MM 761-523

AIRPLANE
MAINTENANCE
MANUAL
CARD1OF7
PA-42CHEYENNE
III
PA-42-720
CHEYENNE
IIIA
THIRDEDITION
PIPERAIRCRAFTCORPORATION
(PARTNUMBER
761523) January
9,1998
1A1
Publishedby
TechnicalPublications
Piper Aircraft Corporation

2926Piper Drive
VeroBeach, Florida 32960
U.S.A.
Memberof GAMA
GeneralAviation
ManufacturersAssociation
1A2
PIPER AIRCRAFT
PA-42/42-720
AIRPLANE MAINTENANCE MANUAL
INTRODUCTION
This PIPER AIRCRAFTMaintenanceManual is preparedin accordancewith the GAMA (General Aviation

ManufacturersAssociation)format. This maintenancemanual is divided into various Groups which enable a
broad separationof contents(Chapters)withineach group.
The various Chaptersare broken down into major systems such as Electrical Power,Flight Controls, Fuel,
LandingGear, etc. The System/Chaptersare arrangedmore or less alphabeticallyrather than by precedenceor
importance. All System/Chaptersare assigned a number, which becomes the first element of a standardized
numbering system. Thus the element "32" of the number series 32-00-00 refers to the System/Chapter on
"LandingGear". All informationpertainingto the landinggear will be coveredin this System/Chapter.
The major System/Chaptersare then broken down into Sub-System/Sections.These sectionsare identifiedby
the secondelement of the standardizednumberingsystem. The number "40"of the basicnumber series 32-40-00
is for the "Wheelsand Brakes"portionof the landinggear.
The individualunits within a Sub-System/Sectionmay be identified by a third element of the standardized
numbering system, such as 32-40-01. This number could be assigned by the manufacturerto fit the coverage
requirementsof the publication.
Example:
CHAPTER/SYSTEM SUB-SYSTEMS
LANDING GEAR WHEELS AND BRAKES
32-40-01
UNITS
IINDIVIDUAL
NOSE WHEEL REMOVAL
This manual does not contain hardware callouts for installation. Hardware callouts are only indicated where a
special application is required. To confirm the correct hardware used, refer to the PA-42/42-720 Parts Catalog
P/N 761 818, and FAR 43 for proper utilization.
WARNINGS, CAUTIONS, and NOTES are used throughout this manual to emphasize important information.
- WARNING -
OPERATING PROCEDURES, PRACTICES, ETC., WHICH MAY RESULT IN

PERSONAL INJURY OR LOSS OF LIFE IF NOT CAREFULLY FOLLOWED.
- CAUTION -
OPERATING PROCEDURES, PRACTICES, ETC., WHICH IF NOT

STRICTLY OBSERVED MAY RESULT IN DAMAGE TO EQUIPMENT.
- Note -
An operatingprocedure,condition,etc., whichis essentialto emphasize.
Introduction
Page 1
11A3
A3 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCEMANUAL
AEROFICHE EXPLANATION AND REVISION STATUS
The Maintenance Manual information incorporated in this set of Aerofiche cards has been arranged in
accordance with the general specifications of Aerofiche adopted by the General Aviation Manufacturer's
Association,(GAMA). The informationcompiledin this AeroficheMaintenanceManualwill be kept currentby
revisions distributed periodically. These revisions will supersede all previous revisions and will be complete
Aerofichecard replacementsand shall supersedeAerofichecards of the same numberin the set.
Conversionof Aerofichealpha/numericcodenumbers:
Firstnumberis the Aerofichecard number.
Letteris the horizontalline referenceper card.
Secondnumberis the verticalline referenceper card.
Example:2J16 = Aerofichecard numbertwo of givenset, Grid locationJ16.
To aid in locatingthe various chaptersand related serviceinformationdesired,the followingis provided:
1. A complete manual System/Chapter Index Guide is given for all fiche in this set.
2. A complete list of Illustrations is for all fiche in this set following System/Chapter Index.
3. A complete list of Charts is for all fiche in this set following list of illustration.
4. A complete list of paragraph titles and appropriate Grid location numbers is given at the beginning of each
Chapter relating to the information within that Chapter.
5. Identification of Revised Material:
Revised text and illustrations are indicated by a black vertical line along the left-hand margin of the frame,
opposite revised, added or deleted material. Revision lines indicate only current revisions with
changes, additions to or deletions of existing text and illustrations. Changes in capitalization, spelling,
punctuation, indexing, the physical location of the material or complete page additions are not
identified by revision lines.
A reference and record of the material revised is included in each chapter's Table of Contents/Effectivity.
The codes used in the effectivity columns of each chapter are defined as follows:
TABLE OF CONTENTS/EFFECTIVITY CODES
Original Issue: None

First Revision: RevisionIndication,( 1RMonth-Year)
Second Revision: RevisionIndication,(2R Month-Year)
All subsequentrevisionswill followwith consecutiverevisionnumbers
such as 3R, 4R, etc., along with the appropriatemonth-year
Added Subject: RevisionIdentification,(A Month-Year)
Deleted Subject: RevisionIdentification,(D Month-Year)
Introduction
Page 2
Reissued: December 31, 1989
1A4
PIPER AIRCRAFT
PA-42/42-720
AIRPLANE MAINTENANCEMANUAL
AEROFICHE EXPLANATIONANDREVISION STATUS(continued)
6. Revisionsto this MaintenanceManual761 523 issuedDecember1, 1979are as follows:
Effectivity Publication Date Aerofiche Card Effectivity
ORG791201 December 1,1979 1, 2, 3, 4 and 5

CR860401 February 28, 1987 1, 2, 3, 4, 5 and 6
CR891231 December 31, 1989 1,2,3,4,5 6and7
IR 980109 January 9, 1998 1, 2,3, 4, 5, 6 and 7
The date on Aerofiche cards can not preceed the date noted for the respective card effectivity. Consult the latest
Aerofiche card in the series for current Aerofiche card effectivity.
Introduction
Page 3
1A5 Interim Revision:January 9, 1998
PIPER AIRCRAFT
PA-42/42-720
SERIAL NUMBER INFORMATION
PA-42, CHEYENNE III - 1978

Serial Numbers 42-78000001,42-7800002, 43-781003 and 42-7801004
PA42, CHEYENNE III- 1980
Serial Numbers 42-8001001 to 42-8001030 inclusive
PA42, CHEYENNE III- 1981
PA-42-720, CHEYENNE IIIA - 1983
Serial Numbers 42-8301001, 42-8301002 and 42-5501003
to 42-5501010 inclusive
* Serial Numbers 42-5501011 to 42-5501025 inclusive
PA-42-720, CHEYENNE IIIA -1986
Serial Number 42-5501039
* Serial Numbers 42-5501024, 42-5501028, 42-5501032, 42-5501034,

42-5501036, 42-5501037 and 42-5501038 are assigned to United
States Customs Service and these numbers have a separate
Maintenance Manual and Parts Catalog.
Introduction
Page 4
Interim Revision: January 9, 1998 1A6
PIPER AIRCRAFT
PA-42/42-720
VENDOR PUBLICATIONS
- WARNING-
WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED

IN PIPER AIRCRAFT, IT IS THE USER'S RESPONSIBILITY TO REFER TO
THE APPLICABLE VENDOR PUBLICATION.
ENGINE:
Maintenance Manual: TURBOPROP GAS TURBINE ENGINE
PT6A-41: P/N 3021442
PT6A-61: P/N 3034342
Operators Handbook: PT6A-41 TURBOPROP ENGINE, SPECIFIC OPERATING INSTRUCTIONS
P/N 3021441
PT6A-61 TURBOPROP ENGINE, SPECIFIC OPERATING INSTRUCTIONS
P/N 3033741
Parts Catalog: PT6A41: P/N 3021444
PT6A-61: P/N 3034344
Vendor Address: Pratt & Whitney Aircraft Canada Inc.
Box 10, Longueuil, Quebec, Canada J4K 4X9
PROPELLER:
Overhaul Instructions: OVERHAUL INSTRUCTION (FOR TURBOPROP APPLICATIONS)
Manual #118D
Hartzell Propeller Inc.
Piqua, Ohio 45356
VOLTAGE CONTROL:
Overhaul Manual
and Illustrated
Parts List: LEAR SIEGLER INC.
POWER EQUIPMENT DIVISION
17600 Broadway Avenue
Maple Heights, Ohio 44137
AUTOFLITE:
Flight Control: Collins AP106/APS-65
AP106 Instruction Book 523-0764802-30111A
APS-65 Instruction Book 523-0771868-00211A
FIS-84 Instruction Book 523-0768867-00111A
EFIS-85A Instruction Book 523-077337-0031 1A
EFIS-85B2/12 Instruction Book 523-0773940-00111A
EFIS-85B4/14 Instruction Book 523-
Vendor Address: Collins General Aviation Division
Avionics Group
Rockwell International Corporation
Cedar Rapids, Iowa 52498
Introduction
Page 5
1A7
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE MANUAL
VENDOR PUBLICATIONS (continued)

AUTOFLIGHT (cont.)
Flight Control: Bendix/King
System Flight Line KNS 300
Maintenance Manual: P/N 006-5091-01
KNS 660
SystemManual: P/N 006-5596-00
EFIS 10
VendorAddress: Bendix/King Radio Corporation
400 N. Rogers Road
Olathe, Kansas 66062
FlightControl: Global Series 2 GNS 500A
SystemsManual: P/N 34-56-00
GlobalSeries 3 GNS 500A
Systems Manual: P/N 34-56-15
Vendor Address: GlobalNavigation/Sundstrand
2144 MichelsonDrive
Irvine, California 92715
FlightControl: UNSI
SystemsManual: UNS-IA
VendorAddress: Universal Navigation Corporation
3260 E. Lerdo Road
Tucson, Arizona 85706
WHEELS AND BRAKES:
Installation, Maintenance
and Overhaul Manual: B.F. Goodrich 3-1392 Wheel and 2-1435-2 Brake
KEVLAR:
A Guide to Cuttingand MachiningKevlarAramid:
KEVLARSpecialProducts
E.I. DuPontDe Nemours& Co. Inc.
TextileFibersDepartment
CentreRoad Building
Wilmington,Delaware 19898
CORROSION INHIBITING COMPOUND:
DINOL International
25200 Malvina
Box 1065
Warren, Michigan 48090
OXYGEN SYSTEM
Components: Scott Aviation
225 Erie Street
Lancaster, New York 14086
Introduction
Page 6
1A8
PIPER AIRCRAFT
PA-42/42-720
COCKPIT VOICE RECORDER

Overhaul Manual: Fairchild Aviation Recorders
P.O. Box 3041
Sarasota, Florida 33578
FIRE EXTINGUISHER (PORTABLE)

General Fire Extinguisher Corporation
1688 Shermer Road
Northbrook, Illinois 60062
PIPER PUBLICATIONS
PARTS CATALOG: 761 717
PROGRESSIVE INSPECTION
100 HOUR EVENT: 761 739
50 HOUR EVENT: 761 760
Introduction
Page 7
1A9
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/CHAPTER INDEX GUIDE
SYSTEM/ SUB-SYSTEM/
CHAPTER SECTION TITLE GRID NO.
4 AIRWORTHINESS LIMITATIONS 1B9

00 General
5 TIME LIMITS/MAINTENANCE CHECKS 1B15

10 Time Limits
20 ScheduledMaintenance
Checks
50 UnscheduledMaintenance
Checks
6 DIMENSIONS AND AREAS 1E8

00 General
10 Dimensionsand Areas
20 StationReferences
30 Access and InspectionProvisions
7 LIFTING AND SHORING 1E23

00 General
10 Jacking
20 Shoring
8 LEVELING AND WEIGHING 1F9

00 General
9 TOWING AND TAXIING 1F16

00 General
10 Towing
20 Taxiing
10 PARKING AND MOORING 1F22

00 General
10 Parking
20 Mooring
11 REQUIRED PLACARDS 1G3

00 General
20 ExteriorPlacards/Markings
30 InteriorPlacards/Markings
12 SERVICING 1G18
00 General
10 Replenishing
20 ScheduledServicing
30 UnscheduledServicing
Introduction
Page 8
Reissued: December 31, 1989 1A10
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/CHAPTER
INDEXGUIDE(continued)
SYSTEM/ SUB-SYSTEM/
20 STANDARD PRACTICES - AIRFRAME 118

00 General
21 ENVIRONMENTAL SYSTEM 1115

00 General
10 Compression
20 Distribution
30 Pressurization Control
40 Heating
50 Cooling
60 Temperature Control
70 Moisture/Air Contaminant Control
22 AUTO FLIGHT 1K17

00 General
10 Autopilot
23 COMMUNICATIONS 1K24
00 General
30 Passenger Address and Entertainment
50 Audio Integrating
60 Static Discharging
70 Audio & Video Monitoring
24 ELECTRICAL POWER 2B9

00 General
30 DC Generation
40 External Power
50 Electrical Load Distribution
25 EQUIPMENT/FURNISHINGS 2E5
00 General
20 Flight and Passenger Compartment
26 FIRE PROTECTION 2E19

00 General
10 Detection
20 Extinguishing
Introduction
Page 9
1A11
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/CHAPTERINDEX GUIDE (continued)
SYSTEM/ SUB-SYSTEM/
27 FLIGHT CONTROLS 2F7

00 General
10 Aileronand Tab
20 Rudder and Tab
30 Elevatorand Tab
50 Flaps
90 Stall Warning
28 FUEL 2J5
00 General
10 Storage
20 Distribution
40 Indicating
29 HYDRAULIC POWER 3B9

00 General
10 Main HydraulicSystem
30 ICE AND RAIN PROTECTION 3D22

00 General
10 AirfoilDeicingSystem
20 Air Intakes
40 Windowsand Windshields
60 Propellers
32 LANDING GEAR 3H8

00 General
10 Main Gear and Doors
20 Nose Gear and Doors
30 Extensionand Retraction
40 Wheelsand Brakes
50 Steering
60 Position and Warning
33 LIGHTS 3K22
00 General
10 FlightCompartment
20 ExteriorLighting
Introduction
Page 10
1A12
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/CHAPTER INDEX GUIDE (continued)
SYSTEM/ SUB-SYSTEM/
34 NAVIGATION AND PITOT/STATIC 4B9

00 General
20 Pitot Static
35 OXYGEN 4C1
00 General
10 Crew and Passgnger
36 PNEUMATIC 4C19
00 Pneumatic System
10 Distribution
37 VACUUM 4D14
00 General
10 Distribution
20 Indicating
39 ELECTRICAL/ELECTRONIC PANELS & 4D23

MULTIPURPOSE PARTS
00 General
10 Instrument and Control Panels
20 Electrical & Electronic Racks
51 STRUCTURES 4F4
00 General
10 Structural Repairs
20 Sealing Procedures
52 DOORS 4123
00 General
10 Cabin Entrance Door
20 Cargo Door
30 Service
53 FUSELAGE 4J24
00 General
10 Main Frame
20 Auxiliary Structure
40 Attached Fittings
50 Aerodynamic Fairings
Introduction
Page 11
1A13
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/
54 NACELLES 4K11
00 General
55 STABILIZERS 4K17
00 General
10 HorizontalStabilizers
20 Elevator
30 VerticalStabilizer
40 Rudder
56 WINDOWS 5B9
00 General
10 Flight Compartment
20 Cabin
57 WINGS 5B22
00 General
20 Wing Tip Tanks
40 Wing
50 Aileron
55 Aileron
60 Flap Aileron Trim Tabs
61 PROPELLERS 5C16
00 General
10 Propeller Assembly
20 Controlling
70 STANDARD PRACTICES - ENGINES 5D15

00 Standard Practices - Engines
71 POWER PLANT 5D21

00 General
10 Cowling
20 Mounts
30 Fireseals
Introduction
Page 12
1A14
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/CHAPTER
SYSTEM/ SUB-SYSTEM/
72 ENGINE TURBO PROP 5E14

00 General
73 ENGINE FUEL SYSTEM 5E20

00 General
10 Distribution
20 Controlling
30 Indicating
74 IGNITION 5F15
00 General
10 Electrical Power Supply
20 Distribution
75 AIR 5G4
00 General
76 ENGINE CONTROLS 5G10

00 General
10 Description and Function
77 ENGINE INDICATING 5J10

00 General
10 Power
20 Temperature
30 Analyzers
79 OIL SYSTEM 5K1

00 General
20 Distribution
30 Indicating
91 CHARTS 6B9
Introduction
Page 13
1A15
PIPER AIRCRAFT
PA-4242-720
SYSTEM/ SUB-SYSTEM/
95 SPECIALPURPOSEEQUIPMENT 7H1
00 General
10 Tools and Test Equipment
Introduction
Page 14
1A16
PIPER AIRCRAFT
PA-42/42-720
LIST OF ILLUSTRATIONS
FIGURE NO. SUBJECT GRID NO.
6-1. Three View 1E10
6-2. Station References 1E13
6-3. AccessPlatesand Panels - EngineNacelle 1E16
6-5. AccessPlatesand Panels - Fuselageand Stabilizer 1E19
7-1. Use of TailJackingPad 1F2
7-2. Jacking Arrangements 1F2
7-3. ShoringArrangements 1F3
7-4. Fuselageand WingShoring 1F4
7-5. Sling LocationF.S. 1F5
8-1. Leveling IF11
8-2. Weighing 1F12
9-1. TurningRadius and Limits IF18
11-1. Placardsand Decals 1G6
12-1. Service Points 1H1
12-2. ServicingLandingGear ShockStruts 1H8
12-3. ElectrosonicCleaningTank 1H13
12-4. Lubrication Chart - Landing Gear, Main IH20
12-5. Lubrication Chart - Landing Gear, Nose 1H21
12-6. Lubrication Chart - Control System 1H22
12-8. LubricationChart - Powerplant,Propeller
and PropellerReversingLinkage 111
12-9. LubricationChart - Air Inlet IceProtectionOil CoolerDoors 112
12-10. LubricationChart - Cabin Door,BaggageDoor and Seats 113
20-1. Installationof ConicalSeals 1I11
21-1. ECS CabinSelectorPanel 1J1
21-2. Cabin Air DistributionSchematic- ConditionedAir 1J2
21-3. Cabin Air DistributionSchematic- HeatedAir 1J3
21-4. Cabin PressureControlSystemSchematic 1J5
21-5. Safety and OutflowValves 1J7
21-6. Cabin Air PressureOutflowValveController 1J8
21-7. FabricatedReducerPressureTestAdapter 1J10
21-8. Cabin PressureTestUnit (Typical) 1J10
21-9 PressurizationTestHookup 1J11
21-10. AbsolutePressureRegulator 1J20
21-11. Environmental Control System - PA-42 1K4
21-12. EnvironmentalControlSystem- PA-42-720 1K5
21-13. Cabin Pressurizationand BleedAir SystemSchematic- PA-42 1K6
21-14. CabinPressurizationand BleedAir SystemSchematic- PA-42-720 1K7
23-1. ELT PortableFolding Antenna 1L3
23-2. ELT UsingFixed AircraftAntenna 1L3
23-3 EmergencyLocatorTransmitterSchematic 1L
24-1. Overhead Switch Panel - PA-42 2B19
24-2. Overhead Switch Panel - PA-42-720 2B20
24-3. Main Circuit Breaker Panel - Typical 2B21
Introduction
Page 15
d: December31,1989
Reissued:
1A17
PIPER AIRCRAFT
PA-42/42-720
LIST OF ILLUSTRATIONS(continued)
24-4. Starter GeneratorBasicDiagram 2C1
24-5. Power Distribution(PA-42) 2C5
24-6. Power Distribution(PA-42-720) 2C6
24-7. Left CircuitBreakerPanels Installation(Typical) 2C7
24-8. Right Circuit BreakerPanel Installation(Typical) 2C8
24-9. TypicalCross-sectionof StarterGenerator 2C11
24-10. Illustrationof BrushWearStages 2C13
24-11. Instant FilmingBrushes 2C13
24-12. CorrectPosition of Brushes,Leads,and Springs 2C14
24-13. Starter-Generator(250 Amp Model23048-20) 2C19
24-14. Correct Positionof Brushesand Springs 2C21
24-15. ElectricalConnectionsof Starter-Generator 2C21
24-16. ParallelingVoltageCheck 2C24
24-17. FabricatedCell PullerTool 2D7
24-18. Cell Layout- Nickel-CadmiumBattery 2D7
24-19. Charge/DischargeSchematics(Typical-Service) 2D10
24-20. Closed Loop TestDiagram(Lear Siegler,Inc.) 2D15
24-21. VoltageRegulatorTestPanel Schematic(Lear Siegler,Inc.) 2D16
24-22. VoltageRegulatorAdapterConnector(LearSiegler,Inc.) 2D16
25-1. Crew SeatInstallation 2E8
25-2. PassengerSeats Installation 2E9
25-3. OptionalSeat Installation 2E10
25-4. Seat Stops 2E11
25-5. ForwardCurtainand SlidingDoorInstallation 2E12
25-6. Folding Table 2E13
25-7. ForwardCabinetryand DividerPanel 2E14
25-8. Aft RefreshmentCabinet,VanityCabinetwith
Folding Door and DividerPanels 2E 15
26-1. Engine Fire Detectors 2E22
26-2. Engine Fire ControlSystem 2E22
26-3. Battery Bus 2E24
264. Engine Fire Extinguisher 2F1
27-1. Trim ScrewAssembly 2G5
27-2. Methodsof BlockingTrim Cables 2G5
27-3. Aileronand AileronTrim Controls 2G8
27-4. ControlColumnSprocketInstallation 2G12
27-5. ControlColumnTravelsand Limits 2G15
27-6. AileronControlTravelsand CableTension 2G15
27-7. Locationof BellcrankRiggingHole 2G16
27-8. Installationof AileronRiggingTool 2G16
27-9. AileronFrictionCheck 2G21
27-10. Rudder ControlSystemInstallation 2G22
27-11. Rudder and Trim TabControlTrails and CableTensions 2H2
27-12. Installationof RudderRiggingTool 2H2
27-13. Installationof RudderTrimRiggingTool 2H2
Introduction
Page 16
Reissued:December31, 1989 1A1
1A18
PIPER AIRCRAFT
PA-42/42-720
LIST OF ILLUSTRATIONS (continued)
27-14. Rudder Friction Check 2H4
27-15. Rudder Pedals Installation 2H8
27-16. Elevator System Installation 2H12
27-17. Elevator and Elevator Trim - Travels and Cable Tensions 2H16
27-18. Elevator Rigging Tool 2H18
27-19. Elevator Rigging Stops 2H18
27-20. Elevator System Friction Check 2H19
27-21. Trim Controls Installation 2H24
27-22. Flap System Diagram 212
27-23. Flap System Installation 213
27-24. Wing Flap Transmission Inspection 215
27-25. Wing Flap Transmission Actuator ScrewJack (Exploded View) 217
27-26. Checking for Worm Gear Wear 218
27-27. Flap Transmission Measurements 2111
27-28. Flap Rigging 2115
27-29. Flap Rigging Work Sheet 2119
27-30. RESERVED 2121
27-31. Aileron Balancing Procedure 2123
28-1. Standard Fuel System Installation (PA-42 Only) 2J9
28-2. PA-42-720 Fuel System Installation 2J10
28-3. Fuel Feed and Crossfeed Installation (PA-42) 2J11
28-4. Fuel Feed and Crossfeed Installation (PA-42-720
S/N's 42-8301001 and up) 2J12
28-5. Tip Tank Installation 2J16
28-6. Inboard-Main 95 Gallon Fuel Cell 2J18
28-7. Outboard 40 Gallon Fuel Cell 2J20
28-8. Aft Inboard 33Gallon Fuel Cell 2J21
28-9. Wing Fuel System 2J22
28-10. Fuel Valve - Drain Plate Installation 2KI
28-11. Detail in Fuel Cell Threading 2K2
28-12. Fuel Vent System 2K15
28-13. Dukes Fuel Valve (Crossfeed and Shutoff) 2K18
28-14. Fuel Filter Assembly 2K19
28-15. Jet Scavenger Pump 2K21
28-16. Jet Transfer Pump 2K22
28-17. Submerged Fuel Boost Pump 2K23
28-18. Fuel Flow Test Apparatus 2K24
28-19. Fuel Capacitance Probe Installations 2L3
28-20. Fabrication of Test Fixture For Tank Unit Testing 2L8
28-21. Fuel Gauge Adjustment, Gull 2L9
28-22. Fuel Gauge Adjustment, Ragen 2L9
29-1. Hydraulic System - Schematic Diagram 3B22
29-2. Schematic of Power Pack Electronics System 3B24
29-3. Hydraulic System Installation 3C2
29-4. Power Pack Installation 3C7
Introduction
Page 17
1A19 Reissued: December 31, 1989
InterimRevision: January 9, 1998
PIPER AIRCRAFT
PA-42/42-720
29-5. Locationof PowerPack Components 3C9

29-6. HydraulicPowerPack 3C10
29-7. PowerPack Manifold 3C14
29-8. PowerPack Handle-ReleaseMechanism 3C17
29-9. SafetyingControlArms 3C19
29-10. Indexingof SelectorSpool 3C19
29-11. HandlereleaseAdjustment 3C21
29-12. LandingGear SelectorMechanismInstallation 3C22
29-13. PowerPack Test HarnessSchematic 3D5
29-14. HydraulicFilter 3D7
29-15. HydraulicPump 3D9
29-16. HandPump 3D15
29-17. Gear Door ActuatingCylinder 3D18
29-18. Gear ActuatingCylinder(Nose Gear) 3D18
30-1. PneumaticDeicingSystem Schematic 3E6
30-2. Boot Test Apparatus 3E8
30-3. PneumaticDeicerBoots Operation 3E11
30-4. Marking and CuttingScuff 3E21
30-5. RoutingScuff 3E21
30-6. BuffingEdge of Repair 3E21
30-7. Hole throughSurfaceof Tube 3E21
30-8. Rotating to TubeFabric 3E23
30-9. CuttingSurfaceof tube 3E23
30-10. CementingBuffedArea and Patch 3E23
30-11. Applyingand StitchingFabric 3E23
30-12. PneumaticBoot and Flow Strip Locations 3F2
30-13. PneumaticBoot Flow StripLocations(continued) 3F3
30-15. Placingand StitchingGum 3F5
30-16. RemovingTrappedAir 3F5
30-17. MaskingRepair 3F5
30-18. ApplyingNeoprenePutty 3F5
30-19. WiringDiagram,Left Propellerand EngineAir
Inlet Lip DeicingSystem 3F17
30-20. Engine Air Inlet Ice ProtectionSystem 3F19
30-20a. GeneratorInlet Scoop (PA-42Only) 3F21
30-21. WindshieldWiper Installation 3G1
30-22. Propellerand Engine Air Inlet Lip Deicer System 3G4
30-23. ElectricalDiagramShowingCycle Sequence 3G6
30-25. ElectricalDiagramShowingCycleSequence 3G7
30-27. SuggestedUse of Dial Indicator 3G9
Introduction
Page 18
1A20
PIPER AIRCRAFT
PA-42/42-720
30-28. Centeringof Brusheson Slip Rings 3G9

30-29. BrushBlock Assemblyand BrushWearCheck 3G11
30-30. Angle of Contact - Brushesto Slip Rings 3G12
30-31. BrushModule Assembly(3E2011) 3G15
30-32. AlternateModule StackingArrangement 3G15
30-33. ModularBrush Assembly(3E2044-1) 3G15
30-34. Repair of Lead Strap 3G16
30-35. PropellerDeicerInstallation 3G19
30-36. SealerApplication(PropBoot) 3G22
30-37. Sealer Application(Lead Strap) 3G22
30-38. WrinkledDeicer 3G23
30-39. PropellerLead Strap Installation 3H1
30-40. Power ControlRelaysand DeicerTimerInstallation 3H3
32-1. SimplifiedTypicalWiringDiagram- LandingGear 3H19
32-2. Main Gear Oleo Strut Assembly 3H22
32-3. Main Gear Alignment 316
32-4. Nose Gear Oleo Strut Assembly 3110
32-5. Nose Gear Installation 3113
32-6. AligningNoseGear 3120
32-7. Rudder PedalsNeutral Position 3123
32-8. EmergencyExtensionSystemInstallation 3124
32-9. EmergencyExtensionSystemOperationalSchematic 3J3
32-10. Main Gear ActuatingCylinder 3J6
32-11. Gear Door ActuatingCylinder 3J8
32-12. Nose Gear ActuatingCylinder 3J11
32-13. B.F.Goodrich3-1392Main Wheel Installation 3J13
32-14. B.F.Goodrich3-1392WheelRepair Limits 3J16
32-15. Nose WheelAssembly(B.F.Goodrich3-1076) 3J19
32-16. Nose Wheel Assembly(Cleveland40-140) 3J21
32-17. B.F.GoodrichBrakeInstallation 3J23
32-18. Master CylinderInstallation 3K4
32-19. Master CylinderAssembly 3K6
32-20. ParkingBrake ValveAssembly 3K7
32-21. BleedingBrakes 3K9
32-22. Nose Gear SteeringInstallation 3K11
32-23. Main Gear Down LimitSwitch 3K15
32-24. Gear WarningSwitches 3K17
33-1. FluorescentLightingInverter/ControlUnit 3L2
33-2. AnnunciatorPanelInstallation 3L4
33-3. AnnunciatorControllerInformation 3L5
33-5. AnnunciatorPanels 3L16
33-6. Landingand Taxi Lights 3L18
Introduction
Page 19
Reissued:December31, 1989
1A21
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE
MANUAL
34-1. Pitot/StaticInstallation 4B13

34-2. Pitot/StaticSchematic 4B19
35-1. OxygenSystem Installation- FAR 91 (PA-42) 4C5
35-2. OxygenSystem Installation- FAR 91 (PA42-720) 4C6
35-3. OxygenSystem Installation- FAR 135(PA42) 4C7
35-4. OxygenSystem Installation- 60 Cu. Ft. Capacity- (PA-42-720) 4C8
35-5. VisualIndictingDisc 4C9
35-6. OxygenTubingInstallation 4C13
35-7. Surge Valve(CrossSection) 4C15
36-1. PneumaticSystem Schematic(PA-42) 4C24
36-2. ProofPressureand LeakageTestSetup (PA-42) 4D8
37-1. VacuumSystem Schematic 4D17
37-2. VacuumSystemTest Set Up 4D18
37-3. VacuumRegulator 4D19
39-1. InstrumentPanel (Typical) 4E3
39-2. Main Circuit BreakerPanel(PA-42Only) 4E4
39-3. TypicalCircuit BreakerPanel 4E6
39-4. Circuit BreakerInstallation(Left-Typical) 4E9
39-5. OverheadEngineControlSwitchPanel (PA-42) 4E10
39-6. OverheadSwitch and MeterPanel (PA-42-720Model) 4E11
39-7. OverheadMeter and SwitchPanel Assembly 4E13
39-8. DimmerControlAssembly 4E15
39-9. ElectricOutside Air TemperatureGauge(Optional) 4E16
39-10. OptionalControlWheelClockInstallation 4E18
39-11. ElectricalAccessoryand Relay Shelf Installations(PA-42) 4E19
39-12. ElectricalPanels and ComponentsLocations(PA-42-720) 4E21
39-13. AvionicsBay Lay Out (Typical) 4E23
51-1. MaterialSkinThickness 4F8
51-2. TypicalAccessHoles and Panels 4F11
51-3. Band Saw Use 4F12
51-4. AlternatingToothSabre Saw Blade 4F13
51-5. RecommendedDrillBits 4F13
51-6. SuggestedRouters 4F14
51-7. SuggestedCountersinkTool 4F14
51-8. SurfaceScratches,Abrasionsor Ground-in-Dirt 4F21
51-9. Deep Scratches,ShallowNicksand SmallHolesRepair 4F21
51-10. Mixing of Epoxy PatchingCompound 4F22
51-11. VariousRepairs 4F22
51-12. WeldingRepair Method 4F23
51-13. Repairingof Cracks 4F23
51-14. Repairof StressLines 4F24
51-15. Repairof ImpactedDamage 4F24
51-16. PassengerWindowSkin Inspection 4G15
Introduction
Page 20
1A22
PIPER AIRCRAFT
PA-42/42-720

51-17. Wing Inspection and Repair Areas 4G16
51-18. Empennage Inspection and Rivet Replacement 4G17
51-19. Lightening Hole Flange Repair 4G20
51-20. Cowl Repairs 4G21
51-21. Crack Type Identification 4G24
51-22. Typical Inspection Areas 4H4
51-23. Structural Repairs 4H11
51-24. Fuselage Sealing (Forward) 416
51-25. Fuselage Sealing (Aft) 417
51-26. Faying Surface Seal 4111
51-27. Joggle Seal 4111
51-28. Stringers, Holes and Voids Seals 4113
51-29. Fillet Seal 4113
51-30. Bolts and Rivets Seals 4114
51-31. Wire Harness Seals 4116
51-32. Avionics and ECU Bay Door Sealing 4119
52-1. Cabin Entrance Door 4J3
52-2. Cabin Entrance Door Latch Mechanism 4J5
52-3. Door Snubber Assembly 4J8
52-4. Door Seal Assembly 4J10
52-5. Door Ajar Switch 4J12
52-6. Cargo Door Installation 4J14
52-7. Nacelle Locker Door Installation 4J16
52-8. Forward Baggage Door Installation 4J18
52-9. Nose cone Installation 4J20
53-1. Floorboard Installation 4K3
53-2. Skin Material - Fuselage 4K4
53-3. Access Plates and Panels 4K5
54-1. Nacelle Assembly 4K13
55-1. Empennage Installation 4K20
55-2. Elevator Balancing 4L3
55-3. Elevator and Rudder Friction Measurement 4L5
55-4. Rudder Balancing 4L7
56-1. Determining Depth of Craze 5B13
56-2. Windshield Installation 5B17
56-3. Storm Window Installation 5B19
56-4. Installation of Side Windows 5B20
56-5. Emergency Exit Windows - PA-42/PA-42-720 5B21
57-1. Tip Tank Installation 5C1
57-2. Wing Installation 5C4
57-3. RESERVED 5C8
57-4. Aileron Friction Check 5C9
57-5. Aileron and Tab Installation 5C10
57-6. Wing Flap Installation 5C12
Introduction
Page 21
1A23 Reissued: December31, 1989
Interim Revision: January 9, 1998
PIPER AIRCRAFT
PA-42/42-720
61-1. PropellerInstallation 5C18

61-2. FeedbackRing Pulley Installation 5C19
61-3. TypicalNicks and RemovalMethod 5C20
61-4 PropellerGovernor 5C24
61-5. PropellerSynchrophaserSystem 5D5
71-1. Power Plant Installation 5E3
71-2. CowlingInstallation(PA-42) 5E8
71-3. CowlingInstallation(PA-42-720) 5E9
73-1. Fuel ControlUnit Installation(PT6A-41) 5E23
73-2. Fuel ManifoldTest Rig 5E24
73-3. Main Fuel SupplyPump 5F2
73-4. Fuel ControlUnit Fuel Pump 5F3
73-5. Jet ScavengePump Installation 5F4
73-6. Fuel ControlAdjustments(PT6A-41) 5F8
74-1. Auto IgnitionInstallation 5F23
76-1. PowerLever ControlCableHandling 5G15
76-2. PropellerControlCam- PT6A-41,RiggingShim in Place 5G17
76-3. PropellerControlCam - PT6A-61 5G17
76-4. PowerLever ControlCableEngine Connection 5G19
76-5. Power LeverControlCable/PowerLeverConnection 5G19
76-6. Overall View- PT6A-41EngineControls 5G23
76-7. Power ControlCamassemblyin Track Position 5G24
76-8. Beta RiggingTemplateInstallation 5G24
76-9. Fuel ControlUnit Arm Adjustment 5H1
76-10a. Throttle Arm Installation 5H2
76-10b. Throttle Arm AlignmentToolInstalled 5H2
76-11. ReverseDead Band Adjustment 5H3
76-12. Power(Throttle)Cable PedestalAdjustment 5H3
76-13. WireRope ReadEnd ClevisAdjustment 5H4
76-14. EnginePropellerGovernor- RightSide View 5H5
76-15. Beta Light Switch 5H6
76-16. PT6A-41Fuel ControlUnit - Front and RightSide View 5H8
76-17. Fuel ControlUnit ConditionLever 5H9
76-18. ControlLever BracketAssembly 5H9
76-19. PropellerGovernorRing 5H10
76-20a. GroundTestCowl 5H16
76-20b. GovernorAdjustingTool 5H16
76-21. PropellerDome Area 5H18
76-22. PropellerGovernorPneumaticAdjustment 5H20
76-23. Power LeverCross Startand AutofeatherSwitches 5H21
76-24. OverallView- PT6A-61Engine Controls 512
76-25. Power(Throttle)CablePedestalAdjustments 513
76-26. PropellerCamAssembly- Frontto Rear View 513
Introduction
Page 22
PIPER AIRCRAFT
PA-42/42-720
FIGURENO. SUBJECT GRID NO.
76-27 PT6A-61InterconnectRod Rigging 514

76-28. Fuel ControlArm SerratedSpacerAdjustment 515
76-29. WoodwardTypeII Fuel ControlUnit - Left Side View 516
76-30. WoodwardType IIIFuel ControlUnit - Left Side View 517
76-31. PowerLever (Throttle)Cable Installation 518
76-32. PT6A-61EnginePropellerGovernor- RightSide View 519
76-33. WoodwardFCU - Left Side View 5111
76-34. CockpitCondition(StartControl)Lever - PA-42-720 5111
76-35. PropellerGovernor 5112
76-36. WoodwardTypeIII Fuel ControlUnit (FCU) 5120
76-37. PropellerDome Area 5121
76-38. PropellerGovernor- RightSide View 5122
76-39. PA42-720 FeatherDetentAdjustment 5123
76-40. AutofeatherMicroswitchAdjustment(PA-42-720) 5124
76-41. InternalFeatherStop Adjustment 5J6
77-1. TorqueSystemCalibration 5J13
77-2. ThermocoupleHarnessLoop ResistanceCheck 5J15
77-3. T5 HarnessInstallationResistanceCheck 5J15
77-4. Inter-TurbineTemperatureCalibrationCheck 5J17
77-5. BarfieldTT-1000Test Set Controls 5J19
79-1. Engine Oil SystemInstallation 5K4
79-2. Oil CoolerInstallation 5K5
79-3. Oil Filter Assembly 5K7
79-4. Oil Cooler DoorInstallation 5K8
79-5. DiverterValveand Fuel Heater Installation 5K10
-Note-
Refer to Card 6 and 7 for ElectricalSchematicIndex.

95-1. SpecialTools 7H4
95-2. FabricatedTool,Main GearToe-InAdjustment 7H9
95-3. FabricatedTool,Main Gear Side Brace LinkTravel 7H10
95-4. FabricatedTool,Nose Gear Gauge LinkTravel 7H11
95-5. FabricatedJack Stand for Piper Jack, Part No. 18338-0 7H12
95-6. FabricatedTool,FuselageSealing 7H13
95-7. ProtectiveClosuresInstallation 7H14
95-8. DigitalMulti-Meter 7H15
95-9. Tire Balancer 7H15
95-10 SpecialSocketfor CalcoFlap Rheostat 7H16
95-11. ControlSurfaceBalancingTool 7H17
Introduction
Page 23
1B1 Reissued:December31, 1989
PIPER AIRCRAFT
PA-42/42-720
95-12. FabricatedReducerTest Adapter 7H18

95-13. CabinPressureTestUnit (Typical) 7H18
Introduction
Page 24
Reissued: December 31, 1989 1B2
PIPER AIRCRAFT
PA-42/42-720
LIST OF CHARTS
CHARTNO. SUBJECT GRID NO.
401 StructuralInspectionand Replacement 1B11

501 Overhauland ReplacementSchedule 1B19
502 Ball DiametersFor TestingHoseRestrictions 1E4
503 Hose Specifications 1E5
601 LeadingParticularsand PrincipalDimensions 1El1
1201 Thread Lubricants 1H14
1202 SpecialInstructions 1H19
1203 OxygenCylinderFillingPressureVs. AmbientTemperature 1H16
1204 IndicatedOxygenCylinderPressureVs. AmbientTemperature 1H17
2101 Troubleshooting(PressurizationSystem) 1119
2102 CabinAltitude Vs. AirplaneAltitude 1J17
2103 Troubleshooting(EnvironmentalControlSystem) 11J24
2401 Troubleshooting(ElectricalSystem) 2B14
2402 Switch Locations 2B18
2403 Starter-GeneratorTest Specifications(PA-42) 2B23
2404 Starter-GeneratorTest Specifications(PA-42-720) 2B24
2405 Inspectionof Components 2C17
2406 Troubleshooting(Battery) 2D2
2407 NickelCadmiumBattery Specifications 2D9
2408 Main Tie Bus CircuitBreakerand CrossfeedDiode Check 2D22
2409 GeneratorPower DistributionDiode OperationCheck 2D23
2601 Pressure-TemperatureCorrection 2E23
2701 Troubleshooting(SurfaceControls) 2F12
2702 Cable RiggingTensionVs. Temperature 2G3
2801 Troubleshooting(Fuel System) 2J13
2802 Fuel Cell repair EquipmentLists 2K6
2803 TestEquipment- Fuel QuantityIndicator 2L4
2804 TankUnit Capacitance 2L6
2805 Fuel QuantityCalibrationWorkSheet 2L10
2901 Troubleshooting(HydraulicSystem) 3B15
2902 LeadingParticulars- HydraulicPowerPack 3B19
2903 Inspectionand Repair - HydraulicPump 3D12
3001 Troubleshooting(PneumaticAirfoilDeicerSystem) 3E3
3002 OperatingPressures 3E10
3003 Materialand Suppliesfor Cold Repair 3E14
3004 Materialfor VulcanizedRepairs 3E15
3005 Equipmentfor VulcanizedRepairs 3E16
3006 Troubleshooting(EngineDeicingSystem) 3F9
3007 Inlet DeicersElectricalSpecifications 3F18
3008 RequiredMaterialsfor Repairof Deicers 3G20
3009 PropellerDeicerElectricalSpecifications 3G23
3201 Troubleshooting(LandingGear System) 3H14
3202 Troubleshooting(Brakes) 3K1
Introduction
Page 25
1B3
PIPER AIRCRAFT
PA-42/42-720
LIST OF CHARTS (continued)
CHART NO. SUBJECT GRID NO.
3203 Brake WearLimits 3K2

3301 AnnunciatorIdentification 3L8
3302 AnnunciatorPanel FunctionalTest 3L10
3303 GroundOperationalCheckof AnnunciatorPanel 3L15
3401 Troubleshooting(Pitot/StaticSystem) 4B11
3501 Troubleshooting(OxygenSystem) 4C4
3502 Oxygen SystemComponentsLimits 4C11
3701 Troubleshooting(VacuumSystem) 4D16
5101 List of Materials(ThermoplasticRepair) 4F20
5102 Edge Distanceand SpacingVs. Rivet Diameter 4G5
5103 AcceptableRivet Substitutes 4G5
5104 Specificationfor ReplacementOversizeRivets 4G6
5105 1/64" OversizeRivet Hole Standards 4G6
5106 StructuralRivet Substitution 4G8
5107 Nut-PlateRivet Substitution 4G12
5108 Stop Drill Sizes 4G12
5109 Number and Size of AD Rivets requiredon Each Side of Crack 4G19
5110 InspectionAreas 4H
6101 PropellerSpecification 5C22
6102 Troubleshooting(SynchrophaserInstallation) 5D6
6103 SynchrophaserWiringTest 5D8
6104 Magnetic PickupVoltageOutputTest 5D9
7101 Troubleshooting(Engine) 5D24
7301 Troubleshooting(Fuel ScavengeSystem) 5F5
7302 Fuel System CalibrationData 5F11
7401 Spark IgniterErosionLimits 5F20
7601 Engine OperatingLimits (PT6A-41) 5H12
7602 Engine Alignment(PT6A-61) 5H14
7603 1900 RPM TorqueCurve 5H17
7604 PT6A-41PowerAssuranceCheck 5H24
7605 Engine OperatingLimits (PT6A-61) 5114
7606 Engine Alignment(PT6A-61) 5117
7607 PT6A-61PowerAssuranceCheck 5J3
7701 TorqueSystemCalibrationData 5J13
7702 BasicMillivoltsand TemperatureValues 5J17
7703 ThermoelectricVoltagein AbsoluteMillivolts 5J18
7901 Oil PressureGauge CalibrationData 5K13
7902 Oil TemperatureBulb Specifications 5K14
9101 List of ConsumableMaterials 6B11
9102 Engine TorqueValues 6B24
9103 Flare Fitting torqueChart 6C1
9104 RecommendedNut Torques 6C2
9105 Thread Lubricants 6C4
Introduction
Page 26
Reissued:December31, 1989 1B4
1B4
PIPER AIRCRAFT
PA-42/42-720
9106 Decimalconversion 6C5

9107 SpecialTorques 6C6
9108 TorqueConversion 6C7
9109 ConversionTables 6C9
9110 Decimal/MillimeterEquivalentof DrillSize 6C12
9111 ElectricalWire Coding 6C13
9112 ElectricalSymbols 6C13
Introduction
Page 27
1B5
PIPER AIRCRAFT
PA-42/42-720
GRIDS 1B6 THROUGH 1B8

INTENTIONALLY LEFT BLANK
Introduction
Page 28
1B6
CHAPTER
AIRWORTHINESSS
LIMITATIONS
1B9
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 4 - AIRWORTHINESS LIMITATIONS
TABLE OF CONTENTS/EFFECTIVITY
SYSTEM GRID
SUB-SYSTEM SUBJECT NO. EFFECTIVITY
4-00-00 AIRWORTHINESS LIMITATIONS 1B11

4-00-01 General 1B11
4-00-01 Structural Inspection and Replacement 1B11
4 - ContJ Effect.
Page 1
1B10
PIPER AIRCRAFT
PA-42/42-720
AIRWORTHINESS LIMITATIONS
GENERAL
Airworthiness limitations are F.A.A. approved with specified inspections and maintenance required under
Federal AviationRegulationsParts 91 and 135.
The following limitations,relatedto fatigue life of the airplaneand its components,have been establishedfor
the PA-42/42-720:
1. See Chart401 for safe life of airframestructure.

2. The safe life limitof propellerbladesis unlimited.
3. The mandatoryreplacemnttime and inspectionintervalsof life limited parts are containedin Chapter5,
PA-42/42-720MaintenanceManual.
STRUCTURAL INSPECTION AND REPLACEMENT
CHART 401
STRUCTURAL INSPECTION AND REPLACEMENT
COMPONENT LIFE INSPECTION INTERVALS

(Flight Hours) (Flight Hours)
Wing and AssociatedStructure 25,000 7,800 and 10,000

Cabin and PressurizedStructure 15,000 12,300and 13,900
Empennageand AssociatedStructure 25,000 11,600 and 13,300
Note: Refer to Chapter 51 for Piper Approved Repairs
4-00-00
Page 1
Reissued: December 31,1989
1B11
PIPER AIRCRAFT
PA-42/42-720

4-00-00
Page 2
1B12
CHAPTER
TIME LIMITS/MAINTENANCE
CHECKS
1B15
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 5 - TIME LIMITS/MAINTENANCE CHECKS
SYSTEM GRID
5-00-00 GENERAL 1B18
5-10-00 TIME LIMITS 1B19
5-20-00 SCHEDULED MAINTENANCE 1B20
5-20-00 RECORD OF NORMAL REVISIONS 1B22
5-20-00 DEFINITIONS 1B23
5-20-00 AWAYFROM HOME REQUIREMENTS 1B24
5-20-00 PROGRAM RESPONSIBILITY 1B24

5-20-00 EVENT 1 1C3
5-20-00 Inspection Completed Statement 1C16
5-20-00 Inspection Discrepancy Sheet 1C17
5-20-00 EVENT 2 1C18
5-20-00 Inspection Completed Statement 1D4
5-20-00 Inspection Discrepancy Sheet 1D5
5-20-00 SPECIAL INSPECTIONS 1D6

5-20-00 Engine Oil 1D6
5-20-00 100 Hour 1D6
5-20-00 200 Hour 1D7
5-20-00 300 Hour 1D7
5-20-00 400 Hour 1D8
5-20-00 500 Hour 1D8
5-20-00 1000 Hour 1D9
5-20-00 1250Hour 1D9
5-20-00 1500 Hour 1D10
5-20-00 2000 Hour 1D10
5-20-00 2500 Hour 1D10
5-20-00 3000 Hour 1D11
5-20-00 3500 Hour 1D10
5-20-00 4500 Hour 1D11
5-20-00 7500 Hour 1D10
5-50-00 Three (3) Years 1D11
5-50-00 Five (5) Years 1D12
5-50-00 Seven (7) Years 1D13
5-20-00 Twelve (12) Years 1D13
5 - ContJ Effect.
Page 1
1B16 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
MANUAL
AIRPLANEMAINTENANCE
CHAPTER 5 - TIME LIMITS/MAINTENANCECHECKS
TABLE OF CONTENTS/EFFECTIVITY(continued)
SYSTEM GRID
5-50-00 SPECIAL OR UNUSUAL CONDITION INSPECTION 1D14
5-50-00 OPERATIONAL INSPECTIONS AND CHECKS 1D20
5-50-00 EVENT INSPECTION RECORD AND SIGN OFF SHEET 1D21
5-50-00 PROGRESSIVE CYCLE INSPECTION RECORD

AND SIGN OFF SHEET 1D22
5-50-00 NICKEL-CADMIUM BATTERY SERVICE RECORD 1D23
5-50-00 DISCREPANCY RECORD FORM 1D24
5-50-00 SERVICE PUBLICATION COMPLIANCE RECORD FORM 1El
5-50-00 FAA AIRWORTHINESS DIRECTIVES COMPLIANCE

RECORD FORM 1E2
5-50-00 EQUIPMENT CHANGE RECORD FORM 1E3
5-50-00 INSPECTION OF FLEXIBLE HOSES 1E1
5 - Cont./ Effect.
Page 2
PIPER AIRCRAFT
PA-42/42-720
GENERAL
Piper AircraftCorporationtakesa continuinginterestin havingthe owner get the most efficientuse from his
airplaneand keepingit in the best mechanicalcondition. Consequently,Piper Aircraft,from time to time, issues
servicebulletins,serviceletters and servicesparesletters relatingto the aircraft.
1. Piper ServiceBulletinsare of specialimportanceand Piper considerscompliancemandatory. These are sent
to the latest registeredownersand Piper CheyenneServiceCenters.
2. ServiceLetters deal with productimprovementsand servicehints pertainingto the aircraft. They are sent to
Piper CheyenneServiceCentersand sometimesdirectlyto ownersso they can properlyservicethe aircraft
and keep it up to date with the latest changes. Owners should give careful attention to the service letter
information.
3. Service spares letters, which are usuallysent to Piper CheyenneServiceCenters,offer improvedparts, kits
and optionalequipmentwhich were not availableoriginallyand whichmay be of interestto the owner.
Aircraftoperated for other than normal operation,such as air taxi or operatingin extremeclimates,may need
more frequent inspectionto detect wear, corrosion, or lack of lubrication. Under these conditions,inspections
should be conductedmore frequently,until operatorscan set their own schedulesbased on findings.
An owner shouldperiodicallycheck with a Piper CheyenneService Centerto find out the latest informationto
keep his aircraftup to date.
Piper AircraftCorporationhas a subscriptionservicefor the servicebulletins,serviceletters and servicespares
letters. This service is offered to owners,pilots and mechanicsat a nominal fee and may be obtained through
Piper Cheyenne Service Centers. Owners residing outside of the United States are urged to subscribe to this
service since Piper can seldom otherwise obtain the addresses of foreign owners. Service product support
manuals and revisionsare availablethroughPiper CheyenneService Centers.
The first overhaulor replacementof componentsshould be performedat the given periods. The conditionof
various compnentscan then be used as criteria for determiningsubsequentperiods applicable to the individual
airplane,dependingon usage, providingthe operatorhas an approvedmonitoringsystem.
The time periods given for inspectionsof various componentsis based on average usage and environmental
conditions.
-NOTE-
The listed inspection, overhaul and replacement schedules do not

guarantee that particular item will reach the listed time without
malfunction,as the above stated conditions cannot be controlledby
the manufacturer.
5-20-00
Page 1
1B18 Reissued:December31,1989
PIPER AIRCRAFT
PA-42/42-720
TIME LIMITS
CHART 501. OVERHAUL AND REPLACEMENT SCHEDULE
COMPONENT COMPONENT INSPECTION INSPECTION
LIFE TIME INTERVAL
(Flight Hours) (Flight Hours) (Flight Hours)
ENGINE
Engine Mount Bolts (STA. 106.0) 7,500 7,500
MAIN LANDING GEAR
Top Cylinder Bolts (401 195) 3,000
Main landing gear brace, pivot
Shaft Assembly (43286-02) 3,200
Main gear retraction
Arm (42042-002) 6,000 1,500 250
Link Bolt (400 209) 6,000

Link Assembly (85165-2 Rev B) 6,600
NOTE: Refer to Chapter 51 for Piper Approved Repairs
5-20-00
Page 2
1B19
PIPER AIRCRAFT
PA-42/42-720
SCHEDULEDMAINTENANCE
The Piper ProgressiveInspectionprogramcomplies with the F.A.A.Federal AviationRegulationsParts 43, 91
and 135 for progressiveinspections. The owner/operatoris primarilyresponsiblefor maintainingthe airplane in
an airworthycondition,including compliancewith all applicableAirworthinessDirectivesand conformity with
the requirementsin FAR91.169,91.171and 91.172.
The complete cycle inspection consists of two (2) 100 hour events, which provides for a complete aircraft
inspection in 200 aircraftflying hours. The completeinspection,events one and two must be compliedwithin
twelve (12) calendarmonths.
Late compliancewith theinspectionintervalof 100 hour maybe extendedby not morethan ten (10) hours while
enroute and for changingan inspectionintervalbecauseof service experience. The time used to reach the next
inspectionfacilitymust be deductedfrom the next inspectiontime.
The inspection programsare set up in manual form and are availablefrom the Piper Cheyenne service centers
under Part Numbers761 739 (100 HourEvents)and 761 760 (50 HourEvents).
Each event inspection comprises a predeterminednumber of location inspections as indicated on each event
sample. The event inspectionis conductedeach 100 hoursand must be done in sequence.
The Piper ProgressiveInspection100HourEvent has the followingbasic features:
1. The (2)TwoEventInspectionsat 100HourIntervals.
2. CompleteAircraftInspectionCycleat 200 Hours.
3. OperationalInspection.
4. Special or UnusualConditionsInspections.
5. The Event InspectionRecordand Sign Off Sheet.
6. The ProgressiveCycleInspectionRecordand Sign Off Sheet.
7. The DiscrepancyRecord.
8. ServicePublicationComplianceRecord.
9. The FederalAviationAirworthinessDirectivesComplianceRecord.
10. The EquipmentChangeand OverhaulRecord.
11. AccessPlate and PanelLocations.
Each event will be recorded in the Event Inspection Record and Sign Off Sheet.
Event #1
To be performedat the 100- 300 - 500 - 700 - 900 flyinghour intervals.
Consist of:
1. Propellers,Detailed
2. Left and RightEngine,Detailed
3. Left Wing, Detailed
4. FuselageForward,Detailed
5. FuselageMain, Detailed
6. Cabin Cockpit,Detailed
7. Empennage,Detailed
8. Right Wing,Routine
9. LandingGear, Routine
10. Special and GeneralSection
5-20-00
Page 3
InterimRevision:January9, 1998
PIPER AIRCRAFT
PA-42/42-720
SCHEDULEDMAINTENANCE(continued)
Event #2
To be performedat the 200 - 400 - 600 - 800 - 1000flyinghour intervals.
Consistof:
1. Propellers,Detailed
2. Left and RightEngine,Detailed
3. RightWing,Detailed
4. LandingGear, Detailed
5. Left Wing,Routine
6. FuselageForward,Routine
7. FuselageMain, Routine
8. CabinCockpit,Routine
9. Empennage,Routine
10. Specialand General Section
Event InspectionWorkSheet - used in conjunctionwith the event inspectionto providea list of discrepanciesand
their correctiveaction.
SpecialInspections- are special inspectionsto be performedand recordedwith the appropriateEvent Inspection.
Special or Unusual Conditions Inspections - these inspections should be performed in conjunction with the
normal and special event inspectionswhen operating in extremeconditions(i.e. sand, saltwater,etc.) or in the
chanceof some unforeseenincidentsuch as lightningstrike,extremeturbulence,etc.
OperationalInspection- to be performedupon completionof each Event Inspection.
Event InspectionRecordand Sign Off Sheet - is a permanentrecordand containsthe following:

1. EventInspectionNumber
2. AircraftHours - Tach
3. Date Accomplished
4. WorkOrderNumber - FAA approvedrepairstationsonly
5. Signatureand CertificateNumberof personconductinginspection.
6. The followingCertificationstatement:
I have inspected this aircraft in accordance with Piper Aircraft Corporation's
ProgressiveProgram and found it to be in airworthycondition.
5-20-00
Page 4
1B21
PIPER AIRCRAFT
PA-42/42-720
SERIAL NUMBER REGISTRATION NUMBER ENGINE SERIAL NO. PROPELLER SERIAL NO.
Left: Left:
Right: Right:
REVISION
All necessary revisions to this Inspection Program will be the direct responsibilityof the manufacturer. No
changescan be made to this InspectionProgram unless prior notice is given to the responsibleF.A.A.District
Office- who, in turn, must approvethe change prior to its enactment A record of all revisionswill be maintained
by the owner/operatoron the revisionof this manual.
RECORD OF NORMAL REVISIONS
REV. NO. REV. APPROVAL DATE PAGE NO. INSERTED BY/DATE
5-20-00
Page 5
1 B22
PIPER AIRCRAFT
PA-42/42-720
SERIALNUMBER REGISTRATIONNUMBER ENGINESERIALNO. PROPELLERSERIALNO.
Right:
DEFINITIONS
1. Inspections- Must be performed only by CertifiedMechanicswho are qualified on this aircraft,utilizing

acceptablemethods,techniquesand practicesto determinephysicalconditionand detectdefects.
2. Checks - Can be performedby pilots and/or mechanicswho are qualified on this aircraft and consists of
examinations in the form of comparisons with stated standards for the purpose of verifying condition,
accuracy and tolerances.
3. DetailedInspections- Consistsof a thoroughexaminationof the appliances,the aircraftand the components
and systemswith such disassemblyas is necessaryto determinecondition.
4. Approved Inspection - Means a continuing airworthiness inspection of an airplane and its various
componentand systems at scheduledintervalin accordancewith proceduresapprovedby the Administrator
of the FederalAviationAdministration.
5. InspectionTime Limitations- Late compliancewith the inspectionintervalof 100 hour may be extendedby
not more than ten (10) hours while enroute and for changing an inspection interval because of service
experience. The time used to reach the next inspectionfacilitymust be deducted from the next inspection
time.
6. Tests - Operationof aircraftcomponents,appliancesor systemsto evaluatefunctionalperformance.
7. OperationTest - This test is used to ascertainthat a system componentis in operable condition and can be
performedwith the equipmentinstalledin the aircraft. In addition,each operationaltest must be performed
by an FAA CertifiedRepair Station appropriatelyrated or by a CertifiedMechanicwho is qualifiedon this
aircraft. The recording of the above function must be made in the permanent aircraft records by the
authorizedindividualperformingthe test.
8. Functional Test - This test is used to ascertainthat system or componentis functioningproperly and is in
conformancewith minimumacceptabledesignspecifications.This test may requirethe use of supplemental
bench test equipment. In addition, each functional test must be performed by an FAA Certified repair
Station with appropriateratingsor by a CertifiedMechanicwho is qualifiedon this aircraft. The recording
of the above function must be made in the permanent aircraft records by the authorized individual
performingthe test.
9. Bench Check- Means removalof componentfrom the aircraftto inspect for cleanliness,impendingfailure,
need for lubrication, repair or replacement of parts and calibration to at least the manufacturers
specificationsusing the manufacturersrecommendedtest equipmentor standardsor the equivalent.
Each bench test will be performed by a Cheyenne Service Center, FAA Certified Repair Station with
appropriate rating or by a certified mechanic. This test will be performed at the scheduled interval
regardlessof any bench test performed on a particularcomponentwhile being repaired/overhauledbefore
scheduled interval benchtest. After the componentis installedinto the aircraft,an operationaltest of the
component and its related system should be performedto ensure proper function. Serviceableparts that
were issued to the componentwill be filed in the aircraftpermanentrecords. The person performingthe
check must make appropriateentriesin the aircraft'spermanentmaintenancerecord.
10. Maintenance- The wordmaintenanceas definedby FAR 1 means"inspection,overhaul,repair,preservation
and the replacement of parts, but excludes preventivemaintenance." However, where reference in this
inspectionprogramthe word"maintenance"meansinspectionand the replacementof time life limitedparts.
5-20-00
Page 6
Reissued: December31, 1989 1B23
1B23
PIPER AIRCRAFT
PA-42/42-720
Left: Left:
Right: Right:
DEFINITIONS(continued)
11. Routine Inspections- Consists of a visual examination or check of the aircraft and its components and
systemswithoutdisassembly.
12. Special Inspections- Involvethose components,systemsor structurewhich by their applicationor intended
use require an inspectionpeculiar to, more extensive in scope or at a time period other than beyond that
which is normallyaccomplishedduringthe 100hour event inspection.
13. Time in Service - As used in this procedureis the time from the moment the aircraftleaves the grounduntil
it touchesthe groundat the next point of landing.
14. On Condition - Maintenanceconcept wherebysome componentsof the engine remain in service as long as
they appear airworthyat each inspection. The replace-on-conditionconcept is as opposedto replaceafter a
"life-limited"timeinterval. In thecase of enginesthemselvesthis meansno TBO is required.
AWAY FROM HOME-STATION REQUIREMENTS

If the airplaneis to be away from the home locationat the time an inspectionis due, the Pilot-in-Commandof
the flight will take with him all sign off sheets which will be required for the inspection and a copy of this
manual. The inspectionwill be conductedor supervisedby one of the following:
1. An appropriatelycertifiedrepairstation.
2. An appropriatelycertifiedmechanic,qualifiedon this type of aircraft.
3. A qualifiedrepresentativeof Piper AircraftCorporation.
The results of the inspectionwill be noted on the proper Sign Off Sheets which are then brought back to the
home base. The pilot will be responsiblefor all inspectionforms and work sheet entries with mechanicsand/or
inspector'ssignatureand identification.
Discrepanciesaffectingthe airworthinessof the airplane,whenthe airplaneis away from the local station,will
be correctedby either 1, 2 or 3 above. The pilot will be responsiblefor all work sheet entries with mechanics
and/orinspector'ssignatureand identification.
The Pilot-in-Commandis responsiblefor assuringthat the appropriateentries have been made in the aircraft
and engine logbooks.
PROGRAM RESPONSIBILITY
Any change in personnelresponsiblefor this program will be added with the appropriateinformationon a
separate sheet and the original copy sent to the local Federal AviationAdministration- General AviationDistrict
Office while a duplicatecopy is attached behindthis page. The previous informationsheet will be left in the
bookletand the word "changed"will be writtenacrossthe deletedinformation.
5-20-00
Page 7
1B24
PIPER AIRCRAFT
PA-42/42-720
Left: Left:
Right: Right:
PROGRAMRESPONSIBILITY
(continued)
-NOTE-
The titles and/or positionslisted below may be changed or combined

as desired, but the responsibilities should be maintained to assure
programintegrity.
Program Manager
Name (Print or Type) (Signature)
It will be the Program Manager's responsibility:

1. To assure that all flight discrepancies are correctly recorded and coordinated with the maintenance
department.
2. To schedule the aircraft into maintenance in accordance with the inspection program and aircraft times.
3. To maintain a record of aircraft data such as equipment change dates and times, airframe, engine and
accessory serial numbers, time change items, etc..
4. To assure that all AD's, Bulletins and Letters are relayed to the appropriate persons for execution.
5. To assure that equipment, training and safety items are available to properly and safely perform the
inspection and maintenance program.
MaintenanceForeman
It will be the responsibility of the Maintenance Foreman:

I. To see that all inspection forms and maintenance instructions are properly complied with.
2. To provide technical data, maintenance manuals, instructions and AD notes for the aircraft inspection.
3. To provide training and assistance to maintenance personnel procedures and methods in accomplishing
maintenance and inspection on the aircraft.
4. to assign the personnel necessary to inspect and maintain the aircraft in a safe and correct manner.
5. To inform the manager if discrepancies in parts, equipment and personnel affecting the program.
Mechanic/Inspector/Crew Chief
It will be the responsibility of the above:

1. To conduct or supervise the Inspection Program.
2. To assure that Operating Times, Serial Numbers, Airworthiness Directives, Bulletins, Instructions and
Discrepancies, etc. are properly noted, recorded, completed and forwarded to the Foreman.
3. To prepare the necessary Event Inspection, Special Inspection and Discrepancy Forms.
4. To inform the Foreman of lack of equipment, personnel or parts to properly perform the Inspection and
Maintenance Program.
5-20-00
Page 8
PIPER AIRCRAFT
PA-42/42-720
PROGRAM RESPONSIBILITY (continued)
Pilot
Name(Print or Type) (Signature)
It will be the responsibilityof the Pilot:

1. To assurethat all flightdiscrepanciesare properlyand as completeas possible, recorded.
2. To assure that "Away From Station" inspectionsand maintenanceare properlycompliedwith and all forms
and records are correctlycompleted.
3. To assure that all forms, manuals and items needed for "Away From Station" inspectionsare on board the
aircraftwhenrequired.
4. To assure that all forms and informationrelativeto the aircraftinspectionand maintenanceare forwardedto
the maintenancemanagerand/orforemanimmediatelyupon returnto homestation.
The person responsiblefor schedulingand maintainingthe aircraft under this inspection procedure must enter
their name below with the required informationand forward the original copy of this form to the local FAA
GeneralAviationDistrictOffice. A duplicatecopy shouldbe maintainedin this manual.
Name:
Address:
Street
City State Zip
Telephone
Date ProgramInitiated
Signature
5-20-00
Page 9
1C2
PIPER AIRCRAFT
PA-42/42-720
SERIALNUMBER REGISTRATIONNUMBER ENGINESERIALNO. PROPELLERSERIAL NO.

Left: Left:
Right: Right:
EVENT I
PROPELLERS, DETAILED (See Chapter 61, PA-42/42-720 Maintenance Manual)

Left Right
Inspectbladesfor nicks, cracks,erosionand evidenceof strikes.

Checkfor greaseand oil leaks.
Inspectbulkheadfor cracks,securityand corrosion.
Inspectpropellermountingbolts for conditionand proper safety. Checktorqueif safetyis broken.
Inspecthub parts for cracks,corrosionand security.
Rotate bladesand inspectfor tightness.
Inspectbeta feedbackring for runout (0.010inchmax.) and no metalto metalcontact with reverse
lever andcarbon blockholder.
Inspectcarbonblock for wear limitand freedomof movement.
Inspect low pitch stop rods, return springs and beta feedback ring for damage, corrosion and
freedomof movement.
Inspectconditionof propellerdeicer slip ring and brushblock or modular brushassembly.
Inspectpropellerdeice boots for securityof attachmentand condition.
Inspectpropellerdeice wiring andjunction blocks for security,cracks,chafingand damage.
If installed,inspect conditionand securityof synchrophaserwiring.
Lubricatepropellerper LubricationChart,PA-42/42-720MaintenanceManual.
Install spinner.
LEFT AND RIGHT ENGINE, DETAILED (See Chapter 71, PA-42/42-720 Maintenance Manual)
-NOTE-
Refer to Pratt & Whitney PT6A-41 Maintenance Manual P/N

3021442 or Pratt & Whitney PT6A-61 Maintenance Manual P/N
3034342 and PA-42/42-720 Maintenance Manual P/N 761 523 as
required for details.
Left Right
Removeenginecowling.
Removeupper and lower firewallaccesscovers.
Clean and inspect cowling and covers for cracks, distortion and loose or missing fasteners.
Inspectoil temperaturesender unit for leaks and security.
Inspectoil lines and fittingsfor leaks,security,chafing,dents, cracksand routing.
Clean and inspectoil cooler for conditionand attachment.
- CAUTION -
REFER TO APPROPRIATE PRATT & WHITNEY

MAINTENANCE MANUAL AND SERVICE BULLETINS AND
SPECIAL INSPECTIONS (CHAPTER 5) OF THE PA-42/42-720
MAINTENANCE MANUAL.
5-20-00
Page 10
1C3
PIPER AIRCRAFT
PA-42/42-720
Left: Left:
Right: Right:
EVENT 1 (continued)
LEFT AND RIGHT ENGINE, DETAILED (continued)

Left Right
[' 0 7. Remove and inspect oil filter for damage and contamination Clean or replace as required.
-CAUTION -
ALL ENGINE CLEANING PROCEDURES AND CLEANING

PRECAUTIONS MUST BE OBTAINED FROM THE
APPROPRIATE SECTIONS OF THE PRATT & WHITNEY
MAINTENANCE MANUAL ( PT6A-61) P/N 3034342 OR
(PT6A-41) P/N 3021442
[ - 8. Clean exterior of engine. (Refer to Pratt & Whitney Maintenance Manual)
9. Inspect condition of igniter plugs. Refer to Chapter 74, PA-42/42-720 Maintenance Manual.
10. Inspect ignition harness and insulators for high tension leakage, continuity, damage and
attachment.
11. Inspect electrical connections on ignition exciter for safety and security.
12. Remove air inlet screen; inspect first stage compressor blades for ingestion damage and corrosion.
Inspect screen for damage and cleanliness. Install screen.
- C 13. Clean and inspect fuel pump inlet screen for foreign material. Replace outlet filter.
14. Inspect gas generator case drain valves for security and leaks. (Check after engine run)
15. Inspect magnetic chip detector and jump pins "A & B" operational check of annunciator.
16. Inspect condition of inlet air ducts and ice protection system for operation and fit. (See latest
Piper Service Letter No. 983.)
17. Inspect condition of actuators and linkage for ice protection system and oil cooler doors.
-CAUTION-
WHEN ENGINE IS NOT RUNNING, ANY ATTEMPT TO

MOVE POWER LEVERS INTO REVERSE POSITION,
WITHOUT DISCONNECTING PROPELLER PUSH-PULL
WIRE ROPE CLEVIS FROM PROPELLER CONTROL CAM,
WILL RESULT IN BENDING OR KINKING OF WIRE ROPE
18. Inspect power lever, start control, propeller governor and propeller reversing linkage for condition,
travel and operation.
19. Inspect gas generator case for cracks, distortion and evidence of overheating.
20. Inspect exhaust stacks and exhaust ducts for cracks, distortion and security.
21. Inspect propeller governor for leaks and security.
22. Inspect propeller shaft for oil leaks.
23. Remove drain; clean and inspect fuel filter bowl and element. (Firewall mounted)
5-20-00
Page 11
1C4 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
O SERIALNUMBER REGISTRATION
NUMBER ENGINESERIALNO.
Left:
PROPELLER
Left:
SERIALNO.
Right: Right:
EVENT 1 (continued)

Left Right
24. Inspect all flexible lines (fuel, hydraulic, pneumatic and oil) for leaks, abrasions, cuts and secure
connections. Replace upon condition or as per Special Inspection. (See latest Piper Service
Bulletin No. 822, Five (5), and Ten (10) Years Special Inspection.)
25. Inspect fuel control, fuel pumps, fuel manifold, fuel flow transmitter and fuel pressure transmitter
for leaks, security and condition. Check wiring for security and condition. (See latest revision of
Piper Service Bulletin 957.)
26. Replace hydraulic filter and inspect for contamination. If filter shows evidence of contamination,
inspect entire hydraulic system.
27. Inspect hydraulic pump and hydraulic lines for security and leaks.
28. Inspect engine fireseals for cracks, damage and security.
29. Inspect firewalls for cracks, stress and condition.
30. Inspect firewall seals for condition.
31. Inspect oil breather tube for obstruction and security.
32. Inspect oil filler cap seal for damage and condition.
33. Check proper locking feature of oil filler cap.
34. Inspect oil pressure transmitter for security and leaks. Check wires for connection and damage.
35. Inspect torque transmitter for leaks and security. Check wiring for damage and security. Check
condition of shock mounts.
36. Inspect oil manifold for leaks and security.
37. Inspect autoignition switch, autofeather switch and manifold for security and condition. Check
wiring for damage and secure connection.
-NOTE-
An autofeathering system is an optional system on the PA-42

Cheyenne III aircraft.
38. Inspect P3 air filter for contamination. Replace if evidence of contamination. (See 1000 Hour
Special Inspection)
39. Inspect fire extinguisher for damage and security of wiring. Test fire extinguishing system for
proper cylinder pressure (Refer to Chapter 26, PA-42/42-720 Maintenance Manual.)
-NOTE-
Engine fire extinguishers are optional equipment and are not installed
on all PA-42 and PA-42-720.
40. Inspect fire warning sensors and wiring for security and condition.
5-20-00
Page 12
Reissued: December31,1989
PIPER AIRCRAFT
PA-42/42-720
EVENT 1 (continued)
LEFT AND IGHT ENGINE, DETAILED (continued)

Left Right
41. Inspect compressorwash ring for damageand security.
42. Inspect compressorwash valve assemblyfor securityand operation.(if installed)
43. Inspectenginemounts for cracks,damage and loose mountingbolts.
44. Inspectrubber Lord mounts for deteriorationand condition.
45. Check security,wiringand operationof blade anglesensor or beta lights, if installed.
46. Check security,wiring and operationof beta limitersystem.
47. Inspectfront and reartachometergeneratorsfor securityand wiring.
48. Inspect starter generatorquick attachmentdevice (QAD) ring and mount pad for security,cracks
and damage.
49. Inspect conditionof starter-generatorcables.
50. Inspect conditionof starter-generatorcooling air ducts.
51. Cleandual drive lube filter.
52. Inspectgeneratorcontrol units (GCU) for security,damage and wiring integrity.
53. Inspect bleed air lines, flexible lines and couplings for security,damage and leakage. (Also see
Piper ServiceBulletinNo. 914).
54. Check bleed air shutoff valve and mixing regulator for security, damage, leakage and correct
operation. Check wiringfor attachmentand damage.
55. Inspect bleed air intercoolerfor cleanness and blockage. Check intercoolerinlet and outlet for
blockage,securityand leakage of duct couplings.
56. Inspectand check all enginewiring and ITTharnessand connectorsfor securityand condition.
57. Lubricatepowerplant per LubricationChartin PA-42/42-720MaintenanceManual.
58. Install upper and lower firewall accesscovers.
[ 59. Installenginecowling.
LEFT WING, DETAILED (See Chapter57, PA42/42-720MaintenanceManual)
- CAUTION -
THE FLUX DETECTOR COVER ON THE OUTBOARD WING

SURFACE IS SECURED WITH BRASS SCREWS. ONLY
BRASS SCREWS WILL BE USED WHEN INSTALLING THIS
COVER.
1. Removeinspectionplates and panels.
2. Inspectstatic dischargewicksfor securityof attachmentand condition.
3. Inspectflux detectorplug connectionsand wiring for corrosion,securityand condition.
4. Inspectwing and control surfaceskins and fairingsfor cracks,loose or missing rivetsand damage.
5. Inspectaileron for securityof attachmentand freedomof movement.
5-20-00
Page 13
1C6
PIPER AIRCRAFT
PA-42/42-720
EVENT 1 (continued)
LEFT WING, DETAILED (See Chapter57, PA-42/42-720MaintenanceManual)
6. Inspectinteriorstructurefor cracks,loose and missing rivetsor concealeddamage.

7. Inspect aileron cables, pulleys and bellcrank for damage, full travel, alignment,clearance and proper
cable tension.
8. Inspectaileronbalanceweightsand ailerongap seal for conditionand security.
9. Inspectflaps, actuators,limitswitches,wiring and pots for corrosion,damage,operationand full travel.
-NOTE-
An approachflap extensionof 10° will not activate the Flap/Landing
Gear WarningHorn since this flap setting is intended for extended
approach use. Normal landings are made using 30° flaps and the
Flap/LandingGear WarningHorn will activate if the landing gear is
not extendedwhen the flaps are extendedmorethan 10° .
10. Inspect flap tracksand rollersfor condition. Checkrollers for freedomof movementand binding.
11. Inspect flaptrack bolts and aileronhinge bolts for wear, securityand corrosion.
12. Inspectall controlsurfacebearingsfor attachment,wear and freedomof movement.
13. Checkoperationof left fuel shutoffvalve and crossfeedvalve.
14. Inspectwing attachmentbolts for stripealignmentand bracketsfor cracksand corrosion.
15. Inspectenginemountbracketsfor conditionand security.
16. Inspectbladderfuelcells for attachment,leaks and contamination.
17. Inspectintegralfueltanks for leaks,corrosion,contaminationand damage.
18. Inspectfuel lines for attachment,chafingand leaks.
19. Check filler neck anti-siphonvalves and fuel caps for damage and proper seal. Inspectquick drains for
proper operation.
20. Check fuel tanksfor correctoperatingfuel. Checkconditionof fuel type placards.
21. Inspect fuelvents for obstructionsand damage. Checkvalvesfor operationand seal.
22. Inspectfuelcapacityprobes for security,corrosionand leaks.
23. Inspectelectricalwiring harnessand connectionsfor chafing,damageand security.
24. Inspecthydrauliclines for leaks,damageor chafingand attachment.
25. Inspect pneumaticlines, flexiblelines and componentsfor leaks, cuts, abrasionsand secure connections.
Replaceupon conditionor per Special Inspection.
26. Inspect bleed air warning duct switches for leaks and security and wiring for damage and attachment.
(PA-42:(engine,intercooler,shroud aft of firewall and wing root), PA-42-720:(Engine,intercoolerand
wing root).
27. Inspect bleed airduct couplingfor leakage,damageand security. Checkduct insulationfor conditionand
security. Checkductingfor securityand chafing.
28. Inspectpneumaticdeicer bootsfor conditionand damage.
29. Inspect left transducerfor securityof attachment,spring centeringof switch blade and corrosion. check
heat elementfor operation.
- 30. Inspectwing tip tank attachmentbolts for security.
5.20-00
Page 14
1C7
PIPER AIRCRAFT
PA-42142-720

Left: Left:
Right: Right:
EVENT 1 (continued)
LEFT WING, DETAILED (continued)
31. Inspectwingtip navigationand strobe lights for brokenlenses, security,wiring and attachment.
32. Checkwing inspectionlight for broken lens, security,wiringand attachment.
33. Inspectwing lockersfor condition,leaks and damage.
34. Inspectwing lockerdoor for securityand damage.
35. Checkwing lockerdoor cylinder and lock for security,damageand operation.
36. Inspect nacelle fuel tank for condition, leaks and damage. Check condition of fuel type and capacity
placards. Replaceif illegible.
37. Lubricateper LubricationChartin PA42/42-720 MaintenanceManual.
-CAUTION-
ONLY BRASS SCREWS ARE TO BE USED FOR INSTALLING

FLUX DETECTOR ACCESS DOOR.
38. Installinspectionplates and panels.
FUSELAGE FORWARD, DETAILED (See Chapter 35 and 53, PA-42/42-720 Maintenance Manual)
1. Removeinspectionplates and panels and open baggagedoor and radome.

2. Inspect baggagedoor surface, door latch, hinges, air cylinders,door ajar switch, compartmentlight and
door seal for damage, wear,proper riggingand operation.
3. Checkbrake reservoirand brake lines for leaks,securityand proper fluidlevel in reservoir.
4. Inspect electronicsinstallation, wire harness plugs, groundbus bar, triplexer and radios for condition
corrosion and security.
5. Inspect antennamountsand electricalwiring for securityand corrosion.
6. Inspectradio and ECS access panels for damage, loose or missing fastenersand conditionof rain gutter
on accessopening.
7. Inspectbatterybox and cables for security,damage and corrosion.
8. Inspectconditionof battery,batteryover temperaturesensorsand fuse. (Referto Special Inspection.)
9. Inspectradomelightningdiverter strips for damageand security.
10. Within the radome inspect the radar, glide slope antenna, wave guide and receiver/transmitter for
condition and securityof mounting.
11. Inspect flapamplifierfor damageand security.
12. Remove access panels within the nose baggage compartment. Inspect avionics plugs, harness and
connectionsfor security,corrosionand condition.
13. Inspect bulkheads,stringersand skin for damage,conditionand corrosion.
14. Inspect left and rightpitot mast for obstructions,damage,securityand operation.
15. Check radar, environmental control unit (ECU), battery cooling air inlets and vents for obstructions,
damage and security.
16. Inspect ECU ram air and ground air checkvalves for damageand proper operation. CheckECU ground
fan for damage and operation.
5-20-00
Page 15
lC8
PIPER AIRCRAFT
PA-42/42-720
EVENT 1 (continued)
FUSELAGEFORWARD,DETAILED(continued)
17. Inspect refrigerationunit for damage, security and flexible coupling leakage. Inspect water separator
coalescentbag for dirt, washeach 500 hoursmaximum. InspectECU overtemperatureand overpressure
switches for security and leakage and wiring for damage and attachment. Inspect water asperator
plumbingfor blockage,leakageand condition.
18. PA-42: Inspect Bleed air pressure regulator for leakage and damage. Check wiring for damage and
attachment.
-WARNING
DO NOT PERMIT OIL, GREASE OR OTHER PETROLEUM

PRODUCTS TO COME IN CONTACT WITH ANY LINES OR
FITTINGS UTILIZED IN THE OXYGEN SYSTEM. BE SURE
SKIN AND CLOTHING ARE FREE OF OIL, GREASE OR
OTHER PETROLEUM PRODUCTS BEFORE WORKING ON
ANY COMPONENT OF THE OXYGEN SYSTEM.
- NOTE -
Dateof last hydrostatictest is stampedon cylinder.

19. Inspect oxygen cylinder, regulator and lines for security and condition. On PA-42: check control cable
for security and condition. Check connections and lines for leaks. Check control for operation. Check
rupture disc condition and system for proper pressure. (Refer to Special Inspection 300 & 3500 Hour.)
20. Inspect hydraulic power pack for leaks, security and proper fluid level.
21. Inspect hydraulic power pack flexible control cables and line for damage, security, operation and leaks.
22. Inspect all hydraulic lines for leaks and security.
23. Drain and inspect static drain pumps.
24. Inspect landing and taxi lights for broken lenses and security.
25. Check electrical outside air temerature probe (OAT) for corrosion, damage, condition of wiring and
securemounting.
26. Inspect external electrical connection (GPU) and access door for damage and security.
27. Inspect condition of outer skin; check for loose or missing rivets, damage and condition.
28. Lubricate per Lubrication Chart in PA-42/42-720 Maintenance Manual.
29. Reinstall access plates, panels and close radome and baggage door.
FUSELAGE MAIN, DETAILED (See Chapter 35 and 53, PA42/42-720 Maintenance Manual)
1. Removeinspectionplates,panelsand floor panels.

2. Inspectexternalskins for condition,loose or missingrivets,damage and corrosion.
3. Inspectwindshieldand windowsfor cracks,distortion,leaks and security.
4. Checkbimetallicoutside air temperatureprobe (OAT)for corrosion,damageand condition.
5. Removeemergencyexit window;checkwindowand seal for cracks,distortionand leaks. Install window
and check for securityof latchingmechanism.
5-20-00
Page 16
Reissued: December 31,1989 1C9
PIPER AIRCRAFT
PA-42/42-720

Left: Left:
Right: Right:
EVENT 1 (continued)
FUSELAGE MAIN, DETAILED (continued)
6. Inspect windshieldwipers for securityof mounting, conditionand operation. (Do Not Operate on Dry
Windshield)
7. Inspectfuel, hydraulicand pressurizationlines for damage,leaks,routingand security.
8. Inspectall controlcables and pulleys for damage,full travel, alignment,clearanceand proper tension.
9. Inspectantennamounts and connectionsfor tightness,securityand corrosion.
10. Inspectall electricalwiring for damage,routing,attachmentand security.
11. Inspect autopilotpitch and roll servosfor security. Inspectconditionof bridle cables and wiring. (Refer
to Chapter 22, PA-42/42-720MaintenanceManual.)
] 12. Inspect main cabin door and if installed,inspectcargo doorfor damage,conditionof door seal, proper rig
and operation of latchingmechanisms. Check door ajar switchesfor mechanicaloperation;an audible
click should be heard when switchopens or closes.
13. Inspect door snubberfor leaks and attachment.
14. Inspect door restraintcables for conditionand securityof attachment.
15. Inspect deice valves and pneumatic system regulators for security, damage and leaks; electrical
connectionsfor securityand condition.
16. Inspectpneumaticlines, flexiblelines and componentsfor leaks,cuts, abrasionsand secureconnections.
Replaceupon conditionor per SpecialInspection.
17. Checkupholsteryfor damage.
18. Checkseats and seat belts for securityof bracketsand bolts.
19. Check all lights and air vents for damageand operation.
WARNING
BE SURE SKIN AND CLOTHING ARE FREE OF GREASE, OIL

OR OTHER PETROLEUM PRODUCTS BEFORE CHECKING
OR PERFORMING MAINTENANCE ON ANY COMPONENT
OF THE OXYGEN SYSTEM.
20. Inspectoxygen outletsand masks for defects,corrosionand attachmentof masks to outlets.
21. Check operation of oxygen system. (Refer to 300 Hour,Three and Five Year Special Inspection and
Pilot's OperatingHandbook)
22. Check portable fire extinguisher for charge and service time. (See Chapter 26, PA-42/42-720
MaintenanceManual).
23. If applicable,check servicetime and conditionof each life preserver. Checkthat locate light is securely
attachedand operative.
24. Check outflow and outflow/safetycover screen for obstructions. Checkoutflow and safetyvalve popit
for cleanliness. (Cleanper PA-42/42-720MaintenanceManual,see Chapter21.)
25. Check all electric options for security,damage, wiringintegrityand condition.
26. Check returnair filters in airboxfor cleanliness.Cleanor replaceas required.
27. Check recirculationdoors conditionand freedomof movement. Check actuatorcables and solenoidsfor
operation.
28. Check cabin vent fans for operation,securityand attachment.
29. Check overtemperatureand recirculationswitchesfor securityand wiringattachment.
5-20-00
Page 17
1C10 Reissued:December31, 1989
PIPER AIRCRAFT
PA-42/42-720
EVENT 1 (continued)
FUSELAGE MAIN, DETAILED(continued)

30. Check ECU controls for proper operation. Check cabin temperature control for security, blockage,
cleanlinessof air inlet and exit. Checktemperaturecontrolfan for operation.
31. Lubricateper LubricationChart in PA-42/42-720MaintenanceManual.
32. Replaceinspectionplates, panelsand floor panels.
CABIN COCKPIT,DETAILED
-NOTE-
Someitems includedunder FuselageMain, Detailedare also required

forCabin Cockpit,Detailed.
Remove inspectionplates,panels and floor panels.
Inspectcabin cockpitentranceslidingdoors and cockpitdividersfor damage and operation.
Inspectupholsteryfor damage.
Inspectpilot andcopilot seats/seatbeltsfor damage,securityand operation.
Inspecttrim operationand indicatorsfor fulltravel, binding,damage and correctcontroldeflection.
Checkrudderpedalsfor travel,bindingand security. Inspectbrakecylindersfor leaks and operation.
Inspectparkingbrake and parkingbrakecable for condition,securityand operation.
Inspectcontrolwheels,column,pulleysand cables for damageoperation and full travel.
Inspectinstrumentsand attachmentsfor security,damage,propermarkingsand placards.(Referto Pilot's
OperatingHandbook).
Inspectcompasscorrectioncard for correctdata. Calibrateas required.
Inspectavionicsand electricalsystemsfor conditionand securityof switchesand knobs.
Inspectcircuitbreakersfor conditionand securityof installation.
Perform main bus tie circuit breaker and distributiondiode check. Refer to Chapter 39, PA-42/42-720
MaintenanceManual.
Checkcabin pressurecontrollerfilter and instrumentair filter for contaminationand damage.
Inspectpitot and static lines for conditionand security.
Checkthat altimetersand transponderare in accordancewith latest revisionof AC 43.13-1 and certified
in accordancewith FAR 23 to complywith FAR91.171and 91.172.
Checksecurityand operationof crossfeedvalvehandles.
Checksecurityand operationof emergencyshutoffvalvehandles.
Checkoperationof recirculationblowers.
Inspectconditionand operationof heaterducts and airconditioningducts and outlets.
- WARNING -
BE SURE SKIN AND CLOTHING ARE FREE OF GREASE, OIL

OR OTHER PETROLEUM PRODUCTS BEFORE CHECKING
OR PERFORMING MAINTENANCE ON ANY COMPONENT
OF THE OXYGEN SYSTEM.
21. Inspectoxygenoutlets for defects and corrosion.
5-20-00
Page 18
Reissued: December31, 1989 1C11
PIPER AIRCRAFT
PA-42/42-720
Left: Left:
Right: Right:
EVENT 1 (continued)
CABIN COCKPIT, DETAILED (continued)

-NOTE-
Operation of oxygen shutoff valve on PA-42-720 aircraft will deploy

all oxygen masks.
23. Inspect and check operation of passenger oxygen shutoff valve.

24. Inspect oxygen masks for proper attachment and condition.
25. Lubricate per Lubrication Chart in Maintenance Manual.
26. Install inspection plates, panels and floor panels. Inspect pneumatic lines, flexible lines and
components for overall condition and operation. Replace on condition or as per Special Inspection.
27. Check portable fire extinguishers for proper service, condition and inspection date. (See Chapter 26,
PA-42/42-720 Maintenance Manual).
28. If applicable, check the service time and condition of each life preserver. Check that the locate light is
securely attached and operable.
29. Turn battery master switches on. Inspect and check operation of all electrically operated instruments.
Overhaul or replace as required.
30. Check all instrument, cockpit, navigation, strobe and recognition lighting for operation.
31. Check pilot's storm window for condition, operation and proper seal. (If installed)
32. Perform operational test of microphones and cabin speakers.
33. Check glareshield and eyebrow panels for condition, cracks and security.
FUSELAGE AFT AND EMPENNAGE, DETAILED (See Chapters 27, PA-42/42-720 Maintenance Manual)
1. Remove all inspection plates, access panels and fairings.

2. Inspect condition of skin, interior bulkheads, formers and stringers for damage, loose or missing rivets
and corrosion.
3. Inspect static discharge wicks for security of attachment and condition.
4. Inspect vertical fin and rudder surfaces for security of attachment, damage and corrosion.
5. Inspect rudder and tab hinges, bolts and attachments for damage, operation, wear and security.
6. Inspect rudder and rudder trim mechanism for operation and full travel.
7. Inspect rudder cove seal for damage and security of attachment.
8. Inspect horizontal stabilizer and elevator surfaces for damage, loose or missing rivets and corrosion.
9. Inspect lightning diverter and diverter strips on bullet assembly for damage and security.
10. Inspect tail navigation lights and strobe lights for broken lenses and security.
11. Inspect elevator and tab hinges, horns and attachments for damage, security and operation.
12. Inspect horizontal stabilizer attachments for security, damage, cracks and corrosion.
13. Inspect elevator and tab hinge bolts and bearings for security of attachments, damage, wear and
corrosion.
14. Inspect elevator trim mechanism for operation and full travel.
15. Inspect rudder, elevator and trim mechanism cables, turnbuckles, guides, torque tubes and pulleys for
safety, cable tension, damage, corrosion, operation and condition.
5-20-00
Page 19
1C12
PIPER AIRCRAFT
PA-42/42-720
Left: Left:
Right: Right:
EVENT 1 (continued)
FUSELAGE AFT AND EMPENNAGE, DETAILED (continued)

2 16. Inspect elevator down spring for damage, corrosion, attachment and tension.
2 17. Inspect rudder and elevator balance weights for security.
18. Inspect autopilot components for condition, security of mounting, condition of shockmounts and
evidence of moisture or corrosion in plugs.
19. Inspect autopilot servos bridle cables for condition, security and tension.
20. Inspect ELT battery for replacement date and unit for corrosion, operation and damage.
21. Inspect ELT antenna for attachment, security and for proper connection to ELT unit. (Refer to latest
Piper Service Letter 935.)
22. Inspect VOR antenna and connections for corrosion, security of mounting and condition.
23. Inspect antenna mounting(s) for security, corrosion and condition.
24. Inspect pneumatic deice boots and plumbing for condition, leaks and damage. (Replace upon condition
or per Special Inspection.)
25. Inspect static ports and lines for obstructions, leaks and condition.
26. Check outflow and safety valve static openings for obstructions.
-CAUTION-
TO PREVENT WATER DAMAGE TO VENTRAL FIN

KEVLAR MATERIAL, THE EDGE OF EACH VENTRAL FIN
DRAIN HOLE IS SEALED WITH EPOXY RESIN. IF
NECESSARY TO OPEN VENTRAL FIN DRAIN HOLES,
CARE SHOULD BE TAKEN NOT TO BREAK SEAL. IF SEAL
IS BROKEN, REFER TO CHAPTER 51 OF THE PA-42/42-720
MAINTENANCE MANUAL FOR PROCEDURE UTILIZED TO
APPLY EPOXY RESIN.
27. Check that fuselage, elevator trim drum and ventral fin drain holes are open and free of foreign matter
(See latest Piper Service Bulletin No. 857).
28. Lubricate per Lubrication Chart in PA-42/42-720 Maintenance Manual.
29. Install inspection plates and access panels.
RIGHT WING, ROUTINE (See Chapter 57, PA-42/42-720 Maintenance Manual)
1. Check surfaces, skins, tip tank and fairings for damage, condition, loose or missing rivets.
2. Inspect aileron and trim tab attachments for security, damage and operation.
3. Inspect aileron balance weight for damage and security.
4. Inspect flap and flap tracks for security of attachment, damage, condition and corrosion.
5. Check that fuel tanks contain correct type fuel. Check fuel caps and anti-syphon valves for seal,
damage and operation. Inspect condition of fuel type and fuel capacity placards. Replace if illegible.
6. Inspect pneumatic deice boots for condition, leaks and operation. (Refer to Chapter 30, PA-42/42-720
Maintenance Manual).
5-20-00
Page 20
1C13
PIPER AIRCRAFT
PA-42/42-720
Left: Left:
Right: Right
EVENT 1 (continued)
RIGHT WING, ROUTINE (continued)

7. Inspect lift transducer for security of attachment, spring centering of switch blade and corrosion. Check
heat element for operation.
8. Inspect wing tip navigation, strobe and wing inspection lights for broken lenses, wiring and security.
9. Lubricate per Lubrication Chart, PA-42/42-720 Maintenance Manual.
LANDING GEAR, ROUTINE (See Chapter 32, PA-42/42-720 Maintenance Manual)(Refer to latest Piper
Service Bulletins 822 and 841A)
Nose Left Right
1. Place airplane on jacks. Jack airplane per Chapter 7, PA-42/42-720 Maintenance Manual.
2. Check oleo struts for leaks, scoring, damage, cleanliness, proper extension and pressure.
3. Inspect tires for cuts, uneven or excessive wear and slippage.
4. Remove wheels; clean, inspect and repack bearings.
5. Clean and inspect wheels for cracks, corrosion and broken or loose bolts.
6. Check tires for proper pressure per PA-42/42-720 Maintenance Manual.
7. Check brakes and lines for damage, attachment, security and wear limits.
8. Check gear legs and braces for security, damage, corrosion and condition. (Refer to latest
Piper Service Bulletin No. 841)
9. Inspect gear doors for security of attachment, cracks, damage and corrosion. (See 100 Hour
and 1000 Hour Special Inspections.)
10. Inspect actuating cylinders, lines and fittings for attachment, leaks and damage.
11. Inspect all hydraulic and pneumatic lines for chafing.
12. Inspect landing gear, emergency gear extension and pneumatic bottles for security of
mounting and proper pressure.
13. Check emergency gear extension pneumatic system lines, fittings and shuttle valves for
security, leakage and damage.
14. Inspect condition of up and down lock hooks, springs, pushrods (PA-42) and cables (PA-42-
720) for damage, binding, operation and corrosion. Inspect up and down lock actuating
cables antirotation clips (PA-42-270 Only).
- NOTE -
Inspection items 15 and 16 apply only to PA-42 aircraft, S/N's 42-

7800001 through 42-8001105. Refer to Chapter 32, PA-42/442-720
Maintenance Manual.
15. Remove nose gear lock actuator rod assembly and main gear up and down lock actuator rod
assemblies.
a. Remove boot; inspect telescopic portion of each rod assembly for corrosion. If evident,
replace rod assembly. If no corrosion exists, lubricate per Chapter 12, PA-42/42-720
Maintenance Manual.
b. Inspect each rod end bearing for race damage and corrosion. If either is evident, replace
bearing. If no corrosion or evidence of damage exists, lubricate per Chapter 12, PA-
42/42-720 Maintenance Manual.
5-20-00
Page 21
1 C14 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
SERIALNUMBER REGISTRATION
NUMBER ENGINESERIALNO. PROPELLER
SERIALNO.
Left: Left:
Right: Right:
EVENT 1 (continued)
LANDINGGEAR,ROUTINE(continued)
Nose Left Right
16. Installrod assembliesper PA-42/42-720MaintenanceManual.
17. Inspectall wiring and wiringharnessfor condition,security,damage,chafing and corrosion.
Checkswitchesfor adjustment,securityand operation.
18. Lubricateper LubricationChart,PA-42/42-720MaintenanceManual.
- WARNING-
DO NOT REMOVE JACKS UNTIL IT HAS BEEN

DETERMINED THAT THE LANDING GEAR IS DOWN AND
LOCKED AND ANTI-RETRACTION SYSTEM HAS BEEN
CHECKED.
19. Placeweightof aircrafton landinggear.(DoNot RemoveJacks.)
Checkanti-retractionsystem for properoperation.
Ensureall gears are down and locked,then removejacks.
SPECIAL AND GENERAL SECTION
1. Special Inspections completed as required. (See Special Inspection Section).

2. Operational Inspection and run-up completed. (See Operational Section).
3. Aircraft cleaned and lubricated after wash (as required).
4. All Airworthiness Directives, Service Bulletins, Letters and Instructions complied with.
5. Event Record, Discrepancy Record, Compliance Record and Equipment Change Records completed.
5-20-00
Page 22
1C15
PIPER AIRCRAFT
PA-42/42-720

Left: Left:
Right:
EVENT 1 (continued)
INSPECTION COMPLETED
I certify that this aircraft has been inspected in accordance with

Piper Aircraft Corporation 100 Hour Progressive Inspection Event 1,
and is approved for return to service. Pertinent details of this
inspection are on file at this facility under Repair Order No.
Total Time: Date:
Signed: Repair Station No.:
5-20-00
Page 23
1C16
PIPER AIRCRAFT
PA-42/42-720
SERIAL NUMBER REGISTRATIONNUMBER ENGINESERIAL NO. PROPELLERSERIAL NO.
EVENT (continued Right: Left:

Right:
EVENT 1 (continued)
EVENT 1 INSPECTION DISCREPANCY SHEET
Aircraft Time: Engine Time - Left:
Engine Time - Right:
Date: Work Order No.:
Item No. Discrepancy Corrective Action Mechanic / Crew Chief Signature
5-20-00
Page 24
PIPER AIRCRAFT
PA-42/42-720
Left Left:
Right Right:
EVENT 2
PROPELLERS,DETAILED (See Chapter61, PA-42/42-720MaintenanceManual)

Left Right
1. Removeand inspectspinnerfor cracks,corrosionanddamage.
2. Inspectbladesfor nicks, cracks,corrosionand evidenceof strikes.
3. Checkfor greaseand oil leaks.
4. Inspectbulkheadfor cracks,securityand corrosion.
5. Inspectpropellermountingbolts for conditionand proper safety. Checktorqueif safetyis broken.
6. Inspecthub parts for cracks,corrosionand security.
7. Rotate bladesand inspectfor tightness.
r 8. Inspect beta feedback ring for runout (0.010 inch max.) and no metal to metal contact with reverse
lever and carbonblockholder.
9. Inspect carbonblock for wear limit and freedomof movement
10.Inspect low pitch stop rods, return springs and beta feedback ring for damage, corrosion and
freedomof movement.
11. Inspect conditionof propellerdeicer slip ring and brushblockor modularassembly.
12. Inspect conditionof propellerdeice boots and securityof attachment.
13. Inspectpropellerdeice wiring and junction blocksfor security,cracks,chafingand damage.
14. If installed,inspectconditionand securityof synchrophaserwiring.
15. Lubricatepropellerper LubricationChart,PA-42/42-720MaintenanceManual.
16. Installspinner.
LEFT AND RIGHT ENGINE, DETAILED (See Chapter 71, PA-42/42-720 Maintenance Manual)
-NOTE-
Refer to Pratt & Whitney PT6A-41 Maintenance Manual P/N

3021442 or Pratt & Whitney PT6A-61 Maintenance Manual P/N
3034342 and PA-42/42-720 Maintenance Manual P/N 761 523 as
requiredfor details.
Left Right
1. Removeenginecowling.
2. Removeupper and lower firewall accesscovers.
3. Clean and inspectcowlingand covers for cracks,distortionand loose or missingfasteners.
4. Inspectoil temperaturesender unit for leaks and security.
D 5. Inspectoil lines and fittingsfor leaks, security,chafing,dents, cracksand routing.
6. Cleanand inspectoil cooler for conditionand attachment.
- CAUTION-
REFER TO APPROPRIATE PRATT & WHITNEY

MAINTENANCE MANUAL, SERVICE BULLETINS AND
SPECIAL INSPECTIONS (CHAPTER 5) OF THE PA-42/42-720
MAINTENANCE MANUAL.
5-20-00
0
Page 25
PIPER AIRCRAFT
PA-42/42-720

Left: Left:
Right: Right:
EVENT 2 (continued)

Left Right
7. Removeand inspectoil filter for damageand contaminationCleanor replaceas required.
-- CAUTION-
ALL ENGINE CLEANING PROCEDURES AND CLEANING

PRECAUTIONS MUST BE OBTAINED FROM THE
APPROPRIATE SECTIONS OF THE PRATT & WHITNEY
MAINTENANCE MANUAL ( PT6A-61) P/N 3034342 OR
(PT6A-41) P/N 3021442
8. Cleanexteriorof engine.(Refer to Pratt & WhitneyMaintenanceManual)
9. Inspectconditionof igniter plugs. Refer to Chapter74, PA-42/42-720MaintenanceManual.
Inspect ignition harness and insulators for high tension leakage, continuity, damage and
attachment.
1 .1 Inspectelectricalconnectionson ignitionexciterfor safetyand security.
12. Removeair inlet screen;inspect first stagecompressorblades for ingestiondamage and corrosion.
Inspectscreenfor damage and cleanliness. Installscreen.
13. Clean andinspect fuel pump inlet screen for foreignmaterial. Replaceoutlet filter.
1 4 . Inspect gasgeneratorcase drain valves for securityand leaks. (Check after enginerun)
15. Inspectmagneticchip detectorand jump pins "A & B" operationalcheck of annunciator.
16. Inspect condition of inlet air ducts and ice protection system for operation and fit. (See latest
Piper ServiceLetterNo. 983.)
17. Inspect conditionof actuatorsand linkage for ice protectionsystemand oil cooler doors.
- CAUTION -

WILL RESULT IN BENDING OR KINKING OF WIRE ROPE
18. Inspectpowerlever, start control,propellergovernorand propellerreversinglinkage for condition,
travel andoperation.
19. Inspectgasgeneratorcase for cracks,distortionand evidenceof overheating.
20. Inspectexhauststacksand exhaustducts for cracks,distortionand security.
21. Inspectpropellergovernorfor leaks and security.
22. Inspectpropellershaft for oil leaks.
23. Removedrain;clean and inspectfuel filter bowl. (Firewallmounted)
5-20-00
Page 26
1C19
PIPER AIRCRAFT
PA-42/42-720
Left: Left:
right: Right:
EVENT 2 (continued)

Left Right
24. Inspect all flexible lines (fuel, hydraulic, pneumatic and oil) for leaks, abrasions, cuts and secure
connections. Replace upon condition or as per Special Inspection. (See latest Piper Service
Bulletin No. 822, Five (5), and Ten (10) Years Special Inspection.)
25. Inspect fuel control, fuel pumps, fuel manifold, fuel flow transmitter and fuel pressure transmitter
for leaks, security and condition. Check wiring for security and condition. (See latest revision of
Piper Service Bulletin 957.)
26. Replace hydraulic filter and inspect for contamination. If filter shows evidence of contamination,
inspect entire hydraulic system.
27. Inspect hydraulic pump and hydraulic lines for security and leaks.
28. Inspect engine fireseals for cracks, damage and security.
29. Inspectfirewallsfor cracks,stress and condition.
30. Inspectfirewall seals for condition.
' 31. Inspectoil breathertube for obstructionand security.
32. Inspectoil filler cap seal for damageand condition.
33. Check properlockingfeature of oil filler cap.
34. Inspectoil pressuretransmitterfor securityand leaks. Checkwiresfor connectionand damage.
0 35. Inspect torque transmitterfor leaks and security. Check wiring for damage and security. Check
condition of shock mounts.
36. Inspectoil manifoldfor leaks and security.
37. Inspect autoignition switch, autofeather switch and manifold for security and condition. Check
wiringfor damageand secureconnection.
-NOTE-
An autofeathering system is an optional system on the PA-42

CheyenneIII aircraft.
38. Inspect P3 air filter for contamination. Replace if evidence of contamination.(See 1000 Hour
SpecialInspection)
39. Inspect fire extinguisherfor damage and securityof wiring. Test fire extinguishingsystem for
proper cylinderpressure(Referto Chapter26, PA-42/42-720MaintenanceManual.)
-NOTE-
Enginefire extinguishersare optionalequipmentand are not installed

on all PA-42 and PA-42-720.
40. Inspect fire warningsensorsand wiringfor securityand condition.
5-20-00
Page 27
PIPER AIRCRAFT
PA-42/42-720
Left: Left:
S ERNUMBER
I AL
Right:
EVENT 2 (continued)

Left Right
41. Inspectcompressorwash ring for damage and security.
42. Inspectcompressorwashvalve assemblyfor securityand operation.(if installed)
43. Inspectenginemountsfor cracks,damageand loose mountingbolts.
44. InspectrubberLord mounts for deteriorationand condition.
45. Checksecurity,wiringand operationof blade anglesensoror beta lights, if installed.
46. Checksecurity,wiringand operationof beta limitersystem.
47. Inspectfront and rear tachometergeneratorsfor securityand wiring.
48. Inspectstarter generator quick attachmentdevice (QAD) ring and mount pad for security,cracks
and damage.
49. Inspectconditionof starter-generatorcables.
50. Inspectconditionof starter-generatorcoolingair ducts.
51. Cleandualdrive lube filter.
52. Inspectgeneratorcontrolunits (GCU)for security,damageand wiring integrity.
l 53. Inspect bleed air lines, flexible lines and couplingsfor security, damage and leakage. (Also see
Piper ServiceBulletinNo. 914).
54. Check bleed air shutoff valve and mixing regulator for security, damage, leakage and correct
operation. Checkwiring for attachmentand damage.
- 55. Inspect bleed air intercoolerfor cleanness and blockage. Check intercoolerinlet and outlet for
blockage,securityand leakageof ductcouplings.
56. Inspectand check all engine wiringand ITTharness and connectorsfor securityand condition.
57. Lubricatepower plantper LubricationChartin PA-42/42-720MaintenanceManual.
58. Installupper and lowerfirewallaccesscovers.
59. Installenginecowling.
RIGHT WING, DETAILED (See Chapter 57, PA-42/42-720 Maintenance Manual)
- CAUTION -
THE FLUX DETECTOR COVER ON THE OUTBOARD WING

SURFACE IS SECURED WITH BRASS SCREWS. ONLY
BRASS SCREWS WILL BE USED WHEN INSTALLING THIS
COVER.
_ 1. Removeinspectionplates and panels.
2. Inspectstatic dischargewicks for securityof attachmentand condition.
3. Inspectflux detectorplug connectionsand wiring for corrosion,securityand condition.
] 4. Inspectwing and control surfaceskins and fairingsfor cracks,loose or missingrivets and damage.
5. Inspectaileron for securityof attachmentand freedomof movement.
5-20-00
Page 28
Reissued: December31,1989 1 C21
1C21
PIPER AIRCRAFT
PA-42/42-720
SERIAL NUMBER REGISTRATIONNUMBER ENGINESERIALNO. PROPELLERSERIAL NO.
Left:
Right:
EVENT 2 (continued)
RIGHT WING, DETAILED (continued)
6. Inspectinterior structurefor cracks,loose and missing rivetsor concealeddamage.

7. Inspect aileron cables, pulleys and bellcrank for damage, full travel, alignment, clearance and proper
cable tension.
8. Inspectaileron balanceweightsand aileron gap seal for conditionand security.
9. Inspectflaps, actuators,limit switches,wiring and pots for corrosion,damage,operationand full travel.
-NOTE-
An approachflap extensionof 10° will not activatethe Flap/Landing

Gear Warning Horn since this flap setting is intended for extended
approach use. Normal landings are made using 30° flaps and the
Flap/LandingGear WarningHorn will activate if the landing gear is
not extendedwhen the flaps areextendedmore than 10°.
10. Inspectflap tracks and rollersfor condition. Checkrollersfor freedomof movementand binding.
11. Inspectflap track bolts and aileronhinge bolts for wear,securityand corrosion.
12. Inspectall control surfacebearingsfor attachment,wear and freedomof movement.
13. Check operationof rightfuel shutoffvalve and crossfeedvalve.
14. Inspectwing attachmentbolts for stripe alignmentand bracketsfor cracksand corrosion.
15. Inspectengine mount bracketsfor conditionand security.
16. Inspectbladderfuel cells for attachment,leaks and contamination.
17. Inspectintegralfuel tanks for leaks, corrosion,contaminationand damage.
18. Inspectfuel lines for attachment,chafingand leaks.
19. Check filler neck anti-siphonvalves and fuel caps for damage and proper seal. Inspectquick drains for
properoperation.
20. Check fueltanks for correctoperatingfuel. Checkconditionof fueltype placards.
21. Inspectfuel vents for obstructionsand damage. Checkvalvesfor operation and seal.
22. Inspectfuel capacityprobes for security,corrosionand leaks.
23. Inspectelectricalwiring harnessand connectionsfor chafing,damageand security.
24. Inspecthydrauliclines for leaks,damageor chafingand attachment.
25. Inspectpneumaticlines, flexiblelines and componentsfor leaks, cuts, abrasionsand secure connections.
Replaceupon conditionor per SpecialInspection.
26. Inspect bleed air warning duct switches for leaks and security and wiring for damage and attachment.
(PA-42:(engine, intercooler,shroud aft of firewall and wing root), PA-42-720:(Engine,intercoolerand
wing root).
27. Inspectbleed air ductcouplingfor leakage,damageand security. Checkduct insulationfor conditionand
security. Check ductingfor securityand chafing.
28. Inspectpneumaticdeicer boots for conditionand damage.
29. Inspect left transducerfor securityof attachment,spring centeringof switch blade and corrosion. check
heat elementfor operation.
30. Inspectwing tip tank attachmentbolts for security.
5-20-00
Page 29
1 C22 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
Right:
EVENT 2 (continued)
RIGHT WING, DETAILED(continued)
- 31. Inspectwingtip navigationand strobelights for brokenlenses, security,wiring and attachment.

32. Checkwing inspectionlight for brokenlenses, security,wiringand attachment.
33. Inspectwinglockersfor condition,leaks and damage.
34. Inspectwing lockerdoor for securityand damage.
35. Check wing lockerdoor cylinderand lock for security,damage and operation.
36. Inspect nacelle fuel tank for condition, leaks and damage. Check condition of fuel type and capacity
placards. Replaceif illegible.
37. Lubricateper LubricationChartin PA-42/42-720MaintenanceManual.
- CAUTION -
ONLY BRASS SCREWS ARE TO BE USED FOR INSTALLING

FLUX DETECTOR ACCESS DOOR.
38. Installinspectionplates and panels.
LANDING GEAR, DETAILED (See Chapter 32, PA-42/42-720MaintenanceManual)(Referto latest Piper

Service Bulletins822 and 841A)
Nose Left Right
1. Place airplaneonjacks. Jack airplaneper Chapter7, PA-42/42-720MaintenanceManual.
2. Checkoleo struts for leaks, scoring,damage,cleanliness,proper extensionand pressure.
3. Inspecttires for cuts, unevenor excessivewear and slippage.
E 4. Remove wheels; clean, inspect and repack bearings.
5. Cleanand inspectwheels for cracks,corrosionand brokenor loose bolts.
6. Checktires for properpressureper PA-42/42-720MaintenanceManual.
7. Checkbrake liningsand discs for cracks,unevenwear, distortionand wear limits.
8. Clean and inspect gear legs, nose gear fork and axles for security,damage, cracks, nicks,
corrosionand condition. (Referto latest Piper ServiceBulletinNo. 841)
9. Inspectgear doorsfor securityof attachment,cracks,damage and corrosion.
[ 10. Inspectactuatingcylinders,lines and fittingsfor attachment,leaksand damage.
- 11. Inspectall hydraulicand pneumaticlines for chafing.
12. Inspectemergencygear extension pneumaticbottles for security of mounting and proper
pressure.
13. Checkemergencygear extensionpneumaticsystemlines, fittings,shuttle valves and linkage
for security,leakage,damageand properadjustment.
- WARNING -
WIRES MUST BE REMOVED FROM SQUIB PRIOR TO

CONTINUITY CHECK.
14. Checkemergencyair bottle squib wiringfor continuity.
5-20-00
Page 30
Page 30
PIPER AIRCRAFT
PA-42/42-720
SERIAL NUMBER REGISTRATIONNUMBER ENGINESERIALNO. PROPELLERSERIALNO.

Left: Left:
Right: Right:
EVENT 2 (continued)
LANDING GEAR, DETAILED (continued)
-NOTE-
Inspection items 16 and 17 apply only to PA-42 aircraft, S/N's 42-

7800001 through 42-8001105. Refer to Chapter 32, PA-42/442-720
MaintenanceManual.
Nose Left Right
16. Removenose gear lock actuatorrod assemblyand main gear up and down lock actuator rod
assemblies.
a. Removeboot; inspect telescopicportionof each rod assemblyfor corrosion. If evident,
replace rod assembly. If no corrosion exists, lubricate per Chapter 12, PA-42/42-720
MaintenanceManual.
b. Inspecteach rod end bearing for race damage and corrosion. If either is evident, replace
bearing. If no corrosion or evidenceof damage exists, lubricate per Chapter 12, PA-
42/42-720MaintenanceManual.
17. Install rod assemblies per PA-42/42-720 Maintenance Manual.
18. Inspectconditionof up and down lock hooks,springs,pushrods(PA-42)and cables (PA-42-
720) for damage, binding, operation and corrosion. Inspect up and down lock actuating
cablesantirotationclips (PA-42-270Only).
19. Inspectbrakehousingsfor cracks, leaks,attachmentand damage.
20. Inspectbrakehydrauliclines for security,chafing,damage and leaks.
21. Inspectshimmydampenerfor security,damage,corrosionand leaks.
22. Check nose gear steering and mechanism for wear, binding, freedom of operation and full
travel.
23. Inspect gear doors and attachments for security, cracks, loose or missing rivets, condition
and damage. (See 100 Hour and 1000 Hour Special Inspections.)
24. Inspect actuating cylinders and lines for leaks, damage, corrosion, scoring and security.
25. Inspect all wiring and wiring harness for condition, security, damage, chafing and corrosion.
Check switches for adjustment, security and operation.
126. Lubricateper LubricationChartin Chapter 112, PA-42/42-720 Maintenance Manual.
- WARNING -
DO NOT REMOVE JACKS UNTIL IT HAS BEEN

DETERMINED THAT THE LANDING GEAR IS DOWN AND
LOCKED AND ANTI-RETRACTION SYSTEM HAS BEEN
CHECKED.
27. Place weight of aircraft on landing gear. (Do Not RemoveJacks.)
28. Check anti-retraction system for proper operation.
29. Ensure all gears are down and locked,then removejacks.
5-20-00
Page 31
1C24 Reissued: December31, 1989
PIPER AIRCRAFT
PA-42/42-720
Left: Left:
Right: Right:
EVENT 2 (continued)
LEFT WING, ROUTINE (See Chapter 57, PA-42/42-720 Maintenance Manual)
1. Check surfaces, skins, tip tank and fairings for damage, condition, loose or missing rivets.
2. Inspect aileron and trim tab attachments for security, damage and operation.
3. Inspect aileron balance weight for damage and security.
4. Inspect flap and flap tracks for security of attachment, damage, condition and corrosion.
5. Check that fuel tanks contain correct type fuel. Check fuel caps and anti-syphon valves for seal, damage
and operation. Inspect condition of fuel type and fuel capacity placards. Replace if illegible.
6. Inspect pneumatic deice boots for condition, leaks and operation. (Refer to Chapter 30, PA42/42-720
Maintenance Manual).
7. Inspect lift transducer for security of attachment, spring centering of switch blade and corrosion. Check
heat element for operation. (Left and Right)
8. Inspect wing tip navigation, strobe and wing inspection lights for broken lenses, wiring and security.
9. Lubricate per Lubrication Chart, PA42/42-720 Maintenance Manual.
FUSELAGE FORWARD, ROUTINE (See Chapter 53, PA-42/42-720 Maintenance Manual)
1. Inspect baggage door surface, door latch mechanism, door ajar switches, light switches and door seal for
damage, condition and operation.
2. Check radome for condition, security and latching mechanism for operation.
3. Check battery and battery case for damage and corrosion. Check battery contactors, cables, fuses,
solenoids and wiring for condition, corrosion, security and damage.
4. Check avionics installation for security and condition.
5. If applicable, check electrical outside air temperature probe for corrosion, damage and secure mounting.
Inspect condition and security of wiring.
6. Check brake reservoir and hydraulic power pack for leaks, condition, damage and fluid level. Service as
required.
7. Inspect surfaces, skins and panels for loose or missing rivets, condition and damage.
FUSELAGE MAIN, ROUTINE (See Chapter 53, PA-42/42-720 Maintenance Manual)
1. Inspect external skins and fairings for missing rivets, damage, condition and corrosion.
D 2. Check all windows for cracks, distortion and condition.
3. Inspect cabin entrance door and emergency exit for damage, condition and operation. If applicable,
inspect cargo door for damage, condition and operation.
4. Check bimetallic outside air temperature probe (OAT) for corrosion, damage and secure mounting.
5. Inspect strobe lights for broken lenses and security.
6. Check upholstery for damage and seats for operation, condition and damage.
7. Check seat belts for condition, security and operation.
5-20-00
Page 32
1D1
PIPER AIRCRAFT
PA-42/42-720
Left: Left:
Right: Right:
EVENT 2 (continued)
FUSELAGE MAIN, ROUTINE (continued)

- WARNING -
BE SURE SKIN AND CLOTHING ARE FREE OF GREASE, OIL,

GASOLINE OR OTHER PETROLEUM PRODUCTS BEFORE
CHECKING OR PERFORMING MAINTENANCE ON ANY
COMPONENT OF THE OXYGEN SYSTEM.
8. Check oxygen masks for condition and damage, that masks are properly connected to outlets.
9. Check outflow and safety valve screen for damage and obstruction.
10. Check cabinetry, consoles and dividers for damage and security.
11. Check all lights and air vents for damage and operation.
CABIN COCKPIT, ROUTINE
1. Inspect cockpit seats, seat belts and shoulder harness, upholstery and curtains for tears, damage and
operation.
2. Inspect instruments, instrument panel and circuit breakers for damage, condition and operation.
3. Inspect cockpit, navigation, strobe and recognition lighting for damage, corrosion and operation.
4. Perform main bus tie circuit breaker and distribution diodes check. Refer to Chapter 39, PA-42/42-720
Maintenance Manual.
-WARNING-

CHECKING OR PERFORMING MAINTENANCE ON ANY
COMPONENT OF THE OXYGEN SYSTEM.
5. Check oxygen masks for damage, condition and proper attachment to outlets.
-NOTE-
Operation of oxygen shutoff valve on PA-42-720 aircraft will deploy

all oxygen masks.
6. Check rudder pedals, control column and control wheel for damage and operation.
FUSELAGE AFT AND EMPENNAGE, ROUTINE (See Chapter 27, PA-42/42-720 Maintenance Manual)
1. Inspect skins, fairings, vertical fin, rudder, horizontal stabilizer, elevator and tabs for damage, loose or
missing rivets, corrosion and condition.
5-20-00
Page 33
1D2
PIPER AIRCRAFT
PA-42/42-720

Left: Left:
right: Right:
EVENT 2 (continued)
FUSELAGE AFT AND EMPENNAGE, ROUTINE (continued)
- CAUTION -
TO PREVENT WATER DAMAGE TO VENTRAL FIN

KEVLAR MATERIAL, THE EDGE OF EACH VENTRAL FIN
DRAIN HOLE IS SEALED WITH EPOXY RESIN. IF
NECESSARY TO OPEN VENTRAL FIN DRAIN HOLES,
CARE SHOULD BE TAKEN NOT TO BREAK SEAL. IF SEAL
IS BROKEN, REFER TO CHAPTER 51 OF THE PA-42/42-720
MAINTENANCE MANUAL FOR PROCEDURE UTILIZED TO
APPLY EPOXY RESIN.
2. Checkventralfin drain holes are open and free of foreignmatter. (See latest Piper ServiceBulletin857)
3. Inspect rudder, rudder tab, elevator, elevator tabs, hinges, bolts and attachments for damage, wear,
securityand operation.
4. Inspectpneumaticdeice boots for damage, securityand condition.
5. Checkantennasfor securityand condition.
D 6. Inspectstaticports for obstructionsand condition.
7. Inspecttail navigationlights, strobelights and logo lightsfor brokenlenses, corrosionand security.
8. Lubricateper LubricationChartin PA-42/42-720MaintenanceManual.
9. Installinspectionplates and accesspanels.
SPECIAL AND GENERAL SECTION
1. Special Inspections complete as required. (See Special Inspection Section).

2. Operational Inspection and run-up completed. (See Operational Section).
3. Aircraft cleaned and lubricated after wash. (As Required).
4. All Airworthiness Directives, Service Bulletins, Letters and Instructions complied with.
5. Event Record, Event Record, Discrepancy Record, Compliance Record and Equipment Change Records
completed.
5-20-00
Page 34
1D3
PIPER AIRCRAFT
PA-42/42-720
Left: Left:
Right: Right:
EVENT 2 (continued)
INSPECTION COMPLETED
I certify that this aircraft has been inspected in accordancewith

Piper Aircraft Corporation100 Hour ProgressiveInspectionEvent 2,
and is approved for return to service. Pertinent details of this
inspection are on file at this facility under Repair Order No.
Total Time: Date:
Signed: Repair Station No.:
5-20-00
Page 35
1D4 Reissued:December31, 1989
1D4
PIPER AIRCRAFT
PA-42/42-720

Left:
Right:
EVENT 2 (continued)
EVENT 2 INSPECTION DISCREPANCY SHEET
AircraftTime: Engine Time - Left:
Engine Time - Right:
Date: WorkOrder No.:
Item No. Discrepancy Corrective Action Mechanic / Crew Chief Signature
5-20-00
Page 36
1D5
PIPER AIRCRAFT
PA-42/42-720
Left Left:
Right: Right
SPECIAL INSPECTIONS
Special inspections are performed at the appropriate times indicated in conjunction with the normal event
inspection. They are also repeated at each specified interval, for example: at 100 hours perform the 100 hour
special inspection, at 200 hours perform both the 100 hour and 200 hour special inspection, etc.
ENGINE OIL
Regular oil changes are not necessary. Oil contamination from extraneous matter, such as hydraulic fluid,
sand, etc., will require that the oil system to be drained, flushed and refilled with oil of an approved brand.
Should a switch to another brand be made or should oils of different brand be mixed, drain and flush the complete
oil system. Refill in accordance with Pratt & Whitney Maintenance Manual (PT6A-41 P/N 3021442) or (PT6A-
61 P/N 3034342). Any program established to monitor oil quality should be done in collaboration with the oil
supplier or manufacturer. Refer to latest Pratt & Whitney Canada Service Bulletin (PT6A-41) No. 3001 and
(PT6A-61) No. 13001 for additional instructions.
100 HOUR
NICAD BATTERY
1. At the first 100 hour inspection deep cycle of the battery is recommended. At the second 100 hour
inspection another deep cycle is recommended. Beyond this second 100 hour, intervals of battery deep
cycle checks are dependent on service and operating conditions.
-NOTE-
A battery log is provided for recording battery condition.
FUEL NOZZLES
1. At first 100 hours after receipt of new aircraft and new or overhauled engines a flow check of the fuel
nozzles is recommended. After this first check refer to the 300 hour Special Inspection.
FLAP TRANSMISSION
1. See 500 hour Special Inspection.
ENGINES
Left Right
1. Re-torque engine mount bolts.
STARTER GENERATOR
1. Inspect starter generator brushes and commutator for wear, condition and security.
LANDING GEAR
1. Inspect main landing gear inboard door hinges for cracks, with a 10X magnifying glass.
5-20-00
Page 37
Interim Revision: January 9,1998
PIPER AIRCRAFT
PA-42/42-720

Left: Left:
Right: Right:
SPECIAL INSPECTIONS (continued)

250 HOUR
LANDING GEAR
Left Right
- 1. Inspectmaingear retractionarm.(Referto 1,550Hour SpecialInspection)
I 300 HOUR
FUEL NOZZLES
1. Inspect and check fuel nozzles for flow, leaks, damage and condition. (Refer to Pratt & Whitney
Maintenance Manual (PT6A-61) P/N 3034342 or (PT6A-41) P/N 3021442.
OXYGEN SYSTEM
- WARNING-
FITTINGS UTILIZED IN THE OXYGEN SYSTEM. BE SURE
SKIN AND CLOTHING ARE FREE OF OIL, GREASE,
WORKING ON ANY COMPONENTS OF THE OXYGEN
SYSTEM.
1. Inspect pressure regulator for condition and operation. Overhaul or replace after each 5 years in service.
ENVIRONMENTAL
1. Clean water separator coalescer.
ENGINES
Left Right
1. Re-torque engine mount bolts.
5-20-00
Page 38
Interim Revision: January 9, 1998 1D7
PIPER AIRCRAFT
PA-42/42-720

Left: Left:
Right: Right:

400 HOUR
OIL DRAIN
-NOTE
Refer to latest Pratt & Whitney Canada Service BulletinNo.'s 3001
(PT6A-41) and 13001 (PT6A-61). Regular oil changes are not
necessary. Operators should be aware of the danger of oil
contamination, which would require the oil system to be drained,
flushedand replenishedwith new oil of an approvedbrand.
500 HOUR
STATICSYSTEM
1. Inspect static system drain assembly for corrosion. (Refer to Chapter 34, PA42/42-720 Maintenance
Manual)
ENVIRONMENTAL
1. Inspect water aspirator nozzle and hose for condition.
FUEL SYSTEM
1. Inspectfuel quantityindicationsystem for propercalibration.
OIL SYSTEM
1. Inspectand clean engineoil scavengescreenon reductiongear box.
FLAP TRANSMISSION
1. Inspect flap transmission to determine useful service life at first 500 hours of operation and every 100
hours thereafter. Refer to Chapter 27, PA-42/42-720 Maintenance Manual.
5-20-00
Page 39
1D8
PIPER AIRCRAFT
PA-42/42-720
SERIALNO.
Left: Left
Right: Right:

1,000 HOUR
ENGINES (PT6A)
Left Right
1. Overhaul or replace starter generators.
2. ReplacecompressorP3 air filter.
3. Replaceengine main oil filter element.
RUDDER PEDALS
1. Inspect rudder pedal torque tube brackets for cracks. Replace upon condition. (Not required if Service
Bulletin No. 888 has been complied with.)
FLEXIBLE LINES/HOSES
To assure continued hose integrity, it is suggested the following inspection procedures be accomplished after
each 1,000 hours of operation:
1. Pressurize the flexible fuel lines with the fuel boost pump operating.
-NOTE-
Place the conditionlever stop positionprior to using the boost pump

for fuel system pressurization.
2. Examine the hose exterior for evidence of leakage or wetness.
3. Inspect for discoloration of the hoses and/or color bleaching of the end fittings.
4. Check the hoses for evidence of stiffness.
5. Replace any flexible hoses which are found leaking or which show a notable amount of stiffness.
During reinstallation of flexible hose assemblies, consider the following precautions:
1. Assure the hose is not twisted. High pressures applied to a twisted hose can cause failure of the hose or
loosening of the B-nut.
2. Do not attempt to straighten a hose having a bend in it as this could result in damage to the hose. Rubber
hoses will take a permanent set during extended service periods. Care should also be taken during
removal and reinstallation of such hoses to assure they are not bent excessively and that they are returned
to their original position.
ACRYLIC WINDOWS
1. Perform inspection per Chapter 56 of the PA-42/42-720 Maintenance Manual (p/n 761-523).
LANDING GEAR
1. Inspect main landing gear inboard door hinges for cracks, using a dye penetrant method of inspection.
5-20-00
Page 40
Reissued: December 31, 1989 1D9
PIPER AIRCRAFT
PA-42/42-720
Left: Left:
Right: Right:
1,200 HOUR
LANDING GEAR
Nose Left Right
1. Inspect nose and main landing gear upper bearing block retaining pins.
1,250 HOUR
ENGINES (PT6A-61)
Left Right
1. Perform Hot Section Inspection (HSI) in accordance with the latest Pratt & Whitney Service
Bulletin No. 13303.
-NOTE-
All PT6A engines may be operated to a scheduled hot section
inspection interval or alternatively, the HSI frequency may be based
on engine performance trend monitoring. If trend monitoring is
introduced part way through engine life, compressor wash and hot
section inspection must be accomplished to establish performance
base line. Refer to Pratt & Whitney Agtoil 23 for details on trend
monitoring.
1,500 HOUR
ENGINES (PT6A-41)
Left Right
1. Perform Hot Section Inspection (HSI) in accordance with the latest Pratt & Whitney Service
Bulletin No. 3003.
-NOTE-
PT6A-41 engine Hot Section Inspection (HSI) may be based on
inspection intervals or on engine performance trend monitoring is
introduced part way through the engine life, a compressor wash and
HSI must be accomplished to establish the performance base line.
Refer to Pratt & Whitney AGTOIL 8 for details on trend monitoring.
1,550 HOUR
LANDING GEAR
Left Right
1. Perform first inspection of the main gear retraction arm, P/N 42042-02, then every 250 hours
thereafter.
1,950 HOUR
LANDING GEAR
Left Right
1. Replace main landing gear brace, pivot shaft assembly, P/N 43286-02.
5-20-00
Page 41
PIPER AIRCRAFT
PA-42/42-720
Left: Left:
Right

TWO YEARS OR 2,000 HOURS, WHICHEVER COMES FIRST
FUEL SYSTEM
1. Inspectinteriorof nacelleand tip tank for contamination,corrosionand evidenceof leaks.
2. Inspect operation of fuel cell baffles, check valves and fuel tanks per PA-42/42-720 Maintenance Manual.
2,500 HOUR
2,500 HOUR or AT ESCALATED TIME BETWEEN OVERHAULS AS AUTHORIZED
BY PRATT & WHITNEY AIRCRAFT CANADA.
ENGINES (PT6A-61)
Left Right
1. Overhaulengines.
2. Replace rubber engine mounts.
3. Overhaul or replace hydraulic pumps (on condition).
4. Overhaul or replace tachometer generators (on condition).
5. Overhaul or replace fuel crossfeed and shutoff valves.
-NOTE-
Refer to the latest Pratt & Whitney Canada Service Bulletin 13303 for
criterion for escalating time between overhauls on PT6A-61 engines.
3,000 HOUR
3,000 HOUR or AT ESCALATED TIME BETWEEN OVERHAULS AS AUTHORIZED
BY PRATT & WHITNEY AIRCRAFT CANADA.
ENGINES (PT6A-41)
Left Right
1. Overhaul engines.
2. Replace rubber engine mounts.
3. Overhaul or replace hydraulic pumps (on condition).
4. Overhaul or replace tachometer generators (on condition).
5. Overhaul or replace fuel crossfeed and shutoff valves.
-NOTE-
Refer to the latest Pratt & Whitney Canada Service Bulletin 3003 for
criterion for escalating time between overhauls on PT6A-41 engines.
PROPELLERS
Left Right
1. Overhaul propellers every 3,000 hours or Five (5) years, whichever comes first. Refer to latest
Hartzell Service Letter No. 61.
LANDING GEAR
Left Right
1. Replace top cylinder bolts, P/N 401 195.
2. Replacepivotshaft, P/N 43286-02.
5-20-00
Page 42
Reissued: December31,1989 1D11
PIPER AIRCRAFT
PA-42/42-720
Left: Left:
Right

4,500 HOUR
ENGINES (PT6A)
Left Right
1. Overhaul or replace overspeed governors.
6,000 HOUR
LANDING GEAR
Left Right
1. Replace main gear retraction arm, P/N 42042-02.
2. Replace main gear link bolts, P/N 400 209.
6,600 HOUR
LANDING GEAR
Left Right
1. Replace main gear link assembly, P/N 85165-2 Rev. B)
7,500 HOUR
ENGINE (PT6A)
Left Right
1. Replace engine mount bolts located at the firewall (Station 106.00).
THREE (3) YEARS
OXYGEN CYLINDER
- WARNING -

FITTINGS USED IN OXYGEN SYSTEM.

PERFORMING ANY WORK ON THE OXYGEN SYSTEM.
1. Hydrostatic test oxygen cylinders with 3HT designation to 5/3 their working pressure every 3 years and
retire from service at 24 years or 4,380 filling cycles (partial or full pressurization) after date of
manufacture, whichever occurs first.
5-20-00
Page 43
1 D12 Reissued: December 31,1989
PIPER AIRCRAFT
PA-42/42-720
Left: Left:
Right: Right:

FIVE (5) YEARS
LANDINGGEAREMERGENCYEXTENSIONNITROGENBOTTLE
NoseLeft Right
1. Replacesquib.
ENGINE FIRE EXTINGUISHER BOTTLE
Left Right
1. Hydrostatic test.
2. Replace squib.
OXYGEN CYLINDER
-WARNING
FITTINGS USEDIN OXYGEN SYSTEM.
PERFORMING ANY WORK ON THE OXYGEN SYSTEM.
1. Hydrostatic test oxygen cylinders with 3AA designation to 5/3 their working pressure every five (5)
years.
SEVEN (7) YEARS
1. Replace flexible pneumatic lines in wings and fuselage.
2. Flexible bleed air lines (high temp) to be replaced at 1500 hours or 7 years, whichever occurs first. (at
pneumatic pressure regulator and at pneumatic boot deice injectors)
EIGHT (8) YEARS

ENGINE
Left Right
1. Replace all flexible fuel, oil, pneumatic, and hydraulic hoses, forward of the firewall.
TEN (10) YEARS

Pressurize all fluid hoses to system pressures and visually check for leaks or a notable amount of stiffness. If
found free of leaks, return to service for an additional 5 years and pressure check per above. Recheck every 5
years after the initial ten year inspection. Replace hoses as necessary.
- NOTE -
The hoses are to be check in the aircraft without disturbing the hoses.
TWELVE (12) YEARS

FIRE EXTINGUISHER (PORTABLE UNIT)
1. HydrostaticTest.
5-20-00
Page 44
PIPER AIRCRAFT
PA-42/42-720
SERIALNUMBER REGISTRATIONNUMBER ENGINESERIAL NO. PROPELLERSERIALNO.
Left: Left:
Right: Right:
SPECIAL OR UNUSUAL CONDITIONS INSPECTIONS
This section contains inspections required in addition to the normal event schedule; when the aircraft is
operatedcontinuouslyin adverseenvironmentalconditionsor subjectedto unusual incidents.
The special inspections required under adverseenvironmental operating conditions should be repeated in
accordancewith the time intervals specified.
The unusualincident inspectionis normallyaccomplishedon a one time basis associatedwith each condition.
Items indicated in this procedure are guidelinesbased on past operating experience. Each operator should
reviewhis own operatingconditionsand react accordinglyto keephis aircraftairworthy.
-NOTE-
A log book entry should be made upon completion of these

inspections.
OPERATION IN HIGH DUST OR INDUSTRIAL POLLUTION
Item Inspection Inspection Interval
P3 Air filter Remove, inspect and clean. 100 Hours

Replaceas required.
Air Intake Screens Cleanand inspectfor damage. 100Hours
Engine Oil Filter Cleanand inspectcondition. 100 Hours
Engine Oil Drain and replace. 200 Hours
Compressor Inspectand completeperformance Weeklyor more

recoverywash. often as required.
Propellers. Referto latest HartzellServiceLetter 1,500Hours

Three (3) years.
Cowling. Snugfit of firesealsand ice doors. 100hours.
WaterSeparatorC
Coalescer Remove,inspectand wash. 100Hours or
as required.
CabinEnvironmentaland Inspect and replace if necessary. 100 Hours.

InstrumentAir Filters.
5-50-00
Page 1
1D14
PIPER AIRCRAFT
PA-42/42-720
Left: Left:
Right: Right:
SPECIAL OR UNUSUAL CONDITIONS INSPECTIONS (continued)
OPERATION IN HIGH DUST OR INDUSTRIAL POLLUTION (cont.)

- CAUTION -
CHECK THAT LINES ARE DISCONNECTED FROM

SYSTEM.
Pitot/Static system Check for obstruction. Reverse 100 Hours or
flow to lines. as required.
Landing Gear Up and Clean, inspect and lubricate (Refer to 100 Hours.
Down Lock Assemblies. Lubrication Chart, PA42/42-720
Maintenance Manual.
Landing Gear Actuators Inspect and clean. 100 Hours.

and Oleos.
Landing Gear Wheel Clean, inspect and repack. 100 Hours.

Bearings.
Windows. Inspect for cracks, erosion, visibility Daily

and cleanliness.
OPERATION IN HIGH SALT OR HIGH HUMIDITY ENVIRONMENT
Fuselage, Empennage Remove floor panels and exterior 200 Hours.

and Wings. access plates; inspect for corrosion.
Landing Gear. Inspect for corrosion and lubrication; 200 Hours.

switches and wiring for condition.
Engines. Perform desalinization and wash. (Refer Daily or as required.

to Pratt & Whitney Field Note No. 956).
Instruments and Wiring. Inspect for proper seal of cases and 100 Hours.
corrosion.
Interior. Inspect upholstery, seat belts, seats and 100 Hours.

rugs for corrosion and integrity.
5-50-00
Page 2
1D15
PIPER AIRCRAFT
PA-42/42-720
SERIALNUMBER REGISTRATIONNUMBER ENGINESERIL NO. PROPELLERSERIALNO.

Left: Left:
Right: Right:
SPECIAL OR UNUSUALCONDITIONS INSPECTIONS (continued)
SOFT OR UNUSUALTERRAIN
Item Inspection InspectionInterval
Landing Gear. Inspectfor cracks,attachment, 100 Hours.

damage,cleanlinessand lubrication.
Wheels. Inspectfor cracks,damage,chipped 100 Hours.

rims;bearingsfor damage, corrosion
and lubrication.
Tires. Inspectfor cuts, wear, inflationand Daily.

deterioration.
Wheel Wells. Inspectfor foreignmaterial,damage 100 Hours.

and corrosion.
Brakes. Inspectfor damage,foreignmaterial, Daily.

cracksand overheating.
Flaps,Lower Fuselage Inspectfor damage,cracksand 100 Hours.

and Wing. corrosion.
Tip Tanks. Inspect for proper attachment. 100 Hours.
OPERATION IN EXTREME COLD
Hydraulic,Pneumatic Checkall fittingsand attachmentsfor First 100 Hour, then

and Environmental. securityand leaks. as required.
LIGHTNING STRIKE
Propellers. Refer to latest Hartzell Service Letter. Overhaulprior to

return to service.
EngineOil filter. Inspectfor contamination. Ref. P&W PT6A-41/

PT6A-61 Engine
Maintenance Manual.
Electricaland Avionics Inspectand check for high voltage Replaceand overhaul

Systems. damageand operation. each occurrence.
5-50-00
Page 3
Reissued: December31, 1989
1D16
PIPER AIRCRAFT
PA-42/42-720
SERIALNUMBER REGISTRATIONNUMBER ENGINESERIAL NO. PROPELLERSERIALNO.

Left: Left:
SPECIALOR UNUSUALCONDITIONSINSPECTIONS(continued)
LIGHTNING STRIKE (continued)

All exterior surfacesand Inspectfor burns,evidenceof arcing Replaceor repair
bearings. and damageon surfacesand bearings. affected areaseach
occurrence.
Static Wicks. Replace. Replaceeach occurrence.
ENGINE OVERSPEED, OVERTORQUE OR SUDDEN STOPPAGE
Engine. See P&W PT6A41/PT6A-61 Immediately
MaintenanceManual,Chapter72, following incident.
Table 603.
Propeller. Propeller overspeed of more than 10%. Remove and
Refer to latest Hartzell Service Letter. overhaul before
return to service.
Engine Mount and Inspectfor distortionand Replace or repair
Attachments. damage. as required.
Engine Oil Filter. Inspect for contamination. Refer to Pratt &
Whitney PT6A-41 or
PT6A-61 Maintenance
Manual.
BATTERY OVERTEMPERATURE
Battery. Deep cycle battery. Battery overtemperature

warning or indication.
Electrical. Inspectwiring and chargingcircuit Battery overtemperature

for damage. Checkfor proper warning or
opensand shorts. indication.
Checkcrossfeeddiodefor
opensand shorts.
5-50-00
Page 4
1D17
PIPER AIRCRAFT
PA-42/42-720

Left: Left:
Right: Right:
SPECIAL OR UNUSUALCONDITIONS INSPECTIONS (continued)
SEVERETURBULENCE,HARD OR OVERWEIGHT LANDING

Item Inspection InspectionInterval
CAUTION
MINOR SUPERFICIAL DAMAGE MAY INDICATE A MORE

SEVERE CONDITION SOMEWHERE ELSE IN THE
STRUCTURE.
1. Place aircraftin a normallevel attitude.
2. Make a preliminaryinspection of checkingalignment and out-of-trackcondition
of nacelles,engines,wings,tail, tip tanks, landing gear and doors.
3. follow Piper and Pratt & Whitney MaintenanceManualprocedures. If there are
any questions regarding repairs or procedures, contact the Piper Aircraft
CorporationServiceDepartment.
4. Inspectthe followingitems closelyto determinethe extent of damage:
LandingGear Struts. Cracks, signsof overstress Hard or overweight

deformation,loose or damaged landing.
trunnionmounts. Axlesfor cracks,
bendingor flat spots. Damagedoleos
and seals, hydraulicleaks and landing
gear alignment.
Wheels, Tires, Brakes. Cracks,chips, loose or cracked Hard or overweight

mountingbolts, alignmentof slippage landing.
marks, sidewalldistress,hydraulicor
air leaks. Dye checkor magnaflux
wheels and bolts.
Wheel Wellsand Landing Buckling,cracks,overstress,wing skin Hard or overweight

Gear attachpoints. buckling,actuatorand side brace landing.
damageand condition. Magnaflux
landing,gear attachmentand drag
link bolts.
Wings. Wingattach bolts for slippage,damage Hard or overweight

and overstress. Upperand lower wing landing. Severe
skinsfor wrinkles,cracks,poppedor turbulence.
loose rivets.
5-50-00
Page 5
1D18
PIPER AIRCRAFT
PA-42/42-720

Left: Left:
Right: Right:
SPECIAL OR UNUSUALCONDITIONSINSPECTIONS (continued)
SEVERETURBULENCE,HARDOR OVERWEIGHT LANDING(continued)

Wings (cont.). Removeaccessplates and inspectfor Hard or overweight
internaldamageto ribs, stringersand landing,severe
sparwebs;fuel tanks, linersand tip turbulence.
tanks for damageattachmentand leaks.
Enginesand Nacelles. Inspectengineoil filtersfor contamination. Hard or overweight

Accessoriesfor mountingand damage. Gas landing, severe
generatorcase for buckling. Oil hydraulic turbulence.
and air linesfor attachmentand leaks.
Engine mountsfor distortionand damage
to elastomericparts. Propellerfor evidence
of ground strike(hard or overweightlanding).
Nacellesfor bucklingor fuel leaks.
Fuselage. Loose or missingrivets,door alignment, Hard or overweight

windowsand attachmentsfor overstress, landing, severe
cracksor damage. Wingcarrythrough turbulence.
memberfor overstressdamage. Stringers,
bulkheads,keel beamsfor buckling,cracks
or damage. Forwardand aft pressurebulkheads
for buckling,cracksand damage. Avionics,
instrumentsand accessoriesinstallation
for securityand operation.
Empennage. Skinsfor bucklingwrinkles,loose or Hard or overweight

missingrivets. Elevator,rudder,vertical landing, severe
fins and horizontalstabilizerfor security turbulence.
of attachmentand overstressof bolts.
Ribs, stringersfor buckling,cracksand damage
5-50-00
Page 6
1D19
PIPER AIRCRAFT
PA-42/42-720

Left:
Right: Right:
OPERATIONAL INSPECTION AND CHECKS
100 HOUR
ENVIRONMENTALCONTROL SYSTEM
1. Operationalgroundfunctionaltest of ECS. See Chapter21, PA-42/42-720MaintenanceManual.
5-50-00
Page 7
Reissued:December31,1989
1D20
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
1. Proper inspectionproceduresare the responsibilityof the individualsperformingthe inspection and must

be made in accordancewith all applicable current Federal AviationRegulationsand Piper Maintenance
Manuals and Publications.
2. Workorder columnis applicableonly to FAAapprovedrepair stations.
3. Alwayscheck and use only currentinformation.
4. The signaturessignify that this aircrafthas been thoroughlyinspected and found airworthyin accordance
with all current FAR's, Piper Maintenance Manuals, Publications, in addition Service Bulletins and
MandatoryServiceLetters have been compliedwith. The signaturesare verificationthat the appropriate
entries have been made in the Aircraft and Engine Logbooks, Event Inspection Record, Discrepancy
Record, PublicationRecord,Equipment ChangeRecord and FAA AirworthinessRecord sections of this
manual.
EVENT No. INSP A/C TIME DATE W.O. No. SIGNATURE - CERTIFICATE No.
1 100
2 200
1 300
2 400
1 500
2 600
1 700
2 800
1 900
2 1000
1 1100
2 1200
1 1300
2 1400
1 1500
2 1600
1 1700
2 1800
1 1900
2 2000
5-50-00
Page 8
1D21
PIPER AIRCRAFT
PA-42/42-720
SERIAL NUMBER REGISTRATIONNUMBER ENGINESERIAL NO. PROPELLERSERIALNO.

Left: Left:
Right: Right:
PROGRESSIVE CYCLE INSPECTION RECORD AND SIGNOFF SHEET
1. CurrentFAAPilot's OperatingHandbookis in the aircraft.

2. Aircraftand EngineLogbooksare in the aircraftand appropriateentriesmade in these logbooks.
3. Registrationcertificateis in the aircraftand properlydisplayed.
4. Airworthinesscertificatein aircraftand properlydisplayed.
5. RadioStationFCC Licensesis in the aircraftand properlydisplayed.
6. AircraftEquipmentList, Weightand Balance and FAAForm 337 (if applicable)are in the aircraftand in
proper order.
7. All ServiceBulletinsand mandatoryServiceLettershavebeen compliedwith.
8. ApplicableFAA AirworthinessDirectivesare compliedwith.
9. Piper ProgressiveInspectionRecordsin order and properlysignedoff.
10. Outstandingconditionshave been correctedas listedon conditionrecord.
CYCLE No. DATE TACH REMARKS SIGNATURE - CERTIFICATE No.
5-50-00
Page 9
1 D22
PIPER AIRCRAFT
PA-42/42-720
NICKEL-CADMIUMBATTERYSERVICERECORD
BATTERYTYPE RATEDCAPACTY(C): Ah CHARGERATES
SERIALNO. MINIMUMALLOWABLECELL
INSTALLATION
DATE CAPACITY(0.85x C): Ah C/2 AMPS
3
AIRCRAFT WATERCONSUMPTION_
*ALLOWABLE Cm AMPS C/10
MANUAL
WITHAIRFRAMESERVICE/MAINTENANCE
SERVICEIN ACCORDANCE
ConditonFromAircraft
Cell
to
Case
Insul.
-NOTE-
Number cells by starting with the cell connected *Ifthe quantityof wateraddeddunngmaintenanceisgreaterthanthat indicated.
to the negative battery terminal and proceeding It isrecommended that a check be made of charge voltage with reference to
sequentially as the cells are connected in series temperature. If necessary, shorten interval between maintenance.
to the positive battery terminal.
5-50-00
Page 10
PIPER AIRCRAFT
PA-42/42-720
Left: Left:
Right: Right:
DISCREPANCYRECORD
DISCREPANCY A/C SIGNATURE DATE CORRECTIVE W.O. SIGNATUREAND DATE
HOURS ACTION No. CERTIFICATENo.
5-50-00
Page 11
1D24
PIPER AIRCRAFT
PA-42/42-720
SERIALNO.
Left:
Right: Right:
SERVICEPUBLICATIONCOMPLIANCERECORD
MANUFACTURER PUBLICATION NUMBER COMPLIANCE

DATE A/C HOURS W.O.No. SIGNATUREAND
CERTIFICATENo.
5-50-00
Page 12
1El
PIPER AIRCRAFT
PA-42/42-720

Left: Left:
Right: Right:
FAA AIRWORTHINESS DIRECTIVES COMPLIANCE RECORD
A.D A.D. A/C METHOD OF ONE RECUR- NEXT DUE WORK SIGNATURE
NUMBER DATE HOURS COMPLIANCE TIME -RING DATEOR ORDER AND
HOURS No. CERTIFICATENo.
5-50-00
Page 13
1E2
PIPER AIRCRAFT
PA-42/42-720
SERIAL NUMBER REGISTRATIONNUMBER ENGINESERIALNO. PROPELLERSERIAL NO.

Left:
Right:
EQUIPMENTCHANGE RECORD
DATE A/C REMOVEDPARTNo. SERIALNo. INSTALLPARTNo. SERIALNo. SIGNATUREAND
HOURS CERTIFICATENo.
5-50-00
Page 14
1E3
PIPER AIRCRAFT
PA-42/42-720
INSPECTION OF FLEXIBLE HOSES
-NOTE -
During the manufacturing prcess, a condition known as "rubber

strike-through" occasionally occurs. This condition is such that
rubber material protrudes through the wire braid cover. This
conditionhas no effect on hosequality.
It is recommended that flexible hoses be inspected every 100 hours, especially those in the engine
compartments. Wheninspectinghoses,look for following conditions:
1. Check each installationto be sure the hose is not kinked, twisted,or distorted. Checkfor evidenceof
abrasion,cuts, and broken wires. Randombrokenwires are acceptablesince wire breaks sometimes
occur during manufacture. Discard hose if two or more broken wires are found per plait (braid) or
more than six broken wires per lineal foot. Broken wires in an area where kinking is evident is also a
cause for rejection.
-CAUTION-
PUNCTURING THE OUTER COVER OF THE HOSE MAY

CAUSE DAMAGE TO THE HOSE.
2. Check each assembly for deterioration, ply separation of cover or braid, cracks, weather checking, lack
of flexibility, blisters or bulging, collapse, or sharp bending. Blisters on the outer synthetic cover do
not necessarily indicate a faulty hose.
3. Remove hose from assembly if hose shows any visible wear. Inspect hose interior and check for signs
of deterioration, tube collapse, cut rubber, wire braid puncture, or restriction. To inspect hoses with
elbow fittings, use flexible inspection light and viewer, or inspection ball as described in chart 502.
Replace hose if any deterioration exists.
CHART 502. BALL DIAMETERS FOR TESTING HOSE RESTRICTIONS

Hose Size Ball Size
- 4 ....................... .............. .............................................. 5/64

-5 ....................................................................................... 9/65
-6 .. ........................... 13/64
- 8 ........................................ ............................................ 9/32
-10 ..................................................................................... 3/8
-12 ....................................... ........................................... 1/2
- 16 ....................................... .... .................................... 47/64
-20 . . ...................... 61/64
5-50-00
Page 15
1E4
PIPER AIRCRAFT
PA-42/42-720
CHART 503. HOSE SPECIFICATIONS
SINGLE WIRE BRAID FABRIC COVERED
TUBE HOSE HOSE RECOMM MIN MAX MIN

MIL SIZE SIZE SIZE OPER. BURST PROOF BEND
PARTNO. O.D. I.D. O.D. PRESS PRESS PRESS RADIUS
MIL-H-8794-3-L 3/16 1/8 .45 3,000 12,000 6,000 3.00
MIL-H-8794-4-L 1/16 3/16 .52 3,000 12,000 6,000 3.00
MIL-H-8794-5-L 5/16 1/4 .58 3,000 10,000 5,000 3.38
MIL-H-8794-6-L 3/8 5/16 .67 2,000 9,000 4,500 4.00
MIL-H-8794-8-L 1/2 13/32 .77 2,000 8,000 4,000 4.63
MIL-H-8794-10-L 5/8 1/2 .92 1,750 7,000 3,500 5.50
MIL-H-8794-12-L 3/4 5/8 1.08 1,500 6,000 3,000 6.50
MIL-H-8794-16-L 1 7/8 1.23 800 3,200 1,600 7.38
MIL-H-8794-20-L 1 1/4 1 1/8 1.50 600 2,500 1,250 9.00
MIL-H-8794-24-L 1 1/2 13/8 1.75 500 2,000 1,000 11.00
MIL-H-8794-32-L 2 1 13/16 2.22 300 1,400 700 13.25
MIL-H-8794-40-L 21/2 2 3/8 2.88 200 1,000 300 24.00
MIL-H-8794-48-L 3 3 3.56 200 800 300 33.00
Construction: Seamlesssynthetic Uses: Hose is approvedfor use in

rubber inner tube reinforced with aircraft hydraulic, pneumatic,
one fiber braid, one braid of high coolant,fueland oil systems.
tensile steel wire and coveredwith
an oil resistantrubber impregnated OperatingTemperatures:
fiberbraid. Sizes -3 thru -12: Minus 65°F. to
plus 250°F.
Identification:Hoseis identifiedby Sizes -16 thru -48: Minus 40°F to
specificationnumber,size number, plus 275°F.
quarter year and year, hose
manufacturer'sidentification. NOTE: Maximumtemperaturesand
pressures should not be used
simultaneously
MULTIPLEWIRE BRAID RUBBER COVERED
TUBE HOSE HOSE RECOMM MIN MAX MIN
MIL SIZE SIZE SIZE OPER. BURST PROOF BEND
PARTNO. O.D. I.D. O.D. PRESS PRESS PRESS RADIUS
MIL-H-8788-4-L 1/4 7/32 .63 3,000 16,000 8,000 3.00
MIL-H-8788-5-L 5/16 9/32 .70 3,000 14,000 7,000 3.38
MIL-H-8788-6-L 3/8 11/32 .77 3,000 14,000 7,000 5.00
MIL-H-8788-8-L 1/2 7/16 .86 3,000 14,000 7,000 5 75
MIL-H-8788-10-L 5/8 9/16 1.03 3,000 12,000 6,000 6.50
MIL-H-8788-12-L 3/4 11/16 1.22 3,000 12,000 6,000 7.75
MIL-H-8788-16-L 1 7/8 1.50 3,000 10,000 5,000 9.63
Hose Construction: Seamlesssynthetic rubber Uses: High pressure hydraulic,

inner tube reinforcedwith one fabric braid, two or pneumatic,coolant,fuel andoil.
more steel wire braids, and covered with a
synthetic rubber cover (for gas applications, Operating Temperature:
requestperforatedcover). Minus 65°F to plus 200°F.
Identification: Hoseis identifiedby specification
number,size number,quarteryear and year,hose
manufacturer'sidentification.
5-50-00
Page 16
1E5
PIPER AIRCRAFT
PA-42/42-720
GRIDS 1E6 THROUGH 1E7

5-50-00
Page 17
1E6
CHAPTER
DIMENSIONSAND AREAS
1E8
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 6 - DIMENSIONS AND AREAS
SYSTEM GRID
6-10-00 DIMENSIONS AND AREAS IE10

6-20-00 STATION REFERENCE LINES 1E13
6-30-00 ACCESS AND INSPECTION PROVISIONS 1E16
6 - Cont./ Effect.
Page 1
1E9
PIPER AIRCRAFT
PA-42/42-720
DIMENSIONS ANDAREAS
The principalairplanedimensionsare shown in Figure 6-1 and the leading particulars/principaldimensionsare

listed in Chart 601. The airplane serial number is located on the ManufacturersAircraft Association(MAA)
plate, which is located below and to the right of the cabin door. The engine serial numberplates are locatedon
the left rear side of the engine accessorycase.
DIHEDRAL
PIPER AIRCRAFT
PA-42/42-720
CHART 601. LEADING PARTICULARS AND PRINCIPAL DIMENSIONS
MODEL PA-42 / PA-42-720

ENGINE
Manufacturer Pratt and Whitney Aircraft of Canada.
Number of Engines 2
Model PT6A41 /PT6A-61 5
Model Type Free Turbine, Reverse Flow, 2 Shaft
Compressor Stages and Type 3 Axial Stages, 1 Centrifugal Stage
Turbine Stages and Type 1 Stage Compressor, 2 Stage Power
Combustion Chamber Type Annular
Flat Rated Horsepower (Airframe Limit) 720
Rated RPM 2000
Dry Weight (Lbs.) 370/4295
Fuel Specification Refer to Pratt & Whitney Service
Bulletin No. 13044 (latest revision)5
(Including Jet A, Jet A-1, Jet B, JP4 and
JP5) Section 3026522-72-44
Alternate Fuel Aviation gasoline, all grades
Approved Fuel Additives Anti-ice additives per MIL-I-27686
Oil Specification Refer to Pratt & Whitney Service
Bulletin No. 13001 (latest revision)5
Section 3026522-72-1
Oil Tank Capacity (each engine) 2.3 U.S. Gallons
Total Oil Capacity (each engine) 3.25 U.S. Gallons
PROPELLER
Number of Propellers 2
Manufacturer TRW Hartzell
Type Hydraulically operated, constant speed,
full feathering, reversible
Blade Model T10173AB-6Q
Number of Blades 3
Hub Model HC-B3TN-3B or HC-B3TN-3K
Propeller Diameter 95 inches
Overspeed Governor Model Woodward - P/N 2106171
Woodward- P/N 2106132
Woodward - P/N 2106203*
Woodward - P/N 2106194
1 Governor Model without Synchrophaser and Autofeather

2 Governor Model with Synchrophaser without autoflght
*3 Governor Model with Synchropaser with Autofeather (PA42-720)
4 Goveror Model without synchrophaser with Autofeather
5 PA-42-720 Only
6-10-00
Page 2
1Ell
PIPER AIRCRAFT
PA-42/42-720
CHART 601. LEADING PARTICULARS AND PRINCIPAL DIMENSIONS (continued)
FUEL SYSTEM CAPACITY 562 U.S. Gallons

Total UseableFuel 560 U.S. Gallons
Total UnusableFuel 2 U.S. Gallons
LANDINGGEAR
Type Tricycle Retractable - Hydraulic
ShockStrut Design CombinationAir and Oil
Wheel,Nose B.F.Goodrich 3-1076
Cleveland 40-140
Wheel,Main B.F.Goodrich 3-1392
Brake B.F. Goodrich 2-1435-2
Tire, Main 6.50 x 10, 12ply rating,TypeIII,

ribbedtread,tubeless
Tire, Nose 17.50 x 6.25 - 6, 10 ply rating,
tube type
Tire Pressures Main: 100psi

Nose: 70 psi
6-10-00
0
Page 3
1E12
PIPER AIRCRAFT
PA-42/42-720
STATION REFERENCE LINES (Figure6-2.)
To locate various airplanecomponentsthat require maintenanceand servicing,a method using wing fuselage
station, wing station,buttockline and waterlinedesignationsis frequentlyused in this manual. Fuselagestations,
buttock lines (B.L.) and waterlines (W.L.)are reference points measured by inches in the vertical or horizontal
directionfrom a givenreferenceline. Thesepoint indicatestationlocationsof airplanestructuralmembers.
FUSELAGE
STATIONS
1E13
PIPER AIRCRAFT
PA-42/42-720
Figure 6-2. StationReferences(continued)
6-20-00
Page 2
1E14
PIPER AIRCRAFT
PA-42/42-720
HORIZONTALSTABILIZERSTATIONS
NACELLESTATIONS
Figure 6-2. Station References (continued)
6-20-00
Page 3
1E15
PIPER AIRCRAFT
PA-42/42-720
ACCESS AND INSPECTION PROVISIONS
Airplane access and inspection provisions are shown in Figure's 6-3 through 6-5. Components to be
serviced or inspected through each opening are identified in the illustration by an assigned index reference
number. All access plates and panels are secured by metal fasteners or screws.
-NOTE
Before removing any access plates or panels in the pressurized
portion of the fuselage, refer to Chapter 51 to determine the sealing
requirements.
Gain access to floor panel attachment screws by removing seats and carpeting. To enter aft section of
fuselage, remove access panels on either side of fuselage, aft of station 332.00.
NACELLE
1. WASHRINGFITTING 7. FUELFILTERDRAINHANDLE
2. AFT NACELLEPANEL- INSPECTION 8. FUEL FILTERDRAIN
3. NACELLE PANEL- INSPECTION 9. OIL FILLAND DIPSTICK
4. FORWARDNACELLEPANEL- INSPECTION 10. ICE DEFLECTIONDOORCONTROLCONNECTIONS
5. NACELLEFUEL SENSOR 11. ICE DEFLECTIONDOOR
6. INTERCOOLERAIR INLET 12. OIL COOLERDOOR
Figure 6-3. Access Plates and Panels - Engine Nacelle

6-30-00
Page 1
1E16 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
ACCESS AND INSPECTION PROVISIONS (continued)
23 25 28 30 31
13
53 52 52 50 49 44 43 40 39 36 34
EXTERNAL
INTERNAL
NOTE: CALL OUTS LOCATED
ON PAGE 3, 6-30-00.
Figure 6-4. Access Plates and Panels - Wing
6-30-00
Page 2
1E17
PIPER AIRCRAFT
PA-42/42-720
-WING-
13. FUELQUANTITYSENSOR- AFT INBOARDCELL

14. INSPECTIONAND ACCESSTO AFT CELLCOVERAND MOUNTINGPLATE
15. INSPECTIONAND ACCESS TO MAIN CELL, COVER AND MOUNTINGPLATE AND SUBMERGED
FUELPUMP
16. FUELQUANTITYSENSOR- MAIN FUELCELL
17. MAIN CELL - ACCESS,INSPECTION,MOUNTING
18. MAIN CELL - ACCESS,INSPECTION,MOUNTING,AFT CELLCONNECTION
19. FUELQUANTITYSENSOR- MAIN CELL OUTBOARD
20. MAIN CELL - ACCESS,INSPECTION,NACELLEAND OUTBOARDCELL INTERCONNECT
21. INTERCONNECTOF MAIN AND NACELLEFUELCELLS
22. FUELVENT INTERCONNECT,FLOATVALVESYSTEM- FUELVENT INTERCONNECT
23. FUELQUANTITYSENSOR- OUT BOARDFUEL CELL
24. FUELCELL
25. FUELCELL
26. FUELQUANTITYSENSOR
27. INSPECTIONACCESS
28. FUELQUANTITYSENSOR
31. FLUX DETECTOR
32. FUELVENT LINE INTERCONNECT, TIP TANKVENT FLOATVALVE
33. ACCESSTO FUEL LINES AND TIP TANK STRAINERSCREEN
34. STROBELIGHTTRANSFORMER
35. FUELLINE SUPPORTAND FUELVENT CONNECTION
36. FLUXDETECTORCOMPENSATOR
37. FUELLINE SUPPORT
38. FUELLINE AND FUELVENT LINE
39. AILERONBELLCRANKAND CONNECTIONS
40. AILERONBELLCRANKAND CONNECTIONS- RIGHTWINGONLY
41. FUELVENT
42. FUELVENT CAN
43. AILERONCABLES
44. FUELCELL VENT - RIGHTWINGONLY
45. FUELCELL VENT
46. FUEL LINE AND FUEL VENT LINE
47. QUICK DEFUELDRAINACCESS
48. JACK PAD
49. INSPECTION,FLAP ACTUATOR
50. INSPECTION,FLAP ACTUATOR
51 FUEL DRAIN - OUTBOARD FUEL CELL
52. AILERONCABLESAND MAIN LANDINGGEARTRUNNIONBOLT
53. AILERONCABLESAND MAIN LANDINGGEAR LINK BOLT
54. FUELLINE AND MAIN LANDINGGEARTRUNNIONBOLT
55. FUELLINE
56. BLEEDAIR LINE COUPLINGAND MAIN LANDINGGEAR LINK BOLT
57. FUEL DRAIN- MAIN CELL (INBOARD)
58. FUEL DRAIN - AFT INBOARD CELL
6-30-00
Page 3
1E18
PIPER AIRCRAFT
PA-42/42-720
59
62 63
60
70 71
69
65
72 75
EXTERNAL
INTERNAL
74
79 NOTE: CALL OUTS LOCATED

ON PAGE 5, 6-30-00.
Figure 6-5. Access Plates and Panels - Fuselage and Stabilizer
6-30-00
Page 4
1E19
PIPER AIRCRAFT
PA-42/42-720
ACCESS ANDINSPECTION PROVISIONS (continued)
- FUSELAGE AND STABILIZER-
59. TAIL RECOGNITION LIGHTS, ELEVATOR CONTROLS, STABILIZER ATTACHMENT AND ELEVATOR
PUSHROD
60. ELEVATOR SECTOR, RUDDER AND ELEVATOR CABLE
61. PRESSURIZATION OUTFLOW VALVE
62. E.L.T.
63. EMERGENCY EXIT
64. ECU, HYDRAULIC RESERVOIR AND HYDRAULIC POWER PACK
65. RADAR AND BATTERY
66. ANTENNA AND CABLE
67. RUDDER TRIM
68. RUDDER SECTOR CONTROL CABLES
69. NOSE BAGGAGE COMPARTMENT, OXYGEN BOTTLES, ECU GROUND COOLING FAN AND
ELECTRIC CONTROL PANELS
70. BRAKE RESERVOIR FILL
71. AVIONICS BAY AND NOSE GEAR STEERING CONNECTIONS
72. Q-SENSOR RELAYS
73. BELOW FLOOR ACCESS, RUDDER CABLES, ECS LINES AND MISCELLANEOUS
74. GPU RECEPTACLE
75. NOSE GEAR DOORS
76. ELEVATOR, RUDDER, ELEVATOR TRIM AND RUDDER TRIM CABLES
77. ELEVATOR, RUDDER, ELEVATOR TRIM AND RUDDER TRIM CABLES
78. ELEVATOR TRIM CABLES PULLEY
79. ELEVATOR OUTBOARD HINGE BOLT ACCESS
6-30-00
Page 5
1E20
PIPER AIRCRAFT
PA-42/42-720
GRIDS 1E21 THROUGH 1E22

6-30-00
Page 6
1E21
CHAPTER
LIFTING AND SHORING
1E23
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 7 - LIFTING AND SHORING
SYSTEM GRID
7-00-00 GENERAL 1F1
7-10-00 JACKING 1F1
7-20-00 SHORING 1F3
7-20-00 Sling 1F5
7 - ContJ Effect.
Page 1
1E24
PIPER AIRCRAFT
PA-42/42-720
GENERAL
The airplaneis liftedwith the use of conventionaltripodjacks. In an emergencysituation,it may be necessary

to use slings or airbagsfor the initiallifting procedure.
If wing and fuselageshoringis required,be sure supportis contouredto conformto the surfaceit upholds.
JACKING
-NOTE-
Jackingmust be done in a windprotectedarea on a level surface.

The lifting arrangementfor the PA-42/42-720consistsof a jacking pad on each wing, outboardof the nacells, a
nose pad forward of the nose gear and a removabletail jacking pad which attachesin front of the tail tie-down
ring (Figure 7-1.). Adjustable25 inch tripod jacks must be used. Eight ton capacity wing jacks and two ton
capacitynose and tail jacks are recommendedfor the followingprocedure:
1. Mount tail jacking pad (shownin Figure 7-1.).
2. Temporarilyalignjacks under their respectivejack pads.
3. Pump jacks up to pads. Whilejacking, realignjacks as necessary. Ensurejackheads fit properlywith their
pads andjacks are not slanted.
4. Carefullyraise wingand nosejacks until all wheelsclear the surface;maintaina level airplane.
- CAUTION-
CARE MUST BE USED IN APPLYING PRESSURE AT THE

TAIL JACKING PAD. EXCESSIVE LOADS CAN DAMAGE
THE AIRCRAFT STRUCTURE.
5. Raise tailjack to maintaincontactwith tail jacking pad.
7-10-00
Page 1
1F1
JACK PAD
ATTACHSCREWS
(4 REQ'D)
JACKCENTERING
CONE(INTEGRALTO
TAILJACK PAD)
JACK
Figure 7-1. Use of Tail Jacking Pad
TOOL
P/N 72246-10
DISTANCES TO JACKPOINTS (Ground to Structure)
JACKPOINTAND DISTANCESWHENSTRUTSAT:
STRUTAFFECTED MIN. EXTENSION MAX.COLLAPSED
WING/MAING. 51 IN. 32 IN.
NOSE/NOSEG. 44 IN. 25 IN.
Figure 7-2. Jacking Arrangements
7-10-00
Page 2
1F2
PIPER AIRCRAFT
PA-42/42-720
SHORING
When supporting the aircraft at points other than jacking pads, loads must be carefullydistributed to avoid
overstressinglocal structures. To shore fuselageand wings,use woodencontourblocks as shown in Figure 7-3.
The fuselageis supportedby a single block at FuselageStation (F.S.) 93.0. A pair of blocks at F.S. 297.38 and
310.0 are mountedtogether on a transversepivot at F.S. 304.0 to equally distribute weight of the aft fuselage.
The wing is supportedby single blocks as Wing Station(W.S.)30.0 and W.S. 109.5. All blocks are made of 2 x
10's, and are lined withcarpet or heavyfoam rubberalongcontactfaces.
Figure 7-3. Shoring Arragements
7-20-00
Page 1
1F3
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE
MANUAL
FUSELAGECONTOUR- 1 INCHGRID
NOTE:ALLOWFORCOMPRESSED
THICKNESSOF PADDINGWHEN FUSELAGE
PLOTTINGCONTOURBOARDS. SKINCONTOUR
CENTERLINE
FUSELAGE
SKINCONTOUR
FUSELAGESTATION297.38
Figure 7-4. Fuselage and Wing Shoring
7-20-00
Page 2
1F4
PIPER AIRCRAFT
PA-42/42-720
SLING
The centerlinelocations,loads on and strap widths are shown in the table below. The forwardstrap can be no
less than 12 inches wideand the aft strap 15 incheswide. (See Figure 7-5)
LOCATION F.S. STRAP WIDTH IN LOAD PSI
Front F.S. 40.0
(1) 12 138.06
(2) 24 69
Aft F.S. 230

(1) 15 100.54
(2) 30 50.3
Guide wires will be needed on wing tips, nose, and tail. To facilitate the attachment of the guide wires the tip
tank fairings and nose radome will need to be removed. The tail guide wire can be attached to the tail tie down.
These guide wires are to be used for stability only. The guide wires will need one person per wire to guide the
lifting and moving of the aircraft.
a = NOT TO EXCEED45°
GUIDEWIRE (
GUIDEWIRE GUIDEWIRE GUIDEWIRE

Figure 7-5. Sling Location ES.
7-20-00
Page 3
1F5
PIPER AIRCRAFT
PA-42/42-720
GRIDS 1F6 THROUGH 1F8

7-20-00
Page 4
1F6
CHAPTER
LEVELING AND WEIGHING
1F9
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 8 - LEVELING ANDWEIGHING
SYSTEM GRID
8-00-00 GENERAL 1F13
8-10-00 LEVELING 1F13
8-20-00 WEIGHING 1F14
8 - Cont/ Effect.
Page 1
1F10
PIPER AIRCRAFT
PA-42/42-720
GENERAL
LEVELING
All airplane configurationsare provided with longitudinaland lateral leveling. The airplanecan be leveled
while on jacks, during weighingprocedure,while wheels are on scales,or on the ground. To level airplane for
weighingor rigging,proceedas follows:
To level airplanelongitudinally,withdrawtool attachmentscrewsfrom rightside of aircraftat FuselageStation
87.5 and 66.5 (approximately).Place aircraftlevelingtool (P/N 71587-3)in positionagainst aircraftskin, secure
with screws previouslyremoved,and place spirit level on levelingtool. Deflatenose wheel or adjustjacks until
bubble in level is centered.
LEVEL
F.S.87.5
F.S. 66.5
Figure 8-1. Leveling
8-00-00
Page 1
1F11
PIPER AIRCRAFT
PA-42/42-720
WEIGHING
The airplaneis weighedas follows:

1. Position a scale and rampin front of all three wheels.
2. Securescales from rollingforwardand tow airplaneup onto scales. (Referto Chapter9.)
3. Removeramps to avoidinterferencewith scales.
4. To weigh or balanceairplane,level airplaneusing instructionsgiven in previous sub-systemsection.
Figure 8-2. Weighing
8-20-00
Page 1
1F12
PIPER AIRCRAFT
PA-42/42-720
GRIDS 1F13 THRU 1F15

8-20-00
Page 2
1F13
CHAPTER
TOWING AND TAXIING
1F16
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 9 - TOWING AND TAXIING
SYSTEM GRID
9-10-00 TOWING 1F22
9-20-00 TAXIING 1F22
9 - ContJ Effect.
Page 1
1F17
PIPER AIRCRAFT
PA-42/42-720
GENERAL
Before towing or taxiing airplane,ground personnelmust be informedby a qualifiedpilot or other personnel

about tow turning limits of nose gear, engine starting and shutdownprocedures,and any other system functions
requiredto properlyand safelymovethe airplane. (Referto Figure 9-1.)
Figure 9-1. TurningRadius and Limits
9-00-00
Page 1
1F18
PIPER AIRCRAFT
PA-42/42-720
TOWING
- CAUTION -
WHEN TOWING, DO NOT TURN NOSE GEAR IN EITHER

DIRECTION BEYOND ITS 40 DEGREE ARC FROM
CENTER. THIS RESULTS IN DAMAGE TO NOSE GEAR
AND STEERING MECHANISM. A PLACARD IS INSTALLED
ON NOSE GEAR STRUT TO INDICATE TURN LIMITS.
(FIGURE 9-1.)
The airplane can be moved by using power equipmentwhich will not damage or cause excess strain to nose
gear steeringassembly.Towinglugs are used as part of the nosegear fork.
To pull the airplaneon a hard level surface, approximately100 pounds of pull is required to start its roll and
approximately60 poundsto maintainroll.
When towing lines are necessary, lines are attached to both main gear struts below the side brace link
attachments. Lines must be long enough to clear nose or tail by not less than 15 feet and a qualifiedpersonmust
ride in the pilot's seatand use the brakes and nose wheelsteeringto maintaincontrol.
A collapsible tow bar, located in the nose baggage compartmentfastenedto the rear bulkhead,is removedby
pulling it from frictionretainers.
TAXIING
When the propellerprop wash,exhaustblast, and taxi areasare clear, start engines. Applypower slowlyto start
taxi roll and performthe followingchecks:
1. Taxi forwarda few feet and applybrakes to determineeffectiveness.
2. Taxi with propellersset in low pitch and high rpm setting. Checkfor evenprop reversing.
3. While taxiing,makeslight turns to determinethe effectivenessof the steering.
4. Check wing clearancewhen taxiing near buildingsor other stationaryobjects. If possible, place guides at
each wing tip.
5. Whentaxiing on unevenground,avoidholes and ruts.
6. Do not operate enginesat high rpm when running or taxiing over ground containingloose stones,gravel, or
any other loose materialthat can cause damageto propellerblades.
9-20-00
Page 1
1F19 Reissued:December31, 1989
PIPER AIRCRAFT
PA-42/42-720

9-20-00
Page 2
1F20
CHAPTER
PARKINGAND MOORING
1F22
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 10 - PARKING ANDMOORING
TABLEOF CONTENTS/EFFECTIVITY
SYSTEM GRID
10-00-00 GENERAL 1G4
10-10-00 PARKING 1G4
10-20-00 MOORING 1G4
10 - ContJ Effect.
Page 1
1F23
PIPER AIRCRAFT
PA-42/42-720
GENERAL
PARKING
Whenparkingthe airplane,ensure it is sufficientlyprotectedagainst adverseweatherconditionsand presents no

danger to other aircraft. When parking the airplane for any length of time or overnight, it must be moored
accordingto sub-systemsectionon mooringbelow.
1. When parkingairplane,head it into the wind if possible.
- CAUTION
USE CARE WHEN SETTING BRAKES THAT ARE VERY

HOT DURING COLD WEATHER. EXTREME HEAT OR
ACCUMULATED MOISTURE CAN FREEZE BRAKES.
PRIOR TO SETTING BRAKES, IF EITHER OF THE ABOVE
CONDITIONS EXIST, CHOCKS MUST BE USED TO BLOCK
WHEELS.
2. Set parkingbrakeby applyingtoe pressure againsttop of rudder pedalswhile pulling out on brake handle.
To releaseparkingbrake, applytoe pressureon pedals and push in on parkingbrake handle.
3. Installprotectivecoverson enginesand pitot tubes;securepropellers.
MOORING
The airplaneis mooredfor protectionand securityunder various weatherconditions. The followingprocedure

must be used for mooringthis airplane:
1. Head airplaneinto the wind if possible.
2. Blockwheels with wheelchocks.
- CAUTION
USE SQUARE OR BOWLINE KNOTS. DO NOT USE SLIP

KNOTS.
-NOTE-
Additionalpreparationsfor high winds include using tie-downropes

from the landinggear forksand securingthe rudder.
3. Secure tie-down ropes to wing tie-downrings and tail skid at approximately45 degrees to the ground.
When using rope constructed of non-syntheticmaterial, leave sufficient slack to avoid damaging aircraft
when ropescontractdue to moisture.
4. Install pitot tube covers, engine inlet exhaust covers, generator cooling inlet, and exhaust outlet covers.
Restrainpropellersto preventwindmilling.(Referto Chapter95 for specialequipment.)
10-00-00
Page 1
1F24
PIPER AIRCRAFT
PA-42/42-720
GRIDS 1G1THRU 1G2

10-00-00
Page 2
1G1
CHAPTER
REQUIREDPLACARDS
1G3
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 11- REQUIREDPLACARDS
SYSTEM GRID
11-00-00 EXTERIOR PLACARDS-DESCRIPTION AND

OPERATION 1G5
11-20-00 PLACARDS AND DECALS 1G6
11 - Cont/Effect.
Page 1
1G4
PIPER AIRCRAFT
PA-42/42-720
EXTERIOR PLACARDS-DESCRIPTIONANDOPERATION
GENERAL
The airplane nameplate placard is located below entrance door of the airplane. The placard identifies the
airplaneby its model number and serialnumber. Shoulda questionarise concerningthe care of the airplane,it is
importantto includethe airplaneserialnumberin any correspondenceto Piper AircraftCorporation.
As required interior placards and markings are listed in Section II Limitations of the Pilot's Operating
Handbookand FAAApprovedAirplaneFlight Manual.
ExteriorMaintenanceplacardsare shownin this Chapter.
-NOTE-
Any time an airplaneis repaintedor touched up, inspect all placards

to ensure that they are not covered with paint, are legible, and
securelyattached.
11-00-00
Page 1
1G5 Reissued: December31, 1989
PIPER AIRCRAFT
PA-42/42-720
5&6
TOP VIEW
19
17 18
8
9
12 & 13
SIDE VIEW
Figure 11-1. Placards and Decals
11-20-00
Page 1
1G6
PIPER AIRCRAFT
PA-42/42-720
20
BOTTOMVIEW
FRONTVIEW
Figure 11-1. Placards and Decals (continued)

11-20-00
Page 2
1G7
PIPER AIRCRAFT
PA-42/42-720
BRAKE LEVEL POINT LEVEL POINT

RESERVOIR PLACARD 2
PLACARD 1
CUT HERE IN EMERGENCY
CUT HERE IN EMERGENCY

PLACARD3
ENGINE OIL SPECIFICATION

DO NOT MIX DIFFERENTBRANDS
OIL CAPACITY:9.2 QTS.
DO NOT OVERFILL
FILL WITH APPROVEDOIL TO MAXIMUM
MARK ON DIP STICK. SEE CURRENT ISSUE
OF UNITEDAIRCRAFTOF CANADA LTD.
ENGINE SERVICEBULLETINNO. 1 FOR LIST
OF APPROVEDLUBRICATINGOILS.
PLACARD 4
JET FUEL ONLY
PLACARD 5
11-20-00
Page 3
1G8
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE
MANUAL
FUEL NO STEP
USE AVIATIONKEROSENE
PLACARD 7
SEE AIRCRAFT FLIGHT
MANUAL
FOR ALTERNATEFUEL
PLACARD 6
DO NOT PUSH
TIE DOWN ONLY PLACARD 8
NO JACKING
PLACARD 9
11-20-00
Page 4
1G9
PIPERAIRCRAFT
PA-42/42-720
MANUAL
AIRPLANEMAINTENANCE
INSTRUCTIONSFOR SERVICE
(SEE MAINTENANCEMANUAL FOR
SERVICINGWITH MIL - H - 5606
(RED) HYDRAULICFLUID). WITH
NO LOAD ON STRUT,INFLATETO
TIRE INFLATION- MAIN 100 PSI 435 psi.
PLACARD 14
PLACARD 15
TIRE INFLATION - NOSE 70 PSI INSTRUCTIONSFOR SERVICE

(SEE MAINTENANCEMANUAL FOR
PLACARD 15a
SERVICINGWITH MIL - H - 5606
(RED) HYDRAULICFLUID). WITH
NO LOAD ON STRUT,INFLATETO
330 psi (350psi on PA-42-720).
PLACARD 16
PLACARD 20
PLACARD 18
11-20-00
Page 5
1G10
PIPERAIRCRAFT
PA-42/42-720
FILL PORT- DRY NITROGEN ONLY

SEE SERVICEMANUAL
FOR INSTRUCTIONS
TEMP-PRESSURERANGE FUNCTIONALTEST PORT
°F -40 -20 0 +20 +40 SEE SERVICEMANUAL WARNING
PSIG 1585 1660 1735 1815 1890 FOR INSRUCTIONS COMPRESSEDGAS
F +60 +70 +80 +1001+120
PSIG 1960 2000 2035.1
2110 2185
PLACARD 21
FUEL SUMP
DRAIN
OXYGENSYSTEM
PLACARD 22 OVERPRESSURE
DISCHARGEDISC
PLACARD 23
FUEL SHUTOFF
DRAIN
PLACARD 24 FUEL
CROSSFEED
DRAIN
EXTERNAL PLACARD 25
POWER
28 VOLTS DC
STATICSYST.DRAINS
PLACARD 26 PLACARD 27
11-20-00
Page 6
Reissued: December 31,1989 1G11
PIPER AIRCRAFT
PA-42/42-720
GRIDS 1G12 THROUGH 1G17

11-20-00
Page 7
1G12 Reissued: December 31, 1989
CHAPTER
SERVICING
1G18
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 12- SERVICING
SYSTEM GRID
12-00-00 GENERAL 1G21

12-00-00 Engine/Compressor Washing 1G21
12-00-00 Field Cleaning Engine 1G21
12-00-00 Aircraft Finish Care 1G22
12-00-00 Cleaning 1G22
12-00-00 Cleaning Exterior Surfaces 1G22
12-00-00 Cleaning Windshield and Windows 1G22
12-00-00 Cleaning Interior 1G23
12-00-00 Cleaning Carpets 1G23
12-00-00 Cleaning Toilet G24
12-00-00 Cleaning Surface Deicing Equipment 1G24
12-00-00 Cleaning Landing Gear 1G24
12-10-00 REPLENISHING 1H2

12-10-00 Fuel Handling Practices 1H2
12-10-00 Filling Fuel Cells 1H2
12-10-00 Jet Fuel Additives 1H2
12-10-00 MIL-I-27686 Jet Fuel Anti-Icing Inhibitors 1H3
12-10-00 Biobor JF (Biocide) 1H3
12-10-00 Draining Moisture From Fuel System 1H4
12-10-00 Draining Fuel System - Complete 1H4
12-10-00 Procedure For Removing Biological Fuel Contamination 1H4
12-10-00 Brake System 1H7
12-10-00 Filling Brake System Reservoir 1H7
12-10-00 Draining Brake System 1H7
12-10-00 Landing Gear Oleo Struts 1H7
12-10-00 Filling Oleo Struts 1H8
12-10-00 Inflating Oleo Struts 1H8
12-10-00 Tires 1H9
12-10-00 Hydraulic Power Pack 1H9
12-10-00 Propellers 1H10
12-10-00 Engine Lubrication 1H10
12-10-00 Engine Oil Level Check 1H10
12-10-00 Engine Oil Chip Detector IH11
12-10-00 Removal Of Chip Detector 1H11
12-10-00 Inspection of Chip Detector 1H11
12-10-00 Installation of Chip Detector H 11
12-10-00 Draining Engine Oil lH11
12-10-00 Servicing Oil Filter Elements 1H12
12 - ContJ Effect.
Page 1
1G19
1G19 Reissued:December31,1989
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 12 - SERVICING (continued)
SYSTEM GRID
12-10-00 Recommendations for Changing Oil 1H14

12-10-00 Oxygen System 1H15
12-10-00 Oxygen System Safety Precautions 1H15
12-10-00 Filling Oxygen Cylinder 1H15
12-20-00 SCHEDULED SERVICING 1H18

12-20-00 Airframe Lubrication 1H18
12-20-00 Application of Grease 1H18
12-20-00 Application of Oil 1H18
12-20-00 Lubrication Charts 1H19
12-30-00 UNSCHEDULED SERVICING 114

12-30-00 Engine Accessory Drive Shafts - Lubrication 114
12 - ContJ Effect.
Page 2
1G20
PIPER AIRCRAFT
PA-42/42-720
GENERAL
This chapter covers all routine servicingof airplane,scheduledand non-scheduled,includingreplenishmentof

fuel, oil, hydraulic fluid, oxygen,tire pressure,lubricationrequirements,servicingof oleo struts with air and oil,
etc. Pay special attentionto all WARNINGS or CAUTIONS.
ENGINE/COMPRESSOR WASHING
Due to accumulated environmentalairborne chlorides which cause deterioration of compressor blades by a

process known as sulphidation,Pratt & WhitneyAircraft recommendsa compressorwash be carried out weekly
regardlessof apparent atmosphericconditions. Pratt & WhitneyService Manual,P/N 3021442 for PT6A-38/41
and P/N 3032842 for PT6A-61engine, gives full, detailed instructionsto wash of engine and compressor. For
specificPiper installationsinstructions,use followingadditionalinstructions:
CAUTION -
BEFORE CLEANING, CABLES MUST BE PROPERLY
SEALED TO PREVENT WATER FROM ENTERING CABLE
HOUSINGS. DO NOT DIRECT ANY WATERPRESSURE AT
THESE SEALS. WATER COULD FREEZE AND BIND
CABLES UNDER CERTAIN CONDITIONS.
DO NOT USE TAP WATERAS INHERENT CHEMICALS CAN
CAUSE DEPOSITS ON COMPRESSOR BLADES.
BE CAREFUL WHEN WASHING EXTERIOR OF FCU. DO
NOT ALLOW WASH SOLUTION TO ENTER VENT HOLES
OF FCU, WHICH COULD GIVE FALSE INDICATION OF
FUEL PUMP LEAK.
OBSERVE STARTER OPERATING LIMITS OF 30 SECONDS
ON, 60 SECONDS OFF, 30 SECONDS ON, 60 SECONDS OFF,
30 SECONDS ON, AND 30 MINUTES OFF.
RUN ENGINE WITH STARTER ONLY. ENSURE IGNITION
IS OFF AND APPROPRIATE FUEL FIREWALL SHUTOFF
VALVEIS CLOSED.
1. Allowengine to cool for at least 30 minutesbeforeperformingcompressorwash.
2. Withtop cowlingremoved,disconnectbleed air line at union below T-connection.Securecap lines.
3. Close bleed air shutoff valve and install ground run cowl. On PA-42-720,disconnect and cap HI and LO
stage bleed lines. Do not wash engine with bleed mixing valve connectedto bleed lines as valve control
passagewaysbecomepluggedor fouled,renderingvalveinoperativeand uncontrollable.
4. Open access door on side of bottom cowl; clean mechanism attached to wash ring fitting and clean
accordingto Pratt & WhitneyServiceManual.
5. Soak for about 15minutesafter wash.
FIELD CLEANING ENGINE
Field cleaning consists of internal washing of engine compressorand external washing of engine. Refer to
UACL MaintenanceManual,P/N 3021442or 3032842,Chapter71, for approvedproceduresand Chapter 12 of
this manualfor precautions.
12-00-00
Page 1
1G21
PIPER AIRCRAFT
PA-42/42-720
AIRCRAFT FINISH CARE
CLEANING
- WARNING
DO NOT USE GASOLINE, KEROSENE, ALCOHOL, BENZENE,
CARBON TETRACHLORIDE, THINNER, ACETONE, OR
WINDOW CLEANING SPRAYS TO CLEAN AIRPLANE.
The entire airplaneis carefullyfinishedinside and out to assuremaximum servicelife. All parts are alodine
treated and sprayed with zinc chromateprimer on both sides. The external surfaces are coated with durable
Polyurethaneenamel.
CLEANING EXTERIOR SURFACES
The airplane should be washed with a mild soap and water solution. Harsh abrasives or alkaline soaps or
detergentscould scratchpainted or plastic surfacesor corrodemetal. Cover areaswhere a cleaningsolutioncould
causedamage. To washthe airplaneuse the followingprocedure:
1. Flush away loose dirt with water.
2. Apply cleaningsolutionwith a soft cloth,a spongeor a softbrush.
3. To remove exhauststains, allowthe solutionto remainon the surfacelonger.
4. To remove stubbornoil and greasestains,use a soft cloth dampenedwith naphtha.
5. Rinse all surfacesthoroughly.
6. Any good automotivewax may be used to protect and preservepainted surfaces. Soft cleaningclothsor a
chamoisshould be used to preventscratcheswhencleaningor polishing. A heavier coat of wax on leading
surfaceswill reducethe abrasionproblemsin theseareas. Refer to surfacede-ice cleaningprocedures.
CLEANING WINDSHIELD ANDWINDOWS
CAUTION-
USE ONLY WATER AND MILD SOAP WHEN CLEANING
THE HEATED WINDSHIELD. USE OF ANY OTHER
CLEANING AGENT OR MATERIAL MAY CAUSE
DISTORTION OR DAMAGETO WINDSHIELD COATINGS.
1. Removedirt, mud and other loose particlesfrom exteriorsurfaces withclean water.
2. Wash interior and exterior windowsurfaceswith mild soap and warm water. Use a soft cloth or spongein a
straight back and forth motion. Do not rub harshly.
3. Remove oil and grease with a cloth dampened with Plexiglas Polish and Cleaner, P/N 403D or similar
substanceconformingto FederalSpecification(P-P-560)or kerosene.
4. Rinse windowsthoroughlyand dry with soft lint-freecloth.
- WARNING-
DO NOT USE GASOLINE, ALCOHOL, BENZENE, CARBON
TETRACHLORIDE, THINNER, ACETONE, STRONG
SOLVENTS OR WINDOW CLEANING SPRAYS. DO NOT USE
PLASTIC CLEANER ON HEATED GLASS WINDSHIELDS.
5. A superficialscratchor mar in plastic can be removedby polishingout the scratchwithjeweler's rouge.
6. When windows areclean, applya thin coat of polishingwax. Rub lightly with a soft cloth. Do not apply
wax to heated windshieldswithelectricalheatingelements.
7. Apply REPCON repellent or equivalent to windows and windshield to improve visibility during flights
through rain. Apply only according to manufacturer's instructions. (Refer to Chapter 91, Consumable
Materials.)
12-00-00
Page 2
1G22
PIPER AIRCRAFT
PA-42/42-720
CLEANING INTERIOR
1. Vinyl interior surfacesmay be cleanedwith a dampcloth and mild soap and water solution.
2. Leather may be cleaned with a mild hand soap and water solution or with a saddle soap. Follow the
precautions which apply to the cleaning of any fine leather product. Avoid saturation and never use
detergentsor harsh cleaningsolutionson leather.
- CAUTION-
USE OF COMMON HOUSEHOLD CLEANERS AND

POLISHES ON WOOD LAMINATEDSURFACES COULD BE
VERYHARMFUL.
4. Wood laminatedsurfaces shouldbe maintainedusing only a high grade furniturewax.
5. All upholsteryfabricsare Scotchguardtreatedand maybe cleanedas follows:
Spilledoily and wateryliquids will generallybead up on the fabricand can be blotted away leavinglittle or
no stain. Blot spills up as quickly as possible with an absorbentcloth, tissue or sponge. If the material is a
solid or semi-solid,such as butter,remove the excess by gently scrapingwith a table knife. Often,blotting
will removeall traces of stain but if the stainingagent is not completelyremovedby blotting,the following
techniquesare suggested:
Water-basedstains such s ketchup,milk, ice cream,coffee:
Wipe the stain with a cloth wet with water containing a detergent or ammonia (4 fluid ounces of
ammoniato one gallon of water). repeatif necessary.
Oil based stains such as salad dressing, butter or mayonnaisemay be removedby either of the following
procedures:
Apply "Texize K-2RSpot Remover"by sprayingor rubbing into the fabric and let dry. Vacuumoff the
residualpowder. Repeat if necessaryor wet a clothwith a solventtype spot cleanersuch as "Energine"
or "Renuzit" and wipe or gently rub the stainedarea. Turn cloth and rewet with solventoften. Repeat
until stain disappears.
To remove residualdetergentleft on the fabric, wipe the entire fabric surfacewith a cloth dampenedwith
water. The cloth should be rinsed in clean water several times. This procedure will ensure that the
treatmentwill continueto function.
-NOTE-
It is best to test the cleaner on an inconspicuousportion of the fabric

to test for discoloration.Also avoidsoakingor harsh rubbing.
CLEANING CARPETS
- WARNING -
SOLVENT CLEANERS REQUIRE ADEQUATE VENTILATION.

Use a small whisk broom or vacuumcleanerto removedirt. For soiledspots, use a nonflammabledry cleaning
fluid. Floor carpetsmay be removedand cleanedlike any householdcarpet.
12-00-00
Page 3
1G23 Reissued:December31, 1989
PIPER AIRCRAFT
PA-42/42-720
CLEANING TOILET
Dry Toilet
1. To dispose of the sanitarybag, pull the top of the bag from the pail and close with a wire tie. Remove it
from the airplanein the coveredpail and disposeof accordingto field facilities. Do not attempt to flush the
bag in a toilet.
2. To clean and deodorizethe airplane's toilet,mix a solutionof disinfectanttype cleaner. Using a soft bristle
brush, rag and solution, wash the toilet pail and seat. The toilet may be removed for cleaning by
disconnectingthe two fastenersat the insideforwardend of the unit. Slideit back and lift from the floor.
3. When offensiveodorremains,use a strongersolutionand reclean.
4. Rinse with fresh waterand dry.
5. To install a new sanitarybag, place it over the top edgeof the pail and push it intothe bottom of the pail.
FlushingToilet
1. To clean, disconnectthe electricalplug. Unlockthe toilet assemblyby turningthe winghead fastenersone-
half turn counter-clockwise.Remove the toilet assemblyand clean. Serviceper the instructionslocatedon
the toilet waste tank.
CLEANING SURFACE DEICING EQUIPMENT
The deice boots should be cleaned when the aircraft is washed using a mild soap and water solution.
In cold weather, wash the boots with the airplane inside a warm hangar if possible. If the cleaning is to be
done outdoors, heat the soap and water solution before taking it out to the airplane. If difficulty is encountered
with the water freezing on boots, direct a flow of warm air along the region being cleaned, using a portable type
ground heater.
As an alternate cleaning solvent, use benzol or non-leaded gasoline. Moisten the cleaning cloth in the solvent,
scrub lightly and then with a clean dry cloth, wipe dry so that the cleaner does not have time to soak into the
rubber.
- CAUTION
PETROLEUM PRODUCTS SUCH AS THESE ARE

INJURIOUS TO RUBBER AND THEREFORE SHOULD BE
USED SPARINGLY IF AT ALL.
When deice boots are clean, a coating of B.F.GoodrichIcex should be applied. Icex is compoundedto lower
the strengthof adhesionbetweenice and rubbersurfaceof the deice boots.
CLEANING LANDING GEAR

Before cleaning landing gear, place plastic cover or similar material over wheel and brake assembly.
-NOTE-
Inboard gear doors can be lowered by actuating emergency hand

pumphandle with master switchOFF.
1. Place can under gearto catch waste.
2. Spray or brush geararea, as required,with solventor mixtureof solventand degreaser.
3. Allow solventto remainon gear for 5 to 10 minutes. Rinse gear with additionalsolventand allowto dry.
4. Removecover fromwheel and removecatchcan.
5. Lubricategear per lubricationchart in Chapter 12.
12-00-00
Page 4
1G24
PIPER AIRCRAFT
PA-42/42-720
1. TIP TANK FUEL FILL 20 MAIN FUEL TANK DRAIN - RIGHT & LEFT
2 DRAIN FOR TIP TANK (ON FAIRING) 21. OXYGEN PRESSURE GAUGE
5. HYDRAULIC FILTER 24. NOSE GEAR TIRE

6. FUEL ILTER 25. APU COUPL
7. NACELLE
FUEL F ILL-RIGHT 26. BATTERY
8 SUBMERGED FUEL PUMP - RIGHT &LEFT 27. OXYGEN BOTTLE (BEHIND ROYALITE PANEL)
9. INBOARD AFT CELL DRAIN - RIGHT & LEFT 28. NOSE GEAR SHOCK STRUT FILL VALVE
10. SHOCK STRUT VALVE AND FILL - RIGHT & LEFT 29. HYDRAULIC BRAKE RESERVOIR AND POWERPACK FILL
11. OUTBOARD CELL DRAIN - RIGHT & LEFT 30. ECU AIR WATER SEPARATOR
12. RIGHT & LEFT MAIN TIRES 31. HYDRAULIC POWERPACK
13. DUAL DRIVE OIL LINE FILTER - LEFT ENGINE (OUTBOARD 32. VACUUM SYSTEM FILTER
14. WASH RING CONNECTION AND CAP - LEFT ENGINE 33. WASH RING CONNECTION AND CAP
15. FUEL FILTER RIGHT ENGINE (INBOARD)
16. NACELLE FUEL FILL - LEFT ENGINE 34. DUAL DRIVE OIL LINE FILTER
17. HYDRAULIC FILTER RIGHT ENGINE (INBOARD)
18. OIL DRAIN - LEFT ENGINE (INBOARD) 35. ENGINE GEARBOX OIL STRAINER
19. ENGINE OIL FILTER (INBOARD)
Figure 12-1. Service Points
12-10-00
Page 1
1H 1
PIPER AIRCRAFT
PA-42/42-720
REPLENISHING
FUEL HANDLING PRACTICES
The handling of turbine fuel as used in this airplanerequires some special attention and safety precautions
which cannot be overly stated. There are several problems which are not normally associated with aviation
gasoline. One is water or microscopicparticlesof free water suspendedin the fuel, another is microbiological
contaminantsor micro-organismswhich live and multiplyin the waterinterfaceswith turbine fuel. Due to these
problems,turbine fuel requiresgood fuel handlingpracticesto assurethat the airplaneis servicedwith clean fuel.
The followingsteps should be used to minimizethe possible introductionof contaminantsinto the fuel system
and maintaina clean conditionwithin the fuel cells:
1. Know the source (supplier) of the fuel to be used, ascertainthat it is properly stored and filtered as it is
passed from the storagearea to the airplane.
2. Perform regularfuel filter inspectionsto determineif any sludge is present. (Microbiologicalcontamination
is visible as a slime or sludge which may vary in color, i.e. red, brown, gray or black.) Micro-organisms
have a tendency to mat and cause interferencewith fuel flow. Referenceto FAA ManualA.C. 65-9,Chapter
4 gives completeexplanationon fuelsand relatedproblems.
3. It is very importantto maintain a clean fuel system by periodicallyflushing the fuel cells to remove any
contaminantswithin.
FILLING FUEL CELLS
-WARNING
DO NOT OPEN OPTIONAL NACELLE FUEL CELL FILLER
OR WING FILLER CAPS WITH MORE THAN 2 INCHES OF
FUEL IN TIP TANKS.
ALWAYS CONNECT STATIC GROUND CABLE FROM
REFUELER TO AIRPLANE. KEEP ALL GROUNDING
CONNECTIONS CLEAN AND CORROSION FREE.
The fuel cells in each wing are filled through wing filler cap. Optional nacelle fuel cells contain individual
filler necks on top of each nacelle instead of wing fillers.
After refueling airplane, allow 3 to 4 hours settling period whenever possible, then drain small amounts of fuel
from each drain. the benefits of a settling period will be lost, unless the accumulated contaminants within the fuel
cells are drained before the airplane is moved or the fuel is disturbed by the operation of the internal fuel pumps.
To reduce accumulation of condensation within the fuel cells, it is suggested that the cells be maintained in a full
condition as often as possible.
At intervals of 100 hours or 90 days, whichevercomes first, clean the filter elementsin each fuel filter unit
located on the inboard side of each engine mount. Remove and clean the filters in accordancewith instruction
outlined in Chapter 28. Inspectionintervals of the various fuel system componentsmay be found in the Piper
ProgressiveInspectionManual,P/N 761 739 (100Hour).
JET FUEL ADDITIVES
Condensation of water in the fuel tanks increases the possibility of microbiological growth contamination of
the fuel. This contamination can damage skins, coatings and sealants in the tanks. Fuel additives conforming to
MIL-I-27686 and/or a biocidal agent manufactured under such trade name's as Biobor JF are compounds which
contain anti-fungicidal agents. Use of either of these additives in the fuel tanks will reduce the possibility of
contamination of fuel and fuel filters/lines.
12-10-00
Page 2
1H2
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
Referto latest Pratt & Whitney CanadaService Bulletin3044 (PT6A-
41 engine) or 13044(PT6A-61engine)for instructionson use of fuel
additives.
MIL-I-27686 JET FUEL ANTI-ICING INHIBITORS
The MIL-I-27686Jet Fuel Anti-IcingInhibitor,primarilyis an anti-icingagent , howeverit also has excellent
microbiologicalsludge deterrent characteristics. It is very soluble in water, and only slightly soluble in fuel,
which mandates that the blendingwith fuel be accomplishedin a precise manner. Such a devicepermitsinjection
of the agent into a flowing stream of fuel to ensure even disbursement. When blending the additive, the
concentration should not be less than 0.10 percent or more than 0.15 percent by volume. Except for the
information contained herein and in the Pilot's Operating Handbook, the manufacturer's mixing or blending
instructionsshould be carefullyfollowed.
- CAUTION
ASSURE THAT THE ADDITIVE IS DIRECTED INTO THE
FLOWING FUEL STREAM. THE ADDITIVE FLOW
SHOULD START AFTER AND STOP BEFORE THE FUEL
FLOW. DO NOT PERMIT THE CONCENTRATED ADDITIVE
TO COME IN CONTACT WITH THE AIRCRAFT PAINTED
SURFACES OR THE INTERIOR SURFACES OF THE FUEL
TANKS.
SOME FUELS HAVE ANTI-ICING ADDITIVES
PREBLENDED IN THE FUEL AT THE REFINERY, SO NO
FURTHER BLENDING SHOULD BE PERFORMED.
THIS ADDITIVE SHOULD NOT BE USED AS A
REPLACEMENT FOR PREFLIGHT DRAINING OF THE
FUEL SYSTEM DRAINS.
BIOBOR JF (BIOCIDE)
Biobor JF is not an anti-icingagentand is intendedto be used specificallyas a fuel biocide. The compoundis
an extremelyefficientbiocidal agent and is solublein the fuel as well as water. Biobor JF dispersesthroughout
the entire fuel systemto even the most remote areas soonafter introductioninto the fuel system. This compound
is used as a periodic treatment in concentrations of 135 ppm when the airplane has been operated in an
environmentconductiveto contaminationor when evidenceof such contaminationis found. Biobor JF may also
be used in maximumconcentrationsof 270 ppm as a singledose shock treatmentto clean out and sterilizea very
contaminatedsystem. BioborJF is not volatileand may remainin the tank until the fuel is used.
The preferredmethodof introducingBiobor JF into the fuel is by injectionthrough a meteringdevice. If no
metering device is available,blending may be accomplishedby batch blending or by over-the-wingblending
while filling the tanks. When one half the required quantity of fuel has been added, gradually introduce the
compounddirectly into the stream of fuel while the remainingone half of fuel is added. Completemixing is
necessarydependingon the severityof the contamination.It must be used at a high enough concentrationto kill,
not control the infestation. When used only periodically,it must be used often enough to contact the entire
surface of the fuel tank interiors and remain in contactup to 72 hours to effect the kill. An airplanewhich has
been treated and flown,should be re-treatedat consecutivefills so that a 72 hour contacttime is accomplished.
- CAUTION -
IT IS IMPERATIVE THAT ALL MANUFACTURER'S
INSTRUCTIONS BE FOLLOWED WHEN USING THESE
PRODUCTS
12-10-00
Page 3
1 H3 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
DRAINING MOISTURE FROM FUEL SYSTEM
To facilitatedraining fuel system filter bowls, lines, and fuel cells of moistureand foreign matter,drains are
incorporatedin bottom of each filter bowl, wing tip tank, main outboard and inboard fuel cell, aft inboard fuel
cells, and crossfeed lines. The nacelle fuel cells drain into main fuel cells and do not have individualexternal
drains.
-WARNING
TO PREVENT RAMP SURFACE CONTAMINATION AND

POSSIBLE FIRE DAMAGE, ANY FUEL SPILLED ON RAMP
AREA, ETC, MUST BE REMOVEDIMMEDIATELY.
1. To drain either filter bowl, open access door on left rear side of each engine cowl and momentarilypush
downon the drainvalve arm. Allowenough fuelto flowto clear filter bowl.
-NOTE-
Ensurenacelle tank is fullto drainfilter bowl.

2. To drain off water in fuel cells, push up on each cell drain arm and allow fuel to flow momentarily. Five
drains; one for each tip tank, one for each main outboardcell, one for each main inboard cell, and one in
inboardaft tank and crossfeedline drainon bottomof each wing.
-NOTE-
To ensure removal of moisture from each fuel drain, allow fuel to

settle for three to four hoursif possible.
DRAINING FUEL SYSTEM - COMPLETE

The bulk of fuel is drained from system by placing hose down through wing filler for standard systems or
nacelle filler neck for optional systems. The fuel is drained from fuel filter bowls by activatingindividualfilter
drains. Each wing is drained separately,providingcrossfeedvalvesare in off position.
PROCEDURE FOR REMOVING BIOLOGICAL FUEL CONTAMINATION

Fuel system contaminationpresents a bigger potentialproblem in turbine fuel systems than in fuel systems
using aviation gasoline because of turbine fuels greater affinityfor water. Micro-organismsthrive when water
dropletsand fuel are mixed since by-productscreatedby this form of contaminationattackfuel cell bladders and
metal components;fuel system must be kept clean and periodicallyinspectedto ensure it is free of water and
other foreign matter. If biological contaminationexists, evidencedby presence of red, brown, gray, or black
slime in fuel tanks, lines,pumps and filters,thoroughlyclean all system componentswith lowest octane aviation
gasolineavailable.
Proceedas follows:
-WARNING -
PROPER GROUNDING PROCEDURES AND SAFETY

PRECAUTIONS MUST BE FOLLOWED.
1. Level aircraft.
12-10-00
Page 4
Reissued: December 31, 1989 1
1H4
PIPER AIRCRAFT
PA-42/42-720
PROCEDURE FOR REMOVINGBIOLOGICAL FUEL CONTAMINATION(continued)
2. Defuelaffectedwings,nacelles,and tip tanks.

-NOTE-
Only use containerdesignedfor use with contaminatedfuel.

3. Removeall sumpdrains on effectedsides and ensure all fuel is removed.
4. Removebottomwingroot fairing.
5. Removefuel cell and tank accesscoverson wing upper surface.
6. Removeboost pump.
7. Removecowlingof affectedengines.
8. Removefirewallmountedfuel filter and engine drivenfuelpump inlet and outlet filters. Clean or replaceas
required.
9. Removeall fingerscreensand float or checkvalves.
10. Clean all fuel filter bowls and housings with aviation gasoline and inspect components for etching. If
etching exists, replaceaffectedcomponent.
- CAUTION-
BRUSH MUST HAVE LANYARDATTACHEDTO PREVENT

BRUSH FROM FALLING WITHIN CELL.
11. Remove access covers from fuel cells which requirecleaning. Use Stoddard solventand soft bristle brush
to scrub affectedcells. Remove any particlesof contaminationin fuel cell with tack rag. When fuel cell
cleaningis completed,ensureno equipmentis left in fuelcells and reinstallall accesscovers.
-NOTE-
Nacelletank accesscover requiressealing.
12. Use lowest octane aviationgasolineavailable. Thoroughlyflush all fuel cells, tanks, connectingfuel lines,
and boost pump.
13. Inspect all fuel cells,tanks, pumps, and lines for deterioration. The micro-organismby-productsattach fuel
bladders,harm fueltank coatings,and etchunderlyingmetals.
14. Reinstallboostpump and safety.
15. Reinstallall sumpdrains.
16. Reinstallfirewallmountedfuel filter bowlswithoutfilter elements.
17. Reinstallboth filterelementsand bowlson enginedrivenfuel pumps and safety.
18. Flush system as follows:
a. Disconnectfuelline betweenfuel pressuresnubberand fuelpump.
b. Add eight gallonsof aviationgasolineto affectedsides.
c. Pull all circuitbreakersexcept those controllingfuel boostpump.
d. Place masterswitchin on positionand actuateboost pump.
e. After pumping two gallons of aviation gasoline using pump, observe fuel coming from fuel line.
Actuate crossfeedvalve;ensure crossfeedline is clean.
-NOTE-
If right wing is only contaminatedportion,ensure crossfeedvalve and
line is adequatelyflushedby disconnectingcrossfeedline at crossfeed
valveon left wing side. Drainfuel into contaminatedfuel container.
19. Check all lines and fittingsfor leaks.
12-10-00
Page 5
1H5 Reissued:December31, 1989
PIPER AIRCRAFT
PA-42/42-720
PROCEDURE FOR REMOVING BIOLOGICAL FUEL CONTAMINATION (continued)
20. Continueto pump aviationgasolinethroughsystemuntil clean fuelflows into contaminatedcontainer.

21. Reinstallfilter elementsin firewallmounted fuel filtersand safety.
22. Reconnectfuel lines betweenfuel flow transmittersand enginedrivenfuel pumps.
23. Checksystem for leaks.
24. Reinstallbottom wing root fairings,fuel cell, and tank accesscovers.
25. Reinstallengine cowlings.
26. Fill affectedfuel cells with 30 gallons of lowest octane aviationgasoline available.(Addone quart of 120
aviationgrade mineraloil to every 100 gallonsof fuel) Run engines. Observeall cautions when operating
engines.
-NOTE-
Make logbook entry each time engine is run on aviation gasoline.

Refer to Pratt & Whitney Service Bulletin No. 3044, Engine Fuels
and Additives.
27. Inspect firewall mounted fuel filters after operating engines. Look for evidence of microbiological
contamination. If contamination exists, repeat cleaning procedure.
28. Clean fuel filters; reinstall and safety.
12-10-00
Page 6
PIPER AIRCRAFT
PA-42/42-720
BRAKE SYSTEM
The brake system containsa hydraulicfluid reservoirthroughwhich the brake system is periodicallyserviced.
Fluid is drawn from the reservoirby the brake master cylinders to maintain the volume of fluid required for
maximumbrakingefficiency. Spongybrake pedal actionsis often an indicationthat the brake fluid reservoiris
running low on fluid or air. Whenrepairsto brakesystem componentsor bleedingthe system are required,refer
to instructionsin Chapter32.
FILLING BRAKE SYSTEM RESERVOIR
The brake system reservoirmust be filled with hydraulic fluid to the level marked on the dipstick (MIL-H-
5606). The reservoir in the upper nose section above the power pack must be checked at every 50 hour
inspection and replenishedas necessary. Accessto the reservoiris throughthe door on the upper rightportionof
the nose section. If fluidlevel is low, it must be filled with filteredhydraulicfluid (MIL-H-5606).No adjustment
to the brakes is necessary,but they must be checkedperiodicallyper instructionsgivenin Chapter32.
DRAINING BRAKE SYSTEM
To drain brake system, connect hose to bleeder fitting on brake housing. Place other hose end in suitable
container. Open bleeder valve and slowly pump brake pedal until fluid stops flowing. To clean system, flush
with denaturedalcohol.
-NOTE-
If brake system is drained,parts replaced,or line connectionsbroken,

pressurefill and bleed systemper procedurein Chapter32. Procedure
assuresair is not trappedin system.
LANDINGGEAR OLEO STRUTS (Figure 12-2)
- WARNING
DO NOT RELEASE AIR BY REMOVING STRUT VALVE CORE

OR FILLER PLUG. DEPRESS VALVE CORE PIN OR OPEN
AIR VALVE SLOWLY TO RELEASE STRUT PRESSURE (AS
APPLICABLE).
Air-oil shock struts, incorporatedin each landing gear oleo assembly,absorb shock from wheel impact on
runwayduringlanding.
-NOTE-
Serviceand adjuststruts per placardon strut.
12-10-00
Page 7
1H7 1H7 Reissued:December31, 1989
PIPER AIRCRAFT
PA-42/42-720
FILLING OLEO STRUTS
Fill oleo strut completelyas follows:

1. Place airplaneon jacks (Chapter7).
2. Place pan under gear to catch spillage.
3. Open air valve slowly or depressvalve corepin (as applicable)to release strut pressure.
4. Removevalve corepin.
5. Attach clear plastic tubeto valve stem. Place oppositeend of tube in hydraulicfluid filled container.
-NOTE-
An airtight connection is necessary between plastic tube and valve

stem. Without an airtightconnection,a small amount of air is drawn
into oleo strut during each sequence,resultingin inordinateamountof
air bubbles and prolongedfilling operation.
6. Extend oleo strut by pulling down on wheel and drawing fluid into oleo strut. Continue compressingand
extending oleo strut until it is full of fluid and air bubblescease to appearin plastic tube.
7. Slowlycompressstrut to fully compressedposition.
8. Remove plastictube. Reinstallvalve core (if applicable).
9. Inflate oleo struts accordingto informationin Figure 12-2.
10. Tighten air valve (if applicable).
-NOTE-
For accurate oleo strut inflation,the aircraftmust be placed on jacks

with the weightof the aircraftoff of the wheels.
INFLATING OLEO STRUTS
Ensure oleo strut contains sufficientfluid (describedin Landing Gear Oleo Struts). Attach strut pump to air
valve and pump up oleo strut. Beforecappingvalve, checkfor valve coreleakage.
NOSEGEARSTRUT MAINGFARSTRUT
INSTRUCTIONSFOR SERVICE INSTRUCTIONSFOR SERVICE
(SEE MAINTENANCEMANUALFOR (SEEMAINTENANCEMANUALFOR
SERVICINGWITH MIL- H - 5606 SERVICINGWITH MIL - H - 5606
(RED) HYDRAULICFLUID). WITH (RED) HYDRAULICFLUID). WITH
NO LOADON STRUT,INFLATETO NO LOADON STRUT,INFLATETO
330 psi (350 psi on PA-42-720). 435 psi .
Figure 12-2. ServicingLandingGear Shock Struts

12-10-00
Page 8
1H8
PIPER AIRCRAFT
PA-42/42-720
TIRES
Tubelesstires are designedto permit any air or nitrogenthat is trappedin the cords or that diffusesthroughthe
liner to escape through special sidewall vents. This venting prevents pressure build-up within the cord body
which might cause tread, sidewallor ply separation. Discountingtire growth after initial inflation,once the tire
has been reinflated,the maximumpermissiblepressuredrop due to diffusionis 5% in any 24 hour period.
Vent holes penetrate the sidewall rubber to, or into, the cord body and may vary in size, depth and angle.
Therefore, the amountof diffusionthroughtheseholes will vary.
When water or a soap solutionis brushed over the outside of an inflated tubelesstire, bubbles form. Some
vents may emit a continuousstreamof bubbles. Othersmay produceintermittentbubbles. And some may not
bubble at all. This varietyis normal and doesnot mean that there is anythingwrong with the tire. In fact, as long
as a tubeless tire is inflated,there will be some diffusion from the vents. When the loss rate exceeds 5% in 24
hours, recheck for possibleinjuries. Ventsshouldremain open, so check periodicallyto make sure they have not
been covered over or closedby tire paint or spilledsolvent. And since vents may be covered during retreading,
check for evidencethat your retreadshave been revented.
Severalbasic characteristicsof tubelessaircrafttiresmaybe mistakenfor problems:
1. Tire growth in the first 12 to 24 hours after inflationwill result in a seeminglyseverepressuredrop. Simply
reinflate,wait for another24 hours,then checkpressure. It will probablybe withinspecs.
2. Make sure that initialinflationis to recommendedoperatingpressureto ensure full tire growth.
3. It is normal for tubelesstires to show a small amountof pressureleakagethroughoutthe life of the tires.
Maintain tires at pressurespecified in Chart 601, Chapter 6. When checking tire pressure,examinetires for
wear, cuts, bruises,and slippage. ApplyAge-Master#1 to tires to protect againstozone attachand weatheringas
follows:
1. Clean oil and greasefrom all tire surfaces.
2. Apply single heavycoat using brushat 0.4 - 0.5 fluid ouncesper square fool. Cover surfacecompletelyand
evenly; allowto dry for 5 - 10 minutes.
3. Apply second coatper step 2; allowto dry for 20 - 30 minutesbeforehandling.
4. Remove agenton wheelassemblywith cleaningsolvent.
5. Re-apply as conditionsrequired.
HYDRAULIC POWER PACK
Check hydraulic power pack reservoir fluid level every 50 hours and fill as required. Special filling and
draining service hookup is installed inside right fuselage access panel of nose section. A pressure pot or
hydraulic test unit can be connected by removing panel, opening access in hydraulic component covers and
protective cap on suction; fill and drain fitting. Connectfluid supply line from supply source to fitting. Raise
lever to open valve and fill reservoir. To gravity fill reservoir,support hydraulic fluid supply containerhigher
than fluid level in power pack reservoir. Reservoiris full when fluid reachesfull line on transparentreservoirs.
Be sure to close suction;fill and drain valve by placing lever in down positionbefore disconnectingsupply line
from fitting. Reinstallprotectivecap on fitting, reclose accessin hydrauliccomponentscover,and install access
panel.
12-10-00
Page 9
~1H19 Reissued:December31, 1989
1H9
PIPER AIRCRAFT
PA-42/42-720
PROPELLERS
Check blades periodicallyfor damage. Minor nicks in blade leading edges must be filed out and all edges
rounded. Daily inspection must include examination of blades and spinner for visible damage and grease
leakage. For further informationon servicing propeller,refer to Chapter 61, or AC 43.13-1A, Section III on
propellerrepairing.
ENGINE LUBRICATION
- CAUTION
DO NOT MIX DIFFERENT BRANDS OR SPECIFICATIONS

OF OIL. CHEMICAL STRUCTURES CAN DIFFER, MAKING
OILS INCOMPATIBLE.
Checkengine oil level withinten minutes afterengine shutdown. If engine is stationaryfor 12 hours or more;
start it, run at idle for minimum2 minutes, shutdown,and check oil not more than 10 minutes later. For engines
operated in corporateor utility aircraft with typical usage of 50 hours per month or less, change oil every 400
hours of 9 months, whicheveroccurs first. For enginesoperated in high utilizationcommuter airlines,basic oil
change periods are 800 hours for 7 1/2 centistoke oil, or 1200 hours for a 5 centistoke oil, or 9 months.
Extensionsbeyond basicoil changeperiod are consideredprovidedoil is monitoredby spectrometricoil analysis
and a written request is submitted to United Aircraft of CanadaLimited Service Department. When operation
results in frequentcold soaking at ambienttemperaturesof 0°F (-18°C)or lower, use 5 centistokeoil. For further
information,consultlatest Pratt & WhitneyServiceBulletin3001(for the PA-42)or 13001(for PA-42-720).
When changing brand or type of engine oil, flush lubricationsystem. Refer to drainingengine oil section for
proper procedure.
ENGINE OIL LEVEL CHECK

-CAUTION
IF OIL LEVEL IN TANKIS BELOW BOTTOM OF DIPSTICK,

DETERMINE CAUSE TO TROUBLESHOOT. IF NEITHER
FLUCTUATING OR LOW OIL PRESSURE READINGS ARE
NOTICED, CHECK FOR EXTERNAL LEAKS AND OIL
FILTER CONTAMINATION. CLEAN OIL FILTER AND FILL
OIL TANK TO RECOMMENDED LEVEL. RECORD OIL
QUANTITY ADDED, COMPLETE 15 MINUTE ENGINE RUN,
AND RECHECK OIL QUANTITY AND CONDITION OF OIL
FILTER. IF-BOTH ARE SATISFACTORY, NO FURTHER
ACTION IS NECESSARY. OTHERWISE, REFER TO ENGINE
MAINTENANCEMANUAL.
Within 10 minutes followingengine shutdown,unlock filler cap at 11 o'clock positionon accessorygearbox
housing. Checkcontentsof tank against markson dipstickand fill to requiredlevel.
-NOTE
Normaloil level is one quart below maximumlevel. Do not fill oil

tank morethan one quart below maximummark.
12-10-00
Page 10
1H10
PIPER AIRCRAFT
PA-42/42-720
ENGINE OIL CHIP DETECTOR
The magneticchip detector,locatedin the same place as the drain plug on the reductiongearbox,is connected
electrically to the annunciatorpanel lights. Illumination of chip detect light on annunciator indicates metal
contaminationin oil system. If chip detect light illuminates,remove chip detector and inspect magnetic pole
pieces for contaminate.Refer to Pratt & WhitneyMaintenanceManual,P/N 3021442,Chapter79.
-NOTE-
Whenchip detectoris removedfor inspection,also inspectoil filter.

REMOVAL OF CHIP DETECTOR
1. Removewiring fromchip detector.

2. Removechip detectorfrom gearboxand discardpreformedpacking.
INSPECTION OF CHIP DETECTOR
1. If a single chain of magnetic particles bridges gap across detector poles and particles consists of small
slivers, clean chipdetectorby wipingwith lint-freecloth and reinstall.
2. If more than 10 piecesof small,nugget shapedmagneticmaterialsexist on detector,sendengineto overhaul
facilityfor inspection.
3. If small amountof fuzz (poweredmaterial)exists, clean detectorand reinstall. Recheckfor continuityafter
10 hoursof operation.
4. If same amount of fuzz is found again, clean detector,reinstall,and make another continuitycheck after
another 10 hours of operation.
5. If fuzz is found a thirdtime with similar or greaterquantities,ship engineto overhaulfacilityfor inspection.
INSTALLATIONOF CHIP DETECTOR
1. Installchip detectorwith new preformedpackingin boss on reductiongearbox.

2. Tighten and torquethe detectorto 45 - 55 inch-pounds.
3. Connectplug and safety.
DRAINING ENGINE OIL
1. Removeenginecowlingand place suitablecontaineror drip pan under engine.

2. Removechip detectorat 6 o'clockpositionon frontcase of reductiongearbox.
3. Removedrain plugat 6 o'clockpositionon accessorydrive gearbox.
4. Removedrain plugfrom oil tank drainline.
-NOTE-
Whenoperatingengineon oil whichdiffers from that previouslyused,

or if oil system is contaminatedby othermetallicmatter,proceedwith
steps 5 through 18. If using same oil and no contaminationexists,
proceedonly with steps7, 8, 17, and 18.
12-10-00
Page 11
1H11
PIPER AIRCRAFT
PA-42/42-720
5. Removedrain plug from oil-to-fuelheater.

- CAUTION -
LIMIT ENGINE ROTATION TO MINIMUM TIME

REQUIRED TO ACCOMPLISH COMPLETE DRAINING. DO
NOT EXCEED STARTER TIME LIMITS (30 SECONDS ON, 1
MINUTE OFF, 30 SECONDS ON, 1 MINUTE OFF, 30
SECONDS ON, 30 MINUTES OFF).
6. With drains open and ignition and condition lever off, motor engine with starter only; allow scavenger
pumpsto clear all lubricatingoil.
7. Installnew preformedpackingson chipdetectorand plugs.
8. Reinstallchip detectorand drainplugs. (See Chapter91 for torquevalues.)
9. Refill oil tank with specifiedoil. (See latest revisionof Pratt & WhitneyService Bulletin,3001.) Normal
oil lever is one quart below maximumlevel (hot). Over fillingcauses excess oil to flow through accessory
gearboxbreather.
10. Startengine and run at idle speed for minimum2 minutes.
11. Featherpropeller and shutdown engine.
12. Repeat steps 1 through6.
13. Removeand clean main oil filter.
14. Removeand clean reductiongearboxoil strainer.
15. Reinstallall engine drain plugs and chip detector,tighten,torque,and lockwire. (See Chapter91 for torque
values.)
16. Repeat steps 7 through 10.
17. Checkoil level; replenishas required.
18. Installfiller cap and dipstick assemblyin filler tube. Ensure cap is correctlyinstalledand locked securely.
SERVICING OIL FILTER ELEMENTS

- CAUTION -
PLUG BOTH ENDS OF FILTER ELEMENT BEFORE

SUBMERGING IN VARSOL CLEANER. THE ELEMENT
MUST NEVER BE ULTRASONICALLY CLEANED,
PRESSURE FLUSHED, OR DRIED WITH COMPRESSED AIR
CAUSING DAMAGE TO FILTER MEDIA.
Oil filter elementsmust be cleanedevery 100 hours. Removeand inspect for foreignmaterial and hand flush
in petroleum solvent (AMS 3160 Varsol)bath to remove light contaminants collected on external protective
screening. Servicelife of filter elementis 1000hours.
12-10-00
Page 12
1H12
PIPER AIRCRAFT
PA-42/42-720
If cleaning method previously described proves ineffective, clean filter element electrosonically.
1. Plug openings at each end of filter element with suitable plastic or rubber plugs.
2. Place filter element in electrosonic cleaner tank.
3. Add sufficient quantity of cleaning solvent to tank. (Approximately 1/4 inch below top edge of tank.)
4. Operate unit for 10 minutes.
5. Rotate element (end-to-end) 180 ° in cleaning tank and operate unit for additional 10 minutes.
-NOTE-
Adjust cleaning duration depending on condition of element. For best

results, replace cleaning solvent every 20 minutes.
6. Remove element from tank using clean, lint-free gloves; remove plugs.
7. Place element in clean location and allow to dry.
8. After element is cleaned, inspect with magnifying glass for clogged passages and broken wires. If more
than five percent of visible passages are clogged, return element to overhaul facility. If dents or broken
wires are found, replace element.
9. Install new O-rings on filter element whether element is cleaned or new.
10. Insert filter element (perforated flange first) into filter housing in compressor inlet case.
Filter Element
Solvent Level
(1/4 inch from top of tank)
Plug
Plug
Cleaning Tank NOTE-

Electrosonic Cleaner Tank may be procurred from:
Aerosupport International, Inc.
75 de la Moselle
St. Lambert, Quebec
J45 1W3 Canada
P/N Sonac S-2
Figure 12-3. Electrosonic Cleaning Tank
12-10-00
Page 13
1H13 Reissued: December 31, 1989
1H13
PIPER AIRCRAFT
PA-42/42-720
11. Installnew O-ringon filter cover.

-NOTE-
Ensureteflon spaceris in positionon filter cover studs.

12. Install filter coverand securewith four plain washersand self-lockingnuts. Tighten nuts and torque to 24 -
36 inch-pounds.
13. Cleandual drive oil filter every 100hours.
RECOMMENDATIONS FOR CHANGING OIL (Refer to Pratt & Whitney Service Bulletin No. 3001)
1. Major factors concerningoil change frequencyare engine mechanicalcondition,spectrometeranalysisof

used oil, climatic conditions,dust and sand ingestion during takeoff and landing roll, engine usage, and
shelf life limitationsof syntheticlubricants.
2. Wheneveroil is changed,removeand checkoil filter elementfor metalparticles. Clean,reinstall,or replace
dependingon time in service. (See ServicingOil Filter Elements.)
3. Onlyuse oils listed in UACLServiceBulletinNo. 3001.
CHART 1201. THREAD LUBRICANTS
TYPE OF LINE TYPE OF LUBRICANT
Brake MIL-H-5606
Deicer (Air) TT-A-580 (JAN-A-669), Anti-Seize Compound
(White Lead Base)
Fuel MIL-T-5544, Anti-Seize, Graphite Petrolatum
Oil MIL-G-6032, Lubricating Grease (Gasoline and
Oil Resistant)
Oxygen MIL-T-5542, Thread Compound, Anti-Seize and Sealing,
Oxygen System
Pitot and Static TT-A-580 (JAN-A-669), Anti-Seize Compound
(White Lead Base)
Engine - Bleed Air C5-A High Temperature Anti-Seize Compound
- NOTE-
Lubricate engine fittings only with fluid contained in particular lines.
12-10-00
Page 14
Reissued: December 31, 1989 1H14
1H14
PIPER AIRCRAFT
PA-42/42-720
OXYGEN SYSTEM
Breathingsystem oxygenis furnishedfrom a stationarycylinderin the aft sectionof the forwardcompartment.

Serviceand maintenanceinstructionsfor the oxygen systemis foundin Chapter35.
OXYGEN SYSTEM SAFETY PRECAUTIONS

- WARNING
FOREIGN MATTER IN HIGH PRESSURE LINES CAN CAUSE

AN EXPLOSION. WHEN COMING IN CONTACT WITH
OXYGEN EQUIPMENT, KEEP HANDS, TOOLS, AND
CLOTHING CLEAN.
Use extremecaution when servicing,handling,and inspectingthe oxygen system. Complywith the following
precautions:
1. Keep oxygenregulator,cylinder,gauge,valve,fittings,masks,and all other oxygensystem componentsfree
of oil, grease,fuel,and otherreadily combustiblesubstances.
2. Do not allowforeignmatterto enter oxygenlines.
3. Never attemptto repairor repaint oxygenequipment.
4. Keep fire and heat away from oxygen equipment. Do not smoke when working with or near oxygen
equipment. Donot generatesparkswhenusing tools.
5: Never allow electricalequipmentto contactoxygen cylinder.
6. Use only thread compoundapprovedunder MIL-T-5542on oxygen systems. Apply only to first thread of
male fittingsto preventthread seizure.
FILLING OXYGENCYLINDER
The oxygen systemfiller valve is accessiblethrougha door on left side of nose section.
-NOTE -
If airplaneoxygenpressureis below 50 psi, purge systemas described

in Chapter35.
1. To fill oxygen cylinder,open access door, remove cap from filler valve, and attach filler hose of oxygen
rechargeunit to filler valve. Ensure all fittings are free of oil, grease, dirt,etc.
2. When using rechargeunit containingone supplycylinder,slowly open supplyunit valve and allow oxygen
to transferuntil cylinder servicepressureis reached. Ambienttemperaturemust be consideredwhen filling
oxygen cylinders. See Chart 1203,IndicatedOxygenCylinderPressuresvs. AmbientTemperature.
3. When using recharge unit containingtwo or more supply cylinders (cascade storage system), proceed as
follows:
a. Before openingany valves, check remainingpressure in airplaneoxygen cylinder. If partly charged,
note pressure indicatedon cylindergauge. Open and close each valve on cascade storage system and
determinewhich cylinderhas lowest pressure. If this cylinder has pressure lower than oxygen cylinder
in airplane,do not attemptto fill it. Use storagecylinder with pressurehigher than airplanecylinder,
but lower than all others.
12-10-00
Page 15
1H15 1H15 Reissued: December31, 1989
PIPER AIRCRAFT
PA-42422-720
FILLING OXYGENCYLINDER (continued)
b. Openvalve only on storagecylinderwith lowest pressure. Whenindicatedpressureon airplaneoxygen

gauge and charginggauge is equal, close storagecylinder valve. Proceedto storagecylinder with next
higherpressureand repeat procedure.
c. After adjustinglast storagecylinder, if oxygen system is still not fully charged then place full storage
cylinderin place of cylinderwith lowest pressure.
d. Oxygen will remain in large cylinders used in cascade systems after filling only one cylinder. Such
remainingoxygen is at a pressure less than 1800pounds, which is not sufficient to completely refill
anotheraircraftcylinder.
e. Do not rechargethree or four-cylindercascade systemswith oxygen at less than 300 psi pressurein 300
cubic foot bank of cylinders. Use 300 cubic foot cylinders to approximately300 psi and return for
refilling. In two-cylindersystems,use to approximately600 psi and returnfor filling. (See Chart 1203,
indicatedOxygenCylinderPressuresvs. AmbientTemperatures.)
- WARNING -
BLEED PRESSURE FROM FILLER HOSE BEFORE

DISCONNECTING FROM FILLER VALVE.
4. When pressure gauge on recharge unit or in airplane reaches appropriateservice pressure (Chart 1204),
close pressure valve on recharge unit. Disconnectfiller hose from filler valve; replace protectivecap on
filler valve and close accessdoor.
-NOTE-
This table accountsfor about 25° raise in temperaturedue to heat of

compressionand presumescylindersarefilled at maximumrate.
CHART 1203. OXYGENCYLINDERFILLING PRESSURES VS.

AMBIENT TEMPERATURE
Ambient Temperature - °F Filling Pressures - Psig

0 1650
10 1700
20 1725
30 1775
40 1825
50 1875
60 1925
70 1975
80 2000
90 2050
100 2100
110 2150
120 2200
130 2250
12-10-00
Page 16
1H16
PIPER AIRCRAFT
PA-42/42-720
FILLING OXYGEN CYLINDER (continued)

-NOTE-
Pressures are not exact, but accurate enough for working pressures
between1800to 2400 psig cylinders.
CHART 1204. INDICATED OXYGEN CYLINDER PRESSURES VS.

AMBIENT TEMPERATURE
AmbientTemperature- °F Indicated Cylinder Pressure - Psig

110 1980
100 1935
90 1890
80 1845
70 1800
60 1755
50 1710
40 1665
12-10-00
Page 17
1H17
PIPER AIRCRAFT
PA-42/42-720
SCHEDULED SERVICING
AIRFRAME LUBRICATION
Proper lubricationproceduresare valuable for prolongingthe service life of the airplane and as a means of
reducingthe frequencyof extensiveand expensiverepairs. The periodic applicationof recommendedlubricants
to relevant bearing surfaces combined with cleanliness, as detailed in the following paragraphs, ensures
maximum efficiencyand utmost service of all moving parts. Lubricationinstructionregarding locations,time
intervals, and type of lubricantsused are found in proper lubricationcharts. To ensure the best possible results
from lubricantapplication,observethe followingprecautions:
1. Use only recommendedlubricants. Where general purpose lubricatingoil is specified, but unavailable,
clean reciprocatingengineoil is a satisfactorysubstitute.
2. Checkcomponentsfor evidenceof excessivewear and replaceas necessary.
3. Removal all excess lubricantsfrom componentsto prevent collectingdirt and sand in quantitiescapableof
causingexcessivewear or damageto bearingsurfaces.
APPLICATION OF GREASE
When lubricatingbearingsand bearing surfaceswith a grease gun, ensure gun is filled with new, clean grease
specifiedfor the particularapplicationbefore applyinglubricantto greasefittings.
1. If a reservoiris not providedaround a bearing,applylubricantsparinglyand wipe off excess.
2. Removewheel bearingsfrom wheelhub and clean thoroughlywith suitable solvent. Whenrepackingwith
grease,ensure lubricantentersspacebetweenrollersin retainerring. Do not packgrease into wheelhub.
3. Use extra care when greasingHartzellpropellerhub to avoidblowing clamp gaskets. Remove one grease
fitting while applyinggreaseto other fitting. Unevengreasingeffectspropellerbalance.
APPLICATION OF OIL
If specificlubricationinstructionsfor certaincomponentsare not available,observethe followingprecautions:

1. Applyoil sparingly.Never applymore than enoughto coat bearingsurfaces.
2. Sincecontrol cablesare sufficientlycoated by manufacturer,additionalprotectionfor corrosionprevention
is unnecessary.
-CAUTION
AFTER THOROUGHLY WASHING AIRPLANE, ENSURE

LANDING GEAR, FLIGHT SURFACE WINGS, FLAP
TRACKS, ELEVATOR TRIM SCREW, AND ENGINE
COMPARTMENT ARE STILL PROPERLY LUBRICATED.
12-20-00
Page 1
1H18 1H18 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
LUBRICATION CHARTS
Lubricationcharts consistsof individualillustrationsfor various aircraftsystemswith componentsreferenced

by numbersand by type of lubricationand frequencyof lubricationin hours. Special instructionsare listed at the
beginningof lubricationchart and are referencedon each particularchart.
- WARNING-
KEEP JET FUELS AND LUBRICATINGOILS OFF OF SKIN.
-CAUTION-
DO NOT USE HYDRAULIC FLUID WITH CASTOR OIL OR

ESTER BASE.
DO NOT APPLY LUBRICANT TO RUBBER PARTS.
-NOTE-
Lubricate pilot and passenger seats track rollers and stop pins as
requiredusing generalpurpose,low temperaturelubricatingoil (MIL-
L-7870).
Wheel bearings require cleaning and repacking after exposure to

excessivequantityof water.
CHART 1202. SPECIAL INSTRUCTIONS
1. Cleanexterior of bearingsand bushingswith dry solventbefore relubricating.

2. Disassembleoil coolerdoor, ice protectiontransmission,and screws. Trim screwsand
wheel bearings; clean with dry solvent. When reassemblingtransmission,lubricate
and applythin coating to screw.
3. Fill oleo struts, power pack reservoir,and brake reservoir per instructionson unit or
containeror containeror refer to MaintenanceManual,Chapter 12.
4. Remove one of two propeller grease fitting for each blade. Apply grease through
fitting until fresh grease appearsat hole of removedfitting.
5. Wipe all lubricationpointsclean of old grease,oil, dirt, etc, beforerelubricating.
6. Clean or replace oil filter element (described in MaintenanceManual, Chapter 12)
after usage of 50 hours or less. Change engine oil every 400 hours or 9 months,
whichevercomes first. (See UnitedAircraftof CanadaLimited, ServiceBulletin No.
1001 for a list of approvedoils.)
7. Loosen boot from gear lock assemblyand grease tube. Tube must slide free to slot
limits. (Gear lock cable assemblyon PA-42-720only.)
12-20-00
Page 2
1H19
PIPER AIRCRAFT
PA-42/42-720
COMPONENT LUBRICANT FREQUENCY
1. GEAR DOOR,OUTBOARD,HINGESANDCONTROLRODS,RIGHTAND LEFT MIL-L-7870 100 HRS
2. GEAROLEOSTRUTFILLER,RIGHTANDLEFT;COATPISTONTUBEAS NECESSARY MIL-H-5606 AS REQUIRED
3. GEAR CONTROLRODENDSANDBELLCRANKBOLTS,RIGHTAND LEFT MIL-L-7870 100HRS
4. WHEELBEARINGS,RIGHTAND LEFT MIL-G-81322 100HRS
5. GEAR DOWNLOCKANDUP LOCKHOOKS,GEARTORQUELINKFITTINGS,

RIGHTAND LEFT MIL-G-81322 100 HRS
6. GEAR SIDEBRACELINKBUSHINGANDHOUSINGBUSHING,MAINGEARDRAG
LINKASSY,TORQUELINEASSY,RIGHTAND LEFT MIL-G-83122 100HRS
7. GEARCONTROLRODENDS,CYLINDERENDHOOK,RIGHTAND LEFT MIL-L-7870 100HRS
8. GEARDOOR, INBOARD,HINGESANDCYLINDERENDS,RIGHTANDLEFT MIL-L-7870 100HRS
9. BRAKEANDPOWERPACKRESERVOIR MIL-H-5606 AS REQUIRED
10. GEAR LOCKASSEMBLY(SEE SPECIALINSTRUCTION7) GEARLOCKCABLE

ON PA-42-720ONLY. MIL-G-81322 100 HRS
5 3 5
2 5
SEE
NOTE
-NOTE-
4 Wipe exposedstrut with cleancloth and
hydraulicfluid MIL-H-5606.
Figure 12-4. Lubrication Chart (Landing Gear, Main)

12-20-00
Page 3
1H20
PIPER AIRCRAFT
PA-42/42-720

1. NOSEGEAROLEOSTRUTFILLER MIL-H-5606 AS REQUIRED
2. STEERINGARM ROLLERSBELLCRANKRETRACTION
RODENDSANDSTEERINGRODENDS MIL-L-7870 100HRS
3. NOSEGEAR DOORACTUATOR,RETRACTIONROD
ENDAND CYLINDERROD END MIL-L-7870 100HRS
4. UP LOCKHOOK ANDUP LOCKROD MIL-L-7870 100 HRS
5. DOORHINGEBOLT MIL-L-7870 100 HRS
6. DRAGLINKASSEMBLYAND IDLERLINK MIL-G-23827,
MIL-G-7711A 100 HRS
7. WHEELBEARINGS MIL-G-3545C,
MIL-G-7711A 100 HRS
8. UPPERAND LOWERTORQUELINKS MIL-G-23827,
MIL-G-7711A 100 HRS
9. UPPERAND LOWERTORQUELINKCONNECTING MIL-G-23827,
BOLTANDSHIMMYDAMPENER MIL-G-7711A 100HRS
10. GEARHOUSINGBUSHINGS MOLYKOTENO.33 100HRS
11. NOSEGEARSTEERINGCONTROLRODENDS MIL-L-7870 100HRS
12. NOSEGEAR UP LOCKASSEMBLY(SEESPECIALINSTRUCTION7)
(GEARUP LOCK CABLEASSEMBLYON PA-42-720ONLY) MIL-G-81322 100HRS
10
-NOTE-
Wipe exposedstrut with cleancloth and
hydraulicfluid MIL-H-5606.
REFER TO SPECIAL
INSTRUCTIONS 12-20-00, Page 8.
Figure 12-5. Lubrication Chart (Landing Gear, Nose)
12-20-00
Page 4
1H21
PIPER AIRCRAFT
PA-42/42-720

1. AILERONTRIM SCREW MIL-G-23827,
MIL-G-7711A 500 HRS
2. AILERONTRIM TABHINGSANDCONTROLRODENDS MIL-L-7870 100 HRS
3. RUDDERTRIMSCREW MIL-G-23827,
MIL-G-7711A 500 HRS
4. RUDDERANDRUDDERTRIMTAB HINGESANDCONTROLRODENDS MIL-L-7870 100 HRS
5. ELEVATOR
ANDELEVATOR
TRIM TAB HINGESANDCONTROLRODENDS MIL-L-7870 100 HRS
6. AILERONHINGES,RIGHTANDLEFT MIL-L-7870 100 HRS
7. FLAPTRANSMISSIONPIVOTBOLTSANDSENDERARM MIL-L-7870 100 HRS
8. FLAPTRACKS,RIGHTANDLEFT ALL PURPOSESLIPSPRAY 50 HRS
(DUPONTNO. 6611)
9. FLAPTRACKROLLERS,RIGHTANDLEFT MIL-L-7870 100 HRS
10.AILERONBELLCRANK
CABLEENDS,PIVOT
BEARINGANDCONTROLRODENDS RIGHTANDLEFT MIL-L-7870 100 HRS
11. TRIM SCREWS MIL-G-3278OR MIL-G-23827 500 HRS
12. TRANSMISSION SCREWS, RIGHT AND LEFT MIL-G-23827 100 HRS
13. ELEVATOR TRIM SCREW MIL-S-8660B
(DOWCORNING4 COMPOUNDOR 100 HRS
14.ELEVATORDOWNSPRING MIL-C-16173D 100 HRS
CorrosionRetardant
(SeeChapter91 for Productereg.)
Figure 12-6. Lubrication Chart (Control System)
12-20-00
Page 5
1H22
PIPER AIRCRAFT
PA-42/42-720
10
SKETCH A SKETCH B SKETCH C
11
13
14
SKETCH F
Figure 12-6. Lubrication Chart (Control System (continued)
12-20-00
Page 6
1H23
PIPER AIRCRAFT
PA-42/42-720

1. AILERONBELLCRANK
ASSEMBLYBUSHING MIL-L-7870 100 HRS
2. CONTROLWHEELCHAIN,VERTICALANDHORIZONTAL MIL-L-7870 500 HRS
3. RUDDERPEDALS,TORQUETUBEBEARINGSANDBLOCK,CONTROL
CABLEENDS,BRAKECYLINDERENDS,ANDPULLEYS MIL-L-7870 100 HRS
SKETCH B
Figure 12-7. Lubrication Chart (Control System) (continued)
12-20-00
Page 7
1H24
PIPER AIRCRAFT
PA-42/42-720

1. ZERKFITTINGS,BLADEHUB(2 PER BLADE) MIL-G-23827 100HRS
2. FUELCONTROLUNIT INTERCONNECT
RODENDS MIL-G-23827 100HRS
3. CONTROLCAMAND PINS LUBRIPLATE130A 100HRS
4. PROPELLERCONTROLRODENDS MIL-G-23827 100HRS
5. OIL FILTERELEMENT REFERTOSPECIAL
INSTRUCTION
NO.6
6. OILTANK REFERTOSPECIAL
INSTRUCTION
NO.6
7. PUSHPULLCONTROL- WIREROPE MIL-G-21164 100HRS
-NOTE-
Refer to HartzellService
Letter No. 61A
PROPELLER BETASWITCH(PA-42 ONLY)
SPECIALINSTRUCTIONS
Cleanor replaceoil filterelementat eachoil drainperiodas described 4
in Chapter79. In aircraftwitha typicalutilizationof 50 hours/months
or less, changeengineoil every 400 hoursor 9 months,whichevercomes
first. Referto Prattand WhitneyServiceBulletinNo. 3001for PA-42or
13001for PA-42-720for a list of approvedoils.
CARBON
BLOCK
WIPECLEAN i
VIEWA
Figure 12-8. Lubrication Chart (Powerplant, Propeller and Propeller Reversing Linkage)
12-20-00
Page 8
1I1
PIPER AIRCRAFT
PA-42/42-720
1. TRANSMISSION
ASSEMBLY(SEE NOTE) DUKES2196-74-1 500 HRS
2. TRANSMISSIONSCREW MILG-23827 500HRS

3. SLEEVEANDBOLTASSEMBLY MIL-L-7870 100HRS
4. OIL COOLEREXHAUSTDOORHINGE MIL-L-7870 100HRS
DOORHINGE
5. ICE DEFLECTOR MIL-L-7870 100HRS
6. BYPASSDOORHINGE MIL-L-7870 100HRS
7. BEARINGBLOCKS MIL-G-23827 100HRS

SCREW
8. TRANSMISSION MIL-L-23827 500HRS
ASSEMBLY
9. TRANSMISSION DUKES2196-74-1 500 HRS
MOUNTINGBUSHINGS
10.TRANSMISSION MILG-23827 500 HRS
11.CLEVISPIN MIL-L-7870 100HRS
12. ICEDEFLECTORDOORRODENDS MIL-L-7870 100HRS
13.CLEVISPINSANDBOLTASSEMBLIES MIL-L-7870 100HRS
10
Figure 12-9. Lubrication Chart (Air Inlet Ice Protection Oil Cooler Doors)
12-20-00
Page 9
112
PIPER AIRCRAFT
PA-42/42-720

1. CABINDOORLATCHHINGESANDSTEPMECHANISM MIL-L-7870 100HRS
2. CARGODOORLATCHANDHINGES MIL-L-7870 100HRS
3. NOSECONEANDFORWARD
BAGGAGEDOORHINGESAND LATCHES MIL-L-7870 100HRS
4. NACELLELOCKERANDENGINECOWLDOORLATCHANDHINGES MIL-L-7870 100 HRS
5. SEATTRACKS(ALL) MIL-L-7870 100 HRS
4
3
Figure 12-10. LubricationChart (CabinDoor,BaggageDoorand Seats)
12-20-00
Page 10
113
PIPER AIRCRAFT
PA-42/42-720
UNSCHEDULED SERVICING
ENGINE ACCESSORY DRIVE SHAFTS - LUBRICATION
Lubricate accessorydrive shafts accordingto Pratt & Whitney MaintenanceManual, P/N 3021442, Chapter
70, StandardPractices,GeneralTorqueRecommendations,page 204.
Specificaccessoriesare:
1. Tach generators.
2. Hydraulicpumps,fuel pump.
Do not applylubricantto the followingaccessories:

1. Fuel pumps (P&W).
2. Prop governors(CSU).
3. Fuel controlunits.
Install overspeed governor with dry shaft or lubricate with clean turbine engine oil.
12-30-00
Page 1
i Reissued: December 31, 1989
114
PIPER AIRCRAFT
PA-42/42-720
GRIDS 115 THROUGH 117

12-30-00
Page 2
115
CHAPTER
STANDARDPRACTICES/
AIRFRAME
118
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 20 - STANDARD PRACTICES/AIRFRAME
SYSTEM GRID
20-00-00 GENERAL 1I10
20-00-00 STANDARD PRACTICES - AIRFRAME 1110

20-00-00 Torque Wrenches 1I10
20-00-00 Flareless Tube Assemblies 1I11
20-10-00 AIRCRAFT FINISH CARE 1I11

20-10-00 Corrosion Control 1I11
20-10-00 Paint Application 1I11
20 - Cont/ Effect.
Page 1
119
PIPER AIRCRAFT
PA-42/42-720
GENERAL
This chapter contains general informationpertaining to standard aircraft hardware installation and removal
practices.
The informationincludedwill be very helpfulif it is referredto on a regularbasis.
If non-destructivetestingis neededafter repairof 4130 steel, use the magnafluxmethod.
Testing and inspectingof aluminumcastingsand machinedaluminumparts may be done by the dye penetrant
method.
Usually,a good visualinspectionwith a 10Xmagnifyingglass will show any damage or defect in a repairthat
is of a significantnature.
STANDARD PRACTICES - AIRFRAME
TORQUE WRENCHES
Torquewrenchesshouldbe checkedand calibrateddaily with weightsand, a measuredlever arm to ensure that

inaccuraciesare not present. Checkingone torquewrenchagainstanother is not sufficientand not recommended.
Some wrenchesare quitesensitiveto the way they are supportedduring a tighteningoperation. Any instructions
furnishedby the manufacturermust be followed.
FLARED TUBE ASSEMBLIES (Refer to Figure 20-1)

When any fitting containing conical seals is disconnected the following steps must be performed when
reconnecting the fitting.
1. Lubricate threads of nut with a substance compatible with the fluid that is to be contained in the line
2. Install new conical seals
-NOTE-
Conical seals are never to be reused. If a connectionis broken the

sealsmust be replaced.
Apply torque on back portion of nut next to shoulder to minimize

distortion of thread.
-CAUTION-
ANGULAR MISALIGNMENT BETWEEN TUBE AND

FITTING WILL OVER-STRAIN SLEEVE AND NUT DURING
TORQUE -UP. APPLY TORQUE ONLY AFTER TUBE
CENTER LINE IS SQUARELY MATED TO THE FITTING
CENTER LINE.
3. Tighten fitting one (1) to one and one half ( 1/2) hex flats from position of sharp torque rise (finger tight).
20-00-00
Page 1
1110 Reissued: December31, 1989
1110
PIPER AIRCRAFT
PA-42/42-720
3 7° FLAREDFITTING
CONICALSEAL TUBE
NUT
SLEEVE
Figure 20 - 1. Installationof ConicalSeals

CORROSION CONTROL
-NOTE-
For informationon corrosioncontrol, prevention,and removal, refer

to Chapter51.
PAINT APPLICATION
-WARNING
TO TOP AND BOTTOM OF WINGS, FROM W.S. 87.50 TO

105.50 AND W.S. 221.00 TO 239.00, APPLY NON-METALLIC
STANDARD POLYURETHANE EXTERIOR PAINT TO CLEAN,
ALODINED ALUMINUM SKIN. DO NOT EXCEED 2.5 MIL IN
THICKNESS. THE 2.5 MIL MAXIMUM THICKNESS
CRITERIA DOES NOT APPLY TO INSPECTION ACCESS
PLATES.
- CAUTION
DO NOT PAINT PITOT TUBES, GAS CAPS, OR ANTENNA

COVERS THAT WERE NOT FACTORY PAINTED.
METALLIC PAINTS MUST NOT BE USED ON RADOMESOR
ANTENNA COVERS. DO NOT USE SPRAY SILICONE
LUBRICANTS PRIOR TO PAINTING AS OVERSPRAY IS
EXTREMELY DIFFICULT TO REMOVE AND RESULTS IN
LOSS OF PAINT ADHESION.
IN AREAS WHERE A LIMITED THICKNESS OF PAINT IS

REQUIRED, BE SURE TO VERIFY CORRECT THICKNESS
BY USING A DIGITAL COATING THICKNESS GAUGE.
(ONE SUCH GAUGE IS THE ZORELCO LTD. MODEL
780/747E)
20-10-00
Page 1
1I11
PIPER AIRCRAFT
PA-42/42-720
GRIDS 1112THRU 1114

INTENTIONALLYLEFT BLANK
20-10-00
Page 2
1112
CHAPTER
ENVIRONMENTALSYSTEM
1115
PIPER AIRCRAFT
PA-42/42-720
CHAPTER21 - ENVIRONMENTAL
SYSTEM
SYSTEM GRID
21-00-00 GENERAL 1118

21-00-00 Description of Operation 1118
21-10-00 PRESSURIZATION 1119

21-10-00 Troubleshooting 1119
21-20-00 DISTRIBUTION 1124

21-20-00 CABIN AIR DISTRIBUTION SYSTEM 1J1
21-20-00 Description and Operation 1J1
21-30-00 PRESSURIZATION CONTROL 1J4

21-30-00 Component Detailed Descriptions 1J4
21-30-00 Cabin Pressure Dump 1J9
21-30-00 Pressurization Check With Test Unit 1J9
21-30-00 Pressurization System Checkout Procedure 1J13
21-30-00 Ground Operational Check 1J13
21-30-00 Safety Precautions 1J15
21-30-00 Pressurization System Flight Check 1J16
21-30-00 Absolute Pressure Regulator Removal 1J21
21-30-00 Absolute Pressure Regulator Installation 1 J21
21-30-00 Outflow and/or Safety Valve Removal 1J21
21-30-00 Outflow and/or Safety Valve Installation 1 J21
21-30-00 Outflow and Safety Valve Cleaning 1J22
21-30-00 Removal of Controller 1J22
21-30-00 Installation of Controller 1J23
21-30-00 Controller Filter Replacement J23
2140-00 HEATING/COOLING 1J23

21-40-00 General J23
1
2140-00 Troubleshooting 1J23
21 40-00 Component Detailed Descriptions 1K2
21-40-00 Removal of Pressure Regulator and Shutoff Valve 1 K8
21-40-00 Installation of Pressure Regulator and Shutoff Valve 1K8
21-40-00 Removal of Hot Air Bypass Valve 1K8
21-40-00 Installation of Hot Air Bypass Valve 1K8
21-40-00 Removal of Bleed Air Supply Overpressure Switch 1K8
21-40-00 Installation of Bleed Air Supply Overpressure Switch 1K8
21 - Cont/ Effect.
Page 1
1I16 1116 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 21 - ENVIRONMENTALSYSTEM (continued)
SYSTEM GRID
21-40-00 HEATING/COOLING (continued)

21-40-00 Removalof CompressorDischargeOvertemperature
SensingSwitch 1K9
2140-00 Installationof CompressorDischargeOvertemperature
2140-00 SensingSwitch 1K9
21-40-00 Removalof WaterSeparator 1K9
21-40-00 Cleaning,Inspectionand Repairsof WaterSeparators 1K9
21-40-00 Installationof WaterSeparator 1K10
21-40-00 Removalof Duct TemperatureSensor 1K10
21-40-00 Installationof DuctTemperatureSensor 1K10
21-40-00 Removalof CabinTemperatureSensorand Controller 1K10
2140-00 Installationof CabinTemperatureSensorand Controller 1K10
21-40-00 Removalof GroundCoolingFan 1K10
21-40-00 Installationof GroundCoolingFan 1K11
2140-00 Removalof CheckValveAssembly 1K11
21-40-00 Installationof CheckValveAssembly 1K11
21 - Cont/Effec.
Page 2
1117
PIPER AIRCRAFT
PA-42/42-720
GENERAL
The cabin is pressurizedby engine bleed air that is conditionedby an environmentalcontrol system (ECS).
The bleed airis cooled as requiredfor heating, airconditioning,ventilation,and pressurizingthe air in the cabin.
DESCRIPTIONOF OPERATION
-CAUTION -
PERFORMPITOT AND STATIC SYSTEM LEAK CHECKS

BEFORE PERFORMINGANY PNEUMATICFUNCTIONAL
TESTS. CONDUCTING CABIN PRESSURE TESTS WITH
LEAKINGSTATIC SYSTEMS COULD DAMAGE DELICATE
INSTRUMENTS.
The environmentalcontrolunit (ECU) uses bleed are from both engines as the prime source of energy. This
bleed air system has threeparts: 1) the ECU bleed air supply; 2) the auxiliarybleed air supply for deicer boots
and gyros; and, 3) the emergencybleed air cabin pressurizationsystem. Descriptionsof each part follows:
-NOTE-
To cap isobaric valve ambientlines, remove access covers in tail of

aircraftand cap fittings(adapters)on aft pressurebulkhead(70484-3).
ECU Bleed Air SupplySystems PA-42- The compressorbleed air from each engine is suppliedto the ECU
throughthe bleed air shutoffvalve, a shroudedduct arrangement,a check valve, and insulatedducts to the inlet of
the primary bleed air-to-ramair heat exchangers in the ECU. A pressure regulator and shutoff valve controls
pressure and flow of bleed air into the ECU, located in the right hand equipment compartment, forward of
FuselageStation 57.00 pressurebulkhead. Sub-systemsectiontitled Heatingand Coolinggives a more detailed
descriptionof various componentscomprisingthe heatingand coolingportionof the system.
PA-42-720- Compressorand interstageturbine bleed air is suppliedthrough a variable ejectormixing valve

directly to the ECU. The bleed air shutoff valve and venturi are not required, otherwise both systems are
basicallythe same.
AuxiliaryBleed Air SupplySystem:

Bleed air is also used to operate the cabin pressure control system, inflatable cabin door seal, surface deicer
boots, and vacuum gyro system. This bleed air is taken off the engine bleed air ducting upstreamof each bleed
air shutoff valve and cannotbe shut off unless that particularengineis shut down. A ram air-bleedair intercooler
is installed at the firewallof each engine nacelleto cool the bleedair supply to the auxiliarysystem below 250°F,
prior to entering the fuel tank area aft of the firewall. A bleed air overtemperatureswitch,installedin the bleed
air duct downstreamof the intercooler,closes at 425° ± 5°F and illuminatesthe BLEEDAIR HOT light on the
pilot annunciatorpanel. Duringnormaloperation,bleedair to theauxiliarysystemvariesbetween 10 - 85 psi and
150°F - 500°F. Temperature is reduced to below 250°F by the intercooler. Sub-system section titled
Pressurizationcovers that portionin more detail. Referenceto Chapter 30 covers the deicer system and Chapter
37 covers vacuum system.
21-00-00
Page 1
1I18
1I18 Reissued: December31, 1989
PIPER AIRCRAFT
PA-42/42-720
EmergencyBleed Air CabinPressurizationSystem:
The emergency bleed air cabin pressurization system consists of a solenoid shutoff valve, jet pump, and
pressure switch. The emergencybleed air is supplied from the right hand auxiliary bleed air supply line and
activatedby the pilot with the ECS SELECTORswitch on the comfortcontrolpanel. With the ECS SELECTOR
switch in the EMER position,the emergencypressurizationvalve in the right hand wing root is opened. At the
same time, the pressure regulator and shutoff valve de-energizes,shutting off bleed air flow to the ECU. The
emergencypressurizationair serves as motive flow to the jet pump in the right hand wing root, which pulls in
ambient air from a port in the wing root fairing. A total pressurization flow up to 9 pounds per minute is
providedinto the right hand heater duct, withinthe cabin, dependingon the righthand enginepower setting and
altitude.
The emergencypressurizationvalve is automaticallyopenedwhen the cabin altitudeexceeds 12,000- 12,500
feet, regardlessof the positionof the ECS SELECTORswitch on the cabin comfort control panel. An absolute
pressure switch in the cabin, set to activate at 12,000 - 12,500 feet, provides this control. The emergency
pressurizationvalve is automaticallyopenedwhen the ECU is automaticallyshut down due to overtemperatureor
overpressure. Sub-systemsectiontitled PressurizationControlcoversthis in moredetail.
PRESSURIZATION
Pressurizationair for the cabin originates from each engine's bleed air port. The bleed air is controlledby a
solenoid shutoff valve, operated by an ON-OFF switch on the overheadengine switch panel. The bleed air is
routed through shroudedannularducts, check valves, and insulatedducts to the inlet of the ECU. (Referto sub-
system sectiontitled Distributionfor detailedinformationon specialducts.)
TROUBLESHOOTING
Problemspeculiar to the pressurizationsystem componentsare listed in Chart2101, alongwith their probable

causes and suggested remedies. After a problem is corrected, check entire system for security and component
operation.
CHART 2101. TROUBLESHOOTING (PRESSURIZATIONSYSTEM)
Trouble Cause Remedy
Cabinwill not pressurize. Blockedsafetyvalve cabin Replacefilter and check

air filter or orifice. orifice.
Blockedcontrollercabinair Clean filter and check

filter with orifice. orifice on controller.
Internalmalfunctionin the Removeand replaceisobaric

isobaricvalve. valve.
Internalmalfunctionin the Removeand replacesafety

safetyvalve. valve.
21-10-00
Page 1
1119 Reissued:December31, 1989
PIPER AIRCRAFT
PA-42/42-720
CHART 2101. TROUBLESHOOTING(PRESSURIZATIONSYSTEM) (continued)
Cabinwill not pressurize Internalmalfunctionin the Removeand replace

(continued) controller. controller.
Defective"q" switch and/or Removeand replaceswitch.

landinggear safetyswitch.
Defectivedump/testswitch. Replaceswitch.
No pressureto door seal. Checkand repairdoor

seal or door seal valve.
Excessiveleakagein Locateleak and tighten

pressurizationducts. connections.
Excessivecabinleakage. Locateand repairleak.
Solenoid valve malfunctions Replacevalve.

in the open position.
Valve on outside air control Adjustor lubricatevalve

box won't close. or controllinkage.
Malfunction of ECS control Repair or replace switch.

switch.
Malfunction of ECU pressure Repair or replace valve.

regulator and shut off valve.
Cabin pressurizes to full Vacuum tube not connected Connect vacuum tube.
positive differential to controller.
pressure after takeoff.
Malfunction in aircraft Check aircraft vacuum
vacuum supply. supply.
Rupture in volume tank. Replacetank.
Internalmalfunctionin the Remove and replacevalve.

outflow isobaricvalve.
Internalmalfunctionin the Remove and replace

controller. controller.
21-10-00
Page 2
1120
PIPER AIRCRAFT
PA-42/42-720
CHART 2101. TROUBLESHOOTING (PRESSURIZATION SYSTEM) (continued)
Cabinaltitudedecreases Low aircraftvacuumsupply. Checkaircraftvacuum

below selectedaltitude. supply.
Minor leak in tube between Remove and replace tube

controller and volume tank or volume tank.
or in volume tank.
Minorleak in tube between Removeand replacetube

controllerand isobaricvalve or isobaricvalve.
or in isobaricvalve.
Minor leak in the controller. Removeand replace

controller.
Minimumrates unbalanced. Minor leak in tube between Removeor replacetube

Downrate fasterthan up controllerand volumetank or volumetank.
rate. or in volumetank.
Minor leak in the controller. Remove and replace

controller.
Pressurized operation Solenoidvalvemalfunction Replace valve.

before takeoff and in the closedposition.
after landing.
"q" switch, landing gear Removeand replace
squat switch or test/dump switch.
switch malfunction in the
open position.
Brokenwiringto the Repair wiring.

vacuumrelief solenoid.
Looseor damagedpneumatic Checktube connectionsor

tubebetweensolenoidvalve replacedamagedtube.
and safetyvalve.
Internalmalfunctionin the Remove and replace valve.

safetyvalve.
21-10-00
Page 3
1121
PIPER AIRCRAFT
PA-42/42-720
CHART 2101. TROUBLESHOOTING(PRESSURIZATIONSYSTEM) (continued)
Cabin exceedsfullpositive Truestatic atmospheretube Securelyconnector remove

differentialcalibrated blockedor not connectedon blockagefrom the true static
setting. isobaricvalve and safety atmospheretube on isobaric
valve. valve and safetyvalve.
Loose or damagedpneumatic Repairor replacetubing.

tubingfrom port "1" of
safetyand isobaricvalve to
atmosphere.
Cabinclimbs and descends Internalmalfunctionin Removeand replace

at a fixed rate regardless controller. controller.
of rate selection.
Cabin rate exceeds selected Malfunction in controller. Remove and replace

rate valve during aircraft controller.
climb to cruise altitude.
Defective cabin rate of Remove and replace
climb indicator. indicator.
Cabin pressure rapidly Malfunction in controller. Remove and replace

increases or decreases controller.
with reselection of cabin
altitude.
Cabin altitudeexceeds Loss of airflow into cabin. Repairbleed air supply

selectedvalue. of ECU system.
Internal malfunction in Removeand replacevalve.

isobaric valve.
Internalmalfunctionin Removeand replacevalve.

safetyvalve.
Internal malfunction in Removeand replace

controller. controller.
Excessive cabin leak rate. Seal leaks.
21-10-00
Page 4
1122
PIPER AIRCRAFT
PA-42/42-720
CHART 2101. TROUBLESHOOTING (PRESSURIZATIONSYSTEM) (continued)
Cabinpressurewill not Dumpvalve partiallyopen. Close valve; adjustvalve

maintaincontrol setting. controlcables.
Defectiveisobariccontrol Removeand replacevalve.

valve.
Defectivesafetyvalve. Removeand replacevalve.
Defectivepressurizedair Removeor repairvalve.

dump valve.
Defectivecabin altitude Removeand replacecabin

controller. altitudecontroller.
Pressurizationduct leakage. Locateleak and tighten

connection.
Cabin leakage Locateand repairleak.

Defectivecabin altitude Removeand replacegauge.
pressuregauge.
Foreign matteron isobaric Cleanvalve seats.

outflow controlvalve or
safety valve seats.
Leak in outflowisobaric Locate leak and tighten

valve control line. connection.
Cabinpressureexcessively Isobaricoutflowvalve static Clean staticline.

high. line clogged.
Defectivecabin over pressure Removeand replaceswitch.

switch.
Defectivecabin altitude Removeand replacegauge.

pressuregauge.
Safetyvalve static vent Clean ventline.

clogged.
Defectivesafetyvalve. Removeand replacevalve.
21-10-00
Page 5
1123
PIPER AIRCRAFT
PA-42/42-720
SYSTEM) (continued)
(PRESSURIZATION
CHART2101. TROUBLESHOOTING
Cabindoor unsafe light Latchingrelay stickingin Lubricatethe mechanicalparts

will not go out. the open position. (sparingly) with "Glide Air" or
equivalent.
Switch or switchesin door Adjust.

frameout of adjustment.
Defectivepressureswitch. Replace switch.
Short to ground. Check wiring and repair.
Cabin door unsafe light Circuit breaker open. Reset circuit breaker.
will not come on.
Broken wire or loose Check wiring and repair.
connection.
No pressureto doorseal. Leak in door seal pressure Check and repair door
system. seal pressure system.
DISTRIBUTION
The PA-42-720 bleed air ducting from the nacelle firewall to the ECU in the aircraft nose is similar to the PA-
42, except a duct cooling air vent in the engine compartment does not exist. The existing cooling air vent in the
wing root fairing is retained and provides a flow path overboard when a bleed coupling O-ring fails. The bleed
mixing capability of the bleed air control valve assumes a lower bleed air temperature in the ducting system and
eliminates the need for bleed ducting cooling flow. The 350°F temperature switch at the nacelle end of the bleed
ducting has been eliminated. The remaining temperature switches are in the same locations as the PA-42.
After bleed air lines penetrate the fuselage on either side, they join at a Y-duct downstream from a check valve
installed in each leg of the Y. These check valves prevent reverse flow into a non-operating engine or non-
pressurized duct system and prevent loss of cabin pressurization. The duct from the Y-duct forward to the
forward pressure bulkhead, Fuselage Station 57.00, is shrouded and vented overboard at the bottom of the
fuselage, with the inlet in the right hand equipment compartment at Fuselage Station 57.00 bulkhead.
Bleed air also operates the cabin pressurization control system, inflatable cabin door seal, pneumatic surface
deicer boots and vacuum gyro system. This bleed air is taken off the engine bleed air ducting upstream of each
bleed air shutoff valve and cannot be shut off unless that particular engine is shut down.
21-20-00
Page 1
1124
PIPER AIRCRAFT
PA-42/42-720
DISTRIBUTION(continued)
A ram air-bleedair intercooleris installed at the firewall to cool the bleed air supply auxiliarysystemsbelow
250°F,prior to entering the fuel tank area aft of the firewall. When ram air inlet to the intercooleris blocked, a
bleed air overtemperatureswitch is installedin the bleed air duct downstreamof the intercooler. This switch is
set to close at 425° ± 5°F, which illuminatesthe BLEED AIR HOT light in the pilot annunciatorpanel. If this
occurs,the followingstepsmust be taken:
1. Shut off the ECU bleed air from that engine by using the ON-OFFswitch on the overhead engine switch
panel.
2. If the light remainson after shuttingoff the ECU bleed air,the 425°F switch couldhave causedthe light to
come on. Sincethis air cannotbe shut off,power to that enginemust be reduced.
3. If the light remains on after completingsteps 1 and 2, make a precautionarylanding as soon as possible,
using minimumenginepoweron the side with the light.
4. Inspectengine bleedair duct system and make repairsas necessary.
CABIN AIR DISTRIBUTIONSYSTEM
DESCRIPTION AND OPERATION
The cabin air distributionsystem uses bleed air from the engines and air entering the ECU from outside the
airplaneto operate the ECS. The ECS in turn producescabin heating or coolingand air to defrost the windshield
and side windows. Hot bleed air is used to supplyheat, when required,through a bypassvalve on the ECU. The
bypassvalve controlsthe amountof hot air mixedwith cold air prior to the air enteringthe cabin.
Air is distributedthroughout the cabin through a systemof ducts, blower motors,louvers and outlets. The air
boxes, located forwardof the spar boxes,house blower motors which help distribute the proper volumeof air to
each outlet. A diverter valve, located below the junction of the windshieldand side window defrosterlines, is
install to operate the distributionof defrosterair for these windows.
The ECS cabin selector panel, located at the lower portion of the copilot's instrument panel, allows for
operationof cabin air distributionwith the use of electricallyoperatedtemperatureand pressurecontrols.
Figure 21-1. ECS CabinSelectorPanel

21-20-00
Page 2
1J1
PIPER AIRCRAFT
PA-42/42-720
CHECK
VALVE
WINDSHIELD
DEFOGCONTROL
ECSCONTROL VALVE
PANEL
SIDEWINDOW
DEFOGOUTLET
COLDAIR
"AIR DIST"SELECTOR"OVHD"
FANS"OFF"
DEFROSTER
MAYBE SELECTED"ON"OR "OFF"
Figure 21-2. Cabin Air Distribution Schematic - Conditioned Air
21-20-00
Page 3
1J2 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
CREWAND PASSENGER
OVERHEADAIROUTLET(COLDAIR)
Figure 21-3. Cabin Air Distribution Schematic - Heated Air
21-20-00
Page 4
PIPER AIRCRAFT
PA-42/42-720
PRESSURIZATION CONTROL (Refer to Figure 21-4.)
The cabin pressure control system consists of the cabin outflow valve, cabin safety valve, cabin pressure
controller, auxiliary volume tank, absolute pressure regulator, filter, vacuum solenoid relief valve, vacuum
regulator, manual test valve, cabin pressure test/dump switch, cabin differential pressure switch, cabin absolute
pressure switches, and plumbing and wiring. These items are given a detailed operational description followed
by a general description of the cabin pressure control system.
The cabin safety valve is left open on the ground with engines operated by a vacuum applied to the control
chamber of the safety valve. The vacuum regulator of the vacuum system provides a vacuum of 4 to 6 inches
mercury, referenced to cabin pressure. Engine bleed air is supplied to the ejector to produce the required vacuum.
This vacuum holds the safety valve open while on the ground through the action of the landing gear squat switch
and "q" switch which energize and open the vacuum relief solenoid valve. The cabin pressure control switch on
the lower center instrument panel controls the vacuum relief solenoid valve. When placed in the DUMP position,
it energizes the vacuum solenoid and opens the safety valve. The TEST position bypasses the landing gear squat
switch and "q" switch to permit the cabin to pressurize on the ground for test purposes only. The normal position
is CABIN PRESS., which allows the system to pressurize after takeoff.
The cabin pressure controller is mounted on the lower center instrument panel and the auxiliary volume tank
and filter are located behind the instrument panel. The volume tank provides additional volume for the rate
pressure chamber in the controller to give greater accuracy of the cabin rate-of-change control. The air filter
eliminates entry of tobacco tar and dust particles greater than 0.3 microns into the pneumatic control elements of
the controller.
The cabin outflow and safety valves, cabin absolute pressure switches, cabin differential pressure switch
absolute pressure regulator, and vacuum relief solenoid valve are mounted on the aft pressure bulkhead. The
vacuum regulator is located behind the copilot's instrument panel (see Chapter 37).
COMPONENT DETAILED DESCRIPTIONS
1. Cabin Outflow Valve (Figure 21-5)

The outflow valve contains a head and base section. The head section contains port 2 (controller
connection) and a plugged cabin air port. Mounted on the head is the differential control, containing port 1
(true static atmosphere connection with orifice). The base assembly encloses a poppet outflow valve which
sits on a base assembly surface when in the closed position.
2. Cabin Safety Valve (Figure 21-5)
The safety valve contains a head and base section. The head section contains port 2 depressurization
connection and a cabin air filter with orifice. Mounted on the head is a differential control, containing port
1 (true static atmosphere connection with orifice). The base assembly encloses a poppet outflow valve
which sits on a base assembly surface when in the closed position.
3. Cabin Pressure Controller (Figure 21-6)
The controller body consists of three elements: 1) The lower element forms a chamber open to cabin
pressure and houses the absolute bellows. It is also the face of the controller that contains cabin altitude
selector knob and cabin rate control knob. 2) The middle element, when assembled to the lower element,
completes and seals the cabin pressure chamber from the rest of the controller with a sealing diaphragm.
The opposite sides of the middle element forms a rate pressure chamber which houses the rate spring. 3)
The upper element, when assembled to the rate diaphragm and the other two elements, forms a reference
pressure chamber which houses the reference pressure metering valve and metering valve follower spring.
This element also contains the various air connections to install the controller into the cabin pressure control
system.
21-30-00
Page 1
1J4
1J4 Reissued: December 31,1989
PIPER AIRCRAFT
PA-42/42-720
FROM
ECU
WATER
SEPERATOR
AUXILLARY
VOLUME
TANK
CABINPRESSURE
Figure 21-4. Cabin Pressure Control System Schematic
21-30-00
Page 2
1J5
PIPER AIRCRAFT
PA-42/42-720
COMPONENT DETAILED DESCRIPTIONS (continued)
4. AuxiliaryVolumeTank
The tank is a small sealed chamber next to the controller. When connectedto the controller,it provides
additionalvolume to the rate pressurechamber in the controllerand providesgreater accuracyof the cabin
rate-of-control.
5. AbsolutePressureRegulator (Figure21-10)
The absolutepressureregulatorcontainsa spring-loaded,closedball meteringvalve and an aneroidbellows.
The bellows sense cabin pressure and override spring closing force when cabin pressure reduces to
approximately 13,500 ± 1,000 feet. The unit is ported so opening the ball-meteringvalve allows cabin
pressureto enter the outflow valve head with sufficientflow capacityto: a) fully close the outflow valve;
and b) shut off the pneumaticcontrolpressurefrom the controller.
6. Air Filter
The filter elementis a cylindricalplug madeof treatedpaper fabric,completelyenclosedin a thin aluminum
case, with perforationsaround its circumference. The filter effectivelyeliminates entry of tobacco tar and
dust particles greater than 0.3 micron in diameterinto the pneumaticcontrol elementsof the outflowvalve
controller.
7. VacuumRelief SolenoidValve
This valve, normallyclosed,is locatedbetweenthe vacuumregulatorvacuumport and the controlline from
the cabin pressure controller to the safety valve. When energized,the vacuum provided by the vacuum
regulatorejectoris appliedto the diaphragmof the safety valveto hold it open. The vacuum relief solenoid
valve is open under either of the followingconditions:
a. On the groundwith the Q switch or landing gear squat switchenergized.
b. In flightwheneverthe cabindump switch is in the DUMPposition.
8. VacuumRegulator
Vacuumto operate the safety valve and controlleris obtainedfrom the vacuum system, which uses its own
regulator. The regulator,set to provide4.5 to 5.4 inchesof mercury(relativeto cabin pressure),is placed in
the systembetween the vacuumdriveninstrumentsand the ejector.
9. Ejector
The ejector is used by the vacuum system to provide a vacuum source. Locatedunder the right side floor
panelsnear FS 151.30,it is connectedto the pneumaticlines from the intercoolers. Bleed air flowsthrough
the ejectorto createthe necessaryvacuum. (See Chapter36 and 37 for furtherinformation.)
10. ManualTestValves
The manual shutoff valve is located below the instrument panel, to the right of center, along the brake
supportchannel. When used, the valve allows for system ground checkout and is lockwiredin the open
positionexcept when the system is tested. The valve is installedin the vacuumline going to the controller
and is used during the systempositivedifferentialpressurerelief check.
11. CabinPressureSwitches
a. Cabin differential switch, located on aft pressure bulkhead, provides a warning to the pilot if cabin
differential pressure exceeds 6.45 ± 0.05 psid, by lighting the CABIN PRESS caution light on the
master cautionpanel.
b. Cabin absolute switch, located on aft pressure bulkhead, provides a warning to the pilot if the cabin
altitude exceeds 10,000 feet for the PA-42 or 11,500feet for the PA-42-720,by lighting the CABIN
PRESS caution light on the pilot annunciatorpanel.
c. Cabin absolute switch for emergency pressurization, located on aft pressure bulkhead, turns on the
emergencypressurizationvalve if cabin altitudeexceeds 12,000to 12,500feet.
21-30-00
Page 3
1J6 1J6 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
CONNECTION
PORT 2 DEPRESSURIZATION
HEAD
CONTROLCHAMBER
SCREW
CALIBRATION
DIFFERENTIAL
PIPER AIRCRAFT
PA-42/42-720
AUXILIARY VOLUME AIRCRAFT VACUUM OUTFLOW VALVE CABIN AIR FILTER

CONNECTIN \
TANK CONNECTION CONNECTION CONNECTION CONNECTOR
WITH ORIFICE
REFERENCE PRESSURE
METERING VALVE RATE DIAPHRAGM
METERING VALVE
FOLLOWER SPRING
RATE SPRING
RATE CONTROL VALVE
SEALING DIAPHRAGM
CHECK VALVE
ABSOLUTE BELLOWS _ RATE CONTROL VALVE

POSITION ACTUATOR
CABIN AIR SENSE PORT
ACTUATOR
CABIN ALTITUDE
SELECTOR KNOB CABIN CONTROL
SELECTOR KNOB
CABIN PRESSURE
RATE PRESSURE
REFERENCE PRESSURE
AIRCRAFT VACUUM PRESSURE

FACE VIEW OF CONTROLLER
Figure 21-6. Cabin Air Pressure Outflow Valve Controller
21-30-00
Page 5
PIPER AIRCRAFT
PA-42/42-720
CABIN PRESSURE DUMP

In case of smoke or any emergency,the cabin pressurecouldbe dumpedin flight in severalways. In addition
to placing cabin pressureswitch in DUMPposition,the followingactionscan be used to dump or decrease cabin
pressure.
1. Position ECS selectorswitchto OFF position.
2. Pull circuit breakerfor DOORSEAL.
PRESSURIZATIONCHECK WITH TEST UNIT (Figure21-7)

-NOTE-
The ambientlines on the isobaricvalves are capped by cappingtheir
adapter fittings on the external side of the aft pressure bulkhead.
Thesefittingsare reached by removingthe accesspanel in the tail.
Use the followingpressurizationtest procedureto determineif the aircraftfuselage has an acceptableleakage
rate. A pressurizationtest unit (shownin Figures21-7,21-8, and 21-9) is requiredto performthe test.
1. AircraftPreparation
a. Remove accesspanel on right side of nose section, to permit access to forward pressure bulkhead at
FuselageStation57.00.
b. Removeaccesspanelson right and left side of fuselagetail sectionat Station346.00.
c. Removetrim panel at FuselageStation296.00, in front of the outflowand safetyvalves. Removecotter
pin and cap ambientlines from outflow and safetyvalves.
d. Place cabin air controlin pressurizedposition. Close pressurizationtest valve under instrumentpanel.
e. Position all circuit breakers except cabin pressure control, door seal, and annunciator/warninglights
circuits in the OFF position.
-NOTE-
If airplane is not on jacks, disconnect electrical power to vacuum
reliefsolenoid.
f. Disconnectand plug gyro inlet lines at the filter. (See VacuumSystem,Chapter37 for location.)
2. Test Unit Hookup (Figure21-9)
a. On the right side of the forwardpressurebulkhead,removethe cabin pressuretest fittingprotectivecap.
Connectthe cabin referenceline from the test unit to the fitting.
b. Remove air supply line from water separatorinlet and install test adapter (Figure 21-7) as shown in
Figure 21-6. Connectair pressureline from cart to adapter.
- NOTE-
Ensure connectionsdo not leak.
c. The door sealcan either be set up with shop air regulatedto 18 psi or through the test cart. Proceed as
follows:
(1) Disconnectline from inlet side of solenoidvalve (locatedon left side of fuselage,under floor,near
FuselageStation203.00).
(2) Connectline (hose) to inlet side of valve and route it back to fitting on upper middle part of rear
pressurebulkhead. Attach hoseto adapterwith tightenedhose clamp to preventleakage.
(3) Remove access panels on tail of aircraft and reach into tail to unscrew cap from external side of
fitting.
(4) Attachline from test cart or shop air sourceto externalside of fitting.
21-30-00
Page 6
PIPER AIRCRAFT
PA-42/42-720
3.75
1.25 DIA
DIA
Figure 21-7. Fabricated Reducer Pressure Test Adapter
- NOTE-
1. THIS UNIT MUST BE
PURCHASED FROM PIPER.
PIPER PART NUMBER 756 344.

1 2 4
1 2. THE FLOW RATE VALVE MUST 16
BE SET IN FULL PUMP BYPASS
12 BEFORE STARTING OR
6 STOPPING UNIT.
BACK VIEW
1. FLOW METER PRESSURE INDICATOR 7. CIRCUIT BREAKER 13. SIGHT GAUGE

2. RATE OF CLIMB INDICATOR 6. START BUTTON 14. INSTRUMENT AIR
3. RATE OF FLOW INDICATOR 9. STOP BUTTON 15. CABIN REFERENCE
4. CABIN DIFFERENTIAL PRESSURE INDICATOR 10. AIR REGULATOR VALVE 16. PNEUMATIC AIR OR PRESS. AIR
5. INSTRUMENTAIR PRESSURE INDICATOR 11. ELECTRICAL CONNECTION 17. SHOP AIR
6. FLOW RATE VALVE 2 12. FILL PORT
Figure 21-8. Cabin Pressure Test Unit (Typical)
21-30.00
Page 7
1J10
PIPER AIRCRAFT
PA-42/42-720
ENVIRONMENTALCONTROL
UNITINSTALLATION
CABINPRESSURE
TEST PORT
TO TESTCARTCABIN
DIFFERENTIAL
PRESSURECAGE
1/4INCHSUPPLY
CABINPRESSUREIN
(SEE FIGURE21-7)
PA42-720
Figure 21-9. Pressurization Test Hookup

PA-42/PA-42-720
21-30-00
Page 8
1J11
PIPER AIRCRAFT
PA-42/42-720
3. TestUnit Operation
- WARNING —
EXERCISE CAUTION DURING DEPRESSURIZATION TO

AVOID HARMING AIRPLANE, TEST UNIT, OR PERSONNEL.
THE TEST UNIT CANNOT BE TURNED OFF WHEN
PRESSURE DIFFERENTIAL EXISTS IN CABIN. IF
MACHINE IS UNPLUGGED, RAPID DEPRESSURIZATION
RESULTS CAUSING SERIOUS DISCOMFORT TO ANYONE IN
THE CABIN.
Proceedas follows:
a. Turn on electricalpowerto activatedoor seal system.
b. Close cabin door and ensure it is closedsecurely.
c. Engage pneumaticsystempressure on test unit using regulatorcontrolknob so at least 18 psig appears
on test unitdoor seal pressuregauge. If shopair is hookedup, applyequalpressure.
d. Connecttest unit to proper voltage source and turn flowrate valve knob to full bypasspositionto allow
machineto turn on.
-CAUTION
TO PREVENT DAMAGE TO RATE OF CLIMB INDICATOR,

DO NOT EXCEED 4000 FEET PER MINUTE RATE OF
CHANGE.
e. Turn cabin pressurization flow control valve so a 2000 - 4000 feet per minute rate of descent is
maintained on rate climb indicator. Allow cabin differential pressure to rise to 6.0 psi on cabin
differentialpressuregauge(CDP).
f. When 6.0 psi is indicatedon CDP gauge, rotate flow controlvalve and decreaseair flow rate until cabin
rate of climb gaugeindicateszero.
g. Maintain 6.0 psi cabin differentialpressureand zero rate of change.
h. Observeleak rate on test unit flow meter. The actualleakageratemust not exceed 60 CFM.
i. If allowableleakage rate is exceeded, locate leak using soap bubbles, mechanic stethoscope,or other
appropriatemethod;repairleak and repressurizeby followingaboveprocedure.
j. After completionof leak rate test, check annunciator/warninglight system as follows:
(1) Ensure ambientsenseline from outflowand safetyvalvesare capped.
(2) Securedoor and any other openings;slowly increasecabin pressureto a 6.45 ± 0.05 psig reading
on cabin differentialpressuregauge.
(3) Note activationof annunciator/warninglight system and ensurecabin pressuredoes not exceed 6.5
psig. The lightmust come on at 6.45 ± 0.05 psig.
-CAUTION-
AFTER COMPLETION OF PRECEDING TESTS, ENSURE

CAPS ARE REMOVED FROM AMBIENT SENSE LINES TO
OUTFLOW AND SAFETY VALVES AND ENSURE COTTER
PINS ARE REPLACED.
21-30-00
Page 9
PIPER AIRCRAFT
PA-42/42-720
k. Prior to any engine runup test, check bleed air, cabin pressurizationsystem, safety,and outflow valves
as follows:
(1) Safetyvalve check- Ensure ambientsenseline for safetyvalve is open. Cap outflowvalve ambient
sense line.
(2) With cabin pressure stabilized,slowly increase cabin pressure to a 6.2 - 6.4 psi reading on cabin
differentialpressure gauge to permit opening of safety valve. The test unit cabin rate of climb
indicatorwill indicatea climb when safetyvalve opens.
(3) Outflow valve check - Cap ambient sense line for safety valve and open ambient sense line for
outflow valve. Repeat precedingstep for outflowvalve.
1. After completingsafetyand outflowvalve openingchecks,rotate flow controlto depressurizecabin and
bring pressureto ambient,by observingcabin differentialpressuregauge. Secureambientsense linesin
open positionsby removingcaps and replacingcotter pins.
m. Shut down andturn off shop air to test unit. Bleedoff air pressurein door seal and open cabindoor.
n. De-energize airplane electrical system and disconnect test unit pneumatic lines from airplane.
Reconnectelectricallines to vacuumrelief solenoid,if disconnectedand all airplanepneumaticlines.
o. Replace accessand trimpanels.
PRESSURIZATIONSYSTEM CHECKOUT PROCEDURE
The following procedure is established to systematicallycheck the function of each cabin pressure control
system element so any single or combinationof componentmalfunctionsis safely detected and corrected. If a
malfunctionis detected,it must be correctedimmediately.
GROUND OPERATIONAL CHECK

- WARNING
THE FOLLOWING OPERATIONAL CHECK REQUIRES

ENGINE RUNUP AND ALL SAFETY PRECAUTIONS MUST BE
STRICTLY OBSERVED. ALL PERSONNEL WORKING ON
THIS CHECK MUST HAVE COMPLETE OPERATIONAL
KNOWLEDGE OF POWER PLANTS AND BE FAMILIAR WITH
ALL EMERGENCY PROCEDURES OUTLINED IN THE
AIRPLANE FLIGHT MANUAL.
1. Ensure cabin door and pilot window are closed and locked.
2. Open manualtestvalve.
-NOTE-
Ensure caps are removed from outflow and safety valve ambient
senselines.
3. Positionright andleft enginebleed air switchesON.
4. Ensure cabin air manualcontrolis in PRESSURIZEposition.
5. Rotate cabin rate control-selectorknobto 9 o'clock,norm position.
6. Rotate cabin altitude selector knob until cabin altitude indicates approximately 500 feet above field
elevation.
21-30-00
Page 10
1J13
PIPER AIRCRAFT
PA-42/42-720
7. PA-42 only:
a. Depress toe brakes and set parking brake valve.
b. Start engine (refer to POH).
c. Place left and right bleed air switch to ON position.
d. Place ECS switch to HI position.
e. Set engine power levers to obtain 75% compressor Ng speed.
f. Establish steady cabin air inflow.
-NOTE-
Ensure BLEED AIR OFF light illuminates when each engine is
started and when bleed air switch is in off position.
7a. PA-42-720 only:
a. Depress toe brakes and set parking brake valve.
b. Start engines.
c. Place left and right bleed air switches to LO position.
d. Place ECS selector to GND position.
e. Set engine power levers to GROUND IDLE position.
f. Ensure GROUND BLEED AIR annunciator lights are on.
g. Slowly advance power levers and verify that GROUND BLEED AIR lights extinguish at 70 - 75% Ng
speed.
h. Retard throttles slowly and ensure lights illuminate again at 65 - 70% Ng speed.
-NOTE-
Ensure BLEED AIR OFF light illuminates when each engine is
started and when bleed air switch and ECS switch are in the OFF
position.
8. Place cabin pressure switch in test position. Note that safety valve closes.
9. Rotate cabin altitude selector knob until either CABIN ALT indicates approximately 1,500 feet below field
altitude or to full counterclockwise stop position (below sea level), whichever is applicable. Cabin pressure
will increase during rate-of-change operation.
10. Rotate cabin rate control selector knob counterclockwise. Not reduction in cabin pressure rate-of-change.
11. Rotate cabin rate control selector knob clockwise. Note increase in cabin rate-of-change.
12. Allow the cabin pressure to stabilize at the selected value.
13. Rotate cabin altitude selector knob until CABIN ALT indicates approximately 500 feet above field altitude.
14. Rotate cabin rate control selector knob counterclockwise. Note reduction in cabin pressure rate-of-change.
15. Rotate cabin rate control selector knob clockwise. Note increase in cabin pressure rate-of-change. Allow
cabin pressure to return to field altitude.
16. Monitor cabin rate of climb, cabin differential pressure and the cabin altitude gauges during test. Check for
system malfunction if gauge readings are not acceptable.
17. Place cabin pressure switch to cabin pressure position and permit cabin to depressurize. Note safety valve
and outflow valve are fully open.
18. For positive differential pressure relief check, establish steady cabin air inflow (outlined above) and proceed
as follows:
a. Rotate cabin rate control selector knob fully clockwise. This allows pressure in rate chamber to remain
equal with cabin pressure during checkout procedure.
b. Rotate cabin altitude selector knob until CABIN ALT indicates approximately 500 feet above field
altitude.
c. Place cabin pressure switch in test position to simulate flight condition. Ensure safety valve closes and
outflow valve moves toward OPEN position.
d. Behind instrument panel, locate manual test valve in controller vacuum line and cut safety wire to
handle. 21-30-00
Page 11
1J14
PIPER AIRCRAFT
PA-42/42-720
e. Slowly movetest valve handle toward closed positionuntil cabin pressure starts to increase (indicated
on cabin altimeterand rate of changeindicator).
f. Adjust neutraltest valve until comfortablecabin rate of change is established. Allow cabin pressureto
increaseuntilpositivedifferentialpressurecontroloperationis achieved(shownon cabin-to-atmosphere
differentialpressuregauge).
-NOTE-
Whenworkingwith manual test valve,openingvalve decreasescabin
pressurerate of change and closingvalve increasescabin pressurerate
of change.
g. When pressure rate-of-change decreases to zero, close manual test valve to shutoff vacuum to
controller. The cabin pressure control system must control cabin pressure during normal positive
differentialpressureoperation.
h. Cap outflowvalve ambientline to ensure proper transferof differentialpressurecontrolto safety valve.
The system now exhibits control at maximum positive differential pressure operation, verifying
operationof outflow and safetyvalves.
i. Uncapoutflowvalve ambientline, allowingdifferentialpressurecontrolto returnto outflowvalve.
j. Slowly open manual test valve to establishcomfortablecabin pressure rate-of-changewhile ascending
to field altitude.
k. Whencabinpressurereturnsto field altitude,shut enginesdown.
1. Lockwire manual test valve in OPEN position and ensure adapter fittings are uncappedand secured
open with cotter pins.
SAFETY PRECAUTIONS
The followingsafetyprecautionsmust be observed:
1. UncontrolledPressurization:
a. During flight testing of system, continuously monitor cabin pressurization instruments for
overpressurization.
b. In case of uncontrolledpressurization, the pilot must stop pressurization or depressurize aircraft as
follows:
(1) Move cabinpressuremode switch to DUMPposition.
(2) Pull circuitbreakerto deactivateinflationof cabin door seal.
(3) Close rightand left enginebleed air valvesby placingboth bleedair switchesin OFF position.
(4) Rotate ECUcontrol to OFF position.
(5) Open pilot storm window.
2. ControlledDepressurization:
a. At altitudes above 10,000 feet, if an unpressurizedcondition is required for an emergency (such as
smoke in cabin),depressurizeas follows:
(1) Apply oxygenmasks (all personson board).
(2) Place cabinpressuremode switch in DUMPposition.
(3) PositionECS selectorswitchto EMERGENCYposition.
-NOTE-
If smoke persistsor if cabin becomestoo warm,positionECS selector
switch to OFF positionand movemanualcabin air lever to OUTSIDE
AIR.
(4) Immediatelyreduceaircraftaltitudeto less than 10,000feet.
(5) When emergency condition is corrected, place cabin pressure mode switch in PRESSURIZE
position,ECS selectorswitch in HI or LO position,manual cabin air lever to PRESS position,and
return to aircraftcruise altitude. The cabinpressurewill automaticallyreturnto preselectedsetting
on rate-of-changecontrol.
21-30-00
Page 12
Reissued: December 31, 1989 1J15
PIPER AIRCRAFT
PA-42/42-720
PRESSURIZATION SYSTEM FLIGHT CHECK
The followinginstructionsexplainhow to performa pressurizationsystemflight check:

1. Pre-FlightProcedure
a. Ensure cabin door and pilot windoware closedand locked.
b. Set cabin altitudeselectorknob so cabin altitudeindicatesapproximately500 feet abovefield altitude.
c. Turn cabin rate controlknob to NORMposition.
d. Movecabin airmanual control handleto PRESSURIZEposition.
- CAUTION-
CHECK FOR BROKEN OR DISCONNECTED CONTROL
CABLE IF LITTLE EFFORT IS REQUIRED TO MOVE
CONTROL HANDLE. DO NOT CONTINUE FLIGHT CHECK
UNTIL INSPECTION OR REPAIRS ARE COMPLETED.
e. Set cabin pressuremode switchto CABINPRESSposition.
f. Start engines,set both rightand left engine bleed air switchesto ON position,ECS selectorswitch to HI
or LO, as desired,and establishsteadycabin air flow.
g. Ensure cabin door seal is inflated.
2. Ascent Procedure
a. After lift-off, when selected cabin altitude is attained and cockpit workload permits, select aircraft
cruise altitudeplug, 1,000 feet on aircraft altitude dial. Note when safety valve closes on lift-off, no
appreciableincrease in cabin pressureexists. The cabin rate of descentmust not exceed 500 FPM from
safetyvalve to outflow valve during transitionof cabin altitudecontrol.
b. Cabin altitudeautomaticallyclimbs to altitudeindicatedon controllerat rate set with cabin rate control
selectorknob.
c. Monitor differential pressure gauge, cabin altitude gauge, and other pressurization controls during
climb.
3. Cruise Procedure
a. Annunciator/Warning Light EmergencyPressurizationSystemCheck:
(1) With airplanecruising at 10,000feet, position cabin pressureswitch to DUMP positionand allow
cabinpressureto stabilize.
(2) Initiate climb to 10,500 feet for PA-42 or 11,700 ± 200 feet for PA-42-720 and ensure cabin
pressurizationwarning light and annunciatorhave activated. Continue climb to 12,500 feet and
ensure emergencypressurizationcomeson.
(3) Repressurizecabinby positioningcabin pressureswitch to CABINPRESSUREposition.
21-30-00
Page 13
PIPER AIRCRAFT
PA-42/42-720
CHART 2102. CABIN ALTITUDE VS. AIRPLANE ALTITUDE
16,000
14,000
12,000
LU
LU
LL
8,000
6,000
4,000
2,000
PA-42-720
PA-42
SEA LEVEL
AIRPLANEALTITUDE- FEETx 10 3
21-30-00
Page 14
1J17
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE
MANUAL
PRESSURIZATIONSYSTEM FLIGHT CHECK (continued)
4. MaximumPositiveDifferentialRelief TestProcedure
a. Monitor cabindifferentialpressuregauge continuouslyduring test so maximumoutflowvalve settingis
not exceeded.
b. Stabilizecabin altitudeat 10,500feet and initiate climbto 16,000feet at climb power.
-NOTE-
Leave pressurizationcontrolsat 10,000feet and rate full clockwise.

c. When 16,000feet is reached, establishcruise power. The cabin altitude must stay at 10,000feet with
zero rate of change.
d. Perform the followingsteps whilemaintainingcruisepower at 16,000feet:
(1) Turn rate knobcounterclockwise(decrease).
(2) Select 7,500 feet cabin altitude(outerknob).
(3) Turn rate knob slowlyclockwiseuntil comfortablerate of descentis obtained. Whencabin altitude
nears 7,500, turn rate knob counterclockwiseuntil 300 FPM descentis obtained.
(4) Waituntil cabin stabilizes.
-NOTE-
Continueonly if systemis operatingsatisfactorily.

(5) Turn rate knob fullycounterclockwise(decrease).
(6) Select 800 feet cabin altitude.
(7) Turn rate knob clockwiseuntil comfortablerate of descent is obtained. When cabin altitudenears
7,500, turn rate knobcounterclockwiseuntil 300FPM descentis obtained.
(8) Continueto monitordifferentialpressuregauge and test altimeterto ensure cabin altitude does not
drop below 800 feet or cabin differentialpressuredoes not exceed 6.4 psi.
(9) After cabin stabilizes at 800 ± 500 feet, monitor pressurizationinstruments. Apply climb power
and ensure cabin does not descentbelow 800 feet or exceed 6.4 psi differentialpressure on gauge.
Climbto 18,000feet.
-NOTE-
If at startof climb cabin differentialpressurewasnot at 6.3 psi, a rise

in differential pressure will occur. It must not exceed 6.4 psi and
cabin rate of climbmust be identical as aircraftrate of climb.
21-30-00
Page 15
PIPER AIRCRAFT
PA-42/42-720
PRESSURIZATION SYSTEM FLIGHT CHECK (continued)
e. At 18,000foot altitude,set up cruise powerand recordthe followingdata:

(1) Aircraftaltimeterreadingin feet.
(2) Cabintest altimeterreadingin feet.
-NOTE-
A calibrated, hand-held test altimeter is required to check cabin

altitudegauge.
(3) Differentialpressurereadingin psid.
-NOTE-
Cabin differentialpressuremust not exceed 6.4 psi and cabin altitude

must not be less than 2,000feet.
f. If system is operatingsatisfactorily,proceedto nexttest procedure.
5. Descentand NegativeRelief CheckProcedure
a. While maintaining18,000feet and cruise,proceedwith the followingsteps:
(1) Set cabinrate controlfullycounterclockwise(decrease).
(2) Set cabinaltitudecontrolknob to 10,000feet.
(3) Set slowly rotate cabin rate control clockwise to maximum rate (no climb will be observed for
approximately1 minute). When cabin stabilizesat 10,000feet, proceedto nextstep.
b. Initiate normal descent, maintaining sufficient power to maintain pressurization(until below 10,000
feet) and observethe following:
(1) At 18,000feet, the cabin must be at 10,000feet and remain constant until aircraftreaches 10,000
foot altitude.
(2) Below 10,000feet, cabinrate of descentmust be approximatelythe same as airplane.
-NOTE-
When airplane goes through 10,000 feet, differentialbetween cabin

altitudeand aircraftaltitudemust not exceed ± 1,000feet.
21-30-00
Page 16
1J19
PIPER AIRCRAFT
PA-42/42-720
PRESSURIZATION SYSTEM FLIGHT CHECK (continued)
-NOTE-
Do not land with more than 0.3 psi cabin differential. Dumppressure
and control airplane descent to airplane altitude does not catch up
with cabin altitudeduring rate operation.
c. Prior to landing,performthe followingsteps:
(1) Reset cabinaltitudeselectorto field elevationplus 500 feet, descentposition.
(2) Adjust rate of changecontrolto comfortablerate of descent.
(3) Observe cabin differential pressure indicator. When airplane reaches pattern altitude, cabin
differentialpressuremust be nearly equalized.
CABIN
INBLEED
BELLOW
Figure21-10. AbsolutePressureRegulator
21-30-00
Page 17
1J20
PIPER AIRCRAFT
PA-42/42-720
ABSOLUTE PRESSURE REGULATORREMOVAL
1. Removetrim panelin front of pressureregulator(locatedon rear pressurebulkhead).

2. Disconnectlines from regulator.
3. Removethree attachingscrewsfrom regulator.
4. Removeregulatorfrom mountingbracket.
ABSOLUTE PRESSURE REGULATORINSTALLATION
1. Install regulatorinto mountingbracket.

2. Install three attachingscrewsand tighten.
3. Connectlines removedfrom regulator.
4. Install trim panel on rear pressurebulkhead.
OUTFLOW AND SAFETY VALVEREMOVAL
1. Removetrim panelin front of safetyand outflowvalves(locatedin rear pressurebulkhead).

2. Remove accesspanel on left side of tail section,just aft of entrancedoor, if safety valve is being removed,
or removeaccesspanel on right side if outflowvalve is beingremoved.
3. Disconnectlines to valve beingremoved.
4. Workingthroughtail sectionaccesshole,removethree locknutssecuringvalve.
5. Removevalve from pressurebulkhead.
OUTFLOW AND SAFETY VALVEINSTALLATION
1. Place valve onto shelf in rear pressurebulkhead.

2. When reinstalling safety and outflow valve, see Sketch A, Figure 21-5, to ensure proper gasket sealing
requirements. For proper clearancebetweennuts and gasketface, adjustclearanceas follows:
a. Removenuts using deep socketand sufficientshims to meet dimensionalrequirements. A minimumof
one shim is requiredfor installationof each nut.
b. Install nuts andtighten.
c. Apply drop of lockingcompound(MIL-S-22473-EV)to top of nuts, betweennuts and studs.
3. Through tail section accessopening, install three locknutsholdingvalve in place; tighten to metal contact
then backoff 1/4 turn.
4. Install accessplate removedfrom side of tail section.
5. Connectlines removedfrom valve.
6. Installtrim panel in front of valvesto ensure acousticalmaterialis in good condition.
21-30-00
Page 18
1J21
PIPER AIRCRAFT
PA-42/42-720
OUTFLOW AND SAFETY VALVE CLEANING
Routinemaintenancefor cabin pressurecontrol systemcomponentsis limited to filter replacementin cabin air

pressure safety valve and cleaningof seats in outflow and safety valves. Clean outflow and safety valve seats
thoroughlyusing detergentor isopropylalcohol.
-WARNING-
DRY CLEANING SOLVENT MUST BE USED IN A WELL

VENTILATED AREA. AVOID BREATHING FUMES AND
KEEP AWAY FROM FLAME.
Clean safety valve filter as follows:
1. Remove retaining ring, one screen, copper ribbon, and remaining screen from filter housing.
2. Wash both screens, copper ribbon, and filter housing in dry cleaning solvent. Ensure orifice hole in filter
housing is free of foreign material.
3. Install one screen in filter housing.
4. Install copper ribbon in filter housing.
-NOTE-
Do not over compress copper ribbon in filter housing.

5. Install remaining screen and install retaining ring.
-NOTE-
Do not clean air filter on controller. Remove and replace component

as required.
REMOVAL OF CONTROLLER
1. Disconnect lines from rear of cabin altitude controller assembly. Cap open parts of lines and fittings to
prevent dust from entering system.
2. Remove screws securing electroluminescent panel to face of instrument panel.
3. Remove three screws securing selector to instrument panel.
4. Remove controller by lifting assembly from rear of instrument panel.
21-30-00
Page 19
1J22
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF CONTROLLER
1. From front side of panel, position controller into instrument panel cutout.
2. Secure controller to instrument panel with three screws.
3. Position electroluminescent panel to instrument panel and secure with screws previously removed.
4. Remove protective caps from selector lines and fittings. Connect lines to fittings on rear of controller.
CONTROLLER FILTER REPLACEMENT
A disposable tobacco filter, installed in the pressurization system must be replaced every 500 hours of normal
use. (Refer to parts catalog for replacement filter part number.) More frequent filter change and cleaning of the
outflow and safety valve seats could be required depending on amount of smoking in cabin.
Replace controller filter as follows:
1. Remove filter, accessible from underneath instrument panel, from behind and discard.
2. Install new filter.
HEATING/COOLING
GENERAL
The heating and cooling system uses engine bleed air to operate the environmental control system, which in
turn produces heating or cooling to supply the cabin. Hot bleed air is used to supply heat through a bypass valve
on the environmental control unit. The valve controls the amount of hot air mixed with cold air prior to entering
the cabin.
TROUBLESHOOTING
Problems, probable causes, and suggested remedies of the environmental control system components are listed
in Chart 2103. When a problem is corrected, check entire system for security and component operation.
21-40-00
Page 1
1J23
PIPER AIRCRAFT
PA-42/42-720
CHART 2103. TROUBLESHOOTING (ENVIRONMENTALCONTROL SYSTEM)
Bleed air leakagein primary Ruptureor corrosion. Replaceheat exchanger.

or secondaryheat exchanger.
Coolingturbine willnot start. Excessiveair leakage. Replaceseals.
Frozenbearingdue Replace cooling turbine.

to contaminationor
impropershimming.
Cooling turbine stops when Excessive air leakage. Repair leaks.

required to run.
Waterseparatorblockage. Coalescercloth is iced. Check anti-ice system.
Dirt contamination. Clean coalescer cloth.
Water separator coalescer Overtemperature. Replace coalescer cloth.

cloth is damaged.
Excessive moisture entering Coalescer cloth is tom Clean coalescer cloth.

cabin. or dirty. If torn, replace.
Conditioned air temperature Ram air duct obstructed Remove obstruction or

too high. or faceof heat exchanger debris.
clogged.
Heat exchanger leaking. Replace heat exchanger.
Cooling turbine rotating Replace cooling turbine.

torque unsatisfactory.
(See Note.)
Bypass valve inoperative. Check valve wiring and

operation. Replace as
required.
Malfunctioning Variable Removeand replacevalve.

Ejector Mixing Valve
(PA-42-720 only).
21-40-00
Page 2
1J24
PIPER AIRCRAFT
PA-42/42-720
CHART2103. TROUBLESHOOTING(ENVIRONMENTALCONTROL SYSTEM) (continued)
Insufficientconditionedairflow. Bleedair ON/OFFvalve Checkwiring.

not full open.
Leaksin joints or connections. Repairleakingjoints and

connections.
Coolingturbinerotating Replacecooling turbine

oling turbine.
torqueunsatisfactory.
(See Note.)
Heat exchanger leaking. Replace heat exchanger.

at exchanger.
Malfunctioning Variable Remove an d replace valve.

Ejector Mixing Valve
(PA-42-720 only).
-NOTE-
Refer to label on cooling turbine for maximum acceptable torque

value.
21-40-00
Page 3
1K1
PIPER AIRCRAFT
PA-42/42-720
COMPONENT DETAILED DESCRIPTIONS
This system,operatedby enginebleed air, is controlledby a pressureregulatorand flow limitingventuri,along

with various componentswhich comprise the environmentalcontrol system. The following is a descriptionof
these variouscomponents: (Figure21-11 for PA-42and 21-12for PA-42-720.)
1. PressureRegulatingand Shutoff Valve
The pressure regulatingand shutoff valve is installed in the bleed air line upstream from the refrigeration
unit This is a solenoidoperatedvalve which regulatesthe bleed air supplypressureto the refrigerationunit
and includesmeans for shuttingoff all bleed air to the refrigerationunit.
2. BleedAir SupplyOverpressureSwitch
This switch, located at the inlet to the refrigerationunit, monitorsbleed air pressure to the unit and signals
the regulatingand shutoffvalve to shut off air flow if pressureexceeds40 ± 3 psig.
3. VariableEjectorMixingValve(PA-42-720only)
The PA-42-720 uses a variable ejector mixing valve. While the bleed air systems of both models are
essentiallythe same,the PT6A-61engineof the PA-42-720producesa highercompressorbleed air pressure
and a resulting higher bleed air temperature. The variable ejector mixing valve mixes this higher
press./temp. compressor bleed air with interstage turbine bleed air and controls both temperature and
pressureof the bleed air supply.
4. PrimaryHeatExchanger
This heat exchanger,located in the refrigerationunit, is used to lower the high bleed air temperaturepriorto
beingroutedto the compressor.
5. Compressor
The compressorin the refrigerationunit is boot strappedto the turbine and compresses the bleed air to a
higherpressure which raisesthe temperature.
6. CompressorDischargeOvertemperatureSensingSwitch
This switch, installedat the compressordischargeport, senses dischargetemperature. The switch,normally
closed,must open when temperaturesreach425°F 5°F and must signal the pressure regulatorand shutoff
valveto close and shut off the bleedair supplyto the refrigerationunit.
7. SecondaryHeat Exchanger
This heat exchanger,located in the refrigerationunit, is used to lower the air temperature(still high due to
flow throughthe compressor).
8. CoolingTurbine
The coolingturbine, installedon the commonshaft with the compressor,receives the precooledair from the
secondaryheat exchanger. This air, still at high pressurewhen passing through the turbine, is loweredby
expansion. The turbine absorbs energy from the high pressure bleed air and drives the compressor. The
expansionof the bleed air, plus its loss of energy,causesa temperaturereductionat the turbinedischarge.
9. MixingMuff
This mixing device, locatedimmediatelydownstreamfrom the coolingturbine (1) mixes cold turbineoutlet
air with hot bleed air from the hot air bypassvalve and (2) preventsicing of the turbine rotor and discharge
ducting.
10. Hot Air BypassValve
This valve is installedbetweenthe turbinemixing muff and the bleed air line to the primary heat exchanger.
Its function is to modulate the flow of hot bleed air into the mixing muff according to signals sent to the
valve from the cabin temperaturesensorand controller.This valve use an electric actuatormotor.
21-40-00
Page 4
1K2
PIPER AIRCRAFT
PA-42/42-720
COMPONENT DETAILED DESCRIPTIONS (continued)
11. WaterSeparatorAssembly
This assemblyconsistsof a coalescer,water collector,and drain. The drain consists of a line, routedto the
water aspiratoron the air inlet side of the refrigerationunit, ahead of the heat exchangers. A small portion
of bleed air is extractedfrom the heat exchangerand is routed throughthe aspirator,causing high velocity
air flow through the aspirator and creatinga vacuum on the drain line which removes any water from the
water separator collector. This moisture is sprayed into the ambient air ahead of the heat exchanger to
provideadditionalcoolingcapacity.
12. Duct TemperatureSensor
This sensor, located in the cabin air supply duct downstream of the water separator, senses cabin air
temperature. This unit, capableof monitoringtemperaturesbetween+30°F -200°F, supplies sensordata to
the cabintemperaturesensorand controller.
13. CabinTemperatureSensorand Controller
This unit works in conjunctionwith the duct temperaturesensorand cabin temperatureselector to control
the hot air bypassvalve and maintainsthe desiredcabin temperature. It is centrally mountedin the aircraft
cabin. The controllerrange of operationis +30°F -160°F.
The ECS must maintain the average cabin and cockpit temperatures of 75°F for cooling and 80°F for
heating. Duringground operation,the system must maintainthe cabin at an averagetemperatureof 75°F or
less. During a hot day, the system must pull the cabin temperaturebelow 80°F in 20 minutes or less from
the time the system is turned on. The cabin temperaturecontrol automaticallymaintainsthe temperatureat
the sensorwithin± 3°F of the selectedsetting.
14. The cooling fan is energizedby the landing gear squat switch only when the aircraft is on the ground. It
provides ram air cooling for both the primary and secondaryheat exchangersthrough a 28-volt vaneaxial
fan.
21-40-00
Page 5
1K3
1K3 Reissued:December31, 1989
PIPER AIRCRAFT
PA-42/42-720
I OVERTEMP
I SWITCH
OPEN= 425 5'F COMPRESSOI
Figure 21-11. Environmental Control System

PA-42
21-40-00
Page 6
1K4
PIPER AIRCRAFT
PA-42/42-720
GROUNDAIR FAN
(SERVICE- 500HR)
CABINTEMP
SENSOR&
CONTROLLER
TEMP.RANGE
= 30°FTO + 160°F
LEGEND
ECTRICAL
REFRIGERATION
UNITBOUNDARY
Figure 21-12. Environmental Control System

PA-42-720
21-40-00
Page 7
1K5
PIPER AIRCRAFT
PA-42/42-720
ENGINE BLEED PORT

-ENGINE BLEED PORT 9 16
R.H. BLEED
6 1 AIR SWITCH
TO L.H. BLEED
2 AIR SWITCH 21 17
CABIN AIR
DISTRIBUTION BOX
15
TO WARNING LIGHT TOARNG LIGHT
19
TO SQUAT SWITCH
11
20
TO EMERGENCY CABIN
KLPRESSURIZATION BLEED 5 4
AIR SHUTOFF VALVE
1. BLEEDAIR SHUTOFF VALVE 12. ABSOLUTE PRESSURESWITCH

2. INTERCOOLER 13. VACUUM SOLENOID RELIEF VALVE
3. BLEED AIR OVERTEMPERATURE SWITCH 14. CHECK VALVE
4. CABIN OUTFLOW VALVE 15. CHECK VALVE
5. CABIN SAFETY VALVE 16. CHECK VALVE
6. CABIN PRESSURE CONTROLLER 17. DUCTSTAT SWITCH
7 AUXILIARY VOLUME TANK 18. SHUTOFF VALVE EMERGENCY PRESSURIZATION
8. ABSOLUTE PRESSURE REGULATOR 19. JET PUMP EMERGENCY PRESSURIZATION
9. FILTER 20. PRESSURE SWITCH - EMERGENCY PRESSURIZATION
10. MANUAL SHUTOFF VALVE 21. CONDITIONEDAIRDUCT
11. DIFFERENTIAL PRESSURE SWITCH 22. RESERVED
Figure 21-13. Cabin Pressurization and Bleed Air System Schematic (PA42 Only)
21-40-00
Page 8
1KS
PIPER AIRCRAFT
PA-42/42-720
ENGINEBLEEDPORT
ENGINEBLEEDPORT 16
1 7 TO R.H.BLEED
10
6 AIR SWITCH
TO L.H. BLEED 17
2
TO WARNINGLIGHT
TO WARNINGLIGHT
14
8
13
TO SQUATSWITCH
20
CABINPRESS
TO EMERGENCY CABIN
PRESSURIZATIONBLEED
AIR SHUTOFFVALVE
1. BLEEDAIRSHUTOFFVALVE 12. ABSOLUTEPRESSURE SWITCH

2. INTERCOOLER 13. VACUUMSOLENOIDRELIEFVALVE
3. BLEEDAIROVERTEMPERATURESWITCH 14. CHECKVALVE
4. CABINOUTFLOWVALVE 15. CHECKVALVE
5. CABINSAFETYVALVE 16. CHECKVALVE
6. CABINPRESSURE CONTROLLER 17. DUCTSTATSWITCH
7. AUXILIARYVOLUMETANK 18. SHUTOFFVALVEEMERGENCY PRESSURIZATION
8. ABSOLUTEPRESSURE REGULATOR 19. JETPUMPEMERGENCY PRESSURIZATION
9. FILTER 20. PRESSURESWITCH- EMERGENCYPRESSURIZATION
10. MANUALSHUTOFFVALVE 21. CONDITIONED
AIRDUCT
11. DIFFERENTIAL
PRESSURESWITCH 22. GROUNDBLEEDAIRBYPASSVALVE
Figure 21-14. Cabin Pressurization and Bleed Air System Schematic (PA-42-720 Only)
21-40-00
Page 9
lK7
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF PRESSURE REGULATOR AND SHUTOFF VALVE
1. Remove waterseparatoraccordingto instructionsin this chapter.

2. Disengagebleed air circuitbreaker.
3. Disconnectpressureregulatorsensingtube from pressureregulatingand shutoffvalve.
4. Disconnectelectricalplug from pressureregulatingand shutoffvalve.
5. Removecouplingssecuringpressureregulatorand shutoffvalve assemblyin position.
6. Removepressureregulatorand shutoffvalve from airplane.
INSTALLATION OF PRESSURE REGULATOR AND SHUTOFF VALVE
1. Ensure pressureregulatorand shutoffvalve are in positionand securedwith couplings. Torquecouplingsto

35 - 45 inch-pounds.
2. Connectpressureregulatorsensingtube to pressureregulatingand shutoffvalve.
3. Connectelectricalplug to pressureregulatingand shutoffvalve.
4. Engagebleed air circuitbreaker.
5. Install waterseparatoraccordingto instructionsin this chapter.
REMOVAL OF HOT AIR BYPASS VALVE
1. Disengagecabintemperaturecircuitbreaker.
2. Disconnectelectricalplug from bypassvalve.
3. Removecouplingssecuringbypassvalve to duct flange.
4. Removebypassvalve and seals.
INSTALLATION OF HOT AIR BYPASS VALVE
1. Securebypassvalve and new seals to duct flangeusing previouslyremovedcouplings. Torquecouplingsto

35 ± 3.5 inch-pounds.
2. Connectelectricalconnectorto bypassvalve.
3. Engage cabintemperaturecircuitbreaker.
REMOVAL OF BLEED AIR SUPPLY OVERPRESSURE SWITCH
1. Gain accessto overpressureswitch. (Figures21-11 and 21-12.)

2. Disconnectelectricalconnectorfrom switch.
3. Cut safetywire and unscrewswitchfrom receptacle.
4. Removeswitchand O-ring.
21-40-00
Page 10
1K8
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF BLEED AIR SUPPLY OVERPRESSURE SWITCH
1. Install new switchand O-ringinto receptacle.
-NOTE-
Ensure proper high temperatureO-ring is used by referringto Parts
Catalog.
2. Secureswitch with safety wire.
3. Reconnectelectricalconnectorswitch.
REMOVAL OF COMPRESSOR DISCHARGE OVERTEMPERATURESENSING SWITCH
1. Gain accessto overtemperatureswitch. (Figures21-11and 21-12.)
-NOTE-
Note locationof each wire to facilitatereinstallation.
2. Disconnectelectricalleads from switch.
3. Loosennut and unscrewswitch from receptacle.
4. Removeswitchand O-ring.
INSTALLATIONOF COMPRESSOR DISCHARGEOVERTEMPERATURESENSING SWITCH
1. Installnew switch and O-ringinto receptacle.

-NOTE-
Ensure proper high temperatureO-ring is used by referring to Parts
Catalog.
2. Screw switchinto receptacle.
3. Connectwires to switch.
REMOVALOF WATERSEPARATOR
1. Disconnectwaterline, inlet, and outlet air connectionsfrom waterseparator.

2. Removeclamps securingwater separator.
3. Removewaterseparator.
CLEANING, INSPECTION AND REPAIRS OF WATERSEPARATORS
The coalescer cloth must be cleaned or replaced at 500 flight hours or less, except when operated in
abnormallydusty or contaminatingconditions.
1. Removeband and coverfrom water separator.
2. Removecoalescercloth from insidewaterseparator.
3. Washcoalescercloth with warm water and mild detergent;rinse with clean water.
- CAUTION -
DO NOT WRING COALESCER CLOTH.

4. Replacecoalescercloth on inner housingwith nap insideagainstthe screenand rubber bandsflat and firmly
in place.
5. Install coverand band on water separator.
21-40-00
Page 11
PIPER AIRCRAFT
PA-42/42-720
INSTALLATIONOF WATERSEPARATOR
1. Securewater separatorto hoses with clamps. Torqueto 30 - 35 inch-pounds.

2. Connectwaterline to waterseparator.
REMOVAL OF DUCT TEMPERATURE SENSOR
1. Gain accessto duct temperaturesensorunder the floor on right hand side of fuselage,immediatelyaft of FS
57.00 forwardpressurebulkhead.
2. Removefour screwssecuringsensorin position.
3. Removesensorwith gasket.
INSTALLATIONOF DUCT TEMPERATURE SENSOR
1. Install new sensor and gasket. Securewith four screws.
REMOVAL OF CABIN TEMPERATURE SENSOR ANDCONTROLLER
1. Gain access to cabin temperature sensor and controller. Remove screws and washers to secure unit in
position. Pull unit out so electricalconnectorcan be disconnected.
2. Removecabin temperatureand controller.
INSTALLATIONOF CABIN TEMPERATURE SENSOR AND CONTROLLER
1. Installnew sensorand connectelectricalconnector.

2. Secureunit with washersand screws.
REMOVALOF GROUND COOLING FAN
1. Gain access to baggage compartment area and remove hardware securing partition between baggage
compartmentand fan.
2. Removeaccesspanel on right side of nose section.
3. Loosen and remove clampssecuringfan to flexiblerubbercuffs and refrigerationunit.
4. Disconnectelectricalleadsto fan motor.
5. Slidecuffs from refrigerationunit so fan motorcan be removedfrom refrigerationunit.
6. Removefan.
21-40-00
Page 12
1K10
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF GROUND COOLING FAN
1. With fan in position,slide rubber cuffsover ends of fan.

2. Connectelectricalleadsto fan motor.
3. Tighten clamps securingfan in position.
4. Replace accesspanelremovedfrom right side of nose section.
5. Replacepartitionremovedfrom baggagecompartment.
REMOVAL OF CHECK VALVE ASSEMBLY
1. Remove clampssecuringhose betweenwaterseparatorand checkvalve assembly.

2. Removebolts and washersthat attachcheck valveto pressurebulkhead.
3. Removecheck valve with gasket.
INSTALLATION OF CHECK VALVE ASSEMBLY
1. Install new valve and gasket to pressurebulkhead.

-NOTE-
Check valve must be installed with flapper shaft in vertical position.

2. Secure valve in position with washers and bolts.
3. Install hose between water separator and check valve.
4. Secure hose with clamps.
21-40-00
Page 13
1K11
PIPER AIRCRAFT
PA-42/42-720
GRIDS 1K12 THRU lK16

21-40-00
Page 14
1K12
CHAPTER
AUTOFLIGHT
1K17
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 22 - AUTOFLIGHT
SYSTEM GRID
22-00-00 GENERAL 1K19
22-10-00 NON-PIPER AFCS EQUIPMENT CONTACTS 1K19
22 - Cont./ Effect.
Page 1
1K18
PIPER AIRCRAFT
PA-42/42-720
GENERAL
Due to variety of Automated Flight Control System (AFCS) options, service literature published by the
specific manufacturermust be strictly observed. This includes mechanicalservicing such as adjusting bridle
cable tension,servo removaland installation,servo clutch adjustments,etc.
NON-PIPER AFCS EQUIPMENT CONTACTS
Refer to the following list of Autopilot/Flight Director manufacturers to obtain service direction, parts support,
and service literature:
Bendix Avionics Division King RadioCorporation

2100 N.W. 62nd Street 400 North RodgersRoad
Fort Lauderdale, Florida 33310 Olathe,Kansas60601
(305) 7764100 (913) 782-0400
TWX 5109559884 Telex: 4-2299-Kingrad
Collins General Aviation Division

Rockwell International
(319) 395-3625
Telex: 464-421
22-10-00
Page 1
1K19
PIPER AIRCRAFT
PA-42/42-720
GRIDS 1K20THRU 1K23

22-10-00
Page 2
1 K20
CHAPTER
COMMUNICATIONS
1K24
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 23 - COMMUNICATIONS
SYSTEM GRID
23-00-00 GENERAL 1L2
23-20-00 EMERGENCY LOCATOR TRANSMITTER 1L2

23-20-00 Description of Emergency Locator Transmitter 1L2
23-20-00 Battery Removal and Installation Alkaline 1L2
23-20-00 Testing Emergency Locator Transmitter 1L4
23-20-00 Pilot's Remote Switch 1L5
23-20-00 Testing Pilot's Remote Switch 1L6
23-20-00 Inadvertent Activation 1L7
23-60-00 STATIC DISCHARGING 1L7
23 - Cont./ Effect.
Page 1
1L1
PIPER AIRCRAFT
PA-42/42-720
GENERAL
This chapter describesthe operationalchecks of the emergencylocator transmitter(ELT),the pilot's remote

switch used with the ELT,and includesthe removaland installationinstructionsfor batteryreplacement.
EMERGENCY LOCATOR TRANSMITTER
DESCRIPTION OF EMERGENCY LOCATOR TRANSMITTER
The electricalpower for the ELT is suppliedby a self-containedbattery. The useable life of this battery is 19
months from the date of manufacture. The mandatory replacement date is marked on each battery. The
replacementdate must be marked on the ELT when the battery is installed. Accordingto FAA regulations,the
battery must be replacedif the transmitterhas been used in an emergencysituationor has more than one hour of
accumulatedtest time. It is necessaryto removethe ELTfrom the aircraftto replacethe battery.
BATTERY REMOVAL AND INSTALLATION ALKALINE (19 month alkaline battery)

- CAUTION -
DO NOT REMOVE THE INSIDE LIP SEALANT FROM THE

NEW BATTERY PACK. THE SEALANT SERVES AS A
WATER TIGHT SEAL AND MUST NOT BE REMOVED.
The ELTis locatedunderneaththe dorsal fin betweenstations310.00and 327.00.
1. Removethe accesspanel on the dorsal fin at station 321.00.
2. Disconnectthe antennacable from the transmitter. (Figure23-1)
3. To removethe ELT,releasethe latch on the strap and slidethe ELToff the bracket.
4. Disconnectthepilot's removeswitch harnessfrom the transmitter.
5. Extendthe portable antenna. (Figure 23-2)
6. Unscrew the four screws holding the control head to the battery casing. (The control head-batterycase
slides apart. Batteryconnectionleads are approximately3" long.)
7. Disconnectbattery by unsnappingthe snap off battery pigtail terminalsfrom the bottom of the transmitter
printedcircuitboard.
8. Before installingthe new battery pack, check replacementdate printed on the battery. Mark date on the
outsideof the ELT.
9. Connectnew battery packterminalsto the bottomof the transmitterprintedcircuitboard.
10. Reinsertthe control head section into the battery pack; be careful not to pinch wires. Replacefour screws.
If the four holes do not line up, rotatethe batterypack 180° and reinsert.
11. Connectthe pilot's remoteswitch harnessto the transmitter.
12. Place transmitterinto its mountingbracket and latch strap.
13. Connectthe antenna cable to the transmitter. Ensure contactseparatoris insertedbetweenportable antenna
contactfinger and portableantenna(see Figure 23-1).
-NOTE-
Testunit operationbeforeinstallingthe accesspanel.

14. Install accesspanelon thedorsal fin. Enter the new batteryexpirationdate into the aircraftlogbook.
23-20-00
Page 1
11L2
L2 Reissued: December 31, 1989
PA-42/42-720
NOTCH PIN PORTABLE

ANTENNABLADE
TOUCHES
PORTABLE
FINGERCONTACT
ANTENNA
Figure 23-1. ELT Portable Folding Antenna
CONTACT
SEPARATOR PORTABLEANTENNABLADE
NOTMAKINGCONTACT
Figure 23-2. ELT Using Fixed Aircraft Antenna
23-20-00
Page 2
1L3
PIPER AIRCRAFT
PA-42142-720
TESTING EMERGENCY LOCATOR TRANSMITTER
The transmitteroperateson emergencyfrequenciesof 121.5and 243 mHz. Both frequenciesare monitoredby

various FAA installations. Before performing any ELT operational tests, the following precautions must be
observed:
ConductELT testing in a screen room or metalenclosureto ensure electromagneticenergyis not radiated. If a

shieldedenclosureis not available,the followingprecautionsmust be adheredto:
-NOTE-
For detailed information concerning ELT testing, consult FAA

AdvisoryCircular,AC 20-81.
1. Do not test longerthan three audiosweeps.
2. Use a dummyload as a substituteif the antennais removed.
3. Testingof the ELTmust only be conductedduringthe first five minutesafter any hour.
4. If the operationaltests must be conductedat a time other than five minutes after the hour, the test must be
coordinatedwith the nearest FAAtower or flight servicestation.
To conducttest, proceed as follows:
1. Removeaccesspanel or cover to gain transmitteraccess.
2. Turn master switch ON.
3. Switch receiverON and tune to 121.5mHz. Deactivatesquelchand turn up volumeuntil slightbackground
noise can be heard.
-NOTE-
If the aircraft is not fitted with a communication receiver, request that

the tower listen for your test.
4. On transmitter, set the ON/ARM/OFF switch to ON position. Keep switch ON for a few seconds, then set
to OFF (or ARM if OFF does not exist). Return to ARM position.
-NOTE-
The test transmission should be picked up by the aircraft

communicationsreceiveror controltower. During coldweather,there
could be a slightdelay beforetransmissionoccurs.
5. A properlyfunctioningtransmittermust emit a characteristicdownwardswepttone.
6. When test is completed,be suretransmitterON/ARM/OFFswitch is in the ARM position.
23-20-00
Page 3
1L4 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
TESTING EMERGENCY LOCATOR TRANSMITTER (continued)
7. Place accesspanelon dorsal fin at station321.0 and securewith screws.

-NOTE-
Whencheckingthe ELTby alternatingthe transmitterON/ARM/OFF

switch from ARM to ON, the switch must be put in the OFF position
beforegoing back to ARM. Undernormal conditions,the transmitter
switchmust be set to ARM.
Inspectthe externalwhip antennafor any damage. Avoidbendingthe

whip. Any sharply bent or kinked whip must be replaced. Antenna
damagemay cause structuralfailureof whip in flight.
PILOT'S REMOTE SWITCH
-NOTE-
Under normal conditions, the remote switch must be set to ARM.

The pilot's remote switch, located on the overhead switch panel, is provided so the transmitter can be
controlled from inside the cabin. The switch is locked into each position. To move the switch, the toggle must be
pulled out and moved to the new position. The pilot's remote switch is positioned to ON and ARM (NORMAL
POSITION). The switch is normally left in the down or ARM position. To turn the transmitter off, move the
switch to the ON position for one second and then return it to the ARM position. To actuate the transmitter for
tests or other reasons, move the switch upward to the ON position. Leave it in that position as long as
transmission is desired.
23-20-00
Page 4
Reissued: December 31, 1989 1L5
PIPER AIRCRAFT
PA-42/42-720
TESTINGPILOT'SREMOTE SWITCH
Before performing any pilot's remote switch operational test, the following precautions must be observed:
-NOTE-
The transmitteroperates on the emergencyfrequenciesof 121.5 and

243 mHz, both of which are monitored by the various FAA
installations. Permission must be obtained from the FAA/FCC
representative(or other authorizedauthority) prior to testing. Keep
your test transmissionto a minimalduration.
1. Switch the receiverON and turn communicationsreceiver to 121.5mHz. Deactivatesquelch and turn up
volume until slightbackgroundnoise is heard.
-NOTE-
If the aircraft is not fitted with a communications receiver, request

that the tower listen for your test.
WHT WHT
I I REMOTE
WHT/BLU WHT/BLU
ELT/G CONN
E327
Figure 23-3. Emergency Locator Transmitter Schematic
23-20-00
Page 5
PIPER AIRCRAFT
PA-42/42-720
TESTING PILOT'S REMOTE SWITCH (continued)
2. Set the pilot's remote switchto ON and hold switchin this positionfor a few seconds.
-NOTE-
The test transmission must be picked up by the aircraft

communicationsreceiver or control tower. Duringcold weather,there
couldbe a slight delay beforetransmissionoccurs.
3. Set the pilot's remote switchto ON for one second;selectARM position.
INADVERTENT ACTIVATION
In the event the ELT is inadvertently activated, set the pilot's remote switch to ON, then return it to ARM
position.
As a routine precaution, it is recommended that the ELT be replaced at the earliest chance following
inadvertent activation. However, the problem may not be in the transmitter. Check the following:
1. Proper spacing of antennas to minimize antenna conducted RF.
2. Rigidity of the transmitter installation.
- CAUTION
UNDER NORMAL CONDITIONS, THE PILOT'S REMOTE

SWITCH MUST BE SET TO ARM POSITION.
STATIC DISCHARGING
Static discharging wicks must be inspected at each annual inspection for the following:
1. General appearance and physical condition.
2. Security of attachment to airframe.
3. Discharge points visible.
4. Resistance (1.0 to 100 megohms, 500 to 1,000 volt megohmmeter).
5. Base resistance to airframe (100 milliohms maximum).
23-60-00
Page 1
1L7
PIPER AIRCRAFT
PA-42/42-720
GRIDS 1L8 THRU 1L24

23-60-00
Page 2
1L8
AIRPLANE
MAINTENANCE
MANUAL
CARD2 OF7
PA-42CHEYENNE
III
PA-42-720
CHEYENNE
IIIA
THIRDEDITION
(PARTNUMBER
761523) January9,1998
2A1
Publishedby

2926Piper Drive
Vero Beach, Florida 32960
U.S.A.
Memberof GAMA
GeneralAviation
ManufacturersAssocation
2A2
PIPER AIRCRAFT
PA-42/42-720
INTRODUCTION
This PIPER AIRCRAFTMaintenanceManual is prepared in accordancewith the GAMA(General Aviation

The various Chaptersare broken down into major systems such as Electrical Power, Flight Controls, Fuel,
Landing Gear, etc. The System/Chaptersare arranged more or less alphabeticallyrather than by precedenceor
numbering system. Thus the element "32" of the number series 32-00-00 refers to the System/Chapter on
The major System/Chaptersare then broken down into Sub-System/Sections.These sectionsare identifiedby
the second elementof the standardizednumberingsystem. The number"40" of the basicnumberseries 32-40-00
The individual units within a Sub-System/Sectionmay be identifiedby a third element of the standardized
numbering system, such as 32-40-01. This number could be assigned by the manufacturer to fit the coverage
requirements of the publication.
Example:
LANDING GEAR \ WHEELS AND BRAKES
32-40-01
INDIVIDUAL UNITS
NOSE WHEEL REMOVAL
This manual does not contain hardwarecallouts for installation. Hardwarecallouts are only indicatedwhere a
special application is required. To confirm the correct hardware used, refer to the PA42/42-720 Parts Catalog
P/N 761 818, and FAR43 for properutilization.
WARNINGS,CAUTIONS,and NOTESare used throughoutthis manualto emphasizeimportantinformation.
- WARNING -

- CAUTION -

- Note -
Anoperatingprocedure,condition,etc., which is essentialto emphasize.
Introduction
Page 1
2A3
PIPER AIRCRAFT
PA-42/42-720
AEROFICHE EXPLANATION AND REVISION STATUS
Association,(GAMA). The informationcompiledin this AeroficheMaintenanceManual will be kept current by
Aerofichecard replacementsand shall supersedeAerofichecards of the samenumberin the set.
Conversionof Aerofichealpha/numericcode numbers:

First numberis the Aerofichecardnumber.
Letter is the horizontalline referenceper card.
Second numberis the verticalline referenceper card.
Example:2J16= Aerofichecardnumbertwo of given set, Grid locationJ16.
To aid in locatingthe variouschaptersand relatedserviceinformationdesired,the followingis provided:
1. A completemanual System/ChapterIndex Guide is given for all fiche in this set.

2. A completelist of Illustrationsis for all fiche in this set followingSystem/ChapterIndex.
3. A completelist of Chartsis for all fiche in this set followinglist of illustration.
4. A completelist of paragraphtitles and appropriateGrid locationnumbersis given at the beginningof each
Chapterrelatingto the informationwithin that Chapter.
5. Identificationof RevisedMaterial:
Revisedtext and illustrationsare indicatedby a blackverticalline alongthe left-handmarginof the frame,
changes,additionsto or deletionsof existingtext and illustrations. Changesin capitalization,spelling,
identifiedby revisionlines.
A referenceand recordof the materialrevisedis includedin each chapter'sTable of Contents/Effectivity.
The codes used in the effectivitycolumnsof each chapter are definedas follows:
OriginalIssue: None
such as 3R, 4R, etc., alongwith the appropriatemonth-year
DeletedSubject: RevisionIdentification,(D Month-Year)
Introduction
Page 2
2A4
PIPER AIRCRAFT
PA-42/42-720
ORG791201 December 1,1979 1, 2, 3,4 and 5

CR860401 February 28, 1987 1, 2, 3,4, 5 and 6
CR891231 December 31, 1989 1,2,3,4,5 6and7
IR 980109 January 9, 1998 1, 2, 3,4, 5, 6 and 7
Introduction
Page 3
2A5 InterimRevision:January9, 1998
PIPER AIRCRAFT
PA-42/42-720

Serial Numbers 42-78000001, 42-7800002, 43-781003 and 42-7801004
PA42, CHEYENNE III - 1980
* Serial Numbers 42-5501024, 42-5501028, 42-5501032, 42-5501034,

Introduction
Page4
InterimRevision: January 9, 1998 2A6
PIPER AIRCRAFT
PA-42/42-720
VENDOR PUBLICATIONS
- WARNING-
WHEN SERVICINGOR INSPECTINGVENDOREQUIPMENTINSTALLED

IN PIPER AIRCRAFT,IT IS THE USER'S RESPONSIBILITYTO REFER TO
THEAPPLICABLEVENDORPUBLICATION.
ENGINE:
PT6A41: P/N 3021442
PT6A-61: P/N 3034342
P/N 3021441
P/N 3033741
Parts Catalog: PT6A-41: P/N 3021444
PT6A-61: P/N 3034344
PROPELLER:
Manual #118D
Piqua, Ohio 45356
VOLTAGE CONTROL:
Overhaul Manual
and Illustrated
AUTOFLITE:
EFIS-85A Instruction Book 523-077337-00311A
EFIS-85B2/12 Instruction Book 523-0773940-0011 A
Avionics Group
Introduction
Page 5
2A7
PIPER AIRCRAFT
PA-42/42-720

AUTOFLIGHT(cont,)
FlightControl: Bendix/King
SystemFlightLine KNS 300
MaintenanceManual: P/N 006-5091-01
KNS 660
System Manual: P/N 006-5596-00
EFIS 10
VendorAddress: Bendix/KingRadioCorporation
400 N. RogersRoad
Flight Control: Global Series2 GNS 500A
Global Series 3 GNS 500A
VendorAddress: GlobalNavigation/Sundstrand
2144 MichelsonDrive
Flight Control: UNSI
SystemsManual: UNS-1A
3260 E. Lerdo Road
WHEELS AND BRAKES:

KEVLAR:
TextileFibers Department
CentreRoad Building
Wilmington, Delaware 19898
CORROSIONINHIBITINGCOMPOUND:
DINOLInternational
25200Malvina
Box 1065
OXYGEN SYSTEM
Components: ScottAviation
225 Erie Street
Introduction
Page 6
2A8
PIPER AIRCRAFT
PA-42/42-720

P.O. Box 3041

1688 Shermer Road
PIPER PUBLICATIONS
100 HOUR EVENT: 761 739
Introduction
Page 7
2A9
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General

10 Time Limits
20 ScheduledMaintenance
Checks
50 UnscheduledMaintenance
Checks

00 General
10 Dimensionsand Areas
20 Station References
30 Access and InspectionProvisions

00 General
10 Jacking
20 Shoring

00 General

00 General
10 Towing
20 Taxiing

00 General
10 Parking
20 Mooring

00 General
20 Exterior Placards/Markings
30 Interior Placards/Markings
12 SERVICING 1G18
00 General
10 Replenishing
Introduction
Page 8
Reissued: December31, 1989 2A10
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General

00 General
10 Compression
20 Distribution
40 Heating
50 Cooling
22 AUTO FLIGHT IK17

00 General
10 Autopilot
00 General

00 General
30 DC Generation
40 External Power
00 General

00 General
10 Detection
20 Extinguishing
Introduction
Page 9
2A11
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General
10 Aileronand Tab
20 Rudderand Tab
30 Elevatorand Tab
50 Flaps
90 Stall Warning
28 FUEL 2J5
00 General
10 Storage
20 Distribution
40 Indicating

00 General

00 General
20 Air Intakes
60 Propellers
32 LANDING GEAR 3H8

00 General
40 Wheelsand Brakes
50 Steering
33 LIGHTS 3K22
00 General
20 ExteriorLighting
Introduction
Page 10
2A12
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General
20 Pitot Static
35 OXYGEN 4C1
00 General
36 PNEUMATIC 4C19
00 Pneumatic System
10 Distribution
37 VACUUM 4D14
00 General
10 Distribution
20 Indicating

MULTIPURPOSE PARTS
00 General
51 STRUCTURES 4F4
00 General
52 DOORS 4123
00 General
20 Cargo Door
30 Service
53 FUSELAGE 4J24
00 General
10 Main Frame
Introduction
Page 11
2A13
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/
54 NACELLES 4K11
00 General
55 STABILIZERS 4K17
00 General
10 HorizontalStabilizers
20 Elevator
30 VerticalStabilizer
40 Rudder
56 WINDOWS 5B9
00 General
20 Cabin
57 WINGS 5B22
00 General
20 Wing Tip Tanks
40 Wing
50 Aileron
55 Aileron
61 PROPELLERS 5C16
00 General
20 Controlling

71 POWER PLANT 5D21

00 General
10 Cowling
20 Mounts
30 Fireseals
Introduction
Page 12
2A14
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/CHAPTERINDEXGUIDE(continued)
SYSTEM/ SUB-SYSTEM/

00 General

00 General
10 Distribution
20 Controlling
30 Indicating
74 IGNITION 5F15
00 General
20 Distribution
75 AIR 5G4
00 General

00 General

00 General
10 Power
20 Temperature
30 Analyzers
79 OIL SYSTEM 5K1

00 General
20 Distribution
30 Indicating
91 CHARTS 6B9
Introduction
Page 13
2A15
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/
00 General
Introduction
Page 14
2A16
PIPER AIRCRAFT
PA-42/42-720
6-2. Station References lE13
6-3. AccessPlates and Panels - EngineNacelle 1E16
7-1. Use of Tail JackingPad 1F2
7-2. JackingArrangements 1F2
8-1. Leveling 1F11
8-2. Weighing 1F12
9-1. TurningRadius and Limits 1F18
12-1. ServicePoints 1H1
12-2. ServicingLandingGear Shock Struts 1H8
12-4. LubricationChart- LandingGear,Main H20
12-5. LubricationChart- LandingGear,Nose 1H21
12-6. LubricationChart- ControlSystem 1H22
12-7. LubricationChart- ControlSystem IH24
12-9. LubricationChart- Air Inlet Ice ProtectionOil CoolerDoors 112
12-10. LubricationChart- CabinDoor,BaggageDoor and Seats 113
20-1. Installationof ConicalSeals 1111
21-2. CabinAir DistributionSchematic- ConditionedAir 1J2
21-4. CabinPressureControlSystemSchematic 1J5
21-6. CabinAir PressureOutflowValveController 1J8
21-8. CabinPressureTestUnit (Typical) 1J10
21-9 PressurizationTestHookup J 11
21-10. AbsolutePressureRegulator J20
21-11. EnvironmentalControlSystem- PA-42 1K4
21-12. EnvironmentalControlSystem- PA-42-720 1 K5
21-14. Cabin Pressurizationand BleedAir SystemSchematic- PA-42-720 1K7
23-1. ELTPortableFoldingAntenna 1L3
23-2. ELTUsing Fixed AircraftAntenna lL3
24-1. OverheadSwitchPanel - PA-42 2B19
24-2. OverheadSwitchPanel - PA-42-720 2B20
24-3. Main Circuit BreakerPanel -Typical 2B21
Introduction
Page 15
2A17
PIPER AIRCRAFT
PA-42/42-720
24-4. StarterGeneratorBasicDiagram 2C1
24-5. PowerDistribution(PA-42) 2C5
24-6. PowerDistribution(PA-42-720) 2C6
24-7. Left Circuit BreakerPanelsInstallation(Typical) 2C7
24-8. Right CircuitBreakerPanelInstallation(Typical) 2C8
24-11. InstantFilmingBrushes 2C13
24-12. CorrectPositionof Brushes,Leads,and Springs 2C14
24-13. Starter-Generator(250 Amp Model23048-20) 2C19
24-14. CorrectPositionof Brushesand Springs 2C21
24-18. Cell Layout - Nickel-CadmiumBattery 2D7
24-20. ClosedLoop Test Diagram(Lear Siegler,Inc.) 2D15
24-22. VoltageRegulatorAdapterConnector(Lear Siegler,Inc.) 2D16
25-5. ForwardCurtainand SlidingDoor Installation 2E12
25-6. FoldingTable 2E13
25-8. Aft RefreshmentCabinet, VanityCabinetwith
FoldingDoor and DividerPanels 2E15
26-4. Engine Fire Extinguisher 2F1
27-1. Trim Screw Assembly 2G5
27-10. Rudder ControlSystem Installation 2G22
27-11. Rudder and Trim TabControlTrails and Cable Tensions 2H2
27-13. Installationof RudderTrimRiggingTool 2H2
Introduction
Page 16
2A18
PIPER AIRCRAFT
PA-42/42-720
27-30. RESERVED 2I21
S/N's 42-8301001 and up) 2J12
28-10. Fuel Valve - Drain Plate Installation 2K1
Introduction
Page 17
PIPER AIRCRAFT
PA-42/42-720
29-5. Location of Power Pack Components 3C9

29-6. Hydraulic Power Pack 3C10
29-7. Power Pack Manifold 3C14
29-8. Power Pack Handle-Release Mechanism 3C17
29-9. Safetying Control Arms 3C19
29-10. Indexing of Selector Spool 3C19
29-11. Handle release Adjustment 3C21
29-12. Landing Gear Selector Mechanism Installation 3C22
29-13. Power Pack Test Harness Schematic 3D5
29-14. Hydraulic Filter 3D7
29-15. Hydraulic Pump 3D9
29-16. Hand Pump 3D15
29-17. Gear Door Actuating Cylinder 3D18
29-18. Gear Actuating Cylinder (Nose Gear) 3D18
30-1. Pneumatic Deicing System Schematic 3E6
30-3. Pneumatic Deicer Boots Operation 3E11
30-4. Marking and Cutting Scuff 3E21
30-5. Routing Scuff 3E21
30-6. Buffing Edge of Repair 3E21
30-7. Hole through Surface of Tube 3E21
30-8. Rotating to Tube Fabric 3E23
30-9. Cutting Surface of tube 3E23
30-10. Cementing Buffed Area and Patch 3E23
30-11. Applying and Stitching Fabric 3E23
30-12. Pneumatic Boot and Flow Strip Locations 3F2
30-13. Pneumatic Boot Flow Strip Locations (continued) 3F3
30-15. Placing and Stitching Gum 3F5
30-16. Removing Trapped Air 3F5
30-17. Masking Repair 3F5
30-18. Applying Neoprene Putty 3F5
30-19. Wiring Diagram, Left Propeller and Engine Air
Inlet Lip Deicing System 3F17
30-20. Engine Air Inlet Ice Protection System 3F19
30-20a. Generator Inlet Scoop (PA-42 Only) 3F21
30-21. Windshield Wiper Installation 3G1
30-22. Propeller and Engine Air Inlet Lip Deicer System 3G4
30-23. Electrical Diagram Showing Cycle Sequence 3G6
30-27. Suggested Use of Dial Indicator 3G9
Introduction
Page 18
2A20
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE
MANUAL

30-29. Brush BlockAssemblyand BrushWearCheck 3G11
30-30. Angle of Contact- Brushesto Slip Rings 3G12
30-31. Brush ModuleAssembly(3E2011) 3G15
30-32. AlternateModuleStackingArrangement 3G15
30-33. Modular BrushAssembly(3E2044-1) 3G15
30-36. Sealer Application(PropBoot) 3G22
30-37. Sealer Application(LeadStrap) 3G22
30-40. Power ControlRelaysand DeicerTimer Installation 3H3
32-4. Nose Gear Oleo Strut Assembly 3I10
32-5. Nose Gear Installation 3I13
32-6. AligningNose Gear 3120
32-7. Rudder PedalsNeutralPosition 3I23
32-11. Gear Door ActuatingCylinder 3J8
32-13. B.F.Goodrich3-1392Main WheelInstallation 3J13
32-14. B.F.Goodrich3-1392WheelRepairLimits 3J16
32-15. Nose WheelAssembly(B.F.Goodrich3-1076) 3J19
32-17. B.F. GoodrichBrakeInstallation 3J23
32-20. Parking BrakeValveAssembly 3K7
32-23. Main Gear DownLimit Switch 3K15
33-2. AnnunciatorPanel Installation 3LA
Introduction
Page 19
2A21
PIPER AIRCRAFT
PA-42/42-720
LIST OFILLUSTRATIONS(continued)

35-1. Oxygen SystemInstallation- FAR91 (PA-42) 4C5
35-2. OxygenSystem Installation- FAR91 (PA-42-720) 4C6
35-3. OxygenSystem Installation- FAR 135(PA-42) 4C7
35-4. OxygenSystem Installation- 60 Cu. Ft. Capacity- (PA42-720) 4C8
35-5. Visual IndictingDisc 4C9
36-2. Proof Pressureand LeakageTestSetup (PA-42) 4D8
37-1. VacuumSystemSchematic 4D17
39-2. Main CircuitBreakerPanel(PA-42Only) 4E4
39-3. TypicalCircuitBreakerPanel 4E6
39-6. OverheadSwitchand Meter Panel(PA-42-720Model) 4E11
39-7. OverheadMeterand Switch PanelAssembly 4E13
39-8. Dimmer ControlAssembly 4E15
39-9. Electric OutsideAir TemperatureGauge (Optional) 4E16
39-11. Electrical Accessoryand Relay Shelf Installations(PA-42) 4E19
51-2. Typical AccessHolesand Panels 4F11
51-9. Deep Scratches,ShallowNicks and SmallHoles Repair 4F21
51-12. WeldingRepairMethod 4F23
51-14. Repair of StressLines 4F24
51-15. Repair of ImpactedDamage 4F24
Introduction
Page 20
PIPER AIRCRAFT
PA-42/42-720

56-1. Determining Depth of Craze 5B 13
56-3. Storm Window Installation 5B 19
57-1. Tip Tank Installation 5CI
57-3. RESERVED 5C8
Introduction
Page 21
2A23 Reissued:December31,1989
PIPER AIRCRAFT
PA-42/42-720

61-2. FeedbackRing PulleyInstallation 5C19
71-1. PowerPlant Installation 5E3
73-2. Fuel ManifoldTestRig 5E24
76-1. Power LeverControlCableHandling 5G15
76-3. PropellerControlCam- PT6A-61 5G17
76-4. PowerLever ControlCableEngineConnection 5G19
76-5. PowerLever ControlCable/PowerLever Connection 5G19
76-6. OverallView - PT6A-41EngineControls 5G23
76-7. Power ControlCam assemblyin Track Position 5G24
76-10a. ThrottleArm Installation 5H2
76-10b. ThrottleArm AlignmentTool Installed 5H2
76-12. Power(Throttle)CablePedestalAdjustment 5H3
76-13. Wire Rope ReadEnd ClevisAdjustment 5H4
76-16. PT6A-41Fuel ControlUnit - Front and RightSide View 5H8
76-20a. GroundTest Cowl 5H16
76-23. PowerLever Cross Start and AutofeatherSwitches 5H21
76-24. OverallView - PT6A-61Engine Controls 512
76-25. Power (Throttle)CablePedestalAdjustments 513
76-26. PropellerCam Assembly- Front to RearView 513
Introduction
Page 22
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE
MANUAL

76-29. WoodwardType IIFuel ControlUnit - Left Side View 516
76-31. PowerLever (Throttle)Cable Installation 518
76-32. PT6A-61EnginePropellerGovernor- RightSide View 519
76-34. CockpitCondition(StartControl)Lever- PA-42-720 5111
76-36. WoodwardType IIIFuel ControlUnit (FCU) 5120
76-37. PropellerDome Area 5121
76-39. PA-42-720FeatherDetentAdjustment 5123
77-5. BarfieldTT-1000Test Set Controls 5J19
79-1. EngineOil SystemInstallation 5K4
79-3. OilFilter Assembly 5K7
79-4. OilCooler DoorInstallation 5K8
79-5. DiverterValveand Fuel HeaterInstallation 5K10
-Note-
Referto Card 6 and 7 for ElectricalSchematicIndex.

95-2. FabricatedTool,Main Gear Toe-InAdjustment 7H9
95-3. FabricatedTool,Main Gear Side Brace LinkTravel 7H10
954. FabricatedTool,Nose Gear GaugeLink Travel 7H11
95-5. FabricatedJack Stand for Piper Jack,Part No. 18338-0 7H12
95-9. TireBalancer 7H15
95-10 SpecialSocketfor CalcoFlap Rheostat 7H16
Introduction
Page 23
PIPER AIRCRAFT
PA-42/42-720
95-12. Fabricated Reducer Test Adapter 7H18

95-13. Cabin Pressure Test Unit (Typical) 7H18
Introduction
Page 24
PIPER AIRCRAFT
PA-42/42-720
LIST OF CHARTS
401 Structural Inspection and Replacement 1B11

502 BallDiametersFor TestingHose Restrictions 1E4
503 HoseSpecifications 1E5
601 LeadingParticularsand PrincipalDimensions 1E11
1201 ThreadLubricants 1H14
2402 SwitchLocations 2B18
2403 Starter-GeneratorTestSpecifications(PA-42) 2B23
2404 Starter-GeneratorTestSpecifications(PA-42-720) 2B24
2408 MainTie Bus Circuit Breakerand CrossfeedDiode Check 2D22
2702 CableRiggingTensionVs. Temperature 2G3
2802 Fuel Cell repairEquipmentLists 2K6
Introduction
Page 25
2B3
PIPER AIRCRAFT
PA-42/42-720

3302 AnnunciatorPanelFunctionalTest 3L10
3502 OxygenSystemComponentsLimits 4C11
5109 Number and Sizeof AD Rivets requiredon Each Side of Crack 4G19
5110 InspectionAreas 4H1
6104 MagneticPickup VoltageOutputTest 5D9
7302 Fuel System CalibrationData 5F11
7601 EngineOperatingLimits (PT6A-41) 5H12
7602 EngineAlignment(PT6A-61) 5H14
7603 1900RPM TorqueCurve 5H17
9102 EngineTorqueValues 6B24
9103 Flare FittingtorqueChart 6C1
Introduction
Page 26
2B4
PIPER AIRCRAFT
PA-42/42-720
9106 Decimal conversion 6C5

9107 Special Torques 6C6
9108 Torque Conversion 6C7
9109 Conversion Tables 6C9
9110 Decimal/Millimeter Equivalent of Drill Size 6C12
9111 Electrical Wire Coding 6C13
9112 Electrical Symbols 6C13
Introduction
Page 27
2B5
PIPER AIRCRAFT
PA-42/42-720

Introduction
Page 28
2B6
CHAPTER
ELECTRICAL POWER
2B9
PIPER AIRCRAFT
PA-42/42-720
CHAPTER24 - ELECTRICALPOWER
TABLEOFCONTENTS/EFFECTIVITY
SYSTEM GRID
24-00-00 General 2B13
24-00-00 Description 2B13
24-00-00 Troubleshooting 2B13
24-30-00 D.C.Generation 2B22

24-30-00 Descriptionand Operationof
Starter-GeneratorSystem(PA-42) 2B22
24-30-00 Descriptionand Operationof
Starter-GeneratorSystem(PA-42-720) 2B23
24-30-00 Starter-GeneratorServiceTest Specifications
(PA-42ModelsOnly) 2B23
24-30-00 Starter-GeneratorServiceTest Specifications
(PA-42-720Models Only) 2B24
24-30-00 CheckingStarter-GeneratorSystem 2C9
24-30-00 Adjustmentsof Starter-Generator 2C9
24-30-00 Maintenanceof StarterGenerator(PA-42-720Only) 2C10
24-30-00 General 2C10
24-30-00 Description 2C10
224-30-00 Maintenance 2C0
24-30-00 Removaland Installationof StarterGenerator 2C11
24-30-00 GeneratorCleaning(Assembled) 2C12
24-30-00 GeneratorBrush Inspection 2C13
24-30-00 Maintenanceof StarterGenerator
(250Amp -Model23048-20Only) 2C15
24-30-00 Removalof Starter-GeneratorFrom Aircraft 2C15
24-30-00 Disassemblyof (Model23048-20)Starter-Generator 2C15
24-30-00 CleaningProcedures 2C16
24-30-00 Inspection 2C17
24-30-00 Repair and Replacement(250 AmpModel) 2C20
24-30-00 Reassemblyof (Model23048-20)Starter-Generator 2C22
24-30-00 Fits and Clearances 2C23
24-30-00 Inspectionand Testingof Components
(PA42Only 250 Amp) 2C23
24-30-00 Battery 2D1
24-30-00 ImportantPrecautions 2D1
24-30-00 Troubleshooting 2D1
24-30-00 Removalof Battery 2D4
24- ContJEffec.
Page 1
2B10
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 24 - ELECTRICAL POWER (continued)
TABLEOF CONTENTS/EFFECTIVITY)
SYSTEM GRID
24-30-00 D.C. Generation(continued)
24-30-00 Battery Cleaning 2D4
24-30-00 Battery Inspection 2D4
24-30-00 PeriodicBattery Check 2D5
24-30-00 Adjustmentof ElectrolyteLevel 2D5
24-30-00 Battery Cell Replacement 2D6
24-30-00 ChargingBattery 2D8
24-30-00 ConstasntCurrentCharging 2D8
24-30-00 ConstantPotentialCharging 2D11
24-30-00 Cell VoltageCheck 2D11
24-30-00 Battery Disconnectand ReceptacleInspection 2D11
24-30-00 Installationof Battery 2D12
24-30-00 TestingBatteryTemperatureSensor 2D12
24-30-00 VoltageControlPanel 2D12
24-30-00 Descriptionand Operationof VoltageControlPanel 2D12
24-30-00 CheckingVoltageControlPanel 2D13
24-30-00 Removalof VoltageControlPanel(s)(A/C Serial
Numbers42-7800001to 42-8001037) 2D13
24-30-00 Removalof VoltageControlPanel (A/C
Serial Numbers42-8001038and up) 2D13
24-30-00 Installationof VoltageControlPanel(s)(A/C
Serial Numbers42-7800001to 42-8001037) 2D14
24-30-00 Installationof VoltageControlPanel(s)(A/C
Serial Numbers42-8001038and up) 2D14
24-30-00 PerformanceTest Lear SieglerP/N 51530-001,
VoltageControlPanel(PA42-720) 2D14
24-30-00 DielectricTest 2D14
24-30-00 Final Testing 2D15
24-30-00 Open Loop Test (VoltageRegulator) 2D15
24-30-00 OvervoltageTest 2D17
24-30-00 OverexcitationProtection 2D17
24-30-00 AutomaticLine ContactorTest 2D17
24-30-00 Closed Loop Tests 2D18
24-30-00 ParallelingTest 2D18
24-40-00 ExternalPower 2D19

24-40-00 Operationof ExternalPowerReceptacle 2D19
24-40-00 StartingThroughExternalPowerReceptacle 2D20
24 - ContJEffec.
Page 2
2B11
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 24 - ELECTRICAL POWER
SYSTEM GRID
24-50-00 ElectricalLoad Distribution 2D21

24-50-00 Descriptionof OverheadSwitches 2D21
24-50-00 Removalof OverheadSwitches 2D21
24-50-00 Installationof OverheadSwitches 2D21
24-50-00 Purposeof the Main Tie Circuit Breakerand
CrossfeedDiode Check 2D24
24-50-00 Descriptionof CircuitBreakerand SwitchPanel 2D24
24-50-00 Removalof Circuit Breakersand ToggleSwitches 2D24
24-50-00 Installationof Circuit Breakersand ToggleSwitches 2E1
24-50-00 CrossStart Relay(s) 2E1
24-50-00 Removalof Cross StartRelay(s) 2E1
24-50-00 Installationof Cross StartRelay(s) 2E1
-NOTE-
Electric Schematics are located in Chapter 91.
24 - Cont/Effec.
Page 3
2B12
PIPER AIRCRAFT
PA-42/42-720
GENERAL
DESCRIPTION
Electricalpower is suppliedby a 28-volt,direct current,negativegroundelectricalsystem. A 24-volt(Nickel-

Cadmium) battery supplies power for starting and is a reserve power source in case of generator failure. An
external power receptaclein the nose of the airplanesupplies externalpower during cold weatheroperation, or
wheneverexternalpoweris neededto start the engines.
The electrical systemis controlledby the battery masterswitch, right starter-generatorswitch,and left starter-
generatorswitch. The battery master switchcontrolsa mastercontactorwhichconnectsthe battery to the tie bus.
The five basic electricalsystem buses are also connectedto the tie bus. The mode of operationof the DC starter-
generator is selected by using the left or right starter-generatorswitches. There are two and three position
switches which function as follows: UP position GEN, CENTERpositionOFF, and DOWN position START.
Each switchcontainsa placard indicatingits selectedfunction.
The model PA-42containstwo 28 Vdc - 250 amp starter-generators,and the model PA-42-720containstwo 28
Vdc - 300 amp starter-generators. Also incorporatedinto the system are overvoltageand overload protection.
The electricalswitches are locatedin an overheadpaneljust abovethe windshield. There are two circuitbreaker
panelson the right and left side panelsof the cockpit.
Lighting consistsof standardnavigationlights, a landing,and taxi light locatedon the nose gear strut housing.
Navigationlights are locatedon both wing tips and the tail. Strobe lights are part of the light assemblyon both
wing tips. Recognitionlights are optional. Lighting in the cabin consistsof indirectfluorescentlights and four
readinglights. Lightingin the cockpit consistsof an annunciatorpanel, variousindicatorlights, instrumentpanel
lighting, and two map lights. The overhead switch panel, lower switch panel, and circuit breaker panel are
electroluminescent.Courtesylightsconsistsof a baggagecompartmentlight in the nose and a passengerentrance
light. There is also a 50 watt winginspectionlight locatedoutboardin the left enginenacelle.
TROUBLESHOOTING
Problems peculiar in the electrical system componentscovered in this chapter are listed in Chart 2401 along
with probablecauses and suggestedremedies. Afterthe trouble is corrected,check the entire system for security
and operation of components. Chapter 91 provides electrical wiring schematics to use with conventional
troubleshootingmethods.
24-00-00
Page 1
2B13
PIPER AIRCRAFT
PA-42/42-720
CHART 2401. TROUBLESHOOTING (ELECTRICAL SYSTEM)
Trouble I Cause Remedy
STARTER-GENERATOR
Unit failsto operateor does Low voltagepower source. Checkthe power sourceto
not attainnormal speed. make certain that full voltage
is beingapplied to starter
terminals.
Defectiveswitchin power Replaceswitch.

supplyline.
Defectivestartersolenoid. Replacesolenoid.
Damagedarmature. Replacethe armature

assembly.
Short circuitedor open Replacethe stator and

stator windings. housingassembly.
Improperlyseated Check brush seats and

brushes. increase brush run-in
time.
Eccentriccommutator. Refinish commutator.
Excessive sparking Short circuitedor grounded Replace stator and housing

at brushes. field windings. assembly.
Excessiveclearancein Replacebearings.
bearingsor rough
bearingraces.
Eccentriccommutator. Refinish commutator.
Short circuit in armature Replace armature assembly.

windings.
Brushesincorrectlyinstalled Reverseand reseat

with top bevel reversed.
Armature out of balance. Balanceor replace

armature.
24-00-00
Page 2
2B14
PIPER AIRCRAFT
PA-42/42-720
CHART 2401. TROUBLESHOOTING (ELECTRICAL SYSTEM) (continued)
STARTER-GENERATOR (continued)
Excessive sparking Insufficient brush run-in; Run in brushes until

at brushes. (continued) improper seating. seated.
Severe overload or short Locate and correct fault.

circuit in aircraft electrical
system.
Brushes sticking in holders. Free-up brushes.
Weak brush springs. Replace brush holders.
Brushes loose in holder. Replace brushes. If still

loose, replace brush holder
assemblies.
Noisy operation. Rough bearings. Replace bearings.
Scored or worn drive splines. Replace drive shaft.
Armature rubbing in stator. Repair or replace defective

parts.
Fan blades bent and Straighten or replace

rubbing. fan.
Unit vibrates. Unbalanced armature Balance or replace

assembly. armature assembly.
Excessive run-out of Replace armature bearings.

armature bearings.
Fan damaged or out Rebalance or replace fan.

of balance.
Generator produces full Voltmeter leads reversed. Connect voltmeter

voltage - but with correctly.
reversed polarity.
Residual magnetism in Flash the field.
field poles creates wrong
polarity.
24-00-00
Page 3
2B15
PIPER AIRCRAFT
PA-42/42-720
STARTER-GENERATOR (continued)
Generator overheats. Continuous overload or Check aircraft electrical

restricted air inlet. system for grounds, etc.
Make correction as
necessary.
D to E paralleling voltage Insufficient cooling air. Check for air inlet

not within limits. temperature.
Air flow obstruction; din Check ducting and generator

accumulation in generator air inlet.
ducting.
Wrong load applied during Check testing procedure

testing. and correct condition.
Starter-generator fails Short circuited or open Replace stator and housing

starting test. stator winding. assembly.
Open circuit in armature. Replace armature.
BATTERY-DISCONNECT SOLENOID
Does not operate. Open circuit. Repair wiring.
Dirty contact on Clean contacts.

connector plug.
Open-circuited solenoid Replace unit.

coil.
Plunger binding. Remove and wash plunger

and housing thoroughly
with Stoddard solution.
Change spring compression
only as a last resort.
24-00-00
Page 4
2B16
PIPER AIRCRAFT
PA-42/42-720
BATTERY-DISCONNECT SOLENOID (continued)
Intermittentoperation. Short-circuitedcoil. Replacecoil. Clean and

Loose electrical tighten electricalconnections.
connection.
Plunger binding. See remedypertainingto

"Plungerbinding"under
"Doesnot operate."
Badlyburnedpoints. If points cannotbe dressed

down,replacethe unit.
STROBE LIGHT
Flash tubes do not Flash tube exposedto Replaceflash tube.

fire. very high temperature.
Lead around seal of the Replace flash tube.

wire to the glass.
Power supply. Replace power supply.
Flash tubes continuously Flash tubes are self- Replace flash tube.
glow a light blue. ionized.
DOOR SEAL CIRCUIT
Cabin door unsafe light Door switchstickingin Lubricatethe mechanical

will not go out. the open position. parts (sparinglywith "Glide
Air")or equivalent.
Switchor switchesin door Adjustswitches.

frameout of adjustment.
Short to ground. Checkwiring and repair.
Cabin door unsafe light Brokenwire or loose Check and repair wiring.
will not come on. connection.
24-00-00
Page 5
2B17
PIPER AIRCRAFT
PA-42/42-720
CHART 2402. SWITCH LOCATIONS
SWITCH FUNCTION LOCATION
RIGHT IGNITION EYEBROW SW PANEL
LEFT IGNITION EYEBROW SW PANEL
RIGHT GEN. SELECTOR EYEBROW SW PANEL
BATTERY MASTER OVERHEAD SW PANEL
LEFT GEN. SELECTOR EYEBROW SW PANEL
RIGHT BLEED AIR EYEBROW SW PANEL
RIGHT OIL COOLER COWL EYEBROW SW PANEL
LEFT BLEED AIR EYEBROW SW PANEL
LEFT OIL COOLER COWL EYEBROW SW PANEL
STROBE LIGHTS OVERHEAD SW PANEL
NAVIGATION LIGHTS OVERHEAD SW PANEL
TAXI LIGHT OVERHEAD SW PANEL
LANDING LIGHTS OVERHEAD SW PANEL
ICE DETECTION LIGHT OVERHEAD SW PANEL
EXIT LIGHT OVERHEAD SW PANEL
RECOGNITION LIGHT OVERHEAD SW PANEL
RIGHT AUTO FUEL PUMP SELECTOR EYEBROW SW PANEL
LEFT AUTO FUEL PUMP SELECTOR EYEBROW SW PANEL
RIGHT PITOT HEAT OVERHEAD SW PANEL
RIGHT WINDSHIELD HEAT OVERHEAD SW PANEL
LEFT PITOT HEAT OVERHEAD SW PANEL
LEFT WINDSHIELD HEAT OVERHEAD SW PANEL
SURFACE DE-ICE OVERHEAD SW PANEL
24-00-00
Page 6
2B18
PIPER AIRCRAFT
PA-42/42-720
1. EXTERNALLIGHTINGSWITCHES
2. DEICESYSTEMSWITCHES
3. LEFT ENGINESWITCHES
4. RIGHTENGINESWITCHES
5. BATTERYMASTERSWITCH
6. RIGHTGENERATORAMMETER
7. LEFTGENERATORAMMETER
8. VOLTMETER
9. CROSS-STARTREADYLIGHTS
10. REVERSELOCKOUTTEST SWITCH
11. HYDRAULICTOPPINGGOVERNORRESETSWITCHES
12. MAP LIGHTAND SWITCH
13. INSTRUMENTLIGHTDIMMERS
14. NO SMOKING,SEATBELT,AND DOMELIGHT SWITCH
15. DOMELIGHT
16. GENERATORTRIP SWITCHES
17. FIXED DIMMINGSWITCH
18. DOMELIGHTSWITCH
Figure 24-1. Overhead Switch Panel (PA-42)
24-00-00
Page 7
2B19
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE
MANUAL
1. EXTERNALLIGHTINGSWITCHES
2. DEICESYSTEMSWITCHES
3. LEFT ENGINESWITCHES
4. RIGHTENGINESWITCHES
5. STARTERDISENGAGESWITCH
6. BATTERYMASTERSWITCH
7. LEFTGENERATORAMMETER
8. RIGHTGENERATOR AMMETER
9. VOLTMETER
12. MAPLIGHTAND SWITCH
14. NO SMOKING,SEATBELT,AND DOMELIGHT SWITCH
15. DOMELIGHT
16. FIXEDDIMMINGSWITCH
17. DOMELIGHTSWITCH
Figure 24-2. Overhead Switch Panel (PA-42-720)
24-00-00
Page 8
2B20
PIPER AIRCRAFT
PA-42/42-720
Figure24-3. Main CircuitBreakerPanel (Typical)
24-00-00
Page 9
2B21
PIPER AIRCRAFT
PA-42/42-720
DC GENERATION
-CAUTION -
DO NOT LEAVE SELECTOR SWITCH IN THE START

POSITION ANY LONGER THAN THE TIME REQUIRED
FOR A NORMAL ENGINE START. OTHERWISE, THE UNIT
CAN BE DAMAGED BY EXCESSIVE TEMPERATURES
CAUSED BY LARGE STARTING CURRENTS IF A NORMAL
START IS NOT EFFECTED.
DESCRIPTION AND OPERATION OF STARTER-GENERATOR SYSTEM (PA42)
The starter-generator is located on the upper part of the engine accessory section. The purpose of the unit is to
provide torque for engine starting and to generate DC electrical power. When this unit is used as a starter, it can
be energized by aircraft battery, or by using an external power source for first engine start. Also incorporated is a
cross start system providing generated power to assist the battery in starting the second engine. The cross start
relay connects the functioning generator to the battery and the start solenoid to start the second engine by-passing
the main tie bus breakers. Three conditions must be met: 1. Running engine generator switch must be on; 2.
Engine tach must be over 70% - (the engine to be started under 70%); 3. After these two conditions are met, the
cross start ready light will illuminated. Turn on generator/start switch to start the second engine.
- CAUTION -
A POWER SPLIT BETWEEN ENGINES IN FLIGHT WILL

ILLUMINATE THE CROSS START READY LIGHT (ONE
ENGINE ABOVE 70%, THE OTHER BELOW 70%). READY
LIGHT WILL EXTINGUISH WITH POWER THE SAME,
ABOVE, OR BELOW 70%.
When the unit is used as a generator, it provides rated DC output when operated at rated speeds. This
generated electrical power is then used as required to operate various aircraft electrical systems.
This unit incorporates its own cooling system consisting of an air inlet duct, heated scoop, exhaust duct, and a
four bladed fan. Cooling is obtained by routing the outside ram air through the air inlet duct, which is then driven
through the unit by the four bladed fan and overboard through the exhaust duct.
Each unit is controlled by its own independent, three position switch: DN for start, UP for generator, center
position for off. The switches are located on the overhead switch panel. (Figure 24-1.) With the battery master
switch on, placing the right or left starter-generator switch in the start position closes the appropriate starter
solenoid for that particular engine. Power is then supplied through the master contactor to the field windings and
the armature windings of the starter unit creating a strong magnetic field. The magnetic field now existing in the
armature combines with that existing in the field windings of the starter unit driving the armature to start the
engine.
When the switch is placed in the GEN position, the unit provides rated DC output to the aircraft electrical
system through the voltage control panel and the overvoltage control. Placing the switch in the center or off
position disconnects the unit from the electrical system of the aircraft.
24-30-00
Page 1
2B22
PIPER AIRCRAFT
PA-42/42-720
DESCRIPTION AND OPERATION OF STARTER GENERATOR SYSTEM (PA-42-720)
The starter generatoris locatedon the upper partof theengine accessorysection. The purposeof the unit is to
provide torquefor engine startingand to generatedc electricalpower. Whenthis unit is beingutilizedas a starter,
it may be energizedby aircraftbattery or throughthe use of an externalpower source for first engine start Also
incorporatedis a cross start systemto providegeneratedpower to assist the battery in startingthe secondengine.
The cross start relays connect the functioninggeneratorto the battery and the start solenoidto start the second
engine, bypassing the main bus breakers. For cross starting, these conditions must be met: operating engine
generatorswitch on, engineat high idle, and secondenginestart switch to STARTposition.
When the unit is being utilized as a generator,it will providerated dc output when operated at rated speeds.
This generatedelectricalpoweris then utilizedas requiredto operate the variouselectricalsystemsof the aircraft.
This unit incorporates its own cooling system which consists of an air inlet duct, exhaust duct, and a four
bladed fan which is part of the unit. Cooling is obtainedby routingthe outsideram air through the air inlet duct
which is then driventhrough the unit by the four bladedfan and overboardthrough the exhaustduct.
Each unit is controlledby its own independentthree positionswitch: DN for START,UP for GENERATOR,
center position OFF. The switches are located on the overhead switch panel (refer to Figure 24-2). With the
battery master switch on, placing the right or left starter generator switch in the STARTposition closes the
appropriatestarter solenoidfor the particularengine. Poweris then suppliedthrough the master contactorto the
field windingsand the armaturewindingsof the starter unit creatinga strong magneticfield. The magneticfield
now existing in the armature combines with that existing in the field windings of the starter unit driving the
armatureas requiredto start the engine.
When the switch is placed in the GEN position, the unit provides rated dc output to the aircraft electrical
system through the voltage control panel and the overvoltagecontrol. Placing the switch in the center or OFF
positiondisconnectsthe unit from the electricalsystemof the aircraft.
STARTER-GENERATOR SERVICE TEST SPECIFICATIONS (PA-42)
Lear Siegler specificationsfor the 28-volt starter-generatorinstalled as standard equipmenton PA-42 series
airplanes, are as follows: (Referto Chart 2403.)
CHART 2403. STARTER-GENERATOR TEST SPECIFICATIONS (PA-42)
DC Starter-GeneratorModel.......................................................................................23048-020
Rating (kw)....................................................................................................................
7.5
Current@ max. RPM.................................................................................................... 250 amps
Voltage(gen. output)..................................................................................................... 30 Vdc (nominal)
Speed range(rpm)......................................................................................................... 6,200-12,000
Rated ContinuousSpeed ............................................................................................... 12,000 RPM
Directionof rotationwhenviewingshaft end...............................................................CCW
Operatingaltitude(max.-ft.) ......................................................................................... 35,000
Voltage(starter,max.) ................................................................................................... 28
Positiveterminal designation........................................................................................
Negativeterminal designation.......................................................................................
Positivefield-terminal designation...............................................................................
Equalizerterminal designation...................................................................................... D
Startingterminal designation........................................................................................
Weight ...........................................................................................................................
32.1 lbs. (Q.D.)
Brush life.......................................................................................................................
1000hoursmin.
24-30-00
Page 2
2B23
PIPER AIRCRAFT
PA-42/42-720
STARTERGENERATORSERVICETESTSPECIFICATIONS
(PA-42-720)
Lear Sieglerleading particularsfor the 28-voltstarter generatorsinstalledas standardequipmenton PA42-720

airplanesare as follows(refer to Chart2404):
CHART2404. STARTERGENERATORTESTSPECIFICATIONS (PA-42-720)

Rating (MinimumContinuous)
175amperes,28 volts at groundidle speed of 6,720 rpm.
300 amperes,28 volts at 6,950 rpm.
300 amperes,30.0volts to maximumrated speed of 12,000rpm.
ExternalStartingPowerLimitations:
1,700amperesmaximum,self-limitingwith 30 volts maximumat start receptacle and 0.004 ohm
aircraftcircuitresistancewhen powersupplyis connectedto terminalB (shunt start).
Cooling ...........................................................................................Combination Self-Cooled & Blast Air
Air Inlet Opening Diameter ...................................................................................................... 3.00 inches
Overall Length (Less Spline Drive). .......................................................................................

12.00 inches
Housing Diameter.....................................................................................................................5.86 inches
Weight (Including QAD Kit)* (Approx) ............................................................................... 30.55 pounds
Overhung Moment (Approx)................................. ......................................... 153 inch-pounds
Direction of Rotation (Viewing Drive End) ...................................................................Counterclockwise
Drive Spline & Mounting Flange ............................................................................................MS3331-IP
Number of Teeth in Drive Spline.................................. ........ ..... ....... .................................. 12
Drive Spline Pitch Diameter......................................................................................................0.600 inch
Drive Shaft Shear Torque (Nom.).................................................................................1,600 inch-pounds
Terminal Designations
Positive ................................................ ....................................................................... .............
B+
Neg ative .........................................................................................................................................E-
Positive Field ......... ......... ......... .................................................................................................A+
Equalizer.........................................................................................................................................D
24-30-00
Page3
2B24
PIPER AIRCRAFT
PA-42/42-720
Figure 24-4. Starter - Generator Basic Diagram
24-30-00
Page 4
2C1 2C2 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
Figure 24-4. Starter - Generator Basic Diagram (Continued)
24-30-00
Page 5
Reissued: December 31, 1989 2C3 2C4
PIPER AIRCRAFT
PA-42142-720
Figure 24-5. Power Distribution (PA-42)

24-30-00
Page 6
2C5
PIPER AIRCRAFT
PA-42/42-720
INVERTERCONTROLSOLENOIDSAND AVIONICS
BUS CONTACTORSCONTROLLEDBY AVIONICSPANEL
GEN
KLC-2
RIGHTGENERATOR
200A
TIE BUS
BYPASS
CONTACTORS
GROUNDTHROUGH
SOUATSWITCH
TO START
LEFTMAIN
LANDINGGEAR CONTROL
(AIRBORNE)
BATTERY
SOLENOID
Figure 24-6. Power Distribution (PA-42-720)

24-30-00
Page 7
2C6
PIPER AIRCRAFT
PA-42/42-720
1. LEFTPITOTHEATINDICATOR
2. RIGHTPITOTHEAT INDICATOR
3. STALLWARNINGHEATINDICATOR
-NOTE- 4. PROPINLETDEICESWITCH(L&R)
On PA-42-720 Models Only, Left A.H. and 5. AMMETER
D.G. not standard. See Avionics Installation. 6. LEFTMAIN BUS
Also, No Fuel Heat or Generator Inlet Deice 7. ESSENTIALBUS
Circuit Breakers on the same models. 8. AC BUS
Figure 24-7. Left CircuitBreakerPanels Installation(Typical)
24-30-00
Page 8
2C7
PIPER AIRCRAFT
PA-42/42-720
1. HOURMETER
2. SURFACEDEICEWARNLIGHTS
3. PANEL
MAIN C/B ELECTROLUMINESCENT
4. NONESSENTIALC/B ELECTROLUMINESCENT
PANEL
5. AVIONICSC/B ELECTROLUMINESCENT
PANEL
Figure 24-8. Right Circuit Breaker Panel Installation (Typical)
24-30-00
Page 9
2C8
PIPER AIRCRAFT
PA-42/42-720
CHECKING STARTER-GENERATORSYSTEM
The system incorporatestwo ammeterswhich provide an independentoutput check of each generatorand a

voltmeter which monitorsthe electricalbus voltage. Should either ammeterfail to indicate an output from its
generator,check appropriatecircuitbreaker(Figures24-7/8). If circuitbreakersare in normaloperatingposition,
a furthercheck of the systemis required: (Referto Chart2405 for inspectionand time limits.)
1. Checkthat ammetersare operatingproperly.
2. Checkthat all electricalunits are off and batteryis fully charged.
3. Disconnectelectricallead at terminalstud B+ on starter-generatorbeing tested. (L or R.)
4. Turn on batterymaster switchand turn selectorswitch (L or R) for unit beingtested to STARTposition.
5. Usinga voltmeter,attachpositivelead to electricallead removedfrom terminalstud B+ on starter-generator,
and attachthe otherlead to airframeground. Voltmetermust read batteryvoltage of 24 volts.
6. Turn battery masterswitch off.
7. Disconnectvoltmeterpositivelead fromthe wire removedfrom starter-generatorterminalstud B+.
8. Connectelectricallead previouslyremovedto B+terminalstud on starter-generator.
-NOTE-
On PA-42 series aircraft with Lear Siegler model 23048-020starter-

generators,the positiveterminalsare A+.
ADJUSTMENTS OF STARTER GENERATOR
The only adjustmentnecessaryto maintainthe proper generatoroutput is locatedon the generatorcontrolunit.

A voltage of 28.5 volts must be maintained. All other control adjustmentsare made at time of installationand
need not be reset.
Since the starter generatorand regulatorunits are designedfor use on a single polarity type electricalsystem,
the followinglisted precautionsmust be observedwhenservicingthe chargingcircuits.
- CAUTION -
FAILURE TO OBSERVE THESE PRECAUTIONS COULD

RESULT IN SERIOUS DAMAGE TO THE ELECTRICAL
EQUIPMENT.
1. When installinga battery,ensure that the groundpolarityof the battery and the groundpolarity of the starter
generatoris the same.
2. When connectinga booster battery,make certain to connect the negativebattery terminalstogether and the
positive batteryterminalstogether.
3. When connectinga charger to the battery,connectthe chargerpositive lead to the battery positive terminal
and the chargernegativelead to the battery negativeterminal.
4. Never operate the starter generatoron an open circuit. Make absolutelycertainall connectionsin the circuit
are secure.
5. Do not short acrossor groundany of the terminalson the startergeneratoror generatorcontrolunit.
24-30-00
Page 10
2C9
PIPER AIRCRAFT
PA-42/42-720
ADJUSTMENTS OF STARTER GENERATOR (continued)
6. A starter generatorwith reversedpolarity in the output voltage may be correctedby flashingthe field as in
the procedure below:
- CAUTION
DO NOT FLASH THE FIELD WHILE STARTER

GENERATOR IS IN OPERATION.
a. Disconnectthe leads to the proper generatorcontrolunit.
b. Connectthe negativeterminalof a small battery (1.5 to 6 volts), or an equivalentdc power supply, to
terminal E of affectedstartergenerator.
c. Connecta jumper wire frompositiveterminalof samebatteryto terminalA of same startergenerator.
-NOTE-
If flashing the field fails to correct generator polarity, check for

incorrectconnectionsor defectivefield circuit.
MAINTENANCE OF STARTER GENERATOR (PA42-720 Only)
GENERAL
The instructions contained in this manual provide a guide for line maintenance, inspection, and brush
replacementonly. Replacementof brushesat this level is made possibleby the use of instantfilmingbrushes.
-CAUTION-
DO NOT EXCEED 1000 HOURS BETWEEN OVERHAULS

UNLESS OTHERWISE SPECIFIED.
DESCRIPTION
The starter generator serves a dual purpose which, when energizedby the proper electric source, starts the
aircraftengines and then serves as a source of continuous30-voltnominal direct current power when driven by
the engine.
MAINTENANCE
As a precautionarymeasurebetweenoverhaulperiods,it is recommendedthat the startergeneratorsbe given a

periodic inspection. (Check event schedules in Chapter 5 for inspection frequency.) Normally it will be
necessaryto remove the starter generatorfrom the engine for a thoroughinspectionof brushesand commutator.
Such removalalso affords the opportunityto inspectfor splineor dampenerwear, and other details.
-NOTE-
No special tools are required to accomplishline maintenanceof the

startergenerators.
24-30-00 1
Page 11
2C10
PIPER AIRCRAFT
PA-42/42-720
REMOVAL AND INSTALLATION OF STARTER GENERATOR
After engine cowling has been removed:

1. Disconnect and mark electrical wiring at terminal block.
2. Disconnect cooling air inlet and exhaust hoses or ducts.
- CAUTION-
THE STARTER GENERATOR MUST BE SUPPORTED

BEFORE LOOSENING THE HOLDING CLAMP AS DAMAGE
TO THE SPLINE MAY OCCUR. CARE SHOULD ALSO BE
EXERCISED IN THAT THE UNIT DOES NOT HIT THE
LOWER ENGINE MOUNT WHEN REMOVING IT FROM
THE ENGINE ACCESSORY COMPARTMENT.
3. Support starter generator and loosen clamp between QAD and starter generator.
4. Remove starter generator by sliding aft and lift out of engine accessory compartment.
5. Reverse procedure for installation of starter generator.
Quick-Attach-Detach
(QAD) TerminalCover
MountingKit
CorrectBrush
Lead Position
Torsion
Damper Fan
ExhaustAir Holes
V-BandAssembly
V-Band Assembly
Figure 24-9. Typical Cross-Section of Starter Generator
24-30-00
Page 12
2C11
PIPER AIRCRAFT
PA-42/42-720
GENERATOR CLEANING (ASSEMBLED)
1. Removegeneratorfrom aircraft.
2. Remove brush inspection cover. Do not remove brushes during internal cleaning and resistance check
procedures.
3. Internal cleaning:
WARNING
WHILE USING COMPRESSED AIR, WEAR GOGGLES OR

FACE SHIELD TO PROTECT EYES. DO NOTAIM AIR JETAT
EXPOSED SKIN. USE A DUST FILTER RESPIRATOR.
-CAUTION-
TO PREVENT DAMAGE TO BEARING SEALS AND TO

AVOID FORCING CONTAMINANTS INTO BEARINGS, DO
NOT AIM AIR JET AT BEARINGS
a. Remove carbon and copper dust from armature and stator windingsusing a low pressure (40 psi) air
supply and nozzle. Start at the driveend of unit and worktowardthe brushesand commutatorarea.
- WARNING -
STODDARD SOLVENT IS TOXIC AND COMBUSTIBLE. DO

NOT BREATHE VAPORS. USE IN WELL VENTILATED AREA
FREE FROM SPARKS, FLAME, AND HOT SURFACES. WEAR
SPLASH GOGGLES, SOLVENT RESISTANT GLOVES, AND
OTHER PROTECTIVE GEAR. IN CASE OF SKIN CONTACT,
WASH WITH SOAP AND WATER; IN CASE OF EYE
CONTACT, FLUSH EYES WITH WATER AND SEEK MEDICAL
ATTENTION.
-CAUTION
DO NOT USE LUBRICANTS OR UNAUTHORIZED

SOLVENTS, WHICH CAN REDUCE BRUSH LIFE.
b. Inspectinterior of unit for oil and other contaminants. Wipecontaminantswith clean cloth moistened
with Stoddardsolvent(FederalSpecificationP-D-680,Type 1).
c. Perform an insulationcheckusing a volt-ohmmeteror equivalent(50-voltmaximum)sourcetester.The
dc resistancebetweenpositiveterminalB and the machineframemust measureat least 10,000ohms. If
resistanceagainmeasuresless than 10,000ohms, returnunit to an authorizedoverhaulcenter for repair.
d. Inspect air intake and exhaust screens for foreign material. Carefully remove foreign material and
check for possibleinternaldamage to unit.
24-30-00
Page 13
2C12
PIPER AIRCRAFT
PA-42/42-720
4. Exterior cleaning:
a. Ensurethat brushinspectioncover is installedto unit.
- WARNING-
REFERTO WARNINGIN STEP (3A) BEFOREPERFORMING

NEXTSTEP.
b. Thoroughly clean exterior of unit with soft, clean cloth moistened with Stoddard solvent (Federal
SpecificationP-D-680,Type 1). Wipedry with a clean, lint-freecloth.
5. Inspectgeneratorbrushesusingprocedurein GeneratorBrushInspectionsection.
GENERATOR BRUSH INSPECTION
Generator brush inspection is recommended at 100 hour intervals. By means of the diagonal wear groove on
the side of each brush,which shows 100%useful life when new,the percentageof remaininguseful life is easily
estimatedat each inspection. Inspectgeneratorbrushesas followsto determinecontinuedairworthiness:
1. Remove brushcoverfrom unit.
2. Remove screwssecuringbrushleads to brushholders. Witha stiff wire hook, lift springsfrom brushesand
remove brushes.
-NOTE-
If brusheswillbe reused,mark eachbrush to allowthat the brush will

be installedinto brush holderthat it was removedfrom.
3. Determineremaininglife of each brush (refer to Figure 24-10). If any one brush is estimated to be worn
out before the nextinspectionor overhaul,replaceall brushes.
4. After inspection,replace brush cover. Ensure that cover is seated in housing recess and that exhaust air
holes are locatedadjacentto terminalblock.
5. Install generatoron aircraft.
WEAR SPLITSTYLE
GROOVE
GROOVE
1/2LIFE REMAINING
REMAINING CORETYPE RANDOMPARTICLE
NEW BRUSH ALTITUDE
TREATMENT ALTITUDETREATMENT
Figure 24-10. Illustrationof Brush WearStages Figure 24-11. InstantFilming Brushes
24-30-00
Page 14
2C13
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
Instant filming brushes which do not have cores or visible particles

are identified by marking I/F, in additionto any grade numbers and
date codeletters.
-NOTE-
If new brushes have been installed, it is not necessary to conduct

seating or run-in operations due to the ability of instant-filming
brushes to carry full starting and generating currents without such
run-in. If the specifiedbrushis NOTone of thesetypes, the unit must
be returned to an overhaul shop for brush replacement,run-in, and
test.
Brush mustbe installedwithtop bevelas shownfor the

clockwisearmaturerotationindicated.(For reverserotation
units,top bevelwillbe oppositeto that shown.
RECONNECT NEGATIVE
FIELDLEAD
LAYBRUSHLEADSOVER
BRUSHSPRINGCLIPS
Figure 24-12. CorrectPositionof Brushes,Leads,and Springs
24-30-00
Page 15
2C14
PIPER AIRCRAFT
PA-42/42-720
MAINTENANCE OF STARTER-GENERATOR (PA-42, 250 AMP MODEL 23048-20 ONLY)
REMOVAL OF STARTER-GENERATOR FROM AIRCRAFT
1. Disconnectvents from top cowl and removecowl from engine.

2. Check oil drain from starter-generator(sg) drive housing for signs of oil leakage. If excess oil is shown,
inspect seals afterremovingsg end bell mountfrom engine to ensurethey haven'tfailed.
3. Disconnectbattery from system.
4. Note appropriatewire connectionson sg buss and disconnectwires.
5. Separatenecessarytubingfrom sg ducts.
6. Removev-clampretainingsg to its end bell mountand carefullyslide sg back out of engine.
7. Removebell end collectorby unscrewingretainingnuts.
DISASSEMBLYOF MODEL 23048-20STARTER-GENERATOR
1. Loosenv-clamp and removeinlet assemblyfrom end of starter-generator(sg).

2. Twistfan cover to unlockit from statorhousing;withdrawcover.
3. To removebrushcoverfrom housing,loosen screw tighteningclamp;separateclamp.
4. Removefour brushesfrom their holdersby unscrewingbrushand field leads.
5. Usinga suitable splinewrenchto restraindrive shaft, removefan retainingnut and withdrawfan from shaft.
6. Tap drive shaft out of stator and housingassemblywith a plastic, leather,or other soft mallet on fan end of
shaft.
7. Remove dampener plate and friction ring. Remove dampener hub only if damaged. If replacement is
necessary,use the followinginstructions:
a. Coverthreadson far attachmentend of drive shaft.
b. Use a suitablearbor press to pressshaft from hub.
8. Removedrive end bell by unscrewingtwelve screwsattachingit to the statorhousing. Only removescreen
if necessary.
9. With armaturepressedin bearing and brush support assembly,remove right screws attaching assemblyto
statorhousing, andwithdrawthem fromhousing.
10. Place supportassemblyin a suitablearbor press. Press armatureout of bearing.
11. Removeretainingring and baffledisc drive end of armatureshaft.
- CAUTION -
BEARING PULLER JAWS MUST BE TAPED TO PREVENT

DAMAGE TO BACK PLATE CHAMBERED FACE.
12. Removedrive end bearingfrom armatureshaft with a suitablebearingpuller.
13. Remove remainingbaffledisc from shaft.
14. Remove bearing in support assembly by unscrewing four screws mounting bearing retainer to support
assembly;press out bearing.
24-30-00
Page 16
2C15
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
Do not remove brush holders and springs from support assembly

unless an inspection reveals replacement of the parts is necessary.
Refer to repair and replacementparagraph for procedures. Do not
disassemblestator and housingassembly.
15. To replaceterminalblock, proceedas follows:
a. Removenuts and washersat studsA and D.
b. Removenuts and washersfrom studsE, B, and C.
c. Removetwo screws,lockwashers,and washers.
d. Removeterminalblock from statorhousing.
-NOTE-
Do not remove instruction decal or identification plate unless

damaged and replacement is necessary.
CLEANING PROCEDURES
Suitable solvents for cleaning starter-generator parts are found in the list of consumable materials in Chapter 91.
- WARNING -
DO NOT INHALE SOLVENT VAPOR AND USE ONLY IN A

WELL VENTILATED AREA. AVOID PHYSICAL CONTACT.
DO NOT USE CARBON TETRACHLORIDE FOR CLEANING.
1. With the starter-generator (sg) disassembled, those parts not included with the major assembly (brushes,
bearings, armature, and stator-housing) must be thoroughly cleaned in solvent, Federal Spec. P-D-680.
2. Thoroughly dry all applicable parts with dry, low pressure (5 - 10 psi), filtered compressed air.
3. Blow dust and other foreign matter from armature, commutator, inside and outside of stator-housing. Clean
commutator using a soft bristle brush of foreign material between commutator bars.
4. Wipe all assemblies mentioned in step 3 with a clean cloth moistened in cleaning solvent.
5. After cleaning armature and stator-housing assembly, dry them in a 200°F (93°C) oven for about 2 hours.
24-30-00
Page 17
2C16
PIPER AIRCRAFT
PA-42/42-720
INSPECTION
Chart 2405 will give the name of the parts and the type inspection reqired for that part.
CHART 2405. INSPECTION OF COMPONENTS

INDEX NO. NOMENCLATURE INSPECTION TIME AND
(See Figure 24-13.) REPLACEMENT
5, 6 Covers (Fan Check for dents or broken spot welds. Replace

and Brush) if damaged.
8 Brush Check for cracks, chips, frayed leads, and loose

rivets or shunt connections. Replace if defective.
Replace brushes if remaining allowable wear
will be exceeded before the next inspection.
(See Figure 24-10.)
Inspect every 250 hours.
Replace every 500 hours.
10 Fan Inspect for looseness of blade on hub or a bent

or cracked condition. Forward edge of blade
shall not measure less than 0.100 inch from
locating shoulder of hub, and the back edge of
blade shall not measure more than 0.830 inch.
Replace if beyond repair.
12 Drive Shaft Magnaflux inspect per MIL-I-6868 for cracks.

Visually inspect for broken or damaged splines
and spline wear. To measure spline wear on the
large splines, use two 0.096 inch diameter pins.
Dimension across the pins should be not less
than 0.7262 inch. Replace shaft if dimensions
are less than indicated.
15 Plate, Inspect for cracks and warpage. Replace if

Dampener defective, or if Belleville spring shows signs
of wear.
14 Hub, Magnaflux inspect per MIL-I-6868 for cracks.

Dampener Replace if defective.
16 Ring, Inspect for cracks and warpage. Replace ring

Friction if thickness is not .063 minimum.
24-30-00
Page 18
2C17
PIPER AIRCRAFT
PA-42/42-720
CHART 2405. INSPECTION OF COMPONENTS (continued)

INDEXNO. NOMENCLATURE INSPECTIONTIMEAND
(See Figure 24-13.) REPLACEMENT
17 Dampener Magnafluxinspectper MIL-I-6878for cracks.

BackPlate Replaceif defective.
22 Drive-End Inspectfor cracksor warpage. Replaceif

End-Bell defective. Repair or replaceif liner I.D.is
not within 1.8501/1.0504inch.
25, 29 Ball Bearings Replaceat each overhaul.
26 Armature Inspectfor worn,pitted, or burned commutator

bars; damageto windings,retainerband or
shaft; shaft concentricityand bar to bar
concentricity.Refinishcommutator,if
necessary,and electricallytest. Bar to bar
concentricitymust be within0.0001 inch and
concentricitywith shaft must be within0.005
inch total indicatorreading. Minimum
commutatordiameteris 2.055inches.
38 BrushHolder Inspectfor cracks,warpage,or weak

and Spring spring.
41 Support Inspectfor cracksor warpage. Replaceif

Assembly defective. Performelectrical test. Repair
or replaceif liner I.D. is not within
1.8501/1.8504inch.
42 Terminal Inspectfor cracks,and loose or damaged

Block terminals. Check for shortsbetweentermi-
nals, but do not hi-potto avoiddamaging
embeddedcapacitors. Replaceif defective.
53 Stator Visuallyinspectfor cracks,burnedor damaged

Assembly insulation,loose pole shoesand damagedcoils.
Replacestatorassemblyif defective. Perform
electricaltest.
24-30-00
Page 19
2C18
PIPER AIRCRAFT
PA-42/42-720
12
1. INLETASSEMBLY 15. PLATE(DAMPENER) 29. BEARING 43. SCREW

2. CLAMP 16. RING 30. SCREW 44. LOCKWASHER
3. SCREW 17. BACKPLATE 31. WASHER 45. WASHER
4. WASHER 18. SCREW 32. BOLT 46. NUT
5. COVER(FAN) 19. SCREEN 33. NUT 47. LOCK WASHER
6. COVER(BRUSH) 20. SCREW 34. WASHER 48. NUT
7. SCREW 21. WASHER 35. WASHER 49. LOCK WASHER
8. BRUSH 22. ENDBELL 36. SPRING 50. TERMINALLUG
9. SCREW 23. RETAININGRING 37. STUD 51. TERMINALLUG
10. FAN 24. DISC 38. BRUSHHOLDER 52. TERMINALLUG
11. LOCKNUT 25. BEARING 39. SLEEVE 53. STATOR
12. PACKING 26. ARMATURE 40. PLATE
INSULATION 54. INSTRUCTIONDECAL
13. DRIVESHAFT 27. BEARINGRETAINER 41. SUPPORT 55. PLATE
IDENTIFICATION
14. HUB(DAMPENER) 28. SCREW 42. TERMINALBLOCK 56. SCREW
Figure 24-13. Starter-Generator (250 Amp Model 23048-20)
24-30-00
Page 20
2C19
PIPER AIRCRAFT
PA-42/42-720
REPAIR AND REPLACEMENT (250 AMP MODEL 23048-20 ONLY)
1. If inspectionreveals commutatoris rough,pitted, or burned,refinishin an accuratelyset up lathe and adjust.

Removeenough materialto clean and true up commutatorsurface. Replacearmatureif it needs to be turned
to less than a 2.055 inch diameter. Hold commutatordiameter concentricwith bearingjournals to within
0.0005 inch total indicatorreading.
2. To undercutthe mica, turn commutatorin a lathe. If depth of undercut remainingis less than 0.032 inch,re-
undercutmica betweenbars to 0.032 inch. Use a triangularscraperto removeall excess mica, sharp edges,
and burrs from between bars. Use a bristle brush to remove metal chips and mica particles from slots
betweencommutatorbars. Checktolerancesoutlinedin step 1.
3. To polish commutator, mount armature in a lathe and operate at a speed of 500 - 600 rpm. Polish
commutatorby using sandpaper(5/0) positionedon an accuratelycut block of wood over its entire length
and at least one-third its perimeter. Remove any dust or particles from between commutatorbars with a
bristlebrush.
4. After refinishingcommutator,the armaturemust be checkedfor proper balanceof within5 grain-inches. If
balance correction is required, mill stainless steel retaining bands at each end of lamination stack until
proper balance is obtained. Only two 0.25 inch wide and 0.031 inch deep millings are permittedin each
band to maintain adequatestrength.
5. To measure brush springtension,use the followingprocedure:
a. Using a new brush,cut a groove downthe center of both edges and across the bottom. The brush will
have a continuousgroove aroundthree sides.
b. Place a thin wire around brush in groove and insert brush in one of the brushholders. Tie two ends of
wire together and attachto a springscale.
c. Raise brush with spring scaleuntil lower end of brush is even with bottomedge of holder. The tension
must be 40 - 55 ounces. Use an average of several readings, and if tension is not within this range,
replacespring.
d. Use sameprocedurefor remainingbrushholders.
6. Although new brushes are instant filming, sand them to ensure they are properly seated on commutator
surface. Failure to properlyseat brushescan affect resultsobtainedduring post overhaultests. Seat brushed
on the motor as follows:
a. Position brushleads over brushspringsto preventhangup.
b. Raise each brush spring with a stiff wire hook and lift brush away from commutatoruntil brush spring
can hold brush in positionby restingagainstside of brush.
c. Place a strip of 5/0 or finer sandpaperslightly wider than width of brush around commutator. Cut the
sandpaperstrip to one inch greater than commutatorcircumference. Secureone end of the sandpaper
strip with maskingtape so taped end will lead in the directionof rotation and the other end will remain
loose and overlaptaped end.
d. Lower brushesin place againstsandpaperand carefullyrotate armatureby hand in the normal direction
of rotation (Figure24-5) until a full seatis obtainedon each brush. Do not sand excessively.
e. Removesandpaperand removeall carbondust with dry,compressedair.
24-30-00
Page 21
2C20
PIPER AIRCRAFT
PA-42/42-720
LAYBRUSHLEADSOVER
TOPOF SLOTINBRUSHES
(MAXIMUMWEARPOINT)
Figure 24-14. Correct Position of Brushes Figure 24-15. Electrical Connections of

and Springs Starter-Generator
7. Correct a unit with reversed polarity in the output voltage by flashing the field as follows:
- CAUTION -
DO NOT FLASH THE FIELD WHILE UNIT IS IN

OPERATION.
a. Disconnect leads to external voltage regulator.
b. Connect negative terminal battery to terminal E.
c. Connect positive terminal of battery to terminal A through a knife switch.
d. Close switch for 5 seconds; open switch and disconnect from battery.
-NOTE-
If flashing the field fails to correct generator polarity, check for

incorrect connections or defective field circuit.
24-30-00
Page 22
2C21
PIPER AIRCRAFT
PA-42/42-720
REASSEMBLYOF MODEL 23048-20STARTER-GENERATOR(Figure24-4)
1. If the identificationplate or instructiondecal wasremovedor is lost off the stator housing,reinstalland coat
surface lightly with a moisture and fungus resistant varnish per MIL-V-173 or PED (see consumable
materialschart),P/N 05-651260.
2. Only replace bearing and brush support assembly bearing after assembly is completely cleaned. Press
supportbearinginto assemblyand install bearingretainerwith screwscoatedwith JAN-A-669or PED,P/N
05-648227,anti-seizecompound.
3. Installone baffle disc with recessedsurfacefacingwindingson driveend of armatureshaft.
4. With armaturesupportedin an arbor press,press a new bearingon drive end of armatureshaft.
5. Position recessedsurfaceof other baffle disc away from armatureand install disc on drive end of armature
shaft.
6. Install retainingring in groove on armatureshaft driveend, being sure ring fullyengagesgroove.
7. With armature supported in an arbor press, position assembled support assemblyon commutatorend of
armatureshaft and at inner race of bearing;press them together.
8. Insert assembledarmatureand supportassemblyinto stator-housingassemblyand securewith eight screws.
9. Position drive end bell assemblyon stator and housingassemblyso one dowel pin hole in drive end bell is
at the 12 o'clockpositionwith terminalblocklocatedat top of unit.
10. Thread JAN-A-669or PED, P/N 05-648227anti-seizecompoundon twelvemounting screws,and secure
drive end bell assemblyto stator-housing.
-CAUTION-
DO NOT USE AN ARBOR PRESS TO FORCE DAMPENER

BACK PLATE ONTO ARMATURE SHAFT OR DAMPENER
HUB ON DRIVE SHAFT. TIGHTENING OF NUT PROPERLY
SEATS THESE COMPONENTS.
11. Wringdampenerback plate onto armatureshaftby hand ensuringplate taper is fully seatedon shaft taper.
12. Rotate armaturein its bearingsand ensureback plate runoutdoes not exceed 0.003 inchTIR.
13. If dampener hub was removed from drive shaft, align hub on shaft so hub taper seats with shaft taper, and
wring it onto shaft by hand.
14. Place new friction ring in recess of dampenerbackplate and positionplate on hub, being sure plate splines
align with those on hub and fully bottomsout on shoulderof hub.
15. Insert drive shaft through armatureand ensure splinesof the two shaftsengage fully.
16. Position and securefan assemblywith one-pieceself lockingnut.
17. Witha suitablesplinewrench retainingthe driveshaft, tighten fan retainingnut 100- 120inch pounds.
18. Installbrushes and securebrush and field leads with four screws. The electricalconnectionsmust be in line
with figure 24-6. (Refer to previousparagraphand figure24-5 for brush seatingand correctpositioningof
brushleads.)
19. Installbrush coveron housingso clamp screwis 90° counterclockwisefrom center stud on terminalblock.
20. Properly align fan cover in its grooves on housing and turn it clockwise or counterclockwiseto lock in
position.
21. Install air inlet assemblywith v-clamp and tightennut to 25 inch pounds.
24-30-00
Page 23
2C22
PIPER AIRCRAFT
PA-42/42-720
FITS AND CLEARANCES
No special fits or clearances are required, but fan dimensions must be maintained.
INSPECTION AND TESTING OF COMPONENTS (PA-42 ONLY 250 AMP)
The following test equipment is required to inspect and test components: a variable speed test stand capable of
driving the unit 5,500 - 12,000 rpm at full load and to 14,000 rpm no load and a stand containing instruments to
measure torque, speed, voltage, current, and temperature; adequate circuitry to load unit in five steps of 0 amps
(no load), 50 amps, 100 amps, 150 amps, and 200 amps and cool air from a shop air source to inject into blast
cover.
1. Test requirements before assembly of unit:
a. Check brush holders and support for shorts to ground with a 110-volt AC source and a 7 1/2 watt test
light connect in series. Touch one lead to brush holder and one to support for one second. If lamp
illuminates, support must be repaired.
b. To test armature, use a 110-volt source and a 7 1/2 watt light connected in series. Touch one lead to
armature shaft and other lead to commutator risers and check between each of the two commutator
bands and commutator risers. If lamp illuminates, the armature is grounded and must be replaced.
c. To test stator assembly, use same circuit as before and touch one lead to frame and other to terminal A.
If lamp illuminates, stator is grounded and must be replaced. Use an ohmmeter and check for
continuity by touching one meter lead to negative field lead and other to terminal A. The terminal
block must be removed for this test.
2. Test requirements after assembly of the unit (after overhaul):
a. With regulator connected to unit, operate generator without a warmup at 13,000 rpm, 30-volts, and no
load. Calculate resistance between terminals, band A dividing B to A voltage by field current.
Resistance between band A must not be greater than 35 ohms. Record field current, commutation, and
frame temperatures. Commutation must be black and shunt field current not less then 0.81 amperes.
b. With voltage regulator connected to unit, operate at 12,000 rpm, 30-volts, 250 amps, until frame
temperature shows no more than 2°F rise in five minutes. Record voltage between D and E, airblast
inlet temperature, commutation, field current, and frame temperature. Commutation can not be worse
then pinpoints along brush edges. The paralleling voltage must be within limits shown in figure 24-6.
Frame temperature must not exceed air temperature by more than 175°F.
c. Operate unit at 12,000 rpm, 30-volts. Compound current at 0, 62.5, 125, 187.5, and 250 amps. Field
current must increase with load and commutation can not exceed pinpoints.
d. To ensure unit operates properly at its minimum speed for regulation, operate at 6,900 rpm and check
for 30-volts and 200 amperes. With field current not exceeding 8.0 amperes, calculate resistance
between terminals B and A by dividing B to A voltage by the attained field current. Resistance must
not be less then 1.25 ohms.
e. Reduce speed to approximately 5,800 rpm. Operate at no load and open field until frame temperature is
120°F or less. Substitute 1.25 ohms resistance for field circuit regulator (between terminals A and B)
and adjust speed for 26-volts and 200 amps. Operate until stabilized as in step b. Record field current,
speed, frame temperature, voltage between A and B, and commutation. Speed can not be greater than
5,800 rpm.
24-30-00
Page 24
2C23
PIPER AIRCRAFT
PA-42/42-720
f. Reconnectvoltageregulatorand check commutationat 30-volts,0, 125, and 250 amps at speedsof 6,500,
10,000,and 12,000rpm. Recordfield current,frame temperature,and commutation. Commutationmust
not exceed pinpointsfor all conditions.
g. With the unit hot, operate for five minutes at 14,000rpm with field circuit open. Then operate at 12,000
rpm, 30-volts, and 250 amps. Recordfield current,frame temperature,and commutation. Commutation
must not exceed pinpoints.
h. To conduct a dielectrictest, removeunit from test stand while still hot from testing. Conducta test using
110-voltsAC, 60 Hz. Put one lead on frame and the other to leads removed from terminalblock. The
leads from terminalblock must be removedfrom studsdue to embeddedcapacitorsconnectedto ground.
The unit can not be shorted or groundedin any circuit.
i. To conducttests on unit as a starter,connecta 50 ohm resistorbetweenterminalsA and B.
j. With unit rigidly mounted in a horizontalpositionby use of a mounting flange,operate at no load with
15-voltsappliedto terminalsC and E. The no load speed must be greater than4,800 rpm.
-CAUTION-
DO NOT ENERGIZE UNIT FOR MORE THAN FIVE

SECONDSDURING THE FOLLOWING TEST.
k. Lock rotor and apply voltagebetweenterminalsC and E. Increasevoltage until outputtorque is 23 foot-
pounds. Do not energizeunit for more than two seconds. Record current and voltage. Current can not
be greater than 500 amps and voltagecan not exceed 13-volts.
1. Completecommutatorrun out checkswhile rotatingarmatureon its own bearings. Recordtotal indicated
run-out and maximumbar-to-bardifference. Maximumtotal indicated run-out must be 0.0005 inch and
bar-to-bardifferencemust not be more than 0.0002inch.
113 F
110
100
90
80
70
60
50
41° F
1.3 1.5 1.7 1.9 2.2 2.3 2.5
- VOLTS
VOLTAGE
PARALLELING
Figure 24-16. ParallelingVoltageCheck
24-30-00
Page 25
2C24
PIPER AIRCRAFT
PA-42/42-720
BATTERY
Nickel-Cadmiumbatteriesmust be kept clean and chargedto remain airworthy. Serviceis requiredevery 100
hours or 60 days, whicheveroccurs first. Water consumptionis directly proportional to overcharge currents
experienced. Servicefrequencydependson operatingcondition.
IMPORTANT PRECAUTIONS
- WARNING
SERIOUSINJURY CAN RESULTFROM CARELESSNESSOR

IGNORANCEWHEN CLEANINGOR SERVICINGA NI-CAD
BATTERY.
1. All metal jewelry such as rings, watch bands, bracelets,etc must be removed. Due to very high current
capabilities,thebattery can quicklymelt or fuse metal and causeseverebums.
2. Use only insulatedtools. Never use tools previouslyusedon leadacid batteries.
3. The potassium hydroxide and water battery electrolyte is caustic and can cause severe bums. Wear
protective clothing such as rubber gloves, apron, and eye protectionwhile handlingelectrolyte. If contact
occurs, flush immediately with water and neutralize with acetic acid, vinegar, lemon juice, or a 10%
solutionof boricacid. Flush eyes with watercontinuously;contactphysicianimmediately.
4. Hydrogenand oxygengases are generatedand are highly explosive. Ventthese gases to outside air when
charging. In case of chargingindoorswith centralair conditioningpresent,these gases can be circulatedvia
the duck workthroughoutthe building. Outsideventingof battery servicearea is mandatory.
5. Ensure all electrical connections are tight and secure to prevent electrical arcs, which could trigger an
' explosion.
6. Keep cell vent plugsin place at all times except wheninspectingor adjustingelectrolytelevels.
TROUBLESHOOTINGBATTERY
Refer to Chart2406 for troubleshootingproceduresfor the battery installedin this aircraft.
24-30-00
Page 26
Revised:August1, 1989
2D1
PIPER AIRCRAFT
PA-42142-720
CHART 2406. TROUBLESHOOTING (BATTERY)
Excessiveelectrolyte Electrolytelevel too high. Clean and adjustelectrolyte

spewage. level.
Ventcaps loose or damaged. Replaceor tighten caps,

rechargeand check
electrolytelevel and drain.
Damagedcell case. Short out all cells to 0-volts,

clean, recharge,and check
electrolytelevel. Replace
defectivecell.
Charging voltage too high. Cleanand recharge,check

electrolytelevel and check
battery chargesystem.
Excess use of water by one Leaky or defective cell or Inspectfor electrolyteleakage;

or more cells. vent. removeand replacedefective
cells or vents.
High chargervoltage. Reset voltage regulator.
Foaming during charge Low concentration Discharge;constant-current

after water addition. electrolyte. charge. Replacedefective
cells.
Continuedfoamingduring Oil and greasecontamination Replacedefectivecells.

charging. in the electrolyte.
No batteryoutput. Brokenor disconnectedlinks. Replaceor tightenlinks

Loose batteryconnector. and connector. Replace
Cell open internally. defectivecell.
Lossof capacity. Electrolytelevel too low. Charge;adjustelectrolyte

level and capacitytest.
Chargingrate too low in Chargeand capacitytest.

service.
Too littleusage or shallow Dischargeand Recharge

discharges per this Chapter
24-30-00
Page 27
2D2
PIPER AIRCRAFT
PA-42/42-720
CHART 2406. TROUBLESHOOTING(BATTERY)(continued)
Below normaloutput Batteryleft on load. Rechargeand capacitytest.

voltage.
Chargernot operating Rechargeand capacity
properly. test battery. Check
chargeroperation.
Internalconnectinglinks Torqueto proper value;

loose. rechargeand capacitytest.
Externalconnectorburned Clean or replace, recharge

or pitted. and capacity test.
Terminal links discolored Loose terminal hardware. Clean or replacelinks, and

or burned. torqueall terminalhardware
to specifiedvalues.
Burnedor pitted terminals. Foreignmetallicobjectsin Locateand removeforeign

the battery;tools dropped objects and replacedefective
intothe open battery. parts.
Burnedor pitted output Improperly fitting or loose Replace both mating

receptacleterminals. mating output connections. connectors.
Distortion of cell case Cell with internal short. Discharge,disassemble,and

and cover. replacedefectivecells.
Charger failure. Discharge,disassemble,and

replacedefectivecells.
Pluggedventcaps, minor Discharge,disassemble,

explosion. replacedefectivecells,
and replacevents.
Overheatedbattery, Discharge,disassemble,and
impropercooling. replacedefectiveparts.
Distortionof batterycase Major explosion: Discharge,disassemble,and

or cover. Looselinks replacedefectivecells, links,
Drycells vent caps, hardware,and case.
High chargevoltage Replacebattery case and
Chargerfailure cover.
24-30-00
Page 28
2D3
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF BATTERY
The battery is locatedbehindthe nose cone.

1. Open forwardbaggagecompartmentdoor.
2. Releasenose conelatch locatedimmediatelyto the left, insidethe baggagecompartmentdoor.
3. Swingopen nose cone, cut safetywire on large Elconelectricalconnectorand unplug connector.
4. Locatesingle wire (in line connector)to battery temperatureprobe and disconnectthe wire ends.
5. Turn camlocksloose at bottom frontof battery and removebattery supportangle.
6. Slide battery forwardon tracks and withdrawfrom hose section. Be careful,battery weightis considerable.
BATTERY CLEANING
-CAUTION-
USE EYE PROTECTION WHEN CLEANING BATTERY.

Nickel-Cadmiumbatteries must be kept clean to maintain an airworthycondition. Contaminationcan cause
conductivepaths leading to self discharge. The battery must be cleanedand serviced every 100 operatinghours
or 60 days, whicheveroccurs first. Charge rates determinewater consumptionand operating conditionsmust
determine service frequency. Ni-cad batteries must never be servicedin a lead acid battery service area. Even
small traces of sulfuricacid enteringa Ni-cadbatterycan cause permanentdamage.
1. Wipedown all surfaces with a clean, dry cloth.
2. Loosen stubborn deposits with a plastic scraper. Use filtered, dry, low pressure air with a non-metallic
nozzle to blow away contamination(dust, salts,etc) from aroundtop of the cells and case.
- NOTE -
Do not clean batterywith chemicalor petroleumbase liquids.

BATTERY INSPECTION
1. InspectElcon connectorfor arcing,mechanicalwear,corrosion,cracks,bent terminals,and general physical

condition. Look for signsof overheating,especiallyaroundpositiveand negativeconnectorpins. Defective
connectorscan cause dangerousoverheatingdue to high currentcapabilitiesof the Ni-cadbattery. Using an
ohmmeterset on highest scale, verifyresistanceof insulationis infinitebetweenconnectorpins.
-NOTE-
Refer to battery disconnectand receptacle inspection in this chapter

for completeinspectionprocedure.
24-30-00
Page 29
2D4
PIPER AIRCRAFT
PA-42/42-720
2. Inspect battery case and cover for bends, dents, cracks, bums, and general physicalcondition. If metal is
exposedthroughplastic coatingor paint, recoator replace.
3. Within battery case, inspect connector links for bends, tarnish, loss of nickel plating, corrosion,or burns.
Polish tarnishoff with finewire brush.
4. Ensure cell wedgesand case insulationare free of cracksand holes. Replaceany that are found defective.
-NOTE-
Consult the latest service literature published by the battery

manufacturerfor overhaul,repair,and servicetesting.
PERIODIC BATTERYCHECK
The condition of the battery must be determined every 50 to 100 hours initially. Periodic battery check
intervals can be varied as serviceexperiencedictatesby referringto battery service record. If the temperatures
are above 100°F for an extendedperiod, or if battery problemsarise, battery must be checked more frequently.
This check also equalizescell voltages.
1. Dischargebattery.
2. Rechargebattery.
3. Checkelectrolytelevel and adjust,if necessary.
4. Rest battery for 24 hours.
-NOTE-
The batterycells must be at room temperature.

5. Dischargebattery at40 amps;at one hour, batteryvoltagemust be 20-volts.
6. If battery voltage is below 20-volts,rest battery for 4 hoursand repeat steps 2 thru 5.
7. During this discharge,check individualcell voltages. If battery voltage is again below 20-volts, replace
each cell which fell below one-volt before 1 hour. (Consult battery manufacturers service and repair
literature.)
ADJUSTMENT OF ELECTROLYTELEVEL
- WARNING -
WEAR PROPER PROTECTIVE GEAR WHEN PERFORMING

BATTERY MAINTENANCE. ELECTROLYTE (POTASSIUM
HYDROXIDE) IS VERY CAUSTIC AND MAY CAUSE
PERSONAL INJURY OR AIRCRAFTSTRUCTURALDAMAGE.
IF INJURED, NEUTRALIZE WITH 3% BORIC ACID
SOLUTIONIN WATER,AND SEEKMEDICAL ATTENTION.
The liquid level in batteryvaries with the state of charge. It must be visible above baffle top when battery is
fully charged.
I. Adjust level afterbatteryis fullychargedand is at rest for 2 to 4 hoursdisconnectedfrom any circuit.
2. Removevent plug from each cell, one at a time, to adjustelectrolytelevel.
3. Use a transparent tube open at both ends, about six inches long, and 0.025 inch in diameter. Insert it
perpendicularto bafflesinto filler well until end rests lightly on cell baffle. Then place index finger over
top end of tube and withdraw
24-30-00
Page 30
2D5
PIPER AIRCRAFT
PA-42/42-720
4. Tube liquid level must be between0.375 - 0.5 inch. If liquidlevel is above0.5 inch, removeexcess with a
syringeor squeezebottle. If liquid level is below 0.375 inch,add only distilledwater.
5. Recharge battery at 4 amps for 1 hour after addingdistilledwater to prevent damage from freezingduring
cold weather. Removebatteryfrom aircraftfor charging.
BATTERY CELL REPLACEMENT
-WARNING-
TOAVOIDPERSONALINJURYOR BATTERYDAMAGE,DO
NOTREMOVEA CELLOR TERMINALLUGS FROM
CHARGEDBATTERY.WEARSAFETYGOGGLESAND
PROTECTIVECLOTHINGTOPROTECTEYES AND BODY
FROM ANY ELECTROLYTESPRAYSQUEEZEDFROM
REPLACEMENTCELLWHENIT IS PUSHEDINTO PLACE.
-CAUTION-
DO NOT REMOVE DEFECTIVE CELL FROM BATTERY

UNTIL A PROPER REPLACEMENT CELL IS AVAILABLE.
(SAFT CELL ASSEMBLY D17360 GULTON, P/N C13950.)
(PIPER P/N 758 025.)
1. Dischargebattery at 20 amps for 2 hours.
2. Withclip leads,short acrosseach cell as voltage goes below 1/2volt.
3. After all cells are shorted,removeconnectingstraps fromdefectivecell.
4. Lift defectivecell from batteryby lifting at terminalsusing a speciallyfabricatedtool (figure24-8).
5. Installnew cell ensuringit is dischargedand polaritysymbolsare properlypositioned.
-NOTE-
To aid insertion,be sure vents on all cells in the same row,including

replacementcell, are loosened.
6. If cell is difficultto install, applyvaseline or ShellDorina2 on sidesof replacementcell.
7. Reassembleattachinghardware.
-NOTE-
These parts are specificallydesignedto providean adequateelectrical

connection. Neveruse homemadehardware.
24-30-00
Page 31
2D6
PIPER AIRCRAFT
PA-42/42-720
SOCKETSCREW
TERMINALS
APPROPRIATETHREAD
(5/16)
2 REQUIRED
Figure 24-17. Fabricated Cell Puller Tool
Figure 24-18. Cell Layout - Nickel-Cadmium Battery
24-30-00
Page 32
2D7
PIPER AIRCRAFT
PA-42/42-720
CHARGING BATTERY
A battery's capacity is measuredin amperehours (AH), which is the productof the number of amps flowing
and the hours this current flows. The charge requiredis also measuredin amperehours and is always somewhat
larger thanthe dischargeobtainable. The amountof rechargerequiredat normal rates and temperaturesis 140%
of the dischargeobtainable.
Voltagesvalues, currents, etc, refer to chart 2406. Charging is most efficient when performed at battery
temperaturesbetween+40°F and +80°F. Do not start charging,except when necessary,if the battery temperature
is above 100°F.
Do not charge a nickel cadmiumbattery in the proximity of lead acid batteries. Fumes or acid spillage can
exist to contaminatethe nickel cadmiumbattery. If the same equipmentis used to chargeboth types of batteries.
clean thoroughly with a sodium bicarbonate solution before using it on nickel cadmium batteries. There are
severalmethods used to chargethis type of battery. The preferredmethod and an alternate method are presented
in the followingchart.
CONSTANT CURRENT CHARGING
If batterycharge is unknown,completelydischargethe battery beforecharging.

1. Chargebattery at 13.3amps until battery voltagereachescontrolpoint (30.5volts).
2. The finishing charge rate will be 4 amps. To determinetime to fully chargebattery at finishingrate, use the
followingformula:
Tf - Time, in hours required for finishing charge.

Tf = Is x Ts Is - Starting charge rate, in amps.
3 x If Ts - Time, in hours, of charge at the starting until "Control
Point" voltage is reached.
If - Rate, in amps, of finishing charge.
EXAMPLE
Using a charging rate of 10 amps, and assuming it takes 2. 7 hours for

the voltage to reach the control point of 31 volts, the formula is as
follows:
Is (10) x Ts (2.7 hrs) 27
= Tf (2.25 hrs)
3xIf(4A) 12
24-30-00
Page 33
2D8
PIPER AIRCRAFT
PA-42/42-720
CHART 2407. NICKEL CADMIUM BATTERY SPECIFICATIONS

Battery Type: 40776
Capacity: 40 AH at the 1 hour rate
Number of series connected cells - 20 - Nominal Voltage - 24
Constant Current Charging:
Starting rate (Is) - 8.5 to 22 amperes - - Control Point 30.5 volts
Finishing Rate (If) - 4.0 to 10 amperes - - Trickle Rate 215 to 430 milliamps
Constant Potential Charging:
Voltage (Ec) (See Constant Potential Charging V/T Table) 43 amperes min.
Inrush current at above voltage: 350 amperes max.
Floating Voltages:
0°F 29.0 to 31.0 volts
75°F 28.0 to 30.0 volts
100°F 27.4 to 29.4 volts
Discharge Rates: Cutoff Voltage:
Max. Short Time:
10 sec. 1720 amperes
30 sec. 860 amperes
Max. Continuous:
430 amperes 15.0
1 hour rate: 43 amperes 20.0
5 hour rate: 9 amperes 21.0
20 hour rate: 2.25 amperes 22.0
(Cell) Terminal Type: Screw - - Thread Size: 10/32 - - Torque: 113 in. lbs
Electrolyte Level: Depth in Baffle:
During last 20 minutes of charge 20 mm
CONSTANT POTENTIAL CHARGING V/T TABLE

Battery Temp. (°F) Volts/Cell Voltage
0° 1.565 31.3 +.5
20 ° 1.545 30.9 ± .4
40 ° 1.525 30.5 ±.3
60 ° 1.505 30.1 ±.2
80 ° 1.485 29.7 ±.2
100 ° 1.460 29.2 ± .2
120 ° 1.440 28.8 ±.1
140 ° 1.420 28.4 ±.1
24-30-00
Page 34
2D9
PIPER AIRCRAFT
PA-42/42-720
Circuit DiagramNo. 1
Ammeter
Load Load
Resistor Resistor
Shunt
DischargeCircuit(Preferred) DischargeCircuit(Alternate)
Circuit Diagram No. 2
Ammeter
TemperatureProbe Ammeter
Temperature
Probe
KnifeSwitch
Shunt
ChargingCircuit(Preferred)
ChargingCircuit (Alternate)
Figure 24-19. Charge/DischargeSchematics(Typical-Service)
24-30-00
Page 35
2D10
PIPER AIRCRAFT
PA-42/42-720
CONSTANT POTENTIAL CHARGING
1. Chargebattery for4 hoursusing proper voltage (refer to chart 2407). The chargermust deliver a minimum
of 43 amps.
2. A nearly full chargecan be restoredin 1 hour if chargeris capableof delivering86 amps.
3. A battery in a dischargedstate will accept very high currents, for a few minutes, at the beginningof the
charge (350 ampsmaximuminrush current). This current will not damage the battery,but the chargermust
have inherent currentlimiting,or be otherwiseprotectedagainstoverload.
CELL VOLTAGECHECK
The cell voltagecheck requiresusing a 0-50 Vdc range voltmeterwith at least 2% accuracy. A digital readout
type is suggested.
1. Connectnegativelead of voltmeterto negativeterminalof Elcon connector.
2. Using positive probe and starting at positive terminal of cell number 20, measure and record voltage
readingsof all cellsin reverseorder of numericalsequence(figure24-9).
3. Disconnectnegativelead of voltmeterfrom negativeterminalof Elcon connector and connectpositive lead
of voltmeterto negativeterminalof Elcon connector.
4. Using negative probe and starting at negative terminal of cell number 1, measure and record voltage
readingsof all cells in numeric sequence(figure24-9).
5. The defective cell is found by monitoring voltage readings obtained between each cell terminal and the
battery case. The lowest voltages will occur at the terminal connectorson each side of the defectivecell.
Replacedefectivecell.
BATTERYDISCONNECTAND RECEPTACLE INSPECTION
The purpose of this inspection is to detect worn or weakened battery quick disconnects, reducing the
possibilityof a potentiallyhazardouscondition.
I. Disengagebatterydisconnectfrom mating receptacleand inspectfor the following:
a. Corrosionor pitting of helix.
b. Excessivefree-playin handwheel-wormassembly.
c. Evidenceof arcingor bum marks on helix.
2. Insert 0.385 inch diameterend of inspectiongauge (Elcon InspectionGauge No. 029) into each helix to a
depth of 0.437 inches. The fit must be snug with a force to remove greater than one pound. This tests
resiliencyof helixto an oversizedpin.
3. Insert 0.370 inch diameterend of inspectiongaugeinto each helix to a depth of 0.437 inches. The fit must
be snug with a nominal force to remove of one pound. This will ensure proper contact to a worn or
undersizedcontactpin.
4. With matingdisconnectremoved,inspectbattery receptacleas follows:
a. Inspectcontactpins for evidenceof corrosionor pitting.
b. Inspectcontactpins for evidenceof arcingor bum marks.
24-30-00
Page 36
2D11
PIPER AIRCRAFT
PA-42/42-720
c. Check for battery electrolyteleakagethrough receptaclebody or contactpins.
-NOTE-
Electrolyteleakageis evidencedby a discolorationof receptaclebody

with glass fibers exposed.
d. Using dial calipers,gaugeeach contactpin diameter. The diametermust be 0.375± 0.005 inch.
5. If defects are found, reworkor replaceparts.
INSTALLATION OF BATTERY
1. Placebattery on mountingbracketand reconnectvent linespreviouslyremoved.

2. Slidebattery into place and securewith two camlockson bottomfront of battery.
3. Connectbatterytemperatureprobe wire from top of battery,at inline connector.
4. Put electrical connectoron battery with (+) symbolson connectoron top and (-) symbolson connector on
bottom. Secureby tighteningknobon connector.
5. Secureknob by placing safetywire throughtwo holes on knob to two nutson each side of knob.
6. Close nose cone and secure with latch. Close small access door to latching mechanismand secure with
screwtype fastener.
TESTING BATTERY TEMPERATURE SENSOR
Use the following information to check temperature sensor operation:

1. Set up a hot oil bath at 130°F and obtain an ohmmeter.
2. Remove temperature sensor unit from battery and disconnect wire at fuse holder.
3. Connect ohmmeter probes to temperature sensor. No reading should exist.
4. Submerge temperature sensor into hot oil and observe ohmmeter. A reading must be indicated. Reset
sensor when removed from hot oil after allowing to cool to 110°F.
5. With test completed, reinstall temperature sensor to battery and connect fuse holder. Ensure fuse is installed
and in good condition.
VOLTAGE CONTROL PANEL
DESCRIPTION AND OPERATION OF VOLTAGE CONTROL PANEL
The control panel is designedto incorporateall normal featuresof a 28-voltcontrol systemin one compactunit
containing printed circuit boards. By using a comparator amplifier with a regulated reference voltage, any
differencebetween referencevoltage and generatoroutput, as seen by the sensingline, is amplifiedand supplied
to the comparatorcircuit,which in turn, controlsthe shunt field excitationof the generator.
24-30-00
Page 37
2D12
PIPER AIRCRAFT
PA-42/42-720
The paralleling portion of the control panel incorporates the advantages provided by integrated circuitry. The
difference between the interpole voltage of the local generator and interpole of the other generator is amplified,
inverted, and filtered. Any resultant difference is then coupled to the summing junction of the voltage regulator
circuit. The equalizing circuit continuously sums the difference between the interpole voltages of both generators
to zero.
The line contactor and reverse current control circuitry consists of two integrated circuits and differential
voltage sensing operations. When the generator has attained an output voltage equal to the tie bus voltage, these
circuits allow the line contactor to close. They also monitor the difference in voltage across the interpole
terminals of each generator. When this potential reaches a positive voltage of 0.2 volts or more, the integrated
circuits, after a time delay inversely proportional to the magnitude of the voltage, cause the line contactor to open.
When this happens, the circuit automatically shifts back to differential voltage sensing.
CHECKING VOLTAGE CONTROL PANEL
1. Start engines and set gas generator to 60% rpm. Turn on all electrical equipment available in aircraft and
system voltage must remain at 28 ± 1 volts.
-NOTE-
Voltage adjustment screw is located on connector side of voltage

control panel unit behind removable rubber plug.
2. Turn left starter-generator switch to OFF position, transferring full electrical load to right generator and dc
control panel. System voltage must remain at 28 ± 1 volts.
3. Turn left starter-generator switch to ON position and turn the right starter-generator switch off, transferring
full electrical load to left starter-generator and dc control panel. The system voltage must remain 28 ± I
volts.
4. If voltage does not remain at 28 ± 1 volts, check generator and battery. Check all circuit connections and
wiring in starter-generator system for unwanted resistance. Clean wiring connections and resolder as
necessary. Check voltmeter for accuracy and repeat test. If system voltage still is not within 28 ± 1 volts,
refer to performance test.
REMOVAL OF VOLTAGE CONTROL PANEL (A/C serial numbers 42-7800001 to 42-8001037)
The dc control panel regulators are mounted to an electrical accessory shelf which is mounted to the forward side
of fuselage station 25.6.
REMOVAL OF VOLTAGE CONTROL PANELS (Serial numbers 42-8001038 and up)
Location of dc control panels on aft engine nacelle electrical accessory panel, aft of engine firewall station
108.5 on respective engine.
1. Open fuselage - nose baggage compartment and remove rear royalite covers.
2. Disconnect electrical plug from appropriate panel and remove securing screws and unit.
3. Remove aft upper engine panel for access to dc control panel.
4. Disconnect electrical plug and securing screws; remove unit.
24-30-00
Page 38
2D13
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF VOLTAGE CONTROL PANELS (A/C serial numbers 42-7800001 to 42-8001037)
1. Position dc controlpanel on electricalaccessoryshelf and securewith appropriatescrews.

2. Reconnectelectricalplug to dc controlpanel.
-NOTE-
If radio equipment from upper radio shelf was removed, reinstall

radioequipmentplugs and equipment.
3. Replaceaccessoryshelf covers;securebaggagedoor.
INSTALLATIONOF VOLTAGECONTROL PANELS (A/C serial numbers42-8001038and up)
1. Position dc controlpanel on aft enginenacelle panel and securewith appropriatescrews.

2. Reconnectelectricalplug.
3. Replaceaft engineaccesspanel and securewith appropriatescrews.
-NOTE-
The replacementof voltage control panelsrequiresa functionalcheck

for proper operation (refer to checking voltage control panels in
chapter 24).
PERFORMANCE TESTS - LEAR SIEGLER #51530-001, VOLTAGE CONTROL PANEL (PA-42-720)
The following performancetests are comprised of both bench and systems tests. The bench tests must be
performedin a closedloop system (Figure24-13).
DIELECTRIC TEST
Connect all J-1 pins together, and apply a potential of 250 VAC (rms) at 60 Hertz for 60 seconds, or 300 VAC
(rms) at 60 Hertz for I second. Ensure no failure exists resulting from this test.
24-30-00
Page 39
2D14
PIPER AIRCRAFT
PA-42/42-720
FINAL TESTING
The final tests are alwaysperformedin sequence. Any adjustmentsmust be performedat an approvedfacility
using adjustmentproceduresin Lear Siegler,Inc. service and overhaulliterature. Connectorpins referencedin
tests are those of electricalconnectorJ-1 locatedon front of unit.
- CAUTION -
UNLESS OTHERWISE NOTED, ALL SYSTEMS MUST BE

STARTED WITH FIELD CONTROL RELAY (KFR) IN RESET
POSITION.
The field control relay (KFR) is a dual coil magnetic latching type which provides one set of contacts to
disconnectthe line contactorand a second set to control the power relay (KFRA). The power relay is a small
vacuumrelaylocated in the field power circuit.
OPEN LOOP TEST (VOLTAGE REGULATOR)
Perform an open loop test before any closed loop tests are applied. Open loop tests can be omitted if
calibration tests have been performed. (Per the Lear Siegler, Inc. overhaul manual.)
1. Connect a variable 0-50 Vdc power supply, positive side to pins A, B, C, and J, and negative side to pins D,
G, and L. Connect 28 Vdc type 313 lamps between pins M and H, and negative side of power supply.
+28Vdc
POWER
SUPPLY
C
STARTER K
GENERATOR J
F
S VOLTAGE REGULATOR
VARIABLE SELF-TEST
LOWVOLTAGE
Figure 24-20. Closed Loop Test Diagram (Lear Siegler, Inc.)

24-30-00
Page 40
2D15
PIPER AIRCRAFT
PA-42/42-720
A
D
J
K
T
H
A
51509-TEST PANEL
CONNECTOR
Figure 24-21. Voltage Regulator Test Panel Schematic (Lear Siegler, Inc.)
0 INDICATES SCREW POST TERMINAL
Figure 24-22. VoltageRegulatorAdapterConnector(Lear Siegler,Inc.)
24-30-00
Page 41
2D16
PIPER AIRCRAFT
PA-42/42-720
2. If power supply is set at 28 Vdc, field lamp must glow at approximately half brilliance. Increase input to 29
± 0.5 Vdc and lamp must extinguish. Decrease output to 28 Vdc and lamp must again glow at half
brilliance.
OVERVOLTAGE TEST
1. Increase voltage input from 28 to 33 Vdc KFR; relay must trip (indicated by extinguished line lamp).
2. Connect a 50-volt, 1.5 amp variable dc power supply to J-1 connector applying positive to pins A, B, C, and
J, and negative to pins D, L, and G. Install 28 Vdc, type 313 lamp between pins M and G.
3. Turn on power supply and adjust input to 28 Vdc. Reduce to 4-5 Vdc; disconnect positive lead from pin C,
and connect to pin K.
4. Gradually increase input voltage until field lamp glows, indicating KFR and KFRA have reset. The KFR
relay must reset at approximately 6 Vdc. After reset, disconnect power supply lead from pin K.
OVEREXCITATION PROTECTION
1. Connect positive side of variable 0-50 Vdc power supply to pins A, B, C, and J, and negative side to pins D,
G, and L. Connect positive lead of low voltage supply to pin E and negative side to pins D, G, and L.
2. Adjust primary power supply input to 27.5 Vdc. Slowly adjust low voltage supply to 0.23 Vdc and hold for
approximately 10 seconds. KFR relay must not trip.
3. Slowly increase primary input voltage from 27.5 to 29 Vdc KFR; relay must now trip within approximately
10 seconds.
4. Disconnect low voltage supply and reset KFR by reducing input to 4-5 Vdc. Disconnect positive lead from
pin C and connect it to pin K. Again increase input voltage gradually until field lamp glows and KFR relay
resets. After reset, disconnect pin K.
AUTOMATIC LINE CONTACTOR TEST
1. Connect positive side of variable 0-5 Vdc, low voltage power supply to pins A, B, C, and J, and negative
side to pins L and G. Connect low voltage power supply to pin D, so ± 0.19 to 0.03 Vdc is applied to pin D
with respect to pins L and G. Connect a 28 Vdc, type 313 lamp from pin H to pin G.
2. Adjust primary to 28 Vdc, set low voltage supply at 0 Vdc. Lamp must light.
3. Adjust low voltage supply to 0.15 Vdc; lamp must remain lit. After ten seconds, adjust low voltage slowly
to a maximum of 0.22 Vdc; lamp must extinguish.
4. Adjust low voltage supply back to 0 Vdc; lamp must glow.
5. Adjust primary high voltage supply to 10.5 ± 0.5 Vdc with low voltage supply at 0 Vdc; lamp must continue
to glow dimly. Increase low voltage supply to 0.12 Vdc maximum; lamp must extinguish.
6. Shut down and disconnect power supplies and panel.
24-30-00
Page 42
2D1 7
PIPER AIRCRAFT
PA-42/42-720
CLOSED LOOP TESTS
-CAUTION-
DO NOT MAKE OR BREAK ANY CONNECTIONS TO

REGULATOR PANEL DURING TESTS WITHOUT OPENING
CIRCUIT BREAKER.
1. Connect panel (shown in figure 24-11). Stabilize generator frame temperature before each test is run.
Stabilization is reached when generator frame temperature changes 2°F or less during a five minute period.
- CAUTION -
DO NOT CONNECT J-l CONNECTOR PIN E TO ANY TEST

EQUIPMENT OR INSTRUMENTS DURING REGULATOR
TEST.
2. Regulator Test-Operate generator at minimum plate rated speed. Set voltage adjustment to bring system
voltage at point-of-regulator (por) to 28 Vdc.
3. With generator operating at minimum speed for regulation, apply one-half the rated generated load. POR
voltage must be stable at ± 0.75 Vdc.
4. Apply and remove load several times. Voltage must recover and return to a stable 28 ± 0.75 Vdc.
5. With generator operating at minimum rated speed for regulation, apply full rated generator load. Voltage at
por must be a stable 28 ± 0.75 Vdc.
6. Increase generator speed to 150% of minimum rated speed for regulation. Apply one-half generator rated
load suddenly (shock load). POR voltage must recover and return to a stable 28 ± 0.75 Vdc.
7. Repeat step 6 applying full plate rated generator load. POR voltage must recover and return to a stable 28 +±
0.75 Vdc.
8. With generator operating at full rated generator speed for regulation, apply one-half rated load suddenly
(shock load). POR voltage must recover and return to a stable 28 ± 0.75 Vdc.
9. Repeat step 8 applying full rated load. POR voltage must recover to a stable 28 ± 0.75 Vdc.
-NOTE-
POR cannot drift or show instability during regulator testing.

PARALLELING TEST
1. Trip off generator by actuating trip switch. Disconnect J-l connector and pin D; connect pin D to ground.
2. Connect variable 0-2 volt, low voltage power supply, positive side to pin E; connect negative side to ground.
3. Reset panel by placing generator control switch to ON position. With point-of-regulator (por) voltage set at
28 Vdc and 0.25 Vdc applied at pin E, por voltage must be reduced a minimum of 2.5 Vdc.
24-30-00
Page 43
2D18
PIPER AIRCRAFT
PA-42/42-720
4. Reversepolarityof pin E by applying-0.25 Vdc. PORvoltagemust increasea minimumof 2.5 Vdc.

-NOTE-
At completingof parallelingeffectivenesstests, adjust por voltage at

no-loadto 28.8 Vdc.
5. Place test switch to ON position. Panelmust trip approximatelyone second after switch is actuated. Place
generator control switch in RESET position to reset panel. When panel resets, place generator control
switchto ON position.
6. Hold generatorcontrol switch in reset positionand simultaneouslyhold trip switch in trip position. Panel
must trip but not attemptto reset.
- CAUTION
AT CONCLUSION OF TESTS, FIELD RELAY (KFR) MUST

BE AND REMAIN IN TRIPPED POSITION TO PREVENT
DAMAGE TO EQUIPMENT WHEN INSTALLED IN
AIRCRAFT.
EXTERNAL POWER
OPERATION OF EXTERNAL POWER RECEPTACLE
The external power receptacle is located on underside of nose section below forward side of baggage
compartmentdoor. To avoiddamagingelectricalsystem, followinstructionson power receptacleaccessdoor.
-NOTE-
Whenusing a ground power unit for externalpower starting, follow

instructionsgiven below.
24-40-00
Page 1
2D19
PIPER AIRCRAFT
PA-42/42-720
STARTINGTHROUGH EXTERNAL POWER RECEPTACLE
The external power receptacle is located on undersideof nose section below forward baggage compartment
door.
1. Place battery masterswitch in OFF position.
2. Ensure all otherelectricalequipmentin aircraftis turnedoff.
3. Insert plug from auxiliarypower unit into externalpower receptaclelocated on undersideof nose section
below forwardbaggagecompartmentdoor.
4. Monitor aircraftvoltmeter,when voltagestabilizesbetween28 and 30-volts,turn battery master switch on.
5. Startleft engineonly usingnormal startingprocedureoutlinedin the Pilot's OperatingHandbook.
6. With left engine operatingat ground idle speed, start right engine using normalstarting procedureoutlined
in the Pilot's OperatingHandbook.
-CAUTION-
APPROACH FROM NOSE OF AIRCRAFT AND REMAIN

CLEAR OF PROPS. REMOVE AUXILIARY POWER UNIT
PLUG.
7. Withboth enginesrunning,disconnectand removeauxiliarypowerunit from aircraft.
- CAUTION -
IF IT BECOMES NECESSARY TO START ENGINES WITH

EXTERNAL POWER RECEPTACLE, DUE TO A LOW
BATTERY CONDITION, ENSURE AIRCRAFT BATTERY IS
ON CHARGING LINE BY MONITORING BATTERY
AMMETER (CHARGING CURRENT WILL BE HIGH). DO
NOT TAKE OFF UNTIL CHARGING CURRENT FALLS TO
20 AMPS OR LESS.
24-40-00
Page 2
2D20
PIPER AIRCRAFT
PA-42/42-720
ELECTRICAL LOAD DISTRIBUTION
DESCRIPTION OF OVERHEAD SWITCHES
These rocker type switches are located on electroluminescent panels in royalite trim panels. They are centrally
located above the windshield and on the cockpit ceiling.
REMOVAL OF OVERHEAD SWITCHES
1. Position two starter-generator switches and battery master switch in OFF position.
2. Remove screws securing electroluminescent panel containing switch.
3. With electroluminescent panel unfastened from royalite trim panel, gain access to switch mounting clip at
back of panel.
4. Working from rear of switch, insert a narrow, thin bladed screwdriver between top of switch. Mount clip
and disengage it from switch. Repeat procedure at bottom of switch and mount clip.
- CAUTION-
DO NOT DAMAGE OTHER PARTS OR WIRING WHEN

WORKING ON SWITCHES AND PANELS.
5. Remove various electrical leads from switch; remove switch.
-NOTE-
Note position of electrical leads to facilitate reinstallation.
INSTALLATION OF OVERHEAD SWITCHES
1. Install switch in back end of electroluminescent panel by inserting a narrow, thin bladed screwdriver
between top of switch and mounting clip, engaging prongs on switch body into clip. Attach bottom of
switch using same procedure.
-NOTE-
The mounting clip has two built-in positions for positioning the
switch. Be sure both upper and lower prongs in switch body are in
the same position on clip.
2. Connect various electrical leads to proper positions on switch.
3. Install switch panel into royalite trim panel; secure with appropriate screws.
4. Check operation of new switch to ensure correct installation.
Page 1
2D21
PIPER AIRCRAFT
PA-42/42-720
CHART2408. MAINTIE BUS CIRCUITBREAKER& CROSSFEEDDIODECHECK
LEFT DIODE/CIRCUITBREAKEROPERATIONALCHECK
R Gen Distribution CircuitBreaker CircuitBreaker Components

Circuit Breakers Pulled Activated Checked Remarks
Essential (1OOA) Yes Feederdiodes &

L Main (1OOA) Yes circuitbreakers
R Main (1OOA) Yes attachedto Left Observethat equip-
Gen Distribution ment operatedby
bus. the appropriatebus
is stillpowered.
L Gen Distribution
Circuit Breakers
Essential (1OOA) Yes

L Main (1OOA) Yes
R Main (1OOA) Yes
RIGHT DIODE/CIRCUIT BREAKER OPERATIONAL CHECK
L Gen Distribution Circuit Breaker Circuit Breaker Components

Circuit Breakers Pulled Activated Checked Remarks
Essential (1OOA) Yes Feeder diodes &

L Main (1OOA) Yes circuit breakers
R Main (100A) Yes attached to Right Observethat equip-
Gen Distribution ment operated by
bus. the appropriatebus
is still powered.
R Gen Distribution
Circuit Breakers
Essential (1OOA) Yes

L Main (1OOA) Yes
R Main (1OOA) Yes
24-50-00
Page 2
2D22
PIPER AIRCRAFT
PA-42/42-720
CHART 2409. GENERATOR POWER DISTRIBUTION DIODE OPERATIONAL CHECK

L Gen Distribution Circuit Breaker Circuit Breaker Components
Circuit Breakers Pulled Activated Malfunction Remarks
Essential (100A) Yes Shorted diode on No power should be
L Main (100A) Yes Essential bus from observed on L & R
R Main (100A) Yes Right Dist. bus. Main bus.
R Gen Tie Bus (200A) Yes

L Main (100A) Yes L Main bus from observed on Essential
R Main (100A) Yes Right Dist. bus. and R Main bus.

L Main (100A) Yes R Main bus from observed on Essential
R Main (100A) Yes Right Dist. bus. and L Main bus.
R Gen Distribution Circuit Breaker Circuit Breaker Components

Circuit Breakers Pulled Activated Malfunction Remarks

L Main (100A) Yes Essential bus from observed on L & R
R Main (100A) Yes Left Dist. bus. Main bus.
L Gen Tie Bus (200A) Yes

L Main (100A) Yes L Main bus from observed on Essential
R Main (100A) Yes Left Dist. bus. and R Main bus.

L Main (100A) Yes R Main bus from observed on Essential
R Main (100A) Yes Left Dist. bus. and L Main bus.
24-50-00
Page 3
2D23
PIPER AIRCRAFT
PA-42/42-720
PURPOSE OF THE MAIN BUS TIE CIRCUIT BREAKER AND CROSSFEED DIODE CHECK
To determineif left and right distributionbuses are crossfeedingpower to right main, left main, and essential
buses, use Chart 2407 for an operationalcheck. System isolationwill aid in troubleshootinglocation of circuit
breakerson center main circuitbreakerpanel.
DESCRIPTION OF CIRCUIT BREAKER AND SWITCH PANEL
Two circuit breaker and switch panels are installed in PA-42 airplanes. The left circuit breaker and switch
panel contains circuit breakers for the left engine and electrical system. The right circuit breaker and switch
panel contain circuit breakersfor the right engines,radio equipment,and various electricalsystems for the right
side. The circuitbreakersare manualreset type and must be pushedto reset after being tripped. The switchesare
toggle type and are used for disconnectingvarious busesfrom system.
REMOVALOF CIRCUIT BREAKERS AND TOGGLE SWITCHES
1. Ensure two starter-generatorswitchesand battery masterswitch are in OFFposition.

2. Remove mountingscrewson face of circuitbreakerpanel and pull panel out slightlyto gain accessto screw
and nut connectingwire to electroluminescentpanel in middleof mountingbracket.
- CAUTION -
ALWAYSDISCONNECT THE BATTERY WHEN WORKING

ON CIRCUIT BREAKERS AND ENSURE OTHER PARTS
AND WIRING ARE NOT DAMAGED.
3. Removeknurl nut from face plate of circuitbreakerpanel.
4. Disconnectelectricallead securedwith a screw from circuitbreaker.
-NOTE-
Note positionof electricalleads to facilitatereinstallation.

5. Removescrew securingcircuitbreakerto bus bar and removecircuitbreakerfrom rear of panel.
24-50-00
Page 4
2D24
PIPER AIRCRAFT
PA-42/42-720
INSTALLATIONOF CIRCUIT BREAKERSAND TOGGLE SWITCHES
1. Positioncircuit breakerin place and secureto bus bar with appropriatescrew.

2. Connectelectricallead and securewith screw.
3. Insert circuit breakerinto proper hole and securebreakerwith knurl nut to faceplate.
4. Connect wire from electroluminescentpanel at middle of mountingbracket with appropriatescrew. Push
panel back into place and securewith appropriatemountingscrewson face of panel.
5. Checkoperationof new circuitbreakerto ensure correctphysicalinstallation.
CROSS START RELAYS
REMOVALOF CROSS STARTRELAYS
The cross start relaysare locatedin enginenacelle,aft of engine station 108.5.

1. Ensure electricalpoweris disconnected(batteryand exterialpower).
2. Removeaft engineupper nacellepanel to gain accessto relay.
3. Disconnectelectricalleads at cross start relayterminalsand markterminalsto facilitatereinstallation.
4. Removeelectricallead on starter relay terminalA-1 and shorting bar from A-1 (starter relay) to cross start
relay A-2. (Markstarter relayelectricallead to facilitatereinstallation.)
5. Removescrewsof cross start relay; removeunit.
INSTALLATIONOF CROSS STARTRELAYS
1. Positioncross start relay on mountingplate; securewith appropriatescrews.

2. Reconnect shorting bar and all marked electrical lead to their appropriate terminals; secure with lock
washers and nuts.
3. Reconnect battery or external power, perform operational check.
24-50-00
Page 5
2E1
PIPER AIRCRAFT
PA-42/42-720
GRIDS 2E2THRU 2E4

24-50-00
Page 6
0
2E2
CHAPTER
EQUIPMENT/FURNISHINGS
2E5
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 25 - EQUIPMENT/FURNISHINGS
SYSTEM GRID
SUB-SYSTEM SUBJECT NO EFFECTIVITY
25-00-00 GENERAL 2E7
25-20-00 FLIGHT AND PASSENGER COMPARTMENTS (SEATS) 2E7

25-20-00 Removal and Installation of Seats 2E7
25-20-00 Removal and Installation of Forward Curtain and
Sliding Door 2E7
25-20-00 Removal and Installation of Folding Table 2E7
25-20-00 Removal and Installation of Cabinetry and Divider 2E13
25 - Cont/Effec.
Page 1
2E6
PIPER AIRCRAFT
PA-42/42-720
GENERAL
The flight and passenger compartments are equipped with the following standard and optional equipment and
furnishings. The flight compartment contains two crew seats and a divider between the crew and passenger
compartments consisting of divider panels, curtain, sliding doors, refreshment cabinet, storage cabinet, and jepp
case cabinet The passenger compartment can be equipped with eight seats, two folding tables, refreshment and
storage cabinet and with bi-fold door, refreshment and vanity with bi-fold door, toilet seat, oven cabinet, aft
refreshment cabinet, and cabin divider. (Refer to parts catalog for part numbers.) This chapter provides
instructions for removal and installation of equipment listed above.
FLIGHT AND PASSENGER COMPARTMENTS (seats)
REMOVAL AND INSTALLATION OF SEATS (figures 25-1, 25-2, 25-3, and 254)
1. To remove the crew and passenger seats, proceed as follows:

a. Remove seat track end covers and seat stops.
b. Move seat forward or aft to slots in seat tracks and lift seat off tracks.
c. To remove toilet seat, disconnect relief tube from horn and valve assembly and remove attaching
hardware and seat
2. To install crew and passenger seats, proceed as follows:
a. Place seats into slots in seat tracks and move seats to their proper positions.
b. Replace seat track end covers and seat stops.
c. To install toilet seat, connect relief tube to horn and valve assembly and mount seat with attaching
hardware.
REMOVAL AND INSTALLATION OF FORWARD CURTAIN AND SLIDING DOOR (figure 25-5)
1. Remove curtain from curtain track by removing curtain stops.

2. Install curtain by positioning curtain on tracks and installing curtain stops.
3. Remove sliding door by pulling door open and lifting it out of tracks.
4. Install sliding door by positioning door in tracks. Ensure door opens and closes properly.
REMOVAL AND INSTALLATION OF FOLDING TABLE (figure 25-6)
1. To remove folding table, proceed as follows:

a. Disconnect cigar lighter wires.
b. Remove attaching screws and table assembly.
2. To install folding table, proceed as follows:
a. Connect cigar lighter wires.
b. Place table assembly in proper position. Insert attaching screws.
c. To install cigar lighter, place lighter into panel top. Insert and tighten attaching nut.
25-20-00
Page 1
2E7
PIPER AIRCRAFT
PA-42/42-720
Figure 25-1. Crew Seat Installation

25-20-00
Page 2
2E8
PIPER AIRCRAFT
PA-42/42-720
1. SEAT,FORWARDFACING(SPAR)
2. SEAT,THIRDAND FOURTH,AFT FACING
3. SEAT,FORWARDFACING
4. HANDLE,SEATTRACKLATCHRELEASE
5. HANDLE,SEATRECLINERRELEASE
2
2
EXECUTIVEVERSON
COMMUTERVERSION
Figure 25-2. Passenger Seats Installation

25-20-00
Page 3
2E9
PIPER AIRCRAFT
PA-42/42-720
1. TOILET,SIDE FACING
2. TOILET,FORWARDFACING
3. TOILET,FORWARDFACING
4. PLATE,SEATFORWARDATTACHMENT 6
5. WEDJITASSEMBLY
6. PLATE,SEATMOUNTINGFORWARD
7. PLATE,SEATMOUNTING,REAR
Figure 25-3. Optional Seat Installations

25-20-00
Page 4
2E10
PIPER AIRCRAFT
PA-42/42-720
STANDARDSEATINGARRANGMENT
HIGHDENSITYSEATINGARRANGMENT
Figure 25-4. Seat Stops

25-20-00
Page 5
2E11
PIPER AIRCRAFT
PA-42/42-720
8
2
Figure 25-5. ForwardCurtainand SlidingDoorInstallation

25-20-00
Page 6
2E12
PIPER AIRCRAFT
PA-42/42-720
Figure 25-6. Folding Table
REMOVAL AND INSTALLATION OF CABINETRY AND DIVIDER (figures 25-7 and 25-8)
1. To remove cabinetry and divider, proceed as follows:

a. Turn off electrical power.
b. Slide crew seat full forward and slide passenger seat full aft to remove forward dividers or cabinetry.
c. Tag and disconnect electrical wiring.
d. Remove attaching hardware securing divider panels and cabinetry. Remove divider panels and
cabinetry.
e. Remove heating elements by disconnecting wires and screwing them out of unit.
f. Remove razor invertor, razor outlet, and razor or heating unit switches by disconnecting electrical wires
and removing attaching hardware.
g. Remove armrest by removing two nuts securing it to oven cabinet.
2. To install cabinetry and divider, proceed as follows:
a. Mount armrest to oven cabinet with two nuts.
b. Mount razor invertor, razor outlet, and razor or heating unit switches with attaching hardware, and
connect electrical wires.
c. Mount heating elements into unit with screws and connect appropriate wires.
d. Secure divider panels and cabinetry with attaching hardware.
e. Connect all electrical wiring.
f. Install forward dividers and cabinetry.
g. Turn on electrical power.
25-20-00
Page 7
2E13
PIPER AIRCRAFT
PA-42/42-720
1. DIVIDER
2. RIGHT JEPP CABINET
3. LEFT REFRESHMENT CABINET
4. LEFT STORAGE CABINET
5. ATTACHMENTS
6. HEATING ELEMENT - LIQUID
7. ELEMENT SWITCH - LIQUID
Figure 25-7. Forward Cabinetry and Divider Panel

25-20-00
Page 8
2E14
PIPER AIRCRAFT
PA-42/42-720
16
6
6
18
3 15
16
PA42-720ONLY
1. VANITYAND REFRESHMENTCABINET
2. RAZOROUTLETSWITCH
3. FOLDINGDOOR
4. THERMOSSTORAGECABINET
5. REFRESHMENTCABINETWITH DIVIDER
6. HEATINGUNIT AND ELEMENT
7. HEATINGUNIT SWITCH
8. REFRESHMENTCABINET
9. INVERTER - RAZOR OUTLET 15. LIGHT
10. OVENCABINET 16. ATTACHMENTS
11. ARMREST 17. REFRESHMENTCABINETWITH POP UP DIVIDER
12. CUP HOLDER 18. DOORCABINET
13. ASH HOLDER
14. PANELDIVIDER
Figure 25-8. Aft Refreshment Cabinet, Vanity Cabinet with Folding Door and Divider Panels
25-20-00
Page 9
2E15
PIPER AIRCRAFT
PA-42/42-720
GRIDS 2E16 THRU 2E18

25-20-00
Page 10
2E16
CHAPTER
FIRE PROTECTION
2E19
PIPER AIRCRAFT
PA-42/42-720
CHAPTER CHAPTER 26 - FIRE PROTECTION
SYSTEM GRID
26-00-00 GENERAL 2E21
26-10-00 DETECTION DESCRIPTION AND OPERATION 2E21
26-20-00 EXTINGUISHING DESCRIPTION AND OPERATION 2E21

26-20-00 Testing Extinguishing System 2E23
26-20-00 Removal of Fire Extinguisher Bottle 2F1
26-20-00 Servicing Fire Extinguisher Bottle 2F2
26-20-00 Replacing Fire Extinguisher Squib Assembly 2F2
26-20-00 Installation of Fire Extinguisher 2F2
26-20-00 PORTABLEFIRE EXTINGUISHER 2F3
26 Cont/Effec.
Page- 1
Reissued December 31, 1989
2E20
PIPER AIRCRAFT
PA-42/42-720
GENERAL
A fire detection and extinguishingsystem is providedfor each engine; both completelyindependentfrom the
other. During an engine compartmentfire, thermal detectors installed in the engine compartment actuate and
complete an electrical circuit that illuminates the master caution warning light, sounds a warning horn, and
illuminates the appropriateengine fire warning light on the annunciator display. Each system has a switch
located on the lower left side of the instrumentpanel which electricallydischargesthe fire extinguishingagent
throughtubes into appropriateengine compartmentareas.
DETECTION DESCRIPTION AND OPERATION
Each engine fire detectionsystem consists of three fire detecting thermal units and interconnectingharness.
Two of theseunits are locatedon each side of the front fire seal in the hot section. One is located at the bottomof
the rear fire seal in the accessory section. The thermal units actuate at a temperature of 450°F. Whenever
contacts in one of the thermal units is actuated(due to a fire condition),the circuit is completedand causes a
master caution light to blink, a horn to blow,and the engine fire warning light to illuminateon the annunciator
display. The horn and flashinglight can be deactivatedby pressingthe master cautionlight.
When test switch is pressed, it connects interconnectingharnesses of each engine system in series, and it
completesa circuit from annunciatordisplay to ground which checks continuityof system and operationof left
and right engine fire warninglightson annunciator.
EXTINGUISHING DESCRIPTION AND OPERATION
Each engine fire extinguishingsystem consists of a spherical container (bottle) storing a fire extinguishing
agent (Halon 1301)chargedto 360 +25 -0 psig at 70°F with dry nitrogen. A pressuregaugemounted on the side
of the bottle indicatesthe internal (charged)pressure. Each bottle is mounted on the right side of each rear fire
seal in the accessorysectionof the engine nacelles. A main dischargepipe extendsfrom a valve on the bottomof
the bottle forwardthrough rear and front fire seals to the hot sectionof the engine. An additionaltube extends
from the main discharge pipe, passes aft through the rear fire seal, and terminates at the top of the engine
accessorysection.
An electrically operated cartridge (firing squib), screwed into the dischargevalve at the base of the bottle,
provides a release for theextinguishingagent. Whenthe switchin the cockpit is actuated,the firing squibin the
dischargevalve is detonatedand puncturesthe seal in the dischargevalve that allows the release of extinguishing
agent throughpipes. Thecontainer(bottle) also has a combinationfill fitting and safetyrelief valve assembly. If
ambient temperature rises abnormally (215°F to 226°F), a fusible check valve within the fill fitting melts,
relievingcontentsof container(bottle) and avoidingpossibleburstingof container.
26-20-00
Page1
ReissuedDecember31, 1989
2E21
PIPER AIRCRAFT
PA-42/42-720
1. SENSOR
2. FIRESEAL
Figure 26-1. Engine Fire Detectors
1. SWITCHPANEL
2. LEFT FIREEXTINGUISHER
3. RIGHTFIREEXTINGUISHER
4. ANNUNCIATORDISPLAY
Figure 26-2. Engine Fire Control System
26-20-00
Page 2
2E22
PIPER AIRCRAFT
PA-42/42-720
TESTING EXTINGUISHINGSYSTEM
1. A quickcheck of the system electricalcircuitis accomplishedby turning aircraftmaster switch on, pressing
annunciator display test switch, and verifying that left and right engine fire extinguisher inoperative
indicatorlightsare operating. A morethoroughcheckis as follows:
a. Assure all aircraftelectricalpoweris off and all circuitbreakersaredisengaged.
b. Disconnect electrical wiring harness from fire extinguisher squib in one engine compartment and
connecta test lampacross disconnectedwires of harness.
c. eset circuitbreakersand turn masterswitch on.
d. Engageappropriateengine fire extinguisherswitchin cockpitand verifythat test lamp illuminates.
e. Reset fire extinguisherswitch, turn master switch off, disengagecircuit breakers, and disconnect test
lamp.
-WARNING
DO NOT USE A VOLT-OHMMETER, BATTERY POWERED
CONTINUITY LIGHT, OR SIMILAR DEVICE WHEN TESTING
SQUIB ASSEMBLY. USE OF TEST DEVICES WHICH PASS
MORE THAN 30 MA CAN DETONATE SQUIB.
f. Connect squib tester (Model 115 squib test, American Standard, Monrovia, California) to squib
terminalsand check for nominalresistanceof 1.15± 0.25 ohms. Disconnectsquib tester.
g. Ensure aircraftelectrical system is deactivated;reconnectsystem wiring to squib assemblyterminals,
assuringgroundwire is connectedto groundterminal.
h. Repeat steps a throughg for oppositeengine.
i. Pressure check fire extinguisher containers periodicallyto ensure pressure is between minimum and
maximum limits prescribed by manufacturer. (Refer to pressure temperature correction table on
container(bottle)or refer to chart 2601.)
-NOTE-
Pressure changes with ambientpressure must fall within prescribed

limits. If pressures do not fall within prescribed limits, replace
extinguishercontainer.
CHART 2601. PRESSURE-TEMPERATURE CORRECTION
Temperature -60 -40 -20 0 +20 +40 +60 +80 +100 +120
Farenheit
Ind. Pressure 110 127 148 174 207 249 304 367 442 532
134 155 180 212 251 299 354 417 492 582
26-20-00
Page 3
Reissued December 31,1989
2E23
PIPER AIRCRAFT
PA-42/42-720
Figure 26-3. Battery Bus

26-20-00
Page 4
2E24
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF FIRE EXTINGUISHER BOTTLE

1. Ensure aircraftmasterswitch is off and fire extinguishercircuit breakeris disengaged.
2. Removeupper and lower enginecowling.
-WARNING-
FROSTBITE OR LOW TEMPERATURE BURNS WILL

RESULT IF HALON 1301 (BAROMOTRIFLUOROMETHANE
CBRF3)COMESIN CONTACTWITHSKIN.
3. Disconnectthree wiresconnectingsquibunit with aircraftharness.
-WARNING-
CHARGEDBOTTLESMUST BE HANDLEDWITH CARE TO
AVOID DAMAGING THE SEAL. DO NOT BRING
ELECTRICALCURRENT IN CONTACT WITH TERMINALS
ON SQUIB ASSEMBLY OF A LOADED UNIT OR
ACCIDENTALDETONATIONCOULDRESULT.
4. Disconnectdischargepipe at fire seal fitting and removenut and washerfrom fitting on forwardside of fire
seal.
5. Support bottle; loosen mounting clamp and remove bottle. Remove fitting from discharge port of squib
housing.
1. DISCHARGETUBE
1.50 UPPERCOWLINGSKIN 2. FRE EXTINGUISHER
3. PRESSUREGAUGE
4. CLAMP
5. SQUIBASSEMBLY
Figure 26-4. EngineFire Extinguisher

26-20-00
Page5
2F1
PIPER AIRCRAFT
PA-42/42-720
SERVICING FIRE EXTINGUISHER BOTTLE
1. Checkfor leakageor damageto container.

2. If bottle is not being replaced,weigh it to be sure it is within 0.25 poundsof total weight stampedon data
plate.
3. If bottle is underweightor damaged,replacewith serviceableunit.
4. Ensure indicatedpressure readingon fire extinguisherbottle is withinspecificationgiven in chart 2601.
REPLACING FIRE EXTINGUISHER SQUIB ASSEMBLY

The squib assemblyhas a total life of 10 years (Five years shelf life and five years time - in - service). The
squib assemblymust be replacedafter five years time - in - service. To determineservicelife, check the date the
squib assemblywas installedin the aircraft,not the date which the squib assemblybegan its shelf life. Do not
install any squib assemblythat has exceededits five yearlife onto any aircraft.
- WARNING-
DISPOSE OF REMOVED SQUIB ASSEMBLY IN A SAFE

MANNER AS WITH ANY OTHER EXPLOSIVE DEVISE.
INSTALLATION OF FIRE EXTINGUISHER
1. Installconnectorfitting into squibhousing and tighten.

2. Positionbottle into proper positionwith dischargetubeconnectorfitting protrudingthroughhole in fire seal
3. Securebottle by tighteningclamp and installingnut and washeron fittingprotrudingthroughfire seal.
4. Connectand securedischargepipeto fire seal fitting.
5. Check placement of dischargenozzles (shown in figure 26-3). Nozzles must be positionedas shown to
obtain proper dispersalof extinguishingagent.
6. Ensure all aircraft electrical power is off; connect wires to proper terminals on squib assembly.
7. Install engine cowling.
8. Turn aircraft electrical system on, press annunciator test switch, and verify left and right engine fire
extinguisher inoperative indicator lights are operating.
26-20-00
Page 6
Reissued December31, 1989
2F2
PIPER AIRCRAFT
PA-42/42-720
PORTABLE FIRE EXTINGUISHER
The portable fire extinguisherunit GeneralFire ExtinguisherCorporation(ModelNo. GH - 2 - 1/2),contains 2

1/2 pounds of Halon 1211. It has a discharge rate of no less than 9.5 seconds. The original weight of the
extinguisheris 4 pounds 12ounces
-NOTE-
There are no field rechargefacilities. The manufacturerwill recharge

and return for a servicecharge. (See list of vendors)
To operate the extinguisher,removeit from the quick - release bracket,hold it upright in either hand by the
handgrip, with the spraynozzle pointing forward. Remove the safetypin, direct the nozzle towards the base of
the fire source, squeezethe lever with the palm of the hand. Maximumextinguishingeffect is obtainedif the fire
- fighter uses side to side motion and keeps moving in towards the base of the fire source as it is extinguished.
Releasing the lever closes a secondaryseal inside the operating head. This interruptsthe flow of extinguishant,
thus retainingpart of the charge,for dealing with a flash back or re-ignitionshouldthey occur,without waste or
leakage. Ejectionof theindicatordisc provides a visualindicationof partialor total discharge. A partly or totally
dischargedextinguisherassemblyshouldbe replacedimmediatelyafter use.
The extinguisher shallbe inspectedmonthly or unless otherwisespecified. The nozzle shall be examinedto
ascertainthat they areunobstructed.The tamper tag or tamper indicatorshall be intact. The extinguishershall be
pressurizedas indicatedand the weightshallbe withinthe toleranceon the label
- WARNING -
AFTER DISCHARGE OF EXTINGUISHER AVOID EXPOSURE

TO SMOKE, VAPORS AND OTHER BY - PRODUCTS OF FIRE.
DONOT INCINERATE EXTINGUISHER.
-CAUTION-
EXTINGUISHER IS A PRESSURE VESSEL. PROTECT

FROM CORROSIVE CONDITIONS. IF THERE IS ANY
CORROSION OR DAMAGE, EXTINGUISHER SHOULD BE
CAREFULLY EMPTIED AND DISCARDED. USE ONLY AS
DIRECTED.
The requiredservicechecksare as follows:
1. 12 year hydro - static test.
26-20-00
Page 7
2F3
PIPER AIRCRAFT
PA-42/42-720
GRIDS 2F4 THRU 2F6

26-20-00
Page 8
2F4
CHAPTER
FLIGHT CONTROLS
2F7
PIPER AIRCRAFT
PA-42/42-720
CHAPTER27 - FLIGHTCONTROLS
SYSTEM GRID
27-00-00 GENERAL 2F11
27-00-00 Descriptionand Operation 2F11
27-00-00 Troubleshooting 2F11
27-00-00 StandardProcedures 2G2
27-00-00 Wrappingof Trim Drums 2G4
27-10-00 AILERONANDTAB 2G6

27-10-00 Removalof AileronControlCables 2G6
27-10-00 Installationof AileronControlCables 2G7
27-10-00 Removalof ControlColumnSprockets 2G7
27-10-00 Installationof ControlColumnSprockets 2G11
27-10-00 Removalof AileronControlSector 2G13
27-10-00 Installationof AileronControlSector 2G13
27-10-00 Riggingof AileronControls 2G13
27-10-00 Removalof AileronBellcrank 2G14
27-10-00 Installationof AileronBellcrank 2G17
27-10-00 Removalof AileronTrim (Fuselage) 2G17
27-10-00 Installationof AileronTrim (Fuselage) 2G18
27-10-00 Removalof AileronTrim (Wing) 2G19
27-10-00 Installationof AileronTrim (Wing) 2G19
27-10-00 Riggingof AileronTrim 2G20
27-10-00 AileronControlSystemFrictionCheck 2G20
27-10-00 AileronTrim TabFree Play 2G20
27-10-00 AileronBalancingProcedure 2G20
27-20-00 RUDDERAND TABCONTROLS 2G21

27-20-00 Removalof ForwardRudderCables 2G21
27-20-00 Removaland Installationof ForwardRudder
ControlSector 2G21
27-20-00 Installationof ForwardRudder Cables 2G24
27-20-00 Removalof Aft Rudder Cables 2G24
27-20-00 Removaland Installationof Aft Rudder ControlSector 2G24
27-20-00 Installationof Aft RudderCables 2H1
27-20-00 Riggingof the Rudder and Its Controls 2H1
27-20-00 RudderControlSystemFrictionCheck 2H3
27-20-00 Removalof ForwardRudderTrim System 2H3
27-20-00 Installationof ForwardRudderTrim System 2H4
27-20-00 Removalof Aft RudderTrim System 2H5
27-20-00 Installationof Aft RudderTrim System 2H5
27-20-00 Removaland Installationof Trim Tab 2H5
27-20-00 Riggingof RudderTrim 2H6
27. Cont./Effec.
Page- 1
ReissuedDecember31,1989
2F8
PIPER AIRCRAFT
PA-42/42-720
CHAPTER27 - FLIGHTCONTROLS(continued)
SYSTEM GRID
27-20-00 RUDDERANDTABCONTROLS(cont)
27-20-00 Removalof RudderPedal Assembly 2H6
27-20-00 Installationof RudderPedal Assemblies 2H9
27-30-00 ELEVATORANDTAB 2H10

27-30-00 Removalof ForwardElevatorControlSector 2H10
27-30-00 Installationof ForwardElevatorControlSector 2H10
27-30-00 Removalof Aft ElevatorControlSector 2H11
27-30-00 Installationof Aft ElevatorControlSector 2H11
27-30-00 Removalof ElevatorControlCables 2H14
27-30-00 Installationof ElevatorControlCables 2H15
27-30-00 Removaland Installationof ElevatorPush Tube 2H15
27-30-00 Riggingthe ElevatorControlSystem 2H17
27-30-00 ElevatorControlSystemFrictionCheck 2H19
27-30-00 ELEVATORTRIM SYSTEM 2H20
27-30-00 Removalof ForwardElevatorTrim System 2H20
27-30-00 Installationof ForwardElevatorTrim 2H20
27-30-00 Removalof Aft ElevatorTrim Actuator 2H21
27-30-00 Inspectionof Aft ElevatorTrim Actuator 2H21
27-30-00 Installationof Aft ElevatorTrim Actuator 2H21
27-30-00 Riggingof ElevatorTrim 2H22
27-30-00 ElevatorTrim SystemFrictionCheck 2H22
27-30-00 Free Play Checkof ElevatorTabs 2H23
27-30-00 TRIM SYSTEMS'CONTROLSAND INDICATORS 2H23
27-30-00 Removaland Installationof Trim Controls 2H23
27-30-00 Adjustmentof Trim Indicators 2H23
27-50-00 FLAPS 211

27-50-00 Descriptionand Operation 211
27-50-00 Removalof Flap ActuatorMotor 211
27-50-00 Installationof Flap ActuatorMotor 211
27-50-00 Removalof FlexibleActuatorMotor 212
27-50-00 Installationof FlexibleActuatorShaft 214
27-50-00 Inspectionof OutboardWingFlap Transmission 214
27-50-00 Inspectionof InboardWingFlapTransmission 214
27-50-00 Removalof Flap Transmission 215
27-50-00 Disassemblyof Flap Transmission 216
27-50-00 Serviceand Inspectionof FlapTransmission
Internalcomponents(CALCO) 218
27-50-00 Assemblyof Flap Transmission(CALCO) 219
27- Cont/Effec.
Page - 2
2F9
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE
MANUAL
CHAPTER27 - FLIGHT CONTROLS (continued)
SYSTEM GRID
27-50-00 FLAPS (cont)

27-50-00 Installation of Flap Transmission 2112
27-50-00 Removal of Flap Control Box (Selector) 2113
27-50-00 Installation of Flap Control Box 2113
27-50-00 Removal of Flap Control Amplifier 2113
27-50-00 Installation of Flap Control Amplifier 2113
27-50-00 Rigging and Adjustment of Flaps 2113
27-50-00 Preparation for Rigging 2114
27-50-00 Mechanical Rigging Procedure 2116
27-50-00 Electrical Rigging Procedure 2116
27-50-00 Electrical System Functional Test Procedure 2120
27-90-00 STALL WARNING 2124

27-90-00 Stall Warning/Recognition System 2124
27-90-00 FUNCTIONAL TESTS OF SYSTEM 2124
27-90-00 Stall Warning Functional Test 2124
27-90-00 Stall Warning System Self Test 2124
27-90-00 Force Applicator Kit Test 2J1
27 - Cont./Effec.
Page - 3
2F10
PIPER AIRCRAFT
PA-42/42-720
GENERAL
DESCRIPTION ANDOPERATION
The primaryflightcontrolsare conventionaltypeoperatedby dualcontrolcolumnsand rudder pedals.

The control columnsin the PA-42functionon a leverarm principleattachedto a crossovershaft (torquetube)
mountedunder the cockpitfloor. The crossovershaft acts as the axis of rotationfor the two columnsand houses
the roller chain that interconnectsthe two control wheels. The control columnscontain hardware for adjustment
of control wheels and aileronprimary drive mechanism. The linkagesto the aileron and elevatorcontrol sectors
are containedunder theleft side of the floor.
The aileronsare actuatedby the pilot and copilot control wheelsthroughthe roller chain which drives a lever
located in the pilot's controlcolumn. This lever transmitsthe control wheels travel to the aileron control sector
throughthe link,bellcrank,and anotherlink. Cablesrun from the sectorto aileronbellcranksin the wings.
The elevatorsare controlledby control columnsthroughthe crossovershaft. An arm, extendingfrom the pivot
fitting locatedon the left side of the crossovershaft, transmitscontrolcolumntravel through a link to the forward
elevatorcontrol sector. The control cables for the elevatorcontrolsystem run from the forwardcontrol sector at
Fuselage Station 93.30 to the aft control sector at Station373.10. The aft control sector is connectedto a long
push-pull tube which reachesup through to the top of the vertical stabilizerwhere it bolts to the elevatorcontrol
horn.
Attached to the left set of rudder pedal arms are tubes connected to a bellcrank which is attached to the
pressure bulkheadat Station57.0. The rudder control sector at W.L. 18.00is drivenby a tube running from the
bellcrank. Controlcablesrun from the controlsectorto the ruddersector,whichis attacheddirectlyto the rudder.
The aileron, elevator,and rudder trim controls are mountedon the pedestalalong with position indicatorsfor
each system. As each control is moved,cable wrappeddrums rotate, and in turn they actuatethe particulartrim
system beingoperated.
The Calco type flapmechanismused in the PA-42is describedin detail in the flaps sectionof this chapter.
TROUBLESHOOTING
Problems peculiar to this aircraft's control systems are listed in chart 2701 along with probable causes and
suggestedremedies.
27-00-00
Page1
2F11
PIPER AIRCRAFT
PA-42/42-720
CHART 2701. TROUBLESHOOTING(SURFACECONTROLS)
AILERON CONTROL SYSTEM
Lost motionbetween Cable tensiontoo low. Adjustcable tension.

controlwheeland
aileron. Linkageloose or worn. Checklinkage and tighten
or replace.
Brokenpulley. Replacepulley.
Cablesnot in place on Installcablescorrectly.

pulleys. Checkcable guards.
Improper rigging. Check rigging in the control

column and crossover (torque
tube) shaft, and at the bell-
cranks in the fuselage and the
wings.
Resistance to control System not lubricated Lubricate system.

wheel rotation. properly.
Cabletensiontoo high. Adjust cable tension.
Controlcolumnchain Adjustchaintension.
improperlyadjusted.
Pulleys binding or Replace binding pulleys

rubbing. and/or provide clearance
between pulleys and
brackets.
Cablesnot in place on Install cables correctly.

pulleys. Check cable guards.
Bent aileronand/or Repairor replaceaileron

hinge. and/orhinge.
Cablescrossedor Check routing of control

routedincorrectly. cables.
27-00-00
Page 2
2F12
PIPER AIRCRAFT
PA-42/42-720
CHART 2701. TROUBLESHOOTING (SURFACE CONTROLS) (continued)
AILERON CONTROL SYSTEM (continued)
Resistance to control Interference between Check control column fittings

wheel rotation. (cont) fittings. in pilot's control column.
Linkages to bellcrank from
control column.
Control wheels not Incorrect control Rig and check roller chain
synchronized. column rigging, firmness between the two
control wheels.
Control wheels not Incorrect rigging of Rig.

horizontal when aileron system.
ailerons are neutral.
Incorrect aileron travel. Aileron control rods not Adjust.

adjusted properly.
Aileron bellcrank stops Adjust and check all

not adjusted properly. bellcranks in the fuselage
and wings.
Correct aileron travel Incorrect rigging of Rig.

cannot be obtained by aileron cables, control
adjusting bellcrank stops. wheel and control rod.
Control wheel stops Incorrect rigging between Rig.

before control surfaces control wheel and control
reach full travel. cables.
AILERON TRIM CONTROL SYSTEM
Lost motion between Cable tension too low. Adjust.

trim control wheel
and trim tab. Cables not in place on Install cables correctly.
Broken pulley. Replace pulley.
Linkage loose or worn. Check linkage and

tighten or replace.
27-00-00
Page 3
2F13
PIPER AIRCRAFT
PA-42/42-720
CHART 2701. TROUBLESHOOTING (SURFACECONTROLS) (continued)
Trouble
I Cause
I Remedy
AILERON CONTROL SYSTEM (continued)
Trim control wheelmoves Systemnotlubricated Lubricatesystem.

with excessiveresistance. properly.
Cable tensiontoo high. Adjust.
Pulleys bindingor Replacebindingpulleys.

rubbing. Provide clearancebetween
pulleysand brackets.

Trim tab hinge binding. Lubricate hinge. If

necessary, replace.
Cablescrossedor Checkroutingof control

routedincorrectly. cables.
Trim tab fails to reach System incorrectly Checkand/oradjust

full travel. rigged. rigging.
Either or both trim drums Check and/or adjust

incorrectly wrapped. rigging.
Trimindicatorfails to Trim indicatorunit not Adjust.

indicatecorrect trim adjustedproperly.
position.
27-00-00
Page 4
2F14
PIPER AIRCRAFT
PA-42/42-720
CHART 2701. TROUBLESHOOTING(SURFACECONTROLS) (continued)
ELEVATORCONTROL SYSTEM
Lost mot ion between Cabletensiontoo low. Adjust cable tension.

olumnand
control column and
elevator. Linkageloose or worn. Check linkage and tighten
or replace.
Cables not in place on Install cables correctly.

pulleys.
Improper rigging. Check rigging and

dimensions.
Resistance to elevator System not lubricated Lubricate system.

control movement. properly.
Cable tension too high. Adjust cable tension.
Binding control column. Adjust and lubricate.

between pulleys and
brackets.

pulleys.
Bent elevator or hinge. Repair or replace elevator

or hinge.
Cables crossed or Check routing of control

routed incorrectly. cables.
Damaged bellcrank(s) Check fuselage and wing

(bellcranks binding). mounted bellcranks and
adjust.
27-00-00
Page 5
2F15
PIPER AIRCRAFT
PA-42/42-720
Trouble
I Cause
I Remedy
ELEVATORCONTROL SYSTEM (continued)
Incorrectelevator Elevatorstopsincorrectly Adjuststop screws.

travel. adjusted.
Elevatorcontrol rods Adjustcontrolrod(s).

incorrectlyadjusted.
Improperriggingat Checkfuselage,control
fuselagebellcrank. bellcrankrigging.
Correctelevatortravel Elevatorcables Rig cables and check elevator

cannotbe obtainedby incorrectlyrigged. control bellcrank in forward
adjustingelevatorstops. part of fuselage.
ELEVATOR TRIM CONTROL SYSTEM
Lost motion between Cabletensiontoo low. Adjust.

trim control wheel
and trim tab. Cablesnot in place on Installcablescorrectly.
Linkage loose or worn. Check linkage and tighten

or replace.
Trim control wheel Systemnot lubricated Lubricate system.

moves with excessive properly.
resistance.
Cable tension too high. Adjust.
Pulleys binding or Replacebindingpulleys.

rubbing. Provideclearancebetween
pulleysand brackets.

Trim tab hinge binding. Lubricate hinge. If

necessary, replace.
27-00-00
Page 6
2F16
PIPER AIRCRAFT
PA-42/42-720
Trouble
I Cause
I Remedy
ELEVATOR TRIM CONTROL SYSTEM (continued)
Trim control wheel Cablescrossedor routed Checkroutingof control

moves with excessive incorrectly. cables.
resistance. (cont)
Misadjustmentof tab Adjust.
actuatorrods.
Trimtab fails to reach Systemincorrectly Check and/or adjust


Trim indicator fails to Trim indicatorunit not Adjust.

indicate correct trim adjustedproperly.
position.
RUDDER CONTROL SYSTEM
Lost motion between Cable tension too low. Adjust cable tension.
rudder pedals and
rudder. Linkage loose or worn. Check linkage and tighten
or replace.
Loose bellcrankon pressure Repair bellcrank.

bulkheadstation57.0.
Broken pulley. Replacepulley.
Bolts attachingrudder Tightenbellcrankbolts.

to bellcrankare loose.
27-00-00
Page 7
2F17
PIPER AIRCRAFT
PA-42/42-720
RUDDER CONTROL SYSTEM (continued)
Excessiveresistanceto Systemnot lubricated Lubricatesystem.

rudderpedal movement. properly.
Rudder pedal torquetube Lubricatetorquetube

bearing(s)in need of bearings.
lubrication.
Cabletensiontoo high. Adjust cable tension.

between pulleys and
brackets.
Cablesnot in place on Install cables correctly.

Cables crossed or routed Check routing of control

incorrectly. cables.
Interference of torque Adjust tube(s) for proper

tubes. operation.
Rudder pedals not Rudder cablesor torque Rig.

neutral when rudder tubes incorrectlyrigged.
is streamlined.
Incorrect rudder Rudder bellcrankstop Rig.

travel. incorrectlyadjusted.
Nosewheelcontacts Rig.
stopsbeforerudder.
Tab actuatorrod hitting Rerig tab.

stops.
Excessive right or left Compensatingbellows Replacethe required

rudder noticed in flight puncturedor collapsed. bellows.
WHEN PRESSURIZED.
27-00-00
Page 8
2F18
PIPER AIRCRAFT
PA-42/42-720
CHART 2701. TROUBLESHOOTING (SURFACE CONTROLS) innued
RUDDER TRIM CONTROL SYSTEM
Lost motion between trim Cable tension too low. Adjust.

control wheel and trim tab.
Linkage loose or worn. Check linkage and tighten

or replace.
Trim control wheel moves System not lubricated Lubricate system.

with excessive resistance. properly.
Pulleys binding or Replace binding pulleys.

rubbing. Provide clearance between
pulleys and brackets.

Trim tab hinge binding. Lubricate hinge. Replace

if necessary.
Cables crossed or routed Check routing of control

incorrectly. cables.
Trim tab fails to reach System incorrectly Check and/or adjust


Trim indicator fails to Trim indicator unit not Adjust.

indicate correct trim adjusted properly.
position.
27-00-00
Page 9
2F19
PIPER AIRCRAFT
PA-42/42-720
(SURFACECONTROLS)(continued)
FLAP CONTROLSYSTEM
Flaps fail to extendor Flap motorcircuitbreaker Resetcircuitbreaker.

retractthough flap open.
solenoidactuates.
(Motorc ircuit.) Defectiveflap selector Replaceflap controlbox.
switch.
Defectiveflap motor Replacerelay.

circuitrelay.
Groundopen from flap ection.

Checkground connection
motor circuitrelay.
Groundopen from flap ection.

Checkground connection
selectorswitch.
Defective flap motor. Replace motor.
Defective circuit wiring. Isolate cause and re pair.
Flaps failI to extendor Battery switchoff. Turn switchon.

retract. IFlapsolenoid
does not actuate. Flap solenoidcircuit Resetcircuitbreaker.
(Solenoidcircuit.) breakeropen.
Defective flap selector Replace selector swswitch.

switch.
Defectiveup or down Replacedefectiveswitch

witch.
limit switch.
Defectiveflap solenoid. Replaceflap solenoid.
Groundopen from flap Checkground connection.

solenoid.
Defectivecircuitwiring. Isolatecauseand repair.
27-00-00
Page 10
2F20
PIPER AIRCRAFT
PA-42/42-720
Trouble
I Cause Remedy
FLAP CONTROL SYSTEM (continued)
Flaps fail to retract Up limit switch Adjustflap.

completely. incorrectlyadjusted.
Flaps do not extend Downlimit switch Adjust.

completely. incorrectlyadjusted.
Flaps not synchronized Incorrectadjustmentof Rig.

or fail to fit evenly the transmissiontube.
when retracted.
Flaps have erratic Bindingbetweenflexible Isolatecause and lubricate

operation during shaftand motor. cable if required.
extension and
retraction. Binding between track Refer to Rigging and
and rollers. Adjustment.
Slipping or stripped Replace transmission.

transmission.
Loose electrical Check and repair

connection. electrical connections.
Transmissionneeds Lubricate transmission.

lubrication.
Flap on one side fails Brokenflexibleactuator Replace flexibleshaft.

to operate. shaft.
Defective transmission. Determinecause and

replace or repair.
Faulty time delay switch. Checkoperation.
27-00-00
Page 11
2F21
PIPER AIRCRAFT
PA-42/42-720
Trouble
I Cause
I Remedy
FLAP CONTROLSYSTEM(continued)
Systemwon't turn on. Badflapcontrol. Checkflap controlbox
for proper operationand
continuityin flap control
box; repairor replaceas
necessary.
Malfunctioningamplifier. Replaceamplifier.
Disconnect flap control Locking pin failure -

potentiometer in flap service the control box.
control box.
Frozen flap lever. Shaft failure. Servicethe controlbox.
Gearingfailure. Service the control box.
No flap movement. Flap controlbox: Service the control box.

Levershaft failure,
Lockingpin failure,
Gearingfailure.
Flexshaft or coupling Replace worn part.

failure.
Open circuit. Check circuitry (refer to

schematic in this chapter).
Slow system cycle. Excessive motor brush Removeand serviceflap

wear. motor.
Motoropen circuit. Check circuit per rigging

and test procedures.
Check circuit continuity.
Motor stall. Malfunctioningscrewjack. Inspectall screwjacksfor

excessivewear and free
travel. If inspectiondoes
not uncoverproblem,
disconnectscrewjacksfrom
flaps and flexshaftand
check for free travel. Remove
and servicedamagedscrewjack.
27-00-00
Pagel2
2F22
PIPER AIRCRAFT
PA-42/42-720
FLAP CONTROLSYSTEM(continued)
Motor stall
all. (cont) Excessivebrush wear. Remove and servicemotor.
Motor open circuit. Checkcircuitfor proper

installation.
Motor powercircuit Outboardflexshaftor Replaceworn part.

breakertripped. connectionfailure.
Screwjackactuator Removeand service

failure. actuator.
Motor bearing failure. Repair motor.
Motor short circuit. Repair motor.
System shutdown. Impropersystem Perform riggingelectrical

hookup. tests.
Malfunctioningamplifier. Replace amplifier.
Opengroundto amplifier. Check electrical system and

repair.
System stall in position. Power or ground circuit Checkcircuitfor open line

open. and repair.
Bearing seize - motor stall, Replacebearingsaffected.

circuitbreakertripped.
Synchronization Checkinboardflexshafts
shutdown. and coupling.
Excessivebrush wear Replacebrushes.

in motor.
Motor open circuit Servicemotor and check

circuit.
Malfunctioningflap Replaceamplifier.
amplifier.
27-00-00
Page 13
2F23
PIPER AIRCRAFT
PA-42/42-720
MANUAL
AIRPLANEMAINTENANCE
Trouble
I Cause
I Remedy
Synchronizationshutdown. Flexshaftor coupling Replacewornpart.

failure.
Failureof screwjack Removeand service

actuator. actuator.
Improperadjustmentof Performriggingtest and

flappotentiometers. procedure.
Wracked flap. Screwjackhousingfailure. Removeapplicablescrewjack

and repair.
Ball screwfracture. Removeapplicablescrewjack

and repair.
Flap connection failure. Replaceshaftor connection.
Outboardflexshaftand/or Replacethe requireditem.

couplingfailure.
Frozen screwjack Wormbearingfailure, Removeand service

compressionbearing actuator.
failure on screw,tension
bearingfailureon screw,
ball nut failure or seize.
Heavy wear on worm Wormbearingfailure. Removeand service

gear. actuator.
Systemwill not hold in Flap controlbox: Repair flapcontrol.

presetposition. DetentFailure
Drag BrakeFailure
Faultlamp indicatinga Malfunctioningamplifier. Replaceamplifier.

failureduring no demand
periods.
Flap position indicator Malfunctioningamplifier. Replaceamplifier.

wrong.
27-00-00
Page 14
2F24
PIPER AIRCRAFT
PA-42/42-720
Annunciator light on, but Malfunctioning amplifier. Replace amplifier.

flaps operate.
Annunciator light on Flap motor circuit breaker Reset circuit breaker.

with flaps inoperative. pulled or tripped.
Flaps asymmetric. Check and rerig flaps.
Potentiometer failure. Replace potentiometer.
Motor and/or relay Replace component.

failure.
Flaps inoperative Power loss to amplifier. Probably flap amplifier

annunciator light circuit breaker. Reset
off and flap indicator breaker if applicable and/or
pointing off. check system.
No indication of flap Battery switch off. Turn switch on.

position on indicator.
Circuit breaker open. Reset circuit breaker.
Sender unit ground Check ground connection.

open.
Defective indicator unit. Replace indicator unit.
Defective sender unit. Replace sender unit.
Sender unit not adjusted Adjust sender unit.

properly.
Defective wiring. Check and repair wiring.
27-00-00
Page15
2G1 Reissued December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
STANDARDPROCEDURES
-NOTE-
Refer to chapter 95 for descriptionand informationon special tools

used in this chapter.
The followingtips are helpfulwhen removingand installingvarious assemblies:
1. Level and place airplaneonjacks during riggingand adjustmentof controls.
2. Remove turnbucklebarrels fromcable ends beforewithdrawingcablesthroughstructures.
3. Tie a cord to cable end beforedrawingcable throughstructuresto facilitatereinstallationof cable.
4. Turnbucklestations are given at neutralposition.
5. Beforedisconnecting,use a felt markerto markcable ends, etc.
6. Assemble and adjust tumbuckles to ensure each terminal is screwed in approximatelyequal distance into
barrel. During adjustment,do not turn terminalsso a permanenttwist is put in cables.
7. When tumbuckles are set to correct cable tension,no more than three threads must be exposed from either
end of tumbuckle barrel. Checklocking clips for proper installationby removingclips using fingers only.
Both lockingclips can be insertedin the sameturnbucklebarrelhole or installedin oppositeholes. Locking
clips installedand removedmust be scrapped.
8. When push rods or rod ends are providedwith an inspectionhole, the screw must be screwedin enoughto
pass the inspectionhole. This is determinedvisuallyor by insertinga piece of wire into the inspectionhole.
Whereno inspectionhole is provided,a minimum3/8 inch threadmust be engaged.
9. Cable tensionmust be measuredwith appropriatesurfacecontrolin neutral position.
-NOTE-
Perform a frictioncheck of the system wheneverelevator,rudder, or

aileroncontrolsystem is serviced.
-NOTE-
Cable riggingtensions specifiedin the followingparagraphsmust be

corrected to ambient temperature in area where tension is being
checked (use chart 2702).
10. Ensure all cable guard pins are installedproperlyand are not interferingwith controlcable travel.
- CAUTION -
WITH RIGGING PINS INSTALLED, CLAMP THE

BELLCRANK, SECTOR, OR ASSEMBLY SO WHEN CABLES
ARE TIGHTENED THE LOAD IS NOT TAKEN UP BY THE
PIN. ENSURE PIN IS FREE AT ALL TIMES. IT IS
RECOMMENDED THAT CABLES ARE CLAMPED NEAR
SECTOR, INSTEAD OF CLAMPING THE SECTOR.
11. After adjustingtrim tab travels,checkcable wrapson trim drums at each end of travel. Minimumallowable
is 1 1/4 wraps. Install fairleadsso they do not cause a change in directionof morethan 3° .
12. Install pulleys so they do not cause a change in cable directionof more than 1° laterally (primarycontrols)
or 2° laterally(trim system).
27-00-00
Page 16
2G2
PIPER AIRCRAFT
PA-42/42-720
CHART 2702. CABLE RIGGING TENSION VS. TEMPERATURE
200
170
150
100
50
-30
-50
-20 -10 0 10 20
POUNDS
RIGGINGLOADCORRECTION,
SUBTRACT ADD
27-00-00
Page 17
2G3
PIPER AIRCRAFT
PA-42/42-720
WRAPPING OF TRIM DRUMS (figure27-1)
-NOTE-
The following instructions provide generalized instructions. For

specific requirementsas to number and position of cable wraps on
drum, referto appropriatetrim riggingprocedure.
All trim drums,wrappedbasicallythe same,must be removedfrom the airplaneas follows:
1. For reference, mark end of drum toward base of housingbracket when later installingand wrappingcable
on drum.
2. Withdrum housingbracket held firmly,removeone of the cable guard bolts from housingbracket.
3. Remove drum screwor drum shaft from trim screw assembly. Removescrew by removingstop locatedon
end of screw oppositebase of housingbracket. Turn screw from drum. Remove shaft by driving roll pin
from center of drum. Press shaft from drum.
4. Removedrum from housing.
5. Unwrap trim cable and remove cable and lockpin from drum. (If one end of cable is marked to facilitate
hookupof cable ends, note locationin relationto drum when installingnew cable on drum.)
6. Check conditionof bushingin housingbracket for excesswear.
7. To install and wraptrim cable, locatecenterof cable, measuringfrom end to end.
8. Insert center of cable into cable slot in drum;installlockpin.
9. Hold drum with previouslymarkedor base end of drum down.
10. Lookingdown on drum, wrap cable leading from base end up in a counterclockwisedirection. Wrapcable
from upper end down in a clockwisedirection.
11. Insert drum in housingbracket,positiondrum, and routecables from assembly(shown in figure27-1).
12. Install screwand screw stop or drum shaft. Securewith roll pin.
13. Blocktrim cablesin centerpositionusingmethodshown in figure27-2.
14. Centerdrum betweenstopson screwby rotatingscrew.
THIS SPACE INTENTIONALLYLEFT BLANK
27-00-00
Page 18
ReissuedDecember31, 1989 2G4
PIPER AIRCRAFT
PA-42/42-720
AIRPLAI MAINTENANCE MANUAL
1. CABLE
3 2. DRUM
3. HOUSINGBRACKET
4. DRUM SCREW
5. SCREWSTOP
6. SCREWSTOP
7 7. BUSHING
8. BOLTGUARD
9. DRUMSHAFT
10. ROLL PIN
11.HOUSINGBRACKETBASE
12.ATTACHMENT NUTS
13. LOCK PIN
Figure 27-1. Trim Screw Assembly
Figure 27-2. Methods of Blocking Trim Cables

27-00-00
Page 19
2G5
PIPER AIRCRAFT
PA-42/42-720
AILERONAND TAB
REMOVAL OF AILERON CONTROL CABLES (figure27-3)
1. Removepilot and left passengerseats behindmain spar carrythrough.

2. Remove left floor panels from behind control column back to Station 174.0 or approximately34 inches
behind main spar carry through. If necessary,move the affected passenger seat so right floor panel and
center panels canbe removedat samestation.
3. Remove fairleadsfrom wings at Station 121.5 and 58.5, and remove fairleadsfrom where aileron cables go
through fuselageat fairleadpan, Station 173.0.
4. Remove access plates under wing along front of rear spar at Wing Stations92.5, 121.0, and 183.0. Also
removethree platesat rear of wheel well and on undersideof wing fillet
5. To removeleft balancecable, proceedas follows:
a. In left wing at bellcrank,removesafetywire or clip from aft tumbuckle;disconnectcable.
b. Remove fairleadsat Wing Stations58.5 and 121.5 and remove cable guard pins at Wing Stations0.5,
30.9, and 147.5.
c. In fuselage,removesafetywire or clip from aft tumbuckleat Station 172.0;disconnectcables.
d. Mark cable end to facilitateinstallation.
e. Pull cable end to facilitateinstallation.
6. Removethe right balancecable as follows:
a. In rightwing at bellcrank,remove safetywire from aft turnbuckleand disconnectcable.
b. Disconnectturnbuckleat FuselageStation 172.0.
c. Removefairleadsand cable guard pins as describedfor left wing.
d. Mark cable to facilitateinstallation.
e. Carefullypullcable from aircraft.
7. Removeleft primarycable as follows:
-NOTE-
When removing inboard section which leads from control sector to

turnbuckle at Station 142.0 or outboard section which leads to the
bellcrank from turnbuckles only use directions leading to or from
Station142.0.
a. In left wing at bellcrank,removesafetywire or clip fromturnbuckleand disconnectcable.
b. Remove primary control cable fairleads at Wing Stations 121.5 and 58.5, cable guard pins at Wing
Stations0.5, 30.0, 147.5,and at FuselageStations164.51and 112.48.
c. Remove safetywire and screw securingretainerplate and cable end to sector, disconnectcable from
sector.
d. At Station 155.0,draw cablesfrom wing and insidefuselage.
8. To removeright aileroncable, use basicallythe sameprocedureas the left. The only differencefor the right
cable system is thatpulley locations aft of sector are different. The right system'sfirst pulley from sector is
at Station 101.07. One is at Station 164.51wherecable turns toward wing and goes under anotherpulley at
Station 168.0. The inboardand outboardsectionsare stilldividedby a turnbuckleat Station 142.0.
27-10-00
Page 1
2G6
PIPER AIRCRAFT
PA-42/42-720
INSTALLATIONOF AILERON CONTROL CABLES (figure27-3)
-NOTE-
When all fairleads and cable guard pins are removed, and only the
inboard or outboard section of cable is to be installed, follow
instructionsfor the specificsection from either side of tumbuckles at
Station 142.0and on.
1. Installleft primarycable as follows:
a. At bellcrankin left wing, fastenturnbuckleforkto forwardarm of bellcrank.
b. Carefully feed cable through pulleys in wiring at Stations 147.5, 30.0, and 0.5 and around pulley at
wing root (FuselageStation 170.03,ButtockLine 28.58). Angle slightlyforwardthrough forwardhole
in fairleadpan assemblyand aroundport pulley at FuselageStation 164.51.
c. If full cable is being rigged,feedcable forwardaround pulleyat FuselageStation 112.48and to left side
of upper control sector.
d. Fasten cable end to aileron controlsectorby screwingon retainerand safetywiring.
2. Install rightprimary cable as follows:
a. Connectturnbucklefork to forwardarm of bellcrankin rightwing.
b. Routecable through pulleysin right wingas previouslydescribedfor left wing.
c. Again feed cable throughforwardhole in fairleadpan assembly,Waterline16.81.
d. At a slight angle forward, route cable from pan inboardto a pulley at Fuselage Station 168.0. Feed
cable under and around pulleyto rearpulley at Station 164.51and aroundit.
e. If both sectionsare being installed,route cable forwardto pulley at Station 101.07,around its left side,
throughbulkheadat Station 100and onto right side of aileroncontrolsector.
f. Fasten cable end to control sectorby screwingon cable retainerplate and safetywiring themto sector.
3. Install left and right balancecables as follows:
a. Connectcables to aft arm of individualbellcranks. Verify,if applicable,that red paintedcable terminals
on aileronbalance cablesare installedto red painted lugs on aileronbellcranksin wings.
b. Route cables through pulleys installing cable guard pins at Wing Stations 147.5, 30.0, and 0.5 and
fairleads at Stations 121.5and 58.5.
c. Check proper angle of ailerons; connect and tighten cables at turnbuckle accordingly. Verify trailing
edge of left aileron moves up and trailing edge of right aileron moves down when control wheel is
turnedcounterclockwiseand vice-versawhencontrolwheelis turnedclockwise.
REMOVALOF CONTROL COLUMN SPROCKETS
1. Removeaccess panels locatedon forwardside of controlcolumn approximately6.00 inchesbelow control

wheels on pilot and copilot controlcolumns.
2. Removecover assemblyfrom top of both controlcolumns.
3. Install rigging pins in lower portion of pilot control column ensuring bellcrank is captured between two
pins.
4. Insert two pieces of 0.032 inch safetywire down copilot controlcolumn and one piece down pilot control
column. Wrap one end of each wire to a link in chain below turnbuckles. Tie oppositeends of wires to
holes which forwardaccesspanelsare mountedto columns.
-NOTE-
Keep the wires tight so chain does not fall off sprockets under
floorboards(figure27-3a).
27-10-00
Page 2
2G7
PIPER AIRCRAFT
PA-42/42-720
F.S.
F.S. 164.51 F.S.
112.49 170.03
Figure 27-3. Aileron and Aileron Trim Controls

27-10-00
Page 3
2G8
PIPER AIRCRAFT
PA-42/42-720
FUSELAGESTAT
AILERONTRIMPULLEY
FUSELAGESTATION164.51 FUSELAGESTATION170.03
Figure 27-3. Aileron and Aileron Trim Controls (continued)

27-10-00
Page 4
2G9
PIPER AIRCRAFT
PA-42/42-720
AILERON BALANCE CABLE
FUSELAGE STATION 171.0

AILERON TRIM TAB CABLE
WING STATION .5
AILERON TRIM TAB CABLE
WING STATION 30.0
WING STATION 174.5
AILERON TRIM
TAB CABLE
WING STATION 147.5 WING STATION 174.5 (RIGHT WING ONLY)
Figure 27-3. Aileron and Aileron Trim Controls (continued)

27-10-00
Page 5
2G10
PIPER AIRCRAFT
PA-42/42-720
5. With control wheelsin neutral, tie a ty-rapto top link in pilot and copilot chains as they pass over sprockets.
Place marks on sprocketsto align with ty-raps.
6. Remove safety pins from turnbuckles,identify each turnbuckle for location, and disconnect turnbuckles
from chains.
7. Life chainsoff sprockets.
8. Remove ten AN3-3Abolts (five on forward side of column and five on aft side of each column) securing
sprocketand wheelassemblyto column. Lift and removesprocketand wheel assemblyfrom column.
9. Slide bearingsupportoff shaft.
10. Removecollar from hi-shearbolt through sprockethub by splitting collar with a chisel. Drive bolt out with
a pin punch;removesprocket
11. Ensure control shaft hole diameteris 0.163 inch or less. If hole diameter is greater than 0.163 inch, replace
shaft.
INSTALLATION OF CONTROL COLUMN SPROCKETS
1. Place alignmentmark on new sprocketin sameplace as old sprocket.

2. Mount new sprocketon shaft with sprockethub facingaway from control wheel (figure27-3a). Line ream
hole in sprocketand shaft assemblyto 0.1635 - 0.1640 inch diameter. Install Hy-LokHL 18-5-16pin in
hole for drive fit. Install Hy-Lok HL-70-5collar on pin and tighten it until hex positionshears off. Hold
pin head with an Allen wrenchif necessary.
3. Reassemblycontrolwheel assembliesinto controlcolumnsby securingbearingblocks to each column with
ten AN3-3Abolts previouslyremoved.
4. Installchains on sprockets so previouslyinstalledty-raps align with sprocketalignmentmarks.
5. Reconnecttumbuckles ensuringproper placement Remove safety wire used to retain chains. Level pilot
control wheel by adjusting turnbuckles A and B and taking up slack with turnbuckle C (figure 27-3a).
Level copilot control wheel by adjustingtumbucklesB and C. Tensionchain enough to remove slack,but
not enough to increase friction. Through access hole in copilot column, deflect chain with finger applying
approximately5 poundsof pressure. Deflectionmust be between 1/4 - 1/2 inch.
6. Removeriggingpins and ty-raps. Checkaileronsystem frictionper maintenancemanual,chapter 27, Flight
Controls. Movecontrolsthroughfull travel range and checkfor free movement.
7. Install turnbucklesafetypins and accesscovers.
27-10-00
Page 6
2G11
PIPER AIRCRAFT
PA-42/42-720
BEARINGSUPPORT
ACCESSPANEL
DRILL AND REAM.1635/.1640
/ C -BEARING SUPPORT
B
BELLCRANK
CONTROL CONTROLWHEEL
COLUMN SHAFT
CO-PILOTSCONTROLCOLUMN
PILOTSCONTROLCOLUMN
TURNBUCKLE
VIEW A -A VIEW B -B
(LOOKINGAFT) (LOOKINGAFT) VIEW C -C
Figure 27-4. Control Column Sprocket Installation

27-10-00
Page 7
2G12
PA-42/42-720
REMOVALOF AILERON CONTROL SECTION (figure27-3)

-NOTE -
Both aileron and elevatorsectors are located at Station 93.3. Though
not integrallyconnected,a hingebolt maintainstheir axial position. If
is necessary,therefore, to removeaileron cables from their sector and
loosen elevator cables so hinge bolt can be pulled out. The forward
elevatorsectorwill not be unhingeddue to removalof aileronsector.
1. Disconnectcablesand aileron controlpushrodfrom sector.
2. RemoveAN6-60Apivot bolt.
3. Rotate sectorso grooves are facing fore and aft. Slide sectorto left of aircraftand out from betweenbracket
supports.
INSTALLATION OF AILERON CONTROL SECTOR (figure 27-3)
1. Holdsector on end with grooved ends fore and aft, and rotate it downand betweentop two supports.
2. Withsectorbetweenits supports,connectcontrolrod to mountingflange.
3. Ensure flange is to left side of aircraft. Positionsectorbetweenits support.
4. Ensure elevatorcontrol sector is in position. Drive AN6-60Apivot bolt down throughtwo sectors and their
supports. Screwbolt into nut plate.
5. Connectand tighten aileroncontrol cables.
6. Tightenelevatorcontrolcables.
RIGGING OF AILERON CONTROLS (figures 27-3 thru 27-8)

- NOTE
The followingprocedure assumes system to be far enough in rig to

allow all riggingpins to fit in their individualholes at same time.
1. Removeaccessplate to each aileronbellcrankat WingStation178.
2. Position bellcranks in neutral positions using riggingpins. (AN-3-20 bolts with ribbons attached.) (figure
27-7)
3. Remove accessplates under pilot seat and insert riggingpin through the sectors. If pins will not line up in
both bellcranksand sectors under pilot seat, proceedas follows:
a. Align sectors and install riggingpin.
b. Clamp cablesnear sectors to preventany load on riggingpin.
c. Adjust cables with tumbucklesat FuselageStation 142until both aileronbellcrankpinholesalign.
d. Insert riggingpins and unclampcables.
4. Install riggingpins in bottom of pilot controlcolumn. Adjust pushrodto sectorif necessary. Adjustlength
of verticalpushrodin column as follows(shown in figure27-5):
27-10-00
Page 8
2G13
PIPER AIRCRAFT
PA-42/42-720
a. Level pilot control wheelby adjustingturnbuckleA in pilot control columnand turnbuckleB in copilot
control column. Use turnbuckleC in copilotcolumnto take up slack (figure27-5).
b. Level copilotcontrolwheelby adjustingturnbucklesB and C.
-NOTE-
When tensioning chain to remove slack, do not increase system

friction. To check for proper tension,reach through copilot column
access opening and deflect chain with finger pressure of
approximately5 pounds. Deflectionmust be between 1/4 - 1/2 inch.
5. Installrigging tool(P/N 72025)on top surfaceof left wing and tool(P/N 72159)on top surfaceof ring wing
at station 174.50(figure27-8).
6. Adjust pushrodbetweenwing bellcrankand aileronto bring aileron to neutral ± 1° position (shownon the
riggingtool). This neutral positionis 2° down relativeto wing chord line.
7. Ensure control wheels are in neutral position, cables are routed properly on pulleys, and guard pins are
properlyreplaced. Rig control cables accordingto specificationsin figure 27-6 or the followingprocedure
if autopilotis installed.
8. On aircraftequippedwith autopilot,adjustaileroncable tensionas follows:
a. Tensionaileronprimarycables to 50 pounds± 5 pounds.
b. Connectand tensionautopilotbridlecables in accordancewith autopilotservicemanual.
c. Check aileronprimary cable tension (in wing) and adjust(if required)tensionto 55 pounds± 5 pounds
downstreamof autopilotbridle cables.
9. Removeall riggingpins and rotate controlwheel to positionaileron at indicateddown and up positionson
riggingtool (figures27-6 and 27-8). Adjuststopson wing bellcranksto be the same.
10. Adjuststops in controlcolumnto permit 5° wheelrotationafter wing bellcrankhas stopped.
REMOVALOF AILERON BELLCRANK (figure27-3)
1. Removeaccess plateto bellcrankassembly.

2. Relievecable tensionof control systemby rotatingone turnbuckleattachedto bellcrank.
3. Disconnectturnbuckleends from forwardand aft bellcrankends.
4. Disconnectaileroncontrolrod at bellcrank.
5. Removepivot boltsecuringbellcrank. Removebellcrankfrom wing.
6. Unbolt stop blockand removefrom wing.
27.10-00
Page9
2G14 ReissuedDecember31,1989
2G14
PIPER AIRCRAFT
PA-42/42-720
1.CONTROLWHEELRT.
WHEELLT.
2. CONTROL
CO-PILOTSCONTROL RIGGINGPOSITION 3. COVERASSEMBLY
OF CONTROLCOLUMNBELLCRANK 4. CONTROLCOLUMNRT.
5. CONTROL COLUMNLT.
3 6. ACCESSCOVER
7. CHAINASSEMBLY
TURNBUCKLEC PILOTSCONTROL SEE 8. TORQUETUBE
9. AILERONINTERCONNECT
TUBE
6 10.RODENDBEARING
11.AILERONSECTOR
12.ELEVATOR SECTOR
13.AILERON PUSHPULLROD
14.ELEVATOR PUSHPULLROD
15.BELLCRANK
- NOTE-
PUSH - PULL ROD
PILOTS CONTROL
POSITION
RODEND
ATW.L.-18.00
CRANK)
CONTROLWHEELADJUSTMENTS COLUMNTRAVEL
Figure 27-5. Control Column Travels and Limits
- NOTE-
TRIM TAB TRAVEL WITH AILERON IN
NEUTRALPOSITION2° BELOWCHORDLINE
AILERONAND AILERONTRIMTAB
- CAUTION-
MAKE SURE TO SECURELY CLAMP
BELLCRANKS AT QUADRANT BEFORE
TIGHTENINGCABLES
CHORD LINE LEVEL SEE NOTE
CABLETENSION
AILERON= 55 LBS.± 5 LBS.
AILERONTRIM TAB = 14 LBS .± 2 LBS.
Figure 27-6. AileronControlTravelsand Cable Tension

27-10-00
Page 10
2G15
Figure 27-7. Location of Bellcrank Rigging Hole
TOOL P/N 72025
Figure 27-8. Installation of Aileron Riggint Tool

27-10-00
Page 11
2G16
PIPER AIRCRAFT
PA-42/42-720
INSTALLATIONOF AILERON BELLCRANK (figure27-3)
1. Place bellcrankin mountingbracket with adjustablestopstowardoutboardend of wing.

2. Installpivot bolt and torque.
3. Installaileron controlrod; securebolt assemblyand safety.
4. Connectturbuckle ends to bellcrank;secureand safety.
-NOTE-
The bellcrankaft end and balancecable end is paintedred to facilitate

proper hookup. Do not tighten turnbucklefork ends on bellcrank so
ends cannot rotate.
5. Installstop blockand torquebolts.
6. Checkaileron controlsriggingand adjustment.
7. Installaccess plate and secure.
REMOVALOF AILERON TRIM (FUSELAGE) (figure27-3)
1. To gain access to trim control actuator,cables, pulleys, and control pedestal, remove right and left pilot
seats, floorboards,and accesspanelsin and aroundpedestal.
-NOTE -
The fuselage aileron trim cables are routed down right side of
fuselagefrom pedestalinto right wing. After entering wing,cables go
through two sets of pulleysto WingStation 92.5 where they attachto
wing aileron trim cable with tumbuckles.
2. To release tension on the aileron cable system, loosen balancecable turnbuckleat FuselageStation 171.3.
Accessto turnbuckleis accomplishedby removingnecessaryseats and floor panels.
3. Cables and pulleys in fuselage are reached by removing right hand and central floorboards in cockpit
throughcabin at FuselageStation99.0 to 163.0. Removeseats from Station 135.0to 163.0as necessary.
4. Blocktrim cables at screw drum assemblyin wing at WingStation 171.0and in fuselageat pulleys under
pedestal.
5. Under wing at Wing Station 92.5, remove access panel, mark cables to ensure proper reinstallation;
disengagefuselagetrim cablesfrom turnbuckles.
-NOTE-
Be sure to note specific routing and hookup of each cable to ensure

trim tab operatesproperlyafter reinstallation.
27-10-00
Page12
PIPER AIRCRAFT
PA-42/42-720
.i6. Remove two small snap bushings securing trim cables to rib flange at Wing Station 58.5 by reaching
7.
through outboard access hole in aft wheel well bulkhead and under wing at Wing Station 65.0.
On aft wheel well bulkhead, remove inboard access panel. Reach through access hole, remove nut from
pulley bearing bolt, and carefully slide bolt up through pulleys far enough to remove tab pulleys.
8. At Wing Station 0.5, reach through bottom, aft access hole in wing fillet, and remove tab pulleys.
9. Tab cables are routed from last wing pulley group, through a doubler assembly, and into fuselage.
10. Remove required pulley guide pins from specific pulleys in fuselage. Carefully draw cables from wing into
fuselage.
11. From pedestal in cockpit, carefully draw cables through fuselage.
12. Remove access covers on control pedestal.
13. With tab cables still blocked at pulleys below pedestal, block cables at pedestal trim screw and remove
clevis pin fastening universal joint to screw shaft.
14. Unblock cables at pulleys; remove pulleys.
15. Remove four bolts retaining screw assembly to support bracket.
16. Slide screw assembly forward from support bracket until shaft clears support bracket.
17. Carefully remove screw assembly from pedestal. Pull cables out through pedestal.
18. Refer to appropriate section on trim controls and indicators for removal of aileron tab control.
INSTALLATION OF AILERON TRIM (FUSELAGE) (figure 27-3)

-NOTE-
Before installing cable, note which cable is routed to which

turnbuckle in wing.
1. Ensure appropriate cable is centered and evenly wrapped and blocked on trim drum to prevent unwrapping.
2. Remove all access panels, pulleys, and pins (explained in previous paragraph).
3. Carefully feed cables through bottom access hole on left side of pedestal under torque tube for control
column and back toward right side of fuselage where cables go thru pulleys at Fuselage Station 101.23 and
Right Buttline 7.9.
4. From copilot side of pedestal, carefully pull and lay cable so screw drum assembly can be installed with as
little cable slack in pedestal assembly as possible.
5. Carefully position screw drum assembly through access hole. Position assembly on mounting brackets so
universal joint, attached to trim control drive shaft, can be attached to drum drive shaft.
6. Fasten universal to drum drive shaft. Attach screw drum assembly to support bracket.
27-10-00
Page 13
2G18
PA-42/42-720
7. Align cables handing from screw drum in first set of pulleys under pedestal. Allow cable to go through
pulleyson samesides as they leave drums.
8. Reinstallpulleysin pulley bracketunder pedestal.
9. Route cables through pulleys at Station 101.23and back through right side of fuselageto Station 163.38.
Turn cables through doubler assemblyon fuselageand out through wing by pulleys at WingStation 31.0.
From pulley at Station 31.0,cables go through holes for snap bushings in rib at Station58.5, and top cable
from fuselage goes in aft hole. Finally, cables travel out wing to Station 90.0 where they attach to wing
ailerontab cables.
10. Be sure to connectproper trim cablesand tighten to tensiondescribedin figure27-6.
REMOVALOF AILERON TRIM (WING) (figure27-3)

1. Remove access plates located under bottom trailing edge of wing at Stations 92.5, 117.5, 128.0, 151.5,
171.0,and 176.0.
2. Disconnecttrim controllink locatedbetweentrim screwand tab push-pulltube.
3. Block both sets of trim cables to preventunwrappingfrom their drums and ease removal. Block fuselage
cable system at pedestal drum and wing system at tab screw assemblyWingStation 171.0(shownin figure
27-3).
4. Mark one set of cable ends at Wing Station 90.0 to facilitate installation and disconnect cables at
turnbuckles.
-NOTE-
Note specific routing and hookup of each cable to ensure proper

operation after installation.
5. Remove fairleads in rib at Station 121.5 by reachingthrough access openings at Wing Stations 117.5and
128.0.
6. Throughaccessopeningat WingStation 150.0,removeappropriateguidepin.
7. With screw drum disconnectfrom tab link assembly,removebolts securingdrum assemblyto rear spar.
8. Carefullypull screw drum assemblyand cablesfrom wing.
INSTALLATIONOF AILERON TRIM (WING) (figure27-3)

1. Ensure appropriatecable assemblyis centeredand evenly wrappedon drum (see paragraphtitled Wrapping
of Trim Drums). Center drum betweenstopson trim screwand block cablesto preventunwrapping.
2. Feed cables backthrough wing so screwdrum is fed up into wing as cable slack becomesless.
3. Position screwdrum assemblyinsidewing,install attachmentbolts, and torque.
4. Finish drawing cables through wing. Connectto appropriatetumbucklesat Wing Station90.0. If fuselage
cable system is not installed,block cables at rib Wing Station 121.5by reachingthrough accessopeningat
Station 117.5.
5. With cables retained,removecable blocks.
6. Connecttrim link to screw drum shaft.
7. Installcable guard pin at WingStation 150.0.
8. Install snap bushingsat Station 121.5
9. If both fuselage and wing cable system are installed and engaged, set cable tension with turnbuckles at
WingStation90 (figure27-6). Checkriggingand adjustment.
10. Install all accessplates.
27-10-00
Page 14
2G19
PIPER AIRCRAFT
PA-42/42-720
RIGGING OF AILERON TRIM (figure 27-2)
1. To adjust aileron trim, ensure the following is accomplished either during installation or as a preadjustment
check:
a. Trim cables are evenly wrapped (centered) on drums both below control pedestal and in wing and both
cable turbuckles are located approximately at Wing Station 90.
b. Trim drum in wing is centered between stops of trim screw.
c. The cable tension is set according to specifications in figure 27-6.
2. Remove access plates on underside of right wing at Stations 171.0 and 176.0.
3. With trim screw held from rotating, turn trim drum until 0.560 inch exists between forward screw stop and
drum housing measured along screw. (This is neutral position of screw.)
4. With right wing rigging tool (P/N 72159-2) installed and ailerons in neutral position, rotate trim wheel in
cockpit to specifications in figure 27-6 as indicated on rigging tool. Ensure cable tension meets
specifications in figure 27-6.
5. Ensure rotation of wheel from stop to stop is smooth and free with no binding or chafing.
6. Using tool (L73035) and a dial type torque wrench, check trim system friction at pedestal by removing trim
wheel and attaching tool and torque wrench to splined shaft. Friction must not exceed 9 inch-pounds when
tested in either direction at any point between limits.
AILERON CONTROL SYSTEM FRICTION CHECK (figure 27-9)
Using a spring scale and pulling from point on aileron shown in figure 27-9, take readings in both up and down
directions as aileron passes through neutral position. Record readings, add them, and ensure total does not
exceed 9 pounds without autopilot bridle cables connected, or 10 pounds with autopilot bridle cables connected.
AILERON TRIM TAB FREE PLAY
1. Position trim tab in neutral position. Trailing edge of tab in neutral position must be in line with trailing
edge of main surface.
2. Total free play must not exceed 0.04 inch measured from one extreme to other between outboard end of tab
trailing edge and trailing edge of main surface.
3. If excessive play exists, inspect aileron trim screw and hinge assemblies to determine location of excessive
play. Repair or replace worn parts as required.
AILERON BALANCING PROCEDURE
I. Position the aileron upside down in the aileron balance jig. Ensure surface rotates freely with no binding at
knife edges.
2. Establish horizontal reference mark which aligns with trailing edge of aileron when held in horizontal
position (chord line level).
3. Hang the master weight (2.74 pounds) in the aft most tool hole in the outboard rib (6.21 inches aft of the
aileron hinge).
4. If the surface is trailing edge heavy, determine the reason for the unbalance and static balance to -17 +0 -2
inch-pounds.
5. If the surface is leading edge heavy, add from I to 3 .10 pound test weights to the master weight. If the
unbalance still exists, remove material from the outboard balance lead weight until the surface is balanced
(see figure 27-31).
27-10-00
Page 15
2G20 InterimRevision:January9, 1998
PIPER AIRCRAFT
PA-42/42-720
FLAP
AILERON "
MEASURE FROM HERE
Figure 27-9. Aileron Friction Check
RUDDER AND TAB CONTROLS
REMOVAL OF FORWARD RUDDER CABLES (figure 27-10)
1. Remove pilot seat and floor panels under and in front of pressure bulkhead at Fuselage Station (FS) 57.0.
2. Rudder cable pulleys for forward system are located at Fuselage Station 77.2 (in front of control column),
161.35, 212.96, 248.96, and 281.5. Remove left seats and floorboards in these areas, only where necessary.
Remove left side floor panels around FS 303.5 to make access to rudder cable turnbuckles.
3. Before disconnecting forward cables, block rear cables in front of bulkhead FS 310.0, keeping cables
tensioned and preventing slippage from pulleys and sector.
4. Mark one cable and turnbuckle to facilitate installation and disconnect turbuckles at FS 303.5.
5. Remove cable guard pins from pulley clusters, disengage cable ends from forward control sector, and
remove top pulley at FS 77.2.
6. Slowly and carefully pull cables from between FS 110.37 and FS 117.88 bulkheads.
REMOVAL AND INSTALLATION OF FORWARD RUDDER CONTROL SECTOR
1. Disengage control tubes from left pedal arms. Tape tubes to pressure bulkhead FS 57.0.
2. Rotate pedals and tie them out of way.
3. With floorboards under pedals removed, disconnect cables.
4. Reach down through access hole in floor and disconnect control tubes on sector and tube, connecting sector
bellcrank to rudder pedal control bellcrank.
5. Remove bolt retaining sector assembly to two mounts.
6. Carefully remove assembly from under floor.
7. Install sector in reverse order of removal.
27-20-00
Page 1
2G21
PIPER AIRCRAFT
PA-42/42-720
RUDDERTRIM
Figure 27-10. Rudder Control System Installation

27-20-00
Page 2
2G22
PIPER AIRCRAFT
PA-42/42-720
OF
RUDDER TRIM PU
SECTOR
FUSELAGE STATION 62.75 FUSELAGE STATION 101.23
RUDDER TRIM ACTUATOR ASSEMBLY
FUSELAGE FUSELAGE STATION 402.40

STATION
380.61
Figure 27-10. Rudder Control System Installation (continued)

27-20-00
Page 3
2G23
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF FORWARD RUDDER CABLES (figure 27-10)
1. With floorboards,pulleys, and guide pins removed,install cable ball ends to forward sector underneath
rudder pedals. (Removesector,if necessary.)
2. Feed cablesback through pulleysto FS 303.5.
3. If aft cables are not installed,ensure cables are aligned on pulleys and sector, and put tension on cables
whileblockingthem aft of bulkheadFS 310.0.
4. If aft cablesare installed,attachcablesto turnbucklesat FS 303.5.
5. Rig rudder and set cable tension(shownin figure27-11). Ensure cables are alignedon pulleysand sector.
REMOVAL OF AFT RUDDER CABLES (figure 27-10)
1. Removeleft side floor panelson backtwo cargodecks fromFS 280.0to FS 332.0 and tail cone(stinger).
2. Removefairleadsin bulkheadFS 332.0.
3. If forwardcable system has not been removed,block it at FS 281.5 pulleys to preventcables from slipping
pulleysand sector.
4. Disengageaft cablesfrom tumbucklesat FS 303.5 and tie a 10 foot leader line to eachcable terminalsend.
5. Removeaccesspanelson left side of tail.
6. Removecable guidepins at FS 334.00,354.67,and 379.5 (thoseon aft cantedbulkhead)pulleys.
7. Disconnectcable ends from aft sectorand carefullypull cablesout through backof aircraftensuringenough
leader line extendsfrom each end.
REMOVAL AND INSTALLATION OF AFT RUDDER CONTROL SECTOR (figure 27-10)
1. Remove tail cone (stinger) and after loosening cables at FS 303.51, disconnect control cables from rudder
sector.
2. Disconnect rudder trim actuator rod end from trim shaft arm and remove trim shaft (explained in section
covering the rudder trim system).
3. Remove safety wire and four bolts fastening rudder torque tube mounting plate (stud weldment plate) to
rudder sector.
4. Remove five countersunk machine screws by rotating sector for access.
-NOTE-
It could be necessary to rotate sector 180° to gain access to two

forward screws.
5. Slide sectorassemblyoff supportbracket.
6. To disassemblesector assembly,remove snap ring where adapter extendsthrough sector and carefullypull
pieces apart notingwhere each componentis installed.
7. Install sector assemblyin reverseorder of removal.
27-20-00
Page 4
Reissued December 31, 1989 2G24
2G24
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF AFT RUDDER CABLES (figure 27-10)
1. Tie each cable terminal end to leader line and from cargo area inside cabin at FS 303.5 pull each cable
through fuselage tail.
2. Attach cable ball ends to sector and lock rudder in neutral position.
-NOTE-
If forward cable system is not installed, ensure cables are centered in

pulleys and block them to bulkhead FS 310.0.
3. At FS 303.5 in cargo section of cabin, remove leader lines. After ensuring all cables are properly positioned
on their pulleys, engage cable terminal ends with proper tumbuckles and tighten to specifications in figure
27-11.
4. Install cabin fairleads into FS bulkhead 332.0.
RIGGING OF THE RUDDER AND ITS CONTROLS (figure 27-11) PPSSO3F
1. Remove pilot seat and floor panels on forward side of pressure bulkhead (Fuselage Station 57.0).
2. In back of cabin between FS bulkheads 298.38 and 310.00, remove left side floor panels to access pulleys at
FS 303.5. Remove tail cone (stinger) to access rudder sector.
3. Adjust rudder pedal and rudder for neutral position as follows:
a. Install rudder rigging tool (P/N 72260) on right side of vertical fin with markings on tool facing down.
Attach tool to fin with No. 10-32 screws and 3 rivnuts at WL 84.57.
b. Install rudder trim tab rigging tool (P/N 72266-2) on right side of rudder. Attach tool-to rudder,
markings facing down, using 3 No. 8-32 screws and 3 rivnuts at WL 35.42.
c. Since different installations of rudder pedal pushrod assemblies exist, reference point for rudder pedals
is determined as follows:
(1) For pedal pushrods P/N 70752-19 and P/N 70752-20, aircraft up to serial number 42-801038,
position and secure rudder pedals 10.51 ± 0.25 inches aft of pressure bulkhead to pedal hinge tube.
Measurement to center after tube is 10.85 ± 0.25 inches.
(2) For wing pedal pushrods P/N 70752-23 and P/N 70752-24, aircraft serial numbers 42-8010038 and
up, install rudder pedal rigging tool P/N 72233 on pilot left and right pedals as follows:
d. Adjust length of pedal pushrods to level bellcrank on pressure bulkhead and adjust bellcrank to section
pushrod so forward rudder sector is vertical.
e. Position rudder in neutral (± 1°).
f. Ensure rudder cables are properly routed around pulleys and are secured with cable guards. Rig cables
according to specifications in figure 27-11, or proceed with following step if autopilot is installed.
- CAUTION -
CABLE TENSION MUST BE ADJUSTED EVENLY SO AS

NOT TO DAMAGE CLAMPED RUDDER.
27-20-00
Page 5
2H1
PIPER AIRCRAFT
PA-42/42-720
RUDDERAND RUDDERTRIM TAB
- CAUTION-
BEFORETENSIONINGCABLES MAKE
SURE TO CLAMP THE SECTOR OR
CABLES TO PREVENT LOAD ON SEENOTE2
CLAMPEDRUDDER
CHORDLINE(NEUTRALPOSITION)
CABLE TENSIONS - NOTE-

1. TRIMTAB TRAVELWITH RUDDERIN NEUTRALPOSITION
RUDDER= 55 LBS.±5 LBS. 2. FIN, RUDDERAND TRIMTAB VIEWEDAS SEEN FROMABOVE.
RUDDERTRIM TAB = 14 LBS±2 LBS.
Figure 27-11. Rudder and Trim Tab Control Travels and Cable Tensions
Figure 27-12. Installation of Rudder Figure 27-13. Installation of Rudder

Rigging Tool Trim Riggint Tool
27-20-00
Page 6
2H2
PIPER AIRCRAFT
PA-42/42-720
g. Since autopilot bridles affect primary cable tension, do not readjust primary rudder cable tensions.
Proceed as follows:
(1) Set tension to 55 pounds ± 5 pounds and hook up bridle.
(2) Tension autopilot bridle cables using proper manufacturers service manual. Primary rudder cable
tension increases downstream of bridle and decreases upstream.
(3) Record tensions upstream and downstream of autopilot bridle cable hookup for later verification.
(4) During verification, ensure tension upstream of autopilot bridle cable hookup is within ± 5 pounds
of previously recorded values.
h. Remove rudder clamp and pedal tools. Smoothly rotate rudder 30° right and 20 left.
i. Adjust rudder stops at rudder sector for 30° right and 20 left.
j. With rudder in neutral, rotate trim wheel in cockpit so tab travel is 10° right and 20 ° left. Trim cable
tension to match specifications in figure 27-11.
k. Remove rigging tools and reinstall access covers.
RUDDER CONTROL SYSTEM FRICTION CHECK (figure 27-14)

-NOTE-
When measuring rudder control system friction, nose gear must be

retracted or bungee disconnected in nose landing gear wheel well.
Using a spring scale placed on rudder (figure 27-14), move rudder from two inches trailing edge left to two
inches trailing edge right and back. Measure force needed to move rudder each time trailing edge passes through
neutral. Both readings must not exceed 6 pounds.
-NOTE-
Friction measurements are taken without autopilot bridle cables

connected. If bridle cables are connected, friction reading must not
exceed seven (7) pounds.
REMOVAL OF FORWARD RUDDER TRIM SYSTEM (figure 27-10)
1. Remove copilot seat and floor panels on same side, from spar carry through to pressure bulkhead FS 57.0.
2. Pulleys aft of forward screw drum are located on right side of aircraft under floor at FS 101.23, 280.0,
332.0, and 376.0. Rub blocks are located at FS 162.3, 181.0, 174.0, and 251.0. To gain access to this cable
hardware, remove required seats and floor panels. If fairleads for aft cable system in pressure bulkhead FS
332.0 must be removed, remove right side floor panels. Approach turnbuckles around FS 312 through right
side floor panels between bulkheads at FS 310.0 and 321.0.
27-20-00
Page 7
2H3
PIPER AIRCRAFT
PA-42/42-720
3. Block forwardcable system at trim screwunderneathcontrolpedestal and aft cable system (if not removed)
at pressure bulkheadFS 332.0. If also removingaft rudder trim system, block cables at aft screwdrum on
aft cantedbulkheadat FS 380.35.
4. Mark one set of turnbucklecable ends to facilitateinstallationof FS 312.0. Remove cable guide pins and
rub blocks to ease removal of cables.
5. Disconnectcablesfrom tumbucklesand attachtwo 23 foot leaderlines to each cable terminalend.
6. From cockpit at FS 78.0, carefullypull cablesthrough aircraft.
7. Remove four bolts attaching screw drum assemblyto channel plate. Remove pin linking drive shaft to
drum.
8. Pull cables up to drum and disconnectleader lines.
9. Removedrum and cable assemblyfrom aircraft.
-NOTE-
Note cable routing and which cables (respectiveto screw drum) are
attachedto which leader lines.
RUDDER
Figure 27-14. RudderFrictionCheck
INSTALLATION OF FORWARD RUDDER TRIM SYSTEM (figure 27-10)
1. Ensure cable is centered and evenly wrapped on trim drum (see paragraphon Wrappingof Trim Drums).
Blockcables to preventdrum from unwrapping.
2. Lay trim drum on floor in front of pedestal and attachleader lines to proper cables.
3. From rear of cabin, carefullypull cablesthroughfuselageensuringcables are aligned on pulleys.
4. Install cable guide pins and rub blocks.
5. Installdrive shaft from control and mountthe drum assemblyon channelplate.
6. Follow cable back downfuselageand alignin pulleyand rub blocks.
7. If aft trim systemis not installed,pull cables tight and block themon aft side of FS 310.0bulkhead.
8. If aft trim system is installed, engage cables with proper turnbuckles and rig and tighten cables to
specificationsin figure27-11.
9. Conducta final check of all cable routing,pulleys,and rub blocks.
10. Install all accessplates,carpeting,and seats.
27-20-00
Page 8
2H4
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF AFT RUDDER TRIM SYSTEM (figure27-10)
1. Remove right side floor panels betweenbulkheadsFS 310.0 to 332.0,two accessplates on right side of tail
and tail cone (stinger).
2. Block aft trim cables (using one method in figure 27-2) on front side of bulkhead FS 332.0 to prevent
unwrappingfromscrew drum assemblyon aft cantedbulkhead.
3. Block forwardcablesto rearof FS 310.0bulkhead.
4. Mark one set of turnbucklecable ends and removefairleadsin pressurebulkheadFS 332.0.
5. Disconnectcablesat tumbucklesand attach 10 foot leader line to two cable terminalends.
6. At pulleys on bottomof pressurebulkheadand on aft canted bulkhead,remove cable guide pins and block
cables on aft screwdrum.
7. Remove cable blocks at FS 332.0 and bolts retainingscrew drum to canted bulkhead. Carefully remove
drum.
8. Carefully pull cables out tail and disconnectleader lines, noting which lines are attachedto which cables,
respectiveto trim drum in its mountedposition.
INSTALLATIONOF AFT RUDDER TRIM SYSTEM (figure27-10)
1. Ensure appropriatecable is centered,evenlywrappedon drum (explainedon paragraphentitledWrappingof

Trim Drums),andblockedto preventunraveling.
2. Position screwdrumassemblyon cantedbulkhead. Mount with two bolts and requiredwashers.
3. Attach cable terminalends to leader lines and from inside cockpit at FS 313.0. Carefully and slowly pull
cables throughfuselage. Removeleaderlines fromcables when cablesare in fuselage.
4. Ensure cables areproperlycenteredon pulleys.
5. Attachecable to properturnbuckles. Tightenand rig systemto specificationsin figure27-11.
REMOVAL AND INSTALLATION OF TRIM TAB
1. Removefairing/accesscovers where cablescomethrough rudder.

2. Loosen cable turnbucklesand removecable securingfixtureson trim tab sectors.
3. Removehinge boltsand tab.
4. Install trim tab in reverse order of removal. Ensure cables are rerigged before reinstallingfairing/access
covers.
27-20-00
Page 9
2H5
PIPER AIRCRAFT
PA-42/42-720
RIGGING OF RUDDER TRIM (figure 27-11)
1. Beforeadjustingruddertrim, proceed as follows:

a. Ensure cables are centeredand evenlywrappedon trim drums.
b. Remove right side floor panels between FS 310.0 and 321.0. Ensure cable turnbuckles are near FS
312.3.
c. Checkcable tension(figure27-11).
2. Removetail cone (stinger)and accessplate on ruddernear WaterLine 45.0.
3. Disconnectrod end from trim tube arm so trimscrew is free to rotate.
4. In cockpit, center control at neutral and ensure trim drum under floor is in neutral position. Forward drum
cable capacity is 18 1/2 turns, and when set with system in neutral, 2 1/4 turns of each side of cable must be
wrappedon drum.
5. With system in neutral, ensure aft screw drum in tail also has 9 1/4 turns of cable wrappedon each side of
drum.
6. On aft trim drum, measuredistance from machinedsurfaceof drum assemblyto stop washeron screw. (End
of screw with rod end attached.) Distancemust measure 0.625 inches. Screw rod assemblyin or out for
proper measurement.
7. With trim screw and system in neutral, align rod end with trim tube arm, and insert bolt to set and hold tab
position. Trailingedges of tab and rudder must align. If control surfaces do not align, pull bolt out of arm
and rod end and turn screw shaft in or out until tab aligns. For fine adjustments,use turnbuckles.
8. Install and secureattachmentbolt in rod end; trim tube arm.
9. In cockpit, turn control to each stop and measure angles of deflection from centerline of rudder.
Measurementsmust compareto those in figure27-11. Use riggingtool (figure27-13)to check tab angles.
10. After adjustingsystem, turn control to its stops and ensure no less than 1 1/4 turns of cable is left on either
drum.
11. Using tool (L73035)and dial type torque wrench,check trim system friction at pedestal by removingtrim
wheeland attachingtool and torque wrench to splinedshaft. Frictionmust not exceed 9 inch-poundswhen
testedin either directionat any pointbetweenlimits.
REMOVALOF RUDDER PEDAL ASSEMBLY (figure27-15)
1. Removepilot and copilotseats for easier accessto pedals.

-NOTE-
If bearing support housing and bearings on end of tubes are only

requiredserviceableitems, proceedto step 6.
2. Disconnectbrakecylindersfrom rudderpedal clevis arms and supportbracketsso brakecylinder assemblies
(brake cylinder and extension) remain assembled. If removingeither of copilot pedals, disconnect brake
cylinder for left pedal at rudder pedal clevis arm and extension. Remove extensionwith right rudder pedal
or forwardtube assembly.
27-20-00
Page 10
2H6
PIPER AIRCRAFT
PA-42/42-720
3. Use the following procedure to remove left pedals (aft tube assembly) on pilot and copilot side:
a. Remove bolts attaching pillow block caps to housings and remove two bolts on right side of block
mounting bracket. After removing caps, reinstall bolts in left block.
b. Remove two bolts, attaching tube support assembly on pilot side to bracket, mounted on pressure
bulkhead.
c. Remove bolts securing left pedal assemblies to torque tube.
d. Supporting aft tube with your hand, remove clevis pin in left end of tube, fastening it to bearing support
housing.
e. With bolts removed from right pillow block, ensure its free movement. Carefully slide rear tube right,
sliding pillow block with it until tube is free of bearing; lay block on floor.
f. When tube is clear of bearing support housing, slide subassemblies off tube. If tube needs to be
replaced, jockey it out from underneath.
4. To remove pilot and copilot right pedals or forward torque tube, proceed as follows:
a. Remove both pillow block caps. Reinstall attachment bolts in right side block housing. Remove bolts
in left side of block housing mounting bracket.
b. Disconnect brake cylinder assemblies (brake cylinder and extension) from forward tube support and
remove bolts securing two tube supports to brackets mounted on pressure bulkhead.
c. Remove bolts mounting rudder pedal assemblies to forward torque tube.
d. On pilot side, disconnect aft tube support from bracket and rotate out of way. After removing bolts
connecting pilot left rudder pedal to pushrod and torque tube, slide pedal assembly as far to left as
possible.
e. Remove clevis pin in bearing support housing and disconnect copilot left brake cylinder from its
extension.
f. While holding left pillow block housing, carefully slide forward tube left, moving assemblies out of
way until tube clears bearing support housing.
g. Remove necessary assemblies from tube. If rudder pedal torque tube need to be replaced, remove as
many assemblies as possible from tube before jockeying it out from underneath panel.
5. Sleeves and bearings support tubes on rub blocks constitute a pressed fit. To disconnect, remove rivets, heat
tube, cool sleeve, and bearing; slide sleeve and bearing from tube.
6. Remove bearing support housings and bearings as follows:
-NOTE-
If previous instructions have been followed, proceed to step e.

a. Remove clevis pin mounting specific bearing support housing to tube.
b. With reference to aft tube assembly (that closest to pilot and copilot), remove bolts retaining pedals to
torque tube and bolts in right pillow block.
c. With reference to forward tube assembly, remove bolts retaining pedals to torque tube and bolts in left
pillow block. After disconnecting pilot left brake cylinder assembly (brake cylinder and extension)
from forward tube support, disconnect support from bracket on pressure bulkhead and swing it out of
way so forward tube can slide to left.
d. While supporting unconnected pillow block housing, slide affected torque tube and block housing so
they clear bearing support sleeve. A socket wrench can be used to remove bolt mounting bearing
support sleeve to fuselage support skin. When pilot block clears mounting pad, lay it on floor.
e. With torque tube removed away from bearing support housing, remove bearing and housing by
ratcheting bolt out of sleeve. Note placement of hardware.
f. After removing housing, remove bearing pressed into housing.
27-20-00
Page 11
2H7
PIPER AIRCRAFT
PA-42/42-720
5 6
9
2. BEARING
3. BOLT
4. TORQUETUBE
5. SUPPORTASSEMBLY
6. TORQUETUBE
7. TORQUETUBE CENTERBEARINGASSEMBLY
8. RUDDERPEDALARM ASSEMBLY
9. BEARING
10. RUDDERPEDALS
11.COTTERPIN
12. MASTERCYLINDERASSEMBLY
Figure 27-15. Rudder Pedals Installation

27-20-00
Page 12
2H8
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF THE RUDDER PEDAL ASSEMBLIES (figure 27-15)
1. If rudder pedal torque tube and pillowblock bearingsupport sleeve from tube is to be removed,proceed as
follows:
a. Fill bucket withice cubes and placeend of tube so it accepts sleevein ice.
b. Heatsupportsleeve in oven at 350° for 15 minutes.
c. Removetorquetube from ice and immediatelyslide heated sleeve over tube. Be sure to align holes in
two assembliesso longer sleeve end, relativeto rivet holes, faces toward tube end to be supported in
bearingsupporthousingon fuselageside.
d. With sleeveproperlypositionedon tube, installtwo NAS 1738Bblind rivets.
e. If bearingsupporthousingon sideof fuselageis removed,replacein reverseorder of removal.
f. With bearing support housing installed, properly insert and align tube in support housing and align
pillowblockin proper position.
g. Mark supportsleevewhere KP21Bpillowblockbearingis to be positioned.
h. Removetorquetube fromunderneathpanel. Installbearingon sleeve.
2. Withtorquetubepositionedunder panel, proceedas follows:
a Positiontube in bearingsupporthousingso it is properlyplacedin rightpillowblock,forwardopening.
b Withright pedaland forwardtube supporton pilot side slide on torquetube, looselymount tube support
to bracketon pressurebulkhead.
c Completesameprocedureon copilot side.
d With tube looselymountedon support brackets,slide it left until bearing on bearing support sleeve is
hangingover floor. Push bearing into properpillowblock housingby aligninghousingbearingslot with
bearingand pushinghousing up onto bearing. If fit is too tight, ensure bearing is properlyaligned and
appropriatebearingis used. Finally,rotate housingaround tube and carefullypushhousingon with soft
mallet.
-NOTE-
For RUDDERBALANCINGPROCEDURE,referto chapter55.

e With bearing positioned in pillow block housing, place housing under tube and align aft tube with
openingin pillowblock. Slideforward tuberight and into bearingsupporthousing,ensuringthe pillow
block also slides into proper positionon mountingbracket. To ensure proper alignmentof pillow block
housing,installcap bolts withoutblock cap.
f Installclevispin, washer,and cotter pin throughbearing supporthousingand torquetube.
g Bolton rudderpedals and brakecylinderswhererequired.
h Installand connectall hardwareand assemblies.
3. Slide removedassembliesto aft rudder torquetubein proper sequence.
a Position tube in bearing support housing on left side of fuselage so it is properlyplaced in left pillow
block,aft opening.
b Connectaft tube supporton pilot side to bracketon pressurebulkhead.
c With tube supportedby supportbracket and left pillowblock, reinstallbearing in pillowblockhousing.
d Reinstalltube and reconnectall hardware.
4. Check rigging.
27-20-00
Pagel3
2H9
PIPER AIRCRAFT
PA-42/42-720
ELEVATORAND TAB
-NOTE-
Anytimeelevatorcontrol system is serviced,conducta friction check

to ensure systemfrictionis withinlimits.
REMOVALOF FORWARDELEVATORCONTROLSECTOR (figure27-16)
1. Removepilot seatand all centralfloor panels at FS 270.0and 322.5,and those in front and behindthem.
2. Removesafety clipfrom properelevatorcable turnbuckle(FS 270.0or 322.5) and decrease cabletension by
partiallyunscrewingone of turnbuckleeyes.
3. Move or removeappropriateseats on left side of cabin so floor panel behind spar carry through section can
be removed.
4. Remove safety clip on one of aileron cable tumbuckles at FS 142.0 and decreasecable tension on aileron
sector.
5. Disconnectcontrolcolumnelevatorpushrodand controlcablesfrom forwardelevatorsector.
6. Remove tension from two cable systems, unscrew pivot bolt, and carefully slide out bolt until elevator
sector can be removed from under aileron sector. If control column pushrod of aileron control sector
impedesremoval,disconnectpushrodfrom aileronsector.
INSTALLATIONOF FORWARDELEVATORCONTROL SECTOR (figure27-16)
1. Positionsector,underaileron sectorcontainingpushrodmountingflange,to right and on bottom.

2. Align sectorto fit pivot bolt and push boltthrough sectors.
3. Screw AN6-60Apivot bolt intonut plate using standardtorquedesignatedin AC43-13.
-NOTE-
To facilitate rigging, ensure torque tube driving forward sector

measures 12.31 inches between defined centers of two rod end
bearings(figure27-16).
4. Attachpushrodto mountingflangeextendingfrom bottomof sector.
5. Install right elevator cable in starboardgroove of sector,retaining plate with retaining screw, and safety
wire.
6. Install left elevatorcable in groove.
7. Tighten aileroncables(figure27-6) and rig elevatorcables (figure27-17).
27-30-00
Page
2H10
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF AFT ELEVATORCONTROL SECTOR (figure27-16)
1. Removerearward most accessplates on both side of fuselagetail and bullet assemblyextendingfrom tail.
-NOTE-
When removing aft push-pull tube from sector, gain access to

tube/sectorlinkage with elevator in up position. Maintain a firm grip
or clamp supporton elevatorto preventrelease.
2. Rotate elevatorto pull up position.
3. With two people reaching through each tail section access hole, remove locknut and bolt and carefully
release tube.
4. Remove first three access plates in center of raised floor and disconnectelevatorcables at FS 270.0 and FS
322.5 to relievetensionin system.
5. With one person reaching through access and lighteningholes and holdingbolt, and another holding nut,
unscrewand removepivot bolt.
6. Pull sector forward through slotted bulkheadand disconnectcables by removingsafety wire and retaining
screws.
7. Removesectorfrom fuselage.
INSTALLATIONOF AFT ELEVATORCONTROL SECTOR (figure27-16)
1. With aft cable system disconnected at one turnbuckle, either at FS 270.0 or 322.5, connect cables as
follows:
a. Insert up cable in groove between arm and sector, fasten cable to sector by screwing on retaining place,
and safety wire plate and screw to sector.
b. Repeat procedure to fasten other cable.
2. With an assistant reaching through aft control bulkhead, slide sector (tube arm forward) through slot in
bulkhead FS 368.0 until it can be held in aligned position. While holding sector in position, insert AN5-25
pivot bolt.
3. With an assistant reaching through starboard access and lightening holes holding nut, reach through on other
side and tighten pivot bolt.
4. Reconnect turnbuckles and push tube to sector arm.
27-30-00
Page 2
2H11
PIPER AIRCRAFT
PA-42/42-720
ELEVATOR
SEE
NOTE
2

ELEVATOR TRIM PULLEY
431.45
F.S.
FUSELAGE STATION 102.72 417.76
F.S.
SEE 435.614
- NOTES - N
1. APPLY CORROSION RETARDANT COMPOUND
PIPER P/N 197 - 508 OR 197 - 509, WITH SPRING
IN EXTENDED CONDITION. REFER TO CHAPTER
91 FOR VENDORS (CONSUMABLE MATERIALS).
2. SHADED AREAS REPRESENT THE CORNERS
OF THE SECTORS PAINTED RED.
F.S. S. .
279.38 332
162.80 F.S.
251.00
F.S.
101.10
298.42
Figure 27-16. Elevator System Installation

27-30-00
Page 3
FUSELAGESTATIONS162.60AND251.00
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF ELEVATOR CONTROL CABLES (figure 27-16)
The cable system for elevator primary controls runs from the forward control sector at FS 93.3, under pilot seat,
to aft sector at FS 373.10. The forward up cable, attached to right side of sector, is routed to left side of aircraft
and around pulley at FS 101.07. The cable is then routed through left side of fuselage and spar carry through to a
second pulley at FS 153.35, where it turns toward pulley at FS 193.72 at center of aircraft. From third pulley, it
travels straight through fuselage center to fourth pulley at FS 278.0, where it angles up to turbuckle at FS 322.5.
The aft up cable is routed through fairlead in aft pressure bulkhead through pulleys at FS 355.75 and 366.0 and to
aft control sector. The forward down cable, attached to left side of forward control sector, is mounted similar to
up cable with pulleys at FS 112.47, 160.2, and 200.98, and turnbuckle at FS 270.0. The aft down cable travels
from turnbuckle through pulley at FS 278.0, fairlead in aft pressure bulkhead, and pulley on bulkhead ahead of
aft control sector. To remove cables, proceed as follows:
1. The following procedure must be used to remove forward elevator cables:
a. Remove pilot seat and left passenger seats from FS 135. to 203.0 and floor panels necessary to gain
access to pulleys and tumbuckles.
b. Mark end of cable to be removed to facilitate installation. Disconnect cable from turnbuckle.
c. After detaching cable from turnbuckle, attach 20 foot leader line to cable end.
d. Remove cable guard pins from required pulleys. Disconnect cables from forward sector.
e. From behind pulleys at FS 101.07, carefully pull cables inside aircraft so enough leader line exists for
reinstallation.
2. To remove aft elevator control cables, proceed as follows:
a. Remove center floor access panels from FS 265.0 back to aft pressure bulkhead. Access panels on tail
and tail cone (stinger).
b. Follow steps 1b, 1c, and 1d to remove cables from aft sector.
c. Reach through aft access opening on fuselage, work cables forward through slotted bulkhead, and pull
cables from aircraft ensuring leader line lays in path of removed cable.
d. Disconnect leader lines.
27-30-00
Page 5
2H14
PIPER AIRCRAFT
PA-42/42-720
INSTALLATIONOF ELEVATORCONTROL CABLES (figure27-16)
-NOTE -
Later model aircraftuse cables and sectors marked with red paint to
facilitate and assure proper installation of elevator up cables. On
these aircraft,ensure red ball end of cable is attached to appropriate
red corner of sector and red terminal end of cable is attached to
turnbucklewith adjoiningup cable also havingred terminalend.
1. Forwardcontrol cables, running from forward control sector to tumbuckles at FuselageStation 270.0 and
322.5,are installedas follows:
a. Behind forward sector,tie leader line onto cable swagedterminal end, an from (aft cable) turnbuckle
position or end of leader line, pull leader and cable through aircraft ensuring the cable is routed
correctly.
b. Refer to sectionon elevatorriggingcontroland tightenelevatorcontrolcables at tumbuckles.
c. Reinstallall cable guard pins, rub blocks, and other hardware.
2. Aft cables,running from turnbucklepositionsto aft sector,are installedas follows:
a. Connect cables to aft control sector by reaching throughlighteninghole in aft canted bulkheadand aft
accessopeningin tail, or by removingaft sector.
b. Feed cables throughpulleyson FS 368.0 bulkhead(where aft sector is attached). Attach cable terminal
ends to leader lines.
c. Withleader lines tied to cable ends, have assistantfeed cablesthrough pulleys at turnbucklestation,or
whereleader lines end.
d. After cables are pulled through, ensure cables are properlyrouted with respect to sector and seated in
pulleys.
e. Check rigginginstructionsin this section. Tightencablesin turnbuckles.
f. Reinstallall cable guard pins, fairleadsaccesspanels,and otherhardware.
3. Checkproper operationof elevatorafter cable riggingis completed.
REMOVAL AND INSTALLATIONOF ELEVATORPUSH TUBE (figure27-16)
1. Remove bullet, aft access plates on tail and vertical stabilizer, and bullet assembly on top of vertical
stabilizer.
2. After removingbullet assemblyfrom top of vertical stabilizer,block or tie controlhorn so elevatorremains
in most upward positionwhen tube is releasedfrom sector.
3. Withelevatorin most upwardposition,tube and connectingarmon aft sector must protrudethrough slot on
bulkhead to which the sector is attached. Reach through aft access hole in tail and disconnecttube from
sector by removingAN4-13Abolt.
4. Removerestraintfrom controlhorn. Allow elevatorto moveto down stop.
5. With elevator in down position, tube connectionto control arm is now accessible. Disconnecttube from
elevatorhorn and pull out of tail.
6. Disconnectelevatordown spring and apply retardantwith springin extendedposition. (Refer to lubrication
chart in chapter 12 for corrosionretardantsused on elevatordownspring.)
-NOTE-
Fir rigging,ensure control tube measures120.5inches from center of

end fittingbearingto center of rod end bearing.
27-30-00
Page 6
ReissuedDecember31,1989
2H15
PIPER AIRCRAFT
PA-42/42-720
ELEVATOR AND ELEVATOR TRIM TAB
A. 7° + 10 - 2
B. 30 ° + 1 °-
C. 12+ 1/2 °-1
D.20° + 1° - 1°
CABLE TENSIONS
ELEVATOR - 55 LBS ± 5 LBS.
ELEVATOR TRIM - 14 LBS. ± 2 LBS.

- NOTE -
TRIM TAB TRAVEL WITH ELEVATOR IN
NEUTRAL POSITION
-NOTES -
1. TRIM TAB NEUTRAL POSITION IS TAB

TRAILING EDGE EVEN WITH THE
TRAILING EDGE OF THE ELEVATOR, OR
ITS NEUTRAL POSITION.
2. TRIM TAB FREE PLAY MUST NOT EXCEED

0.126 MAX. AT THE TRAILING EDGE OF
THE TAB.
3. RIG ELEVATORS WITH ELEVATORS IN

NEUTRAL POSITION (PINNED AT AFT
SECTOR) VERIFY THAT RIGHT HAND CHORD LINE LEVEL (NEUTRAL POSITION)
ELEVATOR IS ALIGNED WITH LEFT HAND
ELEVATOR TRAILING EDGE ADJUST
LENGTH OF ANTI - SERVO RODS TO
OBTAIN 0.12" ± 0.12" TRAILING EDGE UP
OF THE RIGHT HAND TAB AS MEASURED
ON THE INBOARD TRAILING EDGE OF THE
TAB.
PPS 50043 N
Figure 27-17. Elevator and Elevator Trim - Travels and Cable Tensions
27-30-00
Page 7
2H16
PIPER AIRCRAFT
PA-42/42-720
RIGGINGTHE ELEVATORCONTROL SYSTEM (figure27-17)

-NOTE -
Most adjustments to system are made with cable turnbuckles.

Pushrods and tube are a specified length from rod end to rod end
bearing center, and can only be used for minor small adjustments. If
whole system must be rigged, follow instructions as given.
Otherwise, follow instructions for specific areas only, using other
instructionsas a check.
1. To gain accessto existingsystems,proceedas follows:
a. To gain accessto forwardcontrolsectors,removepilot seat and surroundingaccesspanels.
b. To gain access to aft elevator controls consisting of hardware controlling elevator from aft sector,
remove last large accesspanels on either side of fuselage,tail cone, and bullet assembly.
2. Before riggingany part of elevatorcontrol system,set elevatorin neutral position(± 1°) and install rigging
tool (P/N 72046)and riggingpins in aft fuselagesector,below fin and sector,under pilot seat (figure27-18).
Install riggingtoo on left hand stabilizer.
3. Rig control cablesto specificationsin figure 27-17, or followingstep, if autopilotis installed. Ensure both
riggingpins are in place withoutcarryinga load and clamp sectorsor blockcables.
4. Since autopilot bridles affect primary cable tension, do not readjust primary elevator cable tensions.
Proceedas follows:
a. Set tensionto 55 ± 5 pounds. Hookupbridle.
b. Tension autopilot bridle cables using manufacturerservice manuals. Primary elevator cable tension
increasesdownstreamof bridleand decreasesupstream.
c. Recordtensionupstreamand downstreamof autopilotbridle cable hookupfor later verification.
d. During verification, ensure tension upstream and downstream of autopilot bridle cable hookups ar
within± 5 poundsof previouslyrecordedvalues.
5. Adjustpushrodin fin to bring elevatorto neutral ± ° .
6. Remove riggingpins from sectors and adjust stops (figure27-19) at elevatorto obtain valuesspecified in
figure27-17.
-NOTE-
All travels are taken from tailingedgeof control surface.

7. Adjust pushrod going from front sector to control columnfor 1.50 ± 0.12 inch clearancebetween column
and instrumentpanel when columnis full forward.
8. Check systemtravel for smoothoperation.
9. Adjusttrim wheelin cockpitfor neutral with elevatortab in neutral.
10. With elevator in neutral, rotate trim control wheel in cockpit to obtain up and down tab travels and
minimumtrim cable tensionspecifiedin figure27-17.
11. Remove riggingtool. Install accesscovers.
27-30-00
Page 8
ReissuedDecember31, 1989 2H7
2H17
PIPER AIRCRAFT
PA-42/42-720
TOOL P/N 72046
Figure 27-18. Elevator Rigging Tool
1. REAR FIN SPAR

2. ELEVATOR TORQUE TUBE COLLAR
3. ELEVATOR HORN ASSEMBLY
4. UP STOP
5. PUSH ROD
6. DOWN STOP BRACKETS
7. DOWN STOP LOCK NUT4 A 2
2H18 Rigging Stops Page 9

Figure 27-19. Elevator
27-30-00
27-30-00
Page 9
2H18
PIPER AIRCRAFT
PA-42/42-720
ELEVATOR CONTROL SYSTEM FRICTION CHECK
-CAUTION -
DO NOT EXCEED 60 POUNDS DURING THE FOLLOWING

PROCESS. IF SCALE READING APPROACHES THIS
VALUE, STOP AND CHECK SYSTEM FOR BINDING.
ENSURE ALL RIGGING PINS ARE REMOVED.
1. Attach spring scale to inboard trailing edge of elevator (figure 27-20).
2. With spring scale attached, position elevator trailing edge 2 inches down from neutral position.
-NOTE-
To obtain effective reading on spring scale, rotate elevator with firm

and steady movement, recording force reading as elevator passes thru
neutral position. Do not stop rotation while taking reading or exceed
60 pounds of force for any measurement.
3.Raise elevator with attached scale from its down position to 2 inches above neutral and record force
required to raise elevator.
4. Lower elevator with attached scale from 2 inch up position to 2 inch down position and record force.
5. Repeat steps 3 and 4 until average force is attained.
6. Subtract two average forces to verify total friction in system. Total friction in elevator control system must
not exceed 10 pounds without autopilot system installed or 11 pounds with autopilot system installed.
ELEVATOR
.50
Figure 27-20. Elevator System Friction Check

27-30-00
Page 10
2H19
PIPER AIRCRAFT
PA-42/42-720
ELEVATOR TRIM SYSTEM
The elevator trim system consists of an adjustable trim tab mounted on the left elevator, a trim tab actuator
mounted to the stabilizer rear spar, a control wheel and drum mounted in the cockpit control pedestal, and
accompanying trim control cable and pulleys.
-NOTE-
Kit No. 764411L is available for modification of the trim actuator to

reduce friction and for installation of an environmental enclosure
around trim actuator preventing water entry.
REMOVAL OF FORWARD ELEVATOR TRIM SYSTEM (figure 27-16)
1. Remove pilot and copilot seats and right side passenger seats as necessary.
2. Remove floor panel aft of pedestal, those under and left of copilot seat, right side passenger seats, floor
panels necessary to reach required cables and hardware, and right side floor panels on two aft cargo decks.
3. Block forward trim cables at left set of pulleys and under pedestal. Block aft cables at aft drum on stabilator
(see figure 27-2).
4. Mark one set of cable ends at FS 65.0 to facilitate installation and disconnect cables at tumbuckles.
5. Remove cable guard pins at FS 125.0 and 243.5.
6. Remove one screw from each set of rub blocks at FS 140.0, 162.0, 174.0, and 215.0. Open them enough to
allow cable ends to pass through.
7. Slide bushing up shaft to separate two halves of trim screw assembly.
8. Remove bolts attaching screw assembly to mounting bracket. Draw assembly with cables from fuselage.
INSTALLATION OF FORWARD ELEVATOR TRIM (figure 27-16)
1. Ensure cable is evenly wrapped on trim drum (centered) and blocked to prevent unwrapping. (Refer to
Wrapping the Trim Drum.)
2. Position forward trim screw on left side of mounting bracket below pedestal at FS 100.0.
3. Draw cables aft through fuselage, back to FS 65.0.
4. If trim cables from elevator are installed, connect cable ends. (If cables from elevator are not installed, pull
cables tight and block them in fuselage at bulkhead 274.0.)
5. With cables installed and connected, install cable guard pins at FS 125.0 and FS 243.5. Close and secure
rub blocks at FS 140.0, 162.0, 174.0, and 215.0.
6. Remove cable blocks.
7. Set cable tension with turnbuckles at approximately FS 220.0 (figure 27-16). (Check rigging of elevator
trim for rigging and adjustments.)
8. Install and seal access plates and panels. Install bullet assembly on vertical stabilizer and install seats.
27-30-00
Page 11
2H20
PA-42/42-720
REMOVAL OF AFT ELEVATOR TRIM ACTUATOR
1. Removetop and bottomcover assembliesfrom stabilizerto gain accessto actuatorassembly.

2. Removecotter pins, nuts, washers,and bolts securingtwo trim tab rod assembliesto trim actuator.
3. Remove elevator(describedin chapter 55, Removalof Elevator). Blocktrim cablesto actuator(figure27-
21).
4. Removeseats, cabinets, and carpet at F.S. 215.00to F.S. 251.00. Remove floorboardto gain accessto right
side floorboard.
5. Blocktrim cablesat aft side of bulkheadlocatedat F.S. 235.35(figure27-2).
6. Mark one set of cable endsto facilitateinstallationand disconnectcables at tumbuckles. Attachleader lines
to cable ends.
7. Removebullet assemblyfrom top of vertical stabilizerand elevatortrim cable pulley access panels on top
and bottomof horizontalstabilizer(B.L. 36.10).
8. Removetail cone assemblyto gain accessto elevatortrim cable pulley,locatedon aft side of bulkheadat FS
368.00.
9. Removeaccesspanel on right side of rear fuselageat F.S. 339.50.
10. Removecable guide pins from pulleys at F.S. 280.00, 332.00,344.31, 368.94, 418.00, and two pulleys in
horizontalstabilizerat B.L. 34.40 and 36.98. Removerub blocksat F.S. 251.00.
11. Draw cables aft through fuselage, tail, and horizontal stabilizer.
12. Mark leader lines to facilitate installation. Disconnect from trim cables.
13. Removesix bolts securingtrim actuatorto horizontalstabilizerrear spar, removeactuator.
INSPECTION OF AFT ELEVATOR TRIM ACTUATOR
Complete the following before reinstalling aft elevator trim actuator:

1. Ensure bearings installed in trim drum move freely.
2. Ensure end play on trim drum is 0.001 to 0.003 inch. Use one of the following methods to ensure proper
end play:
a. Place washer 49981-9, or washer 59486-2, -3, or -4, as required, between bearing and drum.
b. Place laminated shim 70153-2, as required, between trim drum and trim drum bracket.
3. Ensure 0.01 inch minimum looseness between actuator frame. Trim drum bracket guide assembly.
4. Ensure force required to actuate unit at room temperature (60°F to 85°F) does not exceed 1.5 pounds break-
out force or 1 pound pull on either cable throughout stroke. At -40°F, these forces must not exceed 4.5
pounds and 3 pounds, respectively.
INSTALLATION OF AFT ELEVATOR TRIM ACTUATOR
1. Ensure cable is properly wrapped on drum (explained in Wrapping of Trim Drums). Block cables to
preventunraveling.
2. Positiontrim actuatoron mountingbracket (L.B.L.42.84). Securewith 6 bolts and washers.
3. Attach leader lines to cable ends. In fuselage at FS 215.00, draw cables through horizontal stabilizer,
verticalfin, and fuselage. Removeleader lines and connect cableends to appropriateturnbuckle.
4. Installcable guidepins at pulleysin horizontalstabilizer,verticalfin, and fuselage. Install rub blocks at ES.
251.00.
5. Removecable blocks from cable at trim actuatorand aft side of bulkheadat F.S. 235.35.
6. Installelevator(explainedin chapter55, Installationof Elevator).
7. Attachtrim tab rod assembliesto trim actuatorwith appropriatebolts, washers,nuts, and cotter pins.
8. Adjustcable tension and trim tab travelusing specificationin figure27-17.
27-30-00
Page 12
2H21
PIPER AIRCRAFT
PA-42/42-720
9. Check tim system friction as described in elevator trim system friction check.
10. Install access panels, cover plates, tail cone, and bullet assembly.
11. Reinstall floorboard, carpet, seats, or cabinetry.
RIGGING OF ELEVATOR TRIM
1. Complete the following steps during installation or as a preadjustment check to adjust elevator trim:
a. Remove access panels on left and right side of fuselage aft of pressure bulkhead at F.S. 339.50, access
panels on vertical fin, and bullet assembly on vertical stabilizer. Carefully remove access panel in
control pedestal floor.
b. Ensure trim cables are properly wrapped.
c. Ensure trim cable tension is set according to specifications in figure 27-17.
d. Ensure actuating screws are positioned to anti-rotation bushings are at midpoint of slots.
2. Rotate trim control wheel in cockpit to full nose up position. Ensure tumbuckle terminal does not strike
pulley.
-NOTE-
If turnbuckle terminal does strike center pulley before actuating

screws are at their stops, disconnect trim tab rods and rotate screws in
drums until screws are at stops before terminal of tumbuckle strikes
center pulley. It may be necessary to back off trim wheel to reinstall
trim tab rods and anti-rotation bushings.
3. Adjust trim tab rods so tabs are properly positioned with elevators in neutral.
-NOTE-
Rig elevators with elevators in neutral (pinned at aft sector) and

ensure RH elevator trailing edge is aligned with LH elevator trailing
edge. Adjust length of trim tab for 0.12 ± 0.12 inch trailing edge up
from RH tab, as measured on inboard trailing edge of tab.
4. Check rod ends for proper thread engagement.
5. With elevator rigging tool (P/N 72046) installed on left stabilizer and elevator in neutral, rotate trim wheel
in cockpit for tab travels specified in figure 27-17.
6. Coordinate trim wheel indicator with tab position.
7. Use tool L73035 and a dial torque wrench to check trim system friction at pedestal by removing trim wheel
and attaching tool and torque wrench to splined shaft. Friction must not exceed 9 inch-pounds when tested
in either direction, at any point between limits.
ELEVATOR TRIM SYSTEM FRICTION CHECK
1. Remove elevator trim control wheel from elevator trim actuator shaft in control pedestal (figure 27-20).
2. Attach PAC tool number 73035 and a dial torque wrench to splined shaft of elevator trim actuator.
3. Move elevator trim actuator to its travel limits, in both up and the down directions, using torque wrench.
Friction must not exceed 9 inch-pounds when tested in either direction, at any point between limits.
4. Locate problem area. Repair or replace defective parts if friction exceeds 9 inch-pounds at any point.
27-30-00
Page 13
2H22
PIPER AIRCRAFT
PA-42/42-720
FREE PLAY CHECK OF ELEVATOR TABS
1. Ensure trim tab is in neutral.

2. Ensure total tab free play, with tab neutral, does not exceed 0.126 inch maximum measured at tab trailing
edge.
TRIM SYSTEMS' CONTROLS AND INDICATORS
The trim controls for aileron, rudder, and elevator trim systems are mounted in the control pedestal. The aileron
and rudder trim controls are connected to cable drums by shafts with aileron trim drum mounted in pedestal, and
rudder trim drum on a channel plate mounted under pedestal. The elevator trim control drum is mounted directly
to elevator control assembly and must be removed along with the assembly.
REMOVAL AND INSTALLATION OF TRIM CONTROLS (figure 27-21)
1. Remove flush head set screw retaining control knob or wheel to splined shaft. Carefully pull wheel/knob
from shaft.
2. Remove and install elevator trim control as follows:
a. Remove control wheel and remove six retaining screws holding indicator plate to the control hub
assembly.
b. Block, disconnect, and pull forward cable system through aircraft (described in paragraph on Removal
of the Forward Elevator Trim System). Remove four mounting screws and pull control assembly from
control pedestal.
c. Reinstall, in reverse order, ensuring indicator is aligned properly.
3. Remove and install the aileron and rudder trim control mechanism as follows:
a. Remove pilot seat and two access plates on side of pedestal.
b. Remove clevis pin connecting control mechanism shaft to universal joint.
c. With control wheel removed, unscrew three indicator retaining screws. Remove indicator.
d. Remove mounting screws and pull assembly from pedestal.
e. Reinstall removed assembly in reverse order, ensuring indicator is aligned in neutral.
ADJUSTMENT OF TRIM INDICATORS
1. Ensure indicator mechanism moves freely and is properly lubricated according to lubrication charts in
chapter 12.
2. Maintain trim tabs at control surfaces in neutral.
3. Ensure trim drums are at neutral positions.
4. Proceed as follows if trim indicators are not aligned with neutral marker on pedestal:
a. Remove trim control wheel from shaft.
b. Loosen three screws holding indicator discs to indicator mechanism.
c. Rotate discs right or left to align neutral position of discs with marker on pedestal.
d. Tighten three screws. Replace trim control wheel.
-NOTE-
For ELEVATOR BALANCING PROCEDURE, see chapter 55.
27-30-00
Page 14
2H23
PIPER AIRCRAFT
PA-42/42-720
1. CONTROLPEDESTAL
2. ELEVATORTRIM CONTROL
3. TRIM POSITIONINDICATOR
4. TRIM DRUM(ELEVATOR)
5. RUDDERTRIM CONTROL
6. SHAFT
7. TRIM POSITIONINDICATOR
8. AILERONTRIM CONTROLS
9. TRIM DRUM(RUDDER)
10.TRIM CABLES(AILERON)
11.TRIM CABLES(ELEVATOR)
12.MOUNTINGBRACKET
13.SAFETYWIRE
14. GEAR
2
13 SEE
- NOTE-
SAFETYWIRE ROLL PIN THRUSHAFT.
SNUGTIE OFF AGAINSTSHAFTUSING
VIEW A -A CAUTION TO AVOID INTERFERENCE
WITH MECHANISM
Figure 27-21. Trim Controls Installation

27-30-00
Page 15
2H24
PIPER AIRCRAFT
PA-42/42-720
FLAPS
DESCRIPTION AND OPERATION (figures27-22and 27-23)
The wing flap controlsystem providescontinuouscontroland monitoringof flapposition and conditionover its
full range. In additionto limitingboth up and down overtravel,the system will shut off the drivingmechanismin
the event of a 5° differentialbetween right and left flap position,and will self-monitorand react appropriately
during a critical componentfailurein the controlcircuitry.
Preselectionof any desired flap position from full up (0° ) to full down (30° ) is possible by positioning the
selector control. The selectorincorporatesa frictiontype drag braketo hold the lever at any desired intermediate
position,as well as ball lock detentsat 0° , 10, and 30° of flap extension. Flaps are deployedmechanicallyby a
singlemotordrive thru flexibleshafts connectedto individualball screw actuators.
Selectionof flap position moves the control rheostat relative to the left wing flap rheostat, with a resultant
amplifieroutput which operatesflap motor through contactorsK1 and K2, and moves the left and right flaps to
the desired position. If at any time, the amplifiersenses a differentialvoltage in excess of 0.5 Vdc betweenleft
wing rheostat and right wing rheostat, the amplifierwill shut the system off. This condition correspondsto a
maximumdifferentialof 5° of flapposition.
A flap fault test switch is provided to check control circuitry for asymmetricalflap protection, as well as
operationof the fault lampswitchingtransistor. Activationof this switch, whileflaps are in motion, gives a false
signalto the right side followerpotentiometer,simulatingan out-of-syncconditionand causingthe amplifierto
shut the system off and illuminatethe fault light. Release of the switch clears the simulatedfault and allows the
system to respondnormallyto selectorpositioncommand.
REMOVALOF FLAP ACTUATORMOTOR (figure27-23)
1. Remove center floor panel in main cabin area. The flap actuator motor is located on forward side of
BulkheadStation 174.00.
2. Disconnectelectricalleads frommotor.
3. Cut safetywire anddisconnectflexibledriveshaft ends frommotor.
4. Removeclamp holdingmotorunits mountingbracket. Removemotor.
5. Replaceshock grommetsfrom bulkheadby removingmotor with mountingbracket from bulkhead.
INSTALLATIONOF FLAP ACTUATOR MOTOR (figure27-23)
1. Installshock grommetsin bulkheadat F.S. 174.00.

2. Install flap actuatormotor and bracket, if previouslyremoved,on forward side of bulkhead. Ensure anti-
rotationpin on motorfits in mountingbracketpinhole. Secureholdingclamp.
3. Connect flexible drive shaft ends to motor, attach nut finger tight, and secure with MS20995-C41safety
wire.
4. Connectelectricalleads.
5. Check flap riggingand adjustments(figure27-28).
6. Install accessplatesand panels.
27-50-00
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2 1 Reissued December 31, 1989
211
PA-42/42-720
PO TE N T IO M E T E R
LINKAGE
RT2 RT3
AMPLIFIERADJUSTMENTANDTEST PIONTS
LEFT CONTROLPOTENTIOMETER
- NOTE-
SHOULDCONTROLPOTENTIOMETERS WITHINTHE WINGSNEED
REPLACEMENT A SPECIALTOOLCAN BE FABRICATEDLOCALLYTO
FACILATEREMOVALAND INSTALLATION.REFERTO CHAPTER95
FORSPECIFICSON THISTOOL.
PPS 50035
Figure 27-22. Flap System Diagram
REMOVAL OF FLEXIBLE ACTUATOR SHAFT (figure 27-23)

1. Remove center floor panel in main cabin area.
2. Remove right and left row of seats and floor panels aft of main spar.
3. Remove aft access plate on fairing on underside between fuselage and wing.
4. Remove access plates at aft side of wheel well at Wing Stations 40, 47, and 56, on underside of wing at
Stations 34.50, 42.50, 82.75, and 92.50 and on false spar at Stations 42.5, 53.00, 92.5, and 101.0.
5. Cut safety wire. Disconnect shaft from actuator motor and flap transmission.
6. Remove support clamp on fuselage bulkhead and support grommets in wing and fuselage.
7. Remove actuator shaft.
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212
PIPER AIRCRAFT
PA-42/42-720
1. INDICATOR, FLAP POSITION 10. NUT 20. SENDER SHAFT

2. SELECTOR SWITCH 11. SHAFT ASSY. 21. SENDER ARM
3. RIGHT TRANSMISSION ASSEMBLY 12. SAFETY WIRE .040 22. FLAP POSITION SENDER
4. RIGHT SHAFT ASSEMBLY 13. MOTOR MOUNTING BRACKET 23. UP LIMIT SWITCH
5. MOTOR 14. LINKAGE ROD 24. UP LIMIT ADJUSTMENT BOLT
6. LEFT SHAFT ASSEMBLY 15. BUSHING AND SCREW ASSY. 25. DOWN LIMIT ADJUSTMENT BOLT
7. LEFT TRANSMISSION ASSEMBLY 16. FLAP HORN 26. ATTACHMENT BOLT ASSY.
8. FLAP POSITION SENDER ASSY. 17. BOLT ASSY. 27. GROMMET
9. LEFT SHAFT ASSEMBLY 18. TRANSMISSION TUBE 28. SENDER ARM BOLT ASSY.
19. DOWN LIMIT SWITCH
BOLT AN3-4A
WASHER AN960-10L 19
GROMMET MS35489-33 22
SKETCH A SKETCH B
Figure 27-23. Flap System Installation

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213
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF FLEXIBLE ACTUATOR SHAFT (figure 27-23)
1. Draw shaft through winginto fuselage.
2. Connect flexible drive shafts to transmissions. Ensure splines are properly engaged and install shaft
attachingnuts on fingertight. Safetynuts with MS20995-C41safety wire.
3. Check flap riggingand adjustments.
4. Install access plates,panels,clamps,grommets,and seats.
INSPECTION OF OUTBOARD WING FLAP TRANSMISSION (figure 27-24)

The flap transmissionsare inspectedat the first 500 hour inspectioncycle of the aircraft and each 100 hours
thereafter. This is accomplishedwithoutremovalof the transmissionsof the followingprocedures:
1. Positionthe flaps in the extendedposition(DOWN).
2. Removethe accesscovers on the lower wing surfaceto gain accessto the flaptransmissions.
3. With the use of vise grip pliers and exertinglight pressure,grasp the exposed portionof the screw close to
the transmissionas shown (refer to views A and B).
-NOTE-
With the pliers securedto the screw, a light pressure will move the
pliers and screw as free play in the transmissiongear set is taken up
in eitherdirection. Do not forcethe pliers.
4. Place a six-inch ruler along the skin surface as shown in view B and measure the overall distance the pliers
move.
5. Should the dimension exceed 0.300 of an inch, replace the transmission assembly.
6. Reinstall the access panels and make appropriate logbook entry.
7. Continue inspection at 100 hour intervals.
INSPECTION OF INBOARD WING FLAP TRANSMISSION

This inspectionis performedat the same time the outboardwing flap transmissioninspectionis performed. To
performinboardwing flap transmissioninspection,proceedas follows:
1. Using appropriatetools, check and recordflap positionat full up and full down positions.
2. Extendflaps to full down position.
a. Pull flap motorcontrolcircuitbreaker. Removepower(APU,etc) from aircraft.
b. Removeaccesspanelsto flaptransmissions.
c. Removenut, washer,and bolt from both inboardand outboardflap transmissionsat flap attach horn on
right flap.
d. Remove nut retainingthe potentiometerarm and free arm from flap on the left flap. Remove nut,
washer,and bolt from inboardand outboardflaptransmission.
3. Gently lower flaps by hand to their fully extendedposition. Ensure that the right flap potentiometerarm
straightensout smoothly.
4. Mark outboardflap transmissionsand take care that housingis not movedin or out from originalposition.
5. Turn inboard flap transmissionhousing out to its full extension. Keep track of the number of turns to
ensureturning housingback to originalposition.
6. Attachlockingpliers to inboardtransmissionscrewjack. Do not forcepliers.
a. Place a six-inchrulerperpendicularto bottom wing skin.
b. Measure freeplayfrom center of flap transmissiondown (approximately3 inches). Freeplaymust not
exceed 0.180 inches.
27-50-00
Page 4
ReissuedDecember31, 1989 214
PA-42/42-720
.30 MAX
VISE
GRIP PLIERS
TRANSMISSION SCREW .
FIGURE A FIGURE B
Figure 27-24. Wing Flap Transmission Inspection

7. Turn inboard flap transmission housing in to number of turns previously counted.
a. Raise right flap until bolt holes in inboard and outboard flap transmission align with bolt holes in flap
horn. Ensure that flap potentiometer arm retracts properly.
b. Grease transmission bolts with small amount of general grease. Install transmission' bolt, washer, and
nut, and safety with cotter pin.
c. Perform steps a and b for the left flap. When transmissions are connected, connect potentiometer arm
to flap and tighten nut.
8. Using the flap rigging tool, check value in full down position. Value should match value determined in step
1.
9. Lubricate screw jacks per chapter 12 in maintenance manual.
10. Install access covers on wings.
11. Check that flap handle is in full down position.
12. Reset flap control circuit breaker and turn master switch on. Flaps should remain stationary.
-NOTE-
Flap motor may surge for one second if down limit switch was moved
or not completely contacted.
13. While having someone outside the aircraft to watch, raise the flaps in small increments until the flaps are
fully retracted. Ensure that both flaps raise in a consistent manner.
14. Check degree of flaps in full position. Ensure that measurement matches measurement in step 1.
REMOVAL OF FLAP TRANSMISSIONS (figure 27-23)
1. Lower the flap and remove the access plate on the aft underside of the wing and the false spar area, both of
which are at W.S. 92.50 and 42.50.
2. Disconnect the transmission tube from the flap horn bracket.
27-50-00
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215
PA-42/42-720
3. Remove the safety wire and disconnect the flexible actuator shaft.
4. Remove the spreader bushing and washers from between the transmission attachment brackets.
5. Remove the transmission from its mounting brackets and draw the unit through the access opening in the
wing false spar.
DISASSEMBLY OF FLAP TRANSMISSION (Refer to Figure 27-25.)

-CAUTION-
CALCO FLAP TRANSMISSION DISASSEMBLY AND

ASSEMBLY PROCEDURE ARE INCLUDED IN THIS
MAINTENANCE MANUAL FOR INSPECTION PURPOSES
ONLY. CALCO DOES NOT RECOMMEND OVERHAUL IN
THE FIELD.
1. Remove safety wire, bolts (2) and rear housing (1).
2. Remove O-ring (3).
3. Straighten tang on lockwasher (5) so that locknut (4) and lockwire (5) can be removed.
4. Remove ball screw and tube assembly (8).
5. Remove bearing assembly (6) and shim (7).
6. Remove worm gear (120, key (13) and shim (7).
7. Remove front bearing assembly (14) from housing.
8. Remove protective cap (15) if used.
9. Remove screws (17) and both output flanges (16).
10. Push worm shaft (20) and bearings (19) out of housing.
11. Remove O-ring (22) from housing.
12. Bumper washer (25) is attached to the housing with Locktite adhesive. Use Locktite solvent, if necessary to
remove washer.
13 Remove safety wire, screws (10), and wiper block (9) and wiper (11) from ball screw and tube assembly (8).
14. Place a container or tray under the ball screw and tube assembly and remove the two screws securing the
ball return tube to the ball nut.
- CAUTION-
DO NOT ATTEMPT TO REMOVE THE OUTPUT TUBE

FROM THE BALL NUT. THE OUTPUT TUBE IS FORM
ROLLED TO THE BALL NUT DURING MANUFACTURE
AND MUST BE SERVICED AS AN ASSEMBLY.
15. Carefully remove the ball return tube and separate the two halfs allowing the steel balls to drop into a
container. Turn the ball nut over and rotate the ball screw until all steel balls (67 - 69 total) have dropped
out, allowing the ball screw to be removed from the ball nut.
2750-00
Page 6
2I6
PIPER AIRCRAFT
PA-42/42-720
SEE SKETCH
24 26 2223 2
BALL
RETURN
TUBE
1. HOUSING, REAR
2. BOLT, MACHINE
3. O-RING - BALLS
4. NUT, LOCK (67- 69)
5. WASHER, LOCK
6. BEARING ASSY, REAR
7. SHIM BALL
8. BALL SCREW AND TUBE ASSY SCREW
9. BLOCK, WIPER
10. SCREW, MACHINE
11. WIPER /
12. WORMGEAR BALL
13. KEY NUT
14. BEARING ASSY, FRONT OUTPUT
15. CAP, PROTECTOR TUBE
16. FLANGE, OUTPUT
17. SCREW, MACHINE
18. SHIM
19. BEARING, BALL
20. SHAFT, WORM
21. HOUSING ASSY, FRONT
22. O-RING
23. INSERT, HELI-COIL
24. INSERT, HELI-COIL
25. WASHER, RUBBER BUMPER
26. HOUSING, FRONT
Figure 27-25. Wing Flap Transmission Actuator Screw Jack.(Exploded View)

27-50-00
Page 7
217
PIPER AIRCRAFT
PA-42/42-720
SERVICE AND INSPECTION OF FLAP TRANSMISSION INTERNAL COMPONENTS (CALCO)
-CAUTION-
ALL DEFECTIVE OR WORN PARTS MUST BE REPLACED

WITH NEW PARTS. DO NOT ATTEMPT TO REPAIR
DEFECTIVE PARTS.
1. Wash all disassembled parts in a suitable dry cleaning solvent.
2. Thoroughly clean off old sealant and adhesive.
3. Dry parts thoroughly using low pressure compressed air, or wipe dry with a clean, lint-free cloth.
4. Examine all parts for cracks, burrs and corrosion.
5. Visually inspect balls and grooves in ball screw for pitting, scoring, corrosion and flat spots.
-NOTE-
If any one part of the ball screw and/or tube assembly appear
defective, the entire ball screw and tube assembly must be replaced.
6. Discard and replace all bearings, O-rings, wipers and bumper washer.
7. Inspect worm shaft and worm gear and worm shaft for excessive wear. If worm gear is worn more than
0.015 inch the worm gear and worm shaft must be replaced as a set. (Refer to Figure 27-26)
MEASURE STEP 0.015"

INTOOTH FORM STEP
Figure 27-26. Checking for Worm Gear Wear.

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Page 8
218
PIPER AIRCRAFT
PA-42/42-720
ASSEMBLY OF FLAP TRANSMISSION (CALCO) (Refer to Figure 27-25.)
1. Assembleball screwand tube assembly(8) as follows:

a. Applya thin coatof AeroshellNo. 7 grease,or equivalentto entire thread of ball screw.
b. Insert ball screwpart way into ball nut and outputtube assembly.
c. Lay one half of ball returntube flat on a table andfill groove with steel balls. Place the other half of the
ball returntube on the assembledballs.
-NOTE-
A light coat of Aeroshell No 7 or equivalent may be used to hold the

balls in place.
- CAUTION
DO NOT ALLOW THE BALLS TO ROLL OUT EITHER END

OF THE BALL NUT.
d. Insert the remainingsteel balls into the ball nut by placing them in one of the hales and turningthe ball
shaft until all theballs are in place.
e. Carefullyinstallthe ball returntube onto the ball nut and securewit clamp and two screws. Apply a coat
of Dow Corning732 RTV adhesive,or equivalentto the ball returntube to seal externalopenings.
f. Apply a lubricantconsistingof 20% AeroshellNo. 7 grease and 80% MobileJet II Oil or an equivalent
mixture, to the wiper (11). Install wiper and wiper block (9) onto the ball nut and secure with screws
(10).
g. Safetywire (MS20995-C20)the screwson the ball nut.
2. Clean bumper washer(25) with chlorothane,or equivalentand attach to housing (26) with a thin film of
Locktite495 adhesive,or equivalent.
-NOTE-
Special tools, P/n 7801-T1, 7801-T2 and 7801-T3 can be purchased

from C.E.F. Industries, 423 Interstate Road, Addison, Illinois
3. Insert tool fixture 77801-T1 and 7801-T2 into worm shaft bearing bores. Insert pin through tool fixtures
and bearing bores (refer to Figure 27-27). Take measurementwith depth gauge from milled surface of
housingto outsidediameter(O.D.) of pin, add 1/2diameterof pin and recordthis dimension(Z dimension).
Removetool fixtures.
4. Install new O-rings(22) in worm shaft bore of housing. Apply a thin film or 20% AeroshellNo. 7 grease
and 80%Mobil Jet II Oil lubricant,or equivalentto O-rings.
5. Insert worm shaft (20) into housing.
6. Insert both ball bearings(19) intohousing,makingsure bearingsare seated.
7. Attach one outputflange (16) and securewith four screws(17). On oppositeside attach outputflange with
two screws. Usinga dial indicator,check end play of worm shaft and add shim (18) as requiredto obtain
0.004 to 0.010 inchend play. Securewith four screws(17).
8. Insert tool 7801-T3onto splineof wormshaft and checkthat shaft torquedoes not exceed 12 in. oz.
9. Insert front bearingassembly(14) into front housingassembly(21).
-NOTE -
Shoulderof bearingis to be pressedintobumperwasher (25).

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PIPER AIRCRAFT
PA-42/42-720
10. Take measurement from milled surface of housing to inner race (14) Y dimension. Subtract Z dimension
taken in first measurement from Y dimension (refer to Figure 27-36).
11. Measure width of worm gear (12) face. Take hale the thickness and subtract this from A dimension
obtained in second measurement. Subtract 0.001/0.002 inch from results. This is the shim (7) thickness
required (refer to Figure 27-36).
12. Place shim (7) over top of front bearing (14). Place worm gear (12) over shim, shoulder end up.
13. Take measurement from milled surface of housing to shoulder of worm gear (12) W dimension (refer to
Figure 27-36). Measure width of rear bearing (6) K dimension. Subtract the two measurements. Subtract
0.001/0.002 from results. This is the shim (7) required.
-NOTE-
Do not install the shim at this time.

14. Apply approximately 1/8 oz. of lubrication consisting of 20% Aeroshell No. 7 grease and 80% Mobil Jet II
Oil, or equivalent mixture, to worm shaft and worm gear. Rotate worm shaft while applying.
15. Install ball screw and tube assembly (8) through bearing and worm gear in front housing and line up
keyways.
-NOTE-
Keep worm gear and worm shaft in mesh while inserting.

16. Insert key (13) in keyway.
17. Place shim (7), previously determined on top of worm gear.
18. Place rear bearing (6), flange side up, in housing.
19. Place lockwasher (5) over ball screw. Thread locknut (4) (chamfered side down) onto screw.
-CAUTION -
MAKE SURE BALL NUT AND TUBE ASSEMBLY (8) IS

POSITIONED AWAY FROM HOUSING BEFORE
TIGHTENING LOCKNUT.
20. Tighten locknut (4) to a torque of 80 in. lbs. minimum to align lockwasher tang with slot in nut. Bend tang
into slot.
-CAUTION-
MAKE SURE THAT NO CHIPS ARE FORMED DURING

TIGHTENING OF NUT.
21. After tightening nut, measure distance from milled surface of housing to outer race of rear bearing. Reading
should be between 0.001/0.004 inch.
22. Place O-ring (3) into O-ring groove in housing. Install rear housing (1) and attach with bolts (2). Tighten
bolts to a torque of 35-40 in. lbs.
27-50-00
Page 10
2I10
PIPER AIRCRAFT
PA-42/42-720
PIN
0.328"O.D.
PIN DIA.+ 2 = 0.164"

(0.328" REF)
NOTE: SHOULD READ 0.750" (REF.)

FIRST MEASURMENT
(A) SECOND READING
FRONT BEARING
BEARING FACE (0.282" REF.)
DIVIDE BY 2 = "L"
ANS
SUBTRACT 0.001/0.002"
FOR SHIM REQUIREMENT
WORM GEAR
SHIM
SECOND MEASUREMENT THIRD MEASURMENT
Figure 27-27. Flap Transmission Measurements

27-50-00
Page 11
2111
PIPER AIRCRAFT
PA-42/42-720
FRONTBEARING
MEASUREREAR BEARING
"K"WIDTH, SUBTRACT
FROM DIMENSION"W"
Determinethat the correct flap transmissionassembliesare being installedby checkingthe part numberson the
assemblieswith informationin the latest PA-42/42-720Parts Catalog.
1. Lubricatethe flap transmissionassemblyin accordancewith lubricationchart.
2. Insert the transmissionthroughthe accessopeningin the wing false spar and attachto its mountingbrackets.
To allow the transmissionto rotate,tightenthe attachmentbolts (only fingertight) and safety.
3. Install the spreader bushing with one washer between each mounting bracket and bushing. Install the
throughbolt and secure.
4. If working with the left transmission,connect the flexible actuator shaft and safety with MS20995C41
safetywire. Attachthe right flexibleshaft during riggingand adjustment.
5. Safetywire (MS20995-C20)protectivecap (figure27-23)on outboardtransmission.
6. Checkthe flap riggingand adjustment.
7. Install accessplates.
27-50-00
Page 12
2112
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF FLAP CONTROL BOX (SELECTOR)
1. Remove knob from control box.

2. Remove electrical connector from rear side of control box.
3. Remove two screws securing control box to instrument panel.
4. Remove control box from instrument panel.
INSTALLATION OF FLAP CONTROL BOX
1. Install flap control box in instrument panel.

2. Install two screws securing control box.
3. Connect electrical leads.
REMOVAL OF FLAP CONTROL AMPLIFIER
1. Open access door in nose of airplane to gain access to amplifier at Station 25.60.
2. Disconnect electrical plug from amplifier.
3. Remove attaching screws. Remove amplifier from airplane.
INSTALLATION OF FLAP CONTROL AMPLIFIER
I. Install control amplifier in airplane. Secure with attaching screws.

2. Connect electrical plug to amplifier.
3. Check rigging and adjustment of flaps.
4. Close and secure access door.
RIGGING AND ADJUSTMENT OF FLAPS PPS-50035-M
The rigging procedure for this wing flap system is both mechanical and electrical and requires that the landing
gear be raised or squat switches in the left main gear be made to the in-flight position. The control system, in
addition to providing proportional preselect, also incorporates circuitry for system shut-down in the event of any
asymmetrical flap condition of five degrees, and control of flap transmission stroke length in both extend and
retract positions. The main components of the control system are: a control amplifier that supplies voltage for
and receives signals from three separate reostats used in the system. Two of three reostats are linked (one to the
left and one to the right) wing flap assemblies in such a manor as to sense flap position. The third rheostat is
located in the wing flap position selector and is the control for flap positioning. The following abbreviations are
used in description and service information presented in the following paragraphs:
RC- Control Potentiometer Wiper at Selector.
RL- Left Wing Flap Potentiometer Wiper.
RR- Right Wing Flap Potentiometer Wiper.
A VCL- Voltage difference from (RL to RC -. 10).X 2 in the up position.
VCR- Voltage difference from (RC to RR - .10) x 2 in the up position.
REQUIRED EQUIPMENT
Digital Voltmeter (10 Miliamp Scale)

Rig Board flap tools (P/N 71505-16 and 71505-17)
Work Sheet (figure 27-29)
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Page 13
2113
PIPER AIRCRAFT
PA-42/42-720
-WARNING-
ALL ADJUSTMENTS MUST BE MADE WITH MOTOR POWER

OFF.
All adjustments are made with motor circuit breaker pulled OFF and flaps in DOWN position. Adjustment
proceduresrequire special equipmentsuch as a digital voltmeterand flap rigging tool (P/N 71505-16 and -17).
(See chapter 95 for fabricationinstructionsof riggingtools.)
-CAUTION
ELECTRICALPOWER TO SYSTEM MUST BE OFF. PULL

FLAP CONTROL AND MOTOR CIRCUIT BREAKERS, SET
BATTERY MASTER SWITCH OFF, AND DISCONNECT
EXTERNALPOWER.
The control potentiometeroperated by the flap selector is referred to throughoutthe riggingprocedureas RC
(potentiometer control). The wing flap potentiometers are designated as RL (potentiometer left) and RR
(potentiometerright). The voltagesat the center taps are referredto as VC, VL, and VR respectively.
Proper operation after rigging requires potentiometerRL on the left flap must respond to changes in flap
position selectorpotentiometerRC in VL and VC. Amountof stroke travel and how it is centeredwith respectto
ends is determinedby how RL is adjustedrelativeto RC. Since VC is fixed and cannotbe changed,trimmerpot
RT2, providedin the control amplifier,allows adjustmentof VL to agree with VC.
Throughoutadjustmentprocedures,whateverchangesare made to RL and RT2 must also be made to RR and
RT3. RR tracks RL over entire stroke range and shuts systemoff if VL and VR outputs deviateby more than 0.5
volts. This voltage differentialcorrespondsto a five-degree asymmetricalflap condition. RR also provides a
voltage inputto the controlamplifierto give an outputto the flappositionindicator.
- NOTE-
Adjustmentsof RL, RR, RT2, and RT3 are always made with flaps
down. The magnitudeof these adjustments,based on values of VC,
VL, and VR, are measuredwith flaps up.
PREPARATIONFOR RIGGING
-CAUTION
ELECTRICAL POWER TO FLAP CONTROL SYSTEM MUST

BE OFF. PULL FLAP CONTROL AND MOTOR CIRCUIT
BREAKERS, SET BATTERY MASTER SWITCH OFF, AND
DISCONNECT EXTERNAL POWER.
1. Remove access plates in false spar at WingStations42.50, 53.00, 92.50, and 101.0for both right and left
wings.
2. Removeaccessplateson bottom side of wingsat WingStations34.50,42.50, 82.75,and 92.50.
3. Ensure flap positionsender arms rotate freelyon potentiometershafts,with linkage rods set at proper length
(figure27-28, SketchB).
4. WithtransmissionassembliesNOT attachedto flap and turned intoball nut seat, ensure flaps are free to roll
full travel (0° to 30° ) on flap tracks.
5. Attachflap riggingtools to WingStation 147.50to measureflap deflectionangles.
27-50-00
Page14
PIPER AIRCRAFT
PA-42/42-720
ACTUATORARM
SKETCH B
-TOOLP/N 71505 - 16
TOOL P/N 71505 - 17
SKETCHA
- NOTE-
REFER TO CHAPTER 95 FOR
OF RIGGINGTOOLS.
FABRICATION
Figure 27-28. Flap Rigging

27-50-00
Page 15
2115
PA-42/42-720
MECHANICAL RIGGING PROCEDURE
1. Adjust UP limit actuating bolt by manually moving left flap so switch is actuated with flap trailing edge at
0° on rigging tools.
2. Manually move left flap to full down (30 ° + 1° - 0 ° ) position on rigging tool. Turn transmission sleeves out
from forward stops, record number of turns, align attachmenthole in sleeves, with holes in respective flap
horns, and temporarily install attachment bolt. Adjust DOWN limit actuating bolt to actuate switch.
-NOTE-
Difference in number of turns between inboard and outboard

transmissions must not exceed 1/2 turn.
3. Turn right flap transmission sleeves out from forward stops (using equal number of turns used for left flap
transmission sleeves), align attachment hole in sleeves with holes in respective flap horns, and temporarily
install attachment bolt.
4. Ensure proper alignment of sleeve and flap horn. If sleeve and horn do not align, loosen bolts attaching
horn to flap, and tap horn to achieve proper alignment. Retorque horn attachment bolts.
5. With sleeve and horn properly aligned, connect sleeve to horn with bolt and castellated nut. Tighten nut to
allow 0.03 inch bolt thrust play. Install cotter pin.
6. Connect flexible drive shafts to transmissions. Ensure splines are properly engaged and install shaft
attaching nut finger tight. Safety with MS20995-C32 wire.
ELECTRICALRIGGING PROCEDURE
1. Remove covers from RT2 and RT3 on flap control amplifier. Ensure both trimmers are positioned fully
clockwise. Insert 30 amp fuse (for test purposes only) in flap motor electrical power connection.
2. Apply external power to aircraft and establish bus voltage of 28 ± 0.5 volts.
3. Place flap selector in DOWN position.
4. Engage flap control circuit breaker, but DO NOT engage flap motor circuit breaker. Allow five minute
warm-up time.(Flap should still be down from mechanical rigging)
5. Insert "PLUS" test lead from digital voltmeter, into RC test point on controller and ":MINUS" test lead into
RL. Adjust shaft of left wing potentiometer for a reading of +0.10v. and lock actuator arm to pot shaft. Be
sure that voltage has not changed while locking actuator arm. (Record voltage on work sheet.)
6. Move "MINUS" test lead to RR test point and adjust right wing pot. to +0.10V. Lock actuator arm to pot.
shaft. Check that voltage does not change while locking actuator arm. ( Record voltage on work sheet)
-NOTE -
All measurements must be taken at control amplifier.

7 Depress (but do not engage) motor circuit breaker and move flap selector to UP; ensure flap motor is wired
correctly (flaps move up). If not , reverse wiring; if correct, engage breaker.
-NOTE -
If flaps will not move to full up position, hook a jumper between RL

and RR. When flaps are up remove jumper.
8. With flaps in full up position, ensure .010 minimum clearance between actuator sleeves and rubber seals.
27-50-00
Page 16
InterimRevision:January 9, 1998
PIPER AIRCRAFT
PA-42/42-720
9. With DVM "PLUS" lead in RC and "MINUS" lead in RL, measure RC/RL voltage. This voltage must be
negative; if not, trimmers RT2 and Rt3 were not fully adjusted CW in step 1.
10. Using the work sheet, perform the following calculation: Change the magnitude of RC/RL by 0.10V and
multiply the remainder be 2. The result is defined as A VCL.
11. Move "MINUS" lead to RR and repeat step 10 for AVCR.
12. Move flap selector down and disengage motor breaker.
13. With DVM "PLUS" lead in RC and "MINUS" in RL, check that voltage has not changed from that in step 5
(If voltage has changed by more than 0.03V, repeat the entire procedure tasking special care when locking
actuator arm to pot. shaft.)
14. Adjust RT2 so that RC/RL voltage changes by the amount of the A VCL Calculated in step 9 - then, adjust
RL pot. shaft so that RC/RL changes in the opposite direction by A VCL. RC/RL voltage will now be the
same as measured in step 13.
15. Move "MINUS" lead to RR and check that RC/RR voltage has not changed from that in step 6.
16. Adjust RT3 so that RC/RR voltage changes by the amount of A VCR calculated in step 10 - then, adjust RR
pot. shaft so that RC/RR changes in the opposite direction by A VCR. RC/RR voltage will now be the same
as measured in step 15.
17. Engage flap motor breaker and move flaps to UP.
18. Measure RC/RL as in step 8. Voltage must be -0.05V minimum and -0.15V maximum.
19. Measure RC/RR. Voltage must be -0.05V minimum and -0.15V maximum.
20. Move flaps to the DOWN position.
21. Measure RC/RL. Voltage must be +0.05V minimum and +0.30V maximum.
22. Measure RC/RR. Voltage must be +0.05V minimum and +0.30V maximum.
-NOTE-
If the requirements of steps 17 and 20 are not met, repeat the

procedure from step 7 without pre-setting RT2 and RT3. The
calculated VCL and VCR will be smaller and the entire rigging
procedure will be easier with each repetition.
23. Insert DVM test leads into RL and RR. Move flaps UP and DOWN While observing voltage reading on
DVM. The reading must not exceed ± 0.10V
24. Run flaps through full cycle three times to ensure proper operation.
25. Measure flap deflection at full down (30 ± 1° ) and approach (10 + 1° ) position on both left and right hand
side.
26 Check position indicator readings against flap selector and flap deflection as follows:
a. When measuring flap deflection angles, lift flap trailing edge to eliminate play between rollers and track
slot. If indicator does not correspond to flap position, place flaps in APPROACH position.
b. Adjust flap indicator trimmer, located on inboard end of flap amplifier box (opposite connector end), so
flap indicator needle falls in center of approach graduation.
c. Check location of flap indicator needle in UP and DOWN positions and adjust trimmer so needle
centerline falls within or tangent to upper and lower edge of graduation in UP, APPROACH, and
DOWN positions.
-NOTE-
If trimmer is rotated to raise needle, needle must rise an equal amount

in all three positions.
27-50-00
Page 17
2117
PIPER AIRCRAFT
PA-42/42-720
d. If unable to adjust indicatorneedle for proper indication(as in examplebelow), proceed with steps
thru 5 below:
EXAMPLE
Flap Position NeedleIndicator
UP Centerof Graduation
APPROACH Centerof Graduation
DOWN BelowDOWNGraduation
(1) Adjust indicatortrimmerso flap indicatorneedle is at upper tangent of graduationat UP and

APPROACHpositions.
(2) AdjustRT3so needle fallswith down graduation.
(3) Recheckindicatorat UP,APPROACH,and DOWNpositions. Readjusttrimmeras required.
(4) RecheckVLR and readjustas necessary. RT2could requirereadjustment.
(5) Ensure VL and VR are still withinlimits of VC specified and ensureposition indicatoragrees
with flappositionin UP,APPROACH,and DOWNpositions.
27. Locate flap system test switch on lower instrumentpanel. Move flap selectorhandle to approachposition,
activate test switch, and ensure wing flap caution light, located in annunciatorpanel, illuminatesand flap
travel stops. Releasetest switchand checkflaps for proper opperation.
28. Remove 30 amp fuse installedin step 1. Installall accessplates and panels.
27-50-00
Page 18
0
2118
PIPER AIRCRAFT
PA-42/42-720
FLAP RIGGING WORK SHEET
FLAPS DOWN STEP 1. RC(+)to RL(-) + V
STEP 2. RC(+)toRR(-) + V
FLAPS UP STEP 3. RC (+) to RL(-) VOLTAGE V
(CHANGEBY) V
(MULTIPLY) X2 - V
A VCL= - V
STEP 4. RC( + )to RR (-) VOLTAGE V
(CHANGEBY) V
(MULTIPLY) X2 -
AVCR= -V
FLAPS DOWN STEP 5. ( SAME AS STEP 1. ± 0.03)V
STEP 6. ±
ADD VCL (STEP 2. )
ADJUST RT 2 POT. TO
CHECK ADJUST RL SHAFT
STEP 7. RC/RL VOLTAGE +
STEP 8.
ADD A VCR (STEP 4. )
ADJUST RT 3 POT. TO
CHECK ADJUST RR SHAFT
RR/RC VOLTAGE
Figure 27-29. Flap Rigging Work Sheet.

27-500-00
Page 19
2119
PIPER AIRCRAFT
PA-42/42-720
ELECTRICALSYSTEM FUNCTIONALTESTPROCEDURE
-NOTE -
All J1 connectionsare airframeconn E410 and K1 and K2 relays are

airframesuppliedreversingrelays.
1. Place left engine bus tie switch,right enginebus tie switch,and non-essentialbus tie switch in OFF position.
Pull all essential bus circuitbreakersto OUTposition.
2. Actuateflap motorand flap controlcircuitbreakers.
3. Turn on battery masterswitch or connectexternalpowerto aircraft.
4. Operateflap selectorhandlein controlbox. Observeup and downoperationof wingflaps.
5. Check fault light if wing flaps fail to operate. If fault light is on, proceedto step 13. If fault light is off,
proceedto step 6.
6. Ensure 27.5 volts exist at motor contactorand pin 1 of connectorJ1 (airframeconn E410) to verify circuit
breakersand wiring are installedproperly.
7. Check for 27.5 volts acrosspowerterminalsof both K1 and K2 (reversing)relays.
8. Disconnectflex shafts from motorassembly.
9. Removeelectrical harnessplug from connectorJ1 and groundrelay K1 at pin 6 of connectoror relay K2 at
pin 4 of connector. Apply 27.5 volts to drive motorbe energizingup and down relaysK1 and K2 locally.
10. If drive motor fails to operate, check up and down limit switchesin 27.5 volt leg of coils for relays K1 and
K2 for 27.5 volts at NC contactson limit switches.
11. Check 27.5 volt powerat drive motors whilean assistantenergizesrelays K1 and K2. If 27.5 volts does not
exist at drive motor,contacts of relays KI or K2 are defective. Replacedefective relays. If drive motor
operates when energizing relays Kl and K2 locally, problem exists in either control box, left wing
potentiometerRL, right wing potentiometerRR, or in flap controlamplifier.
12. Reconnectflex shaftsto motorassembly.Connectelectricalharnessplug to connectorJ1.
13. Pull flap motorcircuitbreakerto prevent flapmotorfrom runningremainderof test procedure.
14. Using precision voltmeter (10 volt range), connect negative lead to amplifier,and test jack amplifier and
positive lead to RC test jack. Slowly operate flap selector handle in control box through entire range.
Voltage readings must be approximately 9-volts in DOWN position and approximately 4-volts in UP
position.
15. If RC voltage readings are too high or too low, problem exists in either harness wiring or control box.
Wring out harness wiring and repair or replace,if defective. Replacecontrolbox only if harness wiring is
functional.
16. Connect voltmeterbetween test jacks RR and RL on amplifier. If voltage exceeds0.5 volts, shut down is
due to flap asymmetry. Correctcause of asymmetryand rerigflap system.
17. Connect voltmeter betweentest jacks RR and GND on amplifier. Voltagemust be within0.3 volts of RC
voltage.
18. Connect voltmeterbetween test jacks RL and GND on amplifier. Voltagemust be within0.3 volts of RC
voltage.
19. If voltage readings in either step 17 or 18 exceeds 0.3 volts, shut down is still due to flap asymmetry.
Correctcause of asymmetryand rerigflap system.
20. If problemis not found,replaceamplifier.
21. Turn battery masterswitch OFF or removeexternalpowerfrom aircraft.
27-50-00
Page20
PIPER AIRCRAFT
PA-42/42-720
I INTENTIONALLY LEFT BLANK
Figure 27-30.
27-50-00
Page 21
2121 Interim Revision: January 9, 1998
PIPER AIRCRAFT
PA-42/42-720
I INTENTIONALLY LEFT BLANK
Figure 27-30.
27-50-00
Page 22
Interim Revision: January 9, 1998 2122
PIPER AIRCRAFT
PA-42/42-720
TAPE
BALANCE LINE
JIG KNIFE EDGE
AILERON BALANCE JIG
TOOL HOLE
OUTBOARD BALANCE WEIGHT
NOTE
AILERON PLACED UPSIDE DOWN IN JIG.
Figure 27-31. Aileron Balancing Procedure

27-50-00
Page 23
2I23 Interim Revision: January 9, 1998
PIPER AIRCRAFT
PA-42/42-720
STALL WARNING
STALL WARNING/RECOGNITION SYSTEM
The stall indicating system in the PA-42 contains two, identical safe flight SC-200 stall recognitionsystems,
independentof each other, power, or aircraft configuration. Each system, one for the pilot the other for the
copilot, uses a heated wing mounted lift transducer, a remote lift computer, a stall warning horn, a stall
recognitionhorn, a lighted placard,and a test switch.
The electro-mechanicallift transducer,mounted to the lower leading edge of the wing, senses the existing
positionof the leading edgestagnationpoint throughthe springloadedvane. The appropriatesignalis sent to the
computer so when the vaneis forcedaft, the stall warninghorn is activated,and when the vane is forcedforward,
the stall recognitionhorn and lightedplacard are activated.
The lift computer is located in the avionics bay, forwardof Fuselage Station 57.0 pressurebulkhead. Signals
from the transducer are conditioned by the computer which activates the stall warning or recognitionsystem
through a two-level output. A self monitoringcircuit in the computer activates a warning light if any essential
internalor externalpoweris lost.
The stall warning system contains a separate horn and a lighted placard. The stall recognitionhorn, also
mounted in the headliner,emits a loud, pulsatingtone differentthan the stall or gear warning horns. The lighted
placard (STALL),mountedin the edge of the glareshield,is keyed simultaneouslywith the recognitionhorn.
A single test switch is mountedon the instrumentpanel below the fire warning light/switches. On the ground,
activationof the switchbypassesthe right gear squat switch,turns on the computer,and slewsthe transducervane
upward. This providesthe necessarysignals to activate the hornsand lighted placard. If the switch is activatedin
flight,the computersensesthe inabilityof the low control voltageto movethe vane againstthe relativewind, and
it generatesa simulatedsignalactivatingthe systems.
FUNCTIONAL TEST OF SYSTEMS
STALL WARNING FUNCTIONAL TEST PPS60089M
Establish 28 Vdc on essential buss. Ensure stall warning, stall warning heat, "q" sensor, annunciator, and
annunciatormalfunctioncircuitbreakersare pushedin.
STALL WARNINGSYSTEM SELF TEST
1. Activatestall warningtest switchon lower left instrumentpanel.

2. Ensure lift transducervane, located in leading edge of outboardlift wing, moves forwardand stall warning
and stall recognition(stall warningannunciator)activate. Releasetest switch.
-CAUTION-
STALL WARNHEAT MUST BE OFF.
27-90-00
Page 1
2124
PIPER AIRCRAFT
PA-42/42-720
3. Manuallymove lift transducerforward(up). Ensurehorn and light do not operate.
a. With lift transducerheld forward, place left main gear squat switch to IN-FLIGHTposition. Ensure
stall warningand stall recognitionactivate.
b. Releaseleft main gear squat switchand lift transducervane.
4. Perform sametest for right winginstallation.
5. Activateleft and rightpitot/stallheat switcheslocatedon overheadswitchpanel.
a. Ensure lift transducervane and mountingplate on both wingsbecome warm and ensure stall heat indicator
(blue) locatedon upper portionof the left circuitprotectionpanel illuminates.
- CAUTION -
DO NOT ACTIVATE Q OVERRIDE SWITCH.

b. Turn off both pitot and stall heat switches.
FORCE APPLICATOR KIT TEST
The lift computer adjustmentpotentiometersare factoryset to nominal values for activatingthe pre-stall horn,
and the stall recognitionlight and horn. Actualvalues for these settingshave been determinedduring flight test
of the aircraftand are recordedin the aircraftflight logbookat the time of certification.
Upon replacementof the lift computeror lift transducer,the computer settingsmust be adjusted,if different,to
the logbook values. To make these adjustments,use Safe Flight InstrumentsCorporationForce ApplicationKit
(P/N 1952-3)as follows;
1. Attach positionbracket to lift transducercavity (shownin figure2-1 of kit operationhandbook).
2. Attach propergaugeto positionerfor each of thenext two setups.
3. Check tip gram setting at which the pre-stall warningoccurs. If different than the logbook valve, adjust
screw#1 (undertop cover of lift computer)for propervalue of tip grams.
4. Check tip gram setting at which the pre-stall recognitionlight and horn activates. If different than the
logbookvalue, adjustscrew#2 (undertop coverof lift computer)for propervalue of tip grams.
5. Removeforceapplicationkit.
6. Reinstallall panelsremoved for this test.
27-90-00
Page 2
ReissuedDecember31,1989 2
2J1
PIPER AIRCRAFT
PA-42/42-720
GRIDS 2J2 THRU 2J4

27-90-00
Page 3
2J2
CHAPTER
FUEL
2J5
PA-42/42-720
CHAPTER28 - FUEL
SYSTEM GRID
28-00-00 GENERAL 2J8

28-00-00 Description and Operation 2J8
28-00-00 Troubleshooting 2J8
28-10-00 STORAGE 2J15

28-10-00 Removal of Wing Tip Tanks 2J15
28-10-00 Installation of Wing Tip Tanks 2J15
28-10-00 Removal of Wing Fuel Cells 2J15
28-10-00 Cleaning and Inspection of Fuel Cells 2J23
28-10-00 Fuel Cell Compartment 2J23
28-10-00 Molded Nipple Fittings 2J24
28-10-00 Installation of Inboard, Aft-Inboard, and Outboard
Fuel Cells 2J24
28-10-00 Handling and Storage of Fuel Cells 2K3
28-10-00 Repair of Fuel Cells 2K4
28-10-00 Handling of Repair Materials 2K4
28-10-00 Repair Limitations of Fuel Cells 2K5
28-10-00 Repair Patch (Heat Cure Method) 2K8
28-10-00 Repair Patch (Air Cure Method) 2K10
28-10-00 Metal Fitting - Sealing Surfaces 2K12
28-10-00 Fuel Cell Accessory Replacement 2K12
28-10-00 REPAIR OF FUEL CELL DEFECTS 2K13
28-10-00 Testing Fuel Cells 2K13
28-10-00 Fuel Vent System 2K15
28-20-00 DISTRIBUTION 2K16

28-20-00 FUEL VALVES 2K16
28-20-00 Removal of Fuel Valves 2K16
28-20-00 Overhaul of Fuel Shutoff Valves 2K 16
28-20-00 Adjustment of Fuel Shutoff and Crossfeed Valve 2K17
28-20-00 Leakage Test of Fuel Shutoff and Crossfeed Valve 2K17
28-20-00 Installation of Fuel Valves 2K17
28-20-00 FUEL FILTER 2K19
28-20-00 Removal and Cleaning of Fuel Filter Screen 2K19
28-20-00 Installation of Fuel Filter Screen 2K20
28-20-00 Installation of Fuel Filter 2K20
28 - Cont./Effec.
Page -1
2J6
PIPER AIRCRAFT
PA-42/42-720
CHAPTER28 - FUEL (continued)
SYSTEM GRID
28-20-00 DISTRIBUTION (continued)

28-20-00 FUEL JET PUMPS 2K20
28-20-00 Servicing Jet Scavenger Pump 2K21
28-20-00 Removal and Installation of the Jet Transfer Pump 2K22
28-20-00 Jet Pump Flow Check 2K22
28-20-00 Removal and Installation of Submerged Fuel Pump 2K23
28-20-00 Fuel Flow and Pressure Tests 2L1
28-40-00 INDICATING 2L2

2840-00 Description and Operation 2L2
28-40-00 Removal and Installation of Sensor Units 2L2
28-40-00 Nacelle Tank Sensor 2L2
28-40-00 Aft Inboard and Main Fuel Cell 2L2
28-40-00 Main Inboard Fuel Cell Sensor 2L2
2840-00 Wing Tip Tank Sensor 2L4
28-40-00 Fuel Quantity Indicator 2L5
28-40-00 Tank Sensor Units 2L5
28-40-00 Cleaning of Tank Units 2L5
28-40-00 Fuel Quantity Capacitance 2L6
28-40-00 CHECKS AND ADJUSTMENTS OF
FUEL QUANTITY SYSTEM 2L7
28-40-00 Bench Testing of Tank Units 2L7
28-40-00 Fuel Quantity System Calibration Tests 2L7
28-40-00 Dry Calibration Procedure 2L7
28-40-00 Wet Calibration Procedure 2L 11
28-40-00 Automatic Fuel Pump System 2L11
28-40-00 Test of Automatic Fuel Pump System 2L12
28 - Cont./Effec.
Page - 2
2J7
PIPER AIRCRAFT
PA-42/42-720
GENERAL
The PA-42 contains individualfuel systems (shown in figures 28-1 and 28-2) in each wing for each engine.
Each standardfuel system consistsof a wing tip tank and three bladdertype tanks providing200 gallons of fuel
for each engine. The 85 gallonintegralnacelletank, standardequipmentin the PA-42-720,is optionalin the PA-
42 models.
The fuel vessels withineach wing are interconnectedby feed and vent lines, and incorporatecapacitancetype
probes in each cell. The fuel probes are interconnectedon each side to an individualindicatoron a commondual
display gauge and give a linear response for each indicator'scombined system. To vent the fuel systems, two
NACAnon-siphoningand non-icingvents, incorporatingflame arrestorsare installedunder each wing.
The controls regulatingfuel flow,other than engine controls(start control lever and power control lever), are
used to control the crossfeedand fuel shutoffvalves,both of which are manuallycontrolledfrom the fuel control
panel withinthe cockpit The crossfeedvalve is located on the left side of the aircraft attachedto the crossfeed
and left engine main feed lines (shown in figure 28-3). The fuel shutoffvalves are in both main feed lines and
mountedto front spar reinforcementplates.
Fuel is deliveredto each engine from wing main 95 gallon fuel tank, through a submergedfuel pump, main
feed line, fuel shutoffvalve, fuel filter,the main enginedriven fuel supplypump, and fuelcontrol unit containing
another engine driven pump. The submergedfuel pump, located in the main inboard fuel cell of each wing,
functionsas a primer pump, an emergencybackupto the engine driven pump, and transfers and crossfeedsfuel.
A fuel filter, mountedon the left hand side (facing forward)of each firewall,consists of a filter assemblyand a
pressure switch which determineswhen the filter is partially clogged and will soon bypass. This is a required
impendingbypasswarning. The main enginedriven fuel supplypump is an enginedriven pump mountedon the
accessorysection of the engineon a dualdrive pad which also drives a hydraulicpump.
A jet type scavenger pump, incorporatedin each fuel system, controls venting of fuel into the atmosphere
during an engine shutdown. A jet pump is activated wheneverfuel pressure exists and the conditionlever is
positionedin idle cutoff. During start, fuel is returnedto the tank by the jet pump to purge any vapor from the
fuel controlunit fuel pump.
Fuel tank drains are providedat fuel cell or tank low points. Fuel filters,mountedon the forwardside of each
firewall, also contain drainvalves.
TROUBLESHOOTING
Troubles peculiar to the fuel system are listed in chart 2801 along with possible causes and suggested
remedies. When troubleshooting,checkfuel supplyto items affected. If problem is not found,check individual
componentsand remove,overhaul,or replacedefectiveunits. Electricaldiagramfor this systemmay be foundin
Chapter 91, ElectricalWiringSection.
28-00-00
Page1
2J8
PIPER AIRCRAFT
PA-42/42-720
FUEL MANIFOLD
FLOW DIVIDER FUEL NOZZLES

NOZZLES
DRAIN VALVE DRAIN VALVE
GAS GENERATOR CASE FUEL FLOW METER

FUEL DUMP
FUEL VENT LINE I - NOTES -
L 1.ENGINE DRIVEN BOOST
PUMP OPERATES ANY TIME
ENGINE GAS GENERATOR
IS TURNING AND
SUPPLIES FUEL TO THE
FUEL CONTROL UNIT.
CONDITION LEVER (FUEL 2. SUBMERGED FUEL PUMP IS
USED TO OPERATE THE
FUEL PRESSURE GAUGE JET TRANSFER PUMP AN
EMERGENCY BACKUP AND
FOR CROSSFEED
FUEL PUMP OPERATION.
POWER CONTROL LEVER FILTER
FUEL FLOW GAUGES FIREWALL SHUTOFF VALVE
CHECK VALVE
DUAL FUEL QUANTITY GAUGE VENT LINE
CROSSFEED VALVE
VALVES
SUBMERGED
VENT (NACA) NON-ICING

SENDER FUEL CELL
UNIT
INBD ANTI - SIPHON

FUEL CELL FILLER CAP
SENDER UNIT
SENDER UNIT-
ANTI - SIPHON TIP FUEL CELL
DRAIN LINES FILLER CAP
DRAIN V
JET TRANSFER PUMP NACELLE FUEL TANK
Figure 28-1. Standard Fuel System Installtion (PA-42 only)

28-00-00
Page 2
2J9
PIPER AIRCRAFT
PA-42/42-720
FUEL MANIFOLD
FLOW DIVIDER FUEL NOZZLE

DRAIN VALVE
DRAIN VALVE
GAS GENERATOR CASE FUEL FLOW METER
FUEL DUMP
FUEL VENT LINE -NOTES-
CONTROL 1. ENGINE DRIVEN BOOST PUMP OPERATES
UNIT ANY TIME ENGINE GAS GENERATOR (N1)
ISTURNING AND SUPPLES FUEL TO THE
FUEL CONTROL UNIT.
2. SUBMERGED FUEL PUMP IS USED TO
OPERATE THE JET TRANSFER PUMP. AN
CONDITION LEVER FUEL PRESS. EMERGENCY BACKUP AND FOR
CROSSFEED OPERATION.
FUEL PRESSURE GAUGE FILTER DRAIN VALVE
FUEL HEATER
FUEL PUMP SEE NOTE 1
POWER CONTROL LEVER FILTER
FIREWALL SHUTOFF VALVE
CHECK VALVE
FUEL QUANTY VENT LINE

FUEL RETURN LINE
CHECK VALVE
CROSSFEED VALVE
SOLENOID PET
VALVES
SEE NOTE 2
SUBMERGED
FUEL PUMP TIP RELIEF LINE
CHECK SENDER UNIT
SUMP DRAIN VALVE
FLOAT VALVE VENT FLOAT VALVE
(NACA) NON-ICING
SENDER
UNIT CELL
INBD OUTBOARD
/DRAIN LINE J \ ANTI-SIPHON FILLER CAP

P DRAIN VALVE
JET TRANSFER PUMP NACELLE FUEL TANK - OPTIONAL PART OF SYSTEM ON PA-42 ONLY
Figure 28-2. PA-42-720 Fuel System Installation _

28-00-O0
Page 3
2J10
PIPER AIRCRAFT
PA-42/42-720
FUEL MANIFOLD FUEL MANIFOLD
FUEL NOZL
E FLOW DIVIDER FLOW DIVIDER 1> FUEL NOZZLE
Figure 28-3. Fuel Feed and Crossfeed Installation (PA-42)

28-00-00
Page 4
2J11
PA-42/42-720
IN VALVE
FUELPUMP
SUBMERGED
FUELPUMP
SUBMERGED
Figure 28-4. Fuel Feed and Crossfeed Installation (PA-42-720, S/N's 42-8301001 and up)
28-00-00
Page 5
2J12
PIPER AIRCRAFT
PA-42/42-720
CHART 2801. TROUBLESHOOTING (FUEL SYSTEM)
Fuel gauge fails to indicate Circuit breaker out. Check and reset.
proper tank level.
Broken wire. Check and repair.
Gauge inoperative. Replace.
Incomplete ground. Check ground connection at

gauge and at fuel transmitter
in the wings.
Vent holes in fuel Clear vent holes.

transmitter clogged.
Fuel valves leak, pressure Obstruction in inlet Trace lines and locate
low or pressure surges. side of pump. obstruction.
Faulty pump. Replace pump.
Low fuel pressure. Fuel valve stuck. Check valve.
No fuel in tanks. Check and fill.
Filters dirty. Clean filters.
Faulty fuel pressure Replace gauge or

gauge or transducer. transducer.
Unidentified leak. Fuel lines damaged or Locate and repair.

improperly installed.
O-rings improperly Locate and repair or

installed. tighten.
Tank leak. Repair leak.
Fuel leaking from Full fuel tanks and fuel Defuel aircraft or park in a
NACA vents, expansion due shaded or cooler location.
exposure to heat.
Float valve in nacelle tank, Defuel aircraft and

aft inboard tank or float inspect valves for
valve in tip tank sticking condition.
open or leaking.
28-00-00
Page 6
2J13
PA-42/42-720
CHART 2801. TROUBLESHOOTING(FUEL SYSTEM) (continued)
Cause nedy
Fuel leaking from Filler caps improperly Adjustfiller caps to

filler caps. adjustedand not obtaintight seal.
sealingproperly.
Enginestops with more than MotivePort in Jet Transfer ServiceJet TransferPump.

10 gallons(67 lbs.)of fuel pump clogged. Removeand clean affected
remainingand/ora significant item.
amountof fuel still remainsin Inlet Port screen clogged.
aft inboard(aux) tank.
Erratic movementof meter Friction in meter movement Replace Fuel Quantity

in Fuel QuantityIndicator. causedby dirt or improper Indicator.
alignmentof meter pointer.
Fuel Quantity Indicator Meter movement coil is Replace Fuel Quantity

inoperative. open. Indicator.
Defectivecomponenton Replace indicator.

printedcircuitboards.
Aircraftconnectornot Checkconnectorinstallation
connectedproperlyto at indicator.
indicator.
Aircraft wiring defective. Check wiring, repair as

required.
Zero indication of Fuel Meterpointerout of Replace indicator.

Quantity Indicator is balance.
out of tolerance.
Internalmechanical Replace indicator.
adjustmentof meter
not set properly.
Externaladjustment Adjust.
incorrect.
28-00-00 O
Page 7
2J14
PA-42/42-720
STORAGE
REMOVAL OF WING TIP TANKS (figure 28-4)
1. Draintank.
2. Removefairing betweenwing tip and tip tank.
3. Removesender unit.
4. Disconnectelectricalwires to navigationlightsand strobes.
5. Disconnectall plumbingfrom tip tank. Coverends to preventfuel contamination.
6. Supporttank, removesix bolts holdingtank to the wing and removetank.
INSTALLATION OF WING TIP TANKS (figure 28-4)
1. Connect tank to wing by installing six bolts.

2. Connect all plumbing to tank.
3. Install sender unit and connect electrical leads to navigation lights and strobes.
4. Install fairing between wing tip and tip tank.
-NOTE-
Model serial numbers 42-7800001 thru 42-8001012 require

installation of MIL-I-631 clear plastic tubing (Piper P/N 189-534)
between clamp and tubing and bonding strap of fuel system tip tank
installation. (See figure 28-4, sketch A and B.)
REMOVAL OF WING FUEL CELLS (figures 28-5, 28-6, and 28-7)
1. Drain both systems when removing cells on both sides. If only one side is affected, or when replacing or
servicing main inboard fuel cell, close crossfeed valve and drain appropriate tank or system.
2. Remove necessary access plates on wing to gain access to fuel cell and senders. When removing inboard
main fuel cell, remove forward bottom wing root and fuel cell drain panels and plates.
3. Inboard and outboard main fuel cells interconnect, where applicable, with nacelle tank, wing, and vent
system through fittings mounted in wing skin located under nacelle. When removing tanks, remove top
center panel on nacelle to make access to fittings. Remove bolts attaching fittings to wing and all hardware
from affected tank.
4. Disconnect wires from appropriate senders, remove screws securing each sender to fitting, and carefully
withdraw sender with its gasket from cell. Note position of each gasket relative to sender unit when
removing, to facilitate reinstallation.
5. Reach through appropriate access hole. Loosen and disconnect clamps from nipples and interconnecting
tubes. If replacement of tubes is necessary, remove from wing by disconnecting each tube ground strap
from spar and from other tank.
28-10-00
Page 1
2J15
PIPER AIRCRAFT
PA-42/42-720
1. TIP TANK ASSEMBLY

2. VENT WELL COVER
3. FUEL FILLER CAP ASSEMBLY (ANTI - SIPHON)
4. QUICK DISCONNECT
5. ATTACHMENT PLATE (WING FRONT SPAR)
6. BOLT ASSEMBLY (6 REQ.)
7. ATTACHMENT PLATE (WING MAIN SPAR)
8. SENDER.
9. ATTACHMENT PLATE (WING REAR SPAR) 3
10. FITTING
11. WASHER
12. BOSS
13. STRAINER ASSEMBLY
14. LINE ASSEMBLY
15. BOSS
16. FITTING
17. GASKET
18. PLASTIC TUBING
19. CLAMP
20. BONDING STRAP
TORQUE 500 20
TO 700 IN.LBS. t
TORQUE 1
75-125 IN. LBS.
20
SKETCH A 16 18
17 20 SKETCH B
Figure 28-5. Tip Tank Installation
28-10-00
Page 2
2J16
PIPER AIRCRAFT
PA-42/42-720
.060 MIN. CLEARANCE

BETWEEN SKIN AND SEALANT(PR1422- A 2) FOR
ADAPTER DOME NUT SEALING AND
LIGHTNINGPROTECTION
SECTIONALVIEW A - A
CC)VER PLATE
GASKET
SEALANT(PR1422- A 2) FOR
DOME NUT SEALING AND
LIGHTNINGPROTECTION
SECTIONAL VIEW B - B
- NOTE-
IF NECESSARY,THE TIP TANK DOME NUTS MAY BE SEALED BY COATING
THE ENTIRE SURFACEOF THE NUTS WITH PR 1422 - A 2 SEALANT. THE
DOME NUTS MUST BE COATED WITH SEALANT ON THE FUEL SIDE AS
SHOWN ABOVE. THIS WILL ASSUREOPTIMUM LIGHTNINGPROTECTION
FOR THETANKAS WELL AS A FUELSEAL FORTHE NUTS
Figure 28-5. Tip Tank Installation (continued)

28-10-00
Page 3
2J17
PIPER AIRCRAFT
PA-42/42-720
1. ATTACHMENT PLATE
2.
1. COVER
ATTACHMENT PLATE - NOTE -
2. COVER NOTE -
3. GASKET LACING IN THIS AREA TO BE PULLED "TIGHT" AND "TIED OFF"
4. FUEL QUANTITY SENSOR AFTER SENDER UNIT INSTALLATION HAS BEEN COMPLETED
5. GASKET
6. ATTACHMENT LOOP
7. CORD
8. TIE KNOT
9. FUEL CELL
10. GASKET
11. CAP ASSEMBLY
12. ADAPTER
13. GASKET
14. BUSHING
15. WASHER
16. LINER
Figure 28-6. Inboard-Main 95 Gallon Fuel Cell

28-10-00
Page 4
2J18
PA-42/42-720
6. On undersideof wing, remove screwsmountingquick drain plates to wing. Carefully draw two fuel cell
drainsout of wing. (Enoughto allowscrewdriverto releaseclamps.)
- CAUTION -
TO PREVENT NYLON FITTING FROM TURNING WHEN

DISCONNECTING ELECTRICAL CONNECTION ON FUEL
PUMPS, A WRENCH MUST BE USED TO BACK UP EACH
CONNECTION ON TANK. IF FITTING TURNS, INTERNAL
WIRE CONNECTIONS WILL BREAK AND PUMP MUST BE
REPLACED.
7. When removing inboard main fuel cell, remove electrical connections from fuel pump in cell and
disconnectand cap fuel lines.
a. Withdrawpump from tank by removingfour bolts mountingpump to tank and wing rib. Lift pump
through accesshole in wing.
- CAUTION -
DO NOT DAMAGESMALL FLAPPER VALVEIN INTERIOR

BAFFLE, NEXT TO FUEL PUMP MOUNTING LOCATIONS,
WHEN REMOVINGMAIN INBOARDFUEL CELLS.
8. Reachthrough proper accessholefor each fuel cell. Untienylon cord securingeach cell.
9. Removeall cap bolts at accessholes attachingcells to skin brackets. Push cell down and work nylon cord
backthrough cell hangers and rib bushingsto ends of cell compartment.
10. Removescrews attachingmountingbracketsto wing skin in each elongatedaccesshole. Removebrackets
from holes.
11. Place tape or other protective material around cell access opening, preventing damage to cell during
removal.
12. Fold cell neatly in wing; tape or tie. Removecell gently throughelongatedopeningon top of wing.
28-10-00
Page 5
2J19
PIPER AIRCRAFT
PA-42/42-720
12
1. FUEL CELL ASSEMBLY

2. FUEL CELL LINERS
3. WASHER
4. SNAP BUSHING
5. FUEL FILLER ADAPTER
6. NYLON CORDS
7. FUEL CELL ATTACHMENT CORDS
8. FUEL CELL GASKET
9. FUEL CELL ATTACHMENT PLATE
10 .CAP ASSEMBLY
11. FUEL SENSOR SUPPORT PLATE
12. FUEL QUANTITY SENSOR ASSEMBLY
13. FUEL SENSOR GASKET
14. COVER PLATE
Figure 28-7. Outboard 40 Gallon Fuel Cell

28-10-00
Page 6
2J20
PA-42/42-720
1. FUELCELL LINERS 10. FUELCELLCOVER

2. CLAMP PLATE
11.FUELCELLATTACHMENT
3. FLOATVALVE 12. WASHERAND BOLT
4. FUELCELL ASSEMBLY 13. FUELCELLSTRAP
5.WASHER
6. SNAPBUSHING
7. NYLONCORDS
8. FUELQUANTITYSENSORASSEMBLY
9. FUEL CELLGASKET
Figure 28-8. Aft Inboard 33 Gallon Fuel Cell

28-10-00
Page 7
2J21
PIPER AIRCRAFT
PA-42/42-720
1. DRAINVALVE
2. OUTBOARDFUEL TANKFINGERSTRAINERASSEMBLY
3. FUELCELLCONNECTORTUBE
4. FUELLINEASSEMBLY
3 6
SEE
5. CHECKVALVEAND FINGERSTRAINER
6. FUEL FILLERCAPASSEMBLY
7. FUEL FILTERASSEMBLY
8. FUEL PRESSURETRANSMITTER
9. FUELFLOWTRANSMITTER
10.FUEL PUMPASSEMBLY
11.SUBMERGEDFUELPUMPASSEMBLY 13
12.FUEL CROSSFEEDVALVE
13.FUELJET PUMP
14. FUELDRAINVALVEASSEMBLY
15. FUELSHUTOFFVALVE
16. FUELRETURNLINE
28-10-00
Page 8
2J22
PIPER AIRCRAFT
PA-42/42-720
CLEANING AND INSPECTION OF FUEL CELLS
1. Cleaningprocedure:
a. New Cells: New cells need not be cleaned after removal from containers, if promptly installed in
airframe cavities. If cells are not installedimmediatelyand become dirty, clean with soap and warm
water prior to installationin clean cavity.
b. Used Cells: Prior to removal, drain fuel from cells, purge with fresh air, and swab out to remove all
traces of fuel. Followingremoval,clean cellsinside and out with soap and water.
-WARNING-
A VAPOR-PROOF LIGHT MUST BE USED DURING

INSPECTION.
2. Inspectionprocedure:
a. New Cells: Inspectcell surfaceinside and out for cuts, abraded(scuffed)areas, and accessorydamage.
Also inspectfitting seals for nicks, scratches,and foreignmaterial.
b. Used Cells: Inspectcells removedfrom airframecavity for repair,or being returnedto service for cuts,
abraded (scuffed) areas, and accessorydamage on inside and outside of cell surface. Reach through
fuel cell access plate and take section of cell between thumb and forefinger. Wipe ridge with cloth
soaked with Methylethylketone. If fine cracks are found, fuel cell is not repairable and must be
replaced.
c. Baffled Fuel Cells: Conduct the followinginspection every 2 years or after 2000 hours in service,
whichevercomesfirst:
(1) Defuelboth main cells.
(2) Remove accessplates locatedinboardof nacelle. Removeboth wing and fuel cell accessplates.
(3) Inspect fuel cell fittings for rubber deteriorationby using fingernailto attempt scrapingrubber off
metal or nipple fitting. If rubber is not deteriorated, fingernail will glide across rubber. If
deterioration, fingernail will dig into rubber. Deteriorated rubber usually changes from light
yellowishtan to dark, reddishbrowncolor.
(4) Checktension and knots of two nylon supportcords.
(5) Inspectinterior of cell for baffle securityand proper operationof flapper valve. Inspectboth sides
of baffle.
(6) Inspectexteriorof cells to ensure Velcrotape has not separatedfrom cell or liner surfaces.
(7) Install all accessplates on fuel cells and wings. Fill cells and checkfor leaks.
3. Fuel cell repair proceduresare found in paragraphtitledRepairof Fuel Cells.
FUEL CELL COMPARTMENT
1. Clear cell compartmentof all foreignmaterialsuch as trimmings,loose washers,bolts, or nuts.

2. Round off any sharp edgesin fuel cell compartment.
3. Inspectfuel cell compartmentprior to fuelcell installation.
4. Tape over all sharp edges and rough rivets.
28-10-00
Page 9
2J23
PIPER AIRCRAFT
PA-42/42-720
MOLDEDNIPPLEFITTINGS
For best servicefrom this type fitting,exercisethe followingprecautionsat time of installation.

1. Applythin film of SimonizeWaxto metal tubes to facilitateinstallationand removal.
2. Insert fuel lines intoeach nippleuntil end is flush with insideedgeof cell.
3. Ensure hose clampsclear end of fitting by 0.25 inch, wherepossible.
4. Torquehose clampsonce. Do not retightenunlesshose clamp is loosenedcompletelyand allowedto set for
15minutes beforeretightening.
5. Do not use sealingpaste or gasketcompound.
INSTALLATIONOF INBOARD, AFT-INBOARD,AND OUTBOARDFUEL CELLS (figure 28-5 and

28-6)
1. Inspectcell compartment.
2. Do not removecell from shippingcontaineruntil readyfor installation.
3. Ensure cell is warmenough to flex. Do not use sharp tools such as screwdrivers,files, etc, for installation
purposes.
4. Place tape or protectivematerialover edges of elongatedaccessopeningto preventdamageto cell.
5. Roll cell intoproper shape and size to insertthrough accessopeningcell.
6. After fitting cell intowing, unrollcell and establishproper sizingof cell to fit compartment.
7. From each end of cell compartment,feed cord through cell hangers and rib bushings until cords can be
joined at accessopenings. Do not tie cord but routeas shown in figures28-5 and 28-6.
-NOTE-
The nylon cord holding fuel cells has a 0.125 inch diameter with a
minimumbreaking strengthof 550 pounds and conformsto MIL-T-
5040C,TypeIII specifications.
8. Connect fuel drain plate by insertingthreaded end of bolt or rod (not under three incheslong) up through
plate and nipple fittingof fuel cell (figure28-9). Reach throughfuel cell openingand install 2 or 2 1/2 inch
diameterwasheron boltor rod; securewith nut. Pull nippledownthrough openingin wingpanel enoughto
clamp nipple fittingto plate.
9. Removebolt or rod. Secureplate to wing panel and install drainvalve.
10. On inboardmain cell, install submergedfuel pump through accessopeningin wing top. Secure to inboard
rib with four bolts attachingpump.
11. Connect electrical wires to inboard cell, check valve on submergedfuel pump, and connect fuel lines to
check valve.
12. Install fuel cell flangemountingbracketsin elongatedaccessholes with screws.
28-10-00
Page 10
2J24
PIPER AIRCRAFT
PA-42/42-720
Figure 28-10. Fuel Valve- Drain Plate Installation
13. Wipeinside of cell clean with clean, soft,lint-freetack cloth; inspectcleanliness.

14. To attachfittingsin nacellewing skins,proceedas follows:
a. If fitting can be reached throughnearby accesshole,hold cell and gasketup againstattachmentbracket
and insert severalbolts.
b. If fitting cannot be installed as above, reach down through removed access plate on nacelle, insert
threaded rod or bolt through hole in wing bracket, down into correspondinghole in cell nut flange
fitting, and pull cell up againstbracket. Installseveral cap bolts to hold fuel cell until rod is removed.
install remainingbolts, and torqueto 35 ± 5 inch-pounds.
15. Connect fuel lines attached to outboardends of fuel cells and drain line running from inboardend of main
outboardfuel cell to inboardend of main inboardcell.
16. Connecttwo crossovertubes betweenmain inboardand outboardfuel cells by insertingtubes into nipplesin
each cell and installingclamps from inside cell. Torqueclamps to 60 - 65 inch-pounds. Ensure ground
strap on crossovertubes is attachedto spar.
17. Install senders, gaskets (one on each side of bracket), and screws. Tighten nylon screws to 5 +2/-0 inch-
pounds.
18. Connect sender wires. Ensure insulatorsleeve insulates so wires attach to sender. Install sender access
plates.
19. Drawnylon tie cordstight and hold. (See figure28-5 for positioningof tie cords on outboardfuel sender on
main fuel cell.) Ensurecell is positionedcorrectlyin cell compartment,draw cord tight, hold with clamp or
pliers, and tie. (Seefigure28-10.)
20. Install remainingcell cover accessplateson top of wing. Torquecell cover cap bolts to 25 ± 5 inch-pounds.
21. Check for fitting leaksin cell by insertingfuel.
22. Install remainingaccessplates,lower wing root fairing,and nacelletop panel.
28-10-00
Page 11
2K1
PA-42/42-720
STEP 1 STEP2 STEP3 STEP 4
STEP5 STEP6 STEP7
Figure 28-11. Detail in Fuel Cell Threading

28-10-00
Page 12
2K2
PIPER AIRCRAFT
PA-42/42-720
HANDLING AND STORAGE OF FUEL CELLS
1. To preventneedlessdamageto fuel cells,exercisethe followingprecautionswhenhandlingcells:

a. Fold or collapsecells for storage,transport,or installationinto airframecavities.
b. Use protectivecovers over fitting seal to protect seal surfacefrom contact with cavitiesduring removal
or installation.
c. Protectcells fromtools, hot lights,etc.
d. Avoidsteppingon foldsor creases.
e. Do not carrycellsby fittings.
f. Maintainoriginalcell contoursor foldswhen refolding.
g. When repairing,maintainnatural contours of cells, place on well-lit and well-ventilatedsurfaces, and
preventcontactwith sharpedges, corners, and dirty floors.
h. Inspectcavitiesand ensurecleanlinessprior to cell installation.
i. Do not stack cells.
- WARNING -
NO SMOKING OR OPEN FLAME IS ALLOWED WHEN
REPAIRING CELLS.
2. Observethe followingrule when storing cells:
a. Cleanused cells with soap and warm water prior to storage;dry and place in container.
b. Fold cells smoothlyand lightly as possible with minimumnumberof folds. Place protective wadding
betweenfolds.
c. Wrap cell in moisture-proofpaper and place in suitable container. Do not crowdcell in container. Use
waddingto preventmovement.
d. Stack boxed cells to allow access to oldest cells first. Do not allow stacks to crush bottom boxes.
Leavecellsin boxesuntilused.
e. Storagearea must be approximately70° and free of exposureto sunlight,dirt, and damage.
Page 13
2K3
PA-42/42-720
REPAIROF FUEL CELLS
-CAUTION -
THE REPAIROF LORALVITHANEFUELCELLSSHOULD

BE RESTRICTEDTO AUTHORIZEDPERSONNELWHO
HAVEBEEN CERTIFIEDAND TRAINEDBY LORAL
REPRESENTATIVES,
OR WHOHAVERECEIVEDTHEIR
TRAININGFROMPERSONSWHOHAVEBEENCERTIFIED
AND TRAINEDBY LORALREPRESENTATIVES.
-NOTE-
The following repair procedures are in accordance with the cell

manufacturersrepair procedure.
The followingare recommendedfield repair proceduresfor fuel cells constructedof Loral BTC - 85 material.
Any of three methods may be used for repairs: heat cure, air cure, or quick cure. All repairs are neat and
permanent. Heat cure repairing allows cells to be cured and ready for installation in two hours. Air cure
repairing requiresthat the cell not be moved for 72 hours or longer. Quick cure repairing can be used on cells
that have minordamage and can be repairedin six hours.
HANDLING OF REPAIR MATERIALS

- CAUTION
REPAIR CEMENT FOR HEAT AND AIR CURE REPAIRS

(5923C) AND QUICK CURE REPAIRS (82C32) REQUIRES
THOROUGH MIXING TO OBTAIN FULL ADHESIVE
VALUES.
ALL CONTAINERS FOR CEMENTS AND SOLVENTS

SHOULD BE PROPERLY IDENTIFIED.
1. Protect repair materials from dirt, contamination, sunlight, and excessive heat or cold during storage.
Containersare to be tightly cappedand stored between30°F and 85°F temperature.
2. Mix repaircementsimmediatelybeforeapplication.
3. Refer to each curingmethodfor pot life of mixedcement.
-NOTE-
Unmixedrepair cementshave a shelf life designatedby Loral on the

storagecontainers.
28-10-00
Page14
2K4
PIPER AIRCRAFT
PA-42/42-720
REPAIR LIMITATIONS OF FUEL CELLS
-NOTE-
FT - 227 fabric is used to repair simple contours only. All patches
referredto in repairproceduresareof this type
1. Lap inside patchesover defectiveedges 1.0 inchminimumin each direction.
2. Cut outsidepatchesapproximately0.25 to 0.50 inchlargerthan insidepatches.
3. Apply outsidepatchesand allowto curebefore applyinginsidepatches
4. Apply both outsideand inside patches for blisters between inner liner and fabric larger than 0.25 inch in
diameter.
5. Apply both outsideand inside patchesto rerair holes and punctures. Apply both outside and insidepatches
to repair seperationsbetween outerplies largerthan 1.0inchesin diameter.
-NOTE-
Slitsor tears are limitedto 6.0 inchesmaximumin length.

6. Applyoutsidepatchonly to externalabradedor scuffedareaswithoutfabric damage.
7. Trimloose laps as necessaryprovideda 5.0 inch effectiveband remains.
- CAUTION -
FOR EACH 10° DROP IN TEMPERATURE FROM 70°F, ADD

20 HOURS CURE TIME. DO NOT AIR CURE REPAIRS
BELOW 60°F.
8. Clamp repair patches when performing air cure repair. Cure at room temperature of 70°F undisturbed for 72
hours.
9. Limit fitting repairsto loose flangeedges, seal surfacerework,and coat stock.
10. Do not exceed fourheat cure repairsin the samearea.
- NOTE-
Anydamage not coveredby the above the cell shouldbe returnedfor
repairto: Loral EngineeredFabrics, 669 GoodyearStreet, Rockmart,
Georga. 30153 - 0548.
28-10-00
Page 15
2K5
PIPER AIRCRAFT
PA-42/42-720
CHART 2802
FUEL CELL REPAIR EQUIPMENT LISTS
Repair Kit, Loral Part No. 2F1-3-37813
GROUP I MINIMUM MATERIALS

ITEM/DESCRIPTION QUANTITY REQUIRED
*5923C Cement (3 component, 1/2 pint set.) 8
FT - 227 Repair fabric (Sheet, 12 in X12 in min.) 2
Methylethylketone (MEK) solvent (Quart can) 1
AP -368 manual (latest issue) 1
*Shelf life limited to one year from date on container.
GROUP H MINIMUM EQUIPMENT

Measuring cup (250 ml.) 1

Release film (cellophane) (Sheet 6in X 24 in. min.) 2
Foam rubber, cloth backed (Sheet 12/4 in X 12 in. X 12in min.) 2
Cement application brush ( in wide) 2
Aluminum pressure plate (1/4 in X6 in X6 in min.) 4
GROUP III. MINIMUM LEAK TEST EQUIPMENT

Phenolphthalein (analytical grade) (40 g in 2oz bottle) 4 btl.

Ammonia (27% concentrate) (commercial grade) Ipt.
Ethyl alcohol (commercial grade) 8 qt.
Balloon or broad cloth (white) 2 yd.
2F1 - 3 - 35721 - 1 heat cure iron (240 ° temperature setting) 1
C - clamps (6 inch) 6
Vaperproof light (with 25 foot cord) 1
Sheers (8 to 10 inch long) I
Electric motor (Black and Decker P/N 725, 2250 rpm,
1.9 amp, 115 VAC or equivalent) I
Abrasive armor (Dunemore R421003, 1/4 in. drive,
1 in long X 1 in. dia.,or equivalent.) I
Sanding sleeve (80 grit) 6
Abrasive cloth (120 grit in sheets) 2
Abrasive cloth (320 grit in sheets) 2
Scale (12 inch straight edge) 1
Manometer (Fisher Scientific Co.P/N 11 - 286,
water or mercury, 12 in. long, or equivalent.) 1
Closure plates (fabricated locally) A/R
28-10-00
Page 16
2K6
PIPER AIRCRAFT
PA-42/42-720
CHART2802 (continued)
FUEL CELL REPAIR EQUIPMENT LISTS
Repair Kit, Loral Part No. 2F1-3-42215
GROUP I MATERIALS
3604N nylon fabric (NSN 8135-01-242-3515) 3.5 oz 2 sq. yds.

*82C32 Cement NSN 8040-01-243-6624 ( 2 comonent set) 9 ea. 1/2 pt.
AP - 472 Manual (latest issue) 1 ea.
*Shelf life limit 12 months.
GROUP IIMATERIALS
Cement application brush (1 inch wide) 4 ea.

Scotch Brite pad (6 inch X 9 inch) 2 ea.
Tounge depressor (wooden) 9 ea.
Curved sissors(4inch long) 1pr.
China marker (white #164T) 1 ea.
- NOTES -
1. All materials required to perform autorized repairs are included in the group I and group II repair kits except
for clean cloths and methylethyketone.Accessories -To be ordered per individual cell requirements.
2. Order material and equipment from Aero Hardware and Parts Co. if not avaialble order from Loral
Engineered Fabrics.
Aero Hardware& Parts Co. Loral Engineered Fabrics
1037 Boston Post Road 669 Goodyear Street
Rye, N.Y10580. Rockmart Georga, 30153 - 0548
3. Repair fabric and cement can be purchased seperatly by specifying the code number or national stock
number (NSN) listed above
4. Solvent and Clean cloth can be purchased from Aero Hardware or a local supplier.
28-10-00
Page 17
2K7
PA-42/42-720
REPAIRPATCH(HEATCUREMETHOD)
- CAUTION -
DO NOT APPLY AN OUTSIDE AND INSIDE PATCH

SIMULTANEOUSLY.APPLY OUTSIDEPATCHFIRST.
1. Cut a patch from FT - 227 repair fabric to the size requiredto ensure a proper lap over the injury in all
directions.
a. Hold shears at an angleto producea beveled edge(feather)on the patch.
b. Round cornersof patch. Ensure dull side or gum contactface of repairpatch is the largest surfaceafter
beveling.
2. Washone square foot of cell wall beyonddamagedarea in all directions.
3. Washcontactside of patch using a clean cloth dampenedwith Methylethylketonesolvent.
4. Center repairpatch over damagedarea. Markcell .50beyond patchin all directions
- CAUTION -
BUFF CELL SURFACE WITH CARE TO AVOID FURTHER

DAMAGE.
5. Buff cell surfacesurroundingdamaged area as marked and contact side of patch with fine emery cloth to
removegloss.
6. Washcell and patchsurfacestwo moretimes using a cloth dampenedwith MEK.
- CAUTION -
TO PREVENT CEMENT FROM STICKING CELL WALLS

TOGETHER, ENSURE CELLOPHANE PLACED INSIDE
CELL REMAINS IN PLACE.
7. Tape a piece of cellophaneinsidethe cell over the injury.
8. Fold cell so repair can be completedwithoutrepositioningcell.
- WARNING -
CEMENTS AND SOLVENTS ARE FLAMMABLE. MIX AND

APPLY CEMENT IN WELL VENTILATED AREA.
REPAIR CEMENT 5923C SHELF LIFE IS ONE YEAR FROM

DATE ON CONTAINER. DO NOT USE OUT DATED CEMENT.
-NOTE-
Mix and apply cement at minimumtemperatureof 70°F. Pot life of

mixedcementis 20 minutesto one hour.
9. Mix repair cement5923Cas follows:
a. Shake contentsof part 2.
b. Pour contents of part 2 into part 1. Stir thoroughly,makingsure entire contentsof both containers are
are blendedcompletely.
28-10-00
Page 18
2K8
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
Rapid stirring or shaking will cause air bubbles to form. Air bubbles
in cement can result in repair voids, pits, blisters, and leak paths.
10. Apply one even coat of 5923C cement on buffed area of cell to within 1/4 inch of edge and on buffed side of
patch. Allow to dry for 15 minutes.
-CAUTION-
COVER CEMENT CONTAINER BETWEEN APPLICATIONS

TO MAXIMIZE POT LIFE.
11. Apply second coat of 5923C repair cement to cell and patch. If cement has become too thick to brush, mix
new batch of cement. (Refer to step 9.)
12. Allow cement to dry for 5 minutes.
13. Center repair patch over damaged area. Lay patch carefully by rolling action from center of patch to edges
to prevent trapping air. While surface is wet, slide repair patch by hand to improve lap
- CAUTION-
BE SURE PIECE OF CELLOPHANE IS LARGER THAN

CEMENTED AREA AND REMAINS IN PLACE. ENSURE
FILM OBTAINS COMPLETE COVERAGE.
14. Tape piece of cellophane over patch.
-NOTE-
Aluminum plates must be larger than patch.

15. Cover one side of aluminum plate with 0.25 inch fabric-backed airfoam (fabric side out). Tape airfoam into
place. Ensure airfoam covers edges of plate for protection.
16. Cut two backup boards larger than cemented area and smooth all edges.
-CAUTION-
ENSURE CELL IS NOT FOLDED BETWEEN PRESSURE

PLATE AND BOARDS TO PREVENT PERMANENT CREASE.
ENSURE PATCH DOES NOT MOVE WHEN TIGHTENING

CLAMP.
17. Fold cell next to patch. Place plate with airfoam over patch.
18. Place 2F1-3-2572 repair iron on center of plate. Cover iron with other backup board. Secure assembly in
place with C clamp. Wipe off any excess cement that flows from pressure plates.
19. Connect repair iron to 110/120 Vac. Set iron to 240°F and allow to cure for two hours.
20. Unplug iron and allow assembly to cool to the touch.
21. Dissemble cure iron, plate, and boards from cell. Dampen cellophane and remove from cell.
22. Check for complete seal of patch edges.
a. Trim loose edges if less than 1/8 inch.
b. Bond loose edges with cement and cure if more than 1/8/ inch.
23. Repeat steps 1 thru 22 for inside patch, except cut patch 1/4 inch to 1/2 inch smaller than outside patch.
28-10-00
Page 19
2K9
PA-42/42-720
REPAIR PATCH (AIR CURE METHOD)

-NOTE-
A minimumof 72 hours curingtime at 70°F is requiredper patch. A

minimum of 144 hours is required to install an outside and inside
patch. Add 20 hours cure time for each 10°F drop in temperature.
Never attemptto air cure at temperaturesbelow 60°F.
1. Followthe procedurefor the heat curemethod,except omitthe following:
a. Omitcure iron from steps 18 and21.
b. Omitsteps 19 and 21.
2. Referto fuel cell repair limitationsfor curingtime.
REPAIR PATCH - QUICK CURE METHOD

- WARNING-
REMOVE FUEL CELL FROM AIRCRAFT BEFORE

PERFORMING QUICK CURE METHOD.
- CAUTION -
USE EITHER HEAT CURE OR AIR CURE METHOD IF

DAMAGE IS WITHIN 5/8 INCH FROM OUTSIDE DIAMETER
OF METAL FITTINGS
1. Cut repairpatch from 3604Nfabric materialto size that extends1.0inch beyond injuryin all directions
- NOTE -
It is recommendedthat a roundpatch 3 inchesin diameterbe used.
- WARNING -
MEK IS FLAMMABLE. TAKE ALL NECESSARY PRE-

CAUTIONS TO PREVENT SERIOUS INJURY TO YOURSELF
AND/OR FELLOW WORKERS.
2. Washfuel cell approximately12inchesbeyond injuryin all directionsusing a cloth dampenedwith MEK.
3. Center fabricpatchover injury. Mark cell 0.50 inchbeyond patchin all directions.
28-10-00
Page 20
2K10
PIPER AIRCRAFT
PA-42/42-720
-CAUTION -
BUFF FUEL CELL WITH CARE TO PREVENT DAMAGE

BEYOND INJURY AND TO PROTECT CELL FABRIC
REINFORCEMENT.
4. Buff fuel cell inside marked area with a Scotch Brie pad or fine emery cloth to remove gloss/shine from
cell.
5. Wash buffed area using a clean, lint free cloth dampened with MEK. Repeat with a second clean cloth.
-CAUTION-
DO NOT MIX CEMENT BATCHES SMALLER THAN AS

SUPPLIED AS UNRELIABLE CURE CONDITIONS CAN
RESULT.
6. Mix 82C32 cement as follows:
a. Pour contents of part 2 into container of part 1.
b. Thoroughly stir contents with a tongue depressor for about 5 minutes.
-NOTE-
Pot life of mixed 82C32 cement is about 20 to 30 minutes in and open

container. Pot life can be extended up to 1 hour by recapping
container between applications.
7. Apply one brush coat of 82C32 cement to clean buffed area of cell. Do not not apply beyond buffed area.
Allow to dry from 10 to 15 minutes.
8. Repeat step 7 with second coat.
9. Repeat step 7 with third coat.
10. While third coat of cement is wet, apply fabric patch to damaged area as follows:
a. Dip patch in clean MEK and shake off excess solvent.
b. Lay patch into wet cement. Make sure patch is centered over damaged area.
c. Smooth out patch using a relatively dry brush. Work from the center of the patch to the edges to
remove all trapped air.
11. Apply final coat of 82C32 cement over patch. Spread cement at least 1/8 inch beyond fabric patch. but not
beyond buffed area.
-CAUTION-
NEVER APPLY A HEAT CURE TO 82C32 CEMENT.

12. Allow repair to air cure for a minimum of 6 hours at a minimum temperature of 70°F before moving cell or
exposing the cell to fuel.
13. Check repair after cure time to ensure cement is cured. If sticky proceed as follows:
a. Remove repair patch and all cement.
b. Repeat steps 1thru 12. Make sure cement is not out of date.
14. Check edges of repair for looseness:
a. Trim loose edges if less than 1/8 inch radially.
b. Bond loose edges if more than 1/8 radially.
28-10-00
Page 21
2K11
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
Channels or voids running from center of patch to edges are

unacceptable.
15. Performfuel cell leak test (refer to testingfuel cells).
SEALING METAL FITTING SURFACES

-WARNING-
DO NOT ALLOW ALODINE SOLUTION TO COME IN

CONTACT WITH HANDS, EYES, OR CLOTHING.
1.Rub roughnessoff the affectedareawith a finefile or fineemery cloth.
2.Clean metal surfaceusing a clean clothdippedin Methylethylketone.
3.Moistenthe cleanedsurfacewith a cleancloth dippedin water.
4.Applyundilutedalodine 1200solutionto the affectedarea with a smallnylon brush.
5.Allowthe solutionto dry until a light goldencolor appears.
6.After a coating has been formed, remove the excess solution by wiping the surface with a clean water
moistenedcloth.
7 Wipedry.
FUEL CELL ACCESSORY REPLACEMENT
1. Obtaina cured repair accessoryfrom the cell manufacturer.

2. Marklocationof old accessoryand preservemarkingsfor guidelines to locatethe new part.
3. Removethe old accessoryas follows:
a. Graduallylooseningan edge with a blunt probe-likeinstrument.
b. Grasp the accessoryby the loose edge with pliers and gently peel the accessoryoff the cell wall from
the blind side of a cell lap toward the exposed edge. Be careful not to pull the cell lap open while
peeling accessoryoff.
-NOTE-
Removal of the old accessorywill probably leave an uneven cavity

and surface.
4. Buff the cell surfaceunder the accessorywith emeryclothto smooth roughnessand preparefor cement.
5. Buff and wash the contact surface of new accessory. Wash the cell surface (see repair patch heat cure
methodsteps 2 thru 4).
6. Apply mixed 5923C repair cement to both surfaces. Level the cavity left by the removal of the old
accessory.
7. Roll the new accessory into place. Place padded plates in position to ensure adequate pressure when
clamped. Use a cellophaneseparatorto preventthe cementfrom stickingin the wrongplace.
8. Cure accessorywith either air cureor heat cure method.
28-10-00
Page 22
2K12
PA-42/42-720
REPAIR OF FUEL CELL DEFECTS
1. Repair blistersas follows:

a. Trim loose or raggedmaterialfrom affectedarea.
b. Apply an outsideand insiderepairpatch.
2. Repair holes, punctures,cuts, tears and deep abradedareasas follows:
a. Trimloose or raggedmaterialfrom affectedarea.
b. Apply an outsideand insiderepairpatch.
3. Repair Loose edgesas follows:
a. Buff loose edgesand contactsurfaceswith emerycloth.
b. Washbuffed areathree times with Methylethylketone.
c. Applytwo coatsof 5923Cmixedcementto each surface.
d. Clampand cure. Either methodmay be used. (See repairpatch.).
e. Trim loose edgesif less than 1/8 inchremains.
4 Repair insideloose fittingflangeas follows:
a. Buffthe edgeof the flangeand the contactsurfaceunder the flange.
b. Apply 5923C mixed repair cement, cellophane,padded plates and clamp. (Refer to repair patch heat
curemethod.)
5. Repair loosenessagainstmetal as follows:
a. Preparemetal(refer to sealingmetal fitting surfaces).
b. Apply5923Cmixedrepair cementand cure by either method.
6. If patched area of fuel cell lacksrepaircementproceedas follows:
a. Buffsurfacenextto missingsealantwith emerycloth.
b. Washsurfacethree times with MEK.
c. Applyfour coatsof 5923Cmixed repaircement.
d. Clampand cureusing eithermethod.
TESTING FUEL CELLS

-NOTE-
Either of the followingleak tests may be used to detect leaks in the

bladder cells. The chemical leak test is the more sensitive and
preferredtest.
1. Perform the soap sudsleak test as follows:
a. Attachtest platesto all fittings.
- WARNING
DO NOT EXCEED 0.25PSI WHEN INFLATING FUEL CELLS.

b. Inflatethe cell with air to a pressureof 0.25psi maximum.
c. Apply a soap and watersolutionto all repaired areassuspectedof leakage. Checkfor bubblesto appear
at any point whereleakageoccurs.
d. After testing, removeall platesand wipe soap residuefrom the exteriorof the cell.
2. Perform chemicaltest as follows:
a. Attach test platesto all but one fittingopening.
b. Mix 40 grams of Phenolphthaleincrystals in 1/2 gallonof ethyl alcohol. Add 1/2 gallon of water after
the crystalshavedissolved.
28-10-00
Page 23
2K13
PA-42/42-720
- WARNING
AMMONIA GAS IS GIVEN OFF BY AMMONIUM

HYDROXIDE. USE CAUTION WHEN OPENING THE
CONTAINER AND WHEN USING AMMONIUM HYDROXIDE.
PROVIDE ADEQUATE VENTILATION TO MAINTAIN THE
CONCENTRATION OF AMMONIA BELOW ACCEPTABLE
LEVELS. (REFER TO CHART 2803).
c. Pour ammoniaas suppliedon an absorbentcloth in the ratio of 3cc (1 teaspoon)per cubic foot of cell
capacity. Place a saturatedcloth insidethe cell and installthe remainingtest plate.
- WARNING -
DO NOT EXCEED 0.25 PSI WHEN INFLATING CELL.

d. Inflate the cell with air to a pressure of 0.25 psi maximum. Maintainpressure for a minimum of 15
minutes.
e. Soak a large clean white cloth in the phenolphthaleinsolution,wring it out thoroughly,and spread it
smoothlyon the outer surfaceof the cell. Press the cloth downto ensuredetectionof minuteleaks.
-NOTE-
Red spots on the cloth will indicateleakage.

f. Checkthe cloth for red spotswhich will indicateleak. Mark any leaksfound.
g. Repeat steps e. and f. for remainingouter surfaceof fuel cell.
- NOTE -
Phenolphthalein solution and test cloth can be reused only if they

remain clean. Store solution not in immediate use in a closed rust
proof container to prevent evaporation and deterioration
h. Repair fuel cell as necessary.
i. Remove all plates and test equipment. Purge cell with fresh air.
28-10-00
Page 24
2K14
PIPER AIRCRAFT
PA-42/42-720
FUEL VENT SYSTEM (figure 28-12)
The main fuel vent line extends from the upper portionof the nacelle fuel tank, down through the wing, out to
the tip tank. A float valve is installedon the end of the vent line in the nacelletank to prevent fuel from escaping
through the vent system. The two NACAnon-icingtype vent assemblies,installedalong the vent line, are non-
siphoning and incorporateflame arrestors. The tip tank has a vent well assemblycontaininga float valve, tip
relief tube, and the main vent line connectedto it. This vent well is sealed from the fuel storage area in the tip
tank, except for the float valve and relief tube, which extendsto the forward top portion of the tank. The float
valve installedin the tip tank vent wellpreventsfuel from escapingthrough the vent line. The relief tube allows
the fuel system to vent during climb to altitudewith full fuel aboardand also allowsfuel to escape when tanks are
full and fuel expansionoccurs due to heat (such as aircraft being parked on ramp and exposed to high ramp
temperatures).
7
4
1. VENT LINE 1
2. NACELLEVENT RELIEFVALVE
3. VENTASSEMBLIES
4. VENTWELL ASSEMBLY
5. TIP TANKVENT RELIEFLINE
6. VENT LINE FITTINGASSEMBLY
7. TIP TANKVENT LINE
Figure 28-12. Fuel Vent System

28-10-00
Page 25
2K15
PIPER AIRCRAFT
PA-42/42-720
DISTRIBUTION
FUEL VALVES (figure 28-13)
REMOVAL OF FUEL VALVES
The PA-42 contains three major fuel control valves consisting of two primary fuel shutoff valves and a
crossfeed valve. Each fuel shutoffvalve is mountedto a wing forwardspar reinforcementplate withinthe wing
root cavity. The crossfeed valve is mountedto a tee fitting on the left wing rib in the left root cavity and is
connectedin line with the left fuelfeed line.
1. Ensurecrossfeedvalve is off when removingeitherof the two shutoffvalves. Proceedas follows:
a. Drain all fuelfrom side of systemaffected.
b. Removebottomwing root panelto gain accessto valve on forwardspar reinforcementplate.
c. Disconnectlines from valve. Cap lines and removevalve by unscrewingscrewsfrom self lockingnuts.
Disconnectcontrolcable from actuatingarm.
2. To remove crossfeed valve, drain fuel from both systems. In left root cavity in front of fuel pump,
disconnectvalvefrom its bracket,tee fitting,and crossfeedline.
OVERHAUL OF FUEL SHUTOFF VALVES
A kit (P/N763-995)containingvalve for replacementparts can be obtainedfrom Piper.

Disassemblevalve and rebuild as follows:
1. Firmlysecurevalve in vise betweentwo slabsof wood or thick sheetsof soft aluminum.
2. With screwdriverthat fits securely in screw heads, apply small amount of down pressure on screws and
removescrewsfrom body. Screwsare securedwith Loctite Grade A thread lock.
3. Removesafetywire and screw in valve shaft. The screw is also securedwith Loctite.
4. Ensure valve is closed position and removehandle on valve shaft. Note position of valve shaft and roll
pins.
5. Withpliers, removeroll pins.
6. Pull fitting from valve body and removeO-ring.
7. Clean fitting and applyDow ComingLubricant(FS3451)or equivalentto O-ring flange.
8. Installnew MS29513-019O-ring. Set fitting in clean area and coverwith clear plastic. (Saran wrap,etc.)
9. Removeand throwaway valve (spring,washer,and spacer.
10. Removeand disposeseal (2555-05,Dukes)and O-ring.
11. Removevalve from vise. With soft, wood dowel, push out ball from other end of valve body. Be careful
not to nick or damageball. Clean as necessary.
12. With roll pin removedfrom shaft,push controlshaft into valvebody and remove.
13. RemoveO-ringfrom shaft and cleanO-ring.
14. Removeother seal,O-ring,wave washer,and spacer.
15. Thoroughlycleaninsideof valve and dry.
16. Installnew valve washerand spacer.
17. UsingDow ComingLubricant(FS3451)or equivalent,lubricateone 2559-05seal and install MS29513-016
O-ringon seal.
18. Carefullyinsertseal in bodyuntil it meetsspacer.
19. With control shaft clean and corrosionfree, lubricatewith Dow ComingLubricant(FS3451)or equivalent.
InstallMS29513-008O-ring.
28-20-00
Page1
2K16
PIPER AIRCRAFT
PA-42/42-720
20. Applylarge amountof lubricanton bottomof shaft (figure28-13)and install shaft in valve body.
21. Replaceroll pins so shaft pin is positionedon side with open designation. Install groovedpins in body with
groovedends down.
22. Withshaft in closedposition,install handle.
23. Coat AN500AD6-3screw threadswith threadlockfrom kit. Install two AN960C6Lwashersand screw on
shaft. Safetywire handleand screw.
24. Installball valve, ensuringball slides into body with openingstoward side of body. Also ensure shaft flange
is snug againstbody flange (figure28-13).
25. Install second sealper steps 17 and 18 above.
26. Install othernew spacerand washer.
27. With fitting preparedper steps 7 and 8, install it on valve body with attachingscrews,ensuringthreads are
coated with Loctite.
ADJUSTMENTOF FUELSHUTOFFAND CROSSFEEDVALVE (figure28-13)
1. Removelower wing root fairingon side requiringvalve adjustment.

2. Place fuel shutoffcontrollever to full ON position. Confirmvalve actuatoris againststop on valve body.
3. Gap betweencontrollever and stopmust be 0.10 - 0.20 inch. If not, proceedto step 4.
4. Disconnectcontrolcable at actuatorarm. Loosenjam nut at clevis fitting.
5. Place shutoff valve actuator arm firmly against OPEN position stop pin. Place cockpit lever against stop
position.
6. Carefullymovelever 0.10 - 0.20 inch off stop.
7. Alignclevis hole with mating hole in valve actuatorarm. Securewith attachinghardware.
8. Operatecontrol leverseveral times,to ensure actuatorarmon valve contactsstop pin, beforecontrollever in
cockpit contactsstop.
9. Reinstalllower wingroot fairing.
LEAKAGE TEST OF FUEL SHUTOFF ANDCROSSFEED VALVE
1. Connectvalve inlet port to 50 psi air source.

2. Close valve, apply 50 psi air pressure, and submergevalve in keroseneor similar petroleumbase fluid for 2
minutes.
3. Ensureno evidenceof leakagethrough valveport or aroundseat.
4. Disconnectair source. Wipe fluidfrom valveexterior.
INSTALLATIONOF FUEL VALVES
1. Place valve in proper position. Secureto mountingbracket or with attachmentclamps, dependingon valve
beinginstalled.
2. Connectproper fuel linesto valve. Connectcontrolcable to actuatorarmwith attachinghardware.
3. Checkvalve and end fittingsfor leaksby fillingtank with fuel.
4. Install lower wing root fairing.
28-20-00
Page2
2K17
PIPER AIRCRAFT
PA-42/42-720
1. LEVER RETAINING ARM 10. SEAL

2. VALVE CONTROL SHAFT 11. O-RING MS29513-016
3. LEVER ARM 12. FITTING RETAINING SCREWS
4. SHAFT ROLL PIN 13. FITTING
5. O-RING MS29513-00P 14. O-RING MS29513-019
6. VALVE BODY 15. LUBRICANT,DOW CORNING FS3451
7. WAVE (SPRING) WASHER 16. ROLL PIN
8. SPACER 17. ARM RETAINING WASHERS AN960C6L
9. BALL VALVE
"ON POSITION
FUEL CONTROL QUADRENT
"OFF" POSITION
.10 TO .20 GAP "CLOSED"

WITH LEVER IN POSITION
FULL FORWARD OPEN POSITION
POSITION
VALVE (SEE NOTE) ARM

- NOTE -
VIEW SHOWING LEFT SIDE SHUT - OFF VALVE
(RIGHT SIDE OPPOSITE WITH ARM ON TOP)
Figure 28-13. Dukes Fuel Valve (Crossfeed and Shutoff)

28-20-00
Page 3
2K18
PIPER AIRCRAFT
PA-42/42-720
FUEL FILTER (figure 28-14)
Fuel filterson the PA-42,locatedon the left side of the engine firewall,are reachedby removingthe top engine
cowling. Maintenance to filter assemblyis limited to removal and cleaning of filter screen, repair of minor
damageor corrosion,or total replacementof filter assembly.
REMOVAL AND CLEANING OF FUEL FILTER SCREEN
1. Close fuel shutoffvalve.

2. Drain fuel from filter assembly. Remove drain valve lever from fuel filter assemblyby removing clamp
attachedto filter bowl.
3. Unscrewdrain valve from filter bowl.
4. Unscrewfilter bowl from body.
5. Remove screen and inspect seals on retainer and body assembly. If seals are deteriorated or damaged,
replaceby scrapingthem off their fixture (or replaceretainer)and gluingon new ones.
6. Removeold O-ringin bodyassembly.
7. Cleanbowl and body with oil solventand checkfor damage. Replaceif necessary.
8. Cleanfilter electrosonicallyand inspectdamage. Replaceif necessary.
1. BYPASSVALVEASSEMBLY
2. DRAIN
3. FILTERELEMENT
4. O-RING
5. PACKING
6. OUTLETFITTING
Figure 28-14. Fuel Filler Assembly

28-20-00
Page 4
2K19
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF FUEL FILTER SCREEN
1. Ensure screen seals on body assembly and retainer are in good condition and solidly mounted.
2. Install new O-ring in body.
3. Insert screen in bowl and install bowl on body.
4. Attach drain fitting and drain lever.
INSTALLATION OF FUEL FILTER
1. Position filter housing in proper location; secure to mounting bracket with three cap bolts and safety.
2. Connect two fuel lines to proper fittings.
3. Attach fuel bowl quick drain actuator handle removed to mounting clamp on filter bowl with screw, washer,
and nut.
4. Connect filter bowl drain hose to fitting on bottom of bowl.
-NOTE-
Fuel cells must be 90% full to get fuel flow from filter.
5. Turn fuel shutoff valve on and depress fuel filter bowl drain valve until steady flow of fuel exists. Release
handle and check for leaks where filter bowl assembly screws into head assembly, and where two fuel lines
and filter bowl drain line attach to filter housing.
6. Install top engine cowl.
FUEL JET PUMPS (figures 28-15 and 28-16)
The PA-42 is equipped with a jet scavenger fuel pump which returns unused fuel at start and shut down and a
jet transfer fuel pump which transfers fuel from the inboard aft auxiliary tank to the inboard main tank.
The jet scavenger pump (figure 28-15) is mounted to the inlet air duct on the right rear side of each engine.
The jet transfer pump (figure 28-16) is located in the wing root cavity 8.5 inches in front of the aft spar and
clamped to the aft inboard (auxiliary) tank nipple. Though the auxiliary tank is interconnected with the inboard
main tank, the auxiliary tank is the lowest part of the system and requires a means of transferring fuel to an
engine feed area once the fuel level has decreased below the interconnecting tube level. The jet transfer pump
draws all fuel from the aft inboard fuel tank to the feed area in the inboard main tank. High pressure filtered fuel
is delivered to the pump, which uses a venturi affect to pull unused fuel from the auxiliary tank and delivers it to
the inboard main tank.
28-20-00
Page 5
2K20
PA-42/42-720
SERVICING JET SCAVENGER PUMP (figure 28-15)
1. This jet pump canister is basicallya replaceable,not a repairableitem. However,if the jet, elbow,or check
valve becomecloggedor fouled,removeand replaceas follows:
a. Disconnectinlet line from elbow.
b. Release locknutsecuringelbow in position.
c. Carefullyremoveelbow,checkvalve, and replaceO-ring if necessary.
d. Slide a piece of 0.02 inch safetywire throughelbow end of canisterto other side and put a 1/16 inchor
less bend at end of wire.
e. Carefullyslide wire back throughand pull outjet and springwasher. Replacewasher,if necessary.
f. Replaceparts in reverseorder.
1. FUEL OVERFLOWDRAIN
2. CHECKVALVE
3. O-RINGSEAL
4. OVERFLOWDRAINLINE
5. FUEL SCAVENGECAN
6. SPRINGCLAMP
7. HOSETO FUEL DIVIDER
8. SPRINGCLAMP
9. JET NOZZLE
10. SPRINGWASHER
11. AN92-4NUT
12.O-RING
13. MODIFIEDELBOW
Page 6
2K21
PIPER AIRCRAFT
PA-42/42-720
AIRPLAI
REMOVAL AND INSTALLATION OF: THE JET TRANSFER PUMP (figure 28-16)
1. With crossfeedvalve off, drain system. If both systemsmust be drained,leave crossfeedon.

2. Removenecessarywing root fairings.
3. Disconnectfuel linesfrom pump.
4. Remove retaining clamps and slide pump inlet port out of tank nipple.
5. Installpump in reverseorder.
JET PUMP FLOW CHECK

- WARNING -
AREA SURROUNDING AND INSIDE OF AIRCRAFT MUST BE

WELL VENTILATED AND CLEAR OF ANY SOURCE OF
FLAME OR SPARK.
1. Drain affectedfuel system (if not already drained).
2. Disconnectand plug jet pump returnline from pump.
3. When accumulating any fuel, ensure it is done outside or as close as possible to outside of aircraft. Obtain
an eight foot or longer piece of 1/2-inchhose or tubing. Connectline to jet pump, and while keeping free
end 24 inchesabovejet pump outlet, routeline out or near door. Connectcontrol on/offvalve to free end of
line.
4. With firewall shutoff valve closed (off), add at least 20 gallons of fuel to system.
5. Open firewall shutoff valve, operate boost pump until fuel flow clears, and close control valve to check for
leaks. With control valve open, it must take maximum 4.3 minutes to accumulate 5 gallons (466 PPH
minimum).
4.50
OUTLETPORT
-MOTIVEFITTINGPORT
INLETPORT4 X 4 MESH
Figure 28-16. Jet Transfer Pump

28-20-00
Page 7
2K22
PA-42/42-720
REMOVAL AND INSTALLATION OF SUBMERGED FUEL PUMP (figure 28-17)
1. Drain entire system or ensure crossfeed valve is off so either wing can be drained separately without
drainingfuel from oppositeside.
2. Removelower wing root fairingfrom under side of wing wherepump is to be removed.
3. Removeaccessplate on top of wing, ahead of main spar,next to fuselage. Removefuel cell cover plate to
gain accessto fuel pumps(figure28-17).
- CAUTION-
WHEN DISCONNECTING ANY ELECTRICAL

CONNECTION ON FUEL PUMPS, A WRENCH MUST BE
USED TO BACK UP EACH TANK CONNECTION TO
PREVENT NYLON FITTING FROM TURNING. IF FITTING
TURNS, INTERNAL WIRE CONNECTION WILL BREAK,
NECESSITATING PUMP REPLACEMENT.
4. In wing root cavity, back up and disconnect electrical connections, fuel, and drain lines from pump.
5. While holding pump through cell access opening in top of wing, an assistance must remove four pump
mounting bolts in wing root cavity and pull pump up and out of fuel cell.
6. Install new gasket on fuel pump mounting boss, insert pump into cell, and hold in place while assistant
attaches it to wing but rib with four mounting bolts.
7. Reconnect electrical connections, fuel, and drain lines and ensure valves are positioned properly.
8. Install fuel cell cover plate and access plate on top of wing. Fill fuel cell through nacelle filler and check all
connections in the wing root cavity for leaks.
9. Install lower wing root fairing.
1.SUBMERGED FUELPUMP
2. FUELCELL
3. NYLONCONNECTORASSEMBLY
4. CHECKVALVE
Figure 28-17. Submerged Fuel Boost Pump

28-20-00
Page 8
2K23
PIPER AIRCRAFT
PA-42/42-720
1400 SERIESGAUGE6" DIA. 0-60 PSI

1/4OF 1% ACCURACYOR EQUIV. REGULATING
VALVE
HOSE RETURN
-800 TO TANK BEING
USED
FISHERAND PORTER
FLOWMETER
0 MAX. FLOW RATE 800 PPH

ACCURACY+ 1% OF READING
OR EQUIVALENTCALIBRATED
FORJET A-1
DISCONNECTLINE AT
ENGINE PUMP INLET
AND CONNECT TO
TEST RIG. FLOWMETERSHOULDBE MOUNTEDIN A VERTICALPOSITION.
THE ELEVATION
SHOULDBE NO HIGHERTHAN INJECTORINLET
ANDTHE SAMEFORALL TESTS.
Figure 28-18. Fuel Flow Test Apparatus

28-20-00
Page 9
2K24
PA-42/42-720
FUEL FLOW AND PRESSURE TEST (figure 28-18)
1. At flow divider/dumpvalve, disconnectfuelline from flow meter and connectit to test rig inlet.
2. Place return line end onto nacelle or tip tank filler opening. Ensure resultingfuel pressuredoesn't push it
out of opening.
3. Connectelectric powersupply at APUconnector. Maintain28 volts for all tests.
4. Ensure all shutoff valveshave full travel and wing tanks containenough fuel to allowfuel to flow freely to
main inboardtank. At least 10gallonsof fuelmust exist in each main inboardtank.
5. For zero fuel flow check,proceedas follows:
a. Turn crossfeed valve and right firewall shutoff valve off. Turn left firewall shutoff valve and right
submergedfuelpump on.
b. Ensure both aircraftfuel pressuregauges read 0 psi.
c. Turn crossfeedvalve off, and left and right firewall shutoffvalves on. Close test rig regulatingvalve
and turn right submergedfuel pump on.
d. Ensure fuel pressuregauge reads0 psi for left engineand maximum35 psi for right engine.
e. Comparereadingson aircraftgaugewith readingon test rig gauge:
f. Turn crossfeedvalve off, and left and right firewallshutoffvalveson. Close test rig regulatorvalve and
turn left submergedfuel pumpon.
g. Ensure both fuel pressuregaugesread 0 psi.
h. Turn crossfeedvalve off, and left and right firewallshutoffvalveson. Close test rig regulatorvalve and
turn left submergedfuel pump on.
i. Ensureleft fuel pressuregaugereads maximum35 psi and right fuelpressurereads 0 psi.
j. Comparereadingson aircraftgauges with those on test rig.
6. For positivepressurefuel flow test, proceedas follows:
a. For left engine:
(1) Turn crossfeedvalve off, and turn left firewallshutoffvalve and left submergedfuel pump on.
(2) Adjust flowmeter readingto 500 pph. Fuel pressuremust read minimum17 psig.
(3) Ensure aircraftfuel gaugereads minimum17psig.
(4) Turn crossfeed valve on and right firewall shutoffvalve off. Turn left firewall shutoffvalve and
right submergedfuelpump on.
(5) Adjust flow meter readingto 500 pph and fuelpressuregaugereadingmust readminimum17 psig.
b. For right engine flow test, use previousprocedurereversingall referencesto shutoffvalves and pumps.
(Ex: right fuel pump in previousprocedurebecomesleft fuel pump in this procedure.)
-NOTE-
If flow meter is not available and positive pressure fuel flow test
cannot be performeduse fuel weight per time method. In this test,
500 pph equals 8.33 pound/minuteor 1.24 gallon/minute. Perform
test for approximately2-3 minuteswith stopwatch.
28-20-00
Page 10
2L1
PA-42/42-720
INDICATING
The fuel quantityindicatingsystem in the PA-42containstwo separatecapacitancesystems using dual display

indicators. Each identicalprobe system measuresits fuel capacitywith two probes in each inboardmain cell (95
gal cap.) and one probe in all other cells and tanks (figure28-19). The probe units have fixed tabular capacitor
elements to match the contour of the respective cell or tank position. This system displays very accurate
indications due to the linear response of probes. With fixed electrodes, sensor capacitance if about 2:1, or
approximatelytwice as great with a full system. Any change in fuel quantity between full and empty produces
correspondingchangesin capacitance. These changesare amplifiedwithinthe dual indicatorand continuously
displayed on the indicator face. The dual indicator readout is a direct indication of fuel weight on board the
aircraft.
The dual-needlefuel quantity indicator,mounted on the copilot side above the control wheel,has its own AC
inverter to power the capacitanceprobe systems. Electricalpower for the entire system is suppliedfrom the 28
VDC aircraftpowersupply.
REMOVAL AND INSTALLATION OF SENSOR UNITS
Except for inboardmain cell (whichhas two), one fuelsensor unit is locatedin each fuel cell and tank. Handle
units very carefully,as damagingtubes destroysaccuracyof units. Each installationis coveredseparately.
NACELLE TANK SENSOR REMOVAL
Removesensormountedin upper portionof nacelletank,inboardof filler cap, as follows:

1. Ensure enoughfuel is drainedfrom system to preventspillover.
2. Removeaccesscovernext to filler cap.
3. Disconnectand tag or mark leadsto facilitatereconnection.
4. Removescrewsattachingsensorto nacelle. Carefullyremoveunitand gasket.
AFT INBOARD AND MAIN FUEL CELL
Fuel sensors for aft inboard and main outboard cells are mounted at Wing Stations 15.0 and 102.0.
1. Remove access cover at WS 15.0 and repeat steps 2 and 4 under Nacelle Tank Sensor Removal.
MAIN INBOARD FUEL CELL SENSOR
The main inboardcell has two fuel sendersat WS 13.3and 36.0. To remove,repeat steps 1 and 4 under Nacelle
Tank SensorRemoval.
28-40-00
Page 1
2L2
PIPER AIRCRAFT
PA-42/42-720
CAPACITANCE VALUES
SENSOR LOCATIONS RAGEN - PF RAGEN P/N GULL PF GULL P/N
1. MAIN TANK INBOARD 13.75 PF ±.5 56937 - 2 14.00 PF± .5 56937- 14
2. MAIN TANK OUTBOARD 11.72 PF .5 56937 - 3 12.40 PF .5 56937- 10
3. AFT TANK 11.62PF ±.5 56937 - 5 11.80 PF .5 56937 - 9

4. NACELLE TANK 31.03 PF ± .5 56937 - 6 31.20 PF + .5 56937- 12
5. OUTBOARD MAIN TANK 23.89 PF ± .5 56937 - 8 24.00 PF ± .5 56937- 11

6. TIP TANK 10.86 PF ±.5 56937 - 7 11.20 PF .5 56937- 13
Figure 28-19. Fuel Capacitance Probe Installations

28-40-00
Page 2
2L3
PIPER AIRCRAFT
PA-42/42-720
WING TIP TANK SENSOR
1. Removebottomtank-wingfairing. Disconnectelectriclines.
2. Ensureenough fuel is drainedfrom system. Removeprobe sensor.
CHART 2803. TEST EQUIPMENT - FUEL QUANTITY INDICATOR

Nomenclature ModelNo. Manufacturer Use
Test Set 2548-G Barfield Instrument TestSensorUnits or

CheyenneIII Adapter Corp. Gaugein aircraftor on
(for Ragen) 101-00450 4101 N.W. 29th Street benchfor electrical
Lead Package 101-00431 Miami, FL 33142 leakage,or capacitance,
or Phone: 305-871-3900 and calibration.
2 coax/BNC jumper Telex: 51-8808
cables.
or
Test Set 89-109-Z Ragen Data Systems

Cheyenne III System 3 Oval Drive
Harness P.O. Box 417
Probe Harness Central Islip, NY 11722
Phone: 516-234-3800
Telex: 685-2305
or
Test Set GTF-12 Gull Airborne

Test Harness (for Gull 395 Oser Avenue
system) 083-047-001 P.O. Box 9400
Smithtown, NY 11787
Phone: 516-213-3737
Telex: 685-2305
28-40-00
Page 3
2L4
PIPER AIRCRAFT
PA-42/42-720
FUEL QUANTITY INDICATOR
Do not overhaul indicator. Replace, if necessary.
TANK SENSOR UNITS (ALL)
Do not overhaul tank units. If unit is found defective, replace it.
CLEANING OF TANK UNITS
All tank sensor units in this system are cleaned with trichlorethylene or any similar degreasing agent. Handle
sensorunits carefully,as damagingtubes destroysaccuracyof unit. After cleaningsensorunits, allowto air dry.
- WARNING -
TRICHLORETHYLENE OR OTHER DRY CLEANING

SOLVENTS MUST BE USED IN WELL VENTILATED AREAS.
SOLVENTS CAN PRODUCE TOXIC FUMES AND REPEATED
CONTACT WITH SKIN CAN BE HARMFUL. ALSO, USE
RUBBER GLOVES WHEN HANDLING SOLVENTS.
THIS SPACE INTENTIONALLY LEFT BLANK
28-40-00
Page 4
2L5
PA-42/42-720
FUEL QUANTITY CAPACITANCE
CHART 2804. TANK UNIT CAPACITANCE(DRY) - RAGEN

Unit Location Piper PartNo. Tank UnitModel Capacitance(pF) Tolerance (+pF)
Tip 56937-7 PCA 1949 10.86 ±.5
Main (Inbd.) 56937-2 PBA 1944 13.75 ±.5
Main (Outbd.) 56937-03 PBA 1945 11.72 ±.5
Main (Outbd.) 56937-8 PBA 1946-1 23.89 ±.5
Nacelle 56937-6 PBA 1948 31.03 ±.5
Aft (Inbd.) 56937-5 PBA 1947 11.62 ±.5
CHART 2804. TANK UNIT CAPACITANCE (DRY) CONT. - GULL

Unit Location Piper Part No. Tank Unit Model Capacitance (pF) Tolerance (+pF)
Tip 56937-13 GUA014-943-006 11.20 .5
Main (Inbd.) 56937-14 GUA014-943-002 14.00 ±.5
Main (Outbd.) 56937-10 GAU014-943-003 12.40 ±.5
Main (Outbd.) 56937-11 GUA014-943-005 24.00 .5
Nacelle 56937-12 GUA014-943-004 31.20 ±.5
Aft (Inbd.) 56937-9 GUA014-943-001 11.80 ± .5
28-40-00
Page 5
2L6
PIPER AIRCRAFT
PA-42/42-720
CHECKS AND ADJUSTMENT OF FUEL QUANTITY SYSTEM (figure 28-21 or 28-22) PPS6o95J
BENCH TESTING TANK UNITS

Use appropriate test equipment when performing following test:
1. Tank Unit Dry Capacitance Bench Test:
Using capacitance tester, measure dry capacitance of tank units. Capacitance readings must be within limits
shown on chart 2804 and electrical leakage must be greater than 10 megohms.
FUEL QUANTITY SYSTEM CALIBRATION TESTS
The complete calibration check requires that the aircraft be level both longitudinally and laterally, and that
both the dry and wet checks be accomplished.
DRY CALIBRATION PROCEDURE
1. Drain fuel system completely.

2. Ensure fuel quantity circuit breaker on essential buss is activated.
3. Ensure all distribution circuit breakers forward of crossfeed shutoffs are activated.
4. Ensure battery master switch is off and connect external power unit to aircraft. Increase voltage on external
power source until 28 ± Vdc shows on overhead panel voltmeter.
5. Using a Barfield #2548-G, or other approved capacitance fuel system test set (see chart 2803), check total
left and right side probes and system capacitance as follows:
a. On the barfield test set disconnect the indicator for testing Ragen systems
b. On the Barfield test set disconnect the signal conditioners for the Gull system.
c. Obtain a capacitance reading per wing of 71.84 pF to 79.84 pF for standard fuel system, 102.87 pF to
111.87 pF for the Ragen system (includes 75 gallon nacelle tank), or 104.43 pF to 113.43 pF for the
Gull system (includes 75 gallon nacelle tank).
d. Recheck and correct probes and systems if capacitance values do not fall within specified limits.
-CAUTION-
DO NOT CHANGE ADJUSTMENTS OF SENDER UNITS, BUT

ADJUST QUANTITY GAUGES INSTEAD.
6. Ensure that the fuel lines from the electric fuel pump to the engine and from the engine to the jet pump are
full of fuel. If fuel lines have been drained, add enough fuel to fuel tank to prime the pump (approximately
one gallon).
a. Maintain fuel pressure for two minutes.
b. Turn off fuel pump and drain fuel tanks.
c. Add three gallons of fuel to each wing tip tank.
d. Turn on fuel pump, wait ten minutes, and record system capacitance. (The capacitance obtained will
correspond to a fuel quantity indication of zero).
e. With fuel quantity gauge connected to aircraft wiring, set low adjustment until gauge reads zero. (Tap
gauge lightly during all adjustments).
f. Add 110.0 pF to the aircraft gauging system using the Barfield #2548-G test set and set the high
adjustment on the gauge to read 1870 lbs.
7. Repeat steps 6. e. and 6. f. checking and adjusting the zero and 1870 lb. quantity until minimal adjustment is
required.
28-40-00
Page 6
2L7
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE
MANUAL
SENSORFLANGE GROUNDLEAD
SENSORUNDERTEST
6"
1.70" DIA.
Figure 28-20. Fabrication of Test Fixture For Tank Unit Tes

28-40-00
Page 7
2L8
PA-42/42-720
MS51958 - 63 (4 REQ.)
CASESEAL
7 WIREHARNESS
EMPTY 3650 - 968 - 001 SIGNAL COND.

(WHEN SIGNAL COND. IS NOT
INSTALLED INSTALL THE (4)
MS51958 - 63 SCREWS TO SEAL
THE FIREWALL.)
SIGNAL COND. INSTALLATION( GULL FUEL
QUANTITYSYSTEM)ON REAROF FIREWALL
Figure 28-21. Fuel Gauge Adjustment, Gull
FULL RIGHT FULL LEFT
EMPTY LEFT
EMPTY RIGHT
Figure 28-22. Fuel Gauge Adjustment, Ragen

28-40-00
Page 8
2L9
PA-42/42-720
CHART 2805 FUEL QUANTITY CALIBRATION WORK SHEET
FUEL QUANTITY CALIBRATION DATA
DATE
AIRPLANE S/N
TECHNICIAN(S)
TEST SET BARFIELD 2548 - G / - GA S/N
PROCEDURE L. SIDE R. SIDE
DRY pf. pf.
3 GAL/SIDE (WAIT 15 MINUTES FOR SETTLING)

ADJ LOW FOR ZERO LB. FOR ZERO LB.
SYSTEM CAPACITANCE pf. pf.
SIMULATE 1870 LBS. 110.0 pf. 110.0 pf.
ADJUST HIGH FOR 1870 LB. FOR 1870 LB.
500 LB OF FUEL LB. LB.
FULL OR 2000 LB OF FUEL LB. LB.
28-40-00
Page 9
2L10
PIPER AIRCRAFT
PA-42/42-720
WET CALIBRATION PROCEDURE
- CAUTION-
ENSURE THAT THE WEIGHT OF THE FUEL IS ACCURATE

BEFORE ADJUSTING THE FUEL QUANTITY GAUGE.
(EXAMPLE: A PARTICULAR BATCH OF JET A WEIGHING
2000 LBS. PER 300 U.S. GALLONS AT +75°F WILL TAKE
APPROXIMATELY 305 U.S. GALLONS AT +100°F.
- CAUTION -
VERIFY EMPTY SETTING AND REPLACE GAUGE IF FULL

SETTING MUST BE ADJUSTED MORE THAN ± 50 LBS.
1. Add fuel to each wing in 500 lb. increments until all tanks are full. Record fuel quantity gauge readings for
each increment (500, 1000, 1500, and full).
2. Full scale indication may be adjusted ± 50 lbs. max. to agree with the amount of fuel added. If a difference
greater than ± 5% of full scale indication occurs at any calibration point, repeat the wet calibration
procedure.
3. If a difference greater than or equal to ± 5% of full scale indication occurs after the second calibration and
all probes have been checked per step 5 of the dry calibration procedure, replace the indicator and
recalibrate the system.
AUTOMATIC FUEL PUMP SYSTEM (See Chapter 91 for Electrical Schematic)
The automatic fuel pump system supplies the appropriate system with proper fuel if fuel pressure falls below an
acceptable level. If fuel pressure starts to fall, the fuel pressure gauge mechanism senses the drop, and at 15 psi,
completes a circuit to activate the low fuel pressure annunciator and the fuel pump relay. The relay completes a
circuit between the auto position of the fuel pump switch and the fuel pump.
This system only works with the switch in auto, which in turn prevents the submerged fuel pump from running
continuously. The annunciator light will still come on at 15 psi. With both the pump and light controlled, in this
case by the gauge, the gauge also shuts them off when pressure rises above 33 psi.
The fuel pump relays are located on a shelf mounted to bulkhead at Fuselage Station 25.6. Access to the shelf
is made by removing the royalite cover at the rear of the nose baggage compartment.
28-40-00
Page 10
2L11
PA-42/42-720
TEST OF AUTOMATIC FUEL PUMP SYSTEM

-NOTE -
Refer to chapter 73 for furtherinformationon test and adjustmentof

fuel pressuretransmitterand gauge.
1. Check gauge and its pressure transmitter for accuracy with a Barfield tester before continuing. If gauge is
defective, replace with serviceable unit.
2. Two procedures exist to check this system. The crossfeed procedures is as follows:
a. Close firewall shutoff valve of system not being tested. Open crossfeed valve.
b. Turn on battery master switch. Place pump switch of system being tested in auto position.
c. Turn on opposite fuel pump until fuel pressure rises above 20 psi and shut pump off. As fuel pressure
decreases below 15 ± 2 psi, annunciator light and submerged fuel pump must come on. If they come on
before or after 15 ± 2 psi, replace gauge.
d. Turn all switches off.
3. Another check procedure is to start appropriate engine and proceed as follows:
a. Position pump switch in auto and shut engine down. As fuel pressure decreases, submerged fuel pump
and annunciator light must come on at 15 ± 2 psi. If they come on before or after 15 ± 2 psi, replace
instrument.
28-40-00
Page 11
2L12
PA-42/42-720
GRIDS 2L13 THRU 2L24

28-40-00
Page 12
2L13
AIRPLANE
MANUAL
MAINTENANCE
CARD3 OF7
III
PA-42CHEYENNE
CHEYENNE
PA-42-720 IIIA
THIRDEDITION
761523)
(PARTNUMBER January9,1998
3A1
Publishedby

2926 Piper Drive
U.S.A.
Memberof GAMA
GeneralAviation
3A2
PIPER AIRCRAFT
PA-42/42-720
INTRODUCTION
This PIPER AIRCRAFTMaintenanceManual is preparedin accordancewith the GAMA (GeneralAviation

Landing Gear, etc. The System/Chaptersare arrangedmore or less alphabeticallyrather than by precedenceor
numbering system. Thus the element "32" of the number series 32-00-00 refers to the System/Chapteron
"LandingGear". All informationpertainingto the landinggear willbe coveredin this System/Chapter.
The major System/Chaptersare then brokendown into Sub-System/Sections.These sectionsare identifiedby
the secondelement of the standardizednumberingsystem. The number"40"of the basic numberseries 32-40-00
The individualunits within a Sub-System/Sectionmay be identifiedby a third element of the standardized
numbering system, such as 32-40-01. This number could be assignedby the manufacturerto fit the coverage
Example:
32-40-01
INDIVIDUALUNITS
NOSE WHEELREMOVAL
This manual does not containhardwarecallouts for installation. Hardwarecallouts are only indicatedwhere a
special applicationis required. To confirm the correct hardware used, refer to the PA-42/42-720Parts Catalog
P/N 761 818, and FAR43 for proper utilization.
-WARNING

- CAUTION -

STRICTLY OBSERVED MAYRESULTIN DAMAGETO EQUIPMENT.
- Note-
An operatingprocedure,condition,etc., which is essential to emphasize.
Introduction
Page 1
3A3
PIPER AIRCRAFT
PA-42/42-720
AEROFICHE EXPLANATIONAND REVISIONSTATUS
Example:2J16 = Aerofichecard numbertwo of givenset, Grid locationJ16.
1. A completemanual System/ChapterIndex Guide is givenfor all fiche in this set.

4. A completelist of paragraphtitles and appropriateGrid location numbers is given at the beginningof each
Chapterrelatingto the informationwithinthat Chapter.
Revisedtext and illustrationsare indicatedby a black verticalline along the left-handmarginof the frame,
opposite revised, added or deleted material. Revision lines indicate only current revisions wits
changes,additionsto or deletionsof existingtext and illustrations. Changesin capitalization,spelling
A referenceand recordof the material revisedis includedin each chapter'sTableof Contents/Effectivity.
The codes used in the effectivitycolumnsof each chapterare definedas follows:
CODES
OriginalIssue: None
First Revision: RevisionIndication,( 1R Month-Year)
such as 3R, 4R, etc., along with the appropriatemonth-year
Introduction
Page 2
3A4
PIPER AIRCRAFT
PA-42/42-720
6. Revisionsto this MaintenanceManual761 523 issued December1, 1979are as follows:
ORG791201 December 1,1979 1, 2, 3, 4 and 5

CR860401 February 28, 1987 1, 2, 3,4, 5 and 6
CR891231 December 31, 1989 1,2,3,4,5 6and7
IR 980109 January 9, 1998 1, 2, 3,4, 5, 6 and 7
Introduction
Page 3
PIPER AIRCRAFT
PA-42/42-720

* Serial Numbers 42-5501024, 42-5501028, 42-5501032, 42-5501034,

Introduction
Page 4
Interim Revision:January 9, 1998 3A6
PIPER AIRCRAFT
PA-42/42-720
VENDOR PUBLICATIONS
- WARNING -

ENGINE:
PT6A41: P/N 3021442
PT6A-61: P/N 3034342
P/N 3021441
P/N 3033741
PT6A-61: P/N 3034344
PROPELLER:
Manual #118D
Piqua, Ohio 45356
VOLTAGE CONTROL:
Overhaul Manual
and Illustrated
AUTOFLITE:
Avionics Group
Introduction
Page 5
3A7
PIPER AIRCRAFT
PA-42/42-720
VENDORPUBLICATIONS(continued)
AUTOFLIGHT (cont.)
KNS 660
EFIS 10
Vendor Address: Bendix/KingRadio Corporation
400 N. RogersRoad
Fight Control: GlobalSeries 2 GNS 500A
Vendor Address: Global Navigation/Sundstrand
2144 Michelson Drive

Systems Manual: UNS-IA
Vendor Address: Universal Navigation Corporation
3260 E. Lerdo Road
WHEELS AND BRAKES:
KEVLAR:
A Guide to Cutting and Machining Kevlar Aramid:
KEVLAR Special Products
E.I. DuPont De Nemours & Co. Inc.
Textile Fibers Department
Centre Road Building
DINOL International
25200 Malvina
Box 1065
OXYGEN SYSTEM
225 ErieStreet
Introduction
Page 6
3A8
PIPER AIRCRAFT
PA-42/42-720
COCKPITVOICERECORDER
P.O. Box 3041
FIRE EXTINGUISHER(PORTABLE)
1688 Shermer Road
PIPER PUBLICATIONS
100 HOUR EVENT: 761 739
Introduction
Page 7
3A9
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General

10 Time Limits
20 Scheduled Maintenance
Checks
50 Unscheduled Maintenance
Checks

00 General
10 Dimensions and Areas
30 Accessand InspectionProvisions

00 General
10 Jacking
20 Shoring

00 General

00 General
10 Towing
20 Taxiing

00 General
10 Parking
20 Mooring

00 General
12 SERVICING 1G18
00 General
10 Replenishing
Introduction
Page 8
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General

00 General
10 Compression
20 Distribution
40 Heating
50 Cooling
22 AUTO FLIGHT 1K17

00 General
10 Autopilot
23 COMMUNICATIONS IK24
00 General

00 General
30 DC Generation
40 External Power
00 General

00 General
10 Detection
20 Extinguishing
Introduction
Page 9
3A11
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General
10 Aileronand Tab
20 Rudder and Tab
30 Elevatorand Tab
50 Flaps
90 Stall Warning
28 FUEL 2J5
00 General
10 Storage
20 Distribution
40 Indicating

00 General
10 Main Hydraulic System

00 General
10 Airfoil Deicing System
20 Air Intakes
40 Windows and Windshields
60 Propellers
32 LANDING GEAR 3H8

00 General
30 Extension and Retraction
40 Wheels and Brakes
50 Steering
33 LIGHTS 3K22
00 General
20 Exterior Lighting
Introduction
Page 10
3A12
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General
20 Pitot Static
35 OXYGEN 4C1
00 General
36 PNEUMATIC 4C19
00 Pneumatic System
10 Distribution
37 VACUUM 4D14
00 General
10 Distribution
20 Indicating

MULTIPURPOSE PARTS
00 General
51 STRUCTURES 4F4
00 General
52 DOORS 4123
00 General
20 Cargo Door
30 Service
53 FUSELAGE 4J24
00 General
10 Main Frame
Introduction
Page 11
3A13
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/
54 NACELLES 4K11
00 General
55 STABILIZERS 4K17
00 General
10 Horizontal Stabilizers
20 Elevator
30 Vertical Stabilizer
40 Rudder
56 WINDOWS 5B9
00 General
20 Cabin
57 WINGS 5B22
00 General
20 Wing Tip Tanks
40 Wing
50 Aileron
55 Aileron
61 PROPELLERS 5C16
00 General
20 Controlling

71 POWER PLANT 5D21

00 General
10 Cowling
20 Mounts
30 Fireseals
Introduction
Page 12
3A14
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General

00 General
10 Distribution
20 Controlling
30 Indicating
74 IGNITION 5F15
00 General
20 Distribution
75 AIR 5G4
00 General

00 General

00 General
10 Power
20 Temperature
30 Analyzers
79 OIL SYSTEM 5K1

00 General
20 Distribution
30 Indicating
91 CHARTS 6B9
Introduction
Page 13
3A15
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/
00 General
Introduction
Page 14
3A16
PIPER AIRCRAFT
PA-42/42-720
6-1. Three View E10
6-2. Station References 1E13
6-3. Access Plates and Panels - Engine Nacelle 1E16
6-5. Access Plates and Panels - Fuselage and Stabilizer 1E19
7-1. Use of Tail Jacking Pad 1F2
7-2. Jacking Arrangements 1F2
7-3. Shoring Arrangements 1F3
7-4. Fuselage and Wing Shoring 1F4
7-5. Sling Location F.S. 1F5
8-1. Leveling 1F11
8-2. Weighing 1F12
9-1. Turning Radius and Limits 1F18
11-1. Placards and Decals 1G6
12-1. Service Points 1H1
12-2. Servicing Landing Gear Shock Struts 1H8
12-3. Electrosonic Cleaning Tank 1H13
12-4. Lubrication Chart - Landing Gear, Main 1H20
12-5. Lubrication Chart - Landing Gear, Nose 1H21
12-8. Lubrication Chart - Powerplant, Propeller
and Propeller Reversing Linkage 1I1
12-9. Lubrication Chart - Air Inlet Ice Protection Oil Cooler Doors 112
12-10. Lubrication Chart - Cabin Door, Baggage Door and Seats 113
20-1. Installation of Conical Seals 111
21-1. ECS Cabin Selector Panel 1J
21-2. Cabin Air Distribution Schematic - Conditioned Air 1J2
21-3. Cabin Air Distribution Schematic - Heated Air 1J3
21-4. Cabin Pressure Control System Schematic 1J5
21-5. Safety and Outflow Valves 1J7
21-6. Cabin Air Pressure Outflow Valve Controller 118
21-7. Fabricated Reducer Pressure Test Adapter 1J10
21-8. Cabin Pressure Test Unit (Typical) 1J10
21-9 Pressurization Test Hookup 1J11
21-10. Absolute Pressure Regulator 1J20
21-11. Environmental Control System - PA-42 1K4
21-12. Environmental Control System - PA-42-720 1K5
21-13. Cabin Pressurization and Bleed Air System Schematic - PA-42 1K6
21-14. Cabin Pressurization and Bleed Air System Schematic - PA-42-720 1K7
23-1. ELT Portable Folding Antenna 1L3
23-2. ELT Using Fixed Aircraft Antenna 1L3
23-3 Emergency Locator Transmitter Schematic 1L
24-1. Overhead Switch Panel - PA-42 2B 19
24-3. Main Circuit Breaker Panel - Typical 2B21
Introduction
Page 15
3A17
PIPER AIRCRAFT
PA-42/42-720
24-4. StarterGeneratorBasicDiagram 2C1
24-5. PowerDistribution(PA-42) 2C5
24-6. PowerDistribution(PA-42-720) 2C6
24-7. Left CircuitBreakerPanelsInstallation(Typical) 2C7
24-9. TypicalCross-sectionof StarterGenerator 2C 11
24-13. Starter-Generator(250 AmpModel 23048-20) 2C19
24-20. Closed Loop TestDiagram(Lear Siegler,Inc.) 2D15
24-21. VoltageRegulatorTestPanel Schematic(LearSiegler,Inc.) 2D16
Folding Door and DividerPanels 2E15
26-3. BatteryBus 2E24
27-11. Rudder and Trim Tab ControlTrails and Cable Tensions 2H2
27-12. Installationof Rudder RiggingTool 2H2
27-13. Installationof RudderTrim RiggingTool 2H2
Introduction
Page 16
3A18
PIPER AIRCRAFT
PA-42/42-720
27-30. RESERVED 2I21
S/N's 42-8301001 and up) 2J12
Introduction
Page 17
PIPER AIRCRAFT
PA-42/42-720
29-5. Location of Power Pack Components 3C9

29-6. Hydraulic Power Pack 3C10
29-7. Power Pack Manifold 3C14
29-8. Power Pack Handle-Release Mechanism 3C17
29-9. Safetying Control Arms 3C19
29-10. Indexing of Selector Spool 3C19
29-11. Handle release Adjustment 3C21
29-12. Landing Gear Selector Mechanism Installation 3C22
29-13. Power Pack Test Harness Schematic 3D5
29-14. Hydraulic Filter 3D7
29-15. Hydraulic Pump 3D9
29-17. Gear Door Actuating Cylinder 3D18
29-18. Gear Actuating Cylinder (Nose Gear) 3D18
30-1. Pneumatic Deicing System Schematic 3E6
30-3. Pneumatic Deicer Boots Operation 3E11
30-4. Marking and Cutting Scuff 3E21
30-5. Routing Scuff 3E21
30-6. Buffing Edge of Repair 3E21
30-7. Hole through Surface of Tube 3E21
30-8. Rotating to Tube Fabric 3E23
30-9. Cutting Surface of tube 3E23
30-10. Cementing Buffed Area and Patch 3E23
30-11. Applying and Stitching Fabric 3E23
30-12. Pneumatic Boot and Flow Strip Locations 3F2
30-15. Placing and Stitching Gum 3F5
30-16. Removing Trapped Air 3F5
30-17. Masking Repair 3F5
30-18. Applying Neoprene Putty 3F5
30-19. Wiring Diagram, Left Propeller and Engine Air
Inlet Lip Deicing System 3F17
30-20a. Generator Inlet Scoop (PA-42 Only) 3F21
30-21. Windshield Wiper Installation 3G
30-22. Propeller and Engine Air Inlet Lip Deicer System 3G4
30-27. Suggested Use of Dial Indicator 3G9
Introduction
Page 18
3A20
PIPER AIRCRAFT
PA-42/42-720

30-30. Angle of Contact - Brushes to Slip Rings 3G12
30-33. Modular Brush Assembly (3E2044-1) 3G15
30-35. Propeller Deicer Installation 3G19
30-36. Sealer Application (Prop Boot) 3G22
30-37. Sealer Application (Lead Strap) 3G22
30-38. Wrinkled Deicer 3G23
30-39. Propeller Lead Strap Installation 3H1
30-40. Power Control Relays and Deicer Timer Installation 3H3
32-1. Simplified Typical Wiring Diagram - Landing Gear 3H19
32-6. Aligning Nose Gear 3I20
32-7. Rudder Pedals Neutral Position 3123
32-8. Emergency Extension System Installation 3I24
32-9. Emergency Extension System Operational Schematic 3J3
32-10. Main Gear Actuating Cylinder 3J6
32-11. Gear Door Actuating Cylinder 3J8
32-12. Nose Gear Actuating Cylinder 3J11
32-13. B.F. Goodrich 3-1392 Main Wheel Installation 3J13
32-14. B.F. Goodrich 3-1392 Wheel Repair Limits 3J16
32-15. Nose Wheel Assembly (B.F. Goodrich 3-1076) 3J19
32-16. Nose Wheel Assembly (Cleveland 40-140) 3J21
32-17. B.F. Goodrich Brake Installation 3J23
32-18. Master Cylinder Installation 3K4
32-19. Master Cylinder Assembly 3K6
32-20. Parking Brake Valve Assembly 3K7
32-21. Bleeding Brakes 3K9
32-22. Nose Gear Steering Installation 3K11
32-23. Main Gear Down Limit Switch 3K15
32-24. Gear Warning Switches 3K17
33-1. Fluorescent Lighting Inverter/Control Unit 3L2
33-2. Annunciator Panel Installation 3L4
33-3. Annunciator Controller Information 3L5
33-5. Annunciator Panels 3L16
33-6. Landing and Taxi Lights 3L18
Introduction
Page 19
3A21
PIPER AIRCRAFT
PA-42/42-720

35-1. OxygenSystem Installation- FAR 91 (PA-42) 4C5
35-2. OxygenSystem Installation- FAR 91 (PA-42-720) 4C6
35-3. OxygenSystem Installation- FAR 135(PA-42) 4C7
35-4. OxygenSystem Installation- 60 Cu.Ft. Capacity- (PA-42-720) 4C8
35-6. OxygenTubing Installation 4C13
36-1. PneumaticSystemSchematic(PA-42) 4C24
37-1. VacuumSystem Schematic 4D17
39-3. TypicalCircuit BreakerPanel 4E6
39-6. OverheadSwitch and Meter Panel(PA-42-720Model) 4E11
39-7. OverheadMeter and Switch PanelAssembly 4E13
39-9. Electric OutsideAir TemperatureGauge(Optional) 4E16
39-10. OptionalControlWheel ClockInstallation 4E18
39-12. ElectricalPanels and ComponentsLocations(PA42-720) 4E21
51-1. MaterialSkin Thickness 4F8
51-2. Typical AccessHolesand Panels 4F11
51-8. Surface Scratches,Abrasionsor Ground-in-Dirt 4F21
Introduction
Page 20
3A22
PIPER AIRCRAFT
PA-42/42-720

57-1. Tip Tank Installation 5C
57-3. RESERVED 5C8
Introduction
Page 21
PIPER AIRCRAFT
PA-42/42-720

71-2. CowlingInstallation(PA42) 5E8
71-3. CowlingInstallation(PA42-720) 5E9
73-1. Fuel ControlUnit Installation(PT6A41) 5E23
73-2. Fuel ManifoldTest Rig 5E24
73-6. Fuel ControlAdjustments(PT6A41) 5F8
76-1. Power Lever ControlCableHandling 5G15
764. Power LeverControlCableEngineConnection 5G19
76-6. Overall View- PT6A-41EngineControls 5G23
76-7. Power ControlCam assemblyin TrackPosition 5G24
76-1Ob. ThrottleArm AlignmentTool Installed 5H2
76-12. Power (Throttle)Cable PedestalAdjustment 5H3
76-13. Wire Rope Read End ClevisAdjustment 5H4
76-16. PT6A41 Fuel ControlUnit - Front and RightSide View 5H8
76-21. PropellerDomeArea 5H18
76-23. PowerLever Cross Startand AutofeatherSwitches 5H21
76-24. OverallView- PT6A-61EngineControls 512
76-26. PropellerCamAssembly- Front to Rear View 513
Introduction
Page 22
3A24
PIPER AIRCRAFT
PA-42/42-720
76-27 PT6A-61 Interconnect Rod Rigging 514

76-28. Fuel Control Arm Serrated Spacer Adjustment 515
76-29. Woodward Type II Fuel Control Unit - Left Side View 516
76-30. Woodward Type III Fuel Control Unit - Left Side View 517
76-31. Power Lever (Throttle) Cable Installation 518
76-32. PT6A-61 Engine Propeller Governor - Right Side View 519
76-33. Woodward FCU - Left Side View 5111
76-34. Cockpit Condition (Start Control) Lever - PA-42-720 5111
76-35. Propeller Governor 5112
76-36. WoodwardType III Fuel Control Unit (FCU) 5120
76-37. Propeller Dome Area 5121
76-38. Propeller Governor - Right Side View 5122
76-39. PA-42-720 Feather Detent Adjustment 5123
76-40. Autofeather Microswitch Adjustment (PA-42-720) 5124
76-41. Internal Feather Stop Adjustment 5J6
77-1. Torque System Calibration 5J13
77-2. Thermocouple Harness Loop Resistance Check 5J15
77-3. T5 Harness Installation Resistance Check 5J15
77-4. Inter-Turbine Temperature Calibration Check 5J17
77-5. Barfield TT-1000 Test Set Controls 5J19
79-1. Engine Oil System Installation 5K4
79-2. Oil Cooler Installation 5K5
79-4. Oil Cooler Door Installation 5K8
79-5. Diverter Valve and Fuel Heater Installation 5K10
- Note -
Refer to Card 6 and 7 for Electrical Schematic Index.

95-1. Special Tools 7H4
95-2. Fabricated Tool, Main Gear Toe-In Adjustment 7H9
95-3. Fabricated Tool, Main Gear Side Brace Link Travel 7H10
95-4. Fabricated Tool, Nose Gear Gauge Link Travel 7H11
95-5. Fabricated Jack Stand for Piper Jack, Part No. 18338-0 7H12
95-6. Fabricated Tool, Fuselage Sealing 7H 13
95-7. Protective Closures Installation 7H14
95-8. Digital Multi-Meter 7H 15
95-9. Tire Balancer 7H 15
95-10 Special Socket for Calco Flap Rheostat 7H 16
95-11. Control Surface Balancing Tool 7H17
Introduction
Page 23
3B1 3R31 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720

Introduction
Page 24
PIPER AIRCRAFT
PA-42/42-720
LIST OF CHARTS

502 BallDiametersFor TestingHoseRestrictions 1E4
2408 MainTie Bus Circuit Breakerand CrossfeedDiodeCheck 2D22
2805 Fuel QuantityCalibrationWork Sheet 2L10
2903 Inspectionand Repair- HydraulicPump 3D12
3007 InletDeicersElectricalSpecifications 3F18
Introduction
Page25
3B3
PIPER AIRCRAFT
PA-42/42-720
3203 Brake Wear Limits 3K2

3301 Annunciator Identification 3L8
3502 OxygenSystemComponentsLimits 4C 11
5109 Numberand Size of AD Rivets requiredon Each Side of Crack 4G19
6101 Propeller Specification 5C22
7302 Fuel SystemCalibrationData 5F1
7401 Spark IgniterErosion Limits 5F20
7601 Engine OperatingLimits(PT6A-41) 5H12
7604 PT6A-41Power AssuranceCheck 5H24
7607 PT6A-61Power AssuranceCheck 5J3
9103 FlareFitting torqueChart 6C1
Introduction
Page 26
Reissued: December31, 1989 3
3B4
PIPER AIRCRAFT
PA-42/42-720

Introduction
Page 27
3B5
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE
MANUAL

Introduction
Page 28
3B6
CHAPTER
HYDRAULICPOWER
3B9
PIPER AIRCRAFT
PA-42/42-720
CHAPTER29 - HYDRAULICPOWER
SYSTEM GRID
29-00-00 GENERAL DESCRIPTION AND OPERATION 3B13

29-00-00 Hydraulic System Failure 3B13
29-10-00 MAIN HYDRAULIC SYSTEM 3B20

29-10-00 Flushing Hydraulic System 3B20
29-10-00 Hydraulic System Operational Checks Using Piper
Test Unit 3B20
29-10-00 Hydraulic Test Unit (Optional) 3B21
29-10-00 Connecting Test Unit 3B21
29-10-00 Cycling Landing Gear 3B21
29-10-00 Checking Landing Gear Cycle Time 3C1
29-10-00 Checking Time Delay Valve 3C3
29-10-00 Checking Handle Release to Neutral 3C3
29-10-00 Checking Priority Valve 3C4
29-10-00 Checking Main Relief Valve 3C4
29-10-00 Checking Hand Pump Relief Valve 3C5
29-10-00 Checking for Suction Air Leakage 3C5
29-10-00 Disconnecting Test Unit 3C6
29-10-00 Hydraulic Power Pack 3C6
29-10-00 Removal of Power Pack 3C6
29-10-00 Installation of Power Pack 3C8
29-10-00 Disassembly of Power Pack 3C8
29-10-00 Cleaning, Inspection and Repair of Power Pack 3C12
29-10-00 Assembly of Power Pack 3C12
29-10-00 Assembly of Reservoir 3C13
29-10-00 Testing Reservoir for Leakage 3C13
29-10-00 Disassembly of Manifold 3C13
29-10-00 Assembly of Manifold 3C15
29-10-00 Installation of Manifold 3C16
29-10-00 Disassembly of Power Pack Handle Release Mechanism 3C17
29-10-00 Assembly of Power Pack Handle Release Mechanism 3C17
29-10-00 Adjustment of Power Pack Handle Release Mechanism 3C18
29-10-00 Operation of Gear Selector Handle Mechanism 3C18
29-10-00 Inspection of Gear Selector Handle 3C20
29-10-00 Adjustment of Gear Selector Handle Mechanism 3C20
29-10-00 Disassembly of Spring Cartridge Assembly 3C23
29-10-00 Disassembly of Main Relief Valve 3C23
29-10-00 Assembly of Main Relief Valve 3C23
29 - Cont./Effect.
Page 1
3B10
PIPER AIRCRAFT
PA-42/42-720
CHAPTER29 - HYDRAULICPOWER(continued)
SYSTEM GRID
29-10-00 MAIN HYDRAULICSYSTEM(continued)

29-10-00 Adjustmentof Main Relief Valve 3C23
29-10-00 Disassemblyof PriorityValve 3C24
29-10-00 Assemblyof PriorityValve 3C24
29-10-00 Adjustmentof PriorityValve 3C24
29-10-00 Disassemblyof Time DelayCheckValve 3C24
29-10-00 Assemblyof Time DelayCheckValve 3D1
29-10-00 Disassemblyof DoorVentValve 3D1
29-10-00 Assemblyof Door VentValve 3D11
29-10-00 Adjustmentof Door VentValve 3D1
29-10-00 Disassemblyof VentFilter 3D2
29-10-00 Assemblyof VentFilter 3D2
29-10-00 Disassemblyof StandpipeFilter 3D2
29-10-00 Assemblyof StandpipeFilter 3D2
29-10-00 Disassemblyof Hand PumpCheckValve 3D2
29-10-00 Assemblyof Hand Pump CheckValve 3D2
29-10-00 Disassemblyof Hand PumpRelief Valve 3D3
29-10-00 Assemblyof HandPump Relief Valve 3D3
29-10-00 Adjustmentof Hand PumpRelief Valve 3D3
29-10-00 Disassemblyof Hand PumpSuctionScreen 3D4
29-10-00 Assemblyof Hand Pump SuctionScreen 3D4
29-10-00 Adjustmentof Door SolenoidValve 3D4
29-10-00 Disassemblyof Time DelayCheckValve 3D4
29-10-00 Assemblyof Time DelayCheckValve 3D4
29-10-00 Installationand Adjustmentof InboardGear
Doors Switch 3D5
29-10-00 PowerPack BenchTest Adjustment 3D6
29-10-00 Bleedingthe HydraulicSystem 3D6
29-10-00 Removaland Installationof HydraulicLines 3D7
29-10-00 Removaland Installationof HydraulicFilters 3D7
29-10-00 Replacementof FilterElements 3D8
29-10-00 HydraulicPump OperationalCheck 3D8
29-10-00 ProcedureAfter HydraulicPumpFailure 3D8
29-10-00 Removalof HydraulicPump 3D8
29-10-00 Disassemblyof HydraulicPump 3D10
29-10-00 Cleaning,Inspection,Repairof HydraulicPump 3D10
29-10-00 Assemblyof HydraulicPump 3Dll
29-10-00 Installationof HydraulicPump 3D13
29-10-00 PrimingHydraulicPump 3D13
29 - Cont/Effec.
Page 2
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 29 - HYDRAULICPOWER (continued)
SYSTEM GRID
29-10-00 MAIN HYDRAULIC SYSTEM (continued)

29-10-00 Hand Pump (Emergency) 3D14
29-10-00 Removal of Hand Pump 3D14
29-10-00 Disassembly of Hand Pump 3D14
29-10-00 Cleaning, Inspection and Repair of Hand Pump 3D16
29-10-00 Assembly of Hand Pump 3D16
29-10-00 Installation of Hand Pump 3D16
29-10-00 Bleeding Hand Pump 3D17
29-10-00 Hand Pump Test 3D17
29 - Cont./Effec.
Page 3
3B12
PIPER AIRCRAFT
PA-42/42-720
GENERAL DESCRIPTION AND OPERATION
The hydraulicpower pack provides the hydraulicpower requiredto operate the landing gear. The power pack
is locatedin the right side of the fuselagenose sectionat BulkheadStation57.00 in front of the forwardpressure
bulkhead. The powerpack is operatedby a flexibleshaft with a selectorlever fashionedlike a wheel mountedon
the instrument panel left of the engine control quadrant. The power pack contains the system reservoir and
assortedvalveswhich controlthe systemoperation. The powerpack works in conjunctionwith the enginedriven
pumps, solenoid valves, and hydraulic cylinders to perform the desired operation sequence selected with the
controllever in the cockpit.
- WARNING-
TO ENSURE LANDING GEAR DOES NOT MOVE TO THE UP

(RETRACTED)POSITION WHILE AIRCRAFT IS ON GROUND,
THE FOLLOWING CHECKMUST BE PERFORMED PRIOR TO
APPLYING HYDRAULIC PRESSURE TO SYSTEM. ATTEMPT
TO MOVE SELECTOR LEVER TO UP POSITION. IF LEVER
CAN BE MOVED TO UP POSITION, AN IMPROPERLY
ADJUSTED SELECTOR MECHANISM EXISTS OR ANTI-
RETRACTION SYSTEM IS INOPERATIVE. BE SURE TO
SELECT GEAR DOWN PRIOR TO APPLYING SYSTEM
PRESSURE OR STARTING ENGINE.
During an electricalfailure, the door solenoidvalve in the power pack moves (spring pressure)to OPEN door
positionand remainsin that position. Doors will not open until selectorlever is moved to gear downpositionand
gear extension cycle is started.
- WARNING
PRIOR TO ANY CHECK OF HYDRAULIC SYSTEM, PLACE

AIRPLANE ON JACKS ACCORDING TO INSTRUCTIONS IN
CHAPTER 7 OF THIS MANUAL.
HYDRAULIC SYSTEM FAILURE
Emergencyuse of hand pump to extend gears indicatesengine driven pumps are operating withoutsufficient
fluid. This conditioncauses additionalwear on engine drivenpumps. Removeand check filter elementseven if
pump failure is not apparent.
1. Removefilter elements. Checkfor metal particles.
2. If no metal particlesexist, replacefilter elementand replenishfluid.
3. If metalparticlesare evident in either filter,proceedas follows:
a. Inspect, replace,or repair both hydraulicpumps.
b. Prime pumpsand do not connectpumpsto rest of hydraulicsystemuntil system is flushed.
c. Proceedto flushsystem.
29-00-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
TROUBLESHOOTING
Chart2901 lists possibleproblemswhich couldbe encounteredwith the hydraulic system,probablecauses, and

suggestedremedies. To troubleshoot,place airplaneon jacks (see Chapter 7) and perform a system operational
check.
-NOTE-
If hydraulic system is servicedproperly,hydraulic componentsused

in this airplane manufacturedby the Wieble Tool Company do not
require overhauluntil 10,000hours of service or 10 year, whichever
comes first. If any problemsarise during inspection,correctiveaction
must be taken regardlessof time in service.
29-00-00
Page 2
PIPER AIRCRAFT
PA-42/42-720
CHART 2901. TROUBLESHOOTING(HYDRAULICSYSTEM)
Troublee Cause Remedy

Remedy
LandingGear system Selectorlever disconnected. Connectlever.

fails to operate.
Select leverout of Adjust lever.
adjustment
- CAUTION -
PULL CIRCUIT BREAKERS OF THE ICE PROTECTION

CIRCUIT AND THE STALL WARN HEAT CIRCUIT BEFORE
DEPRESSING THE Q SENSOR OVERRIDE SWITCH TO
AVOID DAMAGING THE HEATING ELEMENTS.
- NOTE-
A solenoidoperated lock, locatedbehindthe instrumentpanel as part

of the selector assembly, prevents lever from being inadvertently
moved to the up position while the airplane is on the ground or in
flight below 100 ± 4 KIAS. To cycle the gear with the airplane on
jacks,depress the q sensoroverrideswitchunlockingthe gear selector
handle. The gear can now be operatedas required.
Hydraulicfluidreservoir Fill the power pack with
below operatinglevel. hydraulic fluid.
Leak or obstruction in Checkthe system with

hydraulic lines. hydraulictest unit or
hand pump.
Internal leakage in main Checksystemoperation.

relief valve.
Internalleakagein hand Checksystemoperation.

pump relief valve.
29-00-00
Page 3
3B15
PIPER AIRCRAFT
PA-42/42-720
CHART 2901. TROUBLESHOOTING (HYDRAULICSYSTEM) (continued)
Gear operatesabnormally Low fluidlevel. Fill power pack with

slowor partially. hydraulicfluid.
Leakingor kinkedline. Replaceline.
Internalleak in cylinder. Repairor replacecylinder.
Priorityvalveout of Checkvalve operation.

adjustmentor leaking.
Slow leak in main relief Checksystemoperation.

valve. (Enginepump)
Slowleak in hand pump Checksystemoperation.

relief valve.
Externalleakageat Replacedamaged O-rings.

selectorvalve.
One enginepump Replacepump.

inoperative.
Low pump pressure. Replacepump.
29-00-00
Page 4
PIPER AIRCRAFT
PA-42/42-720
CHART 2901. TROUBLESHOOTING (HYDRAULIC SYSTEM) (continued)
Selectorhandle returns Cable,line or obstruction Check and remove

to neutral beforecycle restrictingthe travel obstruction.
is complete. requiredto fullyselect
gearup or down.
Selectorleverout of Adjustcontrol.
adjustment.
If gear completescycle Checkvoltage.

(red light out) doorsdo
not close,batteryoutput
may be low.
Time relay valve and/or Check operation.

piston releaselock out
of adjustment.
Time delay valve air Bleed air out by holding

locked. selectordown for 30
seconds,then makethree
or four rapidmovements
to neutral and back to
down.
29-00-00
Page 5
3B17
PIPER AIRCRAFT
PA-42/42-720
CHART 2901. TROUBLESHOOTING (HYDRAULIC SYSTEM) (continued)
Gear retractsor extends Priorityvalve leaksin Checkvalve cracking

before doorsopen. power pack. pressure.
Solenoidvalvestuck Turn off power and hand

in closedposition. pump doors open. (Note:
Withpower off solenoid
valve shuttlesto door open
and the doorsmay be opened
withoutselectinggear up or
down.)
Micro switchon power Checkfor loose wire or

packout of adjustment. mounting,or bent bracket.
Doors come open in Micro switchon power Adjust micro switch. (Door
flight. (Note: Refer packout of adjustment. solenoid should remain in
to Landing Gear door close position when
Troubleshooting handle returns to neutral.)
Chart 3201.)
Doors adjustedtoo tight, Loosenadjustmenton
actuatornot locking. actuatorrod end.
Doors fail to close. Faulty limit switch. Check all indicator lights.
Low electric power Check battery.

supply.
Cannonplug on power Tighten.

pack loose.
Solenoidvalve stuckin Checkwiringto solenoid

door open position. valve.
Circuit breaker out. Checkbreaker. (Note:

Withoutelectricpower,
the gear doors will open
but not close.)
29-00-00
Page 6
3B18
PIPER AIRCRAFT
PA-42/42-720
CHART 2902. LEADING PARTICULARS, HYDRAULIC POWER PACK
NOMENCLATURE WTC 2135-1
(See Note Below)

OperatingPressure 1900PSI
Main Relief ValvePressure(Primary) 1900 - 1950 PSI
Hand PumpRelief ValvePressure(Secondary) 2025 - 2100 PSI
Hand Pump Relief ValveReseatPressure 1900 - 1950 PSI
Low PressureThermalRelief VentValve"Open" 0 to 100 PSI
Low PressureThermalRelief VentValve"Closed" 150 PSI Max.
PriorityValveCrackingPressure 600 - 650 PSI
Hand Pump Check ValveCrackingPressure 1 to 3 PSI
LandingGear PositionRelease 1220- 1250 PSI
Time Delay Valve 3 to 9 seconds
HydraulicFluid Required MIL-H-5606
Weight Dry - Power Pack 10.00 pounds
HydraulicFluid FlowRate (BothPumps Operating) 1.6 G.P.M.
ReservoirOperatingFluid Level (EnginePump)
(Minimum - Maximum) 1.82 - 2.1 pints
ReservoirFluid Level (Emergency)
(Stand Pipe Level) 1.22 pints
- NOTE-
Should the values in the text differ from the chart values, the chart
values take precedence.
29-00-00
Page 7
3B19
PIPER AIRCRAFT
PA-42/42-720
4E MAINTENANCE
MAIN HYDRAULIC SYSTEM
FLUSHING HYDRAULIC SYSTEM
When hydraulic system is contaminated, drain and flush entire system to remove contaminated fluid.
Determinecause and typeof contaminationand proceedas follows:
1. Removeenginecowlings(Chapter71).
2. Disconnecthydrauliclines at engine drivenpumps.
3. Drain hydraulic fluid from power pack reservoirusing suction,fill, and drain fitting on bracket located at
lower aft comer of nose accesspanelopeningbehindhydraulicscomponentscover.
4. Disconnecthydrauliclines at actuatingcylindersand drain fluid from all hydrauliclines.
5. Removeand replacefilter elementslocatedon enginefirewall. Flush out filter bowls.
6. Flush hydraulicsystemwith clean hydraulicfluid(MIL-H-5606).Examineseveralseals and cylinderbores
for damage.
7. When hydraulic system is completely flushed and no indication of contamination exists, reconnect
previouslydisconnectedfittingsand replenishsystemwith clean hydraulicfluid.
8. Bleed hydraulicsystem(describedin Bleedingthe HydraulicSystem)and checkfor leaks.
9. Replaceenginecowlings(Chapter71).
HYDRAULIC SYSTEM OPERATIONAL CHECKS USING PIPER TEST UNIT
The test unit (P/N 753 080) can be used to check hydraulic systems, the hydraulic power pack landing gear
cycling operation, power pack operating pressurechecks and adjustmentsetc, all performedwithout operating
engines.
The unit consists of an electric, motor driven hydraulic pump, bypass valve, fluid reservoir, filter, pressure
gauge,hoses,and adapterfittingshousedin a metalcabinetand mountedon casters.
29-10-00
Page 1
3B20
PIPER AIRCRAFT
PA-42/42-720
HYDRAULIC TEST UNIT (OPTIONAL)
Multi-purposehydraulic test units can also be used to providethe samefunctionsas the Piper unit. The test unit
must be capableof duplicatingand monitoringthe operatingpressuresand the flow rate givenin Chart2902.
-NOTE-
The followingproceduresare written for Piper or optional hydraulic

test units. Use proper operatingmanual for specificunit beingused.
CONNECTING TEST UNIT
1. Removeaccess panel on right side of nose section. Openaccessin hydraulicscomponentscover.

2. If system requiresfilling only, removeprotectivecap from suction;fill and drainvalve mountedon bracket
on lower aft comer of nose access panel opening. Connect pressure hose from test unit. Open valve on
suction port, place control lever in up position, and proceedto fill system per instructionswith test unit.
Observefill lines so not to overfill reservoir.
3. If system is to be operated during various ground checks,overhaul,or inspectionof components,remove
protectivecaps from suction and pressure ports,connecttest unit pressure hose to pressureport and test unit
suction hose to suction port. Open valve on suction port and operate test unit according to supplied
instructions.
CYCLING LANDING GEAR
1. Connecthydraulictest unit (describedin ConnectingTest Unit) and jack airplane(outlinesin Chapter7).

2. Set hydraulictest unit bypass valve open.
3. Start test unit pump motor.
4. Place gear selector handle in UP or DOWNposition. Slowly close bypass valve until system pressurehas
reachedthat specifiedin Chart2902.
5. Operategear using landinggear controlhandle.
29-10-00
Page 2
PIPER AIRCRAFT
PA-42/42-720
6
14
16 16
15
9 9 14
BULKHEADTEE &CAP (TEST PORT)
Figure 29-1. Hydraulic System - Schematic Diagram
29-10-00
Page 3
3B22
PIPER AIRCRAFT
PA-42/42-720
1. PUMP - ENGINE DRIVEN N. RESERVOIR

2. FILTER P. LANDING GEAR SELECTOR VALVE
3. CHECK VALVES Q. SELECTOR VALVE DETENT
4. HAND PUMP R. SELECTOR VALVESPRING RETURN
5. SELECTOR HANDLE S. ELECTRICAL SWITCH
6. RESTRICTOR VALVE T. ELECTRICAL CONNECTOR
7. ACTUATOR, NOSE GEAR 11. PRESSURE PORT VALVE
8. ACTUATOR, MAIN GEAR 12. SUCTION PORT TOGGLE VALVE
9. ACTUATOR, MAIN GEAR DOOR 13. HAND PUMP CHECK VALVE
10. POWER PACK ASSEMBLY 14. CYLINDER ASSEMBLY
A. MAIN RELIEF VALVE AA. CYLINDER
B. ENGINE PUMP CHECK VALVE BB. EXPLOSIVE VALVE
C. PRIORITY VALVE CC. FILL VALVE
D. DOOR SOLENOID VALVE DD. BURST DISC
E. VENT VALVE EE.GAUGE
F. TIME DELAY CHECK VALVE 15. UN-LOCK ACTUATOR
G. TIME DELAY VALVE 16. SHUTTLE VALVE,MAIN GEAR
H. HAND PUMP RELIEVE VALVE 17. SHUTTLE VALVE, NOSE GEAR
J, K, M, FILTER
Figure 29-1. Hydraulic System - Schematic Diagram (continued)
29-10-00
Page 4
PIPER AIRCRAFT
PA-42/42-720
ANTI-RETRACTION
GROUNDGEARWARNINGHORN
UP UP
- MAIN GEAR
MAINGEAR LIMITSWITCH(RIGHT)
LIMITSWITCH(LEFT)
DOWN DOWN
NOTES:
1. GEAR IS SHOWNDOWN AND LOCKED,DOORS
CLOSED AND SELECTOR HANDLE IN DOWN
NEUTRAL,POWERON.
2. POWER ON - DOORS CLOSED
POWER OFF - DOORS OPEN
Figure 29-2. Schematic of Power Pack Electronics System
29-10-00
Page 5
3B24
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
If retraction malfunction due to air in system is expected, follow

procedurefor CheckingLandingGear CycleTime. Gear cycling time
can be prolonged by slowly openingthe test unit bypass valve part
wayand bleedingoff part of pump flow.
6. After completionof cycling, ensure landinggear selectorhandle is in DOWN,neutral position,and landing
gear is down and locked.
7. Disconnecthydraulictest unit.
8. Removeairplanefromjacks (Chapter7).
CHECKING LANDING GEAR CYCLE TIME

-NOTE-
The following times, taken using a single test unit, can be

considerably reduced by using two test units, one hooked to each
firewallfitting. If times are withinlimits when operatedby test unit,
but exceed limits when operated by engine driven pump, either
internalleakagein pump or suctionair leak through suctionplumbing
system to either of the engine driven pumps could exist. (Refer to
paragraph entitled Checking For Suction Air Leakage.) If tests
indicatea defectivepump, repair or replace defectivepump. If time
exceeds limit when operated by either test unit or engine driven
pump, internal leakage exists in hydraulic system. Check actuators
for internal leakage and repair or replace actuators as required. If
actuators are not defective, power pack internal leakage exists, and
repairor replacepower pack.
When malfunctionin hydraulicsystemis suspected,due to slow gearcycle time, it couldbe causedby low fluid
in airplanereservoircausingsystem to be full of air. The followingprocedurewill purge air from system and fill
reservoir:
1. Place airplaneon jacks (see Jacking,Chapter7).
2. Cycle landinggearthrough two completecycles.
3. Excessive foam in reservoir indicatesa possibleleak in suctionplumbing where air is drawn into system.
Check all groundservice suctionconnectionsfor leaks.
4. With landing gear extended, place gear handle in full UP position, and record time required for gear to
retractand doorsto close. Time must not exceed 9 ± 0.5 seconds,plus time requiredfor time delayvalve to
operate.
5. With landing gear retracted,place gear handle in full DOWNposition,and recordtime required for gear to
extend and doorsto close. Time must not exceed 8 ± 0.5 seconds,plus time requiredfor time delay valve to
operate.
29-10-00
Page 6
Reissued: December 31, 1989 3C1
PIPER AIRCRAFT
PA-42/42-720
2 5
1. FILTER,RIGHTPUMP 7. HYDRAULICPUMP,RIGHT
2. GEARACTUATINGCYLINDER,RIGHT 8. EMERGENCYHANDPUMP
3. DOORACTUATINGCYLINDER,RIGHT 9. HYDRAULICPUMP,LEFT
4. DOORACTUATINGCYLINDER,LEFT 10. POWERPACKASSEMBLY
5. GEARACTUATINGCYLINDER,LEFT 11. GEARACTUATINGCYLINDER,NOSE
6. FILTER,LEFT PUMP
Figure 29-3. Hydraulic System Installation
29-10-00
Page 7
3C2
PIPER AIRCRAFT
PA-42/42-720
CHECKING TIME DELAY VALVE
1. Connecthydraulictest unit (describedin ConnectingTest Unit).

2. With test unit operationaland airplane master switch ON, move landing gear selector handle to DOWN
position. Note delayof handlereturningto NEUTRALposition.
-NOTE-
Time delay between moving selector handle to down position (with

master switch on) and automatic releasing of selector handle to
neutral, must be 3 to 9 seconds at room temperature. Colder
temperaturecauses a longerdelay.
3. If time delay is not 3 to 9 seconds,ensure valve is not air locked. Bleed air out by holdingselectordown for
30 secondsand completethreeor four rapidmovementsfrom neutral to down.
4. Replacetime delay valve,if defective.
CHECKING HANDLERELEASE TO NEUTRAL

-NOTE-
One release valve releases handle from both gear down and gear up
positions. If handlereturn springsare adjustedproperly,release valve
must release handle from both positions at same pressure. The
followingprocedurescheck release pressure from gear down position
and release pressure from gear up position. This is done to assure
satisfactoryoperation of other equipment relative to handle release
operations.
1. Place airplaneon jacks (see Jacking,Chapter7).
2. Connecthydraulictest unit (describedin ConnectingTestUnit).
3. Run landinggear throughtwo completecycles,endingwith gear down and lockedand doorsclosed.
4. Set hydraulictest unitbypassvalve fullyopen.
5. Place landinggearselectorhandle fullydown.
6. Close bypassvalve very slowlyuntil handle trips back to neutral. Ensure gauge pressure readingscomply
with those in Chart2902 whenhandle trips to neutral. Allowtime for time delayvalve to open.
29-10-00
Page 8
Reissued:December31, 1989 3C3
3C3
PIPER AIRCRAFT
PA-42/42-720
MANUAL
AIRPLANEMAINTENANCE
7. Set hydraulictest unit bypassvalve fullyopen.
8. Place landinggear selectorhandle in full up position.
9. Close bypass valve very slowly until handle trips back to neutral. Ensure gauge pressure readingscomply
with those in Chart 2902when handle is trippedto neutral. Allowtime for time delayvalve to open.
10. Adjusthandlerelease, if required.
11. Ensure landinggear selectorhandle is in downneutral positionand landinggear is down and locked.
12. Disconnecttestunit and removeairplanefromjacks.
CHECKING PRIORITY VALVE
1. Connecthydraulictest unit and place airplaneon jacks (see Jacking,Chapter7).

2. Run landing gearthrough two completecycles.
3. With gear down and locked and test unit operational,turn master switch off and move gear handle to down
position causing doors to open and handle to return to neutral position. Keep switch off, leaving doors
open, facilitatingcompletionof check.
4. Open hydraulictest unit bypass valve.
-NOTE-
As priority valve opens, nose gear downlockstarts releasing. Read

pressuregauge at that point.
5. Place landing gear selectorhandle fully up. Close bypassvalve very slowly,observepressure gaugeof test
unit, and note at which pressure reading priorityvalve opens. Priorityvalve must open at 600 - 650 psi, as
indicatedin Chart2902.
6. Make requiredpriorityvalve adjustments.
7. Ensurelandinggear selectorhandle is in down,neutral position,and landinggear is down and locked.
8. Disconnecttest unit and remove airplanefromjacks.
CHECKING MAIN RELIEF VALVE
1. Connecttest unit.
2. Opentest unit bypass valve.
3. Holdlanding gear selectorhandle in full down position.
4. Closebypass valve slowly and note pressurebuild-upand point where pressurestabilizeson test unit gauge.
Stabilizationindicatesrelief valve setting as listed in Chart2902.
5. Adjustmentof power pack main relief valve is completedwith power pack installed in airplane. Remove
top cover and drain fluidto gain accessto adjustingscrew.
29-10-00
Page 9
3C4
PIPER AIRCRAFT
PA-42/42-720
CHECK HANDPUMP RELIEF VALVE
1. Place landinggear selectorhandle,locatedrightof pilot seat under floor, in full down position. With master
switch off, extendhandle and operateemergencyhand pumpto open landing gear doors.
2. Disconnect door open line (upper fitting) from main gear door cylinder. Connect hydraulic test unit
pressurehose to door open line. Cap actuatorfitting.
3. Close bypassvalve on hydraulictest unit.
4. Operate emergencyhand pump and note at which readingon hydraulictest unit pressure gaugehand pump
relief valve open. Pressuremust be between2025- 2100 psi (indicatedin Chart 2902).
5. Adjustment of power pack hand pump relief valve is completed with power pack installed in airplane.
Removecover and drain fluidto gainaccessto adjustingscrew.
6. Open bypassvalve on test unit to release pressure. Disconnecttest unit pressurehose from door open line.
Removecap from actuatorfitting and reconnectdoor open line to main door actuator.
7. Replenishrequiredhydraulicreservoirfluid.
CHECKING FOR SUCTION AIR LEAKAGE
1. Removeengine cowlingfor access.

2. Disconnect hydraulic pump suction hose from pump. Connect test unit suction hose to airplane suction
hose with suitablefitting.
3. Disconnecthydraulicpump pressurehose from pump. Connect test unit pressure hose to airplanepressure
hose with suitablefitting.
4. Connecttest unitelectricalcable to electricalpowersource.
5. Jack airplaneand cycle landinggear through fivecompletecycles.
6. Check test unit reservoir for air bubbles indicating leakage in suction line, hose, or fittings. Replace
defectiveparts.
-NOTE-
If replacementparts eliminatevisible air in test unit reservoir,but air

still entershydraulic system,enginedrivenpump may contain suction
leak.
7. Ensure landinggearselectorhandle is in down,neutralposition,and landinggear is downand locked.
8. Removeairplanefrom jacks. Disconnecttest unit.
29-10-00
Page 10
Reissued: December31,1989 3C5
PIPER AIRCRAFT
PA-42/42-720
DISCONNECTING TEST UNIT
1. Ensure landinggear selector is in the down,neutral position,and the landinggear is downand locked.
2. Shut off test unit per instructionsuppliedwith unit.
3. Close suction-fill-drainvalve in airplaneby placing control lever in down position and disconnectingtest
unit hose from fitting. Install protectivecap over fitting. Disconnect and remove test unit pressure hose
from pressurefittingin airplane(if previouslyconnected).Install the protectivecap on the fitting.
4. Check fluidlevel in powerpack reservoir. Checksystem for leaks.
5. Close accessin hydrauliccomponentscover. Install accesspanel on right side of nose section.
HYDRAULIC POWER PACK
REMOVAL OF POWER PACK (Figure 29-4)
1. Remove right accesspanel at nose section betweenStations25.60 and 57.00. Completelyremovehydraulic

componentscover by removingretainingstrips from outeredges of cover.
2. Drain power pack by removing both drain caps from end of suction; fill and drain plug installed inside
accessopeningbehindhydrauliccomponentscover. Connectfluid line from fitting to container,raise lever
to open valve and drain reservoir.
3. Disconnectelectricalconnectorat forwardend of powerpack.
4. Disconnectvent line from power pack.
5. Disconnectgear selector controlcable from power packcontrol arm on outboardside of power pack.
6. Disconnectvarious hydrauliclines frompower pack. Cap open lines to preventcontamination.
7. Cut safety wire and removeattachmentbolts securingpowerpack to mountingbrackets.
8. Move power pack forwardand out accessopening.
29-10-00
Page 11
3C6
PIPER AIRCRAFT
PA-42/42-720
1. POWERPACK 16
2. LINE,VENT
3. LINE, ENGINEPUMPSUCTION 17-
4. LINE, ENGINRPUMPPRESSURE
5. LINE,SUCTIONFILL
6. SUCTIONFILL PORT
7. DRAINPORT
8. VALVE
9. LINE, DRAIN
10. LINE, HAND PUMPPRESSURE
11. LINE,HAND PUMPSUCTION
12. LINE,GEAR UP
13. LINE,GEAR DOWN
14. LINE,GEAR UP
15. LINE,DOOROPEN
16. LINE,GEAR DOWN
17. LINE,DOORCLOSE
Figure 29-4. Power Pack Installation
29-10-00
Page 12
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION
OF POWER PACK (Figure 29-4)
1. Position power pack in mounting brackets. Ensure power pack control arm is facing outboard; secure
powerpack and bracket supportsto mountingbracketswith bolts and safety.
2. Uncapand connectvarious hydrauliclines to powerpack.
3. Connect electrical connector to forward end of power pack and connect landing gear selector cable to
selector arm.
4. Fill power pack(see Chapter 12).
5. Bleed hydraulicsystem per instructionsin this chapter.
6. Close hydrauliccomponentscover. Replaceaccesspanelon side of airplanenose section.
-NOTE-
Readjustgear selectorcable removedfrom support.

DISASSEMBLYOF POWERPACK (Figure 29-6)
After power pack is removed from airplane and all ports are capped or plugged,spray with cleaning solvent
(Federal Specifications P-S-661, or equivalent) to remove all accumulated dust or dirt. Dry with filtered
compressedair. To disassembleunit, proceedas follows:
1. Remove wire,nut, reservoircover,and O-ring. Sincecover is a snug fit on reservoir,use soft mallet and tap
coverlightly to remove.
2. Remove snap ring from center stud. Removebaffle plate from reservoir. Drain remaininghydraulic fluid
from reservoir.
3. Removereservoirand O-ring. Reservoiris a snugfit in body and requireshard pull to disengage.
4. Removecenter stud and O-ring.
- NOTE -
All electrical wires are color coded. Ensure colored wires match
when wires are reinstalled.
5. Removescrews,washers,switch assembly,and insulatingplate. Switch will remain hangingfrom electrical
wires (Figure29-7).
6. Remove plastic strap attaching electrical wires to door solenoid valve. Remove safety wire from door
solenoidvalve (Figure 29-7).
7. Disconnectswitchand door solenoidelectricalwiresfrom terminalblock.
29-10-00
Page 13
3C8
PIPER AIRCRAFT
PA-42/42-720
7
3
FWD
1. DRAINFITTING
2. MAIN RELIEFVALVE
3. PRIORITYVALVE
4. FILTER,HAND PUMPSUCTION
5. HANDPUMPRELIEFVALVE
6. TIME DELAYCHECKVALVE
7. DOORVENT VALVE
8. STANDPIPE,FILTER
Figure 29-5. Location of Power Pack Components
29-10-00
Page 14
3C9
PIPER AIRCRAFT
PA-42/42-720
- NOTE-
THE SHADED PARTS,POPPET (6) AND POPPET

SEAT (7) ARE MATCHED PARTS AND MUST BE
REPLACEDAS AN ASSEMBLY.
52
53
54
5 5
119 49 56
50 57
12 58
2 13
3 14
60
16
5 16 62
63
64
20
17
21 65
66
9
Figure 29-6. HydraulicPowerPack
29-10-00
Page 15
3C10
PIPER AIRCRAFT
PA-42/42-720
1. MAIN RELIEFVALVE 55. BODY,SECONDARYRELIEFVALVE

2. ADJUSTINGSCREW 56. BALL
3. SPRING 57. SEAT
4. BUTTON 58. O-RING
5. BODY,RELIEFVALVE 59. CHECKVALVE,TIME DELAY
6. POPPET 60. SNAPRING
7. POPPETSEAT 61. O-RING
8. BACKUP 62. SEAT
9. O-RING 63. BALL
10. PRIORITYVALVE 64. SPRING
11. ADJUSTINGSCREW 65. BODY,CHECKVALVE
12. SPRING 66. O-RING
13. BUTTON 67. BODY
14. BODY,PRIORITYVALVE 68. O-RING
15. BACKUP 69. BACKUP
16. O-RING 70. NUT
17. BACKUP 71. FITTING
18. O-RING 72. BOLT
19. POPPET 73. WASHER
20. POPPETSEAT 74. BRACKET
21. O-RING 75. BOLT
22. FITTING 76. WASHER
23. NUT 77. PLUG,ELECTRICAL
24. BACKUP 78. SCREW
25. O-RING 79. WASHER
26. DOORVENTVALVE 80. TERMINALBLOCK
27. ADJUSTINGSCREW 81. SPRINGCARTRIDGE
28. SPRING 82. SNAPRING
29. STEM 83. BUTTON
30. RETAINER 84. SPRING
31. O-RING 85. PLUNGER
32. PISTON 86. BODY,HANDLERELEASE
33. BODY,VENTVALVE 87. SCREW,STOP
34. O-RING 88. HAND PUMPCHECKVALVE
35. NUT 89. FITTING
36. COVER,RESERVOIR 90. O-RING
37. WIRE,SAFETY 91. BACKUP
38. O-RING 92. O-RING
39. FITTING 93. POPPET
40. O-RING 94. SPRING
41. CENTERSTUD 95. GUIDE
42. FILTER,VENT 96. SNAPRING
43. SNAP RING 97. FITTING
44. SNAP RING 98. O-RING
45. BAFFLE PLATE 99. STANDPIPE-FILTER
46. RESERVOIR 100. FITTING
47. O-RING 101. NUT
48. FILTER,HANDPUMPSUCTION 102. BACKUP
49. SNAP RING 103. O-RING
50. FILTER,HANDPUMP 104. O-RING
51. HAND PUMPRELIEFVALVE 105. WIRESAFETY
52. ADJUSTINGSCREW 106. BRACKETASSEMBLY
53. SPRING 107. DEFLECTORPLATE
54. STEM
Figure 29-6. Hydraulic Power Pack (continued)
29-10-00
Page 16
PIPER AIRCRAFT
PA-42/42-720
8. Remove four bolts attachingmanifold assembly. Separatemanifold assemblyfrom powerpack, being sure
not to lose transfersleevesbetweenmanifoldand powerpack (Figure29-7).
9. Removefive transfersleevesfrom manifold(Figure 29-7).
-NOTE-
When manifold is separatedfrom power pack body, teeth on landing

gear selector spool become disengagedfrom gear and permit selector
spool to move. Never move selector spool to a position more than
flush with manifold body at end opposite selector spool teeth. If
moved beyond this position, an O-ring will get caught and selector
spool will be difficultto remove.
CLEANING, INSPECTION AND REPAIR OF POWER PACK.
1. Discard all old O-rings and gaskets.

2. Remove line fittings caps, wash all parts in dry cleaning solvent (Federal Specification P-S-661, or
equivalent), and dry with filtered compressed air.
-NOTE-
During inspection and until power pack is reassembled, keep parts as

clean as possible. After cleaning parts, place on clean surface and
cover with clean cloth.
3. Inspect all parts for scratches, scores, chips, cracks, and excess wear.
4. Use parts catalog to obtain proper replacement parts for power pack.
ASSEMBLY OF POWER PACK
1. Use new O-rings and gaskets during assembly.

2. Lubricate all O-rings with petrolatum (per VV-P-236 or equivalent) during assembly.
3. Lubricate all threaded surfaces of all valves in power pack with MIL-G-7711 grease or equivalent before
installing.
-NOTE-
When positioning reservoir cover, ensure vent fitting points to right

when power pack is installed in airplane. Also, when installing
reservoir cover, ensure large O-ring is not being pinched.
4. Install reservoir cover on reservoir, secure with nut, and torque to 35 inch-pounds. Safety nut to reservoir
cover using safety wire.
29-10-00
Page 17
3C12
PIPER AIRCRAFT
PA-42/42-720
ASSEMBLYOF RESERVOIR (Figure29-6)
1. LubricateO-ring(MS28775-009).Installonto top center stud.

2. Install center stud into body (PPN 762-589).
3. Lubricatetwo reservoirO-ringsand install.
4. Push reservoirinto body.
5. Drop baffle plate into reservoir. Secureby placing snapring into center stud.
TESTING RESERVOIRFOR LEAKAGE (Figure29-6)
1. Remove drain fitting. Attach test hand pump with 200 psi gaugeto drainport.
2. Remove cap from reservoirvent fitting at top of reservoir. Operatehand pump until reservoiris completely
full. (Indicatedby fluid comingout of vent fitting.)
3. Cap reservoirventfitting.
4. Operatetest hand pump to raisepressurein reservoiruntil pressuregaugeindicatesmaximum50 psi.
5. Check for leaks and ensure no externalleakageis found.
6. Crackvent fitting to release pressure,removetest equipment,drain reservoirand cap fittings.
7. Install hydraulicpowerpack in airplane.
DISASSEMBLYOF MANIFOLD (Figure29-7)
1. Unscrewdoor solenoidfrom manifold. Removeplungerreturn spring.

2. Removepin; removeplungerfrom spoolby carefullypulling it from manifold.
3. With hook made from a brass weldingrod, withdrawtransfer sleeve from manifold by inserting hook into
oil hole in transfersleeve.
-NOTE-
Ensure end of hook is not over 0.06 incheslong. Use hook carefully
to prevent scratching bore in manifold. The sleeve is difficult to
withdrawdue to O-ringfriction.
29-10-00
Page 18
PIPER AIRCRAFT
PA-42/42-720
-NOTE- 12
48
The shaded parts, time delay plunger (2), landing gear selector 47
spool (19) and manifold (35) are matched, lapped parts. It it is
necessary to replace any of these parts, replace them with a 13
matched assembly containing (2), (19) and (35). Shaded parts, 15
transfer sleeve (7), and spool (10) are also matched and lapped 14 16
parts and must be replaced by a matched assembly containing
(7) and (10). 1
40
32
1. TIME DELAY VALVE 17. LANDING GEAR SELECTOR SPOOL 33. O-RING
2. PLUNGER, TIME DELAY 18. O-RING 34. FITTING
3. SPRING 19. SPOOL, LANDING GEAR SELECTOR 35. MANIFOLD ASSEMBLY
4. O-RING 20. O-RING 36. SLEEVE, TRANSFER
5. SCREW 21. HANDLE DETENT ASSEMBLY 37. O-RING
6. TRANSFER VALVE 22. O-RING 38. O-RING
7. SLEEVE, TRANSFER 23. PLUNGER 39. BACK UP
8. O-RING, SLEEVE 24. O-RING 40. NUT
9. DOOR SELECTOR SPOOL 25. SPRING 41. FITTING
10. SPOOL, DOOR SELECTOR 26. RETAINER 42. BOLT
11. DOOR SOLENOID VALVE ASSEMBLY 27. O-RING 43. INSULATING PLATE
12. SOLENOID, DOOR 28. FITTING 44. SWITCH ASSEMBLY
13. O-RING, SOLENOID 29. O-RING 45. WASHER
14. SPRING, PLUNGER RETURN 30. BACK UP 46. SCREW
15. PLUNGER 31. NUT 47. WIRE, SAFETY
16. PIN 32. FITTING 48. STRAP, PLASTIC
Figure 29-7. Power Pack Manifold

29-10-00
Page 19
3C14
PIPER AIRCRAFT
PA-42/42-720
4. Removescrew,spring,and time delay plungerby insertingsmall woodendowel in center of plunger.

5. Removelandinggearselector spoolby graspingrack (teeth)end of spool and pullingit from manifold.
-NOTE-
Do not bend but pull selector spool straight out. The landing gear
selector spool, time delay plunger and manifold are matched,lapped
parts and must be replacedas an assemblyonly.
6. Remove landing gear handle-releaseretainer,spring, and plunger from manifold. The plunger end has a
ball which must remainin place.
7. Remove caps and fittings;wash manifold in cleaningsolvent (FederalSpecificationPS-661 or equivalent)
and dry with filtered,compressedair. Ensure internalpassagesare clean. Reinstallcaps on fittings.
ASSEMBLY OF MANIFOLD (Figure 29-7)
1. Lubricateand installO-ring on landinggear selectorspool. InstallO-ring intomanifoldat oppositeend.

-NOTE-
The landing gear selector spool, time delay valve plunger, and
manifold are matched, lapped parts, and must be replaced as an
assemblyonly.
2. Insert selector spool into manifold from landing gear handle end of manifold. Insert only until selector
spooltaper is protrudingapproximately0.06 inchout manifoldend.
-NOTE-
If selector spool is not protruding approximately 0.06 inch out of

manifold,oppositerack, when installinginto body (see Figure 29-10),
gear will not engage in proper position. Do not move selector spool
morethan 0.12 inch out of manifold,oppositerack. The O-ringcould
get caughtand damaged,necessitatingreplacement.
29-10-00
Page 20
PIPER AIRCRAFT
PA-42/42-720
3. Ensurelanding gear selectorspool slides freely.
4. Ensuredoor solenoidspool moves freely withintransfersleeve.
-NOTE -
The spool and transfer sleeve are matched,lapped parts and must be
replacedas an assemblyonly.
5. Lubricatefour O-ringsand install on transfersleeve.
6. Installtransfersleeve into manifold.
7. Attachplungerto door selectorspool with pin and install into transfersleeve.
8. LubricateO-ring (MS 28775-018)and install on solenoid.
9. Lubricatedoor solenoidthreads, insert plunger return spring into plungercavity, and screw assemblyinto
manifold. Torqueto 70 inch-pounds.
10. Installtime delayplunger and springinto manifold.
11. LubricateO-ring, install onto screw, and mount time delay assemblyinto manifold. Screw must be flush
with outsideof manifold.
INSTALLATION OF MANIFOLD (Figure 29-7)
1. Lubricate O-rings and install on five transfer sleeves.

2. Insert transfer sleeves into manifold.
3. Mate manifold to power pack body, being sure not to damage O-rings on transfer sleeves.
-NOTE-
When mating manifold with power pack body, index landing gear
selector spool rack with input shaft gear (Figure 29-10). With landing
gear selector spool protruding 0.06 inch from face A of manifold and
input shaft return cam in horizontal position, tooth of input shaft gear
must match with tooth space in landing gear selector spool rack.
4. Install four manifold attaching bolts and torque to 35 inch-pounds. Do not over torque bolts, causing
binding of landing gear selector spool.
5. Lubricate and install O-ring (MS 28775-010) on bottom of plunger and O-ring (MS 28775-008) on top of
plunger.
6. Install plunger and lubricated spring into manifold.
7. Lubricate threads of retainer, install into manifold, torque to 25 inch-pounds, and safety wire retainer to
manifold.
29-10-00
Page 21
3C16
PIPER AIRCRAFT
PA-42/42-720
DISASSEMBLY OF POWER PACK HANDLE RELEASE MECHANISM (Figure 29-8)
1. Removelockwireretainingroll pin in input shaft and arm.

2. Using a punch, drive roll pin out of arm and shaft. Removearm.
3. Usinga punch, drivepin out of returncam. Removereturncam.
4. Pull input shaft assemblyfrom powerpack.
ASSEMBLY OF POWER PACK HANDLE RELEASE MECHANISM (Figure 29-8)
1. If switch cam, gear, and detent cam were removedfrom input shaft, parts must be assembledand indexed
(Figure 29-8, ViewA).
2. Lubricateinput shaft,slide detentcam and gearinto place, and securegear with roll pin.
3. Slide switch cam onto input shaft;securewith rollpin. Installassemblyinto power pack body.
4. Install return cam and secure with roll pin. Ensure landing gear shaft moves freely in power pack body.
Check for slightend play betweeninput shaft and power pack body. If shaft binds, remove returncam lap
face of returncam boss; reinstallreturncam.
5. Install power pack control arm on shaft end with arm pointing down. Align holes betweenshaft and arm
assemblyand install roll pin. Install 0.041 inch safety wire through roll pin and around half of arm. Pull
twistedend of safetywire aroundotherhalf of armassembly(Figures29-9 and 29-10).
3 5
VIEW A
10
9
1. CAM SWITCH
2. PIN
3. GEAR
4. PIN
5. CAM DETENT
6. SHAFTINPUT A
7. RETURNCAM
8. PIN
9. ARM 2
10. PIN 1
11. LOCKWIRE
12. SHAFTINPUTASSEMBLY
Figure29-8. PowerPack Handle-ReleaseMechanism
29-10-00
Page 22
Reissued: December 31, 1989 3C17 3C17
PIPER AIRCRAFT
PA-42/42-720
ADJUSTMENTOF POWER PACK HANDLE-RELEASEMECHANISM (Figure 29-11)
The following procedureoutlines adjustmentsfor setting handle release cartridges, stopping them in correct
positionbefore installingpower pack into airplane.
1. Rotate input shaft into gear UP detent position. Adjustleft stop screw to allow slight overtravelpast detent
position.
2. Rotate input shaft into gear DOWNdetent position. Adjustright stop screwto allow slight overtravelpast
detent position.
3. Rotate input shaft to neutral position,bringinginputshaft returncam to horizontalposition.
4. Hold input shaft return cam in horizontal(neutral) positionby inserting0.125 inch diameter drill or punch
through hole in arm and into rigginghole in body. (Rigginghole A, Figure 29-11.) Adjust handle return
cartridges so returnplungerballs barelytouch surfaceof input shaft returncam.
- CAUTION -
REMOVE DRILL OR PUNCH FROM RIGGING HOLE A.

5. Ensure detent holds in both detent positionsand returns with a positive snap when manuallyreleased from
either position.
OPERATION OF GEAR SELECTOR HANDLE MECHANISM (Figure29-12)
Operatinggear selector handle must accomplishpositiveengagementwith detent. With selector handle in UP

or DOWN positionand in detent, a force of 3 1/2 to 6 pounds,applied perpendicularto handlecenterline at knob
centerline,is required to move handle from detent back to neutral position. To check operation of gear selector
handle mechanism,place airplane on jacks (see Jacking, Chapter 7) and operate gear selector handle through
entire up and downtravel.
29-10-00
Page 23
0
3C18
PIPER AIRCRAFT
PA-42/42-720
ROLLWIREAFTER
TWISTING
MS20995C41
SAFETYWIRE
VIEW A
Figure 29-9. Safetying Control Arms
.06 INCH
RETURNCAMINHORIZONTAL
POSITION
Figure 29-10-. Indexing of Selector Spool
29-10-00
Page 24
3C19
PIPER AIRCRAFT
PA-42/42-720
INSPECTION OF GEAR SELECTOR HANDLE
1. Ensure handledoes not contact slot ends in instrumentpanel when actuatedto travel extremes.
2. Ensure adequateclearanceexists between selectorgear mechanismand wiring harness which runs laterally
across aircraft.
3. Ensure locknutsare securelytightenedand all grommetsare properlyinstalled.
4. Checkcontrolcable connectionsfrom actuatorarms to powerpack and selectorhandle.
ADJUSTMENTOF GEAR SELECTOR HANDLE MECHANISM (Figure 29-11)
1. Disconnectlandinggear selectorcontrol cable from selector handleand powerpack controlarm.

2. Connect spring scale to control arm, pull fore and aft perpendicularto arm centerline, and determine if
detent is left at a force of 9 ± 1 or 2 pounds. If not, release at requiredforceand adjustmechanism.
3. Depress button on solenoid lock to allow selector handle to travel freely. With selector handle in up or
downpositionand in detent, a force of 3 1/2 to 6 pounds,applied perpendicularto handle centerlineat knob
centerline,is requiredto movehandle from detent.
4. Position control arm on power pack in NEUTRALby inserting 0.125 inch diameterdrill into rigging hole
(hole A, Figure29-11) in control arm and powerpack body.
5. Place selectorhandlein NEUTRALpositionand hold.
6. Positioncontrolcable to allowequal travel at both ends.
7. Adjustterminalends of control cable to obtainneutral positionon both control arm and selectorhandle.
8. Connectterminalends of controlcable to powerpack controlarm and selector handle.
9. Removedrill from rigginghole in (hole A, Figure 29-11)powerpack.
-NOTE-
Whenever cable assembly is removed from airplaneand reinstalled,

seat cable where it passes through pressure bulkheadat Station 57.0.
(Refer to Chapter53 for sealing.)
29-10-00
Page 25
3C20
PIPER AIRCRAFT
PA-42/42-720
10. Safety power pack control arm attachment pin (Figure 29-9).
11. Check operation of gear selector handle mechanism as follows:
a. Place airplane on jacks.
b. Connect hydraulic test unit.
c. Operate gear selector handle through entire travel and cycle gear both up and down.
4 HOLE"A"
1. STOPSCREW
2. INPUTSHAFTRETURNCAM
5
3. RETURNPLUNGERBALL
4. POWERPACKBODY
5. HANDLERETURNCARTRIDGE POSITION(NEUTRAL)
RETURNCAMIN HORIZONTAL
6. HANDLERETURNCARTRIDGE
7. RETURNPLUNGERBALL
8. STOPSCREW
9. ARM
Figure 29-11. Handle Release Adjustment
29-10-00
Page 26
3C21
PIPER AIRCRAFT
PA-42/42-720
11
21
1. CONTROLKNOB
2. SLEEVE
3. STOPPIN
4. SAFETYWIRE
5. PLATEASSEMBLY
6. LEVERASSEMBLY
7. CABLEASSEMBLY
8. BRACKETASSEMBLY
9. POWERPACK
10. CONTROLARM
11. BRACKETASSEMBLY
12. PIN, WASHERAND COTTERPIN
13. SOLENOID
14. MOUNTINGBLOCK
15. PANELASSEMBLY
16. LIGHTASSEMBLY
17. CABLEATTACHMENT PIN
18. TERMINAL
19. CLAMP
20. LOCKNUT
21. FIREWALLPLATE
22. GROMMET
23. BUSHING
Figure 29-12. Landing Gear Selector Mechanism Installation
29-10-00
Page 27
3C22
PIPER AIRCRAFT
PA-42/42-720
DISASSEMBLY OF SPRING CARTRIDGE ASSEMBLY (Figure 29-6, Item 81)
1. Removetwo handlereleasebodies from powerpack body.

2. Removesnap rings,buttons, springs,and plungers.
- CAUTION
USE CAUTION WHEN REMOVING SNAP RINGS;

CARTRIDGES ARE SPRING LOADED.
DISASSEMBLY OF MAIN RELIEF VALVE (Figure 29-6, Item 1)
1. Carefullyremoveadjustingscrewat top of main reliefvalve.

2. Remove relief valvebody containingspringand button.
3. Removepoppet frompoppet seat.
4. Use a brass hook, not over 0.125 inch long, and pull poppet seat up and out of power pack body. Hook
through holes insideseat whilenot damagingbore in body.
5. Reassemblepoppetinto poppetseat.
ASSEMBLYOF MAIN RELIEF VALVE (Figure29-6, Item 1)
1. Inspect poppet and poppet seat for pitting or score marks. Two parts are matched parts and must be
replacedas assemblyonly.
2. Lubricateand install O-ring and back up ring on poppet seat. Insert poppet into seat and install assembly
into body.
3. Lubricatethreads,install reliefvalve body into power packbody,and torqueto 70 inch-pounds.
4. Install bottom and spring into relief valve body. Secure with adjusting screw. Adjusting screw provides
adjustmentof main relief valveand must be installedflush.
ADJUSTMENTOF MAIN RELIEF VALVE(Figure 29-6, Item 1)
1. With inputshaft in gear UP or gearDOWNposition,applypressureuntil fluidflows frommain reliefvalve.

2. Adjust screw on top of main relief valve until valve begins to open at 1900 - 1950 psi (see Chart 2902).
Bleed pressureaftereach adjustmentby crackingcap on door open fitting.
29-10-00
Page 28
PIPER AIRCRAFT
PA-42/42-720
DISASSEMBLY OF PRIORITY VALVE (Figure 29-6, Item 10)
1. Removeadjustingscrew at top of priorityvalve.

2. Removepriorityvalve body containingspring,button,and poppet.
3. Use brasshook to removepoppet seat from body. Be carefulnot to damagebore.
4. CarefullyremoveO-ring from bottomof cavity.
ASSEMBLY OF PRIORITY VALVE (Figure 29-6, Item 10)
1. Lubricateand install O-ring and poppetback up. Insert poppetinto priorityvalve body.
2. LubricateO-ringand install into powerpack body.
3. Ensurepoppet seat contains sharp seatingedge. Lap as requiredto obtain sharp seating edge. Push poppet
seatinto valve body, install assemblyinto power packbody, and torqueto 70 inch-pounds.
4. Install button; spring and secure with adjusting screw. Adjusting screw provides adjustmentfor priority
valveand must be installedflush.
ADJUSTMENT OF PRIORITY VALVE (Figure 29-6)
1. Place input shaft in gear up position. Remove cap from gear up fitting.
2. Apply pressure and note priority valve cracking pressure by observing pressure gauge when fluid first starts
to flow from gear up port.
3. Adjust screw until priority valve cracks at 600 - 650 psi (Chart 2902). Bleed pressure after each adjustment
by cracking cap on door open fitting.
4. Disconnect test unit and cap all open fittings.
DISASSEMBLY OF TIME DELAY CHECK VALVE (Figure 29-6, Item 59)
1. Remove check valve body from power pack body.

2. Remove snap ring.
3. Using a brass hook, pull out ball seat.
4. Remove ball and spring.
29-10-00
Page 29
3C24
PIPER AIRCRAFT
PA-42/42-720
ASSEMBLY OF TIME DELAY CHECK VALVE (Figure 29-6, Item 59)
1. Install springand ball into check valve body.

2. Lubricateand installO-ringin seat.
3. Install seat into checkvalve body. Securewith snap ring.
4. Lubricatethreads,install O-ringon valve body,mount intopower packbody, and torqueto 45 inch-pounds.
DISASSEMBLY OF DOOR VENT VALVE (Figure 29-6, Item 26)
1. Removeadjustingscrewfrom top of retainer.

2. Removevent valvebody from powerpack body.
3. Removespring and stem.
4. Cut wire and removeretainerfrom vent valve body.
5. RemoveO-ring and piston.
ASSEMBLY OF DOOR VENT VALVE (Figure 29-6, Item 26)
1. Install piston into vent valve body.

2. Lubricate and install O-ring on retainer. Screw retainer into valve body; tighten and secure with 0.032 inch
safety wire.
3. Install stem, spring, and adjusting screw into retainer, ensuring adjusting screw is flush.
4. Lubricate threads, install O-ring on valve body, and install assembly into power pack body.
ADJUSTMENT OF DOOR VENT VALVE (Figure 29-6, Item 26)
1. Remove cap from door open fiting on power pack. Attach pressure hose from hand pump to door fitting
with 200 psi pressure gauge.
2. Slowly apply pressure to ensure fluid seeps from door vent valve.
3. Adjust screw so fluid flows from vent valve at 0 to 100 psi (Chart 2902).
4. Increase pressure to 150 psi maximum. Ensure door vent valve is shut off. If pressure falls below 100 psi,
fluid must resume flowing from door vent valve (Chart 2902).
5. Relieve pressure by cracking hose fitting from hand pump.
6. Disconnect test unit. Cap all open fittings.
29-10-00
Page 30
PIPER AIRCRAFT
PA-42/42-720
DISASSEMBLYOF VENT FILTER (Figure29-6)
1. Removesnap ring and pull out filter.
ASSEMBLYOF VENT FILTER (Figure29-6)
1. Installvent filter into reservoircover. Securewith snap ring.
DISASSEMBLYOF STANDPIPE-FILTER (Figure 29-6)
1. Removestandpipe-filterfrom power packbody.
ASSEMBLYOF STANDPIPE-FILTER (Figure29-6)
1. Install standpipe-filterintopower packbody.
DISASSEMBLYOF HAND PUMP CHECK VALVE (Figure29-6, Item 88)
1. Removefitting from powerpack body.

2. Removesnap ring from fitting.
3. Removeguide, spring,and poppet.
ASSEMBLYOF HANDPUMP CHECK VALVE (Figure29-6, Item 88)
1. Installpoppet,spring,and guideinto fitting. Securewith snap ring.

2. Lubricatethreadson fitting valve. InstallrequiredO-ringclosestto flangedend.
3. Install back up ring and O-ringon fitting.
4. Installvalve assemblyin body. Torqueto 55 inch-pounds.
29-10-00
Page 31
3D2
3D2 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
DISASSEMBLY OF HAND PUMP RELIEF VALVE (Figure 29-6, Item 51)
1. Removeadjustingscrew at top of hand pump reliefvalve.

2. Removehand pump relief valve body by unscrewingit from power pack body.
3. Removespring and stem from valvebody.
4. Removeball.
5. Use brasshook andcarefullyremoveseat from body. Be careful not to damage bore.
6. RemoveO-ring from bottomof cavity.
ASSEMBLY OF HAND PUMP RELIEF VALVE (Figure 29-6, Item 51)
1. Lubricateand installO-ring into powerpack body.

2. Inspectseat seatingsurface. Seatingedgemust be sharp. Lap if necessaryto obtainclean, sharpedge.
3. Drop ball into cavity of hand pump relief valve body. Install ball seatinto body,trappingball between two
parts.
4. Lubricatethreadsand install assemblyinto power packbody. Torqueto 70 inch-pounds.
5. Insert stem and spring into valve body. Install adjustingscrew. Adjusting screw provides adjustmentfor
hand pump relief valve and must be installedflush.
ADJUSTMENT OF HANDPUMP RELIEF VALVE(Figure29-6, Item 51)
1. With input shaft in gear UP or gear DOWN position, apply hand pump pressure very slowly until fluid
flows from hand pump reliefvalve.
- CAUTION
HAND PUMP MUST BE OPERATED SLOWLY WHILE

INCREASING PRESSURE TO BLEED HAND PUMP RELIEF
VALVE.
2. Bleed air from power pack by cracking cap on door open fitting.
3. Adjust screw at top of valve until the valve cracks at 2025 - 2100 psi (Chart 2902). Bleed pressure by
cracking cap on door open fitting after each adjustment.
29-10-00
Page 32
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE
MANUAL
DISASSEMBLYOF HAND PUMPSUCTIONSCREEN (Figure29-6, Item 48)
1. Remove suctionscreenby removingsnap ring.
ASSEMBLYOF HANDPUMPSECTIONSCREEN (Figure 29-6,Item 48)
1. Installfilter into powerpack body. Securewith snap ring.
ADJUSTMENTOF DOORSOLENOIDVALVE(Figure29-7,Item 11)
1. Removecaps from door open and door closefittingson powerpack.

2. Connect test harnessto power pack electricalplug and to power source. (Testharness can be fabricatedas
shown in Figure29-13.)
3. With test harnessswitch in OFF position and inputshaft in UP NEUTRALor DOWNNEUTRALposition,
apply pressureand note fluid flows from door open fitting.
4. With test harness switch in gear UP or gear DOWN position, input shaft in UP NEUTRAL or DOWN
NEUTRALposition,apply pressureand note fluid flowsfrom door closedfitting.
5. Disconnecttest equipment. Cap all open fittings.
DISASSEMBLYOF TIME DELAYCHECK VALVE (Figure29-6, Item 59)
1. Removecheck valvebody from powerpack body.

2. Removesnap ring.
3. Usingbrass hook,pull out seat.
4. Remove ball and spring.
ASSEMBLYOF TIME DELAYCHECK VALVE (Figure29-6, Item 59)
1. Installspring and ball into check valve body.

2. Lubricateand install O-ringon seat.
3. Installseat into check valve body and securewith snap ring.
4. Lubricatethreadsand install O-ringon valve body. Installassemblyinto powerpack body and torqueto 45
inch-pounds.
29-10-00
Page 33
3D4
PIPER AIRCRAFT
PA-42/42-720
AND ADJUSTMENTOF INBOARDGEAR DOORSSWITCH

INSTALLATION
1. Install switch assemblywith insulatingplate betweenthe switch and manifold. Securelightly with washers
and screws.
2. Move selector spoolto gearup and down positiona few times to ensure proper actuatingof switch from ON
to OFF. Torqueswitch screwsto 20 inch-pounds.
3. Safetywire solenoidto bracket(Figure29-7) using 0.032inch safetywire.
4. Connectelectricalwiresfrom switchto terminalblock (Figure29-6). Secureto solenoidwith plastic strap.
-NOTE-
Electrical wires are color coded and must be matched when

reinstallingwires.
5. Installplungers, springs,and button intohandle releasebodies. Retain with snap rings.
6. Install handlereleaseassemblieslooselyin body.
MS35058-21SWITCHOR EQUIVALENT
GEARUP
MS3106A-145-25PLUG
MS3057A-6ACLAMP
GEARDOWN
WIRE: 18 GAUGE
HARNESSLENGTH:2 TO 3 FT
Figure 29-13. Power Pack TestHarnessSchematic
29-10-00
Page 34
3D5
PIPER AIRCRAFT
PA-42/42-720
POWER PACK BENCH TEST ADJUSTMENT
After completionof overhaul,bench test power packprior to installationin airplaneusing hydraulictest unit or
similartest equipment.
1. Use only clean hydraulicfluid per MIL-H-5606.
2. Equipmentneeded is as follows:
a. Testunit pump and hand pump with 2500 psi capacity.
b. One hydraulicpressuregauge with 2500 psi capacity.
c. One hydraulicpressuregauge with 200 psi capacity.
3. Connect test pressure hose to pressure inlet port of power pack. The 2500 psi gauge must operate off
pressureline.
4. Connectsuctionhose to suctionport of power pack.
5. Connectvent hose (if included)to ventport at top of reservoir-cover.
6. Cap all other fittingswith high pressurecaps.
-NOTE-
For control of door valve solenoid, fabricate an electric harness

(Figure 29-13). This harness, when connected to 24-volt battery,
allows control of electrical currentto door valve solenoidpermitting
hydraulicdoor circuitsto operate.
BLEEDING THE HYDRAULICSYSTEM
1. Jack airplane(describedin Chapter7).

2. Ensure reservoiris full.
3. Connecthydraulictest unit to airplane.
4. Cycle landinggear systemthrough severalcycles.
5. Ensure hydraulicreservoiris full.
7. Ensure landinggear selectorhandleis in down, neutralposition,and landinggear is down and locked.
8. Removeairplanefrom jacks.
29-10-00
Page 35
3D6
PIPER AIRCRAFT
PA-42/42-720
REMOVAL AND INSTALLATION OF HYDRAULIC LINES
Removedamagedhydraulicline by disconnectingfittingsat each end and disconnectingbrackets(Figure29-3).

Provide small container for draining line. Install new or replaced line by connectingfittings at each end and
connectingbrackets. Refill power pack withhydraulicfluid.
-NOTE-
When using straight thread type fittings, locknuts must be tightened

so O-ringseals are on non-threadedportionof fitting.
REMOVAL AND INSTALLATION OF HYDRAULIC FILTERS
The hydraulicfilters,locatedon lower rightforwardside of each engine firewall,are removedas follows:

1. Removeturtle back skin aft of cowlingsto gainaccessto forwardand aft sidesof firewall.
2. Disconnectfilter inlet hose and outletline from filter.
3. Removefilter from firewall by holdingbolts at aft side of firewall and removingnut at filter.
4. The filter is installedin reverseorder.
5. After running engine,check for leaks.
2-
7 8 9 10
' D . 4
1. BODY, FILTER
2. O-RINGSEAL
3. O-RINGSEAL
4. FILTER
6 5. SPRING
6. BOWL
7. VALVE,BY-PASS
8. SPRING
9. SCREW,PRESSURE
10. O-RINGSEAL
Figure 29-14. Hydraulic Filter
29-10-00
Page 36
3D7
PIPER AIRCRAFT
PA-42/42-720
REPLACEMENT OF FILTER ELEMENTS (Figure 29-14)
1. Removeturtle back skin aft of cowlingsto gain accessto forwardand aft sides of firewall.
2. Cut safetywire, unscrewbowl, and removefilter element.
3. Cleanfilter bowl with suitablecleaningsolventand dry.
4. Replacefilter elementand O-ringon bowl.
5. Half fill filter bowl to minimizetrappedair in hydraulicsystem and replacebowl.
6. Safetyfilter bowl with safety wire (MS20995C20)and replacecowl.
7. After runningengine, check for leaks.
HYDRAULIC PUMP OPERATIONAL CHECK
To determineoperationalconditionof each hydraulicpump, conductfollowingcheck:

1. Startone engine and allowto stabilizeat idle.
2. With engine operating at 52% gas generatorspeed, move gear selectorhandle to gear down position. One
pump must build up pressurein hydraulicsystem and returnselectorhandleto neutral positionwithin 3 to 9
seconds. Again select down positionand checkhandle returntime.
3. Shut enginedown and repeat precedingsteps for otherengine.
4. If selector handle does not return to neutral during operation check for one pump, but does return within
requiredtime duringcheck of other,removepump and determinecause of malfunction.
PROCEDURE AFTER HYDRAULIC PUMP FAILURE
If pump breakage occurs, metal particles could exist in hydraulic system. To rectify condition, flush hydraulic
system as follows:
1. Replace defective engine-driven hydraulic pump and prime it. Do not connect pump to hydraulic system
until system is flushed.
2. Flush system.
3. Remove filter elements and check for metal particles. If metal particles are found in filter, clean filter bowl
with dry cleaning solvent. Dry with compressed air and install new filter elements.
REMOVAL OF HYDRAULIC PUMP
1. Removeupper and lower enginecowlsby releasingskin fastenersand separatingtwo halves.

2. Place drip pan under engineto catch spillage.
3. Disconnecttwo hydraulichoses fromend of pump. Cap hoses to preventcontamination.
4. Disconnectdrainhose from bottom of pump.
5. Removefour nuts,lock washers,and flat washersfrom base of pump.
6. Removepump from enginehousing.
7. When removing pump from drive gear; remove, destroy, or discard gasket from pump mounting face.
Replacegasket and all seal rings with new parts upon reassembly.Never reinstallan old gasketor seal ring.
29-10-00
Page 37
3D8
PIPER AIRCRAFT
PA-42/42-720
10
9
-12
13
14
1. DRIVESHAFT
2. DRIVEPIN
3. RETAINERRING
4. SEAL - WITHOUTGARTERSPRING
5. SEAL - WITH GARTER SPRING
6. GASKET
7. DRIVESIDEASSEMBLY
8. LOCKNUT
9. O-RING
10. CENTERPLATEASSEMBLY
11. DOWEL(4)
13. REARSIDEASSEMBLY
14. STUD
15. O-RING
16. DRIVEPIN
17. SECONDARYSHAFT
18. SECONDARYGEAR
19. DRIVEGEAR
Figure 29-15. Hydraulic Pump
29-10-00
Page 38
3D9
PIPER AIRCRAFT
PA-42/42-720
DISASSEMBLY OF HYDRAULIC PUMP (Figure 29-15)
1. Cleanoutsideof pump thoroughly.

2. Mark line with blue Dykem or some equivalentremovablesubstancefrom rear side, across centerplateto
drive side for proper reassembly.
- CAUTION
DO NOT USE SCREWDRIVER OR SHARP TOOL TO

SEPARATE PARTS DURING DISASSEMBLY.
3. Remove four socket head cap screws securingrear side, centerplate,and drive side. Screws are threaded
into drive side.
4. Removefour locknutsfrom studsextendingout of driveside flangewhich mates with centerplate.
5. Remove rear side by rocking it side to side and sliding in from four dowels. If it sticks, tap gently with
plasticor rubberhammer.
6. Remove four studs from rear side. Remove and discardlarge O-ring seal from rear side. Pull drive and
secondaryshaftsuntil drive pins clear gears. Removedrivepins.
7. Removedrive gear, secondarygear,and secondaryshaft by pullingfrom centerplate.
8. Removedrive shaft by pushing it out of drive side. Removecenterplateand dowels by rockingit from side
to side.
9. Remove large O-ring seal from drive side; discard.
10. Remove retainerring securingseal in drive side seal bore. Note proper positionof seal during disassembly.
Removeand discardtwo part seal.
CLEANING, INSPECTION, REPAIR OF HYDRAULIC PUMP
1. Immerse and wash all metallic parts in trichlorethylene (Military Specification MIL-T-7003) or equivalent
commercial cleaning solvent. Clean all openings and passages with fine fiber brush dipped in solvent. Do
not scrub surfaces with tool that will cause scratches.
- WARNING
GOGGLES AND RUBBER GLOVES MUST BE WORN AND

ADEQUATE VENTILATION PROVIDED WHEN USING
TRICHLORETHYLENE OR CLEANING SOLVENTS.
REPEATED CONTACT OF SOLVENT WITH SKIN CAN CAUSE
IRRITATION. IF VAPORS ARE INHALED, SERIOUS DAMAGE
CAN RESULT.
29-10-00
Page 39
3D10
PIPER AIRCRAFT
PA-42/42-720
2. Dry all parts thoroughly with clean, lint-free cloth, or dry, filtered, compressedair at maximum20 psi.
Blow out all parts,bores, and passageswith compressedair.
3. Under strong light and magnification,inspect all parts for scoring, nicks, scratches, pitting, corrosion,
cracks, and excessivewear. Inspectall threadedsurfaces for chipped, crossed,or strippedthreads. Ensure
all parts conformto informationin Chart2903.
-NOTE-
When pump operates under conditions where parts exceed wear

limits, pump will not produce rated capacity and system will not
functionproperly. Repairor replaceparts not withinstated limits.
ASSEMBLY OF HYDRAULIC PUMP (Figure 29-15)
Soak seal and seal rings in Hydraulic (MIL-H-5606) fluid for minimum 2 hours before installation.
1. Replace drive shaft seal into drive side seal bore. Be sure to install drive shaft seal back to back.
2. Replace retainer ring into drive side seal bore.
3. Install new O-ring seal on drive side.
4. Mate centerplate assembly with drive side assembly. Align dowel pins.
5. Install drive shaft from engine side of drive side assembly.
6. Install secondary shaft into centerplate. Install drive and secondary gears onto drive and secondary shafts.
Ensure drive pin counter bore on drive gear faces pump rear side. Install drive pins.
7. Install four studs and new O-ring seal on rear side assembly.
8. Lightly oil gear teeth with hydraulic fluid before completing assembly.
9. Mate rear side assembly with centerplate, aligning drive and secondary shafts with respective holes in rear
side assembly.
10. Replace four locknuts on studs extending out of drive side flange mating with centerplate.
11. Replace four socket head cap screws securing rear side, centerplate, and drive side assemblies. Torque
socket head cap screws and locknut to 60 inch-pounds.
12. When pump is assembled, turn drive shaft by hand and ensure pump turns freely. If sticking or binding
exist, disassemble pump and determine problem. Do not apply power to pump until it turns freely by hand.
29-10-00
Page 40
3D11
PIPER AIRCRAFT
PA-42/42-720
CHART2903. INSPECTIONAND REPAIR,HYDRAULICPUMP

ITEM INSPECTION REPAIR
(Figure 29-15)
Rear Side Visuallyinspectlappedface Lap surfaceto removeany
for scratchesor scoring. scratches.
Centerplate Visuallyinspecttwo lapped Lightly stone any burrs around

faces for scratchesor scoring. gear pockets. Lap faces,but
Inspectgear pocketsfor deep do not removemore than 0.0001
scratches. inch total metal from both sides.
Drive Side Visuallyinspectlapped Lap surfaceto removeany

surfacefor scratchesor scratches. If deep scratches
scoring. exist, replacepart.
Secondary Shaft Inspect shaft for deep If deep scratches exist,

scratches in bearing area. replace secondary shaft.
Gears Visuallyinspectgears for If gears are not within

chippedteeth or cracks tolerance, or if any cracked
aroundbore. Measure teeth exist, replace pump.
gear O.D., whichmust be
1.1646 - 1.1644 inch.
Bearings Visuallyinspectbearing If badly scored,replacepump.

bores for scratchesor
scoring.
-NOTE-
Use PA-42 Parts Catalog to obtain repair kits for servicing pump.
29-10-00
Page 41
3D12
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF HYDRAULIC PUMP
1. Place new gasketon base of housing.

2. Lubricatepump shaft splineswith MolybdenumDisulfidetype G paste lubricant.
-NOTE-
Drain fitting must face to lower right in downward position when

installingpump.
3. Install pump on housing.
4. Line up shaft splineswith gearinsideengine housing.
5. Install flat washers,lock washers,and nuts on base of pump;tighten.
6. Install two hydraulichosesand primepump beforecompletinghookupto firewallfittings.
7. Ensure system reservoircontainsproper amountof clean hydraulicfluid.
8. Changesystem fluidfilters.
PRIMING HYDRAULICPUMP
When pump is serviced or replaced,prime hydraulic pump to assure it does not operate in dry condition as
follows:
1. Removehydraulicsuctionand pressurelines from firewallfittings.
2. Installcaps on suctionand pressurefitting at firewallto preventfluid lossprior to hookupof hydrauliclines.
3. Hold both lines higherthan pump. Pour hydraulicfluid(MIL-H-5606)into lines.
4. One by one, remove caps from firewall fittings and connect appropriate line to fitting. Do not spill
hydraulicfluid previouslyput in lines.
5. After operatingengine,check hookupfor leaks.
29-10-00
Page42
Reissued:December31, 1989 3D13
PIPER AIRCRAFT
PA-42/42-720
HAND PUMP (EMERGENCY)
REMOVAL OF HAND PUMP
1. Removepump accesspanel aft of controlpedestal.

2. Disconnecthydraulicpressureand suctionlines from forwardend of pump.
3. Removepump from mountingbracketby removingattachmentbolts.
4. Removepump from airplane.
5. Coverpressureand suctionlines to preventcontamination.
DISASSEMBLYOF HANDPUMP (Figure29-16)
1. Remove plunger and component parts by removing quick click pin and four screws. Allow bracket to
separatefrom pump body.
-NOTE-
To remove quick click pins, use hollow steel rod with outside
diameter of 0.186 - 0.184 inch and inside diameter (bore) of 0.166
inch.
2. Pull plungerassemblyfrompump body.
3. Slide scraperand glandfrom plunger.
4. Removecheck valve assemblyfrom plungerby removingsnap ring from plungercavity. Inject low charge
of air into hole in plungerside to removeseat, ball, and spring.
5. Remove check valve assemblyin pump body suctionport by removingsnap ring. Inject low charge of air
into pump bodyplungerbore to removeseat, ball, and spring.
29-10-00
Page 43
0
3D14
PIPER AIRCRAFT
PA-42/42-720
1. SNAPRING
2. O-RING /
3. SEAT
4. BALL
5. SPRING
6. BODY,PUMP
7. SNAPRING
8. O-RING
9. SEAT
10. BALL
11. SPRING
12. GT-RING
13. PLUNGER
14. QUICK CLICKPIN
15. O-RING
16. GLAND
17. BACKUP
18. BACKUP
19. O-RING
20. SCRAPER
21. BRACKET
22. QUICKCLICK PIN
23. LINK
24. QUICK CLICKPIN
25. SCREW
26. LEVER
27. GRIP
28. ROLLPIN
29. HANDLE
30. STOP
31. ROLLPIN
32. SPRING
33. DRIVESCREW
34. HANDLEASSEMBLY
Figure 29-16. Hand Pump
29-10-00
Page 44
3D15
PIPER AIRCRAFT
PA-42/42-720
CLEANING, INSPECTION, AND REPAIR OF HAND PUMP
1. Clean pump parts with suitable solvent and dry thoroughly.

2. Inspect plunger for enlarged pinholes and inspect surface area for scratches, burrs, etc, which could damage
O-ring.
3. Inspect check balls and seats for damaged seating areas and corrosion.
4. Check general condition of all other parts.
5. Repairs to pump are limited to polishing out small scratches, burrs, etc. Replace worn O-rings and damaged
parts.
ASSEMBLY OF HAND PUMP (Figure 29-16)
Lubricate all parts with oil (MIL-H-5606) prior to assembly as follows:

1. Lubricate O-ring and install on seat.
2. Install spring, ball, and lubricated seat into plunger. Retain with snap ring.
3. Install GT-ring on plunger.
4. Install O-ring and back up into inside groove of gland.
5. Install O-ring and back up onto outside groove of gland.
6. Lubricate entire gland and slide it onto plunger with recessed end on outside.
7. Lubricate pump body bore and slide plunger and gland into pump body.
8. Install scraper onto gland recess by sliding scraper over plunger with tapered lip of scraper facing outward.
9. Attach bracket to pump body with four screws. Torque to 70 inch-pounds.
10. Position link and install quick click pin.
11. Lubricate O-ring and install on seat.
12. Install spring, ball, and lubricated seat into pump body suction port. Secure with snap ring.
INSTALLATION OF HAND PUMP
1. Position hand pump on mounting bracket and secure with bolts.

2. Connect hydraulic pressure and suction lines to forward end of pump.
3. Bleed hand pump and test hand pump operation.
4. Install access panel.
5. Ensure reservoir is filled with hydraulic fluid.
29-10-00
Page 45
3D16
PIPER AIRCRAFT
PA-42/42-720
BLEEDING HANDPUMP
Purge hand pump by operatingpump until all air is expelledfrom pump. This usually requiresapproximately
15 pump cycles.
HAND PUMP TEST
1. Ensure reservoiris filled with hydraulicfluid.

2. Remove cap from door-open port. Operate emergencyhand pump until fluid flows from port with no
evidenceof air in system. Replenishreservoirwith clean hydraulicfluid.
3. Removefitting and install 2100psi gaugeat door-openport.
4. Operate emergencyhand pump very slowlyuntil pressureon gauge stopsincreasing,indicatinghand pump
relief valve has opened.
-CAUTION
WHEN BLEEDING HAND PUMP RELIEF VALVE, HAND

PUMP MUST BE OPERATED VERY SLOWLY AS PRESSURE
IS INCREASED. IF OPERATED RAPIDLY, DAMAGE TO
VALVE CAN OCCUR, AS AIR WILL SLAM PARTS AGAINST
EACH OTHER.
5. Ensure maximumgauge complies with those in Chart 2902. During pumpingoperation,emergencyhand
pump must not feelspongy duringup or downstroke.
6. Crackgauge in door-openport to releasepressure;removegauge. Reinstallfitting at door-openport.
-NOTE-
After completingtest, reinstallline and check reservoirfluidlevel.
29-10-00
Page 46
Reissued:December31, 1989 3D17
PIPER AIRCRAFT
PA-42/42-720
4 6 8 1011 12 1314 16 71917 20 22
1. ROD END 12. BARREL

2. LOCKNUT 13. NUT
3. GT-RING 14. BACK UP
4. END CAP 15. O-RING
5. SAFETY WIRE 16. RACE
6. PISTON 17. O-RING
7. BALL 18. BACK UP
8. GT-RING 19. PLUNGER
9. O-RING 20. SPRING
10. BACK UP 21. SAFETY WIRE
11. NUT 22. CLEVIS
Figure 29-17. Gear Door Actuating Cylinder
1. CYLINDER BODY 9. STOP

2. GT-RING 10. NUT
3. PISTON 11. NUT
4. O-RING 12. ROD END
5. BACK UP 13. KEY
6. END CAP 14. WIRE, SAFETY
7. GT-RING 15. KEY
8. SCRAPER 16. WIRE, SAFETY
Figure 29-18. Gear Actuating Cylinder (Nose Gear)
29-10-00
Page 47
3D18
PIPER AIRCRAFT
PA-42/42-720
GRIDS 3D19 THRU 3D21

29-10-00
Page 48
CHAPTER
ICE AND RAIN PROTECTION
3D22
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 30 - ICE AND RAIN PROTECTION
SYSTEM GRID
30-10-00 AIRFOIL DEICING SYSTEM 3E2

30-10-00 Descriptionand Operation 3E2
30-10-00 Troubleshooting 3E2
30-10-00 OperationalCheck 3E5
30-10-00 ElectricalCheck 3E5
30-10-00 PressureLeakageTest 3E5
30-10-00 PneumaticRegulatorAdjustment 3E9
30-10-00 Timer Maintenance 3E10
30-10-00 Inspection 3E10
30-10-00 GroundTest Procedure 3E10
30-10-00 100- HourInspection 3E10
30-10-00 Removalof Boots 3E11
30-10-00 Repairof Boots 3E12
30-10-00 Cold Repair 3E12
30-10-00 VulcanizedRepair 3E16
30-10-00 Materialsfor VulcanizedRepairs 3E17
30-10-00 Definitionof Terms 3E17
30-10-00 GeneralProcedure 3E18
30-10-00 Curing 3E19
30-10-00 SurfaceScuffs 3E20
30-10-00 Deep ScuffThroughNeopreneSurface 3E20
30-10-00 Holes or TearsThroughSurfaceSide of TubeArea 3E22
30-10-00 Holes or TearsThroughBacksideof TubeArea 3E22
30-10-00 Holes or TearsThroughTwo Sides 3E22
30-10-00 HolesThrough DeicerExtendingfrom One
Tube Into Another 3E22
30-10-00 Hole Through DeicerOutsideof Tube Area 3E24
30-10-00 Installation 3E24
30-10-00 Preparationof LeadingEdges 3E24
30-10-00 Preparationof Deicer 3E24
30-10-00 MountingDeiceron LeadingEdge 3E24
30-10-00 AdhesionTest 3F4
30-10-00 Maintenance 3F4
30-10-00 Icex Application 3F6
30-10-00 ResurfacingConductiveCement 3F6
30 - Cont./Effect.
Page 1
3D23
3D23 Reissued: December31, 1989
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 30 - ICE ANDRAINPROTECTION(continued)
SYSTEM GRID
30-20-00 AIR INTAKES 3F8

30-20-00 Troubleshooting 3F8
30-20-00 Air InletDeicer SystemOperationalCheck 3F16
30-20-00 Removalof InletDeicers 3F17
30-20-00 Installationof Inlet Deicers 3F17
30-20-00 ElectricalCheckof Inlet Deicers 3F18
30-20-00 EngineAir InletIce ProtectionSystem 3F22
30-20-00 Removalof Ice DeflectorDoorTransmission 3F22
30-20-00 Cleaning,Inspectionand Repairof Ice DeflectorDoor 3F22
30-20-00 Installationof Ice DeflectorDoorTransmission 3F22
30-20-00 Adjustmentof Engine Ice ProtectionSystem 3F23
30-20-00 Removaland Installationof GeneratorInlet Scoop 3F23
30-40-00 WINDOWSAND WINDSHIELDS 3F23

3040-00 HeatedWindshieldCheck 3F23
3040-00 Copilot'sHeatedWindshield 3F24
30-40-00 WindshieldWiperMechanism 3F24
30-40-00 ElectricalWindshieldWipers 3F24
30-40-00 Removalof WiperMechanism 3F24
30-40-00 Installationof WiperMechanism 3F24
30-40-00 WiperBladeand Arm Removal 3G2
30-40-00 WiperBlade and Arm Installation 3G2
30-40-00 WiperBlade and Arm Adjustment 3G2
30-60-00 PROPELLERS 3G3

30-60-00 Descriptionand Operation 3G3
30-60-00 MaintenancePractices 3G5
30-60-00 DeicerSystemOperationalCheck 3G5
30-60-00 Usingthe Ammeter 3G8
30-60-00 HelpfulTips 3G8
30-60-00 50 - Hour Inspection 3G10
30-60-00 100- HourInspection 3G10
30-60-00 Checkingfor BrushWear 3G12
30-60-00 Replacementof Brushes 3G13
30-60-00 Alignmentof New Brushes 3G13
30-60-00 Replacementof BrushBlockModularBrushAssemblies 3G14
30-60-00 BrushModuleReplacement 3G14
30-60-00 Slip Rings 3G16
30 - Cont./Effec.
Page 2
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 30 - ICE ANDRAIN PROTECTION (continued)
SYSTEM GRID
30-60-00 PROPELLERS(continued)
30-60-00 Machiningof Slip Rings 3G16
30-60-00 Replacementof Slip Rings 3G16
30-60-00 DeicerBoots 3G17
30-60-00 ResistanceCheckof DeicerBoots 3G17
30-60-00 Replacementof DeicerBoots 3G17
30-60-00 Repair of PropellerDeicerLead Strap 3G17
30-60-00 Removalof Deicers 3G18
30-60-00 Preparationof SurfacePrior to Installationof Deicer 3G18
30-60-00 Applicationof Cement 3G20
30-60-00 Installationof Deicersand RequiredMaterials 3G21
30-60-00 Preparationand Applicationof Sealer 3G21
30-60-00 WrinkledDeicers 3G23
30-60-00 Installationof PropellerDeicerStraps and
WireHarness 3G24
30-60-00 Balancing 3G24
30-60-00 FinalElectricalCheck 3H1
30-60-00 Other Components 3H1
30-60-00 PowerControland Relays 3H2
30-60-00 Removalof the PowerControlRelays 3H2
30-60-00 Installationof PowerControlRelay 3H2
30-60-00 Removalof DeicerTimer 3H4
30-60-00 Installationof DeicerTimer 3H4
30-60-00 TimerTest 3H4
30- Cont./Effec.
Page 3
3E1
PIPER AIRCRAFT
PA-42/42-720
GENERAL
AIRFOIL DEICING SYSTEM
Each deicer boot is essentiallya fabric reinforcedrubber sheet containingbuilt-in inflationtubes. The deicers
are attachedby cementto the surfaceleading edge.
The deicers are installed along the leading edges of the wings, both inboard and outboard of the engine
nacelles,and on tail surfaces. Uponactuationof the deicer switch, the outboardwing boots, the tail, and inboard
boots inflate for 6 ± 0.5 seconds. There are flexibleair connectionson the back side of the deicers called air
connectionstems. Each stem projectsfrom the undersideof the boot into the leading edge through a hole in the
metalskin and connectsto the airplaneair supplysystem.
TROUBLESHOOTING
When using troubleshooting charts, ensure engine bleed air system and airplane electrical system are
operational.
30-10-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
(PNEUMATICAIRFOILDEICERSYSTEM)

Deicersdo not inflate. Open circuitbreaker. Push circuitbreakerto
Pneumaticpressure reset.
gaugein green.
Systemconnectionloose or Tightenor repair as
wire broken. required.
Timer not functioning. Test and replaceif

required.
Deicervalvesnot Make electricaltest. Check

functioning. for sticking poppet Clean.
Lines blocked or Blowout lines and inspect

not connected. connections. Make air
leakagetest.
Deicersinflateslowly Lines partiallyblockedor Blow out lines and inspect

(Inflation time - 6 ± .5 not connectedsecurely. connections. Make air
seconds.) leakagetest.
Deicer valve not Test or replace as

functioning. required.
System pressure not Check pneumatic system

being reached. performance to manu-
facturers specifications.
Deicer puncture. Repair per specification

or replace.
System does not achieve Inflation time inadequate; Test and replace as required.
operating pressure. (Leak timer not functioning Clean or replace valve.
test shows no sign.) properly, solenoid valve
not open for six seconds.
30-10-00
Page 2
3E3
PIPER AIRCRAFT
PA-42/42-720
CHART 3001. TROUBLESHOOTING(PNEUMATICAIRFOIL DEICER SYSTEM) (continued)
Deicersdeflateslowly. Pressureregulatorset too Readjustpressure

low. regulator.
Lines partiallyblocked. Inspectand blow out

lines.
Overboardline from Inspectand blow out

controlvalve partially lines.
blocked.
Leakagein system Leak check and correct

plumbing. leaking.
30-10-00
Page 3
3E4
PIPER AIRCRAFT
PA-42/42-720
OPERATIONAL CHECK
Check pneumatic deicing system on the ground at least every 100 hours includinga visual inspection of the
deicer boots.
With one engine operatingat 80% Ng, turn on deicing system. The pressure will fluctuateas tubes inflate and
deflate. Checkpneumaticpressuregauge. If pressureis satisfactory,check operationof deicers for a malfunction
and look for tubes whichleak or fail to inflate and deflateproperly. Repeatprocedurefor other engine.
ELECTRICAL TEST
Withenginesoff, turn airplanebattery switch on.

1. Deicer Valves. Checkvalves beneathcenter floorboardaft of FuselageStation 154.00. Turn system switch
on. One valve must actuate immediatelyfor 6 ± 0.5 secondswith an audible click which can be felt if a
hand is placed on valve. The othervalve must actuate 6 ± 0.5 secondsafter the first and remain actuate for
6 ± 0.5 seconds. If either valve does not function,followinstructionsbelow:
a. Disconnectwires at valve. Attachtest light or other suitabletest equipmentto connectorand reactuate
system switch. If test equipmentdoes not indicatecompletecircuit,completethe followingchecks:
(1) Checkcircuitfrom timer to valve connectorto ground.
(2) Replacetimer (referto PA-42Parts Catalog).
b. Use an ohmmeterto check valve for an open circuit If valvecircuit is open, replacevalve.
PRESSURE LEAKAGE TEST (Figures 30-1 and 30-2)
1. Remove appropriatefloor panels to gain access to deicer solenoidvalves under floor at Fuselage Station
157,near center of fuselage.
2. Disconnect pressure/vacuumline from outboard boots valve. Connect test apparatus to line (shown in
Figure 30-2)
-NOTE-
Use only clean and oil-free shop air. Shopair sourcemust be capable
of applyingat least 18 psig.
3. Attach shop air to test apparatuswith controlvalve closed. Adjust regulatoruntil 19 psig registerspressure
gauge(number 1)ahead of controlvalve.
4. Slowlyopen control valveto inflateoutboardwing deicer boots.
30-10-00
Page 4
Reissued:December31, 1989 3E5
3E5
PIPER AIRCRAFT
PA-42/42-720
PILOTS TURN& BANK

BLEEDPORT INDICATOR ENGINEBLEEDPORT
DOORSEAL
DEICEBOOT
1. BLEEDAIR CHECKAND SHUTOFFVALVE(N.O.) 9. PRESSURESWITCH(N.O.) 15 ±1 PSI

2. INTERCOOLER 10. PRESSURESWITCH(N.O.) 15± 1 PSI
3. BLEEDAIR OVERTEMPERATURE SWITCH(N.O.) 11. CHECKVALVE
4. PNEUMATICSYSTEMCHECKVALVE 12. VACUUMREGULATOR(4.5 TO 5.2 IN. HG)
5. PRESSUREREGULATORAND RELIEFVALVE 13. INLETFILTER
6. EJECTOR 14. PRESSUREGAUGE
7. DEICERSOLENOIDVALVE(N.C.),OUTBOARDBOOTS 15. SUCTIONGAUGE
8. DEICERSOLENOIDVALVE(N.C.), INBOARDAND TAILBOOTS 16. DOORSEAL SOLENOIDVALVE(N.C.)
Figure 30-1. Pneumatic Deicing System Schematic (PA-42)
30-10-00
Page 5
3E6
PIPER AIRCRAFT
PA-42/42-720
PILOTSTURN& BANK
INDICATOR ENGINEBLEEDPORT
DEICEBOOT
1. BLEEDAIR SHUTOFF/REGULATOR
VALVE 9. DEICEVALVE(N.O.)15 ± 1 PSI
2. BLEEDAIR INTERCOOLER 10. DEICEVALVE(N.O.)15± 1 PSI
3. BLEEDAIR OVERTEMPERATURESWITCH 11. GROUNDBLEEDAIR BYPASSVALVE
4. PRESSURESWITCH 12. DOORSEAL SOLENOIDVALVE(N.C.)
5. PNEUMATICPRESSUREGAUGE 13. VACUUMREGULATOR(4.5 TO 5.2 IN.HG)
6. PNEUMATICSYSTEMCHECKVALVES 14. CHECKVALVE
7. PRESSUREREGULATOR/RELIEFVALVE 15. INLETFILTER
8. EJECTOR 16. SUCTIONGAUGE
Figure 30-1. Pneumatic Deicing System Schematic (continued) (PA-42-720)
30-10-00
Page 6
Reissued: December 31, 1989 3E7
PIPER AIRCRAFT
PA-42/42-720
5. Allow system to stabilizeand close controlvalve. With pressure trapped in system, check pressuregauge
(number2) downstreamof controlvalve. Ensureleakagerate does not exceed 3 psig per minute.
a. If systemdoes not hold requiredpressure,use soapywaterto find leaks.
b. If connectionsleak excessively,tighten as much as possible. Replace as necessary. Do not use thread
sealantson threadedfittings.
6. Relievepressurein system by slowlyopeningfittingat test apparatus.
7. Retightenfittingand turn on aircraftelectricalpower.
8. Slowly open controlvalve and increasepressureto 14 - 16 psig. Ensure wing boot indicatorlight on copilot
circuit breakerpanel comeson at 15± 1 psig. Replacepressureswitch by removingturtlebackcowl on left
nacelle.
9. Release systempressure. Removetest apparatus.
10. Reconnectsystem pressureline to solenoidvalve.
11. Completesametest for inboardwing and tail bootssolenoidcontrolvalve.
CLEAN
OIL FREE 0-100PSIG
AIR SUPPLY
PRESSUREGAUGE
MANUAL (SYSTEMPRESSURE) CONTROLVALVE
REGULATOR GAUGENO.
15-30PSIG
GAUGENO.2
(LEAKPRESSURE)
PRESSUREGAUGE
0-100 PSIG
TO AIRCRAFT
SYSTEMCONNECTION
Figure 30-2. BootsTest Apparatus
30-10-00
Page 7
3E8
PIPER AIRCRAFT
PA-42/42-720
PNEUMATIC REGULATOR ADJUSTMENT
To gain accessto the pneumaticpressure regulatoron the right of the fuselagecenterline,removethe floorboard
accesspanel at FuselageStation 156.0.
The adjustableregulatorprovides appropriatepressure for the pneumaticsystem. An adjustmentscrew on the
outboardend of the valve body is accessibleby removingthe thermoplasticvent cap from the outboardend of the
regulator. Proceedas followsto check regulatoroperation:
- WARNING-
ALL SAFETY PRECAUTIONS MUST BE OBSERVED WHEN

STARTING AND OPERATING ENGINES. ENSURE AIRCRAFT
IS PROPERLY RESTRAINED WHEN USING FULL POWER
SETTINGS. REFER TO PILOT'S OPERATING HANDBOOK
FOR OPERATING INFORMATION.
1. Start both engines and place both right and left engine bleed air switches in the ON position. Establish
steadyairflowin cabin. If door is closed,ensuredoor sealinflates.
2. Cycle deicer boots and observe system pressure on cockpit pneumaticgauge. With engines at maximum
power 90% Ng, the pressure must not exceed 20 psig. Withone engine operatingat 85% Ng, pressuremust
not go below 16 psig.
3. To adjustregulator,proceed as follows:
a. Removeappropriatefloor accesspanel.
b. Loosen clamp and slideplastic ventcap off outboardend of regulator,exposingadjustmentscrew.
c. Loosenjam nut on screw and rotate screw clockwiseto increasepressure,counterclockwiseto decrease
pressure.
d. Lock screw in positionwith jam nut.
e. Reinstallplastic vent cap on regulatorand tightenclamp.
- CAUTION -
ENSURE VENT CAP IS REINSTALLED PROPERLY ON

REGULATOR. ENSURE HOSE FROM CAP TO FUSELAGE
IS SECURE AND IN GOOD CONDITION. IF CAP IS LEFT
OFF OR NOT PROPERLY SECURED, REGULATOR IS
REFERENCED TO CABIN PRESSURE, NOT AMBIENT
PRESSURE, CAUSING REGULATOR TO ALLOW
EXCESSIVE PNEUMATIC PRESSURE TO BUILD UP IN
DEICERS AND DOOR SEAL.
-NOTE-
New aircraft contain a pressure regulator incorporatingan overboard

vent fitting, eliminating the vent cap used on earlier aircraft.
Regulatoradjustmentis unaffected.
30-10-00
Page 8
PIPER AIRCRAFT
PA-42/42-720
TIMER MAINTENANCE
No field maintenanceis recommended. See parts catalogfor replacementor vendorfor repairs.
INSPECTIONS
Completea ground check of entire deicer system at least every 100 hours. To ground check system without
operatingengine, disconnectpneumaticsystem line (3/4-inchbranchline upstreamof bleed air shutoffvalve) at
engine and connect hose from shop air to pneumaticline with air regulatedto 22 psig. The shop air supply must
be capableof deliveringair 3 poundsper minuteat 22 psig.
Before checkingsystem,inspect all deicers for damage and repair accordingto cold patch or vulcanizedrepair
procedures in this section. To check system, use deicer piping diagram drawing to determine the operating
pressureand inflationtime allottedfor deicers.
GROUND TEST PROCEDURE
After establishingtest pressure range, connectan externalair pressure source to the 3/4-inchengine pneumatic
line. A check valve in the line preventsair from being forcedback through the oppositeengine bleed air ports.
Activatesystemand checkoperatingpressure. The pressuremust be within 1 psig of the recommendedoperating
pressurewith each inflation.
If deicersdo not reachoperatingpressure,check solenoidvalves. If boots deflate slowly,lines or ejectorscould
be plugged. Ensure system inflates in approximately6 ± 0.5 seconds. (See OutboardWings,Inboard Wingsand
Empennagesection.)
CHART 3002. OPERATING PRESSURES
Recommended Operating Pressure Test Pressure

PSIG in PSIG
MIN. MAX.
18 16 20
100-HOURINSPECTION
At each 100-hourinspection,inspectand operatedeicer bootsas follows:

1. Carefullyinspectdeicers for damage or deterioration.Repairor replacedamagedboots.
2. Replacebootsshowingconsiderablewear or deterioration.
3. Inspect all hose connectionscomprisingthe pneumaticdeicing system. Replace deterioratedsections of
non-kinkhose.
30-10-00
Page 9
3E10
PIPER AIRCRAFT
PA-42/42-720
INFLATIONAREA ALLTUBESINFLATED
Figure 30-3. PneumaticDeicerBoots Operation
4. Checkoperationof boots and operatingpressureof system.

5. If new boots are installed,check tube inflationto ensure air connectionstems are properlyconnected.
6. Checkon-offcontrol switchfor proper operationand wiring.
REMOVAL OF BOOTS
-WARNING
DEICER BOOTS MUST BE REMOVED IN A WELL

VENTILATED AREA TO AVOID INHALATION OF TOXIC,
SOLVENT FUMES. TO REMOVE BOOTS, USE TURCO 388 OR
KELITE 21; TO REMOVE DRIED CEMENT, USE MEK
(METHYLETHYLKETONE) IN SQUIRT CAN.
-NOTE-
Disconnect line fittings from boot fittings.

I. Starting at one comer of deicer upper trailingedge, apply minimumamount of solvent to seam line while
applyingtensionto peel back comer of deicer.
2. Separate deicer boot from surface for 4 inches along upper trailing edge using a pressurehandle squirt can
filled with solvent.
3. Pull deicer downtowardsleadingedge with uniformtension.
4. Use pressure handle squirt can from centerline of leading edge to lower trailing edge of deicer to soften
bond betweendeicer and wing skin.
5. Use Kelite 21 or Turco 388 to clean dry cement off exposed wing area. Clean area thoroughlywith MEK
(Methylethylketone).
30-10-00
Page 10
PIPER AIRCRAFT
PA-42/42-720
REPAIR OF BOOTS
Deicer repairs are classified as cold when made on boot still on airplaneor vulcanizedwhen boot is taken off
airplane.
COLDREPAIR
-NOTE-
Materials and supplies required for cold repairs are listed in Chart
3003.
1. Scuff Damage - Repairs are only necessary when scuff is severe and entire thickness of surface ply is
removedin spots (brownnaturalrudderunderneathis exposed). Proceedas follows:
a. Clean damagedarea with cloth slightlydampenedwith solvent. Buff area around damage with P/N 74-
451-75 emery buffing stick. Wipe buffed area with clean cloth dampened slightly with solvent to
removeall loose particles.
b. Select ample size patch to cover damaged area. Apply one even coat of cement (P/N 74451-20) to
patch and corresponddamagedarea. Allow cementto set a few minutesuntil tacky.
c. Apply patch to deicer with an edge or the center adhering first. Carefully push down remainderof
patch to avoid trapping air pockets. Thoroughlyroll patch with stitcher-roller(P/N 74-451-73)and
allow to set for 10 to 15minutes.
d. Wipe patch and surrounding area from center outward with cloth dampened slightly with solvent.
Apply one light coat of A-56-Bconductivecement(P/N74-45-11)to patched area.
e. Proper adhesion of patch to deicer is reached in 4 hours. To check repair, inflate deicer after 20
minutes.
2. Tube Area Damage- Repair cuts, tears, or ruptures with fabric reinforcedpatches. (P/N 74-451-16,-17,
-18, or -19, dependingon size of damage.)
a. Select patch which extendsat least 5/8-inchbeyondends and edges of cut or tear.
-NOTE-
Patches are manufacturedto stretchin one direction only. Be sure to

cut and applyselectedpatch so it stretchesin the widthwisedirection
of the inflatabletubes.
30-10-00
Page 11
3E12
3E12 Reissued: December31, 1989
PIPER AIRCRAFT
PA-42/42-720
b. Buff area around damagewith buffingstick (P/N74-451-75).

c. Apply patch to deicer wit stretch widthwise of inflatable tubes. With sticky edge of patch in place,
work remainderdown with slight pulling action to close injury. Do not trap air between patch and
deicer surface.
3. Loose SurfacePly in Dear Area (Non-InflatableArea) - Peel and trim loose surfaceply for proper adhesion
of surfaceply to deicer.
a. Scrub (roughen) area where surface ply was removed with steel wool. Ensure scrubbing motion is
parallel to cut edge of surfaceply to prevent loosening. Buff edges of adjoining surface ply 1/2-inch
with P/N 74-451-75 buffing sticks and taper down to tan rubber ply. Remove loose particles with
solventand rag.
b. Cut piece of surfaceply material(P/N 74-451-23)to extendat least 1 inch in all directionspast damage.
c. Mask off damaged boot area 1/2-inchlarger in length and width than the size of surface ply patch.
Apply one coat of cement(P/N 74-451-11)to damagedarea and one coat to patch. Allow cementto set
until tacky. Roll surface ply to deicer with 2 inch rubber roller (P/N 74-451-74). Roll edges with
stitcher-roller (P/N 74-451-73) and apply enough tension on surface ply to prevent wrinkling and
trappingof air. If air blistersappear aftersurfaceply is applied,removethem with hypodermicneedle.
d. Clean excess cementfrom deicer with solvent.
4. Loose SurfacePly In Tube Area - Loose surfaceply in tube area usuallyindicatesdeicer startingto flex fail.
This failure is easilydetected as a blister under the surfaceply whendeicer is pressurized. If detectedwhile
still a small blister (about 1/4 to 3/8 inch diameter)and patched immediately,service life of deicer will be
extended. Apply repairpatch as outlinedin paragraph2a.
5. Damage To Fabric Back Ply Of Deicer During Removal - If cementhas pulled loose from wing skin and
adhered to the back surfaceof deicer,remove with clean rag and MEK. In spots where coating has pulled
off fabric, leaving bare fabric exposed, apply at least two additionalcoats of cement (P/N 74-451-24)and
alloweach coat to dry thoroughly.
30-10-00
Page 12
Reissued: December31, 1989 3E13
3E13
PIPER AIRCRAFT
PA-42/42-720
CHART 3003. MATERIAL AND SUPPLIED FOR COLD REPAIR

Part No. Quantity Description
74451-C 1 Cold Patch Repair Kit

(FSN1650-856-7939) (B. F. Goodrich Co.)
74-451-11 1/1 pt. can A-56-B Conductive
Cement
74-451-16 30 pcs. Small oval patch
1 1/4 x 2 1/2 in.
74451-17 30 pcs. Medium oval patch
2 1/2 x 5 inch
74451-18 10 pcs. Large oval patch
5 x 10 in.
74-451-19 3 pcs. Patch 5 x 19 inch.
74-451-20 (2) 1/2 pt. *No. 4 Cement
(patching only)
74-451-70 2 Cement Brush I j2 in.
74-451-73 1 1/8 in. Steel Stitcher
74-451-75 6 Emery Buffing Sticks
74-451-87 1 Buffing Shield
* This cement will give best results with the patches in this kit.
The following items may be procured from the B. F Goodrich Co.,

Akron, Ohio, or other manufacturer, as required:
74-451-21 6 ft. roll x 6 in. wide Type 21 or 22 Fillet

74-451-22 15 ft. roll x 2 in. wide Neoprene coated splicing
tape
74-451-23 4 ft. roll x 8 in. wide Neoprene surface ply
74-451-24 1 quart § EC-1403 cement and/or
(FSN 8040-628-4199 and/ EC-1300L
or FSN8040-S141880)
74-451-74 1 2 1/2 in. sponge rubber
roller
74-451-100 1 2 in. dia. x 2 1/2 in. rubber
roller
§ EC-801 filler compound
§ Minnesota Mining and Manufacturing Company, Adhesives Division,

411 Piquette Ave., Detroit, Michigan.
30-10-00
Page 13
PIPER AIRCRAFT
PA-42/42-720
CHART 3003. MATERIAL AND SUPPLIED FOR COLDREPAIR (continued)
Part No.
I Quantity Description
The followingmaterialsmaybe obtainedfrom local supply:
Toluol
As required Clean, Lint-FreeCloths
(preferablycheesecloth)
Rolls 1 in. MaskingTape
1 SharpKnife
6 ft. long Steel MeasuringTape
1 Fine SharpeningStone
As required Steel WoolPads
As required Hypodermicneedles
(22 gaugeor smaller)
Methylethylketone (MEK) can be used instead of Toluol, however MEK causes very rapid drying and -
providesonly 10 secondsworkingtime comparedwith 40 secondsfor Toluol.
CHART 3004. MATERIALS FOR VULCANIZED REPAIRS
Part No. Description Qty.

74-451-B SUPPORT KIT, High pressure Deicer vulcanized repairs....... 1
74-451-B-1 MATERIALS KIT.................................................................. 1
74-451-2 .. NON-STRETCH FABRIC, Uncurred rubber coated........... 15 ft x 8 in.
74-451-3 . FABRIC TAPE, Uncured rubber coated .............................. 15 ft x 1 in.
74451-4 . TUBE FABRIC, Uncured .................................................... 15 ft x 8 in.
74-451-5 . GUM, 0.005 Uncured........................................................... 15 ft x 2 3/4 in.
74-451-6 . GUM, 0.020 Uncured........................................................... 15 ft x8 in.
74-451-7 . TREATED PAPER, Holland or silicone .............................. 30 ft x 8 in.
74451-8 . VULCANIZING CEMENT, No. 60.................................... 1 qt
74-451-9 . VULCANIZING CEMENT, No. 61 .................................... 1 qt
74451-10 .. SOAPSTONE....................................................................... 1 qt
74-451-11 . CONDUCTIVE CEMENT, *A-56-B .................................. 1/2 pt
74-451-12 .. *NEPORENE PUTTY ......................................................... 1/2 pt
*Thesecements havean extendedshelf life, if kept under refrigeration,from 0° to 40°F.
30-10-00
Page 14
PIPER AIRCRAFT
PA-42/42-720
CHART 3005. EQUIPMENT FOR VULCANIZED REPAIRS
Part No. Description Qty.
74-451-B SUPPORT KIT, High pressure Deicer vulcanized repairs....... 1

74451-B-2 ... Tool Kit, Complete............................................................. 1
74-451 -B-3 ... Tool Kit, Special................................................................. 1
74-45140 ... VULCANIZER, Large 2 1/3 x 8........................................ 1
74-451-41 ... PADS, Sponge rubber, 3 1/2 x 11....................................... 3
74-451-42 ... CURING METAL, 6 x 10.................................................. 2
74-451-B4 ... Tool Kit, Standard .............................................................. 1
74-451-70 ... BRUSH, Cement, 1/2 in. ................................................. 2
74-451-71 ... BRUSH, Cement (Artist) ................................................... 2
74451-72 . . SHEARS, 10 in ............................................................... 1
74-451-73 ... STITCHER, 1/8 in. Steel ................................................... 1
74-451-74 ... ROLL, Sponge rubber 2 1/2 in. ........................................ 1
74-451-75 ... STICKS, Emery buffing..................................................... 6
74-451-76 . KNIFE HANDLE .............................................................. 1
74-451-77 ... KNIFE BLADE.................................................................. 3
74-451-78 ... WHETTING STONE......................................................... 1
74-451-79 ... HYPODERMIC NEEDLE................................................. 6
74-451-80 ... ELECTRIC BUFFER ........................................................ 1
74-451-81 ... MANDREL (for felt wheels) ............................................. 3
74-451-82 ... WHEELS (felt buffing)...................................................... 24
74-451-83 ... STONE, Grinding, pointed ................................................ 3
74-451-84 ... STONE, Grinding, flat ....................................................... 4
74-451-85 ... NUT, Hex........................................................................... 3
VULCANIZED REPAIR
Vulcanizedrepairs must be made at an approveddeicer installation station. Careful considerationmust be

givento overall conditionof deicer. If large parts of deicer stretcharea are cracked or checkedto a depthof over
0.005 inch, do not repair. Deicerswith slight checks in stretch area can be coated with conductivecement. If
checkingis deep but restrictedto small area, repair damaged area. Deicers swelledor softenedby contact with
oil or other harmful agents must be scrapped. Determineif damage is repairable by depending upon careful
judgment of inspectorand experienceand trainingof workman.
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Page 15
3E16
PIPER AIRCRAFT
PA-42/42-720
MATERIALSFOR VULCANIZEDREPAIRS
The effectivenessof any repair depends on an analysis of damage and selection of correct repair material.
Deicersare compoundedto resist sunlight and weather,and retain flexibility. Use only materialslisted in Chart
3004 when making vulcanizedrepairs. Select materials specified for each repair and avoid substitution. Since
many materials are dusted with soapstone,wash all materialscarefully with washingor cleaning solventbefore
use. Chart 3005 lists tools and equipmentsuitablefor repair work.
DEFINITIONOF TERMS
Termsin the followinginstructionsare explainedbelow:

1. Wash - Clean surface with clean cloth moistenedwith Toluol or MEK. (Benzineor nonleadedgas can be
used in place of cleaningsolvent. Do not permit free solventsto remain on surfaces.)
2. Route- Removerubber surfaceswith hex nut on shaft attachedto electric buffer.
3. Buff - Roughen surfaceswith Carborundumbuffing sticksor abrasivepaper.
4. Cement - Apply two light coats of a fifty-fifty mixture of number 60 and 61 vulcanizingcements, unless
otherwisespecified. Let each coat dry beforeproceeding.
5. Gum - Uncured rubberstock.
6. FaceSide of Deicer- Side exposedwhen installedor conductivesurfaceside.
7. Restore Conductive Surface - After curing repair on surface side, apply two coats of A-56-Bconductive
cement.
-NOTE-
Do not apply A-56-Bconductivecementto any electricaltransmitting

or receivingequipment.
8. Stitch - Force fabricsor gum elementstogetherwith metalor rubberroller. Stitchfrom center towardedges
to preventtrappingair betweenelements.
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Page 16
3E17
PIPER AIRCRAFT
PA-42/42-720
GENERAL PROCEDURE
Ensure repair room has adequateventilationand is free of dust and foreignmatter. Keep work bench clean so
foreignobjectsdo not contaminatecementand solvents,or damagedeicers. Performthe followingsteps:
1. Before starting vulcanizedrepair, thoroughlyclean large area surroundingdamaged portion and damage
portionof grease,dirt, or talc. Use neutralsoap and watersolution,rinse clean, and dry with clean cloth.
2. Wash repair area carefully with clean cloth moistened in Toluol or Methylethylketone(MEK), Federal
SpecificationTT-M-261.
3. When routingarounddeicer injury,removeor coverall cementcontainersto preventparticlesfrom grinding
stone from contaminatingcement.
4. After buffing or routingan area,removeall dust from deicer and table surfaces.
5. Protect all completedrepairsfrom dust and dirt with clean piece of hollandcloth. Hold cloth in place with
marking tape. Removemaskingtape beforecuring.
6. Release all air trappedbetweengum, fabric, and deicer surfacesby insertinghypodermicneedle throughply
to air pocket
7. Remove all excesscementand dust particlesby washingwith solvent.
8. Use clean brusheswhen makingrepairs. Clean cementbrusheswith Benzineor non-leadedgasoline.
9. Use approvedsafetycan for Toluolor MEK. Removespringand screenout of solventcans before filling.
10. Ensure cements are appliedin a thin smooth coating. If partially set up or lumpy,additionof propersolvent
restores usablecharacteristics.
11. Do not attemptrepairsin temperatureunder 40°F.
12. When humidity is high, wipe moisture off with a solvent dampened clean cloth before proceeding with
repair.
13. When repairingdeicers,keepmaterial,tools, equipment,and hands clean at all times.
30-10-00
Page 17
3E18
3E18 Reissued:December31, 1989
PIPER AIRCRAFT
PA-42/42-720
CURING
The vulcanizerlisted in chart 3005 is adjusted at the factory to heat to 285° ± 5°F, using line voltage specified
on the name plate. All curing times in this manual are for 285F. If line voltage is low, the vulcanizerwill not
heat to 285°F and curing timesare longerthan specified.
Sincecuring timevaries with type and positionof repair,times are given for each specifiedtype of repair.
Cure repair as follows:
-NOTE-
Over-curingdestroysthe flexibilityof deicer. Under-curingprevents

properbonding. Alwayswatchcure time and temperaturecarefully.
1. Preheatvulcanizer.
2. Place spongepad over bottom of unheatedplate.
3. Place piece of clean, unwrinkled(or silicone treated) paper over sponge pad and deicer over holland with
area to be curedcentrallylocatedover bottom platen. (Repairside up.)
4. Place anotherpiece of smooth,clean hollandover area.
-NOTE-
If hollandor siliconetreatedpaper is not available,spread thin coat of

soapy water over surfaces of metal curing sheet and sponge pad.
Allowto dry thoroughly.
5. Place metal curing sheet over holland and clamp heating element in place. Ensure metal curing plate is at
least 1 inch larger overallthan heatingplate. Hand tightenheater firmly.
6. Cure full allottedtime for each repair.
7. Test each repair thoroughlyafter it has cured. Flex and stretch area by hand several times and in a tube;
inflate to 25 psig.
30-10-00
Page 18
PIPER AIRCRAFT
PA-42/42-720
SURFACE SCUFFS
1. Wash surface, apply one coat of conductivecement, and allow to dry thoroughly. Add another coat and
allowto dry. Dip finger in conductivecementsolvent(IsopropylAcetate)and rub down with light circular
movement.
2. Wipesurfacelightlywith IsopropylAcetatemoistenedcloth.
3. Allowto dry thoroughly.Dust lightly with soapstone.
DEEP SCUFF THROUGH NEOPRENE SURFACE
1. Mark area and carefullycut 0.010 inch Neoprenesurfaceply with knife. Preventsurfaceply from peeling
beyondmarked area when using buffer. Ensure area includesfull width of tube and approximately1/2-inch
beyondscuff.
2. Usingbuffer, route down until all pits are removed. Buff 1/8-incharound outer edge of routed area. Mask
off outsideof buffedarea and cement.
3. Using mill or putty knife, apply Neoprene putty. Fill cavity flush with surface and ensure cavity is
completelyfilled. Removemaskingtape and curefor 20 minutes.
4. Restoreconductivesurface.
30-10-00
Page 19
3E20
PIPER AIRCRAFT
PA-42/42-720
Figure 30-4. Markingand CuttingScuff Figure 30-5. RoutingScuff
Figure 30-6. Buffing Edge of Repair Figure 30-7. Hole Through Surface of Tube
30-10-00
Page 20
PIPER AIRCRAFT
PA-42/42-720
HOLES OR TEARS THROUGH SURFACESIDE OF TUBE AREA
1. Mark off area and carefullycut 0.010 inch surfaceply with knife. Preventsurfaceply from peeling beyond
marked area when using buffer. Ensure area includesfull width of tube and approximately1/2-inchbeyond
cut.
2. Using buffer, route down to tube fabric. Be careful while using buffer not to loosen surfaceply beyond
repair area and ensurethat tube fabric is not injured. Washout area.
3. Cut tube fabricpatchslightlylarger than cavitysize, ensuringfabricstretchis acrosswidth of tube.
4. Cement buffed area and contactsurface of tube fabric patch. Apply tube fabric to entire cavity and stitch.
Remove trapped air using hypodermicneedle. Roll up small piece of 0.005 inch gum (about 1/32-inch
diameter and 3/4-inchlong) and workin around edgeof tube fabric using sharppointed object (shears,etc).
Stitch gum and curefor 20 minutes.
5. Scratch shine off gum using Carborundumstick. Buff surfaceply 1/8-incharound repair. Wash repaired
area and applycement.
6. Mask off 1/16-inchbeyond repair. Usingmill or putty knife, applyNeopreneputty filling cavity flush with
surface. Ensure cavityis completelyfilled. Removemaskingtape and cure for 15to 20 minutes.
7. Restoreconductivesurface.
HOLES OR TEARS THROUGH BACKSIDE OF TUBE AREA
1. Route off coatingdownto fabricat least 3/4-inchbeyondcut, washentire buffed area and cement.
2. Cut fabric patch, wash, cement, apply fabric patch, and stitch. Remove trapped are using hypodermic
needle
3. Washand cementrepaired area,apply thin coat of Neopreneputty with mill knife and cure for 22 minutes.
HOLES OR TEARS THROUGH TWO SIDE
Repairone side at a time referringto paragraphstitledHoles or TearsThrough SurfaceSide of TubeArea and

Holesor TearsThroughBacksideof Tube Areain this chapter.
HOLE THROUGH DEICER EXTENDING FROM ONE TUBE INTO ANOTHER
1. Route and buffone side at a time.

2. Workingon surface side, route in between tube tape 3/4-inch in each direction from tear. Route out in
betweentube fillet. Do not damagetube fabric wall.
3. Slit fabricon backsideof deicer,in betweentubes,and 3/4-inchbeyond tear.
4. Cut two fabric patches to extend 1/2-inchbeyond tear. Ensure stretch of fabric patches are with width of
tube.
5. Washand cemententire buffed area of deicer and one side of fabric patches.
6. Apply patchesfor each tube, insertingeach patch throughslit, with uncementedpatches sides back to back.
Stitch each patchto surfaceside first. Tensionotherends slightly and stitch on backside.
7. Washand cementexposedsurfacesof fabric patches.
8. Replacegum in betweentubes and applypatchto backside.
9. Maskoff the repairedarea on surfaceside. Fill flushwith Neopreneputty.
10. Cure surfaceside first for 22 minutesand backsidefor 10minutes.
11. Restoreconductivesurfaceon surfaceside of boot.
30-10-00
Page 21
3E22 3E22 Reissued:December31,1989
PIPER AIRCRAFT
PA-42/42-720
Figure 30-8. Rotating to Tube Fabric Figure 30-9. Cutting Surface of Tube
Figure 30-10. Cementing Buffed Area and Patch Figure 30-11. Applying and Stitching Fabric
30-10-00
Page 22
3E23
PIPER AIRCRAFT
PA-42/42-720
HOLETHROUGHDEICEROUTSIDEOF TUBEAREA
1. Repair surface side and patch backside (see paragraph titled Holes or Tears Through Backside of Tube
Area). Cure completerepair for 22 minutes. Restoreconductivesurface(see paragraphtitled Resurfacing
ConductiveCement).
INSTALLATION
The followingprocedurefor installingdeicersrequiresthat airplanehave provisionsfor air connections,etc.
PREPARATION OF LEADING EDGES
If leading edges are painted,removeall paint includingzinc chromateprimer.

1. With one inch maskingtape, mask off leading edge boot area, following 1/2-inchmargin for non-recessed
boots. Ensure tape is maskedaccuratelyto eliminatecleaningoffexcess cementlater.
2. Clean metal surfacesat least twice with MEK or acetone. For final cleaning,wipe off solventfilm quickly
with clean, dry clothbefore it dries.
-NOTE-
If desired, reapply zinc chromate primer over bare leading edges.

When hard, scuff sand chromatesurfaces and clean before applying
cement.
Deicerscan be installedon alodinedor anodizedsurfaces.

3. Fill gaps of skin splicesthat lead under deicerswith sealing compoundEC-801.
4. Removesump plugs from air connectiongrommets. Remove sectionsof doped fabric used to cover the air
connectionholes, if necessary. Draw out ends of non-kink hose section to protrude through connection
holes in leading edge. If hole is crackedor deteriorated,replacehose.
PREPARATIONOF DEICER
Moistenclean cloth with MEK or acetone. Carefullyclean rough, back surface of boot at least twice. Change
clothsfrequentlyto avoidrecontaminationof cleanedareas.
MOUNTING DEICER ON LEADING EDGE
Thoroughlymix EC-1300Lcementbefore using. Brush on one even coat to cleanedback surface of boot and
to cleanedmetal surface. Allowcementto air dry for a minimum1 hour. Applysecond coat to both surfacesand
allow to air dry anotherhour. Keep ambientinstallationtemperaturebetween40° and 110°F. Longer dryingtime
for cement coats may be required as humidity approaches99%. Deicer and leading edge can be cemented a
maximum48 hoursbeforeactualinstallationif cementedparts are coveredand kept clean.
Snap a chalk line alongleading edge of airfoil section. Darkenchalk line on leadingedge and white reference
line on boot with a ball point pen. Most boots are made with excess material at inboard and outboardedges for
final trimmingafter installation. Some recessedbootstrim on upper and lower edges.
30-10-00
Page 23
PIPER AIRCRAFT
PA-42/42-720
Using clampsor safetywire, attachhose to deicer connectionsas follows:

1. Holding backside of boot close to leading edge, fasten end of each non-kink hose to correspondingair
connection stem. Use tinnermanor other suitable non-kink hose clamps. Tighten each clamp using slip
joint pliers. Do not over squeezeclamp, damaginghose.
2. Push hose connectionsinto either leadingedge grommetsor seals. (Limit handlingcementedside of boot.)
Reactivatecementalongcenterlineleadingedge surfaceand boot in spanwisestrips,approximately6 inches
wide. Rubber rolldeicer firmly againstleadingedge,being careful not to trap air under deicer. Alwaysroll
parallel to inflatabletubes. Position deicercenterlineto coincidewith leadingedge centerline. Hold boot in
position while reactivatingabout 3 inches around connections and correspondingholes in leading edge,
using a clean, lint-freecloth moistenedwith Toluol. Insert connectionsin leading edge holes after cement
has dried to a tacky state and rubberroll boot to leadingedge of tacky area.
3. If deicer attachesoff line, use MEKto remove and repositionproperly. Avoidtwistingor sharp bendingof
deicer.
4. Rubber roll, applyingpressureover entire deicer surfaceparallelto inflatabletubes. Roll edges with narrow
stitcher-roller.
-CAUTION
AVOID EXCESSIVE SOAKING OR RUBBING OF CEMENT,
WHICH COULD REMOVE CEMENT FROM SURFACE.
5. Remove all maskingtape and clean surfaces carefully with MEK. Prevent solvent from running under
deicer edges.
6. Apply maskingtape to deicer edges where exposedtrimmedends or gaps between sectionsmust be filled
with MMMEC-801sealingcompound.
7. Apply maskingtapeto deicer approximately1/4-inchin from trailingedges and to wing skin approximately
1/4-inchfrom trailingedges, both forminga neat, straightline.
8. Apply brush coat of A-56-B cement to surfaces between tapes and to EC-801 seams. Ensure conductive
coating (A-56-B)is continuousfrom deicer surfaceto wing painted surface.
9. Removetape immediatelyafter applyingA-56-Bcement(beforecementdries).
10. Install flow stripsonto leadingedge using 3M EC1300Lcementas shownon Figures 30-12and 30-14.
-NOTE-
Applicationof A-56-Bconductivecement is not necessaryon deicers
containingCONDUCTIVElabels.
- WARNING
CEMENTS AND SOLVENTS USED ARE FLAMMABLE AND
THEIR FUMES TOXIC. CONDUCT ALL WORK IN A WELL
VENTILATED AREA AWAY FROM SPARKS OR FLAMES.
(USE OF SOLVENT RESISTANT GLOVES IS
RECOMMENDED.)
If boots must be removedor loosened,use MEK to soften the adhesionline. Apply a minimumof solventto
seam line while applyingtensionto peel back boot. Removeslow enough to allow solvent to undercutcement
preventingdamageto part. Avoidexcessivequantitiesof solvent.
-NOTE-
Refer to Figures 30-12, 30-13, and 30-14 for flow strip and deicer
boots locations.
30-10-00
Page 24
Reissued: December 31, 199 3F
3F1
PIPER AIRCRAFT
PA-42/42-720
FLOWSTRIP
(TYPICAL)
Figure 30-12. Pneumatic Boot and Flow Strip Locations
30-10-00
Page 25
3F2
PIPER AIRCRAFT
PA-42/42-720
Figure 30-13. PneumaticBoot Flow Strip Locations(continued)
WINGLEADINGEDGECENTERLINE
FLOWSTRIP
FLOWSTRIP
± 0.060 0.060
TOLERANCE TOLERANCE
WING /
LEADINGEDGE WING
LEADINGEDGE
VIEW A VIEW B
Figure 30-14. Pneumatic Boot Flow Strip Locations (continued)
30-10-00
Page 26
Reissued: December 31, 1989 3F3
PIPER AIRCRAFT
PA-42/42-720
ADHESIONTEST
Using excess boot material trimmedfrom ends of wing and empennagedeicers, prepare a test specimen for
each deicer installed. The specimenmust be a 1 x 8 inch thick strip of boot material cementedto wing skin
adjacent to installed boot. Leave 1 inch of strip uncemented to attach clamp. Four hours or more after
installation,attachspring scaleto uncementedend of each strip and measureforcerequiredto remove strip at rate
of 1inch per minute. Applypull 180 degreesto surface.
A minimum of 5 pound tension (pull) is required to remove test strip. If less than 5 pounds is required,
acceptanceof boot adhesionis based on the followingtests:
1. Carefullylift one comer of boot enough to attachspring clamp.
2. Attachspring scale to clamp. Pull up 180degreesto surfaceto boot is removeddiagonally.
3. If a force of 5 poundsper inch of width can be exerted, the installationis consideredsatisfactory. (Width
increasesas comer peels back.)
4. Re-cementcomer.
-NOTE-
Reasons for improper adhesion are dirty surfaces and cement not
reactivatedproperly or mixed thoroughly. Corrosion of metal skin
can occur if proper adhesion is not attained, especially around rivet
heads and metal skin splices.
If adhesionrequirementsare met, airplanecan be flown immediately. Do not inflatedeicers within 12 hoursof
installationor until adhesionstrengthof 8 - 10 poundsis obtained.
MAINTENANCE
Clean deicers with mild soap and water solution. In cold weather,washboots in warm hanger,if possible. If
cleaning is done outdoors,use heated soap and water solution. If water freezes on boots, use portable ground
heater to thaw.
Use Benzol or non-leadedgasoline as alternatives. Moisten cleaningcloth in solvent. Scrub lightly and with
clean, dry cloth, wipe beforecleanersoaksinto rubber. Sparinglyuse petroleumproductswhichdamage rubber.
30-10-00
Page 27
PIPER AIRCRAFT
PA-42/42-720
Figure 30-15. Placing and Stitching Gum Figure 30-16. Removing Trapped Air
Figure 30-17. Masking Repair Figure 30-18. Applying Neoprene Putty
30-10-00
Page 28
PIPER AIRCRAFT
PA-42/42-720
ICEX APPLICATION
B.F.Goodrich Ices is a silicone base material specificallycompoundedto lower adhesionstrength betweenice

and rubber surfaces of deicers. Icexwill not harm rubber and offers addedozoneprotection.
Properlyapplied and renewedat recommendedintervals,Icex providesa smooth polishedfilm which evens out
microscopicirregularities on rubber parts surfaces. Ice formations also have less chance to cling and ice is
removedfaster and cleanerwhen deicersare operated.
Icex will not preventor removeice formations,but keeps it from gettinga strongfoothold.
Before applying Icex, thoroughly clean deicer or other rubber surfaces with rag dampened with non-leaded
gasolinefollowedby scrub washof mild soap and water. Allowtime for surfacesto dry.
Shake Icex can well. Hold nozzle approximately12 inchesfrom surfaceand spray sparingly. If applicationis
too heavy,resultingstickysurfacepicks up runwaydust and inhibitsice removingefficiency.
Due to natural abrasive effectson leading edges of deicersduring flight, reapply Icex to wings and empennage
deicersevery 150 flight hours.
RESURFACINGCONDUCTIVE CEMENT
The followingmaterialsare required to removeand replacedamagedcoating:

1. Fine grit sandpaper.
2. Two inch paint brush.
3. One inchmaskingtape.
4. ConductiveNeoprenecement(No. A-56B,B.F.GoodrichCo.).
5. IsopropylAcetate,Federal SpecificationTT-1-720.
6. Alternatesolvent- (Toluolor Toluene).
CAUTION-
CEMENTS AND SOLVENTS USED FOR RESURFACING ARE

FLAMMABLE AND FUMES ARE SLIGHTLY TOXIC.
CONDUCT ALL WORK IN A WELL VENTILATED AREA
AWAYFROM SPARKS OR FLAMES.
30-10-00
Page 29
3F6 Reissued:December31,1989
PIPER AIRCRAFT
PA-42/42-720
During cold weather,place airplanein warm hanger and positionboots in line with one or more blast heaters.
Completeresurfacingbeforeotherworkto allow time for new coat to cure.
1. Clean deicerthoroughlywith IsopropylAcetate.

2. Roughen entire surfaceof boot with fine grit sandpaper.
3. Clean surfaceagainwith clean, lint-freecloth moistenedwith cleaningsolvent.
4. Apply maskingtape beyondupper and lower trailingedges leaving 1/4-inchgap of bare metal.
5. Mask off any legibledeicer brands.
6. Apply one brush coat of A-56-B cement to deicer. Allow to dry at least 1 hour. Apply second coat and
allow to dry at least4 hours beforeoperatingdeicers. Planecan be flown as soon as cementis dry.
-NOTE-
If A-56-B cement is 3 months old or more, dilute cement with

Isopropyl Acetate to obtain proper brushing consistency. Mix
thoroughly with approximately 5 parts cement to 1 part Isopropyl
Acetate.
30-10-00
Page 30
PIPER AIRCRAFT
PA-42/42-720
AIR INTAKES
The PA-42 containsan engine inlet Lip Deice and GeneratorInlet deice systemin the nacelle. The PA-42-720
only containsengine inlet Lip Deice.
Heat is providedto each generatorinlet scoop through wiresimbeddedin the leading edge and roff and a steel
plate on the floor of each scoop. Power, provided to each scoop through its Ice Deflector control switch, is
suppliedeither the rightmain or left main buss (see Ice Protectionwiring diagramsin Chapter91).
The lip deicer system consistsof two individualsystemsone for each engine linkedtogether an ammeterand a
selector switch that enablesit to monitoroperationof either left or rightsystem.
Each lip deice system consists of an electrically heated lip, a timer shunt, circuit breakers, and a switch to
control systemoperation.
To conserveelectricalpower drawn from aircraftelectricalsystem, current is cycled to deicer heaters at timed
intervals,not ocntinuously.
-NOTE-
Heating can begin at any phase in the cycle depending on timer

positionwhen switchwas turnedoff from previoususe.
TROUBLESHOOTING
Problems peculiar to deicing system are listed in Chart 3006 along with probable causes and suggested
remedies.
30-20-00
Page 1
3F8 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
CHART 3006. TROUBLESHOOTING (ENGINE DEICING SYSTEM)
Trol Cause RemeRemedy
Ammetershows zero Trippedcircuitbreaker. Locateand correct short

current. (All 4 phases before settingcircuit
of the 2 minute cycle.) breaker.
Defectivepowersource. If no voltage into switch,

locateand correct break.
Ammeterselect switch If no voltage at switch output

faulty. with voltage at switch input,
replace the switch. If voltage
is satisfactory at switch output,
go to next step.
Ammeter faulty. (If some Test for voltage up to and out

or all deicers heat with of ammeter. If low or zero
ammeter at zero, replace output and input satisfactory,
the ammeter.) replace ammeter. If no voltage
to ammeter, locate and fix
break between switch and
ammeter.
Break between ammeter Disconnectharnessat timer

and timer. and checkvoltage at Pin B
(of harness)to ground. If
none, locateand correct
break.
30-20-00
Page 2
3F9
PIPER AIRCRAFT
PA-42/42-720
CHART 3006. TROUBLESHOOTING (ENGINE DEICING SYSTEM) (continued)
Ammetershowsnormal Open circuitbetweentimer Use heat test to find deicers

currentpart of cycle, and heatingelement. not heating and test for
zero currentrest of voltage on that contactof
cycle. wire harnessplug. (At
brush blockassemblyor
connector.) If zero over 2
minutes,locateand fix
break in wiring from timer
to wire harnessplug.
Burnedout lip deicer. Replace.
Breakbetweenbrush block If there is voltage to brush

assemblyand prop deicer block wire harnessplug,
lead straps. try voltage atjunction of
deicer lead and slip ring
lead. If no voltage,find
and correctbreak in wiring
withinbrushblock or no
contactof brushto slip ring.
No ground circuit, one If voltage is found at deicer

engine. leads, locate and fix break
from deicer to ground.
30-20-00
Page 3
3F10
PIPER AIRCRAFT
PA-42/42-720
CHART 3006. TROUBLESHOOTING(ENGINE DEICING SYSTEM) (continued)
Ammeter shows normal Elementsof differentphases Locate and repair incorrect

current part of cycle, heatingin the same phase. connections.
low current rest of cycle.
Break in deicer or slip ring Disconnect deicers to
leads. check heater resistance.
If satisfactory, locate and
fix break in slip ring leads.
Highresistancein circuit If not in contactof brush

with low current. to slip ring (including
ground brush),trace wiring
to deicer and to timer to fix
partiallybroken wire, loose
or corrodedconnection.
Shedding Area I and/or Replace deicer if current

Shedding Area II phases exists at all terminals
of lip deicer inoperative during a cycle.
but Parting Strip heater
working.
Ammeter show low current Aircraft voltage low. Check voltage into switch.
over entire cycle.
Ammeter faulty. Test for voltage up to and
out of ammeter. If low
or zero output and input
satisfactory, replace ammeter.
If no voltage or ammeter,
locate and fix break between
switch and ammeter.
30-20-00
Page 4
PIPER AIRCRAFT
PA-42/42-720
(ENGINEDEICINGSYSTEM)(continued)
Ammetershows low current High resistance up to Checkfor partiallybroken

over entire cycle. (continued) timer. wire, loose or corroded
connectionin wiring from
aircraftsupplyto timer
input.
Ammeter shows excess Ammeter faulty. Test for voltage up to and

current over entire cycle. out of ammeter. If low or
zero output and input
satisfactory, replace
ammeter. If no voltage
to ammeter, locate and
fix break between switch
and ammeter.
Ground between ammeter Disconnect harness at timer

and timer. and with ohmmeter check
from Pin B (or harness)
to ground. If ground is
indicated. locate and correct
short.
Ammeter shows normal Ground between timer and Disconnect leads at brush
current part of cycle, brush block. block and, with ohmmeter,
excess current rest of check from power leads to
cycle. ground. If ground is indi-
cated, locate and correct
short.
30-20-00
Page 5
3F12
PIPER AIRCRAFT
PA-42/42-720
Ammeter showsnormal Groundbetweenbrush If no short exists at

current part of cycle, blockand deicers. brush-slipring contact
excess currentrest of (Excludingground check for groundfrom
cycle. (continued) brushcircuit.) slip ring lead to propeller
assemblywhileflexing
slip ring and deicer leads.
If a ground is indicated,
locate and correctshort.
Short betweentwo Check for cuts or low

adjacentcircuits. resistancebetweencircuits.
If any, locate and correct.
Timer faulty. Test timer.
Ammeter does not Timer ground open. Disconnect harness at timer

"flick" approximately and check with ohmmeter
every 34 seconds. from Pin G (of harness) to
ground. If no circuit, fix
break per schematic diagram.
Timer contacts are welded Test timer. If timer does not

(caused by short circuit cycle with voltage at Pin B,
in system). replace timer but be sure
short causing original failure
has been locate and corrected.
30-20-00
Page 6
3F13
PIPER AIRCRAFT
PA-42/42-720
Ammeterflicksbetween Loose connectionbetween If trouble occurs over entire

34 secondphase periods. aircraftpowersupply cycle, trace wiring from
and timer output. power sourceto timer input
to locate and tightenloose
connection.
Loose or poor connection If troubleoccurs in part of

timer to deicers. cycle, find which deicers
are affected and checkfor
roughor dirty slip rings
causingbrush to "skip" or
poor connectionat plug.
If not this, trace circuits
to locate and fix loose or
poor connection. (If all
heaterson one deicer are
affected,checkthe ground
circuit.) Flex deicer straps
for break in deicer straps.
Timer cycles erratically. Test timer.
Radionoise or interference Brushes "arching." Check brush alignment as

with deicers on. shown in Figures 30-28 and
30-30. Look for rough or
dirty slip rings. If this is
the cause, clean machine or
replace slip ring assembly,
as required. Check slip ring
alignment.
30-20-00
Page 7
3F14
PIPER AIRCRAFT
PA-42/42-720
CHART 3006. TROUBLESHOOTING(ENGINE DEICING SYSTEM) (continued)
Radio noise or interference Looseconnection. Referto Ammeterflicks

with deicers on. (continued) between34 secondsphase
periods.
Switch faulty. Try jumper wire across

switchif radio noise
disappears,replacethe
switch.
Wiringlocatedwithin8 Relocateat least 8 inches

inchesof radioequipment away from input wiring to
wiring. radioequipment.
Cycling sequence not Crossedconnections. Check system wiring circuit

correct. diagram for improper con-
nections. (Refer to Chapter
91, Electrical Schematics.)
Rapid brush wear or Brush block out Checkbrush alignment.

frequentbreakage. alignment.
Slip ring wobbles. Check slip ring alignment

with dial indicator as
shown in Figure 30-27.
30-20-00
Page 8
3F15
PIPER AIRCRAFT
PA-42/42-720
AIR INLET LIP DEICER SYSTEM OPERATIONALCHECK
1. Removetop engine cowl. Unpluglip deicer boot at plug and grounddead disconnect.
2. With auxiliary power plugged in and deicer switch on, check for proper operation of ice deflector door
underneathair inlet screenby lookingback through air inlet and downaroundeach engineside. Also check
operationof bypass door on undersideof bottomenginecowl at rearof engine.
- CAUTION -
THE LIP CAN BE DESTROYED WITH THE COMBINATION

OF THE PARTING STRIP ELEMENT BEING ON
CONTINUOUSLYAND THE HEAT INTENSITY OF THE LIP
DEICER ELEMENTS. OBSERVE LIP CLOSELY WHILE
TESTING FOR OVERHEATING.
3. Three ways to safety checkoperationof the lip deicer are as follows:
a. Disconnect deicer plug. Using a precision meter, check the following resistances for each heating
element.
(1) Shed Area I Resistanceis approximately1.10 ohms.
(2) Shed Area II Resistanceis approximately1.10ohms.
(3) The partingstrip resistanceis approximately1.00ohms.
b. Obtain 28 Vdc power source capable of supplying 30 amps. Connectnegative lead to deicer ground
leads and touchpositivelead individuallyto 3 terminalsof deicer plug.
c. Have 1 personin the cockpitpositionmasterwith deicerswitches on. Activategroundtest switch while
an assistantconnectsdeicer plug to mating plug. Supplysystempower long enough to completecheck.
Finally,disconnectplug and wait until secondlip deicerphase begins.
- CAUTION -
DO NOT HOLD CONNECTION SO DEICER BECOMES TOO

HOT TO TOUCH.
-NOTE-
The timer only operatesas long as the groundtest switch is activated.

4. Temperaturerise of the bootsmust be noticeable. If local hot spots are apparent,boot is damaged and must
be replaced.
30-20-00
Page 9
3F16
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF INLET DEICERS
If inlet deicer lip becomesdamaged or defective,requiringremoval of unit from lower cowl assembly,proceed
as follows:
1. Removeupper and lower enginecowling(see Chapter71).
2. Locate inlet deicer cannonplug connector. Removewiresfrom connector.
3. Remove clamp securinginlet deicer wire harnessto lower cowl assembly.
4. Remove machinescrewsfrom innerand outeredges of inlet deicer.
5. Pull inlet deicer awayfrom lower cowl assemblyfar enoughto allowaccessto wire harness.
6. Gently pull inlet deicerwire harnessthroughfireshieldtube. Removedeicer assemblyfrom aircraft.
INSTALLATION OF INLET DEICERS
1. While holding inletdeicer in position,run end of inlet deicer wire harnessthrough fireshieldtube.
2. Position inlet deicerassemblyon cowl assembly. Securewith appropriatemachinescrews.
3. Secure wire harnessto cowl assemblywith clamp.
4. Reattach inlet deicerwire harnessto cannonplug connector.
5. Installlower and upper cowl assemblies(see Chapter71).
TO
POWER
CONTROL
RELAY
PD3A-12
16
LIP TO
6 CONTROL
1 . RELAY
PROP
DEICER THERMO
A OVERLOAD
D RELAY
SHUNT SELECTOR OPPOSITE
AMMETER
(FORREFERENCE
ONLY)
Figure 30-19. Wiring Diagram, Left Propeller and Engine Air Inlet Lip Deicing System
30-20-00
Page 10
3F17
ELECTRICALCHECKOF INLETDEICERS
1. Check air inlet deicers by disconnecting harness plug and ground connection inside lower engine cowl and
removing upper cowl.
2. Check electrical resistance of each element between each pin in plug and ground lead. Pin C and E is the
parting strip element; Pin D and F is shedding area (I) element and Pin B and F is the shedding area (II)
element. (See Figure 30-19 and Chart 3007.)
3. Check system power cycle time and sequence with a voltmeter and pins in connector on aircraft harness
with system power on.
4. When electrical check is completed, reconnect circuit and install engine cowl.
5. Lip deice thermo switch opens at 150° and resets at 100° +/- 10° .
I
CHART3007. INLETDEICERSELECTRICALSPECIFICATIONS
TIMER ELEMENT TIME LOAD AMPS RESISTANCE
SEQUENCE HEATEDZONE SEC. @ 28 VDC OHM
Cont. Parting Strip Cont. 28.6 1.0
Shedding Area I Shedding Area 34-ON 25.5
102-OFF 1.1
Shedding Area II Shedding Area 34-ON 25.5
102-OFF 1.1
TO
POWER
CONTROL
RELAY
16
(FOR REFERENCE
ONLY)
Figure 30-19. Wiring Diagram, Right Propeller and Engine Air Inlet Lip Deicing System (continued)
30-20-00
Page 11
Interim Revision:January 9. 1998
PIPER AIRCRAFT
PA-42/42-720
VIEW A
SIDEVIEWOF
ICE DEFLECTORDOOR(OPEN)
SHIMS 73050-2OR 73050-3MAY BE

ADDEDHERETO MAINTAINCONTOUR
WITH COWL.
SIDE VIEWOF BYPASSDOOR(OPEN)
Figure 30-20. Engine Air Inlet Ice Protection System
30-20-00
Page 12
3F19
PIPER AIRCRAFT
PA-42/42-720
2
A-A
4
5
1. PARTINGSTRIP (ZONEA)
2. SHEDDINGAREA(ZONEB)
3. SHEDDINGAREA (ZONEC)
4. HEATERWIRE
5. URETHANEEROSIONCOAT
6. GLASSEPOXY
7. FIBERGLASLIP
8. THERMOSWITCH
Figure 30-20. Engine Air Inlet Ice Protection System (continued)
30-20-00
Page 13
3F20
PIPER AIRCRAFT
PA-42/42-720
HEATED
ZONE
HEATED
ZONE
(ROOF)
HEATEDFLOOR
VIEWA-A
Figure 30-20a. Generator Inlet Scoop (PA-42 Only)
30-20-00
Page 14
3F21
PIPER AIRCRAFT
PA-42/42-720
ENGINE AIR INLET ICE PROTECTION SYSTEM
REMOVAL OF ICE DEFLECTOR DOOR TRANSMISSION (Figure 30-20)
To remove transmissionfrom aircraft,proceedas follows:

2. Disconnectelectricalleads from transmissionassembly.
3. Disconnecttransmissionclevis end from torquetube assembly.
4. Disconnect transmission from engine mounting bracket. Remove complete assembly from engine
compartment.
CLEANING, INSPECTION AND REPAIR OF ICE DEFLECTOR DOOR (Figure 30-20)
1. Removeengine cowling(see Chapter71).

2. Clean transmissionassemblywith suitablesolvent.
3. Inspecttransmissionscrewshaft for excessiveback lash as follows:
a. Disconnecttransmissionfrom ice deflectordoortorquetube lever.
b. Clamppliers (vise grips) to screw shaft using light pressureon transmissionscrew.
c. Move pliers to rotate screw shaft and ensure slight movementis felt (not to exceed 0.312 inch on a 6
inch radius from shaft).
4. Checktransmissionsleeve,screw shaft, and rod ends for distortion.
5. Clean and dry transmissionscrew shaft and sleeve. Apply coating of Aircraft Actuator Grease (MIL-G-
23827)to transmissionshaft.
6. Repacktransmission,if disassembled,75 percentfull with Dukes grease(P/N2196-74-1).
INSTALLATION OF ICE DEFLECTOR DOOR TRANSMISSION (Figure 30-20)

-NOTE-
To facilitate installation, ensure ice door and transmission are in

closedposition.
1. Position transmission assembly on engine mounting bracket. Secure with proper hardware. Allow
transmission to rotate on mounting bolt.
2. Attach transmission clevis to torque bolt with clevis pin, washers, and cotter pin.
3. Connect electrical leads to transmission assembly.
4. Check adjustments using paragraph titled Adjustment of Engine Ice Protection System in this chapter.
30-20-00
Page 15
3F22
PIPER AIRCRAFT
PA-42/42-720
ADJUSTMENT OF ENGINE ICE PROTECTION SYSTEM
1. Removevane interconnectrod.
2. Adjust rear micro switch contact screw to trigger switch when linkage is locked in down position. Turn
screw out four full turns.
3. Adjust forward micro switch contact screw to trigger switch at vane UP position (vane parallel and flush
with forwardduct). Tum screw out one full turn.
4. Run extensionmotorto full vane UP position. Adjustbypassdoor to seal.
5. Install cowl with ice vane in up position(paralleland flush with forwardduct). Adjustinterconnectrod to
allow retainingpin to slip into position.
6. Testrun ice vane,bypassdoor system,and recheckup and downpositions.
REMOVAL AND INSTALLATION OF GENERATOR INLET SCOOP (PA-42 Only)
1. Removeexhaustfairings and louvers.

2. Detachstrip and latch assembliesfrom cowling. Disconnectcompressorbleed air louvers from upper cowl.
3. Loosen camlocfastenerssecuringgeneratoroutletduct and generatorinlet scoopto upper cowl.
4. Loosen fastenerssecuringupper cowl to turtle backcowl. Removecowl.
5. Disconnectelectricalconnectorfrom undersideof inlet scoop.
6. Loosen hose clamp(SAE TYF-52)and withdrawgeneratorinlet scoopfrom inlet hose.
7. To install scoop, reverseaboveinstructions.
WINDOWS AND WINDSHIELDS
HEATED WINDSHIELD CHECK
The following steps determine if windshield heating element and timer are functioning properly:
1. Connect 24-volt test light to positive and negative terminals of windshield.
2. Set switch marked Windshield Heat to ON position. Test light must indicate current being delivered to
windshield.
3. Place hand against windshield to determine if windshield heating element is operating.
4. Ensure test light extinguishes before windshield is too hot to hold hand against it. This indicates that
temperature sensing element is operating properly and has passed through thermostatic on-off cycle.
- CAUTION -
USE CAUTION DURING GROUND OPERATION TO

PREVENT OVERHEATING AND POSSIBLE DAMAGE TO
WINDSHIELD.
5. After completingcheck,set WindshieldHeatto OFFposition. Removetest light.
6. See Chapter56 for additionalservicedata.
30-40-00
Page 1
3F23
PIPER AIRCRAFT
PA-42/42-720
COPILOT'S HEATEDWINDSHIELD
Windshieldis identicalto pilot side and is servicedlike standardleft windshield.
WINDSHIELD WIPER MECHANISM
ELECTRICAL WINDSHIELD WIPERS
Windshieldwipers are standardequipmenton left and right windshield. To operate windshield wipers, turn
switch on lower right side of instrumentpanel to HIGH or LOW position. When turningwipers off, turn switch
to OFF or PARKposition. The OFF positionstops bladesin place whilePARKpositionreturns blades to center
post position.
-WARNING -
NEVER OPERATE WINDSHIELD WIPER ON DRY

WINDSHIELD. IT CAN SCRATCH GLASS AND SHORTEN
LIFE OF WIPER BLADES.
The windshieldwiper motor is locatedforwardof bulkhead at Station 57.00, on upper left portion of fuselage
skin. A flexible shaft runsfrom electric motor and transmissionto a converter(from which wiper runs)on right
side of samebulkhead.
REMOVAL OF WIPER MECHANISM (Figure 30-21)
1. Removeaccess panelon left and right sidesof nose section.

2. Cut lockwireat bolt securingarm to serratedconvertershaft and removebolt.
3. Loosen adjustmentnut. Lift wiper arm off convertershaft.
4. Removetwo screwsfrom shaft cover aroundconvertershaft. Removecover and old sealantfrom shaft.
5. Disconnectelectricalconnectionto wiper motor and flexibledriveshaft from converter.
6. Removeremainingscrewsholdingmotorand converterto airplane. Removecompleteassembly.
INSTALLATION OF WIPER MECHANISM (Figure 30-21)
1. Time wiper motorand converterbeforeconnectingtwo units together,as follows:

a. Rotatedrive shaft in convertersto end of travel (or park position)and at serratedconvertershaft.
30-40-00
Page 2
3F24
PIPER AIRCRAFT
PA-42/42-720
WIREWRAPPEDAROUNDNUT
WIRE - P/N 151295 (MS20995-C20)
TWISTEDWIRECENTEREDUNDERARM -
WIREWRAPPEDAROUNDARM
BLADE
WIPERBLADEARM
TYPICALWINDSHIELDWIPERBLADE
12
7 6
1
8
12
11
2
4
3
1
1. COVER,WIPERSHAFT
5 2. BRACKETASSEMBLY,WIPERMOUNTING
3. BRACKETASSEMBLY,WIPERMOUNTING
4. MOTOR
5. CONVERTER
6. ARM,LEFT,RIGHT
7. BLADE
NOTE 8. DRIVEASSEMBLY(SEENOTE)
9. DRIVEASSEMBLY
ON S/N 42-8001093 AND UP DRIVE 10. SCREW
ASSEMBLY(8) IS NOT USED. MOTOR IS 11. BOLT,LOCKWASHER,WASHER
MOUNTEDDIRECTLYTO L/H CONVERTER. 12. BOLT,WASHER,NUT
Figure 30-21. Windshield Wiper Installation
30-40-00
Page 3
3G1
PIPER AIRCRAFT
PA-42/42-720
b. Temporarilyconnect electricalconnectorto wiper motor and operate motor until switch ends in PARK
position. Disconnectelectricalconnector.
2. Assemblewiper motor and converter by screwingunits together with flexibledrive assembly;back off for
bracketalignment.
3. Assembleunits slowlyuntil flexibledriveassemblyengagesconvertershaft. Alignmentmust be automatic.
If severebindingoccurs,back off and reassemble.
4. Installassembledunits into airplaneand secureto mountingbrackets. Do not install seal covers at this time.
5. Apply bead of RTV sealer around converter shafts extending through fuselage. Position and secure shaft
cover in place with retainingscrews.
6. Connectelectricalconnectorto wiper motor and replaceaccess panels. Turn wiper switch momentarilyto
PARKposition.
WIPERBLADEANDARM REMOVAL
1. Cut lockwireat bolt securingarm to serratedconvertershaft; removebolt.

2. Loosen adjustmentnut to relievearm tension. Removewiper arm from convertershaft.
3. Pull out lock on wiper blade to removeblade from arm assembly.
WIPER BLADE ANDARM INSTALLATION (Figure 30-21)
1. Install wiper bladeto assembly. Ensureblade is lockedto arm.

2. Turn wiper switch momentarilyto PARK position. Place arm and blade assemblyon serrated converter
shaft so wiper blade clears windshieldcenter post centerlineby approximately2.00 to 2.25 inches.
3. Installbolt through wiper arm into convertershaft. Tightenand safetywith MS20995-C41lockwire.
WIPER BLADE AND ARM ADJUSTMENT (Figure39-21)
1. Adjustwiper blade heighton windshieldby unlockingblade height adjustmentcam.

2. Adjust blade heighton windshieldso bottomof blade clears windshieldcollar by 2.50 ± 0.50 inches. Lock
adjustment cam.
3. Adjust wiper blade angle by looseningnut on wiper blade attachmentstud. Rotate blade until it is parallel
with windshieldcenter post. Tightennut on stud.
4. Adjust nut on wiper arm adjustment stud for tension of 3 - 4 pounds with blade pivot point in PARK
position.
-NOTE-
Check that the base of the adjustmentstud is in the recess providedin

the wiper arm.
30-40-00
Page 4
Reissued:December31, 1989 3G2
PIPER AIRCRAFT
PA-42/42-720
PROPELLERS
The propeller deicer systemconsists of two individualsystems. One for each engine is linked togetherby an
ammeter containinga selectorswitchwhich enablesit to monitoroperationof the left or rightsystem.
For propeller deicer cycling sequence, see cycle sequence (Figure 30-25). The system can be used
continuouslyin flight,if needed.
-NOTE-
Heatingcan begin at any phase in cycle dependingon timer position

whenswitch was turnedoff previously.
30-60-00
Page 1
3G3
PIPER AIRCRAFT
PA-42/42-720
1. HEATED ENGINE AIR INLET

2. PROPELLER DEICER BOOT
3. HEATED GENERATOR INLET LIP
4. DEICE TIMER
5. DEICE POWER CONTROL RELAYS
6. ENGINE ICE PROTECTION SWITCHES
7. RIGHT CIRCUIT BREAKER PANEL
8. LEFT CIRCUIT BREAKER PANEL
Figure 30-22. Propeller and Engine Air Inlet Lip Deicer System
30-60-00
Page 2
Reissued: December 31, 1989 3G4
PIPER AIRCRAFT
PA-42/42-720
MAINTENANCEPRACTICES
DEICER SYSTEM OPERATIONALCHECK

- CAUTION-
THE LIP CAN BE DESTROYEDWITH THE COMBINATION

OF THE PARTING STRIP ELEMENT BEING
CONTINUOUSLYON THE HEAT INTENSITY OF THE LIP
DEICER ELEMENTS. OBSERVEBOOT CLOSELYWHILE
TESTINGFOR OVERHEATING.
1. Chock wheels and operateengine at near takeoffpower.
2. Turn deicer systemswitchon for side beingchecked. Activategroundtest switch.
3. Withammeterselectorswitchin properposition,observeammeterfor at least 2 minutes.
4. Ensure ammeterneedle flickersapproximatelyevery 34 secondswhen operatingtimer step switch. Ensure
needle is in greenarc during all four cycle phases.
5. Stop engine,removetop engine cowl, and unplug lip deicer boot at plug and ground lead disconnect.
6. Plug auxiliarypowerin, turn deicer switch on, and check operationof ice deflectordoor underneathair inlet
screen by lookingback through air inlet and downeach engine side. Also check operation of bypassdoor
on undersideof bottomenginecowl at rearof engine.
7. Have assistant activate ground test switch. Adjust propeller deicer boot outboard elements followedby
inboardelements.
-NOTE-
Because the lip deicer is inoperative, the ammeter does not read
through two phases of the two minute cycle and reads slightly lower
than that observed with engine running, during two prop deicer
phases.
8. Twoways to safetycheck operationof lip deicer are as follows:
a. Obtain 28 Vdc power source capable of supplying 30 amps. Connect negative lead to deicer ground
lead and touchpositivelead individuallyto three terminalsof deicer plug.
b. Connect deicer ground wire at quick-disconnectterminal,positioncockpit master and deicer switches
on, and activategroundtest switch. Have assistantconnectdeicerplug to mating plug supplyingsystem
power long enough to notice temperaturerise in boots. Finally,disconnectplug and wait until second
lip deicer phase begins.
-WARNING
DO NO HOLD CONNECTION SO DEICER BECOMES TOO

HOT TO TOUCH.
-NOTE-
The timer only operatesas long as groundtest switchis activated.

9. Temperaturerise of boots must be noticeable. If local hot spots are apparent,boot is damagedand must be
replaced.
30-60-00
Page 3
3G5
PIPER AIRCRAFT
PA-42/42-720
TO
POWER
TO
POWER
CONTROL
RELAY
TO
SHUNT OPPOSITE
SHUNT
AMMETER
SEE CHAPTER 91 FOR COMPLETE
SYSTEM SCHEMATIC
Figure 30-23. Electrical Diagram Showing Cycle Sequence
TO
POWER
TO
POWER
CONTROL
RELAY
TO
SHUNT OPPOSITE
SHUNT
AMMETER
SYSTEM SCHEMATIC

30-60-00
Page 4
PIPER AIRCRAFT
PA-42/42-720
TO
POWER
CONTROL
RELAY
SHUNT
AMMETER
SYSTEM SCHEMATIC

TIMER
TO G A
POWER GA C ID IF
CONTROL
RELAY
SHUNT

AMMETER
SYSTEM SCHEMATIC

30-60-00
Page 5
PIPER AIRCRAFT
PA-42/42-720
USING THE AMMETER
In flight or during ground testing, use ammeter to indicate condition of most electrical problems. The
troubleshootingchart is based on ammeterresults.
-NOTE-
When troubleshooting, use ammeter and heat test to determine

circuits involved. Use circuitdiagramto check voltagesor continuity.
HELPFUL TIPS
1. If ammeterreading dropsto one-thirdnormalcurrent, one heater circuitis open.

2. Excess current reading on ammeter always indicatespower lead is shorted to ground. Locate and correct
groundedpower lead immediately.
-NOTE-
Many timers are returned for repair and found fully workablewhen
tested. Completetest describedin Timer Testbeforediscardingtimer.
30-60-00
Page 6
3G8
PIPER AIRCRAFT
PA-42/42-720
Figure 30-27. Suggested Use of Dial Indicator
BRUSHLOCATED
SLIP RING ON
INCORRECTLY
SLIPRING
NOTCHWORNINBRUSH
DUETO MISALIGNMENT
Figure 30-28. Centering of Brushes on Slip Rings
30-60-00
Page 7
3G9
PIPER AIRCRAFT
PA-42/42-720
50-HOURINSPECTION
1. Performentire deicer system operationalcheckfor each engine.

2. Removespinner dome and upper engine cowl. With assistantobservingdeicer ammeter and deicer switch
on and ground test switch activated, flex all accessiblewiring. (particularlydeicer lead straps, leads from
slip ring assembly and firewall electrical connectors and wiring.) If any movementof ammeter needle,
other than 34 second flicker of cycling exists, locate and correct short or break immediately. Perform test
for left and right systems.
100-HOURINSPECTION
2. Conduct50-hourinspection.
3. Check for radio noise or radio compass interferenceby operating each engine at near takeoff power with
radio gear on, while turningeach deice switchon and off. If noise or interferenceoccurs with deicer switch
on and disappearswhenswitch is off, see Chart3006 to troubleshoot.
4. Ensure all clamps, clips, mountings, and electrical connections are tight. Check for loose, broken, or
missing safetywire.
5. Check deicer boots for wrinkled,loose, torn, or cut areas around ends of boots, where propeller boot strap
passes under strap retainer,especiallyalong leading edges and flat or thrust face propeller boots. If heater
wires are exposedin damagedareas,or if rubberis tacky,swollenor deteriorated,replacedamageddeicer.
-NOTE-
Ensure strap restrainersare properlypositionedand secured. Look for

cracks or other damage. Operate propeller from full pitch to
featheringand ensure deicer lead straps are not tensionedor pinched
by propellerblade.
6. Check slip rings for gouges, roughenedsurface, cracks, burned or discolored areas, and deposits of oil,
greaseor dirt as follows:
a. Clean greasy or contaminatedslip rings with CRC-2-26solvent. (See Chapter 91, Chart 9105, List of
ConsumableMaterialsfor vendorinformation.)
b. If uneven wear exists or if wobble is noticed, set up dial indicator(Figure 30-27) to check slip ring to
propellershaft alignment.
7. Examinebrushblockmountingbracketsand housingfor cracks,deformation,or other physicaldamage.
a. Ensure each brush rides fully on its slip ring over 360° (see Figure 30-28). If alignmentis off, shim
where brush block attachesto mounting bracket. (Shim is a series of laminates and can be peeled for
proper alignment.) If old shim is not thickenough,install new one.
b. Check for proper brush block to slip rings clearance (Figure 30-30). If incorrect, loosen mounting
screws,place in proper elongatedholes, and tighten securely.
c. Checkbrushesfor wear limitation(figure30-29).
d. Visually check block for approximately 2° angle of contact (Figure 30-30). If incorrect, loosen
mountingscrews,twist block,and ensure properclearancelimitswhen tightening.
30-60-00
Page 8
3G10
PIPER AIRCRAFT
PA-42/42-720
1. BRUSHGUIDE BLOCK
2. BRUSHES
3. RECEPTACLE
4. SPRING
5. BRUSHRETAINERBLOCK 1
5 6. TUBING
MEASURE BRUSH WEAR AS

SHOWN,X-DIMENSION(INCHES)
GIVEN INDICATES WHEN
BRUSHESMUST BE REPLACED.
DURING MEASUREMENT,ONLY
1/16 INCH OF BRUSH SHOULD
BE ALLOWED TO PROTRUDE
FROM BRUSH BLOCK. THIS IS
THE NORMALPOSITIONOF THE
BRUSH WHEN INSTALLED ON
THE AIRCRAFT.
MEASURINGBRUSHWEAR
BRUSHBLOCKASSEMBLY X DIMENSION(INCHES)
MUSTREPLACE
4E1311-2 1 9/16
3E2044-1
BRUSHESWITH RODS 1 23/64
BRUSHESWITHOUTRODS 1 25/64
Figure 30-29. Brush Block Assembly and Brush Wear Check

30-60-00
Page 9
3G11
PIPER AIRCRAFT
PA-42/42-720
- CAUTION -
DO NOT HOLD GROUND TEST SWITCH ON FOR ANY

LENGTH OF TIME WHICH COULD CAUSE
OVERHEATING.
8. Operatedeicer systemsand whileassistantobservesammeter,inspectand physicallyflex wiring from brush
block through firewall, to timer, to ammeter,to switch, and to aircraft power supply. The ammeter must
flicker as timer switches approximatelyevery 34 secondsin cycle. Jumps or flickers at other time intervals
indicateloose or broken wiring. Checkcontinuityin affectedharnesswhile flexing and proddingeach wire
in area causing problem. Use Wiring Diagram, Figure 30-19, to trace circuitry. Perform same test on
engine inlet lip deicerswith systemsswitcheson and an assistantpressingground test switch.
CHECKING FOR BRUSH WEAR
Insert small diameter wire through hole in rear of brush retainer assembly(Figure 30-29). Replacebrushes if
length of insertedwire measuresmore than 1.562inches.
20
RING
2
ROTATION
BRUSHBLOCKASSEMBLY
1/16 ±1/32
Figure 30-30. Angle of Contact - Brushes to Slip Rings
30-60-00
Page 10
3G12
PIPER AIRCRAFT
PA-42/42-720
REPLACEMENT OF BRUSHES
1. Disconnectterminalleads on brushretainerassembly.
2. Removebrush retainerassemblyfrom mountingbracket by removingattachingscrews.
3. Separatebrush retainerassemblyas follows(Figure30-29):
a. Removeterminalblock by removingfour attachingscrews.
b. Move guide blocklaterally to disengagedowelpins from retainerblock.
c. Heatterminalstud to melt solder. Removebrush leadsfrom stud.
4. Reassemblebrushretainerassemblyas follows:
a. Install insulationon A and B brushleads.
b. Solder brushleadsto terminalstud.
-NOTE-
Alwaysuse new springswhen replacingbrushes.

c. Position brushesand springinto guideblock. Engageguide blockonto dowelpins in retainerblock.
d. Position terminalblockon brush retainer. Assemblewith four attachingscrews.
- CAUTION -
AVOID SIDE LOADS ON BRUSHES TO PREVENT BRUSH

DAMAGE.
6. Attach electricallead to terminalstuds ensuringlead is connectedto proper stud.
7. Ensure free movementof brushesby pushing them into block and allowingspring pressureto return them.
Do not allowbrushesto snap. If free movementis impaired,correctrestrictionand recheck.
8. Reinstallbrushblockto mountingbracketusing hardwarepreviouslyremoved.
-NOTE-
Run new deicer brushes within 2 hours of engine operation prior to

energizing deicer boots. Check brushes for proper seating and
alignmentafterbreak in period.
ALIGNMENT OF NEW BRUSHES
Wheneverbrush blockis dismounted,check alignmentat reinstallation.
30-60-00
Page 11
3G13
PIPER AIRCRAFT
PA-42/42-720
REPLACEMENT OF BRUSH BLOCK MODULAR BRUSH ASSEMBLIES
Instructionsfor replacingbrush block assemblieswith modular brush assembliesare given in B. F. Goodrich

ServiceBulletinE-77-54.
BRUSH MODULE REPLACEMENT
Replace brush modules when0.265 inch of brush material remains(Figure 30-29). Replace brush modulesas
follows:
-NOTE-
Whenbrush wearsout, replaceentire module.

1. Remove modularbrush assemblyfrom aircraftby removingattachmenthardware and disconnectingengine
wire harness.
2. Removeassemblyscrews,separatemodules,and spacers.
-NOTE-
The part number of each module is etched into surface of plastic

housing. Replacemoduleswith samepart number.
3. Restackmodulesand spacers(Figure 30-33). If interferenceexists betweenadjacentring terminals,reorient
center module(Figure 30-32).
-NOTE-
Ensureflat washeris positionedbetweenstar washerand housing.

4. Reconnectaircraftwire harness. Ensure adjacentring terminalsare not touching.
5. Installassemblyon aircraftand check adjustments.
30-60-00
Page 12
Reissued: December31, 1989 3G14
PIPER AIRCRAFT
PA-42/42-720
1. BRUSHMODULEASSEMBLY
2. NYLONSPACER3E2011-28- 4 ONLY - NOTE -
3. WIRE MARKER:
"A" - 1 & 4 ASSEMBLY THE ALTERNATESTACKING ARRANGEMENT IS
"B" - 2 ASSEMBLY USEDWHENTHEREIS INTERFERENCEBETWEEN
"C" - 3 ASSEMBLY ADJACENTMODULERINGTERMINALS.
Figure 30-31. Brush Module Assembly (3E2011) Figure 30-32. Alternate Module Stacking
Arrangement
1. BRUSHMODULEASSEMBLY3E2011-1
4. SPACER
5. SCREW
6. WASHER
7. LOCKWASHER _
8. NUT |
P/N 3E2044
Figure 30-33. Modular Brush Assembly (3E2044-1)
30-60-00
Page 13
3G15
PIPER AIRCRAFT
PA-42/42-720
SLIP RINGS
MACHINING OF THE SLIP RINGS
Slip rings, with roughenedor damagedsurfaces,can be machinedfor prolongedservicelife as follows:

1. Removeslip ring assemblyfrom propellerhub.
2. Mount assembly in lathe not exceeding0.002 inch run-out over 360° rotation, with respect to mounting
surfaceof assembly.
3. Make light cut to removesurfacedamage.
4. Ensure contact surfaces of three slip rings are parallel and fLatto within 0.002 inch overall of each other.
(Deviationfrom flat cannotexceed 0.002 inchover four inch arc.)
5. If necessary,undercutinsulationbetweenslip rings0.02 to 0.03 inch belowcontactsurfaceof slip rings.
6. Ensure minimum distance for refacing slip ring assemblies is not less than 1.160 inch between copper
surfacesand legs of assembly.
-NOTE-
If solder or braze connection on underside of slip ring is exposed

whilemachining,replaceslip ring assembly.
REPLACEMENT OF SLIP RINGS
Replace slip ring assemblies that are open or shorted electrically,cracked or damaged structurally, or which
have surfacesdamagedbeyondminor repair.
DEICERLEADSTRAP NEOPRENEPATCH
CEMENTEDOVER
EXPOSEDFABRIC
SECmTION
A-A WOODENBLOCKOR Bucking
BUCKING
BARMAYBE USEDWHIEN
NECESSARYFORSUPPORT
SUPPORT
Figure 30-34. Repair of Lead Strap
30-60-00
Page 14
3G16
PIPER AIRCRAFT
PA-42/42-720
DEICER BOOTS
RESISTANCE CHECK OF DEICER BOOTS
To check for incorrectresistance,short or break circuit at brush-to-slipring contact,disconnectharnessat each

timer and use an ohmmeterto read resistancefrom each deicer circuit lead (pins A, B, and C of harnessplug or
modularbrush block)to ground.
REPLACEMENT OF DEICER BOOTS
If test shows deicer boots have an open circuit, incorrect resistance,or are visible damaged beyond repair,
replacedeicer boot.
REPAIR OF PROPELLER DEICER LEAD STRAP (Figure 30-34)
For repairs, use B. F. Goodrich Field Repair Kit No. 77-802, which contains rubber patch material for several
repair jobs. Cements and solvents specified in directions are not included in kit.
1. Clean repair area with MEK or acetone to remove all grease and dirt. After last wipe with cleaner, quickly
wipe surface with clean, dry, lint-free cloth, remove solvent film.
2. Apply one even coat of EC1300L or EC1403 cement (Minnesota Mining and Mfg. Co.) to repair area.
Allow to dry approximately 1 hour above 40°F. Apply second even coat of cement and allow to dry.
3. Cut patch (0.020 inch thick rubber about 1/4 inch larger on all sides of repair area). Ensure protective paper
is on cemented side and apply masking tape on open side to prevent patch from curling as cement dries.
Strip off protective paper and apply EC1300L and EC1403 cement in smooth, even coat; allow to air dry.
After 1 hour, apply second coat and allow to air dry.
4. With cement surfaces dry or slightly tacky, apply light coat of MEK or Toluol over surfaces and quickly
complete cementing as specified. Allow 1 hour to air dry before peeling off masking tape or mylar coating
on air side. Rub edges and center of patch to ensure proper adhesion. (Approximately 24 hours.)
-NOTE-
Do not touch cemented surface with dirty or oily fingers.
30-60-00
Page 15
3G17
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF DEICERS
1. Disconnectpropellerdeicer terminalsat studson spinnerbulkheadand lip deicer terminalsat boot.

2. UseMEK or Toluolto soften adhesionline betweenboot and mountingsurface.
3. Startingat one cornerof deicer,loosen deicer enoughto grasp with vise grips pliers or similartool.
4. Apply steady pull on deicer to pull it off mounting surface. Continue using MEK or Toluol to soften
adhesionlines. Unlessdeicer is damagedbeyond repair,cushionjaws of pulling tool to prevent damageto
deicer surface. Removeslowly and carefully.
5. Removeresidualcementfrom blade using Turco3 or equivalent.
PREPARATION OF SURFACEPRIORTO INSTALLATION

OF DEICER
Preparepropellerblade surfacefor properdeicer boots installationas follows:
PropellerBlade Protection
1. Mark and cut maskingtape same size as propellerdeicer includingfirst inchof lead strip (Figure30-35).
2. Place mark at blade hub end in line with blade leading edge. (Locationof mark is determinedby sighting
along leading edge.) Starting at hub, center tape on mark and stick tape leading edge. Mark positionof
deicer lead strap where it crosseshub.
-NOTE-
All deicers on single propeller must be equally distant from hub or

rationalbalance.
3. Remove tape and paint in marked off area down to bare metal. Clean area thoroughly with MEK or
acetone. For finalcleaning,wipe solventoff quicklywith clean,dry, lint-freecloth to avoidleaving film.
- CAUTION -
METAL AND RUBBER PARTS MUST BE CLEAN TO

ASSURE MAXIMUM ADHESION.
4. Markcenterlineat propellerblade hub and on tape at outboardedgeof markedarea.
30-60-00
Page 16
3G18
PIPER AIRCRAFT
PA-42/42-720
CENTERLINE
PATTERN
MASKINGTAPE
Figure 30-35. Propeller Deicer Installation
30-60-00
Page 17
3G19
PIPER AIRCRAFT
PA-42/42-720
APPLICATION OF CEMENT
To applycementon boots and mating surface,proceed as follows:

1. Mark centerlineon glossyside of deicer with silverpencil.
2. Moistenclean cloth with MEKor acetoneand clean unglazedsurfaceof deicer, changingcloth frequentlyto
avoidcontaminationof clean area.
3. Thoroughlymix EC1300Lor EC1403 cement and apply one even brush coat to unglazed back surface of
deicer. Cementone inch of deicer lead strap. Allow to air dry for minimum 1 hour at 40°F or above with
relative humidity less than 70%. If humidity is 75% to 90%, allow 2 hours drying time. Do not apply
cementif relativehumidityis higher than90%. Apply secondevenbrush coat of cement.
-NOTE-
If deicer edges curl, applymaskingtape to edges of glazed side before

applying cement to unglazed side. Remove tape before installing
deicer.
4. Apply even brush coat of EC1300Lor EC1403cement on cleanedsurface of propellerblade immediately
after applicationof secondcoat of cement of deicer. (Timingis importantas cementon both surfaces must
reachtack stage at sametime.)
CHART 3008. REQUIRED MATERIALS FOR REPAIR OF DEICERS

The materials and tools listed below are commerciallyavailable and
are not suppliedby B. F. Goodrichin kit form.
Item Amount
Cement EC-1300L or EC-1403 (3M Mfg. Co.) 1 1/2 pt. for six blades
Sealer A56B (B. F. Goodrich) 1 pt. for six blades
Cleaning Solvent MEK (Methylethylketone) or Acetone
B. F. Goodrich Filler 82-075A and B or 3M Sealer
EC-801 and EC-1031
B. F. Goodrich Sealer 82-076-1 and -2 or Lowe
Brothers' paint C-19861, C21871 and C-16176
Cleaning Cloth - any clean, lint-free cloth
2 inch Rubber Hand Roller
1/4 inch Metal Hand Stitcher
Scissors
Turco #3 (Turco Products Co.) 1 1/2 pt. for six blades
Masking Tape
30-60-00
Page 18
'PIPER AIRCRAFT
PA-42/42-720
INSTALLATIONOF DEICERS AND REQUIRED MATERIALS

- CAUTION -
TO ENSURE MAXIMUM ADHESION TO MOUNTING

SURFACE,FOLLOW INSTRUCTIONSPRECISELY.
Proceedas follows whencementcoatsare tacky dry on both deicer and mountingsurfaces: (It is recommended
two personsperformthe followingprocedures.)
1. Position deicer on propellerleading edge (usingcenterlineswhich start from hub) after tackifyingcementin
area with clean, lint-freecloth dampened(not saturated)with Toluol(Figure 30-35). Ensure strap falls into
position previouslymarked. Workingtoward tip, tack deicer centerlineto leading edge of propellerblade.
Tackifycement as necessary. If deicer is off line, pull up with quick motionand removedeicer. Replaceif
necessary,beforeproceeding. Roll firmly alongcenterline with rubber roller (Figure30-35).
2. Roll taperededges (especiallyinboardedge)of deicerwith narrow,steel stitcherroller.
- CAUTION -
DO NOT USE METAL STITCHER ON DEICER BODY TO

AVOIDDAMAGINGRESISTANCEWIRES.
3. Applyone even brushcoat of sealer aroundedges of installeddeicer.
4. Removemaskingtapefrom blade immediatelyafter applyingsealer.
5. Allow cement to cure 24 hours before turning up propeller. Allow 72 hours curing time before operating
deicers. Handlepropellercarefullyto preventdamagingdeicers.
PREPARATION AND APPLICATIONOF SEALER
Propellerdeicerslooseneddue to adhesivebond breakdownby lubricantswill not recementproperly. Remove,

clean, and reinstalldeicersas follows:
1. Clean 0.500 inch wide area around circumferenceof propeller deicer down to bare metal using MEK or
acetone.
2. Clean outer 0.500 inch and 0.250 inch under deicers on all sides past loosened areaswith MEK or acetone.
For final cleaning,quicklywipe off solventswith clean, dry, lint-freecloth to avoidleaving film.
3. Recementlooseneddeicerssurfaces.
4. Thoroughlymix filler,sealer,or paint in proper proportionsby weightas follows:
a. 82-075A/B: one part A/onepart B.
b. 82-076-1/2: twelveparts 1/onepart 2.
c. EC-1031/EC-801:twelveparts 1031/onehundredparts 801.
d. C-19861/C21871/C-16176:one part 19861/sevenparts 21871/twoand two-thirdsparts 16171.
30-60-00
Page 19
3G21
PIPER AIRCRAFT
PA-42/42-720
82-076-1/-2SEALER
OR C-19861/21871/16176
PAINT
CEMENTEDAREA
FILLER82-075A/B OR
SEALEREC-801
Figure 30-36. SealerApplication(PropBoot)
SPECIALATTENTIONSHOULDBE GIVENTOTHIS
DISTANCEWHENLOCATINGTHEBOOTFORFINAL
BONDINGTO PROPELLER.
SEAL
Figure 30-37. SealerApplication(Lead Strap)
5. Place masking tape approximately 0.125 inch beyond cemented area around propeller deicer to allow
applicationof filler directlyto metal. Apply one even brush coat of 82-075Afiller (or EC-801sealer) over
0.125 inch of baremetal,cementedarea, and boot for propellerdeicers.
6. Ensure fillet filler completely covers area between propeller deicer strap and blade (Figure 30-36).
Immediatelyremovemarkingtape from propeller. Allow fillerto dry for 6 hours.
7. Apply new marking tape approximately0.125 inch beyond filler to allow applicationof sealer directly to
mountingsurface. Apply one even brush coat of 82-076-1/2sealer (or C-19861/C16176paint) over 0.125
inch of mountingsurfaceand 0.250inch of deicer (Figure30-36).
8. Ensure sealer completelycovers area betweendeicer strap and blade on propeller (Figure 30-37). Remove
maskingtape immediately.Allow sealerto dry for 24 hoursbeforestartingengine.
30-60-00
Page 20
3G22
PIPER AIRCRAFT
PA-42/42-720
WRINKLED DEICERS (Figure 30-38)
If deicer edge is wrinkledor loose, recementedge. Use MEKor Toluolto loosen bond 1/4 inch beyond loose
or wrinkledarea. Applyone coat of EC1300Lor EC1403cementto deicer and bonding surfacesand allowto air
dry for 1 hour. Apply second coat of EC1300Lor EC1403 cementto both surfaces. Allow to dry. Retackify
with MEK or acetone and press down with fingers to workout wrinkles or secure loose edges. If material has
stretchedand will not cementflap,replacedeicer.
Figure 30-38. WrinkledDeicer
When performingresistancecheck,electricallyisolatepropellerdeicer circuits (if prop is installed)from rest of

airplanewiring as follows:
1. Removebrush blockand disconnecttimer and enginewire harnessat convenientlocationor retractbrushes.
Slip sheet of paperbetweenbrushesand slip rings.
-NOTE-
Resistancevalues below apply only to deicers completelydisconnect

fromterminalstuds and electricalconnectors.
2. Checkelectricalresistanceof each elementwithindeicer by checkingbetweenterminals. (See Figure 30-19
and resistancereadingsin Chart3009.)
3. Check electricalresistanceof elementsin parallel,by chechingbetweenslip rings (Figure 30-19 and Chart
3009).
-NOTE-
Electricalcontinuitychecksmust be madewithoutrotatingpropellers,
with boot switchon.
CHART 3009. PROPELLER DEICER ELECTRICAL SPECIFICATIONS
TIMER ELEMENT TIME LOAD AMPS RESISTANCE CHECK AND VALUES

SEQUENCE HEATED ZONE SEC. @ 28 VDC MAX MIN.
OHMS OHMS
E Outboard 34 13.7 5.26 4.58

1 blade each
element
3 bladesin
F Inboard 34 13.7 parallel 1.78 1.55
30-60-00
Page 21
3G23
PIPER AIRCRAFT
PA-42/42-720
4. Check for intermittentopen circuits by tensioning deicer strap slightly while measuring resistance. Press
lightly on deicersurfaceadjacentto strap retainer. Ensure resistancedoes not vary.
-NOTE-
Identify circuits in element by referring to resistancevalves (Figure

30-19). Identification is necessary to cycle system properly and
obtain correct amperagevalues during system operation. Minimum
and maximumohms between commonground and other terminalsis
4.58 to 5.26 ohms.
5. Reconnect disconnected circuits and remove any paper shims.
INSTALLATION OF PROPELLER DEICER STRAPS AND WIRE HARNESS
1. Fasten deicer lead strip to bulkhead.

2. Attachdeicer strap to studson spinner bulkhead.
- CAUTION -
NEVER USE TYPE B STAR WASHER (TEETH ON OUTER

DIAMETER) ADJACENT TO TONGUE OF DEICER
TERMINALS.
3. Ensure no slack exists in deicer lead strap between terminals and clip. Conduct test on each propeller
deicing system to ensure deicer lead straps are installed so propeller can be moved from full low pitch
through featheringpositionwithoutplacingtensionon straps.
- NOTE -
Deicers must have plastic bonded to air side (shiny side) of deicer
strap (Figure 30-39).
4. If damage occurs to slip ring wire harness, rubber spacers, or hose clamps, replace damaged parts.
BALANCING
To assure a balanced propeller assembly, reinstall original balancing weights or equivalents. Position weights
in original position on propeller hub. Ensure restrainer and weights do not interfere with propeller assembly. If
balance weights are removed, reinstall safety wire on screws.
30-60-00
Page 22
3G24
PIPER AIRCRAFT
PA-42/42-720
PROPDEICER
Figure 30-39. Propeller Lead Strap Installation
FINAL ELECTRICAL CHECK
1. Ensure all terminals are tight, not over-torqued.

2. Ensure all wires are properly insulated, especially in engine compartments.
3. Ensure all wire ties are tight and positioned to prevent chafing or stoppage of moving parts.
4. Ensure all wires are tightened in connectors and ensure no bare wires will short on nearby objects.
5. Ensure installed wires are not sharply bent, pinched, or pulled tight.
OTHER COMPONENTS
Do not attempt internal repairs of timer, ammeter, or switches. If inoperative, replace components with proper
parts. For other repair or maintenance problems not covered in this manual, inquire at Aerospace and Defense
Products Division of the B. F. Goodrich Company, Akron, Ohio 44318.
30-60-00
Page 23
3H1
PIPER AIRCRAFT
PA-42/42-720
POWERCONTROLRELAYS (Figure30-40)
Both left and right power controlrelaysset aremountedin the accessorysectionof enginenacelles.
REMOVALOF THE POWERCONTROLRELAYS
1. Removetop cowls from nacelle.

2. Relays are mountedin accessorycompartmenton bulkheadby motorcontrolrelay. Identifywire codes and
note attachment points; disconnect them from desired relay. (See Chapter 91 for appropriate wiring
diagram.)
3. Remove appropriaterelay be unscrewingtwo screwsfasteningunitto firewall.
INSTALLATIONOF POWER CONTROL RELAY
1. Repositionrelay and securewith proper screws.

2. Reconnectwires to appropriateterminal.
3. Completefollowingtest to determineproper installationand operationof relay:
a. Turn on ice protectionswitch. Push groundtest switch.
b. Ensure relay actuates,causingtimer to start cyclingand deicersto heat.
30-60-00
Page 24
3H2
PIPER AIRCRAFT
PA-42/42-720
1. ENGINEAIR INLET
2. PROPELLERDEICEBOOT
3. GENERATORLIP DEICE
4. ENGINEICE PROTECTIONSWITCH
5. CIRCUITBREAKERPANELS 2
VIEWA VIEW B
DEICERPOWERCONTROLRELAYS PROPELLERDEICERTIMER
LEACHRELAYCOMPANY B.F.GOODRICH
KC-D4A 3E1150-12
(AFTOF FIREWALL) (FORWARDOF FIREWALL)
Figure 30-40. Power Control Relays and Deicer Timer Installation
30-60-00
Page 25
3H3
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF DEICER TIMER (Figure30-40)
Removedeicer timers on forwardside of engine nacellefirewallas follows:

1. Remove cowl.
2. Disconnectelectricalplug from top of timer.
3. Remove four screwssecuringtimer to firewall;removetimer.
INSTALLATION OF DEICER TIMER
1. Position deicertimer on firewall. Securedeicer timer with four screwspreviouslyremoved.

2. Connectelectricalplug to top of timer.
3. Checkoperationof new timer to ensure properinstallationand operation.
4. Installcowls and securewith screwtype fasteners.
TIMER TEST
Before removing timer, perform the following test:

1. Disconnect wire harness at timer and with deicer switch on, check voltage from pin B of harness plug to
ground. If no system voltage exists, fault is not with timer. If system voltage exists at pin B, check ground
circuit from pin G to ground using ohmmeter. If no continuity exists, fault is in ground lead not timer. If
ground connection is open, timer step switch will not change position.
2. Connect jumper wire from pin B of harness to B contact of timer socket and from pin G of harness to G
contact of timer socket to complete power circuit. Hook-up voltmeter from ground to timer socket and
ensure timer is cycling and delivering system voltage to C, D, E, and F contacts. (Starting point is not
important, but sequence must be as stated.) All four contacts must deliver voltage for approximately 34
seconds each with zero voltage on three contacts not energized.
3. If timer meets all requirements of test, problem exists elsewhere. If timer does not meet test requirements,
replace it.
30-60-00
Page 26
3H4
PIPER AIRCRAFT
PA-42/42-720
GRIDS 3H5 THRU 3H7

30-60-00
Page 27
3H5
CHAPTER
LANDING GEAR
3H8
PIPER AIRCRAFT
PA-42/42-720
CHAPTER32 - LANDINGGEAR
SYSTEM GRID
32-00-00 GENERAL 3H13
32-00-00 Descriptionand Operation 3H13
32-00-00 Troubleshooting 3H13
32-10-00 MAINGEAR ANDDOORS 3H18

32-10-00 Disassemblyof Main Gear Oleo 3H18
32-10-00 Cleaning,Inspectionand Repair of MainGear Oleo 3H21
32-10-00 Assemblyof Main Gear Oleo 3H21
32-10-00 Removalof Main LandingGear 3H21
32-10-00 Cleaning,Inspectionand Repair of Main LandingGear 311
32-10-00 Installationof Main LandingGear 312
32-10-00 Adjustmentof MainLandingGear 313
32-10-00 Alignmentof Main LandingGear 316
32-10-00 Removalof Main Gear Door Assembly 317
32-10-00 Cleaning,Inspectionand Repair of Main Gear Door
Assembly 317
32-10-00 Installationof Main Gear DoorAssembly 317
32-10-00 Adjustmentof MainGear Doors 318
32-20-00 NOSE GEARAND DOORS 318

32-20-00 Disassemblyof Nose Gear Oleo 318
32-20-00 Cleaning,Inspectionand Repair of NoseGear Oleo 319
32-20-00 Assemblyof Nose Gear Oleo 319
32-20-00 Removalof NoseGear 3112
32-20-00 Cleaning,Inspectionand Repairof NoseGear 3115
32-20-00 Installationof NoseGear 3116
32-20-00 Adjustmentof NoseGear 3117
32-20-00 Alignmentof NoseGear 3120
32-20-00 Adjustmentof LandingGear PropellerReverseSwitch 3121
32-20-00 Removalof NoseGear Door Assembly 3121
32-20-00 Cleaning,Inspectionand Repairof NoseGear Door
Assembly 3121
32-20-00 Installationof Nose Gear Door Assembly 3122
32-20-00 Adjustmentof Nose Gear Door 3122
32-20-00 Replacementof WiperStrip on Gear Struts 3122
32 Cont./Effect.
Page 1
3H9
PIPER AIRCRAFT
PA-42/42-720
CHAPTER32 - LANDINGGEAR(continued)
SYSTEM GRID
32-30-00 EXTENSIONAND RETRACTION 3123
32-30-00 EmergencyExtensionSystem (EES) 3123
32-30-00 FunctionalProof Pressureand Leak Test for EES 3J2
32-30-00 Testingof EmergencyBlowdownSystem 3J2
32-30-00 Testingof ExplosiveValve 3J4
32-30-00 ServicingAfter Activationof EmergencyGear
ExtensionSystem 3J4
32-30-00 Removalof Main Gear ActuatingCylinders 3J5
32-30-00 Disassemblyof Main Gear ActuatingCylinders 3J5
32-30-00 Cleaning,Inspectionand Repair of Main Gear
ActuatingCylinders 3J5
32-30-00 Assemblyof Main Gear ActuatingCylinders 3J5
32-30-00 Installationof Main Gear ActuatingCylinders 3J7
32-30-00 Removalof Gear Door ActuatingCylinders 3J7
32-30-00 Disassemblyof Gear DoorActuatingCylinders 3J7
32-30-00 Cleaning,Inspectionand Repair of Gear Door
ActuatingCylinders 3J9
32-30-00 Assemblyof Gear Door ActuatingCylinder 3J9
32-30-00 Installationof Gear DoorActuatingCylinder 3J9
32-30-00 Removalof NoseGear ActuatingCylinder 3J10
32-30-00 Disassemblyof Nose Gear ActuatingCylinder 3J10
32-30-00 Cleaning,Inspectionand Repairof Nose Gear
ActuatingCylinder 3J10
32-30-00 Assemblyof NoseGear ActuatingCylinder 3J10
32-30-00 Installationof Nose Gear ActuatingCylinder 3J12
3240-00 WHEELSAND BRAKES 3J12

3240-00 Removal and Disassemblyof B. F. Goodrich
3-1392Main Wheel 3J12
3240-00 Cleaningand Inspectionof Main Wheel Assembly 3J14
32-40-00 Repairof Main Wheel Assemblies 3J15
32-40-00 Assemblyand Installationof B. F. Goodrich
3-1392Main Wheel 3J17
32-40-00 NoseWheel Assembly 3J19
3240-00 Removaland Disassemblyof Nose Wheel
(B. F. Goodrich) 3J19
32 - Cont/Effec.
Page 2
Reissued: December31, 1989 3H10
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 32 - LANDING GEAR (contiined)
SYSTEM GRID
32-40-00 WHEELSAND BRAKES(cont)

32-40-00 Inspectionof Nose Wheel Assembly(B. F. Goodrich) 3J20
32-40-00 Repairand Replacementof Nose WheelAssembly
(B. F.Goodrich) 3J20
32-40-00 Assemblyand Installationof NoseWheel
(B. F.Goodrich) 3J20
32-40-00 Removaland Disassemblyof Nose Wheel (Cleveland) 3J21
32-40-00 Inspectionof Nose Wheel Assembly(Cleveland) 3J22
32-40-00 Assemblyand Installationof NoseWheel (Cleveland) 3J22
32-40-00 BRAKEASSEMBLIES 3J22
32-40-00 Removaland Disassemblyof Brakeand Disc
CarrierAssembly 3J22
3240-00 TroubleshootingBrakeSystem 3K1
32-40-00 Cleaningand Inspectionof BrakeAssembly 3K1
3240-00 WearLimits 3K2
32-40-00 Assemblyand Installationof BrakeAssembly 3K2
32-40-00 Removalof BrakeMaster Cylinder 3K3
32-40-00 Disassemblyof BrakeMaster Cylinder 3K3
32-40-00 Cleaning,Inspectionand Repairof BrakeMaster
Cylinder 3K3
32-40-00 Assemblyof Brake MasterCylinder 3K3
32-40-00 Installationof BrakeMaster Cylinder 3K6
3240-00 ParkingBrake Valve 3K7
32-40-00 Removalof Parking BrakeValve 3K7
32-40-00 Disassemblyof Parking BrakeValve 3K7
3240-00 Cleaning,Inspectionand Repairof Parking
BrakeValve 3K8
32-40-00 Assemblyof Parking BrakeValve 3K8
3240-00 Installationof ParkingBrake Valve 3K8
3240-00 BleedingProcedure 3K8
32-50-00 STEERING 3K10

32-50-00 Removaland Installationof NoseGear Steering
Installation 3K10
32 - Cont./Effec.
Page 3
3H11
3Hll Reissued: December31, 1989
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 32 - LANDINGGEAR (continued)
SYSTEM GRID
32-60-00 POSITION AND WARNING 3K13

32-60-00 Adjustment of Nose Gear Up Light Switch 3K13
32-60-00 Adjustment of Nose Gear Down Light Switch 3K13
32-60-00 Adjustment of Main Gear Up Light Switch 3K14
32-60-00 Adjustment of Main Gear Down Light Switch 3K14
32-60-00 Adjustment of Main Inboard Gear Door Ajar
Switches 3K15
32-60-00 Adjustment of Landing Gear Safety Switch 3K16
32-60-00 Removal of Gear Warning Switches 3K16
32-60-00 Installation of Gear Warning Switches 3K17
32-60-00 Adjustment of Gear Warning Switches 3K18
32 - Cont/Effec.
Page 4
3H12
PIPER AIRCRAFT
PA-42/42-720
GENERAL
The PA-42uses a tricyclelanding gear design, incorporatingair oleo shock struts and is fully retractablewith
covered gear doors. The nose gear retracts aft into the nose section, pulling mechanicallyinterconnectedgear
doors closed. The main landing gears retract inboardinto each wing and are covered by hydraulicallyactuated
doors and those mechanicallyconnectedto each gear.
The gear operating mechanismsuse two systems. The primary system uses hydraulicpower during normal
operationsand is coveredin Chapter29. A secondaryor redundantsystem, incorporatedinto each gear operating
mechanism, provides a way of extending the required gear if any part of the hydraulic system fails. The
secondarysystem, incorporatedas an emergencybackupfor the hydraulic system, only moves the affected gear
to the down position.
The landing gear operatingcontrols are located on the pilot's side of the instrumentpanel. The gear selector,
with the indicatorlights to its right, is situated on the bottom of the panel directly under the column of engine
instruments. The emergencyextensionbutton is also mountedon the pilot's side of the instrumentpanel, just
below the oxygen pressuregauge, to the right of the alternatestaticsource selector.
Two means of emergencyextensionare available. The emergencyblowdownsystem (previouslymentioned)
employs a logic circuit which senses gears not extended. When the button is pushed, the remaininggears are
extended and locked in place. Besides the emergencyblowdownsystem, the gear can also be pumped down. A
hand pump found under a floor accesspanel between the pilot's and copilot's seat can be used to extend the gear
if the hydraulicpump system fails. If a problemdoes develop,and time permits,use the hand pump first because
once the emergencyextensionsystem is activated,the affectedmechanismand hydraulicsystem must be purged
and serviced.
An Anti-retractionSystem is installed to guard against inadvertentretraction of the landing gear when the
airplane is on the ground, a solenoid latch is positionedjust above the control lever. A squat switch on the
landing gear and a dynamicpressureq sensormust operate this latch before the landinggear selector controlcan
be moved upward. The landing gear control knob is in the shape of a wheel to differentiateit from the flap
control,which has a knob in the shaft of an airfoil.
A differentialpressureq sensoris installedin the copilot's pitot/staticsystem which sensesdynamic pressure,
q. The sensor is set to actuateat 100plus 4 KIASon increasingairspeedand 100plus 4 KIAS minus 10 KIAS on
decreasing airspeed. The q sensing system is provided as an alternate (backup) means of controlling major
circuits which are operatedthroughthe landing gear squat switches;groundcooling fan solenoid,cabin pressure
dump solenoid,ice protectionselector switch, gear lock solenoidand high/lowselectionfor the stall recognition
system lift detectorheat.
The brakes are hydraulicallyactuated by individual master cylinders mounted on the left and right sets of
rudder pedals. The brake reservoiris accessiblethrough an access door on the upper right portion of the nose
section.
For furtherinformationon servicingof brakes, referto front of manual for vendorpublicationslist.
TROUBLESHOOTING
Mechanicaland electricalswitch troublespeculiarto the landinggear system are listed in Chart 3201. When
troubleshooting,first eliminatehydraulicmalfunctionslisted in Chapter 29. Proceedto switch malfunctionsand
mechanicaloperationof the gear itself. Alwaysplace airplaneon jacks before attemptingany troubleshootingof
system.
32-00-00
Page 1
3H13 3H13 Reissued:December31, 1989
PIPER AIRCRAFT
PA-42/42-720
CHART 3201. TROUBLESHOOTING(LANDINGGEAR SYSTEM)
Trouble
ble Cause Remedy
edy
Landinggear selector handle Selectorlever cannotbe Ascertainthat the LEFT main

fails to operateto gear up movedto the gear up gear strut is extendedand that
position. positionwhilethe LEFT the power is on.
main gear strut is com-
pressedor with the power
off.
Faultysafetyswitch on Adjustor replacesafety

left main gear. switch.
Gear retractsor extends Priorityvalve leaks in Checkpriorityvalve

before the doorsopen. powerpack. crackingpressure.
Solenoidvalve stuck in Turn off power and hand

closedposition. pump doorsopen.
Micro switchon power Checkfor bentbracket or

packout of adjustment. loose mountingor wire
and adjust.
Doors come open in Doors are rigged too Adjust rigging of doors.
flight. tight.
Micro switchon power Adjust microswitch.

pack out of adjustment.
Doors fail to close. Circuit breaker out. Check circuit breaker.
Light switch out of Adjust limit switch.

adjustment.
Gear not fullyretracted. Checkadjustment.
Cannonplug on power Tightenplug.

pack loose.
Solenoidvalve stuck in Checkwiring to solenoid

door open position. valve.
32-00-00
Page 2
3H14
PIPER AIRCRAFT
PA-42/42-720
CHART 3201. TROUBLESHOOTING (LANDING GEAR SYSTEM) (continued)
Nose gear fails to lock Not enough actuator Increasethe actuator

up when handlereturns stroke. stroke.
to neutral.
Gear doorspinching. Relievedoor pinch
by lengtheningdoor
operatingrods.
Main gear fails to lock Uplock rod out of Adjust rod.

up. adjustment
Actuator out of Adjustactuator.

adjustment
No red light on panel Circuit breaker out. Check circuit breaker.

when gears are in
transit.
Indicatorlight burned Replace indicator light.
out.
Circuit wire broken. Check wiring.
No greenlight on panel Circuitbreakerout. Checkcircuitbreaker.

when gears are down.
Indicator light burned Replaceindicatorlight.
out.
Lockswitch defective Replace and/or adjust

or out of adjustment. lock switch.
Gear not lockedin down Adjust the gear.

position.
Gear refuses to retract "q" pressureswitch Replaceas required.

above 100 + 4 knots inoperative - stuck in
increasing, 100 + 4 -10 closedposition.
knots decreasing.
Gear selector refusesto Failure of K2 relay. Replacecomponent.

unlock above 100+ 4
knots.
32-00-00
Page 3
3H15
PIPER AIRCRAFT
PA-42/42-720
(LANDINGGEAR SYSTEM) (continued)

Flashingred indicatorlight Powerlever switchesare Replaceswitches.
or warninghorn sounding faulty.
when power from one or
both enginesis above 150 Powerlever switchout of Adjust throttleswitches.
foot-poundsof torque. adjustment.
Red indicatorlight stays Doors couldbe open. Adjustdoors.

on with gear up and
locked. Switch defective. Replacedefective
switch.
Flashingred light and Power leverswitchesout Adjustthrottleswitches.
warninghorn fail to of adjustment.
operate whenpower
from both enginesis Powerlever switchesare Replaceswitch.
reducedbelow 150 defective.
foot poundsof torque.
Horn or light defective. Replacedefectivepart.
Defective wiring. Check wiring.
Nose gearshimmiesduring Internalwear in shimmy Replace shimmy dampener.

fast taxi,takeoff and landing. dampener.
Shimmydampeneror Replace necessary parts

bracket loose at and bolts.
mounting.
Tire out of balance. Checkbalanceand replace

tire if necessary.
32-00-00
Page 4
3H16
PIPER AIRCRAFT
PA-42/42-720
CHART 3201. TROUBLESHOOTING (LANDING GEAR SYSTEM) (continued)
Nose gear shimmies during Wor or loose wheel Replace and/or adjust
fast taxi, takeoff and landing. bearings. wheel bearings.
(continued)
Worn torque link bolts Replace bolts and/or
and/or bushings. bushings.
Main landing gear shimmies Tire out of balance. Check balance and replace
during fast taxi, takeoff and tire if necessary.
landing.
Worn or loose wheel Replace and/or adjust
bearings. wheel bearings.
Worn torque link bolts Replace bolts and/or

and/or bushings. bushings.
Strut bottoms on normal Insufficient air and/or Service strut with air
landing or when taxiing fluid in strut. and/or fluid.
over rough ground.
Defective internal parts Replace defective parts.
in strut.
Excessive or uneven Incorrect operating Inflate tire to correct

wear on main tires. pressure. pressure.
Wheel out of alignment Check wheel alignment.

(toe-in or toe-out).
Nose gear fails to steer Oleo cylinder binding in Lubricate strut housing.
properly. strut housing.
One brake dragging. Determine cause and

correct.
Steering arm roller Replace defective roller.

sheared at top of
strut.
32-00-00
Page 5
3H17
PIPER AIRCRAFT
PA-42/42-720
MAINGEARAND DOORS
DISASSEMBLYOF MAINGEAROLEO (Figure32-1)
The main gear oleo assemblyis removedand disassembledfrom the gear oleo housing with the gear removed
or installedon the airplaneas follows:
1. Place airplaneonjacks. (Referto Jacking,Chapter7.)
2. Place a drip pan undermain gear to catch spillage.
3. Removeair and fluidfrom oleo. (Referto Oleo Struts.)
4. To remove piston tube assemblyfrom oleo housing,remove upper and lower torque link connectingbolt
assemblyand separatelinks. Note numberand thicknessof spacerwashersbetweentwo links.
5. Compress piston tube, reach up along the tube, and release the retainer ring from the annular slot at the
bottom of oleo housing.
6. Pull piston tube with componentparts fromhousingcylinder.
7. The fork tube componentsare removedby reaching in the tube and pushingout the upper bearing retaining
pins. Slide off the upper bearing, spacer,lower bearing with O-ringsor dynamic seal and wiper, washer,
and retainerring.
8. To removeorifice tube from the oleo housing,cut safetywire and remove cap bolt and washer from top of
housing.
9. The orificeplate is removedfrom the orificetube by releasingthe retainerring holdingthe plate in position.
CLEANING,INSPECTION ANDREPAIROF MAINGEAROLEO
Instructionsfor cleaning,inspecting,and repairingof the main gear oleo are identicalto those for the nose gear
oleo.
ASSEMBLYOF MAIN GEAR OLEO (Figure32-1)
1. Ensure all parts are cleanedand inspected.
2. To assembleand install the orifice tube, insert orifice plate into the bottom of the tube, with countersunk
side of the orificehole exposed. Secureplate with retainerring. Lubricate and install O-ring on the upper
end of the tube and inserttube up throughthe bottom oleohousing.
3. The piston tube assemblyis assembledto the oleo housingby installingtube componentson the tube. Slide
the retainer ring, washer, lower bearing with inner and outer O-rings, spacer, and upper bearing onto the
tube. Align lockpinholes of the upper bearingand tube; installretainerpins.
-NOTE-
Refer to parts catalogfor correctpart numberwhenreplacingO-rings
and wiper strip.
4. Carefully insert piston tube assemblyinto the oleo housing,guiding the orifice tube into the piston tube,
until retainer ring can be installedin the annular slot at the lower end of the housing. Install wiper strip,
slide washer into position and secure assemblywith retainerring. At the top of the housing, tighten cap
bolt.
5. Install upper and lower torque links. (Use same thicknessspacerwashers betweenthe two links removed,
to maintaincorrect wheelalignment.)
6. Lubricategear assembly.(Referto LubricationChart,Chapter12.)
7. Service oleo strut with fluid and air (refer to Oleo Struts, Chapter 12) and safety with MS20995C40wire
betweenfiller plug and cap bolt.
8. Check gear alignmentand gear operation.
32-10-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
1 2
39
1. BOLT, ORIFICE TUBE 19

2. WASHER
3. O-RING, PACKING 37
4. TUBE, ORIFICE
5. PLATE, ORIFICE
6. RING, RETAINER 36
7. PIN, RETAINER3
8. BEARING, UPPER 39
9. SPACER
10. O-RING GASKET
11. BEARING, LOWER
13. WIPER STRIP
14. WASHER
15. RING, RETAINER
17. PLUG 35
18. GREASE FITTING
19. VALVE, AIR
20. PLUG, FILLER
21. HOUSING, OLEO
22. TUBE, PISTON 18
23. BOLT ASSEMBLY 3
24. FORK
25. PIN, COTTER 2
26. NUT, AXLE
27. BOLT ASSEMBLY
28. PIN, COTTER
29. BOLT ASSEMBLY 25
30. BEARING, UP LOCK
31. TORQUE LINK, LOWER
32. BOLT ASSEMBLY
33. TORQUE LINK, UPPER
34. BOLT ASSEMBLY
35. WASHER, SPACER
36. CONTACT, SAFETY SWITCH
37. BUSHING 26
38. PLACARD, SERVICE (REF. S.L. NO. 954)
39. SAFETY WIRE
40. SCREW
41. AXLE
42. SEAL -27
43. WIPER
Figure 32-1. Main Gear Oleo Strut Assembly
32-10-00
Page 2
PIPER AIRCRAFT
PA-42/42-720
22
VIEW A
Figure 32-1. Main Gear Oleo Strut Assembly (continued)
32-10-00
Page 3
3H20
3H20 Reissued: December 31,1989
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF MAIN LANDING GEAR (Figure 32-2)
-NOTE-
PA-42 series 8001105 and below contains a down lock rod in the
upper side brace link arm at the main landing gear. For PA-42 series
8001106and up, a down lock cable has replacedthe rod. All PA-42-
720 models contain the new cable assembly. Referto the appropriate
maintenance procedures in the manual for each particular series
model.
1. Place airplaneon jacks. (Referto Jacking,Chapter7.)
2. Removetwo accessplates forwardand two accessplates aft of the outboardwheeldoor.
3. With the hand pump, retract main gear slightly to relieve gear from its down lockedposition and to lower
inboardgear door out of the way.
4. Disconnectbrakeline.
5. To removeside brace link assembly,use the followingprocedure:
a. Disconnectactuatingcylinder and down lock rod or cable from upper side brace link arm by removing
the clevis bolt. Disconnectother end of the downlock rod or cable at the downlock hook.
b. Removedownlock hook and springby removingpivot bolt.
c. Remove downlock switch by removingthe four screws attachingthe bracketbetween the forwardand
aft side brace links. Removeclamps securingthe electricalwiringto the side brace link.
d. Disconnectlower side brace link from gearoleo housing;let link assemblyswingdown.
e. Removeboltconnectingthe upper and lower side bracelinks.
f. Disconnectaft link from its attachmentplate.
g. To remove forwardlink, remove nut with washers holdingthe link on its pivot shaft. Slide link from
the pivot shaft.
h. The pivot shaft is removedby reachingthrough pivot shaft bracket access hole and removingthe bolt
securingthe shaft to the shaft fitting. Slide the tube through the attachmentbracket. The shaft fitting it
attachedwith cap bolts, washers,and anchornuts.
-NOTE-
Beforeremovingthe pivot shaft attachmentfitting from the spar,note
where and how many spacers/shims were used during installation.
Use same number of shims at reinstallationand note bolt sizes at the
locationsremoved.
6. Disconnect outboard gear door retraction rods at the gear housing. With the lower side brace link
disconnected from the housing, the gear is removed by removing attachment bolt assemblies at the
attachment plates on each side of the gear housing. Note the number and location of spacer washers
betweenthe gearhousingand attachmentplates. Main landing gearbolt retainersmust be removed.
7. The up lock hood and springis removedby disconnectingup lock rod or cable and blowdownactuatorrod
from hook and the hook pivotbolt.
8. The up lock rod or cable is removedby disconnectingit at the lock crank.
9. The landinggear and upper drag link attachmentplates are removedby reachingthroughthe access holes in
the nuts securingthe plates. Whileholdingthe nuts with a wrench,removeattachmentbolts.
32-10-00
Page 4
3H21
PIPER AIRCRAFT
PA-42/42-720
.29
AFTTRUNNIONBOLT
RETAINERPLATE
-NOTE -
UP LOCK ROD AND DOWN LOCK RODS

USED ON A/C 42-7800001TO 42-8001105
INCL. UP LOCKAND DOWN LOCKCABLE
USEDON A/C 42-8001106AND UP.
FORWARDTRUNNION
PLATE
RETAINER
PLATE
Figure 32-2. Main Gear Installation
32-10-00
Page 5
3H22
PIPER AIRCRAFT
PA-42/42-720
4 3
INBOARD
DOOR
71
1. BRACKET,LOCKCYLINDER 38. BOLTASSEMBLY

2. LOCKCYLINDER 39. VALVEASSEMBLY
3. BEARING,HINGE 40. HOUSING,GEAR
4. BRACKET,INBOARDDOOR 41. SWITCHSQUAT
5. HINGE,INBOARDDOOR 42. LINK,TORQUEUPPER
6. BEARING,HINGE 43. LINK, TORQUELOWER
7. DOOR,INBOARD 44. LINE, BRAKE
8. BRACKET,UP LOCKHOOK 45. STRUTASSEMBLY
9. SPRING,UP LOCK 46. VALVEASSEMBLY,BLEEDER
10. BOLTASSEMBLYAND BUSHING 47. BRAKEASSEMBLY
11. HOOK,UP LOCK 48. BOLTASSEMBLY
12. BOLTASSEMBLYAND BUSHING 49. WHEELAND TIRE
13. NUT,LOCK 50. HINGE,OUTBOARDDOOR
14. ROD,UP LOCKOR CABLE 51. BEARING,HINGE
15. ACTUATOR 52. DOOR,OUTBOARD
16. SWITCH,UP LOCK 53. BRACKET,DOOR
17. WIREASSEMBLY 54. ROD, RETRACTION
18. BRACKET,SWITCH 55. TUBE,PISTON
19. BRACKET,CYLINDERMOUNTING 56. NUT,LOCK
20. NUT,LOCK 57. WASHER
21. CRANKASSEMBLY 58. CYLINDERASSEMBLY
22. ROD END 59. VALVE
23. ROD,GEAR LOCK(CABLEASSEMBLY 60. EMERGENCYUP LOCKRELEASEASSEMBLY
ON A/C NO. 42-8001106AND UP) 61. DUSTBOOT
24. NUT,LOCK 62. PIN, DOWNLOCK
25. ROD END 63. CLEVISBOLT
26. ARM,GEAR RETRACTION 64. BUSHING
27. PLATEATTACHMENT 65. WASHER
28. PIVOTSHAFT 66. BOLT,HOOKPIVOT
29. FITTING,SHAFT 67. BOLT,AN178-33
30. FITTING,GREASE 68. SPRING,DOWN LOCK
31. SIDE BRACE,UPPERFORWARD 69. DUST BOOT
32. SWITCH,DOWNLOCK 70. SHUTTLEVALVE
33. BRACKET,SWITCH 71. DOORAJAR SWITCH
34. HOOK,DOWN LOCK 72. UP LOCKACTUATOR
35. SIDE BRACE,LOWER 73. TRUNNIONBOLTRETAINER
36. SIDE BRACE,UPPERAFT 74. FORKANTI-ROTATIONSTOP(CLIP)
37. PLATE,MOUNTING 75. FORK
Figure 32-2. Main Gear Installation (continued)
32-10-00
Page 6
3H23
PIPER AIRCRAFT
PA-42/42-720
A 72 60 9 12
SKETCHA
INSTALLATION
63 UTILIZING
UNLOCKROD
BUSHING BUSHING
(42129-9) (42129-10) WASHER
40559-34 58
ANS-7A (BOLT)
(WASHERS 2 REQ.)
405598-34
MS20365-524C(NUT)
AN6-24A (BOLT)
AN960-616(WASHER)
_
_ MS20365-624C(NUT)
WASHER
BUSHING AN960-616
(421298)
42129-6
42129-6 INSTALLATION
69 UTILIZINGUNLOCK
SECTION A-A 24 CABLE
THESEPARTS
TSTO BEGREASED 25
BEFOREINSTALLATION
STALLATION
62
34
35 NOTE
FORK ANTI-ROTATIONSTOP (CUP) IS

INSTALLEDWHENDOWNLOCK
CABLEIS USED.
SKETCHB
Figure 32-2. Main Gear Installation (continued)
32-10-00
Page 7
3H24
PIPER AIRCRAFT
PA-42/42-720
CLEANING, INSPECTION AND REPAIR OF MAIN LANDING GEAR
1. Clean all parts with a suitable cleaning solvent.

2. Inspect bolts, bearings, bushings, and ball joints for excess wear, corrosion, and damage.
3. Inspect the gear housing, side brace links, idler links, rods, and attachment plates for cracks, bends, or
misalignment.
4. Inspect lock hook for wear and oversized bearing surfaces.
5. Inspect the lock hook springs for the following:
a. Excess wear or corrosion especially around the hook portion of springs. A spring must be rejected if
wear or corrosion exceeds one-quarter the diameter of spring. Clean all corrosion and repaint the
springs.
b. Check lock hook springs for load tensions below the minimum allowable tolerances. The minimum
tension for up lock hook springs is 4 pounds and the down lock hook springs 7 pounds. Perform these
checks by fastening a fish type scale to the particular hook and spring and pulling against the hook and
spring for a reading on the scale.
6. Inspect up lock roller for free movement and minimum wobble.
7. Inspection both up lock and down lock rods sliding surfaces for corrosion, free movement, and lubrication.
8. Inspect general condition of limit switches and wiring for fraying, poor connections, or conditions leading
to failures.
9. Attach upper and lower drag links. Ensure that when stop surfaces of the two links contact, linkage is 0.219
to 0.281 inch through center (Figure 32-2). If this distance exceeds the required through center travel, and if
all bolts and bushings are tight, replace one or both side brace links.
10. Repair of the landing gear is limited to replacing bearings and bushings, smoothing out minor nicks and
scratches, repainting areas where paint has chipped or peeled, and replacement of parts.
. 11. Inspect landing gear trunnion bolts to ensure proper length bolts are installed. (A minimum of one thread
must be showing beyond the top of the nuts.)
12. Inspect main landing gear forward side braces as follows:
a. Remove paint (see sketch below) on both forward side braces.
APPROXIMATE AREA OF CRACKS.

PAINT TO BE REMOVED FOR INSPECTION.
-NOTE-
If alodinc is undamaged, repainting is not necessary between

repetitive 50 hour inspection intervals.
32-10-00
Page 8
Reissued: December 31, 1989 3I1
PIPER AIRCRAFT
PA-42/42-720
b. Inspect area for cracks using dye penetrantor Zyglo procedures. Pay particularattentionto top surface
of affectedparts.
c. If cracks are found,replaceaffectedpart(s) immediatelyprior to any furtherflights.
d. Completeappropriatelogbookentry.
INSTALLATIONOF MAIN LANDINGGEAR (Figure 32-2)
-CAUTION-
WHEN ASSEMBLINGANY UNITS, LUBRICATE BEARINGS,
BUSHINGS, AND FRICTION SURFACE WITH PROPER
LUBRICANT.
1. Positionattachmentplates of landing gearhousingand upper drag links and bolt in place.
2. The up lock hook is installedas follows:
a. Place U end of the up lock spring over the back of the hook with loops towardthe back.
b. Spread the springand fit loops over bushingextendingthroughhook.
c. Slidehook inboardthroughthe bracketuntil the bracket hole alignswith the bolt hole in hook.
d. Installpivot bolt and tightenso hook rotatesfreely withoutsideplay.
3. Attachup lock rod or cable and blowdownup lock rod with sliding ends attachedto the hook and the other
end of their fittings.
4. To install main gear housing assembly, position gear so attachment points on the housing align with
attachmentplates. If needed, install spacer washersbetween attachmentsto allow a minimum amount of
end play. Tighten nut on each pivot bolt to a snug fit, allowinggear to swing free and safety and install
main landing gearbolt retainers(forwardand aft).
5. The upper and lower side brace link assemblyis installedas follows:
a. Reinstallpivot shaft (forwardupper side bracelink) spar attachmentfitting as follows:
(1) Slide a washerover each bolt. Insert bolts throughappropriatemountinghole in the fitting.
(2) With bolts in their fittings, install the required shims to correctlyspace fitting away from the spar
for proper positioningof the pivot shaft.
(3) With shimson the bolts of the fitting, carefullyinsertfitting through accesshole and bolt the fitting
to the spar.
(4) After the four bolts are tightened,removeone bolt at a time and reinstallthem so only one threadis
engaged in the spar rivnut. Pull on the bolt and check distance between bearing surface of bolt
head and the pivot shaft fitting (or surfaceof washer). The allowabletoleranceof the gap is 0.370
inch minimum to 0.385 inch maximum. One additional0.03125 (1/32) inch washer can be used
under the bolt head to prevent the unthreadedshankfrom bottomingin the rivnut. If the gap is not
big enough, use the next size AN-4-##Abolt (see Figure 32-2). Reinstalleach bolt and torque to
70 inch-pounds.
b. Slidepivot shaft through attachmentplate mountedto the wheelwell and into the attachmentfitting on
the spar. Securepivot shaft at attachmentfitting.
c. Checkthat the forwardupper armis installedon the link, install the linkon the pivot shaft and secureit
with washersand nut.
d. The aft upper drag link is installedby slidingthe link on aft attachmentplate pivot bolt. Tightennut to
allowlink to swingfree with no side play; safetythe nut.
e. Position lower link between upper drag link ends, install the bolt assemblyand tighten, allowing the
link to turn free with no side play.
f. Attachlower drag link to landing gear housing; secure and safety. Move gear in and out of the down
lock position severaltimes to ensureno bindingexists.
6. Position down lock switchbracket betweenforwardand aft upper drag links and bolt in place.
32-10-00
Page 9
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE
MANUAL
7. The down lock hookis installedon the drag link assemblyas follows:
a. Place U end of downlock spring over the back of the hook with the loops towardthe back.
b. Spread the springand fit loops over bushingextendingthroughhook.
c. Insert ends of springinto holes locatedin downlock switchbracket on each side of drag link assembly.
Push hook down betweentwo upper drag links until bolt holes in the links align with bushing hole of
the hook.
d. Insert pivot boltand on each side of the bushing,install spacer washersto maintaina minimumamount
of side play. Securebolt and safetyit.
8. The downlock rodor cable is installedby boltingthe slidingend of rod to the down lockhook and the other
end of the upper drag link arm while attachingthe landing gear actuatingcylinder. Check lubrication of
slidingend of downlock rod.
9. Lubricatelandinggearassembly. (Referto Lubrication,Chapter12.)
10. Check main gear adjustment,operation,and alignment.
ADJUSTMENT OF MAIN LANDING GEAR (Figure 32-2) PPS60069D
1. With the airplaneon jacks and gear extended,disconnectinboard and outboardgear door operating rods,
keepingdoors in the open position.
2. Disconnectdown lockoperatingrod or cable from downlock hook.
3. The through-centeradjustmentof the side brace links is as follows:
a. Maintaingear in down locked positionwith stop surfacesof the side brace links touching.
b. Checkthat thelinkage is 0.219 to 0.281of an inch throughcenter.
c. If one side of thestop surfacesdoes not touch, file it to obtaindesiredthroughtravel.
- CAUTION -
DO NOT FILE PIN OR LET LINKAGE EXCEED 0.281 INCH
THROUGH CENTER.
-NOTE-
A fabricatedtool can be constructedto check through-centertravel of
the side brace link assemblywhile the links are installed. (Refer to
Chapter95.)
4. Use the fabricatedtool in the followingprocedure:
a. The gearmust be down and lockedwith no hydraulicpressureon system.
-NOTE-
The airplanecan either be on or offjacks.

b. Removecotterpins which safety the nuts securingboth upper side bracelinks to attachmentplates.
-NOTE-
On right gear only, removepin at the nut that securingthe lower link
to the gear housing. Do not removethe nuts.
c. Place tool tubethrough elongatedhole in tool plate. Place tube over and betweenupper link attachment
nuts.
d. Swing plate up against the head of the bolt connectingthe upper and lower links. The plate sleeve
slides over thenut on the head of the bolt connectingthe lowerlink to gear housing.
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e. Look throughsight hole in the plate and checkthat center of bolt is 0.219 to 0.281 inch below centerline
on place.
f. Removetool and reinstallcotter pins.
5. Operatedown lock hook by hand to determineif it engages freely. Open and closejoint several times to
assurethe hook is workingproperly. If the hook does not clear the pin, continueas follows:
a. Ensure side brace stopsare both touching.
- CAUTION
DO NOT FILE PIN OR LET THE LINKAGES EXCEED 0.281

INCHES THROUGH CENTER.
b. If one link's stop is too high, file it down until both sides mate.
6. Whenthe hook is operatingproperly,proceedas follows:
a. Engagehook over pin.
b. Force side brace linkageupwardtill the hook strikes the pin and stopsmovement.
c. Check gap between side brace stop surfaces and ensure it doesn't exceed 0.020 inches. If clearance
between stopsexceeds 0.020 inch, the pin shows little or no wear, and the link through travel is within
limits, replacethe hook.
7. If the pin requires replacement,cut pin, file off any burrs left by the cut, and drive the pin out from either
side. Install a new pin and flange.
- CAUTION
DO NOT TRY TO DRILL THE PIN OUT, WHICH COULD

DAMAGE THE LINK.
8. With down lock hook engaged, pull retraction arm located at the top of the forward side brace, towards the
down lock hook to the limit of its travel. Pull down lock operating rod or cable out to its full length and
adjust the rod or cable end until the hook bolt can be freely inserted through hook lugs.
- CAUTION -
DO NOT INSERT ANY TOOL THROUGH HOLE IN ROD

END BALL TO FACILITATE TURNING ROD END. DAMAGE
WOULD RESULT TO THE BRONZE BUSHING. REFER TO
CHAPTER 20 FOR CORRECT METHOD OF INSTALLING
AND ADJUSTING ROD END BEARINGS.
9. Remove bolt, extend rod end one full turn or 1/2 turn if cable is installed, tighten locknut and install
attachingbolt.
10. Partiallyretractand extendgear severaltimesto see that downlock is operatingproperly.
-NOTE-
Refer to adjustment of landing gear light switches.

11. Pull retractionarmoutboardin its slot. Crank assemblyinboardin its slot.
12. With actuatorretractedunder pressure,adjustactuator rod end until fork bolt slips in easily. Turn actuator
rod end in one turn and installfork bolt.
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-NOTE-
When installing fork bolt in the actuator rod end, be sure that the
forked end is properlyalignedwith the downlock operatingrod.
13. Partially retract and extend the gear. As the side braces approach the locked position, exert a side force
inboard on the wheel so the hydraulic actuatorforces the linkage into the locked position. If gear fails to
lock, adjust actuatorrod end inwardin half turn incrementsuntil gearlocks down againstthe side load.
14. Adjust up lock hookusing the followingprocedure:
a. Disconnectup lock hook operatingrod or cable from hook.
b. Retractgear,beingcarefulto keepthe rod clear of movingparts.
c. As up lock roller approachesthe hook, operatehookby hand until roller is engaged.
- CAUTION -
BE SURE ALL ROD ENDS HAVE SUFFICIENT GRIPPING

THREAD SO A WIRE CANNOT GO THROUGH THE CHECK
HOLE IN THE ROD.
d. To ensure up lock crank remainsin its properposition,maintainhydraulic pressureon the actuatorand
pull both up lock rods out to full length.
e. Adjust rod ends until the bolt can be freely inserted;turn them out one to three full turns. Install bolt
and spacerand tighten locknutson rod ends.
f. Increase hydraulicpressure until cockpit handle moves to neutral. Gear must hand on up lock hook.
Adjustgear up switchuntil red light in cockpit goes out.
-NOTE-
It is necessary to actuate opposite main gear switch and nose gear

switch also to extinguish red light. Refer to Chapter 91 for landing
gear light switches.
g. Adjustoutboarddoor rodsto maximumlength. Boltthem to door attachmentfittings.
- CAUTION -
DAMAGE MAY RESULT TO THE DOORS IF THE RODS ARE

LEFT TOO SHORT.
h. Shorten rodsby severalturnsof the rod ends. Retractgear again.
i. Repeat stepsg and h till door closed properly.
j. Adjustinboarddoors using sameprocedureas outboarddoors.
k. Adjust safety switcheson left and right gear torque links so they actuate in the last 0.25 + 0.12 inch
travel of the oleo.
1. Operate gear through several cycles to assure all parts are operating properly.
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ALIGNMENT OF MAIN LANDINGGEAR (Figure 32-3)
The followingsteps must be completedprior to checkingand adjustingmain wheelalignment:

1. Ensure the airplaneis parkedon a level surfaceand ensurethat full weightof airplaneis on landinggear.
2. Roll airplane a minimumof two main wheelrevolutionsusing a tow bar. Move airplanein a straightline,
stabilizinglandinggear position.
The remainingsteps cover alignmentprocedure:

3. Place a straightedgeno less than 20 feet long across the front of both main landing gear wheels. Butt the
straightedgeagainstthe tires at the hub level of landinggear. Ensurethe straightedgeis equallydistant from
the forwardside of the axle hubs. Devise a supportto hold straightedgein position.
4. Fabricate a spacerblock (using dimensionsgiven in Figure 95-2) and place spacer block against the wheel
rim at the hub line with the wide end of the spacertowardsthe front of the wheel.
-NOTE
The fabricatedspacerblock is laid out to give the proper toe-in of 0.5

degrees.
CARPENTER'S
SQUARE
Figure 32-3. Main Gear Alignment
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PIPER AIRCRAFT
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5. Set a square againstthe straightedgeand spacer block. Ensure that the outstandingleg bears against the
spacer block.
-NOTE-
A carpenter's square, because of its long legs, is recommendedfor

checkingthe main landinggear wheelalignment.
6. If a gap appearsat the rear betweenthe block and square,the wheel is toed-out and must be realigned. If a
gap appearsat the forwardend betweenthe blockand the square,the wheelhas too much toe-in and must be
realignedfor a 0.5 degreetoe-in.
7. To correct toe-in or toe-out conditions,removethe bolt connectingthe upper and lower torque links, remove
or add spacerwashersto movethe wheelin the desireddirection,and reinstallthe bolt.
8. Recheck wheel alignment. If the alignment is correct, safetythe castellatednut with a new cotter pin. If
misalignmentstillexists, separatethe torquelinks and add or remove a spacerwasher. Limit the numberof
spacersinstalledto allow for installationof the cotter pin in the bolt.
REMOVALOF MAIN GEAR DOOR ASSEMBLY
1. To removethe outboardgeardoor, disconnectthe retractionrods from the door and removethe hinge bolts.
2. To remove the inboardgear door, place the airplaneon jacks, retractthe gear enough to allowthe door to
open, disconnectthe actuatingcylinderrod, and removehingebolts.
CLEANING, INSPECTION ANDREPAIR OF MAIN GEAR DOOR ASSEMBLY
1. Clean all parts with a suitablecleaningsolvent.

2. Inspect the outboardor inboarddoors for cracks or bent skin, loose hinge brackets,and worn or corroded
bearings.
3. Repair to door assembliesis limited to replacinghinge bearing, bracket or rivets, minor skin repairs, and
painting.
INSTALLATION OF MAIN GEAR DOOR ASSEMBLY
1. Install the inboard gear door by aligning the hinge bracket holes with the bearings and installing and
securingbolt assembly.Installthe actuatingcylinderrod to the door.
2. Install the outboard gear door by aligning the hinge bracket holes with the bearings and installing and
securingbolt assemblies. Attachthe actuatingrodsbetweenthe door and landing gear housing.
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PIPER AIRCRAFT
PA-42/42-720
ADJUSTMENT OF MAIN GEAR DOORS
1. Check that the main landing gear is properly adjusted.

- CAUTION-
DAMAGE TO THE DOOR CAN RESULT IF RODS ARE TOO

SHORT.
2. Adjust outboarddoor rods to maximumlength and bolt them to bosses on the gear housing. Retract gear
and observe the amount of gap. Shorten rods by several turns of the rod ends and retract the gear again.
Repeat until the door closedproperly.
3. Adjust the inboarddoor using sameprocedureused for the outboarddoor.
-NOTE-
If it is necessaryto fit new doorsor refit the present doors,maintaina

gap of approximately 0.062 of an inch except at the hinge side,
between the door, and the skin surface of the wing. A gap of
approximately0.092 of an inch must be maintainedat the hinge side
of the door.
NOSE GEAR AND DOORS
DISASSEMBLY OF NOSE GEAR OLEO (Figure 32-4)
The nose gear oleo assembly is removed and disassembled from the gear oleo housing with the gear removed
from or installed on the airplane.
1. Place the airplane on jacks. (Refer to Jacking, Chapter 7.)
2. Place a drip pan under the nose gear to catch spillage.
3. Remove air and fluid from the oleo. (Refer to Oleo Struts.)
4. To remove complete cylinder and fork assembly from the oleo housing, cut the safety wire and remove cap
bolts attaching the steering arm and aligner guide bracket to the top of the oleo cylinder.
5. Disconnect the shimmy dampener by removing the bolt assembly connecting the dampener to the cylinder.
6. Release and remove the retainer ring at the top of the housing. Pull the complete cylinder assembly from
the bottom of the housing. The upper and lower housing bushings must remain pressed in the housing.
7. To remove the piston tube assembly from the cylinder, separate upper and lower torque links by removing
the connecting bolt with washer, nut, and cotter pin. Note the spacer washer between the two links.
8. Compress the piston tube, reach up along the tube and release the snap ring from the annular slot at the
bottom of the oleo housing.
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9. Pull piston tube with componentparts fromcylinder.

10. The piston tube components are removed by reaching in the tube and pushing out the upper bearing
retainingpins. Slide off the tube, the upper bearing, spacer,lower bearing with outer and inner O-rings,
wiper strip, washer,and retainerring.
11. To removethe orificetube, removethe large bolt of the orifice tube and lock plate from top of the cylinder.
Pull the tube from the cylinder.
12. The orifice place is removed from the bottom of the orifice tube by releasing the retainer ring holding the
plate in position.
-NOTE-
Do not remove the piston tube plug or O-ring of the piston tube from
the fork.
CLEANING,INSPECTIONANDREPAIROF NOSEGEAROLEO
1. Clean all parts with a suitabledry tubecleaningsolvent.

2. Inspectthe landinggear oleo assemblycomponentfor the following:
a. Bearingsand bushingsfor excess wear,corrosion,scratches,and overall damage.
b. Retainingpins for wear and damage.
c. Lockrings for cracks,burrs,etc.
d. Cylinder,cylindersteel insert,and orificetube for corrosion,scratches,nicks, and excess wear.
e. Orificeplate for hole restriction.
f. Fork tube for corrosion,scratches,nicks, dents, and misalignment.
g. Air valve generalcondition.
3. Repairof the oleo is limited to smoothingout minorscratches,nicks and dents and replacementof parts.
4. Individualreplacementof wiper strips is possible.
ASSEMBLYOF NOSE GEAR OLEO (Figure32-4)
1. Ensureparts are clean and inspected.

2. To assembleorificetube, insert orificeplate into the bottom of tube with countersunkside of the orificehole
exposed. Securethe plate with the retainerring. Lubricateand install the O-ring on the upper end of tube.
3. Insert tube up through bottom of cylinder. With the tube exposed through the top of the cylinder,install
orifice tube bolt fingertight.
4. The piston tube assemblyis assembledby installingthe tube componentson the tube. Slide the retainer
ring, washer,lower bearing with outer and innerseals, spacer,and upper bearing onto tube. Align bearing
retainerpin holes of the upper bearingand piston tube; installpins.
-NOTE-
Referto parts catalogfor correctpart numberwhen replacingO-rings

and wiper strip.
5. Lubricateinnerwall of cylinderand carefullyinsertthe piston tubeassemblyinto the bottomof the cylinder,
allowing the orifice tube to guide itself into the piston tube, until the retainer ring can be installedin the
annular slot, at the end of the cylinder. Install the wiper strip and slidethe washer into positionsecuringthe
assemblywith the retainerring.
6. At the top of the cylinder,tighten the orificetube bolt.
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1. PIN RETAINER
2. BEARING, UPPER
3. SPACER
4. O-RING, OUTER PACKING
5. BEARING, LOWER
6. O-RING, INNER PACKING
7. WIPER STRIP
8. WASHER
9. RING, RETAINER
10. RING, RETAINER
11. BUSHING, HOUSING TOP 30-35 IN-LBS.
12. CYLINDER, OLEO
13. BUSHING, HOUSING BOTTOM
14. O-RING PACKING
15. TUBE, ORIFICE
16. PLATE, ORIFICE
17. RING, RETAINER
18. GREASE FITTING
19. FORK
20. BOLT ASSEMBLY
21. FORK ASSEMBLY
22. TORQUE LINK, LOWER
23. WASHER, SPACER
24. BOLT ASSEMBLY
25. TORQUE LINK, UPPER L 0
26. TUBE, PISTON
27. SHIMMY DAMPER
28. BOLT ASSEMBLY
29. BOLT ASSEMBLY
30. BOLTS AND SAFETY WIRE
31. BRACKET
32. BUSHING
33. STUD, DOOR UP LOCK
34. PLACARD, SERVICE
35. HOUSING, OLEO
36. BUSHING
37. BOLT, CAP TORQUE
38. BOLT
39. PLUG, FILLER IN.-LBS.
40. ALIGNER GUIDE BRACKET
41. VALVE, AIR
42. ARM, STEERING
43. PIN, COTTER NOTE -
44. SAFETY WIRE (.041)
45. PISTON RING METERING PIN AND MODIFIED PISTON
46. BUSHING, STEERING TUBE PLUG ARE INSTALLED IN PA-42
47. O-RING, PACKING S/N's 42-8001104 AND 42-8001107 AND
48. PLUG, PISTON TUBE UP; AS WELL AS EARLIER MODELS
49. SCREW, FLUSH HEAD MODIFIED BY SERVICE SPARES
50. BUSHING LETTER 400A.
51. SEAL
52. PIN, METERING
53. NUT, WASHER, O-RING
54. O-RING
Figure 32-4. Nose Gear Oleo Strut Assembly
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VIEW
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7. Install the upper and lower torquelinks.
8. Check the upper and lower oleo housing bushings are installed and lubricate the bearing surfaces lightly
with MolykoteNo. 33. Installthe cylinder intothe oleo housingand secure with retainerring.
9. At the top of the oleo housing, install the aligner guide bracket and steering arm on the cylinder. Tighten
cap bolts to 30 - 35 inch-poundsand safetywith MS20995C41wire.
10. Install the shimmy damper. For aircraft S/N 42-8001044and up, which use shimmydamper Piper P/N
73010-2,performthe rigginginstructionslisted below:
a. Rotate the nose gear to full right tow limit and retain.
b. Extend shimmydamperto its full travel.
c. Adjustthe rod end bearinguntil the attachmentbolt fits the hole in the bracket.
d. Removethe bolt and turn the rod end bearingout one full turn.
e. Securethe rod end to the bracket with bolt, washer,and self-lockingnut.
11. Lubricatethe gear assembly. (Referto Lubrication,Chapter 12.)
12. Servicethe oleo strut with fluidand air. (Referto Oleo Struts, Chapter12.)
13. Checkthe nose gear for alignmentand operation.
REMOVAL OF NOSE GEAR (Figure 32-5)
1. Remove right and left nose sectionside accesspanels.

2. Removelower radios and radio shelf.
3. Removethe ECU assembly. (Referto Chapter21.)
4. Place the airplaneon jacks. (Referto Jacking,Chapter7.)
5. With the hand pump, retractthe nose gear slightlyto relievethe gear from its down lockedposition.
6. To removethe drag link assembly,the followingprocedureis used:
a. Disconnectthe gear retractionrod from the upper right drag link.
b. Disconnectthe lower drag link from the gear oleo housing.
c. The upper and lower link assemblies are removed as one unit by removing the upper drag links
attachmentbolts at their attachmentplates.
7. With the lower drag link disconnectedfrom the gear housing, removethe gear by removingthe attachment
bolt assembliesat the attachmentplates on each side of the gear housing. Note the numberand locationof
spacer washersbetweenthe gear housingand attachmentplates.
8. The idler link is removedafter disconnectingthe gear operatingrod as follows:
a. Removethe down lock springand the eye bolt attachedto the idler link.
b. Disconnectthe gear actuatingcylinder rod from the link.
c. Removethe link pivot bolt by slidingthe bolt out of the link allowingthe head to enter the hole in the
side of the limit bracket. With the head through the bracket hole, the threaded end of the bolt can
continueout of the link.
d. Removethe idler link.
9. The up lock rod or cable is removed by removingthe nut from the actuating cylinder support bolt and
slidingthe rod or cable off the bolt. Retain the bolt in place to supportthe cylinder.
10. The up lock hook is removedafter removalof the up lock and blowdownactuatingrods and the hook pivot
bolt. Remove the hook with the up lock spring.
-NOTE-
The idler link, up lock rod and up lock hook can be removed with the
supporttube as one unit.
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PIPER AIRCRAFT
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Figure 32-5. Nose Gear Installation
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62
10
SKETCH C
SKETCH B SKETCH A
27. PLATE, DOOR ACTUATOR 43. BOLT ASSEMBLY 59. NOSE GEAR CENTERING
28. DOOR ACTUATOR 44. HOUSING, GEAR OLEO SPRING ASSY
29. BRACKET 45. SHIMMY DAMPER 60 NOSE GEAR BLOW DOWN
30. STOP BOLT 46. TORQUE LINK, UPPER BOTTLE
31. SWITCH, DOWN LIMIT 47. TORQUE LINK, LOWER 61. VALVE
32. SPRING, DOOR ACTUATOR 48. FORK ASSEMBLY 62. BOOT - UP LOCK - BLOW
33. ROD END, CYLINDER 49. TIRE DOWN ROD
34. ROD END, RETRACTION ROD 50. WHEEL 63. UP LOCK ACTUATOR
35. RETRACTION ROD 51. BOLT, EYE 64. ROD END - UP LOCK
36. NUT LOCK 52. STOP, STROKE BLOW DOWN ROD
37. DRAG LINK, UPPER LEFT 53. NUT, LOCK
38. PLATE, ATTACHMENT 54. BEARING, UP LOCK
39. DRAG LINK, UPPER RIGHT 55. BOLT ASSEMBLY
40. ROD, DOOR RETRACTION 56. DUST BOOT
41. DRAG LINK, LOWER 57. KEY, LOCK
42. STUD, DOOR ACTUATOR 58. SWITCH, SQUAT (PROPELLER REVERSE)
Figure 32-5. Nose Gear Installation (continued)
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11. To removesupporttube, removethe up limit switchand wire supportclamps. Hold supportnuts in the nose
sectionwith a wrenchwhile removingbolts and removesupporttube.
12. The gear housing attachment plates are removed by grinding the rivet heads flush with the plate and
removingthe rivets.
13. The upper drag links and attachmentplates are removedby holdingthe attachmentnuts in the nose section
with a wrenchand removingthe supportbolts.
CLEANING, INSPECTION AND REPAIR OF NOSE GEAR
1. Clean all parts with a suitablecleaningsolvent.

2. Inspectbolts, bearings,bushings,and all ball joints for excessivewear, corrosion,and damage.
3. Inspect the gear housing, drag links, idler link, rods, and attachment plates for cracks, bends, or
misalignment.
4. Inspectthe downlock spring as follows:
a. Checkfor excess wear or corrosion,especiallyaround the lock portion of the spring. The spring must
returnto completecompression. A springmust be rejectedif wear or corrosion exceedsone-quarterthe
diameterof the spring. Cleanaway all corrosionand repaintthe springs.
b. Check the right and left gear door actuator springs for load tensions below the minimum allowable
tolerances. The minimumtension for the actuator springs is 10 pounds at 3 inch extension. If one
spring is rejected,replaceboth springs.
c. Check the down lock spring at the idler link for load tension. The minimumtension is 20.5 poundsat
7.312 inchesextensionand 47 poundsat 11.312inchesextension.
d. Check the up lock spring at the up lock hook for loadtension. The minimumtensionis 4 pounds. This
check is performedby fasteninga fish type scale to the hook and spring. Pull steadily againstthe hook
and springto get a reading.
5. Inspect the up lockhook for wear and oversizedbearingsurfaces.
6. Inspectthe up lockroller for free movementand minimumwobble.
7. Inspectboth up lock rod slidingsurfaces for corrosion,free movement,and lubrication.
8. Checkthe general conditionof limit switchesand wiring for fraying,poor connections,or conditionswhich
could lead to failures.
9. Attach the upper and lower drag links and check, when stop surfaces touch, that linkage is 0.063 to 0.156
inch through center. Should this distance exceed the requiredthrough-centertravel and bolt and bushings
are tight, replaceone or all drag links.
- NOTE-
The shimmy dampener requires no service other than routine

inspection. In case of damage or malfunction,the dampenermust be
replaced,not repaired.
Repair to the landing gear is limited to reconditioningof parts, such

as replacing bearings and bushings,smoothingout minor nicks and
scratches,repaintingof areas where paint has chippedor peeled, and
replacingof parts.
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PIPER AIRCRAFT
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INSTALLATION OF NOSE GEAR (Figure 32-5)
-NOTE-
When assembling any units of landing gear, lubricate bearings and

friction surfaces with proper lubricant described in Chapter 12.
1. Position right and left upper drag link plates and bolt in place.
2. If previously removed, position right and left gear housing attachment plates and rivet in place.
3. Install support tube and secure. Connect up limit switch and secure electrical wiring to tube.
-NOTE-
The up lock hook, up lock rod or cable, idler link, and retraction rod
can be assembled on support tube as a unit and installed on airplane
(or each component can be installed individually), after support tube
has been installed.
4. The up lock hook with up lock spring are installed as follows:
a. Place U end of up lock spring over back of hook with loops toward the back.
b. Spread spring and snap loops over bushing extending through the hook.
c. Hook ears of spring over aft side of hook bracket and push hook forward until bolt holes in bracket
align with holes in the hook.
d. Bolt hook in position and be sure it rotates freely with no side play, then safety.
5. Install up lock and blowdown actuating rod by attaching and securing sliding end to up lock hook and the
other end on gear actuating cylinder support bolt. Lubricate sliding end of rod per lube chart.
6. The idler link is installed as follows:
a. Align bolt hole in the link with lug holes of support tube and with down limit switch contact boss to the W
right.
b. Insert head of pivot bolt into hole in the side of up limit switch bracket far enough to allow threaded end
of the bolt to be inserted into tube lug and link. Tighten nut on bolt, allowing link to turn free with no
side play.
c. Attach retraction and actuating cylinder rod end to idler link. Do not connect retraction rod to drag link
until gear adjustment is completed.
d. The down lock spring is attached after gear check and adjustment is completed.
7. To install gear housing assembly, position gear so attachment points on housing align with attachment
plates. If needed, install spacer washers between attachments allowing a minimum amount of side play.
Tighten pivot bolt nuts to a snug fit allowing gear to swing free; safety wire nuts.
8. The drag links are installed as follows:
a. Align upper and lower drag link bolts holes, install bolt, up lock bearing, and secure.
b. Check that linkage through-center travel is within tolerance.
c. Attach upper drag links to attachment plates, tighten nuts to a snug fit allowing links to swing free, and
safety wire the nuts.
d. Attach lower drag link to landing gear housing and temporarily install bolt. Secure and safety the bolt
after gear is adjusted.
e. Manually retract and extend landing gear several times to check for smooth operation.
f. Attach retraction rod to upper right drag link. Adjust rod to obtain approximately 0.06 of an inch
clearance between lower locknut and link.
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-NOTE-
Be sure locknutsare tightenedagainstretractionrod.

9. Grasp gear fork and rotate to ensure no gaps exist between steering arm travel bushings and steering
bellcrank, which could cause the nose wheel to shimmy. Bushings are available in several different
diametersto establishproper clearance. Adjustmentmust be made with no load at thesepoints.
10. Lubricatelanding gearassembly. (Referto Lubrication,Chapter12.)
11. Check nose gear for alignmentand operation.
ADJUSTMENT OF NOSE GEAR (Figure 32-5) PPS60069D
-NOTE-
Use emergency hand pump in the cockpit or hydraulic test unit to

supplyhydraulicpressurefor adjustmentoperations.
1. With airplane on jacks and gear extended, disconnect door retraction rods and secure doors in the open
position.
2. To facilitateadjustmentof up lock, observethe following:
a. Disconnectlowerdrag link from gear oleo housing.
b. Disconnectactuatingcylinderrod end from idler link.
c. Disconnectend of down lock spring from idler link.
d. Disconnectand slip boot over up lock rod and locknutback alongrod until adjustmentis complete.
e. Pull actuatingcylinderbarrel downand forwarduntil actuatorattachingbolt is at the bottom of the slots
in attachmentbracket.
f. Rotate drag link assemblyby hand untilup lockhook engagesup lock bearing.
g. With both up lock rods fully extended and the hook resting fully on the up lock roller, adjust the rod
ends (up lock and blowdownactuatingrod) until the attachingbolt on the hook can be freely inserted.
Removethe bolt,extend the rod ends one full turn and lock. Reinstallthe bolt and secure.
-NOTE-
The actuatingcylinder's and up lock rod's attachingbolt must remain

in the bottom of the attachmentfittingslots duringthis adjustment.
h. Lubricateas necessary,slip boot over the up lock rod end locknut and secure after the adjustmentof
nose gear is complete.
3. Returnthe drag links to the DOWNposition,attachthe lower drag link to the landing gear housing; secure
and safetyunless checkingthe link through its travel.
4. The throughtravel of the link is checkedas follows:
a. With the gear in the DOWNpositionand the stop surfacesof the drag links touching,check the linkage
is 0.063 to 0.156inchesthroughcenter.
-NOTE-
The linkage must not exceed 0.156 inches through center. A
fabricated tool can be constructedto check through-centertravel of
the drag link assemblywhile the links are installedon the airplane.
(Referto Chapter95.)
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3I17
PIPER AIRCRAFT
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b. To use' the fabricatedtool, be sure the gear is in the down locked positionwith no hydraulicpressureon
the system.
c. Remove cotter pins which safety the nuts securingboth upper drag links to their attachmentplates and
the lower link to the gearhousing.
d. Place the tool tube through the elongatedhole in the tool plate. Place the tube over and between the
upper link attachingnuts.
e. Swing the plate up againstthe head of the bolt connectingthe upper and lower links. The plate sleeve
slides over the nut of the bolt connectingthe lower linkto the gear housing.
f. Look through the right hole in the plate to ensure the center of the bolt is 0.063 to 0.156 of an inch
below the centerlineon the plate.
g. Removetool and reinstallcotter pins.
5. The idler or retractionrod must be adjusted to provide a distinct snap-throughaction as the idler linkage
passes throughcenter.
6. Adjust the idler link stop bolt on the right side of the wheel so the idler linkage is 0.22 to 0.28 inches
throughcenter. Tighten nuts on idler links.
7. Connectdown lock springto the idler link.
8. Extend actuator piston with hydraulic pressure and adjust rod end until the attaching bolt can be freely
inserted. Release pressure and extend rod end one full turn. Reinstallbolt and secure. Tightenthe rod end
locknutand safetywire.
-NOTE-
Rod ends and stroke control are locked with an NAS559locking key
and safetywire. Use the proper technique.
9. Reinstallattaching bolt and secure. Place key locks between locknuts and the keyway in the rod. Screw
locknuton the rod and keep the key lock centeredin the keyway whiletighteningthe locknuts(Figure 32-5
showsproper installationof the locks on the piston rod end).
-NOTE-
It could be necessary to partially retract the gear to tighten the

locknuts.
10. Retractgear and adjust stroke control stop on the actuatoruntil the up lock bearing clears the inside of the
up lock hook surface by 0.030 to 0.060 of an inch. Tighten the locknut on the stroke control stop (Figure
32-5).
11. With the gear up and locked,close one door at a time and adjustdoor operating rodsuntil bolts can be freely
inserted. Shortenrods one full turn of the rod ends. Do not install bolts.
12. Extend gear and install door operating rod bolts. Adjust door open stop bolts to allow the door linkage to
pass 0.06 to 0.12 inchesthroughcenter.
13. Retractgear slowly (usehand pump) and ensure all parts are operatingsatisfactorily.
32-20-00
Page 11
3118 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
14. If gear failsto remainretractedafter the cockpithandlereturns to neutral, it is necessaryto readjusteither or

both of the following,until the gear locks up:
a. Increasethe actuatorstrokeby turningout the stroke controlstop.
b. Relievedoor pinchby lengtheningthe door operatingrods.
-CAUTION
CHECK ALL ROD ENDS FOR ADEQUATE THREAD

ENGAGEMENT.
15. Adjust the propellerreverse switch, locatedon the nose gear torque link, to activate when the oleo strut is
within0.25 inches± 0.12 inchesof its fullyextendedposition.
a. Extend and compress the strut to ensure switch actuates properly. Connect on ohmmeter to the
electricalswitchleads. Measure the strut extensionat the point where the switch closes. This distance
must be withinthe range given.
b. Ensure propellersmove into their reversepositionduringtaxi test only.
32-20-00
Page 12
PIPER AIRCRAFT
PA-42/42-720
ALIGNMENT OF NOSE GEAR (Figure 32-6)
1. Place airplane on a smooth level floor which will show the striking of a chalk line.
2. Place airplane on jacks. (Refer to Jacking, Chapter 7.)
3. Level airplane laterally and longitudinally. (Refer to Leveling, Chapter 8.)
4. From the center of the tail skid, extend a plumb bob and mark the contact point on the floor.
5. Extend and attach a plumb bob from a point approximately 24 inches forward along the bottom-center row
of rivets measured from the wheel well opening. Mark the point of contact on the floor.
6. Using the two plumb bob marks as a guide, snap a chalk line extending several feet beyond each mark.
7. Place the rubber pedals in neutral position (Figure 32-7).
-NOTE-
The rudder control system must be properly rigged before aligning

nose gear steering.
8. Adjust steering rod end bearings to align nose wheel with chalk line. To align nose wheel straight forward,
stand in front of the nose gear, align the center rib of the tire with the chalk line, or lay a straightedge along
the side of the tire parallel and straightedge with the chalk line. One end of the rod must be disconnected
and jam nuts loosened to make this adjustment. Do not attempt to make adjustment with one bearing;
divide the adjustment between the bearings at each end of the rod. Check that rod ends have sufficient
thread engagement, reinstall the rod and secure jam nuts.
PLUMB BOB
CHALK LINE
Figure 32-6. Aligning Nose Gear
32-20-00
Page 13
3I20
PIPER AIRCRAFT
PA-42/42-720
9. To checknose gear steeringfor 24 degreemaximumrightand 16 degreeleft travel, marka line on each side
of the nose wheelfor proper angle from centerlineand wheelpivot point. Turn wheelto maximumtravel in
both directionsto check for allowabletravel. Shouldtravel be exceededin one directionand not enough in
the otherdirection,check for possibledamage to the gear fork,torquelinks, or steeringtorquetube.
-NOTE-
To ensure full travel of the nose wheel,ensure no gaps exist at points

where the steering arm travel bushings contact with the steering
bellcrank.
ADJUSTMENT OF LANDING GEAR PROPELLER REVERSE SWITCH
The propellerreverseswitch is locatedon the nose geartorquelink.

1. Adjustswitch to activatewhen the oleo strut is within0.25 ± 0.12 inchesof its fully extendedposition.
2. Extendand compressstrut to pressureswitch actuatesproperly. Connectan ohmmeterto the electricalleads
of the switch. Measurethe strut extensionat the point where the switchcloses. The distancemust be within
rangegiven in step 1.
3. Checkto be surepropellersmove intotheir reversepositionduring taxi test.
- CAUTION -
DO NOT ATTEMPT TO MOVE THE POWER LEVERS INTO

REVERSE WITH THE ENGINES STATIC, AS DAMAGE
WILL RESULT TO THE LINKAGE.
REMOVAL OF NOSE GEAR DOOR ASSEMBLY
1. To removegear door, disconnectretractionrod at the door and removehinge bolts at each side of the wheel
well.
2. To remove door retractionmechanism,be sure retraction rod is disconnected. Disconnectthe down lock
spring and removethe snap ring holdingthe retractionmechanismon its support shaft. Pull the retraction
mechanismfrom shaft.
CLEANING, INSPECTION AND REPAIR OF NOSE GEAR DOOR ASSEMBLY
1. Cleanall parts with a suitablecleaningsolvent.

2. Inspectdoor for cracksor bent skin, loose hingebrackets,and wornor corrodedbearings.
3. Checkretractionmechanismfor a worndownlock spring and wornor damaged surfaces.
4. Repair to the door assembly is limited to replacinghinge bearings, rivets, mechanismparts, minor skin
repairs,and repainting.
32-20-00
Page 14
PIPER AIRCRAFT
PA-4242-720
INSTALLATIONOF NOSE GEAR DOORASSEMBLY
1. To install the door retractionmechanism,positionand boltunit in place. Connectthe down lockspring.

2. The gear door is installed by aligning the bracket bolt hole with the hinge, installingbolt assembly and
securingit. Attachand securethe retractionrod.
ADJUSTMENTOF NOSE GEARDOOR
1. Checkthat nose landing gear is properlyadjusted.

2. With gear up and locked, close one door at a time and adjust door operating rods until bolts can be freely
inserted. Shortenrods one full turn of rod end bearings. Do not installbolts.
3. Extend gear and install door operatingrod bolts. Adjust door open stop bolts, allowingdoor linkage to pass
0.060 to 0.120 inches throughcenter.
4. Retractthe gear slowly. Ensure all parts areoperating satisfactorily.
5. If gear fails to remain retractedafterthe cockpithandle returns to neutral,it is necessaryto readjusteither or
both the followingitems until gear locks up:
a. Increaseactuatorstroke by turningout the stroke control stop.
b. Relievedoor pinch by lengtheningthe door operatingrods.
REPLACEMENT OF WIPER STRIP ON GEAR STRUTS
1. Place airplaneon jacks. (Referto Jacking,Chapter 7.)

2. Jack airplanehigh enough to take weightoff gear.
3. Release air pressurefrom strut by depressingthe valve corepin untilpressurehas diminished.
4. Using snap ring pliers, disengage snap ring from annular slot in the oleo housing,allowing it to lay at the
lower end of the piston tube alongwith the wiper strip retainerwasher.
5. Removeold wiper strip from housingand clean and inspectthe housingto ensureno pieces remain.
6. Wipepiston tube and check it for any abrasions which coulddamage the new wiper. Polish tube to remove
any abrasions.
7. A new wiper strip must be cut with a 30 degree bevel, a little longerthan needed,to circle the piston tube.
8. Insert new wiper strip up into the oleo housingwith the tapered edge down. Slidethe retainerwasher and
snap ring up the piston tube. Insert them into the oleo housing. Usingsnap ring pliersto compressthe snap
ring, install it into the annularslot in the oleohousing.
9. Inflate the oleo strut accordingto instructionsgiven in Oleo Struts. Removeairplanefromjack.
32-20-00
Page 15
3122 3I2 Reissued: December31, 1989
PIPER AIRCRAFT
PA-42/42-720
FUSELAGE
STATION
57.00
Figure 32-7. Rudder PedalsNeutralPosition
EXTENSION AND RETRACTION
EMERGENCY EXTENSION SYSTEM (EES) (Figure 32-8)
The emergencyextension system (EES) consists of three individual systems tied into a logic circuit. The
system works so if one or more gears fail to extendand the emergencyextensionbutton is pushed,the logic relay
allows electricalpower to ignite an explosivecharge on the affected gear's system. After the charge is blown,
compressed dry nitrogen is released through its own system of tubing and into the working actuators. Each
individual system uses a gas supply bottle, shuttle valve, and up lock-unlockingactuator,all of which are gas
operated.
32-30-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
1.
SEE FOLLOWING
PAGEFORCALLOUTS
6
14
7
16
15
14
14 9 9
TEE 8 CAP (TESTPORT)

BULKHEAD
Figure 32-8. Emergency Extension System Installation
32-30-00
Page 2
PIPER AIRCRAFT
PA-42/42-720
1. PUMP- ENGINEDRIVEN J.K.M. FILTER

2. FILTER N. RESERVOIR
3. CHECKVALVES P. LANDINGGEARSELECTORVALVE
4. HANDPUMP Q. SELECTORVALVEDETENT
5. SELECTORHANDLE R. SELECTORVALVESPRINGRETURN
6. RESTRICTORVALVE S. ELECTRICALSWITCH
7. ACTUATOR,NOSEGEAR T. ELECTRICALCONNECTOR
8. ACTUATOR,MAINGEAR 11. PRESSUREPORTVALVE
9. ACTUATOR,MAINGEAR DOOR 12. SUCTIONPORTTOGGLEVALVE
10. POWERPACKASSEMBLY 13. HANDPUMPCHECKVALVE
A. MAIN RELIEFVALVE AA. CYLINDER
B. ENGINEPUMPCHECKVALVE BB. EXPLOSIVEVALVE
C. PRIORITYVALVE CC. FILLVALVE
D. DOORSOLENOIDVALVE DD. BURSTDISC
E. VENT VALVE EE. GAGE
F. TIME DELAYCHECKVALVE 15. UN-LOCKACTUATOR
G. TIME DELAYVALVE 16. SHUTTLEVALVE,MAINGEAR
H. HAND PUMPRELIEFVALVE 17. SHUTTLEVALVE,NOSEGEAR
BOTTLEFILL PRESSURES
FILL PORT- DRYNITROGENONLY

SEESERVICEMANUAL
FOR INSTRUCTIONS
TEMP.- PRESSURERANGE
°F -40 -20 0 +20 +40
PSIG 1585 1560 1735 1815 1890
°F +60 +70 +80 +100 +120
PSIG 1960 2000 2035 2110 2185
Figure 32-8. Emergency Extension System Installation (continued)
32-30-00
Page 3
3J1
PIPER AIRCRAFT
PA-42/42-720
FUNCTIONAL PROOF PRESSURE AND LEAK TEST FOR EES
1. Support aircraft on jacks.

2. Disconnect nose gear and main gear strut doors. Secure them in full OPEN position.
3. Connect a hydraulic test cart (refer to Chapter 29) to the hydraulic system service ports.
4. Loosen caps from the tee test ports installed in the EES lines left and right main gears and on the explosive
valve on the nose gear storage bottle.
5. Activate hydraulic system through the test cart and cycle the gear six times to ensure shuttle valve is in the
hydraulic mode. On the last cycle, leave gear in the UP and locked position and place gear selector handle
in the neutral, DOWN position.
6. Remove cap from tee test port at the left main gear. Connect a nitrogen source of 4000 to 5000 psi (Figure
32-9).
7. Carefully pressurize system to 2000 ± 50 psi.
8. Ensure left main gear door opens fully, the gear unlocks from the UP position, and lowers to the DOWN and
locked position.
9. Slowly increase pressure in the system to 3000 ± 50 psi and maintain for 3 minutes while checking the
shuttle valves, the unlock, gear door, and gear actuators for leakage and deformation.
10. Depressurize the system, disconnect alternate nitrogen source, and screw cap on tee fitting so excess
pressure can escape.
11. Using the test cart, cycle the gear six times with the first cycle in the DOWN position initiating the shuttle
valve into the hydraulic position. This ensures the system and shuttle valve is in the full hydraulic mode.
12. Retighten cap on the tee test port.
13. Perform same test on other gear.
14. Reconnect and rig gear doors.
15. Functionally test hydraulic system.
- CAUTION-
THOUGH THE GEAR IS ALREADY DOWN AND LOCKED

AFTER PNEUMATIC EXTENSION, THE GEAR HANDLE
MUST BE MOVED TO THE DOWN POSITION AND THE
SYSTEM HYDRAULIC PRESSURE ALLOWED TO BUILD
UP. OTHERWISE, THE PNEUMATIC LINE AND THE UP
LOCK HOOK RELEASE ACTUATOR WILL BE FILLED
WITH HYDRAULIC FLUID.
TESTING OF EMERGENCY BLOWDOWN SYSTEM
The blowdown system, which consists of three individual blowdown systems, must have each unit individually
tested.
1. With the airplane firmly jacked up, disconnect appropriate actuator from the gear system linkage to be
tested.
2. Disconnect wires from squib unit to be tested. Ensure the two squib wires are interconnected with either a
U-clip or aluminum foil.
3. Connect a multimeter to leads coming from the aircraft system.
4. Turn on master switch. Ensure all other gears are locked in the DOWN position.
5. While observing the meter, activate the blowdown switch and check for proper voltage/amperage.
32-30-00
Page 4
PIPER AIRCRAFT
PA-42/42-720
12 3 4
7 8
UP
11
12
14 21
13 15 .18 22
17
16 19
UP 24
23 28
25 26
GEARIN DOWNANDLOCKEDPOSITON
WITHDOORSCLOSEDANDLOCKED- USING
DOWN HYDRAULIC,EMERGENCY
SYSTEMINACTIVE. DOWN
1. DOORCLOSEDLINE 15. LEFTMAINGEAR UP LOCK

2. DOOROPEN LINE 16. LEFTMAINGEAR ACTUATOR
3. LANDINGGEAR UP LINE 17. LEFTDOOR- SHUTTLEVALVE
4. LANDINGGEAR DOWNLINE 18. RIGHTDOOR- SHUTTLEVALVE
5. NOSEGEAR BOTTLE 19. RIGHTMAINGEARACTUATOR
6. SHUTTLEVALVE- NOSEGEAR 20. RIGHTMAINGEAR UP LOCK
7. UNLOCKACTUATOR- NOSEGEAR 21. RIGHTMAIN- UNLOCKACTUATOR
8. NOSEGEAR UP LOCK 22. RIGHTMAIN- SHUTTLEVALVE
9. NOSEGEARACTUATOR 23. MAINGEAR - LEFT
10. NOSEGEAR 24. LEFTMAINGEAR DOOR
11. MAINGEARBOTTLE- LEFT 25. LEFTMAINGEAR DOORACTUATOR
12. MAINGEARBOTTLE- RIGHT 26. RIGHTMAINGEAR DOORACTUATOR
13. SHUTTLEVALVE- LEFT MAINGEAR 27. RIGHTMAINGEAR DOOR
14. UNLOCKACTUATOR- LEFT MAIN 28. RIGHTMAINGEAR
Figure 32-9. Emergency Extension System Operational Schematic
32-30-00
Page 5
3J3
PA-42/42-720
TESTING OF EXPLOSIVE VALVE

-CAUTION- .
THE MINIMUM CIRCUIT RESISTANCE FOR THE SQUIB IS
0.6 TO 1.2 OHMS, BUT MAXIMUM CONTINUITY TEST
CURRENT ALLOWED IS 0.01 AMPS. DO NOT EXCEED 10
MILLI AMPS.
1. Using an ohmmeter with a 4 1/2 digit reader, which doesn't exceed 10 milli amps, test squib circuit for 0.6
to 1.2 ohms.
SERVICING AFTER ACTIVATION OF THE EMERGENCY GEAR EXTENSION (Figure 32-9)

-NOTE-
Shelf life of the EES explosive valves is 5 years. Any explosive valve
over 5 years old must be replaced.
After using the EES, pneumatic pressure from the system must be released and the hydraulic system purged.
1. To release pressure, loosen cap on tee fitting service port till the pressure recedes. Leave the cap loose on
the fitting.
2. Once the damage is corrected on the hydraulic system, connect the hydraulic test cart to hydraulic test ports.
3. Using the test cart, cycle the gear to the DOWN position and at least 6 more times to ensure the shuttle
valve and system is in the hydraulic mode. It may be necessary, depending on the damage to the hydraulic
system, to actuate the gear more than 6 times to remove any air in the system.
4. Retighten the cap on service fitting.
5. Disconnect electrical wiring and pneumatic line from explosive valve on the storage bottle.
-NOTE-
On the nose gear bottle, the tee fitting must be removed from the
explosive valve. Be sure to note that the fitting is installed with the
test port inboard.
6. Install replacement valve on the bottle.
7. Reconnect electrical wiring and pneumatic line to the explosive bottle.
8. Charge bottle with dry nitrogen to pressure indicated on the placard mounted on the wheel well next to the
fill valve (Figure 32-8).
9. Perform functional test covered in this section.
32-30-00
Page 6
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF MAIN GEAR ACTUATINGCYLINDERS
1. Place airplaneon jacks.

2. Disconnect hydraulic line and shuttle valve from actuating cylinder. Cover open line ends to prevent
contamination.
3. Disconnectcylinderoperatingrod end from linkassembly.
4. Disconnectattachmentend of cylinderby removingbolt securingthe cylinderand main gear up lock crank
assembly.
5. Removecylinderfrom wheelwell.
DISASSEMBLYOF MAIN GEAR ACTUATINGCYLINDERS (Figure32-10)
1. Before disassembly,establish rod end engagementdistance to air in preliminary assembly of actuating

cylinder.
2. With cylinderremovedfrom the airplane,removesafetywire attachedto end cap and cylinderbody.
3. Loosen nut and removekey and rod end.
4. Unscrewend cap from cylinderbody.
5. Draw piston fromcylinderbody.
CLEANING, INSPECTION ANDREPAIR OF MAIN GEAR ACTUATINGCYLINDERS
1. Clean cylinderparts with a suitable solventand dry thoroughly.

2. Inspectcylinderinteriorwalls and piston exteriorsurfacesfor scratches,burrs, corrosion,etc.
3. Inspectthreadedareasfor damage.
4. Inspectrod end fittingsfor wear and corrosion.
5. Repairsto cylinderare limited to polishingout small scratches,burrs,replacingparts, etc.
ASSEMBLYOF MAIN GEAR ACTUATINGCYLINDERS (Figure32-10)
Lubricateall parts withhydraulic fluid (MIL-H-5606)prior to assembly.

1. Install GT-ringon piston.
2. InstallO-ring and back up on exteriorof end cap.
3. InstallGT-ringand scraperon interiorof end cap.
4. Slideend cap on piston and screw end cap into piston. Torqueend cap to 65 ± 15inch-pounds.
5. Installnut and key on rod end.
6. Adjust rod end to length obtained beforedisassembly.Refer to Adjustmentof Main Landing Gear for final
adjustments. Torquenut to 85 ± 15inch-pounds.
7. Reconnectsafetywire.
32-30-00
Page7
3J5
PIPER AIRCRAFT
PA-42/42-720
12
2
6 4
4
7
9
10
1. CYLINDERBODY
2. GT-RING
3. PISTON
4. END CAP
5. O-RING
6. BACKUP
7. GT-RING
8. SCRAPER
9. NUT
10. KEY
11. ROD END
12. WIRE, SAFETY
Figure 32-10. Main Gear Actuating Cylinder
32-30-00
Page 8
3J6
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF MAIN GEAR ACTUATING CYLINDERS
1. Position attachment end of cylinder and up lock crank assembly on their mounting brackets. Install
attachmentbolts and secure.
2. Connectoperatingrod end of cylinderto the gearlink assembly.
3. Connecthydrauliclines to cylinder.
4. Checkoperationof installationand landinggear rigging.
5. Removeairplanefromjacks.
REMOVAL OF GEAR DOOR ACTUATING CYLINDERS
1. With masterswitchoff, actuatehand pump handleto bring gear door open.

2. Disconnecthydrauliclines from actuatingcylinder. Coveropen line ends to prevent contamination.
3. Disconnectcylinderfrom the door and its mountingbracket.
4. Removecylinder from wheelwell.
DISASSEMBLY OF GEAR DOOR ACTUATING CYLINDERS (Figure 32-11)
1. Unlockcylinderby applyinghydraulicpressureto the clevis end port. Extend piston fully.

2. Loosen locknutand remove rod end. Removelocknutfrom piston.
3. Removesafety wire and loosenboth knurlednuts.
4. Removeend cap from barrel.
5. Removeclevis end from barrel. Pull piston with end cap from barrel,being careful not to lose any of the six
balls nestedin the head end of the piston.
6. Removeend cap from piston.
7. Pull race, plunger,and spring out of the clevisend.
8. RemoveGT-ringfrom end cap.
9. RemoveO-ringsand back up rings frombarrel.
10. RemoveGT-ringfrom piston.
11. RemoveO-ring and back up ring from plunger.
32-30-00
Page 9
3J7
PIPER AIRCRAFT
PA-42/42-720
4 5
1. ROD END
2. LOCKNUT
3. GT-RING
4. ENDCAP
5. SAFETYWIRE
6. PISTON 13
7. BALL
8. GT-RING 15
9. O-RING
10. BACKUP 7
11. NUT 19
12. BARREL 17
13. NUT 18
14. BACK UP 20
15. O-RING
16. RACE
17. O-RING 22
18. BACK UP
19. PLUNGER
20. SPRING
21. SAFETYWIRE
22. CLEVISEND
Figure 32-11. Gear Door Actuating Cylinder
32-30-00
Page 10
3JO
PIPER AIRCRAFT
PA-42/42-720
CLEANING,INSPECTIONANDREPAIROF GEAR DOOR ACTUATINGCYLINDERS
1. Cleancylinderparts with a suitablesolvent;dry thoroughly.

2. Inspectall threadedsurfaces for cleanliness,cracks,and excessivewear.
3. Inspectplunger springfor breaks and distortion. Compressspring to a length of 0.750 inches and measure
load. Load shouldbe 30 ± 2 pounds.
4. Inspectend cap, piston, barrel, race, plunger,and clevis end for cracks,chips, scratches,scoring, wear, and
surfaceirregularitieswhich couldaffect functionof door actuatorcylinder.
5. Replace all defectivelanding gear actuatorassemblyparts with new parts. Minor scratches and scores can
be removed by polishingwith fine abrasive crocus cloth (Federal SpecificationP-C-458) providingtheir
removal does not affect operation of actuator assembly. Replaceall O-rings,back up rings, and GT-rings
with new ones duringreassemblyof actuator.
ASSEMBLYOF GEAR DOORACTUATINGCYLINDER (Figure32-11)
Lubricateall parts with oil (MIL-H-5606)prior to assembly.

1. Install O-ringand back up ring intoplungergroove.
2. Install nuts on barrel.
3. Install back up rings and O-ringsinto groovesof barrel.
4. Install spring, plunger,and race into clevis end. Secureby screwingbarrel into clevis end. Torquebarrel
down againstthe race to 120 - 140inch-poundsand nut againstclevis end to 120 - 140 inch-pounds.
5. Install GT-ringinto grooveof piston.
6. InstallGT-ringinto grooveinside end cap.
7. Slide piston into end cap. Install six balls into holes in piston head and insert assemblyinto bore of barrel.
Screw end cap onto barrel and alignport in end cap with port in clevis end. Tighten nut againstend cap and
torqueto 120- 140inch-pounds.
8. Securenut to end cap using safetywire.
9. Securenut to clevisend using safetywire.
10.Install locknutand rod end on piston.
11.Adjust rod end for proper lengthof actuatorassemblyand lock with locknut.
INSTALLATIONOF GEAR DOOR ACTUATINGCYLINDER
1. Positioncylinder on its mountingbracket. Securewith attachmentbolts.

2. Extendcylinder controlrod enoughto attach rod end to door. Securewith attachmentbolt.
3. Connecthydraulicline to cylinder.
4. To bring gear door back to the closed position, set master switch ON. Place gear lever in the DOWN
positionand actuatethe hand pump until the door closes.
32-30-00
Page 11
3J9
PIPER AIRCRAFT
PA-42/42-720
REMOVALOF NOSE GEAR ACTUATINGCYLINDER

2. Disconnecthydrauliclines from actuatingcylinder. Coveropen line ends to preventcontamination.
3. Disconnectcylinderoperatingrod end from link assembly.
4. Disconnectattachmentend of cylinder by removing the bolt securing the cylinder and nose gear up lock
rod.
5. Remove cylinder from wheelwell.
DISASSEMBLYOF NOSE GEARACTUATINGCYLINDER (Figure32-12)
1. Before disassembly, establish rod end engagementdistance to aid in preliminary assemblyof actuating
cylinder.
2. Loosen nut to disengagekey. Removerod end.
3. Cut safety wire and remove. Removenut, key, and stop from piston.
4. Removesafety wire and end cap from cylinder body by unthreadingend cap and pullingout the piston.
5. Slide end cap from piston.
CLEANING, INSPECTION ANDREPAIR OF NOSE GEAR ACTUATINGCYLINDER
1. Clean cylinderparts with a suitablesolventand dry thoroughly.

2. Inspect cylinderinterior walls and piston exteriorsurfacesfor scratches,burrs, corrosion,etc.
3. Inspect threadedareas for damage.
4. Inspect rod end fitting for wear and corrosion.
5. Repairsto cylinder is limited to polishingout small scratches,burrs, etc, and replacingpans.
ASSEMBLYOF NOSE GEAR ACTUATINGCYLINDER (Figure 32-12)
Lubricateall parts with hydraulicfluid(MIL-H-5606)prior to assembly.

1. Install GT-ringon the piston head.
2. Install back up and O-ringinto outsidegrooveof end cap.
3. Install GT-ringand scraperinto inside groovesof end cap. Taperlip of scraperto face forward.
4. Lubricatethe piston assembly,end cap assembly,and the bore of cylinderbody.
5. Slideend cap assemblyonto the piston assembly.
6. Slide piston with end cap into cylinder,torquingend cap to 65 inch-pounds. Secureto cylinder body using
safetywire.
7. Install stop and nut with key on piston.
8. Installrod end with nut and key into piston.
9. Adjust stop for proper piston stroke, torquing nut to 65 inch-pounds. Secure by wiring nut to key with
safetywire.
10. Adjust rod end to length obtainedbeforedisassembly. Referto Adjustmentof NoseLandingGear for final
adjustments. Engagekey and torquenut to 85 inch-pounds.
32-30-00
Page 12
PIPER AIRCRAFT
PA-42/42-720
16
2
4
5
6
7
8
9
I
10
13
1. CYLINDERBODY 14
2. GT-RING 11
3. PISTON 15
4. O-RING
5. BACK UP
6. END CAP
7. GT-RING 12-
8. SCRAPER
9. STOP
10. NUT
11. NUT
12. ROD END
13. KEY
14. WIRE,SAFETY
15. KEY
16. WIRE,SAFETY
Figure 32-12. Nose Gear Actuating Cylinder
32-30-00
Page 13
3J11
PIPER AIRCRAFT
PA-42/42-720
INSTALLATIONOF NOSEGEARACTUATINGCYLINDER
1. Position attachment end of cylinder and up lock rod end of nose gear on mounting bracket. Install
attachmentbolt and secure.
2. Connectoperatingrod end of cylinderto gear link assembly.
3. Connecthydrauliclines to cylinder.
4. Checkoperationof installationand landinggearrigging.
5. Removeairplanefromjacks.
WHEELS AND BRAKES

-NOTE-
Refer to vendor publicationslist for BFG manual.

REMOVALAND DISASSEMBLYOF B. F. GOODRICH 3-1392MAIN WHEEL (Figure 32-13)
1. Place airplaneon jacks explainedin Chapter7.

2. Put parkingbrakeon to hold the brakeassemblydisc-carrierin position.
3. Removewire retainingring, hub cap, cotter pin, and axle nut.
4. Removewheelfrom axle.
5. Release all air out of tire by depressingand removingvalve.
6. The tire bead must be broken from wheelflangeusing a mallet, bead breaker,pneumatictire dismounter,or
other applicable,non-metallicinstrument.
- CAUTION
DO NOT PRY BETWEEN WHEEL AND BEAD WITH SHARP

TOOLS WHICH COULD DAMAGEWHEEL AND TIRE. DO
NOT USE POWER OR IMPACT WRENCHES TO REMOVE
WHEEL BOLTS OR NUTS.
7. Removeeight tie-bolts and washersfrom wheel;separatethe halves.
8. If wheelhalve packingO-ringis to be reused,mark positionto reinstallas closely as possible.
9. To removebearingcups, heat wheels (explainedin Repairof Main Wheel Assembly)and after coolingcups
evenly, drive them out of their wheel halves with a non-ferrous,soft metal, or non-metallicdrift pin. If
possible,use an arbor press.
32-40-00
Page 1
3J12
PIPER AIRCRAFT
PA-42/42-720
13 9 5 7 6 8 4 11 12 2 9
10
(SEE VIEW B)
16 (SEE VIEW B) 3 15 14
SCREW LOCKWIRE (MS2099C32)
1. SELF LOCKING NUT

2. WHEEL HALF-OUTER
3. BEARING CUP
4. WHEEL HALF-INNER VIEWA
5. BEARING CUP
6. TORQUE KEY
7. TORQUE KEY RETAINING INNER WHEEL HALF TORQUE KEY
SCREWS (SEE VIEW A)
8. HELI COIL
9. BEARING CONE
10. SCHRADER VALVE
11. PACKING RING TIE BOLT
12. SLEEVE
13. INNER GREASE SEAL (68-920)
14. RETAINING RING
15. HUBCAP VIEW B
16. TIE BOLT
APPLY MIL-T-5544
COMPOUND TO THESE SURFACES
- NOTE -
At each tire change, visually inspect wheel halves for corrosion, especially noting beat seat
area (tire contact surface) and tie bolt holes. Remove corrosion with 400 grit emery cloth
and touch up with Dow No. 19 solution or equivalent. Prime all treated areas with one coat
of uerethane primer. Bare magnesium is silver in color. The protective finish put on wheel
halves at the factory is gold in color (Dow No. 7 or Iridite No. 15). If corrosion cannot be
removed by sanding down to bare metal within limits specified in Figure 32-15, take wheel
half out of service.
Figure 32-13. B. F. Goodrich 3-1392 Main Wheel Installation

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3J13
PIPER AIRCRAFT
PA-42/42-720
CLEANING AND INSPECTION OF MAIN WHEEL ASSEMBLY

-NOTE-
Bare magnesium is silver while the protective finish on BFG wheel

halvesis gold colored (Dow number7 or Iridite number15).
1. Clean and degreasebearingsand all metal parts;dry thoroughly.
- CAUTION-
DO NOT USE CLEANING SOLVENTS TO CLEAN RUBBER

PARTS OR SPIN DRY BEARINGS.
2. Visuallyinspectbearing cups and cones for damageand wear. Be careful not to handle bearingswith bare
hands.
3. If the painted surfacemust be removed,be sure not to remove the magnesiumsurfacetreatment. Abrasive
blasting, using ground walnuthulls. (MIL-G-5634,Type II or III is suggestedbecause it does not remove
surfacetreatmentand requiresmaskingor removalof bearingcup.) Referto manufacturer'sservicemanual
list in front of manualfor appropriatesurfacetreatment.
4. Inspect wheel halves,tie bolts, and other necessaryhardware for cracks,adverse distortion,and corrosion.
The followingprocedureshould be accomplishedafter the fifth and third subsequenttire change, for a total
of twentytire changesand at each tire change thereafter:
a. Inspect each tie bolt for magneticparticle and torque key (MIL-1-6870- longitudinalmagnetization)for
fatigue and crack indications. Replaceas necessary,especiallytorquekeys worn to less than 0.060 inch
thickness.
-NOTE-
Becausedye checkingcan stainthe wheel,use it only in the tube well,

especiallythe bead set radius, where the tire bead heels contact the
wheel.
b. With dye-check or fluorescent penetrant, inspect the bead seats, tube well, and especially the web
junction areas.
5. Inspectall areas for nicks. For repairlimits of the BFG wheel,refer to Figure 32-14. Smallnicks or gouges
in casting must be blended out and polished with 400 grit abrasivepaper or emery cloth. Blended areas
must surrounddamageby 1 1/2 inch.
6. Inspect O-ring seating areas for nick or distortion. Badly distorted sections hamper O-ring sealing
characteristicsand requireswheelhalf replacement.
7. Areas where the protectivecoating has been removedor showslight corrosionmust be thoroughlycleaned
and repaintedwithone coat of urethaneprimerand one coat of aluminumpolyeurethane.
-NOTE-
Never paint bearingcup workingsurfaces.
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Page 3
3J14
PIPER AIRCRAFT
PA-42/42-720
8. Inspectsnap rings and greaseseals for distortion. Replacegrease sealfits if badlyworn or contaminated.
9. Lightly saturatenew or reused greaseseal felts with SAE 10 oil beforeinstallation.
-NOTE-
Do not soakgrease sealfelts with oil.

10. Overheatedwheel halves must be inspected for Brinell Hardness. Check hardnesson wheelhalve flange
areasby contactingthe manufacturerfor appropriatehardnessvalue.
REPAIR OF MAIN WHEEL ASSEMBLIES(Figure32-14)
Repairsto the main wheel assemblyare limited to blending out small nicks, scratches,gouges, areas of slight
corrosion,and replacingof parts which are crackedor badly corroded.
-NOTE-
At each tire change, visually inspect wheel halves for corrosion,

especiallyat the bead seat area(tire contactsurface)and tie bolt holes.
Corrosioncan be removed with 400 grit emery cloth and touchedup
with Dow No. 19 solutionor equivalent. Prime all treated areas with
one coat urethane primer. A protectivefinish is put on wheel halves
at the factory. If corrosion cannot be removed by sanding down to
bare metal within limits (shown in Figure 32-14 for BFG wheel),
wheel halfmust be taken out of service.
1. BearingCup Replacement:
a. Removal
(1) Heat wheelsub-assemblyin boilingwater for 30 minutesor in an oven not exceeding80°C (150°F)
for 20 minutes.
(2) Removesub-assemblyfromheat and removebearing cup.
-NOTE -
The bearingcup must be loose enoughto fall out of bearingbore after

heating the wheel sub-assemblyand inverting it. If the cup does not
drop out, use an arbor press or tap evenly from the bore with a fiber
drift pin. Be carefulnot to damage wheelhalf.
32-40-00
Page 4
Reissued: December31, 1989 3J15
PIPER AIRCRAFT
PA-42/42-720
- NOTE-
FOR DETAILEDREPAIRPROCEDURESREFERTO B.F.G.MANUAL.
/4
B
THE BOLTHOLESMAYBE
REAMEDTO 0.345MAX.DIA.
TYPICALOF BOTHWHEEL
HALVES.0.040RADIUSOR
D CHAMFERBOTHSIDES.
TYPE REMOVAL LIMITON MAX. DISCREPANCY

AREA REPAIR OVERHAULSECTIONTHICKNESS ALLOWEDAFTER REPAIR
A Blend 0.020beloworiginalsurface Noneafterblending
B Blend 0.10 beloworiginalsurface Noneafterblending
C Ream and radius Max.dimensionsshown Fretting
D Blend 0.030beloworiginalsurface Noneafter blending
E Blend 0.040beloworiginalsurface Dentsor gouges

0.020 inchallowed
after blending
F MetalsetA4 per 0.040for clean-upand return Noneafterrework-

B.F.G.Manual to originalsurface slot widthto be
0.745to 0.760after rework.
G MetalsetA4 per 0.020 beloworiginalsurface Noneafter blending
Figure 32-14. B. F. Goodrich 3-1392 Wheel Repair Limits

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3J16
PIPER AIRCRAFT
PA-42/42-720
b. Installation
(1) Place wheel sub-assembly in boiling water for 30 minutes or in an oven not exceeding 149°C
(300°F) for 30 minutes. Chill bearing cup on dry ice.
(2) Remove wheel half from heat source. Dry chill bearing cup thoroughly. Coat contacting surfaces
of cup with zinc chromate primer or paste.
(3) Install chilled bearing cup into heated wheel sub-assembly. Tap into place evenly with a fiber drift
pin.
-NOTE-
The bearing cup must be installed while the primer or paste is still
wet.
ASSEMBLY AND INSTALLATION OF B. F. GOODRICH 3-1392 MAIN WHEEL
-NOTE-
When inflating tires on BFG wheels, allow assembly to stand at least

12 hours for tire and wheel to stabilize.
1. Retreating and Repainting.
a. Thoroughly clean repaired surfaces and areas of the wheel where paint has been removed.
b. Treat clearied surfaces with Dow No. 1 solution (MIL-M-3171). Paint with one coat of zinc chromate
primer (specification TT-P-1757) and one coat of aluminum polyurethane paint.
-NOTE-
Never paint working surfaces of bearing cups. The wheel register

surfaces and bolt bosses must receive only one mist coat of zinc
chromate primer.
0
2. Place the inner wheel half on a clean flat surface. With the mating flange up, place the packing O-ring onto
its register, positioning it as close as possible to its original position if the O-ring is reused.
3. Install tire and outer wheel half respectively on the inner wheel half. Be sure to properly align the male and
female registers, where applicable.
4. Install washers and connecting bolts. Stagger torque them 190 - 210 inch-pounds. (Lubetorque)
-NOTE-
After torquing is completed, retorque bolts a second time, ensuring

proper torque is achieved. Compression of the packing O-ring causes
the initial reading to be false.
32-40-00
Page 6
Reissued: December 31,1989 3J17
PIPER AIRCRAFT
PA-42/42-720
5. If the air valve is removed,install and torqueto 35 - 65 inch-pounds.

6. With the valve core removed,inflatetire enoughto seatthe tire beads againstthe wheelflanges.
7. Install the valve core and inflatetire to 110psi. If tire is new, proceedto step 8. If tire is used, proceed to
step 9.
8. Let inflatedtire standfor 12 to 24 hours and check for normal 10%pressureloss. Reinflatetire, brushwater
or soap solutionover exteriorof tire, and inspectfor leaks.
-NOTE-
Bubble formation around sidewall vents on tire is normal during

wateror soap solutiontest.
Ensure tire pressureafter 24 hoursindicatesa readingof 105- 110psi.
9. Brush wateror soapsolutionover exterior of tire and checkfor leaks. Checktire pressureafter 24 hours for
a reading of 105 to 110psi. If pressure loss exceeds5 psi, check tire for damage and repair or replace,as
necessary.
-NOTE-
Applygrease sparingly.Do not fullylubricate.

10. Pack the bearingcones. Coat the bearing cups and inboardseallip with bearinggrease(MIL-G-3545).
- CAUTION -
USE CARE WHEN INSTALLING THE WHEEL ASSEMBLY

TO PREVENT DAMAGING THE BEARING CONES, RACES,
ANDSEALS.
11. Install wheels as follows:
a. Install the greaseseal and inboardbearingcone onto the axle. While aligningthe disc-carrierwith the
wheel,carefullyplace the wheel over the axle until the wheelrace engagesthe inboardcone. Install the
outboardbearingand torquethe axle nut to 50 foot-pounds. Loosenthe nut to 0 foot-pounds,and while
rotatingthe wheel,retorqueto 25 foot-pounds.
-NOTE-
If, after torquing the axle nut, the cotter pin cannot be installed,
advancethe nut an additional30 degreesto align the safetyholes.
12. Installbearingcup and retainingplug.
32-40-00
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3J18 3J18 Reissued: December31, 1989
PIPER AIRCRAFT
PA-42/42-720
NOSE WHEEL ASSEMBLY
REMOVAL AND DISASSEMBLY OF NOSE WHEEL (B. F. GOODRICH) (Figure 32-15)
1. Place airplaneonjacks. (Referto Jacking,Chapter7.)

2. To dismountnose wheel,remove axle nut, and bolt and axle plugs. Tap the axle out of the wheel assembly
and fork using a 1 7/16 inchOD tube.
3. Flex fork enoughto allowthe wheel and wheelspacers to clear the fork assembly.
4. To disassemblethe wheel,deflatethe tire and break tire beads away from the flangesby pressingwith heels
of the hands or a tire press.
5. Remove nuts, washers,and tie bolts from the wheel. Separate wheel halves, removethe tire, and remove
the valve stem assembly,if installed.
-NOTE-
Bearing cups are press fitted into the wheel halves and must not be
removed,unless replacementis necessary. If cups are to be replaced,
heat wheel half to 275° to 300°F and press out the cups with a plug.
Supportwheelhub while removingcups.
6. The wheel bearingand seal are removedby tapping out evenlyfrom the insidewith a brassdrift. Be careful
not to damage the bearingcage.
10
8
8
6. CUP,BEARING
7. CONE,BEARING
8. RETAINER,GREASESEAL
9. GREASESEAL
10. SNAPRING
Figure 32-15. Nose Wheel Assembly (B. F. Goodrich 3-1076)
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3J19
PIPER AIRCRAFT
PA-42/42-720
INSPECTION OF NOSE WHEELASSEMBLY(B. F. GOODRICH)
1. Clean metal parts in solvent and air dry thoroughly. Clean rubber parts by wiping with a clean, lint-free
cloth.
2. On the bolt head radiusor shank,magnafluxbolts for cracks,breaks, and surfaceblemishes.
3. Inspect wheel halvesfor cracksand breaks (particularlythe bead seat, tube well, and web junction areas)
with dye checkor Zyglo.
4. Visuallyinspect all metal parts for pitting, corrosion,cracks,breaks,unevenwear, and other surfacedefects.
5. Inspectpacking sealingsurfacesfor smoothness.
6. Inspectpacking for pits, cuts, and other defects. Replaceas necessary.
REPAIRAND REPLACEMENTOF NOSEWHEELASSEMBLY(B. F. GOODRICH)
1. Repair scratches, nicks, and other minor surface blemishes on the wheel halves by sanding with emery
cloth; removeas little metal as possible. Polish and surfacetreat repairedsurfacewith Dow No. 7.
-NOTE-
Do not remove more than 0.020 inch below original surface for
generalblending.
2. Paint repairedsurfaceswith two coats zinc chromateprimerand one coat aluminumlacquer.
-NOTE-
Use only one coat of zinc chromateprimer and use no finish coat on
mating surfacesand the packinggroove.
3. Replaceall parts containingvisiblecracks. Replaceparts that are damagedbeyond repair.
4. Replacepackingand grommetat each overhaul.
ASSEMBLYANDINSTALLATIONOF NOSE WHEEL (B. F. GOODRICH) (Figure 32-15)
1. If cups are removed,reinstallas follows:

a. Heat wheelhalvesto 275° to 300°F. Cool cups to 0°F.
b. Support wheelhub, paint the inside diameterof the hub with zinc chromateprimer,and press the cups
into the wheelhalf.
-NOTE-
The wet zinc chromateprimerlubricatesparts to be pressed together

and assistsin preventinggalvaniccorrosionbetweenparts.
2. Reinstallvalve stemand balanceweightsif removed.
3. Lubricatepackingwith grease(MIL-G-3545Cor equivalent). Installin the wheelhalf packinggroove.
4. Install tire and join the two wheel halves. Apply a generous coat of thread component (MIL-T554)to
threadsof bolts, facesof washers,and bearingface of nuts. Usingthe same procedure,retightenall nuts and
torqueto specificationgivenon the wheel.
32-40-00
Page 9
3J20 Reissued:December31, 1989
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
Do not use an impactwrench to applyfinal torque. Use a preset hand

torquewrench only.
5. Inflate tire (refer to Chapter6) and test for leakage.
6. Repack wheelbearings with grease (MIL-G-3545C)and lubricatecups. Place bearingsin wheel assembly.
Install greaseseals.
7. Install wheel and spacers in fork and insert axle. Refer to parts catalog for proper spacers required for
particulartire installed.
8. Adjust axle bolt to allowwheelto turn freelywith no side play.
REMOVALAND DISASSEMBLYOF NOSEWHEEL(CLEVELAND)(Figure 32-16)

2. To remove the nose wheel, remove axle tie rod and tie rod axle plugs. Insert a 1-7/16 inch diameter tube
into the fork. Tap out axle from wheelassembly.
3. Flex fork enoughto removethe wheelsspacers. Allowthe wheel to clear the fork assembly.
4. The wheelhalves are separatedby deflatingthe tire and removingthe six wheelbolts. Pull the wheelhalves
from the tire by removingthe wheelhalfoppositethe valve stem first followedby the other half.
5. The wheel bearing assemblies are removedfrom each wheel half by removingthe snap rings securingthe
grease seal retainers,the retainers,grease seals, and bearingcones. The bearingcups must be removedonly
for replacementand can be removedby tappingout evenlyfrom the inside.
1. WHEELHALF
2. WHEELHALF
3. BOLT
4. CUP,BEARING
5. CONE,BEARING
6. GREASESEAL
Figure 32-16. Nose WheelAssembly(Cleveland40-140)
32-40-00
Page 10
PIPER AIRCRAFT
PA-42/42-720
INSPECTION OF NOSE WHEEL ASSEMBLY (CLEVELAND)
1. Visuallycheck all parts for cracks,distortion,defects,excessivewear, and corrosion.

2. Checktie bolts for loosenessor failure.
3. Checkinternaldiameterof felt greaseseals. Replacethe felt greasesealif surfaceis hard or gritty.
4. Checktire for cuts, internalbruises,and deterioration.
5. Check bearingconesand cups for wear and pitting; relubricate.
6. Replaceany wheelcastingwith visible cracks.
ASSEMBLYAND INSTALLATIONOF NOSE WHEEL (CLEVELAND) (Figure 32-16)
1. Ensure bearingcup in each wheelis properlyinstalled.

2. Install tire andjoin the two wheelhalves.
3. Insert throughbolts with nuts to wheelstem side and torquebolts to specificationslisted on wheel.
4. Inflate tire to 80 psi. If tire is new,proceedto step 5. If tire is used, proceedto step 6.
5. Let inflatedtire stand for 12 to 24 hoursand check for normal 10%pressureloss. Reinflate tire, brushwater
or soap solutionover exterior of tire and inspectfor leaks.
-NOTE-
Bubble formation around sidewall vents on tire is normal during

wateror soap solutiontest.
6. Ensure tire pressure after 24 hours indicatesa reading of 76 - 80 psi. If pressure loss exceeds4 psi, check
tire for damageand repairor replace,as necessary.
7. Lubricatebearing cones and installcones, grease seals,and seal retainerrings. Securewith snap rings.
8. Flex fork enough to install wheeland spacertubes. Refer to parts catalogfor proper spacers requiredfor 80
psi tire.
9. Insert axle tube, forkcaps and tie bolt. Adjusttie bolt not to allowwheel to turn freely, but tight enoughto
preventlateral movementof wheel.
BRAKE ASSEMBLIES
REMOVAL AND DISASSEMBLY OF BRAKE AND DISC-CARRIER ASSEMBLY (Figure 32-17)
1. Place airplaneon jacks.

2. Removeappropriatewheel.
3. If only removal or inspectionof the lining and disc-carrierassemblyis required,proceedwith the following
instruction;proceedto step 4 for entire brake assemblyremoval.
a. Make sure all hydraulicpressureis off brakes.
b. Remove ten anchorbolts retainingpiston housing assemblyin alignmentwith the brake torque plate.
Be careful not to let the disc-carrierand spacerplate drop out and be damaged.
c. Make sure the piston housing and hydraulic lines are not damaged. Remove six torque bolts fastening
the brake torqueplate to the axle torqueplate.
d. Withdrawbraketorque plate and disc-carrierfrom the axle.
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3J22
PIPER AIRCRAFT
PA-42/42-720
1. PISTON HOUSING 9. CARRIER AND LINING ASSY.

2. HYDRAULIC BLEED VALVE 10. BUTTON ASSEMBLY
3. BLEED VALVE REDUCER 11. INSULATOR
4. O-RING 12. SPACER
5. HELICOIL 13. TORQUE PLATE
6. O-RING 14. WASHER
7. PISTON 15. WASHER
8 INSULATOR PISTON
APPLY MIL-T-5544 COMPOUND

TO THESE SURFACES
VIEW A VIEW B
LUBETORQUE REQUIREMENT CORRECT PISTON INSTALLATION
- NOTE -
FOR FURTHER INFORMATION ON SERVICING B.F.G. BRAKE,

REFER TO THE MANUFACTURER'S SERVICE MANUAL FOR
THE 2-1435-2 BRAKE.
Figure 32-17. B. F. Goodrich Brake Installation
32-40-00
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PIPER AIRCRAFT
PA-42/42-720
PISTON HOUSING
CARRIERLININEAND
0.350 TORQUEBUTTONASSEMBLY
MAX.
Figure 32-17. B. F. GoodrichBrakeInstallation(continued)
e. Inspect linings and disc-carrier for excessive wear, scoring, corrosion, warpage, and cracks. If possible,
corrosion must be removed by hand using a medium grit carbide or wet/dry sandpaper.
- CAUTION -
BE SURE TO CLEAN OFF THE DISC-CARRIER AND ALL

LINING AFTER WORKING ON THESE PARTS,
PREVENTING ANY CHANGE OF SCORING AFTER
REASSEMBLY.
f. Inspectgroovedareas of the wheel acceptingthe brake disc-carrier. If any part of the castingis cracked
or excessivelycorroded,replacethe wheelhalf.
- WARNING
BE SURE TO RELEASE ALL AIR PRESSURE BEFORE

DISMANTLING ANY WHEEL.
g. Any small nicks or gougesmust be blended out with 400 grit carbide paper (wet/dry). Areas exhibiting
light corrosionmust be thoroughlycleanedand repaintedwith one coat of zinc chromateprimerand one
coat of aluminumpolyurethanepaint.
h. Inspect the torque plate/pistonhousing anchorbolts for cracks,corrosion,and thread damage. Replace
if necessary.
4. To removeentire brake assembly,proceedas follows:
a. Be sure not pressureexistsin the brakesystem. Removeand capthe hydraulicbrakelines.
b. Removesix high shear torquebolts. Withdrawthe brake assembly.
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Page 13
3J24
PIPER AIRCRAFT
PA-42/42-720
TROUBLESHOOTING BRAKE SYSTEM
CHART 3202. TROUBLESHOOTING (BRAKES)

Hydraulic fluid leaking Worn packing(s). Replace packing.
from piston area.
Damaged piston(s) or Replace piston or repair
piston bore(s). bore.
Fluid leaking from bleeder Loose bleeder valve(s). Tighten bleeders.

valves or reducer fitting.
Damaged bleeder valve. Replace valve.
Damaged reducer fitting Replace reducer or packing.

or packing.
Insufficient clearance (i.e. Heat stack warped beyond Repair or replace parts out of
DISK CAN NOT BE tolerance. tolerance per REPAIR.
MOVED WITH HANDS).
Air in system. Properly bleed brake system
and hydraulic lines.
- CAUTION-
REFER TO B.F. GOODRICH INSTALLATION,

MAINTENANCE AND OVERHAUL MANUAL FOR SPECIFIC
INSTRUCTIONS ON THE 2-1435-2 BRAKE ASSEMBLY.
CLEANING AND INSPECTION OF BRAKE ASSEMBLY.
1. Except for disc-carriers and lining assemblies, clean all metal parts with a Stoddard solvent or suitable
equivalent.
2. Remove and clean O-rings with denatured alcohol; dry thoroughly.
3. Inspect O-rings for nicks, distortion, or excessive wear. Replace as necessary.
4. If the finish on torque plate or housing assembly needs refinishing or removal, use the following
instructions to remove old paint from metal surfaces.
- NOTE-
It is not necessary to strip paint on assembly to inspect using dye-

check or fluorescent penetrant.
32-40-00
Page 14
Reissued: December 31, 1989 3K1
PIPER AIRCRAFT
PA-42/42-720
WEAR LIMITS (Referto Chart 3203)
CHART3203. BRAKEWEAR LIMITS
Disk Carrierand Carier,Liningand

InspectionAreas LinignAssembly TorqueButtonAssys
Thickness Max. 0.519 0.265
Min. *0.370 *0.160
Dishing Max. 0.050 +0.025
(Flatness) Min. 0.000 0.000
I.D. Max. 7.000 7.000
Min. 6.800 6.800
*Minimumthicknessis 85 percent of lining surface. This is an overhaullimitonly.

Parts may wear beyond thesedimensionsin service.
+Carrier,lining, and torque buttonassembliescan be cold flattenedwith a mallet and

flat plate. Checkflatnesson lining side of segment.
In order to prevent prematureremoval and subsequentoverhaulof brakes still serviceable,B. F. Goodrichhas

establisheda brakeremoval wear limit(BFG S/B 399) checkprocedure. Proceedas follows:
1. Pressurizebraketo 100psi.
2. Measure distance betweenthe carrier. Line and torquebutton assemblyand the piston housing (Figure32-
17). (A 0.350 inch measurementindicatesbrake needs to be overhauled.)
ASSEMBLYAND INSTALLATIONOF BRAKE ASSEMBLY (Figure32-17)
1. If piston housing,disc-carrier,spacerplate, and torque plate have been assembled,proceedas follows:

a. Lay piston housingassemblyon a clean,flat surfacewith the piston housing'sopen side up.
b. Install carrierswith liningson their pistons.
c. Lay disc-carrierassemblyover and liningsonto the piston housing.
d. With carriers and linings installed on torque plate, align spacer plate on piston housing and install
torque plate onto piston housingwith anchorbolts.
e. Lubetorquethe anchorbolts to 350 - 370inch-pounds.
2. Withthe brake assembled,positionpiston housingtoward the inboardside of the gear with the open end up.
Install brakeassemblytorqueplate onto the axletorque plate using high shear torquebolts. Torqueto 170±
10 inch-pounds.
3. Reconnecthydrauliclines and bleedbrakes.
4. Reinstallwheelby slowlyslidingit over the axle. Alignthe brakedisc-carrierteeth with slots in the wheel.
5. Install axle nut ensuring the bearings are seating properly. (Refer to Assembly and Installationof Main
Wheel.)
32-40-00
Page 15
3K2 3K2 Reissued:December31,1989
PIPER AIRCRAFT
PA-42/42-720
REMOVALOF BRAKE MASTER CYLINDER(Figure32-18)
1. Ensure all hydraulicpressure is off the brake systemand parkingbrake is off.

2. Disconnectand cap brake lines fromthe affectedcylinderto preventcontaminationof system.
3. Removebolt connectingboss end of brake to its fitting or channel assembly. Remove the bolt connecting
brake rod end bearingto pedal attachingarm.
4. Removecylinderfrom aircraft.
DISASSEMBLYOF BRAKE MASTER CYLINDER (Figure 32-19)
1. Internal parts of brake master cylinderare removedby removingthe snap ring from the annular slot at the
lower end of the cylinder. Pull completepiston assemblyfrom cylinder.
2. Slide the packinggland,O-ring,washer,and springfrom piston rod.
3. The piston valve assemblyis removedby taking off the self-lockingnut from the piston rod, allowingthe
piston with componentparts to be removed.
CLEANING, INSPECTION AND REPAIR OF BRAKE MASTER CYLINDER.
1. Clean cylinderparts with a suitablesolventand dry thoroughly.

2. Inspectinteriorwalls of cylinder for scratches,burrs,corrosion,etc.
3. Inspectgeneralconditionof cylinderfitting threads.
4. Checkpiston and valve for scratches,burrs,corrosion,etc.
5. Repairsto cylinderare limited to polishingout small scratches,burrs, etc. Replacevalve washer seal and
O-rings.
ASSEMBLYOF BRAKE MASTER CYLINDER (Figure32-19)
1. Install O-ringon cylinderpiston and assemblethe piston, spring, washerseal, and valve onto the piston rod.
Allow the valve to extend into the base of the piston. Slide the O-ring and washer in place. Secure with
self-lockingnut.
2. Install O-ringsealon packingglandand slide spring,washer,O-ring,and packingglandonto piston rod.
3. Dip piston assembly in hydraulic fluid (MIL-H-5606)and install assemblyinto cylinder. Push packing
gland into cylinderuntil snap ring can be installedinto the annular slot at the bottom of cylinder.
32-40-00
Page 16
Reissued: December31, 1989 3K3
PIPER AIRCRAFT
PA-42/42-720
REFERTO FOLLOWING
PAGEFORSPECIFIC
CYLINDERASSEMBLY
INSTALLATION
1. PUSHROD TO RUDDERCABLECONTROLSECTOR
2. RUDDERPEDALBELLCRANKASSEMBLY
3. PRESSUREBULKHEAD
4. PUSHROD FROMLEFT RUDDERPEDAL
5. MASTERCYLINDERSUPPORTCHANNEL
6. RUDDERPEDALARM ASSEMBLY(PILOTS LEFT)
7. RUDDERPEDAL
8. 10-23MASTERCYLINDER
Figure 32-18. Master Cylinder Installation
32-40-00
Page 17
3K4
PIPER AIRCRAFT
PA-42/42-720
10.63"
PILOTS RIGHT
BRAKECYLINDER
10.63"
COPILOTSLEFT
BRAKECYLINDER
10.36"
COPILOTSRIGHT
BRAKECYLINDER
10.11"
PILOTS LEFT
BRAKECYLINDER
Figure 32-18. Master Cylinder Installation (continued)
32-40-00
Page 18
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF BRAKE MASTER CYLINDER (Figure 32-18)
1. Compresspiston withincylinder. Adjust rod end bearingso the total length is as definedin Figure 32-19.
2. With cylinder ports towards the front of the aircraft, mount boss end of master cylinder to the fitting
connectingthe cylinderto its supportassembly.
3. Connectrod end bearingto its rudder pedalcontrol arm.
4. If brake pedal is out of alignment with other pedals, adjust by disconnecting the rod end in or out,
whicheveris required.
5. Remove caps from hydraulic lines. Reassemble lines with supply line attached to the upper port and
pressureline attachedto the lower part.
6. Bleed brakes and ensure no sponginessexists in the operationof the brakes.
7. Put on the parkingbrakeand checkall lines, ensuringno leaks or spongylines exists.
6.38"
1. CYLINDER 5. VALVE 9. O-RING 13. O-RING

2. NUT 6. WASHER 10. SPRING 14. O-RING
3. WASHER 7. SPRING 11. WASHER 15. GLAND
4. O-RING 8. PISTON 12. ROD 16. SNAP RING
Figure 32-19. Master CylinderAssembly

32-40-00
Page 19
3K6
PIPER AIRCRAFT
PA-42/42-720
PARKING BRAKE VALVE (Figure 32-20)
REMOVAL OF PARKING BRAKE VALVE
1. Disconnectparkingbrakecable from valve actuatingarm.

2. Disconnectfluidlines from valve.
3. Remove screwsattachingvalve to its mountingbracket.
4. Cap line openingsto preventcontaminationof system.
DISASSEMBLY OF PARKING BRAKE VALVE (Figure 32-20)
1. Remove two fittingsfrom outside the valve body. A valve spring is held in place by the fittings. Do not
loosen these whenremovingthe fittings.
2. From valve body,removethe valve springand valve.
3. To removevalve cam, removethe nut, washer,bushingand spring. Pull cam from valve body.
19
4 1. VALVEBODY
2. FITTING
3. SPRING
4. VALVE
5. O-RING
6. NUT
7. WASHER
8. BUSHING
9. SPRING
10. O-RING
11. O-RING
12. O-RING
13. CAM
14. STUD
15. SWIVEL
16. LEVER
17. WASHER
18. NUT
19. COTTERPIN
Figure 32-20. Parking BrakeValveAssembly
32-40-00
Page 20
3K7
PIPER AIRCRAFT
PA-42/42-720
CLEANING,INSPECTIONAND REPAIR OF PARKING BRAKE VALVE
-NOTE -
Repair to valve is limited to smoothingburred or scratched surfaces

and replacingO-rings.
1. Clean valve parts with a suitablesolvent. Dry them thoroughly.
2. Inspectcam and seat valve body surfacesfor excess wear and corrosion.
3. Inspectcam assemblyfor burrs,scratches,excess wear,loose operatinglever,etc.
4. Checkgeneral conditionof valvesand spring.
ASSEMBLYOF PARKING BRAKE VALVE (Figure32-20)
I. Install O-ringson valve cam.

2. Lubricate O-rings with hydraulic fluid (MIL-H-5606),insert cam into valve body and secure with spring,
bushing,washer,and self-lockingnut.
3. Install O-ringon valve, insertvalve in the out porthole,installvalve spring,and securewith outlet fitting.
INSTALLATIONOF PARKING BRAKE VALVE
1. Attachvalve to bulkheadmountingbracket with screws.

2. Connectfluid lines to valve.
3. Connect control cable to valve lever. Ensure when valve lever fits in the closed detent, parking brake
handle is 0.062 to 0.125 inchof being fully in againstthe stop.
4. Bleed brake system.
BLEEDING PROCEDURE (Figure 32-21)
If brake system has been drained, has had parts replaced,or had had any line connectionbroken, bleed it as
follows:
1. Place a suitablecontainerat the reservoirto collect fluidoverflow.
2. Removerubber bleeder fitting cap locatedon landinggear brakeunit housing.
3. Slide pressurehose from pressurepot over bleedervalve.
4. Pressurizethe pressurepot to 48 ± 2 psi. Openthe bleedervalve.
-NOTE-
By watching fluid flowing into the reservoir,determine whether any

air has entered the system. If air bubbles are evident, continuefilling
the system until all air is out of the system and a steadyflow of fluid
is obtained.
5. Allow at least 2 gallonsto flow.
6. Simultaneouslydepresspilot's brakepedals approximately1 inch in successivemotions. Returnto neutral
forcingany bubbles in the systemdownstream. Repeatwith copilot's brakepedalsuntil no air is expelledat
reservoir.
7. Close bleed ports and depressurizesystem.
8. Checkbrakes for proper pedalpressureand operation.
32-40-000
Page 21
3K8
3K8 Reissued: December31, 1989
PIPER AIRCRAFT
PA-42/42-720
CATCH
TANK
(5-GALLON)
AIRPLANE
RESERVOIR
COPILOTS BRAKE
MASTERCYLINDER
LEFT RIGHT
PILOTS BRAKE
MASTERCYLINDER
BLEEDPORT
DUALPARKING
BRAKEVALVE
BLEEDPORT
(OPEN)
PRESSURE
GAUGE
REGULATOR
SHUT-OFF BRAKE
VALVE BLEEDER
(FILLWITH
MIL-H-5606A)
SHOP
AIR
Figure 32-21. Bleeding Brakes
32-40-00
Page 22
3K9
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
If properpedal pressureis not attained,repeat procedure.

9. Repeat procedureon the othergear.
10. Service brakereservoirper Chapter 12.
STEERING
REMOVAL AND INSTALLATION OF NOSE GEAR STEERING INSTALLATION (Figure 32-22)
1. Removepilot's seat and floorpanels in front of and behindcontrolcolumn.

2. Removeaccesspanel on left side of the aircraft's nose.
3. Remove equipmenton the bulkheadsand lower shelf (floor) required to gain access to the steering rod
coming throughthe bulkhead.
-NOTE-
Do not rotate rod end bearings unless as an adjustment to the nose

gear steering.
4. Removerequiredshelf-floorpanels.
5. Usethe followinginstructionsfor removalof the torquetube attachedto the rudder controlsector:
a. Removeforwardworm screwclampholdingpressuresealbellow to tube.
b. Unbolt rod end bearingsfromthe sectorinsidethe aircraftand controlarm insideaccess area.
c. Carefully draw tube forwardand up through bellows. If rod end bearing does not fit through bellows,
removethe rod end; do not forceit.
6. The outboardsteeringarm, locatedin the access area, is removedby disconnectingtorque tube, runningup
from the rudder control sector. Remove the through bolt attachingthe arm to the bearing shaft. Note the
numberof AN960D-1616bearingsupportwashersto facilitateinstallation.
- WARNING -
THE BUNGEE TUBE ASSEMBLY MUST BE HANDLED

CAUTIOUSLY. IF FOUND TO BE DEFECTIVE OR DAMAGED
IN ANY WAY, IT MUST BE REPLACED WITH A NEW
ASSEMBLY. UNDER NO CONDITION SHOULD THIS PART
BE DISASSEMBLED. THERE ARE SPRINGS UNDER
COMPRESSION LOCATED INSIDE THE TUBE. THE
LOCKING CLIPS MUST NOT BE REMOVED.
7. The inboard steeringarm, locatedin the wheel well, is removedby disconnectingthe bungeetube from the
arm. Remove the through bolt attachingthe arm to the bearing shaft. To facilitateinstallation,note how
manyAN960-1616Lwashersare used.
8. The bungeetube is attachedto both the inboardsteeringarm and nose gear primarydrive arm. The bungee
tube is removed by reaching into the wheel well, disconnecting the aft end of the tube to the inboard
steeringarm, pivotingthe gearto the left, and disconnectingthe tube from the primarydrive arm.
32-50-00
Page 1
3K10
PIPER AIRCRAFT
PA-42/42-720
'6
1. NOSEGEAR STEERINGARM
2. NOSEGEAR STEERINGTUBE
3. MOUNTINGBRACKET
4. JAM NUT
5. ROD END
6. ROLLERS
Figure 32-22. Nose Gear Steering Installation
32-50-00
Page 2
3K11
PIPER AIRCRAFT
PA-42/42-720
, \ r/
10 9 1. NOSE GEAR STEERING TUBE

2. NOSE GEAR STEERING CONTROL ARM
3. COMPENSATING BELLOWS
4. SECTOR ACTUATING ROD
5. RIGHT PEDAL PUSHROD
6. RUDDER PEDAL ASSEMBLY
7. LEFT PEDAL PUSHROD
8. RUDDER CONTROL CABLES
9. RUDDER CONTROL SECTOR
10. PRESSURE BULKHEAD STA. 57.00
Figure 32-22. Nose Gear Steering Installation (continued)
32-50-00
Page 3
3K12
PIPER AIRCRAFT
PA-42/42-720
9. To reinstallthe whole or any part of the steeringmechanism,reversethe order of removal. To ensurenose

gear is aligned properly,proceedas follows:
a. With a plumb bob, drop a pointdirectlydownfrom the tail skid and the center of the nose.
b. Lay a chalk line between these two points. After laying a chalk line around the center of the tire, align
the tire centerlinewith the groundchalk line.
c. Clamprudderpedals in a neutralposition.
d. With at least three threadsengagedin the rod ends, install steeringassemblies.
POSITION AND WARNING
ADJUSTMENT OF NOSE GEAR UP LIGHT SWITCH
1. Checkthat the nose landinggear up lock is properlyadjusted.

2. Retract gear fully and ensure the up lock roller is engaged and resting against the up lock hook. (No
pressureon hydraulicsystem.)
3. Adjustgear up lock switch toward thehook untilit actuates. The red indicatorlight in cockpit must go out.
-NOTE-
Main gearup switchesmust be actuatedto extinguishthe red light.

4. Extendand retract gearto ensure proper adjustment.
ADJUSTMENT OF NOSE GEAR DOWN LIGHT SWITCH
1. Be sure the gear is properlyadjustedfor downlock position.

2. With the gear down and locked, adjustgear down switch toward link until it actuates. The green indication
in the cockpit must comeon.
3. Checkswitch operationby partiallyretractingand extendingthe gearseveral times.
32-60-00
Page 1
3K13 3K13 Reissued:December31,1989
PIPER AIRCRAFT
PA-42/42-720
ADJUSTMENT OF MAIN GEAR UP LIGHT SWITCH
1. Checkthat the main landinggear up lockis properlyadjusted.

2. Retractgear fullyand ensure the up lock roller is engagedand restingon the up lock hook. (No pressureon
hydraulicsystem.)
3. Adjust gear up lock switch toward the link until it actuates. The red indicatorlight in the cockpit must go
out.
-NOTE-
Opposite main gear switch and nose gear switch must be actuated to
extinguishthe red light.
4. Extend and retract gear to ensure proper adjustment.
ADJUSTMENT OF MAIN GEAR DOWN LIGHT SWITCH (Figure 32-23)
1. Ensure that the mainlanding geardown lock is properlyadjusted.

2. With gear down and locked,the green indicatorlight in the cockpit must come on when the downlock hook
is lowered within 0.030 to 0.069 inch of bottomingin the hook slot of the lower side brace link. Use the
followingcheck and adjustmentprocedure:
a. By hand, raise the downlock hook until the downlock switchactuates(click).
b. Withthe hook raised, place a 0.070 inch wire feeler gaugebetween the hook and bottom surfaceof the
slot in the side brace link (Figure 32-23).
c. Lower the hook, allowing it to rest on the feeler gauge. (The end of the gauge must be even with the
lockpin.) The switch must not actuate(click).
d. Raisethe hookagain. Allowthe switchto actuateand place a 0.030 gaugein the side bracelink slot.
e. Lower the hook. The switch must actuate, allowing the green indicator light in the cockpit to
illuminate.
f. When lowering the hook, if the switch actuates too soon adjust the switch toward the hook. If it
actuates too late, adjust the switch away from the hook.
32-60-00
Page 2
3K14
PIPER AIRCRAFT
PA-42/42-720
Figure 32-23. Main Gear Down Limit Switch
ADJUSTMENT OF MAIN INBOARD GEAR DOOR AJAR SWITCHES
1. Ensure the main inboard gear doors are adjusted properly.

2. With the master switch off, actuate hand pump to bring gear doors down.
3. Disconnect actuator cylinder rod from doors to they hang freely.
- CAUTION -
AVOID EXTREME OUTWARD ADJUSTMENT CAUSING

THE SWITCH MOUNTING TAB TO BEND BACK WHEN
THE DOOR IS CLOSED, RESULTING IN DAMAGE TO THE
SWITCH UNIT.
4. Position switch by adjusting retainer nuts so when the door is closed by hand a click is heard approximately
1 inch before the door is completely closed.
-NOTE-
An ohmmeter or continuity tester can be used to indicate switch

actuation.
5. Install actuator cylinder rod to the door.
6. Turn master switch ON and with the gear selector in DOWN position, actuate hand pump until door closes.
32-60-000
Page 3
PIPER AIRCRAFT
PA-42/42-720
ADJUSTMENT OF LANDING GEAR SAFETY SWITCH
The landing gear safety switch, located on the left main gear upper torque link, is adjusted so the switch is
actuatedat the last 0.25 ± 0.13 inch of gear extension.
1. Compressstrut until 9 inches is obtainedbetweentop of the gear fork and bottom of the gear housing. Hold
gear at this measurement.
2. Adjustswitch downuntil it actuatesat this point and secureswitch.
3. Extend and compressstrut to ensure switch will actuate at the last quarter,plus or minus 1/8 inch of oleo
extension.
REMOVALOF GEAR WARNING SWITCHES (Figure32-24)
The gear warningswitchesare located withinthe controlpedestaldirectlyunder the power levers. Each switch
actuatesthe warninghorn.
1. The switchesare removedfrom their mountingbracketsas follows:
a. Remove top cover plates of pedestal. (One is forward of the control levers, the other surroundsthe
leversby removingattachmentscrews.)
b. Remove switch from its mountingbracket by removingtwo screws securingeither switch and spacer
block. First removenut from each screw and allow the bracketof the other switch and spacerblock to
swing full forwardby turningthe adjustmentscrew counterclockwise.Pull aft on switch bracket to be
removed. Push out attachmentscrews.
c. Disconnectnecessaryelectricalleads.
2. The switchmountingbracket are removedby removingthe controllever assemblyas follows:
a. Disconnectthe enginecontrol cablesfrom controlleversby removingconnectingclevis pin.
b. Removeflushhead screwat each side of pedestalhousing.
c. Removefrictionknob with washerfrom rightside of pedestal.
d. Removecap bolts securingframe.
e. Pull assemblyfrom pedestalhousing.
f. Removecontrol keeper tube holding switch bracketsin the control frame by removing tube attachment
screwsfrom each side of frame.
32-60-00
Page 4
PIPER AIRCRAFT
PA-42/42-720
1. LEVER, L.THROTTLE
2. LEVER, R. THROTTLE
3. SCREW, ADJUSTMENT
4. BRACKET, MOUNTING
5. SCREW ADJUSTMENT
6. BRACKET, MOUNTING
7. SWITCH, HORN
8. SPACER BLOCK
9. SWITCH, HORN
10. SPACER BLOCK
11. SPRING, TENSION
12. COIL SPRING
13. PLATE, THROTTLE LEVER
ADJUSTMENT SIDE
Figure 32-24. Gear Warning Switches
INSTALLATION OF GEAR WARNING SWITCHES (Figure 32-24)
1. The switch mounting brackets, as part of the control lever assembly, are installed as follows:
a. Assemble mounting brackets (switches and spacer blocks are installed with mounting bracket), tension
springs, and spacer washers in the control frame. Secure with the keeper tube. Secure keeper tube in
frame.
b. Install control lever assembly in pedestal housing. Secure with cap bolts and screws.
c. Install friction knob with washer on the end of the lever shaft at the right side of the pedestal.
d. Connect engine control cables to their respective levers with clevis pin. Place washer on ends of clevis
pins and secure with cotter pins.
2. The switches are installed on mounting brackets as follows:
a. Connect electrical leads to their respective switch terminals. (Refer to Electrical System Schematic,
Chapter 91, for wire installation.)
b. Place switch and spacer block in its mounting bracket. Install attachment screws. Swing the bracket of
the other switch and spacer block forward to install the attachment screws. Install nuts on the screws;
secure.
c. Position pedestal cover plates on pedestal; install screws and secure.
d. Adjust switches.
32-60-00
Page 5
3K17
PIPER AIRCRAFT
PA-42/42-720
ADJUSTMENT OF GEAR WARNING SWITCHES
The gear warninghorn switches are installedin the controlpedestal, each controlledby a power lever. Each
switchactivatesthe warninghorn when either or both power leversare reducedbelow 300 foot-poundsof engine
torque. The followingprocedureis for the adjustmentof the gear warningswitches:
1. GroundAdjustment:
a. Start and runengines with propellerset for full increaserpm.
b. To set power lever switches to actuate at a desiredpowerlever setting,retard power levers until engine
torque gaugesread 300 foot-poundsof torque. Mark power lever cover in relation to the power levers
for adjustmentof switches.
c. Shut downengines.
d. Set power lever at locations marked. With adjustmentscrew on switch bracket, adjust each switch
separatelytoward actuatorangle until switch actuates. The adjustmentscrew is reached by insertinga
long screwdriverthrough the travel slot of the powerlever in the pedestalcover.
2. Horn OperationalCheck:
a. To check horn operation,jack airplane and retract landing gear. With master switch on, retard either
power lever until gear up indicatorhorn sounds. Checklocation of powerlever to adjustingmark. The
warninghorn operateswhen either or both powerleversare retarded.
b. With warninghorn operating,lower gear to ensure horn ceases to operate when the gear is down and
locked.
c. Remove airplane from jacks.
3. Flight Check:
a. Ensure operationof warningsystem when gear is up and either or both power levers are reducedbelow
300 foot-poundsof enginetorque.
32-60-00
Page 6
3K18
PIPER AIRCRAFT
PA-42/42-720
GRIDS 3K19 THRU 3K21

32-60-00
Page 7
3K19 Reissued: December 31, 1989
CHAPTER
LIGHTS
3K22
PIPER AIRCRAFT
PA-42/42-720
CHAPTER33 - LIGHTS
SYSTEM GRID
33-00-00 GENERAL 3K24

33-00-00 Description 3K24
33-10-00 FLIGHT COMPARTMENT 3K24
33-10-00 FLUORESCENT GLARESHIELD LIGHTING 3K24
33-10-00 Removal/Installation, Pilot/Copilot Flood Lights 3K24
33-10-00 Adjustment of Glareshield Fluorescent
Lighting Inverter 3K24
33-10-00 Troubleshooting General Guidlines 3L1
33-10-00 Removal of Dome Light 3L2
33-10-00 Installation of Dome Light 3L2
33-10-00 Annunciation System 3L3
33-10-00 General 3L3
33-10-00 Annunciator Panel 3L4
33-10-00 Removal of Annunciator Panel 3L4
33-10-00 Installation of Annunciator Panel 3L10
33-10-00 Removal of Overhead Reading Lights 3L17
33-10-00 Installation of Overhead Reading Lights 3L17
33-10-00 Warning Light System 3L17
33-10-00 Annunciator Panel Lamp Test 3L17
33-20-00 EXTERIOR LIGHTING 3L17
33-20-00 Landing and Taxi Lights 3L17
33-20-00 Removal of Landing and Taxi Lights 3L17
33-20-00 Adjustment of Landing and Taxi Lights 3L18
33-20-00 Installation of Landing and Taxi Lights 3L18
33-20-00 Removal of Wing Position Lights (PA-42 Only) 3L19
33-20-00 Installation of Wing Position Lights (PA-42 Only) 3L19
33-20-00 Removal of Tail Position Light (PA-42 Only) 3L19
33-20-00 Installation of Tail Position Light (PA-42 Only) 3L19
33-20-00 Removal of Wing Tip Strobe Lights 3L19
33-20-00 Installation of Wing Tip Strobe Lights 3L19
33-20-00 Removal of Wing Tip Strobe Power Supply 3L20
33-20-00 Installation of Wing Tip Strobe Power Supply 3L20
33-20-00 Troubleshooting 3L20
33-20-00 Characteristics of an Xenon Flash Tube 3L21
33-20-00 Description and Operation of Wing Inspection Light 3L22
33-20-00 Servicing of Wing Inspection Light 3L22
33-20-00 Removal of Wing Inspection Light 3L22
33-20-00 Installation of Wing Inspection Light 3L22
33-20-00 Removal of Tail Recognition Light (PA-42 Only) 3L22
33-20-00 Installation of Tail Recognition Light (PA-42 Only) 3L22
33 - Cont./Effect.
Page 1
3K23 Reissued: December 31,1989
PIPER AIRCRAFT
PA-42/42-720
GENERAL
DESCRIPTION
This chapter, used in conjunction with electrical systems schematics in Chapter 91, provides assistance in
servicing the aircraft's lighting system.
-WARNING-
HIGH VOLTAGES EXIST IN LIGHTING SYSTEM CIRCUITS.

FAILURE TO FOLLOW SAFETY PRECAUTIONS MAY
RESULT IN SERIOUS INJURY OR DEATH.
The electroluminescent EL panels are activated with 140 Vac, 400 Hertz from the EL inverter. The fluorescent,
glareshield flood lighting is supplied with a minimum of 375 Vac via the coaxial harness and dimmer inverter.
The anti-collision strobes are supplied with 450 Vdc to the xenon tubes from the strobe power supply.
Refer to Chapter 91 for point to point, wire to wire information, and Chapter 24 for power distribution and
systems components such as circuit breakers and switch panel information.
FLIGHT COMPARTMENT
FLUORESCENT GLARESHIELD LIGHTING
REMOVAL/INSTALLATION, PILOT/COPILOT FLOOD LIGHTS
1. Ensure electrical power is off.

2. Remove cover panels to expose fluorescent tubes.
3. Replace tube, or tubes, in fixtures.
4. Reinstall royalite panel.
ADJUSTMENT OF GLARESHIELD FLUORESCENT LIGHTING INVERTER
1. Ensure electrical power is off.

2. Remove cover panels.
3. Disconnect coaxial cables (marked ILFV107064BB and 1FV106064AA) from copilot's panel.
4. Place fluorescent fixed dimming switch in overhead panel to DIM position.
33-10-00
Page 1
3K24
PIPER AIRCRAFT
PA-42/42-720
5. Rotateall instrumentlightingdimmerrheostatsfullycounterclockwiseto the lowest setting.

-NOTE-
An assistantis requiredto adjustthe power supply,locatedforwardof

the pilot's instrumentpanel,at station57.00.
6. Apply 24 Vdc bus power, being careful not to cause short circuits and read voltage at exposed ends of the
coaxcables.
7. Have assistantadjustpotentiometerFV 2, with a fullyinsulatedslot head screwdriver,to 375 Vac at ends of
both coax leads (Figure33-1).
8. Turn off 24 Vdc bus power. Reconnectcoaxialleads.
9. Disconnect coax lead (marked ILBD105064BB) at copilot's position and coax lead (marked
1LBD103064BB)at pilot's position.
10. Again apply 24 Vdc bus power and have assistanceadjustbright/dimpotentiometerto 375 Vac at ends of
both coax leads.
11. Turn off 24 Vdc bus power. Reconnectcoax ends.
12. Disconnectcoax leadsmarked ILFV201064AAand 1LFV202064AAat the pilot's position.
13. Apply 24 Vdc bus power and have assistant adjust the F.V.I. potentiometer to 375 Vac at the coax
disconnectedends.
14. Turn off 24 Vdc bus power. Reconnectremainingtwo coaxleads. This completesinverter adjustments.
TROUBLESHOOTINGGENERAL GUIDELINES
With dimmer controls at full brightness and the entire EL lighting inoperative,check 24 Vdc supply to EL
inverter/dimmercontrol unit. If only one EL panel is inoperative,unplug that panel and test for 140 Vac, 400
Hertz, at panel connection. Workback through the harnessto the inverter,if no voltage is present. If voltageis
present, bench test EL panel with 110 Vac, 60 Hertz power. In all cases, conventional point to point
troubleshootingmethodsapply.
33-10-00
Page 2
Reissued:December31, 1989 3L1
3L1
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF DOME LIGHT
1. Removefour screwssecuringdomelight assemblyin headliner.

2. Let light assembly hang from headliner.
3. From behindlight assembly,removelight bulb.
INSTALLATION OF DOME LIGHT
1. Insert new bulb into socket.

2. Position light assembly in place on headliner.
3. Secure light assembly with appropriate screws.
33-10-00
Page 3
3L2
PIPER AIRCRAFT
PA-42/42-720
ANNUNCIATION SYSTEM
GENERAL
The system used to provideannunciationof aircraftsystemsis of a two channeltype: Master CautionWarning

and AdvisoryAlert. As a monitored system reaches a point where certainsensor limits are reached, a circuit is
made or broken thus signalingthe annunciatorcontrollerto activate a specific;red annunciatorlight circuit and
warninghorn if the systemis wired into the Master WarningChannel;or amber annunciatorlight if the system is
tied into the AdvisoryAlert Channel. Brightnessof the lights is controlledvia the Fixed Diming Circuit. (See
Schematicsin Chapter91.)
The annunciatorcontrolleris designed to illuminatean annunciatorlight when a specific signal is received.
Dependingon how specificcircuits withinthe computerare designed,three types of inputs or signals are used to
activate the controller: GroundApply; 28 Vdc Apply; or the openingof a circuit (ground remove or positive).
See Chart 3101for Indexof AnnunciatorControllerInputs.
The annunciatorsystem incorporatestwo annunciatinglight strings, engine fire indicatinglights, a controller
(computer),a horn, and actuatingcomponentsin the affectedsystemsof the aircraft.
Componentsare also incorporatedfor testingthe operationof the annunciatorlights as well as the lightsin the
lighted switches used on the instrumentpanel and in the overheadswitch panels. Equipmentto operate this part
of the system consists of an ANNUNTEST (annunciatorpress-to-test)switch in the left side of the annunciator
panel; and, a number of diode array connectorsinstalled behind the overhead switch panels (see Chapter 39).
When the test switch is held depressed, a ground is applied to the annunciatorcontrollerand the diode array
connectorsvia a ground apply relay. At the sme time, 28 Vdc is also applied to the controllertest circuit. With
the ground and power applied to the controller, a circuit is made which should illuminate all the annunciator
lights. Withthe groundappliedto the diode connectors,a circuitis completedto all of the lighted switcheswhich
shouldcausethem to be illuminated.
-NOTE-
The Fixed Dimmingcircuit provides a continuousvoltage (5 Vdc in
BRIGHT; 3 Vdc in DIM) to the lights inside the lighted switches.
When the "ANNUNTEST" switch is activated, the applied ground
completesthe circuits to all the affected lights, illuminatingthem as
selectedby the Fixed DimmingCircuit.
33-10-00
Page 4
3L3
PIPER AIRCRAFT
PA-42/42-720
ANNUNCIATOR PANEL (Figure 33-2)
The annunciatorpanel monitorsvarious functionsof the electrical system. The annunciatorpanel contains
indicatorlight bulbs that are grouped together and extend across upper center portion of instrumentpanel below
glareshield. The annunciatorcontrolleris secured to instrument panel support bracket directly behind center
panel of instrumentpanel. For identificationof annunciatorlights, referto Chart3301.
REMOVAL OF ANNUNCIATORPANEL
-NOTE-
Replacementof a bulb does not require removalof annunciatorpanel.

To replace a defective bulb, push in on appropriate light cover
assemblyuntil it clicks. Remove the light cover assembly. Remove
old bulb and replace with new bulb. Place light cover assembly in
proper cut out and push in until it clicks, locking the light cover
assemblyin place.
1. Removescrewssecuringcover to glareshieldassembly;removecover.
2. Remove screws securing center panel of instrument panel and pull back on panel to gain access to
annunciatorcontrolbox. Disconnectannunciatorpanel connectors.
3. Removescrews securingannunciatorpanel to glareshield. Removeannunciatorpanel.
SKIN
CONNECTOR
Figure 33-2. AnnunciatorPanel Installation
33-10-00
Page 5
3L4
PIPER AIRCRAFT
PA-42/42-720
REMOVEFOURSCREWS
FORACCESSTO
PA-42AND PA-42-720 CIRCUITCARDS
ANNUNCIATORCONTROLLER
CIRCUITCARDINSTALLATIONS
(TOPVIEWOF BOX)
GRIMESPARTNUMBERFOR
ANNUNCIATOR BOXFOR
PA-42:80-0372-5
PA-42-720:80-0372-7
0 0
Figure 33-3. Annunciator Controller Information
. 33-10-00
Page 6
3L5
PIPER AIRCRAFT
PA-42/42-720
PA-42 ANNUNCIATOR
(GRIMES P/N 80-0375-5)
CIRCUIT CARD ANNUNCIATOR CIRCUIT CARD ANNUNCIATOR

LOCATION FUNCTION LOCATION FUNCTION
A BRT/DIMRelay G L. Fuel Filter
Flasher R. Ign. On
MasterCaution L. Chip Detect
Horn Driver L. Oil Cooler
L. Ign. On
B Annun. Malf R. Chip Detect
L. Oil Temp. R. Fuel Heat Off
R. Oil Temp. R. Ign. On
Battery HOT
H Elec. Trim
L. Fuel Press Inv. Inop.
R. Fuel Press Emer. Press
L. Oil Press Wing Flap
R. Oil Press
J R. Bleed Air Off
D L. Bleed Air Hot R. Start Engage
R. Bleed Air Hot L. Bleed Air Off
Cabin Press L. Start Engage
Baggage Door
K Spare
E Cabin Door Ext. Pwr. Attach
L. Engine Fire Spare
R. Engine Fire Gear Warn.
ECS Overtemp
L R. Gen. Off
F L. Ice Door L. Gen. Off
R. Fire Ext. Inop. FAIL-STALL WN (L. Chan.)
L. Fire Ext. Inop. FAIL-STALL WN (R. Chan.)
R. Ice Door
M L. Fuel Temp.Low
R. Fuel Filter
A/P Servo
Q-SensorOverride
Figure 33-4. Annunciator Controller Information
33-10-00
Page 7
3L6
PIPER AIRCRAFT
PA-42/42-720
PA-42-720ANNUNCIATOR
(GRIMES P/N 80-0375-7)
CIRCUIT CARD ANNUNCIATOR CIRCUIT CARD ANNUNCIATOR

LOCATION FUNCTION LOCATION FUNCTION
A BRT/DIM Relay G L. Fuel Filter
Flasher R. Ign. On
Master Caution L. Chip Detect
Horn Driver L. Gmd. Bleed
L. Ign. On
B Annun. Malf R. Chip Detect
L. Oil Temp. R. Fuel Temp. Low
R. Oil Temp. R. Ign. On
Battery HOT
H Elec. Trim
C L. Fuel Press Inv. Inop.
R. Fuel Press Emer. Press
L. Oil Press Wing Flap
R. Oil Press
J R. Bleed Air Off
D L. Bleed Air Hot R. Start Engage
R. Bleed Air Hot L. Bleed Air Off
Cabin Press L. Start Engage
Baggage Door
K Spare
E Cabin Door Ext. Pwr. Attach
L. Engine Fire Spare
R. Engine Fire Gear Warn.
ECS Overtemp
L R. Gen. Off
F L. Ice Door L. Gen. Off
R. Fire Ext. Inop. FAIL-STALL WN (L. Chan.)
L. Fire Ext. Inop. FAIL-STALL WN (R. Chan.)
R. Ice Door
M L. Fuel Temp. Low
R. Fuel Filter
A/P Servo
Q-Sensor Override
Figure 33-4. Annunciator Controller Information (continued)
33-10-00
Page 8
3L7
PIPER AIRCRAFT
PA-42/42-720
CHART 3301. ANNUNCIATORIDENTIFICATION
Annunciation Color TypeAnnunciation Applied Signal
L. Engine Fire Red Master Warning GND Apply

R. Engine Fire Red Master Warning GND Apply
L. Oil Temp Red Master Warning GND Apply
R. Oil Temp Red Master Warning GND Apply
L. Fuel Press Red Master Warning Positive Apply
R. Fuel Press Red Master Warning Positive Apply
L. Oil Press Red Master Warning Positive Apply
R. Oil Press Red Master Warning Positive Apply
L. Bleed Air Hot Red Master Warning GND Apply
R. Bleed Air Hot Red Master Warning GND Apply
Cabin Press Red Master Warning GND Apply
Battery Hot Red Master Warning +18V Removed
Cabin Door Red Master Warning GND Apply
Elec Trim Red Master Warning Positive Remove
Baggage Door Red Master Warning GND Apply
Stall Warn Red Advisory Positive Remove
Gear Warn Red Advisory Positive Apply
Arm-Autofeather Green Advisory GND Apply
*L. Oil Cooler Green Advisory GND Apply
*R. Oil Cooler Green Advisory GND Apply
L. Ice Door Green Advisory GND Remove
R. Ice Door Green Advisory GND Remove
L. Start Engage Amber Advisory Positive Apply
R. Start Engage Amber Advisory Positive Apply
L. Gen. Off Amber Advisory Positive Remove
R. Gen. Off Amber Advisory Positive Remove
*PA-42 Only
33-10-00
Page 9
PIPER AIRCRAFT
PA-42/42-720
CHART 3301. ANNUNCIATOR IDENTIFICATION (continued)
Annunciation Color Type Annunciation Applied Signal
L. Ign On Amber Advisory GND Apply

R. Ign On Amber Advisory GND Apply
L. Bleed Air Off Amber Advisory Positive Apply
R. Bleed Air Off Amber Advisory Positive Apply
L. Chip Detect Amber Advisory GND Apply
R. Chip Detect Amber Advisory GND Apply
L. Fuel Filter Amber Advisory GND Apply
R. Fuel Filter Amber Advisory GND Apply
*L. Fuel Ht Off Amber Advisory GND Apply
*R. Fuel Ht Off Amber Advisory GND Apply
L. Fire Ext Inop Amber Advisory GND Remove
R. Fire Ext Inop Amber Advisory GND Remove
A/P Servo Amber Advisory Positive Apply
Ext Pwr Attach Amber Advisory Positive Apply
Annun Malf Amber Advisory Positive Remove
Wing Flap Amber Advisory Positive Apply
Fail-Autofeather Amber Advisory GND Apply
Stall Warn Red Advisory Positive Remove
Inv. Inop Red Master Warning Positive Remove
Q-Sensor Override Amber Advisory GND Apply
ECS Overtemp Amber Master Warning GND Apply
EMER Press Amber Master Warning Positive Apply
**L. Ground Bleed Amber Advisory GND Apply
**R. Ground Bleed Amber Advisory GND Apply
**L. Fuel Temp Low Amber Advisory GND Apply
**R. Fuel Temp Low Amber Advisory GND Apply
*PA-42 Only
**PA-42-720 Only
33-10-00
Page 10
3L9
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF ANNUNCIATOR PANEL (Figure 33-1)
1. Place annunciatorpanel into positionon glareshield. Securewith screws.

2. Attachannunciatorpanel connectorsto annunciatorcontroller.Install center panelof instrumentpanel.
3. Positioncoveron glareshield. Securewith screws.
CHART 3302. ANNUNCIATOR PANEL FUNCTIONAL TEST PPS-60892K
ANNUNCIATION PROCEDURE
AnnunciatorPress-to-Test Ensure electrical power is applied to annunciator control system. Activate
press-to-test switch and observe all annunciation. Place day/night dimming
switch to night (dim) position and activate press-to-testswitch. Annunciator
lights must dim.
External Power Supply Apply 27.5 Vdc APU. External power light must come on. Turn APU off.
Attached Annunciation Light must go out.
-NOTE-
When performing the following series of tests, use an auxiliary

power unit to prevent draining the battery.
Engine Fire Annunciation Circuit test is achieved when press-to-test function is checked.
-NOTE-
Annunciation is part of fire extinguisher switch.

Engine Fire Extinguisher Disconnect wire E36M from left fire extinguisher (E36L for right fire extin-
Inoperative Annunciation guisher). Ensure respective fire extinguisher light come on. Reconnect wire
and ensure light goes out.
-NOTE-
Annunciation is part of fire extinguisher switch.

Chip Detector Remove connector E116 for left chip detector (or connector E214 for right chip
Annunciation detector. Short pins A and B together and respective chip detect light must
come on. Remove short and install connector, light must go out.
33-10-00
Page 11
3L10
3L10 Reissued:December31, 1989
PIPER AIRCRAFT
PA-42/42-720
CHART 3302. ANNUNCIATORPANEL FUNCTIONALTEST (continued)
Oil Temperature Remove connector E119 for left oil temperature test (or connectorE217 for
Annunciation right oil temperaturetest). Using a resistancedecade box, select 130ohms and
place resistance in series with pins A and B of connector. Respective oil
temperature light and master warning horn and light must come on. Lower
resistance to approximately126 ohms. Oil temperaturelight, master warning
horn and light must go out Installconnector.
Fuel Filter Annunciation Disconnectwires Q11S-20and Q11IT-20for left fuel filter check (or Q22S-20
and Q22T-20 for right fuel filter check) and jump two wires together. The
respective light must come on. Remove jumper and ensure light goes out.
Reconnectwires to fuel filter.
Bleed Air Hot Annunciation Ground the followingwires to their respectiveground jumper wires or airframe
ground. (Refer to Chapter91 for Bleed Air Control WiringDiagram). Wire to
temperaturesensors withinbleedair tubes are as follows:
E24R-20Left WingRoot Forward;E24H20Right WingRoot Forward.
Wiresto temperaturesensorsin bleed are shields are as follows:
E24T-20Left WingRoot Forward;E24F-20RightWingRoot Forward.
Wires from bleed air duct temperature sensors behind each firewall are as
follows:
Left Nacelle: E24S-20
Right Nacelle: E24B-20
When each wire is grounded, the respective (left or right) Bleed Air Hot
warning light must come on, along with the master caution horn. After
disconnecting them from ground, the light must go out (also upon reconnection
to the sensor/harness).
-NOTE-
For S/N's 42-8001033 through 42-8001077, it is acceptable for the

bleed air hot light to illuminate during a climb, when ambient
temperature is above 27°C (80°F), if the following conditions are met:
1. The hot light illuminated during a climb with airspeed below
140 KIAS.
2. The hot light goes out with the aircraft level and power not
reduced.
Do not allow the bleed air hot light to remain illuminated longer than
20 minutes.
Battery Hot Annunciation Disconnect wire P11C-20in battery compartment. Battery hot light, master
warning horn and light must go on. Reconnect wire and light must be
extinguished.
33-10-00
Page 12
3L11
PIPER AIRCRAFT
PA-42/42-720
CHART 3302. ANNUNCIATOR PANEL FUNCTIONAL TEST (continued)
BaggageDoor Open baggagedoor. Baggagedoor ajar light and masterwarning horn and light
Annunciation must go on. Open baggage door (to lock nose cone) and close nose cone and
baggagedoor. Baggagedoorlight must extinguish.
Cabin Door Annunciation Open cabin and cargo door. Cabin door light, master warning horn and light
must go on. Close both doors; all warningsmust extinguish.
Fuel Heat Annunciation PA-42 only: Locate fuel heat circuit breaker(C/B) on left or rightMain Circuit
Protection Panel of side being tested. Pull breaker for appropriate side and
observe illuminationof annunciatorlight (amber)of affectedside. Push C/B in
and light must extinguish.The Master CautionHorn shouldnot come on.
PA-42-720only: Locate and activate FUELTEMP.SENSEcircuitbreaker. On
the aft, right side of each engine,locate fuel pump probes (see Chapter73) and
disconnect their respective plugs (Conn El 14, Left Side; Conn E212, Right
Side). Place a resistancevalue of 90.5 to 90.8 ohms betweenpins A and B of
each connector.
In nose baggage area behind close out panels, locate Fuel Temp Monitor box
(see Chapter 39). On the box, adjust appropriatechannel (Channel 1, left side;
Channel2, right side) until FUELTEMP.LO annunciationfor the side affected,
just comeson.
Inverter Inoperative Activate inverter no. 1 and 2 circuit breakers (on Left Main and Essential bus).
Activate avionics master switch, select inverter No. 1 switch position, and
ensure light goes out. Repeat process for inverter No. 2 switch position. Pull
No. 1 and 2 circuit breakers alternately, while in appropriate inverter switch
position, and observe inverter inoperative annunciation.
Annunciator Malfunction Pull annunciator breaker (on essential circuit protection panel). Annunciator
malfunction light must come on. Push breaker in and light must go out.
Electric Trim (Optional a. King KFC-300 Autopilot: While holding trim test switch in No. 1position
Equipment) (auto trim test, engage autopilot and actuate manual trim switch (on the
controlwheel) to the up position. The autopilotannunciatorlight and master
cautionhorn will activate.
Hold trim test switchin No. 2 position(manualtrim test) and activatemanual

trim switch (on control wheel) to the down position. The autopilot
annunciatorlight, electric trim annunciatorlight, and the master caution horn
and light will activate.
33-10-00
Page 13
3L12 3L12 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
Electric Trim (Optional a. Collins AP-106 (PA-42 only): Actuate trim test switch to No. 1 position
Equipment) (continued) (Trim Failure Test). While holding switch, push control column forward.
After about six seconds, the autopilot must disengage, the autopilo
annunciator light, electric trim annunciator light and the master warning horn
and light will activate.
Reset system and position test switch to No. 2 position (Trim Runaway Test).
While engaging the autopilot, push control column forward and now activate
manual trim test switch on the control wheel, to the down position. The
autopilot must disengage within 0.6 seconds, the autopilot annunciator light,
trim annunciator light, and the master warning horn and light will activate.
Holding test switch in the No. 2 position, re-engage the autopilot and pull
control column forward. Activate manual trim test switch and control wheel
to the up position. The autopilot must disengage within 0.6 seconds, the
autopilot annunciator, electric trim annunciator lights and the master warning
horn and light will activate.
c. Collins APS-65 (PA-42-720 only). On the pilot's control wheel, push the left
side of the trim switch down and the right half up. Trim must fail in one
second, coinciding with activation of trim annunciator and master warning
horn and light. Repeat test using switch(es) on copilot's wheel. Pull electric
trim circuit breaker on left hand breaker panel and the electric trim
annunciator light and master warning horn and annunciator must activate.
A/P Servo Annunciation KFC-300 Autopilot: Pull autopilot servos circuit breaker (or avionics circuit
protection panel No. 2). Autopilot servo fail light (amber must go on. Push
breaker in, light must go out.
Starter Engage Annunciation When starting engine, engage left or right starter and observe respective starter
engage light.
Ignition On Annunciation When starting engine, place left (or right) ignition switch to on position. Left
(or right) Ignition On light must go on. Move ignition switch in auto and light
must remain on. Start engine and bring torque above 400 ft/lbs. The
annunciator light must extinguish.
Fail Autofeather and Arm Refer to Autofeather Ground Optional check in Chapter 61.
Autofeather Annunciation
33-10-00
Page 14
3L13
PIPER AIRCRAFT
PA-42/42-720
ANNUNCIATION PROCEDURE 0
Stall Warning Annunciation Refer to Functional Test of Systems in Chapter 27.
Wing Flap Annunciation Locate flap system test switch on lower instrument panel. Move flap selector
handle fully DOWN and when flaps reach approximately 10°, activate test
switch. Flap extension must stop and flap caution annunciator light (amber)
must come on. Release switch; ensure light goes out and flaps continue down.
Cabin Press. Annunciation Refer to Pressurization Check with Test Unit, Chapter 28.
Gear Warn Annunciation Refer to Position and Warning, Chapter 32.
Fuel Pressure Annunciation Refer to Test of Automatic Fuel Pump System, Chapter 28.
Bleed Air Off Annunciation Refer to Pressurization Check with Test Unit, Chapter 21.
Emergency Pressure With right hand engine operating at 70% Ng or less, position ECS selector
Annunciation switch to emergency position. The emergency pressure light on the cabin
comfort control panel must come on.
-NOTE-
Do not operate right hand engine on the ground at power settings

over 70% Ng, with the ECS selector switch in the emergency
position. This could produce bleed air overtemperature conditions.
q-Sensor Override Refer to test procedure for q-sensor in Chapter 24.
Annunciation
ECS Overtemperature Refer to procedure specified in Chapter 21.

Annunciation
33-10-00
Page 15
3L14
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE
MANUAL
CHART 3303. GROUND OPERATIONALCHECK OF ANNUNCIATORPANEL
These checkare made with both enginesat idle and duringengineshutdown.
GroundBleed When startingengines,ensure each BLEED AIR OFF annunciatorlight comes

Annunciations on. Whenengines are running,lights must go out, but come back on whenever
the bleedair switchesor the ECS switch are in the OFF position.
After enginestart, set brakes and positionleft and right bleed air switchesto the
LO position, and ECS select switch to GND. With engine power levers at
ground idle, ensure left and right GROUNDBLEED(amber)annunciatorlights
are on. Advancepower levers slowly, and at 70 to 75% Ng, ensure lights go
out. Advanceengine powerlevers to 80% Ng, slowly retard power levers, and
ensure lights comeon againat 65 to 70% Ng.
Generator Off With both enginesat idle, place left (or right) startergeneratorswitch in genera-
Annunciation tor position. EnsurerespectiveGENERATOROFFlight (amber)goesout.
Oil Cooler Annunciation Activate left (or right) oil coolerswitch to open oil cooler door and respective
(PA-42 Only) light for oil cooler door must illuminate. Active switch to close door and light
must go out.
Ice Door Annunciation Activate left (or right) ice door switch and ensure respective ice door light
(green) come on. Activate switch to close door and ensure light goes out.
Oil Pressure Annunciation During shutdown of left (or right) engine, respective pressure light, master
warning horn, and light must come on as oil pressure passes 60 psi on dual oil
pressure/temperature gauge.
33-10-00
Page 16
3L15
PIPER AIRCRAFT
PA-42/42-720
PA-42
PA-42-720
PA-42
Figure 33-5. Annunciator Panels
33-10-00
Page 17
3L16
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF OVERHEAD READING LIGHTS
Eight overhead reading lights are located above the passenger windows.
1. Remove ground wire from light assembly. Remove cover from lamp.
2. Remove bulb from socket.
INSTALLATION OF OVERHEAD READING LIGHTS
1. Insert new bulb into socket.

2. Replace ground wire and cover over lamp.
3. Light has a screw on lock ring. Insert light from back of panel and screw on lock ring.
WARNING LIGHT SYSTEM
ANNUNCIATOR PANEL LAMP TEST (Figure 33-5)
The annunciator panel is located above the instrument panel.

Push the PUSH TO TEST switch to check operation of lamps.
EXTERIOR LIGHTING
LANDING AND TAXI LIGHTS
REMOVAL OF LANDING AND TAXI LIGHTS (Figure 33-6)
1. Ensure circuit breaker is off before doing any work on the landing or taxi lights.
-CAUTION-
WHEN REMOVING ATTACHMENT PLATE, BE SURE NOT
TO DROP THE LAMPS.
2. To remove lamps from the mounting fixture, remove screws from front of lamp attachment plate. Remove
attachment plate from mounting fixture.
3. Disconnect electrical leads from lamp.
-NOTE-
Note position of each electrical lead to facilitate reinstallation.

4. To remove complete assembly from gear strut, disconnect electrical leads from both lamps and release
clamps securing assembly to strut housing.
33-20-00
Page 1
3L17
PIPER AIRCRAFT
PA-42/42-720
ADJUSTMENT
SCREW
Figure 33-6. Landing and Taxi Lights
ADJUSTMENT OF LANDING AND TAXI LIGHTS
Two adjustingscrews,found on the mountingpad sides at the top, are loosenedso the entire light assemblycan
be tiltedto the desiredangle.
INSTALLATION OF LANDING AND TAXI LIGHTS
1. Reconnectelectricalleads in proper place on lamps.

2. Place lamp and lamps againstmountingpad. Position attachmentplate and securewith appropriatescrews.
-NOTE-
Tighten screws enough to allow lamps to fit snugly in mounting

fixture.
3. Install landing light assembly strut housing with bottom of mounting fixture 5.6 inches up from the bottom
of strut housing (Figure 33-6).
4. Align bracket longitudinally. Secure in place with clamps.
33-20-00
Page 2
3L18
PIPER AIRCRAFT
PA-42/42-720
REMOVALOF WING POSITION LIGHTS (PA-42Only)
The wing positionlightsare locatedon the outboardside of the wing tip tank.
1. Removethe screwsecuringlens retainer. Removelens retainer.
2. Removelens and bulb.
-NOTE-
To removecompletelamp assembly,the wing tip must be removed.

INSTALLATIONOF WING POSITION LIGHTS (PA-42Only)
1. Install lens and bulb.

2. Install lens retainer. Securewith appropriatescrew.
REMOVALOF TAIL POSITION LIGHT (PA-42Only)
The tail positionlight is locatedon the tip of the tail.

1. Removescrews securinglens retainerand removelens retainer.
2. Removehub and lens.
INSTALLATIONOF TAIL POSITION LIGHT (PA42 Only)
1. Install bulb and lens.

2. Replacelens retainer. Securewith appropriatescrews.
REMOVALOF WING TIP STROBE LIGHTS
The lights are locatedon both wing tip tanksnext to the positionlights.
1. Removescrew securinglens retainerand removelens.
2. Removethree screwsmountinglight assemblyfrom the wing tank tip.
3. Pull out light assemblywith strobelight and positionlight still attached.
4. Disconnectthree pin connectorto strobe light.
5. Cut plug off three wires and discard.
6. Pull strobe lamp out of light assembly. Discardwith wires still attached.
INSTALLATIONOF WING TIP STROBE LIGHTS
1. Position strobe light into place on light assembly. Insert three wires connected to it through the hole
providedin light assembly.
2. Insert three wires intothree pin plug and secure. Wireplug usingschematicdiagramin Chapter91.
3. Reconnectthreepin connectorto harnessfrom strobepower supply.
4. Positionlight assemblyon wing tip tank.
5. Withappropriatescrews,securelight assemblywith strobe and positionlight attached.
6. Replacelens and lens retainer. Securewith appropriatescrew.
33-20-00
Page 3
3L19
PIPER AIRCRAFT
PA-42/42-720
REMOVALOF WING TIP STROBE POWER SUPPLY
The wing tip strobe powersupply(L or R) are locatedinsidethe outboardwing rib.

1. Removeaccesspanel on bottomof wing insidewing station239.00.
2. The power supply(L or R) is locatedinsidethe outboardwingrib. Disconnecttwo electricalplugs.
3. Removescrewsmountingpower supplyto the wing. Removepower supply.
INSTALLATION OF WING TIP STROBE POWER SUPPLY
1. Positionpower supplyin place. Securewith appropriatescrews.

2. Connecttwo electricalplugs.
3. Install accesspanelon bottom of winginside wing station239.00.
TROUBLESHOOTING
The strobe light assemblyfunctions as a condenser discharge system. A condenser in the power supply is
charged to approximately450 volts dc and dischargedacross the xenon flash tube at intervals of approximately
50 flashes per minute. The condenseris parallel across the xenon flash tube, which is designedto hold off the
450 volts do applied, until the flash tube is triggeredby an externalpulse. This pulse is generatedby a solid state
timing circuitin the powersupply.
When troubleshootingthe strobe light system,first determineif the troubleis in the flash tube or power supply.
Replacingof the flash tube will confirm if the trouble is in the flash tube or the power supply. Replacementof
the flash tube will confirmif the tube is defective. A normaloperatingpower supply will emit an audibletone of
1 to 1.5kHz. If no soundis emitted, checksystem using the followinginstructions:
-NOTE-
When troubleshootingthe system, use appropriateschematic at the

backof this section.
1. Ensure input voltageat powersupply is 28 volts.
- CAUTION-
WHEN CONNECTING/DISCONNECTING POWER SUPPLY

INPUT CONNECTIONS,DO NOT REVERSE CONNECTIONS.
REVERSED POLARITY OF INPUT VOLTAGE WILL
PERMANENTLY DAMAGE THE POWER SUPPLY,
DESTROYING A PROTECTIVE DIODE, WHICH CAUSES
OVERHEATING OF THE SUPPLY. THIS DAMAGE IS NOT
ALWAYS IMMEDIATELY APPARENT, BUT WILL CAUSE
SYSTEM FAILURE.
WHEN DISCONNECTING POWER SUPPLY, ALLOW FIVE

MINUTES BLEED DOWN TIME BEFORE HANDLING THE
UNIT.
33-20-00
Page 4
Reissued: December31, 1989 3L20
PIPER AIRCRAFT
PA-42/42-720
2. Check for malfunctionin interconnectingcables.
a. Ensure pins 1 and 3 of interconnectingcable are not reversed.
b. Using an ohmmeter,check continuitybetween pins 1 and 2 of interconnectingcable. If a reading is
obtainedon the meter,the cable is shortedand must be replaced.
-NOTE-
A short describedin steps 1 and 2 will not cause permanentdamage

to the power supply, but the system will be inoperative. Avoid any
connection between pins 1 and 3 of interconnecting cable which
dischargesthe condenserin the power supply and destroysthe trigger
circuit.
3. Checkinterconnectingcables for shorts as follows:
a. Disconnectoutputcablesfrom power supplyoutlets.
b. Checkfor continuitybetweenconnectorsof each interconnectingcable by checkingfrom pin 1 to pin 1,
pin 2 to pin 2, and pin 3 to pin 3. Whenmaking checks,if no continuityexists the cable is broken and
must be replaced.
c. Check for shorts between pins I and 2, pins 1 and 3, pins 2 and 3 of the interconnectingcable. If
continuityexists betweenany of theseconnections,the cable is shortedand must be replaced.
d. Checkfor shortsfrom pins 1, 2, and 3 to aircraftground. (Pin 2 is aircraftgroundin power supply.)
CHARACTERISTICS OF AN XENON FLASH TUBE
1. A xenon flash tube can be photo-sensitiveand some could becomemore difficultto fire when subjectedto
darkness.
2. Xenon flash tubes becomeharderto fire with age or when exposedto high temperatures.
3. A hard firingtube sometimesfires with an enginerunning,but will not fire under low batteryconditions.
4. Under hot and cold cycling,during normal operation,egg shellingof the glass envelopecan occur,or leaks
can develop in the glass seal.
5. Xenon flash tube can self-ionize(continuouslyglowinga light blue), renderingthe systeminoperative.
-NOTE-
All the above conditionsrequirereplacement.

6. Installation of one new tube sometimescauses the other tube to misfire or skip, indicating the end of its
servicelife and replacementis necessary.
7. A fully functionaltube shouldfire on a reducedvoltage of 10 volts in a 14V system or 22 volts in a 28V
system.
33-20-00*
Page 5
3L21
3L21 Reissued: December31, 1989
PIPER AIRCRAFT
PA-42/42-720
DESCRIPTION AND OPERATION OF WING INSPECTION LIGHT
The light is mounted in the left outboardedge of the left nacelle, abovethe leading edge of the wing. It is a
sealed beam, 24-voltunit, controlledfrom a rockertype switchmountedin the overheadswitchpanel. The light
is positionedin the nacelleto illuminatethe leading edgeof the wing when the switch is activatedin the cockpit.
SERVICING OF WING INSPECTION LIGHT
Service required for this unit consists of replacing a burned out lamp with a new lamp, P/N 4593.
REMOVAL OF WING INSPECTION LIGHT
1. Be sure switchis in the OFF position.

2. Remove nacelle side access panel where lamp assembly is mounted. Disconnect wire connections on the
back of lamp.
3. Remove four clips holding lamp to panel. Remove lamp.
INSTALLATION OF WING INSPECTION LIGHT
1. Position gasket and lamp on panel.

2. Install four clips. Secure with screws and nuts.
3. Connect electrical leads to back of lamp assembly.
4. Position entire panel on nacelle side. Secure with screws.
5. Activate switch in cockpit to check lamp operation.
REMOVAL OF TAIL RECOGNITION LIGHT (PA-42 Only)
The tail recognition light is located on the top leading edge of the vertical fin.
1. Remove eleven screws and washers securing lens fairing and remove it.
2. Remove two #6-32 screws securing reflector assembly.
3. Pull up on reflector assembly and lift it off.
4. Remove defective lamp from its socket.
INSTALLATION OF TAIL RECOGNITION LIGHT (PA-42 Only)
1. Plug new lamp into its socket, being careful not to touch the glass with bare fingers.
2. Slide reflector assembly down over lamp and socket.
3. Replace two #6-32 screws previously removed.
4. Replace lens fairing with eleven screws and washers previously removed.
33-20-00
Page 6
Reissued: December31, 1989 3L22
3L22
PIPER AIRCRAFT
PA-42/42-720
GRIDS 3L23 AND 3L24

33-20-00
Page 7
3L23
AIRPLANE
MANUAL
MAINTENANCE
CARD4 OF7
III
PA-42CHEYENNE
IIIA
CHEYENNE
PA-42-720
THIRDEDITION
761523)
(PARTNUMBER 9,1998
January
4A1
Publishedby

2926Piper Drive
U.S.A.
Memberof GAMA
GeneralAviation
4A2
PIPER AIRCRAFT
PA-42/42-720
INTRODUCTION

"LandingGear". All informationpertainingto the landinggearwill be coveredin this System/Chapter.
the second elementof the standardizednumberingsystem. The number "40"of the basicnumber series 32-40-00
is for the "Wheelsand Brakes"portionof the landing gear.
The individual units within a Sub-System/Sectionmay be identified by a third element of the standardized
numbering system, such as 3240-01. This number could be assigned by the manufacturerto fit the coverage
Example:
32-40-01
INDIVIDUALUNITS
NOSE WHEELREMOVAL
This manual does not contain hardwarecallouts for installation. Hardwarecallouts are only indicatedwhere a
- WARNING-

- CAUTION -

STRICTLY OBSERVEDMAYRESULT IN DAMAGETO EQUIPMENT.
- Note -
Anoperatingprocedure,condition,etc., which is essentialto emphasize.
Introduction
Page 1
4A3
PIPER AIRCRAFT
PA-42/42-720
AEROFICHE EXPLANATIONAND REVISION STATUS
Association,(GAMA). The informationcompiledin this AeroficheMaintenanceManualwill be kept current by
Aerofichecard replacementsand shall supersedeAerofichecards of the samenumberin the set.

Example:2J16 = Aerofichecardnumbertwo of givenset, Grid locationJ16.
1. A completemanual System/ChapterIndexGuide is givenfor all fiche in this set.

3. A completelist of Charts is for all fiche in this set followinglist of illustration.
4. A completelist of paragraphtitles and appropriateGrid locationnumbers is given at the beginning of each
Revisedtext and illustrationsare indicatedby a black verticalline alongthe left-handmarginof the frame,
changes,additionsto or deletionsof existingtext and illustrations.Changes in capitalization,spelling!
A referenceand recordof the materialrevisedis includedin each chapter'sTable of Contents/Effectivity.
The codes used in the effectivitycolumnsof each chapter are definedas follows:
CODES
OriginalIssue: None
First Revision: RevisionIndication,( IR Month-Year)
SecondRevision: RevisionIndication,(2R Month-Year)
All subsequentrevisionswill follow with consecutiverevisionnumbers
AddedSubject: RevisionIdentification,(A Month-Year)
Introduction
Page 2
4A4
PIPER AIRCRAFT
PA-42/42-720
AEROFICHE EXPLANATION AND REVISION STATUS(continued)
6. Revisions to this Maintenance Manual 761 523 issued December 1, 1979 are as follows:
ORG791201 December 1,1979 1, 2, 3, 4 and 5

CR860401 February 28, 1987 1,2, 3,4, 5 and 6
CR891231 December 31, 1989 1,2,3,4,5 6and7
IR 980109 January 9, 1998 1, 2, 3, 4, 5, 6 and 7
Introduction
Page 3
4A5 Interim Revision: January 9, 1998
PIPER AIRCRAFT
PA-42/42-720

* Serial Numbers 42-5501024, 42-5501028, 42-5501032, 42-5501034,

Introduction
Page 4
PIPER AIRCRAFT
PA-42/42-720
VENDOR PUBLICATIONS
- WARNING -

IN PIPER AIRCRAFT,IT IS THE USER'S RESPONSIBILITYTO REFER TO
ENGINE:
PT6A-41: P/N 3021442
PT6A-61: P/N 3034342
Operators Handbook: PT6A41 TURBOPROP ENGINE, SPECIFIC OPERATING INSTRUCTIONS
P/N 3021441
P/N 3033741
PT6A-61: P/N 3034344
PROPELLER:
Manual #118D
Piqua, Ohio 45356
VOLTAGE CONTROL:
Overhaul Manual
and Illustrated
AUTOFLITE:
Avionics Group
Introduction
Page 5
4A7
PIPER AIRCRAFT
PA-42/42-720
AUTOFLIGHT (cont.)
KNS 660
EFIS 10
Vendor Address: Bendix/King Radio Corporation
400 N. Rogers Road
Flight Control: Global Series 2 GNS 500A
Systems Manual: UNS-IA
3260 E. Lerdo Road
WHEELS AND BRAKES:
KEVLAR:
DINOL International
25200 Malvina
Box 1065
OXYGEN SYSTEM
225 Erie Street
Introduction
Page 6
4A8
PIPER AIRCRAFT
PA-42/42-720

P.O. Box 3041

1688 Shermer Road
PIPER PUBLICATIONS
100 HOUR EVENT: 761 739
Introduction
Page 7
4A9
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General

10 Time Limits
Checks
Checks

00 General
30 Access and Inspection Provisions

00 General
10 Jacking
20 Shoring

00 General

00 General
10 Towing
20 Taxiing

00 General
10 Parking
20 Mooring

00 General
12 SERVICING IG18
00 General
10 Replenishing
20 Scheduled Servicing
30 Unscheduled Servicing
Introduction
Page 8
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General

00 General
10 Compression
20 Distribution
40 Heating
50 Cooling
22 AUTO FLIGHT 1K17

00 General
10 Autopilot
00 General

00 General
30 DC Generation
40 External Power
00 General

00 General
10 Detection
20 Extinguishing
Introduction
Page 9
4A11
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General
10 Aileron and Tab
20 RudderandTab
30 Elevator and Tab
50 Flaps
90 Stall Warning
28 FUEL 2J5
00 General
10 Storage
20 Distribution
40 Indicating

00 General

00 General
20 Air Intakes
60 Propellers
32 LANDING GEAR 3H8

00 General
50 Steering
33 LIGHTS 3K22
00 General
Introduction
Page 10
4A12
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General
20 Pitot Static
35 OXYGEN 4C1
00 General
36 PNEUMATIC 4C19
00 Pneumatic System
10 Distribution
37 VACUUM 4D14
00 General
10 Distribution
20 Indicating

MULTIPURPOSE PARTS
00 General
51 STRUCTURES 4F4
00 General
52 DOORS 4123
00 General
20 Cargo Door
30 Service
53 FUSELAGE 4J24
00 General
10 Main Frame
Introduction
Page 11
4A13
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/CHAPTER
SYSTEM/ SUB-SYSTEM/
54 NACELLES 4KII
00 General
55 STABILIZERS 4K17
00 General
20 Elevator
40 Rudder
56 WINDOWS 5B9
00 General
20 Cabin
57 WINGS 5B22
00 General
20 Wing Tip Tanks
40 Wing
50 Aileron
55 Aileron
61 PROPELLERS 5C16
00 General
20 Controlling

71 POWER PLANT 5D21

00 General
10 Cowling
20 Mounts
30 Fireseals
Introduction
Page 12
4A14
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/
SECTION TITLE GRID NO.
CHAPTER
ENGINE TURBO PROP 5E14

72
00 General
ENGINE FUEL SYSTEM 5E20

73
00 General
10 Distribution
20 Controlling
30 Indicating
74 IGNITION 5F15
00 General
20 Distribution
AIR 5G4
75
00 General
ENGINE CONTROLS 5G10

76
00 General
ENGINE INDICATING 5J10

77
00 General
10 Power
20 Temperature
30 Analyzers
OIL SYSTEM 5K1

79
00 General
20 Distribution
30 Indicating
CHARTS 6B9
91
Introduction
Page 13
4A15
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/
95 SPECIAL PURPOSE EQUIPMENT 7H1
00 General
Introduction
Page 14
4A16
PIPER AIRCRAFT
PA-42/42-720
FIGURE NO. SUBJECT GRIDNO.
6-2. StationReferences 1E13
7-1. Useof Tail JackingPad 1F2
7-4. Fuselage and Wing Shoring 1F4
8-1. Leveling 1F11
8-2. Weighing 1F12
12-4. LubricationChart- LandingGear, Main 1H20
12-5. LubricationChart- LandingGear, Nose 1H21
12-8. LubricationChart- Powerplant,Propeller
and PropellerReversingLinkage 1I1
12-9. Lubrication Chart - Air Inlet Ice ProtectionOil Cooler Doors 112
12-10. LubricationChart - CabinDoor,BaggageDoorand Seats 113
20-1. Installationof ConicalSeals 1111
21-1. ECS CabinSelectorPanel IJ1
21-2. CabinAir Distribution Schematic - ConditionedAir 1J2
21-3. CabinAir DistributionSchematic- HeatedAir 1J3
21-5. Safety and Outflow Valves 1J7
21-7. FabricatedReducerPressureTest Adapter 1J10
21-8. Cabin PressureTestUnit (Typical) 1J10
21-9 PressurizationTestHookup J11
21-12. Environmental Control System - PA-42-720 1K5
21-13. CabinPressurizationand Bleed Air SystemSchematic- PA-42 1K6
23-2. ELT UsingFixed Aircraft Antenna 1L3
24-1. OverheadSwitchPanel- PA-42 2B19
24-3. Main CircuitBreakerPanel -Typical 2B21
Introduction
Page 15
4A17
PIPER AIRCRAFT
PA-42/42-720
24-4. StarterGeneratorBasic Diagram 2C1
24-7. Left CircuitBreakerPanelsInstallation(Typical) 2C7
24-8. Right Circuit BreakerPanelInstallation(Typical) 2C8
24-13. Starter-Generator(250Amp Model 23048-20) 2C19
24-15. Electrical Connectionsof Starter-Generator 2C21
24-18. Cell Layout - Nickel-CadmiumBattery 2D7
24-20. ClosedLoop Test Diagram(Lear Siegler,Inc.) 2D15
24-21. VoltageRegulatorTestPanelSchematic(Lear Siegler,Inc.) 2D16
25-1. Crew Seat Installation 2E8
254. Seat Stops 2E11
25-5. ForwardCurtainand SlidingDoor Installation 2E12
Folding Door and DividerPanels 2E15
26-1. EngineFire Detectors 2E22
26-2. EngineFire ControlSystem 2E22
26-4. EngineFire Extinguisher 2F1
27-3. Aileronand AileronTrimControls 2G8
27-9. Aileron FrictionCheck 2G21
27-11. Rudder and TrimTab ControlTrailsand CableTensions 2H2
27-12. Installationof Rudder RiggingTool 2H2
Introduction
Page 16
4A18
PIPER AIRCRAFT
PA-42/42-720
S/N's 42-8301001 and up) 2J12
Introduction
Page 17
PIPER AIRCRAFT
PA-42/42-720

29-13. PowerPack TestHarnessSchematic 3D5
29-18. Gear ActuatingCylinder(NoseGear) 3D18
30-1. PneumaticDeicingSystemSchematic 3E6
30-2. Boot TestApparatus 3E8
30-3. PneumaticDeicer BootsOperation 3E11
30-4. Markingand CuttingScuff 3E21
30-6. BuffingEdgeof Repair 3E21
30-8. Rotatingto TubeFabric 3E23
30-10. CementingBuffed Area and Patch 3E23
30-13. PneumaticBoot Flow Strip Locations(continued) 3F3
30-14. PneumaticBootFlow Strip Locations(continued) 3F3
30-19. WiringDiagram,Left Propellerand Engine Air
30-20a. GeneratorInlet Scoop (PA42 Only) 3F21
30-21. WindshieldWiperInstallation 3G1
30-22. Propellerand EngineAir Inlet Lip DeicerSystem 3G4
Introduction
Page 18
4A20
PIPER AIRCRAFT
PA-42/42-720
30-28. Centering of Brushes on Slip Rings 3G9

30-29. Brush Block Assembly and Brush Wear Check 3G 11
30-30. Angle of Contact - Brushes to Slip Rings 3G12
30-31. Brush Module Assembly (3E2011) 3G15
30-32. Alternate Module Stacking Arrangement 3G15
30-33. Modular Brush Assembly (3E2044-1) 3G15
30-35. Propeller Deicer Installation 3G 19
30-36. Sealer Application (Prop Boot) 3G22
30-37. Sealer Application (Lead Strap) 3G22
32-6. Aligning Nose Gear 3120
32-7. Rudder Pedals Neutral Position 3123
32-8. Emergency Extension System Installation 3124
Introduction
Page 19
4A21
PIPER AIRCRAFT
PA-42/42-720

34-2. Pitot/Static Schematic 4B19
35-1. OxygenSystemInstallation- FAR91 (PA-42) 4C5
35-2. OxygenSystemInstallation- FAR91 (PA-42-720) 4C6
35-3. Oxygen System Installation - FAR 135 (PA-42) 4C7
354. Oxygen System Installation - 60 Cu. Ft. Capacity - (PA-42-720) 4C8
35-7. Surge Valve(Cross Section) 4C15
36-2. Proof Pressureand LeakageTestSetup (PA42) 4D8
39-5. OverheadEngineControlSwitchPanel(PA-42) 4E10
39-6. OverheadSwitch and MeterPanel (PA42-720 Model) 4E11
39-7. OverheadMeterand SwitchPanelAssembly 4E13
39-9. Electric OutsideAir TemperatureGauge (Optional) 4E16
51-2. TypicalAccessHolesand Panels 4F11
51-5. RecommendedDrill Bits 4F13
51-8. Surface Scratches,Abrasionsor Ground-in-Dirt 4F21
51-9. Deep Scratches,ShallowNicks and SmallHolesRepair 4F21
Introduction
Page 20
4A22
PIPER AIRCRAFT
PA-42/42-720

51-31. Wire Harness Seals 4I16
57-3. RESERVED 5C8
Introduction
Page 21
4A23 Reissued: December31,1989
InterimRevision:January 9, 1998
PIPER AIRCRAFT
PA-42/42-720
61-1. Propeller Installation 5C18

61-2. Feedback Ring Pulley Installation 5C19
61-3. Typical Nicks and Removal Method 5C20
614 -Propeller Governor 5C24
61-5. Propeller Synchrophaser System 5D5
71-1. Power Plant Installation 5E3
71-2. Cowling Installation (PA-42) 5E8
71-3. Cowling Installation (PA-42-720) 5E9
73-1. Fuel Control Unit Installation (PT6A-41) 5E23
73-2. Fuel Manifold Test Rig 5E24
73-3. Main Fuel Supply Pump 5F2
73-4. Fuel Control Unit Fuel Pump 5F3
73-5. Jet Scavenge Pump Installation 5F4
73-6. Fuel Control Adjustments (PT6A-41) 5F8
74-1. Auto Ignition Installation 5F23
76-1. Power Lever Control Cable Handling 5G 15
76-2. Propeller Control Cam - PT6A-41, Rigging Shim in Place 5G17
76-3. Propeller Control Cam - PT6A-61 5G17
76-4. Power Lever Control Cable Engine Connection 5G 19
76-5. Power Lever Control Cable/Power Lever Connection 5G19
76-6. Overall View - PT6A-41 Engine Controls 5G23
76-7. Power Control Cam assembly in Track Position 5G24
76-8. Beta Rigging Template Installation 5G24
76-9. Fuel Control Unit Arm Adjustment 5HI
76-10a. Throttle Arm Installation 5H2
76-10b. Throttle Arm Alignment Tool Installed 5H2
76-11. Reverse Dead Band Adjustment 5H3
76-12. Power (Throttle) Cable Pedestal Adjustment 5H3
76-13. Wire Rope Read End Clevis Adjustment 5H4
76-14. Engine Propeller Governor - Right Side View 5H5
76-16. PT6A-41 Fuel Control Unit - Front and Right Side View 5H8
76-17. Fuel Control Unit Condition Lever 5H9
76-18. Control Lever Bracket Assembly 5H9
76-19. Propeller Governor Ring 5H 10
76-20a. Ground Test Cowl 5H16
76-20b. Governor Adjusting Tool 5H 16
76-21. Propeller Dome Area 5H 18
76-22. Propeller Governor Pneumatic Adjustment 5H20
76-23. Power Lever Cross Start and Autofeather Switches 5H21
76-24. Overall View - PT6A-61 Engine Controls 512
76-25. Power (Throttle) Cable Pedestal Adjustments 513
76-26. Propeller Cam Assembly - Front to Rear View 513
Introduction
Page 22
PIPER AIRCRAFT
PA-42/42-720
LIST OFILLUSTRATIONS(continued)

76-36. Woodward Type III Fuel Control Unit (FCU) 5120
- Note-
Refer to Card6 and 7 for ElectricalSchematicIndex.

95-6. Fabricated Tool, Fuselage Sealing 7H13
95-8. Digital Multi-Meter 7H15
95-10 Special Socket for Calco Flap Rheostat 7H16
95-11. Control Surface Balancing Tool 7H 17
Introduction
Page 23
4B1
PIPER AIRCRAFT
PA-42/42-720
95-12. FabricatedReducerTestAdapter 7H18

Introduction
Page 24
4B2
PIPER AIRCRAFT
PA-42/42-720
LIST OF CHARTS

601 LeadingParticularsand PrincipalDimensions 1El1
1203 OxygenCylinderFilling PressureVs. AmbientTemperature 1H 16
2409 GeneratorPowerDistributionDiodeOperationCheck 2D23
2802 FuelCell repairEquipmentLists 2K6
2805 Fuel QuantityCalibrationWork Sheet 2L10
3001 Troubleshooting(PneumaticAirfoilDeicer System) 3E3
3007 InletDeicersElectricalSpecifications 3F18
Introduction
Page 25
4B3
PIPER AIRCRAFT
PA-42/42-720
LIST OF CHARTS(continued)
CHARTNO. SUBJECT GRIDNO.

5109 Numberand Size of AD Rivetsrequiredon Each Side of Crack 4G19
7401 SparkIgniterErosionLimits 5F20
7606 EngineAlignment(PT6A-61) 5117
9105 ThreadLubricants 6C4
Introduction
Page 26
4B4
PIPER AIRCRAFT
PA-42/42-720

Introduction
Page 27
4B5
PIPER AIRCRAFT
PA-42/42-720

Introduction
Page 28
4B6
CHAPTER
NAVIGATIONAND PITOT/
STATIC
4B9
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 34 - NAVIGATION AND PITOT/STATIC
SYSTEM GRID
34-00-00 GENERAL 4B11

34-10-00 PITOT STATIC 4B12

34-10-00 Standard Maintenance Practices 4B12
34-10-00 Pitot/Static System Test (PA 42 only) 4B15
34-10-00 Pitot/Static System Test (PA 42/720 only) 4B16
34-10-00 Inspection and Checks of Instruments and System 4B18
34-10-00 Instruments 4B18
34-10-00 Removal of Bezel Mounted Instruments 4B20
34-10-00 Removal of Clamp Mounted Instruments 4B20
34-10-00 Q - Differential Pressure System 4B20
34-10-00 Q Sensor Functional Check 4B21
34-10-00 Ground Check Procedure 4B21
34-10-00 Flight Check Procedure 4B21
34 - Cont/ Effect.
Page- 1
4B10
PIPER AIRCRAFT
PA-42/42-720
GENERAL
. DESCRIPTION (Figure 34-1 and 34-2)
The pitot system transfers ram air from the electrically heated pitot tube located on the underside of the
fuselage nose through tubing to the airspeed indicator.
The purpose of the static system is to vent flight instruments, pneumatic pressure gauge, cabin differential
pressure gauge, and the fuel and oil pressure gauge to ambient atmospheric pressure. The static system consists
of four static vents located in the aft fuselage section, an alternate static air source located in the forward fuselage
and controlled by a selector valve in the cockpit; all interconnected by tubing.
-NOTE-
As shown in Figure 34-1, two static ports exist on each side of the
aircraft. The left side top and right side bottom ports are used for the
copilot's instruments and the reverse for the pilot's instruments.
TROUBLESHOOTING (Chart 3401)
CHART 3401. TROUBLESHOOTING (PITOT/STATIC SYSTEM)

Tube does not heat or clear Circuit breaker popped. Reset.
itself of ice with switch ON.
Open circuit. Repair.
Excessive voltage drop Check voltage at pitot head.

between battery at pitot
head.
Heating element burned Replace pitot head.

out.
Pointers of static instruments Leak in instrument, case Check for leak and seal.
do not indicate properly. or in pitot lines.
Airspeed indicator reads Leak in static line. Check for leak and seal.
high.
Low or sluggish airspeed Obstruction or leak in Remove static lines from

indication. pitot lines. all instruments and blow
line clear from cockpit to
pitot head, check for leaks.
34-00-00
Page 01
4B11
PIPER AIRCRAFT
PA-42/42-720
CHART 3401. TROUBLESHOOTING (PITOT/STATIC SYSTEM) (continued)

Airspeed changes as aircraft Water in static line. Clear lines.
is banked.
"Q" backup circuit "Q" override switch failure Replace switch.

inoperative, in override position.
Defective "Q" pressure Replace switch.

switch - stuck in open
position.
Nose gear down lock switch Repair or replace.

failed in open or out of rig.
Having exceeded 100 + 4 knots Defective "Q" pressure switch. Replace switch.
("Q" switch armed speed) the
following conditions exist:
(1) Landing gear selector
locked in down position.
(2) Cabin fails to pressurize.
(3) Ice protection inoperative.
PITOT STATIC
STANDARD MAINTENANCE PRACTICES
Maintenance of the pitot-static system is necessary to ensure proper operation of instruments connected to
system. Since the aircraft has dual pitot-static systems, both must be tested and inspected. These tests and
inspections must be conducted every 24 calendar months and comply with FAR Pan 91, Section 91.170 and
Appendix E of Part 43. Advisory Circular AC-43-203A describes proper procedures for complying with static
system test required by FAR Part 91, Section 91.170.
- CAUTION -
NEVER BLOW AIR THROUGH PITOT AND STATIC LINES

TOWARDS INSTRUMENTS.
- NOTE -
When any connections in the system are opened for nay reason, the
system must be rechecked per AC 43.13-1A, Chapter 16, Section 4,
and the following information.
34-10-00
Page
4B12
PA-42/42-720
Page 2
PIPER AIRCRAFT
PA-42/42-720
1. PITOTHEADASSEMBLY,COPILOT
2. PITOTHEADASSEMBLY,PILOT
3. MAINSTATICVENTLINE,COPILOT(FLEXIBLEHOSE)
4. MAINSTATICVENTLINE,PILOT(FLEXIBLEHOSE)
5. STATICVENTFITTING,PILOT (RIGHT)
6. STATICVENTFITTING,COPILOT(RIGHT)
7. STATICLINE(PILOT)
8. STATICLINE (COPILOT)
9. STATICLINEASSEMBLY(COPILOT)
10. STATICLINEASSEMBLY(PILOT)
11. TEE FITTING(PILOT)
12. TEE FITTING(COPILOT)
13. STATICLINE LEFT (COPILOT)
14. STATICLINE (PILOT)
15. STATICVENT FITTING,COPILOT(LEFT)
16. STATICVENT FITTING,PILOT(LEFT)
17. FLEXIBLEHOSEFROMPITOTTUBE
18. FLEXIBLEHOSE,PNEUMATICGAUGE/AMBIENT VENT
INTERCONNECT
19. FLEXIBLEHOSE,AIRSPEED/ADCINTERCONNECT
20. PNEUMATICPRESSUREGAUGE
S/N 42 - 7800001
21. FLEXIBLEHOSE,PILOTVENT SYSTEMTO SELECTOR
THRU42- 8001026
22. AIRSPEEDINDICATOR(PILOT)
23. RATEOF CLIMBINDICATOR(PILOT)
24. ALTIMETER(PILOT)
25. STATICAIR SOURCESELECTOR
16. FLEXIBLEHOSE,PILOTPRESSURELINEFORADC VIEW B
27. FLEXIBLEHOSE,PILOTSYSTEMVENT/DRAINLINE
28. FLEXIBLEHOSE,ALTERNATEAIR SOURCEFROM
SELECTOR
29. PITOTLINE (PRESSURE)PLUG
30. VENT LINEPLUG
31. STATICLINEDRAINASSEMBLY
32. PITOTTUBEASSEMBLY(PILOT)
33. CABINDIFFERENTIALPRESSUREGAUGE
34. FLEXIBLEHOSE,AIRSPEEDPITOTPRESSURELINE
35. FLEXIBLEHOSE,VENT/DRAINLINE
36. AIRSPEEDINDICATOR(COPILOT) 41
37. RATEOF CLIMBINDICATOR(COPILOT)
38. ALTIMETER(COPILOT)
39. ALTERNATEAIR SOURCEOUTLET
40. ALTERNATESTATICSOURCEPLACARD
41. "Q"SENSOR F.S.
42. FLEXIBLEHOSE 40.60
43. FLEXIBLEHOSE
44. PITOTTUBEASSEMBLY(COPILOT)
-NOTES-
1. TIGHTENHANDTIGHTPLUS ONE AND ONE
QUARTER(1 1/4 ) TURNS
2. FROMPITOTAIR SUPPLY
Figure 34-1. Pilot/Static Installation (continued)

34-10-00
Page 3
4B14
PIPER AIRCRAFT
PA-42/42-720
PITOT/STATIC SYSTEM TEST (PA 42 ONLY) PPS600351
-NOTE -
The following procedures must be completed only by qualified

personnel per FAR 91.170 and in conjunction with FAR 23, FAR
PART43 APPENDIXE and AC 43.13-1A.
A static leak tester (BarfieldPart Number2397For equivalent)must be used to performthe followingtests. A
suitableline adapter must also be attainedfor connectingto the aircraftpitot tubes and static vent ports.
- CAUTION -
DO NOT USE ANY PETROLEUM PRODUCTS OR LOOSE

SEALING MATERIALS NEAR ANY TEST EQUIPMENT,
STATIC SYSTEM LINES, OR CONNECTORS. DURING THE
FOLLOWING PROCEDURES, TAKE PRECAUTIONS TO
PREVENT INGESTION OF FOREIGN MATERIALS INTO
TEST EQUIPMENT ANDAIRCRAFT SYSTEMS.
1. Inspect all vents, ports, plumbing, and instrumentsfor loose connectionsand damage. Replace parts as
required.
2. Ensure system is free of entrappedmoistureor restrictions. If necessary,system must be purged with dry,
(water and oil free) air or nitrogen, When required,disconnect lines from the instrumentsand purge lines
back through static vent ports.
3. Connecttest equipmentlines to pitottubes and static vent ports. Tape off static vent ports not used.
- NOTE -
There are two static vent ports for each pitot static system, one on
each side of the aircraft. Ensurethe two top ports are not for the same
system. The left side top and right side bottom ports are used for the
copilot'sinstrumentsand the reversefor the pilot's instruments.
4. With dual pilot/copilotsystemsinstalled(two pitot tubes), tester linesmust be connectedor pluggedso each
systemcan be testedindividually. Duringtest,observe airspeedto detect and avoid reversemovement.
-CAUTION
ENSURE ALL LINES (TESTER AND EQUIPMENT) ARE

PROPERLY AND SECURELY CONNECTED DURING
EVACUATION OF SYSTEM. AN UNEXPECTED
DISCONNECTION WILL RESULT IN A SUDDENPRESSURE
CHANGE AND PROBABLYCAUSE DAMAGE TO BOTH THE
TESTER AND AIRCRAFT INSTRUMENTS.
5. Operatethe leak tester to obtain a readingof 140milesper hour on the aircraftairspeedindicator.
6. Check that the aircraft airspeed indicator needle follows in the same direction as the test set airspeed
indicatorneedle.
7. Wait 15 secondsto allowthe aircraftairspeedindicatorto stabilize.
8. Observe both the test set and the aircraft airspeed indicators. If a leak is present the needles will move
toward zero.
34-10-00
Page4
4B15
PIPER AIRCRAFT
PA-42/42-720
9. If a leak is indicated,checktest set installation,hose connections,and pitot systemlines and fittings. Repair
the leak and repeatthe precedingsteps.
10. Removethe hose from the pitot port of the test fixtures.
11. Attach the hose to the static port of the test fixture or install a test fixture and hose to one of the static
buttons, as required. Tapeover the otherstatic buttonif applicable
12. Set the aircraftaltimeterneedlesto readzeroaltitude.
13. Operatethe test set to causethe aircraftaltimeterneedlesto read 1,00feet of altitude.
14. Momentarilyopen the alternate static port ( If so equipped)There should be a decrease in altitude. If no
changeoccurs the systemis blockedand must be repairedprior to furthertesting.
15. Check that the aircraftairspeedindicatorshowsan increase,the aircraftaltimetershows an increase,and the
aircraftrate of climbindicatorshowsa climbindication.(Ignorethe test set airspeedindicator)
16. Allowthe aircraftrate of climb indicatorneedle to returnto the center position (If applicable). Observethe
aircraftaltimeter. Lossof indicatedaltitudeshall not exceed one hundred feet in one minute
17. If the abovetoleranceis exceeded,checkfixture installation,plumbing and fitting. Repair as necessaryand
repeat the preceding checks
18. Upon completion of any tests, ensure all tape and sealing agents are removed, especially at the static ports.
PITOT/STATIC SYSTEM TEST (720 ONLY) 1C

PPS600351
- NOTE-
The following procedures must be completed only by qualified

personnel per FAR 91.170 and in conjunction with FAR 23, FAR
PART 43 APPENDIX E and AC 43.13-1A.
A static leak tester (Barfield Part Number 1811F-E or equivalent) must be used to perform the following tests.
A suitable line adapter must also be attained for connecting to the aircraft pitot tubes and static vent ports.
-CAUTION-
DO NOT USE ANY PETROLEUM PRODUCTS OR LOOSE

SEALING MATERIALS NEAR ANY TEST EQUIPMENT,
STATIC SYSTEM LINES, OR CONNECTORS. DURING THE
FOLLOWING PROCEDURES, TAKE PRECAUTIONS TO
PREVENT INGESTION OF FOREIGN MATERIALS INTO
TEST EQUIPMENT AND AIRCRAFT SYSTEMS.
1. Inspect all vents, ports, plumbing, and instrumentsfor loose connections and damage. Replace parts as
required.
2. Ensure system is free of entrapped moisture or restrictions. If necessary, system must be purged with dry,
(water and oil free) air or nitrogen, When required, disconnect lines from the instruments and purge lines
back through static vent ports.
3. Connect the test equipment lines to the pitot tubes and static vent ports.
-NOTE-
For dual instrumentinstallation(2 pitot tubes) connect or plug tester

lines so that the pilot or copilotsystemmay be tested separately.
34-10-00
Page 5
4B16
PIPER AIRCRAFT
PA-42/42-720
4. Tape off static vent ports not being used.
5. For each static system being tested, pull vacuum through 2 aft located static vent ports (one on each side of
the fuselage).
6. Apply an airspeed of 75 knots and check that the applicable aircraft airspeed indicator is going in the correct
direction.
7. Wait 15 seconds for the aircraft indicator to stabilize and check for leaks.
8. If the above tolerance is exceeded, check fixture installation, plumbing and fitting. Repair as necessary and
9. Reduce airspeed to zero).
10. Crossfeed the pitot and static system under test by opening the crossbleed or other appropriate technique as
applies to the device being used to perform the test.
11. set airspeed indication to 140 KIAS on the test set.
12. Evacuate the pitot/static pressure system until a pressure differential of 6.3 PSIG (vacuum equivalent of 13
inches of mercury) is achieved.
- CAUTION-
MAKE SURE TO PREVENT ACCIDENTAL

DISCONNECTION OF THE TESTER LINES FROM THE
AIRCRAFT OR TEST EQUIPMENT WHILE THE
PITOT/STATIC SYSTEM IS EVACUATED. THE RESULTANT
SUDDEN PRESSURE CHANGE MAY DAMAGE BOTH THE
TEST INSTRUMENTS AND THE AIRCRAFT
INSTRUMENTS.
13. Monitor all aircraft instruments during system evacuation for correct needle response.
-CAUTION-
DO NOT EXCEED A RATE OF CLIMB OF 2500 FEET PER

MINUTE.
14. With a vacuum of 13.0 inches of mercury for a period of one minute the aircraft altimeter must not indicate
a loss of more than 100 feel (With the static source isolate from the aircraft).
15. If the above tolerance is exceeded, check fixture installation, plumbing and fitting. Repair as necessary and
16. Repeat the test for the other system.
-NOTE-
"Q" sensor functional tests may be accomplished at this time. Refer

to the procedure in this chapter.
17. After all test are completed insure that all tape and/or other sealing agents are removed from the aircraft
pressure or static ports.
34-10-00
Page 6
4B17
PIPER AIRCRAFT
PA-42/42-720
INSPECTION AND CHECKS OF INSTRUMENTS AND SYSTEM
During regular inspection of the airplane or whenever an instrument is changed or serviced, complete the
followinginspectionand checksfor the entire system:
1. Inspect the pitot-staticsystem for cleanliness,security,and operation, per AdvisoryCircular No. AC 43-
203A, for aircraftoperatedin controlledairspaceunder IFR conditions. Aircraftnot operatedin controlled
airspacemust be testedper AdvisoryCircularAC 43-13-1A,Section4 of Chapter 16.
2. Inspect instruments for poor condition, mounting, marking, broken, loose, or missing knobs, bent or
missing pointers,and improperoperation(whereapplicable).
3. Checkpower-offindicationsof instrumentpointersand warning flags for proper indication.
4. Apply power and check for excessive mechanical noise or intermittent operation, failure to indicate,
sluggishness,or indicationof excessivefriction. Note if the erectionor warm-uptime is excessive,caging
functionsare normal,warning flag and indicatinglightsand test circuitsare operable.
5. When any air drivenattitudeor directionalgyros areinstalled,inspect and change the controlair filter every
50 hours. Do not adjustthe vacuumregulatorwithoutfirst installinga new centralair filter element. (Refer
to Chapters36 and 37, PA-42/42-720MaintenanceManual.)
6. Note operation of instrumentsduring engine runup. Check for intermittentor improperoperation of any
instrument.
7. Inspect complete system for overall condition, obvious defects, loose attachments, tubing connections,
pneumatictubingcorrosion,cracks,bends,pinching,and evidenceof chafing.
8. Checkelectricalconnectionsand circuitbreakersfor proper size, security,and condition. Checkinstrument
lighting system for illuminationrange, burned out bulbs, and defectivecontrols. Checkwiring for chafing,
excessivetension,impropersupport,or broken lacingand ties.
9. Check instrumentsfor overheatingor contaminationof equipmentby foreign matter or water. Dust, dirt,
and lint contributeto overheatingof equipment,poor ventilation, and malfunctioning. Ensure ventilation
openingsin equipmenthousingsare open and free from obstructinglint and dust.
INSTRUMENTS
The majority of instrumentation in the PA-42 is attached to the instrument panel with either a bezel or clamp.
The flight instruments are bezel mounted, the engine instruments clamp mounted, and the lower panels are either
bezel or clamp mounted attached with screws.
- NOTE -
When removing an individual panel mounted instrument or an entire

instrument panel, prevent contact of the instrument faces and knobs
with the control column. Contact with the column could cause
damage to the instruments. Handle all gyro driven instruments with
extreme care to prevent ball denting of the rotor bearings.
34-10-00
Page 7
4B18
PIPER AIRCRAFT
PA-42/42-720
1. PITOT TUBES - ELECTRIC HEATED

2. ALTERNATE STATIC SOURCE
3. STATIC SOURCE SELECTOR VALVE
4. CONDENSATE DRAIN VALVE/SUMP
5. STATIC PORTS
6. DIFFERENTIAL PRESSURE SWITCH ("Q- SWITCH)
7. PRESSURE BULKHEAD
TO DEICE/GYRO
PRESSURE SYSTEM
A -ALTIMETER
A/S -AIRSPEED
PG - DEICE/ GYRO SYSTEM PRESSURE
RC -RATE OF CLIMB
C/A - CABIN ALTITUDE/PRESSURE
A/P - DIFFERENTIAL
ADC- AIR DATA COMPUTER
S - STATIC SOURCE SELECTOR
Q - DIFF. PRESS. SWITCH
STATIC LINES
PITOT LINES
Figure 34-2. Pitot/Static Schematic

34-10-00
Page 8
4819
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF BEZEL MOUNTED INSTRUMENTS

-NOTE-
If the mounting panel to which the instrument is attached must be

removed,ensure panel is well supportedbeforeunscrewingit from its
mountingsupports.
1. If the instrumentis to be removedwith the panel in place, disconnectthe electricalconnectorsor plumbing.
Wheretwo or morelines connectan instrument,identifyeachline to facilitateinstallation.
2. Attacha dust plug or cap to each fitting.
3. Where applicable,unscrew electrical connectionfrom post light. Remove light by unscrewing retaining
nut.
4. Remove screwssecuringinstrumentin panel.
5. Removeinstrumentfrom panel.
REMOVAL OF CLAMP MOUNTED INSTRUMENTS
1. Loosen the larger of two screws around instrument until instrument can be pulled from panel.
2. Disconnect connections on rear of instrument. Cap openings as necessary.
Q - DIFFERENTIAL PRESSURE SYSTEM
Each PA-42/720 has a Q sensor circuit in its pitot/static and electrical system. This circuit acts as a backup in
controlling certain major circuits if the landing gear squat switches become impaired. With this system in
operation (Q pressure switch closed), the following conditions are provided:
1. A ground is applied to the ECU ground cooling fan solenoid and cabin pressure dump solenoid.
2. Ground is removed from the ice protection selector switch.
3. A+ removed from the gear lock solenoid.
4. A high to low heat selection occurs for the stall recognition system lift transducer.
The Q pressure circuit involves three double pole, double throw relays operating simultaneously. These relays
are controlled by normal/override, Q differential pressure, and nose gear down lock switches in series requiring
all three to be closed for operation of relays. If any three switches open, the relays will deenergize.
The normal/override switch, located at the upper right of the landing gear handle, acts as a control to override
the system as necessary and lights up when in override.
The pressure switch, mounted to the forward, left side of bulkhead 57.0, senses dynamic pressure and opens at
100 ± 4 knots with increasing airspeed and closes at 100 +4/- 10 knots with decreasing airspeed. Access to the Q
switch is made through the left nose accessory panel.
34-10-00
Page 9
4B20 4B20 Reissued:December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
Q SENSOR FUNCTIONAL CHECK
This procedure may be accomplished during a pitot/static system check or as a separate procedure. As follows;
1. Connect the pitot/static tester as explained in this chapter
2. Slowly increase air speed reading on tester until voltmeter indicates 28 VDC
3. Check for sensor activation (Activation shall be by 100 + 4 knots maximum).
4. Slowly decrease air speed reading on tester until voltmeter indicates 0 VDC
5. Check for sensor deactivation ( deactivation should be at 90 knots minimum).
6. Slowly decrease air speed reading to zero.
7. After all test are completed insure that all tape and/or other sealing agents are removed from the aircraft
pressure or static ports.
FLIGHT CHECK PROCEDURE
The q sensor check, performed as part of the flight test procedures, is as follows:
1. The aircraft must be at 15,000 feet pressure altitude, 120 KIAS.
2. The following conditions must be met:
a. Landing gear and flaps down.
b. ECU inLO.
c. Temperature AUTO, Q sensor override switch in NORMAL.
d. Left and right engine ice protection systems activated.
e. Left and right pitot stall recognition heat switches activated.
-NOTE-
Observe the ammeter during activation to assure the function of

system.
3. Slow aircraft to 100 +4/- 10 knots at I knot/second. Observe Q sensor operation in this range as follows:
a. Deice systems must deactivate. (Current flow decrease on ammeter.)
b. Cabin must depressurize.
c. ECU ground vent fan must activate.
d. The landing gear handle can not be raised.
4. Accelerate to above 104 knots. Observe airspeed 100 ± 4 knots when functions return.
5. Place Q sensor override switch to OVERRIDE. The flashing amber light must activate.
6. Slow aircraft to 95 knots and cycle the landing gear. It must operate normally.
7. Return Q sensor override switch to NORMAL and accelerate to 110 KIAS. Cycle landing gear to operate
normally.
8. After flight test and at every normally scheduled maintenance event, inspect wires PR2L, PR2D, PR2B, and
PR2K (going to left gear squat switch) for latent ground faults, preventing inadvertent cabin pressure loss.
(Refer to Landing Gear Schematics in Chapter 91, PA-42/42-720 Maintenance Manual.) (These wires are
shielded for mechanical protection.)
34-10-00
Page 10
4B21
PIPER AIRCRAFT
PA-42/42-720
GRIDS 4B22 THRU 4B24

34-10-00
Page 11
4B22
CHAPTER
OXYGEN
4C1
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 35 - OXYGEN
SYSTEM GRID
35-00-00 GENERAL 4C3

35-00-00 Description and Operation (PA-42) 4C3
35-00-00 Description and Operation (PA-42-720) 4C3
35-00-00 Troubleshooting 4C4
35-00-00 Safety Precautions 4C4
35-10-00 CREW AND PASSENGER 4C9

35-10-00 Overboard Discharge Indicator 4C9
35-10-00 Testing for Leaks 4C10
35-10-00 Maintenance 4C10
35-10-00 Cleaning Operations 4C11
35-10-00 Removal of Outlet 4C11
35-10-00 Installation of Outlet 4C12
35-10-00 Purging the System 4C12
35-10-00 Cleaning of Face Mask 4C12
35-10-00 Removal of Oxygen Cylinder and Regulator 4C12
35-10-00 Installation of Oxygen Cylinder and Regulator 4C14
35-10-00 Removal of Charging Valve 4C14
35-10-00 Installation of Charging Valve 4C14
35-10-00 Removal of Pressure Gauge 4C14
35-10-00 Installation of Pressure Gauge 4C14
35-10-00 Surge Valve Removal and Installation 4C15
35 - ContJ Effect.
Page- 1
Reissued:December 31, 1989
4C2
PIPER AIRCRAFT
PA-42/42-720
GENERAL
DESCRIPTION AND OPERATION (PA-42)
Two oxygen systems are available on the PA-42. The standard version complies with FAR. 91, the optional
system complies with FAR 135.
The standard system is a continuous flow system operated and monitored by the crew. It features a 22 cubic
foot storage cylinder, regulator valve, external charge valve, pressure gauge, outlets, masks, and an ON/OFF
control. When in operation, the regulator valve supplies a constant volume of oxygen for the passengers and
crew. The regulator valve assembly incorporates a low pressure relief valve which bleeds off delivery line
pressure to 110 psig.
The optional system is very similar to the standard system. A 49 cubic foot storage cylinder is installed in
place of the 22 cubic foot cylinder and a shutoff valve located in the cockpit, making it possible to turn off the
oxygen supply to the passenger compartment. The storage cylinder is equipped with an altitude compensating
regulator which increases regulated flow at higher altitudes.
A visual oxygen overboard discharge indicator is located on the belly of the nose section, under the baggage
compartment area (Figures 35-1 thru 35-4). This visual indicator is connected to the oxygen system through a
high pressure capillary line. Any system leakage will pressurize this line, and when a line pressure of 60 + 20/-20
psig is reached, the green snap-in indicator disk ruptures. The absence of the green disk indicates a system leak,
despite a normal pressure reading on the oxygen cylinder gauge.
DESCRIPTION AND OPERATION (PA-42-720)
Two oxygen systems are available on the PA-42-720. The standard version complies with FAR 91, the
optional system complies with FAR 135 (Figures 35-2 and 354).
The standard system provides diluter/demand oxygen for the flight crew and automatically presents a constant
flow of oxygen for passengers. Total oxygen system capacity is 22 cubic foot. An oxygen pressure gauge,
mounted on the lower left instrument panel, shows the pilot the storage cylinder pressure. (1800 psig-full; 200
psig-empty.) The oxygen pressure gauge and the oxygen cylinder is the same used on the PA-42, with installation
and location unchanged.
The oxygen cylinder actuation lever is permanently locked to the ON position, assuring oxygen is always
available to the crew masks and the passenger oxygen solenoid valve.
Flight crew oxygen masks are diluter/demand type with a quick donning harness. The masks are stowed in the
crew seat headrest, and can be donned with one hand. To start the flow of oxygen, the flight crew only needs to
place masks on their faces.
Passenger oxygen masks are constant flow type built to TSO-C64. The masks, stowed in drop out boxes in the
cabin overhead, are automatically deployed when the cabin altitude becomes excessive. The passenger only
needs to grab a mask, pull it towards him, release a lanyard pin, and place the mask on his face to obtain oxygen.
The mask deployment boxes are pneumatically operated by oxygen supply pressure. When oxygen pressure is
applied to the mask box, a piston is actuated and pushes the box lid off its latch to allow the masks to fall into the
passengers' view.
Pressure from the oxygen regulator, always on, is prevented from reaching the passenger mask deployment
boxes by a solenoid shutoff valve. This shutoff valve, normally closed is opened with increasing cabin altitude
by an absolute pressure switch inside the pressure cabin at an altitude of 12,500 feet. The shutoff valve can also
be manually actuated by the flight crew through a lever in the pilot's side window moulding, assuring passenger
mask deployment in the event pressure switch malfunction.
An altitude compensating regulator and a pressure surge valve are both in line between the passenger mask
deployment boxes and the oxygen shutoff solenoid valve. The altitude compensating regulator reduces the
35-00-00
Page 1
4C3
PIPER AIRCRAFT
PA-42/42-720
oxygen supply pressure to the mask deployment boxes at lower altitudes, and reduces the oxygen mask flow.
This feature allows a smaller oxygen cylinder to be used, yet still obtain the required 10 minute duration.
The increased duration requirements for the optional FAR 135 system operation are achieved by increasing the
oxygen cylinder capacity from 22 cubic foot to 60 cubic foot, by combining a 49 cubic foot cylinder and an 11
cubic foot cylinder. All aspects of system operation are the same as the FAR 91 system and no other changes are
made to the oxygen system other than an increase in capacity.
TROUBLESHOOTING (Chart 3501)
CHART 3501. TROUBLESHOOTING (OXYGEN SYSTEM)

No indication of pressure Cylinder empty or leak in If empty-refill. If discharge
on pressure gauge. system has exhausted indicator disk ruptured do not
pressure. refill refer below.
Pressure gauge defective. Replace pressure gauge.
Defective regulator. Replace regulator.
Pressure indication Oxygen cylinder regulator Replace regulator assembly.

normal but no oxygen assembly defective.
flowing.
Control out of adjustment. Adjust control. (PA-42 only)
Offensive odors in Cylinder pressure below Purge the oxygen system.

oxygen. 50 psi.
Foreign matter has

entered the system during
previous servicing.
Rupture of green overboard Oxygen system leaking Remove oxygen cylinder and
discharge indicator. regulator and return to qualified
overhaul facility replace
ruptured disk.
SAFETY PRECAUTIONS
Utmost care must be exercised in servicing, handling and inspecting the oxygen system. A fully charged
oxygen cylinder contains enough pressure to cause serious injury to personnel and damage to equipment. Keep
hands, tools, and working area clean and post no smoking signs. Keep all components of the system free from
oil, grease, fuel and all readily combustible material. Never allow electrical equipment to come in contact with
the oxygen cylinder. Keep fire and heat away from oxygen equipment, and be sure not to generate sparks with
carelessly handled tools. After servicing or functionally testing the oxygen system, DO NOT smoke for 10-13
minutes, since the oxygen could permeate clothing. When servicing the oxygen system, or when performing any
functional tests on the ground, ensure the aircraft is electrically grounded and use only aviator's breathing oxygen
(MIL-O-27210 Type I).
35-00-00
Page 2
4C4
PIPER AIRCRAFT
PA-42/42-720
1. CO - PILOTS OUTLET VALVE

2. PASSENGER MASK/OUTLET OVERHEAD STORAGE COMPARTMENT
3. OXYGEN STORAGE CYLINDER
4. GREEN OVERBOARD DISCHARGE INDICATOR
5. EXTERNAL CYLINDER CHARGING VALVE
6. OXYGEN ON - OFF VALVE
7. OXYGEN SUPPLY PRESSURE GAUGE
8. PILOT OUTLET VALVE
9. OPTIONAL ELEVENTH OUTLET
Figure 35-1. Oxygen System Installation- FAR 91 (PA-42)

35-00-00
Page 3
4C5
PIPt:H AIRCRAFT
PA-42/42-720
1. CO - PILOTS OUTLET VALVE

9. PASSENGER ON - OFF CONTROL
Figure 35-2. Oxygen System Installation - FAR 91 (PA42-720)

35-00-00
Page 4
4C6
PIPER AIRCRAFT
PA-42/42-720
EXECUTIVE
COMMUTER
1. CO - PILOT OUTLET MASK

6. OXYGEN ON - OFF CONTROL
8. PASSENGER OXYGEN ON - OFF CONTROL
Figure 35-3. Oxygen System Installation - FAR 135 (PA-42)

35-00-00
Page 5
4C7
PIPER AIRCRAFT
PA-42142-720
1. CO - PILOT OUTLET MASK

7. PASSENGER OXYGEN ON - OFF CONTROL
Figure 35-4. Oxygen System Installation - 60 Cu. Ft. Capacity - (PA-42-720)

35-00-00
Page 6
4C8
PIPER AIRCRAFT
PA-42/42-720
1. FRAME
2. VISUALINDICATINGDISC
3. SNAPRING
4. SKINOF AIRCRAFT
Figure 35-5. Visual Indicating Disc

CREW AND PASSENGER
OVERBOARD DISCHARGE INDICATOR
The green visual indicatingdisc is located on the belly of the nose section,under the baggage compartment
area. (Figure35-1 thru Figure 35-4)
1. Removal/Installation.
a. Removal.
WARNING-
REFER TO SECTION TITLED PRECAUTIONS BEFORE

PERFORMING ANY MAINTENANCE ON OXYGEN SYSTEM.
- NOTE -
If cylinder safetydisc has ruptured,removecylinder per sectiontitled

Supply Cylinder. Return cylinder and valve assembly to qualified
overhauldepot.
(1) Removesnap ring holding visualindicatingdisc in place. Remove disc or any remainingpieces if
disc wasblown out.
(2) Check frameand dump outlet for damageif disc wasblown out. Repair as required.
(3) Flush/purge,if required.
b. Installation.
(1) Ensure dump outlet is clean.
(2) Insert visualindicatingdisc into frame.
(3) Install snapring.
(4) Install cylinderper sectiontitled SupplyCylinder,if cylinderwas removed.
35-10-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
TESTING FOR LEAKS
Use detector fluid (MIL-L-25567C)solutionand shake to obtain suds or foam. Apply suds or foam sparingly a
to joints of a closed system. Look for bubbles;no visible leakageshould be found. Repair or replace defective
parts and retest system. With system pressurizedto service pressure, furthertests are possible. The rate of any
leak can not exceed one percent of total supplyper 24 hour period. All traces of detectorfluidmust be wipedoff
at conclusionof test.
- WARNING
DURING TEST PROCEDURE, CABIN WILL FILL WITH

EXCESS, UNUSED OXYGEN. DO NOT ACTUATE ANY
ELECTRICAL SWITCHES OR ALLOW ANY COMBUSTION TO
OCCUR.
An alternate method using nitrogen is as follows:
1. Disconnect pilot's and copilot's oxygen mask lines from their outlets.
2. Inspect passenger outlets to assure all lanyard pins are installed.
3. In the cockpit, locate PASSENGER OXYGEN control and move handle to ON position. (PA-42 only)
4. Disconnect low pressure oxygen line from regulator attached to oxygen cylinder.
5. Obtain a bottle of clean, dry nitrogen with a manual shutoff valve and a sensitive pressure gauge.
6. Pressurize system to 100 ± 10 psig; ensure pressure holds. Pressure decay is not acceptable.
7. If pressure decrease is observed, apply leak detector solution sparingly at all joints and outlets. Look for
bubbles and repair any leaks.
8. Wipe off any detector solution following the test. Reconnect low pressure oxygen line to the oxygen
cylinder regulator.
9. To purge nitrogen from the system, connect all oxygen masks to their outlets, pull lanyard pins, and turn on
oxygen for a minimum of three minutes before shutting it off.
10. Clean cabin after purging lines, before operating any equipment.
11. Return all masks and lanyard pins to their normal positions. Reinstall panels and hardware.
MAINTENANCE
1. Ensure all lines have sufficient clearance between adjacent structures and are secured in place. Also ensure
cylinder is securely mounted.
2. Check cylinder for ICC-identification number and for date of last FAA inspection and test.
3. If cylinder is empty, disassemble and inspect it in an FAA approved facility before recharging.
4. Any defective lines must be replace with factory replacements.
5. Clean all lines and fittings.
6. Use Ribbon Dope Thread Sealant (Permacel 412) on male ends of fittings only. Wrap thread with 1/4 inch
or more overlap in direction of thread spiral beginning with the second thread on fitting. Avoid getting
sealant into lines. After joint is made, remove excess sealant.
35-10-00
Page 2
4C10
PIPER AIRCRAFT
PA-42/42-720
CHART 3502. OXYGEN SYSTEM COMPONENTS LIMITS

PARTS INSPECTION ACTION
Regulator 300 Flight Hrs Overhaul every 5 years.

Masks Each Use Replace as necessary.
DOT 3AA 1800 Oxygen Every 5 Years Hydrostatic Test
Cylinder
DOT 3HT 1850 Oxygen Every 3 Years Hydrostatic Test; retire from
Cylinder service after 24 years or 4,380
filling cycles (partial or full
pressurization).
CLEANING OPERATIONS
To remove oil and grease from tubing and fittings, use one of the following cleaning methods:
1. First Method:
a. A vapor degreaser with stabilized Trichlorethylene, conforming to specification MIL-T-7003, (or freon
TMC) is used.
b. Blow tubing clean and dry with a stream of dry nitrogen. Ensure that interior of tubing and fittings are
thoroughly cleaned.
2. Second Method:
a. Flush with naphtha, conforming to specification TT-N-95.
b. Blow clean and dry off all solvent with water pumped air.
c. Flush with anti-icing fluid, conforming to specification MIL-F-566, or anhydrous ethyl alcohol.
d. Rinse thoroughly with fresh water.
e. Dry thoroughly with a stream of clean, dried, filtered air, or by heating at a temperature of 250" to
300°F.
f. The solvents can be reused, provided they are not excessively contaminated with oil. To determine
contamination, continue as follows:
(1) Complete evaporate 100 milliliters of the liquid in a weighed glass dish. Evaporation is
accomplished by heating at 200°F for approximately 1/2 hour.
(2) After evaporation, cool and weigh the residue. The solvent can not be used if residue exceeds 100
milligrams.
3. Third Method:
a. Flush with hot, inhibited alkaline cleaner until oil and grease free.
b. Rinse thoroughly with fresh water.
c. Dry thoroughly with a stream of clean, dry, filtered air, or by heating at a temperature of 250 ° to 300°F.
REMOVAL OF OUTLETS
1. Using a suitable spanner wrench, remove outer half of outlet.

2. Remove screws holding trim panel. Remove panel and the outlet from the low pressure line.
35-10-00
Page 03
4C11 InterimRevision:January 9, 1998
PIPER AIRCRAFT
PA-42/42-720
INSTALLATIONOF OUTLETS
1. Apply sealant(Permacel#412 - Ribbon DopeThread Sealant)to male end of fitting.

2. Connectoutlet to lower pressureline.
3. Positiontrim panel. Securewith screws.
4. Position outerhalf outlet. Securewith suitablespannerwrench.
5. Torquefittingsinto outlets approximately30 inch-pounds. Do not over-torque,damagingoutlet.
PURGING THE SYSTEM
The system must be purged whenevercylinder pressure falls below 50 psi, when lines are left open for any
length of time, or if any offensiveodorsexist. Usethe followingprocedureto purge system:
1. Park airplanein a NO SMOKINGarea and exerciseextremecaution.
2. Keep all doorsand windowsopen.
3. Be sure all electricalsystems are shut off.
4. Connectoxygen rechargingunit to filler valve.
5. Turn on system.
6. Set rechargingunit pressure regulatorto deliver 50 psi, and let system purge for one hour. If any odor still
exists, repeat procedurefor one or morehours. If odor persistsafter second purging,replacecylinder.
CLEANING OF FACE MASKS
The pilot's, copilot's, and passengermasksare cleanedas follows:

1. Removemicrophonefrom mask.
2. Remove sponge rubber discs from mask turrents. Do not use soap to clean sponge rubber discs, which
coulddeterioratethe rubber and giveoff unpleasantodors. Cleanin clear water and squeezedry.
3. Washremainderof mask with a mild solutionof soap and water.
4. Rinse mask thoroughlyto removeall soap.
5. Ensure sides of the breathingbag do not stick togetherwhiledrying, whichdecrease life of the rubber in the
bag. The mask can be sterilizedwith a solutionof 70 percentethyl alcohol.
REMOVAL OF OXYGEN CYLINDER AND REGULATOR
The cylinder and regulator are located in the nose baggage compartment on the aft bulkhead. Use the
followingsteps to removecylinder and regulatorfrom airplane:
- CAUTION
ENSURE VALVE ON CYLINDER IS CLOSED, BEFORE

DISCONNECTING ANY LINES FROM REGULATOR, AND
OBSERVE ALL SAFETY PRECAUTIONS RELATED TO
OXYGEN SYSTEM HANDLING AND SERVICING.
1. Disconnectcontrol cable and pressurelines from cylinder,and disconnectcable attachedto bulkhead.
2. Supportcylinder;loosen and separateclampsholdingcylinderin place.
3. Removecylinder from airplane. Do not bump neck of cylinderand regulator.
4. If cylinder is completelyempty (no pressure),the regulatorcan be removed.
5. Inspectcylinder and regulator accordingto AC-43-13-1A.
35-10-00
Page 4
Reissued: December31, 1989 4C
4C12
PIPER AIRCRAFT
PA-42/42-720
1/8MIN
6 1/8 MIN
1/8MIN
SKETCHB
SKETCHA
CORRECT INCORRECT
SKETCHD
THE FOLLOWINGRULESMUSTBE FOLLOWEDWHENINSTALLINGOXYGENPLUMBING
1. ALL INSTALLEDOXYGENPLUMBINGSHALLBE ABOVEANDAT LEAST6 INCHES

FROMALL HYDRAULICAND FUELPLUMBING.
2. THERESHALLBE ATLEAST TWO INCHESMINIMUMCLEARANCEBETWEENALL

OXYGENPLUMBINGAND COMPONENTSAN D ANY AIRCRAFTMOVINGPARTSIN
AREASWHEREFUELOR HYDRAULICPLUMBINGANDELECTRICALWIRINGEXIST.
ALL OXYGENPLUMBINGAND COMPONENTSSHALLBE AT LEAST 12 INCHESFROM
PRIMARYFLIGHTCONTROLSANDENGINECONTROLS.
3. WHEREPOSSIBLE,ALL OXYGENPLUMBINGAND COMPARTMENTS SHALL BE AT

LEAST6 INCHESFROMELECTRICALWIRINGANDCOMPONENTS.WHEREIT IS NOT
POSSIBLETO MAINTAIN6 INCHESCLEARANCE,A 2 INCHCLEARANCEIS NOT
POSSIBLEBOTHTHEWIRINGANDTHE OXYGENCOMPONENTSMUSTBE
PROTECTEDWITHADDITIONALINSULATIONANDBE SUPPORTEDIN SUCHA
MANNERTHATTHEYCANNOTBE DEFLECTEDTO WITHIN1/2 INCHOF EACH
OTHER.
Figure 35-6. Oxygen Tubing Installations

35-10-00
Page 5
4C13
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF OXYGEN CYLINDER AND REGULATOR
1. With regulator attached to cylinder, place cylinder into airplane through the baggage compartment with
regulatorfacing towardsaccessopening. Do not bump regulatorand cylinderduring installation.
2. Position cylinderso the controlon regulatoralignswith controlcable.
3. Securecylinder in place by connectingand tighteningtwo clamps.
4. Connectpressurelines and controlcable to regulator.
5. Recharge oxygen cylinder. (Refer to Chapter 12 in this manual for instructionson replenishingoxygen
supply.
REMOVAL OF CHARGING VALVE
1. Open accessdoor locatedat fuselagestation22.64.

2. Ensure that regulatorvalve is closed.
3. Disconnectconnectorfrom chargingvalve.
4. Remove three nuts and bolts holdingchargingvalve in place and remove valve through accessdoor on the
outside of fuselage.
INSTALLATIONOF CHARGING VALVE
1. Place valve into positionthrough accessdooron the outsideof airplane. Securewith three bolts and nuts.
2. Connectconnectorto valve using thread sealantand instructionsgiven in paragraphtitled Maintenance.
3. Secureaccess panel.
REMOVAL OF PRESSURE GAUGE
Ensure that controlvalve is closedand no pressureexists in system.

1. Disconnectline from back of pressuregauge.
2. Loosen and removeretainernut and clamp holdinggaugein place.
3. Pull gaugeout from front of panel.
INSTALLATIONOF PRESSURE GAUGE
1. Place gaugeinto panel from the front and replaceclamp and retainernut on back of gauge. Be sure gaugeis
positionedproperlybeforetighteningclamp.
2. Reconnectline at the rearof gauge.
35-10-00
Page 6
4C14
PIPER AIRCRAFT
PA-42/42-720
.6
1. SPRING
2. CAP
3. O-RING
4. DIAPHRAGM PLATE
5. SEAT
6. BODY
7. FILTER
8. DIAPHRAGM
Figure 35-7 Surge Valve (Cross Section)

SURGE VALVE REMOVAL AND INSTALLATION (Refer to Figure 35-7.)
1. Close the control valve and depressurize the oxygen system as required
2. Remove the surge valve in accordance with good shop practice.
3. Check the operation of the system. If a malfunction of the surge valve is found, dissemble the valve to the
extent necessary for the removal of the defective part. (diaphragm, o-ring, or spring).
4. Inspect the filter in the inlet port. If required, clean the assembled body and sintered filter in an ultrasonic
cleaner. Ensure that detail pans do not cone into contact with hydrocarbon - base materials (solvents, oil,
grease, etc.).
5. Reassemble using new o-ring and serviceable replacement parts as required.
6. Install the surge valve in the reverse order of removal.
7. Pressurize and test the system for leaks.
35-10-00
Page 7
4C15
PIPER AIRCRAFT
PA-42/42-720
GRIDS 4C16 THRU 4C18

35-10-00
Page 8
4C16
CHAPTER
PNEUMATIC
4C19
PIPER AIRCRAFT
PA-42/42-720
CHAPTER36 - PNEUMATIC
SYSTEM GRID
36-00-00 PNEUMATICSYSTEM 4C21

36-00-00 GeneralDescriptionand Operation 4C21
36-10-00 DISTRIBUTION 4C21

36-10-00 ComponentDetailedDescriptions 4C23
36-10-00 Removalof BleedAir ShutoffValve 4C23
36-10-00 Installationof Bleed Air ShutoffValve 4C23
36-10-00 Removalof Intercooler 4C23
36-10-00 Installationof Intercooler 4C23
36-10-00 Removalof Bleed Air OvertemperatureSwitches 4D2
36-10-00 Installationof BleedAir OvertemperatureSwitches 4D2
36-10-00 Removalof PneumaticSystem CheckValves 4D2
36-10-00 Installationof PneumaticSystem CheckValves 4D2
36-10-00 Removalof PressureRegulatorand Relief Valve 4D2
36-10-00 Installationof PressureRegulatorand Relief Valve 4D3
36-10-00 Removalof Ejector 4D3
36-10-00 Installationof Ejector 4D3
36-10-00 Removalof DeicerValves 4D3
36-10-00 Installationof DeicerValves 4D3
36-10-00 Removalof PressureSwitches 4D4
36-10-00 Installationof PressureSwitches 4D4
36-10-00 Removalof CheckValve 4D4
36-10-00 Installationof CheckValve 4D4
36-10-00 Removalof VacuumRegulator 4D4
36-10-00 Installationof VacuumRegulator 4D4
36-10-00 Removalof Gyro CentralAir InletFilter 4D5
36-10-00 Installationof Gyro CentralAir Inlet Filter 4D5
36-10-00 ProofPressureand LeakageTestof PneumaticLines (PA42) 4D5
36-10-00 ProofPressureand LeakageTestof PneumaticLines (42-720)4D6
36 - ContJEffect.
Page- 1
4C20
PIPER AIRCRAFT
PA-42/42-720
PNEUMATIC SYSTEM
GENERAL DESCRIPTION AND OPERATION
Pneumaticsystem pressureis obtained from bleed air outlets of each engine compressorstage. Bleed air for
the pneumatic system is taken from the main bleed line upstreamof the environmentalsystem bleed air shutoff
valve. Pneumaticsystem bleed air is suppliedwhen the enginesare operatingand cannot be shut off. The bleed
air moves onto the intercoolers,locatedin the engine nacelles,where the hot bleed air temperatureis cooled to
below 200°F by an air to air heat exchangeprocess. Overtemperatureswitches,normally open, are installedat
the outlets of the intercoolers. These switches,set to close at temperaturesof 425°F or higher,warn the pilot of
an overtemperaturecondition.
The pressurizedbleed air is routedinto the fuselage,under the floor area, and throughpneumaticsystem lines
with check valves to prevent reverse flow to non-operating engine. The pressurized air enters a pressure
regulator,which regulatespressure to 18 ± 1 psig for deicer boot operation, door seal operation,operationof the
cabin pressure control ejector/regulator,and supplies a source of air through the ejector. This creates a vacuum
for gyro instrumentsoperation. A relief valve in the pressureregulatorrelievessystem pressureat 20.5 to 22 psig
if the pressure regulatorfails. Air from the pressure regulatoralso goes to the deicer system valves, which are
normally closed, and provides a vacuumthrough an integralejector the holds the deicer boots down. When the
deicer timer is energized,the solenoid valve on the deicer valve opens and allows pressurizedair to inflate the
boots. Pressureswitcheswhich are normallyopen closewhen the boots reach a pressureof 15 ± 1 psig, indicating
boot inflationto the pilot. When the timer de-energizesthe solenoidvalves on the deicer valves,boot pressure is
dumpedand vacuumis reappliedto the boots.
A check valve is installedin the vacuum line from the gyros,preventing a reverseflow in the vacuum line to
the gyros. A vacuum regulator, placed in the gyro instrument line, regulates vacuum at 4.5 to 5.4 in. Hg
referenced to cabin pressure. An inlet filter is providedat the inlet of gyro vacuumsource. Pneumaticpressure
and suctiongauges are mountedin the instrumentpanel.
The cabin door seal is controlled by a solenoid valve, which opens to pressurizethe seal when the door is
closed,and dumps pressurefrom the sealwhen the door is opened.
The bleed air systemfor the PA-42-720is an adaptionof the PA-42bleed air system, exceptchanges are made
adaptingthe existingaircraftbleed air and environmentalcontrolsystems to an engine with a two stage bleed air
capability. The modifications provide a regulated supply of engine bleed air for aircraft pressurization and
environmentaland pneumaticsystemsoperationsfrom sea level to 35,000 feet. The bleed air is conditionedfor
cooling,heating,and ventilatingby the sameenvironmentalcontrolunit used on the PA-42.
The ECU bleed air supply systemfor the PA-42-720uses two bleed air mixing and regulatingshutoffvalves.
These valves providepositivebleed air shutofffor both the high and low enginebleed air flow,and regulatebleed
air to two preset pressure levels (18 psig and 31 psig). One valve is located in each nacelle, forward of the
firewall. The bleed air mixing valves also providethe use of high and low engine bleed air by mixing in an
ejector. High pressurebleed air providesthe motive flow throughthe ejector nozzle,entrainingthe low pressure
bleed air in the mixingthroat of the ejector. The valve regulatorsectionmaintainsthe outlet pressureselectedby
the pilot at 18 psig or 31 psig. The regulatoradjusts flow of high pressure bleed air to the minimum amount
requiredto bring bleedair mix up to selectedpressure.
36-00-00
Page 1
4C21
PIPER AIRCRAFT
PA-42/42-720
DISTRIBUTION
The followingis a list of various componentsused to distribute,control,and regulatethe pneumaticair source

in this airplane.
DETAILEDDESCRIPTIONS
1. Bleed Air ShutoffValve: (Figure36-1)

The bleed air shutoffvalve is locatedaft of the enginefireseal, on the left side, at station 89.71. The valve
operates over the range of ambienttemperature(-65°Fto +300°F) at altitude from sea level to 33,000feel.
The valve shuts off the airflowduring engine startsand as desiredby the pilot.
2. Intercooler: (Figure36-1)
The intercooleris locatedaft of the engine firewall,at the outboardside of station 106.00. The intercooler
cools pneumaticsystembleed air to temperaturesbelow200°F,using ram airflowfor cooling.
3. Bleed Air OvertemperatureSwitches: (Figure 36-1)
The bleed air overtemperatureswitches are located aft of the engine firewall, in the pneumatic lines at
station 106.00. These switches close at temperatures of 425°F or higher, warning the pilot of
overtemperatureconditions.
4. PneumaticSystemCheckValves: (Figure36-1)
The pneumatic check valves are located below the cabin floor at fuselage station 151.30. The valves
prevent reverseflowof pneumaticair into a non-operatingengine.
5. The pressure regulatorand relief valve are locatedbelow the cabin floor betweenfuselage stations 151.30
and 162.60. The pressureregulatorregulatesbleed air pressureto 18± 1 psig for deicer boot operation,and
supplies a source of air through the ejector,creatinga vacuumfor gyro instrumentoperation. A reliefvalve
in the pressureregulatoris set to relievesystem pressureat 20.5 to 22 psig, if the pressureregulatorfails.
6. Ejector: (Figure36-1)
The ejector is located below the cabin floor between fuselage stations 151.30 and 162.60. The ejector
provides a vacuumsource to operate all gyros.
7. Deicer Valves: (Figure36-1)
The deicer valvesare locatedbelow the cabin floor betweenfuselagestations 151.30and 162.60. One valve
is used for wing boots, the other for tail boots. The valves, normallyclosed,provide a vacuumthrough an
integralejector,holdingdeicer boots down. When the deicer timer is energized,the solenoidvalve on the
deicer valve opens and allows pressurized air to inflate the boots. When the solenoid is de-energized,
pressure from the deicer boots is dumpedand vacuumis applied.
8. PressureSwitches: (Figure 36-1)
The pressure switchesindicateboot inflationto the pilot, and when the boot pressurereaches 15 ± I psig,
the applicableswitch closes. One pressureswitch is located in the left wing leading edge at wing station
97.50 and is usedfor wing boots. The secondswitch is located in the tail section at fuselagestation 321.00
and is used for thetail surfaceboots. The switchesturn on indicatorlights at the top of the copilot's circuit
breakerpanel to indicateproperoperationof the deice system.
9. Check Valve: (Figure36-1)
The check valve is located in the cockpit, behind the left side of the instrumentpanel at fuselage station
66.50. The checkvalvepreventsreverseflow from the vacuumline to gyros.
10. VacuumRegulator:(Figure 36-1)
The vacuum regulator is located in the cockpit, behind the left side of the instrument panel at fuselage
station 66.50. The vacuum regulator regulates vacuum for spinning the gyros at 4.5 to 5.2 inches of
mercury,referenceto cabin pressure.
36-10-00
Page1
4C22
PIPER AIRCRAFT
PA-42/42-720
11. Gyro Inlet Filter: (Figure 36-1)

The gyro inlet filter is located in the cockpit,behind the left side of the instrumentpanel at fuselage station
66.50. The inlet filter filters cabin air inlet to gyrosto 0.3 micronparticlesat 99% efficiency.
12. PneumaticPressureGauge: (Figure36-1)
The pneumaticpressuregauge is locatedin the cockpit, on the upper left side of the instrumentpanel. The
pneumaticpressuregaugedisplayspneumaticsystempressureto the pilot.
13. SuctionGauge: (Figure36-1)
The suction gauge is located in the cockpit, on the upper left side of the instrument panel. The suction
gaugedisplays gyro vacuumto the pilot.
14. Door Seal System: (Chapter52, of this manual,for detailedinformation.)
Bleed air, fed to the pneumatic system pressure regulator/relief,is regulated and routed to the door seal
through a three way valve. This valve directs regulatedair to the door seal at pressurizationand dumps
pressureoverboardwhenit is not desired.
REMOVAL OF BLEED AIR SHUTOFF VALVE
1. Removetop cowl of affectedengine to gain accessto shutoffvalveon the left side of engine.
2. Removesafety wire and bolts to removecouplingssecuringvalveassemblyin bleed line.
3. Disconnectelectricalconnectorfrom valve.
4. Removevalve from nacelle.
INSTALLATION OF BLEED AIR SHUTOFF VALVE

-NOTE-
If leakageoccurs at couplings,line the flangeswith teflon tape thread

sealant, (Refer to List of Consumable Materials in Chapter 91.)
making sure tape is placed 1/16 inch from the edge of the flange to
prevent ingestionof tape in system.
1. Install new valve in position and securecouplings.Torquecoupling bolts to 35-45 inch-poundsand safety
wire.
2. Installelectricalconnectorto valve.
REMOVAL OF INTERCOOLER
1. Remove turtleback cowl to gain access to intercooler,being sure to remove screws securingthe inlet and
outlet ducts. (Referto Chapter54.)
2. Disconnectand remove all ducts and plumbing.
3. Removescrews aroundflangeof the intercooler. Withdrawassemblyfrom firewall.
INSTALLATION OF INTERCOOLER
1. Mount intercoolerand coolingair inlet ductto firewallwith screwspreviouslyremoved.

2. Using a new gasket at the intercooler/outletduct interface(refer to parts catalog),mount cooling air outlet
duct with screwspreviouslyremoved.
3. Connectplumbingto intercooler.
4. If separated,reconnectinlet duct couplingto ram air inlet scoop. Connectram air scoop to bottomcowl.
5. Replacecowl and install screwssecuringoutlet ductto cowl.
36-10-00
Page 2
4C23
PIPER AIRCRAFT
PA-42/42-720
ENGINEBLEEDPORT ENGINEBLEEDPORT
9
1 1
2
3 3
DOORSEAL
DE-ICEBOOT
1. BLEEDAIR CHECKANDSHUTOFFVALVE
2. INTERCOOLER
3. BLEEDAIR OVERTEMPERATURE SWITCH(N.O.)
4. PNEUMATICSYSTEMCHECKVALVE
5. PRESSUREREGULATOR
6. EJECTOR
7. DEICERVALVE(N.C.)
8. PRESSURESWITCH(N.O) 17 + 1 PSI
9. PRESSUREGAUGE
10. DOORSEALSOLENOIDVALVE(N.C.)
Figure 36-1. Pneumatic System Schematic (PA-42)

36-10-00
Page 3
4C24
PIPER AIRCRAFT
PA-42/42-720
-PILOTSTURNANDBANKINDICATOR
BLEEDPORTS ' ENGINEBLEED
13
1
DOORSEAL
17
14
VALVE
1. BLEEDAIR SHUTOFF/REGULATING 10. EJECTOR
2. BLEEDAIR INTERCOOLER 11. DOORSEALSOLENOIDVALVE
3. BLEEDAIR OVERTEMPERATURESWITCH 12. TURNAND BANKTRIM VALVE
4. PNEUMATICSUCTIONGAUGE 13. GROUNDBLEEDAIR BYPASSVALVE
5. GYRO INLETAIR FILTER 14. DEICEBOOTS
6. VACUUMREGULATOR VALVE 15. DEICEVALVE
7. PNEUMATICSYSTEMCHECKVALVES 16. DEICEVALVE
8. CHECKVALVE 17. PRESSURESWITCH(N.O.)17 1 PSI
9. PRESSUREREGULATOR/RELIEFVALVE
Figure 36-1. Pneumatic System Schematic (continued) (PA-42-720)

36-10-00
Page 4
4D1
PA-42/42-720
REMOVAL OF BLEED AIR OVERTEMPERATURE SWITCHES
1. Remove turtleback cowl to gain access to switch.

2. Disconnect electrical leads from switch.
-NOTE-
Note position of each wire removed to facilitate installation.

3. Unscrew switch from receptacle.
4. Remove switch and O-ring.
INSTALLATION OF BLEED AIR OVERTEMPERATURE SWITCHES

-NOTE-
Apply silicone lubricant sparingly to all O-rings. Avoid getting

lubricant inside tubes.
1. Refer to parts catalog and install new O-ring in receptacle.
2. Screw switch into its receptacle.
3. Connect wires to their proper place on switch.
REMOVAL OF PNEUMATIC SYSTEM CHECK VALVES
1. Gain access to check valves by removing the floor panels on the right side of fuselage between fuselage
stations 140.00 and 151.30.
2. Disconnect pneumatic air supply lines from valves.
3. Unscrew valves with O-rings from fitting assembly.
INSTALLATION OF PNEUMATIC SYSTEM CHECK VALVES
1. Install new valve with new gasket to fitting assembly.

2. Connect pneumatic air supply lines to valves.
3. Install floor panels, carpet, and seats.
REMOVAL OF PRESSURE REGULATOR AND RELIEF VALVE

1. Gain access to the pressure regulator and relief valve by removing floor panels on the right side of fuselage,
between fuselage stations 151.30 and 162.60.
2. Disconnect union and elbow from pressure regulator and relief valve by unscrewing nuts.
3. Remove cup assembly by loosening hose clamp.
4. Remove four bolts with washers securing regulator to bracket.
5. Remove pressure regulator and relief valve
36-10-00
Page 5
4D2
PIPER AIRCRAFT
PA-42/42-720
INSTALLATIONOF PRESSUREREGULATORANDRELIEFVALVE
1. Place pressure regulator and relief valve in position. Secure with bolts and washerspreviouslyremoved.
Ensure washersareinstalledunder bolt heads.
-NOTE-
Apply silicone lubricant sparingly to all O-rings. Avoid getting
lubricantinsidetubes.
3. Connectunion and elbow with new O-ringsto pressureregulatorand relief valve.
4. Install floor panels,carpet, and seats.
REMOVAL OF EJECTOR
1. For removal of ejector,remove right side floor panels between fuselagestations 151.3, 162.6,and the aft,
lower, wingto fuselagefairing for accessto its outlet.
2. While at the root, removenut from ejectoroutlet.
3. Disconnectlines.Open clamp securingejectorto bracketassembly.
4. Removeejectorby sliding assemblythroughthe holein fuselage.
INSTALLATIONOF EJECTOR
1. Withejector in position,secureclamp. Reinstallall lines previouslyremoved.

2. Install appropriatenut at ejector outlet and wing to fuselagefairing.
3. Install floor panels,carpet and seats.
REMOVAL OF DEICER VALVES
1. Gain accessto deicer valvesby removingcenter floor panel betweenFS 151.30and 162.60.
2. Disconnectall lines at deicer valve being removed.
3. Disconnectelectricalleads from valve being removed.
4. Removescrewssecuringassemblyin position.
5. Removedeicervalve.
INSTALLATIONOF DEICER VALVES
1. Installnew valvein position.Securewith screwspreviouslyremoved.

2. Connectelectricalleads to their proper position.
3. Connectall lines disconnectedfrom valve during removal.
4. Install floor panel and carpet.
3. Remove pressureswitch.
3. Remove pressureswitch.
36-10-00
Page6
4D3
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF PRESSURE SWITCHES
1. The pressure switchesare accessibleas follows:

a. To gain access to the pressure switch for outboardwing boots, remove turtlebackcowl and intercooler
outlet duct.
b. The pressure switch for tail and inboard wing boots is accessible through the forward tail access
opening,near the top of the aft pressurebulkhead.
2. Disconnectelectricalwiringand pressurelines from switch.
3. Removepressureswitch.
INSTALLATIONOF PRESSURE SWITCHES
1. Installnew switch.Securelines with hose clampspreviouslyremoved.

2. Connectelectricalwiring to theirproper positions.
3. Installany panels,cowls, or otherhardware removed.
REMOVAL OF CHECK VALVE
1. Removecenter instrumentpanel for accessto check valve.

2. Removeclamps securingvalve in position.Removelines from valve.
3. Removecheck valve.
INSTALLATIONOF CHECK VALVE
1. Installnew valve.
2. Connectand securelines to valve.
3. Replacecenter instrumentpanel. Reinstallotherhardwareremoved.
REMOVAL OF VACUUM REGULATOR
1. Removeor hand copilot's instrumentpanel to gain accessto regulator.

2. Disconnectall lines from vacuumregulator.
3. Removevacuumregulator.
INSTALLATIONOF VACUUMREGULATOR
1. Installvacuum regulator.
2. Connectall lines to vacuum regulator.
3. Replacecopilot's instrumentpanel and other hardware removed. Refer to Chapter 37, in this manual, for
adjustmentprocedure.
36-10-00
Page7
4D4
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF GYRO CENTRAL AIR INLET FILTER
1. Remove or hang copilot's instrumentpanel to gain accessto inlet filter.

2. Disconnectlines from inlet filter.
3. Remove inlet filter by removingcentralretainingbolt retainingfilter to bracket.
INSTALLATION OF GYRO CENTRAL AIR INLET FILTER
1. Install centralair filter in position. Securewith washerand nut previouslyremoved.

2. Connect all lines to inlet filter.
PROOF PRESSURE AND LEAKAGE TEST OF PNEUMATIC LINES (PA 42) PPS60070
- CAUTION-
PRIOR TO PERFORMING THE PROOF PRESSURE AND

LEAKAGE TEST, PERFORM THE STATIC SYSTEM TESTS
IN CHAPTER 34, IN THIS MANUAL, TO ENSURE NO PITOT-
STATIC SYSTEM LEAKS EXISTS. CONDUCTING CABIN
PRESSURE TESTS WITH A LEAKING PITOT-STATIC
SYSTEM COULD DAMAGE DELICATE INSTRUMENTS.
1. Remove upper and lower enginecowlingfrom left engine.(Describedin Chapter71, this manual.)
2. Disconnectengine bleed air lines at bleed air shutoffvalve outlet on the left hand side of engine and at the
inlet of intercoolerinlet hose. (Figure 36-2).
3. Connect nitrogen bottle with regulator (range 0-500 psig), a pressure gauge (0-500 psig), and a manual
shutoffvalve (0-500psig) to disconnectedlines. (Figure36-2.)
4. Remove ECU accesspanel from forwardleft side of fuselage.
5. Disconnectbleedair supplyline (Figure 36-2)forwardof station57.00 pressurebulkhead.
6. Cap bleed air line.
7. Cap bleed air line at bleed air valve and groundbypassvalve outlet. (Figure36-2.)
8. Removefuselagefloorboardsat F.S. 146.00.
9. Disconnecttwo pneumaticsupplylines to check valvesand cap lines (Figure36-2).
- WARNING
-
BEFORE APPLYING HIGH PRESSURE TO THE SYSTEM,

ENSURE ALL PERSONNEL ARE CLEAR, ALL CONNECTIONS
ARE TIGHT, AND HOSE ENDS ARE SECURED TO ENGINE
MOUNT WITH ROPE OR SAFETY WIRE.
10. Slowlyopen regulatorvalve on nitrogenbottleuntil test pressuregaugereads 300psig (room temperature).
11. Apply nitrogen pressureat 300 psig (room temperature)to disconnectedprimary and secondarybleed air
lines in left nacellefor 5 minutes(Figure36-2).
12. Conduct a complete inspection of bleed air and pneumatic supply ducting (including bleed air/ram air
intercooler)for leakageand deformation.
13. Componentsshowingpermanentdeformation(indicatedby loosened mounts, clamps, or distorted tubing)
must be replaced.
14. Usingmanualshutoffvalve, close valveto isolatenitrogenbottle from the system.
36-10-00
Page 8
4D5
PIPER AIRCRAFT
PA-42/42-720
15. With test pressureof 300 psig trappedin ducts, monitorgaugefor pressuredrop.
- NOTE -
Pressuredrop can not exceed50 psig over five minutes.

16. Repeat steps 1 thru 15 for right hand supplyducts.
17. Upon completionof test, relieve pressure from system, removenitrogen supply, shutoffvalve and gauge,
reconnectenginebleed air lines, and installcowling.
18. Remove all pressure caps (installed for test only) and test equipment. Reconnectall lines and install all
floorboardsand accesspanelspreviouslyremoved.
PROOF PRESSURE AND LEAKAGE TEST OF PNEUMATIC LINES (PA42-720) PPS60070-1
-CAUTION-
PRIOR TO PERFORMING THE PROOF PRESSURE AND

LEAKAGE TEST, PERFORM THE STATIC SYSTEM TESTS
IN CHAPTER 34, IN THIS MANUAL, TO ENSURE NO PITOT-
STATIC SYSTEM LEAKS EXISTS. CONDUCTING CABIN
PRESSURE TESTS WITH A LEAKING PITOT-STATIC
SYSTEM COULD DAMAGE DELICATE INSTRUMENTS.
1. Removeupper and lower enginecowlingfrom left engine.(Describedin Chapter 71, this manual.)
2 On left and right sides, disconnectengineprimarybleed air line at bleed air shutoffvalve and groundbypass
valve outlets. Disconnectsecondarybleed air line from ground bypasslines. (Figure36-2.)
3. Connect nitrogen bottle with regulator (range 0-500 psig), a pressure gauge (0-500 psig), and a manua
shutoffvalve (0-500 psig)to disconnectedlines. (Shownin Figure 36-2.)
4. Connectnitrogenbottle with regulator(range0-500psig), pressuregauge(0-500 psig), and a manual
shutoff valve (0-500 psig) to disconnectedprimaryand secondarybleed air lines in left nacelle(Figure 36-
2)
5. RemoveECU access panel from forwardleft side of fuselage.
6. Disconnectbleed air supplyline (Figure36-2)forwardof station57.00 pressurebulkhead.
7. Disconnectthe secondarybleed air line from the emergencypressurizationshut - off valve in the right hand
wingroot and cap the line.
8. Cap bleed air line at bleed air valve and groundbypassvalve outlet. (Figure36-2.)
9. Removefuselage floorboardsat FS 146.00.
10. Disconnecttwo pneumaticsupplylines to checkvalves and cap lines (Figure36-2).
- WARNING -
BEFORE APPLYING HIGH PRESSURE TO THE SYSTEM,

ENSURE ALL PERSONNEL ARE CLEAR, ALL CONNECTIONS
ARE TIGHT, AND HOSE ENDS ARE SECURED TO ENGINE
MOUNT WITH ROPE OR SAFETY WIRE.
36-10-00
Page 9
4D6 Reissued: December 31,1989
4D6
PIPER AIRCRAFT
PA-42/42-720
11. Slowlyopen regulatorvalve on nitrogenbottle until test pressuregauge reads 300 psig (roomtemperature).
12. Apply nitrogen pressure at 300 psig (room temperature)to disconnectedprimary and secondarybleed air
lines in left nacelle for 5 minutes(Figure36-2).
13. Conduct a complete inspection of bleed air and pneumatic supply ducting (including bleed air/ram air
intercooler)for leakageand deformation.
14. Componentsshowingpermanentdeformation(indicatedby loosened mounts, clamps, or distorted tubing)
must be replaced.
15. Using manual shutoffvalve,close valveto isolatenitrogenbottle from the system.
16. With test pressureof 300 psig trappedin ducts, monitorgaugefor pressuredrop.
-NOTE-
Pressuredrop can not exceed 50 psig over five minutes.

17. Repeat steps 1thru 16 for righthand supplyducts.
18. Upon completionof test, relieve pressure from system, remove nitrogen supply, shutoffvalve and gauge,
reconnectenginebleed air lines,and install cowling.
19. Remove all pressurecaps (installed for test only) and test equipment. Reconnect all lines and install all
floorboardsand accesspanelspreviouslyremoved.
36-10-00
Page 10
Reissued:December31,1989 4D7
PIPER AIRCRAFT
PA-42/42-720
1. ENGINE BLEED AIR PORT

2. BLEED AIR SHUTOFF VALVE
3. REGULATED NITROGEN SUPPLY
4. MANUAL SHUTOFF VALVE (TEST ONLY)
5. PRESSURE GAUGE (TEST ONLY)
6. INTERCOOLER
7. PRESSURE REGULATOR AND SHUTOFF VALVE
8. PNEUMATIC SUPPLY LINES
9. BLEED AIR VALVES
10. PRESSURE CAP
11. CHECK VALVES
Figure 36-2. Proof Pressure and Leakage Test Setup (PA-42)

36-10-00
Page 11
4D8
PIPER AIRCRAFT
PA-42/42-720
7 6
1. ENGINE BLEED AIR PORTS

2. BLEED AIR SHUTOFF VALVE
3. GROUND BY PASS
4. PRESSURE GAUGE (TEST ONLY)
5. MANUAL SHUTOFF (TEST ONLY)
6. NITROGEN SUPPLY REGULATOR
7. NITROGEN BOTTLE
8. INTERCOOLER
9. BLEED AIR LINES
10. PNEUMATIC SUPPLY LINES
11. CHECK VALVES
12. PRESSURE CAPS
Figure 36-2. Proof Pressure and Leakage Test Setup (continued) (PA-42-720)
36-10-00
Page 12
4D9
PIPER AIRCRAFT
PA-42/42-720
ENGINE LEFT SIDE
PRESSURE LEFT SIDE - FORWARD FUSELAGE
Figure 36-2. Proof Pressure and Leakage Test Setup (continued)

Reissued: December 36-10-00
31,1989

PIPER AIRCRAFT
PA-42/42-720

36-10-00
Page 14
4D 1
CHAPTER
VACUUM
4D14
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 37 - VACUUM
SYSTEM GRID
37-00-00 GENERAL 4D16
37-00-00 Description 4D16
37-10-00 DISTRIBUTION 4D17
37-20-00 INDICATING 4D18
37-20-00 Vacuum System Test 4D18
37-20-00 Vacuum Regulator Adjustment 4D19
37-20-00 Instruments Removal 4D19
37 - Cont/ Effect.
Page- 1
4D15
PIPER AIRCRAFT
PA-42/42-720
GENERAL
DESCRIPTION
The gyro-vacuum system functions by bleed air being forced through a venturi device called an ejector. As the
primary bleed air flow is forced through the ejector, a decrease in pressure develops providing the secondary
flow. The secondary flow acts as the source of air to the system. (Shown in Figure 37-1.)
The inlet for secondary flow is located behind the instrument panel. Attached to the inlet, a filter cleans air
down to 0.3 micron particles with a 99% efficiency.
The vacuum is controlled on the vacuum side of the instruments by a vacuum regulator and check valve. The
regulator maintains vacuum between 4.5 and 5.2 inch mercury, relative to cabin pressure. On the vacuum side of
the regulator, a check valve is built into the line, preventing reverse flow to gyro instruments.
The vacuum system operates the pilots turn and bank indicator. A suction gauge, located on the lower left of
the pilot's instrument panel, indicates negative pressure in the vacuum system.
TROUBLESHOOTING
CHART 3701. TROUBLESHOOTING (VACUUM SYSTEM)

Suction Gauge - pressure Blocked bleed air Remove Ejector and blow
drop. (Pressure Gauge - nozzle to Ejector fails. out nozzle.
may increase.) Pilot's turn
and bank becomes Check Valve fails closed. Replace Check Valve.
inaccurate.
Vacuum Regulator fails Replace Regulator and/
open or closed, or the or clean Inlet Filter.
inlet filter is clogged or
blocked.
Tubing from Ejector to Repair or replace Tubing.

vacuum regulator failed
open or closed.
Specific vacuum instruments The tubing to the specific Replace or repair tubing.
tumble. instruments failed open
or closed.
37-00-00
Page 1
4D16
PIPER AIRCRAFT
PA-42/42-720
DISTRIBUTION
Figure 37-1 give a firm schematic description of how the vacuum system is arranged in the aircraft.
PILOTS TURN AND BANK INDICATOR
1 X~ INLET FILTER
SUCTION GAUGE DIRECTIONAL GYRO
PRESSURE GAUGE GYRO HORIZON
VACUUM REGULATOR
(4.2 TO 5.2 IN.H.G
VACUUM LINE TO CABIN PRESSURE
2. BLEED AIR CHECK AND SHUTOFF VALVE

3. INTERCOOLER
4. BLEED AIR OVERTEMPERATURE SWITCH (N.O.)
5. PRESSURE SWITCH (N.O.) 17 + 1 PSI
6. PNEUMATIC SYSTEM CHECK VALVE
Figure 37-1. Vacuum System Schematic

37-10-00
Page 1
4D1
4D17
PIPER AIRCRAFT
PA-42/42-720
INDICATING
VACUUM SYSTEM TEST (Figure 37-2)
1. Remove seats, carpeting, and floor panels on the right side of fuselage, between F. S. 117.88 and F. S. 162.0.
2. Disconnect the hose to the cabin pressure control system from the tee behind the co-pilots instrument panel.
Plug the port on the tee.
3. Disconnect vacuum supply line at the vacuum ejector under the cabin floorjust forward of F. S. 151.30.
4. Connect a vacuum pump which produces at least 20 in. Hg suction, a gauge, and shutoff valves in line with
the vacuum supply tubing from the gyros. (Figure 37-2.)
- NOTE -
To eliminate the effects of instrument case and valve leakage during

the system leak test, disconnect the hoses at the inlet and outlet of
each gyro, the suction gauge and the turn and bank adjustment valve.
Connect the two hoses from each instrument and the valve using a
piece of tubing beaded on each end and secure.
5. Attain a vacuum of 20 in. Hg on the test gauge.
6. Maintain a vacuum pressure of 20 in. Hg on the test gauge. Close both test shutoff valves. The suction
gauge can not decrease more than 1 in. Hg over 5 minutes. If the system does not hold the vacuum, check
for leaks.
7. Reinstall all lines, floor panels, seats and hoses removed or capped for this test.
SUCTION GAUGE
T.& B. ADJUSTMENT VALVE
TEST VACUUM GAUGE
0-30 IN.H.G.
CENTRAL AIR FILTER
TEST VACUUM
SHUTOFF REGULATOR
TO VALVE CHECK ALVE
VACUUM
PUMP -D.G.
(0-30 IN. DISCONNECT HOSE CAP
(0-30 IN. TO CABIN PRESSURE
H.G.) DISCONNECT CONTROL SYSTEM
TUBING AT AT THIS PORT AND
VACUUM PLUG PORT
EJECTOR A.G.
GYRO INSTRUMENTS
Figure 37-2. Vacuum System Test Setup

37-20-00
Page
4D18
PIPER AIRCRAFT
PA-42/42-720
VACUUMREGULATORADJUSTMENT
-NOTE-
Do not adjustvacuumregulatorwithoutchangingthe centralair filter.

Centralair filter must be changedevery 50 hours.
1. Start engines and turn ON left and right bleed air switches.
2. With one engine powereddown,set the other at 75% Ng. Checkvacuumgauge readingand adjustvacuum
regulator,if necessary,for not less than 4.5 in. Hg.
-NOTE-
Early PA-42 model vacuum regulators are located behind copilot's

instrument panel. Later model locations are above copilot's rudder
pedals.
3. Observing proper safety precautions, advance power on both engines to a minimum 90% and ensure
vacuum gauge reads 5.4 in. Hg minimum. Adjust vacuum regulatoraccordingly,reduce power and repeat
step 2.
4. After establishingaboveparameters,applysufficientpower establishinga pressuregauge reading of 16-20
psig. Cycle deicer boots and ensure gyro vacuum indicatesa steady4.5 in. Hg, after deicer boot cycle is
turned OFF.
5. If adjustmentsof the pneumaticsystem are required,refer to Chapter36, this manual.
INSTRUMENTS REMOVAL
Referto Chapter34, this manual, for instrumentremovalinstructions.
POPPET RAGMASSEMBLY
SEAT
VACUUM AIR FROMGYRO

SOURCE
ADJUSTINGSCREW
Figure 37-3. Vacuum Regulator

37-20-00
Page 2
4D19
PIPER AIRCRAFT
PA-42/42-720

37-20-00
Page 03
4D20
CHAPTER
ELECTRICAL/ELECTRONIC
PANELS
4D23
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 39 - ELECTRICAL/ELECTRONIC PANELS
SYSTEM GRID
39-10-00 INSTRUMENT AND CONTROL PANELS 4E2

39-10-00 Instrument Panel 4E2
39-10-00 Instruments 4E2
39-10-00 Removal and Installation of Panel Mounted Instruments 4E2
39-10-00 Removal of Bezel Mounted Instruments 4E2
39-10-00 Removal of Clamp Mounted Instruments 4E2
39-10-00 Installation of Bezel Mounted Instruments 4E2
39-10-00 Installation of Clamp Mounted Instruments 4E2
39-10-00 CIRCUIT BREAKER PANELS 4E4
39-10-00 Main Circuit Breaker Panel 4E4
39-10-00 Removal of Main Circuit Breakers 4E4
39-10-00 Installation of Main Circuit Breakers 4E4
39-10-00 Testing of the Electrical Power Distribution System 4E5
39-10-00 Auxiliary Circuit Breaker Panels 4E8
39-10-00 Removal of Auxiliary Panel Circuit Breaker
(Plug-in-Type) 4E8
39-10-00 Installation of Auxiliary Panel Circuit Breaker
(Plug-in-Type) 4E8
39-10-00 Removal of Circuit Breaker 4E8
39-10-00 Installation of Circuit Breaker 4E8
39-10-00 OVERHEAD ENGINE CONTROL SWITCH PANEL 4E10
39-10-00 Removal of Engine Control Panel Switch 4E10
39-10-00 Installation of Engine Control Panel Switch 4E10
39-10-00 OVERHEAD METER AND SWITCH PANEL ASSEMBLY 4E12
39-10-00 Rocker Switch Removal 4E 12
39-10-00 Rocker Switch Installation 4E12
39-10-00 Electrical Gauge Removal 4E12
39-10-00 Electrical Gauge Installation 4E12
39-10-00 ELECTRIC OUTSIDE AIR TEMPERATURE GAUGE 4E14
39-10-00 Removal and Installation of OAT Gauge 4E14
39-10-00 Removal and Installation of OAT Probe 4E14
39-10-00 DIMMER CONTROL ASSEMBLY 4E14
39-10-00 Removal of Dimmer Control Assembly 4E14
39-10-00 Repair of Dimmer Control Assembly 4E14
39-10-00 Installation of Dimmer Control Assembly 4E17
39 - Cont/ Effect.
Page- 1
4D24
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 39 - ELECTRICAL/ELECTRONIC PANELS (cont)
CHAPTER
SECTION GRID
SUBJECT SUBJECT NO. EFFECTIVITY
39-10-00 INSTRUMENT AND CONTROL PANELS (cont)

39-10-00 Clock 4E17
3 9-10-00 Control Wheel Mounted Clock (Optional) 4E17
39-10-00 Removal and Installation of Control Wheel
Mounted Clock 4E17
39-20-00 ELECTRICAL AND ELECTRONIC EQUIPMENT RACKS 4E24

39-20-00 Electrical Components Locations on Electrical Panels 4E24
39-20-00 AVIONICS BAY 4E24
339-20-00 Avionics Shelves 4E24
3 9-20-00 Electroluminescent Panel Power Supply 4E24
339-20-00 Removal of Electroluminescent Power Supply 4E24
3
39-20-00 Installation of Electroluminescent Power Supply 4E24
339-20-00 Removal of Annunciator Controller 4E24
339-20-00 Installation of Annunciator Controller 4E24
39 - ContJ Effect.
Page - 2
4E1
PIPER AIRCRAFT
PA-42/42-720
GENERAL
The PA-42 includes panel mounted instruments and gauges, providing the flight crew with continual monitoring
of engine performance, flight characteristics, and other miscellaneous functions. In addition, an annunciator
panel, mounted at the center of the glare shield, provides the crew with visual warning and advisory indications
of aircraft system functions. Engine power levers, propeller pitch, engine start controls, elevator trim, aileron
trim, rudder trim wheels, and the main circuit protection panel are mounted on a pedestal located at bottom center
of instrument panel. Located on the left and right sides of crew compartment are plastic circuit protection panels
with electroluminescent lighting. An overhead panel contains engine control switches and miscellaneous system
switches and gauges.
INSTRUMENT AND CONTROL PANELS
INSTRUMENT PANEL (Figure 39-1)
The instrument panel consists of three upper metal panels and four electroluminescent plastic lower panels.
The upper right and upper left panels contain a flight instrument grouping and a clock. The center panel contains
power plant instruments and other related gauges. The four lower panels contain various switches, controls,
warning lights, and gauges for monitoring and controlling aircraft functions. Refer to Chapter 23 in this manual
for avionics installations.
INSTRUMENTS
The instruments of PA-42 are either electrical or non-electrical. Maintenance must be performed by a certified
repair station or instrument manufacturer. Make adjustments where specified.
REMOVAL AND INSTALLATION OF PANEL MOUNTED INSTRUMENTS
REMOVAL OF BEZEL MOUNTED INSTRUMENTS
1. Ensure master switch is off.
2. Remove screws securing individual instrument panel. Carefully pull the panel off.
3. Disconnect attaching lines or wires from instrument.
4. Remove screws securing instrument to panel. Remove instrument from panel.
REMOVAL OF CLAMP MOUNTED INSTRUMENTS
1. Ensure master battery switch is off.
2. Rotate clamp actuating screw counterclockwise to loosen clamp securing instrument in panel.
3. Withdraw instrument from panel. Disconnect any attaching lines or electrical wires.
INSTALLATION OF BEZEL MOUNTED INSTRUMENTS
1. Place instrument into position on back side of panel. Secure with screws.
2. Attach appropriate lines or electrical wiring.
3. Place panel into position. Secure with screws.
INSTALLATION OF CLAMP MOUNTED INSTRUMENTS
1. Connect lines or electrical wiring previously removed.
2. Insert instrument into appropriate opening in instrument panel.
3. Rotate clamp actuating screw clockwise; tighten clamp around instrument case.
39-10-00
Page 1
4E2
PIPER AIRCRAFT
PA-42/42-720
52
51
1. CLOCK 27. STATICSOURCESELECTOR

2. BETALIGHTS(PA-42ONLY) 28. OXYGENCONTROL
3. TURNAND BANKINDICATOR 29. EMERGENCYGEAR DOWNSWITCH
4. AIRSPEEDINDICATOR 30. OXYGENSUPPLYGAUGE
5. MARKERBEACONS 31. DME
6. DIRECTIONALGYRO 32. DUALFUEL QUANTITY
7. ATTITUDEGYRO 33. PARKINGBRAKEHANDLE
8. RATEOF CLIMBINDICATOR 34. GEARPOSITIONSELECTOR
9. ALTIMETER 35. "Q" SENSOROVERRIDESWITCH
10. MASTERWARNSWITCH 36. GEARINDICATORLIGHTS
11. ANNUNCIATOR TEST SWITCH 37. GEARWARNMUTESWITCH
12. ENGINEGAUGES 38. POWERLEVERS
13. AUDIO SELECTORPANEL 39. FUEL PRESSUREINDICATOR
14. COMM. INSTALLATION 40. PROPELLERLEVERS
15. SWITCHPANEL 41. CONDITIONLEVERS
16. ANNUNCIATORDISPLAY 42. FLAPTEST SWITCH
17. RADAR 43. FLAP POSITIONINDICATOR
18. WINDSHIELDWIPERCONTROL 44. TRANSPONDER
19. FUELTOTALIZER 45. FLAPPOSITIONSELECTOR
20 PNEUMATICSYSTEMPRESSUREGAUGE 46. CABINALTITUDECONTROLLER
21 PROPSYNCHROPHASER CONTROL 47. CABINRATEOF CHANGEGAUGE
22. GYRO VACUUMGAUGE 48. CABINALTITUDEGAUGE
23. STALLRECOGNITIONSWITCH 49. CABINPRESSURIZATION TEST/DUMPSWITCH
24. FIREWARNINGLIGHTS& SWITCHES 50. CABINAIR CONTROLLEVER
25. ENGINEDEICETEST SWITCH 51. CABINCOMFORTPANEL
26. RMI 52. WINDSHIELDDEFOGCONTROLLEVER
53. NAV.INSTALLATION
Figure 39-1. Instrument Panel (Typical)

39-10-00
Page 2
4E3
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE
MANUAL
CIRCUIT BREAKER PANELS
MAIN CIRCUIT BREAKER PANEL
The main circuit breaker panel is located on pedestal at the center of the flight compartment. It contains 50, 60
(PA-42only), 100, and 200 amp circuitprotectorsprovidingoverloadprotectionfor various aircraftcircuits.
REMOVAL OF MAIN CIRCUIT BREAKERS (Figure 39-2)
1. Ensuremaster batteryswitch is off and batteryis disconnected.

2. Removecoverassemblyfrom circuitbreakerpanel at base of pedestal(Figure 39-2).
3. Removescrew securingcircuitbreakerto circuitbreakerpanel. Removecircuitbreakerfrom panel.
4. Removescrew securingelectricalwire to circuitbreaker.
INSTALLATION OF MAIN CIRCUIT BREAKERS (Figure 39-2)
1. Ensurebattery masterswitch is off and batteryis disconnected.

2. Positionrequiredwires at circuit breakerterminals. Securewith screws.
3. Positioncircuitbreakerin circuit breakerpaneland securewith screw.
4. Install coverassembly.
1. PANELSCREWS
2. CIRCUITBREAKERPANEL
3. LOCKINGTABS
4. CIRCUITBREAKERATTACHMENT
SCREWS
5. TERMINALSCREW
6. COVERASSEMBLY
Figure 39-2. Main Circuit Breaker Panel (PA-42 Only)

39-10-00
Page 3
4E4
PIPER AIRCRAFT
PA-42/42-720
TESTING OF THE ELECTRICAL POWER DISTRIBUTION SYSTEM
The followingElectricalPower DistributionSystem (Diodesand Circuit Breaker Wiring)tests are required at

each 100 hour inspection.
1. Check for an open circuitin bus diode and wiring interconnectas follows:
a. Apply dc powerusing either aircraftenginesor externalpower.
b. Pull left main bus (circuit breaker A) and ensure equipment powered by left main bus continues to
function.
(1) If left main bus power is lost, diode B or circuitbreakeron wire P1B4 is broken, must be replaced
or reset.
(2) If left main bus power is still present, then wiring and circuit breaker are intact, and diode B is
either good or may be shorted (see followingsystemtest for shorteddiodes).
c. Push ON left main bus circuit breaker A, pull OFF left main circuit breaker D, ensure equipment
poweredby leftmain bus continuesto function.
(1) If left main bus power is lost, then diode A on left main bus connectingwire P1A-4, or circuit
breakerA is open and must be replaced.
(2) If left main bus power is still present, wiring and circuit breaker are intact and diode A is either
good or shorted.(See followingsystem testfor shorteddiodes.)
d. Repeat stepsb and c, alternatingbus bar circuitbreakersC and F and B and E, to completelycheck all
redundantinterconnectsbetweenrightmain and essentialbuses.
2. Test for shorted diodesas follows:
a. Start left engineonly and run at approximately68% N1, with all circuitbreakerspushed ON.
b. Place left generatorswitch to the ON position.
c. Place master batteryswitch to the ON position.
d. Pull OFF rightgeneratorbus tie circuit breakerH.
e. Pull OFF rightmain and essentialbus circuitbreakersC and B.
f. Ensureequipmentpowered by essential and right mainbuses is inoperative.
-NOTE-
If essential and right main bus power still exists, diodeB on left main
bus is shorted.
g. Reset circuitbreakerB, and pull OFFcircuit breakerA and C of left and right main buses.
h. Ensure equipmenton left and rightmain busesis inoperative.
- NOTE-
If left and right main bus power still exists, diode G on essential bus
is shorted.
i. Reset breakerC, and pull OFF circuitbreakersA and B.
j. Ensure equipmenton left main and essentialbusesis inoperative.
- NOTE-
If left main and essentialbus power still exists, diode D on right main
busis shorted.
k. Reset all breakers;start right engineand shutdownleft engine.
1. Repeat above procedure for right generator system by pulling OFF the left generator bus tie circuit
breaker G. Repeat above steps with right generatorbus breakersE, F, and D tied to test diodes A, C,
and F.
39-10-00
Page 4
4E5
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE
MANUAL
RIGHT CIRCUIT BREAKER PANEL
1. HOURMETER
2. SURFACEDEICEWARNLIGHTS
3. MAINC/B ELECTROLUMINESCENT PANEL
4. NONESSENTIAL C/B ELECTROLUMINESCENT
PANEL
5. AVIONICSC/B ELECTROLUMINESCENT PANEL
Figure 39-3. Typical Circuit Breaker Panel

39-10-00
Page 5
4E6
PIPER AIRCRAFT
PA-42/42-720
1. LEFT PITOTHEATINDICATINGLIGHT
2. RIGHTPITOTHEATINDICATINGLIGHT
3. STALLWARNINGHEAT INDICATINGLIGHT
4. PROP/INLETDEICESELECTORSWITCH
5. AMP METER
6. ELECTROLUMINESCENT PANELFOR
LEFTMAINC/B BUS
ESSENTIALC/B BUS
115VAND 25V"AC"CIRCUITBREAKERS
LEFT CIRCUITBREAKERPANEL
Figure 39-3. Typical Circuit Breaker Panel (continued)

39-10-00
Page 6
4E7
PIPER AIRCRAFT
PA-42/42-720
AUXILIARY CIRCUIT BREAKER PANELS (Figure 39-3)
The auxiliarycircuit breaker panels are attached to mountingbrackets on the right and left of the instrument
panel. The circuitbreakersallowthe crew to isolate individualelectricalsystemsin the event of trouble.
The right auxiliarycircuitbreakerpanel assemblyconsistsof three individualpanels. The top panelcontains an
engine hour meter, a prop/inletde-ice ground test switch, wing and tail surfacede-ice indicator lights, and the
right main circuit breakers. The center panel containsnon-essentialbus circuit breakers,and the bottom panel
containsavionicscircuitbreakers.
The left auxiliarycircuit breaker panel assemblyconsists of three individualpanels. The top panel contains
indicatorlights for left pitot heat, right pitot heat and stall warningheat, prop/inletde-ice switch, ammeter,and
the left main circuit breakers. The center panel contains essential bus circuit breakers, and the lower panel
containsthe ac circuitbreakers.
All panels are electroluminescentplastic, and circuitbreakersare wood electric,plug-intype. Breakersused in
the ac circuitbreakerpanel are wood electriccircuitbreakerswith threadedterminals.
REMOVAL OF AUXILIARY PANEL CIRCUIT BREAKER (PLUG-IN TYPE)
1. Removedesiredcover panel from auxiliarycircuitbreakerpanel.

2. Unplugdesiredcircuitbreakerfrom bus bar.
INSTALLATION OF AUXILIARY PANEL CIRCUIT BREAKER (PLUG-IN TYPE)
1. Ensurecircuitbreakeris the correctamperage.

2. Plug circuitbreakerinto bus bar.
3. Replacecoverpanel.
REMOVAL OF CIRCUIT BREAKER (Figure 39-4)
1. Remove panel cover from ac circuit breaker panel.

2. Remove two screws securing circuit breaker support bracket. Withdraw support bracket from panel
assembly with circuit breakers attached.
3. Remove screw securing bus bar to circuit breaker.
4. Remove screw securing wire to circuit breaker.
5. Remove locknut securing circuit to support bracket. Remove circuit breaker from bracket.
INSTALLATION OF CIRCUIT BREAKER (Figure 39-4)
1. Placecircuitbreakerinto supportbracket. Securewith locknut.

2. Attachwire to circuitbreakerterminalwith screw.
3. Attachbus bar to circuitbreakerterminalwith screw.
4. Position supportbracket to panel assemblywith screws.
5. Positioncover panel and secure with screws.
39-10-00
Page 7
4E8 4E8 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
INCIRCUIT
BREAKER
2
INSULATORPLATE
.6
5
3
LEFTAUXILIARY
CIRCUIT
BREAKERPANEL
1. C/B TERMINAL- SCREW ATTACHMENT

2. AC BUS
3. CONVENTIONAL FRONT MOUNTED
CIRCUITBREAKER
4. INSULATOR/AC BUS MOUNTINGHARDWARE
5. MOUNTINGPLATEFOR AC C/B'S
6. C/B LOCKNUTAND WASHER
Figure 39-4. Circuit Breaker Installation (Left-Typical)

39-10-00
Page 8
4E9
PIPER AIRCRAFT
PA-42/42-720
OVERHEADENGINECONTROLSWITCHPANEL (Figure 39-5and Figure 39-6.)
REMOVALOF ENGINECONTROLPANELSWITCH
1. Remove screwssecuringcoverpanel to switchpanel. Removecoverpanel.

2. Removescrewssecuringswitchto panel assembly.
3. Removewire connectorfrom switch.
INSTALLATION OF ENGINE CONTROL PANEL SWITCH
1. Attach wire connector to switch.

2. Place switch in panel assembly.Securewith two screws.
3. Place cover panel on switchpanel. Securewith screws.
1 2
1. REVERSELOCKOUTTEST 7. BLEEDAIR (LEFT) 13. IGNITION(RIGHT)

2. LEFT H.T.G.RESET 8. FUELPUMP(LEFT) 14. FUEL PUMP(RIGHT)
3. RIGHTH.T.G.RESET 9. IGNITION(LEFT) 15. BLEEDAIR (RIGHT)
4. ELECTROLUMINESCENT LAMP 10. STARTER(LEFT) 16. OIL COOLER(RIGHT)
5. ICE PROTECTION(LEFT) 11. PANELLIGHTS 17. ICE PROTECTION(RIGHT)
6. OIL COOLER(LEFT) 12. STARTER(RIGHT)
Figure 39-5. Overhead Engine Control Switch Panel (PA-42))

39-10-00
Page 9
4E10
PIPER AIRCRAFT
PA-42/42-720
a. OIL COOLERDOOR 1. EXTERNALLIGHTINGSWITCHES

b. ICE PROTECTION 2. DEICESYSTEMSWITCHES
c. BLEEDAIR 3. LEFT ENGINESWITCHES
d. FUEL PUMP 4. RIGHTENGINESWITCHES
e. AUTOIGNITION 5. STARTERDISENGAGESWITCHES
f. STARTER/GENERATOR 6. BATTERYMASTERSWITCH
7. LEFT GENERATOR AMMETER
8. RIGHTGENERATOR AMMETER
9. VOLTMETER
12. MAP LIGHTAND SWITCH
14. NO SMOKING,SEATBELT,AND DOMELIGHTSWITCHES
15. DOMELIGHT
16. FLUORESCENT LIGHTSDIMMINGSWITCH
17. FIXEDDIMMINGSWITCH
Figure 39-6. Overhead Switch and Meter Panel (PA-42-720 Model)

39-10-00
Page 10
4E11
PIPER AIRCRAFT
PA-42/42-720
OVERHEAD METER AND SWITCH PANEL ASSEMBLY (Figure 39-7)
The overhead meter and switch panel assembly contains three removable switch panels made of
electroluminescentplastic, three bezel mounted electricalgauges, a seat belt light switch, a dome light switch,
and a no smokinglight switch.
ROCKER SWITCH REMOVAL
1. Remove four screwssecuringface panel. Pull panel away from panel assembly.
2. Remove wiresfrom terminalson back of switch.
-NOTE-
To facilitateinstallation,makea sketchof the wire locationon switch.

3. Removeswitchfrom face panel.
ROCKER SWITCH INSTALLATION
1. Position switch in face panel and press into place.

2. Connect wires to terminals on rear of switch.
3. Position face panel on panel assembly. Secure with screws previously removed.
ELECTRICAL GAUGE REMOVAL
1. Remove screws securing overhead meter, switch panel assembly, and lower assembly until electrical gauges
are accessible.
2. Disconnect wiring from back of gauge.
3. Remove screws securing gauge to panel; remove gauge.
ELECTRICAL GAUGE INSTALLATION
1. Place gauge in position on back of panel assembly. Secure with screws.

2. Connect wiring to back of gauge.
3. Position panel assembly and secure with screws.
39-10-00
Page 11
4E12 4E12 Reissued:December31, 1989
PIPER AIRCRAFT
PA-42/42-720
SEAT DOME NO
SKETCH B
BATTERY
MASTER
EXTERNAL LIGHTS
SKETCHC SKETCHE
igure 39-7. Overhead Meter and Switch Panel Assembly

39-10-00
Page 12
4E13
PIPER AIRCRAFT
PA-42/42-720
ELECTRIC OUTSIDE AIR TEMPERATURE GAUGE (Figure 39-9)
Certain PA-42 aircraft contains an electric OAT gauge in addition to the standard OAT gauge. In this
installation, the OAT gauge is mounted in the copilot's instrument panel, and the temperature probe is installed
forward of fuselagestation 35.00,below the avionicsaccesspanel.
REMOVAL AND INSTALLATIONOF OAT GAUGE
Refer to Removaland Installationof Panel MountedInstruments,Chapter39, this manual.
REMOVAL AND INSTALLATIONOF OAT PROBE
1. Removeavionicscompartmentaccesspanel.
2. Ensure electricalpower is off and OATcircuitbreakeris pulled.
3. Gain accessto probe, removesafetywire and connector.
4. Place a wrench on the nut securing probe to the fuselage. With a backup wrench holding the probe
stationary,loosen and removenut from probe. The probe can now be removed.
5. To install reversethe removalprocedure.
DIMMER CONTROL ASSEMBLY
The dimmer control assembly is located in the forward baggage compartment area. On PA-42, S/N's 42-
7801001, 42-8001001, 42-8001002, and 42-8001004 thru 42-8001006, the dimmer control is located behind the
upper left comer (when facing aft) access panel, on the baggage compartment's aft bulkhead. On PA-42, S/N's
42-7801003 and 42-8001007 and up, the dimmer control is located on the underside of the floorboard access
panel at the aft left comer (when facing forward) of the forward baggage compartment.
REMOVAL OF DIMMER CONTROL ASSEMBLY
1. Removeelectricalpower from aircraftby disconnectingbattery. Open baggagecompartmentdoor.

a. For S/N's 42-7801001, 42-8001001, 42-8001002, and 42-8001004 thru 42-8001006, proceed as
follows:
(1) Remove accesspanel locatedin the upper left comerof the aft bulkhead.
(2) Removeelectricalconnectorfrom dimmercontrol.
(3) Removefour screwssecuringdimmercontrol to panel and remove.
b For S/N's 42-7801003,42-8001007and up, proceedas follows:
(1) Raise floor liner in the aft left comer (whenfacingforward)of baggagecompartment.
(2) Removescrewssecuringaccesspanel.
(3) Lift accesspanel. Disconnectelectricalconnectorfrom dimmer control.
(4) Remove mountingscrews securing dimmercontrol to accesspanel. Separate panel from dimmer
control.
REPAIR OF DIMMER CONTROL ASSEMBLY
Replacement parts are ordered from the Parts Manual. See Figure 39-8 for dimmer control circuitry.
39-10-00
Page 13
4E14
PIPER AIRCRAFT
PA-42/42-720
CONN E494
FIXEDDIM.
AVIONICSDIM.
CTR. PNL.
CONTROL
CTR. PNL.
28 VDC 22
R. PNL
CONTROL
R.H. PNL.
28 VDC 21
PLACARD
CONTROL
PLAC
28 VDC
FIXEDDIM.
L. PNL.
CONTROL
L.H. PNL.
28 VDC
ALLTRANSISTORSARE MOTOROLA2N6282
0 39-10-00
Page 14
Figure 39-8. Dimmer Control Assembly

4E15
PIPER AIRCRAFT
PA-42/42-720
CO PILOTSINSTRUMENTPANEL
ELECTRIC0. A. T. GAUGE
COPILOTSINSTRUMENT
PANEL
TO CONN. A301
AT F.S. 57.00
- WIRERPOATTO CB44
ON NON-ESSENTIAL
BUSC.B. PANEL
O. A. T. GAUGE INSTALLATION
FUSELAGE
TO CONN A4021
AT F.S. 57.00
' WIRE RGOAT

TO GROUNDBLOCK
Figure 39-9. Electric Outside Air Temperature Gauge (Optional)
39-10-00
Page 15
4E16
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF DIMMER CONTROL ASSEMBLY
1. Installation.
a. For S/N's 42-7801001, 42-8001001, 42-8001002, and 42-8001004 thru 42-8001006, proceed as
follows:
(1) Positiondimmercontrolon panel assembly.Securewith appropriatehardware.
(2) Reconnectelectricalconnectorto dimmercontrol.
(3) Position accesspanel and securewith appropriatehardware.
b. For S/N's 42-7801003,42-8001007and up, proceedas follows:
(1) Position dimmercontrolassemblyon accesspanel.Securewith appropriatehardware.
(2) Connectelectricalconnectorto dimmer controlassembly.
(3) Place accesspanel into positionand secure.
(4) Replacefloorliner.
2. Securebaggagecompartmentdoor.
3. Reconnectbattery and performan operationalcheckof lightingsystem.
CLOCK
The standardclock is an eight day timepiecewith a winding stemlocatedin the lower left hand side of the dial.
Twoclocks,one on the rightfor the copilot and one on the left for the pilot, are mountedon the instrumentpanel.
As an option, a mechanicalor battery-poweredquartz digital clock can be placed in the center of the control
wheels.
CONTROL WHEEL MOUNTED CLOCK (OPTIONAL) (Figure 39-10)
REMOVAL AND INSTALLATION OF CONTROL WHEEL MOUNTED CLOCK (Figure 39-10)
1. Removetwo set screwssecuringclock in controlassembly.

2. To remove clock, pull out from bottom and lower clock assembly,letting lip at to center of clock clear
controlwheel.
3. Removelight assemblyfromback of clockby pullingcarefullyuntil light socketdisengagesfrom clock.
4. To install, reversethe removalprocedure.
39-10-00
Page 16
Reissued:December31,1989 4E17
4E17
PIPER AIRCRAFT
PA-42/42-720
ASTROTECHLC - 6 ASTROTECHLC - 2
ASTROTECHLC - 2
MECHANICALCLOCK CONTROLWHEEL
R. C. ALLEN P/N 16 - 100L - 2
Figure 39-10. OptionalControlWheelClock Installation
39-10-00
Page 17
4E18 4E18 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
1. DIMMERCONTROL 10. RELAYANDCURRENT

2. INVERTER SENSORSHELFASSY.
3. WINDSHIELD
HEATTIMER 12. AUTO-FEATHERCOMPUTER
4. CURRENTSENSOR 12. STALLWARN.COMPUTERS
5. VOLTAGEREGULATOR 13. INVERTER,OVERHEAD
6. STALLWARNINGRESISTOR READINGLIGHTS
7. OVERVOLTAGETESTSWITCH 14. ANNUNCIATORCONTROLLER
8. FLAPCONTROLAMPLIFIER 15. POWERSUPPLY,INST.LIGHTS
9. SURFACEDEICETIMER 16. GEAR/STALLHORN
17. GROUNDWIRES
18. FUSE5 AMP
119. DIODE
S/N 42 - 7800001, 42 - 7800002 AND
42 - 7801004THRU42 - 8001006
VIEW A
S/NS.42 -781003,42-8001007THRU42-8001030
DIMMERCONTROLMOVEDTO FWD.
BAGGAGECOMP.BOTTOMOF - NOTE -
ACCESSCOVER(UNDERFLOOR AUTOFEATHER COMPUTER IN THIS
COVER) LOCATIONON SERIAL NOS. 42-8001054,
42-8001063,42-8001065AND UP
VIEWA
S/N 42 - 7801003AND42 - 801007AND UP
VIEW B 9 VIEWB
S/N 42 - 7800001,42- 7800002
AND 42 - 781004THRU424 - 8001006
Figure 39-11. Electrical Accessory and Relay Shelf Installations (PA-42)
39-20-00
Page 1
4E19
PIPER AIRCRAFT
PA-42/42-720
17
12
VIEW C VIEW D VIEW E
13 14
16
15
VIEW F VIEW G VIEW H
Figure 39-11. Electrical Accessory and Relay Shelf Installations (PA-42) (continued)
39-20-00
Page 2
4E20
PIPER AIRCRAFT
PA-42/42-720
6. 'Q'SENSORRELAYS
12. LEFTAND RIGHTWINDSHIELDHEATTIMERS
3. LEFTAND RIGHTSTARTCONTROLRELAYS
4. LEFTAND RIGHTJET PUMPDISENGAGERELAYS
5. FLAPWARNINGRELAY
6. GEARWARNINGRELAY
7. LEFTAND RIGHTFUEL PUMPRELAYS
8. FLAPCONTROLAMPLIFIER
9. SURFACEDEICETIMER
10. FUELTEMPERATUREMONITOR
26 11. LEFT WINDSHIELDHEATSOLENOIDAND CONTACTOR
12. RIGHTWINDSHIELDHEATSOLENOIDAND CONTACTOR
13. TAXILIGHTSOLENOID
14. LANDINGLIGHTSOLENOID
15. AVIONICS1 AND 2 RELAYS
16. LEFT ANDRIGHTIGNITIONSENSORS
17. LEFT ANDRIGHTPITOTHEATSENSORS
18. AUTOFEATHER COMPUTER
18 19. LEFTAN RIGHTSTALLWARNINGCOMPUTERS
20. LEFTANDRIGHTSTALLVANEHEAT RESISTORS
21. GROUNDFANCONTACTORS
22. ANNUNCIATORCONTROLLER
23. OIL TEMPERATURERELAYS
28 24. STALLWARNINGAND GEARWARNINGHORN
1 25. FUELFLOWSIGNALCONDITIONER
26. DIMMERCONTROLASSEMBLY
27. INVERTERS
28. BLEEDAIR CONTROL
VIEW C
20
Figure 39-12. Electrical Panels and Components Locations (PA-42-720)
39-20-00
Page 3
4E21
PIPER AIRCRAFT
PA-42/42-720
VIEWA
VIEW B VIEWD
16
23
Figure 39-12. Electrical Panels and Component Locations (PA42-720) (continued)
39-20-00
Page 4
4E22
PIPER AIRCRAFT
PA-42/42-720
PROTECTIVE
CHANNEL
BLANKET
SEEVIEW A TRIMSTRIP
ATTACHING
FORAVIONICS
CABLESTHRU
PRESSUREBULKHEAD
VIEW
FEEDTHROUGH
IDENTIFICATIONS 1 2 3
1. COMM.1
2. COMM2
3. MARKERBEACON
4. NAV.
5. RADIOALTIMITERTRNSMITTER
6. RADIOALTIMETERRECEIVER
7. TRANSPONDER1
8. RADIOTELEPHONE
9. DME 1
10ADF
VIEW
LOOKING
AFT.
VIEW A
PRESSUREBULKHEADSTA.57.00
Figure 39-13. Avionics Bay Lay Out (Typical)
39-20-00
Page 5
4E23
PIPER AIRCRAFT
PA-42/42-720
ELECTRICAL AND ELECTRONIC EQUIPMENT RACKS
ELECTRICAL COMPONENTS LOCATIONS ON ELECTRICAL PANELS

For identification of typical electrical installation components, refer to Figure 39-12.
AVIONICS BAY
AVIONICS SHELVES (Figure 39-13)
The avionics shelves are installed in the nose of the airplane, and provide mounting facilities for avionics
equipment. Located between station 25.60 and station 57.0, these shelves are made of 2024-T3 aluminum,
angles,brackets,and clips. Refer to Chapter22, this manual,for avionicsequipmentinstallation.
A protectiveblanket, installedin the avionicsbay, reducesthe possibilityof damage to the avionicsequipment
causedby waterleakage. The blanketis installedusing six inch segmentsof trim strip (Figure 39-13).
ELECTROLUMINESCENT PANELPOWER SUPPLY
Powerin the form of 115Vac,400 Hertz is suppliedto the electroluminescentpanels by an inverter,located on
top of the nose gear cover assembly at station 36.0. Access to inverter is through the forward avionics
compartmentaccesspanellocatedon left side of fuselage.
REMOVAL OF ELECTROLUMINESCENT POWER SUPPLY
1. Removebattery connectorfrom battery.
2. Removewires from inverterterminals. Note locationof wires for placement.
3. Removescrewssecuringinverterto nose gear coverassembly.
4. Removeinverter.
INSTALLATIONOF ELECTROLUMINESCENT POWER SUPPLY
1. Positioninverter on nose gearcover assembly. Securewith screws.
2. Connectwires to inverterterminals.
3. Connectbattery connectorto battery.
REMOVAL OF ANNUNCIATOR CONTROLLER
1. Ensure battery masterswitchis off.
2. Remove screws securing center panel of instrument panel assembly. Pull panel out to gain access to
annunciatorcontroller.
3. Removeelectricalconnectorsfrom annunciationcontrol.
4. Remove screwssecuringannunciatorcontrollerto instrumentpanel support assembly. Remove controller
from supportassembly.
INSTALLATION OF ANNUNCIATOR CONTROLLER
1. Hold annunciatorcontrollerin positionon instrumentpanelsupportassembly. Securewith screws.

2. Attach wire connectorsto annunciatorcontroller.
3. Place center panel into position. Securewith screws.
39-20-00
Page 6
4E24
PIPER AIRCRAFT
PA-42/42-720
GRIDS 4F1 THRU 4F3

39-20-00
Page 7
4F1
CHAPTER
STRUCTURES
4F4
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 51 - STRUCTURES
SYSTEM GRID

51-00-00 Description 4F7
51-10-00 STRUCTURAL REPAIRS 4F7

51-10-00 REPAIRING KEVLAR LAMINATES 4F11
51-10-00 General 4F11
51-10-00 Recommended Tools 4F11
51-10-00 Sanding 4F15
51-10-00 Edge Treatment of Repairs 4F15
51-10-00 Fiberglass Touch-Up and Surface Repairs 4F16
51-10-00 Fiberglass Fracture and Patch Repairs 4F17
51-10-00 Thermoplastic Repairs 4F18
51-10-00 CORROSION CONTROL 4G1
51-10-00 Forms of Corrosion 4G1
51-10-00 Conditions Affecting Corrosion 4G2
51-10-00 Inspection 4G2
51-10-00 CorrosionRemovaland Control 4G3
51-10-00 SHEETMETALREPAIRS 4G4
51-10-00 General 4G4
51-10-00 Replacementof Rivets 4G4
51-10-00 OversizeRivet Replacement 4G5
51-10-00 Rivet Substitution 4G7
51-10-00 BlindRivets 4G7
51-10-00 HollowRivets 4G7
51-10-00 High-ShearFasteners 4G7
51-10-00 StopDrill Size 4G12
51-10-00 PassengerWindowSkin Inspection 4G13
51-10-00 Wingand AssociatedStructure 4G16
51-10-00 Empennageand AssociatedStructure 4G16
51-10-00 CracksIn Bend Radiusof Flanges
(Non-PressurizedAreas) 4G18
51-10-00 Cracks in Flange 4G18
51-10-00 Cracksin LighteningHole Flanges 4G20
51-10-00 Repair of Crackedor Tom-OutDimpledHoles
AroundGeneratorCoolingScoop 4G21
51-10-00 FuselageRepairs- PressurizedSection 4G23
51-10-00 BulkheadStringerCut-OutArea Repair 4G24
51-10-00 BulkheadEnd Repair 4G24
51-10-00 ChannelRepair 4G24
51-10-00 InspectionItem, Part, Description,Referenceand Action 4H1
51 - ContJ Effect.
Page - 1
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 51 - STRUCTURES(continued)
CHAPTER
SECTION GRID
51-20-00 SEALING PROCEDURES 413

51-20-00 Sealing of Nacelle Fuel Tank 413
51-20-00 FuselageSealing 418
51-20-00 SurfacePreparation 418
51-20-00 MaterialPreparation 418
51-20-00 List of Equipment 419
51-20-00 List of Materials 419
51-20-00 Applicationof Sealants 4110
51-20-00 SealingFayingSurfaces 4I10
51-20-00 SealingJoggles 4110
51-20-00 SealingHolesand Voids 4I12
51-20-00 Holes and Voidsin (Cold) Air Duct Work 4I12
51-20-00 SealingSeams and Joints 4I12
51-20-00 SealingFasteners 4I12
51-20-00 Sealing"AN" StandardBulkheadFittings 4112
51-20-00 SealingElectricalHarnesses 4114
51-20-00 Applicationof ReleaseAgent 4115
51-20-00 SealingFormed-In-PlaceGaskets 4118
51-20-00 Removalof Sealant 4118
51-20-00 EquipmentCleanUp 4118
51-20-00 AVIONICSANDECU BAYDOORSEALING 4I19
51-20-00 Removalof Avionicsand ECU Bay Door Seals 4119
51-20-00 Installationof Avionicsand ECUBay DoorSeals 4I19
51-20-00 Sealingof Avionicsand ECU Bay Door CamlocFasteners 4119
51 - Cont/Effec.
Page - 2
Reissued:December31, 1989 4F6
4F6
PIPER AIRCRAFT
PA-42/42-720
GENERAL
DESCRIPTION
The PA-42 series aircraft contains a metal, semi-monocoquestructure. The fuselage contains bulkheads,
stringers,and stiffenerswhich are attachedto the outer skin. The cabin entranceand cargodoors are located on
the left side of the aircraft. An emergencyexit is installedin the third windowback, on the right side of the
aircraft. The wingsand empennageare also made of fullcantilever,semi-monocoqueconstruction.
STRUCTURALREPAIRS
Structural repairs must be made accordingto recommendedrepair proceduresin this chapter and regulations
set forth in FAA AdvisoryCircular43.13-1A. To assist in repairs and replacements,Figure 51-1 identifiesthe
type and thicknessof various skin materialused. Never replaceskin or patch plate with material otherthan of the
original type skin. The repair must be as strong as the original skin, and flexibility must be retained so
surroundingareaswill not receiveextra stress.
When makingmajor structural repairsother than replacingfactorymanufacturedparts, the manufacturermust
be contacted.
-WARNING
NO ACCESS HOLES ARE PERMITTED IN ANY CONTROL

SURFACES. DO NOT USE PATCH PLATES OR ANY FILLER
MATERIAL NORMALLY USED FOR REPAIR OF MINOR
DENTS, ON ANY MOVABLE TAIL SURFACES.
-NOTE -
When service is completedon the elevatorcontrol system, conduct a

frictioncheck to ensure systemfrictionis withinlimits.
If access holes need to be cut for skin repairs on the aircraft, refer to Figure 51-2 for typical access hole
locations. In pressurizedareas, all skins, formers, stringers,etc, are consideredstructuralmembers and must be
treated as such. All repair material must be free of defects such as nicks, scratches,etc, which can cause stress
risers. Do not dimple a structuralmember by drivingthe rivethead into the part.
Scratchesin acrylic-plasticwindowsare removedby buffing, providingno more than 0.031 inch of material
has been removed. No crazingor cracksare allowedin pressurewindows.
51-10-00
Page1
4F7
PIPER AIRCRAFT
PA-42/42-720
22
21
23 B
17
23 16
17
17 7
7
17 I
7
17
7 7 7 17 7 7
17
CALLOUTSON PAGE4
Figure51-1. MaterialSkin Thickness

51-10-00
Page 2
4F8
PIPER AIRCRAFT
PA-42/42-720
13
13
13
13
- NOTE-
LEFT WING SHOWN, RIGHT WING OPPOSITEAND NOTES
MATERIALIN DOTSUSEDON RIGHTWINGONLY
15
LEFT
SHOWN
RIGHT
OPPOSITE
CALLOUTSON PAGE4
Figure 51-1. MaterialSkin Thickness(continued)

51-10-00
Page 3
4F9
NUMBER MATERIAL NUMBER MATERIAL THICKNESS
1 Fiberglass 13 2024-T3 .050
2 2024-T3 14 2024-T3 .090
3 2024-T3 .025 15 2024-0 .063
4 .025 16 2024-T3 .016
5 .032 17 2024" .040
6 .032 18 Ployurethane
7 .040 19 2024" .032
8 .040 20 2024" .050
9 .050 21 2024" .020
10 .064 22 Keviar
11 .015 23 2024" .025
12 .080 24 2024" .063
NOTE:
LEFT WING SHOWN, RIGHT OPPOSITEAND NOTED MATERIALOUTLINES IN DOTS USED ON RIGHTWING ONLY.
* HEATTREAT TO 2024-T4 AFTER FORMING.
** HEATTREAT TO 2024-T42 AFTER FORMING.
Figure 51-1. Material Skin Thickness (continued)
51-10-00
Page 4
4F10
PIPER AIRCRAFT
PA-42/42-720
17318 ACCESS HOLE COVER PLATE
17317ACCESSHOLE
PLATE
20372 ACCESSHOLE REINFORCEMENT
REINFORCEMENTPLATE REINFORCEMENTPLATE SKIN DIAMETER4 11/16
HOLE IN BOTTOMWING
SKINDIAMETER4 11/16
17315ACCESSHOLE
REINFORCEMENTPLATE
17316ACCESSHOLE
COVERPLATE
615/16
7
Figure 51-2. TypicalAccessHoles and Panels

51-10-00
Page 5
4F11
PIPER AIRCRAFT
PA-42/42-720
REPAIRING KEVLAR LAMINATES PPS50042
GENERAL
Standard machining equipment can be used with modifications. In general, spindle speeds and feeds are
dependentupon thicknessof laminateand type of cuttingmethodemployed.
For longer tool life, drills and routers must be made of tungsten carbide. Circular, band, and saber saws,
together with countersinks,must be made of high speed steel. Be sure to keep tools sharpenedto providequality
cuts and minimizedelamination.Proper backupsupportis requiredto eliminatedelamination,alongwith cooling
methodsto control resin buildup on tools causedby excessive frictionalheat. Water and water soluble coolants,
such as Campbellene,are the only coolantspermittedfor machiningof Kevlar. If watersolublecoolantsare used,
the machinedparts must be rinsed thoroughlywith water to removeexcesscoolant. As long as delaminationdoes
not occur,any method can be used to trim,make holes, or machineedges on Kevlarlaminates.
-NOTE-
In general, repairs to non-structuralKevlarpanels are done the same

way as fiberglasspanels.
RECOMMENDED TOOLS
1. Band Saw - Best with fine, offset stagger-toothblade (14 to 20 teeth per inch) and cutting speed of 6000
fpm /- 500 fpm. For clean cuts, run band saw in reverse,using the heel and not the hook of the cuttingtooth
blade (Figure 51-3). Before using cutting blade, sharpen with a 300-400 grit honing stone (alumina-
silicone-carbide).Place it in contactwith bladeexertingpressureon cuttingteeth points.
REVERSE
BANDSAWINGCOMPOSITES
OFKEVLAR®ARAMID MODIFIEDBANDOR CIRCULARSAW BLADESFOR
CUTTINGCOMPOSITES
OFKEVLAR®ARAMID
HONEDEDGES
DIRECTIONOF CUT
CONVENTIONAL
DIRECTIONOF BLADESET
HONEDEDGES
DIRECTIONOF CUT
REVERSE RAKERSET
FLATSSHOULDBEPARALLEL
TOTHEBLADE
Figure 51-3. Band Saw Use
2. Circular Saw - Best with fine, offset tooth blade (60 to 80 teeth per inch) and cutting speed 5000 to 6000
fpm. Speed and feed is governedby thicknessof material.
3. Saber Saw - Blade number 121 or 122 (TechnologyAssociates Inc.) is recommendedfor cutting. The
blade, with 5 alternatingteeth in opposeddirections(Figure 51-4),should be used at speeds of 2500 strokes
per minute. However,blade speed and feed rates vary due to materialthickness.
51-10-00
Page 6
4F12
PIPER AIRCRAFT
PA-42/42-720
PATTERN
REPEATED
LENGTH
OF BLADE
ALTERNATING-TOOTH SABRE
SAW BLADE FOR CUTTING
COMPOSITESOF KEVLAR®
Figure 51-4.AlternatingToothSabreSaw Blade
4. Drilling, fixed and hand held - A modified spade drill number 111 (Technology Associates Inc.) is
recommended. Spade drills with less than 0.250 inch diameter require cutting speeds of 2500 to 3500 rpm.
Speeds must increase as diameter increases, and feed rate must be made under lignt pressure (Figure 51-5).
SPADEDRILLFOR COMPOSITESOF KEVLAR®
SELF- CENTERINGSERRATEDDRILL
Figure 51-5. Recommended Drill Bits

51-10-00
Page 7
4F13
PIPER AIRCRAFT
PA-42/42-720
5. Routing- Router number 101(TechnologyAssociatesInc.) is recommended. Routerspeed must be 20,000
to 35,000rpm (Figure 51-6). To properlycut Kevlarlaminate,positionedge of laminateat exactjunction of
two opposingrouterhelix angles. Dull routers,filled with a fine film of epoxy resin on the cutting surfaces,
can be cleanedwith a suitableepoxy paint stripper.
OPPOSEDHELICALROUTER "V" SLOTROUTER
BIT FORTRIMMING FOR TRIMMING
COMPOSITESOF KEVLAR® COMPOSITESOF KEVLAR®
COMPOSITEOF
KEVLAR®
COMPOSITEOF
KEVLAR
COMPOSITE
MUST BE COMPOSITEMUSTBE
CENTEREDAT CENTEREDINGROOVE
INTERSECTION
OF HELICES
Figure 51-6. Suggested Routers
6. Countersinking - A butterfly type tool, modified with serrations, is recommended (Figure 51-7). Typical
cutting speeds are 40 to 60 rpm. If residual fuzzing occurs on countersink holes, it can be removed by wet
sanding with 120 grit paper.
SERRATEDCOUNTERSINK
Figure 51-7. Suggested Countersink Tool

51-10-00
Page 8
4F14
PIPER AIRCRAFT
PA-42/42-720
SANDING
Laminatesare sanded by conventionalwet sanding techniques. The preferredgrit sizes are 120 to 240. Since
wet sanding removesresidual fuzz on Kevlar,providinga smootherfinish to the cut edge or hole, it is the only
preferredtechnique.
EDGE TREATMENT OF REPAIRS
All cut or machined edges and holes must be sealed with epoxy or polyester resin preventing absorptionof
moisture. If edge repairis required,use 3M EC-2216B/Aepoxy adhesiveor equivalent,as follows:
1. SurfacePreparation:
a. Use a Dotco disc sander or equivalent to abrade surface until fibers are exposed, to ensure good
mechanicalbond.
b. Clean abradedsurfacewith clean cloth and trichoroethaneor methylethyl ketone. (Alcoholcan be used
if these solventsare unavailable.)
2. Mixing Ratio of Adhesive:
- CAUTION-
MIXING RATIO OF ADHESIVE MUST BE EXACT. USE

ONLY GRAM SCALES FOR SMALL MIXES.
EC-2216B 5 parts by weight.
EC-2216A 7 parts by weight.
3. Application:
a. Apply 10 mils of adhesive to each surface. Thicken adhesive if surfaces are rough and gap filling is
necessary.
b. During overlap shear bond application, apply 2 psi pressure by dead weight, clecos, or clamps; ensure
surface contact is in alignment.
c. For added reinforcement (fillets, etc), apply strip of fabric impregnated with adhesive mix.
4. Cure Time:
a. 24 hours at 75F.
b. 5 minutes at 250F.
51-10-00
Page 9
4115
PIPER AIRCRAFT
PA-42/42-720
Repair proceduresin this manual describe methodsfor repairing of fiberglassreinforcedstructures. Touch-up
and surface repairs such as blisters, open seams, delaminations,cavities, small holes, and minor damages(that
havenot harmed the fiberglasscloth material)are covered,as wellas fractureand patch repairssuch as punctures,
breaks, and holes which penetrated through the structure and damaged the fiberglasscloth. A repair kit (part
number756-729)for the aforementionedrepairsis availablethroughPiper Aircraftdistributors.
-NOTE-
Follow resin and catalystmixinginstructionsfurnishedwith repairkit

carefully.
FIBERGLASS TOUCH-UP AND SURFACE REPAIRS
1. Remove wax, oil, and dirt from around damaged area with acetone, methylethylketone,or equivalent.
Removepaint to gel coat.
2. The damaged area can be scraped with a fine blade knife, or a power drill burr attachment,to roughen
bottom and sides of damaged area. Feather edge surroundingscratch or cavity. Do not undercutthe edge.
(If scratchor cavity is shallowand penetratesonly the surfacecoat, proceedto step 8.)
3. Pour proper amountof resin into jar lid or on piece of cardboardto fill area being workedon. Usinga putty
knife or stick, mix equal amount of milledfiberglasswith resin. Add catalyst,(accordingto kit instruction)
to resin and mix thoroughly. A hypodermicneedle can be used to inject gel into small cavitiesnot requiring
fiberglassmillingsmixed with gel.
4. Work mixture of resin, fibers, and catalystinto damaged area. Use sharp point of putty knife or a stick,
press it into bottom of hole, and puncture air bubbles. Fill scratch or hole about 0.06 inch abovedamaged
area.
5. Lay cellophaneor waxed paper over repair to cut off air. Start gel mixturecure.
6. Allow gel to cure 10 to 15 minutesuntil it feels rubbery. Removecellophaneand trim flush from surface,
using a sharp razor blade or knife. Replacecellophaneand cure completelyfor 30 minutesto an hour. The
patch will shrink slightly below structure as it cures. (If wax paper is used, ensure wax is removedfrom
surface.)
7. Roughen bottom and edge of hole with electric burr attachment or rough sandpaper. Feather hole into
surroundinggel coat. Do not undercut.
8. Pour out small amountof resin, add catalyst,and mix thoroughlywith cutting not stirringmotion. Use no
fibers.
9. Using tip of putty knife or fingertips,fill hole to about 0.06 inch above surroundingsurface with gel coat
mixture.
10. Lay piece of cellophaneover patch to begin curingprocess. Repeat step 6 above; trim patch whenpartially
cured.
11. After trimmingpatch, place anothersmall amountof gel coat on one edge of patch. Cover with cellophane.
Using squeegeeor back of razorblade, level area surroundingpatch and leave cellophaneon patch for 1to 2
hours, or overnight,for completecure.
12. After repair has cured for 24 hours, sand patch area with sanding block and fine wet sandpaper. Finish by
priming, sanding,and applyingcolor coat.
51-10-00
Page 10
4F16
PIPER AIRCRAFT
PA-42/42-720
FIBERGLASS FRACTURE AND PATCH REPAIRS
1. Removewax, oil, and dirt from damagedarea with acetone,methylethylketone,or equivalent.

2. Using a keyholesaw,electric sabersaw,or sharpknife,cut awayraggededges to solid material.
3. Removepaint 3 inchesback from damagedarea.
4. Workinginside structure,bevel edges to an approximate30 degree angle. Rough sand hole and area around
it with 80 grit dry paper. Feather back about2 inchesaround hole, rougheningthe surfacefor a strongbond
with patch.
5. Cover a piece of cardboard or metal with cellophane. Tape it to outside of structure, covering hole
completely. The cellophanemust face toward insideof structure. If repair is on sharp contour or shaped
area, an aluminumsheet formedto similar contourcan be placed over area. The aluminummust also be
coveredwith cellophane.
6. Preparea fiberglassmat patch and cloth to cover an area 2 incheslarger than hole.
7. Mix enoughresin and catalystto use one step at a time, accordingto kit instructions.
8. Thoroughlyset mat and cloth with catalyzed resin and daub resin on mat and cloth. Mat must be applied
against surface structures with cloth on top. Both pieces can be wet on cellophane and applied as a
sandwich. Use enough fiberglass cloth and mat reinforcementsto replace reinforcements removed to
maintainoriginalstrength. If damageis a stresscrack,use an extra layer or two of clothto strengthenarea.
9. Lay patch over holeon insideof structure,cover with cellophane. Squeegeefrom center to edges to remove
air bubbles and ensure adhesionaround edge of hole. Removeexcess resin before it gels on part. Allow
patch to cure completely.
10. Removecardboardor aluminumsheet from outsideof hole. Roughensand patch and edge of hole. Feather
edge of hole about2 inchesinto undamagedarea.
11. Mask area around hole with tape and paper to protect surface. Cut a piece of fiberglassmat 1 inch larger
than hole, and one or more pieces of fiberglasscloth 2 incheslarger than hole. Brushcatalyzed resin over
hole, lay mat over hole, and wet out with catalyzed resin using a daubing action with brush. Apply
additional layer (or layers) of fiberglass cloth to build patch up to structure surface. Wet out each layer
thoroughlywith resin.
12. With a squeegeeor broad knife, work out air bubbles in patch from center to edge. Press patch firmly
againststructure. Allowpatch to cure 15 to 20 minutes.
13. When patch begins to set up and is still rubbery,use a sharp knife to cut off extra cloth and mat. Cut on
outside edge of feathering;strip cutting edges of structure. Completeprocess before cure is complete,to
save extra sanding. Allow patchto cure overnight.
14. Usingdry 80 grit sandpaperwith power sander or sandingblock, smoothpatch and blend with surrounding
surface. If air pocketsappearwhile sanding,punctureand fill with catalyzedresin. A hypodermicneedle is
used to fill cavities. Let cure and resand.
15. Mix catalystresin, work intopatch with fingers,and smoothcarefullyworkinginto any crevices.
16. Cover with cellophane and squeegee smooth. Allow to cure completely before removing cellophane;
resand.
17. Brush or spray on a coat of catalyzed resin to seal patch. Sand patch and apply primer.Sand again, apply
color coat.
-NOTE-
Brush and hands can be cleaned in solvents such as acetone or

methylethylketone.If solvents are not available,a strong mixture of
detergentand water can be used.
51-10-00
Page11
4F17
PIPER AIRCRAFT
PA-42/42-720
THERMOPLASTIC REPAIRS
The followingprocedureexplains field repairs to thermoplasticitems used throughoutthe airplane. A list of

materials needed, along with suggestedmaterial suppliersis given. Safetyprecautionsmust be observed when
handlingmaterialsand tools used for theserepairs.
1. SurfacePreparation:
a. Surface dirt and paint must be removed from item being repaired. Household cleaners are most
effective in removingsurfacedirt.
b. Preliminarycleaningof damagedarea with perchlorethyleneor VM&Pnaphtha,generallyensures good
bondingbetweenepoxy compoundsand thermoplastic.
2. SurfaceScratches,Abrasion,or Ground-in-Dirt:(Figure 51-8)
a. Shallow scratches and abraded surfaces are repaired by following directions for conventional
automotivebuffingand rubbingcompounds.
b. If large din particles are embedded in thermoplasticparts, remove with a hot air gun containing a
temperature range of 300 ° to 400°F. Be careful not to overheat material. Hold gun nozzle about 1/4
inch away from surface. Apply heat with a circular motion until area is soft enough to remove dirt
particles. Thermoplasticreturnsto its originalshape when cool.
3. Deep Scratches,ShallowNicks, and Small Holes: (Less than 1 inch in diameter.)(Figure51-9)
-NOTE-
Do not use solvent adhesives for highly stressed areas, on thin-walled

parts, or patching holes greater than 1/4-inch in diameter. For larger
damages, a two-part, fast curing, easy sanding, commercially
available epoxy patching compound is recommended.
a. Solventcements are compatiblewith virtually any of these applications. If area to be repairedis small,
dissolve sametype thermoplasticmaterialin solventuntil desiredpaste-likeconsistencyis achieved.
b. Apply mixture to damaged area. Upon solvent evaporation,hard durable solids remainingare easily
shapedto desiredcontourby filingor sanding.
c. Adhesionis increasedby roughingbonding surfacewith sandpaperand using as much surfacearea for
the bond, as possible.
d. Mix patching compoundin equal portions on a hard flat surface. Use figure eight motions. Clean
damaged area with perchlorethyleneor VM&Pnaphtha,prior to applyingcompound(Figure51-10).
e. A mechanicalsander can be used after compoundis cured,providingsander is kept in constantmotion
to prevent heatbuildup.
f. For repairsin areas with little or no shear stress,hot melt adhesives(polyamids)suppliedin stick form
can be used. This type of repair has a low cohesivestrengthfactor.
g. For repairs in areas with small holes, indentations,or cracks where high stress is apparent, or thin
walled sectionsare used, weldingis suggested.
h. To weld, a hot air gun and ABS rods are required. Hold gun so direct flow of hot air goes into the
fusion (repair) zone, heating damaged area and rod simultaneously. Move gun continuously in a
fanning motionto prevent discolorationof material. Pressuremust be maintainedon the rod to ensure
proper adhesion(Figure51-11).
i. When repairis completed,sand surfacefinishto an acceptableappearance.
51-10-00
Page 12
Reissued: December31, 1989 4F18
4F18
PIPER AIRCRAFT
PA-42/42-720
4. Cracks: (Figure51-12)
-NOTE-
Beforerepairingcrackin thermoplasticpart, determinecause of crack

and take stepsto preventrecurrence.
a. Drillsmall stopholes at each end of crack.
b. If possible,bonda doubleplate to reverseside of crackto provideextra strength.
c. The V groovedcrock is filled with either solventcement,hot melt adhesive,epoxy patching compound,
or is hot air welded,whicheveris preferred.
d. After repair has cured,sand to match surroundingfinish.
5. Repairing Major Damage: (Largerthan 1 inch in diameter.) (Figure 51-13)
-NOTE-
If possible, use patch made of samematerial. Cut slightlylarger than

sectionunder repair.
a. If appearance is important, repair large holes, cracks, tears, etc, by cutting out damaged area and
replacingit withsimilar material.
b. Whencutting away damagedarea, undercutperimeterand maintaina smooth edge. The patch and plug
must have a smoothedgeto ensurea good fit.
c. Coatpatch with solventadhesive. Firmlyattach it over damaged area.
d. Let patch dry for approximatelyone hour before performingadditionalwork.
e. Fill the hole with repair material. Slight overfillingor repair material is suggestedto allowfor sanding
and finishingafter repair has cured. If patchingcompoundis used, repair in layers not exceedinga 1/4
inch thicknessallowingcompoundto cure properly.
6. StressLines: (Figure51-14)
-NOTE-
Stress lines produce a whitened appearance in localized areas and

generally emanate from severe bending or impacting of material
(Figure 51-15).
a. To restore material to its original condition and color, use a hot air gun or similar heating device.
Carefully applyheat to affectedarea. Do not overheatmaterial.
7. PaintingRepair:
a. Clean parts prior to paintingwith a commercialcleaner,or a solutionof 1/4 cup detergentmixedwith 1
gallon of water.
b. Use either lacqueror enamel paint to coat thermoplastic,dependingon preference of repair facility or
customer.(SeeNOTE.)
-NOTE-
Solventformulationsmust be consideredwhen selectingpaint, as not

all lacquersor enamelscan be used on thermoplastics.Some solvents
in paints can significantlyaffect and degradeplastic properties. Also,
hard, brittle coatings,usually best for abrasionresistance, should not
be used in areas incurring high stress, flexing, or impact. Such
coatingcan crack and createa weak area.
51-10-00
Page 13
4F19
PIPER AIRCRAFT
PA-42/42-720
CHART 5101. LIST OF MATERIALS (THERMOPLASTIC REPAIR)
ITEMS DESCRIPTIONS SUPPLIERS

Buffing and Rubbing Automotive Type - DuPont Company
Compounds DuPont#7 Wilmington,DL 19898
(See Caution)
Ram Chemical#69 x 1 Ram Chemicals
Gardena,CA 90248
MirrorGlaze #1 Mirror Bright Polish Co., Inc.

Irvin, CA 92713
Cleaners FantasticSpray Obtain from Local Suppliers

(See Caution) Perchlorethylene
ABS - Solvent Cements Solarite #11 Series Solar Compounds Corp.

Linden, NJ 07036
Solvents Methylethylketone Obtainfrom Local Suppliers

MethyleneChloride
Acetone
Epoxy Patching Solarite #400 Solar Compounds Corp.

Compound Linden, NJ 07036
Hot MeltAdhesives Stick Form 1/2 in. dia. SearsRoebuck& Co. or

Polyamidsand Hot Melt 3 in. long Most HardwareStores
Gun
Hot Air Gun Temp. Range 300 ° to Local Suppliers

400°F
CAUTION-
USE HIGHLY FLAMMABLE AND/OR EXPLOSIVE

SUBSTANCES ONLY WHEN ABSOLUTELY NECESSARY. IF
SUBSTANCES ARE USED, ENSURE ALL CONTAINERS OR
SOURCES OF SUBSTANCES ARE REMOVED BEFORE
OPERATING ANY SYSTEM IN AIRCRAFT.
51-10-00
Pagel4
Reissued: December 31,1989 4F20
4F20
PIPER AIRCRAFT
PA-42/42-720
Figure 51-8. Surface Scratches, Abrasions or Ground-in-Dirt
Figure 51-9. Deep Scratches, Shallow Nicks and Small Holes Repair
51-10-00
Page 15
4F21
PIPER AIRCRAFT
PA-42/42-720
Figure 51-10. Mixing of Epoxy Patching Compound
Figure 51-11. Various Repairs

51-10-00
Page 16
4F22
PIPER AIRCRAFT
PA-42/42-720
Figure 51-12. Welding Repair Method
STOPHOLES
DOUBLERPLATE BONDEDTO
UNDERSIDEOF DAMAGEDAREA
Figure51-13. Repairingof Cracks

51-10-00
Page 17
4F23
PIPER AIRCRAFT
PA-42/42-720
MANUAL
AIRPLANEMAINTENANCE
STRESSLINES
Figure 51-14. Repair of Stress Lines
PROFILEVIEWINDICATINGDAMAGEDAREA
Figure 51-15. Repair of Impacted Damage
51-10-00
Page 18
4F24
PIPER AIRCRAFT
PA-42/42-720
CORROSION CONTROL
Metal corrosion is deteriorationof metal by chemicalor electrochemicalattack, and can take place internally
and on the surface. Wateror water vapor containingsalt,combined with oxygen in the atmosphere,is the main
source of corrosion in aircraft. Two types of corrosionexist: direct chemicalattack, such as spilled battery acid
or fumes from batteries,has entrapped caustic solutions and residual flux deposits from inadequatelycleaned,
welded,brazed,or solderedjoints. Electrochemicalattackis similarto electrolyticreactions,which take place in
electroplating,anodizing,or in a dry cell battery. This reactionusuallyrequiresa medium such as water,which is
capableof conductinga tiny currentof electricity. Differentareasof the samemetal surfacehave varyinglevels
of electrical potential, and if connected by a conductor such as salt water, will start the corrosion process.
Electrochemicalis the most common corrosion found on aircraft structures and component parts. The most
effective method of corrosion control is regular cleaning and surface refinishing, removing the medium and
minuteelectricalcorrosivecells.
FORMS OF CORROSION
Variousforms of corrosionexist dependingon the size, shape, and specific functionof the metal, atmospheric
conditions,and corrosionproducingagentspresent.
The most commonformsfound on airframestructuresare as follows:
1. SurfaceCorrosion:
This type appearsas a general roughening,etching,or pitting of the metal surface,usually accompaniedby
a powdery deposit of corrosion products. Surface corrosion is caused by either direct chemical or
electrochemicalattack. This corrosion may spread under the surface coating, and not be recognizeduntil
the paint or plating is lifted off the surface in small blisters, resulting from underlying accumulationsof
corrosionproducts.
2. DissimilarMetalCorrosion:
This type of corrosion,also known as galvaniccorrosionbecauseof the electrochemicalprincipleinvolved,
can be very serious since it usually takes place out of sight and can only be detected by disassemblyand
inspectionprior to structuralfailure.
3. IntergranularCorrosion:
This type of corrosion attacks the metal along grain boundaries of an alloy and results from lack of
uniformityin the alloy structure. This lack of uniformityis causedby changesoccurringin the alloy during
heating and cooling. Intergranularcorrosioncan exist withoutvisible surfaceevidence, and is difficultto
detect in its original state. Severe corrosion of this type may cause the surface of the metal to exfoliate.
(Flakingor lifting of metal at the surface,due to delaminationof grain boundariescaused by pressure of
corrosiveresidualproductbuildup.)
4. Stress Corrosion:
This type of corrosion results from the combined effects of sustained tensile stresses and corrosive
environments. It usuallyoccurs in aluminiumalloybellcrankswith pressed-inbushings,landinggear shock
struts with pipe-threadtype greasefittings,clevispin joint, and shrinkfit parts.
5. Fretting Corrosion:
This type of corrosion developsbetween close fitting componentsthat rub together. The rubbing contact
destroys the protectivefilm and eventually removessmall particlesof virgin metal from surfaces. These
particlesact as an abrasive,preventingformationof any protectiveoxide film, and expose freshactivemetal
to the atmosphere.
51-10-00
Page19
4G1
PIPER AIRCRAFT
PA-42/42-720
CONDITIONS AFFECTING CORROSION
The followingconditions,some of whichcan be controlledand some cannot,affect metalcorrosion:

1. Climate:
The environmental conditions where an aircraft is maintained and operated greatly affect corrosion
characteristics. If location is in a hot, moist climate,corrosion attachis increasedconsiderable. The worst
conditionsare in areasnear sea waterand salt air.
2. Metal Size and Type:
Size and shape of metal can indirectlyaffect its corrosionresistancedue to chemicalcompositionvariations
and cooling-ratedifferencebetweensurfacesand material centers.
3. Foreign Material:
Amongforeignmaterialscontributingto corrosion,the followingare the most frequentlyfound:
a. Soil and atmosphericdust.
b. Oil, grease,and engineexhaustresidue.
c. Salt waterand salt moisturecondensation.
d. Spilled batteryacids and causticcleaningsolutions.
e. Welding,brazing and solderingflux residue. It is importantthat the aircraft be kept clean. Frequency
of cleaning depends on several factors such as geographical location, aircraft model, and type of
operation.
INSPECTION
1. Corrosioninspectionmust be done daily sincecorrosionis a continuingproblemand must be part of routine

preflightinspections.
2. In additionto routineinspections,the followingspecial requirementsmust be observed:
a. Aircraftoperated in a marineatmospheremust have specialweeklychecks.
b. Aircraftoperated in semi-aridconditionsmust have monthlyinspectionchecks.
c. Corrosion inspectionand checks must be performedby personnelfamiliar with corrosionproblemsas
follows:
(1) Daily and preflightinspectionsmust include engine frontalareas, includingall intake vents, engine
compartmentgaps, seams and faying surfaces in the exterior skins, wheel and wheel well areas,
battery compartment,fuel cell drains and any other drains on the aircraftand, if possible,any bilge
areas not requiringextensiveremovalof inspectionaccesscovers.
(2) To thoroughly inspect internal cavities of aircraft, detailed inspection must include above
referencedareas and areas requiringremovalof inspectionplates and panels.
51-10-00
Page20
4G2
PIPER AIRCRAFT
PA-42/42-720
CORROSION REMOVALAND CONTROL

-NOTE-
Corrosion is a natural phenomenon and can not be completely

eliminated. In most cases, the rate of corrosiveattackcan be reduced
to an acceptablelevel with proper preventmethods.
1. All corrosionproductsmust be completelyremovedwheneverreworkis started. The corrodingprocess will
continueeven whenthe affectedarea is refinished. The followingsteps must be carriedout prior to starting
any rework:
a. Position airplanein a wash rackor providea washingapparatusfor rapid rinsingof all surfaces.
b. A static groundlinemust be connectedto the airplane.
c. Remove airplanebattery,if required.
d. Protect pitot-static ports, engine openings airscoops, louvers, wheels, tires, and all other vulnerable
airplaneparts frommoistureand chemicalbrighteningagents.
e. Protect surfaces around rework areas from chemical paint strippers, corrosion removal agents, and
surfacetreatmentmaterials.
2. Evaluationof corrosiondamage is required after initial inspection and cleaning, to determine nature and
extent of repairsrequired. To evaluateextentof corrosion,the followingguidelineshave beenestablished:
a. Light corrosion:
This appears as discolorationor pitting to a depth of approximately0.001 of an inch maximum. It is
normally removedby light hand sandingor small amountof chemicaltreatment.
b. Moderatecorrosion:
This appearssimilar to light corrosionexcept blisteringor evidenceof scaling and flaking might exist.
Pitting depths may be as deep as 0.010 of an inch. Damage is normally removed by extensivehand
sanding or mechanicalsanding.
c. Severecorrosion:
The general appearancecould be similar to moderate corrosion, with severe blistering, exfoliation,
scaling,or flaking. Pittingdepths will be deeperthan 0.010 of an inch and damageis normallyremoved
by extensivemechanicalsandingor grinding.
3. Corrosion Removal: Several standard methods for corrosion removal exist dependingon the metal and
extent of corrosion. Methods normallyused are chemicaltreatments,hand sanding with abrasivepaper or
metalwool, and mechanicalsandingor buffing with abrasivemats,or grindingwheels.
In certain cases a special method could be required depending on type and extent of corrosion. For
example,corrosionin a hole could requireenlargingthe hole, or abrasiveblasting could requireremoving
corrosionfrom steelfasteners,or irregularshapedparts or surfaces.
All depressionsresulting from corrosion rework must be faired or blended with the surroundingsurface.
This is accomplishedby removingany rough edges and corrosion from the damagedarea, and blendingthe
edges of the reworkedarea in an ellipticalshape, with the major axis in the longitudinaldirection. In areas
containing multiple pits closely spaced, the interveningmaterial must be removed to minimize surface
irregularityor waviness.
4. To ensure corrosiondoes not reappear,reprotectingrepaired areas is very importantand must be done as
soon as repair work is completed. The surface must be protected in the same manner as was originally
manufactured,unlessmanufacturerrecommendssome other procedureor protectivecoating.
51-10-00
Page 21
4G3
PIPER AIRCRAFT
PA-42/42-720
SHEET METAL REPAIRS
GENERAL LK-1146
Repairsin this report are Piper Aircraft approvedusing standardsheet metal repair procedures. Repairsin the
following areas, other than those listed in this report, are not recommended without the approval of Piper
Aircraft:
1. Wingfront, main and rear spars,and assemblies.
2. Wingspar box assembly.
3. Sparsof elevator,horizontaland verticalstabilizer,rudder,and ailerons.
4. Pressurizedsectionof fuselageincludingpressurebulkheads.
5. Heattreated steel parts and weldedsteel structures.
6. Splices.
7. Forgingsand castings.
8. Fittingsand machinedparts.
-NOTE-
The replacement of rivets in items 1, 2, 3, and 4 above is a Piper

Aircraftapprovedrepair.
REPLACEMENT OF RIVETS
-WARNING -
UNDER NO CIRCUMSTANCES CAN A RIVET BE REPLACED

WITH ONE OF LOWER STRENGTH.
Wheneverpossible, rivets must be replaced with the same size and strength originally specified. However,
when a rivet hole is enlarged, deformedor damaged,increase hole size and replacethe original with an oversize
rivet, specifiedin this manual.
It is acceptable, however, to replace 2117-T3 rivets with either 2017-T4 or 2024-T4 rivets, providing the
spacingsand edge distancesof Chart5102 are maintained.
51-10-00
Page 22
4G4
PIPER AIRCRAFT
PA-42/42-720
CHART 5102. EDGE DISTANCE AND SPACING VS RIVET DIAMETER

RIVET EDGE DISTANCE SPACING
DIAMETER 2D 2D1/16 3D 4D 5D 6D
1/16 .125 .188 .188 .250 .313 .375
3/32 .188 .250 .281 .375 .469 .563
7/64 .219 .281 .328 .438 .547 .656
1/8 .250 .313 .375 .500 .625 .750
9/64 .281 .344 .422 .563 .703 .844
5/32 .313 .375 .469 .625 .781 .938
11/64 .344 .406 .516 .688 .859 1.031
3/16 .375 .438 .563 .750 .938 1.125
CHART 5103. ACCEPTABLE RIVET SUBSTITUTES
SPECIFIED RIVET REPLACEMENT RIVET

2117-T3 2017-T4 2024-T4
MS20426-AD MS20426-D MS20426-DD
MS20470-AD MS20470-D MS20470-DD
OVERSIZE RIVET REPLACEMENT LK-1140
When a rivet hole is enlarged, deformed or damaged the hole size can be increased and the original rivet
replaced with an oversize rivet, according to the following limitations:
1. The enlarged,finishedhole must e smoothand freeof defects.

2. The largerrivet diametermust meet the edge distanceand spacingrequirmentsof chart 5102.
3. In the case of a 1/64"oversizeflush rivet, the countersinkor dimpleisaccepablewithoutrework
4. In the case of a 1/32"oversizeflush rivet, the hole must be countersunkor dimpled.
5. Blind rivets with aluminumspindles, which have an oversizedhole, may be replaced by oversize cherry-
max blind rivets,providing hole standards conformto Chart 5104 (use CR3243 for protrudinghead and
CR3242for flush head).
51-10-00
Page 23
4G5 4G5~ Reissued: December 31,1989
PIPER AIRCRAFT
PA-42/42-720
CHART 5104. SPECIFICATION FOR REPLACEMENT OVERSIZE RIVETS
PROTRUDING HEAD RIVETS

SPECIFIED RIVET OVERSIZED REPLACEMENT RIVET
STANDARD DIA. 1/64" OVERSIZE DIA. 1/32" OVERSIZE DIA.
MS20470-AD3 3/32 NAS1242-AD3 7/64 MS20470-AD4 1/8
MS20470-AD4 1/8 NAS1242-AD4 9/64 MS20470-AD5 5/32
MS20470-AD5 5/32 NAS1242-AD5 11/64 MS20470-AD6 3/16
FLUSH HEAD RIVETS

SPECIFIED RIVET OVERSIZED REPLACEMENT RIVET
STANDARD DIA. 164" OVERSIZE DIA. 1/32" OVERSIZE DIA.
MS20426-AD3 3/32 NAS1241-AD3 7/64 MS20426-AD4 1/8
MS20426-AD4 1/8 NAS1241-AD4 9/64 MS20426-AD5 5/32
MS20426-AD5 5/32 NAS1241-AD5 11/64 MS20426-AD6 3/16
CHART 5105. 1/64" OVERSIZE RIVET HOLE STANDARDS
RIVET DIAMETER HOLE DIAMETER DRILL SIZE

7/64 .133 #33
9/64 .144 #27
11/64 .177 #16
NOTE:
For NAS1241, NAS1242, CR3242 and CR3243 Rivets.
51-10-00
Page 24
4G6
PIPER AIRCRAFT
PA-42/42-720
RIVET SUBSTITUTION LK-1140
BLIND RIVETS
Blind rivetscan be substitutedfor AD type solid aluminumrivets,except in the followingareas:

1. Wing,fin, or stabilizerspar assemblies.
2. Machinedfittings.
3. Castings.
4. Forgings.
5. Wing or tail surfaceattachmentfittings.
6. Controlsurfacehinges.
7. Landing gear fittingsor other highlystressedcomponents.
HOLLOW RIVETS
Hollow rivets can be substituted for solid rivets in nut-plate attachment only if their sole purpose is the
attachmentof nut plates. Hollow rivetsmay not be substitutedfor solid rivets if the nut plate to be attached is
1/4"or larger. Hollowrivetswillnot be substitutedfor solid rivetsif the attachmentwill becomea leak through a
barrier. (Example: Firewalls,pressurebulkheads,fuselageskins, etc.)
HIGH-SHEAR FASTENERS
When "huck-bolts" (53 LP-DT) have been removed for repairs, they can be replaced by hi-locks (HL18 or
HL19). For oversizeholes, use HL62 or HL63.
51-10-00
Page 25
4G7
PIPER AIRCRAFT
PA-42/42-720
CHART5106. STRUCTURALRIVETSUBSTITUTION
SOLID THINNEST MATERIAL SU STITUTE BLIND RIVET 4

RIVET
DIA. .016 .020 .025 .032 .040 .051 .064 PROTRUDING FLUSH
to .125 HEAD HEAD
incl.
1/8" Two Two Two Two See See See NAS1398D NASI399D
TYPE 1/8" 1/8" 1/8" 1/8" Note Note Note (Cherrylock (Cherrylock
AD Rivets Rivets Rivets Rivets 6 6 6 CR 2163) CR 2162)
See See See See Note 11
Note 8 Note 8 Note 8
Two Two Two Two NAS1738B NAS1739B
1/8" 1/8" 1/8" 1/8" 1/8" 1/8" 1/8" (Bulbed (Bulbed
Rivets Rivets Rivets Rivets See See Cherrylock Cherrylock
See See Notes Note CR 2249) CR 2248)
Note Note 7 and 9 9
8 8
5/32" Two Two Two Two Two See See NAS1398D NAS1399D
TYPE 5/32" 5/32" 5/32" 5/32" 5/32" Note Note (Cherrylock (Cherrylock
AD Rivets Rivets Rivets Rivets Rivets 7 7 CR 2163) CR 2162)
See See See See See Note 11
Note 8 Note 8 Note 8 Note 8
Two Two Two Two Two See NAS1738B NAS1739B
5/32" 5/32" 5/32" 5/32" 5/32" Notes 5/32" (Bulbed (Bulbed
Rivets Rivets Rivets Rivets Rivets 7 and Cherrylock Cherrylock
See See See See 10 CR 2249) CR 2248)
Note Note Note Note
8 8 8 10
NOTES:
1. The materialthicknessrefers to the thinnestgaugeof materialthat the fastenerhas to pass through.
2. Where two rivets are called for, replaceeach solid aluminumrivet with two blind rivets of the same diameteras the
solid rivet.
3. When a row of four or more rivets is involvedand two rivets are called for, then the total number of rivets required is
twicethe originalnumber of solid rivets in the row less one.
4. Substituterivets are to be placed at the location of the original solid rivet maintainingedge distances and spacing
shownin Chart 5102.
5. When two blind rivets are to be substitutedfor one solid rivet, place the second rivet between two adjacent rivets,
maintainingedge distancesand spacing as specifiedin Chart 5102.
6. If countersunk,use two 1/8 in. rivets.
7. If countersunk,use two 5/32 in. rivets.
8. Do not countersink.
9. If dimpled,use two 1/8 in. rivets.
10. If dimpled,use two 5/32 in. rivets for materialthicknessup to .070. For thicknessover .070,use one 5/32 in. rivet.
11. Do not use if materialis to be dimpled.
51-10-00
Page 26
4G8
PIPER AIRCRAFT
PA-42/42-720
CHART 5106. STRUCTURAL RIVET SUBSTITUTION (continued)
APPROVED SUBSTITUTIONS FOR MS20470AD 1/8 INCH PROTRUDING HEAD TYPE

RIVET ON A DIRECT "ONE FOR ONE" BASIS.
SHEET METAL THICKNESS
RIVET
.020 .025 .032 .040 .050 .063 .071
.07
NAS1398B * * *
CR3213 * * *
NAS1738B - -
CR3243 - -
NAS1768D - -

RIVET
.020 .025 .032 .040 .050 .063 .071
.071
NAS1398B
CR3213
NAS1738B - -
CR3243 -
NAS1768D * *

RIVET
.020 .025 .032 .040 .050 .063 .071
.071
NAS1398B
CR3213
NAS1738B
CR3243 *
NAS1768D
NOTE: Substitute Rivets are indicated by an asterisk (*).

51-10-00
Page 27
4G9
PIPER AIRCRAFT
PA-42/42-720
APPROVED SUBSTITUTIONS FOR MS20426AD 1/8 INCH FLUSH (MACHINE

COUNTERSINK) HEAD TYPE RIVET ON A DIRECT "ONE FOR ONE" BASIS.
RIVET
.020 .025 .032 .040 .050 .063 .071
CR3212 *
NAS1739B * **
CR3242 * * * *
NAS1769D *

RIVET
.020 .025 .032 .040 .050 .063 .071
CR3212 *
*
NAS1739B *
CR3242 * * * *
NAS1769D *

RIVET
.020 .025 .032 .040 .050 .063 .071
CR3212
*
CR3242 * * *
NAS1769D

51-10-00
Page 28
4G10
PIPER AIRCRAFT
PA-42/42-720
APPROVED SUBSTITUTIONS FOR MS20426AD 1/8 INCH FLUSH (DIMPLED) HEAD

TYPE RIVET ON A DIRECT "ONE FOR ONE" BASIS.

RIVET
.020 .025 .032 .040 .050 .063 .071
.071
CR3212 - - - -*
NAS1739B - * *

RIVET
.020 .025 .032 .040 .050 .063 .071
NAS1739B *

Currently,there are no approved"one for one" substitutionsfor the 3/16 inch Flush (Dimpled)Head
TypeRivet.
51-10-00
Page 29
4G11
PIPER AIRCRAFT
PA-42/42-720
CHART 5107. NUT-PLATE RIVET SUBSTITUTION
SUBSTITUTE HOLLOW BLIND RIVET

SOLID RIVET GRIP PROTRUDING FLUSH HEAD
DIA. RANGE HEAD (100°)
Up to .062 CCR 27455-3-1 CCR 26455-3-1
CCR 26455-3-2
.063 to .125 CCR 27455-3-2 DR 1204-0306
3/32" CCR 26455-3-3

TYPE .126 to .187 CCR 27455-3-3 DR 1204-0308
AD
.188 to .250 CCR 27455-3-4 CCR 26455-3-4
DR 1204-0310
.251 to .312 DR 1204-0312
.313 to .375 DR 1204-0314
.376 to .437 DR 1204-0316
NOTE:
CCR Denotes cherrylock rivets (Cherry Rivet Div. of Townsend Corporation).
DR Denotes chobert rivets (Avdel Corporation).
STOP DRILL SIZE LK-1140
CHART 5108. STOP DRILL SIZES
MATERIAL THICKNESS DRILL SIZE

Up to .032 #50 (.070)
.040 to .064 #40 (.098)
.072 to .081 #30 (.129)
51-10-00
Page 30
4G12
PIPER AIRCRAFT
PA-42/42-720
PASSENGERWINDOW SKIN INSPECTION
It is strongly recommendedthat to detect any early fatigue cracks in the fuselage skin, in the vicinityof the
blend between the corer radius and vertical edges of the passenger window cutouts, inspections must be
performedat intervalsearlierthan normallycalled for. Aircraftwhich requirethis early inspection,and times for
the first inspection,are listed below.
-NOTE-
This inspection is to be performed every 1100 hours after the

designatedfirst inspection.
1. 42-7800001through42-7801004,and 42-8001001through 42-8001024. First inspectionby 3500 airframe
hours and every 1100hours thereafter.
2. 42-8001025, 42-8001026,42-8001028through 42-8001037, and 42-8001039. First inspection by 6100
airframehours and every 1100hoursthereafter.
This inspection is to be carried out by the eddy-current method of non-destructivetesting (NDT) without
strippingany paint from the inspectionarea. An experiencedtestinglaboratorymust be retainedto do the testing.
The personnelconductingthe test must be certifiedto AmericanSocietyof NondestructiveTestingTC-1A,Level
II minimum,and have two years of actualworkingexperience. All passengerwindows must be inspectedin the
area indicatedin Figure 51-16,PassengerWindowSkinInspection.
The eddy-currenttesting instrumentmust be in the 5 kHz to 500 kHz range with the lowest possiblefrequency
beingpreferred. A small-tip(0.130inch) probe, with frequencymatchedto the tester,must be used.
Inspectionequipmentcalibrationis unconventional,so a reference standard(Piper P/N 73130-02)is available
and must be used for calibration. Practice may be necessarybefore the operator is skilled in this procedure.
Proceedas follows:
1. Adjust gain controls.
2. Set X and R controlsto obtain an on scale reading.
3. Rotate level controlto bring pointer on scale.
4. With the probe in air (away from metal),tune the BalanceX control until a 60% meter is obtained. If the
pointer drops off-scale,bring it back on-scalewith the level control:
5. Repeat step 4 for BalanceR control.
6. Withthe probe on the calibrationstandardbetweenrivets and away from cracks,a O meter readingmust be
obtained. If not, obtainthe lowestpossiblereadingby repeatingsteps4 and 5.
7. The calibrationstandardsimulatesthe windowedge skin and inner doublerwith non-coincidentcracks in
the skin and doubler. While cracks in the airframewill generallyrun to a rivet, the simulatedcracksin the
standard run betweenrivets. The inspectionarea is betweenthe row of universalhead rivets and the edge
farthest from them. With an O meter reading betweenrivets and away from cracks, a crack in the skin will
register a 20-30%deflection,while one in the doublerwill register 5-10%. The operator must familiarize
himself with deflectionscausedby the flush rivets.
8. Once inspectionpersonnelare certaintheir calibrationtechniqueis correct, readingsfrom the airplanemust
be comparedto those obtainedon the calibrationstandard. Equipmentmust be adjustedas close as possible
to an O referencereading on the airplane. Double check using the reference standard and simulatingany
paint thicknessvariation;use tape on the standard.
When inspectingthe airplane,ensurethe surfaceto be inspectedis clean and dry. The primary area of concern
is between the window cutout edge and the row of flush rivets (5/16 inch from the edge). However, the
inspectionmust be carriedas far backas the first row of universalhead rivets.
51-10-00
Page31
4G13 4G13 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
If a crack in the fuselage skin is found, the standard repair (Figure 51-23, Structural Repairs - Fuselage Skin
Repair)can be used. If the crack has progressedpast the rivet hole or has started betweentwo rivets,the leading
edge of the crack must be stop-drilledusing a No. 40 (0.098 dia.) drill. The stop-drillhole must go throughthe
skin and the inner doubler behind it. Before rivettingon the repair doubler,the airplaneexterior paint must be
roughed-up in the area beneath the repair doubler and the faying surface sealant applied between the repair
doubler and the skin. Use sealant which complies with MIL-S-7502or 8802. Wipe off excess sealant beforeit
cures. Prime, finish, and paint the repair area to match the aircraft exterior. If a crack is found in the inner
doubler,contactPiper AircraftCorporationfor a recommendedrepair providingspecificson the problem.
- CAUTION-
FAILURE TO COMPLY WITH THESE INSPECTIONS AND

REPAIR PROCEDURES AT THE TIMES SPECIFIED CAN
ULTIMATELY LEAD TO AN INABILITY TO MAINTAIN
PRESSURIZATION OR THE IN-FLIGHT LOSS OF THE
WINDOW ITSELF.
51-10-00
Page 32
4G14
PIPER AIRCRAFT
PA-42/42-720
INSPECT INSPECT
BLEND
3 INCHES
BLEND
INSPECT
3IN INSPECT
>
3INSPECT
0000
3 INCHES
EDDY-CURRENT"INSPECT
OVERSHADEDAREA
Figure 51-16. Passenger Window Skin Inspection

51-10-00
Page 33
4G15
PIPER AIRCRAFT
PA-42/42-720
WING AND ASSOCIATEDSTRUCTURE
UPPER WING LEADING EDGE ASSEMBLY
FIREWALL TO ENGINE MOUNT EXTENSION BOLTS
- NOTES-
1. INSPECT WING LEADING EDGE ASSEMBLY (SHADED AREA) FOR LOOSE RIVETS AT 10,000 FLIGHT
HOURS. IF RIVETSARE INTACTAT INSPECTION,REINSPECTEVERY1,600HOURS.
2. REPLACEFIREWALLTO ENGINEMOUNTEXTENSIONBOLTS(NAS626-8)AT 7,800FLIGHTHOURS.
Figure 51-17. WingInspectionand Repair Areas

51-10-00
Page 34
4G16
PIPER AIRCRAFT
PA-42/42-720
EMPENNAGE AND ASSOCIATED STRUCTURE
- NOTES -
D
1. IF RIVETSARE INTACTAT INSPECTION,
REINSPECTEVERY1600 HOURS.
2. INSPECT RIGHT AND LEFT SIDES EVERY 100
HOUR INSPECTIONPERIOD.
INSPECTSHADEDAREAS
A
359.32
A. AT 11,600FLIGHTHOURS,INSPECTRIVETSAT F.S.332.0,W.L. 32.0 FOR LOOSERIVETS(SEE NOTE1).

B. INSPECTRIVETSAT F.S. 359.32, W.L. 29.45 TO 39.0. REPLACE"WORKING"RIVETS(MS20470-AD5,13 EA.)
WITH NAS 1738B5-4AS REQ'D.(SEE NOTE2).
C. INSPECTRIVETSAT FS. 359.32,WL 41.15 TO2L 52.50. REPLACE"WORKING"RIVETS(MS20470-AD5,14 EA.)
WITH NAS 1738B5-4AS REQ'D(SEE NOTE2).
D. INSPECTRIVETSAT VERTICALFIN REARSPAR,W.L. 57.628 TO W.L. 69.10. REPLACE"WORKING"RIVETS
(MS20470-AD4,14EA.) WITH NAS1738B5-4AS REQ'D(SEE NOTE2).
E. INSPECT RIVETSAT VERTICALFIN REARSPAR,W.L. 26.65 TO W.L. 56.0. REPLACE"WORKING"RIVETS
(MS20470-AD5,34 EA.) WITH NAS 1738B5-4AS REQ'D(SEE NOTE2).
Figure 51-18. Empennage Inspection and Rivet Replacement

51-00-00
Page 35
4G17
PIPER AIRCRAFT
PA-42/42-720
CRACKS IN BEND RADIUS OF FLANGES (NON-PRESSURIZED AREAS)
1. When a flange has a crack less than 1/4 inch long, repair the crack by grinding it out smoothly while
maintaininga inchradius at the base of the crack.
2. When a flangehas a crack greater than 1/4 inch long, but not exceedingone inch in length, and the crack is
locatedat the end of the flange,proceed as follows:
a. Stop drill the crack (specifiedin Chart5108).
b. Install an angle stiffenerof the same material, thickness,heat treat, finish, and sufficientlength to pick
up two additionalrivetsbeyondthe end of the crack.
-NOTE-
Both legs of the angle must have the same number of rivets. When
installingrivets,use the sametype and size as the existing rivets.
3. A flange having a crack which does not exceed one inch in length, and which is not located at either end of
the flange, can be repaired as follows:
a. Stop drill the crack at both ends (specifiedin Chart5108).
b. Install an angle stiffener of the same material, thickness,heat treat, and finish as the original flange.
This stiffenermust be of sufficientlengthto pick up two additionalrivets beyond the end of the crackat
both ends.
-NOTE-
Both legs of the angle must have the same number of rivets. The
rivetsused must be of the same typeand size as the existingrivets.
4. Cracks in flanges having four rivets or less, must be repaired as follows:
a. Cut off flange to remove the crack. Replace with an angle of the same material, thickness, heat treat,
finish, and contour.
b. Attach repair angle with two rivets in the web for every one rivet in the flange. Rivets must be of the
same type and size as the existing rivets.
CRACKS IN FLANGES
1. A short crack in a flange originatesat the flangeedge does not extend beyondthe line mid-waybetweenthe
edgeand the band tangent line, and is morethan 2D (twicethe nominal diameterof the rivet) from the rivet
holes. Do not use this repair withintwo rivetsfrom a splice.
a. Stop drill as specifiedin Chart5108.
b. Add a patch plate of the samematerialand thicknessas the flange.
-NOTE-
Radius one comer of the plate to provide a snug fit into the bend
radius.
51-10-00
Page 36
4G18
PIPER AIRCRAFT
PA-42/42-720
c. Attachplate withthe numberand size rivetsshown in Chart5109.

-NOTE-
The number shown is the numberof rivets on each side of the crack.
Should the crack be between the second and third rivet from the end
of the flange,the two end rivets can be used and the numberwill only
referto the rivets requiredon the remainingside.
2. Short cracksto rivetholes includethose within2D from a rivet hole.
a. Stop drill (specifiedin Chart 5108)those crackswhich do not terminateat a rivethole.
b. Add a patch plate of the same materialand thicknessas the flange. Radius one comer of the plate to
providea snugfit into the bend radius.
c. Attach the plate with the numberand size rivetsspecifiedin Chart 5109.
-NOTE-
Midspace one rivet that is one diameter less than originally used
(minimumsize is 3/32 inch diameter) on each side of cracked hole.
Maintainedgedistancesand spacing.
3. Long cracks originateat the flange edge and extend beyond the flange centerline,not extending into the
bend radius.
a. Stop drill the crack as specifiedin Chart 5108.
b. Add an angle of the same material and thicknessas the flange. The legs of the angle must be of equal
length. The numberand size of the rivetsto be used are found in Chart 5109.
CHART 5109. NUMBER AND SIZE OF AD RIVETS REQUIRED ON EACH SIDE OF CRACKS.
WIDTH OF FLANGE
UP TO .50 (INCH) .50 TO .75 (INCH) .75 TO 1.00 (INCH)
MATERIAL RIVET NUMBER RIVET NUMBER RIVET NUMBER
THICKNESS SIZE REQUIRED SIZE REQUIRED SIZE REQUIRED
3/32 3 3/32 4 3/32 5
UP TO .040 (INCH) 1/8 3 1/8 3 1/8 4
5/32 2 5/32 3 5/32 3
1/8 4 1/8 4 1/8 5
.051 TO .064 (INCH) 5/32 3 5/32 4 5/32 4
51-10-00
Page 37
4G19
PIPER AIRCRAFT
PA-42/42-720
-NOTE -
Both legs of the angle must have the same number of rivets. If the
stop drilling producesa doubleline, or if the stop drilling is within2D
of a rivet hole, add a midspacedrivet one diametersmaller (minimum
diameter3/32 inch) on each side of the affectedhole.
CRACKSIN LIGHTENINGHOLEFLANGES
1. If the cracklength does not exceed fifty percentof the distancebetweenthe edge and the bend radius tangent
line, the crack can be faired out gradually with a minimumradiusof inch.
2. If the crack length exceeds fifty percent of the distance betweenthe edge and the bend radius tangent line,
but does not extend intothe bend radius, proceedas follows:
a. Stop drill the crack as specifiedin Chart5108.
b. Add a formeddoublerof the same material,thickness,and contouras the web.
-NOTE-
Doublerdetails must be as shownin Figure 51-19.
-NOTES -
1. PARTSMUSTNEST1SNUGLY.
2. FLANGERIVETSARE3/323IN.
3. WEBRIVETSARE3/32IN.FORMATERIALUPTO.032,AND1/8IN.
FORMATERIALTHICKNESS INEXCESSOF .032.
4. RIVETSPACING
ANDEDGEDISTANCES INACCORDANCE WITHCHART5102.
Figure 51-19. LighteningHole FlangeRepair

51-10-00
Page 38
4G20
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE
MANUAL
REPAIROF CRACKEDOR TORN-OUTDIMPLEDHOLESAROUNDGENERATORCOOLINGSCOOP
DOUBLER.025,2024-T3ALUMINUMSHEET
.50 (TYP)
FAR SIDE (11 PLACES) MATE
WITH EXISTING HOLESIN COWL
1.00 (TYP)
OUTERSKIN.
.098 HOLE; COUNTERSINK 100° X .179

CUTOUT TO MATCH EXISTING DIA. NEAR SIDE EQUALLY SPACED
GENERATORCOOLINGSCOOP BETWEENDIMPLEDHOLES(11 PLACES)
CUTOUTIN OUTERCOWLSKIN.
NAS1097AD3(11 PLACES)DOUBLEFLUSH
ON INSTALLATION
CRACKS IN DIMPLED AREA OF COWL
SKIN STOPDRILL PERCHART5107
.098 HOLE. MATE WITH

DOUBLER. COUNTERSINK
100° X .179 DIA. ON OUTSIDE
SURFACEOF OUTER COWL
SKIN (11 PLACES)
INSTALLDOUBLERON INSIDE
SURFACEOFOUTERCOWLSKIN
Figure 51-20. Cowl Repairs

51-10-00
Page 39
4G21
PIPER AIRCRAFT
PA-42/42-720
7.60
.257 HOLE (6 PLACES)
DIMPLE 100" X .437 DIA. FAR.
SIDE. MATEWITH EXISTING
HOLES IN COWLSKIN. 1.75
4 PLACES)
.50R (TYP)
DOUBLER.025 2024-T3
ALUMINUMSHEET 5.82
.098 HOLE (8 PLACES)

COUNTERSINK100° X .179
DIA. NEARSIDE.
1.OOR
EQUALLYSPACEDBETWEENDIMPLEDHOLES(4 PLACES)
.098 HOLEMATEWITH DOUBLER

COUNTERSINK100° X .179 DIA.
NAS1097AD3( 8 PLACES)DOUBLE ON OUTER SURFACEOF COWL
FLUSHON INSTALLATION SKIN(8 PLACES)
CRACKED OR TORN - OUT DIMPLED HOLES

AROUND GENERATOREDUCTOR(UPPERCOWL)
AND FRESHAIR INLET(LOWERCOWL)
Figure 51-20. Cowl Repairs (continued)

51-10-00
Page 40
4G22
PIPER AIRCRAFT
PA-42/42-720
FUSELAGE REPAIRS - PRESSURIZED SECTION
Whenever possible, an inset is provided in the upper part of the page with the shaded portion indicating a
typical area where repair could be required. The material to be used in the repair is specified either on the
illustrationor in the lower righthand sectionof the page.
Figure 51-21 showstypicalbulkheadand channel cracks.

Chart 5110 lists item numbers, part numbers, descriptions,referencepages, and actions required if a crack is
found during inspection.The requiredinspectionis visualonly.
Figure 51-22 shows typicalinspectionareas listed in Chart5110,and where applicable,applies to both left and
rightsides.
Figure 51-23 showsapprovedrepairmethod.
All items in Chart 5110must be inspectedat 12,382airframeflighthours and repairedif cracksare found.
In addition,items 33, 68, and 99 must be inspectedat 13,978airframeflighthours.
51-10-00
Page 41
4G23
PIPER AIRCRAFT
PA-42/42-720
BULKHEAD END REPAIR
BULKHEAD STRINGER CUT-OUT AREA REPAIR
CHANNEL REPAIR
FOR BULKHEAD AND CHANNEL CRACK REPAIR, SEE FAA ACCEPTABLEMETHODS,TECHNIQUES, AND
PRACTICES- AIRCRAFTINSPECTIONAND REPAIRMANUAL.
ARROWSINDICATEAREASPRONETO CRACKING.
Figure 51-21. CrackTypeIdentification

51-10-00
Page 42
0
4G24
PIPER AIRCRAFT
PA-42/42-720
INSPECTION ITEM, PART,DESCRIPTION, REFERENCE AND ACTION
CHART 5110. INSPECTION AREAS
REPAIR
ITEM NO. PART NO. DESCRIPTION REF. PAGE ACTION
1 56642-3 Bulkhead 51 X
2 45162-20 Bulkhead 48 X
3 - INTENTIONALLY LEFT BLANK -
5 45234-14 Bulkhead 50 X
6 56284-25 Bulkhead 47 X
7 45648-3 Frame 52 X
8 45224-2 Bulkhead 5 0/68 R-19
9 56243-10 Bulkhead 47 X
10 45151-20 Bulkhead 48 X
11 45234-2 Bulkhead 5 0/68 R-20
13 56076-4 Bulkhead 51 X
14 56796-28 Bulkhead 47 X
15 56068-3 Bulkhead 51 X
17 56068-3 Bulkhead 51 X
18 56688-14/-10 Bulkhead 47 X
19 56796-24 Bulkhead 47 X
21 54111-20 Bulkhead 47 X
23 56507 Bulkhead 46 X
24 56775-4 8 Stringer 53 R-1
25 56053-1 4 Clip 46 R
26 56775-4'9 Stringer 53 R-2
27 56053-1:5 Clip 46 R
28 45086-2 Channel 46 X
30 56287-1 8 Bulkhead 4 7/54 R-3
31 56036-8 Bulkhead 55 R-4
32 80033-4 Clip 46 R
33 56254-2 Channel 46 X
34 45150-7 Bulkhead 46 X
35 57628-6 Strap 56 R-5
37 56740-7 Strap 56 R-5
38 56286-210 Bulkhead 4 7/57 R-6
39 56790-3 Clip 49 R
40 45191-9 Bulkhead 49 X
51-10-00
Page 43
4H1
PIPER AIRCRAFT
PA-42/42-720
CHART5110. INSPECTIONAREAS(continued)
REPAIR
ITEM NO. PARTNO. DESCRIPTION REF.PAGE ACTION
41 - INTENTIONALLY LEFT BLANK
42 45203-20 Bulkhead 49 X
43 45113-0 Channel 46 R
44 45113-0 Channel 46 R
46 56507-9 Bulkhead 46 X
49 562614 Bulkhead 51/58 R-7
50 56770-3 Clip 47/59 R-8
51 56297-12 Shelf 61 R-11
54 46550-4 Bulkhead 52 X
55 46582-2 Bulkhead 52 X
56 56287-19/-22 Bulkhead 47 X
57 56629-2 Strap 56 R-5
58 56695-3 Skin 60 R-9
62 45083-0 Support 46 R
63 56511-2 Doubler 60 R-10
64 56261-6 Bulkhead 51 X
66 56048-14 Bulkhead 46 X
67 56507-2 Bulkhead 46 X
69 56053-2 Clip 46 X
71 45085-4 Bulkhead 46 R
73 45233-0 Bulkhead 50 X
74 45150-3 Bulkhead 46 X
75 45161-2 Bulkhead 51 X
76 56796-28 Bulkhead 47 X
77 56284-13 Bulkhead 47 X
78 45055-5 Channel 62 R-12
79 56995-2 Skin 63 R-13
80 56995-2 Skin 63 X
81 56511-2 Doubler 63 R-14
51-10-00
Page 44
4H2
PIPER AIRCRAFT
PA-42/42-720
CHART 5110. INSPECTION AREAS (continued)

REPAIR
ITEM NO. PART NO. DESCRIPTION REF. PAGE ACTION
83 45112-1 Channel 46 X
85 56642-3 Bulkhead 51 R
86 45151-20 Bulkhead 48/64 R-15
90 56269-20/-21 Beam 65 R-16
91 45160-0 Channel 66 R-17
92 56296-3 Bulkhead 67 R-18
93 46678-3 Frame 50 R
94 56695-2 Skin 69 R-21
97 56507-6 Bulkhead 50 X
99 56507-10 Bulkhead 50 X
100 45085-4 Frame 50 R
101 70456-2 Skin 50/60 R-9
102 45112-1 Channel 50 X
103 45113-0 Channel 50 R
104 70456-3 Skin 5060 R-13
105 45150-3 Bulkhead 50 X
106 70226-3 Bulkhead 50 X
107 INTENTIONALLY LEFT BLANK -
108 45203-13 Bulkhead 50 X
R-X Repair Number

R Replace Part
X Stop Drill End Of Crack (Ref. Chart 5108 For
Hole Diameter)
51-10-00
Page 45
4H3
PIPER AIRCRAFT
PA-42/42-720
FUSELAGE UPPER CABIN SECTION
LEGEND
= BULKHEADSTRINGERCUTOUT
O = BULKHEADEND
= CHANNEL
Figure 51-22. Typical Inspection Areas

51-10-00
Page 46
4H4
PIPER AIRCRAFT
PA-42/42-720
FUSELAGE LOWER FORWARD FRAME
LEGEND
O = BULKHEADEND
= CHANNEL
Figure 51-22. TypicalInspectionAreas (continued)

51-10-00
Page 47
4H5
PIPER AIRCRAFT
PA-42/42-720
FUSELAGE LOWER CENTER FRAME (FS 135 TO 174)
2A,2B, 3
ITEM2
A1A, 1B
ITEM10
LEGEND
= BULKHEADEND
= CHANNEL
Figure 51-22. Typical Inspection Areas (continued)

51-10-00
Page 48
4H6
PIPER AIRCRAFT
PA-42/42-720
FUSELAGE LOWER REAR FRAME (FS 174 TO 215)
LEGEND
A = BULKHEADSTRINGERCUTOUT
O = BULKHEADEND
= CHANNEL

51-10-00
Page 49
4H7
PIPER AIRCRAFT
PA-42/42-720
FUSELAGE AFT SECTION (FS 215 TO 280)
2
ITEM 102
ITEM
I 3
ITEM 99
LEGEND
O = BULKHEADEND
= CHANNEL

51-10-00
Page 50
Interim Revision: January 9, 1998 4H8
PIPER AIRCRAFT
PA-42/42-720
FUSELAGE AFT SECTION (FS 280 TO 334)
A3
ITEM1
ITEM13
4
ITEM75
A1B-
ITEM85
LEGEND
O = BULKHEADEND
=CHANNEL

51-10-00
Page 51
4H9
PIPER AIRCRAFT
PA-42/42-720
FUSELAGE FLOORBOARD INSTALLATION
FUSELAGEFLOORBOARDINSTALLATION
CABIN DOORENTRANCE
2
ITEM55
LEGEND
O = BULKHEADEND
= CHANNEL

51-10-00
Page 52
4H10
PIPER AIRCRAFT
PA-42/42-720
"J" STRINGER SPLICE (TYPICAL)

R- AND R - 2
VIEW
A-A
VIEWA - A
12 ( PER SIDE)RIVETS,MS20470-AD4
EQUALLYSPACEDWITH .375EDGEMARGIN. A-
"J"STRINGER
SPLICE (2)
ICKUPEXISTINGPATTERN
F.S. F.S.
87.5 76.0
LEFTSIDE SHOWN(R - 1)
RIGHTSIDEOPPOSITE( R - 2)
Figure 51-23. Structural Repairs

51-10-00
Page 53
4H11
PIPER AIRCRAFT
PA-42/42-720
BULKHEAD REPAIR (CONTINUED)

R-3
9 EACHMS20470AD4EVENLYSPACED
17 EACH MS20470AD4TO MATCHBULKHEAD
TYPICALBULKHEADLOCATION
EXISTINGHOLES
BULKHEAD
F.S. 25.6
VIEW A- A
A
REPAIR MAY BE MADE USING

P/N 56287-18BULKHEAD
A
REPAIRFORLEFT AND RIGHTSIDE SIMILAR
Figure51-23. StructuralRepairs(continued)
51-10-00
Page 54
4H12
PIPER AIRCRAFT
PA-42/42-720
BULKHEAD REPAIR
R-4
STRINGERCUT - OUT ON
BULKHEADONLY
MATCH
33 EACHMS20470=AD4
RIVETS
EVENLYSPACED(ASSHOWN)
PICKUP EXISTINGPATTERN
2.32"
VIEWA-A
VIEW A TO CLEARCLIPS
REPAIRFOR LEFT ANDRIGHTSIDESSIMILAR MATERIAL2024-T3ALUMINUM
Figure 51-23. Structural Repairs (continued)

51-10-00
Page 55
4H13
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE
MANUAL
REPAIR OF INNER SKIN (TYPICAL)

R-5
F.S. 113.0
I I
VIEWOF INNERSKININSTALLATION 24 EACHMS20470-AD4RIVETS

WITH REPAIRACCOMPLISHED PICKUPEXISTINGPATTERN
8
EACHMS20470-AD4 4.25"
RIVETSEQUALLY
SPACED
1.75" 7.38"
MATERIAL.040 2024-T3
Figure 51-23. StructuralRepairs(continued)

51-10-00
Page 56
4H14
PIPER AIRCRAFT
PA-42/42-720
BULKHEAD REPAIR (continued)

R-6
A A
PRESSURE
BULKHEAD
BULKHEAD
F.S.25.6
6"
- 9 EACHMS20470-AD4RIVETS
-10 EACHMS20470-AD4RIVETS(EXISTING)
EXISTINGHOLE
8.6
VIEW A -A
REPAIR MADE BE MADE FROM P/N 56286-2

BULKHEADWITH FLANGESREMOVED.
REPAIRFOR LEFTAND RIGHTSIDESSIMULAR

51-10-00
Page 57
4H15
PIPER AIRCRAFT
PA-42/42-720
BULKHEAD REPAIRS (continued)

R-7
TYPICALBULKHEAD
PICKUP EXISTINGPATTERN(4 EACH) BULKHEAD

F.S. 280.0
26 EACHMS20470-AD4RIVETS
4.0"
2.5"
VIEWA-A
REPAIR MAY BE MADE FROM P/N 56261-4

BULKHEADWITHFLANGESREMOVED.

51-10-00
Page 58
4H16
PIPER AIRCRAFT
PA-42/42-720
TYPICAL FUSELAGE CENTER BULKHEAD REPAIR

R-8
BULKHEAD
F.S. 135.0
BULKHEAD
F.S. 25.6
1.50
VIEW A - A
MS20470-AD4
PICKUPEXISTINGPATTERN
ANGLE
A
COMPLETED
REPAIR
CENTER BULKHEAD
LONGITUDINALBEAMASSEMBLY
REPAIRFORLEFTAND RIGHTSIDESSIMILAR MATERIAL:.050 2024-T3ALUMINUM
Figure 51-23. Structural Repairs continued)

51-10-00
Page 59
4H17
PIPER AIRCRAFT
PA-42/42-720
FUSELAGE SKIN REPAIR (TYPICAL)

R-9 AND R-10
TYPICALSKINREPAIRAPPLICATION
STOPDRILLCRACKSBEFOREADDINGDOUBLER
O
15.0
RIVETS
6 EACHMS20470-AD5
0 0
MATERIAL:.080
2024T-3
CLADALUMINUM
BEVELSIDES450 X.070
51-10-00
Page 60 Figure 51-23. Structural Repairs continued)
31, 1989December
Reissued: 9.0MATERIAL:.080 2024T-3 BEVELSIDES45° X .070
CLADALUMINUM
51-10-00

PIPER AIRCRAFT
PA-42/42-720
BULKHEAD SHELF REPAIR

R-11
TYPICALSHELF INSTALLATION
A A
t
.40
2.8"
4.2"
MS20470-AD4RIVETS(12 EACH)
.63"
VIEW A- A
SHELF
REPAIRFORLEFTAND RIGHTSIDESSIMULAR
MATERIAL:.050 2024-T3ALUMINUM

51-10-00
Page 61
4H19
PIPER AIRCRAFT
PA-42/42-720
FUSELAGE CHANNEL REPAIR

R-12
TYPICALCHANNELLOCATION
PRESSURE
BULKHEAD
F.S.57.0
UTILIZEEXISTINGRIVETPATTERN
CHANNEL
USE5/8" SPACINGFORADDITIONALFASTENERS
REPAIRFOR LEFT AND RIGHTSIDESSIMULAR


51-10-00
Page 62
4H20
PIPER AIRCRAFT
PA-42/42-720
MAINTENANCEMANUAL
FUSELAGE SKIN REPAIR (TYPICAL)

R-13 AND R-14
TYPICALSKINREPAIRAPPLICATION
4.3"
0 000
- NOTE-
0
0
0 000 15.0"
7 EACHMS20470-AD5 RIVETS )
4.9"
O
0
0 0
.31IN.MINIMUM
EDGEDISTANCE,TYPICAL
9.0"
MATERIAL:.080 2024-T3CLAD ALUMINUMBEVELSIDES45° X .070

51-10-00
Page 63
4H21
PIPER AIRCRAFT
PA-42/42-720
BULKHEADREPAIR (continued)
R-15
BULKHEAD
F.S. 140.0
A
MS20470-AD4RIVETS
.75
VIEWA - A

51-10-00
Page 64
4H22
PIPER AIRCRAFT
PA-42/42-720
LONGITUDINALBEAMREPAIR
R-16
TYPICALLOCATION
BULKHEAD
F.S. 135.0
PRE
PRESSURE
BULKHEAD
BUL
F.S.57.0
- MIDSPACEAS SHOWN
MATCHCENTERPATTERN
8.75"
BEAMASSEMBLY
4.0 25
REPAIR FOR LEFT ANDRIGHT SIDES SIMILAR


51-10-00
Page 65
4H23
PIPER AIRCRAFT
PA-42/42-720
TYPICALPRESSUREBULKHEADCHANNELREPAIR
R-17
TYPICALPRESSUREBULKHEAD
CHANNELLOCATION
PRESSUREBULKHEADF.S. 57.00
CHANNEL
.375 10 EQUALSPACING .375
RIVETS
MMS20470AD4
.75 CHANNEL
1.375
VIEW A-A
REPAIRFORLEFT AND RIGHTSIMULAR


51-10-00
Page 66
4H24
PIPER AIRCRAFT
PA-42/42-720
FUSELAGESTATION332.0 BULKHEADREPAIR
R18
12 EACHMS20470-AD4 -12 EACHMS20470-AD4

RIVETS RIVETS
I
TYPICALBULKHEAD
LOCATIONF.S. 332.0
EXISTING
PATTERN
EXISTING -
PATTERN
.75"
VIEWA-A
REPAIRFOR LEFT ANDRIGHTSIDESSIMULAR MATERIAL:.051 2024-T3ALUMINUM

51-10-00
Page 67
411
PIPER AIRCRAFT
PA-42/42-720
BULKHEADREPAIR(continued)
R-19 AND R20
BULKHEAD
F.S.270.0
3.0" BULKHEAD
F.S.215.0
2.25"
1.3"
PICKUPEXISTINGRIVETPATTERN
.38'
1.25"
5 EACH MS20470-AD4RIVETS
VIEW A A
MATERIAL:.040 2024T-3 ALUMINUM

51-10-00
Page 68
412
PIPER AIRCRAFT
PA-42/42-720
FUSELAGESKINREPAIR(TYPICAL)
R-21
INTERCOSTAL
TYPICALREPAIRLOCATION CHANNEL
-NOTE-
.38R
MS20470-AD4 RIVETS
MATERIAL:.040 2024T-3ALUMINUM

51-10-00
Page 69
413
PIPER AIRCRAFT
PA-42/42-720
SEALING PROCEDURES
. SEALING OF NACELLE FUEL TANK PPS45027
The followingproceduresmust be used for repairingleaks in the nacellefuel tank. Using specifiedmaterials
allows the least amountof aircraftdown time during repair.
LIST OF MATERIALS
SealantMaterial- PR-1435-G(See Chapter91 for vendor)

Solvent- Methylethylketone(M.E.K.)
AlodineSolution1200
Smallnylon brush
Cleanwhite gauzepads (4 inch square)
Filletfairing tools (Referto Chapter95)
PR-1435-Gis a two-partpolysulfidesealant which, when mixed, has a short application life (15 minutes at
75°F and 50% relativehumidity). For every 10°Frise in temperature,the time is reducedin half. For every 10°F
drop in temperature,the time is doubled. High humidityat time of mixingalso shortensthe applicationlife.
This sealant cures to an acceptable hardness in approximately16 hours at 75°F and 50% relative humidity.
Cure is hastenedwhen applyingheat up to 130°F.
-NOTE-
Nacellefuel tanks can be filled with fuelone hour after applicationof

sealant. The cure does not depend on exposure to air or elevated
temperatures,and will seal even when combined with fuel, without
affectingsealingefficiency.
- WARNING
DO NOT ALLOW ALODINE SOLUTION TO COME IN

CONTACT WITH HANDS, EYES OR CLOTHING.
-WARNING -
PR-1435-G SEALANT CONTAINS FLAMMABLE AND

VOLATILE SOLVENTS. KEEP SEALANT AWAY FROM HEAT,
SPARKS AND FLAME. USE PROPER PRECAUTIONS WHEN
APPLYING THIS SEALANT.
51-20-00
Page1
414
PIPER AIRCRAFT
PA-42/42-720
- WARNING -
AVOID ALL CONTACT OF SEALANT WITH YOUR BODY,

ESPECIALLY CONTACT WITH OPENBREAKS IN THE SKIN.
POLYETHYLENE MITTS MUST BE USED AND HANDS
WASHED, BEFORE EATING OR SMOKING.
1. In areas where the original sealant has been scratched,gouged, or otherwisedamaged, remove damaged
section of fillet with a sharp plexiglasscraper. Taperall cuts in the old sealantat a 45° angle.
2. The original sealant in the fuel tank will be fuel soaked and must be dried in the repair area. Use a vapor-
proof heat lamp or hot air blower.
3. Thoroughly clean all areas to be repaired with solvent such as methylethylketone(MEK). A progressive
cleaning proceduremust be used. Wash a small area at a time and dry with a clean cloth before the solvent
evaporatesto preventredepositionof the oil, fuel, etc, on the surface. Alwayspour solventon washingcloth
to maintain a clean solventsupply. Do not use reclaimedsolvents.
4. Check damaged area for other repairs which have to be made before applying new sealant. Realodine
aluminum surfaces where the original alodine coating has been removed. Apply alodine 1200 solution
(undiluted) to affected area with a small nylon brush. Allow solution to dry until a light golden color
appears. Whena coatinghas been formed,removeexcess solutionby wipingwith a clean watermoistened
cloth; wipe dry.
5. Just prior to application of PR-1435-G sealant, the affected area must be recleaned with MEK (per
instructiongivenin step 3).
6. Using premeasuredkits, mix the acceleratorwith the PR-1435-Gbase compound. The mixing ratio is 7.5
parts base compoundto I part acceleratorby weight. Slowly mix acceleratorinto base compoundby hand
until a uniformgray-greencolor is obtained.
7. Apply the sealant 0.125 to 0.187 inch thick to repair area with spatula or a paddleshaped tool. Firmlypress
sealant in place and form into desiredshape.Lap new sealant over old existingsealant 0.125to 0.25 inch.
8. Allow sealant to cure until stiff.
9. After all sealanthas dried,proceedas follows:
a. Plug all tank openingswith temporarycaps and gaskets.
b. Install a modified filler cap, (shownin Chapter95), which accepts an air hose fitting.
c. Apply 2 psi (55 inches of water)closedcircuit air pressureinto tank.
d. Allow pressure to stabilize (normally the air pressure will drop slightly). When pressure stabilizes,
return tank pressureto 2 psi (55 inchesof water)and hold this pressure for 5 minutes. There will be no
decreaseof pressureduringthis time, as indicatedby the manometer.
e. Nothing less than a perfect seal is acceptable.
f. Check all externalseams and rivetsfor leaks. Use a non-corrosiveleak detectingsolution.
51-20-00
Page 2
415
PIPER AIRCRAFT
PA-42/42-720
1,3, A
1,3, C, E 1,2,3'
1,2,3
1,2,3
SEEVIEWA
NOTES-
1, 3 SEALINGMETHODS:
1. FAYINGSEAL (NOTEA)
FWDPRESSURE 2. FILLETSEAL (NOTEA)
v
BLKHD. 3. BRUSHCOATWITH "A"TYPESEALANT
TUBE ASSEMBLY TUBE ASSEMBLY SPECIALINSTRUCTIONS
A. USE RTV88 WITH RTV9811CATALYST.

B. USE FAYINGSEAL METHODFOR WINDOW
DOUBLERALLAROUNDWINDOW
OPENING. DO NOT USE CLASS"A"
SEALANT.
C. SEALAREA BEFOREINSTALLINGINNER
SKIN
D. ALL SKIN LAPSIN PRESSUREAREAMUST
HAVEFAYINGSEALS.
E. USE BRUSHCOATAS WELL AS FAYING
SEAL METHODON AREASWHERESKINS
SLIDEINTOFINALPOSITION.
F. BRUSHCOATBULKHEADTV SKIN
FLANGES,PARTICULARLY AT PRESSURE
BULKHEADS.MAKESUREALL "SEAL
PLATES"STRINGERS,BOLTS,AND RIVETS
F, FAYINGSEAL WILLWILL
BE APPLIEDTO ARE SEALEDPROPERLY.
VIEW A TUBE FLANGEAND MATINGSURFACE G. APPLYGLASSCLOTH(TYPE 101)COATED
ON BULKHEADPRICPRIOR
TO ASSEMBLY. WITH SEALANT
Figure 51-24. Fuselage Sealing (Forward)

51-20-00
Page 3
416
PA-42/42-720
INJECTSEALANTINTOAND
AROUNDOPENINGAT BOTTOM
OF DOORFRAME,AND WHERE
ANY VOID MAYOCCUR.
2,3,F
1. FAYINGSEAL (NOTEA)
2. FILLETSEAL(NOTEA)
SPECIALINSTRUCTIONS
A. USE RTV88 WITH RTV9811CATALYST.

B. USE FAYINGSEAL METHODFOR
WINDOWDOUBLERALLAROUND
WINDOWOPENING. DO NOTUSE
CLASS"A" SEALANT.
C. SEAL AREA BEFOREINSTALLINGINNER
SKIN
D. ALL SKIN LAPS IN PRESSUREAREA
MUST HAVEFAYINGSEALS.
E. USE BRUSHCOATAS WELLAS FAYING
SEAL METHODON AREASWHERE
SKINSSLIDEINTOFINALPOSITION.
F. BRUSHCOATBULKHEADTV SKIN
FLANGES,PARTICULARLY AT
PRESSUREBULKHEADS.MAKESURE
ALL 'SEAL PLATES'STRINGERS,BOLTS,
AND RIVETSARE SEALEDPROPERLY.
G. APPLYGLASSCLOTH(TYPE101)
COATEDWITH SEALANT.
Figure 51-25. FuselageSealing(Aft)

51-20-00
Page 4
417
PIPER AIRCRAFT
PA-42/42-720
FUSELAGE SEALING (Figures 51-24 and 51-25) LH1458
Special sealing compounds are used to seal sections of the aircraft against leakage of pressurized air. This
sealing is done during construction. Any air leakage throughout the pressurized fuselage can normally be
detectedwhilecarryingout the fuselagepressurecheck in Chapter21.
SURFACE PREPARATION
- WARNING-
WHEN USING THESE CLEANING SOLVENTS IN A CLOSED

AREA, FORCED VENTILATION MUST BE USED TO
PROTECT PERSONNEL FROM TOXIC FUMES.
All parts to be sealed must be thoroughly cleaned. Methylethylketone (MEK) or aliphatic naphtha are
recommendedcleaningagents.
-NOTE-
Aliphatic naphtha is preferable since it does not damage painted

surfacesor acrylicplastic (plexiglas)windows.
1. All parts, sub-assemblies, and assemblies to be sealed must be alodined and primed with zinc chromate,
except pressurized air duct work, airboxes, etc, which are alodined only.
2. Remove all filings, chips, loose dirt, and other foreign objects on surfaces to be sealed by forced air, or
vacuum cleaning and brush.
3. Clean all surfaces or voids to be sealed, to remove all fingerprints, oil, or grease. To clean, wipe affected
areas with naptha; use a clean, cotton cloth. To prevent redisposition of contaminents on surface, the
cleaned surfaces should be wiped dry immediately and not allowed to air dry.
4. It is essential that only clean cloths be used for cleaning. When a cloth becomes soiled, it must be cleaned
or discarded. To avoid contamination of cleaning solvent, it must be poured on the cloth. Repeat cleaning
procedures above until no contaminates are left on surfaces to be sealed.
- NOTE -
The importance of proper cleaning prior or applying sealant cannot be

over emphasized. Sealant will not adhere properly to dirty, oily
surfaces.
MATERIAL PREPARATION
Sealant manufacturerinstructionsmust be followedexactlyfor both mixing and storageof sealants.

Mix only enough sealantneeded for thejob. The applicationlife of A-2 and B-2 class sealants is two hours at
75 degreesFahrenheitand 50 percent relative humidity. For every 10 degree temperaturerise, applicationlife is
reduced in half; for every 10 degrees drop in temperature, application life is doubled. Increased humidity
decreasesapplicationlife, and decreasedhumidityincreasesapplicationlife.
The applicationlife of A-1/2 class sealant is 1/2 hour under the same 75 degrees Fahrenheitand 50 percent
relativehumidity.
- NOTE-
Use care when mixingsealantto avoidgettingair into the sealant.

51-20-00
Page 5
418
PIPER AIRCRAFT
PA-42/42-720
LIST OF EQUIPMENT
1. Mixers - SemcoNo. 285 Portable,or SemcoNo. 385 Automaticor equivalent.

2. Cartridges - SemKit No. 650 2 1/2 ounces and 6 ounces proportionedwith MIL-S-7502or MIL-S-8802
Class B sealantsonly.
3. Halfpintkits of MIL-S-7502or MIL-S-8802Class A sealantsonly (5 fluidounces).
4. Air poweredsealant gun (SemcoNo. 250-6with extra retainersfor 2 1/2 ounce cartridgesor equivalents).
5. Assortednozzles for sealantgun.
6. Extension for sealantgun.
7. Solventdispensers(polyethylenesquirt bottles).
8. Clean, white,cotton cloths.
9. Stiff bristle brush (not nylon).
10. Solventcontainerswith covers for cleaningnozzles,tools, etc.
11. Fillet fairing tools. (Referto Chapter95.)
-NOTE-
Equipmentlisted is commerciallyavailable from vendors shown in

the Listof ConsumableMaterials,Chapter91.
LIST OF MATERIALS
Only the following materials are to be used:

1. Sealants - MIL-S-7502 or MIL-S-8802 - Classes A-1/2, A-2, B-2, B-4, B-6, and B-8.
2. Sealant material - 3M - E.C. 1239.
3. Sealant material - G.E.-SS-4404 Primer.
4. Sealant material - G.E. RTV 88 with RTV 9811 catalysts.
5. Sealant material - PRC - PR 1422 (MIL-S-8802) and PR 1221 (MIL-S-7502).
6. Aluminum Wool - Fine.
7. Release Agent - Polyvinyl Alcohol. (P.V.A.)
8. Cleaning Solvents - Methylethylketone (M.E.K.) or Aliphatic Naphtha.
-NOTE-
Materials listed are commercially available from vendors shown in

the List of Consumable Materials, Chapter 91.
51-20-00
Page 6
419
PIPER AIRCRAFT
PA-42/42-720
APPLICATION OF SEALANTS
The followingsequenceof sealingmust be observed:

1. Seal faying surfacesof assembliesand sub-assembliesprior to installation,whichare not accessiblelater.
2. Sealjoggles, holes, cutout,and any other gaps.
3. Seal remainingseamsand joints.
4. Seal bolts, screws,nuts, and otherfasteners.
5. Seal electricalharness.
6. Seal formedin place gaskets.
-NOTE-
All sealingis done on the pressureside of the sealplane. This assures

thepressurewill help hold seal in place.
SEALING FAYINGSURFACES (Figure51-26)
Typical parts requiring sealing prior to assembly are bulkhead stations extending beyond the seal plane,
between bulkhead stations 57.0 and 332.0 inclusive, angles and skin joints behind box bulkheads, stringers,
windshields, and windows.
-NOTE-
The PA-42 floor panels are not sealed, but are within the pressure
vessel.
TypeB-2 class sealantmust be used. Apply a liberal amountof sealantto each mating surfaceof the applicable
parts. Assemble and securecomponentstogether before sealant dries. If specific componentsrequireriveting,
the componentsmust be riveted together while sealant is still wet. If permanentfasteningis not possible at the
time, temporaryfastenersmust be used in at least50% of the holes to be riveted.
- NOTE -
Sufficientsealantmust be appliedto ensure a continuousextrusionon

both sides of the joint after assemblyof the faying surface. (Figure
51-19.) Permanentfastening is requiredbefore work life of sealant
has expired. A sand blastedbuckingbar must be used to performthe
rivetingoperation.
Allow class B-2 sealantto fully curefor 48 hours at 75°F and 50% relativehumidity.
SEALING JOGGLES (Figure51-27)
Seal joggles by completely filling them with class B-2 sealant. Apply sealant with a pressure applicator,
forcingthe sealant underthejoggle from either side until it begins extrudingon the oppositeside of thejoggle.
51-20-00
Page 7
4110
PIPER AIRCRAFT
PA-42/42-720
MANUAL
AIRPLANEMAINTENANCE
FAYINGSEAL BETWEENSKINSAT SKINLAPAREAS
FAYINGSEALBETWEEN
BULKHEADAND SKIN AT ALLAREAS
BULKHEAD
EXTRUDEDSEALANTAFTERASSEMBLY BEFOREASSEMBLY
SEALA T APPLIED TO A
BOTH SURFACESPRIOR FAYINGSURFACE
TO ASSEMBLY SECTIONA A
APPLICATION
OF SEALANT
SEALANTFILLETEDINTO
SEAM AFTERASSEMBLY AFTERASSEMBLY
Figure 51-26. Faying Surface Seal
Figure 51-27. Joggle Seal

51-20-00
Page 8
4111
PIPER AIRCRAFT
PA-42/42-720
SEALING HOLES ANDVOIDS (Figure51-28)
Voids are defined as gaps between airframe members which present a direct opening through the pressure
vessel structure. Such gaps occur at stringer cutouts in the pressure bulkheads,forming reliefs and flanges.
Holes and voids which are less than 0.125 inch wide must be filled with sealant, building up a bead with a
minimumthicknessof 0.062 inch. If the gap is larger than 0.125 inch wide, use a mechanicalclosure such as a
soft rivet, a screw and washer. If rivetsare used,be sure to brushcoat both sides with class A-1/2sealant.
HOLES AND VOIDS IN (COLD) AIR DUCT WORK (Figure 51-28)
Sealing in this area preventsair noises and eliminatesundesirable,uncontrollabledrafts. Apply sealant to any
holes and voids less than 0.125 inch wide. Apply 3M 471 plastic tape on inside or outside surfaceof any holes
and voids largerthan 0.125inch.
SEALING SEAMS AND JOINTS (Figure 51-29)
Fillet seals must be used along edges of all structuresrivetedto the skin in the pressurizedarea, such as frames,
stringers, doublers, laps, seams, and joints. Apply sealant with a pressure gun and be sure to avoid getting gaps
or bridges along the seamjoint. Final dimensionsof a cross section of bead must conform to those shown in
Figure51-29.
-CAUTION
ENSURE PRESSURE GUN CONTAINS ENOUGH SEALANT

TO COMPLETE A SEAL AT ONE INJECTION WITHOUT
ANY BREAK. STOPPING AND STARTING CAUSES AIR
BUBBLES IN SEALS AND WILL PRODUCE A POOR SEAL.
SEALING FASTENERS (Figure 51-30)
Seal all fasteners installed in a seal plane by filleting around fasteners, after installation, with a coat of B-2 class
sealant.
-NOTE-
If a bolt or nut is being sealed, it must be torqued beforesealants set.

Tighteningafter sealant sets is not recommended.
SEALING "AN "STANDARDBULKHEADFITTINGS
Seal AN fittings passingthroughpressureplain of the bulkheadby cleaningaround seal area. Apply sealant to
inside surfacearound thehole and install the fittingbeforethe sealantsets.
51-20-00
Page9
4112
PIPER AIRCRAFT
PA-42/42-720
1. BULKHEAD PRESSURE
2. FAYINGSEAL 6 SIDE 12
3. STRINGER
4.
5.
SKIN
STRINGERSEAL PLATE
\
6. BRUSHCOATWITH
CLASSA-1/2 SEALANT
7. FILLETSEAL 14
8. BULKHEADCUTOUT 5
9. FUSELAGESKIN SEALINGHOLES
10.FAYINGSEAL ATFWD.
BULKHEADSBETWEEN PRESSURE
SKINAND STRINGER
11.BULKHEADFLANGE
12.SCREW
13.SEALPLANE(SKIN,
BULKHEAD,ETC.)
14.LARGEHOLE (GREATER
THAN.125')
15.NUT
16.WASHER
5 10 3 7
SEALINGSTRINGERS .125 MIN.
Figure 51-28. Stringers, Holes and Voids Seals
APPLY SEALANTWITHFLOWGUN
APPLICATIONOF FILLETSEAL DETAILC
PRESSSEALANTINTOPLACE
WITHFAIRINGTOOL
DETAILC DIMENSIONS
D= 0.10 "MIN.
W 0.20" MIN.
A + B W, EXCEPTA 0 WHEN B 0.20"OR MORE
DETAILB FORMINGOF FILLETSEAL
Figure 51-29. Fillet Seal

51-20-00
Page 10
4113
PIPER AIRCRAFT
PA-42/42-720
BOLTHEAD
.005 TO .015"
0.60"
0.06"
NUTANDTHREAD 0.60
RIVET
Figure 51-30. Bolts and Rivets Seals

SEALING ELECTRICAL HARNESSES (Figure 51-31)
These steps pertain to the main fuselage and wing harness only. The wire harnesses are sealed at the point
where they pass throughthe pressurebulkhead.
1. Sealing with sealingcompoundcan be accomplishedas follows:
a. Clean area of bulkheadwhere sealfittingswill seal.
b. Pass wire bundlethroughhole providedin bulkhead.
c. Place seal fittinghalves around wire harness,on pressureside of bulkhead.
d. Fill groove in mountingflangeof the fitting halveswith sealant. (Referto detailA of Figure 51-31.)
- NOTE -
Use enough sealant to assure it extrudesaround the mountingflange

aftersecuringthem to the bulkhead.
e. Securefittingto bulkheadwith fasteners.
f. Fillet seal extrudedsealant aroundsides of mountingflange(shown in detailB of Figure51-31).
g. Put nozzle of sealantgun in center of wire harnessand work sealantthroughoutwires insideseal fitting
(shownin detailC of Figure 51-31).
h. Place a strong piece of string against the seal assembly,parellel with the wires. (Refer to detail D of
Figure 51-31.)
i. Wrap fitting halves with three turns of 1.50 inch wide masking tape. (Refer to detail D of Figure 51-
31.)
j. Crimpwide maskingtape around seal assemblyto center wire harness.
k. Wrapcrimpedend with three turns of 0.750 inchmaskingtape. (Referto detailD of Figure 51-31.)
l. Puncturemaskingtape over most convenientinjectionhole in seal fitting. Inject sealant with pressure
gun.
m. Apply sealantover seal fitting fasteners(explainedin this section).
n. Removetape after sealanthas cured (16 to 24 hours)by pullingrip string and unwindingtape.
o. All other electricalharnessesand wires use O-ring type pressure seal bulkheadconnectorsper MIL-C-
5015 or Dura-Gromtypeseals.
51-20-00
Page 11
4I14
PIPER AIRCRAFT
PA-42/42-720
2. The feedthroughseals used to seal the wiringharnessat the pressurebulkheadare heat shrinkablecoverings
made of various plastic and elastomer compounds. They are supplied in expanded form, when heated,
shrinkto a predeterminedsize and shape. Installationof theseseals is accomplishedas follows:
a. Equipmentrequired:
(1) Thermogunheating tool Model CV-5000,Model 500A.
(2) Heat reflectorTG-24 (RaychemP/N991023).
(3) Pressurefeedthroughseals.
-NOTE-
Two types of nuts may be used dependingupon installation. Type A

nut is pressed into opening in the bulkhead from the same side that
the feedthroughseal will be installed. TypeB nut is installedfrom the
bulkheadside oppositethe feedthroughseal.
b. Installation.
(1) Installnut (type A or B) in the pressurebulkhead.
(2) Insert wire or cable throughfeedthrough.
(3) Ensure O-ring is positioned in groove of feedthrough. Screw feedthrough into nut. Tighten to
approximately(10) foot poundstorque.
(4) Usingrecommendedheatingdevice and heat reflector,applyheat to recoverableend of feedthrough
seal. (Shown in Figure 51-31.)
(5) After shrinking, inspect to ensure neck of feedthroughis generallyrounded and has uniformwall
thickness.
APPLICATION OF RELEASE AGENT
Edges and faying surfaces of removable or hinged panels must receive at least two coats of release agent
(Polyvinyl Alcohol P.V.A.) applied approximately 0.50 inch wider than the mating flange proper to sealant
application. The panel must be allowed to air dry between coats. Only removable covers requiring a formed-in-
place gasket receive an application of release agent. Sealant must be applied to prepared surface within 2 hours
after completion of surface preparation. Surfaces not sealed within this time must be prepared again.
- CAUTION -
DO NOT USE POLYVINYL ALCOHOL AS A RELEASE

AGENT NEAR ACRYLIC (PLEXIGLAS) WINDOWS. IT WILL
CRAZE ACRYLIC PLASTICS.
51-20-00
Page 12
Reissued: December31, 1989 4I15
4115
PIPER AIRCRAFT
PA-42/42-720
FITTINGHALVES
FILLETEXCESSSEALANTAFTER
OF FITTINGHALVES
INSTALLATION
DETAILA
DETAILB
DETAILC
MASKINGTAPE1-1/2"WIDTH
MASKINGTAPE3/4' WIDTH
DETAILD
Figure 51-31. Wire Harness Seals

51-20-00
Page 13
4116
PIPER AIRCRAFT
PA-42/42-720
NOTE-
RECOVERABLEEND.APPLYHEAT IN THISAREA
TYPE -A" NUT
O-RING COATING
SIDEVIEW ENDVIEW
PRESSUREBULKHEAD
TYPE"B" NUT
PRESSURE BULKHEAD
HEATREFLECTOR
TYPE "A" NUT INSTALLATION
TYPE "B"NUT INSTALLATION
Figure 51-31. WireHarnessSeals (continued)

51-20-00
Page 14
4117
PIPER AIRCRAFT
PA-42/42-720
SEALING FORMED-IN-PLACE GASKETS

-NOTE-
This type of seal is used on the Radome lock handle cover of the
airplane.
Unlessotherwisespecified,apply heavy bead of class B-2 sealant to mating surfacesnot coated with a release
agent Spread evenly untilcoating is approximately0.062 inch thick. While sealant is still fluid, secure access
cover and smooth excess sealant flush with top of cover. Allow to fully cure for 48 hours at 70°F and 50%
relative humidity. After curing,trim excess sealant from around cover, pry one comer of panel open, using care
not to damage the gasket. Slowlyfree the rest of panel. Removeall release agent and excess sealant from panel
and mating surface.
-NOTE-
Release agents can be removed with water.
-NOTE-
Do not pressure test the fuselage until sealing compound has

thoroughly cured.
REMOVAL OF SEALANT
When it is necessary to remove fillets or beads of sealant due to rework or repair, scrape sealant off with
scrapers made of hardwood or plexiglas. Remove only major portion of fillets or beads. After rework, clean,
reseal and test the area for leaks.
EQUIPMENT CLEAN UP
Cleanequipmentwithin3 hours afterexposureto room temperatureusing naptha, Methylethylketone,or Toluol

as a cleaningagent.
51-20-00
Page 15
4118
PIPER AIRCRAFT
PA-42/42-720
AVIONICS AND ECU BAY DOOR SEALING
REMOVAL OF AVIONICS AND ECU BAY DOOR SEALS
1. Apply mineral spirits to seal to loosen adhesive. Using a plastic scraper or other appropriateinstrument,
scrapeoff seal while applyingmineralspirits,as necessary,to dissolveadhesive.
2. With seal removed,use a clean cloth and mineralspiritsto removeall excess adhesive.
INSTALLATION OF AVIONICS AND ECU BAY DOOR SEALS
1. Clean door frame using a clean cloth and Prep-Sol, or a similar cleaner which will not leave an oily residue.
2. Orient seals on the frame as follows. Mark the seal mating surface:
Aft - 56598-06
Top - 56598-07
Forward - 56598-08
Bottom - 56598-09
3. Coat seal mating surfaces and the bay frame face with 3M 1300L contact cement. Allow to dry 15 minutes.
4. Install seals in their appropriate locations.
SEALING OF AVIONICS AND ECU BAY DOOR CAMLOC FASTENERS
Seal camloc fastener receptacles on backside of the bay frame as follows (Refer to Figure 51-32):
1. Apply PRC 1221 Type B-2 sealant around receptacle perimeter, over rivet bucked tails, and around base of
the receptacle's centerpart.
2. Slip a sleeve cap over center part of receptacle. Seat it firmly in sealant around base. Allow to cure
properly.
3. Seal receptacle holes in the face of the bay door frame. (Shown in Figure 51-32)
SEAL ALL SEAMS

BETWEEN SKINS
AND BETWEEN
SKINAND
SEALANT RECEPTACLES
SLEEVECAP
RECEPTACLE
Figure 51-32. Avionics and ECU Bay Door Sealing

51-20-00
Page 16
4I19
PIPER AIRCRAFT
PA-42/42-720
GRIDS 4I20 THRU 4122

51-20-00
Page 17
4120
CHAPTER
DOORS
4123
PIPER AIRCRAFT
PA-42/42-720
CHAPTER52 - DOORS
SYSTEM GRID
52-00-00 GENERAL 4J2
52-10-00 CABINENTRANCEDOOR 4J2

52-10-00 Removalof CabinEntranceDoor 4J2
52-10-00 Inspectionof CabinEntranceDoor 4J2
52-10-00 Installationof CabinEntranceDoor 4J2
52-10-00 CabinEntranceDoor Step Mechanism 4J2
52-10-00 Removalof Steps 4J2
52-10-00 Installationof Steps 4J4
52-10-00 Removalof Handle(Inside) 4J4
52-10-00 CabinEntranceDoor LatchMechanism 4J4
52-10-00 Removalof LatchingMechanism 4J4
52-10-00 Installationof LatchingMechanism 4J6
52-10-00 Adjustmentof LatchingMechanism 4J6
52-10-00 CabinDoor AuxiliaryLock 4J7
52-10-00 Removalof AuxiliaryLock 4J7
52-10-00 Installationof AuxiliaryLock 4J7
52-10-00 CabinDoor Snubber 4J7
52-10-00 Removalof Door Snubber 4J7
52-10-00 FillingSnubberAssembly 4J7
52-10-00 Installationof Door Snubber 4J8
52-10-00 DoorSeal System 4J8
52-10-00 DoorSeal Assemblies 4J8
52-10-00 Removalof DoorSeals 4J9
52-10-00 Installationof Door Seals 4J9
52-10-00 DoorAjar SwitchesDescription 4J11
52-10-00 Removalof DoorAjar Switches 4J11
52-10-00 Installationof Door Ajar Switches 4J11
52-10-00 Adjustmentof Door Ajar Switches 4J11
52-10-00 PeriodicCheckof Door Ajar Switches 4J12
52 - Cont./Effect.
Page-1
4124 4124 Reissued:December31, 1989
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 52 - DOORS(cont)
CHAPTER
SECTION GRID
52-20-00 CARGODOOR 4J13

52-20-00 Removalof CargoDoor 4J13
52-20-00 Installationof Cargo Door 4J13
52-20-00 CargoDoor Latch Assembly 4J13
52-20-00 Removalof CargoDoorLatch Assembly 4J13
52-20-00 Installationof Cargo DoorLatch Assembly 4J13
52-20-00 NACELLELOCKERDOOR 4J15
52-20-00 Removalof NacelleLockerDoor 4J15
52-20-00 Installationof NacelleLockerDoor 4J15
52-20-00 NacelleLockerDoor LatchAssembly 4J15
52-20-00 Removalof NacelleLockerDoorLatch Assembly 4J15
52-20-00 Installationof NacelleLockerDoorLatch Assembly 4J15
52-20-00 FORWARDBAGGAGEDOOR 4J17
52-20-00 Removalof ForwardBaggageDoor 4J17
52-20-00 Installationof ForwardBaggageDoor 4J17
52-20-00 Removalof ForwardBaggageDoorLatch Assembly 4J17
52-20-00 Installationof ForwardBaggageDoorLatch Assembly 4J17
52-20-00 Adjustmentof ForwardBaggageDoorLatch 4J19
52-30-00 SERVICE 4J19

52-30-00 NoseCone 4J19
52-30-00 Removalof Nose Cone 4J19
52-30-00 Installationof Nose Cone 4J19
52 - Cont/Effec.
Page - 2
Reissued:December31,1989 4J1
4J1
PIPER AIRCRAFT
PA-42/42-720
GENERAL
CABIN ENTRANCE DOOR
REMOVAL OF CABIN ENTRANCE DOOR (Figure 52-1)
1. Place a paddedsupportunder the door to relievetensionfrom the two supportcables.

2. Removescuff coverfrom over the door hinge.
3. Remove boot over the door snubber attachmentpoint on door. Disconnectsnubber if installed. Refer to
ParagraphCabin Door Snubber.)
4. Disconnecttwo supportcables from door.
5. Disconnectpressureline to door seal.
6. Removehinge pin and lift door to separatehinges. Removedoor from airplane.
INSPECTION OF CABIN ENTRANCE DOOR
1. Make a visual inspectionof parts for excessivewear, metalfatigue, and signs of improperadjustments.
2. Operate door latch mechanism. Checkfor proper functioningof all lockinglugs and for signs of binding.
3. Refer to paragraphsfor repair and serviceinstructionsof various door components.
4. Refer to Chapter 12 for proper lubricationof door and relatedmechanisms.
INSTALLATION OF CABIN ENTRANCE DOOR (Figure 52-1)
1. Place a padded support under door.

2. Position hinge half on the door and half on the airplane. Install hinge pin.
3. Connect two support cables to door.
4. Connect pressure line to door seal.
5. Connect door snubber and replace boot, if installed.
6. Install scuff cover over door hinge.
7. Remove padded support from under door. Check door fit.
CABIN ENTRANCE DOOR STEP MECHANISM
REMOVAL OF STEPS (Figure 52-1)
Withcabin entrancedoor openedand steps extended,removesteps as follows:

1. Removenuts, bolts, and washersfrom both sides of the steps connectingstep support tubes which link the
three steps together.
2. Removehinge pins securingstep half of hinge with door half of hinge; removesteps.
52-10-00
Page 1
4J2
PIPER AIRCRAFT
PA-42/42-720
Figure 52-1. CabinEntranceDoor

52-10-00
Page 2
4J3
PIPER AIRCRAFT
PA-42/42-720
INSTALLATIONOF STEPS (Figure52-1)
1. Position steps to door. Install hingepins.

2. Position step support tubes along sides of steps. Be sure to place tube with door support cable guide on
forward side of door. Be sure step stops, on step supporttubes, point forwardtoward center of entrance
door.
-NOTE-
Checkthat door supportcable is routedbetweenroller and bracket on

forwardstep supporttube assembly.
3. Installbolts throughstep supporttubes, washersbetweentubes and step bracketsand securewith locknuts.
REMOVAL OF HANDLE (INSIDE) (Figure52-2)
1. Remove screwpin from handle.

2. Removehandle and teflon washer.
3. Removescrewssecuringcoverplate and removeplate.
4. Removemachinescrewsand locknutsto removespindlefrom door.
5. Reach into openingmade by removing cover plate. Removebolt and locknut securingouter handle and
shaft to bellcrank.
CABIN ENTRANCE DOOR LATCH MECHANISM
The latching mechanismconsists of seven locking lugs and a series of push-pull rods and bellcranks, all
controlledfrom a centrallylocatedhandle.
REMOVAL OF LATCHING MECHANISMS (Figure52-2)
1. Upperand lower latchingmechanism:

a. Removeinteriortrim panelsfrom door.
b. Removecoverplate over bellcrank.
c. Removebolt connectingvertical push rod to bellcrank.
d. Removebolts connectingright or left push rod, or both if necessary,to removecompleteassembly.
e. Removebellcrankor push rod and lugs.
2. Centerlatchingmechanism:
a. Removeinteriortrim panelsfrom door, if not previouslyremoved.
b. Removeinsidehandle and cover plate.
c. Remove bolts, spacers, and locknutsconnectingverticalpush rods which extend to upper and lower
latchingmechanismbellcranks.
d. Removebolts connectingright or left push rod, or both if necessary,to removecompleteassembly.
e. Removebolt and locknut,and removebellcrank.
f. Removeoutsidehandle from outsideof door.
g. Removepush rods extendingto sides of door and appropriatelockinglugs.
52-10-00
Page3
4J4
PIPER AIRCRAFT
PA-42/42-720
1.LOCKINGLUG
2. PUSHPULLROD
3. PUSHPULLROD
4. COVERPLATE
5. BELLCRANK(UPPER)
6. VERTICALPUSHROD
7. BELLCRANK(CENTER)
8. COTTERPIN
9.WASHER
10.O-RING
11.PLUNGER
12.SPRING
13.LOCK BUSHING
14 ROD
15.COVERPLATE
16. KNOB(AUXILIARYLOCK)
17. INSIDELATCHHANDLE
18.VERTICALPUSHROD
7 19. BELLCRANK(LOWER)
13 20. COVER PLATE
- NOTE-
SEE FIGURE52-5 FOR DOOR
AJAR SWITCH
Figure 52-2. CabinEntranceDoorLatch Mechanism

52-10-00
Page 4
4J5
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF LATCHING MECHANISM (Figure 52-2)
1. Upper and lower latchingmechanism:

a. Install push rods, and lockinglugs intodoor.
b. Install bellcranks;positionupper bellcrankwith push-pullrod attachmentpoint to forwardside of door,
and lower bellcrankwith push-pullrod attachmentpoint to aft side of door.
c. Install upper vertical push rod (curved end up) to upper bellcrank. Secure with right push rod using
bolt, washer,and locknut.
d. Connectleft push rod to bellcrank. Securewith bolt,washer,and locknut.
e. Install lower vertical push rod to lower bellcrank. Secure with left push rod using bolt, washer, and
locknut.
f. Installcover plates and adjustlugs.
2. Centerlatchingmechanism:
a. Installpush rods and lockinglugs into door.
b. Installoutsidehandle, if previouslyremoved.
c. Installbellcrank. Securewith bolt and locknut.
d. Connectpush rods to bellcrank,being sure to install spacers betweenvertical and horizontalpush rods.
(Shownin Figure 52-2.) Securewith bolts and locknuts.
e. Installcover plate and insidehandle;adjustlugs.
ADJUSTMENT OF LATCHING MECHANISM (Figure 52-2)
1. Remove inside trim panels and access plates.

2. With door open, position handle in open position.
3. Check all seven locking lugs and ensure all are even with ends of door lug guides.
4. If any lugs extend beyond the guides, or are inside the guides, loosen locknuts on push rod. Turn push rod
for proper setting.
5. Place handle in closed position. Check all seven locking lugs for proper extension (approximately 1.25
inches).
6. If any lugs are out of adjustment, loosen locknuts on push rod and adjust push rod for proper extension.
7. Check that all locknuts on push rods are tight, and all lugs and bellcranks operate freely.
8. Replace access plates and trim panels.
52-10-00
Page 5
4J6
PIPER AIRCRAFT
PA-42/42-720
CABIN DOOR AUXILIARYLOCK
REMOVALOF AUXILIARYLOCK (Figure52-2)
1. Removeknob from auxiliarylock rod extendingthroughinsidesurfaceof entrancedoor next to handle.

-NOTE-
The interior trim panelsmust be removedto gain accessto cover plate

overlock mechanism.
2. Remove four screwssecuringcoverplate;remove.
3. Removecotter pin and washerfrom end of lock rod extendingthroughlock bushing;remove rod.
4. To remove lock bushing,plunger,and spring from door, loosen and removetwo machinescrews and nuts
securingassemblyto door.
INSTALLATIONOF AUXILIARYLOCK (Figure52-2)
1. Install spring into plunger. Installplungerand springinto bushing.

-NOTE-
EnsureO-ring is installedin bushingaroundplunger.

2. Place assemblyintoaccessopening. Securein place with two screwsand nuts.
3. Install lock rod intoslot in bushingand throughhole in plunger. Securein place with washerand cotter pin.
4. Install coverplate, ensuringlock rod extendsout throughbushingin cover.
5. Securecover to doorwith four screws. Replacetrim panelson interior of door and knobon end of lock rod.
CABIN DOOR SNUBBER (Figure52-3)
The snubber assemblyis a hydrauliccylinder with an orifice type valve on the piston, which allowshydraulic
fluid to pass at a predeterminedrate during door openingsequence. Whenthe door is being closed,the piston is
forcedinto the cylinder,and the orificevalve opens to allow a fasterflow rate of hydraulicfluid.
REMOVALOF DOOR SNUBBER
1. With door extended,remove screwssecuringboot over lower end of snubber.

2. Removebolt and locknutsecuringlower end of snubberto cabin door.
3. Removebolt securingsnubberassemblyto bracket on door frame.
FILLING SNUBBERASSEMBLY
With snubber piston collapsed into cylinder, remove plug on cylinder, fill with MIL-H-5606hydraulic fluid,
insertplug back into cylinder,extend piston from cylinder,and workpiston in and out to help removeany trapped
air in the cylinder. Collapsepiston into cylinder, removeplug, add more fluid as required, and reinsertplug in
cylinder.
52-10-00
Page 6
Reissued:December31,1989 4J7
4J7
PIPER
AIRCRAFT
PA-42/42-720
INSTALLATION OF DOOR SNUBBER
1. Installsnubberto bracketon door frame with a bolt.

2. Installlowerend of snubberinto bracket on door. Secure with bolt and nut.
3. Secureboot over snubberconnectionon entrancedoor.
AT FRAME AT DOOR
DOORCLOSING DOOROPENING
FLUIDFLOW
TRAVEL
PISTON
O-RING
Figure 52-3. Door Snubber Assembly

DOOR SEAL SYSTEM (Figure 52-4)
The door seal system receivesits pressurefrom the enginebleed air. The bleed air leaves the bleed port on both
engines at a temperature of 600°F and a pressure of 90 psi, and travels to the intercoolers where the heat
exchangeprocesstakes place. There bleed air is cooledand routedto check valves prior to entering the pressure
regulator. The regulator decreasespressure from 90 psi to 18 psi. The line is then routed to a three way valve
which directs the pressurizedair to the door seal, or dumpsthe pressurewhenthe door is opened.
DOOR SEAL ASSEMBLIES
This is an inflatableseal with an air inlet valve from the lower cornerof the seal to a control solenoidvalve.
A metal flange is installed around the seal to keep it in place. When the door is closed and the cabin is
pressurized, the door seal is also pressurized and expands against the door frame to completely seal the door
opening.
52-10-00
Page 7
4J8
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF DOOR SEALS
1. Removelower trim fromdoor. Disconnectrubber hosefrom inlet valve on seal.

2. Removerubber seal from arounddoor using MEKor whitegas to cut throughcement.
-CAUTION-
WHEN REMOVING INLET VALVEFROM DOOR HOLE, USE

EXTREME CAUTION NOT TO DAMAGEIT.
3. Clean door, and seal with MEKor white gas to removeall traces of old cement.
INSTALLATION OF DOORSEALS
1. Clean both doors and seal with MEK or whitegas priorto applyingcement.
2. Apply an even coat of 3M EC-1403cement to cleanedsurfacesof door and seal. Allowto dry and apply a
second coat; let dry.
-CAUTION
BE SURE TO AVOID GETTING CEMENT ON AREAS NOT

TO BE CEMENTED.
3. Activate cement by wiping cemented surfaces lightly with Toluol. Wipe approximately2 feet at a time;
immediatelypositionand press seal in place. Start at the air inlet on the inflatableseal.
- CAUTION-
DO NOT STRETCH THE INFLATABLESEAL. MARK SEAL

ANDDOORAT 10 INCH INTERVALSTO GAUGE LENGTH.
4. After positioningseal correctlyon door, press seal firmlyin place to assurecompleteadhesion.
5. Clean off excess cement with a cloth dampened in MEK or white gas. Allow cement to set for 4 hours
beforeusing door and inflatingseal.
6. Connectrubber hoseto inlet valve. Replacetrim panel over door.
52-10-00
Page8
4J9
PIPER AIRCRAFT
PA-42/42-720
2
4
1 LINEASSEMBLY- FROMPNEUMATICSYSTEM
2.DOOR INFLATIONVALVE
3.LINE ASSEMBLY- CABINDOOR
4.CABINENTRANCEDOORSEAL
5.CARGODOORSEAL
6.WASHER- DOORSEAL
7.LINE ASSEMBLY- CARGODOOR
Figure 52-4. Door Seal Assembly

52-10-00
Page 9
4J10
PIPER AIRCRAFT
PA-42/42-720
DOORAJAR SWITCHESDESCRIPTION (Figure52-5)
Seven switches are wired in parallel in the cabin door channel; three on each side and one on top. These
switchesare adjustedto sense insertionof door plungersin their receptaclesin the locked position. If any of the
switches are out of adjustmentand the circuit is completed,the cabin door ajar light will stay on. The lower
forward switch is a two pole switch. The purpose of these switches is to provide independentground to the
warninglight assemblyif any of the lockingpins do not engageproperly.
REMOVALOF DOORAJAR SWITCHES
1. Removeinterior trimpanel from around door frame.

2. Disconnectelectricalleads from switch.
-NOTE-
Notepositionof each wire to facilitatereinstallation.

3. Loosen retainernut, unscrew switchfrom receptacleand removeswitch.
INSTALLATIONOF DOOR AJAR SWITCHES
1. Installnew switchinto latch receptaclelocatedbehinddoor frame.

2. Make sure lockingpin is properlyadjusted.
3. Withdoor closed and locked,screw switch into receptacleuntil switch actuates(OFF position).
-NOTE-

actuation.
4. Secureswitch in this positionwith retainernut.
5. Connectwires to their properplace on switch.
6. Lock and unlockdoor severaltimes to assureproperadjustment.
7. Install interiortrim panel around door frame.
ADJUSTMENTOF DOOR AJAR SWITCHES
Since seven switchesare wired in parallel,each one must be checked and adjustedseparately. This is done by
jumping wires at switchesnot beingadjusted.
1. Before adjustingswitches,ensure all lockingpins are adjusted.
2. Removeinterior trimpanel from arounddoor frame.
3. Withdoor closedand locked,screwswitch into receptacleuntil switch actuates.
-NOTE-

actuation.
4. When adjustmentis satisfactory, tighten retainer nut on switch. If several switches are being adjusted,
follow same proceduresfor each switch.
5. Lock and unlockdoor severaltimes to checkfor proper adjustments.
6. Install interiortrim panel around door frame.
52-10-00
Page 10
4J11
PIPER AIRCRAFT
PA-42/42-720
DOOR
FRAME
7
1
6
2 5
1. LOCKINGLUG 5. OUTERSKIN
2. OUTERDOORSKIN 6. RETAINERNUT
3. INFLATABLE
SEAL 7. DOORAJARSWITCH
4. WEATHERSEAL 8. RECEPTACLE
Figure 52-5. Door Ajar Switch
PERIODIC CHECK OF DOOR AJAR SWITCHES
Periodically, but not less than 100 flying hour intervals, check mechanical action of cabin (and cargo door, if
installed) door ajar switches.
1. Insert a long blunt object small enough to fit into door lock pin receptacle.
2. Actuate switch by pushing against it until an audible click is heard. Release it with another audible click.
3. Replace any malfunctioning switch where the click action and mechanical function is doubtful.
52-10-00
Page 11
4J12
PIPER AIRCRAFT
PA-42/42-720
CARGO
REMOVALOF CARGODOOR (Figure 52-6)
1. Withdoor open, disconnectdoor support assemblyfrom door.

2. Removehinge pin. Removedoor from airplane.
INSTALLATIONOF CARGODOOR (Figure52-7)
1. Positiondoor and align hinges. Insert hingepin and blend both ends.
2. Attachdoor supportassemblyto door.
3. Operatedoor latch to determinelockingpins are engagingproperly.
CARGO DOOR LATCH ASSEMBLY
The latching mechanism consists of three locking pins, two latch assemblies, and a series of push rods
controlledby two bellcranksfrom a centrallylocatedhandle.
REMOVAL OF CARGO DOOR LATCH ASSEMBLY
1. Removetrim panels and bellcrankcover plates.

2. Index push rods to aid in reassembly.
3. Removehardwaresecuringpush rods to bellcranks.
4. Removebellcrankassembliesfrom door alongwith teflon washersused on left bellcrankonly.
5. Removehardwaresecuringpush rods to upperdoor latch assemblies.
6. Removepush rods from door.
7. Removeremainingpush rods with attachedlockingpins.
INSTALLATIONOF CARGO DOOR LATCH ASSEMBLY
1. Installupper doorlatch assemblypush rods. Securewith appropriatehardware.

2. Install remainingpush rods with lockingpins attached.
3. Installbellcrankassemblies,usingnew teflonwasherswhererequired.
4. Securepush rod assembliesto bellcrankassembliesusing appropriatehardware.
5. Installbellcrankcoverplates.
6. With door handle in closed position, check three locking pins for proper extension (approximately 1.75
inches).
7. Ensure all locknutson push rods are secure. Be sure door latch assemblyoperatesfreely.
8. Install trim panelspreviouslyremoved.
52-30-00
Page 1
4J13
PIPER AIRCRAFT
PA-42/42-720
CARGODOOR
MAINENTRANCEDOOF
CARGODOORINSTALLATION
1. UPPERDOORLATCHES
2. PUSHRODS,UPPERLATCHES
3. BEARING/SUPPORT,
INNER
4. ACCESSPANEL,DOOR
5. LATCHPIN, AFT
6. CONTROLBELLCRANKSFOR AFT LATCHINGMECHANISM
7. PUSHROD,MAINCONTROLFROMHANDLEBELLCRANKTO
AFT BELLCRANK
10 8. BEARING/SUPPORT,
OUTER
9. PUSHRODS,LOWERLATCHPINS
10.LOWERLATCHPINS
CARGODOORLATCHMECHANISM 11.HANDLEMECHANISM
12.HANDLEBELLCRANK
13.NYLONBEARINGWASHER
FigFigure
52-6. Cargo Door Installation
52-30-00
Page 2
4J14
PIPER AIRCRAFT
PA-42142-720
NACELLE LOCKERDOOR
REMOVALOF NACELLELOCKERDOOR (Figure52-7)
1. With nacelle locker door open and supported,remove cotter pin and washer from door support assembly
hingepin.
2. Removesupportassemblyfrom nacellelockerdoor.
3. Removecotter pins and washersfrom nacellelocker door hinges.
4. Removehinge pins. Removedoor from nacelle.
INSTALLATIONOF NACELLE LOCKER DOOR
1. Positiondoor on nacelle,align hinges, and insert hingepins and washers.

2. Supportdoor in an open position. Securehingepins with cotter pins.
3. Align door supportassemblywith supportbracket, insertpin, and secure with washer and cotterpin.
NACELLE LOCKER DOOR LATCH ASSEMBLY (Figure52-7)
REMOVAL OF NACELLE LOCKER DOOR LATCH ASSEMBLY
1. Withlocker door open, removescrews from access panel in rear bulkheadof nacelle locker, remove access
panel.
2. Remove six machine screws and locknuts securing latch assemblyto nacelle. Withdraw latch assembly
through accesspanel.
3. Removetwo screwssecuringkey lock guide.
4. Removekey lock assemblyby removingretainingnut and washerfrom back of key lock assembly.
INSTALLATIONOF NACELLE LOCKER DOOR LATCH ASSEMBLY
1. Procedurefor installingkey lock assemblyis as follows:

a. Insert key lock assemblyin nacelle with latchingarm towardslatch handlecut out.
b. Replacewasherand retainingnut to backof lock and secure.
c. Install lock guideplate. Securewith two screws fromoutsideof door.
2. Procedurefor installationof nacellelocker door latch assemblyis as follows:
a. Replacelatch assemblyin latch cut out with handleto outerskin of nacelle.
b. Securewith six machinescrewsand locknuts.
c. Position accesspanel on rear compartmentbulkhead. Securewith screwspreviouslyremoved.
52-30-00
Page3
4J15
PIPER AIRCRAFT
PA-42/42-720
1. NACELLEDOOR
2. LATCHASSEMBLY
3. LOCKASSEMBLY
4. DOORSUPPORTASSEMBLY
5. NACELLELOCKER
Figure 52-7. Nacelle Locker Door Installation

52-30-00
Page 4
4J16
PIPER AIRCRAFT
PA-42/42-720
FORWARDBAGGAGEDOOR
REMOVALOF FORWARDBAGGAGEDOOR (Figure52-8)
1. Withdoor open and hinges exposed,removecotter pins and washersfrom hingepins.
2. Removescrew securingbaggagedoor holdinglink clamp to door frame.
3. While supportingdoor,removehinge pins and lift door for removal.
INSTALLATIONOF FORWARDBAGGAGE DOOR
1. While supportingdoor,align hinges in hinge bracket assemblies.Insert hinge pins.
2. Replacewashersand insertcotter pins into ends of hingepins.
3. Attachbaggagedoor holdinglink clamp to door frame.
REMOVAL OF FORWARDBAGGAGE DOOR LATCH ASSEMBLY (Figure 52-8)
1. Removal procedurefor forwardbaggagedoor tube and armassembliesis as follows:
a. Withdoor open, removescrewsholdinginsidecover. Removecover from door assembly.
b. Removeroll pin locatedbetweentube assemblyand door handle.
c. Remove six machine screws (three on each end) holding arm assembliesto door assembly. Remove
tube with both arm assembliesfrom door.
d. Removearm assembliesfrom the clevisend of the tube by removingcotter pins, washers,and pins.
2. Removal procedurefor forwardbaggagedoor handleassemblyis as follows:
a. Disconnectroll pin locatedbetweentube assemblyand handle,if not previouslydone.
b. Removesix locknutsand machinescrewsholdinghandleand bracket Removefrom door assembly.
c. The handle is removedfrom bracketby removingcotterpin, washers,and pin.
3. Removalprocedurefor forwardbaggagedoor key lock assemblyis as follows:
a. Remove two screws from outsideof door to disconnectlock guide plate assemblylocated on insideof
door.
b. Removekey lock assemblyby removingretainingnut and washerfrom backof key lock assembly.
INSTALLATIONOF FORWARDBAGGAGE DOOR LATCH ASSEMBLY
1. Procedurefor installingthe key lock assemblyis as follows:
a. Insert key lock assemblyfrom back side of door with latchingarm towardshandlecut out on door.
b. Replacewasher and retainingnut to back of lock and secure.
c. Installlock guideplate. Securewith two screwsfrom outsideof door.
2. Procedurefor installingbaggagedoor handle assemblyis as follows:
a. Assemblehandleand bracketby placing two washersbetweenhandleand bracket. Insert roll pin.
b. Replace handle and bracket assembly into back of door with handle to outer skin of door. Secure
assemblywith six machinescrewsand locknuts.
c. If tube assembly was not removed, replace roll pin betweentube assembly and handle. Secure with
cotter pin.
3. Installationprocedurefor baggagedoor tube and arm assembliesis as follows:
a. Secure arm assembliesto clevis ends on tube assemblywith pins, washers, and cotter pins. Ensure
proper arm assemblyis on each end of tube.
b. Place completetube and arm assemblyonto rear of door,ensuringprojectionon handle alignswith tube
assemblylink. Replacesix machinescrews(three on each side) to hold arm assembliesto door.
c. Withholes in both handleprojectionand tube assemblylink aligned,insert roll pin.
d. Adjustmentmust be made before replacingcover. Use six machine screws to secure cover on door
assembly.
52-30-00
Page5
4J17
PIPER AIRCRAFT
PA-42/42-720
1. HINGE ASSY.
2. BAGGAGEDOOR
3. LATCHASSY.
4. HANDLE
5. LOCK ASSY.
Figure 52-8. Forward Baggage Door Installation

52-30-00
Page 6
4J18
PIPER AIRCRAFT
PA-42/42-720
ADJUSTMENT OF FORWARD BAGGAGE DOOR LATCH
Adjustmentis done by removingcoverand adjustmentof two clevis fittings,located at ends of tube assembly.
1. Remove cotter pin, washer, and pin from clevis and arm assemblies. Loosen locknutsbetween clevis and
tube.
2. With handle in closed position,turn clevis in or out to get arms to extendout at a 90 degree angle to edge of
door assembly.
3. When adjustment is completed, tighten locknuts and reconnect clevis and arm assemblies with pins,
washers,and cotter pins. Replacecover and securewith six machinescrews.
SERVICE
NOSE CONE
REMOVAL OF NOSE CONE (Figure 52-9)
1. Gain accessto locking handlethroughforwardbaggagecompartmentdoor.

2. Lift handlefrom keeper. Pull out on handle, and turn counterclockwiseto unlockfour lockingpins.
3. Swing nose cone forwardand to the rightof fuselage.
4. Disconnectany electroniccablesgoing into nose cone.
5. Removehinge pin.
-NOTE-
Support nose cone before removing hinge pin.

INSTALLATION OF NOSE CONE
1. Place nose cone in position with hinge halves aligned.

2. Insert hinge pin.
3. Connect any electronic cables previously disconnected.
4. Close nose cone. Secure in place by moving handle clockwise and returning handle to handle keeper.
52-30-00
Page 7
4J19
PIPER AIRCRAFT
PA-42/42-720
1. NOSECONEHANDLEKEEPER
2. NOSECONELATCHHANDLE
3. LOCKINGPIN
4. HINGEPIN
5. BULKHEAD
6. NOSECONE
Figure 52-9. Nose Cone Installation
52-30-00
Page 8
4J20
PIPER AIRCRAFT
PA-42/42-720
GRIDS 4J21 THRU 4J23

52-30-00
Page 9
4J21
CHAPTER
FUSELAGE
4J24
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 53 - FUSELAGE
SYSTEM GRID
53-00-00 GENERAL 4K2
53-10-00 MAIN FRAME 4K2

53-10-00 Forward Baggage Compartment 4K3
53-20-00 AUXILIARY STRUCTURE 4K3

53-20-00 Floorboard Installation 4K3
53-20-00 Removal of Floorboard 4K6
53-20-00 Installation of Floorboard 4K6
53-40-00 ATTACH FITTINGS 4K6

53-40-00 Seat Rails 4K6
53-50-00 AERODYNAMIC FAIRINGS 4K6

53-50-00 Nose Cone 4K6
53-50-00 Tail Cone 4K6
53-50-00 Removal of Tail Cone 4K7
53-50-00 Installation of Tail Cone 4K7
53-50-00 Fuselage to Wing Fillets 4K7
53 - ContJ Effect.
Page- 1
4K1
PIPER AIRCRAFT
PA-42/42-720
GENERAL
The fuselage is an all metal, semi-monocoquestructure which consists of the nose section, the pressurized
cabin section,and the tail cone section.
The nose section, forward of station 57.00, houses the forward baggage compartment, the avionics
compartment,and nose wheelattachmentpoints.
The cabin section, from station 57.00 to station 332.00, contains the crew, passenger compartments, and
attachmentpoints for the wings,cabin, and cargodoors.
The tail cone section,aft of station 332.00,has the empennageattached.
MAIN FRAME
DESCRIPTION
The fuselage is an all metal, semi-monocoquestructure consisting of bulkheads, stringers, stiffeners, and
longitudinalbeams to which the outer skin is riveted. The fuselageis pressurizedbetweenbulkhead 57.00 and
332.00. Windowsinclude a two piece windshield,five windows along the right side of the fuselage, and four
windows along the left with a storm window for the pilot. A 25.75 by 19.75inch emergencyexit is an integral
part of the third right window and is removablewhen the release, located above the window,is pulled. The
windowis sealed when installedin the fuselage and must be carefullyreinstalledwheneverremoved to maintain
the pressureseal. The cabin entrancedoor is locatedon the left side of the fuselagejust aft of the wing. It is a
one piece door which swingsdown to open and provides cabin entrancesteps. A snubberis installedto prevent
the door from droppingtoo fast when opened. A cargodoor, locatedin the left side of the fuselageaft of the main
cabin entrance door, swings up only after the cabin entrance door has been opened. This door permits rapid
loading and storage of cargo and facilitatesloading items normallytoo bulky to pass through the cabin entrance
door. All wiring, plumbing,and control cablespassing throughthe pressurizedportion of the fuselageare sealed
to minimizeair leakage. Major repairsto the fuselagemust be completedaccordingto AC 43.13-1A.
- WARNING -
DO NOT ADD HOLES TO ANY OF THE REINFORCEMENT

CHANNELS AND PRESSURE BULKHEADS.
53-10-00
Page 1
4K2
PIPER AIRCRAFT
PA-42/42-720
FORWARDBAGGAGECOMPARTMENT
The forward baggage compartment is located between station 15.00 and station 22.00. The baggage
compartmentfloorboardis an integralpart of the fuselageand is supportedby bulkheads,beams,and reinforcing
angles. Accessto the baggagecompartmentis throughthe forwardbaggagecompartmentdoor,on the left side of
the fuselage. Accesspanelsare providedin the floorboardfor inspectionof the airframeand components.
AUXILIARYSTRUCTURE
FLOORBOARD INSTALLATION
The floorboard installationconsists of individualfloor panels attachedto the aircraft bulkheads,beams, and
stiffeners. Two controlsystemaccesspanelsare providedfor inspectionpurposes,aft of station57.00.
-NOTE-
Individualfloor panels must be identifiedduring removal to facilitate

reinstallation.
CONTROLSYSTEMS
ACCESSPANEL
STA57.00
Figure 53-1. FloorboardInstallationSTA.332.00

53-20-00
Page1
4K3
PIPER AIRCRAFT
PA-42/42-720
5
3
5 3
3 3 3
3 8
5
3 5
3 11 3 3 .
3
3
5
4
3 3 3 3 5 3 3
4
5
SKIN THICKNESS
NUMBER MATERIAL THICKNESS
1. FIBERGLASS
2. 2024-T3 .020
3. 2024-T3 .040
4. 2024O* .040
5. 2024** .040
6. 2024 .050
7. KEVLAR
8. 2024 .063
- NOTE-
LEFT WINGSHOWN,RIGHTWINGOPPOSITEAND NOTEDMATERIALOUTLINEDIN DOTSUSEDON
RIGHTWINGONLY.CIRCLEDMATERIALNUMBERSINDICATELEFTWING ONLY.
* HEATTREATTO 2024-T4AFTERFORMING
**HEATTREATTO 2024-T4AFTERFORMING
Figure 53-2. Skin Material - Fuselage

53-20-00
Page 2
4K4
PIPER AIRCRAFT
PA-42/42-720
6
10
19
10
I
3 2
13 1514 16 1718
1. TAILRECOGNITIONLIGHTS,ELEVATORCONTROLS,STABILIZERATTACHMENT,
ELEVATORPUSHROD
2. INSPECTION,ELEVATORSECTOR,RUDDERAND ELEVATORCABLES
3. INSPECTION,PRESSURIZATIONOUTFLOWVALVES
4. ELT
5. EMERGENCYEXIT
6. ECU, HYDRAULICRESERVOIRAND POWERPACK
7. RADARAND BATTERY
8. ANTENNAAND CABLE(EXEC)
9. RUDDERTRIM
10. AVIONICSBAY,NOSEGEARSTEERINGCONNECTIONS
11. HYDRAULICFILL,BRAKERESERVOIR
12. NOSEBAGGAGECOMPARTMENT, OXYGENBOTTLE,ECUGROUNDCOOLINGFAN,ELECTRICALCONTROL
PANEL
13. APU RECEPTACLE
14. NOSEGEAR DOORS,NOSEEMERGENCYGEAR EXTENSIONSYSTEM
15. "Q" SENSORRELAYS
16. BELOWFLOORACCESS,RUDDERCABLES,ECS LINESANDMISC.
17 ELEV.RUDDER,ELEV.TRIM AND RUDDERTRIM CABLES
18 ELEV.RUDDER,ELEV.TRIM AND RUDDERTRIM CABLES
19 RUDDERSECTOR,RUDDERCABLESAND RUDDERTRIMCABLES
Figure 53-3. Access Plates and Panels

53-20-00
Page 3
4K5
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF FLOORBOARD
1. Removecarpeting,seats,andother fixturespreventingremovalof floorboards.

2. Remove requiredscrewsfrom floorboard.
3. Remove floorboardfrom supportingstructure.
INSTALLATIONOF FLOORBOARD
1. Place floorboardinto position. Securewith proper lengthscrews.

- CAUTION-
USE SPECIFIED LENGTH SCREWS ONLY TO PREVENT

POSSIBLE DAMAGE TO TUBING OR ELECTRICAL
WIRING.
2. Reinstallcarpetingand fixturespreviouslyremoved.
ATTACHFITTINGS
SEAT RAILS
The seat rails, located in the crew and passengerareas, provide attachmentpoints for the crew and passenger
seats. Seat rails consist of 2024-T4 extruded aluminumalloy. These are securedto the fuselage assemblywith
steel flat-headstructuralscrews.
AERODYNAMICFAIRINGS
NOSE CONE
The nose cone, made of fiberglass, is hinged to provide easy access to the radar unit. For removal and
installationprocedure,refer to Chapter52.
TAIL CONE
The tail cone, consistingof a stinger with an attachedventral fin, is high strengthKevlar material and riveted
together to formone completeassembly.
-CAUTION-
KEVLAR ABSORBSAND RETAINS WATERFROM RAGGED

AND UNPREPARED EDGES. UNLESS PROPERLY DRILLED,
HOLES ADDED TO KEVLAR PERMIT WATER TO BE
ABSORBED AND WILL ADVERSELY AFFECT STRUCTURE
STRENGTH AND AIRCRAFT WEIGHT AND BALANCE.
ENSURE ALL EDGES ARE PROPERLY SEALED. (REFER
TO DUPONT CUTTING AND MACHINING GUIDE IN THE
VENDOR PUBLICATION LIST.)
53-50-00
Page1
4K6
PIPER AIRCRAFT
PA-42/42-720
REMOVALOF TAIL CONE
1. Removefour screws securingclosureplate to tail cone. Removeclosureplate.

2. Removescrewssecuringtail coneassemblyto fuselage. Removetail cone.
INSTALLATIONOF TAIL CONE
1. Place tail cone into positionon fuselage. Securewith flat-headscrewspreviouslyremoved.

2. Installclosureplate. Securewith four flat-headscrewspreviouslyremoved.
FUSELAGE TO WING FILLETS
Aerodynamicsmoothnessbetween the fuselage and wing is provided by fuselageto wing fillets. Each wing
fillet installationconsists of a forwardfillet, upper fillet, aft fillet, lower forwardfillet, and lower aft fillet. The
forward,upper, and aft fillet assembliesare made of high-strengthKevlar fiber,and are secured to the fuselage
and wing with flat-headmachinescrews.
- CAUTION
KEVLAR ABSORBSAND RETAINS WATERFROM RAGGED

AND UNPREPARED EDGES. UNLESS PROPERLY
DRILLED, HOLES ADDED TO KEVLAR PERMIT WATER
TO BE ABSORBED AND WILL ADVERSELY AFFECT
STRUCTURE STRENGTH AND AIRCRAFT WEIGHT AND
BALANCE. ENSURE ALL EDGES ARE PROPERLY SEALED.
(REFER TO DUPONT CUTTING AND MACHINING GUIDE
IN THE VENDOR PUBLICATIONLIST.)
53-50-00
Page 2
Reissued:December31, 1989 4K7
4K7
PIPER AIRCRAFT
PA-42/42-720
GRIDS 4K8 THRU 4K10

53-50-00
Page 3
4K8
CHAPTER
NACELLES
4K 1
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 54 - NACELLES
SYSTEM GRID
54-00-00 GENERAL 4K12
54 - Cont/ Effect.
Page- 1
4K12
PIPER AIRCRAFT
PA-42/42-720
GENERAL
The nacelle assemblyconsistsof the enginecowling,the nacellefuel cell, and the baggagelocker.
The engine cowling consists of cantilever constructed upper and lower cowl assemblies attached to the
firewall. A hinged door on the upper cowl of the PA-42allows accessto the oil filler neck and quantity dipstick
for servicing. The PA-42-720aft cowl is hinged for easier access and servicing. The lower cowl provides
mountingfor the cowl flapdoor and intercoolerair inlet. (Referto Chapter71 for completedetail.)
The nacellefuel cell is located in a compartmentdirectlyaft of the enginefirewall. This bladder type fuel cell
has a capacity of 75 U.S. gallons and provides single-pointrefueling of all fuel cells in the wing. (Refer to
Chapter28 for completedetail.)
The baggagelocker,locatedaft of the nacellefuel cell compartment,has a capacityof 5.6 cubic feet, allowing
for 100poundsof baggage.
The main nacelle structure,excludingthe enginecowling,consistsof longitudinaland lateralbulkheadsriveted
and sealed to the wing. (Referto Chapter51 for sealingprocedures.)
Figure 54-1. Nacclle Assembly
54-00-00
Page 1
4K13
PIPER AIRCRAFT
PA-42/42-720
GRIDS 4K14 THRU 4K16

54-00-00
Page 2
4K14
CHAPTER
STABILIZERS
4K17
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 55 - STABILIZERS
SYSTEM GRID
55-00-00 GENERAL 4K19

55-00-00 Control Surface Balancing (Stabilizers) 4K19
55-00-00 Checking Control Surface Balance 4K19
55-00-00 Balancing Equipment 4K19
55-00-00 Balancing Definitions 4K19
55-10-00 HORIZONTAL STABILIZER 4K19

55-10-00 Removal of Horizontal Stabilizer 4K19
55-10-00 Installation of Horizontal Stabilizer 4K24
55-20-00 ELEVATOR 4K24

55-20-00 Removal of Elevator 4K24
55-20-00 Dismantling of the Hinge Tube Assembly 4L1
55-20-00 Assembly of the Hinge Tube Assembly 4L1
55-20-00 Removal of the Elevator Trim Tab 4L2
55-20-00 Installation of the Elevator Trim Tab 4L2
55-20-00 Installation of Elevator 4L2
55-20-00 Elevator Balancing Procedure 4L3
55-20-00 Elevator Control System Friction Measurement 4L4
55-20-00 Checking Elevator Trim Tab Free Play 4L5
55-30-00 VERTICAL STABILIZER 4L5
55-40-00 RUDDER 4L6

55-40-00 Removal of Rudder 4L6
55-40-00 Installation of Rudder 4L6
55-40-00 Removal of Rudder Trim Tab 4L6
5540-00 Installation of Rudder Trim Tab 4L7
55-40-00 Rudder Balancing Procedure 4L7
55-40-00 Rudder Control System Function Measurement 4L8
55 - Cont./ Effect.
Page - 1
4K18
PIPER AIRCRAFT
PA-42/42-720
GENERAL
CONTROL SURFACE BALANCING (STABILIZERS)
CHECKING CONTROL SURFACE BALANCE
Themovable control surfacesare balancedwhen installedat the factory,and normally need not be rebalanced
unless surfaces are repainted,repaired,or replaced. Each control surfacemust be completeincluding paint, trim
tab where required,balanceweights,static wicks,etc. Tabs must be held in neutral positionwith a small piece of
tape. Tab actuatingrodsmust be in place and connectedto tab. Disconnectedactuatingrod (forwardends)must
be positionedto correspondto neutral tab position. The rudder seal retainingstrips must be screwed or taped in
place, but silicone/fiberglassfabric shallbe removedfor the balanceprocedure.
BALANCING EQUIPMENT
Balancing using test weights (if required) called for in text for each surface. Any control surface being
balanced must be removed from aircraft and placed in a test fixture (jig) shown in Figures 55-2 and 55-4.
Balancingmust be accomplishedin a draft free area and in a manner which allows unrestrictedmovementof
controlsurface.
BALANCINGDEFINITIONS
The followingis a listof balancingdefinitionsused in this maintenancemanual:

1. BalanceWeight: Weightattachedpermanentlyto a controlbalanceto producea static hinge momentwithin
requiredrange. (Suchas 30 inch-pounds± 10 inch-poundstrailingedgeheavy.)
2. Trailing Edge Heavy: Positive static hinge moment; trailing edge of surface moves downward when
releasedfrom a neutralposition.
3. Leading Edge Heavy: Negativestatic hinge moment;leading edge of the surface moves downwardwhen
releasedfrom neutralposition.
4. Trim Weight: Small weightor weights added to surfacebalanceweightto bring surface withintolerances.
(Requireddependingon variationsin surfaceconditions.)
5. Test Weight: Weight attached temporarily to a control surface to determine if surface is within static
balancelimits.
HORIZONTAL STABILIZER
REMOVAL OF HORIZONTAL STABILIZER (Figure 55-1)
1. Removebullet assemblyfrom top of verticalfin.

2. Removeleft and right elevator,hingetube, and trim tab assembliesper Chapter27.
3. Disconnectall affectivelines,groundstraps, and fittingsrequiredfor removal.
4. Drill out rivets securinglower drag angleto stabilizerand fin.
5. With support on bottom of both sides of stabilizer,removesix bolts attachingfront spar of vertical fin and
six more attachingrear spar to verticalfin rear spar.
6. Carefullylift stabilizerup and out of tail.
55-10-00
Page1
4K19
PIPER AIRCRAFT,
PA-42/42-720
Figure 55-1. Empennage Installation

55-10-00
Page 2
4K20
PIPER AIRCRAFT
PA-42/42-720
FIGUREA FIGUREB
FINFRONTAND REARSPARFITTING RUDDERTRIMTAB HINGEPOINTS
FIGUREC FIGURED
INBOARDELEVATOR HINGEPOINT CENTERELEVATORHINGEPOINT
Figure 55-1. Empennage Installation (continued)

55-10-00
Page 3
4K21
PIPER AIRCRAFT
PA-42/42-720
FIGUREE FIGUREF
OUTBOARDELEVATORHINGEPOINT UPPERRUDDERHINGEPOINT
FIGUREG FIGUREH
CENTERRUDDERHINGEPOINT RUDDERSECTOR
55-10-00
Page 4
4K22
PIPER AIRCRAFT
PA-42/42-720
ELEVATORHINGETUBE ASSEMBLY
1. SAFETYWIRE
2. ELEVATORUP STOP
3. ELEVATORDOWNSTOP
4. ELEVATORCONTROLHORN
5. TORQUETUBE
6. ELEVATORHINGETUBE COLLAR
7. ELEVATORCONTROLPUSH-PULLTUBE

55-10-00
Page 5
4K23
PIPER AIRCRAFT
PA-42/42-720
INSTALLATIONOF HORIZONTAL STABILIZER (Figure55-1)
1. Position stabilizer at top of vertical fin with front spar behind fin front spar and rear spar behind fin rear
spar.
2. Line up fixture holes and install retainingbolts. Withholes aligned,torquebolts.
3. Reinstallhingetube and elevatorsas shownin this chapter.
4. Reinstalland connectall lines, groundstraps,and fittings.
5. Rivet lower drag angleto stabilizerand fin. (Referto latest Piper S/B 765.)
6. Reconnecttrim tab mechanism.
7. Check systemfrictionis withinlimits.
8. Check for fulltravel of elevatorand trim tab.
9. Reinstallbullet assembly.
-NOTE-
Tail fin, fuselage drag angle, and tail fin front spar can begin to
loosen after several hundred hours of operation. Instructions for
replacementand additionof rivetsis found in the latest Piper Service
Bulletin,No. 765.
ELEVATOR
REMOVAL OF ELEVATOR (Figure55-1)
1. Removebullet assemblyfrom top of verticalstabilizer.

2. Disconnecttrim tab controlrods from both tabs.
3. Remove four bolts attachingeach hingetube collarto its elevator.
4. Disconnect ground wires between stabilizers and elevators. Carefully remove hinge pins to remove
elevators.
5. To removeelevatorhinge tubeassembly,proceedas follows:
-NOTE-
Though not mandatory,it is suggestedthat whenevera hingetube or

collar needs replacing,a matchedset consistingof the hingetube and
right and left collars should be used to satisfy a required close
tolerancefit.
a. Disconnectaft elevatorpush-pulltube from elevatorcontrol horn.
b. To removehingetube assembly,removetwo screwson inner flange and two bolts on each hingeat top
and bottomof horizontalstabilizerrearspar; removeassembly.
55-20-00
Page 1
4K24
PIPER AIRCRAFT
PA-42/42-720
DISMANTLINGOF THE HINGE TUBE ASSEMBLY (Figure55-1)
1. Remove one elevatorand assemblyfrom aircraftas describedin paragraphtitled removal of elevator.

%t- NOTE-
Though not mandatory,it is suggestedwhenevera hingetube or collar

needs replacing,a matchedset (consistingof the hinge tube and right
and left collars)be used to satisfy a close tolerancefit.
2. Removetwo bolts attachingelevatordownstop to hinges.
3. Remove throughbolts connectingtwo collarsto hinge tube. Slide collarsoff tube.
4. Betweentwo hinges,remove two throughbolts fasteninghorn assemblyto hinge tube.
5. Carefullydrivehingetube out of two hinges,spacers,and control horn.
6. Check hingetube for out-of-roundor excessivewear, alongwith collars,control horn, elongatedbolt holes,
and warpage.
7. Checkbearingsfor proper movement.
ASSEMBLYOF HINGE TUBE ASSEMBLY (Figure55-1)

-NOTE-
Though not mandatory,it is suggestedwhenevera hingetube or collar

needs replacing, a matched set (consisting of the hinge tube and
collars)must be used to satisfya requiredclose tolerancefit.
1. Slide a collar over end of tube with mountingflangeat end of tube it covers.
2. Align holes in collar with those in tube. Install AN174-22Athrough bolts and torque to 30-40 inch-pounds
on locknuts.
3. Considering spacer - plate assembly riveted to two hinge assemblies, position specified tube spacer between
two hinges and slide hinge tube through one hinge and partially through spacer.
4. Position elevator control horn on inside of spacer. Drive tube through spacer into horn.
5. With another spacer placed between horn and other hinge, carefully drive tube through spacer and other
hinge.
6. Align holes in horn with those in tube. Install AN174-22A through bolts and torque to 30-40 inch-pounds
on locknuts.
7. Slide second collar over tube with flange away from hinges and at end of tube.
8. With collar positioned properly, align bolt holes. Install AN174-22A through bolts and torque to 30-40
inch-pounds on locknuts.
9. Install down stop.
10. Ensure horn moves freely with as little lateral movement as possible.
55-20-00
Page 2
4L1
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF THE ELEVATOR TRIM TAB (Figure 55-1)
1. Disconnecttrim controlrods from tab torquetube arms.

2. Removetwo bolts in each tab connectingtorquetubes.
3. Removetorquetubes from tabs and elevators.
4. Disconnectgroundwires at hinges.
5. To removetabs from elevators,carefullyremovetwo hingepins in each tab.
INSTALLATIONOF THE ELEVATORTRIM TAB (Figure55-1)
1. Positiontrim tabs on hinges. Installhinge bolts.

2. Connectground wires.
3. With arms up, slide trim tab torque tubes through elevators. Start with bearingsat roots and move outward
into mountingbracketsat inboardroot of trim tabs.
4. With arms still in an upwardposition,align bolt holes in tube with those in bracket. Install special through
bolts.
5. Checktabs for freemovement.
6. Connectcontrol rods to torquetubearms.
INSTALLATIONOF ELEVATOR (Figure55-1)
1. Mount hinge tube assembly onto aft horizontal stabilizerspar with control horn arm and down stop up.
(Shownin Figure 55-1.)
2. Withtwo inner flangesof hingeson insideof brackets,install four screw-bolts.
3. Installfour bolts through four main hingemounts. Torquebolts.
4. Line up each elevatorwith its hinges. Installthree hingebolts.
5. Checkeach elevatorfor freedomof movementand fulltravel.
6. Attacheach elevatorto its collar with four AN4-5Abolts.
7. Rotate elevatorfor access. Attachaft push-pulltube to controlhorn.
8. Connecttwo trim tab controlrods to tab torquetube arm.
9. Rig elevatorsand tabs for proper travel. (Chapter27)
10. Checkoperationfor acceptablefriction.
55-20-00
Page 3
4L2
PIPER AIRCRAFT
PA-42/42-720
ELEVATORBALANCINGPROCEDURE (Figure55-2) PPS50022-1
. 1. Remove complete elevator assembly (both halves) from airplane. Ensure individual elevator is in final
flight configuration,includingtrim tab and any relatedcomponents.
2. Place hinge bolts throughinboardand outboardhinges. Place elevatoron balancingjig.
3. Avoidingrivets, place balancingtool on elevator with hinge centerline directlyover control surfacehinge
line.
4. Adjust moveable trailing edge support to fit control surface width. Tighten set screw on trailing edge
support.
5. Adjust trailing edgesupportverticallyuntil beamis parallelwith elevatorchord line.
6. Removetool from elevator. Balancetool by addingor removingnuts or washersfrom beam balancingbolt.
Whenbalancingtool, moveableweightmust be at bar's hingecenterline.
7. After balancingtool, reattachto elevator. Keep beamposition90° from elevatorhingeline.
8. Determine balance of elevator by sliding moveable weight along balance beam. Verify that weight is
positionedbetweenlimits (0 +0 -2 in.-lbsleading edgeheavy).
-NOTE-
Read scale when bubblein level is centered. Since moveableweight

weighsthree pounds,every inch it moves from center of beam equals
three inch-pounds of force. If elevator is trailing edge heavy,
determineand correctcauseof imbalance.
9. If elevator is leading edge heavy,removematerial from balanceweight until acceptablebalanceconditions
exists.
10. Withbalance checkcompleted,installelevatorassemblyon aircraftas explainedin this chapter.
TAPETRIMTAB LEVELWITH ELEVATOR
JIGKNIFEEDGE
BALANCEJIG
CENTER
-HINGE
LINE
REFERTOCHAPTER95 FORTOOL
55-20-00 Figure 55-2. Elevator Balancing

55-20-00
Page4
4L3
PIPERAIRCRAFTI
PA-42/42-720
ELEVATORCONTROLSYSTEMFRICTIONMEASUREMENT(Figure55-3)
- CAUTION-
THE ELEVATOR MUST BE ROTATED WITH STEADY

MOVEMENT. FORCE READINGMUST BE TAKENWHEN
ELEVATORPASSES THROUGHNEUTRALPOSITION. DO
NOT STOPROTATIONWHENTAKINGREADING.
- CAUTION-
DO NOT EXCEED 60 POUNDS OF FORCE FOR ANY

MEASUREMENT.
The complete elevator system, including Autopilotif installed, must be rigged for proper travels and cable
tensionsprior to determiningfrictionin system.(Chapter27)
Total friction in elevator system cannot exceed 10 pounds with elevatorin neutral position. Determineactual
friction in system as follows:
1. Attach spring scaleto inboardtrailingedge of elevatorand outboardof tab. (Shown in Figure 55-3.)
2. With spring scale attached, position elevator trailing edge down approximately 2 inches from neutral
position.
3. Recordforce requiredto raise elevatorthroughneutral positionuntil trailingedge is approximately2 inches
aboveneutral.
4. Record restrainingforce, loweringelevator from 2 inch up position,through neutral position,to original 2
inch downposition.
-NOTE-
If system friction is a high value, check aft elevator control tube

return spring. The springs approximatefree length is 12.00 inches,
with an initialtension of 3.5 lbs.
5. Repeat above raisingand loweringprocessesuntilaverage forcesare obtained.
6. Total frictionis obtainedfor each measurementby subtractingup and down forces.
55-20-00
Page5
4L4
PIPER AIRCRAFT
PA-42/42-720
RUDDER
.50 TAB
MEASUREFROMHERE
-TAB
.50 MEASUREFROMHERE
Figure 55-3. Elevator and Rudder Friction Measurement
CHECKING ELEVATOR TRIM TAB FREE PLAY
1. Position trim tab to neutral. (Trailing edge of tab in neutral position must be in line with trailing edge of
main surface.)
2. Total free play can not exceed 0.06 inch, measured from one extreme to an other, between outboard end of
tab trailing edge and trailing edge of main surface.
3. If excessive play is found, inspect elevator trim screw and hinge assemblies. Repair or replace worn pans
as required.
VERTICAL STABILIZER
-NOTE-
The vertical stabilizer cannot be removed without major structural

repair.
55-30-00
Page 1
4L5 Reissued:December 31, 1989
4L5
PIPER AIRCRAFT
PA-42/42-720
RUDDER
REMOVALOF RUDDER (Figure 55-1)
1. Removetail cone/stinger.Do not damagehorizontalfins.

2. Disconnectall groundingstraps. Seal connectionsfrom rudder.
3. Loosen rudder controlcables.
4. Removebolt attachingtrim screw shaft to trim shaft arm. Swingtrim actuatingassemblyout of way.
5. Move access plate halfway up rudder on left side of its leading edge, for access to trim cable sector
assembly.
6. Removelower tapered pin. Pull lower trim shaft frombottom of rudder sectorassembly.
7. Remove safety wire from bolts attaching rudder torquetube to sector assembly. Remove bolts. Be sure
rudder is properlysupported.
8. Removecenter hinge bolt.
9. Remove leading edge access plate at top of rudder. Remove bolt in hinge pin and withdraw pin from
assembly.
10. Removerudder.
INSTALLATION OF RUDDER (Figure55-1)
1. Withrudder aligned,installtop hingepin, bolt,and middlehinge bolt.

2. Connectall groundstrips and rudderaerodynamicseal.
3. Reinstallbolts connectingmain rudder torquetube to ruddercontrol sector.
4. Safetywire all bolts and retightencontrolcables.
5. Reinstalltrim torque tube as follows:
a. Insert tube through rudder torque tube and hold in place. After securing,the arm on bottom of tube
should extendtowardsleft side of aircraft.
b. Install taperedpin.
c. Reconnecttrim screw shaft to torquetube arm.
6. Operatecontrolsto ensure controlsoperateproperly.
7. Connectall accessplates and fairings.
REMOVALOF RUDDER TRIM TAB (Figure55-1)
1. Removefairing/accesscovers wherecables comethrough rudder.

2. Loosencable tumbuckles. Removecable securingfixtureson trim tab sectors.
3. Removehinge bolts and tab.
55-40-00
Page 1
4L6
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF RUDDER TRIM TAB
1. Install tab with requiredhardware. Connectcables.

2. Retightencable tumbucklesand rig.
3. Reinstallfairing/covers.
RUDDER BALANCING PROCEDURE (Figure 55-4) PPS50022-1
1. Remove rudder from airplane and support it on knife edges horizontally at top and bottom hinge locations.
Hinge line fulcrums can be made from 0.625 inch and 1.25 inch diameter bar stock, turned to 0.25 inch
diameter at support ends, and slipped into torque tubes at top and bottom of rudder.
2. Ensure surface rotate freely with no binding at knife edges.
3. Verify that unbalance is between limits. (29 ± 1 in.-lbs, trailing edge heavy.)
4. If surface is leading edge heavy, remove material from surface balance weight until a balanced condition is
obtained.
5. If surface is trailing edge heavy, determine and correct reason for unbalance.
6. With balance check completed, install rudder assembly on aircraft as explained in this chapter.
.25
PLUG
.625 .25
PLUG
ATTACHMENT
SCREW
JIG
TAPETRIM
4.67 TO 4.97 LBS.
BALANCEGIG
JIG KNIFEEDGE
Figure 55-4. Rudder Balancing
55-40-00
Page 2
4L7
PIPER AIRCRAFT
PA-42/42-720
RUDDERCONTROLSYSTEMFRICTIONMEASUREMENT(Figure55-3)
- CAUTION-
THE RUDDER MUST BE ROTATED WITH STEADY

MOVEMENT AND FORCE READING TAKEN WHEN
RUDDER PASSES THROUGH NEUTRAL POSITION. DO
NOT STOPROTATIONWHENTAKINGREADING.
The complete rudder system, including autopilot if installed, must be rigged for proper travels and cable
tensions prior to determiningfrictionin system. (Chapter27)
Total friction in rudder system can not exceed 6 poundswith nose gear retracted,nor 8 pounds with nose gear
extended,as rudder passesthroughneutralposition. Determineactualfrictionin systemas follows:
1. Retractnose gear.
2. Attachspring scale to lowertrailingedge of rudder,forwardof tab. (Shownin Figure 55-3.)
3. Withspring scaleattached,positionrudder trailingedge left approximately2 inchesfrom neutralposition.
4. Record force required to move rudder through neutral position and until trailing edge is approximately2
inchesto right of neutral.
5. Record restrainingforce, moving rudder from 2 inch right position,through neutral position, to original 2
inchleft position. Force requiredin eitherdirectionmust not exceed 6 pounds.
6. With nose gear extended,repeat steps 1 through 5 above. The force requiredin either directionmust not
exceed 8 pounds.
55-40-00
Page3
4L8
PIPER AIRCRAFT
PA-42/42-720
GRIDS 4L9 THRU 4L24

55-40-00
Page 4
4L9
AIRPLANE
MAINTENANCE
MANUAL
CARD5 OF7
PA-42CHEYENNE
III
PA-42-720
CHEYENNE
IIIA
THIRDEDITION
(PARTNUMBER
761523) January
9,1998
5A1
Publishedby

2926 Piper Drive
U.S.A.
Memberof GAMA
GeneralAviation
5A2
PIPER AIRCRAFT
PA-42/42-720
INTRODUCTION
This PIPER AIRCRAFTMaintenanceManualis preparedin accordancewith the GAMA (GeneralAviation

broadseparationof contents(Chapters)withineach group.
the second elementof the standardizednumberingsystem. The number"40"of the basicnumber series32-40-00
numberingsystem, such as 32-40-01. This number could be assigned by the manufacturerto fit the coverage
Example:
LANDINGGEAR WHEELSAND BRAKES
32-40-01
INDIVIDUALUNITS
NOSE WHEELREMOVAL
This manual does not contain hardwarecallouts for installation. Hardwarecalloutsare only indicatedwhere a
P/N 761 818, and FAR43 for properutilization.
WARNINGS,CAUTIONS,and NOTESareused throughoutthis manualto emphasizeimportantinformation.
- WARNING-

-CAUTION-

- Note-
An operatingprocedure,condition,etc., which is essentialto emphasize.
Introduction
Page 1
5A3
PIPER AIRCRAFT
PA-42/42-720
revisionsdistributed periodically. These revisions will supersede all previous revisions and will be complete
Aerofichecard replacementsand shallsupersedeAerofichecards of the samenumberin the set.

First numberis the Aerofichecard number.
Example:2J16 = Aerofichecardnumbertwo of givenset, Grid locationJ16.
To aid in locatingthe various chaptersand relatedserviceinformationdesired,the followingis provided:
1. A completemanual System/ChapterIndex Guideis givenfor all fiche in this set.

4. A completelist of paragraphtitles and appropriateGrid locationnumbers is given at the beginningof each
Revisedtext and illustrationsare indicatedby a black verticalline alongthe left-handmarginof the frame,
changes,additionsto or deletionsof existingtext and illustrations.Changesin capitalization,spelling,
A reference and recordof the material revisedis includedin each chapter'sTable of Contents/Effectivity.
The codes used in the effectivitycolumnsof each chapteraredefinedas follows:
OriginalIssue: None
Introduction
Page 2
5A4
PIPER AIRCRAFT
PA-42/42-720
AEROFICHE EXPLANATION AND REVISION STATUS (continued)
ORG791201 December 1,1979 1, 2, 3, 4 and 5

CR860401 February 28, 1987 1, 2, 3, 4, 5 and 6
CR891231 December 31, 1989 1, 2, 3, 4,5 6and7
IR 980109 January 9, 1998 1, 2, 3,4, 5,6 and 7
Introduction
Page 3
PIPER AIRCRAFT
PA-42/42-720

Serial Numbers 42-78000001,42-7800002, 43-781003 and 42-7801004
* Serial Numbers 42-5501024, 42-5501028, 42-5501032, 42-5501034,

Introduction
Page 4
Interim Revision:January9, 1998 5A6
PIPER AIRCRAFT
PA-42/42-720
VENDOR PUBLICATIONS
- WARNING-

IN PIPER AIRCRAFT,IT IS THE USER'SRESPONSIBILITYTO REFER TO
ENGINE:
PT6A-41: P/N 3021442
PT6A-61: P/N 3034342
Operators Handbook: PT6A41 TURBOPROP ENGINE, SPECIFIC OPERATING INSTRUCTIONS
P/N 3021441
P/N 3033741
PT6A-61: P/N 3034344
PROPELLER:
Manual #118D
Piqua, Ohio 45356
VOLTAGE CONTROL:
Overhaul Manual
and Illustrated
AUTOFLITE:
Avionics Group
Introduction
Page 5
5A7
PIPER AIRCRAFT
PA-42/42-720
AUTOFLIGHT (cont.)
MaintenanceManual: P/N 006-5091-01
KNS 660
EFIS 10
400 N. Rogers Road
Flight Control: GlobalSeries2 GNS 500A
Global Series3 GNS 500A
VendorAddress: GlobalNavigation/Sundstrand
2144 MichelsonDrive
Flight Control: UNS
Systems Manual: UNS-1A
3260 E. Lerdo Road
WHEELS AND BRAKES:
KEVLAR:
DINOL International
25200 Malvina
Box 1065
OXYGEN SYSTEM
225 Erie Street
Lancaster, NewYork 14086
Introduction
Page 6
5A8
PIPER AIRCRAFT
PA-42/42-720

P.O. Box 3041

1688 Sherner Road
PIPER PUBLICATIONS
100 HOUR EVENT: 761 739
Introduction
Page 7
5A9
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General

10 Time Limits
Checks
Checks

00 General
7 LIFTING AND SHORING IE23

00 General
10 Jacking
20 Shoring

00 General

00 General
10 Towing
20 Taxiing

00 General
10 Parking
20 Mooring

00 General
30 InteriorPlacards/Markings
12 SERVICING 1G18
00 General
10 Replenishing
Introduction
Page 8
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General

00 General
10 Compression
20 Distribution
40 Heating
50 Cooling
22 AUTO FLIGHT 1K17

00 General
10 Autopilot
00 General

00 General
30 DC Generation
40 External Power
00 General

00 General
10 Detection
20 Extinguishing
Introduction
Page 9
5A11
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General
10 Aileron and Tab
20 Rudder and Tab
30 Elevatorand Tab
50 Flaps
90 Stall Warning
28 FUEL 2J5
00 General
10 Storage
20 Distribution
40 Indicating

00 General

00 General
20 Air Intakes
60 Propellers
32 LANDING GEAR 3H8

00 General
40 Wheelsand Brakes
50 Steering
60 Positionand Warning
33 LIGHTS 3K22
00 General
20 ExteriorLighting
Introduction
Page 10
5A12
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General
20 Pitot Static
35 OXYGEN 4C1
00 General
36 PNEUMATIC 4C19
00 Pneumatic System
10 Distribution
37 VACUUM 4D14
00 General
10 Distribution
20 Indicating

MULTIPURPOSE PARTS
00 General
51 STRUCTURES 4F4
00 General
52 DOORS 4123
00 General
20 Cargo Door
30 Service
53 FUSELAGE 4J24
00 General
10 Main Frame
Introduction
Page 11
5A13
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/
54 NACELLES 4K11
00 General
55 STABILIZERS 4K17
00 General
20 Elevator
40 Rudder
56 WINDOWS 5B9
00 General
20 Cabin
57 WINGS 5B22
00 General
20 Wing Tip Tanks
40 Wing
50 Aileron
55 Aileron
61 PROPELLERS 5C16
00 General
20 Controlling

71 POWER PLANT 5D21

00 General
10 Cowling
20 Mounts
30 Fireseals
Introduction
Page 12
5A14
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General

00 General
10 Distribution
20 Controlling
30 Indicating
74 IGNITION 5F15
00 General
20 Distribution
75 AIR 5G4
00 General

00 General

00 General
10 Power
20 Temperature
30 Analyzers
79 OIL SYSTEM 5KI

00 General
20 Distribution
30 Indicating
91 CHARTS 6B9
Introduction
Page 13
5A15
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General
Introduction
Page 14
5A16
PIPER AIRCRAFT
PA-42/42-720
6-5. AccessPlates and Panels - Fuselageand Stabilizer 1E19
8-1. Leveling 1F11
8-2. Weighing 1F12
9-1. TurningRadiusand Limits 1F18
12-4. LubricationChart- LandingGear,Main 1H20
12-5. LubricationChart - LandingGear, Nose 1H21
12-6. LubricationChart - ControlSystem 1H22
12-9. LubricationChart- Air Inlet IceProtectionOil CoolerDoors 112
12-10. LubricationChart- CabinDoor,BaggageDoorand Seats 113
21-1. ECS Cabin SelectorPanel 1J1
21-4. Cabin PressureControlSystem Schematic 1J5
21-12. EnvironmentalControlSystem- PA42-720 1K5
21-13. CabinPressurizationand Bleed Air SystemSchematic-PA-42 1K6
21-14. CabinPressurizationand Bleed Air SystemSchematic- PA-42-720 1K7
24-1. OverheadSwitch Panel- PA-42 2B19
24-2. OverheadSwitch Panel- PA-42-720 2B20
24-3. Main CircuitBreakerPanel- Typical 2B21
Introduction
Page 15
5A17
PIPER AIRCRAFT
PA-42/42-720
24-4. Starter Generator Basic Diagram 2CI
24-5. Power Distribution (PA-42) 2C5
24-6. Power Distribution (PA-42-720) 2C6
24-7. Left Circuit Breaker Panels Installation (Typical) 2C7
24-8. Right Circuit Breaker Panel Installation (Typical) 2C8
24-9. Typical Cross-section of Starter Generator 2C11
24-10. Illustration of Brush Wear Stages 2C13
24-11. Instant Filming Brushes 2C13
24-12. Correct Position of Brushes, Leads, and Springs 2C14
24-13. Starter-Generator (250 Amp Model 23048-20) 2C19
24-14. Correct Position of Brushes and Springs 2C21
24-15. Electrical Connections of Starter-Generator 2C21
24-16. Paralleling Voltage Check 2C24
24-17. Fabricated Cell Puller Tool 2D7
24-18. Cell Layout - Nickel-Cadmium Battery 2D7
24-19. Charge/Discharge Schematics (Typical-Service) 2D10
24-20. Closed Loop Test Diagram (Lear Siegler, Inc.) 2D15
24-21. Voltage Regulator Test Panel Schematic (Lear Siegler, Inc.) 2D 16
24-22. Voltage Regulator Adapter Connector (Lear Siegler, Inc.) 2D16
25-2. Passenger Seats Installation 2E9
25-3. Optional Seat Installation 2E10
25-5. Forward Curtain and Sliding Door Installation 2E12
25-7. Forward Cabinetry and Divider Panel 2E14
25-8. Aft Refreshment Cabinet, Vanity Cabinet with
Folding Door and Divider Panels 2E15
26-2. Engine Fire Control System 2E22
27-2. Methods of Blocking Trim Cables 2G5
27-3. Aileron and Aileron Trim Controls 2G8
27-4. Control Column Sprocket Installation 2G12
27-5. Control Column Travels and Limits 2G15
27-6. Aileron Control Travels and Cable Tension 2G15
27-7. Location of Bellcrank Rigging Hole 2G16
27-8. Installation of Aileron Rigging Tool 2G16
27-9. Aileron Friction Check 2G21
27-10. Rudder Control System Installation 2G22
27-11. Rudder and Trim Tab Control Trails and Cable Tensions 2H2
27-12. Installation of Rudder Rigging Tool 2H2
27-13. Installation of Rudder Trim Rigging Tool 2H2
Introduction
Page 16
5A18
PIPER AIRCRAFT
PA-42/42-720

S/N's 42-8301001 and up) 2J12
Introduction
Page 17
PIPER AIRCRAFT
PA-42/42-720

30-3. PneumaticDeicer BootsOperation 3E11
30-7. Hole through Surfaceof Tube 3E21
30-12. PneumaticBoot and FlowStrip Locations 3F2
30-20. EngineAir Inlet Ice ProtectionSystem 3F19
30-20a. GeneratorInlet Scoop(PA-42Only) 3F21
30-22. Propellerand EngineAir InletLip DeicerSystem 3G4
30-27. SuggestedUse of DialIndicator 3G9
Introduction
Page 18
5A20
PIPER AIRCRAFT
PA-42/42-720

30-30. Angle of Contact- Brushesto Slip Rings 3G12
30-35. PropellerDeicer Installation 3G19
30-36. Sealer Application(Prop Boot) 3G22
30-37. Sealer Application(Lead Strap) 3G22
32-6. Aligning Nose Gear 3I20
32-7. Rudder Pedals Neutral Position 3I23
32-8. Emergency Extension System Installation 3I24
Introduction
Page 19
5A21
PIPER AIRCRAFT
PA-42/42-720

35-3. OxygenSystemInstallation- FAR 135(PA-42) 4C7
35-4. OxygenSystemInstallation- 60 Cu.Ft. Capacity- (PA-42-720) 4C8
35-7. SurgeValve(CrossSection) 4C15
39-1. InstrumentPanel(Typical) 4E3
39-2. Main Circuit BreakerPanel(PA42 Only) 4E4
39-5. OverheadEngineControlSwitch Panel(PA-42) 4E10
39-6. OverheadSwitchand Meter Panel(PA42-720 Model) 4E 11
39-7. OverheadMeterand Switch PanelAssembly 4E13
39-9. ElectricOutsideAir TemperatureGauge(Optional) 4E16
39-12. ElectricalPanelsand ComponentsLocations(PA-42-720) 4E21
51-3. Band SawUse 4F12
51-10. Mixingof Epoxy PatchingCompound 4F22
51-14. Repairof StressLines 4F24
51-15. Repairof ImpactedDamage 4F24
Introduction
Page 20
5A22
PIPER AIRCRAFT
PA-42/42-720

57-3. RESERVED 5C8
Introduction
Page 21
PIPER AIRCRAFT
PA-42/42-720

61-3. TypicalNicksand RemovalMethod 5C20
734. Fuel ControlUnit Fuel Pump 5F3
73-5. Jet ScavengePumpInstallation 5F4
76-1. Power Lever ControlCableHandling 5G15
76-4. Power Lever ControlCableEngineConnection 5G19
76-5. Power Lever ControlCable/PowerLever Connection 5G19
76-6. OverallView- PT6A-41EngineControls 5G23
76-7. PowerControlCamassemblyin TrackPosition 5G24
76-10b. ThrottleArm AlignmentToolInstalled 5H2
76-11. ReverseDead BandAdjustment 5H3
76-13. Wire RopeRead End ClevisAdjustment 5H4
76-14. EnginePropellerGovernor- Right Side View 5H5
76-16. PT6A-41Fuel ControlUnit - Front and Right Side View 5H8
76-18. ControlLeverBracketAssembly 5H9
76-21. PropellerDomeArea 5H18
76-23. PowerLever CrossStart and AutofeatherSwitches 5H21
76-25. Power (Throttle)CablePedestalAdjustments 513
76-26. PropellerCamAssembly- Front to Rear View 513
Introduction
Page 22
PIPER AIRCRAFT
PA-42/42-720

7640. Autofeather Microswitch Adjustment (PA-42-720) 5124
77-4. Inter-Turbine Temperature Calibration Check 5J 17
794. Oil Cooler Door Installation 5K8
- Note -

95-9. Tire Balancer 7H 15
Introduction
Page 23
5B1 Reissued: December31, 1989
PIPER AIRCRAFT
PA-42/42-720

Introduction
Page 24
PIPER AIRCRAFT
PA-42/42-720
LIST OF CHARTS

501 Overhaul and Replacement Schedule 1B19
502 Ball Diameters For Testing Hose Restrictions 1E4
503 Hose Specifications 1E5
601 Leading Particulars and Principal Dimensions 1Ell
1201 Thread Lubricants 1H14
1202 Special Instructions 1H19
1203 Oxygen Cylinder Filling Pressure Vs. Ambient Temperature 1H16
1204 Indicated Oxygen Cylinder Pressure Vs. Ambient Temperature 1H17
2101 Troubleshooting (Pressurization System) 1119
2102 Cabin Altitude Vs. Airplane Altitude 1J17
2103 Troubleshooting (Environmental Control System) 1J24
2401 Troubleshooting (Electrical System) 2B 14
2402 Switch Locations 2B18
2403 Starter-Generator Test Specifications (PA-42) 2B23
2404 Starter-Generator Test Specifications (PA-42-720) 2B24
2405 Inspection of Components 2C17
2406 Troubleshooting (Battery) 2D2
2407 Nickel Cadmium Battery Specifications 2D9
2408 Main Tie Bus Circuit Breaker and Crossfeed Diode Check 2D22
2409 Generator Power Distribution Diode Operation Check 2D23
2601 Pressure-Temperature Correction 2E23
2701 Troubleshooting (Surface Controls) 2F12
2702 Cable Rigging Tension Vs. Temperature 2G3
2801 Troubleshooting (Fuel System) 2J13
2802 Fuel Cell repair Equipment Lists 2K6
2803 Test Equipment - Fuel Quantity Indicator 2L4
2804 Tank Unit Capacitance 2L6
2805 Fuel Quantity Calibration Work Sheet 2L10
2901 Troubleshooting (Hydraulic System) 3B15
2902 Leading Particulars - Hydraulic Power Pack 3B 19
2903 Inspection and Repair - Hydraulic Pump 3D12
3001 Troubleshooting (Pneumatic Airfoil Deicer System) 3E3
3002 Operating Pressures 3E10
3003 Material and Supplies for Cold Repair 3E14
3004 Material for Vulcanized Repairs 3E15
3005 Equipment for Vulcanized Repairs 3E16
3006 Troubleshooting (Engine Deicing System) 3F9
3007 Inlet Deicers Electrical Specifications 3F18
3008 Required Materials for Repair of Deicers 3G20
3009 Propeller Deicer Electrical Specifications 3G23
3201 Troubleshooting (Landing Gear System) 3H14
3202 Troubleshooting (Brakes) 3K1
Introduction
Page 25
5B3
PIPER AIRCRAFT
PA-42/42-720
CHART NO. SUBJECT GRIDNO.
3203 BrakeWearLimits 3K2

3401 Troubleshooting(Pitot/StaticSystem) 4B 11
5105 1/64"OversizeRivet Hole Standards 4G6
5109 Numberand Size of AD Rivetsrequiredon Each Side of Crack 4G19
7601 EngineOperatingLimits (PT6A41) 5H12
7602 EngineAlignment(PT6A-61) 5H14
7605 EngineOperatingLimits (PT6A-61) 5114
7606 EngineAlignment(PT6A-61) 5117
7701 TorqueSystem CalibrationData 5J13
7702 Basic Millivoltsand TemperatureValues 5J17
9103 Flare FittingtorqueChart 6C1
9104 RecommendedNutTorques 6C2
9105 ThreadLubricants 6C4
Introduction
Page 26
5B4
PIPER AIRCRAFT
PA-42/42-720

Introduction
Page 27
5B5
PIPER AIRCRAFT
PA-42/42-720

Introduction
Page 28
5B6
CHAPTER
WINDOWS
5B9
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 56 - WINDOWS
SYSTEM GRID
56-00-00 GENERAL 5B 11
56-00-00 Maintenance Practices 5B 11
56-00-00 Inspection of Windows and Windshield 5B 11
56-00-00 Window Inspection 5B 11
56-00-00 Definitions 5B11
56-00-00 Critical Area Inspection - Glass Windshields 5B12
56-00-00 Semi-Critical Area Inspection - Glass Windshield,
Cockpit Acrylic Windows 5B12
56-00-00 Non-Critical Area Inspection - Cabin Windows 5B 14
56-00-00 Crack Inspection - Acrylic Windows 51B14
56-00-00 Window Repair/Rework Procedure (Side Acrylic
WindowsOnly) 5B15
56-00-00 Cleaning Windshield and Windows 5B 16
56-10-00 FLIGHT COMPARTMENT 5B 16

56-10-00 Removal of Standard Windshield 5B16
56-10-00 Installation of Standard Windshield 5B17
56-10-00 Storm Window 5B18
56-10-00 Removal of Storm Window Assembly 5B18
56-10-00 Installation of Storm Window Assembly 5B18
56-20-00 CABIN 5B 18
56-20-00 Removal of Side Windows 5B 18
56-20-00 Installation of Side Windows 5B 18
56-20-00 Emergency Exit Window 5B 18
56 - Cont/ Effect.
Page 1
5B10 Interim Revision: January 9, 1998
PIPER AIRCRAFT
PA-42/42-720
GENERAL
MAINTENANCE PRACTICES
INSPECTION OF WINDOWS AND WINDSHIELDS
1. WindowInspection.
a. DEFINITIONS.The followingapplyto all cockpitand cabin windows.
Critical The viewing area of the windshields used for taxiing, takeoff, climb, cruise, and
landing.
Semi-Critical The viewingarea used for generalflight vision.
Non-Critical Viewingareas not normallyused for flight operations.
Distortion Linesin windowsor windshieldsthat causewavinessin objectswhenlookingthrough
the windowor windshield.
Crack Criticalnarrow break, fissure,or separationextendingthrough the entire thicknessof
the transparentmaterial.
Craze Fissure on the surface of the transparent material that does not penetrate the full
thicknessof the material.
Crazing Mesh of fine hairline cracks that do not penetrate the full thicknessof the material,
locatedon the surfaceor withinthe structureof the transparentmaterial.
Star Craze A conditionwhere severalfissuresradiatefrom a centralpoint.
Wedge A conditionin a piece of optical glass having a progressivevariationin thicknessor
absorptionfrom one side to the other.
Scratch An abrasionon the surfaceof the materialcaused by contact with rough abrasivesor
sharp objects.
Hairline Scratch Visible scratch undetectable when passing a fingernail over the scratch. Considered
non-criticalotherthan being an appearancedefect.
Light Scratch A scratch measuring less than 0.010 inch (0.254 mm) deep. Can be detected when
passinga fingernailover the scratch.Considerednon-criticalexcept for appearance.
Heavy Scratch A scratch measuringmore than 0.010 inch (0.254 mm) deep. Can be detectedwhen
passing a fingernail over the scratch. This type of scratch may be accompaniedby
chipping along the edge. Considered critical when occurring to inner glass ply.
Consideredsemi-criticalwhen occurringto outer glass ply within certain limitations
(see inspection criteria). Considered non-critical within certain limitations (see
inspectioncriteria)whenoccurringto acrylicsurfaces.
Chip A chipis considereda smallscratch.
Haze A foggyappearancelocatedon the surfaceof the transparentmaterial.
Blemish Speck, air bubble,or other minorimperfectionimbeddedin the transparentmaterial.
Mark-Off An almost nonexistent shallow depression on the surface possessing practically no
depth. Discernibleonly due to a noticeablerim or roughenedsurfacecausedby mold
surfacedefectstransferredto the surfaceduring the formingoperation.
Delamination Visibleevidence of a physical break of the bond between the plastic interlayerand
either glass ply. Delamination may be caused by laminating stresses, preload on
installation,or excessiveheat.
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PIPER AIRCRAFT
PA-42/42-720
b. CRITICALAREAINSPECTION- GLASSWINDSHIELDS.A critical area is the area of the laminated

glass windshieldsused for taxiing,takeoff,climb,cruise,and landing.
(1) Cracks could occur in either the inner,outer, or both panes. Crackingin either pane is critical and
cause for immediatereplacement.
(2) Crazing.
(a) Crazingin the windshieldsis critical.
(b) Determinedepth of craze using a calibrateddepthgaugeor scale (see Figure 56-1).
(c) A craze of 0.062 inch (1.575mm) depth is cause for immediatereplacement.A craze of 0.031
inch (0.787mm) depthis cause for replacementat the earliestopportunity.
(d) Crazingin any portionof the windshieldsrequiresreplacement.
(3) Blemishes.
(a) Blemishesin windshieldsform in thevinylplasticinterlayerbondingthe two glasspanes together.
(b) Blemishesin the critical or semi-criticalportion of the windshields are not acceptable unless
0.062 inch (1.575 mm)or smallerin circumference,includingdistortedarea.
(c) No morethantwo blemishes,at least 12inches(30.48cm) apartare acceptablein the windshields.
(d) No more than two blemisheswithin a two inch (5.08 cm) area along the upper portion of the
windshieldsare acceptable.
(4) Haze or foggy appearance on the glass is not acceptable if the amount of haze/fog causes an
obstructionof vision in the area used for operationof the aircraft.
(5) Scratches.
(a) A scratch, no longer than 0.062 inch (1.575 mm) long and no deeper that 0.015 inch (0.381
mm)is acceptable.
(b) Heavy scratcheson either glassply are cause for immediatewindshieldreplacement.
(c) Hairlinescratchesmay be waxed and buffedout.
(6) Delamination.
(a) Cloudy or milky appearance in the delamination indicates moisture or solvent penetration.
Windshieldswith this conditionshouldbe replacedat the earliestopportunity.
(b) Delaminatedareas characterizedby irregularor jagged boundariesindicate uneven separation
of the vinyl and glass. This conditionmay cause the vinyl to pull chips from the inner glass
surface, resulting in failure of the glass ply. Conduct periodic inspectionsto determine if the
damageis progressiveor if chippingof the innerglass surfaceis present.
(7) Mark-Off of such low intensity that vision quality is not impaired and that is not visible when
lookingthroughthe windshieldis acceptable.
(8) Distortion.Slighthorizontaldistortionis acceptable,if: there are no morethan two lines; they do not
occupy more than 25 percent of the windshieldarea, and; they are separated by a minimumof six
inches (15.24cm).
c. SEMI-CRITICAL AREA INSPECTION - GLASS WINDSHIELD, COCKPIT ACRYLIC WINDOWS.
Semi-critical areas are the perimeter of the glass windshield and areas of cockpit acrylic windows used
for general flight vision.
(1) Mark-Off of such low intensity that vision quality is not impaired and that is not visible when
looking through the windshield is acceptable.
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PIPER AIRCRAFT
PA-42/42-720
(2) Distortion.
(a) A moderate amount of distortion is acceptable along the lower portion of the windshield if no
more than 1.5 inches (3.81 cm) above the windshield retrainer strip.
(b) Distortion may not be so severe that it restricts vision or diverts runway lines or section lines
more than 45° .
(c) Slight horizontal distortion is acceptable, if: there are no more than two lines; they do not
occupy more than 25 percent of the windshield area, and; they are separated by a minimum of
six inches (15.24 cm).
(3) Crazing.
(a) Crazing in the windshields is critical.
(b) Determine depth of craze using a calibrated depth gauge or scale (see Figure 56-1).
(c) A craze 0.031 inch (0.787 mm) deep is cause for replacement at the earliest opportunity.
(d) Crazing in any portion of the windshields requires replacement.
obstruction of vision in the area used for operation of the aircraft.
(5) Blemishes.
(a) Blemishes in windshields form in the vinyl plastic interlayer bonding the two glass panes together.
(b) Blemishes in the critical or semi-critical portion of the windshields are not acceptable unless
0.062 inch (1.575 mm) or smaller in circumference, including distorted area.
(c) No more than two blemishes, at least 12 inches (30.48 cm) apart are acceptable in the windshields.
(d) No more than two blemishes within a two inch (5.08 cm) area along the upper portion of the
windshields are acceptable.
(6) Scratches.
(a) Light scratches in the lower portion of the window and windshield are acceptable if they do not
extend more than 1.00 inch (2.54 cm) from the outside windshield retainer and are less than
1.00 inch (2.54 cm) long.
6' SCALE
DEEPCRAZE
SIGHT
REFLECTIONOF
SCALE
Figure 56-1. Determining Depth of Craze.
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PIPER AIRCRAFT
PA-42/42-720
(b) Scratchesin acrylicwindowsmay be reworkedif:

1) They are less than 0.030 inch(0.762 mm)deep.
2) No vision distortionsin criticaland semi-criticalareas as a result of rework.
3) 0.437 inch(11.099mm)panes are a minimumof 0.393 inch (9.982mm)thick afterrework.
4) 0.375 inch (9.525mm)panes are a minimumof 0.337inch (8.559mm) thick afterrework.
(c) Replaceacrylicwindowswithscratchesthatcannotbe reworkedin accordancewiththesestandards.
(7) Delamination.
(a) Cloudy or milky appearance in the delamination indicates moisture or solvent penetraton.
Windshieldswith this conditionshouldbe replacedat the earliestopportunity.
(b) Delaminatedareas characterizedby irregular or jagged boundariesindicate uneven separation
of the vinyl and glass. This condition may cause the vinyl to pull chips from the inner glass
surface, resulting in failure of the glass ply. Conduct periodic inspectionsto determine if the
damageis progressiveor if chippingof the innerglass surfaceis present.
(c) Replacewindshieldif any of the followingconditionare noted:
1) Evidenceof chippingof inner glass surface.
2) Area of vision requiredfor safe operationis affected(pilot's discretion).
3) Windshieldheat system inoperative.
(8) Cracks. Inspectfor cracksas directedin paragraphle, CrackInspection- AcrylicWindows.
d. NON-CRITICALAREA INSPECTION- CABIN WINDOWS. A non-critical area is a portion of a
windownot used for flightvision.
(1) Mark-Offin moderateamountsis acceptableprovidedthat visibilityis not impaired.
(2) Distortion.
(a) Distortionalongthesidesof thewindowwithin0.5inches(1.27cm)or lessoftheretaineris acceptable.
(b) Distortionalong the upper portion of the window is acceptable if distortiondoes not extend
downward more than 2.00 inches (5.08 cm) from the top and does not impair vision.
(c) Distortion of the main body of the side window is acceptable providing the distorted area does
not exceed 25 percent of the window area.
(3) Crazing.
(a) Crazing in the window is critical.
(b) Determine depth of craze using a calibrated depth gauge or scale (see Figure 56-1).
(c) A craze of 0.062 inch (1.575 mm) depth is cause for immediate replacement. A craze 0.031 inch
(0.787 mm) deep is cause for replacement at the earliest opportunity.
(d) Crazing in any portion of the window requires replacement.
obstruction of vision in the area used for operation of the aircraft.
(5) Cracks. Inspect for cracks as directed in paragraph le, Crack Inspection - Acrylic Windows.
e. CRACK INSPECTION - ACRYLIC WINDOWS.
(1) Perform this inspection annually or each 1,000 hours, whichever occurs first.
- Note -
This inspectionshould also be performedafter repaintingwhen any chemicalstripping
agent was used. Use the prism method described in step (3) to inspect the entire
circumference of the window for stripper damage/etching; especially in areas
concealedby windowframes,retainers,plates, or collars.
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PIPER AIRCRAFT
PA-42/42-720
(2) Inspect window panes as follows:

(a) Inspect sealant for signs of wear, deterioration, and positive contact with mounting surfaces.
(b) Inspect window frames, retainers, plates, and collars for cracks, loose rivets or screws,
corrosion, and structural defects.
(3) Inspect emergency exit and eyebrow window bolt holes using Window Inspection Kit, Part Number
766-294.
(4) Crack Limitation.
(a) The maximum acceptable length of a crack from any single screw hole is 0.300 inch (7.62mm).
(b) The maximum combined length of multiple cracks into the space between two adjacent bolt
holes is 0.300 inch (7.62mm).
(c) If a crack less than 0.300 inch (7.62mm) is left unrepaired, reinspect the window each
additional 25 hours of aircraft operation.
(d) A maximum of three bolt holes with cracks less that 0.299 inch (7.59mm) long are acceptable in
any one window pane before that window pane must be replaced.
(e) Replace window pane if a single crack or combination of adjacent facing cracks exceed 0.300
inch (7.62mm) in length.
(5) Chips, Scratches, and Crazing Limitations.
(a) Scratches in acrylic windows may be reworked if:
I) They are less than 0.030 inch (0.762 mm) deep.
2) No vision distortions in critical and semi-critical areas as a result of rework.
3) 0.437 inch (11.099 mm) panes are a minimum of 0.393 inch (9.982 mm) thick after rework.
4) 0.375 inch (9.525 mm) panes are a minimum of 0.337 inch (8.559 mm) thick after rework.
(b) Replace acrylic windows with scratches that cannot be reworked in accordance with these
standards.
2. Window Repair / Rework Procedure (Side Acrylic Windows Only). The following methods should be
used for repairs:
-CAUTION -
ANY ACRYLIC WINDOW WHICH MAY HAVE BEEN
DAMAGED BY PAINT THINNER, PAINT REMOVER OR
OTHER SOFTENING AGENT MUST BE REPLACED. NO
REPAIR IS PERMITTED FOR THIS TYPE OF DAMAGE.
a. AREAS WITH SMALL SCRATCHES:
(1) Clean the window, using generous amounts of water and a mild detergent.
(2) Polish the window with an approved compound and soft cloth.
(3) Clean and wax the polished area.
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PIPER AIRCRAFT
PA-42/42-720
b. AREAS WITH LARGE SCRATCHES,GOUGESAND NICKS: Areaswith damagesexceeding.003 of

an inch depth or those with less than .003 of an inchin depth,havingsharp edges which causehangingof
fingernailshouldbe locallyroundedout or buffed.
(1) Clean the windowusing generousamountsof waterand a mild detergent.
(2) Use a scratch removal kit, such as the type suppliedby Micro-SurfaceFinishing ProductsInc., P.O.
Box 456, Wilton, Iowa, to removethe defectivearea, blendand buff.
(3) Using400A wet or dry abrasivepaper wrappedarounda smooth rubberblock and generousamounts
of water,lightly sand over and aroundthe defectedarea in a circularmotion,extendingin a diameter
equal to two or three times the defectedarea.
(4) Continuesandinguntil the initial defectis no longer apparent.Thoroughlyflush the area with water.
(5) Using 600A wet or dry abrasive paper, repeat step (3). Continue sanding only until the hairline
scratchescaused by the coarse sanding are no longer apparent.Sand a larger area than that covered
by the original sandingoperation.Thoroughlywashthe area.
(6) Finishthe repairusing instructionsgivenin Methoda.
CLEANING WINDSHIELD AND WINDOWS
1. Removedirt, mud, etc from exteriorsurfacewith clean water.
2. Wash with mild soap and water,or a 50/50 solutionof isopropanoland water (do not use plastic cleanerson
glass windshields). Use soft cloth or spongewith a straightgentlerubbing motion.
3. Rinse thoroughlyand dry.
4. After cleaning,plastic surfaces can be polishedwith a thin coat of hard polishing wax. Rub lightly with a
soft cloth. Use a circularrubbingmotion.
- NOTE -
Do not apply wax to glass windshieldswith surfacecoatings for anti-
static protection.
5. To improve visibility through rain, a repellent such as REPCON must be applied to windshield and
windows,accordingto manufacturer'sinstructions.
FLIGHT COMPARTMENT
REMOVAL OF STANDARD WINDSHIELD
1. Removewindshieldwiper blade and arm from wipermotor. (Chapter30)
2. Removemagneticcompassfrom windshieldchannelcover.
3. Removecoverpanel on top of instrumentpanel.
4. Removewindshieldchannelcovering. Removeremaininginsidewindshieldtrim.
5. Withan assistant,removemachinescrewsfrom windshieldcollar moulding.
-NOTE-
Machinescrewssecuringwindshieldare installedin a particularorder
size. Referto Figure56-2 for properplacement.
6. Removecollar mouldingand windshield.
7. Withwindshieldremoved,clean windshieldsupportingflange. Removeall traces of old sealant.
56-10-00
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PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF STANDARD WINDSHIELD

-CAUTION-
DO NOT PRESSURIZE CABIN FOR AT LEAST 48 HOURS TO
ALLOW SEALANT TO CURE AROUND WINDSHIELD.
1. Prepare surface according to instructions in Chapter 51.
-NOTE-
Mask windshield optical surfaces and fuselage skin around
windshield collar area to minimize cleanup.
2. Apply 1 inch wide 1/16 inch thick vinyl foam tape (Norton Co., Tape No. V542, Piper No. 924 441) to
windshield supporting flange.
3. Place windshield in position.
.25
.12
.- 06
14 14
SECTIONA-A
12 15
SECTIONB-B
1. MS24694-561 (24 REQ.)LEFT

(24 REQ.)RIGHT 7. MS24694-552 (31 REQ.)LEFT 11. MS24694-554 ( 1 REQ.)LEFT
2. MS24694-552 (16 REQ.)LEFT (31 REQ.) RIGHT ( 1 REQ.)RIGHT
(16 REQ.)RIGHT 8. MS24694-561 ( 4 REQ.)LEFT 12. WINDSHIELDCOLLAR
3. MS24694-559 (17 REQ.)LEFT ( 4 REQ.)RIGHT 13. WINDSHIELDCHANNEL
(17 REQ.)RIGHT 9. MS24694-561 (18 REQ.)LEFT 14. WINDSHIELD
4. MS24694-562 ( 1 REQ.)LEFT (18 REQ.)RIGHT 15. SKIN
( 1 REQ.)RIGHT 10. MS24694-559 (28 REQ.)LEFT 16. WINDOW
5. MS24694-562 (19 REQ.)LEFT (28 REQ.)RIGHT 17. BULKHEAD
(19 REQ.)RIGHT
6. MS24694-562 ( 1 REQ.)LEFT
( 1 REQ.)RIGHT
Figure 56-2. Windshield Installation
56-10-00
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PIPER AIRCRAFT
PA-42/42-720
4. Apply liberal amountof PRC 1425 (ProductsResearchComp.) sealant to outer windshield. Apply sealant
to outer framesurfacescontactingwindshieldcollar.
5. Position windshieldcollar and cleco in place.
6. Secure with screwsstartingat center top cornermovingdownward. Move outboardat both top and bottom
sides. Torquescrewsto 30 - 40 inch-pounds.
7. Clean off excess sealant.
8. Install insidetrim, channelcovering,instrumentpanel cover,and magneticcompass.
9. Install wiper arm assemblypreviouslyremovedand secure.
STORMWINDOW
The storm windowon the pilot's side consistsof a round, stretched,plexiglass window,installedin a stainless
steel (A.I.S.I. Type321 stainless)framewith a push-buttonlatch.
REMOVAL OF STORM WINDOW ASSEMBLY
1. With stormwindowopen, removethe six equallyspacedscrewswhich securethe storm windowinnerring and
outertrim ringto the sidewindow.
2. Removestormwindowfrominsidecabin.
INSTALLATION OF STORM WINDOW ASSEMBLY
1. WithPRC 1425sealantappliedto trimring(shownin Figure56-3),positiontrimring in stormwindowopening.
2. Position spacer(PACP/N 51225)aroundtrim ring (shownin Figure 56-3).
3. ApplyPRC1425sealantto outerrimofinnerringonstormwindowassembly.Placewindowintopositionin opening.
4. Align holes in inner ring on storm windowwith holes in trim ring. Install six retainingscrews.
CABIN
REMOVAL OF SIDE WINDOWS
1. Remove trim mouldingfrom aroundinsideof window.
2. Remove screwsfrom angle and bracket supports.
3. Carefully removewindowwith retainerring by pushingit in toward centerof fuselage.
4. Separate retainerring from window.
5. Remove excesssealant from retainerring and aroundwindowopening.
INSTALLATIONOF SIDE WINDOWS (Figure56-4)
1. Apply liberal amountof sealant to both frameand windowuntil a uniformthicknessis obtained.
2. Apply bead of sealant aroundinsiderim of retainerring.
3. Apply vinyl tape to surfaceof retainerring contactingwith gasket. (Surfaceof retainerring must be free of
paint prior to applying adhesive.) Place gasket on retainer ring and place retainer ring around window.
Install windowfrom inside cabin.
4. Secure retainerring.
5. Install trim mouldingaroundinside window.
6. Apply bead of sealant aroundouter perimeterof windowand fuselage.
EMERGENCY EXIT WINDOW (Figure 56-5)
There is a 25.75 inch by 19.75inch emergencyexit windowon the right side of the fuselage. By pulling the
release handle at the top of the windowframe,the latch is unlockedand the windowand frame willbe pulledinto
the cabin. The exit window and frame is factory sealed to keep cabin pressurized. Wheneverexit windowis
removed,carefullyreinstallit to not damageseal. Removaland installationof emergencyexit windowplexiglass
is the same as for side windows. After reinstallationof emergencyexit window,safety release handle (shownin
Figure 56-5) using MS20995-CY20safetywire.
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PIPER AIRCRAFT
PA-42/42-720
NOTES:
1. SEAL BETWEENINNER RING AND TRIM RING WITH SEALANTPRC 1425. REMOVE
EXCESSOR VISIBLESEALANT.
2. SEAL BETWEEN WINDOW AND TRIM RING WITH SEALANT PRC 1425. REMOVE
EXCESSOR VISIBLESEALANT.
3. SPLICEIN SEALMUST BEAT TRAILINGEDGEOF WINDOW.CUT SEAL.75 IN. LENGTH
AT SPLICEANDCEMENTENDSTOGETHERWITH3M #EC-847CEMENT.
4. CEMENTSEALTO RETAINERWITH3M #EC-847CEMENT.
1. STORM WINDOW ASSEMBLY
2. SIDE WINDOW
3. SCREWS (6 EACH)
4. SEAL
5. INNER RING
6. RETAINER
7. TRIM RING
8. SPACER
A 9. INNER WINDOW
SEENOTE 2
SEENOTE3 .75'
VIEW B-B
SEENOTE1
SEENOTE4
VIEW A-A
Figure 56-3. Storm Window Installation
56-20-00
Page 9
PIPER AIRCRAFT
PA-42/42-720
FUSELAGESKIN
CHANNEL
SEALANT(PRC1425)
FAYINGSEALUSING
SEALANT(PRC1425) PORT
(279-019)
.15"TO .25" -NOTES-
1. LIGHTLY SAND WINDOW

MASKTHISLINETO
UNDER FILLET WITH 180
PREVENTSANDING EXPOSED -
SANDPAPER. CLEAN WITH
WINDOW(SEENOTE1)
STODDARDSOLVENT AND
SEENOTE2 WINDOW APPLYPR142 PRIMER.
2. SANDPAINT,SEALANT,ETC
FROM CUTOUT EDGE.
CLEAN WITH STODDARD
SOLVENTAND APPLYCOAT
SEALANT OF PR142 PRIMER.
(PRC1425)(279-019) 3. SAND PAINT,SEALANT,ETC
FROM CUTOUT EDGE.
SEALANT CLEAN WITH STODDARD
(PR383) SOLVENTAND APPLYCOAT
WINDOW
OF PR 142 PRIMER.
.45 TAPE
VINYL
RETAINERRING
1.
\ CHANNEL
(PRC1425)
FUSELAGESKIN (279-019)
DOUBLER
Figure 56-4. Installation of Side Windows
56-20-00
Page 10
5B20
PIPER AIRCRAFT
PA-42/42-720
- NOTE-
1. OUTERPLATE
2. WINDOW(OUTER) SEALSURFACESINDICATED
1
3. SPACER WITH PR383 CONFORMINGTO
4. SEAL MIL-S-11031B.
5. INNERPLATE 4
6. COVER - PLACARD
7. WINDOW(INNER)
8. HANDLE
9. SUPPORTHANDLE
10. PLATE A-
11. WASHER
12. INTERCOSTALCHANNEL
13. SKIN-FUSELAGE
A-
14. HANDLECOVER
15. SAFETY WIRE
16. WINDOWASSEMBLY
17. MOULDING
PA-42
10
1
A-A
VIEW A-A
2 11
12
13-
PA-42-720
PA-42
16-
Figure 56-5. Emergency Exit Window
56-20-00
Page 11
CHAPTER
WINGS
5B22
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 57- WINGS
SYSTEM GRID
57-00-00 GENERAL 5B24

57-20-00 WING TIP TANKS 5B24

57-20-00 Removal of Wing Tip Tanks 5B24
57-20-00 Installation of Wing Tip Tanks 5B24
57-40-00 WING 5C2

57-40-00 Removal of Wing 5C2
57-40-00 Installation of Wing 5C3
57-50-00 AILERON 5C7

57-50-00 Removal of Aileron 5C7
57-50-00 Installation of Aileron 5C7
57-50-00 Aileron Control System Friction Check 5C9
57-55-00 AILERON TRIM TAB 5C9

57-55-00 Removal of Aileron Trim Tab 5C9
57-55-00 Installation of Aileron Trim Tab 5C9
57-55-00 Checking Aileron Trim Tab Free Play 5C10
57-60-00 FLAP 5C11

57-60-00 Removal of Flap 5C11
57-60-00 Installation of Flap 5C11
57 - ContJ Effect.
Page 1
5B23 InterimRevision:January9, 1998
PIPER AIRCRAFT
PA-42/42-720
GENERAL
DESCRIPTION
The CheyenneIII wing consistsof all metal, full cantilever,and semi-monocoqueconstruction. Within each
wing are three bladder-typefuel cells and a wing tip fuel tank. The main landing gear, built into wheel wells
under each wing, are enclosedby doors when retracted. A full length I beam type main spar is attachedto a
forged wing carry throughsectionwhich creates a continuousmain spar. Additionalsupportfor the wing is also
providedby front and rearspar connections.
Attached to each wing are the engines,ailerons, and flaps. The engine nacelles,located at each wing station
77.5, are integral parts of the wings. The nacellesare streamlinedstructuresdesignedfor mountingthe engines,
fuel storage, and baggagelockers. The ailerons,locatedbetweenwing stations160.5 and 239.0, are constructed
of metal, and are mass balancedwith a trim tab incorporatedin the right aileron. The flaps, mountedbetween
wing stations30.0 and 160.5,are also all metalconstruction.
WING TIP TANKS
REMOVAL OF WING TIP TANKS (Figure57-1)
1. Drain tank.
2. Removefairing betweenwingtip and tip tank.
3. Removesenderunit.
4. Disconnectelectricalwires to navigationlights and strobes.
5. Disconnectall plumbingfrom tip tank. Coverends to prevent fuel contamination.
6. Supporttank; removesix bolts holdingtank to wing. Removetank.
INSTALLATIONOF WING TIP TANKS (Figure57-1)

-NOTE-
When torquing structural assemblies, use standard torque values

found in Chapter 91, or FAA Advisory Circular 43.131A, unless
otherwisestated.
1. Connecttank to wingby installingsix bolts.
2. Connectall plumbingto tank.
3. Install sender unit. Connectelectricalleadsto navigationlights and strobes.
4. Install fairingbetweenwing tip and tip tank.
57-20-00
Page 1
5B24 5B24 Reissued: December31,1989
PIPER AIRCRAFT
PA-42/42-720
TORQUE
50-70 IN.-LBS.
5
6
1. TIP TANK ASSEMBLY

2. COVER,VENTWELL
3. CAP ASSEMBLY,FUELFILLER
4. QUICK DISCONNECT
5. PLATE,ATTACHMENT (WINGFRONTSPAR)
6. BOLTASSEMBLY(6 REQ.)(TORQUE50-70 IN.-LBS)
7. PLATE,ATTACHMENT (WINGMAINSPAR)
8. SENDER
9. PLATE,ATTACHMENT (WING REARSPAR)
10. TUBE TO QUICKDRAIN
Figure 57-1. Tip Tank Installation
57-20-00
Page 2
5C1
PIPER AIRCRAFT
PA-42/42-720
WING
REMOVALOF WING (Figure57-2)

-CAUTION -
TO PREVENT DAMAGE OR CONTAMINATION OF FUEL,

HYDRAULIC, AND MISCELLANEOUS LINES, PLACE
PROTECTIVE COVERS OVER LINE FITTINGS ANDENDS.
1. Closefuel shutoffvalve and crossfeedvalve. Drain fuel from wing.
2. Removeengine. (Referto Removalof Engine,Chapter72.)
3. Removefairing and accesspanel from aroundleadingedgeof wing.
4. Removescrewsattachingfairingto wing and fuselage;removefairing.
5. Drill out rivetssecuringdrag angle betweenwing and fuselageon top side of wing.
6. Removeaccessplates from fairinglocatedbetweenundersideof wing butt rib and fuselage.
-NOTE-
To simplifyreinstallationof controlcablesand fuel or hydrauliclines,

mark cable and line ends before removing. Attach a line to cables,
where applicable,beforepullingthem throughfuselageor wing.
7. Removecable guardpins at wing stations 147.50,30.00,and 0.50,and fairleadsat wingstations 121.50and
58.50.
8. Disconnectaileroncontrol cable and balancecable at aileronbellcrank. Draw cables out through wing and
tape to side of fuselage.
- NOTE
Steps 9 through 12 applyto the right wing only. Steps 13 through 24

applyto both wings.
9. Block aileron trim cable at side of fuselage and within wing to prevent trim drum from unwrapping.
Disconnecttrim cable turnbucklesat wingstation90.00. Drawcables inboardthrough wing.
10. Removecable guard at butt end of wing. Tapecablesto fuselage.
11. Disconnecthydrauliclinesat fuselagestation 140.00.
12. Disconnectbleed air line.
13. Disconnectmotor driveflex shaft from inboardflap actuatorand at motor in fuselage. Withdrawshaft from
wing.
14. Disconnectfuel line routedthrough main spar. Disconnecthydraulic and fuel lines at exposed fittings and
controlcables from fuelvalves.
15. Disconnectengine instrument,vacuum,fuel, and hydrauliclines. Removesupportblocksand clamps.
57-40-00
Page 1
5C2 Reissued:December31,1989
5C2
PIPER AIRCRAFT
PA-42/42-720
16. Disconnectelectricalwire connectors.

17. Drawengine controlcables backthroughfirewallenginenacelleand wing.
18. Arrangesuitablefuselagecradleand supportsfor both wings.
19. Removeattachmentbolt and bolt assemblyattachingwing sparto center beam.
20. Removescrewsand nuts securingsheetmetal spar web fastenersat center beam.
21. Removebolt attachingfront spar and fuselagefitting.
22. Removebolt assemblyattachingrearspar and fuselagefitting.
23. Drill out forwardfillet attachingbulkheadsfrom wing butt rib.
24. Pull wing directlyand slowlyaway from fuselage,allowinglines,cables,etc, to follow.
INSTALLATIONOF WING (Figure57-2)
1. Positionfuselagesolidlyon a supportcradle.
2. Position wing with spar end a few inchesfrom side of fuselageand set on trestles. Turn out three adjusting
screwsthat drawbottomfairingagainstwing butt.
3. Preparevarious lines, controlcables,pressurizationducts, etc for insertioninto wing or fuselageafter wing
is slid into place.
4. Slide wing to center beam. (It may be necessaryto insert a metal strip betweenfillet fairing and wing but
to funnelthe wing,betweenupper and lower fairings.)
5. Installbolt attachingrear spar and fuselagefittings.
6. Installbolt attachingfront spar and fuselagefitting.
7. Install upper and lower wing attachmentbolts and nuts. Measure driving torque of nut with nut almost
completelythreaded, but before nut bottoms on part. After measuringdriving torque, tighten nut until it
bottomsand a torquerise of 20 inch-poundsabove drivingtorqueis detected.
8. Positionlower wingattachbolt retainerand securewith bolt. (Figure57-2)
9. Position forwardupper wing attachmentbolt retainer and secure to wing skin. Repeat procedure for aft
upper wing attachmentbolt retainer.
10. Torqueforwardspar bolt to 270-300inch-poundsand rearspar bolt 480-600inch-pounds.
11. Reinstallscrewsand locknutsin center beam web.
12. Install new rivetsin drag angleon top side of wing.
13. Reinstallforwardfillet bulkheadswith new rivets.
14. Draw enginecontrolcablesinto place.
15. At wingleading edgeand butt, connectengine instrument,fuel,and hydrauliclines. Securelines and cables
with supportblocksand clamps.
16. Connectelectricalwire connectors.
17. Through wing fairingaccessopeningsat undersideof fuselage,connectfuel, hydrauliclines, and fuelvalve
control cables.
18. Draw flexibledriveshaft from flap transmissioninto fuselageand rig accordingto Riggingand Adjustment
of Flap Controlsin chapter27.
19. Connectbleed airpressurizationand deicerlines.
20. Draw aileron controlcable and balancecable into wing; connectat aileronbellcrank. Install cable guard pin
at pulley near bellcrankand at wing butt. Check riggingand adjustment. (Referto Riggingand Adjustment
of Aileron, Chapter27.) Install cable guard pin at pulley near bellcrankand at wing butt. Check rigging
and adjustment (refer to Rigging and Adjustment of Aileron, Chapter 27), cable tension, and safety
turnbuckles.
57-40-00
Page 2
Reissued:December31,1989 5C3
PIPER AIRCRAFT
PA-42/42-720
Figure 57-2. WingInstallation
57-40-00
Page 3
5C4
PIPER AIRCRAFT
PA-42/42-720
BOLT- NAS464P7LA10
WASHER- AN960-716(2 REQ.)
(UNDERHEAD& NUT)
NUT- MS20364-720C
(1 REQ.LEFT& 1 REQ.RIGHT)
270-300 IN.- LBS.
00
BOLTAN4-20A
WASHERAN960-416
WASHERAN960-416L
NUT MS20365-428C
1 REQ.LEFT
2 REQ.RIGHT
BOLTAN3-6A
WASHERAN960-10
NUT MS20365-1032C
2 REQ.LEFT
2 REQ.RIGHT
BOLT- AN3-6A
WASHERAN960-10
WASHERAN960-10L
NUT MS20365-1032C
2 REQ. LEFT
2 REQ.RIGHT
SKETCHB BOLTAN3-5A
WASHERAN960-10
NUT MS20365-1032C
2 REQ.LEFT
2 REQ.RIGHT
Figure 57-2. Wing Installation (continued)

57-40-00
Page 4
5C5
PIPER AIRCRAFT
PA-42/42-720
NOTE
SEETEXT FORREQUIRED
TORQUESETTINGS.
SKETCHC
BOLT-WINGATTACH.
LOWER- P/N 59824
BOLT - AN179-16A
WASHER - AN960-916
(2 REQ.)(UNDERHEAD& NUT)
NUT - MS20364-918C
(1 REQ.LEFT& 1 REQ.RIGHT)
SKETCHD
TORQUE
480-600 IN.-LBS.
Figure 57-2. Wing Installation (continued)
57-40-00
Page 5
5C6
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE
MANUAL
21. The following pertains to installation of the right wing only:
a. Connect hydraulic lines at station 140.
b. Draw aileron trim cables into wing, connect turnbuckles, and unblock cables. Install cable guard pin at
butt end of wing. Check rigging, adjustment, cable tension, (refer to Rigging and Adjustment of
Aileron Trim, Chapter 27) and safety turnbuckles.
22. Install engine. (Refer to Installation of Engine, Chapter 71.)
23. Check hydraulic fluid lever (refer to Chapter 12 or 29). With airplane on jacks, operate gear through several
retraction and extension cycles to check for hydraulic fluid leaks.
24. Check brake fluid level and bleed brakes. (Refer to Bleeding Brakes, Chapter 32.)
25. Check fuel system for leaks and proper flow.
26. At top of wing, screw fillet fairing to wing and fuselage. Apply a bead of sealant (Minnesota Mining and
Manufacturing Sealant EC750 or equivalent) along edge of wing root fillet at fuselage and wing skins. Start
at leading edge and extend aft over top of trailing edge.
27. At fairing between underside of fuselage and wing, turn three adjusting screws to draw fairing against
underside of wing butt. Ensure a rub strip exists between wing and fairing.
28. Install floor panels.
29. Install tip tanks as described in this chapter.
AILERON
REMOVAL OF AILERON (Figure 57-2)
1. Remove rear fairing between wing and wing tip tank.

2. Remove wing tip aft attachment rib.
3. Disconnect aileron control rod.
4. At right aileron, disconnect trim tab control rod.
5. Remove hinge bolts and remove aileron.
INSTALLATION OF AILERON (Figure 57-2)
1. Place aileron in position. Install hinge bolts.

2. If right aileron was removed, connect trim tab control rod.
3. Connect aileron control rod.
4. Attach wing tip attachment rib.
5. Install rear fairing between wing and wing tip tank.
-NOTE-
Refer to Chapter 27 for aileron rigging and balancing procedures.
57-50-00
Page 1
Interim Revision:January 9, 1998
PIPER AIRCRAFT
PA-42/42-720
THIS PAGE INTENTIONALLY LEFT BLANK
57-50-00
Page 2
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE
MANUAL
AILERON
Figure 57-4. Aileron Friction Check
AILERON CONTROL SYSTEM FRICTION CHECK (Figure 57-4)
With a spring scale pulling from the point on aileron shown in Figure 57-4, take readings in both up and down
directions as aileron passes through neutral position. Record and add the readings together. The total must not
exceed nine pounds.
AILERON TRIM TAB
REMOVAL OF AILERON TRIM TAB (Figure 57-5)
1. Disconnect control rod at tab.

2. Remove inboard hinge bolt.
3. Pull tab back and inboard enough to remove outboard hinge pin from bushing and remove tab.
INSTALLATION OF AILERON TRIM TAB (Figure 57-5)
1. Insert tab controlrod throughaileron. Insert outboardhingepin into bushing.

2. Positioninboardhinge brackets. Installhingebolt and torqueto 25 ± 2 inch-pounds.
3. Connecttab controlrod.
57-50-00
Page 3
5C9
PIPER AIRCRAFT
PA-42/42-720
CHECKING AILERON TRIM TABFREE PLAY
1. Set trim tab to its neutralposition. (Trailingedgeof tab in neutral positionmust be in line with trailingedge
of main surface.)
2. Total free play mustnot exceed 0.04 inch,measuredfrom one extremeto anotherbetweenoutboardend of
tab trailingedge andtrailingedge of main surface.
3. If excessiveplay is found,inspect ailerontrim screwand hinge assemblies.Repair or replacewornparts as
required.
Figure 57-5. Aileron and Tab Installation
57-50-00
Page 4
5C10
PIPER AIRCRAFT
PA-42/42-720
FLAP
REMOVALOF FLAP (Figure57-6)
1. Lowerflap to withina few degreesof full extension.

2. At left flap, disconnectpositionsenderrod by removingcotterpin from forwardend of rod.
3. Disconnectflapcontrol tubes at flap. Do not rotate controltubes unlessto adjustflap.
4. Removeupper rollerassembliesfrom flap brackets.
5. Removelower rollerassembliesand removeflap.
INSTALLATIONOF FLAP (Figure57-6)
1. Place flap in position. Installlower rollerassemblieson flapbracketsand torquebolts.

2. Installupper rollerassembliesand torquebolts.
-NOTE-
With all rollers installedbut no actuatorhook-up, flap must free fall

(drop from its own weight),withoutbinding,thru its normalrange (0°
to 30° DN) from any point in this range.
3. Connectcontrol tube.
4. If left flap was removed,connectpositionsenderrod.
5. Checkflap for proper operation. Riggingand adjustmentprocedureis foundin Chapter27.
57-60-00
Page 1
5C11
PIPER AIRCRAFT
PA-42/42-720
VIEW B
-FWD
DOWN FWD
UP
LIMIT
SWITCH
VIEW C
VIEWD
A
A
C
D
Figure 57-6. Wing Flap Installation
57-60-00
Page 2
Revised: August 1, 1989
5C12
PIPER AIRCRAFT
PA-42/42-720
GRIDS 5C13 THRU 5C15

57-60-00
Page 3
CHAPTER
PROPELLER
5C16
PIPER AIRCRAFT
PA-42/42-720
CHAPTER61- PROPELLER
SYSTEM GRID
61-00-00 GENERAL 5C18

61-00-00 Description 5C18
61-10-00 PROPELLER 5C19

61-10-00 Removalof Propeller 5C19
61-10-00 Cleaning,Inspectionand Repairof Propeller 5C20
61-10-00 Installationof Propeller 5C21
61-10-00 DynamicBalancingof Propeller 5C23
61-20-00 CONTROLLING 5C23

61-20-00 PropellerGovernors 5C23
61-20-00 Removalof PropellerConstantSpeed Governor 5C23
61-20-00 Installationof PropellerConstantSpeedGovernor 5C23
61-20-00 ConstantSpeed GovernorAdjustments 5C23
61-20-00 PropellerOverspeedGovernor 5D1
61-20-00 Removalof OverspeedGovernor 5D1
61-20-00 Installationof OverspeedGovernor 5D1
61-20-00 OverspeedGovernorOperationalChecks 5D1
61-20-00 AutofeatherSystem 5D1
61-20-00 AutofeatherSystem Operation 5D2
61-20-00 AutofeatherGroundOperationalCheck 5D2
61-20-00 AutofeatherElectricalSystemGroundChecks 5D3
61-20-00 PROPELLERSYNCHROPHASERSYSTEM 5D4
61-20-00 General 5D4
61-20-00 Operation 5D4
61-20-00 NormalFlight 5D5
61-20-00 SynchrophaserWiringTest 5D7
61-20-00 OhmmeterCheckof MagneticPickup 5D9
61-20-00 FunctionalTest 5D9
61-20-00 ControlBox 5D10
61-20-00 Removalof ControlBox 5D10
61-20-00 Installationof ControlBox 5D10
61-20-00 MagneticPickup 5D 1
61-20-00 Removalof MagneticPickup 5D1
61-20-00 Installationof MagneticPickup 5D1
61 - ContJ Effect.
Page 1
5C17
5C17 Reissued:December 1989
31,
PIPER AIRCRAFT
PA-42/42-720
GENERAL
DESCRIPTION
The propellerinstallationsare constantspeed, full feathering,reversingtype, controlledby engine oil pressure

through singleaction propeller governors. Centrifugalcounterweightsassisted by a featheringspring move the
blades toward the low rpm (high pitch) positionand into the feather position. This movementis opposedby oil
pressure controlled by the propeller governor. Oil pressure moves the propeller to the high rpm (low pitch)
hydraulic stop and reverse position. The propellershave no high pitch stop, this allows them to feather after
engine shutdown.
TORQUESEQUENCE
2. FLEXNUTS
1. BETA
4. LOCKNUT
PISTON NUT
5. LOWSTOP RODS
6. SPRING,REVERSERETURN
7. SLIP RINGASSEMBLY(DEICER)
8. O-RING
9. ENGINEMOUNTINGFLANGE
10. BOLT
11. SPINNERBULKHEAD
12. FEEDBACKRING
13. REVERSINGLEVER A
14. CARBONBLOCKASSEMBLY
15. BRUSHBLOCKASSEMBLY,PROPDEICER
Figure 61-1. PropellerInstallation
61-00-00
Page 1
5C18
PIPER AIRCRAFT
PA-42/42-720
PROPELLER
REMOVALOF PROPELLER(Figure 61-1)
1. Use index marks to identify relationship of spinner and spinner bulkhead, before removing attachment
screws. (Referto DynamicBalancingof Propellers.)
3. Removedeicer brushblock assembly. Avoiddamagingbrushes.
4. Disconnectand removepropellerreversinglever and carbonblockfrom feedbackring.
5. Install feedback ring puller (P/N 51519). Pull feedback ring fully forward. Use standard 5/8 inch socket
againstpropellerhub. (Figure 61-2)
- CAUTION
DO NOT DAMAGE LOW STOP RODS AND FEEDBACK

RING.
6. Removesafetywire from propellermountingbolts and removebolts. (See Chapter95 for suggestedtool.)
7. Place drip pan under propellerfor oil spillage.
8. Removepropellerfrom engineflange.Remove O-ringand cap flangeto preventcontamination.
1. FEEDBACKRINGPULLER
2. 5/8' SOCKET
3. PROPELLERHUB
4. BETANUTS
Figure 61-2. FeedbackRing PulleyInstallation
61-10-00
Page 1
5C19
PIPER AIRCRAFT
PA-42/42-720
CLEANING, INSPECTION, AND REPAIR OF PROPELLER

-NOTE-
Refer to latest revisionof HartzellPropellerServiceLetter No. 61 for

RecommendedOverhaulPeriodsunder variousconditions.
1. Check for oil and greaseleaks.
2. Cleanspinner,propellerhub interiorand exterior,and bladeswith a non-corrosivesolvent.
3. Inspecthub parts for cracks.
4. Checkall visibleparts for wear and safety.
5. Do not let steelhub parts rust. Use aluminumpaint to touch up if necessaryor replaceduring overhaul.
- CAUTION -
DO NOT ATTEMPT TO ROTATE PROPELLER BLADES

USING BLADE ARMS, DAMAGING FEEDBACK RING.
6. Ensure blades turn freely on hub pilot tube by rocking counterweightsback and forth. If blades appear
tight, pitch change mechanism cannot be removed or each blade checked individually. If blades are
properlylubricatedand tightened,propellermust be overhauled.
BENTTIP PROP.
EXAGGETED VIEWOF EXAGGERATED

OF VIEW EXAGGERATEDVIEW
NICKIN LEADINGEDGE SURFACE
CRACK NICKINFACEOF BLADE
CROSS-SECTION
BEFOREREPAIR
BLENDDEEPESTPORTION
OF NICKSINTOLEADING
EDGEALIGNMENT WITH
SMOOTH CURVES CROSS-SECTION
AFTERREPAIR
- NOTE-
RECOMMENDED METHODFOR REMOVINGNICKS,

CRACKS, AND SCRATCHESIS BY USING RIFFLE
FILEAND/ORCROCUSCLOTH.
Figure 61-3. TypicalNicks and RemovalMethod
61-10-00
Page 2
PIPER AIRCRAFT
PA-42/42-720
- CAUTION -
DO NOT ATTEMPT TO ROTATE PROPELLER BLADES

USING BLADE ARMS, DAMAGINGFEEDBACK RING.
7. Inspectblades for damage or cracks.Nicks in leading edges of blades, which provide conditionsallowing
fatigue cracks to start,must be filed out and roundedwith fine emery. (See Figure 61-3 for propellerblade
care.)
8. Check condition of propeller mountingbolts. FAR requiresthat for severe damage, internal repairs, and
parts replacement,the propellermust be broughtto the Hartzellfactoryor a certifiedrepair station.
9. Sand lightly and paint each blade face, when necessary,with flat black paint to retard glare. Apply light
applicationof oil or wax to surfacesto preventcorrosion.
10. Checkconditionof low stop rods and feedbackring.
-CAUTION-
DO NOT BLOW OUT HUB GASKETS DURING FOLLOWING

PROCEDURE.
11. Grease blade hub through zerk fittings. Remove one of two fittings for each propeller blade, alternating
fitting the next time. Apply greasethroughzerk fittinguntil fresh greaseappearsat hole of fitting removed.
INSTALLATION OF PROPELLER (Figure61-1)

- CAUTION
AVOID DAMAGING LOW STOP RODS AND FEEDBACK

RING.
1. Clean propellerand engine flanges.
2. Lubricateand installnew O-ringon engine shaft.
3. Install feedback ring puller and pull feedback ring fully forward. Use standard 5/8 inch socket against
propellerhub. (Figure61-2)
4. Positionpropeller on engine flange. Installmountingbolts and washers.
5. Torquepropellermountingbolts as follows:
-NOTE-
Use only propeller attach bolts P/N B-3339 which contain part
numbers stampedinsidecuppedhead. These bolts requirea inch, 12-
point socket heat wrench. For further information, see Hartzell
instructionNo. 140.
a. Apply MIL-T-5544petrolatedgraphiteor TRWHartzellLubricant,P/N A 3338,to bolt threadsand bolt
washer surfaces. (And remainderof bolt, if desired.)
b. Install eight B-3339bolts and eight A 2048-2washersthroughengineflangeinto propellerflange.
c. Torque all bolts to 40 foot-poundsand 80 foot-poundsfollowing torque sequence A in Figure 61-1,
PropellerInstallation.
d. Final torque all bolts from 100-105foot-poundsfollowingtorquesequenceB in Figure 61-1.
e. Safety all bolts.
61-10-00
Page 3
5C21
PIPER AIRCRAFT
PA-42/42-720
CHART6101. PROPELLERSPECIFICATION
Hub, Model HC-B3TN-3B

HC-B3TN-3K*
Blade,Model T10173AB-6Q
PropellerRPM Setting EngineStatic High RPM 2000 RPM max.
Beta Nut Setting @ 2000 RPM 27 degrees
Propeller Torque Limits Description Required Torque
PropellerMountingBolts 100-105 ft-lb (lubricate threads
with petrolated graphite MIL-
T5544)
SpinnerBulkheadAttach-
ment Screws 65-100 in.-lb (Dry)
SpinnerAttachmentScrews 40 in.-lb (Dry)
Flex Lock (Dome)Nut 120 ft-lb (Dry)
Beta Ring Jam Nuts 12 ft-lb (Dry)
*Hubassemblyprovidedwith Low Pitch Stop,Propeller
externalfeather stops Nuts 22 ft-lb (Dry)
6. Install deicer brush block.

7. Install propeller reversing lever with carbon block riding in feedback ring, maintaining 0.005 inch clearance.
-NOTE-
Check clearance by holding carbon block against face of feedback

ring. Use fine sandpaperon block to obtain clearance. Ensure block
is free to rotate in reversinglever.
8. Rotate propellerslowly and check feedbackring run out with dial indicator. Run out must not exceed 0.010
inch total indicator.
-NOTE-
The low pitch rod with an x on the feedback ring must not be
adjusted. Adjustother two only.
If run out is excessive,loosen nut on front of low stop rods and jam nut at feedbackring. Adjustlow pitch stop
rods to obtain specifiedtolerance. Torquejam nuts at feedback ring to 12 foot-poundsand nut on front of low
stop rods to 22 foot-pounds.
9. Completedial indicatorcheck to ensure slip ring surfaces. Do not deviatemorethan 0.002 inch in any four-
inch intervalof slip ring travel. Vary torque betweenspecifiedlimits (65-100inch-pounds)on screws to
obtain flatnessrequired.
10. Checkpropellerreversinglinkageadjustment.
11. Perform enginegroundcheck. Check1900 rpm torquesetting.
61-10-00
Page 4
PIPER AIRCRAFT
PA-42/42-720
DYNAMIC BALANCING OF PROPELLERS PPS
The propellers of the PA-42 are dynamicallybalanced at the factory. Any subsequentdynamic balancingof
propellersmust be performedby certifiedpersonnel.
Propellersdynamicallybalancedare identifiedby HartzellPropeller,Inc., decal WAR-001,on the fore and aft
sides of the spinner bulkhead.
Useindexmarks to identifythe relationshipof the spinnerand spinner bulkheadbeforeremoval.
CONTROLLING
PROPELLER GOVERNORS
REMOVAL OF PROPELLER CONSTANT SPEED GOVERNOR
1. Removeupper engine cowling.

2. Disconnectelectricalconnectionsfromgovernor.
3. Disconnectprop pitch control rod at governorcontrollever.
4. Disconnectpneumatictube at governor.
5. Removebolt, washer,and nut attachinggovernorcontrolarm to interconnectingrod.
6. Removebolt, spacer,and nut connectinglink to propellerreverselever.
7. Removeclevis pin from fork end of Beta controlvalve.
8. Removenuts and washers,withdrawgovernorfrommountingpad, and removegasket.
INSTALLATION OF PROPELLER CONSTANT SPEED GOVERNOR
1. Install gasketover studs on governormountingpad with raisedside of screenfacing up.

2. Install governor,securewith washersand self-lockingnuts,and torquenuts 170-190inch-pounds.
3. Connectfork end of Beta controlvalveto reversinglever with pin. Securewith washersand cotterpin.
4. Secure fork end of control link to propeller reversinglever with bolt, spacer,washer, and nut. Torquenut
24-36 inch-poundsand securewith cotterpin.
5. Connect governor control arm to interconnectingrod with bolt, washer,and nut. Torquenut 25-35 inch-
poundsand securewith cotter pin.
6. Connectpneumatictube at governor,torquecouplingnut 90-100inch-pounds,and lockwire.
7. Connectand secureelectricalconnectionsto governor.
8. Connectprop pitch controlrod to governorcontrollever.
9. Checkgovernoradjustments.
10. Reinstallenginecowling.
CONSTANT SPEED GOVERNOR ADJUSTMENTS (Figure 614)
After repairor replacementof propellergovernor,checkadjustmentsas follows:

1. Withengine static, disconnectfront air pressuretube at governorconnection. Blankoff nipple with suitable
cap.
2. Performpre-startcheck.
3. Startengine and allowit to warm up in idle settinguntil normaloperatingoil temperatureis reached. (75°C
(167°F)minimum.)
61-20-00
Page 1
PIPER AIRCRAFT
PA-42/42-720
4. Advancepower controllever to obtain 80% Ng. Perform two featheringcyclesto purge air from system.
To reducefeatheringtime, turn featheringadjuster(Figure61-4) counterclockwise.
-NOTE-
Two complete turns (counterclockwisefrom the nominal setting) is

the maximumpermittedadjusterrange.
5. Set propeller controllever in fine pitch, and advancepowercontrol lever to allow constantpropellerspeed.
Temporarilymarkpositionof lever on quadrantand recordNg.
6. Loosen locknut, and adjust governing maximum speed adjuster (Figure 61-4) to obtain desired Ng.
Counterclockwiserotationof screw increasesspeed. Tightenlocknutwhen adjustmentis completed.
7. RecordNg, torque,and fuel flow.
8. Shutdown engine and reconnect front air pressure tube at governor. Torque to 90-100 inch-poundsand
restart engine.
-CAUTION -
DO NOT ADJUST PNEUMATIC MAXIMUM ADJUSTMENT

(FIGURE 61-4).
9. Advancepower lever to positionpreviouslymarked. CompareNg with previouslyrecordedfigure. If Ng
has changed from previous value, ensure air bleed link (Figure 61-4) is locked hard against pneumatic
maximum stop. Ng change up to 100 rpm is acceptable, but if change is more then replace propeller
governor.
1 2 3
PROPELLERGOVERNOR
1. GOVERNORMAX.SPEEDADJUSTMENT
2. FEATHERINGADJUSTER
3. PNEUMATICMAX. SOP(NOTFOR FIELDADJUSTMENT)
4. PNEUMATICMIN. ECCENTRICADJUSTMENT
5. AIR BLEEDLINK (RESETARM)
Figure 61-4. PropellerGovernor
61-20-00
Page 2
PIPER AIRCRAFT
PA-42/42-720
10. Shutdownengine,disconnectinterconnectrod (Figure61-4) at air bleedlink. Securelink to minimumstop.

11. Restartengine. Withpropellercontrollever set in fine pitch,advancepowercontrollever to obtain constant
speed. Check thatNp governsat 95% ± 1% of maximumspeed set in step 6. Adjustpneumaticminimum
eccentricadjuster(Figure614) to meet this requirement.
12. Shutdownengineand reconnectair bleed link to interconnectrod.
13. Restartengine and check reversepowersetting.
PROPELLER OVERSPEED GOVERNOR
REMOVALOF OVERSPEED GOVERNOR
1. Removeengine cowling.
2. Disconnectelectricalleadsfrom overspeedgovernor.
3. Remove nuts and washerssecuring overspeedgovernor to reductiongear box. Withdrawassemblyfrom
mountingstuds anddiscardmountinggasket.
4. Examineoverspeedgovernordrivefor damageand wear; replaceif necessary.
INSTALLATIONOF OVERSPEED GOVERNOR
1. Installnew mountinggasketover studs.

2. Install overspeedgovernoron mountingpad. Ensure drive shaft is properlyengaged,secure with washers
and self-lockingnuts, and torqueto 125-170inch-pounds.
3. Connectelectricalleads to overspeedgovernor.
4. Checkoverspeedgovernoroperationand autofeathersystem,if installed.
5. Reinstallenginecowling.
OVERSPEED GOVERNOROPERATIONALCHECKS
Checkoverspeedgovernoroperationas follows:
1. Startengine and allowengineinstrumentsto stabilize.
2. Set powerleversfor 1600rpm propellerspeed.
3. Set propellercontrolto full forward.
4. Push up hydraulic topping governor switches and observe drop in propeller rpm. The drop must be
approximately75 rpm.
5. Releaseswitchesand prop rpm must increaseto originalrpm.
AUTOFEATHER SYSTEM PPS60090-B
This system provides a quick means of automaticallyfeatheringa failed engine propeller when the system is
ON and the followingfourconditionsexist:
1. Engine torqueis below675 ± 65 foot-pounds.
2. Engine P3 pressureis below 15 ± 1.0 psi. (17 ± 1.0 psi on aircraftwith serial number42-8001020and up,
with pressureswitchPiper P/N70586-4installed.)
3. The torquedifferentialbetweenboth enginesis greater than500 foot-pounds.
61-20-00
Page 3
5D1
PIPER AIRCRAFT
PA-42/42-720
4. Both powerleversare positionedabove 80% N1.
-NOTE-
When an autofeather condition occurs, power levers no longer

determinecondition,and pullingback on leversdoes not causeloss of
autofeather.
Return of any of the other three conditions cancels autofeatherand re-establisheslevers as a requirementfor
autofeather.
-NOTE-
If an autofeathered condition takes place, all power from arming

circuit to opposite engine is removed. Two autofeatherconditions
cannotoccursimultaneously.
AUTOFEATHER SYSTEM OPERATION
The system is controlledby an ARM-OFFswitch and a separatetest switchlocatedon the lower left instrument
panel, along with its circuit breaker located on the non-essential buss panel. The system is designed for
activationafter engine startup,and remainsin operationuntil engine shutdown. Duringthis period,it will either
be in a self-checkor monitor mode, a test mode upon pilot command,or a control mode with self monitoring
when powerlevers areset above 80%N1.
The power elementsof the system are redundanttransistorswitchesand drivingdump solenoidvalves which
control governoroil pressureat each engine. There are two circuits,one for each engine,with exclusivelockout
in the event of a dump command in either control circuit. Input informationto the circuits consists of torque
meter rampvoltages,P3 pressureswitches,(one for each engine)and a powerlever 80% settingswitch.
Output informationconsistsof two system arm lights,which come on only when the 80%power lever switches
are closed and the engine torquehas exceeded 675 ± 65 foot-pounds. A single failure lightwill go on any time a
failure occurs,regardlessof failurelocation.
In addition to automaticoperation,the pilot has the test functionavailablein the form of a test switch, which
allows testingthe system whileenginesare at idle powersetting.
AUTOFEATHER GROUND OPERATIONAL CHECK
The groundoperationalcheck is performedwith both enginesat idle rpm, propellercontrolsforward,bleed air

on, generatorson, and regulatedaircraftvoltage and autofeathercircuitbreakerpushedin.
1. Set AUTOFEATHEROFF-ARMswitch to ARMposition.
2. Depress annunciator press test switch located in upper left instrument panel, and check that ARM-
AUTOFEATHER and FAIL-AUTOFEATHER lampslight.
3. Releaseswitch and observeif lights extinguish.
4. Usingautofeathertest switchlocatedon lower left instrumentpanel,feather left enginepropeller.
5. Moveswitch to center OFFposition. Ensure prop unfeathers.
61-20-00
Page 4
Reissued: December31, 1989 5D2
PIPER AIRCRAFT
PA-42/42-720
6. Move test switchto right Ensurerightengine propellerfeathers.

7. Returnswitch to center OFFposition. Ensureprop unfeathers.
8. Advancepowerlever to 80%N1 + 3/- 0%. EnsureARM-AUTOFEATHER light illuminates.
9. Returnenginesto idle rpm.
AUTOFEATHERELECTRICALSYSTEMGROUNDCHECKS
1. Removeavionicsbay accesscover.
2. Locate autofeathercomputerat FS 30.0 (approx). RemoveconnectorE411 from computer.
3. Ensure autofeathercircuitbreaker,locatedon right side of non-essentialcircuitbreakerpanel, is pushedin.
4. Establish28 Vdc electricalpoweron non-essentialbus.
5. Place AUTOFEATHER OFF-ARMswitch, locatedon lowerleft instrumentpanel, in ARM position.
6. Using a high qualityMULTIMETER,performthe followingtest:
TestBetweenConnectorE411 MultimeterReading
ReceptacleNumbers Voltage/Resistance Ohmmeter Scale
21 and aircraft ground* 28 VDC
28 and aircraft ground* (0 ohms) R x l/lowest
scale
1 and aircraftground* Open(high resistance) R x 100,000
2 and aircraftground* Open(high resistance) or highest
5 and aircraftground* Open (high resistance) scale
6 and aircraftground* Open (high resistance)
11and 15 Oohms R x 1/lowest
11and 9 0 ohms scale
14 and 10 0 ohms
14 and 12 0 ohms
4 and 26 30 ohms R x 1 scale
22 and 27 30 ohms
*Makecertainto have excellentgroundconnectionsto "BAREMETAL".
7. After completingabove tests, set AUTOFEATHEROFF-ARMswitch to OFF position. Remove power

from aircraftcircuits.
8. ReconnectconnectorE411 to autofeathercomputer.
9. Reinstallavionicsbay accesscover.
61-20-00
Page 5
5D3
PIPER AIRCRAFT
PA-42/42-720
PROPELLER SYNCHROPHASER SYSTEM PPS60093-A
GENERAL
The propeller synchrophasersystem on the PA-42is designedto maintaincontinuousengine synchronization

by matchingrpm of enginesautomatically.The systemconsistsof a synchrophasercontrol box (mountedin the
lower left portionof instrumentpanel),wiringharness,and two propellergovernors.
OPERATION
The propellersynchrophaseris used in all phases of flight, except during take off and landing. Initialrotation
of synchrophaserswitchknob turns system ON, synchronizingpropellers. Further rotationof switchknob allows
pilot to select any propellerphase relationshiphe desires.
The master-slave arrangement of governors is eliminated in this installation. Each governor contains a
magnetic pickup, a disc mounted on the flyweighthead containingone target, and an electromagneticbiasing
coil. As the flyweight head rotates, the disc target passing the magnetic pickup generates electrical impulses,
which are transmittedto the controlbox. The control box comparessignals from both governors. If correctionis
required,it will regulateelectricalcurrentgoing to the electromagneticbiasingcoil of each governor,maintaining
synchronousengine operation. The synchrophasersystem has a limited operating range of approximately± 25
rpm.
-NOTE-
Refer to Chapter 91 for electrical schematic diagram of Propeller

SynchrophaserInstallation.
61-20-00
Page 6
PIPER AIRCRAFT
PA-42/42-720
NORMAL FLIGHT
1. Synchronizeenginesmanually.
2. Turn synchrophaserswitch knob ON. If synchrophaserfails to synchronizeproperly,repeatsteps 1 and 2.
3. When automatic synchronizationis attained, subsequentrpm adjustmentsmust be made by moving both
propellergovernorcontrolleverssimultaneously.
4. Continue rotation of switch knob toward PHASE SELECT position to align blade relationship of one
propellerto the other,whilesynchronized.
3
5
OPI
6
7
1. CONTROLBOX (NO.213760)
2. ON/OFFAND PHASESWITCH
3. CONNECTOR/WIRINGHARNESS
4. PROPELLERGOVERNOR
5. PRIMARYGOVERNORCOIL
6. MAGNETICPICKUP
7. OVERSPEEDGOVERNOR
Figure 61-5. Propeller Synchrophaser System
61-20-00
Page 7
5D5
PIPER AIRCRAFT
PA-42/42-720
TROUBLESHOOTING
CHART 6102. TROUBLESHOOTING(SYNCHROPHASERINSTALLATION)

Synchrophaserinoperative. Defectivepowerlead or Repair lead or circuit
circuitbreaker. breaker.
Defectivegroundlead. Repairlead.
Magnetic pickup "OPEN" Replace.

or "SHORTED" to ground.
Pickup wiring or connector Repair wiring or

"OPEN" or "SHORTED" connector.
to ground.
Magneticpickupvoltage Adjust pickup output or

too low. replace pickup as required.
Faultyreceptaclehalf Replace.
at systemconnector.
Controlbox defective. Replace.
RPM surge or hunt. Synchrophasergain too Recalibrategovernoron

high. test stand.
Synchrophasercoil, leads, Repair or replace coil, leads,

aircraftwiringor connectors wiring or connector.
"OPEN."
Synchrophasercoil leads, Repairor replacecoil, leads,

aircraftwiringor connectors wiring or connector.
"SHORTED"together.*
Left engineincreases Left coil, coil lead, Repair or replace sync

rpm out of sync when associatedwiringor coil, wiring or connector.
the synchrophaseris connectorgrounded.
turned on.
Left pickupoutputlow. Adjustpickupoutput.
* Resultsin permanentcontrolbox damage.
61-20-00
Page 8
PIPER AIRCRAFT
PA-42/42-720
CHART 6102. TROUBLESHOOTING (SYNCHROPHASER INSTALLATION) (continued)
Rightor left engine increases Pickupor associated Repair "OPEN" wiring or

RPM out of sync whenthe wiring on enginewhich replace pickup.
synchrophaseris turnedon. increases"OPEN."
Pickup output low. Adjustpickupoutput.
Insufficient synchrophaser Impropergovernor Recalibrate governor.

range. calibration.
Rightcoil, coil lead, Replacesync coil, repair

associatedwiringor wiring,repair or replace
connectorgrounded. connector.
Systemsynchronizesbut Pickupor coil leads Correct wiring per

is marginallystable. swappedbetweenleft wiring diagram.
and rightengines.
Circuit breaker 'Trips." Powerlead "SHORT"or Remove fault -

defectivecontrolbox. replace control box.
SYNCHROPHASER WIRING TEST
Before proceeding with wiring test, ensure control box is unplugged, master switch is OFF, and synchrophaser
circuit breaker is pulled.
-CAUTION-
DO NOT PLUG IN CONTROL BOX UNTIL WIRING TEST IS

SATISFACTORILY COMPLETED. EVEN WITH SWITCH
TURNED OFF, THE CONTROL BOX CAN BE SERIOUSLY
DAMAGED.
-NOTE-
If another accessory uses same circuit breaker, disconnect circuit

whilecheckingresistancereadings.
1. When measuringpins in connectorplug, perform the followingtest with a high quality ohmmeter,using
ohmmeterscalesin chart 6103.
-NOTE-
Following shutdown,resistance readings can be 20% higher during

heat soak.
61-20-00
Page 9
5D7
PIPER AIRCRAFT
PA-42/42-720
CONTROL BOX MUTING CONNECTOR PIN ARRANGEMENT

(VIEWED FROM FRONT)
8 6
14 2
CHART 6103. SYNCHROPHASER WIRING TEST
TEST BETWEEN OHMMETER READING

RECEPTACLE NUMBERS Resistance In Ohms Ohmmeter Test Scale
1 and aircraftground * 0 ohms R x I (or lowest) scale
2 and aircraftground * Opencircuit R x 100,000(or highestscale)
3 and aircraftground * 90-110ohms R x 10 scale
4 and aircraftground * Opencircuit R x 100,000(or highest)scale
5 and aircraftground * 90-110ohms R x 10 scale
6 and aircraftground * Opencircuit R x 100,000(or highest)scale
7 and aircraft ground* Opencircuit R x 100,000(or highest)scale
8 and aircraft ground* Opencircuit R x 100,000(or highest)scale
4 and 8 190ohms (approx.) R x 10 scale
6 and 8 190ohms (approx.) R x 10 scale
*Make certain to have excellentgroundconnectionto "BAREMETAL."
On 24 volt systems,verifywires 1, 5, 6, and 8 go to left engine, and wires 1, 3, 4, and 8 go to right engine.
2. After completing wiring test, turn master switch ON (control box still unplugged),reset synchrophaser
circuitbreaker,and performthe followingvoltagecheck:
a. Connectvoltmeterbetweenreceptacle2 and 1. (run over)
b. The voltmeterreadingmust be the sameas power supply.
c. Ensure polarity of pin #2 is positiveand pin #1 is negative.
61-20-00
Page 10
5D8
PIPER AIRCRAFT
PA-42/42-720
3. After completionof precedingtests, connectcontrolbox.

4. Use an oscilloscopeto check voltageoutputof governormagneticpickup.
CHART6104. MAGNETIC PICKUP VOLTAGEOUTPUT TEST
TEST BETWEEN OSCILLOSCOPE ONLY

RECEPTACLENUMBERS RPM SETTING VOLTSA.C. PEAK TO PEAK
5 and 1and 3 and 1 CRUISE 3 V.A.C.-P/P
5 and 1and 3 and 1 MINIMUMCRUISE NOT LESSTHAN 2 V.A.C.-P/P
5 and 1and 3 and 1 MAXIMUMCRUISE NOT MORETHAN 10 V.A.C.-P/P
NOTE: 1. Magneticpickup/flyweightheadtarget clearancegap of 0.005" (approximate)required.
(This clearanceis presetand cannotbe adjusted.)
2. Voltagesare oscilloscopereadingsonly. VoltmeterRMS, indicationsare not valid.
-NOTE-
AC voltage is produced by one target on flyweight head. Do not

interpretpeak to peak voltagewith any R.M.S.readingvoltmeter.
OHMMETER CHECK OF MAGNETIC PICKUP
Usethe followingcheckto determineif a magneticpickupis defectiveor not.

- CAUTION-
BEFORE PERFORMING THE FOLLOWING CHECK,
ENSURENO CURRENT IS FLOWING IN THE CIRCUIT.
1. Disconnectpickupleads from controlbox connector.
2. Set ohmmeterRX1 scaleonly. Connectmeter probesacrosspickupleads.
3. If meter does not read 50-60ohms, replacepickup.
FUNCTIONALTEST
1. In level flight and quiet air, synchronizepropeller RPM manually,at normal cruise power settings. Use
decrease rpm motionto bring rpm into synchronization,minimizingthe effect of lost motion in governor
controllinkage.
2. Turn synchrophasersystemON and let stabilizea few seconds.
3. Slowlyreduceleft propellerrpm until synchronizationis lost.
4. Turn synchrophaserOFF,and listen for audiblebeat frequencyof propellersas follows:
a. For four bladedpropellers,countthe frequencyfor 15 seconds.
b. For three bladedpropellers,count the frequencyfor 20 seconds. (Or 10 secondsand multiplyby 2.)
61-20-00
Page 11
5D9
5D9 Reissued: December31, 1989
PIPER AIRCRAFT
PA-42/42-720
5. Turn synchrophaser back ON, and slowly decrease right propeller rpm. Synchronization will be re-
established.
6. Continuedecreasingrightpropellerrpm slowlyuntil synchronizationis lost.
7. Repeat step 4. Add results with resultsof previousstep 4. Total equalssynchrophasersystem holdingrange
in rpm.
8. If variationof more than four or five rpm from specifiedholdingrange is found, check for lost motion in
governorcontrollinkagebeforetroubleshootingsynchrophasersystem.
9. If insignificantdrift is foundin step 8, discrepancyin steps 3 through8 is due to movingrpm control of left
enginetoo quicklyand total count will be too high. Repeat step 3, ensuringlever movementis very slow.
-NOTE-
If holdingrangehas large discrepancies,troubleshootsynchrophaser.

CONTROL BOX
The control box is an electronicdevice which receivesand compareselectricalsignals generatedby magnetic

pickups. When a speed difference exists between governors, a varying voltage producedby the control box
changesthe magneticbias on each governorspeed settinguntil engine rpmsmatch.
-NOTE-
The control box, which is not repairable, is encapsulated in a

cushioningmaterialto protect againstvibration.
REMOVAL OF CONTROL BOX
1. Removeset screw securingknob to rotaryswitch shaft;removeknob.

2. Removefour screwssecuringelectroluminescentpanel to instrumentpanel.
3. Loosenand removenut and washersecuringcontrolbox to instrumentpanel.
4. Removecontrolbox fromback side of instrumentpanel.
5. Disconnectwiring harnessfrom controlbox.
INSTALLATION OF CONTROL BOX
1. Connectwiringharnessto controlbox.
2. Placecontrol box in positionon back of instrumentpanel with rotaryswitch shaft extendingthrough holein
instrumentpanel. Secureby installingwasherand nut.
3. Place electroluminescentpanel into position. Securewith four screwspreviouslyremoved.
4. Place knob on rotaryswitch shaft Securewith set screw.
61-20-00
Page 12
PIPER AIRCRAFT
PA-42/42-720
MAGNETIC PICKUP
The magneticpickupconsists of a permanentmagnet with a coil placed near the flyweighthead. Low output
could be the result of a defective or incorrectly adjusted magnetic pickup, and will result in improper
synchrophasersystem operation.
-CAUTION-
DO NOT HAMMER OR JAR MAGNETIC PICKUPS, WHICH

COULD DECREASE FLUX AND STRENGTH OF MAGNET.
REMOVAL OF MAGNETIC PICKUP
1. Remove safetywireand loosen locknut.

2. Removemagneticpickupfrom governorbody.
3. RemoveO-ring.
INSTALLATION OF MAGNETIC PICKUP
1. Install O-ring on magnetic pickup and coat with lubricant.

2. Install pickup into governor body.
3. Adjust locknut half-way on magnetic pickup.
4. Apply inward pressure on pickup to seat O-ring.
5. Tighten locknut to 110-130 inch-pounds and torque. Secure with safety wire.
6. Connect pickup to aircraft wiring and test for proper ohm reading. (Shown in Chart 6104.)
61-20-00
Page 13
5D11
PIPER AIRCRAFT
PA-42/42-720

61-20-00
Page 14
5D12
CHAPTER
STANDARDPRACTICES
ENGINES
5D15
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 70 - STANDARDPRACTICES - ENGINES
SYSTEM GRID
70-00-00 STANDARD PRACTICES - ENGINE 5D17
70 - Cont./Effect.
Page 1
5D16
PIPER AIRCRAFT
PA-42/42-720
STANDARDPRACTICES - ENGINE
The followingsuggestionsapplywhen workingon the powerplant:

1. Tag and mark all parts, clips, and bracketsprior to removalor disassemblyto ensure proper reinstallation
and assembly.
2. During removal of various tubes or engine parts, inspectthem for scoring, burning, or other undesirable
conditions. To facilitatereinstallation,not locationof each part during removal. Tagunserviceableparts or
units for possiblerepair.
-CAUTION-
ALWAYSINSTALL DUST CAPS TO PROTECT OPEN LINES

OVER THE TUBE ENDS, NOT IN THE TUBE ENDS. FLOW
THROUGHLINES CAN BE BLOCKEDOFF IF LINES ARE
INADVERTENTLYINSTALLEDWITH DUST CAPS IN TUBE
ENDS.
3. Do not allow foreignmatter such as lockwire,washers,nuts, dirt, dust, etc to enter engine wheneverwork is
done on engine, eitheron or off aircraft. Use suitableprotectivecaps, plugs, and covers to protect exposed
openings.
4. If any items are dropped into engine, stop assembly process and remove item. Ensure all parts are
thoroughlyclean beforeassembling.
5. Never reuse 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. Install cotter pins so head fits into
castellationof nut. Unless otherwisespecified,bend one end of pin back over stud or bolt, and other end
down flat againstnut. Use only corrosionresistant steel lockwireor cotter pins. Bushingplugs must be
lockwiredto assemblybase or case. Do not lockwireplug to bushing.
6. Replaceall gaskets,packings,and rubberparts with new parts at reassembly.Ensure newnon-metallicparts
show no sign of deteriorationfrom storage.
7. When installingengine parts requiring use of a hammer to facilitate assemblyor installation,use only a
plastic or rawhidehammer.
8. When applying adhesivetape to any part, remove tape and all residue. Thoroughlyclean with petroleum
solventsprior to subjectingto high temperatureduring engine run. This also appliesto parts which have
corrosionpreventivecompoundsapplied.
-CAUTION-
ENSURE ANTI-SEIZE COMPOUNDS ARE APPLIED IN
THIN, EVEN COATS, AND EXCESS COMPOUND IS
COMPLETELY REMOVED TO AVOID CONTAMINATION
OF ADJACENT PARTS.
9. Apply anti-seize lubrication to all loose-fit spline drives external to engine. For certain assembly
procedures,molybdenumdisulfide(pasteor powderedform mixed),with engineoil or greasecan be used.
-NOTE-
Temporarymarking methods are those which ensure identification
during ordinary handling, storage and final assembly of parts. To
ensureproper marking methodsand materialsare used, refer to Pratt
and WhitneyMaintenanceManual,Part No. 3021442,Chapter70, for
specificdetails.
70-00-00
Page 1
5D17 5D17 Reissued:December31, 1989
PIPER AIRCRAFT
PA-42/42-720

70-00-00
Page 2
5D18
CHAPTER
POWER PLANT
5D21
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 71 - POWER PLANT
SYSTEM GRID
71-00-00 GENERAL 5D23

71-00-00 Descriptionand Operation 5D23
71-00-00 EngineRemoval 5E5
71-00-00 Engine Buildup 5E6
71-00-00 EngineInstallation 5E6
71-10-00 COWLING 5E7

71-10-00 Removalof Cowling 5E7
71-10-00 Cleaning,Inspectionand Repair of Cowling 5E8
71-10-00 Installationof Cowling 5E10
71-20-00 MOUNTS 5E10

71-20-00 Replacementof ShockMounts 5E10
71-30-00 FIRE SEALS 5E10

71-30-00 General 5E10
71 - Cont/Effect.
Page 1
5D22
PIPER AIRCRAFT
PA-42/42-720
GENERAL
The maintenanceconceptof this chapter is supplementalto the Pratt& WhitneyPT6A-61or PT6A-41Engine

MaintenanceManual and consistsof removal,installation,and adjustmentsof externalcomponentsand engine
accessories. Repairs beyond this level should be accomplishedby an approved Pratt & Whitney of Canada
Limitedoverhaulfacility.
In the interest of maintainingefficientengine performance,an engine conditiontrend monitoringsystem has
been set up by Pratt & Whitney. This is not a mandatoryprocedure, but is highly recommendedby Pratt &
Whitney and Piper AircraftCorporation. The use of this procedurewill establish a means by which the engine
conditioncan be observedwithoutactual teardownof components,untilconditionswarrantit.
The PA-42 or PA-42-720is powered by two Pratt & Whitney of Canada PT6A-41 or PT6A-61 turboprop
engines. The enginesare rated at 720 horsepower,at 2000 rpm each. The engines are free turbinetype, with two
independentturbine sections;one drives the compressorand accessorygear train section; the other drives the
propellershaft through a reductiongearbox.
The enginesare completelyenclosedby upper and lower cowlingsectionsof cantileverconstruction. Access
to the accessorysection is gained through either of two doors built into the top rear section of the cowl. Both
doors are securedby twotension latches. The oil quantitydip stickis locatedinsidethe left accessdoor.
An air inlet duct for starter generatorcoolingis locatedon the lower left sectionof both cowls. The outlet duct
is locatedon the top of the left accessorysectionaccessdoor.
The bleed air intercoolerinlet duct is located on the lower outboardside of each cowl. The outlet duct is
locatedon the outboardside of the nacelleabovethe wing leadingedge.
An air inlet ice deflectordoor and oil coolerdoor areintegralparts of the bottomnacelle assembly.
An access door to the engine wash ring is located on the outboard side of each nacelle just aft and below
engine exhauststub. Thewash ring permitsfield cleaningtheengine.
The engine lubricatingsystem is a pressuretype with the main oil pump located in the oil tank which is an
integral part of the compressorinlet case. This systemprovides lubricationfor all areas of the engine, pressure
for the torquemeter,and propellerpitch control.
For complete, detailedmaintenanceinformation,refer to Pratt & Whitney MaintenanceManual (PT6A-61)
P/N 3034342or (PA6A-41)P/N 3021442. Engine trendmonitoringinformationcan be attained from the latest
Pratt & WhitneyAircraftGas TurbineOperationInformationLetters (Agtoil)23 (PA6A-61)or Agtoil 8 (PT6A-
41).
Informationor runup procedurescan be found in the PA42 or PA-42-720Pilot's OperatingHandbook.
TROUBLESHOOTING
Troubles peculiar to the power plant are listed in Chart 7101, along with possible causes and suggested
remedies. Whentroubleshooting,consultall availablesourcesfor any pertinentinformationwhich may assistin
diagnosingthe trouble.
-NOTE-
For additional informationregardingtroubleshootingof the engine,

refer to Pratt & Whitney Maintenance Manual (PT6A-61 P/N
3034342or (PT6A-41)P/N 3021442.
71-00-00
Page 1
5D23 5D23 Reissued: December31,1989
PIPER AIRCRAFT
PA-42/42-720
CHART 7101. TROUBLESHOOTING(ENGINE)

Engine failsto start. No fuel supplyto engine. Checkfor clean fuel supply
at fire wall shutoffvalve.
Air in fuel system. Performmotoringrun.
Openignitioncircuit. Checkwiring and connections.
Defectiveenginedriven Checkfor flow from pump

fuelpump. whilemotoringengine. If
no flow,replacepump.
Defectivefuel control Checkfor flow from FCU

unit. outlet tube to startingflow
controlwhilemotoring
engine.If no flow,remove
FCU, check bypassvalveby
applying5 psi max. to bypass
returnport and check for
air leakagefrom FCU inlet.
If leakageis found,replace
fuel controlunit and fuel
pump. If no leakage,replace
only FCU.
Defectivestartingflow Disconnectprimarytube
control. and check for evidenceof
flow whilemotoringengine
with startcontrollever in
run position.If no flow,
replacestartingflow
control.
Restrictedfuel Clean and check nozzles.

nozzles. (Referto EngineMain-
tenanceManual.)
Enginedoes not idle properly. Idle speedsetting incorrect. Adjustidle speed and minimum
flow as required.
Leakor restrictionin Checkall pneumtaictubes

FCU pneumaticsystem. and connectionsfor leakage.
71-00-00
Page 2
PIPER AIRCRAFT
PA-42/42-720
CHART 7101. TROUBLESHOOTING(ENGINE)(continued)

Engine does not Leakor restrictionin Check all connectionsfor
accelerateproperly. fuel controlpneumatic leakage. Checkfor dirt in P3
system. meteringorifice. (Referto
Engine MaintenanceManual
P3 filter plugged. for cleaninginstructions.)
Defectivefuelcontrol Replacefuel controlunit.
unit.
Engine does not Powercontrollinkage Adjust linkage.
decelerate. adjustedincorrectly.
Defectivefuelcontrol Replacefuel controlunit.
unit.
Enginedoes not Faulty engine instru- Check instrument system.
developfull power. mentation. Replace or recalibrate as
necessary. If torquemeter
system defect is established,
return power section to
overhaul facility for repair.
Control linkage adjusted Check adjustment.
incorrectly.
Propellergovernorpneumatic Adjust.
sectionadjustedincorrectly.
Leak or restrictionin fuel Check all tubes for restrictions
controlpneumaticsystem. and connections for leakage.
Enginepower settingsnot Check adjustmentsettings.
adjustedcorrectly.
Defective fuel control unit. Replace fuel control unit.
Restricted fuel nozzles. Clean and check nozzles. (Refer
to Engine Maintenance Manual.)
Excessivevibration. Propellerout of balance. Replacepropeller.
Compressoror compressor Returndisc to an overhaul
turbinedisc out of balance. facility. (Referto Engine
MaintenanceManual.)
71-00-00
Page 3
5E1
PIPER AIRCRAFT
PA-42/42-720
MANUAL
AIRPLANEMAINTENANCE
(ENGINE)(continued)
Trouble Cause IRemedy

Low oil pressure. Oil pressureindicatingsystem Checksystemand repairas
defective, necessary.
Insufficientoil. Fill oil tank as required.
Excessivehot air leakage Replaceengine.

throughfaultyheat shielding.
High oil temperatures. ing system.

Checkcooling
Highoil temperature. Insufficientoil supply. Refill oil tank as required.
Faultyinstrumentation. Checkinstr repair

or replaceas required.
Coolingsystem defective. Checksystemand clean cooler if

required.
Excessivehot air leakage Replaceengine.

throughfaultyheat shielding.
Excessive oil consumption. Leakageor restrictionin Visuallyinspectall tubes and

pressureor scavengeoil tubes. connections.Repair as required.
Oil level too high. Maintain correct oil level.
Defective Labyrinth seals. Check inlet and exhaust areas

for collections of oil. If evident,
replace engine.
Defectiveoil to fuel heater Pressurecheckheater. (Referto

(internalleakage.) EngineMaintenanceManual.)
Engine dropsbelow idle (min. P-Y line leaking. CheckP-Y line connectionsfor
flow)in flight. leakage.
Leak or restrictionin P-3 line. CheckP-3 line for restriction.

Replaceif required.
Ice accumulationin P-3 line. Checkwiringand connectionsof

electricallyheated P-3 line.
Repairor replaceas required.
71-00-00
Page 4
PIPER AIRCRAFT
PA-42/42-720
TORQUE
450 TO 500 IN.-LBS
ENGINE
MOUNT
ENGINE
FIRESEAL
TORQUE225 TO 300 IN..-LBS
ENGINEMOUNT '
TO FIREWALL
ATTACHMENTBOLT
TORQUE REARVIEW
160TO 190 IN.-LBS.
(SEENOTE2)
TORQUE TORQUE
160 TO 190 160TO 190
BLEED ENGINE IN.-LBS. IN.-LBS.
AIR PRESS MOUNT (SEENOTE1) (SEENOTE2)
STA.
STA WASH 106.00
-NOTE 1 - 56.97 RING
INLET TORQUE
NOT USED ON PA-42-720.MOUNT TORQUE 160 TO 190
ASSEMBLYIS ONE PIECE. LEFTSIDEVIEW 160TO 190 IN.-LBS.
IN.-LBS. (SEENOTE2)
- NOTE 2 - (SEENOTE1)
ON PA-42-720,ENGINEMOUNTTO
FIREWALL ATTACHMENT BOLT
TORQUEIS 170 TO200 IN.-LBS.
Figure 71-1. Power Plant Installation
71-00-00
Page 5
5E3 Interim Revision: January 9, 1998
PIPER AIRCRAFT
PA-42/42-720
TORQUE TORQUE
160TO 190 160 TO 190 ENGINE
IN.-LBS. IN.-LBS. FIRESEAL
(SEENOTE2) (SEE NOTE1)
AFT
ENGINE
MOUNT
STA. STA. ENGINE

106.00 96.00 MOUNT
TORQUE TORQUE STA. STA.
160 TO 190 160 TO 190 75.70 56.97
IN.-LBS. IN.-LBS
(SEENOTE2) (SEENOTE1)
TOP VIEW
TORQUE TORQUE
160TO 190 160 TO 190 ENGINE
ENGINE ENGINE
IN.-LBS. IN.-LBS. MOUNT FIRESEAL
(SEENOTE2) (SEE NOTE1)
MOUNT
OIL
COOLER
BRACKET
STA. STA. STA. STA. - NOTE 1 -

106.00 96.00 TORQUE 75.70 56.97
1TORQUE 160TO 190 NOT USED ON PA-42-720.MOUNT
160 TO 190 IN.LBS.
ASSEMBLYIS ONE PIECE.
IN.-LBS.
(SEE NOTE2) (SEE NOTE1)
(SEE NOTE 2) - NOTE 2-
RIGHTSIDE VIEW
ON PA-42-720,ENGINEMOUNTTO
FIREWALL ATTACHMENT BOLT
TORQUEIS 170 TO 200 IN.-LBS.
Figure 71-1. Power Plant Installation (continued)
71-00-00
Page 6
PIPER AIRCRAFT
PA-42/42-720
ENGINE REMOVAL (Figure 71-1)
The removalof eitherengine is basicallythe same except for routingof some wires, cables,and lines. Remove
the engineas follows:
1. Place a tail standunder aircraft.
2. Turn OFF all cockpitswitchesand disconnectbattery.
3. Move fuel shutoffvalve to OFFposition.
4. Removeenginecowlingper paragraphtitled Cowling.
5. Drain engineoil (Chapter 12).
6. Removepropeller(Chapter61).
-NOTE-
Identify disconnected items, mark all clamp locations to facilitate

installation,and cap all lines and necessaryfixtures.
7. Disconnectall fluidhoses, bleed air lines,clamps,and electricalleads attachedto engine and engine mount
from firewall. (Capall fluid lines.)
- WARNING
USE CAUTION WHEN WORKING WITH FIRE

EXTINGUISHER SYSTEM. ACCIDENTAL DISCHARGE CAN
CAUSE BODILY INJURY.
8. Removefire extinguishersystem(Chapter26).
-NOTE-
The oil cooler system remains attached to bulkhead along with

portionof ice protectionsystem.
9. Disconnectand capoil cooler lines at engine.
10. Disconnectand removerear top let and top right fire sealsfrom engine.
11. Disconnectall drainlines attachedto engine and fuel linesattachedto scavengepump.
- CAUTION -
DO NOT BEND POWER CONTROL CABLE IN DIRECTION

OFFERING GREATEST RESISTANCE, WHICH WILL
DAMAGE CABLE.
12. Disconnect power control cable from fuel control unit actuating lever and remove cable from support
bracket. Disconnectand removesupportbracket.
13. Disconnect startingcontrol cable from start control lever arm. Remove cable clamp from cable support
bracket. Disconnectand removesupportbracket.
14. Disconnectpropellercontrol cable from propellercontrol rod. Removecable clamps and draw cable aft to
firewall.
15. Attach lifting sling (shownin Chapter95) to enginesuspensionpoints. Usinga ton hoist, supportengine to
disconnectengineand mountfrom firewall.
71-00-00
Page 7
5E5
5E5 Reissued:December31, 1989
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE
MANUAL
16. Swingengine and mountfree from firewall. Ensurenot attachmentsremainto obstructits removal.
17. Move engine away from aircraftand place on suitablestand.
18. Remove accessoriesand equipmentto be installedon new engine. Tag or identify all items to facilitate
installation.
-NOTE-
If engine removed is expected to be inactive for a period of time.

Refer to the Pratt and Whitney Engine Maintenance Manual, P/N
3021442,for the necessarypreservationschedule.
ENGINE BUILDUP
- WARNING -
REFER TO THE PRATT AND WHITNEY ENGINE

MAINTENANCE MANUAL, P/N 3021442, BEFORE
ATTEMPTING TO REMOVE A NEW ENGINE FROM
SHIPPING CONTAINER.
-NOTE-
Replacementengines must be purchased through the Piper Service
Departmentto be compatiblewith Piper installation.
Engine buildupconsistsof transferringnecessaryaccessoriesand equipmentfrom engineremovedfor overhaul
to a new engine. Replace safety wire, lockwashers,gaskets,and rubber hoses to completeengine assemblyfor
installationin aircraft.
ENGINE INSTALLATION
The installationof either engine is basicallythe sameexcept for hookup and routing of some wires and lines.
Beforeinstallingengine,ensure all engineaccessoriesare properlyinstalled,torqued,and safetied.
1. With engine suspendedfrom a 1/2ton hoist, carefullyswingengineassemblyin place. Do not damage any
engine components,plumbing,or wiring.
-NOTE-
Apply anti-seize compoundto all male tubing threads. Be certain
compounddoes not enter system. Prior to installingcompressorbleed
air line fitting to engine, make sure correct length bolts are used.
Coat bolt threadssecuringfittingto compressorcase with Fel-ProC5-
a Hi-Temperaturethreadcompound. Torquebolts 65-85 inch-pounds,
and safetywith MS20995-C41safetywire.
2. Installengine mountand torquemountingbolts to specificationsshown in Figure71-1.
-NOTE-
Bolt torque must be obtainedusing a thread lubricant,engine oil, or
equivalent. Further, run bolt down to near contact with the washer
surface and check "friction drag torque" required to turn bolt. Add
the frictiondrag torqueto desiredtorque.
71-00-00
Page 8
PIPER AIRCRAFT
PA-42/42-720
3. Route and reconnect all previouslydisconnectedfluid hoses, lines, and electrical leads from firewall to
proper connectionson engine. Secure with appropriateclamps. Refer to latest revision of Piper Service
Bulletin727 for informationon firewallinspection.
4. Routepropellercontrolcablethroughbracket, clampassembly,and reconnectto propellercontrol rod.
5. Connectstart controlcable to start controllever arm. Attachcable clamp to cable supportbracket.
6. Connectpowercontrolcable to fuel controlunit powerlever.
7. Installpropellerper Chapter61.
8. Adjustengine and propellercontrols(Chapter76).
- WARNING
USE EXTREME CAUTION WHEN WORKING WITH FIRE

EXTINGUISHER AS ACCIDENTAL DISCHARGE CAN CAUSE
BODILY INJURY.
9. Install fire extinguisher system.
10. Refill oil tank with specifiedtype and amountof oil (Chapter 12).
11. Connectbattery.
12. Performpost installationprocedures.
13. Check for fuel and oil leaksand securityof enginecomponents.
COWLING
REMOVAL OF COWLING (Figure 71-2 and Figure 71-3)
Same procedure is used for removing LH and RH cowlings:

1. Remove louvers at the exhaust.
2. Detach strip assemblies from cowlings (PA-42 only). Disconnect compressor bleed-air louvers from upper
cowl.
3. Remove screws fastening both generator cooling inlet scoop and outlet duct to upper cowl.
4. Disconnect fasteners securing upper cowl to turtleback cowl (PA-42 only); remove cowl.
5. To remove lower cowl, remove ice protection system assembly access cover. Disconnect rod from ice
deflector door. Disconnect wire leads from limit switches and deicer boot.
6. Remove fasteners connecting intercooler air inlet duct to lower cowl.
7. Loosen clamps securing bleed air hoses to bleed air louvers. Remove hoses from louvers.
- CAUTION -
TO PROTECT AGAINST DAMAGE TO LOWER COWL AND

DEICER BOOT LEADS, SUPPORT LOWER COWL BEFORE
PROCEEDING WITH STEP 8 BELOW.
8. Disconnectfastenerssecuringlowercowl to nacelle. Removecowl from aircraft.
71-10-00
Page 1
5E7 5E7 Reissued: December31, 1989
PIPER AIRCRAFT
PA-42/42-720
CLEANING,INSPECTION,AND REPAIROF COWLING
1. Cleanthe cowlingwith a suitablesolventand wipe with a clean cloth.

2. Inspectthe cowlingfor dents, cracks,loose rivets,damagedor missingfasteners. Referto the latest revision
of Piper ServiceLetter925.
3. Repair all defectsto prevent furtherdamage. Kevlarrepairmay be accomplishedby using procedureslisted
in KevlarRepairs,Chapter51.
- CAUTION-
SINCE KEVLAR ABSORBS WATER AT UNFINISHED

SURFACES, AFFECTING STRUCTURAL STRENGTH, DO
NOT DRILL OR PUT HOLES IN THIS STRUCTURE.
1. UPPERCOWL
2. OIL FILLER,ACCESS
3. COWLATTACHMENT, STRIP
4. DZUSFASTENER
5. LOUVERASSEMBLY
7. DELETED
9. COMPRESSORAIR BLEEDVALVE,COVER
10. INLETASSEMBLY,BLEEDAIR
11. LOWERCOWL
12. ENGINEWASHRING,ACCESS
13. ICE PROTECTIONCOVER
11
Figure 71-2. CowlingInstallation(PA-42)
71-10-00
Page 2
5E8
PIPER AIRCRAFT
PA-42/42-720
7
1. UPPERFORWARDCOWL
2. UPPERAFTCOWL
3. U-BOLT(8 REQ.)
4. DZUSFASTENER
5. LOUVERASSEMBLY
6. HINGE
- NOTE- 7. LOWERFORWARDCOWL
8. LOWERAFTCOWL
ADJUST LATCHES SO THAT FORCE 9. COWLLATCH(8 REQ.)
REQUIREDTO CLOSELATCHESIS IN THE 10. INLETASSEMBLY,BLEEDAIR
RANGE OF 8 TO 12 POUNDS. DO NOT 11. ICE PROTECTIONCOVER
EXCEED15 POUNDS. 12. UPPERAFT COWL
Figure 71-3. Cowling Installation (PA42-720)
71-10-00
Page 3
5E9
PIPER AIRCRAFT
PA-42/42-720
INSTALLATIONOFCOWLING (Figure71-2 and Figure 71-3)
The procedurefor installingcowl is the samefor either engine:

1. Position and supportlower cowl in place. Securecowl with fastenerspreviouslyremoved.
2. Connectrod to ice deflectordoor and install accesscover.
3. Connect electricalleads to proper leads on limit switches and deicer boot Reconnectintercoolerair inlet
duct.
4. Reconnectbleed-airhoses to bleed-airlouversand securewith clamps.
5. Position upper half in place, connectstarter-generatorinlet and outlet coolingducts to upper cowl. Connect
all fasteners,latches,and fixturesalongcowl.
6. Checkcowling andattachmenthardwarefor security.
MOUNTS
REPLACEMENTOF SHOCKMOUNTS (Figure 71-1)
The engine shockmountsare replacedas follows:

1. Removeengine cowling.
2. Attach a sling to enginelift points,and using a 1/2 ton hoist, relievetensionon mounts.
3. Removenut, washer,and bolt attachingmountingpad to tubularenginemount.
4. Install mount assemblyin reverse order of removal. Torquepad mountingspecial bolts to 225-300inch-
pounds. SafetywithMS20995-C41safetywire.
6. Torquemountbolt to 450-500inch-pounds(Figure71-1).
FIRE SEALS
GENERAL
The engine fire seals are bolted to engine fire seal flange forwardand aft of enginecompressorintake.The fire
seals, constructedof semicircularsections,are designedto form a fire seal betweenthe engine and cowling.The
fire seals also provide a mountinglocationand supportfor lines,wires, and cablesrouted from fire wall to engine
front accessories.
71-30-00
Page 1
PIPER AIRCRAFT
PA-42/42-720

71-30-00
Page 2
5E11
CHAPTER
ENGINETURBOPROP
5E14
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 72 - ENGINE TURBOPROP
SYSTEM GRID
72-00-00 GENERAL DESCRIPTION 5E16
72 - ContJ Effect.
Page 1
5E15
PIPER AIRCRAFT
PA-42/42-720
GENERAL DESCRIPTION
The PA-42is poweredby two lightweight,free turbinePratt& WhitneyPT6A-41turbopropengines,each rated

at 720 shaft horsepower at 2000 rpm. The PA-42-720is powered by Pratt & Whitney PT6A-61 turboprop
enginesalso rated at 720 shafthorsepowereach,but with greaterpower at high altitudes.
To maintainefficient engineperformance,an Engine ConditionTrend MonitoringSystem has been set up by
Pratt & Whitney. This is not a mandatoryprocedure,but is highly recommendedby Pratt & Whitney and Piper
Aircraft Corporation. Usingthis procedureestablishesa means by which the engine conditioncan be observed
without actual teardownof components,until conditionswarrant it. Copies of the procedurecan be obtained
from Pratt & Whitney,InformationLetter No. 8 titled Engine ConditionTrendMonitoringSystem for PT6A-41
Engines.
The engines are completely enclosed by cowlings consisting of an upper and lower section of cantilever
construction,attachedat the nacelle (Chapter71).
The air inlet ice protectionand ice deflectordoor is an integralpart of the lower cowl assembly(Chapters30
and 71).
The propellerinstallationsare constantspeed,full feathering,reversingtype (Chapter61).
The enginelubricatingsystemis coveredin Chapter79.
The enginefuel controlsystem is coveredin Chapter73.
The engineignitionsystem is in Chapter74.
For Engine/CompressorWashinginformation,refer to Chapter12.
For detailed informationconcerning the followingpower plant items, refer to the Pratt & Whitney Engine
MaintenanceManual,No. 3021442PT6A-41and MaintenanceManual,No. 3032842for the PT6A-61:
1. Engine- General
2. ReductionGear and Shaft Section
3. Air Inlet Section
4. CompressorSection
5. CombustionSection
6. TurbineSection
7. AccessoryDrives
72-00-00
Page 1
PIPER AIRCRAFT
PA-42/42-720

72-00-00
Page 2
CHAPTER
ENGINEFUEL SYSTEM
5E20
PIPER AIRCRAFT
PA-42/42-720
CHAPTER73 - ENGINE FUEL SYSTEM
TABLEOFCONTENTS/EFFECTIVITY
SYSTEM GRID
73-00-00 GENERAL 5E22

73-00-00 Descriptionand Operation 5E22
73-10-00 DISTRIBUTION 5E22

73-10-00 Fuel ControlPneumatic(P3)Filter Maintenance 5E22
73-10-00 FuelManifoldAdapterRemovaland Installation 5E22
73-10-00 FunctionalCheckof Fuel ManifoldAssemblies 5F1
73-10-00 EngineDriven Fuel Pump 5F4
73-10-00 MainFuel SupplyPump 5F4
73-10-00 FCU EngineDrive Fuel Pump 5F4
73-10-00 Fuel ScavengeSystem 5F5
73-20-00 CONTROLLING 5F5

73-20-00 Removalof Fuel ControlUnit 5F5
73-20-00 Preparationfor Shipping 5F6
73-20-00 Preparationof Fuel ControlUnit for Service-
OffEngine 5F6
73-20-00 Installationof Fuel ControlUnit 5F7
73-20-00 Preparationof Fuel ControlUnit for Service-
OnEngine 5F7
73-20-00 Fuel ControlUnit Checks and Adjustments(PT6A-41) 5F7
73-30-00 INDICATING 5F9

73-30-00 Fuel Flow IndicatingSystem 5F9
73-30-00 Removalof Fuel FlowTransmitter 5F9
73-30-00 Installationof Fuel FlowTransmitter 5F9
73-30-00 Removalof SignalConditioner 5F10
73-30-00 Installationof SignalConditioner 5F10
73-30-00 Removalof Fuel PressureTransmitter 5F10
73-30-00 Installationof Fuel PressureTransmitter 5F10
73-30-00 Removaland Installationof Fuel PressureIndicator 5F10
73-30-00 Testand Adjustmentof Fuel PressureTransmitter
and Gauge 5F10
73- Cont/Effect.
Page 1
5E21
PIPER AIRCRAFT
PA-42/42-720
GENERAL
This chapter deals with fuel systemunits tied into the systemon the engine side of the fuel filter. The major
componentscovered arethe main fuel supplypump, fuel flow meter,oil to fuelheater, fuel controlunit, dual fuel
manifoldand nozzles,andjet scavengepump.
The flow divider and dump valve assembly,mountedon bottomof engine gas generatorcase performsseveral
operations dependingon engine operatingcondition. During engine start up, the valve allows metered fuel to
enter primary fuel manifold. At a presetpressure,the valve allows meteredfuel to enter primary and secondary
nozzles. When fuel controlunit shutsoff fuel supply duringengine shut down, fuel inlet pressuredecreases,and
an internal spring in valve moves a piston within valve body to block fuel inlet port and allows fuel within
primary and secondarymanifoldsto drain out dump port. A fuel scavengesystem collectsthis residualfuel after
engineshut downand duringstartup. The excessfuel is then injectedinto aircraftfuel tank after enginestart.
The dual fuel manifold assembly delivers metered fuel from flow divider to primary and secondary fuel
nozzles. The manifoldassemblyconsistsof fourteen fuel manifold adapters(seven primary,six secondaryand
secondaryinlet adapter). All manifoldadaptersare interconnectedby pairs of fuel transfertubes.
For detailed informationregardingremoval,installation,and checksto various engine fuel systemcomponents
not coveredin this manual,refer to Pratt & WhitneyEngineMaintenanceManual,No. 3021442,Chapter73 for
PT6A-41or ManualNo. 3032842for PT6A-61.
DISTRIBUTION
FUEL CONTROL PNEUMATIC (P3) FILTER MAINTENANCE (Figure 73-1)
The P3 filter is an in-line type filter located in the P3 line just aft of the rear fire seal. The filter must be
removedand inspectedfor contaminationat 100-hourintervals and replacedif necessary. A new filter must be
installedevery 1000hours. Do not attemptto clean filter with solvent.
FUEL MANIFOLD ADAPTER REMOVAL AND INSTALLATION
Before removingany adaptersfrom engine,mark each adapter using suitablemarker.(Referto UACLmanual,

P/N 3021442,Chapter 73, or ManualNo. 3032842,to return adaptersto original positionon engine.) Number
positions clockwise 1 to 14, looking from rear of engine, with number 1 positionat 12 o'clock location. (For
complete removal, leakage test and installation of manifold adapters, refer to Pratt & Whitney manual, P/N
3021442,Chapter73 for PT6A-41or 3032842for PT6A-61.)
73-10-00
Page 1
5E22
PIPER AIRCRAFT
PA-42/42-720
1. FUEL CONTROLUNIT 16. DRIVECOUPLING

2. DRAINPORT 17. PREFORMEDPACKING
3. PO PORT 18. NUT
4. NUT 19. PY LINE ELBOW
5. WASHER 20. PREFORMEDPACKING
6. BOLT 21. BACK-UPRING
7. CONTROLROD 22. NUT
8. FUEL CONTROLUNITARM 23. FUELOUTLETLINE BELOW
9. FUEL INLET HOSE 24. PREFORMEDPACKING
10. FUEL PRESSURELINE 25. BACK-UPRING
11. PY LINE 26. FUELCONTROLARM
12. P3 LINE EXTENSION
13. NUT 27. SERRATEDSPACER
14. WASHER 28. FUELINLETHOSEELBOW
15. FUEL PUMP 29. P3 LINE ELBOWAND
METERINGORIFICEASSEMBLY
Figure 73-1. Fuel Control Unit Installation (PT6A-41)
73-10-00
Page 2
PIPER AIRCRAFT
PA-42/42-720
1. PIPE-12 IN. X 3 IN.DIA. WATER

OR STEAM
2. TOP CAP - DRILLANDTAP - 2
PLACES
3. NIPPLE
4. NIPPLE
- NOTE-
5. PRESSUREREGULATOR
6. VALVE DRILL BOTH THE END OF THE
7. AIR SUPPLY- SHOP
NIPPLE AND THE BORE OF THE
8. NIPPLE
PLUGTO 0.325TO 0.327IN.
9. QUICK DISCONNECT
10. NIPPLE
11. PLUG
12. BOTTOMCAP - DRILLAND TAP-
1 PLACE
13. NIPPLE
14. ELBOW- 90°
15. NIPPLE
16. FILTER- 10 MICRONELEMENT
17. NIPPLE
18. TEE
19. GAUGE- 0 TO 100 PSI
20. VALVE -1
21. NIPPLE 16
22. NIPPLE
23. PLUG
24. NUT
25. SCREW
26. RETAININGBRACKET-
STAINLESSSTEEL
12
15
21 178
- WARNING-
26
THE TEST RIG MUST BE GROUNDEDTO
PREVENT POSSIBLE DANAGER OF
ELECTROSTATIC DISCHARGE.
Figure 73-2. Fuel Manifold Test Rig
73.10-00
Page 3
5E24
PIPER AIRCRAFT
PA-42/42-720
FUNCTIONAL CHECK OF FUEL MANIFOLDASSEMBLIES
Test fuel nozzles aloneor in their adaptersusing UACL test rig (P/N CPWA30506),or by fabricatingtest rig
locallyfrom informationsuppliedwith text (Figure73-2).
-CAUTION-
TEST RIG MUST BE GROUNDED TO PREVENT

ELECTROSTATICDISCHARGE.
ALSO OBSERVE ALL FIRE PRECAUTIONS WHEN

WORKINGWITHFUEL.
1. Usingtest rig, set regulatorto zero,closeoutlet valve, open filler valve,and removeplug.
- CAUTION -
RELIEVEALLPRESSUREFROMTANKBEFOREOPENING
FILLERVALVE,OR REMOVINGPLUG.
2. Fill tank approximately3/4 full with clean fuel,close filler valve,and replaceplug.
3. Install fuel nozzle with or withoutadapter,using mountingbracket if desired. (Refer to Figure 73-2 for
view of mountingbracket.)
4. Set regulatorto obtain 12.5psig on pressuregauge.
5. Hold plug againsttransfertube and nozzleadapter(if no bracketis used). Graduallyopen outlet valve.
6. A goodclean spraymust appearat less than 12.5psig, free from spittingor drooling.
7. Increasepressureto 60 psig and sprayvolumemust increase. Spraymust be evenly spreadaboutcenter axis
of nozzleorifice with maximum12%streakiness.
-NOTE-
Streakinessis definedas variationof sprayquantity in differentparts

of spraycone, showingup as darkerstreaksin spray.
8. If spitting or droolingoccurs at 12.5psig, or more than 12 percent streakinessis evident at 60 psig, install
new nozzle.
9. If necessary,removecarbonbuildup at fuel nozzle by lightly brushingorifice face with either a bronze or
non-metallicbristledbrush. Cleanwhilefuel is flowingthroughthe nozzle.
10. Close pressureregulatingvalve. Allowpressuregaugeto decreaseto zero, then closevalve.
-NOTE-
Test a few new nozzlesto recognizea goodspray pattern.
73-10-00
Page 4
Reissued:December31,1989 5F1
5F1
PIPER AIRCRAFT
PA-42/42-720
TO TEE ON FUEL
OIL HEATER
ADJUSTFUEL
PRESSUF HERE
ACCESSORYPAD
"H"ON ENGINE
DUAL DRIVE ENGINEDRIVEN

SUPPORTBRACKET FUELPUMP
DUAL DRIVE
ADAPTERASSEMBLY
TO FUEL
FILTER
NOTE
PUMP PRESSURE33 ± 1 PSI AT

80% RPMAND 300 LBS/HRFLOW
RATE.
Figure 73-3. Main Fuel Supply Pump
73-10-00 0
Page 5
5F2
PIPER AIRCRAFT
PA-42/42-720
1 10
5 6
7
8
9
2 1. FUEL PUMP
2. DISCHARGEFILTERCOVER
3. DISCHARGEFILTERELEMENT
4. PREFORMEDPACKING
5. PREFORMEDPACKING
6. INLETFILTERCOVER
7. INLETFILTERELEMENT
8. PREFORMEDPACKING
9. PREFORMEDPACKING
10. DRIVE SHAFT
Figure 73-4. Fuel Control Unit Fuel Pump
73-10-00
Page 6
PIPER AIRCRAFT
PA-42/42-720
ENGINE DRIVEN FUEL PUMP
MAIN FUEL SUPPLY PUMP (Figure 73-3)
The main fuel supplypump is mountedto a dual drivepad which also drives a hydraulicpump.
1. Withengine at idle rpm, fuel pressuremust be 32 ± 1 psi.
2. If adjustmentis required,backoffjam nut on pump adjustmentscrew. Rotate screw clockwiseto increase
pressure,or counterclockwiseto decreasepressure. Tightenjam nut.
FCU ENGINE DRIVEN FUEL PUMP (Figure 73-4)
The fuel control unit fuel pump supplies the FCU with fuel, and is the main fuel pressure source for fuel
deliveredinto engine. This pump is a positive displacementgear-typepump, interconnectedwith the FCU and
mounted to right side of accessorygearbox. The pump uses a 74 micron inlet screen and a 10 micron outlet
screen. The inlet screenis cleanablewhilethe outlet screenmust be replaced. Refer to Pratt & WhitneyEngine
MaintenanceManual, P/N 3021442, Chapter 73 for PT6A41 or P/N 3032842 for the PT6A-61, for detailed
serviceof fuel pump and filters.
1. FUELOVERFLOW DRAIN
2. CHECKVALVE
3. O-RINGSEAL
4. OVERFLOW DRAINLINE
5. FUELSCAVENGECAN 14
6. SPRINGCLAMP
7. HOSETOFUELDIVIDER
8. SPRINGCLAMP
9. JET NOZZLE
10. SPRINGWASHER
11. AN924-4NUT 8
12. O-RING
13. MODIFIEDELBOW 13
14. LINE CONNECTORTO SOLENOIDVALVE
73-10-00
Page 7
PIPER AIRCRAFT
PA-42/42-720
FUEL SCAVENGESYSTEM (Figure 73-5)
The purpose of the fuel scavenge system is to collect residual fuel after engine shutdown,and return fuel to
nacellefuel tank during engine start. The system consistsof a solenoidvalve, a jet type pump with an integral
reservoirmounted on the side of the oil cooler duct below the accessorygearboxhousing, a check valve at the
pumpoutlet, and the necessarylines and tubinginterconnectingthe system.
The system operates during engine shutdown and startup only. When engine is shutdown, residual fuel is
drained into scavengepump reservoirfrom fuel nozzles. Duringengine startup,a solenoidvalve is energized,
allowingenginepurge fuelto enter the scavengepumpjet. The high velocityfuel from thejet picks up the fuel in
reservoirand returns fuel to nacelle tank. When starter is released,the solenoidvalve is returnedto the closed
position. An overboardvent line is attachedto scavengepump in the event of a malfunction. The presenceof
fuel being vented overboard indicates system is not operatingproperly. Maintenanceto system is limited to
checkingsolenoidvalve for proper operationand examininglinesand tubingfor obstructionsor leakage.
(ForMaintenanceinformation,refer to Chapter28.)
CHART 7301. TROUBLESHOOTING(FUEL SCAVENGESYSTEM)

Fuel beingdrained Defectivecheck valve. Replace check valve.
overboardduring
enginestart. Restricted jet pump Removenozzle and clean.
nozzle. Checkfor proper seating
of jet.
Fuel being drained Solenoid valve not Check operation and

overboardduring opening. replace if necessary.
engineshutdown.
Restrictedjet pumpnozzle. Remove nozzle and clean.

Check for proper seating of jet.
Fuel beingdrained Defectivecheckvalve. Replacecheckvalve.

overboardwith full
tip tanks.
CONTROLLING
REMOVAL OF FUEL CONTROL UNIT (Figure 73-1)
1. Ensure firewallshutoffvalve is in OFF position.

2. Removeenginecowling(Chapter71).
3. Disconnectfuel inlet line, outlet line, pneumaticline, and fuel bypasstubes at fuel control unit and cap all
lines to prevent contamination. Note positionof fuel outlet and Py outlet elbows; remove them and their
hardware.
73-20-00
Page 1
5F5 5F5 Reissued: December31, 1989
PIPER AIRCRAFT
PA-42/42-720
4. Disconnectfuelcontrol rod from fuel controlarm. Securerod so it clearscontrolunit.

-NOTE-
Do not tamper with various componentson fuel control unit which

are safetywired and sealed.
5. Supportingfuel controlunit, removemountingnuts and washerssecuringunit to fuel pump; withdrawfuel
control unit. As fuel control unit is withdrawnfrom fuel pump, remove drive coupling and preformed
packing.
PREPARATION FOR SHIPPING
Preserveand packagefuel controlunits taken out of serviceor returnedfor overhaulas follows:

-NOTE-
Donot permit fuel or oil to enterdrive body cavityor any air pressure
ports.
1. Drain all residualfuel from control fuelsection. Completelyfill with clean oil, conformingto Specification
MIL-O-6081,Grade 1010. Tip control assuringcompletefilm on all parts and passagesin fuel section.
2. After preservation process is complete, drain oil from control. Replace all caps and plugs previously
removed.
3. Whenpackagingunit for shipping,ensure all shippingplugs and caps are secure. Place unit in moistureand
vapor proof containeror plasticbag and seal. Pack sealedunit in a shippingcarton or case.
PREPARATION OF FUEL CONTROL UNIT FOR SERVICE - OFF ENGINE (Figure 73-1)
1. Inspect unit ensuring all components are properly lockwired and sealed. Return unit if evidence of
tamperingexists.
2. Ensurethe Py and P3 air sectionports are sealedwith plugs.
3. Removeplugs fromdrain, fueloutlet ports, and capon fuel inlet fitting.
4. Drain residualpreservationfrom unit.
5. Flush fuel section of unit with fuel which passed through 10-micronnominal filter. (Refer to UACL
MaintenanceManual3021442,Chapter 70; and/or,Pratt & WhitneyService BulletinNo. 3044 for PT6A-
41, manualNo. 3032842for the PT6A-61.)
6. Assemble appropriatenut, backup ring, and preformed packing ring on fuel outlet line elbow. Install in
appropriatefixtureat same angle noted at removal. Tightenand torqueretainingnut to 38-42inch-pounds.
Cap elbow preventingentry of foreignmaterialuntilcontrolunit is installed.
7. Removesealed plug/capfromPy port. Installappropriateelbowsimilarto fuel outlet port.
73-20-00
Page 2
PIPER AIRCRAFT
PA-42/42-720
INSTALLATIONOF FUEL CONTROL UNIT (Figure73-1)

-CAUTION -
WHEN INSTALLING REPLACEMENT FUEL CONTROL

UNIT, REMOVE PRESERVATION OIL. SEE PARAGRAPH
TITLED PREPARATIONOF FUEL CONTROL UNIT FOR
SERVICE OFF ENGINE OR ON ENGINE.
1. Ensure all fuel control unit components are properly lockwired and sealed. Be sure drive coupling is
properlyinstalledon driveshaft of fuelcontrolunit.
2. Install new O-ring in recess of fuel pump mating face. Install unit over studs on fuel pump. Ensure
couplingshaft is meshed properlyand O-ring is still in place. Secure unit with washersand self-locking
nuts. Torquenuts 75-85 inch-pounds.
3. Connectcontrolunit arm and associatedparts and linkagesas describedin EngineRigging,Chapter76.
4. Connectfuel inlet hose, torquecouplingnut 270-300inch-pounds,and safetywire.
5. Connectfuel outlet line, fuelbypassline, and pneumaticlines to fuel controlunit. Torquecouplingnuts 90-
100inch-pounds;safetywire.
6. Perform an enginemotoringrun with startingcontrollever in RUN position.
PREPARATIONOF FUEL CONTROLUNIT FOR SERVICE- ON ENGINE (Figure 73-1)
1. Completesteps 1, 3, 6, and 7 from precedingparagraphand proceedas follows:

2. With unit attached to engine and all lines connected, disconnect line from unit to flow divider at flow
divider.
3. With ignition switchesOFF,performPy motoringrun (explainedin next chapter) to force fuel through unit
and out the line. Ensure system is wellpurged.
FUEL CONTROL UNIT CHECKS ANDADJUSTMENTS(PT6A-41) (Figure73-6)
Performfollowingchecksand adjustmentsafterfuel controlunit is replaced:

1. High idle adjustment.
a. Startengine. (Referto POH forprocedure.)
b. Positionconditionlever to HI-IDLE.
c. Ensure cut-offand hi-idle linkageis on HI-IDLEstop.
d. Ensure Ng is 69% to 71%. If not, adjuststop.
2. Accelerationcheck and adjustment.
a. Startengine and operate at LO-IDLEsettingfor fiveminutes,allowingenginetemperaturesto stabilize.
b. Set Ng to 65%.
c. Rapidly (lessthan 1 second)movepower controlleverto maximum.
d. Recordtime requiredfor Ng to reach 93.5%.
e. As soon as Ng passes93.5%, retardpowercontrollever to IDLEposition.
f. Accelerationtime must be 2.5 to 4.0 seconds. If not, rotate accelerationadjuster dome on FCU one
click at a time until requiredsettingis obtained. Rotate domeclockwiseto increaseaccelerationrate. If
requirementcannotbe met withina maximumthreeclicks, replacefuel controlunit.
73-20-000
Page 3
5F7
PIPER AIRCRAFT
PA-42/42-720
DONOTADJUST
CUT-OFFVALVELINKAGE
ADJUSTMENT
MINIMUMGOVERNING
MAXIMUMNg ADJUSTMENT
FUEL BYPASSPORT
FUEL PUMP/F.C.U.COUPLINGSPLINE
HIGHIDLESTOP CUT-OFFSTOP
P3COMPRESSOR DISCHARGE
PRESSUREINPUT
MAX.GOVERNINGSET
BLOCK- STOWEDPOSITION
ACCELERATION
ADJUSTMENTDOME -
SPILL
METEREDFUELOUT
FUELIN
Figure 73-6. Fuel Control Adjustments (PT6A-41)
73-20-00
Page 4
5F8
PIPER AIRCRAFT
PA-42/42-720
3. MaximumNg speed, and fuel control pneumatic system (Refer to Pratt & Whitney Engine Maintenance
Manual,Part No. 3021442,Chapter 71 for the PT6A-41,or MaintenanceManual,Part No. 3031842for the
PT6A-61.)
4. Checkengineperformanceand data plate trim speed.
INDICATING
The fuel flow indicating system installed in the PA-42 is manufactured by either Ragen Data Systems or
Foxboro. The system contains a turbine type transmitter,located in high pressurefuel line between fuel control
unit and fuel nozzlesof each engine. Thesetransmitterssupplyelectricalpulses (in relationto fuel flow volume)
to signal conditioners(locatedbehind annunciator)which provide output signals to drive fuel flow gauge and
totalizers.
Thefuel pressureindicatingsystem containsa fuel pressuretransmitterin low pressurefuel line betweenengine
driven fuel pump and fuel oil heater. The transmitteruses an electrical arrangementto detect changes in fuel
pressure,and relaysthesechangesto fuel pressureindicatoron instrumentpanel.
FUEL FLOW INDICATING SYSTEM
REMOVAL OF FUEL FLOW TRANSMITTER
1. Removescrewswhich hold magneticshield assemblyhalvesoverflowtransmitter.

2. Removeelectricalconnectorfrom flow transmitter.
3. Disconnectfuel lines attachedto flowtransmitterand removetransmitter.
4. Cap all open fuel lines to preventcontamination.
INSTALLATIONOF FUEL FLOW TRANSMITTER
1. Attachmagneticshieldhalvesto flowtransmitter.
- CAUTION
ENSURE ARROW ON SHIELD-HALF LINES UP WITH

FLOW DIRECTION ARROW ON TRANSMITTER.
2. Remove protective caps from fuel lines. Connectfuel lines to flow transmitter,ensuring flow arrow on
transmitteris pointingin proper directionof fuel flow.
3. Install electricalconnectorto transmitter.
73-30-00
Page 1
5F9 5F9 Reissued:December31,1989
PIPER AIRCRAFT
PA-42/42-720
REMOVAL OF SIGNAL CONDITIONER
1. Disconnectelectricalconnectorsfrom signalconditioner.
2. Removescrewsholdingsignalconditionerto backof electricalshelf (behindannunciatorpanel).
3. Removesignalconditioner.
INSTALLATIONOF SIGNAL CONDITIONER
1. Attach signalconditionerto bracketon backof electricalshelf by using attachinghardware.

2. Connectelectricalconnectorsto signalconditioner.
REMOVAL OF FUEL PRESSURE TRANSMITTER
1. Removeelectricalconnectorfrom transmitter.
2. Disconnectfuellinesattachedto transmitterand removetransmitter.
3. Cap all open fuellinesto preventcontamination.
INSTALLATIONOF FUEL PRESSURE TRANSMITTER
1. Removeprotectivecaps. Connectfuel linesto inlet and outleton transmitter.

2. Attachelectricalconnectorto transmitter
REMOVALAND INSTALLATIONOF FUEL PRESSURE INDICATOR
Refer to Chapter39 for removaland installationprocedure.
TEST AND ADJUSTMENTOF FUEL PRESSURE TRANSMITTER AND GAUGE
1. Connect Barfield Pressure Tester set with calibrated test gauge to fuel transmitterusing appropriateAN
fittingsand pressureline. (Set must be capableof providingand monitoringstatic pressuresfrom 0-50 psi
using engine oil.)
2. Turn aircraftmasterswitch ON.
3. Withfittings loosenedand valvetowardsline, turn handle clockwiseuntil air is bled from line. (Evidentby
drippingoil at fitting.) Retightenfitting.
4. Turn valve towardsreservoir,turn handlecounterclockwise.
5. Turn valve towardsline; turn handle clockwiseagain to attainhigh pressureof 33 psi. Comparetest gauge
readings with fuel gauge readings. Adjust fuel gauge, as necessary, by turning high calibration screw
locatedon rear of instrument.
6. Turn handle counterclockwisefor low pressure of 15 psi. Comparetest gauge readingswith fuel gauge
reading. Adjust fuelgauge, as necessary,by turninglow calibrationscrewlocatedon rear of instrument.
-NOTE-
The test gaugecould requiretappingto reducefrictionalerrors.

7. Repeat steps 5 and 6 until no furtheradjustmentsare required.
8. Calibratefuel pressureaccordingto values and tolerancesin Chart7302. Replace gaugeif toleranceis not
met.
73-30-00
Page 2
Reissued: December31, 1989 5F10
PIPER AIRCRAFT
PA-42/42-720
9. After calibration,turn valve to its neutral position(perpendicularto line). Disconnecttester.

10. Reconnectany line previouslydisconnect.
CHART 7302. FUEL SYSTEM CALIBRATION DATA
PSI TOLERANCE
0
5
10
13
20 0 psi to 15 psi = ± 2 psi
25 16 psi to 50 psi = ± 5 psi
30
33
40
45
50
73-30-00
Page 3
5F11
PIPER AIRCRAFT
PA-42/42-720

73-30-00
Page 4
5F12
CHAPTER
IGNITION
5F15
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 74 - IGNITION
SYSTEM GRID
74-00-00 GENERAL 5F17

74-10-00 ELECTRICAL POWER SUPPLY 5F17

74-10-00 Checking Ignition System 5F17
74-10-00 Dry Motoring Run 5F18
74-10-00 Ignition Exciter Replacement 5F19
74-20-00 DISTRIBUTION 5F19

74-20-00 IgniterPlug Cleaning,Inspection,and Replacement 5F19
74-20-00 IgnitionCables 5F22
74-20-00 Removalof IgnitionCables 5F22
74-20-00 Inspectionof IgnitionCables 5F22
74-20-00 Cleaningof IgnitionCables 5F24
74-20-00 Installationof IgnitionCables 5F24
74-20-00 AutoIgnitionSystem 5F24
74-20-00 Testof IgnitionSystem 5F24
74 - Cont./Effect.
Page 1
5F16
PIPER AIRCRAFT
PA-42/42-720
GENERAL
DESCRIPTION ANDOPERATION
The spark ignition system consists of an ignition exciter mountedon aft engine mount assembly,two high
tensioncable assemblies,and two spark igniters. The exciteris a sealedunit consistingof electroniccomponents
encased by an epoxy resin. Whenenergized,a capacitor in the unit is progressivelychargeduntil it reaches a
predeterminedvalue, when the energy stored is sufficient to ionize a spark gap in the unit and discharge the
capacitoracross two spark igniters. The design of the system permitsoperationof one spark igniter if the other
stops functioning.
The high tension cableassembliescarry an electricalchargefrom ignitionexciterto spark igniters. The cable
consist of an electricallead containedin a flexiblemetal braiding,with couplingnuts on each end and mounting
flangesfor attachmentto engine fireseals.
The spark igniters are located at the 4 and 9 o'clock positions on the gas generator case adjacent to fuel
manifold. The ignitersare energizedduring engine starting sequenceand during auto mode when torque falls
below400 foot-poundsto initiatecombustionin combustionchamber.
ELECTRICAL POWER SUPPLY

- WARNING-
VOLTAGE IN IGNITION EXCITER CAN BE DANGEROUSLY

HIGH. USEEXTREME CAUTION WHEN WORKINGAROUND
THIS SYSTEM. ENSURE IGNITION IS SWITCHED OFF AND
SYSTEM IS INOPERATIVE FOR AT LEAST SIX MINUTES,
BEFORE REMOVING IGNITION COMPONENTS. ALWAYS
USE INSULATED TOOLS TO REMOVE CABLE COUPLING
NUTS. DO NOT TOUCH OUTPUT CONNECTORS OR
COUPLING NUTS WITH BARE HANDS. ALWAYS
DISCONNECTCOUPLINGNUTS AT IGNITION EXCITER END
FIRST.
- CAUTION -
DO NOT ALLOW LUBRICANTTO CONTACTCONDUCTOR

OF CONNECTORS WHICH COULD RESULT IN HIGH
RESISTANCE PATH, GENERATING HEAT AND
OXIDATION.
For additionalinformationregardingitems installedon enginesand functionalcheck of system, refer to the
Pratt & WhitneyEngineMaintenanceManual,No. 3021442,Chapter74, and Chapter72 for PT6A-41and Pratt
& WhitneyMaintenanceManual,No. 3032842for PT6A-61.
CHECKING IGNITION SYSTEM
A commonignitionproblemis a low battery. Beforeinspectingignitionsystem, start enginewith an auxiliary

power unit. If enginedoes not start,proceedwith ignitionsystemcheck.
During followingprocedure,an auxiliarypower unit for dry motoring runs can eliminatepossibilityof low
voltage at exciterbox and excessivebatterydrain.
74-10-00
Page 1
5F17 5F17 Reissued:December31,1989
PIPER AIRCRAFT
PA-42/42-720
- WARNING -
RESIDUALVOLTAGEIN THEEXCITERCANBE VERYHIGH.

ENSURE IGNITIONIS OFF AND SYSTEMIS INOPERATIVE
FOR AT LEAST 6 MINUTES BEFORE REMOVING
COMPONENTS. ALWAYS USE INSULATED TOOLS AND
REMOVE COUPLING NUTS AT EXCITER END FIRST. DO
NOT TOUCH OUTPUTCONNECTORSOR COUPLINGNUTS
WITHBAREHANDS.
-CAUTION-
PERFORMDRY MOTORINGRUN PRIORTO SWITCHING

IGNITION ON TO ENSURE NO FUEL REMAINS IN GAS
GENERATOR CASE. (REFER TO PARAGRAPHTITLED
DRYMOTORINGRUN.)
1. Switchignition systemOFF.
2. Disconnectcouplingnut of one ignitioncable from outputconnectoron exciterbox.
3. Switch batterymasterand ignitionswitchesON. AdvanceCONDITIONlever to RUN.
4. At gas generatorcase, listen for snappingsound with frequencyof approximatelyone snap per second. If
snappingis audible,ignition is satisfactory.
5. Secure engine by moving CONDITIONlever to STOP position. Switch ignition and batter) master
switchesOFF.
6. Reconnectcouplingnut of ignitioncable to exciterbox. Removeother cable couplingnut and repeat steps
3 thru 5.
7. If snappingsoundis not heardafter one check,replaceproper sparkigniter or ignitioncable. Repeatsteps 3
thru 5.
8. If no snappingsoundis heard on either check,replaceignitionexciterbox and repeatsteps 3 thru 5.
DRY MOTORING RUN
An enginedry motoringrun clears engine of trappedfuel or vapors after an unsatisfactorystart and checksfor
fuel systemleaks after componentreplacement.
1. Set power controllever at IDLE.
2. Set startingcontrollever at CUTOFF.
3. Set master switchON to supplyelectricalpower to starter.
4. Fuel shutoffvalve ON.
5. Set fuelboost pumpswitch ON to providelubricationfor enginedriven fuelpumpingelements.
6. Leave ignitionswitchOFF.
- CAUTION
DO NOT EXCEED STARTER TIME LIMITS. (30 SECONDS

ON, 1 MINUTE OFF, 30 SECONDS ON, 1 MINUTE OFF, 30
SECONDSON, 30 MINUTES OFF.)
7. Operatestarter for 10 to 20 seconds.
8. Releaseengine starterswitch.
9. Set fuel boost pump switchOFF after Ng has stopped.
10. Set master switchOFF.
74-10-00
Page 2
PIPER AIRCRAFT
PA-42/42-720
IGNITION EXCITER REPLACEMENT
The ignitionexciteris locatedaft of station96.00,on upperright side of aft enginemountassembly.The unitis

non-serviceableother than cleaning, and must be replaced if defective. Observe all safety precautionswhen
handlingthis unit.
-WARNING-
RESIDUALVOLTAGEIN THEEXCITERCANBE VERYHIGH.

ENSUREIGNITIONIS OFF AND SYSTEMIS INOPERATIVE
FOR AT LEAST SIX MINUTES BEFORE REMOVING
NOT TOUCH OUTPUTCONNECTORSOR COUPLINGNUTS
WITHBARE HANDS.
1. Removepower from ignitionsystem.
2. Disconnectpowersupplycable from exciterbox inputconnector.
- CAUTION -
DO NOT ALLOW IGNITION CABLE BRAIDING OR

FERRULES TO ROTATE WHEN REMOVING COUPLING
NUTS.
3. Disconnecttwo ignitioncable couplingsfrom outputconnectorson exciter.
4. Removefour bolts, washers,and self-lockingnuts securingunit to bracket.
5. Removeignitionexciter unit.
6. Installreplacementunit to firewall with hardwareremovedin step 4.
7. Lightlycoat threadsof exciterconnectorswith fluorocarbonspray lubricant. (Chapter12,Chart 1204)
8. Connectcouplingnuts of supply cable and two ignitioncablesto proper connectorson exciter.
- CAUTION -
DO NOT ALLOW IGNITION CABLE BRAIDING OR

FERRULES TO ROTATE WHEN SCREWING ON COUPLING
NUTS.
9. Tightencouplingnuts fingertight, plus 45 degrees;safetywith lockwire.
DISTRIBUTION
IGNITER PLUG CLEANING, INSPECTION, AND REPLACEMENT
The spark igniters are located at 4 and 9 o'clock positions on gas generator case, adjacent to fuel manifold.
Observeall safetyprecautionswhen workingon ignitionsystem.
74-20-00
Page 1
5F19
PIPER AIRCRAFT
PA-42/42-720
WARNING -
RESIDUAL VOLTAGE IN THE EXCITER CAN BE VERY HIGH.

ENSURE IGNITION IS OFF AND SYSTEM IS INOPERATIVE
COMPONENTS. ALWAYS USE INSULATED TOOLS. REMOVE
COUPLING NUTS AT EXCITER END FIRST. DO NOT TOUCH
OUTPUT CONNECTORS OR COUPLING NUTS WITH BARE
HANDS.
1. Removepowerfrom ignitionsystem.
2. Disconnectcouplingnut from igniter.
- CAUTION
WHEN UNSCREWING COUPLING NUTS, DO NOT ALLOW

BRAIDING, FERRULES, OR IGNITER PLUG TO TURN AT
SAME TIME.
3. Remove igniter plug and copper gasket from gas generator case.
4. Cap cable end of igniter plug to prevent foreign material from entering during cleaning
-NOTE-
Never clean electrode end (firing) of igniter. Do not remove carbon

from electrode or annular gap area as carbon deposits in gap area aid
igniter operation.
5. Using felt swab soaked in a petroleum solvent or methyl alcohol (Chapter 12, Chart 1204); clean inside
surface of terminal well.
6. Dry igniter with dry, compressed air.
- CAUTION-
IF IGNITER PLUG IS DROPPED, INTERNAL DAMAGE, NOT

DETECTABLE BY TEST, CAN OCCUR AND IGNITER PLUG
MUST BE REPLACED.
7. After cleaning igniter, inspect electrode end for erosion limits. (Refer to Chart 7401.)
CHART 7401. SPARK IGNITER EROSION LIMITS
P&WC VENDOR DIMENSION (INCHES)

PART NO. NAME AND PART NO. 'A' 'B'
* 3014986 Champion: FHE-182 0.3437 0.0312
* 3014985 Bendix: 10-380700-1 0.2500 0.0310
* 3024706 A.C.: 5611760 0.2750 0.1000
3027280 Champion: CH34055 0.3000 N/A
* Earlier parts supplied under ordering part number 3014981. Igniters eroded beyond limits should be
replacedby latestpart(s), if available.
74-20-00
Page 2
PIPER AIRCRAFT
PA-42/42-720
-CAUTION-
SHOULD AN IGNITER PLUG BE DROPPED, INTERNAL

DAMAGE, POSSIBLE NOT DETECTABLE BY TEST, CAN
OCCUR. RECOMMENDATION IS TO REPLACE THE
IGNITER PLUG.
DIM "A"
DIM"B"
NEWIGNITER WEAR
ACCEPTABLE WORN
NOTE: FORDIMENSIONS"A' AND "B".REFERTO CHART7401.
-CAUTION
IF IGNITER PLUG IS DROPPED, INTERNAL DAMAGE, NOT

DETECTABLE BY TEST, CAN OCCUR, AND IGNITER PLUG
MUST BE REPLACED.
8. Inspectexterior cylindrical area of igniter shell electrodeend for chaffingwear. (Wear is acceptableto a
depthof 0.015 inch.)
9. If erosionequals or exceedsamountsshownin Chart7401 for igniter,replaceigniter.
- CAUTION -
DO NOT USE ANY THREAD LUBRICANT ON IGNITERS

DURING REINSTALLATION TO ENGINE.
10. Install new copper gasket and igniter into gas generator case. Tighten igniter and torque to 300 inch-
pounds. Loosento 0 inch-poundsand retorqueto 300-360inch-pounds.
11. Reconnect ignition cable to igniter plug.
- CAUTION-
DO NOT ALLOW IGNITION CABLE BRAIDING, FERRULE

OR IGNITER PLUG TO TURN WHEN SCREWING ON
COUPLING NUT.
74-20-00
Page 3
5F21
5F21 Reissued: December 31,1989
PIPER AIRCRAFT
PA-42/42-720
IGNITION CABLES
The two ignition cable assembliesconsist of electricalleads containedin flexiblemetal braiding with coupling
nuts at each end and mountingflangesfor attachmentto engine fire seals. Observeall safetyprecautionswhen
working on ignition system. Refer to UACL Maintenance Manual, Part No. 3021442, Chapter 74-20-01 for
PT6A-41and MaintenanceManual,Part No. 3032842,for PT6A-61,for completeservice information.
REMOVAL OF IGNITION CABLES
1. Removepower fromignitionsystem.
- WARNING
RESIDUAL VOLTAGE IN THE EXCITER CAN BE VERY HIGH

ENSURE IGNITION IS OFF AND SYSTEM IS INOPERATIVE
NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS
WITH BARE HANDS.
2. Disconnectignitioncable couplingnuts from ignitionexciterand sparkigniters.
CAUTION-
WHEN UNSCREWING COUPLING NUTS, DO NOT ALLOW

BRAIDING, FERRULES OR IGNITER TO TURN AT THE
SAME TIME. NEVER USE LUBRICANT CONTAINING
GREASE OR SILICONE, OR LUBRICANTS SUCH AS
PETROLATUMON ANY IGNITION COMPONENT. DO NOT
APPLY LUBRICATION TO ANY CABLES WITH TEFLON
INSULATEDSLEEVES.
3. Unscrewcouplingnuts of divertervalve outlet tube at ee adapter and divertervalve. Allow residualoil to
drain and cap both end fittingsand tube.
4. Remove all self-lockingnuts and bolts securing ignition cable loop clamps to engine assembly. Remove
loop clampsfrom ignitioncables.
5. Removeself-lockingnuts and bolts securingcable flangesand fireseal supportbracketto rear fireseal.
6. Removeself-lockingnuts and bolts securingcable flangesand bracketsto front fire seal.
7. Remove front and rear sectionsof ignitioncablesthroughfire seals;removecables.
INSPECTION OF IGNITION CABLES
Refer to paragraphon CLEANING,beforeinspectingignitioncables.

1. Inspectcablesfor signsof damageto braidingand for generalcondition.
2. Inspectcable couplingnuts for signsof corrosion.
3. Inspectcentralconductorand insulationfor damage.
74-20-00
Page 4
Reissued:December31,1989 5F22
PIPER AIRCRAFT
PA-42/42-720
1. PRESSURETRANSMITTER
2. MANIFOLD
3. SWITCH(PRESSURE)
4.GOVERNOR
5. BRACKETASSY.
6. HOSE
Figure 74-1. Auto Ignition Installation
74-20-00
Page 5
5F23
PIPER AIRCRAFT
PA-42/42-720
CLEANING OF IGNITION CABLES
1. Removeall corrosionresiduewith a stainlesssteel wire brush.

2. Clean affectedareaswith methylethyl ketonedampenedcloth.
3. After cleaning,applylight film of fluorocarbonspraylubricantto affectedarea.
INSTALLATION OF IGNITION CABLES
1. Install the ignitioncablesin their respectiveholes in the front and rearfire seals.
- CAUTION-
WHEN SECURING HARDWARE TO FIRE SEALS, BOLTS

MUST BE INSTALLED WITH HEADS ON AIR INLET
OF FIRE SEALS.
2. Secure cable flangesand bracketsto front fire seal with bolts and self-lockingn nuts and torque
to 36-40 inch-pounds.
3. Securecable flangesand fire seal supportbracket to rear fire seal with bolts and self-lockingnuts. Tighten
nuts and torqueto 26-40inch-pounds.
4. Replace all loop clamps in proper positions on ignition cables. Secureto engine assemblywith bolts and
self-lockingnuts. Tightennuts and torqueto 36-40 inch-pounds.
5. Install diverter valveoutlet tube.Connectcouplingnuts to divertervalve and tee adapter Tighten coupling
nuts and torqueto 450-500inch-pounds.
AUTO IGNITION SYSTEM (Figure 74-1)
A separate auto ignition system is incorporated in each engine's ignition system. Each auto ignition system is
set to activateits ignitionunit whenengine torqueis 400 foot-poundsor less.
Each auto ignition system is controlled by its respective ignition switch. For this system to operate, the
conditionlever must beat or past low idle detentand ignitionswitchin auto.
-NOTE -
See ignition schematic,Chapter91.

TEST OF IGNITION SYSTEM
1. To test for proper annunciationand operation,proceedas follows:

a. Position engine control levers for start. Place ignition switch in MANUAL position. Amber
annunciatorlight(R/L IGN ON) must illuminate.
b. Move ignitionswitch to AUTOand ensure light remainson.
c. With switch in auto, observe annunciatorwhile increasingengine power. As torque goes above400
foot-pounds,annunciatorlight must extinguish.
2. To checkauto ignitionsystem, moveconditionlever past idle detent. Withignitionswitch in AUTO,ensure
amber annunciatorlight is illuminated.
3. For repair,contactPiper customerservice.
74-20-00
Page 6
PIPER AIRCRAFT
PA-42/42-720
GRIDS 5G1 THRU 5G3

74-20-00
Page 7
5G1
CHAPTER
AIR
5G4
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 75 - AIR
SYSTEM GRID
75- Cont./Effect.
Page 1
5G5
PIPER AIRCRAFT
PA-42/42-720
GENERAL
The PT6A-41enginecontainsthree separate air bleed systemsconsistingof two compressorair bleed controls,
a bearing compartmentair seal and bleed system,and a turbinedisc coolingsystem. Engine compressorbleed air
provides high pressureair for cabin pressurizationand the cabin environmentalsystem. (Chapter21)
Compressorbleed valve malfunctioncan cause unsatisfactorypower and performancechecks. For compressor
bleed valvemalfunctions,refer to the Pratt & WhitneyEngineMaintenanceManual,P/N 3021442Section75, for
the PT6A-41and MaintenanceManual,P/N 3032842for the PT6A-61.
The PT6A-61 engine provides additional interstage turbine bleed air for cabin pressurization and the
environmentalcontrol system by mixing compressorbleed air via a variableejector mixing valve. (See Chapter
21 for more informationon valve.)
75-00-00
Page 1
5G6 Reissued: December 31,1989
5G6
PIPER AIRCRAFT
PA-42/42-720
GRIDS 5G7 THRU 5G9

75-00-00
Page 2
5G7
CHAPTER
ENGINECONTROLS
5G10
PIPER AIRCRAFT
PA-42/42-720
CHAPTER76 - ENGINECONTROLS
SYSTEM GRID
76-00-00 GENERAL 5G14
71-10-00 DESCRIPTIONANDFUNCTION 5G14
76-10-00 POWERLEVERCONTROLCABLE 5G14

76-10-00 Storageand Handling 5G14
76-10-00 Removal 5G16
76-10-00 Installation 5G20
76-10-00 PT6A-41ENGINECONTROLADJUSTMENTPRIOR
TO FIRSTRUN 5G22
76-10-00 General 5G22
76-10-00 TrackPoint and GroundIdle Adjustments 5G22
76-10-00 Beta Valveand ResetArm Adjustments 5H4
76-10-00 Beta Light Switch Checkand Adjustments 5H6
76-10-00 PowerLevel ControlRigging 5H7
76-10-00 ConditionLever Rigging 5H8
76-10-00 PropellerControlRigging 5H9
76-10-00 PT6A-41FIRSTENGINERUN AND ADJUSTMENT 5H10

76-10-00 PreparingFor InitialEngine Startand Run 5H11
76-10-00 First EngineRun 5H11
76-10-00 CHART7601 - ENGINEOPERATINGLIMITS-

PT6A-41 5H12
76-10-00 CHART7602 - ENGINEALIGNMENT(PT6A-41) 5H14

76-10-00 EngineRunningAdjustments 5H15
76-10-00 CHART7603 - 1900RPM TORQUECURVE 5H17
76 - Cont./Effect.
Page 1
5G11
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 76 - ENGINE CONTROLS (continued)
SYSTEM GRID
76-10-00 DRY ENGINE MOTORING RUN 5H22
76-10-00 WET ENGINE MOTORING RUN 5H23
76-10-00 PT6A41 ENGINE PERFORMANCE
CHECK 5H23
76-10-00 PT6A-41 ENGINE DATA PLATE SPEED
CHECK 5H23
76-10-00 CHART 7604 - PT6A-41 POWER ASSURANCE
CHECK 5H24
76-10-00 PT6A-61 ENGINE CONTROL ADJUSTMENTS
PRIOR TO FIRST RUN 511
76-10-00 General 511
76-10-00 Rigging of Rear Linkage, Fuel Control Unit,
and Propeller Control Cam Assembly 511
76-10-00 Power Lever Control Installation 515
76-10-00 Front End Rigging 519
76-10-00 Condition (Start Control) Lever Adjustment 5110
76-10-00 Propeller Control Rigging 5110
76-10-00 PT6A-61 ENGINE RUN ADJUSTMENTS 5112
76-10-00 Preparing For Initial Start and Run 5112
76-10-00 First Engine Run 5113
76-10-00 CHART 7605 - ENGINE OPERATING LIMITS 5114
76 - Cont/Effec.
Page 2
5G12
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 76 - ENGINE CONTROLS (continued)
SYSTEM GRID
76-10-00 Engine Running Adjustments 5116
76-10-00 CHART 7606 - ENGINE ALIGNMENT (PT6A-61) 5117
76-10-00 DRY ENGINE MOTORING RUN 5J2
76-10-00 WET ENGINE MOTORING RUN 5J2
76-10-00 PT6A-61 ENGINE PERFORMANCE

CHECK 5J2
76-10-00 PT6A-61 ENGINE DATA PLATE SPEED

CHECK 5J2
76-10-00 CHART 7607 - PT6A-61 POWER ASSURANCE

CHECK 5J3
76-10-00 FEATHER STOP ADJUSTMENT ON PT6A-41

AND PT6A-61 ENGINES 5J4
76-10-00 General 5J4
76-10-00 Internal Propeller Feather Stop Adjustment 5J4
76-10-00 External Propeller Feather Stop Adjustment 5J5
76 - Cont./Effec.
Page 3
5G13
PIPER AIRCRAFT
PA-42/42-720
GENERAL
-WARNING
WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT

INSTALLED IN PIPER AIRCRAFT, IT IS THE USER'S
RESPONSIBILITY TO REFER TO THE APPLICABLE VENDOR
PUBLICATION.
This chapter containsproceduresfor the installationand adjustmentof the Pratt & Whitney CanadaPT6A-41
and PT6A-61engine controls. The first and last parts of the chaptercontain procedurescommonto both engines.
Other sectionscontainproceduresand techniquespertainingspecificallyto the PT6A-41or PT6A-61engine. For
complete description and maintenance information on components of engine controls supplied by Pratt &
WhitneyCanada,referto:
1. Pratt & WhitneyCanadaPT6A-38/41MaintenanceManual,P/N 3021442.

2. Pratt & WhitneyCanadaPT6A-60/61MaintenanceManual,P/N 3034342.
DESCRIPTION AND FUNCTION
Both enginesare controlledby three levers:

1. The powerlever,which controls:
a. Enginepower.
b. Propellerreversingmechanism.
2. The propellercontrollever.
3. The conditionlever,or start controllever used for:
a. Engine idle.
b. Fuel shutoff.
POWER LEVER CONTROL CABLE
A. Storage and Handling

-CAUTION-
BECAUSE THE POWER LEVER CONTROL CABLE

CONTAINS CLOSE SPACED BALL BEARINGS ABOVE AND
BELOW A STAINLESS STEEL RIBBON CORE, THEY
REQUIRE SPECIAL STORAGE, HANDLING, AND
INSTALLATION PROCEDURES TO PREVENT
IRREVERSIBLE DAMAGE.
1. Uncoilcable as shownin Figure76-1.
2. Straightenthe ribbonas shownin Figure76-1.
- CAUTION
DO NOT USE PLIERS TO GRIP CONTROL CABLE

SURFACES.
76-10-00
Page 1
5G14
PIPER AIRCRAFT
PA-42/42-720
SEE VIEWA
To straightenthe control, establish a hump and gently

carry it throughfrom one end to the other.
STEP1 STEP2 STEP 3 STEP 4
These steps illustratethe correct handlingof the control. To avoiddamageto this precisionball bearing
control,do notcoil like a ropeor force into position.
STEP 1 - The controlis shilledin a figureeight configuration.Lift the controlfrom the box.
STEP 2 - Hold controluprightwith both hands.
STEP 3 - Removeshippingwire.
STEP 4 - Startwith the nearestend fittingand play outthe loopsof the control,one at a time.
6.50+ STROKE
.44 DIA TYP .34 DIATYP

.69 HEX .5625-18UNF-3A
WINGCABLECONNECTION
VIEWA
Figure 76-1. Power Lever Control Cable Handling
76-10-00
Page 2
5G15
PIPER AIRCRAFT
PA-42/42-720
CAUTION
USE WRENCH FLATS ON END FITTINGS AND TERMINAL

ENDS TO PREVENT TWISTING WHEN TORQUING NUTS
OR ATTACHING HARDWARE.
THE BEND RADIUS MUST NEVER BE LESS THAN 7

INCHES. THE PLANE OF BEND CAN BE CHANGED BY
ALLOWING THE CONTROL CABLE TO COIL INTO THE
NEW PLANE.
NEVER LUBRICATE CONTROL CABLE ASSEMBLIES.
DO NOT TWIST, CRIMP, DENT, APPLY SIDE PRESSURE, OR

STAND ON CONTROL CABLE ASSEMBLY.
B. Removal
There are two power lever control cable sections:one from the cockpit power control lever to wing leading
edge betweenwing station(WS) 10.0and WS 20.0; the secondfrom this pointto the engine.
1. Removecontrolpedestalaccesscovers.
2. Remove appropriatecockpit floor panel sectionbetweenforwardpressurebulkheadand crew seattracks.
3. Removeleadingedge wing-to-fuselagefairing.
- CAUTION-
DURING REMOVAL, FAILURE TO SUPPORT THE

INBOARD LEADING EDGE UNTIL WING PNEUMATIC
DEICE HOSE CONNECTION IS DISCONNECTED MAY
RESULT IN DAMAGE TO THE HOSE OR ITS CONNECTION.
4. Supportinboardwingleading edge. Removeattachmentscrews.
5. Carefullyseparateleading edge from wing far enoughto gain accessto pneumaticdeice hose. Disconnect
deice hose and removeleading edge.
6. Removewing leadingedge fairingon inboardside of nacelle.
7. Removenacelle accesscovers aft of engine firewall.
8. Removeupper enginecowling.
76-10-00
Page 3
5G16
PIPER AIRCRAFT
PA-42/42-720
1. PROPELLERCONTROLCAM
2. RIGGINGSHIM
3. CAM FOLLOWER PIN 8
4. C CLAMP
5. POWERLEVERINPUTARM
6. FUEL CONTROLACTUATINGARM
7. CONTROLLEVERMOUNTINGBRACKET
8. HELICALSPRING
Figure 76--2. Propeller Control Cam - PT6A-41

Rigging Shim In Place
.090 DIA..
1. RIGGINGPIN
2. RIGGINGPLATE
3. REVERSELINKAGECAM
4. FUEL CONTROLUNIT
INTERCONNECTROD
Figure 76-3. Propeller Control Cam - PT6A-61
76-10-00
Page 4
5G17
PIPER AIRCRAFT
PA-42/42-720
9. Beforedisconnectingcable from powerlever or engine:
a. PT6A-41engine:
(1) Set powerlever to idle. (Camfollowerpin on propellerreverse cammust be in idle detent.)
(2) Lock reversecam linkage in place using riggingshim (P/N 51516-00)and C-clamp or small vise
grips. Donot disturb enginerigging. See Figure76-2.
b. PT6A-61engine:
(1) Set powerlever to idle. (Camfollowerpin on propellerreversecam must be in idle detent.)
(2) Insert camriggingpin. Do not disturb enginerigging. See Figure 76-3.
10. If necessary,removecable sectionbetweenwing connectionand engine.
a. Usingcalibers,measureand recorddistance (X) betweenseal nut (2) and reversepower stop (4). Refer
to Figure 76-4.
b. Backoff seal nut (2).
c. Measure distance(Y) from end of cable housingthreads(10)to supportbracket (11).
d. Loosen pivot end jam nut (12). Remove controlpivot end (7) and jam nut, without disconnectingrod
end (8).
e. Removespecialbolt (6), reversepowerstop (4), and jam nut (13) as an assembly.
f. Removeseal nut (2).
g. Removejam nut (16) on front side of supportbracket(11).
h. Pull cable throughbracket. Removerearbracketjam nut (1).
i. Disconnectcable connectorin wingleading edge.
j. Removecableclamps along wingleadingedge.
k. Note routingand attachmentpoints. Removecable section.
11. If necessary,removecable sectionbetweenpowerlever and wingconnection.
a. Place cockpitpowercontrollever in idle position.
b. Referto Figure76-5. In cockpitengine controlspedestal,measureand record distance(A) betweentop
of swivel balljoint (4) and bottomof cable end clevis (2).
c. Measure and record distance from top of supportbracket (7) and bottom of cross start and autofeather
microswitchactuatingcylinder (9).
d. Loosen cylinderset screws. Slidecylinderup on cable far enough to permit removingseal nut (5) from
threadedcablehousing (6).
e. Removeseal nut (5) and slide up on cable far enoughto expose end of threadedcable housing(6).
f. Measureand recorddistance(B) betweentop of supportbracketand end of threaded cable housing(6).
g. Loosenend clevisjam nut (3).
h. Removethreadedmale end of swivelconnector(4) and clevis (2).
i. Loosen swivel connector jam nut (10). Remove clevis jam nut (3), swivel connector (4), swivel
connectorjam nut (10), microswitchactuatingcylinder(9), and seat nut (5) from cable.
j. Removetop supportbracketjam nut (8) from cable.
k. Disconnectcable connectorin leadingedge of wing.
1. Removeall cable clampsalong wingleadingedge.
m. In cockpit controlpedestal,pushcable downthroughhole in supportbracket (7).
n. Removebottomsupportbracketjam nut (8) from cable.
o. Note routingand attachmentpoints;removecable by pullingup and out through pedestal.
76-10-00
Page 5
5G18
5G18 Reissued: December31,1989
PIPER AIRCRAFT
PA-42/42-720
11
3 4
12 7 9
16
13 6
2
1. JAM NUTS 5. JAM NUT 8. ROD END 13. JAM NUT

2. SEAL NUT 5A. LOCKWASHER 9. BOLT 14. THREADEDENDOF
3. CONTROLCABLE 6. SPECIALBOLT 10. CABLEHOUSING CONTROLPIVOT
4. REVERSEPOWER(BETA) 7. CONTROLPIVOT 11. SUPPORTBRACKET 15. THROTTLE(PIPER)ARM
STOP 12. JAM NUT 16. JAM NUT
Figure 76-4. PowerLever ControlCable EngineConnections
1. POWERLEVER(THROTTLE) 2
2. CLEVIS 3
3. CLEVIS JAM NUT 5
4. SWIVEL-BALL JOINT CONNECTOR 4
5. SEAL NUT 10
6. THREADEDCABLEHOUSING 6
7. SUPPORTBRACKET 7
8. SUPPORTBRACKET ARM
9. CROSSSTARTAND AUTOFEATHER
SWITCHESACTUATINGCYLINDER
10. SWIVELJAM NUT A
Figure 76-5. PowerLeverControlCable/PowerLever Connection
76-10-00
Page 6
5G19
PIPER AIRCRAFT
PA-42/42-720
C. Installation
1. Install cable sectionbetweenwingconnectionand engine:

- CAUTION
DURING INSTALLATION,CABLE SHOULD BE ROUTED

WITHOUTRESTRAINTAT EITHEREND. DO NOT TWIST
OR USE UNDUEOR EXCESSIVEFORCE.
-NOTE-
Beforeinstallingnew cable section,be sure respectivecable ends are

at their properpositions.
a. Starting at enginenacelle,carefullywork cablethroughnacelle and engine firewall.
b. Refer to Figure764. Installjam nut (1) 2 inchesonto controlcable housing(10).
c. Insert cable through supportbracket (11). Installjam nut (16) that butts against front side of support
bracket.
d. Adjust the front and rear support bracket jam nuts until distance (Y) between end of cable housing
threads (10) and support bracket (11) equals the distance determinedduring removal. If cable is being
installedduringan engineinstallation,adjustdistance(Y) 1.60± 0.020 inches.
e. Tighten supportbracketjam nuts.
f. Installand tightenseal nut (4). Double safetyto bracket(11).
g. If required,installjam nut (5), safetywasher (5A), and rod end (8) onto threaded male end of ball joint
swivelconnector(7). Checkfor properthread engagementin rod end.
h. Install assembledreverse power stop (4), jam nut (13) and special bolt (6) onto threadedend of cable
(3); turn until threadsbottom.
i. Installjam nut (12) onto threadedend of cable (3).
j. Install female end of ball joint control pivot (7) onto threaded end of cable (3); turn until threads
bottom.
k. Lockjam nut (12)againstcontrolpivot (7) end to a torqueof 35-40inch-pounds.
1. Lock specialbolt assembly(6) againstjam nut (12). (OnPT6A-41engines,apply torqueof 35-40inch-
pounds; on PT6A-61engines,apply torqueof 30-40inch-pounds.)
-NOTE-
Be sure cam followerpin is locked in the idle detent (track point) and
cockpit power (throttle)lever is in the idle stop. See Figures76-2 or
76-3.
m. Refer to Figure 76-4. By turning reversepower stop, adjustgap (X) to the distance determinedduring
removal. If cableis beinginstalledduring an engineinstallation,adjustdistance (X) to:
(1) (PT6A-41engine)0.840 inches.
(2) (PT6A-61engine)0.950 inches.
n. Lockjam nut (13) againstreversepowerstop (4).
o. Connectcable connectorin wingleading edge.
p. Checkthat cableis correctlyrouted and not twisted;tightencable clampsalong wing leadingedge.
q. Installengine cowlingand nacelleaccesscovers.
76-10-00
Page 7
5G20
PIPER AIRCRAFT
PA-42/42-720
r. Supportwing leadingedge and connect wing deice hose. Installleadingedge on wing.
s. Installwing leading edge fairingson inboardside of nacelle and at fuselage.
t. Run up enginesand check alignment(Chart7602 or Chart 7606). See paragraphC of PT6A-41 First
Engine Run and Adjustments,or paragraph C of PT6A-61 Engine Run Adjustmentsfor proceduresto
make necessaryalignmentadjustments.
2. Install cable betweenpower lever and wing connection.
-CAUTION-
DURING INSTALLATION, CABLE MUST BE ROUTED

WITHOUT RESTRAINT TO EITHER END. TWISTING OR
EXCESSIVE FORCE WILL DAMAGE CABLE.
-NOTE-
Before installingnew cable section,be sure respectivecable ends are

at their proper position.
Before installingcable, check that cam followerpin is locked in the

idle detent (track point) and cockpit power (throttle) lever is in the
idle stop. See Figures76-2 or 76-3.
a. Refer to Figure 76-5. Starting at cockpit engine control pedestal, carefullywork cable along routing
(notedduring removal)to junction of fuselageand wing.
b. Carefullyroutecable through fuselage and along wing leading edge to junction point with cable section
from engine. Do not connectcable sectionsor tightencable clamps.
c. Installcockpit controlpedestalsupportbracketbottomjam nut (8).
d. Taking care not to bend or twist cable, continuefeedingcable throughpedestal and fuselageuntil it can
be insertedthroughhole in supportbracket (7) fromthe bottom.
e. Feed cable up throughsupportbracket (7). Installsupportbracket top jam nut (8).
f. Adjust support bracket jam nuts (8) so that distance (B) from top of support bracket (7) to end of
threadedcable housing(6) is same as that checkedand recordedduring cable removal. If distance (B)
is unknown,adjustto 1.10± 0.10 inches. Tightenjam nuts (8).
g. Installseat nut (5) and tighten.
h. Slidemicroswitchactuatingcylinder(9) onto cable. Do not tighten set screws.
i. Install swivel connectorjam nut (10) and swivel connector(4) onto threaded end of cable (6). Bottom
threadson swivel connector,tightenjam nut and safety.
k. Installthreaded male end of swivel connectorinto control lever clevis (2). Adjust so that distance (A)
betweentop of swivel ball joint connector(4) and bottomof clevis (2) is same as checkedand recorded
during cable removal. If distanceis unknown,adjustto:
(1) (PA-42)0.75 inches.
(2) (PA42-720) 1.00 inch.
l. Tightenclevisjam nut (3).
m. Position cross start and autofeathermicroswitchactuatingcylinder (9) so that the distance from top of
support bracket(7) to bottomof actuatingcylinderis the same as checkedand recordedduring removal.
Tightenset screws.
76-10-00
Page 8
PIPER AIRCRAFT
PA-42/42-720
n. If distance from top of support bracket to bottom of actuating cylinder is known, slide actuating
cylinder as far up on cable as possible and snug set screws. Exact cylinder adjustment must be
accomplishedduring enginegroundrun. See crossstart and autofeatheror autofeatheradjustments
o. Connectand safety wingconnector.
p. Checkthat cable is routedcorrectlyand not twisted;tighten cable clampsin wing leadingedge.
q. Seal cable at fuselage.
r. Supportingwingleading edge; connectwingdeice hose. Installleadingedge on wing.
s. Installenginecowlingand nacelle accesscovers.
t. Installwing leadingedge fairingson inboardside of nacelleand at fuselage.
u. Install cockpit floor panels. Do not install pedestal access covers until final micro-switch actuating
cylinderand power cable adjustmentsare made.
v. Run up engines and check alignment(Chart7602 or Chart 7606). See paragraph C of PT6A-41 First
Engine Run and Adjustments,or paragraphC of PT6A-61Engine Run Adjustmentsfor proceduresto
make necessaryalignmentadjustments.
w. Adjust microswitch actuating cylinder. See cross start and autofeather adjustments or autofeather
adjustments.
x. Installenginecontrol pedestalaccesscovers.
PT6A-41 ENGINE CONTROL ADJUSTMENTS PRIOR TO FIRST RUN
A. General
This section describesengine control adjustmentsrequiredafter installingthe PT6A-41engine. Adjustments

necessaryprior to first enginerun, and adjustmentsmade during and followingfirst engine run are described.
The required adjustmentsinvolve the fuel control unit (fcu), the cam assemblyor cam box, and the propeller
governor. Figure76-6 shows the locationsof these controls.
Completeproceduremust be followedand all stepsperformedin the sequencespecified.
Refer to Pratt & WhitneyCanada PT6A-38/41MaintenanceManual,P/N 3021442,for detailed descriptionof
the operatingprinciplesand functionsof enginemountedcontrols.
B. Track Point And Ground Idle Adjustments

-CAUTION-

WILL RESULT IN BENDING OR KINKING OF WIRE ROPE.
76-10-00
Page 9
5G22
PIPER AIRCRAFT
PA-42/42-720
21
A. FUEL CONTROL UNIT (FCU) 16. CONDITION LEVER ARM

B. CAM ASSEMBLY 17. CONDITION LEVER ARM EXTENSION
C. PROPELLER GOVERNOR (P/N 50353-02)
1. ACCELERATION ADJUSTMENT 18. CONDITION LEVER CABLE
2. FCU ARM 19. PROPELLER CONTROL AIR
3. FCU ARM EXTENSION PRESSURE (Py) TUBE
4. FCU ARM SERRATED SPACER 20. REVERSE PUSH-PULL WIRE ROPE
5. FCU INTERCONNECT OR CONTROL 21. CENTER FIRE SEAL MOUNTING
ROD RING
6. LOCATOR PIN (P/N 51513-00) 22. PROPELLER SPEED SELECT LEVER,
7. CONTROL LEVER MOUNTING BRACKET MAXIMUM SPEED STOP
8. PROPELLER REVERSE DEAD BAND 23. PROPELLER SPEED SELECT
ADJUSTMENT (CONTROL) LEVER
9. POWER LEVER CONTROL CABLE 24. PROPELLER LOW PITCH STOP
10. PROPELLER CONTROL CAM ADJUSTER
11. PUSH-PULL WIRE ROPE CLEVIS 25. PROPELLER GOVERNOR
12. FUEL CONTROL ACTUATING LEVER INTERCONNECT ROD
13. THROTTLE (PIPER) ARM 26. ROD END BEARING
14. CAM FOLLOWER PIN 27. FCU CONDITION LEVER
15. PIVOT PINS RIGGING PIN
Figure 76-6. Overall View - PT6A-41 Engine Controls
76-10-00
Page 10
PIPER AIRCRAFT
PA-42/42-720
TRACK
POINT
1. PROPELLERPUSH-PULLWIRE
ROPECLEVIS
2. PROPELLERCONTROLCAM
3. CAM
4. CAM FOLLOWERPIN
5. REVERSEDEARBANDADJUSTMENT
6. FCU ACTUATINGLEVER
7. CONTROLLEVERMOUNTING
BRACKET
8. PIVOTPIN
Figure 76-7. Propeller Control Cam Assembly In Track Position
1. BETARIGGINGTEMPLATE
(P/N51518-02) 5
2. LOCATORPIN (P/N51513-00)
3. FUELCONTROLUNIT (FCU)
4. FCU ARM
5. CAM ASSEMBLY(BOX) 6
6. FCU INTERCONNECT ROD
7. PIVOTPINS 7
1
RIGGINGTEMPLATELOCATORPIN
RIGGINGPOINTER
HORIZONTAL
BETA RIGGINGTEMPLATE 4
Figure 76-8. Beta Rigging Template Installation
76-10-00
Page 11
5G24
PIPER AIRCRAFT
PA-42/42-720
MANUAL
AIRPLANEMAINTENANCE
1. Refer to Figure 76-7. Removepin connectingclevis (1) to controlcam (2).
2. Refer to Figure 76-6. Disconnectfcu interconnectrod (5) from fuelcontrol actuatinglever (12).
3. Refer to Figure 76-7. Set cam followerpin (4) at track point.
a. Place cam followerpin (4) in idle positionon cam (3) as shownin detailA.
b. Slowlymovecam followerpin forwardin cam track.
c. As followerpin moves forwardcam will also move forwardslightly.
d. At point where cam just stops moving forwardis the track point. (More force would be required to
move cam followerpin past this point)
e. To confirm camfollowerpin is at correct track point, a ling through the pivot pin (8) and cam follower
pin (4) will be approximately85° from the horizontal.
4. Refer to Figure 76-2. Maintaininglinkage at track point, insert riggingshim (P/N 51516-00). Securewith
ordinaryC-clampor small vise grips.
5. Refer to Figure 76-8. Using riggingpin (2), install riggingtemplate (1), as shown. Check points A and B
are correct.
-NOTE-
It is essentialthe followingsettingbe accurate.

6. Rotate fcu arm (5) clockwisefeeling for exact point where cam inside fcu just begins to pick up governor
spring. (More forceis requiredto rotate fcu arm beyond this point.) The fcu arm should be 8° + 1° from
the horizontal,as shownon riggingtemplate.
a. If fcu arm requiresadjustment,proceedto step 7.
b. If fcu arm doesnot require adjustment,proceedto step 8.
7. Referto Figure 76-9. Adjustfcu arm.
a. Unsafetyand loosen fcu arm extension(3).
b. Changeinner serration(7) alignmentby holding spacer (2) and fcu arm (5) together and rotating one
incrementclockwise.
c. Changeouter serration(6) alignmentby holdingspacer (2) against inner serrations(7) and rotatingfcu
arm one incrementcounterclockwise.
- NOTE-
This resultsin a net armtravel of 0.6° clockwise.

d. After obtainingdesired adjustment,tighten fcu arm extension(3) to a torqueof 25-35 inch-pounds,and
safely.
1 2
1. FCU
2. SERRATEDSPACER
PIN(P/N51513-00)
4. LOCATOR
5. FCU ARM
6. OUTERSERRATIONS
5 7. INNERSERRATIONS
Figure 76-9. Fuel ControlUnit Arm Adjustment
76-10-00
Page 12
PIPER AIRCRAFT
PA-42/42-720
8. Refer to Figure 76-6. Set forwarddead band position.
a. Maintain track point.
b. Adjustlength of fcu controlrod (5). Checkthat:
(1) One rod end is installedin secondhole from end of fcu arm (2).
(2) Fcu arm is in 8° ± 1° position.
(3) Second rod end bearingis aligned with second holefrom top of fcu actuatinglever (12).
(4) After adjustments(1) through (3) are completed,lengthen fcu control rod (5) by unscrewing one
rod and bearing (26)one and one-halfturns.
(5) Tighten rod end bearingjam nuts to a torqueof 20-25 inch-poundsand safety.
(6) Using second hole from the top, securefcu controlrod to fuel controlactuatinglever.
9. Referto Figures 76-6 and 76-10. Using throttlelever alignmenttool (P/N57938-06),install throttle(Piper)
arm 90° from pivotpins. Insertbolt throughlower end of are; securewith a locknut.
1. THROTTLEARM
2. CONTROL LEVERMOUNTING
BRACKET
3. POWER(THROTTLE) CABLE
RODENDBEARING
4. BOLT
5. THROTTLELEVERALIGNMENT
TOOL(P/N57938-06)
3 6. PIVOTPINS
90 ° 5
90°
6 6
Figure 76-10a. ThrottleArm Figure76-10b. ThrottleArm

Installation AlignmentToolInstalled
10. Referto Figure 76-11. Set reversedeadband to 0.312 inches,as shown. Tightenjam nut; safety.
11. Referto Figure 76-12. Checkthat powercables are set exactlyalike.
a. Removecockpitengine controlspedestalaccesscover.
-NOTE-
The followingmeasurementsmay require moving the cross start and

autofeathermicroswitchesactuatingcylinder. So that cylinder can be
relocated accurately, determine the distance from the top of the
pedestalbracket to the bottomof the cylinderbeforemovingit.
76-10-00
Page 13
5H2
PIPER AIRCRAFT
PA-42/42-720
TRACK
POINT
Figure 76-11. Reverse Dead Band Adjustment
b. Gap between top of support bracket and end of threaded cable housing (B) should be 1.10 ± 0.10
inches. Set by adjusting support bracket jam nuts to alter length of cable extending through bracket.
c. Set gap between bottom of clevis and top of ball joint connector (A) to 0.75 inches by adjusting length
of threaded end of ball joint connector inserted into clevis.
d. Check proper thread engagement.
e. Tighten all jam nuts.
f. Install pedestal access cover.
12. Remove rigging shim and beta rigging template.
1. POWERLEVER(THROTTLE)
2. CLEVIS
3. CLEVISJAM NUT
4. SWIVEL-BALLJOINTCONNECTOR
6. THREADEDCABLEHOUSING 2 4
7. SUPPORT BRACKET 3 0.75
8. SUPPORTBRACKETJAM NUTS 4
9. CROSSSTARTANDAUTOFEATHER 9
SWITCHESACTUATINGCYLINDER
10. SWIVELJAM NUT 5
Figure 76-12. Power (Throttle) Cable Pedestal Adjustments

76-10-00
Page 14
Reissued: December 31,1989 5H3
PA-42/42-720
C. Beta Valve And Reset Arm Adjustment
1. Refer to Figure 76-13. Disconnect wire rope rear end clevis from propeller control cam.
2. Refer to Figure 76-1Oa. Disconnect poser cable (3) and throttle arm (1).
3. Refer to Figure 76-14. Disconnect interconnecting rod (12) from air bleed link (10).
4. Adjust distance between centers of interconnecting rod end bearing installation holes to 4.10 to 4.15 inches.
a. Loosen jam nuts.
b. Adjust telescoping inner (9) and outer (8) sections of interconnecting rod to obtain specified length.
c. Tighten jam nuts.
WIRE ROPE (CABLE)

REAR END CLEVIS
2ND HOLE FROM THE TOP
CONTROL CAM
CAM FOLLOWER
Figure 76-13. Wire Rope Rear End Clevis Adjustment

-NOTE-
During installation of interconnecting rod, end bearing holes should

slide easily over mounting bolts.
5. Refer to Figure 76-14. Hold reset arm (10) firmly against stop (1). Attach interconnecting rod inner pan (9)
to reset arm bolt (12).
6. Attach interconnecting rod outer part to bolt at point B.
7. Install washers and castellated nuts and safety.
8. Disconnect wire rope front end clevis (3) from propeller reversing arm (4).
76-10-00
Page 15
5H4
PIPER AIRCRAFT
PA-42/42-720
9. Adjustbeta controlclevis (5) slot end face (11)so it is flush with beta stopnut (6).
10. Maintainingslot end face (11)flush with beta stop nut (6), adjustwire rope front end clevis (3) to align with
hole in propellerreversinglever (4).
11. Connectend clevisto reversinglever with bolt and nut.
12. Tighten all back up nuts to a torqueof 65-85inch-pounds;safety.
13. Refer to Figure 76-13. Positioncam followerpin near takeoff(forward)position. Adjustlength of rear end
clevis to align with secondhole from top of controlcam with:
a. Reset arm (10) firmly againststop (1). (Figure76-14)
b. A slighttensionon wire rope.
14. Referto Figure 76-13. Lengthenwire rope by adjustingrearend clevis one half turn.
15. Connect rear end clevis to second hole from top of control cam. Check that wire rope is slightly
compressed.
71 STOP
2. WIREROPE
3. WIREROPE FRONTEND CLEVIS
4. PROPELLERREVERSINGARM
5. BETACONTROLCLEVIS
16.BETASTOPNUT
7. PULLEY
8. INTERCONNECTING ROD -
OUTERPART
9. INTERCONNECTING ROD -
INNERPART
10. AIR BLEEDLINK (RESET)ARM
11. BETACONTROLCLEVISSLOTFACE
12. RESETARM BOLT
Figure 76-14. Engine Propeller Governor - Right Side View
76-10-00
Page 16
5H5
PIPER AIRCRAFT
PA-42/42-720
D. Beta Light Switch Check And Adjustments
- CAUTION -
PROPER INSTALLATION OF FEEDBACK RING PULLER IS

ESSENTIAL TO AVOID DAMAGING LOW STOP RODS AND
FEEDBACK RING.
1. Install propeller feedback ring puller (P/N 51519-00). Refer to Chapter 61.
2. Refer to Figure 76-15. Remove beta light switch cover.
3. Set gap between actuator arm (1) and switch body (2).
a. Push plunger (5) in completely.
b. Loose switch mounting screws (10).
c. Use adjusting nut (4) to set gap to 0.032 inches.
d. Tighten switch mounting screws.
4
1. SWITCH ACTUATOR ARM
2. SWITCH BODY
3. SWITCH ASSEMBLY
4. ADJUSTING NUT
5. PLUNGER
6. JAM NUT
7. BRACKET
8. PROPELLER
REVERSING ARM
SPRING
10. SWITCH MOUNTING
SCREWS
11. FEEDBACK RING
12. CARBON BLOCK
13. CARBON BLOCK
SPACE RETAINER
14. CONSTANT SPEED
UNIT (CSU)
15. BETA NUT STOP
Figure 76-15. Beta Light Switch
76-10-00
Page 17
5H6
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE
MANUAL
4. Using plunger (5) and jam nut (6), adjust beta light switch to audibly click closed when feedback ring is
pulled 0.310 inchesforward.
5. After final adjustment,tightenjam nut (6) to a torqueof 20-25inch-pounds.
E. PowerLevel ControlRigging
-NOTE-
This paragraphdescribespower cable adjustmentsrequired following

an engine installation. If a new power cable is installed,see POWER
LEVEL CONTROL in this chapter for required preliminary
adjustments.
1. Referto Figure 76-2. Lock cam followerpin in track positionwith riggingshim.
2. Set cockpit powerleversto idle stop position.
3. Refer to Figure 76-4. Adjustrod end (8) to align with hole in throttlearm (15). Install bolt (9); tightenjam
nut (5).
4. Adjust reversestopnut (4) so that the gap (X) betweenit and the sealnut (2) is 0.840 inches.
5. Tightenjam nut (13)to a torqueof 35-40inch-pounds.
6. Removeriggingshim from cam unit.
7. Refer to Figure 76-16. Move cockpit power lever full forward. Adjust power cable as necessaryso that
maximumNg speed adjustmentscrew (5) is contactingNg stop (16). Do not adjust screw(5).
- CAUTION -

WILL RESULT IN BENDING OR KINKING OF WIRE ROPE.
8. Refer to Figure 76-13. Disconnectwire rope rearend clevis.
9. Move cockpit power control lever into reverse mode. Check that propeller cam and fcu linkages move
freely.
10. Connectwire rope clevisto secondhole from the top of propellercontrolcam.
11. Checkaccuracyof rigging.
a. Locateboth cockpit powercontrollevers full forward.
b. Refer to Figure76-16. Checkthat Ng stops (17) are contacted.
c. Checkthat cockpitpowerleversare positionedwith 3/8 inches of each other.
d. Correctriggingas necessary.
12. Adjustcockpitcontrollever stopsto provide0.06 inchlever springbackwhen Ng stopsare contacted.
76-10-00
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5H7
PIPER AIRCRAFT
PA-42142-720
1. ACCELERATION ADJUSTMENT 1
2. P1 PRESSURE PORT
3. THROTTLE LEVER /
4. Ng MINIMUM GOVERNING OR LOW 18
IDLE ADJUSTMENT 12
5. Ng MAXIMUM SPEED ADJUSTMENT 13 DO NOT
6. Ng PRESSURE PORT ADJUST
7. CUTOFF LEVER
8. FUEL INLET 2 3
9. FUEL OUTLET
10. DO NOT ADJUST
11. P2 PRESSURE PORT
12. CUTOFF STOP
13. HIGH IDLE ADJUSTMENT
14. RIGGING PIN HOLES 4
15. FUEL BYPASS PORT
16. NgSTOP
17. MAXIMUM Ng GOVERNING SET
BLOCK-STOWED POSITIONl
18. CONDITION LEVER ARM 5
19. CONDITION LEVER ARM
EXTENSION (P/N 59353-02)
17 7
Figure 76-16. PT6A41 Fuel Control Unit - Front and Right Side View
F. Condition Lever Rigging
1. Refer to Figures 76-16 and 76-17. On fuel control unit, align condition lever arm with rigging pin holes.
Insert 0.187D x 1.00L rigging pin.
2. Refer to Figure 76-18. Set cockpit condition levers (3) in low idle detent (5).
-NOTE -
Condition lever arm extension (P/N 59353-02) is added by Piper

Aircraft Corporation to increase condition lever travel.
3. Refer to Figure 76-17. Adjust condition lever cable rod end (7) to align with hole in condition lever arm
extension (3).
4. Attach rod end to arm extension using bolt and nut. Tighten rod end jam nut (8) to a torque of 35-50 inch-
pounds.
5. Remove rigging pin (1).
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Page 19
5H8
PIPER AIRCRAFT
PA-42/42-720
7 8
LEFTSIDE V
6
1. RIGGINGPIN
2. CONDITIONLEVERARM
EXTENSION(P/N59353-02)
4. HIGHIDLE STOP REARTO FRONTVIEW
5. FUELCUTOFFSTOP
6. CONDITIONLEVERCABLE 5
7. CONDITIONLEVERCABLE 2
ROD END
8. JAM NUT
9. FUELCUTOFFLINKROD 9
10. REFSTREAMER 1
10
Figure 76-17. Fuel Control Unit Condition Lever

6. Refer to Figure 76-18. To check excessive brass plate (1) wear:
a. Move cockpit condition lever (3) from low idle to high idle position checking for continuous friction.
b. Return to low idle. Lever should stop in low idle detent.
c. Check for continuous friction from low idle to fuel cutoff position.
d. Return to low idle. Lever should stop in low idle detent.
G. Propeller Control Rigging (Refer to Figure 76-19)
. Using screw, washer, and nut, attach governor arm extension (3) to governor arm (1).
1. FUEL CONTROLLEVERBRASS 2
PLATE(P/N 71106-04)
2. FUELCUTOFFPOSITION
3. CONDITIONLEVER
4. HIGHIDLE POSITION
5. LOWIDLE DETENT
6. PROPELLERCONTROLLEVER
DETENTPLATE(P/N71098-04)
7. PROPELLERCONTROLLEVERS
8. FEATHERDETENT
Figure 76-18. Control Lever Bracket Assembly
76-10-00
Page 20
5H9
PIPER AIRCRAFT
PA-42/42-720
2. Place cockpit propeller control levers in feather position.
3. Place governor arm speed select lever (9) against feather stop (8).
4. Adjust rod end bearing (5) so it aligns with hole in governor arm extension (3).
5. Using bolt (6), spacer (4), and locknut, attach rod end (5) to governor arm extension (3).
6. Tighten rod end bearing jam nut to a torque of 35 to 40 inch-pounds.
7. Move both cockpit propeller control levers forward until contacting low pitch (maximum rpm) stops.
Adjust stops to provide 0.06 inch springback.
8. Both cockpit propeller control levers must be aligned when low pitch stops are contacted. Adjust rigging as
required.
9. Refer to Figure 76-18. If necessary, install propeller control lever feather detent plate (6) in pedestal.
10. Locate propeller control levers in feather position.
11. Adjust feather detent plate (6) to just touch control levers (7).
-NOTE-
Final position adjustment of feather detent brass plate will be done

during engine run.
TOP VIEW
SECTION A-A
1. GOVERNOR ARM 8. FEATHER STOP BOLT
2. SCREW ADJUSTMENT
3. GOVERNOR ARM EXTENSION 9. SPEED SELECT LEVER
(P/N 51623-00) 10. PROPELLER CONTROL
4. SPACER STEEL ROD
5. ROD END BEARING 11. JAM NUT
6. NUT 12. LOCKNUT
7. MAXIMUM RPM STOP
BOLT ADJUSTMENT
Figure 76-19. Propeller Governor Rigging
PT6A-41 FIRST ENGINE RUN ADJUSTMENTS

-CAUTION-
DISCONNECT POWER SUPPLY PLUG FROM IGNITER

BOX. PULL IGNITION CIRCUIT BREAKER OUT.
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Page 21
5H10
PIPER AIRCRAFT
PA-42/42-720
A. PreparingFor InitialEngine StartAnd Run
After completionof engineinstallationand prerun adjustments,and beforefirst engine start, clear engine using
the followingprocedure:
1. Place 8 quarts of oil, specifiedin the latest Pratt & WhitneyCanadaServiceBulletinNo. 3001, in engine oil
tank.
2. Disconnectfuel supplyline at engine flow divider. Attach short hose to disconnectedline that permits fuel
to drain into a suitablecontainer.
3. Set cockpit conditionlever to ground idle.
4. Pull ignition circuitbreakerout.
5. Select fuel pump ON.
-CAUTION-
DO NOT EXCEED STARTER TIME LIMITS OF 30 SECONDS
ON, 1 MINUTE OFF; 30 SECONDS ON, 1MINUTE OFF; 30
SECONDS ON, 1MINUTE OFF. IF MORE THAN THREE
START CYCLES ARE REQUIRED, ALLOW A 30 MINUTE
COOLING PERIOD TO PREVENT OVERHEATING
STARTER.
6. Motor engine with starteruntil clean fuelis drainingfrom fuelsupply.
7. Checkthe followingduing engine motoringrun:
a. Indicatingneedleson Ng (N) and Np (N2)instrumentsrotate in correctdirection.
b. Oil pressure.
c. Fuel flow and fuel pressure.
8. Move conditionleverto cutoffposition. Check that fuel flow stops instantly.
9. Checkthat oil level is one quart belowmaximumcold indication. Serviceas required.
10. Removedrain hose attachedduring step 2; connect fuel supplyline to flowdivider and safety.
11. Checkfor fuel and oil leaks. Serviceas required.
12. Checkthat the followingsystemsand instrumentshave beencalibrated:
a. Interturbinetemperaturesystem.
b. Torquepressureindicatingsystem.
c. Ng (N1)and Np (N2)indicatinginstruments.
(1) Refer to Chapter77 for calibrationprocedures.
13. Push ignitioncircuitbreakerin.
14. Connectpower supplyplug to igniterbox; safety.
15. Install lower enginecowl and groundrun cowl.
- CAUTION -
BE SURE AIRPLANE'S WHEELS ARE CHOCKED BEFORE

PERFORMING ENGINE RUNS. BRAKES MAY FAIL OR
AIRPLANE MAY ROLL DURING HIGH POWER SETTING
ENGINE RUNS.
B. First Engine Run
1. Takethe followingsafetyprecautionsbeforegroundtesting engines:

a. Position airplaneinto wind.
b. Set parkingbrake.
c. Chock wheels.
d. Check that a mannedfire extinguisheris readily availableoutsideairplane.
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Page 22
5H11
PIPER AIRCRAFT
PA-42/42-720
e. Clear area around airplane of loose objects.
f. Check that engine intakes and exhausts are free of foreign objects.
g. Clear personnel from danger areas around airplane.
h. For other than ground idle engine runs of short duration, install engine lower cowl and ground run cowl.
- CAUTION-
BEFORE ATTEMPTING TO START THE ENGINE,

PERSONNEL SHOULD BE QUALIFIED BY A PILOT OR
OTHER RESPONSIBLE PERSON EXPERIENCED ON
ENGINE START AND SHUTDOWN PROCEDURES, AND
SYSTEM FUNCTIONS REQUIRED TO PROPERLY AND
SAFELY OPERATE THE POWER PLANTS. USE OF THE
PILOT'S OPERATING MANUAL FOR THIS INFORMATION
IS REQUIRED.
DURING ENGINE RUN, COMPLY WITH ALL ENGINE

OPERATING LIMITATIONS SPECIFIED IN CHART 7601.
CHART 7601. ENGINE OPERATING LIMITS PT6A-41
OPERATING
CONDITION OPERATING LIMITS
OIL
TORQUE (1) MAXIMUM OIL TEMPERA-
OBSERVED Ng (8) Np PRESSURE TURE
POWER SETTING SHP 2000 1900 1700 ITT°C RPM % RPM % (2) PSIG (2) °C (6) (7)
RPM RPM RPM
TAKEOFF 720 1895 750 38100- 101.5 2000 - 91 105 to 135 0 to 99
MAX.
CONTINUOUS 720 1895 1995 2230 750 38100 - 101.5 2000 - 9 105 to 135 0 to 99
MAX. CRUISE 720 1895 1995 2230 750 38100 - 101.5 2000 -91 105 to 135 0 to 99
RECOMMENDED
CLIMB CRUISE 720 1895 1995 2230 725 38100 - 101.5 2000 - 91 105 to 135 0 to 99
700 19500 - 52 60 (MIN) -40 to 99

MIN. IDLE (5)
1000 200 -40 (MIN)

STARTING (3)
2750 850 38500- 102.6 2200- 100 0 to 104

TRANSIENT (3) (4) (FIVE MIN.)
(MAX.)
MAX REVERSE (9) 200 750 105 to 135 0 to 99
76-10-00
Page 23
5H1
5H12 2 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
(1) Torquelimit applieswithinrange of 1600to 2000 prop rpm (Np), below 1600rpm torqueis limited to 1100
foot-pounds.
Torquemeter- PowerCalculations
SHP = RPM (Np)x torque(foot-pounds)x K
Where: Np = propellerRPM
K = 0.00019
(2) Normal oil pressure is 105 to 135 psig at gas generator speeds above 72%. Above 21,000 feet pressure
altitudethe minimumoil pressureis 85 psig. Oil pressuresbelow 105from sea level to 21,000 feet pressure
altitude, or below 85 psig above 21,000feet pressurealtitudeare undesirableand indicatethat oil filter may
be restricted. Oil pressure between60 and 85 psig shouldbe toleratedonly for the completionof the flight
at power settingsnot to exceed 1,100foot-poundstorque. Oil pressurebelow 60 psig is unsafe and requires
that either the engine be shut down or a landing be made as soon as possible, using the minimumpower
requiredto sustainflight Duringextremelycoldstarts, oil pressuremay reach200 psig.
(3) These valuesare time-limitedto 5 seconds.
(4) These valuesare time-limitedto 10 seconds.
(5) Adjust powerleveror conditionlever to maintainthis value.
(6) A minimumoil temperatureof 55°Cis recommendedfor fuel heater operationat takeoffpower.
(7) Oil temperaturelimitsare 40°C to 99°Cwith limitedperiods of five minutesat 104°C.
(8) For every 10°C(18°F) below -30°C(-22°F)ambienttemperature,reducemaximumallowableNg by 2.2%.
(9) Propellerreverseand Beta range operationalonly with all landinggear on the ground.
2. Start engine; idle 3 to 5 minutes. Duringengine run:

a. Cycle propeller.
b. Checkproperoperationof:
(1) Interturbinetemperatureinstruments.
(2) Engine torqueinstruments.
(3) Oil pressureand temperatureinstruments.
(4) Engine rpm(Ng) instruments.
(5) Fuel flow and fuel pressureinstruments.
(6) Propellerrpm instruments.
3. Shut downengine. Check:
a. Oil lines and connectionsfor leaks. Serviceas required.
b. Fuel linesand connectionsfor leaks. Serviceas required.
c. Engineoil level is one quartbelow full mark. Serviceas required.
d. Accessoriesmountedon and off enginefor securemountingand linkages. Serviceas required.
4. Install lower cowl and ground run cowl (Figure 76-20a).
5. Startengine.
6. Checkoverspeedgovernor.
a. Set propellercontrolto full increaserpm.
b. Advancepowerto an Np of 1600± 20 rpm.
c. Push hydraulictoppinggovernor(htg) test switchesup. Checkthat Np decreases50 to 125rpm.
d. Releasehtg testswitches.Checkthat rpm increasesto originalvalue.
7. Check auto-ignition.
a. Select ignitionswitchto automatic(AUTO).
b. Checkthat ignitionis off whentorqueincreasesto 365 ± 60 foot-pounds.
c. As torquedecreases,check ignitionis on at not less than 250 foot-pounds.
8. Check enginealignment.Refer to Chart7602. See below for necessaryengineadjustmentprocedures.
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Page 24
Reissued:December31, 1939 5H1
5H13
PIPER AIRCRAFT
PA-42/42-720
CHART 7602. ENGINE ALIGNMENT (PT6A-41)
Nominal Settings Aircraft N Number
Idle N1 52% to 56% Pilot

Idle ITT 660°C Observer
Reverse Max. 180 hp ±20 hp Date

Power
Oil Pressure 40 psi min. idle

105 to 135 psi power on Pressure Altitude Ft
Oil Temp. 0°C to 99°C OAT °C
Fuel Press. 15 to 50 psi Compute 1900 rpm Q

(From Chart 7603) Ft-Lb
Max. N2 2000 rpm
LEFT ENGINE RIGHT ENGINE
FORWARD N1 DEAD BAND FORWARD N1 DEAD BAND
Obs Pickup D.B. In. Obs Pickup D.B. In.

Reset D.B. In. Reset D.B. In.
Final Pickup Point In. Final Pickup Point In.
1900 RPM CK 1900 RPM CK
Obs Torque(Q) Lb-Ft Obs Torque(Q) Lb-Ft

Reset Q Lb-Ft Reset Q Lb-Ft
Final 1900 RPM Q Lb-Ft Final 1900 RPM Q Lb-Ft
Tolerance: ± 30 ft-lb of target value Tolerance: ± 30 ft-lb of target value

± 30 ft-lb between engines. ± 30 ft-lb between engines.
IDLE SET IDLE SET
LOW HIGH LOW HIGH

Obs Idle N1 Obs Idle N
Reset N1 Reset N1
Reset N1 Reset N1
Final Idle N1 Final Idle N1
76-10-00
Page 25
5H14
PIPER AIRCRAFT
PA-42/42-720
CHART 7602. ENGINE ALIGNMENT (PT6A-41) (continued)

REVERSE H.P. CHECK REVERSE H.P. CHECK
Torque (Q) Lb-Ft Torque (Q) Lb-Ft

x Np rpm xNp rpm
x 0.00019 shp x 0.00019 shp
hp reversemust be 180± 20, and 20 hp hp reversemust be 180± 20, and 20

differentialbetweenengines. hp differentialbetweenengines.
C. Engine Running Adjustments

- CAUTION -
WHEN ADJUSTING ENGINE LOW IDLE OR HIGH IDLE,

ENVIRONMENTAL CONTROL SYSTEM BLEED AIR AND
GENERATOR SHOULD BE ON.
-NOTE-
Left and right engineadjustmentsare alike.

1. Low idle adjustment. Refer to Figure 76-16.
a. Location: Top section of fuel control unit (fcu).
b. Position cockpit condition levers in low idle detent.
c. Using special governor adjusting tool (Figure 76-20b), set fcu low idle stop to produce 52 to 56 percent
Ng. An adjustment of 1/16 turn (22.5° ) results in 1 percent Ng change.
2. High idle adjustment. Refer to Figure 76-16.
a. Location: Top section of fcu.
b. Position cockpit condition levers to high idle.
c. Set high idle adjustment to produce 69 to 71 percent Ng. Each one flat adjustment results in 2 percent
Ng change.
76-10-00
Page 26
Reissued: December31, 1989 5H15
5H15
PIPER AIRCRAFT
PA-42/42-720
Figure 76-20a. GroundTest Cowl Figure 76-20b. Governor Adjusting

(P/N 56724-00) Tool (P/N 51517-00)
3. 1900 rpm torque adjustment.

a. Location: Beta nuts in propeller dome. See Figure 76-21.
b. Obtain the following information:
(1) Pressure altitude (PA).
(2) Outside air temperature (OAT) in degrees Celsius (°C).
(3) Refer to Chart 7603. Use PA and OAT to determine target torque.
c. Set propeller control lever to maximum rpm position.
d. Increase engine power until propeller rpm (Np) indicates 1900.
(1) Check that indicated torque is ± 30 foot pounds of target torque.
(3) Check that torque difference between engines does not exceed 30 foot pounds.
-NOTE-
Mark all beta nuts and rods with a marking pen or pencil before
makingadjustments.
e. Refer to Figure 76-21. To adjust torque:
(1) Remove propeller spinner.
(2) Turn beta nuts. On flat clockwise turn results in 30 foot pounds torque increase.
4. Forward thrust Ng pickup deadband adjustment.
a. Location: Fuel control unit interconnect rod. (Reference (5), Figure 76-6; reference (6), Figure 76-8.)
76-10-00
Page 27
5H16
PIPER AIRCRAFT
PA-42/42-720
CHART 7603. 1900 RPM TORQUE CURVE
- 860
EXAMPLE:
GIVEN:
1. PA=500FT
2 OAT= 30°
FIND:
3. PROPTORQUE= 1118FT-LBS
920
1040
I
LU
1100
1160
1220
40° 30° 20° 100 00 -10° -20 -30 ° -40 ° -50

45° 35° 25° 150 55 -5° -15° -25° -35° -45
O. A. TEMPERATURE(°C)
76-10-00
Page 28
PIPER AIRCRAFT
PA-42/42-720
AN960-6
3
13 9
12
5
10
1. BETANUT
2. REFERENCELINE
8 7 3. SPECIALWASHER(AN960-6)
4. RODPLATE
5. CHECKNUTS
6. ELASTICNUTS
7. SCREWS
8. BLADELINKARMS
9. DOMENUT
10. PISTONUNIT
Figure76-21. PropellerDomeArea
b. Position cockpit power levers to idle. Check that cam follower pin (Figure 76-7) is at track point.
c. Slowly move cockpit power levers forward. Check the Ng begins to increase after power levers have
moved 1/4 to 5/16 inches forward.
d. Set by adjustinglength of interconnectingrod. Shortenrod to decreasepower lever deadbanddistance.
5. Reversethrust Ng pickupdeadbandadjustment.
a. Location: Propellercam assembly. (ReferenceB, Figure 76-6; reference(5), Figure 76-7.)
b. Position cockpit power levers at idle. Referto Figure 76-7. Checkthat cam followerpin (4) is in track
point (detailA).
c. Slowly movepower leverstoward reversethrust.
d. Check that propellerrpm (Np)drops slightlybeforeNg startsto increase.
e. Check that reverseNg begins to increaseon both enginessimultaneously.
f. Adjust by setting reverse deadbandstop screw (5). Decreasinggap between stop screw (5) and cam
followerpin (4) willdecreasedelay betweenNp drop and Ng increase.
6. Reversemaximumpower adjustment.
a. Location: Reversepower stop on power controlcable (Figure76-4).
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Page 29
5H18
PIPER AIRCRAFT
PA-42/42-720
b. Checkmaximumreversepower is 180± 20 horsepower(hp).

(1) Start engines.
(2) Place cockpitpowerlevers in full reversepowerposition.
(3) Note propellerrpm (Np), and torque (Q) on each engine.
(4) Determinereversehorsepowerby the equation: Np x Q x 0.00019 hp.
c. Refer to Figure 76-4. To increase propeller torque,increase gap (X) betweenseat nut (2) and reverse
power stop (4).
d. Checkpropellerrpm does not exceed 1900± 10 rpm. To adjust:
(1) Location: Propellergovernorconstantspeedunit (csu). (Referto Figure 76-22.)
(2) Disconnectinterconnectingrod (5) from air bleedline arm (3).
(3) Move resetarm (3) away from stop as far as it will go and secure.
-NOTE-
Propellercsu cannotdiscriminatebetween1900rpm in forwardthrust
or reversethrust.
(4) Run engine. Move cockpitpower leverforwardto maximumpower stop.
-NOTE-
Theinternalmechanismof the pneumaticminimumadjustmenton the
csu is such that a clockwise adjustment could result in either
decreasing or increasing propeller rpm. Same is true with
counterclockwiseadjustment.
(5) Adjust csupneumaticminimumadjustmentscrew(4) in incrementsto obtain 1900± 10rpm.
(6) Attachinterconnectingrod (5) to air bleed line arm (3).
7. Maximumpropellerspeed (Np) adjustment.
a. Location: Propellergovernor. (ReferenceC, Figure 76-6; Figure 76-22.)
-NOTE-
Checkthat nothinginterfereswith controllinkage providingsufficient
travelto governorarm.
If both enginesrequire adjustment,adjustone engineat a time.

b. Start engine. Set cockpit propellercontrolleverto takeoff(full forward)position.
c. Advancepowerlever. Np should increaseto, and stabilizeat, 2000 rpm.
d. Adjustgovernormaximumrpm stopbolt (1) as required. Clockwiseadjustmentdecreasesrpm.
8. Maximumgas turbinespeed (Ng) in flight.
a. Refer to Chart7601 for maximumcruiseengineoperatinglimits.
b. Refer to Pratt & Whitney Canada PT6A-38/41MaintenanceManual, P/N 3021442, chapter 71, for
checkingand adjustmentprocedures.
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Page 30
Reissued:December31,1989 5H19
5H19
PIPER AIRCRAFT
PA-42/42-720
1. MAXIMUMNp STOP BOLT

ADJUSTMENT
2. Np SPEEDSELECTLEVER
3. AIR BLEEDLINE (RESET)ARM
4. PNEUMATICMINIMUM
ADJUSTMENTSCREW
5. INTERCONNECTING ROD
3
Figure 76-22. Propeller Governor Pneumatic Adjustment
9. Feathering detent plate adjustment (Figure 76-18).

- CAUTION-
DO NOT PERMIT PROPELLER TO FEATHER WHEN

ADJUSTING FEATHERING DETENT PLATE.
a. Start engines.
b. Set propellercontrolleversto full high rpm.
c. Move powerlevers forwarduntil propellerrpm is 1900.
d. Pull propellercontrollevers(7) back againstfeatherdetent (8).
e. Adjustplate (6) positionto obtain 1500to 1600propellerrpm.
f. Pull propellercontrols(7) past detent(8) into featherposition.
g. Checkthat propellerfeathers.
10. Cross start and autofeatheradjustment.
a. Place a strip of maskingor othersuitable tapeon upper pedestalcoverbetweenpower levers.
b. Startboth engines.
c. Advanceboth power leversto 69 to 75 percentNg. Mark lever positionson tape.
d. Advanceboth power leversto 80 to 83 percentNg. Mark lever positionson tape.
e. Shut downengines.
- CAUTION-
WHEN POSITIONING MICROSWITCH ACTUATING

CYLINDERS, CHECK THAT SET SCREWS DO NOT
INTERFERE WITH SWITCH ROLLERS.
76-10-00
Page 31
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE
MANUAL
f. Removeenginecontrolspedestalaccesscovers.
g. Set powerleversto crossstart positionmarkedon tape.
h. Refer to Figure 76-23. Position switch actuating cylinders (4) to just make contact with cross start
switch roller(5). Tightenset screws.
i. Set power leversto autofeatherpositionmarkedon tape.
j. Actuatingcylinders(4) shouldjust contactautofeatherswitch roller(6). Adjustas required.
-NOTE-
Cross start and autofeathermicroswitchmounting holes are slotted.

Fine adjustmentscan be made by changingswitch position.
k. Start engines. Check cross start engages between69 and 75 percent Ng. Check autofeathersystems
engage between80 and 83 percentNg.
1. SWITCHACTUATINGCYLINDER 2
2. JAMNUT
3. SWIVELBALLJOINTCONNECTOR
4. ACTUATING
CYLINDER SETSCREWS
5. CROSSSTARTSWITCHROLLER
6. AUTOFEATHERSWITCHROLLER
7. CROSSSTARTSWITCH
8. AUTOFEATHER
SWITCH
9. THROTTLE
CABLESEALNUT
Figure 76-23. Power Lever Cross Start and Autofeather Switches
11. Checkengine accelerationmatch.

a. Refer to Pratt & Whitney Canada PT6A-38/41MaintenanceManual, P/N 3021442, chapter 71, for
check procedure.
b. If engines do not acceleratethe same,check for correct controlsrigging.
c. If riggingis correct,referto Pratt & WhitneyCanadaenginemaintenancemanual, chapter72.
-NOTE-
Suspect the slower engine.
76-10-00
Page 32
5H21
PIPER AIRCRAFT
PA-42/42-720
12. Powerlever stagger adjustment.
a. Cause: Unevenfuel demandbetweenthe two engines.
b. Adjust length of power control cable when stagger is consistent between 300 and 1000 foot-pounds
torque.
c. Adjust fcu lever arm (Figures 76-6 and 76-9) when stagger increases as power levers are moved
forward. Refer to Track Point and GroundIdleAdjustments.
-NOTE-
Before adjusting fcu arm, establish a reference by making a light

scribe line acrossthe serratedparts.
(1) Adjust fcu arm0.6° counterclockwiseon enginecontrolledby most forwardpower lever.
(2) Adjustfcu arm 0.6° clockwiseon enginecontrolledby most rearwardpowerlever.
(3) Adjustlength of fcu interconnectrod to attachin secondhole from end of fcu arm.
13. Power leverknob splitcheck and adjustment
a. Start both engines.
b. Set propellercontrollevers to maximumpropellerrpm (Np) position.
c. Increasepower until Np of both enginesis 1900rpm.
d. Note relativepositionof powerlever knobsand any torquebetweenengines.
e. If knob splitexceeds 1/8 knobor torquedifferencebetweenenginesexceeds30 foot-pounds:
(1) Set propellercontrolsto maintain 1900rpm.
(2) Set power controls to highest possible torque between 1800 and 2000 foot-poundspermitted by
groundhandlingdifficulties.
(3) Record power lever knob split, gas turbine rpm (Ng), propellerrpm (Np), engine torque (Q), and
fuel flow (F/F)of both engines.
(4) Determinethe averageNg.
(5) Adjust powerto operateboth enginesat the averageNg.
f. If knob split remains more than 1/8 knob, but torque difference is less than 30 foot-pounds,check
engine controlsrigging.
g. If torque difference exceeds 30 foot-pounds, but knob split is less than 1/8 knob, calibrate torque
gauges. Referto Chapter77.
h. If above adjustments or calibrations do not correct knob split of torque difference, refer to Pratt &
WhitneyCanadaPT6A-38/41MaintenanceManual,P/N 3034342.
DRY ENGINE MOTORING RUN
The dry enginemotoringrun is used:

1. To clear engineof trappedfuel or vapors after an unsuccessfulengine start.
2. To check fuelsystem for leaks after a componentreplacement.
3. If there is evidenceof a fire withinthe engine.
-NOTE-
See Pratt & Whitney CanadaPT6A-38/41MaintenanceManual,P/N

3021442,Chapter71, for dry engine motoringrun procedures.
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PIPER AIRCRAFT
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WET ENGINE MOTORING RUN
A wet engine motoringrun is used strictly for engine maintenancepurposes. It is not a part of normal engine
start procedures.
-NOTE-
See Pratt & Whitney CanadaPT6A-38/41MaintenanceManual,P/N

3021442,Chapter71, for wet engine motoringrun procedures.
PT6A-41 ENGINE PERFORMANCE CHECK
-NOTE-
Engine instrumentation and altimeter must be correctly calibrated

beforeattemptingany powerchecks.
Engine performancecheck proceduresmust be done periodicallyto detect engine performancechanges and
mechanicaldeterioration. Refer to Pratt & Whitney Canada PT6A-38/41MaintenanceManual, P/N 3021442,
Chapter71 and to Chart7604, for specificcheckprocedures.
ENGINE DATA PLATE SPEED CHECK
The gas generator trim speed, recordedduring final engine acceptance tests, is stampedon the engine data
plate. Data plate speed check curves are used to determinedesired engine performanceparameters. Refer to
Pratt & Whitney Canada maintenancemanual and informationletter number eight for specific instructionsand
power assurancecheck curves requiredfor performingthesetests.
-NOTE-
Procedures for adjusting and rigging PT6A-61 engine controls begin

on the following page.
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5H23
PIPER
AIRCRAFT
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CHART 7604. PT6A-41 POWER ASSURANCE CHECK
540
520
500
480
460
440
420
400
380
LL
0
800
750
700
650
600
550
500
ENGINEAIRINLETTEMPERATURE
(°C)
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PIPER AIRCRAFT
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PT6A-61 ENGINE CONTROL ADJUSTMENTS PRIOR TO FIRST RUN PPS 50057B
A. General
This sectioncontainsenginecontrol adjustmentsrequiredafter installingthe Pratt & WhitneyCanadaPT6A-61

engine. Adjustmentsnecessaryprior to first engine run, and adjustmentsmade during and followingthe first
engine run are described.
The required adjustmentsinvolve the fuel control unit (fcu), the propeller control cam assemblyor cam box,
and the propellergovernor. Figure 76-24showsthe locationof these controls.
The PT6A-61 engine may be equipped with either a Woodward type II or type III fcu. If replacementis
necessary,the type III fcu is substitutedfor the type II. Providingenginesare riggedcorrectly,no difficultieswill
be encounteredby havinga type II fcu installedon one engine,and a type II on the other engine.
The completeproceduremust be followedand all stepsperformedin the sequencespecified.
Referto Pratt & WhitneyCanadaPT6A-60/61MaintenanceManual,P/N 3034342,for the operatingprinciples
and functionsof enginemountedcontrols.
-NOTE
To replace power control cable, refer to POWER LEVEL CONTROL

CABLE, in this chapter.
B. Rigging Of Rear Linkage, Fuel Control Unit (fcu), And Propeller Control Cam Assembly
1. Checkthat powercontrolcables are set exactlyalike.

-NOTE-
The following measurementsand adjustments may require moving

the autofeathermicroswitchactuating cylinder. To relocate cylinder
accurately, record the distance from the top of pedestal bracket to
bottomof cylinder beforemovingit.
a. Removecockpitengine controlspedestalaccesscovers.
b. Refer to Figure 76-25. Adjust support bracket jam nuts (8) to set gap (B) between top of support
bracket (9) and end of threadedcable housing(7) to 1.10± 0.10 inches.
c. To set a 1.00inch gap (A) betweenbottomof clevis (2) and top of connector,adjust length of threaded
male end of balljoint connector.
d. Check for proper threadengagement.
e. Tighten alljam nuts.
f. Install pedestalaccesscovers.
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PIPER AIRCRAFT
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1. PUSH-PULL WIRE ROPE REAR 12. RIGGING PLATE

END CLEVIS 13. CONDITION LEVER ARM EXTENSION
2. PROPELLER CONTROL CAM 14. CONDITION LEVER CABLE
3. FCU INTERCONNECT OR 15. PROPELLER CONTROL AIR
CONTROL ROD PRESSURE (Py) TUBE
4. FUEL CONTROL UNIT 16. RIGGING PIN
ACTUATING LEVER 17. PROPELLER GOVERNOR
5. FUEL CONTROL UNIT LEVER INTERCONNECT ROD
6. CONDITION LEVER ARM 18. CONSTANT SPEED UNIT
7. SERRATED SPACER 19. PROPELLER GOVERNOR ARM
8. FCU ARM EXTENSION 20. PROPELLER MAXIMUM RPM
9. POWER LEVER CONTROL CABLE 21. REVERSE PUSH-PULL
10. THROTTLE (PIPER) ARM WIRE ROPE
11. CAM FOLLOWER PIN
Figure 76-24. Overall View - PT6A-61 Engine Controls
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PIPER AIRCRAFT
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1. POWER LEVER (THROTTLE)

2. CLEVIS
3. CLEVIS JAM NUT
4. SWIVEL-BALL JOINT CONNECTOR
5. SEAL NUT
8. SUPPORT BRACKET JAM NUTS-
ACTUATING CYLINDER
Figure 76-25. Power (Throttle) Cable Pedestal Adjustments
2. Throttle (Piper) arm installation.

a. Refer to Figure 76-26. Place throttle arm (1) onto pivot pin (8).
b. Insert rigging pin (5) through hole in throttle arm (1), rigging plate (7), fuel control actuating lever (2),
and propeller cam (3).
c. Insert bolt with washer (6) from rear to front, through bottom of throttle arm (1).
d. Install washer and nut onto bolt; tighten nut.
3. Interconnect rod installation. (Refer to Figure 76-27)
a. Disconnect push-pull cable clevis (1) from propeller cam (2).
b. Loosen rod end bearing jam nuts (12).
c. Adjust rod ends so that distance (X) between centers of installation bolt holes (11) is 8.60 inches.
1. THROTTLE (PIPER) ARM

2. FUEL CONTROL ACTUATING LEVER
3. PROPELLER CAM
4. INTERCONNECT ROD END 5
5. RIGGING PIN (0.090 INCH DIAMETER)
6. BOLT, WASHER, AND NUT
7. RIGGING PLATE
Figure 76-26. Propeller Cam Assembly - Front To Rear View

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d. Using bolt, washer, and castellated nut, attach one end of interconnect (3) to bottom hole in fuel control
actuating lever (4).
e. Using bolt, washer, and castellated nuts, attach other end of interconnect rod (3) in outer (top) hole of
fcu fuel control arm (5).
f. Check rod end bearing (11) thread engagement; tighten jam nuts (12).
g. Tighten castellated nuts to 24 inch-pounds; safety with cotter pins.
1. PUSH-PULL CABLE REAR END CLEVIS

2. PROPELLER CAM
3. INTERCONNECT ROD
4. FUEL CONTROL ACTUATING LEVER
5. FUEL CONTROL ARM
6. CAM FOLLOWER PIN 2
7. SERRATED SPACER
8. RIGGING PIN (0.090 IN.DIA)
9. RIGGING PLATE 4
10. PIVOT PIN
11. ROD END BEARING
12. ROD END BEARING JAM NUTS
Figure 76-27. PT6A-61 Interconnect Rod Rigging
4. Low idle stop adjustment.

a. Refer to Figure 76-27. Insert rigging pin (8).
b. Install interconnect rod (3).
c. Check that fcu power lever is firmly against low idle stop. Use serrated spacer on fcu to adjust.
-NOTE -
See Figure 76-29 for Woodward type II fuel control unit. See Figure
76-30 for Woodward type III fuel control unit.
The following will result in a net arm travel of 0.6 ° clockwise.
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(1) Refer to Figures76-28and 76-29or 76-30,as appropriate. Unsafetyand loosen fcu arm extension.
(2) Change inner serration alignment by holding spacer and fcu arm together and rotating one
incrementclockwise.
(3) Changeouter serrationalignmentby holding spacer against inner serrationsand rotating fcu arm
one incrementcounterclockwise.
d. Tighten fcu armextensionto a torqueof 30 inch-poundsand safety.
e. Remove riggingpin. Rotate throttlearm (Figures76-26 and 76-31) full forward. Checkthat fcu power
lever contactsmaximumforwardNg stop (Figures76-29 or 76-30).
f. Rotate throttle arm to full reverse position. Check that fcu power lever contacts maximum reverse
power stop.
g. Set throttlearmto idle (track)position;insertriggingpin.
C. Power Level Control Lnstallation

-NOTE-
This paragraphdescribespower cable adjustmentsrequiredfollowing

an engine installation. If a new power cable is installed,see POWER
LEVERCONTROLCABLEfor preliminaryrigging.
1. Refer to POWERLEVERCONTROLCABLE,paragraphC. Completeitems I a through 1m, as required.
2. Set cockpit powerlevers in idle stop.
3. Referto Figure 76-31. Install riggingpin (19).
4. Adjust rod end bearing(15) to align with hole in top of throttle arm (18). Install using bolt (16), washers,
and castellatednut. Safety with cotter pin.
5. Tightenjam nut (13); crimp safetywasher(14).
6. Remove riggingpin (19). Push cockpit thrustlevers full forward.
SEPERATED
1. SERRATED
SPACER
2. FUELCONTROL
ARM
EXTENSIONNUT
3. FUELCONTROL
ARM
4. OUTERSERRATIONS
5. INNERSERRATIONS
5 3
Figure 76-28. Fuel ControlArmSerratedSpacerAdjustment
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5I5
PIPER AIRCRAFT
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12
1. MAXIMUMREVERSEPOWER
STOP
2. POWERLEVERBOSS
3. INNERSERRATIONS
4. MAXIMUMFORWARDPOWER(Ng)
STOP0.9%
5. HIGH IDLESTOPADJUSTMENT
(0.73% PERTURN)
6. LOW IDLESTOPADJUSTMENT
(0.34%PER TURN)
7. CONDITIONLEVERCAM
8. POWERLEVER
10. CONDITIONLEVERCABLE
11. ROD END
JAM NUT
Figure 76-29. Woodward Type II Fuel Control Unit - Left Side View
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5I6 Reissued: December 31, 1989
5I6
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE
MANUAL
LEVERCABLE
FCUARM
IDLEADJUSTMENT
2% PERFLAT
LOOSENLOWERSCREW
ANDTIGHTENUPPER
SCREWTO LOWER
DO NOT LOOSENNUT
Figure 76-30. Woodward Type III Fuel Control Unit - Left Side View
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7. Referto Figure 76-29or 76-30. FCUpower lever shouldcontactmaximumNg forwardpowerstop. Adjust
controlcable systemas required. Do not adjustmaximumforwardNg stop screwof FCU.
- CAUTION-

MOVE POWER LEVERSINTO REVERSEPOSITIONWHEN
PROPELLER PUSH-PULL WIRE ROPE CLEVIS IS
CONNECTED TO PROPELLER CAM, WILL RESULT IN
BENDINGOR KINKINGOF WIRE ROPE.
8. Referto Figure 76-27. Disconnectpush-pullwire rope clevis (1) from propellercontrol cam (2).
9. Refer to Figure 76-29 or 76-30. Move cockpit power levers into reverse mode until FCU power lever
contactsmaximumreversepower stop.
10. Refer to Figure 76-31. Adjust reversepower stop (7) so that gap (X), betweenpower stop and seal nut (4),
is at least 0.010 inches.
11. Move cockpit power levers forward past idle position,then back to idle gate. Adjust power control cable
rod end bearing(Figure76-31),if required,so that:
a. FCU lever idle stop (Figure76-29 or 76-30)is beingcontacted.
b. Riggingpin holes on propellercontrolcam assembly(Figure76-26) are aligned.
12. Refer to Figure 76-27. Connectpush-pull wire rope rear end clevis (1) at second hole from top of propeller
cam (2) with pin and washer,safetywith cotter pin.
1. POWER(THROTTLE)CABLE 7. REVERSEPOWER(BETA)STOP 13. JAM NUT
HOUSING 8. SPECIALBOLT 14. SAFETYWASHER
2. JAM NUTS 9. THREADEDCONTROLCABLE 15. ROD ENDBEARING
3. THREADEDCABLEHOUSING 10. JAM NUT 16. BOLT
4. SEAL NUT 11. SWIVEL-BALLJOINTCONNECTOR 17. RIGGINGVALVE
5. THREADEDCONTROLCABLE 12. THREADEDMALEEND OF 18. THROTTLE(PIPER)ARM
6. JAM NUT CONTROLPIVOT 19. RIGGINGPIN
Figure 76-31. PowerLever (Throttle)Cable Installation
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D. Front End Rigging

-NOTE-
Propellerand carbonblock must be installedbeforemakingfollowing

adjustments.
1. Beta valve adjustment.
a. Location: Rightside of propellergovernor. (See Figure 76-32.)
b. Set cockpitpower controllever in takeoff(fullforward)position.
c. Face of beta valveclevis slot (11) shouldbe flushwith beta stop nut (6). To adjust:
(1) Disconnectwire rope front end clevis(3) from reversingarm (4).
(2) To maintainface of beta valve clevis slot (11) flush with beta stop nut (6), adjust front end clevis
(3) to alignwith hole in reversingarm (4).
(3) Attachfront end clevis(3) to reversingarm (4) with bolt and castellatednut.
d. Tighten all backup nuts to a torqueof 68-85 inch-poundsand safety.
2. Interconnectrod adjustment.
a. Location: Rightside of propellergovernor. (See Figure 76-32.)
b. Refer to Figure 76-27. With cockpit powerlever in idle position,check that cam followerpin (6) is in
track point.
c. Refer to Figure76-32. Checkgap betweeninterconnectingrod outerpart (8) and hex face of inner part
(9) is 0.060 inches. To adjust:
(1) Loosen rod end bearingjam nut (13).
(2) Set 0.060inch gap by adjustingouterpart (8) of interconnectingrod.
(3) Tightenjam nut (13); safety.
A
13
1. STOP 1 2
2. WIRE ROPE(CABLE)
3. WIRE ROPEFRONT
END CLEVIS
4. PROPELLERREVERSING
ARM
5. BETACONTROLCLEVIS
6. BETASTOPNUT
7. PULLEY
8. INTERCONNECTING ROD - 5
OUTERPART 10
9. INTERCONNECTING ROD - \
INNERPART 12 8
10. AIR BLEEDLINK 6 5
(RESET)ARM
11. BETAVALVECLEVIS
SLOTFACE
12. ROD ENDBEARING 7
13. JAM NUT
11
Figure76-32. PT6A-61EnginePropellerGovernor- Right Side View
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PIPER AIRCRAFT
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E. Condition (Start Control) Lever Rigging
-NOTE-
Conditionlever and start control are the same. Low idle is same as
groundidle.
1. Refer to Figure 76-33. Check that fuel condition cable rod end bearing (3) is disconnectedfrom condition
lever arm extension(4).
2. Refer to Figure 76-34. Set cockpitconditionlever (4) to locateroller(3) in low idle detent (2).
3. Refer to Figure 76-33. PositionFCU conditionlever arm (6) in low idle position.
4. Insert a 0.187 inch bolt riggingpin (5) through elongatedholein conditionlever arm (6) into rigginghole in
FCU.
5. Adjust conditionlevercable rod end bearing(3) to align with hole in conditionlever arm extension(4).
6. Attach rod end bearing (3) to arm extension(4) withbolt and nut.
7. Tighten rod end bearingjam nut (2) to 35-50inch-pounds.
8. Removeriggingpin (5).
9. Position conditionlever arm(6) in high idle position. Checkthat lever arm is contactinghigh idle stop (7).
10. Referto Figure 76-34. Checkthat cockpitconditionlever (4) has 0.06 to 0.10 inch springback in high idle.
Adjuststop (1) as required.
11. Place conditionlever (4) in low idle detent (2).
12. Move cockpit condition lever (4) to high idle and back to low idle position. Check that condition lever
roller (3) is in low idle detent (2).
13. Move cockpit condition lever (4) to cutoff position and forward to low idle. Check that condition lever
roller (3) is in low idle detent (2).
F. Propeller Control Rigging

-NOTE-
Make following adjustments before first engine run. Final propeller

control adjustments to be made with engine running.
Installationhole in governor arm may require 100° countersinkingto

accommodatea MS24694-54bolt.
1. Referto Figure 76-35. Attach armextension(2) to propellergovernorarm (4) with bolt, washer,and nut.
2. Place cockpitpropellercontrollever in featherposition.
3. With governor arm (4) against feather stop (3), adjust rod end bearing (1) to align with hole in arm
extension(2).
4. Usingblot (9), spacer(8), two washers(10), and nut (7), attachrod end (1) to armextension(2).
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PIPER AIRCRAFT
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2. JAM NUT 7
3. ROD END BEARING
5. RIGGINGPIN
6. HIGH IDLESTOP
7. DO NOT ADJUST
8. TYPE II: LOWIDLEADJUSTMENT
TYPE III: LOWIDLESTOP
9. DO NOT ADJUST
Figure 76-33. Woodward FCU - Left Side View
1. COCKPITCONDITIONLEVERSTOP
2. NOTCH
3. CONDITIONLEVERROLLER
4. COCKPITCONDITIONLEVER
5. IDLE DETENTGUIDE
- NOTE-
RIGHT ENGINE CONDITIONLEVERSHOWN;

LEFT ENGINE ROLLER & NOTCH ON
UNDERSIDEOF GUIDE.
Figure 76-34. Cockpit Condition (Start Control) Lever - PA-42-720
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5. Tighten rod end bearingjam nut (11) to a torqueof 35-40inch-pounds.
6. Move both cockpit propellerlevers forwarduntil contactinglow pitch stops (5). Check for 0.060 inch lever
springback. Adjustlever stopsas required.
7. Check that both cockpit propeller control levers are aligned when contacting low pitch stop (5). Adjust
cable rod end bearing(1) as required.
TOP VIEW
1
9
8
SECTIONA-A
1. RODENDBEARING 7. NUT
2. ARM EXTENSION (MS20365-1032C)
(P/N51623-00) 8. SPACER
3. FEATHERSTOP (P/N 14976-72)
FRONTVIEW BOLT 9. BOLT
4. GOVERNORARM (P/N 404 444)
5. MAXIMUMRPM 10. WASHERS
STOPBOLT 11. JAM NUT
6. BOLT 12. CONSTANTSPEED
(MS24694-54) UNIT
Figure 76-35. Propeller Governor
PT6A-61 ENGINE RUN ADJUSTMENTS PPS-60107-1B
CAUTION-
DISCONNECT POWER SUPPLY PLUG FROM IGNITER

BOX. PUSH IN APPROPRIATE VOLTAGE CONTROL
(VOLTAGE CONT) AND GENERATOR RESET (GEN RESET)
CIRCUIT BREAKERS.
A. Preparing For Initial Start And Run
1. Place eight quarts of oil, specified in latest Pratt & Whitney CanadaService BulletinNo. 13001,in engine
oil tank.
2. Disconnectfuel supply line at engine flow divider. Attach short hose to disconnectedfuel line that permits
fuel to drain into a suitablecontainer.
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PIPER AIRCRAFT
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3. Set cockpit conditionlever to groundidle.

4. Pull ignition (IGNITION)circuitbreakerout.
5. Select fuelpump on.
-CAUTION-
DO NOT EXCEED STARTER TIME LIMITS OF 30 SECONDS

ON, 1 MINUTE OFF; 30 SECONDS ON, 1 MINUTE OFF; 30
SECONDS ON, 1 MINUTE OFF. IF MORE THAN THREE
START CYCLES ARE REQUIRED, ALLOW A 30 MINUTE
COOLING OFF PERIOD TO PREVENT OVERHEATING
STARTER.
6. Motor engine withstarter until clean fuel is drainingfrom fuel supplyline.
7. Checkthe followingduring enginemotoringrun:
a. Indicatingneedleson Ng and Np gaugesrotate in correct direction.
b. Oil pressure.
c. Fuel flow and fuelpressure.
8. Move conditionlever to cutoffposition. Checkthat fuel flow stops instantly.
9. Check that engineoil level is one quartbelow maximumcold indication. Serviceas required.
10. Remove drainhose attachedto fuel supplyline. Connectsupplyline to flow divider;safety.
11. Checkfor fuel and oil leaks.
12. Checkthat the followinghavebeen calibrated:
a. Interturbinetemperaturesystem.
b. Torque pressure indicating system.
c. Ng and Np indicating instruments.
-NOTE-
Refer to Chapter 77 for calibration procedures.

13. Push ignition (IGNITION) circuit breaker in.
14. Connect power supply plug to igniter box; safety.
- CAUTION
BE SURE AIRPLANE'S WHEELS ARE CHOCKED BEFORE

PERFORMING ENGINE RUNS. BRAKES MAY FAIL OR
AIRPLANE MAY ROLL DURING HIGH POWER SETTING
ENGINE RUNUP.
B. First Engine Run
1. Take the followingsafetyprecautionsbeforegroundtestingengines:

a. Position airplaneinto wind.
b. Set parkingbrake.
c. Chock wheels.
d. Check that a mannedfire extinguisheris readilyavailableoutsideairplane.
e. Clear area aroundairplaneof loose objects.
f. Checkthat engineintakesand exhaustsare free of foreignobjects.
g. Cleardanger areasaroundairplaneof personnel.
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PIPER AIRCRAFT
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CHART 7605. ENGINE OPERATING LIMITS PT6A-61
OPERATING
CONDITION OPERATING LIMITS
OIL
TORQUE (1) MAXIMUM OIL TEMPERA-
OBSERVED Ng Np (8) PRESSURE TURE
POWER SETTING SHP 2000 1900 1700 ITT°C RPM PSIG (2) °C (6) (7)
RPM RPM RPM
TAKEOFF 720 1895 800 104 2000 105 to 135 0 to 104

MAX.
CONTINUOUS 720 1895 1995 2230 800 104 2000 105 to 135 0 to 104
MAX. CRUISE 720 1895 1995 2230 800 104 2000 105 to 135 0 to 104
RECOMMENDED
CLIMB CRUISE 720 1895 1995 2230 775 104 2000 105 to 135 0 to99
750 56 60 (MIN) 40 to 104

MIN. IDLE (5) (5)
1000 200 -40 (MIN)

STARTING (3)
2750 850 104 2200 0 to 110

TRANSIENT (3) (4)
MAX REVERSE (8) 200 760 105 to135 0 to104
- NOTES -
Engine cooling has been demonstrated with oil cooler doors open for
all flight operations from sea level to 33,000 feet at an International
Standard Atmosphere (ISA) temperature plus 66°F.
Engine cooling has been demonstrated with oil cooler doors closed
for all flight operations from seal level to 33,000 feet at ISA plus
40°F.
(1) Torque limit applies within range of 1600 - 2000 prop rpm (Np); below 1600 rpm, torque is limited to 1100
lb. ft.
Torquemeter - Power Calculations
shp = rpm (Np) torque (foot-pounds)x K
Where: Np = propeller rpm
K = 0.00019
(2) Normal oil pressure is 105 - 135 psig at gas generator speeds above 72% and oil temperatures between 60-
70°C. Oil pressures below 105 psig are undesirable and indicate oil filter could be restricted. Oil pressure
between 60 and 105 psig must only be tolerated to complete flight at power settings not exceeding 1100
foot-pounds torque. Oil pressure below 60 psig is unsafe and requires either engine shut down or a landing
be made as soon as possible, using minimum power to sustain flight. During extremely cold starts, oil
pressure can reach 200 psig.
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PIPER AIRCRAFT
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CHART7605. ENGINEOPERATINGLIMITSPT6A-61(continued)
(3) Valuesare time-limitedto 5 seconds.

(4) Valuesare time-limitedto 20 seconds.
(5) Adjustpower or conditionleverto maintainvalue.
(6) A minimumoil temperatureof 55°Cis recommendedfor fuelheater operationat takeoffpower.
(7) Transientoil temperatureis limited to 110°Cfor 10minute groundoperationsonly.
(8) Propellerreverseand Beta rangeoperationalonly with all landinggear on the ground.
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h. Install cowlingfor other than groundidle engine runsof short duration.
- CAUTION-
BEFORE ATTEMPTINGTO STARTENGINE, PERSONNEL
SHOULD BE QUALIFIED BY A PILOT OR OTHER
RESPONSIBLE PERSON EXPERIENCED ON ENGINE
START AND SHUTDOWN PROCEDURES, AND OTHER
SYSTEM FUNCTIONS REQUIRED TO PROPERLY AND
SAFELY OPERATE ENGINES. REFER TO PILOT'S
OPERATINGMANUALFOR REQUIREDINFORMATION.
COMPLYWITH ALL ENGINE OPERATINGLIMITATIONS

SHOWNON CHART7605.
2. Startengine. Idle 3 to 5 minutes. Duringenginerun:
a. Cycle propeller.
b. Checkproper operationof:
(1) Interturbinetemperatureinstruments.
(2) Torquegauges.
(3) Enginerpm (Ng)instruments.
(4) Propellerrpm (Np)instruments.
(5) Fuel flow and fuel pressureinstruments.
(6) Oil pressureand oil temperatureinstruments.
3. Shut down engine. Check:
a. Oil lines and connectionsfor leaks. Serviceas required.
b. Fuel lines and connectionsfor leaks. Serviceas required.
c. Engine oil level is one quartbelow maximumhot (MAXHOT)reference. Serviceas required.
d. Accessoriesmountedon and off engine for securemountingand linkages. Service as required.
4. Installengine cowling.
5. Start engine.
6. Checkoverspeedgovernor.
a. Set propellercontrol to full increaserpm.
b. Increasepower until propellerrpm (Np) is 1600± 20 rpm.
c. Push and hold hydraulictoppinggovernor(htg) test switchup. Checkthat Np decrease50 to 125rpm.
d. Release htg test switch. Checkthat Np increasesto originalrpm.
e. Refer to Chapter61 for correctiveaction.
7. Checkautoignition.
a. Select ignition switch to automatic (AUTO).
b. Advancepowerlevers. Check that ignitionis off whentorquehas increasedto 365 ± 60 foot-pounds.
c. Move powerleversback. Checkthat ignitionis on at not less than 250 foot-poundstorque.
d. Referto Chapter74 for correctiveaction.
8. Checkengine alignment. Refer to Chart 7606. See belowfor adjustmentprocedures.
C. EngineRunningAdjustments
-NOTE-
When adjusting engine low idle or high idle, environmentalcontrol

systembleed air and generatormust be on.
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PIPER AIRCRAFT
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CHART 7606. ENGINE ALIGNMENT (PT6A-61)
Nominal Settings Aircraft N Number
Idle N1 56% to 58% Pilot
Idle ITT 750C Observer
Reverse Max. 180 hp ±20 hp Date

Power
Oil Pressure 40 psi min. idle

105 to 135 psi power on Pressure Altitude Ft
Oil Temp. 0°C to 104°C OAT °C
Fuel Press. 15 to 50 psi Compute 1900 rpm Q

(From Chart 7603) Ft-Lb
Max. N2 2000 rpm
FORWARD N1 DEAD BAND FORWARD N1 DEAD BAND
Obs Pickup D.B. In. Obs Pickup D.B. In.

Final Pickup Point In. Final Pickup Point In.
1900 RPM CK 1900 RPM CK
Obs Torque (Q) Lb-Ft Obs Torque (Q) Lb-Ft

Final 1900 RPM Q Lb-Ft Final 1900 RPM Q Lb-Ft
Tolerance: ± 30 ft-lb of target value Tolerance: ± 30 ft-lb of target value

± 30 ft-lb between engines. ± 30 ft-lb between engines.
IDLE SET IDLE SET
LOW HIGH LOW HIGH

Obs Idle N1 Obs Idle N1
Reset N1 Reset N1
Reset N1 Reset N1
Final Idle N1 Final Idle N1
76-10-00
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PIPER AIRCRAFT
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CHART7606. ENGINE ALIGNMENT (PT6A-61)(continued)
REVERSE H.P. CHECK REVERSE H.P. CHECK
Torque (Q) Lb-Ft Torque(Q) Lb-Ft

xNp rpm xNp rpm
x 0.00019 shp x 0.00019 shp
hp reversemust be 180 ± 20, and 20 hp hp reversemust be 180± 20, and 20

differentialbetweenengines. hp differentialbetweenengines.
-NOTE-
Left and right engine adjustments are alike.
76-10-00
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PIPER AIRCRAFT
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1. Low idle adjustment.

a. Location:Fuel controlunit (FCU).
(1) Woodwardtype II FCU see Figure 76-29.
(2) Woodwardtype III FCU see Figure 76-30.
b. Positioncockpitconditionlever in low idle detent.
c. Set FCU idle adjustmentto produce56 to 58 percent Ng.
(1) Woodwardtype II FCU: Ng willchange0.05 percent per flat adjustment.
(2) Woodwardtype III FCU: Ng willchange2.0 percentper flat adjustment.
2. High idle adjustment.
a. Location: Top sectionof fuel controlunit (FCU).
(1) Woodwardtype II: See Figure 76-29.
(2) Woodwardtype III: See Figure76-30.
b. Position cockpitconditionleversto high idle position.
c. Set high idle stop screw to produce69 to 71 percent Ng. One flat adjustmenton type II and type III
FCU's resultin 0.3 percentchange in Ng.
-NOTE-
The following procedure only applies to engines equipped with

Woodwardtype III fuelcontrol units.
3. Woodwardtype III fuel controlunit (FCU)dead band adjustment.
a. Place both cockpitconditionlevers in idle position.
b. Refer to Figure 76-27. On each engine, disconnect push-pull wire rope rear end clevis (1) from
propeller cam(2).
c. Adjust both engine interconnectrod (3) lengthsso that distance(X) betweencentersof rod end bearing
(11)installationbolt holes is 8.6 inches.
d. Using bolt, washer,and castellatednut, install one rod end (11) in bottom hole of cam assemblyFCU
actuatinglever (4). Safetywith cotterpin.
e. Using bolt, washer,and castellatednut, install second rod end (11) to outer or top hole of FCU fuel
controlarm (5). Safetywith cotterpin.
f. Refer to Figure 76-36. Pull cockpitpower lever into reverserangejust far enough to move FCU dead
band stop screwoff deadband stop.
g. Insert a piece of paper between dead band screw and dead band stop. Slowly move linkage toward
forwardrangeuntil:
(1) Dead band screw contactsstop withjust enoughpressureto hold paper tight.
(2) Any movementof linkagetowardreverserange will releasepaper.
h. Refer to Figure 76-31. Using a protractor, measure and record angle (W), between propeller cam
assembleriggingplate (17), and throttlearm (18).
i. Refer to Figure 76-36. Push FCU linkage toward forward range to point where paper continuesto be
held betweenscrew and stop, but furthermovementwouldlift dead band screw off stop.
j. Refer to Figure 76-31. Measure and record new angle (W) between propeller cam assemblerigging
plate (17) and throttlearm (18).
k. Differencebetweenanglesmeasuredin steps g and i shouldbe 24° to 26° . Adjustdead band stop screw
as required.
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PIPER AIRCRAFT
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4. 1900 rpm torqueadjustment.
a. Location: Onpropellerdome. (Figure76-37)
b. Determinethefollowing:
(1) Pressurealtitude(PA).
(2) Outside air temperature(OAT)in degreesCelsius(C).
(3) Refer to Chart7603. UsingPA and OAT,find targettorque.
c. Set propellercontrollever to maximumrpm position.
d. Increaseengine poweruntil propellerrpm (Np)indicates1900.
(1) Checkthat indicatedtorque is ± 30 foot-poundsof target torque.
(2) Checkthat torque differencebetweenenginesdoesnot exceed 30 foot-pounds.
-NOTE-
Mark all beta nuts and rods with a marking pen or pencil before
makingany adjustments.
Ng MAXIMUM
FORWARDSTOP
.33%N PER FLAT-
SERRATEDSPACER
ANDPOWERLEVER DONOTADJUST
HIGH IDLE DEARBANDSTOP
ADJUSTMENT SCREWANDADJUSTMENT
0.3% PER FLAT
MAXIMUMREVERSE DONOTADJUST
0.6%N1PERFLAT
POWERLEVER
Figure 76-36. WoodwardType III Fuel ControlUnit (FCU)
e. Referto Figure76-37. To adjust:

(1) Removepropellerspinner.
(2) Adjust beta nuts (1). One flat clockwiseturn resultsin 30 foot-poundstorque increase
76-10-00
Page 55
PIPER AIRCRAFT
PA-42/42-720
5. Reversemaximumpoweradjustment.
a. Location: Reversepowerstop on power controlcable (Figure76-31).
b. Determinemaximumreversepower:
(1) Run engine. Place cockpitpowerlevers in full reverseposition.
(2) Note propellerrpm (Np)and torque(Q) on each engine.
(3) Find reversehorsepower(hp) by the equation: Np x Q x 0.00019.
(a) Checkthat reversepoweris 180± 20 hp.
(b) Checkthat reversepowerdifferencebetweenenginesis not more than 20 hp.
AN960-6
c. Refer to Figure 76-31. Use reverse power stop (7) to adjust gap (X). Increasinggap will increase
torque.
d. Checkthat Np does not exceed 1900± 10 rpm. To adjust:
(1) Location: Propellergovernorconstant speedunit (CSU). Referto Figure 76-38.
(2) Disconnectinterconnectingrod (5) from air bleed line arm (3).
(3) Move arm (3) rearward(away from stop)as far as possibleand secure.
-NOTE-
Propellercsu cannot discriminatebetween 1900rpm in forwardthrust
or reversethrust.
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PIPER AIRCRAFT
PA-42/42-720
(4) Start engine. Move cockpit power lever forward to maximum power stop.
-NOTE -
Turning CSU pneumatic minimum adjustment clockwise could result

in either decreasing or increasing propeller rpm. Same is true with
counterclockwise adjustment.
(5) Adjust csu pneumatic minimum adjustment screw (4) in increments to obtain 1900 ± 10 rpm.
(6) Attach interconnecting rod (5) to air bleed line arm (3).
1. MAXIMUM Np STOP
BOLT ADJUSTMENT
2. Np SPEED SELECT LEVER
3. AIR BLEED LINE
(RESET) ARM
4. PNEUMATIC MINIMUM
ADJUSTMENT SCREW
5. INTERCONNECTING ROD
Figure 76-38. Propeller Governor - Right Side View
6. Maximum propeller speed adjustment.

a. Location: Propeller governor (Reference C, Figure 76-24; Figure 76-38).
-NOTE-
Check that nothing interferes with control linkage providing sufficient

travel to governor control arm.
Adjust one engine at a time

b. Start engine. Set cockpit propeller control lever full forward (high rpm). Check that lever has a 0.06
inch spring back.
c. Advance power lever. Np should increase to, and stabilize at, 2000 rpm.
d. Refer to Figure 76-38. Adjust maximum rpm stop bolt (1) as required. Clockwise adjustment decreases
rpm.
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PIPER AIRCRAFT
PA-42/42-720
7. In flightmaximumgas turbinespeed (Ng) adjustment.

a. Location:
(1) Woodwardtype II FCU: On right side of FCU. See Figure 76-29.
(2) Woodwardtype III FCU: Top rightof FCU. See Figure 76-36.
- CAUTION -
DO NOT EXCEED ENGINE LIMITATIONS WHILE
CHECKINGMAXIMUMNG IN FLIGHT.
b. Obtainmaximumcruise flightengine settingsfrom Chart7605.
c. In flight,set enginecontrolsfor maximumcruise.
d. Checkthat Ngreads 104percent. To adjust:
(1) Checkaccuracyof 1900rpm torqueadjustment.
(2) AdjustmaximumforwardNg stop on FCU.
(a) Woodwardtype II FCU: Refer to Figure 76-29. One 360° turn of stop bolt (4) results in 0.9
percentNg change.
(b) Woodward type III FCU: Refer to Figure 76-36. Ng will change 0.33 percent per flat
adjustment.
e. Tighten Ng adjustmentlocknutand safety.
8. Featheringdetent plate adjustment.
-NOTE-
Do not permit propeller to feather when adjusting featheringdetent
plate.
a. Start engines.
b. Set propeller control levers to full high rpm.
c. Move power control levers forward until propeller rpm is 1900.
d. Refer to Figure 76-39. Move propeller control levers back against feather detent.
e. Adjust plate position to obtain 1500 to 1600 propeller rpm.
f. Pull propeller controls past detent into feather position. Check that propeller is feathered.
CONTROL
PROPELLER
DETENT
FEATHER LEVERS PLATE
FRICTION
PROPELLER
CONTROL
LEVERS
Figure 76-39. PA-42-720 Feather Detent Adjustment

76-10-00
Page 58
PIPER AIRCRAFT
PA-42/42-720
9. Autofeather adjustment.
a. Location: Inside engine controls pedestal on power lever cables.
b. Place a strip of masking or other suitable tape on upper pedestal cover between power levers.
c. Start both engines.
d. Advance both power levers to 80 to 83 percent Ng. Mark power lever position on tape.
e. Shut down engines.
f. Set power levers to position marked on tape.
g. Remove engine controls pedestal access covers.
-CAUTION-
WHEN POSITIONING MICROSWITCH ACTUATING

CYLINDER, CHECK THAT SET SCREWS IN CYLINDER DO
NOT INTERFERE WITH SWITCH ROLLERS.
-NOTE-
The autofeather microswitch mounting holes are slotted. Fine

adjustments can be made by changing switch position.
h. Refer to Figure 76-40. Position actuating cylinder (1) so it just makes contact with autofeather switch
roller (6). Tighten setscrews.
i. Start engines.
(1) Position AUTOFEATHER ARM switch to ARM.
(2) Advance both power levers.
(3) Check that ARM-AUTOFEATHER light comes on between 80 and 83 percent Ng.
1. ACTUATING CYLINDER
2. POWER (THROTTLE) LEVER
3. CLEVIS
4. SWIVEL-BALL JOINT CONNECTOR
5. AUTOFEATHER SWITCH
6. AUTOFEATHER SWITCH ROLLER
7. ACTUATING CYLINDER SET SCREWS
8. POWER (THROTTLE) CABLE
9. SUPPORT BRACKET JAM NUTS
10. SUPPORT BRACKET
Figure 76-40. Autofeather Microswitch Adjustment (PA-42-720)
76-10-00
Page 59
5I24
PIPER AIRCRAFT
PA-42/42-720
-NOTE-
To arm autofeathersystem,both power leversmust be advancedfrom
80 to 83 percent Ng. Both torque meters must exceed 675 foot-
poundsand both bleedair pressuresmust exceed22 psig.
10. Checkengine accelerationmatch.
a. Run engines. Advancepower levers. Checkthat both enginesacceleratethe same.
b. To adjust:
(1) Checkthatengine controlsare riggedcorrectly.
(2) If riggingis correct,suspect the slow engine.
(a) CheckFCU governorair pressure(Py)bleed tubefor leaks or restrictions. (Figure 76-24)
(b) CheckFCU compressordischarge(P3)deliverytube for leaks or restrictions.
(c) CheckP3 filter.Replaceas required.
c. If adjustmentsabovefail to correct unevenengine acceleration,refer to Pratt & Whitey CanadaPT6A-
60/61 MaintenanceManual,P/N 3034342.
11. Powerlever stagger.
a. Cause: Unevendemandfor fuel betweenengines.
b. Adjust length of power lever control cable when staggeris uniform betweentorques of 300 and 1000
foot-pounds.
c. Adjust FCU fuel control arm serrated spacer when stagger increases as power levers move forward.
(Figure76-36)
-NOTE-
Before adjusting fcu serrated spacer, scribe a light reference across
serratedparts.
(1) Adjust FCU arm 0.6° counterclockwiseon engine controlledby most forwardpower lever.
(2) Adjust FCU arm 0.6° clockwiseon enginecontrolledby most rearwardpowerlever.
(3) Adjust lengthof fcu interconnectrod to attachin second hole from end of FCU arm.
-NOTE-
See PT6A-61 Rigging Of Rear Linkage, Fuel Control Unit, And
PropellerControlCam Assembly,paragraphfour for detailed serrated
spaceradjustments.
12. Powerlever knob split check.
a. Startboth engines.
b. Set propellercontrolleversto maximumpropellerrpm (Np)position.
c. Increasepoweruntil Np is 1900rpm on both engines.
d. Note relativepositionof power leverknobsand any differencein engine torque.
e. If knob split exceeds 1/8knob, or enginetorquedifferenceexceeds30 foot-pounds:
(1) Set power controls to highest possible torque between 1800 and 2000 foot-poundspermitted by
aircrafthandlingdifficulties.
(2) Set propellercontrolsto maintain1900rpm.
(3) Record power lever knob split, gas turbine rpm (Ng), propeller rpm (Np), engine torque (Q), and
fuel flow(F/F) of both engines.
(4) Determinethe averageNg.
(5) Adjust powerto operate both enginesat the average Ng.
f. If knob split remains more than 1/8 knob, but torque difference is 30 foot-pounds or less, check
accuracyof enginecontrolsrigging.
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Reissued: December31, 1989 5J1
5J1
PIPER AIRCRAFT
PA-42/42-720
g. If torque differenceexceeds 30 foot-pounds,but knob split is 1/8 knob or less, calibrate torque gauges.
Referto Chapter77.
h. If, after makingadjustmentsand calibrationsabove,knob split or torquedifferenceexceeds 1.8 knob or
30 foot-pounds,referto Pratt & WhitneyCanadaPT6A-60/61MaintenanceManual,P/N 3034342.
DRY ENGINEMOTORINGRUN
The dry enginemotoringrunis used:

1. To clear engine of trapped fuel or vaporsafter an unsuccessfulenginestart.
2. To check fuel systemfor leaks after a componentreplacement.
3. If there is evidenceof a fire withinthe engine.
-NOTE-
See Pratt & Whitney CanadaPT6A-60/61MaintenanceManual, P/N

3034342,Chapter71, for dry enginemotoringrun procedures.
WET ENGINE MOTORING RUN
A wet engine motoring run is used strictly for engine maintenancepurposes. It is not a part of normal engine
start procedures.
-NOTE-
See Pratt & Whitney CanadaPT6A-60/61MaintenanceManual, P/N

3034342,Chapter71, for wet engine motoringrun procedures.
PT6A-61 ENGINE PERFORMANCE CHECK
- NOTE-
Engine instrumentation and altimeter must be correctly calibrated

before makingany power checks.
Engine performance check proceduresmust be done periodicallyto detect engine performance changes and
mechanicaldeterioration. Refer to Pratt & Whitney Canada PT6A-60/61MaintenanceManual, P/N 3034342,
Chapter 71 and to Chart7607, for specificcheck procedures.
ENGINE DATA PLATE SPEED CHECK
The gas generatortrim speed, recordedduringfinal engine acceptancetests, is stampedon the enginedata plate.
Data plate speed check curves are used to determinedesiredengine performanceparameters. Refer to Pratt &
Whitney Canada PT6A-60/61 Maintenance Manual, P/N 3034342 and information letter number eight for
specificinstructions. See Chart7507, in this manualfor assurancecheck curves.
76-10-00
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5J2
PIPER AIRCRAFT
PA-42/42-720
CHART 7607. PT6A-61 POWER ASSURANCE CHECK
OAT (°C)
76-10-00
Page 62
PIPER AIRCRAFT
PA-42/42-720
FEATHERSTOPADJUSTMENTON PT6A-41ANDPT6A-61ENGINES
A. General
1. Perform the followingpropellerfeatheringcheck duringthe first flight followingan engineinstallation:

-NOTE-
Refer to the Pilot's OperatingHandbookfor detailed proceduresand

operating check lists for featheringand unfeatheringa propeller while
in flight.
a.
Installed engine: Poweroff.
b.
Installed engine: Propellerfeathered.
c.Operatingengine: Maximumcontinuouspower.
d.
Airspeed:
(1) PA-42,CheyenneIII: 115KIAS.
(2) PA42-720, CheyenneIIIA: 118KIAS.
e. Aircraft trimmed longitudinally and directionally with no more than 5 degree angle of bank into
operatingengine.
2. Adjust featherstops if propellerrotateseither directionwhenin featheredposition.
-NOTE-
PA-42 and PA-42-720 aircraft can be fitted with the Hartzell HC-
B3TN-3Bpropeller,havinginternalfeatherstops, or the HartzellHC-
B3TN-3Kpropeller,having externalfeatherstops.
B. Internal Propeller Feather Stop Adjustment
1. Location: Front face of spring retainer cup.

2. Use felt tip marker to mark a location reference across spinner and spinner bulkhead.
3. Remove spinner.
4. Refer to Figure 76-41. Using a felt tip pen, mark a reference (15) across the piston unit (10) and propeller
hub (16).
-NOTE-
Special washer is made by cutting a AN960-6 washer as shown in

Figure 76-41.
5. Install special washer (3) around one of the low stop rods (13) and seat into counterborein front face of
piston shoulder(12).
6. Use calibersto measure and recorddistance (X)betweenbeta nut (1) and special washer(3).
7. Use calibersto measureand recorddistance (Y)from rod plate (4) to special washer(3).
8. Repeat steps 5, 6, and 7 individuallyon remainingstop rods.
9. Remove plasticnuts (6), rod plate (4), check nuts (5), and beta nuts (1).
10. Remove safetyscrews(7) and bladelink arms (8).
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5J4
PIPER AIRCRAFT
PA-42/42-720
11. Removedome nut (9).

12. Removepiston unit (10).
13. Refer to Figure76-42. Removesafetywire securingfeatheringstop screws.
14. If propellerrotatedclockwisewhen feathered,adjusteach feather stop screw 1/2 turn clockwise.
15. If propeller rotated counterclockwise when feathered, adjust each feather stop screw 1 2turn
counterclockwise.
16. Safety featherstop screws.
17. Refer to Figure 76-41. Install pistonunit. Checkalignmentwith reference mark(15).
18. Installblade link arms(8) and safetyscrews(7). Safetywith safety wire.
19. Install domenut (9). Tightento a torqueof 120foot-pounds.
20. Installbeta nuts (1) onto low stop rods (13).
21. With special washer(3) in place, adjusteach beta nut to the recordeddistance(X).
22. Install checknuts (5), rod end plate (4), and elasticnuts (6) onto low stop rods.
23. With special washer(3) in place, adjustcheck nuts (5) and elasticnuts (6) to the recordeddistance (Y).
24. Start engine. Cyclepropellerinto and out of feather.
25. Check 1900rpm torquesetting.
a. PT6A41 engine: See step 3 of EngineRunningAdjustments.
b. PT6A-61engine: See step 4 of EngineRunningAdjustments.
26. Shut downengine. Checkfor oil leaks.
27. Noting referencemarks, installspinner.
28. Perform in flight feathercheck.
C. External Feather Stop Adjustment
1. Location: Back side of each link arm just in front of guide collar.
2. Use felt tip marker to mark a location reference across spinner and spinner bulkhead.
3. Remove spinner.
4. Refer to Figure 76-41. Remove dome nut (9).
5. Refer to Figure 76-43. To gain access to feather stop adjustment allen screws, by hand, rotate propeller
blades toward low pitch (high rpm) position.
6. Use a 5/32 alien wrench to adjust feather stop screws.
a. A 0.024 inch linear movement of adjustment screw changes propeller blade angle approximately one
degree.
b. Move adjustment screws into piston if propeller rotates clockwise when feathered.
c. Move adjustment screws out of piston if propeller rotates counterclockwise when feathered.
7. Check all adjustment screws are equidistant from piston base.
8. By hand, move propeller blades to feathered position. Check that all adjustment screws are in contact with
guide collar.
9. Refer to Figure 76-41. Install dome nut (6). Tighten to a torque of 120 foot-pounds.
10. Start engine. Cycle propeller into and out of feather.
11. Check 1900 rpm torque setting.
a. PT6A-41 engine: See step 3, Engine Running Adjustments.
b. PT6A-61 engine: See step 4, Engine Running Adjustments.
12. Shut down engine. Check for oil leaks.
13. Noting reference marks, install spinner.
14. Perform in flight feather check.
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PIPER AIRCRAFT
PA-42/42-720
1. BETA NUT
2. REFERENCE LINE
3. SPECIAL WASHER (AN960-6
CUT AS SHOWN)
4. ROD PLATE
5. CHECK NUTS
6. ELASTIC NUTS
7. SAFETY SCREWS
8. BLADE LINK ARMS ,
9. DOME NUT
10. PISTON UNIT
11. REVERSE RETURN SPRING
12. PISTON SHOULDER
13. LOW STOP ROD
14. SPINNER BULKHEAD
15. REFERENCE MARK
16. PROPELLER HUB
17. PISTON SHOULDER COUNTERBORE
Figure 76-41. Internal Feather Stop Adjustment
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5J6
PIPER AIRCRAFT
PA-42/42-720
GRIDS 5J7 THRU 5J9

76-10-00
Page 66
5J7
CHAPTER
ENGINE INDICATING
5J10
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 77 - ENGINE INDICATING
SYSTEM GRID
77-00-00 GENERAL 5J12
77-10-00 POWER 5J12

77-10-00 TorquePressureIndicatingSystemDescription 5J12
77-10-00 Calibration 5J12
77-10-00 Tachometer-Generators(Propellerand Gas Generator)
Description 5J14
77-10-00 Removal and Installation 5J14
77-20-00 TEMPERATURE 5J14

77-20-00 Inter-Turbine Temperature Sensing System (ITT) 5J14
77-20-00 Resistance Check of Inter-Turbine Temperature
System 5J16
77-20-00 Calibration Check of ITT Gauge and Wiring 5J16
77-20-00 Procedure Using Barfield 2312G Test Equipment 5J16
77-20-00 Procedure Using Barfield TT-1000 Test Set 5J20
77-30-00 ANALYZERS 5J20

77-30-00 Engine Condition Trend Monitoring System 5J20
77-30-00 Introduction 5J20
77-30-00 Basis of the PT6 Engine Condition Trend
Monitoring System 5J21
77- Cont./Effect.
Page 1
5J11
PIPER AIRCRAFT
PA-42/42-720
GENERAL
This chapter describeshow to remove, calibrate,and install system componentsthat indicate engine operating
conditions.
POWER
TORQUE PRESSURE INDICATING SYSTEM DESCRIPTION
The torque pressure system consists of a pressure transmitter mounted at the reduction gearbox case and a
torquemeter mounted in the instrument panel. The torque pressure value is obtained from the pressure
transmitter,which monitorspressuredifferentialbetweentwo outletson top of reductiongearboxcase.
CALIBRATION (Figure 77-1) PPS60097Rev.C
1. Removetorque pressureline from the torquetransmitter.

- CAUTION
BE SURE THE SERIAL NUMBER (SN) ON TEST GAUGE

CALIBRATION CARD CORRESPONDS TO SN ON TEST
GAUGE.
2. Using appropriate AN fittings and pressure line, connect a Barfield pressure tester to torque transmitter.
a. Check that test gauge has been calibrated.
b. Check that test gauge is capable of using engine oil to provide and monitor static pressures of 0.0 to
80.0 psi.
3. Turn aircraft master switch on.
4. Loosen fittings and point valve knob toward line.
5. Turn handle clockwise until air is bled from line. (Evident when oil is observed dripping from fitting.)
Tighten fitting.
6. Turn valve knob toward reservoir, turn handle counterclockwise.
-NOTE-
Test gauge pressure of 65.42 psi corresponds to 2000 foot-pounds of

engine torque; 13.08 psig corresponds to 400 foot-pounds of engine
torque.
7. Turn valve knob toward line. Turn handleclockwiseuntil test gauge reads 65.42 psi. Adjust cockpit torque
gaugeto read 2000 foot-pounds.
8. Turn tester handle counterclockwiseuntil test gauge reads 13.08psi. Adjustcockpit torque gaugeto read
400 foot-pounds.
-NOTE-
During test, minimize frictionerror by gently tapping test gauge and

cockpit torquegauge.
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5J12
5J12 Reissued: December31, 1989
PIPER AIRCRAFT
PA-42/42-720
9. Repeat steps 7 and 8 until no more adjustmentsare required.
10. Calibratetorquesystemusing valuesin Chart 7701.
11. Replacetorque gaugeif it is out of toleranceat any pointduring calibration.
0 12. Whencalibrationis completed,turn valveknob perpendicularto line and disconnecttester.
13. Attach torquepressureline to transmitter.
VALVEKNOB
TESTGAUGE TORQUEPRESSURE TESTER
TRANSDUCER A
LI
HANDLE
Figure 77-1. Torque System Calibration
CHART 7701. TORQUE SYSTEM CALIBRATION DATA PPS60097
PSIG FT.-LBS. TOLERANCE

13.08 400 ± 30 ft-lbs.
16.36 500 ± 20 ft-lbs.
26.17 800 ± 30 ft-lbs.
32.71 1000 ± 30 ft-lbs.
39.25 1200 ± 30 ft-lbs.
45.79 1400 ± 30 ft-lbs.
52.33 1600 ± 30 ft-lbs.
58.87 1800 ± 30 ft-lbs.
62.15 1900 ± 20 ft-lbs.
65.42 2000 ± 30 ft-lbs.
71.96 2200 ± 30 ft-lbs.
72.94 2230 ± 20 ft-lbs.
77-10-00
Page 2
5J13
PIPER AIRCRAFT
PA-42/42-720
TACHOMETER-GENERATORS(PROPELLER AND GAS GENERATOR)DESCRIPTION
The propeller (Np) and gas generator (Ng) tachometer-generators produce an electric current which is
proportionalto gas generator and propeller speed. The electric current is monitoredby tachometerindicators
mounted in the instrument panel which indicate propeller and gas generator speed. The gas generator
tachometer-generatoris mounted on the backside of the accessorygearboxand rotates counterclockwise. The
propellertachometeris mountedon the right side of the reductiongearboxcase and rotatesclockwise.
REMOVAL AND INSTALLATION
1. Disconnectthe electricalconnectorfrom the generatorunit.

2. Removethe four mountingnuts at the base of the generator.
-CAUTION-
IMMEDIATELY AFTER REMOVING GENERATOR UNIT,

COVER THE TACH GENERATOR MOUNTING PAD TO
PREVENT FOREIGN MATERIAL FROM ENTERING THE
ENGINE.
3. Pull the unit straightout and away from the mountinglugs.
4. To install the generatorunit, place a new gasketon the mountingpad.
5. Lubricatethe generator unit shaft splines with MolybdenumDisulfide,Type G, paste form lubricant(MIL-
G-21164).
6. With the electrical socket pointing down, slide the generator into place over the mounting studs.
7. Secure the unit in place with the four mounting nuts and torque to 65 to 85 inch-pounds.
TEMPERATURE
INTER-TURBINE TEMPERATURE SENSING SYSTEM (ITT)

-NOTE-
If needed, refer to Pratt & Whitney Maintenance Manual, P/N

3034342 for greater detail.
The interturbine temperature (T5) sensing system provides the pilot with an indication of the engine operating
temperature occurring in the zone between the compressor turbine and the first stage power turbine stator vane
ring.
The system consists of a bus-bar and probe assembly,a wiring harness,externally mountedterminal block, a
trim harness incorporating a T1 thermocoupleprobe and preset variable resistor, and an instrument indicator
mountedin the instrumentpanel.
The T1 trim thermocoupleconsistsof chromel/alumelleads encasedin a stainlesssteel tube, having a variable,
preset,chromel resistorat the forwardend. This unit has beenset by the manufacturerin accordanceto trim data,
in terms of temperaturechange, that is recordedon the engine data plate. No attempt should be made to adjust
the unit once installedand not defective. However,if replaced,it must be adjustedto proceduresoutlinedin the
maintenancemanual referencedin the note above.
77-20-00
Page 1
5J14
PIPER AIRCRAFT
PA-42/42-720
1. BARFIELDMETER
2. METERTERMINAL
3. CHROMELTERMINAL(SMALLHOLE)
4. METERTERMINAL
5. ALUMELTERMINAL(LARGEHOLE)
Figure 77-2. Thermocouple Harness Loop Resistance Check
1. BARFIELDMETER
2. CHROMELTERMINAL(SMALLHOLE)
3. BARFIELDTERMINALTO GROUND
4. ALUMELTERMINAL(LARGEHOLE)
Figure 77-3. T5 Harness Installation Resistance Check
77-20-00
Page 2
5J15
PIPER AIRCRAFT
PA-42/42-720
RESISTANCE CHECK OF ENGINE INTER-TURBINE TEMPERATURE SYSTEM
This check should be performed using a Barfield 2312-G, TemperatureIndicating System Test Set, available
from BarfieldInstrumentCorporation,Miami,Florida.
-NOTE-
If several probes are broken or damaged, the loop resistance would

not necessarily fall outside the allowable tolerance. However,
erroneous temperature indications could occur due to reduced
sampling. To check for presenceof defectiveprobes or harness lead,
it is necessaryto remove the engine power section assembly. (Refer
to Chapter72, Pratt & WhitneyMaintenanceManual,P/N 3034342.)
1. Removeaircraftexternalleads and T1 trim thermocoupleleads from terminalon gas generatorcase.
2. Connecttest set to alumel and chromel terminalson gas generator case terminal block (Figure 77-2) and
measureloop resistanceof T5 system. Resistanceshouldbe between 1.28and 1.52ohms.
3. Connecttest set leads between terminalblockalumelor chromelterminaland ground. Measuredinsulation
resistancemust not be less than 5000 ohms.
-NOTE-
Alwaysclean all contactsurfacesimmediatelyprior to assemblywith

No. 400-gritabrasivecloth.
4. Connectexternal and trim thermocoupleleads to appropriatealumeland chromel terminals. Torquealumel
terminal 10 to 15inch-poundsand chromelterminal8 to 12inch-pounds.
CALIBRATION CHECK OF ITT GAUGE AND WIRING PPS60100
- CAUTION -
THE THERMOCOUPLES WILL GENERATE A SMALL

POTENTIAL WHICH WILL PRODUCE ERRORS IN THE
MEASURED VALUES IF THIS CHECK IS MADE WHILE
THE ENGINE IS HOT.
-NOTE-
A Barfield 2312G-8 Temperature Indicating System Test Set or a

BarfieldTT-1000Digital TurbineTemperatureTest Set must be used
for making the followingcalibrations.
PROCEDURE USING BARFIELD2312G EQUIPMENT
1. Remove top cowl of the affectedengine and disconnectthe chromel (+, yellow) and alumel(-, red) leads
from ITTprobe locatedon the engine.
2. Record the outside air temp (OAT)using an accurate thermometerplaced next to the two leads removed
from ITTprobe.
77-20-00
Page 3
5J1
5J166 Reissued:December31,1989
PA-42/42-720
- NOTE-
IF BARFIELDTT 1000 TESTER IS USEDCONNECTTHE BLACK
CLIP TO THE ALUMEL (- BLACK) LEAD AND THE RED CLIP TO
THE CHROMEL(+ RED) LEAD.
Figure 77-4. Inter-Turbine Temperature Calibration Check

CHART 7702. BASIC MILLIVOLTS AND TEMPERATURE VALUES
Temperature mv (Millivolts) Tolerance

950°C (39.3 mv) ± 29°C
850°C (35.3 mv) ± 10°C
800°C (33.28 mv) ± 5°C
750°C (31.21 mv) ± 10°C
700°C (29.13 mv) ± 20°C
600°C (24.9 mv) ± 20°C
500°C (20.6 mv) ± 20°C
400°C (16.4 mv) ± 20°C
300°C (12.2 mv) ± 20°C
77-20-00
Page 4
PIPER AIRCRAFT
PA-42/42-720
CHART 7703. THERMOELECTRIC VOLTAGE IN ABSOLUTE MILLIVOLTS
Deg Centigrade Graph Deg
C 0° 1° 2° 30 40 50 6° 7° 8° 90 10° C
-40 1.527 1.563 1.600 1.636 1.673 1.709 1.745 1.781 1.817 1.853 1.889 -40
-30 1.156 1.193 1.231 1.268 1.305 1.342 1.379 1.416 1.453 1.490 1.527 -30
-20 0.777 0.816 0.854 0.892 0.930 0.968 1.005 1.043 1.081 1.118 1.156 -20
-10 0.392 0.431 0.469 0.508 0.547 0.585 0.624 0.662 0.701 0.739 0.777 -10
0 0.000 0.039 0.079 0.118 0.157 0.197 0.236 0.275 0.314 0.353 0.392 0
0 0.000 0.039 0.079 0.119 0.158 0.198 0.238 0.277 0.317 0.357 0.397 0
10 0.397 0.437 0.477 0.517 0.557 0.597 0.637 0.677 0.718 0.758 0.798 10
20 0.798 0.838 0.879 0.919 0.960 1.000 1.041 1.081 1.122 1.162 1.203 20
30 1.203 1.244 1.285 1.325 1.366 1.407 1.448 1.489 1.529 1.570 1.611 30
40 1.611 1.652 1.693 1.734 1.776 1.817 1.858 1.899 1.940 1.981 2.022 40
50 2.022 2.064 2.105 2.146 2.188 2.229 2.270 2.312 2.353 2.394 2.436 50
60 2.436 2.477 2.519 2.560 2.601 2.643 2.684 2.726 2.767 2.809 2.850 60
70 2.850 2.892 2.933 2.975 3.016 3.058 3.100 3.141 3.183 3.224 3.266 70
80 3.266 3.307 3.349 3.390 3.432 3.473 3.515 3.556 3.598 3.639 3.681 80
90 3.681 3.722 3.764 3.805 3.847 3.888 3.930 3.971 4.012 4.054 4.095 90
Deg Fahrenheit Graph Deg

F 0° 1° 2° 3° 4° 5° 6° 7° 8° 9° 10° F
-40 1.527 1.547 1.567 1.588 1.608 1.628 1.648 1.669 1.689 1.709 1.729 -40
-30 1.322 1.342 1.363 1.383 1.404 1.424 1.445 1.465 1.486 1.506 1.527 -30
-20 1.114 1.135 1.156 1.177 1.197 1.218 1.239 1.260 1.280 1.301 1.322 -20
-10 0.904 0.925 0.946 0.968 0.989 1.010 1.031 1.051 1.072 1.093 1.114 -10
0 0.692 0.714 0.735 0.756 0.777 0.799 0.820 0.841 0.862 0.883 0.904 0
0 0.692 0.671 0.650 0.628 0.607 0.585 0.564 0.543 0.521 0.500 0.478 0
10 0.478 0.457 0.435 0.413 0.392 0.370 0.349 0.327 0.305 0.284 0.262 10
20 0.262 0.240 0.218 0.197 0.175 0.153 0.131 0.109 0.088 0.066 0.044 20
30 0.044 0.022 0.000 0.022 0.044 0.066 0.088 0.110 0.132 0.154 0.176 30
40 0.176 0.198 0.220 0.242 0.264 0.286 0.308 0.331 0.353 0.375 0.397 40
50 0.397 0.419 0.441 0.464 0.486 0.508 0.530 0.553 0.575 0.597 0.619 50
60 0.619 0.642 0.664 0.686 0.709 0.731 0.753 0.776 0.798 0.821 0.843 60
70 0.843 0.865 0.888 0.910 0.933 0.955 0.978 1.000 1.023 1.045 1.068 70
80 1.068 1.090 1.113 1.135 1.158 1.181 1.203 1.226 1.248 1.271 1.294 80
90 1.294 1.316 1.339 1.362 1.384 1.407 1.430 1.452 1.475 1.498 1.520 90
100 1.520 1.543 1.566 1.589 1.611 1.634 1.657 1.680 1.703 1.725 1.748 100
110 1.748 1.771 1.794 1.817 1.839 1.862 1.885 1.908 1.931 1.954 1.977 110
120 1.977 2.000 2.022 2.045 2.068 2.091 2.114 2.137 2.160 2.183 2.206 120
130 2.206 2.229 2.252 2.275 2.298 2.321 2.344 2.367 2.390 2.413 2.436 130
140 2.436 2.459 2.482 2.505 2.528 2.551 2.574 2.597 2.620 2.643 2.666 140
77-20-00
Page 5
5J18 Interim Revision: January 9, 1998
PIPER AIRCRAFT
PA-42/42-720
1. ON-OFF SWITCH
2. DISPLAY WINDOW
3. TEMPERATURE ADJUSTMENT
4. FUNCTION SELECTED
SWITCH
5. SET SYSTEM
RESISTANCE SWITCH
6. RESISTANCE
MEASUREMENT
SWITCH
7. RESISTANCE
RANGE SELECTOR
8. SYSTEM RESISTANCE
SELECTOR
Figure 77-5. Barfield TT-1000 Test Set Controls
77-20-00
Page 6
Reissued: December 31,1989 5J19
PIPER AIRCRAFT
PA-42/42-720
3. To determine millivolt values to be used for testing and adjusting the ITT gauge, proceed as follows:
a. Referring to Table 7702, determine the millivolt values that will be observed for various ITT gauge
temperatures, IF THE OAT IS 0°C (32°F).
b. If the OAT is more or less than 0°C (32°F) refer to Chart 7703. Using the recorded outside air
temperature, determine the absolute millivolts.
c. For OAT's less than 0°C (32°F) ADD the absolute millivolts obtained from Chart 7703 to the millivolt
values shown on Table 7702.
d. For OAT's greater than 0°C (32°F) SUBTRACT the absolute millivolts obtained from Chart 7703 from
the millivolt values shown on Table 7702.
4. Place Barfield test set function switch to IND. Connect the leads of the Barfield test set and precision
multimeter as shown in Figure 77-4.
5. Press and hold test button on the test set, while adjusting the calibration knob, until millivolt value
determined in step 3 is shown on multimeter. Check calibration of ITT gauge. Repeat the procedure for all
temperatures specified on Chart 7702.
6. If gauge is out of tolerance at any point it should be replaced.
PROCEDURE USING BARFIELD TT-1000 TEST SET (Figure 77-5)
1. Set function switch to TEMP MEASURE.

2. Connect black clip to alumel (-) thermocouple lead and red clip to chromel (+) lead.
3. Using ON-OFF switch, turn test set on.
4. Referring to Chart 7702, adjust TEMP ADJ until temperature to be checked appears on display. The TT-
1000 is internally corrected for variations of OAT; no further adjustments are required.
5. ITT gauge in cockpit instrument panel should indicate the same temperature, ± appropriate tolerances, as
being displayed on test set.
6. An open circuit in the thermocouple or lead wires, is indicated by the word OPEN appearing on the test set
display.
7. If ITT gauge is out of tolerance at any point it should be replaced.
ANALYZERS
ENGINE CONDITION TREND MONITORING SYSTEM
AIRCRAFT GAS TURBINE OPERATION INFORMATION LETTER NO. 8

FOR PRATT & WHITNEY PT6A SERIES ENGINES
UNITED AIRCRAFT OF CANADA LIMITED
P.O. BOX 10, LONGUEUIL, QUEBEC, CANADA
INTRODUCTION
Contemporary gas turbine/turbo prop engine maintenance systems frequently include inflight engine
performance monitoring, as a means of detecting mechanical deterioration in engine gas paths. A simple system
requiring almost no arithmetic calculation has been devised for PT6 engines to aid in planning indicated
rectifications early, and so reduce primary and secondary damage costs resulting from fully developed failures,
and risks of inflight shutdowns and flight cancellations.
77-30-00
Page 1
5J20
PIPER AIRCRAFT
PA-42/42-720
BASIS OF THE PT6 ENGINE CONDITION TREND MONITORING SYSTEM
The turbine engine characteristicof repeatedlyproducingits output at, or very close to, charted gas generator
parameter values provides the basis for the PT6 trend monitoring system. Thus, under known conditions of
pressure altitude (PA) and indicatedoutside air temperature(IOAT),the gas generatorparametervalues of inter-
turbinetemperature(ITT),compressorspeed (Ng), and fuel flow (Wf), for particularoutputshaft speeds (Np) and
torques are predictablewithinreasonablelimits.
New engines operate within a tolerance band either above or below charted parameter values and tend to
deviatemore with time and deteriorationof gas path components. Abrupt,or gradual increasedrate of changeof
normal deviationsfrom chartedparametervalues indicatecritical changesin gas path componentconditions. In
many cases such changesare detectablebefore any drastic failure occurs. It is to this end that this system is
directed.
The monitoringsystemshouldbe introducedwhen the engine is new or has just been overhauled. For specific
procedureto be used, referto Pratt & Whitney CanadaPublication"AircraftGas TurbineOperationInformation
Letters Number 22 and 23."
77-30-00
Page 2
5J21
PIPER AIRCRAFT
PA-42/42-720
GRIDS 5J22 THRU 5J24

77-30-00
Page 3
5J22
CHAPTER
OIL SYSTEM
5K1
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 79 - OIL SYSTEM
SYSTEM GRID
79-00-00 GENERAL 5K3

79-20-00 DISTRIBUTION 5K3

79-20-01 Oil Cooler 5K3
79-20-02 Removal of Oil Cooler 5K3
79-20-03 Installation of Oil Cooler 5K6
79-20-04 Oil Filter Element Maintenance 5K6
79-20-05 Oil Cooler Exhaust Door 5K7
79-20-06 Removal of Oil Cooler Door Transmission 5K7
79-20-07 Cleaning, Inspection, and Repair of Oil Cooler
Door Transmission 5K8
79-20-08 Installation of Oil Cooler Door Transmission 5K9
79-20-09 Adjustment of the Oil Cooler Door 5K9
79-20-10 Oil Diverter Valve 5K9
79-20-11 Removal of Oil Diverter Valve 5K9
79-20-12 Installation of Oil Diverter Valve 5K11
79-20-13 Oil-to-Fuel Heater 5K11
79-20-14 Removal of Oil-to-Fuel Heater 5K11
79-20-15 Inspection and Reinstallation of Oil-to-Fuel Heater 5K12
79-30-00 INDICATING 5K13

79-30-01 Calibration of Engine Oil Pressure Indicating System 5K13
79-30-02 Oil Temperature Probe 5K14
79 - Cont./Effect.
Page 1
5K2
PIPER AIRCRAFT
PA-42/42-720
GENERAL
DESCRIPTION
Engine lubrication is provided through a pressure type system. The oil tank is an integral part of the
compressorinlet case and housesthe main oil pump. A plungerpressurerelief valve, locatedon top of the main
oil pump, regulatesoil pressure. For overhaulor maintenanceproceduresof the engine,refer to the PT6A-38/41
MaintenanceManual,P/N 3021442or PT6A-61MaintenanceManual,P/N 3032842.
The oil cooler is mountedto its cooling duct underneaththe engine. A door to controlair flow is built into the
rear of the duct and functionsthroughan electricscrewjack.
Two other importantserviceitems are the oil drain and breatherline. A T type fitting, locatedon the right side
of each engine compartment,is used for drainingoil. The oil breather line, connectedto the overboardbreather
port on the rightside of the accessorycase,is routedto the right side of each rear, bottomnacellepanel.
-NOTE-
When replacing or repairing any assemblies,engine nuts, bolts, or

screws, use thread lubricant, engine oil, or equivalent when
retorqueingparts.
DISTRIBUTION
OIL COOLER
REMOVAL OF OIL COOLER (Figures79-1 and 79-2)
1. Removeboth upper and lower engine cowlingsand bottomrear supportpanel.

2. Disconnectmountingblocks for drain lines from bracketsconnect to air duct flange. The oil breather line
on right side of each engine may need to be disconnectfrom affected mountingblocks. Bracket with lines
attachedcan be disconnectfrom flange.
3. Remove oil cooler drain plug, drain oil from cooler and enough from lines to prevent excess amount of oil
from flowingover affectedassemblies.
- CAUTION
CAP OIL COOLER INLET AND OUTLET LINES TO

PREVENT CONTAMINATION.
4. Disconnectcooler inlet and outlet lines.
5. Properlysupportoil cooler. Removeattachinghardwaremountingassemblyto duct. Removeoil cooler.
79-20-00
Page 1
5K3
PIPER AIRCRAFT
PA-42/42-720
4 1
GOVERNOR PRESSURE AND PROPELLER SUPPLY OIL

SCAVENGE OIL
BREATHER AIR
TORQUE METER PRESSURE
1. OIL SUPPLY TO PROPELLER 19. REDUCTION CASE SCAVENGE PUMP

2. PROPELLER GOVERNOR AND BETA CONTROL 20. POWER TURBINE BEARINGS SCAVENGE PUMP
3. PROPELLER SHAFT OIL TRANSFER TUBE 21. ACCESSORY CASE SCAVENGE PUMP
4. SPLINES, BEARINGS AND FIRST STAGE 22. BYPASS VALVE
REDUCTION GEARS 23. NO. 2 BEARING SCAVENGE PUMP
5.
6. TORQUEMETER
NUMBER4 BEARINGOIL CONTROL VALVE 24.
25. ACCESSORY GEARBOX DRAIN
OIL TANK DRAIN
1. TORQUE
OIL METER
SUPPLY PRESSURE
TO PROPELLER 19. REDUCTION CASE SCAVENGE PUMP
8. NUMBER 2 BEARING 27. PRESSURE REGULATING AND RELIEF VALVE

9. NUMBER 1 BEARING 28. OIL PRESSURE PUMP
10. OIL FILTER AND CHECK VALVE ASSEMBLY 29. TO OIL PRESSURE INDICATOR
12. OIL TANK 31. POWER TURBINE BEARINGS

13. RETURN FROM COOLER 32. COMPRESSOR BEARINGS
14. OIL TANK BREATHER 33. TORQUEMETER
15. OIL FILLER AND DIPSTICK 34. TORQUE LIMITER &TORQUEMETER PRESS. IND.
16. THERMOPLASTIC DIVERTER VALVE 35. NO. 4 BEARING NOZZLE
(IF FITTED) 36. CHIP DETECTOR
17. OIL TO FUEL HEATER 37. OIL TRANSFER SLEEVE
18. TO COOLER 38. THRUST BEARING
Figure 79- 1. Engine Oil System Installation
79-20-00
Page 2
PIPER AIRCRAFT
PA-42/42-720
1. OIL COOLER
2. OIL COOLER INLET HOSE
3. OIL COOLER OUTLET HOSE
4. OIL COOLER OUTLET
5. OIL COOLER INLET
6. SUPPORT FOR DRAIN LINES
7. OIL COOLER SUPPORT BRACKET
8. ENGINE OIL SUMP BREATHER
Figure 79-2. Oil Cooler Installation
79-20-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF OIL COOLER (Figure 79-2)
1. Position oil cooler in air duct with inlet and outlet lines towards right side of engine. Install hardware,
mountingcooler to duct.
2. Reattachdrain lines and supportbrackets.
3. Connectlines to proper connectionon oil cooler. Installand safety wire drain plug (if removed).
4. Checkoil lever and fill as required.
5. Performenginemotoringrun to check for leaks.
6. Recheckoil level and fill as necessary.
7. Installbottom cowl supportpanel and upper and lower enginecowling.
OIL FILTER ELEMENT MAINTENANCE (Figure 79-3)
For aircraftused 50 hoursper monthor less, clean elementevery 400 hoursor 9 months, whichevercomesfirst.
Remove,clean, and reinstallelement as follows:
I. Removeoil filter elementby removingfour self-lockingnuts and plain washerssecuringfilter cover to right
side of compressorinlet case at 3 o'clock position.
2. Removefilter cover and O-ring;discardO-ring.
3. Withdrawfilter elementfrom filter body; discardO-ringfrom element.
4. Agitatefilter element for 5 minutesin clean, unusedpetroleumsolvent(specificationAMS 3160).
5. Dryfilter elementwith clean,dry, filteredcompressedair,if available,or allow elementto stand and air dry.
6. Witha magnifyingglass, inspectelement for cloggedpassagesand broken wires. If morethan 5 percent of
element remains clogged after cleaning,return to an overhaulfacility. If dents or broken wires are found,
replaceelement.
- NOTE-
Clean and inspect filter element at an overhaul facility, using

approved equipment, every 1000 hours or 30 months, whichever
comes first.
7. Install filter element in reverse order of removal (perforated flange first) using new O-rings. Ensure teflon
spacer is in position on filter cover lugs. Install cover, secure with four plain washers and self-locking nuts.
Torque nuts 24-36 inch-pounds.
79-20-00
Page 4
PIPER AIRCRAFT
PA-42/42-720
1. COVER
2. PREFORMEDPACKING
3. TEFLONSPACER
4. PREFORMEDPACKING
5. FILTERELEMENT
6. PREFORMED
PACKING
2
Figure 79-3. Oil Filter Assembly
OIL COOLER EXHAUST DOOR
REMOVAL OF OIL COOLER DOOR TRANSMISSION (Figure 79-4)
1. Remove bottom cowl and cowl support panel to gain access to transmission assembly.
2. Extend oil cooler door to full open position.
3. Disconnect electrical leads from transmission and motor assembly.
-NOTE-
Identify leads to facilitate reinstallation.

4. Disconnect transmission rod from oil cooler door. Remove sleeve, jam nut, spring, spacer, and seal from
transmission rod.
5. Disconnect transmission from firewall mounting bracket. Remove complete assembly from aircraft.
79-20-00
Page 5
5K7
PIPER AIRCRAFT
PA-42/42-720
CLEANING,INSPECTION,AND REPAIROF OIL COOLERDOORTRANSMISSION
1. Clean transmissionassemblywith suitablesolvent.

2. Inspecttransmissiontube for excessiveend or side playon transmissionscrews.
3. Ensure transmissiontube, screw,and rod end are not distortedor bent.
4. Ensure bearing is not loose on transmissionscrew or in transmissionhousing. Determineexcess wear by
holdingtransmissionand movingscrewup and down.
5. Check for excess wear in transmission by turning screw by hand and noting end and side play in
transmissiondrive shaft. End play must not cause end pressureon motor driveshaft.
6. If any checks showexcess wear, corrosion,or damage,replacetransmissionor its components.
7. Check solenoidbrake assemblyfor excess wear, broken parts, sticking or burned out solenoid. Repair or
replaceas necessary.
8. After transmission screw and tube are cleaned and dried, apply coating of aircraft actuator grease
specificationMIL-G-23827to screw,ball nut, and transmission.
9. When transmissionassemblyis disassembledfor any reason, or at 500 hours, repack 75 percent full with
Dukes (P/N2196-74-1)grease.
3
FIREWALL
7 (PA-42-720ONLY)
9 SEENOTE
(PA-42 ONLY)
1. OIL COOLEREXHAUSTDOOR
2. TRANSMISSIONASSEMBLY
3. FIREWALL
4. MOTOR
- NOTE- 5. ROD END
6. SET SCREW(PA-42ONLY)
SWITCHIS LOCATEDON THE 7. OIL COOLERDOORANNUNCIATOR SWITCH
FIREWALL FOR PA-42-720 8. HINGE
ONLY. 9. CAM, SWITCHACTUATOR(PA-42-720)
Figure 79-4. Oil CoolerDoor Installation
79-20-00
Page 6
PIPER AIRCRAFT
PA-42/42-720
INSTALLATION OF OIL COOLER DOOR TRANSMISSION (Figure 79-4)
1. Position transmission assembly in mounting bracket with rod protruding through oil cooler duct. Secure
with proper attachment hardware. Allow transmission to rotate on its mounting bracket.
2. Connect electrical leads to transmission assembly.
3. Place seal, spacer, and spring on transmission rod. Screw jam nut and sleeve onto rod.
4. Connect transmission rod to oil cooler door with attachment hardware.
5. Adjust oil cooler door.
ADJUSTMENT OF THE OIL COOLER DOOR (Figure 79-4)
1. Adjust sleeve on transmission rod so oil cooler door is flush with bottom of nacelle in fully closed position.
2. Adjust set screw on oil cooler door to activate limit switch before door is fully open. (PA-42 only)
3. Check all attachment hardware for proper installation and security.
4. Check operation of oil cooler doors and indicator lights by completing opening and closing cycle (PA-42
only).
5. Check operation of oil cooler doors by completing opening and closing cycle. (No annunciation in PA-42-
720.)
OIL DIVERTER VALVE (Figure 79-5)
The diverter valve (mounted as shown in Figure 79-5) is a thermostatic bypass and check valve. Situated
between the oil-to-fuel heater outlet and the engine oil tank, the diverter valve diverts oil too hot to return to the
oil tank from the oil-to-fuel heater to oil flow headed for the oil cooler. The diverter valve consists of a thermal
valve and a pressure relief valve. Normal operating temperature for the thermal control valve is 71°C (160°F).
The pressure relief valve, set to operate at a pressure of 40 - 55 psi and an oil temperature of 76 ° - 79°C (170 °
174°F), prevents damage to the oil-to-fuel heater and associated scavenge pump.
The only indication that diverter valve is not working properly is a higher then normal oil temperature indicated
on gauge. If this occurs, remove unit and refer to PT6A-41 Maintenance Manual.
REMOVAL OF OIL DIVERTER VALVE (Figure 79-5)
1. Remove bottom cowling from affected engine, and if necessary, bottom cowl support panel.
2. Unclamp lines and electrical harnesses to gain access to assembly.
3. Place drip pan or suitable container under rear of engine. Remove drain plug at base of oil-to-fuel heater to
allow residual oil to drain.
4. Disconnect and remove external transfer tube while draining residual oil. Cap all lines and fitting openings.
5. Remove bolts securing short oil transfer tube retaining plate to diverter valve housing. Remove retaining
plate from groove in tube. If any problems exist in removing plate, allow it to remain loose on tube.
79-20-00
Page 7
5K9
PIPER AIRCRAFT
PA-42/42-720
6. R ETAINING
PLATE
7. BOLT
8. RETAINING PLATE
9. FUEL TRANSFER TUBE
10.
11. BOLT
BRACKET
12. BOLT
13.
12. OIL TRANSFER TUBE
BOLTS
14. PREFORMED PACKINGS
15. PREFORMED PACKINGS
16. DIVERTER VALVE
Figure 79-5. Diverter Valve and Fuel Heater Installation
79-20-00
Page 8
PIPER AIRCRAFT
PA-42/42-720
6. Disengage short transfer tube from oil-to-fuel heater. Insert tube into its cavity in diverter valve housing
until tube clears boss on heater.
7. Remove valve housing by removing two bolts and washers, securing it to boss on compressor inlet case.
8. Withdraw valve housing from engine. Remove O-ring from housing port.
9. Remove short transfer tube from valve housing, and if required replace O-rings.
INSTALLATION OF OIL DIVERTER VALVE (Figure 79-5)
1. Replace O-rings damaged at removal.

2. Install diverter valve on engine. Secure and safety assembly on engine and torque bolts to 36-40 inch-
pounds, using thread lubricant, engine oil, or equivalent.
3. Pull short transfer tube from its cavity in valve housing. Insert tube into its port in oil-to-fuel heater.
4. Fit retaining plate into its groove at front end of transfer tube. Secure plate to housing. Install bolts with a
wet torque of 3640 inch-pounds as previously explained and safety.
5. Install transfer tube between bypass port on valve housing and scavenge line tee adapter. Torque coupling
nuts to 450-500 inch-pounds and lockwire.
6. Run engine and check for oil leaks.
OIL-TO-FUEL HEATER (Figure 79-5)
The oil-to-fuel heater is a heat exchanger which uses heat from engine lubricating oil system to preheat fuel for
the fuel system. The assembly, mounted to the rear engine flange, also interconnects with the diverter valve and
oil tank.
The oil-to-fuel heater consists of a honeycomb, two-pass oil and fuel circuit, and a thermostatic valve. The
thermostatic valve regulates fuel temperature by either allowing oil to flow through the heating circuit, or by
passing it back to the engine oil tank.
REMOVAL OF OIL-TO-FUEL HEATER (Figure 79-5)
1. Place a drip pan or other suitable container under rear of engine and oil drain fitting.
2. Drain oil tank by removing cap on drain T fitting.
3. Disconnect and cap fuel in line from heater and also cap fitting in heater.
4. Remove heater drain plug and drain residual oil in heater. Reinstall plug and secure after oil stops draining.
5. Remove bolts fastening small transfer tube retaining plate to diverter valve disengage plate from transfer
tube; remove plate.
6. Move small transfer tube into diverter valve so it clears heater.
7. Unbolt fuel transfer tube plate from top of heater. (Figure 79-5)
8. Remove bolt and washer securing support bracket to heater and swing bracket away from heater.
9. With oil-to-fuel heater supported, remove hardware mounting heater to flange; remove heater downward.
10. Remove all O-rings damaged during removal and cap all lines and openings to prevent contamination of
systems.
79-20-00
Page 9
5K11
PIPER AIRCRAFT
PA-42/42-720
INSPECTION AND REINSTALLATION OF OIL-TO-FUEL HEATER
1. Visuallyinspectmountinglugs for cracks and otherdefects.

2. Inspectall bores,bosses, and threadsfor damage,corrosion,or cracks.
3. Ensure properinstallationof helicalcoil inserts locatedat fuel outlet port and boss, adjacentto oil inlet port.
4. Examineinsulatingmaterialfor proper surfacecondition.
5. Wheninstallinga new oil-to-fuelheater,proceedas follows:
a. Removeshippingplugs from oil ports. Flushheater oil circuitwith engine oil.
b. Drain off excess oil and reinstallshippingplugs.
c. Removeshippingplugs from fuel ports. Flushout fuel circuit with fuel.
d. Drain off surplusfuel and replugports.
- CAUTION
DO NOT USE TRICHLORETHYLENE OR SIMILAR AGENTS

TO CLEAN EXTERIOR SURFACE OF OIL-TO-FUEL
HEATER. THESE AGENTS ATTACK MOLDED INSULATED
SURFACE. USE SOAP AND WATER TO IMMEDIATELY
CLEAN ANY PART OF SURFACE WITH THIS MATERIAL
ON IT.
-NOTE-
Cracks on bosses and mating surfacesare not permissible,but minor

defects, blemishes, corrosion, etc can be repaired. If exterior
insulation has only minor damage which does not penetrate to the
metal, damage can be repaired. When damage is severe and
penetrates to the metal, return oil-to-fuelheater to manufacturerfor
molding of new insulation. Also ensure all ports are capped before
cleaning.
6. Removecaps from oil and fuel transfertubes extendingdownfrom fuel control unit and engine. Ensure the
tubes are clean.
7. Install new O-ringson transfertubes.
8. Removecap from transfertube leading to divertervalve. Installnew O-ring.
9. Removeall caps from oil-to-fuelheater.
10. While aligningoil and fueltransfertubes, raiseoil-to-fuelheater to engagetransfertubes.
11. Align holes in heater support flange with those on accessorygear box flange. Secureheater to flange with
requiredhardware. Torquebolts to 36-40 inch-poundsand lockwire.
12. Swivel supportbracket into position. Securebracket to heater by torquingto 3640 inch-pounds;lockwire
bolt.
13. Install retainingplate on fuel transfer tube. Torquethe bolts to 32-36 inch-poundsand lockwire bolts to
hole in plate.
14. Replace O-ring, install oil transfertube from divertervalve to heater, and reinstallretainingplate. Torque
bolts to 32-36inch-pounds. Lockwireto holein plate.
15. Check heater drain plug. If plug is not tight and correctly lockwired, remove plug, replace O-ring, and
reinstall. Wettorqueplug to 65-75inch-pounds.
16. Reinstallfuel supplyline.
79-20-00
Page 10
5K12
PIPER AIRCRAFT
PA-42/42-720
INDICATING
CALIBRATION OF ENGINE OIL PRESSURE INDICATING SYSTEM PPS60099
Checkcalibrationof engineoil pressureindicatingsystemas follows:

1. Connecta pressuretester set with a calibratedtest gauge to oil transmitterusing appropriateAN fitting and
pressure line. (Testset must be capableof providingand monitoringstatic pressuresfrom 0 - 160 psi using
engine oil.)
2. Turn ON aircraftmaster switch.
3. Allowfittings to remainloose and positionvalve towardsline.
4. Turn handleclockwiseuntil air is bled from line (oilmust drip from line). Tighten fitting.
5. Turn valvetowardsreservoirand turn handlecounterclockwise.
6. Turn valvetowardsline and turn handleclockwiseagainto attainhigh pressureof 135psi.
7. Comparetest gauge readingwith oil pressuregaugereading.
8. Turn handlecounterclockwisefor a low pressureof 105psi.
9. Again comparetest gaugereadingwith oil pressuregaugereading.
-NOTE-
Taptest gaugeto reducefrictionalerrors.

10. Begincheckingoil pressuresystemby followingvaluesin Chart 7901. Keep withintolerancesstipulated.
11. After completingtest, turn testervalve to NEUTRAL(perpendicularto the line) and disconnecttester.
12. Reconnectany linespreviouslyremoved.
CHART 7901. OIL PRESSURE GAUGE CALIBRATIONDATA
PSI TOLERANCE
50 0-60 psi = + 5 psi
60
80 60-120 psi = ± 3 psi
105
120 120-200 psi = 5 psi
135
155
79-30-00
Page 1
5K13 5K13 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
OIL TEMPERATURE PROBE
The oil temp probe is locatedon rightside of engineaccessorysectionbelow overboardbreatherport. The MS-
28034-3 unit can be tested for proper resistanceif a discernabletemperaturecan be achieved. (Refer to Chart
7902.) Install unit as follows:
1. Lubricatenew MS-35768-8gasketin engine oil and installon unit.
2. Screw fitting assemblyinto boss unit until it bottomstightly in engine fitting.
CHART 7902. OIL TEMPERATUREBULB SPECIFICATIONS
°C Ohms Resistance °C Ohms Resistance

-40 (-40°F) 77.39 ±.40 60 (140°F) 112.28 ±.50
-30 80.56 +.40 70 116.27 ±.50
-20 (-4°F) 83.77 ±.40 80 (176°F) 120.36 ±.50
-10 87.04 ±.04 90 124.44 ±.50
0(32°F) 90.38 ±.40 100 (212°F) 128.85 ±.50
10 93.8 ±.40 110 133.26 ±.50
20 (68°F) 97.31 ±.40 120 137.78 ±.60
30 (86°F) 100.91 ±.40 130 142.40 ±.60
40 (104°F) 104.6 ±.40 140 147.11 ±.60
50 108.39 ±.40 150 (302°F) 151.91 ±.60
79-30-00
Page 2
5K14
PIPER AIRCRAFT
PA-42/42-720
GRIDS 5K15THRU 5L24

79-30-00
Page 3
5K15
AIRPLANE
MANUAL
MAINTENANCE
CARD6 OF7
III
PA-42CHEYENNE
IIIA
CHEYENNE
PA-42-720
THIRDEDITION
761523)
(PARTNUMBER January
9,1998
6A1
Publishedby

2926 Piper Drive
U.S.A.
Memberof GAMA
GeneralAviation
6A2
PIPER AIRCRAFT
PA-42/42-720
INTRODUCTION

The various Chaptersare broken down into major systems such as ElectricalPower, Flight Controls, Fuel,
The major System/Chaptersare then broken downinto Sub-System/Sections.These sectionsare identifiedby
the secondelementof the standardizednumberingsystem. The number "40"of the basicnumberseries 32-40-00
numberingsystem, such as 32-40-01. This number couldbe assigned by the manufacturerto fit the coverage
Example:
3240-01
INDIVIDUALUNITS
NOSE WHEELREMOVAL
This manualdoes not contain hardwarecallouts for installation. Hardwarecallouts are only indicatedwhere a
special applicationis required. To confirmthe correct hardware used, refer to the PA-42/42-720Parts Catalog
P/N761 818, and FAR43 for proper utilization.
- WARNING-

- CAUTION -

- Note-
Anoperatingprocedure,condition,etc., whichis essentialto emphasize.
Introduction
Page 1
GA3
PIPER AIRCRAFT
PA-42/42-720
Aerofichecard replacementsand shallsupersedeAerofichecardsof the samenumberin the set.
First numberis the Aerofichecard number.
Letter is the horizontalline referenceper card.
Example:2J16= Aerofichecard numbertwo of givenset, Grid locationJ16.
1. A completemanual System/ChapterIndex Guideis givenfor all fiche in this set.

2. A completelist of Illustrationsis for all fichein this set followingSystem/ChapterIndex.
4. A completelist of paragraphtitles and appropriateGridlocation numbersis given at the beginningof each
Chapter relatingto the informationwithinthat Chapter.
Revisedtext and illustrationsare indicatedby a blackvertical line alongthe left-handmarginof the frame,
changes,additionsto or deletionsof existingtext and illustrations. Changesin capitalization,spelling
A referenceand recordof the material revisedis includedin each chapter'sTableof Contents/Effectivity.
The codes used in the effectivitycolumnsof each chapterare defined as follows:
CODES
OriginalIssue: None
First Revision: RevisionIndication,( 1R Month-Year)
Introduction
Page 2
6A4
PIPER AIRCRAFT
PA-42/42-720
AEROFICHE EXPLANATION AND REVISION STATUS (continued)
ORG791201 December 1,1979 1, 2, 3,4 and 5

CR860401 February 28, 1987 1, 2, 3,4, 5 and 6
CR891231 December 31, 1989 1,2,3,4,5 6and7
IR 980109 January 9, 1998 1, 2, 3,4, 5, 6 and 7
Introduction
Page 3
PIPER AIRCRAFT
PA-42/42-720

PA42-720, CHEYENNE IIIA -1987
* Serial Numbers 42-5501024, 42-5501028, 42-5501032, 42-5501034,

Introduction
Page 4
InterimRevision:January 9, 1998 6A6
PIPER AIRCRAFT
PA-42/42-720
VENDOR PUBLICATIONS
- WARNING-

ENGINE:
PT6A-41: P/N 3021442
PT6A-61: P/N 3034342
P/N 3021441
P/N 3033741
PT6A-61: P/N 3034344
PROPELLER:
Manual #118D
Piqua, Ohio 45356
VOLTAGE CONTROL:
Overhaul Manual
and Illustrated
AUTOFLITE:
Avionics Group
Introduction
Page 5
6A7
PIPER AIRCRAFT
PA-42/42-720
AUTOFLIGHT (cont.)
KNS 660
EFIS 10
VendorAddress: Bendix/KingRadioCorporation
400 N. RogersRoad
FlightControl: Global Series 2 GNS 500A
Flight Control: UNS1
SystemsManual: UNS-1A
3260 E. Lerdo Road
WHEELS AND BRAKES:
KEVLAR:
TextileFibers Department
CentreRoad Building
Wilmington,Delaware 19898
DINOL International
25200 Malvina
Box 1065
OXYGEN SYSTEM
225 Erie Street
Lancaster,New York 14086
Introduction
Page 6
6A8
PIPER AIRCRAFT
PA-42/42-720

P.O. Box 3041

1688 Shermer Road
PIPER PUBLICATIONS
100 HOUR EVENT: 761 739
Introduction
Page 7
6A9
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General

10 Time Limits
Checks
Checks

00 General

00 General
10 Jacking
20 Shoring

00 General

00 General
10 Towing
20 Taxiing

00 General
10 Parking
20 Mooring

00 General
12 SERVICING 1G18
00 General
10 Replenishing
Introduction
Page 8
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General

00 General
10 Compression
20 Distribution
40 Heating
50 Cooling
22 AUTO FLIGHT 1K17

00 General
10 Autopilot
00 General

00 General
30 DC Generation
40 External Power
00 General

00 General
10 Detection
20 Extinguishing
Introduction
Page 9
6A11
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/CHAPTERINDEXGUIDE(continued)
SYSTEM/ SUB-SYSTEM/

00 General
10 Aileronand Tab
20 Rudder and Tab
30 Elevatorand Tab
50 Flaps
90 Stall Warning
28 FUEL 2J5
00 General
10 Storage
20 Distribution
40 Indicating

00 General

00 General
20 Air Intakes
60 Propellers
32 LANDING GEAR 3H8

00 General
40 Wheelsand Brakes
50 Steering
60 Positionand Warning
33 LIGHTS 3K22
00 General
20 ExteriorLighting
Introduction
Page 10
6A12
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General
20 Pitot Static
35 OXYGEN 4C1
00 General
36 PNEUMATIC 4C19
00 Pneumatic System
10 Distribution
37 VACUUM 4D14
00 General
10 Distribution
20 Indicating

MULTIPURPOSE PARTS
00 General
51 STRUCTURES 4F4
00 General
52 DOORS 4123
00 General
20 Cargo Door
30 Service
53 FUSELAGE 4J24
00 General
10 Main Frame
Introduction
Page 11
6A13
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/
54 NACELLES 4K11
00 General
55 STABILIZERS 4K17
00 General
20 Elevator
40 Rudder
56 WINDOWS 5B9
00 General
20 Cabin
57 WINGS 5B22
00 General
20 Wing Tip Tanks
40 Wing
50 Aileron
55 Aileron
61 PROPELLERS 5C16
00 General
20 Controlling

71 POWER PLANT 5D21

00 General
10 Cowling
20 Mounts
30 Fireseals
Introduction
Page 12
6A14
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General

00 General
10 Distribution
20 Controlling
30 Indicating
74 IGNITION 5F15
00 General
20 Distribution
75 AIR 5G4
00 General

00 General

00 General
10 Power
20 Temperature
30 Analyzers
79 OIL SYSTEM 5KI

00 General
20 Distribution
30 Indicating
91 CHARTS 6B9
Introduction
Page 13
6A15
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General
Introduction
Page 14
6A16
PIPER AIRCRAFT
PA-42/42-720
8-1. Leveling 1F11
8-2. Weighing 1F12
12-4. LubricationChart- LandingGear, Main 1H20
12-5. LubricationChart- LandingGear, Nose 1H21
12-9. LubricationChart - Air Inlet Ice ProtectionOil CoolerDoors 112
12-10. LubricationChart - CabinDoor,BaggageDoorand Seats 113
21-4. Cabin PressureControlSystemSchematic 1J5
21-14. Cabin Pressurizationand BleedAir SystemSchematic- PA-42-720 1K7
23-1. ELT PortableFolding Antenna 1L3
24-1. OverheadSwitchPanel- PA42 2B19
24-2. OverheadSwitchPanel - PA-42-720 2B20
24-3. Main CircuitBreakerPanel- Typical 2B21
Introduction
Page 15
6A17
PA-42/42-720
24-4. Starter Generator Basic Diagram 2C1
24-5. Power Distribution (PA-42) 2C5
24-6. Power Distribution (PA-42-720) 2C6
24-7. Left Circuit Breaker Panels Installation (Typical) 2C7
24-8. Right Circuit Breaker Panel Installation (Typical) 2C8
24-9. Typical Cross-section of Starter Generator 2C11
24-10. Illustration of Brush Wear Stages 2C13
24-11. Instant Filming Brushes 2C13
24-12. Correct Position of Brushes, Leads, and Springs 2C14
24-13. Starter-Generator (250 Amp Model 23048-20) 2C19
24-14. Correct Position of Brushes and Springs 2C21
24-15. Electrical Connections of Starter-Generator 2C21
24-16. Paralleling Voltage Check 2C24
24-17. Fabricated Cell Puller Tool 2D7
24-18. Cell Layout - Nickel-Cadmium Battery 2D7
24-19. Charge/Discharge Schematics (Typical-Service) 2D10
24-20. Closed Loop Test Diagram (Lear Siegler, Inc.) 2D15
24-21. Voltage Regulator Test Panel Schematic (Lear Siegler, Inc.) 2D16
24-22. Voltage Regulator Adapter Connector (Lear Siegler, Inc.) 2D16
25-2. Passenger Seats Installation 2E9
25-3. Optional Seat Installation 2E10
25-5. Forward Curtain and Sliding Door Installation 2E12
25-7. Forward Cabinetry and Divider Panel 2E14
25-8. Aft Refreshment Cabinet, Vanity Cabinet with
Folding Door and Divider Panels 2E15
26-2. Engine Fire Control System 2E22
27-2. Methods of Blocking Trim Cables 2G5
27-3. Aileron and Aileron Trim Controls 2G8
27-4. Control Column Sprocket Installation 2G12
27-5. Control Column Travels and Limits 2G15
27-6. Aileron Control Travels and Cable Tension 2G15
27-7. Location of Bellcrank Rigging Hole 2G16
27-8. Installation of Aileron Rigging Tool 2G16
27-9. Aileron Friction Check 2G21
27-10. Rudder Control System Installation 2G22
27-11. Rudder and Trim Tab Control Trails and Cable Tensions 2H2
27-12. Installation of Rudder Rigging Tool 2H2
27-13. Installation of Rudder Trim Rigging Tool 2H2
Introduction
Page 16
Reissued: December 31, 1989 6A1 8
6A18
PIPER AIRCRAFT
PA-42/42-720
S/N's 42-8301001 and up) 2J12
Introduction
Page 17
PIPER AIRCRAFT
PA-42/42-720

29-11. Handlerelease Adjustment 3C21
30-2. BootTest Apparatus 3E8
30-3. PneumaticDeicerBoots Operation 3E1l
30-6. BuffingEdge of Repair 3E21
30-12. PneumaticBoot and FlowStrip Locations 3F2
30-20a. GeneratorInlet Scoop (PA-42Only) 3F21
30-22. Propellerand EngineAir Inlet Lip DeicerSystem 3G4
Introduction
Page 18
6A20
PIPER AIRCRAFT
PA-42/42-720

30-29. BrushBlockAssemblyand BrushWearCheck 3G11
30-30. Angle of Contact - Brushesto Slip Rings 3G12
30-36. Sealer Application(PropBoot) 3G22
30-37. Sealer Application(LeadStrap) 3G22
3040. Power ControlRelaysand DeicerTimerInstallation 3H3
32-6. AligningNose Gear 3120
32-7. Rudder PedalsNeutralPosition 3123
32-11. Gear DoorActuatingCylinder 3J8
32-13. B.F.Goodrich3-1392Main WheelInstallation 3J13
32-15. Nose Wheel Assembly(B.F.Goodrich3-1076) 3J19
32-17. B.F.Goodrich BrakeInstallation 3J23
32-20. ParkingBrake ValveAssembly 3K7
32-22. Nose Gear SteeringInstallation 3Kll
33-2. AnnunciatorPanelInstallation 3LA
Introduction
Page 19
6A21
PIPER AIRCRAFT
PA-42/42-720

35-3. OxygenSystemInstallation- FAR 135(PA-42) 4C7
35-4. OxygenSystemInstallation- 60 Cu. Ft Capacity- (PA-42-720) 4C8
35-7. SurgeValve(Cross Section) 4C15
36-2. ProofPressureand LeakageTest Setup(PA-42) 4D8
39-1. InstrumentPanel(Typical) 4E3
39-2. Main CircuitBreakerPanel (PA-42Only) 4E4
39-5. OverheadEngine ControlSwitchPanel(PA-42) 4E10
39-6. OverheadSwitchand MeterPanel (PA-42-720Model) 4E 11
39-7. OverheadMeter and SwitchPanel Assembly 4E13
39-9. ElectricOutsideAir TemperatureGauge (Optional) 4E16
39-12. ElectricalPanels and ComponentsLocations(PA42-720) 4E21
39-13. AvionicsBayLay Out (Typical) 4E23
51-3. Band SawUse 4F12
51-9. Deep Scratches,ShallowNicks and Small HolesRepair 4F21
51-10. Mixingof EpoxyPatchingCompound 4F22
51-12. WeldingRepair Method 4F23
Introduction
Page 20
6A22
PIPER AIRCRAFT
PA-42/42-720

51-32. Avionics and ECU Bay Door Sealing 4I19
57-3. RESERVED 5C8
Introduction
Page 21
6A23 Reissued: December31, 1989
PA-42/42-720

61-3. TypicalNicksand RemovalMethod 5C20
71-3. CowlingInstallation(PA42-720) 5E9
73-5. Jet ScavengePumpInstallation 5F4
76-1. PowerLever ControlCable Handling 5G15
76-4. PowerLever ControlCableEngineConnection 5G19
76-6. OverallView- PT6A-41EngineControls 5G23
76-7. PowerControlCam assemblyin Track Position 5G24
76-10b. ThrottleArm AlignmentToolInstalled 5H2
76-12. Power (Throttle)CablePedestalAdjustment 5H3
76-14. EnginePropellerGovernor- Right Side View 5H5
76-16. PT6A41 Fuel ControlUnit - Front and Right Side View 5H8
76-20a. GroundTestCowl 5H16
76-23. PowerLever Cross Startand AutofeatherSwitches 5H21
76-26. PropellerCamAssembly- Frontto RearView 513
Introduction
Page 22
6A24
PIPER AIRCRAFT
PA-42/42-720

76-29. WoodwardTypeII Fuel ControlUnit - Left Side View 516
76-31. PowerLever(Throttle)CableInstallation 518
76-32. PT6A-61EnginePropellerGovernor- Right Side View 519
76-34. CockpitCondition(StartControl)Lever - PA-42-720 5111
76-36. WoodwardTypeIII Fuel ControlUnit (FCU) 5120
76-37. PropellerDomeArea 5121
76-39. PA-42-720FeatherDetentAdjustment 5123
77-5. BarfieldTT-1000TestSet Controls 5J19
79-4. Oil CoolerDoorInstallation 5K8
79-5. DiverterValveand Fuel HeaterInstallation 5K10
-Note-

95-2. FabricatedTool,Main Gear Toe-InAdjustment 7H9
95-3. FabricatedTool,Main Gear SideBraceLinkTravel 7H10
95-4. FabricatedTool,NoseGear GaugeLinkTravel 7H11
95-5. FabricatedJack Stand for Piper Jack, Part No. 18338-0 7H12
95-10 Special Socketfor CalcoFlap Rheostat 7H16
Introduction
Page 23
6B1
PA-42/42-720
95-12. FabricatedReducerTest Adapter 7H18

Introduction
Page 24
PIPER AIRCRAFT
PA-42/42-720
LIST OF CHARTS
401 StructuralInspectionand Replacement 1B 11

601 LeadingParticularsand PrincipalDimensions 1Ell
1203 OxygenCylinder FillingPressureVs. AmbientTemperature 1H16
1204 IndicatedOxygenCylinderPressureVs. AmbientTemperature H 17
2102 CabinAltitudeVs. AirplaneAltitude 1J17
2407 NickelCadmiumBatterySpecifications 2D9
2408 Main Tie Bus Circuit Breakerand CrossfeedDiode Check 2D22
2409 GeneratorPowerDistributionDiode OperationCheck 2D23
2702 Cable RiggingTensionVs. Temperature 2G3
3003 Materialand Suppliesfor ColdRepair 3E14
Introduction
Page 25
6B3
PIPER AIRCRAFT
PA-42/42-720
LIST OF CHARTS(continued)

5109 Numberand Sizeof AD Rivets requiredon EachSide of Crack 4G19
7702 Basic Millivoltsand TemperatureValues 5J17
7902 Oil TemperatureBulbSpecifications 5K14
9103 FlareFittingtorque Chart 6C1
Introduction
Page 26
6B4
PIPER AIRCRAFT
PA-42/42-720
MAINTENANCE
PLANE
AIRPLAI I
MANUAL

9110 Decimal/MillimeterEquivalentof Drill Size 6C12
Introduction
Page 27
6B5
PA-42/42-720

Introduction
Page 28
6B6
CHAPTER
CHARTS AND WIRING DIAGRAMS
6B9
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 91 - CHARTS AND WIRING DIAGRAMS
CHAPTER
SECTION GRID
91-00-00 GENERAL 6B11
91-10-00 CONSUMABLE MATERIALS 6B11

Chart 9101. List of Consumable Materials 6B11
91-10-00 ENGINE TORQUE VALUES 6B24

Chart 9102. Engine Torque Values 6B24
Chart 9103. Flare Fitting Torque Values 6C1
91-10-00 TORQUE REQUIREMENTS 6C0

Chart 9104. Recommended Nut Torques 6C2
91-10-00 LUBRICATION OF THREADS 6C4

Chart 9105. Thread Lubricants 6C4
91-10-00 LUBRICATION OF GASKETS AND SEALS 6C4

Chart 9106. Decimal Conversion 6C5
Chart 9107. Special Torques 6C6
Chart 9108. Torque Conversion 6C7
Chart 9109. Conversion Tables 6C8
Chart 9110. Decimal/Millimeter Equivalents of Drill Sizes 6C12
91-20-00 ELECTRICAL SYSTEM CHARTS AND DIAGRAMS 6C13

Chart 9111. Electrical Wire Coding 6C13
Chart 9112. Electrical Symbols 6C14
91-20-00 WIRING DIAGRAM INDEX GUIDE 6C15
91 - Cont/Effect.
Page 1
6B10
PIPER AIRCRAFT
PA-42/42-720
GENERAL
This chapter containschartsapplicableto variouschaptersand systemsin this manual. All requiredelectrical

schematicsare also included.
CONSUMABLEMATERIALS
CHART 9101. LIST OF CONSUMABLE MATERIALS
MATERIAL SPECIFICATION PRODUCT VENDOR
ABS-Solvent/ Solarite, #11 Series Solar CompoundsCorp.

Cements
Adhesive EC 801 Minnesota Mining and

EC 807 Manufacturing
EC 1357 Adhesive Coating and
Scotch Grip 210 Sealers Division
(Rubber Adhesive)
Anti-Galling MIL-A-907 Ease-Off TaxaconeCompany

Solution
Anti-SeizeCompound MIL-T-5544 Armite Product Armite Laboratories

(GraphitePetrolatum)
Anti-Seize Compound Exxon Oil Company
Royco 44 Royal Lubricants Co.
Anti-Seize Compound TT-A-580 Armite Product Armite Laboratories

(White Lead Base) (JAN-A-669)
Anti-SeizeThread Fel-Pro C5-A Fel-Pro Incorporated

Compound"HIGH
TEMPERATURE"
Buffingand Rubbing Automotive Type DuPont Company

Compounds DuPont #7
Ram Chemical #69 Ram Chemicals
Compoundfor MirrorGlaze Mirror BrightPolish

Polishing Co., Incorporated
91-10-00
Page 1
6B11
PIPER AIRCRAFT
PA-42/42-720
CHART9101. LIST OF CONSUMABLEMATERIALS(continued)

PlexiglasPolish
and Cleaner P-P-560 Part Number 403D PermatexCo., Inc.
KansasCity, Kansas
66115
Cleaners FantasticSpray Local Supplier
Perchlorethylene
VM&PNaphtha
(LighterFluid)
Dry Lubricant MIL-L-60326 MS-122-6075 Local Supplier
Engine Fuel PWA 522 and CPW 46 AviationGasoline

MIL-G-5572may be
used for a maximum
of 150hoursbetween
overhaul.
Epoxy Patching Solarite #400 Solar Compounds Corp.

Compound
Gasket Cement Permatex No. 2 PermatexCompany,Inc.
Grease, Actuator 2196-74-1 Dukes Astronautics Co.
Grease, Aircraft MIL-G-23827A Supermil Grease Amoco

Instrumentation, (See Note 1) No. A72832
Gear and Actuator
Screw (Temp. Range - Royco 27A Royal Lubricants Co.
(100°F to +250°F)
Shell6249Grease Shell Oil Company
RR-28 Socony Mobil Oil Co.
CastroleaseA1 Burmah-Castrol LTD.
Low-Temp.Grease E.P. TexacoIncorp.
5114 E.P. Grease StandardOil of Calif.
AV55
AeroshellGrease7 Shell Oil Company
Braycote627S
Mobil Grease 27 Mobil Oil Corporation
B.P. Aero Grease 31B B.P.TradingLimited
91-10-00
Page 2
6B12
PIPER AIRCRAFT
PA-42/42-720
CHART 9101. LIST OF CONSUMABLE MATERIALS (continued)

Grease, Aircraft MIL-G-3278 UnitempE.P. TexacoIncorporated

Instrumentation,
Gear and Actuator RPM Aviation Grease StandardOil of Calif.
Screw(Temp.Range - 5, Supermil Grease
65°F to +250°F) No. 8723
Grease,Aircraft AeroshellGrease7A Shell Oil Corporation

Instrumentation,
Gear and Actuator Royco 78 RoyalLubricants
Screw (Temp.Range - Company
65°F to +250°F)
(cont) L-1212 Sinclair Refining Co.
1916 Uni-Temp California Texas Oil

Grease Corporation
Grease Ball and MIL-G- 18709 Regal ASB-2 Formula Texaco Incorporated
Roller Bearing TG- 10293
Andok B Exxon Company, U.S.A.
Code 1-20481, Darina Shell Oil Company

Grease 1 XSG-6213
Code 71-501, Darina
Grease 2 XSG-6152
Code 71-502, Alvania
Grease 2 XSG-6151
Code 71-012, Cyprina
Grease 3 XSG-6280
Code 71-003
91-10-00
Page 3
6B13
PIPER AIRCRAFT
PA-42/42-720
CHART 9101. LIST OF CONSUMABLEMATERIALS(continued)

Grease,General MIL-G-81322 Marfax All Purpose TexacoIncorporated
PurposeWide
Temperature AeroshellNo. 6 Shell Oil Company
Mobil Grease77 Mobil Oil Corporation

or MobiluxEP2
Shell AlvaniaEP2 Shell Oil Company
Royco22 RoyalLubricants
Company
Mobil Grease 28 Mobil Oil Corporation
Aeroshell No. 22 ShellOil Company

Grease,High MIL-G-3545 HighTemp.Grease, TexacoIncorporated
Temperature Marfak All Purpose
ShellaireGreaseHT Shell Oil Company

AlvaniaE.P.Grease2
AeroshellGrease5
Grease 77, Mobilux Mobil Oil Corporation

E.P. 2
Royco 45A Royal Lubricants Co.
L-1231 Sinclair Refining

Company
Grease,Aircraft MIL-G-7711 RegalAFB2 Regal TexacoIncorporated

GeneralPurpose StarfakPremium
PED 3040 StandardOil of Calif.
AeroshellGrease6 ShellOil Company
Royco II RoyalLubricants
Company
91-10-00
Page 4
6B14
PIPER AIRCRAFT
PA-42/42-720

Grease,Lubricating, MIL-G-21164 AeroshellGrease ShellOil Company

Molybdenum No. 17
Disulfide,Low and
High Temperature Royco64C RoyalLubricantsC .
CastroleaseMSA (c) D.
BurmahCastrolLTD
Grease,Lubricating, MIL-G-6032 Royco 32 RoyalLubricant

Plug Valve,Gasoline Company
and Oil Resistant
CastroleasePV BurmahCastrolLTD.
ParkerFuel Lube44 Parker Seal Company
B.P.AeroGrease 32 B.P.TradingLimited
Grease, Lubricating, MIL-G-6032 L-237 LehighTenneco

Plug Valve,Gasoline ChemicalsCo., Inc.
and Oil Resistant
(cont) Rockwell950 Rockwell International
Grease,Waterproof, AeroLubriplate Fiske Brothers

High and Low Refining Company
Temperature
"Hot Melt" Adhesive Stick Form 1/2 in. Sears,Roebuckand

Polyamids and "Hot diameter, 3 in. Companyor most
Melt" Gun. long hardwarestores.
HydraulicFluid MIL-H-5606 Brayco 756D Bray Oil Company
TL-5874 TexacoIncorporated
PED 3565 StandardOil Company

of California
Aircraft Hydraulic TexacoIncorporated

Oil AA
RPM AviationOil StandardOil Company

No.2 Code of California
PED2585
PED 3337
91-10-00
Page 5
6B15
PIPER AIRCRAFT
PA-42/42-720

HydraulicFluid MIL-H-5606 3126HydraulicOil ExxonCompanyU.S.A.
(Univis40)
AeroshellFluid 4, ShellOil Company

SL-7694
AeroHF Mobil Oil Corporation
Royco 756, 756A RoyalLubricantsCo.

and 756B
IsopropylAlcohol Fed. Spec.TT-I-735 Local Supplier
IsocrylTape (PMS-C1012-2) SchneeMoorehead

Chemicals,Incorporated
Kevlar Kevlar Kevlar Special Products
Leak Detector MIL-L-25567 ALPHA73 U.S. Gulf Corporation

Solutionfor OxygenLeak Detector
OxygenSystems Type I
Leak Tec #16-OX American Gas and

Chemical Co. LTD.
Loctite MIL-S-22473 Loctite 290 LoctiteCorporation

Grade AA
MIL-S-22473 Loctite 222

Grade H and HV
Methylethylketone Fed. Spec. TT-M-261 Local Supplier
Molybdenum MIL-M-7866 Molykote-TypeG Dow Coming Corp.

Disulfide (Paste)
Molykote - Type 2
(Powder)
91-10-00
Page 6
6B16
PIPER AIRCRAFT
PA-42/42-720

Oil, Air Conditioner Frigidaire#525 VirginiaChemical
Suniso#5 Sun Oil Companyof

Pennsylvania
TexacoCapilla"E" TexacoIncorporated
Oil Lubricating, MIL-L-7870 Caltex Low Temp. CaltexOil Products

General Purpose, Oil Company
Low Temperature
SinclairAircraft SinclairRefining
OrbitLube Company
Oil, Lubricating 1692 Low Temp Oil Texaco Incorporated

GeneralPurpose
Low Temperature Aviation Instrument StandardOil Company
(cont) Oil of California
Royco 363 Royal Lubricants Co.
Rain Repellent FSCM 50150 Repcon Unelco Corporation
Safety Walk Flextred 300 WoosterProducts,

PressureSensitive Incorporated
Sealant MIL-S-11031B PRC5000 ProductsResearch

PRC 383 Company
Sealant,Fuel RS-36b, Stripper CEE BEE Chemical Co.

Co.
Tank Sealing (thin)
RS-24b, Stripper
(thick)
PR 1422A-2 Sealant ProductsResearch

(BrushingConsistency) Company
PR 1422B-2 Sealant
(TrowlingConsistency)
PR 1431G,Faying
SurfaceSeal,Type 1
91-10-00
Page 7
6B17
PIPER AIRCRAFT
PA-42/42-720

Sealant,Fuel PR 1321-B1/2,
TankSealing(continued) AccessPanel
Sealant
PR 1560 MK, Primer ProductsResearch

(Anti-Bacteriological Company
Coating)
BJO-0930, Phenolic Union Carbide Plastics

Balloons Division
ERL-2795, Epoxy
Resin
22LA-0340
Polyamid Hardener
Sealant, Fuselage Class A-1/2, A-2, B-2 H.S. Bancroft Corp.

Structure B4, B-6, B-8
EC 1239 Minnesota Mining and
Manufacturing
Industrial Specialties
Division
EC 612 (Leak Marker or

Weatherstripping, etc)
G.E.-SS4004 (Primer) General Electric

RTV-88 with Silicone Products
RTV-9811 Department
Windshield MIL-S-7502B B-1/4, PR 1221 Products Research

B-1/2, B-2, B-4, B-8, Company
B-12
PR 1425
SealingCompound, Tite-Seal RadiatorSpecialtyCo.

Gasket and Joint
Sealer PR 1321 B-1/2 ProductsResearch

Company
91-10-00
Page 8
6B18
PIPER AIRCRAFT
PA-42/42-720

Silicone Compound MIL-S-8660 DC-4,DC-6 Dow Coming

(MIL-C-21567) Compound
G-624 GeneralElectric Co.

SiliconeProducts
Department
Solvents MethylethylKetone Local Suppliers

MethyleneChloride
Acetone
Y2900 Union Carbide;Plastic

Division
Fed. Spec. PD 680 Local Supplier

Type I - Stoddard
Solvent
Type II- High Local Supplier

Temperature
PropellerSlip Ring CRC-2-26 Corrosion Reaction

CleaningSolvent Consultants, Inc.
Toluol TT-M-261 Local Supplier
Trichlorethylene MIL-T-7003 Perm-A-Clor Dextrex Chemical

Industries, Inc.
Turco 4217 Turco Products, Inc.
Teflon Tape .003"x .5" wide/-l Minnesota Mining and

Manufacturing Company
ShambanW.S.and Co.
.003" x .25" wide/-2 Johnson& Johnson,Inc.

PermacelDivision
Thread Sealant MIL-T-27730 Permacel412 Johnson& Johnson,Inc.

for High Pressure PermacelDivision
OxygenSystem
91-10-00
Page 9
6B19
PIPER AIRCRAFT
PA-42/42-720

VinylFoam 1 in. x 1/8 in. 530 Series,Type I NortonTapeDivision
Vinyl,Foam Tape 1/8 in. x 1 in. 501 Series,Type II NortonTapeDivision
Vinyl,BlackPlastic 2 in. x 9 mil. and/or

1 1/2 in. x 9 mil.
CorrosionRetardant MIL-C-16173 D LPS-3 Heavy Duty Holt Lloyd Corp.

Compounds (Piper P/N 197-508) Rust Inhibitor
(Piper P/N 197-509) MetalParts Protector Chemi-Cap.Chemical

ProtectorFlex PackagingCorp.
-NOTE-
Take precautions when using MIL-G-23827 and engine oil. These

lubricants contain chemicals harmful to painted surfaces.
91-10-00
Page 10
6B20
PIPER AIRCRAFT
PA-42/42-720
CHART9101. LIST OF CONSUMABLEMATERIAL (continued)
VENDOR INFORMATION
A Chemi-cap G
AmericanGas and ChemicalPackagingCorp. GeneralElectricCo.
ChemicalCo. LTD 1100N.W.70th Street SiliconeProductsDept.
220 PegasusAvenue FL Lauderdale,FL 33309 Waterford,NY 12188
Northvale,NJ 07647 305-665-9059 518-237-3330
201-767-7300 H
CorrosionReaction H. S. BancroftCorp.
Amoco Oil Co. Consultants,Inc. One Rockhill
200 E. RandolphDrive LimekinPike IndustrialPark
Chicago,IL 60601 Dresher,PA 19025 CherryHill,NJ 08003
312-856-5111 D 609-854-8000
DextrexChemical
ArmiteLaboratories P. O.Box 501 Holt Lloyd Corp.
1845-49RandolphStreet Detroit,MI 48232 4647 Hugh Howell Rd.
Los Angeles, CA 90001 Tucker, GA 30084
213-587-7744 Dow CorningCorporation 404-934-7800
B AlphaMolykotePlant J
BP TradingLimited 64 HarvardAvenue Johnson & Johnson, Inc.
Moore Lane Stanford,CT 06902 Permacel Division
BrittanicHouse 501 George Street
LondonE.C. 2 DukesAstronauticsCo. New Brunswick, NJ 08901
England 7866 DeeringAvenue 201-524-0400
CanogaPark,CA 91304 K
Bray Oil Company Kevlar Special Products
1925 N. Marianna Avenue DuPont Company E.I. DuPont de
Los Angeles, CA 98103 Finishes Div. Nemours & Co., (Inc.)
213-268-6171 DuPont Building Textile Fibers
Wilmington, DE 19898 Department
Burmah - Castrol Inc. 302-774-1000 Centre Road Building
30 ExecutiveAvenue E Wilmington, DE 19898
Edison,NJ 08817 Exxon Oil Company 302-999-3156
201-287-3140 1251 Avenue of the Americas L
C New York, NY 10020 Lehigh - Tenneco Chemicals
CaliforniaTexasOil 212-398-3093 Co., Inc.
Corp., 380 MadisonAvenue F Chestertown, MD 21620
New York,NY 10017 Fel-Pro Incorporated 301-778-1991
7450 N. McCormick Blvd.
Caltex Oil ProductsCo. Box C1103
New York,NY 10020 Skokie, IL 60076
312-7614500
CEE BEE Chamical Co.
9520 E. CEE BEE Drive Fiske Brothers
Box 400 RefiningCompany
Downey, CA 92041 120LockwoodStreet
Newark,NJ 07105
201-589-9510
91-10-00
Page 11
6B21
PIPER AIRCRAFT
PA-42/42-720
CHART9101. LIST OF CONSUMABLEMATERIAL (continued)
VENDORINFORMATION(continued)
LoctiteCorporation R SoconyMobil Oil Co.
777 N. MountainRoad RadiatorSpecialtyCo. Washington5, DC 20005
Newington,CT 06111 P.O. Box 34689 Solar CompoundsCorp.
800-243-8160 Charlotte,NC 28234 1201W.Blancke Street
In CT 800-842-0225 704-377-6555 Linden,NJ 07036
M 201-862-2813
MinnesotaMiningand MFG. RamChemicals
3M Center 201 E. AlondraBlvd. StandardOil of California
St. Paul, MN 55144 Gardena,CA90248 225 BushStreet
612-733-1110 213-321-0710 San Francisco,CA94104
415-894-7700
MirrorBrightPolish Co., Inc. RockwellInternational
Irvine IndustrialComplex 600 Grant Street Sun Oil Companyof Penna.
P.O.Box 17177 Pittsburgh,PA 15219 5 Penn CenterPlaza
Irvin, CA 92713 412-565-2000 Philadelphia,PA 19103
714-557-9200 215-972-2000
RoyalLubricantsCompany T
Mobil Oil Corporation River Road TaxaconeCompany
150E. 42ND Street E. Hanover,NJ 07936 P.O. Box 10823TR
New York,NY 10017 201-887-3100 Dallas,TX 75208
212-8834242 S
N SchneeMoorheadChemicals Texaco,Inc.
NortonTape Division Inc. 2000 WestchesterAvenue
Department6610 White Plains, NY 10650
Troy,NY 12181 ShambanW.S.and Co. 914-253-4000
518-273-0100 1857 Centinela Avenue
P SantaMonica,CA 90404 Turco Products Inc.
Parker Seal Company 213-397-2195 24600S. Main Street
17325 Euclid Avenue Box 6200
Cleveland, OH 44112 ShallOil Company Carson,CA 90749
216-531-3000 One ShellPlaza 213-835-8211
Houston,TX 77003 U
PermatexCo., Inc. 713-220-6697 U.S. Gulf Corp.
P.O.Box 11915 P.O. Box 233
Newington,CT 06111 SinclairRefiningCo. StoneyBrook,NY 11790
203-527-5211 600 Fifth Avenue 212-683-9221
New York, NY 10020
ProductsResearchCo. UnelkoCorporation
2919Empire Avenue 727 E. 110thStreet
Burbank,CA 91504 Chicago,IL 60628
213-849-3992
91-10-00
Page 12
6B22
PIPER AIRCRAFT
PA-42/42-720
CHART 9101. LIST OF CONSUMABLE MATERIAL (continued)
VENDOR INFORMATION (continued)

Union Carbide; Plastic Div.
270 Park Avenue
New York, NY 10017
212-551-3763
V
Virginia Chemical
3340 W. Norfolk Rd.
Portsmouth, VA 23703
703484-5000
W
Wooster Products, Inc.
1000 Spruce Street
Wooster, OH 44691
800-3214936
In OH 216-264-2844
91-10-00
Page 13
6B23
PIPER AIRCRAFT
PA-42/42-720
ENGINETORQUEVALUES
-NOTE-
Obtain all engine nut, bolt, or screw torquesusing a thread lubricant,

engineoil or equivalentand torquelimits shownin Chart9102.
CHART 9102. ENGINE TORQUE VALUES
THREAD TORQUE TORQUE

SIZE MIN. IN.-LBS. MAX. IN.-LBS. REMARKS
.190-32 20 30 Breather Takeoff
.250-28 65 85 Prop. and Gas Generator Tachometer
and Spark Exciter
.3125-24 125 170 Overspeed Governor
.375-24 225 300 Engine Mounting Pads
.374/.376 160 190 Engine Mount to Firewall Fittings (PA-42)
.374/.376 170 200 Engine Mount to Firewall Fittings (PA-42-720)
.437-20 450 500 Engine Mount
145 165 Thrust Bearing Cover Nuts
215 240 Oil Drain Plug, Accessory Gearbox
45 55 Chip Detector, Reduction Gearbox
65 75 Oil Drain Plug, Oil to Fuel Heater
-NOTE-
All engine nut, bolt, or screw torque must be obtained using a thread
lubricant, engine oil, or equivalent. Run nut or bolt down to near
contact with the washer or bearing surface and check "friction drag
torque" required to turn nut or bolt. Add the friction drag torque to
the desired torque.
91-10-00
Page 14
PIPER AIRCRAFT
PA-42/42-720
CHART 9103. FLARE FITTING TORQUE VALUES
TORQUE - INCH-POUNDS
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 500 1150
1-1/4 600 900
1-1/2 600 900
.1-3/4
2
TORQUE REQUIREMENTS
Unless otherwise noted, torque values in Chart 9104, derived from oil free cadmium-plated threads, are
recommendedfor all airframe installationprocedureswhere torquingis required. Engine and propeller torque
values are found in the latest revisionof UnitedAircraftof CanadaLimitedMaintenanceManual,P/N 3013242.
Chart9103 lists torquevalues for flared fittingsof various sizes and materials.
- CAUTION -
DO NOT OVERTORQUE FITTINGS.
- NOTE-
When installing flared fittings, ensure male threads are properly

lubricated. Use torquefittingsvalues in Chart9103.
91-10-00
Page 15
6C1 Reissued:December31,1989
6C1
PIPER AIRCRAFT
PA-42/42-720
CHART 9104 RECOMMENDED NUT TORQUES
TORQUES: The importanceof correct applicationcan not be overemphasized. CHART B
Undertorquecan resultin unnecessarywear of nutsand bolts as well as the parts
they are holdingtogether. When insufficientpressuresare applied,unevenloads
will be transmittedthroughoutthe assemblywhichmay resultin excessivewear or COARSETHREADSERIES
prematurefailuredue to fatigue. Overtorquecan be equallydamagingbecauseof
failure of a bolt or nut from overstressing the threaded areas. The following BOLTS
proceduresshouldbe followedto assurethat the correcttorqueis applied: SteelTension
1. Self-LockingFasteners- Add the friction torque from Chart "A" for sizes 8
through 7/16 to the recommended torque from Chart "B" to get the final AN3 THROUGHAN 20
torque. This would be the actualreadingon the torquewrench. To determine AN42 THROUGHAN 49
frictiondrag torque for sizes 1/2 through 1 1/4,turn the nut fully on to the bolt
anddeterminethe torque requiredto turn the nut Addthis frictiondragtorque AN 73 THROUGHAN 81
to the torque givenin Chart "B". AN 173 THROUGHAN 186
2. Castellatedand Non-SelfLockingNuts - Use only the torque given in Chart MS20033THROUGHMS20046
"B". Unless otherwisespecified,when castellatednuts are used with a cotter MS 20073
pin on movingjoints, do not torque the nut. Turn the nut onto the bolt until MS 20074
propergrip is establishedand alignmentwith the cotter pin hole is achieved. AN 509 NK9
Theninstallthe cotterpin. MS 24694
GENERALREQUIREMENTS. AN 525 NK525
1. Calibrate the torque wrench periodically to assure accuracy. Recheck
MS 27039
frequently.
2. Ascertainthat the bolt and nut threads are clean and dry (unlessotherwise
specifiedby the manufacturers.)If the bolt or nut is requiredto be lubricated NUTS
priorto tightening,the torquerangeshouldbe reduced50 percent.
3. Use a bolt long enough to prevent bearing loads on the threads. The SteelTension SteelShear
completechamferor end radius of the bolt or screw mustextendthroughthe
nut. AN 310 AN 320
4. Unique torques specified in the text of this manual supercedethe torques AN 315 AN 364
givenin Charts'A' and 'B'.
AN 363 NAS 1022
5. Refer o the latest revisionof LycomingServiceTable Limits, SSP1776,for
torqueson partsused on Lycomingengines. AN 365 MS 17826
6. A maximumof two AN960washersmaybe addedunderbolt headsor nuts to NAS 1021 MS 20364
correctfor variationsin materialthicknesswithinthe tolerancespermitted. MS 17825
7. Self-LockingFasteners- Limitationsof the use of self-lockingnuts, boltsand MS21045
screwsincludingfastenerswith non-metallicinsertsareas follows: MS20365
A. Fastenersincorporatingself-lockingdevices shall not be reused if they MS20500
can be run-upusing only fingers. They maybe reusedif handtools are NAS 679
requiredto requiredto run themup providingthere is no obviousdamage
to the self-lockingdevicepriorto installation.
B. Bolts5/16 inch diameterand over withcotter pin holes maybe usedwith Nut-bolt TorqueLimits TorqueLimits
self-lockingnuts. Nutswith non-metalliclockingdevicesmay be usedin size in-lbs. in-lbs.
this applicationonly if the boltsare free from burrs aroundthe cotter pin
hole. Min. Max. Min. Max.
C. Do not use self-lockingnuts at joints whichsubjecteither the nut or bolt
to rotate. 8-32 12 15 7 9
D. Nevertap or rethreadself-lockingfasteners. Do not use nuts, bolts or 10-24 20 25 12 15
screwswith damagedthreadsor roughends.
1/4-20 40 50 25 30
5/16-18 80 90 48 55
CHART A 3/8-16 160 185 95 110
7/16-14 235 255 140 155
BOLT FRICTIONDRAG 1/2-13 400 480 240 290
SIZE TORQUE(IN.-LB.) 9/16-12 500 700 300 420
5/8-11 700 900 420 540
8 (coursethread) 15 3/4-10 1,150 1,600 700 950
10 18
1/4
7/8-9 2,200 3,000 1,300 1,800
30
5/16 60 1-8 3,700 5,000 2,200 3,000
3/8 80 1-1/8-8 5,500 6,500 3,300 4,000
7/16 100 1-1/4-8 6,500 8,000 4,000 5,000
91-10-00
Page 16
6C2
PIPER AIRCRAFT
PA-42/42-720
CHART 9104 RECOMMENDED NUT TORQUES (continued)
FINETHREADSERIES
BOLTS BOLTS BOLTS

Steel Tension Steel Tension Aluminum
AN 3 THRUAN 20 MS 20004 THRU MS 20024 AN 3DD THRUAN 20DD

AN 42 THRUAN 49 NAS 144 THRUNAS 158 AN 173DDTHRUAN 186DD
AN 73THRUAN 81 NAS333 THRUNAS 340 AN 509DD
AN 173THRUAN 186 NAS583 THRU NAS590 AN 525D
MS 20033THRUMS 20046 NAS624 THRU NAS644 MS 27039D
MS 20073 NAS1303 THRUNAS 1320 MS 24694DD
MS 20074 NAS172
AN 509NK9 NAS174 Steelshear bolt
MS 24694 NAS517
AN 525NK525 NAS 464
MS 27039
NUTS NUTS NUTS

SteelTension 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 NAS1022D
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 NAS679
NAS679 NAS 1291
Nut-bolt TorqueLimits TorqueLimits TorqueLimits TorqueLimits TorqueLimits TorqueLimits

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.
8-36 12 15 7 9 5 10 3 6
10-32 20 25 12 15 25 30 15 20 10 15 5 10
1/4-28 50 70 30 40 80 100 50 60 30 45 15 30
5/16-24 100 140 60 85 120 145 70 90 40 65 25 40
3/8-24 160 190 95 110 200 250 120 150 75 110 45 70
7/16-20 450 500 270 300 520 630 300 400 180 280 110 170
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 2,690 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
91-10-00
Page 17
6C3
PIPER AIRCRAFT
PA-42/42-720
AIRPLANEMAINTENANCE
MANUAL
LUBRICATION OF THREADS
Lubricateall fittingson externallines, includingattachmentpoints at engineand othercomponents,with proper

lubricant(specifiedin Chart9105).
Whenapplyingthreadlubricants,proceedas follows:
(1) Thoroughlyclean threadsbeforeapplyinglubricant.
(2) Use threadlubricantsparingly.
(3) Applythread lubricantto male threadsonly.
(4) Lubricatefirst three threadsonly on straightfittings.
(5) Do not lubricatefirst two threadson taperedfittings;applylubricantto next three threadsonly.
(6) Ensurelubricantdoes not enterfittingsor flaredareas.
(7) Lubricateany fittingsgoing to enginewith samefluidgoing throughlines.
CHART 9105. THREADLUBRICANTS
TYPE OF LINE TYPE OF LUBRICANT

Brakes/Hydraulic MIL-H-5606
Deicer (Air) TT-A-580 (JAN-A-669), Anti-Seize Compound (White Lead Base)
Fuel MIL-T-5544, Anti-Seize, Graphite Petrolatum
Oil MIL-G-6032, Lubricating Grease (Gasoline and Oil Resistant)
Oxygen MIL-T-5542, Thread Compound, Anti-Seize and Sealing, Oxygen System
Pitot and Static TT-A-580 (JAN-A-669), Anti-Seize Compound (White Lead Base)
Engine - Bleed Air C5-A High Temperature Anti-Seize Compound
LUBRICATION OF GASKETS AND SEALS
Lubricate gaskets and O-ring seals with same fluid they are sealing.
91-10-00
Page 18
6C4
PIPER AIRCRAFT
PA-42/42-720
CHART 9106 DECIAMAL CONVERSIONS
TO3 TO2 M.M. TO3 TO2 MM.

4ths 8ths 16ths 32nds 64ths PLACES PLACES 4ths 8ths 16ths 32nds 64ths PLACESPLACES EQUIV
1/64 .016 .02 .397 33/64 .516 .52 13.097

1/32 .031 .03 .794 17/32 - .531 .53 13.494
3/64 .047 .05 1.191 35/64 .547 .55 13.891
1/16 .062 .06 1.587 9/16 - .562 .56 14.288
5/64 .078 .08 1.984 37/64 .578 .58 14.684
3/32 .094 .09 2.381 19/32 - .594 .59 15.081
7/64 .109 .11 2.778 39/64 .609 .61 15.478
1/8 .125 .12 3.175 5/8 .625 .62 15.875
9/64 .141 .14 3.572 41/64 .641 .64 16.272
5/32 .156 .16 3.969 21/32 -. 656 .66 16.669
11/64 .172 .17 4.366 43/64 .672 .67 17.065
3/16 .188 .19 4.762 11/16 - .688 .69 17.462
13/64 .203 .20 5.159 45/64 .703 .70 17.859
7/32 .219 .22 5.556 23/32 - .719 .72 18.256
15/64 .234 .23 5.593 47/64 .734 .73 18.653
1/4 .250 .25 6.350 3/4 .750 .75 19.050
17/64 .266 .27 6.747 49/64 .766 .77 19.447
9/32 .281 .28 7.144 25/32 .781 .78 19.844
19/64 .297 .30 7.540 51/64 .797 .80 20.241
5/16 .312 .31 7.937 13/16 .812 .81 20.637
21/64 .328 .33 8.334 53/64 .828 .83 21.034
11/32 .344 .34 8.731 27/32 .844 .84 21.431
23/64 .359 .36 9.128 55/64 .859 .86 21.828
3/8 .375 .38 9.525 7/8 .875 .88 22.225
25/64 .391 .39 9.922 57/64 .891 .89 22.622
13/32 .406 .41 10.319 29/32 - .906 .91 23.019
27/64 .422 .42 10.716 59/64 .922 .92 23.416
7/16 .438 .44 11.112 15/16 - .938 .94 23.812
29/64 .453 .45 11.509 61/64 .953 .95 24.209
15/32 .469 .47 11.906 31/32 .969 .97 24.606
31/64 .484 .48 12.303 63/64 .984 .98 25.003
.500 .50 12.700 1.000 1.00 25.400
91-10-00
Page 19
6C5
PIPER AIRCRAFT
PA-42/42-720
CHART 9107. SPECIAL TORQUES
ENGINE MOUNTING BOLTS AND COMPONENTS:
BreatherTakeoff 20 - 30 In.-Lbs.
Gas GeneratorTachometer 65 - 85 In.-Lbs.
PropellerTachometer 65 - 85 In.-Lbs.
Spark Exciter 65 - 85 In.-Lbs.
OverspeedGovernor 125 - 170 In.-Lbs.
EngineMountingPads 225 - 300 In.-Lbs.
EngineMount to FirewallFittings 160 - 190 In.-Lbs.
EngineMount 450 - 500 In.-Lbs.
WING MOUNTING BOLTS:
ForwardSpar Bolt 270 - 300 In.-Lbs.

Rear Spar Bolt 480 - 600 In.-Lbs.
Main Spar to CenterBeamBolts Install nut completely on threads and measure
"driving torque" before nut bottoms. Then tighten
nut until it bottoms and a rise in torque of 20 inch
pounds above the "driving torque" is detected.
EMPENNAGE:
Right and Left Elevator Outboard Hinge Bolt Do Not Exceed 30 In.-Lbs.
91-10-00
Page 20
6C6
PIPER AIRCRAFT
PA-42/42-720
CHART 9108. TORQUE CONVERSION
(cmkg.)
KILOGRAMS
INCHPOUNDSTO CENTIMETER
5 in.-lbs. 5.76 cmkg. 45 in.-lbs. 51.84 cmkg. 85 in.-lbs. 97.92 cmkg.
10 in.-lbs. 11.52cmkg. 50 in.-lbs. 57.60 cmkg. 90 in.-lbs. 103.68 cmkg.
20 in.-lbs. 23.04 cmkg. 60 in.-lbs. 69.12 cmkg. 100 in.-lbs. 115.20cmkg.
(cmkg.) CENTIMETERKILOGRAMSTO INCH POUNDS
50 cmkg. 43.4 in.-lbs. 300 cmkg. 260.4 in.-lbs. 550 cmkg. 477.4 in.-lbs.
250 cmkg. 217.0 in.-lbs. 500 cmkg. 434.0 in.-lbs.
FOOT POUNDSTO METER KILOGRAMS(mkg.)
2 1/2 ft.-lbs. .346 mkg. 67 1/2 ft.-lbs. 9.332 mkg. 165 ft.-lbs. 22.813 mkg.
5 ft.-lbs. .691 mkg. 70 ft.-lbs. 9.678 mkg. 170 ft.-lbs. 23.504 mkg.
7 1.2 ft.-lbs. 1.037 mkg. 72 1/2 ft.-lbs. 10.024 mkg. 175 ft.-lbs. 24.195 mkg.
10 ft.-lbs. 1.383 mkg. 75 ft.-lbs. 10.369 mkg. 180 ft.-lbs. 24.887 mkg.
12 1/2 ft.-lbs. 1.728 mkg. 77 1/2 ft.-lbs. 10.715 mkg. 185 ft.-lbs. 25.578 mkg.
15 ft.-lbs. 2.074 mkg. 80 ft.-lbs. 11.060mkg. 190 ft.-lbs. 26.269 mkg.
17 1/2 ft.-lbs. 2.419 mkg. 82 1/2 ft.-lbs. 11.406mkg. 195 ft.-lbs. 26.960 mkg.
37 1/2 ft.-lbs. 5.185 mkg. 105 ft.-lbs. 14.517 mkg. 235 ft.-lbs. 32.491 mkg.
295 ft.-lbs. 40.786 mkg.
300 ft.-lbs. 41.478 mkg.
91-10-00
Page 21
6C7
PIPER AIRCRAFT
PA-42/42-720
CHART 9108. TORQUE CONVERSION(continued)
(mkg.) METERKILOGRAMS
TO FOOT-POUNDS
1 mkg. 7.23 ft.-lbs. 8 mkg. 57.86 ft.-lbs. 15 mkg. 108.49 ft.-lbs.
2 mkg. 14.46ft.-lbs. 9 mkg. 65.09ft.-lbs. 16 mkg. 115.72ft.-lbs.
3 mkg. 21.69ft.-lbs. 10 mkg. 72.32ft.-lbs. 17 mkg. 122.95 ft.-lbs.
4 mkg 28.98ft.-lbs. 11mkg. 79.56ft.-lbs. 18 mkg. 130.19 ft.-lbs.

7 mkg. 50.63 ft.-lbs. 14 mkg. 101.26 ft.-lbs. 21 mkg. 151.89 ft.-lbs.
22 mkg. 159.12 ft.-lbs.
CHART 9109. CONVERSION TABLES (NOTES)
(1) Use the following charts to convert capacities,lengths, temperatures,and various weights and measures
from Englishto metricvaluesor vice versa.
(2) Use the followingprocedureto convertinchesto millimeters.
Example: Convert1.5 inchesto millimeters.
(a) Read down inchescolumnto 1. inches.

(b) Read acrosstop inchcolumnto 0.5.
(c) Read down and across to find millimeters(1.5inches is 38.10millimeters).
(3) Use the following procedure to convert Fahrenheit (°F) and Celsius (°C) (Centigrade) temperatures.
Example:
Read number in middle column; if in degrees Celsius (°C), read Fahrenheit equivalent in right-hand
column. If in degreesFahrenheit(° F); readCelsiusequivalentin left-handcolumn.
(a) 70°F= 21.1 °C.

(b) 30°C = 86.0°F.
91-10-00
Page 22
6C8
PIPER AIRCRAFT
PA-42/42-720
CHART9109 METRICCONVERSIONTABLES(continued)
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.,LIQ.
4.405 LITERS QUART .9463 LITER
GAL.,U.S. LIQ. 231.0 CU. IN. MILLIMETER 1000 MICRON
0.1337 CU. FT.
3.785 LITERS 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
91-10-00
Page 23
6C9
PIPER AIRCRAFT
PA-42/42-720
CHART 9109. METRIC CONVERSION TABLES(continued)

CENTIGRADE- FAHRENHEIT CONVERSIONTABLE
Example: To convert 20°C, to Fahrenheit, find 20 in the center
columnheaded (°F - °C); then read 68.0°F,in the column (°F) to
the right. To convert 20°F, to Centigrade;find 20 in the center
columnand read -6.67°C, in the (°C) columnto the left.
°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
91-10-00
Page 24
6C10
PIPER AIRCRAFT
PA-42/42-720
CHART9109. METRICCONVERSIONTABLES(continued)
Example: Convert 1.5inchesto millimeters.
(a) Read downinchescolumnto 1. inches.

(b) Readacrosstop inch columnto 0.5.
(c) Readdownand acrossto find millimeters(1.5 inchesis 38.10millimeters).
TO MILLIMETER
INCHES
INCHES 0.0000 0.0001 0.0002 0.0003 0.0004 0.0005 0.0006 0.0007 0.0008 0.0009
MILLIMETER
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
INCHES 0.00 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
MILLIMETER
0. 2.54 5.08 7.62 10.16 12.70 15.24 17.78 20.32 22.86
1. 25.40 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 78.74 81.28 83.82 86.36 88.90 91.44 93.98 96.52 99.06
4. 101.60 104.14 106.68 109.22 111.76 114.30 116.84 119.38 121.92 124.46
5. 127.00 129.54 132.08 134.62 137.16 139.70 142.24 144.78 147.32 149.86
6. 152.40 154.94 157.48 160.02 162.56 165.10 167.64 170.18 172.72 175.26
7. 177.80 180.34 182.88 185.42 187.96 190.50 193.04 195.58 198.12 200.66
8. 203.20 205.74 208.28 210.82 213.36 215.90 218.44 220.98 223.52 226.06
9. 228.60 231.14 233.68 236.22 238.76 241.30 243.84 246.38 248.92 251.46
91-10-00
Page 25
6C11
PIPER AIRCRAFT
PA-42/42-720
CHART 9110 DECIMAL / MILLIMETER EQUIVALENTS OF DRILL SIZES
Decimal/Milllmeter Equivalents of Drill Size From 1/2" 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 0.4687 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 B 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 0.228 5.7912 29 0.136 3.4544 57 0.043 1.0922
X 0.397 10.0638 2 0.221 5.6134 30 0.01285 3.2639 58 0.042 1.0668
25/64 0.3906 9.9212 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 0.8128
Q 0.332 8.4328 11 0.191 4.8514 39 0.0995 2.5273 68 0.031 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 0.7112
O 0.316 8.0264 13 0.185 4.699 3/32 0.0937 2.3812 71 0.026 0.6604
5/16 0.3125 7.9375 14 0.182 4.6228 42 0.0935 2.3749 72 0.025 0.635
N 0.302 7.6708 15 0.180 4.572 43 0.089 2.2606 73 0.024 0.0696
19/64 0.2968 7.5387 16 0.177 4.4958 44 0.086 2.1844 74 0.0229 0.58166
M 0.295 7.4930 17 0.173 4.3942 45 0.082 2.0828 75 0.021 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 7.1425 18 0.1695 4.3053 47 0.0785 1.9939 77 0.018 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 4.0894 48 0.076 1.9304 78 0.016 0.4064
1 0.272 6.9088 21 0.159 4.0386 49 0.073 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
DRILLSIZESAVAILABLE
Drill maybe obtainedin regularsizes to a 4 inch diameter,and increasein 64thsof an inch. The regularmetricdrills varyfrom2 to 76mm
andincreasein 0.5mmvariations.
91-10-00
Page 26
6C12
PIPER AIRCRAFT
PA-42/42-720
CHART 9111. ELECTRICAL WIRE CODING

P 7 A-22
CIRCUIT IDENTIFICATION
WIRE NUMBER
WIRE SEGMENTLETTER
WIREGAUGE
CONNECTOR
A334 A434
CIRCUIT CIRCUIT
IDENTIFICATION CIRCUITS IDENTIFICATION CIRCUIT
A AUTOPILOT FD FLIGHTDIRECTOR
B PHOTOGRAPHIC ML GAUGES
ELECTRICAL
C CONTROLSURFACES PD DEICE
PROPELLER
E ENGINEMONITORING PF FIELD
ALTERNATOR
CONTROLAND POWER
F FLIGHT INSTRUMENTS
PR PRESSURIZATION
G LANDING GEAR
RG RADIO GROUND
H HEATER, VENTILATING
RP RADIO POWER
J IGNITION
RZ RADIO AUDIO
K ENG. CONTROL, STARTER,
PROP., ETC. SD SURFACE DEICE
L LIGHTING WH WINDSHIELD HEAT
M MISC. EQUIPMENT, WW WINDSHIELD WIPER

CIGAR LTR., ETC.
P D.C. POWER
0 FUEL & OIL QUANTITY
HARNESS CONNECTOR NUMBERS AND LOCATIONS
E 100 SERIES LEFTWINGANID NACELLE. E 300 SERIES FROM STA 57.00 TO STA 332.00
E 200 SERIES RIGHTWINGA.ND NACELLE. E 400 SERIES FROM NOSE TO STA 57.00 & FROM STA 332.00 TO AFT
CHART 9112. ELECTRICAL SYMBOLS
PUSH PULL ROTATE TOGGLE CAM TIP KEY
SWITCHWITH LAMP
THERMOSTAT 4 POSITIONS LOUDSPEAKER
ANDSNAP
SWITCH ON POS2,3 SNAP SNAP
MOTOR
WITH
VOLTMETER AMPERMETER GENERATOR MOTOR MOTOR BRAKE
91-20-00
Page 1
6C13 Reissued: December 31,1989
PIPER AIRCRAFT
PA-42/42-720
CHART 9112. ELECTRICAL SYMBOLS(continued)
1
WIRE OPEN END
(CAPTAND
CONNECTION STOW) MEANS GROUND FUSE
SHIELD COAX SINGLEPIN

SHIELD
GROUND SHIELD SHIELD CONNECTION
115VAC ELECTRIC
CONNECTOR CONNECTOR ACTUATED
VALVE
VARIABLE
CONTACTOR TRAVO COIL RESISTOR
RESISTOR CONDENSATOR
RELAY
SWITCH SWITCH
BREAK MAKEOR
BRAKER
ROTATING
SWITCH
91-20-00
Page 2
6C14
PIPER AIRCRAFT
PA-42/42-720
WIRING DIAGRAMINDEX GUIDE
SYSTEM/ SUB-SYSTEM/
CHAPTER SECTION TITLE FIGURE NO. GRID NO.
21 ENVIRONMENTAL SYSTEMS
21-10-01 Bleed Air Control
PA42: S/N's: 42-7800001 to 8001054
42-8001056- 8001077 91-1 6D1
PA-42: S/N's: 42-8001055,
42-8001078 to 8001106 91-2 6D3
PA-42-720: S/N's: All 91-3 6D5
21-20-01 Recirculation Fans & Doors
PA42: S/N's: 42-7800001 to 8001069 91-4 6D7
PA-42: S/N's: 42-8001070to 8001106 91-5 6D9
PA-42-720: S/N's: All 91-6 6D11
21-31-01 Cabin Door Seal and Safety Valve Control
PA42: S/N's: 42-7800001 to 8001106 91-7 6D13
PA42-720: S/N's: All 91-8 6D15
21-32-01 Emergency Pressure
PA42: S/N's: 42-7800001 to 8001106 91-9 6D17
PA-42-720: S/Ns: All 91-10 6D19
21-33-01 Cabin Pressure Warning
PA-42: S/N's: 42-7800001 to 8001106 91-11 6D21
PA42-720: S/Ns: All 91-12 6D23
21-50-01 Ground Cooling Blower
PA42: S/N's: 42-7800001 to 8001106 91-13 6E1
PA42-720: S/Ns: All 91-14 6E3
21-60-01 Bleed Air & ECS Warning
PA42: S/N's: 42-7800001 to 8001106 91-15 6E5
PA42-720: S/Ns: All 91-16 6E7
21-61-01 Cabin Temperature Control
PA-42: S/N's: 42-7800001 to 8001106 91-17 6E9
PA42-720: S/Ns: All 91-18 6E11
23 COMMUNICATIONS
23-20-01 Emergency Locator Transmitter
(ELT) (All Models) 91-19 6E13
91-20-00
Page 3
PIPER AIRCRAFT
PA-42/42-720
WIRING DIAGRAMINDEXGUIDE(continued)
SYSTEM/ SUB-SYSTEM/
24 ELECTRICALPOWER
24-21-00 Inverters
PA-42-720:S/N's: All 91-20 6E15
24-30-00 Basic Diagram (Starter - Generator)
PA-42-720: S/N's: All 91-21 6E17
24-31-01 Starter System - Left
PA42: S/N's: 42-7800001 to 8001106 91-22 6E21
PA42-720: S/N's: All 91-23 6E23
24-31-02 Starter System - Right
PA42: S/N's: 42-7800001 to 8001106 91-24 6F1
PA-42-720: S/N's: All 91-25 6F3
24-32-01 Generator System
PA-42: S/N's: 42-7800001 to 8001013 91-26 6F5
PA-42: S/N)s: 42-8001014 to 8001106 91-27 6F7
PA42-720: S/N's: All 91-28 6F9
24-41-01 External Power and Battery
PA42: S/N's: 42-7800001 to 8001106 91-29 6F11
PA42-720: S/N's: All 91-30 6F13
24-61-01 DC - Bus Distribution
PA-42: S/N's: 42-7800001 to 8001106 91-31 6F15
PA42-720: S/N's: All 91-32 6F17
25 EQUIPMENT / FURNISHINGS
25-31-01 Razor Inverter/ CigarLighter
PA-42: S/N's: 42-7800001to 8001106 91-33 6F19
25-31-02 Razor Inverter / Oven
PA42-720: S/N's: All 91-34 6F21
26 FIRE PROTECTION
26-10-01 Fire Detection - Left & Right 91-35 6F23
26-20-01 Fire Extinguishing - Left & Right 91-36 6G1
91-20-00
Page 4
6C16
PIPER AIRCRAFT
PA-42/42-720
WIRINGDIAGRAMINDEXGUIDE (continued)
SYSTEM/ SUB-SYSTEM/
CHAPTER SECTION TITLE FIGURENO. GRIDNO.
27 FLIGHTCONROLS
27-50-01 Wing Flap Control System
PA-42: S/N's: 42-7800001 - 8001106 91-37 6G3
PA42-720: S/N's: All 91-38 6G5
27-90-01 Lift Transducer 91-39 6G7
27-90-02 Stall Warning System - Left

PA-42: S/N's: 42-7800001 - 8001106 91-40 6G9
PA-42-720: S/N's: All 91-41 6G11
27-90-03 Stall Warning System - Right

PA42: S/N's: 42-7800001 - 8001106 91-42 6G13
PA42-720: S/N's: All 91-43 6G15
28 FUEL
28-40-01 Fuel Pumps - Left & Right

PA-42: S/N's: 42-7800001 to 8001106 91-44 6G17
PA-42-720: S/N's: All 91-45 6G19
28-40-02 Fuel Quantity Gauging System 91-46 6G21
30 ICE AND RAIN PROTECTION
30-10-01 Surface Deice

PA-42: S/N's: 42-7800001 to 8001106 91-48 6H1
PA-42-720: S/N's: All 9149 6H3
30-20-01 Ice Deflection Doors - Left

PA-42: S/N's: 42-7800001 to 8001106 91-50 6H5
PA42-720: S/N's: All 91-51 6H7
30-20-02 Ice Deflection Doors - Right
PA-42: S/N's: 42-7800001 to 8001106 91-52 6H9
PA-42-720: S/N's: All 91-53 6H11
30-30-01 Pitot Heat
PA42: S/N's: 42-7800001 to 8001106 91-54 6H13
PA-42-720: S/N's: All 91-55 6H15
91-20-00
Page 5
6C17 6C17 Reissued: December 31, 1989
PIPER AIRCRAFTr
PA-42/42-720
WIRING DIAGRAM INDEX GUIDE (continued)
SYSTEM/ SUB-SYSTEM/
30 ICE AND RAIN PROTECTION (continued)

30-31-01 Stall Warning Heat
PA-42: S/N's: 42-7800001 to 8001106 91-56 6H17
PA-42-720: S/N's: All 91-57 6H19
3040-01 Windshield Heat

PA-42: S/N's: 42-7800001 to 8001106 91-58 6H21
PA-42-720: S/N's: All 91-59 6H23
30-41-01 Windshield Wiper

PA-42: S/N's: 42-7800001 to 8001106 91-60 611
PA-42-720: S/N's: All 91-61 613
30-60-01 Propeller & Lip Boot Deice

PA-42: S/N's: 42-7800001 to 8001106 91-62 615
PA42-720: S/N's: All 91-63 617
31 INDICATING/RECORDING SYSTEMS
31-20-01 HourMeter 91-65 6111
31-50-01 Annunciator Control

PA42: S/N's: 42-7800001 to 8001106 91-66 6113
PA-42-720: S/N's: All 91-67 6115
31-50-02 Annunciator Test

PA42: S/N's: 42-7800001 to 8001106 91-68 6117
PA42-720: S/N's: All 91-69 6119
91-20-00
Page 6
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/
32 LANDING GEAR
32-00-00 Up Lock Switches 91-70 6121
Down Lock Switches 91-71 6123
Squat Switches 91-72 6J1
32-20-00 "q" Sensor Circuit
PA42 S/N's: 42-7800001 to 8001106 91-73 6J3
PA42-720: S/N's: All 91-74 6J5
32-30-00 EmergencyGearExtension 91-75 6J7
32-60-00 Landing Position and Indication
PA-42: S/N's: 42-7800001, 7800002,
7800004,8001001 to
8001006 91-76 6J9
PA-42: S/N's: 42-7800003, 8001007 to
8001054 91-77 6J11
PA-42 S/N's: 42-8001055 to 8001106 91-78 6J13
PA-42-720: S/N's: All 91-79 6J15
32-60-00 Landing Gear Warning and Solenoid
PA-42: S/N's: 42-7800001, 7800002,
7800004,8001001 to
8001006 91-80 6J17
PA-42: S/N's: 42-7800003, 8001007 to
8001054 91-81 6J19
PA-42 S/N's: 42-8001055 to 8001106 91-82 6J21
PA-42-720: S/N's: All 91-83 6J23
33 LIGHTS
33-10-00 Fixed Dimming Control
PA-42: S/N's: 42-7800001 to 8001020 91-84 6K1
S/N's: 42-8001021 to 8001079 91-85 6K3
S/N's: 42-8001080 to 8001106 91-86 6K5
PA-42-720: S/N's: All 91-87 6K7
33-10-00 Panel Lighting/Fixed Dimming - Left and Right
PA-42: S/N's: 42-7800001 to 8001020 91-88 6K9
S/N's: 42-8001021 to 8001079 91-89 6K11
S/N's: 42-8001080to 8001106 91-90 6K13
PA42-720: S/N's: All 91-91 6K15
33-10-00 Panel Lighting/Fixed Dimming - Center
PA-42: S/N's: 42-7800001 to 8001020 91-92 6K17
S/N's: 42-8001021 to 8001079 91-93 6K19
S/N's: 42-8001080to 8001106 91-94 6K21
PA-42-720: S/N's: All 91-95 6K23
91-20-00
Page 7
6C1 9 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/
33 LIGHTS (continued)
33-13-00 Flood Lights
PA-42: S/N's: 42-7800001 to 8001106 91-96 6L1
PA-42-720 S/N's: All 91-97 6L3
33-14-00 Map Lights 91-98 6L5

33-15-00 Dome Light 91-99 6L7
33-20-01 Exit Steps, Cargo and Baggage Lights

PA-42: S/N's: 42-7800001 to 8001106 91-100 6L9
33-20-02 Aisle, Exit Steps, Cargo and Baggage Lights
PA42-720: S/N's: All 91-101 6L11
33-21-00 Reading Lights

PA-42: S/N's: 42-7800001 to 8001025 91-102 6L13
S/N's: 42-8001026 to 8001106 91-103 6L15
PA-42-720: S/N's: All 91-104 6L17
33-22-00 Fasten Seat Belt, No Smoking Lights
PA42: S/N's: 42-7800001 to 8001106 91-105 6L19
PA42-720: S/N's: All 91-106 6L21
33-41-00 Landing and Taxi Light
PA-42: S/N's: 42-7800001 to 8001030 91-107 7B23
S/N's: 42-8001031 to 8001106 91-108 7C1
PA42-720: S/N's: All 91-109 7C3
33-42-00 Wing Inspection Lights 91-110 7C5
33-43-00 Position Lights

PA42: S/N's: 42-7800001 to 8001106 91-111 7C7
PA42-720: S/N's: A11 91-112 7C9
33-44-00 Recognition Lights

PA42: S/N's: 42-7800001 to 8001029 91-113 7C11
PA42-720: S/N's: All 91-114 7C13
33-45-00 Strobe Lights
PA42: S/N's: 42-7800001 to 8001106 91-115 7C15
PA42-720: S/N's: A11 91-116 7C17
35 OXYGEN
35-10-00 Emergency Oxygen 91-117 7C19
52 DOORS
52-70-00 Door Warning
PA-42: S/N's: 42-7800001 to 8001106 91-118 7C21
PA42-720: S/N's: All 91-119 7C23
91-20-00
Page 8
PIPER AIRCRAFT
PA-42/42-720

SYSTEM/ SUB-SYSTEM/
61 PROPELLERS
61-21-00 Autofeather System
PA-42: S/N's: 42-7800001 to 8001055 91-120 7D1
PA-42: S/N's: 42-8001056 to 8001106 and
PA-42-720: S/N's: All 91-121 7D3
61-22-00 Synchrophaaser System 91-122 7D5
61-23-01 HTG Reset with Beta Lights

PA-42: S/N's: 42-7800001 to 8001106 91-123 7D7
61-23-02 HTG Reset without Beta Lights
PA42-720: S/N's: All 91-124 7D9
61-24-00 Reverse Lockout

PA-42: S/N's: 42-7800001 to 8001106 91-125 7D11
PA-42-720:S/N's: All 91-126 7D13
73 ENGINE FUEL SYSTEM

73-10-01 Fuel Scavange System - Left 91-127 7D15
73-10-02 Fuel Scavange System - Right 91-128 7D17
73-31-00 Fuel Filter By-Pass 91-129 7D19
73-32-01 Fuel Flow System (Foxboro)

PA42: S/N's: 42-7800001 to 8001020 91-130 7D21
PA-42: S/N's: 42-8001021 to 8001037 91-131 7D23
PA-42: S/N's: 42-8001038 to 8001106 91-132 7E1
73-32-02 Fuel Flow System (Ragen)
PA42: S/N's: 42-7800001 to 8001086 91-133 7E3
PA42: S/N's: 42-8001087 to 8001106 91-134 7E5
PA-42-720: S/N's: All 91-135 7E7
73-33-00 Fuel Pressure 91-136 7E9
73-34-00 Fuel Temperature Monitoring Left & Right

PA-42: S/N's: 42-7800001 to 8001106 91-137 7E1
PA-42/42-720: All Models 91-138 7E13
74 IGNITION
74-20-00 Ignition System
PA-42: S/N's: 42-7800001 to 8001106 91-139 7E15
PA-42/42-720: All Models 91-140 7E17
91-20-00
Page 9
6C21
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/
77 ENGINE INDICATION
77-10-01 Torque Indication
PA-42: S/N's: 42-7800001 to 8001106 91-141 7E19
PA42-720: S/N's: All Models 91-142 7E21
77-10-02 Ng RPM Indication
PA-42/42-720: All Models 91-143 7E23
77-10-03 Prop RPM Indication

PA-42/42-720: All Models 91-144 7F1
77-20-00 ITT Indication

PA-42/42-720: All Models 91-145 7F3
79 ENGINE OIL
79-20-01 Oil Cooler Doors - Left
PA-42: S/N's: 42-7800001 to 8001106 91-146 7F5
PA-42-720: S/N's: All Models 91-147 7F7
79-20-02 Oil Cooler Doors - Right
PA-42: S/N's: 42-7800001 to 8001106 91-148 7F9
79-30-00 Oil Pressure/ Temperature, Chip Detector
PA-42: S/N's: 42-7800001 to 8001106 91-150 7F13
91-20-00
Page 10
6C22
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/
91-20-00
Page 11
6C23
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/
91-20-00
Page 12
6C24
PIPER AIRCRAFT
PA-42/42-720
ECS ECS ECS SELECTOR E 369

COMPRESSOR OVERPRESSURE E439/339
ECS E3391439 OUTLET . . !i ':

PIPER AIRCRAFT
PA-42/42-720
ECS ECS ECS SELECTOR E369

COMPRESSOR OVERPRESSURE .
ECS E339/439 OUTLET 50 H - _
E23H 22
LEFT
STARTER ~.... ' ' 350 E23Z 22
SWITCH
Page 14
Figure 91-3. Bleed Air Control (PA-42-720 - All)
91-20-00

PIPER AIRCRAFT
PA-42/42-720
REC
E349
NON ESSENTIAL BUS LOW E390A
'y
H4B16 H4D16 4 4- H1D16
TEMP 100
DUCT TEMP >100 F DOORS OPEN CABIN AIR TO RECIRCULATION FAN
FAN DOOR SOLENOID
Figure 91-4. Recirculation Fans & Doors (42-7800001 to 42-8001069)
91-20-00
6D7 6D8 Page 16
PIPER AIRCRAFT
PA-42/42-720
SWITCH
91-20-00
6D9 6D10 Page 17
PIPER AIRCRAFT
PA-42/42-720
REC
SWITCH
E349
LOW E390A
CABIN DOOR SOLENOID VALVE
ESSENTIAL ENERGIZED - PRESSURE

BUS DE-ENERGIZED - NO PRESSURE
E305
CABIN PRESS. SWITCH
CONTROL
CONNECTOR A31 /A415 INST
Figure 91-7. Cabin Door Seal and Safety Valve Control (42-7800001 to 42-8001106)
6D13 91-20-00
6D14 Page 19
PIPER AIRCRAFT
PA-42/42-720
CABIN DOOR SOLENOID VALVE
Figure 91-8. Cabin Door Seal and Safely Valve Control (PA-42-720 - All)
6D15 6D16
PIPER AIRCRAFT
PA-42/42-720
369 BLOWER
CABIN ALT. SWITCH

ACTIVE AT 12000 - 12
RED
VALVE
E 24 P 20 ENERGIZED EMER PRESSURE
Figure 91-9. Emergency Pressure (42-7800001 to 42- 8001106)
91-20-00
6D1 8 Page 21
6D1 7
PIPER AIRCRAFT
PA-42/42-720
E 3
Figure 91-10. Emergency Pressure (PA-42-720 - All)

6D19 6D20 91-20-00
PIPER AIRCRAFT
PA-42/42-720
CABIN DIFFERERENTIAL
PRESSURE SWITCH
E378 i E 330 E303 E 356
SWITCH
WHITE
Figure 91-11. Cabin Pressure Warning (42-7800001 to 42-8001106)
91-20-00
6D21 6D22 Page 23
PIPER AIRCRAFT
PA-42/42-720
CABIN DIFFERERENTIAL
PRESSURE SWITCH

PIPER AIRCRAFT
PA-42/42-720
REi
EMERGE
TO DEENERGIZEWITH
Figure 91-13. Ground Cooling Blower (42-7800001 to 42-8001106)

PIPER AIRCRAFT
PA-42/42-720
GND
EXTERNAL POWER CONTECTOR
E335/435
Figure 91-14. Ground Cooling Blower (PA-42-720 - All)
91-20-00
6E3 6E4 Page 26
PIPER AIRCRAFT
PA-42/42-720
LH AUX BLEED
TEMPERATURE
425 - F
E24S20 -20 20
E 24 W 20 FIREWALL
425 ° F
TEMPERATURE
E 24 V 20 20
WINGROOTIN BLEEDDUCT
E349A:::E330:::::::::::::::i:' :::M SWI::TH RTE:: 20

WINGROOTIN BLEEDDUCT
TEMPERATURE 425 F
6E5 ECS OVERTEMP SWITCH

6E6 Reissued: December Page 27
31,1989
H9Y22- 250 F TEMPERATURE
-H6W22 H6X22
.6E6 Page27
PIPER AIRCRAFT
PA-42/42-720
E 24 S 20 -20 - 1'
WING ROOT SHIELD OUTLET
WING ROOT IN BLEED DUCT
IECS OVERTEMPI
H6266
Figure 91-16. Bleed Air & ECS Warning (PA-42-720 - All)
91-20-00
6E7 6E8 Page 28
PIPER AIRCRAFT
PA-42/42-720
SENS
16 H 3 G 22 2 AUTO
MANUAL CABIN TEMP HOT AIR

BYPASS VALVE
(FIRST HEAT EXCHANGE)
H3Z
Figure 91-17. Cabin Temperature Control (42-7800001 to 8001106)
91-20-00
6E9 6E10 Page 29
PIPER AIRCRAFT
PA-42/42-720
NON - ESSENTIAL BUS H 3 D 22
!I-- -II)I CONTROL
CABIN
SENS
SEWH' RED TEMP
, AUTOC MANUAL CHOT

CABIN TEMP AIR
Figure 91-18. Cabin Temperature Control (PA-42-720 - All)
91-20-00
6E11 6E12 Page 30
PIPER AIRCRAFT
PA-42/42-720
EMERGENCY
LOCATOR
TRANSMITTER
REMOTE
AFT PRESSURE
BULHEAD
Figure 91-19. Emergency Locator Transmitter (ELT)

91-20-00
6E13 6E14 Page 31
115 VAC BUS# 1
91-20-00
6E15 6E16 Page 32
PIPER AIRCRAFT
PA-42/42-720
L. STARTER /
L STARTCONTROL
L MAIN BUS
L START
DISENGAGE
R. GEN CONTRUNIT
R START
CONTROLRELAY
R. START
DISENGAGE
Figure 91-21. Basic Diagram (Starter - Generator) - PA-42-720

91-20-00
6E18 Page 33
6E17 Reissued: December 31,1989
PIPER AIRCRAFT
PA-42/42-720
GENERATOR
ESSENTIAL BUS
--- SWITCH I
.u.s 2ooA NGATO
1|--- II______ _J -HE OVERVOLTAGE UATT* UCEN
GENERATO R
PARALLELING
Figure 91-21. Basic Diagram (Starter - Generator) - PA-42-720 (continued)
91-20-00
6E1 9 6E20 Page 34
PIPER AIRCRAFT
PA-42/42-720
LEFT
GENERATOR
1
i~ii~t;::!
200 A .^:;.:.:,.:.:..:.,^^ i-- -- > " !^! -^^ *SHUNT Is
:g:: *" CONTACTORP301 . .. ..
L JET PUMP 'JAO 43 34JE220

JOG J 2 L
W-1- iTE. Il E+106
E106 E 335/435 E 4508 ELE0 E33 ES3 LEVER SWITCH
Figure 91-22. Starter System - Left (42-7800001 to 42-8001106)
91-20-00
6E21 6E22 Page 35
PIPER AIRCRAFT
PA-42/42-720
AIRPLANE MAINTENANCE MANUAL.
iSWITC H !1i 43
45f: GENERATORT :E
EXCT.
PWR.'™"- ' S^DUMP --- 20 VALVE .;;:,G Jiilo
PIPER AIRCRAFT
PA-42/42-720
RP3Fl^^ VALVE . STiiii 30 TE E2 'C

31,1989
PIPER AIRCRAFT
PA-42/42-720
Figure 91-25. Starter System - Right (PA-42-720)
6F3 6F4
PIPER AIRCRAFT
PA-42/42-720
GEN
Figure 91-26. Generator System (42-7800001 to 42-8001013)
6F5 6F6 Page 39

PIPER AIRCRAFT
PA-42/42-720
PF5A20- -PF51A20
Figure 91-27. Generator System (42-8001014 to 42-8001106)
6F7 6F8 91-20-00

Page 40
PIPER AIRCRAFT
PA-42/42-720
L. GENERATOR CONTROL UNIT (GCU) GENERATOR
ESSENTIAL BUS SW
RELAY
OVERVOLTAGE UBAT
Figure 91-28. Generator System (PA-42-720)

PIPER AIRCRAFT
EXT. PWR
CONNECTOR
Figure 91-29. External Power and Battery (42-7800001 to 42-8001106)

91-20-00
6F11 6F12 Page 42
PIPER AIRCRAFT
PA-42/42-720
'--L---- -2
EXTERNAL PWR F--I
NON
P3G1 BUSLu
- ° - -
RA~ERV B~ I ____ _ _BUS11C2_ BUS
BAT`TERY
SWITCH
CON
HOT
BAGGAGE
SPARE
SPARE
Figure 91-30. External Power and Battery (PA-42-720)
6F13 6F14 91-20-00

Page 43
PIPER AIRCRAFT
PA-42/42-720
PIPER AIRCRAFT
PA-42/42-720
PIPER AIRCRAFT
PA-42/42-720
NON ESSENTIAL BUS
RAZOR INVERTER
INVERTER
VAC
BLACK
NON ESSENTIAL BUS
CIGAR LIGHTER
CIGAR LIGHTER
Figure 91-33. Razor Inverter/ Cigar Lighter (42-7800001 to 42-8001106)
91-20-00
6F20
6F9 Page 46
Figure 91-34. Razor lnverter/ Oven (PA-42-720)
6F21 6F22 91-20-00

Page 47
6F24
PIPER AIRCRAFT
PA-42/42-720
RIGHTFIRE
EXTINGUISHER
5A E480 E 431/E331
E 35 F 20-
E318
LEFTFIRE
EXTINGUISHER
FIRE
EXTINGUISHER
ANNUNCIATOR
RELAY
EXT.
E330B
E 36 J 20
r E36 W 20-
20 E3 30 1w 20
OPEN OPEN
LIGHT ON LIGHT ON E 205
ANNUNCIATORBOX
LEFT
E 20
Figure 91-36. Fire Extinguishing - Left & Right
91-20-00
6G1 6G2 Page 49
PIPER AIRCRAFT
PA-42/42-720
AMPLIFIER - FLAP CONTROL
DIFFERENTIAL
CONTROL
POTENTIOMETER
(INDICATOR)
FLAPSYSTEM
TESTSWITCH
INDICATING
F2H22 F4D10
RELAY
F4C10
F4B22
FLAPMOTOR
F4A10 F4A10
--NOTE -
NONESSENTIAL
BUS
UP UP UP NOTUP
DOWN DOWN DOWN NOTDOWN
Figure 91-37. Wing Flap Control System (42-7800001 - 42-8001106)
91-20-00
6G3 6G4 Page 50
PIPER AIRCRAFT
PA-42/42-720
AMPLIFIER - FLAP CONTROL

PA-42/42-720
rr
91-20-00
6G7 6G8 Page 52
PIPER AIRCRAFT
PA-42/42-720
-- ------ --- 8 8 -16-
'is t-'
--
91-20-00
6G11 Page 54
PIPER AIRCRAFT
PA-42/42-720
STALL RECOGNITION COMPUTER
SIGNAL
MAINBUS TRANSDUCER E235A E23
OPEN LIGHT ON
HEAT
STALL
LEFT
TIMER
Figure 91-42. Stall Warning System - Right (42-7800001 - 42-8001106)
91-20-00
6G13 6G14 Page 55
PIPER AIRCRAFT
PA-42/42-720
G 5 M 20 WHITE
on.1 iiINDICATOR
aS II
03M20
PUMP RELAY
E 343
04H
Figure 91-44. Fuel Pumps - Left & Right (42-7800001 - 42-8001106)
91-20-00
6G17 6G18 Page 57
PIPER AIRCRAFT
PA-42/42-720
6G21

PIPER AIRCRAFT
PA-42/42-720
GRIDS 6G23 THROUGH 6G24

Figure 91-47. RESERVED
91-20-00
6G23 6G24 Page 60
PIPER AIRCRAFT
PA-42/42-720
SURFACE DEICE
<0
oE431 7 885
:;;.ANNUNCIATOR TEST :::::
Figure 91-49. Surface Deice (PA-42-720)
6-
6H3 91-20-00
6H4 Page 62
Page 62
PIPER AIRCRAFT
PA-42422-720
350
LEFT ICE VANE AND CONTROL
PROTECTI
MODIFIED BY S 740 REL (K2)
I
LEFT
Figure 91-50. Ice Deflection Doors - Left (42-7800001 to 42-8001106)

91-20-00

..... :.....
... E37: . E 3 E2E20 UP
2231 4
MOTOR
Figure 91-51. Ice Deflection Doors - Left (PA-42-720)
6H7 6H8 91-20-00

Page 64
Figure 91-52. Ice Deflection Doors - Right (42-7800001 to 42-8001106)
91-20-00
6H9 6H10 Page 65
PIPER AIRCRAFT
PA-42/42-720
RIGHT ICE VANE AND CONTROL
0
0 I

RIGHT PITOT HEAT

Figure 91-55. Pitot Heat (PA-42-720)
91-20-00
6H15 6H16 Page 68
Figure 91-56. Stall Warning Heat (42-7800001 to 42-8001106)
91-20-00

PIPER AIRCRAFT
PA-42/42-720
RIGHT STALL HEAT
TRANSDUCER
PRESS TO TEST,. 2-
Figure 91-57. Stall Warning Heat (PA-42-720) Reissued: December 31, 1989
Figure 91-57. StallWarning Heat (PA-42-720)
6H19 6H20 91-20-00

Page 70
PIPER AIRCRAFT
PA-42/42-720
E450 E431/E331
LEFT LEFT WINDSHIELDHEAT

WINDSHIELD CONTROLRELAY
HEATTIMER
Figure 91-58. Windshield Heat (42-7800001 to 42-8001007)

91-20-00
6H21 6H22 Page 71
RIGHTWINDSHIELDHEAT CONTROL
91-20-00
611 612 Page 72
PIPER AIRCRAFT
PA-42/42-720
WINDSHIELDWIPERSWITCH
WW2H 18
3
3
HIGHI PARK E 304
WINDSHIELDWIPER
NON ESSENTIALBUS
Figure 91-61. Windshield Wiper
91-20-00
614 Page 73
613
PIPER AIRCRAFT
PA-42/42-720
RIGHTMAINBUS
RIGHT GENERATORINLET DEICE
RIGHT AIR INTAKE DEICE
RIGHT PROP DEICE
LFFT PROP DEICE

LEFT AIR INTAKE DEICE
LEFT GENERATOR INLET DEICE

LEFTPROP&
LIPDEICE K1 LEFTPOWER
SD 10B 12 TIMER CONTROL RELAY
LEFTBRUSH
BLOCK
RIGHT R GENERATOR
SHUNT INLETDEICER
91-20-00
615 616 Page 74
PIPER AIRCRAFT
PA-42/42-720
RIGHT MA
BOOT OU
T-T SOD
-SW" 22-0
CLOSE20 A A A CLOSEDAT 90 5F
A 414 TO DEENERGIZED WITH QSENSOR OVERRIDE -E 4 1E9 SWETCH pE3i
Figure 91-63. Propeller & Lip Boot Deice (PA-42-720)

91-20-00
617 618 Page 75
PIPER AIRCRAFT
PA-42/42-720
GRIDS 619THROUGH 6110

Figure 91-64. RESERVED

91-20-00
619 6110 Page 76
PIPER AIRCRAFT
PA-42/42-720
91-20-00
Page 77
PIPER AIRCRAFT
PA-42/42-720
ANNUNCIATER PANEL ANNUNCIATER PANEL
E.T El 72I LSTA I L:R IF:
Figure 91-66. Annunciator Control (42-7800001 to 42-8001106)
91-20-00
6I13 6I14 Page 78
Figure 91-67. Annunciator Control (PA-42-720)
91-20-00
6I15 6I16 Page 79
Figure 91-68. Annunciator Test (42-7800001 to 42-8001106)
91-20-00
6117 6118 Page 80
PIPER AIRCRAFT
PA-42/42-720
E 416
6I21 91-20-00
PIPER AIRCRAFT
PA-42/42-720
LEFTGEAR DOWN NOSE GEAR DOWN RIGHTGEAR DOWN

LOCKSWITCH LOCKSWITCH LOCKSWITCH
E 416 E211
E 110
33 3- 8 8 2- 3 3 3
GEAR
GEAR GEAR SOLENOID
SOLENOID SOLENOID & WARNING
& WARNING 1 1 & WARNING 6 6 1- 1 1 1
2 2-2 9 9 3- 2 2 2-
GEAR 4 4 -4 GEAR 4 4 -- 4- GEAR 4 4 4-
I
POSITION& POSITION& POSITION&
INDICATING INDICATING INDICATING
5 5 -5 3 3 -- 6- 5 5 5-
7 7 9- EMERGENCY
7 7-
EMERGENCY
EMERGENCY GEAR GEAR
GEAR EXTENSION
EXTENSION
ALL SWITCHESSHOWN ON GROUND -- D + L = DOWN AND LOCKED
D + L = NOTDOWNAND LOCKED
Figure91-71. DownLockSwitches
91-20-00
6123 6124 Page 83
PIPER AIRCRAFT
PA-42/42-720
E415 NOSE SQUAT RIGHT SQUAT

LEFT SQUAT E 415
E 127
3 3
GEARSOLENOID
& WARNING
1 1
2 2
ICE PROTECTION
5 5
HOURMETER A 472 B
I 2 2- E18 C22- 3
DOORSEAL&
SAFETYVALVE 4 4
WEIGHT ON WHEELS
Figure 91-72. Squat Switches
91-20-00
6J1 6J2 Page 84
SWITCH 0
G5M
Figure (42-7800001 to
Figure 91-73. "q" Sensor Circuit (42-7800001 to 42-8001106)
42-8001106)
91-20-00
6J3 6J4 Page
Reissued: December 31,
Figure 91-74. "q" Sensor Circuit (PA-42-720)
6J5 91-20-00
6J6 Page 86
PIPER AIRCRAFT
PA-42/42-720
EMERGENCY
GEAR EXTENSION
E 397 A E 397 E 236 E 211
RIGHT MAIN BUS 1
SWITCH SWITCH SWITCH
D+L DOWN AND LOCKED
Figure 91-75. Emergency Gear Extension
91.20-0
6J7 6J8 Page 870
PIPER AIRCRAFT
PA-42/42-720
ESSE
G3S 20 G3G 20
E339
SHOWN ON GROUND
NOSE
DNL
Figure 91-76. Landing Gear Position & Indication (42-7800001, 7800002, 7800004, 42-8001001 to 42-8001006) Reissued: December 31,1989
6J9 6J10 91-20-00
Page 88
PIPER AIRCRAFT
PA-42/42-720
ESSENTIAL BUS
DNL
E 314
Figure 91-78. Landing Gear Position & Indication (42-9001055 to 42-8001106)
91-20-00
6J13 6J14 Page 90
PIPER AIRCRAFT
PA-42/42-720
ESSENTIAL BUS
L/H PANEL
GEAR POS IND G2A 20

G3S 20
E136
G3F 20
Figure 91-79. Landing Gear Position & Indication (PA-42-720)
91-20-00
6J15 6J16 Page 91
PIPER AIRCRAFT
PA-42/42-720
E 435/335
ESSENTIALBUS E127 G2K20 - G2S 20
GEAR 1 20
G3A
SOL
WARN 5A 20 G3A G2T 20
G5E20 GEARWARN
HORN RELAY
A315/A415
LH
DNL
G2D 20
Ell
E 316
G3R 20 G5H 20
G7H 20
ANN TEST OR GEAR INT RANSIT
+& LEFTGEARU + L
GEARWARNING
MUTESWITCH
E111
SENSORRELAY
LH START LANDINGBELOW
UPL G7E20
TODEENERIGIZE
WITH
E 335/435
"q" SENS OVERRIDE G5T20
E 111
A415
A315
GEAR
HANDLE
UP + NEUTRAL
DN+NEUTRAL
WARN
HORN 1 F2Z20 F2Z20
G8B 20
DOWN
GEAR SELECTOR
LOCK SOLENOID
LEVERLOCK- WITH POWER
U.L UPANDLOCKED D.L ANDLOCKED

DOWN
G2E 20
U.L HOTUPANDLOCKED ANDLOCKED
NOTDOWN
E 335/435
E 136 G5J 2020
G5K 20
G5G 20
Figure 91-80. Landing Gear Warning & Solenoid (42-7800001, 7800002, 7800004,42-8001001 to 42-8001006)
91-20-00
6J17 6J18 Page 92
PIPER AIRCRAFT
PA-42/42-720
Eiin E 23 'SHOWN ON GROUND A315A415A PEDESTAL
E 210
LIPL6 ll S U*TN CLOSEOl -1
:"{.
...... : ' E 450
Figure 91-81. Landing Gear Warning & Solenoid (42-7800003. 42-8001007 to 42-8001054)
~~6J1 9 6J20 Page 93

PIPER AIRCRAFT
PA-42/42-720
G11C20 4 SHOWN ON GROUND G6N20 A315A A315A415ES
G9E 20

PIPER AIRCRAFT
PA-42/42-720
ESSENTIAL BUS
GEAR WARN
HORN RELAY
A315A A315/A415
A415A
Figure 91-83. Landing Gear Warning & Solenoid (PA-42-720)

PIPER AIRCRAFT
PA-42/42-720
FIXDIM
RELAY
25W
II
* SHOWN
ENERGIZED
Figure91-84. FixedDimmingControl(42-7800001to 42-8001020)

91-20-00
6K1 6K2 Page 96
. . . . .
PIPER AIRCRAFT
PA-42/42-720
FIX DIM
RELAY
Figure
91-85. Fixed Dimming Control (42-8001021 to 42-8001079)
91-20-00
6K3 6K4 Page 97
PIPER AIRCRAFT
PA-42/42-720
PIPER AIRCRAFT
PA-42/42-720
Figure 91-87. Fixed Dimming Control(PA-42-720)

91-20-00
6K8 Page 99
PIPER AIRCRAFT
PA-42/42-720
PANELLTSDIMCENTER
E 307A
E306A L 14T22
L14 S22-3 13V 22 RIGHTPANEL
LEFT PANEL 13T22 L 14U 22 E311 I LIGHTS CONTROL
LIGHTS
CONTROL L 13F22 L 14D22 L13Y22
L20L22 L20S22
E311 E 306A E335

ESSENTIALBUS L 14C22 L13 E22 E435
L3Y22 E 333E 433 L25M22
L1K 22 L3M22 L25 Y22
5A
PANELLIGHTS E494
RIGHT
LEFT
FIXED RIGHT
DIM CONTROLBOX
FIXEDDIMCONTROL
E494 LPNL24
E4941 1B
L25T22
E 435
E435[ E 335
E335 ? 3BJ 3BK
1CK 1CJ
L20C20 FLAP POSITION
L220B20- L11J
L11 P20
POSTLTS
INDICATOR
L21 C20 11D22 L11 C22
L24U20 L241 20
L21 F20
PROP DEICE
METERLIGHT L24J20
L21E20
L2420 Q 20
L 21 B 20 L 24 20L E371 G
L21 B20 E371 F
CABIN CABIN CABINALT
L-21D20 L.22 20 L10W20
PRESS RATEOF INDICATOR
CONTROL CLIMB POSTLTS
POSTLTS POSTLTS
PILOT'S FUELPRESSURE
CLOCK INDICATOR
PNEUMATIC SUCTION OXYGEN AIRSPEED TURN& BANK POSTLTS POSTLTS
GAUGE GAUGE GAUGE INDICATOR INDICATOR
POSTLTS POSTLTS POSTLTS POSTLTS POSTLTS
Figure 91-88. Panel Lighting / Fixed Dimming - Left & Right (42-7800001 to 42-8001020)
91-20-00
6K10 Page 100
PIPER AIRCRAFT
PA-42/42-720
;sL MAINCIB: i iL22U20 I iAVIONICS tAC :'; / '::: 1 "\ PRESS RATE OF INDICATOR
PIPER AIRCRAFT
PA-42/42-720
Figure 91-90. Panel Lighting /Fixed Dimming - Left & Right (42-8001080 to 42-8001106)
91-20-00
6K13 6K14 Page 102
PIPER AIRCRAFT
PA-42/42-720
L 13V22 RIGHTPANEL
E301E E348E LIGHTSCONTROL
I
R. ENG RPM
R. FUELFLOW RATEOF IND

CLIMB
R. OIL PRESS
OILTEMP
FUEL PNEUMATICSUCTIONOXYGEN AIRSPEED RATEOF TURN&

TOTALIZER GAUGE GAUGE GAUGE IND CLIMB BANKIND
Figure 91-91. Panel Lighting / Fixed Dimming - Left & Right (PA42-720)
91-20-00
6K16 Page 103
PIPER AIRCRAFT
PA-42/42-720
CENTER PANEL

PIPER AIRCRAFT
PA-42/42-720
CENTER PANEL
6K20 Page
31, 1989
Figure 91-94. Panel Lighting /Fixed Dimming - Center (42-8001080 to 42-8001106)
91-20-00
6K21 6K22 Page 106
PIPER AIRCRAFT
PA-42/42-720
CENTER PANEL
E301E E348E O 13H22 122 20N22- --
5~
~A
[ J
^ ^00000000 0000000 N 12220 3W1
Figure 91-95. Panel Lighting /Fixed Dimming - Center (PA-42-720)
6K123 6K24 Page 107

FLUORESCENT LIGHTING
J 10 K 22 i:: .... READY LIGHTS
Figure 91-96. Flood Lights (42-7800001 to 42-8001106)
91-20-00
6L1 6L2 Page 108
PIPER AIRCRAFT
PA-42/42-720
LEFT FLOODLIGHTS RIGHTFLOODLIGHTS
FLOODLIGHTS
POWER SUPPLY LEFTDIM RIGHTDIM
DIMADJUST
LEFT DIMCONTROL RIGHTDIM CONTROL
J H
FLOOD
LIGHT FLOOD
SWITCH CONTROL
ESSENTIALBUS
E348E
L24022
FLUORESCENT
L13W22
Figure 91-97. Flood Lights (PA-42-720)
91-20-00
6L3 6L4 Page 109
PIPER AIRCRAFT
PA-42/42-720
PIPER AIRCRAFT
PA-42/42-720
DOME LIGHT
HOTBATTERY SWITCH
E 373
Figure 91-99. Dome Light

91-20-00
6L8 Page 111
Figure 91-100. Exit Steps, Cargo and Baggage Lights (42-7800001 to 42-8001106)
91-20-00
6L9 6L10 Page 112
PIPER AIRCRAFT
PA-42/42-720
BAGGAGE DOOR SWITCH
Figure 91-101. Aisle, Exit Steps, Cargo, and Baggage Lights (PA-42-720)
6L11 6L12 91-20-00

PIPER AIRCRAFT
PA-42/42-720
NON ESSENTIAL
BUS
READINGLIGHTS
L4W22- 22 4-93 L 4 F 22 22 22
L 4 U 22> 22 L 4 22-22
22
L 4 E22 22- L4N 22c(22 22'
L 4 R 22 22 L4 V 22-CD3- 22 >) 22
L4X22 22 4Y22--22 22
L6E22 22-l - L 6 G 22C 22 22
6 H22
L L6H22 229
22— 16 U 22-
L6U222 22 22—1
22—
READINGLIGHT OVERHEAD
SWITCHES READING
LIGHTS
Figure 91-102. Reading Lights (42-7800001 to 42-8001025)

91-20-00
6L13 6L14 Page 114
PIPER AIRCRAFT
PA-42/42-720
NONESSENTIALBUS
READINGLIGHTS
22
LIGHT
READING OVERHEAD
SWITCHES READING
LIGHTS
Figure 91-103. Reading Lights (42-8001026 to 42-8001106)

91-20-00
6L16 Page 115
6L15
PIPER AIRCRAFT
PA-42/42-720
OVERHEAD
READING LIGHT READING
SWITCHES LIGHTS
Figure91-104. ReadingLights(PA-42-720)
91-20-00
6L17 6L18 Page 116
PIPER AIRCRAFT
PA-42/42-720
SWITCH
NO SMOKE
22-33 L 6N222 -- 22-22
FASTEN
SEAT BELTS
SWITCH
SWITCH
Figure 91-106. Fasten Seat Belt, No Smoking Lights (PA-42-720) 91-20-00
SEAT BELTS
SWITCH
Figure 91-106. Fasten Seat Belt, No Smoking Lights (PA-42-720)

91-20-00
6L21 6L22 Page 118
PIPER AIRCRAFT
PA-42/42-720
GRIDS 6L23 THROUGH 6L24

91-20-00
6L23 6L24 Page 119
AIRPLANE
MANUAL
MAINTENANCE
CARD7 OF7
III
PA-42CHEYENNE
IIIA
CHEYENNE
PA-42-720
THIRDEDITION
761523)
(PARTNUMBER January9,1998
7A1
Published by
Technical Publications

2926 Piper Drive
U.S.A.
Member of GAMA
General Aviation
Manufacturers Assocation
7A2
PIPER AIRCRAFT
PA-42/42-720
INTRODUCTION

The various Chaptersare broken down into major systems such as Electrical Power, Flight Controls,Fuel,
The major System/Chaptersare then broken downinto Sub-System/Sections.These sectionsare identifiedby
the secondelement of thestandardizednumberingsystem. The number"40" of the basicnumberseries 32-40-00
The individualunits within a Sub-System/Sectionmay be identified by a third element of the standardized
numberingsystem, such as 32-40-01. This number could be assigned by the manufacturerto fit the coverage
Example:
LANDINGGEAR WHEELSAND BRAKES
32-40-01
INDIVIDUALUNITS
NOSE WHEELREMOVAL
This manual does not contain hardwarecalloutsfor installation. Hardwarecalloutsare only indicatedwhere a
WARNINGS,CAUTIONS,and NOTESare usedthroughoutthis manualto emphasizeimportantinformation.
- WARNING-

- CAUTION -

- Note -
Anoperatingprocedure,condition,etc., whichis essentialto emphasize.
Introduction
Page 1
7A3
PIPER AIRCRAFT
PA-42/42-720
revisionsdistributed periodically. These revisions will supersede all previous revisions and will be complete
Firstnumber is the Aerofichecardnumber.
Example:2J16= Aerofichecardnumbertwo of givenset, Grid locationJ16.
1. A completemanualSystem/ChapterIndexGuideis given for all fiche in this set

2. A completelist of Illustrationsis for all fichein this set followingSystem/ChapterIndex.
4. A complete list of paragraphtitles and appropriateGrid locationnumbers is given at the beginningof each
Revisedtext and illustrationsare indicatedby a blackvertical line along the left-handmarginof the frame,
changes,additionsto or deletionsof existingtext and illustrations. Changesin capitalization,spelling,
A reference and recordof the materialrevisedis includedin each chapter'sTable of Contents/Effectivity.
The codes usedin the effectivitycolumnsof each chapterare definedas follows:
OriginalIssue: None
First Revision: RevisionIndication,( IR Month-Year)
Introduction
Page 2
7A4
PIPER AIRCRAFT
PA-42/42-720
AEROFICHE EXPLANATIONAND REVISIONSTATUS(continued)
ORG791201 December 1,1979 1, 2, 3, 4 and 5

CR860401 February 28, 1987 1, 2, 3,4, 5 and 6
CR891231 December 31, 1989 1, 2, 3, 4,5 6and7
IR 980109 January 9, 1998 1, 2, 3, 4, 5, 6 and 7
Introduction
Page 3
PIPER AIRCRAFT
PA-42/42-720
PA-42,CHEYENNEIII - 1978
Serial Numbers42-78000001,42-7800002,43-781003and 42-7801004
Serial Numbers42-8001001to 42-8001030inclusive
PA42,CHEYENNEIII - 1981
SerialNumbers42-8001031to 42-8001060inclusive
SerialNumbers42-8001061to 42-8001081inclusive
Serial Numbers42-8001101to 42-8001106inclusive
Serial Numbers42-8301001,42-8301002and 42-5501003
* Serial Numbers 42-5501024, 42-5501028, 42-5501032, 42-5501034,

Introduction
Page 4
PIPER AIRCRAFT
PA-42/42-720
VENDOR PUBLICATIONS
- WARNING -

ENGINE:
PT6A-41: P/N 3021442
PT6A-61: P/N 3034342
P/N 3021441
P/N 3033741
PT6A-61: P/N 3034344
PROPELLER:
Manual #118D
Piqua, Ohio 45356
VOLTAGE CONTROL:
Overhaul Manual
and Illustrated
AUTOFLITE:
Avionics Group
Introduction
Page 5
7A7
PIPER AIRCRAFT
PA-42/42-720

AUTOFLIGHT (cont.)
KNS 660
EFIS 10
400 N. Rogers Road
Flight Control: Global Series2 GNS500A

Global Series3 GNS 500A
Vendor Address: GlobalNavigation/Sundstrand
2144MichelsonDrive
SystemsManual: UNS-IA
3260 E. Lerdo Road
WHEELS AND BRAKES:
KEVLAR:
DINOL International
25200 Malvina
Box 1065
OXYGEN SYSTEM
225 Erie Street
Introduction
Page 6
7A8
PIPER AIRCRAFT
PA-42/42-720

P.O. Box 3041

1688 Shermer Road
PIPER PUBLICATIONS
100 HOUR EVENT: 761 739
Introduction
Page 7
7A9
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General

10 Time Limits
Checks
Checks

00 General

00 General
10 Jacking
20 Shoring

00 General

00 General
10 Towing
20 Taxiing

00 General
10 Parking
20 Mooring

00 General
12 SERVICING IG18
00 General
10 Replenishing
Introduction
Page 8
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General

00 General
10 Compression
20 Distribution
40 Heating
50 Cooling
22 AUTO FLIGHT 1K17

00 General
10 Autopilot
00 General

00 General
30 DC Generation
40 External Power
00 General
20 Flightand PassengerCompartment

00 General
10 Detection
20 Extinguishing
Introduction
Page 9
7A11
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General
10 Aileronand Tab
20 Rudder and Tab
30 Elevatorand Tab
50 Flaps
90 Stall Warning
28 FUEL 2J5
00 General
10 Storage
20 Distribution
40 Indicating

00 General

00 General
20 Air Intakes
60 Propellers
32 LANDING GEAR 3H8

00 General
50 Steering
33 LIGHTS 3K22
00 General
Introduction
Page 10
7A12
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/
34 NAVIGATIONAND PITOT/STATIC 4B9

00 General
20 Pitot Static
35 OXYGEN 4C1
00 General
36 PNEUMATIC 4C19
00 Pneumatic System
10 Distribution
37 VACUUM 4D14
00 General
10 Distribution
20 Indicating

MULTIPURPOSE PARTS
00 General
51 STRUCTURES 4F4
00 General
52 DOORS 4123
00 General
20 Cargo Door
30 Service
53 FUSELAGE 4J24
00 General
10 Main Frame
Introduction
Page 11
7A13
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/
54 NACELLES 4K11
00 General
55 STABILIZERS 4K17
00 General
20 Elevator
40 Rudder
56 WINDOWS 5B9
00 General
20 Cabin
57 WINGS 5B22
00 General
20 Wing Tip Tanks
40 Wing
50 Aileron
55 Aileron
61 PROPELLERS 5C16
00 General
20 Controlling

71 POWER PLANT 5D21

00 General
10 Cowling
20 Mounts
30 Fireseals
Introduction
Page 12
7A14
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General

00 General
10 Distribution
20 Controlling
30 Indicating
74 IGNITION 5F15
00 General
20 Distribution
75 AIR 5G4
00 General

00 General

00 General
10 Power
20 Temperature
30 Analyzers
79 OIL SYSTEM 5K1

00 General
20 Distribution
30 Indicating
91 CHARTS 6B9
Introduction
Page 13
7A15
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/

00 General
Introduction
Page 14
7A16
PIPER AIRCRAFT
PA-42/42-720
6-1. ThreeView 1E1O
6-3. AccessPlatesand Panels- EngineNacelle 1E16
7-1. Useof Tail JackingPad 1F2
7-4. Fuselageand Wing Shoring 1F4
8-1. Leveling 1F11
8-2. Weighing 1F12
9-1. TurningRadiusand Limits 1F18
12-1. ServicePoints IH11
12-3. ElectrosonicCleaningTank 1H 13
12-4. LubricationChart - LandingGear,Main 1H20
12-5. LubricationChart - LandingGear,Nose 1H21
12-9. LubricationChart - Air Inlet IceProtectionOil CoolerDoors 112
12-10. LubricationChart - Cabin Door,BaggageDoorand Seats 113
20-1. Installationof Conical Seals 1I11
21-2. CabinAir DistributionSchematic- ConditionedAir 1J2
21-3. CabinAir DistributionSchematic- HeatedAir 1J3
21-5. Safetyand OutflowValves 1J7
21-8. CabinPressureTest Unit (Typical) 1J10
21-9 PressurizationTest Hookup 1J11
21-13. CabinPressurizationand BleedAir SystemSchematic- PA42 1K6
24-1. OverheadSwitch Panel- PA-42 2B19
24-2. OverheadSwitchPanel - PA42-720 2B20
24-3. Main CircuitBreakerPanel - Typical 2B21
Introduction
Page 15
7A17
PIPER AIRCRAFT
PA-42/42-720
LIST OF ILLUSTRATION, (continued)
FIGURENO. SUBJECT GRIDNO.
24-4. StarterGeneratorBasic Diagram 2C1
24-7. Left CircuitBreakerPanels Installation(Typical) 2C7
24-13. Starter-Generator(250 AmpModel 23048-20) 2C19
24-20. ClosedLoop TestDiagram(LearSiegler,Inc.) 2D15
24-22. VoltageRegulatorAdapterConnector(LearSiegler,Inc.) 2D16
FoldingDoor and DividerPanels 2E15
26-1. EngineFire Detectors 2E22
26-2. EngineFire ControlSystem 2E22
26-3. BatteryBus 2E24
26-4. EngineFire Extinguisher 2F1
27-6. AileronControlTravelsand Cable Tension 2G15
27-10. Rudder ControlSystem Installation 2G22
27-11. Rudder and Trim TabControlTrails and Cable Tensions 2H2
Introduction
Page 16
7A18
PIPER AIRCRAFT
PA-42/42-720
S/N's 42-8301001 and up) 2J12
Introduction
Page 17
PIPER AIRCRAFT
PA-42/42-720

30-1. PneumaticDeicingSystem Schematic 3E6
30-3. PneumaticDeicerBoots Operation 3E11
30-7. Hole through Surfaceof Tube 3E21
30-13. PneumaticBoot FlowStrip Locations(continued) 3F3
30-14. PneumaticBoot FlowStrip Locations(continued) 3F3
30-20a. GeneratorInlet Scoop(PA-42Only) 3F21
30-22. Propellerand EngineAir InletLip DeicerSystem 3G4
Introduction
Page 18
7A20
PIPER AIRCRAFT
PA-42/42-720

30-29. BrushBlockAssemblyand BrushWearCheck 3G11
30-30. Angleof Contact- Brushesto Slip Rings 3G12
30-31. BrushModuleAssembly(3E2011) 3G15
30-33. ModularBrushAssembly(3E2044-1) 3G15
30-34. Repairof Lead Strap 3G16
30-36. SealerApplication(PropBoot) 3G22
30-37. SealerApplication(LeadStrap) 3G22
30-40. PowerControlRelaysand DeicerTimerInstallation 3H3
32-2. Main Gear Oleo StrutAssembly 3H22
32-6. AligningNoseGear 3120
32-7. Rudder PedalsNeutralPosition 3123
32-11. Gear DoorActuatingCylinder 3J8
32-12. NoseGear ActuatingCylinder 3J11
32-13. B.F.Goodrich3-1392Main Wheel Installation 3J13
32-15. NoseWheel Assembly(B.F.Goodrich3-1076) 3J19
32-16. Nose WheelAssembly(Cleveland40-140) 3J21
32-17. B.F.GoodrichBrakeInstallation 3J23
32-20. ParkingBrakeValveAssembly 3K7
33-1. FluorescentLighting Inverter/ControlUnit 3L2
33-2. AnnunciatorPanelInstallation 3L4
33-6. Landing and TaxiLights 3L18
Introduction
Page 19
31, 1989
Reissued: December
7A21
PIPER AIRCRAFT
PA-42/42-720

35-3. OxygenSystemInstallation- FAR 135 (PA42) 4C7
35-4. OxygenSystemInstallation- 60 Cu. Ft. Capacity- (PA42-720) 4C8
36-1. PneumaticSystemSchematic(PA42) 4C24
36-2. Proof Pressureand LeakageTestSetup (PA42) 4D8
39-2. Main Circuit BreakerPanel (PA-42Only) 4E4
39-4. CircuitBreakerInstallation(Left-Typical) 4E9
39-5. OverheadEngine ControlSwitchPanel (PA-42) 4E10
39-6. OverheadSwitchand MeterPanel(PA42-720 Model) 4E11
39-7. OverheadMeter and SwitchPanelAssembly 4E13
39-9. Electric OutsideAir TemperatureGauge(Optional) 4E16
39-12. ElectricalPanelsand ComponentsLocations(PA-42-720) 4E21
51-9. Deep Scratches,ShallowNicks and Small HolesRepair 4F21
51-10. Mixing of EpoxyPatchingCompound 4F22
Introduction
Page 20
7A22
PIPER AIRCRAFT
PA-42/42-720

554. Rudder Balancing 4L7
57-3. RESERVED 5C8
Introduction
Page 21
PIPER AIRCRAFT
PA-42/42-720

61-2. FeedbackRing Pulley Installation 5C19
73-1. Fuel ControlUnit Installation(PT6A41) 5E23
734. Fuel ControlUnit Fuel Pump 5F3
76-1. PowerLever ControlCableHandling 5G15
76-2. PropellerControlCam - PT6A-41,RiggingShim in Place 5G17
76-3. PropellerControlCam - PT6A-61 5G17
764. PowerLever ControlCableEngineConnection 5G19
76-5. PowerLever ControlCable/PowerLeverConnection 5G19
76-6. OverallView - PT6A-41EngineControls 5G23
76-7. Power ControlCam assemblyin TrackPosition 5G24
76-10b. ThrottleArm AlignmentTool Installed 5H2
76-14. Engine PropellerGovernor- RightSide View 5H5
76-16. PT6A41 Fuel ControlUnit - Frontand Right Side View 5H8
76-18. ControlLeverBracketAssembly 5H9
76-23. PowerLever CrossStart and AutofeatherSwitches 5H21
76-26. PropellerCamAssembly- Front to RearView 513
Introduction
Page22
Reissued:December31,1989 7A24
PIPER AIRCRAFT
PA-42/42-720

76-29. WoodwardType II Fuel Control Unit - Left Side View 516
76-30. Woodward Type IIIFuel Control Unit - Left Side View 517
76-34. Cockpit Condition (Start Control) Lever - PA42-720 5111
76-38. Propeller Governor - Right Side View 5I22
77-4. Inter-Turbine Temperature Calibration Check 5J17
-Note-
Refer to Card 6 and 7 for Electrical Schematic Index.

Introduction
Page 23
7B1 7B1 Reissued: December 31, 1989
PIPER AIRCRAFT
PA-42/42-720
95-12. FabricatedReducerTestAdapter 7H18

95-13. CabinPressureTest Unit (Typical) 7H18
Introduction
Page 24
PIPER AIRCRAFT
PA-42/42-720
LIST OF CHARTS

2102 CabinAltitudeVs. AirplaneAltitude 1J17
2903 Inspectionand Repair- HydraulicPump 3D12
3008 RequiredMaterialsfor Repair of Deicers 3G20
Introduction
Page 25
7B3
PIPER AIRCRAFT
PA-42/42-720
LIST OFCHARTS(continued)
3203 BrakeWearLimits 3K2

5109 Numberand Sizeof AD Rivetsrequiredon Each Side of Crack 4G19
6104 MagneticPickupVoltageOutputTest 5D9
7604 PT6A-41Power AssuranceCheck 5H24
7607 PT6A-61Power AssuranceCheck 5J3
7901 Oil PressureGaugeCalibrationData 5K13
Introduction
Page 26
7B4
PIPER AIRCRAFT
PA-42/42-720

Introduction
Page 27
7B5
PIPER AIRCRAFT
PA-42/42-720

Introduction
Page 28
7B6
CHAPTER
WIRING DIAGRAMS
(continued)
7B9
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 91 - WIRING DIAGRAMS(continued)
CHAPTER
SECTION GRID
91-20-00 WIRING DIAGRAM INDEX GUIDE 7B13
91 - Cont/ Effect.
Page 1
7B10
PIPER AIRCRAFT
PA-42/42-720
CHART 9111. ELECTRICAL WIRE CODING
P 7 A-22
CIRCUITIDENTFICATION
WIRENUMBER
LETTER
WIRESEGMENT
WIREGAUGE
CONNECTOR
A334 A434
CHARACTER
CIRCUIT CIRCUIT
IDENTIFICATION CIRCUITS IDENTIFICATION CIRCUITS
A AUTOPILOT FD FLIGHTDIRECTOR
B PHOTOGRAPHIC ML GAUGES
ELECTRICAL
C CONTROLSURFACES PD DEICE
PROPELLER
E ENGINEMONITORING PF FIELD
ALTERNATOR
CONTROLANDPOWER
F FLIGHTINSTRUMENTS
PR PRESSURIZATION
G LANDINGGEAR
RG RADIOGROUND
H HEATER,VENTILATING
RP RADIOPOWER
J IGNITION
RZ RADIOAUDIO
K ENG.CONTROL,STARTER,
PROP.,ETC. SD SURFACEDEICE
L LIGHTING WH HEAT
WINDSHIELD
M MISC.EQUIPMENT, WW WIPER
WINDSHIELD
CIGARLTR.,ETC.
P D.C.POWER
Q FUEL& OIL QUANTITY
NUMBERSANDLOCATIONS
HARNESSCONNECTOR
E 100SERIES LEFTWINGAN NACELLE. E 300 SERIESFROMSTA57.00TO STA332.00
ANDNACELLE.
E 200 SERIES RIGHTWINGA E 400 SERIESFROMNOSETO STA57.00& FROMSTA332.00TO AFT
CHART 9112. ELECTRICAL SYMBOLS
PULL
PUSH PULL ROTATE TOGGLE CAM TIP KEY
LAMP
THERMOSTAT LOUDSPEAKER
SWITCH SNAP SNAP
VOLTMETER AMPERMETER MOTOR

91-20-00
Page 1
7B 1 Reissued: December 31,1989
PIPER AIRCRAFT
PA-42/42-720
CHART9112. ELECTRICALSYMBOLS(continued)
C
1
WIRE OPENEND PUSH / PULL
(CAPTAND C/ B
CONNECTION STOW) MEANS GROUND FUSE
E2E
E2F
JUNCTION
SHIELD COAX SINGLEPIN BLOCK
GROUND SHIELD
SHIELD SHIELD CONNECTION
CONNECTOR
115 VAC DC VALVE ELECTRIC ELECTRIC
CONNECTOR CONNECTOR CONNECTOR ACTUATED ACTUATED
VALVE VALVE
VARIABLE HEAT
CONTACTOR TRAVO COIL COIL RESISTOR RESISTOR
RESISTOR
RESISTOR
CONDENSATOR
CONDENSATOR
CONDENSATOR
BATTERY
CONDENSATOR
TRANSISTOR
TRANSISTOR
TRANSISTOR
SWITCH SWITCH MECH
RELAY DIODE PRESSURE MAKE SWITCH
-.
SWITCH SWITCH SWITCH SWITCH
BREAK MAKEOR BRAKEWITH C/B
BRAKER PRESSURE
EMER ECS SELECTOR ROTATING

PRESS ECS SELECTOR SWITCH
91-20-00
Page 2
7B12
PIPER AIRCRAFT
PA-42/42-720
WIRING DIAGRAM INDEX GUIDE
SYSTEM/ SUB-SYSTEM/
21 ENVIRONMENTAL SYSTEMS
21-10-01 Bleed Air Control
PA-42: S/N's: 42-7800001 to 8001054
42-8001056-8001077 91-1 6D1
PA-42: S/N's: 42-8001055,
42-8001078 to 8001106 91-2 6D3
PA42-720: S/N's: All 91-3 6D5
21-20-01 Recirculation Fans & Doors
PA-42: S/N's: 42-7800001 to 8001069 91-4 6D7
PA-42: S/N's: 42-8001070to 8001106 91-5 6D9
PA-42-720: S/N's: All 91-6 6D11
21-31-01 Cabin Door Seal and Safety Valve Control
PA-42: S/N's: 42-7800001 to 8001106 91-7 6D13
PA-42-720: S/N's: All 91-8 6D15
21-32-01 Emergency Pressure
PA-42: S/N's: 42-7800001 to 8001106 91-9 6D17
PA42-720: S/Ns: All 91-10 6D19
21-33-01 Cabin Pressure Warning
PA-42: S/N's: 42-7800001 to 8001106 91-11 6D21
PA-42-720: S/Ns: All 91-12 6D23
21-50-01 Ground Cooling Blower
PA-42: S/N's: 42-7800001 to 8001106 91-13 6E1
PA-42-720: S/Ns: All 91-14 6E3
21-60-01 Bleed Air & ECS Warning
PA42: S/N's: 42-7800001 to 8001106 91-15 6E5
PA-42-720: S/Ns: All 91-16 6E7
21-61-01 Cabin Temperature Control
PA-42: S/N's: 42-7800001 to 8001106 91-17 6E9
PA-42-720: S/Ns: All 91-18 6E11
23 COMMUNICATIONS
23-20-01 Emergency Locator Transmitter
(ELT) (All Models) 91-19 6E13
91-20-00
Page 3
7B13 Reissued:December 31,1989
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/
24 ELECTRICALPOWER
24-21-00 Inverters
PA-42-720: S/N's: All 91-20 6E15
24-30-00 Basic Diagram (Starter - Generator)
PA42-720: S/N's: All 91-21 6E17
24-31-01 Starter System - Left
PA42: S/N's: 42-7800001 to 8001106 91-22 6E21
PA42-720: S/N's: All 91-23 6E23
24-31-02 Starter System - Right
PA-42: S/N's: 42-7800001 to 8001106 91-24 6F1
PA-42-720: S/N's: All 91-25 6F3
24-32-01 Generator System
PA-42: S/N's: 42-7800001 to 8001013 91-26 6F5
PA42: S/N}s: 42-8001014 to 8001106 91-27 6F7
PA-42-720: S/N's: All 91-28 6F9
24-41-01 External Power and Battery
PA42: S/N's: 42-7800001 to 8001106 91-29 6F1
PA42-720: S/N's: All 91-30 6F13
24-61-01 DC - Bus Distribution
PA-42: S/N's: 42-7800001 to 8001106 91-31 6F15
PA-42-720: S/N's: All 91-32 6F17
25 EQUIPMENT / FURNISHINGS
25-31-01 Razor Inverter / Cigar Lighter
PA-42: S/N's: 42-7800001 to 8001106 91-33 6F19
25-31-02 Razor Inverter / Oven
PA42-720: S/N's: All 91-34 6F21
26 FIREPROTECTION
26-10-01 Fire Detection - Left & Right 91-35 6F23
26-20-01 Fire Extinguishing - Left & Right 91-36 6G1
91-20-00
Page 4
7B14
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/
CHAPTER SECTION TITLE FIGURENO. GRIDNO.
27 FLIGHTCONROLS
27-50-01 Wing Flap Control System
PA42: S/N's: 42-7800001 - 8001106 91-37 6G3
PA-42-720: S/N's: All 91-38 6G5
27-90-01 Lift Transducer 91-39 6G7
27-90-02 Stall Warning System - Left

PA42: S/N's: 42-7800001- 8001106 91-40 6G9
PA-42-720: S/N's: All 9141 6G11
27-90-03 Stall Warning System - Right

PA-42: S/N's: 42-7800001 - 8001106 91-42 6G13
PA42-720: S/N's: All 91-43 6G15
28 FUEL
28-40-01 Fuel Pumps - Left & Right

PA-42: S/N's: 42-7800001 to 8001106 91-44 6G17
PA-42-720: S/N's: All 91-45 6G19
2840-02 Fuel Quantity Gauging System 91-46 6G21
30 ICE AND RAIN PROTECTION
30-10-01 Surface Deice

PA-42: S/N's: 42-7800001 to 8001106 91-48 6H1
PA-42-720: S/N's: All 9149 6H3
30-20-01 Ice Deflection Doors - Left

PA-42: S/N's: 42-7800001 to 8001106 91-50 6H5
PA-42-720: S/N's: All 91-51 6H7
30-20-02 Ice Deflection Doors - Right
PA-42: S/N's: 42-7800001 to 8001106 91-52 6H9
PA-42-720: S/N's: All 91-53 6H11
30-30-01 Pitot Heat
PA42: S/N's: 42-7800001 to 8001106 91-54 6H13
PA-42-720: S/N's: All 91-55 6H15
91-20-00
Page 5
7B15 7B15 Reissued:December31, 1989
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/
30 ICE AND RAIN PROTECTION (continued)

30-31-01 Stall WarningHeat
PA42: S/N's: 42-7800001 to 8001106 91-56 6H17
PA-42-720: S/N's: All 91-57 6H19
3040-01 Windshield Heat

PA-42: S/N's: 42-7800001 to 8001106 91-58 6H21
PA-42-720: S/N's: All 91-59 6H23
30-41-01 Windshield Wiper

PA42: S/N's: 42-7800001 to 8001106 91-60 611
PA42-720: S/N's: All 91-61 613
30-60-01 Propeller & Lip Boot Deice

PA42: S/N's: 42-7800001 to 8001106 91-62 615
PA42-720: S/N's: All 91-63 617
31 INDICATING/RECORDING SYSTEMS
31-20-01 Hour Meter 91-65 6111
31-50-01 Annunciator Control

PA42: S/N's: 42-7800001 to 8001106 91-66 6113
PA42-720: S/N's: All 91-67 6115
31-50-02 Annunciator Test

PA42: S/N's: 42-7800001 to 8001106 91-68 6117
PA-42-720: S/N's: All 91-69 6119
91-20-00
Page 6
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/
32 LANDINGGEAR
32-00-00 Up LockSwitches 91-70 6121
Down Lock Switches 91-71 6123
Squat Switches 91-72 6J1
32-20-00 "q" Sensor Circuit
PA42 S/N's: 42-7800001 to 8001106 91-73 6J3
PA-42-720: S/N's: All 91-74 6J5
32-30-00 Emergency Gear Extension 91-75 6J7
32-60-00 Landing Position and Indication
PA-42: S/N's: 42-7800001, 7800002,
7800004, 8001001 to
8001006 91-76 6J9
PA42: S/N's: 42-7800003, 8001007 to
8001054 91-77 6J11
PA-42 S/N's: 42-8001055 to 8001106 91-78 6J13
PA-42-720: S/N's: All 91-79 6J15
32-60-00 Landing Gear Warning and Solenoid
PA-42: S/N's: 42-7800001, 7800002,
7800004,8001001 t
8001006 91-80 6J17
PA42: S/N's: 42-7800003, 8001007 to
8001054 91-81 6J19
PA42 S/N's: 42-8001055 to 8001106 91-82 6J21
PA42-720: S/N's: All 91-83 6J23
33 LIGHTS
33-10-00 Fixed Dimming Control
PA42: S/N's: 42-7800001 to 8001020 91-84 6K1
S/N's: 42-8001021 to 8001079 91-85 6K3
S/N's: 42-8001080to 8001106 91-86 6K5
PA-42-720: S/N's: All 91-87 6K7
33-10-00 Panel Lighting/Fixed Dimming - Left and Right
PA42: S/N's: 42-7800001 to 8001020 91-88 6K9
S/N's: 42-8001021 to 8001079 91-89 6K11
S/N's: 42-8001080to 8001106 91-90 6K13
PA42-720: S/N's: A11 91-91 6K15
33-10-00 Panel Lighting/Fixed Dimming - Center
PA42: S/N's: 42-7800001 to 8001020 91-92 6K17
S/N's: 42-8001021 to 8001079 91-93 6K19
S/N's: 42-8001080 to 8001106 91-94 6K21
PA-42-720: S/N's: All 91-95 6K23
91-20-00
Page 7
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/
33 LIGHTS (continued)
33-13-00 Flood Lights
PA42: S/N's: 42-7800001 to 8001106 91-96 6L1
PA42-720 S/N's: All 91-97 6L3
33-14-00 Map Lights 91-98 6L5
33-15-00 Dome Light 91-99 6L7
33-20-01 Exit Steps, Cargo and Baggage Lights
PA42: S/N's: 42-7800001 to 8001106 91-100 6L9
33-20-02 Aisle, Exit Steps, Cargo and Baggage Lights
PA42-720: S/N's: All 91-101 6L11
33-21-00 Reading Lights
PA-42: S/N's: 42-7800001 to 8001025 91-102 6L13
S/N's: 42-8001026 to 8001106 91-103 6L15
PA-42-720: S/N's: All 91-104 6L17
33-22-00 Fasten Seat Belt, No Smoking Lights
PA-42: S/N's: 42-7800001 to 8001106 91-105 6L19
PA42-720: S/N's: All 91-106 6L21
33-41-00 Landing and Taxi Light
PA42: S/N's: 42-7800001 to 8001030 91-107 7B23
S/N's: 42-8001031 to 8001106 91-108 7C1
PA-42-720: S/N's: All 91-109 7C3
33-42-00 Wing Inspection Lights 91-110 7C5
33-43-00 Position Lights
PA42: S/N's: 42-7800001 to 8001106 91-111 7C7
PA42-720: S/N's: All 91-112 7C9
33-44-00 Recognition Lights
PA42: S/N's: 42-7800001 to 8001029 91-113 7C11
PA-42-720: S/N's: All 91-114 7C13
33-45-00 Strobe Lights
PA-42: S/N's: 42-7800001 to 8001106 91-115 7C15
PA-42-720: S/N's: All 91-116 7C17
35 OXYGEN
35-10-00 Emergency Oxygen 91-117 7C19
52 DOORS
52-70-00 Door Warning
PA42: S/N's: 42-7800001 to 8001106 91-118 7C21
PA-42-720: S/N's: All 91-119 7C23
91-20-00
Page 8
PIPER AIRCRAFT
PA-42/42-720

SYSTEM/ SUB-SYSTEM/
61 PROPELLERS
61-21-00 Autofeather System
PA42: S/N's: 42-7800001 to 8001055 91-120 7D1
PA42: S/N's: 42-8001056 to 8001106 and
PA42-720: S/N's: All 91-121 7D3
61-22-00 SynchrophaaserSystem 91-122 7D5
61-23-01 HTG Reset with Beta Lights
PA42: S/N's: 42-7800001 to 8001106 91-123 7D7
61-23-02 HTG Reset without Beta Lights
PA-42-720: S/N's: All 91-124 7D9
61-24-00 Reverse Lockout
PA-42: S/N's: 42-7800001 to 8001106 91-125 7D11
PA42-720: S/N's: All 91-126 7D13
73 ENGINE FUEL SYSTEM
73-10-01 Fuel Scavange System - Left 91-127 7D15
73-10-02 Fuel Scavange System - Right 91-128 7D17
73-31-00 Fuel Filter By-Pass 91-129 7D19
73-32-01 Fuel Flow System (Foxboro)
PA-42: S/N's: 42-7800001 to 8001020 91-130 7D21
PA-42: S/N's: 42-8001021 to 8001037 91-131 7D23
PA-42: S/N's: 42-8001038 to 8001106 91-132 7E1
73-32-02 Fuel Flow System (Ragen)
PA-42: S/N's: 42-7800001 to 8001086 91-133 7E3
PA42: S/N's: 42-8001087 to 8001106 91-134 7E5
PA42-720: S/N's: All 91-135 7E7
73-33-00 Fuel Pressure 91-136 7E9
73-34-00 Fuel Temperature Monitoring Left & Right
PA-42: S/N's: 42-7800001 to 8001106 91-137 7E11
PA-42/42-720: All Models 91-138 7E13
74 IGNITION
74-20-00 Ignition System
PA-42: S/N's: 42-7800001 to 8001106 91-139 7E15
PA-42/42-720: All Models 91-140 7E17
91-20-00
Page 9
7B19 Reissued:December 31,1989
7B19
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/
77 ENGINE INDICATION
77-10-01 Torque Indication
PA42: S/N's: 42-7800001 to 8001106 91-141 7E19
PA-42-720: S/N's: All Models 91-142 7E21
77-10-02 Ng RPM Indication
PA42/42-720: All Models 91-143 7E23
77-10-03 Prop RPM Indication

PA-42/42-720: All Models 91-144 7F1
77-20-00 ITT Indication

PA-42/42-720: All Models 91-145 7F3
79 ENGINE OIL
79-20-01 Oil Cooler Doors - Left
PA-42: S/N's: 42-7800001 to 8001106 91-146 7F5
79-20-02 Oil Cooler Doors - Right
PA-42: S/N's: 42-7800001 to 8001106 91-148 7F9
79-30-00 Oil Pressure / Temperature, Chip Detector
PA-42: S/N's: 42-7800001 to 8001106 91-150 7F13
91-20-00
Page 10
7B20
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/
91-20-00
Page 11
7B21
PIPER AIRCRAFT
PA-42/42-720
SYSTEM/ SUB-SYSTEM/
91-20-00
Page 12
7B22
ESSENTIALBUS
I
E335/E435 E 450
Figure 91-107. Landingand Taxi Light (42-7800001 to 42-8001030)
91-20-00
7B23 7B24 Page 13
PIPER AIRCRAFT
PA-42/42-720
TAXI LIGHT
SOLENOID
TAXILIGHT
E450A
L7L18
LANDINGLIGHT
RELAY TAXI/
LANDING
LIGHT (250W)
20
E450B
TAXILIGHT
SWITCH
L7J20
E 357
18--II
8C20-8 8-L8D
E335/
E435
E339/
E439 320D
LIGHT
LANDING COPILOT'S
L SWITCH LANDING
L7A20
L7W14
PILOT'S
LANDING
LIGHTSWITCH
E450A
L7K18 L7U18
ESSENTIALBUS
LANDINGUGHT
SOLENOID
Figure 91-108. Landing and Taxi Light (42-8001031 to 42-8001106)
91-20-00
7C1 7C2 Page 14
PIPER AIRCRAFT
PA-42/42-720
TAXIUGHT
SOLENOID
ESSENTIALBUS
TAXI / LANDING
I E450B
UGHT (250W)
14
-L30C20- 5 5 E 361
L7A20
E 361 E360
LANDING
PILOTSLANDING
TAXILIGHTSWITCH
LANDINGLIGHT
Figure 91-109. Landing and Taxi Light (PA-42-720)
91-20-00
7C3 7C4 Page 15
Schematicfor aircrafts/n 42-5501001and up, (PA-42-720) WINGINSPECTION
UGHT SWITCH
LEFT WING
INSPECTIONLIGHT
Figure 91-110. WingInspectionLights
91-20-00
7C5 7C6 Page 16
PIPER AIRCRAFT
PA-42/42-720
TAIL POS. UGHT

(WHT)
E356 A 361 E 448/348 E491 E 491
PIPER AIRCRAFT
PA-42/42-720
TAILPOS. LIGHT
(WHT)
E 356 A348/A448 E483 E491
L 10N 1 J18 L 1 K20 L1 Y 8 L1 W18
...... ....
L2M 18
POSITION STROELT
LIGHT SWITCH
ESSENTIAL
BUS LEFT POS. LIGHT
E303C E357C OFF (RED)
320J
38 2N
L 57C L2 183 E367C E303C E109 E132 E133 E133
5A L2 18 L2N 8 L2 D18 L2F 1 H 18
L22L2E18 L2L18L LL2 LI0K8 3M81
POSITION
LIGHTS
LTS
STROBE
LEFTPOS. LIGHT
(GREEN)
E 203 E233 E234 E234
L2 K 18 L 10L 18 L 13 B 18 L 13 N 18
S E LTS
Figure91-112. PositionLights(PA42-720)
91-20-00
7C9 7C10 Page 18
PIPER AIRCRAFT
PA-42/42-720
RECOGNITION
LIGHTSWITCH
BUS
ESSENTIAL RECOGNITION
E360 E357 LIGHT
Figure 91-113. Recognition Lights (42-7800001 to 42-8001029)
91-20-00
7C11 7C12 Page 19
PIPER AIRCRAFT
PA-42/42-720
RECOGNITION
LIGHTSWITCH
RECOGLIGHTS
RIGHTRECOGNITION
LIGHT
E238A
Figure 91-114. Recognition Lights (PA-42-720)
91-20-00
7C13 7C14 Page 20
PIPER AIRCRAFT
PA-42/42-720
STROBELIGHT
SWITCH
LIGHTS
L12J18
LEFT WING
STROBELIGHT
E133A
PWRSUPPLY
R. WING
Figure 91-115. Strobe Lights (42-780001 to 42-8001106)
91-20-00
7C15 7C16 Page 21
PIPER AIRCRAFT
PA-42/42-720
STROBELIGHT
SWITCH
L12J18
Figure 91-116. Strobe Lights (PA-42-720)
91-20-00
7C17 7C18 Page 22
PIPER AIRCRAFT
PA-42/42-720
RIGHTMAIN BUS
OXYGENBOTTLES
3A OXYGENCONTROL
M 17A22
REGULATOR
SHUTOFF
ON/OFF
PILOTS COPILOTS
OUTLET OUTLET
M17B 22
ON
T
22
Figure 91-117. Emergency Oxygen
91-20-00
7C19 7C20 Page 23
PA-42/42-720
CABINDOOR
SOLENOIDVALVE
CARGODOORSWITCHES
L10M2
CABINDOORSWITCHES
ANNUNCIATOR
CONTROL
Figure 91-118. Door Warning (42-7800001 to 42-8001106)
91-20-00
7C21 7C22 Page 24
Figure 91-119. Door Warning (PA-42-720)
91-20-00
7C23 7C24 Page 25
PIPER AIRCRAFT
PA-42/42-720
AUTOFEATHER
ARM
AUTOFEATHER
AUTO FEATHER
ARMED
91-20-00
Page 26
PIPER AIRCRAFT
PA-42/42-720
AUTOFEATHER
ARM
Figure 91-121. Autofeather System (42-8001056 to 42-8001106 and PA-42-720)
91-20-00
7D3 7D4 Page 27
I
SWITCH
IS OPENONLY
WHENVARIABLERESISTOR
91-20-00
Page 28
PIPER AIRCRAFT
PA-42/42-720
ENERGIZED PROPDROPSTO 1475- 1550RPM
L HTGRESET
SWITCH
Figure91-123. HydraulicToppingGenerator(HTG)Reset with Beta Lights (42-7800001 to 42-8001106)
91-20-00
7D7 7D8 Page 29
PIPER AIRCRAFT
PA-42/42-720
L HTGRESET
SWITCH
L. MAINBUS
Figure91-124. HydraulicToppingGenerator(HTG)ResetwithoutBeta Lights (PA-42-720)
91-20-00
7D9 7D10 Page 30
PIPER AIRCRAFT
PA-42/42-720
Figure 91-125. ReverseLockout(42-7800001to 42-8001106)
91-20-00
7D11 7D12 Page 31
SOLENOID
Figure 91-126. Reverse Lockout (PA-42-720)
91-20-00
7D14 Page 32
PIPER AIRCRAFT
PA-42/42-720
Figure 91-127. Fuel Scavange System - Left
91-20-00
7D15 7D16 Page 33
PIPER AIRCRAFT
PA-42/42-720

PIPER AIRCRAFT
PA-42/42-720
7D19 7D20 Page 35

LEFTFUELFLOW
TRANSMITTER
LEFTMAIN BUS
Figure 91-130. Fuel Flow System(Foxboro)(42-7800001to 42-8001020)
7D21 91-20-00
7D22 Page 36
PIPER AIRCRAFT
PA-42/42-720
LEFTFUELFLOW
TRANSMITTER
LEFT MAINBUS
Figure 91-131. Fuel Flow System(Foxboro)(42-8001021to 42-8001037)
7D23 91-20-00
7D24
Page 37
Figure91-132. Fuel Flow System(Foxboro)(42-8001038to 42-8001106)
91-20-00
7E1 7E2 Page 38
NON ESSENTIALBUS
E33K22
FUEL TOTALIZER
RIGHTFUELFLOW
INDICATOR
Figure 91-133. Fuel FlowSystem (Ragen)(42-7800001to 42-8001086)
91-20-00
7E3 7E4 Page 39
LEFTFUELFLOW
TRANSMITTER
LEFT MAINBUS
Figure 91-134. Fuel Flow System (Ragen) (42-8001087 to 42-8001106)
7E5 91-20-00
7E6 Page 40
PIPER AIRCRAFT
PA-42/42-720
Figure 91-135. Fuel Flow System (Ragen) (PA-42-720)
91-20-00
7E7 7E8 -- Page 41
PIPER AIRCRAFT
PA-42/42-720
Figure 91-137. Fuel Temperature Monitoring Left & Right (42-7800001 to 42-8001106)
7E11 91-20-00
7E12 Page 43
PIPER AIRCRAFT
PA-42/42-720
LEFTMAINBUS
E331/E431 E484
013 B20
FUELTEMPSENSE
Figure 91-138. Fuel Temperature Monitoring Left & Right (PA-42-720)
7E13 91-20-00
7E14 Page 44
E129
Figure 91-139. Ignition System (42-7800001 to 42-8001106)
7E1 5 91-20-00
7E16 Page 45
LEFT IGNITION
SWITCH
Figure 91-140. Ignition System (PA-42-720)
91-20-00
7E17 7E18 Page 46
PIPER AIRCRAFT
PA-42/42-720
LEFT TORQUE L. MAIN BUS

TRANSMITTER
E 44 H 20
Figure 91-141. Torque Indication (42-7800001 to 42-8001106)
91-20-00
7E19 7E20 Page 47
LEFT TORQUE
TRANSMITTER
IB C D A E128
W A C B D
W A C B D E 106
Figure 91-142. Torque Indication (PA-42-720)
91-20-00
7E21 7E22 Page 48
PIPER AIRCRAFT
PA-42/42-720
I I LEFT Ng
TACHOGEN
E104
E 337
Figure 91-143. Ng RPM Indication
91-20-00
7E23 7E24 Page 49
PIPER AIRCRAFT
PA-42/42-720
LEFT PROP
TACHO
GENERATOR
E 118 A
E 17A20
E 18A 20
E 104
Figure 91-144. Prop RPM Indication
91-20-00
7F1 7F2 Page 50
Figure 91-145. ITT Indication
91-20-00
7F3 7F4 Page 51
E 15C20
E3K20
14 16
Figure 91-146. Oil Cooler Doors - Left (42-7800001 to 42-8001106)
91-20-00
7F5 7F6 Page 52
PIPER AIRCRAFT
PA-42/42-720
LEFTDOORSELECTORSWITCH
DOOR LIMITSWITCHES
UPSWITCH
E348B
E102A E300B E300E
E13S22- E13C22 UP / DOWN
RELAY
E300C
E69C K12
MIDSWITCH
- 20
20
-20
DOWNSWITCH CONTROL
o RELAY
22
K8
-1 -20
E69F22
20
E69G22
POWER RELAY
MOTOR+ BRAKE
RELEASE 22
K10
5A OILCOOLER
L MAIN BUS E 103 MOTOR
E101A
20
OILCOOLER
MOTORPOLARITY
LEGEND
DOWN RED
UP RED
YELLOW
NOTE: CIRCUITSHOWNWITHDOORSIN FULL U
Figure 91-147. Oil Cooler Doors - Left (PA-42-720)
91-20-00
7F7 7F8 Page 53
PIPER AIRCRAFT
PA-42/42-720
RIGHTOIL
COOLERCOWL
SWITCH
MOTOR
POLARITY
LEGEND
OFF OPEN RED
YELLOW-
CLOSED
RED -
CLOSED YELLOW
+
E342 E355
E 205
E6C20 1414 E14C20 9 9 E20 4 14
E 15D20
T
BLK
E20 BRAKE
E1A20 206
E206
E3G201212 E14 B 20 E
8 8E14G2 1420 1 14- BLK
13 8
E342 3 E 17D 201 1GREEN
E205 E 17B20 3 3 RED LK

E1J20 1111 E14A20 7 7-E13U20-14-B-14 E 17C20 2 -YELLOW
OIL COOLER
E 6 E20 MOTOR
E15 M20
R. MAIN BUS
E 206 E208A
E 355 R. OIL COOLER E 4K20 E 17 E2
E E4Y
Y20
E 15B 20
OIL COOLER
DOORLIMITSWITCHES
(COWLFLAPCLOSED)
Figure 91-148. Oil Cooler Doors - Right (42-7800001 to 42-8001106)
91-20-00
7F9 7F10 Page 54
Figure 91-149. Oil Cooler Doors - Right (PA-42-720)
91-20-00
7F11 7F12 Page 55
LEFTMAINBUS
Figure 91-150. OilPressure/Temperature, Chip Detector(42-7800001to 42-8001106)
91-20-00
7F13 7F14 Page 56
LEFTMAIN
BUS
OIL TEMP
OILPRESSURE E104
RIGHTMAINBUS
OIL TEMP
OILPRESSURE
Figure 91-150. Oil Pressure / Temperature, Chip Detector (PA-42-720)
91-20-00
7F15 7F16 Page 57
PIPER AIRCRAFT
PA-42/42-720
GRIDS 7F17 THROUGH 7G24

91-20-00
Page 58
7F17
CHAPTER
SPECIAL PURPOSE
EQUIPMENT
7H1
PIPER AIRCRAFT
PA-42/42-720
CHAPTER 95 - SPECIAL PURPOSEEQUIPMENT
SYSTEM GRID
95-00-00 GENERAL 7H3
95-10-00 TOOLS AND TEST EQUIPMENT 7H3
95 - Cont/Effect.
Page 1
7H2
PIPER AIRCRAFT
PA-42/42-720
^ GENERAL
This chapterillustratesspecialequipment(tools)used for maintenanceon this airplane.
TOOLS AND TEST EQUIPMENT

- NOTE-
Tool Part Numbers are available through the Piper Service

Department. Specifications for fabricated tools are found in
appropriateillustration figure numbers in the maintenance manual,
followinglist of tools.
95-10-00
Page 1
7H3
7H3 Reissued:December31, 1989
PIPER AIRCRAFT
PA-42/42-720
BETARIGGINGSHIM
RIGGINGTEMPLATELOCATORPIN
RIGGINGPOINTER
PROPELLER
MOUNTING
BOLT
WRENCHP/N51514-04
BETARIGGINGTEMPLATE
TOOL
P/N 57938
THROTTLELEVERALIGNMENT GOVERNORADJUSTING
TOOL
TOOLP/N 57938
FEEDBACKRINGPULLERASSEMBLY GROUNDTESTCOWLASSEMBLY
Figure 95-1. Special Tools

95-10-00
Page 2
7H4
PIPER AIRCRAFT
PA-42/42-720
FABRICATEDTOOL,NOSEGEAR
FABRICATEDSEALANTTOOLS GAUGELINKTRAVEL(REFERTO
(REFERTO FIGURE95-6). FIGURE95-4).
FABRICATEDTOOL,MAINGEAR
FABRICATED TOOL,MAINGEARSIDE TOE-INADJUSTMENT(REFERTO
BRACELINKTRAVEL(REFERTO FIGURE95-2).
FIGURE95-3).
BARFIELD
INSTRUMENT
CORPORATION
MODE2312G
TURBINETEMPERATURE
INDICATING
TESTSET
TORQUEMETER TESTER
PRESSURE
MODEL2311F
BARFIELDINSTRUMENT
CORPORATION
Figure 95-1. SpecialTools (continued)

95-10-00
Page 3
7H5
PIPER AIRCRAFT
PA-42/42-720
ELEVATORRIGGINGTOOL P/N72046
AILERONRIGGINGTOOL P/N 72025
TOOL P/N 71505-2

TOOL P/N71505-3
RUDDER
P/N 72260-2
FLAP RIGGINGTOOL
P/N 71505-2
P/N 71505-3
RUDDERAND RUDDERTRIMRIGGINGTOOLS
SLINGASSEMBLY
P/N 56510
FABRICATEDJACKSTANDFOR
PIPERJACK P/N 18338-0(REFER
TO FIGURE95-5).
ENGINESLING ASSY. P/N 56510
Figure 95-1. Special Tools (continued)

95-10-00
Page 4
7H6
PIPER AIRCRAFT
PA-42/42-720
TOOL
P/N L-72233
TO BE USEDON AIRCRAFTWITH
PEDALTORQUETUBES70752-23
AND7075-24. AIRCRAFTSERIAL
NUMBERS42-8001038AND UP.
RUDDERPEDALRIGGINGTOOL P/N L-72233 TAILSTANDFIXTUREP/N 72246-10
LEVEL
F.S. 87.5
FABRICATEDCALCOFLAPPOTENTIOMETER
INSTALLATIONAND ADJUSTMENTTOOL
LEVELINGTOOLP/N 71587-3 (REFERTO FIGURE95-10).
SLINGCPWAP/N 32073 ADAPTER,ENGINEMOUNTCPWAPIN P/N 32052
95-10-00
Page 5
7H7 Interim Revision: January 9, 1998
PIPER AIRCRAFT
PA-42/42-720
AIRPLANE MAINTENANCEIMANUAL
PULLERVALVEHOUSING
SOCKETCPWAP/N 32062 CPWAP/N 32078
PULLER,CARBONSEALCARRIER
CPWAP/N 30046-54

95-10-00
Page 6
7H8
PIPER AIRCRAFT
PA-42/42-720
TOP
1.10
MATERIAL:
HARDWOOD
1.10X1 X11.56
NOTE
MARKLARGE
ENDFORWARD
Figure 95-2. Fabricated Tool, Main Gear Toe-In Adjustment
95-10-00
Page 7
7H9
PIPER AIRCRAFT
PA-42/42-720
BUSHING 12.063
I
.850
2 REQ.
- NOTE -
MATERIAL:
STEEL OR HARD ALUMINUM IT IS IMPORTANT THAT CENTER LINE
1.0 x .083 x 13.251 TUBE ACCURACY BE USED WHEN LOCATING
1.0 x 1.0 ROD HOLESFOR INSTALLATION OR BUSHING,
.125 x 18.062 x 3.125 PLATE SIGHTSLOTAND ELONGATEDHOLE.
1.0 x .083 x 1.125 TUBE
1.187 8.375
1.0
3.125
HOLE
.50 R
-. 625
SCRIE SIDES
OF PLATE AS SHOWN
Figure 95-3. Fabricated Tool, Main Gear Side Brace Link Travel
95-10-00
Page 8
7H10
PIPER AIRCRAFT
PA-42/42-720
MATERIAL:
STEEL OR HARD ALUMINUM
.875 x .095 x 9.188 TUBE
.125 x 3.50 x 24.71 PLATE
.875x 095 x .625TUBE

24.71
.125
.625
.50
SEE NOTE SEENOTE SEENOTE

1.062
.25
R 875
1.25R .25R 87 55
3.50
.25R
.875HOLE- -.50
.062R .50 R
15 -. 125R
.75 7.96 14.50 - 1.50-

99.72
- NOTE -
IT IS IMPORTANT THAT CENTER LINE

ACCURACY BE USED WHEN LOCATING
HOLES FOR INSTALLATION OF BUSHING,
SIGHTSLOTAND ELONGATEDHOLE.
Figure95-4. FabricatedTool,NoseGear Gauge LinkTravel

95-10-00
Page 9
7H11
PIPER AIRCRAFT
PA-42/42-720
ALL-WELDED CONTRUCTION
2.0 X 6.0 X .200 X 9.0

STL CHANNEL
2 REQ.
1.625X 4.0 X .180X 30.0

STL.CHANNEL 1.625X 4.0 X .180 X 13.0
1 REQ. STL.CHANNEL
2 REQ.
Figure 95-5. Fabricated Jack Stand for Piper Jack, Part No. 18338-0
95-10-00
Page 10
7H12
PIPER AIRCRAFT
PA-42/42-720
SHARP
BEVELED EDGE
SURFACE
SHARPEDGE BEVELED
SURFACE
LARGESEALANT
CUTTING
TOOL SHARPEDGE
LARGESEALANT
CUTTINGTOOL
BEVELED
SURFACE
SHARPEDGE
SEALANTREMOVALTOOL SMALLSEALANT
CUTTINGTOOL
NOTE: THE ABOVE TOOLS SHOULD BE MADEOF HARDWOODTO REDUCE

THE POSIBILITYOF STRUCTURALDAMAGE.
SEALANT SMALLSEALANT LARGESEALANT

FAIRINGTOOL FAIRINGTOOLWITH FAIRINGTOOL
SPOONTYPEHEAD
NOTE: THESETOOLSMAY BE MADEOF 1/4 INCH DIAMETERBRONZEOR STEEL

WELDINGRODAND MAY BE PLATEDTO IMPROVESMOOTHNESS.
Figure 95-6. Fabricated Tools for Sealing
95-10-00
Page 11
7H13
PIPER AIRCRAFT
PA-42/42-720
7
6
2
1
1. PROPELLERANTI-SPINBRACE
2. ENGINEAIR INLETCOVER
3. GROUNDPROTECTIONCABLE
4. GROUNDPROTECTIONWARNINGSTRAPS
5. GENERATORAIR INLETCOVER
6. GROUNDPROTECTIONCABLE
7. GENERATORAIR OUTLETCOVER
Figure 95-7. Protective Closures Installation

95-10-00
Page 12
7H14
PIPER AIRCRAFT
PA-42/42-720
DIGITAL MULTI-METER
MANUFACTURER - DATA PRECISION
SUPPLIER - DATAPRECISION CORP.

ELEC. AVE., DANVERS INDL. PK.
DANVERS, MASS 01923
Figure 95-8. Digital Multi-Meter (Typical)
9.375
The followinglist of materialswereused in makingthe balancer:
-1 1 ea. Base 12x 11 0.190 2024T3 clad aluminumalloy

3 -2 2 ea. Tee 2.5x2x 11 0.190 2024T4 extrudedaluminum
alloy
-3 2 ea. Sides 14x 11 0.125 2024T3 clad aluminumalloy
-4 1 ea. Axle 0.125x 10.25 4130steel,normalized
-5 2 ea. Nuts AN 365-624
-6 2 ea. Spacer 0.50 x 2.25 5052-0aluminumtubing
2 ea. Spacer 0.50 x 1.25 5052-0aluminumtubing
-7 2ea. Bushing 1.480x 1.625x 1.00 Richlight,phenolicor aluminum
2 ea. Bushing 2.240 x 1.37x 1.00 Richlight,pheonolicor aluminum
-8 1 ea. Pipe 1/8 x 9.3 Blacksteelpipe
* 2ea. Bearings Save two of each sizeworn wheelbearingsfrom
previousinspections.
Figure 95-9. Tire Balancer

95-10-00
Page 13
7H15
PIPER AIRCRAFT
PA-42142-720
0.500 AND 0.562 CUTTHROUGH THE

SOCKETSNEEDED DISCANDSOCKETTO
TO COVERTWOSIZE PERMITITTO SLIDE
JAMNUTSON DOTS OVERTHEPOTSHAFT
TOP VIEW
WELD,
HOLES
SIDE VIEW
0.187 OR 0.250
STEEL DISC
HOLESDRILLEDIN
DISCFORSMALL
PUNCHTYPEOBJECT
TOASSISTINTIGHTENING
THEJAMNUTONPOT
Figure 95-10. Special Socket for Calco Flap Rheostats
95-10-00
Page 14
7H16
PIPER AIRCRAFT
PA-42/42-720
3 LB MOVABLEWEIGHTWITH
MARKEDCENTERLINE
~3 LB MOVABLEWEIGHTWITH
MARKEDCENTERLINE NUTS
NUTSAND/OR
AND/OR
WWASHERSADDED
AS
ASREQUIRED
SURFACECHORD
LINE
BEAM BALANCING
5 FT EXTRUDEDCHANNEL BOLT(USEDFOR
BALANCINGTHE
TOOL ITSELFONCE
THE TRAILING
EDGE SUPPORT
HAS BEEN SET)
HINGECENTERLINE
MARKGRADUATIONSIN INCHES PLACEDDIRECTLYOVER
HINGELINEOF CONTROLSURFACE
HORIZONTALLY
ADJUSTABLEFOR
SETTINGTOOL TO
WIDTH OF CONTROL
SURFACE
BUBBLELEVEL
EW
SET SCREW
VERTICALLYAND HORIZONTALLY
ADJUSTABLETRAILING EDGESUPPORT
VERTICALLYADJUSTABLE
FOR SETTINGBEAM
PARALLELTO CHORD
LINEOF CONTROLSURFACE
Figure 95-11. Control Surface Balancing Tool

95-10-00
Page 15
7H17
PIPER AIRCRAFT
PA-42/42-720
3.75
DIA. - 1.25 DIA.
Figure 95-12. Fabricated Reducer Test Adapter
14 15
1 2 4 5 16
12
10 17
- NOTE-
FRONT VIEW ATE VALVEMUST BE SET IN FULL BACK VIEW
1. FLOWMETERPRESSUREINDICATOR 7. CIRCUITBREAKER 13. SIGHTGAUGE

2. RATEOF CLIMBINDICATOR 8. STARTBUTTON 14. INSTRUMENTAIR
3. RATEOF FLOWINDICATOR 9. STOPBUTTON 15. CABINREFERENCE
4. CABIN DIFFERENTIAL
PRESSUREINDICATOR 10. AIR REGULATOR
VALVE 16. PNEUMATICAIR OR PRESS.AIR
5. INSTRUMENTAIR PRESSUREINDICATOR 11. ELECTRICALCONNECTION 17. SHOPAIR
6. FLOWRATEVALVE 12. FILLPORT
Figure 95-13. Cabin Pressure Test Unit (Typical)

95-10-00
Page 16
7H18
PIPER AIRCRAFT
PA-42/42-720
GRIDS 7H19 THRU 7L24

95-10-00
Page 17
7H19

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AIRPLANE

Piper Aircraft Corporation

This PIPER AIRCRAFTMaintenanceManual is preparedin accordancewith the GAMA (General Aviation

OPERATING PROCEDURES, PRACTICES, ETC., WHICH MAY RESULT IN

OPERATING PROCEDURES, PRACTICES, ETC., WHICH IF NOT

An operatingprocedure,condition,etc., whichis essentialto emphasize.

AEROFICHE EXPLANATION AND REVISION STATUS

To aid in locatingthe various chaptersand related serviceinformationdesired,the followingis provided:

TABLE OF CONTENTS/EFFECTIVITY CODES

Original Issue: None

AEROFICHE EXPLANATIONANDREVISION STATUS(continued)

6. Revisionsto this MaintenanceManual761 523 issuedDecember1, 1979are as follows:

Effectivity Publication Date Aerofiche Card Effectivity

ORG791201 December 1,1979 1, 2, 3, 4 and 5

SERIAL NUMBER INFORMATION

PA-42, CHEYENNE III - 1978

* Serial Numbers 42-5501024, 42-5501028, 42-5501032, 42-5501034,

WHEN SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED

VENDOR PUBLICATIONS (continued)

VENDOR PUBLICATIONS (continued)

COCKPIT VOICE RECORDER

FIRE EXTINGUISHER (PORTABLE)

PARTS CATALOG: 761 717

4 AIRWORTHINESS LIMITATIONS 1B9

5 TIME LIMITS/MAINTENANCE CHECKS 1B15

6 DIMENSIONS AND AREAS 1E8

7 LIFTING AND SHORING 1E23

8 LEVELING AND WEIGHING 1F9

9 TOWING AND TAXIING 1F16

10 PARKING AND MOORING 1F22

11 REQUIRED PLACARDS 1G3

20 STANDARD PRACTICES - AIRFRAME 118

21 ENVIRONMENTAL SYSTEM 1115

22 AUTO FLIGHT 1K17

24 ELECTRICAL POWER 2B9

26 FIRE PROTECTION 2E19

SYSTEM/CHAPTERINDEX GUIDE (continued)

27 FLIGHT CONTROLS 2F7

29 HYDRAULIC POWER 3B9

30 ICE AND RAIN PROTECTION 3D22

32 LANDING GEAR 3H8

SYSTEM/CHAPTER INDEX GUIDE (continued)

34 NAVIGATION AND PITOT/STATIC 4B9

39 ELECTRICAL/ELECTRONIC PANELS & 4D23

70 STANDARD PRACTICES - ENGINES 5D15

71 POWER PLANT 5D21

72 ENGINE TURBO PROP 5E14

73 ENGINE FUEL SYSTEM 5E20

76 ENGINE CONTROLS 5G10

77 ENGINE INDICATING 5J10

79 OIL SYSTEM 5K1

SYSTEM/CHAPTERINDEX GUIDE (continued)

FIGURE NO. SUBJECT GRID NO.

29-5. Locationof PowerPack Components 3C9

FIGURE NO. SUBJECT GRID NO.

30-28. Centeringof Brusheson Slip Rings 3G9

FIGURE NO. SUBJECT GRID NO.

34-1. Pitot/StaticInstallation 4B13