4. Propeller Governor

(Refer to Figure 8B4.)
8B-16. RIGGING AND ADJUSTMENTOF PROPELLER GOVERNOR.
manner.
a. Start engine, park 90 to wind direction and warm in normal
°
b. To check high RPM, low pitch setting, move the propeller control all the way forward. At this
be against the high RPM fine adjusting screw(2). With
position the governor speed control arm (3) should RPM with high RPM properly
the throttle full forward, observe engine RPM, which should be 2500
adjusted. be adjusted as follows:
c. Should engine RPM not be as required, the high RPM setting should
1. Shut down the engine and remove the upper engine cowl. 2500 RPM. To do this,
2. Adjust the governor by means of the fine adjustment screw (2) for direction to decrease
in a clockwise
loosen the high RPM fine adjustment screw locknut and turn the screw
engine speed or in a counterclockwise direction to increase engine speed.
NOTE

3. Reinstall upper engine cowl and repeat Step b to ascertainproper RPMsetting.

high RPM adjustment, run the self-locking nut on the fine
4. After setting the proper
adjustment screw against the base projection to lock. angle on the control
5. Ascertain that the governor control arm (3) is adjusted to the proper
wheel(4) as shownin Figure 8B-4.
POWERPLANTLYCOMING375 ADDED: 1/19/78
2A17
d. With the high RPM adjustment complete, the control system should be adjusted so that the governor
control arm will contact the high RPM stop when the cockpit control is 0.030 of an inch from forward stop on
the power quadrant. To adjust the control travel, disconnect the control cable end from the control arm.
loosen the cable end jam nut and rotate the end to obtain the desired level clearance. Reconnect the cable end
and tighten jam nut.
e. It is usually only necessary to adjust the high RPM setting of the governor control system, as the
action automatically takes care of the positive high pitch setting.
8B-17. ENGINE.
8B- 17a. STANDARD PRACTICES - ENGINE. The following suggestions should be applied wherever they
are needed when working on the power plant.
a. To insure proper reinstallation and/or assembly, tag and mark all parts, clips, and brackets as to their
b. During removal of various tube or engine parts, inspect them for indications of scoring, burning or
other undesirable conditions. To facilitate reinstallation, observe the location of each part during removal
c. Extreme care must be taken to prevent foreign matter from entering the engine, such as lockwire.
washers, nuts, dirt, dust, etc. This precaution applies whenever work is done on the engine, either on or off the
aircraft. Suitable protective caps, plugs, and covers must be used to protect all openings as they are exposed.
NOTE
tube ends.
d. Should any items be dropped into the engine, the assembly process must stop and the item removed.
even though this may require considerable time and labor. Insure that all parts are thoroughly clean before
assembling.
e. Never reuse any lockwire, lockwashers, tablocks, tabwashers or cotter pins. All lockwire and cotter
pins must fit snugly in holes drilled in studs and bolts for locking purposes. Cotter pins should be installed so
the head fits into the castellation of the nut, and unless otherwise specified, bend one end of the pin back over
the stud or bolt and the other end down flat against the nut. Use only corrosion resistant steel lockwire and / or
cotter pins.
f. All gaskets, packings and rubber parts must be replaced with new items of the same type at
reassembly. Insure the new nonmetallic parts being installed show no sign of having deteriorated in storage.
g. When installing engine parts which require the use of a hammer to facilitate assembly or installation,
h. Anti-seize lubrication should be applied to all loose-fit spline drives which are external to the engine
and have no other means of lubrication. For certain assembly procedures, molybdenum disulfide in either
CAUTION
Ensure that Anti-seize compounds are applied in thin even coats.

Revised: 10/20/80 2A 8 POWER PLANT - LYCOMING 375

2A18
8B-18. REMOVAL OF ENGINE.

a. Turn off all electrical switches in the cockpit and then disconnect the battery ground wire at the
battery.
b. Ascertain that the fuel selector lever is in the "OFF" position.
c. Remove the engine cowling. (Refer to Paragraph 8B-5.)
d. Remove the propeller. (Refer to Paragraph 8B-9.)
e. Disconnect the starter positive and ground leads.
f. Disconnect the governor control cable at the governor and cable attachment clamps.
g. Disconnect the heater hose at the muffler.
h. Disconnect the throttle and mixture cables at the injector. (The injector may be removed if desired.)
i. Remove the induction air hose by removing the clamp that secures the hose to the injector.line.
j. Disconnect the fuel pump supply line at the right side of the pump. Disconnect the pump vent
NOTE
Where a question may arise as where to reconnect a hose, line or

wire; the item at the separation should be identified (tagged) to
facilitate reinstallation. Open fuel, oil, vacuum lines and fittings
should be covered to prevent contamination.
k. Disconnect both lines at the oil cooler.

1. Disconnect the magneto "P" leads at the magneto.
m. Disconnect the engine vent tube at the engine.
n. Disconnect the engine oil temperature lead at the aft end of the engine.
o. Disconnect the tachometer drive cable at the engine.
p. Untie the ignition harness hoses and lines at the aft of the engine.
q. Disconnect the vacuum pump lines at pump and remove fittings from pump.
r. Disconnect the oil pressure line at the engine.
s. Disconnect the static and fuel flow line at the right rear engine baffle.
t. Disconnect the manifold pressure line at the right rear side of the engine.
u. Disconnect the injector line at the flow divider.
v. Disconnect the alternator leads and the cable attachment clamps.
w. Attach a one-half ton (minimum) hoist to the hoisting straps and relieve the tension from the engine
mounts.
x. Check the engine for any attachments remaining to obstruct its removal.
y. Drain the engine oil, if desired, and then close drain.
z. Remove the four engine mount assemblies and swing the engine free, being careful not to damage any
attaching parts.
NOTE
If hydraulic system is installed, disconnect hydraulic lines at cooler

and hydraulic pump.
POWER PLANT - LYCOMING 375 Revised:1/21/81

2A19
8B-19. INSTALLATION OF ENGINE. (Refer to Figure 8B-5.)

a. Attach a one-half ton (minimum) hoist to the engine hoisting straps and swing the engine into
alignment with its attaching points.
b. Insert an engine mount bolt, with washer against head, in the engine mount and slide half of the
mount assemblyon the bolt. (Referto Figure 8B-5 for proper shock mount and heatshieldassembly.) Repeat
this procedure for the other three attachment points. A maximum of two washers maybe added to each lower
mount, between the engine mount (19) and the sandwich (17), to raise the nose of the engine to its proper
location. (Due to aging of rubber mounts.)
NOTE
Shock mount Part No. J-13050-4sandwich (17) must be positioned

on the compression side of the engine lugs, with the upper mounts
on the forward side, and the lower mounts on the aft side. The part
number is stamped on the mount. (Refer to Figure 8B-5).
Replacement of Lord mounts is recommended every 500 hours.
c. Position the mounting lugs of the engine so that they align with the engine mount attaching
points; then move the engine rearward onto the mounts.
d. Slide onto each mounting bolt a spacer washer, spacer and the forward half of the mount. Install
washer and nut, and torque the nuts of the bolts to 450 to 500 inch-pounds.
e. Connect the alternator leads and secure cable with clamps.
f. Connect the injector line to the flow divider.
g. Connect the manifold pressure line at the right rear side of the engine.
h. Connect the static and fuel flow line at the right rear engine baffle.
i. Connect the oil pressure line.
j. Install the line fitting in the vacuum pump and install lines.
k. Connect the tachometer drive cable.
1. Connect the oil temperature lead.
m. Connect the engine vent tube.
n. Connect the oil cooler lines to the oil cooler.
o. Connect the magneto "P" leads. Check that magneto switch is "OFF."
p. Connect the fuel pump supply and vent line.
q. Install the injector.
r. Connect the throttle and mixture cables to the injector. Check adjustment of the control by
referringto Paragraph8B-22.
s. Connect the heater hose to the muffler.
t. Connect the governor control cable and secure with clamps.
u. Connect the starter positive and ground leads and secure cables with clamps.
v. Secure the ignition harness, lines, hoses, wires, etc., that may be loose.
w. Install the propeller. (Refer to Figure 8B-5.)
x. Install the proper grade and amount of engine oil.
y. Turn on fuel valve; open throttle full and turn on the electric fuel pump, and check the fuel lines
and fittings for leaks; then perform an engine operational check.
NOTE
Refer to latest revision of Lycoming Service Instruction No. 1241

for engine pre-oiling instructions prior to initial start after engine
change, overhaul or any prolonged period of inactivity.
If hydraulic system is installed, connect hydraulic lines at cooler
and hydraulic pump.
Revised: 7/20/81 POWERPLANTLYCOMING375
2A20
2361 NOTE
REPLACE LORD MOUNTS
EVERY 500 HOURS.
1. SPINNER 12. FUEL PUMP

2. PROPELLER 13. MAGNETO
3. GOVERNOR 14. FUEL INJECTOR
4. FUEL FLOW DIVIDER 15. OILSUMP DRAIN
5. EXHAUST STACK 16. BOLT, NUT, WASHER
6. AIR FILTER 17. SANDWICH (J-13051-5)
7. COVER, FILTER 18. SPACER (J-10931-15)
8. ENGINE MOUNT 19. ENGINE MOUNT
9. VENT TUBE 20. PLUG
10. OIL COOLER 21. SANDWICH (J-13051-4)
11. OIL FILTER 22. ENGINE
23. MOUNTING KIT (J-13050-4)
Figure 8B-5. Engine Installation (Lycoming)
POWER PLANT LYCOMING 375 Revised: 8/27/79
2A21
1. FUEL CONTROL
2. ALTERNATE AIR CONTROL
3. PARKING BRAKE
4. FLAP LIGHT SWITCH
5. FLAP ACTUATOR SWITCH
6. MIXTURE CONTROL
7. FRICTION LOCK
8. THROTTLE CONTROL
9. PROPELLER PITCH CONTROL
2-
Figure 8B-6. EngineControl Console

2A22
8B-20. INSTALLATIONOF OIL COOLER.

a. When installing fittings in the oil coolers, care should be used to prevent excessivetorque being
applied to the cooler. Where a rectangular fitting boss is provided, a back-up wrench should be used,
employing a scissor motion, so that no load is transmitted to the cooler. When the oil cooler has a round
fitting boss, care should be taken not to permit excessivetorque on the fittings.
b. If a pipe thread fitting is used, it should be installed only far enough to seal with sealing
compound.
c. Apply Lubon No. 404 to all male pipe thread fittings; do not allow sealant to enter the system.
d. If fitting cannot be positioned correctly using a torque of 10 to 15 foot-pounds, another fitting
should be used.
e. When attaching lines to the cooler, a back-up wrench should be used.
f. After installation, inspect the cooler for distorted end cups.
g. Run-up engine. After run-up, check for oil leaks.
8B-21. ENGINECONTROLS.
8B-22. ENGINE CONTROLRIGGINGINSTRUCTIONS.
b. MIXTURE: Adjust the control linkages as required to insure complete stop to stop travel ofarm the
mixture arm. The cockpit control must have no more than % turn over travel when the mixture control
cushion at the cockpit control forward position with the governor control arm against the high RPM stop.
d. FUEL SHUTOFF AND ALTERNATEAIR: Adjust the control linkages and stop plates on the
8B-23. INDUCTIONAIR FILTER.
a. The filters should be cleaned daily when operating in dusty conditions. If any holes or tears are
noticed, the filters must be replaced immediately.
b. Remove the filter elements and shake off loose dirt by rapping on a hard flat surface, being
careful not to damage or crease the sealingends.
CAUTION
Never wash the filter elements in any liquid or soak it in oil. Never
attempt to blow off dirt with compressed air.
c. The filter housing can be cleaned by wiping with a clean cloth soaked in unleaded gasoline.When
the housingis dry, reinstall and seal the filter elements.
box
8B-24. ALTERNATE AIR DOOR. The alternate air door is located on the top side of the air filter the
which is part of the lower cowl and controlled by a lever mounted on the engine control quadrant in
cockpit. The alternate air source is taken from the engine compartment near the left exhaust stack. The
followingshould be checked during inspection:
a. Check that the air door seals are tight and hinge is secure.
free
b. Actuate the door to determine that it is not sticking or binding and the control cable has
travel.
c. Check that when the air door is fully opened, the cockpit control lever is in the open position.
(Refer to Paragraph 8B-22 for riggingprocedure.)
POWERPLANT LYCOMING375 ADDED: 1/19/78

2A23
8B-25. FUEL INJECTOR.
8B-26. FUEL INJECTOR MAINTENANCE.

a. In general, little attention is required between injector overhauls. However, it is recommended
that the following items be checked during periodic inspection of the engine; torque all nuts to 135-150
inch-pounds. Seat pal type nuts finger tight, against plain nuts, and then tighten an additional 1/3 to 1/2
turn.
1. Check tightness and lock of all nuts and screws which fasten the injector to the engine.
2. Check all fuel lines for tightness and evidence of leakage. A slight fuel stain adjacent to the
air bleed nozzles is not cause for concern.
3. Check throttle and mixture control rod ends and leversfor tightness and lock.
4. Remove and clean the injector inlet strainer at the first 25 hours of operation and each 50
hour inspection thereafter. Check the screen for distortion or openingsin the strainer. Replace for either of
these conditions. Clean screen assembly in solvent and dry with compressed air. Damaged strainer O-rings
should be replaced. To install the screen assembly, place the gasket on the screen assembly and install the
assemblyin the throttle body and tighten to 35-40 inch-pounds torque.
8B-27. ADJUSTMENTOF IDLE SPEEDAND MIXTURE.

a. Start the engine and warm up in the usual manner until oil and cylinder head temperatures are
normal. The electric fuel pump must be "ON" for b, c, d and e below.
b. Check magnetos. If the "mag-drop" is normal, proceed with idle adjustment.
c. Set throttle stop screw so that the engine idles at 550-600 RPM. If the RPM changes appreciably
after making the mixture adjustment during the succeeding steps, readjust the idle speed to the desired
RPM.
d. When the idling speed has been stabilized, move the cockpit mixture control with a smooth,
steady pull toward the "Idle Cut-Off" position and observe the tachometer for any change during the
leaning process. Caution must be exercised to return the mixture control to the "Full Rich" position before
the RPM can drop to a point where the engine cuts out. An increase of more than 50 RPM while "leaning
out" indicates an excessively rich idle mixture. An immediate decrease in RPM (if not preceded by a
momentary increase) indicates the idle mixture is too lean.
e. If the above indicates that the idle adjustment is too rich or too lean, turn the idle mixture
adjustment in the direction required for correction, and check this new position by repeating the above
procedure. Make additional adjustments as necessary until a check results in a momentary pick-up of
approximately 50 RPM. Each time the adjustment is changed, the engineshould be run up to 2000 RPM to
clear the engine before proceeding with the RPM check. Make final adjustment of the idle speed adjustment
to obtain the desired idling RPM with closed throttle. The above method aims at a setting that will obtain
maximum RPM with minimum manifold pressure. In case the setting does not remain stable, check the idle
linkage; any loosenessin this linkage would cause erratic idling. In all cases, allowance should be made for
the effect of weather conditions and field altitude upon idling adjustment.

2A24
LOW FUEL PRESSURE

WARNING LIGHT
ACTIVATES \
AT 15+3PSI
FUEL FLOW
FUEL STRAINER7 INDICATOR
FLOW DIVIDER
DIAPHRAGM
1/8 INCH O.D.STAINLESS
STEEL LINE
NOZZLE
(ONE PER CYLINDER)
FLOW DIVIDER VALVE

II
II
SECTION-AA
IDLE VALVE LEVER
CONNECTED TO THROTTLE VALVE
THROTTLE LEVER MANUAL MIXTURE
LINKAGE CONTROL AND IDLE
CUT-OFF LEVER VE R
THROTTLE LE
IDLE SPEED
CONSTANT HEAD LEVER

IDLE SPRING
FUEL DIAPHRAGM
BALL SERVO VALVE AIR INLET
Figure 8B-7. Schematic Diagramof RSA Fuel Injection System
Revised: 9/1/78 POWER PLANT LYCOMING 375

221
1. THROTTLE ARM
2. IDLE SPEED ADJUSTMENT
3. IDLE MIXTURE ADJUSTMENT
4. FUEL SCREEN
5. MIXTURE ARM
Figure 8B-8. Fuel Injector

8B-28. FUEL-AIRBLEED NOZZLE.
8B-29. REMOVALOF FUEL-AIR BLEEDNOZZLE. The nozzles must be carefully removed as they or
the cylindersmay be damaged.
a. Remove the lower engine cowl.
b. Disconnect the fuel line from the nozzle.
c. Carefullyremove the nozzle, using the correct size deep socket.
d. Clean and inspect the nozzle as givenin Paragraph 8B-30.
8B-30. CLEANINGAND INSPECTIONOF FUEL-AIRBLEED NOZZLE.
a. Clean the nozzle with acetone or equivalent and blow out all foreign particles with compressed
air in the direction opposite that of fuel flow. Do not use wire or other hard objects to clean orifices.
b. Inspect the nozzle and cylinder threads for nicks, strippingor crossthreading.
c. Inspect for battered or rounded hexagons.
8B-31. INSTALLATIONOF FUEL-AIRBLEEDNOZZLE.

a. Install nozzle and torque 60 inch-pounds.
CAUTION
Start nozzles and line couplingsby hand to prevent the possibility
of crossthreading.
b. Connect fuel line to nozzle.
c. Install engine cowl.

2B2
8B-32. IGNITION SYSTEMMAINTENANCE.

8B-33. MAGNETO.
8B-34. DESCRIPTIONAND PRINCIPLEOF OPERATION.

The D-2200 or D-3200 series magnetos feature two electrically independent ignition circuits in one to
housing. A single four pole rotor providesthe magnetic energy for both circuits. This magneto is designed
be used with a starting vibrator unit. The magneto has two separate breaker cams. The lower cam operates
the main breakers for both magneto circuits. The upper cam operates the left magneto retard breaker.
Suppression of radio interference is accomplished by feed-thru capacitors. which are mounted in the
magneto cover and forms a part of the magneto harness assembly.
With the magneto switches ON and the starter switch depressed the right side of the magneto is
to
grounded and rendered inoperative while left side of the magneto (with retard breaker) continues to
function. At the slow cranking speed of the engine the vibrator provides the high energy spark necessary
fire the spark plugs. The vibrator provides interrupted battery current to the primary coil of the magneto.
The pulsating DC current is then stepped up by transformer action, producing a shower of sparks at the is
plugs for improved starting. When the engine fires and begins to increase speed, the starter switch
released, which in turn de-energizesthe starter, opens the vibrator circuit and retard breaker circuit, thus
rendering them inoperative. The right side of the magneto is no longer grounded and thus both magneto
sides are simultaneouslyfiring in full advance.
8B-35. INSPECTIONOF MAGNETO.
After the first 50-hour period and every 100 hours thereafter, the magneto ignition system should be
checked. If engine operating troubles develop which appear to be caused by the ignition system, it is
advisable to check the spark plugs and wiring first before working on the magneto. Should trouble appear
definitely associated with the magneto, the most effective measure is to install a replacement magneto
which is known to be in satisfactory condition and send the suspected unit to the overhaul shop for test
and repair. Should this not be possible, a visual inspection of the followingitems may disclosethe source of
trouble.
a. Check the lead terminals for definite contact with spring contacts in outlets.
b. Remove the harness outlet cover from the magneto and inspect for the presence of moisture and
carbon tracking due to moisture.
c. Check contact springsin distributor block for evidence of spark erosion.
d. Check height of contact springs (0.422 maximum from top of block tower to spring.) (Refer to
Figure 8B-10.)
POWERPLANT LYCOMING375 Revised: 1/21/81

2B3
236
0.422" MAX.
Figure 8B-9. Fuel Air Bleed Nozzle Figure 8B-10. Height of Spring in
223 Distributor Block Tower
NORMAL POINT IS SMOOTH MINOR IRREGULARITIES WELL DEFINED MOUND

AND FLAT. SURFACE HAS SMOOTH ROLLING HILLS EXTENDING NOTICEABLY
DULL GRAY "SANDBLASTED" AND DALES WITHOUT ANY ABOVE SURROUNDING
APPEARANCE. DEEP PITS OR HIGH PEAKS. SURFACE. REJECT POINTS.
THIS IS A NORMAL CON-
Figure 8B-11. Contact Points

2B4
228
Figure 8B-12. Engine Timing Marks
e. With the cover and harness separated from the magneto housing, check contact assembliesto see
that cam follower is securely riveted to its spring.
f. Examine the contact points for excessive wear or burning. Figure 8B-11shows how the average
contact point will look when surfaces are separated for inspection.
CAUTION
Do not open point contacts more than .0625 of an inch for

examination of contact surfaces. Excessive spreading of the
breaker points will over stress and damagethe contact spring.

2B5
Desired contact surfaces have a dull gray, sand-blasted (almost rough) or frosted
area where electrical contact is made. This means that points are worn appearance, over the
in and mated to each other, thereby
providing the best possible electrical contact and highest efficiency of
roughness of point surfaces are not harmful. (Refer to Figure 8B-1 performance. Minor irregularities or
mounds, if not too pronounced. If there is a possibility of pit becoming center.) Neither are small pits or
deep enough to penetrate pad,
(Refer toFigureB-11. right), reject contact assembly.
NOTE
g. Check condition of cam follower felts for proper lubrication.
follower felt to another, it may be necessary to remove the lubrication If oil has migrated from one
another. If felt is over lubricated, remove oil by using a clean, lintless from one felt strip while oiling
cloth. If dry, apply one or two drops
of Bendix Breaker Felt Lubricant 10-86527.
h. Check the capacitors for looseness in the magneto cover
physical damage. Using a Bendix 11-1767-1, -2 or -3 condenser testeroforthe harness assembly and for any
equivalent, check capacitors for
capacitance, series resistance and leakage. Capacitanceshallbe 0.34 to 0.41 microfarads.
i. Checkmagneto to engine timing per instructions given in paragraph 8B-36.
8B-36. MAGNETOINSTALLATIONAND TIMING PROCEDURE.
(Timing Magneto to Engine.)
WARNING
Do not attach harness spark plug ends to the spark plugs until all
magneto to engine timing procedures and magneto to switch
connections are entirely completed.
NOTE
The use of a timing light unit Part No. 11-9110 or 11-9110-1will
simplify the timing procedure. This unit is available from the
Bendix Corporation at Sidney, New York 13838.
a. Remove the spark plug from the No. 1 cylinder and turn the
crankshaft in the direction of
normal rotation (for the particular engine being serviced)until the compression
b. Continue turning the crankshaft until the 20° advance timing stroke is reached.
hole located on the top face of the starter housing at the two o'clock mark is in alignment with the small
position. (Refer to Figure 8-12.)
Revised: 7/20/81
Revised: 7/20/81
POWERPLANTLYCOMING
375
286
279 A
RETARD ANGLES
"E" GAP ANGLES
Figure 8B-13. Timing Marks on MagnetoRotor
239
RED PAINTED TOOTH
Figure 8B-14. Painted Tooth Centered in Timing Window

2B7
280
DATA PLATE
(TOP OF MAGNETO) RIGHT MAIN
BREAKER CONTACT
ASSEMBLY
LEFT MAGNETO
HIGH TENSION OUTLETS
A RIGHT MAGNETO
LEFT MAIN AND
HIGH TENSION OUTLETS
RETARD BREAKER
ASSEMBLY
281
VIEW A-A
1. RIGHT MAIN CONTACT ASSEMBLY

2. LEFT MAIN CONTACT ASSEMBLY
3. RETARD BREAKER
4. SCREW
S. LOCK WASHER
6. FLAT WASHER
7. RETARD CAM
8. MAIN CAM
Figure 8B-15. Cam End View of Magneto

2B8
2798 237
Figure 8B-16. Timing Mark on Rotor Aligned Figure 8B-17. Timing Light Connected
with Pointer (Right Hand Rotation) to Magneto
242
241
Figure 8B-18. Timing Light Connected Figure 8B-19. CheckingHarness Lead

to Magneto and Breakers Continuity

2B9
c. The D2230 series magneto may be mounted to the engine without removing the cover from
the
magneto The cover also has switch terminal outlets for the right and left sides of the magneto, located
in
the center of the harness lead outlet section of the cover. (Refer to Figure 8B-17.)
NOTE
It is recommended that short adapter leads be fabricated to
facilitate connecting the timing light unit to the switch outlet
terminals of the cover. (Refer to Figure 8B-17.)
d. The magneto incorporates a built-in pointer and a degree wheel with sufficient reference to assist
the mechanic in magneto timing procedures. Printed upon the rotating magnet are marks to indicate
magneto neutral and magneto "E" gap (8° ). (Refer to Figure 8B-13.) Also included are retard angle
references of 10, 15, 20 and 25 degrees. These marks are set up for either clockwise (R) of
counterclockwise (L) rotation of the magneto as viewed from the magneto drive end. The timing tooth of
each large distributor gear is marked with red paint. (Refer to Figure 8B-14.)
NOTE
A magneto, correctly timed internally, will have the timing teeth
of the large distributor gears approximately centered in the timing
windows at each end of the magneto; the L ("E" gap) mark which
is closest to the "K" or keyway up position indicator on the rotor
in alignment with the pointer, and both main breaker points
opening all at the same time. These three references, "E" gap,
painted teeth, and point opening are all used when timing the
magneto to the engine.
e. Remove the magneto drive gear backlash by turning the propeller opposite to normal rotation
approximately 40° past number one firing position; then turn propeller in direction of normal rotation
up
to number one firingposition of 20 BTC.
f. Remove the plug or adapter from the distributor inspection windows at either end of the
magneto housing. (Refer to Figure 8B-15.) Also remove the plug from the "E" gap inspection window on
the data plate side of the magneto housing. (Refer to Figure 8B-16.)
g. Turn the rotating magnet drive shaft in the normal direction of magneto rotation until the red
distributor tooth appears in the distributor inspection window, and also check to see if the letter "K"
appears in the "E" gap inspection window on the data plate side. If the letter "B" is in the window, turn
the magneto shaft 1-1/2 times in the direction of rotation and check again to be sure the "K" is in the
window on the data plate side and the red distributor tooth appears in each distributor inspection window.
On early model dual magnetos four "N" marks appear on the rotor at each neutral. The proper timing
position may be found on these magnetos by aligning the "N" mark in the "E" gap inspection window
which directly corresponds to the shaft keyway position. To determine this the magneto must be removed
from the engine and using a piece of safety wire or a paper clip with a short 90 bend on one end. Run the
hooked end of the wire around the magneto drive shaft at the rear of the drive coupling and find the
keyway slot. With this slot turned to the data plate side of the magneto housing, the "N" that appears in
the "E" gap inspection window is the proper mark for timing reference.
Revised:7/20/8i 2BX10 POWERPLANTLYCOMING375

h. Install the magneto to engine gasket on the magneto flange.

i. Feel the magnet into its number one neutral position as described in Step g. With the engine in its
recommended number one cylinder firing position of 20 BTDC, place the magneto in position on the
engine mounting pad and secure with the flange clamps finger tight.
j. Install short adapter leads made from Bendix terminal kit (part number 10-382698)into magneto
switch terminals and connect to Bendix timing light (part number 11-9110)or equivalent. (Refer to Figure
8B-17.)
k. Bump the magneto in the direction opposite the normal shaft rotation until the first breaker
opens. Due to normal tolerances, one breaker may open slightly before the other and timing should be done
to the first or early breaker. Evenly tighten the magneto mounting clamps.
1. When the final timing check is done, back the engine up approximately 10degrees;then carefully
bump the engine forward and observe the position that the breakers open. The first breaker should open at
the number one engine firing position and the late breaker must open within 3 enginedegrees from the first
breaker opening. It makes no difference which breaker opens first.
m. Repeat Step k if necessary until conditions of Step I are met. If the late breaker opens more than
3 degrees from the early one, the internal timing of the magneto must be rechecked. (Refer to Internal
Timing, Paragraph 8B-37.)
n. Torque the magneto securing clamps to 150 inch-pounds. Recheck timing once more and if
satisfactory disconnect the timing light and remove the adapter leads.
o. Reinstall the plugs in the timing inspection holes and torque to 12-15inch-pounds. Loosely
install the harness with clamps and/or brackets. Reinstall the air pressure line to the adapter fitting at the
one end of the magneto housing.
NOTE
For future reference a small red dot may be painted over this
particular "N" mark on the rotor to indicate the keyway up
reference position needed for proper timing.
If, in future timing checks, the red teeth appear in the distributor inspection windows and the dotted "N"
does not show up in the "E" gap inspection hole, simply turn the magneto shaft 1-1/2 turns (or the
propeller 2 turns) in the direction of rotation and the magneto will be in the proper timing position.
8B-37. MAGNETO TIMING PROCEDURE (INTERNAL TIMING).
a. Remove magneto cover and disconnect air pressure hose from magneto housing.
b. Loosen flange clamps and remove magneto from engine.
c. Check condition of points; replace if necessary.
d. Rotate the magneto drive shaft until a main cam lobe touches the follower of the left main
breaker assembly and adjust the breaker points to an initial opening of .016 inch. Wire feeler gauge is
recommended.
e. Adjust right main breaker contact assemblyto an initial point opening of.016inchjust as in Step d.
f. Rotate the retard cam until lobe touches cam followerand check retard breaker contact for .016
inch point opening. Fixed contact support may be bent to adjust clearance. If support is bent, main breaker
contact must be rechecked. Torque breaker securing screws to 20-25 inch-pounds.
NOTE
Bend bracket carefully. Do not correct by bending back if bent

too much: this weakens the bracket.
POWER PLANT LYCOMING 375 Revised: 7/20/81

2B11
g. Position rotor so keyway is at 12 o'clock position and red painted distributor teeth are visible in
timing windows.
h. Loosen drive shaft nut and position the Rotor Holding Tool (Bendix part number 11-8465)
under washer or bushing on drive end of rotor shaft with clamp at 4 o'clock position so any shaft deflection
caused by clamping action will be in a plane parallel to breaker contacts. Tighten nut to secure holding tool
to shaft. Check to insure proper location of keyway and tighten adjusting screw of holding tool to lock
rotor in position.
i. Loosen rotor holding tool and turn magnet in direction of rotation until adjacent "L" ("E" gap)
mark is aligned with pointer and lock in position. Both red painted teeth should be approximately centered
in timing windows.
NOTE
The use of the timing light unit, part number 1 1-9110-1 available
from Bendix will simplify the internal timing procedure and
breaker synchronization.
j. Connect the timing light black lead to any unpainted surface of the magneto.
k. Connect the red timing light lead to the left breaker terminal and the green lead to the right main
breaker terminal. (Refer to Figure 8B-18.)
1. Loosen rotor holding tool and move the rotor back a few degrees; then move it forward. Both
lights should go out to indicate opening of the main breakers when the timing pointer is indicating within
the width of the "L" mark and the red painted teeth are centered in timing windows.
m. If breaker timing is not correct, loosen cam securing screw (Refer to Figure 8B-15 and remove
retard cam; then unseat main breaker cam from taper. Using 1 1-3031 Retaining Ring Pliers inserted in holes
in cam, rotate main breaker cam in direction of rotation until left main breaker points just open and press
cam onto taper. Install retard cam washer and screw. Tighten screw to seat main breaker cam.
n. Loosen rotor holding tool to turn rotating magnet back a few degrees: then turn rotating magnet
in normal direction of rotation. Timing light should go out when timing pointer is aligned with "L" ("E"
gap) mark. Lock rotating magnet in position where points just open.
o. Loosen right main breaker securing screws and position breaker so cam follower is pressed against
cam with points closed. Tighten contact assembly securing screws to prevent contact assembly from
bouncing back when moved. Using a small mallet and drift, tap right breaker in until points just open.
p. Turn rotating magnet back a few degrees: then turn rotating magnet in normal direction of
rotation. Both timing lights should go out within one degree or half the width of "L" mark on rotor. If
breakers are not properly synchronized, reset right breaker.
q. Check right main breaker contact for 0.016 ± .004 inch point opening and torque right breaker
contact securing screws to 20-25 inch-pounds. If point opening is out of limits, repeat timing procedure
setting left main breaker opening at .016 ± .002 inch. If right contacts open beyond .020 inch. set left
contacts closer to .018 inch. If right contacts open less than .012 inch, set left contacts closer to .014 inch.
r. Connect the 11-9110-1 timing lights to retard terminal on left contact assembly. Turn rotating
magnet in normal direction of rotation to retard angle of 15 degrees and lock in position. Carefully loosen
cam securing screw enough to allow retard cam to turn. Turn cam in normal direction of rotation until
retard breaker points just open. Torque cam securing screw 16-20 inch-pounds. On Bendix D-2000 and
D-3000 series magnetos. a cam self-locking retaining screw should be installed inplace of old non-self-locking
screw, if not already installed. Torque to 21-25 inch-pounds. If this self-locking screw is removed at anytime, it
should be replaced. Refer to the latest revision of Lycoming Service Instruction No. 1400or Bendix Bulletin
No. 608.
s. Using timing light, recheck timing to insure main breakers open within one-half the width of "L"
mark and that retard breaker opens at correct degree setting. Using a wire feeler gauge. check left main
breaker for .016 + .002 inch point opening and right main breaker and retard breaker for .0 6 .004 inch
point opening.
Revised: 7/20/81 POWER PLANT LYCOMING375

2B12
NOTE
If correct breaker timing cannot be achieved, remove magneto and

have it overhauled.
t. Check capacitors for looseness in the magneto cover of the harness assemblyand for any physical
damage. The capacitors should be checked for capacitance, series resistance and leakage.Capacitance should
be 0.34 to 0.41 microfarads. The use of Bendix condenser tester, part number 11-1767-1,-2 or -3 or
equivalent will simplify this test. Replace defective capacitors and torque securing nut to 60-70
inch-pounds.
NOTE
Spring in capacitor outlet may cause an indication of a short to

ground if adapter lead is not used. (Refer to Paragraph 8B-36,Step
c, Note.)
8B-38. HARNESS ASSEMBLY.

8B-39. INSPECTION OF HARNESS.
a. Inspect cover for cracks or other damage. Inspect lead assembliesfor abrasions, mutilated braid
or other physical damage.
b. Inspect grommets for tears and eyelets for spark erosion.
c. Disconnect harness coupling nuts from the spark plugs and extract the lead terminations. Inspect
compression spring for any damage or distortion.
d. Inspect spark plug sleeves for chafing or tears, damage or stripped threads on coupling nut.
e. Test continuity of each harness lead using a High Tension Lead Tester, part number 11-8888or
11-8888-1from Bendix as follows:
1. Connect black test lead to contact spring and red lead to eyelet of the same lead. (Refer to
Figure 8B-19.)
2. Observe that the continuity lamp illuminates.
f. Test insulation resistances of each harness lead by using the 11-8888or 11-8888- tester as follows:
1. Connect the red high voltage test lead to contact spring of harness lead. (Refer to Figure
8B-19a.)
2. Connect the black lead to the ferrule of the same harness lead.
3. Depress PRESS-TO-TEST push button switch.
4. Observe that indicator lamp flashes and GAP fires simultaneously as long as the
PRESS-TO-TEST switch is held depressed. Wheneverindicator lamp flashesand GAP fails to fire. lead under
test is defective and must be replaced.
8B-40. REMOVAL OF HARNESS.
a. Disconnect the clamps that secure the wires to the engine and accessories.
b. Loosen the coupling nuts at the spark plugs and remove the insulators from the spark plug barrel
well. Use caution when withdrawing the insulator not to damage the insulator spring.
c. Place a guard over the harness insulators.
d. Remove the harness assembly terminal plate from the magneto.
e. Remove the harness from the airplane.
Revised:7/20/81 POWERPLANT LYCOMING 375

2B13
243
Figure 8B-19a. Testing Insulation Resistance of Harness Lead
Added: 7/20/81 POWER PLANT LYCOMING 375

2B14
230
Figure 8B-20. RemovingSpring From Lead Assembly
8B-41. MAINTENANCEOF HARNESS.

a. To replace contact springs,spring retainer assembliesor insulating sleeves,proceed as follows:
1. Using a Scintilla 11-7073 Needle or a mechanical pencil with the lead retracted, hook the
end of the contact spring as shown in Figure 8B-20.
2. Using the needle or pencil, unscrew the spring.
3. Slide insulating sleeveand spring retainer assemblyoff end of lead assembly.
4. Replace defective component and reassemble as follows:
(a) Fabricate a tool as shown in Figure 8B-21 for installing the insulating sleevesover cable
terminals.
(b) Push the tool through insulating sleeve and spring retainer assemblyas shown in Figure
8B-22. Screw the cable terminal into the tool.
(c) Work insulating sleeve and spring retainer assembly into position over the cable and
unscrew the tool. Install contact spring on cable terminal.
NOTE

with a thin film of MC 200 (200,000 centistokes) or commercial
ADDED: 1/19/78 2B15 POWERPLANTLYCOMING375

C346
BRAZE DRILL NO. 47 IN. DEEP

TAP 3-48
2-2 IN.
BLEND O.D. TO I.D.

POLISH O.D.
12.000 IN.
MAT: NO. 30 DRILL ROD OR EQUIVALENT
Figure 8B-21. Assembly Tool

C346
SPRINGRETAINER ASSY
SLEEVE
Figure 8B-22. Using AssemblyTool

C346
.250
REQUIREDLENGTH
Figure 8B-23. MeasuringLead Assembly Length
POWERPLANTLYCOMING375
2B16 ADDED: 1/19/78
231
Figure 8B-24. Cutting Metallic Braid Figure 8B-25. UnbraidingMetallic Shielding

From End of Lead
b. To replace one of the lead assemblies,proceed as follows:
1. Remove clamps and brackets from applicable lead assembly. Cut cable ties from assembly
and discard.
2. Cut off condemned lead flush with outer surface of cable outlet plate.
3. Grip eyelet of lead with a pair of pliers and pull short length of conductor out of grommet
and cable outlet plate.
4. Using a 3 inch long, 0.270 inch diameter drift, applied at outer surface of plate, drive out
tapered ferrule and remaining pieces of insulation and shielding.
5. To determine what length the new lead assembly should be cut to, proceed as follows:
(a) Measure the length of the condemned lead assembly. Move coupling nut back on lead
assembly and measure from outer end of ferrule at spark plug end (See Figure 8B-23.)
(b) To the length determined in Step (a), add 1-3/4 inches.
NOTE
Spare part leads are supplied in various lengths. Use a lead which is
longer than, but nearest to, the desired length.
6. Cut lead assembly to the length determined in Step 5. Mark ferrule on spark plug end of
lead with a metal stamp, scribe or rubber stamp to correspond with correct cylinder number.
7. Starting at spark plug location, thread new cable through grommets and clamps as necessary
for correct routing of cut end of cable to magneto location.
8. Using electrician's scissors, carefully remove 1.250 inch of outer braid from end of lead.
(Refer to Figure 8B-24.)
CAUTION
Use care not to nick or cut insulation when removingbraid.
9. Using a scribe or similar pointed tool, unbraid 3/8 inch of braided shielding. (Refer to
Figure 8B-25.) Wrap a single thickness of electrical tape around unbraided strands to facilitate insertion of
lead end through hole in cable outlet plate.
ADDED: 1/19/78 2B17 POWER PLANT LYCOMING 375

C347
UNBRAIDED SHIELDING POSITION OF

POSITION OF
RED COATING FERRULEUNDER
SHIELDING
...........
........ ......
-- ~ lF—3/8"
Figure 8B-26. Forming Shielding Around Ferrule

10. Remove cable outlet plate from magneto. Support
pliers, split and remove eyelets from leads adjacent to lead beingplate securely and, using suitable cutting
replaced.
certain that wire strands are not cut. Removal of eyelets on adjacent leads willWhen splitting eyelet make
allow grommet to be pulled
away from outlet plate to facilitate insertion of new lead.
11.' Pass the taped end of new lead through hole in outlet plate. Remove
electrical tape from
lead and install tapered end of ferrule under the unbraided strands of shielding.
evenly around tapered ferrule as shown in Figure 8B-26 and pull lead assembly Form strands of shielding
back through cable outlet
plate until ferrule binds in the outlet well. Position the Scintilla 11-7074
Ferrule Seating Tool (Figure
8B-27) over the wire and firmly seat the ferrule by tapping the seating tool with a hammer
arbor press. or by using an
12. Measure 1/2 inch from tapered ferrule and strip remaining insulation
from wire. (Refer to
Figure 8B-29.)
13. Insert Scintilla 11-7073 Needle (Figure 8B-28) through small hole
of grommet and over
stripped end of wire. (Refer to Figure 8B-27.) Slide grommet down needle
until it seats tightly against the
tapered ferrule.
14. Cut wire 3/8 inch from top of grommet outlet. (Refer to Figure 8B-31.)
Double wire over as
shown in A of Figure 8B-32. Slide eyelet over doubled wire until it is firmly
seated in recess of grommet
outlet.
15. Using the "AB" groove of Scintilla 11-4152 Crimping Tool, or
equivalent, crimp eyelet to
wire. Approximately 1/32" of wire should extend from end of eyelet
after crimping. (See B of Figure
8B-32.)
C347
2.750 C347
2.031
0.095 DIA
0.506
0.250
0.047 SPHERICAL RAD

2 PLACES
MATERIAL- BRASS
Figure 8B-27. Ferrule Seating Tool Figure 8B-28. Needle
2BIB ADDED:1/19/78
232
0.50 1-7073 NEEDLE
Figure 8B-29. MeasuringWireFrom Figure 8B-30. Installing Grommet Over

Top of Ferrule Lead Assemblies
NOTE
If the crimping tool is not available,a satisfactory connection can

be made by soldering with Kester Flux 709 or equivalent and a
non-corrosive solder. After soldering, clean solder joints using
denatured alcohol.
16. Install clamps and cable ties as necessaryto securelead to the engine.
233
Figure 8B-31. Lead Assembly Installed Figure 8B-32. Wire Doubled Over For
in Grommet Installation of Eyelet
POWERPLANT LYCOMING375
ADDED: 1/19/78
2B19
8B-42. INSTALLATIONOF HARNESS. Before installing harness on magneto, check mating surfaces for
cleanliness. Spray entire face of grommet with a light coat of Plastic Mold Spray, SM-O-O-THSilicone
Spray or equivalent. This will prevent harness grommet from sticking to magneto distributor block.
a. Place the harness terminal plate on the magneto and tighten nuts around the plate alternately to
b. Carefully route the high tension spark plug leads away from any hot spots such as manifolds and
c. After all leads have been properly routed and secured to the engine, recheck all clamp securing
screws for tightness. Fasten coupling nuts to proper spark plugs and torque as specified in Table VIIIB-II.
Do not allow ferrulesto turn while torquing nuts.
TABLE VIIIB-II. COUPLINGTORQUES
Spark Plug Torque

CouplingThreads (lb.-in.)
5/8-24 90-95
3/4-20 110-120
8B-43. SPARKPLUGS.
8B44. REMOVALOF SPARKPLUGS.
plug barrel well.
NOTE
with the center line of the plug barrel; otherwise a side load will be
sufficiently severe,produce a failure in this location.

2B20
234
Figure 8B-33. RemovingSpark Plug Frozen to Bushing

NOTE

removed.
NOTE
Spark plugs should not be used if they have been dropped.
d. Removal of seized spark plugs in the cylinder may be accomplished by application of liquid
carbon dioxide by a conical metal funnel adapter with a hole at the apexjust largeenough to accommodate
the funnel of a C02 bottle. (Refer to Figure 8B-33.) When a seized spark plug cannot be removed by
normal means, the funnel adapter is placed over and around the spark plug. Place the funnel of the C02
bottle inside the funnel adapter and release the carbon dioxide to chill and contract the spark plug. Break
the spark plug loose with a wrench. A warm cylinder head at the time the carbon dioxide is applied will aid
in the removal of an excessivelyseized plug.
8B-45. INSPECTIONAND CLEANINGOF SPARKPLUG.
a. Visuallyinspect each spark plug for the followingnon-repairabledefects:
1. Severelydamaged shell or shield threads nicked up, stripped or crossthreaded.
3. Out-of-round or damagedshieldingbarrel.
5. Badly eroded electrodesworn to approximately 50% of original size.
c. Test the spark plug both electrically and for resistance.
d. Set the electrode gap at 0.015 to 0.018 inches.
ADDED: 1/19/78 POWER PLANT LYCOMING 375

8B-46. INSTALLATIONOF SPARK PLUGS. Before installing spark plugs, ascertain that the threads
within the cylinder are clean and not damaged.
CAUTION
b. Carefully insert the terminal insulator in the spark plug and tighten the coupling nut to the
specified torques givenin Table VIIIB-II. Do not allowferrules to turn while torquing nuts.

2B22
TABLE VIIIB-III. TROUBLESHOOTINGCHART(ENGINE)
Failure of engine to Lack of fuel. Check fuel system for

start. leaks. Fill fuel tank.
Cleandirty lines,
strainersor fuel valves.
Checkfuel selector
valvefor proper tank.
Checkfuel pressure
with electric boost pump
ON.
Checkmixture control
knob for full rich.
Overpriming. Open throttle and

"unload" engine by
engagingstarter. Mix-
ture in idle cut-off.
Incorrect throttle Open throttle to one-

setting. eighth of its range.
Defectivespark plugs. Cleanand adjust or

replacespark plugs.
Defectiveignition wire. Checkwith electric

tester and replace de-
fectivewires.
Defectivebattery. Replacewith charged

battery.
Improper operation of Cleanpoints. Check

magneto breaker. internaltiming of
magnetos.
Lack of sufficient Disconnectfuel line at

fuel flow. fuel injector and check
fuel flow.
Waterin fuel injector. Drain fuel injector and

fuel lines.
Internal failure. Checkoil screens for

metal particles.If found,
complete overhaul of en-
ginemay be indicated.

2B23
TABLE VIIIB-III. TROUBLESHOOTINGCHART(ENGINE) (cont)
Low power and uneven Defectiveignition wire. Check wire with electric
running. (cont.) tester. Replacedefective
wire.
Defectivespark plug Replace connectors on

terminal connectors. spark plug wire.
Failure of engine to Leak in the induction Tighten all connections

develop full power. system. and replace defective
parts.
Throttle lever out of Adjust throttle lever.

adjustment.
Improper fuel flow. Check strainer, gauge

and flow at fuel injec-
tor inlet.
Restriction in air Examine air scoop and

scoop. remove restrictions.
Improper fuel. Drain and refill tank

with recommended fuel.
Faulty ignition. Tighten all connections.

Check system with
tester. Checkignition
timing.
Rough engine. Cracked engine mount. Replace or repair

mount.
Defective mounting Install new mounting

bushings. bushings.
Uneven compression. Check compression.
POWERPLANT LYCOMING375 2B24 ADDED: 1/19/78

TABLE VIIIB-III. TROUBLESHOOTINGCHART(ENGINE)(cont)

Failure of engine to Incorrect idle mixture. Adjust mixture.
idle properly.
Leak in the induction Tighten all connections
system. in the induction system.
Replaceany parts that
are defective.
Incorrect idle adjust- Adjust throttle stop to
ment. obtain correct idle.
Uneven cylinder com- Check condition of pis-
pression. ton rings and valve
seats.
Faulty ignition system. Checkentire ignition
system.
Insufficient fuel pres- Adjust fuel pressure.
sure.
Low power and uneven Mixture too rich; indi- Readjustment of fuel
running. cated by sluggishen- injector by authorized
gine operation, red ex- personnelis indicated.
haust flame at night.
Extreme casesindi-
cated by black smoke
from exhaust
Mixture too lean; indi- Check fuel lines for

cated by overheating dirt or other restric-
or backfiring. tions. Check fuel in-
jection nozzles.
Leaksin induction Tighten all connections.
system. Replacedefective parts.
Defectivespark plugs. Clean and gap or re-
place spark plugs.
Improper fuel. Fill tank with fuel of
recommended grade.
Magnetobreaker points Clean points. Check
not workingproperly. internal timing of mag-
netos.

2C1
TABLE VIIIB-III. TROUBLESHOOTINGCHART(ENGINE) (cont)
High oil temperature. Failing or failed Examine sump for

(cont.) bearing. metal particles. If
found, overhaul of en-
gine is indicated.
Defectivetemperature Replace gauge.

gauge.
Excessiveoil consump- Low grade of oil. Fill tank with oil con-
tion. forming to specifica-
tions.
Failing or failed Check sump for metal

bearings. particles.
Worn piston rings. Install new rings.
Incorrect installation Install new rings.
of piston rings.
Failure of rings to Usemineral base oil.
seat (new nitrided Climb to cruise al-
cylinders). titude at full power
and operate at 75%
cruise power setting
with high oil temp-
erature until oil
consumption stabilizes.

2C2
TABLEVIIIB-III. TROUBLESHOOTINGCHART(ENGINE)(cont)
Low oil pressure. Insufficient oil. Fill sump with recom-

mended oil.
Air lock or dirt Remove and clean oil
in relief valve. pressure relief valve.
Leak in suction line Check gasket between
or pressure line. accessoryhousing and
crankcase.
Dirty oil strainers. Remove and clean oil
strainers.
Defectivepressure Replacegauge.
gauge.
Stoppagein oil pump Check line for obstruc-
intake passage. tion. Clean suction
strainer.
High oil temperature. See "HighOil Temper-
ature" in "Trouble"
column.
High oil temperature. Insufficient air Check air inlet and

cooling. outlet for deformation
or obstruction.
Insufficient oil Fill oil sump to proper
supply. level with specified oil.
Low grade of oil. Replacewith oil con-
formingto specifica-
tions.
Cloggedoil lines or Removeand clean oil
strainers. strainers.
Excessiveblow-by. Usuallycaused by worn
or stuck rings.

2C3
2C4 THRU 2C24
SECTION IX
FUEL SYSTEM
Aerofiche
Paragraph Grid No.
9-1. Introduction ................................................... 2D3

9-2. Description ........................................................ 2D3
9-3. Troubleshooting ........................................................... 2D3
9-4. General Precautions ........................................................ 2D 13
9-5. Fuel Cells ...................................... 2D13
9-6. Removal of Fuel Cells ............................................. 2D 13
9-7. Repair of Fuel Cells ............................................... 2D15
9-8. Testing Fuel Cells ................................................. 2D15
9-9. Installation of Fuel Cells ................................ .......... 2D15
9-10. Polyurethane Internal Fuel Cell Baffles ....................................... 2D16
9-11. Handling Precautions - Polyurethane Foam .......................... 2D16
9-12. Removal and Inspection of Polyurethane Foam Baffles ................ 2D16
9-12a. Inspection of Polyurethane Foam Baffles ........................... 2D17
9-13. Installation of Polyurethane Foam Baffles ........................... 2D18
9-14. Fuel Quantity Indicator System ............................. 2D19
9-15. Removal of Fuel Quantity Transmitter .............................. 2D19
9-16. Installation of Fuel Quantity Transmitter ............................ 2D21
9-17. Fuel Quantity Transmitter Check ................................... 2D21
9-18. Fuel Shutoff Valve ..................................... 2D21
9-19. Removal and Installation of Fuel Shutoff Valve ...................... 2D21
9-20. Fuel Header Tank ............................................ 2D22
9-21. Removal of Header Tank ................................... 2D22
9-22. Installation of Header Tank ........................................ 2D22
9-23. Fuel Filter ........................................................ ..... 2D22
9-24. Removal of Fuel Filter ............................................ 2D22
9-25. Disassembly of Fuel Filter ......................................... 2D22
9-26. Assembly of Fuel Filter ........................................... 2D23
9-27. Installation of Fuel Filter .......................................... 2D23
9-28. Auxiliary Fuel Pump ...................................................... 2D23
9-29. Removal of Auxiliary Fuel Pump ................. ............... 2D24
9-30. Installation of Auxiliary Fuel Pump ......................... ...... 2D24
Revised:10/20/80 2D1
2D1
Aerofiche
Paragraph Grid No.
9-31. Auxiliary Fuel Control System (PA-36-285 Only) ............................. 2D24
9-32. Description of Auxiliary Fuel Control System ........................ 2D24
9-33. Operation of Auxiliary Fuel Control System ......................... 2D24
9-34. Operational Check of the Auxiliary Fuel Control System .............. 2E1
9-35. Operation of Auxiliary Fuel Control Valve ........................... 2EI
9-36. Removal of Auxiliary Fuel Control Valve ............................ 2E2
9-37. Disassembly and Cleaning of Auxiliary Fuel Control Valve ............ 2E5
9-38. Assembly of Auxiliary Fuel Control Valve ........................... 2E5
9-39. Checks and Adjustments of Auxiliary Fuel Control Valve.............. 2E6
9-40. Installation of Auxiliary Fuel Control Valve.......................... 2E8
Revised: 10/20/80 2D2

2D2
SECTIONIX
FUEL SYSTEM
9-1. INTRODUCTION.This section contains instructions for repairing difficulties which may arise in the
operation of the fuel system and its related parts aft of the fire wall. For details of the system forward of
the fire wall, refer to Section VIII. The instructions in this section are organized so the mechanic can refer
to: Description and Principles of Operation for a basic understanding of the system; Removal, Repair and
Installation of the various components, and a Troubleshooting Chart to facilitate the location and repair of
the different components of the fuel system.
9-2. DESCRIPTION. The fuel system consists of two bladder type fuel cells; one locatedin the inboard bay
of each wing. Both tanks are filled with polyurethane safetyfoam which acts as an infinitebaffleand provides
100% slosh mitigation. Each tank has an individual filler. The two tanks are connected by a small spar
mounted header tank to operate as a single tank system with an on-off valve.
The fuel lines are fire resistant and are wire reinforced at potential rupture points. The header tank
and wing tanks are vented by means of a vent tube routed from the header tank through each wing fuel cell
and extending out through each wing to an outlet on the underside of each wing at the tip.
From the header tank the fuel travelsto the ON-OFF valve; then to the fuel strainer bowl. From there
the fuel is drawn up through an electric pump for the engine priming system or through the engine driven
pump and into the fuel injection system.
On PA-36-285 aircraft Serial Nos. 7360020 and up and earlier serial numbered aircraft which have
been modified by the installation of Piper Kit 760 782, the electric fuel pump alongwith an auxiliary fuel
control valve are utilized as an emergencyfuel supply and control system in the unlikely event of an engine
fuel pump failure. A complete description of this auxiliary fuel control system may be found in Paragraph
9-31 of this ServiceManualSection.
There are three fuel quantity transmitters in the system; one in each tank, and one in the header tank
that are all connected to a gauge on the panel.
The system has four manual drains; one on the underside of each wing for the wingtanks, one for the fuel
filter bowl located just forward of the leading edge of the wing on the left side of the fuselage,and one on the
bottom of the fuselageon the left hand sidejust aft of the trailing edge of the wing. The latter drain is labeled
by a placard "Fuel Sump Drain" located on the lower left side of the fuselage.A push-pullcontrol lever on the
console activates the main fuel shutoff valve behind the fire wall. A calibrated dipstick is clipped to the bulk-
head behind the seat.
9-3. TROUBLESHOOTING.Table IX-I, located in the back of this section, lists troubles which may occur
in the mechanical or electrical portions of the fuel system, the probable causes and suggested remedies.
When troubleshooting, first check from the fuel supply or power source to the item affected. If the
suggested remedy does not eliminate the problem, the trouble probably exists inside the component
involved. It will then be necessary to remove the defective component for repair or replace it with an
identical serviceableunit.
Revised: 10/20/80 FUEL SYSTEM

2D3
NOTE
IF PIPER KIT NO. 760 782 HAS BEEN
24 INSTALLED, REFER TO FIGURE
9-la, FOR FUEL SYSTEM DIAGRAM.
1. CHECK VALVE 13. CHECK VALVE

2. CAP ASSEMBLY FUEL CELL, LEFT 14. FUEL CELL, LEFT
3. WING LEADING EDGE, LEFT 15. COVER, FUEL SENDER, LEFT
4. FUEL FILTER ASSEMBLY 16. FUEL STRAINER
5. AUXILIARY FUEL PUMP 17. VENT, HEADER TANK, LEFT
6. FUEL SHUT-OFF VALVE 18. CHECK VALVE
7. SUPPORT BRACKET 19. HEADER TANK
8. SUPPORT BRACKET 20. CHECK VALVE
9. TUBE ASSEMBLY, FUEL SHUT-OFF VALVE 21. VENT, HEADER TANK, RIGHT
10. CABLE ASSEMBLY 22. COVER, FUEL SENDER, RIGHT
11. WING LEADING EDGE, RIGHT 23. FUEL CELL, RIGHT
12. CAP ASSEMBLY, FUEL CELL, RIGHT 24. FUEL SHUT-OFF LEVER
Figure 9-1. Fuel System Diagram, Serial Nos. 7360001 to 7360019 incl. (PA-36-285)
FUEL SYSTEM Revised:8/31/76

2D4
2384
SEE FIGURE 9-3

SEE FIGURE 9-3
24
1. CHECK VALVE
2. CAP ASSEMBLY FUEL CELL, LEFT
3. WING LEADING EDGE, LEFT
4. FUEL FILTER ASSEMBLY
5. AUXILIARY FUEL PUMP
6. FUEL SHUTOFF VALVE
7. AUXILIARY FUEL CONTROL VALVE
8. SUPPORT BRACKET
9. TUBE ASSEMBLY, FUEL SHUTOFF VALVE
10. CABLE ASSEMBLY
11. WING LEADING EDGE, RIGHT
12. CAP ASSEMBLY, FUEL CELL, RIGHT
13. CHECK VALVE
14. FUEL CELL, LEFT
15. COVER, FUEL SENDER, LEFT
16. FUEL STRAINER
17. VENT, HEADER TANK, LEFT
18. CHECK VALVE
19. HEADER TANK
20. CHECK VALVE
21. VENT, HEADER TANK, RIGHT
22. COVER, FUEL SENDER, RIGHT
23. FUEL CELL, RIGHT
24. FUEL SHUTOFF LEVER
AUXILIARY FUEL SYSTEM DIAGRAM
2365
Figure 9 -la. Fuel System Diagram.Serial Nos. 7360020 and up

I (PA-36-285 Only)
Revised:8/31/76
FUELSYSTEM
2D5
2363
1. CHECK VALVE
13. CHECK VALVE
2. CAP ASSEMBLY FUEL CELL, LEFT
14. FUEL CELL, LEFT
3. WING LEADING EDGE, LEFT 15. COVER, FUEL SENDER, LEFT
4. FUEL FILTER ASSEMBLY 16. FUEL STRAINER
5. AUXILIARY FUEL PUMP 17. VENT, HEADER TANK, LEFT
6. FUEL SHUT.OFF VALVE 18. CHECK VALVE
7. SUPPORT BRACKET 19. HEADER TANK
8. SUPPORT BRACKET 20. CHECK VALVE
9. TUBE ASSEMBLY, FUEL SHUT-OFF VALVE
21. VENT, HEADER TANK, RIGHT
10. CABLE ASSEMBLY
22. COVER, FUEL SENDER, RIGHT
11. WING LEADING EDGE. RIGHT
23. FUEL CELL, RIGHT
12. CAP ASSEMBLY, FUEL CELL, RIGHT
24. FUEL SHUT-OFF LEVER
25. HEADER TANK DRAIN
Figure 9-lb. Fuel System Diagram (PA-36-300 and 375)
FUEL SYSTEM Revised: 1/19/78

2D6
2406
15
C708
ALIGN CHECK VALVE ON FIREWALL WITH THE

WORD "HINGE" FACING UP AND FLOW ARROW
POINTING AS SHOWN.
25. GASKET
HOSE ASSEMBLY SUMP DRAIN 13. STRAPS
1.
FUEL PUMP 26. TUBE ASSEMBLY, VAPOR RETURN
14. AUXILIARY
2. HOSE ASSEMBLY, METERING UNIT DRAIN 27. FUEL CELL, LEFT
3. HOSE ASSEMBLY, FUEL DRAIN 15. CHECK VALVE
28. TEE
16. HOSE ASSEMBLY, FUEL SUPPLY
4. HOSE ASSEMBLY, FUEL PUMP SEAL DRAIN 17. FUEL CELL RIGHT 29. SAFETY WIRE
5. RESTRICTOR ASSEMBLY 30. TEE
I . CONTROL CABLE ASSEMBLY
6. HOSE ASSEMBLY, FUEL RETURN 19. STRAINER 31. TEE
7. TUBE ASSEMBLY, FUEL SUPPLY 32. SCREW (4 REQ)
20. TUBE ASSEMBLY, VENT
8. FUEL SHUTOFF VALVE 33. SUPPORT ASSEMBLY
21. TANK ASSEMBLY, HEADER
9. TUBE ASSEMBLY, FUEL DRAIN 34. SUPPORT BRACKET
22. CHECK VALVE
10. VALVE, DRAIN 35. BASE, FUEL PUMP MOUNTING
23. SENDER
11. FILTER ASSEMBLY
24. SPACER
12. JOINT ASSEMBLY
(PA-36-285Only)
Figure 9-2. Fuel System Installation. Serial Nos. 7360001 to 7360019 incl.
FUEL SYSTEM
Revised:8/31/76
2D7
2404
SKETCHA
2383
WORD "HINGE" ON VALVE TO

FACE UP AND FLOW ARROW TO
POINT INBOARD AS SHOWN.
22
SKETCHB
Figure 9-2. Fuel System Installation, Serial Nos. 7360001 to 7360019 incl. (PA-36-285 Only)

2D8
2382
C708
ALIGN CHECK VALVE ON FIREWALL WITH THE

WORD "HINGE" FACING UP AND FLOW ARROW
POINTING AS SHOWN.
14. AUXILIARY FUEL PUMP 27. FUEL CELL, LEFT

1. HOSE ASSEMBLY, SUMP DRAIN
15. CHECK VALVE 21. TEE
2. HOSE ASSEMBLY, METERING UNIT DRAIN
16. HOSE ASSEMBLY, FUEL SUPPLY 29. SAFETY WIRE
3. HOSE ASSEMBLY, FUEL DRAIN
17. FUEL CELL RIGHT 30. TUBE ASSEMBLY, FUEL RETURN
4. HOSE ASSEMBLY, FUEL PUMP SEAL DRAIN
18. CONTROLCABLEASSEMBLY 31. TEE
5. AUXILIARY FUEL CONTROL VALVE
19. STRAINER 32. SCREW (4 REQ)
6. HOSE ASSEMBLY, FUEL RETURN
20. TUBE ASSEMBLY. VENT 33. SUPPORT ASSEMBLY
7. TUBE ASSEMBLY, FUEL SUPPLY
21. TANK ASSEMBLY, HEADER 34. SUPPORT BRACKET
8. FUEL SHUTOFF VALVE
22. CHECK VALVE 35. BASE, FUEL PUMP MOUNTING
9. TUBE ASSEMBLY, FUEL DRAIN
VALVE, DRAIN 23. SENDER 36. TUBE ASSEMBLY, MANIFOLD
10.
11. FILTER ASSEMBLY 24. SPACER PRESSURE
12. JOINT ASSEMBLY 25. GASKET 37. TUBE ASSEMBLY, AUXILIARY
13. STRAPS 26. TUBE ASSEMBLY, VAPOR RETURN FUEL PUMP CONTROL PRESSURE
Figure 9-2a. Fuel System Installation, SerialNos. 7360020 and up (PA-36-285Only)
Revised:8/31/76 FUEL SYSTEM

2D9
2403
SKETCHA
2383
30
26
C708
WORD "HINGE" ON VALVE TO

FACE UP AND FLOW ARROW TO
POINT INBOARD AS SHOWN.
SKETCH B
Figure 9-2a. Fuel System Installation, Serial Nos. 7360020 and up (PA-36-285Only)

2D10
2402
1. TO FUEL FLOW GAUGE 11. FILTER ASSEMBLY 21. FUEL CELL, LEFT
2. FUEL PRESSURE LINE, OUT 12. JOINT ASSEMBLY 22. CONTROL CABLE ASSEMBLY
3. HOSE, FUEL SUPPLY 13. STRAINER 23. TEE
4. FUEL PRESSURE LINE, IN 14. FUEL CELL, RIGHT 24. SAFETY WIRE
5. FUEL SHUTOFF VALVE 15. CHECK VALVE 25. TEE
6. TUBE ASSEMBLY, FUEL DRAIN 16. TUBE ASSEMBLY, VENT 26. SCREW (4 REQ.)
7. TUBE ASSEMBLY, FUEL SUPPLY 17. TANK ASSEMBLY, HEADER 27. SUPPORT ASSEMBLY
8. AUXILIARY FUEL PUMP 18. SENDER 28. SUPPORT BRACKET
9. STRAPS 19. SPACER 29. BASE, FUEL PUMP MOUNTING
10. VALVE, DRAIN 20. GASKET 30. FUEL PRESSURE SWITCH
Figure 9-2b. Fuel System Installation, PA-36-300Only.
Added: 8/31/76 FUEL SYSTEM

2D11
2404
29
SKETCHA
2405
-23
16
WORD HINGE ON VALVE

TO FACE UP AND ARROW
TO POINT INBOARD
AS SHOWN
C708
15
15
SKETCH B
Figure 9-2b. Fuel System Installation. PA-36-300 and PA-36-375
Revised: 10/27/82
FUEL SYSTEM
2D12
9-4. GENERAL PRECAUTIONS. There are certain general precautions and rules that should be followed
when performing any work on the fuel system as described in this section. Specificprecautions concerning the
handling of the polyurethane foam internal fuel cell baffles will be found in Paragraph 9-11. General
precautions concerning the system are as follows:
a. When fueling, defueling, making repairs or disassemblingthe fuel system, ground the aircraft to a
suitable ground stake.
b. Before starting work on the aircraft that may require exposure of raw fuel to the environment,
personnel shall ground themselves to the aircraft to remove static electricity.
c. Draining fuel from the fuel cells, uncapped fuel cells; and disconnected fuel lines all constitute a
fire hazard. Adequate safety precautions should be taken whenever it is necessary to work near raw fuel.
The area around the aircraft should be roped of within a 50-foot radius from the aircraft and should be
marked "DANGER, OPEN FUEL TANKS, UNAUTHORIZEDPERSONNEL KEEP OUT." Any portable
electric or spark producing equipment should be cleared from the area.
d. Fire extinguishing equipment should be close at all times.
e. If work is to be done inside a hangar, the environment should be dust free and the building
should provide good ventilation. All vent fan outlets should be located so as to prevent the vapors from
being wind carried back into the hangar. Safety precautions per section "c" of this paragraph should be
met.
9-5. FUEL CELLS.

9-6. REMOVALOF FUEL CELLS. (Refer to Figure 9-3.)
NOTE
It will be necessary to remove the wing from the aircraft to

remove a fuel cell. It is advisable to locate a suitable place to
accomplish the operation, a wingsupport and severalpersonnel to
help.
a. Completely drain the wing fuel cells and header tank with the fuel shutoff control in the ON
position. (Observe precautions per Paragraph9-4.)
b. Remove the wing that contains the cell to be removed per Paragraph4-17.
c. Place the wing on suitable supports, topside up.
d. Remove the forward wing root rib by removingthe screws along the top and bottom flanges and
the bolts along the front and rear flanges.
e. Remove the inboard removable wing leading edge section by removing the screws and reach
through the holes in the spar and disconnect the clamp on the fuel vent line that runs through the fuel cell
and out through the wing to the tip.
f. Remove the retainer nut from the fuel cell drain valveand remove the valve.
g. Remove the fuel quantity transmitter per Paragraph9-15.
h. Remove the screws around the fuel filler adapter and remove it and the gasket.
i. Remove the fuel cell assembly by slidingit from the open end of the wing.

2D13
VENT HOLE
SEE NOTE
NOTE
VENT HOLE MUST BE LOCATED
FULLYINSIDE OF THE FUEL CELL
CLEAR OF INSIDE WALL REFER TO
LATEST REVISION PIPER SERVICE
BULLETIN NO. 506.
1. CLAMP 9. SCREWASSEMBLY
2. TUBEASSEMBLY,VENT 17. VALVE,FUELCELLDRAIN
10. CAP ASSEMBLY,FUELCELL 18. TUBEASSEMBLY,VENT
3. STRAINER 11. GASKET,FUELCELLCAP
4. COVER,FUELSENDER 19. CHECKVALVE
12. AFT UNERASSEMBLY,FUELCELL LEFT 20. TUBEASSEMBLY.VENT
5. GASKET.FUELSENDER 13. STRAINER
6. BOLTASSEMBLY 21. CELLASSEMBLY,FUELTANK.LEFT
14. FORWARDLINERASSEMBLY,FUELCELL,RIGHT 22. POLYURETHANE
7. SENDER FOAMBAFFLES
15. LOCKWASHER
8. GASKET.FUELSENDER 16. RETAINER NUT
Figure 9-3. Fuel Cell Installation
FUELSYSTEM
Revised: 1/21/81
2D14
9-7. REPAIR OF FUEL CELLS. (See followingNote)
9-8. TESTING FUEL CELLS. (See followingNote)
NOTE
Refer to Firestone Report TB-242 pertaining to installation,
maintenance, service and repair. This may be obtained from THE
FIRESTONE TIRE & RUBBER COMPANY, MAGNOLIA,
ARKANSAS. For handling precautions and removal, inspection
and installation of polyurethane baffles, refer to paragraphs 9-10
thru 9-13.
9-9. INSTALLATIONOF FUEL CELL. (Refer to Figure 9-3.)

a. Make sure that the cell compartment is thoroughly clean and free from filings,loose hardware or
sharp edges;then carefullyslide the fuel cell into the wing.
b. Install a new gasket; then locate and secure the fuel filler adapter.
c. Install the fuel quantity transmitter per Paragraph 9-16.
d. Install the fuel cell drain valve and secure with retainer nut.
e. Reach through the access holes in the wing spar and reconnect the fuel vent line that runs
through the fuel cell to the vent line that runs out through the wing to the tip. Reach through the fuel filler hole
and feel the vent line to insure that the vent hole is located fully inside the fuel cell and clear of the inside wall.
NOTE
If vent hole is not fully exposed in fuel cell, it will be necessaryto

loosen the clamps on both the outboard and inboard nipples and
slide the vent tube inboard until the vent hole is fully inside the
fuel cell. Tighten both clamps when the vent hole is fully exposed.
(Refer to latest revision Piper Service Bulletin No. 508.)
f. Install the wing leading edge panel with screws.
g. Locate the forward wing root rib in its proper location and secure with screws,nuts and bolts.
NOTE
If misalignment is noted between the fuel cell feedline nipples and
the holes in the forward wing root rib, contact the Piper Customer
ServiceDepartment.
h. Install the wing according to Paragraph4-18.

2D15
9-10. POLYURETHANE FOAM INTERNAL FUEL CELL BAFFLES.

9-11. HANDLING PRECAUTIONS. If work is to be done on thefuelcellortheinternalfoambafflesareto
be replaced, the following precautions should be met:
a. Select a suitable room with adequate ventilation and a dust free
environment.
b. Fire extinguishing equipment should be close by.
c. Personnel working around fuel cells and foam baffles should
wear lint free clothing. Leather or
rubber gloves must be worn when handling the foam material.
d. Prior to removing the foam baffles from the fuel cell, personnel
suitable ground point to remove static electricity. should ground themselves to a
e. Once the cell is opened, a continuous air purge should be maintained
removed. until all foam material has been
9-12. REMOVAL AND INSPECTION OF POLYURETHANE

foam material from the fuel cell for the purpose of replacement of FOAM BAFFLES. Priorto removingthe
new foam or for maintenance on the fuel cell,
remove the cell from the wing per Paragraph 9-6.
CAUTION
All precautions for an open fuel cell should be observed. Once the
fuel cell is opened, a continuous air purge should be maintained until
all the foam is removed. Take special care to prevent contamination
of the foam and cell.
WARNING
Remove foam baffles from cell slowly to minimize static electricity
buildup.
NOTE
To aid in removal of foam, the internal fuel vent tube may
be
removed by removing the clamp on the fuel cell nipples at each end
of the tube and pull the tube out, carefully, toward the inboard, or
larger end of the cell.
a. Using leather or rubber gloves, reach through cell filler hole,

and compress and remove the foam
baffle sections. Note the positions of the individual pieces to facilitate
reinstallation.
NOTE
The foam material is relatively tough and can be pulled with much
effort without being damaged. If any material does begin to tear,
small pieces may be broken off and could eventually work into the
fuel system.
FUEL SYSTEM
Revised: 10/20/80
2D16
b. When removing the baffles, visually inspect the material for cleanliness, lint, fibers and other
contaminates. If present, remove the particles either by hand or with a vacuum. If the foam cannot be cleaned
easily, replace the baffles.
c. After the foam material has been inspected and tested, store the removed baffles in clean polyethylene
or canvas bags. The bags must be sealed and stored in a safe place until ready for reinstallation. For extended
storage, the foam baffles should be dried to prevent the fuel vapors from creating an explosion hazard. This
may be done by static exposure of air, or by blowing warm air through the material in a dust and lint free area.
CAUTION
Do not wash the foam material with water or emulsion cleaners to

remove residual fuel.
9-12a. INSPECTION OF POLYURETHANE FOAM BAFFLES.

a. The following items should be accomplished when inspecting the foam baffles in the fuel cells.
1. Every 100 hours inspect the foam at the fuel filler opening. Test this foam by attempting to pull
or tear a few strands of the material loose from the baffle. If the strands tear easily, or if a visual inspection
shows loose strands collected in the open network, replace the entire baffle.
2. Inspect the foam for color. If the foam is brown; inspect for possible deterioration. New foam is
orange in color.
3. If an excessive amount of small brown broken particles are found in the fuel filter, replacement
of the baffles should be considered.
4. If the baffles are five years old or older, inspect the foam and the fuel filter within the next 50
hours of operation or at the next scheduled inspection event whichever occurs first.
CAUTION
Do not wash the foam material with water or emulsion cleaners.

Some discoloration of the foam is normal due to aging, lack of fuel
immersion, high temperature and high humidity.
b. If deterioration is found:
1. Remove old foam.
2. Flush complete aircraft fuel system.
3. Inspect and clean aircraft fuel filter.
4. Inspect and clean aircraft engine fuel injector screen.
5. Inspect header tank for accumulation of deteriorated foam particles.

2D17
9-13. INSTALLATION OF POLYURETHANE FOAM BAFFLES. To reinstall the old foam baffles orto
install a new foam baffle kit, proceed with the following steps:
NOTE
Do not attempt to replace or repair damaged or deteriorated baffle

sections individually. The entire foam kit should be replaced with a
new kit.
Before inserting foam baffles, reinstall the internal fuel vent line by
sliding it through the cell nipples at the inboard and outboard ends
of the cell. Secure the line by the use of clamps at each nipple (Refer
to Figure 9-3 and note under Paragraph 9-9e).
Two people may be needed to install the foam pieces; one to hold the
fuel cell fitting and one to insert the foam in the cell.
WARNING
Prior to reinstallation the foam baffles must be dry of fuel to prevent

fuel vapors from creating an explosion hazard or a health
endangering environment (Refer to Caution in Paragraph 9-12b).
CAUTION
Correct positioning of the foam sections is extremely important.

Designed "cut-outs" in the foam baffles must maintain proper
clearance around all fuel cell protrusions such as vent lines, finger
strainers, fuel quantity transmitter and filler openings. Refer to
Figure 9-4 for correct positioning of individual foam baffles and for
correct sequence of installation.
a. If not previously accomplished, remove the wing from the aircraft per Paragraph 4-17. Remove the
fuel cell from the wing per Paragraph 9-6.
b. Remove the old foam baffles from fuel cell if not previously accomplished. Access to the foam is
through the fuel filler hole.
c. Flush fuel cell with clean filtered fuel at least one time prior to installing foam baffles.
FUEL SYSTEM Revised: 10/20/80

2D18
d. Compress the individual foam baffles and place them in the fuel cell through the filler opening.
Although the foam is relatively tough, use care when installing so as not to shred or tear any of the baffles.
Refer to Figure 9-4 for correct installation sequence.
NOTE
After installing each baffle, check to ensure that the vent tube
assembly is resting in the cut-out on the top of the baffle.
After installing the fifth and sixth baffles, check to ensure that the
fuel sender cut-out in the foam lines up with the hole in the top of the
fuel cell through which the fuel sender is installed.
9-14. FUEL QUANTITY INDICATOR SYSTEM.
9-15. REMOVAL OF FUEL QUANTITY TRANSMITTER. (Refer to Figure 9-3.)

a. Remove the transmitter access cover on the wing top.
b. Disconnect the electrical leads at the transmitter unit.
c. Remove the safety wire and bolts and carefully pull the transmitter unit and gasket from the fuel cell.

2D19
= INSTALLATION
SEQUENCE
=
DASHNUMBER(ODDNOS.- RIGHTCELL,EVENNOS.- LEFTCELL)
UEL
FUELSENDER
SENDER
CUT-OUT
INBOARD
END
VENTTUBE
CUT-OUT
FUELFILLER
CUT-OUT
OUTBOARD
END
Figure 9-4. Polyurethane Foam Baffle Installation Sequence
FUEL SYSTEM Added: 10/20/80
2D20
NOTE
Cover the opening in the fuel cell to prevent foreign material from
entering the cell.
d. The header tank transmitter unit may be removed by first removing the header tank. (Refer to
Paragraph9-21.)
9-16. INSTALLATIONOF FUEL QUANTITYTRANSMITTER. (Refer to Figure 9-3.)

NOTE
Senders in the header unit and wingtanks which are gold in color are
not interchangeable with those which are blue in color. Further-
more, the colors of the sendersshould agree with the color ofthe fuel
quantity indicator in any one aircraft.
a. Making sure gasket is clean, do not use gasket sealer, install the transmitter.
b. Secure the transmitter with screwsand safety wire.
c. Connect the electrical leads to the sender unit.
d. Check and make sure that the two vent holes on the top of the transmitter unit are clear.
e. Make sure no leakageoccurs around the transmitter gasket, and reinstallthe access plate.
9-17. FUEL QUANTITYTRANSMITTERCHECK.
a. With the sender unit removed from the aircraft, connect an ohmmeter to the terminals.
b. The fuel cell sending units should read .8 ± .4 ohms with the internal float in the empty position
and 34.4 ± .4 ohms in the full position.
c. The header tank unit should read .8 + .2 ohms with the internal float in the empty position and
3.6 .2 ohms in the full position.
NOTE
Do not attempt to adjust the sending units, replace if readingsare
not within specified tolerances.
d. If the fuel quantity system does not indicate properly and the transmitter resistance check is within
tolerance, check the indicator resistance as follows:
1. Between "SEND" terminal and "IGNITION" terminal 295 ± 5 ohms.
2. Between "IGNITION" terminal and "GROUND" terminal 565 + 10ohms.
3. Between "SEND" terminal and "GROUND" terminal 275 ± 10 ohms.
e. Replace the indicator if the resistance is not within the specified tolerance.
9-18. FUEL SHUTOFF VALVE. The fuel shutoff valve is an on-off, one quarter turn type valvelocated
on the lower left backside of the fire wall.
9-19. REMOVALAND INSTALLATIONOF FUEL SHUTOFF VALVE. (Refer to Figure 9-2.)
a. With fuel valve ON, drain fuel from the fuel filter drain into a suitable container until fuel ceases
to flow.
b. Disconnect the control cable from the valvearm by removing the nut and washer.
c. Remove the clamp that attaches the valveassemblyto the fire wall.
d. Remove the valve by loosening the fittings at each end. Cap all lines to prevent contamination.

2D21
e. To reinstall the valve,connect the fittings at each end.

f. Mount the valve on the fire wall and secure with clamp and screws.
g. Reconnect the control cable to the valve arm.
h. Check the valve installation for leaks and the valve for proper operation.
9-20. FUEL HEADERTANK.
9-21. REMOVALOF HEADER TANK. (Refer to Figure 9-2.)

a. Disconnectand remove the agricultural dispersalequipment.
b. Drain the fuel header tank and fuel cells completely.
c. Remove the quick loader tube from the subtank.
d. Disconnect the electrical leads from the sender unit located in the top of the header tank.
e. Disconnect the check valves,fuel lines, and the vent line from the header tank.
f. Remove the fasteners that attach the tank to the spar, and lower the tank and sender unit from
the aircraft.
9-22. INSTALLATIONOF HEADERTANK. (Refer to Figure 9-2.)
NOTE
Senders in the header unit and wing tanks which are gold in color are
not interchangeable with those which are blue in color. Further-
more, the colors of the sendersshould agreewith the color of the fuel
quantity indicator in any one aircraft.
a. Be certain the sender unit is properly installed in the tank.
b. Remove the protective caps from the fuel lines.
c. Position the header tank on the main spar and secure with attaching hardware.
d. Reconnect the check valvesand disconnected lines to the header tank.
e. Reconnect the electrical leads to the sender unit.
f. Refill the system with clean aviation fuel and check for leaks.
g. Reinstall the bottom fuselage panel and agricultural dispersalequipment.
9-23. FUEL FILTER.
9-24. REMOVALOF FUEL FILTER. (Refer to Figure 9-2.) The instructions givenare for removal of the
complete filter from the aircraft:
a. Move the fuel shutoff valve to the OFF position.
b. Drain the fuel filter.
c. Disconnect the fuel outlet, inlet, and drain line from the filter. Cap the lines to prevent
contamination.
d. Remove the safety wire and screws that attach the filter to the fire wall mounting bracket, and
remove the filter.
9-25. DISASSEMBLYOF FUEL FILTER. (Refer to Figure 9-5.)

a. Cut safety wire and remove cap nut (7) from the bottom of the filter bowl.
b. Loosen and remove both the check nut (14) and the nut (4) from the stud that holds the filter
cartridge subassembly.
c. Slide the filter cartridge from the stud. The filter discs (11) and washers (12) need not be
separated from the element outer tube (3) for normal cleaning.
d. If it is necessary to disassemble the filter cartridge, remove the retainer cup (13) from the outer
tube and slide the discs (11) and washers (12) from the tube. Do not use a screwdriver or sharp tool that
may damage the discs.

2D22
255
1. BODY, FILTER
2. "O" RING SEAL 1
3. TUBE, OUTER
4. NUT
5. STUD
6. DRAIN LINE FILTER
7. NUT
8. SPRING 12
9. BALL. RELIEF
10. SEAT, RELIEF
11. DISCS. FILTER
12. WASHERS 14
13. CUP, RETAINER
14. NUT, CHECK
15. BOWL, FILTER 16
16. WASHER
17. SAFETY WIRE
TORQUE 60 TO 80 INCH-POUNDS
Figure 9-5. Fuel Filter

e. The filter bypass assembly may be removed by using the proper size screwdriverand turning out
the relief valveseat (10). Then remove the relief ball (9) and spring (8).
f. Wash the element in oil solvent such as mineral spirits, and inspect the filter parts for corrosion
and damage.
g. Normal repairs necessary for the filter are replacement of O-ringsand damagedfilter discs.
9-26. ASSEMBLY OF FUEL FILTER. (Refer to Figure 9-5.)

a. If removed, install bypass valve spring (8), relief ball (9) and seat (10).
b. Place the filter cartridge (assembled) on the housing stud (5). Be certain that the end of the outer
tube (3) has positioned itself in the filter body.
c. Secure the filter cartridge with nut (4). Torque nut 10 to 15 inch-pounds. Torque check nut (14)
against nut (4) 40 to 60 inch-pounds.
d. Place O-ring (2) on housing and install bowl, washer (16) and cap nut (7). Torque nut 60 to 80
inch-pounds, and safety.
9-27. INSTALLATION OF FUEL FILTER. (Refer to Figure 9-2.)

a. Mount the filter on the fire wall bracket with screws, and safety.
b. Remove protective caps from fuel lines and reconnect the fuel inlet, outlet, and drain line to the
filter.
c. Move the fuel shutoff valve to the ON position and check for leaks.
9-28. AUXILIARY FUEL PUMP. The primer pump is an electric pump located on the backside of the fire
wall just above the fuel filter.
FUEL SYSTEM
2D23
2D23 Revised: 9/30/75
9-29. REMOVALOF AUXILIARYFUEL PUMP. (Refer to Figure 9-2.)

a. Move the fuel shutoff valve to the OFF position.
b. Disconnect the electrical leads to the pump.
c. Loosen and remove the fuel inlet and outlet lines from the pump.
d. Loosen the screws on the pump bracket and remove the pump.
9-30 INSTALLATIONOF AUXILIARYFUEL PUMP. (Refer to Figure 9-2.)

a. Install the pump in the mounting bracket and secure with screws.
b. Reconnect the fuel inlet and outlet lines and tighten.
c. Connect the electrical leads to the pump.
d. Move the fuel shutoff valve to the ON position and the mixture control to the idle cut-off
position. Operate the pump and check for leaks.
9-31. AUXILIARYFUEL CONTROLSYSTEM. (PA-36-285 ONLY.)
9-32. DESCRIPTIONOF AUXILIARYFUEL CONTROLSYSTEM(PA-36-285 ONLY.)

The auxiliary fuel control system has two functions and two major components. The functions are:
1. Priming - Supplying fuel to the engine fuel system inlet at a fixed pressure for priming and
starting.
2. Emergency - Supplying fuel to the engine fuel system inlet at a properly modulated pressure
to allow operation of the engine in the unlikely event of partial or complete failure of the engine driven
duel pump.
The major components are:
1. The Airframe Electric Fuel Pump - This electrically driven pump is a rotary sliding vane
positive displacement pump which has a factory set fuel flow and pressure capacity in excess of the needs
of the engine at full power. Operation of this pump is indicated by a red light on the upper instrument
panel and it produces its maximum output capacity wheneverit is activated.
2. The Auxiliary Fuel Control Valve- This valveprovides the means of adjusting the output of
the airframe electric fuel pump at the engine fuel system inlet to accomplish both of the functions
previously described. This is done by allowingsome of the excess output of the airframe electric fuel pump
to be bypassed back to the electric fuel pump inlet.
9-33. OPERATION OF AUXILIARY FUEL CONTROL SYSTEM (PA-36-285 ONLY)
a. Engine Priming - Actuation of the momentary prime switch located to the left of the starter
switch on the lower right instrument panel activates a number of electrical functions. These functions are
divided between the engine fuel system and the airframe auxiliary fuel control system as follows:
1. Engine Fuel System:
a. Activates the diverter valve on top of the engine which diverts the major portion of the
fuel flow from the six main injector nozzles to the seventh (starting) nozzle located in the throttle body.
b. Activates the priming fuel heater in the seventh nozzle fuel system.
2. Airframe Auxiliary Fuel Control System:
a. Activates the airframe electric fuel pump and red panel indicator light.
b. Activates the solenoid on the top of the prime section of the auxiliary fuel control
valve, which allows a set amount of the fuel flow created by the electric fuel pump to be bypassed through
the auxiliary fuel control valve prime section and back to the electric pump inlet. This bypassing reduces
the pressure provided by the auxiliary fuel control system at the engine pump inlet to the proper pressure
for priming and starting the engine. Refer to Paragraph 9-37 for adjustment of prime pressure.
b. Emergency Operation: Actuation of the red fuel pump (emergency) switch located to the left of
the fuel quantity qauge on the upper instrument panel activates only the airframe electric fuel pump and its
red panel indicator light. Fuel bypass through the auxiliary fuel control system now is controlled only by

2D24
the emergency section of the auxiliary fuel control valve. This section of the valvemodulates the fuel flow
at the inlet to the engine fuel system based on engine requirements as determined by engine manifold
pressure and engine pump outlet fuel pressure (control pressure) as supplied to the auxiliary fuel control
valve.
c. Normal Engine Operation: During normal engine operation the auxiliaryfuel control system has
no effect on the engine fuel system. All fuel flow to the engine is created by the enginedriven fuel pump
and the entire auxiliary fuel control system is experiencing slightnegative fuel (suction) pressures. Fuel can
flow to the engine driven pump inlet either through the bypass check valvein the airframe electric pump or
through the auxiliary fuel control valve, whicheveris the easiest path.
9-34. OPERATIONALCHECKOF THE AUXILIARYFUEL CONTROLSYSTEM.

Before any checks of the auxiliary fuel control system are made it is very important to assure that the
engine fuel system is properly adjusted in accordance with instructions provided in paragraph 8-69 and the
latest revisionto TCMService Bulletin M75-23.
a. Operational Check of Priming System: With the mixture full rich and the engine warmed up and
running at 700 to 900 RPM, push the prime switch. The engine should continue to run smoothly on prime
in this RPM range. If the engine is rough, determine if it is rich or lean by slowlyleaning with the mixture
control. If leaning makes the roughness worse, the prime system is lean; if the engine smooths out with
leaning, the prime system is rich. Refer to Paragraph 8-69, Step f, for adjustment procedures.
b. Operational Check of Emergency System: With the engine warmed up to normal operating
temperatures, the mixture full rich and propeller control full forward, activate the emergencyfuel system at
engine idle. Although a slight change in the idle mixture may be defected, the engine should continue to
idle with the emergencyfuel system on.
Using proper precautions, advance the throttle to full power with the emergencysystem operating.
The engine should operate normally throughout the entire power range. At full power turn off the
emergency system while observing the fuel flow gauge. A minor fluctuation of the fuel flow indicates that
the emergency system has been operating. The red light on the upper instrument panel should be on during
the emergencysystem operation.
9-35. OPERATION OF THE AUXILIARY CONTROL VALVE. (Refer to Figure 9-6.)

The auxiliary fuel control valve consists of two separate sections which control the amount of fuel
bypassed and thereby the fuel pressure supplied to the engine fuel system inlet by the auxiliary fuel control
system.
These sections, priming and emergency, although they utilize the same fuel inlet and outlet ports on
the valve body operate independently of each other. There are two horizontal passagesconnecting the two
sections of the valve. Each passage has an adjustment screw to control the maximum amount of fuel
flowing through the passage. All of the priming bypass fuel flows through the upper passageand adjustment
is made with the upper screw. All of the emergency bypass fuel flows through the lower passage.
Adjustment for maximum emergency bypass, which is the engine idle condition, is bench set and should
not be field adjusted.
a. Priming Section: The priming passage is either completely closed or completely open depending
on the position of the spool valve in the priming section chamber. When the solenoid on the top of this
chamber is not activated, it is spring loaded in the downward or closed position sealing the top of the
priming chamber. The priming section spool valve is also spring loaded to the full downward position. In
this position the upper priming passage is closed and the lower emergencypassageis open. This spool valve
is drilled through both ends to allow fuel pressure in the priming chamber to act on all surfaces of the valve.
When the priming switch is depressed, the solenoid is activated and fuel pressure is supplied to the priming
chamber by the airframe electric fuel pump. The activated solenoid movesup wardopening the top of the
priming chamber to a drain port which allows a small amount of fuel to flow back to the fuel system header
tank. When this happens the fuel pressure is reduced above the spool valve as compared to the pressure in
the priming chamber and on the bottom of the valve.The force created on the spool valve by this pressure

2E1
differential moves the valve upward against its relatively weak spring. This closes the lower emergency fuel
flow passage and opens the upper priming fuel flow passage. The bypass fuel flow set up by these
conditions reduces the fuel pressure supplied by the auxiliary fuel control system to the engine fuel system
to the proper valve for priming and starting the engine. The position of the spool valve in the emergency
section of the auxiliary fuel control valve has no effect on fuel flow through the upper priming passageto
the outlet port of the valve.
b. Emergency Section: When the red fuel pump emergencyswitch on the upper instrument panel is
put into the "on" position the airframe electric fuel pump is activated and fuel pressure is supplied to the
inlet port and priming section chamber of the auxiliary fuel control valve. Since the priming solenoid is not
activated by this switch, the priming section spool valve stays in its full downward position blocking any
fuel flow through the upper passage but allowing fuel flow through the lower passage to the emergency
section chamber.
Fuel flowing through this lower passagemust pass the spool valvein the emergency chamber through a
different route than the priming bypass fuel. As the spool valve in the emergencychamber moves upward
and downward the bypass fuel flow through the auxiliary fuel control valveis modulated. The position of
the spool valve in the emergency chamber is influenced by two pressureswhich are taken from the engine.
Fuel pressure at the engine pump outlet just ahead of the mixture control, which for our purpose is
called control pressure, is supplied to the bottom of the emergency spool valve.A flexible diaphragm seals
this port from the emergency chamber but allows the control pressure to act on the bottom of the spool
valve. Engine intake manifold pressure is supplied to a sealed chamber at the top of the emergency spool
valve. Again a flexible diaphragm is used to seal the manifold pressure chamber but allow the pressure
therein to act on the top of the emergency spool valve.The manifold pressure chamber also incorporates an
internal spring and an adjusting screw which allows adjustment of the force applied to the top of the
emergency spool valve by this spring. This adjustment is called the control pressure adjustment and is set on
a flow bench. No field adjustment of this screwis allowed.
Once the idle pressure adjustment screw in the lower passage and the control pressure adjustment
screw on the top of the manifold pressure chamber are set in their proper positions as determined by a
specified bench flow test procedure, the interaction of the forces on the emergencyspool valve created by
the two engine pressures and the spring put this valve in the proper position to bypass the desired amount
of fuel for proper engine operation with the auxiliary fuel control system operating in the emergency mode.
The design of this emergency section of the valve allows the emergency mode of the auxiliary fuel
control system to be activated with any condition of engine driven pump operation, from normal operation
to partial failure to full failure, without serious overboosting of the engine fuel pressure at any power
setting. However,since this valve does not have the altitude compensatingfeature of the engine driven fuel
pump, manual leaning with the mixture control will be required for smooth engine operation with this
system operating under higher density altitude conditions.
9-36. REMOVALOF FUEL CONTROLVALVE.(Refer to Figure 9-2a.)

a. Open the left fuselageaccesspanel just aft of the firewall.
b. Place the fuel shutoff valvein the OFF position.
c. Disconnect the electrical connector from the fuel control valve.
d. Disconnect all fuel lines connected to the fuel control valve. Mark the lines to facilitate
installation, and cap the lines to prevent contamination.
e. Remove the mounting hardware and remove the fuel control unit from the aircraft.
FUEL SYSTEM 2E2 Added: 8/31/76

2386
1. SOLENOID
2. MANIFOLD PRESSURE CHAMBER
3. COVER
4. SPOOL-PRIMER RAINPORT
5. SPRING
6. PLUNGER AND SPRING
7. VALVE BODY
8. GUIDE
9. DIAPHRAGM
10. COVER
11. DIAPHRAGM
12. SPOOL-EMERGENCY
13. O-RING
14. PLUG
15. PLUG
16. IDLE PRESSURE ADJUSTING SCREW
17. PRIME PRESSURE ADJUSTING SCREW
18. SPRING
19. NUT
20. CONTROL PRESSURE ADJUSTING SCREW
21. O-RING
22. LOCK NUT
23. ELECTRICAL CONNECTION FUEL
AUXILIARY VALVE
CONTROL
POWER
NOELECTRICAL
PASSAGE
PRIMING
NOFUEL
OUT
PRESS.
SEALCAVITY
FUEL DRAIN
ATREST
NOFUEL
FUEL PRESS.
CONTROL
FLOWING DOWN
SHUT
ENGINE
ATREST
SYSTEM
Figure 9-6. Auxiliary Fuel Control Valve Operation and Components
FUEL SYSTEM
Added: 8/31/76
2E3
2386
24 VOLTS
D.C.
TOSOLENOID
SOLENOID
DRAIN
OPEN
BYPASS
FUEL
OUT
SEALCAVITY
DRAIN
FUEL
CONTROL
PRESS.
ENGINE
BEING
PRIMED
NOELECTRICAL
POWER-
MANIFOLD
SENSE
PRESSURE
SOLENOID
DRAIN
CLOSED
FUEL
FUEL OUT
PRESSURE
SEAL
CAVITY
- DRAIN
FUEL
CONTROL
PRESS.
ENGINE
RUNNING
Figure 9-6. Auxiliary Fuel Control Valve Operation and Components(cont)

2E4
(Referto Figure
9-37. DISASSEMBLY AND CLEANING OF AUXILIARY FUEL CONTROL VALVE.
9-6.)
NOTE
This unit is a non-repairable item; should any troubles develop

which cannot be corrected by cleaning, the complete valve
assembly should be replaced. Refer to Parts Catalog for correct
replacement part number.
CAUTION
When handling and cleaningthe parts of the control valve be very

careful not to damage any of the components. Some of these parts
are very close fitting and any scratches, nicks etc. could render the
unit inoperative.
a. With the control valve removed from the aircraft, remove the solenoidfrom (1) from the valve body
removed the solenoid plunger
along with the solenoid plunger and spring (6). The O-ring (21) may be
housing if required. not to drop the
b. Remove cover (3) from the lower portion of the valve body (7), beingincareful the cover (3) may be
primer spool (4) and spring (5) from within the valve body. The O-ring (13)
removed if required. not to drop
c. Remove the manifold pressure chamber (2) from the valve body (7), being careful adjusting screw
pressure
the guide (8) and spring (18) from within the chamber. Do not upset the control
(20) at the chamber dome.
d. Carefully remove the diaphragm (9) from the valve body (7).
e. Remove the cover (10) and diaphragm (11) from the base of the valve body (7).
the emergency spool (12) from the valve body (7) by pushing it out towards
f. Carefully remove
the manifold pressure chamber end.
g. Do not remove plugs (14) and (15) from the valvebody. require a
h. Adjusting screws (16) and (17) should not be moved or removed, as this would
complete flow bench set up to return the valve to its preset condition.
i. The control valveis disassembledand ready for cleaning.
Figure 9-6.)
9-38. ASSEMBLY OF AUXILIARY FUEL CONTROL VALVE. (Refer to
a. Ascertain that all parts are clean and free from any visible defects. being sure that
b. Lightly lubricate the emergency spool (12) and insert it into the valve body (7),
the shoulder of the spool is at the top of the valvebody. and diaphragm
c. To assemble the manifold pressure chamber (2) with the spring (18), guide (8) Insure that the
chamber.
(9), hold the pressure chamber upside down and install the spring (18) into the
springis over the shoulder of the nut (19) within the chamber.
that the
d. Position the guide (8) into the base of the manifold pressure chamber (2). Ascertain
springis within the guide. portion of the
e. Place the diaphragm (9) over the manifold pressurechamber (2). Insure that the raised9-6.
Refer to Figure
diaphragm is in the space between the guide (8) and pressure chamber (2). (12) inserted, too the pressure
f. Carefully position the valve body (7) with the emergency spool
chamber (2) assembly and secure with screws. on the end
g. Check operation of emergency spool (12) guide (8) and spring (18) by gently pushing
of the spool from the base of the valve body.
Added: 8/31/76
FUEL SYSTEM
2E5
h. With the valve body (7) upside down, position

insure that the raised portion of the diaphragm is within diaphragm (11) over the emergency spool (12) and
the space between the spool and body as shown in
Figure 9-6, also position the diaphragm to align
the cut-outs at the edge of the diaphragm to align
screw holes in the valve body. with the
i. Ascertain that the O-ring (11) is installed in cover
(11) and secure to the valve body with screws. (10), then place the cover over the diaphragm
j. Position spring (5) into the valve body. Ascertain
that the spring seats into the recess of the valve body
as shown in Figure 9-7. Carefully insert the spool (4)
into the valve body. Insure that the large bleed hole
spool is at the bottom of the valve. in the
k. Ascertain that O-ring (13) is installed in cover (3),
base of the valve body with screws. then position and secure the cover (3) to the
1. If previously removed, install O-ring (21)
m. Ascertain that the plunger and spring (6)on the solenoid plunger housing.
are installed in the solenoid (I) as shown in Figure
n. Position the solenoid (1) with plunger (6) 9-7.
with screws. The valve is now ready for installed, into the top of the valve body (7) and
leak test and adjustment. Refer to paragraph secure
9-39.
9-39. CHECKS AND ADJUSTMENTS OF AUXILIARY
FUEL CONTROL VALVE. (Refer to Figure 9-
7.) The following list of equipment is needed to make
the required bench leak test and set up adjustments
the auxiliary fuel control valve. to
1. Fuel Flow Gauge - 0 to 250 PPH Flow rate
2. Pressure Gauge - 0 to 35 PSIG.
3. Three Throttle Valves.
4. Electric Fuel Pump - Airborn Part No. 2B6-16.
5. Fuel Filter - 150 micron max.
6. Vacuum Pump
7. Vacuum Gauge
8. 24 to 28 -Volt D.C. Power Supply
9. Miscellaneous fuel lines, fittings and electrical
a. External Leakage Check: Install the auxiliary switches along with a fuel container.
fuel
Figure 9-7. Block the discharge port by closing throttle valvecontrol valve in a bench test set up as shown in
number 3. The solenoid drain and seal cavity
drains should be open. Pressure the valve inlet port to 35 PSIG
and hold this pressure for two minutes. There
shall be no external leakage and no leakage from the solenoid
drain. Seal cavity drain leakage is acceptable.
The solenoid must not be operated during this test and no
vacuum applied to the control valve. Any valve
leakage, other than seal cavity drain leakage shall
be cause for valve rejection. In this case a new valve is
required.
b. Control Pressure Adjustment:
NOTE
This adjustment should not be required if the
adjustment screw
(20) on the manifold pressure chamber (2) was not
moved from its
original factory setting.
With the valve in the bench test set up as shown in Figure
test system pump with 28 volts D.C. power. Apply 9-7, and throttle valves 2 and 3 open, energize the
vacuum of -1.5 inches of mercury to the control valve.
the idle pressure adjusting screw out approximately one full Set
turn from full in. Adjust the control pressure
adjusting screw (20) to obtain 31 to 32 PSIG control pressure
with
indicated by the flowmeter. Adjust throttle valve number 2 as required235 pounds per hour (PPH) fuel flow as
Tighten the adjusting screw locknut (22) and recheck the setting. to provide the required flow restriction.
Safety the locknut.
Added: 8/31/76.
2E6 FUEL SYSTEM
2385
FUEL FLOWMETER
RETURNTOTANK
CONTROLPRESSURE
GAUGE 0-35PSI
THROTTLE VALVE NO. 2
THROTTLE VALVE NO. I; SET FUEL PRESSURE

FOR 1.0TO 1.5 RSJ. P
235 RRH. FLOW;R.T. COND.
28 V.D.C.& 24 V.D.C.
VACUUM
GAUGE
VACUUM
REGULATOR
150 MICRON MAX.

FILTRATION
28V.D.C.& 24V.D.C.W
MANIFOLD
PRESSURE
AIRBORNEP/N 2B6-16
SUPPLIED BY PAC.
VACUUM
SOURCE
MIL-C-7024 TYPE II
100/130 AV.GAS OR CALIBRATING FLUID
Figure 9-7. Bench Test Set Up of Auxiliary Fuel Control Valve

2E7
c. Idle Pressure Adjustment: Starting with the auxiliary fuel control valve and test system set in
accordance with Step b, and with the test fuel pump operating with 28 volts D.C. power, apply a vacuum of
-18 inches of mercury. Adjust the control valve idle pressure adjustment screw (16) to obtain 4.0 to 4.5
PSIG control pressure with 60 PPH fuel flow as indicated by the flowmeter. Adjust throttle valvenumber 2
to provide the required fuel flow restriction. Tighten the adjustment screw (16) locknut and recheck the
setting. Safety the locknut.
d. Prime Pressure Adjustment: Starting the auxiliary fuel control valveand system set in accordance
with Step c, and the test system fuel pump operating with 24 volts D.C. power, adjust the control valve
prime pressure adjustment screw (17) full in. Apply 24 volts D.C. power to the solenoid operator. Control
pressure shall show an immediate increase to above 11 PSIG. Adjust the auxiliary fuel control valve prime
pressure adjustment screw (17) out to obtain 11 to 12 PSIG control pressure and 60 PPH fuel flow as
indicated by the fuel flowmeter. Adjust throttle valve number 2 to provide the required flow restriction.
Tighten the adjusting screw (17) locknut and recheck the setting. Safety the locknut.
e. There shall be no external leakage throughout the preceeding tests and adjustments, other
seal cavity leakage. Solenoid drain fuel leakageis acceptable only when the solenoid is actuated duringthan
the
adjustment givenin Step d.
f. Should the auxiliary fuel control valve fail to comply with any of the preceeding steps it should
be replaced. Refer to the PA-36 Parts Catalog for correct part number.
9-40. INSTALLATIONOF FUEL CONTROLVALVE. (Refer to Figure 9-2a.)
a. Install the fuel control valvein the bracket and secure with mounting hardware.
b. Remove the protective caps from the fuel lines and reconnect the lines to the fuel control valve.
c. Connect the electrical lead to the fuel control valve.
d. With the fuel shutoff open and the lever against the open stop, rig the control balljoints so that
the fuel shutoff lever indexes in the open position slot.
e. Place fuel shutoff lever in the closed position slot. The fuel shutoff valve lever must be against
closed stop.
f. Place the fuel shutoff valve in the ON position and the mixture control in the IDLE CUT-OFF
position. Switch on the emergency fuel pump and check for leaks.
NOTE
If the emergency fuel pump is turned on when the engine is static
with the mixture control forward of idle cut-off, the intake
manifold will be flooded.
FUEL SYSTEM Added:8/31/76

2E8
TABLE IX-I. TROUBLESHOOTINGCHART (FUEL SYSTEM)
No fuel to engine. No fuel in tanks. Checkfuel level and fill.
Blockage in fuel line or Cleanstrainer; flush fuel

strainer. system.
Defectiveengine or aux- Checkpump operation and
iliary fuel pump. replaceif necessary.
Fuel shutoff valvenot Checkand adjust if
opening. necessary.
Low fuel pressure. Pressure adjustments Adjustpump pressure per

set incorrectly. EngineSetup Procedures,
Section VIII of this
manual.
Defectiveengine or aux- Checkpump operation and

iliary fuel pump. replace if necessary.
Fuel gauge fails to Open circuit. Checkcircuit breaker and

operate. wiringfor continuity.
Defectivegauge. Replacegauge.
Fuel gaugeindicates Defective transmitter or Check resistance values;

incorrectly. gauge. replace if necessary.
FUEL SYSTEM
2E9 Revised: 9/30/75
SECTION X
INSTRUMENTS
Aerofiche
Paragraph Grid No.
10-1. Introduction .......................................... ............. 2E12
10-2. General .................................................................. 2E12
10-3. Instrument Panel .......................................................... 2E12
10-4. Instruments ......................... .................................. 2E12
10-5. Removal of Instruments ........................................... 2E12
10-6. Installation of Instruments ......................................... 2E13
10-7. Pitot and Static System ...................... .................. 2E13
10-8. Description ................................................... 2E13
10-9. Maintenance ............. ..................................... 2E13
10-10. Blowing Out Lines ................................................ 2E15
10-11. Pitot System Inspection and Leak Test .............................. 2E15
10-12. Static System Inspection and Leak Test .............................. 2E15
10-13. Removal and Installation of System Components ......... ............ 2E15
10-14. Troubleshooting .................................................. 2E17
10-15. Instruments (Flight) ............................ ............................ 2E17
10-16. Sensitive Altimeter .......... .............................................. 2E17
10-17. General .......................................................... 2E17
10-19. Removal and Replacement ......................................... 2E19
10-20. Magnetic Compass ......................................................... 2E19
10-21. General .......................................................... 2E19
10-23. Removal and Replacement ..................................... ... 2E20
10-24. Airspeed Indicator .............................................. ......... 2E21
10-25. General .......................................................... 2E21
10-26. Troubleshooting ................................................ 2E21
10-28. Turn Coordinator ...................................................... 2E22
10-29. General ................................................... 2E22
10-30. Troubleshooting ......................................... ......... 2E22
Revised: 10/20/80 2E10

Aerofiche
Paragraph Grid No.
10-32. Instruments (Engine)....................... ..... . 2E23

10-33. Fuel Quantity Indicator ..................... .......................... 2E23
10-34.
10-34. General.2E23
General ..........................................................
10-35. Troubleshooting ...... ....... 2E23 2E33.....................
10-36. Removal and Replacement ........................... .. .2E23
Low Pressure Warning Light ........................................ .2E24.
10-36a.
10-36b. General....................................................... . 2E24
2E24
10-36c. Emergency Fuel System Indicator.......................
10-36d. General .................................................. 2E24
2F1
10-37. Manifold Pressure/Fuel Flow Combination Gauge .......................
10-38. General ...................................... 2F1
Troubleshooting ........................... 2F I
10-39.
. 2F2
10-40. Removal and Replacement ...................................
10-41. Oil Pressure/Oil Temperature/Cylinder Head 2F2
.
Temperature Combination Gauge ....................................... 2F2
10-42. General .................... ·
F2'
10-43. Troubleshooting ........................................
10-44. Removal and Replacement ....................... ••
10-45. Tachom eter ................ ... ... . . . . . ...... 2F4
General.............. · 2F4
10-46.
10-47. Troubleshooting ....................... 2F4
2F4
10-48. Removal and Replacement .................... 2F5
10-49.
10-49. Ammeter
Ammeter .............................................................
10-50. General.2F5
General .......................................................... 2F5
10-50. 2F5
10-51. Troubleshooting ...........................................
....................................... 2F5
10-52. Removal and Replacement
10-53. Instruments (Miscellaneous) .........................
Clock (Optional) ......................... 2F5
10-54. 2F5
10-55. Removal and Replacement .......................
2F5
10-56. Spray Pressure Gauge..........................
10-57. General ................................................
Removal and Replacement ................. 2F5
10-58.
10-59. Stall Warning System ............................................
Revised: 7/20/81 2E11

SECTIONX
INSTRUMENTS
10-1. INTRODUCTION.This section contains procedures for removal and installation of the various
instruments and system components installed in the PA-36 Pawnee Brave. Also contained in this section is a
description of each instrument, along with tests, maintenance and minor adjustments. Maintenance, other
than describedin this section, shall be done by the instrument manufacturer or an authorized repair station.
10-2. GENERAL. The instrumentation in the Pawnee Brave is designed to give a quick and actual
indication of the attitude, performance, condition, and operation of the airplane. The instruments will be
divided into three sections: flight, engine and miscellaneous. Some of the instruments are components of
indicating systems at remote parts of the airplane. A few of the instruments, however, are self-contained
and merely have to be correctly installed to give an indication. Warning lights are installed to indicate
unsatisfactory or dangerous conditions. Instruments requiring power from the electrical system are
provided with circuit breakers to isolate the individual systems in the event of trouble.
10-3. INSTRUMENTPANEL. The instrument panel is equipped with a large crash roll. The most essential
instruments are located in the small panel above the crash roll, while all other instruments, switches, and
circuit breakers are located below the roll.
10-4. INSTRUMENTS.
10-5. REMOVAL OF INSTRUMENTS. Since all instruments are mounted in a similar manner, a
description of a typical removal and installation is provided as a guide for the removal and installation of all
the instruments.
NOTE
Special care should be taken when any operation pertaining to the
instruments is performed.
Most instruments are secured to the panel with screwsinserted through the panel face. To remove this
type instrument, proceed as follows:
a. Disconnectwiring or plumbing and tag connections for easy installation.
b. Removemounting screws.
c. Remove instrument from behind panel.
INSTRUMENTS
Issued: 2/14/73 2E12
NOTE
For easy removal of instruments in top panel, remove trim cover,

then remove the two mounting screws on each side of the panel;
pull the panel back as far as possible and refer to procedures a
through c of this paragraph.
this type instrument,
d. Several instruments are held in place by a metal bracket. To remove then remove instrument
disconnect the wiring or plumbing; remove nuts securing bracket to instrument;
from the front side of the panel.
CAUTION
Cap open lines and cover pressure connections on the instruments

to prevent thread damage and entrance of foreign material. Wire
terminals should be insulated or tied up so they will not ground
accidentally or short on another terminal.
the reverse of the
10-6. INSTALLATION OF INSTRUMENTS. Installation procedures are basically
removal procedures. Several items that should be noted are:
a. Make sure wire terminals are clean and plugs or caps are removed from fittings.male threads only.
b. If thread lubricant or sealer is used, be sure to use it sparinglyand apply on firmly, but do
c. Tighten fittings, wire terminal connections, and instrument mounting hardware
not overtighten, especially on instruments with plastic cases.
10-7. PITOT AND STATIC SYSTEM.

10-8. DESCRIPTION. The pitot system transfers ram air pressure,The taken in by the pitot mast on the
underside of the left wing, through tubing to the airspeed indicator. static system vents the altimeter
and airspeed indicator, through tubing to two static vents, one on each side of the turtledeck just aft of the
cockpit. A pitot system drain valve is located on the underside of the left wing just aft of the main spar and
located to the left of the pilot's seat on the side
in the wing root fairing. The sump for the static system is
valve is located under the crash roll
of the console below the fuel shutoff valve. An alternate static source on the crash roll clearly marks the
through the slot between the two lower instrument panels. A placard
location and directions for use.
10-9. MAINTENANCE. Frequent maintenance of the pitot and static systems is necessaryto insure proper
operation of altimeter and airspeed indicator. Obstructions, moisture, or leaks in the pitot system will
will affect the readings of both instruments.
create false airspeed readings,while static system malfunctions system is exposed
the aircraft or any time the
Pitot and static system drains should be opened after washing may prevent air from
to moisture. Check pitot tube daily for insects, grass, or any other obstructions that
that may block the ports. Check fittings and
entering. Check static vents for wax, dirt, or any obstructions are the important
clamps for security and rubber hose for general condition. Cleanliness and security
Agency Advisory Circular AC No.
factors for system maintenance. Reference to Federal Aviation be taken
used, and precautions to
AC 43-203A provides general information concerning the test equipment
when performing such tests.
INSTRUMENTS
2E13 Revised: 9/30/75
241
NOTES
1. ITEMS NUMBERED (10) & (12)
OMITTED ON PA-36-300 IN-
STRUMENT PANEL.
I 2. ON PA-36-300 AND PA-36-375
ITEM NUMBER (7) IS LOW FUEL
PRESSURE WARNING LIGHT.
NOTE1
1. MAGNETIC COMPASS
2. SPRAY PRESSURE GAUGE 13. STARTER SWITCH
3. 14. AMMETER
AIRSPEED INDICATOR
4. 15. CIRCUIT BREAKERS
TACHOMETER
5. MANIFOLD PRESSURE/FUEL 16. ROCKER SWITCHES
FLOW GAUGE 17. ENGINE GAUGE
6. EMERGENCY FUEL PUMP SWITCH
7. EMERGENCY FUEL SYSTEM INDICATOR 18. PLACARDS
19. ALTIMETER
LIGHT(PA-36-285 ONLY) 20. TURN COORDINATOR
8. PLACARDS
9. FUEL QUANTITY INDICATOR 21. CLOCK
22. ALTERNATOR SWITCH
10. PLACARDS
11. CRASH ROLL AND ANTI-GLARE 23. MASTER SWITCH
PANEL 24. RIGHT MAGNETO SWITCH
12. PRIMER SWITCH
25. LEFT MAGNETO
Figure 10-1. Instrument Panel
Revised:7/20/81
INSTRUMENTS
2E14
10-10. BLOWING OUT LINES. Although drains are provided for the pitot and static system,
condensation or foreign material may collect at some other point and partially clogthe system. To clear the
lines, refer to the followingprocedure:
a. Disconnect the line of the system in question at the instrument.
b. Using low pressure air, blow from indicator end outward toward pitot tube or static ports,
whichever applies.
CAUTION
Never blow through pitot or static lines toward the instrument.
c. Reconnect the lines to the instruments.
10-11. PITOT SYSTEMINSPECTIONAND LEAK TEST. A pitot system simulator is needed to leak test
the pitot system. The test instrument must be able to provide an adjustable supply of clean, low pressure
air. To leak test the system proceed as follows:
a. Attach the simulator pressure hose to the pitot tube on the aircraft.
b. Operate the simulator to obtain a reading of 140 miles per hour on the aircraft airspeed indicator.
c. Check to be sure the aircraft airspeed indicator needle follows in the same direction as the
simulator airspeed indicator needle.
d. Wait 15 seconds to allow the aircraft airspeed indicator to stabilize.
e. Observe the simulator and aircraft airspeed indicators. If a leak is present, the indicator needles
will move toward zero.
f. If a leak is present, check test instrument hose connections and pitot system lines and fittings.
Repair leak when found, and repeat steps above.
10-12. STATIC SYSTEM INSPECTION AND LEAK TEST. A source of negative pressure is needed to
leak test the static system. To leak test the system proceed as follows:
a. Install a test fixture and hose to one of the static buttons. Tape over the other static button.
b. Set the aircraft altimeter needles to read zero altitude. Operate the simulator to cause the aircraft
altimeter needles to read 1000 feet.
c. Check that the aircraft airspeed indicator shows an increase, and the aircraft rate of climb
indicator shows a climb indication.
d. Allow the rate of climb indicator needle to return to the center position. Observe the aircraft
altimeter. Lossof indicated altitude shall not exceed one hundred feet in one minute.
e. If a leak exceeds the above tolerance, check fixture installation, plumbing and fittings. Repair
leak when found, and repeat static system checks.
f. Remove fixture and tape from static button.
10-13. REMOVAL AND INSTALLATION OF SYSTEM COMPONENTS.To remove the pitot mast,
remove the rectangular access cover just inboard from the mast. Loosen the clamp, in the wing, that holds
the hose on the connector, and slide the hose up and off the connector. Hold the nuts in the wing and
remove the three screws that attach the mast to the wing; then drop the mast down and off the wing.
Reverse this procedure for installation. Access to the pitot system drain may be gained by removing the
bottom wing root fairing. The manifold block is located on a support attached to root rib. Access to the
static system drain is gained by removing the fuselage side panel adjacent to the control console in the
cockpit.
INSTRUMENTS
2E15 Issued: 2/14/73
2396
1. TUBE ASSEMBLY, STATIC LINE 14. HOSE ASSEMBLY, Al R VALVE

2. FITTING ASSEMBLY, STATIC LINE VENT 15. TUBE ASSEMBLY, STATIC LINE
3. AIRSPEED INDICATOR 16. SEAL, PITOT DRAIN
4. HOSE ASSEMBLY, STATIC LINE 17. BLOCK, MANIFOLD, PITOT DRAIN
5. HOSE ASSEMBLY, PITOT AIRSPEED 18. SUPPORT, PITOT DRAIN VALVE
I 6.
7.
SUMP ASSEMBLY, PITOT STATIC
VALVE
19. VALVE, DRAIN
20. CONNECTOR
8. ALTIMETER 21. SCREW, WASHER, NUT
9. HOSE ASSEMBLY, STATIC LINE 22. HOSE ASSEMBLY, PITOT
10. TUBE ASSEMBLY, STATIC LINE 23. GASKET, PITOT HEAD
11. HOSE ASSEMBLY, MANIFOLD PITOT DRAIN 24. HEAD, PITOT STATIC
12. TUBE ASSEMBLY, STATIC LINE 25. TUBE ASSEMBLY. PITOT
13. VALVE ASSEMBLY, AIR
Figure 10-2. Pitot and Static Air System Installation
INSTRUMENTS
Revised:9/30/75 2E16
10-14. TROUBLESHOOTING.(Refer to Table X-I.)

TABLE X-I. PITOT-STATICSYSTEM
Pointers of static instru- Obstruction or leak in Remove static lines from

ments do not indicate static lines. all instruments, and blow
properly. lines clear from cockpit to
pitot head; check for
leaks.
Airspeed indicator reads Leak in static line. Check for leak and seal.
high.
Low or sluggishairspeed Obstruction or leak in Remove static lines from

indication. pitot lines. all instruments, and blow
lines clear from cockpit
to pitot head; check for
leaks.
Airspeed changesas air- Water in static line. Open static system drain.
craft is banked.
NOTE
When any connections in the static system are opened for check,
system must be rechecked per Part FAR 23.1325.
10-15. INSTRUMENTS(FLIGHT).
10-16. SENSITIVEALTIMETER.
pointers
10-17. GENERAL. The altimeter indicates altitude in feet above sea level.The indicator has three
of feet; the middle pointer in thousandths of feet; and
and a dial scale: the long pointer is read in hundreds of
the short pointer in ten thousandths of feet. A barometric pressure window is located on the right side
the indicator dial and is set by the knob located on the lower left corner of the instrument. The altimeter
consists of a sealed diaphragm that is connected to the pointers through a mechanical linkage. The
instrument case is vented to the static air system, and as static air pressure decreases, the diaphragm
expands, causing the pointers to move through the mechanicallinkage to indicate a higher altitude.
INSTRUMENTS
2E17 Issued: 2/14/73
10-18. TROUBLESHOOTING.(Refer to Table X-II.)
TABLEX-II. ALTIMETER
Excessivescale error. Improper calibration Replace instrument.

adjustment.
Excessivepointer Defectivemechanism. Replace instrument.

oscillation.
High or low reading. Improper venting. Eliminate leak in

static system.
Setting knob is hard Wronglubrication or Replace instrument.

to turn. lack of lubrication.
Inner reference marker Out of engagement. Replace instrument.

fails to move when set-
ting knob is rotated.
Setting knob set screw Not tight when alti- Tighten instrument screw,
loose or missing. meter was reset. if loose. Replace screw,
if missing.
Crackedor loose cover Case gasket hardened. Replaceor repair in-

glass. strument.
Dull or discolored Age. Replace or repair in-

markings. strument.
Barometric scale and ref- Drift in mechanism. Reset pointers, refer

erence markers out of syn- to the latest revision of
chronism with pointers. AC 43.13-1.
INSTRUMENTS
Issued: 2/14/73
2E18
TABLE X-II. ALTIMETER(cont.)
Altimeter requires re- Temperature compensator Changeinstrument.

setting frequently. inoperative.
Altimeter sticks at Water or restriction in Refer to Table X-I.

altitude or does not static line.
change with change of
altitude.
Altimeter changes read- Water in static line. Refer to Table X-I.

ing as aircraft is banked.
10-19. REMOVALAND REPLACEMENT. (Refer to Paragraphs 10-5 and 10-6.)

10-20. MAGNETICCOMPASS.
10-21. GENERAL. The magnetic compass is a self-contained instrument. This instrument has an individual
light which is connected to the instrument lighting circuit. The compass correction card is located in the
card holder mounted on the instrument. The compass should be swung wheneverinstruments are changed
and at least once a year.
10-22. TROUBLESHOOTING.(Refer to Table X-III.)
TABLE X-III. MAGNETICCOMPASS
Excessivecard error. Compassnot properly Compensate instrument.

compensated.
External magnetic inter- Locate magnetic interfer-
ference. ence and eliminate, if
possible.
Excessivecard oscilla- Insufficient liquid. Replaceor repair instru-

tion. ment.
INSTRUMENTS
Issued: 2/14/73
2E19
TABLEX-III. MAGNETICCOMPASS(cont.)
Card sluggish. Weakcard magnet. Replaceor repair instru-

ment.
Excessivepivot friction Replace or repair instru-
or broken jewel. ment.
Liquid leakage. Loose bezel screws. Replace or repair instru-

ment.
Broken cover glass. Replace or repair instru-
ment.
Defectivesealinggaskets. Replaceor repair instru-
ment.
Discolored markings. Age. Replace or repair instru-

ment.
Defectivelight. Burned out lamp or broken Checklamp or continuity

circuit. of wiring.
Card sticks. Altitude compensating Replace or repair instru-

diaphragm collapsed. ment.
Card does not movewhen The gears that turn com-

compensatingscrewsare Replaceor repair instru-
pensating magnets may be ment. i
turned. stripped.
10-23. REMOVALAND REPLACEMENT.The compass assembly

consists of the compass and a support.
The compass assembly may be removed by removing the three screws that attach the compass support to
the instrument panel and disconnecting the two electrical leads.
INSTRUMENTS
Issued: 2/14/73 2E20
10-24. AIRSPEED INDICATOR.
10-25. GENERAL. The airspeed indicator provides a means of indicating the speed of the airplane passing
through the air. The airspeed indication depends on the differential pressure between pitot air pressure and
static air pressure. This instrument has the diaphragm vented to the pitot air source, and the case is vented
to the static air system. As the airplane increases speed, the pitot air pressure increases, causing the
diaphragm to expand. A mechanical linkage picks up this motion and moves the instrument pointer to the
indicated speed. The instrument dial is calibrated in knots and miles per hour and also has the necessary
operating range markings for safe operation of the airplane.
10-26. TROUBLESHOOTING.(Refer to Table X-IV.)
TABLE X-IV. AIRSPEED INDICATOR
Pointers of static instru- Leak in instrument case Check for leak and seal.
ments do not indicate or in static lines. Refer to Table X-I.
properly.
Pointer of instrument os- Defectivemechanism. Replace instrument.

cillates.
Instrument reads high. Pointer not on zero. Replaceinstrument.
Leakingstatic system. Refer to Table X-I.
Instrument reads low. Pointer not on zero. Replace instrument.
Leakingstatic system. Find leak and correct.
Pitot-static head not Realign pitot-static

aligned correctly. head.
Airspeed changesas air- Water in static line. Removelines from static

craft is banked. instruments, and blow out
lines from cockpit to
pitot-static head.
INSTRUMENTS
Issued: 2/14/73
2E21
10-28. TURN COORDINATOR.

10-29. GENERAL. The turn coordinator is an electric instrument. The turn portion of the indicator is a
gyroscope, while the bank portion of the indicator is a ball sealedin a curved glass tube filled with damping
fluid. The turn coordinator indicates rate of turn. Also, due to its construction, it will read rate of roll. This
means if the aircraft is rolled right and left rapidly, the indicator will move, indicating a turn, but if the
aircraft is held in a bank, application of rudder will bring the indicator back to zero, indicating no turn.
10-30. TROUBLESHOOTING.(Refer to Table X-V.)
TABLE X-V. TURN COORDINATOR
Pointer fails to respond. Foreign matter lodged in Replaceinstrument.

instrument.
Incorrect sensitivity. Out of calibration. Replaceinstrument.
Incorrect turn rate Out of calibration. Replace instrument.

(electric).
Aircraft not in coordi- Center ball in turn.

nated turn.
Ballsticky. Flat spot on ball. Replace instrument.
Ball not in center when Instrument not level in Level instrument.

aircraft is correctly panel.
trimmed.
Instrument will not run No power to instrument. Check circuit and repair.
(electric).
Instrument malfunction. Replace instrument.
10-31. REMOVALAND REPLACEMENT. (Refer to Paragraphs 10-5and 10-6.)
INSTRUMENTS
Issued:2/14/73 2E22
10-32. INSTRUMENTS(ENGINE).
10-33. FUEL QUANTITYINDICATOR.
10-34. GENERAL. The fuel quantity indicator is calibrated in divisions of ten gallons. This gauge is
connected in series with three electric transmitter units; one located in each wingfuel cell and one located
in the header tank. Each transmitter consists of a vertical rod which is actually a rheostat, and a float
assembly containing rheostat wipers. The vertical motion of the fuel causes the float to slide up or down
the rod, increasing or decreasing the amount of electrical resistance in the circuit. This resistance regulates
the amount of deflection, which indicates fuel level.
NOTE
Gold colored indicators are not interchangeable with blue colored
indicators. The color of the indicator should agree with the color of
the senders in the header unit and wing tanks.
10-35. TROUBLESHOOTING.(Refer to Table X-VI.)
TABLE X-VI. FUEL QUANTITY INDICATOR
Fuel gauge failsto in- Broken wiring. Check and repair.

dicate.
Gaugenot operating. Replace.
Blown fuse. Replace fuse.
Fuel gaugeindicates Lossof ground. Check ground connections

empty when tanks are full. at fuel transmitter in
wings.
Fuel gauge indicates full Loss of ground. Check ground at instrument.

with tanks empty.
Float arm stuck. Replacefuel transmitter.
Fuel gaugeindicates Intermittent ground. Checkground at transmitter

incorrectly. and instrument.
Float arm sticky. Replacefuel transmitter.
10-36. REMOVALAND REPLACEMENT.(Refer to Paragraphs 10-5 and 10-6.)
Revised:9/1/78 INSTRUMENTS
2E23
10-36a. LOW PRESSURE WARNING LIGHT.
10-36b. GENERAL. The low pressure warning light is located in the upper portion of the instrument panel
and indicates fuel pressure is below 15 ± 3 psi. (PA-36-300 and 375)
10-36c. EMERGENCY FUEL SYSTEM INDICATOR.
10-36d. GENERAL. The emergency fuel system indicator is located in the upper portion of the instrument
panel (in place of low pressure warning light) and indicates that the auxiliary electric fuel pump along with
an auxiliary fuel control valve are utilized as an emergency fuel supply and control system in the unlikely event
of an engine fuel pump failure. (PA-36-285, S/N 7360020 and up, and earlier S/N aircraft which have been
modified by the installation of Piper Kit 760 782.)
Added: 7/20/81 INSTRUMENTS

2E24
10-37. MANIFOLDPRESSURE/FUEL FLOWCOMBINATIONGAUGE.
10-38. GENERAL. The manifold pressure/fuel flow gauge is non-electric gauge mounted in the upper
portion of the instrument panel.
The manifold pressure measuring portion of the gauge is a vapor proof, absolute pressure type unit.
Pressure from the intake manifold of the engine is transmitted to the instrument through a line. An inline
filter is installed on later aircraft to prevent possible cantamination to instrument. Replace filter every 500
hours.
The fuel flow portion of the instrument measures flow by reading the pressure at which fuel is
deliveredto the fuel injection nozzles. The gaugeis marked as a flow meter.
10-39. TROUBLESHOOTING.(Refer to Tables X-VII and X-VIII.)
TABLE X-VII. MANIFOLDPRESSURE GAUGE
Excessiveerror at existing Pointer shifted. Replace instrument.

barometric pressure.
Excessiveerror when engine Line leaking. Tighten line connections.

is running.
Sluggishor jerky pointer Defectiveinstrument. Replaceinstrument.

movement.
Dull or discolored marking. Age. Replaceinstrument.
Moisture or oil in line. Disconnect lines and blow

Incorrect reading. out. Replace filter if
installed.
TABLE X-VIII. FUEL FLOWGAUGE
Pointer oscillates. Air in fuel line. Purge line.
Gaugereads low at Vent line restricted. Check line and fittings.

altitude.
INSTRUMENTS
Revised: 1/19/78
2F1
TABLE X-VIII. FUEL FLOWGAUGE(cont.)
Pointer does not return Fuel in diaphragm of Replace gauge.

to zero. gauge.
10-40. REMOVALAND REPLACEMENT. (Refer to Paragraphs 10-5and 10-6.)

10-41. OIL PRESSURE/OIL TEMPERATURE/CYLINDER HEAD TEMPERATURE COMBINATION
GAUGE.
10-42. GENERAL. This engine combination gauge consists of oil pressure, oil temperature, and cylinder
head temperature indicators combined into one instrument. The temperature units are merely remote
electrical indicators.
The oil pressure is taken directly from the pressurized engine oil passage. Oil is routed through small
lines and hoses to the combination gauge where the pressure is calibrated to pounds per square inch.
The oil temperature is electrically received from an oil temperature bulb, located in the oil cooler
bypass valvehousing, and calibrated in degrees Fahrenheit.
On PA-36-285 only, the cylinder head temperature is electrically receivedfrom a bulb, located in the
lower portion of number two cylinder head, and calibrated in degreesFahrenheit.
10-43. TROUBLESHOOTING. (Refer to Tables X-IX, X-X and X-XI.)
TABLE X-IX. OIL PRESSURE GAUGE
Excessiveerror at zero. Pointer loose on shaft. Replace instrument.

Overpressureor seasoning
of bourdon tube.
Excessivescale error. Improper calibration ad- Replace instrument.

justment.
Excessivepointer os- Improper damping or rough Disconnect line and drain.

cillation. engine relief valve. Check for leaks. If trouble
persists, clean and adjust '
relief valve.
Revised:9/1/78
INSTRUMENTS
2F2
TABLE X-IX. OIL PRESSUREGAUGE (cont.)
Sluggishoperation or Engine relief valveopen. Checkand clean.

pointer or pressuree fails
to build up.
TABLE X-X. OIL TEMPERATUREGAUGE
Instrument fails to show Broken or damaged capil- Checkengine unit and

any reading. lary. Wiringopen. wiring to instrument.
Excessivescale error. Improper calibration Repair or replace.

adjustment.
Pointer fails to moove as Broken or damaged cap- Check engine unit and
engine is warmed. illary or open wiring. wiring.
TABLE X-XI. CYLINDERHEAD TEMPERATUREGAUGE
Erratic reading. Probe loose. Tighten.
Probe insulated from Clean probe socket in

cylinder head by foreign cylinder head.
matter.
Gauge error between left Calibrate or replace.
and right gauges.
Wiringloose or broken. Repair or replace.
INSTRUMENTS
Issued: 2/14/73 2F3
10-45. TACHOMETER.
10-46. GENERAL. The tachometer is connected to the engine crankcase, between No. 2 and No. 4
cylinders and just beneath the prime system control valve, by a flexible cable. It provides an indication of
camshaft or propeller speed in revolutions per minute. The instrument has a recording mechanism for
recording the time the engine is in actual operation. On the PA-36-300 tachometer cable is connected to the
engineat the top of the rear accessory case.
10-47. TROUBLESHOOTING.(Refer to Table X-XII.)
TABLE X-XII. TACHOMETER
No reading on indicator, Broken shaft. Replace instrument.

either permanent or
intermittent.
Loose cable connections. Tighten cable.
Pointer oscillates Rough spot on or sharp Repair or replace.

excessively. bend in shaft.
Excessivefriction in Replace instrument.

instrument.
Indicator changes in Excessiveclearance in Replace instrument.

climb. speed cup.
Pointer goes all the way Excessivelubricant in Replace instrument.
to stop, more noticeable instrument.
in cold weather.
Pointer jumps at idle. Speed cup hitting ro- Replace instrument.

tating magnet.
Tachometer cable breaks. Cable bent too sharply. Reroute cable.
INSTRUMENTS
Revised: 1/19/78
2F4
10-49. AMMETER.
the
10-50. GENERAL. The ammeter, located to the far right of the lower instrument panel, measures
output of the alternator into the entire electrical system, including the battery chargingdemand.
10-51. TROUBLESHOOTING.(Refer to Section XI, Alternator Section.)

10-53. INSTRUMENTS(MISCELLANEOUS).
10-54. CLOCK(OPTIONAL).
10-56. SPRAYPRESSURE GAUGE.
10-57. GENERAL. The spray system is equipped with a combination pressure and vacuum gauge located The
in the upper instrument panel. This gauge is connected by tubing to the center spray boom assembly. driven
pressure side of the gauge (0-150 scale) indicates pressure of liquid forced to the booms by the wind
pump. The vacuum side of the instrument (0-30 scale) indicates negative pressure in the boomcontrol assemblies
through the system, and the spray valve is in
created by the spray valve when fluid is recirculating
in the boom system back into the hopper where it is
the closed position. This action tends to draw fluid left
mixed and recirculated with the remainingsupply of fluid in the hopper.
10-58. REMOVALAND REPLACEMENT.(Refer to Paragraphs 10-5 and 10-6.)

10-59. STALL WARNINGSYSTEM. (Refer to Section XI.)
INSTRUMENTS
Issued: 2/14/73 2F5
2F6
2F7
SECTION XI
ELECTRICAL SYSTEM
Aerofiche
Paragraph Grid No.
11-1. Introduction ............................... 2F11

11-2. Description ........................... .................................... 2F 1
11-3. Troubleshooting ............................ ............................... 2F 1
11-4. Alternator System ................................. 2F11
11-5. Alternator and Components.............................................. 2F12
11-6. Description of Alternator ................................... 2F12
11-7. Checking Alternator System................................ .... 2F14
11-8. Service Procedures ............ ......... ............... 2F14
11-9. Overhaul of Alternator ............................ 2F15
11-10. Disassembly of Alternator ................................... 2F15
11-11. Inspection and Testing of Components .......................... 2F16
11-12. Assembly of Alternator ............................................ 2F18
11-13. Testing of Alternator .............................................. 2F20
11-14. Precautions ...................... ..... 2F20
11-15. Alternator Nomenclature ............... ...................... . 2F21
11-16. Alternator Service Test Specifications .................. ... 2F22
11-17. Checking Alternator Belt Tensions .......................... 2F22
11-18. Master Switch............ ..... ............. . 2F24
11-19. Description ........ 2F24
2.............F............
Battery.2F24
11-20. Battery
11-20. ............. ..... . ....... ..... 2F24..
11-21. Battery Description 2F24
11-22. Servicing Battery 2F24
11-23. Removal of Battery ...................... . 2F24
11-24. Installation of Battery ............ ......... 2F24
11-25.
11-25. Charging Battery.2F24
Charging Battery ............... .................................. 2 4
11-26. Testing the Battery ............................................. . 2G1
11-27. Battery Box.......... ................................................... 2G
11-28. Description 2G1
11-29. Removal of Battery Box ...................... . .. 2G1
11-30. Installation of Battery Box ................. . . 2G I
11-31. Battery Box Corrosion Prevention .................................. 2G3
11-32. Battery Relay ........... . .. ............... 2G3
11-33. Description 2G3
3
11-33. Description ...................................................... ............... 2G3
11-34. Removal of Battery Relay...........................
11-35. Installation of Battery Relay ........................ 2G3
11-36. Voltage Regulator ........................................
11-37. Checking Voltage Regulator.................. ........... . 2G3
Revised: 10/20/80
2F8
Aerofiche
Paragraph Grid No.
11-37a. Removal of Voltage Regulator and/or Overvoltage Relay ............ .. 2G5

11-37b. Installation of Voltage Regulator and/or Overvoltage Relay ............ 2G5
11-37c. Overvoltage Control ............................................... 2G5
11-37d. Purpose and Operation ............................................ 2G7
11-37e. Test Procedure ................................................... 2G7
11-38. Starting Motor ............................................................ 2G7
11-39. Description ...................................................... . 2G7
11-40. Operation of Starting Motor ....................................... 2G7
11-41. Maintenance of Starting Motor..................................... 2G8
11-42. Overhaul of Starting Motor ........................................ 2G9
11-43. Removal of Starting Motor ........................................ 2G9
11-44. Disassembly of Starting Motor - MHP-4004 ......................... 2G9
2G9
11-44a. Disassembly of Starting Motor - MHB-4001 ........................
11-45. Brushes......................................................... 2G9
11-46. Armature ........................................................ 2G9
11-47. Field Coils ....................................................... 2G 10
11-48. Brush Holders .................................................... 2G 10
11-49. Gear Housing .................................................... 2G 10
11-50. Bendix Drive ..................................................... 2G10
11-51. Assembly of Starting Motor ........................................ 2G 10
11-52. Bench Tests ...................................................... 2G I
11-53. Starting Motor Control Circuit ..................................... 2G11
11-54. Starting Motor Service Test Specifications ........................... 2G12
2G13
11-55. Landing and Taxi Lights (Optional).......................................... 2G13
11-56. Description ............ ..........................................
11-57. Removal of Landing and Taxi Lights.................... ............ 2G13
11-58. Installation of Landing and Taxi Lights ............................. 2G13
11-58a. Optional Night Working Lights ..................... ......................... 2G16
11-58b. Description of Night Working Lights ........... ..................... 2G16
11-58c. Removal of Main Working Lights .................................. 2G16
11-58d. Removal of Turn Lights ........................................... 2G17
11-58e. Functional Testing of Main Working Lights ......... ...... .......... 2G 17
11-58f. Removal and Installation of Working Lights
Power Control Relay ................................... ... 2G17
11-58g. Installation and Adjustment of Main Working Lights.................. 2G17
11-58h. Installation and Adjustment of Turn Lights .......................... 2G 17
11-58i. Hopper Lights ........ ................................................... 2G19
11-58j. Description of Hopper Lights ...................................... 2G 19
11-58k. Removal and Installation of Hopper Lights .......................... 2G 19
11-59. Navigation Lights.......................................................... 2G19
11-60. Description ..................................................... 2G19
11-61. Removal of Wing Navigation Light ................................. 2G 19
11-62. Installation of Wing Navigation Light ............................... 2G19
11-63. Removal of Tail Navigation Light .................................. 2G19
11-64. Installation of Tail Navigation Light ................................ 2G20
11-65. Anti-Collision Wing Tip Strobe Lights ..................................... .. 2G20
11-66. Description ...................................................... G20
11-67. Removal of Anti-Collision Wing Tip Strobe Light ............... ..... 2G20
11-68. Installation of Anti-Collision Wing Tip Strobe Light .................. 2G20
11-69. Troubleshooting Procedure for Anti-Collision Strobe Light Systems..... 2G20
Revised: 10/20/80 2F9

Paragraph Aerofiche
Grid No.
11-69a. Rotating Beacon........................................................... 2G22

11-69b. Removal and Installation Rotating Beacon ........................... 2G22
11-70. Instrument Lighting ....................................................... 2G23
11-71. Description ...................................................... 2G23
11-72. Stall Warning Horn and Lift Detector ....................................... 2G23
11-73. Description ...................................................... 2G23
11-74. Removal of Lift Detector .......................................... 2G24
11-75. Installation of Lift Detector ........................................ 2G24
11-75a. Adjustment of Lift Detector ........................................ 2G24
11-76. Electrical Switches and Circuit Breakers ...................................... 2H I
11-77. Description ...................................................... 2H1
11-78. Removal of Electrical Switches ..................................... 2HI
11-79. Installation of Electrical Switches ................................... 2HI
11-80. Removal of Circuit Protectors ...................................... 2H1
11-81. Installation of Circuit Protectors ................................... 2H1
11-82. Auxiliary Power Receptacle ........................................ 2H1
ELECTRICAL SCHEMATIC INDEX
Aerofiche
Subject Figure Grid No.
Control System - Flaps ................................................ 11-28 2H 16

Dispersal System - Agitator Motor ...................................... 11-40 2H21
Dispersal System - Electric Spray Valve ........... ....................... .. 11-49 215
Electrical System - Alternator, Starter (PA-36-285 only) .................... 11-26 2H 15
Electrical System - Alternator, Starter (PA-36-300 only) .................... 11-43 2H22
Electrical System - Alternator, Starter (PA-36-375 only) .................... 11-46 2H24
Electrical System - Auxiliary Power Receptacle ........................... 11-42 2H21
Engine System - Gauges (PA-36-285 only) ................................ 11-39 2H20
Engine System - Gauges (PA-36-300/375 only) ............................ 11-44 2H23
Fuel System - Gauge .................................................. 11-29 2H 17
Fuel System - Pump (PA-36-285 only) ................................... 11-27 2H 16
Fuel System - Pump (PA-36-300/375 only) ............................... 1-45 2H23
Lighting System - Anti-Collision (For S/N's up to
36-8060001, 8002001) ................................................ 11-32 2H17
Lighting System - Anti-Collision (PA-36-300, S/N 36-8060001
and up; PA-36-375 S/N 36-8002001 and up) ............................ 11-36 2H18
Lighting System - Instrument ........................................... 11-38 2H20
Lighting System - Landing ............................................. 11-33 2H18
Lighting System - Navigation ........................................... 11-37 2H 19
Lighting System - Night Working ....................................... 11-49 215
Lighting System - Night Working (First Option) ............................... 11-47 211
Lighting System - Night Working (Second Option) ........................ 11-48 213
Lighting System - Anti-Collision Rotating Beacon (PA-36-300. S/N 36-806000)
and up: PA-36-375, S/N 36-8002001 and up) ........................... 11-35 2H 18
Lighting System - Taxi ................................................. 11-34 2H18
Turn Coordinator ..................................................... 11-31 2H17
Warning System - Stall (PA-36-285 Only) ................................ 11-30 2H 17
Warning System - Stall (PA-36-300/375 Only) ............................ 11-41 2H21
Revised: 7/20/81 2F10

2F10
SECTIONXI
ELECTRICALSYSTEM
11-1. INTRODUCTION.This section contains instructions and schematics for correcting difficulties which
may arisein the operation of the electrical system.
The instructions are organized so the mechanic can refer to: Description and Principles of Operation
for a basic understanding of the various electrical systems; Troubleshooting for a methodical approach in
locating the difficulty; Corrective Maintenance for removal, repair and installation of components; and
Adjustments and Tests for operation of the repaired system. Schematics for the individual systems are
located at the end of this section.
11-2. DESCRIPTION. Electrical power is supplied by a 28-volt, direct current, negative ground electrical
system. A 24-volt, 17-ampere-hour battery is incorporated in the system to furnish power for starting, and
as a reservepower source in case of alternator failure. It is located just aft of the fire wall on the right side
of the airplane.
The electrical generating system is an engine driven 60-ampere alternator for the Continental Power
Plant or 70-ampere alternator for the Lycoming Power Plant. A solid state regulator maintains the system
bus voltage at 28 volts. Also incorporated is an overvoltagerelay, which prevents damage to the electrical
and avionic equipment in case of regulator malfunctions. The loads from the electrical bus system are
protected by manual reset type circuit breakers, which are located on the lower right portion of the
instrument panel.
11-3. TROUBLESHOOTING.Troubles peculiar to the electrical system are listed in Table XI-V at the
back of this section along with their probable causes and suggestedremedies. The wiring diagrams included
at the end of this section will give a physical breakdown of the different electrical circuits used in this
airplane.
After the trouble has been corrected, check the entire electrical system for security and operation of
its components.
114. ALTERNATOR SYSTEM. The alternator is located on the front lower left side of the engine and
utilizes a belt drive from the engine crankshaft. Many advantages both in operation and maintenance are
derived from this system. The main advantage is that full electrical power output is available regardlessof
engine RPM.
The alternator has no armature or commutator and only a small pair of carbon brushes, which make
contact with a pair of copper slip rings. The rotating member of the alternator, known as the rotor, is
actually the field windings. The rotor draws only 5% of the current output. Therefore, there is very little
friction, and minute wear or heat in this area. The alternating current is converted to direct current by
diodes (rectifiers) pressed into the end bell housing of the alternator. The diodes (rectifiers) are highly
reliable solid state devices, but are easily damaged if current flow is reversed through them.
The alternator system does not require a reverse current relay because of the high back resistance of
the diodes (rectifiers) and the inability of the alternator to draw current or motorize. A current regulator is
unnecessary because the windings have been designed to limit the maximum current available. Therefore,
the voltage control is the only control needed. It is very important that the voltage regulator have a good
ground connection to the airframe.
The overvoltage control is incorporated into the system to prevent the voltage from exceeding the
specified limit if failure of the voltage regulator occurs.
REVISED: 1/19/78 ELECTRICAL SYSTEM

2Fll
Located on the instrument panel are two circuit breakers which control
marked "alternator output" and the other "alternator field." The "output" the generating system. One is
and protects the wire to the alternator. The 5-ampere "field" circuit breaker iscircuit breaker is 60-amperes,
field wiring of the alternator. If either the "output" or "field" circuit breakerfor the voltage regulator and
complete shutdown of power from the generating system. After a one or two trips, it will result in a
minute cool-down period, the
breakers can be reset manually. If tripping reoccurs and holding the breakers
continued tripping, this indicates a short in the alternator system. down will not prevent their
The ammeter does not indicate battery discharge, but displays
generating system. With all electrical equipment off (except the masterthe load in amperes placed on the
switch) the ammeter will indicate
the amount of charging current demanded by the battery. This amount
percentage of charge in the battery at the time. As the battery becomes will vary, depending on the
displayed on the ammeter will be reduced to approximately two-amperes. The charged, the amount of current
the ammeter will indicate whether or not the alternator system is operatingamount of current shown on
normally, if the following
principles are kept in mind:
NOTE
The amount of current shown on the ammeter is the load in
amperes required by the electrical system from the alternator. As a
check, take for example a condition where the battery is
demanding 10-amperes charging current, then switch on the taxi
light. Note the value in amperes placarded on the panel for the
taxi light circuit breaker (10 amperes) and multiply this by 80
percent; you will arrive at a current of 8 amperes. This is the
approximate current drawn by the taxi light. Therefore, when the
taxi light is switched on, there will be an increase of current from
10 to 18 amperes displayed on the ammeter. As each unit of
electrical equipment is switched on, the currents will add up,and
the total, including the battery, will appear on the ammeter.
11-5. ALTERNATOR AND COMPONENTS.
11-6. DESCRIPTIONOF ALTERNATOR. (Refer to Figure 11-3.)

The principle components of the alternator are: 1. the Brush Holder Assembly,
Head, 3. the Rectifiers, 4. the Stator, 5. the Rotor and 6. the Drive End Head. 2. the Slip Ring End
a. The brush and holder assembly contains two brushes, two brush springs,
insulators. Each brush is connected to a separate terminal stud a brush holder and
and is insulated from ground. The brush and
holder assembly can easily be removed for inspection or brush replacement
purposes.
b. The slip ring end head provides the mounting for the rectifiers and
output and auxiliary terminal studs, and the brush and holder assembly. The rectifier mounting plate,
roller bearing, outer race assembly and a greaseseal. slip ring end head contains a
c. The rectifiers used in these units are rated at 150 Peak
transient voltage protection. Three positive rectifiers are mounted inInverse Voltage (P.I.V.) minimum for
the rectifier mounting plate while the
three negative rectifiers are mounted in the slip ring end head. Each pair of
stator lead with high temperature solder. The stator leads are anchored rectifiers are connected to a
to the rectifier mounting plate with
epoxy cement for vibration protection.
d. The stator contains a special lead which is connected to the center
of the three phase windings.
The stator has been treated with a special epoxy varnish for high temperature
resistance.
I
ELECTRICAL SYSTEM
2F12 Issued: 2/14/73
2419
NOTE
ITEM NUMBERED (8)
OMITTED ON PA-36-300.
SEE NOTE
19
25
21 1. CIRCUIT BREAKER, STARTER, 10 AMP 18. SWTICH, ANTI-COLLISION LIGHTS

2. CIRCUIT BREAKER, FLAPS, 20 AMP 19. SWITCH, PANEL LIGHTS
3. CIRCUIT BREAKER. STALL WARNING, 5 AMP 20. SWITCH, EMERGENCY FUEL PUMP
4. CIRUCIT BREAKER, FUEL GAUGE, 5 AMP 21. RHEOSTAT. HOPPER LIGHTS
5. CIRCUIT BREAKER. FUEL PUMP, 20 AMP 22. SWITCH, HOPPER LIGHTS
6. CIRCUIT BREAKER, ALTERNATOR FIELD, 5 AMP 23. SWITCH, NIGHT LIGHT CIRCUIT POWER
7. CIRCUIT BREAKER, ALTERNATOR OUTPUT, 60 24. SWITCH, LEFT NIGHTLIGHTS POWER
AMP (PA-36-285), 100 AMP (PA-36-300/375) 25. SWITCH, RIGHT NIGHT LIGHTS POWER
8. SWITCH. FUEL PRIMER 26. SWITCH, LEFT MAIN NIGHT LIGHT
9. SWITCH, STARTER RETRACT-EXTEND
10. SWTICH. LEFT MAGNETO 27. SWITCH, RIGHT MAIN NIGHT LIGHT
11. SWITCH, MASTER RETRACT-EXTEND
12. SWITCH, ALTERNATOR 28. SWTICH, NIGHT LIGHT TRIGGER
13. SWITCH, RIGHT MAGNETO 29. SWITCH. ELECTRICSPRAY OPEN OR RIGHT
14. SWITCH, AGITATOR MOTOR TURN NIGHT LIGHT
15. SWITCH, LANDING LIGHTS 30. SWITCH. ELECTRIC SPRAY CLOSE OR LEFT
SWITCH, TAXI LIGHTS TURN NIGHT LIGHT
16.
17. SWITCH, NAVIGATION LIGHTS
Figure 11-1. Instrument Panel Electrical Switches
Revised: 12/10/79 ELECTRICAL SYSTEM
2F13
e. The rotor contains the slip ring end bearing inner race and spaceron the slip ring end of the shaft.
The rotor winding and winding leads have been treated with a high temperature epoxy cement to provide
vibration and temperature resistance characteristics. High temperature solder is used to secure the winding
leads to the slip rings.
f. The drive end head supports a sealed, prelubricated ball bearing in which the drive end of
rotor shaft rotates. the
11-7. CHECKINGALTERNATOR SYSTEM. An ammeter is used which willallow an output check of

alternator, as well as the electrical output-input of the battery. Should the alternator show no output the
the ammeter, check the appropriate circuit breakers. If a further check of the ammeter shows no on
from the alternator, it indicates no electrical output. Further check the alternator system. (Refer output
to Figure
11-26.)
a. Ascertain that the ammeter is operating properly.
b. Disconnect the P4A lead at the alternator.
c. Disconnect field leads at the alternator.
d. Ascertain that all electrical units are off and battery is fully charged.
e. Turn on the master switch.
f. To check the alternator output circuit, connect a voltmeter or 24-volt test light to the alternator
wire terminal and to ground. If a reading of approximately 24 volts registers on the voltmeter or
light glows,the battery circuit is operational. the test
g. Should there be no indication of voltage, trace back through the output circuit until voltage
indicated. (Refer to Figure 11-26.) A component that allows no voltage to pass through it should is
replaced. be
h. Check the field circuit by the following procedure:
1. Turn alternator switch ON, then use light or voltmeter to check presence of 24-volts on the
terminal of wire P8A.
(a) If voltage is not present, check for voltage at the alternator switch, master switch, and
circuit breaker.
(b) If voltage is present, replace wire P8A onto one field stud. Then touch the terminal of
wire P9A to the other field stud and observe for sparks indicating field current.
(1) If sparks indicate field current is being drawn, a faulty alternator diode(s) is very
probable. (See Paragraph 11-11,b.)
(2) If no sparks are evident, a faulty alternator excitation or a faulty regulator is
indicated. If sparks are drawn when the vacant brush stud is shorted-to-ground by
a separate length of wire, a faulty regulator or faulty wire P9A is indicated.
11-8. SERVICE PROCEDURES. Since the alternator and regulator are designed for use on only
polarity system, the following procedures must be observed when working on the chargingcircuit. one
to observe these serviceprocedures will result in serious damage to the electrical equipment. Failure
a. When installing a battery, always make absolutely sure the ground polarity of the battery
ground polarity of the alternator are the same. and the
b. When connecting a booster battery, make certain to connect the negative battery terminals
together and the positivebattery terminals together.
c. When connecting a charger to the battery, connect the charger positive lead to the
positive terminal and the charger negativelead to the battery negativeterminal. battery
d. Never operate the alternator on an open circuit. Make absolutely certain all connections in the
circuit are secure.
e. Do not short across or ground any of the terminals on the alternator or regulator.
f. Do not attempt to polarize the alternator.
ELECTRICAL SYSTEM
Revised:9/30/75 2F14
1240
1. BRUSH HOLDER ASSEMBLY

2. SLIP RING END HEAD
3. RECTIFIER
4. STATOR
5. ROTOR
6.DRIVE END HEAD
Figure 1 1-3. Exploded Viewof Alternator
11-9. OVERHAULOF ALTERNATOR. When repairing the alternator, complete disassemblymay not be
required. In some cases it will only be necessaryto perform those operations which are required to effect
the repair. However, in this section, the complete overhaul is covered step-by-step to provide detailed
information on each operation. In actual servicepractice, these operations may be used as required.
11-10. DISASSEMBLYOF ALTERNATOR.
a. Remove the two No. 10-24 screwsholding the brush holder assembly in the slip ring end head.
Removethe brush and holder assembly from the end head.
b. Remove the safety wire from the thru-bolts. Hold the pulley with a strap wrench and remove the
pulley nut. The pulley must be removed with a puller. Removethe fan, woodruff key and spacer from the
shaft.
c. Remove the four thru-bolts and tap the drive end head lightly to separate the drive end head and
rotor, as a unit, from the stator and slip ring end head.
d. Remove the nuts, lock washers, flat washers and insulators from the output and auxiliary
terminal studs. Note carefully the correct assemblyof the insulator washersand bushings.Usingthe special
tools shown in Figure 11-4, support the end head and pressout the three negativerectifiers. The end head
can now be separated from the stator assembly.
e. To remove the slip ring end bearing and grease seal, it will be necessaryto have a hook type or
impact type bearing puller as shown in Figure 11-5. Do not remove the bearing unless replacement is
necessary.
ELECTRICALSYSTEM
Issued: 2/14/73
2F15
361 362
Figure 11-4. Removal of Rectifier Figure 11-5. Removal of Slip Ring End Bearing
NOTE
The inner race of the slip ring end bearing is pressed onto the rotor
shaft. When bearing replacement is necessary, always replace the
complete bearing assembly, including the inner race.
f. To remove the drive end head from the rotor shaft, use a puller that grips on the bearing retainer
plate as shown in Figure 11-6. Do not attempt to remove by supporting the end head and pressingon the
shaft, as this may result in distortion of the end head or stripping of the retainer plate screws. Remove the
three retainer screwsand press the bearing out of the end head. (Refer to Figure 11-7.)
11-11. INSPECTION AND TESTING OF COMPONENTS.Upon completion of disassembly, all parts
should be cleaned and visually inspected for cracks, wear or distortion and any signs of overheating or
mechanicalinterference.
a. Rotor: The rotor should be tested for grounded or shorted windings. The ground test can be
made with test probes, connected in series with a 110-volt test lamp, an ohmmeter or any type of
continuity tester. (Refer to Figure 11-8.) There must not be any continuity between the slip rings and the
rotor shaft or poles. To test for shorted turns in the rotor winding, connect a voltmeter, ammeter and
rheostat as shown in Figure 11-9, or use an ohmmeter. Rotor current draw and resistance are listed in Table
XI-I. Excessivecurrent draw or low ohmmeter reading indicates shorted windings. No current draw or an
infinite ohmmeter reading indicates an open winding.
ELECTRICAL
SYSTEM
Issued: 2/14/73 2F16
2F16
364
363
Figure 11-6. Removal of Drive End Head From Figure 11-7. Removalof Drive End Bearing
Rotor
b. Rectifiers:
1. Because the stator windings have low resistance, a rough check of the alternator output
system can easily be made using a multimeter or battery-lamp continuity tester. The output wire must be
removed but the alternator does not need to be removed from the engine.
2. Procedure:
(a) Connect tester leads between alternator frame (ground) and the "AUX" terminal stud,
note the resistance (or lamp brightness). Then exchange the lead positions.
(1) If the resistance (or lamp brightness) is the same in both lead positions, a shorted
negative diode is indicated and the alternator must be repaired or replaced.
(2) If the resistance is very high (or lamp does not light) in both lead positions, all
three negative diodes are open and the alternator must be repaired or replaced.
(3) Normal indications are a low resistance (bright test lamp) when the positive test
lead is at ground and a high resistance (no light) when the positive lead is at the
"AUX" terminal.
(b) Connect the tester leads between the "AUX" terminal stud and the "+" output
terminal stud, note the resistance (or lamp brightness). Then exchange the lead
positions.
(1) If the resistance (or lamp brightness) is the same in both lead positions, a shorted
positive diode is indicated and the alternator must be repaired or replaced.
(2) If the resistance is very high (lamp does not light) in both lead positions, all three
positive diodes are open and the alternator must be repaired or replaced.
(3) Normal indications are a low resistance (bright test lamp) when the positive test
lead is on the "AUX" terminal and a high resistance (no light) when the positive
test lead is on the "+" output terminal.
ELECTRICALSYSTEM
2F17 Issued: 2/14/73
2F17
366
RHEOSTAT
AMMETER
BATTERY
VOLTMETER
Figure 11-8. Testing Rotor for Ground Figure 11-9. Testing Rotor for Shorts
c. Stator: The stator can be tested for open or grounded windings with a 24-volt test bulb,
described in the rectifier section, or an ohmmeter, in the following manner. Separate the stator from the
slip ring end head just far enough to insert a fold of rags or blocks of wood. In other words, insulate the
stator from the end head. To test for grounded windings, touch one test bulb or ohmmeter probe to the
auxiliary terminal or any stator lead, and the other test bulb or ohmmeter probe to the stator frame. If the
test bulb lights, or ohmmeter indicates continuity, the stator is grounded. To test for open windings,
connect one test probe to the auxiliary terminal or the stator winding center connection and touch each of
the three stator leads. The test bulb must light, or the ohmmeter must show continuity. Due to the low
resistance in the stator windings, shorted windings are almost impossibleto locate. However, shorted stator
windingswill usually cause the alternator to growl or be noisy during operation and will usually show some
signs of overheating. If all other electrical checks are normal and alternator fails to supply its rated output,
the stator should be replaced to determine whether or not it is the faulty component.
d. Bearings and Seals: Whenever the alternator is overhauled, new bearings and oil or grease seals
are recommended, even though the bearings and seals appear to be in good condition. A faulty seal can
cause an alternator to fail within a very short period of time.
11-12. ASSEMBLYOF ALTERNATOR.
a. Press the bearing into the drive end head using a flat block approximately two inches square so
that the pressure is exerted on the outer race of the bearing. Install the retainer plate. With the snap ring
and retainer cup in place on the rotor shaft, use a tool that fits over the shaft and against the inner bearing
race, and press until the inner bearing race is against the snap ring retainer cup. (Refer to Figure 11-10.)
b. Carefully install the rectifiers in the slip ring end head or rectifier mounting plate by supporting
the unit and using the special tools illustrated in Figure 11-11.
ELECTRICALSYSTEM
Issued: 2/14/73
2F18
366 367
Figure 11-10. Installation of Drive End Head on Figure 11-11. Installation of Rectifier
Rotor
CAUTION
Use an arbor press, do not hammer. Reconnect the stator leadsto

the rectifiers. When soldering these connections, use pliers as a
heat sink on the lead between the solder joint and the rectifier.
Too much heat will damage the rectifiers.
c. Reassemble the rectifier mounting plate studs and insulators, makingsure they are in the correct
order. (Refer to Figure 11-12.)
d. After the slip ring end head is completely assembled, the stator and rectifier leads must be
secured to the rectifier mounting plate with epoxy. Make sure the stator leads are positioned so that they
do not interfere with the rotor.
e. Install the slip ring end bearing and oil seal. Make sure the lip of the oil seal is toward the bearing.
Stake the seal in place. Correct assembly of bearing, seal, inner race and spacer are as shown in Figure
11-13.
f. Assemble the alternator and install the thru-bolts. Spin the rotor to make sure there is no
mechanical interference. Torque the thru-bolts to 30 to 35 inch-pounds. Safety wire should be installed
after the unit has been bench tested for output. Install spacer, woodruff key, fan, pulley, lock washer and
nut. Torque the nut to 35 foot-pounds, using a strap wrench to hold the pulley.
g. Install the brush and holder assembly and retaining screws. Spin the rotor and check for
interference between the brush holder and rotor. Check between the field terminalswith an ohmmeter. The
ohmmeter must indicate the amount of rotor resistance listed on Table XI-I.
ELECTRICALSYSTEM
2F19 Issued: 2/14/73
368
NUT
LOCKWASHER
FLATWASHER
FIBERWASHER
END HEAD
INSULATOR
RECTIFIER MOUNTINGPLATE
TERMINAL STUD
OUTPUT (+)
AUXILIARY TERMINAL
TERMINAL
Figure 11-12. Terminal Assembly
11-13. TESTING OF ALTERNATOR.

a. Wiring connections for bench testing the alternator are shown in Figure 11-14. Refer to Table
XI-I for output test figures. Adjust the carbon pile if necessary, to obtain the specified voltage.
b. After bench testing the alternator, install the safety wire and install the alternator on the engine.
NOTE
When installing or testing the alternator, refer to the applicable

schematic diagram. (Refer to Electrical Schematic Index for
applicable schematic.)
11-14. PRECAUTIONS. The following precautions are to be observed when testing or servicing the
electrical system:
a. Disconnect the battery before connecting or disconnectingtest instruments (except voltmeter) or
before removing or replacing any unit or wiring. Accidental grounding or shorting at the regulator,
alternator, ammeter or accessories,will cause severe damage to the units and/or wiring.
b. The alternator must not be operated on open circuit with the rotor winding energized.
c. Do not attempt to polarize the alternator. NO polarization is required. Any attempt to do so may
result in damage to the alternator, regulator or circuits.
d. Grounding of the alternator output terminal may damage the alternator and/or circuit and
components.
e. Reversed battery connections may damage the rectifiers, wiring or other components of the
charging system. Battery polarity should be checked with a voltmeter before connecting the battery. Most
aircraft are negative ground.
f. If a booster battery or fast charger is used, its polarity must be connected correctly to prevent
damageto the electrical system components.
Revised:9/1/78 ELECTRICAL
SYSTEM
2F20
369 370
SEAL-INSTALLSEAL
WITH LIP CARBONPILE
TOWARDBEARING
INNERRACE
GREASE
CAVITY
SPACER
BEARING
Figure 11-13. Slip Ring End Figure 1 1-14. TestingAlternator

BearingAssembly
11-15. ALTERNATORNOMENCLATURE.
a. Bearings: These units have a sealed ball bearing at the drive end and a two-piece roller bearing at
the slip ring end. The inner race is pressed onto the rotor shaft and the rest of the bearingis in the slip ring
end head. When the unit is assembled, the inner race alignswith the bearing. Whenthe bearing is replaced,
the new inner race must be installed on the rotor shaft.
b. Lubrication: The slip ring end bearing should be lubricated whenever the alternator is
disassembled. The bearing should be thoroughly cleaned and repacked with Shell Alvania No. 2 or an
equivalent bearing lubricant. The cavity behind the bearing should be packed one-third to one-half full with
the same lubricant.
c. Brushes: These units have a separate brush holder assembly that is installed after the alternator
has been assembled. The brush holder has a small hole that intersects the brush cavities.Usea pin or a piece
of wire, as shown in Figure 11-15 to hold the brushes in the holder during assembly.Removethe pin after
the brush holder retaining screws have been tightened. Make a continuity check to be sure the brushes are
seated against the slip rings.
d. Drive Pulley: Torque the drive pulley retaining nut to 3540 foot-pounds on the ANG unit and
35 foot-pounds on the ALU unit.
ELECTRICALSYSTEM
2F21
11-16. ALTERNATOR SERVICE TEST SPECIFICATIONS. (PRESTOLITE) specifications for the

28-voltalternator installed as standard equipment on PA-36 airplanes are as follows:
TABLEXI-I. ALTERNATOR SPECIFICATIONS
Alternator Model ANG 6401 ALU 8403
Voltage 28 volts 24 volts
Rated Output 60 amperes 70 amperes
Ground Polarity Negative Negative
Rotation Bi-Directional Bi-Directional
Rotor:
Current Draw (75°F) 2.5 to 3.2 amps @ 24.0-volts (77°F) 2.0 to 2.2 amps @ 24.0-volts
Resistance (75°F) 7.5 to 9.5 ohms (77°F) 11.3 to 11.9 ohms
Output Test (75°F) (77°F)

Volts 28.0 28.0 26.3 28.4
AmperesOutput 25.0 47.0 10.0 51.0
Alternator RPM (Min.) 3000 6000 3220 5000
NOTE
Alternator connected for bench test according to Figure 11-14for
output test. Do not run alternator more than two minutes for each
test point.
11-17. CHECKING ALTERNATOR BELT TENSION. If properly installed, tensioned and checked
periodically, the alternator drive belt will give very satisfactory service. However,an improperly tensioned
belt will wear rapidly and may slip and reduce alternator output. Consequently, a belt should be checked
for proper tension at the time it is installed, again after 25 hours operation and at each 100-hour inspection
thereafter.
The method for checking alternator belt tension is described below:
Torque method: This method of checking belt tension consists of measuring torque required to slip
the belt at the small pulley and is accomplished as follows:
1. Apply a torque indicating wrench to the nut that attaches the pulley to the alternator and
turn it in a clockwisedirection. Observethe torque shown on the wrench at the instant the pulley slips.
Revised:9/1/78 ELECTRICAL SYSTEM

2F22
371 C702
END VIEW SIDE VIEW
Figure 11-15. Brush Installation Figure 11-16. Internal Wiring

Diagram
2. Check the torque indicated in Step 1 with torque specified in the following chart. Adjust
belt tension accordingly.
TABLE XI-II. ALTERNATORBELT TENSION
Torque indicated at
Width of Belt Condition alternator pulley
3/8 inch New 11 to 13 ft-lbs

3/8 inch Used 7 to 9 ft-lbs
NOTE
The higher tension specified for a new belt is to compensate for

the initial stretch that takes place as soon as it is operated. These
higher tension values should not be applied to belts which have
previouslybeen used.
ELECTRICALSYSTEM
2F23 Issued:2/14/73
11-18. MASTERSWITCH.
11-19. DESCRIPTION. The operation of the battery and alternator is controlled by the master switch.
This switch is a double-pole, single-throw rocker type, with the battery mode on the right side and the
alternator mode on the left side. This arrangement allows the battery to be on the line without the
alternator; however, operation of the alternator without the battery on the line is not possible.
11-20. BATTERY.
11-21. BATTERY DESCRIPTION. The battery is a 24-volt, 17-ampere-hour battery. The battery is
located just aft of the fire wall on the right side in front of the hopper. It is enclosed in a Royalite box with
a vent and drain system. The vents allow fresh air to enter the box and draw off fumes that may accumulate
due to the charging process of the battery. The drain is clamped off from the bottom of the fuselage and
should be opened occasionallyto drain any accumulation of liquid or during cleaning of the box.
11-22. SERVICING BATTERY. The battery should be checked for fluid level, but must not be filled
above the baffle plates. A hydrometer check should be performed to determine the percent of charge in the
battery. All connections must be clean and tight. (Refer to Table XI-III.)
11-23. REMOVALOF BATTERY.
a. Open the access door on the right side of the fuselagejust aft of the fire wall to reach the battery
box.
b. Loosen four cam loks from battery box lid and remove lid.
c. Disconnect the battery cables.
NOTE
Always remove the ground cable first and install last to prevent
accidental short circuiting or arcing.
d. Lift the battery from the box.

11-24. INSTALLATIONOF BATTERY.
a. Ascertain that the battery and battery box have been cleaned and are free of acid. (Refer to
Paragraph 11-31.)
b. Install the battery in box.
c. Connect the positive lead to the positive battery terminal and secure.
d. Connect the ground cable to the negative battery terminal and secure.
e. Replace battery box lid and install and secure four cam loks fastening the battery cover. Close
and secure accessdoor.
11-25. CHARGING BATTERY. If the battery is not up to normal charge, remove the battery and
recharge starting with a charging rate of 4 amps and finishing with 2 amps. A fast charge is not
recommended.
ELECTRICAL SYSTEM
Issued:2/14/73 2F24
11-26. TESTING THE BATTERY. The Specific Gravity check method is listed in the table below. If the
alternator output is known to be correct, the question of battery capability can be more accurately
determined with a load type tester.
TABLE XI-III. HYDROMETERREADINGAND BATTERY CHARGEPERCENT
Hydrometer Reading Percent of Charge
1280 100
1250 75
1220 50
1190 25
1160 Very little useful
1130 or below capacity; discharged
11-27. BATTERY BOX.
11-28. DESCRIPTION OF BATTERY BOX. The box is a Royalite box with a vent and drain system. The
vents allow fresh air to enter the box and draw off fumes that may accumulate due to the charging process
of the battery. The drain is capped at the bottom of the fuselage and should be opened occasionally to
drain any accumulation of liquid or during cleaningof the box.
11-29. REMOVALOF BATTERYBOX. (Refer to Figure 11-17.)

a. Remove battery according to instructions in Paragraph 11-23.
b. Remove the two screws securing battery relay to mounting bracket.
c. Remove the two screws. The screw on the left has a ground wire attached, securing the starter
solenoid to the mounting bracket. Lay solenoidand relay aside.
d. Remove four bolts from the bottom of the battery box.
e. Remove battery box.
11-30. INSTALLATIONOF BATTERY BOX. (Refer to Figure 11-17.)

a. Position battery box in place.
b. Insert and secure four bolts in the bottom of the battery box.
c. Position starter solenoid and battery relay on mounting bracket: insert two screws for starter
solenoid; connect the ground wire to the left screw and secure.
d. Insert and secure two screws on battery relay.
e. Install battery according to instructions in Paragraph 11-24.
ELECTRICALSYSTEM
2G1 Issued: 2/14/73
2433
2
1. COVER, BATTERY BOX

5. BATTERY BOX ASSEMBLY
2. VENT TUBE
6. STARTER SOLENOID
3. CAM LOKS, COVER ATTACHMENT 7. DRAIN
4. BATTERY,24-VOLT
8. BATTERY RELAY
Figure 11-17. Battery Box
ELECTRICALSYSTEM
Issued: 2/14/73
2G2
11-31. BATTERY BOX CORROSION PREVENTION. The battery should be checked for spilled
electrolyte or corrosion at each 50-hour inspection or at least every 30 days, whichevercomes first. Should
corrosion be found in the box, on the terminals or around the battery, the battery should be removed and
both the box and battery cleaned by the followingprocedure:
a. Remove the box drain cap from the underside of the fuselageand drain off any electrolyte that
may have overflowed into the box.
b. Clean the battery and the box. Corrosion effects may be neutralized by applying a solution of
baking soda and water mixed to a consistency of thin cream. The application of this mixture should be
applied until all bubbling action has ceased.
CAUTION
Do not allow soda solution to enter battery.
c. Rinse the battery and box with clean water and dry.
d. Place the cap over the battery box drain.
e. Reinstallbattery. (Refer to Paragraph 11-24.)
11-32. BATTERYRELAY.
11-33. DESCRIPTION OF BATTERY RELAY. The battery relay is mounted on the bracket assembly
riveted to the battery box. The relay is a solenoid plunger type which is actuated by turning the master
switch on. The battery is disconnected from the electrical system when the master switch is off.
11-34. REMOVALOF BATTERYRELAY.
a. Open access door on right side of fuselage aft of fire wall to gain access to the battery box
assembly.
b. Remove the electrical connections from the battery relay mounted on the right of the bracket
assemblyriveted to the battery box.
NOTE
Take note of where the particular wires are connected before

disconnectingthe wires to facilitate reinstallation.
c. Remove two screws from the mounting brackets. Disconnect bolt and nut from bus bar. Battery
relay can now be removed.
11-35. INSTALLATIONOF BATTERY RELAY.
a. Install two screwsin mounting brackets on battery relay and secure. Reconnect bus bar with bolt
and nut.
b. Connect the electrical connections to the battery relay being sure wires are connected in the
correct position.
c. Close and secure accessdoor to battery box.
11-36. VOLTAGEREGULATOR.
11-37. CHECKINGVOLTAGEREGULATOR. The regulator is a fully transistorized unit in which all of
the components are encapsulated in epoxy, which makes field repair of the unit impractical. If the voltage
regulator does not meet the specifications, it must be replaced. The regulator may be tested by the
followingprocedure:
ELECTRICALSYSTEM
2G3 Issued:2/14/73
A704
EPOXY
ENCAPSULATED
Figure 11-18. Regulator Schematic(Internal)

a. Be sure that the battery is fully chargedand in good condition.
b. Check the alternator according to Paragraph 11-16, to determine if it is functioning properly.
This test must be done with the regulator out of the circuit. After completing this test, reconnect the
regulator into the circuit.
c. Use a good quality accurate voltmeter with at least a 50-volt scale.
d. The voltmeter must be connected from the "I" or Ignition Terminal to ground.
e. The voltage regulator has an external adjustment located under the plastic plug on top of the
regulator. The adjustment spread ranges from 26.0 volts to 30.0 volts. Output is increased by turning the
adjustment clockwise.
f. The regulator should be adjusted to 28 volts when controlling a load of 10 to 15 amps after one
minute operation. If the regulator does not regulate at 28 volts, one of the followingconditions may exist:
1. Regulates, but out of specification. The regulator is out of calibration and must be replaced.
2. The voltmeter continues to read battery voltage.
(a) Poor or open connections within the wiringharness.
(b) The regulator is "open."
3. Voltage continues to rise.
(a) Regulator housing not grounded.
(b) Regulator shorted, must be replaced.
g. These are some of the things to look for in case of failure:
1. Poor or loose connections.
2. Poor ground on the regulator housing.
3. Shorted alternator windings.
4. A grounded output or input wire (this will cause instantaneous failure).
5. Disconnectingthe regulator while the circuit is energized.
6. Open circuit operation of the alternator (the battery disconnected).
ELECTRICALSYSTEM
Issued: 2/14/73 2G4
2G4
OVER
VOLTAGE VOLTMETER
REGULATOR CONTROL
Figure 11-18a. Application of OvervoltageControl Figure 11-18b. Testing OvervoltageControl
11-37a. REMOVALOF VOLTAGEREGULATORAND/OR OVERVOLTAGERELAY.

a. Open the accessdoor on the right side of the fuselagejust aft of the firewall,the voltage regulator
and overvoltagerelay are mounted to a bracket on the firewall. (fuselagesta. ref. 100.00).
b. Remove all electrical connections from the items being removed.
NOTE
Ascertain that the master switch is off before performing any

work on the voltage regulator or overvoltagerelay.
c. Remove the bolts securing the voltage regulator (4) or overvoltagerelay (2) in place and remove
for testing. (Overvoltagerelay test; see paragraph 11-37e., Voltage regulator test; see paragraph 11-37).
NOTE
Voltage regulator may be tested on the airplane or on the test

bench.
11-37b. INSTALLATIONOF VOLTAGEREGULATORAND/OR OVERVOLTAGERELAY.

a. Position the voltage regulator or overvoltagerelay and secure with its appropriate bolts previously
removed.
b. Reconnect the electrical leads and secure with appropriate screws.
11-37c. OVERVOLTAGECONTROL.(LAMAR)
REVISED: 1/19/78 ELECTRICALSYSTEM

2G5
MHP-4004
1. KEY
2. BENDIX DRIVE COUPLING
3. STARTER SLIP COUPLING
4. THRUST WASHER
5. STARTER SLIP COUPLING GEAR
21
6. BUSHING
7. FRAME AND FIELD ASSEMBLY
8. BRUSH SET
22
9. BRUSH SET 17. BOLT
10. COVER BAND 18. WASHER-PLAIN
11. RETAINING STUD 19. WASHER-LOCK
12. HEAD ASSEMBLY 20. NUT - PLAIN
13. RETAINING PLATE 21. BEARING-NEEDLE
14. THRUST WASHER 22. ARMATURE
15. BENDIX DRIVE SHAFT 23. SPRING SET
16. PIN-SPIROL 24. FRAME SCREW AND WASHER
Figure 11-19. ExplodedView of Starting Motor - MHP-4004

374
MHB-4001
Figure 11-19a. Exploded View of Starting Motor - MHB-4001
ELECTRICAL SYSTEM Revised:8/31/76

2G6
11-37d. PURPOSEAND OPERATION.

a. The overvoltage control is used to protect electrical circuits and electronic equipment from
excessivevoltage in the event of a charging circuit malfunction.
b. The overvoltage control consists of a mechanical relay and a solid state triggering device. The
solid state triggering device activates the mechanicalrelay, when the voltage reaches a preset valve, there by
opening the contacts and disconnectingthe field circuit of the alternator.
c. The relay contacts will remain open until the alternator switch is turned off. Figure 11-18a
illustrates the overvoltagecontrol connected in a typical Prestolite insulated field alternator.
11-37e. TEST PROCEDURE. Connect the relay as shown in Figure 11-18b. Usea 100-ohm potentiometer
of 15-watt rating, or more, to adjust the voltage. The voltmeter is used to read the voltage until the relay
opens, at which time the voltmeter reading will drop to zero. Relay contacts open between 31.5 and 32.5
volts. Use 36 volts to test.
NOTE
These units are not adjustable. Replace the overvoltage relay if it

does not test to specifications.
11-38. STARTINGMOTOR.
11-39. DESCRIPTIONOF STARTING MOTOR. The gear reduction starting motor consists of six major
components. The Commutator End Head Assembly, the Armature, the Frame and Field Assembly, the
Gear Housing,and the Bendix Drive Assembly.(Refer to Figure 11-19.)
11-40. OPERATION OF STARTING MOTOR. When the starting circuit is energized,battery current is
applied to the starting motor terminal. Current flows through the field coils, creating a strong magnetic
field. At the same time, current flows through the brushes to the commutator, through the armature
windings to ground. The magnetic force created in the armature combined with that created in the field
windingsbegins to turn the armature.
The gear cut on the drive end of the armature shaft extends through the gear housing, where it is
supported by a roller bearing. The gear mates with the teeth of the reduction gear that drives the Bendix
shaft. The shaft is keyed to the reduction gear. The Bendix drive is held in position on the shaft by a
"spiral" pin. The shaft is supported in the gear housing by a closed end roller bearing.
When the armature turns the reduction gear, the Bendix drive pinion meshes with the starter drive gear
by inertia and action of the screw threads within the Bendix sleeve. A detent pin engagesin a notch in the
screw threads which prevents demeshing if the engine fails to start when the starting circuit is de-energized.
When the engine reaches a predetermined speed, centrifugal action forces the detent pin out of the
notch in the screw shaft and allows the pinion to demesh from the starter drive gear.
Revised: 1/19/78 ELECTRICALSYSTEM

2G7
376 376
Figure 1 1-20. Turning Starting Figure 11-21. Testing Motor

Motor Commutator Armature for Shorts
11-41. MAINTENANCEOF STARTING MOTOR. The starting circuit should be inspected at regular
intervals, the frequency of which should be determined by the amount of service and the conditions under
which the aircraft is operated. It is recommended that such inspection be made at least twice a year and
include the following:
a. The battery should be checked with a hydrometer to be sure it is fully charged and filled to the
proper level with approved water. A load test should be made to determine battery condition. If dirt and
corrosion have accumulated on the battery, it should be cleaned with a solution of baking soda and water.
Be sure none of the solution enters the battery cells.
b. The starting circuit wiring should be inspected to be sure that all connections are clean and tight,
and that the insulation is sound. A voltage loss test should be made to locate any high-resistance
connections that would affect starting motor efficiency. This test is made with a low reading voltmeter
while cranking the engine or at approximately 100 amperes, and the following limits used:
1. Voltage loss from insulated battery post to starting motor terminal 0.6 volt maximum.
2. Voltage loss from battery ground post to starter frame 0.3 volt maximum.
NOTE
If voltage loss is greater than the above limits, additional tests
should be made over each part of the circuit to locate the
high-resistanceconnections.
c. No lubrication is required on the starting motor except at the time of overhaul. Then lubricate
the entire shaft under Bendix Drive, fill grooves in armature shaft at drive end and pack gear box with 1.3
to 2.0 ounces of Lithium Soap Base Grease # 1925 Molytex "O" or equivalent.
d. The starting motor should be operated for a few seconds with the ignition switch off to make
sure that the pinion engages properly and that it turns freely without binding or excessivenoise. Then the
engine should be started two or three times to see that the pinion disengagesproperly when the starter
switch is released.
Revised: 8/31/76 ELECTRICAL

SYSTEM
2G8
11-42. OVERHAUL OF STARTING MOTOR. If during the above inspection any indication of starting
motor difficulty is noted, the starting motor should be removed from the engine for cleaning and repair.
11-43. REMOVAL OF STARTING MOTOR. To remove the starting motor from the engine, first
disconnect the ground cable from the battery post to prevent short circuiting. Disconnect the lead from the
starting motor terminal; then take out the mounting bolts. The motor can then be lifted off and taken to
the bench for overhaul.
11-44. DISASSEMBLYOF STARTING MOTOR- MHP4004.

a. Remove the frame screws from the commutator end head and remove the end head.
b. Remove the frame screws that secure the gear housing to the frame, then remove the gear housing
and armature. Lift the brushes and lock in elevated position with brush springs.
c. To remove the roller bearings from the gear housing, use an arbor press and the correct bearing
arbor. DO NOT HAMMEROUT. Each part should be cleaned and inspected for excessivewear or damage.
Bearingsshould be checked for proper clearanceand evidence of roughness or galling.Oil and dirt should be
removed from insulation and the condition of the insulation checked.
11-44a. DISASSEMBLYOF STARTING MOTOR- MHB-4001.

a. Remove the frame screws from the commutator end head and pull end head and armature from
frame. Lift the brushes and lock in elevated position with brush springs. Use a puller to remove the end
head from the armature. Use a special bearing puller to remove the sealed ball bearing from the armature
shaft.
b. Remove the frame screws that secure the gear housing to the frame. Remove bolts and nuts
holding the gear housing to the pinion housing and separate the two units. Pull Bendix shaft from pinion
housing. Do not lose the steel spacer that is located on the pinion end of the shaft. Remove reduction gear,
woodruff key and steel spacer from shaft.
c. Turn the Bendix pinion until it locks in the extended position. Locate "spirol" pin and use a
punch to remove. Slide drive assembly off the shaft. Do not attempt to disassemblethe drive and do not
dip it in cleaningsolvent.
d. To remove the roller bearings from the gear housing, use an arbor press and the correct bearing
arbor. DO NOT HAMMEROUT. Each part should be cleaned and inspected for excessivewear or damage.
Bearingsshould be checked for proper clearance and evidence of roughnessor galling.Oil and dirt should be
removed from insulation and the condition of the insulation checked.
11-45. BRUSHES. Check the brushes to see that they slide freely in their holders and make full contact on
the commutator. If worn to half their original length or less, they should be replaced.
11-46. ARMATURE.
a. Check the commutator for uneven wear, excessiveglazingor evidenceof excessivearcing. If only
slightly dirty, glazed or discolored, the commutator can be cleaned with 00 or 000 sandpaper. If the
commutator is rough or worn, it should be turned in a lathe. (Refer to Figure 11-20.)The armature shaft
should be inspected for rough bearing surfaces and rough or damaged splines.
b. To test the armature for grounds, a set of test probes connected in series with a 110-volt light
should be used. Touch one probe to a commutator segment and the other to the armature core. If the test
lamp lights, the armature is grounded and should be replaced.
c. To test for shorted armature coils, a growler is used. (Refer to Figure 11-21.) The armature is
placed on the growler and slowly rotated by hand while a steel strip is held over the core so that it passes
over each armature core slot. If a coil is shorted, the steel strip willvibrate.
d. A quick check for opens can be made by inspecting the trailing edge (in direction of rotation) of
the commutator segments for excessive discoloration.This condition indicates an open circuit.
ELECTRICALSYSTEM Revised:8/31/76
2G9
376 443
CARBON PILE
- TACHOMETER
Figure 11-22. Testing Motor Figure 11-23. No-Load Test

Fields for Grounds Hook-Up
11-47. FIELD COILS.
a. Check the field coils for grounded windings. Make sure the brushes are not accidently touching
the frame. Usinga test lamp and probes (refer to Figure 11-22), touch one test probe to the motor terminal
and the other test probe to the motor frame. If the test lamp lights, the field coils are grounded. Repair or
replace field coils.
b. Inspect all connections to make sure they are clean and tight and inspect insulation for
deterioration.
11-48. BRUSHHOLDERS.
a. To test brush holders, touch one test probe to the brush plate and the other to each brush holder.
b. The test lamp should light when the grounded brush holders are touched and should not light
when the insulated brush holders are touched.
11-49. GEAR HOUSING. Inspect bearings for excessive wear, and housing for cracks. Check oil seal for
wear. Remove rust, paint or greasefrom the mounting surfaces.
11-50. BENDIX DRIVE. Turn the Bendix pinion until it locks in the extended position. Locate "spiral"
pin and use a punch to remove. Slide drive assembly off the shaft. The Bendix Driveshould be wiped clean
with a dry cloth. The pinion should turn smoothly in one direction and should lock in the other direction.
Replace drive if it fails to check as above or if the pinion teeth are excessivelyworn or damaged.
11-51. ASSEMBLYOF STARTING MOTOR.

a. When assemblingthe starting motor, always use an arbor press and the proper bearing arbor for
installing graphitized bronze and roller bearings.The Bendix shaft should have a thin film of Lubriplate No.
777 or equivalent on the Bendix portion of the shaft. End play should be .005 to .050 of an inch.
b. New brushes should be- properly seated when installing by wrapping a strip of 00 sandpaper
around the commutator (with the sanding side out) 1-1/4 to 1-1/2 times maximum. Drop brushes on
sandpaper covered commutator and turn the armature slowly in the direction of rotation. Dust should be
blown out of the motor after sanding.
Revised:8/31/76 ELECTRICAL
SYSTEM
2G10
' 378
CARBON PILE
KNIFE SWITCH
AMMETER VOLTMETER
Figure 1 1-24. Stall - Torque Hook-Up

NOTE
The spring tension is 32 to 40 ounces with new brushes. This

tension is measured with the scale hooked under the brush spring
near the brush and the reading is taken at right angles to the line
of force exerted by the brush spring.
c. Check the position of the pinion to be sure the unit will mesh properly with the starter drive gear
or flywheel ring gear. See specifications for unit, for correct dimensions (refer to Table XI-IV).
11-52. BENCHTESTS.
a. After the starting motor is reassembled, it should be tested to see that the no-load current at a
certain voltage is within specifications as given in Paragraph 11-54. To make this test, connect as shown in
Figure 11-23. If current is too high, check the bearing alignment and end play to make sure there is no
binding or interference. Two or three sharp raps on the frame with a rawhide hammer will often help to
align the bearingsand free the armature.
b. If no difficulty is indicated in the above test, a stall torque test may be made to see if the starting
motor is producing its rated cranking power. Make test connections as shown in Figure 11-24.
c. If torque and current are not within specifications, check the seating of the brushes and internal
connections for high resistance. If these checks are made and found to be in good order, replace frame and
field assemblyand retest starter.
11-53. STARTING MOTOR CONTROL CIRCUIT AND "SHOWER OF SPARKS" (285 AND 375
ONLY) BOOSTER.
a. Inspect the control circuit wiring betwen the battery solenoid and manual starting switches for
breaks, poor connections and faulty insulation. Tighten all connections and make sure solenoid is firmly
mounted and makes a good ground connection.
Revised:9/1/78 ELECTRICALSYSTEM
2Gll
b. Check the voltage loss across the switch contacts during normal starting. If loss is in excess of
0.2 volts per 100 amperes, the solenoid should be replaced.
c. If solenoid fails to operate when the manual switch is pressed or if it fails to release when the
manual switch is released, it should be removed and tested to specifications. If either opening or closing
voltages are not to specifications, replace the solenoid.
d. The procedures for checking the "Shower of Sparks" booster are as follows:
1. Check that the input voltage should be at least 13 volts. If not, make sure all circuit
connections are clean. Check circuit breakers and switches.
2. Check that both the retard and advance breakers are correctly timed.
3. Check that the magnetos are correctly timed to the engine.
4. Check that the vibrator is correctly adjusted internally.
5. Check that the vibrator should buzz while cranking the engine. The tone should change as
the magneto breakers open. If no buzzing, check input voltage; should be at least 13 volts. If tone doesn't
change, check wiring to the magneto.
11-54. STARTING MOTOR SERVICE TEST SPECIFICATION (PRESTOLITE). Specifications for the
particular 24-volt starting motors installed as standard equipment on the PA-36 are as follows:
TABLE XI-IV. STARTING MOTOR SPECIFICATIONS
Motor Model MHP 4004 MHB4001
Min. Brush Tension 32 oz. 32 oz.

Max. Brush Tension 40 oz. 40 oz.
No-Load Test (77°F)

Volts 20 20
Max. Amps 38 35
Min. RPM 6500 (1) 4600 (1)
Stall Torque
Amps (Max.) 230 260
Min. Torque, Ft-Lbs 10.5 27.0
Approx. Volts 8.0 14.0
Pinion Position (2)

Drive at Rest 1.748 to 1.855 in.
Drive Extended 2.388 to 2.495 in.
(1) Make test as brief as possible to avoid possible armature damage.

(2) This dimension is measured from the center line of the mounting hole nearest
the drive end head to the edge of the pinion.

2G12
C707
S/N 36-770026 and up

and PA-36-375
1. RETAINER, LANDING LIGHT COVER 11. FITTING, LIGHT ADJUSTMENT

2. SCREW, RETAINER FASTENER (12 REQ) 12. ROD, LIGHT ADJUSTMENT
3. SCREW (4 REQ) 13. SPRING
4. WASHER (4 REQ) 14. LAMP
5. CLIP (8 REQ) 15. COVER
6. BRACKET ASSEMBLY 16. BRACKET ASSEMBLY
7. NUT (4 REQ) 17. SCREW
8. SCREW 18. WASHER
- S/N 36-736001 to 9. WASHER 19. NUT
36-7760025 ind. 10. WASHER
Figure 1 1-25. Landing and Taxi Light Installation
11-55. LANDING AND TAXI LIGHTS (OPTIONAL).
11-56. DESCRIPTION OF LANDING AND TAXI LIGHTS. The landing light is a 250 watt lamp. The
taxi light is a 450 watt lamp except in later models (S/N 36-7760026and up) and PA-36-375models. In these
models,the taxi light is a 250 watt lamp. The lamps are locatedon a mounting fixture securedto the outboard
forward edge of the wing. Both lamps are used for a landing, and only the taxi lightis usedwhile taxiing. Each
lamp is controlled by a separate switch mounted on the switch panel. (Refer to Figure 11-1.)The rocker type
switch is also a circuit breaker rated at 20 amps for both the landing and taxi light.
11-57. REMOVAL OF LANDING AND TAXI LIGHTS. (Refer to Figure 11-25.)
a. Ascertain the master switch is off prior to doing any work on the landing lights.
b. Remove the screws securing the plexiglas cover to the outboard leading edge of the wing.
c. Remove the screws securing the clips around the lamp.
d. Pull lamp partly out, enough to allow removal of screwssecuring the electrical leads to the lamp.
e. Lamp can now be removed for replacement.
NOTE
The removal procedure is used for both landing and taxi lights.
The landing light is on the left wing outboard edge. The
taxi light is on the right wing outboard leading edge.
11-58. INSTALLATION OF LANDING AND TAXI LIGHTS. (Refer to Figure 11-25.)

a. Attach electrical leads to the lamp and secure with screws on back of lamp.
b. Slide lamp into mounting bracket: insert and tighten screws to secure the clips around the lamp.
2G13
8B171
MAIN WORKING LIGHTS INSTALLATION

MS35206-251
REF. VIEW A
WORKING
NAV. LIGHT WII
Figure 11-25a. Night Working Lights Installation
ELECTRICALSYSTEM ADDED: 8/27/79

2G14
B170
HOPPER LIGHTS
Figure 11-25a. Night Working Lights (Cont.)
ELECTRICAL SYSTEM ADDED: 8/27/79

2G15
NOTE
Tighten the screwsjust enough to allow the lamp to fit snugly in

the mounting fixture.
c. The light beam angle may be adjusted by the adjustment rod screw which is on the underside of
the wing directly underneath and slightly behind the lamp. The angle may also be adjusted by tightening or
loosening the various screws securing the clips around the lamp. PA-36-300S/N 36-7760026and up and
PA-36-375 have no adjustment rod screw.
NOTE
The suggested angle for the landing light is 6° down, for the taxi
light 15° down. The landing light is on the left wing, the taxi light
is on the right wing.
d. Replace the plexiglas leading edge light cover and secure it with its mounting screws.
11-58a. OPTIONAL NIGHT WORKING LIGHTS (Refer to Figure 11-25a.)
11-58b. DESCRIPTION OF NIGHT WORKING LIGHTS. The optional night working lights, housed in
modified fiberglasswing tips, consist of a semi-adjustable450 watt turn light mounted in theedge of each wing
tip and a retractable 600 watt main working light mounted in the bottom of each wing tip. The main working
lights provide light on the area ahead of the airplane whilethe turn lightsprovide light to both sides. The lights
are operated by power relayslocated in the wing tips and are controlled by switchesin the cockpit and on the
control stick. (Refer to Figure 11-25a.)
A switch panel for the lights, located below the left instrument panel, contains three rocker-type switches,
which also serve as circuit breakers, and two 3-position rocker switches. One rocker switch - circuit breaker
rated at 10amps activates the lamp switchingcircuits and the EXTEND-RETRACT circuits. the other two,
rated at 30 amps, supply power for the lights. The two 3-position switches control the position of the main
working lights.
The control stick grip for the first available night lighting option contains a sequencing trigger switch.
This switch alternates power between the main light and the turn light circuits each time it is pulled and
released. A second working light option is available which offers further individualcontrol of the turn lights
through momentary push buttons on the top and left side of the grip.
CAUTION
Do not operate the main or turn light on the ground for more than
a few seconds. The lamps get very hot and require a cooling airflow
over the lens for maximum service life. Also. the current require-
ment of these lamps is high and will be drawn from the battery
unless the alternator is operating near normal flight RPM.
11-58c. REMOVAL OF MAIN WORKING LIGHTS.
a. Ascertain that the master switch is off prior to doing any work on the night lights.
b. Remove the screws securing the retainer ring around the main working light and remove ring.
c. Carefully pull out the light assemblyfar enough to allow removal of the nuts securing the electrical
leads to their terminals. Make note, and tag the wires to facilitate proper installation.
d. The assembly can now be removed for replacement.
ELECTRICAL SYSTEM Revised: 7/20/81

2G16
NOTE
The whole main working light assembly is only available as a

complete unit and service to it is therefore not covered in this
manual. Specific parts and repair procedures are available from
Grimes Manufacturing Company. 515 North Russel St., Urbana.
Ohio 43078.
I 1-58d. REMOVAL OF TURN LIGHTS.

a. Ascertain that the master switch is off prior to doing any work on the night lights.
b. Remove the three screws securing the padded clips to the turn light and remove clips.
lamp.
c. Pull lamp partially out, enough to allow removal of screws securing the electrical leads to the
d. Lamp can now be removed for replacement.
l-58e. FUNCTIONAL TESTING OF MAIN WORKING LIGHTS.

NOTE
Material to be added at next revision.

RELAY.
I1-58f. REMOVAL AND INSTALLATION OF THE WORKING LIGHTS POWER CONTROL
1. Determine that the master switch is off before proceeding.
NOTE
Before disconnecting any electrical wires, mark the wires and make a
sketch to aid in reassembly.
2. Remove the three screws which secure the turn light to the wing-tip.
3. Remove the turn light from the wing tip and disconnect the wires from the light.
4. Disconnect the wires from the relay.
5. Remove the screws and washers securing the relay to its bracket and remove the relay from the
wing-tip.
6. Installation of the relay is accomplished by proceeding in the reverse of the removal.
11-58g. INSTALLATION AND ADJUSTMENT OF MAIN WORKING LIGHTS.

1. Before installing any lights, it is recommended that they be tested by the troubleshooting
procedure previously mentioned, if there has been any trouble suspected with the system.
2. With the light near its wing tip mount, carefully extract the wires from the tip and attach tern
to their proper posts.
the
3. Extend the light and loosly attach it to its mounting pad. Adjust the light by rotating
assembly in its mount until the desired position is reached and tighten the mounting screws.
11-58h. INSTALLATION AND ADJUSTMENT OF TURN LIGHTS.

the
I. At the light's mounting aperture, extract the cables from the wing tip and connect them to
lamp.
2. Insert the light and install the mounting clamps.
3. To align the light in the position desired the bottom mounting screw can be adjusted in or out
depending on the desired position.
2G17
2G18
11-58i. HOPPER LIGHTS
lamps mounted
11-58J.DESCRIPTION OF HOPPER LIGHTS. The Hopper Lightsconsist of twoseparate quantity check. The
(high and low) ahead of the hopper to shine through the translucent fiberglassfor material
breaker switch rated at 5 amps and a brightness
lights are controlled by an ON-OFF rocker-type circuit
adjustment rheostat which are located below the left instrument panel. (See Figure 11-1.)
11-25a)
11-58k. REMOVAL AND INSTALLATION OF HOPPER LIGHT(S). (Refer to Figure
1. Remove the forward most fuselage side and belly access panels. and
2. Upon gaining access to the light(s) remove the screws retaining the appropriate lens
remove the light bulb by unscrewing it.
3. Install in reverse manner.
11-59. NAVIGATIONLIGHTS.
The lights
I1-60. DESCRIPTION. The navigation lights are located on each wing tip and at the rudder tip.
are controlled by a switch located on the lower right-hand instrument panel.
11-61. REMOVAL OF WINGNAVIGATIONLIGHT.
a. Remove screw securingthe lens retainer.
b. Remove the lens and bulb.
NOTE
To remove the complete lamp assembly, the wing tip must be

removed.
NOTE
On late model PA-36-300and PA-36-375the wingtip does not have

to be removed to remove the navigation light assembly. A bracket
is riveted to the wing tip for ease of removal.
11-62. INSTALLATIONOF WINGNAVIGATIONLIGHT.

a. Install bulb, lens and lens retainer.
b. Secure with the appropriate screw.
11-63. REMOVALOF TAIL NAVIGATIONLIGHT. the

a. To remove bulb, remove the screws securing the light assemblyto the rudder tip and remove
lens.
b. Remove the bulb.
NOTE
To remove the complete taillight assembly disconnect retaining

nut on the electrical connection. Taillight is now free.
ELECTRICAL SYSTEM Revised: 12/10/79

2G19
11-64. INSTALLATION OF TAIL NAVIGATIONLIGHT.

a. Install bulb and lens in light assembly.
b. Place light assembly in position on rudder tip and secure with appropriate screws.
11-65. ANTI-COLLISIONWINGTIP STROBELIGHT.
11-66. DESCRIPTION. The lights are located at both wing tips next to the navigation lights. They are
rated to flash 50 times a minute.
11-67. REMOVAL OF ANTI-COLLISIONWINGTIP STROBE LIGHT.

a. Remove the screw securing'the navigational light cover and remove cover.
b. Remove the three screws securingnavigational light bracket assembly and remove light assembly.
c. Remove the strobe lamp by cutting the wires on the lamp beneath the mounting bracket.
d. Remove the defective lamp.
e. Remove and discard the plug with the cut wires from the electrical socket.
11-68. INSTALLATIONOF ANTI-COLLISIONWINGTIP STROBE LIGHT.

a. Route the wires from the new lamp down through the hole in the navigational light bracket.
b. Insert the wire terminals in the plastic plug supplied with the new lamp. Wire according to the
schematic diagram located in the back of this section.
c. Position strobe lamp on navigationlight bracket.
d. Secure navigation light assemblyand bracket with appropriate screws.
e. Install navigation light cover and secure with appropriate screws.
11-69. TROUBLESHOOTING PROCEDURE FOR ANTI-COLLISION STROBE LIGHT SYSTEMS. The

strobe light assembly functions as a condenser discharge system. A condenser in the power supply is
charged to approximately 450 volts DC., then discharged across the Xenon flash tube at intervals of
approximately 50 flashes per minute. The condenser is parallel across the Xenon flash tube which is
designed to hold off the 450 volts DC applied until the flash tube is triggered by an external pulse. This
pulse is generated by a solid state timing circuit in the power supply.
When troubleshooting the strobe light system, it must first be determined if the trouble is in the flash
tube or the power supply. Replacement of the flash tube will confirm if the tube is defective. A normally
operating power system will emit an audible tone of 1 to 1.5 KHZ. If there is no sound emitted, check the
system according to the following instructions. When troubleshooting the system, utilize the appropriate
schematic at the back of this section.
a. Ascertain the input voltage at the power supply is 28 volts.
CAUTION
When disconnecting and connecting the power supply input

connections, do not get the connection reversed. Reversed polarity
of the input voltage for just an instant will permanently damage
the power supply. The reversed polarity destroys a protective
diode in the power supply, causing self-destruction from
overheating of the power supply. This damage is sometimes not
immediately apparent, but will cause failure of the system in time.
b. Check for malfunction in interconnecting cables.

1. Ascertain Pins 1 and 3 of interconnecting cables are not reversed.
2. Using an ohmmeter, check continuity between Pin 1 and 3 of interconnecting cable. If you
obtain a reading on the meter, the cable is shorted and should be replaced.

2G20
B162
A
\ STROBE UGHT SWITCHING

(LOWER RIGHT INSTRUMENT PANEL)
NOTE
FOR SERIAL NUMBERS 36-8060001
AND 8002001. AND UP.
B163
WING TIP (LOOKING IN) CONN E109 (LEFT)
CONN El 10 (RIGHT)
SEEVIEW A (PART OF WING HARNESS)
CABLE WING STROBE WING STROBE L2F (RIGHT)

(CONN E113) (CONN EIII) (CONN E112) (PART OF WING HARNESS)
(WHITE SHIELD)
SECTIONA-A
A 413A-HDA-DF-28 POWERSUPPLY
Figure 11-25b. Strobe Light Installation
ADDED: 8/27/79 ELECTRICAL SYSTEM

2G21
NOTE
A short of the type described in Steps 1 and 2 will not cause
permanent damage to the power supply, but the system will be
inoperative if such a short exists. Avoid any connection between
Pins 1 and 3 of the interconnecting cable as this will discharge the
condenser in the power supply and destroy the trigger circuit.
CAUTION
When disconnecting the power supply, allow five minutes of bleed
down time prior to handling the unit.
c. Check interconnecting cables for shorts.
1. Disconnect the output cables from the power supply outlets.
2. The following continuity checks can be made with an ohmmeter.
3. Check for continuity between the connectors of each interconnecting cable by checking
from Pin 1 to Pin 1, Pin 2 to Pin 2, and Pin 3 to Pin 3. When making these checks if no continuity exists,
the cable is broken and should be replaced.
4. Check continuity between Pins 1 and 2, 1 and 3, 2 and 3 of the interconnecting cable. If
continuity exists between any of these connections, the cable is shorted and should be replaced.
d. Check the tube socket assemblyfor shorts.
1. Disconnect the tube socket assembly of the anti-collision light from the interconnecting
cable.
2. The followingcontinuity checks can be made with an ohmmeter.
3. Check for continuity between Pin 1 of AMP connector to Pin 1 of tube socket, Pin 2 of
AMPconnector to Pins 6 and 7 of tube socket and Pin 3 of AMP connector to Pin 4 of tube socket. When
making these tests, if no continuity exists, the tube socket assemblyis broken and should be replaced.
11-69a. ROTATING BEACON. (Refer to Figure 11-25c.) The 1980 and up models are available with
rotating beacons. The beacons are mounted to the air scoop on the canopy. A switch for the rotating beacon is
mounted on the right hand switching panel below the instrument panel.
11-69b. REMOVAL AND INSTALLATION OF ROTATING BEACON.
a. If the bulb or lens only need replacing, loosen the screw and remove the clamp and lens from the
body of the light assembly.
1. The light can now be removed by carefully pushing and twisting it from its bayonet socket.
b. If the entire unit is to be replaced, remove the three retaining screws from the mounting adapter,
carefully withdraw the unit from its mount far enough to disconnect the wires, and remove the unit.
ADDED: 8/27/79 ELECTRICALSYSTEM

2G22
11-70. INSTRUMENTLIGHTING.
lighting is
11-71. DESCRIPTION. Instrument lighting is provided by twelve post lamps. The instrument
The positions are labeled HI, OFF
controlled through a 5-amp circuit breaker to a three position switch. the 5-amp
and LO. In the HI position the instrument lights are connected straight to the bus bar through
lights are connected to a wire
circuit breaker for maximum brilliance. In the LO position the instrument instrument
with a screw. To set the
wound resistor with an adjustable lug that is loosened or tightened intensity;
lights to the pilot's desired LO intensity, loosen the adjustable lug; slide it to achievetheofdesired
the instrument
then tighten the adjustable lug. The resistor is located behind the lower right portion
panel mounted to the tubular structure.
11-72. STALLWARNINGHORN AND LIFT DETECTOR.

11-73. DESCRIPTION.This system consists of a lift detector which is electricallyapproached, connected to a stall
assembly. As stalling conditions are the lift
warning horn mounted behind the headrest
5-amp circuit
detector will activate the warning horn. The electrical circuit for this system is protected by a determine
The following ground check can be performed to
protector located in the circuit protector panel.
that the lift detector is functioning properly.
the
The lift detector is located at left wing Station No. 118.75; at this point a tab will extend beyond
gently lift tab; stall warning horn should
leading edge. With the master switch in the "ON" position,
activate.
L3A
L3A
RIGHTHAND
INSTRUMENT
PANEL
Figure ll-25c. Rotating Beacon Installation.

2G23
11-74. REMOVALOF LIFT DETECTOR.
NOTE
The master switch must be off prior to performing any work on
the lift detector or the warning horn.
a. Remove the four attachment screws at each corner of the detector plate. Remove the unit from
the wing.
b. Identify the electrical leads to facilitate reinstallation and disconnect the electrical leads.
11-75. INSTALLATIONOF LIFT DETECTOR.
a. If the attachment holes are slotted for adjustment of detector, ascertain that inner plate with
four anchor nuts is positioned to retain detector.
b. Attach the electrical leads to the appropriate terminals of the lift detector.
c. Position the lift detector with its mounting plate on the wing, determining that the sensor blade
of the unit drops down freely, and secure in position with the four screwspreviously removed.
d. Adjust units with slotted adjustable attachment holes per Paragraph 11-75a.
11-75a. ADJUSTMENTOF LIFT DETECTOR. The lift detectors with slotted attachment holes on the
wing leading edge is carefully adjusted when the airplane is test flown at the factory. Should it require
readjusting, proceed as follows: Loosen the four attachment screwsat each corer of the detector plate. If
the stall warning horn has been coming on too early, slide the unit down. If the stall warning horn has been
coming on too late, move the detector up. Retighten the screwsafter making each adjustment
NOTE
NEVER TRY TO ADJUSTTHE DETECTORBY BENDINGTHE
TAB.
As a rule of thumb moving the tab 1/8 inch will change the speed the stall warning actuates by about 2
M.P.H.of indicated air speed.
CAUTION
The following flight test should be performed at a safe altitude.
Test the accuracy of the setting by flying the aircraft, noting the speed at which the warning horn
comes on and the speed at which the stall occurs. Power off stalls should be made at gross weight with flaps
up and with flaps down 30 degrees. Also, conduct power off stalls with no hopper load with flaps up and
with flaps down 30 degrees. Prior to stalling, decrease airspeed at approximately 1 M.P.H. per second. It
may be necessaryto make severalalternate adjustments and test flights before the desired setting is reached.
The stall warning horn should actuate at 5 to 10 M.P.H. ahead of the stall, under all conditions noted
above. The detector setting should be checked and adjusted as necessary whenever a wing or wing leading
edge is replaced or repaired, or if a new detector is installed. The detector should require no adjustment in
normal service.

2G24
11-76. ELECTRICALSWITCHESAND CIRCUITBREAKERS.
11-77. DESCRIPTION. The switches are of the rocker type. The switch panel is located on the lower
right-hand instrument panel. The Magneto, Master, and Alternator Switches are mounted on the lower
left-hand instrument panel and are also of the rocker type. The circuit breakers are single hole mounting,
push button type with manual reset; they must be reset by the pilot whenever tripped.
11-78. REMOVALOF ELECTRICALSWITCHES.

a. For a particular switch removal, remove the two screwsabove and belowthe switch, on the front
of the instrument panel.
b. From behind the instrument panel remove the switch and disconnect the electrical connections.
NOTE
Note the place where each electrical connection was removed.
11-79. INSTALLATIONOF ELECTRICALSWITCHES.

a. Paying attention to the placement of the wires, fasten them to the mounting screws on the back
of the switch and secure.
b. Insert switch into its designated slot on the instrument panel, and fasten with two screws on the
front of the instrument panel and secure.
11-80. REMOVALOF CIRCUIT PROTECTORS.

a. Remove knurl nut from circuit protector face plate, front of instrument panel.
b. From behind instrument panel remove circuit protector from instrument panel.
c. Disconnect electrical connections fastened with screwsto the circuit protector.
NOTE
Note the place from which each electrical connection was

removed.
11-81. INSTALLATIONOF CIRCUIT PROTECTORS.

a. Connect electrical wires to their proper screw and secure.
b. Insert circuit protector into its proper hole on the instrument panel.
c. Fasten and tighten knurl nut to circuit protector on the face plate, front of instrument panel.
11-82. AUXILIARYPOWERRECEPTACLE.The auxiliary power receptacle, if installed,is located below

the right cockpit door. The system is installed in such a way so as to allow either direct current to the
aircraft battery or power to the aircraft main bus and battery. This is accomplished by the use of the
aircraft master switch position. With the switch in the OFF position auxiliary power (24 to 28 volts) is
applied to the three prong receptacle and routed to the aircraft battery. With the aircraft master switch in
the ON position the aircraft main power bus is connected to both the aircraft battery and the auxiliary
power supply.
The auxiliary power receptacle circuit is automatically deactivated when the auxiliary power is shut
off the three prong external power plug is removed. Referto Figure 11-42for schematic of the auxiliary
or
power receptacle.
ELECTRICALSYSTEM Revised: 8/31/76

2H1
TABLE XI-V. TROUBLESHOOTINGCHART (ELECTRICAL

SYSTEM)
ALTERNATOR
Zero output indicated on Open field circuit.

ammeter regardlessof With master switch turned
RPM (refer to alternator on, check for battery
system test procedure). voltage (24V) from ship's
main bus through entire
field circuit to alternator
field terminal. Measure
voltage from ground (-)
to the followingpoints (+)
I
in sequence: bus bar, out-
put circuit breaker (60A
PA-36-285, 100A PA-36-
300; -375), field circuit
breaker (SA), field ter-
minals of master switch,
voltage regulator and al-
ternator field terminal.
Interruption of voltage
through any of these points
isolates the faulty compo-
nent or wire which must be
replaced.
Open output circuit. With master switch turned

on check for battery volt-
age(24V) from ship's main
bus through entire output
circuit to alternator bat-
tery post. Measure voltage
from ground (-) to the
followingpoints (+) in
sequence: bus bar, output
circuit breaker (60A PA-
36-285, 100A PA-36-300;
-375), ammeter, and alter-
nator battery post.
Interruption of voltage
through any of these points
isolates the faulty compo-
nent or wire which must be
replaced.
Revised:9/1/78
ELECTRICAL SYSTEM
2H2
TABLE XI-V. TROUBLESHOOTINGCHART(ELECTRICAL SYSTEM)(cont.)
Zero output indicated on Open field winding in al- Disconnect field terminal
ammeter regardlessof ternator. of alternator from field
RPM(refer to alternator wiring and check for con-
system test procedure). tinuity at field termi-
(cont.) nals with ohmmeter
(20-100-ohms) depending
on brush contact resistance.
(Pull propeller slowly by
hand turning alternator
rotor through 360° of
travel.)
CAUTION: Turn magneto
switch to OFF before
turning propeller.
If resistanceis high,
check brushes for spring
tension and excessive wear
and replaceif necessary.
If brushesare okay and
field reads open, replace
alternator.
Output indicated on am- Faulty voltage regulator. Start engine, turn on

meter does not meet min- load (Ref. alternator
imum values specified in test procedure), set
alternator system test throttle at 1500 RPM.
procedure. Check voltage at bus bar
(convenient check point,
remove cigar lighter and
check from center contact
(+) to ground (-). Voltage
should be 28.0 volts min-
imum. If voltage is below
this value, replace reg-
ulator.
ELECTRICALSYSTEM
Issued:2/14/73
2H3
TABLEXI-V: TROUBLESHOOTINGCHART (ELECTRICALSYSTEM)(cont.)
Output indicated on am- High resistance connec- Check visually for loose
meter does not meet min- tions in field or output connections at the var-
imum valuesspecified in circuit. ious junction points in
alternator system test system, alternator battery
procedure. (cont.) post, lugs on ammeter,
connections at voltage
regulator, circuit breaker,
etc. Examine crimped ter-
minal ends for signs of
deterioration at crimp or
strands of broken wire at
crimp. Tighten any loose
connections or replace
bad wire terminals.
Open rectifier. If any of the six recti-
fiers pressed into the rear
bell housing of the alter-
nator open up internally,
it will result in a def-
inite limitation on the
current that can be drawn
from the alternator. After
havingchecked the previous
causes of low output, it
can be assumed that a
faulty rectifier exists and
replacement of the alter-
nator is recommended.
Field circuit breaker Short circuit in field Disconnect field wiring at

trips. circuit. terminals of alternator.
Turn on master switch. If
breaker continues to trip,
proceed to disconnect each
leg of field circuit, work-
ing from the alternator to-
wards the circuit breaker
until breaker can be reset
and will hold. Replace com-
ponent or wire which was
isolated as defective.
ELECTRICALSYSTEM
2H4 Issued: 2/14/73
TABLE XI-V. TROUBLESHOOTINGCHART(ELECTRICAL SYSTEM)(cont.)
Field circuit breaker Short circuit in field Disconnect field wiring at

trips. (cont.) winding of alternator. terminal of alternator.
Turn on master switch. Re-
set breaker and if breaker
fails to retrip, this iso-
lates short circuit to
field of alternator itself.
Checkbrush holders for
shorting against frame. If
there are no obvious signs
of a physical short circuit
at field terminal or brush
holder, replace alternator.
(Note: Intermittent short
circuit.)
Internal short circuiting
of the field can occur at
variouspositions of the
rotor, therefore, reconnect
field, reset breaker, pull
propeller slowly by hand
turning alternator rotor
through 360° of travel.
Observecircuit breaker for
signsof tripping.
CAUTION: Turn magneto
switch to off before
turning propeller.
ELECTRICAL SYSTEM
Issued: 2/14/73
2H5
TABLEXI-V. TROUBLESHOOTINGCHART(ELECTRICALSYSTEM)(cont.)
Output circuit breaker Short circuit in output Disconnect wiring at bat-

trips. circuit. tery post of alternator.
continues to trip proceed
to disconnect each leg of
output circuit, working
from the alternator to-
wards the circuit breaker
until breaker can be reset
and willhold. Replace
component or wire which
was isolated as defective.
(See Figure 11-2.)
Shorted alternator diode. Disconnect wiring at bat-
tery post of alternator.
fails to retrip, this iso-
lates short circuit to al-
ternator. Replace al-
ternator.
Battery installed with re- Remove battery and re-
versed polarity. install with correct po-
larity.
Battery charged backwards. Removebattery. Connect
load such as landing light
lamp or similar load and
dischargebattery. Recharge
with correct polarity and
test each cell for signs
of damagedue to reversed
charging.
ELECTRICALSYSTEM
2H6 Issued:2/14/73
TABLEXI-V. TROUBLESHOOTINGCHART(ELECTRICAL SYSTEM)(cont.)
Output circuit breaker Battery charged backwards. NOTE: This type of con-
trips. (cont.) (cont.) dition can only occur in a
case where a discharged
battery has been removed
from the airplane and put
on a charger with the po-
larity reversed. This re-
versalin polarity cannot
occur in the airplane due
to any fault in the al-
ternator system.
Excessiveammeter fluc- Defectivevoltage regu- Replacevoltage regulator.

tuation. lator.
Excessiveresistance in Check all connections and
field circuit. wire terminals in field
circuit for deterioration
such as loose binding
posts, broken wire strands
at terminals,etc. Tighten
all connections and re-
place faulty terminals.
STARTER
Motor fails to operate. Low battery charge. Checkand recharge if

necessary.
Defectiveor improper Refer to electrical wiring

wiring or loose con- diagramand check all
nections. wiring.
Defectivestarter solenoid Replacefaulty unit.

or control switch.
ELECTRICALSYSTEM
Issued: 2/14/73 2H7
TABLE XI-V. TROUBLESHOOTINGCHART(ELECTRICALSYSTEM) (cont.)
Motor fails to operate. Binding,worn, or im- Brushesshould be a free

(cont.) properly seated brush, fit in the brush boxes
or brushes with ex- without excessiveside
cessiveside play. play. Binding brushes and
brush boxes should be
wiped clean with a gas-
oline (undoped) moistened
cloth. A new brush should
be run in until at least
50 percent seated; how-
ever, if facilities are
not availablefor running
in brushes, then the brush
should be properly seated
by inserting a strip of
number 000 sandpaper be-
tween the brush and com-
mutator, with the sanded
side next to the brush.
Pull sandpaper in the di-
rection of rotation, being
careful to keep it in the
same contour as the com-
mutator.
CAUTION: Do not use

coarse sandpaper or emery
cloth. After seating,
clean thoroughly to re-
move all sand and metal
particles to prevent ex-
cessivewear. Keep motor
bearing free from sand or
metal particles.
Dirty commutator. If commutator is rough or
dirty, smooth and polish
with number 0000 sandpaper.
If too rough and pitted,
remove and turn down. Blow
out all particles.
ELECTRICALSYSTEM
Issued:2/14/73
2H8
TABLE XI-V. TROUBLESHOOTINGCHART (ELECTRICALSYSTEM)(cont.)
Motor fails to operate. Shorted, grounded, or Removeand replace with

(cont.) open armature. an armature known to be in
good condition.
Grounded or open field Test, repair if possible

circuit. or replace with a new part.
Low motor and cranking Worn, rough, or im- Disassemble,clean, in-

speed. properly lubricated spect, and relubricate,
motor or starter replacingball bearings if
gearing. worn.
Same electrical causes Sameremedies listed for

as listed under "Motor these troubles.
fails to operate."
Excessivearcing of motor Binding,worn, or im- See information above

brushes. properly seated brush dealing with this trouble.
or brushes with ex-
cessiveside play.
Dirty commutator, rough Cleanas outlined above.

pitted or scored.
Excessivewear and arcing Rough or scored com- Removeand turn commu-

of motor brushes. mutator. tator down on a lathe.
Armature assembly not Reface commutator.

concentric.
ELECTRICALSYSTEM
Issued: 2/14/73 2H9
TABLEXI-V. TROUBLESHOOTINGCHART(ELECTRICALSYSTEM)(cont.)
BATTERY
Dischargedbattery. Battery worn out. Replace battery.

Chargingrate not set Reset.
right.
Standing too long. Remove and recharge bat-
tery if left in unused
airplane 3 weeks or more.
Equipment left on Remove and recharge.
accidentally.
Impurities in electrolyte. Replace.

Short circuit (ground) in Check wiring.
wiring.
Broken cell partitions. Replace.
Battery life is short. Overchargedue to level Maintain electrolyte.

of electrolyte being be-
low top of plates.
Sulfation due to disuse. Replace.

Impurities in electrolyte. Replace battery.
Low chargingrate. Adjust voltage regulator.
Cracked cell jars. Frozen battery. Replace.
ELECTRICALSYSTEM
2H10 Issued: 2/14/73
TABLE XI-V. TROUBLESHOOTINGCHART(ELECTRICALSYSTEM)(cont.)
Compound on top of bat- Chargingrate too high. Reduce charging rate by ad-
tery melts. justing voltage regulator.
Electrolyte runs out of Too much water added to Drain and keep at proper
vent plugs. battery and charging level and adjust voltage
rate too high. regulator.
Excessivecorrosion in- Spillagefrom over- Usecare in adding water.

side container. filling.
Vent lines leaking or Repair or clean.

clogged.
Chargingrate too high. Adjust voltage regulator.
Battery freezes. Dischargedbattery. Replace.
Water added and battery Alwaysrecharge battery

not charged immediately. for 1/2 hour following
addition of water in
freezingweather.
Leakingbattery jar. Frozen. Replace.
Battery polarity re- Connected backwards on Battery should be slowly

versed. airplane or charger. dischargedcompletely and
then charged correctly and
tested.
Battery consumes ex- Chargingrate too high Correct charging rate.

cessivewater. (if in all cells).
Crackedjar (one cell Replacebattery.
only).
ELECTRICALSYSTEM
Issued: 2/14/73 2H11
39014/98209 TABLE XI-VI. CIRCUIT LOAD CHART
Circuit
Duty Cycle Breaker Load
Cont. Inter. CIRCUIT (Amp) EQUIPMENT (Amps)
X Agitator Motor 20 Agitator Motor 18.0
X Alternator Field 5 Alternator Field 2.1
X Anti-Collision Lights 5 Strobe Power Supply 2.0
X Battery N/A Battery Master Contractor 0.6
X N/A Starter Motor 100.0
X Electric Instruments 5 Fuel Gauge 0.4
X 5 Engine Gauges 0.4
X Flaps 20 Down Relay Coil 0.5
X 20 Up Relay Coil 0.5
X 20 Flap Motor 16.0
X Fuel Pump 20 Fuel Pump 3.4
Xn X Instrument Lights 5 Flap Lights 0.04
Xn X 5 Post Lights 0.04
Xn X 5 Compass 0.04
X Landing Lights 20 250 Watt Lamp 9.1
Xn X Navigation Lights 5 White Tail Lights 1.0
Xn X 5 Red Nav. Lights 0.9
Xn X 5 Green Nav. Lights 0.9
X Stall Warning 5 Horn 0.16
X Starter 10 Starter Solenoid 4.6
X Taxi Lights 20 250 Watt Lamp 9.1
X Turn Coordinator 5 Electric Turn & Bank 0.82
Xn Night Time
TABLE XI-VII. LAMP REPLACEMENT GUIDE

Location Piper Part No. Lamp No.
Instrument Post Lights 472 028 327
Landing Light 472 706 4553
Compass Light 472 054 330
Navigation Light (Tail) 753 431 1073
Navigation Lights (WingTip) 753 478 A1512
Red Flood Light 472 029 303
Strobe Lights (Wing Tip) 761 157 A428
Taxi Light 472 069 4554
Night Working Light 761 232 4559
761 235 Q4559
Turn Light 472 097 4580

2H12
TABLE XI-VIII. ELECTRICALSYMBOLS
0
0
CIRCUIT BREAKER RESISTOR
LIGHT SWITCH
SOLENOID
DIODE
WINGROOT CONNECTOR
BUS BAR CONNECTOR BATTERY GROUND
RHEOSTAT 0
0:
RHEOSTAT SWITCH
CIRCUIT BREAKER DOUBLEPOLE SINGLE
THROWRELAY
ELECTRICAL SYSTEM
Revised: 9/30/75 2H13
TABLE XI-IX. WIRECODES
CIRCUIT IDENTIFICATION
WIRE NUMBER
WIRE SEGMENT LETTER
WIRE GAUGE
HARNESS CONNECTOR
CIRCUIT HARNESSCONNECTOR
IDENTIFICATION CIRCUITS NUMBERS& LOCATIONS
C CONTROLSURFACE EO00 Series = Behind Pilots

Headrest
F FLIGHT INSTRUMENT
G LANDINGGEAR E IO Series = Left WingRoute
H HEATER - VENTILATING & DEICING

El02 Series = Right Wing Route
L LIGHTING
P POWER
E103 Series = Left WingRoute
Q FUEL, OIL & ENGINE INSTRUMENT
RP E106 Series = Engine

RADIO POWER Compartment
RZ RADIO AUDIO
E107 Series = Left Side of
J IGNITION Cockpit
El08 Series = Behind Instrument

Panel.
I 2H14
ELECTRICALSYSTEM
REVISED: 1/19/78
MAIN
STARTER BUS
SOLENOID
BATTERY
RELAY
5A
STARTEF
ENGINE
GROUND
VOLTAGE
REGULATOR
AMMETER
RETARD
LEFT MAGNETO
Figure 11-26. Alternator, Starter Schematic (PA-36-285only)

2H15
2B38
PUMP ON 20 A
LIGHT FUEL PUMP
FUEL PUMP
HEATER FOR
BYPASS VALVE HOT PRIME
(N.C.)
PRIME SW
S7
Figure 11-27. Fuel Pump Schematic (PA-36-285only)

2834
FLAPS
FLAP SW
NOTE: WIRE SIZE 14 FOR PA-36-300/375
Figure 11-28. Flap Schematic
Revised: 10/20/80
ELECTRICAL SYSTEM
2H16
2834 2834
5A
STALL WARNING
SIO
LIFT DETECTOR
Figure 1 1-30. StallWarning Schematic

(PA-36-285Only)
Figure 11-29. Fuel Gauge Schematic
STROBE 1ANTI-COLLISION
LIGHT LIGHT
5A
TURN B BANK
TURN
u.
a
a
STROBE
o LIGHT
a
Figure 11-31. Turn Coordinator Schematic Figure 11-32. Anti-Collision Light Schematic
For S/N's up to 36-806001and 8002001.
Revised:8/27/79 ELECTRICAL SYSTEM

2H17
2838 2838
LANDING LIGHT TAXI LIGHT
S14
Figure 11-33. Landing Light Schematic Figure 11-34. Taxi Light Schematic
STROBE POWER
SUPPLY
Figure 11-35. Anti-Collision Rotating Beacon Figure 11-36. Anti-Collision Lights

PA-36-300, S/N: 36-8060001 and up; PA-36-300, S/N: 36-8060001 and up;
PA-36-375, S/N: 36-8002001 and up. PA-36-375, S/N: 36-8002001 and up.
ELECTRICALSYSTEM Revised: 12/10/79
2H18
2838
L2C
Figure 11-37. Navigation Light Schematic.
2H19
2836
FLAP LT CONN E107
INSTRUMENT
LIGHTS
Figure 11-38. Instrument Light Schematic
CONN
E106
Figure 11-39. Engine Gauge Schematic (PA-36-285 only)
2H20
STALL WARNING
AGITATOR 5 AMP
MOTOR
Figure 11-41. Stall WarningSchematic

PA-36-300and 375
Figure 11-40. Agitator Motor
(TO FLAP ACTUATORSOLENOID)
I
POWER
IN4719 RECEPTACLE
MAIN
BUS
BATTERY
(24V)
N
MASTER
SWITCH
Figure 11-42. Auxiliary Power Receptacle
2H21
2832
MAIN
BUS
SEE
NOTE
STARTER
ALTERNATOR
FIELD
5 AMP
ENGINE
GROUND S2
SEE
NOTE
STARTER
SWITCH
S3
ALTERNATOR
OUTPUT
100 AMP
STARTER
10 AMP
LEFT MAGNETO RIGHT MAGNETO
S4
LEFT MAG. SWITCH RIGHT MAG. SWITCH
NOTE
STANDARD 4 GAUGE
WIRE USED ON S/N's
8060001 AND UP.
Figure 11-43. Alternator, Starter Schematic(PA-36-300 only)
Revised: 12/10/79
ELECTRICAL SYSTEM
2H22
2833
TO FUEL GAUGE UNIT ELECTRIC

SEE FUEL GAUGE SCHEMATIC INSTRUMENTS
5 AMP
ENGINE
GAUGE
UNIT
I
0130
OIL TEMP.
SENSOR
n MS28034-1
Figure 11-44. Engine Gauge Schematic (PA-36-300 and -375)
2833
LOW FUEL PRESSURE PRESSURE

WARNING LIGHT SWITCH S7
FUEL PUMP
10 AMP
FUEL PUMP
o
FUEL PUMP
SWITCH S6
Figure 11-45. Fuel Pump Schematic (PA-36-300 and -375 only)
Revised: 8/27/79 2H23 ELECTRICAL SYSTEM

2H23
2831
12VDC 12VDC
SEE
NOTE
Figure 11-46. Alternator, Starter Schematic (PA-36-375 only)

2H24
SUB PANEL
RIGHT TIP
LEFT TIP
Figure 11-47. Night Lights - First Option
ADDED: 8/27/79 211 212 ELECTRICAL SYSTEM

HOPPER LIGHT
SUB PANEL
Figure 11-48. Night Working Lights - Second Option
ADDED: 8/27/79 ELECTRICALSYSTEM

213 214
HOPPER LIGHT
PUSH BUTTONS
TOP LEFT
CLOSE
RELAY
NOTE
WITH THIS INSTALLATION ONLY THE
FIRST OPTION OF THE NIGHT WORK-
ING LIGHTS INSTALLATION IS
RIGHT TIP AVAILABLE.
Figure 11-49. Wiring Schematic, Electric Spray Valve and Night Working Lights
Revised: 8/27/79 215 2I6 ELECTRICAL SYSTEM

SECTION XII
ELECTRONICS
Paragraph Aerofiche
Grid No.
12-1. Autoflight .............................................................. 218

12-2. Emergency Locator Transmitter (Narco) ..................................... 218
12-3. Description .............................................. 218
12-4 Location ........................................... 218
12-5. Battery Removal and Installation (Narco) ........................... 219
12-6. Testing Emergency Locator Transmitter ............................ 2111
12-7. Inadvertent Activation ............................................ 2112
Revised: 3/23/84
217
SECTION XII
ELECTRONICS
12-1. AUTOFLIGHT. There is no autoflight equipment currently available for this aircraft.
12-2. EMERGENCY LOCATOR TRANSMITTER (NARCO).
12-3. DESCRIPTION. The electrical power for the ELT is totally supplied by its own self-contained battery.
This battery pack must be replaced according to the date marked on the battery pack label. If the transmitter
has been used in an emergency situation before the time limit of the battery pack or it has more than one hour
of accumulated test time, the battery must be replaced according to FAA regulations. To replace the battery
pack in the transmitter, it is necessary to remove the transmitter from its mount. (Refer to paragraph 12-5.)
12-4. LOCATION. The ELT is located under an access panel in the aft fuselage near the vertical fin.
D178
TRANSMITTER
O o I I 2
I I REMOTE
Figure 12-1. ELT Wiring Schematic (Narco)
Revised: 3/23/84 ELECTRONICS
218
12-5. BATTERY REMOVAL AND INSTALLATION (NARCO). (Refer to Figures 12-2 and 12-3.)
a. Set the ON OFF, ARM switch on the transmitter to OFF.

b. Disconnect antenna coaxial cable from ELT.
c. Remove ELT from its mounting bracket by releasing the latch on the trap and sliding the ELT off
the bracket.
d. Extend the portable antenna.
e. Unscrew the four screws that hold the control head to the battery casing and slide apart.
f. Disconnect the battery by unsnapping the snap-off battery pigtail terminals from the bottom of the
transmitter printed circuit board.
g. Discard old battery pack. (DO NOT EXPOSE TO FLAME.)
CAUTION
The battery pack is shipped with a sealant on the inside lip so that a
water tight seal will be retained. DO NOT REMOVE THIS
SEALANT.
h. Connect new battery pack terminals to the bottom of the circuit board.
i. Reinsert the control head section into the battery pack being careful not to° pinch any wires, and
replace the four screws. If the four holes do not line up, rotate the battery pack 180 and reinsert.
j. Slide the portable antenna back into the stowed position.
k. Place transmitter into its mounting bracket and fasten the strap latch.
1. Connect the antenna coaxial cable to the ELT and ensure that the contact separator is inserted
between the antenna contact finger and the portable antenna. (Refer to Figure 12-3.)
m. Press RESET button and set ON/OFF/ARM switch to ARM.
n. Make an entry in the aircraft logbook, including the new battery expiration date.
o. A unit operational check may now be performed on the ELT. (Refer to paragraph 12-6.)
NOTE
Inspect the external whip antenna for any damage. Avoid bending
the whip. Any sharply bent or kicked whip should be replaced.
Antenna damage may cause structural failure of whip in flight.
Added: 3/23/84 ELECTRONICS
219
ANTENNA
EXTENSION
TAB
VIEW
SET
A
ON-OFF-ARM
SWITCH
TO
ANTENNA
LATCH "ON"
POPSOUT
OF
CHANNEL N
AND DOWN
VIEW
B
PULL TAB
VIEW
TO EXTEND TO FULL LENGTH
Figure 12-2. ELT Portable Folding Antenna (Narco)
CONTACT
PORTABLE ANTENNA BLADE
SEPARATOR
NOT
MAKING CONTACT
Figure 12-3. ELT Using Fixed Aircraft Antenna (Narco)
Added: 3 23 84 ELECTRONICS
2110
12-6. TESTING EMERGENCY LOCATOR TRANSMITTER.

CAUTION
Testing of an ELT should be conducted in a screen room or metal

enclosure to ensure that electromagnetic energy is not radiated
during testing. If a shielded enclosure is not available, testing may be
performed in accordance with the following procedures:
I. Test should be no longer than three audio sweeps.
2. Test should be conducted only within the time period made up
of the first five minutes aftery any hour.
3. If the operational tests must be made at a time not included
within the first five minutes after the hour, the test should be
coordinated with the closest FAA Tower or Flight Service
Station.
Consult FAA Advisory Circular AC 20-81 for detailed information
concerning above caution.
The transmitter operates on the emergency frequencies of 121.5 and 243 MHz; both of these frequencies
are monitored by the various FAA installations. Before performing any operational test of the ELT. the
preceeding precautions should be observed.
a. Tune the aircraft communications receiver to 121.5 MHz and switch the receiver ON; deactivate the
squelch and turn the receiver volume up until a slight background noise is heard.
NOTE
If the aircraft is not fitted with a communications receiver, request

that the tower listen for your test.
b. On the transmitter, set the ON/ARM/OFF switch to the ON position. Keep the switch in this
position for only a few seconds: then set to the OFF position; then return to ARM.
WARNING
Whenever the unit is checked by moving the transmitter ON / A R M

OFF switch from the ARM to the ON position, it must then be
moved to the OFF position before reverting to the ARM position
again.
NOTE
The test transmission should have been picked up by the aircraft

communications receiver and/or control tower. During cold
weather, there may be a slight delay before transmission occurs.
2Ill
c. A transmitter which is functioning properly should emit a characteristic downward swept tone.
CAUTION
Under normal conditions. the transmitter switch must be set to

ARM.
d. When the test is completed, ascertain the transmitter ON/ARM/OFF switch is in the ARM
position.
NOTE
Inspect the external whip antenna for any damage. Avoid bending
the whip. Any sharply bent or kicked whip should be replaced.
Antenna damage may cause structural failure of whip inflight.
12-7. INADVERTENT ACTIVATION. In the event the ELT is inadvertently activated through its impact
switch, it will have to be reset. If the ELT is accidentally turned on by hand, it may simply be placed back to
ARM by one of the following steps:
a. Improper switch selection is corrected by rotating the switch to the OFF position and then to the
ARM position.
b. If the transmitter is inadvertently activated through impact, deactivate by pushing in on the ON
ARM/OFF switch.
NOTE
As a routine precaution, it is recommended that the ELT battery be

replaced at the earliest opportunity after inadvertent activation and
a functional test be made in accordance with paragraph 12-6. Note
however, that the problem may not be in transmitter. Check the
following:
1. Proper spacing of antennas so as to minimize antenna
conducted RF.
2. Rigidity of the transmitter installation.
2112
2113
SECTION XIII
ENVIRONMENTAL CONTROL SYSTEM
Aerofiche
Paragraph Grid No.
13-1. Heating System ........................................................... 2115

13-2. Description and Operation ......................................... 2115
13-3. Ventilation and Ram Air Pressurization ................ ...................... 2115
13-4. Description and Operation ......................................... 2115
13-5. Ventilation Air Filter Servicing ..................................... 2115
Revised: 3/23/84 2114

SECTIONXIII
ENVIRONMENTALCONTROLSYSTEM
13-1. HEATINGSYSTEM.
13-2. DESCRIPTION AND OPERATION. (Refer to Figure 13-1.) Depending on the particular power
plant installed in the airplane the heating system will consist of either a heat exchanger baffle installed on
the exhaust crossover pipe of the PA-36-285, or a heat shroud installed around the right exhaust manifold
on the PA-36-300 andPA-36-375,with accompanying ducts, flapper valveand control assembly.
Ambient air enters the engine cowling and is directed to either the baffle on the exhaust crossover pipe
or the heat shroud on the manifold. Heated air is then routed through a duct to the cabin heat control box
assembly located at forward firewall, which contains a flapper valvecontrolled by a T-handle located in the
cockpit. When the valve is in the closed position, heated air is directed overboard through a duct running
from the cabin heat control box assembly.
13-3. VENTILATIONAND RAM AIR PRESSURIZATION.
13-4. DESCRIPTIONAND OPERATION. (Refer to Figure 13-1.)The cabin ventilation system serves two
purposes: Pressurization of the cabin and fuselage to help prevent dust and toxi fumes from entering the
aircraft and ventilation for the pilot's comfort.
The pressurization and ventilation system is controlled by a sliding control handle located on the
cockpit ceiling. When the control handle is opened, pressurizingand ventilating air flows in through the
scoop on the canopy top thru a filter and into the cockpit forward and/or aft above the pilot's head. The
amount of air coming through each opening may be controlled by a diffuser assembly. Air also enters
through the vertical fin and enters the fuselageaft of the cockpit for pressurization.
13-5. VENTILATION AIR FILTER SERVICING. The ventilation air filter is located in the overhead
scoop assembly of the canopy and is removable from behind the headrest by pulling the filter assembly out
from the air chamber. Should the filter become clogged to the point of restricting good air flow it should be
replaced with a new one. Install the filter with the screennet towards the front of the airplane. Refer to the
PA-36 Parts Catalog for replacement part number.
Revised: 1/19/78
ENVIRONMENTALCONTROLSYSTEM 2115
2395
1. HEAT MUFF 6. ELBOW
2. AIR DUCT HOSE 7. AIR DUCT HOSE
3. HEAT DUCT GUIDE 8. ELBOW
4. HOUSING ASSEMBLY 9. BRACKET ASSEMBLY
5. ROD END 10. AIR DUCT HOSE
11. HEAT DUCT GUIDE
12. AIR DUCT HOSE
13. FITTING ASSEMBLY
14. CONTROL ASSEMBLY
15. SCOOP ASSEMBLY, CABIN VENT SYSTEM
16. DIFFUSER ASSEMBLY, OVERHEAD
17. CONTROL ASSEMBLY, AIR VENT
18. HEADREST
19. DIFFUSER ASSEMBLY, REAR
20. INLET HOSE
2410
2388
Figure 13-1. Cabin Heating and Ventilating System Installation
ENVIRONMENTALCONTROLSYSTEM Revised:8/31/76
2116
2117
SECTION XIV
DISPERSAL SYSTEMS
Aerofiche
Paragraph Grid No.
14-1. Introduction. 2120
14-2. Description ...................... 2120
14-3. Troubleshooting ........................................................... 2120
14-4. Hopper Assembly ...... ..................................
...
14-5. Removal of Hopper ............................................... 2121
14-6. Repair of Hopper ................................................. 2121
14-7. Hopper Bedding Tube Replacement ................................. 2122
14-8. Installation of Hopper ............................................. 2122
14-8a. Hopper Loading Door Seal Removal and Installation .... . ......... 2J2
14-9. Liquid Dispersal System . .................................... 2J2
14-10. Description ....................... 2J2
14-11. Pump Assemblies .......................................................... 2J2
14-1la. Removal of Wind Driven Pump ..... ................................ 2J3
14-1 b. Installation of Wind Driven Pump 2..........................
2J3
14-1lc. Removal of Hydraulic Motor and Spray Pump Assembly .................. 2J3
14-1 d. Installation of Hydraulic Motor and Spray Pump Assembly ................ 2J3
14-12. Removal of Hydraulic Pump ........................................... 2J9
14-12a. Installation of Hydraulic Pump ......................................... 2J9
14-13. Repair and Replacement of Hydraulic Spray System Components ........... 2J9
14-14. Adjustment of Pump Fan Blades ........................................ 2J 10
14-15. Fan Brake Control ............................................... 2J10
14-16. Emergency Dump Control. 2J 12
14-17. Spray Control Valve (Hand Operated) . ...................................... 2J12
14-18. Removal and Installation of Spray Control Valve ..................... 2J 12
14-18a. Spray Control Valve (Electrically Operated) ................................... 212
14-18b. Removal of Electric Spray Valve.................................... 2J 12
14-18c. Installation of Electric Spray Valve ................................. 2J13
14-19. Plumbing ...................... 2J 13
14-20. Inspection of Plumbing . .................................... 2J13
14-21. Strainer (Service) ...................... . 2J 13
14-22. Boom Assembly .... .. ..................... 2J15
14-23. Removal of Boom Assembly ....................................... 2J 15
14-24. Inspection of Boom Assembly ...................................... 2J15
14-25. Installation of Boom Assembly .............................. 2J 15
14-26. Nozzles
14-26. Nozzles .................................................................. 2J15
2J 15
14-27. Removal and Disassembly of Nozzles................................ 2J 15
14-28. Reassembly and Installation of Nozzles .............................. 2J 16
Revised: 3/23/84 2118

Aerofiche
Paragraph Grid No.
14-29. Pressure Gauge ............................................................ 2J 16

14-30. Quick Loader System ................... ............... ......... .. 2J 16
14-31. Spray System Shutoff Valve ..... .................................. .. 2J 18
14-31a. Emergency Shutoff Valve ................... ......................... 2J 18
14-32. Dry Material Dispersal System .............................................. 2J 18
14-33. Description ...................................................... 2J 18
14-34. Hopper............................................... 2J18
14-35. Subtank Gate Control ............................................. 2J20
14-35a. Replacement of the Subtank Gate Seal .............................. 2J20
14-36. Adjustment of Subtank Gate Control................................ 2J21
14-37. Agitator Assembly......................................................... 2J21
14-38. Removal of Agitator Assembly ................... 2J21
2.............
14-39. Installation of Agitator Assembly ................................... 2K1
14-40. Agitator Control Switch ........................................... 2KI
14-41. Spreader Assembly ....................................... .. .... 2K I
14-42. Installation and Removal of Spreader ................... .......... 2K1
14-43. Cleaning Dispersal Equipment ...................................... 2K1
14-44. Windmill Assembly (6645) Modification ................................ ...... 2K3
14-45. Subtank Assembly .......................... .................. 2K4
14-46. Removal of Subtank Assembly ..................................... 2K4
14-47. Installation of Subtank Assembly ................................... 2K4
Revised:3/23/84 2119
SECTIONXIV
DISPERSALSYSTEMS
14-1. INTRODUCTION.This section will cover the various types of dispersal equipment used on the
Pawnee Brave aircraft. This information contains description, removal, inspection, repair, installation, and
riggingof the equipment.
14-2. DESCRIPTION. The Pawnee Brave can be used with a variety of dispersalequipment. The aircraft is
designed as a versatile tool to be used in the application of various types of agricultural chemicals, etc. The
standard hopper has a 30 cubic foot (225 gal.) capacity. An optional hopper is available with a 38 cubic
foot 275 gal. capacity. Other availableequipment includes the following:
a. Electric agitator and drive installation.
b. Distributor for dry material.
c. High, medium, or low density liquid
spray system (wind driven).
d. Hopper quick fill installation.
e. Spray shutoff.
f. Hopper subtank and gate control.
g. Electric spray valve.
h. Hydraulically driven spray pump (PA-36-375only).
i. Night working lights.
j. Micronairrotary atomizers.
14-3. TROUBLESHOOTING.Should trouble arise with any of the equipment, the following checks
should be made to correct the problem:
a. Ascertain that the controls are not damaged and operate properly without binding or lost
motion, and are rigged according to the instructions in this section of the servicemanual.
b. Inspect the system for any traces of chemicalleakage and correct the leak when found.
c. Check the strainers and other components for clogged conditions due to inadequate cleaning and
flushing.
d. Reference to the particular system maintenanceportion of this section will help in correcting any
malfunction which may arise, while reference to the Pawnee Brave Parts Catalog P/N 761 470 will supply
part numbers for any replacement parts required.
14-4. HOPPER ASSEMBLY. The hopper is constructed of fiberglass,with main attachments to the upper
longerons near tubing intersections. The hopper has a large loading door, and its top forms the upper
aircraft skin in one piece from the fire wall to the windshield. There are two translucent windows with
marked graduations, one on each side of the hopper; these are used for gauginghopper capacity. Another
gauge in the rear (aft) portion of the hopper is visible to the pilot seated in the cockpit. A baffle is installed
in the hopper to add strength and to prevent sloshingaction.
NOTE
The maximum hopper load for the PA-36-285 and PA-36-300 is
1900Ibs. The maximum hopper load for the PA-36-375is 2200Ibs.
Revised: 9/1/78 DISPERSAL SYSTEMS

2120
14-5. REMOVAL OF HOPPER. (Refer to Figure 14-1or 14-2.)To remove the hopper from the aircraft use
the following procedure:
a. Disconnect and remove all agricultural dispersal equipment, if installed (spray pump and lines,
boom assembly, or dry material spreader and agitator drive assembly).
b. Disconnect the subtank gate actuating rod at the subtank.
c. Remove the bottom fuselagepanels fore and aft of the subtank.
d. Remove the left and right front fuselageside panels and upper engine cowling.
e. If the spray system shutoff valve is installed, remove the cotter pin and disconnect the actuating
link.
f. Loosen the hose clampsat the bottom liquid inlet loading tube.
g. Remove the fasteners that attach the subtank to the hopper, and lower the subtank assembly
from the aircraft.
h. Remove the hopper mounting brackets (15).
i. Remove the fasteners that attach the vent tube (10) to the bottom fuselage; loosen the hose
clamp at the hopper and remove the vent tube assembly.
j. Disconnect and remove the wire deflector assemblyfrom the aircraft. (Refer to Paragraph 4-58.)
1. Remove the fasteners that attach the right and left assist handles (6) to the fuselageand remove
the handles.
m. Remove the attachment screws (11), (3), (4), and (5) that attach the top of the hopper to the
fuselage. Lift the hopper up through the fuselageand remove the hopper from the aircraft.
14-6. REPAIR OF HOPPER. An extensively damaged hopper should be replaced; however small damaged
areas such as cracks or punctures may be repaired. Repairs made to the hopper must restore at least the
original strength to the repaired area. The materials needed to make the repair are glass cloth (Burlington
Industries Style 3733), glass mat (Owens Coming No. M700) and polyester bonding resin. Use the following
procedure when makingrepairs:
a. Thoroughly clean the hopper, removing any toxic materials.
CAUTION
Observe the necessary safety precautions when cleaning the

hopper. Avoid inhalation and contact of any toxic chemicals.
b. Cut and trim out all damaged material; round off all square corers in the opening, and chamfer
the opening on the inside edge of the hopper.
c. Sand the inside and outside surface of the hopper at least two inches beyond the damaged
opening.
d. Prepare a sufficient number of glass mat patches to restore the original thickness of the damaged
area. Cut the first patch to fit two inches beyond the camfered area, and each succeeding patch slightly
smaller. Cut a final patch of glass cloth that will completely overlap the other glassmat patches.
e. Prepare a mixture of polyester bonding resin according to the directions furnished.
f. Apply resin to the inside surface of the hopper on the camfered edge and two inches beyond the
opening. Position the first patch on the coated area, and apply additional patches in the same manner.
NOTE
Use sufficient resin to assure a resin-rich surface on the inside
surface of the hopper. Do not allow any fabric strands to protrude
through the resin surface.
g. Apply resin to the outside surface of the hopper repair and apply one layer of glasscloth using
the same procedure.

2121
h. Allow the repair to cure a minimum of 12 hours at room temperature.

i. The inside surface of the hopper must be smooth to prevent any chemical deposits from being
trapped at the repair. Sand the surface smooth if necessary, and apply additional resin to assure a smooth
surface.
14-7. HOPPER BEDDINGTUBE REPLACEMENT.Hopper removal and replacement should not require
removal or replacement of the bedding tube assembly. However, if repair or rework of the hopper does not
allow the hopper to seat properly with full contact along the upper longeron in the bedding area, the
bedding tube assembly must be replaced. Usethe followingprocedure:
a. Make the bedding tube assemblyfrom polyester film. (Refer to Figure 14-3.)
b. Heat seal the tube using a temperature between 200°F and 300°F, pressure between 20 and 60
pounds per square inch, and time between 0.2 and 2.0 seconds.
c. Wax the inside of the upper longeron channel along the hopper sides with Blue Coral #275
preservativesealer. Buff with a clean soft rag when dry. Apply a second coat.
d. Blend together a bedding mixture of Polylite 33-005 resin and 1/4 inch milled glass fibers to a
consistency that will just hold its shape without flowing. The ratio of resin to glass will be approximately
90% resin and 10%milled glass fibers, by weight.
e. Add and mix thoroughly enough methylethylketone peroxide catalyst to give a minimum gel
time of 2 hours and a maximum gel time of 8 hours.
NOTE
Hopper installation must be completed before the bedding
mixture begins to gel.
f. Extrude a bead approximately 0.75 inch in diameter 17.00 ± .50 inch in length into the required
length of polyester tube. Seal the ends of the polyester tube as shown in Figure 14-3. Use special care to
insure that a minimum of air is trapped within the tube when the ends are sealed. Air bubbles must not be
larger than .25 inch diameter.
g. Work the bedding mixture into the center area of the polyester tube until the shape approximates
Figure 14-3. The bedding mixture should be evenly distributed in the center portion of the tube, with both
end portions flat and airless.
h. Attach the bedding tube assembly to the upper longerons with glass filament tape as shown in
Figure 14-3. The heat sealed edge of the polyester tube is to be inboard, with the inner edge of the seal
slightly below the tube horizontal centerline.
i. Lower the hopper into place, being careful not to tear or disturb the bedding tubes. Seat the
hopper firmly in place. Check the position of the hopper bottom flange to ensure that the mounting
bracket is properly located.
NOTE
Fire wall, Station 167, and all longeron attachments must be made
before the bedding mixture begins to gel.
j. The bedding mixture should be fully hardened after a reasonable length of time (2 to 5 days at
room temperature).
14-8. INSTALLATIONOF HOPPER. (Refer to Figure 14-1.) Before installing the hopper, inspect the
hopper bedding for damage, and replace if necessary, (Refer to Paragraph 14-7). Install the hopper as
follows:
DISPERSALSYSTEMS
Revised: 12/10/79 222
2122
2411
1. DOOR ASSEMBLY
2. SIGHT GAUGE
3. ATTACHMENT SCREW (12 REQ) WINDSHIELD
4. ATTACHMENTSCREW (12 REQ) FIREWALL
5. ATTACHMENT SCREW (4 REQ) DOOR FRAME
6. ASSIST HANDLE
7. HOPPER ASSEMBLY
. FUSELAGE FRAME
9. SPRING, MAIN GEAR
10. VENT ASSEMBLY
11. ATTACHMENT SCREW (24 REQ) SIDES
13. BOLT ASSEMBLY, GEAR SPRING MOUNTING
14. BOLT ASSEMBLY, HOPPER MOUNTING (4 REQ)
o 15. BRACKETS. HOPPER MOUNTING
17. HOPPER ASSEMBLY
18. FRAME ASSEMBLY DETAIL A
19. WIRE DEFLECTOR SUPPORT (4 BOLTS)
Figure 14-1. Hopper Installation (30 Cubic Foot)
DISPERSALSYSTEMS
Revised: 7/20/81
2123
2362
19
1. DOOR ASSEMBLY
2. SIGHT GAUGE
3. ATTACHMENTSCREW (12 REQ) WINDSHIELD
4. ATTACHMENT SCREW (12 REQ) FI REWALL
5. ATTACHMENT SCREW (4 REQ) DOOR FRAME
6. ASSIST HANDLE
7. HOPPER ASSEMBLY
8. FUSELAGE FRAME
10. VENT ASSEMBLY
11. ATTACHMENT SCREW (24 REQ) SIDES
13. BOLT ASSEMBLY, GEAR SPRING MOUNTING
14.
15.
BOLT ASSEMBLY, HOPPER MOUNTING (4 REQ)
BRACKETS, HOPPER MOUNTING
\
17. HOPPER ASSEMBLY
18. FRAME ASSEMBLY
I o 19. WIRE DEFLECTOR SUPPORT (4 BOLTS)
DETAIL A
Figure 14-2. Hopper Installation (38 Cubic Foot)
DISPERSALSYSTEMS
Revised: 7/20/81
2124
2849
SEE DETAIL "A"
1. TUBEASSEMBLY.VENT
2. DOUBLER.HOPPERGAUGE
3. GASKET.HOPPERGAUGE
4. GLASS, HOPPER GAUGE 13
5. RING. HOPPERGAUGE
6. LOCKASSEMBLY,CONTROLSTICK _
7. CLIP,HOPPERDOOR RESTRAINT
8. DOOR ASSEMBLY
9. PLATEASSEMBLY,DOORLATCH
10. ROD, HOPPER DOORLATCH
11. ARM ASSEMBLY,HOPPERDOOR
12. BOLT.WASHERAND SELF-LOCKINGNUT
13. HANDLE
14. ADHESIVE/SEALANT
15. SEAL SPONGEVITON
16. PLATEASSEMBLY,DOOR LATCH
DETAIL "A"
FIGURE 14-2a. HOPPER INSTALLATION (38 Cubic Foot)
DISPERSAL SYSTEMS
2J1 Added: 12/10/79
a. Lower the hopper tank into the fuselage.Be certain the hopper is properly seated on the fuselage,
and attach the hopper top to the fuselagewith attachment hardware. Align and install the hopper mounting
brackets (15).
b. Installand attach the left and right pilot assist handles to the fuselage.
c. Install the wire deflector assembly. (Refer to Paragraph 4-58.)
d. Connect the vent tube to the hopper and attach the vent tube assembly to the fuselagebottom.
e. Connect the inlet loading tube to the hopper subtank.
f. Install the bottom fuselagepanels, the fuselageside panels and upper enginecowling.
g. Connect the subtank gate actuating rod to the subtank gate and adjust if necessary. (Refer to
Paragraph 14-36.)
h. Reinstallagricultural dispersalequipment.
14-8a. HOPPER LOADING DOOR SEAL REMOVAL AND INSTALLATION
a. Remove the bolt, washer and self-locking nut which secure the door arm assembly to the door.
b. Remove the damaged seal and discard. Remove all adhesive residue from the hopper door.
c. Apply 0.50 inch strips of Dow Corning Silastic 732 RTV adhesive/sealant as indicated in Detail
"A", Figure 14-2a.Space the adhesiveapproximately 4.00 inches on center around the entire perimeter of the
door assembly.
d. Install the new seal making certain that seal contacts adhesive/sealant.
e. Place the door arm assembly into position on the door and secure with bolt, washer and self-locking
nut.
14-9. LIQUID DISPERSALSYSTEM. (Refer to Figure 14-4.)
14-10. DESCRIPTION. The basic liquid dispersal system consists of a hopper, subtank, and emergency
dump gate. The other items that make up the available systems include the spray control valve, boom and
nozzle assemblies,and combination pressure and vacuum gauge. Figure 14-4and 14-4adisplay the two types
of systems offered.
The two spray systemsavailable are wind driven and hydraulicallydriven (availableon PA-36-375only).
Boom pressure in the wind driven system is primarilygoverned by airspeed and pitch of the blades. However,
with the hydraulic system, more positivecontrol of the boom pressure is attainable through engine RPM and
positive differential hydraulic pressure applied to a hydraulic motor directly connected to the spray pump
assembly.Hydraulic motor operating pressure is controlled bya needle valve in a bypassloop and is operated
with a push-pull control on the side of the cockpit. Hydraulic pressure is supplied by an engine driven pump
and is provided a constant fluid supply from a reservoir mounted on the firewall. To maintain an optimum
operating temperature a heat exchanger is also incorporated in the system.
14-11. PUMP ASSEMBLIES. Two basic types of pump assemblies are available, wind driven and
hydraulically driven.
- CAUTION -
Do not operatespraypumpswithoutliquid in the hopperas pump
seals may be damaged.
The wind-drivenspray pump assembly is an impeller type pump, pylon mounted forward of the hopper
subtank. The high volume spray system is equipped with a pump including a plastic fan blade which is
ground-adjustedfor pitch. The low and medium volume spray systems contain a birch wood fan blade which
is non-adjustable.A self-releasingpump brake is incorporated in the pump drive. Later models of this pump
contain an emergencyshutoff valveintegrally mounted on the input side of the pump. This emergencyshutoff
valve is operated by means of the same control which operated the "flap" shutoff valvein the subtank. which
it replaces. The pump and lines are easily removable as a unit.
Revised:7/20/81 DISPERSALSYSTEMS
2J2
The hydraulically driven spray pump assembly, available on the PA-36-375aircraft only, is a centrifugal
type pump assembly which includes a hydraulic motor and is mounted just forward of the hopper subtank
with only the spray pump position subjected to the slipstream. The hydraulic motor position contains input,
output, and bypass lines. Refer to hydraulic Schematic Figure 14-4b.
14.1la. REMOVAL OF WIND DRIVEN PUMP. (Refer to Figure 14-5.)The pump, pylon, and lines are
designed to be removed as a unit. Remove the pump as follows:
a. Ensure the spray system is evacuated of any harmful chemicals,and wash down all affected units.
b. Release the pump brake control handle and disconnect the quick release cable connection at the
fuselage. (Refer to latest revision Piper Service Letter No. 727.)
c. If installed, disconnect the emergency shutoff cable at the snap located eight inches from the end of
the cable attached to the emergencyshutoff valve.
d. Remove the safety wire from the quick disconnect type coupling, and disengage the couplings.
e. Release the locking pin on the rear pump mount, and remove the pump from the aircraft.
14-1lb. INSTALLATION OF WIND DRIVEN PUMP. (Refer to Figure 14-5.)
a. Engage the pump pylon with the mounting bracket on the fuselage, and lock the rear pin in place.
b. Ascertain that the coupling gaskets are in place, and connect the pump suction line to the subtank
and the pressure line to the spray control valve. Engage the couplings and safety wire.
c. Connect the fan brake control cable.
d. If pump assembly contains the emergency shutoff valve, connect the associated cable.
e. Check the assembly for rigidity and the connections for tightness.
14-llc. REMOVAL OF HYDRAULIC MOTOR AND SPRAY PUMP ASSEMBLY (Refer to Figure
14-4a.)
a. Ensure the spray system is evacuated of any harmful chemicals, and wash down all affected units.
b. Disconnect and remove spray hoses from the spray pump.
c. Remove the forward side access panels on the fuselage.
d. Remove the screws securing the pump assembly support panel to the forward belly panel.
e. Remove the screws fastening the belly panel to the aircraft and withdraw the panel.
f. Should the motor and spray pump unit require removal proceed with the following steps.
1. Disconnect the hydraulic lines from the drive motor and let them drain into a suitable con-
tainer. As soon as the lines are finished draining they should be capped to prevent contamination of the
system.
2. Cap the fittings on the hydraulic motor.
3. Ensure the pump assembly is properly supported and remove the bolts securing the pump
assembly to the support mount, and remove the unit from the aircraft.
g. The spray pump is connected to the hydraulic motor through an adapter which incorporates the
mount for the entire assembly. If just the spray pump is to be removedcontinue with the followinginstruc-
tions.
I. Make sure the spray pump is supported properly so it will not drop off whendisconnectedfrom
the motor and adapter.
2. Remove the two through bolts securing the pump to the adapter - mount.
3. The motor can now be removed in a similar manner as previouslydescribed in step f of these
instructions.
14- Id. INSTALLATION OF HYDRAULIC MOTOR AND SPRAY PUMP ASSEMBLY.
a. If the spray pump above has been removed, continue as follows:
1. Interconnect the spray pump, through the adapter, with the motor.
2. Rotate the spray pump till the bolt holes align with those in the adapter and motor.
3. Install and torque the bolts and nuts.
4. Reinstall belly and side panels.
5. Reconnect spray hoses.
Revised:1/21/81 DISPERSAL SYSTEM
2J3
2407
SEAL
VIEW A-A
BEDDING TUBE ASSEMBLY
TUBE
3.0"± .12
HEAT
Figure 14-3. Hopper Bedding Tube Installation
DISPERSAL SYSTEMS
Revised: 1/28/76
2J4
3081
1. SPRAY PUMP
2. INLET LINE ASSEMBLY OR OPTIONAL STRAINER
3. OUTLET LINE ASSEMBLY
4. BOX ASSEMBLY
5. PYLON MOUNT ASSEMBLY
6. QUICK-LOADER INLET LINE
7. SPRAY CONTROL VALVE
8. CENTER TUBE
9. CENTER BOOM ASSEMBLY
10. QUICK-LOADER VALVE / /
11. CONTROL ASSEMBLY - SPRAY VALVE
12. ROD ASSEMBLY - SPRAY CONTROL
13. OUTBOARD SPRAY BOOM
14. NOZZLE ASSEMBLY
15. STRUT ASSEMBLY
16. PRESSURE GUAGE
17. PUMP BRAKE HANDLE
I Figure 14-4. Wind Driven Liquid Dispersal System
DISPERSAL SYSTEMS Revised: 8/27/79

2J5
2835
PA-36-375ONLY
1. HEATEXCHANGER
2. RESERVOIR
3. HYDRAULICPUMP
4. HYDRAULICLINES
5. MOTORAND SPRAYPUMP ASSEMBLY
6. BOXASSEMBLY
7. QUICK-FILLINLETLINE
8. ELECTRICVALVEASSEMBLY
9. RELAYS
10. RESISTORS
11. CIRCUITBREAKER
12. SPRAYPRESSUREGAUGE
13. SPRAYPRESSUREADJUSTMENT
14. SWITCHASSEMBLY
15. HOPPER LOADINGINLETVALVE
16. SPRAYBOOM
17. SPRAYNOZZLES NOTE
18. STRUTASSEMBLY
I 19. HYDRAULICFILTER REFERTO TABLEXIV-I
FOR DISPERSALINFORMATION
Figure 14-4a. Hydraulic Driven Liquid Dispersal System
Revised: 7/20/81 DISPERSALSYSTEMS

2J6
B157
OIL FILLER,
DIP STICK a SCREEN
HEAT EXCHANGER
FILTER WITH
BY-PASS
HYDRAULIC I
PUMP I
RELIEF VALVE
BOOM PRESSURE
CONTROL KNOB
NEEDLE VALVE
SYSTEM
ON-OFF KNOB
BALL VALVE
SHAFT SEAL DRAIN
HYDRAULIC
MOTOR
SPRAY PUMP NOTE: Refer to Lubrication Chart for

type of Hydraulic Fluid.
Figure 14-4b. Hydraulic Spray System Schematic.
ADDED: 8/27/79 DISPERSAL SYSTEMS

2J7
2830
1. HYDRAULIC DRIVEN MOTOR

2. ADAPTER PLATE - MOTOR
3. ADAPTE PLATE - PUMP
4. MOTOR/PUMP CONNECTING BOLTS
5. OUTER BEARING - PUMP
6. INNER BEARING - PUMP
7. PUMP BODY
8. IMPELLER
9. IMPELLER HOUSING
10. EMERGENCYSHUTOFFVALVE
11. UPPERGATEHOUSING
12. GATE
13. LOWERGATEHOUSING
14. GATERETURNSPRING
15. GATESHAFT BEARING
16. WASHER
17. GATELEVER
11
-12
-13
14
Figure 14-4c. Hydraulic Driven Spray Pump Assembly
ADDED: 8/27/79
DISPERSAL SYSTEMS
2J8
b. If the entire spray pump and motor have been removed along with the mount proceed as follows:
I. Position the motor-spray unit mount and support panel on the bracket welded to the crossover
tube, and install the retaining bolts. Torque the nuts to the standard required torque as specified in Table II-
V.
2. With the spray pump and motor assemblyproperly assembled, connectthe unit to its support
mount via the adapter unit. Torque the bolts to their standard required torque as specified in Table II-V.
3. Remove the caps from the open hoses and tubing, and reconnect them to their proper fittings.
4. Check the fluid in the reservoir and using an automotive transmission fluid, Dexron II or
equivalent, add as required till the level reaches full mark on the cap probe. The capacity of the tank is
approximately 2 gallons or 8.5 liters.
5. Add at least 50 gallons of water to the hopper.
6. Start the engine and while operating it at idle for approximately 10min., periodically cycle the
system off and on, and occasionally reduce and increase the boom pressure.
-NOTE -
It may be necessaryto uncap the boom ends to allowpriming of the
spray pump.
7. Shut the engine down and inspect for leaks.
8. Check the fluid level in the reservoir and refill if necessary.
9. Reinstall belly and side panels.
10. Reconnect spray hoses.
14-12. REMOVAL OF HYDRAULIC PUMP. The hydraulic pump is located below and to the left of the
oil filter on the accessory housing. The pump is made accessibleby opening the right side engine cowling.
a. Disconnect the hydraulic lines from the pump. Cap the lines to prevent contamination.
b. Remove the pump by removing the pump attaching nuts and washers.
14-12a. INSTALLATION OF HYDRAULIC PUMP.
a. Place a new gasket into position on the engine.
b. Position the hydraulic pump over the gasket and secure with nuts and washers.Torque to 75 in.lbs.
c. Uncap the hydraulic lines and attach lines to pump.
d. Secure cowling.
14-13. REPAIR AND REPLACEMENT OF HYDRAULIC SPRAY SYSTEM COMPONENTS. Due

to the nature of the equipment of the hydraulic spray system, repair is limited to the replacement of a specific
unit, or replacement of component parts of the spray pump. This is an enclosedsystem and the only source
of potential contamination is on assembly and subsequent addition of hydraulic fluid. Included in this system
is a hydraulic oil filter which should be replaced every 600 hours or at the end of each season whichever
occurs first. (Refer to Figure 14-4a.)

2J9
14-14. ADJUSTMENT OF PUMP FAN BLADES. (Refer to Figure 14-6.) The high volume spray
systems equipped with plastic fan blades are ground-adjusted for pitch by turning the nut on the forward end
of the hub. Pitch indicator marks on the hub align with the forward edge of one of the blades. Maximum
pump output capability is achieved with the blades adjusted to the flattest pitch position which corresponds to
mark Number "2." Minimum or no pump rotation is achievedwith the bladesin the "F" position; the blades
are completely feathered in this position. (Refer to Paragraph 14-44 for additional information.)
CAUTION
Do not attempt to force the blades beyond the indicated pitch limits
or permanent damage may be incurred in the adjusting mechanism.
The optimum fan blade pitch position is one that providesa boom pressure slightly above the desired working
pressure, at working airspeed, with the spray valve full open. Refer to Operator's Manual for Pump
Operating Pressures. The birch wood blades on the low and medium volume spray systems are not ad-
justable.
14-15. FAN BRAKE CONTROL. (Refer to Figure 14-5.)The fan brake control is a manually operated
flexiblecable arrangement operated by a T-handle located in the right forward cockpit area. The brake is
engaged by pulling on the T-handle and then turning the handle until the ratchet mechanism is engaged. The
mechanism is self-adjusting, and subsequent positions of the T-handle when the brake is on will give an in-
dication of brake system wear. Repair is limited to the replacement of the cable assembly.
Revised:1/21/81 DISPERSAL SYSTEMS

2J10
2596
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
32A
I 32B
Figure 14-5. Air Driven Spray Pump and Control Valve Installation

2J11
14-16. EMERGENCY DUMP CONTROL. The subtank gate and control mechanism serves as an
emergency dump valve. The gate control handle operates forward to open and aft to close. A safety latch is
provided, and, when engaged, the stop override button must be pushed to initially unlatch the gate
mechanism. Refer to Paragraph 14-36 for gate adjustments. Gate travel stops (item 55 of Figure 14-12)
prevent the gate mechanism from travelingover center.
14-17. SPRAY CONTROL VALVE. The spray control valve is a three port, ball type valve with
recirculation flow, and an adjustable boom back-suction feature built into the closedposition. The valveis
mounted on the left side of the subtank and controlled manually from the cockpit.
14-18. REMOVALAND INSTALLATIONOF SPRAYCONTROLVALVE. (Refer to Figure 14-5.)

a. Disconnect the control valve rod at the valve.
b. Loosen the hose clampsat the valve.
c. Remove the three bolts that attach the valveto the adapter and remove the valve.
d. Inspect the valve for proper operation and the seals for leakage.
e. Check the condition of the gasket and replace, if necessary.
f. Reinstall the valve in reverse order of removal and check for proper operation when installed.
4-18a. SPRAY CONTROL VALVE. (Electrically Operated.) (Refer to Figure 14-5.) This consists of
an electrically operated valve, a pilot operated adjustable stop assembly (for wind driven systems), power
relays, resistors, circuit breakers, wiring and a control stick grip with momentary switches.
The electrically operated valve is controlled by two momentary push buttons on the control stick grip.
The top push button opens the valve and the side push button closesthe valve.The valveoperates very rapidly
and it is only necessaryto push the desired button for approximately one second or lessto operate the valve in
either direction.
CAUTION
Avoid depressing either button for more than the time necessaryto
normally operate the valve. If either push button is held down too
long, the motor may overheat and a thermal circuit breaker built
into the motor may be activated and break the electrical circuit.
This thermal circuit breaker will reset itself after a short period of
time. However, the valve will not operate during the time that the
circuit breaker is activated.
A pilot operated adjustable stop assemblyis used to control the spray valve open position,and thereby the
spray boom pressure, with wind driven pumps. This adjustable stop is located on the electric valve assembly
and is operated through a flexibleshaft connectedto a control knob mounted just forward of the power plant
controls. The adjustable stop can be moved only with the valve in the closed position. An indicator pin at the
cockpit control assemblyshows the position of the adjustablestop. It is suggestedthat calibration checks for
proper setting of this stop for desired spray output be conducted prior to any actual spraying operations.
14-18b. REMOVAL OF ELECTRIC SPRAY VALVE. (Refer to Figure 14-5.)
a. Disconnectthe coupling betweenelectricspray valveand the line assemblyto the spray pump outlet.
b. Disconnect the flexible shaft from the adjustable stop on the valve assembly.
c. Disconnect the wires connected to the valve assemblies.
d. Hand support the valve assembly while removing the three bolts securing the assembly to the
adapter (secured to the subtank).
e. Remove the electric spray valve and the adjoining gasket.

A684
NOTE
REFER TO PIPER SERVICE LETTER
NO. 727 FOR SPRAY PUMP
WINDMILL MODIFICATION.
NOTE
REFER TO PARAGRAPH 14-44 FOR
WINDMILL HUB MODIFICATION
AND BLADE REPLACEMENT. ADJUSTING NUT
Figure 14-6. Fan Blade Adjustment (HighVolume System)
14-18c. INSTALLATION OF THE ELECTRIC SPRAY VALVE. (Refer to Figure 14-5.)

a. Check for soundness of the gasket and reassemble with valve to the adapter, securing with
previouslyremoved bolts, washers, and nuts.
b. Reconnect the two electrical connections such that the top button on the grip opens the valve and
the side button closes the valve.
c. Position the flexibleshaft input to the valve in its most extreme clockwiseposition (as viewedwhen
facing end of shaft input) and position the flexibleshaft to its most counterclockwiseposition (as viewedwhen
facing end of flex shaft). Make the flexible shaft connection to the valve assembly.
14-19. PLUMBING. The plumbing consists of tubular aluminum and hose connections that allow liquid
chemicals to be pumped from the hopper through the spray control valveto the center boom and strainer,
then to the outer booms and nozzles. The pressure gaugeis connected to the center boom assembly.
14-20. INSPECTION OF PLUMBING. Inspect the plumbing for cracks and corrosion. Check the general
condition of the O-ring seals. Inspect the strainer cap and over-center latching mechanism for tightness.
Checkall hose connections for tightness and deterioration.
14-21. STRAINER (SERVICE). (Refer to Figure 14-7.) The strainer should be removed and cleaned after
each spray period. Remove the strainer as follows:
a. Drain any residual spray material from the strainer before opening fully by slightly cracking the
latching mechanism.
b. Unlatch the mechanismand remove the strainer.
c. Flush the strainer clean with a suitable solvent and dry with compressedair. Check the condition
of the O-ringseal.
d. Install the strainer assembly and check the cap for tightness.
2J13
1. STRAINER ASSEMBLY
2. PRESSURE LINE
3. PRESSURE GAUGE TUBE
4. CENTER BOOM ASSEMBLY
5. BRACKET
6. COUPLING
7. CLAMP
8. SAFETY WIRE
9. STRUT ASSEMBLY
10. BOLT ASSEMBLY
11. OUTER BOOM ASSEMBLY
12. FITTING
13. OUTBOARD STRUT ASSEMBLY
14. CAP
15. AIR BLEED TUBE
16. RIGIO TUBES OVER FLEX HOSES
Figure 14-7. Boom Assemblyand Installation
DISPERSAL SYSTEMS Revised:8/31/76

2J14
14-22. BOOM ASSEMBLY.The spray boom assembly is a simple, quick disconnect type, tubular
aluminum hydraulic plumbing configuration that allows a precise, even dispersal of liquid chemicals
throughout the various flow rates.
The spray boom consists of a center boom and strainer assembly and a right and left outer boom
assembly.The strainer contains a screen and a quick release cap. The center boom is connected to the spray
control valve line and is suspended from the fuselage bottom by quick release type clamps. The center
boom contains the tap for the pressure gauge and also includes six, or four spray nozzles on the high,
medium or low volume spray systems. The right and left outer booms contain 30 (high volume), 20
(medium volume) or 10 (low volume) spray nozzles each and are connected to the center boom assembly
by quick release type fittings. The outer booms are suspended from the wingsby detachable struts and can
be rotated to allow variable nozzle positions.
14-23. REMOVAL OF BOOM ASSEMBLY.(Refer to Figure 14-7.) The procedure is the same for
removal of right and left outer booms.
a. Loosen the clamps that attach the outer booms to the strut assemblies,and slide the clamps away
from the struts.
b. Remove the safety wire from the coupling levers on the center boom assembly, and release the
coupling. Slide the outer boom outboard to disengagethe outer boom from the center boom, and remove
the outer boom from the aircraft.
c. Loosen the top bolt on the struts, remove the bottom bolt, and disconnect the struts from the
aircraft.
d. Disconnect and remove the outboard strut assemblyfrom the aircraft.
e. Remove the center boom by disconnecting the tube at the pressure gaugefitting on the fuselage
bottom, and install a cap on the fitting.
f. Loosen the pressure line clamp at the spray control valve.
g. Loosen the clamps that attach the center boom to the fuselage brackets, slide the clamps over the
ends of the brackets, and lower the center boom and pressure spray tube from the aircraft.
14-24. INSPECTION OF BOOM ASSEMBLY. Inspect the boom assembly for loose fittings, corrosion,
cracks and cloggednozzles. Clean or replace as necessary.
14-25. INSTALLATION OF BOOMASSEMBLY.The procedure is the same for installation of the right
and left outer booms. (Refer to Figure 14-7.)
a. Connect the spray tube assemblyto the center boom assembly.
b. Raise the center boom into position and slide the clamps over the fuselageattaching brackets.
c. Connect the spray tube to the spray control valve and tighten the clamp.
d. Connect the pressure gauge tube to the pressure gauge fitting on the fuselagebottom and tighten.
e. Connect the strut assembliesto the aircraft wing.
f. Raise the outer boom into position and engage the coupling on the center boom. Tighten the
clamps that attach the outer booms to the struts and safety wire the coupling with .032 stainless steel wire.
h. Check couplings for proper engagementand all connections for tightness.
14-26. NOZZLES.
14-27. REMOVALAND DISASSEMBLYOF NOZZLES. (Refer to Figure 14-8.)

a. Hold the nipple and turn the nozzle using a wrench on the nozzle body.
b. To disassemble the nozzle, hold the outlet up and remove the orifice and strainer. The diaphragm
assemblymay be removed by hand. Carefully note the relationship of internal parts for reassembly.

2J15
C703
1. RETAINING CAP
2. DIAPHRAGM
3. VALVE SEAT
4. NOZZLE BODY
5. STRAINER
6. CORE - 2
7. ORIFICE
Figure 14-8. Spray Nozzle Assembly
14-28. REASSEMBLYAND INSTALLATIONOF NOZZLE. (Refer to Figure 14-8.)

a. Clean nozzle parts with a suitable solvent and dry with compressed air.
b. Reassemblethe nozzle in reverse order of disassembly.
c. Coat male threads on nipple with Parker Sealube or equivalent and install nozzle in the boom
assembly.
14-29. PRESSUREGAUGE. The spray boom system is equipped with a combination pressure and vacuum
gauge located in the upper instrument panel. The gauge is connected by a tube to the center spray boom
assembly. The pressure side of the gauge (0-150 scale) indicates pressure in the spray boom when liquid is
flowing through the spray control valve to the outer booms. The vacuum side of the gauge (0-30 scale)
indicates negative pressure in the spray boom created by the back-suction effect of the liquid recirculating
through the spray control valve back into the subtank. Refer to Paragraphs 10-5and 10-6for gauge removal
and installation.
14-30. QUICK LOADER SYSTEM. The quick loader system is a tubular plumbing and valve arrangement
that allows liquid chemicals to be loaded into the hopper from the fuselage sides. Three installations are
available: a left side, a right side and a dual installation. A flapper type check valve in the subtank prevents
fluid from draining back into the bottom loading tube.
The system should require little attention; however, if reason exists to remove the system, proceed as
follows:
a. Remove the fuselage side panels aft of the cockpit and the fuselage bottom panels aft of the
subtank.
Revised:9/1/78 DISPERSAL SYSTEMS

2J16
2364
15
Figure 14-9. Quick Loading System Installation
REVISED: 1/19/78 2J17 DISPERSAL SYSTEMS

b. Disconnect the valve by loosening the hose clamp at the valve and removing the bolts from inside
the fuselage.
c. Disconnect the clamps and fasteners that attach the loading tube to the fuselage,and remove the
assemblyfrom the aircraft.
d. Inspect the tubes and valvesfor cracks, corrosion and deterioration.
e. Flush parts clean and install in reverse order of removal.
f. Check all clamps for tightness, valvesfor proper operation, and system for leakage.
CAUTION
Ground loading equipment must not exceed 100 psi loading
pressure.
14-31. SPRAY SYSTEMSHUTOFF VALVE. (Refer to Figure 14-10.) The spray system shutoff valveis a
flapper type valve located at the spray pump inlet opening in the subtank. The valve is controlled by a
T-handle located in the cockpit, and when closed shuts off the flow of liquid to the spray pump. The valve
also serves to seal the pump inlet opening when the hopper is used for dry material.
Inspect the valve and control installation to be certain the valveis fully open when the control handle
is pushed downward against the console. Adjust the clevison the control linkage to obtain the correct valve
position.
14-31a. EMERGENCY SHUTOFF VALVE. (Refer to Figure 14-10.)The emergency shutoff valve replaces
the spray system shutoff valve described in paragraph 14-31. It is a spring-loaded sliding gate type valve
located on the inlet side of the pump assembly.The valveis controlled by the T-handle located in the cockpit,
and when closed shuts off the flow of liquid to the spray pump.
When spraying chemicals with high particulate concentration or the tendency to gum, be sure to clean the
shutoff valve thoroughly. Actuate the valve several times while flushing the system with water. If the spray
system has been inactive and allowed to dry out, check the valve operation prior to the resumption of spray
applications. Furthermore, check the valve for free operation during 100-hour inspections.
14-32. DRY MATERIALDISPERSALSYSTEM.
14-33. DESCRIPTION. The dry material dispersal system consists of a hopper, a subtank and gate control,
an agitator installation, and an adjustable dry material spreader.
The subtank gate controls the flow of dry materials from the hopper to the venturi type dry material
spreader. The gate is controlled manually from the cockpit and is latched into the closed position by the
over-center action of the mechanical linkage. A safety latch is also incorporated into the mechanism. The
agitator is contained within the subtank and is driven by an electric motor through a 90 gear reduction
box. The agitator is automatically activated by operation of the gate control handle. The dry material
spreader is an adjustable inlet, venturi type spreader. The forward portions of the internal vanes are
horizontally ground-adjustable, and the forward lower airfoil section is vertically ground-adjustable at the
forward end. Removabledeflector vanes are incorporated,on the upper surface of the spreader.
14-34. HOPPER. The same hopper application is used for the dry and liquid dispersal systems, however, a
38 cubic foot hopper is offered and designed primarily for dry materials. Refer to Paragraphs 14-5 and 14-8
for hopper removal and installation.
Revised:9/1/78 DISPERSALSYSTEMS
2J18
2359
1. BOX ASSEMBLY
2. GASKET
3. SHUTOFF VALVE ASSEMBLY
4. LINKAGE ASSEMBLY
S. TUBE ASSEMBLY
6. UPPER ARM ASSEMBLY
7. LOWER ARM ASSEMBLY
8. CAP PLUG
9. CLEVIS
10. JAM NUT
11. CLAMP
12. PIN
13. BUSHINGS
14. CONTROL ASSEMBLY
IS. BRACKET ASSEMBLY
16. TY-SM TY-RAP(4 PLACES)
Figure 14-10. Spray System Shutoff Valve Installation
Revised:9/1/78 2J9 DISPERSAL SYSTEMS

2J19
14-35. SUBTANK GATE CONTROL. (Refer to Figure 14-11.) The subtank gate control consists of a
manual control handle with a safety latch and an over-center type latching mechanism. The entire gate
control assemblymay be removed by using the followingprocedure:
a. - Unlatch the gate control handle and allow the gate to swingopen.
b. Disconnect and remove the gate actuating rod.
c. Disconnect the links from the gate; remove the bolts that attach the over-center lock mechanism
to the subtank, and remove the mechanism from the aircraft.
d. To remove the control handle assembly, it is necessaryto remove the rubber boot on the fuselage
bottom and remove the appropriate fuselage bottom panels to gain access to the handle and tube assembly.
e. Remove the bolt that attaches the handle to the tube; loosen the clamp on the rubber boot in the
cockpit, and pull the handle up through the stop assembly.
f. The tube assembly may be removed from the aircraft by removingthe bolts that attach the tube
to the frame. Carefully note the position and size of the washers in relation to the tube assembly to
facilitate reinstallation.
g. Clean and inspect parts for wear; pay particular attention to the condition of the rubber boot on
the fuselage bottom. A defective boot could allow chemicalsto enter the fuselage.
h. Reinstall the assemblyin reverse order of removal. Refer to Paragraph 14-36 for adjustments.
NOTE
End play in the tube assembly should not exceed .030 of an inch.
14-35a. REPLACEMENT OF SUBTANK GATE SEAL. (Refer to Figure 14-11.)
a. If the hopper gate seal (36, Figure 14-11)showssignsof being chewed,worn or damaged to such an
extent that would prevent a tight seal, it should be replaced.
b. Remove damaged seal(36) from hopper gate assembly(35).Care should be taken not to damage the
metal lips which secure the seal in place.
c. Carefullyclean all remnants of the old seal from the hopper gate assembly before proceeding.
d. Apply Permatex No. 5 to the surface of the sealwhich will mate with the surface of the hopper gate
assembly.
e. It is recommended that the outer edge of the seal be inserted first, at the same time taking care to
orient the corners of the seal with the four corners of the stainless steel retainer (37).
f. Press the inner edges of the seal under the edge of the stainless steel retainer (37).
g. Wipe off excess Permatex.
h. After installation of the seal, refer to paragraph 14-36for adjustment of the gate control.
Added: 9/1/78 DISPERSALSYSTEMS

2J20
14-36. ADJUSTMENT OF SUBTANK GATE AND CONTROL. (Refer to Figure 14-11 and 14-12). The
factory adjustment of the subtank gate is determined by liquid sealing requirements. The force required to lock
and seal the hopper gate should not exceed 30 pounds measured at the cockpit handle. Adjust the rod end on
the gate control rod to provide the required force. If the gate control handle rod end adjustment does not
suffice, continue with the following;
1. Make sure all contents are drained from the hopper and the spray system is flushed out.
2. Release the gate control handle such that the gate hangs open.
3. Disconnect the rod end from the fitting on the hinge-torque tube assembly.
4. Loosen the backup nuts on the hinge bolts and carefully push on the hinge links such that the
gate just comes in contact with the subtank flange.
5. With the gate held in position loosen or tighten the appropriate support nuts until the gate is
evenly seated on the subtank flange so that a piece of paper will just slide between them.
6. Tighten the backup to within a quarter turn after surface contact.
7. Push on the hinge links until they travel overcenter and lock the gate against the subtank
flange.
8. Reconnect the handle mechanism rod end bearing to the tube fitting and adjust the pull.
9. Fill the tank with water and check for leaks. If the water leaks around the seal, loosen the
backup nuts and turn each support nut one full turn only. Should there still be any leaks repeat this process
and upon reaching step 5, tighten the backup nuts one full turn each making sure the gate seats evenly. Now if
the gate leaks but only in one area, relieve the backup nut for that considered area and tighten the support nut
(not exceeding allowable torque valves) till the leak stops.
14-37. AGITATOR ASSEMBLY.
14-38. REMOVALOF AGITATOR ASSEMBLY.(Refer to Figure 14-13.)

a. Place the agitator rocker switch in the OFF position.
b. Disconnect the agitator drive motor electrical leads and remove the motor from the supports.
c. Remove the bolts and the screwsfrom the drive gear box supports and remove the drive gear box.

2J21
2434
1. PLUNGER ASSEMBLY, GATE CONTROL 40. BRACKET ASSEMBLY, TORQUE TUBE
2. SPRING BEARING
3. ROD ASSEMBLY 41. TORQUE TUBE ASSEMBLY. HOPPER
4. SPRING, GATE CONTROL, STOP 42. BOLT ASSEMBLY
5. HANDLE ASSEMBLY 43. BOLT ASSEMBLY, HOPPER GATE HINGE
6. WASHER 44. PLUG
7. BOLT 45. LINK, TORQUE TUBE, LOCKING
8. KNOB, CONTROL STOP 46. BUSHING
9. STOP ASSEMBLY, GATE CONTROL 47. ARM, HOPPER GATE
10. STOP ASSEMBLY, LEVER CONTROL 48. NUT (MS21045C4)
11. SCREW, CONTROL STOP 49. WASHER (AN960C416L)
12. BEARING 50. TORQUE TUBE ASSEMBLY
13. BEARING, SCREW RETAINER 51. BEARING (FF520-15)
14. COVER ASSEMBLY, GATE CONTROL LEVER 52. FRAME ASSEMBLY
15. ROD, STOP GUIDE 53. WASHER (AN960C416L)
16. PAWL, GATE CONTROL 54. BUSHING (PIPER 97500-22)
17. CLAMP 55. GATE STOP
18. BOOT 56. BRACKET
19. TUBE ASSEMBLY, GATE HANDLE
20. GASKET, HOPPER CONTROLS
21. COVER, BOOT, HOPPER CONTROLS
22. TORQUE TUBE ASSEMBLY, HOPPER GATE
23. BOOT
24. CLAMP
25. NUT
26. ROD ASSEMBLY, GATE CONTROL
27. COVER, BOOT, HOPPER CONTROLS
28. BOLT ASSEMBLY
29. BEARING
30. GASKET, HOPPER ASSEMBLY, SIDE
31. GASKET, HOPPER ASSEMBLY, REAR
32.' GASKET, HOPPER ASSEMBLY, FRONT 19
33. PLUG
34. SUBTANK ASSEMBLY, HOPPER
35. GATE ASSEMBLY, HOPPER
36. SEAL, HOPPER GATE
37.' RETAINER ASSEMBLY, HOPPER GATE
38.1 BOLT ASSEMBLY
39. BUSHING
31
NOTE: USE AN960-C416 OR AN960-C416L WASHERS

AS REQ. TO LOCATE HANDLE AND REDUCE TORQUE
TUBE END PLAY BELOW .030 BEFORE TIGHTENING
BOLTS. SKETCH A
Figure 14-11. Subtank Gate Control

2J22
1.SUBTANK
2. GATECONTROLROD- RODEND
3. BACKUPNUT
4. SUPPORTNUT
5. RUBBERGATE SEAL
6. BACKUPNUT
7. SUPPORTNUT
8. HINGEBOLT
Figure 14-12. Adjustment of Subtank Gate and Control

2J23
2366 1. DRIVE MOTOR

2. COUPLING
3. MOUNTING BRACKET
4. DRIVE GEAR BOX
5. MOUNTING BRACKET
6. PACKING SEAL
7. BEARING
8. NUT
9. NUT
10. SHAFT COUPLING BOLT
11. DRIVE SHAFT
12. MOUNTING BRACKET
13. MOUNTING BRACKET
14. SUBTANK
15. LEAFSPRING
16. SWITCH
17. HANDLE
II. AGITATOR GUIDE
19. AGITATOR
20. BEARING
21. SLEEVE
Figure 14-13. Agitator Installation

2J24
d. Unlatch the subtank gate control handle and allow the gate to swing open in order to gain access
to the agitator.
e. Remove the agitator shaft coupling bolt (10), and remove the shaft (11) and bearing (7) from the
subtank.
f. Remove the bolts that attach the sleeve and bearing assembly to the subtank.
g. Remove the lower agitator guide (18) and lower the agitator from the subtank.
h. Remove the nuts (8 and 9) from the subtank and check the condition of the packing seal (6).
i. Clean and inspect parts for wear and replace, if necessary.
14-39. INSTALLATIONOF AGITATOR ASSEMBLY.(Refer to Figure 14-13.)
a. Install plate and gasket on left side of subtank, if previouslyremoved.
b. Install nuts (8 and 9) and packing seal (6). Use thread sealant compound on nuts and safety wire.
c. Install sleeve and bearing assembly on the agitator shaft.
d. Position the agitator in the subtank and bolt the lower guidein place.
e. Bolt the sleeve and bearing assembly to the subtank with bolt heads on the inside of the subtank.
f. Position the bearing (7) and insert the drive shaft (11) through the nuts and into the agitator.
Install the coupling bolt (10).
g. Install the drive gear box and motor, and connect the motor electrical leads.
h. Check the couplingsfor proper engagement,alignment and tightness.
i. Perform an operational check on the assembly.
14-40. AGITATOR CONTROL SWITCH.The agitator control switch is located in the console and is
activated through a leaf spring by the subtank gate control handle. Operating the gate control automatically
activates the switch. No adjustment is provided on the switch.
14-41. SPREADER ASSEMBLY.
14-42. INSTALLATION AND REMOVAL OF SPREADER. (Refer to Figure 14-14.) The spreader is
equipped with quick release type attachments. To install the spreader, connect the front attachments to the
subtank; raise the spreader in place, and latch the rear attachments. Secure the latch mechanism with
locking pin.
14-43. CLEANING DISPERSAL EQUIPMENT. The dispersal equipment should be flushed clean after
each period of operation and before changingto a different type chemical.
a. Liquid Spray System Cleaning.
1. To clean the system thoroughly, remove the spray equipment from the aircraft. Remove the
caps on the outer booms and remove the strainer assembly.
2. Mix a solution of ammonia and water to a ratio of one quart to one gallon, and completely
flush the parts using a pressure spray; follow by rinsing with clean water.
3. Open the subtank gate and completely flush the hopper and subtank down through the
hopper door.
4. Allow the equipment to air dry.
b. Dry Material System Cleaning.
1. Remove the spreader from the aircraft, and flush clean with pressurizedwater spray.
2. Open the subtank gate and flush the hopper and subtank assembly down through the
hopper door.
3. Allow the system to air dry.
CAUTION
Observe the necessary safety precautions when cleaning dispersal

equipment. (Refer to Paragraph2-55.)

2K1
2353
1. AGITATOR
2. SUBTANK
3. AGITATORDRIVECONTROLSWITCH
4. SUBTANKGATECONTROLHANDLE
5. SPREADER
6. LATCH
7. QUICKRELEASEFASTENER
8. SUPPORT,FLAPARM
9. LATCHASSEMBLY
10. SPREADER SUPPORT
11. LOCKPIN
Figure 14-14. Dry Material (Spreader) Installation

2K2
14-44. WINDMILL ASSEMBLY (6645) MODIFICATION. To allow replacement of the old windmill
blades P/N 6649-33, which required periodic removal and boiling per Agrinautics Service Bulletin No.
SP74-1 to maintain their flexibility, with newer replacement blades P/N 66490 refer to latest revision
Agrinautics Service Bulletin No. SB76-3, and PA-36 Parts Catalog.
NOTE
Old blades P/N 6649-33 will not fit on new or modified hubs, and
new blades P/N 66490 will not fit on old hubs unless the hub has
been modified per Agrinautics Service Bulletin No. SB76-3.
HYDRAULICALLY DRIVEN SPRAY SYSTEM

I TABLE XIV-I. AVAILABLE BOOM PRESSURES AT 2250 ENGINE RPM
Number Nozzle Max. Boom Max. Flow

of Size Pressure Rate
Nozzles (S.S. 4464) (Psi) (GPM)
66 D 12-56 30 142.0
34 D 12-56 48 88.9
24 D12-56 59 69.6
66 D 12-45 50 95.5
34 D 12-45 67 54.7
24 D 12-45 66 38.4
66 D8-45 64 70.3
34 D8-45 69 37.1
24 D8-45 68 26.1
66 D4-45 73 29.4
34 D4-45 70 14.9
24 D4-45 68 10.4
Revised: 12/10/79 DISPERSAL SYSTEM

2K3
14-45. SUBTANK ASSEMBLY.
14-46. REMOVAL OF SUBTANK.

a. Remove the nut, washers and bolt which secure the gate control rod to the hopper torque tube.
b. Remove the nuts, washers and bolts which secure the subtank to the hopper and remove the subtank
from the aircraft.
14-47. INSTALLATION OF SUBTANK.

a. Remove all traces of gasket and sealing compound from the hopper and subtank mating surfaces.
b. Apply Permatex #2 sealing compound to the mating surfaces of the hopper and subtank assemblies.
c. Place the gasket in position on the subtank assembly, place the subtank into position on the hopper
and secure with bolts, washers and nuts.
d. Attach the gate control rod to the hopper torque tube with appropriate nut, washers and bolt.
DISPERSAL SYSTEM Added: 10/20/80

2K4
2K5 THRU 2L24
INTENTIONALLYLEFT BLANK
2K5

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BRAVE

AEROFICHE EXPLANATION AND REVISION STATUS

Conversion of Aerofiche alpha/numeric code numbers:

THIS PAGE INTENTIONALLY LEFT BLANK

I INTRODUCTION ................................... 1A11

AEROFICHE CARD NO.2

VIIIB POWER PLANT- LYCOMING 375 .................. 2A9

LIST OF ILLUSTRATIONS (cont)

LIST OF ILLUSTRATIONS (cont)

LIST OF ILLUSTRATIONS (cont)

LIST OF ILLUSTRATIONS (cont)

Electrical Schematics for Section XI, see Grid No. 2F10

Leading Particulars and Principal Dimensions .............................. IA19

1-1. General ................................................ 1A12

1-4. FUSELAGE. The fuselagestructure is heli-arcwelded4130steel tubing, externally corrosion proofed by

INTRODUCTION Revised: 10/20/80

stabilizer (fin), rudder, horizontal stabilizer

1-9. ENGINE AND PROPELLER.

reticulated poly-urethane safety foam (Safom)

HANDLING AND SERVICING

2-1. Introduction ........................................................... 1A16

2-33. Propeller ................................................................. B23

2-1. INTRODUCTION.This section contains routine handling

Revised: 1/19/78 1 A16 HANDLINGAND SERVICING

Figure 2-1. Three View of PA-36-285

Figure 2-la. Three View of PA-36-300 and PA-36-375

(1) MEASUREMENT TAKEN AT 30 INCH STATION.

-TABLEII-I. LEADING PARTICULARSAND PRINCIPALDIMENSIONS

PROPELLER STANDARD OPTIONAL

(1) REFER TO LATEST REVISION LYCOMING SERVICE INSTRUCTION NO 1070

SERVICE INSTRUCTION NO. 1070.

HANDLING AND SERVICING

TABLEII-I. LEADINGPARTICULARSAND PRINCIPLEDIMENSIONS

Type Conventional With Steerable Tail Wheel

Gross Weight(Normal) 3900 lbs.

4800 LBS.375 MODELSONLY

Stabilator OverallSpan 13.15 ft.

Airplanes serial numbers 36-730001 to 36-7460041 Inclusive and PA-36-375 airplanes

Figure 2-2. Station Reference Lines

TOP VIEW LEFT WING

Figure 2-3. Access Plates and Panels

Revised: 3/23/84 HANDLING AND SERVICING

Figure 2-3. Access Plates and Panels (cont)

Revised: 1/19/78 HANDLING AND SERVICING

TABLE II-II. CONVERSION TABLES

3. Procedure for Converting Inches to Millimeters. (Refer to Table II-II.)

A. Example: Convert 1.5 inches to millimeters.

(1) Read down inches column to 1. inches.

(1) 70F = 21.1°C.

Added: 10/20/80 HANDLING AND SERVICING

TABLE 11-11. CONVERSION TABLES (cont)

Added: 10/20/80 HANDLING AND SERVICING

TABLE II-1. CONVERSION TABLES (cont)

THIS SPACE INTENTIONALLY LEFT BLANK

Added: 10/20/80 HANDLING AND SERVICING

TABLE II-II. CONVERSION TABLES (cont)

Example: To convert 20°C, to Fahrenheit, find 20 in the center column

Added: 10/20/80 HANDLING AND SERVICING

TABLE II-II. CONVERSION TABLES (cont)

MULTIPLY BY TO OBTAIN MULTIPLY BY TO OBTAIN

CENTIMETERS 0.3937 IN. KILOGRAMS 2.205 LB.

FEET 0.3048 METERS OUNCES, FLUID 29.57 CU. CM.

FLUIDOZ 8 DRAM POUNDPER 0.0703 KG.-CM