Professional Documents
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Part Number 761-892
Part Number 761-892
Part Number 761-892
PA-44-180
© 1996, 1998, 2005, 2007, 2009–2011, 2013–2015, 2017–2020 Piper Aircraft, Inc.
Member
General Aviation
Manufacturers Association
ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
REVISION STATUS
1. Definitions
A. Revision
The data in the revision column is comprised of two elements:
(1) A Type of Revision Code: ORG = Original, CR = Complete Revision, and PR = Partial Revision.
NOTE: Partial Revisions (PR) are listed only until the next Complete Revision (CR) is published.
Then they are removed.
(2) The Revision Date in YYMMDD format.
NOTE: The Revision Date is the date placed on each revised page. It exists to separate one
version of a page from another. Revision Date does not indicate the calendar date when
the revision was actually published and available to the public. However, this is the date
that appears in the Current Revision Checklist in the Customer Service Information
File.
B. Publication Date
Publication Date usage has varied over the years. 1997–2013 it generally was synchronized with the
revision date regardless of when the revision was published. In mid 2013 and later, the Publication
Date is the calendar date when the revision was actually published and available to the public.
NOTE: This date does not appear in the Current Revision Checklist in the Customer Service
Information File.
2. Revisions
Revisions to this Maintenance Manual (P/N 761-892) originally published April 1, 1997 are as follows:
3. Availability
This maintenance manual, related inspection reports and manuals, service publications (SB, SL, etc.)
and other Piper publications are available as described in the Owner Publications Catalog (part of the
Customer Service Information File, see below).
Consult the “Customer Service Information File” (a free download from the Piper Aircraft, Inc. website at
http://www.piper.com/technical-publications-documents/ ) to verify that you have the latest revision.
Consult the latest Customer Service Information Aerofiche for current dates for this manual
PAGE 2
Oct 5/16 REVISION STATUS iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
INTRODUCTION
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE 2
Oct 5/16 INTRO - LIST OF EFFECTIVE PAGES vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Introduction
TABLE OF CONTENTS
REVISION STATUS
iii
Definitions iii
Revision iii
Publication Date iii
Revisions iii
Availability iii
INTRODUCTION INTR 1
Instructions for Continued Airworthiness 1
General 1
Effectivity 2
Serial Number Explanation 2
Assignment of Subject Material 2
Pagination 3
Identifying Revised Material 3
Indexing 3
List of Effective Pages 3
Warnings, Cautions and Notes 3
Accident/Incident Reporting 3
Supplementary Publications 4
Piper Publications 4
Vendor Publications 4
Chapter/Section Index Guide 9
INDEX INDX 1
INTRO - CONTENTS
PAGE 2
Oct 5/16 viii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
INTRODUCTION
INTRODUCTION PAGE 1
INTR1 Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
3. Effectivity
This maintenance manual is effective for PA-44-180 Seminole airplanes serial numbers 4496001 and up.
This encompasses the following model years:
NOTE: The following is provided as a general reference only.
MODEL CODE
96 = PA-44-180 SEMINOLE
INTRODUCTION
PAGE 2
Aug 31/19 INTR2
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
6. Pagination
The Chapter - Section (i.e. - 28-40-00) numbering system (explained above) forms the primary page
numbering system for this manual. Within each Section, pages are numbered consecutively beginning with
Page 1 (i.e. - 28-40-00, Page 1).
7. Identifying Revised Material
A vertical line (i. e., change bar) along the left-hand margin of the page (or text column) is used to identify
revised text or illustrations.
Example.
A change bar in the left-hand margin opposite the footer (i.e. - chapter/section/subject, page number and
date), indicates that the text was unchanged but the material was relocated.
Change bars in the individual chapter Tables of Contents do not indicate a change to that page, but rather
that the information in the actual paragraph has changed.
NOTE: Change bars are not used in the title pages, list of effective pages, Index, or Wiring Diagram
(Schematics) Cross-Reference.
A revision to a page is defined as a change to the text or illustrations that existed previously. Revisions,
additions and deletions are identified by a vertical line (i. e., change bar) along the left-hand margin of the
page opposite only the text or illustration that was changed. Reformatted, but otherwise unchanged, text is
not identified by a change bar.
8. Indexing
An alphabetically arranged subject Index follows this introduction to assist the user in locating desired
information. In addition, each System/Chapter begins with an individual Table of Contents.
9. List of Effective Pages
Each System/Chapter has a List of Effective Pages preceding the Table of Contents to identify the effective
revision date for each page in that chapter.
10. Warnings, Cautions and Notes
These adjuncts to the text are used to highlight or emphasize important points when necessary. Warnings
call attention to use of materials, processes, methods, procedures or limits which must be followed
precisely to avoid injury or death to persons. Cautions call attention to methods and procedures which
must be followed to avoid damage to equipment. Notes call attention to methods which make the job easier.
Warnings and Cautions shall be located directly above and Notes directly beneath the text and be in line
with the paragraphs to which they apply.
11. Accident/Incident Reporting
To improve our Service and Reliability system and aid in Piper’s compliance with FAR 21.3, knowledge of
all incidents and/or accidents must be reported to Piper immediately. To expedite and assist in reporting all
incidents and accidents, Piper Form 420-01 has been created. See Service Letter 1041 for latest revision.
This procedure is to be used by all Dealers, Service Centers and Repair Facilities.
INTRODUCTION PAGE 3
INTR3 Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
INTRODUCTION
PAGE 4
Mar 25/20 INTR4
INTR4
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(4) BATTERY
Vendor: Concorde Battery Corporation PH: (626) 813-1234
2009 San Bernardino Road
West Corvina, California 91790
http://www.concordebattery.com
RG® Series Emergency
Aircraft Battery CMM: Document No. 5-0167
RG® Series Main
Aircraft Battery CMM: Document No. 5-0171
or,
Vendor: Gill/Teledyne PH: (800) 456-0070
840 W. Brockton Ave.
Redland, California 92374
http://www.gillbatteries.com
(5) BRAKES AND WHEELS
Vendor: Parker Hannifin Corp PH: (800) 272-5464
Aircraft Wheel and Brake Division
1160 Center Road
Avon, Ohio 44011
http://www.parker.com/
(6) EMERGENCY LOCATOR TRANSMITTER
Vendor: Artex Aircraft Supplies PH: (800) 547-8901
14405 Keil Road NE
Aurora, Oregon 97002
http://www.artex.net/
(7) ENGINE:
Vendor: Lycoming Engines PH: (717) 323-6181
652 Oliver Street FAX: (717) 327-7101
Williamsport, PA 17701
http://www.lycoming.com/
Overhaul Manual: DIRECT DRIVE MODELS - P/N 60294-7
Parts Catalog: (L)O-360-A1H6 Series - P/N PC-306-5
or (L)IO-360-B1G6 Engine - P/N PC-306-13
Operators Handbook: O, HO, IO, AIO, HIO, TIO-360 SERIES - P/N 60297-12
(8) FLIGHT DATA MONITORING SYSTEM
Vendor: Appareo Systems PH: (701) 356-2200
1810 NDSU Research Circle North
Fargo, ND 58102
http://www.appareo.com/
(9) FLIGHT DISPLAY SYSTEM
Vendor Garmin International
see “Integrated Avionics System (IAS)” on page INTR7.
G500 Pilot’s Guide: P/N 190-01102-02
INTRODUCTION PAGE 5
INTR5 Mar 25/20
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
INTRODUCTION
PAGE 6
Mar 25/20 INTR6
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(15) INTERCOM
Vendor: Flightcom Corporation PH: (800) 432-4342
7340 S.W. Durham Road FAX: (503) 620-2943
Portland, OR 97224
http://www.flightcom.net
Installation/
Operation Manual: Part No. 600-0036-00
(16) LIGHTS - NAVIGATION, STROBE, AND MAP LIGHTS
Vendor: Whelen Engineering Co. Inc. PH: (860) 526-9504
Route 145, Winthrop Rd. FAX: (860) 526-2009
Chester, Connecticut 06412
http://www.whelen.com/
(17) MAGNETOS
Vendor: Slick Aircraft Products PH: (904) 772-1909
Champion Aerospace
P.O. Box 686
1230 Old Norris Road
Liberty, SC 29657
http://www.championaerospace.com/
Installation, Operation F1100 MASTER SERVICE MANUAL,
and Maintenance 4300/6300 SERIES MAGNETO MAINTENANCE AND
Instructions: OVERHAUL MANUAL - L-1363
(18) NAVIGATION, COMMUNICATIONS, AND GPS (NAV/COM/GPS)
Vendor: Garmin International
see “Integrated Avionics System (IAS)” on page INTR7.
INTRODUCTION PAGE 7
INTR7 Mar 25/20
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(19) PROPELLER
Vendor: Hartzell Propeller Inc. PH: (937) 778-4379
One Propeller Place FAX: (937) 778-4321
Piqua, Ohio 45356
http://www.hartzellprop.com/
Owner’s Manual: No. 115
Overhaul and
Maintenance Manual No. 117
(20) STANDBY ELECTRONIC FLIGHT DISPLAY
Vendor: Aspen Avionics, Inc. PH: (505) 856-5034
5100 Indian School Road NE
Albuquerque, NM 87110
http://www.aspenavionics.com
Tech Note for
Air Data Calibration: Tech Note 2009-09, Document No. 991-00023-001
or,
Vendor: Garmin (See address under IAS on page page INTR7 )
G5 Pilots Guide: P/N 190-01112-12
(21) STARTER
Vendor: Sky-Tec PH: (800) 476-7896
350 Howard Clemmons Rd. FAX: (817) 573-2252
Granbury, Texas 76048
http://www.skytecair.com
or
Electro Systems, Inc.
(see “Voltage Regulator,” below)
(22) VACUUM PUMP
Vendor: Aero Accessories, Inc. PH: (800) 822-3200
1240 Springwood Avenue
Gibsonville, NC 27249
http://www.aeroaccessories.com/index.html
(23) VACUUM REGULATOR
Vendor: Parker Hannifin Corp. PH: (800) 382-8422
Airborne Division
711 Taylor Street
Elyria, Ohio 44035
http://www.parker.com/cleveland/Universe/book.pdf
(24) VOLTAGE REGULATOR
Vendor: Electro Systems, Inc. PH: (888) 461-6077
Airport Complex
P. O. Box 273
Fort Deposit, Alabama 36032
http://www.kellyaerospace.com/index.htm/
INTRODUCTION
PAGE 8
Mar 25/20 INTR8
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
NOTE: The following GAMA Specification No. 2 standard chapters are not included in this Maintenance
Manual: 35, 36, 38, 49, 54, 60, 72, 75, 81, and 83. These chapters are omitted because the
subject system is either: not installed in these airplanes; adequately covered in vendor or other
manuals; or, for ease of use, has been combined with another chapter.
4 AIRWORTHINESS LIMITATIONS
00 Airworthiness Limitations
00 General
10 Time Limits
20 Scheduled Maintenance
30 Special Inspections
50 Unscheduled Maintenance Checks
00 General
10 Jacking
10 Weighing
20 Leveling
10 Towing
20 Taxiing
10 Parking
20 Mooring
00 General
20 Exterior Placards and Markings
30 Interior Placards
12 SERVICING
00 General
10 Replenishing
20 Scheduled Servicing
INTRODUCTION PAGE 9
INTR9
INTR9 Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
00 General
20 Painting
97 Wiring
21 ENVIRONMENTAL SYSTEMS
00 General
20 Distribution
40 Heating
50 Cooling
22 AUTOFLIGHT
10 Autoflight
97 Wiring
23 COMMUNICATIONS
00 General
50 Audio Integrating
60 Static Discharging
24 ELECTRICAL POWER
00 General
30 DC Generation
40 External Power
60 Electrical Load Distribution
25 EQUIPMENT/FURNISHINGS
10 Flight Compartment
60 Emergency
26 FIRE PROTECTION
20 Extinguishing
27 FLIGHT CONTROLS
00 General
10 Aileron
20 Rudder
30 Stabilator
50 Flaps
28 FUEL
00 General
10 Storage
20 Distribution
40 Indicating
INTRODUCTION
PAGE 10
Oct 5/16 INTR10
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
29 HYDRAULIC POWER
00 General
10 Main
20 Independent Instruments
30 Recorders
50 Central Warning Systems
32 LANDING GEAR
00 General
10 Main Gear and Doors
20 Nose Gear and Door
30 Extension and Retraction
40 Wheels and Brakes
60 Position and Warning
33 LIGHTS
00 General
10 Flight Compartment
40 Exterior
34 NAVIGATION
00 General
10 Flight Environmental Data
20 Attitude and Direction
21 Reserved
22 Avidyne Entegra Integrated Flight Display System (IFDS)
23 Garmin G500 System
24 Standby Display
00 Aspen Avionics Evolution Backup Display (EBD)
01 Garmin G5 Standby Display
25 Integrated Avionics System
01 Garmin G1000
02 Garmin G1000 NXi
50 Dependent Position Determining
97 Wiring
37 VACUUM
00 General
10 Distribution
20 Indicating
INTRODUCTION PAGE 11
INTR11 Mar 25/20
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
39 ELECTRICAL/ELECTRONIC PANELS
51 STRUCTURES
00 General
10 Investigation, Cleanup, and Aerodynamic Smoothness
70 Repairs
80 Electrical Bonding
52 DOORS
00 General
10 Passenger/Crew
20 Emergency Exit
30 Cargo
53 FUSELAGE
10 Nose
20 Main
55 STABILIZERS
00 General
20 Stabilator and Tab
30 Vertical Stabilizer
40 Rudder and Tab
56 WINDOWS
10 Flight Compartment
20 Passenger Compartment
57 WINGS
00 General
10 Main Frame
20 Auxiliary Structure
40 Attach Fittings
50 Flight Surfaces
61 PROPELLERS
10 Propeller Assembly
20 Controlling
00 General
INTRODUCTION
PAGE 12
Jul 1/17 INTR12
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
71 POWER PLANT
00 General
10 Cowling
20 Mounts
60 Air Intakes
10 Distribution
30 Indicating
74 IGNITION
76 ENGINE CONTROLS
10 Power Control
77 ENGINE INDICATING
00 General
10 Power
20 Temperature
78 EXHAUST
00 General
79 OIL
00 General
30 Indicating
80 STARTING
10 Cranking
10 Charts
21 thru 80 Wiring Diagrams (Schematics)
97 Wiring
INTRODUCTION PAGE 13
INTR13
INTR13 Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
INTRODUCTION
PAGE
PAGE 114
Mar 25/20
Oct 5/16 INTR14
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
INDEX
PAGE 2
Mar 25/20 INDEX INDX2
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 4
Mar 25/20 INDEX INDX4
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 6
Mar 25/20 INDEX INDX6
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Garmin G1000 NXi GIA RS-485 CONFIG Page Marker Beacon Symbology:
AFCS (GIA1 and GIA2): 342502127, 342503119
Autopilot Clutch Torque and 34250229 Message Advisories
Cable Tension Test: FS 510 (Optional): 34250254, GDC 72: 34250292,
221011 34250346 34250384
Autopilot Engagement Test: GDC 72 Air Data Computer: GDL 59: 34250287
221010 34250241, 34250333 GDU: 34250267, 34250359
Autopilot Power-Up Test: GDL 59 Data Link Unit: GEA: 34250283, 34250375
22109 34250249, 34250341 GIA 63W: 34250277,
Electric Trim and CWS: GDL 69eA Data Link Unit: 34250369
221011 34250250, 34250251 GMA: 34250274, 34250366
FD/AP Operational Test: GDU 105X PFD and MFD: GRS / GMU: 34250290
221010 34250234, 34250326 GTS 800: 34250293,
Flaps Compensation Check: GEA 71 Backshell 34250385
221013 Thermocouple: 34250239, GTX 335R: 34250284,
Nav Receiver Interface Test: 34250331 34250376
221012 GEA 71 Engine/Airframe Unit: Software Configuration:
Backshell Connectors: 34250238, 34250330 34250294, 34250386
34250259, 34250351 GEA 71 Test MFD failure: 3425027, 3425037
Bus Feed: 3425024, 3425034 Normal Engine Instruments: PFD1 failure: 3425027,
Component Power Sources: 342502131, 342503123 3425037
3425025, 3425035 GIA 63W Integrated Avionics Quadrantal Error Adjustment:
Configuration Mode Navigation: Unit: 34250236, 34250328 342502144, 342503136
342502100, 34250392 GMA 1347 Audio Panel: Required Equipment List (REL):
Configuration Module: 34250235, 34250327 342502158, 342503150
34250256, 34250348 GMU 44 Magnetometer: Return to Service
Configuration Prompts: 34250246, 34250247, GDC 72: 34250242,
34250298, 34250390 34250338, 34250339 34250334
Data Transmission Indicators: GPS STATUS Page (MFD): GDL-59: 34250248,
34250299, 34250391 342502128, 342503120 34250340
Dealer Login Screen: GRS 79 Attitude and Heading GDL 69eA: 34250250,
342502101, 34250393 Reference System: 34250342
Display 34250244, 34250336 GDU 105X PFD and MFD:
Normal Mode: 3425026, GRS/GDC Configuration 34250234, 34250326
3425036 Settings Storage: GEA 71: 34250238,
Reversionary Mode #1 PFD 342502105, 34250397 34250330
Fail: 3425026, 3425036 GRT 10: 34250253, 34250345 GIA 63W: 34250236,
Reversionary Mode MFD GTP 59 OAT Probe: 34250243, 34250328
Fail: 3425026, 3425036 34250335 GMA 1347: 34250235,
Display Backup Button: GTS 800 TAS: 34250255, 34250327
3425027, 3425037 34250347 GMU 44: 34250246,
Electrical/Avionics Component GTX: 345018 34250338
Block Diagram: 3425022, GTX Transponder: 34250240, GRS 79: 34250244,
3425032 34250332 34250336
Failed Path Messages Instrument Panel: 3425021, GTX 3X5R: 34250240,
CONFIG Page (PFD and 3425031 34250332
MFD): 34250221 LRU Configuration File Storage: Return to Service Check List:
CONFIG Page (PFD, MFD, 342502104, 34250396 342502157, 342503149
AND GIA) - Process: Magnetometer Interference Set > Active - Loss of
34250220, 34250320 Test: 342502140, Communications:
GIA RS-232 / ARINC 429 342502141, 342503132, 34250298, 34250390
CONFIG Page (GIA1 342503133 SET>ACTV Configuration:
and GIA2): 34250223 34250297, 34250389
PAGE 8
Mar 25/20 INDEX INDX8
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Garmin G1000 NXi (cont.) Garmin Servos: 221036 Hydraulic Pump: 29103
Shield Block Installation to GSA 81/GSM 85A: 221036 Motor Assembly and Pump-
Backshell: 34250258, GSA 81 Servo Actuator: 221036 Adapter
34250350 GSM 85A Servo Mount: 221036 Assembly: 29102
Software/Configuration Inspection: 221037 Disassembly: 29102
Overview: 342502106, GMA 340 Audio Panel Pump and Bracket/Pump Mount
34250398 Adjustments Assembly: 29102
System Communication 4496031 and up: 23504 Disassembly: 29102
Hierarchy: 34250295, GNS 430(W): 34501 Hydraulic System: 29001
34250387 Final Check Configuration: Hydraulic Lines Installation:
System Fail (Typical): 34501 29106
34250210, 34250310 GRT 10: 392020, 392021 Hydraulic Pump: 29101
System Operation GTX 330: 345013 Testing: 29105
Normal Operation: 3425027, ARINC 429 Hydraulic System, Leading
3425037 Configuration Page: 345015 Particulars: 29003
MFD: 3425027, 3425037 Configuration Page - With
PFD: 3425027, 3425037 Garmin G500 System: I
Reversionary Mode: 345016 Ignition System
3425027, 3425037 Hexadecimal Conversion: Description: 74101
System Status Page (AUX 345017 Harness: 74201
Group) (Typical): 3425029, Operation Configuration: Magneto and Starter Switches:
3425039 345016 74301
System Status Page RS-232 Input And Output: Magnetos: 74103
(Configuration Mode): 345016 100 Hour Inspection: 74103
342502150, 342503142 500 Hour Inspection: 74106
Troubleshooting H
Exploded View: 741012
Data Path Failures: Hail Damage: 517014 Troubleshooting: 74102
34250219, 34250319 Classification: 517014 Spark Plugs: 74206
Engine / Airframe Sensor Heated Pitot Installation: 30301 Coupling Torque: 74208
Failures: 34250216, Heating: 21401 Inspection And Cleaning:
34250316 Circuits 74207
FS 510: 34250292, 34250384 Primary Power: 214018 Induction Air Filter
GDL 59: 34250287 Starting Power: 214019 Inspection: 12201
GDL 69eA: 34250285, Wiring Diagram: 214017 Installation: 12201
34250377, 34250379 Combustion Heater Test Removing: 12201
GDU: 34250265, 34250357 Fixture: 214014 Induction System: 71601, 71603
GIA 63W: 34250275, Duct Switch: 214010 Alternate Air
34250367 Exploded View of Heater Shroud: 71606
GMA: 34250273, 34250365 Assembly: 214023 Carburetor Heat
GRS 79 (AHRS) / GMU 44: Heater Fuel Pump(s): 214033 Shroud: 71606
34250289, 34250382, Intake Valve and Switches: Inspection
34250383 214010 Access Provisions: 06401
LRU: 34250211, 34250311 Spark Plug Gap Adjustment: Definitions: 05201
TAWS (optional): 34250218, 214025 Procedures
34250318 Hose, Tube, and Line Markings: 100-Hour Nose Cone Spar
VSWR Test Chart: 342502129, 20005 Assembly: 53101
342503121 Aft Wing Attach Fittings 100
Garmin GFC 700 Automatic Flight Hour: 53201
Control System (AFCS) Air Filter: 12201
Description: 221029 Alternate Air Door: 12201
Ground Checks: 221029 Annual / 100 Hour: 05204
Troubleshooting: 221029 Cable Fittings: 27009
Corrosion: 51103
PAGE 10
Mar 25/20 INDEX INDX10
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 12
Mar 25/20 INDEX INDX12
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
.V
Vacuum Pump Vane Wear
Inspection: 37102
Vacuum System
Gauge: 37201
Gyro Filters: 37101
Installation: 37002
Regulator Valve: 37104
Troubleshooting: 37003
Vendor
Contact Information: 911026
Publications: INTR4
Vertical Fin: 55301
Vinyl Film Decals: 11001
Vision 1000: 31301
System Installation: 31302
W
Warnings: INTR3
Weighing Airplane: 08101
Wheels
Main: 32401
Assembly: 32401
Main Wheel Assembly: 323016
Nose: 32404
Assemblies: 32405
Windows: 56201
Windshield: 56101
Installation: 56102
Wing: 57401
Installation: 57402, 57408
Tip: 57201
Wing Flap
Controls
Flap Neutral Position: 27506
Method I: 27506
Method II: 27506
Removal: 27501
Troubleshooting: 27503
Wing Flap Controls
Installation: 575010
Wing Stations: 06201
Wiring
EMI Shielding: 20971
PRT-S Wrap Around Heat
Shrink Tubing: 20971
Wrapped Drain Wire: 20971
PAGE 14
Mar 25/20 INDEX INDX14
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
4
AIRWORTHINESS
LIMITATIONS
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
4-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 4
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE
PAGE 1
Oct
2
Oct 5/16
5/16 4 - LIST OF EFFECTIVE PAGES 4-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TABLE OF CONTENTS
PAGE 2
Oct 5/16 4 - CONTENTS 4-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
AIRWORTHINESS LIMITATIONS
NOTE: The Airworthiness Limitations section is FAA-approved and specifies maintenance required
under §§ 43.16 and 91.403 of the Federal Aviation Regulations unless an alternative program has
been FAA-approved.
1. Approved Mandatory Replacement Times for Type Certification
(PIR-TCDS A19SO, Rev. 16.)
The following limitations related to fatigue life of the airplane and its components have been established
for the PA-44-180 Seminole airplane:
A. See Chart 1 for Structural Life Limits.
B. The safe life limit of the propeller blades is unlimited.
2. Approved Mandatory Structural Inspection Intervals
None.
3. Inspection Procedures for those Approved Mandatory Structural Inspection Items
None.
Chart 1
STRUCTURAL LIFE LIMITS
PAGE 2
Oct 5/16 4-00-00 04002
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
5
TIME LIMITS /
MAINTENANCE
CHECKS
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
5-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 5
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE
PAGE 1
Jul
2
Oct 1/17
5/16 5 - LIST OF EFFECTIVE PAGES 5-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TABLE OF CONTENTS
GENERAL 5-00-00 1
TIME LIMITS 5-10-00 1
General 1
Life Limited Parts Marking and Disposition 1
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GENERAL
Piper Aircraft, Inc. (Piper) takes a continuing interest in having the owner get the most efficient use from
his airplane, and keeping the airplane in the best mechanical condition. To that end, Piper publishes
a recurring maintenance schedule which is supplemented with Service Bulletins, Service Letters and
Service Spares Letters as required.
A. The recurring maintenance schedule for the PA-44-180 Seminole is provided in 5-20-00.
B. Piper Service Bulletins are of special importance and Piper considers compliance mandatory.
C. Service Letters deal with product improvements and service hints pertaining to the affected aircraft.
Owners should give careful attention to service letter information so they can ensure their airplane is
properly serviced and kept up to date with the latest changes.
D. Service Spares Letters offer improved parts, kits and optional equipment which were not originally
available. These may be of interest to the owner.
E. Service Bulletins, Service Letters and Service Spares Letters are emailed to Piper Dealers/Service
Centers. Owners are encouraged to download these service publications; See the availability statement
in Revision Status.
NOTE: Piper mails flight manual (AFM / POH) revisions to the registered owner’s name and address
as shown on the Aircraft Registration Certificate. If the aircraft is based and/or operated at a
different location (or locations) and/or by a person (or persons) other than those recorded on
the aircraft registration, then the registered owner(s) is responsible for forwarding these to the
operating location(s) or person(s).
Changes in aircraft registration may take a substantial amount of time to be recorded by
the Federal Aviation Administration and received by Piper to change the mailing address.
Owners and operators should make arrangements to keep abreast of flight manual revisions
during this interim period through their Piper Dealer/Service Center.
The Federal Aviation Administration (FAA) publishes Airworthiness Directives (AD’s) that apply to
specific aircraft. They are mandatory changes and are to be complied within a time limit set by the
FAA. When an AD is issued, it is sent to the latest registered owner of the affected aircraft and also
to subscribers of their service. The owner is solely responsible for being aware of and complying with
airworthiness directives.
NOTE: A searchable database of AD’s is available on the FAA website. See the “Airworthiness
Directives” link at “http://www.faa.gov”.
Owners should periodically check with a Piper Dealer/Service Center to find out the latest information
to keep their aircraft up to date.
Service Bulletins, Service Letters, and Service Spares Letters are also available by subscription.
See the availability statement in Revision Status.
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TIME LIMITS
1. General
A. Refer to 4-00-00 for the FAA-approved airworthiness limitations section. It sets forth each mandatory
replacement time, structural inspection interval, and related structural inspection procedures required
for type certification.
B. Refer to 5-20-00 for Piper’s recommended Inspection Programs. They include the frequency and
extent of the inspections required for the continued airworthiness of these airplanes.
C. Inspections required by Flight Hour or Calendar Year, if due, are included as part of the Annual / 100
Hour Inspection and/or the Progressive Inspection Event cycles, and are listed individually in 5-30-00.
2. Life Limited Parts Marking and Disposition
14 CFR Part 43.10, Disposition of Life-Limited Aircraft Parts requires that proper procedures are followed
when removing life limited parts with time and/or cycles remaining on them as well as the disposition of
life limited parts with no time and/or cycles left. Life limited parts defined by Type Certificate (TC) are listed
in 4-00-00. Other parts which are replaced or rebuilt after having accumulated cycles, hours, or other
replacement limit are specified in 5-20-00 or 5-30-00.
A. Parts that are removed prior to accumulating their life limit, are to be marked with indelible ink or
marker with the part number, serial number and accumulated life status as defined in 14 CFR Part
43.10 in a manner that does not affect part structural integrity, i.e. - no surface deformation such as
vibration/etching allowed.
B. Parts that have accumulated the life limit shall be disposed of in accordance with the applicable FARs.
Piper recommends life limited parts with no time and/or cycles remaining be completely destroyed.
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
SCHEDULED MAINTENANCE
Do not, however; ignore markings applied to life-limited parts when removed with
time and/or cycles remaining on them.
(2) Aircraft time, flight hours, or aircraft hours are the “Hobbs Time” shown on, or calculated from,
the installed “Hour Meter.”
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
3. Inspection Requirements
WARNING: INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) FOR ALL NON-PIPER
APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN THIS MANUAL. WHEN A
NON-PIPER APPROVED STC INSTALLATION IS INCORPORATED ON THE AIRPLANE,
THOSE PORTIONS OF THE AIRPLANE AFFECTED BY THE INSTALLATION MUST BE
INSPECTED IN ACCORDANCE WITH THE ICA PUBLISHED BY THE OWNER OF THE
STC. SINCE NON-PIPER APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS
INTERFACE, OPERATING CHARACTERISTICS AND COMPONENT LOADS OR
STRESSES ON ADJACENT STRUCTURES, THE PIPER PROVIDED ICA MAY NOT BE
VALID FOR AIRPLANES SO MODIFIED.
Inspections must be accomplished by persons authorized by the FAA or appropriate National Aviation
Authority. Checks may be performed by a pilot or owner who is checked out on the airplane.
A. Annual / 100 Hour Inspection
See paragraph “4. Annual / 100 Hour Inspection Procedure”.
Owners/operators may maintain the airplane solely under FAR 91.409 (a) and (b) inspection
requirements. The 100 hour inspection cycle is a complete inspection of the airplane and is identical
in scope to an annual inspection.
B. Progressive Inspection.
The Progressive Inspection program is designed to permit the best utilization of the aircraft through
the use of a planned inspection schedule. This schedule:
P/N 767-014 for the PA-44-180, Seminole, S/N’s 4496001 and up
is prepared in a manual form. See the availability statement in Revision Status.
Refer to Piper’s Customer Service Information File P/N 1761-755 (See the availability statement in
Revision Status) for a checklist to ensure obtaining latest issue.
NOTE: The 50 Hour Progressive Inspection Manual (P/N 767-014) referenced above is not a
stand-alone document. It constitutes a snapshot of the Airworthiness Limitations and
Inspection sections of the Instructions for Continued Airworthiness (ICA) and is current
only at the time of printing. Use it as follows:
(2) Service centers conducting Event Cycle inspections under a FAA-approved PIP or
AAIP can use the appropriate Progressive Inspection Manual as a working check-off
list/form, provided they verify its currency against the FAA-approved PIP or AAIP.
C. Overlimits Inspection.
If the airplane has been operated so that any of its components have exceeded their maximum
operational limits, special inspections may be required by Piper and/or the component
manufacturer. See 5-50-00 and applicable vendor publications.
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
5. Scheduled Maintenance
Refer to Notes 1, 2, 3, and 4 before performing inspections.
Inspection
NATURE OF INSPECTION Interval (Hrs)
L R 50 100
A. PROPELLER GROUP
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MAINTENANCE MANUAL
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
J. NOTES
1. Refer to Piper’s Customer Service Information File P/N 1753-755 (available online, see Revision
Status on page iii for current web address) for latest revision dates to Piper Inspection Reports/
Manuals and this maintenance manual. References to Chapter/Section are to the appropriate
Chapter/Section in this manual.
WARNING: INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) FOR ALL
NON-PIPER APPROVED STC INSTALLATIONS ARE NOT INCLUDED IN
THIS MANUAL. WHEN A NON-PIPER APPROVED STC INSTALLATION IS
INCORPORATED ON THE AIRPLANE, THOSE PORTIONS OF THE AIRPLANE
AFFECTED BY THE INSTALLATION MUST BE INSPECTED IN ACCORDANCE
WITH THE ICA PUBLISHED BY THE OWNER OF THE STC. SINCE NON-PIPER
APPROVED STC INSTALLATIONS MAY CHANGE SYSTEMS INTERFACE,
OPERATING CHARACTERISTICS AND COMPONENT LOADS OR STRESSES
ON ADJACENT STRUCTURES, THE PIPER PROVIDED ICA MAY NOT BE
VALID FOR AIRPLANES SO MODIFIED.
2. Inspections or operations are to be performed as indicated by a “O” at the 50 or 100 hour
inspection interval. Inspections or operations (i.e. - component overhauls/replacements, etc.)
required outside the 100 hour cycle are listed as special inspections in 5-30-00. Inspections must
be accomplished by persons authorized by the FAA or appropriate National Aviation Authority.
Checks may be performed by a pilot or owner who is checked out on the airplane.
(a) The 50 hour inspection accomplishes preventive maintenance, lubrication and servicing
as well as inspecting critical components.
(b) The 100 hour inspection is a complete inspection of the airplane, identical to an annual
inspection.
NOTE: A log book entry should be made upon completion of any inspections.
3. Piper Service Bulletins are of special importance and Piper considers compliance mandatory.
In all cases, see Service Bulletin/Service Letter Index P/N 762-332 online (see Revision Status
for current web address) to verify latest revision. See also ““Chart 1” on page 052017”.
4. Piper Service Letters are product improvements and service hints pertaining to servicing the
airplane and should be given careful attention.
5. Inspections given for the power plant are based on the engine manufacturer’s operator’s manual
(Lycoming P/N 60297-12) for this airplane. Any changes issued to the engine manufacturer’s
operator’s manual shall supersede or supplement the inspections outlined in this report. Should
fuel other than the specified octane rating for the power plant be used, refer to the latest revision of
Lycoming Service Letter No. L185 for additional information and recommended service procedures.
6. Add oil additive LW-16702 at each 50-hour oil change. The additive may be purchased through
Lycoming or Piper distribution systems. Refer to latest revisions of Lycoming Service Instruction
No. 1409 and Service Bulletin No. 480.
7. Replace or overhaul, as required, or at engine overhaul. For magnetos, in no case may Slick
4300 series magnetos exceed engine TBO time in service.
J. NOTES (cont.)
8. Heater Inspections:
(a) In airplanes equipped with a Model B-3040, P/N 90D38-2 or a Model B-3500, P/N 90D38-
2(EL) Heater: for heaters with 500 heater operating hours or twenty-four (24) months
time-in-service since new, or overhauled with a new combustion tube assembly, each 100
hours or twenty-four (24) months, whichever comes first; conduct the 100 Hour Inspection
under Heater in 21-40-00.
(b) In airplanes equipped with a Model I-3500, P/N 90D38-2(IS) Heater, inspect as
required by the appropriate Hartzel Engine Technologies Owner’s Manual (see Vendor
Publications under Supplementary Publications in the Introduction).
9. Check cylinders for evidence of excessive heat which is indicated by burned paint on the
cylinders. This condition is indicative of internal damage to the cylinder and, if found, its cause
must be determined and corrected before the aircraft is returned to service. Heavy discoloration
and appearance of seepage at the cylinder head and barrel attachment area is usually due to
emission of thread lubricant used during assembly of the barrel at the factory, or by slight gas
leakage which stops after the cylinder has been in service for awhile. This condition is neither
harmful nor detrimental to engine performance and operation. If it can be proven that leakage
exceeds these conditions, the cylinder should be replaced.
10. If equipped, inspect carburetor throttle body attaching screws for tightness; the correct torque for
these screws is 40–50 inch·pounds.
11. To change propeller spinner dome attaching locknuts, refer to Hartzell Propeller Manual 115N,
Rev. 12 (or latest).
12. Refer to Pilot’s Operating Handbook for preflight and flight check, for intended function in all modes.
13. Replace engine-driven fuel pump at engine overhaul.
14. Not used.
15. In S/N’s 4496001 thru 4496216 only, for airplanes which have not installed either new engine
mounts (P/N 89361-016) or Piper Service Kit No. 767-518 to each existing engine mount, conduct
Engine Mount, 100 Hour Inspection, 71-20-00.
16. For new airplanes, at the first 100-hour inspection, while the airplane is on jacks, retorque the
engine mount-to-firewall bolts as specified in 71-00-00, Figure 1.
NOTE: Attach a minimum 1/2 ton hoist to the engine and support the weight of the engine with
hoist before retorquing the engine mount-to-firewall bolts.
17. For airplanes equipped with Airborne dry (vacuum) pumps, verify compliance with Parker
Hannifin / Airborne Service Letter No. 72.
18. In S/N’s 4496001 thru 4496007 only, for airplanes which have not replaced the original nose
cone spar assemblies (on both sides), with replacement spar assemblies P/N 86444-800 (Left)
and 86444-802 (Right), conduct the 100-hour Nose Cone Spar Assembly Inspection, 53-10-00.
NOTE: Installation of the spar assemblies cited above is an alternate means of compliance in
lieu of installing Kit 764-080V as specified in AD 81-10-01. See FAA letter attached to
Piper Service Bulletin No. 1143.
19. In S/N’s 4496001 thru 4496409 only, for airplanes which have not installed Piper Kits
No. 767-397 (LH) and 767-398 (RH) conduct 100 Hour Wing Rib Inspection, 57-10-00.
20. Verify compliance with Lycoming Service Instruction No. 1492D, per Piper Vendor Service
Publication No. 116B.
PAGE 14
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
J. NOTES (cont.)
21. In S/N’s 4496001 thru 4496302 only, for airplanes with less than 700 hours time-in-service,
inspect per Fuel Pump Coupling Inspection, 28-20-00.
22. In airplanes with a rudder pedal and bar assembly which has accumulated 1,200 hours or
more time-in-service, each 100 hours time-in-service: conduct the Rudder and Steering Pedal
Assembly Inspection in 27-20-00.
23. For airplanes equipped with Aero Accessories engine-driven vacuum pumps, for pumps which
have accumulated 600 hours or more time-in-service, inspect vacuum pump vane wear per
Vacuum Pump(s), Inspection, 37-10-00.
PAGE 16
Jul 1/17 5-20-00 052016
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1 (Sheet 1 of 3)
SERVICE PUBLICATIONS LIST
Airplane Model
Model Year Pub No. Kit No. Subject
PA-44-180 1995–1997 SB 725B 764-148 Aileron Balance Weight Attachment Inspection & Rework
SB 1020 Inspection of ARTEX 110-4 ELT and Attachment Bracket
SB 1023 Landing Gear Cyl. Insp., Distr. Parker Hannifin SB 7063
SB 1026 Distr. Parker Hannifin Airborne Service Letter 48
SB 1028 Insp. of Aileron Control Rod Fitting, Added Safety Clips
1995–2000 SB 1040 Flight Control Wheel Collar Retainer Mod
SB 1041 Distribution of Airborne SL No. 56
SL 1038A 88476-002 Combustion Heater Fuel Pump Replacement
1995–2001 SL 1034A 766-699 Compass Accuracy Improvement Mod
1995–2002 SB 1109 Gear Warning Indication
SB 1110 Air Box Inspection
SB 1117 Rudder System Bolt Insections
SB 1127B Combustion Heater Fuel Pump
SL 1047 Pilot Sidepost Handgrip Kit
SL 1060 Engine Primer Hose Improvement
SL 1063 Stabilator Bellcrank Bracket Assembly Inspection
VSP 137A Landing Gear Retract Cylinder Insp.
Parker Hannifin SB 7073A
VSP 138 McCauley SB 241 Replacement of Accumulator End Caps
1995–2003 VSP 155 Landing Gear Retract Cylinder Insp.
Parker Hannifin SB 7076
1995–2007 SB 1186 Aileron Handling Placard & Insp.
SB 1188 88433-002 Emerg.Gear Exten. Cable Routing Modification
VSP 184 Lycoming SB 577 Replace Sky-Tec Starters
1995–2008 SB 1197E Control Wheel Shaft Insp.
1995–2011 SB 1220B 88501-002 Throttle Cable Seizing
88501-003
SL 1149 Nose Cone Fastener Inspection
VSP 208 Distribution of Marvel-Schebler Carburetors SB-18
CHART 1 (Sheet 2 of 3)
SERVICE PUBLICATIONS LIST
Airplane Model
Model Year Pub No. Kit No. Subject
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 3 of 3)
SERVICE PUBLICATIONS LIST
Airplane Model
Model Year Pub No. Kit No. Subject
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
SPECIAL INSPECTIONS
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MAINTENANCE MANUAL
E. At Engine Overhaul
Item Inspection Inspection Interval
Oil Cooler. Overhaul or replace at engine Each Occurrence.
overhaul.
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Oct 1/18 5-30-00 053010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
1. Lightning Strike
Item Inspection Inspection Interval
Propeller. Hartzell Propellers - refer to the inspection Each occurrence,
requirements in the latest revision of the before further flight.
Hartzell Owner’s Manual No. 115N.
Engine. See latest revisions of appropriate Each occurrence,
Lycoming Service Bulletins before further flight.
and Overhaul Manual.
Electrical and Avionics Inspect and check harness, connections, Each occurrence,
Systems. and equipment for high voltage damage, before further flight.
burns and insulation degradation.
Replace or overhaul as required.
Consult with appropriate avionics
vendor(s) for inspections and operational
checks. Bench test alternator and
voltage regulator(s) (see 24-30-00).
Inspect all antenna connections Each occurrance,
for condition and security. before further flight.
All exterior surfaces, skins, Inspect for burns, evidence of arcing, Each occurrence,
and structure. and damage on surfaces and bearings. before further flight.
Check for correct material properties in
the area of the strike path. Degauss
engine mount. Replace or repair
affected areas/parts.
System Components. Inspect instrumentation, vacuum, Each occurrence,
pitot/static, and fuel systems, before further flight.
for damage and correct operation.
Static Wicks. Replace. Each occurrence,
before further flight.
Bearings. Inspect all control surface hinges and Each occurrence,
bearings, and landing gear and wheel before further flight.
bearings for pitting and damage.
Replace as required.
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
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Oct 5/16 5-50-00 05504
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
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Oct 5/16 5-50-00 05506
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
6. Hail Damage
Item Inspection Inspection Interval
Metallic skin of the wings, Classify and disposition per Each occurrence,
fuselage, or empennage; Hail Damage, 51-70-00. before further flight.
control surfaces; or
composite components.
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Oct 5/16 5-50-00 05508
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
6
DIMENSIONS
AND AREAS
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
6-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 6
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE
PAGE 1
Oct
2
Oct 29/19
5/16 6 - LIST OF EFFECTIVE PAGES 6-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TABLE OF CONTENTS
GENERAL 6-00-00 1
Leading Particulars 1
PAGE 2
Oct 5/16 6 - CONTENTS 6-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GENERAL
Leading Particulars
See “Chart 1”.
Chart 1 (Sheet 1 of 3)
LEADING PARTICULARS
MODEL PA-44-180
ENGINE
Manufacturer Lycoming
Model - Left O-360-A1H6, (CW)
IO-360-B1G63, (CW)
Model - Right LO-360-A1H6, (CCW)
LIO-360-B1G63, (CCW)
FAA Type Certificate TC 286
Rated Horsepower 180 HP at S. L.
Rated Speed 2700 RPM
Oil Pressure:
Minimum Idling 25 psi
Normal 55 to 95 psi
Starting and Warmup 95 to 100 psi
Maximum 115 psi
Oil, SAE Number See Lubrication Chart
Oil Sump Capacity 8 U.S. Quarts
Fuel, Aviation Grade, Minimum Octane 100/130
Magnetos, Slick: Right (1) Left (1) Right (2) Left (2)
O-360-A1H6 4370 4373 4373 4373
LO-360-A1H6 4302 4330 4330 4330
IO-360-B1G6(3) 4373 (3) 4373 (3)
LIO-360-B1G6(3) 4330 (3) 4330 (3)
Magneto Timing 25° BTC
Magneto Point Clearance .010 ± .002
Spark Plug Gap Setting Refer to Latest Issue of Lycoming
Service Instruction No. 1042
Firing Order 1-3-2-4
Starter
Kelly Aerospace (12 Volt):
(Electrosystems, Prestolite)
Left Engine MZ - 4222
Right Engine MZ - 4220
or
CHART 1 (Sheet 2 of 3)
LEADING PARTICULARS
MODEL PA-44-180
ENGINE (cont.)
Starter (cont.)
Sky-Tec (12 Volt/24 Volt)
Left Engine 149-NL
Right Engine 149-NLR
Alternator (12 Volt, 70 Amp) Standard, Avidyne Entegra, or Garmin G500
equipped
Hartzell Engine Technologies
(Kelly Aerospace, Electrosystems, Prestolite): ALX-8421LS
Alternator (24 Volt, 100 Amp) Garmin G1000
Hartzell Engine Technologies: ES10024B-6
Alternator (24 Volt, 70 Amp) Garmin G1000 NXi
Plane Power: AL24-P70-2 or AL24-P70-4
Voltage Regulator, Lamar B-00392-1 (12 Volt) / B-00382-1 (24 Volt)
PROPELLER TWO BLADE
Manufacturer Hartzell
Hub and Blade Model: (Constant Speed and Feathering)
Right Engine HC-C2Y(K,R)-2CLEUF/FJC7666A-2R
Left Engine HC-C2Y(K,R)-2CEUF/FC7666A-2R
Diameter 74 inches
Diameter, Minimum 72 inches
Blade Angle, Low Pitch (4) 12.4° ± 0.2°
Blade Angle, Feather (4) 79°–81°
Hub and Blade Model: (Constant Speed and Feathering, Scimitar Blades)
Right Engine HC-C2YR-2CLEUFP/FJC7497
Left Engine HC-C2YR-2CEUFP/FC7497
Diameter 74 inches
Diameter, Minimum 72.5 inches
Blade Angle, Low Pitch (4) 12.8° ± 0.2°
Start (Feathering) Lock Angle 18.5° ± 1.5°
Blade Angle, Feather (4) 79°–81°
Governor Control Hartzell
Left Engine U-3-15
Right Engine U-3-15L
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 3 of 3)
LEADING PARTICULARS
MODEL PA-44-180
FUEL SYSTEM
Electric Fuel Pump (12 volt) P/N 481-701
Electric Fuel Pump (24 volt) P/N 109007-001 (3, 5)
Fuel Tanks (1 per wing/2 total)
Capacity 55 U.S. Gallons/Wing
Total Fuel On Board 110 U.S. Gallons
Total Usable Fuel 108 U.S. Gallons
LANDING GEAR
Type Fully Retractable
Shock Strut Type Air - Oil Oleo
Fluid Required (Strut, Brakes & Hydraulic System) MIL-PRF-5606
Wheel Tread 10.54 ft.
Wheel Base 8.40 ft.
Nose Wheel Travel 30° left, 30° right
Turning Radius (Minimum):
Nose Wheel 19.5 ft.
Wing Tip 37.7 ft.
Wheel, Nose Cleveland 40-77B, 5.00 x 5 or
McCauley D-30500, 5.00 x 5
Wheel, Main Cleveland 40-120C, 6.00 x 6
Brake, Type Cleveland 30-83A
Tire, Nose Type III, 5.00 x 5, 6 ply
(Michelin Air, B.F. Goodrich, Goodyear or McCreary)
Tires, Main Type III, 6.00 x 6, 8 ply
(Michelin Air, B.F. Goodrich, Goodyear or McCreary)
Tire Pressure, Nose 50 psi @ Gross Weight
Tire Pressure, Main 55 psi @ Gross Weight
Nose Gear Strut Pressure 125 ± 12.5 psi
Nose Gear Visible Piston Extension
(Under Static Load)(6) 2.7 ± .25 inches
Main Gear Strut Pressure 200 ± 20 psi
Main Gear Strut Visible Extension
(Under Static Load) (6) 2.6 ± .25 inches
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PRINCIPAL DIMENSIONS
The principal airplane dimensions are shown in “Figure 1”. The airplane serial number is on the aircraft
data plate located on the bottom of the fuselage at station 235.125.
Three View
Figure 1
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
REFERENCE LINES
To locate various airplane components that require maintenance and servicing, a method utilizing
fuselage station, wing station, buttock line and waterline designations is frequently employed in this
manual. Fuselage stations (F.S.), wing stations, (W.S.) buttock lines (B.L.), and water lines (W.L.) are
reference points measured by inches in the vertical or horizontal direction from a given reference line.
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ACCESS PROVISIONS
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CHAPTER
7
LIFTING
AND SHORING
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
7-ii
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CHAPTER 7
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE 2
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TABLE OF CONTENTS
JACKING 7-00-00 1
Jacking 1
PAGE 2
Oct 5/16 7 - CONTENTS 7-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
JACKING
Jacking the airplane is necessary to service the landing gear and other operations. The jacking operation
is normally performed using tripod jacks. In other situations (i.e., emergency, post-accident lifting, etc.),
slings, or air bags may be more appropriate.
If wing or fuselage shoring is required, make sure the support is contoured to conform to the surface it is
supporting.
Jacking
A. Align jacks under the wing respective pads on the wing front spar.
CAUTION: BE SURE TO APPLY SUFFICIENT TAIL SUPPORT BALLAST. OTHERWISE, THE
AIRPLANE WILL SLIP FORWARD AND FALL ON THE FUSELAGE NOSE SECTION.
B. Attach a tail stand with approximately 600 pounds ballast to tail skid (See Figure 1).
CAUTION: PULL THE EMERGENCY GEAR EXTENSION KNOB FULL OUT FROM THE
INSTRUMENT PANEL, IF THE HYDRAULIC SYSTEM WILL BE SERVICED. (SEE
CHAPTERS 29-10-00 AND 32-30-00)
C. Carefully raise jacks until all three wheels are clear of the surface.
Jacking
Figure 1
PAGE 2
Oct 5/16 7-10-00 07002
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
8
LEVELING
AND WEIGHING
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
8-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 8
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TABLE OF CONTENTS
WEIGHING 8-10-00 1
LEVELING 8-20-00 1
PAGE 2
Oct 5/16 8 - CONTENTS 8-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
WEIGHING
The airplane may be weighed by the following procedure (see Figure 1):
A. Position a scale and ramp in front of each of the three wheels.
B. Secure the scales from rolling forward and tow the airplane up onto the scales. (Refer to Towing,
9-10-00.)
C. Remove the ramp so as not to interfere with the scales.
D. If the airplane is to be weighed for weight and balance computations, level the airplane per 8-20-00.
Weighing Airplane
Figure 1
PAGE 2
Oct 5/16 8-10-00 08102
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
LEVELING
All configurations of the airplane are provided with a means for longitudinal and lateral leveling.
The airplane may be leveled while on jacks, during the weighing procedure while the wheels are on
scales, or while the wheels are on the ground. To level the airplane for purposes of weighing or rigging,
the following procedures may be used:
NOTE: Level the airplane laterally first, then level it longitudinally.
A. To laterally level the airplane, place a spirit level across the baggage compartment floor along the
rear bulkhead (refer to Figure 1) and deflate the tire on the high side of the airplane or adjust either
jack until the bubble of the level is centered.
B. To longitudinally level the airplane, partially withdraw the two leveling screws located immediately
below the left front side window. (Refer to Figure 1.) Place a spirit level on these screw heads and
deflate the nose wheel tire or adjust the jacks until the bubble of the level is centered.
Leveling Airplane
Figure 1
PAGE 2
Oct 5/16 8-20-00 08202
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
9
TOWING AND TAXIING
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
9-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 9
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
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Oct 5/16 9 - LIST OF EFFECTIVE PAGES 9-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TABLE OF CONTENTS
TOWING 9-10-00 1
TAXIING 9-20-00 1
PAGE 2
Oct 5/16 9 - CONTENTS 9-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TOWING
Before towing airplane, ground personnel must be informed by a qualified pilot or other qualified personnel
about tow turning limits of nose gear and any other system functions required to properly and safely move
the airplane.
CAUTION: DO NOT TURN THE NOSE GEAR BEYOND THE MARKED STEERING RADIUS LIMITS,
WHEN TOWING WITH POWER EQUIPMENT. EXCEEDING THE NOSE GEAR STEERING
LIMITS, IN EITHER DIRECTION, WILL DAMAGE THE NOSE GEAR AND STEERING
MECHANISM.
CAUTION: WHEN TOWING WITH POWER EQUIPMENT, USE ONLY EQUIPMENT THAT IS
APPROPRIATE FOR THE AIRPLANE CLASS AND WEIGHT.
CAUTION: DO NOT PUSH ON THE TRAILING EDGE OF THE AILERONS (OR ANY OTHER FLIGHT
CONTROL SURFACE), WHEN MOVING THE AIRPLANE FORWARD BY HAND. THIS CAN
CHANGE THE FLIGHT CONTROL SURFACE CONTOUR, RESULTING IN AN OUT-OF-
TRIM CONDITION.
CAUTION: IF AIRPLANE IS STUCK (OR THE WHEELS ARE OTHERWISE NOT FREEWHEELING),
DO NOT TOW THE AIRPLANE FROM THE NOSE. ATTACH TOW LINES TO THE MAIN
GEAR STRUTS AS DESCRIBED BELOW.
The airplane may be moved by using the supplied nose wheel steering bar or by using power equipment
appropriate for the airplane class and weight (i.e., that will not damage or cause excess strain to the
nose gear, steering assembly, engine mount, etc.). The nose wheel steering bar is stowed in the forward
baggage compartment and engages inside the front axle.
In the event towing lines are necessary, lines (rope) should be attached to both main gear struts as high
up on the tubes as possible. Lines should be long enough to clear the nose and/or tail by not less than
15 feet, and a qualified person to ride in the pilot’s seat to maintain control by use of the brakes.
PAGE 2
Oct 5/16 9-10-00 09102
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TAXIING
Before attempting to taxi the airplane, ground personnel should be checked out by a qualified pilot or
other responsible person. Engine starting and shutdown procedures should be covered as well. When it
is ascertained that the propeller back blast and taxi areas are clear, apply power to start the taxi roll and
perform the following checks:
CAUTION: DO NOT OPERATE THE ENGINE AT HIGH RPM WHEN RUNNING UP OR TAXIING
OVER GROUND CONTAINING LOOSE STONES, GRAVEL OR ANY LOOSE MATERIAL
THAT MAY CAUSE DAMAGE TO THE PROPELLER BLADES.
CAUTION: OBSERVE WING CLEARANCES WHEN TAXIING NEAR BUILDINGS OR OTHER
STATIONARY OBJECTS. IF POSSIBLE, STATION A GUIDE OUTSIDE THE AIRPLANE TO
OBSERVE.
CAUTION: WHEN TAXIING ON UNEVEN GROUND, AVOID HOLES AND RUTS.
A. Taxi forward a few feet and apply brakes to determine their effectiveness.
B. Taxi with propeller set in low pitch, high rpm setting.
C. While taxiing, make slight turns to ascertain the effectiveness of steering.
PAGE 2
Oct 5/16 9-20-00 09202
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
10PARKING
AND MOORING
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
10-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 10
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
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Oct 5/16 10 - LIST OF EFFECTIVE PAGES 10-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TABLE OF CONTENTS
PARKING 10-10-00 1
Parking 1
Locking Airplane 1
MOORING 10-20-00 1
PAGE 2
Oct 5/16 10 - CONTENTS 10-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PARKING
1. Parking
When parking the airplane, ensure that it is sufficiently protected against adverse weather conditions and
presents no danger to other aircraft. When parking the airplane for any length of time or overnight, it is
recommended that it be moored.
A. To park the airplane, head it into the wind, if possible.
B. Set the parking brake by pulling back the brake lever and depressing the knob attached to the left
side of the handle.
C. To release the parking brakes, pull back on the brake lever to disengage the catch mechanism. Then
allow the handle to swing forward.
NOTE: Take care when setting brakes that are overheated or during cold weather when accumulated
moisture may freeze the brakes.
D. The aileron and stabilator controls may be secured with the pilot’s seat belt.
2. Locking Airplane
The passenger/crew door and the baggage compartment door (both on the right side of the aircraft) are
provided with a key lock on the outside. All doors use the same key.
PAGE 2
Oct 5/16 10-10-00 10102
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
MOORING
CAUTION: WHEN MOORING, USE SQUARE OR BOWLINE KNOTS. DO NOT USE SLIP KNOTS.
The airplane is moored to ensure its immovability, protection, and security under various weather
conditions.
A. Head the airplane into the wind, if possible.
B. Block the wheels.
C. Lock the aileron and stabilator controls by looping the pilot’s seat belt around wheel.
CAUTION: WHEN USING ROPE CONSTRUCTED OF NON-SYNTHETIC MATERIAL, LEAVE
SUFFICIENT SLACK TO AVOID DAMAGE TO THE AIRPLANE WHEN THE ROPES
CONTRACT DUE TO MOISTURE.
D. Secure tie-down ropes to the wing tie-down rings and the tail skid at approximately 45 degree angles
to the ground.
NOTE: Additional preparations for high winds include using tie-down ropes from the landing gear
forks, and securing the rudder.
PAGE 2
Oct 5/16 10-20-00 10202
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
11PLACARDS
AND MARKINGS
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
11-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 11
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
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Oct 5/16 11 - LIST OF EFFECTIVE PAGES 11-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TABLE OF CONTENTS
GENERAL 11-00-00 1
Decals 1
Placards, Nameplates, and Decals 2
Self-Adhesive Installation 2
Application of Edge Sealer (Decals only) 2
Meyercord / Ink Transfers (Decals) 3
PAGE 2
Oct 5/16 11 - CONTENTS 11-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GENERAL
1. Decals
NOTE: See also, Placards, Nameplates, and Decals, below.
For proper adhesion of decals, all surfaces must be clean and free of wax, oil, etc. Porous surfaces must
be sealed. Sand and clean rough surfaces to remove any residue.
A. Paper Decals
(1) Installation
Soak paper decals in water 1 to 3 minutes. Place one decal edge on receiving surface and slide
decal off of paper backing. Blot water around decal with a soft absorbent cloth. Remove bubbles
trapped beneath decal by wiping carefully towards nearest edge with a cloth. Coat decal with clear
varnish to protect from deterioration and peeling.
(2) Removal
Remove paper decals by rubbing with cloth dampened with lacquer thinner. Use lacquer thinner
sparingly if decals are applied over painted or doped surfaces.
B. Vinyl Film Decals
(1) Installation
Separate paper backing from vinyl film. Remove paper adhering to film by rubbing with a clean
water saturated cloth or a piece of masking tape. Apply cyclohexanone or equivalent, to adhesive
side of film. Position and apply decal while adhesive is still tacky. Work a roller across decal until all
air bubbles are removed.
(2) Removal
To remove a vinyl decal, place cloth saturated with cyclohexanone or methyl ethyl ketone on
decal. Scrape with micarta scraper. Remove remaining adhesive with cloth dampened with dry
cleaning solvent.
C. Metal Decals
(1) Installation
(a) Cellophane backed.
1) Immerse in water 1 to 3 minutes.
2) Remove and dry.
3) Remove cellophane backing.
4) Position on receiving surface. (For large foil decals, position center or receiving surface
and work outward from center.)
5) Roll with rubber roller and press all edges firmly.
(b) Paper backed.
1) Peel backing from decal.
2) Apply light coat of cyclohexanone.
3) Position and smooth per steps 4 and 5 of cellophane backed decals.
A. Self-Adhesive Installation
NOTE: For proper adhesion of decals, apply when the temperature is between 55° and 90° F.
(1) Wipe the area where the item is to be installed, using a clean cloth soaked with isopropyl alcohol.
Dry with a clean, dry cloth.
NOTE: Dry the area before the alcohol evaporates, to avoid discoloration and deposits at the
edges of the wetted area.
(2) Lift a corner or an edge of backing from the item, without touching the adhesive.
(3) Position as specified by the applicable figure in 11-20-00 or 11-30-00 and secure a free corner
or edge.
(4) Using a squeegee or equivalent item to hold the item to the panel, draw the rest of the backing
from the item.
(5) Press the item in place with the squeegee by wiping across it from end to end, around edges and
corners, and into recessess using firm, deliberate strokes and heavy pressure.
(6) Remove the premask from face of item by using an eraser or finger nail to lift a corner. Then peel
back as parallel to the item as possible.
NOTE: Any attempt to squeegee the item after the premask is removed will cause shiny marks,
blemishing the item’s background.
(7) If any portion of the item tends to lift off, remove and discard it. Repeat this procedure to install
a replacement item.
B. Application of Edge Sealer (Decals only)
Decals intended for use in harsh environments have an overlay film applied during manufacturing.
This overlay film typically extends 0.25 inch around the perimeter of the decal. If any of the overlay
film is cut or otherwise damaged during installation, then an additional sealer must be applied along
all edges of the decal. 3M 3950 Edge Sealer (P/N 279-474) is an acceptable sealer to be used in this
application. Apply Edge Sealer as follows:
(1) Use a ¼-inch brush or dauber.
(2) Apply edge sealer in a smooth continuous motion to create a fillet-type seal at the edges of the
decal.
(3) When completed, the edge sealer must extend onto the decal and aircraft structure equally by
approximately 0.1 inch.
(4) Ensure that the entire edge is sealed without gaps or air bubbles.
(5) Touch up as required with additional brush coats of edge sealer within 2 hours.
(6) Wipe all excess sealer with a dry wiper.
(7) Air dry or apply heat (up to 250˚F) to achieve a tack-free condition of the edge sealer.
PAGE 2
Jul 1/17 11-00-00 11002
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
To bond to the aircraft any placards, etc., that do not have an adhesive backing, use 3M™ VHB™
pressure sensitive acrylic foam tape, as follows.
(1) Confirm the correct location to adhere the double-sided tape. Place location marks (using
masking tape) on the aircraft surface to precisely position the tape.
(2) Clean the surface using acetone or a 50:50 mixture of isopropyl alcohol and water. Wipe the
area dry with a clean, lint-free, dry cloth.
(3) Wipe both faying surfaces with a brush or swab saturated with 3M Tape Primer 94 (P/N 279-127,
one quart). Use the minimum amount of primer that will coat the desired surface areas. Allow
10 minutes for it to dry.
NOTE: Use a minimum coating of the tape primer. More is not better.
Transfers (decals) installed on the instrument panel are Meyercord / Ink type. The following procedures
should be followed in the event one or more of these transfers (decals) must be replaced.
A. Removal
CAUTION: DO NOT USE LACQUER THINNER ON ANY PANEL THAT HAS BEEN PAINTED WITH
ENAMEL OR LACQUER. INSTRUMENT PANELS ARE PAINTED AT THE FACTORY
WITH POLYURETHANE PAINTS.
Remove placard to be replaced with a clean cloth dampened with lacquer thinner.
CAUTION: BUTYL GLYCOL ETHER/ISOPROPYL ALCOHOL SOLVENT SOLUTION WILL
REMOVE ENAMEL, LACQUER, AND POLYUTHERANE BASED PAINT PRODUCTS IF
LIQUID IS DROPPED ONTO PAINTED SURFACE AND NOT REMOVED IMMEDIATELY.
If panel is painted with enamel or lacquer use a clean cloth dampened with Butyl Glycol
Ether/Isopropyl Alcohol Solvent Solution to remove placard to be replaced.
B. Installation
(1) If required, clean surface to receive transfer (decal) using alcohol. Newly painted surfaces need
no preparation.
(2) Mix a solution consisting of six (6) parts water and one (1) part Butyl Glycol Ether/Isopropyl
Alcohol Solvent Solution (P/N 179-497).
(3) Submerge decal in the mixed Butyl Glycol Ether/Isopropyl Alcohol Solvent Solution for
approximately 3 to 5 seconds.
(4) Remove transfer (decal) from mixed solvent solution and lay in position.
(5) Using a plastic squeegee, squeegee out from center to edges to remove excess solution.
(6) Wait approximately 30 to 60 seconds, then slide the backing paper off and wipe up the excess
solution with a damp cloth.
(7) Wait at least 30 minutes at room temperature before wiping the face of the transfer (decal) with
a damp cloth to remove excess solvent residue.
(8) Allow the transfer (decal) to dry thoroughly, (tack free in 2 hours at room temp) before handling.
PAGE 4
Oct 5/16 11-00-00 11004
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
The aircraft dataplate (“Figure 1”, Item 4) is located on the bottom of the fuselage at F.S. 235.125. The
dataplate identifies the airplane by its model number and serial number. Should a question arise concerning
the care of the airplane, it is important to include the airplane serial number in any correspondence to your
Piper Dealer’s Service Advisor (DSA).
NOTE: Any time an airplane is repainted or touched up, inspect all placards to ensure that they are not
covered with paint, are legible, and securely attached.
86725 BO
1
AFT
FWD
INBD
INBD
9(2)
HANDLE HERE
.3
2.5
11
3
18 2 2 18
20
6 8 6
5
7 10
9(1)
12
16
13, 14, 15 4
19
17
PAGE 2
Jul 1/17 11-20-00 11202
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
INTERIOR PLACARDS
86725 BB
14
12, 15
1
2 4,
3 5,
20 6, 7
10, 11 16, 17
13
18, 19 8
13
12, 15
2
3 1
Interior Placards
Figure 1
86725 BC
106646 A
2 29 3
4
1
24
5
6
7
8
9
21
PHONE PHONE
21
MIKE MIKE
22
22
10
20 19 18 17 16 15 14 13 12 11
25 Lights Lights
Turn & Stall Annun Pitot
Bank Detect Pnl Pnl Sw Nav Anti-Coll Ldg Heat Std-By Recog
Htr Blwr 27
MAIN AVI 1 AVI 2 MAIN
BUS BUS BUS BUS
Pitch Auto Audio Comm Trans- Avi Comm ADF Mkr AP
Trim Pilot Comp Select
GPS
Nav 1 ponder Bustie Nav 2 Bcn Alert
DME 28
PAGE 2
Oct 5/16 11-30-00 11302
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
86725 BD
106646 A
N
O
S
M
O
K
4 5 33 I
6
N
G 35
7
3 8
2 HOBBS
1 AIRSPEED
HOBBS
9
ELT
34
36 ATTITUDE
10
11
12
14
ALTIMETER
13
15
16
17
20 18
20
21 19
21
32 28 22
31 29
30 27
23 24
26 25
Effectivity
4496174; 4496224
Instrument Panel Placards thru 4496283,
Figure 2 (Sheet 2 of 5) with Avidyne Entegra
86725 BS
G500-44000 A
2 3
26 25 24 4
1
(GDU 620)
5
6
7
8
9
21 5
TURN &
BANK
PHONE PHONE
21
3
322
PITCH AUTO
TRIM PILOT
2 5
335 336
MIKE MIKE 22
22
10
23
20 19 18 17 16 15 14 13 12 11
NOTE: S/N’S 4496395 AND UP USE SYMBOLS FOR ITEMS 21, 22 AND 24.
PAGE 4
Jul 1/17 11-30-00 11304
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
86725 BO
107720 C
107742 C
N
O
S
M
O
K
4 5 I
N
G 6
7
3
2
1 8
9
10
11
12
13
EMERGENCY
GEAR
EXTENSION
14
PULL TO RELEASE UP 109
14
SEE A.F.M. KIAS MAX
BEFORE
RE-ENGAGEMENT GEAR
DOWN 140
KIAS MAX
15 15
ALL CABIN VENTS AND STORM WINDOW MUST BE CLOSED. HEATER
AND DEFROSTER MUST BE ON. OPEN FOR STATIC SYSTEM DRAIN
20
22 19
23 21
17 16
18
86725 BV
26 108024 C
FWD 27
2
LOOKING UP
3
1 28* 4 5
25 6
24 7
23 8
BILLING
*
XXXXXX
9
10
11
12
13
14 14
15 15
13 22 21 20 19 18 16
17
Effectivity
* ASPEN EBD SHOWN, GARMIN G5 IS HALF SIZE.
PAGE 6
Mar 25/20 11-30-00 11306
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
12
Servicing
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
12-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 12
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE 2
Oct 5/16 12 - LIST OF EFFECTIVE PAGES 12-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 12 - Servicing
TABLE OF CONTENTS
GENERAL 12-00-00 1
Aircraft Finish Care 1
Axalta Imron 6000 Paint System 1
Cleaning 2
Cleaning 2
Exterior Surfaces 2
Engine Compartment 2
Landing Gear 3
Windshield and Windows 3
Interior 4
Carpets 4
REPLENISHING 12-10-00 1
Fuel System 1
Fuel Filters 1
Fuel Cells 2
Filling 2
Water Contamination 2
Draining Moisture 2
Draining Entirely 3
Flushing Cells and Selector Valves 3
Engine Lubrication 3
Oil Sump 4
Draining 4
Filling 4
Oil Screen (Suction) 4
Recommendations for Changing Oil 4
Oil Filter 5
Landing Gear 5
Oleo Struts 5
Servicing Oleo Struts 5
Filling Nose Gear Oleo Strut 6
Filling Main Gear Oleo Strut 7
Inflating Oleo Struts 8
Brake System 8
Filling Brake Cylinder Reservoir 8
Draining Brake System 8
Tires 9
Hydraulic Pump / Reservoir 10
Battery 10
CHAPTER 12 - Servicing
PAGE 2
Jul 1/17 12 - CONTENTS 12-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GENERAL
This chapter covers all routine servicing of airplane, scheduled and non-scheduled, including replenishment
of fuel, oil, brake fluid, tire pressure, lubrication requirements, servicing of oleo struts with air and oil, etc.
Pay special attention to all WARNINGS and CAUTIONS.
1. Aircraft Finish Care
WARNING: DO NOT USE GASOLINE, ALCOHOL, BENZENE, CARBON TETRACHLORIDE, THINNER,
ACETONE OR WINDOW CLEANING SPRAYS TO CLEAN AIRPLANE.
The entire airplane is carefully finished inside and out to assure maximum service life. The external surfaces
are coated with durable polyurethane enamel.
A. Axalta Imron 6000 Paint System
CAUTION: FAILURE TO OBSERVE THE PROPER “FINISH CARE” GUIDELINES MAY RESULT
IN DAMAGE OR LOSS OF SHINE OF THE AIRCRAFT PAINT. IMPROPER CARE MAY
ALSO VOID THE WARRANTY REGARDING THE AIRCRAFT FINISH.
Piper aircraft delivered in 1999 and later use the Axalta Imron 6000 paint system. The guidelines
outlined below must be followed to prevent damage to the finish and ensure long paint life.
(1) For the first 30 days after painting:
(a) Hand wash the aircraft often. Use fresh water only.
(b) Avoid parking under trees or places where birds roost. If sap, bird droppings, or insect
remains are discovered, rinse them off immediately. (Sap, bird droppings, or insect remains
will damage the paint during this period.)
(2) For the first 120 days after painting:
(a) To remove heavy soil, use mild liquid soap. Never use detergent.
(b) DO NOT WAX THE AIRCRAFT WITHIN 120 DAYS OF PAINTING!
(3) For long term paint finish protection:
(a) Park in a sheltered area whenever possible.
(b) Never use a scraper to remove ice or snow from painted surfaces.
(c) Never let avgas, oil, or hydraulic fluid stand on painted surfaces. (This will permanently
damage the finish.)
(d) Never wash the aircraft in the hot sun.
(e) Never wipe the finish with a dry cloth, always use fresh water.
(f) Avoid abrasive cleaners, chemicals, abrasive wax, or brushes.
(g) Have paint nicks or scratches touched up as soon as possible to maintain the aircraft’s
corrosion protection.
To summarize, Piper aircraft using the Axalta paint system need special attention in the early days of
ownership.
B. Cleaning
CAUTION: IF PAINT IS LESS THAN SIX MONTHS OLD, SEE “AXALTA IMRON 6000 PAINT
SYSTEM” ON PAGE 12001.
CAUTION: DO NOT DIRECT ANY STREAM OF WATER OR CLEANING SOLUTION AT THE
OPENINGS IN THE PITOT HEAD, STATIC PORTS, ALTERNATE STATIC PORTS OR
FUSELAGE DRAINS.
The airplane should be washed with a mild soap and water. Harsh abrasives or detergents used on
painted or plastic surfaces could make scratches or cause corrosion of metal surfaces. Cover areas
where cleaning solution could cause damage. To wash the airplane, the following procedure may be
used:
(1) Flush away loose dirt with water.
(2) Apply cleaning solution with a rag, sponge or soft bristle brush.
(3) To remove stubborn oil and grease, use cloth dampened with naphtha.
(4) Where exhaust stains exist, allow solution to remain on the surface longer.
(5) Any good automotive wax may be used to preserve the painted surfaces. Soft cleaning cloths or
a chamois should be used to prevent scratches when cleaning or polishing. A heavier coating of
wax on the leading surfaces will reduce the abrasion problems in these areas.
2. Cleaning
A. Exterior Surfaces
See “Aircraft Finish Care” on page 12001, and “Windshield and Windows” on page 12003.
B. Engine Compartment
Before cleaning the engine compartment, place strips of tape on the magneto vents to prevent any
solvent from entering these units.
(1) Place a pan under the engine to catch waste.
CAUTION: DO NOT SPRAY SOLVENT INTO THE ALTERNATOR, STARTER, VACUUM
PUMP(S), AIR INTAKE AND ALTERNATE AIR INLETS.
(2) With the engine cowling removed, spray or brush the engine with solvent or a mixture of solvent
and degreaser, as desired. It may be necessary to brush areas that were sprayed where heavy
grease and dirt deposits have collected in order to clean them.
(3) Allow the solvent to remain on the engine from five to ten minutes; then rinse the engine clean
with additional solvent and allow to dry.
CAUTION: DO NOT OPERATE ENGINE UNTIL EXCESS SOLVENT HAS EVAPORATED OR
OTHERWISE BEEN REMOVED.
(4) Remove the protective covers from the magnetos.
(5) Lubricate controls, bearing surfaces, etc., per “Chart 7” on page 122018.
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C. Landing Gear
(1) Struts and Torque Links
Before cleaning the landing gear struts and torque links, place a plastic cover or similar material
over the wheel and brake assembly.
(a) Place a pan under the gear to catch waste.
(b) Spray (low pressure only) or brush the gear area with solvent or a mixture of solvent and
degreaser.
(c) Allow the solvent to remain on the gear for five to ten minutes. Rinse gear with additional
solvent and allow to dry.
(d) Remove cover from wheel and remove the catch pan.
(e) Lubricate gear per “Chart 3” on page 122010 and “Chart 4” on page 122012, if not
proceeding to “Wheels and Brakes”, below.
(2) Wheels and Brakes
CAUTION: DO NOT USE HIGH PRESSURE SPRAY WASH EQUIPMENT. ITS USE CAN
INJECT SOAP SOLUTION AND WATER INTO THE WHEEL BEARINGS AND
OTHER INTERNAL CAVITIES RESULTING IN CORROSION AND REDUCED
SERVICE LIFE.
(a) Hand wash wheels and brakes with a mild soap and water solution.
(b) Rinse with low-pressure spray.
(c) Lubricate gear per “Chart 3” on page 122010 and “Chart 4” on page 122012, if not already
done, above.
D. Windshield and Windows
WARNING: DO NOT USE GASOLINE, ALCOHOL, BENZENE, CARBON TETRACHLORIDE,
THINNER, ACETONE OR WINDOW CLEANING SPRAYS.
(1) Remove dirt, mud, etc., from exterior surfaces with clean water.
(2) Wash with mild soap and warm water, or an aircraft plastic cleaner using a soft cloth or sponge
and a straight rubbing motion. Do not rub surfaces harshly.
(3) Remove oil and grease with a cloth moistened with kerosene.
(4) After cleaning plastic surfaces, apply a thin coat of hard polishing wax. Rub lightly with a soft
cloth. Do not use a circular motion.
(5) A severe scratch or mar in plastic can be removed by using jeweler’s rouge to rub out the
scratch. Smooth both sides and apply wax.
(6) To improve visibility through windshield and windows during flight through rain, a rain repellent
such as REPCON should be applied to windshield and windows. The surfaces of the windshield
and windows treated becomes so smooth that water beads up and readily flows off the
surface. Apply this product in accordance with the manufacturer’s instructions. (See 91-10-00,
Consumable Materials and Vendor Contact Information.)
E. Interior
(1) Clean headliner, side panels, and seats with a stiff brush and vacuum where necessary.
WARNING: SOLVENT CLEANERS REQUIRE ADEQUATE VENTILATION.
(2) Soiled upholstery, except leather, may be cleaned by using an approved air drying type cleaner
or foam upholstery cleaner. Carefully follow the manufacturer’s instructions. Avoid soaking or
harsh rubbing.
(3) Leather material should be cleaned with saddle soap or mild soap and water.
F. Carpets
Use a small whisk broom or vacuum to remove dirt. For soiled spots, use a non-inflammable dry-
cleaning fluid.
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REPLENISHING
1. Fuel System
A. Fuel Filters
At intervals of 100 hours or 90 days, whichever comes first, clean the fuel filters. Remove and clean
the filters in accordance with the instructions in 28-20-00. Inspection intervals of the various fuel
system components are in Chapter 5.
Service Points
Figure 1
B. Fuel Cells
(1) Filling
The fuel cell of each wing is filled through a single filler located on top of the nacelle. Each cell
has a capacity of 55 U.S. gallons, giving a total capacity of 110 U.S. gallons. Observe all required
safety precautions for handling gasoline. Fill the cells with fuel as specified on the placard
adjacent to the filler neck.
The aircraft is approved for operation with an anti-icing additive in the fuel. When an anti-icing
additive is used it must meet the specification MIL-DTL-85470, must be uniformly blended
with the fuel while refueling, must not exceed 0.15% by volume of the refueled quantity and to
ensure its effectiveness should be blended at not less than 0.10% by volume. One and one-
half liquid oz’s. per ten gallons of fuel would fall within this range. A blender supplied by the
additive manufacturer should be used. Except for the information contained in this section, the
manufacturer’s mixing or blending instructions should be carefully followed.
CAUTION: ENSURE THAT THE ADDITIVE IS DIRECTED INTO THE FLOWING FUEL
STREAM. ADDITIVE FLOW SHOULD START AFTER AND STOP BEFORE FUEL
FLOW. DO NOT PERMIT CONCENTRATED ADDITIVE TO COME INTO CONTACT
WITH THE AIRCRAFT PAINTED SURFACES OR THE INTERIOR SURFACES OF
THE FUEL CELLS. SOME FUELS HAVE ANTI-ICING ADDITIVES PRE-BLENDED
IN THE FUEL AT THE REFINERY. NO FURTHER BLENDING SHOULD BE
PERFORMED. FUEL ADDITIVE MUST NOT BE USED AS A SUBSTITUTE FOR
PREFLIGHT DRAINING OF THE FUEL SYSTEM DRAINS.
(2) Water Contamination
WARNING: PILOTS, OWNERS, OPERATORS, MAINTENANCE, AND SERVICE PERSONNEL
SHOULD ASSUME SOME WATER EXISTS IN THE FUEL SYSTEM.
Water may enter the fuel cell system via any penetration in the wing fuel cell and from moisture
condensation inside the cell. Water in the fuel may come out of solution, settle and make its way
to a drain location in the form of a blob, pea, or BB-shaped translucent mass found at the bottom
of the sampler cup. Water suspended in the fuel may lead to a cloudy or hazy appearance in
the sampler cup. Water may have dissolved in the fuel, but conditions have not yet occurred to
cause the water to come out of solution and perhaps adhere to the dry cell upper surface or
walls (similar to condensation).
See FAA Special Airworthiness Information Bulletin (SAIB) No. CE-12-06 for additional information.
(3) Draining Moisture
CAUTION: WHEN DRAINING ANY AMOUNT OF FUEL, INSURE THAT NO FIRE HAZARD
EXISTS BEFORE STARTING ENGINE.
NOTE: There is no single point of drainage that can be used to check for all fuel system
contaminants simultaneously.
The fuel system should be drained daily prior to first flight and after refueling to avoid the
accumulation of water sediment. To facilitate draining the fuel system, fuel filters, lines and cells of
moisture and foreign matter, drains are incorporated in the starboard fuselage at a point just aft of
the right flap trailing edge and just forward of the entrance step. Drain moisture per the following:
With the airplane in the normal ground attitude and starting at the highest drain location, check
all drain locations for contaminants before every flight, whether or not refueling has occurred.
Have fuel sample disposal provisions and proper lighting at your disposal to properly check for
fuel cell system contamination.
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MAINTENANCE MANUAL
(a) Drain at least one cup of fuel (using a clear sampler cup) from each drain location:
1) drain each cell through its individual quick drain located at the lower inboard rear corner
of the cell;
2) drain the fuel strainer as required to completely flush its contents in each of the fuel
selector positions. Drain the fuel strainer by opening the quick drain on the strainer.
(b) Check for water, clarity, cloudiness, haze, proper fuel type/grade (i.e.; 100LL is light blue in
tint, jet fuel is clear or yellowish), odor, or other contaminants.
(c) Allow time between fueling and draining. It takes time for any contaminates to settle to sump
area prior to draining cells.
(d) If any contamination is detected in the fuel cell system, thoroughly drain all drain locations again.
(e) If contamination is observed, take further samples until the fuel appears clear, and gently
rock the airplane in both the roll and pitch axis to move any additional contaminants to the
drain points.
(f) Take repeated samples from all drain locations until all contamination has been removed.
(g) If contaminants are still present, do not fly the airplane. Have qualified maintenance
personnel drain and purge the fuel cell system. Remove all evidence of contamination prior
to further flight.
(4) Draining Entirely
CAUTION: WHEN DRAINING ANY AMOUNT OF FUEL, INSURE THAT NO FIRE HAZARD
EXISTS BEFORE STARTING ENGINE.
Fuel may be drained from the system by opening the valves at the right hand side of the fuselage
or by siphoning (when draining fuel through the drain valves, the selector valves should be “ON”).
The remaining fuel in the lines may be drained through the fuel filters. Either wing may be drained
by closing the selector valve and then draining as desired.
C. Flushing Cells and Selector Valves
(1) To flush the fuel cells and selector valves, disconnect the fuel line at the carburetor or injector.
(2) Select a fuel cell, turn on the electric fuel pump and flush fuel through the system until it is
determined there is no dirt and foreign matter in the fuel valve or cell. During this operation,
agitation of the fuel within the cell will help pick up and remove any dirt.
(3) Repeat this procedure for each cell.
(4) When all cells are flushed, clean all filters.
2. Engine Lubrication
CAUTION: DO NOT INTRODUCE ANY TRADE ADDITIVE TO THE BASIC LUBRICANT UNLESS
RECOMMENDED BY THE ENGINE MANUFACTURER IN THE LATEST REVISION OF
LYCOMING SERVICE BULLETIN NO. 446.
NOTE: Add one six-ounce can of LW-16702 to the engine oil every 50 hours or at each oil change in
accordance with the latest revision of Lycoming Service Bulletin No. 446.
The engine oil and full flow cartridge filter should be changed every 50 hours or four months, whichever
occurs first. Refer to the latest revision of Lycoming Service Bulletin 480. Should fuel other than the
specified octane rating for the power plant be used, refer to the latest revision Lycoming Service Letter No.
L185, for additional information and recommended service procedures. Use a quality brand Aviation Grade
Oil of the proper season viscosity. For information on the use of detergent oil, refer to Recommendations
for Changing Oil and/or the latest revision of Lycoming Service Instruction No. 1014.
A. Oil Sump
(1) Draining
To drain the oil sump, provide a suitable container with a minimum capacity of that required to fill
the sump. Remove the upper engine cowl and open the oil quick drain located on the underside
(inboard lower side) of the engine by placing a tube of the proper diameter on the quick drain and
pushing into drain. After completion of draining remove tube and check to make sure that quick
drain has properly sealed. It is recommended the engine be warmed to operating temperature to
insure complete draining of the old oil.
(2) Filling
The oil sump should normally be filled with oil to the mark on the engine dipstick. The quantity
of oil required for the engine may be found in 6-00-00, Chart 1. The specified grade(s) of oil may
be found in “Chart 7” on page 122018; on the cowl panel access door of each engine; or in the
appropriate vendor publication. To service the engine with oil, open the quick release oil filler
access door on top of the cowl, and remove the oil filler cap.
(3) Oil Screen (Suction)
The oil suction screen, located on the bottom aft end of the engine sump, is installed horizontally.
To remove, cut the safety wire and remove the hex head plug. The screen should be cleaned at
each oil change to remove any accumulation of sludge and to examine for metal filings or chips.
If metal particles are found in the screen, the engine should be examined for internal damage. To
avoid possible damage to the screen, after cleaning and inspection, place the screen inside the
recess in the hex head plug and insert the screen into the housing. When certain that the screen
is properly seated, tighten and safety the plug with MS-20995-C41 safety wire.
(4) Recommendations for Changing Oil
The engine manufacturer recommends that the oil and filter for engines equipped with full flow
oil filters be changed each 50 hours of engine operation or every four months, whichever comes
first. Always start and warm the engine to operating temperature before performing an oil change.
NOTE: Refer to the latest revision of Lycoming Service Instruction No. 1014 and Lycoming
Service Bulletin No. 480.
(a) For the first 50 hours of engine operation when new and following the replacement of one or
more cylinders, or until oil consumption has stabilized, use mineral oil that meets MIL-L-6082
or SAEJ1966 in accordance with the latest revision of Lycoming Service Instruction No.
1014 (see “Chart 7” on page 122018).
(b) After the first 50 hours of engine operation when new and following the replacement of
one or more cylinders, or until oil consumption has stabilized, use ashless dispersant oil
that meets MIL-L-22851 or SAEJ1899 in accordance with the latest revision of Lycoming
Service Instruction No. 1014 (see “Chart 7” on page 122018).
(c) A change to additive oil should be made with a degree of caution in engines that have been
operating on straight mineral oil for several hundred hours, since the cleaning action of
some additive oils will tend to loosen sludge deposits and cause plugged oil passages. On
any engine that has been operating on straight mineral oil and is known to be in excessive
dirty condition, do not switch to an additive or compounded oil until the engine has been
overhauled.
(d) When changing from straight mineral oil to ashless dispersant oil, the following precautionary
steps should be taken:
1) Except when using LW-16702 per Lycoming Service Bulletin No. 446, do not add
ashless dispersant to straight mineral oil. Do not add additive oil to straight mineral oil.
Drain the straight mineral oil from the engine and fill with additive oil.
2) Do not operate the engine longer than five hours before the first oil change.
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MAINTENANCE MANUAL
3) Check all oil screens for evidence of sludge or plugging and change oil every ten (10)
hours if sludge conditions are evident. Resume normal oil drain periods after sludge
conditions improve.
NOTE: In airplanes equipped with O-360-A1H6 and LO-360-A1H6 engines only, add
one six-ounce can of LW-16702 to the engine oil every 50 hours or at each oil
change in accordance with the latest revision of Lycoming Service Bulletin No.
446.
B. Oil Filter
(1) The oil filter should be replaced after each 50 hours of engine operation. This is accomplished
by removing the lockwire from the bolt head at the end of the filter housing, loosening the bolt
and removing the filter assembly from the adapter.
(2) Before discarding the throwaway filter, remove the element for inspection by using a Champion
cutter tool, CT-470, available from Champion Spark Plug Co., Toledo, Ohio 43601. It will cut
open any spin on type oil filter for inspection. Examine the material trapped in the filter for
evidence of internal engine damage, such as chips or particles from bearings. In new or newly
overhauled engines, some small particles of metallic shavings might be found; these are
generally of no consequence and should not be confused with particles produced by impacting,
abrasion or pressure. Evidence of internal engine damage found in the oil filter justifies further
examination to determine the cause.
(3) After the filter has been replaced, tighten the cartridge to 15 to 18 foot-pounds of torque.
Lockwire the bolt through the loops on the side of the housing to the drilled head of the
thermostatic valve. Be sure the lockwire is replaced at both the attaching bolt head and the
thermostatic oil cooler bypass valve. Use MS-20995-C41 safety wire.
3. Landing Gear
(PIR-PPS50045, Rev. K.)
The landing gear consists of oleo strut assemblies, tires and brakes. These should be inspected for scored
piston tubes, possible hydraulic fluid leakage and security and condition of all connection points. Check
the brake linings for wear and frayed edges, and brake discs for scoring. Replace if necessary. Minor
servicing is described in the following paragraphs. For detailed services and overhaul instructions, refer to
Chapter 32.
A. Oleo Struts
(1) Servicing Oleo Struts
WARNING: DO NOT RELEASE AIR BY REMOVING THE STRUT VALVE CORE OR FILLER
PLUG. DEPRESS THE VALVE CORE PIN UNTIL STRUT CHAMBER PRESSURE
HAS DIMINISHED.
CAUTION: DIRT AND FOREIGN PARTICLES ACCUMULATE AROUND THE FILLER PLUGS
OF THE LANDING GEAR STRUTS. THEREFORE, BEFORE ATTEMPTING TO
REMOVE THESE PLUGS, THE TOPS OF THE STRUTS SHOULD BE CLEANED
WITH COMPRESSED AIR AND/OR WITH A DRY SOLVENT.
CAUTION: DO NOT EXCEED SPECIFIED TUBE EXPOSURES.
Air-oil struts are incorporated in each landing gear oleo to absorb the shock resulting from the
impact of the wheels on the runway during landing. To obtain proper oleo action, the nose gear
oleo strut must have approximately 2.70 ± 0.25 inches of piston tube exposed, while the main
gear struts require approximately 2.60 ± 0.25 inches of tube exposure.
These measurements are taken with the airplane setting on a level surface under normal static
load (empty weight of airplane plus full fuel and oil). If the strut has less tube exposed than that
prescribed, determine whether it needs air or oil by raising the airplane on jacks. With the strut
extended, remove the cap from the air valve at the top of the housing and depress the valve core
to allow air to escape from the strut piston until it is fully compressed. Allow the foam from the
air-oil mixture to settle and then determine if oil is visible up to the bottom of the filler plug hole.
If the oil is visible at the bottom of the hole, then all that is required is the valve be checked for
unsatisfactory conditions and air added as described in Inflating Oleo Struts, below. Should fluid
be at any level below the bottom of the filler plug hole, the oleo should be checked for leaks, etc,
and oil added as described in Filling Nose Gear Oleo Strut, below; or, Filling Main Gear Oleo
Strut, below, respectively. For repair procedures of the landing gear and/or oleo struts, refer to
Chapter 32.
NOTE: Normal Static load is the empty weight of the airplane plus full fuel and oil.
(2) Filling Nose Gear Oleo Strut
To fill the nose gear oleo strut with hydraulic fluid (MIL-PRF-5606), whether it be only the addition
of a small amount or if the unit has been completely emptied and will require a large amount, it
should be filled as follows:
(a) Raise the airplane on jacks until the nose wheel is completely clear of the ground.
(Refer to 7-10-00.)
(b) Place a pan under the gear to catch spillage.
(c) If not previously accomplished, relieve air from the strut housing chamber by removing the
cap from the air valve and depressing the valve core.
(d) There are two methods by which the strut chamber may be filled as follows:
1) Method I:
a) Remove valve core from filler plug at the top of strut housing. Do not remove plug.
b) Attach one end of a clear plastic hose to the valve stem of the filler plug and
submerge the other end in a container of hydraulic fluid. Ascertain that the end of
the hose on the valve stem is tight and the fluid container is approximately equal
in height to the top of the strut housing.
NOTE: An air tight connection is necessary between the plastic tube and the
valve stem. Without such a connection, a small amount of air will be
sucked into the oleo strut during each sequence, resulting in an inordinate
amount of air bubbles and prolonged filling operations.
c) Fully compress and extend strut to draw fluid from the fluid container and expel air
from strut chamber. By watching the fluid pass through the plastic hose, determine
when the strut is full and no air is present in the chamber.
d) When air bubbles cease to flow through hose, compress strut fully and remove
hose from the valve stem.
e) With strut compressed, remove filler plug to determine that the fluid level is visible
up to the bottom of filler plug hole.
NOTE: A completely empty strut will take 21 ±1 ounces of MIL-PRF-5606
hydraulic fluid.
f) Install core in filler plug. Apply an appropriate thread lubricant to threads of filler
plug and install plug in top of strut housing. Torque plug to 350 to 400 inch-pounds.
2) Method II:
a) Remove filler plug from top of strut housing.
b) Raise strut piston until fully compressed.
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MAINTENANCE MANUAL
c) Pour fluid from a clean container through filler opening until it reaches bottom of
filler plug hole.
d) Install filler plug finger tight. Extend and compress the strut two or three times to
remove any air that may be trapped in housing.
e) Remove filler plug. Raise strut to full compression and fill with fluid if needed.
NOTE: A completely empty strut will take 21 ±1 ounces of MIL-PRF-5606
hydraulic fluid.
f) Apply an appropriate thread lubricant threads of filler plug and install filler plug in
the top of strut housing. Torque plug to 350 to 400 inch-pounds.
(e) With airplane raised, compress and extend the gear strut several times. Ensure strut
actuates freely. The weight of the gear fork and wheel should extend strut.
(f) Clean off overflow of fluid, and inflate strut as described in Inflating Oleo Struts, below.
(g) Check that fluid is not leaking from around strut piston at bottom of housing.
(h) With the aircraft off the jacks, and the weight on the gear, visible strut extension should be
as stated above under servicing.
(3) Filling Main Gear Oleo Strut
Fill partly full or completely emptied main gear oleo strut with MIL-PRF-5606 fluid as follows:
(a) Raise the airplane on jacks until the main wheel is off the ground.
(b) Place a pan under the gear to catch spillage.
(c) If not previously accomplished, release air from strut housing chamber by removing cap
from air valve and depressing valve core.
(d) Fill the main gear housing by one or two methods which are as follows:
1) Method I:
a) Remove valve core from filler plug at top of strut housing. Do not remove plug.
b) Attach one end of a clear plastic hose to valve stem of filler plug and submerge
the other end in a container of hydraulic fluid.
NOTE: An air tight connection is necessary between the plastic tube and the
valve stem. Without such a connection, a small amount of air will be
sucked into the oleo strut during each sequence, resulting in an inordinate
amount of air bubbles and prolongs filling operation.
c) Fully compress and extend strut to draw fluid into the strut. By watching fluid pass
through plastic hose, determine when the strut is full and no air is present.
d) When air bubbles cease to flow through hose, compress strut fully and remove
hose from valve stem.
e) With strut fully compressed, remove filler plug to determine that fluid level is visible
up to bottom of filler plug hole.
f) Install core in filler plug. Apply an appropriate thread lubricant to threads of filler plug
and install plug in the top of strut housing. Torque plug to 350 to 400 inch-pounds.
2) Method II:
a) Remove the filler plug from the top of the strut housing.
b) Raise the strut to full compression.
c) Pour fluid from a clean container through the filler opening until it is visible at the
top of the strut chamber.
d) Lower the gear until the wheel touches the ground and then fully compress and
extend the strut three or four times to remove any air from the housing.
e) Raise the strut to full compression and if needed, fill with fluid to the bottom of the
filler plug.
f) Apply thread lubricant (MIL-PRF-907) to the threads of the filler plug. Reinstall the
filler plug and torque to 350 to 400 inch-pounds.
(e) With airplane still on jacks, compress and extend gear strut several times to ascertain that
the strut operates freely. The weight of gear fork and wheel should extend strut.
(f) Clean off overflow of fluid and inflate strut as described in Inflating Oleo Struts.
(g) Check that fluid is not leaking around the strut piston at the bottom of the housing.
(h) With the aircraft off the jacks, and the weight on the main gear, visible strut extension
should be as stated above under Servicing.
(4) Inflating Oleo Struts
(a) Airplane on jacks.
With the airplane on jacks (see 7-10-00), ensure that the torque links are properly connected
and that the struts are filled with fluid (see Filling, above) and fully extended. Add air to the
following pressures:
1) Nose Gear: 125 psi ± 12.5 psi
2) Main Gear: 200 psi ± 20 psi
(b) Airplane on ground.
Make certain that each oleo strut has sufficient fluid and that its torque link is properly
connected. Attach a strut pump to air valve and inflate each oleo strut to proper visible
piston extension as specified under Servicing, above.
When measuring extension, the aircraft should be fully serviced with fuel and engine oil and
resting on its landing gear. Inflate strut until correct inches of piston is exposed. Rock aircraft
several times to ascertain that gear settles back to the correct strut position. If a strut pump
is not available, raise aircraft and use line pressure from a high pressure air system. Lower
aircraft and, while rocking it, bring strut down to proper extension by releasing air from valve.
Check for valve core leakage before capping valve.
B. Brake System
The brake system incorporates a hydraulic fluid reservoir through which the brake system is
periodically serviced. Fluid is drawn from the reservoir by the brake cylinders to maintain the volume
of fluid required for maximum braking efficiency. Spongy brake pedal action is often an indication that
the brake fluid reservoir is running low on fluid. Instructions for filling the reservoir are given in Filling
Brake Cylinder Reservoir. When found necessary to accomplish repairs to any of the brake system
components, or to bleed the system, these instructions may be found in 32-40-00.
(1) Filling Brake Cylinder Reservoir
The brake cylinder reservoir is located on the upper right hand side of the bulkhead in the nose
compartment. It should be checked at every 50 hour inspection and replenished as necessary.
Fill with MIL-PRF-5606 fluid to level marked on reservoir. No brake adjustment is necessary,
though they should be checked periodically per instructions given in 32-40-00.
(2) Draining Brake System
(a) Connect a hose to bleeder fitting on the bottom of the cylinder.
(b) Place other end of hose in a suitable container.
(c) Open bleeder fitting and slowly pump hand brake lever and appropriate brake pedal until
fluid ceases to flow.
(d) Clean brake system by flushing with denatured alcohol.
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MAINTENANCE MANUAL
C. Tires
Discounting tire growth after initial inflation, once the tire has been inflated, the maximum permissible
pressure drop is 5% in any 24 hour period. When the loss rate exceeds 5% in 24 hours, check tires
for damage.
Some aircraft tires are designed to permit air or nitrogen that is trapped in the cords or that diffuses
through the liner or tube to escape through special sidewall vents. This venting prevents pressure
build-up within the cord body which might cause tread, sidewall or ply separation. Tires requiring
lower sidewall vents will have either a green or white paint dot applied to the area of each vent hole.
Tires not needing lower sidewall vents will have no color dot in this zone.
When water or a soap solution is brushed over the outside of a vented tire, bubbles form. Some vents
may emit a continuous stream of bubbles. Others may produce intermittent bubbles. And some may
not bubble at all. This variety is normal and does not mean that there is anything wrong with the tire.
In fact, as long as a vented tire is inflated, there will be some diffusion from the vents. Vents should
remain open, so check periodically to make sure they have not been covered over or closed by tire
paint or spilled solvent. And since vents may be covered during retreading, check for evidence that
your retreads have been revented.
However, as stated above, any drop in pressure exceeding 5% in any 24 hour period is not acceptable.
(1) Several basic characteristics of aircraft tires may be mistaken for problems:
(a) Tire growth in the first 12 to 24 hours after inflation will result in a seemingly severe
pressure drop. Simply inflate, wait for another 24 hours, then check pressure. It will
probably be within specs.
(b) Make sure that initial inflation is to recommended operating pressure to ensure full tire
growth.
(c) It is normal for tires to show a small amount of pressure leakage throughout the life of the
tires.
(2) Maintain tires at pressure specified in 6-00-00, Chart 1. When checking tire pressure, examine
tires for wear, cuts, bruises, and slippage. Apply Age-Master #1 to tires to protect against
ozone attack and weathering as follows:
(a) Clean oil and grease from all tire surfaces.
(b) Apply single heavy coat using brush at 0.4 - 0.5 fluid ounces per square foot. Cover
surface completely and evenly; allow to dry for 5 - 10 minutes.
(c) Apply second coat per step (2); allow to dry for 20 - 30 minutes before handling.
(d) Remove agent on wheel assembly with cleaning solvent.
(e) Re-apply as conditions dictate.
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SCHEDULED SERVICING
Routine cleaning and lubrication of the airplane and its component parts will significantly extend its
service life and reduce the frequency of repairs.
1. Induction Air Filter
Inspect induction air filter each 50 hours. Clean or replace if found to be dirty. Replace the filter after one
year, ten cleanings or 500 flight hours, whichever comes first. The induction air filter is located on the right
rear side of the engine compartment. and may be removed by the following procedure:
A. Removing
(1) Remove the upper engine cowling.
(2) Release the fasteners, remove filter cover as applicable.
(3) Remove the air filter.
B. Installation
(1) Position air filter in the box assembly.
(2) Secure air filter using cover plate.
(3) Install upper engine cowling.
C. Inspection
(1) When returning existing filter to service, rap gently on a hard flat surface to remove embedded
debris. Be careful not to damage sealing ends.
(2) Inspect filter housing for damage.
(3) The filter housing may be cleaned by wiping with a clean cloth soaked in a suitable quick-
drying solvent.
2. Alternate Air Door/Carburetor Heat
The induction air box incorporates a manually operated two-way valve, allowing either filtered induction
air or unfiltered heated air into the fuel injection servo/carburetor. Selecting alternate air/carburetor heat
OPEN provides heated air to the injection servo/carburetor in the event of engine induction system icing,
and also bypasses the air filter if it becomes blocked with ice, snow, freezing rain, etc. The following should
be checked during inspection:
A. Check that air door seals are tight and that the hinge is secure.
B. Check that when the cockpit control is in the closed position the door is properly seated in the filtered
air position.
C. Actuate the door by operating the control lever in the cockpit to determine that it is not sticking or
binding.
D. Check the cockpit control cable for free travel.
3. Propellers
Inspect spinner, back plate and propeller surfaces for nicks, scratches, corrosion and cracks. Remove
minor nicks and scratches per instructions in 61-10-00. Paint face of each blade with a flat paint to retard
glare. Wipe surfaces with a light oil or wax to prevent corrosion.
Inspect propellers for grease or oil leakage and freedom of rotation on the hub pilot tube. To check
freedom of rotation, rock the blade back and forth through the slight freedom allowed by the pitch change
mechanism. Lubricate the propeller in accordance with the Lubrication Chart.
Additional service information for the propeller may be found in Chapter 61.
4. Tire Balance
Proper balancing is critical for the life of aircraft tires. If a new tire is balanced upon installation it will usually
remain balanced for the life of the tire without having any shimmy or flat spots.
A. Tire Balancer
An inexpensive balancing fixture that will balance almost any light aircraft tire can be made from the
materials shown in “Figure 1”.
(1) Chamfer top edges of -3 sides, leaving 1/16 inch flat on top of the inboard edge. Rivet -2 tee’s
to -3 sides using AN 470-AD5 rivets, with 2 inch spacing, and using AN 426-AD5 rivets ( 2
inch center to center ) to secure -2 tee’s to -1 base. If tee extrusion is unavailable, heavy angle
extrusion could be used. -3 sides must be vertical.
(2) The -4 axle must slide through the -8 pipe, the -5 nuts are made by reaming the existing threads
in the AN 365-624 nuts with an R drill, then tapping them with a 1/8-27 pipe tap.
(3) The -6 spacers were made from 1/2 inch aluminum tubing, the two lengths of spacers are
suitable for balancing most any aircraft wheel.
(4) The -7 bushings may be made from one inch phenolic or aluminum using a 1-1/2 inch hole saw
to cut out the smaller bushing and a 1-3/4 hole saw to cut out the larger. By inserting a 1/4 inch
long threaded bolt through the pilot hole and securing with a washer and nut, a drill press and file
may be used to make the off-set on the bushing. The turned-down part should just slide inside
the bearing race and then ream the pilot hole to slide over the -8 pipe threads.
(5) The -8 pipe was made from a piece of 1/8 inch black pipe and threaded with a 1/8-27 pipe die,
this will be thread 3 inches in from each end of the pipe.
B. Procedure
Balance tires as follows:
(1) Mount the tire and tube (if one is used) on the wheels, but do not install the securing bolts. Install
the wheel bearings in the wheels; then, using the -7 bushings, -6 spacers, and -5 nuts, install the
wheel/tire assembly on the -8 pipe. Secure the -5 nuts finger tight so that the wheel halves touch
each other.. Be sure the bolt holes are aligned. Insert the -4 axle through the -8 pipe and place
the wheel in the center of the balancer. Make sure the axle is only on the chamfered edges of
the balancer and that it is at 90° to the sides of the balancer.
(2) Release the tire. If it is out of balance it will rotate, coming to rest with the heaviest point on the
bottom. Tape a ounce patch across the top center of the tire. Rotate the tire 45° and release it
again. If the tire returns to the same position, add a 1 ounce patch and again rotate the tire and
release it. Continue this procedure until the tire is balanced.
(3) When balance is attained, put a chalk mark on the sidewall directly below the patch. Use one
mark for each half ounce of weight needed. Mark the valve stem location on the tire and the
opposite wheel half to assure reassembly in the same position. Remove the wheel from the
balance stand, break it down and clean the inside of the tire with toluol. Apply a coat of patch
cement to both the patch and the inside center of the tire in line with the chalk marks. When the
cement has dried, install the patches making certain they are on the centerline of the tire and
aligned with the chalk marks on the sidewall. Burnish the patches to remove trapped air, etc.
(4) When reassembling the wheel, powder the inside of the tire. Mount the tire on the valve side
of the wheel in the same position it was in when it was balanced. Install the other wheel half,
aligning the chalk marks. Install the bolts and tighten to required torque, then inflate the tire to
the pressure specified in 6-00-00, Chart 1, and recheck the balance. The wheel should not be
more than one ounce out of balance.
PAGE 2
Oct 5/16 12-20-00 12202
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Tire Balancer
Figure 1
5. Steering Bungee
At the specified frequency according to the Lubrication Chart the steering bungee must be serviced as
follows:
A. Remove the tunnel cover located in the forward compartment.
B. Clamp the rudder pedals in the neutral position
C. Remove the nut, washers, and bolt that secures the steering bungee and the steering arm.
D. Disconnect the bungee from the idler arm by removing the nut, washer and bolt.
E. Remove the steering bungee from the aircraft.
F. Cut the safety wire from the bungee retainer.
G. Carefully remove the retainer and release the spring.
H. Apply Aero Lubriplate to the spring and mounting hardware as specified in the Lubrication Chart.
I. Compress the spring into the bungee tube and install the retainer securing with MIL-W-6713 Type
316 safety wire.
J. With the nose gear in the neutral position, install the steering bungee into position. The primary web
must be in the vertical position with the retaining clip facing down, safety wire on bottom side.
K. Install the bolt, washers and nut that secures the bungee to the steering arm.
L. Install the bolt, washer and nut that secures the bungee to the idler arm.
M. Align the nose gear per Alignment of Nose landing Gear.
N. Remove the rudder pedal clamps and check the operation of the steering bungee.
O. Install the tunnel cover in the forward compartment with the attachment hardware.
6. Hydraulic System
The hydraulic pump and landing gear actuating cylinders should be checked for leaks, tightness of line
fittings and general condition The cylinder rods are to be free of all dirt and grit. To clean the rods, use
an oil soaked rag and carefully wipe them. All the hydraulic lines should also be checked for leaks, kinks,
corrosion and attachment fittings for tightness and security. Maintenance procedures for the hydraulic
pump and lines are addressed in Chapter 29, while the actuating cylinders and free-fall valve are in
32-30-00.
7. Electrical System
Check the security of all electrical connections as well as the operation of all lights, general condition of
the generator or alternator and starter. All electrical wires should be inspected for chafing and bare wires.
For detailed information on this system, refer to Chapter 24 of this manual.
Servicing the electrical system includes replenishing the battery which is described in 12-10-00.
PAGE 4
Oct 5/16 12-20-00 12204
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
8. Lubrication
Proper lubrication procedures are valuable both as a means of prolonging the service life of the airplane
and reducing the frequency of repairs. The periodic application of recommended lubricants to their relevant
bearing surfaces, together with cleanliness, ensures the maximum efficiency and utmost service life of all
moving parts. Instructions regarding the locations, time intervals, and types of lubricant used are found in
the Lubrication Charts. See also 91-10-00, Chart 10, Consumable Materials.
NOTE: If the airplane is inactive for long periods of time, lubricate in accordance with Lubrication Charts
at least every 90 days.
A. Precautions
To ensure the best possible results from the application of lubricants, observe the following precautions:
CAUTION: MIL-PRF-23827 AND MIL-PRF-81322, CONTAIN CHEMICALS WHICH MAY BE
HARMFUL TO PAINTED SURFACES.
CAUTION: DRY LUBRICANT (I.E. - PTFE BASED MS-122) WILL ATTACK ANY ACRYLIC BASED
PLASTIC (LUCITE), POLYCARBONATES (LEXAN), POLYSTYRENE AND ITS
COPOLYMERS (ABS), AND CELLULOSE ACETATE.
CAUTION: AFTER THOROUGHLY WASHING AIRPLANE, ENSURE LANDING GEAR,
FLIGHT CONTROLS, FLAP TRACKS, STABILATOR TRIM SCREW, AND ENGINE
COMPARTMENT ARE STILL PROPERLY LUBRICATED.
(1) Use recommended lubricants. Where general purpose lubricating oil is specified, but unavailable,
clean engine oil may be used.
(2) Check components to be lubricated for evidence of excessive wear and replace as required.
(3) Remove excess lubricant from components to prevent collecting dirt and sand in quantities
capable of causing excess wear or damage to bearing surfaces.
B. Application of Grease
Before using a grease gun, ensure that gun is filled with new, clean grease of the grade specified for
the particular application.
(1) Where a reservoir is not provided around a bearing, apply the lubricant sparingly and wipe off
any excess.
(2) Remove wheel bearings from the wheel hub and clean thoroughly with a suitable solvent. When
repacking with grease, be sure the lubricant enters the space between the rollers in the retainer
ring. Do not pack the grease into the wheel hub.
(3) Use extra care when greasing the constant speed propeller hub to avoid blowing the clamp
gaskets. Remove one grease fitting and apply grease to the other fitting until fresh grease
appears at the hole of the removed fitting.
C. Application of Oil
Whenever specific lubrication instructions for individual components are not available, observe the
following precautions:
(1) Apply oil sparingly, never more than enough to coat the bearing surfaces.
(2) Do not oil control cables.
D. Lubrication Charts
(PIR-89152, Rev. C.)
The lubrication charts consist of individual illustrations for the various aircraft systems. Each
component to be lubricated is indicated by a number, the type of lubricant and the frequency of
application. Special instructions are listed in “Chart 2” before the lubrication charts.
NOTE: When the average ambient air temperature is approximately at the dividing line, use the lighter
oil.
While the specified lubricant should be used if available, lubricants listed in the Lubrication Charts
should all be considered “or equivalent.” Lubricant specifications become problematic over time.
Where a specific product is called out, that manufacturer may go out of business, may be sold, or
renamed. The named product may subsequently be no longer available, or renamed itself. Many
lubricant military specifications have been superceded over the last several years. Accordingly, a
cross-reference chart (“Chart 1”) is provided for lubricants where specification or product changes
have been identified.
PAGE 6
Oct 5/16 12-20-00 12206
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1 (Sheet 1 of 2)
LUBRICANT SPECIFICATION CROSS-REFERENCE
Old Spec / Product superceded by New Spec / Product Product Type
Lubriplate 907 Lubriplate Aero Grease, Lithium-base,
Multi-Purpose
MIL-A-907 MIL-PRF-907 (aka Kopr-Kote *) Anti-Seize Thread Compound,
High Temp.
(up to 566 Degrees C )
(up to 1050 Degrees F)
MIL-A-5092 MMM-A-1617 Adhesive, (Rubber Base)
General Purpose.
MIL-C-16173 MIL-PRF-16173 Corrosion Preventative
Compound, Solvent Cutback,
Cold Application.
MIL-DTL-27686 See MIL-I-27686 below.
MIL-G-3278 MIL-PRF-23827 Grease, Aircraft & Instrument,
(Mobil Grease 33) Gear and Actuator Screw.
MIL-G-3545 MIL-PRF-81322 Grease, Aircraft, General
Purpose, Wide Temp.
(-54 to 177 Degrees C)
(-65 to 350 Degrees F).
MIL-G-6032 SAE-AMS-G-6032 Grease, Plug Valve,
Gasoline & Oil Resistant.
MIL-G-7711 MIL-PRF-81322 See MIL-PRF-81322 above.
MIL-G-18709 DOD-G-24508 Grease, High Performance,
Multipurpose.
MIL-G-21164 MIL-G-21164 Grease, Molybdenum Disulfide,
for Low & High Temperatures
MIL-G-23827 MIL-PRF-23827 See MIL-PRF-23827 above.
MIL-G-81322 MIL-PRF-81322 See MIL-PRF-81322 above.
MIL-H-5606 MIL-PRF-5606 Hydraulic Fluid, Petroleum
Base, Aircraft, Missile, and
Ordnance.
MIL-I-27686 MIL-DTL-85470 Inhibitor, Icing, Fuel System,
High Flash, NATO Cold
Number S-1745.
MIL-L-6082 SAE J 1966 Oil, Lubricating, Aircraft Piston
Engine (Non-Dispersant
Mineral Oil).
MIL-L-7870 MIL-PRF-7870 Oil, Lubricating, General
Purpose Low Temp.
MIL-L-22851 SAE J 1899 Oil, Lubricating, Aircraft Piston
Engine (Ashless Dispersant).
MIL-L-25567 MIL-PRF-25567 Leak Detection Compound,
Oxygen Systems.
MIL-L-60326 MS-122AD * Dry-Lubricant.
CHART 1 (Sheet 2 of 2)
LUBRICANT SPECIFICATION CROSS-REFERENCE
Old Spec / Product superceded by New Spec / Product Product Type
MIL-M-7866 SAE-AMS-M-7866 Molybdenum Disulfide,
Technical, Lubrication Grade.
MIL-S-11031 A-A-59293 Adhesive (Curing),
Sealing Compound
(Polysulfide Base).
MIL-S-22473 ASTM-D-5363 Adhesive, Anaerobic
Single-Component.
MIL-S-8660 SAE-AS-8660 Silicone Compound,
NATO S-736,
(-54 to 204 Degrees C)
(-65 to 400 Degrees F)
MIL-T-5544 SAE-AMS-2518 Thread Compound, Anti-Seize,
Graphite-Petrolatum
MIL-T-27730 A-A-58092 Tape, Anti-Seize,
Polytetrafluoroethylene
MS-122 * MS-122AD * Dry-Lubricant
MS-122-6075 * MS-122AD * Dry-Lubricant
Parker O-Ring Lube * Parker O-Lube * O-Ring Lubricant
Parker 6PB * or 6PB Parker * MIL-PRF-907 (aka Kopr-Kote *) See MIL-PRF-907 above.
TT-A-580 (JAN-A-669) TT-A-580 (TT-S-1732) Sealing Compound, Pipe Joint
and Thread, Lead Free,
General Purpose.
* Product Nomenclature
PAGE 8
Oct 5/16 12-20-00 12208
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 2
SPECIAL INSTRUCTIONS
1. BEARINGS AND BUSHINGS - Clean exterior with a quick drying solvent before lubricating.
2. LUBRICATION POINTS - Wipe all lubrication points clean of old grease, oil, dirt, etc., before lubricating.
3. WHEEL BEARINGS - For nose and main wheels, see bearing installation procedure in
32-40-00, under Main Wheel Assembly, Assembly and Installation, for grease requirements and
packing instructions. Wheel bearings also require cleaning and repacking after exposure to any
abnormal quantity of water.
4. OLEO STRUTS, HYDRAULIC PUMP RESERVOIR AND BRAKE RESERVOIR - Fill per instructions on
unit or container, or refer to applicable chapter in this manual.
5. DOOR SEALS - Apply release agent/dry lubricant to door seals at least once a month to improve
sealing characteristics and to prevent the seal from sticking.
6. CONTROL CABLES - Do not oil control cables. Grease control cables where they pass over a pulley or
through a fairlead.
7. AIR FILTER - To clean filter, tap gently to remove dirt particles or wash in warm water and mild
detergent and dry. Do not blow out with compressed air. do not use oil. Replace filter if damaged.
8. OIL AND FILTER - Lycoming recommends changing the oil and filter every 50 hours or four months,
whichever comes first.
9. See the latest revision of lycoming service instruction no. 1014 For use of detergent oil.
10. O-RING, CONTROL WHEEL SHAFT BUSHING - Disassemble the retainer plates and lubricate the
O-ring around the control wheel shaft bushing as required. Ensure thick retainer plate is reassembled
with slot up.
CAUTION: GREASE MUST BE APPLIED TO ALL BLADES OF A PROPELLER ASSEMBLY AT THE
TIME OF LUBRICATION.
11. PROPELLER - For each blade: remove the grease fitting nearest the trailing edge of the blade. Use a
piece of safety wire to loosen any blockage or hardened grease at the threaded holes where the grease
fitting was removed. Then, using a hand operated grease gun, apply grease through the remaining
fitting until fresh grease appears at hole of removed lube fitting in a steady flow or until a maximum of
one (1) fl. oz. (30 ml) of grease has been applied, whichever comes first. If annual usage is significantly
less than 100 hours, increase lubrication frequency to every six months. See latest revision of Hartzell
Manual No. 202A. If initial lubrication after assembly or overhaul, use procedure in Hartzell Manual No.
202A.
12. Do not lubricate engine control cables.
13. BUNGEE - Lubricate springs if bungee is disassembled.
14. Do not apply lubricant to rubber parts.
15. Outer surface of inner spacer.
Chart 3 (Sheet 1 of 2)
LUBRICATION - MAIN LANDING GEAR
COMPONENT LUBRICANT FREQUENCY
1. MAIN GEAR PIVOT POINTS, UPPER SIDE BRACE
SWIVEL FITTING, MAIN GEAR SIDE BRACE LINK ASSY.
(See Spec. Instr. 1) MIL-PRF-23827 100 HRS
2. OLEO STRUT FILLER POINT, BRAKE RESERVOIR
(See Spec. Instr. 4) MIL-PRF-5606 AS REQUIRED
3. HYDRAULIC PUMP RESERVOIR
(See Spec. Instr. 4) MIL-PRF-5606 100 HRS
4. MAIN GEAR DOWN LOCK ASSEMBLY (See Spec. Instr. 2) MIL-PRF-81322 100 HRS
5. RETRACTION FITTING AND CYLINDER ATTACHMENT
POINTS, MAIN GEAR DOOR CONTROL ROD ENDS,
(See Spec. Instr. 2) MIL-PRF-7870 100 HRS
6. EXPOSED OLEO STRUT (See Spec. Instr. 2) RELEASE AGENT /
DRY LUBRICANT
MS-122AD 100 HRS
7. MAIN GEAR WHEEL BEARINGS (See Spec. Instr. 3) MOBIL AVIATION
GREASE SHC 100 100 HRS
8. MAIN GEAR DOOR HINGE (See Spec. Instr. 2) MIL-PRF-7870 100 HRS
9. MAIN GEAR TORQUE LINKS (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
PAGE 10
Jul 1/17 12-20-00 122010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 3 (Sheet 2 of 2)
LUBRICATION - MAIN LANDING GEAR
Chart 4 (Sheet 1 of 2)
LUBRICATION - NOSE LANDING GEAR
COMPONENT LUBRICANT FREQUENCY
1. NOSE WHEEL BEARINGS - (See Spec. Instr. 3) MOBIL AVIATION
GREASE SHC 100 100 HRS
2. NOSE GEAR TORQUE LINK ASSY,
NOSE GEAR PIVOT POINT,
NOSE GEAR DRAG LINK ASSY.,
STEERING BELLCRANK PIVOT POINTS,
STEERING BELLCRANK ROD ENDS,
NOSE GEAR STEERING ROLLERS,
HYDRAULIC CYLINDER ROD END & MASTER CYLINDER ROD END,
DOOR & RETRACTION MECHANISM,
NOSE GEAR CENTERING SPRING PIVOT POINT
(See Spec. Instr. 2) MIL-PRF-7870 100 HRS
3. NOSE GEAR DOWNLOCK AND CYLINDER (See Spec. Instr. 1) MIL-PRF-7870 100 HRS
4. NOSE GEAR STRUT HOUSING (See Spec. Instr. 1 & 2) MIL-PRF-23827 100 HRS
5. EXPOSED OLEO STRUT (See Spec. Instr. 2) RELEASE AGENT /
DRY LUBRICANT
MS-122AD 100 HRS
6. STEERING BUNGEES (See Spec. Instr. 6, 13 &14) LUBRIPLATE #907 AS REQUIRED
7. OLEO STRUT FILLER POINT (See Spec. Instr. 4) MIL-PRF-5606 100 HRS
PAGE 12
Jul 1/17 12-20-00 122012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 4 (Sheet 2 of 2)
LUBRICATION - NOSE LANDING GEAR
Chart 5 (Sheet 1 of 2)
LUBRICATION - CONTROL SYSTEM, PART 1
COMPONENT LUBRICANT FREQUENCY
1. RUDDER AND STABILATOR HINGE POINTS,
RUDDER TAB AND STABILATOR TAB ROD END BEARINGS,
STABILATOR TRIM TAB LINKS,
STABILATOR CONTROL AND RUDDER CONTROL CABLE PULLEYS,
FLAP TORQUE TUBE BEARING BLOCK,
FLAP HANDLE PIVOT POINT,
FLAP LOCK MECHANISM, TURN BUCKLE END AND TEE BAR PIVOT POINTS,
CONTROL COLUMN FLEX JOINT, AND SPROCKET,
AILERON AND STABILATOR CONTROL PULLEYS,
STABILATOR CONTROL ROD AND IDLER PULLEY.
(See Spec. Instr. 1, 2, & 6) MIL-PRF-7870 100 HRS
1A. AILERON, STABILATOR AND RUDDER CONTROL CABLES AEROSHELL 33
(See Spec. Instr. 2, & 6) (Not Shown) MIL-PRF-23827 100 HRS
2. AILERON HINGE BEARINGS, FLAP HINGE BEARINGS
AND FLAP CONTROL ROD END BEARINGS (See Spec. Instr. 1 & 2) MIL-PRF-7870 100 HRS
3. FLAP RETURN & TENSION CHAINS, AND AILERON & STABILATOR
CONTROL CHAIN. (See Spec. Instr. 1 & 2) MIL-PRF-7870 500 HRS
4. RUDDER & STABILATOR TRIM SCREW. (See Spec. Instr. 1 & 2) MIL-S-8660B /
DOW CORNING #4 500 HRS
5. O-RING, CONTROL WHEEL SHAFT BUSHING (See Spec. Inst. 10) PARKER O-LUBE AS REQUIRED
CAUTION: DO NOT OVER-LUBRICATE COCKPIT CONTROLS.
CAUTION: DO NOT LUBRICATE CONTROL WHEEL SHAFT OR BUSHING. CLEAN ONLY WITH
ALCOHOL OR OTHER SUITABLE SOLVENT.
PAGE 14
Oct 5/16 12-20-00 122014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 5 (Sheet 2 of 2)
LUBRICATION - CONTROL SYSTEM, PART 1
Chart 6 (Sheet 1 of 2)
LUBRICATION - CONTROL SYSTEM, PART 2
PAGE 16
Oct 5/16 12-20-00 122016
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 6 (Sheet 2 of 2)
LUBRICATION - CONTROL SYSTEM, PART 2
Chart 7 (Sheet 1 of 2)
LUBRICATION - POWER PLANT AND PROPELLER
COMPONENT LUBRICANT FREQUENCY
1. COWL FLAP HINGE, GOVERNOR CONTROL, CONTROL
QUADRANT (Bearing Surfaces), CABIN HEAT & DEFROST
MECHANISMS, SELECTOR VALVE CONTROL
(See Spec. Instr. 12) MIL-PRF-7870 100 HRS
2. AIR FILTER (See Spec. Instr. 7) 50 HRS
3. CARTRIDGE TYPE OIL FILTERS (See Spec. Instr. 8 and 9) REPLACE 50 HRS
4. ENGINE SUMP AIR TEMPERATURE MIL-L-6082B MIL-L-22851
LUBRICATING OIL, (Ashless Dispersant)
RECIPROCATING
ENGINE (PISTON) ALL --- SAE 15W50, 20W50
ABOVE 80°F (26.67°C) SAE 60 SAE 60
ABOVE 60°F (15.55°C) SAE 50 SAE 40, SAE 50
30° TO 90°F (-1.11° TO 32.22°C) SAE 40 SAE 40
0° TO 70°F (-17.77° TO 21.11°C) SAE 30 SAE 30, 40, 20W40
0° TO 90°F (-17.77° TO 32.22°C) SAE20W50 SAE 20W50, 15W50
BELOW 10°F (-12.22°C) SAE 20 SAE 30, 20W30 50 HRS
5. PROPELLER ASSEMBLY (See Spec. Instr. 11) AEROSHELL 6 GREASE 100 HRS /
12 MONTHS
6. COWL FLAP ACTUATING MECHANISM (See Spec. Instr. 15) LUBRIPLATE #907 500 HRS
7. ALTERNATE AIR / CARBURETOR AIR BOX FLAPPER VALVE LUBRIPLATE #907 100 HRS
PAGE 18
Jul 1/17 12-20-00 122018
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 7 (Sheet 2 of 2)
LUBRICATION - POWER PLANT AND PROPELLER
UP
FWD
AIRBOX
(WITH CARBURETED ENGINE)
UP
FWD
AIRBOX
(WITH FUEL INJECTED ENGINE)
Chart 8
LUBRICATION - CABIN / BAGGAGE DOORS AND SEATS
PAGE 20
Oct 5/16 12-20-00 122020
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE
PAGE 122
Oct
Oct 5/16
5/16 12-20-00 122022
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
20
STANDARD
PRACTICES -
AIRFRAME
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
20-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 20
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE 2
Oct 5/16 20 - LIST OF EFFECTIVE PAGES 20-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TABLE OF CONTENTS
GENERAL 20-00-00 1
Description 1
Torque Wrenches 1
Installing Rod End Bearings 1
Removing Cherrylock Rivets 3
Identification of Fluid Lines 3
Inspection of Flexible Hoses 4
Flareless Tube Assemblies 6
Support Clamps 8
Dye Penetrant Inspection 9
Threaded Fastener Installation 9
Thread Lubrication 10
Airframe Water Leak Check 11
PAINTING 20-20-00 1
Painting Safety 1
Polyurethane Paint Safety 1
Paint Application 2
Painting Sequence 2
Color Matching 2
Trim and Registration Numbers 2
Paint System Compatibility 3
Common Paint Troubles 3
Storage 4
Painting Facility 4
Aircraft Finish Care 4
WIRING 20-97-00 1
EMI Shielding 1
PRT-S Wrap Around Heat Shrink Tubing 1
Cut to size. 1
Wrapped Drain Wire. 1
Installing The PRT-S Tubing. 2
Shrinking. 3
SPC5092 Wrap-A-Shield Tubing 6
Cut to size. 6
Attaching Drain Wire. 6
Install the Wrap-A-Shield Tubing. 6
PAGE 2
Oct 5/16 20 - CONTENTS 20-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GENERAL
1. Description
This chapter contains general information pertaining to standard aircraft hardware installation and removal
practices, as well as general information on corrosion control and painting issues.
For standard repair practices of a minor nature, see 51-70-00 and AC 43.13-1 (latest revision).
If non-destructive testing is needed after repair of 4130 steel, use a magnetic particle inspection method
such as Magnaflux.
Testing and inspecting of aluminum castings and machined aluminum parts may be done by the dye
penetrant method.
Usually, a good visual inspection with a 10X magnifying glass will show any damage or defect in a repair
that is of a significant nature.
2. Torque Wrenches
Torque wrenches should be checked daily and calibrated by means of weights and a measured lever arm
to ensure that inaccuracies are not present. Checking one torque wrench against another is not sufficient
and is not recommended. Some wrenches are quite sensitive to the way they are supported during a
tightening operation. Any instructions furnished by the manufacturer must be followed explicitly.
When it is necessary to use a special extension or adapter wrench together with a torque wrench, a simple
mathematical equation must be worked out to arrive at the correct torque reading. Following is the formula
to be used: (Refer to “Figure 1”.)
T = Torque desired at the part.
A = Basic lever length from center of wrench shank to center of handle or stamped on wrench or
listed for that model wrench.
B = Length of adapter extension, center of bolt to center of shank.
C = Scale reading needed to obtain desired torque (T).
The formula: C = A x T
A+B
EXAMPLE: A bolt requires 30 foot pounds and a 3 inch adapter (one-quarter of a foot or
0.25’) is needed to get at it. You want to know what scale reading it will take
on a one-foot lever arm wrench to obtain the 30 foot pounds at the bolt.
C = 1 x 30 or C = 30 = 24 ft.-lbs.
1 + 0.25 1.25
Remember, the 3-inch adapter must be projecting 3 inches straight along the wrench axis. In general,
avoid all complex assemblages or adapters and extensions of flex joints.
3. Installing Rod End Bearings
Install rod end bearings as shown in “Figure 2”.
PAGE 2
Oct 5/16 20-00-00 20002
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Tapes, paint, tags and decals are placed on both ends of a line and at least once in each compartment
through which the line runs. Identification markers are also placed immediately adjacent to each valve,
regulator, filter or other accessory within a line.
6. Inspection of Flexible Hoses
NOTE: During the manufacturing process, a condition known as “rubber strike-through” occasionally
occurs. This condition is such that rubber material protrudes through the wire braid cover. This
condition has no effect on hose quality.
It is recommended that flexible hoses be inspected every 100 hours, especially those in the engine
compartments. When inspecting hoses, look for the following conditions:
A. Check each installation to be sure the hose is not kinked, twisted, or distorted. Check for evidence
of abrasion, cuts, and broken wires. Random broken wires are acceptable since 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.
B. 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.
C. 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 1
Replace hose if any deterioration exists.
Chart 1
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
PAGE 4
Oct 5/16 20-00-00 20004
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 6
Oct 5/16 20-00-00 20006
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
8. Support Clamps
CAUTION: MAKE CERTAIN THAT CLAMPS ARE OF THE CORRECT SIZE. CLAMPS OR SUPPORTING
CLIPS SMALLER THAN THE OUTSIDE DIAMETER OF THE HOSE MAY RESTRICT THE
FLOW OF FLUID THROUGH THE HOSE.
Support clamps are used to secure the various lines to the airframe or power plant assemblies. Several
type of support clamps are used for this purpose. The rubber cushioned and plain are the most commonly
used clamps. The rubber cushioned clamp is used to secure lines subject to vibration; the cushioning
prevents chafing of the tubing. The plain clamp is used to secure lines in areas not subject to vibration.
A teflon cushioned clamp is used in areas where the deteriorating effects of hydraulic fluid or fuel is
expected, however, because it is less resilient, it does not provide as good a vibration damping effect as
other cushion materials.
Use bonded clamps to secure metal hydraulic, fuel and oil lines in place. Unbonded clamps should be
used only for securing wiring. Remove any paint or anodizing from the portion of the tube at the bonding
clap location.
All plumbing lines must be secured at specified intervals. The maximum distance between supports for
rigid fluid tubing is shown in “Chart 2”.
Chart 2
MAXIMUM DISTANCE BETWEEN SUPPORTS FOR FLUID TUBING
Distance Between Supports (IN.)
Tube O.D. (IN.) Aluminum Alloy Steel
1/8 9-1/2 11-1/2
3/16 12 14
1/4 13-1/2 16
5/16 15 18
3/8 16-1/2 20
1/2 19 23
5/8 22 25-1/2
3/4 24 27-1/2
1 26-1/2 30
PAGE 8
Oct 5/16 20-00-00 20008
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
A. Fastener Lengths
Fastener shank lengths must be long enough to prevent bearing loads on threads. In addition, the
fastener or screw must extend through the nut.
The specified fastener grip length can be varied by one size (longer or shorter) to meet requirements
stated above.
B. Washer Usage
Add a maximum of two NAS1149 washers (of the correct diameter, material and finish that matches
the fastener being installed) under fastener heads or nuts to correct for variations in material thickness
within the tolerances permitted. Where needed, use a maximum of two standard filler washers
(spacers) under the nut to adjust for fastener length or alignment of cotter key hole. Where nutplates
are used, adjust for protruding head fastener length by using up to a maximum of two standard filler
washers under the fastener head.
C. Self-locking Fasteners
The use of self-locking nuts, fasteners and screws, including fasteners with non-metallic inserts is
subject to the following limitations:
(1) Fasteners incorporating self-locking devices must not be re-used if they can be run up using
less than the required minimum torque values specified or as shown in Chart 2, 91-10-00.
They may be reused, if hand tools are required to run them up, providing there is no obvious
damage to the self-locking device prior to installation.
(2) Fasteners 5/16 inch diameter and over with cotter pin holes may be used with self-locking nuts.
(3) Self-locking nuts must not be used at joints which subject either the nut or the fastener to
rotation.
(4) Self-locking fasteners shall never be tapped or rethreaded. Nuts, fasteners and screws with
damaged threads or rough ends shall not be used, or rethreaded.
D. Torque
See Torque Requirements, 91-10-00.
Chart 3
THREAD LUBRICANTS
Line Lubricant
Brakes MIL-PRF-5606, Hydraulic Fluid
Landing Gear Air Valve MIL-PRF-907E, Anti-Seize Thread Compound, High Temperature
CAUTION: LUBRICATE ENGINE FITTINGS ONLY WITH THE FLUID CONTAINED IN THE
PARTICULAR LINE.
PAGE 10
Oct 5/16 20-00-00 200010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 12
Oct 5/16 20-00-00 200012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAINTING
1. Painting Safety
WARNING: OVERSPRAY FROM CERTAIN ENAMELS, IF PUT IN WATER, IS FLAMMABLE. STORE ALL
OVERSPRAY IN COVERED CONTAINERS AWAY FROM BUILDINGS WHERE SPRAYING
OPERATIONS ARE CONDUCTED.
WARNING: WASH ALL RAGS AND SPONGES USED TO APPLY ANY PHOSPHORIC ACID
CONVERSION COATINGS (ALODINE) BEFORE DISPOSAL. IF MATERIAL DRIES ON
RAG, THERE IS DANGER OF SPONTANEOUS COMBUSTION.
WARNING: MIX DOPES AND LACQUERS WITH AIR DRILL. DO NOT USE ELECTRIC DRILL. ARCING
ELECTRIC DRILL MOTOR WILL IGNITE FUMES.
WARNING: VERIFY SPRAY ROOM IS WELL VENTILATED. A CONCENTRATION OF FUMES
WILL CAUSE A DANGEROUS FIRE HAZARD OR INSUFFICIENT OXYGEN FOR THE
OPERATOR.
CAUTION: DO NOT ALLOW PAINT STRIPPER TO CONTACT FIBERGLASS REINFORCED PARTS
SUCH AS RADOMES, RADIO ANTENNAS, WING PARTS, OR WING TIPS. FIBERGLASS
STRUCTURES MAY BE FINISHED WITH ACRYLIC LACQUER OR POLYURETHANE
ENAMEL AND ARE DAMAGED BY THE STRIPPER.
2. Polyurethane Paint Safety
WARNING: POLYURETHANE PAINT MAY BE DANGEROUS TO YOUR HEALTH. SERIOUS INJURY
WILL RESULT IF SAFETY PRECAUTIONS ARE NOT FOLLOWED.
WARNING: DURING TRANSIT AND STORAGE CHECK FOR SIGNS OF A BULGING CAN, OTHER
THAN NORMAL ODOR, OR A CHANGE IN RESIN FROM A CLEAR TO A CLOUDY STATE.
A SLOW CARBON DIOXIDE BUILDUP WILL CAUSE CAN TO BURST. REMOVE AND
PROPERLY DISPOSE ANY DEFECTIVE CANS.
WARNING: ENSURE ADEQUATE VENTILATION AND WEAR APPROPRIATE BREATHING
PROTECTION FACE MASK WHEN PAINTING.
WARNING: POLYURETHANE PAINTS CAN PRODUCE IRRITATION OF THE SKIN, EYES, AND
RESPIRATORY TRACT DURING MIXING AND APPLICATION. EXPOSURE TO SPRAY
VAPORS AND MISTS DURING SPRAY APPLICATION MAY CAUSE BREATHING
DIFFICULTY, SHORTNESS OF BREATH, AND DRY COUGH. INDIVIDUAL SUSCEPTIBILITY
IS A CONTROLLING FACTOR. ONCE SENSITIZED, MANY PEOPLE CANNOT TOLERATE
ANY EXPOSURE AND MUST THEREAFTER AVOID EXPOSED WORK AREAS.
WARNING: PRODUCTION TYPE MIXING AND SPRAY PAINTING OPERATIONS MUST BE IN
SPECIALLY DESIGNED, EXHAUST-VENTILATED AREAS.
WARNING: PAINTERS MUST BE FULLY CLOTHED WITH COLLARS BUTTONED AND SLEEVES
TAPED AT THE WRIST. PAINTERS MUST WEAR FITTED, DOUBLE CARTRIDGE
ORGANIC VAPOR RESPIRATOR WITH FRESH CARTRIDGE INSERTED DAILY, SOLVENT-
RESISTANT GAUNTLET STYLE GLOVES, AND SAFETY GOGGLES.
3. Paint Application
WARNING: GROUND AIRCRAFT BEFORE PAINTING SO NO STATIC ELECTRICITY CHARGES
BUILD UP AND DISCHARGE.
CAUTION: PROTECT WINDSHIELD WHEN MASKING AIRCRAFT. PAINT STRIPPERS, METAL
BRIGHTENERS, AND SOLVENTS WILL DAMAGE WINDSHIELD.
CAUTION: BALANCE MOVABLE CONTROL SURFACES AFTER PAINTING. REFER TO APPROPRIATE
MAINTENANCE MANUAL SECTIONS.
CAUTION: BEFORE FORCE DRYING AT ELEVATED TEMPERATURES, VERIFY THAT ALL FUEL TANK
VENTS ARE UNOBSTRUCTED AND WILL NOT RESULT IN EXPANDED FUEL SPILLING
ON NEWLY PAINTED SURFACES OR PAINT BOOTH FLOOR.
CAUTION: DO NOT PAINT PITOT TUBES, GAS CAPS, OR ANTENNA COVERS THAT WERE NOT
FACTORY PAINTED.
CAUTION: DO NOT USE METALLIC PAINTS ON RADAR CONES OR ANTENNA COVERS.
CAUTION: DO NOT ALLOW SILICONE LUBRICANTS TO CONTACT ANY SURFACES TO BE PAINTED.
SILICONE LUBRICANT IS VERY DIFFICULT TO REMOVE COMPLETELY.
4. Painting Sequence
For primer, tack, finish coats, and lacquer application:
A. Position airplane so airflow is from tail toward nose and overspray ahead of you.
B. To minimize overspray problems, have two painters work simultaneously on opposite sides of
airplane.
C. Paint difficult areas such as landing gear, and wheel wells before flat surfaces. Paint the ends and
leading edges of ailerons and flaps. Paint flap and aileron wells, wing tips, and leading and trailing
edges.
D. Paint the bottom of the airplane first including bottom of horizontal tail surfaces. Starting at the root
and working outward, spray chordwise. Work up fuselage and allow spray to cover sides. Work up to
engine. Spray wing bottom. Start each painter at the root and work toward tip, spraying chordwise.
E. Lower airplane tail enough to reach fin top. When spraying fuselage top, tilt spray gun so overspray
is ahead of area being painted and new paint will wipe out overspray. Spray primer across fuselage,
vertical and horizontal tail surfaces, and wing.
5. Color Matching
See aircraft logbooks for color codes.
6. Trim and Registration Numbers
Apply predominant color first over entire surface. Apply trim colors over base color after it dries. When top
of fuselage is to be painted white with a dark color adjoining it, apply light color and feather into area to be
painted with dark color. When light color dries, place masking tape and paper along separation line, and
apply dark color.
Allow paint to dry several hours before removing masking tape. Remove tape by pulling slowly parallel to
surface. This will reduce the possibility of peeling off finish with tape.
Apply registration numbers by painting or affixing self-adhering plastic figures. They must be solid color lines
contrasting with background. Location and size of identification numbers vary, per aircraft size. Location
and size is found in Federal Aviation Regulations.
PAGE 2
Oct 5/16 20-20-00 20202
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Sags and Runs - Excess paint causes wet paint film to move by gravity and presents a sagging
appearance. Incorrect viscosity, air pressure, and gun handling, or inadequate surface preparation
are frequent causes.
D. Spray Mottle - Sometimes known as orange peel or pebble, is caused by incorrect paint viscosity,
air pressure, spray gun setting, or the distance the gun is held from work.
E. Blushing is one of the most common troubles. It appears as clouding or blooming of paint film. It is
more common with cellulose than synthetic materials. It may be caused by moisture in air supply
line, adverse humidity, drafts, or sudden temperature changes.
9. Storage
A. Store paint, enamel, and other finishing material in dry storage away from direct sunlight and heat.
Mark each container with a code for identification.
B. Storage facilities must comply to Occupational Safety and Health Act (OSHA) requirements
regarding air circulation, lighting, and fire protection. Lock storage facilities to prevent children and
unauthorized personnel entry.
C. Invert pigmented materials every inventory so pigments will not pack to can bottom. Properly
dispose of empty containers.
D. Use older materials first. Useful life of some finishes is limited.
E. Storage area temperatures must be approximately 50 - 90°F. If finishes are stored in temperature
extremes, allow them to return to room temperature before using.
10. Painting Facility
WARNING: DO NOT BREATHE PAINT FUMES. FUMES DEPLETE THE OXYGEN SUPPLY REQUIRED
BY THE BODY.
A. Painting facilities must conform to local, state, and OSHA standards with respect to air circulation,
exhaust emissions, lighting, and fire protection.
B. Provide sufficient air movement in painting area so there is only a slight finishing material odor.
Exhaust fans must be belt-driven and located near floor level. Locate fan’s motor away from fumes.
C. All spraying area personnel must wear approved respiration safety equipment.
11. Aircraft Finish Care
See Aircraft Finish Care, 12-00-00.
PAGE 4
Oct 5/16 20-20-00 20204
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
WIRING
Airplanes equipped with the Garmin GFC 700 Automatic Flight Control System have additional EMI
shielding on some harness assemblies. If repair is required, use the following procedures as appropriate.
EMI Shielding
(PIR-107873 A.)
Chart 1
EMI SHIELDING SPECIFICATIONS
(PIR-107872 B.)
Drain Wire
Figure 1
PAGE 2
Oct 5/16 20-97-00 20972
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PRT-S tubing
Figure 3
(4) Shrinking.
(a) PRT-S tubing begins to shrink at 90°C (194°F), however to achieve a timely and uniform
installation it’s desirable to use a heat gun temperature setting of 120-130°C (248-266°F).
Always use a small reducer nozzle that will allow you to localize the stream. Never use a
tubing reflector designed to spread the heat evenly or infrared type of heat gun.
(b) Begin shrinking the PRT-S tubing by directing the heat source at the overlap seam area
near the center of the tubing. See “Figure 4”. Apply heat to the overlap area only! The
overlap area will tend to curl up into a “U” shape as it is heated. See “Figure 5”. Continue
applying heat in short bursts to this area until the surrounding tubing begins to pull the “U”
shape back down flat. Do not be afraid to apply extra heat to the overlap area, as it will take
extra dwell time for the inside layer of the overlap to shrink. Do not be alarmed if the outer
layer of the overlap flap tends to lift off the adhesive and curl back slightly during initial heat
exposure. With continued heating this lifted area will generally lay back down on its own, if
not, lightly tap the lifted edge as necessary with a wooden stick. Shrink the overlap seam
along its entire length before attempting to shrink the remaining tubing.
(c) After the overlap seam has fully shrunk begin applying heat to the remaining tubing. With
small diameter tubing sizes you may find that most of the remaining tubing has already
shrunk. Visually examine the entire circumference of the tubing and apply localized heat
to any areas that show evidence of insufficient heating. While the tubing is hot you may
work or form the PRT-S tubing and cable as necessary. Once properly positioned allow the
finished assembly to cool to the point of being warm.
PAGE 4
Oct 5/16 20-97-00 20974
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
SPC5092 Wrap-A-Shield
Figure 8
PAGE 6
Oct 5/16 20-97-00 20976
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
21
ENVIRONMENTAL
SYSTEMS
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
21-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 21
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE
PAGE 12
Oct
Oct 5/16
5/16 21 - LIST OF EFFECTIVE PAGES 21-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TABLE OF CONTENTS
GENERAL 21-00-00 1
DISTRIBUTION 21-20-00 1
Overhead Vent System 1
Overhead Vent Blower 1
Removal 1
Installation 1
Disassembly 1
Assembly 2
Avionics Cooling Blower 5
Standard and Avidyne Entegra Installation 5
Removal 5
Installation 5
Garmin G1000 / G1000 NXi in S/N’s 4496331, 4496339–4496431, 4496433–4496446. 8
Avionics Cooling Blower 8
Rack-mounted Cooling Fans 8
Garmin G1000 NXi in S/N’s 4496432, 4496447 and up. 11
Bracket-mounted Blower 11
Plate-mounted Blowers 11
HEATING 21-40-00 1
Description 1
Spark - Spray Ignition 1
Basic Components 4
Fuel Regulator and Shutoff Valve 4
Intake Valve and Switches 4
Duct Switch 6
Combustion Air Blower 6
Ventilating Air Blower 6
Operating Controls 6
Troubleshooting 6
Heater 11
Inspection 11
Preflight and/or Daily Inspection 11
100-Hour Inspection 11
Operating Procedure 12
Operational Tests 12
Test Preparation 12
Replacement Ground Test 12
Ground Test 1 13
Ground Test 2 13
Ground Test 3 15
Ground Test 4 15
Ground Test 5 15
COOLING 21-50-00 1
Air Conditioning 1
PAGE
PAGE 12
Oct
Oct 5/16
5/16
1/18 21 - CONTENTS 21-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GENERAL
Instructions for maintaining the cabin vent and heating systems are contained in this chapter. Also
incorporated in this chapter are instructions for the inspection and operation of the 45,000 BTU heater
unit, defroster, and ventilation system.
Description and Operation
A. Vent air can be supplied through the heater unit, and by ram air or fan through the upper vent ducts.
Air is supplied to the upper vent system by way of an inlet on the leading edge of the vertical
stabilizer or through the inlet located on the left side of the aft fuselage, depending on serial
number.
B. Heated air for the cabin and defroster operation is obtained from the combustion heater located in the
nose section of the airplane. Fresh air is supplied to the heater from an intake located in the nose and
routed through the heater and into the cabin through six adjustable outlets. Operation of the heater is
controlled by a three-position switch located on the lower right side of instrument panel and labeled
FAN, OFF and HEATER. The FAN position will operate the ventilation blower of the heater and may
be used for cabin ventilation or windshield defogging on the ground when heat is not desired. For
additional defrost capability adjust cabin temperature control and then adjust the three-position switch
to HEATER.
C. For cabin heat, the air intake lever located on the lower right side of the instrument panel must be
partially or fully open and the three-position switch set to HEATER. This will start the fuel flow and
ignite the burner simultaneously. With instant starting and no need for priming, heat should be felt
within a few seconds. There are two safety switches installed at the intake valve (See 21-40-00, Figure
5) located forward of the heater unit which are activated by the intake valve and wired to prevent both
fan and heater operation unless the air intake valve is moved off the closed position.
D. Regulating the heater and airflow is accomplished by adjusting the levers on the instrument panel.
The lower lever regulates the defroster, while the center lever regulates the intake valve and the top
lever regulates the cabin temperature. Cabin temperature and air circulation can be varied to suit
individual requirements by various combinations of lever settings.
E. Heat may be supplied before starting the engines by turning on the master switch, opening the air
intake valve and placing the heater switch in the HEATER position.
F. An overheat limit switch is located in the aft outboard end of the heater vent jacket, which acts as a
safety device to render the heater inoperative if a malfunction should occur. A red reset button on the
switch can be reached through the nose. Operation of this switch results in illumination of the overheat
light located on the lower right side of the instrument panel, or a “HTR OVER TEMP” lamp located
in the annunciator panel lights, upper center panel. To prevent activation of the overheat limit switch
upon normal heater shutdown during ground operation, turn the switch to the FAN position for two
minutes, while leaving the air intake lever in the open position, before turning the switch to the OFF
position.
G. There are four overhead fresh air vents which are supplied by a separate inlet in the dorsal fin or
through the inlet located on the left side of the aft fuselage, depending on serial number.
H. The system can be supplemented by an optional blower.
PAGE 2
Oct 5/16 21-00-00 21002
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
DISTRIBUTION
Chart 1
BLOWER SYSTEM WIRE COLOR CODES
Motor Wires Aircraft Wires
14V 28V
Pin ESB - Universal Dukes Aircraft Pin
Nos. Electric Co. Inc. Harness Nos.
Ground Plug 2 Brown Green AC26A 2 Receptacle
Low Speed Plug 1 Yellow Red Black 1 Receptacle
Med. Speed Receptacle 2 Red -- White 2 Plug
High Speed Receptacle 1 Orange Orange Red 1 Plug
(4) Assembly
(a) Mount motor on plate and secure with bolts, washers and nuts. Check that motor nuts are
snug and shaft spins freely.
(b) Position cover over motor plate with motor wires protruding through cover grommet.
(c) With the holes in the cover matching the holes in motor plate, secure the two parts together
with rivets.
(d) Where wires are passed through the cover grommet, fill any opening with Sealant, Airframe
and Component (See 91-10-00, Chart 2).
(e) Install wires in plug and receptacle.
(f) Position blower fan on motor shaft and secure with set screw.
(g) Position hose duct on blower assembly and secure with screws, washers,, and nuts. Install
screws with heads inside duct.
(h) Clean old sealant from all surfaces where duct attaches to blower assembly.
(i) Seal all surfaces where duct attaches to blower assembly with Sealant, Airframe and
Component (See 91-10-00, Chart 2).
PAGE 2
Oct 1/18 21-20-00 21202
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107748 A
CABIN LIGHT
OVERHEAD
FRESH AIR VENT
DETAIL A
LOUVER
NUT LOUVER
DETAIL A
Effectivity
Overhead Vent 4496331, 4496339
Figure 1 (Sheet 1 of 2) thru 4496369
107650 A
OVERHEAD PANEL
LOUVER LOUVER
COOL AIR
PULL OFF
DETAIL A
DETAIL A
LOUVER ASSEMBLY
NUT
NUT
PAGE 4
Oct 5/16 21-20-00 21204
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
101145 D
BLOWER
BRACKET
BOLT MS35206-245
WASHER NAS1149FN816P
NUT MS21042-08
(3 PLACES)
DETAIL C
Avionics Cooling
Figure 2 (Sheet 1 of 2)
Effectivity
21-20-00
PAGE 6 4496001 thru 4496030,
Oct 5/16 less 4496014 21206
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
104084 E
BRACKET
BLOWER
-+ HOSES *
+ -
2
BRACKET
BLOWER
-+
1 HOSES *
2
3
+ -
Avionics Cooling
Figure 2 (Sheet 2 of 2)
Effectivity
4496014, 4496031 thru
21207
4496330, and 4496332
thru 4496338
21-20-00 PAGE 7
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 8
Oct 1/18 21-20-00 21208
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107730 F 8
AVIONICS FAN
AVIONICS FAN
C C
AVIONICS
COOLING
55X AUTOPILOT
HOSE GIA #2
AVIONICS COOLING
HOSE - AUTOPILOT
SAFE528
COOLING FAN
CAP PORT
VIEW B-B
VIEW A-A ROTATED 90° CLOCKWISE
SAFE328
COOLING FAN
SCREW 2 REQUIRED
(3 PLACES)
AFT
VIEW C-C
C C
AVIONICS FAN
AVIONICS FAN
C C
CAP PLUG
B B 1
2
SAFE 328 COOLING FAN AVIONICS COOLING
3
HOSE (GIA #1)
-+ AVIONICS COOLING
HOSE (GIA #2)
HARNESS
SCREW (3 EA) ASSY 3P3281
AFT
SCREW
(3 EA.)
FAN RACK
VIEW C-C
Avionics Cooling
Figure 4
Effectivity
with Garmin G1000 NXi 4496395,
PAGE 10
Oct 1/18 21-20-00 4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
212010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C
B B B B
C
A A A A
LOOKING AFT
PLATE
SCREW
WASHER
LOOKING NUT
THROUGH (2 PLACES)
GARMIN RACK
AFT
VIEW A-A VIEW B-B
(2 PLACES)
(2 PLACES)
SCREW
GARMIN RACK WASHER
(4 PLACES)
BLOWER
AVIONICS COOLING BRACKET ASSY.
HOSES
AFT
P/J737
SCREW
WASHER
(4 PLACES)
VIEW C-C
Avionics Cooling
Figure 5
Effectivity
21-20-00
PAGE 12 with Garmin G1000 NXi
Oct 1/18 4496432, 4496447 and up 212012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
HEATING
1. Description
See “Figure 1”.
CAUTION: WHEN CABIN HEAT IS OPERATED, HEAT DUCT SURFACE BECOMES HOT. THIS COULD
RESULT IN BURNS IF ARMS OR LEGS ARE PLACED TOO CLOSE TO HEAT DUCT
OUTLETS OR SURFACE.
A Hartzell Engine Technologies (aka Janitrol) Combustion Heater is installed as standard equipment as
follows:
• S/N’s 4496001 thru 4496037 Model B-3040 (90D38-2)
• S/N’s 4496038 thru 4496337 (less 4496331) Model B-3500 (90D38-2(EL))
• S/N’s 4496338 Model I-3500 (90D38-2(IS))
• S/N’s 4496331, 4496339 and up Model I-3500 (91E88-4(IS))
NOTE: Repetitive inspections associated with older model B-Series heaters can be eliminated by
upgrading to an I-Series heater per Hartzell Service Bulletin No. A-101, latest revision.
A. Spark - Spray Ignition
The controlled atomized spray from a specially designed spray nozzle, coupled with high voltage
spark plug ignition, insures instant firing and continuous burning under all flight conditions.
Heat is produced by burning a fuel-air mixture in the combustion chamber of the heater. Aviation
gasoline is injected into the combustion chamber through the spray nozzle. The resulting cone-shaped
fuel spray mixes with combustion air and is ignited by a spark from the spark plug. Electric current for
ignition is supplied by an ignition unit which converts 14 or 28 volts to high voltage oscillating current
to provide a continuous spark across the spark plug gap. A shielded, high voltage lead connects the
ignition assembly to the spark plug. Combustion air enters the combustion chamber tangent to its
surface and imparts a whirling or spinning action to the air. This produces a whirling flame (“Figure 3”)
that is stable and sustains combustion under the most adverse conditions, because it is circulated
about itself many times. Therefore, ignition is continuous and the combustion process is self-piloting.
The burning gases travel the length of the combustion tube, flow around the inside of the inner tube,
pass through crossover passages into an outer radiating area, then travel the length of this surface
and out the exhaust.
Ventilating air passes through the heater between the jacket and combustion tube assembly outer
surface and through an inner passage in the assembly. Consequently, ventilating air comes into
contact with two or more heated cylindrical surfaces.
2311-A
1. COMBUSTION HEATER
2. AIR DISTRIBUTION MANIFOLD
3. AIR DISTRIBUTION VALVE
4. DEFROSTER OUTLETS
5. CONTROL LEVERS
6. DEFROSTER CONTROL CABLE
7. CABIN AIR DUCTS
8. OVERHEAD VENTILATOR DUCT
9. CABIN AIR EXHAUST
10. OVERHEAD VENT BLOWER
11. FRESH AIR INLET
10
10
4 5 9
3 11
6
2 7 FORWARD FACING LOUVERS
ON SIDE OF FUSELAGE
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Oct 5/16 21-40-00 21402
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
B. Basic Components
See “Figure 2”.
(1) Fuel Regulator and Shutoff Valve
This unit provides preset, regulated fuel pressure as well as remove shutoff to the heater,
regardless of fuel inlet pressure variations. It is set for 7.5 ± 0.5 psi. The shutoff valve is operated
by a solenoid. (See “Figure 14”.)
(2) Intake Valve and Switches
The intake valve is located at the front of the combustion heater and controls air flow into the
heater unit. Adust the valve as shown in “Figure 4”.
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 6
Oct 5/16 21-40-00 21406
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1 (Sheet 1 of 3)
TROUBLESHOOTING - JANITROL HEATER
Trouble Cause Remedy
Heater fails to light. Heater switch or circuit Turn on heater switch or
breaker off. close circuit breaker.
Low voltage supply. Apply external power supply.
Attempt to start heater.
Fuel cut off from tank. Turn on heater switch.
Regulator not operating Check for low pressure or
replace regulator.
NOTE: When making the fuel pressure check, be sure fuel is flowing through the nozzle. The fuel
regulator can be adjusted. Turn the adjusting screw clockwise to increase feel pressure and
counterclockwise to decrease it. (See “Figure 14”.)
Restriction in fuel nozzle orifice Remove the nozzle and
clean or replace it.
Suction leak ahead of pump. Secure all fittings.
Fuel heater solenoid not Remove and check solenoid.
operating. Replace if faulty.
Insufficient fuel pressure. Low or no current to fuel
pump. Check operation of
pump.
Fuel lines clogged or broken. Inspect all lines and
connections. It may be
necessary to disconnect
lines at various points to
determine where the
restriction is located.
Ignition vibrator inoperative. Replace vibrator.
Regulator not operating properly. Check for low pressure or
replace regulator.
Manual reset limit (overheat) Press reset button firmly
switch open. (overheat light will
illuminate when heater
switch is on) and recheck
to determine reason for
switch opening.
Combustion air pressure switch Check for low blower output
open. (Defective switch or low due to low voltage and
combustion air blower output.) correct it. If switch is
defective, replace it.
Cycling switch open. Replace if defective.
Duct switch open. Operate control to see if
switch will come on.
Replace switch if defective.
CHART 1 (Sheet 2 of 3)
TROUBLESHOOTING - JANITROL HEATER
Trouble Cause Remedy
Ventilating air blower fails Heater switch “OFF.” Energize the heater switch.
to run. Broken or loose wiring to Check and repair wiring.
motor.
Circuit breaker open. Close circuit breaker.
Worn motor brushes. Replace motor brushes.
Blower wheel jammed. Remove and check the
ventilating air blower wheel
and realign if necessary.
Motor burned out. Remove blower assembly
and replace motor.
Defective radio-noise filter. Replace filter.
Combustion air blower Faulty wiring to motor. Inspect and replace faulty
fails to run. wiring.
Poor ground connection. Tighten ground screw. Be
sure any metal
preservation has been
removed for good ground
connection.
Worn motor brushes. Replace motor brushes.
Blower wheel jammed. Overhaul the combustion
(Usually indicated by hot air blower.
motor housing.)
Defective radio-noise filter. Replace filter.
Faulty or burned out motor. Remove combustion air
motor for overhaul or
replacement of motor.
Heater fires but burns unsteadily. Insufficient fuel supply. Inspect fuel supply to
heater, including shutoff
valve, solenoid valve fuel
pump and fuel lines. Make
necessary repairs.
CAUTION: DO NOT CREATE A SPARK GAP BY HOLDING THE LEAD TO THE HEATER JACKET. THIS
CAN RESULT IN DAMAGE TO THE LEAD AND IGNITION UNIT AND THE OPERATOR MAY
RECEIVE AN ELECTRICAL SHOCK.
Spark plug partially fouled. Replace spark plug.
Loose primary connection Tighten the connection.
at ignition assembly.
Faulty vibrator. Replace the vibrator.
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Oct 5/16 21-40-00 21408
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 3 of 3)
TROUBLESHOOTING - JANITROL HEATER
Trouble Cause Remedy
Heater fires but burns unsteadily. Combustion air blower speed Remove and overhaul the
(cont.) fluctuates. (Can be caused by combustion air blower
low voltage, loose blower assembly as required or
wheel, worn brushes or motor.) correct low voltage condition.
High voltage leak in lead Replace ignition assembly.
between ignition assembly
and spark plug.
Inoperative ignition assembly. If vibrator is in good
condition, replace ignition
assembly only.
Restriction in fuel nozzle Remove nozzle for cleaning
orifice. or replacement.
Nozzle loose in retainer or Tighten or replace the
improper spray angle. nozzle as required.
Heater starts then Lack of fuel at heater. Check fuel supply through
goes out. all components from the
tank to the heater. Make
necessary corrections.
Inoperative or chattering Adjust or replace switch.
combustion air pressure switch.
Inoperative overheat switch. Replace switch.
Inoperative cycling switch. Adjust or replace the
switch.
Low voltage. Attach external power.
Heater fails to shut off. Fuel solenoid valve in heater Remove and replace
stuck open. solenoid assembly.
Inoperative duct and cycling Check and repair.
switch.
Defective heater switch. Replace the heater switch.
Duct Switch
Figure 5
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Oct 5/16 21-40-00 214010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
3. Heater
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING
OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
In airplanes with a Model B-3040 (90D38-2) or Model B-3500 (90D38-2(EL)) combustion heater installed,
instructions contained in this section consist of periodic inspection, adjustment, and minor corrections
required at normal designated intervals for the purpose of maintaining the heating system in peak operating
condition. These inspections assume that a heating system includes accessory components mentioned
in preceding paragraphs. See also the appropriate Hartzell Engine Technologies component maintenance
manual and AD 2004-21-05.
In airplanes with a Model I-3500 (90D38-2(IS)) or (91E88-4(IS) combustion heater installed, service and
maintain per the appropriate Hartzell Engine Technologies component maintenance manual.
A. Inspection
(1) Preflight and/or Daily Inspection
(a) Inspect the ventilating air inlet, combustion air inlet, exhaust outlet and fuel drains for
possible obstructions. Make sure that all of these openings are clear of any restrictions
and that no damage has occurred to the exhaust, cold or hot fuel drains, water drain or
fuel line drain.
(b) Place the HEATER SWITCH in the ON (or HEAT) position. The ventilating air blower
and combustion air blower should operate. Operate both combustion and ventilating air
blowers and check each for unusual current draw, noise or vibration.
NOTE: Proceed to Operating Procedure, below, and verify heater system basic operation.
(2) 100-Hour Inspection
For heaters with 500 heater operating hours or twenty-four (24) months time-in-service since
new, or overhauled with a new combustion tube assembly, each 100 hours or twenty-four (24)
months, whichever occurs first, conduct the following inspection.
NOTE: If an hourmeter is used on the heater assembly, it should be connected across terminals
number 2 and 5 on the heater terminal strip. If an hourmeter is not used, count one heater
operating hour for each two flight hours for normal aircraft operation. Consideration
should be given for any excessive ground operation of the heating system.
NOTE: The 100 Hour Inspection consists of the functional check and inspection listed below
and the Pressure Decay Test.
(a) Inspect the ventilating air and combustion air inlets and exhaust outlet for restrictions and
security at the airplane skin line.
(b) Inspect the drain line to make sure it is free of obstructions. Run a wire through it if necessary
to clear obstructions.
(c) Check all fuel lines for security at joints and shrouds, making sure that no evidence of leaks
exists. Also check for security of attachment of fuel lines at the various attaching points in
the airplane.
(d) Inspect electrical wiring at the heater terminal block and components for loose connections,
possible chafing of insulation and security of attachment points.
(e) Inspect the high voltage cable connection at the spark plug to make sure it is tight. Examine
the cable sheath for any possible indications of arcing, which would be evidenced by burning
or discoloration of the sheath.
(f) Inspect the combustion air blower assembly for security of mounting, connecting tubing
and wiring. Tighten any loose electrical terminals and air tube connections.
(g) Operate both the combustion and ventilating air blowers and check for unusual noise or
vibrations.
(h) Check the condition and operation of the spark plug as described in Spark Plugs, below.
(i) Evaluate the condition of the combustion chamber by performing a “Pressure Decay
Test” as described in Aircraft Heater Overhaul and Maintenance Manual (see Vendor
Publications under Supplementary Publications in the Introduction).
(j) Following the 100 hour inspection, perform the “Preflight and/or Daily Inspection.”
B. Operating Procedure
Heater operating procedure is described below. This can also be used as a basic heater system
operational check.
(1) Place the master and heater switches in their “ON” position and place the air intake lever in the
“OPEN” position. The ventilating air and combustion air blowers will operate and the heater will
ignite.
NOTE: The blowers will not operate and the heater will not ignite with the air intake lever in
the “CLOSED” position.
(2) Set the temperature control lever to the desired temperature setting. This controls the duct switch.
NOTE: If this control is set for ground operating comfort, it may be necessary to reposition
it after being airborne, since ram air will increase the ventilating airflow and heater
output.
(3) To stop the heater operation, turn the heater switch to the “FAN” position. The heater will shut
off and the ventilating air blower will continue to operate. Allow the blower to operate for two
minutes, this will cool down the heater before turning the heater switch off and closing the air
intake valve. Turn off master switch.
NOTE: This procedure should be followed after every shutdown to cool off the burn chamber.
C. Operational Tests
(PIR-PPS60055, Rev. J)
Connect a ground power unit (GPU) to the aircraft for ground tests. Complete all applicable ground
tests prior to flight test.
(1) Test Preparation
(a) Check all fittings and connections for security.
(b) Check that all ducts, inlets and outlets are free from obstruction.
(c) For the tests that require it, fabricate a test fixture per “Figure 5A”.
(2) Replacement Ground Test
Prior to first-time heater operation, the following test must be performed after installation of a
replacement fuel pump or replacement fuel regulator / shutoff valve.
(a) Ensure there are at least five (5) gallons of fuel in the left fuel tank.
(b) Install fabricated test fixture after the regulator / shutoff valve. (See Test Preparation, above.)
(c) Place the fuel selectors in the ON position.
(d) Turn ON the GPU.
(e) Place the AIR INTAKE lever in the OPEN position.
(f) Put the HEATER switch on CABIN HEAT.
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(g) Direct fuel into a suitable safe container using the bleed valve on the check fixture.
(h) While observing the fuel discharge, verify that all air and preservatives are purged from
the system.
(i) Close the bleed valve on check fixture.
(j) Change the HEATER switch to OFF position.
(k) Place the AIR INTAKE lever in the CLOSED position.
(l) Turn OFF the GPU.
(m) Proceed to Ground Test 1.
(3) Ground Test 1
(a) Install pressure test fixture after the regulator/shutoff valve. (See Test Preparation, above.)
(b) Turn ON GPU.
(c) Place the AIR INTAKE lever in the OPEN position.
(d) Move the TEMP control lever to the center of its travel limit.
(e) Put the HEATER switch on CABIN HEAT.
(f) While heater is operating, the test fixture’s gauge should read within 7-8 psi.
(g) Change HEATER switch to FAN. The heater will stop operating; the ventilation blower will
continue to operate.
(h) Allow the blower to operate for a minimum of two minutes.
(i) Change the HEATER switch to OFF.
(j) Move the AIR INTAKE lever to CLOSED.
(k) Turn off the GPU.
(l) Remove test fixture and reconnect the fuel line.
(m) Operate heater and observe heater fuel system to ensure there are no leaks.
(4) Ground Test 2
(a) Verify that the GPU is disconnected.
(b) Verify that the master switch is in the OFF position.
(c) Disconnect wire H4F from the heater terminal strip to remove power from the fuel pump.
(d) Connect and turn ON GPU.
(e) Place the AIR INTAKE in the OPEN position.
(f) Place the heater switch in the CABIN HEAT position.
(g) The blower shall operate. Air shall be flowing from the ventilating air outlets and the heater
exhaust outlet. The heater shall not ignite.
(h) Press the overheat indicator light.
(i) The lamp shall illuminate when pressed.
(j) Place the heater switch in the OFF position.
(k) Place the AIR INTAKE in the CLOSED position.
(l) Turn OFF and disconnect GPU.
(m) Verify that the master switch is in the OFF position.
(n) Reconnect wire H4F to the heater terminal strip.
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Oct 5/16 21-40-00 214014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 16
Oct 5/16 21-40-00 214016
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
HEATER
15 AMP
NC
NOTE:
THIS WIRING DIAGRAM IS FOR REFERENCE PURPOSES ONLY.
UP LIMIT REFER TO CHAPTER 91 FOR AIRCRAFT WIRING.
RT. GEAR
C A B I N H E AT
AIR VALVE SW.
FA N
6 RNF
OFF VENT BLOWER
5 M
HEAT
4
OVER TEMP. LIGHT CYCLING SW.
FUEL
3 2 VALVE
3
1 P. T. T.
RNF
2
THERMOSTAT IGNITION
1
UNIT
OVER RAM
TEMP AIR
SW.
SPLICE
HEATER
DUAL FUEL
PUMPS
FUEL SHUT-OFF RNF M
SOLENOID VALVE
COMBUSTION
BLOWER
Wiring Diagram
Figure 6
HEATER
15 AMP
NC
NOTE:
THIS WIRING DIAGRAM IS FOR REFERENCE PURPOSES ONLY.
UP LIMIT REFER TO CHAPTER 91 FOR AIRCRAFT WIRING.
RT. GEAR
C A B I N H E AT
AIR VALVE SW.
FA N
6 RNF
OFF VENT BLOWER
5 M
HEAT
4
OVER TEMP. LIGHT CYCLING SW.
FUEL
3 2 VALVE
3
1 P. T. T.
RNF
2
THERMOSTAT IGNITION
1
UNIT
OVER RAM
TEMP AIR
SW.
SPLICE
HEATER
DUAL FUEL
PUMPS
FUEL SHUT-OFF RNF M
SOLENOID VALVE
COMBUSTION
BLOWER
PAGE 18
Oct 5/16 21-40-00 214018
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
HEATER
15 AMP
NC
NOTE:
THIS WIRING DIAGRAM IS FOR REFERENCE PURPOSES ONLY.
UP LIMIT REFER TO CHAPTER 91 FOR AIRCRAFT WIRING.
RT. GEAR
C A B I N H E AT
AIR VALVE SW.
FA N
6 RNF
OFF VENT BLOWER
5 M
HEAT
4
OVER TEMP. LIGHT CYCLING SW.
FUEL
3 2 VALVE
3
1 P. T. T.
RNF
2
THERMOSTAT IGNITION
1
UNIT
OVER RAM
TEMP AIR
SW.
SPLICE
HEATER
DUAL FUEL
PUMPS
FUEL SHUT-OFF RNF M
SOLENOID VALVE
COMBUSTION
BLOWER
E. Removal
See “Figure 2”.
(1) Ascertain that all heater controls are off.
(2) Remove the screw in the nose, lower nose cone to gain access to heater.
(3) Disconnect the heater outlet duct from the heater manifold by removing the attachment screws.
(4) Remove the clamp from the intake valve control cable and disconnect the control cable from the
intake valve.
(5) Note the hookup of the electrical leads to facilitate reinstallation. Disconnect the leads from the
heater terminal block.
(6) Disconnect the fuel supply line at the heater by removing the cover of the fuel line connection
shroud and disconnecting the line from the solenoid valve.
(7) Disconnect the fuel and water drains from the bottom of the heater and allow them to slide down.
(8) Disconnect the combustion air blower inlet hose from the blower assembly by removing the cotter
key and clevis pin at the blower.
(9) Loosen the clamps from around the heater and remove the heater from the airplane. The exhaust
shroud should remain in the airplane.
(10) With the heater removed, the necessary maintenance may be performed as required.
F. Installation
See “Figure 2”.
(1) Ascertain that all the heater components are on the heater. Position the exhaust tube shroud on
the tube mounting flange located in the nose section.
(2) Position the heater over its mounting brackets and ascertain that the exhaust tube extends into
the exhaust shroud. Lower the heater to its mounting brackets. The exhaust tube should extend
out the bottom of the nose section.
(3) Move the heater slightly to obtain the best fit of the exhaust tube shroud and heater. Place the
heater clamps around the heater and mounting bracket flanges and secure.
(4) Connect the combustion air blower inlet hose to the combustion air blower assembly on the
heater and secure in place with the clevis pin and cotter key.
(5) Connect the fuel and water drain lines to the bottom of the heater.
(6) Connect the fuel supply line to the heater and cover over the fuel shroud and secure with two
screws.
(7) Attach the intake valve control cable to the intake valve and install the clamp.
(8) Connect the electrical leads to the heater terminal block on the heater as shown in “Figure 2”.
(9) Check the operation of the heater.
(10) Lift the nose cone up and secure with appropriate screws.
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Oct 5/16 21-40-00 214020
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
4. Components
Instructions in this paragraph pertain to maintenance of the basic heater and components while the
heater is installed in the airplane. Instructions for removal of components are included provided the
installation permits accessibility.
NOTE: No special service tools are required for normal periodic maintenance.
A. Combustion Air Blower
(1) Removal
(a) Disconnect wire at quick disconnect terminal.
(b) Disconnect the inlet tubing from the inlet air adapter.
(c) Loosen the clamps that hold the combustion air blower assembly in the support bracket
and slide the motor out of the bracket.
(2) Installation
(a) Prior to installing the combustion air blower, inspect all parts of the assembly for loose
screws. loose nuts, and poor ground connection on the blower housing. Make sure the
blower wheel is tight on the shaft and properly located in the housing. It should have just
enough clearance to rotate at full speed without binding against the inlet housing. Blower
performance is based upon this close tolerance clearance. It is recommended that correct
voltage be applied for this clearance check.
(b) Install the blower inlet adapter in the same orientation as before removal.
(c) Place the combustion air blower assembly in position in the attaching clamp so the
air tubing can be connected and slide the tubing into position at the point where it
was disconnected during removal. Do not tighten until after tightening the motor in the
attaching strap.
(d) Tighten the blower motor mounting strap securely making certain the air tubing is in
proper alignment.
(e) Secure the air tubing by tightening the clamp or installing the sheet metal attaching
screws.
(f) Connect the wire lead at the quick-disconnect terminal.
(g) Connect the ground lead securely to the mounting bracket.
(h) Check motor operation. By disconnecting the wire at the No. 3 terminal on heater terminal
strip, blower can be operated without fuel flow to the heater.
(3) Replacing Motor Brushes
(a) Remove the brush cap at one of the brush locations. Note position of brush inside the
guide and carefully lift the brush and brush spring out of the guide. Be sure to hold the
brush so that it can be reinstalled in precisely the same position if no brush replacement is
required.
(b) Inspect the brush for wear. If brushes are worn to a length of .187 of an inch, they must be
replaced.
(c) Looking through the brush guide, inspect the commutator which should be smooth and
medium brown to dark brown in color. Remove all dust from commutator with compressed
air. If the commutator is grooved in the brush track, gouged, scored or shows signs of
having burned spots, replace the complete motor assembly. If the commutator is in good
condition, install new motor brushes and tighten brush caps into place. Make sure each
brush is oriented so that the curved end fits the curvature of the commutator.
(d) After installing new brushes, it is advisable to run in the brushes as follows: Connect
the motor to a controlled voltage supply (rheostat in a 14 volt line). Operate the motor at
approximately 1/2 its normal speed for the first hour; then gradually increase the speed until
it is rotating at approximately normal speed. Continue the run in operation for at least two
hours to properly seat the brushes before installing the blower in the aircraft.
B. Spark Plug
(1) Removal
See “Figure 9”.
(a) Remove the screws in the nose and lower the nose cone gaining access to the spark plug
area of the heater assembly.
NOTE: Insure that heater electrical circuits are de-energized.
(b) Unscrew and remove the high voltage lead connector at the spark plug. Exercise care to
avoid fouling or damaging the connector.
(c) Remove the grommet.
(d) Using a 7/8 inch deep hex socket, unscrew and remove the spark plug. Make sure the spark
plug gasket is removed with the spark plug. It will normally stick on the spark plug threads,
but if gasket should drop into the ventilating air passages of the heater, remove with a wire
hook.
(2) Installation
See “Figure 10”.
(a) If a new spark plug is being installed, be sure to adjust the spark gap. Do not bend the
electrode on the spark plug.
(b) Place a new spark plug gasket on the threads. If the gasket does not hold on the threads
and would be likely to fall off during installation, place a small drop of Aviation Permatex or
similar material on the gasket to stick it temporarily to the plug shell.
(c) Screw the spark plug into the heater with a deep socket wrench. Tighten to a torque of 28
foot-pounds.
(d) Install the grommet (“Figure 9”, No. 39) in the heater jacket opening.
(e) Carefully insert the spring connector on the high voltage lead into the spark plug shell, press
down gently and start the nut on the threads. Tighten the nut to 20 foot-pounds.
(f) Operate the heater to check dependability and close all access openings.
(3) Inspection and Servicing
If the spark plug appears to be in good condition, except for a mild coating of oxide on the porcelain
and electrodes, it may be cleaned and reused. Cleaning is accomplished on a conventional
airplane type spark plug cleaner, except that it will be necessary to use two or more adapters
in order to raise the long extension of the plug far enough out of the cleaner nozzle opening to
perform an effective job. Plug the ceramic insert cavity at the terminal end of the plug with a
piece of paper or cloth to keep out any of the cleaning sand. Wipe this cavity out thoroughly with
a cloth wet with carbon tetrachloride. If after cleaning the spark plug porcelain is white and the
electrodes are not eroded, proceed to check the ground electrode in the heater and adjust the
spark gap in accordance with Step 3 of this paragraph.
NOTE: If the spark plug fails to clean up properly and/or if the electrodes are badly eroded, it
should be replaced.
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
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Oct 5/16 21-40-00 214024
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Ignition Unit
This unit converts 14 volt DC to high voltage, oscillating current capable of producing a continuous
spark in the combustion chamber of the heater. This unit remains energized and produces a
continuous spark during heater operation. It contains a condenser, resistor, radio noise filter and
vibrator socket. It also has an externally mounted vibrator and ignition coil.
(1) Removal
See “Figure 9”.
NOTE: Make sure heater electrical circuits are de-energized.
(a) Disconnect the primary wire from the primary terminal of the ignition assembly.
(b) Carefully unscrew and disconnect the high voltage ignition cable at the spark plug.
Exercise care to avoid fouling or damaging the connector.
(c) Remove the four attaching screws and lift the ignition assembly off the heater jacket.
(2) Installation
See “Figure 9”.
(a) Place the ignition assembly in position on the heater jacket with the high voltage cable
facing the spark plug end of the heater.
(b) Install the four screws. Tighten the screws securely.
(c) Carefully connect the high voltage lead to the spark plug.
(d) Connect the primary lead to the primary terminal on the ignition unit and tighten the nut
securely.
(e) Check for proper heater operation.
(3) Inspection
Inspect components as follows.
(a) Cover Assembly - Inspect for security of lead assembly to cover. Ignition cable, grommet,
terminal and connector for carbon tracks, cracks or distortion. Repair or replace for any of
the above conditions.
(b) Ignition Coil - Inspect for broken bakelite, carbon tracks, oil leaks, and dents in coil cover.
Replace for any of the above conditions.
(4) Testing
(a) Set-up
The following test will indicate whether or not the unit is operational and whether the
vibrator should be replaced before reinstallation in the aircraft. The following equipment is
required to test the components:
1) A battery that will supply power at approximately 14 volts DC.
2) A voltmeter with a range of 0-15 volts.
3) A lead from the battery to the test fixture in which is included an ammeter with a range
of 0-3 amperes and a normally open, momentary-closed switch. The total resistance of
the lead including the ammeter and switch must not exceed 0.3 ohms.
PAGE 26
Oct 5/16 21-40-00 214026
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(5) Vibrator
See “Figure 13”.
The vibrators should be replaced after 250 hours of operation. This schedule applies equally to
vibrators installed in new units as well as new vibrators installed in ignition units that have been
in service.
(a) Removal
1) Remove the clamp.
2) Remove the vibrator from the ignition unit; it may require a slight back-and-forth
movement to remove it from the unit. A piece of masking or friction tape around the
exposed portion of the vibrator will help to grip the vibrator for removal.
(b) Installation
1) Install the new vibrator with the index marks aligned. The connector pins on the vibrator
can be felt entering the pin sockets in the vibrator socket, then press the vibrator fully
and firmly into position.
2) Secure with the clamp.
NOTE: If replacement of vibrator fails to correct operational failure, further disassembly
and inspection may be required.
PAGE 28
Oct 5/16 21-40-00 214028
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 30
Oct 5/16 21-40-00 214030
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(c) Disconnect the fuel line from the outlet port and remove the regulator from the heater fuel
pump. Cap all open fuel lines to prevent contamination.
(3) Installation
(a) Position the regulator into position between the fuel line and fuel pump. Ascertain that the
inlet side of the regulator is towards the fuel pump.
(b) Connect the regulator to the pump and the heater fuel line to the regulator outlet port.
(c) Connect the electrical leads from the regulator.
(d) Conduct Replacement Ground Test under Operational Tests, above.
(4) Adjustment
The fuel regulator and shutoff valve used in this system is adjustable but not repairable. The
following steps cover the proper adjustment of this unit:
(a) Install the regulator in a test stand similar to that shown in “Figure 15”.
(b) Install a 2.0 gph nozzle (Janitrol Part No. C08D09). Gasoline or Stoddard solvent can be
used for testing.
(c) Apply fluid pressure from fuel pump and energize the solenoid. Outlet pressure should be
7.0 ± .5 psi, if not, correct accordingly.
(d) Using a screwdriver, break the seal over the adjustment screw and adjust the regulated
outlet pressure to 7.0 ± .5 psi. (Turn clockwise to increase pressure or counterclockwise to
decrease pressure.)
(e) De-energize and energize the solenoid at least twice. The outlet pressure should be 6.5 to
7.5 psi with the solenoid energized. When the solenoid is de-energized, the pressure should
drop to zero and the fuel now from the nozzle should stop.
(f) During the above test, observe for signs of external leakage. Any leakage is cause for
rejection of the regulator. After satisfactory adjustment has been made, apply Glyptol around
the threads of the adjustment screw and in the slot.
Effectivity
4496038 thru 4496282; and,
4496001 thru 4496037 with Heater Fuel Pump(s) Installation
Kit No. 766-686 installed Figure 16 (Sheet 1 of 2)
PAGE 32
Oct 5/16 21-40-00 214032
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
4496283 and up; and
4496001 thru 4496282 with Heater Fuel Pump(s) Installation
Kit No. 88476-002 installed Figure 16 (Sheet 2 of 2)
PAGE 34
Oct 5/16 21-40-00 214034
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(b) Installation
NOTE: Dual fuel pumps are no longer available. If replacement is required, install Piper Kit
No. 88476-002. After Kit No. 88476-002 has been installed, see Single Fuel Pump,
below.
1) Position the dual fuel pumps on the forward bulkhead assembly and secure in place
with bolts. Be sure to capture the three ground wires with the mounting bolts.
2) Connect the fuel line from the fuel regulator / shutoff valve to the upper pump outlet and
the fuel supply line to the lower pump inlet .
3) Connect the electrical leads from both pumps.
4) Conduct Replacement Ground Test under Operational Tests, above.
5) Replace the nose cowl and secure it.
(3) Single Fuel Pump
S/N’s 4496283 and up; and 4496001 thru 4496282 with Kit No. 88476-002 installed.
The fuel pump is mounted on the upper left side of the forward bulkhead assembly. Access is
achieved by opening the nose cowl.
Maintenance required consists of visually inspecting the pump for security and fuel leakage
and periodically replacing the filter. If pump is leaking or fails, replace with pump P/N 461-774.
(a) Filter Replacement
1) Each 200 hours time-in-service, replace the heater fuel pump filter as follows:
2) Ascertain that the left fuel tanks are empty (drain per 12-10-00, if required) and the fuel
selector controls are in the OFF position. Remove all power from aircraft.
3) Disconnect electrical leads from the heater fuel pump.
4) Disconnect the fuel supply line from the inlet end of the filter.
5) Remove the filter from the pump.
6) Install new filter on the pump.
7) Connect the fuel supply line to the inlet end of the filter.
8) Disconnect the fuel line to the fuel regulator / shutoff valve from the inlet end of the fuel
regulator / shutoff valve.
9) Connect electrical leads to heater fuel pump.
10) Reconnect power to aircraft.
11) Conduct Replacement Ground Test under Operational Tests, above.
12) Replace the nose cowl and secure it.
(b) Removal
1) Ascertain that the left fuel tanks are empty (drain per 12-10-00, if required) and the fuel
selector controls are in the OFF position. Remove all power from aircraft.
2) Disconnect electrical leads from the heater fuel pump.
3) Disconnect the fuel supply line from the inlet end of the pump and the fuel line to the
fuel regulator / shutoff valve from the outlet end. Cap all open fuel lines to prevent
contamination.
4) Remove mounting hardware and fuel pump.
(c) Installation
NOTE: Do not use Teflon tape on any fuel connection.
1) Position the fuel pump on the forward bulkhead assembly and secure in place with
bolts. Be sure to capture the two ground wires with the mounting bolts. Torque mounting
bolts to 65-75 in-lbs
2) Connect the fuel line from the fuel regulator / shutoff valve to the pump outlet and the
fuel supply line to the pump inlet.
3) Connect electrical leads to heater fuel pump.
4) Reconnect power to aircraft.
5) Conduct Replacement Ground Test under Operational Tests, above.
6) Close nose cowl and secure it.
PAGE 36
Oct 5/16 21-40-00 214036
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
H. Duct Switch
See “Figure 5”.
(1) Removal
(a) Disconnect the electrical leads from the terminals on the exposed face of the switch and
mark to facilitate installation.
(b) Remove the two attaching screws and washers, from the duct switch bracket.
(c) Carefully lift out the switch and gasket (if gasket is used).
(2) Cleaning and Inspection:
Brush off any dust or lint from the switch operating mechanism (exposed inside the duct) and
wipe the external surfaces with a clean cloth.
(3) Installation
(a) Insert the switch carefully with gasket (if used) into the ventilating duct opening and secure
with the two attaching screws and washers,.
(b) Connect the two electrical leads to their respective terminals on the face of the switch as
marked during removal.
(c) Operate the heater with the duct switch set above ambient temperature to check operation.
5. Overhaul
Each 1500 hours or whenever the pressure decay test is failed, overhaul the heater assembly. See
Aircraft Heater Overhaul and Maintenance Manual (see Vendor Publications under Supplementary
Publications in the Introduction.)
6. Heater Hourmeter
See “Figure 17”.
A. Removal
(1) Remove the screws which secure the nose cone and lower the nose cone to gain access to the
heater. The hourmeter is located on top of the heater, secured to the ignition assembly.
(2) Note the position of the wires on the rear of the hourmeter, then disconnect the wires.
(3) Remove the screws which secure the mounting clamps to the ignition assembly and remove the
hourmeter from the aircraft.
B. Installation
(1) Position clamps on hourmeter as indicated in “Figure 17”.
(2) Secure first clamp to ignition assembly bracket using screw MS35206-242.
(3) Secure second clamp to ignition assembly using remaining screws.
(4) Attach wire assemblies to rear of gauge.
(5) Raise nose cone into position and secure.
PAGE 38
Oct 5/16 21-40-00 214038
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
COOLING
Air Conditioning
Airplanes built 2013 and later may be equipped with air conditioning. If so, the Kelly Aerospace electric air
conditioning system is installed by STC SA03093CH. These systems should be maintained per the ICA
provided by Kelly Aerospace Thermal Systems, LLC.
PAGE 2
Oct 5/16 21-50-00 21502
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
22
Autoflight
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
22-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 22
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE 2
Oct 1/18 22 - LIST OF EFFECTIVE PAGES 22-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 22 - AUTOFLIGHT
TABLE OF CONTENTS
AUTOPILOT 22-10-00 1
General 1
S-TEC System 55/55X (1999 and up) 1
S-TEC System 55 (1999–2000) 1
S-TEC System 55X (2001–2014) 1
Description 1
Troubleshooting 7
GPSS (System 55X only) 7
System Operation 7
Maintenance 7
Ground Checks 8
Standard, Avidyne Entegra, or Garmin G500 equipped airplanes 8
Garmin G1000 equipped airplanes 9
Autopilot Power-Up Test 9
Autopilot Engagement Test 10
FD/AP Operational Test 10
Autopilot Clutch Torque and Cable Tension Test 11
Electric Trim and CWS 11
Nav Receiver Interface Test 12
Flaps Compensation Check 13
Components 14
Panel-Mounted Components 14
Component Locator 14
Trim Monitor 14
Removal 14
Installation 14
Roll Servo 14
Removal 14
Installation 16
Pressure Transducer 18
Removal 18
Installation 18
Trim Servo 18
Removal 18
Installation 20
Pitch Servo 21
Removal 21
Installation 21
Servo Clutch Torque Adjustment 24
Flap Compensator 26
CHAPTER 22 - Autoflight
WIRING 22-97-00 1
PAGE 2
Oct 1/18 22 - CONTENTS 22-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
AUTOPILOT
TRIM
2 AMP C/B
TRIM
MASTER (BLK)
TO A/C GND
T2 (3 PIN MOLEX)
SWITCH A A
TRIM MONITOR (RED)
TRIM MASTER SW
TO DIMMER LIGHT RHEOSTAT
(WHT) T1 (3 PIN MOLEX)
(RED) TRIM CB
TRIM
MONITOR TRIM MONITOR PROG/COMP
(BLK) TO
TO A/C GND AUDIO
(WHT) (WHT)
AMP 6 PIN
HORN TO A/C GND MOLEX
T3
CONTROL WHEEL
(BLK)
A/P A+ (RED)
TO TO
(WHT)
AUDIO A/C
AMP GND
FD1
(4 PIN MOLEX)
PROG/COMP 39224-12
FD/AP SWITC
P2 OPTION-F/D A/S
ALTITUDE SELECTOR/
ALT. SEL.
ALERTER
TO
(ENC. ALT.)
CODE
LINES
(BLK)
A/C GND
(WHT)
TO A/P DISC
(RED)
TO 28 VDC
(WHT) AP C/B
TO AUDIO AMP
(RED) F/D A
TO T&B C/B (5 AMP MAX.)
TURN COORDINATOR (BLK)
TO AIRFRAME GND 20 GA.
A/C
TURN COORDINATOR
BUSS
ANNUN
(RED) A/P A+
(BLK)
TO A/C GND
HORIZONTAL SITUATION (RED) A/P A+
INDICATOR NAV/HDG
C C
F/D 2
MOLEX
(12 PIN)
ANNUNCIATOR ANNUNCIATOR
Effectivity
PAGE 2
Oct 5/16 22-10-00 with S-TEC System 55/55X
22102
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TRIM
2 AMP C/B
A A
A/C BUSS PITCH SERVO
(RED) TRIM CB
CONTROL WHEEL
(BLK)
CONTROL WHEEL
A/P A+ (RED)
TO
A/C PITCH
GND
SERVO
39224-12
FD/AP SWITCH
B B
A/P 1 A/P 1
A/C GND
MOLEX (3 PIN)
FLAP POT FLAP COMP POT
TRIM
SERVO
TRANSDUCER
AP C/B
PRESSURE
F/D A/P MASTER SW TRANSDUCER
20 GA. (WHT)
A/C
BUSS FD/AP SW
TRIM SERVO ROLL SERVO
(RED) A/P A+
ROLL
SERVO
(RED) A/P A+
C C
104085C
104582 K
Effectivity
22103
with S-TEC System 55/55X
22-10-00 PAGE 3
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PITCH
TRIM
(CB19)
TRIM
MASTER P565/J565 (BLK)
(3 PIN MOLEX) GB5A-N
SWITCH
A/C BUSS
TRIM MONITOR (RED)
TRIM MASTER SW
TO PANEL LIGHTING BLOCK (LB2-F)
(WHT) P564/J564
P555 (3 PIN MOLEX)
CB
TRIM
(RED) TRIM
MONITOR TRIM MONITOR PROG/COMP
(BLK) TO
GB5A-M AUDIO P55
(WHT) (WHT) AMP A A
HORN
GB5A-L CONTROL WHEEL
(BLK)
TO GB3A-H
(WHT)
AUDIO
AMP
P552
P2 P5
PROGRAMMER/ P2 = 39328-( )
COMPUTER P1 = 39326-( ) B B
P1 A/P 1
(BLK)
GB5A-R
P551
(WHT)
TO AVIONICS LIGHTING
BLOCK (LB1-F)
(WHT)
TO A/P DISC (PIN 11 OF
CONTROL WHEEL CONN)
P732
PFD
PFD
TURN COORD
(CB13) P733
(RED)
A/C BUSS
TURN COORDINATOR (BLK)
GB5A-K
TURN COORDINATOR
AUTOPILOT
(CB29)
P558
A/C BUSS
GB5A-P
101831 D
C C (RED
Effectivity
PAGE 4
Oct 5/16 22-10-00 with S-TEC System 55/55X
22104
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PITCH
TRIM
(CB19)
A/C BUSS
PITCH SERVO
P561
CB
(RED) TRIM
J561
P554/J554
A A
CONTROL WHEEL
(BLK)
CONTROL WHEEL
GB3A-H
PITCH
SERVO
FD/AP SWITCH
P556/J556
B B
A/P 1 A/P 1
A/C GND
P569/J569
MOLEX (3 PIN)
TRIM
SERVO J557
TRANSDUCER
PRESSURE
TRANSDUCER
P559
J559
P562/J562
AUTOPILOT
TRIM SERVO ROLL SERVO
(CB29)
ROLL
F/D A/P MASTER SW SERVO
A/C BUSS
20 GA (WHT)
GB5A-P FD/AP SW
C C (RED) A/P A+
Effectivity
22105
with S-TEC System 55/55X
22-10-00 PAGE 5
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 6
Oct 5/16 22-10-00 with S-TEC System 55/55X
22106
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
The Roll Computer receives select input signals from the Directional Gyro (DG) or Horizontal Situation
Indicator (HSI), VHF Omnidirectional Radio (VOR), Localizer (LOC) or Global Positioning System
(GPS), Deviation Indicators, and the Turn Coordinator. It then computes roll servo commands for
stabilization, turns, navigation intercepts, and tracking.
The Pitch Computer receives select input signals from the Altitude Pressure Transducer,
Accelerometer, Glideslope Deviation Indicator and Altitude Selector/Alerter (if installed). It then
computes pitch servo commands for vertical speed, altitude hold and glideslope intercept and
tracking. Sensing for trim annunciation or automatic stabilator trim is provided by the pitch servo.
Drive for the stabilator trim servo is provided by the pitch computer.
A typical S-TEC System 55/55X Autopilot installation includes the following:
(1) Panel Mounted:
Programmer/Computer, Turn Coordinator, Annunciator, D.G. or HSI, altitude selector/alerter,
and Steering Horizon.
(2) Remote Mounted:
Roll Servo, Pitch Servo, Trim Servo, Trim Monitor, A/P Disconnect switch, and Altitude
(Pressure) Transducer.
Servo installations use aluminum brackets to secure the servos to the airframe. Attachment to the
airplane’s primary flight control and trim systems is accomplished with bridle cables and extension
attachments.
D. Troubleshooting
System functionality can be determined using functional checks descibed in the AFM Supplement
and autopilot Pilot’s Operating Handbook. More detailed troubleshooting should be accomplished by
authorized S-TEC Dealers, holding the appropriate FAA certification, with required test equipment
and service data.
E. GPSS (System 55X only)
The Global Positioning System Steering (GPSS) is a function of the 55X autopilot only. In the GPSS
mode, the converter receives ground speed and bank angle digital signals that are calculated and
converted to a commanded turn rate. The turn rate is then scaled and converted to a DC heading
error signal that is compatible with S-TEC autopilots. The end result is an autopilot that can be
directly coupled to the roll steering commands produced by the GPS Navigator, eliminating the
need for the pilot to make any further adjustments to the HSI course arrow or the DG’s heading
bug.
F. System Operation
Operation of the autopilot and other systems is described in the FAA-approved Airplane Flight
Manual Supplement (AFMS) - see airplane Pilot‘s Operating Handbook (POH), Section 9.
Specialized controls, annunciation, operation and interpretation are covered in this supplement and
in the S-TEC Autopilot POH that supplements the approved AFMS.
G. Maintenance
Except as provided in 5-20-00, servicing and/or maintenance of the autopilot system is
On-Condition.
NOTE: Servicing of S-TEC System 55/55X Autopilot installations is best accomplished by
approved S-TEC dealers holding the appropriate FAA-certification. Locations of and access
to the components installed are described and depicted individually below. Removal and
replacement of components is generally indicated by functional checks provided in the AFM
Supplement, S-TEC Autopilot POH and/or below.
Effectivity
22107
with S-TEC System 55/55X
22-10-00 PAGE 7
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
H. Ground Checks
(1) Standard, Avidyne Entegra, or Garmin G500 equipped airplanes
Complete the following checkout procedure after any maintenance to the system is performed.
NOTE: The System 55X incorporates a SELF-TEST that requires a 100 percent pass rate before
the autopilot can be engaged.
NOTE: For airplanes equipped with the optional Avidyne Entegra or Garmin G500 systems
references below to the flight director and HSI are to those functions in the Primary Flight
Display (PFD). For airplanes equipped with the optional Avidyne Entegra, references
below to the remote annunciator are to that function in the PFD.
(a) Apply aircraft power.
(b) Avionics Master Switch.......................................................................ON
(c) Autopilot Master Switch...............................................SELECT FD / AP
NOTE: Observe that all segments of the Programmer/Computer display and annunciators
illuminate for five (5) seconds during test. Satisfactory completion of the SELF-
TEST is indicated when the Ready (RDY) annunciator remains on at the end of
the five (5) second self-test. Should a fault be detected, the FAIL annunciator will
remain on at the conclusion of the self-test and the autopilot will not operate.
(d) Trim Master (ON / OFF) Switch.........................................................ON
(e) HDG and VS switches............................................PRESS / RELEASE
Ensure that HDG and VS illuminate on the 55X annunciator.
(f) VS Knob............................................................................ROTATE CW
Pitch control (i.e. - the control yoke) should move slowly out (pilot may have to assist a heavy
yoke).
(g) VS Knob.........................................................................ROTATE CCW
Pitch control should move slowly in.
(h) A/P DISC Trim Interrupt Switch (on control yoke).....................PRESS
Verify the autopilot disconnects.
(i) HDG Mode..............................................................................ENGAGE
(j) DG or HSI HDG bug ......................................................MOVE LT / RT
Roll control should follow the HDG bug.
NOTE: If HSI equipped, center the course arrow under the lubber line and push the NAV
button. Move the course arrow on the HSI left then right. Roll control should follow
the course arrow. Channel a valid VOR signal and move course arrow just enough
to deflect the Ieft/right needle one (1) or two (2) dots. Roll control should follow the
Course Deviation Indicator (CDI) left/right needle during the test. (This test is only valid
if the left/right needle is centered with the course arrow under the lubber line.)
NOTE: If DG equipped, center the HDG bug under the lubber line. Channel a valid VOR
signal. Move the OBS to cause Ieft/right CDI needle deflection. The roll control should
follow the left/right needle movement.
(k) REV Mode button........................................................................PUSH
Roll control should respond opposite to the course arrow and CDI Ieft/right needle inputs.
Effectivity
PAGE 8
Oct 5/16 22-10-00 with S-TEC System 55/55X
22108
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
22109
with S-TEC System 55/55X
22-10-00 PAGE 9
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 10
Oct 5/16 22-10-00 with S-TEC System 55/55X
221010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
221011
with S-TEC System 55/55X
22-10-00 PAGE 11
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 12
Oct 5/16 22-10-00 with S-TEC System 55/55X
221012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
221013
with S-TEC System 55/55X
22-10-00 PAGE 13
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
I. Components
(1) Panel-Mounted Components
The flight director, HSI, autopilot programmer/computer, altitude selector/alerter (if installed),
remote annunciator (if installed), and turn coordinator are either face-mounted or rack-mounted
in the instrument panel. See 39-10-00 for removal and installation instructions.
For airplanes equipped with Avidyne Entegra EFIS, Garmin G500 or G1000 IAS, the steering
horizon, altitude selector and horizontal situation selector components are replaced by the
Primary Flight Display (PFD).
(2) Component Locator
See “Figure 2”.
(3) Trim Monitor
The trim monitor is mounted on brackets to the left side of the fuselage, underneath the instrument
panel, see “Figure 2”.
(a) Removal
1) Remove wiring harness and cables from trim monitor.
2) Remove the four (4) screws and washers that attach the trim monitor to the bracket;
remove the trim monitor.
(b) Installation
1) Place trim monitor in position on the bracket and secure with washers and screws (4).
2) Connect cables and wiring harness.
3) Check system operation - perform Manual Electric Trim Test under Post-Maintenance
Operational Checkout, above.
(4) Roll Servo
See “Figure 3”.
The roll servo is mounted at the far right side of the aircraft under the floor panel below the
passenger seat. Access it from the baggage door.
(a) Removal
1) Remove the passenger seats.
2) Remove underlying carpet and floor panel.
3) Disconnect wiring harness and cables from the roll servo.
4) Remove nuts and bolts (2 ea.) securing each cable clamp (2) and remove cable clamps
from aileron balance and autopilot bridle cables.
5) Remove nuts, washers, and bolts (4 each) securing roll servo to mounting bracket and
remove roll servo with attached bridle cable.
Effectivity
PAGE 14
Oct 5/16 22-10-00 with S-TEC System 55/55X
221014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
G1000 LOCATOR
107734 NEW
PITCH SERVO
TRIM / MASTER
TRANSDUCER ANNUNCIATOR SWITCH
TRIM SERVO
INSTRUMENT
PANEL (REF)
FLAP
COMPENSATOR
ROLL SERVO
GMA 1347
TURN COORDINATOR GIA 63W NO. 1
PROGRAMMER / STEERING
COMPUTER HORIZON * FOR G1000, SEE “G1000 LOCATOR”
ALTITUDE
SELECTOR *
PITCH SERVO
PROGRAMMER / ROLL SERVO
COMPUTER TRIM SERVO TRANSDUCER
STEERING
HORIZON *
TRIM
MONITOR HORN
* Not installed with Avidyne Entegra EFIS, Garmin G500 or ** Not installed with Avidyne Entegra EFIS or Garmin G1000;
Garmin G1000; in those airplanes, this function is provided in those airplanes, this function is provided by the Primary
by the Primary Flight Display (PFD). Flight Display (PFD).
Component Locator
Figure 2
Effectivity
221015
with S-TEC System 55/55X
22-10-00 PAGE 15
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(b) Installation
1) Rig ailerons per Aileron Control Rigging and Adjustment, 27-10-00.
2) Place the control column tee bar in full forward position, maintaining that position using
a suitable tool or by placing weights on the aft side of the stabilator (if stabilator cables
have been previously tensioned).
3) Lock the ailerons in neutral (i.e. - aligned with flaps) position using a suitable contour
fixture at the inboard ends of the ailerons and the outboard ends of the flaps. Verify
control wheels are centered and secure in that position.
4) Remove screws (4) and remove capstan cover and cable guards from servo.
5) Adjust roll servo clutch torque per Servo Clutch Torque Adjustment, below.
6) Wrap autopilot bridle cable, align capstan, and and tighten centerball setscrew as
shown in “Figure 3”.
7) Replace cable guards and capstan cover, secure with screws (4).
8) Position servo on the mounting bracket as shown in “Figure 3” and secure it with bolts
(4 ea.), washers (8 ea.), and nuts (4 ea.).
9) Position cable clamps as shown in “Figure 3” and tighten nuts and bolts (2 ea.). Adjust
cable clamps in or out along the aileron balance cable to obtain a bridle cable tension
of 15 ± 2 lbs. Torque cable clamp bolts as specified in “Figure 3” .
10) Remove the locking fixtures at the inboard ends of the airlerons. Aileron neutral (i.e. -
aligned with flaps) position should be maintained with the control wheels in neutral. A
droop of 1/8 inch is allowable.
11) Remove the control wheel/tee bar locks. Check to insure that the left aileron up and
right aileron down stops are contacted simultaneously and vice versa. Adjust stops as
required.
12) Rotate the left (pilot’s) control wheel in each direction until the bellcranks contact
the stops. The sprocket stops on the tee bar shall not be contacted until additional
“override” movement (cushion) of the wheel occurs. A “cushion” on 0.030 to 0.040
inches is to be maintained as measured between the sprocket pin and adjustable
control wheel stop bolts.
13) Place the ailerons in the neutral (aligned with the flaps) position. For each aileron, from
the neutral position, check that the “up” travel and the “down” travel are within the limits
shown in Chart 2, 27-00-00:
a) Center bubble of a protractor over surface of aileron at neutral position. Note
reading.
b) Move aileron full up and down. Check degree of travel in each direction. Degree
of travel on protractor is determined by taking the difference between protractor
reading at neutral and up, and neutral and down. Bubble must be centered at each
reading.
When measuring “down” travel from the neutral position, a light “up” pressure shall
be maintained at the center of the aft edge of the aileron. When measuring “up”
travel from the neutral position, a light “down” pressure shall be maintained at the
center of the aft edge of the aileron (at the “up” position only), just sufficient to
remove the slack between the bellcrank and the aileron. Total free play measured
at the aileron trailing edges shall not exceed 0.120 inches.
14) If steps 10 thru 13 reveal the aileron controls out of rig, repeat steps 1 thru 9.
15) Connect autopilot harness.
Effectivity
PAGE 16
Oct 5/16 22-10-00 with S-TEC System 55/55X
221016
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
104085 C
104582 K
POSITION OF BRIDLE CABLE CENTERBALL 101831 D
WITH AILERON IN NEUTRAL POSITION. 107734 NEW
DEPRESS BRIDLE CABLE CENTERBALL TO
BOTTOM OF HOLE AND TIGHTEN SETSCREW.
BRIDLE CABLE
TORQUE CLAMP
BOLTS TO 55 ± 5 IN. LBS.
CABLE CLAMP DETAIL BAGGAGE COMPARTMENT
FLOOR
UP
BRIDLE CABLE CLAMP
(SEE DETAIL)
C RIGHT
L OF A/C
ROLL SERVO
HYDRAULIC
LINES
BOTTOM SKIN
Effectivity
221017
with S-TEC System 55/55X
22-10-00 PAGE 17
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 18
Oct 5/16 22-10-00 with S-TEC System 55/55X
221018
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
104085 C
104582 K WASHER, NAS1149FO363P NUT, NAS697A3W
101831 D
107734 NEW
IDLER PULLEY
WASHER, NAS1149CO632R
SERVO BASE PLATE (REF)
SPACER
CABLE GUARDS (3 REQ'D)
BRACKET (REF)
SCREW (3 REQ'D)
BOLT, AN3-14A
WASHER, NAS1149CO632R
MOUNTING PLATE
TRIM SERVO
SEE DETAIL
FOR BUILDUP
FWD
RIGHT
RUDDER CABLES
UP
TRIM CABLES
RIGHT
TRIM SERVO
LEFT, LOWER,
STABILATOR CABLE
Effectivity
221019
with S-TEC System 55/55X
22-10-00 PAGE 19
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(b) Installation
1) Adjust trim servo clutch torque per Servo Clutch Torque Adjustment, below.
2) With the capstan cover and cable guards removed, place the trim servo onto brackets
as shown in “Figure 4”. Secure with bolts, nuts, and two washers (3 places - two
forward and aft left).
3) Assemble the idler pulley cable guards (3) to the mounting plate with screws (1 ea.)
and star washers (2 ea.). Place the center bolt through the mounting plate/cable guard
assembly and slide a washer over the threaded end and up against the mounting plate.
Set aside the assembly.
4) Drape the slack left stabilator trim cable over the servo capstan.
CAUTION: IN STEPS 5) THRU 12) BELOW, THE TERMS “LEFT” AND “RIGHT” ARE
FROM THE VIEW OF THE TECHNICIAN IN THE CABIN BAGGAGE
AREA LOOKING AFT, EXCEPT WHERE AIRPLANE COMPONENT
PARTS ARE SPECIFICALLY NAMED.
5) Place thumb and forefinger on top of the capstan over the trim cable in its groove.
Pressing the trim cable into its groove, slide thumb and forefinger down around opposite
sides of the servo capstan and pull the trim cable slack away from you and to your left.
6) Holding the trim cable in that position, install the capstan cover and cable guards as
shown in “Figure 4”.
7) Hold the idler pulley forward and above the trim servo and to the right of the airplane’s
left stabilator trim cable. Move the idler pulley left and down to the forward segment of
the left stabilator trim cable and capture the trim cable underneath the idler pulley in
the cable groove on the right.
8) Keeping the trim cable in the groove, slide the idler pulley aft along the trim cable,
below and left of the servo capstan, and bring it approximately to its installed position
(see “Figure 4”). At this point, the forward portion of the trim cable should be: routed
left, around the rear, to the right of the idler pulley; to the left, around the front, and to
the right of the capstan.
9) Holding the idler pulley in this position, reach down and pull the aft portion of the trim
cable over the idler pulley and seat it in the cable groove. The left trim cable should
now be routed as shown in “Figure 4”.
10) Place the spacer inside the idler pulley.
11) Position the mounting plate/cable guard/bolt assembly as shown in “Figure 4” and slide
the bolt through the spacer inside the idler pulley.
12) Place a washer over the bolt end and put the bolt through the trim servo mounting
bracket and baseplate. Secure with a nut and washer, taking care to ensure that the
cable guards are positioned, and the left trim cable is routed, as shown in “Figure 4”.
13) Rig stabilator trim per Rigging and Adjustment, Stabilator Trim Controls, 27-30-00.
14) Connect the autopilot harness.
15) Perform Post-Maintenance Operational Checkout, above.
16) Check stabilator trim controls for free and correct movement.
17) Replace cabin closeout panel.
18) Replace control cable inspection access covers in baggage compartment floor and
replace baggage compartment carpet.
19) Replace rear seats.
Effectivity
PAGE 20
Oct 5/16 22-10-00 with S-TEC System 55/55X
221020
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
221021
with S-TEC System 55/55X
22-10-00 PAGE 21
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
SCREW, AN525-832R8
WASHER, NAS1149FN832P
NUT, MS21045-08
(2 PLACES)
WASHER, NAS1149F0363P
BOLT, AN3-15A NUT, NAS697A3W
BRACKET SPACER
UP
FWD
SEE DETAIL A
BRIDLE CABLE
CABLE CLAMP
SEE SHEET 2
EXISTING
ELEVATOR
CABLES
PITCH
BOLT, AN3-4A SERVO
WASHER, NAS1149F0332P
(2 EA.)
NUT, NAS697A3W
(4 PLACES)
CHAFE BLOCK
Effectivity
PAGE 22
Oct 5/16 22-10-00 with S-TEC System 55/55X
221022
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
10°
Effectivity
221023
with S-TEC System 55/55X
22-10-00 PAGE 23
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1
AUTOPILOT SERVO CLUTCH TORQUE
TORQUE (In. Lbs.) WASHERS
SERVO System 55/55X System 55 System 55X
Roll 34 ± 2 Three (3) ea., .040 Three (3) ea., .032
Pitch 37 ± 2 Three (3) ea., .040 Three (3) ea., .032
Trim 28 ± 2 One (1) ea., .032; Three (3) ea., .032
Two (2) ea., .040
Effectivity
PAGE 24
Oct 5/16 22-10-00 with S-TEC System 55/55X
221024
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
SCREW (4 REQ'D.)
WASHER (4 REQ'D.)
AN936-A4
CAPSTAN COVER
TORQUE WRENCH
S-TEC TOOL
(SEE PARTS CATALOG)
TENSION WASHERS
(SEE CHART 1)
SERVO
Effectivity
221025
with S-TEC System 55/55X
22-10-00 PAGE 25
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 26
Oct 5/16 22-10-00 with S-TEC System 55/55X
221026
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
BOLT, AN3-4A
BRACKET
FOR BUILD-UP
SEE DETAIL A
WASHER, NAS1149FO363P
ARM FWD
SPACER
WASHER, NAS1149FO363P
LEFT
NUT, NAS697A3W
DETAIL A
CABLE ASSEMBLY
SCREW, AN515-632R12
HARNESS
ASSEMBLY
WASHER, NAS1149FN632P
FOR BUILD-UP
SEE DETAIL B
ARM
CUSHION CLAMP
SPACER
FLAP TORQUE TUBE WASHER, NAS1149FN632P
WASHER, NAS1149FN632P
WASHER, NAS1149FN632P
CABLE ASSEMBLY
LOOKING DOWN AFT OF F.S. 128.74
WASHER, NAS1149FN632P
NUT, MS20365-632C
MEASURED WITH FLAPS FULLY RETRACTED
DETAIL B
20°
UP
TORSION SPRING
SETSCREW
FLAP TORQUE TUBE CABLE ASSEMBLY AFT
CUSHION CLAMP ARM
BOTTOM SKIN OF A/C
ARM POSITION
WITH FLAPS
FULLY RETRACTED
Effectivity
221027
with S-TEC System 55/55X
22-10-00 PAGE 27
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 28
Oct 5/16 22-10-00 221028
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(1) Setup
(a) Ensure G1000 (or G1000 NXi ) software is loaded, properly configured, and checked out
per 34-25-01, 34-25-02, or 34-25-03 as appropriate.
(b) Level the airplane per 8-20-00.
(c) Apply external power.
(2) References
(a) Garmin G1000 (or G1000 NXi) Cockpit Reference Guide for Piper PA-44-180 Seminole,
190-01462-00 (or 190-02094-00), as appropriate.
(b) Appropriate Pilot’s Operating Handbook (POH) serialized to the airplane.
(c) Avionics/Electrical System Installation schematics found in Chapter 91.
Effectivity
221029
with Garmin GFC 700
22-10-00 PAGE 29
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
NOTE: In the sections that follow, an Autopilot disconnect should be accompanied by an aural alert
(two-second tone) unless otherwise specified.
(3) Pre-Flight Test (PFT)
(a) Set the AVION MASTR switch to OFF. After 30 seconds select the AVION MASTR switch to
ON. Verify the GFC 700 begins an automatic pre-flight test after AHRS and ADC parameters
become valid.
(b) Verify that a white ‘PFT’ annunciation is displayed on the PFD. A momentarily red ‘AFCS’
annunciation displayed before PFT starts is acceptable.
(c) Upon successful completion of the test, an aural alert will sound and the annunciation will
clear. If the ‘PFT’ annunciation turns red, the test has failed. See Troubleshooting, above.
(d) Repeat Steps (a)–(c) to test the PFT aural alert for the other GIA. (For even-interval system
power-up, the aural alert is generated by GIA #1, whereas odd-interval system power-ups
are generated by GIA #2.)
(4) AFCS Switch Checks
Verify that the AFCS system buttons and switches are operating correctly by performing the
following steps (for both the pilot and copilot control yokes where applicable).
(a) Actuate both sections of the PITCH TRIM (TRIM UP/TRIM DN) switch to activate Manual
Electric Pitch Trim (MEPT). Verify the trim clutch engages and the trim wheel and trim tab drive
in the requested direction. Check operation in both the up and down direction.
NOTE: In aircraft with G1000 NXi, “TRIM” is displayed flashing on the PFD while the trim
is running.
(b) Activate Co-Pilot’s MEPT switch in the UP/DN direction. Then activate the Pilot’s MEPT
switch in the opposite direction. Verify the Pilot’s MEPT switch takes priority.
(c) Activate each half of the MEPT switch. Verify the trim clutch does not engage, the trim wheel
does not move, and PTRM annunciation on the PFD after approximately 3 seconds.
(d) Press the AP DISC TRIM INTER switch and hold while actuating the manual electric trim
switch. Verify trim does not run and the trim wheel rotates freely when moved manually.
Release the switches.
(e) Activate the MEPT switch. Remove power from the Pitch Trim servo by pulling the Pitch Trim
circuit breaker. Verify trim does not run and the trim wheel rotates freely when moved manually.
Release the switches.
(f) Pull Autopilot circuit breaker. Reset Pitch Trim and Autopilot circuit breakers.
(g) Engage the autopilot by pressing the AP key on the MFD. Verify the pitch and roll clutches
engage and resist movement of the control wheel. Press and hold the CWS switch and verify
the control wheel moves freely when moved manually.
(h) Release the CWS switch and press the AP DISC TRIM INTER switch on the pilots control
wheel. Verify the autopilot disengages with a flashing amber ‘AP’ annunciation on the PFD,
accompanied by an aural alert. Verify that the control wheel is free in pitch and roll axes.
(i) Press the TO/GA button on the power lever. Verify ‘TO’ is annunciated on the PFD for both
PITCH and ROLL modes and the command bars should be at ten (10) degrees nose up
and wings-level.
(j) Press the Flight Director (FD) key on the MFD to deactivate the GA mode. Press the AP key
to engage the autopilot. Press the CWS button for a minimum of 5 seconds and release;
verifying there is no residual force on the control stick for the pitch and roll axis while the
CWS is pressed. Servos reengage after CWS is released.
Effectivity
PAGE 30
Oct 1/18 22-10-00 with Garmin GFC 700
221030
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(k) Disengage the autopilot by pressing the AP DISC TRIM INTER switch on the co-pilot’s
control wheel. Engage VS mode by pressing the VS key on the MFD. Verify the PFD displays
‘VS’ in green and indicates a pitch reference of ‘0 FPM’.
NOTE: The Alt. Sel must be activated for the FLC key to function properly.
(l) Press the FLC key on the MFD and verify that ‘FLC’ is annunciated on the PFD.
(m) Press the ALT key on the MFD and verify that the ‘ALT’ annunciation is displayed in green on
the PFD with an altitude reference equal to the aircraft altitude (within the nearest 20 feet).
(n) Press the FD key and verify that the mode annunciations and command bars are removed
from the display.
(5) Autopilot Disconnect Checks – Normal Mode
Engage the autopilot by pressing the AP key on MFD prior to each of the following checks and
reset the circuit breaker (if required) prior to the subsequent check. For each check, verify a five-
second flashing amber AP annunciation, a three-second disconnect aural alert, and FD bars
remaining on display.
(a) Press the MEPT switch on the pilot’s control yoke.
(b) Press and hold the left section of the MEPT switch on the pilot’s control yoke. Verify the trim
wheel rotates freely when moved manually.
(c) Press and hold the right section of the MEPT switch on the pilot’s control yoke. Verify the
trim wheel rotates freely when moved manually.
(d) Press and hold the left section of the MEPT switch on the co-pilot’s control yoke. Verify the trim
wheel rotates freely when moved manually.
(e) Press and hold the right section of the MEPT switch on the co-pilot’s control yoke. Verify the
trim wheel rotates freely when moved manually.
(f) Press TO/GA button on the throttle handle. (Press the FD key to remove the GA mode
annunciation from the display).
(g) Press the A/P DISC TRIM INTER switch on the pilot’s control yoke.
(h) Press the A/P DISC TRIM INTER switch on the co-pilot’s control yoke.
(i) Pull the AUTOPILOT circuit breaker. Verify the FD bars remain on the display.
(6) Autopilot Disconnect Checks – Abnormal Mode
Engage the autopilot by pressing the AP key on the MFD prior to each of the following checks
and reset the circuit breaker (if required) prior to subsequent check. For each check, verify a
continous flashing red/white AP, a red boxed AFCS annunciation (unless specified otherwise),
and a continous disconnect aural alert (until silenced by the AP DISC TRIM INTER switch).
NOTE: After resetting each circuit breaker, allow time for the AHRS or GPS to initialize prior to
conducting the next test.
(a) Pull the INTEG AV 1 circuit breaker. Verify th FD bars are removed from the display. Various
Crew Alerting System (CAS) messages will appear due to GIA 1 powering down.
(b) Pull the INTEG AV 2 circuit breaker. Verify th FD bars remain on the display. Various CAS
messages will appear due to GIA 2 powering down.
(c) Pull the AHRS 1 circuit breaker. Verfiy the red boxed ACFS annunciation does not appear.
Verify th FD bars are removed from the display.
(d) With G1000/G1000 NXi in S/N’s 4496331, 4496367–4496400, 4496403–4496408,
4406412–4496431, and 4496433–4496446 only: Pull the PFD circuit breaker.
Effectivity
221031
with Garmin GFC 700
22-10-00 PAGE 31
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 2
SERVO CLUTCH TORQUE SETTINGS
PAGE 32
Oct 5/16 22-10-00 221032
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
221033
with Garmin GFC 700
22-10-00 PAGE 33
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 34
Oct 5/16 22-10-00 with Garmin GFC 700
221034
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
221035
with Garmin GFC 700
22-10-00 PAGE 35
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
D. Components
See “Figure 8”.
(1) Garmin Servos
The Garmin servos are a two part system the GSA 8X Servo Actuator and the GSM 86 Servo
Gearbox. See “Figure 9” and “Figure 10”.
(a) GSA 8X Servo Actuator
The GSA 8X servo actuator is an electromechanical unit that provides automatic control of
a single flight axis (pitch, roll, or yaw), or their associated trims.The GSA 8X receives serial
RS-485 data packets from two GIA, which contain data from the Flight Director, the GRS
AHRS, and the GDC 74 Air Data Computer. The drive clutch solenoid engages the GSM
86 drive clutch.The GSA 8X is mounted to the GSM 86 and can be removed and replaced
without removing or de-rigging the GSM 86.
1) Removal
a) Turn the master switch off. Pull the AUTOPILOT (and, if appropriate, PITCH TRIM)
circuit breaker(s).
b) Disconnect the servo actuator electrical harness connector.
c) Remove the bolts and washers securing the servo actuator to the servo gearbox
and remove the servo actuator.
2) Installation
a) Grease the servo actuator output gear with AeroShell 33MS.
NOTE: Two O-ring seals are pressed into grooves in the back plate of the servo
gearbox units. If during installation, removal, or reinstallation of a servo
gearbox either of these O-rings becomes detached from the rear plate,
carefully inspect and ensure there are no cuts or other damage to the
O-ring(s). If no damage is found, reinstall the O-ring(s) in the rear plate,
being careful not to stretch or compress it along its length while installing
into the groove in the rear plate. If either O-ring is missing or damaged,
replace with Garmin P/N 251-20031-00.
b) Position the servo actuator to the servo gearbox, secure with bolts and washers
(4 ea.) as follows:
1] Insert all bolts and thread in approximately two turns by hand.
2] Starting with two opposite corner bolts, tighten all bolts until 1/64” to 1/32”
(½ to 1 turn) from fully seated.
3] Verify that the GSA 8x is still slightly loose relative to the servo gearbox,
ensuring there is still relative movement between the two units.
4] Starting with two opposite corner bolts, tighten all bolts to proper torque per
“Figure 9”.
c) Connect the servo actuator electrical harness connector.
d) Push-in the AUTOPILOT (and, if appropriate, PITCH TRIM) circuit breaker(s).
(b) GSM 86 Servo Gearbox
See “Figure 9”.
The GSM 86 servo gearbox is mounted to the aircraft structure, via a custom mounting
bracket, and is responsible for transferring the output torque of the GSA 8X servo actuator
to the mechanical flight control surface linkage. The GSM 86 houses its internal components
within an cast aluminum housing. There are multiple variations of the GSM 86, all designed
to accommodate various flight-control system interfaces and torque requirements. The slip-
clutch settings and type of output capstan are described elsewhere in this chapter.
Effectivity
PAGE 36
Oct 1/18 22-10-00 with Garmin GFC 700
221036
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Seals
No scheduled maintenance of the GSM 86 seals is required. However, if during
installation or replacement of the GSM 86 it is determined that an O-ring seal in the
unit back plate is missing or damaged, the seal must be replaced with the appropriate
Garmin part number.
NOTE: Two O-ring seals are pressed into grooves in the back plate of GSM 86 units. If
either of the O-rings becomes detached from the back plate, carefully inspect
the O-ring and ensure there are no cuts or any other damage. If no damage is
found, reinstall the O-ring(s) in the back plate, being careful not to stretch or
compress it along its length while installing into the groove in the back plate. If
either O-ring is missing or damaged, replace with the appropriate Garmin part
number item.
(c) Inspection
1) First 1000 hours, three years, or any time the GSA 8X servo actuator is separated from
servo mount: clean and grease the servo actuator output gear with AeroShell 33MS.
2) Each twelve months, perform the following inspections:
a) Visually inspect:
1] The servos, connectors, support structures, and bridle cables to ensure that
no corrosion, chafing, cracks, or other defects exist.
2] The servo bridle cables to ensure no fraying, corrosion, or other damage
exists. Replace the cable if the condition is questionable.
3] The GFC 700 system wiring to ensure no chafing, wear, or other damage
exists.
b) Manually move the ailerons (for roll servo), elevators (for pitch servo), elevator
trim wheel (for pitch trim servo), and rudder pedals (for yaw servo) from stop to
stop and observe the servo, capstan, and control surface rigging. Ensure there is
no binding in the bridle cabling, and that the capstan pulleys rotate freely.
c) Check the tension of each servo bridle cable per “Figure 11”, “Figure 12”, or
“Figure 13”, as appropriate.
d) Manually override the slip clutch every 12 months per the Autopilot Clutch
Overpower Check under Garmin GFC 700 AFCS, Ground Checks, above.
(d) Return to Service
1) Original Servo(s) Reinstalled
No software loading is required if the removed servo(s) is re-installed. Continue to
“Ground Checks” on page 221029.
NOTE: This does not include units that were returned for repair as their software and
configuration files are deleted during the repair testing process.
2) New, Repaired, or Exchanged Servo(s) Installed
If a new, repaired, or exchanged servo is installed, the correct software files and
certification gains must be loaded to the unit. See G1000 (or G1000 NXi) Software/
Configuration Procedure in 34-25-01 (or 34-25-02 or 34-25-03) and then continue to
“Ground Checks” on page 221029.
3) If no other service is to be performed, continue to Ground Checks, above.
Effectivity
221037
with Garmin GFC 700
22-10-00 PAGE 37
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107891 A
5
1, 2 3 7
8
4
4 7 8
1, 2 5
PAGE 38
Oct 5/16 22-10-00 221038
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CAPSTAN
RETAINING RING
CLUTCH CAPSTAN
CLUTCH
SLIP TORQUE
SETTING
WASHER
GSM 86
STANDOFFS
TOP RING (CABLE GUARDS)
WASHER
SCREW
GSM 86
Effectivity
221039
with Garmin GFC 700
22-10-00 PAGE 39
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CAPSTAN
RETAINING RING
CLUTCH
SLIP TORQUE CAPSTAN
SETTING
CLUTCH
WASHER
GSM 86
TOP COVER
STANDOFFS
(CABLE GUARDS)
SCREW
WASHER
Effectivity
PAGE 40
Oct 5/16 22-10-00 with Garmin GFC 700
221040
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107875
107891 A 5
OUTPUT GEAR
Effectivity
221041
with Garmin GFC 700
22-10-00 PAGE 41
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 42
Oct 5/16 22-10-00 with Garmin GFC 700
221042
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
13) Place the ailerons in the neutral (aligned with the flaps) position. For each aileron, from
the neutral position, check that the “up” travel and the “down” travel are within the limits
as specified in 27-00-00, Chart 2.
a) Center bubble of a protractor over surface of aileron at neutral position. Note
reading.
b) Move aileron full up and down. Check degree of travel in each direction. Degree
of travel on protractor is determined by taking the difference between protractor
reading at neutral and up, and neutral and down. Bubble must be centered at each
reading.
When measuring “down” travel from the neutral position, a light “up” pressure shall
be maintained at the center of the aft edge of the aileron. When measuring “up”
travel from the neutral position, a light “down” pressure shall be maintained at the
center of the aft edge of the aileron (at the “up” position only), just sufficient to
remove the slack between the bellcrank and the aileron. Total free play measured
at the aileron trailing edges shall not exceed 0.120 inches.
14) If either step 10) thru 13) reveal the aileron controls out of rig, repeat steps 1) thru 9),
above.
15) Connect autopilot harness.
16) Check autopilot system for binding and proper operation, see Ground Checks, above.
17) Check aileron controls for free and correct movement.
18) Perform Post-Maintenance Operational Checkout, above.
19) Replace floor panel and secure with screws.
20) Replace carpeting.
21) Replace the passenger seats.
22) Review “Return to Service” criteria under Garmin Servos, GSA 8X Servo Actuator,
above, to determine if software needs to be reloaded.
Effectivity
221043
with Garmin GFC 700
22-10-00 PAGE 43
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107875 F 1
SEE DETAIL B
AILERON CABLE - RH SEE DETAIL B
ORIENT CLAMP VERTICALLY AS
IT PASSES THROUGH SKIN
WRAP LONG END 540° AND INBOARD
WRAP SHORT END 540° AND OUTBOARD.
ADJUST BRIDLE CABLE TENSION
TO 22 +3/-3 POUNDS
HYDRAULIC LINES
BRACKETS
SERVO GEARBOX
FUEL LINE
SECTION A-A
LOOKING INBOARD
2 EA. BOLT
TORQUE TO 2 EA. MS21042L3 NUT
50–60 INCH POUNDS
DETAIL B
Effectivity
PAGE 44
Oct 5/16 22-10-00 with Garmin GFC 700
221044
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
221045
with Garmin GFC 700
22-10-00 PAGE 45
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107875 F 1
STABILATOR
CABLE
A
LOOKING RIGHT FROM AIRPLANE CENTERLINE
AFT OF BULKHEAD F.S. 191.00
STABILATOR CABLE
FAIRLEAD
SCREW,
WASHER,
SERVO NUT
GEARBOX (2 PLACES)
BRACKET BRACKET
SECTION A-A
LOOKING AFT
Effectivity
PAGE 46
Oct 5/16 22-10-00 with Garmin GFC 700
221046
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107875 F 2
SEE DETAIL B
BRACKET
A 30°
WITH STABILATOR CONTROL IN THE
FULL DOWN POSITION, DEPRESS
STABILATOR CABLE BRIDLE CABLE CENTER BALL
TO BOTTOM OF HOLE IN CAPSTAN.
SCREW STABILATOR TRIM CABLE
WASHER
NUT WRAP SHORT END 570°
(2 PLACES) AND AFT
WRAP LONG END 550°
AROUND CAPSTAN THEN WRAP SEE DETAIL B
ACROSS TO PULLEYAND AFT. BRIDLE CABLE ASSY
ADJUST BRIDLE
STABILATOR CABLE
A 4 EA. BOLT
(TORQUE BOLTS
CABLE TENSION
TO 22 +3/ -3 POUNDS.
25–40 INCH POUNDS)
4 EA. WASHER
FUSELAGE SKIN, BOTTOM
BRACKET
2 EA. BOLT
TORQUE TO 2 EA. MS21042L3 NUT
LOOKING RIGHT FROM AIRPLANE CENTERLINE 50–60 INCH POUNDS
AFT OF BULKHEAD F.S. 219.00
DETAIL B
BRACKET
PITCH SERVO
ACTUATOR
OUTBOARD
SECTION A-A
LOOKING AFT
Effectivity
PAGE 48
Oct 5/16 22-10-00 with Garmin GFC 700
221048
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107875 F 2
Effectivity
221049
with Garmin GFC 700
22-10-00 PAGE 49
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 50
Oct 5/16 22-10-00 221050
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
WIRING
Airplanes equipped with Garmin GFC 700 Automatic Flight Control Systems have additional EMI shielding
on some harness assemblies. If repair is required, see EMI Shielding in 20-97-00.
PAGE 2
Oct 5/16 22-97-00 22972
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
23
Communications
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
23-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 23
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE 2
Oct 5/16 23 - LIST OF EFFECTIVE PAGES 23-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 23 - Communications
TABLE OF CONTENTS
GENERAL 23-00-00 1
Radio Master Switch 1
Antennas 1
PAGE 2
Oct 5/16 23 - CONTENTS 23-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GENERAL
107701 NEW
UPPER TAS F.S. F.S.
108.17 156.00 COMM 2
GPS FIGURE 5
FIGURE 3
F.S.
218.36
NAV ANTENNA
FIGURE 2
NAV ANTENNA
COUPLER CI 1125 F.S.
FIGURE 2 246.425
ADF
F.S. MARKER BEACON
5.150 TRANSPONDER FIGURE 3
COMM 1 LOWER TAS
FIGURE 4
FIGURE 5 F.S.
DME 190.36
SIDE VIEW
ELT
UPPER TAS
GPS
TOP VIEW
COMM 2
NAVIGATION
F.S.
102.04
COMM 1
F.S.
5.150
ADF
BOTTOM VIEW
LOWER TAS
XPNDR DME
MARKER BEACON
Antenna Installations
Figure 1
PAGE 2
Oct 5/16 23-00-00 23002
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
NAV ANTENNA
COUPLER CI 1125
SCREW
WASHER
NUT
2PL
CABLE ASSY
G/S 1
CABLE ASSY
NAV 1
COAXIAL ASSY
107730 D 5
FWD
SCREW
(3 PLACES)
CABLE ASSEMBLY
MARKER BEACON
GPS # 2 ANTENNA
AIRPLANE SKIN
GPS #1 ANTENNA
AIRCRAFT SKIN
GPS ANTENNA INSTALLATION
FWD
PAGE 4
Oct 5/16 23-00-00 23004
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CABLE ASSY
DOUBLER
NUT BACKING PLATE
WASHER
2 PLACES
TRANSPONDER ANTENNA
GTX33/GTX33ES
FWD
Transponder Antenna
Figure 4
CABLE ASSY
DOUBLER
SCREW (4 ea.)
COMM 1 ANTENNA
CI 122
COMM-2 ANTENNA
CI 121
SCREW (4 ea.)
DOUBLER ASSY
COAX ASSY
PAGE 6
Oct 5/16 23-00-00 23006
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
AUDIO INTEGRATING
A OM MKR
MUTE
COM1 COM2 COM3 NAV1 NAV2 DME ADF TEST
SQ HI SPKR PILOT SQ
340P2 340P1
J5 P5
SP
KR
CONTROL WHEEL CONN. (REF)
101828 B
J335
STBY
(J730) AIRSPEED
P3401 (J732) (P732) INDICATOR
P3402
GMA-340 (REF) STBY
(J530) AIR COM
(J731) ATTITUDE
P43021
(J733) INDICATOR
GPS P43011 (P731) (P730)
P43061
(P530) NAV STBY
GNS-430 #1 (REF) (P733) ALTITUDE
MFD G/S
PFD
AIR COM INDICATOR
P43022
P43012
GPS
P43062
DC
MA
-37
P3301 PHONE/MIC
WIRING TYP
GTX-330
TRANSPONDER
(P304F)
TO J104F
TO J205F TO PILOT CONTROL WHEEL WIRES
TRANSPONDER E7S20
(P305F) ANTENNA (TO EXCEEDANCE ALERT HORN)
COPILOT CONTROL WHEEL WIRES
PAGE 2
Oct 5/16 23-50-00 23502
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
FRONT
(VIEW LOOKING DOWN)
PAGE 4
Oct 5/16 23-50-00 23504
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 6
Oct 1/18 23-50-00 23506
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1 (Sheet 1 of 3)
TROUBLESHOOTING - AFT PASSENGER INTERCOM SYSTEM
CHART 1 (Sheet 2 of 3)
TROUBLESHOOTING - AFT PASSENGER INTERCOM SYSTEM
PAGE 8
Oct 1/18 23-50-00 23508
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 3 of 3)
TROUBLESHOOTING - AFT PASSENGER INTERCOM SYSTEM
C. Phone/Mic Jacks
See “Figure 5” on page 235010.
The Phone/Mic Jacks are mounted in the interphone cover plate assembly in the left and right lower
interior side panels adjacent to the aft seats.
(1) Interphone Cover Plate Assembly
The cover plate assembly is secured in the interior panel by two mounting screws.
(a) Removal
1) Remove electrical power from the airplane.
2) Remove mounting screws.
3) Lift the cover plate assembly out of the interior panel sufficient to disconnect the
harness connectors.
4) Remove the cover plate assembly.
(b) Installation
1) Place the cover plate assembly adjacent to the opening in the interior panel and
connect the two harness connectors.
2) Install the cover plate assembly in the interior panel and secure with two mounting
screws.
3) Perform an “Intercom System (ICS) Check”.
PLATE ASSY
CENTER PLATE
BETWEEN INDENTATION
MIC PHONE
FWD
MIC PHONE
SIDE PANEL
PLACARD
PAGE 10
Oct 1/18 23-50-00 235010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 2 (Sheet 1 of 3)
TROUBLESHOOTING - AFT PASSENGER INTERCOM SYSTEM PTT
CHART 2 (Sheet 2 of 3)
TROUBLESHOOTING - AFT PASSENGER INTERCOM SYSTEM PTT
PAGE 12
Oct 1/18 23-50-00 235012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 2 (Sheet 3 of 3)
TROUBLESHOOTING - AFT PASSENGER INTERCOM SYSTEM PTT
PAGE 14
Oct 1/18 23-50-00 235014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107423 A 3
INSTRUMENT PANEL
FACE PLATE
A
SQUELCH KNOB
4-40 NON-MAGNETIC
DO NOT REMOVE
SCREWS (2 EA.)
THESE NUTS
VOLUME KNOB
LOOKING DOWN
(2) Installation
(a) Verify electrical power is removed from the airplane.
(b) Reach behind the instrument panel and place the intercom in position with the squelch and
volume control shafts and the isolate switch protruding through the appropriate holes in the
instrument panel.
(c) Continue to support the unit and install the intercom face plate with two Phillips head screws.
(d) Install the squelch and volume control knobs as follows:
1) Rotate both the squelch and volume control shafts counterclockwise until they stop.
2) Position each control knob so that it points to seven o’clock and push onto the control
shaft.
3) Secure each control knob with its set screws.
(e) Connect the 25-pin D-sub connector to the rear of the intercom unit.
(f) Conduct an operational test of the intercom system.
(3) Configuration and Functional Checkout Procedure (PIR-107823, Rev. New.)
Use the following procedures to setup, adjust volume and squelch control, checkout radio
transmission, and checkout passenger isolate. See “Figure 6” to reference Flightcom Control
Panel configuration.
(a) Adjust Intercom and Headset Configuration and Volume:
To adjust the intercom and headsets:
1) Plug headsets into the copilot and passenger jacks in the aircraft.
2) Turn on the aircraft BATT MASTR switch to turn on the intercom.
3) Set the intercom Volume control knob to the 11 o’clock position.
4) Set the intercom Squelch control knob to the 3 o’clock position.
NOTE: Using stereo headphones without a mono setting will cause only one earphone
to be active.
5) Turn each headset volume to ½ the available volume control.
6) Position the headset boom microphone 1/8” from your lips to the side of your mouth.
7) While speaking loudly, adjust the volume controls on the Garmin audio panel to set
the copilot volume to a comfortable level. Set the Flightcom 403 switch to “ICS,” the
Flightcom volume should then be adjusted to set passenger ICS volume to personal
preference.
(b) Adjust Squelch Control
To adjust the squelch control:
1) While no one is talking, turn the intercom Squelch control knob as far clockwise as
possible while still blocking background noise.
2) Re-adjust the setting in flight to compensate for different noise levels.
NOTE: If you set the squelch too high by turning the Squelch control knob
counterclockwise, voice will be cut out unless you talk very loudly; if you
set the squelch too low by turning the Squelch control knob clockwise, the
background noise will be heard occasionally. The intercom will not interfere
with the normal use of the radio and will allow passengers to hear the aircraft
radio and sidetone.
PAGE 16
Oct 1/18 23-50-00 235016
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 18
Oct 1/18 23-50-00 235018
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107421 J
INTERPHONE ASSY
A
ARM REST
FWD
SPRING CLIP
COVER PLATE
Garmin G1000 Garmin G1000 NXi
AIRCRAFT SKIN
NUT COVER PLATE
(2 PL)
WASHER
B
HARNESS ASSY
J/P4 J/P3
B VIEW B - B
(PARTS REMOVED FOR CLARITY)
VIEW A-A
Push-to-Transmit Switch
LEFT SIDE and
SHOWN, Phone/Mic
RIGHT Jacks
SIDE OPPOSITE Effectivity
Figure 7 4496339 and up
NOTE: If a mic jack, cut the wires leading from the PTT switch to the jack.
(b) Installation
NOTE: If installing a new jack, solder wire pigtails from the old harness connector as shown
in 91-23-50 Figure 3 for the appropriate jack. If a mic jack, solder additional wire
pigtails onto Pins 1 and 2 of the new jack to accomodate the PTT switch wiring. Use
22 AWG wire unless otherwise specified in 91-23-50 Figure 3.
1) Postion the jack in the appropriate hole as shown in “Figure 7” on page 235019.
2) Ensure brown plastic and fiber washers are positioned as noted during removal.
3) Secure the jack with the upper jamnut.
4) If a mic jack, splice the wire pigtails to wires to the PTT switch, Pin 1 to Pin 1 and Pin
2 to Pin 2.
5) Reinstall Interphone Cover Plate Assembly per Installation, above.
PAGE 20
Oct 1/18 23-50-00 235020
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
STATIC DISCHARGING
1. Static Wicks
A. Description
This airplane is equipped with nine (9) static wicks: one (1) on the outboard end of each aileron; one
(1) on the inboard end of each aileron; one (1) in the center of each flap; one (1) on each outboard
end of the stabilator; and one (1) on the left-hand side of the rudder at the bottom.
B. Inspection
Each 100 hours or annually, whichever comes first, inspect static wicks as follows:
(1) General appearance and physical condition.
(2) Security of attachment to airframe.
(3) Discharge points visible.
(4) Resistance = 0.5 ± 20% megohms (500 to 1,000 volt megohmmeter).
(5) Base resistance to airframe (one (1) ohm maximum).
2. Bonding Straps
NOTE: Perform Electrical Bonding - On Condition Inspection, 51-80-00, whenever a bonding strap is
installed/reinstalled.
To aid in dissipating static electricity buildup the ailerons, stabilator, stabilator tab, and rudder are
bonded to either the control’s hinge or spar.
When replacing the jumper assemblies (bonding straps), secure the end of the jumper that mounts to the
control’s hinge or spar as follows:
A. Clean an area of 1 1/2 times the diameter of the jumper’s washer down to bare metal.
B. Attach the jumper and washer to the control’s hinge or spar.
C. Seal the cleaned area with waterborne, chromated, fluid resistant, epoxy primer (i.e. - PRC Desoto)
and acrylic lacquer.
PAGE 2
Oct 5/16 23-60-00 23602
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
24
Electrical Power
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
24-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 24
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE 2
Oct 5/16 24 - LIST OF EFFECTIVE PAGES 24-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TABLE OF CONTENTS
GENERAL 24-00-00 1
Description and Operation 1
Troubleshooting 1
Contactor Maintenance 2
PAGE 2 3
Oct 29/19
5/16 24 - CONTENTS 24-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 4
Oct 5/16 24 - CONTENTS 24-viii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GENERAL
3. Contactor Maintenance
WARNING: A STARTER CONTACTOR THAT IS DAMAGED AS DESCRIBED BELOW CAN FAIL
UNEXPECTEDLY IN THE CLOSED POSITION, CAUSING AN UNCOMMANDED ROTATION
OF THE PROPELLER THE NEXT TIME THE MAIN POWER BUS IS ENERGIZED.
Contactor terminals may be damaged if correct procedure is not followed when loosening or tightening
connections. Specifically, wrenching torque may be transmitted to components inside the contactor,
causing damage that may go undetected.
Service spares replacement contactors are configured out-of-the-box as shown in “Figure 1”. The contactor
is labeled with a note in red text that reads: “DO NOT REMOVE INNER NUT WHEN ASSEMBLING. USE
WRENCH TO HOLD INNER NUT IN PLACE WHEN APPLYING OUTER NUT.”
The “INNER NUT” referred to in this note are the nuts that are supplied with the contactor. When installing
wire terminals onto the threaded posts, two wrenches must be used: One wrench (the back-up wrench) is
placed on the inner nut to hold it stationary, while the other wrench turns and tightens the outer nut.
Contactors are manufactured by either White-Rodgers or Lamar. The correct nut torques, by manufacturer,
are:
A. White-Rodgers
(1) On the main contactor terminal nuts (5/16 – 24 thread), use 45 to 55 inch-pounds (in·lb).
(2) On the control coil terminals nuts (#10 – 32 thread), use 12 to 18 in·lb.
B. Lamar
(1) On the main contactor terminal nuts (5/16 – 24 thread), use 35 to 45 in·lb.
(2) On the control coil terminals nuts (#10 – 32 thread), use 10 to 15 in·lb.
NOTE: The proper installation torque for nuts installed on the threaded terminal posts is also labeled on
the contactor.
NOTE: Fastener torques shown above reflect the specifications of the contactor manufacturer at the time
of publication of this maintenance alert service letter, and are subject to change. Adhere to vendor
installation instructions provided with any Piper approved replacement contactor.
Typical Contactor
Figure 1
PAGE 2
Oct 29/19 24-00-00 24002
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
D.C. GENERATION
1. General
Electrical power is generated by a 70 or 100 amp alternator. Three different alternators may be installed.
The Hartzell Engine Technologies (HET) (Electrosystems, Kelly Aerospace, or Pestolite) 12 Volt 70 Amp
ALX-8421LS and the Hartzell Engine Technologies (HET) 24 Volt 100 Amp ES10024B-6 are similar and
are addressed together. The Plane-Power 24 Volt 70 Amp AL24-P70-2 is addressed separately.
2. Precautions
Since the alternator and regulator are designed for use on only one polarity system, the following
precautions must be observed when testing or servicing the electrical system. Failure to observe these
precautions will result in serious damage to the electrical equipment.
CAUTION: DISCONNECT THE BATTERY BEFORE CONNECTING OR DISCONNECTING TEST
INSTRUMENTS (EXCEPT VOLTMETER) OR BEFORE REMOVING OR REPLACING ANY
UNIT OR WIRING. ACCIDENTAL GROUNDING OR SHORTING AT THE REGULATOR,
ALTERNATOR, AMMETER OR ACCESSORIES, WILL CAUSE SEVERE DAMAGE TO THE
UNITS AND/OR WIRING.
CAUTION: THE OUTPUT LEAD MUST NOT BE REMOVED FROM ALTERNATOR WHILE ROTOR
WINDING IS ENERGIZED AND ALTERNATOR IS OPERATING.
CAUTION: ALTERNATOR MUST NOT BE OPERATED ON OPEN CIRCUIT WITH ROTOR WINDING
ENERGIZED.
CAUTION: DO NOT ATTEMPT TO POLARIZE THE ALTERNATOR. NO POLARIZATION IS REQUIRED.
ANY ATTEMPT TO DO SO COULD DAMAGE ALTERNATOR, REGULATOR OR CIRCUITS.
CAUTION: GROUNDING OF THE ALTERNATOR OUTPUT TERMINAL WILL DAMAGE THE
ALTERNATOR AND/OR CIRCUIT AND COMPONENTS.
CAUTION: REVERSED BATTERY CONNECTIONS WILL DAMAGE THE RECTIFIERS, WIRING OR
OTHER COMPONENTS OF THE CHARGING SYSTEM. BATTERY POLARITY MUST BE
CHECKED WITH A VOLTMETER BEFORE CONNECTING. THIS AIRCRAFT IS NEGATIVE
GROUND.
CAUTION: IF A BOOSTER BATTERY OR FAST CHARGER IS USED, BE SURE TO CONNECT
NEGATIVE TO NEGATIVE AND POSITIVE TO POSITIVE.
3. Alternator System
A. Description
See “Figure 1” on page 24303.
Each alternator is located on the front lower right side of the engine and utilizes a belt drive from the
engine crankshaft. The alternating current is converted to direct current by diodes pressed into the
end bell housing of the alternator. The diodes are highly reliable solid state devices, but are easily
damaged if current flow is reversed through them.
Each alternator system has an independent ON-OFF rocker switch and a solid state voltage regulator
that automatically regulates alternator field current. When selected ON, the positive output of each
alternator is fed through individual shunts to the main tie bus.
Overcurrent protection is provided by main tie bus circuit breakers labeled L ALT and R ALT. In
S/N’s 4496001–4496338, less 4496331, these breakers are rated 70 amps; in Garmin G1000 or
G1000 NXi, they are 80 amps.
The alternator field is protected by 5-amp circuit breakers labeled L ALT FIELD and R ALT FIELD.
If one of these trips, it will result in a complete shutdown of power from the respective generating
system. After a one- or two-minute cooldown period, the breaker can be reset manually. If breaker
trips again, this indicates a short in the respective alternator circuit.
Two annunciator lights are located at the upper right of the pilots panel. When either alternator fails, or
is selected OFF, the amber ALT annunciator light will illuminate. A low-voltage monitor, also connected
to the tie bus, will illuminate the red LO BUS annunciator when the system drops from bus voltage
(14 Vdc) to battery voltage (approx. 12 Vdc). A fuse provides overvoltage protection for the low
voltage monitor.The dual ammeters do not indicate battery discharge, but display the load in amperes
placed on the individual generating systems.
NOTE: In airplanes equipped wtih Garmin G1000 or G1000 NXi, installed alternator amperage and
bus voltage is detected by the GEA and displayed in the EIS window of the MFD. See 31-50-
00 for failure / annunciation behaviors.
B. Troubleshooting
WARNING: ALL CHECKS AND ADJUSTMENTS OF THE ALTERNATOR AND/OR ITS
COMPONENTS MUST BE MADE WITH THE ENGINE STOPPED. ACCORDINGLY,
TO COMPLETE SOME CHECKS OR ADJUSTMENTS, IT WILL BE NECESSARY TO
REMOVE THESE UNITS FROM THE AIRPLANE AND PLACE ON A TEST STAND.
Troubleshooting information is provided as follows: See “Chart 1” on page 24304 for the alternator
system; and “Chart 3” on page 243010 for alternator belts. The wiring diagrams included in Chapter 91
give a physical breakdown of the different electrical circuits used in the airplane.
After trouble is corrected, check entire electrical system for security and operation of its components.
C. Checking Alternator System
With all electrical equipment off, except the master switch, the ammeters will indicate the amount
of charging current demanded by the battery. This amount will vary depending on the percent of
charge in the battery at the time. As the battery becomes charged the amount of current displayed
on the ammeters will reduce to approximately two (2) amperes. The amount of current shown on
the ammeters will tell immediately whether or not the alternator system is operating normally, if the
following principles are kept in mind.
The amount of current shown on the ammeter is the total load, in amperes, that is demanded by the
electrical system from the alternator. As a check, take for example a condition where the battery is
demanding 10 amperes charging current, then switch on the landing light. Note the value in amperes
placarded on the circuit breaker panel for the landing light circuit breaker (10 amps) and multiply this
by 80 percent. You will arrive at a current of eight (8) amperes. This is the approximate current drawn
by the light. Therefore, when the light is switched on there will be an increase of current from 10 to 18
amperes displayed on the ammeter. As each unit of electrical equipment is switched on, the current
will add up and the total, including the battery, will appear on the ammeter.
(1) Start engine and set throttle for 1000 to 1200 rpm.
(2) Switch on the following loads and observe the ammeter output increase as indicated:
(a) Rotating beacon - 3 to 6 amps.
(b) Navigation and instrument lights (bright) - 4 to 6 amps.
(c) Landing light - 7 to 9 amps.
(d) VHF radio(s) - 4 to 6 amps (each).
(3) If alternator does not meet above indications, refer to “Troubleshooting”, above.
(4) On airplanes without night flying equipment, load required by test can be simulated by connecting
a lamp-bank load consisting of eight (8) landing lights wired in parallel from main bus (+) to
airframe ground (-) (see “Figure 2” on page 24303) or 14, 3-ohm, 100-watt resistors.
PAGE 2
Oct 1/18 24-30-00 24302
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Alternator Installation
Figure 1
2612
ALLIGATOR CLIPS
Chart 1 (Sheet 1 of 5)
TROUBLESHOOTING ALTERNATOR SYSTEM
Trouble Cause Remedy
Zero output indicated on Open field circuit. With master switch turned
ammeter regardless of RPM on, check for battery voltage
(see from airplane’s main bus
“Checking Alternator System”). through entire field circuit
to alternator field terminal.
Measure voltage from
ground (-) to the following
points (+) in sequence; bus
bar, output circuit breaker
(5A), field terminals of
master switch, voltage
regulator and alternator
field terminal.
Interruption of voltage
through any of these points
isolates the faulty
components or wire which
must be placed.
(See wiring schematic.)
Open output circuit. With master switch turned
on, check for battery
voltage from airplane’s
main bus through entire
output circuit to alternator
battery post. Measure
voltage from ground (-) to
the following points (+) in
sequence: bus bar, output
diodes, ammeter and
alternator battery post.
Interruption of voltage
through any of these points
isolates the faulty
component or wire which
must be replaced.(See
wiring schematic.)
PAGE 4
Oct 5/16 24-30-00 24304
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 2 of 5)
TROUBLESHOOTING ALTERNATOR SYSTEM
Trouble Cause Remedy
Zero output indicated on Open field winding in alternator Disconnect field terminal of
ammeter regardless of RPM alternator from field wiring
(see and check for continuity from
“Checking Alternator System”). field terminal to ground with
(continued) ohmmeter (20-100 ohms)
depending on brush
contact resistance.
WARNING: TURN MAGNETO SWITCH TO OFF BEFORE TURNING PROP.
(Pull propeller slowly
by hand turning alternator
rotor through 360° of
travel.)
If resistance is high, check
brushes for spring tension
and excessive wear and
replace if necessary. If
brushes check out and field
reads open, replace
alternator.
Output indicated on ammeter Faulty voltage regulator. Start engine, turn on load (per
does not meet minimum values “Checking Alternator System”)
specified in set throttle at 2300 RPM.
“Checking Alternator System”. Check voltage
at bus bar convenient
checkpoint, remove cigar
lighter and check from
center contact (+) to
ground (-). Voltage should
be 13.5 volts minimum. If
voltage is below this value,
replace regulator.
High resistance connections Check visually for loose
in field or output circuit. binding posts at the various
junction points in system,
alternator battery post, lugs
on ammeter, connections
at voltage regulator, circuit
breaker, etc., (See wiring
schematic.) Examine
crimped terminal ends for
signs of deterioration at
crimp or strands of broken
wire at crimp. Tighten any
loose binding posts or
replace bad wire terminals.
CHART 1 (Sheet 3 of 5)
TROUBLESHOOTING ALTERNATOR SYSTEM
Trouble Cause Remedy
Output indicated on ammeter Open rectifier. If any of the six rectifiers
does not meet minimum values pressed into the rear bell
specified in housing of the alternator
“Checking Alternator System”. open up internally, it will
(continued) result in a definite limitation
on the current that can be
drawn from the alternator.
After having checked the
previous causes of low
output it can be assumed
that a faulty rectifier exists.
Field circuit breaker trips. Short circuit in field circuit. Disconnect field wiring at
terminal of alternator. Turn
on master switch. If breaker
continues to trip, proceed
to disconnect each leg of
field circuit, working from
the alternator towards the
circuit breaker until breaker
can be reset and will hold.
Replace component or wire
which was isolated as
defective. (See wiring
schematic.)
Short circuit in field winding Disconnect field wiring at
of alternator. terminal of alternator. Turn
on master switch. Reset
breaker and if breaker fails
to retrip, this isolates short
circuit to field of alternator it
self. Check brush holders
for shorting against frame.
If there are no obvious
signs of a physical short
circuit at field terminal or
brush holder, replace
alternator. (Note:
Intermittent short circuit.)
Internal short circuiting of
the field can occur at
various positions of the
rotor, therefore, reconnect
field, reset breaker.
PAGE 6
Oct 5/16 24-30-00 24306
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 4 of 5)
TROUBLESHOOTING ALTERNATOR SYSTEM
Trouble Cause Remedy
WARNING: TURN MAGNETO SWITCH TO OFF BEFORE TURNING PROPELLER.
Field circuit breaker trips. Short circuit in field circuit. Pull propeller slowly by
(continued) (continued) hand turning alternator
rotor through 360° of travel.
Observe circuit breaker for
signs of tripping.
Output circuit defective. Short circuit in output circuit. Disconnect wiring at
battery post of alternator.
Turn on master switch.
Disconnect each leg of
output circuit, working from
the alternator towards the
bus bar. Replace or wire
which component was was
isolated as defective. (See
schematic.)
Battery installed with reversed Remove battery and
reinstall polarity. with
correct polarity.
CHART 1 (Sheet 5 of 5)
TROUBLESHOOTING ALTERNATOR SYSTEM
Trouble Cause Remedy
Excessive ammeter fluctuation. Excessive resistance in field Check all connections and
circuit. wire terminals in field circuit
for deterioration such as
loose binding posts, broken
wire strands at terminals,
etc. Tighten all connections
and replace faulty
terminals.
High field circuit resistance. If problem persists, jump
across terminals of the
following components one
at a time until the faulty unit
is isolated.
a. Field 5 amp (alternator)
circuit protector.
b. Alternator half of master
switch.
c. Overvoltage relay.
Defective voltage regulator. Replace voltage regulator.
PAGE 8
Oct 5/16 24-30-00 24308
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 2
ALTERNATOR BELT TENSION
Torque indicated
Width of Belt Condition at alternator pulley
3/8 inch New 11 to 13 ft-lbs.
3/8 inch Used 7 to 9 ft-lbs.
NOTE: A belt is considered used if it has been installed on an engine and the engine has been operated.
Chart 3 (Sheet 1 of 2)
TROUBLESHOOTING ALTERNATOR BELTS
Trouble Cause Action
Belt Slippage Lack of tension. Increase tension
Overloaded drive. Reduce load or check pulley
size.
Worn pulley or V grooves. Replace pulley.
Oily drive conditions Clean drive; resolve oil leak.
Belt Turn Over Misaligned drive. Realign shafts and pulleys
Worn pulley or V grooves. Replace pulley
Check idler pulley Heavy impluse loads.
(spring or not)
Check tension
Excessive vibration. Tension v-belt. If tension
is good, inspect belt condition
or replace.
Belt Turn Over (cont.) Broken cords caused by Replace belts.
prying belt over pulley.
Do not pry belt over pulley.
Wrong pulley or belt. Correct.
Rapid Belt Wear Worn pulley grooves. Replace pulley.
Pulleys misaligned. Align the pulleys & brackets
Mismatched belts. Replace with matched belts.
(Multi belts only.)
Belt slippage. Increase tension
Pulley diameter too small. Check P/N and/or replace
pulley.
Belt Separated. Foreign materials in drive belt. Check that pulleys are
protected.
Belt slippage Increase tension.
(over much time.)
Heavy start up loads. Reduce loads before starting.
Belts damaged during installation. Install new belts properly.
Belt Stretch Excessive drive tension. Use proper tension.
Broken cords using multiple belts. Replace belts with matched
set .
Large misalignment. Realign brackets and pulleys.
Belt Squeal Belt slippage. Increase tension.
Insufficient arc of contact. Increase center distance.
Over loaded drive. Check pulley size.
PAGE 10
Oct 5/16 24-30-00 243010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 3 (Sheet 2 of 2)
TROUBLESHOOTING ALTERNATOR BELTS
Trouble Cause Action
Belt Chirp Misaligned drive. Align the pulleys & brackets.
Belt tilted in pulley groove. Correct angle of belt.
Belt riding on side Adjust bracket in or out to seat
of pulley groove. belt.
Belt Bottom Cracks High surrounding temperature. Provide ventilation.
Pulley diameter too small. Redesign drive.
Belt slippage. Increase tension.
Overheated Bearings Continous belt slippage. Increase tension.
Excessive drive tension. Tension drive properly.
Bearings not lubed or damaged. Replace bearing.
PAGE 12
Oct 1/18 24-30-00 243012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(f) Inspect area around the brush holder for soot. If a large amount of soot appears, remove
each brush and check for wear or damaged brushes. If severe wear has occurred, check
slip rings for gouges or scratches.
(g) Inspect for oil leaks at cooling air outlet spout.
(h) Inspect all terminal hardware for tightness and insulators for condition.
(4) Each 500 Hours or each Two (2) Years, whichever comes first
(a) Remove each brush and inspect for wear or damaged brushes. If brush shows more than
50% wear, has chips or damage, or broken brush lead strands, replace brushes (brushes
must be replaced as a set with the brush holder). If brushes are to be reused, return them
in the position and orientation as removed, as a set.
(b) Inspect alternator to engine mounting bolts for condition and security.
(c) Inspect drive belt tension per “Alternator Belt Tension Adjustment” on page 24309.
(d) Inspect drive belt for unusual wear. Replace if required.
(e) Inspect pulley for security. Replace if required.
(f) Inspect insulators for cracks or burns.
(g) Inspect the aluminum housings for condition and for surface corrosion, clean and treat if
required.
(h) If conditions are found that require replacement of parts other than the brush holder
assembly, drive gear, or hardware; overhaul alternator.
(5) Each 2000 Hours, every Twelve (12) Years, or at any Engine Overhaul, whichever comes first
Recommend overhaul or replacement of alternator assembly. This a maximum time in service,
actual overhaul time may vary based on cooling, electrical load, and conditions of use. The
engine manufacturer recommended TBO, if less shall supercede this TBO.
D. Components
The principal alternator components are: brush holder assembly, slip ring end head, rectifiers, stator,
rotor, and drive end head. (The following paragraph numbers are keyed to “Figure 3” on page 243014.)
(1) The brush and holder assembly contains two brushes, two brush springs, a brush holder, and
insulator. One brush is connected to a terminal stud and insulated from ground. The other brush
is connected to ground through brush holder. Brush and holder assembly are easily removed for
inspection or brush replacement.
(2) The slip ring end head provides mounting for rectifiers and rectifier mounting plate, output and
auxiliary terminal studs, and brush and holder assembly. Slip ring end head contains a roller
bearing, outer race assembly, and a grease seal.
(3) The rectifiers used are rated at minimum 150 peak inverse voltage for transient voltage
protection. Three positive rectifiers are mounted in rectifier mounting plate while three negative
rectifiers are mounted in slip ring end head. Each rectifier pair is connected to stator lead with
high temperature solder. Stator leads are anchored to rectifier mounting plate with epoxy cement
for vibration protection.
(4) The stator contains a special lead connected to center of the three phase windings and is used to
activate low voltage warning systems or relays. The stator is treated with a special epoxy varnish
for high temperature resistance.
(5) The rotor contains slip ring end bearing inner race, and spacer on slip ring end of shaft. Rotor
winding and winding leads are specially treated with high temperature epoxy cement to provide
vibration and temperature resistance characteristics. High temperature solder is used to secure
winding leads to slip rings.
(6) The drive end head supports a sealed, pre-lubricated ball bearing in which drive end of rotor
shaft rotates.
E. Removal
See “Figure 4” on page 243015.
(1) Remove cowling per 71-10-00.
(2) Disconnect the negative (i.e., ground) battery cable.
(3) Disconnect the cooling hose.
(4) Tag and disconnect electrical connectors at the rear of the alternator.
(5) Loosen mounting bolts; slide alternator along adjusting arm to relieve pressure on drive belt.
Remove belt.
(6) Support alternator and remove mounting bolts (3 ea.). Note bolt stackup (washers, shims, nuts,
cotter pins, etc.) for reinstallation.
(7) Remove alternator.
F. Installation
(1) Position alternator in place and install mounting bolts, washers, shims, and nuts hand tight.
NOTE: Install shims as shown in “Figure 4” on page 243015 as required to align alternator pulley
with ring gear pulley.
(2) Install drive belt and tension per “Alternator Belt Tension Adjustment” on page 24309.
(3) Secure alternator, torquing the three mounting bolts 17 ± 1.7 FT-LBS.
(4) Install cotter pins on the two lower mounting nuts (2 ea.) and safety wire the upper mounting bolt.
(5) Connect electrical connectors on rear of alternator and torque per “Figure 4” on page 243015, if
applicable.
(6) Connect the negative (i.e., ground) battery cable.
(7) Install cowling per 71-10-00.
PAGE 14
Oct 5/16 24-30-00 243014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
89360 AT
BOLT
ADJUSTING LINK
WASHER
ADJUSTING LINK
BOLT ALTERNATOR ES-10024B-6 ENGINE CRANKCASE
WASHER SAFETY WIRE
SUPPORT BRACKET
SAFETY WIRE
A PULLEY
BELT
NUT
SPLIT LOCK WASHER
(TORQUE TO 35–45 FT–LBS)
BOLT
WASHER
ALTERNATOR SUPPORT STRUT BOLT
SUPPORT BRACKET SAFETY WIRE
SUPPORT STRUT SUPPORT BRACKET
BOLT
WASHER
A SHIM (AS REQ.)
WASHER (2 EA.)
SUPPORT BRACKET NUT VIEW A-A
ALTERNATOR COTTER PIN
WASHER
NUT
COTTER PIN
LOOKING LEFT
BAFFLE ASSEMBLY
COOLING HOSE
CLAMP
ALTERNATOR ES-10024B-6
LOOKING DOWN
107741 NEW
NIPPLE
STUD NUT
TORQUE 25–30 IN-LBS.
NIPPLE
P3A20 (LEFT)
STUD NUT
P15A20 (RIGHT)
TORQUE 6–8 IN-LBS.
AUX #10-32 UNF-2A SCREWS
TORQUE 11–14 IN-LBS.
P4A20 (LEFT)
P16A20 (RIGHT)
F1
NIPPLE
STUD NUT
TORQUE 70–85 IN-LBS.
P4AL (LEFT)
P4AR (RIGHT)
GARMIN G1000 EQUIPPED AIRPLANES S/N’s 4496331, 4496339 THRU 4496394, AND 4496396
PAGE 16
Oct 5/16 24-30-00 243016
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
G. Brushes
These units have a separate brush holder assembly installed after alternator assembly. Brush holder
has a small hole that intersects the brush cavities. Use a pin or wire as shone in “Figure 5”, to hold
brushes in holder during assembly. Remove pin after brush holder retaining screws are tightened.
Check brushes are seated against slip rings.
H. Tests
(PIR_Hartzell OE-A2.)
Jumper Wire
Carbon Pile
Test
Ammeter
Test
Voltmeter
Chart 4
ELECTROSYSTEMS/HET ALTERNATOR SERVICE TEST SPECIFICATIONS
Alternator Model ALX-8421LS ES10024B-6
Voltage 12 volts 24 volts
Rated Output 70 amperes 100 amperes
Ground Polarity Negative Negative
Rotation Bi-Directional Bi-Directional
Rotor:
Current Draw 2.4 to 4.0 amps Up to 3.7 amps
@ 12.0-volts (77°F) @ 24.0-volts (70°F)
Resistance 3.5 to 5.0 ohms (77°F) 6.9 to 7.1 ohms (70°F)
Output Test: 77°F Ambient Temperature
Volts 14.0 24.0 24.0 24.0
Amperes Output 33.0 66.0 83.0 100.0
Alternator RPM 3,000 4,000 min 6,000 min 10,000 min
PAGE 18
Oct 5/16 24-30-00 243018
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
I. Overhaul
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN
SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER
AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION
- SUPPLEMENTARY PUBLICATIONS.)
When required, overhaul the Electrosystems/HET alternator using the appropriate vendor publication
as specified in Introduction, Supplementary Publications, Vendor Publications, Alternator.
6. Plane-Power 28 vdc, 70 amp Alternator
Installed in Garmin G1000 NXi equipped airplanes S/N’s 4496395, 4496397–4496400, 4496403–4496408,
4406412–4496432, and 4496447 and up. See “Figure 7” on page 243020.
AL24-P70-2 alternators were factory installed in S/N’s 4496395, 4496397–4496403 and must be reworked
to the AL24-P70-4 configuration or replaced per Piper Service Bulletin No. 1307 and Kit No. 88616-001. The
following instructions address the AL24-P70-4 alternator installation. For airplanes with the AL24-P70-2
still installed, refer to “Figure 7 (Sheet 1 of 3)” on page 243020.
A. Inspections
(1) 100 Hour / Annual
Each 100 hours time-in-service or annually, whichever comes first, remove drive belts and turn
alternator rotors to inspect condition of bearings for abnormal noise or roughness.
(2) Five (5) year / 1,000 Hour
Each five (5) years or 1,000 hours time-in-service, whichever comes first:
(a) Remove alternator per “Removal”, below.
(b) Remove field brush assemblies per “Figure 8” on page 243024. and inspect brushes for
excess wear. Replace brush assemblies if brushes extend less than 0.250 inches from the
edge of holder case.
(c) Install alternator per “Installation”, below.
B. Removal
The alternator is mounted to a support bracket and an adjusting link. Alternator belt tension is controlled
by rotating the position of the alternator along the slot in the adjusting link.
See “Figure 7 (Sheet 2 of 3)” on page 243021.
(1) Disconnect the negative (i.e., ground) battery cable.
(2) Disconnect the electrical connections from the rear of alternator.
(3) Loosen the two mounting bolts to reduce belt tension.
(4) Slip the alternator belt off of the alternator pulley when tension is released.
(5) Remove the upper mounting bolt, washers, and spacer from the adjusting link.
(6) Supporting the alternator, remove the lower alternator mounting bolt, washers, and nut.
C. Installation
See “Figure 7 (Sheet 2 of 3)” on page 243021.
(1) Ensure the sleave is installed in the alternator lower mounting ear.
(2) Position the alternator lower mounting ear inline with the support bracket and loosely secure with
bolt, washers (9 ea.), and nut.
89360 AW
BELT
SUPPORT STRUT
ALTERNATOR
SUPPORT BRACKET
AL24-P79-2
ADJUSTING LINK
PAGE 20
Jul 1/17 24-30-00 243020
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
44P72A001 A
BELT
A
ALTERNATOR AL24-P70-4
LOOKING FWD
AN5-11A BOLT
NAS1149F0563P WASHER (UNDER HEAD)
ADJUSTING LINK
NAS1149F0563P WASHER
NAS1149F0532P WASHER
NAS43HT5-24 SPACER
AN6-42A BOLT
SUPPORT STRUT
NAS1149F0863P WASHER
(WASHER INSTALLED OVER
PROTUDING END OF SLEEVE)
NAS1149F0663P WASHER (2 EA.)
NAS1149F0632P WASHER
SLEEVE SUPPLIED
WITH ALTERNATOR
NAS1149F0632P WASHER
NAS1149F0663P WASHER (3 EA.)
NAS1149F0632P WASHER
MS21042-6 NUT, SELF LOCKING
SECTION A-A
ALTERNATOR AL24-P70-4 HARDWARE
CABLE ASSY TO
STARTER ATTACH BOLT
CABLE ASSY
TO SHUNT (+)
W2C20
4mm NUT
4mm NUT
TORQUE 20 IN-LBS.
TORQUE 20 IN-LBS.
P59A20
PAGE 22
Jul 1/17 24-30-00 243022
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(3) Rotate alternator to align upper mounting ear with the slot in the adjusting link. Loosely secure
with bolt, washers (3 ea.), and spacer.
NOTE: Add or remove washers as needed to maintain belt alignment. Centerline of the aft ring
gear belt groove and alternator pulley to be in line within ± 0.60 of each other.
(4) Connect the electrical connections to the rear of alternator. Torque per “Figure 7 (Sheet 3 of 3)”
on page 243022.
CAUTION: DURING INSTALLATION, NEVER FORCE BELT OVER PULLEY. REINSTALL
WITH THE BELT ALREADY SEATED IN THE GROOVE.
(5) Reinstall the alernator belt over the ring gear pulley and alternator pulley.
(6) Adjust belt tension per “Alternator Belt Tension Adjustment” on page 24309.
(7) Tighten alternator mounting bolt and adjusting bolt, secure adjusting bolt with safety wire.
(8) Connect negative (i.e., ground) battery cable.
PAGE 24
Jul 1/17 24-30-00 243024
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 26
Jul 1/17 24-30-00 243026
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 5 (Sheet 1 of 2)
TROUBLESHOOTING BATTERY
Trouble Cause Remedy
Discharged battery. Battery worn out. Replace battery.
Low electrical system voltage. Check voltage regulator
voltage.
Standing too long. Remove and recharge
battery if left in unused
airplane three weeks or
more.
Equipment left on accidentally. Remove and recharge.
Impurities in electrolyte. Replace.
Short circuit (ground) in wiring. Check wiring.
Broken cell partitions. Replace.
Battery life is short. Overcharge due to level of Maintain electrolyte.
electrolyte being below top
of plates.
Sulfation due to disuse. Replace.
Impurities in electrolyte. Replace battery.
Low charging rate. Check voltage regulator
voltage.
Cracked cell jars. Hold-down bracket loose. Replace battery and
tighten.
Frozen battery. Replace.
Compound on top of battery Charging rate too high. Reduce charging rate.
melts. Check voltage regulator
voltage.
Electrolyte runs out of vent Too much water added to Drain and keep at proper
plugs. battery and charging rate level and check voltage
too high. regulator voltage.
Excessive corrosion inside Spillage from overfilling. Use care in adding water.
container.
Vent lines leaking or clogged. Repair or clean.
Charging rate too high. Adjust voltage regulator
voltage.
Battery freezes. Discharged battery Replace.
Water added and battery not Always recharge battery for
charged immediately. 1/2 hour following addition
of water in freezing
weather.
Leaking battery jar. Frozen. Replace.
PAGE 28
Jul 1/17 24-30-00 243028
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 5 (Sheet 2 of 2)
TROUBLESHOOTING BATTERY
Trouble Cause Remedy
Battery polarity reversed. Connected backwards on Battery should be slowly
airplane or charger. discharged completely and
then charged correctly and
tested.
Battery consumes excessive Charging rate too high (if in Correct charging rate.
water. all cells).
Cracked jar (one cell only). Replace battery.
F. Testing
The specific gravity check method is listed in “Chart 6”. If the alternator output is known to be correct,
the question of battery capability can be more accurately determined with a load type tester.
G. Charging
If the battery is not up to normal charge, remove it from the airplane and charge, starting with a
charging rate of 4 amps and finishing with 2 amps. A fast charge is not recommended.
Chart 6
HYDROMETER READING AND BATTERY CHARGE PERCENT
Hydrometer Reading Percent of Charge
1280 100
1250 75
1220 50
1190 25
1160 Very little useful capacity
1130 or below Discharged
H. Battery Box
The box is made of thermoplastic with a vent and drain system. The vent allows fresh air to enter
the box and draw off fumes that may accumulate due to the charging process of the battery. The
drain is capped at the bottom of the fuselage and should be opened occasionally to drain any
accumulation of liquid or during cleaning of the box.
Refer to “Figure 9” on page 243031.
(1) Removal
(a) Remove the battery from the box as described under Removal, above.
(b) Remove the two mounting bolts and nuts securing the master contactor relay to the left side
of the box. Note the location of components secured by these same bolts.
(c) Remove the six mounting bolts securing the box and remove the box.
(2) Installation
(a) Position the battery box in place and secure with six bolts previously removed.
(b) Position the master contactor relay on the left side of the box and secure with the two bolts
and nuts previously removed. Insure the proper connection of any components previously
disconnected.
(c) Install the battery per Installation, above.
(3) Corrosion Prevention
Check the battery for spilled electrolyte or corrosion at least every 30 days, but not later than
each 50 hour inspection, whichever comes first. Remove the battery and remove any corrosion
found in the box, on the terminals, on or around the battery by the following procedure:
(a) Remove the box drain cap from the underside of the fuselage and drain off any electrolyte
that may have overflowed into the box.
CAUTION: DO NOT ALLOW BAKING SODA TO ENTER BATTERY.
(b) Clean the battery and the box. Neutralize corrosion effects by applying a solution of
baking soda and water mixed to the consistency of thin cream. Continue application until
bubbling action has ceased.
(c) Rinse the battery and box with clean water and dry.
(d) Place the cap over the battery box drain.
(e) Install battery. (Refer to battery installation.)
PAGE 30
Jul 1/17 24-30-00 243030
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
Battery Box 4496001–4496338,
Figure 9 less 4496331
PAGE 32
Oct 29/19 24-30-00 243032
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107743 NEW
AUXILLIARY POWER
CONTACTOR
START CONTACTORS
CL
MAIN BATTERY
VIEW LOOKING AFT AT F.S. 0.0
(INSIDE NOSE CONE)
F.S.
128.73
F.S.
156.00
J/P356 P615
(F1E20)
RG132
BATTERY
A413A
STROBE POWER SUPPLY
(REF)
FUSELAGE SKIN
EMERGENCY BATTERY
VIEW LOOKING DOWN
(LEFT SIDE OF FUSELAGE)
Effectivity
PAGE 34
Jul 1/17 24-30-00 with Garmin G1000 or
G1000 NXi 243034
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 36
Jul 1/17 24-30-00 243036
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
P4AR
F.S.
35.000
P4BL P4AL
P4BR
F412
K436
P11AL (REF) (LEFT VOLTAGE K2AR
REGULATOR)
J416/P416
J418/P418
J417/P417
K2AL (RIGHT VOLTAGE
REGULATOR) K2AL
P1D P1D
F413
P11AR
NOSE CONE COMPARTMENT FORWARD OF F.S. 35.000, LEFT SIDE, LOOKING OUTBOARD
10. Ammeter
The ammeters are mounted in the instrument panel. Each instrument measures, in amperes, the output of
its respective alternator into the entire electrical system, including the battery charging demand.
NOTE: In aircraft with Garmin G1000 or G1000 NXi installed, alternator amperage is detected by the GEA
71 and displayed in the EIS window of the MFD.
PTT
IND.
RED BLUE
+
PURE D.C.
REGULATED PRECISION B-00392-1
SUPPLY V/M REGULATOR
-
BLACK
PAGE 38
Jul 1/17 24-30-00 243038
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
EXTERNAL POWER
CAUTION: EXTERNAL POWER IS SUPPLIED DIRECTLY TO THE ELECTRICAL BUS. TURN OFF ALL
ELECTRICAL EQUIPMENT BEFORE APPLYING OR REMOVING EXTERNAL POWER.
1. Description
A. Standard, Avidyne Entegra, or Garmin G500 equipped airplanes S/N’s 4496001 and up.
The 12-volt external power socket is located on the bottom left side of the nose section just outboard
of the wheelwell.
B. Garmin G1000 or G1000 NXi equipped airplanes.
The 24-volt external power socket is located on the right side of the aft fuselage.
2. Operation
A. Ground Power
CAUTION: WHEN USING AN AUXILIARY POWER UNIT, ENSURE THE VOLTAGE AND POLARITY
ARE SET TO CORRESPOND WITH THE AIRCRAFT SYSTEM VOLTAGE AND
POLARITY.
(1) Set the ground power unit to the proper voltage and polarity or, if using a single voltage ground
power unit (or battery) ensure it is the proper voltage and polarity.
NOTE: If using a battery, connect the RED lead of jumper cable to the POSITIVE (+) terminal of
external 12 or 24 volt battery, as appropriate, and the BLACK lead goes to the NEGATIVE
(-) terminal.
(2) Turn aircraft Master Switch and all electrical equipment OFF.
(3) Insert the plug of the jumper cable into the socket located per Description, above.
(4) When using external power for operation of any of the airplane’s equipment, the Master Switch
must be ON.
B. Starting
Using external power from a power cart/unit.
WARNING: DO NOT ATTEMPT ANY FLIGHT IF THERE IS NO INDICATION OF ALTERNATOR
OUTPUT.
CAUTION: WHEN USING AN AUXILIARY POWER UNIT, ENSURE THE VOLTAGE AND
POLARITY ARE SET TO CORRESPOND WITH THE AIRCRAFT SYSTEM
VOLTAGE AND POLARITY.
NOTE: Should the hydrometer reading indicate less than 1190, the aircraft battery should be
removed and recharged or replaced.
NOTE: For all normal operations using the external power jumper cables, the master switch
should be OFF, but it is possible to use the ship’s battery in parallel by turning the master
switch ON. This will give longer cranking capabilities, but will not increase the amperage.
PAGE 2
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 2 3
Oct 5/16 24-60-00 24602
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1
ELECTRICAL LOAD ANALYSIS - STANDARD
NORMAL OPERATING MODE
MAX NORMAL START START TAXI TAKE OFF CRUISE LAND
SYSTEM / CIRCUIT NUMBER CURRENT OPERATION 1 2 NIGHT & CLIMB NIGHT NIGHT
OF UNITS AMP / MIN CYCLE 0.5 MIN 0.5 MIN 30 MIN 20 MIN 60 MIN 10 MIN
Starter 175 Intermitant 87.5 87.5
Starter Contactor 1.5 Intermittent 0.75 0.75
Master Contactor 0.72 Continuous 0.36 0.36 21.6 14.4 43.2 7.2
Alternator Field 2 1.5 Continuous 90.0 60.0 180.0 30.0
Alternator Control Unit 2 0.14 Continuous 8.4 5.6 16.8 2.8
Instrument Panel Lighting 0.8 Continuous 0.40 0.40 24.0 16 0 48 0 8n
Switch Lighting 2.9 Continuous 1.45 1.45 87.0 58.0 174.0 29.0
Cockpit Lighting 2.14 Intermittent 1.07 1 07 128 4
Gear Safe Lights 0.24 Continuous 0.14 0.14 7.20 4.80 14.4 2.40
Annunciator Lights 0.56 Continuous 0.28 0.28
Navigation / Position Lights 7.14 Continuous 214.2 142.8 428.0 71.4
Strobe Lights 7.0 Continuous 210.0 140.0 420.0 70.0
Landing Light 14.25 Intermittent 427.5 285.0 142.5
Recognition Lights 2.5 Continuous 75.0 25.0
Engine Cluster 0.8 Continuous 0.40 0.40 24.0 16.0 48.0 8.0
Tachometer 0.7 Continuous 0.35 0.35 10.5 7.0 21.0 3.5
Hour Meter 3 0.15 Continuous 0.07 0.07 4.5 3.0 9.0 1.5
Fuel Pump 2 6.0 Continuous 3.0 3.0 90.0 60.0 180.0 3D.0
Hydraulic Pump 25.0 Intermittent 4 2 42
Stall Horn 0.10 Intermittent
Gear Horn 0.10 Intermittent
Combustion Heater 12.14 Intermittent 364.2 242.8 728.4 121.4
Fresh Air Blower 15.0 Intermittent 450.0 300.0 900.0 150.0
Pitot Heat 12.14 Continuous 364.2 242.8 728.4 121.4’
Aux. Power Contactor 0.64 Intermittent 0.32 0.32
Avionics Contactor 2 0.7 Continuous 21.0 14.0 42.0 7.0
Avionics Lighting 2.3 Continuous 69.0 46.0 138.0 23.0
Avionics Cooling 2.0 Continuous 60.0 40.0 120.0 20.0
Audio Panel - KMA 24 1.9 Continuous 57.0 38.0 114.0 19.0
Marker Beacon - KR 21 0.3 Continuous 9.0 6.0 18.0 3.0
Comm #1 - KY 197A rec 0.6 / xmt 6.0 Continuous 18.0 12.0 36.0 6.0
Comm #2 / NAV - KX 155 rec 0.7 / xmt 8.5 Continuous 21.0 14.0 42.0 7.0
NAV #1 - KNS 80 2.1 Continuous 63.0 42.0 126.0 21.0
ADF - KR 87 1 0 Continuous 30.0 20.0 60.0 10.0
Transponder - KT 76 1.8 Continuous 54.0 36.0 84.0 14.0
Encoder - AR 850 1.4 Continuous 42.0 28.0 84.0 14.0
Autopilot - KFC 150 8.7 Continuous 522.0
Turn Coordinator 0.6 Continuous 18.0 12.0 36.0 6.0
Totals 96.09 96.09 2119.9 1910.4 5513.6 982.3
Chart 2 (Sheet 1 of 2)
ELECTRICAL LOAD ANALYSIS - AVIDYNE ENTEGRA EQUIPPED
NORM. TAXI & T/O & CRUlSE & AMPS * MINUTES
ITEM NO. AMPS/ OP. START RUN-UP CLIMB DESCENT LAND TAXI & T/O & CRUISE &
UNITS UNIT CYCLE TIME TIME TIME TIME TIME REMARKS START RUN-UP CLIMB DESCENT LAND
PAGE 4
Oct 5/16 24-60-00 24604
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 2 (Sheet 2 of 2)
ELECTRICAL LOAD ANALYSIS - AVIDYNE ENTEGRA EQUIPPED
NORM. TAXI & T/O & CRUlSE & AMPS * MINUTES
ITEM NO. AMPS/ OP. START RUN-UP CLIMB DESCENT LAND TAXI & T/O & CRUISE &
UNITS UNIT CYCLE TIME TIME TIME TIME TIME REMARKS START RUN-UP CLIMB DESCENT LAND
Chart 3 (Sheet 1 of 2)
ELECTRICAL LOAD ANALYSIS - GARMIN G1000 EQUIPPED WITH S-TEC AUTOPILOT
NORM. Elapsed Time AMPS * MINUTES
ITEM # UNITS AMPS/ OP. START TAXI TAXI T/O T/O CRUISE CRUISE LAND LAND REMARKS START TAXI TAXI T/O T/O CRUISE CRUISE LAND LAND
UNIT CYCLE COLD HOT 1 2 COLD HOT COLD HOT COLD HOT 1 2 COLD HOT COLD HOT
PAGE 6
Oct 5/16 24-60-00 24606
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 2 (Sheet 2 of 2)
ELECTRICAL LOAD ANALYSIS - GARMIN G1000 EQUIPPED WITH S-TEC AUTOPILOT
NORM. Elapsed Time AMPS * MINUTES
ITEM # UNITS AMPS/ OP. START TAXI TAXI T/O T/O CRUISE CRUISE LAND LAND REMARKS START TAXI TAXI T/O T/O CRUISE CRUISE LAND LAND
UNIT CYCLE COLD HOT 1 2 COLD HOT COLD HOT COLD HOT 1 2 COLD HOT COLD HOT
GDC 74A 1 0.235 CONT 1 15 15 8 7 60 60 10 10 0.235 3.525 3.525 1.88 1.645 14.1 14.1 2.35 2.35
GRS 77 1 0.3 CONT 0 15 15 8 7 60 60 10 10 0 4.5 4.5 2.4 2.1 18 18 3 3
GRS 77 (at Initialization) 1 1 INT 1 0 0 0 0 0 0 0 0 Peak occurs momentarily 1 0 0 0 0 0 0 0 0
at start-up
GMA 1347 1 1.75 CONT 1 15 15 8 7 60 60 10 10 1.75 26.25 26.25 14 12.25 105 105 17.5 17.5
GIA 63W (INTEG AV) 2 1.25 CONT 0 15 15 8 7 60 60 10 10 includes superflag output 0 37.5 37.5 20 17.5 150 150 25 25
draw from WOW relay
GIA 63W (COM) 2 0.3 CONT 1 15 15 8 7 60 60 10 10 0.6 9 9 4.8 4.2 36 36 6 6
GIA 63W (COM) 2 4 INT 0 1 1 1 2 6 6 1 1 10% duty cycle transmit 0 8 8 8 16 48 48 8 8
GEA 1 0.15 CONT 1 15 15 8 7 60 60 10 10 0.15 2.25 2.25 1.2 1.05 9 9 1.5 1.5
GEA 1 0.17 INT 1 5 5 2.5 2.5 20 20 3 3 estimated to be 1/3 of full 0.17 0.85 0.85 0.425 0.425 3.4 3.4 0.51 0.51
potential tranducer load
S-TEC Autopilot 1 0.9 INT 0 15 15 8 7 60 60 7 7 0 13.5 13.5 7.2 6.3 54 54 6.3 6.3
Turn Coordinator 1 0.3 CONT 0 15 15 8 7 60 60 10 10 Used as autopilot sensor only 0 4.5 4.5 2.4 2.1 18 18 3 3
GTS 800 TAS 1 1.5 CONT 0 15 15 8 7 60 60 10 10 1.5 Max op, 1.3 normal op 0 22.5 22.5 12 10.5 90 90 15 15
GTX 33 XPDR 1 0.85 CONT 0 15 15 8 7 60 60 10 10 maximum quiescent 0 12.75 12.75 6.8 5.95 51 51 8.5 8.5
GTX 33 XPDR 1 0.81 INT 0 7 7 8 8 30 30 5 5 maximum full TSO reply rate 0 5.67 5.67 6.48 6.48 24.3 24.3 4.05 4.05
(50% transmit duty cycle)
KR 87 ADF 1 0.625 CONT 0 15 15 8 7 60 60 10 10 0 9.375 9.375 5 4.375 37.5 37.5 6.25 6.25
KN 63 DME 1 0.61 CONT 0 15 15 8 7 60 60 10 10 0 9.15 9.15 4.88 4.27 36.6 36.6 6.1 6.1
GRT 10 XM Remote Transceiver 1 0.044 CONT 0 15 15 8 7 60 60 10 10 0 0.66 0.66 0.352 0.308 2.64 2.64 0.44 0.44
GDL 69A XM Receiver 1 0.35 CONT 0 15 15 8 7 60 60 10 10 0 5.25 5.25 2.8 2.45 21 21 3.5 3.5
TOTAL AMP * MINUTES 85.0 897.2 1380.8 733.2 360.7 2736.4 4764.4 551.1 999.9
UTILIZATION LOAD (AMPS) 85.0 59.8 92.1 91.6 51.5 45.6 79.4 55.1 100.0
Chart 4 (Sheet 1 of 2)
ELECTRICAL LOAD ANALYSIS - GARMIN G1000 EQUIPPED WITH GFC 700 AUTOPILOT
NO. AMPS/ OP. Elapsed Time AMPS * MINUTES
ITEM UNITS UNIT CYCLE START TAXI T/O 1 T/O 2 CRUISE LAND REMARKS START TAXI T/O 1 T/O 2 CRUISE LAND
Starter 2 110 INT 0.25 0 0 0 0 0 15 second crank time 55 0 0 0 0 0
Starter Contactor 2 1.47 INT 0.25 0 0 0 0 0 Same time as starter engaged 0.735 0 0 0 0 0
Primary battery contactor 1 0.6 CONT 1 15 8 7 60 10 0.6 9 4.8 4.2 36 6
Emergency power contactor 1 0.25 CONT 0 0 0 0 0 0 0 0 0 0 0 0
ALT Field 2 1.5 CONT 0 15 8 7 60 10 0 45 24 21 180 30
ALT Regulator 2 0.07 CONT 0 15 8 7 60 10 0 2.1 1.12 0.98 8.4 1.4
Avionics Contactor 1 0.7 INT 1 0 0 0 0 0 Denergized when avionics “ON” 0.7 0 0 0 0 0
Flight Hour Meter (Hobbs) 1 0.05 CONT 1 15 8 7 60 10 0.05 0.75 0.4 0.35 3 0.5
Aux Fuel Pump 2 5 INT 1 0 3 0 0 3 T/O, Landing and Emergency Use 10 0 30 0 0 30
Primer Valve 1 0.4 INT 1 0 0 0 T/O, Landing and Emergency Use 0.4 0 0 0 0 0
Hydraulic Pump 1 26 INT 0 0 0.25 0 0 0.25 Gear extend / retract approx. 6 to 7 sec. 0 0 6.5 0 0 6.5
Hydraulic Relay 1 0.35 INT 0 0 0.25 0 0 0.25 Gear extend / retract approx. 6 to 7 sec. 0 0 0.088 0 0 0.088
Strobe Lights 2 2 CONT 0 0 8 7 60 10 0 0 32 28 240 40
Nav-Position Lights 2 0.25 CONT 0 15 8 7 60 10 0 7.5 4 3.5 30 5
Taxi-Recognition Lights 2 4.2 INT 0 15 0 0 0 5 0 126 0 0 0 42
Landing Lights 2 4.2 INT 0 0 3 0 0 5 0 0 25.2 0 0 42
Instrument Panel (Wash) Lights 1 0.025 CONT 1 15 8 7 60 10 0.025 0.375 0.2 0.175 1.5 0.25
Avionics Lights 1 0.25 CONT 1 15 8 7 60 10 0.25 3.75 2 1.75 15 2.5
Switch Lights 1 2.7 CONT 1 15 8 7 60 10 2.7 40.5 21.6 18.9 162 27
Cabin Light 1 2 INT 1 5 0 0 0 0 2 10 0 0 0 0
Cockpit Flood (Map) Light 1 1 INT 0 15 0 0 10 0 0 15 0 0 10 0
Pitot Heat 1 6 CONT 0 15 8 7 60 10 0 90 48 42 360 60
Combustion Heater 1 11 CONT 0 0 0 7 0 5 0 0 0 77 0 55
Fresh Air Blower 1 7 INT 0 15 4 4 0 5 Assume 50% duty cycle 0 105 28 28 0 35
A/C System 1 33 CONT 0 15 8 0 60 10 use case below 5000 AGL or 8000 MSL 0 495 264 0 1980 330
A/C System 1 12 INT 0 15 8 0 60 10 use case below 5000 AGL or 8000 MSL 0 180 96 0 720 120
Avionics Cooling Fan 3 0.4 INT 1 8 8 0 30 5 50% duty cycle worst case 1.2 9.6 9.6 0 36 6
STBY Instrument (ASPEN) 1 1.5 CONT 1 15 8 7 60 10 Low power cycle observed 1.5 22.5 12 10.5 90 15
STBY Instrument (ASPEN) 1 0.9 INT 1 5 2.5 2.5 20 3 Hi power cycle (33% duty additional current observed) 0.9 4.5 2.25 2.25 18 2.7
GDU 1040 2 1.3 CONT 1 15 8 7 60 10 2.6 39 20.8 18.2 156 26
GDU 1040 2 1.2 INT 1 0 0 2.5 0 0 worst case temp with heaters ON (additional amps) 2.4 0 0 6 0 0
GDC 74A 1 0.235 CONT 1 15 8 7 60 10 0.235 3.525 1.88 1.645 14.1 2.35
GRS 77 1 0.3 CONT 0 15 8 7 60 10 0 4.5 2.4 2.1 18 3
GRS 77 (at Initialization) 1 1 INT 1 0 0 0 0 0 Peak occurs momentarily at start-up 1 0 0 0 0 0
GMA 1347 1 1.75 CONT 1 15 8 7 60 10 1.75 26.25 14 12.25 105 17.5
GIA 63W (INTEG AV) 2 1.25 CONT 0 15 8 7 60 10 includes superflag output draw from WOW relay 0 37.5 20 17.5 150 25
GIA 63W (COM) 2 0.3 CONT 1 15 8 7 60 10 0.6 9 4.8 4.2 36 6
GIA 63W (COM) 2 4 INT 0 1 1 2 6 1 10% duty cycle transmit 0 8 8 16 48 8
GEA 1 0.15 CONT 1 15 8 7 60 10 0.15 2.25 1.2 1.05 9 1.5
GEA 1 0.17 INT 1 5 2.5 2.5 20 3 Estimated to be 1/3 of full potential tranducer load 0.17 0.85 0.425 0.425 3.4 0.51
GFC 700 Servos 3 1.2 INT 0 2 7 7 60 8 Estimated 2 min autopilot test then 10% duty cycle 0 7.2 2.52 2.52 21.6 2.88
PAGE 8
Jul 1/17 24-60-00 24608
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 4 (Sheet 2 of 2)
ELECTRICAL LOAD ANALYSIS - GARMIN G1000 EQUIPPED WITH GFC 700 AUTOPILOT
NO. AMPS/ OP. Elapsed Time AMPS * MINUTES
ITEM UNITS UNIT CYCLE START TAXI T/O 1 T/O 2 CRUISE LAND REMARKS START TAXI T/O 1 T/O 2 CRUISE LAND
GTS 800 TAS 1 1.5 CONT 0 15 8 7 60 10 1.5 Max op, 1.3 normal op 0 22.5 12 10.5 90 15
GTX 33 XPDR 1 0.85 CONT 0 15 8 7 60 10 maximum quiescent 0 12.75 6.8 5.95 51 8.5
GTX 33 XPDR 1 0.81 INT 0 7 8 8 30 5 maximum full TSO reply rate (50% transmit duty cycle) 0 5.67 6.48 6.48 24.3 4.05
KR 87 ADF 1 0.625 CONT 0 15 8 7 60 10 0 9.375 5 4.375 37.5 6.25
KN 63 DME 1 0.61 CONT 0 15 8 7 60 10 0 9.15 4.88 4.27 36.6 6.1
GRT 10 XM Remote Transceiver 1 0.044 CONT 0 15 8 7 60 10 0 0.66 0.352 0.308 2.64 0.44
GDL 69A XM Receiver 1 0.35 CONT 0 15 8 7 60 10 0 5.25 2.8 2.45 21 3.5
TOTAL AMP * MINUTES 85.0 1370.0 726.1 354.8 4714.0 993.5
UTILIZATION LOAD (AMPS) 85.0 91.3 90.8 50.7 78.6 99.4
Chart 5 (Sheet 1 of 2)
ELECTRICAL LOAD ANALYSIS - GARMIN G1000 NXi EQUIPPED WITH GFC 700 AUTOPILOT
NO. AMPS/ OP. Elapsed Time AMPS * MINUTES
ITEM UNITS UNIT CYCLE START TAXI T/O 1 T/O 2 CRUISE LAND REMARKS START TAXI T/O 1 T/O 2 CRUISE LAND
Starter 2 110 INT 0.25 0 0 0 0 0 15 second crank time 55 0 0 0 0 0
Starter Contactor 2 1.47 INT 0.25 0 0 0 0 0 Same time as starter engaged 0.735 0 0 0 0 0
Primary battery contactor 1 0.6 CONT 1 15 8 7 60 10 0.6 9 4.8 4.2 36 6
Emergency power contactor 1 0.25 CONT 0 0 0 0 0 0 0 0 0 0 0 0
ALT Field 2 1.5 CONT 0 15 8 7 60 10 0 45 24 21 180 30
ALT Regulator 2 0.07 CONT 0 15 8 7 60 10 0 2.1 1.12 0.98 8.4 1.4
Avionics Contactor 1 0.7 INT 1 0 0 0 0 0 Denergized when avionics “ON” 0.7 0 0 0 0 0
Flight Hour Meter (Hobbs) 1 0.05 CONT 1 15 8 7 60 10 0.05 0.75 0.4 0.35 3 0.5
Aux Fuel Pump 2 5 INT 1 0 3 0 0 3 T/O, Landing and Emergency Use 10 0 30 0 0 30
Primer Valve 1 0.4 INT 1 0 0 0 T/O, Landing and Emergency Use 0.4 0 0 0 0 0
Hydraulic Pump 1 26 INT 0 0 0.25 0 0 0.25 Gear extend / retract approx. 6 to 7 sec. 0 0 6.5 0 0 6.5
Hydraulic Relay 1 0.35 INT 0 0 0.25 0 0 0.25 Gear extend / retract approx. 6 to 7 sec. 0 0 0.088 0 0 0.088
Tail Strobe Light 1 0.11 CONT 0 0 8 7 60 10 0 0 0.88 0.77 6.6 1.1
Strobe Lights 2 0.5 CONT 0 15 8 7 60 10 0 15 8 7 60 10
Position Lights 2 0.17 CONT 0 15 0 0 0 5 0 5.1 0 0 0 1.7
Landing Lights 2 0.6 INT 0 0 3 0 0 5 0 0 3.6 0 0 6
Instrument Panel (Wash) Lights 1 0.025 CONT 1 15 8 7 60 10 0.025 0.375 0.2 0.175 1.5 0.25
Avionics Lights 1 0.25 CONT 1 15 8 7 60 10 0.25 3.75 2 1.75 15 2.5
Switch Lights 1 2.7 CONT 1 15 8 7 60 10 2.7 40.5 21.6 18.9 162 27
Cabin Light 1 2 INT 1 5 0 0 0 0 2 10 0 0 0 0
Cockpit Flood (Map) Light 1 1 INT 0 15 0 0 10 0 0 15 0 0 10 0
Pitot Heat 1 6 CONT 0 15 8 7 60 10 0 90 48 42 360 60
Combustion Heater 1 11 CONT 0 15 0 7 60 5 0 0 0 77 0 55
Fresh Air Blower 1 7 INT 0 15 4 4 0 5 Assume 50% duty cycle 0 105 28 28 0 35
A/C System 1 33 CONT 0 15 8 0 60 10 use case below 5000 AGL or 8000 MSL 0 495 264 0 1980 330
A/C System 1 12 INT 0 15 8 0 60 10 use case below 5000 AGL or 8000 MSL 0 180 96 0 720 120
Avionics Cooling Fan 3 0.4 INT 1 8 8 0 30 5 50% duty cycle worst case 1.2 9.6 9.6 0 36 6
STBY Instrument (ASPEN) 1 1.5 CONT 1 15 8 7 60 10 Low power cycle observed 1.5 22.5 12 10.5 90 15
STBY Instrument (ASPEN) 1 0.9 INT 1 5 2.5 2.5 20 3 Hi power cycle (33% duty additional current observed) 0.9 4.5 2.25 2.25 18 2.7
GDU 1050 2 0.9 CONT 1 15 8 7 60 10 1.8 27 14.4 12.6 108 1.8
GDU 1050 2 1.0 INT 1 15 0 2.5 2 3 worst case temp with heaters ON (additional amps) 2.0 30 0 5 0 0
GDC 72 1 0.235 CONT 1 15 8 7 60 10 0.235 3.525 1.88 1.645 14.1 2.35
GRS 79 1 0.3 CONT 0 15 8 7 60 10 0 4.5 2.4 2.1 18 3
GMA 1347 1 1.75 CONT 1 15 8 7 60 10 1.75 26.25 14 12.25 105 17.5
GIA 63W (INTEG AV) 2 1.25 CONT 0 15 8 7 60 10 includes superflag output draw from WOW relay 0 37.5 20 17.5 150 25
GIA 63W (COM) 2 0.3 CONT 1 15 8 7 60 10 0.6 9 4.8 4.2 36 6
GIA 63W (COM) 2 4 INT 0 1 1 2 6 1 10% duty cycle transmit 0 8 8 16 48 8
GEA 1 0.15 CONT 1 15 8 7 60 10 0.15 2.25 1.2 1.05 9 1.5
GEA 1 0.17 INT 1 5 2.5 2.5 20 3 Estimated to be 1/3 of full potential tranducer load 0.17 0.85 0.425 0.425 3.4 0.51
GFC 700 Servos 3 1.2 INT 0 2 7 7 60 8 Estimated 2 min autopilot test then 10% duty cycle 0 7.2 2.52 2.52 21.6 2.88
GTS 800 TAS 1 1.5 CONT 0 15 8 7 60 10 1.5 Max op, 1.3 normal op 0 22.5 12 10.5 90 15
PAGE 10
Jul 1/17 24-60-00 246010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 5 (Sheet 2 of 2)
ELECTRICAL LOAD ANALYSIS - GARMIN G1000 NXi EQUIPPED WITH GFC 700 AUTOPILOT
NO. AMPS/ OP. Elapsed Time AMPS * MINUTES
ITEM UNITS UNIT CYCLE START TAXI T/O 1 T/O 2 CRUISE LAND REMARKS START TAXI T/O 1 T/O 2 CRUISE LAND
GTX 345R XPDR 1 0.36 CONT 0 15 8 7 60 10 maximum quiescent 0 5.4 2.8 2.52 2.6 3.6
GTX 345R XPDR 1 0.29 INT 0 7 8 8 30 5 maximum full TSO reply rate (50% transmit duty cycle) 0 2.03 2.32 2.32 8.7 1.45
KR 87 ADF 1 0.625 CONT 0 15 8 7 60 10 0 9.375 5 4.375 37.5 6.25
KN 63 DME 1 0.61 CONT 0 15 8 7 60 10 0 9.15 4.88 4.27 36.6 6.1
GRT 10 XM Remote Transceiver 1 0.044 CONT 0 15 8 7 60 10 0 0.66 0.352 0.308 2.64 0.44
GDL 69eA XM Receiver 1 0.36 CONT 0 15 8 7 60 10 0 5.4 2.88 2.52 21.6 3.6
GDL 59 1 0.572 CONT 0 15 8 7 60 10 0 8.58 4.58 4.0 34.32 5.72
FS 510 Bluetooth 1 0 CONT 0 15 8 7 60 10 0 0 0 0 0 0
ELT 1000 1 0.17 CONT 0 15 8 7 60 10 0 2.55 1.36 1.19 10.2 1.7
APPAREO v 1000 1 0.15 CONT 0 15 8 7 60 10 0 2.25 1.2 1.05 9 1.5
FLIGHT Com 1 0.16 CONT 0 15 8 7 60 10 0 2.4 1.28 1.12 9.6 1.6
Maintenance Hour Meter 1 0.05 CONT 0 15 8 7 60 10 0 0.75 0.4 0.35 3 0.5
TOTAL AMP * MINUTES 82.7 1249 671.1 324.1 4479.3 878.1
UTILIZATION LOAD (AMPS) 82.7 83.3 83.9 46.3 74.7 87.8
PAGE 123
Oct 5/16 24-60-00 246012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
25
EQUIPMENT /
FURNISHINGS
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
25-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 25
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE 2
Oct 5/16 25 - LIST OF EFFECTIVE PAGES 25-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TABLE OF CONTENTS
EMERGENCY 25-60-00 1
Artex ELT 110-4 Emergency Locator Transmitter (ELT) 1
Description 1
Inspections 2
100 Hour 2
Annual 2
Removal 3
Installation 3
Battery Replacement 3
Removal 3
Installation 3
Testing 4
Installed Transmitter Test (Self-Test) (Every 90 Days) 4
Antenna Test (Each 100 Hours) 4
G-switch Check (Annually) 5
Electrical Schematic 5
Artex ME406 ELT 6
Description and Operation 6
Troubleshooting 6
Inspections 9
100 Hour 9
Annual 9
Removal 10
Installation 10
Battery Replacement 10
PAGE 2
Oct 1/18 25 - CONTENTS 25-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
FLIGHT COMPARTMENT
1. Description
The Seminole has the capacity to seat up to 4 (passengers and crew) in a forward facing seat arrangement.
Information on seat installations and other options are included in this chapter.
Two fully adjustable forward facing seats are installed for the pilot and co-pilot. They adjust vertically,
recline, and adjust fore and aft with a storage pocket on the back of each seat. Two forward facing reclining
seats are installed for the passengers. A worktable attaches to either the pilot or co-pilots seat back. It is
stored along the left side in the baggage area and secured with a strap.
2. Pilot’s Seat Lock and Release Rigging
Refer to “Figure 1”.
A. Loosen screws and loosen clamps to allow push-pull cable to move within the clamps.
B. Place a straightedge along lower surface of seat back release bushing.
C. Adjust push-pull cable by raising or lowering until lower surface of the stop assembly is parallel to
straightedge.
D. Secure push-pull cable in position by tightening screws on clamps. The stop must be lubricated and
free to swivel without excessive play.
E. Push on seat back to check stop assembly engagement. Rotate seat back release handle and
check for seat back disengagement.
3. Lumbar Support
Refer to “Figure 2”.
A. Description
In the optional interior, the pilot and co-pilot seats incorporate a lumbar support feature. The installation
consists of an inflatable bladder attached to the seat back filler and an inflation bulb located under and
on the inboard side of each pilot and co-pilot seat.
B. Removal
(1) Remove seat from airplane.
(2) Loosen velcro securing seat back filler cover.
(3) Remove only enough of seat back filer cover to expose lumbar bladder.
NOTE: Inflation tube may be removed before or after bladder is removed from seat back filler.
Tube is not glued to nipple attachment; it can be removed by carefully pulling on tube.
(4) Remove inflation tube from bladder.
CAUTION: DO NOT USE A CHEMICAL SOLVENT TO REMOVE BLADDER. SOLVENT MAY
DAMAGE SEAT BACK FILLER
PAGE 2
Oct 5/16 25-10-00 25102
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
BLADDER INFLATION
AIR INLET AND VENT BLADDER
PAD
BLADDER
AND PAD
BLADDER
AIR
TUBE
BLADDER
INFLATION AND DEFLATION
CONTROLS
5. Restraint System
An integrated shoulder harness / lap belt restraint system (See “Figure 3”) is installed for each seat. They
each include a lap belt, shoulder harness, inertia reel, buckle, clasp assembly, end fittings, and attachments.
The restraint system upper attachments and inertia reels are located behind interior panels
A. Inspection
(1) In S/N’s 4496001 thru 4496035 only:
(a) Shoulder Harness
1) Inspect ends and attachment points for condition and security.
2) Inspect harness web material for condition and wear over its entire length. Particularly
look for wear and fraying where harness web passes in and out of inertial reel. If
excessively worn, replace.
3) Check inertia reel mechanism by pulling sharply on strap. Verify reel will lock in place
under sudden stress.
(b) Lap Belt
1) Inspect ends and attachment points for condition and security.
2) Inspect harness web material for condition and wear over its entire length. Particularly
look for wear and fraying where harness web passes in and out of adjustable buckle
end. If excessively worn, replace.
3) Inspect shoulder harness keeper nylon bushing. If excessively worn or missing,
replacement of that half of the lap belt is required.
(c) In S/N 4496001 only:
1) If Piper Service Bulletin No. 990 has been complied with, no further action is required.
If not, then inspect seat belts at each position.
2) Replace all belts manufactured by Pacific Scientific: if the seat belt has a date stamp
of 6/94 thru 8/95; and the seat belt buckle end has an old Piper logo (large stylized
“P”) or no logo; and the seat belt fitting end I.D. tag has a date stamp of 6/94 thru 8/95.
3) Replacement belts, fitting end, and buckle end should be ordered under the same
part number(s) found on the suspect seat belts as no new part numbers were issued.
Order the appropriate quantity of: Seat Belt, Fitting End - P/N 564-887; Buckle End
(short) - P/N 564-868; Buckle End (medium) - P/N 564-889; and/or, Buckle End (long) -
P/N 564-862.
4) Check the new seat belts for operation and security after installation.
5) Make an appropriate logbook entry of compliance with Service Bulletin No. 990
6) Pending replacement of the suspect seat belts, the aircraft may be flown provided the
Pilot-In-Command inspects each seat belt being used for secure positive latching
and that the seat belts are free of any anomalies prior to each flight and during each
use.
(2) In S/N’s 4496036 & up:
Integrated Shoulder Harness / Lap Belt (Schroth)
(a) Inspect ends and attachment points for condition and security.
(b) Inspect harness web material for condition and wear over its entire length. Particularly
look for wear and fraying where harness web passes in and out of inertial reel and in and
out of the adjusting buckle. If excessively worn, replace.
(c) Check inertia reel mechanism by pulling sharply on strap. Verify reel will lock in place
under sudden stress.
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Oct 5/16 25-10-00 25104
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
104211 K 1
VIEW 1
INERTIA REEL
INERTIA REEL
(PLATE SHOWING,
DRUM ON FAR SIDE)
VIEW 1
SHOULDER
HARNESS
BELT
ID LABEL STIFFENING
(FAR SIDE) BUCKLE SLEEVE
LATCH
END FITTING (CLASP) END FITTING
LAP BELT
LENGTH ADJUSTER
(BUCKLE WITH SLIP RING)
Restraint System
Figure 3 (Sheet 1 of 3)
B. Removal
The crew restraint system upper attachments and inertia reels are located behind inertia reel cover.
To service or remove the reels or upper attachments, you must remove the inertia reel covers.
Remove the lower end fittings first.
(1) Lower End Fitting Attachments
See “Figure 3”.
The lower end fittings of the crew restraint assemblies are attached to links or clevises, which are
attached to the floor structure. Remove the lower end fittings from the link and clevis assemblies
at either side of the seat as follows:
(a) Unlatch the seat belt buckle.
(b) Remove the bolt assemblies that attach the inside (aisle) end fittings that secure the belt to
the link assemblies.
(c) Remove the bolt assemblies that attach the outboard side end fittings that secure the belt
to the link assemblies.
Restraint System
Figure 3 (Sheet 2 of 3)
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Oct 5/16 25-10-00 25106
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Restraint System
Figure 3 (Sheet 3 of 3)
PAGE 8
Oct 5/16 25-10-00 25108
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
6. Electric Clock
The standard electric clock receives its power from the aircraft battery. The clock is mounted in the upper
left corner of the instrument panel. For electrical schematic, refer to Chapter 91.
See “Figure 5”.
A. Removal
(1) Remove power from electric clock circuit.
(2) Remove two screws from face of clock that secure clock in panel.
(3) Withdraw clock from panel and remove wires from back of clock.
B. Installation
(1) Attach wires to back of clock.
(2) Position clock in panel and secure with two screws previously removed.
(3) Re-apply power to circuit.
PAGE 10
Oct 5/16 25-10-00 251010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 12
Oct 5/16 25-10-00 251012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
EMERGENCY
MOLEX
C O N N E C TO R
3 6 9 12
SIDE VIEW 2 5 8 11
1 4 7 10
MO U N T I N G BAT T E RY C OVER
HOLES S C REW S
ON
O FF
F RO N T
VIEW
B OT TO M V I E W END
CAP
Artex ELT 110-4
Figure 1
Effectivity
25601
with Artex ELT 110
25-60-00 PAGE 1 2
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
B. Inspections
(1) 100 Hour
Inspect per the 100 hour inspection (including the Antenna Test) under Artex ME406 ELT, below.
(2) Annual
Every twelve (12) months, inspect the ELT installation as follows:
NOTE: The following inspection satisfies the requirements of FAR 91.207.
(a) Remove four (4) screws and washers and open the nose cone assembly to access the
battery.
(b) Disconnect the ground (negative) cable from battery.
(c) At right side of empennage, remove four (4) screws and remove ELT access panel.
(d) Remove ELT Connections
CAUTION: DO NOT USE CONTACT CLEANER ON ELT COMPONENTS. SUCH
CHEMICAL AGENTS CAN BE HIGHLY DESTRUCTIVE TO THE MOUNTING
HARDWARE AND ELT HOUSING.
1) Loosen the thumbscrews and remove the Molex and coax connectors.
2) Visually inspect and confirm proper seating of all connector pins. Special attention
should be given to coaxial center conductor pins which are prone to retracting into the
connector housing.
(e) Remove ELT from its mounting tray per Removal, below.
Inspect the mounting hardware. Ensure the hardware is free of cracks or other obvious
damage.
(f) Battery Inspection
1) Remove the four (4) securing screws from the bottom of the ELT.
2) Position the ELT product label (arrow) side down, and carefully lift the battery pack
away from the ELT and lay it alongside the ELT.
3) Carefully disconnect the harness from the connnector in the black plastic housing. Use
a flat-bladed screwdriver to pry the connector out of its mating plug.
4) Inspect the battery pack and ELT chassis. The battery cells, components and connectors
should be free of corrosion.
5) Inspect for broken wires, connections, or damage.
6) Ensure the battery housing is free of cracks or other visible damage.
7) Verify the battery expiration date. If the battery pack has not expired it may be reinstalled.
The battery pack must be replaced with a new one:
a) After use in an emergency;
b) After an inadvertent activation of unknown duration;
c) When the total of all known transmissions exceeds one (1) hour; or
d) On or before the battery replacement (expiration) date.
(g) Perform G-switch Check under Testing, below.
(h) Reinstall ELT into airplane per Installation, below.
(i) Perform Antenna Test per the procedure under Artex ME406 ELT, below.
(j) Reset ELT by turning ELT switch to “ON” then to ‘OFF/ARM” position.
(k) Make an appropriate logbook entry documenting completion of this inspection and whether
or not the ELT passed or failed.
Effectivity
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Oct 5/16 25-60-00 with Artex ELT 110
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Removal
(1) Remove four (4) screws and washers and open the nose cone assembly to access the battery.
(2) Disconnect the ground (negative) cable from battery.
(3) At right side of empenage, remove four (4) screws and remove ELT access panel.
(4) Remove ELT from the airplane by:
(a) Loosening the two screws on the front of the mounting tray and pull mounting tray cap off.
(b) Disconnecting coax (antenna) cable.
(c) Disconnecting the Molex cable from the ELT unit.
(d) Remove unit from airplane.
D. Installation
(1) Install unit into mounting tray:
(a) Connect Molex and coax cables to ELT unit.
(b) Install mounting tray cap and secure to front of mounting tray with the two screws.
(2) Replace ELT access panel and secure with four (4) screws.
(3) Reconnect the ground (negative) cable to the airplane battery.
(4) Close the nose cone assembly and secure with four (4) screws and washers.
(5) Test transmitter.
E. Battery Replacement
See “Figure 1”.
(1) Removal
(a) If required, remove the ELT from the airplane per Removal, above.
(b) Remove the four screws on the bottom of the ELT securing the battery pack.
(c) Disconnect battery pack connector from main unit. Use a flat-bladed screwdriver to pry the
connector out of its mating plug.
(d) Remove battery pack from unit.
(2) Installation
(a) Securely plug in new battery pack connector to main unit.
(b) Immediately reset unit by positioning unit switch to ON, then to OFF.
(c) Fit new battery pack into place. Ensure all gaskets are properly aligned.
(d) Replace the four screws. Dress wires away from standoffs to avoid pinching wires between
standoffs and the battery pack.
(e) Install ELT into airplane per Installation, above.
Effectivity
25603
with Artex ELT 110
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
F. Testing
CAUTION: ALL ELT “ON” TESTS SHOULD BE PERFORMED WITHIN THE FIRST FIVE (5)
MINUTES AFTER THE HOUR UTC OR AS REQUIRED BY LOCAL OR NATIONAL
AUTHORITIES. NOTIFY ANY NEARBY CONTROL TOWER OF YOUR INTENTIONS.
CAUTION: DO NOT ALLOW TEST DURATION TO EXCEED FIVE (5) SECONDS.
CAUTION: CONSULT FAA ADVISORY CIRCULAR AC 91-44A, LATEST REVISION, FOR DETAILED
INFORMATION CONCERNING UNSHIELDED TESTING.
Always perform the tests within the first five (5) minutes of the hour. Notify any nearby control tower
of your intentions. If outside of the US, always follow all local or national regulations for testing ELTs.
Do not allow test duration to exceed five (5) seconds. Any time the ELT is activated it is transmitting
a 121.5 MHz distress signal.
The transmitter operates on the emergency frequencies of 121.5 and 243.0 MHz; both of these
frequencies are monitored by the various FAA installations. Before performing any operational test of
the ELT, the following precautions should be observed:
• Test should be no longer than three audio sweeps.
• Test should be conducted only within the time period made up of the first five minutes after any
hour.
• If the operational tests must be made at a time not included within the first five minutes after the
hour, the test should be coordinated with the closest FAA Tower or Flight Service Station.
(1) Installed Transmitter Test (Self-Test) (Every 90 Days)
(a) Turn both the airplane master switch and the radio master switch ON.
(b) Tune airplane communications receiver to 121.5 mHz and select SPKR on the audio panel.
(c) Turn the ELT aircraft panel switch to “ON”, wait for three (3) sweeps on the receiver, which
takes about one (1) second, and then turn the switch back to the “ARM” position.
(d) To pass the test, you must hear the three (3) sweeps and see the front panel light immediately
begin to flash continuously until the unit is switched to “ARM”.
1) During the “ON” to “ARM” transition, the microprocessor in the ELT checks the
“G-Switch” (automatic activation switch) latching circuit, pins 5 and 8 on the tray
connector.
2) If there is a problem, the processor will not immediately turn on the cockpit light during
those first few sweeps. For example, if the jumper between pins 5 and 8 was not installed
or was open, the cockpit light would flash momentarily upon ELT activation and the stay
off for approximately three (3) seconds before beginning to flash continuously.
3) Repairs should be done only by a licensed aviation radio repair shop.
(2) Antenna Test (Each 100 Hours)
Use the procedure under Artex ME406 ELT, below.
Effectivity
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Oct 5/16 25-60-00 with Artex ELT 110
25604
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
25605
with Artex ELT 110
25-60-00 PAGE 5 2
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 6 1
Oct 1/17
Jul 5/16 25-60-00 with Artex ME406 ELT
25606
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1 (Sheet 1 of 2)
TROUBLESHOOTING ME406 ELT
Trouble Cause Remedy
3 Flash Error Bad load detect. Check that the RF cable is
after performing Self Test. Detects open or short condition connected and in good
on the antenna output or cable. condition.
Perform continuity check of
center conductor and
shield. Check for a shorted
cable.
Check for intermittent
connection in the RF cable.
If this error code persists
there may be a problem
with the antenna
installation. Check this with
a VSWR meter. Check the
antenna for opens, shorts,
resistive ground plane
connection.
4 Flash Error Low power detected. Verify battery voltage.
after performing Self Test. Occurs if output power is below Replace battery if low
about 33 dBm (2 watts) for the voltage (~5.6 VDC) or if
406 signal or 17 dBm (50 mW) 7 Flash error is also
for the 121.5 MHz output. present.
Also may indicate that 406 Verify 406 MHz frequency.
signal is off frequency. If bad, return for repair /
replacement.
5 Flash Error Indicates that the ELT Read ELT 406 MHz signal
after performing Self Test. has not been programmed. to verify programming.
6 Flash Error Indicates that G-switch loop Check that the harness
after performing Self Test. between pins 5 and 12 at the D-sub jumper is installed
D- sub connector is not installed. iby verifying less thant one
ELT will not activate during (1) ohm of resistance
a crash. between pins 5 and 12.
If missing, install jumper
wire.
7 Flash Error Indicates that the ELT battery Replace battery.
after performing Self Test. has too much accumulated
operation time (more than
one hour) per regulation.
May also indicate damage to If error does not clear after
the battery circuit. battery replacement, check
continuity of battery circuit
and correct function of
circuit components.
Effectivity
25607
with Artex ME406 ELT
25-60-00 PAGE 7 2
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 2 of 2)
TROUBLESHOOTING ME406 ELT
Trouble Cause Remedy
Remote Switch LED Wiring error or frayed wires Verify wiring.
always ON (steady). shorting out pins on back of
Remote Switch. Verify integrity of all crimp
or solder connections on
harness.
Effectivity
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Oct 5/16 25-60-00 with Artex ME406 ELT
25608
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Inspections
(1) 100 Hour
Each 100 hours time-in-service, inspect the ELT installation as follows:
(a) Inspect the ELT unit and mount for proper installation and secure mounting.
(b) Inspect wiring and conduits for proper routing, secure mounting, and obvious defects.
(c) Inspect bonding and shielding for proper installation and condition.
(d) Inspect antenna for condition, secure mounting, and proper operation (per Antenna Test
under Testing, below).
(2) Annual
Every twelve (12) months, inspect the ELT installation as follows:
NOTE: The following inspection satisfies the requirements of FAR 91.207.
(a) Remove four (4) screws and washers and open the nose cone assembly to access the
battery.
(b) Disconnect the ground (negative) cable from battery.
(c) At right side of empennage, remove four (4) screws and remove ELT access panel.
(d) Remove ELT Connections
1) Loosen the thumbscrews and remove the D-sub and RF connectors.
2) Visually inspect and confirm proper seating of all connector pins. Special attention
should be given to coaxial center conductor pins which are prone to retracting into the
connector housing.
(e) Remove ELT from its mounting tray per Removal, below.
Inspect the mounting hardware. Ensure the hardware is free of cracks or other obvious
damage.
(f) Battery Inspection
NOTE: The battery pack contains static sensitive parts, take ESD precautions before
handling.
1) Remove the eight (8) securing screws from the battery-side cover.
NOTE: Battery pack is identified by the embossed text:
“BATTERY ACCESS ON THIS SIDE”.
CAUTION: DO NOT PULL ON THE FLEXIBLE PORTION OF THE CABLE - USE
THE RIGID SECTION OF THE FLEX CIRCUIT AT THE CONNECTOR
AS A HANDLE.
2) Carefully lift the battery cover (battery pack) away from the ELT and unplug the flex-
cable connected to the pack.
3) Inspect the battery pack and ELT chassis. The battery cells, components and connectors
should be free of corrosion.
4) Inspect flex-circuit for broken connections or damage.
5) Ensure the battery housing is free of cracks or other visible damage.
6) Verify the battery expiration date. If the battery pack has not expired it may be reinstalled.
The battery pack must be replaced with a new one:
a) After use in an emergency;
b) When the transmitter has been in use for more than one (1) cumulative hour
(i.e. - 7 flash error);
Effectivity
25609
with Artex ME406 ELT
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Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CAUTION: DO NOT PULL ON THE FLEXIBLE PORTION OF THE CABLE - USE THE
RIGID SECTION OF THE FLEX CIRCUIT AT THE CONNECTOR AS A
HANDLE.
(b) Carefully lift the battery cover (battery pack) away from the ELT and unplug the flex-cable
connected to the pack.
(c) Discard/recycle the old battery pack.
Effectivity
PAGE 101
Oct 5/16 25-60-00 with Artex ME406 ELT
256010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
256011
with Artex ME406 ELT
25-60-00 PAGE
PAGE112
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(3) Lay the new battery pack on the work surface with the batteries facing up.
(4) Install a replacement seal in the slot along the perimeter of the housing.
(5) Leaving the battery as it is, position the ELT over the battery pack with one hand and plug the
flex-cable connector into the battery assembly using the other. The cable should not be twisted
and the connector should ‘click’ into place.
NOTE: The battery connector is keyed to prevent incorrect installation.
(6) Mate the ELT to the battery, making sure that the seal is positioned correctly during the process.
(7) Replace the eight (8) securing screws and torque to 10 - 12 inch-lbs.
(8) Install ELT per Installation, above.
(9) Perform Installed Transmitter Test (Self Test) per Testing, below.
(10) Enter pertinent battery replacement information in the aircraft log book and fill out any other
documentation required by local authority.
G. Testing
CAUTION: ALL ELT “ON” TESTS SHOULD BE PERFORMED WITHIN THE FIRST FIVE (5)
MINUTES AFTER THE HOUR UTC OR AS REQUIRED BY LOCAL OR NATIONAL
AUTHORITIES. NOTIFY ANY NEARBY CONTROL TOWER OF YOUR INTENTIONS.
CAUTION: DO NOT ALLOW TEST DURATION TO EXCEED FIVE (5) SECONDS.
CAUTION: CONSULT FAA ADVISORY CIRCULAR AC 91-44A, LATEST REVISION, FOR DETAILED
INFORMATION CONCERNING UNSHIELDED TESTING.
Always perform the tests within the first five (5) minutes of the hour. Notify any nearby control tower
of your intentions. If outside of the US, always follow all local or national regulations for testing ELTs.
Do not allow test duration to exceed five (5) seconds. Any time the ELT is activated it is transmitting
a 121.5 MHz distress signal. If the unit operates for approximately 50 seconds, a 406 MHz distress
signal is transmitted and is considered valid by the satellite system.
(1) Installed Transmitter Test (Self Test) (Every 90 Days)
(a) Turn both the airplane master switch and the radio master switch ON.
(b) Tune a receiver (usually the aircraft radio) to 121.5 MHz.
(c) Turn the ELT aircraft panel switch to “ON”, wait for three (3) sweeps on the receiver, which
takes about one (1) second, and then turn the switch back to the “ARM” position while
paying special attention of the LED activity upon entering the ‘ARM” condition.
(d) To pass the test, you must hear the three (3) sweeps and see the front panel light immediately
begin to flash continuously until the unit is switched to “ARM”.
1) During the “ON” to “ARM” transition, the microprocessor in the ELT checks the
“G-Switch” (automatic activation switch) latching circuit, pins 5 & 12 on the D-sub
connector at the ELT; the 406 MHz transmitter for proper RF output and a battery
check.
2) If the ELT is working properly, the sequence following entry to the “ARM” condition
will result in the panel LED staying illuminated for approximately one (1) second (one
pulse), and then extinguishing. The buzzer should also sound once.
(e) If the panel LED and buzzer present more than one (1) pulse when switched to “ARM”,
determine the problem from the list in Chart 1, above.
Effectivity
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
If the ELT activates without any pins shorted it is defective and should be
returned for repair.
3) Install the “shorting plug” on the ELT.
4) For a more thorough test, monitor the transmission with an AM receiver tuned to 121.5
MHz, as described in Transmitter Test, above.
(b) Procedure
The ELT should remain OFF until an acceleration of three (3) Gs or more is applied axially,
in the rearward direction. This action should activate the unit, transmitting immediately on
121.5 MHz.
CAUTION: MAINTAIN A FIRM GRIP ON THE ELT.
1) Apply acceleration greater than three (3) Gs to the ELT, in the rearward direction. This
can be achieved by using a rapid forward (throwing) motion in the direction of the label
arrow, then rapidly reversing the direction.
2) Monitor ELT activation by observing the ELT LED (and AM receiver, if desired).
3) Allow ELT to transmit only long enough to verify operation.
4) Reset ELT by turning ELT switch to “ON” then to ‘ARM” position.
Effectivity
256013
with Artex ME406 ELT
25-60-00 PAGE
PAGE132
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 141
Oct 5/16 25-60-00 with Artex ME406 ELT
256014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
256015
with Artex ELT 1000
25-60-00 PAGE
PAGE15
Oct
2
Jul 5/16
1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
In a crash, an acceleration activated crash sensor (G-switch) turns the ELT “ON” automatically when
the ELT experiences a change in velocity (or deceleration) of 4.5 fps ± 0.5 fps. Activation is also
accomplished by means of the cockpit mounted remote switch or the local switch on the ELT. To
deactivate the ELT, set either switch to the “ON” position, then back to ‘ARM’.
The ELT does not have an “OFF” position. Instead, a jumper between two pins on the front D-sub
connector must be in place for the G-switch to activate the unit. The jumper is installed on the mating
half of the connector so that when the connector is installed, the beacon is armed. When this connector
is removed the ELT can not be activated. This allows the beacon to be handled or shipped without
“nuisance” activation (i.e., front jumper connector removed).
NOTE: The ELT can still be manually activated using the local switch on the front of the ELT. Care
should be taken when transporting or shipping the ELT not to move the switch or allow
packing material to become lodged such as to toggle the switch.
If the ELT is inadvertently activated, deactivate it by setting either switch to the “ON”
position and then back to “ARM”. If the switch is already in the “ON” position, move it to the
“ARM” position.
B. Troubleshooting
See “Chart 2”, and “Chart 3” on page 256026.
Chart 2
TROUBLESHOOTING - ELT 1000
Effectivity
PAGE 161
Oct 1/17
Jul 5/16 25-60-00 with Artex ELT 1000
256016
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
256017
with Artex ELT 1000
25-60-00 PAGE
PAGE172
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Inspections
(1) 100 Hour
Each 100 hours time-in-service, inspect the ELT installation as follows:
(a) Inspect the ELT unit and mount for proper installation and secure mounting.
(b) Inspect wiring and conduits for proper routing, secure mounting, and obvious defects.
(c) Inspect bonding and shielding for proper installation and condition.
(d) Inspect antenna for condition, secure mounting, and proper operation (per “(2) Antenna
Test” on page 256024.
(e) Check ELT for signs of registration. In the US, NOAA supplies a beacon registration label
that is applied to the ELT when it is registered.
(f) Make an appropriate logbook entry documenting completion of this inspection and whether
or not the ELT passed or failed.
(2) Annual
Every twelve (12) months, inspect the ELT installation as follows:
NOTE: The following inspection satisfies the requirements of FAR 91.207.
(a) Remove ELT from its mounting tray per Removal, below.
Inspect the mounting hardware. Ensure the hardware is free of cracks or other obvious
damage.
(b) Battery Inspection
NOTE: The battery pack contains static sensitive parts, take ESD precautions before
handling.
1) Remove the eight (8) securing screws from the battery-side cover.
NOTE: Battery pack is identified by the embossed text:
“BATTERY ACCESS ON THIS SIDE”.
CAUTION: DO NOT PULL ON THE FLEXIBLE PORTION OF THE CABLE - USE
THE RIGID SECTION OF THE FLEX CIRCUIT AT THE CONNECTOR
AS A HANDLE.
2) Carefully lift the battery cover (battery pack) away from the ELT and unplug the flex-
cable connected to the pack.
3) Inspect the battery pack and ELT chassis. The battery cells, components and connectors
should be free of corrosion.
4) Inspect flex-circuit for broken connections or damage.
5) Ensure the battery housing is free of cracks or other visible damage.
6) Verify the battery expiration date. If the battery pack has not expired it may be reinstalled.
The battery pack must be replaced with a new one:
a) After use in an emergency;
b) When the transmitter has been in use for more than one (1) cumulative hour
(i.e., 7 flash error);
c) After an inadvertent activation of unknown duration; or
d) On or before the battery replacement (expiration) date.
(c) Perform “(3) G-switch Check” on page 256025
(d) Reinstall ELT into airplane per “E. Installation” on page 256020.
Effectivity
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Oct 5/16 25-60-00 with Artex ELT 1000
256018
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
256019
with Artex ELT 1000
25-60-00 PAGE
PAGE192
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
D. Removal
See “Figure 5” and “Figure 6”.
(1) In the cabin, remove the rear closeout panel.
(2) Disconnect the ground (negative) cable from battery.
(3) At right side of empennage, remove four (4) screws and remove ELT access panel.
(4) Remove ELT Connections:
(a) Loosen the thumbscrews and remove the D-sub and RF connectors.
(b) Visually inspect and confirm proper seating of all connector pins. Special attention should
be given to coaxial center conductor pins which are prone to retracting into the connector
housing.
(5) Loosen the retention strap and remove the ELT from its mounting tray.
E. Installation
See “Figure 5” and “Figure 6”.
(1) Insert the ELT into the mounting tray at an angle so that the locking ears at the end fit into the
mounting tray locking slots.
(2) Fasten the retention strap around the ELT so that it is firmly held in place.
(3) Insert the D-sub and RF connectors ensuring that they are seated properly.
(4) Tighten the thumbscrews.
(5) At right side of empennage, place ELT access panel in position and secure with four (4) screws.
(6) In the rear cabin, reconnect the ground (negative) cable to battery.
(7) Reinstall the rear closeout panel.
Effectivity
PAGE 201
Oct 5/16 25-60-00 with Artex ELT 1000
256020
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
A
A
F.S.
247.13
F.S.
228.30
ANTENNA
COAX CABLE
J205/P205 SPLICE
D
FORWAR
GROUND
ELT BUZZER
BRACKET
ASSEMBLY
ELT HARNESS ASSY RADIO
ELT 1000 MOUNTING TRAY
FWD
AND STRAP
VIEW A-A
Effectivity
256021
with Artex ELT 1000
25-60-00 PAGE
PAGE212
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
F. Battery Replacement
See “Figure 7”.
NOTE: When replacing the battery pack, a replacement kit containing the battery pack, replacement
gasket, hardware and labels is available.
(1) Remove ELT per “D. Removal” on page 256020.
(2) Remove the battery pack as follows:
NOTE: The battery pack contains static sensitive parts, take ESD precautions before handling.
(a) Remove the eight (8) securing screws from the battery-side cover.
NOTE: Battery pack is identified by the embossed text:
“BATTERY ACCESS ON THIS SIDE”.
CAUTION: DO NOT PULL ON THE FLEXIBLE PORTION OF THE CABLE - USE THE
RIGID SECTION OF THE FLEX CIRCUIT AT THE CONNECTOR AS A
HANDLE.
(b) Carefully lift the battery cover (battery pack) away from the ELT and unplug the flex-cable
connected to the pack.
(c) Discard/recycle the old battery pack.
(3) Lay the new battery pack on the work surface with the batteries facing up.
(4) Install a replacement seal in the slot along the perimeter of the housing.
(5) Leaving the battery as it is, position the ELT over the battery pack with one hand and plug the
flex-cable connector into the battery assembly using the other. The cable should not be twisted
and the connector should ‘click’ into place.
NOTE: The battery connector is keyed to prevent incorrect installation.
(6) Mate the ELT to the battery, making sure that the seal is positioned correctly during the process.
(7) Replace the eight (8) securing screws and torque to 10 - 12 inch-lbs.
(8) Install ELT per “E. Installation” on page 256020.
(9) Perform “(1) Installed Transmitter Test (Self Test)” on page 256024.
(10) Enter pertinent battery replacement information in the aircraft log book and fill out any other
documentation required by local authority.
Effectivity
PAGE 221
Oct 5/16 25-60-00 with Artex ELT 1000
256022
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
256023
with Artex ELT 1000
25-60-00 PAGE
PAGE232
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
G. Testing
CAUTION: ALL ELT “ON” TESTS SHOULD BE PERFORMED WITHIN THE FIRST FIVE (5)
MINUTES AFTER THE HOUR UTC OR AS REQUIRED BY LOCAL OR NATIONAL
AUTHORITIES. NOTIFY ANY NEARBY CONTROL TOWER OF YOUR INTENTIONS.
CAUTION: DO NOT ALLOW TEST DURATION TO EXCEED FIVE (5) SECONDS.
CAUTION: CONSULT FAA ADVISORY CIRCULAR AC 91-44A, LATEST REVISION, FOR DETAILED
INFORMATION CONCERNING UNSHIELDED TESTING.
Always perform the tests within the first five (5) minutes of the hour. Notify any nearby control tower
of your intentions. If outside of the US, always follow all local or national regulations for testing
ELTs. Do not allow test duration to exceed five (5) seconds. Any time the ELT is activated it is
transmitting a 121.5 MHz distress signal. If the unit operates for approximately 50 seconds, a 406
MHz distress signal is transmitted and is considered valid by the satellite system.
(1) Installed Transmitter Test (Self Test)
Every 90 Days.
(a) Turn both the airplane master switch and the radio master switch ON.
(b) Tune a receiver (usually the aircraft radio) to 121.5 MHz.
(c) Turn the ELT aircraft panel switch to “ON”, wait for three (3) sweeps on the receiver, which
takes about one (1) second, and then turn the switch back to the “ARM” position while
paying special attention of the LED activity upon entering the ‘ARM” condition.
(d) To pass the test, you must hear the three (3) sweeps and see the front panel light immediately
begin to flash continuously until the unit is switched to “ARM”.
1) During the “ON” to “ARM” transition, the microprocessor in the ELT checks the
“G-Switch” (automatic activation switch) latching circuit, pins 5 & 12 on the D-sub
connector at the ELT; the 406 MHz transmitter for proper RF output and a battery
check.
2) If the ELT is working properly, the sequence following entry to the “ARM” condition
will result in the panel LED staying illuminated for approximately one (1) second (one
pulse), and then extinguishing. The buzzer should also sound once.
(e) If the panel LED and buzzer present more than one (1) pulse when switched to “ARM”,
determine the problem from the list in “Chart 3”.
(2) Antenna Test
Each 100 Hours use a low quality AM broadcast receiver to determine if energy is being
transmitted from the antenna.
(a) Hold the antenna of the radio (tuning dial on any setting) about six (6) inches from the
activated ELT antenna. The ELT aural tone should be heard on the AM broadcast receiver.
(b) This is not a measured check, but it does provide confidence that the antenna is radiating
sufficient power to aid search and rescue.
NOTE: Use of the aircraft’s VHF receiver, tuned to 121.5 MHz, is not recommended. This
receiver is more sensitive and could pick up a weak signal even if the radiating ELT
antenna is disconnected. While it will confirm the ELT is active, it does not check the
integrity of the ELT system
Effectivity
PAGE 241
Oct 5/16 25-60-00 with Artex ELT 1000
256024
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
256025
with Artex ELT 1000
25-60-00 PAGE
PAGE252
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 3 (Sheet 1 of 2)
ELT 1000 SELF-TEST
Effectivity
PAGE 261
Oct 5/16 25-60-00 with Artex ELT 1000
256026
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 3 (Sheet 2 of 2)
ELT 1000 SELF-TEST
Effectivity
256027
with Artex ELT 1000
25-60-00 PAGE
PAGE272
Oct 5/16
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 281
Oct 5/16 25-60-00 with Artex ELT 1000
256028
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
I. Programming
(PIR-107994 B.)
(1) Scope
This procedure applies when installing a new or exchanged Artex ELT1000 emergency locator
transmitter.
(2) ELT1000 Programming
NOTE: Emergency locator reprogramming is required on all ELT1000 equipped aircraft. Proceed
as follows:
(a) Plug programming cable into the ELT and connect to the Handheld Programmer.
(b) Power on Handheld. Press “Home”. Main Screen View should appear.
NOTE: Press “Home” until Artex Icon appears on the Main Screen View.
(c) From the Handheld Programmer Main Screen View, Select “ARTEX”.
(d) Artex ELT Programmer page, select “Program”.
(e) Artex ELT Programmer page:
NOTE: Artex Programmer may default to previously entered Model, Protocol and Country
Code.
1) Dropdown menu, select ELT Model “ELT1000/345”.
2) Program GPS Baud Rate to 4800:
a) Select “Options”.
b) Select the “Test” position on the ELT 1000 and release within 2 seconds AFTER
selecting “Get Options” on the Artex Programmer.
c) Select the Dropdown Menu.
d) Select the GPS Baud “4800”
e) Select the “Test” Position on the ELT 1000 and release within 2 seconds AFTER
selecting “Set” on the Artex Programmer.
f) Verify “Successfully Programmed Speed” is displayed on the Artex Programmer.
g) Select “Return”.
3) Dropdown menu Protocol:
a) For U.S. aircraft and aircraft bound for export country that requires Tail number
registration on the ELT:
1] Select “Aviation User/Tail No./Loc (L)”.
2] Dropdown menu, select desired Country Code.
3] Enter the tail number of the aircraft (N number), which may by up to seven
alphanumeric characters. Use stylus to select “abc” (for alphabet) and select
“123” (for numbers). (If keyboard was opened, press “Done”).
4] When finished, select “Enter”.
b) For aircraft bound for export country that requires 24 bit address registration:
1] Select “Std Loc/Aircraft 24-bit Addr (L)”.
2] Select the desired number system (Octal: 8 digits from 0-7 or Hex: 6 digits
from 0-9 or A-F) to match the format of the 24 bit address provided.
3] Enter the 24-bit address. (If keyboard was opened, press “Done”).
4] When finished, select “Enter”.
NOTE: The 24 digit hex code is shown at the bottom of the screen with the
abbreviated 15 digit hex code below it.
Effectivity
256029
with Artex ELT 1000
25-60-00 PAGE 29
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
4) Testing:
a) Select the test position on the ELT 1000 switch and release. Then within 2 seconds,
press the “Program” icon on the programmer.
b) Verify that the screen shows “Programming Successful Verify ELT Using Sarcalc”.
(f) Label Printing:
1) Connect the Handheld Programmer to the applicable printer suing the specified cable
and adapter.
2) After the ELT has been successfully programmed, select “Print”, from Printing ELT
Data, select “Combined Label”. After printing is complete, select “Return”.
NOTE: Place new label over current ELT’s label that reads, “This ELT is Programmed For
and Must be Registered in Country, Three Digit Country Code, 15-Digit Hex ID”.
(g) Programming Verification:
NOTE: For a Direct Verification, connect the Handheld coax cable to the ELT and for a
Remote Verification, remove coax cable and connect Handheld Whip Antenna. For a
Remote Verification, a distance of 0–30 feet from the ELT antenna is recommended.
1) Select “Sarcalc”.
2) Select “Measure”.
3) The screen will display “Waiting for Data”.
4) Turn the ELT switch to “TEST” then release.
5) Verify the message contains the correct information for the aircraft.
6) When completed, turn the Handheld OFF.
Effectivity
PAGE 30
Oct 1/18 25-60-00 with Artex ELT 1000
256030
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
26
Fire Protection
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
26-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 26
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE 2
Oct 5/16 26 - LIST OF EFFECTIVE PAGES 26-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TABLE OF CONTENTS
EXTINGUISHING 26-20-00 1
Portable Fire Extinguisher 1
Disposable, Class 2B:C Fire Extinguisher Model No. RT-A600 1
Description 1
Inspection 1
Before Each Flight 1
Monthly 1
100 Hour / Annual 2
Gauged, Class 2B:C Fire Extinguisher Model No. A344T 2
Description 2
Inspection 2
Maintenance 3
Annual 3
Six-Year Maintenance 3
Twelve-Year Hydrostatic Test 3
Replacement Intervals 3
PAGE 2
Oct 5/16 26 - CONTENTS 26-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
EXTINGUISHING
Figure 2
Model A344T
(Piper P/N 459-750)
PAGE 2
Oct 5/16 26-20-00 26202
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(3) Maintenance
(a) Annual
Extinguishers shall be subjected to maintenance not more than one year apart or when
specifically indicated by an inspection. Maintenance is a thorough examination of the
extinguisher, covering mechanical parts, extinguishing agent and expelling means. It is
intended to give maximum assurance that an extinguisher will operate effectively and safely,
and should be done professionally. Most authorities require special tags be attached to the
extinguisher to verify this service.
(b) Six-Year Maintenance
Every six years, stored pressure fire extinguishers that require a 12-year hydrostatic test
shall be emptied and subjected to applicable maintenance procedures. This should be
done professionally, and involves a thorough inspection and the replacement of certain
parts. When these maintenance procedures are performed during periodic recharging or
hydrostatic testing, the six year requirement shall begin from that date.
(c) Twelve-Year Hydrostatic Test
All gauged H3R Aviation fire extinguishers require a 12 year hydrostatic test performed
by certified technicians as per NFPA 10. Simply stated, the Hydrostatic test confirms the
integrity of the cylinder, and at the 12 year mark, is performed in conjunction with the 6 year
maintenance.
C. Replacement Intervals
Replace fire extinguishers as specified in 5-30-00.
PAGE 4
Oct 5/16 26-20-00 26204
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
27
Flight Controls
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
27-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 27
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
CHAPTER 27
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE 2
Mar 25/20 27 - LIST OF EFFECTIVE PAGES 27-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TABLE OF CONTENTS
GENERAL 27-00-00 1
Description and Operation 1
Standard Practices and Procedures 1
Flight Control Surface Travel 3
Flight Control Cable Tension 3
Control Cable Inspection 6
Cable Damage 6
External Wear Patterns 7
Internal Cable Wear 8
Corrosion 8
Cable Maintenance 9
Cable Fittings 9
Pulleys 9
Pulley Wear Patterns 10
Stabilator Control System Special Inspection 11
AILERON 27-10-00 1
Description and Operation 1
Troubleshooting 1
Control Column Assembly 1
Control Wheel 7
Removal 7
Installation 7
Aileron Control Cables 7
Removal 7
Installation 9
Aileron Bellcrank 11
Removal 11
Installation 11
Rigging and Adjustment 12
Post-Rigging Inspection 13
RUDDER 27-20-00 1
Description and Operation 1
Troubleshooting 1
Rudder Control Cables 2
Removal 2
Installation 4
Rigging and Adjustment 4
Post-Rigging Inspection 6
STABILATOR 27-30-00 1
Description and Operation 1
Troubleshooting 1
Stabilator Control Cables 1
Removal 1
Installation 4
Rigging and Adjustment 7
Stabilator Travel 7
Stabilator Control Cable Tension 7
Post-Rigging Inspection 9
Stabilator Trim Controls 10
Forward Assembly 10
Removal 10
Installation 12
S-TEC Manual Electric Trim 13
Aft Stabilator Trim Controls 15
Removal 15
Installation 15
Rigging and Adjustment 17
Post-Rigging Inspection 18
Stall Warning 19
Description and Operation 19
Ground Check 19
Standard, Avidyne Entegra, or Garmin G500 equipped 19
Garmin G1000/G1000 NXi equipped 19
Lift Detectors 19
Removal 19
Adjustment 20
Stall Warning Flight Test Procedure 20
PAGE 2
Oct 29/19 27 - CONTENTS 27-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
FLAPS 27-50-00 1
Description and Operation 1
Troubleshooting 1
Wing Flap Controls 1
Removal 1
Installation 4
Rigging and Adjustment 6
Flap Neutral Position 6
Post-Rigging Inspection 7
Torque Tube/Pushrod Distortion Inspection. 9
Flap Position Sensor (Optional) 10
Rigging 10
Test 10
PAGE 4
Oct 5/16 27 - CONTENTS 27-viii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GENERAL
(6) Visually confirm that all pulleys rotate freely. Visually confirm that all cables pass through all
guides and fairleads without snagging or binding, and do not interfere with or chafe on any
airframe or system components.
(7) Verify that the flight control surfaces move in the proper direction when commanded.
(8) Recheck the tension of replacement flight control cables upon reaching 50 hours of operation.
B. The following tips may be helpful in the removal, installation, and rigging of individual control system
assemblies.
(1) It is recommended, though not always necessary, to level and place the airplane on jacks during
rigging and adjustment.
(2) Remove turnbuckle barrels from cable ends before withdrawing the cables through the structures.
(3) Tie a cord to the cable end before withdrawing the cable through the structures to facilitate
installation of cable.
(4) Mark cable ends, etc., before disconnecting, using a felt tip marking pen.
(5) Assemble and adjust the turnbuckles so that each terminal is screwed an approximately equal
distance into the barrel. Do not turn the terminals in such a manner that will put a permanent
“twist” into the cables.
Chart 1
CABLE TENSION VS. AMBIENT TEMPERATURE
TEMPERATURE, DEGREES FAHRENHEIT
120
110
100
90
80
70
60
50
40
30
20
-10 -8 -6 -4 -2 0 2 4 6 8 10
SUBTRACT ADD
PAGE 2
Oct 29/19 27-00-00 27002
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(6) Cable tensions should be taken with the appropriate control surface in its neutral position.
NOTE: Cable rigging tensions specified must be corrected to ambient temperature where the
tension is being checked, using “Chart 1” on page 27002. When installing new cables,
initially tension them 20–30% over nominal tension, then loosen them to the “high side”
of the tolerance. This will aid in maintaining specified tension after flight testing.
(7) Check all cable ball ends for proper seating in retainers after setting cable tension.
(8) After completion of each adjustment, check the turnbuckles to be sure not more than three
terminal threads are visible outside the barrel. Install the locking clips, and check for proper
installation by trying to remove the clips using fingers only. Both locking clips may be installed in
opposite holes. Locking clips which have been installed and removed must be scrapped and not
reused.
(9) Turnbuckles may be safetied in accordance with Advisory Circular 43.13-1, latest revision.
(10) When pushrods or rod ends are provided with an inspection hole, the screw must be screwed
in far enough to pass the inspection hole. This can be determined visually or by feel, inserting
a piece of wire into the inspection hole. If no hole is provided, there must be a minimum thread
engagement of .375 (3/8) inch .
(11) When installing/adjusting rod end jamnuts, refer to Figure 2, 20-00-00, for proper method.
(12) After completion of adjustments, each jam nut must be tightened securely and inspected.
NOTE: Torque all nuts in the flight control system (including nose wheel steering) as specified
in 91-10-00, Chart 2.
(13) Ensure all pulley guard pins are properly installed and secured.
3. Flight Control Surface Travel
See “Chart 2” on page 27004 for specifications, see appropriate section for rigging instructions.
4. Flight Control Cable Tension
CAUTION: CABLE TENSIONS GIVEN IN CHART 2 APPLY ONLY TO AIRPLANES WITHOUT
AUTOPILOT BRIDLE CABLE INSTALLATIONS, UNLESS THE AUTOPILOT SYSTEM WAS
FACTORY INSTALLED BY PIPER. IF AN AUTOPILOT USING BRIDLE CABLES HAS BEEN
INSTALLED AFTER LEAVING THE FACTORY, CONSULT THE APPROPRIATE AUTOPILOT
VENDOR DOCUMENTATION FOR CORRECT CABLE TENSIONS WITH AUTOPILOT
BRIDLE CABLES ATTACHED.
A. See “Chart 2” on page 27004 for specifications, see appropriate section for rigging instructions.
B. When a new cable is installed, cable tension must be rechecked after flight test.
Chart 2 (Sheet 1 of 2)
FLIGHT CONTROL SURFACES RIGGING LIMITS
PIR-PPS50033, Rev. J
A
AILERON TRAVEL
(TRAILING EDGE FROM NEUTRAL)
B A = 23° ± 2° (UP)
B = 17° ± 2° (DOWN)
AILERON
CABLE TENSION MAXIMUM FREE PLAY IS 0.12 INCH MEASURED AT TRAILING EDGE.
40 LBS. ± 5 LBS. MAXIMUM END PLAY IS 0.035 INCH MEASURED SPANWISE
(INBOARD/OUTBOARD).
FLAP TRAVEL
(TRAILING EDGE DOWN FROM NEUTRAL)
B A = 10° ± 2°
B = 25° ± 2°
C
C = 40° ± 2°
FLAP NEUTRAL IS ACHIEVED BY ALIGNING THE CHORD LINE OF THE FLAP 0° ± 1° WITH THE CHORD LINE OF THE WING.
B A = 37° + 1° - 0° (RUDDER)
PAGE 4
Oct 5/16 27-00-00 27004
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 2 (Sheet 2 of 2)
FLIGHT CONTROL SURFACES RIGGING LIMITS
STABILATOR TRAVEL
(TRAILING EDGE FROM NEUTRAL)
STABILATOR
CABLE TENSION A = 15° ± 1° (UP)
B
STABILATOR NEUTRAL IS ACHIEVED WHEN THE CHORD LINE OF THE STABILATOR
IS PARALLEL WITH THE TOP OF THE FRONT SEAT TRACKS.
STABILATOR TAB NEUTRAL IS ACHIEVED WHEN THE TAB IS STREAMLINED WITH THE STABILATOR.
MAXIMUM FREE PLAY FOR STABILATOR TAB IS 0.06 INCH AT TAB TRAILING EDGE.
PAGE 6
Oct 5/16 27-00-00 27006
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 8
Oct 5/16 27-00-00 27008
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
E. Cable Maintenance
CAUTION: TO AVOID REMOVAL OF CORROSION-PREVENTATIVE COMPOUNDS AND CABLE
INTERNAL LUBRICANT, DO NOT USE VAPOR DEGREASING, STEAM CLEANING,
METHYLETHYLKETONE (MEK) OR OTHER SOLVENTS.
CAUTION: DO NOT OIL CONTROL CABLES.
Frequent inspections and preservation measures such as rust prevention treatments for bare cable
areas will help to extend cable service life. Where cables pass through fairleads, pressure seals,
or over pulleys, remove accumulated heavy coatings of corrosion prevention compound. Provide
corrosion protection for these cable sections by lubricating as specified in the Lubrication Chart,
12-20-00.
F. Cable Fittings
Terminals, turnbuckles, etc.
Clean the fittings thoroughly with a suitable solvent prior to inspection. Clean the turnbuckle bodies and
associated cable terminals thoroughly with Methyl Ethyl Ketone (MEK) or acetone prior to inspection.
The non-threaded surfaces of the turnbuckle body and cable terminals may be cleaned using Scotch-
Brite™ General Purpose Green Scouring Pad 96 or 105B.
NOTE: Most control cables feature strands made of galvanized steel. By design, the galvanized
coating corrodes sacrificially, protecting the steel strands underneath. This normal corrosion
process creates zinc oxide powder, which can migrate along the length of the control cable,
covering the surface of the fittings with an inert white speckled coating. This coating, along
with any other contaminants such as dirt, oil or grease, must be removed in order to properly
examine the fittings.
(14) 100 Hour Standard Inspection
Check swaged terminal reference marks for any indication of cable slippage within fitting. Inspect
fitting assembly for distortion and/or broken strands at the terminal. Check that all bearings and
swivel fittings (bolted or pinned) pivot freely to prevent binding and subsequent failure. Check
turnbuckles for proper thread exposure and broken or missing safety wires/clips.
Pay particular attention to corrosion and “pitting” on cable terminals, turnbuckles and cable
fittings. Any corrosion or pitting found requires replacement of the corroded fitting and/or cable.
(15) 100 Hour Special Inspection
For airplanes 15 years old or older, using a 10X magnifier, visually inspect the entire surface of
each cable terminal, turnbuckle, or other cable fitting for corrosion or cracking. Inspect under
safety wire or clips wrapped around the cable or fitting. Any evidence of corrosion or cracking,
however minute, is cause for replacement. A logbook entry documenting the replacement of a
cable terminal, turnbuckle, or other cable fitting relieves the inspection requirement for that fitting
only, until such time as that fitting has been in service for 15 years.
G. Pulleys
Inspect pulleys for roughness, sharp edges, and presence of foreign material embedded in the
grooves. Examine pulley bearings to assure proper lubrication, smooth rotation, freedom from flat
spots, dirt, and paint spray. Periodically rotate pulleys, which turn through a small arc, to provide a new
bearing surface for the cable. Maintain pulley alignment to prevent the cable from riding on flanges
and chafing against guards, covers, or adjacent structure. Check all pulley brackets and guards for
damage, alignment, and security.
PAGE 10
Oct 5/16 27-00-00 270010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 12
Oct 5/16 27-00-00 270012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
AILERON
Chart 1
TROUBLESHOOTING AILERON CONTROL SYSTEM
PAGE 2
Oct 5/16 27-10-00 27102
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
B. Installation
Refer to “Figure 1”.
(1) To install tee bar assembly:
(a) Swing the tee bar assembly into place from the right side of the cabin and secure with
attachment bolts, washers and nuts inserted through each side of the floor tunnel.
(b) Connect the stabilator control cables to the lower end of the tee bar with bolt, washer, nut
and cotter pin. Allow the cable ends free to rotate.
(c) Place the aileron control cables around the pulleys that attach to the lower section of the
tee bar; position pulleys and secure with bolt, washers and nut.
(d) Install the control wheel per Control Wheel, below.
(e) Place the control wheels in neutral (centered) position and install the aileron control
chains on the control wheel sprockets and idler cross-over sprockets. The turnbuckle must
be centered between the two control wheel sprockets.
(f) Loosen the connecting bolts of the idler sprockets to allow the chain to fit snug around the
control wheel sprockets and over the idler sprockets.
(g) Connect the aileron control cables to the ends of the chains with bolts, bushings, nuts and
cotter pins.
(h) Adjust the chain turnbuckle between the two control wheel sprockets to allow the control
wheels to be neutral and obtain proper cable tension as given in “Chart 2”, 27-00-00. It may
be necessary in order to have both control wheels neutral to set the chain turnbuckle to
neutralize the wheels and then set cable tension with the turnbuckles located under the
floor panel aft of the main spar. Before safetying the turnbuckle, check that when the
ailerons are neutral, the control wheels will be neutral and the chain turnbuckle centered.
Also the aileron bellcranks should contact their stops before the control wheel hits its stop.
Maintain .030 to .040 clearance between sprocket pin and adjustable stop bolts on
models having adjustable tee bar stops.
(i) Set stabilator cable tension with the turnbuckle in the aft section of the fuselage. Check
safety of all turnbuckles upon completion of adjustments.
(j) Tighten the connecting bolts of the idler sprockets, torque to 45 ± 5 in.-lbs.
(k) Install the floor tunnel plate and secure with screws. Fasten the tunnel carpet in place.
(2) To install either control wheel and tube assembly:
(a) Insert the control wheel tube through the instrument panel.
(b) Should wires for the various autopilot systems need to be installed in the control tube,
route them through the hole in the forward side of the tube and out of the small hole in the
side of the tube ahead of the control wheel. Position the rubber grommet in the hole in the
side of the tube to protect wires.
(c) On the left control tube, install the stop.
(d) Connect the control wheel tube to the flexible joint of the tee bar assembly. If the control
cables and/or chains have not been removed or loosened, place the ailerons in neutral
and install the control tube on the flexible joint to allow the control wheel to be neutral.
Install bolt, washer and nut and tighten.
PAGE 4
Oct 5/16 27-10-00 27104
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
68028 P
SMALL END OF TAPERED SHANK SHALL NOT EXTEND
MORE THAN 0.030 INSIDE THE O.D. OR 0.062 OUTSIDE TAPER PIN, AN386-1-6A (P/N 480-730)
THE O.D. OF THE SPOCKET HUB. WASHER, AN975-3 (P/N 494-093); or
* AN960-10 (P/N 407-564)
or NAS1149F0363P (P/N 690-612)
NUT, NAS679A3W (P/N 406-443)
or MS20364-1032C (P/N 484-835)
or MS21042-3 (P/N 404-526)
FWD
0.098 DIA.
USE WITNESS HOLE TO ENSURE PROPER SHAFT INSERTION * SEE TEXT FOR USAGE.
PAGE 6
Oct 5/16 27-10-00 27106
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
4. Control Wheel
S/N’s 4496020 and up, See “Figure 3”.
NOTE: Refer to Control Column Assemby, above, for control column assembly installation and removal.
The retainer clip (P/N 104687-002) and MS24693-S40 screw (2 ea.) are factory installed in
S/N’s 4496181 and up. For S/N’s 4496020 through 4496180 the retainer clips and screws must be
individually procured and retrofitted.
A. Removal
(1) Remove two (2) screws and retainer clip.
(2) Remove control wheel attachment screw and spacer.
(3) Slide control wheel off of tube.
B. Installation
(1) Degrease aft end of tube and inside of control wheel using acetone or naptha. Allow to dry.
(2) Degrease control wheel attachment screw, the spacer, and the nutplate (inside the tube) using
acetone or naptha. Allow to dry.
(3) Prime inside of control wheel with Loctite 7649 (Piper P/N 279-073). Allow to dry.
(4) Install control wheel onto tube using Loctite 271 (Piper P/N 279-128). Take care to ensure
screw hole in control wheel aligns with screw hole in tube.
NOTE: This step must be accomplished promptly due to short cure time.
(5) Prime threads of control wheel attachment screw with Loctite 7649 (Piper P/N 279-073). Allow
to dry.
(6) Install control wheel attachment screw (with spacer) into nutplate using Loctite 271 (Piper P/N
279-128).
NOTE: This step must be accomplished promptly due to short cure time.
(7) Position retainer clip to capture spacer and control wheel attachment screw. Secure with
screws (2), being careful not to over tighten the screws and damage the logo medallion.
5. Aileron Control Cables
Refer to “Figure 4”.
A. Removal
(1) To remove any of the control cables in the fuselage or either wing:
(a) Remove the the center seats and seat belt attachments.
(b) Remove screws securing the floor panel located directly aft of the main spar. Lift the panel
and remove from the airplane.
(2) To remove either the right or left primary cables located in the fuselage:
(a) Remove the fuel selector knobs by loosening the set screws in each knob.
(b) Remove the fuel selector knobs and cover assemblies by removing the knob set screws
and cover attachment screws.
(c) Remove the tunnel plate just aft of the tee bar by laying back enough tunnel carpet to
remove the plate attachment screws.
(d) Remove the forward heat duct from one side of the floor tunnel (preferably from the side
from which the cable is to be removed) by removing the trim control wheel cover, the
heater baffles from the side of the duct, the floor carpet and the duct attachment screws.
Aileron Controls
Figure 4
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Oct 5/16 27-10-00 27108
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(e) Separate the primary control cable at the turnbuckle located in the floor opening aft of the
main spar.
(f) Remove the cable pulleys attached to the lower section of the control column tee bar
assembly by removing the pulley attachment bolt.
(g) Move the cable guard located under the pulley cluster below the fuel selector by removing
the cotter pin from the exposed end of the guard and sliding it to the left or right as
required.
(h) Remove the cotter pins used as cable guards at the pulley in the forward area of the floor
opening aft of the main spar.
(i) Disconnect the cable from the control chain at the control column tee bar assembly by
removing the cotter pin, nut, bolt and bushing that connect the two together. Secure the
chains in some manner to prevent them from unwrapping from around the sprockets.
(j) Draw the cable back through the floor tunnel.
(3) To remove the primary control cable in either wing:
(a) Remove the access plate to the aileron bellcrank located on the underside of the wing
forward of the inboard end of the aileron.
(b) If not previously disconnected, separate the cable at the turnbuckle located in the floor
opening aft of the main spar.
(c) Disconnect the pulley guard pin from pulley.
(d) Disconnect the cable from the forward end of the aileron bellcrank by removing the cotter
pin, nut, washer and bolt.
(e) Draw the cable from the wing.
(4) To remove either balance cable:
(a) Separate the balance cable at the turnbuckle in the right side of the floor opening aft of
the main spar.
(b) If the left balance cable is to be removed, remove the cotter pin used as a cable guard at
the pulley in the center of the floor opening.
(c) Remove the access plate to the aileron bellcrank located on the underside of the wing
forward of the inboard end of the aileron.
(d) Disconnect the cable from the aft end of the aileron bellcrank by removing the cotter pin,
nut, washer and bolt.
(e) Draw the cable from the wing.
B. Installation
(1) To install either the right or left primary control cable located in the fuselage:
(a) Draw the cable through the fuselage floor tunnel.
(b) Connect the cable to the end of the control chain and secure using bushing, bolt, nut and
cotter pin.
(c) Place the cable around the pulley that is located in the tunnel, below the fuel selector.
Install cable guard and secure with cotter pin.
(d) Position cables and install the cable pulleys that attach to the lower section of the tee bar
assembly. Secure with bolt, washer and nut.
(e) Place the cable around the pulley that is located in the floor opening just aft of the main
spar and install cotter pin cable guards.
(f) If the primary control cable in the wing is installed, connect the control cable ends at the
turnbuckle located in the floor opening aft of the main spar.
(g) Check rigging and adjustment per Rigging and Adjustment, below.
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Oct 5/16 27-10-00 271010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
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Oct 29/19 27-10-00 271012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
E. Remove the control wheel locks. Using the control wheel, confirm that the left aileron up and right
aileron down stops are contacted simultaneously and vice versa. Adjust the stops where necessary.
F. Rotate the left control wheel in each direction until the bellcranks contact the stops. The sprocket
stops on the tee bar should not be contacted until additional “override” movement (or, a “cushion”)
of 0.030 to 0.040 inch is obtained between the sprocket pin and adjustable stop bolts. (Refer to
“Figure 1” on page 27103.)
G. To measure and adjust aileron travel:
(1) Place the ailerons in the neutral position (aligned with flaps).
(2) Check that the up and down travel of each aileron from neutral position is as specified in
“Chart 2” on page 27004. While measuring the travel, maintain light pressure up (while measuring
the down travel) or down (while measuring the up travel) at the center of the aft edge of the
aileron, to remove the slack between the bellcrank and aileron.
(3) Confirm that total free play at the aileron trailing edge does not exceed 0.120 inch.
H. Should an out-of-trim condition persist despite all rigging corrections that can be made, there is a
possibility that the trailing edge of the aileron has been used to move the aircraft forward. This can
result in a slight bulging of the aileron contour at the trailing edge, causing an out-of-rig condition
which may require aileron replacement.
I. Proceed to “Post-Rigging Inspection”, below.
8. Post-Rigging Inspection
NOTE: Visual confirmation may require the aid of a second qualified mechanic or pilot.
Upon completion of any aileron control cable replacement, disconnect, or rigging perform the following
post-rigging inspection:
A. Rotate the pilot’s control wheel CLOCKWISE, as if to bank the airplane to the RIGHT, until reaching
the primary stop. Visually confirm the following:
(1) The RIGHT hand wing aileron is deflected UP. The trailing edge of the aileron will be noticeably
and significantly ABOVE the trailing edge of the RIGHT wing at the far RIGHT end of the aileron,
near the wing tip.
(2) The LEFT hand wing aileron is deflected DOWN. The trailing edge of the aileron has moved
noticeably and significantly BELOW the trailing edge of the LEFT wing at the far LEFT end of the
aileron, near the wing tip.
B. Rotate the pilot’s control wheel COUNTERCLOCKWISE, as if to bank the airplane to the LEFT, until
reaching the primary stop. Visually confirm the following:
(1) The LEFT hand wing aileron is deflected UP. The trailing edge of the aileron has moved noticeably
and significantly ABOVE the trailing edge of the LEFT wing at the far LEFT end of the aileron,
near the wing tip.
(2) The RIGHT hand wing aileron is deflected DOWN. The trailing edge of the aileron has moved
noticeably and significantly BELOW the trailing edge of the RIGHT wing at the far RIGHT end of
the aileron, near the wing tip.
C. Repeat the above steps for the copilot controls.
D. Make a logbook entry documenting completion of this inspection.
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Oct 29/19 27-10-00 271014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
RUDDER
Chart 1
TROUBLESHOOTING RUDDER CONTROL SYSTEM
Chart 2
TROUBLESHOOTING RUDDER TRIM CONTROL SYSTEM
PAGE 2
Oct 5/16 27-20-00 27202
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Rudder Controls
Figure 1
B. Installation
(1) The forward rudder control cables may be installed by the following procedure:
(a) Draw the control cable through the floor tunnel.
(b) Connect the end of the cable to the arm on the rudder pedal torque tube by installing bolt,
washer, nut and cotter pin. Allow the cable end to rotate freely.
(c) Connect the cable to the aft control cable at the turnbuckle in the aft section of the fuselage.
If the aft control cables are not installed, install now as described, below. Ascertain that each
cable is in the groove of its pulley.
(d) Move the cable guard that is located in the forward tunnel, at the pulley cluster, into position,
and secure with cotter pin.
(e) Install the cable guard pin under the pulley cluster located in the aft area of the aft floor
tunnel and secure with screws.
(f) Set cable tension and check rigging and adjustment per “Rigging and Adjustment”, below.
(g) Install the heat duct and secure with screws.
(h) Install the forward tunnel plate aft of the tee bar and secure with screws.
(i) Put the floor carpet in place and secure.
(j) Install the lower and upper selector covers and secure with screws.
(k) Place the fuel selector knobs in place and secure with set screws.
(l) Install the floor panel and seat belt attachment aft of the main spar securing the panel with
screws, and install the seats.
(2) The aft rudder control cables may be installed by the following procedure:
(a) Position the control cable in the fuselage.
(b) Connect the end of the cable to the rudder sector with bolt cotter pin.
(c) Connect the other cable end to forward control cable at the turnbuckle in the aft section of
the fuselage.
(d) Set cable tension and check rigging and adjustment per “Rigging and Adjustment”, below.
(e) Install fairing and secure with screws.
(3) Install the access panel to the aft section of the fuselage.
C. Rigging and Adjustment
WARNING: VERIFY FREE AND CORRECT MOVEMENT OF RUDDER. WHILE IT WOULD
SEEM SELF-EVIDENT, FIELD EXPERIENCE HAS SHOWN THAT THIS CHECK IS
FREQUENTLY MISINTERPRETED OR NOT PERFORMED AT ALL. ACCORDINGLY,
UPON COMPLETION OF RUDDER RIGGING AND ADJUSTMENT, VISUALLY
CONFIRM THAT THE RUDDER TRAILING EDGE MOVES RIGHT WHEN THE RIGHT
PEDAL IS DEPRESSED; AND, THAT THE RUDDER TRAILING EDGE MOVES LEFT
WHEN THE LEFT PEDAL IS DEPRESSED.
(1) Check and set the correct degree of rudder travel as follows:
(a) Using a rigging tool (refer to “Figure 3” on page 27205), set the rudder stops so that rudder
travel right and left from neutral position (rudder streamlined with the vertical stabilizer) is as
specified in “Chart 2” on page 27004.
(b) With the rudder against the left stop, place a rigging tool against the side of the rudder
and vertical stabilizer as shown in “Figure 3” on page 27205. (Ascertain that the tool is not
contacting any rivets.) If no gap exists between the rigging tool and the surface of the rudder
and vertical stabilizer, the left rudder stop is correct.
(c) Swing the rudder in the other direction (right) and check travel as described above.
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Oct 29/19 27-20-00 27204
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(d) Should the rudder travel be incorrect, showing a gap between the tool and any part of the
control surfaces, the fairing should be removed and the stops reset to obtain correct rudder
travel. (Refer to “Figure 4” on page 27206.)
(2) To set cable tension and alignment of the rudder, the following procedure may be used:
(a) Remove the access panel to the aft section of the fuselage.
(b) Ascertain that the nose gear steering has been aligned and rudder pedals set fore and aft
according to 32-20-00, Nose Landing Gear, Alignment.
(c) Clamp the rudder pedals to align in a lateral position as shown in “Figure 2”.
(d) Adjust the turnbuckles to obtain the main cable tension given in “Chart 2” on page 27004.
Adjust the cables evenly, to avoid uneven strain on aircraft components.
(e) Check safety of turnbuckles.
(3) Check that when the rudder contacts its stops, the clearance between the nose wheel stops and
the nose wheel horn is between 0.06 and 0.12 of an inch. A more accurate check can be made
with weight off of the nose wheel. Adjust the stops according to 32-20-00, Nose Landing Gear,
Alignment.
(4) Install the fairing and the access panel to the aft section of the fuselage.
(5) Proceed to “Post-Rigging Inspection” on page 27206.
RIGGING TOOL
D. Post-Rigging Inspection
NOTE: Visual confirmation may require the aid of a second qualified mechanic or pilot.
NOTE: This inspection may need to be performed with the airplane on jacks.
Upon completion of any rudder control cable replacement, disconnect, or rigging perform the following
post-rigging inspection:
(1) Depress the pilot’s RIGHT rudder pedal as if to yaw the airplane to the RIGHT, until reaching the
primary stop. Visually confirm the following:
The trailing edge of the rudder will be noticeably and significantly RIGHT of the trailing edge of
the vertical fin.
(2) Depress the pilot’s LEFT rudder pedal as if to yaw the airplane to the LEFT, until reaching the
primary stop. Visually confirm the following:
The trailing edge of the rudder will be noticeably and significantly LEFT of the trailing edge of the
vertical fin.
(3) Repeat the above steps for the copilot controls.
(4) Make a logbook entry documenting completion of this inspection.
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Oct 29/19 27-20-00 27206
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
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Oct 5/16 27-20-00 27208
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
10) Install the seat belts removed from the top of the floor tunnel and secure with bolt,
washer and nut.
11) Install the aft floor tunnel cover, heater duct and carpet.
12) Install the carpet over the aft floor plate.
(c) Install the panel to the aft section of the fuselage and the seats.
B. Aft Rudder Trim Control
Refer to “Figure 6”.
(1) Removal
(a) If the forward trim mechanism is not being removed, block the cables forward of the
turnbuckles to prevent the cables from unwrapping at the forward trim drum. (Refer to
“Figure 6” and 27-30-00 ”Figure 5”.)
(b) Secure the trim cables at the aft trim drum barrel.
(c) Disconnect the trim cable turnbuckles in the aft section of the fuselage.
(d) Remove the cable guards from the pulley bracket located at station 273.38.
(e) Disconnect the trim screw link assembly from the screw.
(f) Remove the cotter pin from the aft end of the screw.
(g) Remove the two bolt assemblies securing the forward support to the mounting bracket.
(h) Remove the screw and barrel assembly along with the aft cables from the airplane.
(2) Installation
(a) Insert the complete trim screw and barrel assembly into the fin. Route the trim cable ends
around the pulleys at station 273.38.
(b) Insert the trim screw and barrel assembly into the mounting bracket. Place the washer on
the forward end of the barrel and install the support assembly in the mounting bracket.
(c) Install the cotter pin in the aft end of the shaft.
(d) Adjust the screw assembly to obtain the neutral position. (Refer “Figure 6”.)
(e) Connect the link assembly to the trim screw.
(f) Connect the aft trim cables to the forward cables with turnbuckles. Check to insure the
cables are properly routed around the pulleys.
(g) Install the cable guards at the pulley bracket in the fuselage at station 273.38.
(h) Remove the clamp securing the forward trim cables and proceed to rig the system per
Rigging and Adjustment, below.
(i) Lubricate the assembly per Lubrication Chart, 12-20-00.
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Oct 5/16 27-20-00 272010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
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Oct 29/19 27-20-00 272012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 14
Oct 29/19 27-20-00 272014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
INSPECT WELDS
FW UP
D
SEE DETAIL
Remove/reinstall bolts
(4 places)
RUDDER
BAR STRAPS
0.10 IN.
DETAIL
B. Removal
(1) Remove the access panel to the aft section of the fuselage.
(2) Relieve rudder and stabilator cable tension by loosening one of the rudder and stabilator cable
turnbuckles in the aft section of the fuselage.
(3) Remove the fuel selector knobs and cover panels by removing the attachment screws.
(4) Remove the tunnel plate just aft of the tee bar by laying back enough tunnel carpet to remove
the plate attachment screws.
(5) Disconnect the stabilator control cable from the lower end of the tee bar assembly.
(6) Remove the tee bar attachment bolts with their washers and nuts which are through each side of
the floor tunnel. Pull the lower end of the tee bar aft.
(7) Disconnect the control cable ends from the arms on the torque tube by removing the cotter pins,
washers, nuts and bolts.
(8) Disconnect the rudder trim from the torque assembly by removing the cotter pin, washers and
bolt that connects the arm to the trim.
(9) Disconnect the close-out rods at the rudder pedals by removing nuts and bolts.
(10) Disconnect the brake cylinders at the lower end of each cylinder rod by removing the cotter pins,
washers, nuts and bolts.
(11) Disconnect the vee braces (two braces are used with right hand brakes) from the torque tube by
removing nuts, washers and bolts that secure the strap bracket to the vee brace.
(12) If an AutoPilot amplifier is installed over the torque tube at the right side of the fuselage, disconnect
the electrical plug and release the two fasteners that secure it to its mounting bracket.
(13) Disconnect the torque tube support bracket where it attaches to the floor tunnel by removing its
attachment bolts.
(14) Remove the two bolts that extend through the torque tube and are located at the center of the
tube assembly over the floor tunnel. Compress the tubes.
(15) Disconnect the torque tube support blocks from their support brackets on each side of the
fuselage by removing the attachment nuts, washers and bolts.
(16) Remove the trim side panels, if desired.
(17) Remove the assembly from the airplane. Note the spacer washer on each end and between the
support blocks.
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Oct 29/19 27-20-00 272016
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Installation
(1) Assemble the torque tube assembly as shown in “Figure 8”. Do not install the two bolts through
the center of the tube assembly at this time.
(2) Place the upper support blocks on the ends of the torque tube assembly. Note that a washer is
required on each end of the tube.
(3) Position the support blocks on their mounting brackets at each side of the fuselage and secure
with bolts, washers and nuts. Note that a bushing is required in the bolt holes of the upper
support block, and a plate on top of the upper block, between the upper and lower blocks and
under the block mounting bracket.
(4) Align the bolt holes in the center area of the torque tube assembly, install bolts, washers and nuts
and tighten.
(5) Position the torque tube support bracket on the floor tunnel and secure with bolts.
(6) Position the vee braces on the torque tube, install the strap bracket around the torque tube and
brace. and secure with bolts, washers and nuts.
(7) Check that the rod end on the clevis rod is adjusted to give a dimension of 7.94 inches between
hole centers.
(8) Connect the ends of the brake cylinder rods and clevis rods to the idler arms and secure with
clevis and cotter pins.
(9) Connect the steering rods to the rudder pedals and secure with bolts and nuts. Check steering
rod adjusting per Alignment of Nose Gear, Chapter 32.
(10) Connect the rudder trim to the arm of the torque tube and secure with bolt, washer, nut and cotter
pin. A thin washer is installed under the nut which is tightened only finger tight.
(11) Connect the ends of the rudder control cables to the arms provided on the torque tube and
secure with bolts, washers, nuts and cotter pins. Allow the ends free to rotate.
(12) Swing the tee bar into place and secure with attachment bolts, washers and nuts with the bolts
inserted in through each side of the floor tunnel.
(13) Connect the stabilator control cables to the lower end of the tee bar with bolt, washer and nut,
and secure with cotter pin. Allow the cable ends free to rotate.
(14) Set rudder cable tension and check rigging and adjustment.
(15) Set stabilator cable tension and check rigging and adjustment.
(16) Check aileron cable tension.
(17) Check safety of bolt and turnbuckles.
(18) Install the floor tunnel plate and secure with screws. Fasten the tunnel carpet in place.
(19) Install the fuel selector knobs and secure with set screws.
(20) Install the fuel selector covers and the rudder trim control knob.
(21) Install the access panel to the aft section of the fuselage.
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Oct 29/19 27-20-00 272018
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
STABILATOR
Chart 1
TROUBLESHOOTING STABILATOR CONTROL SYSTEM
PAGE 2
Oct 5/16 27-30-00 27302
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 2
TROUBLESHOOTING STABILATOR TRIM CONTROL SYSTEM
B. Installation
(1) To install the FORWARD stabilator cables:
(a) Draw the control cable through the floor tunnel. Ascertain that the right (upper) cable is
routed around the pulley that is in the forward area of the forward floor tunnel.
(b) Connect the cables to the lower end of the control column tee bar with bolt, washer, nut
and cotter pin. Allow the cable to be free to rotate.
(c) If the aft control cable is not installed, install now as described below.
(d) Place the stabilator in the neutral position and lock it with a suitable tool.
(e) Connect the cable to the aft cable at the turnbuckle in the aft section of the fuselage.
(f) For the right control cable, install the cotter pin cable guard at the pulley in the forward area
of the tunnel.
(g) Within the forward area of the floor opening aft of the main spar, install the cable rub blocks
to the spar housing and secure with screws.
(h) In the aft area of the floor opening, install the cotter pin cable at the pulley cluster.
(i) Install the cable guard under the pulley cluster located in the aft area of the aft floor tunnel
and secure with screws.
(j) Set cable tension and check rigging and adjustment per Rigging and Adjustment, below.
(k) Install the tunnel plate directly aft of the tee bar assembly and secure with screws.
(l) Put the floor carpet in place and secure.
(m) Install the lower and upper selector covers and secure with screws.
(n) Place the fuel selector knobs on the selector torque tube and secure with set screws.
(o) Install the floor panel aft of the main spar and secure with screws. Install the seat belt
attachments and seats.
(p) Install the cover and carpet of the aft floor tunnel.
(2) To install either AFT stabilator control cable:
(a) Route the cable under pulley.
(b) Connect the cable to the stabilator bellcrank and secure with bolt, washer, nut and cotter
pin. (Tighten nut “finger tight” only.)
(c) Connect the cable to the forward cable at the turnbuckle in the aft section of the fuselage.
The upper aft cable connects to the right forward cable and the lower cable to the left
cable.
(d) Connect assist springs to the bulkhead at F.S. 156.00 and orient cable plates so that they
align with horizontal plane ± 10°. (Refer to “Figure 1”.)
(e) Install the cable guard pin at the pulley.
(f) Set cable tension and check rigging and adjustment per Rigging and Adjustment, below.
(3) Install the rear cabin access panel to the aft section of the fuselage.
PAGE 4
Oct 5/16 27-30-00 27304
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Stabilator Controls
Figure 1
PAGE 6
Oct 5/16 27-30-00 27306
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(d) Check and adjust stabilator cable tension as specified in “Chart 2”, 27-00-00.
1) Should tension be incorrect, loosen the turnbuckle of the lower cable in the aft section
of the fuselage and adjust the turnbuckle of the upper cable to obtain correct tension.
2) With the tension of the upper cable correct and the control wheel still secured in the
near forward position described above, adjust the turnbuckle of the lower cable to
obtain correct tension.
(e) Check the full travel of the control wheel with relation to the full travel of the stabilator to
determine that the stabilator contacts its stops before the control wheel contacts its stops.
1) Check to insure that stabilator up and down stops are contacted before the tee bar
stops are contacted.
2) The travel distance from where the stabilator reaches its stop and the control wheel
contacts its stop should be approximately equal in both the fore and aft positions.
Readjust the turnbuckles if the travel distances are not in accord.
(f) With the stabilator and trim in all extremes of travel, check to insure that there is no
interference between turnbuckles and pulleys.
(g) Check safety of all turnbuckles and bolts.
(h) Connect the assist springs to the bulkhead at F.S. 156.00.
(i) Install cabin rear closeout panel and fin tip.
(j) Proceed with “Post-Rigging Inspection” on page 27309.
PAGE 8
Oct 29/19 27-30-00 27308
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
D. Post-Rigging Inspection
NOTE: Visual confirmation may require the aid of a second qualified mechanic or pilot.
Upon completion of any stabilator control cable replacement, disconnect, or rigging perform the
following post-rigging inspection.
(1) Pull the pilot’s control wheel FULL AFT, as if to nose the airplane UP, until reaching the primary
stop. Visually confirm the following:
The stabilator is deflected leading edge DOWN and trailing edge UP. The trailing edge of the
stabilator will be noticeably and significantly ABOVE the leading edge.
(2) Push the pilot’s control wheel FULL FORWARD, as if to nose the airplane DOWN, until reaching
the primary stop. Visually confirm the following:
The stabilator is deflected leading edge UP and trailing edge DOWN The trailing edge of the
stabilator will be noticeably and significantly BELOW the leading edge.
(3) Repeat the above steps for the copilot controls.
(4) Make a logbook entry documenting completion of this inspection.
PAGE 10
Oct 29/19 27-30-00 273010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(2) Installation
Refer to “Figure 6”.
(a) The trim control wheel with drum may be installed as follows:
1) Wrap the right trim cable on the trim drum by inserting the swaged ball of the cable in
the slot provided in the side (right side) of the drum that mates with the control wheel,
and looking at this side, wrap the drum with three wraps of the cable in a clockwise
direction.
NOTE: Bond pitch trim cable and cable ball in the indicated area using DP-105 Epoxy
adhesive. Prevent adhesive from covering or going into the indicator pin spiral
area.
2) Attach the control wheel to the cable drum by aligning the long lug of the drum with the
long slot of the wheel and pushing the two pieces together.
3) Wrap the left trim cable on the drum by inserting the swaged ball of the cable in the slot
provided in the flanged side (left side) of the drum and looking at this side, wrap the
drum with three wraps of the cable in a clockwise direction.
NOTE: Bond pitch trim cable and cable ball in the indicated area using DP-105 Epoxy
adhesive. Prevent adhesive from covering or going into the indicator pin spiral
area.
4) Lubricate and install the bushing in the control wheel and drum.
5) Align the control cables and position the control wheel assembly between its mounting
brackets. Ascertain that the end of the trim indicator wire is positioned in the spiraled
slot of the drum with no bind on the end. Install the retainer bolt from the left side and
install washer and nut.
6) Install the cover over the control wheel and secure with screws, unless the control
cables have yet to be installed.
(b) The trim control cables may be installed as follows:
1) Draw the cable(s) through the floor tunnel.
2) Wrap the cable drum and install the trim control wheel described above.
3) Position the cable pulleys on their mounting bracket and install the clevis pin, washer
and cotter pin.
4) Connect the cable to the aft cable at the turnbuckle in the aft section of the fuselage.
Install aft cable if not installed.
5) Install the cable guard at the cable pulleys in the aft lower section of the fuselage
forward of the cable turnbuckles.
6) Install the cable guard plate at the underside of the pulley cluster located in the aft area
of the aft floor tunnel and secure with screws.
7) Install the pin type cable guard at the underside of the pulleys located in the forward
area of the aft floor tunnel and secure it with a tinnerman nut.
8) Install the cable rub blocks located on the aft side of the main spar housing and secure
with screws.
9) Remove the blocks that secure the aft trim cable and check that the cables are seated
on their pulleys.
10) Set cable tension and check rigging and adjustment per Rigging and Adjustment,
below. Check safety of all turnbuckles.
PAGE 12
Oct 5/16 27-30-00 273012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
11) Install the tunnel cover on the forward tunnel and secure with screws.
12) Install the carpet over the floor tunnel.
13) Install the heat deflectors on each side of the floor tunnel.
14) Install the cover over the trim control wheel and secure with screws and special
washers.
15) Install the fuel selector knobs and secure with set screws.
16) Install the seat belts removed from the top of the floor tunnel and secure with bolt,
washer and nut.
17) Install the floor panel and seat belt attachments aft of the main spar, and secure panel
with screws.
18) Install the aft floor tunnel and secure with screws.
19) Install the carpet over the aft floor tunnel.
20) Install the trim plate on top of the forward end of the aft floor tunnel.
(c) Install the panel to the aft section of the airplane and the seats.
(3) S-TEC Manual Electric Trim
Refer to “Figure 7”.
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN
SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN
PIPER AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE
INTRODUCTION - SUPPLEMENTARY PUBLICATIONS.)
(a) S-TEC Manual Electric Trim is an optional system. When installed, a servo motor,
capstan, and idler pulley assembly are attached to the left stabilator trim cable just aft of
F.S. 156.00.
(b) Check and adjust the servo clutch as follows:
1) Remove the trim cable guards and trim cable from capstan. Remove the capstan
cover. Check capstan torque by attaching the capstan adjusting tool (special tool) to
the capstan and using a currently calibrated torque wrench as shown in “Figure 6”. If
adjustment is required, proceed as follows.
2) Remove servo motor and capstan. Place servo motor and capstan in a holding fixture
(vice) with capstan up. Remove capstan cover. Remove cotter pin from end of servo
shaft and remove castle nut, shim washers, and tension washers.
3) Replace tension washers as required in quantities shown in “Figure 7”. Replace shim
washers and castle nut. Tension castle nut so that capstan torque is as specified in
“Figure 7”.
4) Reinstall servo motor and capstan. Adjust stabilator trim cable tension as specified in
“Chart 2”, 27-00-00.
100868 N
SCREW
(4 REQ'D.)
WASHER
(4 REQ'D.)
CAPSTAN COVER
TORQUE WRENCH
S-TEC TOOL
S-TEC
CAPSTAN TOOL
(See Parts Catalog)
CASTLE NUT
COTTER PIN
S-TEC SHIM WASHER
(MIN. 1 REQ'D. CAN BE USED IN
ANY COMBINATION TO ALIGN
COTTER PIN WITH SHAFT HOLE.)
CABLE GUARD
(4 REQ'D.)
TRIM SERVO
PAGE 14
Oct 5/16 27-30-00 273014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 16
Oct 5/16 27-30-00 273016
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
D. Post-Rigging Inspection
NOTE: Visual confirmation may require the aid of a second qualified mechanic or pilot.
Upon completion of any stabilator trim control cable or pushrod replacement, disconnect, or rigging
perform the following post-rigging inspection:
(1) Rotate the stabilator trim wheel FULL AFT, as if to nose the airplane UP, until reaching the
primary stop. Visually confirm the following:
The stabilator trim tab trailing edge is deflected DOWN. The trailing edge of the stabilator
trim tab will be noticeably BELOW the trailing edge of the stabilator .
(2) Rotate the stabilator trim wheel FULL FORWARD, as if to nose the airplane DOWN, until reaching
the primary stop. Visually confirm the following:
The stabilator trim tab trailing edge is deflected UP. The trailing edge of the stabilator trim
tab will be noticeably ABOVE the trailing edge of the stabilator .
(3) Make a logbook entry documenting completion of this inspection.
PAGE 18
Oct 29/19 27-30-00 273018
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
5. Stall Warning
A. Description and Operation
The system consists of two lift detectors, located on the left wing, which are electrically connected
to the flap position switch and the stall warning horn, (G1000/G1000 NXi system has aural warning
message “Stall, Stall, Stall” instead of stall warning horn). Each lift detector functions in a separate flap
setting range: 0° to 10° for the outboard detector; and, 25° to 40° for the inboard detector.
B. Ground Check
Perform the appropriate ground check to determine that the lift detectors are functioning properly:
(1) Standard, Avidyne Entegra, or Garmin G500 equipped
(a) With the master switch ON gently lift the tabs on both lift detectors; the stall warning horn
should not sound.
(b) With the master switch still ON, activate the main gear squat switch to simulate inflight
conditions; extend the flaps to the 10-degree (10°) flap position.
(c) Gently lift the outboard sensor; the stall warning horn should sound. Lifting the inboard
sensor should not sound the horn.
(d) With flaps positioned from 25° to 40° gently lift the inboard sensor, the horn should sound.
Lifting the outboard sensor should not sound the horn.
(e) With the check completed return the flaps to the full up position, turn the master switch OFF
and remove any items used to activate the squat switch.
(2) Garmin G1000/G1000 NXi equipped
(a) With battery and Avionics Master On and G1000/G1000 NXi Self-Test complete, extend the
flap to the 10° position.
(b) Gently lift outboard sensor, the stall aural message “Stall, Stall, Stall”, should sound, lifting
the inboard sensor, the stall aural message should not sound.
(c) With flaps positioned from 25° to 45° lift inboard sensor, the stall aural message “Stall, Stall,
Stall”, should sound, lifting the outboard sensor should not sound the stall aural message.
C. Lift Detectors
Two lift detectors are located on the left wing. Each lift detector functions in a separate flap setting
range: 0° to 10° for the outboard detector; and, 25° to 40° for the inboard detector.
NOTE: Turn the Master Switch OFF prior to performing any work on the lift detector(s).
(1) Removal
NOTE: Place reference marks on holding plate and wing skin for use when reinstalling.
(a) Remove four screws holding the plate around the tab. The lift detector is fastened to this
plate; remove the unit from wing.
(b) Mark the electrical wires and terminals to facilitate installation. Remove electrical wires from
lift detector: Remove lift detector from aircraft.
(2) Installation
(a) Attach the electrical leads to the appropriate terminals of the lift detector.
(b) Position the lift detector with its mounting plate on the wing determining that the sensor
blade of the unit drops down freely and secure in position with the four screws previously
removed.
(c) Perform “Stall Warning Flight Test Procedure” on page 273020.
(3) Adjustment
CAUTION: NEVER TRY TO ADJUST THE SWITCH BY BENDING THE VANE.
The lift detectors are adjusted at the factory when the airplane is test flown and should not
require any further adjustment during the normal service life of the airplane. Should a lift
detector be removed or replaced, the following instructions will help position the lift detector at
the proper position.
(a) Loosen the two Philip’s head screws: one on either side of the vane.
1) If the stall warning comes on to late move the switch up.
2) If the stall warning comes on to early. move the switch down.
(b) Tighten the screws after making any adjustments.
(c) Perform “Stall Warning Flight Test Procedure”, below.
D. Stall Warning Flight Test Procedure
(PIR-FTP2001-7, Rev. G. / FTP2001-7-1, Rev. D. / FTP2011-1, Rev. D., FTP2014-2, Rev. G.)
NOTE: The following procedure is typically performed after installation of either lift detector or
installation of a replacement wing.
Flying at a rate of 1 KT/SEC maximum with POWER AT IDLE / PROPS FULL FORWARD / GEAR
DOWN obtain the following warning and stall speeds:
TRIM KIAS RECORD: WARNING KIAS STALL KIAS
0° FLAPS = 87 _____________ __________
FULL FLAPS = 77 _____________ __________
(1) Verify that the stall warning system performs within the following limits:
Stall warning begins at 5 to 10 KIAS prior to stall and continues until stall occurs.
(2) If the stall warning system fails to perform within the limits above, adjust the system per
“Adjustment”, above, and re-fly the test.
(3) If not able to adjust the stall warning system sufficient to achieve the limits above, recheck any
newly installed component(s) (lift detector(s) or wing) to ensure it (they) is (are) installed and
rigged correctly.
PAGE 20
Oct 29/19 27-30-00 273020
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
108.17
B B
P/J768
A LOOKING OUTBOARD AT RIGHT SIDE F.S.
128.73
B.L.
0.0
AoA INDEXER
COMPUTER
SCREW INTO
P767 VIEW B - B AoA INDEXER
PLACARD LOOKING DOWN BALL ASSEMBLY
(ROTATED 90° CW)
COVER
BASE & SPRING
ASSEMBLY
GLARESHIELD
P766 SCREW
(3 PLACES)
GLARESHIELD
BACKUP DISC
SCREW
DETAIL C
LOOKING INBOARD FROM LEFT
AoA System Installation
Figure 10
PAGE 22
Mar 25/20 27-30-00 273022
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
P766
P767
AoA HARNESS ASSEMBLY
BUS BAR
CB312
CB306
WIRE CB312A22
DETAIL D
SCREW
(4 PLACES)
P667
DOUBLER
H LIFT
TRANSDUCER
LIFT TRANSDUCER
VANE
H
VIEW G-G
LOOKING OUTBOARD VIEW H-H
W.S. W.S.
174.00 174.00
AoA HARNESS ASSEMBLY
PAGE 24
Mar 25/20 27-30-00 273024
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
E. Lift Transducer
The Lift Transducer is mounted in the leading edge of the right wing just inboard of W.S. 174.00.
(1) Removal
(a) Set master switch to the OFF position.
(b) Remove four (4) screws from lift transducer mounting plate slots.
(c) Carefully pull the lift transducer forward to gain access to the P667 connector.
(d) Take care to capture the lift transducer wiring harness so it cannot retract into the wing.
(e) Disconnect the P667 connector and remove the lift transducer.
(2) Installation
(a) Postion the lift transducer before the opening in the wing.
(b) Connect the P667 connector and release the wiring harness to allow it to retract into the
wing.
(c) Slide the lift transducer into position and secure with four (4) screws.
F. Ground Functional Test
(PIR-SafeFlight Dwg. 56201-1, Rev. E.)
The Lift Transducer vane should move freely in both directions with no resistance.
With the electrical power OFF the Indexer Computer should not be lit.
Turn the main power ON. The Indexer Computer will perform a Power-on Self-Test, illuminating all of
the LEDs for approximately five seconds. The audio alert will also be active during the self-test. After
the self-test, the audio will cancel and the LEDs will indicate the current position of the Lift Transducer.
NOTE: The single red LED will continue to blink at 1 Hz until the system has been calibrated in flight.
Observe the Indexer Computer for a transition to the low-AoA side of the display, with a single green
LED illuminated when the Lift Transducer vane is gently pushed down (AFT).
Gently push the vane up (FORWARD). The Indexer Computer should transition to the high-AoA side
of the display, followed by the flashing of the two red LEDs, indicating Low Airspeed (high AoA)
Awareness (LAA). Turn the navigation light switch ON and observe Indexer Computer display dims.
G. Calibration
At a safe altitude for possible stall recovery, using the POH recommended landing approach speed,
power setting, and flap extension fly a simulated approach. Simultaneously, press and hold both the
top and bottom buttons for two seconds to enter the calibration mode. All of the red, yellow, and green
indicators will begin flashing as shown in “Figure 8” on page 273025.
Press the bottom button to select the Landing Approach calibration mode. Continue flying the aircraft
at the normal approach airspeed and descent rate. The Indexer Computer will begin flashing slowly
the green center ON-SPEED indication for five seconds.
Continue flying the aircraft at the normal approach airspeed and descent rate. The Indexer Computer
will begin flashing quickly the green ON-SPEED indication while the system is recording data for five
seconds.
If the calibration is successful, the green ON-SPEED indication will change to solid (non-flashing) as
shown in “Figure 9” on page 273025.
If the calibration is unsuccessful, the Indexer Computer will return to flashing slowly the ON-SPEED
indications for 5 seconds, and then will transition again to flashing quickly for another 5 seconds. This
sequence will repeat until the calibration is successful.
When the approach setting has been successfully accomplished, without adjusting power, pitch the
aircraft nose up, slowing the aircraft to the speed where aircraft stall warning just begins to sound.
Hold this speed. Press the top button to transition to the LAA calibration mode. The two red lights will
begin slowly flashing for five seconds as shown in “Figure 10”.
The two red lights will begin quickly flashing for another five seconds. During this time, maintain the
stall warning target speed (at a constant power setting).
If the calibration is successful, the red LAA indication will change to solid (non-flashing).
If the calibration is unsuccessful, the system will return to flashing slowly for 5 seconds; then will
transition again to flashing quickly for another 5 seconds. This sequence will repeat until the calibration
is successful.
Press and hold both the top and bottom button for two seconds to exit the calibration mode.
NOTE: After a successful calibration, at a safe altitude, fly a simulated approach using the POH
recommended landing approach speed, power, and flap extension. Verify that the given
Onspeed (five dots) is lit within +/-5 knots of the POH referenced speed. Without adjusting
power, pitch aircraft nose up, slowing the aircraft so that the Indexer Computer displays two
amber LEDs. Verify LAA audio is active and stall warning is not. If verification fails, repeat
calibration.
NOTE: Pressing and holding both top and bottom buttons for two seconds at any time exits the
calibration procedure.
PAGE 26
Mar 25/20 27-30-00 273026
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
FLAPS
PAGE 2
Oct 5/16 27-50-00 27502
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1
TROUBLESHOOTING FLAP CONTROL SYSTEM
Trouble Cause Remedy
Flaps fail to extend or retract. Control cable broken or Replace or reconnect
disconnected. control cable.
Flaps not synchronized or Incorrect rigging of system. Adjust flaps.
fail to move evenly when
retracted.
(2) The flap control cable may be removed by the following procedure:
(a) If the center seats and floor panel have not been removed, remove the seats and the
screws securing the floor panel.
(b) Disconnect the flap tension spring from the cable if not previously disconnected, by
extending the flaps to relieve spring tension.
CAUTION: FORWARD PRESSURE IS ON THE HANDLE ONCE THE FLAP TENSION
SPRING IS DISCONNECTED.
(c) Retract the flap. Use caution as forward pressure will be on the handle with the spring
disconnected.
(d) Disconnect the cable from the chain by removing cotter pin, nut, clevis pin and bushing.
(e) Remove the flap handle bracket and trim control wheel cover.
(f) Remove the aft heat deflectors on each forward floor tunnel by sliding far enough to
release the spring fasteners.
(g) Lift the aft section of the tunnel carpet far enough to remove the screws securing the
tunnel cover that is between the flap handle and the spar cover. Remove the cover.
(h) Remove the cotter pin cable guard from the flap cable pulley located inside the floor
tunnel just ahead of the spar housing.
(i) Remove the cable rub blocks located in the floor opening on the aft side of the spar
housing by removing the attachment screws.
(j) Disconnect the cable turnbuckle at the flap handle by removing cotter pin, nut and bolt.
(3) Remove the flap handle and bracket by disconnecting the cable turnbuckle from the handle
and removing the bolts securing the bracket to the floor tunnel.
B. Installation
Refer to “Figure 1”.
(1) The flap torque tube assembly may be installed by the following procedure:
(a) Install the chain sprockets with chains on the torque tube and secure with bolts, washers
and nuts.
(b) Slide the tube stop fittings on their respective ends of the torque tube.
(c) Ascertain that one bearing block fitting is installed between its attachment brackets.
(d) Slide the other bearing block over its respective end of the torque tube.
(e) Position the torque tube by placing the end with the bearing block on it between the
mounting bracket and sliding the other end into the previously attached bearing block.
(f) Position the remaining bearing block and secure with bolts, washers and nuts.
(g) Push the torque tube cranks (arms) on each end of the torque tube and slide the stop
fitting in place. Align the bolt hole of the crank and stop fitting with the holes in the torque
tube, and install bolts. The holes in the stop fitting are elongated to allow the stop fitting to
be pushed against the bearing blocks thus allowing no side play of the assembly. Tighten
the bolt assemblies on the stop fittings.
(h) Install the tube support blocks on their support brackets and secure with bolts.
(i) Connect the flap return spring to the return chain and/or at the spar housing (depending
on what was disconnected).
PAGE 4
Oct 5/16 27-50-00 27504
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(j) Connect the control cable end to the tension chain and secure with bushing, clevis bolt,
nut and cotter pin.
(k) Pull the flap handle full back and connect the tension spring. Release the flap handle to
the forward position.
(l) Connect the flap control tube to the flap and/ or torque tube crank and secure. The bolt
and bushing that connects the control tube to the crank is installed through a hole in the
side of the fuselage located over the torque tube.
(2) To install the flap handle with bracket, place the assembly on the floor tunnel and secure with
bolts.
(3) The flap control cable may be installed by the following procedure:
(a) Attach the cable and turnbuckle to the flap handle arm and secure with a new clevis bolt,
nut and cotter pin. Ascertain that the turnbuckle end is free to rotate on the arm.
(b) Route the cable through the tunnel and spar housing.
(c) Install the cable rub blocks on the aft side of the spar housing and secure with screws.
(d) Install cotter pin cable guard over pulley located just ahead of the spar housing in the
forward floor tunnel.
(e) Attach the cable end to the tension chain and secure with bushing, clevis bolt, nut and
cotter pin. If the chain is not installed because of the torque tube assembly being
removed, install the assembly as described above.
(f) Pull the flap handle full back and connect the tension spring to the cable end.
(4) Install the tunnel cover and secure with screws. Also the tunnel carpet, heat deflectors, and
bracket cover.
(5) Install the floor panel and seat belt attachments. Secure with screws and install seats.
Flap Rigging
Figure 3
PAGE 6
Oct 29/19 27-50-00 27506
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(7) Measuring from the flaps up position attained above, maintaining light up pressure on the
underside of the flap as described above, check flap travel. Travel should be as shown in
“Figure 1”.
Adjust the torque tube stop screw in or out as required. After any screw adjustment, it is
necessary to review steps (3) through (7).
(8) Check complete operation of the flaps, and handle and ratchet mechanism. Install all access
covers removed.
(9) Proceed to “Post-Rigging Inspection”, below.
D. Post-Rigging Inspection
NOTE: Visual confirmation may require the aid of a second qualified mechanic or pilot.
Upon completion of any flap handle, cable, pushrod, or torque tube replacement, disconnect, or
rigging, perform the following post-rigging inspection.
(1) Position the flap control handle to the flaps DOWN position. Visually confirm the following:
Both flaps are fully DOWN and ALIGNED. That is the trailing edge of each flap is significantly
LOWER than when streamlined with the wing.
(2) Position the flap control handle to the flaps UP position. Visually confirm the following:
Both flaps are fully UP and ALIGNED. That is the trailing edge of each flap is streamlined
with the wing.
(3) Make a logbook entry documenting completion of this inspection.
PAGE 8
Oct 29/19 27-50-00 27508
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 10
Oct 29/19 27-50-00 275010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
101778 NEW
108046 A
FWD
CAM
J315
Effectivity
275011
with Garmin G1000 NXi
27-50-00 PAGE 11
Oct 29/19
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 12
Oct 29/19 27-50-00 275012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
28
Fuel
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
28-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 28
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE 2
Oct 5/16 28 - LIST OF EFFECTIVE PAGES 28-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 28 - FUEL
TABLE OF CONTENTS
GENERAL 28-00-00 1
Description 1
Troubleshooting 1
STORAGE 28-10-00 1
Fuel Cells 1
Removal 1
Installation 1
Fuel Cell Compartment 4
Molded Nipple Fittings 4
Handling and Storage 4
Cleaning and Inspection 5
Repairing 6
Testing 6
Locking Fuel Cap 8
Disassembly 8
Assembly 8
DISTRIBUTION 28-20-00 1
Fuel Filters 1
Removal 1
Installation 1
Cleaning 2
Fuel Selector Valves 2
Removal 2
Installation 2
Leak Test 2
Cleaning Fuel System 2
Fuel System Leak Check 3
Setup 3
Procedure 3
Electric Fuel Pumps 6
O-360-A1H6 and LO-360-A1H6 Engine Equipped Airplanes 6
Installation A 6
Removal 6
Installation 6
Disassembly 7
Cleaning, Inspection, And Repair 7
Assembly 7
Testing 8
Installation B 8
CHAPTER 28 - Fuel
INDICATING 28-40-00 1
Standard Installation 1
Fuel Quantity Sender Unit 1
Fuel Quantity Sender/Gauge Check (Installed) 1
Fuel Pressure Gauge Check 3
Avidyne Entegra Installation (Optional) 4
Fuel Quantity Calibration 4
Garmin G1000/G1000 NXi Installation 5
Fuel Tank Calibration 5
Fuel Quantity Accuracy Check 7
Calibration Table Delete/Edit 8
PAGE 2 1
Jul 1/17
Oct 29/19 28 - CONTENTS 28-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GENERAL
The fuel system components covered in this section consist of fuel cells. fuel selector valves, fuel filters
and electric fuel pumps. Each wing nacelle contains a fuel cell, having a capacity of 55 U.S. gallons, for a
total capacity of 110 U.S. gallons.
1. Description
See “Figure 1” on page 28002.
An independent fuel system is incorporated into each wing permitting each engine to operate from its
own fuel supply. However, the two systems are interconnected by means of a crossfeed that will permit
fuel from one wing to be drawn by the opposite engine in the event of an emergency.
Bladder type fuel cells are installed in the wing nacelles aft of the fire wall.
Fuel pressure and fuel flow for each system are indicated on their respective indicators/displays located in
the instrument panel. A fuel quantity gauge/display for each system, also located in the instrument panel,
indicates the amount of fuel remaining as transmitted by electric fuel quantity sending units located in the
wing fuel cells.
Fuel for each engine is drawn through a finger screen located in the fuel cell to a selector valve near the
airplane centerline. From the selector valve, the fuel goes through a fuel filter and then outboard to the
electric pump and then to (the engine primer solenoid valve for carbureted engines only, and) the engine
driven pump which forces the fuel to the carburetor or fuel servo.
2. Troubleshooting
“Chart 1” on page 28004 lists troubles which may occur in the mechanical or electrical portions of the fuel
system, the probable cause and a suggested remedy. When troubleshooting, first check from the fuel
supply or power source to the item affected.
Effectivity
28-00-00
PAGE 2 with O-360-A1H6 and LO-360-A1H6 Engines
Oct 1/18 in S/N’s 4496001–4496451 28002
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1
TROUBLESHOOTING FUEL SYSTEM
Trouble Cause Remedy
Failure of fuel to flow. Fuel line blocked. Flush fuel system.
Fuel vent cap blocked. Check and clean vent hole
in cap.
Mechanical or electrical Check and replace if
fuel pump failure. necessary.
Fuel selector valve in Reposition as required.
improper position.
Check for obstructions in
the fuel selector leverage
mechanism.
Check fuel selector cable
for freedom of movement.
Damaged fuel selector Replace fuel selector
valve. valve.
Fuel Quantity gauge fails Broken wire. Check and repair.
to operate.
Gauge inoperative. Replace gauge.
Fuel sender float partially Replace sender.
or completely filled with
fuel.
Circuit breaker open. Check and reset.
Float and arm assembly of Check.
fuel sender sticking.
Bad ground. Check for good contact at
ground lip or rear of gauge.
No fuel pressure indication. Fuel selector valve stuck. Check fuel selector valve.
Fuel cells empty. Check fuel cells and fill.
Defective gauge. Replace gauge.
Fuel selector valve in Reposition fuel selector
improper position. valve lever.
Low pressure or pressure Obstruction in inlet side Trace lines and locate
surges. of pump. obstruction.
Faulty diaphragm in pump. Rebuild or replace pump.
Air in line to pressure Bleed line.
gauge.
PAGE 4
Jul 1/17 28-00-00 28004
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
STORAGE
1. Fuel Cells
WARNING: DO NOT PERMIT SMOKING OR OPEN FLAME NEAR FUEL CELLS.
A. Removal
Refer to “Figure 1” on page 28102.
(1) Turn the fuel selector to the off position, remove the fuel filler cap, and drain the fuel cell.
(2) Remove the access covers from the top and side of the nacelle, also from underside of wing at
rear of nacelle.
(3) Reaching through side access panel, loosen clamps and remove vent line from fuel cell molded
nipple.
(4) Reaching through the access panel at the bottom rear nacelle, loosen clamp and remove finger
screen strainer assembly from fuel cell molded nipple.
NOTE: This may be easier if the inboard end of the finger screen strainer assembly is first
disconnected from the fuel supply line and the bonding strap is disconnected from the
wing rib at WS 57.46.
(5) Disconnect the wires from the sender unit; remove the bolts that secure the sender and carefully
draw the sender with its gasket from the cell. Note the installed position of the sender.
(6) Remove the bolts from the nut rings at the fuel sender and fuel filler. Remove the cover assembly
at the fuel sender and the fuel filler assembly from the fuel cell.
(7) Reaching inside the fuel cell, pull the vent check valve free from the molded nipple and remove
the check valve.
(8) Reaching through the rear access hole, gently separate the velcro type fasteners holding the fuel
cell to the surrounding structures.
(9) Place tape or other protective material around the cell access opening to prevent damage to the
cell when removing.
NOTE: Fuel cell removal is rare. Accordingly, each time a fuel cell is removed and reinstalled
or replaced, take the opportunity to also replace the associated flexible fuel hoses,
interconnects, and/or vent lines.
B. Installation
(1) With protective material around the cell access opening, install folded fuel cell through access
hole and then orient it correctly. Finally, reaching through access hole into fuel cell, press outward
firmly to engage cell with velcro tape.
(2) Reaching inside the fuel cell, insert the vent check valve into the molded nipple from the inside
as shown in “Figure 1 (Sheet 2 of 2)” on page 28103.
(3) Position the fuel sender cover assembly and the fuel filler assembly in place on the fuel cell.
(4) Install the bolts into the nut rings at the fuel sender cover assembly and the fuel filler assembly
and torque all bolts to 30 +0, -5 in·lbs, wait 30 minutes and retorque to 25 ± 5 in·lbs.
CAUTION: DO NOT ALLOW LUBON 404 SEALANT TO ENTER FUEL SYSTEM.
(5) Noting the position of the sender, place sender with its gasket into cell. Apply Lubon 404 to upper
1/3 of threads on bolts and install bolts. Torque per “Figure 1 (Sheet 1 of 2)” on page 28102.
(6) Connect the wires to the sender.
PAGE 2
Jul 1/17 28-10-00 28102
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(7) Reaching through the access panel at the bottom rear nacelle insert the finger screen strainer
assembly into the molded nipple. Secure both with clamp and torque to 15 in·lbs.
NOTE: Connect the inboard end of the finger screen strainer assembly to the fuel supply line
and connect the bonding strap, if previously disconnected.
(8) Reaching through the side access panel insert the vent line into the molded nipple containing the
check valve. Secure both with clamps and torque to 15 in·lbs.
(9) Fill fuel cell with fuel (see 12-10-00) and visually inspect all fittings for leaks.
(10) If no leaks, or after leaks have been corrected, replace the access covers to the top and side of
the nacelle and also at the underside of the wing at the nacelle.
C. Fuel Cell Compartment
Anytime a fuel cell is removed:
(1) Thoroughly clear the cell compartment of all fittings, trimmings, loose washers, bolts or nuts.
(2) Round off all sharp edges of the fuel cell compartment.
(3) Inspect the fuel cell compartment just prior to fuel cell installation.
(4) Tape over all sharp edges and all rough rivets.
D. Molded Nipple Fittings
The molded nipple fitting is a lightweight fitting developed for ease in installation in certain locations
in the aircraft. In order to get the best service from this type of fitting, it is necessary to exercise
certain precautions at the time of installation. The specific precautions other than the general care in
handling are as follows:
(1) Insert the finger strainer into the fuel cell 4.50 inches.
(2) Insert the vent tube into the fitting.
(3) The hose clamp must be clear of the end of the fitting by 0.25 inch where possible.
(4) Locate the hose clamp on the fabric-reinforced area of the nipple.
(5) Torque the hose clamp 15 to 20 in.-lbs. Do this once. Do not re-tighten unless the hose clamp
is loosened completely and allowed to set for 15 minutes before re-tightening.
(6) Do not use sealing paste or gasket compound.
(7) Apply a thin film of Simonize Wax to metal flow tubes to facilitate installation and removal.
E. Handling and Storage
WARNING: DO NOT PERMIT SMOKING OR OPEN FLAME NEAR FUEL CELLS.
(1) Prevent needless damage by exercising common sense in the care and handling of fuel cells:
(a) Folding or collapsing of cells is necessary to place them in containers for storage,
installing in airframe cavities and carrying from place to place.
(b) Protect fitting seal surface from contact with cavities during removal or installation. Use
protective covers over fitting seal when practical.
(c) Protect cell from tools, hot lights, etc., when working around them.
(d) Avoid stepping on folds or creases in cells.
(e) Do not carry cells by fittings.
PAGE 4
Jul 1/17 28-10-00 28104
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(f) Maintain original cell contours or folds when refolding for boxing, rolling to insert in
airframe cavities or handling in the repair area.
(g) Cells that are to be repaired should be placed on a well-lighted table. Maintain natural
contours, if possible, while repairing. Prevent contact with sharp edges, corners, dirty
floors or other surfaces. Repair area must be well-ventilated. Do not stack cells. Inspect
cavities and insure cleanliness prior to installing any cell.
(2) When storing cells, observe the following rules:
(a) Fold cells smoothly and lightly as possible with a minimum number of folds. Place
protective wadding between folds.
(b) Wrap cell in moisture-proof paper and place it in a suitable container. Do not crowd cell in
container, use wadding to prevent movement.
(c) Stack boxed cells to allow access to oldest cells first. Do not allow stacks to crush bottom
boxes. Leave cells in boxes until used.
(d) Storage area must be dry, 70° F, and free of exposure to sunlight, dirt and damage.
(e) Used cells must be cleaned with soap and warm water prior to storage. Dry, and box as
outlined above.
F. Cleaning and Inspection
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN
SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER
AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION -
SUPPLEMENTARY PUBLICATIONS.)
WARNING: USE A VAPOR-PROOF LIGHT FOR INSPECTION.
(1) Fuel cells may be cleaned by the following procedure:
(a) New Cells
It should not be necessary to clean new cells upon removing them from their containers,
if they are installed in the airframe cavities promptly. If for any reason the cells are not
installed immediately, and become dirty, they should be cleaned with soap and warm
water to remove foreign material prior to installation in a clean cavity.
(b) Used Cells
Prior to removal, the cells are to be drained of fuel, purged with fresh air and swabbed out
to remove all traces of fuel. Following removal, the cells are to be cleaned inside and out
with soap and warm water.
(2) Fuel cells may be inspected as follows:
WARNING: USE A VAPOR-PROOF LIGHT FOR INSPECTION.
(a) New Cells
Inspect the cell surface inside and outside for cuts, abraded (scuffed) areas and accessory
damage. Also, inspect the fitting seals for nicks, scratches and foreign material.
(b) Used Cells
Cells removed from the airframe cavity for inspecting and repair, or cells being returned to
service from storage, should be inspected as outlined above.
(c) Cells installed in the airframe cavity may be inspected for possible repairs by reaching
through the fuel cell access plate and taking a section of cell between the thumb and
forefinger. Wipe the ridge created by this action with MEK. If fine cracks are evident, the
fuel cell is not repairable.
G. Repairing
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN
SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER
AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION -
SUPPLEMENTARY PUBLICATIONS.)
WARNING: DO NOT PERMIT SMOKING OR OPEN FLAME NEAR REPAIR AREA OR CELLS.
For procedures for the maintenance, repair and “quick cure” repair of fuel cells constructed of
LORAL or GOODYEAR VITHANE® material, reference the applicable vendor publication from
Engineered Fabrics Corp.
There are two methods by which these repairs may be accomplished. One method is by heat cure,
the other is air cure.
The end result of either repair is a neat, permanent repair. The heat repair allows the cell to be
cured and ready for reinstallation in two hours. The air cure method requires that the cell not be
moved for 72 hours during the air cure period.
NOTE: Air cure repairs to be made at room temperature at approximately 75° F. For each 10° drop
in temperature add 20 hours cure time. For instance, if room temperature reads 65° F, air
cure for 92 hours instead of 72 hours.
H. Testing
Either of the following test procedures may be used to detect leaks in the bladder cells:
NOTE: The chemical test is more sensitive and the preferred test.
(1) Bench Test
(a) Soap Suds Test
1) Attach test plates to all fittings.
2) Inflate the cell with air to a pressure of 1/4 psi MAXIMUM.
3) Apply a soap and water solution to all repaired areas and any areas suspected of
leakage. Bubbles will appear at any point where leakage occurs.
4) After test, remove all plates and wipe soap residue from the exterior of the cell.
(b) Chemical Test
1) Attach test plates to all fitting openings except one.
2) Make up a phenolphthalein solution as follows: Add 40 grams phenolphthalein crystals
in 1/2 gallon of ethyl alcohol, mix, then add 1/2 gallon of water.
PAGE 6
Jul 1/17 28-10-00 28106
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
3) Pour ammonia on an absorbent cloth in the ratio of 3ml per cubic foot of cell capacity.
Place the saturated cloth inside the cell and install remaining test plate.
4) Inflate the cell with air to a pressure of 1/4 psi MAXIMUM, and maintain pressure for
15 minutes.
5) Soak a large white cloth in the phenolphthalein solution, wring it out thoroughly, and
spread it smoothly on the outer surface of the cell. Press the cloth down to insure
detection of minute leaks.
6) Check the cloth for red spots which will indicate a leak. Mark any leaks found and move
the cloth to a new location. Repeat this procedure until the entire exterior surface of
the cell has been covered. If red spots appear on the cloth. they may be removed by
re-soaking the cloth in the solution.
7) The solution and test cloth are satisfactory only as long as they remain clean. Indicator
solution that is not used immediately should be stored in a closed rustproof container
to prevent evaporation and deterioration.
(c) After the test, remove all plates and test equipment. Allow the cell to air out.
In conducting either test outlined above, the cell need not be confined by a cage or jig,
providing the 1/4 psi pressure is not exceeded.
(2) In Airplane Test
NOTE: To perform the following test, a test fixture like the one shown in “Figure 2” on page 28204
is necessary.
(a) Cap all fuel vent outlets on the wing.
(b) Verify fuel sump valves are in the closed position.
(c) Cap all fuel lines exiting fuel cell.
(d) On the test fixture, ensure that the following valves are in the OFF position
1) #1 and #2 main air supply shut-off valves
2) Manometer needle valve, valve #3
3) Main air supply needle valve, valve #4
4) Shut-off valve on each fuel test cap
5) Both flow meter shut-off valves
(e) Install special test unit caps at the fuel filter port in each wing.
(f) Connect shop air to test fixture.
(g) Select the test fixture “Valve 2” and “Valve 3” to the “ON” postion and using “Valve 1 slowly
pressurize the line to 1.0 psi minimum to 1.5 psi maximum.
NOTE: Monitor pressure on the main pressure guage to not exceed 1.5 psi.
(h) Open the test cap shut-off valve, slowly open “Valve 4”, and monitor pressure on the main
pressure gauge. Adjust pressure to read between 1.0 psi minimum to 1.5 psi maximum.
NOTE: Care must be taken not to exceed the 1.5 psi limit to prevent fuel cell damage.
(i) Select the test fixture “Valve 1” to the OFF position, then “Valve 3” and “Valve 2” to the
OFF position.
(j) Disconnect shop air from test fixture and monitor leakage rate.
NOTE: The system shall not leak over a period of 5 minutes.
(k) If leaks are found inspect and tighten connections. If upon inspection and tightening leak
cannot be stopped, repair fuel cell per Repairing, above, or replace.
PAGE 8
Jul 1/17 28-10-00 28108
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
DISTRIBUTION
1. Fuel Filters
Left and right fuel filters are located under the floor of the airplane just outboard of their respective fuel
selector valves at FS 114. See “Figure 1”, below, and “Figure 1” on page 28002.
NOTE: The fuel filters should be inspected at periodic intervals as explained in 12-10-00.
A. Removal
(1) Determine that the fuel selector valve lever is in the off position. Remove scoop and screen
from bottom of fuselage to gain access to the fuel filter.
(2) Drain remaining fuel from fuel filter by opening drain valve located on the side of the fuselage
just forward of the entrance step.
(3) Cut safety wire and remove acorn nut, remove bowl, safety nut and filter disc/cartridge assembly.
B. Installation
(1) Install filter discs/cartridge assembly onto stud and secure with nuts. Install new gasket on top
of bowl assembly, place bowl in position on filter body and stud. Secure with washer and nut.
Torque as specified in “Figure 1” and safety.
(2) Safety nut to adjacent elbow.
(3) Determine that the drain valve on the side of the fuselage is closed and place the fuel selector
valve lever in the desired position. Replace screen and scoop on bottom of fuselage.
C. Cleaning
(1) Clean filter discs/cartridge assembly and bowl thoroughly using acetone or other suitable dry
type cleaning solvent. Dry using a light blast of compressed air. Replace screen if any signs of
damage or deterioration are evident.
(2) Discard gasket and replace it with a new one at reassembly.
2. Fuel Selector Valves
CAUTION: NO FIELD DISASSEMBLY OR REPAIR OF FUEL SELECTOR VALVES IS AUTHORIZED.
MAINTENANCE IS LIMITED TO REMOVAL AND REPLACEMENT OF THE WHOLE UNIT.
Left and right fuel selector valves are located under the floor of the airplane just outboard of the airplane
centerline at FS 114. See “Figure 1” on page 28002.
A. Removal
(1) The fuel selector valve need not be removed unless any of the following conditions exist:
(a) Failure of selector lever to seat in detent.
(b) Signs of leakage.
(c) Difficulty in moving fuel selector lever.
(2) To remove the fuel selector valve, remove rear seat and floor.
(3) Drain appropriate fuel cell. (Refer to 12-10-00, Fuel Cells.)
(4) Disconnect control cable from valve selector lever. Disconnect fuel lines and mounting
hardware and remove fuel selector valve.
B. Installation
(1) Place fuel selector valve and attach it with the mounting hardware.
(2) Connect the fuel lines; connect control cable to the valve selector lever.
(3) Install the rear seat and floor.
(4) Be sure to refill the emptied fuel cell before returning aircraft to flight.
C. Leak Test
Remove fuel selector valve as described in “Removal”, above.
(1) Connect the inlet port of the valve assembly to a 25 psi air source.
(2) Plug the right hand port and close the left hand port by placing the control lever to the right.
(3) Apply pressure to 25 psi. There shall be no evidence of leakage either through the port or
around the fitting and lever when submerged in kerosene or a similar petroleum base fluid for
30 seconds.
(4) Depressurize, remove the plug from the right hand port, place on left hand port and close right
hand port by placing the lever to left.
(5) Repeat Step (3).
(6) Disconnect and wipe fluid from exterior.
3. Cleaning Fuel System
See Flushing Fuel Cells and Selector Valves under Fuel System, Fuel Cells, in 12-10-00.
PAGE 2
Jul 1/17 28-20-00 28202
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
A. Setup
(1) Ensure the fuel lines and components of the fuel system are readily accessible.
(2) Defuel the airplane prior to performing any of the following tests.
(3) A test fixture containing the following features is required to perform this test: (See “Figure 2” to
fabricate.)
• Two air filters
• Pressure Regulator
• Two fuel filler test caps each incorporating a 5 psi gauge and a shut-off valve
• Main pressure gauge (0–5 psi; marked red above 1.5 psi)
• Two main air supply shut-off valves
• One main air supply needle valve
• Manometer
• Manometer needle valve
• Flow meter (0–0.5 Standard Cubic Feet per Hour (SCFH))
• Two flow meter shut-off valves
(4) Ensure appropriate caps are available for closing open lines and vents.
(5) Apply bubble-testing liquid (P/N 279-246) to surfaces and fittings being checked for leaks.
B. Procedure
NOTE: As written, the following procedure tests the entire fuel system. With appropriate modification,
either the right or left side can be tested independently.
(1) Cap all fuel vent outlets on left and right wings.
(2) Verify fuel sump drain valves are in the closed position.
(3) On the test fixture ensure that the following valves are selected to the OFF position:
(a) #1 and #2 main air supply shut-off valves
(b) Manometer needle valve, valve #3
(c) Main air supply needle valve, valve #4
(d) Shut-off valve on each fuel test cap
(e) Both flow meter shut-off valves
(4) Disconnect the main fuel line forward of the firewall.
(5) Connect the left and right test fixture flow meter hoses to the appropriate main fuel lines at each
engine firewall.
(6) Select both Fuel Selector Valves to “ON”
(7) Install test unit fuel caps at the fuel filler port in each wing.
(8) Connect shop air to test fixture.
(9) Select the test fixture “Valve 2” and “Valve 3” to the “ON” position and using “Valve 1, slowly
pressurize the line to 1.0 psi minimum to 1.5 psi maximum.
NOTE: Monitor pressure on the main pressure gauge so as to not exceed 1.5 psi.
(10) Open both test cap shut-off valves. Slowly open “Valve 4” and monitor pressure on the main
pressure gauge. Monitor, close “Valve 1” immediately if pressure exceeds 1.5. Open flow meter
valves to bleed excess pressure.
NOTE: Care must be taken Not to exceed the 1.5 psi limit to prevent fuel cell damage.
OFF
ON
ON
OFF
VALVE #3
MANOMETER
NEEDLE VALVE
VALVE #4
MAIN AIR SUPPLY
NEEDLE VALVE
MANOMETER
RH FLOW
METER
LH FLOW SHUT-OFF
METER VALVE
SHUT-OFF
VALVE FLOW METER TO AMBIENT
LH FLOW
METER INLET
PRESSURE
SHOP AIR AIR AIR REGULATOR
FILTER FILTER
PAGE 4
Jul 1/17 28-20-00 28204
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(11) Select the test fixture “Valve 1” to the “OFF” position, “Valve 3” to the “OFF” position, then
“Valve 2” to the “OFF” position.
(12) Disconnect shop air from test fixture and monitor leakage rate.
NOTE: No leakage should occur over a 5 minutes period.
If leaks are found, repair according to 28-10-00, Repairing. For other areas, if upon inspection
and tightening, leak cannot be stopped, component replacement is required.
(13) Slowly remove all fuel vent caps (LH & RH wing) and verify that the remaining fuel cell pressure
bleeds off thru each vent.
(14) Set the aircraft right and left fuel selectors to the “ON” position, (levers full forward). Move the
valves on the fuel cap adapters to the “OFF” positions and open “Valves 2 and 3”.
(a) Move the flow meter valve connected to the aircraft’s left firewall to the “ON” position, monitor
that the flow meter reads at least “0.5” SCFH, confirm the left cells pressure gauge drops and
the right side is unchanged. Return flow valve to “OFF”.
(b) Move the flow meter valve connected to the aircraft’s right firewall to the “ON” position, monitor
that the flow meter reads at least “0.5” SCFH, confirm the right cells pressure gauge drops
and the left side is unchanged. Return flow valve to “OFF”.
(15) Cross Flow Check
Set aircraft’s right and left fuel selectors to the “CROSS FEED” positions (levers full aft).
(a) Move the flow meter valve connected to the left firewall to the “ON” position, monitor that
the flow meter reads at least “0.5” SCFH, confirm that the aircraft’s right cell pressure gauge
drops and the left cells gauge does not change. Position flow meter valve to “OFF” position.
(b) Move the flow meter valve connected to the right firewall to the “ON” position, monitor that
the flow meter reads at least “0.5” SCFH, confirm that the aircraft’s left cell pressure gauge
drops and the right cells gauge does not change. Position flow meter valve to “OFF” position.
(16) Off Flow Check
Set the aircraft’s right and left selectors to the “OFF” positions (levers centered).
(a) Move the flow meter valve connected to the left firewall to the “ON” position and verify that
the flow meter reads no more than “0.0” SCFH.
(b) Move the flow meter valve connected to the right firewall to the “ON” position and varify that
the flow meter reads no more than “0.0” SCFH.
(17) Drain Flow Test
Move the aircraft’s fuel selectors to the “ON” positions.
(a) Press the left drain valve, (below baggage door) varify pressure in the left cell is decreasing.
(b) Press the right drain valve, (below baggage door) verify pressure in the right cell is
decreasing.
(18) Select the Fuel Selector Valves to “OFF” (inside fuselage).
(19) Push open each fuel sump drain valves (located underneath the LH and RH wings), and verify that
air flows outside fuel cells. Close the fuel sump drain valves.
(20) Slowly remove all fuel vent caps (LH & RH wing) and varify that the remaining fuel cell pressure
bleeds thru each vent.
(21) Remove all test equipment and reconfigure aircraft fuel system to production configuration.
PAGE 6
Oct 1/18 28-20-00 28206
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
with O-360-A1H6
Electric Fuel Pump and LO-360-A1H6 Engines
Figure 3 in 4496001–4496451
(c) Disassembly
CAUTION: DO NOT TAMPER WITH SEAL (CENTER OF MOUNTING BRACKET) AT
THE SIDE OF THE PUMP. IT RETAINS THE DRY GAS SURROUNDING THE
ELECTRICAL SYSTEM IN THE UPPER PORTION OF THE PUMP.
Disassemble fuel pump as follows: (Refer to “Figure 3” on page 28207.)
CAUTION: DO NOT DAMAGE THE FILTER SCREEN (ITEM 4) WHEN REMOVING
IT FROM THE PUMP HOUSING.
1) Cut safety wire and unscrew cover screw.
2) Remove bottom cover (1), gasket (2), magnet (3), and filter screen (4) from pump.
(d) Cleaning, Inspection, And Repair
NOTE: Pump repair is limited to replacement of the filter screen (4) and cover gasket (2)
only.
1) Clean all parts with acetone or a suitable dry type solvent.
2) Inspect pump for the following:
a) Check filter screen for damage or distortion.
b) Check cover gasket condition.
3) Replace defective parts as required.
(e) Assembly
1) Place cover gasket and magnet in the bottom cover with filter screw.
2) Carefully guide screen around plunger spring cup. Screen must fit snug at both ends.
Do not pinch or distort screw.
3) Draw bottom cover tight with a wrench, and safety.
(f) Testing
1) Bench Test
a) Check pump is sufficiently lubricated to prevent damage if run dry for more than
five minutes.
b) Connect electrical lead of one pump to 14-volt dc power source.
c) Using a suitable container with the proper octane fuel, connect a fuel line from a
container to inlet side of pump.
d) Connect another line from outlet side of pump to a pressure gauge and bypass
valve, and back to the container.
e) Run pump with bypass valve open until there is a steady fuel flow. Close bypass
valve and check pressure gauge for 6.5 to 7.5 psi maximum, no flow.
f) Replace the complete pump assembly if the proper pressure is not obtained.
2) In Airplane
a) With cowling removed and fuel selector in the OFF position, remove fuel line from
outlet end of pump.
b) Connect a test line with a bypass valve and pressure gauge to pump outlet end.
c) Place a container below pump to catch any fuel from test line during testing.
d) Turn fuel selector ON, open bypass valve on test line, and start pump.
e) When there is a steady fuel flow close bypass valve and check pressure gauge
reading. Reading must be 6.5 to 7.5 psi maximum, no flow. (Do not keep bypass
valve closed for more than one minute during pump operation and adjustment.)
f) Replace pump assembly if the proper pressure is not obtained.
g) Connect the original fuel line to pump. Open fuel selector and run pump. Check
for fuel leaks.
h) Shut off pump, close fuel selector, and replace and secure cowling.
(2) Installation B
In S/N’s 4496001–4496451, two (2) electric fuel pumps are installed, one for each engine. They
are mounted on the forward left side of the firewall in each nacelle. This installation is similar to
that used for the IO-360-B1G6 and LIO-360-B1G6 Engine Equipped Airplanes.
See Detail B in “Figure 4” on page 282011.
NOTE: These pumps are not serviceable. If they fail to perform as designed, they must be
replaced.
Removal, Installation, Disassembly, Assembly, and Testing are similar enough that the procedures
under “IO-360-B1G6 and LIO-360-B1G6 Engine Equipped Airplanes” on page 28209 may be
used.
The exception is at the outlet port of the fuel pump where a tee-fitting is installed instead of the
fitting adaptor union used in the fuel injected airplanes. The tee-fitting provides a connection for
the fuel primer fuel line.
PAGE 8
Oct 29/19 28-20-00 28208
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
A(1) A(1)
A A
B(2) C C(3)
FUEL PUMP
OUTLET
BOLT
WASHER
NUT
P116 (LEFT)
(2 PLACES EACH SIDE)
P216 (RIGHT)
INLET
(1)
VIEW A–A
LEFT SIDE SHOWN, RIGHT SIDE OPPOSITE
Effectivity
28-20-00
PAGE 10 with O-360-A1H6 and LO-360-A1H6 Engines
Oct 1/18 4496001–4496451 282010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
106915 F
SUPPORT
BRACKET
CLAMP
FUEL PRIMER
SOCENOID
FUEL PUMP
SEE
VIEW D-D
FOR BULKHEAD
FITTING STACK
UP
TEE-FITTING
DETAIL B
TO
ENGINE-DRIVEN
FUEL PUMP C
NACELLE
VIEW C –C
SUPPORT BRACKET
CLAMP
FUEL PUMP
FROM
FUEL FILTER AND SELECTOR VALVE
NUT,
TUBE
ASSEMBLY NUT, AS5178-06
WASHER, NAS1149F0963P
FITTING, -----FIREWALL-----
ADAPTOR, WASHER, NAS1149F0963P
UNION, MS24487-6 (ADD OR REMOVE WASHERS (UP TO 3 EA.) AS NECESSARY
O-RING, TO ALLOW THE FUEL PUMP TO SIT FLUSH AGAINST THE
MS29512-06 SUPPORT BRACKET.)
BULKHEAD FITTING UNION, AS5406-06
O-RING, MS29512-06
DRAIN HOSE
FIREWALL
VIEW D –D
Fuel Pump Installation
Figure 4 (Sheet 3 of 3)
Effectivity
28-20-00
PAGE 12 with IO-360-B1G6 and
Oct 1/18 LIO-360-B1G6 Engine 282012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
28-20-00
with IO-360-B1G6 and LIO-360-B1G6 Engines PAGE 13
282013 or in 4496452 and up Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 14
Oct 1/18 28-20-00 282014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
A A
MAIN SPAR
ELBOW
UP
FWD
VIEW A - A
LOOKING INBOARD
RIGHT SIDE SHOWN - LEFT SIDE OPPOSITE
PAGE 16
Oct 1/18 28-20-00 282016
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
INDICATING
1. Standard Installation
(PIR-PPS60032-1, Rev. F.)
Chart 1
FUEL QUANTITY ANALOG GAUGE / SENDER TOLERANCES
Total Fuel Sender Tolerance
[Side Being Tested] Resistance (Ohms) Required Gauge (Plus or Minus)
Gallons Reading Needle Widths
1.5* 9 0 -1/2
21.5 54 20 ±1
41.5 84 40 ±1
FULL 95 F ±1
(4) Add fuel to the cells in accordance with the information given in “Chart 1” on page 28401, until
cells are full. Observe the gauge reading at each 10 gallon increment. To reduce internal gauge
friction tap the gauge.
(5) With the cells full the needle should be centered on the “F” radial mark within ± 1 needle width. If
not within this tolerance adjust (refer to Figure 1), just sufficiently to bring it within tolerance – do
not center the needle.
Fuel Gauge
Figure 1
PAGE 2
Jul 1/17 28-40-00 28402
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 2
FUEL CALIBRATION
Quantity Unusable Fuel
ZERO FUEL 1.0 + .1; -0 Gallon unusable fuel
FULL FUEL 54 + 0; -1 gallon unusable fuel
PAGE 4
Jul 1/17 28-40-00 28404
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(11) Verify DAU Status Box reads: DAU(s) configured for Piper PA-44-180 (Seminole).
(12) Verify Calibration Status Box reads:
“Left Fuel Tank: Calibrated”
“Right Fuel Tank: Calibrated”
3. Garmin G1000/G1000 NXi Installation
(PIR-PPS55035, Rev C., PIR-107892 B., PIR-108043 Rev. F, 44GA020 New)
The Garmin G1000/G1000 NXi Integrated Avionics System is available in S/N’s 4496331, 4496339 and
up. The raw data from the fuel senders is provided to the GEA, which in turn outputs fuel quantity and
diagnostic information to the GIA. The data then is fed through the PFD and displayed on the MFD.
A. Fuel Tank Calibration
NOTE: Fuel cells are installed, but the software and accordingly the following instructions refer to fuel
“tanks”.
(1) Level the aircraft to within ± 0.25 degrees laterally and longitudinally per 8-20-00 and ensure the
wing tanks are completely empty (12-10-00).
NOTE: If the squat switches are deactivated due to jacking of aircraft, pull the GEAR PUMP
circuit breaker prior to performing the fuel tank calibration.
NOTE: The large FMS Knob changes Groups and the small FMS knob changes Pages within a
Group.
(2) Apply power to the airplane per 24-40-00.
(3) Start the PFD and MFD in the configuration mode by holding the ENT key on the PFD, and the
far right softkey on the MFD while applying power.
NOTE: The G1000 System must be powered for three minutes before proceeding.
(4) Add unusable fuel to each wing (one (1) US gal. per side).
(5) After 5 minutes, select the ‘CAL’ group, then select ‘FUEL CALIBRATION’ page on the ‘PFD’.
(6) Unlock the page by pressing softkeys 12 (far right softkey), 11, 10, 9 in sequence.
(7) Verify the ‘CALIBRATION VALUE’ indication for the left tank is stable before proceeding.
(8) Press the ‘RAW DATA’ softkey to de-select the scale function.
(9) Press the ‘EMPTY’ softkey. Press the ‘ENT’ key to acknowledge the prompt after the ‘EMPTY’
softkey is pressed.
(10) Verify the “ACTUAL QUANTITY” shown in the “CALIBRATION TABLE” in the lower right corner of
the screen shows 0 (zero) gallons.
(11) Press the ‘TNK SEL’ softkey.
(12) Rotate the small FMS knob to generate a pick list and select the right tank.
(13) Press the ‘ENT’ key.
(14) Repeat steps (7) thru (10) for the right tank.
NOTE: For actual fuel quantity entries, the large FMS knob moves the cursor. The small FMS
knob changes the digits.
(15) Add 14 gallons of fuel to each wing.
(16) After at least 5 minutes, Verify the ‘CALIBRATION VALUE’ indication for the right tank is stable
before proceeding.
(17) Press the ‘FUEL QTY’ softkey.
(18) Enter 14 gallons for ‘ACTUAL FUEL QUANTITY’. Press the ‘ENT’ key to accept.
(19) Press ‘ENT’ Key again to calibrate.
(20) Verify the “ACTUAL QUANTITY” shown in the “CALIBRATION TABLE” in the lower right corner
of the screen shows 14 gallons.
(21) Press the ‘TNK SEL’ softkey.
(22) Rotate the small FMS knob to generate a pick list and select the left tank.
(23) Press the ‘ENT’ key.
(24) Repeat steps (16) thru (20) for the left tank.
(25) Add 14 gallons of fuel to each wing.
(26) After at least 5 minutes, Verify the ‘CALIBRATION VALUE’ indication for the left tank is stable
before proceeding.
(27) Press the ‘FUEL QTY’ softkey.
(28) Enter 28 gallons for ‘ACTUAL FUEL QUANTITY’. Press the ‘ENT’ key to accept.
(29) Press ‘ENT’ Key again to calibrate.
(30) Verify the “ACTUAL QUANTITY” shown in the “CALIBRATION TABLE” in the lower right corner
of the screen shows 28 gallons.
(31) Press the ‘TNK SEL’ softkey.
(32) Rotate the small FMS knob to generate a pick list and select the right tank.
(33) Press the ‘ENT’ key.
(34) Repeat steps (26) thru (30) for the right tank.
(35) Add 14 gallons of fuel to the wing.
(36) After at least 5 minutes, Verify the ‘CALIBRATION VALUE’ indication for the right tank is stable
before proceeding.
(37) Press the ‘FUEL QTY’ softkey.
(38) Enter 42 gallons for ‘ACTUAL FUEL QUANTITY’. Press the ‘ENT’ key to accept.
(39) Press ‘ENT’ Key again to calibrate.
(40) Verify the “ACTUAL QUANTITY” shown in the “CALIBRATION TABLE” in the lower right corner of
the screen shows 42 gallons.
(41) Press the ‘TNK SEL’ softkey.
(42) Rotate the small FMS knob to generate a pick list and select the left tank.
(43) Press the ‘ENT’ key.
(44) Repeat steps (36) thru (40) for the left tank.
(45) Add 12 gallons of fuel to each wing.
(46) After at least 5 minutes, Verify the ‘CALIBRATION VALUE’ indication for the left tank is stable
before proceeding.
(47) Press the ‘FULL’ softkey. Press the ‘ENT’ key to acknowledge the prompt after the ‘FULL’ softkey
is pressed
(48) Verify the “ACTUAL QUANTITY” shown in the “CALIBRATION TABLE” in the lower right corner
of the screen shows 54 gallons.
(49) Press the ‘TNK SEL’ softkey.
(50) Rotate the small FMS knob to generate a pick list and select the right tank.
(51) Press the ‘ENT’ key.
(52) Repeat steps (46) thru (48) for the right tank.
PAGE 6
Oct 29/19 28-40-00 28406
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 8
Oct 1/18 28-40-00 28408
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
29
Hydraulic Power
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
29-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 29
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE 2
Oct 5/16 29 - LIST OF EFFECTIVE PAGES 29-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TABLE OF CONTENTS
GENERAL 29-00-00 1
Description 1
Troubleshooting 3
MAIN 29-10-00 1
Hydraulic Pump 1
Removal 1
Installation 1
Field Service 2
Hydraulic Pump and Bracket/Pump Mount 2
Disassembly 2
Assembly 2
Motor Assembly and Pump-Adapter 2
Disassembly 2
Assembly 2
Reservoir and Pump-Adapter 5
Disassembly 5
Assembly 5
Hydraulic Lines 5
Removal and Installation 5
Testing Hydraulic System 5
Servicing Hydraulic Pump/Reservoir 5
PAGE 2 1
Oct 5/16 29 - CONTENTS 29-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GENERAL
WARNING: USE ONLY GENUINE PIPER AIRCRAFT PARTS OR PIPER AIRCRAFT APPROVED
PARTS OBTAINED FROM PIPER APPROVED SOURCES, IN CONNECTION WITH THE
MAINTENANCE AND REPAIR OF PIPER AIRPLANES.
The airplane is equipped with an Oildyne hydraulic pump.
NOTE: The appropriate source for identifying the correct part number of a component used on these
airplanes is the applicable Piper parts catalog.
The hydraulic components covered in this chapter consist of the combination hydraulic pump and reservoir,
and hydraulic lines. See 32-30-00 for the landing gear free fall valve and actuating cylinders. The brake
system, although hydraulically operated, is not included in this chapter as it has its own hydraulic system
independent of the gear retraction system. Refer to 32-40-00 for information on the brake system.
CAUTION: PRIOR TO STARTING ANY INVESTIGATION OF THE HYDRAULIC SYSTEM, PLACE THE
AIRPLANE ON JACKS (REFER TO JACKING, 7-10-00).
1. Description
Hydraulic fluid to the landing gear actuating cylinders (see 32-30-00) is supplied by an electrically powered
reversible pump located in the aft fuselage on a shelf between stations 156 and 191. A reservoir is an
integral part of the pump. The pump is controlled by a selector switch on the instrument panel to the left of
the control quadrant. As the switch is placed in either the up or down position, the pump directs fluid through
the particular pressure line to each individual actuating cylinder. Both lines serve either as pressure or return
passages depending on the rotation of the pump to retract or extend the gear. (Refer to “Figure 1”.)
A pressure switch is installed on a cross fitting connected to the pump mount assembly. During retraction
the pressure switch is the primary means to shut down the pump. This switch opens the electrical circuit
to the pump solenoid when the gear fully retracts and the pressure in the system increases to 1800 ± 100
psi. The switch will continue to hold the circuit open until pressure in the system drops to 200 to 400 psi.
At that time the pump will again operate to build up pressure as long as the gear selector handle is in the
up position. The down position of the selector does not affect the pressure switch. (For specific pressure
refer to “Chart 1”.)
The hydraulic pump is a gear type unit driven by a 14-volt or 28-volt reversible motor designed to operate
in a pressure range as given in “Chart 1”. To prevent excessive buildup of pressure in the hydraulic system
due to expansion, a thermal relief valve is incorporated in the pump. The pump’s relief valve opens at
3,000 ± 200 to 300 psi. Other valves in the pump channel fluid to the proper outlet during retraction or
extension of the gear. A shuttle valve located in the base of the pump allows fluid displaced by the cylinder
pistons to return to the reservoir without back pressure. (For specific pressures refer to “Chart 1”.)
Also in the system is a bypass or free-fall valve (see 32-20-00), operated by the emergency gear release
knob, that releases hydraulic pressure to permit the gear to free fall, with spring assistance on the nose
gear, should a malfunction in the pump system occur. The knob must be pulled out for emergency extension.
To prevent the gear from extending too fast, there is a special restriction elbow on the nose gear retraction
line. The knob must be pushed in when the hydraulic system operational checks are being conducted. The
emergency gear knob is located on the instrument panel to the left of the control quadrants.
PAGE 2 3
Oct 5/16 29-00-00 29002
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
2. Troubleshooting
CAUTION: TO PREVENT THE BUILDUP OF UNNECESSARY PRESSURE ON THE ACTUATING
CYLINDERS AND CONNECTING HYDRAULIC LINES, WHEN THE GEAR IS RAISED
OR LOWERED MANUALLY WITH THE AIRPLANE ON JACKS, PULL THE EMERGENCY
GEAR RELEASE KNOB OUT. FAILURE TO COMPLY WITH THIS PROCEDURE COULD
RESULT IN THE BUILDUP OF SUFFICIENT PRESSURE TO UNLOCK THE DOWN LOCK,
ALLOWING THE GEAR TO COLLAPSE WHEN THE WING JACKS ARE REMOVED. PRIOR
TO REMOVING THE AIRPLANE FROM THE JACKS, PUSH THE EMERGENCY EXTENSION
KNOB IN, TURN THE MASTER SWITCH ON, AND SELECT GEAR DOWN. OBSERVE THAT
ALL THREE GREEN LIGHTS ARE ENERGIZED, INDICATING THAT THE LANDING GEARS
ARE DOWN AND LOCKED. TURN THE MASTER SWITCH OFF.
If trouble develops in the landing gear, place the airplane on jacks (refer to Jacking, 7-10-00), and proceed
to find the cause of the trouble. A hydraulic system operational check may be conducted using “Figure 1”or
29-10-00, ”Figure 2” and the Landing Gear Retraction System Functional Test, 32-30-00. When the trouble
has been recognized, the first step is to isolate the cause. After isolation of a particular cause or problem,
refer to the individual Chapter pertaining to that subject matter, i.e., for Landing Gear, see 32-30-00.
Hydraulic system troubles are not always traceable to one cause. A malfunction may be the result of more
than one trouble in the system. Start with the most obvious and most probable reasons for the trouble,
check each possibility and, by process of elimination, isolate the fault.
Chart 1
LEADING PARTICULARS, HYDRAULIC SYSTEM
PAGE 4 3
Oct 5/16 29-00-00 29004
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
MAIN
WARNING: USE ONLY GENUINE PIPER AIRCRAFT PARTS OR PIPER AIRCRAFT APPROVED
PARTS OBTAINED FROM PIPER APPROVED SOURCES, IN CONNECTION WITH THE
MAINTENANCE AND REPAIR OF PIPER AIRPLANES.
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING
OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
1. Hydraulic Pump
NOTE: No field repair of Oildyne hydraulic pumps is authorized. Any faulty hydraulic pump must be
replaced, or returned to Piper via the local Piper distributor for repairs.
NOTE: The appropriate source for identifying the correct part number of a component used on these
airplanes is the applicable Piper parts catalog.
Refer to “Figure 1”.
A. Removal
The hydraulic pump with reservoir incorporated is located in the aft section of the fuselage between
stations 156 and 191. Access to the pump is through the access panel in the baggage compartment.
(1) Remove the cabin rear access cover.
(2) Disconnect the three knife connectors that attach the black, blue, and green forward and reverse
harness wires.
(3) Disconnect and plug the UP and DOWN pressure hydraulic lines from pump mount. Cap the
lines.
(4) Remove the three each mounting bolts and washers securing pump mount to deck.
(5) Lift assembly from airplane.
B. Installation
(1) Position assembled pump, bracket, and pump mount on pump deck in airplane.
(2) Secure pump assembly to deck by installing the three AN3-10 bolts with one MS35489-64 washer
under each bolt head and three No. 5712-45 (Piper P/N 494-192) washers between Piper mount
assembly and pump deck.
NOTE: Before positioning the complete hydraulic pump assembly on the mounting bracket,
ensure that the cushion pad is secured in place on the reservoir base.
(3) Install the UP and DOWN pressure hydraulic lines to pump mount.
(4) Connect the three knife connectors that attach the black, blue, and green forward and reverse
harness wires.
(5) Install the cabin rear access cover.
C. Field Service
NOTE: No field repair of Oildyne hydraulic pumps is authorized. Any faulty hydraulic pump must be
replaced, or returned to Piper via the local Piper distributor for repairs.
Field service of the hydraulic pump is limited to removal, cleaning and inspecting the hydraulic fluid
reservoir.
Oildyne pump includes a dipstick to check the quantity of hydraulic fluid in the reservoir. Replenish
only with MIL-PRF-5606 petroleum base hydraulic fluid.
(1) Hydraulic Pump and Bracket/Pump Mount
Refer to “Figure 1”.
(a) Disassembly
1) Remove safety wire securing two bolts that attach bracket to pump.
2) Remove the two bolts and washers.
3) Separate pump assembly from bracket.
(b) Assembly
1) If bracket was removed from was removed from pump mount, install bracket to Piper
pump mount with four MS24693-S298 screws.
2) Position pump assembly on bracket so that tapped holes in adapter align with bolt
holes on bracket.
3) Install two AN960-616 washers and two MS20074-06-05 bolts to secure pump
assembly to bracket.
4) Safety bolts with MS20995-C41 wire.
(2) Motor Assembly and Pump-Adapter
Refer to “Figure 1”.
(a) Disassembly
1) Remove two each mounting bolts on flange of motor assembly and separate the motor
assembly from the pump.
2) Remove coupling and O-ring and discard.
NOTE: New O-ring and coupling are included in replacement motor assembly.
(b) Assembly
1) Locate the replacement O-ring and coupling.
2) Place the coupling and O-ring into position between the motor assembly and pump-
adapter assembly.
3) Apply light coating of Loctite No. 567 PST (Piper Code Number 179-771) in back of the
first two threads of mounting bolts.
4) Positioning the two units in place, install two each mounting bolts through the flange of
the motor assembly and into the pump-assembly housing.
5) Torque bolts to 15-20 in. lbs.
PAGE 2 5
Oct 5/16 29-10-00 29102
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Hydraulic Pump
Figure 1 (Sheet 1 of 2)
Hydraulic Pump
Figure 1 (Sheet 2 of 2)
PAGE 4 5
Oct 5/16 29-10-00 29104
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 6 5
Oct 5/16 29-10-00 29106
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
30
ICE AND RAIN
PROTECTION
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
30-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 30
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE 2
Oct 5/16 30 - LIST OF EFFECTIVE PAGES 30-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TABLE OF CONTENTS
PAGE 2
Oct 5/16 30 - CONTENTS 30-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
The heated pitot head is located on the undersurface of the left wing. It is controlled by an ON/OFF type
switch labeled PITOT HEAT which is located on the switch panel to the left of the pilot. The heated pitot
head has a circuit breaker located in the circuit breaker panel and labeled PITOT HEAT. (Refer to “Figure 1”.)
PAGE 2
Oct 5/16 30-30-00 30302
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
31
INDICATING /
RECORDING
SYSTEMS
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
31-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 31
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE
PAGE 1
Oct
2
Oct 5/16
5/16 31 - LIST OF EFFECTIVE PAGES 31-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TABLE OF CONTENTS
RECORDERS 31-30-00 1
Vision 1000 Flight Data Monitoring System 1
Vision 1000 Unit 1
Removal 1
Installation 1
GPS Antenna 1
Removal 1
Installation 4
Function Test 4
Configuration 4
Required Equipment 4
Procedure 6
Built-in-Test (BIT): 6
Downloadable Software 7
Hobbs Meter 9
Standard, Avidyne Entegra, or Garmin G500 Equipped Airplanes 9
Engine Hour Meter 9
Removal 9
Installation 9
Flight Time Meter 9
Garmin G1000 Equipped Airplanes 12
Hour Meter (Electro-Mechanical) 12
Flight Time Meter 12
Hour Meter (MFD “Tach Time” Display) 12
Garmin G1000 NXi Equipped Airplanes 13
Hour Meter (Electro-Mechanical) 13
Flight Time Meter 13
Hour Meter (MFD “Tach Time” Display) 13
Billing Hour Meter (Electro-Mechanical) (Optional) 13
PAGE 2
Oct 1/18 31 - CONTENTS 31-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
INDEPENDENT INSTRUMENTS
WARNING: IF THE PFD DISPLAYS ‘CO DET SRVC’ IN THE MESSAGES WINDOW, THE CO DETECTOR
HAS REACHED THE END OF ITS SERVICE LIFE AND MUST BE REPLACED.
WARNING: IF THE PFD DISPLAYS ‘CO DET FAIL’ IN THE MESSAGES WINDOW, THE CO DETECTOR
MAYBE DEFECTIVE. SEE “UNIT FAILURE”, BELOW.
Carbon Monoxide (CO) Dectector
A Carbon Monoxide (CO) Detector is available in aircraft with Garmin G1000 NXi. It is designed to detect,
measure, and provide a visual alert to the crew of reciprocating engine type aircraft before the cockpit level
of carbon monoxide (CO) reaches a critical level.
When installed, the detector is mounted under the instrument panel to the left sidewall bracket just aft of the
firewall. RS-232 data from the detector is transmitted to the GIA No. 1 where it is processed and forwarded
to the MFD which displays CO Level in the EIS strip. There is a ‘CO RST’ softkey on the engine page to
reset the CO detector.
A. Operation
(1) Service Life
The CO Detector has a service life of seven (7) years. Upon reaching seven (7) years time-in-
service, the PFD will display the following system message in the messages window: ‘CO DET
SRVC’. At that time, replace the CO Detector.
(2) Crew Alerts
CO Level is displayed in the MFD EIS strip as ‘CO PPM XX’. There is a three-minute delay
at startup to stabilize the sensor before the unit will accurately sense CO levels.
(a) If CO PPM ≥ 200, then title and digits are RED. And the RED CAS Alert Message ‘CO LVL
HIGH’ appears on the MFD.
(b) If CO PPM ≥ 50 AND < 200, then title and digits are AMBER. And the AMBER CAS Alert
Message ‘CO LVL HIGH’ appears on the MFD.
(c) Otherwise, title is white and digits are GREEN.
NOTE: The carbon monoxide alarm level is calibrated to provide a visual alert within 5
minutes or less whenever the carbon monoxide level reaches 50 parts per million
(PPM) by volume or greater per TSO C48A. The warning time is shortened at
higher levels of CO concentrations and becomes approximately instant should the
carbon monoxide level reach 400 parts per million by volume (PPM) or greater.
(3) Unit Failure
If the unit fails, the PFD will display the following system message in the messages window: ‘CO
DET FAIL’.
(a) In case of a failure indication, attempt to clear the failure condition by resetting the CO
Detector. Press the ‘CO RST’ softkey on the engine page.
(b) If the failure condition continues after reset, cycle the CO Detector power by pulling and
resetting the CO Detector circuit breaker. Wait three minutes for the sensor to stabilize.
(c) If the failure condition continues after softkey reset and cycling the power to the unit, replace
the CO Detector.
B. Inspection
The carbon monoxide detector requires no periodic servicing or maintenance. At every power up the
system performs a self-diagnostic check. If the unit fails, the PFD will display the following system
message in the messages window: ‘CO DET FAIL’. See “Unit Failure”, above.
108040 REV A
GIA #1
1P603
HARNESS ASSY
CO DETECTOR
(GIA #1)
317
SEE
DETAIL G WIRE ASSY HARNESS ASSY SEE
P/J350A
CO DETECTOR CO DETECTOR VIEW F-F
LOOKING AFT
GB12
HARNESS ASSY
BUS BAR
J1 HARNESS
CIRCUIT
BREAKER
317
BRACKET ASSY
STRAP (A/R) SIDEWALL
C C
CO DETECTOR
ANGLE-CO MONITOR
CB317A22
DETAIL G VIEW F - F
LHS LOOKING OUTBOARD
ANGLE-CO MONITOR
SCREW
3 PLACES
OPENING FOR AIRFLOW
VIEW C-C
BOTTOM OF CO-DETECTOR BRACKET
CO Detector
Figure 1
PAGE 2
Oct 1/18 31-20-00 31202
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Removal
See “Figure 1”.
(1) Turn the master switch OFF.
(2) Disconnect the negative (ground) cable from the main battery. Disconnect the P615 connector
from the emergency battery.
(3) Disconnect the electrical harness from the CO detector unit.
(4) Remove three scews and remove unit from its mounting angle.
D. Installation
(1) Position the CO detector unit on its mounting angle and secure with three screws.
(2) Connect the electrical harness to the CO detector unit.
(3) Connect the P615 connector to the emergency battery.
(4) Connect the negative (ground) cable to the main battery.
(5) Turn the master switch ON.
(6) Start the MFD and PFD normally. Verify ‘CO PPM XX’ appears in the EIS strip on the MFD
and no CO detector system messages appear in the PFD messages window.
PAGE 4
Oct 5/16 31-20-00 31204
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
RECORDERS
107422 1/2 A
F.S.
108.168
GPS ANTENNA
LOOKING DOWN
BRACKET
GPS ANTENNA
JAM
WINDSHIELD HAT ASSEMBLY SCREW
COWL DECK
HOOKS
BRACKET
COAX
VIEW A-A
LOOKING AFT
PAGE 2
Oct 5/16 31-30-00 31302
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107422 3 A
BRACKET
CLAMPING PLATE
NUT
BRACKET
WASHER
BOLT
SCREW
WASHER
(2 PLACES)
BOLT
(2 PLACES)
E1 PORT (ETHERNET)
P1 PORT (POWER)
SPACER
(2 PLACES)
(2) Installation
(a) If replacing the antenna:
1) Separate the old antenna from the bracket with a knife.
2) Clean the double-stick foam tape residue from the bracket with an appropriate solvent
such as Goo Gone.
3) Install the new antenna to the bracket with 3M VHB Foam Tape No. 5962 sufficient to
cover the full footprint of the antenna.
(b) Feed the coax cable pigtail down through the gap between the cowl deck and the windshield
hat assembly.
(c) Engage the mounting bracket hooks over the inboard end of the cowl deck adjacent to the
windshield hat assembly and secure with the jam screw.
(d) Behind the instrument panel and under the cowl deck, connect the GPS antenna coax cable
at the SMB Connector.
(e) Perform Function Test, below.
C. Function Test
Conduct the functional test in an area where the airplane has an unimpeded view of the sky, so that
a proper GPS fix can be established.
(1) Connect power to the aircraft.
(2) Ensure the Avionics Master Switch is ON.
(3) Open the SD access door.
Push SD door latch to the side and swing card door open.
(4) Insert SD card.
(a) Place SD card vertically into the SD slot with the contacts facing forward.
(b) Push SD card into the Vision 1000 unit until it is recessed into the enclosure and release.
The card should return a flush position.
(5) Observe LED, blue LED should be on continuously until unit has booted.
(a) Solid Green LED indicates that the system has booted and is functioning.
(b) If a solid Yellow LED is seen, refer to “Chart 1”.
(6) Close the card door and latch shut.
(7) Remove power from aircraft.
D. Configuration
(PIR-107822, Rev. B.)
When installing a new or replacement Vision 1000 Unit, it must be configured per the following
procedure.
(1) Required Equipment
(a) Configuration Tool Software (see “E. Downloadable Software”, below).
(b) Windows Laptop Computer
(c) Appareo System’s Ethernet Cord, P/N 153560-000004.
PAGE 4
Oct 1/18 31-30-00 31304
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1
VISION 1000 LED STATUS
Item LED Status Configuration
1 Red Contact Appareo Systems.
2 Blue Booting.
3 Green Operating.
4 Yellow SD card not inserted: insert SD card and verify Green LED
SD card not formatted correctly: format SD to NTSF, verify
Green LED
GPS lock not received: Allow 15 minutes to clear, if problem
persists contact Appareo Systems.
5 NO LED Make sure fuse is not blown: replace fuse
Make sure avionics master switch is on
Make sure avionics bus circuit breaker is closed
Check power harness for continuity
If all checks pass and LED is still not functioning, contact
Appareo Systems.
(2) Procedure
The Vision 1000 must be powered ON during configuration.
(a) Connect a laptop to the Vision 1000 Unit:
1) Turn ON aircraft power and avionics master.
2) While the Vision 1000 is starting up, a blue LED located behind the SD card door will
illuminate. After it has finished its start up, the LED will switch to green.
3) Once the LED has been green for approximately two (2) minutes, you may proceed.
4) Insert the appropriate end of the Ethernet cord into the computer’s Ethernet port.
CAUTION: PINS ON THE ETHERNET CORD AND PORT MAY BEND IF THE
ETHERNET CORD IS NOT HANDLED PROPERLY. ENSURE THE
WHITE DOT OF THE ETHERNET CORD LINES UP WITH THE WHITE
DOT ON THE E1 JACK ON THE BACK OF THE VISION 1000 UNIT.
5) Connect the other end of the Ethernet cord to the Vision 1000 E1 port, as shown in
“Figure 3”.
(b) Log in to the Vision 1000 configuration tool:
NOTE: The Configuration Tool can be obtained as specified under Downloadable Software,
below.
1) Open Vision 1000 configuration tool on laptop.
2) Ensure the configuration tool is connected to a Vision 1000 and the Vision 1000 is
powered ON (the status LED will be solid green if the Vision 1000 is powered on).
3) Wait until the Vision 1000 status orb is green and has the text “Device Connected” (top
left corner).
4) Ensure that “Operator” is selected in the role field.
5) Type the password in the Password field. (Password = h2StAste .) (Password is case
sensitive and cannot be altered.)
NOTE: Once logged in, you will have a live streaming image.
(c) Built-in-Test (BIT):
1) Select BIT tab on application screen.
2) Select “Start Built In Test” and ensure all tests pass.
a) SD card must be inserted.
b) Aircraft must be located where GPS signal can be received.
3) Overall status (top right of BIT screen) indicates:
a) all the BITs have passed (displays a green orb with the text “pass”),
b) a field-serviceable BIT has failed (displays a yellow orb with the text “warning”)
c) one of the non-serviceable BITs have failed (displays a red orb with the text “fail”).
NOTE: If either b) or c), contact Appareo Systems.
(d) Enter the tail number:
1) Under the IMU Zero Point configure you will see an attitude indicator, below that you
will see an aircraft tail number input.
2) Enter the airplane registration number in the Tail # field and click enter.
NOTE: This information will be used in the creation of file names recorded by the
Vision 1000. It is also the serial number of the Vision 1000.
PAGE 6
Oct 1/18 31-30-00 31306
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 8
Oct 5/16 31-30-00 31308
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
2. Hobbs Meter
A. Standard, Avidyne Entegra, or Garmin G500 Equipped Airplanes
See “Figure 4” on page 313010.
(1) Engine Hour Meter
An engine hour Hobbs meter is standard. It indicates and records actual engine operating time.
The engine hour meter is installed in the right side of the instrument panel. It is supplied 28vdc
power from the battery contactor through a 5 amp fuse and is grounded through an oil pressure
switch mounted to the rear of the firewall. Oil pressure is sensed at engine start, the switch
closes, the engine hour meter runs.
(a) Removal
1) Turn the master switch OFF.
2) Disconnect the negative (-) (i.e., ground) battery cable.
3) Locate the meter in the rear instrument panel.
4) Disconnect the electrical leads from the rear of the meter.
5) Remove the screws, washers, and nuts (2 ea.) securing the meter to the panel.
6) Remove the meter from the cut-out in the panel.
NOTE: Early airplanes have the unit mounted through the instrument panel with the
meter bezel exposed on the front (aft) side of the instrument panel. Later
airplanes are mounted to the rear of the instrument panel with the bezel
hidden from view.
(b) Installation
1) Ensure the master switch OFF and the negative (-) (i.e., ground) battery cable is
disconnected.
1) Position the meter in the cut-out in the instrument panel.
2) Secure with screws, washers, and nuts (2 ea.).
3) Connect the electrical leads to the rear of the meter.
4) Connect the negative (-) (i.e., ground) battery cable.
5) At the earliest opportunity, start engine and verify engine hour meter operates properly.
(2) Flight Time Meter
An additional Hobbs meter is optional to indicate and record actual aircraft flight time. The flight
time meter is installed near the center of the instrument panel, below the radio stack, (or in
the right side of the instrument panel, below and to the right of the standard engine hour (i.e.,
maintenance) meter. It shares a 28vdc common power source with the standard engine hour
meter and is grounded through the right Squat switch. The flight time meter activates as the
airplane lifts off.
When installed, this meter will be labelled “FLIGHT”.
Removal and Installation are the same as given under Engine Hour Meter, above.
89357 M 1
INSTRUMENT PANEL
ENGINE HOUR
METER
101830 B 9
INSTRUMENT PANEL
FLIGHT HOUR
+ METER
M303 (M1D)
(M1C)
SCREW (M3C)
WASHER (M3D)
NOT A CUTOUT
NUT CUTOUT
FOR
ELT
LOCATION OF
TURN COORDINATOR
REFERENCE ONLY
(4 PLACES)
SWITCH
PR1A
P1D
PN1A
P4BR
P4CL
P4BL
P13A P12A
(CB18) (CB17) (CB16) (CB15) (CB14) (CB12) (CB11) P13E
P13F P12E
P13G
(CB10)
(CB09)
G1A
G13A G12A G4A
(CB48) (CB47) (CB46) (CB45) (CB44)
H3A
VB1A H3H L2A L6A
PAGE 10
Oct 5/16 31-30-00 313010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107730 M 4
INSTRUMENT PANEL
SCREW
WASHER
NUT
(2 PLACES)
HOUR METER
+ -
HOUR METER
D1C22
D2B22
(CHIPS)
(P3208)
(J716)
(P5)
(P310)
(J722) (P609
TO
EMER. AVI. BUS)
LOOKING AFT
(P703)
PAGE 12
Jul 1/17 31-30-00 313012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
108048 C 2
FWD
SCREW
WASHER
NUT
(2 PLACES) INSTRUMENT PANEL
A +
D10B22
D10C22
SPLICE
D11A22
VIEW A-A
LOOKING AFT AT INSTRUMENT PANEL
(SOME PARTS REMOVED FOR CLARITY)
PAGE 14
Jul 1/17 31-30-00 313014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
108048 C 2
C C
VIEW B-B
LOOKING FORWARD AT LEFT ENGINE FIREWALL
(RIGHT OPPOSITE)
OIL PRESSURE
SWITCH
OIL PRESSURE
SENSOR
FIREWALL
FWD
VIEW C-C
PAGE 16
Oct 5/16 31-30-00 313016
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
1. Annunciator Panel
In S/N’s 4496001–4496338, less 4496331; the annunciator panel, located near the top center of the
instrument panel, provides a series of lights which warn of malfunctions in critical systems and circuits
necessary for safe operation. A malfunction is indicated by the illumination of an individual warning light.
A. Description and Operation
(1) Standard
There are five (5) annunciator lights (ALT, OIL, VAC, LO BUS, and HTR OVERTEMP). See
“Figure 1”.
NOTE: With the battery master switch on, a press-to-test button adjacent to the annunciator
lights will check the operation of the lights.
(a) The amber/yellow VAC warning light is controlled by a vacuum sensor switch located at
the firewall and is attached to the vacuum regulator. The sensor switch will activate when
the differential pressure is below 4 ± .25 in. Hg.
NOTE: For airplanes equipped with Garmin G500, no vacuum system is installed.
Accordingly, the VAC light is replaced with a blank plug in those airplanes.
(b) The amber/yellow OIL warning light is controlled by an oil pressure sensor switch incorporated
in the oil line to the oil pressure gauge and is located at the firewall. The sensor switch will
activate when the oil pressure is (15 psi) and decreasing.
(c) The amber/yellow ALT warning light is illuminated by current flowing from the bus bar to
the alternator circuit. This condition exists when the alternator is not operating properly
and the output is zero (0). During normal operation, the alternator warning circuit is also
supplied with power from the top diode terminal. This current flows to two resistors and
diodes creating a no-flow condition and extinguishing the ALT light.
(d) The red LO BUS light illuminates when bus voltage (14 volts) drops to battery voltage
(approx. 12 volts).
(e) The red HTR OVERTEMP light activates when the overheat limit switch energizes, indicating
an overtemperature condition in the heater vent jacket and rendering the heater inoperative.
(2) Optional
In S/N’s 4496174; and, 4496224 thru 4496283, equipped with the optional Avidyne Entegra
EFIS, there are six (6) lights. The ALT, OIL, LO BUS and HTR OVERTEMP lights are explained
in (b) through (e), above; in addition, there are the following lights: (See “Figure 1”).
(a) The amber PITOT HEAT OFF/INOP light illuminates when the pitot heat either fails or is
set to OFF.
(b) The red STARTER ENGAGE light notifies that the engine starter is engaged.
B. Troubleshooting
See “Chart 1”.
C. Light Bulb Replacement
See Annunciator Panel, 33-10-00.
* HTR LO
OIL VAC ALT OVER BUS
TEMP
STANDARD
(* NOT INSTALLED WITH GARMIN G500)
85372 L
OPTIONAL
(INSTALLED WITH AVIDYNE ENTEGRA IFDS)
PAGE 2 1
Oct 1/17
Jul 5/16 31-50-00 31502
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1
TROUBLESHOOTING ANNUNCIATOR
Trouble Cause Remedy
All lights fail to operate. No current. Check all wire segments,
connections and the
receptacle at the side of
the annunciator panel.
All the warning lights fail to Test switch grounded out. Check terminals and
extinguish after engine is replace switch if necessary.
running.
OIL or VAC warning light Sensor activates at too high Replace.
fails to extinguish. a setting.
Sensor terminals bridged. Remove material between
terminals.
Defective sensor. Replace.
OIL or VAC warning light Lamp burned out. Replace.
fails to operate.
Sensor activates at too low Replace.
a setting.
Defective sensor. Replace.
ALT warning light fails Lamp burned out. Replace.
to operate.
ALT warning light fails Circuit breaker tripped. Reset, if it trips a second
to extinguish. time, check circuit breaker,
replace if defective.
Defective alternator output circuit. Check and repair.
Test switch fails to activate Bad switch or connections. Check wires and replace
warning lights. switch if necessary.
LO BUS warning light fails Lamp burned out. Replace lamp.
to illuminate.
HTR OVERTEMP light fails Lamp burned out. Replace lamp.
to illuminate.
HTR OVERTEMP light fails Temperature in heater vent Press reset button in nose,
to extinguish. jacket to high. then activate FAN only for a
minimum of two minutes.
PAGE 4 1
Oct 1/18
5/16 31-50-00 31504
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 2 (Sheet 1 of 2)
CREW ALERTING SYSTEM
— WARNINGS - RED - TRIPLE AURAL CHIME —
Message Cause
CHECK GEAR Landing gear are not down and locked.
GEAR SYS A failure of a component of the landing gear system.
HTR OVRHEAT Heater overheat as sensed by heater unit
L ALTR FAIL Left ALTR switch selected ON and the alternator has failed.
R ALTR FAIL Right ALTR switch selected ON and the alternator has failed.
L ENG CHT Left engine CHT in warning range.
R ENG CHT Right engine CHT in warning range.
L FUEL QTY Left tank fuel quantity is less than or equal to (<) 5.0 gallons or
total fuel quantity is < 10 gallons.
R FUEL QTY Right tank fuel quantity is less than or equal to (<) 5.0 gallons or
total fuel quantity is < 10 gallons.
L START ENGD The L starter contactor is engaged for greater than 30 seconds
during engine start or anytime while the engine is running.
R START ENGD The R starter contactor is engaged for greater than 30 seconds during
engine start or anytime while the engine is running.
Message Cause
CHECK GEAR Landing gear are not down and locked.
GEAR SYS A failure of a component of the landing gear system.
HYDR PUMP ON Hydraulic pump has been running for more than 16 seconds.
L FUEL QTY Left tank fuel quantity is less than or equal to (<) 10 gallons or
total fuel quantity is < 20 gallons.
R FUEL QTY Right tank fuel quantity is less than or equal to (<) 10 gallons or
total fuel quantity is < 20 gallons.
PITOT HT FAIL Pitot heat has failed.
PITOT HT OFF Pitot heat is turned OFF. No aural chime accompanies this action.
CHART 2 (Sheet 2 of 2)
CREW ALERTING SYSTEM
— ADVISORIES - WHITE - SINGLE AURAL CHIME —
Message Cause
EMERG BATT ON Emergency power in use.
FUEL IMBAL Fuel quantity difference between left and right tanks is greater than 10
gallons for more than 60 seconds.
MAINT MODE ON System is in maintenance mode for ground tests.
PFD FAN FAIL PFD cooling fan has failed.
PAGE 6 1
Oct 5/16 31-50-00 31506
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
32
Landing Gear
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
32-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 32
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
CHAPTER 32
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE 2
Oct 29/19 32 - LIST OF EFFECTIVE PAGES 32-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TABLE OF CONTENTS
GENERAL 32-00-00
Description and Operation 1
Troubleshooting 1
PAGE 2
Oct 29/19 32 - CONTENTS 32-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 4
Oct 5/16 32 - CONTENTS 32-viii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GENERAL
This chapter consists of instructions for the overhaul, inspection and adjustment of the various components
of the landing gear and brake system, including adjustment of the electrical limit, safety and warning
switches. Adjustment and testing of the landing gear retracting system is also covered, as well as removal
and installation of the landing gear actuators and the free-fall valve. See 29-10-00 for the hydraulic pump.
1. Description and Operation
The airplane is equipped with retractable, tricycle air-oil strut type landing gear which are hydraulically
operated by an electrically powered reversible pump.
Gear positions are indicated by three green lights located above or below the selector lever for gear down
and locked, and a red light located at the top of the instrument panel (pilot’s side) for gear unsafe positions.
There is no light to indicate that the gear has fully retracted other than all lights are out. As the landing
gear swings to the down and locked position and each downlock hook moves into its locked position, a
switch at each hook actuates to the switch normally closed (NC) circuit to indicate by a green light that the
individual gear is safely down and locked. The activation of all three downlock switches will also shut the
hydraulic pump off.
If NAV LIGHTS switch is ON in the daytime, the green landing gear lights will automatically dim and be
difficult to see in aircraft without a DAY/NIGHT switch. In aircraft with a DAY/NIGHT switch, during daytime
flying the switch must be in the DAY position to clearly see the gear lights.
When the gear begins to retract and the downlock hooks disengage, the down limit switches actuate to
the NC circuit and in series with the NC circuit of the up limit switch allows the gear unsafe light to come
on. The gear unsafe light will remain on until the gear is up and all up limit switches are actuated to their
normally open (NO) circuit.
Each landing gear is retracted and extended by a single hydraulic cylinder attached to the drag link
assembly of the nose gear and the side brace link assembly of the main gears. Gear doors partially
enclose the gear and operate through mechanical linkage with each gear. The gears are held in their
up position by hydraulic pressure alone within the cylinders. There are no uplocks and loss of hydraulic
pressure will allow the gears to drop. It is preferred that the gears be extended and retracted with the use
of the gear selector handle; however in the event of hydraulic loss or electrical failure, they can be lowered
by pulling on the emergency extension knob which will open a free fall valve between the two hydraulic
lines to the nose gear cylinder thus allowing hydraulic pressure to neutralize between each side of the
cylinder pistons and allowing the gear to free fall to the downlocked position. To assist nose gear extension
under these conditions, two springs, one inside the other, are mounted on arms above the gear links. The
main gears require no assist springs. Once the gears are down and the downlock hooks engage, a spring
maintains each hook in the locked position until hydraulic pressure again releases it. A further description
of the hydraulic system may be found in Chapter 29.
The nose gear is steerable through a 60-degree arc by the use of the rudder pedals. As the gear retracts,
however, the steering linkage becomes separated from the gear so that rudder pedal action with the gear
retracted is not impeded by the nose gear operation. A shimmy dampener is also incorporated in the nose
wheel steering mechanism. A single bungee spring unit is incorporated between the rudder pedals and
nose gear.
The two main wheels are equipped with self-adjusting single disc hydraulic brake assemblies. Hydraulic
fluid for the brake cylinders is supplied by a reservoir installed at fuselage station 49.50.
2. Troubleshooting
Mechanical and electrical switch troubles peculiar to the landing gear system are listed in “Chart 1”. When
troubleshooting, first eliminate hydraulic malfunctions, then proceed to switch malfunctions and last to
the mechanical operation of the gear itself. Always place the airplane on jacks before attempting any
troubleshooting of the gear. See 32-30-00, “Chart 1”, to troubleshoot the extension and retraction system.
Chart 1 (Sheet 1 of 4)
TROUBLESHOOTING LANDING GEAR
PAGE 2
Oct 5/16 32-00-00 32002
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 2 of 4)
TROUBLESHOOTING LANDING GEAR
CHART 1 (Sheet 3 of 4)
TROUBLESHOOTING LANDING GEAR
PAGE 4
Oct 5/16 32-00-00 32004
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 4 of 4)
TROUBLESHOOTING LANDING GEAR
PAGE 6
Oct 5/16 32-00-00 32006
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(7) Lubricate the inside of the cylinder (i.e., oleo housing) and the orifice and piston tubes.
Carefully insert the piston tube assembly into the oleo housing, guiding the orifice tube into
the piston tube. Install the wiper strip, slide the washer into position and secure the assembly
with snap ring.
(8) Ascertain that the bushings are installed in the upper and lower torque links. Connect the links
with the bolt, washer(s), and nut. Use the same number and thickness of washer(s) as those
removed to maintain wheel alignment (see Main Landing Gear, Alignment, below, if washer
count/type unknown). Tighten the bolt only tight enough to allow no side play in the links, yet be
free enough to rotate. Secure nut with cotter pin.
(9) Attach spring attachment plate to the mounting lug on the base of the housing immediately
above the upper link.
(10) Connect brake line and bleed the brakes.
(11) Lubricate gear assembly. (See Lubrication Charts, 12-20-00.)
(12) Compress and extend the strut several times to ascertain the strut will operate freely. The
weight of the gear wheel and fork should allow the strut to extend.
(13) Service oleo strut with fluid and air. (See 12-20-00.)
(14) Check main gear alignment and gear operation. Ascertain that gear is down and locked.
(15) Remove the airplane from jacks.
C. Inspection
(1) Clean all parts with a suitable dry type cleaning solvent.
(2) Inspect landing gear oleo assembly components for the following:
(a) Bearings and bushings for excess wear, corrosion, scratches and overall damage.
(b) Retaining pins for wear and damage.
(c) Lock rings for cracks, burrs, etc.
(d) Cylinder and orifice tube for corrosion, scratches, nicks and excess wear.
(e) Orifice plate for hole restriction.
(f) Fork tube for corrosion, scratches, nicks, dents and misalignment.
(g) Air valve general condition.
D. Repair
Repair of the oleo is limited to smoothing out minor scratches, nicks and dents and replacement of
parts.
PAGE 2
Oct 29/19 32-10-00 32102
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 4
Oct 1/18 32-10-00 32104
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 6
Oct 1/18 32-10-00 32106
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
B. Installation
See “Figure 2” on page 32106.
NOTE: When assembling components of the landing gear, lubricate bearings, bushings, and friction
surfaces with proper lubricant as described in Chapter 12.
(1) Insert a gear support bearing in each support fitting and secure with snap rings. Check bearing
for excess end play, shim as necessary with shim washers (P/N 62833-044).
(2) The gear housing may be installed in the wheel well of the wing by the following procedure:
(a) Place spacer washer and then forward support fitting on forward arm of the housing.
Determine that barrel nut is properly positioned in the arm and insert attachment bolt
through washer and the fitting into the arm. Tighten bolt and ascertain that the bearing is
free to rotate.
(b) Position aft support fitting at its attachment point in the wheel well and secure with bolts,
washers and nuts. Install nuts and washers by reaching through the access hole on the
underside of the wing.
(c) With the retainer tube for the aft arm of the housing in hand, reach up through the access
opening and insert the tube into the support fitting through the hole in the web.
(d) Position the gear housing up in the wheel well and install the forward support fitting with
bolts and washers. (One each AN960-416 and AN960-416L washer per bolt.)
(e) Push the retainer tube into the arm of the housing and secure with bolt.
(f) Check that the gear rotates freely in its support fittings and recheck thrust.
(g) Connect the brake line to its mating line in the wheel well and bleed brakes.
(3) The gear side brace link assembly may be installed by the following procedure:
(a) Position link support bracket with swivel stud installed at its attachment point on the web
of the spar and secure with bolts and washers.
(b) Ascertain that the upper and lower links are assembled with downlock hook, retraction fitting,
etc., attached, and the through travel of the links and downlock hook clearance checked.
(c) Attach the upper link to the swivel stud of the support fitting and secure with bolt, bushing,
washer, nut and cotter pin.
(d) The actuating cylinder rod end bearing and lower side brace link may be attached respectively
to the retraction fitting and strut housing during the adjustment of the landing gear.
(4) Ascertain that the landing gear is serviced per 12-20-00.
(5) Check adjustment of landing gear per Adjustment, below.
(6) Check alignment of the wheel per Adjustment, below.
(7) Install the access plate on the underside of the wing and remove the airplane from jacks.
PAGE 8
Oct 1/18 32-10-00 32108
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Adjustment
(1) Place the airplane on jacks. (See 7-10-00.)
(2) Level the airplane laterally and longitudinally. (See 8-20-00.)
(3) Disconnect the gear door actuating rods at either the door or the housing, as desired, by
removing the rod attachment bolt. Secure the door out of the way.
(4) Adjust rod end on upper side brace link with no load on wheels to obtain 90-degree angle
between wheel centerline and level floor line on outboard side of gear.
(5) Check that the rod end has sufficient thread engagement in the end bearing. Align the flat
sides of the bearing casting with the flat side of the bearing and tighten the jam nut.
(6) Adjust the turnbuckle of the downlock mechanism by first ascertaining that the gear is down
and locked, and then move the retraction fitting outboard until it contacts the stop slot of the
side brace link. Hold the fitting in this position and turn the turnbuckle barrel until the downlock
hooks make contact with the lock pin. Safety the turnbuckle.
(7) For easier adjustment of the downlock limit switch, it may be set at this time, see 32-60-00.
(8) Retract and extend the gear manually several times to ascertain that the side brace link falls
through center, the downlock hook falls into position and there is no binding of the gear assembly.
(9) The gear should be adjusted in the up position to allow the gear fork to press lightly into the
rubber bumper pad on the wing. The adjustment may be accomplished as follows:
NOTE: If it requires less than .025 of an inch to move the gear into the correct adjustment, only
steps (b) and (f) thru (h) need be followed.
(a) Ascertain that the rod end bearing of the actuating cylinder is disconnected from the
retraction fitting.
(b) Actuate the hydraulic system to bring the hydraulic cylinder to the up position by turning
the master switch on and moving the gear selector handle to the up position. The piston of
the cylinder should be bottomed.
(c) Raise the gear by pushing up on the retraction fitting, thus disengaging the hooks, and
pushing up on the pivot point at the bottom of the side brace links to bring the links out of
the locked position. Raise the gear until the fork presses lightly into the rubber pad. Retain
the gear in this position.
(d) Loosen the jam nut on the piston rod of the actuating cylinder and turn the rod end
bearing in or out to allow a slip fit of the attachment bolt.
(e) Install with the attachment bolt, bushing, spring swivel, and secure with washer and nut.
Install the gear downlock spring.
NOTE: When adjusting rod end be sure to allow at least a 0.03 inch cushion prior to
bottoming with the downlock in the up position.
(f) When the gear is to within 0.125 of an inch of correct adjustment, the rod end need not be
disconnected and therefore all that will be required is to loosen the jam nut. Place a
wrench on the flat at the end of the piston rod and turn to obtain correct adjustment.
(g) Check the rod end bearing for adequate thread engagement and tighten jam nut.
(h) If the downlock limit switch is properly adjusted, retract and extend the gear hydro-
electrically to ascertain that the gear operates properly.
D. Alignment
See “Figure 3” on page 321011.
(1) Place a straightedge no less than 12 feet long across the front of both main landing gear
wheels. Butt the straightedge against the tire at the hub level of the landing gear wheels. Jack
the airplane up just high enough to obtain a six and one-half inch dimension between the
centerline of the strut piston and the centerline of the center pivot bolt of the gear torque links.
Devise a support to hold the straightedge in this position.
(2) Set a square against the straightedge and check to see if its outstanding leg bears on the front
and rear side of the brake disc. (It may be necessary to remove the brake assembly to have
clear access to the disc.) If it touches both forward and rear flange, the landing gear is correctly
aligned. The toe-in for the main landing gear wheels is 0 ± 1/2 degrees.
NOTE: A carpenter’s square, because of its especially long legs, is recommended for checking
main landing gear wheel alignment.
(3) If the square contacts the rear side of the disc, leaving a gap between it and the front flange, the
wheel is toed-out. If a gap appears at the rear flange, the wheel is toed-in.
(4) To rectify the toe-in and toe-out condition, remove the bolt connecting the upper and lower
torque links and remove or add spacer washers to move the wheel in the desired direction.
See “Chart 1”.
(5) Should a condition exist that all spacer washers have been removed and it is still necessary to
move the wheel further in or out, then it will be necessary to turn the torque link assembly over.
This will put the link connecting point on the opposite side allowing the use of spacers to go in
the same direction.
(6) Recheck wheel alignment. If the alignment is correct, safety the castellated nut with cotter pin.
Chart 1
TOE-IN / TOE-OUT CORRECTION
TOE-IN
TOE-OUT SHIM WASHERS WASHERS AN 174
ANGLE WASHERS UNDER HEAD UNDER NUT BOLT
0° AN960-416 AN960-416 (3) -14
0° 33’ AN960-416 AN960-416 AN960-416 (2) -14
0° 48’ AN960-416L AN960-416 AN960-416 -14
AN960-416
1° 04’ AN960-416 (2) AN960-416 AN960-416 -14
1° 19’ AN960-416L AN960-416L AN960-416 -14
AN960-416 (2)
1° 35’ AN960-416 (3) AN960-416 AN960-416 (2) -15
2° 05’ AN960-416 (4) AN960-416 AN960-416 -15
Max. Allow.
AN960-416L Washers 0.031 Thick
AN960-416 Washers 0.062 Thick
PAGE 10
Oct 1/18 32-10-00 321010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(7) If a new top torque link had to be installed on either side or it had to be reversed during
the alignment check, it will be necessary to check the squat switch bracket on that side for
engagement and locking in place. If the large machine surface of the link is inboard, the bracket
is mounted with the small rivet hole next to link. (See Sketch A, “Figure 3” on page 321011.) This
hole should be aligned with centerline of the link and a 0.096 inch hole drilled 0.150 inch deep.
Insert an MS20426AD3-3 rivet in the hole. This locking rivet is held in place by the flat washer,
castellated nut and cotter pin. If link has to be reversed, then the bracket and bolt are also reversed.
(See Sketch B, “Figure 3” on page 321011.)
(8) Check adjustment of the squat switch. (See 32-60-00.)
E. Inspection
(1) Clean all parts with a suitable type cleaning solvent.
(2) Inspect the gear components for the following unfavorable and conditions.
(a) Bolts, bearing and bushings for excess wear, corrosion and damage.
(b) Gear housing, torque links and attachment plates for cracks, bends or misalignment.
(c) Downlock hook for excessive wear of the bearing surfaces.
(3) Inspect the gear downlock spring for the following:
(a) Excessive wear or corrosion, especially around the hook portion of the spring. A spring
should be rejected if wear or corrosion exceeds one-quarter the diameter of the spring.
Clean away all corrosion and repaint.
(b) Check the spring for load tensions below minimum allowable tolerance. The minimum
tension of the spring is 48 pounds pull at 7.9 in. Measurement is taken from the inner side
of each hook.
(4) Check the general condition of each limit switch and its actuator, and wiring for fraying, poor
connections or conditions that may lead to failures.
(5) Check side brace link through center travel by attaching the upper and lower links, setting them
on a surface table, and ascertaining that when the stop surfaces of the two links touch, linkage is
not less than .062 nor more than .125 of an inch through center. Should the distance exceed the
required through center travel and bolt and bushings are tight, replace one or both links.
(6) With side brace links assembled and checked, ascertain that when stop surfaces of the two links
contact, the clearance between each downlock hook and the flat of the downlock pin is not less
than 0.010 of an inch. Should clearance be less than that required, the hook only may be filed
not to exceed a gap of more than 0.025 of an inch. The maximum allowable clearance between
each hook and the downlock pin that are service worn is 0.055 of an inch. Should clearance be
more than 0.055 of an inch, replace the pin, check clearance and then if still beyond tolerance,
replace hooks. The gap between each hook should be equal.
F. Repair
Repair of the landing gear is limited to reconditioning of parts such as replacing components, bearings
and bushings, smoothing out minor nicks and scratches and repainting areas where paint has chipped
or peeled.
PAGE 12
Oct 1/18 32-10-00 321012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 14
Oct 29/19 32-10-00 321014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
* In torquelink P/N 105041-002 only, wet install with non-chromated corrosion inhibiting primer.
** Line ream to this dimension after installation of new part.
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Oct 1/18 32-10-00 321016
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 2
Oct 5/16 32-20-00 32202
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(4) To assemble the components of the orifice tube, insert the orifice plate into the bottom of the
tube, with the countersunk side of the orifice hole exposed. Secure the plate with the snap ring,
lubricate and install the O-ring on the upper end of the tube.
(5) Insert the orifice tube up through the bottom of the cylinder. With the tube exposed through the
top of the cylinder, install the lock washer and insert roll pin through the lock washer into the
piston. Install the tube lock nut finger tight at this time.
(6) The fork and tube assembly may be assembled by installing the tube components on the tube.
In order slide onto the tube, the snap ring, washer, lower bearing with outer and inner O-rings
and upper bearing. Align the lock pin holes in the upper bearing with the pin holes in the piston
tube and install pins.
(7) Lubricate the inner wall of the cylinder with hydraulic fluid. Carefully insert the piston tube
assembly into the bottom of the cylinder, allowing the orifice tube to guide itself into the fork
tube, until the snap ring can be installed in the annular slot at the bottom of the cylinder. Install
wiper strip, slide washer into position and secure assembly with snap ring.
(8) At the top of the cylinder, tighten (torque) the orifice tube lock nut to 500 (min.) 600 (max.) in.
lbs.
(9) Ascertain that bushings are installed in the upper and lower torque links and then connect the
two links with the bolt, washer, and nut. Tighten the bolt only tight enough to allow no side play
in the link, yet be free enough to rotate. Secure nut with cotter pin.
(10) Ascertain that the upper and lower oleo housing bushings are installed. Install the cylinder into
the oleo housing, position spacer washer(s) over the top of the cylinder and secure with snap
ring. Install spacer washers as required to obtain .0 to .015 of an inch thrust of the cylinder
within the housing.
(11) At the top of the oleo housing, install on the cylinder the aligner guide bracket and steering
arm. Install cap bolts, tighten 20 to 25 in. lbs. torque and safety with MS33540 wire.
(12) Install the shimmy dampener and safety.
(13) Lubricate the gear assembly. (See Lubrication Charts, 12-20-00.)
(14) Compress and extend the strut several times to ascertain that the strut will operate freely.
Weight of the gear wheel and fork should allow the strut to extend.
(15) Service the oleo strut with fluid and air. (See 12-10-00.)
(16) Check nose gear for alignment and gear operation.
C. Inspection
(1) Clean all parts with a suitable dry type cleaning solvent.
(2) Inspect the landing gear oleo assembly components for the following:
(a) Bearings and bushings for excess wear, corrosion, scratches and overall damage.
(b) Retaining pins for wear and damage.
(c) Lock rings for cracks, burrs, etc.
(d) Cylinder and orifice tube for corrosion, scratches, nicks and excess wear.
(e) Upper and lower cylinder bushings loose or turning in cylinder.
(f) Orifice plate for hole restriction.
(g) Fork tube for corrosion, scratches, nicks, dents and misalignment.
(h) Air valve general condition.
D. Repair
Repair of the oleo is limited to smoothing out minor scratches, nicks and dents and replacement of
parts.
PAGE 4
Oct 1/18 32-20-00 32204
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
2 65003-045* Bushing
8 14976-011 Bushing, steering arm **ID 0.312 ID 0.312 0.002 Press fit.
0.313 0.314
PAGE 6
Oct 29/19 32-20-00 32206
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
23 67026-007 Bushing, Strut assembly **ID 0.312 ID 0.312 0.002 Press fit.
torquelink fitting 0.313 0.314
(FF411-4)
B. Removal
See “Figure 3”.
CAUTION: WHENEVER THE AIRCRAFT IS PLACED ON JACKS FOR THE PURPOSE OF
MANUALLY RETRACTING THE NOSE GEAR ASSEMBLY, INSURE THAT THE NOSE
GEAR DOWNLOCK IS FULLY DISENGAGED BEFORE RELEASING THE NOSE
GEAR DRAG LINKS. DAMAGE COULD OCCUR TO THE DOWN LOCK IF NOT FULLY
DISENGAGED.
(1) Place the airplane on jacks. (See 7-10-00.)
(2) Disconnect both nose gear door actuation rods.
(3) Disconnect the two gear tension springs from the spring arm that is attached to the right side
of the strut housing.
(4) Retract nose gear slightly to remove the gear from its downlocked position. (See CAUTION,
above.)
(5) To remove the upper and lower drag links, the following procedure may be used:
(a) Disconnect the aft end of the hydraulic cylinder from the attachment fitting by removing
nut and bolt that connects these two parts.
(b) Retract the gear and disconnect the gear downlock spring from the upper drag link.
(c) Remove the gear tension spring arm from the right side of the oleo housing and lower
drag link by removing the cotter pin, nut and washer from the bolt that connects the drag
link to the housing. Slide the arm and spacer washer from the bolt.
CAUTION: THE NUMBER OF WASHERS, IF ANY, BETWEEN THE UPPER DRAG LINK
AND THE NOSE GEAR SUPPORTS IS DETERMINED AT THE FACTORY TO
ENSURE CORRECT CENTERING OF THE NOSE GEAR. WHEN REMOVING
THE UPPER DRAG LINK, BE SURE TO CAREFULLY TAKE NOTE OF THE
POSITION, NUMBER, AND TYPE OF THESE WASHERS, IF ANY, TO
FACILITATE THEIR CORRECT REINSTALLATION.
(d) Remove the cotter pin, washers and nuts from the bolts that secure the upper drag link to
the nose gear support.
(e) Slide the attachment bolts from the upper and lower drag links and remove the links.
(6) With the lower drag link disconnected from the gear oleo housing, the housing may be
removed by removing cotter pins, nuts, washers, and bolts at the attachment points on each
side of the housing at the trunnion support.
(7) The steering cam may be removed by removing the nut and bolt at the steering bungee
assembly rod, and the bolt assembly with bushing at the steering cam pivot point.
PAGE 8
Oct 1/18 32-20-00 32208
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Installation
See “Figure 3”.
CAUTION: WHENEVER THE AIRCRAFT IS PLACED ON JACKS FOR THE PURPOSE OF
MANUALLY RETRACTING THE NOSE GEAR ASSEMBLY, INSURE THE NOSE GEAR
DOWNLOCK IS FULLY DISENGAGED BEFORE RELEASING THE NOSE GEAR DRAG
LINKS. DAMAGE COULD OCCUR TO THE DOWNLOCK IF NOT FULLY DISENGAGED.
NOTE: When assembling any units of the landing gear; lubricate bearings, bushings, and friction
surfaces with the proper lubricant as described in 12-20-00.
(1) Attach the steering cam with bushing to its mounting plate on the trunnion support assembly
securing it with bolt, washers, nut and cotter pin. Align the top surface of the steering cam and
the top surface of the steering arm bushings by positioning the spacer washers as shown in
“Figure 3”. Connect the steering bungee assembly rod to the cam and install bolt, washer and
nut. The adjustment, fore and aft of the cam may be made after the gear has been installed
and rigged and adjusted.
(2) To install the nose gear assembly, position the gear so that the bolt attachment points on the
trunnion assembly align with the attachment points on the trunnion support. Install pivot bolts,
washers and nuts. Tighten the nuts to a snug fit, yet allowing the gear to swing free, and safely.
(3) The drag links and gear tension spring arm may be installed by the following procedure:
(a) Ascertain that the upper and lower links are assembled with the downlock hook attached,
and the through travel of the links checked.
(b) Attach cylinder rod end to downlock using bolt, washer and nut. Nut must be on the
inboard side.
(c) Position the link assembly to allow the bolt holes in the links to align with the bolt holes in
the gear housing and the nose gear support. Install the link attachment bolts.
CAUTION: THE NUMBER OF WASHERS, IF ANY, BETWEEN THE UPPER DRAG LINK
AND THE NOSE GEAR SUPPORTS IS DETERMINED AT THE FACTORY
TO ENSURE CORRECT CENTERING OF THE NOSE GEAR. WHEN
REINSTALLING THE UPPER DRAG LINK, BE SURE TO REINSTALL THESE
WASHERS, IF ANY, IN THE POSITION, NUMBER, AND TYPE THAT WERE
REMOVED.
(d) Install nuts and washers on the upper link attachment bolts. Tighten the nut to allow to
links to rotate freely and safely.
(e) Check alignment of the downlock hook to determine if it grips the roller bearing so as
not to contact the bolt head, the bearing attachment block or washer. If the downlock
hook is inboard, or it contacts the bolt head, shim between the bearing and the bearing
attachment block with washer AN960-10L, not to exceed three. The bearing must be free
to rotate.
(f) Install the gear tension spring arm on the drag link bolt on the right side of the gear oleo
housing, secure and safety. An AN960-516L washer is installed on the bolt between the
lower drag link and the arm.
(4) Retract and extend the landing gear several times to ascertain smoothness of operation. Also
check that the drag link assembly falls into the through center locked position. (See CAUTION,
above.)
(5) Retract the gear and connect the gear downlock spring between the downlock hook and the
upper drag link.
(6) Extend the gear and connect the two gear tension springs between the attachment point on the
oleo housing and the spring arm.
PAGE 10
Oct 1/18 32-20-00 322010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(7) Attach the aft end of the hydraulic cylinder to its attachment fitting using bolt, nut and washer.
(8) Reconnect both nose gear door actuating rods.
(9) Ascertain that the landing gear is serviced per 12-20-00.
(10) Check adjustment of the gear.
(11) Retract landing gear and check door operation.
(12) Check the alignment of the nose gear.
(13) Ascertain that the landing gear is down and locked, then remove the airplane from jacks.
D. Adjustment
See “Figure 4”.
The gear up stop is located on the steering cam.
(1) Place the airplane on jacks. (See 7-10-00.)
CAUTION: FULLY DISENGAGE THE NOSE GEAR DOWNLOCK BEFORE RELEASING THE
NOSE GEAR DRAG LINKS. WHENEVER AIRCRAFT IS PLACED ON JACKS TO
MANUALLY RETRACT THE NOSE GEAR ASSEMBLY, DAMAGE COULD OCCUR
TO THE DOWNLOCK IF NOT FULLY DISENGAGED.
(2) Disconnect both nose gear door actuation rods.
(3) Turn master switch OFF, pull out the Free Fall Control (i.e. - Emergency Gear Extension Knob).
(4) Disconnect the aft end of the cylinder from its attachment fitting by removing the connecting
nut, bolt and washer.
(5) Pull out the cylinder rod to full extended position. Measure and record the exposed length of
the rod.
(6) Retract the cylinder rod as required and reconnect aft end of the cylinder to its attachment
fitting using nut, bolt and washer.
(7) Loosen jam nut on secondary up stop and turn in so it will not interfere with initial rigging.
(8) Push in free fall control and retract the nose gear by turning the master switch ON and moving
the gear selector handle to the UP position. Check the adjustment of the cylinder rod end
bearing by placing a carpenters square with the longest end along the bottom of the fuselage,
and the shortest end running up through the centerline of the wheel axle. Measure up along
the square from the bottom of the fuselage 8.25 in., to determine if the center of the wheel axle
meets this measurement. If this measurement is incorrect, extend the gear, loosen the jam nut
on the rod end bearing and make the required adjustment by turning the bearing in to raise
wheel, out to lower.
(9) Turn secondary up stop out until finger tight against strut. Lower gear and turn stop out one
additional turn and tighten jam nut.
(10) Tighten jam nut on rod end bearing and check that threads cover safety hole in actuator rod.
(11) Measure length of exposed rod. Subtract from value obtained in Step 5 and determine that at
least 0.06 in. of travel remains to full extension.
(12) Adjust shimmy dampener by turning nose wheel stops and adjusting the rod ends of the
dampener for 30° travel to both extremes.
(13) Reconnect both nose gear door actuation rods.
(14) Push in Free Fall Control, turn master switch ON. Retract landing gear and check doors.
(15) Lower gear. Turn master switch OFF. Ascertain that the landing gear is down and locked, then
remove the airplane from jacks.
PAGE 12
Oct 5/16 32-20-00 322012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
E. Alignment
See “Figure 4”, “Figure 5”, and “Figure 6”.
(PIR-PPS50033, Rev. I)
(1) Place the airplane on a smooth level floor that will accommodate the striking of a chalk line.
(2) Ascertain that the nose gear is properly adjusted. (See “Adjustment,” above.)
(3) Install a suitable tool which will lock the rudder pedals together and in alignment with each
other, in the neutral position. In neutral, the rudder pedals are tilted 19 degrees aft as shown in
“Figure 5”.
(4) Locate the steering cam fore or aft until it clears the steering arm rollers by 0.030 inch maximum
with the gear down and locked, and aircraft weight on the nose gear.
(5) The cam may be adjusted by loosening its attachment bolt and sliding the cam fore and aft
until it clears each steering arm roller by 0.030 in. Torque attach bolt 160 to 190 in. lbs.
(6) Place the airplane on jacks. (See 7-10-00.)
(7) Level the airplane laterally and longitudinally. (See 8-20-00.)
(8) From the center point of the tail skid, extend a plumb bob and mark the center point on the
floor.
(9) Extend a chalk line from the mark on the floor below the tail skid to a point approximately three
feet forward of the nose wheel. Allow the line to pass under the wheel at the centerline of the
tire. Snap the chalk line.
(10) Install the nose wheel steering bungee in the neutral position (no load on springs). Adjust the
rod ends as necessary.
(11) Install the steering push rods on the pilot’s rudder pedals. Adjust the rods so the lengths are
both the same and the rudder pedals are at their neutral position.
(12) To align the nose wheel straight forward, stand in front of the nose gear and align the center
rib of the tire with the chalk line, or lay a straight edge along the side of the tire and parallel the
straight edge with the chalk line.
(13) Place a bubble protractor against a rudder pedal steering tube to check the neutral angle as
shown in “Figure 6”.
(14) One end of each steering pushrod must be disconnected and the jam nuts loosened to make
any adjustments. Do not attempt to make the adjustment by means of one rod end bearing, but
divide the adjustment between the bearings at each end of each rod. Check that the rod ends
have sufficient thread engagement by ascertaining that a wire will not go through the check
hole in the rod. Reinstall the rods and tighten the jam nuts.
(15) Remove rudder pedal locking tool.
(16) Turn nose wheel to the left until the stop located on the nose gear trunnion makes contact.
Nose wheel travel must be 30° ± 1°. Repeat this procedure turning the nose wheel to the right.
(17) If travel limit is exceeded in one direction and not enough in the other direction, check for
possible damage to the gear fork or torque links.
F. Repair
Repair to the landing gear is limited to reconditioning of parts such as replacing bearings and
bushings, smoothing out minor nicks and scratches, repainting of areas where paint has chipped or
peeled and replacement of parts.
PAGE 14
Oct 5/16 32-20-00 322014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Installation
See “Figure 7”.
(1) Install the eccentric bushing. (See “Figure 7” for proper assembly.) Since the eccentric bushing
will require adjustment do not tighten the bolt in its final torque.
(2) Assemble the downlock hook with hardware as installed in the hook being removed.
(3) Install the two stop bolts and bushings. The bolt heads must be installed outboard with one
washer under each nut. Torque the nuts 40 to 45 in. lbs.
(4) Install the pivot bushing into the downlock hook and downlock arm. (Downlock arm must be
installed with the nose of the arm sloping downward.) Determine that the bushing moves freely
in the downlock hook and arm.
(5) Install the pivot bolt. Torque to 160 to 190 in. lbs.
NOTE: Proper installation of the downlock hook assembly and drag brace is as follows: Bolt,
one washer, bushing through downlock hook and downlock arm, one thin washer, drag
brace, two washers and one nut.
(6) Support the drag brace assembly and place the hydraulic cylinder rod end in position on
the downlock hook assembly. Ensure that the bushing is installed on the inboard side of the
downlock hook. Install the bolt with the head outboard. Place one washer under the nut and
torque the nut 40-45 in. lbs.
(7) Slide the drag brace assembly into the wheel well and push the bolts out through the drag link
on the left side and the drag link and downlock arm on the right side. Install a teflon washer
next to the drag link, a large washer, a castlenut and safety with a cotter pin.
NOTE: A thin washer is installed between the downlock arm and the drag brace bearing. A
bushing must be installed inside the bearing.
(8) Install the downlock spring with the open end of the spring at the downlock hook faring
inboard.
(9) Allow the downlock hook assembly to seat over the eccentric bushing. Adjust the bushing to
obtain daylight to 0.003 inch clearance between the bottom of the bushing and the downlock
hook. See “Figure 7”, View B-B.
(10) After adjustment, retract the gear and torque eccentric bushing nut 40-45 in. lbs.
(11) Cycle the landing gear a minimum of three times to ensure proper operation and engagement.
It may be necessary to check the nose gear up/down micro switches for proper position.
(See 32-60-00.) Ensure that landing gear is in the down and locked position.
(12) Position cabin heater unit and secure.
(13) Install wheel well close-out panel.
(14) Close nose compartment and secure with four bolts.
(15) Remove the airplane from jacks.
PAGE 16
Oct 5/16 32-20-00 322016
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 18
Oct 5/16 32-20-00 322018
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 20
Oct 5/16 32-20-00 322020
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
1. Troubleshooting
See “Chart 1”.
Chart 1 (Sheet 1 of 5)
TROUBLESHOOTING EXTENSION & RETRACTION
CHART 1 (Sheet 2 of 5)
TROUBLESHOOTING EXTENSION & RETRACTION
PAGE 2
Oct 5/16 32-30-00 32302
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 3 of 5)
TROUBLESHOOTING EXTENSION & RETRACTION
CHART 1 (Sheet 4 of 5)
TROUBLESHOOTING EXTENSION & RETRACTION
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Oct 5/16 32-30-00 32304
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 5 of 5)
TROUBLESHOOTING EXTENSION & RETRACTION
(1) Set-up
Before proceeding with the test:
(a) Check that the tires and struts are inflated as required.
(b) Check that the squat and limit switches are at their proper adjustment.
(c) Raise airplane on jacks as explained in 7-10-00.
(d) Connect a 12 to 14-Vdc, minimum 50-ampere power source to the aircraft electrical system.
(2) Procedure
Two different landing gear up/power reduced warning systems are installed. In S/N’s 4496001
thru 4496216, microswitches are installed in the throttle quadrant to detect the power levers
being retarded; in S/N’s 4496217 and up, a transducer in the manifold pressure line detects
reduced power: the following procedure is annotated accordingly when the procedure varies
due to these differences.
NOTE: Carry out the following procedures in the sequence designated, because each instruction
is a prerequisite for the one following it. Should the system fail to respond as specified,
find the malfunction and correct it before continuing.
(a) Keep hydraulic reservoir full of fluid. Make provisions to add fluid to the reservoir as
necessary.
CAUTION: AFTER FILLING RESERVOIR, TIGHTEN DIPSTICK, THEN BACK OFF ONE
AND A HALF TURNS. THIS IS ESSENTIAL TO ALLOW THE RESERVOIR TO
BE VENTED.
(b) Make sure all switches are OFF and that the gear selector is in the down position.
(c) Throttles in closed position:
1) In S/N’s 4496001 thru 4496216, be sure throttles are in the closed position.
2) In S/N’s 4496217 and up, simulate reduced power as follows:
a) At LEFT engine gear warning manifold pressure switch jump pins A and B of
P125.
b) At RIGHT engine gear warning manifold pressure switch jump pins A and B of
P225.
(d) Ensure the hydraulic pump power (HYD PUMP PWR) circuit breaker is IN (ON).
For all aircraft, confirm the following:
1) The three (3) green safe lights at the bottom center of the panel are ON.
2) Red gear unsafe warning light at the top of the panel is OFF.
3) The gear warning horn does not sound.
4) The hydraulic pump does not operate.
(e) Fully extend both main gear struts. For each, measure strut up from top of gear fork, putting
a mark at eight (8) inches. Place a second mark 0.25 in. below first mark. With throttle levers
closed (or pins jumped), compress strut slowly. Switch should activate between the marks.
If not, adjust squat switches per 32-60-00.
(f) Turn cabin heat switch to “FAN” (or “ON”) position. Move air intake lever to OPEN position.
Confirm that combustion air blower is operational.
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(1) Setup
Before proceeding with this test, ensure that the:
(a) Tires and struts are properly inflated (See 12-00-00).
(b) The nose gear, main gear, limit switches and nose gear steering are properly adjusted
(see 32-10-00 and 32-20-00, respectively).
(c) Raise the aircraft on jacks per 7-10-00.
(d) Connect a 28 ± 1 vdc regulated power source capable of supplying a minimum of
50 amperes to the aircraft electric system.
CAUTION: AFTER FILLING RESERVOIR, TIGHTEN DIPSTICK, THEN BACK OFF
1 1/2 TURNS. THIS ALLOWS THE RESERVOIR TO BE VENTED.
(e) During all tests, add hydraulic fluid MIL-PRF-5606 to reservoir as necessary to keep fluid
level full.
(2) Procedure
NOTE: Perform the following tests and checks in the sequence shown. If the system fails to
respond as indicated, the malfunction must be corrected before proceeding with the
next step.
Avionics Master switch “ON” (remains on through all tests).
Flap fully retracted (stowed position).
Power up the PFD and MFD and enter the Maintenance Mode.
NOTE: Maintenance Mode is entered by entering the softkey sequence “1, 2, 3, 1” on the MFD
when the MFD is displaying the initial splashscreen after power-up.
(a) All other switches “OFF”, and gear selector in the “DOWN” position.
(b) Move cabin heat switch to “fan” position.
(c) Move air intake lever to open position.
CHECK: Combustion air blower operates.
(d) Verify aircraft on jacks per 7-10-00. (Ensure squat switch is defeated.)
NOTE: For any steps above where the squat switch operating tang is required to be free,
acceptable alternates are:
- remove the torque link connecting bolt and rotate the upper torque link so that
the switch plunger is free;
- loosen the squat switch adjustment screws and rotate the squat switch until the
plunger is free;
- partially compress the left main gear oleo until the squat switch operating
plunger is free.
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(s) Verify flaps are fully retracted and flap position indicator in the MFD shows 0°.
CHECK: Inboard stall vane shall not activate stall warning aural when lifted.
Outboard stall vane shall activate stall warning aural when lifted.
(t) Lower flaps to 10° position and verify flap position indicator in the MFD shows 10°.
CHECK: Inboard stall vane shall not activate stall warning aural when lifted.
Outboard stall vane shall activate stall warning aural when lifted.
(u) Lower flaps to 25° position and verify flap position indicator in the MFD shows 25°.
CHECK: Inboard stall vane activates stall warning aural when lifted.
Outboard stall vane shall not activate stall warning aural when lifted.
(v) Lower flaps to 40° position and verify flap position indicator in the MFD shows 40°.
CHECK: Inboard stall vane activates stall warning aural when lifted.
Outboard stall vane shall not activate stall warning aural when lifted.
(w) Retract flaps.
(x) Gear selector switch “UP”. Repeat paragraphs “(s)” through “(w)”.
(y) Leave the gear up for five minutes.
CHECK: Pump motor does not operate at any time. (If the pump motor operates at any time
during the five minute period, there is a leak in the “UP” line or a malfunctioning
component in the system).
NOTE: One momentary pump operation is allowable during this five minute period, provided
that the gear unsafe light is not lit and there is no repeated pump operation for a
subsequent fifteen minute period.
(z) Pull “GEAR PUMP” circuit breaker “OUT”.
(aa) Pull gear free-fall knob.
CHECK: Three solid green circle on EIS strip (“Figure 3” on page 323017) and EIS page
(“Figure 4” on page 323017). All gear return to the “DOWN AND LOCKED” position,
with “DOWN” latches engaged.
(ab) Gear selector switch “DOWN”.
(ac) Free-Fall knob “IN”.
(ad) “GEAR PUMP” circuit breaker “IN”.
CHECK: Three solid green circle on EIS strip (“Figure 3” on page 323017) and EIS page
(“Figure 4” on page 323017).
(ae) Partially compress the left main gear shock absorber so that the squat switch operating tang
is free. (See paragraph “(d)”.
(af) Gear selector switch “UP”.
CHECK: Pump does not run.
Three solid green circle on EIS strip (“Figure 3” on page 323017) and EIS page
(“Figure 4” on page 323017) remain on.
“CHECK GEAR” CAS message on PFD.
Aural “CHECK GEAR” is sounding.
(ag) Attempt to mute aural “CHECK GEAR” by depressing the “MASTER WARNING” switch.
Confirm aural does not mute.
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Jul 1/17 32-30-00 323014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(au) Gear selector switch “UP” and taxi light switches on.
CHECK: Pump motor operates.
While gear is retracting:
Three rectangles with black/white crosshatch on EIS strip (“Figure 5” on
page 323017) and EIS page (“Figure 6” on page 323017).
When gear is fully retracted:
Three white hollow circles on EIS strip (“Figure 7” on page 323017) and EIS
page (“Figure 8” on page 323017).
All gear retract fully in less than 10 seconds.
Pump motor stops operating after gear is up.
NOTE: During gear retraction, a single momentary hesitation (less than 2 sec.) in pump
operation prior to the landing gear reaching the fully retracted position is acceptable
as long as total retraction time does not exceed 10 seconds.
(av) Gear selector switch “DOWN”.
CHECK: Pump motor operates.
While gear is extending:
Three rectangle with black/white crosshatch on EIS strip (“Figure 5” on page
323017) and EIS page (“Figure 6” on page 323017)
When gear is down and locked:
Three solid green circle on EIS strip (“Figure 3” on page 323017) and EIS page
(“Figure 4” on page 323017).
All gear return to the “DOWN AND LOCKED” position in 15 seconds or less.
Pump motor stops operating after all gear are “DOWN AND LOCKED”.
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Oct 5/16 32-30-00 323016
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Indication Gear DOWN and LOCK on EIS strip Indication Gear DOWN and LOCK on EIS Page
Figure 3 Figure 4
Indication Gear IN TRANSIT on EIS strip Indication Gear IN TRANSIT on EIS Page
Figure 5 Figure 6
Indication Gear FAIL on EIS strip Indication Gear FAIL on EIS Page
Figure 9 Figure 10
(3) Rig squat switch on LH & RH main gear so that the switch actuates when the oleo is 7.75–8.00
inches extended.
(4) Avionics Master switch “OFF”.
(5) Disconnect the external (ground) power source.
(6) Verify all gear are down and locked and remove airplane from jacks per 7-10-00.
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
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PA-44-180, SEMINOLE
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Disassembly
See “Figure 11”.
(1) With the cylinder removed from the airplane, mark the position of the end gland to facilitate
installation.
(2) Remove safety wire and unscrew the end gland.
(3) Complete disassembly of piston and O-rings.
D. Inspection
See “Figure 11”.
(1) Clean the cylinder parts with a suitable dry type solvent and dry thoroughly.
(2) Inspect the cylinder assembly for the following:
(a) Interior walls of the cylinder and exterior surfaces of the piston for scratches, burrs,
corrosion, etc.
(b) Threaded areas for damage.
(c) Rod end fitting and swivel fitting of cylinder for wear and corrosion.
E. Repairs
Repairs to the cylinder are limited to polishing out small scratches, burrs, etc., and replacing parts.
F. Assembly
See “Figure 11”.
(1) Install O-ring on the exterior of the end gland.
(2) Install O-ring in the interior of the end gland.
(3) Install O-ring on the body of the piston assembly.
(4) Lubricate the areas around the O-rings with hydraulic fluid, slide the end gland on the piston
rod and screw the end gland into the cylinder housing.
(5) Align reference marks and secure the end gland with safety wire.
(6) Check smoothness of operation of the piston.
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
WARNING: ONCE EACH OF THE FOLLOWING STEPS IN THIS SECTION HAS BEEN PERFORMED,
THE SYSTEM MUST NOT BE SUBJECT TO AIR CONTAMINATION AGAIN. IF IT IS
NECESSARY TO CHANGE THE ACTUATORS POSITION, THIS MUST BE DONE VIA
HYDRAULIC POWER SUPPLY PUMP, MANUAL, OR ELECTRIC, USING THE PROPER
FLUID AND TAKING CARE NOT TO INTRODUCE AIR BACK INTO THE SYSTEM. IN THE
EVENT AIR IS INTRODUCED, THE APPLICABLE FILL AND PURGE PROCEDURE(S)
MUST BE REPEATED.
A. Hydraulic Actuators
Either of the following actuator purging methods may be used below.
NOTE: Disconnect hoses, and cap extend and retract ports on pump. Ensure minimal air is introduced
while capping.
(1) Bench Method
(a) Connect hoses associated with actuator.
(b) With actuator in retracted position, connect hydraulic power supply pressure port to actuator
extend hose. Leave actuator retract hose open to ambient.
(c) Fill actuator with fluid until it is fully extended.
(d) With actuator in extended position, connect hydraulic power supply pressure port to actuator
retract hose, and connect hydraulic power supply return port to actuator extend hose.
(e) Using hydraulic power supply, fill actuator with fluid until it is fully retracted.
(f) Repeat process until actuator is full of fluid (no foam or bubbles). Extend actuator to its
approximate installed length.
(g) Disconnect hydraulic power supply from actuator, and cap hoses. Ensure minimal air is
introduced while capping. Cover rod with protective sheathing.
(2) Gear Swing Method
(a) Install actuator on gear assembly per aircraft rigging instructions.
(b) Connect hydraulic power supply to actuator through most practical available connections
(power supply may be connected to actuator through hydraulic lines and hoses already
installed on aircraft).
(c) Operate the hydraulic power supply, alternating between extend and retract modes, until
fluid is clear (no foam or bubbles). Throughout operation fitting on hydraulic actuator SHALL
remain oriented pointing up to prevent air pockets from forming in the actuator. Alternatively
it is permissible to connect actuator to a sump of hydraulic fluid and manually operate the
actuator from extended to retracted to fill hydraulic actuator.
(d) Disconnect and cap each hose. Ensure minimal air is introduced while capping (to allow
future attachment of system purging jumper hose).
B. Hydraulic Pump
(1) Fill hydraulic pump reservoir to full mark on dipstick; tighten dipstick, then back off 1½ turns (to
allow proper reservoir venting).
(2) Attach clear plastic tubes to each pump port and dip in to a container of clean MIL-PRF-5606
Hydraulic fluid.
(3) Operate the pump, alternating between extended and retract monde, until clear fluid is circulated
thru the pump (no foam or bubbles).
C. System
(1) Make sure all hydraulic tubes are connected and properly tightened.
(2) If actuator hoses are connected to system, disconnect and cap each hose. Ensure minimal air is
introduced while capping.
(3) Install jumper hoses with ball valves in each wheel well where actuator hoses connect to system.
Set all valve positions to close.
(4) Open emergency extend valve. Run pump for 10 seconds. Do NOT operate the emergency
extend valve while hydraulic pump is running. Close emergency extend valve. Inspect hydraulic
reservoir fluid level fill as necessary.
(5) Open nose gear ball valve. Run pump for 10 seconds. Close nose gear ball valve. Inspect
hydraulic reservoir fluid level fill as necessary.
(6) Open right main gear ball valve. Run pump for 10 seconds. Close right main gear ball valve.
Inspect hydraulic reservoir fluid level fill as necessary.
(7) Open left main gear ball valve. Run pump for 10 seconds. Close left main gear ball valve. Inspect
hydraulic reservoir fluid level fill as necessary.
(8) Disconnect power from system.
(9) Disconnect jumper hoses and reconnect with actuator hoses to system. (Disconnect hoses one
at a time or fluid will spill and system purge will have to be repeated). Retorque and inspect any
fittings which were disconnected during the filling process.
(10) Once all actuator hoses are reconnect to system, swing landing gear 3 times and note if operation
is smooth. If operation is not smooth, let system sit for one hour and retest. If system still does
not operate smoothly repeat system purging procedure.
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
1. Wheels
(PIR-PPS50025, Rev. AG.)
NOTE: Piper recommends that all tires on an airplane be from the same manufacturer and that
the two main tires be the same part number.
NOTE: Tubes used must be from the same manufacturer as the tire. Do not mix tube and tire
brands.
(a) Wheel Assembly
1) Check that bearing cup for each wheel half is properly installed.
2) Install the inner tube in the tire, making certain to align the index marking on the tire
with the index marking on the tube to ensure proper balance.
3) Install the tire and tube on the wheel half with the valve stem hole, inserting the valve
stem through valve hole.
4) Place opposite wheel half inside the tire. Align the wheel bolt holes, install the wheel
bolts, washers and nuts, and tighten the bolts in a criss-cross pattern to about 20 inch-
pounds.
NOTE: Both plain and countersunk washers may be used. Some designs use
bolts that have a radius between the head and shank, which requires the
countersunk washers. Inspect bolts and washers prior to assembly. Properly
oriented washers with countersunk surfaces to sit flush against the bolt head.
Install washers and nuts on bolts (bolt heads are to be on brake disc side of
wheel).
5) Remove all pressure in the tire.
6) Torque each nut again in a criss-cross pattern to about 45 inch-pounds before setting
the final torque specified on the wheel placard. Do not use power tools to torque nuts.
7) Inflate the tire to the specified pressure.
(b) Bearing Installation
CAUTION: DO NOT MIX AVIATION WHEEL BEARING GREASES WITH EACH OTHER.
NOTE: Mobil Aviation Grease SHC 100 has been used by the wheel manufacturer
since March 2007 and is the preferred grease. If not available, greases meeting
MIL-PRF-81322 or DOD-G-24508A are suitable alternatives. If old grease is
unknown, thoroughly clean bearing components before packing with new grease.
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Oct 29/19 32-40-00 32402
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
2) Liberally swab the bearing cup, bearing bore hub and grease seal/snap ring areas
with bearing grease.
3) If felt seals are used, lightly coat all surfaces of the felt with the wheel bearing
grease. If rubber lip seals are used, lightly coat the rubber surfaces with bearing
grease.
4) Install the bearing cones, grease seals (felts and rings or rubber lip seals) and snap
rings.
Excess grease will squeeze out. Remove the excess grease with an inward rotating
movement against the bearing cone ID. Disperse any small amounts of grease on
the exterior surface of the grease seal and snap ring and remove any grease from
the hub outside surface.
5) Use care that bearing grease does not become contaminated.
(c) Slide the wheel on the axle and secure with retainer nut.
1) While rotating wheel, tighten axle nut to 17–25 inch pounds torque.
2) Back off nut to reduce torque to zero.
3) While rotating wheel, tighten axle nut to 10–15 inch pounds torque.
4) If nut slot is not aligned with cotter pin hole, rotate axle nut to align the nearest slot with
the cotter pin hole.
5) Safety the nut with a cotter pin and install a dust cover.
(d) Position the brake lining back plates per Brakes, Wheel Brake Assembly, Assembly and
Installation, below.
(3) Inspection
(a) Inspect brake disc for cracks, excessive wear or scoring, rust, corrosion and warpage.
Remove rust and blend out nicks, using fine 400 grit sandpaper. Replace disc if cracked
or when disc is worn below minimum thickness.
(b) Visually check all parts for cracks, distortion, defects and excess wear.
(c) Check tie bolts for looseness or failure.
(d) Check internal diameter of felt grease seals for distortion or wear. Replace the felt grease
seal if surface is hard or gritty. Lightly coat felt grease seals with SAE 10 oil. (Do not soak
felts in oil.)
(e) Check tire for cuts, internal bruises and deterioration.
(f) Check bearing cones and cups for wear and pitting and relubricate.
(g) Replace any wheel casting having visible cracks.
NOTE: Piper recommends that all tires on an airplane be from the same manufacturer and that
the two main tires be the same part number.
NOTE: Tubes used must be from the same manufacturer as the tire. Do not mix tube and tire
brands.
(a) Check that bearing cup for each wheel half is properly installed.
(b) Install the inner tube in the tire, making certain to align the index marking on the tire with
the index marking on the tube to ensure proper balance.
(c) Install the tire and tube on the wheel half with the valve stem hole, inserting the valve stem
through valve hole.
NOTE: On McCauley wheels only, use rubber bushing to prevent tube movement.
(d) Place opposite wheel half inside the tire. Align the wheel bolt holes, install the wheel bolts,
washers and nuts, and tighten the bolts in a criss-cross pattern to about 20 inch-pounds.
NOTE: Both plain and countersunk washers may be used. Some designs use bolts that
have a radius between the head and shank, which requires the countersunk
washers. Inspect bolts and washers prior to assembly. Properly oriented washers
with countersunk surfaces to sit flush against the bolt head. Install washers and
nuts on bolts.
(e) Remove all pressure in the tire.
(f) Torque each nut again in a criss-cross pattern to about 45 inch-pounds before setting the
final torque specified on the wheel placard. Do not use power tools to torque nuts.
On Cleveland wheel assemblies, final torque is per the placard on the wheel.
On McCauley wheel assemblies, final torque to 145 inch‑pounds dry.
(g) Inflate the tire to the specified pressure.
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Oct 29/19 32-40-00 32404
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
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Oct 5/16 32-40-00 32406
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
2. Brakes
A. Brake Adjustment and Lining Tolerance
No adjustment of the brake lining clearance is necessary as they are self-adjusting. Inspection of
the lining is necessary, and it may be inspected visually while installed on the airplane. Linings
of the riveted type should be replaced if the thickness of any one segment becomes worn below
0.100 of an inch or unevenly worn. The “snap-on” heavy duty linings should be replaced when the
expansion groove is no longer visible.
B. Wheel Brake Assembly
(1) Removal and Disassembly
See “Figure 4”.
(a) To remove the brake assembly, first disconnect the brake line from the brake cylinder at the
tube fitting.
(b) Remove the cap bolts that join the brake cylinder housing and the lining back plate
assembly. Remove the back plate from between the brake disc and wheel.
(c) Slide the brake cylinder housing from the torque plate.
(d) Remove the pressure plate by sliding it off the anchor bolts of the housing.
(e) The piston(s) may be removed by injecting low air pressure in the cylinder fluid inlet and
forcing the piston from the housing.
(f) Check anchor bolt for wear.
(g) Remove anchor bolt by the following procedure:
1) Position cylinder assembly on a holding fixture. (See “Figure 5”, Removal.)
2) Use a suitable arbor press to remove the anchor bolt from the cylinder body.
(h) Install anchor bolt by the following procedure:
1) Support anchor bolt in a holding fixture. (See “Figure 5”, Step A.)
2) Align cylinder body over anchor bolt. (See “Figure 5”, Step B.)
3) Use a suitable arbor press and apply pressure on the spot face directly over the
anchor bolt hole. (See “Figure 5”, Step C.)
(2) Assembly and Installation
See “Figure 4”.
(a) Lubricate the piston O-ring(s) with fluid MIL-PRF-5606 and install on piston(s). Slide the
piston in cylinder housing until flush with surface of housing.
(b) Slide the lining pressure plate onto the anchor bolts of the housing.
(c) Slide the cylinder housing assembly on the torque plate of the gear.
(d) Position the lining back plate between the wheel and brake disc. Install the bolts and dry
torque to 90 inch-pounds to secure the assembly.
(e) Connect the brake line to the brake cylinder housing.
(f) Bleed the brake system.
(3) Inspection
(a) Clean the assembly with a suitable solvent and dry thoroughly.
(b) Check the wall of the cylinder housing and piston for scratches, burrs, corrosion, etc., that
may damage O-rings.
(c) Check the general condition of the brake bleeder screw and lines.
(d) Check the brake disc for wear, grooves, scratches or pits. The minimum disc thickness of
Disc 164-46 used on heavy duty Wheel Assembly 40-120 is 0.405. A single groove or
isolated grooves up to 0.030 of an inch deep would not necessitate replacement, but a
grooving of the entire surface would reduce lining life and should be replaced. Should any
cracks be found to exceed a length of .80 inch or a depth of 0.210 inch in the 164-46 disc
assembly, replace the disc. If the crack depth is not measurable, replace the disc if the
crack length exceeds 0.400 inch. The disc should be immediately replaced if any crack
extends into the welded seam between the flange and cup.
(e) The riveted type lining may be removed from the backing plates by drilling out the old
rivets using a 5/32 drill. Install a new set of linings using the proper rivets and a rivet set
that will properly stake the lining and form a correct flair of the rivet. The snap-on type
lining used on optional heavy duty assemblies may be removed by prying loose with a
screwdriver or a thin flat wedge. Install the snap-on type by positioning onto the pins and
applying pressure to snap into position.
(f) Lining Conditioning Procedures
When new linings have been installed, it is important to condition them properly to obtain the
service life designed into them. The metallic and organic linings are not conditioned in the
same manner because they have different operating characteristics. Separate conditioning
procedures are given for metallic and organic linings.
1) Nonasbestos Organic Linings
a) Taxi aircraft for 1500 feet with engine at 1700 rpm applying brake pedal force as
needed to develop a 5–10 mph taxi speed.
b) Allow the brakes to cool for 10 to 15 minutes.
c) Apply brakes and check for restraint at high static throttle. If brakes hold,
conditioning is complete.
d) If brakes cannot hold aircraft during static run up, allow brakes to completely cool,
and repeat steps a) through c).
2) Metallic Linings
a) Perform two (2) consecutive full stop braking applications from 30–35 knots. Do
not allow the brake discs to cool substantially between the stops.
b) Allow the brakes to cool for 10-15 minutes.
c) Apply brakes and check for restraint at high static throttle. If brakes hold,
conditioning is complete.
d) If brakes cannot hold aircraft during static runup, allow brakes to completely cool,
and repeat steps a) through c).
This conditioning procedure will wear off high spots and generate sufficient heat to create
a thin layer of glazed material at the lining friction surface. Normal brake usage should
generate enough heat to maintain the glaze throughout the life of the lining.
Properly conditioned linings will provide many hours of maintenance free service. A visual
inspection of the brake disc will indicate the lining condition. A smooth surface, one without
grooves, indicates the linings are properly glazed. If the disc is rough (grooved), the linings
must be reglazed. The conditioning procedure should be performed whenever the rough
disc condition is observed. Light use, such as in taxiing, will cause the glaze to be worn
rapidly.
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Oct 29/19 32-40-00 32408
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
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Oct 5/16 32-40-00 324010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Brake Installation
Figure 6
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Oct 5/16 32-40-00 324012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(5) Assembly
See “Figure 7”.
(a) Install O-rings on valve cam.
(b) Lubricate O-rings with fluid (MIL-PRF-5606), insert cam into valve body and secure with
spring, bushing, washer and self-locking nut.
(c) Install O-ring on the valve, insert valve in hole of out port, install valve spring and secure
with outlet fitting.
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Oct 5/16 32-40-00 324014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(5) Assembly
See “Figure 9” and “Figure 10”.
NOTE: Rub a small amount of hydraulic fluid (MlL-PRF-5606) on all O-rings and component
parts for ease of handling during reassembly and to prevent damage.
(a) Gar-Kenyon master cylinder number 17000. (See “Figure 9”.)
1) Install new O-rings on the inside and outside of the fitting and on the outside of the
piston.
2) To assemble the piston rod assembly, install on the rod, in order, the roll pin, return
spring, retainer washer, return spring, fitting with O-rings, seal, piston with O-ring,
spring and sleeve. Secure these pieces with the retaining ring on the end of the rod.
3) Insert the piston rod assembly in the master cylinder and secure fitting.
4) Install the master cylinder.
(b) Cleveland master cylinder number 10-30. (See “Figure 10”.)
1) Remove the master cylinder from its mounting bracket.
2) To disassemble the master cylinder, first remove the piston rod assembly by removing
the retaining ring from the annular slot in the master cylinder housing. Draw the piston
rod assembly from the master cylinder.
3) The piston rod assembly may be disassembled by first removing the retaining ring,
sleeve, spring, and then the piston assembly, O-ring, and gland, and, if desired, the
return spring.
4) Remove the O-rings from the piston and packing gland.
E. Bleeding Brakes
If the brake line has been disconnected for any reason, it will be necessary to bleed the brake
system as described below:
(1) Place a suitable container at the brake reservoir to collect fluid overflow.
(2) Remove the rubber bleeder fitting cap located on the bottom of the brake unit housing on the
landing gear.
(3) Slide a hose over the bleeder fitting, loosen the fitting one turn and pressure fill the brake system
with MIL-PRF-5606 fluid.
NOTE: By watching the fluid pass through the plastic hose at the top of the brake reservoir, it
can be determined whether any air remains in the system. If air bubbles are evident,
filling of the system shall be continued until all of the air is out of the system and a
steady flow of fluid is obtained.
(4) Tighten bleeder fitting and remove the hose. Check brakes for proper pedal pressure.
(5) Repeat this procedure on the other gear.
(6) Drain excess fluid from reservoir to fluid level line with a syringe.
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
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Oct 5/16 32-40-00 324018
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
SWITCH ASSEMBLY
DOWN LOCK SWITCH
(LEFT & RIGHT)
BRACKET
LEFT & RIGHT (REF)
BRACKET
LEFT & RIGHT
(REF)
SWITCH ASSEMBLY
SQUAT SWITCH
(LEFT & RIGHT)
BRACKET
LEFT & RIGHT
(REF)
BRACKET (LEAF)
LEFT & RIGHT
(REF)
LOOKING FWD
(LEFT SIDE SHOWN,
RIGHT SIDE OPPOSITE)
0.025 - 0.035
LOOKING AFT
(LEFT SIDE SHOWN, RIGHT SIDE OPPOSITE)
PAGE 2
Oct 5/16 32-60-00 32602
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(5) Turn the master switch on and raise the nose gear and remove the block from under the nose
gear.
(6) Cycle the gear and determine that the gear lights function properly.
2. Landing Gear Safety Squat Switch Adjustment
The landing gear safety squat switch, located on the left main gear housing, is adjusted so that the
switch is actuated within the last quarter of an inch of gear extension.
NOTE: The squat switch on the right main gear is connected to the flight hour meter and is
rigged / adjusted the same as the landing gear safety squat switch.
A. Compress the strut until 7.875 in. is obtained between the top of the gear fork and the bottom of the
gear housing. Hold the gear at this measurement.
B. Adjust the switch down until it actuates at this point. Secure the switch.
C. Extend and then compress the strut to ascertain that the switch will actuate within the last quarter of
an inch of oleo extension.
FWD
DOWN UP LOCK
LOCK SWITCH
SWITCH
F.S.
26.37
Two different landing gear up/power reduced warning systems are installed. In S/N’s 4496001 thru
4496216, microswitches are installed in the throttle quadrant to detect the power levers being retarded;
in S/N’s 4496217 and up, transducers in both manifold pressure lines detect reduced power.
In either case, a warning horn is activated when the landing gear are up and power is reduced below
approximately 14 in.-hg. manifold pressure.
A. S/N’s 4496001 thru 4496216
See “Figure 3” on page 32605.
(1) Switch Location
The landing gear up power reduced warning switch is located in the control quadrant behind the
throttle stop plate.
(2) Adjustment
When adjusting switch fly the airplane at approach speed 1000 ft. AGL. (See the Pilot’s Operating
Handbook.)
Use the following procedure:
(a) With the aid of a qualified pilot, fly the airplane to an elevation of 1000 ft. above the ground
and come to approach speed with propellers set for high rpm. Retard the throttles to below
or equal to 14 in. Hg. of manifold pressure and mark the quadrant cover adjacent to the
throttle levers, in such a manner so that the levers can be returned to the same position
after the airplane is landed and the engines shut down.
(b) Place the airplane on jacks and retract the landing gear.
(c) Position the throttle levers at the location marked during the flight (i.e. below or equal to
14 in. Hg. of manifold pressure).
(d) With the master switch turned on, loosen the two mounting screws securing the micro
switch to the bracket. Move the switch in the direction necessary to make the warning horn
operate and gear warning annunciator light illuminate. Tighten the mounting screws.
(e) With the warning horn operating, depress GEAR WARN MUTE switch. Check that the
warning horn stops sounding and that the GEAR WARN MUTE light illuminates.
(f) Advance throttles to a power setting in excess of equal to 14 in. Hg. of manifold pressure.
Check that MUTE light extinguishes. Check that warning system is rearmed by retarding
throttle levers to below or equal to 14 in. Hg. of manifold pressure, activating alarm horn.
(g) With the warning horn sounding, lower the landing gear. Check that the horn ceases to
operate when the gear are down and locked.
(h) Advance throttles levers beyond the position which gave the below or equal to 14 in. Hg. of
manifold pressure. Retract the landing gear.
(i) Reposition the throttle levers at the location marked during the flight (i.e. - below or equal to
14 in. Hg. of manifold pressure). Check that the warning horn sounds.
(j) With the warning horn operating, depress GEAR WARN MUTE switch. Check that the
warning horn stops sounding and that the GEAR WARN MUTE light illuminates.
(k) Extend the landing gear. Check that the GEAR WARN MUTE light extinguishes. Remove
airplane from jacks.
(l) Flight test the airplane to insure proper operation of the gear warning horn with the gear up
and power reduced below or equal to 14 in. Hg. of manifold pressure.
PAGE 4
Jul 1/17 32-60-00 32604
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(3) Replacement
When replacing the microswitch assembly, determine how many washers are positioned between
the microswitch and the bracket so that an equal amount are used during installation. The switch,
when properly positioned, should be in the middle of the cams located on each throttle control
lever.
B. S/N’s 4496217 and up, in airplanes equipped with Standard, Avidyne Entegra, or Garmin G500
(PIR-101917A.)
A manifold pressure switch, located on the inboard aft side of the firewall in each engine nacelle,
activates the warning horn when power in either engine is reduced below or equal to 14 in. Hg.
manifold pressure. No adjustment required.
C. S/N’s 4496331, 4496339 and up, in airplanes equipped with Garmin G1000/G1000 NXi
The Garmin G1000/G1000 NXi Crew Alerting System monitors the manifold pressure transducer and
activates when MAP is below or equal to 14 in. Hg. No adjustment required.
PAGE 6
Oct 5/16 32-60-00 32606
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
33
Lights
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
33-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 33
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE 2
Oct 5/16 33 - LIST OF EFFECTIVE PAGES 33-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 33 - LIGHTS
TABLE OF CONTENTS
GENERAL 33-00-00 1
Description and Operation 1
Troubleshooting 1
EXTERIOR 33-40-00 1
General 1
Landing/Taxi Lights 1
Removal 1
Installation 1
Recognition Lights 4
Configuration 1 4
Removal 4
Installation 4
Configuration 2 5
Removal 5
Installation 5
Navigation (Position) Lights 8
Wingtip 8
Configuration 1 8
Removal 8
Installation 10
Configuration 2 11
Configuration 3 13
Removal 13
Installation 14
CHAPTER 33 - Lights
PAGE 2 1
Oct 1/18 33 - CONTENTS 33-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GENERAL
PAGE 2
Oct 5/16 33-00-00 33002
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
FLIGHT COMPARTMENT
Flight compartment lighting comprises instrument panel post and case lighting with a dimmer control,
overhead flood light, compass light, and a cabin light.
1. Instrument and Panel Lights
A. Annunciator Panel - Bulb Replacement
(1) Standard
Bulb replacement does not require removal of the annunciator panel. The lenses are designed to
be a friction fit in the annunciator panel and the light bulbs fit into the back side of the lenses. To
replace a defective bulb, do the following:
(a) Pull the lens out of the annunciator panel.
(b) Withdraw the defective bulb from the lens and replace with a new bulb.
(c) Align the key on the lens with the key way on the annunciator panel socket.
(d) Press the lens into position.
(2) Optional
In S/N’s 4496174; and 4496224 and up, with the optional Avidyne Entegra EFIS installed, without
removing the annunciator panel, simply push in on the function light until it “clicks,” then release
pressure. The cover assembly will be partially ejected from the lamp base assembly. Pull the
cover from the base and rotate to expose the lamp bulb. Replace defective bulb and reverse
removal procedure. Depress “test” function to verify lamp function.
B. Dimmer Control Unit
(1) Removal
Access to the dimmer control assembly is from beneath the instrument panel.
(a) Master Switch off.
(b) Disconnect the electrical connector from the assembly.
(c) Remove the two screws securing the assembly to the instrument panel.
(d) Remove the assembly from the airplane.
(2) Installation
(a) Master switch off.
(b) Position the assembly in the instrument panel (with the control knobs inserted into their
appropriate slots).
(c) Secure assembly with the two screws.
(d) Connect the electrical harness connector to dimmer assembly.
(e) Master switch on.
(f) Check operation of dimmer control assembly.
PAGE 2
Oct 1/18 33-10-00 33102
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
FIREWALL
GB12-D SCREW
WASHER
(2 PLACES)
INVERTER
J363
FWD
PAGE 4
Oct 1/18 33-10-00 33104
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107651 C
OVERHEAD PANEL
LENS HOLDER
MOUNTING SCREWS
RING
SHUTTER HOLE
ELECTRICAL CONNECTOR
DETAIL A
PAGE 6
Oct 1/18 33-10-00 33106
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
EXTERIOR
1. General
The exterior lighting consists of recognition lights, navigation lights, anti-collision strobe lights, and nose
cone landing taxi lights.
2. Landing/Taxi Lights
See “Figure 1”.
Two landing/taxi lights are mounted low in the nose cone.
NOTE: Check and make sure that the ends of the bonding strap are securely attached: both to the light
mounting brackets in the nose cone; and, to the fuselage.
A. Removal
(1) Ascertain that the master switch is off.
(2) Disconnect negative (i.e., ground) battery cable.
(3) Remove the four screws which secure the nose cone. Lower the nose cone to gain access to the
landing/taxi lights.
(4) Remove the negative and positive wires on the back of the light.
(5) Remove the three screws which secure the landing light assembly to the mount assembly paying
particular attention not to lose the three springs located between the light assembly and the
mount assembly.
(6) Remove the two screws, springs, washers, and nuts from the light assembly and separate the
light retainer ring and plate from the light.
B. Installation
(1) Ascertain that the master switch is off and the battery is disconnected.
(2) Place light in retainer ring and secure with retainer plate held in place by two screws, springs,
washers, and nuts.
(3) Insert the three screws through their respective holes in the light assembly and place the springs
into position on the screws.
(4) Place the light assembly in position and secure to mount assembly with the three screws.
(5) Connect the positive and negative wires to the correct terminals of the landing/taxi light.
NOTE: For airplanes with LED lamps, if the lamp does not illuminate at first, reverse the wiring
connections and try again.
(6) Connect negative (i.e., ground) battery cable.
(7) Turn on master switch.
(8) Check operation of lights.
(9) Close nose cone and secure with four bolts.
PAGE 2
Oct 5/16 33-40-00 33402
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107754 B
RING
LANDING LIGHT
GND
+V
PLATE
SCREW
WASHER
NUT
SPRING (2 PLACES)
(2 PLACES)
LIGHT ASSEMBLY
RING
PLATE
SCREW
WASHER
SPRING NUT
(2 PLACES) (2 PLACES)
3. Recognition Lights
A recognition light is installed in the outboard leading edge of each wing, between W. S. 209.72 and
W. S. 215.48. Two configurations exist.
A. Configuration 1
Incandescent lamps are installed in Standard, Avidyne Entegra, Garmin G500, or Garmin G1000
equipped airplanes.
(1) Removal
(a) Set BATT MASTER and RECOG LIGHTS switches to OFF and pull the RECOG LIGHTS
circuit breaker.
(b) Disconnect the negative (i.e., ground) battery cable.
(c) Remove the 10 screws and washers securing the clear acrylic lens to the wing. Note that
the two inboard screws also secure the shield in place.
(d) Remove the socket head cap screw and washer located in the bottom center of the lamp
assembly reflector.
NOTE: Do not permit bulb to come in contact with skin as oil from skin will shorten bulb life.
Should accidental contact be made, wipe bulb with a clean, soft cloth prior to first
illumination.
(e) Pull the lamp assembly forward far enough to gain access to plug connector P119 (left wing)
or P219 (right wing).
(f) Disconnect plug connector and remove lamp assembly.
(2) Installation
NOTE: Do not permit bulb to come in contact with skin as oil from skin will shorten bulb life.
Should accidental contact be made, wipe bulb with a clean, soft cloth prior to first
illumination.
(a) Connect lamp assembly to plug connector.
(b) Slide lamp assembly into housing, aligning screw hole in reflector with Tinnerman nut in
bracket.
(c) Secure lamp assembly to bracket with the socket head cap screw and washer.
(d) Connect the negative (i.e., ground) battery cable.
(e) Engage (i.e., push in) the RECOG LIGHTS circuit breaker and set BATT MASTER and
RECOG LIGHTS switches to ON.
(f) Verify lights operate correctly.
(g) Set BATT MASTER and RECOG LIGHTS switches to OFF.
CAUTION: DO NOT OVER TORQUE SCREWS. OVER TORQUING WILL CAUSE
CRACKING AROUND HOLES IN ACRYLIC LENS.
(h) Position acrylic lens and shield in place. Secure with the 10 screws and washers.
PAGE 4
Jul 1/17 33-40-00 33404
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
B. Configuration 2
LED lamps are installed in Garmin G1000 NXi equipped airplanes.
See “Figure 2” on page 33406.
(1) Removal
(a) Set BATT MASTER and RECOG LIGHTS switches to OFF and pull the RECOG LIGHTS
circuit breaker.
(b) Disconnect the negative (i.e., ground) battery cable.
(a) Remove the 10 screws and washers securing the clear acrylic lens to the wing.
(b) Remove the four screws holding the top and bottom brackets to the housing.
(c) Pull light assembly and brackets far enough forward to gain access to plug connector.
(d) Disconnect plug connector and remove lamp assembly.
(e) Remove the upper and lower screw and washer securing the light assembly to the brackets.
(2) Installation
(a) Secure the upper and lower brackets to the light assembly using a screw and washer.
(b) Connect lamp assembly to plug connector.
(c) Position light assembly and brackets in the housing and install four screws to secure the
upper and lower brackets to the housing.
(d) Connect the negative (i.e., ground) battery cable.
(e) Engage (i.e., push in) the RECOG LIGHTS circuit breaker and set BATT MASTER and
RECOG LIGHTS switches to ON.
(f) Verify lights operate correctly.
(g) Set BATT MASTER and RECOG LIGHTS switches to OFF.
CAUTION: DO NOT OVER TORQUE SCREWS. OVER TORQUING WILL CAUSE
CRACKING AROUND HOLES IN ACRYLIC LENS.
(h) Position acrylic lens and shield in place. Secure with the 10 screws and washers.
PAGE 6
Jul 1/17 33-40-00 33406
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
INCANDESCENT 101921 F
RED OR GREEN LAMP ASSY
LENS
SCREW BLACK
(3 Places) (Later installation shown. Earlier installations
grounded the black wire to the mounting plate.)
XENON RED
FLASHTUBE
LENS
PIN 1
PIN 2
BLUE
(Later installation shown. Earlier installations
MOUNTING grounded one blue wire to the mounting plate.)
PLATE
(XENON
FLASHTUBE)
WINGTIP
(LEFT SHOWN, RIGHT OPPOSITE)
Effectivity
with Standard, Avidyne Wingtip Navigation/Position/Strobe Light Installation
Entegra, or Garmin G500 Figure 3
PAGE 8
Oct 5/16 33-40-00 33408
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
SCREW
(2 PLACES)
LENS RETAINER
CLEAR LENS
GASKET
GASKET
14V INCANDESCENT
LAMP 14V HALOGEN LAMP
BASEPLATE ASSY
Effectivity
Wingtip Navigation/Position/Strobe Light Assembly with Standard, Avidyne
Figure 4 Entegra, or Garmin G500
NOTE: I.E., if only replacing one lamp, only remove the lens necessary to access that
lamp.
a) To remove the left or right navigation incandescent lamp (i.e., behind the green or
red lens), twist lamp counterclockwise to release lamp and pull out.
b) To remove the white aft lamp, pull straight out of its socket.
6) If removing the entire light assembly, continue as follows:
a) Remove the three screws securing the light assembly to the mounting plate.
b) Break sealant and move the light assembly out of the way. Draw electrical leads
out to expose connectors. Capture wing harness to ensure it does not retract into
wing.
c) Disconnect the light assembly electrical leads from the wing harness and remove
the light assembly from the wing tip.
d) Remove old sealant from mating surfaces of light assembly and wingtip.
(b) Installation
1) If the entire light assembly has been removed, proceed as follows:
NOTE: If only one or both navigation/position lamps where removed, skip to step “2)”.
a) Connect the light assembly electrical leads to the wing harness. Replace any Ty-
Wraps or sleeves previously removed.
b) Release the wing harness and carefully feed the connector and strobe lamp
electrical leads through the hole in the base.
c) Put the light assembly in place and secure to mounting plate with three screws.
CAUTION: MATING SURFACES MUST BE SEALED TO PREVENT WATER
INTRUSION.
d) Fillet seal edges of mating surfaces of light assembly and wingtip. Use “Sealant,
Airframe and Component” from Consumable Materials chart in 91-10-00.
2) If only one or both navigation/position lamps were removed, proceed as follows:
a) Install the left or right forward incandescent lamp (i.e., behind the green or red
lens):
1] Align lamp in socket.
2] Push lamp to bottom of socket and twist clockwise to lock in place.
b) Install the white (aft) lamp by aligning the lamp with its socket and pushing straight
in until lamp is seated.
3) Connect the negative (i.e., ground) battery cable.
4) Set (push in) NAV LIGHTS circuit breaker.
5) Verify that lamp(s) is/are working by selecting BATT MASTR and NAV LIGHT switches
ON and checking that all navigation light lamps are lit. Select BATT MASTR and NAV
LIGHT switches OFF. Set (push in) ANTI-COLL circuit breakers.
6) Install lenses over each lamp. Install lens retainer and secure with two screws.
7) If entire light assembly was removed and reinstalled, verify function of strobe light
before securing airplane.
PAGE 10
Oct 5/16 33-40-00 334010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(2) Configuration 2
LED navigation / position lamps combined with a Xenon flashtube are installed in Garmin G1000
equipped airplanes. See “Figure 5” and “Figure 6” on page 334012.
Removal and Installation is essentially the same as that shown under “Configuration 1” on page
33408 with the exception that replacement of either or both of the forward and aft navigation
/ position LED lamp assemblies requires removal and replacement of the entire LED lamp
assembly base.
BLACK - PIN 2
XENON
FLASHTUBE
LENS
STROBE CONNECTOR
PIN 1 - RED
PIN 2 - BLACK
PIN 3 - WHITE
MOUNTING PLATE
SCREW
WASHER
(3 PLACES)
WINGTIP
Effectivity
334011
with Garmin G1000
33-40-00 PAGE 11
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
90340
SCREWS
LENS RETAINER
STROBE LENS
FORWARD
LENS GASKET
GASKET
GASKET
BASE
Effectivity
PAGE 12
Jul 1/17 33-40-00 with Garmin G1000
334012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(3) Configuration 3
LED navigation / position lights combined with a LED strobe are installed in Garmin G1000 NXi
equipped airplanes. See “Figure 7” and “Figure 8” on page 334015.
If one LED fails the entire light assembly must be replaced.
(a) Removal
1) Ensure that the BATT MASTR, STROBE LIGHT, and NAV LIGHT switches are in OFF
position.
2) Disengage (pull out) NAV LIGHTS and ANTI-COLL circuit breaker.
3) Disconnect the negative (i.e., ground) battery cable.
4) Lens
a) Remove two (2) socket head screws from aft end of light assembly and remove
lens retainer.
b) Slide lens aft approximately 1/2 inch and lift away from light assembly.
5) Light Assembly
a) Remove lens as described above.
b) Remove three (3) phillips head screws and separate light assembly from baseplate.
LED
NAVIGATION/POSITION - STROBE 101921 F
LIGHT ASSEMBLY
SCREW
(3 PLACES)
BUSHING
CONNECTOR
PIN 1 - WHT (+28V STROBE))
PIN 2 - ORG (+28V POSITION))
PIN 3 - YEL (SYNC))
PIN 4 - BLK (GROUND))
MOUNTING PLATE
WINGTIP
c) Pull light assembly away from wing tip to the attached wiring harness out to expose
the connector. Capture the exposed wiring harness at the baseplate with tape to
ensure it does not retract into the wing.
d) Disconnect the connector and remove light assembly.
6) Baseplate
Not required unless the existing baseplate is damaged or deteriorated.
a) Remove Lens and Light Assembly as describe above.
b) Remove three screws securing baseplate to wingtip and remove baseplate.
c) Remove any remaining sealant from wingtip.
(b) Installation
1) Baseplate (If required.)
a) Ensure wingtip is clean and dry.
b) Feed exposed wing wiring harness through hole in baseplate and position
baseplate on wingtip.
c) Secure with three screws.
d) Fillet seal around the mating surfaces of the wingtip and baseplate to prevent
water intrusion. Seal with “Sealant, Airframe and Component” per the Consumable
Materials chart in 91-10-00.
2) Light Assembly
a) Connect navigation/postion/strobe light assembly electrical connector to the
exposed harness wiring connector at the baseplate.
b) Feed the wiring harness through the hole in the baseplate and place the new light
assembly in position.
c) Secure with three phillips head screws.
3) Lens
a) Place lens approximately 1/2 inch aft of light assembly, slide forward into position.
b) Place lens retainer in position over aft end of lens.
c) Secure lens retainer and lens with two (2) socket head screws.
4) Connect the negative (i.e., ground) battery cable.
5) Engage (push IN) the NAV LIGHTS and ANTI-COLL circuit breakers.
6) Switch the BATT MASTR and NAV LIGHT switches ON and ensure the navigation/
position LEDs illuminate. Switch NAV LiGHT OFF.
7) Switch ON the STROBE LIGHT and verify proper operation of the strobe lights.
8) Switch STROBE LIGHT and BATT MASTR OFF and secure airplane.
PAGE 14
Oct 5/16 33-40-00 334014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
LED
LIGHT ASSEMBLY
CLEAR LENS
SCREW,
SOCKET HEAD
(2 PLACES)
LENS
RETAINER
SCREW,
PHILLIPS HEAD
(3 PLACES)
DRAIN HOLE
BASEPLATE
B. Tail (Optional)
A white tail light installation is available in S/N’s 4496162, 4496169 and up. When installed two white
tail lights are used: one mounted in the aft edge of the vertical fin aft fin tip assembly; the second is
installed in the lower aft edge of the tailcone tip fairing. Two different configurations exist:
(1) Configuration 1
Incandescent Tail Lights are installed with Standard, Avidyne Entegra, Garmin G500 or Garmin
G1000 equipped airplanes. See “Figure 9” on page 334017 and “Figure 10” on page 334018.
(a) Replacing a lamp
In either the Upper or Lower Light.
1) Select BATT MASTR and NAV LIGHT switches OFF.
2) Remove the two screws securing the retainer mask.
3) Remove retainer mask, lens, and lens gasket from light assembly.
4) Pull the old lamp straight out of the socket assembly.
5) Align the new lamp with the socket assembly and press straight back until fully seated.
6) Install lens gasket, lens, and retainer assembly and secure with screws (2).
7) Select BATT MASTR and NAV LIGHT switches ON, verify tail lights illuminate.
8) Select BATT MASTR and NAV LIGHT switches OFF, secure airplane.
(b) Removal
Of an entire light assembly.
1) Select BATT MASTR and NAV LIGHT switches OFF.
2) Disconnect the negative (i.e., ground) battery cable.
3) Upper Light Assembly.
a) At the vertical fin:
1] Remove the screws and washers (6 ea.) securing the aft fin tip assembly to
the forward fin tip assembly.
2] Carefully rotate the aft fin tip assembly sufficient to access the electrical
connector between the cable assembly and the tail light.
3] Disconnect the connector and remove the aft fin tip assembly.
b) At the bench:
1] Remove the two screws securing the retainer mask.
2] Remove retainer mask, lens, and lens gasket.
3] Remove the light assembly housing from the aft fin tip assembly.
4) Lower Light Assembly.
NOTE: This is easier with the rudder removed.
a) Reaching into the tailcone tip fairing disconnect the J/P46 connector.
b) Remove the two screws securing the retainer mask.
c) Remove retainer mask, lens, and lens gasket.
d) Remove the light assembly housing and electrical leads from the tailcone tip
fairing.
PAGE 16
Jul 1/17 33-40-00 334016
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
104728 D
38349 S
FAIRING ASSEMBLY
TAIL LIGHT ASSEMBLY
A SCREW (2 REQ'D)
P/J46
TO LIGHT ASSY
VIEW A - A
(TAIL LIGHT AND FAIRING REMOVED FOR CLARITY)
Effectivity
33-40-00
with Standard, Avidyne Entegra, Garmin G500, PAGE 17
334017 or Garmin G1000 Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
104728 D
HOUSING
GASKET
LENS
RETAINER MASK
SCREW
(2 PLACES)
APPLY LOCTITE 222MS TO SCREWS AS SEALANT ON UPPER TAIL LIGHT ONLY
(c) Installation
Of an entire light assembly.
1) Upper Light Assembly.
a) At the bench:
1] Feed the electrical leads through the mounting hole in the aft fin tip assembly.
2] Position light assembly housing in place in the aft fin tip assembly.
3] Position lens gasket, lens, and retainer assembly.
4] Secure light assembly to aft fin tip assembly with screws (2).
b) At the vertical fin:
1] Connect the light assembly electrical leads to the tail light cable assembly.
2] Mate the aft fin tip assembly with the forward fin tip assembly and secure with
screws and washers (6 ea.).
2) Lower Light Assembly.
a) Feed the tail light electrical leads through the mounting hole in the tailcone tip
fairing and place the the light assembly housing in position.
b) Position lens gasket, lens, and retainer mask.
c) Secure retainer mask with two screws.
d) Reaching into the tailcone tip fairing connect the J/P46 connector.
3) Connect the negative (i.e., ground) battery cable.
4) Select BATT MASTR and NAV LIGHT switches ON, verify tail lights illuminate.
5) Select BATT MASTR and NAV LIGHT switches OFF, secure airplane.
Effectivity
33-40-00
PAGE 18 with Standard, Avidyne Entegra, Garmin G500,
Jul 1/17 or Garmin G1000 334018
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(2) Configuration 2
LED Tail Lights are installed with Garmin G1000 NXi. See “Figure 11” on page 334020.
If one LED fails the entire light assembly must be replaced.
(a) Removal
1) Select BATT MASTR and NAV LIGHT switches OFF.
2) Disconnect the negative (i.e., ground) battery cable.
3) Upper Light Assembly.
a) At the vertical fin:
1] Remove the screws and washers (6 ea.) securing the aft fin tip assembly to
the forward fin tip assembly.
2] Carefully rotate the aft fin tip assembly sufficient to access the electrical
connector between the harness assembly and the tail light.
3] Disconnect the P/J 625 connector and remove the aft fin tip assembly.
b) At the bench:
1] Remove the two screws securing the retainer mask.
2] Remove retainer mask, lens, and lens gasket.
3] Remove the light assembly housing from the aft fin tip assembly.
4) Lower Light Assembly.
NOTE: This is easier with the rudder removed.
a) Reaching into the tailcone tip fairing disconnect the J/P 624 connector.
b) Remove the two screws securing the retainer mask.
c) Remove retainer mask, lens, and lens gasket.
d) Remove the light assembly housing and electrical leads from the tailcone tip
fairing.
(b) Installation
1) Upper Light Assembly.
a) At the bench:
1] Feed the electrical leads through the mounting hole in the aft fin tip assembly.
2] Position light assembly housing in place in the aft fin tip assembly.
3] Position lens gasket, lens, and retainer assembly.
4] Secure light assembly to aft fin tip assembly with screws (2).
b) At the vertical fin:
1] Connect the P/J 625 connector.
2] Mate the aft fin tip assembly with the forward fin tip assembly and secure with
screws and washers (6 ea.).
2) Lower Light Assembly.
a) Feed the tail light electrical leads through the mounting hole in the tailcone tip
fairing and place the the light assembly housing in position.
b) Position lens gasket, lens, and retainer mask.
c) Secure retainer mask with two screws.
d) Reaching into the tailcone tip fairing connect the J/P 624 connector.
3) Connect the negative (i.e., ground) battery cable.
P/J 625
P/J 624 A
TO LIGHT ASSY
VIEW A - A
(TAIL LIGHT AND FAIRING REMOVED FOR CLARITY)
LED ASSEMBLY
RETAINER MASK
TOP
BOTTOM
LENS GASKET CLEAR LENS
CONNECTOR
SCREW
(2 PLACES)
APPLY LOCTITE 222MS TO SCREWS AS SEALANT
PAGE 20
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4) Select BATT MASTR and NAV LIGHT switches ON, verify tail lights illuminate.
5) Select BATT MASTR and NAV LIGHT switches OFF, secure airplane.
5. Anti-Collision (i.e., Strobe) Lights
A. Description
The exterior wingtip lighting assembly includes a pulsating anti-collision (i.e., strobe) white light. The
strobe light is a Xenon flashtube with a separate power supply; or, an LED strobe light with no separate
power supply. The strobe units are rated to flash approximately 50 times per minute. The anti-collision
lights are controlled by an independent rocker switch (STROB LIGHT) in the switch panel. The circuit
is protected by a 10 amp ANTI-COLL LIGHTS circuit breaker.
An optional red vertical fin tip ground reconigition/anti-collision (i.e., strobe) light is available in S/N’s
4496020, 4496024 and later. Again, the strobe light is a Xenon flashtube with a separate power
supply; or, an LED strobe light with no separate power supply. When installed, the unit is controlled by
the three-position STROB LIGHT - OFF - FIN STROB rocker switch in the overhead switch panel. This
allows the fin tip strobe to be activated with or independently of the wing tip strobes.
When installed the separate power supply unit is located in the aft section of the fuselage.
B. Troubleshooting
When troubleshooting the strobe light system, check if the trouble is in flashtube or power supply. This
can be accomplished by replacing the flash tube assembly with a good operating flash tube, or with
the use of a strobe check unit. Normal operating power supply emits an audible tone of 1 to 1.5 kHz. If
no sound is emitted, check system as follows: (When troubleshooting the system, use the appropriate
schematic. Refer to 91-33-40.)
CAUTION: WHEN DISCONNECTING POWER SUPPLY, ALLOW TEN MINUTES OF BLEED
DOWN TIME BEFORE HANDLING UNIT.
(1) Check input voltage at power supply is 28-volts.
CAUTION: WHEN DISCONNECTING AND CONNECTING POWER SUPPLY INPUT
CONNECTIONS, DO NOT REVERSE CONNECTIONS. REVERSED POLARITY
OF INPUT VOLTAGE FOR JUST AN INSTANT WILL PERMANENTLY DAMAGE
POWER SUPPLY. REVERSED POLARITY DESTROYS A PROTECTIVE DIODE
IN THE POWER SUPPLY, CAUSING SELF-DESTRUCTION FROM OVERHEATED
POWER SUPPLY. THE DAMAGE IS SOMETIMES NOT IMMEDIATELY APPARENT,
BUT WILL CAUSE SYSTEM FAILURE IN TIME.
(2) Check for malfunction in interconnecting cables.
CAUTION: A SHORT OF THE TYPE IN STEPS (A). AND (B). WILL NOT CAUSE PERMANENT
DAMAGE TO POWER SUPPLY, BUT THE SYSTEM WILL BE INOPERATIVE. ANY
CONNECTION BETWEEN PINS 1 AND 3 OF THE INTERCONNECTING CABLE
DISCHARGE THE CONDENSER IN THE POWER SUPPLY AND DESTROY
TRIGGER CIRCUITS.
(a) Check Pins 1 and 3 of interconnecting cable are not reversed.
(b) Use an ohmmeter to check continuity between Pin 1 and 3 of interconnecting cable. If a
reading is obtained, cable is shorted and must be replaced.
PAGE 22
Oct 5/16 33-40-00 334022
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Wing Tip
Three different configurations exist.
(1) Configuration 1
Incandescent navigation / position lamps combined with a Xenon flashtube are installed in
Standard, Avidyne Entegra, or Garmin G500 equipped airplanes. See “Figure 3” on page 33408
and “Figure 4” on page 33409.
(a) Removal
Removing the Xenon flashtube requires removing the entire light assembly.
1) Ensure that the BATT MASTR, STROB LIGHT, and NAV LIGHT switches are in OFF
position.
2) Disengage (pull out) NAV LIGHTS and ANTI-COLL circuit breakers.
3) Disconnect the negative (i.e., ground) battery cable.
4) At the wing tip:
a) Remove the two screws securing the lens retainer.
b) Remove the lens retainer and the clear lens covering the strobe, as well as the
lenses covering the forward and aft navigation/position lamps.
c) Remove the three screws securing the light assembly to the mounting plate.
d) Break sealant and move the light assembly out of the way. Draw electrical leads
out to expose connectors. Capture wing harness to ensure it does not retract into
wing.
e) Disconnect the light assembly electrical leads from the wing harness and remove
the light assembly from the wing tip.
f) Remove old sealant from mating surfaces of light assembly and wingtip.
5) At the bench:
Pull the strobe lamp (i.e., Xenon flashtube) and gasket away from the light
assembly while carefully feeding the electrical leads through the hole in the base.
(b) Installation
1) At the bench:
a) Ensure the gasket (and grommet, if any) are positioned properly.
b) Carefully feed the strobe lamp (i.e., Xenon flashtube) electrical leads through the
hole in the base.
2) At the wing tip:
a) Connect the light assembly electrical leads to the wing harness. Replace any Ty-
Wraps or sleeves previously removed.
b) Release the wing harness and carefully feed the connector and strobe lamp
electrical leads through the hole in the base.
c) Put the light assembly in place and secure to mounting plate with three screws.
CAUTION: MATING SURFACES MUST BE SEALED TO PREVENT WATER
INTRUSION.
d) Fillet seal edges of mating surfaces of light assembly and wingtip. Use “Sealant,
Airframe and Component” from Consumable Materials chart in 91-10-00.
e) Replace the clear lens over the strobe and the forward and aft navigation / position
lens over their respective lamps. Capture lenses with the lens retainer.
f) Secure the lens retainer with two screws.
3) Connect the negative (i.e., ground) battery cable.
PAGE 24
Jul 1/17 33-40-00 334024
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
38349 S
STROBE LIGHT
CONNECTOR
GROUND WIRES
SCREW
WASHER
CONNECTORS (10 PLACES)
SCREW
(4 PLACES)
BASE
3 - WHITE
2 - BLACK
1 - RED
TO GROUND
Effectivity
33-40-00
PAGE 26 with Standard, Avidyne Entegra, Garmin G500,
Jul 1/17 or Garmin G1000 334026
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
38349 S
SCREW
CLAMP BLOCK
(2 PLACES)
(ALUMINUM BLOCK FIXED TO INSIDE OF FIN TIP)
(APPLY LOCTITE 222MS)
STROBE LIGHT
CONNECTOR
GROUND WIRES
SCREW
WASHER
CONNECTORS (10 PLACES)
A A
LENS/RETAINER
SHIELD
(INTERNAL)
GASKET
SCREW
(2 PLACES)
VIEW A-A
PAGE 28
Jul 1/17 33-40-00 334028
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
5) Switch ON the BATT MASTR and STROB LIGHT switches. Verify the wing tip and fin
tip strobes flash.
6) Switch the STROB LIGHT switch OFF and then to FIN. Verify the only fin tip strobe
flashes.
7) Select STROB LIGHT switch OFF. Set (push in) NAV LIGHTS circuit breaker.
8) Select BATT MASTR switch OFF.
9) Secure airplane.
E. Strobe Power Supply
S/N’s 4496001 and up with Standard, Avidyne Entegra, Garmin G500, or Garmin G1000.
See “Figure 14”.
With Standard, Avidyne Entegra, or Garmin G500 the strobe power supply is in the aft section of
fuselage on the left side of the airplane mounted to a bracket fixed to the side and bottom of the
fuselage. With Garmin G1000 the strobe power supply is under the baggage compartment floor on the
lefthand side of the fuselage mounted to a bracket just forward of the emergency battery.
(1) Removal
(a) Ensure that the BATT MASTR and STROB LIGHT switches are in OFF position.
(b) Disengage (pull out) ANTI-COLL LIGHTS circuit breaker.
(c) Disconnect negative (i.e., ground) battery cable.
(d) Remove access panel to aft section of fuselage in the baggage compartment or remove
baggage compartment floor, as appropriate, to gain access to the power supply.
(e) Note and mark location of the strobe harness plugs; then disconnect them.
(f) Remove screws and washers (4 ea.) holding power supply to bracket.
NOTE: Ground wires are connected to the screws adjacent to the strobe harness plugs.
Note and mark their location as well prior to disconnecting them.
(g) Remove power supply.
(2) Installation
(a) Position power supply in place and secure with screws and washers (4 ea.) being sure to
capture the appropriate ground wires.
(b) Connect strobe harness plugs in proper place.
(c) Connect negative (i.e., ground) battery cable.
(d) Set (push in) ANTI-COLL LIGHTS circuit breaker.
(e) Verify lights are working by selecting BATT MASTR and STROB LIGHT switches ON and
checking that both left and right strobe lights flash. If fin tip strobe is installed verify its
operation as well.
(f) Select BATT MASTR and STROB LIGHT switches OFF.
(g) Replace access panel in baggage compartment or baggage compartment floor, as
appropriate, and secure airplane.
PAGE 30
Oct 5/16 33-40-00 334030
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PA-44-180, SEMINOLE
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CHAPTER
34
Navigation
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CHAPTER 34 - NAVIGATION
TABLE OF CONTENTS
GENERAL 34-00-00 1
Standard 1
Avidyne Entegra IFDS 1
Garmin G500 2
Garmin G1000 Integrated Avionics System (IAS) 2
Garmin G1000 NXi Integrated Avionics System (IAS) 3
Garmin G1000 NXi Integrated Avionics System (IAS) 4
CHAPTER 34 - Navigation
RESERVED 34-21-00 1
AVIDYNE ENTEGRA INTEGRATED FLIGHT DISPLAY SYSTEM (IFDS) 34-22-00 1
Avidyne Entegra Integrated Flight Display System (IFDS) 1
Description 1
Maintenance 1
Primary Flight Display (PFD) 1
Multifunction Display (MFD) 4
Data Acquisition Unit (DAU) 6
Magnetometer/OAT Sensor Assembly 7
Component Locator 7
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CHAPTER 34 - Navigation
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CHAPTER 34 - Navigation
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CHAPTER 34 - Navigation
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CHAPTER 34 - Navigation
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CHAPTER 34 - Navigation
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CHAPTER 34 - Navigation
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CHAPTER 34 - Navigation
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1
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CHAPTER 34 - Navigation
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CHAPTER 34 - Navigation
WIRING 34-97-00 1
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GENERAL
3. Garmin G500
The Garmin G500 System is available in S/N’s 4496291 and up.
NOTE: In S/N’s 4496291 thru 4496324 the Garmin G500 was installed per Garmin’s STC SA02015SE-D
and should be mainained per the ICA provided by Garmin.
The Garmin G500 System provides a Primary Flight Display (PFD) and Multi-Function Display (MFD) in
place of the traditional six-pack (i.e., airspeed, artificial horizon, altimeter, turn and bank, directional gyro/
heading indicator, vertical speed) of primary flight instruments. A typical installation included the following:
A. Pitot and static air sources supply both pitot and static pressure for the Primary Flight Display and
standby airspeed indicator; and static pressure for the standby altimeter.
B. The Primary Flight Display (PFD) and electrically operated standby attitude deviation indicator (ADI)
(i.e. - Artificial Horizon) provide attitude and direction information.
C. A wing-mounted outside air temperature (OAT) probe feeds data to the air data computer for the PFD.
D. A magnetometer mounted in the wing in addition to a Magnetic Compass.
Line maintenance of this system is limited to basic troubleshooting and component replacement. See
“Garmin G500 System” on page 34231.
4. Garmin G1000 Integrated Avionics System (IAS)
S/N’s 4496331, 4496339 thru 4496394 , 4496396, 4496401 thru 4496402, and 4496409 thru 4496411.
The Garmin G1000 system is an integrated avionics system and has a two-panel configuration with two
(2) GDU 104X 10.4-inch LCD panels as the Primary Flight Display (PFD) and Multi-Function Display (MFD).
Functions provided by the system presents flight instrumentation, position, navigation, communication,
and identification information. The system consists of the following Line Replaceable Units (LRUs):
• GDU 104X Display Units (1 ea. PFD and MFD)
• GIA 63W Integrated Avionics Unit (2)
• GEA 71 Engine/Airframe Unit
• GDC 74A Air Data Computer (ADC)
• GTP 59 Outside Air Temperature (OAT) Probe
• GRS 77 Attitude and Heading Reference System (AHRS)
• GMU 44 Magnetometer
• GMA 1347 Audio Panel with Integrated Marker Beacon Receiver
• GTX 33 Mode S Transponder
• GTS 820 TAS (optional)
• GDL 69A Satellite Data Link Receiver (optional)
• GRT 10 XM Remote Control (optional)
An Aspen Avionics Evolution Backup Display (EBD) is also installed as secondary, independent source of
attitude, altitude, airspeed, vertical speed and heading information.
Line maintenance of these systems is limited to basic troubleshooting and component replacement. See
“Aspen Avionics Evolution Backup Display (EBD)” on page 34241 and “Integrated Avionics System -
Garmin G1000” on page 3425011.
PAGE 2
Oct 1/18 34-00-00 34002
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Mar 25/20 34-10-00 34102
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G500-44300 New
(PITOT)
(STATIC)
GDC 74A
AIR DATA COMPUTER
A
(STATIC)
A
(STATIC)
(PITOT)
UP
AFT
TEE (PITOT)
GDC 74A
AIR DATA COMPUTER
VIEW A-A
NOTE: UNRELATED GEOMETRY REMOVED FOR CLARITY
PAGE 4
Mar 25/20 34-10-00 34104
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
86194 AG
STATIC LINE
PFD (PILOT) (REF) PITOT LINE
STATIC LINE
PITOT LINE
PITOT LINE
STATIC LINE
ALTERNATE ALTERNATE
STATIC AIR PITOT LINE STATIC AIR
SOURCE SOURCE
STATIC LINE
UP PITOT LINE
VIEW A-A
A
UP
LOOKING AFT
FWD
86194 AK 3
PFD (PILOT) A
STATIC LINE
PITOT LINE
S P
See DETAIL C
for Garmin G5 EFI
See DETAIL B
for Air Data Computer ASPEN EBD
STANDBY
UNIT
PITOT LINE
STATIC LINE
ALTERNATE
STATIC AIR
SOURCE
LOOKING AFT
UP
RIGHT
ASPEN EBD
STANDBY
UNIT
STATIC LINE
PITOT LINE
ALTERNATE
PITOT LINE STATIC AIR
STATIC LINE SOURCE
PITOT LINE
STATIC LINE UP
PAGE 6
Mar 25/20 34-10-00 34106
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
STATIC LINE
PITOT LINE
PITOT
STATIC
D
DETAIL C
GARMIN G5 EFI
STANDBY
CONNECTOR
COUPLING - QUCIK DISCONNECT
VIEW D-D
Pitot Static System Effectivity
Figure 1 (Sheet 6 of 6) with Garmin G1000 NXi
(8) If a leak rate greater than one (1) knot in 15 seconds is present, check the fixture installation,
hose connections, and pitot system lines and fittings. Repair the leak when found, then repeat
steps (1) thru (7), above.
(9) When equipped with the Avidyne Entegra or the Garmin G500 Flight Display:
Operate the simulator to indicate 140 knots on the airspeed indicator in the pilot’s PFD. Verify
that the airspeed indicator shows within three (3) knots of the simulator indication.
(10) When equipped with the Garmin G1000/G1000 NXi:
(a) Operate the simulator to indicate 140 knots on the pilot’s PFD. Verify that the pilot’s PFD
indicates within three (3) knots of the simulator indication.
(b) Turn OFF the pilot’s PFD.
(c) Repeat step (a) for the standby airspeed indicator.
(d) Turn ON the pilot’s PFD.
(e) Operate the simulator until the overspeed alarm (PFD visual/aural) first activates. Verify that
the simulator indicates an airspeed of 202 to 205 knots.
(f) Increase the simulator airspeed indication to 215 knots.
(g) Decrease the simulator airspeed indication until the overspeed alarm (PFD visual/aural) first
stops. Verify that the simulator indicates an airspeed of less than 202 knots.
(h) Pull the PFD circuit breaker.
(i) Reset PFD circuit breaker.
(11) When equipped with the Avidyne Entegra, the Garmin G500 or G1000/G1000 NXi: turn OFF the
PFD.
(12) Remove fixture, from pitot of pitot-static head, remove static test device from static port, and
remove tape from static button if applicable.
(13) Attach static test fixture to the static port and pitot test port of the aircraft.
(14) When equipped with the Avidyne Entegra, the Garmin G500 or G1000/G1000 NXi turn ON the
PFD.
(15) Set the aircraft altimeter needles to read zero altitude. Operate the static simulator to cause the
aircraft altimeter needles (PFD airspeed, if equipped) to read 1,000 feet altitude. Momentarily
open the alternate static port. There should be a decrease in altimeter indication. If no change
occurs the system is blocked and must be repaired prior to further testing.
(16) Increase altitude to 1,050 feet.
(17) Check that the aircraft altimeter shows an increase.
(18) Observe the aircraft altimeter. Loss of indicated altitude shall not exceed 100 feet in one minute.
(19) If a leak exceeds the tolerance above, check the fixture installation, plumbing and fittings. Repair
the leak when found and repeat the static system checks above.
(20) When equipped with the Avidyne Entegra, the Garmin G500 or G1000/G1000 NXi, turn OFF the
PFD.
(21) Remove the test fixture and tape from the static button. When equipped with Garmin G1000/
G1000 NXi remove the external power source.
PAGE 8
Mar 25/20 34-10-00 34108
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1
TROUBLESHOOTING VERTICAL SPEED INDICATOR
Trouble Cause Remedy
Pointer does not set on Aging of diaphragm. Reset pointer to zero by
zero. means of setting screw. Tap
instrument while resetting.
Pointer fails to respond. Obstruction in static Disconnect all instruments
line. connected to the static line.
Clear line.
Pitot head frozen over. Check individual instruments
Water in static line. for obstruction in lines.
Obstruction in pitot head. Clean lines and head.
Pointer oscillates. Leaks in static lines. Disconnect all instruments
connected to the static
line. Check individual
instruments for leaks.
Reconnect instruments to
static line and test
installation for leaks.
Defective mechanism. Replace instrument.
Rate of climb indicates Water in static line. Disconnect static lines and
when aircraft is banked. blow out lines from cockpit
out to pitot head.
Pointer cannot be reset Diaphragm distorted. Replace instrument.
to zero.
Instrument reads very low Case of instrument Replace instrument.
during climb or descent. broken or leaking.
3. Altimeter
NOTE: For airplanes equipped with Avidyne Entegra, Garmin G500, Garmin G1000/G1000 NXi the
primary altimeter is the Primary Flight Display (PFD).
A. Description and Operation
The altimeter indicates pressure altitude in feet above sea level. The indicator has three pointers and
dial scale, the long pointer is read in hundreds of feet. the middle pointer in thousands of feet and the
short pointer in ten thousands of feet. A barometric pressure window is located on the right side of the
indicator dial and is set by the knob located on the lower left comer of the instrument. The altimeter
consists of a sealed diaphragm that is connected to the pointers through a mechanical linkage. The
instrument case is vented to the static air system and as static air pressure decreases, the diaphragm
expands, causing the pointers to move through the mechanical linkage.
NOTE: If any connection in pilot/static system is opened for maintenance, the entire system must
be rechecked per Pitot / Static System, “Test” on page 34101.
B. Troubleshooting
See Chart 2.
C. Removal and Installation
See 39-10-00.
PAGE 10
Jul 1/17 34-10-00 341010
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 2
TROUBLESHOOTING ALTIMETER
Trouble Cause Remedy
Excessive scale error. Improper calibration Replace instrument.
adjustment.
Excessive pointer Defective mechanism. Replace instrument.
oscillation.
Altimeter sticks at Water or restriction Remove static lines
altitude or does not in static line. from all instruments,
change with change of blow line clear from
altitude. cockpit to pitot head.
Altimeter changes Water in static line. Remove static lines
reading as aircraft from all instruments,
is banked. and blow line clear from
cockpit to pitot head.
High or low reading. Improper venting. Eliminate leak in static
pressure system and check
alignment of airspeed tube.
Setting knob is hard Wrong lubrication or Replace instrument.
to turn. lack of lubrication.
Inner reference marker Out of engagement. Replace instrument.
fails to move when
setting knob is rotated.
Setting knob set screw Not tight when altimeter Tighten instrument
loose or missing. when reset. screw, if loose.
Replace instrument,
if screw is missing.
Cracked or loose Case gasket hardened. Replace instrument.
cover glass.
Dull or discolored Age. Replace Instrument
markings.
Barometric scale and Slippage mating Replace Instrument.
reference markers out parts.
of synchronism.
Barometric scale and Drift in mechanism. See latest revision
reference markers out of AC43.13-1.
of synchronism with
pointers.
4. Airspeed Indicator
NOTE: For airplanes equipped with Avidyne Entegra, Garmin G500 or Garmin G1000/G1000 NXi, the
primary airspeed indicator is the Primary Flight Display (PFD).
A. Description and Operation
The airspeed indicator provides a means of indicating the speed of the airplane passing through the
air. The airspeed indication is the differential pressure reading between pitot air to pressure and static
air pressure. This instrument has the diaphragm vented to the pitot air source and the case is vented
to the static air system. As the airplane increases speed, the pitot air pressure increases, causing the
diaphragm to expand. A mechanical linkage picks up this motion and moves the instrument pointer
to the indicated speed. The instrument dial is calibrated in knots and miles per hour and also has the
necessary operating range markings for safe operation of the airplane.
NOTE: If any connection in pilot/static system is opened for maintenance, the entire system must
be rechecked per Pitot / Static System, “Test” on page 34101.
B. Troubleshooting
See Chart 3.
C. Removal and Installation
See 39-10-00.
Chart 3
TROUBLESHOOTING AIRSPEED INDICATOR
Trouble Cause Remedy
Pointers of static Leak in instrument case Check for leak and seal.
instruments do not or in pitot lines.
indicate properly.
Pointer of instrument Defective mechanism. Replace instrument.
oscillates.
Instrument reads high. Pointer not on zero. Replace instrument.
Leaking static system. Find leak and correct.
Instrument reads low. Pointer not on zero. Replace instrument.
Leaking static system. Find leak and correct.
Pitot head not aligned Realign pitot head.
correctly.
Airspeed changes as Water in pitot line. Remove lines from static
aircraft is banked. instruments and blow
out lines from cockpit
to pitot head.
PAGE 12
Jul 1/17 34-10-00 341012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 14
Oct 1/18 34-10-00 341014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1
TROUBLESHOOTING ATTITUDE DEVIATION INDICATOR
Trouble Cause Remedy
Bar fails to respond. Insufficient vacuum. Check pump and tubing.
Filter dirty. Clean or replace filter.
Bar does not settle. Insufficient vacuum. Check line and pump.
Adjust valve.
Incorrect instrument. Check part number.
Defective instrument. Replace.
Bar oscillates or Instrument loose in Tighten mounting
shimmies continuously. panel. screws.
Vacuum too high. Adjust valve.
Defective mechanism. Replace instrument.
Instrument tumbles in flight. Low vacuum. Reset regulator.
Dirty filter. Clean or replace filter.
Line to filter restricted. Replace line.
Plug missing or loose Replace or tighten plug.
in instrument
Instrument does not Instrument not level Loosen screws and level
indicate level flight. in panel. instrument.
Aircraft out of trim. Trim aircraft.
Bar high after 180° Normal, if it does not
turn. exceed 1/16 inch.
2. Directional Gyro
NOTE: In airplanes equipped with Avidyne Entegra, Garmin G500 or Garmin G1000/G1000 NXi, no air-
driven Directional Gyro is installed. In those installations, this function is provided by the Primary
Flight Display (PFD).
A. Description and Operation
The directional gyro is a flight instrument incorporating an air-driven gyro stabilized in the vertical plane.
The gyro is rotated at high speed by lowering the pressure in the airtight case and simultaneously
allowing atmospheric air pressure to enter the instrument against the gyro buckets. Due to gyroscopic
inertia, the spin axis continues to point in the same direction even though the aircraft yaws to the right
or left. This relative motion between the gyro and the instrument case is shown on the instrument dial
which is similar to a compass card. The dial, when set to agree with the airplane magnetic compass
provides a positive indication free from swing and turning error. However, the directional gyro has no
sense of direction and must be set to the magnetic compass, since the magnetic compass is subject
to errors due to magnetic fields, electric instruments, etc., the directional gyro is only accurate for the
heading it has been set for. If the gyro is set on 270°, for instance, and the aircraft is turned to some
other heading, there can be a large error between the gyro and the magnetic compass due to the error
in compass compensation, this will appear as gyro precession. The gyro should only be checked on
the heading on which it was first set, also due to internal friction, spin axis error, air turbulence and
airflow, the gyro should be set at least every 15 minutes for accurate operation, whether it has drifted
or not.
B. Troubleshooting
See Chart 2.
C. Removal and Installation
See 39-10-00.
Chart 2
TROUBLESHOOTING DIRECTIONAL GYRO
Trouble Cause Remedy
Excess drift in either direction. Setting error. Reset per paragraph A.
Defective instrument. Replace instrument.
High or low vacuum.
If vacuum is not correct,
check for the following:
a. Relief valve a. Adjust.
properly adjusted.
b. Incorrect Instrument b. Replace Instrument.
reading.
c. Pump failure. c. Repair or replace.
d. Vacuum line kinked d. Check and repair.
of leaking. Check for collapsed
inner wall or hose.
Dial spins during turn. Limits (55° bank) of Recage gyro in level
gimbal exceeded. flight.
Dial spins continuously. Defective mechanism. Replace Instrument.
PAGE 2
Jul 1/17 34-20-00 34202
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
101828 B
GNS-430 (#1) GNS-430 (#2)
COMM/NAV/GPS COMM/NAV/GPS
STANDBY
AIRSPEED
INDICATOR
STANDBY 40
ATTITUDE
200
PFD MFD
180 AIRSPEED 60
INDICATOR 160
140
KN TS 80
100
120
STANDBY
ALTIMETER
0
9 1
8 ALT 2
7 3
6 4
5
PHONE PHONE
MIC MIC
PAGE 41
Mar1/17
Jul 25/20 34-20-00 34204
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
The King KCS-55A may be installed as an option in Standard equipped airplanes, S/N’s 4496001 thru
4696030; and, 4496222 & up.
(1) Flux Detector
See “Figure 2” on page 34206.
A flux detector installed in the left wing tip, by W.S. 206.60, provides heading data to the HSI.
CAUTION: PERFORM MAGNETIC HEADING COMPENSATION/CALIBRATION, BELOW,
WHENEVER THE FLUX DETECTOR IS CHANGED.
(a) Removal
1) Remove the left wing tip fairing to expose the flux detector.
2) Disconnect the wiring harness from the top of the flux detector.
3) To remove the flux detector, remove the three (3) brass screws and washers attaching
it to mounting bracket.
(b) Installation
CAUTION: THE FLUX DETECTOR IS SECURED TO THE MOUNTING BRACKET WITH
BRASS SCREWS. ENSURE ONLY BRASS SCREWS ARE USED WHEN
REINSTALLING.
1) Place the flux detector into position on its mounting bracket and secure with brass
screws and washers (3 ea.).
2) Connect wiring harness to the connector on top of the flux detector.
3) Reinstall the left wing tip.
NOTE: Ensure correct hardware is used when reinstalling wing tip over flux detector.
(2) Flux Detector Index Error
(a) Place the airplane in simulated flight conditions:
1) Check to see that the doors are closed and flaps are in retracted position
2) Have the engines running at idle (1000 rpm), with the airplane at a level flight attitude.
3) Put the battery master, alternator and all radio switches in the ON position.
4) Power ON the KCS-55A (allow to synchronize).
5) Turn lights – recognition, instrument panel, navigation, position, and strobe – ON.
(b) Place the aircraft on a compass rose in each of the four cardinal headings. At each cardinal
heading, with the slaving control in the “Free Gyro” position, center the slave meter with
the manual slave buttons on the slaving control, and record the difference (plus or minus)
between the cardinal heading and the indicator heading.
(c) Add the four differences, and divide the sum by four. The result is the index error.
(d) Loosen the mounting screws on the flux detector, and rotate the unit as required to cancel
the index error (ex.: if the index error is +2°, set the indexing device at -2°).
(e) Retighten the mounting screws.
(3) Slaving Control Compensator Check and Adjustment
Place the aircraft in simulated flight conditions ass described in Flux Detector Index Error,
above.
(a) Place the slaving control in the “Free Gyro” position
NOTE: In the following steps, use a brass or other non- magnetic screwdriver to make
adjustments to compensator screws.
(b) Place the aircraft on the North compass rose heading. Rotate the indicator card to North
using the manual slave buttons on the slaving control. With a non-magnetic screwdriver in
the N/S opening on the slaving control, center the slave meter.
(c) Place the aircraft on the East compass rose heading. Rotate the indicator card to East using
the manual slave buttons on the slaving meter. With a non-magnetic screwdriver in the E/W
opening on the slaving control, center the slave meter.
(d) Place the aircraft on the South compass rose heading. Rotate the indicator card to South
using the manual slave buttons on the slaving control. With a non-magnetic screwdriver
in the N/S opening on the slaving control, adjust to remove one-half (1/2) of the existing
deviation shown by the slave meter.
(e) Place the aircraft on the West compass rose heading. Rotate the indicator card to West
using the manual slave buttons on the slaving control. With a non-magnetic screwdriver
in the E/W opening on the slaving control, adjust to remove one-half (1/2) of the existing
deviation shown by the slave meter.
104741 A
104569 F
LEFT WING TIP, LOOKING DOWN 104044 F
06256 H
LOOKING INBOARD
F.S.
SCREW AND WASHER 106.628
(3 REQ.) (REF.)
W.S.
206.60
(REF.)
FLUX DETECTOR
HARNESS
FLUX DETECTOR
FWD
PAGE 6
Jul 1/17 34-20-00 34206
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(f) If deviation (difference between actual magnetic heading and what compass indicates on
that particular heading) exceeds ± 10° on any heading, instrument replacement may be
necessary. To verify, do the following:
1) Check whether any magnetic metals are near compass (tools, flashlights, pocket
knives, wristwatches, etc.)
2) Check to be sure screwdriver being used to make adjustments is either fiber or a non-
magnetic metal, such as brass.
3) When satisfied that errors in excess of 10° are the fault of the instrument, replace
instrument. After installing a new instrument, repeat procedures (1) and (2).
(g) After all adjustments are completed, the indicator shall read within ± 2° of any compass rose
heading on which the aircraft is placed.
B. S-TEC ST-180 Slaved Compass (with HSI)
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S) WHEN SERVICING
OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION SUPPLEMENTARY
PUBLICATIONS.)
The S-TEC ST-180 HSI Slaved Compass System may be installed as an option in Standard equipped
airplanes, S/N’s 4496031 thru 4496221.
(1) Flux Detector
See “Figure 2” on page 34206.
A flux detector installed in the wing tip of the left wing is used to provide heading data to the HSI.
(a) Removal
CAUTION: PERFORM MAGNETIC HEADING COMPENSATION / CALIBRATION,
BELOW, WHENEVER THE FLUX DETECTOR IS CHANGED.
1) Remove the left wing tip fairing to expose the flux detector.
2) Disconnect the wiring harness from the top of the flux detector to be removed.
3) Unscrew and remove the three brass screws and washers and remove the flux detector.
(b) Installation
CAUTION: THE FLUX DETECTOR IS SECURED TO THE MOUNTING BRACKET WITH
BRASS SCREWS. ENSURE ONLY BRASS SCREWS ARE USED WHEN
REINSTALLING.
1) Place the flux detector into position on its mounting bracket and secure with brass
screws and washers (3 ea.)
2) Connect wiring harness to the connector on top of the flux detector.
3) Reinstall the Left wing tip.
NOTE: Ensure correct hardware is used when reinstalling wing tip over flux detector.
Accuracy of the entire heading system is dependent on the location of the flux detector and
proper calibration. Accuracies of plus or minus one degree are possible when care is taken
during installation and calibration. To obtain such results:
The flux detector must be positioned so that it points in the direction of aircraft flight; and,
the north-south and east-west correctors must be adjusted to compensate for extraneous
magnetic fields near the location of the flux detector.
(a) Required Equipment
Instrument Flight Research Corp. RF signal generator NAV-40IL or equivalent. Characteristics
of the signal generator include: Frequency ranges 108 to 118 MHz, 117 to 136 Mhz, 328 to
336 MHz; +1/-0.01% accuracy, output level continuously adjustable from 1 .0uV to 0.1V into
a 50 ohm load; 50 ohm output impedance; and internal adjustable or stepped VOR, LOC,
and GS modulation. The RF signal generator should be portable and convenient for use
while sitting in the aircraft cockpit.
(b) Procedure
1) Apply power to the Model ST-180 HSI System. Allow at least three (3) minutes for the
gyro to erect and synchronize.
2) Prior to actual alignment of the flux sensor, turn the aircraft to both north and east
headings. Apply power to electrical equipment such as navigation and beacon lights
and verify that the compass system is not affected.
3) Align the aircraft to an approximate magnetic north heading. On “Chart 3” on page
34209, record the actual magnetic heading and the HSI heading card reading.
4) Determine and record on “Chart 3” on page 34209 the deviation between the actual
magnetic heading and the heading card heading. If the heading card reads high, the
deviation is a plus.
5) Repeat steps 3 and 4 for east, south, and west headings. Record actual magnetic
headings, heading card readings, and deviations on “Chart 3” on page 34209.
6) Plot deviations on the initial deviation graph in “Figure 3” on page 34209.
7) Realign the aircraft to north. Adjust the north-south corrector on the Slaving Panel,
for one half of the difference between the north and south deviations. Record the new
deviation for north and south on the initial deviation graph in “Figure 3” on page 34209.
8) Realign the aircraft to east. Adjust the east-west corrector on the Slaving Panel, for one
half the difference between the east and west deviations. Record the new deviation for
east and west on the initial deviation graph in “Figure 3” on page 34209.
9) If the pattern is not centered around zero, rotate the flux sensor clockwise to correct for
minus deviations or counterclockwise for plus deviations. Plot final deviations on the
final deviation graph in “Figure 3” on page 34209.
10) The deviations should now center around the zero reference line of the graph. If the
error exceeds the specified system error limits (± 3°), repeat the complete procedure.
PAGE 8
Jul 1/17 34-20-00 34208
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 3
ST-180 DEVIATION CHART
Approx. Magnetic Actual Magnetic Heading Card
Heading Heading Reading Deviation
North
East
South
West
PPS60191
+10 + 4
+ 8
+ 6 + 2
+ 4
+ 2 0
0
- 2 - 2
- 4
- 6 - 4
- 8
-10
Effectivity
ST-180 Deviation Graphs (Optional) 4496031 thru 4496221
Figure 3 Standard Equipped Airplanes
C. Magnetic Compass
(PIR-PPS60061, Rev. H.)
PAGE 10
Jul 1/17 34-20-00 342010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 4
TROUBLESHOOTING - MAGNETIC COMPASS
Trouble Cause Remedy
Excessive card error. Compass not properly Compensate instrument.
compensated. (See Magnetic Compass,
Adjustment.)
External magnetic interference. Locate magnetic
interference and eliminate,
if possible.
Excessive card oscillation. Insufficient liquid. Replace instrument.
Card sluggish. Weak card magnet. Replace instrument.
Excessive pivot friction Replace instrument.
or broken jewel.
Liquid leakage. Loose bezel screws. Replace instrument.
Broken cover glass. Replace instrument.
Defective sealing gaskets. Replace instrument.
Discolored markings. Age. Replace instrument.
Defective light. Burned out lamp or Check lamp or
broken circuit. continuity of wiring.
Card sticks. Altitude compensating Replace instrument.
diaphragm collapsed.
Card does not move when The gears that turn Replace instrument.
compensating screws are compensating magnets
turned. are stripped.
Compass swings erratically Indicative of radio or wiring Check radio and wiring
when radio transmitter is keyed. harness problems. harnesses.
PAGE 12
Oct 1/18 34-20-00 342012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
5. Turn Coordinator
NOTE: In airplanes equipped with Avidyne Entegra, Garmin G500, or Garmin G1000/G1000 NXi, this
function is performed by the Primary Flight Display (PFD). Additionally, in airplanes equipped with
Avidyne Entegra, Garmin G500, or Garmin G1000 with S-TEC Autopilot, a blind-mounted turn
coordinator is installed to feed rate information to the autopilot.
A. Description and Operation
Unlike the conventional turn and slip indicator, the electrically operated gyroscope in the turn
coordinator is canted. However, like conventional turn and slip indicator, it works on the principal of
precession. By canting the gyro, the instrument not only measures rate of turn, but also measures
rate of roll. With this indicator, if the aircraft is rolled right and left rapidly, the indicator will move,
measuring the rate at which the airplane is rolled by indicating a turn in the direction of the roll. If the
aircraft is held in a bank, and rudder is applied (such as when slipping), the needle indicator will come
back to neutral, indicating no turn.The slip/skid portion of the indicator is a ball sealed in a curved
glass tube filled with damping fluid. In the previous example, It would indicate the airplane is slipping.
By utilizing rudder and aileron to establish the airplane in a desired rate of turn will eventually establish
the airplane in a coordinated turn at the desired rate.
B. Troubleshooting
See “Chart 5”.
C. Removal and Installation
See 39-10-00.
Chart 5
TROUBLESHOOTING TURN COORDINATOR
Trouble Cause Remedy
Instrument fails to respond Foreign matter lodged in Replace instrument.
when power is being applied instrument.
to instrument.
Incorrect sensitivity. Out of calibration. Replace instrument.
Incorrect turn rate. Out of calibration. Replace instrument.
Ball sticky. Flat spot on ball. Replace instrument.
Ball not in center when aircraft Instrument not level in panel. Level instrument.
is correctly trimmed in wings
level flight.
Instrument will not run No power to instrument. Check appropriate circuit
breaker on pilot’s circuit
breaker panel.
Check circuit and repair.
Instrument malfunction. Replace instrument.
PAGE 14
Jul 1/17 34-20-00 342014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
RESERVED
PAGE 2
Jul 1/17 34-21-00 34212
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Use 700-00006-0XX PFD & 700-00011-0XX Mag/OAT ICA, Avidyne Document No. AVPFD-174,
Revision 03, or later, with the following exceptions:
NOTE: If any connection in pilot/static system is opened for maintenance, the entire system must
be rechecked per Pitot / Static System, “Test” on page 34101.
NOTE: Before attempting to set-up the PFD, ensure the GNS-430(s) / GNS-430W(s) have
been configured per the Post-Installation Set-up Procedure under COM/NAV/GPS in
34-50-00.
NOTE: In S/N’s 4496180 and up, before attempting to set-up the PFD, ensure the GTX-330
is configured per the Post-Installation Set-up Procedure under Transponder, S/N’s
4496180 and up, in 34-50-00.
NOTE: Whenever the PFD is replaced perform the setup / calibration procedures specified in
Avidyne Document No. AVPFD-174 as modified below.
(a) In para 5.1, for airplanes equipped with PFD Software 530-00194-000 or later, the “ADU
Calibration” referenced in conjunction with the bi-annual altimeter check can be performed
by following the prompts from the ADU Calibration page.
(b) In para 6, “Troubleshooting Information,” in the chart where it says “OAT (Option),” cross
out “option.” The OAT is standard in the Piper installation.
Effectivity
34221
with Avidyne Entegra
34-22-00 MarPAGE 2
1
Jul25/20
1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(c) In para 7.2, “Primary Flight Display Installation,” and “Figure 3”, the standard Avidyne
installation describes alignment and mating pins and retaining clips on the sides of the
PFD. For the Piper installation, however, there is only a single alignment pin on the top of
the PFD engaging a slot in the upper rear cross bracket. (See “Figure 2” on page 34228.)
(d) In para 7.5.1, apply power by turning the Battery Master Switch ON or by applying
external power and turning the Radio Master Switch ON.
In airplanes equipped with PFD Software 530-00194-000 or later, when the
countdown is finished and the system setup page appears, select the “System Info” tab
and verify checksums have no “FAILED” or “PENDING” messages.
(e) In airplanes equipped with PFD Software 530-00194-000 or later, at the end of para 7.5.2.1,
add the following:
With 44-180 selected verify the following:
PFD Serial Number: XXXXXXXXXXX
S/W Version ID: XXXXXXXXXXX
Aircraft Make: Piper
Model: PA-44-180
Pitch Offset: 0.0
Avionics:
GPS 1: Garmin GNS-430/530
GPS 2: Garmin GNS-430/530
VHF 1: Garmin GNS-430/530
VHF 2: Garmin GNS-430/530
Autopilot: S-TEC System 55x OR Not Installed
Engine DAU1: “Moritz DAU”
Engine DAU2: “Moritz DAU”
ADF: Not Installed
Radar Altimeter: Not Installed
Copilot PFD: Not Installed
Dimming Bus: 28 VDC
NOTE: If GPS 1, GPS2, VHF 1, or VHF 2 do not display the correct Garmin unit, proceed
to para 7.7 in Avidyne Document No. AVPFD-174 as modified by step (h), below,
and update the display. Then repeat step (e).
(f) Following para 7.5.3, add the following:
1) Rotate the lower left control knob to select the Display Set-up Page by highlighting the
“Display” tab at the bottom of the screen.
2) Press the “Trim Ann” Line Select Key (L1) until “SHOW” is displayed.
3) Press the “A/P Annun” Line Select Key (L2) until “SHOW” is displayed.
4) Press the “V-Speeds” Line Select Key (L3) until “SHOW” is displayed.
5) Press the “Horiz Marks” Line Select Key (R3) until “SHOW” is displayed.
6) Depress the “ARS” (Aircraft Reference Symbol) Line Select Key (R4) until “DELTA” is
displayed.
Effectivity
PAGE 21
Mar1/17
Jul 25/20 34-22-00 with Avidyne Entegra
34222
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
34223
with Avidyne Entegra
34-22-00 MarPAGE 2
3
Jul25/20
1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
NOTE: If the fuel quantity calibration data stored in the original MFD was copied and reloaded
into the new or replacement MFD, recalibration of the fuel quantity indicating system is
not required when an MFD is replaced.
(a) In para 2, “Description,” capabilities 7 and 8 are standard (not optional) in the Piper
installation. Cross out “(optional)” beside those capabilities only.
(b) Replace items 3 and 4 in paragraph 7.3.1, Maintenance Mode Access with the following:
1) At the prompt “Press any bezel key to continue”, press any LSK. This places the screen
at the exceedance page. Press O.K. to acknowledge exceedances and to continue to
the Initial Usable Fuel page. Depress the “Fuel Done” LSK (R4).
2) Rotate the left knob clockwise until the AUX page is displayed.
(c) Replace paragraph 7.3.2.1, GAMA 429 Graphics Setup (EX5000 only), with the following:
1) From the Maintenance page, depress the LSK (L1) to access the GPS/FMS Setup
page.
2) Using the right knob to select the configuration field and the left knob to select the
desired configuration; configure the GPS/FMS Setup page for the following conditions:
Receiver 1: GAMA 429 FORMAT
Port: ARINC 429 RX 1
Speed: LOW
Effectivity
PAGE 41
Mar1/17
Jul 25/20 34-22-00 with Avidyne Entegra
34224
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(e) Replace paragraph 7.3.5.1, TAS (SkyWatch & Bendix King) Setup, with the following:
1) If equipped with SKY-497, configure the Traffic Setup page for the following conditions:
Sensor: TAS
Port: ARINC 429 3
TAS Type: SKYWATCH
External Controller Box: NOT CHECKED
or
2) If not equipped, configure the Traffic Setup page for the following conditions:
Sensor: TIS-G
Port: ARINC 429 3
3) Press the SAVE button.
(f) Replace paragraph 7.3.8, Map Setup, with the following:
1) From the Maintenance Setup page, depress the LSK (R1) to access the MAP Setup
page.
2) Using the right knob to select the configuration field and the left knob to select the desired
configuration; configure the Map Heading Setup page for the following conditions:
Map Heading: FMS/GPS
3) Press the SAVE button.
(g) Replace paragraph 7.3.10.1, Engine Sensor Setup, with the following:
1) From the Maintenance Page, depress the LSK (L4) to access the Traffic Setup page.
2) Using the right knob to select the configuration field and the left knob to select the
desired configuration. Configure the Engine Setup page for the following conditions:
Aircraft Model: PA-44-180 (Seminole)
Left Engine Serial Port: RS232 4
Right Engine Serial Port: RS232 2
Vacuum System Installed: Box CHECKED if aircraft is deice equipped,
(if present) Box NOT CHECKED if aircraft is not deice equipped
3) Press the SAVE button.
4) When configuring a MFD for the first time only, the following setup box appears:
“Select ACFT Model and Port(s).” Select “Resync.”
Effectivity
34225
with Avidyne Entegra
34-22-00 MarPAGE 2
5
Jul25/20
1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(h) After completing the previous procedures, complete the Aircraft Setup procedure as
follows:
1) From the Maintenance page, depress the LSK (R2) to access the AIRCRAFT Setup
page.
2) Using the right knob to select the configuration field and the left knob to select the
desired configuration; configure the AIRCRAFT Setup page for the following conditions:
Narrowcast: Quake SC
Port: RS232 6 (Datalink Default)
Broadcast: XM Radio
Port RS232 1 (If XM installed
Aux Data Entegra PFD
Port: ARINC 429 4
Dimming Bus Voltage: No setting required
Brightest Dimming Voltage: 24.0 Volts
Darkest Dimming Voltage: 5.0 Volts
3) Press the SAVE button.
(i) See 28-40-00 for Fuel Quantity Indicator calibration.
(3) Data Acquisition Unit (DAU)
(a) Use 200-00041-000 DAU ICA, Avidyne Document No. AVSIU-011, with the following
exceptions:
1) In para 6, in Table 2 - DAU Pinout, pins J1-2 and J1-21 have No Connection in the
Piper installation.
2) In para 6, in Table 4 - DAU Sensor Compatibility, parameter VAC is not used in the
Piper installation.
(b) Removal and Installation
NOTE: Whenever the DAU is replaced, recalibrate the Fuel Quantity Indicator per Optional
Installation, 28-40-00.
The DAU’s are mounted on the forward side of the nacelle bulkhead assembly for each
engine. Maintenance is on condition. (See “Figure 2” on page 34228).
Effectivity
PAGE 61
Mar1/17
Jul 25/20 34-22-00 with Avidyne Entegra
34226
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
101828 B
ARROW
POINTING
FWD
FWD OUTBD
MAGNETOMETER
Magnetometer/OAT Installation
Figure 1
Effectivity
34227
with Avidyne Entegra
34-22-00 MarPAGE 2
7
Jul25/20
1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
MFD
STANDBY
PFD ATTITUDE
INDICATOR
MFD
STANDBY
ALTIMETER
Effectivity
PAGE 81
Mar1/17
Jul 25/20 34-22-00 with Avidyne Entegra
34228
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
101828
MFD
PFD
ANTENNA
P505 COUPLER
FORWARD OF INSTRUMENT PANEL
P503
LOOKING FORWARD TO GNS-430 # 2 P501
P502
TO MFD
AVIONICS HARNESS ASSY
TO COM 2 ANT
VIEW A
Effectivity
34229
with Avidyne Entegra
34-22-00 MarPAGE 2
9
Jul25/20
1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
101828
DAU
VIEW A
LEFT SIDE SHOWN, RIGHT SIDE OPPOSITE
NACELLE BULKHEAD ASSEMBLY, LOOKING AFT
W.S.
148.60
A
MAGNETOMETER
(SEE FIGURE 2)
FWD
J729
P729
W.S. W.S.
93.66 69.24
Effectivity
PAGE 10
1
Mar1/17
Jul 25/20 34-22-00 with Avidyne Entegra
342210
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
101828 B
J335
P3402 P3401
GMA-340 (REF)
AIR COM
P43021
GPS P43011
P43061
NAV
G/S GNS-430 #1 (REF)
AIR COM
P43022
P43012
GPS
P43062
BLUE WIRES TO
LIGHTING
BLACK WIRES TO
GROUND
STBY
(J730) AIRSPEED
(J732) (P732) INDICATOR
STBY
(J530) (J731) ATTITUDE
(J733) INDICATOR
(P731) (P730)
(P530) STBY
(P733) ALTITUDE
MFD PFD
INDICATOR
DC
MA
-37
P3301
GTX-330 PHONE/MIC
TRANSPONDER WIRING
(P304F)
TO J104F
TO J205F TO PILOT CONTROL WHEEL WIRES
TRANSPONDER E7S20
(P305F) ANTENNA (TO EXCEEDANCE ALERT HORN)
COPILOT CONTROL WHEEL WIRES
Effectivity
342211
with Avidyne Entegra
34-22-00 Mar
PAGE
PAGE11 2
Jul25/20
1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GMA-340
(P531)
GNS-430 #1 (P43061)
(J530)
GNS-430 #2
DCMA
-37
(P5721) (P1061)
(P871) (P872)
FS
62.94
REF GNS-430 #2
MFD
COMM ANT
(P531)
PFD
FWD
(GROUND BLOCK CONNECTOR)
(MFD - P503 TO J3) (ANTENNA - P501 TO J1)
ANTENNA COUPLER
Effectivity
PAGE 12
1
Mar1/17
Jul 25/20 34-22-00 with Avidyne Entegra
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
34231
with Garmin G500
34-23-00 PAGE 1
Jul 1/17
PIPER AIRCRAFT, INC.
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MAINTENANCE MANUAL
Magnetometer
GMU 44
RS-232 RS-485
ARINC 429
AHRS
RS-232
GRS 77
ARINC 429
ARINC 429
Air Data Computer
RS-232
GDC 74A
PFD / MFD Display
Analog GDU 620
Temperature Probe
GTP 59
ARINC 429 (GPS Navigator)
Course Error
Heading Error
ARINC 429 (Autopilot)
Discretes
ARINC 429 (NAV)
ARINC 429 (GPS)
RS-232 (MapMX)
Sin/Cos + Valid
ARINC 429 (GPS)
Flight Director
Analog Audio
Time Mark
ARINC 429
RS-232 (MapMX)
RS-485
ARINC 429 (NAV)
HSDB
Time Mark
KR-87
ADF
SKY 497
GNS 430W Skywatch
GDL 69A
Datalink
GNS 430W
COM/NAVGPS HSDB
OR WX-500
2 ARINC 453
Stormscope
ARINC 429
S-Tec 55X
190-01102-06, Rev. 6 Autopilot
G500-44000 C
Effectivity
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Jul 1/17 34-23-00 with Garmin G500
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
34233
with Garmin G500
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PIPER AIRCRAFT, INC.
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MAINTENANCE MANUAL
C. Recommended Tools
The following tools (or equivalent) are recommended to perform various maintenance tasks on the
G500 system.
(1) Calibrated voltmeter capable of measuring 0–32 Volts DC.
(2) Ground Power Unit (Capable of supplying 28 Vdc).
(3) #2 Phillips Screwdriver.
(4) 3/32nd inch Hex Tool.
(5) Standard sockets & wrenches (3/8”, 9/16”, and 13/16”).
(6) Calibrated torque wrench capable of measuring 0–70 in/lbs.
(7) Calibrated digital Level with 0.25 degrees of accuracy capability.
(8) Calibrated VHF NAV/COM/ILS ramp tester.
(9) Calibrated transponder ramp tester including Mode S capability for Mode S transponder
equipped aircraft.
(10) Calibrated digital thermometer suitable for measuring ambient temperature.
(11) Air Data Test Set (ADTS) capable of simulating altitude up to the aircraft’s service ceiling.
(12) Headset/Microphone.
(13) Outdoor line-of-site to GPS satellite signals or GPS indoor repeater.
(14) Laptop with RS232 emulation software.
(15) WX-PA portable analyzer kit (If Stormscope is installed).
(16) Laser Square with a line accuracy of ± 3/32nd inches end-to-end at 15 feet perpendicular
distance (or better) is optional, but recommended.
(17) Protractor tool.
Effectivity
PAGE 4
Jul 1/17 34-23-00 with Garmin G500
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
34235
with Garmin G500
34-23-00 PAGE 5
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1 (Sheet 1 of 2)
TROUBLESHOOTING GDU 620 SYSTEMS
Problem Cause Solution
Unit does not power up – Improper wiring; circuit breaker Ensure power is properly
blank screen. open wired to the GDU 620 and
the circuit breaker is
closed.
Unit intensity turned down. Ensure that unit is not in
manual intensity control
mode with the intensity
turned down.
All expected configuration An Installer Unlock Card is not Insert the Installer Unlock
pages are not displayed. inserted into the GDU 620. Card P/N 010-00769-60
into the bottom slot of the
GDU 620 and cycle power.
The GDC OAT probe type The RS-232 connection to the Ensure that the GDC 74A
shows up as UNKNOWN GDC 74A is not working. RS-232 connection to the
GDU is properly wired, and
ensure that the GDC 74A
circuit breaker is closed.
When loading software, the The software loader card is Insert the loader card in the
LRU software is not being installed in the bottom slot of the top slot and cycle power to
displayed on the GDU 620. the GDU.
SOFTWARE UPLOAD page.
The software loader card contains Repeat the process for
no information. making the software loader
card.
Configuration errors are The configuration module has not Update the configuration
displayed on power-up, been updated. module – refer to Updating
before the GDU enters the Configuration Module.
normal mode.
Vertical GPS deviation is not For 430W Series units, the Enable Labels on the 430W
displayed on the GDU 620. ARINC 429 vertical deviation unit ARINC 429
labels are not being transmitted. configuration page.
Unable to control the GPS The GPS navigator is not correctly Configure the ARINC 429
course when in OBS mode. configures as LNAV1/2 or inputs/outputs for LNAV1
SYS1/2. (SYS1) or LNAV2 (SYS2)
based upon whether the
navigator is GPS1 or GPS2.
Data is not being received ARINC 429 bus hi and low are Verify wiring.
from an ARINC 429 device. swapped.
(valid data is being received
on the 429 input port as Wrong device is connected to port Use correct ports (refer to
shown on the GDU 620 on GDU 620. Chapter 91 - Wiring
PORT MONITORING page) Diagrams for interconnect
details).
Effectivity
PAGE 6
Jul 1/17 34-23-00 with Garmin G500
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PIPER AIRCRAFT, INC.
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MAINTENANCE MANUAL
CHART 1 (Sheet 2 of 2)
TROUBLESHOOTING GDU 620 SYSTEMS
Problem Cause Solution
Data is not being received On the transmitting LRU, the Set the ARINC 429
from an ARINC 429 device. ARINC 429 transmitter speed is transmitter speed to
(no data is being received on not set correctly. correct speed.
the 429 input port as shown
on the GDU 620 PORT Wiring is not correct. Check for continuity/shorts
MONITORING page) and correct as required.
Attitude and heading on GDU Attitude and heading errors/resets This is expected behavior
620 red ‘X’ / GRS 77 resets are possible if the air data tests and no troubleshooting is
during air data ground are conducted indoors without a required if this occurs. To
testing. good GPS signal. With marginal reduce the chances of
or no GPS signals present, inducing attitude and
sudden changes in airspeed heading errors/resets while
caused by using a pressure tester conducting the air data
may result in attitude and heading tests, ensure that the G500
errors and possibly cause the is receiving good GPS
GRS 77 to reset. This occurs signals.
because the artificial changes in
airspeed cause disagreement with
the other sensor measurements
internal to the GRS 77. This
sensor disagreement will not
occur in the normal conditions of
flight.
Heading red ‘X’ during air Invalidation of heading is possible This is expected behavior
data ground testing if the air data tests are conducted and no troubleshooting is
indoors, due to typical magnetic required if this occurs.
anomalies, even with a good GPS
signal.
Effectivity
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with Garmin G500
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PIPER AIRCRAFT, INC.
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MAINTENANCE MANUAL
Chart 2 (Sheet 1 of 4)
TROUBLESHOOTING GDU 620 ALERTS
Trouble Cause Remedy
AHRS1 GPS AHRS is not receiving any GPS Verify navigator is on, has
information. GPS signal, not in self-test.
AHRS1 GPS AHRS 1 operating exclusively Ensure that at least one
in no-GPS mode. GPS has acquired
a valid position.
AHRS is not receiving any GPS If GDU 620 does not have
information. a valid position, verify
wiring between GDU and
GPS receiver, and
configuration of GDU 620
and GPS receiver.
If GDU has a valid GPS
position, verify wiring
between GDU and GRS.
Also verify time mark
wiring.
AHRS1 GPS AHRS1 is not receiving GPS Verify GPS2 unit operation.
information from GPS2.
AHRS1 GPS AHRS1 is using the backup Primary GPS nav data not
GPS information (GPS2) forwarded to AHRS.
AHRS1 SRVC AHRS magnetic field model Update GRS 77 IGRF
should be updated. Appears on model (current model
ground only. is with aviation database).
AHRS1 TAS AHRS is not receiving true GDC not powered up.
airspeed from ADC. Close ADC C/B.
GDC not receiving input
from GTP 59 OAT probe.
Verify wiring is correct.
ARINC 429 connection
from GDC 74A to GRS 77
is not working. Verify wiring
is correct.
CAL LOST Registry reports that it has lost Contact Garmin Technical
calibration data. Support.
CNFG MODULE The configuration module is Verify wiring to
inoperative. configuration module
Replace configuration
module.
Effectivity
PAGE 8
Jul 1/17 34-23-00 with Garmin G500
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 2 (Sheet 2 of 4)
TROUBLESHOOTING GDU 620 ALERTS
Trouble Cause Remedy
DATA LOST Pilot stored data was lost. Recheck data and settings.
DIAG MODE System is in Diagnostic Mode.
FAN 1/2 FAIL Fan 1/2 has reported 0 RPM when
it was powered with a PWM duty
cycle higher than or equal to 10%
GDL69 CONFIG The GDL 69 configuration With the GDU 620 in
information stored in the GDL 69 configuration mode, go to
and the GDU 620 configuration the GDL 69 page in the
module do not match. GDL page group. Verify that
the SET and ACTIVE
configuration settings are
the same. If not, use the
SET>ACTV soft key to
copy the configuration
settings from the GDU 620
into the GDL 69.
The GDL 69 configuration was Update the GDL 69
updated using another LRU (e.g. configuration using the
the GNS 400W). GDU 620.
GDU CONFIG This error appears whenever the Cycle power to the GDU.
GDU is replaced with a GDU that This error automatically
was configured for a different clears on the second power
installation. up with a different
configuration module.
Error in the configuration of the
GDU 620.
GDU (1/2) COOLING Specific GDU has poor cooling, Ensure fans on indicated
and power usage is being GDU are functioning.
reduced. Ensure fans on indicated
GDU are not obstructed
GDU (1/2) DB ERR Error in specific database, where
GDU (1/2) DB denotes specific
database.
GDU (1/2) VOLTAGE GDU supply voltage is below Increase the voltage above
12 VDC. 12VDC.
GEO LIMITS Location is too far north/south for
GRS 77 magnetic compass.
GPS(1/2) FAIL No GPS1 or GPS2 data is Ensure GPS (1/2) is turned
available. on. Verify RS-232 wiring
from the GPS to the
GDU 620.
Effectivity
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with Garmin G500
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PIPER AIRCRAFT, INC.
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MAINTENANCE MANUAL
Chart 2 (Sheet 3 of 4)
TROUBLESHOOTING GDU 620 ALERTS
Trouble Cause Remedy
GPS(1/2) PPS Failure This alert will be set if the PPS Ensure GPS (1/2) is turned
signal has not been received in on.
more than 5 sec. If the unit is Verify 1PPS wiring from the
configured for dual GPSs then the GPS to the GDU 620.
side will be specified in the error.
GPS2 FPL USED The GPS1 has failed and GPS2 is
configured and operating.
HDG FAULT AHRS magnetometer fault has GRS 77 not receiving
occurred. information from GMU 44.
Verify wiring to GMU 44.
HDG LOST Heading from the GRS77/ Caused by a local magnetic
GMU 44 is not valid. anomaly. No action
required.
<LRU> SERVICE Specific LRU should be serviced, Return indicated LRU to
where <LRU> denotes specific Garmin for service.
LRU.
MANIFEST GDU has received product data Ensure the manifest is
for an LRU that should have a properly configured.
manifest entry, but is not in the Refer to Manifest
manifest. Configuration for
additional information.
The LRU software P/N and Update the LRU software
version number in the manifest to match the manifest (refer
does not match the values being to Software Loading)
reported by that LRU. Update the manifest to
match the LRU software
(refer to Manifest
Configuration).
NAV1 FAIL No navigation receiver 1 data. Switch to alternate GPS.
NAV2 FAIL No navigation receiver 2 data. Switch to alternate GPS.
SIMULATOR The simulator mode is active. Ensure P6202-36 is not
grounded.
Effectivity
PAGE 10
Jul 1/17 34-23-00 with Garmin G500
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 2 (Sheet 4 of 4)
TROUBLESHOOTING GDU 620 ALERTS
Trouble Cause Remedy
SVT DISABLED Location is beyond region
- Out of available terrain region. covered by terrain database.
SVT DISABLED A 30 arc-second terrain database Update the Supplemental
- Terrain DB resolution too low. is being used. Data card with the 9 arc-
second terrain database.
SW MISMATCH GDU software version strings do
not match. Xtalk is off.
TRAFFIC FAIL Traffic data will no longer The GDU 620 is not
be displayed. receiving traffic information
from the traffic sensor.
Verify wiring between GDU
620 and traffic sensor.
The traffic information system The GDU 620 is receiving
has failed. information from the traffic
sensor, but the information
is indicating that the traffic
sensor has failed.
Troubleshoot traffic system.
TRK LOST GPS1 TRK lost. HSI defaulted to
GPS2 TRK.
TRK TRAFFIC Heading Lost. Traffic is now See HDG errors.
based on track.
WX ALERT Possible severe weather ahead. This is a normal system
alert. No installation action
is required.
Effectivity
342311
with Garmin G500
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PIPER AIRCRAFT, INC.
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MAINTENANCE MANUAL
D. Inspections
(1) Annually
Each twelve (12) calendar months, conduct a visual inspection of the G500 system LRUs and
wiring harnesses to ensure installation integrity:
NOTE: Look for signs of wear, deterioration, or damage to wires, backshells, connectors,
overbraid, bonding straps or foil.
(a) Inspect all units for security of attachment, including visual inspection of brackets and other
supporting structure attaching units to the airframe.
(b) Inspect all knobs and buttons for legibility.
(c) Visually inspect each unit’s wiring of chafing or wear at each termination.
(d) Visually check for signs of corrosion.
(2) Each Five (5) Years
Update the Earth magnetic field model in the GRS 77. The model is provided with the Aviation
Database. An auto-compare between the model loaded in the GRS 77 and the Aviation Database
is run at each system power-up. If the GRS 77 model is out-of-date, the user will be prompted to
update the GRS 77. Follow the instructions on screen.
(3) Each Ten (10) Years / 2000 Hours
Each 2000 hours or ten (10) years, whichever comes first, perform the Garmin G500 System
Electrical Bonding Test in 51-80-00.
Effectivity
PAGE 12
Jul 1/17 34-23-00 with Garmin G500
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PIPER AIRCRAFT, INC.
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MAINTENANCE MANUAL
E. Components
(1) General
All Garmin G500 system LRUs are designed to detect internal failures. A thorough self-test is
executed automatically upon application of power to the units and built-in tests are continuously
executed. Detected errors are indicated on GDU 620 display as failure annunciations.
Maintenance of the Garmin G500 system LRUs is “on condition” only and, with the exception of
swapping complete units, should be performed only by a qualified avionics shop in accordance
with the appropriate Garmin Maintenance Manual.
The following provides basic information regarding unit removal, installation, and troubleshooting.
Basic guidance on loading and configuring software is provided under Post Installation Set-up,
below. When removing and/or replacing any G500 component, always ensure that aircraft power
is off. Unplug any auxiliary power supplies.
Before removing any G500 LRU, the technician must verify the LRU software serial numbers.
(a) To check an LRU software serial number and/or version:
(b) Turn the large MFD knob to select the AUX Page Group.
(c) Turn the small MFD knob to select the System Status Page.
(d) Press the LRU soft key to highlight the first item in the LRU Info window.
(e) Turn the small MFD knob to scroll thru items in the LRU Info window in case more items
are available than are displayed. If more items are available than can be displayed in the
window, a scroll bar will show on the right side of the window.
(f) The System Status page of Aux mode shows the status of LRUs and the date of databases.
(g) The software serial number and version is also displayed in the LRU info window. Compare
this to the latest configuration shown in the appropriate Required Equipment List (REL),
“Chart 8” on page 342375.
NOTE: If a faulty LRU is not reporting its software version and serial number, check aircraft
maintenance logs for last software version loaded and verify against the latest
configuration.
Effectivity
342313
with Garmin G500
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MAINTENANCE MANUAL
Effectivity
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Jul 1/17 34-23-00 with Garmin G500
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
342315
with Garmin G500
34-23-00 PAGE 15
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 16
1
Mar1/17
Jul 25/20 34-23-00 with Garmin G500
342316
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
342317
with Garmin G500
34-23-00 PAGE 17
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 3
GRS 77 CALIBRATION CRITERIA
Calibrations Required
GRS 77 GRS 77 / GMU 44 Engine Run-up
Pitch / Roll Offset Magnetic Heading Vibration Test
Condition
Procedure A (1) Procedure B (2) Procedure C (3)
Effectivity
PAGE 18
Jul 1/17 34-23-00 with Garmin G500
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
ALIGNMENT ARROW
GMU 44
ACCESS COVER
GMU 44
Figure 8
Effectivity
342319
with Garmin G500
34-23-00 PAGE 19
Jul 1/17
PIPER AIRCRAFT, INC.
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MAINTENANCE MANUAL
Effectivity
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Jul 1/17 34-23-00 with Garmin G500
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
342321
with Garmin G500
34-23-00 PAGE 21
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GDL 69A
Figure 9
Effectivity
PAGE 22
Jul 1/17 34-23-00 with Garmin G500
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GRT 10
Figure 10
Effectivity
342323
with Garmin G500
34-23-00 PAGE 23
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
7
8
1
1. PCB Board
(Configuration Module) 2
2. Spacer
3. Harness 3
4. Pins 4
5. Connector
6. Backshell
7. Cover
8. Screw (2)
6
5
Configuration Module
Figure 11
Effectivity
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Jul 1/17 34-23-00 with Garmin G500
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
15
16 14
13
EDGE OF
SOCKET CONTACT
2.5” MAX.
BEGINNING
OF SHIELD
7 12
4
1
2 5
3
6
8
11
10
2.5” MAX. 5
0.17”
0.31” MAX. OF 6 SHIELD DRAINS NO LONGER THAN 3”
EXPOSED SHIELD
1. BACKSHELL 9. SCREW
2. SHIELD BLOCK 10. SPLIT WASHER
3. SCREW 11. FLAT WASHER
4. MULTIPLE CONDUCTOR SHIELDED CABLE 12. SILICON FUSION TAPE
(2–CONDUCTOR DEMONSTRATED HERE) 13. STRAIN RELIEF
5. DRAIN WIRE SHIELD TERMINATION (METHOD OPTIONAL) 14. SCREW
6. WIRE, INSULATED 15. COVER
7. PINS 16. SCREW
8. RING TERMINAL, #8, INSULATED
Effectivity
342325
with Garmin G500
34-23-00 PAGE 25
Jul 1/17
PIPER AIRCRAFT, INC.
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MAINTENANCE MANUAL
Effectivity
PAGE 26
Jul 1/17 34-23-00 with Garmin G500
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PIPER AIRCRAFT, INC.
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MAINTENANCE MANUAL
Chart 4
CONFIGURATION MODE NAVIGATION
System Page Group
1. System Configuration 4. Manifest Configuration 7. Audio Alert Configuration
2. Airframe Configuration 5. SW Upload 8. ARINC Post Config
3. Lighting Configuration 6. Feature Configuration 9. RS Post Config
GRS Page Group
1. AHRS / Air Data Input 2. GRS / GMU Calibration
GDC Page Group
1. GDC Configuration
GDL Page Group
1. GDL 69 Config
FSC Page Group
1. Autopilot Configuration 3. Autopilot Test
2. Flight Director
DIAG Page Group
1. Port Monitoring 3. Outputs
2. Input Monitoring 4. Error Log
Effectivity
342327
with Garmin G500
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Effectivity
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Jul 1/17 34-23-00 with Garmin G500
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PIPER AIRCRAFT, INC.
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MAINTENANCE MANUAL
(3) GDU 620 System Setup and Checkout Pages (Right Side)
The MFD knob (right hand dual concentric knob) is the primary control for the GDU 620 MFD.
• To change page groups (“Figure 14”) and cycle through different configuration screens,
rotate the large MFD knob. The small MFD knob will change pages within the group.
• To activate the cursor for a page, press the small MFD knob directly in, as one would push
a regular button.
• To cycle the cursor through different data fields, rotate the large MFD knob.
• To change the contents of a highlighted data field, rotate the small MFD knob. This action
either brings up a menu with options for a particular field, or in some cases allows the
operator to enter data for the field.
• To confirm a selection, press the ENT button.
• To cancel a selection, press the small MFD knob in or press the CLR key. Pressing the
small MFD knob in again will deactivate the cursor.
Some configuration pages have commands or selections that are activated by the GDU 620 soft
keys. If a soft key is associated with a command, that command will be displayed directly above
the key. A grayed out soft key shows a command that is unavailable. A highlighted soft key
shows the current active selection.
Effectivity
342329
with Garmin G500
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Effectivity
PAGE 30
Jul 1/17 34-23-00 with Garmin G500
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PIPER AIRCRAFT, INC.
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MAINTENANCE MANUAL
Effectivity
342331
with Garmin G500
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MAINTENANCE MANUAL
(a) Go to www.garmin.com and click on the ‘Dealer Resource Center’ link in the lower right
hand portion of the home page. Enter username and password. See “Figure 15”.
(b) Select Support and then Software Downloads.
(c) Search for the appropriate image version (i.e., 1648.xx from the appropriate Required
Equipment List (REL), Chart 30 on page 342501147 in the “Search by Keyword” field.
(d) Save the file to a known location on the PC.
(e) Run the executable file that was downloaded. A window will appear to confirm software
installation.
(f) Insert the SD card into the SD card reader and select the Next button in the pop-up window.
(g) In the pop-up window, select the drive that corresponds to the inserted SD card and then
click the Next button.
NOTE: The selected drive will be completely erased. Click the Next button to acknowledge
any warnings that appear. Another pop-up window will appear to monitor loader
card creation progress. After the card creation is successfully completed, another
pop-up window will appear.
(h) Select the Finish button.
(i) Stop the card reader using Windows stop device function.
(j) Eject the SD card from the card reader.
(k) Apply a label to the software loader card identifying the aircraft, G1000 NXi SFTW and the
appropriate software image part number as shown below:
NOTE: See appropriate Required Equipment List (REL), Chart 30 on page 342501147 for
software image part number.
PA-44-180
G1000 NXi SFTW
006-x1648-xx
Effectivity
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MAINTENANCE MANUAL
The G500 LRUs come pre-loaded with software. However, to ensure that the latest software is loaded
it is recommended that software from a current G500 Software Loader Card be loaded into each LRU.
CAUTION: DO NOT INTERRUPT POWER TO THE AIRCRAFT AT ANY TIME DURING THIS
PROCEDURE. INTERRUPTION OF POWER COULD RESULT IN DAMAGE TO THE
EQUIPMENT.
NOTE: To Select/Deselect the cursor in fields, press the small MFD knob. The large MFD knob
changes Groups, and the small MFD knob changes Pages within a Group.
(1) Definition
Software files are defined by part number and version number in the Required Equipment List
(REL), “Chart 8” on page 342375. Each G500 LRU reports the software version it currently contains
to the user in two places:
(a) Normal System Mode: The AUX – SYSTEM STATUS page lists each LRU and the reported
software version.
(b) Configuration Mode: The SYSTEM STATUS page (SYSTEM page group) reports more
detailed LRU information, including software version, part number, and LRU status. Software
files are loaded to LRUs from the SYSTEM UPLOAD page in configuration mode.
(2) GDU 620 Software Load
(a) Apply external power to the aircraft. Switch Main power and Avionics power ON. Ensure that
the Avionics tie circuit breaker is pushed in.
(b) Pull circuit breaker labeled PFD.
(c) Insert Software Loader Card P/N 010-00844-00 into the top card slot of GDU.
(d) Insert Installer Unlock Card P/N 010-00769-60 into the bottom card slot of GDU.
(e) While holding the ENT key, restore power by closing the PFD circuit breaker.
(f) Release the ENT key when the words “INITIALIZING SYSTEM” appear in the upper center
of the PFD/MFD.
(g) Press the ENT key at the following prompt:
“DO YOU WANT TO UPDATE SYSTEM FILES?”
“PRESS ENT KEY FOR YES OR CLR KEY FOR NO”
“NO WILL BE ASSUMED IN 11 SECONDS”
(h) The following item is displayed:
“UPDATING SYSTEM FILES”
“DO NOT TURN OFF THE POWER”
(i) New software is loaded to the GDU. When complete, the following prompt is displayed:
“UPDATED XX FILES SUCCESSFULLY!” (where XX equals file quantity)
“PRESS ANY KEY TO CONTINUE.”
“CONTINUING IN 7 SECONDS.”
(j) Press any softkey. The GDU starts in configuration mode.
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(r) After loading is complete, press the ENT key to acknowledge the “UPLOAD COMPLETED”
prompt.
(s) Go to another page and then back to the Software Upload Page. Verify that the GDL 69
software version displayed in the LRU window is now 4.01.00 (it may take several seconds
for the display to update).
(t) Remove power from the GDU and GDL by pulling the PFD and GDL69/STORM circuit
breakers.
(u) Restore power to the GDU and GDL by closing the PFD and GDL69/STORM circuit breakers,
starting the GDU in normal mode.
(v) Go to the AUX page group and select the System Status page. Verify that the GDL 69
software field displays 4.01.00.
I. System Configuration
CAUTION: THE CONFIGURATION MODE CONTAINS CERTAIN PAGES AND SETTINGS
THAT ARE CRITICAL TO AIRCRAFT OPERATION AND SAFETY. THESE PAGES
ARE PROTECTED AND CANNOT BE MODIFIED, UNLESS THE TECHNICIAN IS
PROPERLY AUTHORIZED AND EQUIPPED. HOWEVER, MOST PROTECTED PAGES
ARE VIEWABLE TO ALLOW SYSTEM AWARENESS FOR TROUBLESHOOTING.
Before beginning Garmin G500 system configuration, configure the GNS 430Ws and Transponder per
appropriate Post Installation Setup Procedures in 34-50-00.
(1) GDU 620 Initial Setup
NOTE: To access all of the configuration screens shown herein, an Installer Unlock Card P/N
010-00769-60 must be inserted in the bottom card slot prior to applying power to the
GDU 620.
(a) Pull the circuit breaker for the PFD.
(b) Apply power to Avionics.
(c) Perform the following steps on the GDU.
1) Insert a PS50040-46-10 Installer Unlock Card into the bottom card slot on each GDU.
2) Start the GDU in configuration mode by holding the ENT key while closing the
associated circuit breaker.
3) Go to the SYSTEM CONFIGURATION page in the SYS page group of GDU. The
System Configuration Page (Figure 17 on page 342337) allows the installers to select
what LRUs are present and not present in a given installation.
4) Activate the cursor, select the system using the large MFD knob, and then press
the ENT button. This will activate or deactivate the highlighted system. For activated
systems, use the small knob to select the appropriate LRU from the dropdown TYPE
menu, and then press ENTER to select the LRU.
5) Continue to activate or deactivate each LRU, as required, per “Chart 5” on page 342337.
6) A green light means that the LRU is configured as ‘present’. No light (black) means that
the LRU is configured as ‘not present’ (the TYPE field will be blank in this case).
7) Deactivate the cursor when all interfacing systems have been configured.
NOTE: Only one traffic feature can be enabled in an aircraft. TIS is installed if TAS is not
installed.
(d) Use the small knob to move to the next page.
NOTE: Do not remove power from the GDU until “Manifest Configuration” on page 342338
and “Configuration Module Interface Check” on page 342338 are complete.
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Chart 5
GDU 620 INTERFACES
INTERFACING SYSTEM PRESENT TYPE
Cross-side GDU: NO
AHRS: YES GRS 77
ADC: YES GDC 74
GPS1: YES GNS 430W
GPS2: YES GNS 430W
NAV1: YES GNS 430W
NAV2: YES GNS 430W
ADF: YES (If installed) KR 87
+Superflag, YES (If ADF installed)
Traffic (TIS): YES (If installed) GTX 330
Traffic (TAS): YES (If installed) SKYWATCH
+External Control NO
Data Link: YES (If XM installed) GDL 69A
Weather Radar: NO
Adapter: NO
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with Garmin G500
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NOTE: To set value, place cursor on item and rotate small right knob.
(c) Select sample message from the Audio Message type list and then select the PLAY field.
Press ENT to play the message.
(d) Verify the audio alert is clearly audible.
(8) TERRAIN-SVT / TERRAIN PROXIMITY SETUP
(a) Select the TERRAIN-SVT / TERRAIN PROXIMITY SETUP page in the SYS page group.
(b) In the TERRAIN ALERTING CONFIGURATION window, verify and set the values defined
below:
ITEM VALUE
CONFIGURATION TERRAIN-SVT
EXT TAWS NOT INSTALLED
(c) In the AUDIO CONFIGURATION window of the TERRAIN-SVT SETUP page group, set the
following parameters to the values defined below:
ITEM VALUE
RTC-CAUTION Caution Terrain Terrain
RTC-WARNING Warning Terrain Terrain
ROC-CAUTION Caution Obstacle Obstacle
ROC-WARNING Warning Obstacle Obstacle
ITI-CAUTION Caution Terrain Terrain
ITI-WARNING Warning Terrain Terrain
IOI-CAUTION Caution Obstacle Obstacle
IOI-WARNING Warning Obstacle Obstacle
(d) In the AIRPORT CRITERIA window of the TERRAIN-SVT SETUP page group, set the
following parameters to the values defined below:
ITEM VALUE
RNWY SURFACE HARD/SOFT
MIN LENGTH 1250
(9) GDC Configuration
(a) Select the GDC CONFIGURATION page in the GDC page group.
(b) Activate the cursor and select the GTP 59 OAT probe type.
(c) Perform a “Configuration Module Update”.
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6) Activate the cursor and change the SET value for “Altitude Preselect” to Enabled. Press
ENT to confirm your selection.
7) Press ENT to acknowledge the prompt and activate the Altitude Preselect feature.
8) When the Altitude Preselect feature is activated, “Enabled” will appear in the ACTIVE
column.
(c) CHARTVIEW Activation (Optional)
NOTE: Perform only if option installed.
The GDU 620 can display Jeppesen charts using the optional ChartView feature, which
must be activated.
NOTE: Each Chartview Enablement Card can only activate the Chartview feature on
one GDU display. A different Chartview Enablement Card must be used for each
different GDU. Ensure cards are properly labeled for the individual GDU.
1) Pull circuit breaker for PFD.
2) Apply power to Avionics.
3) On GDU, insert the Installer Unlock Card into the bottom card slot and Chartview
Enablement Card P/N 010-00769-53 into the top card slot.
4) Enter configuration mode on the GDU by holding the ENT key while closing the PDF
circuit breaker.
5) Go to the FEATURE CONFIGURATION page in the SYS page group.
6) Activate the cursor and change the SET value for “Charts” to ChartView. Press ENT to
confirm your selection.
7) Press ENT to acknowledge the prompt and activate the ChartView feature.
8) When the ChartView feature is activated, “ChartView” will appear in the ACTIVE
column.
NOTE: Navigation or chart data must not be programmed on the ChartView
Enablement Card.
(d) Synthetic Vision Technology Activation
NOTE: Perform only if option installed.
1) Pull circuit breaker for the PFD.
2) Apply power to Avionics.
3) On the GDU, insert PS50040-46-10 Installer Unlock Card into the bottom card slot and
SVT Enablement Card P/N 010-00769-54 into the top card slot.
4) Start the GDU in configuration mode by holding the ENT key while closing the PFD
circuit breaker.
5) Select the FEATURE CONFIGURATION page from the SYS page group.
6) Activate the cursor and change the set value for Synthetic Vision to Enabled. Press
ENT to confirm selection.
7) Press ENT to acknowledge the prompt and activate the Synthetic Vision feature.
8) When the Synthetic Vision feature is activated, “Enabled” will appear in the ACTIVE
column.
9) The SVT Enablement Card P/N 010-00769-54 is to be controlled by QA and placed in
the aircraft documents to be delivered with the aircraft.
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with Garmin G500
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with Garmin G500
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(e) Restart GDU in configuration mode by holding the ENT key on GDU while closing the
associated circuit breaker.
(f) Select the GRS Page Group on the MFD, then select the GRS/GMU Calibration page.
(g) Activate the cursor and highlight the SELECT PROCEDURE window and, using the MFD
small knob, select MAGNETOMETER.
(h) Press the ENT button.
(i) Use the cursor to highlight the BEFORE CALIBRATION window.
(j) Follow the checklist items displayed on the MFD and press the ENT key as each one is
completed or confirmed. When the CALIBRATE field is blinking, press the ENT key to begin
the procedure.
(k) The MFD display advises the operator when to turn the aircraft, when to stop, and when
to turn again.
(l) Upon instruction to turn, taxi the aircraft in a right turn. After approximately 25° to 30° of turn
from the last heading, the MFD display advises the operator to stop the aircraft.
NOTE: Due to the difficulties in executing smooth, accurate turns, the MFD may
incorrectly interpret a station and instruct to “HOLD POSITION” prior to full
completion of a 30° turn. If this scenario is encountered, it is best for the operator
to ignore the “HOLD POSITION” command and instead use outside references
to complete the approximate 30° turn. Instead of using the MFD instruction
to turn as a real-time indication of when to turn, simply judge the 30° (±5°)
turn increments of the aircraft by using the compass rose radials. Dwelling at
these 30° increments for the time recommended by the MFD should result in
successful calibration.
(m) The MFD guides the operator to turn and then hold the aircraft at increments of 30 degrees
around a complete 360 degree circle.
NOTE: Due to high winds or excessive airframe vibration, the operator may encounter a
condition where the MFD restarts the 18-second countdown without full completion
of the previous countdown. If this is encountered more than once for a given
station, the operator should begin turning to the next 6tation (approximately 30°).
A minimum of 2 successful stations per quadrant is required, where a successful
station is a full 18-second countdown followed by instruction to move. Ensure that at
least 2 stations per quadrant are completed. Thus, it may sometimes be required to
dwell at a station after a countdown restart. A maximum of 20 stations is allowed for
the entire calibration procedure. If too many countdown restarts are encountered,
the calibration will fail with the message, “TOO MANY STATIONS.”
(n) When this procedure is annunciated as successfully completed, press the ENT key for that
MFD.
(o) If GMU calibrations fail, repeat this procedure.
NOTE: This procedure should be repeated up to three (3) times prior to taking subsequent
action.
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with Garmin G500
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(e) Follow the checklist items displayed on the MFD, and press the ENT key as each one is
completed or confirmed.
NOTE: The 3rd item on the checklist instructs the operator to “prepare a detailed test
sequence with precise start and stop times for exercising all electronic devices”.
The list of relevant electronic devices are given in “Chart 6” on page 342356. Begin
test with flaps retracted, flight controls in a neutral position, all lights selected OFF.
(f) When the CALIBRATE field is blinking, press the ENT key to begin the procedure. A
CALIBRATION PROCEDURE window will appear. Have a stopwatch ready to begin
recording the elapsed time.
(g) The operator should carry out the actions called for in the prepared test sequence.
NOTE: All actions are carried out in the order and at the precise elapsed time as specified
in the prepared test sequence.
(h) After the “Begin test sequence” message appears, wait approximately five seconds and
perform each of the actions listed in “Chart 6” on page 342356.
(i) When the test is complete, wait approximately five seconds and press the ENT key to
confirm completion of the test. When this is done, the TEST COMPLETE annunciation stops
blinking.
(j) The MFD will display if the AHRS installation has passed or failed the magnetometer
interference test.
NOTE: If the test fails, record the three maximum deviation values and their corresponding
timestamps. A maximum deviation value greater than 5.0 milligauss in either the X
or Y axes, or greater than 8.0 milligauss in the Z axis indicates a problem that must
be resolved. Compare the corresponding timestamps during the exceedance with
the test sequence to identify which action produced the problem and contact Piper.
(k) Press the ENT key on the MFD to conclude this procedure.
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Chart 6
MAGNETOMETER INTERFERENCE TEST
Elapsed Time from Test Start Action
Seconds Minutes:Seconds
0 0:00 Test Begins (Calibration Period - no activity permitted)
20 0:20 Calibration Period Ends
30 0:30 Aileron full right
40 0:40 Aileron full left
50 0:50 Aileron level
60 1:00 Elevator full up
70 1:10 Elevator full down
80 1:20 Elevator neutral
90 1:30 Rudder full right
100 1:40 Rudder full left
110 1:50 Rudder neutral
120 2:00 Flaps down
130 2:10 Flaps Up
140 2:20 Landing gear up
150 2:30 Landing gear down
160 2:40 Landing lights on
170 2:50 Landing lights off
180 3:00 Navigation lights on
190 3:10 Navigation lights off
200 3:20 All strobe lights on
210 3:30 All strobe lights off
220 3:40 Fin strobe lights on
230 3:50 Fin strobe lights off
240 4:00 Recognition lights on
250 4:10 Recognition lights off
260 4:20 Landing + Recog. Lights on
270 4:30 Landing + Recog. Lights off
280 4:40 Turn on all wing tip lights simultaneously (Nav, Recog, Strobe)
290 4:50 Turn off all wing tip lights simultaneously
300 5:00 Pitot Heat on
310 5:10 Pitot Heat off
320 5:20 Cabin Heat on
330 5:30 Cabin Fan on
340 5:40 Cabin Fan off
350 5:50 Rec Blower high on
360 6:00 Rec Blower high off
370 6:10 Rec Blower low on
380 6:20 Rec Blower low off
390 6:30 Autopilot Roll (HDG) & Pitch (ALT) engaged
400 6:40 Autopilot disengaged
410 6:50 Manual trim up
420 7:00 Manual Trim down
430 7:10 End of Test
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NOTE: When conducting altitude tests it is possible to induce attitude and/or heading errors on
the GDU 620 display. This is normal operation.
(a) Select primary static source.
(b) Apply electrical power to Avionics.
(c) Perform the procedure required by FAR 91.411 and set forth in FAR Part 43, Appendix E.
NOTE: During the procedure monitor altimeter readouts on PFD and Standby Altimeter,
and from encoding Transponder.
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(3) Airspeed
Perform this test using a pitot-static test set.
NOTE: When conducting airspeed tests it is possible to induce attitude and/or heading errors
on the GDU-620 display. This is normal operation.
(a) Apply electrical power to Avionics.
(b) Increase airspeed until PFD airspeed pointer is equivalent to the values noted below.
(c) Verify that the airspeed on PFD is equivalent to the airspeed on the pitot static test set within
the tolerance specified in the values noted below.
(d) Verify that the airspeed on the standby airspeed indicator is equivalent to the airspeed on
PFD within the tolerance specified in the values noted below.
(e) Repeat steps (b)-(d) for each of the values noted below.
AIRSPEED VALUE PFD ERROR STBY
(KIAS) TOLERANCE ERROR TOLERANCE
VSO = 55 knots ±5 knots ±5 knots
(Bottom of white arc)
VMCA = 56 knots ±4 knots ±5 knots
(Lower red radial)
VS1 = 57 knots ±4 knots ±5 knots
(Bottom of green arc)
VYSE = 88 knots ±3 knots ±5 knots
(Blue radial)
VFE = 111 knots ±2 knots ±5 knots
(Top of white arc)
VNO = 169 knots ±2 knots ±5 knots
(Bottom of yellow arc)
VNE = 202 knots ±2 knots ±5 knots
(Upper red radial)
(f) Perform the following pitot system leak check:
1) Set test set to VNE (202 knots).
2) Wait 15 seconds to allow the aircraft airspeed indicator to stabilize.
3) Observe the simulator and aircraft airspeed indicators for 15 seconds. If a leak is
present, the indicator needles will move toward zero. Maximum acceptable leak rate is
1 knot in 15 seconds.
4) If a leak rate of greater than 1 knot in 15 seconds is present, check fixture installation,
hose connections, and pitot system lines and fittings. Repair leak when found, and
repeat steps 2 through 6.
(g) Decrease airspeed until PFD airspeed pointer is equivalent to the values noted below.
(h) Verify that the airspeed on PFD is equivalent to the airspeed on the pitot static test set within
the tolerance specified in the values noted below.
(i) Verify that the airspeed on the standby airspeed indicator is equivalent to the airspeed on
PFD within the tolerance specified in the values noted below.
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(j) Repeat steps (f)-(h) for each of the values in the table below.
AIRSPEED VALUE PFD ERROR STBY
(KIAS) TOLERANCE ERROR TOLERANCE
180 ±2 knots ±5 knots
150 ±2 knots ±5 knots
120 ±2 knots ±5 knots
100 ±2 knots ±5 knots
80 ±3.5 knots ±5 knots
50 ±5 knots ±5 knots
(4) Audio System Test
(a) Apply electrical power to Avionics.
(b) Verify Pilot and Co-Pilot intercom operation (transmit and receive).
(c) Select PA.
(d) Press pilot’s Mic key, speak into pilot’s headset, and verify audio is heard over the cockpit
speaker.
(e) Press co-pilot’s Mic key, speak into co-pilot’s headset, and verify audio is heard over the
cockpit speaker.
(f) Connect hand microphone to pilot’s Mic jack.
(g) Verify interphone operational using hand mic.
(h) Verify Passenger intercom operation at all passenger jacks (transmit and receive).
(i) Verify MP3 player input is functional from passenger 1 station (stereo operation).
(j) Verify passenger music input cannot be heard by the pilots.
(5) Marker Beacon Test
NOTE: This procedure requires the use of a Marker Beacon RF test set.
(a) Apply electrical power to Avionics.
(b) Select Marker audio by pressing the MKR/Mute button.
(c) Apply 400 Hz signal from test set.
(d) Verify Outer marker audio is audible in pilot headset and Blue marker lamp illuminated.
(e) Apply 1300 Hz signal from test set.
(f) Verify Middle marker audio is audible in pilot headset and Amber marker lamp illuminated.
(g) Apply 3000 Hz signal from test set.
(h) Verify Inner marker audio is audible in pilot headset and White marker lamp illuminated.
NOTE: Perform the following Autopilot tests only if Autopilot installed.
(6) Automatic Flight Control System (AFCS)
(a) Autopilot Power-Up Test
1) Apply electrical power to Avionics.
2) Select AP master switch to FD/AP.
3) Verify RDY displayed on AP controller within 3 minutes.
4) Pull T&B circuit breaker.
5) Verify AP controller display is blank.
6) Select AP master switch OFF. Re-set all circuit breakers.
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8) Alternately press the STANDBY soft key and OPERATE soft key to change the mode of
the traffic system. It may take several seconds for the traffic system to change modes.
Verify that the mode of the traffic system can be changed.
9) Close the ADC circuit breaker.
(9) TAS Function Test
NOTE: This procedure requires use of the SKYWATCH Terminal software provided by L-3.
Refer to the SKY-497 Installation Manual (P/N 009-10800-001), Appendix E, regarding
usage of the SYWATCH Terminal Software.
(a) Aircraft on jacks.
(b) Pull the SKY WATCH circuit breaker.
(c) Apply electrical power to Avionics.
(d) Select the Traffic Map page on the GDU.
(e) Verify that TAS FAIL is displayed in the upper left corner of the Traffic Map.
(f) Close the SKY WATCH circuit breaker. Wait for TAS to initialize.
(g) Verify that the amber TAS FAIL is not displayed in the upper left corner, and NO DATA
(amber) is not displayed over the ownship symbol.
(h) On the upper left corner of the Traffic Map page, verify that the status of the traffic system is
either TAS Standby or TAS operating.
NOTE: TIS should not be displayed.
(i) With a heading NOT 360 degrees (North), compare the heading indication on the GDU with
the Magnetic Heading readout displayed via SKYWATCH Terminal on the laptop.
(j) Verify the SKYWATCH Terminal readout is equivalent to the GDU heading display.
NOTE: Precautions must be taken to insure that the altitude interface check does not
interfere with other TCAS/TAS equipped aircraft. Shielding the transponder and
TAS antennas is the best way to prevent interference with other aircraft.
(k) Select several different barometric settings on the GDU while comparing the barometric
altitude indication on the GDU with the Encoder Altitude readout displayed via SKYWATCH
Terminal on the laptop.
(l) Verify the SKYWATCH Terminal readout is within 50 feet of the GDU barometric altitude
display.
(m) Swing landing gear between extended and retracted positions.
(n) Verify the SKYWATCH Terminal status for gear extension matches actual gear position.
(o) Press the STANDBY soft key and OPERATE soft key to change the TAS operating mode. It
may take several seconds for the TAS to change modes.
(p) Verify that the TAS operating mode can be changed from the GDU.
(q) Put the traffic system in Standby mode.
(r) Select a range of at least 5 NM on the Traffic Map page.
(s) Press the MENU key and press ENT to initiate a traffic system self test.
(t) Verify the following self-test is displayed on the Traffic Map page:
1) A Traffic Advisory (yellow circle) at 9 o’clock, 2 NMI 200 feet below, and climbing.
2) A proximity traffic (solid white diamond) at 1 o’clock, 3.6 NMI, 1000 feet below, and
descending.
3) A non-threat traffic (open white diamond) at 11 o’clock, 3.6 NMI, 1000 feet above, and
level.
Effectivity
PAGE 66
Oct 1/18 34-23-00 with Garmin G500
342366
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(u) Verify the aural message “TRAFFIC ADVISORY SYSTEM TEST PASSED” is clearly audible
from the pilot’s headset.
(v) Ensure squat switch signal to TAS is airborne.
(w) Select a TAS operating mode to OPERATING.
(x) Switch squat switch signal to on ground.
(y) Verify that the TAS mode switches to STANDBY.
(10) TAS Ramp Test
NOTE: Precautions must be taken to ensure that this test does not interfere with other TCAS/
TAS equipped aircraft.
(a) Required Equpment
Suitable TCAS Ramp Test Set.
(b) Setup
1) Disable the squat switch logic and put the aircraft systems into the “AIRBORNE” mode.
2) Landing gear logic in the “EXTENDED” or DOWN position.
3) Select an active TAS and Transponder mode.
4) Using SKYWATCH Terminal, enable the “Ground Test Mode”. This will place the own
aircraft at 50,000 ft. and place the TAS into a test mode (as seen on the display).
(c) Using the TCAS Ramp Test Set:
1) Block the lower TAS antenna from the test signal.
2) Create a scenario to simulate an approaching Mode C transponder equipped aircraft
beginning at 10 NM, at an altitude of 50,500 feet, at a closure rate of +450 KTS, and
an altitude rate of 0 FPM.
3) Verify that the intruder symbol corresponds to the scenario in bearing, distance and
relative altitude.
NOTE: If the installed system is functioning properly, the intruder symbol will begin as
an open white diamond with relative altitude tag of + 05. The bearing should
be from the direction of the test antenna. The intruder will become proximity
traffic at 5 NM; The white diamond will be filled. Finally, the intruder becomes
a TA (traffic advisory) and the symbol will change to a yellow circle.
4) Block the upper TAS antenna from the test signal and unblock the lower antenna.
5) Repeat steps 2) and 3), verifying equivalent behavior with the exception of relative
bearing information in the Traffic Map display. The Traffic target should be shown as a
no bearing target.
6) After completion of ramp test, disconnect SKYWATCH Terminal and Cycle power on
the TAS.
7) Return squat switch to normal.
Effectivity
342367
with Garmin G500
34-23-00 Mar
PAGE
PAGE67 2
Oct25/20
1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 68
Oct 1/18 34-23-00 with Garmin G500
342368
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
342369
with Garmin G500
34-23-00 Mar
PAGE
PAGE69 2
Oct25/20
1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
5) Use the arrow buttons on the GRC 10 to enter the serial number of the GRT 10
transceiver that is installed in the aircraft. Verify that the correct GRT 10 transceiver
serial number has been entered.
6) Press the XM button to store the GRT 10 serial number.
(d) XM Remote Test
NOTE: The XM Remote will automatically power off after a period of inactivity. To manually
turn off the unit, press the Menu key, highlight the Power Down option, and press
the XM key.
1) Apply electrical power to Avionics.
2) On the GDU, select the XM radio page from the AUX page group.
3) Turn on the GRC 10 Remote Control by pressing and releasing any key.
4) Press the Channel Up button repeatedly on GRC 10 Remote Control and observe that
the channel display on the GRC 10 Remote Control and GDU increment together.
5) On GNS #1, select the xx page and note the GPS signal strength of each satellite
being received.
6) Manually power off the GRC 10.
7) Hold the GRC 10 close to the window nearest the GPS1 antenna, in a horizontal
orientation, with the unit pointing at the antenna.
8) While monitoring the signal status of each satellite being received on GNS #1, power
on the GRC 10 using the XM button and immediately press the (down arrow) ▼ button
at least once a second for a minimum of 35 seconds.
9) Verify that the GPS signal reception is not affected (no significant signal degradation).
10) Repeat steps 6) thru 9), except hold the GRC 10 in a vertical orientation with the back
of the unit pointing at the antenna.
11) Repeat steps 5) thru 10) using GNS #2 and the GPS2 antenna location.
(14) Stormscope Test
(a) Apply electrical power to Avionics, while holding ENT key on GDU (enter Config Mode).
(b) Wait for AHRS to align.
(c) Select the STORMSCOPE TEST page.
(d) Verify STATUS is displayed as OK on GNS #1 and GNS #2.
(e) On GNS #1, select Strike Test mode. Wait until a strike has been displayed.
NOTE: If there is sufficient lightning activity in the area, use Noise Monitor mode to collect
Stormscope strike data on the screen.
(f) Select the Stormscope clear switch on instrument panel.
(g) Verify Stormscope data is cleared.
(h) Verify that the heading shown on the GNS is equivalent to the heading on the GDU.
Effectivity
PAGE 701
Mar 1/18
Oct 25/20 34-23-00 with Garmin G500
342370
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
342371
with Garmin G500
34-23-00 Mar
PAGE
PAGE71 2
Oct25/20
1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
315 45 315 45
(l) Recheck the relative bearings and readjust the QE compensation pot as necessary to split
the errors at the quadrantal points and obtain the lowest possible average error.
(m) When QE adjustments are complete, reinstall the o-ring seal and the threaded cap in the
adjustment hole to seal the antenna.
Effectivity
PAGE 721
Mar 1/18
Oct 25/20 34-23-00 with Garmin G500
342372
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
342373
with Garmin G500
34-23-00 Mar
PAGE
PAGE73 2
Oct25/20
1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 741
Mar 1/18
Oct 25/20 34-23-00 with Garmin G500
342374
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 8
G500 - REQUIRED EQUIPMENT LIST (REL) - VER. 1076.22
Hardware Software Software Software
LRU Identifier Part Number Type Part Number Version
GDU 620 011-01264-50 Main 006-B1071-32 5.02
FPGA I/O 006-C0078-21 2.1
FPGA Main 006-C0079-2.1 2.1
GRS 77 011-00868-10 System 006-B0223-22 3.02
FPGA 006-C0049-00 2.0
GDC 74A 011-00882-10 System 006-B0261-18 3.08
FPGA 006-C0055-00 1.05
GMU 44 011-00870-10 System 006-B0224-00 2.01
FPGA 006-C0048-00 2.0
GTP 59 011-00978-00 N/A N/A N/A
G500 IMAGE 006-B1076-22 1076.22
Effectivity
342375
with Garmin G500
34-23-00 Mar
PAGE
PAGE75 2
Oct25/20
1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 9
G500 - RETURN TO SERVICE CHECK LIST
System Status SW Ver. OK System SW Ver. OK
GDU __ ______
GDC __ ______ GDC FPGA ______
GRS __ ______ GRS FPGA ______
GMU __ ______ GMU FPGA ______
Effectivity
PAGE 761
Mar 1/18
Oct 25/20 34-23-00 with Garmin G500
342376
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
34241
with Aspen EBD
34-24-00 PAGE 1
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1 (Sheet 1 of 5)
TROUBLESHOOTING - EBD
Initialization Page Tests
Test Cause Remedy
Effectivity
PAGE 2
Jul 1/17 34-24-00 with Aspen EBD
34242
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 2 of 5)
TROUBLESHOOTING - EBD
System Troubleshooting
Test Cause Remedy
Display does not power on. a) EBD missing A/C power. a) Check EBD circuit
(Note: there can be up to a breaker, EBD on/off
20 second delay from the switch on panel, wiring, and
application of power to a A/C battery voltage
visible display.) > 11.5 volts.
b) EBD may have been b) Switch unit off using “REV”
improperly shut down. button or “SHUT DOWN”
command from Main Menu
page 6.
c) EBD missing A/C ground. c) Check wiring to EBD.
d) EBD is defective. d) Repair or replace EBD.
Display does not power off. a) Airspeed is above 30kts. a) Normal operation.
(Note: EBD will switch to
internal battery if airspeed is b) EBD may have been b) Switch unit off using “REV”
greater than 30kts.) switched to internal battery. button or “SHUT DOWN”
command from Main Menu
page 6.
c) EBD may have been c) Hold “REV” button for
improperly shut down. 20 seconds or unplug
EBD internal battery for
3 seconds.
d) EBD is defective d) Repair or replace EBD.
“CONFIG MODULE LINK FAIL” a) Configuration Module a) Check CM plug and wiring
message. unplugged or miss wired. from EBD to CM.
b) Configuration module b) Repair or replace CM.
defective.
c) EBD defective. c) Repair or replace EBD.
“RSM LINK FAIL” message. a) RSM to EBD a) Check RSM to EBD
communication lost. wiring for shorts or opens.
b) RSM failed. b) Repair or replace RSM.
c) EBD failed. c) Repair or replace EBD.
“WRONG CONFIG MODULE” EBD is at one software Convert config module per
message. level and config module is at a appropriate service bulletin.
different software level.
Effectivity
34243
with Aspen EBD
34-24-00 PAGE 3
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 3 of 5)
TROUBLESHOOTING - EBD
System Troubleshooting - continued
Test Cause Remedy
ALTIMETER, AIRSPEED, a) Air data sensor has not had a) Allow up to 20 minutes at
VSI FAIL (RED-X). sufficient warm-up time. temps below -20ºC for flags to
clear.
b) Pitot/static lines reversed. b) Connect pitot line to “P”
port and static line to “S” port
on EBD.
c) Air data sensor failed. c) Repair or replace EBD.
Vmo Fail. Vmo configured incorrectly. Re-check MOL programming.
ATTITUDE FAIL or a) AHRS sensor has not a) Allow up to 3 minutes for
DIRECTION FAIL ( RED-X). completed initialization. AHRS to initialize.
(Note: Attitude flags could take
up to 3 minutes to clear at b) RSM failed/data missing. b) Check RSM to EBD
temps below -20 ºC). wiring. Repair or replace
RSM.
c) Pitot and/or Static lines c) Correct pitot/static plumbing.
crossed, unplugged, or blocked. issue.
d) EBD is defective. d) Repair or replace EBD.
ATTITUDE FAIL and DIRECTION In Flight, Normal if pitot Use pitot heat or check
FAIL associated with blockage due to ice or other. pitot system for blockage.
“CHECK PITOT HEAT” message.
CROSS CHECK ATTITUDE a) If it occurred on system start. a) RESET AHRS.
message (yellow)
(also see sluggish or poor b) Normal after abrupt maneuvers b) RESET AHRS.
AHRS (ADI) performance below) on ground or in air.
Effectivity
PAGE 4
Jul 1/17 34-24-00 with Aspen EBD
34244
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 4 of 5)
TROUBLESHOOTING - EBD
System Troubleshooting - continued
Test Cause Remedy
“ERRONEOUS CALIBRATION a) RSM is tilted more than: a) Shim RSM to within limits
VALUES” message during ±4º to the aircraft longitudinal axis; stated.
RSM Cal or Excessive Heading ±10º to the lateral (wings level) axis;
errors in one quadrant, or errors ±10º to the zero pitch axis.
that are higher than actual in some
quadrants and lower than actual in b) Poor RSM calibration. b) Re-run RSM calibration at
other quadrants. constant rate turns on flat
ground.
c) RSM calibrated too close to c) Re-run RSM calibration
buildings or ferrous objects. away from buildings and other
ferrous objects.
d) Ferrous hardware used to d) Only non-ferrous screws,
mount RSM. nuts, washers may be used
on RSM.
e) Airframe or external magnetic e) Check for magnetized
interference. areas on airframe close to
RSM. Verify no ferrous
hardware is near RSM.
Degauss magnetized area(s).
Effectivity
34245
with Aspen EBD
34-24-00 PAGE 5
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 5 of 5)
TROUBLESHOOTING - EBD
System Troubleshooting - continued
Test Cause Remedy
Sluggish or Poor AHRS (ADI) a) RSM magnetic interference. a) Survey RSM location using
performance. handheld compass. Move the
compass around the location
Poor AHRS performance in looking for needle deflection.
steep bank turns. There should be no more than
2º of compass needle
Sluggish compass card. movement within an area
18” x 18” around the location.
(Note: May or may not be If excessive needle movement
associated with is found, degauss the affected
“Cross Check Attitude” message. area.
b) RSM has become magnetized. b) With power removed from
EBD system degauss
RSM and general area.
c) “Pitch Attitude Trim” or c) Perform an RSM
“Panel Tilt Pitch Compensation” Calibration.
adjustment made without
performing a subsequent
RSM Calibration.
d) Pitot and/or Static line d) Check pitot/static
connections at EBD blocked, connections and plumbing for
kinked, or unplugged. blockage. Check IAS and ALT
sensor per Ground Test
Procedure.
e) Normal after abrupt maneuvers. e) Perform AHRS Reset.
Excessive Heading Lead / Magnetic Interference. Check for RSM magnetic
Lag during or after turns (>7°). interference as in “Sluggish or
Poor AHRS (ADI)
performance”, above. If that
does not correct the issue,
contact Piper Customer
Service.
Effectivity
PAGE 6
Jul 1/17 34-24-00 with Aspen EBD
34246
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
34247
with Aspen EBD
34-24-00 PAGE 7
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 8
Jul 1/17 34-24-00 with Aspen EBD
34248
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
34249
with Aspen EBD
34-24-00 PAGE 9
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 10
Jul 1/17 34-24-00 with Aspen EBD
342410
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107732_2 P842
J842
TORQUE 14 IN.-LBS.
(4 PLACES) BRACKET
ASSEMBLY
COVER
RHS RSM
LOOKING OUTBD
TERMINAL UP
TERMINAL
FWD
WASHERS
NUT
W.S. W.S.
131.60 148.60
(P842)
(J842)
(P843)
(J843)
W.S.
93.66
FWD
W.S. W.S. W.S. W.S. W.S. W.S. W.S. W.S. W.S.
49.25 69.24 86.03 106.19 123.15 140.09 157.00 174.00 190.90
RHS LOOKING DOWN
RSM Installation
Figure 2
Effectivity
342411
with Aspen EBD
34-24-00 PAGE 11
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 12
Jul 1/17 34-24-00 with Aspen EBD
342412
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
342413
with Aspen EBD
34-24-00 PAGE 13
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 14
Oct 29/19 34-24-00 with Aspen EBD
342414
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 2
APPROVED SOFTWARE
Identifier Version Part Number
(1)
MAP 2.6.3 302-00007-015
MAP 2.9 (2) 302-00007-026
IOP 2.0.5 (1) 302-00013-005
IOP 2.1.1 (2) 302-00013-007
(1) Factory installed in S/N 4496387 through December 2017. S/N’s 4496331, 4496339–4496386 can be upgraded , see Piper Vendor
Service Publication 248.
(2) Factory installed December 2017 and later.
Effectivity
342415
with Aspen EBD
34-24-00 PAGE 15
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
5) INSTALLATION MENU PAGE - IAS CONFIG E - Color of Airspeed Tape Speed Bands
Feature Options Actual Setting
SPD Band 2 YELLOW, CLEAR YELLOW
SPD Band 3 GREEN, WHITE, CLEAR GREEN
SPD Band 4 WHITE, CLEAR WHITE
Not Used
Not Used
Effectivity
PAGE 16
Oct 29/19 34-24-00 with Aspen EBD
342416
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
342417
with Aspen EBD
34-24-00 PAGE 17
Oct 29/19
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 18
Oct 29/19 34-24-00 with Aspen EBD
342418
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
342419
with Aspen EBD
34-24-00 PAGE 19
Oct 29/19
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Feature Options
START CALIBRATION Press to initiate
ACCEPT CALIBRATION? Press to ACCEPT Cal
REJECT CALIBRATION? Press to REJECT Cal
HDG SEL 030° to 360° (in 30° increments)
HDG ADJ -6.0 to +6.0 (degrees)
Use the following table to record the HDG ADJ values used to bring the compass heading values
into specification:
Effectivity
PAGE 20
Oct 29/19 34-24-00 with Aspen EBD
342420
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Feature Options
IP ADDR 0-255
SUBNET MASK 0-255
GATEWAY 0-255
PORT 0-9999
Not Used
Notes: Repeated presses of top 3 line select keys will select one of 4 selectable fields
Effectivity
342421
with Aspen EBD
34-24-00 PAGE 21
Oct 29/19
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Diagnostics
Figure 5
Effectivity
PAGE 22
Oct 29/19 34-24-00 with Aspen EBD
342422
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
342423
with Aspen EBD
34-24-00 PAGE 23
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 24
Jul 1/17 34-24-00 with Aspen EBD
342424
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
342425
with Aspen EBD
34-24-00 PAGE 25
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 26
Jul 1/17 34-24-00 with Aspen EBD
342426
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Calibration in Process
Figure 8
Aircraft Turning
Figure 9
When the menu of “Figure 9” on page 342427 is displayed immediately begin taxiing the aircraft
clockwise or counter-clockwise at a constant rate of no faster than 1 turn every 30 seconds.
About half normal taxi speed or a brisk walking speed is about right. Approximately 10
seconds after initial movement (see POSITION A) the aircraft should be taxiing at a constant
rate (CR) throughout the rest of the procedure. When the countdown timer is reached
between one and a quarter turns (450°) (POSITION B) and two turns (720°) (POSITION D)
should have been completed. While turning the aircraft do not stop the aircraft until the end
of the 60 second timer and “Figure 10” on page 342427 appears.
Accept/Reject Results
Figure 10
Effectivity
342427
with Aspen EBD
34-24-00 PAGE 27
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
If you find that the timing of the turns was not right such that “Magnetometer Calibration
Complete” message occurs between B & D of “Figure 6” on page 342425 , then REJECT the
results and re-run the procedure.
At the end of the calibration routine the ACCEPT CALIBRATION? and REJECT
CALIBRATION? menu options will be enabled.
NOTE: If the message ERRONEOUS CALIBRATION VALUES is displayed then magnetic
interference exists in the vicinity of the calibration area or the RSM is mounted in
a magnetically noisy area. Try the calibration process again in a flat magnetically
quiet area. If the message is displayed again the RSM location must be surveyed
for magnetic interference.
To determine whether to ACCEPT or REJECT the results check four headings approximately
90° apart against a known good heading source (i.e., aircraft compass, sight compass,
compass rose).
If the headings are within ±10° then press ACCEPT and use the Heading Offset Adjustment,
below, to align each heading value to actual.
NOTE: Typically with a clean RSM location the heading values will be within 3 degrees of
actual heading. If they are outside this value the RSM mounting area should be
rechecked for magnetic contamination (internal interference) or the calibration can
be rerun in a new location (external interference) to see if the values are improved.
RSMs tilted to the upper end of the limit may not be able to achieve the 3 degree or
less of error without using the Heading Offset Adjustment).
Pressing the ACCEPT CALIBRATION selection shall accept the calibration results, display
the annunciation shown in “Figure 11” on page 342428 for 5 seconds, and return the RSM
CALIBRATION menu page to its initial state.
Pressing the REJECT CALIBRATION selection shall reject the calibration results. Reject
the results if the calibration was poor or a previously stored calibration has better heading
accuracies.
Results Accepted
Figure 11
Results Rejected
Figure 12
Effectivity
PAGE 28
Jul 1/17 34-24-00 with Aspen EBD
342428
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Now repeat the process above for all other headings in 30° increments from 60° to 360°.
Press the MENU key to exit the Installation Menu. Continue with heading accuracy tests
below.
NOTE: In some aircraft, prop wash and wind during ground operations can create
inconsistent pressures in the pitot-static system. The pressures can affect the
ADAHRS, resulting in small pitch and heading perturbations. Before reading the
aircraft headings for the purposes of calibration, ensure the attitude solution has
stabilized and is not influenced by external winds and pressures. The disturbances
normally settle out over a period of 15 to 60 seconds. Idle power or temporarily
selecting the alternate static source can sometimes eliminate the effect.
Effectivity
342429
with Aspen EBD
34-24-00 PAGE 29
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 30
Jul 1/17 34-24-00 with Aspen EBD
342430
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
NOTE: When changing indicated airspeed or altitude on the ground using pitot/static test
equipment, changes in the AHRS display of pitch, roll and heading will result, possibly
accompanied by a CROSS CHECK ATTITUDE annunciation. This behavior is the result
of the Kalman Filter algorithms employed in the EBD attitude solution. These changes
in pitch, roll or heading are normal and do NOT indicate a system failure. The integrated
nature of the EBD AHRS algorithms is such that AHRS performance can only be
properly evaluated during flight or ground maneuvers.
(a) Check the following items for proper operation:
1) Airspeed Tape, Altitude Tape
2) AHRS Sensor
3) EMI Test
4) Flight Control Interference Check
(b) Indicated Airspeed Display
Use the Indicated Airspeeds (IAS) Configuration table under IAS Configuration to record
the aircraft speed settings from the Aircraft Flight Manual in the IAS Setting column. Set the
Pitot/Static test set for 5000 ft above field elevation. Increase airspeed to Vne and check all
Speed Bands and Speed Markers listed in table.
(c) Altitude Display
With the Pitot/Static tester still set for 5000 ft above field elevation and with BARO Set to
29.92 in. Hg. on the EBD, verify altitude tape displays altitude within ±40ft of the calibrated
test set altitude.
(d) System Leak Test
Perform a pitot-static system leak test per 34-10-00 or set the Pitot Static Test Set to 1000
ft above field elevation and without additional pumping for a period of 1 minute the aircraft
static system should not lose more than 100ft of altitude.
(e) AHRS Sensor Test
Verify that correct aircraft attitude information is presented on the Attitude Indicator portion
of the EBD. The Flags may take up to 5 minutes to clear when the ambient temperature is
below -20° C. Typically the attitude solution will be available in less than 3 minutes.
Effectivity
342431
with Aspen EBD
34-24-00 PAGE 31
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
g) The ON BAT indication must read a minimum of 80% to continue. If the battery
capacity is below 80% then the battery should be charged by returning the EBD
to external power. The battery will charge as long as the EBD is turned on and
external power is supplied.
h) With the battery displaying greater than 80% charge set a timer for 30 minutes.
After the 30 minute time has elapsed the EBD must still be operating on battery. If
the internal battery will not supply the minimum 30 minutes operating time or fails
to charge above 80%, replace the battery and return the failed battery to Aspen
Avionics.
i) Instructions for battery replacement are under Components, EBD Display, above.
j) Switch the EBD back to external power and recharge the internal battery to 80%
or greater prior to release to service.
Effectivity
PAGE 32
Jul 1/17 34-24-00 with Aspen EBD
342432
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
342433
with Aspen EBD
34-24-00 PAGE 33
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 34
Jul 1/17 34-24-00 with Aspen EBD
342434
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
342435
with Aspen EBD
34-24-00 PAGE 35
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 36
Jul 1/17 34-24-00 with Aspen EBD
342436
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
3424011
with Garmin G5 EFI
34-24-01 MarPAGE 1
25/20
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(1) The G5 receives a GPS input for attitude aiding via the glareshield mounted GPS antenna only.
(2) The following functions are provided by the GPS input:
(a) Ground Track
(b) Ground Speed (GS)
(3) The G5 installation is connected to the aircraft Pitot / Static system which provides the following
functions:
(a) Secondary Airspeed indicator
(b) Secondary Barometric altimeter
(c) Secondary Vertical speed
(d) Secondary Altimeter Barometric Setting
(e) Secondary Altimeter
(f) Secondary Altitude Display
(g) Selected altitude setting, bug and visual altitude alerting
(h) Secondary Vertical Speed Indicator
(i) Vspeed references
(4) The G5 unit will turn on automatically when power is applied to the essential bus. The unit will
turn off automatically 45 seconds after power is removed. Alternatively, holding the button on the
left lower corner of the unit for three seconds will turn the unit off.
Effectivity
PAGE 2
Mar 25/20 34-24-01 with Garmin G5 EFI
3424012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
B. Troubleshooting
Garmin G5 EFI is a self contained unit that performs a self test during power up. If the unit fails to
power up, check connections, if all connections are correct and power is going to the unit, replace unit.
C. Inspections
(1) Annually
Each twelve (12) calendar months conduct a battery capacity check of the Garmin G5 EFI battery
per “Battery Capacity Check” on page 3424015.
(2) Each Twenty-Four (24) Calendar Months
Each twenty-four (24) calendar months conduct an Altimeter System Test of the Garmin G5 EFI
Unit in accordance with 14 CFR Part 43 Appendix E.
Effectivity
3424013
with Garmin G5 EFI
34-24-01 MarPAGE 3
25/20
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 4
Mar 25/20 34-24-01 with Garmin G5 EFI
3424014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(2) Battery
See Figure 2.
The G5 has an external lithium-ion battery that provides up to 4 hours of emergency power. The
G5 charges the battery whenever the aircraft is powered. The G5 is connected to the main bus.
When the main bus is not active, and the emergency bus is active it also charges the standby
battery. The only time the G5 uses the internal battery is when all electrical power is lost to the
aircraft.
(a) Removal
1) Remove the G5 unit per Garmin G5 EFI Unit “Removal” on page 3424014.
2) Use a screwdriver to loosen the battery jackscrews on the back of the unit.
3) Remove the battery from the G5 unit.
(b) Installation
1) Position the battery on the back of the G5 unit.
2) Use a screwdriver to tighten the battery jackscrews to back of the G5 unit.
3) Install the G5 unit per Garmin G5 EFI Unit “Installation” on page 3424014.
(c) Battery Capacity Check
Each twelve (12) calendar months:
1) Without power applied to the aircraft, turn on the G5 by pressing the power button in
the lower left corner of the unit.
2) Note the remaining battery capacity (%) at the top left corner of the display.
3) After about a minute, the remaining capacity will change from (%) to time (hour:min).
4) If the remaining capacity is less than one hour (1:00), allow the battery to charge until
the capacity shows greater than 95% and repeat the check.
NOTE: Apply power to the airplane to charge the G5 external battery.
5) If the remaining capacity is less than one hour (1:00) after charging, the battery must
be replaced.
G5 Battery
Figure 2
Effectivity
3424015
with Garmin G5 EFI
34-24-01 MarPAGE 5
25/20
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
108064_NEW_3
G5 INSTALLATION KIT
INSTRUMENT PANEL
SCREW (3 EA)
G5 BATTERY PACK
G5 STANDBY
GPS ANTENNA
P840
TNC/BNC ADAPTER
G5 STANDBY
INSTALLATION
(EXPLODED VIEW)
Effectivity
PAGE 6
Mar 25/20 34-24-01 with Garmin G5 EFI
3424016
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
108062 NEW 2
GLARESHIELD
FWD
RIVET
WASHER
(2 PLACES)
GPS ANTENNA
LOOKING DOWN
Effectivity
3424017
with Garmin G5 EFI
34-24-01 MarPAGE 7
25/20
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(5) GMU 11
The Garmin GMU 11 Magnetometer is a remote mounted device that interfaces with the Garmin
G5 EFI to provide heading data. It is installed in the right wing, mounted to a bracket (cover)
assembly attached to the bottom of the wing at approximately W.S. 137.00. The GMU 11
Magnetometer uses magnetic field measurements to create electronically stabilized heading
data.
CAUTION: WHEN REMOVING AND/OR INSTALLING THE GMU 11, ALWAYS ENSURE THAT
AIRCRAFT POWER IS OFF. UNPLUG ANY AUXILIARY POWER SUPPLIES.
(a) Troubleshooting
See Magnetometer Interference Check
(b) Removal
1) Remove the eight screws securing the bracket (cover) assembly to the bottom of the
wing. Remove the bracket (cover) assembly and attached GMU 11 being careful not to
stress the wiring harness.
2) Disconnect the P842 connector.
3) Unscrew the four screws, washers, and nuts that hold the GMU 11 to the mounting
bracket.
NOTE: Make sure the hardware removed from the GMU 11 mounting is retained for
reinstallation. If hardware needs to be replaced, ensure the proper non-ferrous
hardware is used per the parts catalog.
NOTE: Be sure to use non-magnetic tools to avoid harming the GMU.
(c) Installation
1) Place the GMU 11 in its mounting bracket and align its holes with the mounting holes.
2) Insert the four mounting screws and secure the GMU 11 in place with washers and
nuts. Tighten screws until snug, plus 1/4 turn.
3) Inspect the P842 connector and pins for signs of damage. Repair any damage.
4) Connect the P842 connector to the GMU 11.
5) Taking note of the FWD arrow on the GMU 11 mounting bracket, place the GMU 11
access cover into the bottom of the wing and secure with eight screws.
(d) Return to Service
Each time the GMU 11 is removed and reinstalled, or if it is replaced, conduct the
“GMU 11 Magnetometer Calibration” on page 34240115.
GMU 11
Figure 5
Effectivity
PAGE 8
Mar 25/20 34-24-01 with Garmin G5 EFI
3424018
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
108064_NEW_4
DETAIL A W.S
131.60
W.S
148.60
W.S W.S
W.S W.S W.S
W.S W.S W.S W.S 174.00 190.90
49.25 140.09 157.00
69.24 86.03 106.19 123.15
W.S
93.66
G5 STANDBY
(RIGHT WING ONLY)
FWD
LOOKING DOWN
CAN BUS
TERMINATOR SCREW
WASHER
P842 NUT GMU 11
(4 PLACES)
B
SCREW
WING SKIN
WASHER
WASHER BRACKET (COVER) ASSY
DOUBLER
GMU 11
DECAL UP
B FWD
FWD
HARNESS ASSY
BONDING STRAP
INBD VIEW B - B
DETAIL A RHS LOOKING INBD
LOOKING DOWN
GMU 11 Mounting
Figure 6
Effectivity
3424019
with Garmin G5 EFI
34-24-01 MarPAGE 9
25/20
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1
POST INSTALLATION WIRING CHECKS
Connector
Unit Note
Pin
P840-7 Garmin G5 Aircraft Power
P840-9 Garmin G5 Aircraft Ground
Effectivity
PAGE 10
Mar 25/20 34-24-01 with Garmin G5 EFI
34240110
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
34240111
with Garmin G5 EFI
34-24-01 Mar
PAGE 11
25/20
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 2 (Sheet 1 of 2)
IAS SETTINGS
Configuration
Config Page Config Option
Setting
Device Information Installation Type Standalone Instrument
Effectivity
PAGE 12
Mar 25/20 34-24-01 with Garmin G5 EFI
34240112
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 2 (Sheet 2 of 2)
IAS SETTINGS
Configuration
Config Page Config Option
Setting
Backlight Curent Mode Automatic
Default Mode Automatic
Minimum Photocell Input 10
Minimum Display Brightness 20
Maximum Photocell Input 70
Maximum Display Brightness 100
Filter Time Constant 6
Effectivity
34240113
with Garmin G5 EFI
34-24-01 Mar
PAGE 13
25/20
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 14
Mar 25/20 34-24-01 with Garmin G5 EFI
34240114
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
34240115
with Garmin G5 EFI
34-24-01 Mar
PAGE 15
25/20
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 3
HEADING VERIFICATION
Heading A Displayed G5 Heading (B) Heading Error (A-B)
360°
30°
60°
90°
120°
150°
180°
210°
240°
270°
300°
330°
Effectivity
PAGE 16
Mar 25/20 34-24-01 with Garmin G5 EFI
34240116
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 4
SPEED BANDS AND SPEED MARKERS
Band
IAS Setting Band Color Description
Range
Vne Red >Vne Red arc displayed at all speeds above Vne
Vno Yellow Vno – Vne Yellow arc extending from Vno to Vne
Vs1 Green Vs – Vno Green arc extending from Vs1 to Vno
Vfe White Top of White Arc
Vs0 White Bottom of White Arc
Vyse Blue marker
Vmc Red marker
3) Altitude Display
Perform an altimeter system test of the G5 in accordance with 14 CFR Part 43 Appendix
E up to an altitude of 20,000 feet.
Air Data Static Pressure Calibration
NOTE: Procedure is only required if Section 6.5.3 results for the G5 fall outside of
tolerances of the Part 43 Appendix E tests.
NOTE: The static pressure calibration requires the use of a pressure control system
(test set) with an altitude accuracy of at least ±5 ft. at sea level and ±20 ft. at
30,000 ft. It is necessary to recalibrate to sea level (0 ft.), 10,000 ft., 20,000 ft.,
and optionally to 30,000 ft. The operator is allowed to finish the calibration at
the end of the 20,000 ft. calibration if the aircraft operational ceiling is below
20,000 ft.
a) Start the G5 instrument in config mode.
b) Select the Air Data configuration page.
c) Select Calibrate Static Pressure.
d) Ensure all on-screen instructions have been complied with, then press Start.
e) At each calibration point the display will present a screen indicating the pressure
altitude to set. Once the altitude is set, select Ready to calibrate this pressure.
f) During the calibration at each pressure, the pressure must be held constant for
30 seconds for the calibration to be successful. The calibration may be cancelled
at any point should the test startup require adjusting before repeating. A progress
screen will be displayed showing the status of the test.
g) Select Done when the static pressure calibration is successfully completed.
h) Exit configuration mode.
4) AHRS Sensor Test
Verify that correct aircraft attitude information is present on the Attitude Indicator portion
of the EBD (i.e. pitch, roll & slip/skid indicators are all present and reflect current aircraft
attitude).
Effectivity
34240117
with Garmin G5 EFI
34-24-01 Mar
PAGE 17
25/20
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 18
Mar 25/20 34-24-01 with Garmin G5 EFI
34240118
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
34240119
with Garmin G5 EFI
34-24-01 Mar
PAGE 19
25/20
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 5
REQUIRED EQUIPMENT LIST (REL)
Effectivity
PAGE 20
Mar 25/20 34-24-01 with Garmin G5 EFI
34240120
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
3425011
with Garmin G1000
34-25-01 PAGE 1
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 2
Jul 1/17 34-25-01 with Garmin G1000
3425012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
3425013
with Garmin G1000
34-25-01 PAGE 3
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
R ALT AMPS
RIGHT ALTR F1
AUX
NON-ESSENTIAL
80A ALTR
R ALT
OFF SWITCH F2
M ENG NON-ESS R ALT FIELD
START BUS 5A
L ENG START ON R VOLT
REG
5A 35A
EMERG BATT
20A
R ENG START
BATT AMPS
AVIONICS BUS
BATT
M 70A EMERGENCY
AV BUS BATT
25A 25A
AVIONICS
ESSENTIAL BUS
SWITCH
ON
OFF OFF
EMERGENCY BUS
EMER PWR ARM
SWITCH
3A
HOT BATT BUS
L ALT AMPS
ON LEFT ALTR F1
AUX
OFF 80A ALTR
L ALT
BATT MASTER OFF SWITCH F2
SWITCH L ALT FIELD
5A ON L VOLT
EXT PWR REG
CONTACTOR AIR COND
EXT BUS
(IF INSTALLED)
PWR
AIR COND BUS
60A
LIGHTING BUS
LIGHTING
BUS
35A
Bus Feed
Figure 3
Effectivity
PAGE 4
Jul 1/17 34-25-01 with Garmin G1000
3425014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GEAR PUMP
LTG PROT
HOT
BATT NON-ESSENTIAL LIGHTING AIR COND BUS
BUS BUS BUS (IF INSTALLED)
COURTESY ENG START AV DIMMER 7.5A
LTS
HOUR METER PITCH TRIM ANTI COLL 10A
LDG/TAXI LTS
RECOG LTS
CABIN LTS
Effectivity
3425015
with Garmin G1000
34-25-01 PAGE 5
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Normal Mode
Figure 5
Effectivity
PAGE 6
Jul 1/17 34-25-01 with Garmin G1000
3425016
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
3425017
with Garmin G1000
34-25-01 PAGE 7
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
D. Maintenance Mode
CAUTION: ENTER “MAINTENANCE MODE” WHEN ACTIVATING THE GARMIN G1000 SYSTEM
ON THE GROUND TO CONDUCT TESTS, INSPECTIONS, ETC.
The “Hobbs” Meter is activated by the GIA 63W Integrated Avionics Units and will run when one of the
following is true, depending on how it was configured:
(1) the engine is running (Option A); or
(2) the airplane is inflight (Option B); or
(3) the GIA 63W No. 1 is ON (Option C).
To prevent needless accumulation of “hours” (i.e., to disable the “Hobbs” Meter) on the ground a
Maintenance Mode has been implemented in the Garmin G1000 software.
Enter “Maintenance Mode” before exiting the splash screen at system startup by pressing SoftKeys
1, 2, 3, 1 in that order. The “MAINT MODE ON” advisory will then be displayed while the system
remains in maintenance mode.
E. Troubleshooting
Troubleshoot the Garmin G1000 system by first identifying, then isolating the specific failure to the
responsible LRU. There are several indications that the G1000 presents to the pilot or technician,
showing overall system condition. A course of action should be determined based on the information
presented on the display.
The fifth AUX group page on the MFD (See “Figure 9” on page 3425019) provides LRU health status by
means of a green check or a red ‘X’. Also, LRU software versions are shown along with other database
versions and dates. If a red ‘X’ is shown for an LRU, see the appropriate LRU troubleshooting chart
for guidance.
Typically, the G1000 Alerting System provides alerts/annunciations in conjunction with the information
presented at the fifth AUX page.
CAUTION: POST INSTALLATION SET-UP,” BELOW, PROVIDES DETAILED INSTRUCTIONS ON
EQUIPMENT CONFIGURATION AND RETURN-TO-SERVICE TESTING. ANYTIME
A G1000 COMPONENT OR LRU IS REMOVED, SWAPPED, OR REPLACED, THE
TECHNICIAN MUST FOLLOW THE PROCEDURES GIVEN IN “POST INSTALLATION
SET-UP” TO ENSURE PROPER OPERATION OF THE SYSTEM.
Troubleshooting and Message Advisory information is provided as follows:
(1) Line Replaceable Unit (LRU) Troubleshooting - See “Chart 1” on page 34250111.
(2) Troubleshooting Engine / Airframe Sensor Failures - See “Chart 2” on page 34250116.
(3) Troubleshooting TAWS (Optional)- See “Chart 3” on page 34250118.
(4) Troubleshooting Data Path Messages - See “Chart 4” on page 34250119.
(5) CONFIG Page (PFD, MFD and GIA) Failed Path Messages - See “Chart 5” on page 34250120.
(6) CONFIG Page (PFD, MFD) Failed Path Messages - See “Chart 6” on page 34250121.
(7) GIA RS-232, ARINC 429 CONFIG page (GIA1 and GIA2) Failed Path Messages - See “Chart 7”
on page 34250123.
(8) GIA RS-485 CONFIG page (GIA1 and GIA2) Failed Path Messages - See “Chart 8” on page
34250129.
(9) GDU 104X: Troubleshooting - See “Chart 9” on page 34250163; Message Advisories - See
“Chart 10” on page 34250165.
(10) GMA 1347: Troubleshooting - See “Chart 11” on page 34250171; Message Advisories - See
“Chart 12” on page 34250172.
Effectivity
PAGE 8
Jul 1/17 34-25-01 with Garmin G1000
3425018
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(11) GIA 63W: Troubleshooting - See “Chart 13” on page 34250173; Message Advisories - See
“Chart 14” on page 34250175.
(12) GEA 71 Troubleshooting/ Message Advisories - See “Chart 15” on page 34250181.
(13) GTX 33 Troubleshooting/ Message Advisories - See “Chart 16” on page 34250182.
(14) GDL 69A: Troubleshooting - See “Chart 17” on page 34250183; Message Advisories -
See “Chart 18” on page 34250184.
(15) GRS 77 (AHRS) / GMU 44: Troubleshooting - See “Chart 19” on page 34250185; Message
Advisories - See “Chart 20” on page 34250186.
(16) GDC 74A Troubleshooting/ Message Advisories - See “Chart 21” on page 34250188.
(17) GTS 800 TAS Message Advisories - See “Chart 22” on page 34250189.
(18) Software Configuration Troubleshooting/ Message Advisories - See “Chart 23” on page 34250190.
Effectivity
3425019
with Garmin G1000
34-25-01 PAGE 9
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
1 1
6 3
1 4
1
2 1 5
1
Effectivity
PAGE 10
Jul 1/17 34-25-01 with Garmin G1000
34250110
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1 (Sheet 1 of 5)
LRU TROUBLESHOOTING
System Failure Troubleshooting
The following table provides basic troubleshooting guidance for LRU failures.
Associated
Invalid Data Field LRU(s)
Solution
Low Speed Awareness Band
permanently displayed
Effectivity
34250111
with Garmin G1000
34-25-01 PAGE 11
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 2 of 5)
LRU TROUBLESHOOTING
Associated
Invalid Data Field Solution
LRU(s)
• Ensure that a cell phone or a device using cell phone
technology is not turned on (even in a monitoring state)
in the cabin.
GPS DR • Check GPS1 and GPS2 signal strength on AUX
page 4. Refer to GIA GPS section if GPS can not
acquire a position lock for troubleshooting.
GIA1
or • Check corresponding GPS antenna and cable for
GIA2 faults.
• Check Ethernet interconnect between the PFD1 to
GIA1 or PFD1 to GIA2 for faults.
• Swap GIA1 and GIA2, to verify location of problem:
If problem follows the GIA, replace the GIA.
If problem persists, replace the PFD.
• Check GTX 33 configuration settings for GIA1 and
GIA2.
• Check GTX 33/GIA1 interconnect.
TAS FAIL
AIRSPEED FAIL
ALTITUDE FAIL • Inspect GDC 74B pitot/static plumbing integrity.
VERT SPEED FAIL
• Inspect pitot/static ports and associated equipment for
faults.
• For TAS failure, also check GTP 59 OAT probe.
GDC 74B
• Check GDC 74B configuration settings for the PFD,
MFD, GIA1, and GIA2.
If PFD, MFD, and GIA configuration settings are
correct, replace the GDC configuration module.
If problem persists, replace the GDC 74B.
Effectivity
PAGE 12
Jul 1/17 34-25-01 with Garmin G1000
34250112
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 3 of 5)
LRU TROUBLESHOOTING
Associated
Invalid Data Field LRU(s)
Solution
GRS 77
• If this message persists longer than five minutes,
&
perform AHRS calibration procedures as described
GMU 44 later in this chapter.
Effectivity
34250113
with Garmin G1000
34-25-01 PAGE 13
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 4 of 5)
LRU TROUBLESHOOTING
Associated
Invalid Data Field Solution
LRU(s)
• Ensure that a cell phone or a device using cell phone
technology is not turned on (even in a monitoring
state) in the cabin.
• Cycle GRS 77 power to restart initialization.
• Ensure GRS 77 connecter is secure and proper wire
harness strain relief is provided.
• Ensure the GRS 77 is fastened down tightly in it’s
mounting rack and that the mounting rack is not
loose (CAUTION - do not loosen the mounting rack
hardware to the airframe shelf or the aircraft will need
ATTITUDE FAIL to be re-leveled and the PITCH/ROLL OFFSET
procedure performed).
• Ensure GPS has acquired at least four satellites, has
a 3D navigation solution, and a DOP of less than 5.0.
GRS 77 This is particularly important for an ATTITUDE FAIL
that appears during ground operation only.
• Perform an Engine Run-Up Test to check if engine
vibration is causing the GRS 77 to go offline.
• Load configuration files to the PFD, MFD, GIA1, and
GIA2.
• Calibrate the GRS 77 (Pitch/Roll Offset and
Magnetometer Calibration).
• Replace GRS 77.
If problem persists replace GRS 77 configuration
module.
Contact Garmin Aviation Product Support if
condition continues after replacing the GRS 77
and config module for additional assistance.
Effectivity
PAGE 14
Jul 1/17 34-25-01 with Garmin G1000
34250114
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 5 of 5)
LRU TROUBLESHOOTING
A DME or ADF failure is represented by the following red X’s. The PFD displays function as a control head for
the remote-mounted Honeywell KR 87 ADF and KN 63 DME.
Effectivity
34250115
with Garmin G1000
34-25-01 PAGE 15
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 2 (Sheet 1 of 3)
TROUBLESHOOTING ENGINE / AIRFRAME SENSOR FAILURES
Associated
Invalid Data Field Solution
LRU(s)
• If software was loaded to a new GDU display, be
sure that the user settings for the replaced display
Engine/Airframe Sensors were cleared. Clear user settings by pressing the
CLR key on the replaced display while applying
(All Invalid)
power to it. Acknowledge the on-screen prompt by
pressing the ENT key or the right-most softkey.
• Check for GEA related Alert messages on the PFD.
Correct any Alerts concerning software or
configuration errors by reloading software or
configuration as noted.
• Verify GEA internal power supply, configuration, and
calibration status in configuration mode.
The internal power supply, configuration and
GEA 71 calibration boxes should be green. If they are
& red, replace the GEA 71.
GIA 63W
• Verify internal, external, and reference voltages listed
in the Main Analog and I/O A Analog boxes are not
dashed out (does not include Aircraft Power 1 and 2).
If any voltages are dashed out, replace the GEA.
• Ensure the GEA is online (green checkmark on the
AUX – SYSTEM STATUS page).
If GEA is not online verify unit is receiving power
at the rack connector.
Check the GIA/GEA interconnects for faults.
Reload configuration files to both GIA’s and the
GEA.
• If problem persists, replace the GEA 71.
Effectivity
PAGE 16
Jul 1/17 34-25-01 with Garmin G1000
34250116
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 2 (Sheet 2 of 3)
TROUBLESHOOTING ENGINE / AIRFRAME SENSOR FAILURES
Engine/Airframe Instrument Failures
The following table provides guidance for troubleshooting individual engine/airframe sensor failures. Be
sure to also follow previous guidance given for the GEA 71. The technician should troubleshoot to isolate
the fault by checking sensor-to-GEA wiring, replacing the suspect sensor, and finally by replacing the GEA
71. Replace one part at a time. Check for correct operation of the sensors and GEA 71 after any part has
been replaced. Refer to G1000 in 91-00-00 Wiring Diagrams.
Effectivity
34250117
with Garmin G1000
34-25-01 PAGE 17
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 2 (Sheet 3 of 3)
TROUBLESHOOTING ENGINE / AIRFRAME SENSOR FAILURES
Invalid Field Sensor Possible Solutions (for applicable engine/system)
• Check Alt amp sensor - GEA 71 wiring.
• Replace Alt amp sensor.
• Replace GEA 71.
Amp/Volts
• Check main bus - GEA 71 wiring.
• Check emergency bus - GEA 71 wiring.
• Replace GEA 71
Chart 3
TAWS (OPTIONAL) TROUBLESHOOTING
Effectivity
PAGE 18
Jul 1/17 34-25-01 with Garmin G1000
34250118
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 4
G1000 - TROUBLESHOOTING - DATA PATH FAILURES
Effectivity
34250119
with Garmin G1000
34-25-01 PAGE 19
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 5
FAILED PATH MESSAGES, CONFIG PAGE (PFD, MFD, AND GIA) - PROCESS
SELECT UNITS = PFD / MFD / GIA1 / GIA2 – RS-232 / ARINC-429 / RS-485 Serial Config Pages
Indicator Status
Effectivity
PAGE 20
Jul 1/17 34-25-01 with Garmin G1000
34250120
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 6 (Sheet 1 of 2)
FAILED PATH MESSAGES, CONFIG PAGE (PFD AND MFD)
PFD ARINC 429
Channel LRU Indicator Status
PFD/GRS 77 data path is functioning correctly.
GREEN
PFD/GRS 77 data path is not functioning correctly.
• Verify GRS 77 status is “OK” using the System Status
page on the MFD. If it is not, correct condition before
proceeding, referencing GDC troubleshooting sections.
o Swap GRS with a known working GRS unit
to confirm if the problem is in the original GRS.
o Replace original GRS if box turns green after
swapping units.
IN 1 GRS 77 • Load PFD configuration file.
• Swap PFD with MFD to confirm if the problem is
RED in the PFD.
o Replace original PFD if box turns green
after swapping displays.
• Swap GRS with a known working GRS unit to
confirm if the problem is in the original GRS.
o Replace original GRS if box turns green
after swapping units.
Check the PFD/GRS 77 interconnect wiring for faults.
PFD/GRS 77 data path functionally is unknown. Reload
BLACK PFD configuration file.
Effectivity
34250121
with Garmin G1000
34-25-01 PAGE 21
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 6 (Sheet 2 of 2)
FAILED PATH MESSAGES, CONFIG PAGE (PFD AND MFD)
MFD ARINC 429
Channel LRU Indicator Status
MFD/GRS 77 data path is functioning correctly.
GREEN
MFD/GRS 77 data path is not functioning correctly.
• Verify GRS 77 status is “OK” using the System Status
page on the MFD. If it is not, correct condition before
proceeding, referencing GDC troubleshooting sections.
o Swap GRS with a known working GRS unit
to confirm if the problem is in the original GRS.
o Replace original GRS if box turns green after
swapping units.
• Load MFD configuration file.
RED
IN 1 GRS 77 • Swap MFD with PFD to confirm if the problem is
in the MFD .
o Replace original MFD if box turns green
after swapping displays.
• Swap GRS with a known working GRS unit to
confirm if the problem is in the original GRS.
o Replace original GRS if box turns green
after swapping units.
Check the MFD/GRS 77 interconnect wiring for faults.
MFD/GRS 77 data path functionally is unknown. Reload
BLACK MFD configuration file.
Effectivity
PAGE 22
Jul 1/17 34-25-01 with Garmin G1000
34250122
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 7 (Sheet 1 of 6)
FAILED PATH MESSAGES, GIA RS-232 / ARINC 429 CONFIG PAGE (GIA1 AND GIA2)
GIA1 RS-232
Channel LRU Indicator Status
Effectivity
34250123
with Garmin G1000
34-25-01 PAGE 23
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 7 (Sheet 2 of 6)
FAILED PATH MESSAGES, GIA RS-232 / ARINC 429 CONFIG PAGE (GIA1 AND GIA2)
GIA1 RS-232
Channel LRU Indicator Status
Effectivity
PAGE 24
Jul 1/17 34-25-01 with Garmin G1000
34250124
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 7 (Sheet 3 of 6)
FAILED PATH MESSAGES, GIA RS-232 / ARINC 429 CONFIG PAGE (GIA1 AND GIA2)
GIA2 RS-232
Channel LRU Indicator Status
Effectivity
34250125
with Garmin G1000
34-25-01 PAGE 25
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 7 (Sheet 4 of 6)
FAILED PATH MESSAGES, GIA RS-232 / ARINC 429 CONFIG PAGE (GIA1 AND GIA2)
GIA2 RS-232
Channel LRU Indicator Status
Effectivity
PAGE 26
Jul 1/17 34-25-01 with Garmin G1000
34250126
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 7 (Sheet 5 of 6)
FAILED PATH MESSAGES, GIA RS-232 / ARINC 429 CONFIG PAGE (GIA1 AND GIA2)
GIA1 ARINC 429
Channel LRU Indicator Status
GIA1/GDC 74A data path is functioning correctly.
GREEN
GIA1/GDC 74A data path is not functioning correctly.
• Verify GDC 74A status is OK on the System Status
page on the MFD. If it has a red “X”, troubleshoot
why GDC is offline before proceeding.
• Swap GIA1 and GIA2, reconfigure both GIAs to their
RED new locations to confirm if the problem is in the
IN 5 GDC 74A original GIA1.
o Replace original GIA1 if box turns green after
swapping units.
• Check the GIA1/GDC 74A interconnect wiring and
unit connector pins for faults.
• Replace GDC 74A .
GIA1/GDC 74A data path functionality is unknown.
BLACK Reload GIA1 configuration files.
Effectivity
34250127
with Garmin G1000
34-25-01 PAGE 27
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 7 (Sheet 6 of 6)
FAILED PATH MESSAGES, GIA RS-232 / ARINC 429 CONFIG PAGE (GIA1 AND GIA2)
GIA2 ARINC 429
Channel LRU Indicator Status
GIA2/GDC 74A data path is functioning correctly.
GREEN
GIA2/GDC 74A data path is not functioning correctly.
• Verify GDC 74A status is OK on the System Status
page on the MFD. If it has a red “X”, troubleshoot
why GDC is offline before proceeding.
• Swap GIA2 and GIA1, reconfigure both GIAs to their
RED new locations to confirm if the problem is in the
IN 1 GDC 74A original GIA2.
o Replace original GIA2 if box turns green after
swapping units.
• Check the GIA2/GDC 74A interconnect wiring and
unit connector pins for faults.
• Replace GDC 74A .
GIA2/GDC 74A data path functionality is unknown.
BLACK Reload GIA2 configuration files.
Effectivity
PAGE 28
Jul 1/17 34-25-01 with Garmin G1000
34250128
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 8 (Sheet 1 of 2)
FAILED PATH MESSAGES, GIA RS-485 CONFIG PAGE (GIA1 AND GIA2)
GIA1 RS-485
Channel LRU Indicator Status
GIA1/GEA 71 data path is functioning correctly.
GREEN
GIA1/GEA 71 data path is not functioning correctly.
• Verify GEA is powered on using the GEA Status page.
• Load GIA1 and GEA configuration files.
CHNL 1 GEA 71 • Swap GIA1 and GIA2, reconfigure GIAs to their new
RED locations to confirm if the problem is in the original GIA1.
o Replace original GIA1 if box turns green after
swapping units.
o Replace original GEA if box turns green
after swapping units.
Check the GIA1/GEA 71 interconnect wiring for faults.
Effectivity
34250129
with Garmin G1000
34-25-01 PAGE 29
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 8 (Sheet 2 of 2)
FAILED PATH MESSAGES, GIA RS-485 CONFIG PAGE (GIA1 AND GIA2)
GIA2 RS-485
Channel LRU Indicator Status
GIA2/GEA 71 data path is functioning correctly.
GREEN
GIA2/GEA 71 data path is not functioning correctly.
• Verify GEA is powered on using the GEA Status page.
• Load GIA2 and GEA configuration files.
CHNL 1 GEA 71 • Swap GIA2 and GIA1, reconfigure GIAs to their new
RED locations to confirm if the problem is in the original GIA2.
o Replace original GIA2 if box turns green after
swapping units.
o Replace original GEA if box turns green
after swapping units.
Check the GIA2/GEA 71 interconnect wiring for faults.
Effectivity
PAGE 30
Jul 1/17 34-25-01 with Garmin G1000
34250130
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
F. Recommended Tools
The following tools (or equivalent) are recommended to perform various maintenance tasks on the
G1000 system.
(1) Calibrated voltmeter capable of measuring 0-32 Volts DC.
(2) Ground Power Unit (Capable of supplying 28 Vdc).
(3) #2 Phillips Screwdriver.
(4) 3/32nd inch Hex Tool.
(5) Standard sockets & wrenches (3/8”, 9/16”, and 13/16”).
(6) Calibrated torque wrench capable of measuring 0 – 70 in/lbs.
(7) Calibrated digital Level with 0.25 degrees of accuracy capability.
(8) Calibrated VHF NAV/COM/ILS ramp tester.
(9) Calibrated transponder ramp tester including Mode S capability for Mode S transponder equipped
aircraft.
(10) Calibrated digital thermometer suitable for measuring ambient temperature.
(11) Air Data Test Set (ADTS) capable of simulating altitude up to the aircraft’s service ceiling.
(12) Headset/Microphone.
(13) Outdoor line-of-site to GPS satellite signals or GPS indoor repeater.
(14) Laptop with RS232 emulation software.
(15) WX-PA portable analyzer kit (If Stormscope is installed).
(16) Calibrated Flight Control Cable Tension Meter or equivalent.
(17) Servo Mount Slip Clutch Adjustment Tool – Garmin P/N T10-00110-01 and a 2 Amp, 24 V, DC
Power Supply.
(18) M22885/108T8234 extraction tool.
(19) An 0.060” 6-Spline wrench.
Effectivity
34250131
with Garmin G1000
34-25-01 PAGE 31
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
G. Inspections
(1) Annual / 100 Hour Inspection
Each 12 months or 100 hours time-in-service, whichever comes first:
(a) Under Post-Installation Procedures, perform the “G1000 Connections Check” on page
342501118.
(b) Under LRU Test Procedures, Initial Display Testing, perform the “GDL 69A Data Link Unit”
on page 34250150
(2) 500 Hour Inspection
Perform the following function tests of the Avionics, PFD, and MFD cooling fans:
(a) Avionics Cooling Fan
1) Turn OFF all electrical components and avionics systems.
2) Pull the INTEG AV1 circuit breaker.
3) Turn the master switch ON.
4) Push IN the INTEG AV1 circuit breaker. Verify airflow from the Avionics Cooling Blower
by motor sound and, if required, by sight (i.e., use a flashlight to observe the fan turning
in the intake opening).
5) After checking blower, turn OFF master switch.
(b) PFD and MFD Cooling Fans
The PFD and MFD cooling fans are wired into the PFD and MFD circuit breakers, respectively.
Accordingly, function test them as follows:
1) Turn OFF all electrical components and avionics systems.
2) Pull the PFD and MFD circuit breakers.
3) Turn the master switch ON.
4) Push IN the PFD circuit breaker. Verify operation of the PFD cooling fan by motor
sound. Pull the PFD circuit breaker.
5) Push IN the MFD circuit breaker. Verify operation of the MFD cooling fan by motor
sound. Pull the MFD circuit breaker.
6) After checking cooling fans, turn OFF master switch and push IN PFD and MFD circuit
breakers.
(3) 1000 Hour Inspection
Each 1000 hours time-in-service visually inspect each unit listed below for corrosion, damage,
or other defects. Replace any damaged parts as required. Inspection may require the temporary
removal of a unit or units to gain access to connectors.
(a) GDU 104X PFD and MFD
Remove the PFD and MFD. Inspect the mounting surface and connector for corrosion,
heavy oxidation, or other damage.
(b) GMA 1347 Audio Panel
Inspect the GMA 1347 unit, rack, and connectors for corrosion or other defects.
(c) GIA 63W Integrated Avionics Units (2 ea.)
Inspect the GIA 63W #1 and #2 unit, rack, and connectors for corrosion or other defects.
(d) GEA 71 Engine/Airframe Unit
Inspect the GEA 71 unit, rack, and connectors for corrosion or other defects.
(e) GTX 33 Mode S Transponder(s) (if installed)
Inspect the GTX 33 unit, rack, and connectors for corrosion or other defects.
Effectivity
PAGE 32
Jul 1/17 34-25-01 with Garmin G1000
34250132
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
34250133
with Garmin G1000
34-25-01 PAGE 33
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 34
Jul 1/17 34-25-01 with Garmin G1000
34250134
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(d) Installation
NOTE: If replacing the PFD with a new, repaired, or exchanged GDU, the new GDU must
be placed in the MFD location to load the GDU system to prevent the deletion of
configuration files residing in the PFD configuration module. It is not necessary to
install a display in the PFD position to load GDU software into a display installed in
the MFD position. After loading GDU software into the display in the MFD position,
turn off the system and move the GDU to the PFD position. Then, continue the
GDU installation by loading the PFD configuration files.
1) Visually inspect the connector and pins for signs of damage. Repair any damage. While
supporting the display, connect the connector to the rear of the unit.
2) Carefully insert the display into the panel cutout, ensuring that all 4 ¼-turn fasteners
align with the corresponding holes.
3) Seat the display in the panel cutout. Do not use excessive force while inserting
the display.
4) Once seated, rotate all four ¼-turn fasteners clockwise to lock the display to the panel.
(e) Return to Service
1) Original Displays Reinstalled.
If the removed display(s) are re-installed in their original positions, no software or
configuration loading is required. This does not include units that were returned for
repair as their software and configuration files are deleted during the repair testing
process. Continue to the PFD/MFD Test procedure under LRU Test Procedures.
2) New, Repaired or Exchanged Display(s) Installed.
If a new, repaired or exchanged GDU 104X is installed, the correct software and
configuration files must be loaded to the unit. See Software Files, G1000 Software/
Configuration Procedure, above. If ChartView or TAWS were previously installed, these
must be reactivated. See Chartview and TAWS Unlock Procedure respectively. If any
other options were previously installed, these must also be reactivated per Optional
Equipment Configuration. Then continue to the PFD/MFD Test Procedure under LRU
Test Procedures.
Effectivity
34250135
with Garmin G1000
34-25-01 PAGE 35
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 36
Jul 1/17 34-25-01 with Garmin G1000
34250136
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
34250137
with Garmin G1000
34-25-01 PAGE 37
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 38
Jul 1/17 34-25-01 with Garmin G1000
34250138
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
34250139
with Garmin G1000
34-25-01 PAGE 39
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 40
Jul 1/17 34-25-01 with Garmin G1000
34250140
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
1
2
Effectivity
34250141
with Garmin G1000
34-25-01 PAGE 41
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GTX 33 S Transponder
Figure 16
Effectivity
PAGE 42
Jul 1/17 34-25-01 with Garmin G1000
34250142
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
34250143
with Garmin G1000
34-25-01 PAGE 43
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(b) Troubleshooting
See “Chart 21” on page 34250188.
(c) Removal
1) Remove the PFD as described above. ( See “(c) Removal” on page 34250134).
2) Disconnect the pitot/static plumbing from the rear of the unit. Disconnect the single
connector.
3) Loosen each thumbscrew on the hold-down clamp and remove the clamp.
4) Carefully remove the unit from its mount.
(d) Installation
1) Place the unit in the mounting tray.
2) Position the locking clamp and fasten using the thumbscrews.
3) Connect the pitot/static plumbing.
4) Inspect the connector and pins for damage. Repair any damage. Connect the connector
to the unit.
5) Reinstall the PFD as described above. (See “(d) Installation” on page 34250135).
(e) Return to Service
NOTE: If any connection in pilot/static system is opened for maintenance, the entire system
must be rechecked per Pitot / Static System, “Test” on page 34101.
1) Original GDC 74A is Reinstalled
No software or configuration loading is required if the removed GDC 74A is reinstalled.
This does not include units that were returned for repair as their software and
configuration files are deleted during the repair testing process. Continue to “GDC 74A
Tests” on page 342501126 under LRU Test Procedures.
2) New, Repaired or Exchanged GDC 74A is Installed
If a new, repaired or exchanged GDC 74A is installed, the correct software and
configuration files must be loaded to the unit. See G1000 Software/Configuration
Procedure, and then continue to “GDC 74A Tests” on page 342501126 under LRU Test
Procedures.
3) New GDC 74A Configuration Module is Installed
The correct configuration files must be loaded if the GDC 74A configuration module
has been replaced. See G1000 Software/Configuration Procedure, then continue to
“GDC 74A Tests” on page 342501126 under LRU Test Procedures.
Effectivity
PAGE 44
Jul 1/17 34-25-01 with Garmin G1000
34250144
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107731 REV D
SHIELD ASSY
HARNESS ASSY
(OAT PROBE)
OAT PROBE
COVER ASSY
COVER ASSY UP
UP
OUTSIDE
SURFACE NUT OUTSIDE SURFACE WASHER
OAT SENSOR NUT
OAT SENSOR
VIEW LOOKING FWD VIEW LOOKING FWD
COVER ASSY - OAT PROBE COMPLETE COVER ASSY - OAT PROBE COMPLETE
WITH GFC 700 STANDARD
Effectivity
34250145
with Garmin G1000
34-25-01 PAGE 45
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
The GRS 77 utilizes an Earth magnetic field model which is updated once every five
years. The update is expected to be available from Garmin in 2020 and every five
years thereafter, as long as the GRS 77 remains a Garmin-supported product. The
G1000 system alerts the operator that the magnetic field database is out of date
by issuing the message “AHRS SERVICE – AHRS Magnetic-field model needs
update”. Garmin will distribute update instructions when updates are available.
(b) Troubleshooting
See “Chart 19” on page 34250185 and “Chart 20” on page 34250186.
(c) Removal
1) Remove aft passenger seats (See 25-10-00).
2) Remove two end screws, four base screws and AHRS cover. (GFC 700 only).
3) Disconnect the GRS 77 AHRS connector.
4) Remove the four Phillips thumbscrews with a screwdriver and set them aside.
5) Gently lift the GRS 77 from the mounting plate. (If the mounting plate is removed, the
GRS 77 must be re-calibrated. See Return to Service, below.
Effectivity
PAGE 46
Jul 1/17 34-25-01 with Garmin G1000
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(d) Installation
1) Level the airplane per 8-20-00.
2) Verify GRS 77 bracket assembly is level within 3.0 degrees.
3) Place the GRS 77 on the mounting plate, ensuring the general orientation is correct.
4) Align forward direction of the GRS 77 in heading to within 1.0 degree of the aircraft
heading.
5) Fasten the unit to the plate using the Phillips thumbscrews. Recommended torque is
22-25 inch pounds.
6) Visually inspect the connectors to ensure there are no bent or damaged pins. Repair
any damage. Connect the connector to the GRS 77, ensuring that each slidelock is
secured on both sides.
7) See Return to Service below.
8) Reinstall AHRS cover, four base screws and two end screws. (GFC 700 only).
9) Reinstall aft passenger seats (See 25-10-00).
(e) Return to Service
1) Original GRS 77 is Reinstalled
If the original GRS 77 was reinstalled, then no software loading is required. This does
not include a unit that were returned for repair as their software is deleted during the
repair testing process.
a) If the GRS rack was not removed or loosened, continue to the GRS/GMU Test
Procedure under LRU Test Procedures.
b) If the GRS rack was removed or loosened, continue to GRS/GMU Calibration
Procedures under LRU Test Procedures. .
2) New, Repaired or Exchanged GRS 77 is Installed
If a new, repaired or exchanged GRS 77 is installed, then software must be loaded and
the unit must be calibrated. See G1000 Software/Configuration Procedure for software
loading. Then, proceed as follows:
a) If the GRS rack was not removed or loosened, continue to the GRS/GMU Test
Procedure under LRU Test Procedures.
b) If the GRS rack was removed or loosened, continue to the GRS/GMU Calibration
Procedures under LRU Test Procedures.
3) New GRS 77 Configuration Module is Installed
If the GRS 77 configuration module was replaced, no software loading is required.
Continue to the GRS/GMU Calibration Procedures under LRU Test Procedures.
Effectivity
34250147
with Garmin G1000
34-25-01 PAGE 47
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GMU 44 Magnetometer
Figure 20
Effectivity
PAGE 48
Jul 1/17 34-25-01 with Garmin G1000
34250148
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(MS35335-31) TOP
FWD
INBD
MS21044N08 NUT TOP
GMU 44 INBD
TOP SCREW GMU 44
MAGNETOMETER
SLEEVING (3 PLACES) MAGNETOMETER SCREW
(3 PLACES)
NYLON-SPIRAL , A/R
LOOKING DOWN LOOKING DOWN
COVER ASSY MAGNETOMETER COMPLETE COVER ASSY - MAGNETOMETER COMPLETE
WITH GFC 700 STANDARD
(J441) (J441)
TUBE
Effectivity
34250149
with Garmin G1000
34-25-01 PAGE 49
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 50
Oct 1/18 34-25-01 with Garmin G1000
34250150
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
34250151
with Garmin G1000
34-25-01 PAGE 51
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
F.S.
102.83 SEE DETAIL G
F.S. GRT-10 & GDL-69A OR GDL-69eA
156.00
F.S.
ANTENNA 176.96 KN 63 DME
GTS 800
E E
PLAN VIEW
R.B.L.
4.70
CONNECTOR
TO ANTENNA PORT P691
AT GDL-69A
FWD GPS
ANTENNA P101
HARNESS ASSY
H
GRT 10
VIEW H-H
GDL 69A
LOOKING FWD
Effectivity
PAGE 52
Jul 1/17 34-25-01 with Garmin G1000
34250152
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GRT 10
Figure 24
Effectivity
34250153
with Garmin G1000
34-25-01 PAGE 53
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107737 1
DETAIL A
DETAIL A
LOOKING AFT
Effectivity
PAGE 54
Jul 1/17 34-25-01 with Garmin G1000
34250154
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
7
8
1
1. PCB Board
(Configuration Module) 2
2. Spacer
3. Harness 3
4. Pins 4
5. Connector
6. Backshell
7. Cover
8. Screw (2)
6
5
Configuration Module
Figure 26
Effectivity
34250155
with Garmin G1000
34-25-01 PAGE 55
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 56
Jul 1/17 34-25-01 with Garmin G1000
34250156
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
16
17 15
14
13
7
3
9 6 5
12
11 4
10
7 5
Effectivity
34250157
with Garmin G1000
34-25-01 PAGE 57
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
16 17 18 19 20 21 2223 24 25 26 2728 2930
31 32 3334 35 3637 3839 40 41 42 43 44
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
GIA 63W
Backshell Connectors
Figure 28 (Sheet 1 of 4)
Effectivity
PAGE 58
Jul 1/17 34-25-01 with Garmin G1000
34250158
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
P712 P711
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
GEA 71
P3471 P3472
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
GMA 1347
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
22 23 24 25 26 2728 29 30 31 32 33 34 35 36 37 38 39 40 41 42
43 44 45 46 47 48 49 50 51 52 53 54 55 5657 58 59 60 61 62
GTX 33
Backshell Connectors
Figure 28 (Sheet 2 of 4)
Effectivity
34250159
with Garmin G1000
34-25-01 PAGE 59
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
1P10001, 2P10001
GDU 1040
1P771, 2P771
GRS 77
1P741, 2P741
GDC 74A
P691
GDL 69A
Backshell Connectors
Figure 28 (Sheet 3 of 4)
Effectivity
PAGE 60
Jul 1/17 34-25-01 with Garmin G1000
34250160
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
P8001, P8002
GTS 8XX
1 2 3 4 5
6 7 8 9
P771
GRT 10
Backshell Connectors
Figure 28 (Sheet 4 of 4)
Effectivity
34250161
with Garmin G1000
34-25-01 PAGE 61
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 62
Jul 1/17 34-25-01 with Garmin G1000
34250162
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 9 (Sheet 1 of 2)
G1000 - TROUBLESHOOTING - GDU 104X
Effectivity
34250163
with Garmin G1000
34-25-01 PAGE 63
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 9 (Sheet 2 of 2)
G1000 - TROUBLESHOOTING - GDU 104X
Keyboard will not track photocell Cover and uncover photocells and verify that PHOTOCELL A or
PHOTOCELL B value changes.
If values do not change, replace the display.
Effectivity
PAGE 64
Jul 1/17 34-25-01 with Garmin G1000
34250164
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 10 (Sheet 1 of 6)
G1000 - MESSAGE ADVISORIES - GDU 104X
Effectivity
34250165
with Garmin G1000
34-25-01 PAGE 65
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 10 (Sheet 2 of 6)
G1000 - MESSAGE ADVISORIES - GDU 104X
NOTE
New Terrain/Obstacle cards, Jeppesen
PFD CONFIG – PFD Aviation Database and other optional
configuration error. features (i.e. TAWS unlock card) will
Config service required. need to be replaced if the master
configuration module is changed. The
G1000 System ID number will change
to a new number when installing a new
master config module. The old Terrain
and other cards will no longer work as
they will remain locked to the old
System ID number.
Effectivity
PAGE 66
Jul 1/17 34-25-01 with Garmin G1000
34250166
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 10 (Sheet 3 of 6)
G1000 - MESSAGE ADVISORIES - GDU 104X
MFD DB ERR – MFD terrain The MFD has encountered • Confirm supplemental data card is
database error exists. an error in the terrain database. inserted fully.
• Reload the database or replace the
PFD DB ERR – PFD terrain The specified PFD has supplemental datacard.
database error exists. encountered an error in the
• Contact Garmin product Support
terrain database.
for further assistance if needed.
MFD DB ERR – MFD obstacle The MFD has encountered an • Confirm supplemental data card is
database error exists. error in the obstacle database. inserted fully.
• Reload the database or replace the
supplemental datacard.
The specified PFD has
PFD DB ERR – PFD obstacle • Contact Garmin product Support
encountered an error in the
database error exists. for further assistance if needed.
obstacle database.
MFD DB ERR – MFD airport The MFD has encountered • Confirm supplemental data card is
terrain database error exists. an error in the airport terrain inserted fully.
database.
• Reload the database or replace the
supplemental datacard.
The PFD has encountered
PFD DB ERR – PFD airport • Contact Garmin product Support
an error in the airport terrain
terrain database error exists. for further assistance if needed.
database.
Effectivity
34250167
with Garmin G1000
34-25-01 PAGE 67
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 10 (Sheet 4 of 6)
G1000 - MESSAGE ADVISORIES - GDU 104X
Effectivity
PAGE 68
Jul 1/17 34-25-01 with Garmin G1000
34250168
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 10 (Sheet 5 of 6)
G1000 - MESSAGE ADVISORIES - GDU 104X
Effectivity
34250169
with Garmin G1000
34-25-01 PAGE 69
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 10 (Sheet 6 of 6)
G1000 - MESSAGE ADVISORIES - GDU 104X
Effectivity
PAGE 70
Jul 1/17 34-25-01 with Garmin G1000
34250170
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 11
G1000 - TROUBLESHOOTING - GMA 1347
Symptom/Failure Recommended Action
Message
Noise in Audio Most often the cause of the noise is external to the GMA. Try the following to locate the
source of the noise before replacing the GMA:
• Try a different pair of headsets. Noise cancelling headsets may pick up and/or
generate more noise than standard headsets from their own circuitry.
• Check for noise with the engine turned off.
If the noise is present only when the engine is running, check the generator
and/or ignition system as possible sources of noise (see applicable airframe
specific maintenance manual).
• Check for noise as all electrical equipment is turned on and off (strobes, other
radios, etc.).
If the noise is identified from one electrical system or component refer to the
applicable airframe specific maintenance manual.
• Ensure the NAV/COM squelch is not open.
• Ensure the ADF and DME audio is not active.
• Ensure the marker beacon audio is not active.
• Ensure the ICS squelch is not open.
Master squelch level can be adjusted on the GMA CONFIGURATION page for
higher noise environments.
• Replace unit only after all possible external sources of noise are eliminated.
Buttons Do Not Work. • Some buttons are disabled in the GMA CONFIGURATION page by default. This is
to remove potential sources of audio noise for inputs that are not used. If in doubt
as to which buttons should be disabled, reload GMA config files and other config
files for optional equipment installed in the aircraft (i.e. ADF, HF, etc.) from the
loader card.
COM Bleedover • Verify on the GMA CONFIGURATION page that “Disable Split COM” has a green
box. Due to the closeness of the COM antennas and high power of the COM
transceivers, Split COM operation is not approved. If the box is black (indicating
COM ½ button is active), highlight “Disable Split COM” with the cursor and press the
ENT key to turn the box green which will deactivate Split COM mode.
Speaker Cuts Out • Reduce volume level of the item that caused the speaker to cut out when turned up.
A speaker protection circuit disables the speaker output if the volume is too high. If
the volume is not sufficient, replace aircraft cabin speaker, reference the Airframe
Maintenance Manual.
Mic Audio Heard in • Reduce ICS Volume.
Speaker
Effectivity
34250171
with Garmin G1000
34-25-01 PAGE 71
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 12
G1000 - MESSAGE ADVISORIES - GMA 1347
The system has detected a failure • Ensure all GDUs are receiving power.
GMA FAIL – GMA is inoperative.
in the GMA 1347. • Ensure the GMA/GIA RS-232
data lines are working properly.
• Ensure the GIA/GDU Ethernet
data lines are working properly.
• Replace GMA.
MANIFEST – GMA software The system has detected an Load the correct unit software. See
mismatch. Communication incorrect software version Software/Configuration (above)
halted. loaded in the GMA 1347. for the Software Loading procedure.
Effectivity
PAGE 72
Jul 1/17 34-25-01 with Garmin G1000
34250172
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 13 (Sheet 1 of 2)
G1000 - TROUBLESHOOTING - GIA 63W
Effectivity
34250173
with Garmin G1000
34-25-01 PAGE 73
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 13 (Sheet 2 of 2)
G1000 - TROUBLESHOOTING - GIA 63W
Effectivity
PAGE 74
Jul 1/17 34-25-01 with Garmin G1000
34250174
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 14 (Sheet 1 of 6)
G1000 - MESSAGE ADVISORIES - GIA 63W
COM2 SERVICE – COM2 needs The system has determined • Replace GIA2 according to
service. Return unit for repair. COM2 needs service. instructions in Removal/Installation.
• Press the push-to-talk switch(s) again
to cycle its operation.
• Check push-to-talk switch(s) and
wiring.
• Check GIA1/GMA
interconnect.
The COM1 external push-to-talk • Switch GIA1 and GIA2, to identify
COM1 PTT – COM1 push-to-talk
(PTT) switch is stuck in the whether the unit or connectors/wiring
key is stuck.
enabled (or “pressed”) state. is at fault (Both GIAs must be
configured when swapped; see
Software/Configuration above):
If problem follows the unit,
replace GIA1.
If problem persists replace
defective GMA.
• Press the push-to-talk switch(s) again
to cycle its operation.
• Check push-to-talk switch(s) and
wiring.
• Check GIA2/GMA
interconnect.
The COM2 external push-to-talk • Switch GIA1 and GIA2, to identify
COM2 PTT – COM2 push-to-talk
(PTT) switch is stuck in the whether the unit or connectors/wiring
key is stuck.
enabled (or “pressed”) state. is at fault (Both GIAs must be
configured when swapped, see
Software/Configuration above):
If problem follows the unit,
replace GIA2.
If problem persists replace
defective GMA.
Effectivity
34250175
with Garmin G1000
34-25-01 PAGE 75
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 14 (Sheet 2 of 6)
G1000 - MESSAGE ADVISORIES - GIA 63W
COM1 TEMP – COM1 over temp. • Check fan, wiring and air tubing for
Reducing transmitter power. proper operation (if applicable).
The specified COM transceiver • Replace cooling fan if unable to
is reporting a high temperature determine if operating correctly.
condition and is reducing
transmit power to prevent • Replace GIA.
COM2 TEMP – COM2 over temp.
Reducing transmitter power. damage. • If problem persists contact Garmin
Aviation Product Support for
assistance.
Effectivity
PAGE 76
Jul 1/17 34-25-01 with Garmin G1000
34250176
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 14 (Sheet 3 of 6)
G1000 - MESSAGE ADVISORIES - GIA 63W
Effectivity
34250177
with Garmin G1000
34-25-01 PAGE 77
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 14 (Sheet 4 of 6)
G1000 - MESSAGE ADVISORIES - GIA 63W
Effectivity
PAGE 78
Jul 1/17 34-25-01 with Garmin G1000
34250178
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 14 (Sheet 5 of 6)
G1000 - MESSAGE ADVISORIES - GIA 63W
Effectivity
34250179
with Garmin G1000
34-25-01 PAGE 79
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 14 (Sheet 6 of 6)
G1000 - MESSAGE ADVISORIES - GIA 63W
Effectivity
PAGE 80
Jul 1/17 34-25-01 with Garmin G1000
34250180
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 15
G1000 - TROUBLESHOOTING / MESSAGE ADVISORIES - GEA 71
Effectivity
34250181
with Garmin G1000
34-25-01 PAGE 81
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 16
G1000 - TROUBLESHOOTING / MESSAGE ADVISORIES - GTX 33
Failure Message Cause Solution
MANIFEST – GTX software
mismatch. Communication
The system has detected an
halted. • Reload software. See Software
incorrect software version loaded
in the GTX 33. Load / Configuration Procedure.
• Perform a SET>ACTV
configuration reset on the GTX
Config page and verify the aircraft
registration is present.
• If error is still present, reload config
files from a loader card.
If problem persists, replace
master configuration module,
check config module harness
for faults and replace if
XPDR CONFIG – XPDR The system has detected a necessary.
configuration error. Config configuration mismatch for the NOTE
service req’d. GTX 33. New Terrain/Obstacle cards, Navigation
Database and other optional
features (i.e. TAWS unlock card) will
need to be replaced if the master
configuration module is changed. The
G1000 System ID number will change
to a new number when installing a new
master config module. The old Terrain
and other cards will no longer work as
they will remain locked to the old
System ID number.
XPDR SRVC – XPDR needs
service. Return unit for repair. The G1000 has detected a failure
• Replace GTX 33.
in the GTX 33.
Effectivity
PAGE 82
Jul 1/17 34-25-01 with Garmin G1000
34250182
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 17
G1000 - TROUBLESHOOTING - GDL 69A
Effectivity
34250183
with Garmin G1000
34-25-01 PAGE 83
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 18
G1000 - MESSAGE ADVISORIES - GDL 69A
GDL 69A FAIL – GDL 69A has The G1000 has detected a failure • Check GDL 69A antenna and
failed. in the GDL 69A. cabling.
• Check the GDL 69A and MFD
interconnect.
• Reload configuration file.
See Software Load / Configuration
Procedure.
• If problem persists, replace
master configuration module,
check config module harness
for faults and replace if
necessary.
GDL69A CONFIG – GDL 69A The G1000 has detected a GDL NOTE
configuration error. Config 69A configuration mismatch.
New Terrain/Obstacle cards, Navigation
service req’d.
Database and other optional
features (i.e. TAWS unlock card) will
need to be replaced if the master
configuration module is changed. The
G1000 System ID number will change
to a new number when installing a new
master config module. The old Terrain
and other cards will no longer work as
they will remain locked to the old
System ID number
MANIFEST – GDL software The system has detected an • Load correct software version.
mismatch. Communication incorrect software version loaded See Software Load / Configuration
halted. in the GDL 69A. Procedure.
Effectivity
PAGE 84
Jul 1/17 34-25-01 with Garmin G1000
34250184
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 19
G1000 - TROUBLESHOOTING - GRS 77 (AHRS) / GMU 44
Symptom Recommended Action
• Ensure that a cell phone or a device using cell phone technology is not
turned on (even in a monitoring state) in the cabin.
• Ensure GPS has acquired at least four satellites, has a 3D navigation
solution, and a DOP of less than 5.0. This is particularly important if
this issue appears during ground operation only.
AHRS does not complete
initialization • Calibrate the GRS 77.
• Check GRS 77 configuration module wiring for damage.
• Check GRS 77 connector for bent pins.
If no damage can be found, replace GRS 77 configuration module.
If problem persists, replace the GRS 77.
• Ensure that a cell phone or a device using cell phone technology is not
turned on (even in a monitoring state) in the cabin.
• Ensure the four GRS 77 mounting screws are tight. Finger tight is not
sufficient, a screwdriver must be used to verify.
• Ensure mounting rack and airframe shelf are secure and all hardware
and brackets are present (CAUTION - do not loosen the mounting rack
Attitude appears unstable hardware to the airframe shelf or the aircraft will need to be re-leveled
and the PITCH/ROLL OFFSET procedure performed).
• Ensure GRS 77 connector is securely fastened and proper strain relief
is provided.
• Remove GRS 77 connector and verify there are no bent pins.
• Replace the GRS 77.
• Contact Garmin for further troubleshooting if required.
Effectivity
34250185
with Garmin G1000
34-25-01 PAGE 85
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 20 (Sheet 1 of 2)
G1000 - MESSAGE ADVISORIES - GRS 77 (AHRS) / GMU 44
Failure Message Cause Solution
MANIFEST – GRS software The system has detected an • Load correct software version. See
mismatch. Communication incorrect software version loaded Software Configuration Procedures.
halted. in the specified GRS 77.
AHRS SRVC – AHRS The AHRS magnetic field model • Load updated AHRS magnetic field
magnetic-field model needs should be updated for the file. See GRS77 / Components for
update. specified unit. Appears on ground AHRS magnetic field update
only. information.
Effectivity
PAGE 86
Jul 1/17 34-25-01 with Garmin G1000
34250186
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 20 (Sheet 2 of 2)
G1000 - MESSAGE ADVISORIES - GRS 77 (AHRS) / GMU 44
Failure Message Cause Solution
AHRS MAG DB – AHRS The G1000 has detected a • Load AHRS magnetic model field in
magnetic model database magnetic model database version both GRS units.
version mismatch. mismatch.
MANIFEST – GMU software The system has detected an Load the correct software version. See
mismatch. Communication incorrect software version loaded G1000 Software/Configuration Procedure,
halted. in the specified GMU 44. for the Software Load Procedure.
Effectivity
34250187
with Garmin G1000
34-25-01 PAGE 87
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 21
G1000 - TROUBLESHOOTING / MESSAGE ADVISORIES - GDC 74A
Symptom Recommended Action
Altitude is different than standby • Perform pitot/static test. See Pitot Static Systems in 34-10-00.
altimeter. Allow the GDC to warm up for fifteen minutes before checking
accuracy, per Garmin Service Advisory 0606.
• Determine which instrument is outside limits and replace. The
GDC may be field adjusted per Garmin Service Advisory 0720.
Effectivity
PAGE 88
Jul 1/17 34-25-01 with Garmin G1000
34250188
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 22
G1000 - MESSAGE ADVISORIES - GTS-800 TAS
MANIFEST – GTS software The system has detected an Load the correct software version. See
mismatch. Communication incorrect software version loaded G1000 Software/Configuration Procedure,
halted. in the specified GTS 800. for the Software Load Procedure.
Effectivity
34250189
with Garmin G1000
34-25-01 PAGE 89
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 23
G1000 - TROUBLESHOOTING / MESSAGE ADVISORIES - SOFTWARE CONFIGURATION
Problem Solutions
MFD or PFD displays do not power up: • Ensure power is present at display
backshell connector.
• Troubleshoot per the “Blank Display”
GDU section.
Software file load fails: • Ensure that LRU is reporting data on
System Status page (LRU is ‘ONLINE’).
Check data path wiring as needed.
• Retry software file load or try using a
different card. Ensure that the MFD is
not touched during the loading process.
• Ensure that LRU part number is
compatible with software version and
Card Loader.
• Replace LRU.
Configuration file load fails: • Ensure that LRU is reporting data on
System Status page (LRU is ‘ONLINE’).
Check data path wiring as needed.
• Retry configuration file load or try using
a different card. Ensure that the MFD
is not touched during the loading
process.
• Ensure that LRU part number is
compatible with Card Loader.
• Replace LRU.
GIA1 and/or GIA2 to ‘LRU’ data path not working: • Ensure GIA1 and GIA2 are configured
correctly.
• Check wiring, connectors & pins as
needed.
Software File Mismatch Alert appears in lower • Ensure that proper software file part
right corner of PFD when started in normal mode: number and version were loaded to
LRU. See the appropriate Required
Equipment List (REL), “Chart 41”.
• Check and ensure that correct Loader
Card was used during load process. See
G1000 Software/Configuration
Procedure above.
• Reload software to LRU.
Effectivity
PAGE 90
Jul 1/17 34-25-01 with Garmin G1000
34250190
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 24
G1000 - SYSTEM COMMUNICATION HIERARCHY
Des i r ed Op er at i o n Cr i t er i a f o r Su c c es s
• G1000 Loader Card must be inserted
in top slot for each display to be loaded.
Load Software to MFD or PFD
• CLR & ENT keys must be held during power
up of display.
• Power on only one display at a time during
software loading.
Effectivity
34250191
with Garmin G1000
34-25-01 PAGE 91
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
PAGE 92
Jul 1/17 34-25-01 with Garmin G1000
34250192
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
SET>ACTV Configuration
Figure 29
Effectivity
34250193
with Garmin G1000
34-25-01 PAGE 93
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
When troubleshooting the system, technicians can look for inequalities between SET and
ACTIVE columns. Certain problems can be resolved simply by pressing the SET>ACTV
softkey, which reloads settings to the specific LRU from the PFD (Note that this can
also be accomplished by reloading the configuration files for the LRU, using the software
loader card.).
A blank active column, as shown in “Figure 30” represents loss of communication between
the display and the particular unit. See troubleshooting for more details.
Configuration Prompts
Figure 31
Effectivity
PAGE 94
Jul 1/17 34-25-01 with Garmin G1000
34250194
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
34250195
with Garmin G1000
34-25-01 PAGE 95
Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 25
CONFIGURATION MODE NAVIGATION
System Page Group
1. System Status 5. System Upload 9. System Configuration
2. Date/Time Setup 6. Aircraft Configuration 10. System Data Path Configuration
3. Main Lighting 7. Diagnostics Terminal 11. System Setup
4. Audio Alert Configuration 8. OEM Diagnostics 12. Manifest Configuration
13. Maintenance Log
GDU Page Group
1. RS-232 / ARINC 429 Config 4. Diagnostics 7. Alert Configuration
2. GDU Status 5. Serial/Ethernet I/O 8. DAT Configuration
3. GDU Test 6. Alert Configuration 9. Airframe Configuration
10. TAWS Configuration
GIA Page Group
1. GIA Serial Configuration 3. GIA I/O Configuration 5. GIA Status Page
2. GIA RS-485 Configuration 4. GIA COM Setup Page 6. GIA CAN Configuration
GEA Page Group
1. GIA CAN Configuration 2. GEA Status 3. GEA Configuration
GTX Page Group
1. Transponder Serial 2. Transponder Configuration
Configuration
GRS Page Group
1. Inputs Configuration 2. GRS / GMU Calibration
ADC Page Group
1. ADC Configuration 2. GDC Configuration
GMA Page Group
1. GMA Configuration
GDL Page Group (Optional)
1. GDL 69A Config
GTS Page Group (Optional)
1. GTS Configuration
Other (Optional)
1. S-TEC
CAL Page Group
1. Fuel Tank Calibration 2. DAT Calibration
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(c) Search for the appropriate image version (i.e., xxxx.xx from the appropriate Required
Equipment List (REL), Chart 30 on page 342501147 in the “Search by Keyword” field.
(d) Save the file to a known location on the PC.
(e) Run the executable file that was downloaded. A window will appear to confirm software
installation.
(f) Insert the SD card into the SD card reader and select the Next button in the pop-up window.
(g) In the pop-up window, select the drive that corresponds to the inserted SD card and then
click the Next button.
NOTE: The selected drive will be completely erased. Click the Next button to acknowledge
any warnings that appear. Another pop-up window will appear to monitor loader
card creation progress. After the card creation is successfully completed, another
pop-up window will appear.
(h) Select the Finish button.
(i) Stop the card reader using Windows stop device function.
(j) Eject the SD card from the card reader.
(k) Apply a label to the software loader card identifying the aircraft, G1000 SFTW and the
appropriate software image part number as shown below:
NOTE: See appropriate Required Equipment List (REL), Chart 30 on page 342501147 for
software image part number.
PA-44-180
G1000 SFTW
006-xxxxx-xx
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K. Software Files
Software files are defined by part number and version number. Each G1000 LRU reports the software
version it currently contains to the user in two places.
(1) Normal System Mode
The AUX – SYSTEM STATUS page lists each LRU and the reported software version.
(2) Configuration Mode
The SYSTEM STATUS page (SYSTEM page group) reports more detailed LRU information,
including software version, part number, and LRU status. Software files are loaded to LRUs from
the SYSTEM UPLOAD page in Configuration Mode.
(3) Configuration File Descriptions
(a) Configuration Files are divided into groups, and are only displayed at the System Upload
page during the software/configuration loading process.
(b) Configuration files contain preset selections for input/output channels, aircraft-specific
settings, and LRU-specific settings. The following list describes each of the configuration
files:
AIRFRAME This file contains data such as airspeed parameters, engine/airframe sensor
limitations, fuel tank parameters and alerting system settings that tailor a G1000 PFD
or MFD to the PA-44-180.
AIRFRAME Alerts specific to the PA-44-180 are set when this file is loaded.
ALERTS
SYSTEM This file configures the G1000 high-speed data bus (HSDB) to expect one PFD, one
MFD, two GIAs, and (optional) one GDL 69A.
MANIFEST This file loads a manifest checklist of all software part numbers and versions
associated with an approved system configuration. The G1000 performs a software
check between each LRU’s reported version and the version contained on the
manifest. If an inequality is detected for an LRU, this LRU is then excluded from the
G1000 and a manifest alert is triggered to the operator.
MFD1 This file configures MFD serial/discrete communication and alert system settings.
PFD1 This file configures PFD serial/discrete communication and alert system settings.
GIA1/GIA2 These files configure GIA1/GIA2 serial/discrete communication settings.
GMA1 This file configures GMA 1347 audio and serial communication settings
GTX1 These files configure GTX 33 transponder and serial communications settings.
GEA1 These files configure GEA engine/airframe parameters.
GDC1 This file configures GDC 74A air data values for the PA-44-180.
GDL_69 This file configures gains and cable loss for the PA-44-180 installation if the optional
GDL 69A is installed.
AUDIO This file configures audio alerts for the PA-44-180.
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RS-232
GEA 71 GTX 33
RS-485
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The GRS 77 also stores factory calibration data internally. The GDC 74A also stores factory calibration data internally.
Should internal memory or the configuration module fail, Should internal memory or the configuration module fail,
AHRS output data flags invalid. loss of some or all air data outputs will result.
Contains internal sensor calibration data Contains internal sensor calibration data
that is not installation-specific. Data is that is not installation-specific. Data is
stored from factory calibrations. stored from factory calibrations.
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Software/Configuration Overview
Figure 36
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L. Software Load
(PIR-PPS55035, Rev. C.)
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(l) Upon completion of all required baseline configuration, option configuration, and calibration
loading procedures, remove the Loader card from top slot of PFD.
(4) AFCS Installation (Optional)
NOTE: The following options shall only be installed if the aircraft is equipped with GFC 700
autopilot.
Perform the following steps if any of the following options are installed, per APO:
GFC 700 Installation Option Enhanced AFCS Support
NOTE: Enhanced AFCS Support must be loaded to any aircraft with the Enhanced AFCS
option. This is required in addition to the Enhanced AFCS Unlock card to fully install
the Enhanced AFCS option.
1) On #1 PFD, rotate the FMS knob to select the SYSTEM UPLOAD page and activate
cursor.
2) In the GROUP field, create a pick list by rotating the small FMS knob and select
GFC 700.
3) Press ENT.
4) In the ITEM field, create a pick list by rotating the small FMS knob and select the
desired option, press ENT.
5) Press the CHK ALL softkey.
6) Press LOAD softkey.
7) Verify the summary field lists the software and configuration are complete as required
and PASS is displayed next to both appropriate boxes.
8) Press ENT to accept.
9) For other installed options repeat steps 4 thru 9 by rotating the large FMS knob and
highlighting the desired option in the ITEM Field.
10) De-activate the cursor.
(5) Calibration Option Load
NOTE: Only load configuration option once. Re-loading of configuration option could result in a
loss of system calibrations.
Loading
1) Go to the System Upload page and activate cursor.
2) In the Group field, create a pick list by rotating the small FMS knob and select Options.
3) Press ENT.
4) In the ITEM field, create a pick list by rotating the small FMS knob and select Fuel
Calibration Initialization.
5) Press LOAD softkey.
6) Verify the Summary field listing the software and configuration are complete as required
and PASS is displayed next to the appropriate boxes.
7) Press “UPDT CFG” softkey. Press ENT to select YES when prompted “Update Config
Module?”
8) Press ENT to confirm completion.
9) Upon completion of all required baseline configuration, option configuration, and
calibration loading procedures, remove the Loader card from top slot of PFD.
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NOTE: This section shall be done only if aircraft is equipped with optional GFC 700 system.
(a) Start the PFD and MFD in the configuration mode by holding the ENT key while applying
power.
(b) On PFD, navigate to the CAL page group, then to the DAT CALIBRATION page.
NOTE: The FLAPS AND TRIM CALIBRATION page is used for legacy installations and
should NOT be used to calibrate flaps on G1000 equipped PA-44.
NOTE: DAT CAL TBL 0, with the INPUT value of GEN_GAUGE_27 is the table that contains
the flaps calibration data. All further references in this procedure are related to DAT
CAL TBL 0. Do not modify any other tables on this page.
(c) Ensure the flaps system is powered and functioning properly.
(d) Set the flaps to the 0 degree position.
(e) On PFD, press the FMS knob to bring up the cursor and highlight the first point in the RAW
PNTS column of the table.
(f) Press the CAL softkey, and press the ENT key to acknowledge the pop-up box. The first
RAW PNTS value will now be modified.
(g) Verify that the RAW VAL is unchanged from before the calibration (except for noise in the
sensor sample updates), and that the CAL VAL now matches the desired flap position value
(except for noise in the sensor sample updates)
(h) Repeat Steps d through g for each of the 2nd, 3rd, and 4th rows of the table, setting the flaps
position to the 10 degree, 25 degree, and 40 degree positions (respectively).
(4) Chartview, Synthetic Vision, and TAWS Unlock Procedures (If installed)
WARNING: PRIOR TO UNLOCK OF ANY OF THE FOLLOWING OPTIONS, ENSURE THAT
THE SOFTWARE IS PROPERLY LOADED (SEE ABOVE) AND THAT THE
CONFIGURATION MODULE IS FUNCTIONAL.
NOTE: To verify the Configuration Module is functional, Start the PFD in configuration mode.
Use the FMS knob to go to GDU group, the select KEY TEST page and verify the
“IICEEPROM’ box is checked GREEN.
(a) Chartview Unlock (Optional)
NOTE: The Chartview Enable card can only enable Charts on one system (one aircraft). A
new Chartview Enable card must be used for each aircraft.
1) Remove power from the PFD and MFD by pulling (opening) the PFD and MFD circuit
breakers.
2) Insert the Chart Unlock card, in the upper slot of the PFD.
3) While holding the ENT key on the PFD and MFD, restore power by pushing in (closing)
the circuit breakers.
4) When the words “INITIALIZING SYSTEM” appear in the upper left corner of the MFD
and PFD, release the ENT key.
5) On the PFD, go to the System Upload age with the small FMS knob.
6) Activate the cursor and use the small FMS knob to create a pick list and select
Configuration Files in the GROUP field. Press ENT.
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7) Use the small FMS knob to create a pick list and select Enable Chartview in the ITEM
field. Press ENT.
8) Verify there is a check mark in the box in the configuration column for Airframe.
9) Press the LOAD softkey.
10) Monitor the status of the upload. When the upload is Complete and Pass is displayed,
press ENT.
11) De-activate the cursor.
12) Power down the system and remove the Chartview Enable card from the PFD.
13) After the Chart function is unlocked, the card should be stored with the aircraft records.
(b) Synthetic Vision Unlock (Optional)
NOTE: The Synthetic Vision Enable card can only enable Synthetic Vision on one system
(one aircraft). A new Synthetic Vision Enable card must be used for each aircraft.
1) Remove power from the PFD and MFD by pulling (opening) the PFD and MFD circuit
breakers.
2) Insert the Synthetic Vision Unlock card, in the upper slot of the PFD.
3) While holding the ENT key on the PFD and MFD, restore power by closing the PFD
and MFD circuit breakers.
4) When the words “INITIALIZING SYSTEM” appear in the upper left corner of the PFD
and MFD, release the ENT key.
5) On the PFD, go to the System Upload page with the small FMS knob.
6) Activate the cursor and use the small FMS knob to create a pick list and select
Configuration Files in the GROUP field. Press ENT.
7) Use the small FMS knob to create a pick list and select Enable SVS Single PFD in the
ITEM field. Press ENT.
8) Verify there is a check mark in the box in the configuration column for Airframe.
9) Press the LOAD softkey.
10) Monitor the status of the upload. When the upload is Complete and Pass is displayed,
press ENT.
11) De-activate the cursor.
12) Power down the system and remove the Synthetic Vision Unlock card from the PFD.
13) After the Synthetic Vision function is unlocked, the card should be stored with the
aircraft records.
(c) TAWS Unlock (Optional)
NOTE: The TAWS Enable card can only enable TAWS on one system (one aircraft). A new
TAWS Enable card must be used for each aircraft.
1) Remove power from the PFD and MFD by opening the PFD and MFD circuit breakers.
2) Insert the TAWS Unlock card in the upper slot of the PFD.
3) While holding the ENT key on the the PFD and MFD, restore power by closing the PFD
and MFD circuit breakers.
4) When the words “INITIALIZING SYSTEM” appear in the upper left corner of the PFD
and MFD release the ENT key.
5) On the PFD, go to the System Upload page with the small FMS knob.
6) Activate the cursor and use the small FMS knob to create a pick list and select
Configuration Files in the GROUP field. Press ENT.
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7) Use the small FMS knob to create a pick list and select Enable TAWS in the ITEM field.
Press ENT.
8) Verify there is a check mark in the box in the configuration column for Airframe.
9) Press the LOAD softkey.
10) Monitor the status of the upload. When the upload is Complete and Pass is displayed,
Press ENT.
11) De-activate the cursor.
12) Power down the system and remove the TAWS Unlock card from the PFD.
13) After the TAWS function is unlocked, the card should be stored with the aircraft records.
(5) Enhanced AFCS Unlock (Optional)
NOTE: The Enhanced AFCS Support option must be loaded in addition to the Enhanced AFCS
Unlock card for the system to properly operate.
(a) Remove power from the MFD and PFDs by opening the PFD and MFD circuit breakers.
NOTE: The TAWS Enable card can only enable TAWS on one system (one aircraft). A new
TAWS Enable card must be used for each aircraft.
(b) Insert the Enhanced AFCS Unlock card, in the upper slot of the #1 PFD.
(c) While holding the ENT key on both PFDs and MFD, restore power by closing the PFD and
MFD circuit breakers.
(d) When the words “INITIALIZING SYSTEM” appear in the upper left corner of the PFDs and
MFD release the ENT key.
(e) On the #1 PFD, go to the SYSTEM UPLOAD page with the small FMS knob.
(f) Activate the cursor and use the small FMS knob to create a pick list and select Configuration
Files in the GROUP field. Press ENT.
(g) Use the small FMS knob to create a pick list and select Enhanced AFCS in the ITEM field.
Press ENT.
(h) Verify there is a check mark in the box in the configuration column for Airframe.
(i) Press the LOAD softkey.
(j) Monitor the status of the upload. When the upload is Complete and Pass is displayed.
Press ENT.
(k) De-activate the cursor.
(l) Power down the system and remove the TAWS card from the PFD.
(m) After the TAWS function is unlocked the card is to be controlled by QA and placed in the
aircraft documents to be delivered with the aircraft.
(6) Aviation Database Loading Procedures
(a) GARMIN GDU 104X Terrain Data Card Loading Procedure
NOTE: Garmin Field Service Engineering, resident at Piper, will be responsible for
supplying updates for the GDU 104X Terrain Data Base Card.
1) Remove power from the PFD and MFD by pulling the PFD and MFD circuit breakers.
2) Identify each Terrain Data Base Card respective to the display in which it is to be
installed (PFD and MFD).
3) Install a Terrain Database Card in the bottom slot of the PFD and MFD.
4) This completes the installation of the Terrain Database Card.
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315 45 315 45
(k) Recheck the relative bearings and readjust the QE compensation pot as necessary to split
the errors at the quadrantal points and obtain the lowest possible average error.
(l) When QE adjustments are complete, reinstall the o-ring seal and the threaded cap in the
adjustment hole to seal the antenna.
(5) KN-63 DME Check (Optional)
(a) Perform systems check with appropriate DME test equipment and verify the DME is tuned
by NAV 1 and NAV 2.
(b) Verify the distance is accurate.
(c) Verify the DME audio is available on the GMA 1347 audio panel.
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11) Activate the cursor and using the large FMS knob scroll to channel “IN* 2A (Right), IN*
10A (Nose), and IN* 13A (Left)”. Verify the DATA box next to CHANNEL “IN* 2A, IN*
10A, and IN* 13A” is green with the landing gear up and black with the landing gear
down (this verifies the GEAR UP discrete I/O is functioning).
12) Verify that L GEAR, R GEAR, and N GEAR are displayed as WHITE hollow circles in
the EIS strip on the MFD when the gear is up.
13) Select the gear down.
14) Verify landing gear are down and locked. Remove airplane from jacks.
(e) PFD / MFD Fan Fail CAS Annunciation Test
1) Pull BATT circuit breaker.
2) Remove PFD and disconnect connector 1P3281 from PFD Fan.
3) Reinstall PFD and then reset BATT circuit breaker.
4) Verify “PFD FAN FAIL” CAS Advisory annunciates.
5) Pull BATT circuit breaker.
6) Remove PFD and reconnect connector 1P3281 to PFD Fan. Reinstall PFD.
7) Remove MFD and disconnect 2P3281 from MFD Fan.
8) Reinstall MFD and reset BATT circuit breaker.
9) Verify that “PFD FAN FAIL” CAS Advisory does not annunciate. Verify that “MFD FAN
FAIL” CAS Advisory does annunciate.
10) Pull BATT circuit breaker.
11) Remove MFD and reconnect 2P3281 to MFD Fan. Reinstall MFD.
12) Reset BATT circuit breaker.
13) Verify that “MFD FAN FAIL” CAS Advisory does not annunciate.
14) Pull INTEG AV 1 circuit breaker.
15) Verify that “AV FAN FAIL” CAS Advisory annunciates.
16) Reset INTEG AV 1 circuit breaker. Verify that “AV FAN FAIL” CAS Advisory is extinguished.
(f) Verify Hour Meter operation:
1) For aircraft with Hobbs Configuration B, defeat both squat switches. Hobbs shall run
while aircraft is “in air”.
2) For aircraft with Hobbs Configuration C, Hobbs shall run whenever GIA 1 is powered
and reports OK status.
(g) Verify Bus Voltage Indication
1) With external power removed and Battery Master switch set to ON,
2) Verify Main bus voltage indication.
3) With external power removed, Battery Master Switch set to OFF, and Emergency
Switch set to ARM.
4) Verify Emergency bus voltage indication.
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Chart 26
VSWR CONVERSION CHART
10.0
REFLECTED POWER - WATTS
5.0
3
0
1.
2.
=
0
1.
3.
R
0
R
4.
SW
=
SW
R
0
R
0
0.
SW
1.
SW
R
=
SW
=
R
R
SW
SW
2.0
1.0
0.5
0.5 1.0 2.0 3.0 4.0 5.0 10.0 15.0 20.0 25.0 50.0 100.0 500.0
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NOTE: Allow the unit to warm up for 15 minutes before performing the following tests.
(a) Verification of the altimeter and airspeed must be performed using an air data test set
(ADTS). The static port and altimeter must be verified in accordance with Title 14 of the
Code of Federal Regulations (CFR) § 91.411 and Part 43 Appendix E. The PFD must be in
Configuration mode and the MFD must be in Reversionary mode for performing the tests as
outlined in Part 43 Appendix E.
(b) Part 43 Appendix E Testing
1) Preparation:
CAUTION: CONFIGURATION MODE CONTAINS CERTAIN PAGES AND SETTINGS
THAT ARE CRITICAL TO AIRCRAFT OPERATION AND SAFETY. THESE
PAGES ARE PROTECTED AND CANNOT BE MODIFIED, UNLESS
THE TECHNICIAN IS PROPERLY AUTHORIZED AND EQUIPPED.
HOWEVER, MOST PROTECTED PAGES ARE VIEWABLE TO ALLOW
SYSTEM AWARENESS FOR TROUBLESHOOTING.
a) Start the G1000 system in normal mode.
b) Remove power to PFD.
c) Turn PFD on in Configuration mode by pressing and holding the ENT key on the
PFD while applying power.
d) Release the ENT key after “INITIALIZING SYSTEM” appears in the upper left
corner of the PFD.
NOTE: Configuration mode contains certain pages and settings that are critical
to aircraft operation and safety. These pages are protected and cannot
be modified, unless the technician is properly authorized and equipped.
However, most protected pages are viewable to allow system awareness
for troubleshooting.
2) Testing:
a) Using the FMS knob on the PFD turn to the GRS page group. Use the B ALT field
for all CFR Part 43 Appendix E tests for G1000 altitude.
b) Place the MFD in Reversionary mode by pressing the red “Display Backup” button
on the GMA. The baro setting can then be read from the MFD for CFR Part 43
Appendix E tests.
NOTE: The baro setting on the MFD is controlled by PFD.
3) After completing the tests specified by § 91.411 and Part 43 Appendix E, return both
the MFD and the PFD to normal mode.
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NOTE: The following tests are above and beyond the requirements set forth in
Appendix E, and are required only when appendix E tests are required.
4) Pitot/Static Airspeed Test
a) Command air data test set (ADTS) to simulate air speeds shown in the table
below.
Calibrated Air Speed (Knots) Allowed tolerance (± Knots)
50 5.0
80 3.5
100 2.0
120 2.0
150 2.0
b) Wait for ADTS to report that target values have been achieved.
c) Verify that computed air speeds shown on the PFD are within the tolerances
specified in the OEM maintenance documentation.
5) Static Port Vertical Speed (Rate of Climb) Test
a) Command ADTS to change the altitude at the rates shown in the table below.
b) Wait for ADTS to report that target rates have been achieved.
c) Verify that the Rate of Climb reported by the Vertical Speed field on the PFD is
within the tolerances specified in the table below:
Vertical Speed (feet/minute) Allowed tolerance, (± feet/minute)
2000 100
0 45
-2000 100
(7) OAT Probe Check
Check that the outside air temperature (OAT) probe measurement given on the PFD is accurate
by comparing it to a calibrated thermometer which is stabilized at ambient temperature. OAT
reading should be within 2° C of calibrated thermometer.
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Chart 27
G1000 - GRS 77 AHRS/GMU 44 MAGNETOMETER CALIBRATIONS
Effectivity
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NOTE: The following Magnetometer Calibration procedure must be carried out at a site that is
determined to be free of magnetic disturbances. If unsure whether a site is “clean” or
not, the technician should verify that the site is clean by following the guidance provided.
The technician may skip the Compass Rose Evaluation Procedure if the site condition
is acceptable.
(10) Compass Rose Evaluation of Magnetic Disturbances for Magnetometer Calibration Procedure
(Optional)
NOTE: Typically, a compass rose is an acceptable location to perform the magnetometer
calibration procedure. However, because not all compass roses are well maintained,
even an existing compass rose should be regularly evaluated using the method
described here to determine if it is free of magnetic disturbances. If evaluation of an
existing compass rose indicates that magnetic disturbances are present, then an
alternative location must be found to perform the Magnetometer Calibration procedure.
A G1000-equipped airplane that has completed the pitch/roll offset compensation procedure
can be used to evaluate a candidate site for magnetic disturbances and determine whether it
is a suitable location to perform the magnetometer calibration procedure. The magnetometer
calibration procedure itself contains the logic to simultaneously survey the location for magnetic
cleanliness while it is computing the magnetometer calibration parameters. In order to evaluate a
candidate site, the Magnetometer Calibration procedure must be performed twice: once turning
clockwise around the site and once turning counterclockwise. Both times, the procedure should
be conducted as described in GRS 77/GMU 44 Magnetometer Calibration, below, with the
exception of the direction of turns around the site.
NOTE: Although (Procedure B) GRS 77/GMU 44 Magnetometer Calibration indicates that
the Magnetometer Calibration procedure should be performed by making a series
of clockwise turns around the site, the procedure can also be performed by making
counterclockwise turns for the purpose of evaluating the site for magnetic disturbances.
If, upon completion of the Magnetometer Calibration procedure in each clockwise and counter-
clockwise direction, the PFD displays the “CALIBRATION SUCCESSFUL / SITE IS CLEAN”
message, then the candidate site is sufficiently free of magnetic disturbances and is acceptable
for performing the Magnetometer Calibration procedure. It is important to obtain successful result
in both the clockwise and counter-clockwise directions to ensure that the magnetometer sweeps
over a large enough area at the candidate site.
If, upon completion of the Magnetometer Calibration procedure in either direction, the PFD
displays either the “MAG FIELD AT SITE NOT UNIFORM,” or “MAG FIELD AT SITE DIFFERS
FROM IGRF MODEL” message, then the site contains magnetic disturbances that are too
significant to use the site for calibration.
Effectivity
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(n) Upon instruction to turn, taxi the aircraft in a right turn. After approximately 25° to 30° of turn
from the last heading, the PFD display advises the operator to stop the aircraft.
NOTE: Due to the difficulties in executing smooth, accurate turns, the PFD may incorrectly
interpret a station and instruct to “HOLD POSITION” prior to full completion of a
30° turn. If this scenario is encountered, it is best for the operator to ignore the
“HOLD POSITION” command and instead use outside references to complete the
approximate 30° turn. Instead of using the PFD instructions to turn as a real-time
indication of when to turn, simply judge the 30° (±5°) turn increments of the aircraft
by using the compass rose radials. Dwelling at these 30° increments for the time
recommended by the PFD should result in successful calibration.
(o) The PFD guides the operator to dwell at multiple headings around a complete circle.
NOTE: Due to high winds or excessive airframe vibration, the operator may encounter a
condition where a PFD restarts the 18-second countdown without full completion
of the previous countdown. If this is encountered more than once for a given
station, the operator should begin turning to the next station (approximately 30°). A
minimum of 2 successful stations per quadrant (and for each GRS 77) is required,
where a successful station is a full 18-second countdown followed by instruction
to move. Ensure that at least 2 stations per quadrant are completed. Thus, it may
sometimes be required to dwell at a station after a countdown restart. A maximum
of 20 stations is allowed for the entire calibration procedure. If too many countdown
restarts are encountered, the calibration will fail with the message, “TOO MANY
STATIONS.”
(p) Repeat the turn-and-stop process until the PFD advises that a successful calibration is
complete. The GRS 77 AHRS then enter the normal operational mode. Press the ENT to
conclude this procedure.
Effectivity
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(f) Press ENT again to select the first checklist item displayed on the PFD. As each command
is complied with and ENT is hit, the associated box will turn green to confirm the selection
has been complied with.
NOTE: Use a stopwatch to accurately time the tests. All actions are to be carried out in the
order and at the precise elapsed time as specified in the prepared test sequence.
MFD must be out of configuration mode prior to test being performed.
(g) When the CALIBRATE field is blinking on the PFD, press the ENT key to begin the procedure
per “Chart 28”.
(h) When the test is complete press the ENT key on the PFD to indicate the process is complete
and the TEST COMPLETE annunciation stops blinking at this time.
(i) The PFD informs the operator if the installation has passed or failed the magnetometer
interference test. If the test passes, no further action is required for this test. If the test fails,
the installation should be considered unreliable until the source of magnetic interference
is identified and remedied. When the magnetometer interference test fails, record the
three magnetometer maximum deviation values and their corresponding timestamps. Any
maximum deviation value greater than 2.5 milliGauss indicates a problem that must be
resolved. Compare the corresponding timestamps with the prepared test sequence to
identify which action produced the problem. Contact Garmin for assistance in resolving the
problem.
NOTE: Two common reasons for a failed magnetometer interference test are:
1) New equipment is installed in close proximity to GMU 44 magnetometer, and,
2) an existing or new electronic device has become grounded through the aircraft
structure instead of via the proper ground wire in a twisted shielded pair.
(j) Press ENT on the PFD to conclude the test.
Chart 28
G1000 - MAGNETOMETER INTERFERENCE TEST
ELAPSED TIME
Since start of test ACTION
(Minutes:Seconds)
0:00 Test Begins
0:10 Turn on strobe light
0:20 Turn off strobe light
0:30 Turn on fin strobe
0:40 Turn off fin strobe
0:50 Turn on nav lights
1:00 Turn off nav lights
1:10 Blower Motor on Low
1:20 Blower Motor off
1:30 Blower Motor on High
1:40 Blower Motor off
Effectivity
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(f) Press the CDI softkey on the PFD. Verify the NAV source on the PFD changes from GPS
TERM to VOR1.
(g) Press the CDI softkey on the PFD. Verify the NAV source on the PFD changes from VOR1
TO VOR2.
(h) Press the CDI softkey on the PFD. Verify the NAV source on the PFD changes from VOR2
TO GPS TERM.
(22) Bearing Pointers and Information Windows Tests
NOTE: The bearing pointer will not be depicted if it is not receiving a valid signal.
(a) Start these tests with all avionics powered.
(b) Press the Direct-To-Key ( D ).
(c) Enter a Direct-To waypoint.
(d) Enter the frequency of a nearby VOR or an appropriate VOR frequency simulated with test
equipment into the NAV1 frequency box on PFD.
(e) Enter the frequency of different nearby VOR or an appropriate VOR frequency simulated
with test equipment into the NAV2 frequency box on PFD.
(f) Enter 257 kHz (SQT NDB) into the ADF receiver (if installed).
(g) Press the PFD softkey on the PFD to make the BRG1 and BRG2 softkey selections visible.
(h) Verify that the BRG1 softkey can be pressed to sequentially cycle through NAV1, GPS, and
ADF (if installed).
(i) Verify that the BRG2 softkey can be pressed to sequentially cycle through NAV2, GPS, and
ADF (if installed).
(23) BARO Selection Tests
(a) Rotate the BARO knob on the PFD and verify that the PFD BARO values change.
(b) Set the current altimeter setting and verify that the PFD altimeter indicates within ±30’ of
field elevation (24’).
(24) Engine Run Checks
(a) Annunciation Verification
WARNING: UTILIZE ALL SAFETY PROCEDURES. NEVER WORK IN THE ENGINE
AREA WHILE THE ENGINE IS RUNNING.
1) Remove fuses F102 and F202 in the engine compartments.
2) Start both engines.
3) With left engine running above 1100 RPM, turn on L ALTR switch. Verify L ALTR FAIL
warning message. Reset L ALTR switch.
4) With right engine running above 1100 RPM, turn on R ALTR switch. Verify R ALTR FAIL
warning message. Reset R ALTR switch.
5) Turn off engines.
6) Reinstall fuses F102 and F202.
(b) Various Systems Verification
1) Start PFD1 in config mode by holding ENT while applying power.
2) Using the FMS knob on the #1 PFD go to GIA I/O Configuration page on GIA group.
3) During left engine start, verify the data box next to DISCRETE IN 19A is green while
left engine start switch is pressed.
4) During right engine start, verify the data box next to DISCRETE IN 20A is green while
right engine start switch is pressed.
Effectivity
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(g) With engine OFF and no external power applied to aircraft, select Emergency Switch “ARM”
then select Battery Master Switch and Avionics Switch “OFF”.
1) These following items remain lit:
a) Electronic Standby Instrument.
b) PFD.
c) Audio Panel.
d) Master Caution/Warning Switch Reset Lights (if they are active).
2) All other flood lights and equipment lights extinguish.
3) Instrument Panel switch lights extinguish.
Effectivity
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Effectivity
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with Garmin G1000
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7) Restore power to GIA1 by resetting the INTEG AV 1 and COM 1 circuit breakers.
8) Verify the following:
All invalid flags, system messages, and annunciations are removed. (#1 GPS will
take time to reinitialize).
9) Remove power from GIA 2 by pulling the INTEG AV 2 and COM 2 circuit breakers.
10) Verify the following system messages:
a) AHRS1 GPS – AHRS1 not receiving backup GPS information.
b) FAILED PATH – A data path has failed.
11) Verify the following flag invalid:
a) COM/NAV 2 field
b) NAV 2 CDI loses deviation bar.
12) Restore power to GIA2 by resetting the INTEG AV 2 and COM 2 circuit breakers.
13) Verify the following:
All invalid flags, system messages, and annunciations are removed. (#2 GPS will
take time to reinitialize).
14) Remove power from GIA 1 and GIA 2 by pulling the INTEG AV 1, INTEG AV 2, COM 1
and COM 2 circuit breakers.
15) Verify the following system messages:
a) TRN AUD FAIL
b) XPDR1 FAIL
c) GMA1 FAIL
d) FAILED PATH
e) GPS NAV LOST
f) AHRS1 GPS
g) TRAFFIC FAIL (If GTS-800 TAS is not installed)
16) Verify the following flag invalid:
a) COM/NAV 1 field
b) COM/NAV 2 field
c) XPDR field
d) Engine Instruments
17) Verify the following:
a) NAV 1 & NAV 2 CDI lose deviation bar.
b) All AHRS and ADC fields remain valid.
18) GEAR SYS CAS warning message annunciates.
Effectivity
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with Garmin G1000
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Effectivity
PAGE 144
Oct 1/18 34-25-01 with Garmin G1000
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Effectivity
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with Garmin G1000
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Chart 29
G1000 - RETURN TO SERVICE CHECK LIST
Group:
System SW Ver. OK System SW Ver. OK System SW Ver. OK
Communication/Navigation/Surveillance (CNS):
COM1 ______ GMA1 ______ GTX1 ______
COM2 ______ GPS1 ______ NAV1 ______
GIA1 ______ GPS2 ______ NAV1 BB ______
GIA1 AUDIO ______ GTS ______ NAV1 FPGA ______
GIA2 ______ GTS AUDIO ______ NAV2 ______
GIA2 AUDIO ______ GTS FPGA ______ NAV2 BB ______
GDL69 ______ GTS MAGNET V ______ NAV2 FPGA ______
Sensors:
GDC1 ______ GRS1 ______
GDC1 FPGA ______ GRS1 FPGA ______
GEA1 ______ GRS1 MV DB ______
GMU1 ______ GS1 ______
GMU1 FPGA ______ GS2 ______
System:
PA-44 IMAGE ______
Effectivity
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Chart 30
REQUIRED EQUIPMENT LIST (REL)
Effectivity
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with Garmin G1000
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CHART 30
REQUIRED EQUIPMENT LIST (REL)
Effectivity
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CHART 30
REQUIRED EQUIPMENT LIST (REL)
Effectivity
342501149
with Garmin G1000
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CHART 30
REQUIRED EQUIPMENT LIST (REL)
Effectivity
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CHART 30
REQUIRED EQUIPMENT LIST (REL)
Effectivity
342501151
with Garmin G1000
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CHART 30
REQUIRED EQUIPMENT LIST (REL)
Effectivity
PAGE 152
Oct 1/18 34-25-01 with Garmin G1000
342501152
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CHART 30
REQUIRED EQUIPMENT LIST (REL)
Effectivity
342501153
with Garmin G1000
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CHART 30
REQUIRED EQUIPMENT LIST (REL)
Effectivity
PAGE 154
Oct 1/18 34-25-01 with Garmin G1000
342501154
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CHART 30
REQUIRED EQUIPMENT LIST (REL)
Effectivity
342501155
with Garmin G1000
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CHART 30
REQUIRED EQUIPMENT LIST (REL)
Effectivity
PAGE 156
Oct 1/18 34-25-01 with Garmin G1000
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CHART 30
REQUIRED EQUIPMENT LIST (REL)
Effectivity
342501157
with Garmin G1000
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CHART 30
REQUIRED EQUIPMENT LIST (REL)
Effectivity
PAGE 158
Oct 1/18 34-25-01 with Garmin G1000
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CHART 30
REQUIRED EQUIPMENT LIST (REL)
Effectivity
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with Garmin G1000
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CHART 30
REQUIRED EQUIPMENT LIST (REL)
Effectivity
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CHART 30
REQUIRED EQUIPMENT LIST (REL)
Effectivity
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with Garmin G1000
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CHART 30
REQUIRED EQUIPMENT LIST (REL)
Effectivity
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GDU 105X
GDU 105X
(MFD) Hobbs
(PFD) GMA 1360
Audio
Aspen ELT
EBD
Standby Instr.
Circuit Breakers
KR 87 Dimmers
ADF (Optional) (Behind Control Wheel)
Garmin G1000 NXi Instrument Panel
Figure 1
Effectivity
with Garmin G1000 NXi in 4496395,
3425021
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34-25-02 PAGE 1
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Effectivity
with Garmin G1000 NXi in 4496395,
3425023
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
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MAINTENANCE MANUAL
R ALT AMPS
RIGHT ALTR F1
AUX
NON-ESSENTIAL
80A ALTR
R ALT
ENG OFF SWITCH F2
M NON-ESS R ALT FIELD
L ENG START START BUS 5A R VOLT
ON REG
5A 70A
EMERG BATT
20A
R ENG START
BATT AMPS
AVIONICS BUS
BATT
M EMERGENCY
70A BATT
AV BUS 25A
25A
AVIONICS
ESSENTIAL BUS
SWITCH
ON
OFF OFF
EMERGENCY BUS
EMER PWR ARM
SWITCH
3A
HOT BATT BUS
L ALT AMPS
ON LEFT ALTR F1
AUX
OFF 80A ALTR
L ALT
BATT MASTER OFF SWITCH F2
SWITCH L ALT FIELD
5A L VOLT
ON REG
EXT PWR AIR COND
CONTACTOR BUS
EXT (IF INSTALLED)
PWR
AIR COND BUS
60A
LIGHTING BUS
LIGHTING
BUS
35A
Bus Feed
Figure 3
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 4
Oct 1/18 34-25-02 4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GEAR PUMP
LTG PROT
HOT
BATT NON-ESSENTIAL LIGHTING AIR COND BUS
BUS BUS BUS (IF INSTALLED)
COURTESY ENG START AV DIMMER 7.5A
LTS
HOUR METER PITCH TRIM ANTI COLL 10A
LDG/TAXI LTS
RECOG LTS
CABIN LTS
Normal Mode
Figure 5
D. Maintenance Mode
CAUTION: ENTER “MAINTENANCE MODE” WHEN ACTIVATING THE GARMIN G1000 NXi
SYSTEM ON THE GROUND TO CONDUCT TESTS, INSPECTIONS, ETC.
The “Hobbs” Meter is activated by the GIA 63W Integrated Avionics Units and will run when one of the
following is true, depending on how it was configured:
(1) the engine is running (Option A); or
(2) the airplane is inflight (Option B); or
(3) the GIA 63W No. 1 is ON (Option C).
To prevent needless accumulation of “hours” (i.e., to disable the “Hobbs” Meter) on the ground a
Maintenance Mode has been implemented in the Garmin G1000 NXi software.
Enter “Maintenance Mode” before exiting the splash screen at system startup by pressing SoftKeys
1, 2, 3, 1 in that order. The “MAINT MODE ON” advisory will then be displayed while the system
remains in maintenance mode.
E. Troubleshooting
Troubleshoot the Garmin G1000 NXi system by first identifying, then isolating the specific failure to the
responsible LRU. There are several indications that the G1000 NXi presents to the pilot or technician,
showing overall system condition. A course of action should be determined based on information
presented on display.
The fifth AUX group page on the MFD (See “Figure 9”) provides LRU health status by means of a
green check or a red ‘X’. Also, LRU software versions are shown along with other database versions
and dates. If a red ‘X’ is shown for an LRU, see the appropriate LRU troubleshooting chart for guidance.
Typically, the G1000 NXi Alerting System provides alerts/annunciations in conjunction with the
information presented at the fifth AUX page.
CAUTION: POST INSTALLATION SET-UP,” BELOW, PROVIDES DETAILED INSTRUCTIONS ON
EQUIPMENT CONFIGURATION AND RETURN-TO-SERVICE TESTING. ANYTIME A
G1000 NXi COMPONENT OR LRU IS REMOVED, SWAPPED, OR REPLACED, THE
TECHNICIAN MUST FOLLOW THE PROCEDURES GIVEN IN “POST INSTALLATION
SET-UP” TO ENSURE PROPER OPERATION OF THE SYSTEM.
Troubleshooting and Message Advisory information is provided as follows:
(1) Line Replaceable Unit (LRU) Troubleshooting - See “Chart 1” on page 34250211.
(2) Engine / Airframe Sensor Failures Troubleshooting - See “Chart 2” on page 34250216.
(3) TAWS (Optional) Troubleshooting - See “Chart 3” on page 34250218.
(4) Data Path Messages Troubleshooting - See “Chart 4” on page 34250219.
(5) CONFIG Page (PFD, MFD and GIA) Failed Path Messages - See “Chart 5” on page 34250220.
(6) CONFIG Page (PFD, MFD) Failed Path Messages - See “Chart 6” on page 34250221.
(7) GIA RS-232, ARINC 429 CONFIG page (GIA1 and GIA2) Failed Path Messages - See “Chart 7”
on page 34250223.
(8) GIA RS-485 CONFIG page (GIA1 and GIA2) Failed Path Messages - See “Chart 8” on page
34250229.
(9) GDU 105X: Troubleshooting - See “Chart 9” on page 34250265; Message Advisories - See
“Chart 10” on page 34250267.
(10) GMA 1347: Troubleshooting - See “Chart 11” on page 34250273; Message Advisories - See
“Chart 12” on page 34250274.
(11) GIA 63W: Troubleshooting - See “Chart 13” on page 34250275: Message Advisories - See
“Chart 14” on page 34250277.
Effectivity
with Garmin G1000 NXi in 4496395,
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(12) GEA 71 Troubleshooting / Message Advisories - See “Chart 15” on page 34250283.
(13) GTX 3X5R Troubleshooting / Message Advisories - See “Chart 16” on page 34250284.
(14) GDL 69EA: Troubleshooting - See “Chart 17” on page 34250285; Message Advisories - See
“Chart 18” on page 34250286.
(15) GDL 59: Troubleshooting - See “Chart 19” on page 34250287: Message Advisories - See
“Chart 20” on page 34250287.
(16) GRS 79 (AHRS) / GMU 44: Troubleshooting - See “Chart 21” on page 34250289; Message
Advisories - See”Chart 22” on page 34250290.
(17) GDC 72 Troubleshooting / Message Advisories - See “Chart 23” on page 34250292.
(18) FS 510 Troubleshooting - See “Chart 24” on page 34250292.
(19) GTS 800 TAS Message Advisories - See “Chart 25” on page 34250293.
(20) Software Configuration Troubleshooting / Message Advisories - See “Chart 26” on page 34250294.
1 1
6 3
1 4
1
2 1 5
1
Chart 1 (Sheet 1 of 5)
LRU TROUBLESHOOTING
System Failure Troubleshooting
The following table provides basic troubleshooting guidance for LRU failures.
Associated
Invalid Data Field LRU(s)
Solution
Low Speed Awareness Band
permanently displayed
NAV2 & COM2 = GIA2 • Check configuration settings for GIA2 and PFD.
• Swap GIA1 and GIA2, to verify location of problem:
GIA2 If problem follows GIA2, replace GIA2.
• Check Ethernet interconnect from GIA2 to PFD.
If problem persists, replace PFD.
Effectivity
with Garmin G1000 NXi in 4496395,
34250211
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34-25-02 PAGE 11
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 2 of 5)
LRU TROUBLESHOOTING
Associated
Invalid Data Field Solution
LRU(s)
• Ensure that a cell phone or a device using cell phone
technology is not turned on (even in a monitoring state)
in the cabin.
GPS DR • Check GPS1 and GPS2 signal strength on AUX
page 4. Refer to GIA GPS section if GPS can not
acquire a position lock for troubleshooting.
GIA1
or • Check corresponding GPS antenna and cable for
GIA2 faults.
• Check Ethernet interconnect between the PFD1 to
GIA1 or PFD1 to GIA2 for faults.
• Swap GIA1 and GIA2, to verify location of problem:
If problem follows the GIA, replace the GIA.
If problem persists, replace the PFD.
• Check GTX 335R configuration settings for GIA1 and
GIA2.
• Check GTX 335R/GIA1 interconnect.
ALTITUDE
VERT SPEED
AIRSPEED FAIL • Inspect GDC 72 pitot/static plumbing integrity.
FAIL • Inspect pitot/static ports and associated equipment for
faults.
• For TAS failure, also check GTP 59 OAT probe.
GDC 72
• Check GDC 72 configuration settings for the PFD,
MFD, GIA1, and GIA2.
If PFD, MFD, and GIA configuration settings are
correct, replace the GDC configuration module.
If problem persists, replace the GDC 72.
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 12
Oct 1/18 34-25-02 4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34250212
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 3 of 5)
LRU TROUBLESHOOTING
Associated
Invalid Data Field LRU(s)
Solution
GRS 79
• If this message persists longer than five minutes,
&
perform AHRS calibration procedures as described
GMU 44 later in this chapter.
Effectivity
with Garmin G1000 NXi in 4496395,
34250213
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34-25-02 PAGE 13
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 4 of 5)
LRU TROUBLESHOOTING
Associated
Invalid Data Field Solution
LRU(s)
• Ensure that a cell phone or a device using cell phone
technology is not turned on (even in a monitoring
state) in the cabin.
• Cycle GRS 79 power to restart initialization.
• Ensure GRS 79 connecter is secure and proper wire
harness strain relief is provided.
• Ensure the GRS 79 is fastened down tightly in it’s
mounting rack and that the mounting rack is not
loose (CAUTION - do not loosen the mounting rack
hardware to the airframe shelf or the aircraft will need
ATTITUDE FAIL to be re-leveled and the PITCH/ROLL OFFSET
procedure performed).
• Ensure GPS has acquired at least four satellites, has
a 3D navigation solution, and a DOP of less than 5.0.
GRS 79 This is particularly important for an ATTITUDE FAIL
that appears during ground operation only.
• Perform an Engine Run-Up Test to check if engine
vibration is causing the GRS 79 to go offline.
• Load configuration files to the PFD, MFD, GIA1, and
GIA2.
• Calibrate the GRS 79 (Pitch/Roll Offset and
Magnetometer Calibration).
• Replace GRS 79.
If problem persists replace GRS 79 configuration
module.
Contact Garmin Aviation Product Support if
condition continues after replacing the GRS 79
and config module for additional assistance.
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 141
Mar 1/18
Oct 25/20 34-25-02 4496397–4496400, 4496403–4496408,
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34250214
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 5 of 5)
LRU TROUBLESHOOTING
A DME or ADF failure is represented by the following red X’s. The PFD displays function as a control head for
the remote-mounted Honeywell KR 87 ADF and KN 63 DME.
ADF FAIL
• Ensure that GIA 63 #2 is properly functioning.
OR
NO ADF SIGNAL • Reload the ADF option configurations.
• Check for proper operation of the ADF receiver. Ensure
Honeywell that the receiver is receiving power.
ADF • Check ADF – GIA2 interconnect.
GIA2 FAIL
Effectivity
with Garmin G1000 NXi in 4496395,
34250215
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34-25-02 PAGE 15
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 2 (Sheet 1 of 3)
TROUBLESHOOTING ENGINE / AIRFRAME SENSOR FAILURES
Associated
Invalid Data Field Solution
LRU(s)
• If software was loaded to a new GDU display, be
sure that the user settings for the replaced display
Engine/Airframe Sensors were cleared. Clear user settings by pressing the
CLR key on the replaced display while applying
(All Invalid)
power to it. Acknowledge the on-screen prompt by
pressing the ENT key or the right-most softkey.
• Check for GEA related Alert messages on the PFD.
Correct any Alerts concerning software or
configuration errors by reloading software or
configuration as noted.
• Verify GEA internal power supply, configuration, and
calibration status in configuration mode.
The internal power supply, configuration and
GEA 71 calibration boxes should be green. If they are
& red, replace the GEA 71.
GIA 63W
• Verify internal, external, and reference voltages listed
in the Main Analog and I/O A Analog boxes are not
dashed out (does not include Aircraft Power 1 and 2).
If any voltages are dashed out, replace the GEA.
• Ensure the GEA is online (green checkmark on the
AUX – SYSTEM STATUS page).
If GEA is not online verify unit is receiving power
at the rack connector.
Check the GIA/GEA interconnects for faults.
Reload configuration files to both GIA’s and the
GEA.
• If problem persists, replace the GEA 71.
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 16
Oct 1/18 34-25-02 4496397–4496400, 4496403–4496408,
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34250216
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 2 (Sheet 2 of 3)
TROUBLESHOOTING ENGINE / AIRFRAME SENSOR FAILURES
Engine/Airframe Instrument Failures
The following table provides guidance for troubleshooting individual engine/airframe sensor failures. Be
sure to also follow previous guidance given for the GEA 71. The technician should troubleshoot to isolate
the fault by checking sensor-to-GEA wiring, replacing the suspect sensor, and finally by replacing the
GEA 71. Replace one part at a time. Check for correct operation of the sensors and GEA 71 after any
part has been replaced. Refer to GEA 71 Wiring Diagrams in Chapter 91.
Effectivity
with Garmin G1000 NXi in 4496395,
34250217
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34-25-02 PAGE 17
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 2 (Sheet 3 of 3)
TROUBLESHOOTING ENGINE / AIRFRAME SENSOR FAILURES
Invalid Field Sensor Possible Solutions (for applicable engine/system)
• Check Alt amp sensor - GEA 71 wiring.
• Replace Alt amp sensor.
• Replace GEA 71.
Amp/Volts
• Check main bus - GEA 71 wiring.
• Check emergency bus - GEA 71 wiring.
• Replace GEA 71
Chart 3
TROUBLESHOOTING TAWS (OPTIONAL)
Effectivity
with Garmin G1000 NXi in 4496395,
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34250218
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 4
TROUBLESHOOTING - DATA PATH FAILURES
Effectivity
with Garmin G1000 NXi in 4496395,
34250219
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Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 5
FAILED PATH MESSAGES, CONFIG PAGE (PFD, MFD, AND GIA) - PROCESS
SELECT UNITS = PFD / MFD / GIA1 / GIA2 – RS-232 / ARINC-429 / RS-485 Serial Config Pages
Indicator Status
SELECT UNIT/LRU data path is functioning correctly.
GREEN
SELECT UNIT/LRU data path is not functioning correctly.
• Check avionics status page for SELECT UNIT or LRU configuration or software error messages.
Correct any errors before proceeding.
• If applicable, check the SELECT UNIT/LRU interconnect wiring and unit connector pins for faults.
• Replace LRU.
• Reload SELECT UNIT config file.
• If problem remains, replace SELECT UNIT.
RED
• Remove SELECT UNIT and verify power and ground are present at the appropriate connector.
4 If power or ground is not present, troubleshoot aircraft wiring for faults.
4 If power and ground are present, check SELECT UNIT unit and LRU connector for damaged
or pushback pins.
• Swap PFD to confirm if the problem is in the original PFD.
• Replace original PFD if box displays green check after swapping displays.
• Ensure LRU connecter is secure and proper wire harness strain relief is provided.
• Swap LRU #1 and LRU #2 to confirm if the problem is in the original LRU #1.
• Replace original LRU #1 if box displays green check after swapping units.
SELECT UNIT/LRU data path functionally is unknown.
BLACK • Reload SELECT UNIT configuration file.
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 20
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34250220
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 6 (Sheet 1 of 2)
FAILED PATH MESSAGES, CONFIG PAGE (PFD AND MFD)
PFD ARINC 429
Channel LRU Indicator Status
PFD/GRS 79 data path is functioning correctly.
GREEN
PFD/GRS 79 data path is not functioning correctly.
• Verify GRS 79 status is “OK” using the System Status
page on the MFD. If it is not, correct condition before
proceeding, referencing GDC troubleshooting sections.
o Swap GRS with a known working GRS unit
to confirm if the problem is in the original GRS.
o Replace original GRS if box turns green after
swapping units.
IN 1 GRS 79 • Load PFD configuration file.
• Swap PFD with MFD to confirm if the problem is
RED in the PFD.
o Replace original PFD if box turns green
after swapping displays.
• Swap GRS with a known working GRS unit to
confirm if the problem is in the original GRS.
o Replace original GRS if box turns green
after swapping units.
Check the PFD/GRS 79 interconnect wiring for faults.
PFD/GRS 79 data path functionally is unknown. Reload
BLACK PFD configuration file.
Effectivity
with Garmin G1000 NXi in 4496395,
34250221
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Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 6 (Sheet 2 of 2)
FAILED PATH MESSAGES, CONFIG PAGE (PFD AND MFD)
MFD ARINC 429
Channel LRU Indicator Status
MFD/GRS 79 data path is functioning correctly.
GREEN
MFD/GRS 79 data path is not functioning correctly.
• Verify GRS 79 status is “OK” using the System Status
page on the MFD. If it is not, correct condition before
proceeding, referencing GDC troubleshooting sections.
o Swap GRS with a known working GRS unit
to confirm if the problem is in the original GRS.
o Replace original GRS if box turns green after
swapping units.
• Load MFD configuration file.
RED
IN 1 GRS 79 • Swap MFD with PFD to confirm if the problem is
in the MFD .
o Replace original MFD if box turns green
after swapping displays.
• Swap GRS with a known working GRS unit to
confirm if the problem is in the original GRS.
o Replace original GRS if box turns green
after swapping units.
Check the MFD/GRS 79 interconnect wiring for faults.
MFD/GRS 79 data path functionally is unknown. Reload
BLACK MFD configuration file.
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 22
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34250222
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 7 (Sheet 1 of 6)
FAILED PATH MESSAGES, GIA RS-232 / ARINC 429 CONFIG PAGE (GIA1 AND GIA2)
GIA1 RS-232
Channel LRU Indicator Status
Effectivity
with Garmin G1000 NXi in 4496395,
34250223
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34-25-02 PAGE 23
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 7 (Sheet 2 of 6)
FAILED PATH MESSAGES, GIA RS-232 / ARINC 429 CONFIG PAGE (GIA1 AND GIA2)
GIA1 RS-232
Channel LRU Indicator Status
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 24
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34250224
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 7 (Sheet 3 of 6)
FAILED PATH MESSAGES, GIA RS-232 / ARINC 429 CONFIG PAGE (GIA1 AND GIA2)
GIA2 RS-232
Channel LRU Indicator Status
Effectivity
with Garmin G1000 NXi in 4496395,
34250225
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34-25-02 PAGE 25
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 7 (Sheet 4 of 6)
FAILED PATH MESSAGES, GIA RS-232 / ARINC 429 CONFIG PAGE (GIA1 AND GIA2)
GIA2 RS-232
Channel LRU Indicator Status
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 26
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34250226
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 7 (Sheet 5 of 6)
FAILED PATH MESSAGES, GIA RS-232 / ARINC 429 CONFIG PAGE (GIA1 AND GIA2)
GIA1 ARINC 429
Channel LRU Indicator Status
GIA1/GDC 72 data path is functioning correctly.
GREEN
GIA1/GDC 72 data path is not functioning correctly.
• Verify GDC 72 status is OK on the System Status
page on the MFD. If it has a red “X”, troubleshoot
why GDC is offline before proceeding.
• Swap GIA1 and GIA2, reconfigure both GIAs to their
RED new locations to confirm if the problem is in the
IN 5 GDC 72 original GIA1.
o Replace original GIA1 if box turns green after
swapping units.
• Check the GIA1/GDC 72 interconnect wiring and
unit connector pins for faults.
• Replace GDC 72 .
GIA1/GDC 72 data path functionality is unknown.
BLACK Reload GIA1 configuration files.
Effectivity
with Garmin G1000 NXi in 4496395,
34250227
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34-25-02 PAGE 27
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 7 (Sheet 6 of 6)
FAILED PATH MESSAGES, GIA RS-232 / ARINC 429 CONFIG PAGE (GIA1 AND GIA2)
GIA2 ARINC 429
Channel LRU Indicator Status
GIA2/GDC 72 data path is functioning correctly.
GREEN
GIA2/GDC 72 data path is not functioning correctly.
• Verify GDC 72 status is OK on the System Status
page on the MFD. If it has a red “X”, troubleshoot
why GDC is offline before proceeding.
• Swap GIA2 and GIA1, reconfigure both GIAs to their
RED new locations to confirm if the problem is in the
IN 1 GDC 72 original GIA2.
o Replace original GIA2 if box turns green after
swapping units.
• Check the GIA2/GDC 72 interconnect wiring and
unit connector pins for faults.
• Replace GDC 72 .
GIA2/GDC 72 data path functionality is unknown.
BLACK Reload GIA2 configuration files.
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 28
Oct 1/18 34-25-02 4496397–4496400, 4496403–4496408,
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34250228
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 8 (Sheet 1 of 2)
FAILED PATH MESSAGES, GIA RS-485 CONFIG PAGE (GIA1 AND GIA2)
GIA1 RS-485
Channel LRU Indicator Status
GIA1/GEA 71 data path is functioning correctly.
GREEN
GIA1/GEA 71 data path is not functioning correctly.
• Verify GEA is powered on using the GEA Status page.
• Load GIA1 and GEA configuration files.
CHNL 1 GEA 71 • Swap GIA1 and GIA2, reconfigure GIAs to their new
RED locations to confirm if the problem is in the original GIA1.
o Replace original GIA1 if box turns green after
swapping units.
o Replace original GEA if box turns green
after swapping units.
Check the GIA1/GEA 71 interconnect wiring for faults.
Effectivity
with Garmin G1000 NXi in 4496395,
34250229
4496397–4496400, 4496403–4496408,
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34-25-02 PAGE 29
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 8 (Sheet 2 of 2)
FAILED PATH MESSAGES, GIA RS-485 CONFIG PAGE (GIA1 AND GIA2)
GIA2 RS-485
Channel LRU Indicator Status
GIA2/GEA 71 data path is functioning correctly.
GREEN
GIA2/GEA 71 data path is not functioning correctly.
• Verify GEA is powered on using the GEA Status page.
• Load GIA2 and GEA configuration files.
CHNL 1 GEA 71 • Swap GIA2 and GIA1, reconfigure GIAs to their new
RED locations to confirm if the problem is in the original GIA2.
o Replace original GIA2 if box turns green after
swapping units.
o Replace original GEA if box turns green
after swapping units.
Check the GIA2/GEA 71 interconnect wiring for faults.
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 30
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34250230
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
F. Recommended Tools
The following tools (or equivalent) are recommended to perform various maintenance tasks on the
G1000 NXi system.
(1) Calibrated voltmeter capable of measuring 0-32 Volts DC.
(2) Ground Power Unit (Capable of supplying 28 Vdc).
(3) #2 Phillips Screwdriver.
(4) 3/32nd inch Hex Tool.
(5) Standard sockets & wrenches (3/8”, 9/16”, and 13/16”).
(6) Calibrated torque wrench capable of measuring 0 – 70 in/lbs.
(7) Calibrated digital Level with 0.25 degrees of accuracy capability.
(8) Calibrated VHF NAV/COM/ILS ramp tester.
(9) Calibrated transponder ramp tester including Mode S capability for Mode S transponder equipped
aircraft.
(10) Calibrated digital thermometer suitable for measuring ambient temperature.
(11) Air Data Test Set (ADTS) capable of simulating altitude up to the aircraft’s service ceiling.
(12) Headset/Microphone.
(13) Outdoor line-of-site to GPS satellite signals or GPS indoor repeater.
(14) Laptop with RS232 emulation software.
(15) WX-PA portable analyzer kit (If Stormscope is installed).
(16) Calibrated Flight Control Cable Tension Meter or equivalent.
(17) Servo Mount Slip Clutch Adjustment Tool – Garmin P/N T10-00110-01 and a 2 Amp, 24 V, DC
Power Supply.
(18) M22885/108T8234 extraction tool.
(19) An 0.060” 6-Spline wrench.
Effectivity
with Garmin G1000 NXi in 4496395,
34250231
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
G. Inspections
(1) Annual / 100 Hour Inspection
Each 12 months or 100 hours time-in-service, whichever comes first:
(a) Perform the “G1000 NXi Connections Check” on page 342502124.
(b) Perform the “Avionics Cooling Fan Fail CAS Annunciation Test” on page 342502123.
(2) 500 Hour Inspection
Perform the following function tests of the Avionics, PFD, and MFD cooling fans:
(a) Avionics Cooling Fan
1) Turn OFF all electrical components and avionics systems.
2) Pull the INTEG AV1 circuit breaker.
3) Turn the master switch ON.
4) Push IN the INTEG AV1 circuit breaker. Verify airflow from the Avionics Cooling Blower
by motor sound and, if required, by sight (i.e., use a flashlight to observe the fan turning
in the intake opening).
5) After checking blower, turn OFF master switch.
(b) PFD and MFD Cooling Fans
The PFD and MFD cooling fans are wired into the PFD and MFD circuit breakers, respectively.
Accordingly, function test them as follows:
1) Turn OFF all electrical components and avionics systems.
2) Pull the PFD and MFD circuit breakers.
3) Turn the master switch ON.
4) Push IN the PFD circuit breaker. Verify operation of the PFD cooling fan by motor
sound. Pull the PFD circuit breaker.
5) Push IN the MFD circuit breaker. Verify operation of the MFD cooling fan by motor
sound. Pull the MFD circuit breaker.
6) After checking cooling fans, turn OFF master switch and push IN PFD and MFD circuit
breakers.
(3) 1000 Hour Inspection
Each 1000 hours time-in-service visually inspect each unit listed below for corrosion, damage,
or other defects. Replace any damaged parts as required. Inspection may require the temporary
removal of a unit or units to gain access to connectors.
(a) GDU 105X PFD and MFD
Remove the PFD and MFD. Inspect the mounting surface and connector for corrosion,
heavy oxidation, or other damage.
(b) GMA 1347 Audio Panel
Inspect the GMA 1347 unit, rack, and connectors for corrosion or other defects.
(c) GIA 63W Integrated Avionics Units (2 ea.)
Inspect the GIA 63W #1 and #2 unit, rack, and connectors for corrosion or other defects.
(d) GEA 71 Engine/Airframe Unit
Inspect the GEA 71 unit, rack, and connectors for corrosion or other defects.
(e) GTX 335R Mode S Transponder(s) (if installed)
Inspect the GTX 335R unit, rack, and connectors for corrosion or other defects.
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 32
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34250232
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
with Garmin G1000 NXi in 4496395,
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
with Garmin G1000 NXi in 4496395,
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
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MAINTENANCE MANUAL
Effectivity
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MAINTENANCE MANUAL
Effectivity
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MAINTENANCE MANUAL
Effectivity
with Garmin G1000 NXi in 4496395,
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MAINTENANCE MANUAL
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MAINTENANCE MANUAL
Effectivity
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107731 REV D
SHIELD ASSY
HARNESS ASSY
(OAT PROBE)
OAT PROBE
COVER ASSY
COVER ASSY UP
UP
OUTSIDE
SURFACE NUT OUTSIDE SURFACE WASHER
OAT SENSOR NUT
OAT SENSOR
The GRS 79 utilizes an Earth magnetic field model which is updated once every
five years. The update is expected to be available from Garmin in 2020 and every
five years thereafter, as long as the GRS 79 remains a Garmin-supported product.
The G1000 NXi system alerts the operator that the magnetic field database is
out of date by issuing the message “AHRS SERVICE – AHRS Magnetic-field
model needs update”. Garmin will distribute update instructions when updates are
available.
(b) Troubleshooting
See “Chart 21” on page 34250289.and “Chart 22” on page 34250290.
(c) Removal
1) Remove aft passenger seats (See 25-10-00).
2) Remove two end screws, four base screws and AHRS cover. (GFC 700 only)
3) Disconnect the GRS 79 AHRS connector.
4) Remove the four Phillips thumbscrews with a screwdriver and set them aside.
5) Gently lift the GRS 79 from the mounting plate.
NOTE: If the mounting plate is removed, the GRS 79 must be re-calibrated. See
“Chart 30” on page 342502134.
(d) Installation
1) Level the airplane per 8-20-00.
2) Verify GRS 79 bracket assembly is level within 3.0 degrees.
3) Place the GRS 79 on the mounting plate, ensuring the general orientation is correct.
4) Align forward direction of the GRS 79 in heading to within 1.0 degree of the aircraft
heading.
5) Fasten the unit to the plate using the Phillips thumbscrews. Recommended torque is
22-25 inch pounds.
6) Visually inspect the connectors to ensure there are no bent or damaged pins. Repair
any damage. Connect the connector to the GRS 79, ensuring that each slidelock is
secured on both sides.
7) See Return to Service below.
8) (GFC 700 only) Reinstall AHRS cover, four base screws and two end screws.
9) Reinstall aft passenger seats (See 25-10-00).
(e) Return to Service
1) Original GRS 79 is Reinstalled
If the original GRS 79 was reinstalled, then no software loading is required. This does
not include a unit that were returned for repair as their software is deleted during the
repair testing process. Proceed to “GRS/GMU Normal Mode Check” on page 342502142.
2) New, Repaired or Exchanged GRS 79 is Installed
If a new, repaired or exchanged GRS 79 is installed, then software must be loaded
and the unit must be calibrated. See “LRU Replacement” on page 342502107. Then,
proceed to “Chart 30” on page 342502134:
3) Configuration Module Replaced.
See “Return to Service” on page 34250256.
Effectivity
with Garmin G1000 NXi in 4496395,
34250245
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34-25-02 PAGE 45
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GMU 44 Magnetometer
Figure 20
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 46
Oct 1/18 34-25-02 4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34250246
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
INBD
MS21044N08 NUT TOP
GMU 44 INBD
TOP SCREW GMU 44
MAGNETOMETER
SLEEVING (3 PL) MAGNETOMETER SCREW
(3 PL)
NYLON-SPIRAL , A/R
VIEW LOOKING DOWN VIEW LOOKING DOWN
COVER ASSY MAGNETOMETER COMPLETE (GFC 700) COVER ASSY - MAGNETOMETER COMPLETE
(J441) (J441)
TUBE, A/R
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 48
Oct 1/18 34-25-02 4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34250248
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
108034 A 3
FWD
WI-FI ANTENNA SEE DETAIL B
GASKET
A
AXA-AMNFB CONNECTOR
O-RING
A F.S.
BRACKET F.S. 247.17
F.S. 219.03
F.S. 191.00
156.00
FLAT WASHER HARNESS ASSY.
(TO MFD)
LOCK WASHER
HEX NUT
P666
DETAIL B
C C
CABLE ASSY. (TO ANTENNA)
WING
REMOTE MOUNT
RACK
GDL-59
BACKPLATE
GDL 59 FLIGHT RECORDER
P591
CABLE ASSY.
HARNESS ASSY.
BRACKET ASSY.
R52A22N TO GB6A
(MOUNTED ON
GB6A AVIONICS SHELF)
VIEW A-A
AVIONICS SHELF
BRACKET ASSY.
VIEW C-C
GDL 59 Flight Parameter Recorder
Figure 22
Effectivity
with Garmin G1000 NXi in 4496395,
34250249
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34-25-02 PAGE 49
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
F.S.
102.83 SEE DETAIL G
F.S. GRT-10 & GDL-69A OR GDL-69eA
156.00
F.S.
ANTENNA 176.96 KN63 DME
GTS-800
E E
R.B.L.
4.70
CONNECTOR
TO ANTENNA PORT P691
AT GDL-69eA CONNECTOR
FWD ANTENNA KIT ASSY
P101
HARNESS ASSY
H
GRT-10
HARNESS ASSY - XM
(OPTIONAL AVIONICS HARNESS SHOWN FRO REFERENCE)
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 52
Oct 1/18 34-25-02 4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34250252
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GRT 10
Figure 25
Effectivity
with Garmin G1000 NXi in 4496395,
34250253
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34-25-02 PAGE 53
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
FS 510 (Optional)
Figure 26
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 54
Oct 1/18 34-25-02 4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34250254
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107737 1
DETAIL A
DETAIL A
LOOKING AFT
7
8
1
1. PCB Board
(Configuration Module) 2
2. Spacer
3. Harness 3
4. Pins 4
5. Connector
6. Backshell
7. Cover
8. Screw (2)
6
5
Configuration Module
Figure 28
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 56
Oct 1/18 34-25-02 4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34250256
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
with Garmin G1000 NXi in 4496395,
34250257
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34-25-02 PAGE 57
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
16
17 15
14
13
7
3
9 6 5
12
11 4
10
7 5
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
16 17 18 19 20 21 2223 24 25 26 2728 2930
31 32 3334 35 3637 3839 40 41 42 43 44
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
GIA 63W
Backshell Connectors
Figure 30 (Sheet 1 of 5)
Effectivity
with Garmin G1000 NXi in 4496395,
34250259
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34-25-02 PAGE 59
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
P712 P711
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
GEA 71
P3471 P3472
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
GMA 1347
J10001 Connector
GDU 105X
Backshell Connectors
Figure 30 (Sheet 2 of 5)
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 60
Oct 1/18 34-25-02 4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34250260
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
P791
GRS 79
P721
GDC 72
P691
GDL 69A
Backshell Connectors
Figure 30 (Sheet 3 of 5)
Effectivity
with Garmin G1000 NXi in 4496395,
34250261
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34-25-02 PAGE 61
Oct 1/18
21
42
+
Power Input 1
Oct 1/18
PAGE 62
62
+
+
Power Ground
Power Input 2
Ground
H
Lighting Bus
GTX 3X5
I
I/O
Keep Alive Ext Suppression Bus
O
Switched Power Out
I
O
Power Config Discrete Output (3)
I
Power Control
I
I/O
Discrete Input (10) Discrete I/O 2 (2)
I
Audio Mute Input (9)
34-25-02
I
Air / Ground Input (8) Discrete I/O 1 (1)
I/O
Reserved
C4
D4
B4
C1
Altitude Gray
B2
Code Input
A4
B1
15
A2
10
P3251 Connector
Effectivity
R
R
T
RS-232 #1
I/O
Discrete I/O (12) ETHERNET IN 2
Backshell Connectors
R
PA-44-180, SEMINOLE
Figure 30 (Sheet 4 of 5)
PIPER AIRCRAFT, INC.
P
T
MAINTENANCE MANUAL
RS-232 #2
I/O
R
P
RS-232 #3
4406412–4496431, 4496433–4496446
ARINC 429 RX2 ARINC 429 RX1
4496397–4496400, 4496403–4496408,
N
B
ETHERNET IN 1
A
B
P
RS-422
A
ARINC 429 TX
A
N
A
ETHERNET OUT 1
1
B
P
Audio Output
11
A
Time Mark A
6
O
I
V+
D+
USB
Pressure Sensor/
Config Module
C 1
V 43
D 22
34250262
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
1 2 3 4 5
6 7 8 9
P771
GRT 10
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
P591
GDL 59
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
P8001, P8002
P8003
GTS 800
Backshell Connectors
Figure 30 (Sheet 5 of 5)
Effectivity
with Garmin G1000 NXi in 4496395,
34250263
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34-25-02 PAGE 63
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 64
Oct 1/18 34-25-02 4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34250264
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 9 (Sheet 1 of 2)
TROUBLESHOOTING - GDU 105X
Effectivity
with Garmin G1000 NXi in 4496395,
34250265
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34-25-02 PAGE 65
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 9 (Sheet 2 of 2)
TROUBLESHOOTING - GDU 105X
Keyboard will not track photocell Cover and uncover photocells and verify that PHOTOCELL A or
PHOTOCELL B value changes.
If values do not change, replace the display.
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 66
Oct 1/18 34-25-02 4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34250266
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 10 (Sheet 1 of 6)
MESSAGE ADVISORIES - GDU 105X
GDU 105X Messages / Software / Configuration Messages
Failure Message Cause Solution
SW MISMATCH – GDU software The system has found the PFD
version mismatch. Xtalk is OFF. and/or MFD software versions
do not match.
MANIFEST - PFD software The system has detected an Load correct software version.
mismatch. Communication halted. incorrect software version See software loading
loaded in the specified PFD. procedure.
MANIFEST - MFD software The system has detected an
mismatch. Communication halted. incorrect software version
loaded in the specified MFD.
Check master configuration
module connector and wiring
for damage inside the GDU
connector backshell.
Replace master
configuration module wiring
and pins.
If problem persists, replace
master configuration module.
CNFG MODULE – PFD The PFD master configuration NOTE
configuration module is module has failed. New Terrain/Obstacle cards,
inoperative. Jeppesen Aviation Database
and other optional features
(i.e., TAWS unlock card) will
need to be replaced if the
master configuration module
is changed. The G1000 NXi
System ID number will change
to a new number when
installing a new master config
module. The old Terrain and
other cards will no longer work
as they will remain locked to
the old System ID number.
Effectivity
with Garmin G1000 NXi in 4496395,
34250267
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34-25-02 PAGE 67
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 10 (Sheet 2 of 6)
MESSAGE ADVISORIES - GDU 105X
NOTE
New Terrain/Obstacle cards,
Jeppesen Aviation Database
PFD CONFIG – MFD and other optional features
configuration error. (i.e., TAWS unlock card) will
Config service required. need to be replaced if the
master configuration module
is changed. The G1000 NXi
System ID number will change
to a new number when
installing a new master config
module. The old Terrain and
other cards will no longer work
as they will remain locked to
the old System ID number.
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 68
Oct 1/18 34-25-02 4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34250268
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 10 (Sheet 3 of 6)
MESSAGE ADVISORIES - GDU 105X
MFD DB ERR – MFD terrain The MFD has encountered • Confirm supplemental data card is
database error exists. an error in the terrain database. inserted fully.
• Reload the database or replace the
PFD DB ERR – PFD terrain The specified PFD has supplemental datacard.
database error exists. encountered an error in the
• Contact Garmin product Support
terrain database.
for further assistance if needed.
MFD DB ERR – MFD obstacle The MFD has encountered an • Confirm supplemental data card is
database error exists. error in the obstacle database. inserted fully.
• Reload the database or replace the
supplemental datacard.
The specified PFD has
PFD DB ERR – PFD obstacle • Contact Garmin product Support
encountered an error in the
database error exists. for further assistance if needed.
obstacle database.
MFD DB ERR – MFD airport The MFD has encountered • Confirm supplemental data card is
terrain database error exists. an error in the airport terrain inserted fully.
database.
• Reload the database or replace the
supplemental datacard.
The PFD has encountered
PFD DB ERR – PFD airport • Contact Garmin product Support
an error in the airport terrain
terrain database error exists. for further assistance if needed.
database.
Effectivity
with Garmin G1000 NXi in 4496395,
34250269
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34-25-02 PAGE 69
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 10 (Sheet 4 of 6)
MESSAGE ADVISORIES - GDU 105X
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 70
Oct 1/18 34-25-02 4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34250270
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 10 (Sheet 5 of 6)
MESSAGE ADVISORIES - GDU 105X
Effectivity
with Garmin G1000 NXi in 4496395,
34250271
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34-25-02 PAGE 71
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 10 (Sheet 6 of 6)
MESSAGE ADVISORIES - GDU 105X
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 72
Oct 1/18 34-25-02 4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34250272
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 11
TROUBLESHOOTING - GMA 1347
Effectivity
with Garmin G1000 NXi in 4496395,
34250273
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34-25-02 PAGE 73
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 12
MESSAGE ADVISORIES - GMA 1347
The system has detected a failure • Ensure all GDUs are receiving power.
GMA FAIL – GMA is inoperative.
in the GMA 1347. • Ensure the GMA/GIA RS-232
data lines are working properly.
• Ensure the GIA/GDU Ethernet
data lines are working properly.
• Replace GMA.
MANIFEST – GMA software The system has detected an Load the correct unit software. See
mismatch. Communication incorrect software version Software/Configuration (above)
halted. loaded in the GMA 1347. for the Software Loading procedure.
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 74
Oct 1/18 34-25-02 4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34250274
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 13 (Sheet 1 of 2)
TROUBLESHOOTING - GIA 63W
Effectivity
with Garmin G1000 NXi in 4496395,
34250275
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34-25-02 PAGE 75
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 13 (Sheet 2 of 2)
TROUBLESHOOTING - GIA 63W
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 76
Oct 1/18 34-25-02 4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34250276
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 14 (Sheet 1 of 6)
MESSAGE ADVISORIES - GIA 63W
COM2 SERVICE – COM2 needs The system has determined • Replace GIA2 according to
service. Return unit for repair. COM2 needs service. instructions in Removal/Installation.
• Press the push-to-talk switch(s) again
to cycle its operation.
• Check push-to-talk switch(s) and
wiring.
• Check GIA1/GMA
interconnect.
The COM1 external push-to-talk • Switch GIA1 and GIA2, to identify
COM1 PTT – COM1 push-to-talk
(PTT) switch is stuck in the whether the unit or connectors/wiring
key is stuck.
enabled (or “pressed”) state. is at fault (Both GIAs must be
configured when swapped; see
Software/Configuration above):
If problem follows the unit,
replace GIA1.
If problem persists replace
defective GMA.
• Press the push-to-talk switch(s) again
to cycle its operation.
• Check push-to-talk switch(s) and
wiring.
• Check GIA2/GMA
interconnect.
The COM2 external push-to-talk • Switch GIA1 and GIA2, to identify
COM2 PTT – COM2 push-to-talk
(PTT) switch is stuck in the whether the unit or connectors/wiring
key is stuck.
enabled (or “pressed”) state. is at fault (Both GIAs must be
configured when swapped, see
Software/Configuration above):
If problem follows the unit,
replace GIA2.
If problem persists replace
defective GMA.
Effectivity
with Garmin G1000 NXi in 4496395,
34250277
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34-25-02 PAGE 77
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 14 (Sheet 2 of 6)
MESSAGE ADVISORIES - GIA 63W
COM1 TEMP – COM1 over temp. • Check fan, wiring and air tubing for
Reducing transmitter power. proper operation (if applicable).
The specified COM transceiver • Replace cooling fan if unable to
is reporting a high temperature determine if operating correctly.
condition and is reducing
transmit power to prevent • Replace GIA.
COM2 TEMP – COM2 over temp.
Reducing transmitter power. damage. • If problem persists contact Garmin
Aviation Product Support for
assistance.
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 78
Oct 1/18 34-25-02 4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34250278
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 14 (Sheet 3 of 6)
MESSAGE ADVISORIES - GIA 63W
Effectivity
with Garmin G1000 NXi in 4496395,
34250279
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34-25-02 PAGE 79
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 14 (Sheet 4 of 6)
MESSAGE ADVISORIES - GIA 63W
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 80
Oct 1/18 34-25-02 4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34250280
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 14 (Sheet 5 of 6)
MESSAGE ADVISORIES - GIA 63W
Effectivity
with Garmin G1000 NXi in 4496395,
34250281
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34-25-02 PAGE 81
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 14 (Sheet 6 of 6)
MESSAGE ADVISORIES - GIA 63W
Effectivity
with Garmin G1000 NXi in 4496395,
PAGE 82
Oct 1/18 34-25-02 4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34250282
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 15
TROUBLESHOOTING / MESSAGE ADVISORIES - GEA 71
Effectivity
with Garmin G1000 NXi in 4496395,
34250283
4496397–4496400, 4496403–4496408,
4406412–4496431, 4496433–4496446
34-25-02 PAGE 83
Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 16
TROUBLESHOOTING / MESSAGE ADVISORIES - GTX 3X5R
• Perform a SET>ACTV
configuration reset on the GTX
Config page and verify the aircraft
registration is present.
• If error is still present, reload config
files from a loader card.
If problem persists, replace
master configuration module,
check config module harness
for faults and replace if
XPDR CONFIG – XPDR The system has detected a necessary.
configuration error. Config configuration mismatch for the NOTE
service req’d. GTX 3X5R. New Terrain/Obstacle cards, Navigation
Database and other optional
features (i.e. TAWS unlock card) will
need to be replaced if the master
configuration module is changed. The
G1000 NXi System ID number will
change to a new number when installing
a new master config module. The old
Terrain and other cards will no longer
work as they will remain locked to the old
System ID number.
XPDR SRVC – XPDR needs
service. Return unit for repair. The G1000 NXi has detected a
failure in the GTX 3X5R. • Replace GTX 3X5R.
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Chart 17
TROUBLESHOOTING - GDL 69eA
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Chart 18
MESSAGE ADVISORIES - GDL 69eA
GDL 69eA FAIL – GDL 69eA has The G1000 NXi has detected a • Check GDL 69eA antenna and
failed. failure in the GDL 69eA. cabling.
• Check the GDL 69eA and MFD
interconnect.
• Reload configuration file.
See Software Load / Configuration
Procedure.
• If problem persists, replace
master configuration module,
check config module harness
for faults and replace if
necessary.
GDL 69eA CONFIG – GDL 69eA The G1000 NXi has detected a NOTE
configuration error. Config GDL 69eA configuration mismatch.
New Terrain/Obstacle cards, Navigation
service req’d.
Database and other optional
features (i.e., TAWS unlock card) will
need to be replaced if the master
configuration module is changed. The
G1000 NXi System ID number will
change to a new number when installing
a new master config module. The old
Terrain and other cards will no longer
work as they will remain locked to the old
System ID number
MANIFEST – GDL software The system has detected an • Load correct software version.
mismatch. Communication incorrect software version loaded See Software Load / Configuration
halted. in the GDL 69eA. Procedure.
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Chart 19
G1000 -TROUBLESHOOTING - GDL 59
Connects to Wi-Fi but cannot • Activate Garmin Connext. Note that a replacement GDL 59
send report data unit must be registered again, even if the MFD already
shows REGISTERED.
Chart 20
MESSAGE ADVISORIES - GDL 59
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Chart 21
TROUBLESHOOTING - GRS 79 (AHRS) / GMU 44
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Chart 22 (Sheet 1 of 2)
MESSAGE ADVISORIES - GRS 79 (AHRS) / GMU 44
Failure Message Cause Solution
MANIFEST – GRS software The system has detected an Load correct software version.
mismatch. Communication incorrect software version loaded See G1000 NXi Software/
halted. in the specified GRS 79. Configuration Procedure on
page 342502106.
AHRS SRVC – AHRS The AHRS magnetic field model Load updated AHRS magnetic
magnetic-field model needs should be updated for the field file. See GRS 79 on
update. specified unit. Appears on ground page 34250244 for AHRS
only. magnetic field update info.
GEO LIMITS – AHRS too far No magnetic compass information Operate the aircraft only within
north/south, no magnetic available due to being too far the limits as specified in the
compass. north or south. POH.
AHRS TAS – AHRS not The specified GRS 79 is not Check GRS/GDC interconnect
receiving airspeed. receiving airspeed from the for faults.
GDC 72.
Replace the GDC 72.
If problem persists, replace the
GRS 79.
AHRS GPS – AHRS The GRS 79 is not receiving Ensure that a cell phone or
not receiving backup GPS backup GPS information from other device using cell phone
information. either GIA 63. technology is not turned on
AHRS GPS – AHRS The GRS 79 is operating (even in a monitoring state) in
operating exclusively in in the absence of GPS. the cabin.
no-GPS mode.
AHRS GPS – AHRS not The GRS 79 is not receiving Check GPS status for GIA 1
receiving any GPS information. GPS data from the GPS receiver. and 2 on MFD - AUX GPS
STATUS page. If one or both
GPS receivers cannot
acquire a position lock, see
GPS troubleshooting
on page 34250275.
AHRS GPS – AHRS The GRS 79 is using the Troubleshoot GIA1/2 –GRS1
using backup GPS source. backup GPS data path. wiring for faults (see Failed
Path troubleshooting on
page 34250219.
Replace GRS 79 #1.
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CHART 22 (Sheet 2 of 2)
MESSAGE ADVISORIES - GRS 79 (AHRS) / GMU 44
Failure Message Cause Solution
AHRS MAG DB – AHRS The G1000 NXi has detected a Load the same AHRS
magnetic model database magnetic model database version magnetic model field in
version mismatch. mismatch. both GRS units.
MAG VAR WARN – Large Magnetic variance value from If flying near large radio towers
magnetic variance. Verify all GMU 44 is not accurate. or other sources of possible
course angles. electromagnetic interference,
the condition should correct
itself as the aircraft leaves the
area.
If problem persists, run
Magnetometer Interference
Test on page 342502140 to
check for magnetic
interference in the aircraft.
MANIFEST – GMU software The system has detected an Load correct software version.
mismatch. Communication incorrect software version loaded See G1000 NXi Software/
halted. in the specified GMU 44. Configuration Procedure on
page 342502106.
HDG FAULT – AHRS A fault has occurred in the Check GMU 44/GRS 79
magnetometer fault has occurred. specified magnetometer; heading interconnect for faults.
will be flagged invalid. - Replace GMU 44.
- If problem persists, replace
GRS 79.
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Chart 23
TROUBLESHOOTING / MESSAGE ADVISORIES - GDC 72
Symptom Recommended Action
Altitude is different than standby • Perform pitot/static test. See Pitot Static Systems in 34-10-00.
altimeter. Allow the GDC to warm up for fifteen minutes before checking
accuracy, per Garmin Service Advisory 0606.
• Determine which instrument is outside limits and replace. The
GDC may be field adjusted per Garmin Service Advisory 0720.
Chart 24
TROUBLESHOOTING - FS 510
Problem Action
Flight Stream Not Found Check Flight Stream wiring and power.
Check that Flight Stream is not obstructed by RF blocking
material.
Check that the control/ display is in RF range of the Flight Stream.
Check that pairing mode is enabled.
Flight Stream connection lost. Check that the control/ display is in RF range of the Flight Stream.
Check that Flight Stream is not obstructed by RF blocking
material.
Remove the Bluetooth pairing from the portable electronic device
and the Flight Stream, and then attempt to pair the device again.
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Chart 25
MESSAGE ADVISORIES - GTS 800 TAS
Failure Message Cause Solution
MANIFEST – GTS software The system has detected an Load correct software version.
mismatch. Communication incorrect software version loaded See G1000 NXi Software/
halted. in the specified GTS 800. Configuration Procedure on
page 342502106.
GTS CONFIG – GTS The system has detected a
configuration error. Config configuration mismatch for the
service required. specified GTS 800.
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Chart 26
TROUBLESHOOTING / MESSAGE ADVISORIES - SOFTWARE CONFIGURATION
Problem Solutions
MFD or PFD displays do not power up: • Ensure power is present at display
backshell connector.
• Troubleshoot per the “Blank Display”
GDU section.
Software file load fails: • Ensure that LRU is reporting data on
System Status page (LRU is ‘ONLINE’).
Check data path wiring as needed.
• Retry software file load or try using a
different card. Ensure that the MFD is
not touched during the loading process.
• Ensure that LRU part number is
compatible with software version and
Card Loader.
• Replace LRU.
Configuration file load fails: • Ensure that LRU is reporting data on
System Status page (LRU is ‘ONLINE’).
Check data path wiring as needed.
• Retry configuration file load or try using
a different card. Ensure that the MFD
is not touched during the loading
process.
• Ensure that LRU part number is
compatible with Card Loader.
• Replace LRU.
GIA1 and/or GIA2 to ‘LRU’ data path not working: • Ensure GIA1 and GIA2 are configured
correctly.
• Check wiring, connectors & pins as
needed.
Software File Mismatch Alert appears in lower • Ensure that proper software file part
right corner of PFD when started in normal mode: number and version were loaded to
LRU. See the appropriate Required
Equipment List (REL),
“Chart 33” on page 342502158.
• Check and ensure that correct Loader
Card was used during load process. See
G1000 NXi Software/Configuration
Procedure on page 342502106.
• Reload software to LRU.
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Chart 27
SYSTEM COMMUNICATION HIERARCHY
The following criteria must be satisfied to be able to perform the desired operation:
Desired Operation Criteria for Success
Load Software to MFD or PFD. • G1000 NXi Loader Card must be inserted in top slot for each
display to be loaded.
• CLR & ENT keys must be held during power up of display.
• Power on only one display at a time during software loading.
Load AIRFRAME, SYSTEM, • G1000 NXi Loader Card must be inserted in top slot of PFD.
MFD, PFD and MANIFEST
configuration files to MFD • PFD and MFD must be powered on.
and PFD.
• PFD and MFD must have correct software.
Load Software/Configuration • G1000 NXi Loader Card must be inserted in top slot of PFD.
files to GIA 63Ws.
• G1000 NXi system must be powered on.
• PFD and MFD must have correct software.
• PFD and MFD must be successfully configured with AIRFRAME,
SYSTEM, MANIFEST, MFD and PFD configuration files.
Load Software/Configuration • G1000 NXi Loader Card must be inserted into PFD top slot.
files to:
- GMA 1347 • G1000 NXi must be powered on.
- GDC 72
- GEA 71 • PFD and MFD must have correct software and configuration
- GRS 79 (software only) settings.
- GMU 44 (software only)
- GTX 3X5R • GIA 63Ws must have correct software.
• GIA 63Ws must be successfully configured with GIA1 and GIA2
configuration files.
• Data path from GIA1 to each LRU must be operational.
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SET>ACTV Configuration
Figure 31
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When troubleshooting the system, technicians can look for inequalities between SET and
ACTIVE columns. Certain problems can be resolved simply by pressing the SET>ACTV
softkey, which reloads settings to the specific LRU from the PFD (Note that this can
also be accomplished by reloading the configuration files for the LRU, using the software
loader card.).
A blank active column, as shown in “Figure 32”, represents loss of communication between
the display and the particular unit. See “Troubleshooting” on page 3425028 for more details.
Configuration Prompts
Figure 33
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Chart 28
CONFIGURATION MODE NAVIGATION
System Page Group
1. System Status 5. System Upload 9. System Configuration
2. Date/Time Setup 6. Diagnostics Terminal 10. System Setup
3. Main Lighting 7. Maintenance Log 11. Manifest Configuration
4. Audio Alert Configuration 8. OEM Diagnostics
GDU Page Group
1. RS-232 / ARINC 429 Config 4. Diagnostics 7. Airframe Configuration
2. GDU Status 5. Serial/Ethernet I/O
3. GDU Test 6. Alert Configuration
GIA Page Group
1. RS-232 / ARINC 429 Config 3. GIA I/O Configuration 5. GIA Status
2. CAN / RS-485 Config 4. COM Setup
GEA Page Group
1. Engine Data 2. GEA Status 3. GEA Configuration
GTX Page Group
1. RS-232 / ARINC 429 Config 2. Transponder Configuration
GSU Page Group
1. GSU Configuration 3. GSU / GMU Calibration
2. AHRS Data Input
GFC Page Group
1. GFC Configuration 2. GFC Status
GMA Page Group
1. GMA Configuration
CAL Page Group
1. Fuel Tank Calibration
GDL Page Group (Optional)
1. GDL 69eA Config
Other (Optional)
1. Stormscope 2. S-TEC
GTS (Optional)
1. GTS Configuration
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(c) Search for the appropriate image version (i.e., xxxx.xx from the appropriate Required
Equipment List (REL), “Chart 33” on page 342502158 in the “Search by Keyword” field.
(d) Save the file to a known location on the PC.
(e) Run the executable file that was downloaded. A window will appear to confirm software
installation.
(f) Insert the SD card into the SD card reader and select the Next button in the pop-up window.
(g) In the pop-up window, select the drive that corresponds to the inserted SD card and then
click the Next button.
NOTE: The selected drive will be completely erased. Click the Next button to acknowledge
any warnings that appear. Another pop-up window will appear to monitor loader
card creation progress. After the card creation is successfully completed, another
pop-up window will appear.
(h) Select the Finish button.
(i) Stop the card reader using Windows stop device function.
(j) Eject the SD card from the card reader.
(k) Apply a label to the software loader card identifying the aircraft, G1000 NXi SFTW and the
appropriate software image part number as shown below:
NOTE: See appropriate Required Equipment List (REL), “Chart 33” on page 342502158 for
software image part number.
PA-44-180
G1000 NXi SFTW
006-xxxxx-xx
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K. Software Files
Software files are defined by part number and version number. Each G1000 NXi LRU reports the
software version it currently contains to the user in two places.
(1) Normal System Mode
The AUX – SYSTEM STATUS page lists each LRU and the reported software version.
(2) Configuration Mode
The SYSTEM STATUS page (SYSTEM page group) reports more detailed LRU information,
including software version, part number, and LRU status. Software files are loaded to LRUs from
the SYSTEM UPLOAD page in Configuration Mode.
(3) Configuration File Descriptions
(a) Configuration Files are divided into groups, and are only displayed at the System Upload
page during the software/configuration loading process.
(b) Configuration files contain preset selections for input/output channels, aircraft-specific
settings, and LRU-specific settings. The following list describes each of the configuration
files:
AIRFRAME This file contains data such as airspeed parameters, engine/airframe sensor
limitations, fuel tank parameters and alerting system settings that tailor a G1000 NXi
PFD or MFD to the PA-44-180.
AIRFRAME Alerts specific to the PA-44-180 are set when this file is loaded.
ALERTS
SYSTEM This file configures the G1000 NXi high-speed data bus (HSDB) to expect one PFD,
one MFD, two GIAs, and (optional) one GDL 69eA.
MANIFEST This file loads a manifest checklist of all software part numbers and versions
associated with an approved system configuration. The G1000 NXi performs a
software check between each LRU’s reported version and the version contained on the
manifest. If an inequality is detected for an LRU, this LRU is then excluded from the
G1000 NXi and a manifest alert is triggered to the operator.
MFD1 This file configures MFD serial/discrete communication and alert system settings.
PFD1 This file configures PFD serial/discrete communication and alert system settings.
GIA1/GIA2 These files configure GIA1/GIA2 serial/discrete communication settings.
GMA1 This file configures GMA 1347 audio and serial communication settings
GTX1 These files configure GTX 335R transponder and serial communications settings.
GEA1 These files configure GEA engine/airframe parameters.
GDC1 This file configures GDC 72 air data values for the PA-44-180.
GDL_69 This file configures gains and cable loss for the PA-44-180 installation if the optional
GDL 69eA is installed.
AUDIO This file configures audio alerts for the PA-44-180.
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RS-232
Contains internal sensor calibration data Contains internal sensor calibration data
that is not installation-specific. Data is that is not installation-specific. Data is
stored from factory calibrations. stored from factory calibrations.
Software/Configuration Overview
Figure 38
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L. LRU Replacement
Whenever a Garmin LRU has been replaced and the system is then booted into configuration mode,
the Configuration Manager page appears and shows the synchronization status for the system and
will note LRUs needing updates to software and/or configuration.
If the technician skips synchronization of the physically replaced LRUs then a “LRU replacement
detected” message will be shown on the GDU in normal mode. This message will persist until the
“Intelligent LRU Replacement Procedure” on page 342502108page 342502106 or the manual
“M. Complete Software Load” on page 342502111 is performed. The LRU replacement
detected” message may not be displayed if there are existing Manifest error or Configuration error
messages.
Intelligent LRU Software Replacement or manual Complete Software Load is the required action to
repair messages related to Manifest error, Configuration error or LRU replacement detection that
show up after physical replacement of an LRU.
(1) Applicability and Restrictions
(a) The Intelligent/Manual LRU Replacement procedure is not required if GDUs within
the system are swapped in position. E.g., PFD display swapped with MFD display. The
configuration information is stored by all GDUs in their internal memory. The information
inside PFD harness configuration module such as fuel, cal and other data is retained during
PFD replacement.
(b) The system keeps track of features that have been activated using enablement cards. If
an LRU is replaced, Intelligent LRU Replacement will ensure that associated feature set
remains available.
(c) Currently Intelligent LRU Replacement only supports replacement of one LRU at a time.
(d) Intelligent replacement only supports replacement of LRUs with the same hardware model
number E.g., GIA 63W-20 should only be replaced with GIA 63W-20 model in order to
utilize intelligent replacement. The manual “Complete Software Load” on page 342502111
can be used if the LRU hardware model is different. Intelligent LRU Replacement cannot
be used if a software update is also being carried out for the system. Such an update will
require a new loader card and must be carried out via the manual Complete Software Load
using the System Upload page.
(e) Intelligent LRU Replacement can be used to reload any item that has been setup via a
loader or enablement card. This includes LRU software, LRU configuration, equipment
options and feature unlock settings.
(2) Transaction Log
In order for the G1000 NXi system to accurately replace an LRU’s software and configuration, it
must first know what was originally loaded to that LRU. To facilitate this, the system records all
updates performed through a loader card. Once this record is stored; the system will have the
ability to replace those updates back to the LRU at any time. This stored record of all software
and configuration updates is known as the “Transaction Log”.
The Transaction Log is viewable on the GDU in configuration mode via the Configuration Log
page. The history can also be exported to the Top Slot SD card in a textual format by pressing
the “DNLD TRANS” button on that page.
On the Configuration Log page the most recent update is at the top of the list. Grayed-out text
represents configuration items that were loaded prior to the last “Clear Command”. These
configurations are no longer applicable to the current state of the aircraft; but are listed in the log
for informational and historical purposes.
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Garmin’s calibration and configuration features use specific files known as GREG files to upload
calibration and configuration features. Each file is populated with various product data that is
specific to a fleet of aircraft or may be specific to a single aircraft. As part of the transaction
functionality, files that are used to load configuration and calibration data will be put through
CRC generating software to generate a unique value for each transaction. Calibration and
configuration data that is manually changed by maintenance technicians will not be recorded by
the transactions logs. This includes calibration data changed via configuration pages, rigging,
etc., however, transactions for the clear command softkeys that are part of the Systems Upload
page will be recorded.
(3) Card Copy Feature
The system provides an option to copy loader cards to GDU internal memory. The internally
saved loader cards are used by Intelligent LRU Replacement procedure. The configuration mode
Card Copy option uploads the loader card into PFD internal memory. This process requires
approximately four (4) minutes. A newly uploaded loader card is automatically synchronized with
the MFD by transferring it in the background during normal mode. This transfer takes a similar
amount of time.
The GDUs can hold copies of 32 cards. An interface is provided to delete cards that are no longer
applicable. This can be accessed by using the “MANAGE” key on LRU Replacement page.
(4) Intelligent LRU Replacement Procedure
The intelligent LRU replacement procedure is performed on the LRU Replacement page available
in configuration mode. Proceed as follows:
(a) Summary
1) Check the synchronization status of LRUs on the Configuration Manager page in
configuration mode. This page lists those LRUs requiring synchronization.
2) Navigate to the LRU Replacement page, for the replaced LRU (shown in yellow text).
Load the LRU configuration from the menu. No loader card or selection of options are
required.
3) Verify the status of synchronization via the Configuration Manager page. A fully
synchronized system will show “Synchronized” for all LRUs.
(b) Details
1) Selection of the replaced LRU.
The page will highlight LRUs that the G1000 NXi system recognizes as being “new”
to the system. The system will provide a “LRU Replacement Detected” message
by comparing serial numbers of the units. Serial number comparison is carried out
for software version and region configuration version. Other configuration items are
checked by comparing CRCs.
Some replaced LRUs may not get this message if they do not report a serial number.
This behavior is common for GIA COM and GIA NAV items because they do not report a
serial number. However, if these components have a different software or configuration
version, it will be indicated by error messages for Manifest or Configuration. That
will be an indication that a Manual/Intelligent Replacement procedure for software/
configuration is required.
On the LRU replacement page, LRUs are highlighted (in yellow) if the software,
configuration, or serial number of the new unit is different than the unit it is replacing.
2) Summary and control of what software/configuration will be loaded to the newly
replaced LRU.
The control and display of this information is similar to the System Upload page.
3) Initiate the upload of software and configuration to the replaced LRU.
The page will report status and progress similar to the System Upload page.
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4) Verification
Once an LRU Replacement procedure has been performed, installers can confirm that
the system has been successfully returned to its previously approved state by using
the Configuration Manager page available in configuration mode. This page supports
to two functions:
a) Display of expected and actual G1000 NXi fleet and aircraft identification numbers.
b) Display of the synchronization status between each LRU and the GDU currently
being used. This status compares the GDU’s expected configuration to what each
LRU is reporting as its actual configuration. If they match, the page will report
“Synchronized”. If they do not match, the page will report “Not Synchronized”.
During the time between when the LRU hardware has been replaced, and prior to the
LRU Replacement procedure being performed technicians should expect to see a “Not
Synchronized” status. Once the LRU Replacement procedure is performed the status
will return to “Synchronized”, confirming that the replacement was successful
Display of “Invalid”/”Not Synchronized” messages after a replacement procedure
indicate that a system restart is required. The restart will resolve items responsible for
these error messages.
(c) Step-by-Step Procedure
The following assumes a new LRU has not yet been installed. Please make sure power is
OFF before beginning.
NOTE: Only one LRU can be replaced at a time using this loading method.
1) Replace faulty LRU with new unit in accordance with that specific LRU’s installation
instructions. Ensure that Power is OFF before you begin.
2) Power up the PFD and MFD in config mode by holding down the ENT key until
“INITIALIZING SYSTEM” appears on each GDU.
3) On the PFD, use the FMS knob to navigate to the “LRU REPLACEMENT” page.
4) The system should automatically detect the new LRU (displayed in gold letters). Use
the FMS knob to select the desired LRU.
5) Ensure all SOFTWARE and CONFIGURATION boxes are checked.
6) Press the LOAD softkey.
7) Review the LRU replacement page to ensure that all SOFTWARE and CONFIGURATION
items are marked as “PASS”.
8) Remove power from the PFD and MFD.
9) Restart the PFD and MFD in config mode.
10) Use the FMS knob on the PFD to navigate to the “CONFIGURATION MANAGER”
page.
11) Ensure that all CONFIGURATION ITEMS are marked as “Synchronized”.
12) Use the FMS knob on the PFD to navigate to the “SYSTEM STATUS” page.
13) Use the FMS knob to scroll down to the recently installed LRU and confirm that the
status is OK.
14) Remove power from the PFD and MFD.
15) Restart the PFD and MFD in normal mode.
16) Confirm that no MANIFEST, CONFIG ERROR, or LRU REPLACEMENT messages
exist.
17) Review Return-to-Service criteria for specific LRU under “H. Components” on page
34250233.
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(1) If aircraft is equipped with both a GTX 345 and GTS, install the GTX 345 with GTS Installation option. Do not install the GTS 800
Installation or GTX 345 Installation options.
(2) One of the Hobbs configurations and one of the Tach configurations must be installed. If not installed, the Hobbs or Tach timer will
not function.
(3) The Kulite Oil Pressure Transducer is factory installed in airplanes equipped with G1000 NXi in S/N’s 4496405 and up.
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10) For other installed options, repeat steps 4) thru 9) by rotating the large FMS knob and
highlighting the desired option in the ITEM Field.
11) De-activate the cursor.
(b) Perform the following steps if any of the following options are installed:
NOTE: Available only if GFC 700 autopilot installed.
• GFC 700 Installation Option
• Enhanced AFCS Support
1) On #1 PFD, rotate the FMS knob to select the SYSTEM UPLOAD page and activate
cursor.
2) In the GROUP field, create a pick list by rotating the small FMS knob and select
GFC 700.
3) Press ENT.
4) In the ITEM field, create a pick list by rotating the small FMS knob and select the
desired option, press ENT.
5) Press the CHK ALL softkey.
6) Press LOAD softkey.
7) Verify the summary field lists the software and configuration are complete as required
and PASS is displayed next to both appropriate boxes.
8) Press ENT to accept.
9) Repeat steps 4) thru 9) by rotating the large FMS knob and highlighting the desired
option in the ITEM Field.
10) De-activate the cursor.
(4) Calibration Option Load
NOTE: Only load calibration option once. Re-loading of calibration option will result in a loss of
system calibrations.
(a) Go to the SYSTEM UPLOAD page and activate cursor.
(b) In the GROUP field, create a pick list by rotating the small FMS knob and select Options.
(c) Press ENT.
(d) In the ITEM field, create a pick list by rotating the small FMS knob and select the desired
calibration (i.e., Flaps or Fuel).
(e) Press LOAD softkey.
(f) Verify the Summary field listing the software and configuration are complete as required
and PASS is displayed next to both appropriate boxes.
(g) Press UPDT CFG softkey.
(h) Press ENT to select YES when prompted “Update Config Module?”.
(i) Press ENT to confirm completion.
(5) Upon completion of all required baseline configuration, option configuration, and calibration
loading procedures, remove the Loader card from top slot of PFD.
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7) Use the small FMS knob to create a pick list and select Enable Chartview in the ITEM
field. Press ENT.
8) Verify there is a check mark in the box in the configuration column for Airframe.
9) Press the LOAD softkey.
10) Monitor the status of the upload. When the upload is Complete and Pass is displayed,
press ENT.
11) De-activate the cursor.
12) Power down the system and remove the Chartview Enable card from the PFD.
13) After the Chart function is unlocked, the card should be stored with the aircraft records.
(b) Synthetic Vision Unlock (Optional)
1) Remove power from PFD by pulling (opening) PFD circuit breaker.
2) Insert the Synthetic Vision Unlock card for this airplane in the upper slot of the PFD.
3) While holding the ENT key on the PFD and MFD, restore power by closing the PFD
and MFD circuit breakers.
4) On the PFD, go to the SYSTEM UPLOAD page with the small FMS knob.
5) Activate the cursor and use the small FMS knob to create a pick list and select
Configuration Files in the GROUP field. Press ENT.
6) Use the small FMS knob to create a pick list and select Enable SVS Single PFD in the
ITEM field. Press ENT.
7) Verify there is a check mark in the box in the configuration column for Airframe.
8) Press the LOAD softkey.
9) Monitor the status of the upload. When the upload is Complete and Pass is displayed,
press ENT.
10) De-activate the cursor.
11) Power down the system and remove the Synthetic Vision Unlock card from the PFD.
12) After the Synthetic Vision function is unlocked, the card should be stored with the
aircraft records.
(c) TAWS Unlock (Optional)
1) Remove power from the PFD by opening the PFD circuit breaker.
2) Insert the TAWS Unlock card for this airplane in the upper slot of the PFD.
3) While holding the ENT key on the the PFD and MFD, restore power by closing the PFD
and MFD circuit breakers.
4) On the PFD, go to the SYSTEM UPLOAD page with the small FMS knob.
5) Activate the cursor and use the small FMS knob to create a pick list and select
Configuration Files in the GROUP field. Press ENT.
6) Use the small FMS knob to create a pick list and select Enable TAWS in the ITEM field.
Press ENT.
7) Verify there is a check mark in the box in the configuration column for Airframe.
8) Press the LOAD softkey.
9) Monitor the status of the upload. When the upload is Complete and Pass is displayed,
Press ENT.
10) De-activate the cursor.
11) Power down the system and remove the TAWS Unlock card from the PFD.
12) After the TAWS function is unlocked, the card should be stored with the aircraft records.
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O. Post-Installation Procedures
CAUTION: ENTER MAINTENANCE MODE WHEN ACTIVATING THE GARMIN G1000 NXi SYSTEM
ON THE GROUND TO CONDUCT TESTS, INSPECTIONS, ETC. SEE “MAINTENANCE
MODE” ON PAGE 3425028.
NOTE: This entire procedure must be successfully accomplished in order for the G1000 NXi system
to be airworthy in your airplane.
NOTE: The following checks MUST be performed prior to electrical power-up with the associated
wiring connected to the electronic equipment. Failure to perform these checks prior to
powering up may result in damage to the equipment.
(1) Bus Power Check
(a) Do not apply external power to the aircraft.
(b) Verify that all circuit breakers are set.
(c) Turn ON Battery Master switch with Avionics Master switch and the Emergency switch in
the “OFF” position:
1) Verify Avionics Bus and Emergency Bus are not powered.
2) Pull Lighting Bus and Non-Essential Bus circuit breakers.
3) Verify Lighting Bus and Non-Essential Bus are not powered.
4) Reset Non-Essential Bus circuit breaker.
5) Verify Non-Essential Bus is powered, and Lighting Bus is NOT powered.
6) Reset Lighting Bus circuit breaker.
7) Verify the Lighting Bus and Non-Essential Bus are powered
(d) Turn ON the Avionics Master switch:
1) Pull Avionics Bus, Non-Essential Bus and Lighting Bus circuit breakers.
2) Verify Avionics Bus and Essential Bus are powered.
3) Verify Non-Essential Bus, Lighting Bus and Emergency Bus are not powered.
4) Reset Non-Essential Bus and Lighting Bus crcuit breakers.
(e) Turn the Emergency Switch to ARM, and then turn OFF the Battery Master and Avionics
Master Switches:
1) Verify that the Essential Bus, Avionics Bus, Non-Essential Bus and Lighting Bus are not
powered.
2) Verify Emergency Bus is powered.
(f) Turn OFF the Emergency switch, Battery Master switch and Avionics Master Switch.
1) Verify Battery Bus is powered.
2) Verify Emergency Bus and Essential Bus are not powered.
(2) Wiring Harness Checkout
The following is required only when a harness has been repaired, modified, or replaced, but is
recommended when troubleshooting.
Prior to installing any LRUs, the wiring harness should be checked for proper connections to
the aircraft systems and other avionics systems. Point to point continuity should be checked
to expose any faults such as shorting to ground. Any faults or discrepancies found should be
corrected before proceeding. Refer to wiring schematics in Chapter 91.
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10) Verify that L GEAR, R GEAR, and N GEAR Transition Indication is displayed as White
square with crosshatching in the EIS strip on the MFD while the gear is retracting.
11) Activate the cursor and using the large FMS knob scroll to channel “IN* 2A (Right), IN*
10A (Nose), and IN* 13A (Left)”. Verify the DATA box next to CHANNEL “IN* 2A, IN*
10A, and IN* 13A” is green with the landing gear up and black with the landing gear
down (this verifies the GEAR UP discrete I/O is functioning).
12) Verify that L GEAR, R GEAR, and N GEAR are displayed as WHITE hollow circles in
the EIS strip on the MFD when the gear is up.
13) Select the gear down.
14) Verify landing gear are down and locked. Remove airplane from jacks per 7-10-00.
(e) Avionics Cooling Fan Fail CAS Annunciation Test
1) Pull BATT circuit breaker.
2) Remove PFD and disconnect connector 1P3281 from PFD Fan.
3) Reinstall PFD and then reset BATT circuit breaker.
4) Verify “PFD FAN FAIL” CAS Advisory annunciates.
5) Pull BATT circuit breaker.
6) Remove PFD and reconnect connector 1P3281 to PFD Fan. Reinstall PFD.
7) Remove MFD and disconnect 2P3281 from MFD Fan.
8) Reinstall MFD and reset BATT circuit breaker.
9) Verify that “PFD FAN FAIL” CAS Advisory does not annunciate. Verify that “MFD FAN
FAIL” CAS Advisory does annunciate.
10) Pull BATT circuit breaker.
11) Remove MFD and reconnect 2P3281 to MFD Fan. Reinstall MFD.
12) Reset BATT circuit breaker.
13) Verify that “MFD FAN FAIL” CAS Advisory does not annunciate.
14) Pull INTEG AV 1 circuit breaker.
15) Verify that “AV FAN FAIL” CAS Advisory annunciates.
16) Reset INTEG AV 1 circuit breaker. Verify that “AV FAN FAIL” CAS Advisory is extinguished.
(f) Verify Hour Meter operation
1) For aircraft with Hobbs Configuration B, defeat both squat switches. Hobbs shall run
while aircraft is “in air”.
2) For aircraft with Hobbs Configuration C, Hobbs shall run whenever GIA 1 is powered
and reports OK status.
(g) Verify Bus Voltage Indication
1) With external power removed and Battery Master switch set to ON:
Verify Main bus voltage indication.
2) With external power removed, Battery Master Switch set to OFF, and Emergency
Switch set to ARM:
Verify Emergency bus voltage indication.
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3) Close INTEG AV1 and COM1 circuit breaker. Allow system to reacquire satellites and
return to normal display modes.
4) Pull the INTEG AV2 and COM1 circuit breakers to remove power from GIA2.
5) Verify the following system messages:
a) NAV2 and COM2 fields flag invalid.
b) FAILED PATH – A data path has failed.
c) AHRS1 is not receiving backup GPS information.
d) NAV2 CDI loses deviation bar.
6) Close INTEG AV2 and COM2 circuit breakers. Allow system to reacquire satellites and
return to normal display modes.
7) Pull the INTEG AV1, INTEG AV2, COM1 and COM2 circuit breakers.
8) With both GIA1 and GIA2 inoperative, verify the following:
a) COM1, NAV1, COM2 and NAV2 fields flag invalid.
b) System message: GPS NAV LOST – Loss of GPS navigation. GPS fail.
c) NAV1 and NAV2 CDI lose deviation bars.
d) XPDR field flags invalid.
e) XPDR1 Fail field flags invalid.
f) Engine Instrument field flags invalid on MFD.
g) All AHRS and ADC fields remain valid.
9) Restore power to both GIA units.
10) The G1000 NXi Connections Check is complete.
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Chart 29
VSWR CONVERSION CHART
10.0
REFLECTED POWER - WATTS
5.0
3
0
1.
2.
=
0
1.
3.
R
0
R
4.
SW
=
SW
R
0
R
0
0.
SW
1.
SW
R
=
SW
=
R
R
SW
SW
2.0
1.0
0.5
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3) After completing the tests specified by § 91.411 and Part 43 Appendix E, return both
the MFD and the PFD to normal mode.
NOTE: The following tests are above and beyond the requirements set forth in
Appendix E, and are required only when appendix E tests are required.
4) Pitot/Static Airspeed Test
a) Command air data test set (ADTS) to simulate air speeds shown in the table
below.
Calibrated Air Speed (Knots) Allowed tolerance (± Knots)
50 5.0
80 3.5
100 2.0
120 2.0
150 2.0
b) Wait for ADTS to report that target values have been achieved.
c) Verify that computed air speeds shown on the PFD are within the tolerances
specified in the OEM maintenance documentation.
5) Static Port Vertical Speed (Rate of Climb) Test
a) Command ADTS to change the altitude at the rates shown in the table below.
b) Wait for ADTS to report that target rates have been achieved.
c) Verify that the Rate of Climb reported by the Vertical Speed field on the PFD is
within the tolerances specified in the table below:
Vertical Speed (feet/minute) Allowed tolerance, (± feet/minute)
2000 100
0 45
-2000 100
(7) OAT Probe Check
Check that the outside air temperature (OAT) probe measurement given on the PFD is accurate
by comparing it to a calibrated thermometer which is stabilized at ambient temperature. OAT
reading should be within 2° C of calibrated thermometer.
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Chart 30
GRS 79 AHRS/GMU 44 MAGNETOMETER CALIBRATIONS
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NOTE: The following Magnetometer Calibration procedure must be carried out at a site that is
determined to be free of magnetic disturbances. If unsure whether a site is “clean” or
not, the technician should verify that the site is clean by following the guidance provided.
The technician may skip the Compass Rose Evaluation Procedure if the site condition
is acceptable.
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(10) Compass Rose Evaluation of Magnetic Disturbances for Magnetometer Calibration Procedure
(Optional)
NOTE: Typically, a compass rose is an acceptable location to perform the magnetometer
calibration procedure. However, because not all compass roses are well maintained,
even an existing compass rose should be regularly evaluated using the method
described here to determine if it is free of magnetic disturbances. If evaluation of an
existing compass rose indicates that magnetic disturbances are present, then an
alternative location must be found to perform the Magnetometer Calibration procedure.
A G1000 NXi equipped airplane that has completed the pitch/roll offset compensation procedure
can be used to evaluate a candidate site for magnetic disturbances and determine whether it
is a suitable location to perform the magnetometer calibration procedure. The magnetometer
calibration procedure itself contains the logic to simultaneously survey the location for magnetic
cleanliness while it is computing the magnetometer calibration parameters. In order to evaluate a
candidate site, the Magnetometer Calibration procedure must be performed twice: once turning
clockwise around the site and once turning counterclockwise. Both times, the procedure should
be conducted as described in GRS 79/GMU 44 Magnetometer Calibration, below, with the
exception of the direction of turns around the site.
NOTE: Although (Procedure B) GRS 79/GMU 44 Magnetometer Calibration indicates that
the Magnetometer Calibration procedure should be performed by making a series
of clockwise turns around the site, the procedure can also be performed by making
counterclockwise turns for the purpose of evaluating the site for magnetic disturbances.
If, upon completion of the Magnetometer Calibration procedure in each clockwise and counter-
clockwise direction, the PFD displays the “CALIBRATION SUCCESSFUL / SITE IS CLEAN”
message, then the candidate site is sufficiently free of magnetic disturbances and is acceptable
for performing the Magnetometer Calibration procedure. It is important to obtain successful result
in both the clockwise and counter-clockwise directions to ensure that the magnetometer sweeps
over a large enough area at the candidate site.
If, upon completion of the Magnetometer Calibration procedure in either direction, the PFD
displays either the “MAG FIELD AT SITE NOT UNIFORM,” or “MAG FIELD AT SITE DIFFERS
FROM IGRF MODEL” message, then the site contains magnetic disturbances that are too
significant to use the site for calibration.
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(n) Upon instruction to turn, taxi the aircraft in a right turn. After approximately 25° to 30° of turn
from the last heading, the PFD display advises the operator to stop the aircraft.
NOTE: Due to the difficulties in executing smooth, accurate turns, the PFD may incorrectly
interpret a station and instruct to “HOLD POSITION” prior to full completion of a
30° turn. If this scenario is encountered, it is best for the operator to ignore the
“HOLD POSITION” command and instead use outside references to complete the
approximate 30° turn. Instead of using the PFD instructions to turn as a real-time
indication of when to turn, simply judge the 30° (±5°) turn increments of the aircraft
by using the compass rose radials. Dwelling at these 30° increments for the time
recommended by the PFD should result in successful calibration.
(o) The PFD guides the operator to dwell at multiple headings around a complete circle.
NOTE: Due to high winds or excessive airframe vibration, the operator may encounter a
condition where a PFD restarts the 18-second countdown without full completion
of the previous countdown. If this is encountered more than once for a given
station, the operator should begin turning to the next station (approximately 30°). A
minimum of 2 successful stations per quadrant (and for each GRS 79) is required,
where a successful station is a full 18-second countdown followed by instruction
to move. Ensure that at least 2 stations per quadrant are completed. Thus, it may
sometimes be required to dwell at a station after a countdown restart. A maximum
of 20 stations is allowed for the entire calibration procedure. If too many countdown
restarts are encountered, the calibration will fail with the message, “TOO MANY
STATIONS.”
(p) Repeat the turn-and-stop process until the PFD advises that a successful calibration is
complete. The GRS 79 AHRS then enter the normal operational mode. Press the ENT to
conclude this procedure.
(12) Engine Run-Up Vibration Test (Procedure C)
Perform this test anytime the GRS 79 AHRS unit is removed and reinstalled.
NOTE: Calibration Procedure C is performed in order to guarantee that the AHRS mounting
is sufficiently rigid and insensitive to vibration. Calibration Procedures A and B are not
required prior to this procedure.
NOTE: This test must be performed after interior has been installed.
(a) Start the PFD and MFD in the configuration mode by holding ENT on each display while
closing the circuit breaker.
(b) Go to the GRS Page Group on the PFD and press the following sofkeys sequentially: 9, 10,
11, 12 (far right softkey)
(c) Activate the cursor by pressing the small FMS knob and highlight the SELECT GRS UNIT
window. Select GRS 1. Highlight the SELECT PROCEDURE window on the PFD and select
ENGINE RUN-UP TEST. Press ENT.
(d) Press ENT again on the PFD to select the first checklist item displayed. As each command
is complied with and ENT is hit the associated box will turn green to confirm the selection
has been complied with. When the CALIBRATE field is blinking, press the ENT key on the
PFD to begin the procedure.
(e) The PFD displays instruct the operator to gradually increase power from idle to full throttle
and back to idle over a period of 1–2 minutes.
(f) When the engine run-up is completed and the engine is back to an idle setting, press the
ENT key on the PFD to indicate that the process is complete. When this is done, the TEST
COMPLETE field stops blinking.
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(g) The PFD will state if the installation has passed or failed the vibration test. If the test fails,
the specific measurements causing the failure are identified and associated numeric values
are displayed on the PFD.
NOTE: Should a failure occur, the technician may perform the Engine Run-up test a
maximum of three (3) times successively before corrective action must be taken.
If the test does not pass after three attempts, then the installation should not
be considered reliable until the source of the vibration problem is identified and
remedied. In the event of repeated failure of the engine run-up test, record the
values that are reported to be out of range for future reference.
The following are potential causes for failure of the engine run-up test:
1) Vibration motion of GRS 79 and/or GMU 44 caused by neighboring equipment and/or
supports.
2) Mounting screws and other hardware for GRS 79 and/or GMU 44 not firmly attached.
3) GRS 79 connector not firmly attached to unit.
4) Cabling leading to GRS 79 or GMU 44 not firmly secured to supporting structure.
5) An engine / propeller that is significantly out of balance.
(h) Press the ENT key to conclude this procedure.
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(e) Activate the cursor by pressing the small FMS knob and highlight the SELECT GRS UNIT
window. Select GRS1 on PFD.
(f) Highlight the SELECT PROCEDURE window and select MAGNETOMETER
INTERFERENCE TEST on the PFD. Press ENT.
(g) Press ENT again to select the first checklist item displayed on the PFD. As each command
is complied with and ENT is hit, the associated box will turn green to confirm the selection
has been complied with.
NOTE: Use a stopwatch to accurately time the tests. All actions are to be carried out in the
order and at the precise elapsed time as specified in the prepared test sequence.
MFD must be out of configuration mode prior to test being performed.
(h) When the CALIBRATE field is blinking on the PFD, press the ENT key to begin the procedure
per “Chart 31”.
(i) When the test is complete press the ENT key on the PFD to indicate the process is complete
and the TEST COMPLETE annunciation stops blinking at this time.
(j) The PFD informs the operator if the installation has passed or failed the magnetometer
interference test. If the test passes, no further action is required for this test. If the test fails,
the installation should be considered unreliable until the source of magnetic interference
is identified and remedied. When the magnetometer interference test fails, record the
three magnetometer maximum deviation values and their corresponding timestamps. Any
maximum deviation value greater than 2.5 milliGauss indicates a problem that must be
resolved. Compare the corresponding timestamps with the prepared test sequence to
identify which action produced the problem. Contact Garmin for assistance in resolving the
problem.
NOTE: Two common reasons for a failed magnetometer interference test are:
(a) New equipment is installed in close proximity to GMU 44 magnetometer, and,
(b) an existing or new electronic device has become grounded through the aircraft
structure instead of via the proper ground wire in a twisted shielded pair.
(k) Press ENT on the PFD to conclude the test.
Chart 31
MAGNETOMETER INTERFERENCE TEST
ELAPSED TIME
Since start of test ACTION
(Minutes:Seconds)
0:00 Test Begins
0:10 Turn on strobe light
0:20 Turn off strobe light
0:30 Turn on fin strobe
0:40 Turn off fin strobe
0:50 Turn on nav lights
1:00 Turn off nav lights
1:10 Blower Motor on Low
1:20 Blower Motor off
1:30 Blower Motor on High
1:40 Blower Motor off
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9) Average the errors at the quadrantal points (45, 135, 225, 315) to determine the amount
of QE adjustment required.
NOTE: The QE adjustment potentiometer is located to the side of the antenna
connector. The adjustment hole is protected by a threaded cap which must
first be removed. If the antenna is inaccessible from the inside of the aircraft,
the antenna will have to be unfastened and pulled away from the aircraft far
enough to insert a jeweler’s screwdriver into the adjustment hole. Take care
of the o-ring seal beneath the adjustment screw cap. Following adjustment,
the cap must be reinstalled to ensure that the electronics compartment is
environmentally sealed.
10) Perform quadrantal error adjustment per the following diagrams. The QE adjustment
potentiometer has a sensitivity of approximately 1 degree per turn.
315 45 315 45
11) Recheck the relative bearings and readjust the QE compensation pot as necessary to
split the errors at the quadrantal points and obtain the lowest possible average error.
12) When QE adjustments are complete, reinstall the o-ring seal and the threaded cap in
the adjustment hole to seal the antenna.
(21) KN-63 DME (Optional) Check
(a) Perform systems check with appropriate DME test equipment and verify the DME is tuned
by NAV 1 and NAV 2.
(b) Verify the distance is accurate.
(c) Verify the DME audio is available on the GMA 1347 audio panel.
(22) GTX 335R/345R Extended Squitter Checkout (If installed)
(a) Press the XPDR softkey on the PFD.
(b) Verify that the ADS-B TX softkey is available and can be toggled (softkey 10).
(23) ChartView Functional Check (If installed)
ChartView must be enabled using a ChartView Enable Card and a current ChartView database.
Refer to Chartview Unlock, above.
NOTE: The required ChartView databases are subscription-based and are to be procured by
the aircraft owner directly from Jeppesen.
(a) In the MFD, select the Airport Information page (first page in the WPT group).
(b) Verify that the title at the top of the page reads “WPT - Airport Information”.
(c) Enter KVRB (or local facility) as the waypoint and verify that the CHRT softkey is available.
(d) Press the CHRT softkey and verify the electronic chart is viewable.
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Effectivity
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Effectivity
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Chart 32
RETURN TO SERVICE CHECK LIST
Group:
System SW Ver. OK System SW Ver. OK System SW Ver. OK
Control & Display:
PFD1 ______ MFD1 ______
PFD1 FPGA ______ MFD1 FPGA ______
Communication/Navigation/Surveillance (CNS):
COM1 ______ GMA1 ______ GTX1 ______
COM2 ______ GPS1 ______ NAV1 ______
GIA1 ______ GPS2 ______ NAV1 BB ______
GIA1 AUDIO ______ GTS ______ NAV1 FPGA ______
GIA2 ______ GTS AUDIO ______ NAV2 ______
GIA2 AUDIO ______ GTS FPGA ______ NAV2 BB ______
GDL69 ______ GTS MAGNET V ______ NAV2 FPGA ______
Sensors:
GDC1 ______ GRS1 ______
GDC1 FPGA ______ GRS1 FPGA ______
GEA1 ______ GRS1 MV DB ______
GMU1 ______ GS1 ______
GMU1 FPGA ______ GS2 ______
System:
PA-44 IMAGE ______
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Chart 33
REQUIRED EQUIPMENT LIST (REL)
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CHART 33
REQUIRED EQUIPMENT LIST (REL)
Effectivity
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CHART 33
REQUIRED EQUIPMENT LIST (REL)
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CHART 33
REQUIRED EQUIPMENT LIST (REL)
Effectivity
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GDU 105X
GDU 105X
(MFD) Hobbs
(PFD) GMA 1360
Audio
Aspen ELT
EBD
Standby Instr.
Circuit Breakers
KR 87 Dimmers
ADF (Optional) (Behind Control Wheel)
Garmin G1000 NXi Instrument Panel
Figure 1
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HSDB
1 HSDB
2 1 2
GMU 44B
MAG1 Analog Audio
GTP 59
OAT1 GTX 3X5
RS-232 MODE S XPDR RS-232
GEA 71B
GSR 56 RS-485 ENGINE/AIRFRAME RS-485
To GMA Audio RS-232
IRIDIUM
GSA 8X SERVO
RS-485 RS-485
GSA 8X SERVO
GSA 8X SERVO
GSA 8X SERVO
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R ALT AMPS
RIGHT ALTR F1
AUX
NON-ESSENTIAL
80A ALTR
R ALT
ENG OFF SWITCH F2
M NON-ESS R ALT FIELD
L ENG START START BUS 5A R VOLT
ON REG
5A 70A
EMERG BATT
20A
R ENG START
BATT AMPS
AVIONICS BUS
BATT
M EMERGENCY
70A BATT
AV BUS 25A
25A
AVIONICS
ESSENTIAL BUS
SWITCH
ON
OFF OFF
EMERGENCY BUS
EMER PWR ARM
SWITCH
3A
HOT BATT BUS
L ALT AMPS
ON LEFT ALTR F1
AUX
OFF 80A ALTR
L ALT
BATT MASTER OFF SWITCH F2
SWITCH L ALT FIELD
5A L VOLT
ON REG
EXT PWR AIR COND
CONTACTOR BUS
EXT (IF INSTALLED)
PWR
AIR COND BUS
60A
LIGHTING BUS
LIGHTING
BUS
35A
Bus Feed
Figure 3
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GEAR PUMP
LTG PROT
HOT
BATT NON-ESSENTIAL LIGHTING AIR COND BUS
BUS BUS BUS (IF INSTALLED)
COURTESY ENG START AV DIMMER 7.5A
LTS
HOUR METER PITCH TRIM ANTI COLL 10A
LDG/TAXI LTS
RECOG LTS
CABIN LTS
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Normal Mode
Figure 5
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D. Maintenance Mode
CAUTION: ENTER “MAINTENANCE MODE” WHEN ACTIVATING THE GARMIN G1000 NXi
SYSTEM ON THE GROUND TO CONDUCT TESTS, INSPECTIONS, ETC.
The “Hobbs” Meter is activated by the GIA 64 Integrated Avionics Units and will run when one of the
following is true, depending on how it was configured:
(1) the engine is running (Option A); or
(2) the airplane is inflight (Option B); or
(3) the GIA 64 IAU No. 1 is ON (Option C).
To prevent needless accumulation of “hours” (i.e., to disable the “Hobbs” Meter) on the ground a
Maintenance Mode has been implemented in the Garmin G1000 NXi software.
Enter “Maintenance Mode” before exiting the splash screen at system startup by pressing SoftKeys
1, 2, 3, 1 in that order. The “MAINT MODE ON” advisory will then be displayed while the system
remains in maintenance mode.
E. Troubleshooting
Troubleshoot the Garmin G1000 NXi system by first identifying, then isolating the specific failure to the
responsible LRU. There are several indications that the G1000 NXi presents to the pilot or technician,
showing overall system condition. A course of action should be determined based on information
presented on display.
The fifth AUX group page on the MFD (See “Figure 9”) provides LRU health status by means of a
green check or a red ‘X’. Also, LRU software versions are shown along with other database versions
and dates. If a red ‘X’ is shown for an LRU, see the appropriate LRU troubleshooting chart for guidance.
Typically, the G1000 NXi Alerting System provides alerts/annunciations in conjunction with the
information presented at the fifth AUX page.
CAUTION: POST INSTALLATION SET-UP,” BELOW, PROVIDES DETAILED INSTRUCTIONS ON
EQUIPMENT CONFIGURATION AND RETURN-TO-SERVICE TESTING. ANYTIME A
G1000 NXi COMPONENT OR LRU IS REMOVED, SWAPPED, OR REPLACED, THE
TECHNICIAN MUST FOLLOW THE PROCEDURES GIVEN IN “POST INSTALLATION
SET-UP” TO ENSURE PROPER OPERATION OF THE SYSTEM.
Troubleshooting and Message Advisory information is provided as follows:
(1) Line Replaceable Unit (LRU)
See “Chart 1” on page 34250311.
(2) Engine / Airframe Sensor Failures
See “Chart 2” on page 34250316.
(3) TAWS (Optional)
See “Chart 3” on page 34250318.
(4) Data Path Messages
See “Chart 4” on page 34250319, “Chart 5” on page 34250320, and “Chart 6” on page 34250321.
(5) GDU 105X
See “Chart 7” on page 34250357 and “Chart 8” on page 34250359.
(6) GMA 1360
See “Chart 9” on page 34250365 and “Chart 10” on page 34250366.
(7) GIA 64
See “Chart 11” on page 34250367 and “Chart 12” on page 34250369.
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1 1
6 3
1 4
1
2 1 5
1
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Chart 1 (Sheet 1 of 5)
LRU TROUBLESHOOTING
System Failure Troubleshooting
The following table provides basic troubleshooting guidance for LRU failures.
Associated
Invalid Data Field LRU(s)
Solution
Low Speed Awareness Band
permanently displayed
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CHART 1 (Sheet 2 of 5)
LRU TROUBLESHOOTING
Associated
Invalid Data Field Solution
LRU(s)
• Ensure that a cell phone or a device using cell phone
technology is not turned on (even in a monitoring state)
in the cabin.
GPS DR • Check GPS1 and GPS2 signal strength on AUX
page 4. Refer to GIA GPS section if GPS can not
acquire a position lock for troubleshooting.
GIA1
or • Check corresponding GPS antenna and cable for
GIA2 faults.
• Check Ethernet interconnect between the PFD1 to
GIA1 or PFD1 to GIA2 for faults.
• Swap GIA1 and GIA2, to verify location of problem:
If problem follows the GIA, replace the GIA.
If problem persists, replace the PFD.
• Check GTX 335R configuration settings for GIA1 and
GIA2.
• Check GTX 335R/GIA1 interconnect.
ALTITUDE
VERT SPEED
AIRSPEED FAIL • Inspect GDC 72 pitot/static plumbing integrity.
FAIL • Inspect pitot/static ports and associated equipment for
faults.
• For TAS failure, also check GTP 59 OAT probe.
GDC 72
• Check GDC 72 configuration settings for the PFD,
MFD, GIA1, and GIA2.
If PFD, MFD, and GIA configuration settings are
correct, replace the GDC configuration module.
If problem persists, replace the GDC 72.
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CHART 1 (Sheet 3 of 5)
LRU TROUBLESHOOTING
Associated
Invalid Data Field LRU(s)
Solution
GRS 79
• If this message persists longer than five minutes,
&
perform AHRS calibration procedures as described
GMU 44B later in this chapter.
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CHART 1 (Sheet 4 of 5)
LRU TROUBLESHOOTING
Associated
Invalid Data Field Solution
LRU(s)
• Ensure that a cell phone or a device using cell phone
technology is not turned on (even in a monitoring
state) in the cabin.
• Cycle GRS 79 power to restart initialization.
• Ensure GRS 79 connecter is secure and proper wire
harness strain relief is provided.
• Ensure the GRS 79 is fastened down tightly in it’s
mounting rack and that the mounting rack is not
loose (CAUTION - do not loosen the mounting rack
hardware to the airframe shelf or the aircraft will need
ATTITUDE FAIL to be re-leveled and the PITCH/ROLL OFFSET
procedure performed).
• Ensure GPS has acquired at least four satellites, has
a 3D navigation solution, and a DOP of less than 5.0.
GRS 79 This is particularly important for an ATTITUDE FAIL
that appears during ground operation only.
• Perform an Engine Run-Up Test to check if engine
vibration is causing the GRS 79 to go offline.
• Load configuration files to the PFD, MFD, GIA1, and
GIA2.
• Calibrate the GRS 79 (Pitch/Roll Offset and
Magnetometer Calibration).
• Replace GRS 79.
If problem persists replace GRS 79 configuration
module.
Contact Garmin Aviation Product Support if
condition continues after replacing the GRS 79
and config module for additional assistance.
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CHART 1 (Sheet 5 of 5)
LRU TROUBLESHOOTING
A DME or ADF failure is represented by the following yellow X’s. The PFD displays function as a control head
for the remote-mounted Honeywell KR 87 ADF and KN 63 DME.
ADF FAIL
• Ensure that GIA 64 #2 is properly functioning.
OR
NO ADF SIGNAL • Reload the ADF option configurations.
• Check for proper operation of the ADF receiver. Ensure
Honeywell that the receiver is receiving power.
ADF • Check ADF – GIA2 interconnect.
GIA2 FAIL
Effectivity
34-25-03
with Garmin G1000 NXi in PAGE 15
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Chart 2 (Sheet 1 of 3)
TROUBLESHOOTING ENGINE / AIRFRAME SENSOR FAILURES
Associated
Invalid Data Field Solution
LRU(s)
• If software was loaded to a new GDU display, be
sure that the user settings for the replaced display
Engine/Airframe Sensors were cleared. Clear user settings by pressing the
CLR key on the replaced display while applying
(All Invalid)
power to it. Acknowledge the on-screen prompt by
pressing the ENT key or the right-most softkey.
• Check for GEA related Alert messages on the PFD.
Correct any Alerts concerning software or
configuration errors by reloading software or
configuration as noted.
• Verify GEA internal power supply, configuration, and
calibration status in configuration mode.
The internal power supply, configuration and
GEA 71B calibration boxes should be green. If they are
& red, replace the GEA 71B.
GIA 64
• Verify internal, external, and reference voltages listed
in the Main Analog and I/O A Analog boxes are not
dashed out (does not include Aircraft Power 1 and 2).
If any voltages are dashed out, replace the GEA.
• Ensure the GEA is online (green checkmark on the
AUX – SYSTEM STATUS page).
If GEA is not online verify unit is receiving power
at the rack connector.
Check the GIA/GEA interconnects for faults.
Reload configuration files to both GIA’s and the
GEA.
• If problem persists, replace the GEA 71B.
Effectivity
34-25-03
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CHART 2 (Sheet 2 of 3)
TROUBLESHOOTING ENGINE / AIRFRAME SENSOR FAILURES
Engine/Airframe Instrument Failures
The following table provides guidance for troubleshooting individual engine/airframe sensor failures.
Be sure to also follow previous guidance given for the GEA 71B. The technician should troubleshoot to
isolate the fault by checking sensor-to-GEA wiring, replacing the suspect sensor, and finally by replacing
the GEA 71B. Replace one part at a time. Check for correct operation of the sensors and GEA 71B after
any part has been replaced. Refer to GEA 71 Wiring Diagrams in Chapter 91.
Invalid Field Sensor Possible Solutions (for applicable engine/system)
Effectivity
34-25-03
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CHART 2 (Sheet 3 of 3)
TROUBLESHOOTING ENGINE / AIRFRAME SENSOR FAILURES
Invalid Field Sensor Possible Solutions (for applicable engine/system)
• Check Alt amp sensor - GEA 71B wiring.
• Replace Alt amp sensor.
• Replace GEA 71B.
Amp/Volts
• Check main bus - GEA 71B wiring.
• Check emergency bus - GEA 71B wiring.
• Replace GEA 71B
Chart 3
TROUBLESHOOTING TAWS (OPTIONAL)
Effectivity
34-25-03
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Chart 4
TROUBLESHOOTING - DATA PATH FAILURES
Effectivity
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Chart 5
FAILED PATH MESSAGES, CONFIG PAGE (PFD, MFD, AND GIA) - PROCESS
SELECT UNITS = PFD / MFD / GIA1 / GIA2 – RS-232 / ARINC-429 / RS-485 Serial Config Pages
Indicator Status
SELECT UNIT/LRU data path is functioning correctly.
GREEN
SELECT UNIT/LRU data path is not functioning correctly.
• Check avionics status page for SELECT UNIT or LRU configuration or software error messages.
Correct any errors before proceeding.
• If applicable, check the SELECT UNIT/LRU interconnect wiring and unit connector pins for faults.
• Replace LRU.
• Reload SELECT UNIT config file.
• If problem remains, replace SELECT UNIT.
RED
• Remove SELECT UNIT and verify power and ground are present at the appropriate connector.
4 If power or ground is not present, troubleshoot aircraft wiring for faults.
4 If power and ground are present, check SELECT UNIT unit and LRU connector for damaged
or pushback pins.
• Swap PFD to confirm if the problem is in the original PFD.
• Replace original PFD if box displays green check after swapping displays.
• Ensure LRU connecter is secure and proper wire harness strain relief is provided.
• Swap LRU #1 and LRU #2 to confirm if the problem is in the original LRU #1.
• Replace original LRU #1 if box displays green check after swapping units.
SELECT UNIT/LRU data path functionally is unknown.
BLACK • Reload SELECT UNIT configuration file.
Effectivity
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Chart 6
FAILED PATH MESSAGES - PATHS TO CHECK
Select Unit Path LRU Interface
PFD 1 ARINC 429 CH 1 IN HIGH SPEED GRS79 1P10001-18/19 to 1P791-8/9
PFD 1 ARINC 429 CH 2 IN LOW SPEED GDC72 1P10001-16/17 to 1P721-8/9
MFD 1 ARINC 429 CH 1 IN HIGH SPEED GRS79 2P10001-18/19 to 1P791-21/22
MFD 1 ARINC 429 CH 2 IN LOW SPEED GDC72 2P10001-16/17 to 1P721-21/22
GIA 1 RS 232 CH 1 IN/OUT GDC72 1P603-41/43/42 to 1P721-69/70/68
GIA 1 RS 232 CH 5 IN/OUT GTX3x5 1P603-53/55/54 to P3251-9/31/52
GIA 1 RS 232 CH 6 IN/OUT GRS79 1P603-56/58/57 to 1P791-51/32/52
GIA 1 RS 232 CH 7 IN/OUT GMA 1360 1P603-59/62 to P3472-6/7
GIA 1 ARINC 429 CH 5 IN LOW SPEED GDC72 1P603-12/13 to 1P741-27/7
GIA 1 ARINC 429 CH 6 IN HIGH SPEED GRS79 1P603-14/15 to 1P791-27/7
GIA 1 RS-485 CH 1 GEA 1 P603-23/24 to 1P701-5/6
GIA 2 RS 232 CH 5 IN/OUT GTX33 2P603-53/55/54 to P3251-8/30/51
GIA 2 RS 232 CH 7 GMA 1360 2P603-59/62 to P3472-38/39
GIA 2 ARINC 429 CH 1 IN GDC72 2P603-29/31 to 1P721-49/50
GIA 2 ARINC 429 CH 2 IN GRS79 2P603-33/35 to 1P791-49/50
GIA 2 RS-485 CH 1 GEA 2P603-23/24 to 1P701-7/8
Effectivity
34-25-03
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Effectivity
34-25-03
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F. Recommended Tools
The following tools (or equivalent) are recommended to perform various maintenance tasks on the
G1000 NXi system.
(1) Calibrated voltmeter capable of measuring 0-32 Volts DC.
(2) Ground Power Unit (Capable of supplying 28 Vdc).
(3) #2 Phillips Screwdriver.
(4) 3/32nd inch Hex Tool.
(5) Standard sockets & wrenches (3/8”, 9/16”, and 13/16”).
(6) Calibrated torque wrench capable of measuring 0 – 70 in/lbs.
(7) Calibrated digital Level with 0.25 degrees of accuracy capability.
(8) Calibrated VHF NAV/COM/ILS ramp tester.
(9) Calibrated transponder ramp tester including Mode S capability for Mode S transponder equipped
aircraft.
(10) Calibrated digital thermometer suitable for measuring ambient temperature.
(11) Air Data Test Set (ADTS) capable of simulating altitude up to the aircraft’s service ceiling.
(12) Headset/Microphone.
(13) Outdoor line-of-site to GPS satellite signals or GPS indoor repeater.
(14) Laptop with RS232 emulation software.
(15) WX-PA portable analyzer kit (If Stormscope is installed).
(16) Calibrated Flight Control Cable Tension Meter or equivalent.
(17) Servo Mount Slip Clutch Adjustment Tool – Garmin P/N T10-00110-01 and a 2 Amp, 24 V, DC
Power Supply.
(18) M22885/108T8234 extraction tool.
(19) An 0.060” 6-Spline wrench.
Effectivity
34-25-03
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G. Inspections
(1) Annual / 100 Hour Inspection
Each 12 months or 100 hours time-in-service, whichever comes first:
(a) Perform the “G1000 NXi Connections Check” on page 342503116.
(b) Perform the “Avionics Cooling Fan Fail CAS Annunciation Test” on page 342503115.
(2) 500 Hour Inspection
Perform the following function tests of the Avionics, PFD, and MFD cooling fans:
(a) Avionics Cooling Fan
1) Turn OFF all electrical components and avionics systems.
2) Pull the INTEG AV1 circuit breaker.
3) Turn the master switch ON.
4) Push IN the INTEG AV1 circuit breaker. Verify airflow from the Avionics Cooling Blower
by motor sound and, if required, by sight (i.e., use a flashlight to observe the fan turning
in the intake opening).
5) After checking blower, turn OFF master switch.
(b) PFD and MFD Cooling Fans
The PFD and MFD cooling fans are wired into the PFD and MFD circuit breakers, respectively.
Accordingly, function test them as follows:
1) Turn OFF all electrical components and avionics systems.
2) Pull the PFD and MFD circuit breakers.
3) Turn the master switch ON.
4) Push IN the PFD circuit breaker. Verify operation of the PFD cooling fan by motor
sound. Pull the PFD circuit breaker.
5) Push IN the MFD circuit breaker. Verify operation of the MFD cooling fan by motor
sound. Pull the MFD circuit breaker.
6) After checking cooling fans, turn OFF master switch and push IN PFD and MFD circuit
breakers.
(3) 1000 Hour Inspection
Each 1000 hours time-in-service visually inspect each unit listed below for corrosion, damage,
or other defects. Replace any damaged parts as required. Inspection may require the temporary
removal of a unit or units to gain access to connectors.
(a) GDU 105X PFD and MFD
Remove the PFD and MFD. Inspect the mounting surface and connector for corrosion,
heavy oxidation, or other damage.
(b) GMA 1360 Audio Panel
Inspect the GMA 1360 unit, rack, and connectors for corrosion or other defects.
(c) GIA 64 Integrated Avionics Units (2 ea.)
Inspect the GIA 64 #1 and #2 unit, rack, and connectors for corrosion or other defects.
(d) GEA 71B Engine/Airframe Unit
Inspect the GEA 71B unit, rack, and connectors for corrosion or other defects.
(e) GTX 335R Mode S Transponder(s) (if installed)
Inspect the GTX 335R unit, rack, and connectors for corrosion or other defects.
Effectivity
34-25-03
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Effectivity
34-25-03
with Garmin G1000 NXi in PAGE 25
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Effectivity
34-25-03
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Effectivity
34-25-03
with Garmin G1000 NXi in PAGE 27
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MAINTENANCE MANUAL
Effectivity
34-25-03
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Effectivity
34-25-03
with Garmin G1000 NXi in PAGE 29
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Effectivity
34-25-03
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Effectivity
34-25-03
with Garmin G1000 NXi in PAGE 31
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Effectivity
34-25-03
PAGE 32 with Garmin G1000 NXi in
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Effectivity
34-25-03
with Garmin G1000 NXi in PAGE 33
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MAINTENANCE MANUAL
Effectivity
34-25-03
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107731 REV D
SHIELD ASSY
HARNESS ASSY
(OAT PROBE)
OAT PROBE
COVER ASSY
COVER ASSY UP
UP
OUTSIDE
SURFACE NUT OUTSIDE SURFACE WASHER
OAT SENSOR NUT
OAT SENSOR
Effectivity
34-25-03
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The GRS 79 utilizes an Earth magnetic field model which is updated once every
five years. The update is expected to be available from Garmin in 2020 and every
five years thereafter, as long as the GRS 79 remains a Garmin-supported product.
The G1000 NXi system alerts the operator that the magnetic field database is
out of date by issuing the message “AHRS SERVICE – AHRS Magnetic-field
model needs update”. Garmin will distribute update instructions when updates are
available.
(b) Troubleshooting
See “Chart 19” on page 34250381.and “Chart 20” on page 34250382.
Effectivity
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(c) Removal
1) Remove aft passenger seats (See 25-10-00).
2) In airplanes equipped with GFC 700 only, remove two end screws, four base screws
and AHRS cover.
3) Disconnect the GRS 79 AHRS connector.
4) Remove the four Phillips thumbscrews with a screwdriver and set them aside.
5) Gently lift the GRS 79 from the mounting plate.
NOTE: If the mounting plate is removed, the GRS 79 must be re-calibrated. See
“Chart 28” on page 342503126.
(d) Installation
1) Level the airplane per 8-20-00.
2) Verify GRS 79 bracket assembly is level within 3.0 degrees.
3) Place the GRS 79 on the mounting plate, ensuring the general orientation is correct.
4) Align forward direction of the GRS 79 in heading to within 1.0 degree of the aircraft
heading.
5) Fasten the unit to the plate using the Phillips thumbscrews. Recommended torque is
22-25 inch pounds.
6) Visually inspect the connectors to ensure there are no bent or damaged pins. Repair
any damage. Connect the connector to the GRS 79, ensuring that each slidelock is
secured on both sides.
7) See Return to Service below.
8) In airplanes equipped with GFC 700 only, reinstall AHRS cover, four base screws and
two end screws.
9) Reinstall aft passenger seats (See 25-10-00).
(e) Return to Service
1) Original GRS 79 is Reinstalled
If the original GRS 79 was reinstalled, then no software loading is required. This does
not include a unit that were returned for repair as their software is deleted during the
repair testing process. Proceed to “GRS/GMU Normal Mode Check” on page 342503134.
2) New, Repaired or Exchanged GRS 79 is Installed
If a new, repaired or exchanged GRS 79 is installed, then software must be loaded
and the unit must be calibrated. See “LRU Replacement” on page 34250399. Then,
proceed to “Chart 28” on page 342503126:
3) Configuration Module Replaced.
See “Return to Service” on page 34250348.
Effectivity
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Effectivity
34-25-03
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4) Reinstall the magnetometer cover assembly, make sure the arrow on the GMU44B is
pointing forward, and secure the assembly with eight (8) non-ferrous screws.
NOTE: Ensure correct hardware is used when reinstalling magnetometer cover
assembly.
(e) Return to Service
1) Original GMU 44B is Reinstalled
If the original GMU 44B was reinstalled, then no software loading is required. This does
not include units that were returned for repair as their software and configuration files
are deleted during the repair testing process. Continue to “GRS/GMU Normal Mode
Check” on page 342503134.
2) New Repaired or Exchange GMU 44B is Installed
If the repaired or exchange GMU 44B was replaced with a new unit then software
must be loaded. See “LRU Replacement” on page 34250399. Then continue to
“Chart 28” on page 342503126.
DIRECTIONAL 108030 L 2
ARROW GMU 44B MAGNETOMETER
ARROW POINTS
FOREWARD J442
GMU 44B
MAGNETOMETER
STUD
VIEW A-A
NUT
WASHER
WASHER SCREW
3 PLACES
LOOKING DOWN
FWD
A
INBD
Effectivity
34-25-03
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Effectivity
34-25-03
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108034 A 3
FWD
WI-FI ANTENNA SEE DETAIL B
GASKET
A
AXA-AMNFB CONNECTOR
O-RING
A F.S.
BRACKET F.S. 247.17
F.S. 219.03
F.S. 191.00
156.00
FLAT WASHER HARNESS ASSY.
(TO MFD)
LOCK WASHER
HEX NUT
P666
DETAIL B
C C
CABLE ASSY. (TO ANTENNA)
WING
REMOTE MOUNT
RACK
GDL-59
BACKPLATE
GDL 59 FLIGHT RECORDER
P591
CABLE ASSY.
HARNESS ASSY.
BRACKET ASSY.
R52A22N TO GB6A
(MOUNTED ON
GB6A AVIONICS SHELF)
VIEW A-A
AVIONICS SHELF
BRACKET ASSY.
VIEW C-C
GDL 59 Flight Parameter Recorder
Figure 22
Effectivity
34-25-03
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Effectivity
34-25-03
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F.S. 107738 REV 2
108.168
F.S.
102.83 SEE DETAIL G
F.S. GRT-10 & GDL-69A OR GDL-69eA
156.00
F.S.
ANTENNA 176.96 KN63 DME
GTS-800
E E
R.B.L.
4.70
CONNECTOR
TO ANTENNA PORT P691
AT GDL-69eA CONNECTOR
FWD ANTENNA KIT ASSY
P101
HARNESS ASSY
H
GRT-10
HARNESS ASSY - XM
(OPTIONAL AVIONICS HARNESS SHOWN FRO REFERENCE)
Effectivity
34-25-03
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Effectivity
34-25-03
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GRT 10
Figure 25
Effectivity
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FS 510 (Optional)
Figure 26
Effectivity
34-25-03
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107737 1
DETAIL A
DETAIL A
LOOKING AFT
Effectivity
34-25-03
with Garmin G1000 NXi in PAGE 47
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7
8
1
1. PCB Board
(Configuration Module) 2
2. Spacer
3. Harness 3
4. Pins 4
5. Connector
6. Backshell
7. Cover
8. Screw (2)
6
Configuration Module
Figure 28
Effectivity
34-25-03
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Effectivity
34-25-03
with Garmin G1000 NXi in PAGE 49
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16
17 15
14
13
7
3
9 6 5
12
11 4
10
7 5
Effectivity
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1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
16 17 18 19 20 21 2223 24 25 26 2728 2930
31 32 3334 35 3637 3839 40 41 42 43 44
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
GIA 64
Backshell Connectors
Figure 30 (Sheet 1 of 5)
Effectivity
34-25-03
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P702 P701
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
GEA 71B
P3471 P3472
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
GMA 1360
J10001 Connector
GDU 105X
Backshell Connectors
Figure 30 (Sheet 2 of 5)
Effectivity
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1P10001, or 2P10001
GDU 105X
P791
GRS 79
P721
GDC 72
P691
GDL 69eA
Backshell Connectors
Figure 30 (Sheet 3 of 5)
Effectivity
34-25-03
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21
42
+
Power Input 1
Oct 1/18
PAGE 54
62
+
+
Power Ground
Power Input 2
Ground
H
Lighting Bus
GTX 3X5
I
I/O
Keep Alive Ext Suppression Bus
O
Switched Power Out
I
O
Power Config Discrete Output (3)
I
Power Control
I
Discrete Input (10) I/O Discrete I/O 2 (2)
I
Audio Mute Input (9)
34-25-03
I
Air / Ground Input (8) Discrete I/O 1 (1)
I/O
I
Ext Ident Input (7)
I
Reserved
C4
D4
B4
C1
Altitude Gray
B2
Code Input
A4
B1
15
A2
10
Effectivity
P3251 Connector
R
R
T
RS-232 #1
I/O
Discrete I/O (12) ETHERNET IN 2
Backshell Connectors
R
PA-44-180, SEMINOLE
Figure 30 (Sheet 4 of 5)
PIPER AIRCRAFT, INC.
RS-232 #2
I/O
R
P
RS-232 #3
B
B
ETHERNET IN 1
A
B
P
RS-422
A
ARINC 429 TX
A
N
A
ETHERNET OUT 1
1
B
P
Audio Output
11
A
Time Mark A
6
O
I
V+
D+
USB
Pressure Sensor/
Config Module
C 1
V 43
D 22
34250354
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MAINTENANCE MANUAL
1 2 3 4 5
6 7 8 9
P771
GRT 10
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
P591
GDL 59
60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78
40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
P8001, P8002
P8003
GTS 800
Backshell Connectors
Figure 30 (Sheet 5 of 5)
Effectivity
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Effectivity
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MAINTENANCE MANUAL
Chart 7 (Sheet 1 of 2)
TROUBLESHOOTING - GDU 105X
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MAINTENANCE MANUAL
CHART 7 (Sheet 2 of 2)
TROUBLESHOOTING - GDU 105X
Keyboard will not track photocell Cover and uncover photocells and verify that PHOTOCELL A or
PHOTOCELL B value changes.
If values do not change, replace the display.
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MAINTENANCE MANUAL
Chart 8 (Sheet 1 of 6)
MESSAGE ADVISORIES - GDU 105X
GDU 105X Messages / Software / Configuration Messages
Failure Message Cause Solution
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MAINTENANCE MANUAL
CHART 8 (Sheet 2 of 6)
MESSAGE ADVISORIES - GDU 105X
GDU 105X Messages / Software / Configuration Messages (cont.)
Failure Message Cause Solution
Reload the display
configuration files from the SD
Loader Card.
Reload system configuration
files by pressing the UPDT
CFG softkey on the
MFD CONFIG – MFD Configuration Upload Page in
configuration error. the PFD System Page Group
Config service required. to load configuration files into
the configuration module.
If message persists, check
PFD1 config module wiring for
faults and replace if required.
A configuration mismatch has If issue continues, replace
occurred between the display PFD1 master configuration
and the Master Configuration module.
Module.
If problem persists, replace
the display.
NOTE
New Terrain/Obstacle cards,
Jeppesen Aviation Database
PFD CONFIG – MFD and other optional features
configuration error. (i.e., TAWS unlock card) will
Config service required. need to be replaced if the
master configuration module
is changed. The G1000 NXi
System ID number will change
to a new number when
installing a new master config
module. The old Terrain and
other cards will no longer work
as they will remain locked to
the old System ID number.
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CHART 8 (Sheet 3 of 6)
MESSAGE ADVISORIES - GDU 105X
MFD DB ERR – MFD terrain The MFD has encountered • Confirm supplemental data card is
database error exists. an error in the terrain database. inserted fully.
• Reload the database or replace the
PFD DB ERR – PFD terrain The specified PFD has supplemental datacard.
database error exists. encountered an error in the
• Contact Garmin product Support
terrain database.
for further assistance if needed.
MFD DB ERR – MFD obstacle The MFD has encountered an • Confirm supplemental data card is
database error exists. error in the obstacle database. inserted fully.
• Reload the database or replace the
supplemental datacard.
The specified PFD has
PFD DB ERR – PFD obstacle • Contact Garmin product Support
encountered an error in the
database error exists. for further assistance if needed.
obstacle database.
MFD DB ERR – MFD airport The MFD has encountered • Confirm supplemental data card is
terrain database error exists. an error in the airport terrain inserted fully.
database.
• Reload the database or replace the
supplemental datacard.
The PFD has encountered
PFD DB ERR – PFD airport • Contact Garmin product Support
an error in the airport terrain
terrain database error exists. for further assistance if needed.
database.
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MAINTENANCE MANUAL
CHART 8 (Sheet 4 of 6)
MESSAGE ADVISORIES - GDU 105X
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MAINTENANCE MANUAL
CHART 8 (Sheet 5 of 6)
MESSAGE ADVISORIES - GDU 105X
Key Message Advisories
Failure Message Cause Solution
• Go to the GDU TEST page in
configuration mode and verify if
The SYSTEM has determined a key is stuck (if key is stuck its
MFD “key” KEYSTK – key is stuck.
key is stuck on MFD.
indicator will be green).
• Exercise suspected stuck key
and reset GDU TEST page to
see if indicator remains green
The system has determined a key without pressing the key.
PFD “key” KEYSTK – key is stuck.
is stuck on the PFD. If problem persists replace
the display.
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CHART 8 (Sheet 6 of 6)
MESSAGE ADVISORIES - GDU 105X
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Chart 9
TROUBLESHOOTING - GMA 1360
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Chart 10
MESSAGE ADVISORIES - GMA 1360
The system has detected a failure • Ensure all GDUs are receiving power.
GMA FAIL – GMA is inoperative.
in the GMA 1360. • Ensure the GMA/GIA RS-232
data lines are working properly.
• Ensure the GIA/GDU Ethernet
data lines are working properly.
• Replace GMA.
MANIFEST – GMA software The system has detected an Load the correct unit software. See
mismatch. Communication incorrect software version Software/Configuration (above)
halted. loaded in the GMA 1360. for the Software Loading procedure.
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MAINTENANCE MANUAL
Chart 11 (Sheet 1 of 2)
TROUBLESHOOTING - GIA 64
COM
Symptom Recommended Action
• Switch GIA1 and GIA2, to verify location of problem:
Weak COM transmit power If problem follows unit, replace GIA.
If problem does not follow unit, check COM antenna and cabling for
faults.
• Switch GIA1 and GIA2, to verify location of problem:
Weak COM receiver If problem follows unit, replace GIA.
If problem does not follow unit, check COM antenna and cabling for
faults.
• Switch GIA1 and GIA2, to verify location of problem:
If problem follows unit, replace GIA.
No COM sidetone
If problem persists, replace GMA1 with a known good unit.
NAV
Symptom Recommended Action
• Set up a NAV/COM Ramp Test Set to radiate a test signal.
• Switch GIA1 and GIA2, to verify location of problem:
Weak NAV receiver If problem follows unit, replace GIA.
If problem does not follow unit, check NAV antenna, coupler, and
cabling for faults.
G/S
Symptom Recommended Action
• Set up a NAV/COM Ramp Test Set to radiate a test signal.
• Switch GIA1 and GIA2, to verify location of problem:
Weak G/S receiver If problem follows unit, replace GIA.
If problem does not follow unit, check NAV antenna, coupler, and
cabling for faults.
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MAINTENANCE MANUAL
CHART 11 (Sheet 2 of 2)
TROUBLESHOOTING - GIA 64
GPS
Symptom Recommended Action
• Ensure that a cell phone or a device using cell phone technology is
not turned on (even in a monitoring state) in the cabin.
• Using the MFD AUX – GPS Status page, verify the signal strength
bars are not erratic. If so, this indicates outside interference is
affecting the GPS receivers. Find and remove the source of
interference (i.e. cell phones, FBO datalink antennas, etc.).
• Check date and time on Date/Time Setup Page.
If date and time are incorrect, enter the correct date and time.
• Switch GIA1 and GIA2, to verify location of problem:
If problem follows unit, clear the GPS almanac by performing
the following steps –
o Using the PFD in config mode, go to the GIA
RS-232/ARINC 429 Config Page.
Will Not Acquire Satellites o At the top of the screen, select the GIA that can not acquire
satellites (GIA1 or GIA2) and press the ENT key.
o Press the “CLR NV” softkey at the bottom of the screen.
o Select “OK” in the “Clear GIA nonvolatile memory?” pop-up
window.
o Next reload GIA Audio and Config files from a loader card,
see G1000 NXi Software/Configuration Procedure, for
instructions. Be sure to reload the config files for any
optional equipment installed on the aircraft that require the
GIA config to be updated.
• Cycle power on the system and allow it to restart in normal mode.
Place the aircraft outside and allow 15-30 minutes for the GPS to
acquire a position and download a new almanac.
If clearing nonvolatile memory is unsuccessful and the GPS
still can not acquire a position, replace the GIA.
If problem does not follow unit, check GPS antenna and cabling.
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Chart 12 (Sheet 1 of 6)
MESSAGE ADVISORIES - GIA 64
COM
Failure Message Cause Solution
COM1 SERVICE – COM1 needs The system has determined • Replace GIA1 according to
service. Return unit for repair. COM1 needs service. instructions in Removal/Installation.
COM2 SERVICE – COM2 needs The system has determined • Replace GIA2 according to
service. Return unit for repair. COM2 needs service. instructions in Removal/Installation.
• Press the push-to-talk switch(s) again
to cycle its operation.
• Check push-to-talk switch(s) and
wiring.
• Check GIA1/GMA
interconnect.
The COM1 external push-to-talk • Switch GIA1 and GIA2, to identify
COM1 PTT – COM1 push-to-talk
(PTT) switch is stuck in the whether the unit or connectors/wiring
key is stuck.
enabled (or “pressed”) state. is at fault (Both GIAs must be
configured when swapped; see
Software/Configuration above):
If problem follows the unit,
replace GIA1.
If problem persists replace
defective GMA.
• Press the push-to-talk switch(s) again
to cycle its operation.
• Check push-to-talk switch(s) and
wiring.
• Check GIA2/GMA
interconnect.
The COM2 external push-to-talk • Switch GIA1 and GIA2, to identify
COM2 PTT – COM2 push-to-talk
(PTT) switch is stuck in the whether the unit or connectors/wiring
key is stuck.
enabled (or “pressed”) state. is at fault (Both GIAs must be
configured when swapped, see
Software/Configuration above):
If problem follows the unit,
replace GIA2.
If problem persists replace
defective GMA.
Effectivity
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CHART 12 (Sheet 2 of 6)
MESSAGE ADVISORIES - GIA 64
COM (Cont.)
Failure Message Cause Solution
Press the COM1 external remote transfer
switch again to cycle its operation.
Check COM1 external remote transfer
switch and wiring.
Switch GIA1 and GIA2, to identify
The COM1 external remote whether the unit or connectors/wiring is
COM1 RMT XFR – COM1 remote
transfer switch is stuck in the at fault (Both GIAs must be configured
transfer key is stuck.
enabled (or “pressed”) state. when swapped, see Software/
Configuration above):
If problem follows the unit,
replace GIA1.
If problem persists, continue to
troubleshoot remote transfer
switch & wiring.
Press the COM2 external remote transfer
switch again to cycle its operation.
Check COM2 external remote transfer
switch and wiring.
Switch GIA1 and GIA2, to identify
The COM2 external remote whether the unit or connectors/wiring is
COM2 RMT XFR – COM2 remote
transfer switch is stuck in the at fault (Both GIAs must be configured
transfer key is stuck.
enabled (or “pressed”) state. when swapped, see Software/
Configuration above):
If problem follows the unit,
replace GIA2.
If problem persists, continue to
troubleshoot remote transfer
switch & wiring.
COM1 TEMP – COM1 over temp. • Check fan, wiring and air tubing for
Reducing transmitter power. proper operation (if applicable).
The specified COM transceiver • Replace cooling fan if unable to
is reporting a high temperature determine if operating correctly.
condition and is reducing
transmit power to prevent • Replace GIA.
COM2 TEMP – COM2 over temp.
Reducing transmitter power. damage. • If problem persists contact Garmin
Aviation Product Support for
assistance.
Effectivity
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CHART 12 (Sheet 3 of 6)
MESSAGE ADVISORIES - GIA 64
NAV
Failure Message Cause Solution
NAV1 SERVICE – NAV1 needs The system has detected a failure
• Replace GIA1.
service. Return unit for repair. in NAV1 receiver.
NAV2 SERVICE – NAV2 needs The system has detected a failure
• Replace GIA2.
service. Return unit for repair. in NAV2 receiver.
Press the NAV1 external remote
transfer switch again to cycle its
operation.
Check NAV1 remote transfer switch and
wiring.
Switch GIA1 and GIA2, to identify
The NAV1 external remote
NAV1 RMT XFR – NAV1 remote whether the unit or connectors/wiring is
transfer switch is stuck in the
transfer key is stuck. at fault (Both GIAs must be configured
enabled (or “pressed”) state.
when swapped, see Software/
Configuration above):
If problem follows unit, replace
GIA1.
If problem persists, continue to
troubleshoot remote transfer
switch & wiring.
Effectivity
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CHART 12 (Sheet 4 of 6)
MESSAGE ADVISORIES - GIA 64
Glideslope
Failure Message Cause Solution
G/S1 SERVICE – G/S1 needs The system has detected a failure
• Replace GIA1.
service. Return unit for repair. in G/S1 receiver.
G/S2 SERVICE – G/S2 needs The system has detected a failure
• Replace GIA2.
service. Return unit for repair. in G/S2 receiver.
• Switch GIA1 and GIA2 to verify
location of problem:
The system has detected a failure If problem follows the unit,
G/S1 FAIL – G/S1 is inoperative. replace GIA.
in G/S1 receiver.
If problem does not follow unit,
check G/S1 antenna and
cabling.
• Switch GIA1 and GIA2 to verify
location of problem:
The system has detected a failure If problem follows the unit,
G/S2 FAIL – G/S2 is inoperative. replace GIA.
in G/S2 receiver.
If problem does not follow unit,.
check G/S2 antenna and
cabling.
GPS
Failure Message Cause Solution
MANIFEST – GPS1 software The system has detected an
mismatch. Communication incorrect software version loaded
halted. in GIA1. • Load the correct GPS software. See
Software/Configuration above):
MANIFEST – GPS2 software The system has detected an for the Software Loading procedure.
mismatch. Communication incorrect software version loaded
halted. in GIA2.
GPS1 SERVICE – GPS1 needs The system has detected a failure
service. Return unit for repair. in GPS1 receiver.
• Replace GIA.
GPS2 SERVICE – GPS2 needs The system has detected a failure
service. Return unit for repair. in GPS2 receiver.
The system has detected a failure • Switch GIA1 and GIA2, to verify
GPS1 FAIL – GPS1 is inoperative.
in GPS1 receiver. location of problem:
If problem follows the unit,
replace GIA.
The system has detected a failure
GPS2 FAIL – GPS2 is inoperative. If problem does not follow the
in GPS2 receiver.
unit, check GPS antenna and
cabling.
NOTE
Before troubleshooting, ensure that no cell phones or devices using cell phone technology
are turned on, even in a monitoring state, in the cabin.
Effectivity
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CHART 12 (Sheet 5 of 6)
MESSAGE ADVISORIES - GIA 64
GPS (Cont.)
Failure Message Cause Solution
If the primary receiver is a WAAS • Verify the area the aircraft was
LOI – GPS integrity lost.
sensor, the alert indicates that traveling through did not have loss
Crosscheck with other NAVS.
GPS position data has timed out. of GPS coverage. FAA NOTAMs
There is no GPS position fix may be issued for periods of
GPS NAV LOST – Loss of GPS outages, or the US Coast Guard
available or the system is in dead
navigation. Insufficient satellites. website:
reckoning mode.
http://www.navcen.uscg.gov
The G1000 NXi has detected an to check DGPS Advisories that are
GPS NAV LOST – Loss of GPS
internal position warning has posted.
navigation. Position error.
occurred.
• Using the MFD AUX – GPS Status
page, verify the signal strength bars
are not erratic. If so, this indicates
outside interference is affecting the
GPS receivers. Find and remove
GPS NAV LOST – Loss of GPS The G1000 NXi has detected a the source of interference (i.e. cell
navigation. GPS fail. GPS engine failure. phones, FBO datalink antennas,
etc.).
• If GPS receivers can not aquire a
position lock, troubleshoot per the
“Will not acquire satellites” section.
Cooling
Failure Message Cause Solution
GIA1 COOLING – GIA1 GIA1 operating temperature is too
• Allow unit to warm up.
temperature too low. low.
GIA2 COOLING – GIA2 GIA2 operating temperature is too
• Allow unit to warm up.
temperature too low. low.
• Check fan, wiring and air tubing for
proper operation (if applicable).
• Replace cooling fan if unable to
GIA1 COOLING – GIA1 over GIA1 has exceeded its operating determine if operating correctly.
temperature. temperature range. • Replace GIA1.
• If problem persists contact Garmin
Aviation Product Support for
assistance.
• Check fan, wiring and air tubing for
proper operation (if applicable).
• Replace cooling fan if unable to
GIA2 COOLING – GIA2 over GIA2 has exceeded its operating determine if operating correctly.
temperature. temperature range. • Replace GIA2.
• If problem persists contact Garmin
Aviation Product Support for
assistance.
Effectivity
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CHART 12 (Sheet 6 of 6)
MESSAGE ADVISORIES - GIA 64
Configuration
Failure Message Cause Solution
MANIFEST – GIA1 software The system has detected an
mismatch. Communication incorrect software version loaded
Halted. in GIA1. • Load the correct software. See
Software/Configuration (above)
MANIFEST – GIA2 software The system has detected an for the Software Loading procedure.
mismatch. Communication incorrect software version loaded
Halted. in GIA2.
GIA1 CONFIG – GIA1 audio
config error. Config service req’d.
The GIA’s audio configuration files
• Reload audio configuration files.
are incorrect or missing.
GIA2 CONFIG – GIA2 audio
config error. Config service req’d.
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Chart 13
TROUBLESHOOTING / MESSAGE ADVISORIES - GEA 71B
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Chart 14
TROUBLESHOOTING / MESSAGE ADVISORIES - GTX 3X5R
• Perform a SET>ACTV
configuration reset on the GTX
Config page and verify the aircraft
registration is present.
• If error is still present, reload config
files from a loader card.
If problem persists, replace
master configuration module,
check config module harness
for faults and replace if
XPDR CONFIG – XPDR The system has detected a necessary.
configuration error. Config configuration mismatch for the NOTE
service req’d. GTX 3X5R. New Terrain/Obstacle cards, Navigation
Database and other optional
features (i.e. TAWS unlock card) will
need to be replaced if the master
configuration module is changed. The
G1000 NXi System ID number will
change to a new number when installing
a new master config module. The old
Terrain and other cards will no longer
work as they will remain locked to the old
System ID number.
XPDR SRVC – XPDR needs
service. Return unit for repair. The G1000 NXi has detected a
failure in the GTX 3X5R. • Replace GTX 3X5R.
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Chart 15
TROUBLESHOOTING - GDL 69eA
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Chart 16
MESSAGE ADVISORIES - GDL 69eA
GDL 69eA FAIL – GDL 69eA has The G1000 NXi has detected a • Check GDL 69eA antenna and
failed. failure in the GDL 69eA. cabling.
• Check the GDL 69eA and MFD
interconnect.
• Reload configuration file.
See Software Load / Configuration
Procedure.
• If problem persists, replace
master configuration module,
check config module harness
for faults and replace if
necessary.
GDL 69eA CONFIG – GDL 69eA The G1000 NXi has detected a NOTE
configuration error. Config GDL 69eA configuration mismatch.
New Terrain/Obstacle cards, Navigation
service req’d.
Database and other optional
features (i.e., TAWS unlock card) will
need to be replaced if the master
configuration module is changed. The
G1000 NXi System ID number will
change to a new number when installing
a new master config module. The old
Terrain and other cards will no longer
work as they will remain locked to the old
System ID number
MANIFEST – GDL software The system has detected an • Load correct software version.
mismatch. Communication incorrect software version loaded See Software Load / Configuration
halted. in the GDL 69eA. Procedure.
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Chart 17
TROUBLESHOOTING - GDL 59
Connects to Wi-Fi but cannot • Activate Garmin Connext. Note that a replacement GDL 59
send report data unit must be registered again, even if the MFD already
shows REGISTERED.
Chart 18
MESSAGE ADVISORIES - GDL 59
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Chart 19
TROUBLESHOOTING - GRS 79 (AHRS) / GMU44B
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Chart 20 (Sheet 1 of 2)
MESSAGE ADVISORIES - GRS 79 (AHRS) / GMU 44B
MANIFEST – GRS software The system has detected an • Load correct software version. See
mismatch. Communication incorrect software version loaded Software Configuration Procedures.
halted. in the specified GRS 79.
AHRS SRVC – AHRS The AHRS magnetic field model • Load updated AHRS magnetic field
magnetic-field model needs should be updated for the file. See GRS79 / Components for
update. specified unit. Appears on ground AHRS magnetic field update
only. information.
Effectivity
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CHART 20 (Sheet 2 of 2)
MESSAGE ADVISORIES - GRS 79 (AHRS) / GMU 44B
MANIFEST – GMU software The system has detected an Load the correct software version. See
mismatch. Communication incorrect software version loaded G1000 NXi Software/Configuration
halted. in the specified GMU 44B. Procedure,for the Software Load
Procedure.
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Chart 21
TROUBLESHOOTING / MESSAGE ADVISORIES - GDC 72
Symptom Recommended Action
Altitude is different than standby • Perform pitot/static test. See Pitot Static Systems in 34-10-00.
altimeter. Allow the GDC to warm up for fifteen minutes before checking
accuracy, per Garmin Service Advisory 0606.
• Determine which instrument is outside limits and replace. The
GDC may be field adjusted per Garmin Service Advisory 0720.
Chart 22
TROUBLESHOOTING - FS 510
Problem Action
Flight Stream Not Found Check Flight Stream wiring and power.
Check that Flight Stream is not obstructed by RF blocking
material.
Check that the control/ display is in RF range of the Flight Stream.
Check that pairing mode is enabled.
Flight Stream connection lost. Check that the control/ display is in RF range of the Flight Stream.
Check that Flight Stream is not obstructed by RF blocking
material.
Remove the Bluetooth pairing from the portable electronic device
and the Flight Stream, and then attempt to pair the device again.
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Chart 23
MESSAGE ADVISORIES - GTS 800 TAS
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Chart 24
TROUBLESHOOTING / MESSAGE ADVISORIES - SOFTWARE CONFIGURATION
Problem Solutions
MFD or PFD displays do not power up: • Ensure power is present at display
backshell connector.
• Troubleshoot per the “Blank Display”
GDU section.
Software file load fails: • Ensure that LRU is reporting data on
System Status page (LRU is ‘ONLINE’).
Check data path wiring as needed.
• Retry software file load or try using a
different card. Ensure that the MFD is
not touched during the loading process.
• Ensure that LRU part number is
compatible with software version and
Card Loader.
• Replace LRU.
Configuration file load fails: • Ensure that LRU is reporting data on
System Status page (LRU is ‘ONLINE’).
Check data path wiring as needed.
• Retry configuration file load or try using
a different card. Ensure that the MFD
is not touched during the loading
process.
• Ensure that LRU part number is
compatible with Card Loader.
• Replace LRU.
GIA1 and/or GIA2 to ‘LRU’ data path not working: • Ensure GIA1 and GIA2 are configured
correctly.
• Check wiring, connectors & pins as
needed.
Software File Mismatch Alert appears in lower • Ensure that proper software file part
right corner of PFD when started in normal mode: number and version were loaded to
LRU. See the appropriate Required
Equipment List (REL),
“Chart 31” on page 342503150.
• Check and ensure that correct Loader
Card was used during load process. See
G1000 NXi Software/Configuration
Procedure on page 34250398.
• Reload software to LRU.
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Chart 25
SYSTEM COMMUNICATION HIERARCHY
The following criteria must be satisfied to be able to perform the desired operation:
Desired Operation Criteria for Success
Load Software to MFD or PFD. • G1000 NXi Loader Card must be inserted in top slot for each
display to be loaded.
• CLR & ENT keys must be held during power up of display.
• Power on only one display at a time during software loading.
Load AIRFRAME, SYSTEM, • G1000 NXi Loader Card must be inserted in top slot of PFD.
MFD, PFD and MANIFEST
configuration files to MFD • PFD and MFD must be powered on.
and PFD.
• PFD and MFD must have correct software.
Load Software/Configuration • G1000 NXi Loader Card must be inserted in top slot of PFD.
files to GIA 64Ws.
• G1000 NXi system must be powered on.
• PFD and MFD must have correct software.
• PFD and MFD must be successfully configured with AIRFRAME,
SYSTEM, MANIFEST, MFD and PFD configuration files.
Load Software/Configuration • G1000 NXi Loader Card must be inserted into PFD top slot.
files to:
- GMA 1360 • G1000 NXi must be powered on.
- GDC 72
- GEA 71B • PFD and MFD must have correct software and configuration
- GRS 79 (software only) settings.
- GMU 44B (software only)
- GTX 3X5R • GIA 64s must have correct software.
• GIA 64s must be successfully configured with GIA1 and GIA2
configuration files.
• Data path from GIA1 to each LRU must be operational.
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SET>ACTV Configuration
Figure 31
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When troubleshooting the system, technicians can look for inequalities between SET and
ACTIVE columns. Certain problems can be resolved simply by pressing the SET>ACTV
softkey, which reloads settings to the specific LRU from the PFD (Note that this can
also be accomplished by reloading the configuration files for the LRU, using the software
loader card.).
A blank active column, as shown in “Figure 32”, represents loss of communication between
the display and the particular unit. See “Troubleshooting” on page 3425038 for more details.
Configuration Prompts
Figure 33
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Chart 26
CONFIGURATION MODE NAVIGATION
System Page Group
1. System Status 5. System Upload 9. System Configuration
2. Date/Time Setup 6. Diagnostics Terminal 10. System Setup
3. Main Lighting 7. Maintenance Log 11. Manifest Configuration
4. Audio Alert Configuration 8. OEM Diagnostics
GDU Page Group
1. RS-232 / ARINC 429 Config 4. Diagnostics 7. Airframe Configuration
2. GDU Status 5. Serial/Ethernet I/O
3. GDU Test 6. Alert Configuration
GIA Page Group
1. RS-232 / ARINC 429 Config 3. GIA I/O Configuration 5. GIA Status
2. CAN / RS-485 Config 4. COM Setup
GEA Page Group
1. Engine Data 2. GEA Status 3. GEA Configuration
GTX Page Group
1. RS-232 / ARINC 429 Config 2. Transponder Configuration
GSU Page Group
1. GSU Configuration 3. GSU / GMU Calibration
2. AHRS Data Input
GFC Page Group
1. GFC Configuration 2. GFC Status
GMA Page Group
1. GMA Configuration
CAL Page Group
1. Fuel Tank Calibration
GDL Page Group (Optional)
1. GDL 69eA Config
Other (Optional)
1. Stormscope 2. S-TEC
GTS (Optional)
1. GTS Configuration
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(c) Search for the appropriate image version (i.e., xxxx.xx from the appropriate Required
Equipment List (REL), “Chart 31” on page 342503150 in the “Search by Keyword” field.
(d) Save the file to a known location on the PC.
(e) Run the executable file that was downloaded. A window will appear to confirm software
installation.
(f) Insert the SD card into the SD card reader and select the Next button in the pop-up window.
(g) In the pop-up window, select the drive that corresponds to the inserted SD card and then
click the Next button.
NOTE: The selected drive will be completely erased. Click the Next button to acknowledge
any warnings that appear. Another pop-up window will appear to monitor loader
card creation progress. After the card creation is successfully completed, another
pop-up window will appear.
(h) Select the Finish button.
(i) Stop the card reader using Windows stop device function.
(j) Eject the SD card from the card reader.
(k) Apply a label to the software loader card identifying the aircraft, G1000 NXi SFTW and the
appropriate software image part number as shown below:
NOTE: See appropriate Required Equipment List (REL), “Chart 31” on page 342503150 for
software image part number.
PA-44-180
G1000 NXi SFTW
006-xxxxx-xx
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K. Software Files
Software files are defined by part number and version number. Each G1000 NXi LRU reports the
software version it currently contains to the user in two places.
(1) Normal System Mode
The AUX – SYSTEM STATUS page lists each LRU and the reported software version.
(2) Configuration Mode
The SYSTEM STATUS page (SYSTEM page group) reports more detailed LRU information,
including software version, part number, and LRU status. Software files are loaded to LRUs from
the SYSTEM UPLOAD page in Configuration Mode.
(3) Configuration File Descriptions
(a) Configuration Files are divided into groups, and are only displayed at the System Upload
page during the software/configuration loading process.
(b) Configuration files contain preset selections for input/output channels, aircraft-specific
settings, and LRU-specific settings. The following list describes each of the configuration
files:
AIRFRAME This file contains data such as airspeed parameters, engine/airframe sensor
limitations, fuel tank parameters and alerting system settings that tailor a G1000 NXi
PFD or MFD to the PA-44-180.
AIRFRAME Alerts specific to the PA-44-180 are set when this file is loaded.
ALERTS
SYSTEM This file configures the G1000 NXi high-speed data bus (HSDB) to expect one PFD,
one MFD, two GIAs, and (optional) one GDL 69eA.
MANIFEST This file loads a manifest checklist of all software part numbers and versions
associated with an approved system configuration. The G1000 NXi performs a
software check between each LRU’s reported version and the version contained on the
manifest. If an inequality is detected for an LRU, this LRU is then excluded from the
G1000 NXi and a manifest alert is triggered to the operator.
MFD1 This file configures MFD serial/discrete communication and alert system settings.
PFD1 This file configures PFD serial/discrete communication and alert system settings.
GIA1/GIA2 These files configure GIA1/GIA2 serial/discrete communication settings.
GMA1 This file configures GMA 1360 audio and serial communication settings
GTX1 These files configure GTX 335R transponder and serial communications settings.
GEA1 These files configure GEA engine/airframe parameters.
GDC1 This file configures GDC 72 air data values for the PA-44-180.
GDL_69 This file configures gains and cable loss for the PA-44-180 installation if the optional
GDL 69eA is installed.
AUDIO This file configures audio alerts for the PA-44-180.
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RS-232
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Contains internal sensor calibration data Contains internal sensor calibration data
that is not installation-specific. Data is that is not installation-specific. Data is
stored from factory calibrations. stored from factory calibrations.
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Software/Configuration Overview
Figure 38
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L. LRU Replacement
Whenever a Garmin LRU has been replaced and the system is then booted into configuration mode,
the Configuration Manager page appears and shows the synchronization status for the system and
will note LRUs needing updates to software and/or configuration.
If the technician skips synchronization of the physically replaced LRUs then a “LRU replacement
detected” message will be shown on the GDU in normal mode. This message will persist until the
“Intelligent LRU Replacement Procedure” on page 342503100 or the manual “M. Complete Software
Load” on page 342503103 is performed.The “LRU replacement detected” message may not be displayed
if there are existing Manifest error or Configuration error messages.
Intelligent LRU Software Replacement or manual Complete Software Load is the required action to
repair messages related to Manifest error, Configuration error or LRU replacement detection that
show up after physical replacement of an LRU.
(1) Applicability and Restrictions
(a) The Intelligent/Manual LRU Replacement procedure is not required if GDUs within
the system are swapped in position. E.g., PFD display swapped with MFD display. The
configuration information is stored by all GDUs in their internal memory. The information
inside PFD harness configuration module such as fuel, cal and other data is retained during
PFD replacement.
(b) The system keeps track of features that have been activated using enablement cards. If
an LRU is replaced, Intelligent LRU Replacement will ensure that associated feature set
remains available.
(c) Currently Intelligent LRU Replacement only supports replacement of one LRU at a time.
(d) Intelligent replacement only supports replacement of LRUs with the same hardware model
number. Verify that the replacement unit hardware model number is an exact match for
that of the unit being replaced. The manual “Complete Software Load” on page 342503103
should be used if the LRU hardware model is different. Intelligent LRU Replacement cannot
be used if a software update is also being carried out for the system. Such an update will
require a new loader card and must be carried out via the manual Complete Software Load
using the System Upload page.
(e) Intelligent LRU Replacement can be used to reload any item that has been setup via a
loader or enablement card. This includes LRU software, LRU configuration, equipment
options and feature unlock settings.
(2) Transaction Log
In order for the G1000 NXi system to accurately replace an LRU’s software and configuration, it
must first know what was originally loaded to that LRU. To facilitate this, the system records all
updates performed through a loader card. Once this record is stored; the system will have the
ability to replace those updates back to the LRU at any time. This stored record of all software
and configuration updates is known as the “Transaction Log”.
The Transaction Log is viewable on the GDU in configuration mode via the Configuration Log
page. The history can also be exported to the Top Slot SD card in a textual format by pressing
the “DNLD TRANS” button on that page.
On the Configuration Log page the most recent update is at the top of the list. Grayed-out text
represents configuration items that were loaded prior to the last “Clear Command”. These
configurations are no longer applicable to the current state of the aircraft; but are listed in the log
for informational and historical purposes.
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Garmin’s calibration and configuration features use specific files known as GREG files to upload
calibration and configuration features. Each file is populated with various product data that is
specific to a fleet of aircraft or may be specific to a single aircraft. As part of the transaction
functionality, files that are used to load configuration and calibration data will be put through
CRC generating software to generate a unique value for each transaction. Calibration and
configuration data that is manually changed by maintenance technicians will not be recorded by
the transactions logs. This includes calibration data changed via configuration pages, rigging,
etc., however, transactions for the clear command softkeys that are part of the Systems Upload
page will be recorded.
(3) Card Copy Feature
The system provides an option to copy loader cards to GDU internal memory. The internally
saved loader cards are used by Intelligent LRU Replacement procedure. The configuration mode
Card Copy option uploads the loader card into PFD internal memory. This process requires
approximately four (4) minutes. A newly uploaded loader card is automatically synchronized with
the MFD by transferring it in the background during normal mode. This transfer takes a similar
amount of time.
The GDUs can hold copies of 32 cards. An interface is provided to delete cards that are no longer
applicable. This can be accessed by using the “MANAGE” key on LRU Replacement page.
(4) Intelligent LRU Replacement Procedure
The intelligent LRU replacement procedure is performed on the LRU Replacement page available
in configuration mode. Proceed as follows:
(a) Summary
1) Check the synchronization status of LRUs on the Configuration Manager page in
configuration mode. This page lists those LRUs requiring synchronization.
2) Navigate to the LRU Replacement page, for the replaced LRU (shown in yellow text).
Load the LRU configuration from the menu. No loader card or selection of options are
required.
3) Verify the status of synchronization via the Configuration Manager page. A fully
synchronized system will show “Synchronized” for all LRUs.
(b) Details
1) Selection of the replaced LRU.
The page will highlight LRUs that the G1000 NXi system recognizes as being “new”
to the system. The system will provide a “LRU Replacement Detected” message
by comparing serial numbers of the units. Serial number comparison is carried out
for software version and region configuration version. Other configuration items are
checked by comparing CRCs.
Some replaced LRUs may not get this message if they do not report a serial number.
This behavior is common for GIA COM and GIA NAV items because they do not report a
serial number. However, if these components have a different software or configuration
version, it will be indicated by error messages for Manifest or Configuration. That
will be an indication that a Manual/Intelligent Replacement procedure for software/
configuration is required.
On the LRU replacement page, LRUs are highlighted (in yellow) if the software,
configuration, or serial number of the new unit is different than the unit it is replacing.
2) Summary and control of what software/configuration will be loaded to the newly
replaced LRU.
The control and display of this information is similar to the System Upload page.
3) Initiate the upload of software and configuration to the replaced LRU.
The page will report status and progress similar to the System Upload page.
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4) Verification
Once an LRU Replacement procedure has been performed, installers can confirm that
the system has been successfully returned to its previously approved state by using
the Configuration Manager page available in configuration mode. This page supports
to two functions:
a) Display of expected and actual G1000 NXi fleet and aircraft identification numbers.
b) Display of the synchronization status between each LRU and the GDU currently
being used. This status compares the GDU’s expected configuration to what each
LRU is reporting as its actual configuration. If they match, the page will report
“Synchronized”. If they do not match, the page will report “Not Synchronized”.
During the time between when the LRU hardware has been replaced, and prior to the
LRU Replacement procedure being performed technicians should expect to see a “Not
Synchronized” status. Once the LRU Replacement procedure is performed the status
will return to “Synchronized”, confirming that the replacement was successful
Display of “Invalid”/”Not Synchronized” messages after a replacement procedure
indicate that a system restart is required. The restart will resolve items responsible for
these error messages.
(c) Step-by-Step Procedure
The following assumes a new LRU has not yet been installed. Please make sure power is
OFF before beginning.
NOTE: Only one LRU can be replaced at a time using this loading method.
1) Replace faulty LRU with new unit in accordance with that specific LRU’s installation
instructions. Ensure that Power is OFF before you begin.
2) Power up the PFD and MFD in config mode by holding down the ENT key until
“INITIALIZING SYSTEM” appears on each GDU.
3) On the PFD, use the FMS knob to navigate to the “LRU REPLACEMENT” page.
4) The system should automatically detect the new LRU (displayed in gold letters). Use
the FMS knob to select the desired LRU.
5) Ensure all SOFTWARE and CONFIGURATION boxes are checked.
6) Press the LOAD softkey.
7) Review the LRU replacement page to ensure that all SOFTWARE and CONFIGURATION
items are marked as “PASS”.
8) Remove power from the PFD and MFD.
9) Restart the PFD and MFD in config mode.
10) Use the FMS knob on the PFD to navigate to the “CONFIGURATION MANAGER”
page.
11) Ensure that all CONFIGURATION ITEMS are marked as “Synchronized”.
12) Use the FMS knob on the PFD to navigate to the “SYSTEM STATUS” page.
13) Use the FMS knob to scroll down to the recently installed LRU and confirm that the
status is OK.
14) Remove power from the PFD and MFD.
15) Restart the PFD and MFD in normal mode.
16) Confirm that no MANIFEST, CONFIG ERROR, or LRU REPLACEMENT messages
exist.
17) Review Return-to-Service criteria for specific LRU under “H. Components” on page
34250325.
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(1) If aircraft is equipped with both a GTX 345 and GTS, install the GTX 345 with GTS Installation option. Do not install the GTS 800
Installation or GTX 345 Installation options.
(2) One of the Hobbs configurations and one of the Tach configurations must be installed. If not installed, the Hobbs or Tach timer will
not function.
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10) For other installed options, repeat steps 4) thru 9) by rotating the large FMS knob and
highlighting the desired option in the ITEM Field.
11) De-activate the cursor.
(b) AFCS Installation
Perform the following steps to install the following options if the GFC 700 Autopilot installed.
• GFC 700 Installation Option
• Enhanced AFCS Support
1) On #1 PFD, rotate the FMS knob to select the SYSTEM UPLOAD page and activate
cursor.
2) In the GROUP field, create a pick list by rotating the small FMS knob and select
GFC 700.
3) Press ENT.
4) In the ITEM field, create a pick list by rotating the small FMS knob and select the
desired option, press ENT.
5) Press the CHK ALL softkey.
6) Press LOAD softkey.
7) Verify the summary field lists the software and configuration are complete as required
and PASS is displayed next to both appropriate boxes.
8) Press ENT to accept.
9) Repeat steps 4) thru 9) by rotating the large FMS knob and highlighting the desired
option in the ITEM Field.
10) De-activate the cursor.
(4) Calibration Option Load
NOTE: Only load calibration option once. Re-loading of calibration option will result in a loss of
system calibrations.
(a) Go to the SYSTEM UPLOAD page and activate cursor.
(b) In the GROUP field, create a pick list by rotating the small FMS knob and select Options.
(c) Press ENT.
(d) In the ITEM field, create a pick list by rotating the small FMS knob and select the desired
calibration (i.e., Flaps or Fuel).
(e) Press LOAD softkey.
(f) Verify the Summary field listing the software and configuration are complete as required
and PASS is displayed next to both appropriate boxes.
(g) Press UPDT CFG softkey.
(h) Press ENT to select YES when prompted “Update Config Module?”.
(i) Press ENT to confirm completion.
(5) Upon completion of all required baseline configuration, option configuration, and calibration
loading procedures, remove the Loader card from top slot of PFD.
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7) Use the small FMS knob to create a pick list and select Enable Chartview in the ITEM
field. Press ENT.
8) Verify there is a check mark in the box in the configuration column for Airframe.
9) Press the LOAD softkey.
10) Monitor the status of the upload. When the upload is Complete and Pass is displayed,
press ENT.
11) De-activate the cursor.
12) Power down the system and remove the Chartview Enable card from the PFD.
13) After the Chart function is unlocked, the card should be stored with the aircraft records.
(b) Synthetic Vision Unlock (Optional)
1) Remove power from PFD by pulling (opening) PFD circuit breaker.
2) Insert the Synthetic Vision Unlock card for this airplane in the upper slot of the PFD.
3) While holding the ENT key on the PFD and MFD, restore power by closing the PFD
and MFD circuit breakers.
4) On the PFD, go to the SYSTEM UPLOAD page with the small FMS knob.
5) Activate the cursor and use the small FMS knob to create a pick list and select
Configuration Files in the GROUP field. Press ENT.
6) Use the small FMS knob to create a pick list and select Enable SVS Single PFD in the
ITEM field. Press ENT.
7) Verify there is a check mark in the box in the configuration column for Airframe.
8) Press the LOAD softkey.
9) Monitor the status of the upload. When the upload is Complete and Pass is displayed,
press ENT.
10) De-activate the cursor.
11) Power down the system and remove the Synthetic Vision Unlock card from the PFD.
12) After the Synthetic Vision function is unlocked, the card should be stored with the
aircraft records.
(c) TAWS Unlock (Optional)
1) Remove power from the PFD by opening the PFD circuit breaker.
2) Insert the TAWS Unlock card for this airplane in the upper slot of the PFD.
3) While holding the ENT key on the the PFD and MFD, restore power by closing the PFD
and MFD circuit breakers.
4) On the PFD, go to the SYSTEM UPLOAD page with the small FMS knob.
5) Activate the cursor and use the small FMS knob to create a pick list and select
Configuration Files in the GROUP field. Press ENT.
6) Use the small FMS knob to create a pick list and select Enable TAWS in the ITEM field.
Press ENT.
7) Verify there is a check mark in the box in the configuration column for Airframe.
8) Press the LOAD softkey.
9) Monitor the status of the upload. When the upload is Complete and Pass is displayed,
Press ENT.
10) De-activate the cursor.
11) Power down the system and remove the TAWS Unlock card from the PFD.
12) After the TAWS function is unlocked, the card should be stored with the aircraft records.
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6) Verify there is a check mark in the box in the configuration column for Airframe.
7) Press the LOAD softkey.
8) Monitor the status of the upload. When the upload is Complete and 10. Pass is
displayed, press ENT.
9) De-activate the cursor.
10) Power down the system and remove the SurfaceWatch Enable card from the PFD.
11) After SurfaceWatch function is unlocked, return the Enable card to the aircraft records.
(6) Aviation Database Loading Procedures
(a) GARMIN GDU 105X Terrain Data Card Loading Procedure
NOTE: Garmin Field Service Engineering, resident at Piper, will be responsible for
supplying updates for the GDU 105X Terrain Data Base Card.
1) Remove power from the PFD and MFD by pulling the PFD and MFD circuit breakers.
2) Install databases (SafeTaxi, Terrain 4.9 Arc Second, Airport Directory, Basemap,
Obstacle DB2, FliteCharts, IFR/VFR Charts, NAV Database) on the Database Card
utilizing TimerTW.
3) Install Database Card in the bottom slot of the MFD.
4) Restore power to the PFD and MFD.
5) The MFD will load the databases and automatically sync them to the PFD. Status can
be monitored on the Databases page of the Aux group on the MFD.
6) After database sync is completed, remove power from the PFD and MFD and remove
the card from the bottom slot of the MFD.
7) Restore power to the PFD and MFD.
(b) JEPPS CHARTS Aircraft Loading Procedure
1) Remove power from the MFD by pulling the MFD circuit breaker.
2) Install Jepps Charts Card in the bottom slot of the MFD.
3) Restore power to the MFD by closing the MFD circuit breaker.
4) Press any key to confirm the database update.
5) After the update completes, the MFD starts in normal mode.
6) Navigate to the Databases page of the Aux group on the MFD. Remove power from
aircraft when instructed to cycle power.
7) Remove Jepps Charts Card from bottom slot of the MFD.
8) Reapply aircraft power and verify charts are updated on the MFD splash screen.
(7) System Configuration Error Removal
If any configuration or calibration is purposely changed on an aircraft, it may result in a System
Configuration Error. The process below details the procedure to remove this error.
(a) Start the PFD and MFD in configuration mode by applying power to each while holding the
ENT key.
(b) Navigate to the Configuration Manager page of the System group using the small FMS
knob.
(c) Press the CNFM CFG softkey. Press ENT to select OK on popup prompt.
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O. Post-Installation Procedures
CAUTION: ENTER MAINTENANCE MODE WHEN ACTIVATING THE GARMIN G1000 NXi SYSTEM
ON THE GROUND TO CONDUCT TESTS, INSPECTIONS, ETC. SEE “MAINTENANCE
MODE” ON PAGE 3425038.
NOTE: This entire procedure must be successfully accomplished in order for the G1000 NXi system
to be airworthy in your airplane.
NOTE: The following checks MUST be performed prior to electrical power-up with the associated
wiring connected to the electronic equipment. Failure to perform these checks prior to
powering up may result in damage to the equipment.
(1) Bus Power Check
(a) Do not apply external power to the aircraft.
(b) Verify that all circuit breakers are set.
(c) Turn ON Battery Master switch with Avionics Master switch and the Emergency switch in
the “OFF” position:
1) Verify Avionics Bus and Emergency Bus are not powered.
2) Pull Lighting Bus and Non-Essential Bus circuit breakers.
3) Verify Lighting Bus and Non-Essential Bus are not powered.
4) Reset Non-Essential Bus circuit breaker.
5) Verify Non-Essential Bus is powered, and Lighting Bus is NOT powered.
6) Reset Lighting Bus circuit breaker.
7) Verify the Lighting Bus and Non-Essential Bus are powered
(d) Turn ON the Avionics Master switch:
1) Pull Avionics Bus, Non-Essential Bus and Lighting Bus circuit breakers.
2) Verify Avionics Bus and Essential Bus are powered.
3) Verify Non-Essential Bus, Lighting Bus and Emergency Bus are not powered.
4) Reset Non-Essential Bus and Lighting Bus crcuit breakers.
(e) Turn the Emergency Switch to ARM, and then turn OFF the Battery Master and Avionics
Master Switches:
1) Verify that the Essential Bus, Avionics Bus, Non-Essential Bus and Lighting Bus are not
powered.
2) Verify Emergency Bus is powered.
(f) Turn OFF the Emergency switch, Battery Master switch and Avionics Master Switch.
1) Verify Battery Bus is powered.
2) Verify Emergency Bus and Essential Bus are not powered.
(2) Wiring Harness Checkout
The following is required only when a harness has been repaired, modified, or replaced, but is
recommended when troubleshooting.
Prior to installing any LRUs, the wiring harness should be checked for proper connections to
the aircraft systems and other avionics systems. Point to point continuity should be checked
to expose any faults such as shorting to ground. Any faults or discrepancies found should be
corrected before proceeding. Refer to wiring schematics in Chapter 91.
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10) Verify that L GEAR, R GEAR, and N GEAR Transition Indication is displayed as White
square with crosshatching in the EIS strip on the MFD while the gear is retracting.
11) Activate the cursor and using the FMS knobs scroll to channel “IN 2A (Right), IN 10A
(Nose), and IN 13A (Left)”. Verify the DATA box next to CHANNEL “IN 2A, IN 10A, and
IN 13A” is green with the landing gear up and black with the landing gear down (this
verifies the GEAR UP discrete I/O is functioning).
12) Verify that L GEAR, R GEAR, and N GEAR are displayed as WHITE hollow circles in
the EIS strip on the MFD when the gear is up.
13) Select the gear down.
14) Rotate large FMS knob to highlight “SELECT UNIT” field. Rotate small FMS knob to
select GIA2. Press ENT. Repeat steps 6) through 13).
15) Verify landing gear are down and locked. Remove airplane from jacks per 7-10-00.
(e) Avionics Cooling Fan Fail CAS Annunciation Test
1) Select reversionary mode on
2) Pull PFD circuit breaker.
3) Verify “PFD FAN FAIL” CAS Advisory annunciates (after approximately 10 seconds).
4) Reset PFD circuit breaker.
5) Verify “PFD FAN FAIL” CAS Advisory extinguishes.
6) Pull MFD circuit breaker.
7) Verify “MFD FAN FAIL” CAS Advisory annunciates (after approximately 20 seconds).
8) Reset MFD circuit breaker.
9) Verify “MFD FAN FAIL” CAS Advisory extinguishes.
10) Pull INTEG AV 1 circuit breaker.
11) Verify that “AV FAN FAIL” CAS Advisory annunciates (after approximately 10 seconds).
12) Reset INTEG AV 1 circuit breaker. Verify that “AV FAN FAIL” CAS Advisory is extinguished.
(f) Verify Hour Meter operation
1) For aircraft with Hobbs Configuration B, defeat both squat switches. Hobbs shall run
while aircraft is “in air”.
2) For aircraft with Hobbs Configuration C, Hobbs shall run whenever GIA 1 is powered
and reports OK status.
(g) Verify Bus Voltage Indication
1) With external power removed and Battery Master switch set to ON:
Verify Main bus voltage indication.
2) With external power removed, Battery Master Switch set to OFF, and Emergency
Switch set to ARM:
Verify Emergency bus voltage indication.
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3) Close INTEG AV1 and COM1 circuit breaker. Allow system to reacquire satellites and
return to normal display modes.
4) Pull the INTEG AV2 and COM1 circuit breakers to remove power from GIA2.
5) Verify the following system messages:
a) NAV2 and COM2 fields flag invalid.
b) FAILED PATH – A data path has failed.
c) AHRS1 is not receiving backup GPS information.
d) NAV2 CDI loses deviation bar.
6) Close INTEG AV2 and COM2 circuit breakers. Allow system to reacquire satellites and
return to normal display modes.
7) Pull the INTEG AV1, INTEG AV2, COM1 and COM2 circuit breakers.
8) With both GIA1 and GIA2 inoperative, verify the following:
a) COM1, NAV1, COM2 and NAV2 fields flag invalid.
b) System message: GPS NAV LOST – Loss of GPS navigation. GPS fail.
c) NAV1 and NAV2 CDI lose deviation bars.
d) XPDR field flags invalid.
e) XPDR1 Fail field flags invalid.
f) Engine Instrument field flags invalid on MFD.
g) All AHRS and ADC fields remain valid.
9) Restore power to both GIA units.
10) The G1000 NXi Connections Check is complete.
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Chart 27
VSWR CONVERSION CHART
10.0
REFLECTED POWER - WATTS
5.0
3
0
1.
2.
=
0
1.
3.
R
0
R
4.
SW
=
SW
R
0
R
0
0.
SW
1.
SW
R
=
SW
=
R
R
SW
SW
2.0
1.0
0.5
0.5 1.0 2.0 3.0 4.0 5.0 10.0 15.0 20.0 25.0 50.0 100.0 500.0
FORWARD POWER - WATTS
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3) After completing the tests specified by § 91.411 and Part 43 Appendix E, return both
the MFD and the PFD to normal mode.
NOTE: The following tests are above and beyond the requirements set forth in
Appendix E, and are required only when appendix E tests are required.
4) Pitot/Static Airspeed Test
a) Command air data test set (ADTS) to simulate air speeds shown in the table
below.
Calibrated Air Speed (Knots) Allowed tolerance (± Knots)
50 5.0
80 3.5
100 2.0
120 2.0
150 2.0
b) Wait for ADTS to report that target values have been achieved.
c) Verify that computed air speeds shown on the PFD are within the tolerances
specified in the OEM maintenance documentation.
5) Static Port Vertical Speed (Rate of Climb) Test
a) Command ADTS to change the altitude at the rates shown in the table below.
b) Wait for ADTS to report that target rates have been achieved.
c) Verify that the Rate of Climb reported by the Vertical Speed field on the PFD is
within the tolerances specified in the table below:
Vertical Speed (feet/minute) Allowed tolerance, (± feet/minute)
2000 100
0 45
-2000 100
(7) OAT Probe Check
Check that the outside air temperature (OAT) probe measurement given on the PFD is accurate
by comparing it to a calibrated thermometer which is stabilized at ambient temperature. OAT
reading should be within 2° C of calibrated thermometer.
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Chart 28
GRS 79 AHRS/GMU 44B MAGNETOMETER CALIBRATIONS
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NOTE: The following Magnetometer Calibration procedure must be carried out at a site that is
determined to be free of magnetic disturbances. If unsure whether a site is “clean” or
not, the technician should verify that the site is clean by following the guidance provided.
The technician may skip the Compass Rose Evaluation Procedure if the site condition
is acceptable.
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(10) Compass Rose Evaluation of Magnetic Disturbances for Magnetometer Calibration Procedure
(Optional)
NOTE: Typically, a compass rose is an acceptable location to perform the magnetometer
calibration procedure. However, because not all compass roses are well maintained,
even an existing compass rose should be regularly evaluated using the method
described here to determine if it is free of magnetic disturbances. If evaluation of an
existing compass rose indicates that magnetic disturbances are present, then an
alternative location must be found to perform the Magnetometer Calibration procedure.
A G1000 NXi equipped airplane that has completed the pitch/roll offset compensation procedure
can be used to evaluate a candidate site for magnetic disturbances and determine whether it
is a suitable location to perform the magnetometer calibration procedure. The magnetometer
calibration procedure itself contains the logic to simultaneously survey the location for magnetic
cleanliness while it is computing the magnetometer calibration parameters. In order to evaluate a
candidate site, the Magnetometer Calibration procedure must be performed twice: once turning
clockwise around the site and once turning counterclockwise. Both times, the procedure should
be conducted as described in GRS 79/GMU 44B Magnetometer Calibration, below, with the
exception of the direction of turns around the site.
NOTE: Although (Procedure B) GRS 79/GMU 44B Magnetometer Calibration indicates that
the Magnetometer Calibration procedure should be performed by making a series
of clockwise turns around the site, the procedure can also be performed by making
counterclockwise turns for the purpose of evaluating the site for magnetic disturbances.
If, upon completion of the Magnetometer Calibration procedure in each clockwise and counter-
clockwise direction, the PFD displays the “CALIBRATION SUCCESSFUL / SITE IS CLEAN”
message, then the candidate site is sufficiently free of magnetic disturbances and is acceptable
for performing the Magnetometer Calibration procedure. It is important to obtain successful result
in both the clockwise and counter-clockwise directions to ensure that the magnetometer sweeps
over a large enough area at the candidate site.
If, upon completion of the Magnetometer Calibration procedure in either direction, the PFD
displays either the “MAG FIELD AT SITE NOT UNIFORM,” or “MAG FIELD AT SITE DIFFERS
FROM IGRF MODEL” message, then the site contains magnetic disturbances that are too
significant to use the site for calibration.
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(n) Upon instruction to turn, taxi the aircraft in a right turn. After approximately 25° to 30° of turn
from the last heading, the PFD display advises the operator to stop the aircraft.
NOTE: Due to the difficulties in executing smooth, accurate turns, the PFD may incorrectly
interpret a station and instruct to “HOLD POSITION” prior to full completion of a
30° turn. If this scenario is encountered, it is best for the operator to ignore the
“HOLD POSITION” command and instead use outside references to complete the
approximate 30° turn. Instead of using the PFD instructions to turn as a real-time
indication of when to turn, simply judge the 30° (±5°) turn increments of the aircraft
by using the compass rose radials. Dwelling at these 30° increments for the time
recommended by the PFD should result in successful calibration.
(o) The PFD guides the operator to dwell at multiple headings around a complete circle.
NOTE: Due to high winds or excessive airframe vibration, the operator may encounter a
condition where a PFD restarts the 18-second countdown without full completion
of the previous countdown. If this is encountered more than once for a given
station, the operator should begin turning to the next station (approximately 30°). A
minimum of 2 successful stations per quadrant (and for each GRS 79) is required,
where a successful station is a full 18-second countdown followed by instruction
to move. Ensure that at least 2 stations per quadrant are completed. Thus, it may
sometimes be required to dwell at a station after a countdown restart. A maximum
of 20 stations is allowed for the entire calibration procedure. If too many countdown
restarts are encountered, the calibration will fail with the message, “TOO MANY
STATIONS.”
(p) Repeat the turn-and-stop process until the PFD advises that a successful calibration is
complete. The GRS 79 AHRS then enter the normal operational mode. Press the ENT to
conclude this procedure.
(12) Engine Run-Up Vibration Test (Procedure C)
Perform this test anytime the GRS 79 AHRS unit is removed and reinstalled.
NOTE: Calibration Procedure C is performed in order to guarantee that the AHRS mounting
is sufficiently rigid and insensitive to vibration. Calibration Procedures A and B are not
required prior to this procedure.
NOTE: This test must be performed after interior has been installed.
(a) Start the PFD and MFD in the configuration mode by holding ENT on each display while
closing the circuit breaker.
(b) Go to the GRS Page Group on the PFD and press the following sofkeys sequentially: 9, 10,
11, 12 (far right softkey)
(c) Activate the cursor by pressing the small FMS knob and highlight the SELECT GRS UNIT
window. Select GRS 1. Highlight the SELECT PROCEDURE window on the PFD and select
ENGINE RUN-UP TEST. Press ENT.
(d) Press ENT again on the PFD to select the first checklist item displayed. As each command
is complied with and ENT is hit the associated box will turn green to confirm the selection
has been complied with. When the CALIBRATE field is blinking, press the ENT key on the
PFD to begin the procedure.
(e) The PFD displays instruct the operator to gradually increase power from idle to full throttle
and back to idle over a period of 1–2 minutes.
(f) When the engine run-up is completed and the engine is back to an idle setting, press the
ENT key on the PFD to indicate that the process is complete. When this is done, the TEST
COMPLETE field stops blinking.
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(g) The PFD will state if the installation has passed or failed the vibration test. If the test fails,
the specific measurements causing the failure are identified and associated numeric values
are displayed on the PFD.
NOTE: Should a failure occur, the technician may perform the Engine Run-up test a
maximum of three (3) times successively before corrective action must be taken.
If the test does not pass after three attempts, then the installation should not
be considered reliable until the source of the vibration problem is identified and
remedied. In the event of repeated failure of the engine run-up test, record the
values that are reported to be out of range for future reference.
The following are potential causes for failure of the engine run-up test:
1) Vibration motion of GRS 79 and/or GMU 44B caused by neighboring equipment and/
or supports.
2) Mounting screws and other hardware for GRS 79 and/or GMU 44B not firmly attached.
3) GRS 79 connector not firmly attached to unit.
4) Cabling leading to GRS 79 or GMU 44B not firmly secured to supporting structure.
5) An engine / propeller that is significantly out of balance.
(h) Press the ENT key to conclude this procedure.
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Chart 29
MAGNETOMETER INTERFERENCE TEST
ELAPSED TIME
Since start of test ACTION
(Minutes:Seconds)
0:00 Test Begins
0:10 Turn on strobe light
0:20 Turn off strobe light
0:30 Turn on fin strobe
0:40 Turn off fin strobe
0:50 Turn on nav lights
1:00 Turn off nav lights
1:10 Blower Motor on Low
1:20 Blower Motor off
1:30 Blower Motor on High
1:40 Blower Motor off
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9) Average the errors at the quadrantal points (45, 135, 225, 315) to determine the amount
of QE adjustment required.
NOTE: The QE adjustment potentiometer is located to the side of the antenna
connector. The adjustment hole is protected by a threaded cap which must
first be removed. If the antenna is inaccessible from the inside of the aircraft,
the antenna will have to be unfastened and pulled away from the aircraft far
enough to insert a jeweler’s screwdriver into the adjustment hole. Take care
of the o-ring seal beneath the adjustment screw cap. Following adjustment,
the cap must be reinstalled to ensure that the electronics compartment is
environmentally sealed.
10) Perform quadrantal error adjustment per the following diagrams. The QE adjustment
potentiometer has a sensitivity of approximately 1 degree per turn.
315 45 315 45
11) Recheck the relative bearings and readjust the QE compensation pot as necessary to
split the errors at the quadrantal points and obtain the lowest possible average error.
12) When QE adjustments are complete, reinstall the o-ring seal and the threaded cap in
the adjustment hole to seal the antenna.
(21) KN-63 DME (Optional) Check
(a) Perform systems check with appropriate DME test equipment and verify the DME is tuned
by NAV 1 and NAV 2.
(b) Verify the distance is accurate.
(c) Verify the DME audio is available on the GMA 1360 audio panel.
(22) GTX 335R/345R Extended Squitter Checkout (If installed)
(a) Press the XPDR softkey on the PFD.
(b) Verify that the ADS-B TX softkey is available and can be toggled (softkey 10).
(23) ChartView Functional Check (If installed)
ChartView must be enabled using a ChartView Enable Card and a current ChartView database.
Refer to Chartview Unlock, above.
NOTE: The required ChartView databases are subscription-based and are to be procured by
the aircraft owner directly from Jeppesen.
(a) In the MFD, select the Airport Information page (first page in the WPT group).
(b) Verify that the title at the top of the page reads “WPT - Airport Information”.
(c) Enter KVRB (or local facility) as the waypoint and verify that the CHRT softkey is available.
(d) Press the CHRT softkey and verify the electronic chart is viewable.
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Effectivity
34-25-03
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Effectivity
34-25-03 PAGE
with Garmin G1000 NXi in 145
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Effectivity
34-25-03
PAGE 146 with Garmin G1000 NXi in
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Effectivity
34-25-03 PAGE
with Garmin G1000 NXi in 147
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Effectivity
34-25-03
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Chart 30
RETURN TO SERVICE CHECK LIST
Group:
System SW Ver. OK System SW Ver. OK System SW Ver. OK
Control & Display:
PFD1 ______ MFD1 ______
PFD1 FPGA ______ MFD1 FPGA ______
Communication/Navigation/Surveillance (CNS):
COM1 ______ GMA1 ______ GTX1 ______
COM2 ______ GPS1 ______ NAV1 ______
GIA1 ______ GPS2 ______ NAV1 BB ______
GIA1 AUDIO ______ GTS ______ NAV1 FPGA ______
GIA2 ______ GTS AUDIO ______ NAV2 ______
GIA2 AUDIO ______ GTS FPGA ______ NAV2 BB ______
GDL69 ______ GTS MAGNET V ______ NAV2 FPGA ______
Sensors:
GDC1 ______ GRS1 ______
GDC1 FPGA ______ GRS1 FPGA ______
GEA1 ______ GRS1 MV DB ______
GMU1 ______ GS1 ______
GMU1 FPGA ______ GS2 ______
System:
PA-44 IMAGE ______
Effectivity
34-25-03 PAGE
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Chart 31
REQUIRED EQUIPMENT LIST (REL)
Effectivity
34-25-03
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CHART 31
REQUIRED EQUIPMENT LIST (REL)
Effectivity
34-25-03 PAGE
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Effectivity
34-25-03
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MAINTENANCE MANUAL
1. COM/NAV/GPS
S/N’s 4496031 and up.
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING
OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
Single Garmin GNS-430 (or in later airplanes, GNS-430W) COM/NAV/GPS systems are installed
as standard equipment and dual GNS 430(W) systems are optional. Each installation consists of the
GNS-430(W) transceiver/display unit, associated wiring, and antennas.
Maintenance of the GNS-430(W) is “on condition” only and, with the exception of swapping complete
units, should be performed only by a qualified avionics shop in accordance with the appropriate GARMIN
Maintenance Manual.
Information provided in this manual is intended solely to aid the removal and installation of the
GNS-430(W) transceiver/display units, their associated wiring and antennas.
A. Removal and Installation
See 39-10-00.
B. Post Installation Setup Procedure
(PIR-PPS55036, Rev. A. / PPS60199-2, Rev. K. / PPS60199-4, Rev. New.)
Chart 1
FINAL CHECK CONFIGURATION
Engine running, alternators On Avionics On
Instrument Panel Lights Full Bright Day/Night Switch Day
Navigation Lights On Strobe Lights On
Pitot Heat Off Air Conditioning Off
Cabin Blower Fan Low Vent Blower Off
To change data on the displayed Configuration Page, the cursor must be selected. Press the inner
concentric knob on the right side of the unit to activate the cursor. Rotating the outer concentric
knob on the right side of the unit changes the selected data field. Rotating the inner concentric
knob changes the data within the selected field. To accept entry of the desired selection, press
the ENT key.
(a) MAIN ARINC 429
Configure the MAIN ARINC 429 page on GNS #1 and GNS #2 as follows:
1) Dual GNS-430W with Garmin G500 System
GNS UNIT #1 GNS UNIT #2
BUS SPEED DATA SPEED DATA
IN 1 LOW GARMIN GDU LOW GARMIN GDU
IN 2 HIGH OFF HIGH OFF
OUT HIGH GAMA 429 HIGH GAMA 429
SDI LNAV 1 LNAV 2
VNAV ENABLE ENABLE
LABELS LABELS
2) Dual GNS-430 with Avidyne Entegra
GNS UNIT #1 GNS UNIT #2
BUS SPEED DATA SPEED DATA
IN 1 LOW SANDEL EHSI LOW SANDEL EHSI
IN 2 LOW “EFIS/AIR DATA” LOW “EFIS/AIR DATA”
OUT LOW GAMA 429 GRAPHICS LOW GAMA 429 GRAPHICS
SDI LNAV 1 LNAV 2
VNAV * ENABLE ENABLE * with GNS-430W only.
LABELS LABELS
3) Dual GNS-430 with Mechanical Indicators
GNS UNIT #1 GNS UNIT #2
BUS SPEED DATA SPEED DATA
IN 1 HIGH GARMIN GTX 330 HIGH GARMIN GTX 330
IN 2 HIGH OFF HIGH OFF
OUT HIGH GAMA 429 GRAPHICS HIGH OFF
with INT
SDI LNAV 1 LNAV 2
VNAV * ENABLE ENABLE * with GNS-430W only.
LABELS LABELS
4) Single GNS-430 with Mechanical Indicators
GNS UNIT #1
BUS SPEED DATA
IN 1 HIGH GARMIN GTX 330
IN 2 HIGH OFF
OUT HIGH GAMA 429 GRAPHICS with INT
SDI LNAV 1
VNAV * ENABLE * with GNS-430W only.
LABELS
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
NOTE: For the next steps, to change the item in the configure window on the MAIN
SYSTEM CONFIG page, it may be necessary to first exit the MAIN SYSTEM
CONFIG page, then select it again, then enable the cursor.
CONFIGURE TERRAIN TERRAIN
TERRAIN TYPE NONE NONE
CONFIGURE DISCRETES DISCRETES
GPS SELECT AUTO AUTO
COM PRESETS DISABLED DISABLED
2) Dual or single GNS-430/430W with Avidyne Entegra or with Mechanical Indicators
GNS UNIT #1 (or single unit) GNS UNIT #2
CONFIGURE FUEL FUEL
FUEL TYPE AV GAS AV GAS
TERRAIN
CONFIGURE TERRAIN TERRAIN
TERRAIN TYPE TERRAIN TERRAIN
TEST CARD? PASS PASS
HW CONFIGURE TERRAIN TERRAIN
(d) Instrument Panel Self-Test
On this page, verify that each GNS unit communicates properly with other units. Compare
the on-screen indications with information depicted on connected units.
(e) Main Lighting
Deselect the cursor and rotate the inner concentric knob on the right side of the unit to
display the MAIN LIGHTING page.
MAIN LIGHTING DISPLAY KEY
LIGHTING NO SETTING NO SETTING
SOURCE PHOTO PHOTO
RESPONSE TIME/
MINIMUM 4 / 80 4 / 40
SLOPE/OFFSET 50 / 50 50 / 50
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(g) Verify proper glideslope deviation indicator deflection UP and DOWN for GNS, using the
DDM for the following glide slope test points:
G/S DDM DEFLECTION
Centered ±0.000 0% F.S.
Standard Deviation ±0.091 52% F.S.
Full Scale Deflection ±0.175 100% F.S.
More than F.S. ±0.400 100%+ F.S.
Full Tone (single mod) ±0.800 FLAG
(h) Pull COM/NAV/GPS 1 circuit breaker.
(i) Close COM/NAV/GPS 2 circuit breaker.
(j) Select LOC2 as the NAV source on GDU.
(k) Repeat steps (e)–(g) for LOC2.
(l) Close COM/NAV/GPS 1 circuit breaker.
(6) GPS Operation
(a) Apply electrical power to Avionics.
(b) Pull COM/NAV/GPS 2 circuit breaker.
(c) On GDU, select GPS1 as the navigation source for the PFD.
(d) Re-set power on active GNS.
(e) While on the power-up self-test page of GNS being tested, verify that the correct lateral and
vertical deviation information is displayed on the correspondent PFD.
(f) Wait until navigator acquires a position before proceeding.
(g) Review the active alerts on MFD (if any) and verify that the GPSx PPS FAIL alert is not
present (where “x” is the source number).
(h) Create/activate a flight plan on the GPS navigator.
(i) Review the active alerts on MFD (if any) and verify that the NO GPS POSITION is not
present.
(j) Verify that the active waypoint displayed on PFD is the same as the active waypoint on the
sourced navigator.
(k) Review the active alerts on MFD (if any) and verify that the “AHRS1 GPS –AHRS1 not
receiving any GPS information” is not present.
(l) Verify that the flight plan is displayed on MFD using the flight plan (FPL) function.
(m) On GPS navigator, enter OBS mode.
(n) Press the CRS button on PFD and adjust the course using the PFD knob.
(o) Verify that the course to the active waypoint changes as the PFD course pointer is rotated.
(p) Exit OBS mode on navigator.
(q) Close COM/NAV/GPS 2 circuit breaker.
(r) Pull COM/NAV/GPS 1 circuit breaker.
(s) On GDU, select GPS2 as the NAV source.
(t) Repeat steps (d) through (p) for GPS2.
(u) Close COM/NAV/GPS 1 circuit breaker.
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2. Transponder
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING
OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
A. S/N’s 4496001 thru 4496042
A Bendix/King KT76A transponder, manufactured by then Allied Signal (now Honeywell), was installed
in these airplanes. Maintenance information for those systems is not included in this manual. Follow
the service literature published by the AP/FD equipment manufacturer. King/Allied Signal technical
support, parts support, and service literature can be obtained from:
Honeywell
One Technology Center
23500 W. 105th St., M/D #45
Olathe, Kansas 66061-1950
http://www.bendixking.com/
B. S/N’s 4496043 thru 4496179
A Garmin GTX 327 Transponder is installed as standard equipment. Maintenance of the GTX 327
is “on condition” only and, with the exception of swapping complete units, should be performed
only by a qualified avionics shop in accordance with the GARMIN GTX 327 Maintenance Manual
(Garmin P/N - 190-00187-05).
Information provided in this manual is intended solely to aid the removal and installation of the
GTX 327 transceiver/display unit, its associated wiring and antenna.
Removal and Installation
See 39-10-00.
C. S/N’s 4496180 thru 4496338, less 4496331; 4496339 and up with G500
A Garmin GTX 330 Transponder is installed as standard equipment. Maintenance of the GTX 330
is “on condition” only and, with the exception of swapping complete units, should be performed
only by a qualified avionics shop in accordance with the GARMIN GTX 330 Maintenance Manual
(Garmin P/N - 190-00207-02).
Information provided in this manual is intended solely to aid the removal and installation of the
GTX 330 transceiver/display unit, its associated wiring and antenna.
(1) Removal and Installation
See 39-10-00.
(2) Post Installation Setup Procedure (PIR-PPS55036, Rev. A. / PPS60206, Rev. O.)
Access the Configuration Mode of the unit by depressing and holding the FUNC key while
applying power to the unit. Release the FUNC key when the display activates. The FUNC key
sequences forward through the configuration pages. The START/STOP key reverses through
the pages, stopping at the Menu page. The CRSR key highlights selectable fields on each page.
When a field is highlighted, the 0-9 keys enter numeric data and the 8 or 9 keys move through
list selections. Press the CRSR key to accept changes. When a field is highlighted, pressing
the FUNC key moves to the next configuration page without saving the changes. To exit the
configuration pages, turn the power off and then turn the unit on again without holding the FUNC
key for normal operation.
NOTE: When the unit it turned on for the first time, or an invalid address is recognized, the unit
will prompt the user to enter a valid aircraft address. See Mode S Address paragraph,
below.
Chart 2
VOICE AND VOLUME (TIS INSTALLATION ONLY - NO OTHER TRAFFIC SYSTEM INSTALLED.)
Function Selection Description
VOLUME MAX
VOICE MALE
MESSAGE (0-5) Selected Audio Tones and Messages
0= Toggle a continuous tone on and off
(use “1” with Garmin G500) 1= Attention Tone, precedes voice messages to
attract the pilot’s attention.
2= “Leaving Altitude”, when altitude monitor is
active and the altitude deviation is exceeded.
3= “Traffic”, when a TIS traffic alert is received.
4= “Time Expired”, when the countdown expires.
5= “Traffic Not Available”, when TIS service is not
available or out or range of an operating TIS
MODE S site.
6-9 are not used.
ALTITUDE MONITOR OFF With Altitude Pre-Select.
TONE When Altitude Pre-Select is not installed or with
Garmin G500.
PAGE CHANGE ENABLE
COUNTDOWN TIMER TONE
TRAFFIC MESSAGES TONE
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PA-44-180, SEMINOLE
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Chart 3
DISPLAY MODE AND KEY LIGHTING
DISPLAY MODE AUTO
LEVEL 75
BKLT AUTO (Level not selectable)
RSP TIME 4
MIN 8
BKLT SRCE PHOTO
SLOPE 50
OFFSET 50
KEY AUTO (Level not selectable)
RSP TIME 4
MIN 5
KEY SRCE 14V
SLOPE 20
OFFSET 30
CONTRAST MODE AUTO (Level not selectable)
VFR KEY ENABLE
Chart 4
ARINC 429 Configuration Page (1)
GTX 330
429 INPUT SPEED DATA
CHANNEL 1 LOW GPS/FMS
CHANNEL 2 HIGH ADC W/ALT
CHANNEL 3 LOW OFF
CHANNEL 4 OFF
Chart 5
ARINC 429 CONFIGURATION PAGE - WITH GARMIN G500 SYSTEM
GTX 330
429 INPUT SPEED DATA
CHANNEL 1 LOW EFIS W/ALT
CHANNEL 2 OFF
CHANNEL 3 OFF
CHANNEL 4 OFF
429 OUTPUT DATA
CHANNEL 1 OFF
CHANNEL 2 HIGH GARMIN W/TIS (with TIS installed)
Blank OFF (without TIS installed)
Chart 6 Chart 7
RS-232 INPUT AND OUTPUT OPERATION CONFIGURATION
RS-232 CONFIG GTX VS RATE 500
FORMAT FEET
232 INPUT INPUT OUTPUT
VFR ID 1200
CHANNEL 1 OFF OFF ALTITUDE ALERT DEVIATION 200
SQUAT SWITCH “NO”
CHANNEL 2 OFF OFF
“SENSE” “LOW”
DELAY TIME 24
AUTO FLIGHT TIMER MANUAL
(d) MODE S Address (ICAO Aircraft Address Code) and FLIGHT ID Entry Page
When the unit is turned on for the first time, or an invalid address is recognized, the unit will
prompt the user to enter a valid aircraft address.
NOTE: U.S. registered aircraft ICAO Aircraft Address Code (ADDRESS HEX) is the
“N number” and is displayed as such on the ATC-601. On Non-U.S. registered
aircraft, verify only that the hexadecimal code displayed on ATC-601 matches the
“ADDRESS HEX” code programmed on the GTX-330.
1) U.S. Registered Aircraft
a) To highlight the “U.S. Tail #” address field, press the CRSR key one time.
b) Enter the registration number using the number keys. Press the CRSR key to
select the numeric entry field. Press a key repeatedly to scroll through the digit/
alpha characters for that entry field.
c) Repeat step b until the complete number is entered.
d) When finished, press the CRSR key to accept the number entry.
e) For entering the Flight ID number, press the CRSR key one time.
f) Repeat steps b and c.
g) When finished, press the CRSR key to accept the number entry.
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 8
HEXADECIMAL CONVERSION
Binary Hexadecimal Decimal Binary Hexadecimal Decimal
/0000 0 0 /1000 8 8
/0001 1 1 /1001 9 9
/0010 2 2 /1010 A 10
/0011 3 3 /1011 B 11
/0100 4 4 /1100 C 12
/0101 5 5 /1101 D 13
/0110 6 6 /1110 E 14
/0111 7 7 /1111 F 15
NOTE: Provides compliance with FAR Part 43 Appendix F and Part 91.413, and also tests for
accuracy, correlation requirements for altitude encoders to provide compliance with FAR
Part 43 Appendix E.
These tests enable compliance with FAR 91.413 and FAR Part 43 Appendixes E and F. Perform these
tests in conjunction with Post Installation Set-up, above.
(1) Requirements
(a) Tests to be accomplished by using a Transponder Ramp Tester capable of testing to
requirements stated in FAR Part 43 Appendix F.
(b) Transponder must be properly configured per aircraft setup specification prior to starting
this process.
(c) Controllable vacuum source.
(d) During all tests specified herein, the aircraft altimeter shall be set a 29.92 inches of mercury
(1013.2 Millibars).
(e) Altitude encoders shall be tested up to and including the maximum operating altitude for
that aircraft.
(2) Auto Test Requirements
(a) Perform the AUTO TEST function and verify that MODES A, C, and S PASS.
(b) Record the following results:
1) FREQ: 1090 +/-1 MHz (1089.0 MHz to 1091.0 MHz)
2) ERP: 125 Watts minimum to 500 Watts maximum
3) MTL: -73 dBm +/- 4 (-69 dBm to -77 dBm)
4) DIVERSITY ISOLATION: Greater than 20db (Only in airplanes equipped with diversity
transponder.)
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WIRING
Airplanes equipped with Garmin GFC 700 Automatic Flight Control Systems have additional EMI shielding
on some harness assemblies. If repair is required, see EMI Shielding in 20-97-00.
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CHAPTER
37
Vacuum
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
37-ii
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CHAPTER 37
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE
PAGE 1
Oct
2
Oct 5/16
5/16 37 - LIST OF EFFECTIVE PAGES 37-iv
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MAINTENANCE MANUAL
CHAPTER 37 - Vacuum
TABLE OF CONTENTS
GENERAL 37-00-00 1
Description 1
Troubleshooting 1
DISTRIBUTION 37-10-00 1
Hoses and Clamps 1
Gyro Filters 1
Engine-Driven Vacuum Pump 2
Inspection - Aero Accessories Tempest Pumps Only 2
Removal 3
Installation 3
Replacing Pump Fittings 3
Vacuum Regulator Valve 4
Description and Operation 4
Adjustment 4
Removal and Replacement 5
INDICATING 37-20-00 1
Vacuum Gauge 1
Description and Operation 1
Performance 1
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PA-44-180, SEMINOLE
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GENERAL
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Chart 1
TROUBLESHOOTING VACUUM SYSTEM
Trouble Cause Remedy
Vacuum correct on ground Vacuum pump malfunctioning. Replace pump.
but will not maintain pressure
at altitude.
Regulator sticky. Clean regulator.
Vacuum correct but pilot Regulator sticky. Clean regulator.
reports pressure erratic or
shows complete loss in flight. Oil in pump due to leaky Replace pump.
engine seal or cleaning fluid
blown into pump while
cleaning engine.
Pressure can only be main- Leak in system. Repair or replace lines.
tained at full throttle on
ground. Worn pump. Replace pump.
Stuck regulator. Clean or replace regulator.
Normal pressure indication Faulty flight instrument. Replace instrument.
but sluggish operation of
instruments.
High system pressure. Vacuum regulator in- Adjust regulator.
correctly adjusted.
Vacuum regulator sticking Clean and check operation
or dirty filter. of regulator.
Regulator cannot be ad- Lines leaking. Check lines and fittings.
justed to produce correct
pressure. Vacuum pump mal- Replace pump.
functioning.
No vacuum gauge indication Filter clogged or dirty. Clean or replace filter.
at instrument.
Line from gyros to filter Check line.
restricted or leaking.
No vacuum gauge indi- Faulty gauge or mal- Replace gauge. Replace
cation at instrument. functioning pump. pump.
Low vacuum system Filter dirty. Clean or replace filter.
pressure.
Vacuum regulator valve Adjust regulator valve in
incorrectly adjusted. accordance with
adjustments in this section.
Line from gyro to filter Repair line.
restricted or leaking.
Line from pump to manifold Check all lines and fittings.
leaking.
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DISTRIBUTION
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B. Removal
(1) Remove top engine cowling.
(2) Loosen hose clamp and remove hose from pump fitting.
(3) Remove the four retainer nuts, lockwashers, plain washers that secure the pump to the accessory
section of the engine.
(4) Remove the pump, plug the open hose and cap the open pump line.
C. Installation
CAUTION: A PUMP THAT HAS BEEN DAMAGED OR DROPPED SHOULD NOT BE INSTALLED.
NOTE: Change the vacuum system filter when installing a new pump.
(1) If required, install fittings on pump per Replacing Pump Fittings, below.
CAUTION: ONLY PUMP MOUNTING GASKET AUTHORIZED AND APPROVED FOR USE
ON AIRBORNE VACUUM PUMP IS AIRBORNE GASKET B3-1-2, PIPER PART
NUMBER 751-859. USE OF ANY OTHER GASKET MAY RESULT IN OIL SEEPAGE
OR LEAKAGE AT MOUNTING SURFACE.
(2) Place pump gasket in its proper place and align spline on pump drive with spline on engine drive
assembly.
(3) Secure pump to engine with four plain washers, lock washers and retaining nuts. Torque nuts 50
to 70 inch-pounds.
(4) Connect hoses to pump and secure with hose clamps.
(5) Reinstall engine cowling.
D. Replacing Pump Fittings
CAUTION: WHEN REPLACING ANY OF THE THREADED FITTINGS, DO NOT USE PIPE DOPE,
THREADLUBE, OR TAPE. PIPE DOPE / TAPE PARTICLES INGESTED BY THE
VACUUM PUMP COULD CAUSE THE PUMP TO FAIL. USE ONLY SILCONE SPRAY,
LETTING IT DRY BEFORE ASSEMBLY.
CAUTION: A PUMP THAT HAS BEEN DAMAGED OR DROPPED SHOULD NOT BE INSTALLED.
(1) Before installing any fittings on pump, check for any external damage.
CAUTION: DO NOT APPLY VISE PRESSURE TO OUTSIDE DIAMETER OR OVERALL
LENGTH OF PUMP.
(2) When a vise is used to hold pump while installing fittings, suitable caution must be exercised to
avoid pump damage. Square mounting flange must be held between soft wood blocks and only
at right angles to vise jaws. Use only enough vise pressure to hold pump firmly.
(3) The ports of AIRBORNE pumps have been treated with a dry film lubricant and AIRBORNE
fittings are cadmium plated thus eliminating any need for thread lubricants. If thread
lubricant is required, use only a silicone spray. Apply sparingly to external threads of
fittings only and let dry before assembly.
(4) Firmly hand tighten fittings into pump ports. Then, using a wrench, tighten each fitting 1/2 to 2
turns only. Do not over tighten.
4. Vacuum Regulator Valve
See “Figure 2”.
A. Description and Operation
Two vacuum regulator valves that contain filters are incorporated in the system to control vacuum
pressure to the gyro instruments. A manifold check valve assembly assures vacuum if one engine or
pump should fail.
(1) The regulator valves are located within the nacelles covering each engine.
NOTE: If the gauge is found to be accurate, all filters clean, and the vacuum gauge still does not
indicate within 4.8 to 5.2 inches of mercury range, the regulator valve must be replaced.
(2) Symptoms that indicate regulator replacement are:
(a) Rapid fluctuation of the vacuum gauge indication pointer.
(b) Audible sound or chatter with fluctuation indication.
(c) Non-repeatability of vacuum gauge indication when gauge is not suspect.
NOTE: Regulator malfunctions tend to increase vacuum power to the gyro instruments.
Although this excess of vacuum is applied, a loss of vacuum does occur. Gyro
instruments themselves act as limiting devices to keep vacuum power from
exceeding safe limits.
B. Adjustment
WARNING: DO NOT ATTEMPT ADJUSTMENT OF THIS VALVE WITH ENGINE IN OPERATION.
THIS PROCEDURE MAY BE DONE WITH THE ENGINE RUNNING PROVIDED A
QUALIFIED PILOT OR MAINTENANCE PERSON IS AT THE CONTROLS, BUT IS
CONSIDERED DANGEROUS AND NOT RECOMMENDED.
CAUTION: BEFORE ANY ADJUSTMENTS ARE MADE TO THE VACUUM REGULATOR, VERIFY
THAT THE SYSTEM FILTERS AND LINES ARE CLEAN.
(1) Bend locking tabs up (if applicable) then loosen locking nut or remove protective cap from
valve per type installed.
(2) Start the engine and allow for engine warm-up at a medium rpm setting.
(3) With the engine running at medium rpm, the suction gauge should indicate 5.0 ± 0.2 inches of
mercury. If the indication is not within this range, shut down the engine and adjust regulator
(clockwise to increase pressure or counterclockwise to decrease pressure).
(4) Again, start the engine and repeat this procedure until an indication of 5.0 ± 0.2 inches of
mercury is obtained at a medium power setting.
NOTE: If airplane is not equipped with a vacuum gauge, or the one installed is suspect, connect
a temporary gauge of known accuracy by removing the plug from the back of the artificial
horizon and attaching it there.
(5) After satisfied that pressure is adjusted correctly to 5.0 ± 0.2 inches of mercury, remove gauge
and install plug; replace protective cap and tighten locknut per type valve installed.
PAGE 4
Oct 5/16 37-10-00 37104
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Vacuum Regulator
Figure 2
PAGE 6
Oct 5/16 37-10-00 37106
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
INDICATING
Vacuum Gauge
A. Description and Operation
The vacuum gauge is mounted in the right side of the instrument panel. This gauge is calibrated in
inches of mercury and has a direct pressure line and vent line. Therefore, the gauge indicates the
differential pressure or actual pressure being applied to the gyro instruments. As the system filter
becomes clogged or lines obstructed, the gauge will show a decrease in pressure. Do not reset the
regulator until the filter and lines have been checked.
NOTE: Vacuum gauges are replaced when malfunctions occur. The failure of the gauge does not
impair safety of flight.
If the vacuum gauge malfunctions in a manner to cause an incorrect reading in normal cruise power
conditions, the gauge must be checked by comparing the reading with a gauge of known accuracy.
If the gauge is indicating correct and the system vacuum level is not in accordance with the specific
vacuum; then and only then should the regulator be adjusted.
B. Performance
(1) When the engine is not operating and no vacuum is applied to the gauge, the pointer on the
indicator should rest against the internal stop in the 9 o’clock position. If the pointer appears in
any other position, the indicator is faulty and requires replacement.
(2) A slight overshoot during engine startup, not to exceed one half inch of mercury is normal and
is not cause for replacement.
(3) With the engine running at normal cruise power rpm, the indication should read 4.8 to 5.2 inches
of mercury.
(4) At 1200 rpm, the vacuum indication should read in excess of four inches of mercury.
PAGE 2
Oct 5/16 37-20-00 37202
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
39
ELECTRICAL /
ELECTRONIC PANELS
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
39-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 39
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE
PAGE 1
Oct
2
Oct 5/16
5/16 39 - LIST OF EFFECTIVE PAGES 39-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TABLE OF CONTENTS
PAGE 2
Oct 5/16 39 - CONTENTS 39-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
1. General
A. Face-Mounted Instruments
Most instruments are face-mounted and secured to the instrument panel by screws from the front
of the panel. The instrument panel consists of two all-metal panels without a face panel. Since all
instruments are mounted in a similar manner, a description of a typical removal and installation is
provided as a guide. Most instruments are removed out the back of the panel, but a few are removed
through the front of the panel. Take special care when any operation pertaining to the instruments is
performed.
(1) Removal
(a) Disconnect the plumbing and/or electrical connectors from the back of the instrument.
Where two or more lines connect to an instrument, identify and tag each line to facilitate
installation. Attach a dust cap to each fitting.
NOTE: For those instruments which remove through the front of the panel, disconnecting
and tagging plumbing and/or electrical connectors can be done after the instrument
retaining screws are removed and the instrument is slid gently forward to expose
the connections at the rear.
(b) Remove the screws that secure the instrument in the panel cutout.
(c) Remove the instrument from the panel.
(2) Installation
(a) Place the instrument in its proper panel cutout and secure with screws.
NOTE: For those instruments which install through the front of the panel, connecting
plumbing and/or electrical connectors can be done from the front of the panel
before the instrument retaining screws are installed. After the connections are
secure, slide the instrument into place and install the retaining screws.
(b) Connect the plumbing and/or electrical connectors to back of instrument.
(c) Check instrument operation.
B. Rack-Mounted Avionics
(PIR-PPS60237, Rev. New.)
Most avionics are rack-mounted front-removable units generally secured to the instrument panel tray/
rack by a single jackscrew located in the center of their faceplate.
(1) Removal
(a) Insert an appropriate size (generally 3/32 inch) allen wrench into the jackscrew access
hole in the faceplate.
(b) Unscrew the jackscrew in a counterclockwise direction.
(c) Slide the avionics unit aft and out of the instrument panel tray/rack.
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
Aft Mic/Ph
Press ON S
OIL VAC ALT
HTR
OVER
LO A O M
H
L
E
+ MAN CW
WARN
GEAR Test TEMP BUS OFF
T N
S
UNSAFE Gear Down
Ð AUTO
CCW
Va135AT3800LBS
RADIOS
(SEE POH) Maneuvering
Vlo140DN109UP
Vle140 MAX
Kias RADIOS
DEMOXWIND17KT Lbs Lsee HOBBS
000000
TOTAL HOURS
VERTICAL
NAV #2 TURN HEATER
SPEED TACHOMETER FLIGHT OPERATION
INDICATOR COORDINATOR HSI LEAVE AIRINTAKE
INDICATOR OPEN FOR 15 SEC.
AFTER SWITCHING
OFF
GROUND OPERATION
SWITCH TO
22
FAN FOR 2MIN.
OFF OFF OFF OFF BEFORE SWITCHING
0 102040F 0 102040F N___________ HOBBS OFF
200 500 200 350 500 000000
˚ ˚
LEFT FUEL U.S. GAL. RIGHT FUEL U.S. GAL. LCL HEAD TEMP˚ F RCL HEAD TEMP˚ F TOTAL HOURS LDG NAV STROB RECOG
ADF Air
LIGHT LIGHT LIGHT LIGHT OFF CABIN HIGH Closed Open Intake
HEAT REC
INDICATOR EGT OFF PITOT BLWR Temp
HOBBS Warmer
000000 HEAT FAN LOW Def
TOTAL HOURS RADIO
1/2 5 810 1/2 5 810 75 180 245 75 180 245 Off On
LEFT FUEL PRESS˚PSI ˚ MASTR
42
RIGHT FUEL PRESS PSI LEFT OIL TEMP˚ F RIGHT OIL TEMP˚ F
SWITCH
LIGHTS NOSE
GEAR L NON R Gear Hyd Pump
L Alt L Eng L Fuel R Alt R Eng R Fuel Fuel Start Elec
ALT BAT ESS ALT Field GRP Pump Field GRP Pump Qty & Acc Tach Ind Warn Cont Pwr
OFF OFF OFF LEFT RIGHT
0 50 100 0 50 100 0 25 55 115 0 25 55 115 GEAR GEAR 70 60 40 70 5 5 10 5 5 10 3 5 3 3 3 3 25
BATT ALTR ALTR LEFT ALT. AMPS. RIGHT ALT. AMPS. PANEL LEFT OIL PRESS PSI RIGHT OIL PRESS PSI
Turn & Stall Annun Lights Pitot Lights
MIKE MASTR LEFT RIGHT LIGHTS Bank Detect Pnl Pnl Sw Nav Anti-Coll Ldg Heat Std-By Recog
Htr Blwr MIKE
EMERGENCY GEAR
MAIN AVI AVI MAIN
EXTENTION PULL TO
GEAR BUS BUSBUS BUS 3 5 5 5 5 10 10 10 15 5 10 15 20
OFF OFF
RELEASE. SEE AFM
OFF OFF OFF OFF BEFORE RE-ENGAGEMENT UP Pitch Auto Audio Comm Nav Avi Comm Mcr
60 40 40 60 Trim Pilot Comp Select #1 #1 XPDR BusTie Nav 2
ADF
Bcn
MAG MAG
MAG MAG FUEL FUEL
LEFT RIGHT
LEFT RIGHT PARK PUMP PUMP PULL 5 10 5 5 10 5 5 25 10 5 5
BRAKE TO DOWN
PHONE PULL REL PHONE
ALTERNATE STATIC
23 41 39 40 39 38 37 36 35 34 33 32 31 30 29 28 27 26 25 24 23
PAGE 2
Oct 5/16 39-10-00 39102
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(2) Installation
NOTE: Inspect the front of the panel-mounted avionics tray/rack to verify it is not significantly
inset from the panel. If so, correct the tray/rack installation before proceeding.
NOTE: The high insertion forces required to seat a unit with “high density” connectors tend to
limit the effectiveness of the first seating attempt. Accordingly, the following procedure
requires sequential applications of force, and subsequent tightening of the jackscrew, to
ensure all connectors seat properly.
(a) Slide the avionics unit into the instrument panel rack and forward applying a moderate
insertion force.
(b) Insert an appropriate size (generally 3/32 inch) allen wrench into the jackscrew access hole
in the faceplate and tighten to remove any slack, but do not try to “pull” unit into place with
the jackscrew.
(c) Apply additional insertion force to front of unit.
(d) Tighten jackscrew again.
(e) Apply additional insertion force to front of unit.
(f) Finish tightening jackscrew.
(g) Ensure that unit bezel is “tight” against panel.
2. Circuit Breaker Panel
Circuit breakers are installed in the lower right instrument panel and are of the single hole mounting,
pushbutton type, with manual reset.
Should a circuit breaker be replaced or added, exercise extreme caution ensuring the breakers are in
proper mechanical alignment, any insulators that are called out are installed correctly, and all electrical
wiring and connections meet aviation standards. Do not deviate from the parts manual requirements when
replacing circuit breakers.
NOTE: This type of circuit breaker can be used as a method of turning a system on and off.
A. Removal
(1) Remove four (4) screws and washers and open nose cone assembly to access battery.
(2) Disconnect ground (negative) cable from battery.
(3) In airplanes equipped with Garmin G1000/G1000 NXi, disconnect the emergency battery P615
connector.
(4) Remove knurled nut from circuit breaker face plate on front of instrument panel.
(5) From behind instrument panel, disconnect electric bus bar from circuit breaker.
(6) From behind instrument panel, remove circuit protector from instrument panel.
NOTE: Record placement of electrical leads to aid installation.
(7) Disconnect electrical connections fastened with screws to circuit breaker.
B. Installation
(1) Check circuit breaker amperage is correct.
(2) Connect electrical leads to their proper screws on new breaker and secure.
(3) From behind instrument panel, insert circuit protector into its proper hole on instrument panel.
(4) From behind instrument panel, install electric bus bar to circuit breakers.
(5) Reconnect ground (negative) cable to battery.
(6) In airplanes equipped with Garmin G1000/G1000 NXi, reconnect the emergency battery P615
connector.
(7) Close nose cone assembly and secure with four (4) screws and washers.
3. Switches
All switches are rocker-type and are located centrally in the instrument panel.
CAUTION: ALTHOUGH SMALL SWITCH ASSEMBLIES ARE EASIER TO REMOVE IF WIRING
IS FIRST DISCONNECTED, THE LIMITED WORK SPACE BEHIND THE PANEL CAN
RESULT IN BURNED WIRE INSULATION. DO NOT ATTEMPT TO UNSOLDER THESE
SMALL ELECTRICAL CONNECTIONS BEHIND THE INSTRUMENT PANEL UNDER ANY
CONDITIONS. IF NECESSARY, CUT WIRES AT POINT OF CONNECTION. IN ANY CASE,
IT’S BETTER TO DAMAGE THE SWITCH AND REPLACE IT, RATHER THAN DAMAGE THE
WIRING HARNESS LEADS.
A. Removal
(1) Remove four (4) screws and washers and open nose cone assembly to access battery.
(2) Disconnect ground (negative) cable from battery.
(3) In airplanes equipped with Garmin G1000/G1000 NXi, disconnect the emergency battery P615
connector.
(4) Gain access to the switch from behind the instrument panel.
(5) Squeeze retainer blades on top and bottom of the switch together and push switch from the
panel.
(6) Make note of the placement of, and/or tag, wires on the switch to facilitate installation.
(7) Disconnect wires from the switch. Remove switch.
B. Installation
(1) Connect wires to the switch.
(2) Squeeze retainer blades on top and bottom of the switch together and push switch into panel
until retainer blades engage the panel.
(3) Reconnect ground (negative) cable to battery.
(4) In airplanes equipped with Garmin G1000/G1000 NXi, reconnect the emergency battery P615
connector.
(5) Close nose cone assembly and secure with four (4) screws and washers.
4. Linear Modular Connectors (LMD/LMS)
Linear Modular Connectors (LMD/LMS) are used in some instrumentation and avionics installations to
simplify assembly and reduce production costs. Special tools are needed to remove some modules in
some installations. See Amphenol / Pyle LMD / LMS Connectors, LM-300-1, available from:
http://www.amphenol-aerospace.com/pdf/LM-300.pdf.
PAGE 4
Jul 1/17 39-10-00 39104
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
A. Background
ElectroMagnetic Interference (EMI) and Radio Frequency Interference (RFI) are a growing concern
with the installation of advanced digital avionics. The following test procedure is recommended before
return-to-service each time any electrical / avionics work is performed.
B. Procedure
(1) Position the aircraft at least 50 yards from buildings or any other large structures.
(2) Ensure all aircraft closeout panels (excluding interior trim panels) and engine cowling are
installed on the aircraft being tested.
(3) With the aircraft running and all avionics, exterior lights and equipment ON, verify that:
(a) There are no unusual needle or display fluctuations on any display or gauge;
(b) There is no objectionable background noise in the headsets.
(c) For troubleshooting purposes, if either is present, systematically turn OFF equipment until
the offending system is identified.
(4) RFI interference is typically generated by energy from the aircraft communication radios
bouncing around the airframe. Verify that transmitting on the communication system does not
cause RFI interference by performing the following test on each communication system.
(a) On each of the following frequencies key the microphone for 3 to 5 seconds:
121.150 MHZ 127.000 MHZ
131.250 MHZ 121.175 MHZ
121.200 MHZ 131.275 MHZ
123.000 MHZ 131.300 MHZ
(b) Verify that this does not cause any unusual needle or display fluctuations on any display
or gauge.
PAGE 6
Oct 5/16 39-10-00 39106
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
INDEX
101830 L
107743 NEW
107741 NEW
ITEM NUMBERS ARE KEYED TO FIGURE NUMBERS.
12 13
14
9
6 11, 14
8
15 3
7 4
10
PAGE 2
Oct 5/16 39-20-00 39202
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
B A
(SEE FIGURE 5) (OIL RETURN LINE)
(FUEL LINE)
B ALTERNATOR
(SEE FIGURE 5)
LEFT ENGINE LOOKING OUTBOARD
RIGHT ENGINE LOOKING INBOARD
THERMOCOUPLE THERMOCOUPLE
YELLOW
YELLOW
WHITE
YELLOW CLAMP
CLAMP (TORQUE TO
(TORQUE TO
RED RED 45 IN.-LBS.
45 IN.-LBS.
GREEN RED AND SAFETY)
AND SAFETY)
TO DAU 1 (E1B)
TO DAU 2 (E3B)
DETAIL A DETAIL A
FWD
B
(SEE FIGURE 5)
C (P124, LEFT)
(P224, RIGHT)
MANIFOLD PRESSURE
SENSOR, (A113, LEFT)
(A213, RIGHT)
(WITH AVIDYNE ENTEGRA)
A
(FUEL LINE)
(P125, LEFT)
(P225, RIGHT)
(J120)
MANIFOLD PRESSURE
SWITCH, (S109, LEFT)
(S209, RIGHT)
STARTER (S/N’s 4496217 AND UP)
B
(SEE FIGURE 5)
AVIDYNE ENTEGRA
(GARMIN G1000/G1000 NXi IS SIMILAR)
THERMOCOUPLE
(A105, LEFT)
(A205, RIGHT)
MANIFOLD
PRESSURE
SENSOR
YELLOW
WHITE
DETAIL A 107741 NEW
RED GREEN
DETAIL C
PAGE 4
Jul 1/17 39-20-00 39204
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
89280-BH
OIL PRESSURE
TRANSDUCER
OIL PRESSURE
IL E MANIFOLD OIL PRESSURE OIL PRESSURE
O SUR
ES MANIFOLD TRANSDUCER
PR P RE
SS
O
IL
UR
OIL PRESSURE E
SWITCH FIREWALL
OIL PRESSURE SWITCH
(N.O.) (M1E)
(O.) (W7CN)
(N.C.) (W7B)
FUEL PRESSURE
SWITCH
FUEL PRESSURE
TRANSDUCER
PR FU
ES EL
SU
RE
FUEL PRESSURE
TRANSDUCER
EL RE
FU SSU
E
PR
FWD FWD
FIREWALL
STANDARD
101830-L
OIL PRESSURE
FWD TRANSDUCER FWD
PRESSURE
OIL
OIL PRESSURE
OIL PRESSURE TRANSDUCER
SWITCH
PRESSURE
(N.0.) (M3F)
SWITCH
OIL
(C.) (M3GN)
(W6B) (C.)
(N.O.) (M1E) (W6CN) (N.C.)
(C.) (W7CN)
(N.C.) (W7B)
107741 NEW
OIL PRESSURE
TRANSDUCER
OIL PRESSURE OIL PRESSURE
OIL PRESSURE MANIFOLD TRANSDUCER
P RE
IL E MANIFOLD SS
O
O SUR
IL
UR
ES E
PR
FIREWALL
PAGE 6
Oct 5/16 39-20-00 39206
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107660 C
MANIFOLD PRESSURE
A TRANSDUCER
VIEW A-A
OIL PRESSURE
TRANSDUCER
B
4496384 AND UP
with Garmin G1000
OIL PRESSURE
A TRANSDUCER
4496405 AND UP
with Garmin G1000 NXi
VIEW B-B
WITH GARMIN G1000/G1000 NXi IN S/N’S 4496384 AND UP
D DETAIL D:
NIPPLE
TACHOMETER
SENSOR ASSY
FUEL FLOW
TRANSDUCER ASSY OIL TEMP
WITH AVIDYNE SENSOR
ENTEGRA OR
GARMIN G1000/
G1000 NXi STANDARD
(OIL FILTER)
TO
CB49,
CB50
WITH AVIDYNE ENTEGRA
P406 P407
(P303, LEFT ENGINE)
TO
(P403, RIGHT ENGINE)
P402B
OIL TEMP BULB
FWD P12CN, (A103, LEFT)
P13CN (A203, RIGHT)
A408 A409 SAFETY
WIRE
VOLTAGE
CONVERTER
WITH (OIL FILTER)
AVIDYNE ENTEGRA
B.L.
0.00 WITH GARMIN G1000/G1000 NXi
F.S. F.S.
26.02 35.00
LOOKING UP
PAGE 8
Jul 1/17 39-20-00 39208
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
89280-BG SHT 6
F.S. FWD
35.000
P4BL P4AL
P4AR
P4BR
K436
(REF) K2AR
P11AL
J416/P416 (LEFT VOLTAGE
REGULATOR)
J418/P418
J417/P417
K2AL K2AL
P1D (RIGHT VOLTAGE P1D
REGULATOR)
STANDARD
101830-L SHT 4
FWD
F.S.
35.000
P4BL
P4AL
P4AR
P4BR
F412 K436
(REF) K2AR
P11AL
(LEFT VOLTAGE
J416/P416 REGULATOR)
J418/P418
J417/P417
K2AL K2AL
P1D
P1D (RIGHT VOLTAGE
F413 REGULATOR)
P11AR
107743 NEW 4
108020 C 4
FWD
F.S.
35.00
(K1CL, K1CR)
P4BL P4AR
P4AL
P4BR
P504, J504 P5A20N
LEFT VOLTAGE
K2AR
REGULATOR
P57A20 (A406)
P501, J501
P502, J502
P17A20N
P505, J505
RIGHT VOLTAGE
REGULATOR K2AL
P58A20
(A407)
K2AL
P1D
P1D VOLTAGE REGULATOR ASSEMBLY
PAGE 10
Jul 1/17 39-20-00 392010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
101830-B SHT 8 MAINTENANCE MANUAL
N.S.
82.26
DATA
ACQUISITION
UNIT
HARNESS ASSEMBLY
89280-BH SHT 8
R8
BRACKET ASSEMBLY R4
1
LIGHT
DIMMERS
R7
R3
1
INSTRUMENT PANEL
(REF.)
STANDARD
101830-B SHT 5
(NOSE BULKHEAD, FORWARD)
P403 P404 P405
DIMMER CONTROL
(3 REQ.)
PITOT HEAT
SENSOR ASSY
J409 P410
J408
PAGE 12
Jul 1/17 39-20-00 392012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107742 1 SHT 2
AVIONICS
P344, J344
SWITCH
PANEL
A B
A
(GEAR
SELECT)
B
(INSTRUMENT PANEL)
DIMMER
KNOB
WASHER, 3 PLACES
(LOCK WASHER)
NUT
POTENTIOMETER ASSY
(INSTRUMENT PANEL)
VIEW A - A VIEW B - B
LEFT SIDE, LOOKING OUTBOARD LEFT SIDE, LOOKING INBOARD
108024 B 2
AVIONICS
P344, J344
SWITCH
PANEL
S344 S343
S342
A B
GEAR
SELECT
(S300)
A INSTRUMENT PANEL
B
BEHIND INSTRUMENT PANEL,
LEFT SIDE, LOOKING INBOARD
NUT
DIMMER WASHER
DIMMER
KNOB
WASHER (3 EA.)
NUT
POTENTIOMETER ASSY
KNOB INSTRUMENT PANEL
INSTRUMENT PANEL
VIEW A - A VIEW B - B
LEFT SIDE, LOOKING OUTBOARD LEFT SIDE, LOOKING INBOARD
PAGE 14
Jul 1/17 39-20-00 392014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
BATTERY BOX ASSEMBLY
BATTERY
UP
LEFT
P1A4N
TO EXTERNAL
POWER ASSEMBLY
P/J 415
BATTERY CONTACTOR
DIODE ASSY
BATTERY BOX ASSEMBLY
(P1C4) TO PEP SOLENOID
P1A4
P2D
P1B4
FUSE HOLDER
K1CR
K2AL K2AR
UP
P1E
LIFT DETECTOR
FWD
PAGE 16
Oct 5/16 39-20-00 392016
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
89280-BJ SHT 4
GROUND BLOCKS GEAR WARNING FLASHER ASSY
GB1 GB2
J1044
P30
(FIREWALL)
J303
3
P10
2 P105
J405
2
P301 P30
J401 J40
J4 0
4
P3
40
P309
J309
101830-B
(FIREWALL)
04
P3
04
J1
89280 BJ SHT 9
STALL HORN
GEAR HORN
F1A
F1B
G7G20 G7H20
FWD
101830-B SHT 8
STALL HORN
GEAR WARNING FLASHER ASSEMBLY
(S/N’S 4496001 THRU 4496226 ONLY)
P4BL F1A
P4BR GEAR HORN
P1D4 F1B
J332
RED
P332
G7F
G11M
P/J316
FWD
THROTTLE SWITCH
(S/N'S 4496001 THRU 4496216 ONLY)
PAGE 18
Oct 5/16 39-20-00 392018
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
101830 L 3
MOTOR GROUND (BLACK)
TO GROUND (G12F)
DOWN SIDE OF
MOTOR (GREEN) UP SIDE OF
MOTOR (BLUE)
K302 K303
AN4-6A BOLT
(FUSELAGE HARNESS) NAS1149F0463P
WASHER, 2 REQD
MS21045-4 NUT 4 REQD
(TORQUE 55 - 65 IN. -LBS.)
RIGHT SIDE, LOOKING AFT
WITH AVIDYNE ENTEGRA
107743 E 3
108020 A 3
(G27A20)
(G3A10) (G26A20N)
MOTOR GROUND (BLACK)
TO GROUND (G6A20) (G5D20)
(G10A22) (G4B20) UP SIDE OF
MOTOR (BLUE)
DOWN SIDE OF
MOTOR (GREEN) (G7A20)
G500-44106A
F.S.
165.00
F.S.
191.00
STORMSCOPE WX-500
DME KN-63
OUTBD
SKYWATCH SKY-497
FWD
P302
J402
J401
P301
TRIM MONITOR
PAGE 20
Oct 5/16 39-20-00 392020
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107735 A 2
OUTBOARD
DME ANTENNA INSTL
R.B.L. 10.86, FS 123.37
AFT
AHRS/RACK SUPPORT
LOOKING DOWN
107741 E
N.S. N.S.
74.77 82.26
WEB ASSY-NACELLE
P130 (LEFT)
P230 (RIGHT)
LOOKING OUTBOARD
LEFT WING SHOWN
(RIGHT WING OPPOSITE)
Effectivity
PAGE 22
Jul 1/17 39-20-00 with Garmin G1000 or
Garmin G1000 NXi 392022
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
51
Structures
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
51-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 51
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE
PAGE 12
Oct
Oct 5/16
5/16 51 - LIST OF EFFECTIVE PAGES 51-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 51 - Structures
TABLE OF CONTENTS
GENERAL 51-00-00 1
INVESTIGATION, CLEANUP AND AERODYNAMIC SMOOTHNESS 51-10-00 1
Corrosion Control 1
Forms of Corrosion 1
Conditions Affecting Corrosion 1
Inspection 3
Corrosion Removal and Control 3
Corrosion Prone Areas 4
REPAIRS 51-70-00 1
Fiberglass Repairs 1
Touch-up and Surface Repairs 1
Fracture and Patch Repairs 2
Thermoplastic Repairs 3
Surface Preparation 3
Surface Scratches, Abrasion or Ground-in-Dirt 3
Deep Scratches, Shallow Nicks and Small Holes - Less than 1 inch in diameter 5
Cracks 7
Repairing Major Damage - Larger than 1 inch in diameter 9
Stress Lines 9
Painting the Repair 10
Pressure Sensitive Safety Walk Installation 11
Surface Preparation 11
Application Procedure 11
Metal / Wire Stitching Repair 12
Hail Damage 14
Inspection of Dents 14
Classification of Dents 14
Negligible Dents 14
Minor Dents 14
Major Dents 14
Composite Components 14
Control Surface Dents 14
Disposition of Dents 15
Negligible Dents 15
Minor Dents 15
Major Dents 15
Composite Components 15
Control Surface Dents 16
Continued Inspection Requirements 16
CHAPTER 51 - Structures
TABLE OF CONTENTS
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GENERAL
The airplane is an all metal semi-monocoque structure. The fuselage is constructed of bulkheads, stringers
and stiffeners, to which all of the outer skin is riveted. The cabin entrance door is located on the right side
of the fuselage above the wing. An emergency exit is provided on the left side of the fuselage, and consists
of the pilot’s side window and surrounding window frame. The wings and empennage are all metal, full
cantilever semi-monocoque type construction with removable tips.
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Corrosion Control
Corrosion is the deterioration of metal by chemical or electrochemical attack. Water which is allowed
to remain on the aircraft and industrial pollution are the major causes of corrosion in aircraft. The two
general types of corrosion are:
Direct chemical attack (i.e. spilled battery acid).
Electrochemical attack which requires a medium (usually water).
The latter is the most common and is responsible for most forms of aircraft corrosion.
Since corrosion is a constant threat, the only effective method to control it is a routine of regular
inspection, cleaning, and surface refinishing.
A. Forms of Corrosion
See “Chart 1”.
The following are the most common forms of corrosion:
(1) Surface Corrosion appears as a general roughening or pitting on the surface usually
accompanied by a powdery deposit of corrosion products. It may spread under the surface and
not be recognized until the paint or plating is lifted off the surface in small blisters.
(2) Dissimilar Metal Corrosion may occur when two dissimilar metals are contacting each other.
This type may be serious because it usually takes place out of sight. The only way to find it
before structural failure is by disassembly and inspection. Insulating is necessary between two
contacting dissimilar surfaces (2 to 3 coats of zinc chromate on each surface; plus, if one of the
surfaces is magnesium, a 0.003 inch thick piece of vinyl tape).
(3) Intergranular Corrosion is difficult to detect in its early stages. When severe, it causes the surface
of the metal to exfoliate (flake or lift).
(4) Stress Corrosion is the result of sustained tensile stresses and corrosive environment. It usually
occurs in assemblies such as aluminum alloy bellcranks with pressed in bushings; landing gear
shock struts with pipe thread grease fittings, clevis pin joints and shrink fit parts.
(5) Fretting Corrosion takes place when two parts rub together, constantly exposing fresh active
metal to the corrosive effects of the atmosphere.
(6) Filiform Corrosion is the appearance of numerous meandering thread like filaments of corrosion
on the surface of various types of metal.
B. Conditions Affecting Corrosion
Some conditions which affect the occurrence of corrosion are:
(1) Heat and humidity increase corrosion.
(2) Different (i.e. - dissimilar) metals and their relative sizes affect resistance or susceptibility to
corrosion.
(3) Frequent contributing factors to corrosion:
(a) Soil and atmosphere dust.
(b) Oil, grease, and exhaust residues.
(c) Salt water and salt moisture condensation.
(d) Spilled battery acids and caustic cleaning solution.
(e) Welding, brazing, and soldering flux residue.
Chart 1
TYPES OF METAL CORROSION
Type of Material Type of Corrosion Remedy (2)
Steel. Rust (1). Complete removal of
corrosion by mechanical
means.
Aluminum. White to grey powdery material. Mechanical polishing or
brushing with material
softer than aluminum.
Magnesium White powdery snow-like Mechanical polishing or
(highly susceptible mounds and white spots. brushing for a smooth
to corrosion). finish.
Cadmium (plating). White to brown to black mottling Mechanical removal of
of surface (plating is still corrosion is limited to metal
protecting until iron appears). surfaces from which
cadmium has been
depleted.
Chromium (plating). May pit in chloride environment. Polishing and buffing.
— NOTES —
(1) Red rust generally shows on bolts, nuts, and other aircraft hardware. Rust in these areas is
generally not dangerous, however, it shows a need for maintenance and the possibility of corrosive
attack in more critical areas. Any surface corrosion on highly stressed steel parts is potentially
dangerous. A careful removal of corrosion using mild abrasives (rouge or fine grit aluminum oxide
paper) is necessary. Do not overheat metal when removing corrosion.
(2) For abrasion, do not use dissimilar material (for example steel wool on aluminum). Remove only
material required to clean affected area.
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(4) A clean aircraft will resist corrosion better than a dirty one. Cleaning frequency depends on
several factors, including geographical location, type of operation, etc. Remove soil as soon as
possible, especially when in a high temperature area.
(5) After cleaning, verify that no cleaning solution remains in any holes, crevices, or joints as it may
lead to increased corrosion. All exposed areas (landing gear, flap tracks, control surface, hinge
parts, etc) must be lubricated after cleaning.
C. Inspection
CAUTION: INSPECTION FOR CORROSION MUST BE PERFORMED BY PERSONS FAMILIAR
WITH CORROSIVE PROBLEMS AND REMEDIES.
NOTE: Some areas of the airplane may have been treated with a corrosion inhibiting compound
which requires re-treatment at five (5) year intervals. See Each Five (5) Years, Per Calendar
Year, 5-30-00.
Check for corrosion at every inspection. In trouble areas, inspection frequency must be increased.
In addition to routine inspections:
(1) Aircraft operating around a marine environment must be given special inspections on a weekly
basis. See Per Specific Operation / Operating Environment, 5-30-00.
(2) Aircraft operating in semi-acid conditions must be inspected monthly. Semi-acid conditions are
likely to occur in industrialized areas where sulphur-bearing particles in dust, smoke, and smog
will attack painted surfaces. See Per Specific Operation / Operating Environment, 5-30-00.
(3) Inspection for corrosion must be performed by personnel familiar with corrosive problems and
remedies.
(a) Daily and preflight inspection must include engine frontal areas, all intake vents, engine
compartments, gaps, seams, and fraying surfaces in exterior skins, wheel and wheel well
areas, battery compartment, fuel cell, all other drains, and any bilge areas not requiring
extensive removal of inspection access covers.
(b) Detailed inspection must include above referenced areas along with areas requiring removal
of inspection plates and panels to thoroughly inspect internal cavities of aircraft.
(4) (Paint tends to hide corrosion in its initial stages. The results of corrosion can sometimes be seen
as blisters, flakes, chips, and other irregularities in paint.
D. Corrosion Removal and Control
CAUTION: THE DEPTH OF MATERIAL REMOVED MUST NOT EXCEED SAFE LIMITS.
CAUTION: REMOVAL OF SEVERE CORROSION MAY BE CONSIDERED A MAJOR REPAIR. ANY
REPAIR OF THIS TYPE MUST BE APPROVED BY THE FAA BEFORE THE AIRPLANE
CAN BE RETURNED TO SERVICE.
Corrosion cannot be prevented or eliminated on aircraft; it can only be reduced to an acceptable level
by proper control methods.
E. All corrosion products must be removed prior to refinishing. If not removed, corrosion will begin again,
even though affected area is refinished.
(1) Before beginning any rework:
(a) Position airplane in a wash rack or provide some type of washing apparatus for rapid rinsing
of all surfaces.
(b) Connect static ground line to airplane.
(c) Remove airplane battery if required.
(d) Protect pitot-static ports, engine openings, airscoops, louvers, wheels, tires, and other
portions of airplane from moisture and chemical brightening agents.
(e) Protect surfaces next to rework areas from chemical paint strippers, corrosion removal
agents, and surface treatment materials.
(2) Evaluate corrosion damage to determine type and extent of repairs required. Proceed as
follows:
(a) Light Corrosion: discoloration or pitting. Remove by light hand sanding or a small amount of
chemical treatment.
(b) Moderate Corrosion: similar to light corrosion except there is blistering or evidence of scaling
and flaking. Remove by extensive hand or mechanical sanding.
(c) Severe Corrosion: similar to moderate corrosion with severe blistering, exfoliation, scaling,
or flaking. Remove by extensive mechanical sanding or grinding.
F. Corrosion Prone Areas
Certain areas are more prone to corrosion than others. The following list is a general guide to areas
where corrosion is frequently found.
(1) Areas around steel fasteners are susceptible to corrosion. The paint on these areas cracks which
allows moisture to seep in and corrode the underlying metal. Each time the fastener is removed,
it should be coated with zinc chromate (or equivalent) before reinstallation. The paint should be
wet when the fastener is installed.
(2) Fluids tend to seep into fraying surfaces, seams and joints due to capillary action. The effect of
this type of intrusion is usually detectable by irregularities in the skin’s surface.
(3) Spot welded assemblies are particularly prone to corrosion. The only means to prevent this type
of corrosion is by keeping potential moisture entry points in the spot weld filled with a sealant or
preservative compound. On an aluminum spot welded assembly, a chromate conversion coating
before paint is applied will help prevent corrosion.
(4) Areas exposed to exhaust gases may have their finish damaged by deposits. These deposits
may result in an aggressive attack on the metal by corrosion. Heat from the exhaust may also
blister or otherwise damage the paint. Gaps, seams, hinges and fairings are some places where
exhaust gas deposits may be trapped and not reached by normal cleaning methods.
(5) The wheel well and landing gear are the most exposed parts of the aircraft. Due to the complexity
of its shape, assemblies and fittings, maintaining a protective coverage is difficult. The especially
troublesome areas are:
(a) Magnesium wheels: around bolt heads, lugs and wheel well areas:
(b) Exposed rigid tubing, B-nuts, ferrules, under clamps and tubing identification tape:
(c) Exposed position indicator switches and other electrical equipment:
(d) Crevices between stiffeners, ribs and lower skin surfaces.
(6) Flaps, flight control slots and equipment installed in these areas may corrode unnoticed unless a
careful surveillance is maintained.
(7) Engine frontal areas, air inlet ducts and the leading edge of wings, because they are constantly
exposed to abrasion by dirt, dust, gravel and rain, should be checked frequently for the beginning
of corrosion.
(8) Hinges (piano hinges especially) are extremely vulnerable to corrosion. Their protective coatings
wear away and they naturally trap dirt, salt and moisture.
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(9) Control cables may have bare spots in their preservative coating which will lead to corrosion.
Cables having external corrosion must be checked for internal corrosion. If internal corrosion is
present, replace the cable. If only external corrosion is present, remove corrosion with wire brush
and recoat cable with preservative.
(10) Check and clean drain holes regularly.
(11) Battery compartment and vent openings are especially prone to corrosion due to spilled
electrolyte. Fumes from overheated battery electrolyte will spread to adjacent areas and cause
rapid corrosion of unprotected surfaces. Frequent cleaning and neutralization of deposits will
minimize corrosion in this area.
(12) Magnesium parts are prone to corrosion. Special attention must be given to their surface
treatment, proper insulation (due to dissimilar metal corrosion), and paint coatings.
(13) Electrical components and connectors must be checked. Inspection frequency is based on
operational environment and past trouble.
(14) Skin joints and lap-overs are two areas that can trap and hold moisture. Corrosion in these areas
may go unnoticed unless particular attention is paid to them during inspection.
(15) Hoses, having an internal wire braid, which are located in a position where they are frequently
water soaked, need a protective treatment.
(16) Drilled holes and trimmed ends of sandwich panels must be protected. Use an inhibitor solution
or sealant application. Any gaps or cavities which allow dirt or moisture to enter must be filled
with sealant.
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
REPAIRS
(5) Lay a piece of cellophane or waxed paper over the repair to cut off air and start the cure of gel
mixture.
(6) Allow the gel to cure 10 to 15 minutes until it feels rubbery to the touch. Remove the cellophane and
trim flush with the surface, using a sharp razor blade or knife. Replace the cellophane and allow to
cure completely for 30 minutes to an hour. The patch will shrink slightly below the structure surface
as it cures. (If wax paper is used, make sure the wax is removed from surface.)
(7) Rough up the bottom and edges of the hole with the electric burr attachment or rough sandpaper.
Feather hole into surrounding gel coat, do not undercut.
(8) Pour out a small amount of resin, add catalyst and mix thoroughly, using a cutting motion rather
than stirring. Use no fibers.
(9) Using the tip of a putty knife or fingertips, fill the hole to about .062 of an inch above the surrounding
surface with the gel coat mixture.
(10) Lay a piece of cellophane over the patch to start the curing process. Repeat step (6), trimming
patch when partially cured.
(11) After trimming the patch, immediately place another small amount of gel coat on one edge of the
patch and cover with cellophane. Then, using a squeegee or the back of a razor blade, level with
area surrounding the patch; leave the cellophane on patch for one to two hours or overnight, for
complete cure.
(12) After repair has cured for 24 hours, sand patched area, using a sanding block with fine wet
sandpaper. Finish by priming, again sanding and applying color coat.
B. Fracture and Patch Repairs
(1) Remove wax, oil and dirt from around the damaged area with acetone, methylethylketone or
equivalent.
(2) Using a key hole saw, electric saber saw, or sharp knife cut away ragged edges. Cut back to
sound material.
(3) Remove paint three inches back from around damaged area.
(4) Working inside the structure, bevel the edges to approximately a 30 degree angle and rough-
sand the hole and the area around it, using 80 grit dry paper. Feather back for about two inches
all around the hole. This roughens the surface for strong bond with patch.
(5) Cover a piece of cardboard or metal with cellophane. Tape it to the outside of the structure,
covering the hole completely. The cellophane should face toward the inside of the structure. If the
repair is on a sharp contour or shaped area, a sheet of aluminum formed to a similar contour may
be placed over the area. The aluminum should also be covered with cellophane.
(6) Prepare a patch of fiberglass mat and cloth to cover an area two inches larger than the hole.
(7) Mix a small amount of resin and catalyst; enough to be used for one step at a time, according to
kit instructions.
(8) Thoroughly wet mat and cloth with catalyzed resin. Daub resin on mat first, and then on cloth.
Mat should be applied against structures surface with cloth on top. Both pieces may be wet
out on cellophane and applied as a sandwich. Enough fiberglass cloth and mat reinforcements
should be used to at least replace the amount of reinforcements removed in order to maintain
the original strength. If damage occurred as a stress crack, an extra layer or two of cloth may be
used to strengthen area.
(9) Lay patch over hole on inside of structure, cover with cellophane, and squeegee from center to
edges to remove all air bubbles and assure adhesion around edge of hole. Air bubbles will show
white in the patch and they should all be worked out to the edge. Remove excess resin before it
gels on the part. Allow patch to cure completely.
(10) Remove cardboard or aluminum sheet from outside of hole and rough-sand the patch and edge
of hole. Feather edge of hole about two inches into undamaged area.
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(11) Mask area around hole with tape and paper to protect surface. Cut a piece of fiberglass mat
about one inch larger than the hole and one or more pieces of fiberglass cloth two inches larger
than the hole. Brush catalyzed resin over hole, lay mat over hole and wet out with catalyzed resin.
Use a daubing action with brush. Then apply additional layer or layers of fiberglass cloth to build
up patch to the surface of structure. Wet out each layer thoroughly with resin.
(12) With a squeegee or broad knife, work out all air bubbles in the patch. Work from center to edge
pressing patch firmly against the structure. Allow patch to cure for 15 to 20 minutes.
(13) As soon as the patch begins to set up, but while still rubbery, take a sharp knife and cut away
extra cloth and mat. Cut on outside edge of feathering. Strip cut edges of structure. Do this before
cure is complete, to save extra sanding. Allow patch to cure overnight.
(14) Using dry 80 grit sandpaper on a power sander or sanding block, smooth patch and blend with
surrounding surface. Should air pockets appear while sanding, puncture and fill with catalyzed
resin. A hypodermic needle may be used to fill cavities. Let cure and re-sand.
(15) Mix catalyzed resin and work into patch with fingers. Smooth carefully and work into any crevices.
(16) Cover with cellophane and squeegee smooth. Allow to cure completely before removing
cellophane. Let cure and re-sand.
(17) Brush or spray a coat of catalyzed resin to seal patch. Sand patch, finish by priming, again
sanding and applying color coat.
NOTE: Brush and hands may be cleaned in solvents such as acetone or methylethylketone. If
solvents are not available, a strong solution of detergent and water may be used.
2. Thermoplastic Repairs
The following procedure will assist in making field repairs to items made of thermoplastic which are used
throughout the airplane. “Chart 1” lists materials needed to perform these repairs along with suggested
suppliers. Common safety precautions should be observed when handling some of the materials and tools
used while making these repairs. Refer to Vendor Information, Chapter 91, for supplier addresses.
A. Surface Preparation
(1) Surface dirt and paint if applied must be removed from the item being repaired. Household
cleaners have proven most effective in removing surface dirt.
(2) Preliminary cleaning of the damaged area with perchlorethylene or V M & P Naphtha will
generally ensure a good bond between epoxy compounds and thermoplastic.
B. Surface Scratches, Abrasion or Ground-in-Dirt
See “Figure 1”.
(1) Shallow scratches and abraded surfaces are usually repaired by following directions on
containers of conventional automotive buffing and rubbing compounds.
(2) If large dirt particles are embedded in thermoplastic parts they can be removed with a hot air
gun capable of supplying heat in the temperature range of 300° to 400° F. Use care not to
overheat the material. Hold the nozzle of the gun about 1/4 of an inch away from the surface
and apply heat with a circular motion until the area is sufficiently soft to remove the dirt
particles.
(3) The thermoplastic will return to its original shape upon cooling.
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1
LIST OF MATERIALS (THERMOPLASTIC REPAIRS)
Items Descriptions Suppliers
Buffing and Rubbing Automotive Type - Axalta #7 Axalta Company
Compounds
Ram Chemical #69 x 1 Ram Chemicals
Mirror Glaze #1 Mirror Bright Polish Co., Inc.
Cleaners Fantastic Spray Obtain From Local
Suppliers
Perchlorethylene
V M & P Naphtha (Lighter Fluid )
ABS-Solvent Cements Solarite #11 Series Solar Compounds Corp.
Solvents Methylethylketone Obtain From Local Suppliers
Methylene Chloride
Acetone
Epoxy Patching Solarite #400 Solar Compounds Corp.
Compound
Hot Melt Adhesives Stick Form 1/2 in. dia. Sears Roebuck & Co. or
Polyamids and Hot 3 in. long Most Hardware Stores
Melt Gun
Hot Air Gun Temp. Range 300° to 400° F Local Suppliers
C. Deep Scratches, Shallow Nicks and Small Holes - Less than 1 inch in diameter
See “Figure 2”.
(1) Solvent cements will fit virtually any of these applications. If the area to be repaired is very
small, it may be quicker to make a satisfactory cement by dissolving thermoplastic material of
the same type being repaired in solvent until the desired paste like consistency is achieved.
(2) This mixture is then applied to the damaged area. Upon solvent evaporation, the hard durable
solids remaining can easily be shaped to the desired contour by filing or sanding.
(3) Solvent adhesives are not recommended for highly stressed areas, or thin walled parts or for
patching holes greater than 1/4 inch in diameter.
(4) For larger damages, an epoxy patching compound is recommended. This type material is a two
part, fast curing, easy sanding commercially available compound.
(5) Adhesion can be increased by roughing the bonding surface with sandpaper and by utilizing as
much surface area for the bond as possible.
(6) The patching compound is mixed in equal portions on a hard flat surface using a figure eight
motion. The damaged area is cleaned with perchlorethylene or V M & P Naphtha prior to applying
the compound (see “Figure 3”).
(7) A mechanical sander can be used after the compound is cured, providing the sander is kept in
constant motion to prevent heat buildup.
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(8) For repairs in areas involving little or no shear stress, the hot melt adhesives, polyamids which
are supplied in stick form, may be used. This type of repair has a low cohesive strength factor.
(9) For repairs in areas involving small holes, indentations or cracks in the material where high
stress is apparent or where thin walled sections are used, the welding method is suggested.
(10) This welding method requires a hot air gun and ABS rods. To weld, the gun should be held to direct
the flow of hot air into the fusion (repair) zone, heating the damaged area and rod simultaneously.
The gun should be moved continuously in a fanning motion to prevent discoloration of the material.
Pressure must be maintained on the rod to insure good adhesion (see “Figure 4”).
(11) After the repair is completed, sanding is allowed to obtain a surface finish of acceptable
appearance.
D. Cracks
See “Figure 5”.
(1) Before repairing a crack in the thermoplastic part, first determine what caused the crack and
alleviate that condition to prevent it from recurring after the repair is made.
(2) Drill small stop holes at each end of the crack.
(3) If possible, a double plate should be bonded to the reverse side of the crack to provide extra
strength to the part.
(4) The crack should be “V” grooved and filled with repair material, such as solvent cement, hot
melt adhesive, epoxy patching compound or it should be hot air welded, whichever is preferred.
(5) After the repair has cured, it may be sanded to match the surrounding finish.
Repairing of Cracks
Figure 5
Various Repairs
Figure 6
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Pressure sensitive safety walk (i.e. - non-skid) is installed on the right wing root, right inboard flap end,
and the top of the boarding step to provide a secure non-slip path to the cabin door.
A. Surface Preparation
(1) Allow newly painted surfaces to dry a minimum of 2 hours prior to applying the safety walk.
(2) If the paint becomes contaminated, remove the contamination with clean dry rags or paper
wipers moistened with MIL-S-18718 Safety Solvent.
(3) Prior to applying the safety walk, wipe the applicable surface with a clean dry cloth, ensuring that
no moisture remains on the surface.
B. Application Procedure
(1) Do not apply when surface temperature is below 50°F.
(2) Peel back the full width of the protective liner leading edge approximately two inches.
(3) Adhere the leading edge of the safety walk to the forward edge of the area being covered.
(4) Remove the remaining protective liner as the safety walk is being adhered from front to back.
(5) Roll firmly with a long handled cylindrical brush in both lengthwise directions.
(6) Seal all edges of the safety walk with “3M Company Safety Walk Edge Sealing Compound” (P/N
914-055) or “Flex-Tred Edge Sealer” (P/N 688-440). Position the bead with half the bead on the
safety walk and half on the surface on which the safety walk is mounted.
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
5. Hail Damage
(PIR-SL1095, Orig.)
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Disposition of Dents
(1) Negligible Dents
Acceptable as is.
(2) Minor Dents
Replace affected part or repair as follows:
For each fastener that is within an area encompassing 2 times the applicable fastener diameter
from any dent edge, install one adjacent midspace fastener of the same type. Midspace fasteners
shall be located a minimum of 2 times the fastener diameter from the dent, a minimum of 3 times
the fastener diameter from existing fasteners, and a minimum of 2 times the fastener diameter
from component edges.
(3) Major Dents
Replace affected part or repair (using FAA approved data).
(4) Composite Components
Evaluate and disposition per the latest revision of AC43.13-1, “Chapter 3, Fiberglass and Plastics”
prior to returning to service.
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
ELECTRICAL BONDING
1. General
See also 23-60-00.
(PIR-PPS55006, Rev. AC.)
All electrical and electronic equipment and specified components shall be installed in such a manner as
to provide a continuous low resistance path (bonds) from the equipment enclosure/component to the
airplane structure. Bonds must be installed to ensure that the structure and equipment are electrically
stable and free from the hazards of lightning, static discharge, electrical shock, etc.
A. All parts shall be bonded with as short a lead as possible.
B. All bonding surfaces shall be cleaned prior to the installation of the bonded joint.
C. All nuts used in bonding shall be of the self-locking type. (Do Not use fiber-locking type).
D. All electrical bonding shall be accomplished without affecting the structural integrity of the airframe.
2. 100 Hour Inspection
(PIR-AC 43.13-1, Rev. B.)
Each 100 hours, visually inspect shield and shield terminations of each electrical harness for integrity,
condition, and security. If electrical arcing is evident, check for intermittent contact between conducting
surfaces. Arcing can be prevented by bonding or insulation, as appropriate.
Inspect the components listed in “Chart 1” as follows:
A. Bond connections shall be secure and free from corrosion.
B. Bonding jumpers installed so as not to interfere in any way with the operation of moveable
components of the aircraft.
C. No self-tapping screws used for bonding purposes.
D. Exposed conducting frames or parts of electrical or electronic equipment should have a low
resistance bond of less than 2.5 millohms to structure. If the equipment design includes a ground
terminal or pin, which is internally connected to such exposed parts, a ground wire connection to
such terminal will satisfy this requirement.
E. Parts shall be bonded directly to the primary structure rather than to other bonded parts.
F. Where aluminum or copper is bonded to dissimilar metallic structures, ensure installed hardware
(typically washers) is as called out in the parts catalog to minimize electrolytic corrosion and ensure
the hardware should corrode first.
3. On Condition Inspection
Whenever any electrically bonded component (see “Chart 1”) is removed and reinstalled, or visual
inspection reveals the electrical bonding to be suspect, measure resistance between component and
aircraft structure.
To ensure proper operation and suppression of radio interference from hazards, electrical bonding of
equipment must not exceed the maximum allowable resistance values specified in “Chart 1”.
A. Measurements should be performed after the grounding and bonding mechanical connections are
complete to determine if the measured resistance values meet the basic requirements.
B. A high quality test instrument (AN/USM-21A or equivalent) will accurately measure the very low
resistance values specified.
C. Another method of measurement is the millivolt drop test as shown in “Figure 1”.
Chart 1
ELECTRICAL BONDING RESISTANCE INDEX
Maximum Allowable
Component Resistance Value in Ohms
Engine Mount(s) .003
Generator(s) .010
Ailerons .003
Elevator / Stabliator .003
Rudder .003
Alternator(s) .010
Trim Tab(s)
Conventional Hinge .003
Piano Hinge .010
Instrument Panel Inserts .010
Exterior Lights Mounted on Non-Conductive Material .003
NOTE: Not electrically bonded with Avidyne Entegra EFIS installed. Accordingly, no resistance
check required.
Avionics “Black Boxes” .003
NOTE: Harnesses should be installed and connected for this check, internal chassis wiring through
the connector to ground is permissible for this grounding.
Battery Ground Point .010
Static wick mounting plates (TCO Model B-4) P/N 452-094 1.00
Feed thru Connector .003
NOTE: Where jumper wires or cables are used to accomplish a proper bond, resistance between the
jumper terminal and the component or structure shall not exceed .001 ohms. The controlling
points for measuring resistance will be within the limits of the cleaned area to be bonded and
within 1/4 inch of the exterior limits of the bonding jumper terminal or material called for in the
bill of materials of the drawing.
Resistance to ground will be measured from wire terminal to structure for electrical / electronic
equipment not internally grounded and from mounting flange to structure for equipment that is
internally grounded.
PAGE 2 1
Oct 5/16 51-80-00 51802
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
MV
BONDING STRAP
Chart 2
GARMIN G500 LRU ELECTRICAL BONDING TEST SPECIFICATIONS
LRU Required Resistance (megaohms)
PAGE 4 1
Oct 5/16 51-80-00 51804
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
3) KR-87 ADF Receiver, test from a clean metal spot on ADF to back side of Instrument
Panel.
4) GTX-330 Transponder, test from a clean metal spot on Transponder to back side of
Instrument Panel.
(2) Aluminum Surface Preparation
Prepare the aluminum surface for proper bonding as follows:
(a) Clean grounding location with solvent.
(b) Remove non-conductive films or coatings from the grounding location.
(c) Apply a chemical conversion coat such as Alodine 1200 to the bare metal.
(d) Once the chemical conversion coat is dry, clean the area.
(e) Install bonding aluminum tape or equipment at grounding location.
After the bond is complete, if any films or coatings were removed from the surface, reapply a
suitable film or coating to the surrounding area.
5. Garmin G1000/G1000 NXi Equipment Electrical Bonding
The following procedure verifies proper electrical bonding for Garmin G1000/ G1000 NXi system equipment.
Perform when equipment is removed and installed, for troubleshooting, and each 1000 hours.
NOTE: Any area that fails shall be re-bonded and re-tested per AC 43.13-1 latest revision.
A. Required Equipment
A milli-ohmmeter capable of measuring 0.001–1.00 ohms.
B. GRS 77 / 79 AHRS
(1) The unit must be installed in rack with connector removed.
(2) Test each AHRS unit between unit base and airframe.
(3) PASS: = < 10 mΩ.
C. GDC 72 / 74 ADC
(1) The unit must be installed in rack with connector removed.
(2) Test each ADC unit between unit base and airframe.
(3) PASS: = < 10 mΩ.
D. GMU 44 / 44B Magnetometer
(1) Make sure unit is unplugged and secured in mount, mount secured to inspection cover.
(2) Test between the sensor base and inspection cover mating area with wing skin.
(3) PASS: = < 10 mΩ.
E. GDU 10XX Display Unit (2 ea.)
(1) The Display units must be secured to Instrument Panel with connectors removed.
(2) Test from a clean metal spot on back side of GDU to back of Instrument Panel.
(3) PASS: = < 20 mΩ.
F. GTP 59 OAT Probe
(1) OAT secured to wing skin with harness disconnected.
(2) Test between the OAT probe and a point on airframe approximately two feet away.
(3) Use the nut on the OAT probes as test points.
(4) PASS: = < 2.5 mΩ.
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5/16 51-80-00 51806
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
6. Lightning Diverter
Installed with optional Garmin GDL 59 in airplanes equipped with Garmin G1000 NXi.
A. Inspection
Each 100 hours time-in-service, inspect the Lightning Diverters as follows:
NOTE: Any of the following conditions is cause for replacement.
(1) Paint or adhesive covering the Nickel-plated segments (conductive segments).
(2) More than 10% of the Nickel-plated segments (conductive segments) missing.
(3) More than three adjacent Nickel-plated segments (conductive segments) missing.
(4) Delamination of the assembly.
(5) Any breaks, cuts, cracks, or tears extending beyond one layer.
(6) Any break, cut, crack, or tear that causes a disconnection of the Nickel-plated segments from
the diverter strip.
B. Replacement
As individual lightning diverter strips require replacement, order and install Piper Service Kit P/N
88559-003.
C. Repair
Limited repairs to loose or lifting edges may be accomplished as follows:
(1) Carefully mask an area on the dorsal fairing 1/16 inch around the diverter strip and on the
diverter strip 1/16 inch from the edge.
(2) Solvent clean the area to be abraded and the area under the loose section of the diverter strip
using isopropyl alcohol. Avoid prying the diverter strip up so as not to deform the area.
(3) Prepare the exposed edge area of the diverter strip by abrading with 220 or finer abrasive paper.
(4) Repeat the solvent cleaning as directed above.
(5) Apply two more layers of masking tape on top for the previously applied masking tape
being careful to align the edges of the tape because these will define the final repair shape.
(6) Shake 3M Primer 94 well before opening. Wipe faying surfaces in repair area with a pre-saturated
3M Primer 94 wiper using the minimum amount that will coat the repair areas. Allow surfaces to
dry for 10 minutes (minimum) and 30 minutes (maximum) before applying repair adhesive.
(7) Apply 3M DP-100 (P/N 279-471) under the loose diverter strip and seat the strip.
(8) Apply the 3M DP-100 over the repair area flush with the top of the masking tape, using a straight
edge to create a continuous even overlay of the repair area.
(9) As soon as the surface of the repair is tack free remove the masking tape by pulling away from
the repair and being careful not to disturb the repair.
(10) Inspect the repair for lifted ragged edges. If found, wait 24 hours and if they are still present, trim
as required to a fair condition and apply a thin layer of 3M DP-100 to the trimmed area to form
a smooth transition to the adjacent surface while staying as close as possible to edge of the
sealant.
(11) Allow the repair to cure for a minimum of 24 hours before returning to service.
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Oct 29/19 51-80-00 51808
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
.40
DIVERTER
2 PLACES
.002 SEGMENTS
.005 LAMINATE
.010 ADHESIVE
NOMINAL LAYER THICKNESSES .004 BACKING
DORSAL FIN-AFT
PAGE 10
Oct 29/19 51-80-00 518010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
52
Doors
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MAINTENANCE MANUAL
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CHAPTER 52
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE
PAGE 1
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2
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5/16 52 - LIST OF EFFECTIVE PAGES 52-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 52 - Doors
TABLE OF CONTENTS
GENERAL 52-00-00 1
Description 1
Door Snubber Seals - Replacement 1
Replacement 1
Installation 1
CARGO 52-30-00 1
Baggage Door 1
Removal 1
Installation 1
Baggage Door Lock Assembly 1
Removal 1
Installation 1
Baggage Door Hinge 2
Removal 2
Installation 2
Baggage Door Seal 2
PAGE 2
Oct 5/16 52 - CONTENTS 52-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GENERAL
1. Description
This airplane is configured with a single passenger/crew door on the right side of the fuselage, over the
wing. Access to the baggage compartment is through a small door also on the right side, just aft of the
wing. Emergency egress is assisted by an emergency exit incorporated into the pilot’s left window.
2. Door Snubber Seals - Replacement
Door snubber seals are incorporated into the door jamb to improve door sealing.
NOTE: If existing seal is torn or badly deteriorated, it should be replaced. If seal is loose or bond is
“marginal’’, it should be re-bonded. Adhesives listed below are recommended for re-bonding:
3M EC 1300L (Preferred)
Proco Adhesive 6205-1
Scotch Grip 2210
A. Replacement
(1) Remove windlace retainers, “roll” back windlace (tape to secure) out of way, remove all scuff
plates and disconnect door holder.
(2) Remove all striker plates except where shown in “Figure 1”.
(3) With a plastic scraper or other appropriate instrument, scrape off snubber while applying
mineral spirits as necessary to loosen strip and wipe off excess adhesive with a clean cloth.
B. Installation
(1) If door jamb is flaking or excessively scuffed, rub down with wet and dry emery cloth. Clean
surface using Prep-Sol or equivalent cleaner which will not leave an oily residue.
(2) Mask jamb as shown in “Figure 1”.
(3) Apply adhesive to door jamb as shown in “Figure 1”.
(4) Apply adhesive to inside surface of snubber.
(5) Position snubber with protruding leg facing outboard beginning at lower center of door jamb
and work progressively around jamb applying pressure to snubber to remove any trapped air
and to ensure a proper bond. Do not prestretch snubber as this can induce cracks.
NOTE: Normal tack time for 3M EC 1300L is 30-45 minutes at 75°F. However, adhesive that has
“set” may be reactivated by a clean rag moistened with Toluol or MEK.
(6) It takes approximately 1 day for bond to cure. Do Not allow door to close during this period. It is
recommended that door be left open as long as possible to effect curing.
(7) Remove masking tape if used and clean off excessive adhesive smears using Mineral Spirits or
Toluol and a clean cloth. Install striker plates and windlacing.
(8) Check that doors close properly and readjust as necessary to achieve a flush fit. Latching
effort must not have increased.
(9) With all hardware and plates installed, coat snubbers with silicone.
PAGE 2
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PASSENGER / CREW
1. Door
See “Figure 1”.
A. Removal
(1) Remove the clevis bolt, washer and bushing from the door holder assembly.
(2) Remove cotter pins, clevis pins and washers from door hinges.
(3) Remove the door from the airplane.
B. Installation
(1) Insert the door into position and install the washers, clevis bolts and cotter pins on the door
hinges.
(2) For adjustment of door, refer to Adjustment, below.
(3) Hook up and install the clevis bolt, bushing and washer into the door holder assembly.
C. Adjustment
(1) To acquire the proper vertical adjustment of the door, insert the necessary washer combination
between the cabin door hinge and fuselage bracket assembly.
(2) Additional adjustments may be made by tapping out the serrated door hinge bushings and
rotating them to obtain the hinge centerline location that will provide proper door fit.
(3) To ensure long life of door seals and improve sealing characteristics, lubricate with a dry
lubricant in a spray can.
2. Door Lock Assembly
A. Removal
(1) Remove the door trim upholstery by removing the attachment screws.
(2) Loose the nut on the lock assembly and remove the lock by turning it sideways.
B. Installation
(1) Install the lock in the door by turning it sideways and placing it through the opening provided.
(2) Replace the nut on the back of the lock assembly and tighten.
(3) Replace the door trim upholstery and secure with the attachment screws.
3. Door Latch Mechanism
A. Removal
(1) Remove the door latch mechanism by removing the door trim upholstery and the screws that
attach the latch plate and latch mechanism to the door.
(2) Disconnect the latch pull rod from the inside door handle.
(3) Remove the complete latch mechanism.
B. Installation
(1) Place the latch assembly into position on the door.
(2) Connect the latch pull rod to the inside door handle.
(3) Replace the screws that attach the latch plate and mechanism to the door. Install the door trim
upholstery and secure with screws.
PAGE 2
Oct 5/16 52-10-00 52102
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Adjustment
To adjust the door latch, loosen the screws on the striker plate, make necessary adjustment, and
retighten the screws.
4. Door Auxiliary Latch
A. Removal
(1) Remove the latch assembly by removing the two handles.
(2) Remove six screws holding the pan on the inside of the door.
(3) Remove the pan and pull the latch assembly through the opening on the door.
B. Installation
(1) Place the latch assembly into position for installation.
(2) Replace the pan and install the six screws and handles.
(3) Check latch assembly for operation and be certain that it is free of rubbing on the trim panels.
C. Adjustment
(1) To adjust the door auxiliary latch remove the two screws from the latch plate found at the top of
the door opening.
(2) Remove the plate and turn the loop assembly in or out to make necessary adjustments.
(3) Replace the latch plate and secure with the two attachment screws.
PAGE 4
Oct 5/16 52-10-00 52104
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
EMERGENCY EXIT
Emergency Exit
A. Removal
Refer to “Figure 1”.
(1) Remove the safety wire securing the lock handle and push the handle forward to unlock the exit.
CAUTION: DO NOT PUSH DOOR OPEN MORE THAN FOUR INCHES BEYOND THE BOTTOM
DOOR SILL OR THE TOP REAR SKIN OR THE DOOR WILL BE DAMAGED.
(2) Carefully push outward along the bottom of the door until the door just clears the door sill, and
slowly shift the door back and forth out of the top of the fuselage skin.
(3) Clean all old sealant from around the exit opening and exit assembly.
B. Installation
Refer to “Figure 1”.
(1) Before installation inspect:
(a) Emergency door latch rod assembly welds for cracks.
(b) Forward and aft emergency door latch arm assembly and hardwear (nut, pin, and cotter pin)
for wear.
(2) Inside the door frame apply Lubriplate around both fore and aft latch tubes.
(3) Ensure that all gaps and holes between the sills and longeron are filled with polyurethane,
urethane, acrylic, or polysulfide sealant (See “Figure 1”.).
(4) Ensure that neoprene seal is securely bonded to the emergency exit assembly.
(5) Cover the contacting surfaces of the assembly with vinyl film. (See Note 3, “Figure 1”.)
(6) Insert the bottom edge of the exit assembly over the longeron, then push in on the top and
sides until it is properly seated. With the assembly seated, push the lock handle aft to lock the
assembly in place. Safety the handle in place with tinned copper wire AWG 26, .0159 dia. wire.
NOTE: Verify that the Emergency Exit Door Assembly is securely installed as follows:
(a) Remove the top row of screws that fasten the cockpit panel assembly (i.e., the
interior panel) to the airframe directly below the Emergency Exit Door Assembly.
Apply gentle hand pressure near the forward lower corner of the Emergency Exit
Door Assembly and carefully lift the cockpit panel assembly inboard a few inches,
to gain access to the forward Emergency Door Latch Arm Assembly.
(b) Apply finger pressure to the forward Emergency Door Latch Arm Assembly, as
needed, to achieve full engagement over the frame-mounted striker. Verify that
the Emergency Door Latch Rod Assembly is straight, with no bows or deflections.
(c) Reinstall all screws that were removed for this inspection.
(7) After installation, ensure there are no gaps between the emergency door latch arm and the
frame mounted striker plate.
(8) When exit is secured in place, add sealant around perimeter of door and trim any excess vinyl
film from inside and outside of the unit.
(9) Test the latch mechanism per Testing, below, for operation prior to applying any sealant around
the door.
(10) Fill all gaps around the outside of the emergency exit and fuselage with sealant.
(11) Check for water leaks by spraying water over the emergency exit and window assembly.
PAGE 2
Oct 5/16 52-20-00 52202
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Testing
(1) Remove the side panel access cover to the emergency release handle.
(2) Attach a calibrated spring scale 1.0 inch from the top of the handle.
(3) With the scale reading the force applied, rotate the handle forward to an angle of 45°. The force
required to rotate the handle shall be 20 pounds minimum, 30 pounds maximum.
(4) Remove the spring scale and rotate the handle sufficiently to completely disengage the latch
mechanism.
NOTE: There should be no noticeable increase in force to finish rotating the handle after
performing the last procedure.
CAUTION: DO NOT PUSH DOOR OPEN MORE THAN FOUR INCHES BEYOND THE BOTTOM
DOOR SILL OR THE TOP REAR SKIN OR THE DOOR WILL BE DAMAGED.
(5) Sitting in the pilot’s seat, carefully push outward along the bottom of the door. The force
required to cause door to move should not exceed 40 pounds maximum.
(6) Push the door just clear of the door sill and wiggle it down out of the overlapping top skin.
(7) After testing door, reinstall per Steps (1) thru (6) and (8) thru (9) under Installation, above.
PAGE 4
Oct 5/16 52-20-00 52204
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CARGO
1. Baggage Door
See “Figure 1”.
A. Removal
With the door open remove the hinge pin from the hinge and remove the door.
B. Installation
Place the door in position so that the hinge halves are properly matched and install the hinge pin. It
will not be necessary to replace the hinge pin with a new pin if it is free of bends and wear.
2. Baggage Door Lock Assembly
A. Removal
(1) With the door open remove two screws securing the access plate, remove the access plate.
(2) Remove the nut from the back of the lock assembly with the use of a special wrench. (This tool
may be fabricated from the dimensions given in Figure 1.)
(3) Remove the lock assembly through the front of the door.
B. Installation
(1) Place the lock into position for installation.
(2) Install the nut on the lock assembly and tighten with the use of a special wrench.
(3) Install access plate and secure with two screws.
PAGE 2
Oct 5/16 52-30-00 52302
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
53
Fuselage
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
53-ii
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CHAPTER 53
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE
PAGE 1
Oct
2
Oct 5/16
5/16 53 - LIST OF EFFECTIVE PAGES 53-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 53 - Fuselage
TABLE OF CONTENTS
NOSE 53-10-00 1
Nose Cone 1
General 1
100-Hour Nose Cone Spar Assembly Inspection 1
MAIN 53-20-00 1
Aft Wing Attach Fittings 100 Hour Inspection 1
Aft Wing Attach Fittings Replacement 3
Removal 3
Installation 3
PAGE 2
Oct 5/16 53 - CONTENTS 53-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
NOSE
Nose Cone
A. General
The nose cone assembly is comprised of an outer skin, ribs, spars, attachment hardware. The
combustion heater, battery, brake reservoir and other items are mounted within the nose cone.
B. 100-Hour Nose Cone Spar Assembly Inspection
In S/N’s 4496001 through 4496007, for airplanes with the original left and right nose cone spar
assemblies still installed, each 100 hours time-in-service conduct the following inspection.
NOTE: Installation of both of the improved nose cone spar assemblies, P/N 86444-800 (LEFT) and
86444-802 (RIGHT), relieves this 100-hour repetitive inspection requirement.
(1) Place the aircraft on jacks per 7-10-00.
(2) Remove necessary hardware to open nose cone.
(3) Remove nose wheel cover.
NOTE: Inspection of the outboard side of the right spar assembly will require the partial
removal of the heater assembly. See 21-40-00.
(4) For both the right and left nose gear support fittings (Item 12, Figure 2, 32-20-00):
(a) remove the lower aft AN4-6A bolts and related hardware; and,
(b) remove the upper forward MS24694-010 bolts and related hardware.
(5) Through the access opening in the floorboard, remove the primer and clean the surface in the
area surrounding the bolt attachment holes in the reinforcing angles as shown in “Figure 1”.
(6) Using a borescope with a minimum 3X magnification, inspect the area around the attachment
holes for cracks; specifically, at the bottom outside edge of the washer that is installed under the
self-locking nut.
(7) If cracks are present, then a complete replacement of the nose cone spar assembly is required.
(8) Install improved nose cone spar assemblies P/N 86444-800 (LEFT) and/or 86444-802 (RIGHT)
as required.
NOTE: Installation of both of the improved nose cone spar assemblies, above, relieves this
100-hour repetitive inspection requirement.
(9) If no cracks are detected:
(a) Clean all bare metal areas with isopropyl alcohol per Federal Specification TT-I-735 or
equivalent, or acetone per ASTM Specification D-329 or equivalent.
(b) Prime with zinc chromate primer per Federal Specification TT-P-1757 or equivalent and
allow primer to dry.
(c) Reinstall the attachment hardware, heater assembly, nose wheel cover and close the
nose cone.
(10) Verify gear are down and locked and remove the aircraft from the jacks.
PAGE 2
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PA-44-180, SEMINOLE
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MAIN
(2) Inspect thoroughly the left and right aft wing attach fittings for evidence of flaking paint and/or
corrosion. (Flaking paint may be a symptom of hidden corrosion.)
(a) If no corrosion exists, continue with these instructions.
(b) If corrosion is found, proceed as follows:
1) If corrosion is superficial and there is no metal flaking and/or pitting, clean and paint
fittings, using a good quality aircraft primer.
2) If serious corrosion is found, consult the Piper Illustrated Parts Catalog (P/N 761-891)
for replacement part numbers and obtain and install new parts before next flight. See
Aft Wing Attach Fittings Replacement, below.
3) Upon completion of the inspection and after replacement or refurbishment of fittings,
treat the aft attach fittings area using DINOL AV 8 corrosion compound (P/N 89500-
800). The treatment may be brushed or sprayed.
(3) Inspect insulation in and around the rear fittings.
(a) If insulation is wet or matted down where it has been wet, it will be necessary to replace
this insulation and it will be necessary to inspect all windows, doors, and exterior panels
leading to the cabin.
1) Check door seals for deterioration, cracks, and voids in adhesive.
2) Check window seals for voids, cracks, and deterioration.
3) Perform a leak check with water to determine where the water is entering. Cure all leak
paths before continuing these instructions.
4) Consult the Piper Illustrated Parts Catalog (P/N 761-891) for replacement part numbers
and obtain and install new parts before continued operation.
5) If sealing windows, use P/N 279-058 Sealant (Bostik 1100 FS) or equivalent.
6) If using insulation other than Piper original material, be sure that the insulation is flame
resistant and conforms to FAR part 23.853.
(b) If the insulation material has not been wet, or if new material is being installed, ensure a
six (6) inch clearance in the insulation has been cut out in all directions around each
attach fitting.
(4) Locate the two 0.191 inch drain holes, one beneath each rear attach fitting, in the bottom
fuselage skin and ensure each is clean and free of obstruction.
(5) Re-install floorboards, seats, interior panels, and other articles previously removed. Perform a
functional test of any system or component that may have been interrupted or removed.
PAGE 2
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 4
Oct 5/16 53-20-00 53204
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
55
Stabilizers
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
55-ii
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CHAPTER 55
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE
PAGE 1
Oct
2
Oct 5/16
5/16 55 - LIST OF EFFECTIVE PAGES 55-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 55 - Stabilizers
TABLE OF CONTENTS
GENERAL 55-00-00 1
Description 1
Repairs 1
Control Surface Balancing 1
Checking Balance 1
Balancing Equipment 2
PAGE 2
Oct 5/16 55 - CONTENTS 55-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GENERAL
This chapter describes removal, installation, and specific, limited, repair procedures for the stabilator.
NOTE: When torquing structural assemblies, use standard torque values as found in Chart 2, 91-10-00,
unless otherwise stated in this chapter.
1. Description
The all metal empennage group is a full cantilever design consisting of a stabilator, vertical stabilizer (fin),
and rudder. The stabilator has a trim tab attached that is controllable from the cockpit. The stabilator also
incorporates a one channel main spar that runs the full length of the stabilator and hinges to the aft spar
assembly of the vertical fin.
NOTE: The Seminole Parts Catalog, P/N 761-891, provides detailed views of the individual structural
components.
All exterior surfaces are coated with enamel or acrylic lacquer. As an option the airplane may be completely
primed with zinc chromate or equivalent.
2. Repairs
WARNING: NO ACCESS HOLES ARE PERMITTED IN ANY CONTROL SURFACES.
WARNING: THE USE OF PATCH PLATES FOR REPAIRS OF ALL MOVABLE CONTROL SURFACES IS
PROHIBITED. THE USE OF ANY FILLER MATERIAL NORMALLY USED FOR REPAIR OF
MINOR DENTS AND/OR MATERIALS USED FOR FILLING THE INSIDE OF SURFACES IS
ALSO PROHIBITED ON ALL MOVABLE CONTROL SURFACES.
CAUTION: CONTROL SURFACE SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE OR
EXHIBIT CRACKS. LIMITED REPAIRS TO CONTROL SURFACE SKINS ARE AUTHORIZED
ONLY AS PROVIDED IN THIS MANUAL.
Structural repair methods used must be in accordance with FAA Advisory Circular 43.13-1, latest revision.
Specific, limited, repair procedures for control surface skins are authorized herein in 55-20-00 and
57-50-00. See also 51-70-00.
3. Control Surface Balancing
A. Checking Balance
The movable control surfaces have been statically balanced at the time of installation at the factory
and normally should not require rebalancing. Where possible the control surfaces were set with the
balance weight on the heavy side of the limits, to permit limited repair or paint touch‑up without
adjusting the balance weight. It should be noted however, that spare control surfaces are delivered
unpainted and the static balance will not necessarily fall within the limits provided, especially on
stabilators and rudders. All replacement control surfaces, or surfaces that have been repainted or
repaired, should be rebalanced when completed according to the procedures and limits given in
55-20-00 (Stabilator) or 55-40-00 (Rudder), as applicable.
Before balancing any control surface, it must be complete and in its final flight configuration as
specified under Balancing Equipment, below.
If optional equipment is added or removed after balancing, the control surface must be rebalanced.
During balancing, trim/servo tabs must be maintained in their neutral positions.
B. Balancing Equipment
Balancing must be done using a suitable tool capable of measuring unbalance in inch-pounds from
the centerline of the control surface hinge pin. See the tool configuration in “Figure 1”. Other tool
configurations may be used if accuracy is maintained and recalibration capability is provided.
To use this tool:
(a) Ensure that the control surface is in its final Flight configuration. Static wicks, trim tabs, trim
tab push-pull rod and control surface tip (as applicable) should be installed. The surface
should be painted, decals should be installed, and trim/servo tabs should be in the neutral
position.
NOTE: Because paint is a considerable balance factor, it is recommended that existing
paint be removed prior to repainting a control surface.
(b) Place hinge bolts through control surfaces and place control surface on a holding fixture.
(c) Calibrate the tool.
1) Avoiding rivets, place the balancing tool on the control surface with the tool’s hinge
centerline directly over the hinge line of the control surface.
2) Adjust the movable trailing edge support to fit the width of the control surface. Tighten
the set screw on the trailing edge support.
3) Adjust the trailing edge support vertically until the beam is parallel with the control
surface chord line.
4) Remove the tool from the control surface and balance the tool itself by adding or
removing nuts or washers from the beam balancing bolt. When balancing the tool, the
movable weight must be at the bar’s hinge centerline.
(d) After balancing the tool, reattach it to the control surface as shown in the applicable
control surface balancing illustration. Keep the beam positioned 90° from the control surface
hinge line.
(e) Determine balance of control surface by sliding movable weight along the balance beam.
(f) Read the scale when the bubble level has been centered. Multiply by three to determine
inch-lbs. (I.E. - Since the movable weight weighs three pounds, every inch it is moved from
the center of the beam equals three inch‑lbs of force.)
PAGE 2
Oct 5/16 55-00-00 55002
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 4
Oct 5/16 55-00-00 55004
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Stabilator Installation
Figure 1
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Oct 5/16 55-20-00 55202
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Balancing Stabilator
Figure 2
C. Balancing
(PIR-PPS50011-2, Rev. K.)
PAGE 4
Oct 5/16 55-20-00 55204
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TYPICAL BEAD
0.5 INCH MAX.
0.25 INCH
TYPICAL CRACK
CONTROL SURFACE SKIN
CRACK LIMIT LINE
PAGE 6
Oct 5/16 55-20-00 55206
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
VERTICAL STABILIZER
Vertical Fin
Refer to “Figure 1”.
A. Removal
(1) Remove the fin tip, tail fairing, dorsal fin at the forward edge of the fin. Disconnect upper and
lower tail lights at the quick disconnects.
(2) Separate the stabilator trim cable, rudder trim cable and rudder cable at the turnbuckles and
remove the cables.
(3) Remove the rudder per removal instructions.
(4) Remove the stabilator per removal instructions.
(5) Disconnect the antenna wire from the antenna assembly, attach a fishing line to the antenna
cable before removing it from the fin conduit.
(6) Remove stabilator control push rod from the fin by disconnecting attachment hardware at the
balance weight arm and at bellcrank.
(7) Remove the two bolts at the leading edge of the fin.
(8) Remove the bolts which secure the fin spar to the aft bulkhead. Remove the fin.
B. Installation
(1) Place the fin in position and insert the bolts which secure the fin spar to the aft bulkhead.
(2) Attach the two bolts at the leading edge of the fin.
(3) Attach stabilator control push rod to the fin by connecting attachment hardware at the balance
weight arm and at bellcrank.
(4) Connect the antenna wire from the antenna assembly, remove the fishing line to the antenna
cable after attaching it to the fin conduit.
(5) Attach the stabilator per Stabilator - Installation, 55-20-00.
(6) Install the stabilator trim assembly and aft trim cable per instructions given in Stabilator Trim
Controls - Aft Assembly - Installation, 27-30-00.
(7) Attach the rudder per Rudder - Installation, 55-40-00.
(8) Rig and adjust the rudder and trim control cables as specified in 27-20-00 and 27-30-00,
respectively.
(9) Install the fin tip, tail fairing, dorsal fin at the forward edge of the fin. Connect upper and lower
tail lights at the quick disconnects.
(10) Check the operation of the radios and electrical lights.
(11) Check all bolts for safety.
PAGE 2
Oct 5/16 55-30-00 55302
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Rudder Installation
Figure 1 (Sheet 1 of 2)
PAGE
PAGE 12
Oct
Oct 5/16
5/16 55-40-00 55402
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Rudder Installation
Figure 1 (Sheet 2 of 2)
Balancing Rudder
Figure 2
C. Balancing
See “Figure 2”.
NOTE: Read Control Surface Balancing in 55-00-00 before proceeding.
To balance rudder, assembly must be complete including sector assembly bottom fairing, and in its
final flight configuration as described in Balancing Equipment under Control Surface Balancing in 55-
00-00. Place complete assembly horizontally on knife edge support in a draft-free area in a manner
that allows unrestricted movement. Place tool on rudder with beam perpendicular to hinge centerline.
Calibrate tool as described in Balancing Equipment under “3. Control Surface Balancing” in 55-00-00.
Read scale when bubble level has been centered by adjustment of moveable weight and determine
static balance limit. If static balance is not within limits given proceed as follows:
(1) Nose Heavy: This condition is highly improbable; recheck calculations and measurements.
(2) Nose Light: In this case, the mass balance weight is too light or the rudder is too heavy
because of painting; it will be necessary to strip the paint and repaint. If the rudder is too heavy
as a result of repairs, the repair must be removed and the damaged parts replaced.
PAGE
PAGE 14
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Oct 5/16
5/16 55-40-00 55404
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE
PAGE 16
Oct
Oct 5/16
5/16 55-40-00 55406
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
56
Windows
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
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PIPER AIRCRAFT, INC.
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CHAPTER 56
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE
PAGE 1
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2
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5/16 56 - LIST OF EFFECTIVE PAGES 56-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 56 - Windows
TABLE OF CONTENTS
PAGE 2
Oct 5/16 56 - CONTENTS 56-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
FLIGHT COMPARTMENT
1. Windshield
See “Figure 1”.
A. Removal
(1) Remove the collars from around the bottom of the windshield and the trim strip from between the
windshield halves by removing the attaching screws.
(2) Remove the windshield by raising the lower portion of the windshield and carefully pulling it out
and down to release the top and side edges.
NOTE: A damaged windshield should be saved to provide a pattern for shaping the new window.
(3) Clean old tape and sealer off the affected mating surfaces.
B. Installation
(1) Match new windshield to old. If necessary, cut or grind the new windshield to matching dimensions.
(2) Apply 1/8 in. by 1 in. vinyl foam tape, Norton V510 or equivalent (i.e. - Tape - Vinyl Foam,
Type 2; 91-10-00, Consumable Materials), around entire edge of windshield.
(3) Place windshield into position, sliding aft and up into place. Take care not to dislocate vinyl foam
tape. Allow clearance for expansion between the two windshield sections at the center post.
(4) Apply 1.5 in., 9 mil, black vinyl tape covering the previously applied vinyl foam tape and sealing
the joint between the windshield and airframe as indicated in “Figure 1”.
(5) Apply polyurethane, urethane, acrylic, or polysulfide sealant (i.e. - Sealant - Window and Airframe;
91-10-00, Consumable Materials), to seal the forward edge of the vinyl tape at the bottom of the
center post, as indicated in “Figure 1”, View E-E.
(6) Reinstall collars and trim strip. Apply sealant as indicated in “Figure 1” by forcing the sealant
between the mating parts. Mating parts may be separated slightly using a soft wooden wedge or
a tongue depressor. Force sealant deep into the gap. Take care to avoid bending or scratching
aluminum or windshield surfaces. Joints should be completely filled, and blended smoothly with
adjacent surfaces after clean-up.
(7) Remove excess sealant and exposed tape. Sealant may be cleaned from window areas using
rags, disposable wipers or plastic scrapers. A tool made of acrylic sheet with a wedged end
(.25 in. thick and 1.5 in. wide) can be fabricated and used. Tirpolene solvent or Apperson solvent
No. 120 may be used to clean polysulfide sealants.
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Oct 5/16 56-10-00 56102
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 4
Oct 5/16 56-10-00 56104
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PASSENGER COMPARTMENT
Side Windows
See Figure 1.
These airplanes are equipped with single-pane side windows.
A. Removal
(1) Remove the molding and retainer from around the window by removing attaching screws.
(2) Carefully remove the damaged window from the frame.
(3) Remove old tape and sealer from window frame and molding.
NOTE: A damaged window should be saved to provide a pattern for shaping the new window.
B. Installation
(1) Match new window to old. If necessary, cut or grind the new window to the same dimensions.
(2) Apply 1/8 in. by 1 in. vinyl foam tape, Norton V510 or equivalent (i.e. - Tape - Vinyl Foam, Type 2;
91-10-00, Consumable Materials), around entire edge of window.
(3) Insert the window into the frame, install the retainer moldings and attachment screws, but do not
tighten. Take care not to damage or dislocate the vinyl foam tape.
(4) Apply polyurethane, urethane, acrylic, or polysulfide sealant (i.e. - Sealant - Window and Airframe;
91-10-00, Consumable Materials), completely around the outer surface of the window at all
attachment flanges as indicated in Figure 1. Force the sealant between the mating parts, which
may be separated slightly using a soft wooden wedge or a tongue depressor. Force sealant
deep into the gap. Take care to avoid bending or scratching aluminum or window surfaces. Joints
should be completely filled, and blended smoothly with adjacent surfaces after clean-up.
(5) Tighten attachment screws until vinyl foam tape is compressed approximately 25 percent.
(6) Remove excess sealant from window areas using rags, disposable wipers or plastic scrapers. A
tool made of acrylic sheet with a wedged end (.25 inch thick and 1.5 inch wide) can be fabricated
and used. Tirpolene solvent or Apperson solvent No. 120 may be used.to clean polysulfide
sealants.
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Oct 5/16 56-20-00 56202
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
57
Wings
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
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PA-44-180, SEMINOLE
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CHAPTER 57
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE
PAGE 1
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2
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5/16 57 - LIST OF EFFECTIVE PAGES 57-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 57 - Wings
TABLE OF CONTENTS
GENERAL 57-00-00 1
Description 1
Repairs 1
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Oct 5/16 57 - CONTENTS 57-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GENERAL
1. Description
Each wing panel is an all metal, full cantilever, semi-monocoque type structure with removable tips and
access panels. Attached to each wing are the aileron, flap, main landing gear and powerplant. Installed in
each engine nacelle is a bladder type fuel tank with a capacity of 54 U.S. gallons each or a total capacity
of 108 U.S. gallons. The wings are attached to each side of the fuselage by inserting the butt ends of the
main spars into a spar box carry through. The spar box is an integral part of the fuselage structure which
provides, in effect, a continuous main spar with splices at each side of the fuselage. There are also fore and
aft attachments at the front and rear spars.
NOTE: The major subassemblies of the wing may be removed individually or the wing may be removed
as a unit. To remove a wing, a fuselage and wing supporting cradle is required.
2. Repairs
WARNING: NO ACCESS HOLES ARE PERMITTED IN ANY CONTROL SURFACE.
WARNING: USE OF PATCH PLATES FOR REPAIRS OF ALL MOVABLE CONTROL SURFACES IS
PROHIBITED. USE OF ANY FILLER MATERIAL NORMALLY USED FOR REPAIR OF
MINOR DENTS AND/OR MATERIALS USED FOR FILLING THE INSIDE OF SURFACES IS
ALSO PROHIBITED ON ALL MOVABLE CONTROL SURFACES.
CAUTION: CONTROL SURFACE SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE OR
EXHIBIT CRACKS. LIMITED REPAIRS TO CONTROL SURFACE SKINS ARE AUTHORIZED
ONLY AS PROVIDED IN THIS MANUAL.
Structural repair methods used must be in accordance with FAA Advisory Circular 43.13-1, latest
revision. Specific, limited, repair procedures for control surface skins are authorized herein in 57-50-00.
See also 51-70-00.
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Oct 5/16 57-00-00 57002
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
MAIN FRAME
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
MAIN SPAR
UP
FWD
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
AUXILIARY STRUCTURE
Wing Tip
A. Removal
(1) Remove the screws holding the wing tip to the wing, being careful not to damage the wing or
wing tip.
(2) Pull off the wing tip far enough to disconnect the landing light and navigation and strobe light wire
assemblies. Be sure to unscrew the ground lead at the wing rib.
(3) Inspect the wing tip to ascertain that it is free of cracks, severe nicks and minor damage. If repair
is required, refer to Repair, below.
B. Installation
(1) Place the wing tip in a position that the landing light and navigation and strobe light leads may
be connected. Be sure to connect the navigation/strobe ground lead to the wing rib by use of a
screw and nut. Ensure that the ground lead is free of dirt and film to ensure a good connection.
(2) Insert the wing tip into position and install the screws round the tip. Take care to refrain from
damaging the wing tip or wing. Check operation of the lights.
C. Repair
See 51-70-00.
PAGE 2
Oct 5/16 57-20-00 57202
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
ATTACH FITTINGS
1. Wing
NOTE: The major subassemblies of the wing may be removed individually or the wing may be removed
as a unit. To remove a wing, a fuselage supporting cradle is required
A. Removal
Refer to “Figure 1”.
(1) Disconnect the battery.
(2) Close the fuel valve and drain the fuel from the wing to be removed. (Refer to Draining Fuel
System, 12-10-00.)
(3) Drain the brake lines and reservoir. (Refer to Draining Brake System, 12-10-00.)
(4) Remove the engine from the wing to be removed. (Refer to Removal of Engine, 71-10-00.)
(5) Drain the hydraulic lines of the landing gear of the wing to be removed by separating the lines
and elbows at the actuating cylinder.
(6) Remove the seal at the wing root and adjacent access plates and inspection panels.
(See Access Plates and Panels, 6-00-00).
(7) Remove the front and back seats from the airplane.
(8) Expose the spar box and remove the side trim cockpit panel assembly that corresponds with
the wing being removed.
(9) Place the airplane on jacks. (Refer to Jacking, 7-10-00.)
(10) Disconnect the aileron balance and control cables at the turnbuckles that are located within the
fuselage aft of the spar.
NOTE: To help facilitate reinstallation of control cables, power plant controls, and fuel and
hydraulic lines, mark cable and line ends in some identifying manner and attach a line
where applicable to cables before drawing them through the fuselage or wing.
(11) If the left wing is being removed, remove the cotter pin from the pulley bracket assembly to
allow the left aileron balance cable end to pass between the pulley and bracket.
(12) Disconnect the flap from the torque tube by extending the flap to its fullest degree and
removing the bolt and bushing from the bearing at the aft end of the control rod.
CAUTION: TO PREVENT DAMAGE OR CONTAMINATION OF FUEL, HYDRAULIC AND
MISCELLANEOUS LINES, PLACE A PROTECTIVE COVER OVER THE LINE
FITTINGS AND ENDS.
(13) Disconnect the fuel line at the fitting located inside of the wing by removing the access panel
on the forward inboard portion of the wheel well and reaching through to the fuel line coupling.
(14) Remove the clamps that are necessary to release the electrical harness assembly. Disconnect
the leads from the terminal strip by removing the cover and appropriate nuts and washers.
(15) With the appropriate trim panel removed, disconnect the hydraulic brake line at the fitting
located within the cockpit at the leading edge of the wing.
(16) Disconnect the landing gear hydraulic lines at the fittings aft of the spar and within the
fuselage.
(17) If the left wing is being removed, it will be necessary to disconnect pitot and static tubes at the
elbows located within the cockpit at the wing butt line.
(18) Arrange and put in place a suitable fuselage cradle and supports for both wings.
(19) Remove the wing jacks.
Wing Installation
Figure 1 (Sheet 1 of 2)
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Oct 5/16 57-40-00 57402
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Wing Installation
Figure 1 (Sheet 2 of 2)
(20) Remove the front and rear wing spar to fuselage attach nuts, washers and bolts. Discard nuts.
NOTE: Note the number and placement of washers at each attach point to facilitate
reinstallation.
WARNING: DO NOT DRIVE OUT SPAR TO FUSELAGE ATTACH BOLTS. TAKE EXTREME
CARE NOT TO DAMAGE BOLTS OR BOLT HOLES. NUMBER BOLTS AND BOLT
HOLES TO ENSURE THAT, IF REUSED, THE SAME BOLTS ARE REINSTALLED
IN THE SAME HOLES.
(21) For the wing(s) being removed, remove the twenty-two (22) main spar to fuselage (i.e. - spar
carrythrough) attachment bolts. Discard nuts.
(22) Slowly remove the wing being certain that all electrical leads, cables and lines are
disconnected. Ensure that no undue up or down pressure is exerted on the inboard spar within
the spar carrythrough.
B. Installation
See “Figure 1”.
NOTE: When installing a “replacement” wing, perform Stall Warning Flight Test Procedure,
27-30-00, upon completion of wing installation.
NOTE: If a factory replacement wing is being installed, the wing aft spar fitting must have a
.3745 / .3765 diameter hole installed in line with the existing hole in the fuselage fitting,
using suitable tooling to ensure alignment of the holes.
(1) Ascertain that the fuselage is positioned solidly on a support cradle.
(2) Place the wing in position for installation, with the spar end a few inches from the side of the
fuselage and set on trestles.
(3) Prepare the various electrical leads, fuel lines, control cables, and power plant controls for
insertion into the wing or fuselage when the wing is eased into place.
(4) Slide the wing into position on the fuselage. Ensure that the lines, cable, and electrical leads
are carefully fed into place.
WARNING: DO NOT DRIVE SPAR TO FUSELAGE ATTACH BOLTS IN. TAKE EXTREME
CARE NOT TO DAMAGE BOLTS OR BOLT HOLES. IF REUSING BOLTS,
ENSURE THE SAME BOLTS ARE REINSTALLED IN THE SAME HOLES.
(5) Install the twenty-two (22) main spar to fuselage (i.e. - spar carrythrough) attachment bolts in
accordance with the bolt legend in Figure 1. Use twenty-two (22) new nuts (see bolt legend,
“Figure 1”.).
(6) Install the main spar bolts in accordance with the information given in “Figure 1”., Sketches C
and D.
(7) Install the bolt, washers, and nut that attaches the front spar and fuselage fitting. A minimum of
one washer is required under the bolt head; then add washers as needed to leave a maximum
of one and one-half threads visible or a minimum of bolt chamfer exposed. (Refer to Sketch A,
Section A-A of “Figure 1”.)
(8) Insert the number of washers required at the rear wing spar between the forward face of the
wing fitting and aft face of the fuselage fitting, as specified in Sketch B, “Figure 1”, to fill the gap.
A true “no-gap” condition with the faces of the fittings against each other is also acceptable.
After the required washers are inserted between the plates, install the bolt and check to ensure
that no threads are bearing on the forward plate prior to installing the nut. Add washers, as
specified in Sketch B, “Figure 1”, as required (minimum of one), to leave a maximum of one and
one-half usable threads exposed.
PAGE 4
Oct 5/16 57-40-00 57404
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CAUTION: BE CERTAIN THAT ALL BOLTS, NUTS AND WASHERS ARE INSTALLED IN
ACCORDANCE WITH “FIGURE 1” (I.E. - THE BOLT LEGEND AND SKETCHES A,
B, C, AND D).
(9) Torque the bolt heads on the upper main spar cap and the nuts on the lower main spar cap
as specified in “Figure 1”, bolt legend. Torque the forward wing spar to fuselage attach nut as
specified in “Figure 1”, Sketch A. Torque the rear wing spar to fuselage attach nut as specified
in “Figure 1”, Sketch B.
(10) Install the wing jacks and tail support to the tail skid with approximately 250 pounds of ballast on
the base of the tail support. Remove the fuselage cradle and wing supports.
(11) If the left wing was removed, it is necessary that the pitot and static tubes be connected at the
elbows located within the cockpit at the wing butt line. Replace or install clamps where found
necessary.
(12) Connect the hydraulic brake line onto the fitting located within the cockpit at the leading edge
of the wing and the landing gear hydraulic lines at the fittings within the fuselage aft of the
spar.
(13) Connect the leads to the appropriate posts on the terminal strip and install the washers and nuts.
(For assistance in connecting the electrical leads, refer to the electrical schematics in Chapter
91.) Place the clamps along the electrical harness to secure it in position and install the terminal
strip dust cover.
(14) Connect the fuel line at the fitting located inside the wing, by reaching through the access panel
on the forward inboard portion of the wheel well.
(15) Connect the aileron balance and control cables at the turnbuckles that are located within the
fuselage aft of the spar. After the left balance cable has been inserted through the bracket
assembly and connected, install a cotter pin cable guard into the hole that is provided in the
bracket assembly.
(16) Connect the flap by placing the flap handle in the full flap position; place the bushing on the
outside of the rod end bearing and insert and tighten bolt.
(17) Service and refill the brake system with hydraulic fluid in accordance with Brake System -
Servicing Reservoir, 12-10-00. Bleed the system per Bleeding Brakes, 32-40-00 and check for
fluid leaks.
(18) Check the fluid level of the landing gear hydraulic system and fill in accordance with Hydraulic
System Servicing, 12-10-00. Conduct Landing Gear Retraction System Functional Test, 32-
30-00. If required, bleed the hydraulic system using techniques described in Bleeding Brakes,
32-40-00.
(19) Service and fill the fuel system in accordance with Fuel System - Filling Fuel Tanks, 12-10-00.
Open the fuel valve and check for leaks and flow.
(20) Check the operation of all electrical equipment and pitot systems.
(21) Service and fill the fuel system in accordance with Servicing Fuel System, Chapter 12-10-00.
Open the fuel valve and check for leaks and fuel flow.
(22) Check the operation of all electrical equipment, pitot and static systems.
(23) Remove the airplane from jacks.
(24) Install cockpit trim panel assembly, spar box carpet, the front and back seats. Check operation
of pilot and co-pilot seats.
(25) Replace the wing root seal and all access plates and panels on the wing involved.
NOTE: It is permissable to trim bulb section from molding at flap bellcrank arm to prevent flap
binding.
(26) Connect battery.
(27) Ground run airplane to verify proper operation of fuel and brake systems.
PAGE 6
Oct 5/16 57-40-00 57406
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
A A
OUTBD
VIEW A-A
LOOKING AFT AT LEFT HAND SIDE
PAGE 8
Oct 5/16 57-40-00 57408
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1
CORROSION LIMITS
Part Description Minimum Thickness
Aft wing spar (aluminum) 0.060 inches
Aft wing attach fitting (steel) 0.117 inches
C. Structural Repair
Order and install Kit, Corrosion - Aft Spar Rework, Piper P/N 764-998. This kit provides parts and
instructions to replace (via a splicing operation) the aft spar fitting, as well as the inboard 10.80 inches
of the aft wing spar on both left and right hand sides. Corrosion damage beyond these areas may
require additional and/or different repairs. If that is the case, contact Piper Aircraft at (772) 299-2141.
Piper normal business hours are 7:30 AM to 4:30 PM EST, Monday through Friday.
NOTE: When ordering Kit 764-998, specify the kit must be revision F. The kit instructions will be
marked drawing number 87584, revision F or higher.
Upon completion of structural repair, make a logbook entry documenting installation of Piper Kit No.
764-998 and proceed to Corrosion Protection, below.
D. Corrosion Protection
Treat the area identified in “Figure 2”, View A-A, with Ardrox (Dinitrol) AV8, or other MIL-PRF-16173
Class I or II, Grade 1 or 4 compliant, Corrosion Preventive Compound (procure locally, or order Piper
P/N 89500-800). The treatment may be brushed or sprayed.
NOTE: After applying Corrosion Preventive Compound verify that all drain holes and drain passages
are clear before proceeding.
E. Reinstall inspection plates and fairings. Perform a functional test of any system or component that
may have been disconnected or removed.
F. Make a logbook entry documenting compliance with this inspection.
PAGE 10
Oct 5/16 57-40-00 574010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
FLIGHT SURFACES
1. Ailerons
See”Figure 1”.
CAUTION: CONTROL SURFACE SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE OR
EXHIBIT CRACKS. LIMITED REPAIRS TO AILERON SKINS ARE AUTHORIZED ONLY AS
PROVIDED IN THIS MANUAL.
A. Removal
(1) Disconnect electrical bonding strap.
(2) Disconnect the aileron control rod at the aileron attachment point by removing the nut,
washers and bolt from the rod end bearing. To simplify installation note location of washers
removed.
(3) Remove the attaching nuts, bolts and washers from the hinges at the leading edge of the
aileron, and remove the aileron.
B. Installation
WARNING: AILERONS THAT HAVE BEEN REPLACED, REPAINTED, OR REPAIRED AS
AUTHORIZED IN THIS MANUAL, MUST BE BALANCED BEFORE INSTALLATION.
SEE BALANCING, BELOW.
(1) Move the aileron into place and install attaching bolts, washers and nuts. Ascertain that the
aileron is free to move with no interference.
(2) Attach the aileron control rod with bolts, washers and nut, dividing the washers so that the
aileron is free to rotate from stop to stop without the control rod binding or rubbing on the
opening in the aft spar. Be certain that the rod end bearing has no side play when tightening
the bolt and that the rod does not contact the side of the bracket.
(3) Reconnect electrical bonding strap.
(4) Rig and adjust ailerons per Rigging and Adjustment, 27-10-00.
PAGE 2
Oct 5/16 57-50-00 57502
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
C. Balancing Aileron
(PIR-PPS50011-2, Rev. K.)
PAGE 4
Oct 5/16 57-50-00 57504
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Balancing Aileron
Figure 2
TYPICAL BEAD
0.5 INCH MAX.
0.25 INCH
TYPICAL CRACK
CONTROL SURFACE SKIN
CRACK LIMIT LINE
PAGE 6 1
Oct 5/16 57-50-00 57506
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 8
Oct 5/16 57-50-00 57508
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
88427 A
4. Wing Flap
See “Figure 1”.
CAUTION: CONTROL SURFACE SKINS MUST BE REPLACED IF THEY SUSTAIN DAMAGE OR
EXHIBIT CRACKS.
A. Removal
(1) Extend the flaps to their fullest degree and remove the bolt and bushing from the rod end bearing.
(2) Remove the nuts, washers, bushing and hinge bolts that hold the flap to the wing assembly.
(3) Pull the flap straight back off the wing.
B. Installation
NOTE: When installing a new flap, it is permissible to trim the inboard edge of the flap skin to obtain
the fuselage-to-flap clearance shown in “Figure 5”.
(1) Replace the wing flap by placing the flap onto its proper position and inserting the hinge bolts,
bushings, washers and nuts.
(2) With the flap control in the full flap position, place the bushing on the outboard side of the rod end
bearing and insert and tighten the bolt.
(3) Operate the flap several times to be certain it is operating freely. (Refer to 27-50-00, Wing Flap
Controls, Rigging and Adjustment.)
PAGE 10
Oct 5/16 57-50-00 575010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
61
Propellers
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61-ii
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CHAPTER 61
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE
PAGE 1
Oct
2
Oct 1/18
5/16 61 - LIST OF EFFECTIVE PAGES 61-iv
PIPER AIRCRAFT, INC.
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CHAPTER 61 - PROPELLERS
TABLE OF CONTENTS
CONTROLLING 61-20-00 1
Propeller Governor 1
Removal 1
Installation 1
Rigging and Adjustment 2
Propeller Unfeathering System 2
Accumulator Service 2
General 2
100 Hour 4
Control Lever Feather Stop Plate 4
Removal 4
Installation 4
PAGE 2
Oct 5/16 61 - CONTENTS 61-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
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PROPELLER ASSEMBLY
PAGE 2
Oct 1/18 61-10-00 61102
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(10) Install the propeller on the engine flange. Align the engine flange bushings with the corresponding
holes in the propeller flange.
NOTE: Align felt tip marker alignment marks on propeller hub and engine flange if any were
applied during propeller removal.
(a) An “R” flange propeller may be installed on a “K” engine flange in a given position, or 180
degrees from that position.
(b) An “R” flange propeller may be installed on an “R” engine flange in one position only.
(c) A “K” flange propeller may be installed only on a “K” engine flange, but may be installed in a
given position, or 180 degrees from that position.
CAUTION: MOUNTING HARDWARE MUST BE CLEAN AND DRY TO PREVENT EXCESSIVE
PRELOAD OF THE MOUNTING FLANGE.
CAUTION: TIGHTEN NUTS EVENLY TO AVOID HUB DAMAGE.
(11) Screw each stud and nut in a few threads at a time until all are handtight. Torque per “Chart 1” on
page 61105 using the pattern shown in “Figure 1” on page 61103.
(12) Check the propeller blade track per “Blade Track” on page 61106.
(13) Safety the propeller mounting nuts in pairs with MS20995-C41 safety wire.
(14) Install the spinner dome per “Installation” on page 61109 (two-piece spinner) or “Installation” on
page 611013 (one-piece spinner) under Dome.
C. Cleaning, Inspection, and Repair
(1) Inspect for oil and grease leaks.
(2) Clean the spinner, propeller hub interior and exterior, and blades with a non-corrosive solvent.
(3) Inspect the hub parts for cracks.
(4) Steel hub parts should not be permitted to rust. Use aluminum paint to touch up, if necessary,
or replate during overhaul.
(5) Inspect all visible parts for wear and safety.
(6) Inspect blades to determine whether they turn freely on the hub pivot tube. This can be done
by rocking the blades back and forth through the slight freedom allowed by the pitch change
mechanism. If they appear tight and are properly lubricated, the pitch change mechanism should
be removed so that each blade can be checked individually. If blades are tight, the propeller
should be disassembled.
(7) Inspect blades for damage or cracks. Nicks in leading edges of blades should be filed out and all
edges rounded, as cracks sometimes start from such places (see “Figure 3”). Use fine emery
cloth for finishing. Each blade face should be sanded lightly and painted, when necessary, with
a flat black paint to retard glare. A light application of oil or wax may be applied to the surfaces
to prevent corrosion.
(8) For severe damage, internal repairs and replacement of parts, the propeller should be referred
to the Hartzell Factory or a Hartzell-authorized Service Station.
(9) Grease blade hub through zerk fittings. Remove one of the two fittings for each propeller blade,
alternate the next time. Apply grease through the zerk fitting until fresh grease appears at the
fitting hole of the removed fitting. Care should be taken to avoid blowing out hub gaskets.
(10) Inspect condition of the propeller mounting nuts on studs.
PAGE 4
Oct 1/18 61-10-00 61104
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1
PROPELLER TORQUE LIMITS
Description Required Torque (Dry)
Propeller Mounting Nuts 60–70 Foot-Pounds *
Spinner Bulkhead Attachment Nuts (4 ea.) 20–22 Foot-Pounds *
Locknut A 25–30 Foot-Pounds *
Locknut B 25–30 Foot-Pounds *
Spinner Attachment Screws (16 ea.) until snug *
* or as specified in the latest revision of the appropriate Hartzell propeller owner’s manual.
Propeller Installation
Figure 2
D. Blade Track
Blade track is the ability of one blade tip to follow the other, while rotating, in almost the same plane.
Excessive difference in blade track – more than 0.0625 inch – may be an indication of bent blades or
improper propeller installation. Check blade track as follows:
(1) With the engine shut down and blades vertical, secure to the aircraft a smooth board just under
the tip of the lower blade. Move the tip fore and aft through its full “blade-shake” travel, making
small marks with a pencil at each position. Then center the tip between these marks and scribe
a line on the board for the full width of the tip.
(2) Carefully rotate propeller by hand to bring the opposite blade down. Center the tip and scribe a
pencil line as before and check that lines are not separated more than 0.0625 inch.
(3) Propellers having excess blade track should be removed and inspected for bent blades. Constant
speed propellers should be checked for parts of sheared “O” ring, or foreign particles, which have
lodged between hub and crankshaft mounting faces. Bent blades will require repair and overhaul
of assembly.
PAGE 6
Oct 5/16 61-10-00 61106
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
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E. Air Charge
WARNING: DO NOT AIR CHARGE CYLINDER OR MEASURE THE AIR CHARGE ON A
PROPELLER THAT IS IN THE FEATHER POSITION.
Check pressure and charge the propeller per Hartzell Propeller Owner”s Manual 115N, latest revision.
Should it not be available, the following was adapted from Hartzell Propeller Owner”s Manual 115N,
Revision 23.
(1) Air Charge Pressure Check
Perform an air charge pressure check before propeller installation per the following “Procedure”.
(a) If the air pressure loss is less than 10 percent of the specified pressure, reservice the
propeller.
(b) If the air pressure loss is greater than 10 percent of the specified pressure, repair the
propeller. This repair must be performed at an appropriately licensed repair facility.
(2) Procedure
(a) Examine the propeller to make sure that it is positioned on the start locks.
(b) Using proper control, charge the cylinder with dry air or nitrogen (preferred).
1) The air charge valve is located on the forward end of the cylinder as shown in
“Figure 2” on page 61105.
2) Nitrogen is the preferred charging medium.
CAUTION: MAKE SURE THAT THE GAUGE IS CALIBRATED BEFORE CHARGING THE
CYLINDER OR MEASURING THE AIR PRESSURE.
(c) Use an appropriate tool that has a calibrated gauge to charge the cylinder or measure air
pressure in the propeller.
(d) The correct charge pressure is identified in “Chart 2”.
Chart 2
PROPELLER AIR CHARGE
Fahrenheit Degrees Celsius PSI Bar
70° to 100° 38° to 21° 41 ±2 2.82 ±0.13
40° to 70° 4° to 21° 38 ±2 2.62 ±0.13
0° to 40° -18° to 4° 36 ±2 2.48 ±0.13
-30° to 0° -34° to -18° 33 ±2 2.27 ±0.13
2. Spinner
Two different spinner installations are available.
A. Two-Piece Spinner
A two-piece spinner was factory installed in S/N’s 4496001–4496432.
The spinner installation consists of three main components: a spinner bulkhead attached to the aft
side of the propeller hub and a two-piece spinner dome that attaches to the spinner bulkhead and
propeller low pitch stop on the forward end of the propeller cylinder.
Remove and install the spinner bulkhead and spinner per Hartzell Propeller Owner”s Manual 115N,
latest revision. Should it not be available, the following was adapted from Hartzell Propeller Owner”s
Manual 115N, Revision 23.
(1) Bulkhead
(a) Removal
1) Remove propeller per “Removal” on page 61101.
2) Remove four (4) nuts and washers from propeller hub clamping bolts (2 ea. on either
side of blade shank). Discard nuts.
NOTE: Take note of the number and location of the washers.
3) Remove bulkhead.
4) Ensure spacers forward of bulkhead are retained for reinstallation.
(b) Installation
1) Ensure spacers are installed on propeller hub clamping bolts.
2) Slide bulkhead forward onto the propeller hub clamping bolts.
CAUTION: A MINIMUM OF ONE THREAD OF THE HUB CLAMPING BOLT MUST
BE VISIBLE AFTER THE SPINNER MOUNTING NUT IS INSTALLED.
3) When the spinner bulkhead is installed, there must be no less than one thread of the
hub clamping bolt exposed beyond the spinner mounting nut. A total of three washers in
two areas may be installed beneath the spinner mounting nut to achieve this result. See
“Figure 4” on page 61109. On some installations, it may be necessary to install spacers
and one or more washers beneath the head of the bolt in order to avoid interference
with aircraft cowling.
4) Install at least one flat washer “F” and a new self-locking spinner mounting nut “G” on
each of the four (4) hub clamping bolts used to mount the spinner bulkhead.
5) Torque per “Chart 1” on page 61105.
(2) Dome
(a) Removal
1) Remove three (3) screws securing spinner dome cap to spinner and remove spinner
dome cap.
2) Cut safety wire and remove Lock Nut “B”.
3) Remove sixteen (16) screws and fiber washers securing spinner dome to spinner
bulkhead and remove spinner dome.
4) Note number of spacers between spinner dome forward bulkhead and Lock Nut “A”
and remove and retain spacers for reinstallation.
PAGE 8
Oct 1/18 61-10-00 61108
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(b) Installation
1) Ensure Lock Nut “A” is torqued per “Chart 1” on page 61105.
2) Install the same number and type of washers removed between Lock Nut “A” and the
aft face of the spinner dome forward bulkhead.
3) Check alignment of aft spinner bulkhead and spinner dome holes. The spinner dome
is correctly spaced when the holes in the spinner dome are misaligned 1/4 -1/3 of their
diameter toward the front of the airplane as shown in “Figure 5” on page 611010. Add or
remove spacers to achieve this alignment.
4) Install spinner dome by pushing the spinner dome aft to align the spinner mounting
holes with those of the aft bulkhead.
CAUTION: MAKE SURE THAT THE SCREWS DO NOT EXTEND MORE THAN
THREE THREADS PAST THE BULKHEAD NUTPLATES . IF THE
SCREWS EXTEND MORE THAN THREE THREADS, THIS CAN CAUSE
DAMAGE TO THE AIRCRAFT COWLING.
5) Using the sixteen (16) fiber washers and screws, attach the spinner dome to the
spinner bulkhead.
a) Install a screw and washer in each of the one or two holes centered between two
blade cutouts.
b) Tighten the screw(s) until snug.
c) Install a screw and washer in each of the one or two holes centered between two
blade cutouts on the opposite side of the spinner dome.
d) Tighten the screw(s) until snug.
e) Repeat the installation of the screws and washers in the holes centered between
two blade cutouts for the remaining areas.
f) Tighten the screw(s) until snug.
g) Install the remaining screws and washers in the remaining holes.
h) Tighten the screws until snug.
6) Secure spinner dome forward bulkhead to propeller low pitch stop using Lock Nut “B”
with the step facing the cylinder.
PAGE 10
Oct 1/18 61-10-00 611010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
7) Torque per “Chart 1” on page 61105. Safety wire the lock nut to each of the two screws
on the flat face of the spinner dome surrounding the lock nut.
8) Install spinner dome cap to spinner and secure with three (3) screws.
B. One-Piece Spinner
A one-piece spinner was factory installed in S/N’s 4496433 and up; and is an authorized service
replacement in S/N’s 4496217 and up.
The spinner installation consists of two main components: a metal spinner bulkhead attached to the
aft side of the propeller hub and a one-piece spinner dome that attaches to the spinner bulkhead with
screws and washers and has a bonded metal forward bulkhead that encirles the propeller cylinder.
Remove and install the spinner bulkhead and spinner per Hartzell Propeller Owner”s Manual 115N,
latest revision. Should it not be available, the following was adapted from Hartzell Propeller Owner”s
Manual 115N, Revision 23.
(1) Bulkhead
(a) Removal
1) Remove propeller per “Removal” on page 61101.
2) Remove four (4) nuts and washers from propeller hub clamping bolts (2 ea. on either
side of blade shank). Discard nuts.
NOTE: Take note of the number and location of the washers.
3) Remove bulkhead.
4) Ensure spacers forward of bulkhead are retained for reinstallation.
(b) Installation
1) Ensure spacers are installed on propeller hub clamping bolts.
2) Slide bulkhead forward onto the propeller hub clamping bolts.
CAUTION: A MINIMUM OF ONE THREAD OF THE HUB CLAMPING BOLT MUST
BE VISIBLE AFTER THE SPINNER MOUNTING NUT IS INSTALLED.
3) When the spinner bulkhead is installed, there must be no less than one thread of the
hub clamping bolt exposed beyond the spinner mounting nut. A total of three washers in
two areas may be installed beneath the spinner mounting nut to achieve this result. See
“Figure 4” on page 61109. On some installations, it may be necessary to install spacers
and one or more washers beneath the head of the bolt in order to avoid interference
with aircraft cowling.
4) Install at least one flat washer “F” and a new self-locking spinner mounting nut “G” on
each of the four (4) hub clamping bolts used to mount the spinner bulkhead.
5) Torque per “Chart 1” on page 61105.
PAGE 12
Oct 1/18 61-10-00 611012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(2) Dome
(a) Removal
Remove sixteen (16) screws and fiber washers securing spinner dome to spinner bulkhead
and remove spinner dome.
(b) Installation
1) Examine the low pitch stop hardware configuration.
a) If the visual examination shows that the hardware configuration is one hex nut
safety wired to a set screw, no further action is required.
b) If the visual examination shows that the hardware configuration is not one hex
nut safety wired to a set screw, modify the propeller assembly to the hardware
configuration of one hex nut safety wired to a set screw in accordance with
the section “Modification of the Low Pitch Stop Hardware” in the Maintenance
Practices chapter of Hartzell Propeller Owner”s Manual 115N, latest revision.
2) Install the spinner dome.
CAUTION: THE FORWARD BULKHEAD MUST FIT SNUGLY ON THE CYLINDER.
AN IMPROPERLY SUPPORTED DOME COULD CAUSE CYLINDER
DAMAGE OR A CRACK IN THE DOME OR BULKHEAD.
3) Make sure there is a snug fit where the forward bulkhead touches the cylinder.
a) If the forward bulkhead fits snugly on the cylinder, go to step 4), below.
b) If the forward bulkhead does not fit snugly on the cylinder, apply UHMW tape
CM137 in accordance with the following steps.
Option 1: Apply UHMW tape CM137 around the cylinder.
Wrap one or more layers of UHMW tape CM137 around the cylinder until the
forward bulkhead fits snugly on the cylinder.
Option 2: Apply UHMW tape CM137 to the forward bulkhead.
1] Cut pieces of UHMW tape CM137 that are approximately 2.5 inches (63 mm)
long.
2] Install the pieces of UHMW tape CM137 in equally spaced locations on the
forward bulkhead as shown in “Figure 6” on page 611012.
3] If necessary, install additional layers of UHMW tape CM137 until the forward
bulkhead fits snugly on the cylinder.
CAUTION: MAKE SURE OF PROPER THREAD ENGAGEMENT FOR THE SCREWS
IN THE NUTPLATES. APPROXIMATELY 1 TO 1 1/2 THREADS MUST
EXTEND PAST THE BULKHEAD NUTPLATES. TO AVOID DAMAGING
THE AIRCRAFT COWLING, THE SCREWS MUST NOT EXTEND MORE
THAN THREE THREADS PAST THE BULKHEAD NUTPLATES.
4) Attach the spinner to the spinner bulkhead with the supplied screws and washers.
If correct thread engagement cannot be achieved:
a) Hartzell P/N B-3845-8 screws are supplied with the spinner assembly. This screw
is 0.500 inch (12.70 mm) in length.
b) Hartzell P/N B-3845-9 screw may be used if correct thread engagement cannot
be achieved. This screw is 0.562 inch (14.27 mm) in length.
c) If the spinner loosens in service, add one or more layers of UHMW tape to the
cylinder until the spinner fits snugly.
PAGE 14
Oct 1/18 61-10-00 611014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CONTROLLING
1. Propeller Governor
A. Removal
(1) Remove the upper engine cowl.
(2) Disconnect the control rod end bearing from the governor control arm.
NOTE: Have a means available to catch oil that will drip from governor when the oil line is
disconnected.
(3) Disconnect the governor oil line from the governor.
(4) Remove the governor mounting stud nuts. It will be necessary to raise the governor as the nuts
are being removed before the nuts can be completely removed.
(5) Remove the mounting gasket. If another unit not substituted, and the governor is to be removed
for a considerable length of time, cover the mounting pad to prevent foreign matter damage.
B. Installation
(1) Clean the mounting pad thoroughly. Ensure that there are no foreign particles in the recess
around the drive shaft.
(2) Place the governor mounting gasket in position with the raised portion of the screen facing
away from the engine.
(3) Align the splines on the governor shaft with the engine drive and slide the governor into position.
(4) With the governor in position, raise the governor enough to install washers and start mounting
nuts. Torque nuts 110 to 150 inch-pounds.
(5) Connect the control rod end bearing to the governor control arm.
(6) Adjust governor control per the following paragraph.
(7) Install engine cowl.
Propeller Governor
Figure 1
PAGE 2
Oct 29/19 61-20-00 61202
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
44P29A001 NEW
44P72A001 A
FIREWALL
ACCUMULATOR
PROPELLER GOVERNOR
MOUNTING
LEFT SIDE SHOWN, BRACKET
RIGHT SIDE SIMILAR
HOSE ASSEMBLY
TUBE ASSEMBLY
BULKHEAD UNION
ACCUMULATOR
TO PROPELLER GOVERNOR
AIR VALVE
SHOWN WITH FUEL INJECTED ENGINE,
INSTALLATION WITH CARBURETED ENGINE SIMILAR
B. 100 Hour
(1) To gain access to the unfeathering accumulator, remove the upper engine cowling. The
accumulator is mounted on the upper forward surface of the engine firewall, as shown in
“Figure 2” on page 61203.
(2) Connect a tire pressure gauge or another suitable tool onto the accumulator’s nitrogen charging
valve (a Schrader valve) to measure the nitrogen pressure level.
• No further action: If the pressure on the nitrogen side of the accumulator measures 90 to
100 psi (4654–5171 mm Hg), then no further action is required. Proceed to Step 4.
• High pressure, action required: If the pressure on the nitrogen side of the accumulator
measures more than 100 psi, then depress the valve to purge excess nitrogen until the
pressure measures 90 to 100 psi. Then, proceed to Step 4.
• Low pressure, action required: If the pressure on the nitrogen side of the accumulator
measures less than 90 psi, then further investigation and troubleshooting is required.
Proceed to Step 3.
(3) Nitrogen Leakage Test
(a) Pressurize the accumulator with 300–330 psi nitrogen.
NOTE: Governor relief pressure is specified to be between 310–330 psi.
(b) Check for nitrogen leaks by applying a suitable liquid, such as soapy water, Snoop, or Leak-
Tec, to the nitrogen valve.
• If leakage is found, then remove the nitrogen pressure and proceed to Step c.
• If leakage is not found, then proceed to Step d.
(c) Resolve the leak and then re-test, repeating Steps a. – b.
(d) After an acceptable leakage test is completed, return the accumulator nitrogen pressure to
90–100 psi.
(4) Make a logbook entry documenting 100 Hour Service.
4. Control Lever Feather Stop Plate
See “Figure 3” on page 61205.
NOTE: If installed, remove and discard feather stop plate P/N 78713-000 and replace with P/N 78713-003.
You may retain mounting hardware, if it is in good condition, for reuse with replacement plate
installation.
A. Removal
(1) Set the propeller control levers in the full forward position, clear of the feather stop plate assembly.
(2) Remove the screws and washers that fasten the plate assembly to an angle support.
B. Installation
Install the feather stop plate assembly (P/N 78713-003) as follows:
NOTE: By using this procedure, the final position of the feather stop plate assembly will allow stress
to be balanced across all of the plate fingers. This will assure optimum service life of the plate
and the smooth operation of the control levers.
(1) Tighten the plate screws until snug, then loosen one full turn in order to allow the plates to float.
(2) Fully engage the propeller levers into the slots of the plate assembly.
(3) Retighten the plate screws to 4-5 in.-lbs. of torque.
(4) Cycle the propeller control levers until operation is smooth.
PAGE 4
Oct 29/19 61-20-00 61204
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 6
Oct 5/16 61-20-00 61206
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
70
STANDARD
PRACTICES
- ENGINE
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CHAPTER 70
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE
PAGE 1
Oct
2
Oct 5/16
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TABLE OF CONTENTS
GENERAL 70-00-00 1
Standard Practices 1
PAGE 2
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GENERAL
Standard Practices
Review the following suggestions before working on the power plant.
A. To insure proper reinstallation and/or assembly, tag and mark all parts, clips, and brackets as to
their location prior to their removal and/or disassembly.
NOTE: Use tags or temporary marking methods which are durable enough to ensure identification
during ordinary handling, storage and final assembly of parts.
B. During removal of various tubes or engine parts, inspect them for indications of scoring, burning
or other undesirable conditions. To facilitate reinstallation, observe the location of each part during
removal. Tag any unserviceable part and/or units for investigation and possible repair.
C. Extreme care must be taken to prevent foreign matter from entering the engine, such as lockwire,
washers, nuts, dirt, dust, etc. This precaution applies whenever work is done on the engine,
either on or off the aircraft. Suitable protective caps, plugs, and covers must be used to protect all
openings as they are exposed.
NOTE: Dust caps used to protect open lines must always be installed OVER the tube ends and NOT
IN the tube ends. Flow through the lines may be blocked off if lines are inadvertently installed
with dust caps in the tube ends.
D. Should any items be dropped into the engine, the assembly process must stop and the item
removed, even though this may require considerable time and labor. Insure that all parts are
thoroughly clean before assembling.
E. Never reuse any lockwire, lockwashers, tablocks, tabwashers or cotter pins. All lockwire and cotter
pins must fit snugly in holes drilled in studs and bolts for locking purposes. Cotter pins should
be installed so the head fits into the castellation of the nut, and unless otherwise specified, bend
one end of the pin back over the stud or bolt and the other end down flat against the nut. Use
only corrosion resistant steel lockwire and/or cotter pins. Bushing plugs shall be lockwired to the
assembly base or case. Do not lockwire the plug to the bushing.
F. All gaskets, packings and rubber parts must be replaced with new items of the same type at
reassembly. Insure the new nonmetallic parts being installed show no sign of having deteriorated in
storage.
G. When installing engine parts which require the use of a hammer to facilitate assembly or
installation, use only a plastic or rawhide hammer.
CAUTION: ENSURE THAT ANTI-SEIZE COMPOUNDS ARE APPLIED IN THIN EVEN COATS,
AND THAT EXCESS COMPOUND IS COMPLETELY REMOVED TO AVOID
CONTAMINATION OF ADJACENT PARTS.
H. Anti-seize lubrication should be applied to all loose-fit spline drives which are external to the engine
and have no other means of lubrication. For certain assembly procedures, molybdenum disulfide in
either paste or powdered form mixed with engine oil or grease may be used.
PAGE 2
Oct 5/16 70-00-00 70002
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MAINTENANCE MANUAL
CHAPTER
71
Power Plant
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71-ii
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CHAPTER 71
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE
PAGE 1
Jul
2
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TABLE OF CONTENTS
GENERAL 71-00-00 1
Description 1
Troubleshooting 1
Powerplant 6
Removal 6
Installation 9
COWLING 71-10-00 1
Cowling 1
Removal 1
Installation 1
Cleaning, Inspection and Repair 1
Engine Cowl Flaps 3
Operation and Adjustment 3
MOUNTS 71-20-00 1
Engine Shock Mounts 1
Installation ( 1
Engine Mount 100 Hour Inspection 1
Engine Mount Corrosion Inspection, Immersion in Water 2
Inspection 2
Corrosion Prevention 2
PAGE 2
Oct 5/16 71 - CONTENTS 71-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GENERAL
Chart 1 (Sheet 1 of 4)
TROUBLESHOOTING POWERPLANT
PAGE 2
Jul 1/17 71-00-00 71002
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 2 of 4)
TROUBLESHOOTING POWERPLANT
CHART 1 (Sheet 3 of 4)
TROUBLESHOOTING POWERPLANT
PAGE 4
Jul 1/17 71-00-00 71004
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 4 of 4)
TROUBLESHOOTING POWERPLANT
3. Powerplant
A. Removal
See “Figure 1” on page 71007.
(1) Make sure all electrical switches are turned off, and the battery ground wire is disconnected at
the battery.
(2) Move the fuel selector to its off position.
(3) Remove the engine cowlings. (See 71-10-00.)
(4) Remove the propellers per Propeller, Removal, 61-10-00. Make sure to cap or cover the end of
the crankshaft.
NOTE: After disconnecting any fuel, oil, or vacuum lines, make sure they and their fittings
are capped. To prevent any question arising at installation as to where certain lines
or fixtures need to be connected, items should be “TAGGED” or identified before
separation.
(5) Remove the positive and ground leads from the starter. Disconnect from the engine mount and
move the leads clear of the engine.
(6) Remove the engine as follows:
(a) If equipped, disconnect the primer system hose from the tee fitting at the rear of the engine,
and tie it back out of the way of the engine.
(b) Disconnect the throttle, mixture, and carburetor heat/alternate air controls and make sure
they will not interfere with removal. The carburetor/fuel servo can be removed if desired.
(c) Disconnect the prop control cable from the governor and dismount the cable from the engine.
Move the cable out of the way, so as not to interfere with engine removal.
(d) Separate the fuel supply hose from the “L” fitting at the rear of the engine and make sure it
is clear of the engine.
(e) Remove the tubes from the intake drain valves, at the bottom of the engine.
(f) Remove the ignition leads from the spark plugs, so they can be made clear of the engine
mount. Tag and note the leads as to which cylinder they affect, unscrew the support clamps,
and cut the tie raps retaining the leads to the engine mount. Remove the necessary
grommets in the baffles and pull the leads back to the rear of the engine. The leads and
distributor caps should be removed from the magnetos (making sure they are noted as to
their installation), or coiled and wrapped so they can be tied to the back of the engine to
keep them out of the way.
(7) The lines leading to the oil cooler wrap around the engine mount and must therefore be removed
or one end of each unattached from its fitting at either the cooler or the filter. Whichever method
is followed, make sure the open hoses and fittings are capped.
(8) Remove the “P” leads at the magnetos. Install a cap or protective cover over each of the distributor
blocks openings.
(9) Disconnect the oil temperature lead at the top aft end of the engine and make sure it is clear of
the engine at removal.
(10) If equipped, unscrew the tachometer cable out of the back of the engine and move clear for
removal.
(11) If equipped, disconnect the vacuum lines from the pump and if tied to any item being removed
with the engine release the line.
(12) Disconnect the oil breather tube from the back of the engine and make sure it is held clear of the
engine.
(13) Disconnect the alternator leads, their cable attachments and move them clear of the engine.
PAGE 6
Jul 1/17 71-00-00 71006
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Engine Installation
Figure 1
PAGE 8
Oct 5/16 71-00-00 71008
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
B. Installation
See “Figure 1” on page 71007.
(1) Attach a one-half ton (minimum) hoist to the engine hoisting straps and swing the engine into
alignment with its attaching points.
(2) Install the engine shock mounts as specified in 71-20-00.
(3) Connect the alternator leads and secure cables with clamps.
(4) Connect the oil pressure line, tachometer drive cable (if equipped), oil temperature lead and the
oil breather tube to the aft end of the engine.
(5) If equipped, connect the vacuum pump line at the pump.
(6) Secure the ignition harness, hoses and lines at the aft end of the engine.
(7) Connect both lines to the oil cooler.
(8) Connect the fuel pump supply line.
(9) Connect the magneto “P” leads to the magnetos.
(10) Connect the propeller control cable to the governor.
(11) Connect the throttle, mixture and carburetor heat/alternate air cable. Reinstall the carburetor/fuel
servo, if previously removed.
(12) If equipped, connect the primer system hose to the tee fitting at the rear of the engine.
(13) Connect the starter positive and ground leads at the starter and secure with attachment clamps.
(14) Be certain that the magneto switches are OFF and install the propeller. See Propeller, Installation,
61-10-00.
(15) Connect the battery ground wire at the battery.
(16) Open the throttle and fuel valve completely. Turn on the electric fuel pump and check the fuel line
for leaks.
(17) Install the engine cowlings and remove the tail stand. Make sure the appropriate drains are
installed.
(18) Fill the engine with the proper grade and amount of engine oil. See 12-10-00.
NOTE: To avoid possible high speed bearing failure resulting from a lack of lubrication during
initial starts, the engine should be pre-oiled in accordance with the latest revision of
Lycoming Service Instruction No. 1241.
NOTE: Do not lubricate engine control cables.
(19) Turn on the fuel valve; open the throttle full and turn on the electric fuel pump. Check the fuel
lines for leaks.
(20) Perform an engine operational check.
PAGE 10
Oct 5/16 71-00-00 710010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
COWLING
1. Cowling
The cowling consists of an upper and lower section and a nose section. A cowling flap is an integral part
of the lower cowling.
A. Removal
See “Figure 1”.
(1) Remove the fasteners securing the top cowling and remove the cowling.
(2) Disconnect the cowling flap control.
(3) Support the bottom cowling and remove the screws that attach the cowling to nose cowling,
engine mount and nacelle.
(4) The nose cowling may be removed by removing the attaching screws and separating the two
cowling halves.
B. Installation
See “Figure 2”.
(1) Install the nose cowling by placing the two halves in position and inserting the attaching
screws.
(2) Position the bottom cowling and support it while inserting the screws that attach the cowling to
nose cowling, engine mount and nacelle.
(3) Connect the cowling flap control.
(4) Position the top cowling and install the fasteners.
C. Cleaning, Inspection and Repair
(1) The cowling should be cleaned with a suitable solvent then wiped with a clean cloth.
(2) Inspect the cowling for dents, cracks, loose rivets, damaged or missing fasteners and damaged
fiberglass areas.
(3) Repair all defects to prevent further damage. Fiberglass repair procedures are in 51-70-00.
PAGE 2
Oct 5/16 71-10-00 71102
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 4
Oct 5/16 71-10-00 71104
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
MOUNTS
PAGE 2
Oct 5/16 71-20-00 71202
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
AIR INTAKES
1. Induction System
See “Figure 1” on page 71603.
Induction air is taken from the right rear engine baffle, routed through a short duct into the filter housing,
and down to the carburetor/fuel servo through another duct and the carburetor/fuel servo air box. The filter
housing, mounted to the firewall, is supported by connections to the two ducts and by a bracket to the
engine mount structure. The carburetor/fuel servo air box is connected to the carburetor/fuel servo heat
duct, which is additionally utilized as an alternate air source should the main inlet become blocked.
2. Air Filter Housing
A. Removal
(1) Remove both the top and bottom cowlings per “Removal” on page 71101.
(2) Remove the cover of the filter housing and withdraw the air filter.
(3) Loosen the clamps retaining the ducts to the filter housing. Remove the duct ends from filter
housing and move them out of the way.
(4) Where the housing is mounted to the firewall make note of the amount and situation of the
spacers and washers used. Remove the bolt and washers.
(5) With the housing supported, remove the bolts from the housing support bracket that attach it to
the engine mount.
B. Installation
(1) With the housing supported, install the bolts to the housing support bracket that attaches it to the
engine mount.
(2) Install the bolts and washer that mount the housing to the firewall.
(3) Move the duct ends onto the filter housing and secure with clamps.
(4) Install the air filter and position the cover of the filter housing.
(5) Install both the top and bottom cowlings per “Installation” on page 71101.
3. Air Box
A. Airplanes equipped with Carbureted Engines
In airplanes equipped with the O-360-A1H6 and LO-360-A1H6 engines, the carburetor and air box are
at the rear of the engine under the dual magnetos. A valve assembly allows the air box to provide cold
or heated air to the carburetor by selecting “Carb Heat” on or off on the control quadrant.
(1) Removal
(a) Remove the bottom cowling per “Removal” on page 71101.
(b) Disconnect the control cable from the air box valve control arm.
(c) Loosen the clamps on the duct tubes and move the duct tube ends clear of the air box inlets.
(d) Remove the twelve (12) screws securing the air box bottom (i.e., back) to the air box: eight
(8) on the back of the box, and two (2) each on the top and bottom aft of the valve shaft; and
remove the air box bottom (i.e., back).
(e) Remove the air box valve assembly to expose the four bolts which secure the air box to the
carburetor/fuel servo.
(f) Remove and discard the safety wire.
(g) Support the air box. Remove the four (4) bolts and washers and remove the air box.
(2) Installation
(a) Position the air box and nstall four (4) bolts and washers hand tight.
NOTE: Take care to ensure parts buildup is as shown in Section A-A in “Figure 1” on page
71603.
(b) Torque the four (4) bolts as follows:
1) In S/N’s 4496001 thru 4496302:
a) With factory installed air box and gaskets, torque bolts to 40–50 in·lbs.
NOTE: Not recommended. Kit 88501-002 or 88501-003, Revision E or later,
should be installed per Piper Service Bulletin No. 1220C or latest revision.
b) With Kit 88501-002 or 88501-003 installed per Piper Service Bulletin No. 1220,
latest revision, torque bolts to 96–106 in·lbs.
NOTE: If Kit 88501-002 or 88501-003, Revision D or earlier, has been installed,
ensure gaskets have been replaced per Piper Service Bulletin No. 1300,
latest revision.
2) In S/N’s 4496303 and up, torque bolts to 96–106 in·lbs.
NOTE: In S/N’s 4696303–4496400, ensure gaskets have been replaced per Piper
Service Bulletin No. 1300, latest revision.
(c) Safety the four (4) bolts.
(d) Install the air box valve assembly in the air box.
(e) Position the air box bottom (i.e., back) in place and secure with twelve (12) screws; eight (8)
on the back of the box, and two (2) each on the top and bottom aft of the valve shaft.
(f) Place the duct tube ends over the air box inlets. Secure with clamps.
(g) Reconnect the control cable to the air box valve control arm. Check adjustment per “Control
Adjustment” on page 71605.
(h) Reinstall the cowling(s) per “Installation” on page 71101.
(3) Inspection
(a) Remove the back of the air box to access the valve assembly per “Removal” on page 71601.
Lubricate the shaft of the valve assembly with Lubriplate as necessary.
(b) Check the condition and operation of the valve. Make sure the shaft moves freely in the
bearings and the bearings are in good condition. Replace as required.
(c) With the back of the air box removed, inspect the box for cracks and proper sealing of the
valve assembly.
PAGE 2
Jul 1/17 71-60-00 71602
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
85264 G
FILTER ELEMENT HOSE AIR BOX ASSEMBLY FIREWALL
AIR FILTER
BOX ASSEMBLY
ENGINE MOUNT
AIR FILTER
COVER ASSEMBLY
A A CARBURETOR
SHROUD
INSTALLATION
HOSE
BRACKET
ENGINE BAFFLE
ASSEMBLY
EXHAUST PIPE
SECTION A – A
LOOKING FORWARD
CARBURETOR
EXHAUST
PIPE
LOOKING AFT
(ENGINE AND BAFFLES REMOVED)
Induction System
Figure 1 (Sheet 1 of 2)
Effectivity
71-60-00
with O-360-A1H6 or PAGE 3
71603 or LO-360-A1H6 Engine Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
44P71A001 C
FILTER ELEMENT HOSE AIR BOX ASSEMBLY FIREWALL
AIR FILTER
BOX ASSEMBLY ENGINE MOUNT
AIR FILTER
COVER ASSEMBLY
B B
DUCT
HOSE
BOLT (MS20074-04-05)
WASHER (MS35333-40) (UNDER HEAD)
TRUSS ASSEMBLY
AIR BOX ASSEMBLY FUEL SERVO
GASKET
FUEL SERVO ENGINE BAFFLE
SAFETY WIRE BOLT (MS20995-C32)
(TWO PLACES)
LOOKING DOWN
EXHAUST PIPE
(ENGINE REMOVED)
BOLT (MS20074-04-05)
WASHER (MS35333-40)
WASHER (NAS1149F0463P)
(BOTH UNDER HEAD) FIREWALL
AIR BOX ASSEMBLY
GASKET
FUEL SERVO
SAFETY WIRE BOLT (MS20995-C32)
(TWO PLACES)
SECTION B – B
LOOKING FORWARD
BRACKET
ASSEMBLY
FUEL SERVO
EXHAUST PIPE
LOOKING AFT
(ENGINE AND BAFFLES REMOVED)
Induction System
Figure 1 (Sheet 2 of 2)
Effectivity
71-60-00
PAGE 4 with IO-360-B1G6 or
Oct 1/18 LIO-360-B1G6 Engine 71604
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
44P71A001 A
BOLT
A WASHERS (2 EA.)
NUT
(2 PLACES)
EXHAUST PIPE
BOLT
WASHERS (2 EA.)
NUT
(2 PLACES)
COVER
SHROUD
ASSEMBLY
EXHAUST PIPE CLAMP
FIREWALL
A VIEW A-A
OUTBOARD SIDE OF SHROUD REMOVED FOR CLARITY
PAGE 6
Jul 1/17 71-60-00 71606
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
73
ENGINE FUEL
AND CONTROL
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
73-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 73
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE
PAGE 1
Jul
2
Oct 1/17
5/16 73 - LIST OF EFFECTIVE PAGES 73-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TABLE OF CONTENTS
DISTRIBUTION 73-10-00 1
Primer System 1
Description 1
Primer Jets 1
Fuel Injector Nozzles 6
Removal 6
Cleaning and Inspection 6
Installation 6
CONTROLLING 73-20-00 1
Carburetor 1
Maintenance 1
Adjustment 3
Mixture 3
Idle Speed. 3
Fuel Injector 4
Inspection 4
Idle Speed and Mixture Adjustment 4
INDICATING 73-30-00 1
Fuel Pressure Gauge 1
Fuel Pressure Sender Testing 1
Troubleshooting 1
PAGE 2
Oct 5/16 73 - CONTENTS 73-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
DISTRIBUTION
1. Primer System
Installed with Lycoming Model O-360-A1H6 and LO-360-A1H6 engines only.
See “Figure 1” on page 73102 and “Figure 2” on page 73104.
A. Description
NOTE: The electric fuel pumps must be ON to operate the electric primers.
The priming system for each engine consists of a solenoid controlled valve, fuel lines, and primer jets
installed in the intakes of three cylinders.
Each system is operated by switching on the appropriate electric fuel pump to supplying fuel to the
primer system. With fuel pressure available, the primer button is depressed, actuating the primer
solenoid valve, and allowing fuel to flow through the lines to the primer jets in the intake of the three
cylinders in each engine. ( See “Figure 1” on page 73102.)
B. Primer Jets
(1) To remove the primer jets, disconnect the supply line from each jet. With a deep socket and light
pressure, remove the jet from the cylinder.
(2) To clean the jet, soak in carbon remover solution long enough to loosen any dirt and blow clean
with air pressure. Do not use sharp objects or wire brush to clean the jet tube.
(3) Install the jet finger tight to ensure that the threads are not crossed. Torque primer jets to
60 inch·pounds.
(4) Align and install the fuel supply lines. Tighten fuel line fittings to a snug fit.
NOTE: If fuel stoppage continues after the primer jets are cleaned, check for blocked supply
lines and bent or collapsed walls.
106915 E
LEFT SIDE
TO ELECTRIC FUEL PUMP
SOLENOID VALVE
FIREWALL
RIGHT SIDE
SHOWN
Hose routing may vary
in S/N’s 4496001–4496346.
TO
ENGINE-DRIVEN
FUEL PUMP
AIRFRAME
PRIMER SUPPLY
INSTALLATION
CARBURETOR
PRIMER LINES
PRIMER JET
2
PRIMER JET
1
PRIMER JET
LOOKING UP
Effectivity
73-10-00
PAGE 2 with O-360-A1H6 and LO-360-A1H6 Engines
Oct 1/18 in S/N’s 4496001–4496451 73102
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
FUEL PRIMER
FIREWALL
AIRFRAME
PRIMER SUPPLY
INSTALLATION
LOOKING DOWN
TEE
PRIMER JET
2
PRIMER JET
1
PRIMER JET
LOOKING UP
Effectivity
73-10-00
with O-360-A1H6 and LO-360-A1H6 Engines PAGE 3
73103 in S/N’s 4496452 and up Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
73-10-00
PAGE 4 with O-360-A1H6 or
Oct 1/18 LO-360-A1H6 Engine 73104
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
73-10-00
with IO-360-B1G6 or PAGE 5
73105 LIO-360-B1G6 Engine Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
73-10-00
PAGE 6 1 with IO-360-B1G6 or
Jul 1/17
Oct 1/18 LIO-360-B1G6 Engine 73106
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
73-10-00
with IO-360-B1G6 or PAGE 7 2
73107 LIO-360-B1G6 Engine Oct
Jul 1/17
1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 8
Oct 1/18 73-10-00 73108
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CONTROLLING
Carburetor
Figure 1
Effectivity
73-20-00
PAGE 2 with O-360-A1H6 or
Jul 1/17 or LO-360-A1H6 Engine 73202
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
B. Adjustment
(1) Mixture
See “Figure 1”.
WARNING: WHEN PERFORMING ENGINE WARM-UP INDOORS, PROVIDE A BARRIER
ABOUT THE ENGINE TO PREVENT SERIOUS INJURY. ALSO PROVIDE
ADEQUATE MEANS OF VENTILATING THE WORK AREA.
(a) After performing the standard engine starting procedure, operate the engine for at least
two minutes between 800 to 1200 RPM to insure proper engine warm-up.
(b) Position the cockpit throttle control lever to obtain a reading of approximately 550 RPM on
the tachometer with the idle mixture control at the full rich position.
(c) While observing the tachometer, slowly pull the mixture control towards the idle cut-off
position. The optimum mixture is obtained when the RPM increases slightly (10 to 50 RPM)
prior to engine speed decreasing.
(d) Following the momentary increase in RPM, the engine speed will start to drop. Immediately
move the mixture control to the full rich position to prevent the engine from cutting out
completely.
(e) Should these steps reveal that the idle mixture is not correct make the following adjustments
and perform steps (b) thru (d) again.
1) With the engine set to idle at 550 RPM turn the idle mixture adjusting screw at the
rear of the carburetor, clockwise, leaning the fuel mixture. Continue to do this until the
engine begins to run roughly, at which time the engine speed will decrease.
2) Turn the adjustment screw counterclockwise until the engine runs smoothly again.
Continue to turn the screw in the same direction until the engine begins to run roughly
once more. At this point, the fuel mixture will be too rich and engine speed will decrease
again.
3) Now adjust the screw to a midway position between the lean and rich fuel mixture; the
RPM of the engine will reach a minimum speed for idle mixture settings.
(f) After adjusting the idle mixture, recheck it several times to insure its remaining consistent
from high power settings back to idle.
(2) Idle Speed.
See “Figure 1”.
(a) Pull back the cockpit throttle control lever until it is completely aft and in the closed
position. Observe the engine speed on the tachometer.
(b) Adjust the idle speed adjustment screw to obtain from 550 to 650 RPM. Rotate the screw
clockwise to increase the speed of the engine; counterclockwise to decrease the engine
speed. The screw is located on the throttle arm.
NOTE: One complete revolution of the carburetor idle screw provides a variation of
approximately 100 RPM in idling speed.
Effectivity
73-20-00
with O-360-A1H6 or PAGE 3
73203 or LO-360-A1H6 Engine Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
2. Fuel Injector
With Lycoming Model IO-360-B1G6 and LIO-360-B1G6 engines.
See “Figure 3” on page 73107 and “Figure 2” on page 73205.
A. Inspection
Inpect the following items at each annual inspection or 100 hours, whichever comes first:
(1) Inspect self-locking nuts which fasten the injector to the engine for security and conidtion. if loose
or suspect, replace nuts and torque per Lycoming SSP-1776.
(2) Inspect all fuel lines for tightness and evidence of leakage.
(3) Inspect throttle and mixture control rod ends and levers for condition and security.
(4) Remove and clean the injector inlet strainer at the first 25 hours of operation and each 50 hour
inspection thereafter. Inspect the screen for distortion or openings in the strainer. Replace for
either of these conditions. Clean screen assembly in solvent and dry with compressed air.
Damaged strainer “O” rings should be replaced. To install the screen assembly, place the gasket
on the screen assembly and install the assembly in the throttle body and tighten to 35-40 inch-
pounds torque.
B. Idle Speed and Mixture Adjustment
(PIR-PPS60249-2, Rev. New.)
(1) Start the engine and warm up in the usual manner until oil and cylinder head temperatures are
normal.
(2) Check magnetos, left and right (Max 175, w/50 RPM difference), RPM drop with alternate air
engaged, (30-100 RPM). If the “mag-drop” is normal, proceed with idle adjustment.
(3) Set throttle stop screw so that the engine idles at 600 ± 50 RPM. If the RPM changes appreciable
after making the mixture adjustment during the succeeding steps, readjust the idle speed to the
desired RPM.
(4) When the idling speed has been stabilized, move the cockpit mixture control lever with a smooth,
steady pull toward the “Idle-Cut-Off” position and observe the tachometer for any change during
the leaning process. Caution must be exercised to return the mixture control to the “Full Rich”
position before the RPM can drop to a point where the engine cuts out. An increase of more than
50 RPM while “leaning out” indicates an excessively rich idle mixture. An immediate decrease in
RPM (if not preceded by a momentary increase) indicates the idle mixture is too lean.
(5) If the above indicates that the idle adjustment is too rich or too lean, turn the idle mixture
adjustment in the direction required for correction, and check this new position by repeating
the above procedure. Make additional adjustments as necessary until a check results in a
momentary pick-up of approximately 5 (never more than 10) RPM. Each time the adjustment is
changed, the engine should be run up to 2000 RPM to clear the engine before proceeding with
the RPM check. Make final adjustment of the idle speed adjustment to obtain the desired idling
RPM with closed throttle. The above method aims at a setting that will obtain maximum RPM with
minimum manifold pressure. In case the setting does not remain stable, check the idle linkage;
any looseness in this linkage would cause erratic idling. In all cases, allowance should be made
for the effect of weather conditions and field altitude upon idling adjustment.
Effectivity
73-20-00
PAGE 4 with IO-360-B1G6 or
Oct 1/18 LIO-360-B1G6 Engine 73204
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
73-20-00
with IO-360-B1G6 or PAGE 5
73205 LIO-360-B1G6 Engine Oct 29/19
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
73-20-00
PAGE 6 with IO-360-B1G6 or
Jul 1/17 LIO-360-B1G6 Engine 73206
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
FWD
VIEW A-A
Effectivity
73-20-00
with IO-360-B1G6 or PAGE 7
73207 LIO-360-B1G6 Engine Oct 1/18
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
73-20-00
PAGE 8 with IO-360-B1G6 or
Jul 1/17 LIO-360-B1G6 Engine 73208
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
INDICATING
Chart 1
FUEL PRESSURE SENDER TEST SPECIFICATION
Pressure (PSI) Resistance (Ohms) Tolerance (Ohms)
0 10 -
0.5 11.5 +1, -0
5 42 ±1/2, -0
8 60 +1/2, -0
10 72 ±1
The gauge (Piper P/N 86750-2) should indicate 8 psi +1/2, - 0 needle widths.
Chart 2
TROUBLESHOOTING FUEL PRESSURE GAUGE
Trouble Cause Remedy
No fuel pressure indication Fuel valve stuck. Check valve.
No fuel in tanks. Check fuel, fill.
Defective fuel pump. Check pump for pressure
build up. Check diaphragm
and relief valves in engine
pump. Check for
obstruction in electric
pump. Check bypass valve.
Air leak in intake lines.
Pressure low or pressure surges. Obstruction in inlet side of pump. Trace lines and locate
obstruction.
Faulty bypass valve. Replace.
Faulty diaphragm. Replace or rebuild pump.
Needle Fluctuation. Surge dome or pump filled Remove and empty.
with fuel.
Air in line. Loosen line at gauge, turn
on electric pump. Purge
line of air and retighten.
High Fuel Pressure with engine Fuel in line expanding due to Normal.
shut off right after flight. heat build up in cowling.
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PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
74
IGNITION
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
74-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 74
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE
PAGE 1
Jul
2
Oct 1/17
5/16 74 - LIST OF EFFECTIVE PAGES 74-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 74 - Ignition
TABLE OF CONTENTS
DISTRIBUTION 74-20-00 1
Ignition Harness 1
Inspection 1
Removal 1
Disassembly 1
Assembly 4
Installation 6
Spark Plugs 6
Removal 6
Inspection and Cleaning 7
Installation 7
SWITCHING 74-30-00 1
Magneto and Starter Switches 1
Removal and Installation
PAGE 2
Oct 5/16 74 - CONTENTS 74-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
1. Ignition System
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING
OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
A. Description
This section provides only basic timing magnetos to the engine procedures and, if not provided in
the appropriate vendor engine maintenance manual, magneto removal and installation instructions.
Refer to the appropriate vendor’s engine and magneto maintenance manuals for all other magneto
maintenance procedures. See Introduction - Supplementary Publications.
Ignition of the fuel charge in each cylinder is accomplished by two spark plugs independently excited
by one of two Slick 4300 series magnetos. Two magnetos are installed on each engine for redundancy.
Each magneto separately generates, times and distributes high tension (voltage) through leads to
each cylinder.
The magnetos are controlled by switches at the lower left of the instrument panel ( “Figure 1” on page
74301). With its switch OFF, the magneto is grounded and will not produce spark. The right magneto
fires all the lower spark plugs. The left magneto fires all the upper spark plugs.
(1) In airplanes equipped with Lycoming O-360-A1H6 and LO-360-A1H6 engines
On each engine, the right magneto is standard and the left magneto is impulse-coupled.
(2) In airplanes equipped with Lycoming IO-360-B1G6 and LIO-360-B1G6 engines
On each engine, both the right and left magnetos are impulse-coupled.
Impulse-coupled magnetos are installed to retard magneto ignition timing (see lag angle on magneto
dataplate) and provide spark for engine starting. As the engine is cranked, a spring in the impulse
coupling is wound. When the engine crankshaft reaches the proper position for starting, the spring in
the impulse coupling is released to spin the rotating magnet and produce the spark required to fire
the engine. After the engine starts, the impulse coupling flyweights disengage the coupling due to
centrifugal action. The coupling then acts as a straight drive and the magneto fires at the normal firing
position of the engine.
NOTE: Check the magneto data plate to verify the specific model number and series of the magneto
being worked on.
B. Troubleshooting
WARNING: ENSURE THAT THE PRIMARY CIRCUITS OF BOTH ENGINES ARE GROUNDED
AND THE IGNITION SWITCH IS OFF, BEFORE WORKING ON EITHER ENGINE.
WARNING: REMOVE HARNESS ASSEMBLIES FIRST AND INSTALL THEM LAST TO MINIMIZE
DANGER OF STARTING ENGINE INADVERTANTLY WHEN GROUND LEAD IS
REMOVED FROM MAGNETO. I.E. - THESE MAGNETOS ARE NOT INTERNALLY
GROUNDED AND MAGNETO IS HOT WHEN GROUND LEAD IS DISCONNECTED.
See “Chart 1” on page 74102.
C. Replacement Magnetos
An alternative to overhaul is complete magneto replacement with a new Slick magneto. New Slick
magnetos incorporate all the latest design features and may be a cost effective alternative to overhaul.
NOTE: Check the magneto data plate to verify the specific model number and series of the magneto
being worked on.
Chart 1
TROUBLESHOOTING MAGNETOS
Trouble Cause Remedy
Failure of engine to start. Defective spark plugs. Clean and adjust or replace
spark plugs.
Defective ignition wire. Check with electric tester
and replace defective
wires.
Defective battery. Replace with charged
battery.
Improper operation of Check points. Check
magneto breaker. internal timing of magnetos.
Failure of engine to idle Faulty ignition system. Check entire ignition
properly. system.
Low power and uneven Defective spark plugs. Clean and gap or replace
running. spark plugs.
Magneto breaker points not Clean points. Check
working properly. internal timing of magnetos.
Defective ignition wire. Check wire with electric
tester. Replace defective
wire.
Defective spark plug terminal Replace connectors on
connectors. spark plug wire.
Failure of engine to develop Faulty ignition. Tighten all connections.
full power.
Check system with tester.
Check ignition timing.
D. Overhaul
Overhaul is required as conditions indicate, but in no case may Slick 4300 series magnetos time-in-
service exceed the TBO for the engine. Magnetos must also be overhauled after a lightning strike or
following a sudden engine stoppage.
Information provided in this section is intended to support magneto removal, cleaning, inspection,
replacement and timing. For magneto overhaul procedures, see Slick’s F-1100 Master Service
Manual. See Vendor Publications under Supplementary Publications in the Introduction for availability.
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Oct 5/16 74-10-00 74102
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
2. Magnetos
A. 100 Hour Inspection
Every 100 hours or at annual inspection, whichever comes first, perform the following checks.
WARNING: BE SURE IGNITION SWITCH IS IN THE “OFF” POSITION AND THE CONDENSER
P-LEAD IS GROUNDED.
(1) At annual or 100 hour inspections, check magneto to engine timing. If engine timing has advanced
or retarded (timing drift) more than 4 degrees from the previous inspection set point or more than
5 degrees since original installation, refer to the Slick by Champion Master Service Manual,
L-1363, for guidance on troubleshooting and correction.
If the timing drift is 4 degrees or less, re-time the magneto to the engine per ”Adjust timing to
engine.” on page 74104. Record the set timing in the engine logbook inspection entry.
Note that timing drfit of more than 4 degrees within any 100 hour period warrants immediate
investigation and correction.
Example: On a 20 degree base timing engine, if the timing is found to be 15 degrees Before Top
Dead Center (BTDC) or 25 degrees BTDC, in a 100 hour interval, this is considered excessive
timing and should be investigated for cause.
NOTE: Champion employs a magneto design where the wear of breaker cam surfaces and
point surface erosion offset each other, resulting in a larger drift in engine timing.
Timing retards when the cam surface wears more quickly than the point surfaces.
Timingadvances when the point surfaces erode more quickly than the cam.
When magneto timing drift exceeds 5 degrees, the magneto output may be diminished
and ignition of the fuel-air mixture becomes less effective. Symptoms of this condition
can include: hard starting, a rough running engine, and RPM/differental RPM drops
exceeding the engine manufacturers allowable preflight mag checks.
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Oct 29/19 74-10-00 74104
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
B. Removal
Before removing the magnetos, make sure the magneto switches are OFF.
CAUTION: ASCERTAIN THAT THE PRIMARY CIRCUIT OF THE ENGINE IS GROUNDED BEFORE
WORKING ON THE ENGINE.
WARNING: THE MAGNETO IS NOT INTERNALLY GROUNDED, WHEN THE GROUND LEAD IS
DISCONNECTED THE MAGNETO IS HOT. REMOVING THE HARNESS ASSEMBLY
FIRST AND INSTALLING THEM LAST MINIMIZES THE DANGER OF STARTING THE
ENGINE ACCIDENTALLY WHEN THE GROUND LEAD IS REMOVED FROM THE
MAGNETO.
(1) Turn the engine crankshaft in the normal direction of rotation until the No. 1 cylinder is in the
full-advance firing position.
(2) Remove the harness cap from the magneto. Before doing this, place an index mark on the
harness cap and distributor housing to ensure proper alignment upon reassembly.
(3) Disconnect the P-lead and pressurization tube from magneto.
(4) Remove the nuts, washers and clamps, and remove the magnetos from the engine.
(5) Cover the magneto accessory opening with suitable material to prevent internal engine
contamination.
NOTE: Stringers, inclusions, and heat checks may appear on the surfaces of impulse
coupling components. These conditions are normal and, by themselves, generally
do not require impulse coupling replacement.
(e) Inspect pawl retaining rivets. If loose or, if they show indications of movement, replace
impulse coupling.
(f) Measure the clearance between the boss on the underside of each impulse pawl and the
pawl plate using a feeler gauge. Position the latching end of the impulse pawl over the pawl
plate as shown in “Figure 3”.
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Oct 29/19 74-10-00 74106
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(6) Inspect primary contact points for signs of pitting and discoloration (“Figure 6”). If points are not
discolored and have a white, frosty surface around the edges, points are functioning properly and
can be reused. If points are blue (indicating excessive arcing) or pitted, they should be discarded.
Replace primary contact point assembly, condenser and cam.
Contact Points
Figure 6
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Oct 29/19 74-10-00 74108
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 10
Oct 29/19 74-10-00 741010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
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Oct 29/19 74-10-00 741012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
E. Assembly
NOTE: The following parts MUST BE REPLACED at engine overhaul (refer to Slick Service Bulletin
No. SB-2-80C). Condenser, drive end bearing, bearing cap assembly, impulse coupling,
coil, rotor gear, oil seal, contact point kit and distributor block and gear assembly. Refer to
Slick Part List for part numbers. At each 500 hour inspection replace parts that are worn or
damaged.
(1) Assemble new bearings onto shaft (See “Figure 11”.)
CAUTION: DO NOT ALLOW ROTOR TO COME INTO CONTACT WITH METAL CHIPS OR
FILINGS. ROTOR IS MAGNETIZED.
(a) Insert the base plate (T-117) and adapter plate bushing (T-119) into T-125 assembly fixture.
(b) Place one drive-end bearing and one bearing cap assembly onto the rotor shaft.
(c) Insert the rotor shaft into the adapter plate bushing (threaded end down).
(d) Place the bearing assembly plug (T-101) onto the exposed end of the rotor shaft.
(e) Turn T-handle screw to seat the bearings against the bearing shoulders on the rotor shaft.
(f) Remove the rotor shaft, adapter bushing, adapter plate and bearing assembly plug from
T-125 assembly fixture.
Installing Bearings
Figure 11
PAGE 14
Oct 29/19 74-10-00 741014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(2) Install rotor shaft assembly (See “Figure 11” on page 741014).
(a) Place magneto frame in T-125 assembly fixture (flange down).
(b) Position rotor shaft assembly in the magneto frame.
(c) Insert rotor and frame assembly plug (T-102) into the T-handle.
(d) Tum T-handle until the bearing cap bottoms in the frame. Place cap over end of rotorshaft
first.
(e) Place T-151 cam and rotor set onto the end of the rotor shaft and turn T-handle until the shaft
bottoms in magneto frame.
(f) Install bearing clamps and the hold-down screws.
(g) Torque screws to 20-24 in·lbs.
(3) Install oil seal (See “Figure 12”).
(a) Lubricate oil seal with engine oil.
(b) Reverse the magneto on the T-125
assembly fixture so the flange is facing
up.
(c) Insert the oil seal over the rotor shaft.
(d) Press the oil seal flush into the frame
using the oil seal assembly plug (T-103)
and the T-handle screw.
(4) Install Woodruff Key by pressing Woodruff
Key into the key slot of the rotor shaft.
(5) In impulse coupled magnetos only, assemble
impulse coupling:
(a) Assemble inner eye of the impulse
spring into the grooves in the impulse
hub.
(b) Set the impulse shell and untensioned
impulse spring on the hub.
(c) Holding the shell in one hand and the
pawls with the thumb and forefinger Oil Seal Installation
of the other hand, pull the hub slowly, Figure 12
straight back, until its far enough to clear
the projections on the shell.
CAUTION: DO NOT WIND THE IMPULSE SPRING MORE THAN 1/4 TURN.
(d) Hold the shell stationary and rotate the hub to wind the impulse spring until the projections
on the other section of the pawl plate pass the projections on the shell. (Approximately 1/4
revolution or 90 degrees.)
(e) Ensure the shell is seated squarely on the hub and turns freely.
(6) In impulse coupled magnetos only, install impulse coupling:
(a) Install impulse coupling assembly onto the rotor shaft and install impulse washer.
(b) Install coupling nut and torque to 120–180 in·lbs to seat the coupling on the rotor shaft. If
cotter pin will not align with pin hole within the specified torque range, remove the nut and
lightly lap its bottom surface with emory cloth.
(c) Verify that the coupling is free by snapping it through 3 or 4 times.
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Oct 29/19 74-10-00 741016
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
(d) Insert T-150 “E” Gap Gauge between the pole laminations in the rotor shaft and the pole
laminations in the frame. Read the magneto data plate for magneto rotation.
1) For old style rotor (i.e. - no slots on the magnet head), insert flat end of T-150 “E” Gap
Gauge. Insert the “E” Gap Gauge against the right lamination for right-hand rotation
magnetos and against the left laminations for left-hand rotation magneto.
2) For new style rotors (with slots on magnet head), insert notched end of T-150 “E”
Gap Gauge. Locate the appropriate “L” or “R” timing slot on the rotor magnet head
and insert the notched end of the “E” gap gauge. Use the “L” slot for left-hand rotation
magnetos and the “R” slot for right-hand rotation magnetos.
(e) Rotate the magneto frame on the T-125 assembly fixture until the T-150 “E” Gap Gauge rests
against the pole lamination in the magneto frame. Rotate the magneto frame clockwise for
left-hand rotation magnetos and counterclockwise for right-hand rotation magnetos. The
magneto rotor shaft is now in “E” Gap position.
(f) Using a timing light (“Figure 13” on page 741016), adjust the contact points to be just opening
when the frame is against the T-150 gauge. This will provide a point gap opening of
0.008–0.012 inches.
(g) Secure the points in this position by tightening the screws. Torque adjusting screw to 18–20
in·lbs. Torque the pivot screw to 15–18 in·lbs.
(h) Apply cam grease sparingly to each lobe of the cam.
(i) Attach coil lead wire to the vertical bronze male terminal of the primary point assembly.
(11) Assemble the condenser into the distributor housing, being sure to rotate the condenser wire the
same rotation as the condenser is tightened in the housing..
(12) Distributor gear assembly
(a) Install carbon brush into spring.
1) Insert small end of carbon brus tapered end of spring.
2) Turn carbon brush clockwise until shoulder of carbon brush seats spring.
(b) Install carbon brush assembly into distributor gear.
1) Insert the open end of the spring into open end of the distributor gear shaft.
2) Gently press the carbon brush and spring assembly into the shaft until the spring seats
on the bottom of the shaft. The top of the carbon brush should protrude from the top of
the shaft approximately 1/4 inch.
(13) Install distributor block
(a) Assemble the distributor gear in
the distributor block with the L&R
facing you.
(b) Assemble the bearing bar to
the distributor block as shown in
“Figure 14”.
(14) Install rotor gear onto end of rotor shaft.
(15) Align the “L” or “R” (depending on the
rotation of the magneto—look at data
plate) on the rotor gear so that it points
up, toward the high tension lead of
the coil. Secure rotor shaft to prevent
rotation during assembly. Alignment of
rotor gear is critical. (See “Figure 15”
on page 741018.) Bearing Bar Assembly
Figure 14
(16) Align the “L” or “R” hole in the distributor gear with the “L” or “R” in the distributor block. Use “L” for
left-hand rotation and “R” for right-hand rotation magnetos.
CAUTION: DO NOT ROTATE MAGNETO ROTOR SHAFT WITH THE T-118 TIMING PIN
INSERTED IN THE DISTRIBUTOR BLOCK. IF ROTOR SHAFT IS ROTATED
WITH TIMING PIN INSERTED, THE MAGNETO MUST BE DISASSEMBLED AND
INSPECTED FOR DISTRIBUTOR BLOCK AND GEAR DAMAGE.
(17) Lock the distributor gear in place with the T-118 timing pin through the appropriate hole in the
block and gear. Then:
(a) Place distributor block spacers on magneto frame.
(b) Place distributor block on magneto frame. The distributor gear and rotor gear are properly
meshed when the index mark on the rotor gear aligns with the index mark on the distributor
block.
(c) Secure distributor block to frame with screws provided.
(18) Connect condenser wire
(a) Connect condenser wire to the remaining terminal of the contact assembly.
(b) Attach the terminal with the lead pointing left.
(19) Insert the top boss of the distributor housing into its mating pilot on the magneto frame.
CAUTION: MAKE SURE THE CARBON BRUSH IS CONTAINED WITHIN THE DISTRIBUTOR
SHAFT DURING ASSEMBLY. IF THE CARBON BRUSH CATCHES ON THE SIDE
OF THE DISTRIBUTOR SHAFT, THE COIL STRAP WILL BE BENT INTO THE
WRONG POSITION DURING ASSEMBLY.
(20) Gently rotate the distributor housing onto the magneto frame.
(21) Secure the housing with three long screws and one short screw. Torque all four to 24 in·lbs.
(22) Remove T-118 timing pin.
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Oct 29/19 74-10-00 741018
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
F. Testing
Complete Magneto Reassembly, above. Verify that the T-118 Timing Pin has been removed.
(1) Mount the magneto on a suitable test stand in the same relative position as installed on the
engine.
(2) Install a Slick High-Temperature Ignition Harness on the magneto and connect each output lead
to a 5mm spark gap.
CAUTION: DO NOT OPERATE THE MAGNETO UNLESS THE IGNITION HARNESS IS
INSTALLED AND THE OUTPUT LEADS ARE CONNECTED TO THE 5MM GAP.
(3) Impulse Coupling
(a) Rotate the test stand drive pulley in the same direction of rotation stated on the magneto
data plate.
(b) The impulse coupling should engage the stop pin in the magneto frame below approximately
200 RPM. If the impulse coupling pawls slip past the stop pin or engage intermittently, the
impulse coupling is not operating properly.
(4) Coming-in Speed
(a) Determine the lowest speed at which the magneto can be turned and still spark all 5mm
gaps without missing.
(b) The test gap must fire consistently at 200 RPM on non-impulse coupled magnetos and 350
RPM on impulse coupled magnetos.
G. Installation
WARNING: BE SURE SWITCH IS IN OFF POSITION AND THE P LEAD IS GROUNDED.
When installing new or adjusting breaker points and before timing the magneto to the engine, it is
important that the internal timing of the magneto is correct. To find number one tower, the following
instructions should be performed:
NOTE: No need to spark out these magnetos.
(1) Insert the T-118 timing pin in the L or R hole in the distributor block (depending on rotation of the
magneto).
(2) Turn rotor opposite the rotation of the magneto until the pin engages the gear.
(3) If the pin is binding and will not go in the hole in the gear, you have hit the pointer on the gear.
Pull the pin out enough to continue opposite rotation until the pointer has passed, then re-insert
the pin.
(4) When the pin sticks through the hole in the gear about 1/4 (0.25) inch, you are now ready to fire
number one cylinder.
(5) Turn the engine crankshaft in the normal direction of rotation until the No. 1 cylinder is in the
full-advance firing position.
(6) Remove top spark plug from number one cylinder per “A. Removal” on page 74206.
(7) Place a thumb over spark plug hole and turn engine crankshaft in normal direction of rotation
until compression stroke is reached. (Indicated by positive pressure on thumb.) In this position
both valves of number one cylinder are closed.
(8) Turn crankshaft opposite to its normal direction of rotation until it is approximately 35 degrees
BTC on compression stroke of number one cylinder.
(9) Rotate crankshaft in its normal direction of rotation until 25 degrees mark on starter ring gear and
hole in starter housing align (see “Figure 1” on page 74105).
NOTE: Always verify correct BTC on the engine data plate.
(10) Place a new gasket on magneto flange. Install magneto carefully so drive coupling lugs mate with
slots of drive bushings. Install holding washers, lockwashers, and nuts.
NOTE: Do not tighten completely. Allow for turning magneto for final timing.
(11) After the magneto is installed on engine, remove the timing pin. The magneto is now ready to be
timed to the engine.
(12) Complete magneto to engine timing procedure listed under 100 Hour Inspection, above.
WARNING: THE MAGNETO IS NOT INTERNALLY GROUNDED, WHEN THE GROUND
LEAD IS DISCONNECTED THE MAGNETO IS HOT. REMOVING THE HARNESS
ASSEMBLY FIRST AND INSTALLING IT LAST MINIMIZES THE DANGER OF
STARTING THE ENGINE ACCIDENTALLY WHEN THE GROUND LEAD IS
REMOVED FROM THE MAGNETO.
(13) Replace the harness cap onto the magneto. Align the index marks made on the harness cap and
distributor housing when removed.
(14) Connect the P-lead and pressurization tube to magneto. Connect the retard breaker lead to the
starting circuit to the left magneto.
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Oct 29/19 74-10-00 741020
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
DISTRIBUTION
1. Ignition Harness
A. Inspection
(1) Check lead assemblies for nicks, cuts, mutilated braiding, badly worn section or any other
evidence of physical damage. Inspect spark plug sleeves for chafing or tears, and damage or
stripped threads on coupling nuts. Check compression spring is not broken or distorted. Inspect
grommet for tears. Check all mounting brackets and clamps to see that they are secure and not
cracked.
(2) Use an ohmmeter, buzzer, or other suitable low voltage device, and check each lead for continuity.
If continuity does not exist, wire is broken and must be replaced.
(3) For electrical test of harness assembly, use high voltage, direct current tester such as TAKK model
86 or 86A or equivalent direct current high voltage tester capable of delivering test potential of
10,000 volts. Connect ground lead to high voltage tester to outer shielding braid of a single lead.
Connect plug terminal. Turn tester ON and apply 10,000 volts. Insulation resistance should be
100 megohms minimum. Check all other harness leads in same manner.
(4) Minor repair to harness assembly, such as replacement of contact springs, spring retainer
assemblies, insulating sleeves, or of one lead assembly, is done with harness assembly mounted
on engine. To replace more than one lead assembly or cable outlet plate, harness should be
removed from engine and sent to an overhaul shop.
B. Removal
(1) Disconnect clamps holding wires to engine and accessories.
(2) Loosen coupling nuts at spark plugs and remove insulators from spark plug barrel well. Do not
damage insulator spring when withdrawing insulator.
(3) Place a guard over harness insulators.
(4) Remove harness assembly terminal plate from magneto.
(5) Remove harness from airplane.
C. Disassembly
(1) To remove spring, Slick M-2929, from damaged lead, turn spring counterclockwise while pulling
gently. This will remove spring and M-1498 electrode screw from end of coiled conductor.
(2) To separate spring and screw, hold electrode screw with pliers and turn spring clockwise until it
is through the threaded portion.
(3) Remove insulator sleeve from end of wire.
(4) To remove lead from M-1569 harness cap, use diagonals or cutting pliers and cut lead off close
to cap. Use drift or punch to tap ferrule loose from harness cap.
NOTE: Further service on Slick harnesses will require the use of Slick T-200 or M-1495 Service
Tool Kit, obtained from:
Slick Aircraft Products
(See Vendor Publications, Supplementary Publications,
in the Introduction for contact data.)
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Oct 5/16 74-20-00 74202
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
D. Assembly
(1) Cut a piece of harness wire to length required. Do not stretch wire when measuring it.
(2) On magneto end, make a final mark one inch from wire end. Another mark must be made 0.9375
inch from spark plug end of wire.
(3) Flare out shielding, then without allowing any shielding to fold under, insert Slick T-112 or M-1743
stripping tool under braided shielding. (See “Figure 1”.)
(4) Make sure stripping tool is inserted past cutting mark, and cut shielding with a sharp knife
using a rolling motion. Remove shielding and stripping tool. Do not cut silicone insulation.
(See “Figure 2”.)
(5) Cut exposed insulation 0.125 inch back from end and roll insulation clockwise to remove. Do not
use a pulling motion when removing insulation. Trim end of coiled conductor to make a clear hole
for inserting stud. (See “Figure 3”.)
(6) Using T-111 or M-1742 pin vise, insert T-110 or M-1741 drill (#72 drill), drill out silicone rubber
from inside coiled conductor approximately 0.5 inch deep. (See “Figure 4”.)
(7) On spark plug end of wire install M-1673 nut followed by M-1671 female taper hex ferrule.
(See “Figure 5”.)
(8) After installation of nut and ferrule, bend and rotate silicone insulation as per “Figure 6” to flare
out shielding so drive ferrule can be inserted. Do not cut silicone insulation with sharp braiding
while wire is being rotated.
CAUTION: DO NOT REUSE THE M-1458 DRIVE FERRULE.
(9) On spark plug end of wire install M-1458 male tapered drive ferrule over silicone insulation
and under shielding to within 0.0625 inch from flange of ferrule. Make sure that shielding is
away from ferrule flange then slide ferrule M-1671 over the M-1458 drive ferrule until tight.
(See “Figure 7”.)
(10) For spark plug end, mount M-1747 drive plate in a bench vise. Set hex ferrule in drive plate
slot. Drive M-1458 drive ferrule flush against the hex ferrule using the M-1744 drive tool.
(See “Figure 8”.) Or, press into place using T-109 pressing tool.
(11) For magneto end of wire, insert wire through hole in M-1569 harness cap so shielding is through
hole as shown in “Figure 9”.
(12) Install an M-1458 male tapered drive ferrule over insulation and under shielding as in step
9, then drive ferrule into M-1569 harness cap using M-1744 drive tool, similar to step 10.
(See “Figure 10”.) Or, press into place using T-109 pressing tool.
(13) Clamp threaded end of M-1498 electrode screw in T-111 or M-1742 pin vise. Insert tapered pin
of electrode screw into center of coiled conductor by turning pin vise counterclockwise and
pushing at same time until screw is flush with insulation. This is done at both ends of the wire
assembly. (See “Figure 11”.)
(14) On magneto end of wire, place M-1738 insulator sleeve (brown, 0.75 inch long) over silicone
insulation. On spark plug end of wire, use M-1677 insulator sleeve. (See “Figure 12”.)
(15) Turn M-2929 spring clockwise on electrode screw three full turns until end is flush with first large
coil of spring. This applies to both ends of wire. (See “Figure 13”.)
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Oct 5/16 74-20-00 74204
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
E. Installation
(1) Before installing harness on magneto,
check mating surfaces for cleanliness.
(2) Place harness terminal plate on
magneto and tighten nuts around plate
alternately to seat cover squarely on
magneto.
NOTE: The left magneto is wired to
fire all top spark plugs in this
engine. The right magneto fires
all bottom plugs.
(3) Route ignition wires to their respective
cylinders.
(4) Clamp harness assembly in position
and replace engine baffle plate.
(5) Connect leads to spark plugs. Installation of Spring
2. Spark Plugs Figure 13
PAGE 6
Oct 5/16 74-20-00 74206
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1
SPARK PLUG COUPLING TORQUE
Application Spark Plug Coupling Threads Torque (In. - Ib.)
All spark plugs 5/8-24 90 - 95
PAGE 8
Oct 5/16 74-20-00 74208
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
SWITCHING
BATT ALTR ALTR LEFT ALT. AMPS. RIGHT ALT. AMPS. PANEL LEFT OIL PRESS PSI RIGHT
OFF OFF
OFF OFF OFF OFF
Aft Mic/Ph
Press HTR
ON S
LO H
A O M
E
WARN OIL VAC ALT OVER L
N + MAN CW
GEAR Test TEMP BUS OFF
T
S
Va135AT3800LBS
(SEE POH) Maneuvering
Vlo140DN109UP
Kias
Vle140 MAX
DEMOXWIND17KT Lbs Lsee HOBBS
0 000 00
TOTAL HOURS
HEATER
FLIGHT OPERATION
LEAVE AIR INTAKE
OPEN FOR :15 SEC
AFTER SWITCHING
OFF
GROUND OPERATION
SWITCH TO
FAN FOR 2 MIN.
BEFORE SWITCHING
OFF OFF OFF OFF OFF
0 10 20 40F 0 10 20 40F
N___________ HOBBS
200 500 200 350 500 0 000 00
° RIGHT FUEL U.S.°GAL.
LEFT FUEL U.S. GAL. LCL HEAD TEMP° F RCL HEAD TEMP
° F LDG NAV STROB RECOG
TOTAL HOURS
LIGHT LIGHT LIGHT LIGHT Air
OFF HIGH HEATER Closed Open Intake
REC
OFF PITOT CABIN BLWR Temp
HOBBS Warmer
0 000 00 HEAT HEAT LOW GND UP Def
TOTAL HOURS RADIO Off On
1/2 5 8 10 1/2 5 8 10 75 180 245 75 180 245
° PSIRIGHT FUEL PRESS
LEFT FUEL PRESS ° PSI LEFT OIL TEMP° F RIGHT OIL TEMP° F
MASTR
SWITCH
LIGHTS NOSE
GEAR L NON R Gear Hyd Pump
L Alt L Eng L Fuel R Alt R Eng R Fuel Fuel Start Elec
ALT BAT ESS ALT Field GRP Pump Field GRP Pump Qty & Acc Tach Ind Warn Cont Pwr
OFF OFF OFF LEFT RIGHT
0 50 100 0 50 100 0 25 55 115 0 25 55 115 GEAR GEAR 20 60 40 70 5 5 10 5 5 10 3 5 3 3 3 3 25
BATT ALTR ALTR LEFT ALT. AMPS. RIGHT ALT. AMPS. PANEL LEFT OIL PRESS PSIRIGHT OIL PRESS PSI
Turn & Stall Annun Lights Pitot Lights
MIKE MASTR LEFT RIGHT LIGHTS Bank Detect Pnl Pnl Sw Nav Anti-Coll Ldg Heat Std-By Recog
Htr Blwr MIKE
EMER GEAR MAIN AVI AVI MAIN
EXT PULL GEAR BUS BUS BUS BUS 3 5 5 5 5 10 10 10 15 5 10 15 20
RELEASE
OFF OFF
OFF OFF OFF OFF BEFORE UP Pitch Auto Audio Comm Nav Avi Comm Mcr
60 40 40 60 Trim Pilot Comp Select #1 #1 XPDR BusTie Nav 2
ADF
Bcn
MAG MAG
LEFT RIGHT
MAG MAG FUEL FUEL PULL 5 10 5 5 10 5 5 25 10 5 5
LEFT RIGHT PARK PUMP PUMP TO DOWN
BRAKE REL
PHONE PULL PHONE
ALTERNATE STATIC
PAGE 2
Oct 5/16 74-30-00 74302
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
76
Engine Controls
PIPER AIRCRAFT, INC.
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MAINTENANCE MANUAL
76-ii
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CHAPTER 76
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE 2
Oct 5/16 76 - LIST OF EFFECTIVE PAGES 76-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TABLE OF CONTENTS
PAGE 2
Oct 5/16 76 - CONTENTS 76-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
POWER CONTROL
Effectivity
76-10-00
PAGE 2 with O-360-A1H6 or
Jul 1/17 or LO-360-A1H6 Engine 76102
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
76-10-00
PAGE 4 with IO-360-B1G6 or
Jul 1/17 LIO-360-B1G6 Engine 76104
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
77
Engine Indicating
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77-ii
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PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 77
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE
PAGE 1
Jul
2
Oct 1/17
5/16 77 - LIST OF EFFECTIVE PAGES 77-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TABLE OF CONTENTS
GENERAL 77-00-00 1
POWER 77-10-00 1
Manifold Pressure 1
Manifold Pressure Gauge 1
Troubleshooting 1
Removal and Replacement 1
Manifold Pressure Line Filters 2
Manifold Pressure Transducer 4
Removal 4
Installation 4
Test 4
Tachometer 6
Removal and Replacement 6
Magnetic Tachometer Sensor(s) 6
Removal 6
Installation 6
TEMPERATURE 77-20-00 1
Exhaust Gas Temperature (EGT) 1
Description 1
Troubleshooting 1
EGT Peak Adjustment Procedure 1
EGT Gauge(s) 2
Removal / Installation 2
Cleaning and Inspection 2
EGT Probe(s) 2
Removal 2
Installation 2
Cylinder Head Temperature (CHT) 3
CHT Gauge(s) 3
Troubleshooting 3
Removal and Replacement 3
Function Check 4
CHT Probe(s) 4
Removal 4
Installation 4
PAGE 2
Oct 5/16 77 - CONTENTS 77-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GENERAL
NOTE: In S/N’s 4496174; and, 4496224 and up, for airplanes equipped with the optional Avidyne Entegra
system; engine data is collected by the Data Aquisition Unit (DAU) and is displayed on the Multi-
Function Display (MFD) and Primary Flight Display (PFD). See 34-22-00 and 91-77-40.
NOTE: In airplanes equipped with Garmin G1000/G1000 NXi, engine data is fed to the GEA and
displayed on the MFD or PFD. See Integrated Avionics System - G1000 (34-25-01) or G1000 NXi
(34-25-02 or 34-25-03), and 91-77-40.
The power plant instrumentation is designed to give an accurate and quick indication of the power
conditions at which the engines are operating. Line routing for the instrumentation in Standard or Garmin
G500 equipped airplanes may be seen in “Figure 1”.
Effectivity
Engine Instrumentation Lines Installation Standard or Garmin G500
Figure 1 equipped
PAGE 2
Oct 5/16 77-00-00 77002
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
POWER
NOTE: In S/N’s 4496174; and, 4496224 and up, for airplanes equipped with the optional Avidyne Entegra
system; engine data is collected by the Data Aquisition Unit (DAU) and is displayed on the Multi-
Function Display (MFD) and Primary Flight Display (PFD). See 34-22-00 and 91-77-40.
NOTE: In airplanes equipped with Garmin G1000/G1000 NXi, engine data is fed to the GEA and
displayed on the MFD or PFD. See Integrated Avionics System - G1000 (34-25-01) or G1000 NXi
(34-25-02 or 34-25-03), and 91-77-40.
1. Manifold Pressure
A. Manifold Pressure Gauge
S/Ns 4496001 and up, in Standard or Garmin G500 equipped airplanes.
The manifold pressure gauge is a vapor proof, absolute pressure type instrument. Pressure from
the intake manifold of each engine is transmitted to the instrument through individual lines (see
“Figure 1” on page 77001). There are two in line filters which are located in the lines ahead of each
instrument (see “B. Manifold Pressure Line Filters” on page 77102). Also connected to the back of the
gauge are quick drains to permit draining of any fuel or liquid that might accumulate in the lines.
(1) Troubleshooting
See “Chart 1” on page 77101.
(2) Removal and Replacement
See 39-10-00.
Chart 1
TROUBLESHOOTING MANIFOLD PRESSURE GAUGE
Trouble Cause Remedy
Excessive error at existing Pointer shifted. Replace instrument.
barometric pressure.
Excessive error when Line Leaking. Tighten line connections.
engine is running.
Clogged filter. Replace filter.
Sluggish or jerky pointer Defective instrument. Replace instrument.
movement.
Clogged filter. Replace filter.
Dull or discolored Age. Replace instrument.
marking.
Incorrect reading. Moisture or oil in line. Disconnect lines and blow
out.
Clogged filter. Replace filter.
Effectivity
77-10-00
PAGE 2 Standard or Garmin G500
Jul 1/17 equipped 77102
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
77-10-00
Standard or Garmin G500 PAGE 3
77103 equipped Jul 1/17
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Effectivity
Avidyne Entegra or
PAGE 4
Jul 1/17 77-10-00 Garmin G1000/G1000 NXi
equipped
77104
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 2
MANIFOLD PRESSURE TRANSDUCER SERVICE TEST SPECIFICATIONS
Pressure P/N 599-592
Applied Nominal
(PSI) ± 2% (VDC)
0 1.00
5 1.80
10 2.60
15 3.40
20 4.20
25 5.00
20 4.20
15 3.40
10 2.60
5 1.80
0 1.00
A D
B C
P/N 599-592
+ 28 VDC
-
POWER
+ 28 VDC Input PIN A SUPPLY
XDUCER
PRESSURE
599-592
DMM
2. Tachometer
See “Figure 3” on page 77107.
CAUTION: ADJUSTMENT AND REPAIR OF THE TACHOMETER IS ONLY AUTHORIZED BY QUALIFIED
INSTRUMENT REPAIR FACILITES.
In Standard or Garmin G500 equipped airplanes, the tachometer is electric and provides an indication of
crankshaft speed in revolutions per minute. It receives its information from a magnetic sensor mounted on
the left magneto. It is located on the pilot’s side of the instrument panel below the dual manifold pressure
gauge. (Refer to Chapter 91 for electrical schematic.)
Removal and Replacement
Refer to Chapter 39 and Removal of Face Mounted Instruments.
3. Magnetic Tachometer Sensor(s)
A magnetic sensor is installed in the right side of the left magneto on each engine. They provide crankshaft
speed in revolutions per minute to:
• the tachometer, in Standard or Garmin G500 equipped airplanes, or
• the DAU (Avidyne) or GEA (Garmin) in Avidyne Entegra or Garmin G1000/G1000 NXi equipped airplanes.
A. Removal
(1) Access the left rear area of the engine.
(2) Locate the magnetic sensor on the right side of the left magneto. Trace the sensor wiring harness
to the quick connector and disconnect.
(3) Unscrew the magnetic sensor from the magneto housing.
B. Installation
(1) Connect the sensor wiring harness to the quick connect.
(2) Install the magnetic sensor to the magneto housing using attachment screws.
Chart 3
TROUBLESHOOTING TACHOMETER
Trouble Cause Remedy
Both pointers inoperative. Circuit breaker tripped. Reset circuit breaker.
One pointer inoperative. Defective magnetic sensor. Replace magnetic sensor.
One pointer inaccurate. Defective instrument. Replace tachometer.
PAGE 6
Jul 1/17 77-10-00 77106
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 4
TACHOMETER CALIBRATION DATA
RPM PULSES / SECOND TOLERANCE (RPM)
PAGE 8
Oct 5/16 77-10-00 77108
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TEMPERATURE
NOTE: In S/N’s 4496174; and, 4496224 and up, for airplanes equipped with the optional Avidyne Entegra
system; engine data is collected by the Data Aquisition Unit (DAU) and is displayed on the Multi-
Function Display (MFD) and Primary Flight Display (PFD). See 34-22-00 and 91-77-40.
NOTE: In airplanes equipped with Garmin G1000/G1000 NXi, engine data is fed to the GEA and
displayed on the MFD or PFD. See Integrated Avionics System - G1000 (34-25-01) or G1000 NXi
(34-25-02 or 34-25-03), and 91-77-40.
1. Exhaust Gas Temperature (EGT)
A. Description
EGT aids the pilot in selecting the most economical fuel-air mixture for cruising flight at a power setting
of 75% or less. It is a sensing device to monitor the fuel-air mixture leaving the engine cylinders. If the
leads to the gauge/display are defective in any way, they should be replaced. When replacing leads,
it is very important to use the same type and length of wire, as the resistance of the leads is critical
for the proper operation of this gauge/display. The EGT probe is the clamp mounted type which is
adjusted for proper depth into the exhaust stream.
B. Troubleshooting
See “Chart 1”.
C. EGT Peak Adjustment Procedure
While the aircraft is in operation at 7,000 FT pressure altitude, complete the procedure as follows:
(1) Set engine to 2500 RPM, and maximum manifold air pressure.
(2) Lean each engine to peak EGT or maximum lean for smooth operation.
(3) Adjust each EGT needle to align with the “ * ” on the gauge.
Chart 1
TROUBLESHOOTING EGT GAUGE
Trouble Cause Remedy
D. EGT Gauge(s)
A standalone gauge is installed in standard and Garmin G500 equipped airplanes for each engine.
See Notes at beginning of section for Avidyne Entegra and Garmin G1000/G1000 NXi equipped
airplanes.
The standalone gauge is adjustable. If it is found defective after troubleshooting (see “Chart 1” on
page 77201), it should be replaced.
(1) Removal / Installation
See 39-10-00.
(2) Cleaning and Inspection
Unless mechanical damage is evident, broken glass, bent or broken pointer, or broken case, the
following checks should be performed before removing the instrument.
(a) Remove probe and check for broken weld (at the tip end) or burnt off end. Measured
resistance of probe should be 0.8 ohms. Clean the connections with steel wool before
reassembly.
(b) Disconnect lead wires at instrument and measure. Resistance with lead wires connected to
probe should be 3.3 ohms. Clean connections with steel wool before reassembly.
CAUTION: DO NOT CONNECT OHMMETER. IT WILL BURN OUT THE MOVEMENT OF
THE METER.
(c) With leads connected to instrument, heat probe with propane torch to dull red. The meter
should read up to the fourth graduation or approximately 1500°F. Before making this check,
make sure that the adjustment screw, which is located in the rear of the instrument case, is
in the center of its travel. If this screw has been turned to either end of full travel, it will shut
instrument off and no indication will be shown on the pointer. If meter still does not read.
replace it.
E. EGT Probe(s)
The same probes are used for all installations. Their number and location will vary depending on the
installation, see 39-20-00.
(1) Removal
(a) Remove wires from the wire harness going to the engine.
(b) Loosen the nut or clamp which secures the EGT probe to the exhaust system and remove
the probe.
(2) Installation
(a) Install the probe and secure with locknut or clamp.
(b) Route the thermocouple wires along with the existing wire harness to the instrument panel.
PAGE 2
Jul 1/17 77-20-00 77202
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 2
TROUBLESHOOTING CHT GAUGE
Trouble Cause Remedy
Instrument shows no Engine is cold. Warm up engine.
indication.
Power supply wire open. Repair wire.
Defective sender. Replace sender.
Defective instrument. Replace instrument.
Open circuit breaker. Troubleshoot for fault.
Instrument goes all the Wire grounded between Repair wire.
way to upper stop. sender and gauge.
Defective sender. Replace sender.
PAGE 4
Jul 1/17 77-20-00 77204
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 3
CYLINDER HEAD TEMPERATURE FUNCTION CHECK
GRADUATION OHMS DEGREES TOLERANCE*
500° F 34 +28° + 1, - 0
PAGE 6
Oct 5/16 77-20-00 77206
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
78
Exhaust
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
78-ii
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CHAPTER 78
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE 2
Oct 5/16 78 - LIST OF EFFECTIVE PAGES 78-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 78 - Exhaust
TABLE OF CONTENTS
GENERAL 78-00-00 1
Exhaust System 1
100 Hour Inspection 1
Removal 1
Installation 2
Muffler Leak Test 2
PAGE 2
Oct 5/16 78 - CONTENTS 78-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GENERAL
Exhaust System
A. 100 Hour Inspection
See “Figure 1”.
WARNING: A VERY THOROUGH INSPECTION OF THE ENTIRE EXHAUST SYSTEM, INCLUDING
EXHAUST HEATER MUFF ASSEMBLY, CROSSOVER TUBES, MUFFLER AND
MUFFLER BAFFLES, STACKS AND ALL EXHAUST CONNECTIONS AND WELDS
MUST BE ACCOMPLISHED AT EACH 100 HOUR INSPECTION.
The possibility of exhaust system failure increases with use. Check the system even more carefully as
the number of hours increase; for example an inspection at the 700 hour period would be more critical
than one in the 100 hour period. The system should also be checked carefully before winter operation
when cabin heat will be used.
NOTE: When installing an exhaust clamp having an alignment pin be certain that the pin engages
the mating holes in exhaust pipe and muffler to prevent separation of components.
(1) Removal of the tail pipe and stacks are required for inspection of the muffler baffles.
(2) Remove or loosen all exhaust shields, cabin heat shroud, heat blankets, etc., as required to
permit inspection of the complete system.
(3) Perform the necessary cleaning operations and inspect all external surfaces for dents, cracks
and missing parts.
(4) Pay particular attention to welds, clamps, supports and support attachment lugs, slip joints, stack
flanges and gaskets.
(5) Inspect internal baffles or diffusers. Any cracks, warpage or severe oxidation are cause for
replacement of muffler or tail pipe assembly.
(6) If any component is inaccessible for a thorough visual inspection, accomplish one of the following:
(a) Perform a submerged pressure check of the muffler and exhaust stack at 2 psi air pressure.
(b) Conduct a ground test using a carbon monoxide indicator by heading the airplane into
the wind, warming the engine on the ground, advancing the throttle to full static RPM with
cabin heat valves open, and taking readings of the heated airstream inside the cabin at
each outlet. Appropriate sampling procedures applicable to the particular indicator must be
followed. If carbon monoxide concentration exceeds .005 percent or if a dangerous reading
is obtained on an indicator not calibrated in percentages, the muffler must be replaced.
B. Removal
This exhaust system is a muffler system, exhaust gases are discharged through an opening in the
center of the lower cowl. A heat shroud is installed for an alternate air heat rise for the carburetor. For
removal of the exhaust system, the following procedures may be performed:
(1) Remove lower cowl.
CAUTION: WHEN REMOVING OR INSTALLING COUPLING CLAMP, SLIDE CLAMP OVER
END OF PIPE BEFORE ASSEMBLY / DISASSEMBLY. EXCESSIVE SPREADING
CAN LEAD TO PREMATURE FAILURE OF CLAMP.
(2) Remove hardware from the alternate air tube and disconnect tube from shroud.
(3) Remove hardware attaching exhaust system to engine, remove exhaust system.
Muffler Inspection
Figure 1
C. Installation
(1) Position exhaust system on engine and attach hardware.
CAUTION: WHEN REMOVING OR INSTALLING COUPLING CLAMP, SLIDE CLAMP OVER
END OF PIPE BEFORE ASSEMBLY / DISASSEMBLY. EXCESSIVE SPREADING
CAN LEAD TO PREMATURE FAILURE OF CLAMP.
NOTE: When installing an exhaust clamp having an alignment pin be certain that the pin engages
the mating holes in exhaust pipe and muffler to prevent separation of components.
(2) Connect alternate air tube to shroud and attach hardware.
(3) Install lower cowl. (See 71-10-00.)
D. Muffler Leak Test
NOTE: Inspect each muffler slip joint for excessive exhaust leakage (See “Figure 1”). Minor
discoloration and leakage is normal. If excessive leakage is evident, repair (in accordance
with latest revision of AC 43.13-1) or replace as required.
Each muffler should be subjected to the following leak test:
(1) Plug muffler inlets.
(2) Connect low pressure air supply to outlet (approximately 2 psi).
(3) Submerge the muffler in water.
(4) Repair or replace any muffler that leaks.
(5) Upon completion of repairs, retest mufflers.
PAGE 2
Oct 5/16 78-00-00 78002
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
79 Oil
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
79-ii
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
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CHAPTER 79
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE
PAGE 1
Jul
2
Oct 1/17
5/16 79 - LIST OF EFFECTIVE PAGES 79-iv
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER 79 - Oil
TABLE OF CONTENTS
GENERAL 79-00-00 1
Oil Cooler 1
Installation 1
INDICATING 79-30-00 1
Oil Pressure 1
Gauge(s) 1
Troubleshooting 1
Functional Check 1
Senders 3
Removal 3
Installation 3
Testing 4
Oil Temperature 6
Gauge(s) 6
Description 6
Troubleshooting 6
Removal and Installation 6
Functional Check 6
Bulb(s) 8
Removal 8
Installation 8
PAGE 2
Oct 5/16 79 - CONTENTS 79-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
GENERAL
Oil Cooler
NOTE: Winterization plates should be installed on the front side of the oil coolers when ambient
temperature is below 50°F.
Installation
(1) When installing fittings in the oil cooler, care should be used to prevent excessive torque being
applied to the cooler. When a rectangular fitting boss is provided, backup wrench should be used,
employing a scissor motion, so that no load is transmitted to the cooler. When the oil cooler has
a round fitting boss. care should be taken not to permit excessive torque on the fittings.
(2) If a pipe thread fitting is used, it should be installed only far enough to seal with sealing compound.
(3) Apply Lubon No. 404 to all male pipe thread fittings; do not allow sealant to enter the system.
(4) Oil line routing should provide 0.50 in, minimum clearance between oil line and engine, engine
mount or cowling, except for oil outlet line where it crosses over the engine mount. This area
should have a clearance of 0.75 in. minimum.
(5) If fitting cannot be positioned correctly using a torque of 9–15 foot-pounds, another fitting should
be used.
(6) When attaching lines to the cooler, a backup wrench should be used.
(7) After installation, inspect the cooler for distorted end cups.
(8) Run-up engine. After run-up, check for oil leaks.
PAGE 2
Oct 5/16 79-00-00 79002
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
INDICATING
NOTE: In S/N’s 4496174; and, 4496224 and up, for airplanes equipped with the optional Avidyne Entegra
system; engine data is collected by the Data Acquisition Unit (DAU) and is displayed on the Multi-
Function Display (MFD) and Primary Flight Display (PFD). See 34-22-00 and 91-77-40.
NOTE: In airplanes equipped with Garmin G1000/G1000 NXi, engine data is fed to the GEA and
displayed on the MFD or PFD. See Integrated Avionics System - G1000 (34-25-01) or G1000 NXi
(34-25-02 or 34-25-03 as appropriate), and 91-77-40.
1. Oil Pressure
Oil pressure data is provided by one or two sender(s) mounted on the firewall. The sender(s) is(are) fed
through a hose from a pressurized engine oil port. In Standard and Garmin G500 equipped airplanes these
senders feed oil pressure gauges and the annunciator in the instrument panel. For airplanes equipped with
Avidyne Entegra or Garmin G1000/G1000 NXi, see Notes above.
NOTE: S/N’s 4496001 thru 4496383 should install Piper Service Kit # 88573-001 (with Vacuum System)
or 88573-002 (without Vacuum System) per Piper Service Bulletin 1282B to improve accuracy of
oil pressure measurement.
A. Gauge(s)
Standard and Garmin G500 equipped airplanes have oil pressure gauges mounted in the instrument
panel. For airplanes equipped with Avidyne Entegra or Garmin G1000/G1000 NXi, see Notes above.
NOTE: The needle of each gauge should be centered +1/2 a needle width on the dot with electric
power off. With positive 14 VDC applied to the electrical bus, each gauge should indicate 0
psi +1 needle width.
(1) Troubleshooting
See “Chart 1” on page 79302.
(2) Functional Check
See “Chart 2” on page 79303 and “Figure 1” on page 79302.
With the instrument installed in the aircraft, aircraft power connected (14 VDC), and the ground
connected:
(a) Remove the connection to the terminal marked SEND and connect a specified amount of
resistance as indicated in “Chart 2” on page 79303, by use of a fixed resistor or a test unit
(i.e., Power Resistor Decade Box) capable of simulating the resistance indicated in the
chart.
NOTE: To facilitate installation, mark or label all wires prior to removal.
(b) If the gauge does not meet the tolerances set forth in the chart, it must be replaced or
recalibrated.
NOTE: Recalibration of the gauge must be performed by the manufacturer or an approved
instrument repair facility.
(c) If the gauge meets the tolerances set forth in the chart, disconnect the fixed resistor or test
unit and reconnect the wiring harness to the SEND terminal.
(d) Remove power from aircraft.
Chart 1
TROUBLESHOOTING - OIL PRESSURE GAUGE
Trouble Cause Remedy
Excessive error at zero. Pointer loose on shaft. Replace instrument.
Overpressure or seasoning
of burdon tube.
Excessive scale error. Improper calibration Replace instrument.
adjustment.
Excessive pointer Air in line or rough engine Disconnect line and fill
oscillation. relief. with light oil. Check for
leaks. If trouble persists, clean
and adjust relief valve.
Sluggish operation of Engine relief valve open. Clean and check.
pointer or pressure fails
to build up. Line restriction to Clean and check.
instrument.
Loss of oil in engine or Shut down engine.
other engine failure.
NOTE: Gauge will take longer to indicate in cold weather.
PAGE 2
Jul 1/17 79-30-00 79302
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 2
OIL PRESSURE GAUGE TEST SPECIFICATIONS
Graduation Ohms Degrees Tolerance*
DOT MECH ZERO -40° ± 1/2
0# 10 -34.5° ± 1/2
25# 45 -16° ±1
55# 84.5 +8.5° ±1
95# 132 +27.5° ±1
115# 153 +32° + 1, - 0
B. Senders
In Standard, Garmin G500, or Avidyne Entegra equipped airplanes, there are two sending units for
each engine. An oil pressure transducer feeds the oil pressure gauge and an oil pressure switch for a
warning light (i.e., annunciator). Both units are mounted on a common manifold located behind each
engine firewall. The upper unit is the transducer and the lower unit is the switch.
In Garmin G1000/G1000 NXi equipped airplanes, there is only one sending unit per engine. The oil
pressure transducer is mounted to the aft side of each engine firewall.
Access to the transducers/switches is through access panels on each side of the forward nacelle(s).
(1) Removal
(a) Disconnect the electrical leads from the particular unit. Mark the leads for easy connection
upon reinstallation.
(b) Unscrew the unit from the manifold or bulkhead fitting.
(c) Catch spillage and cover opening in manifold/bulkhead fitting to prevent foreign matter from
entering system.
(2) Installation
(a) Remove the protective cover from the manifold/bulkhead fitting and screw the unit into the
manifold/bulkhead fitting.
(b) Reconnect the electrical leads to the unit.
(c) Perform resistivity check between sender’s body and aircraft ground, resistance should be
less than .003 ohms.
(d) Perform an operational check of the system.
NOTE: Refer to Chapter 91 for Electrical Schematics.
(3) Testing
(a) Standard, Avidyne Entegra, Garmin G500, or Garmin G1000 equipped airplanes with
Transducers P/N 486-440, 489-449, or 548-729
These oil pressure transducers work on the relationship of pressure to resistance. As the
pressure increases so does the resistance which drives the position of the needle of the oil
pressure gauge/display. To test these oil pressure transducers proceed as follows:
1) Connect a calibrated pressure source to the pressure port.
2) Attach ohmmeter leads to one pole extending from sender and one to sender itself.
3) Raise and lower pressure to transducer and verify resistance values are within
tolerances in “Chart 3”.
(b) Garmin G1000 NXi equipped airplanes with Transducer P/N 599-594
These oil pressure transducers work on the relationship of pressure to voltage. As the
pressure increases so does the voltage output which in turn is processed into the oil
pressure display. To test these oil pressure transducers proceed as follows:
1) Remove the transducer per “Removal” on page 79303.
2) Using a calibrated regulated pressure source and a 28 VDC power source, setup the
transducer for testing as shown in “Figure 2” on page 79305.
3) Slowly applying regulated pressure, record the voltage shown on the digital multimeter
(DMM) at each stage as shown in “Chart 4” on page 79305, until a maximum pressure
of 150 PSI is reached.
4) Then, slowly decrease the regulated pressure and, again, record the voltage shown
on the digital multimeter (DMM) at each stage as shown in “Chart 4” until zero (0) PSI
is achieved.
5) The transducer is good if it meets the specifications shown in “Chart 4”. Any other
result is cause for transducer replacement.
6) Install the transducer per “Installation” on page 79303.
Chart 3
OIL PRESSURE TRANSDUCER (P/N 486-440, 489-449, OR 548-729) TEST SPECIFICATIONS
Pressure (Psig) Resistance (Ohms) Tolerance (Ohms)
0 10 ±3
25 46 ±5
60 90 ±5
90 126 ±6
PAGE 4
Jul 1/17 79-30-00 79304
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
A D
B C
P/N 599-594
+ 28 VDC
-
POWER
+ 28 VDC Input PIN A SUPPLY
XDUCER
PRESSURE
599-592
DMM
Chart 4
OIL PRESSURE TRANSDUCER (P/N 599-594) TEST SPECIFICATIONS
Pressure (Psig) Output (Vdc) Tolerance (Vdc)
0 1.0 ± 2%
30 1.8 ± 2%
60 2.6 ± 2%
90 3.4 ± 2%
120 4.2 ± 2%
150 5.0 ± 2%
120 4.2 ± 2%
90 3.4 ± 2%
60 2.6 ± 2%
30 1.8 ± 2%
0 1.0 ± 2%
2. Oil Temperature
A. Gauge(s)
(1) Description
In Standard and Garmin G500 equipped airplanes, the oil temperature indicator is part of the
combination engine gauge which also includes the oil pressure gauge and the cylinder head
temperature gauge. This instrument will display a temperature indication of the engine oil in
degrees Fahrenheit.
For airplanes equipped with Avidyne Entegra or Garmin G1000/G1000 NXi, see Notes at the
beginning of the section.
(2) Troubleshooting
See “Chart 5”.
(3) Removal and Installation
See Face-mounted Instruments, 39-10-00.
(4) Functional Check
See “Chart 6” on page 79307 and “Figure 3” on page 79307.
With the instrument installed in the aircraft, aircraft power connected (14 VDC), and the ground
connected:
(a) Remove the connection to the terminal marked SEND and connect a specified amount of
resistance as indicated in “Chart 6” on page 79307, by use of a fixed resistor or a test unit
(i.e., Power Resistor Decade Box) capable of simulating the resistance indicated in the
chart.
NOTE: To facilitate installation, mark or label all wires prior to removal.
(b) If the gauge does not meet the tolerances set forth in the chart, it must be replaced or
recalibrated.
NOTE: Recalibration of the gauge must be performed by the manufacturer or an approved
instrument repair facility.
(c) If the gauge meets the tolerances set forth in the chart, disconnect the fixed resistor or test
unit and reconnect the wiring harness to the SEND terminal.
(d) Remove power from aircraft.
Chart 5
TROUBLESHOOTING - OIL TEMPERATURE GAUGE
Trouble Cause Remedy
Instrument fails to show Broken or damaged bulb. Check engine unit and
any reading. Wiring open. wiring to instrument.
Excessive scale error. Improper calibration Repair or replace.
adjustment.
Pointer fails to move as Broken or damaged bulb Check engine unit and
engine is warmed up. or open wiring. wiring.
Dull or discolored Age. Replace instrument.
marking.
PAGE 6
Jul 1/17 79-30-00 79306
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 6
OIL TEMPERATURE GAUGE FUNCTIONAL CHECK
Graduation Ohms Degrees Tolerance*
DOT MECH ZERO -40° ± 1/2
75° F 903.5 -33.5° ±1
180° F 100 +12.5° ±1
245° F 36 +35° + 1, - 0
*Note: Tolerance is in pointer widths.
Use 14 VDC.
Use with SW362 or Rochester Gauge 3080 13 Sender (“E” Curve)
B. Bulb(s)
A standard temperature bulb, located in the oil filter housing on each engine accessory section,
provides a signal to the gauge, DAU, or GEA, as appropriate.
(1) Removal
(a) Remove safety wire from electrical connector and temperature bulb.
(b) Remove electrical connector.
(c) Unscrew and remove temperature bulb.
(2) Installation
(a) Screw in and tighten temperature bulb, then safety.
(b) Connect electrical connector and safety.
PAGE 8
Jul 1/17 79-30-00 79308
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
80
Starting
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CHAPTER 80
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SECTION PAGE DATE SECTION PAGE DATE
PAGE
PAGE 1
Feb
2
1/14
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CHAPTER 80 - Starting
TABLE OF CONTENTS
CRANKING 80-10-00 1
Cranking Limitations 1
Hartzell Engine Technologies (HET) Starter (aka Kelly Aerospace, Electrosystems, Prestolite) 1
Description 1
Troubleshooting 1
Removal 2
Installation 2
Cranking Tests 6
Bench Tests 6
No-Load Test 6
Stall-Torque Test 7
Sky-Tec Starter 8
Description 8
Troubleshooting 8
Installation as a Service Replacement in S/N’s 4496001– 4496338, less 4496331 10
Removal 11
Installation 11
Shear Pin Replacement 12
Starter Control Circuit 13
Starting with External Power 13
PAGE 2
Oct 5/16 80 - CONTENTS 80-vi
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CRANKING
1. Cranking Limitations
Do not crank for more than ten (10) seconds. Allow 20 seconds for cool-down between cranking attempts.
Repeat no more than six (6) times. If start is not achieved on the sixth (6th) attempt, let starter cool for 30
minutes before reattempt.
2. Hartzell Engine Technologies (HET) Starter (aka Kelly Aerospace, Electrosystems, Prestolite)
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN SERVICING
OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER AIRCRAFT, MAY
RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION - SUPPLEMENTARY
PUBLICATIONS.)
Factory installed 1995 thru 2007 and authorized as service replacements in S/N’s 4496001–4496338, less
4496331.
A. Description
See “Figure 1” on page 80103.
When the starting circuit is energized, battery current is applied to the starting motor terminal. Current
flows through the field coils creating a strong magnetic field. At the same time, current also flows through
the brushes and commutator, and finally through the armature to ground. The result is a high cranking
torque, for a limited period of time, with a high current flow at a minimum loss of voltage.
The drive end gear of the armature mates with the reduction gear which drives the Bendix shaft. The
Bendix drive is held in position on the shaft by a spiral pin. As the armature turns the reduction gear,
the Bendix drive pinon meshes with the starter drive gear by inertia and action of the spiral grooves
within the Bendix unit. A detent pin engages in a notch in the screw threads which prevents demeshing
if the engine fails to start. When the engine does start and reaches a predetermined speed, centrifugal
action forces the detent pin to release and allows the pinion to demesh from the starter drive gear.
B. Troubleshooting
See “Chart 1” on page 80104.
NOTE: In “Chart 1”, for any remedy which requires disassembly and cleaning or repair of the starter;
replacement with a new, or known good, unit is always an alternative solution.
NOTE: NEVER USE JUMPER CABLES to test voltage to the starter. The “toothed” jaws of jumper
cables are meant to “bite” into soft, leaded terminals on car batteries, and simply will NOT
provide enough contact with the starter terminal to supply the needed amperage to engage
the starter properly.
NOTE: Use an analog voltage meter if you can. Digital meters take intermittent ‘snap shots’ of voltage.
In situations where voltage is being supplied intermittently (even in rapid cycles), the digital
meter will simply not provide the correct ‘picture’ of the aircraft’s voltage situation.
C. Removal
CAUTION: TO PREVENT SHORT CIRCUITING, DISCONNECT THE GROUND CABLE FROM
THE BATTERY BEFORE REMOVING THE STARTER FROM THE ENGINE.
(1) Disconnect ground cable from battery.
(2) In airplanes equipped with Garmin G1000/G1000 NXi,disconnect the emergency battery P615
connector.
CAUTION: ROTATION OF THE STARTER POST WILL CAUSE INTERNAL DAMAGE TO THE
STARTER. ALWAYS HOLD THE STARTER POST’S BOTTOM NUT IN PLACE
WHEN TORQUING OR REMOVING THE TOP NUT.
(3) Disconnect the starter cable from the terminal post (or stud): Hold the bottom nut on the terminal
(or starter) stud in place with a wrench to prevent the stud from rotating. Loosen the top nut.
(4) Remove one (1) each mounting bolt, internal tooth “star” lock washer, and flat washer; and
three (3) each mounting nuts, internal tooth “star” lock washers, and flat washers.
(5) Lift off starter motor.
D. Installation
(1) Clean all traces of rust, corrosion, or dirt from all mounting surfaces and mounting hardware.
All ground points or straps must be clean and tight.
(2) Place starting motor in position with no stresses or binding forces being present and install
three (3) each flat washers, internal tooth “star” lock washers, and mounting nuts; and one (1)
each flat washer, internal tooth “star” lock washer, and mounting bolt. Torque bolt and nuts to
204 in·lbs. or as specified in Lycoming SSP-1776.
CAUTION: ROTATION OF THE STARTER POST WILL CAUSE INTERNAL DAMAGE TO THE
STARTER. ALWAYS HOLD THE STARTER POST’S BOTTOM NUT IN PLACE
WHEN TORQUING OR REMOVING THE TOP NUT.
(3) Reinstall starter cable to starter terminal post (or stud): Hold the bottom nut on the terminal
(or starter) stud in place with a wrench to prevent the stud from rotating. Tighten the top nut.
Torque to 40 in·lbs. or as specified in Lycoming SSP-1776.
(4) Reconnect ground cable to negative post of battery.
(5) In airplanes equipped with Garmin G1000/G1000 NXi, reconnect the emergency battery P615
connector.
(6) Perform cranking tests, below.
PAGE 2
Jul 1/17 80-10-00 80102
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 1 (Sheet 1 of 2)
TROUBLESHOOTING - KELLY AEROSPACE STARTER
PAGE 4
Oct 5/16 80-10-00 80104
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 1 (Sheet 2 of 2)
TROUBLESHOOTING - KELLY AEROSPACE STARTER
E. Cranking Tests
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN
SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER
AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION
- SUPPLEMENTARY PUBLICATIONS.)
NOTE: NEVER USE JUMPER CABLES to test voltage to the starter. The “toothed” jaws of jumper
cables are meant to “bite” into soft, leaded terminals on car batteries, and simply will NOT
provide enough contact with the starter terminal to supply the needed amperage to engage
the starter properly.
NOTE: Use an analog voltage meter if you can. Digital meters take intermittent ‘snap shots’ of
voltage. In situations where voltage is being supplied intermittently (even in rapid cycles),
the digital meter will simply not provide the correct ‘picture’ of the aircraft’s voltage situation.
The starting circuit should be inspected at regular intervals. The frequency should be determined by
the type of starting conditions and the amount of starter usage. In any case, it is recommended that
the following tests be conducted each six months or every 100 hours time-in-service.
(1) Check the battery with a hydrometer to make sure it is fully charged and filled to the proper
level. A load test should be made on the battery to verify proper condition before proceeding.
(2) Check all starter circuit wiring, making sure all connections, including battery terminals, are
clean and tight and that all insulation is sound and complete.
(3) A voltage loss test should be made to locate any high-resistance connections that would impair
starting motor electrical efficiency. Using a low-reading voltmeter scale while cranking engine
(or at approximately 100 amperes current flow) measure for the following limits:
(a) Voltage loss from the insulated (positive) battery post to the starter motor terminal
= 0.3 volt maximum.
(b) Voltage loss from the battery negative (ground) terminal to the starter motor frame
= 0.1 volt maximum.
NOTE: If voltage loss exceeds the above limits, measure the voltage drops across all
connections to discover the faulty connection. When within the maximum limits proceed
to the next step.
(4) The starter motor should be operated for several seconds with the ignition OFF. The starter
motor engagement should be prompt and the motor should turn freely at a uniform speed
without binding or producing unusual sounds.
(5) Re-engage the starter two or three times, listening for prompt engagement, without the
clashing of gears, and to determine that the pinion disengages properly when the starter
switch is released.
F. Bench Tests
See “Figure 2” on page 80107 and “Figure 3” on page 80107.
(1) No-Load Test
(a) Connect as shown in “Figure 2” on page 80107.
(b) Current measured on voltmeter should be within specifications shown in “Chart 2” on page
80107. If current is too high, the bearings may be mis-aligned or end play may be unacceptable.
Two or three sharp raps on the frame with a rawhide hammer will often help to align the
bearings and free the armature.If the starter passes the No-Load Test, proceed to the Stall-
Torque Test, below.
PAGE 6
Jul 1/17 80-10-00 80106
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 2
KELLY AEROSPACE STARTER SERVICE TEST SPECIFICATIONS
3. Sky-Tec Starter
See “Figure 4”.
Factory installed 2007 and up; and authorized as service replacements in S/N’s 4496001 and up.
A. Description
The Sky-Tec 149-NL and 149-NLR high-performance starters have significant differences from
the earlier starters made by Kelly Aerospace, Electrosystems, and Prestolite. The Sky-Tec starters
use a more modern, more reliable, bendix-free, design. No periodic maintenance is required. The
recommended TBO is 2700 hours. Engine cranking speed may be up to twice as fast as with previous
starters. The lightweight of these starters does, however, provide less mass to extract heat from
starter components. Accordingly, strict adherance to Cranking Limitations, above, is essential to
prevent overheating.
B. Troubleshooting
See “Chart 3” on page 80109.
PAGE 8
Jul 1/17 80-10-00 80108
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 3
TROUBLESHOOTING - SKY-TEC STARTER
Pretest Considerations: If possible, visually inspect the starter and/or interview pilot/operators for starting history. Indications of long
cranking periods, burning odor or smoke from the starter, kickback(s), a cracked starter mount, a fast spinning starter w/no prop
movement (replace shear pin), oil in starter, grinding noise or a damaged ring gear are generally indications that the starter is in need
of repair and the following tests will not be helpful. Remove the starter for repair or overhaul (the shear pin is FIELD REPLACEABLE -
do not return to Sky-Tec for shear pin repair).
Testing Relevance: The following testing procedure is most relevant to starters that are low performing including slow cranking and/or
failure to crank the engine over a compression stroke. If a starter is damaged by overcranking or a stuck firewall solenoid, voltage in step
one may read below acceptable levels thus incorrectly indicating a potential battery problem. Therefore, in such cases some consideration
must be to the pretest conditions noted above (if it smells burned...). If the only effect of energizing the starter results only in an audible
“click” with no prop movement, confirm step 2 to isolate problem to starter or starter contactor.
Record voltage at the No voltage recorded Starter OK. Test Starter Solenoid or switch (Step 3)
starter while cranking
the starter in its failure Above 9.0 volts? Suspect Starter.
mode. Below 9.0 volts and:
- Difference between Suspect Cables, terminals and/or solenoids - proceed
Step 1 and Step 2 to Steps 3 & 4
exceeds 2.0 volts
- Difference between Borderline Condition - Call Sky-Tec with test
Step 1 and Step 2 results to discuss. If happens more when cold, suspect
less than 2.0 volts battery. When hot, suspect cables/terms/sols.
OPTIONAL:
Record voltages between each and Assuming the voltage difference noted in Step 2 exceeded 2.0 volts, flush out any
every cable terminal and across appreciable loss in voltage in any cable or solenoid by placing the meter along each link in
solenoids while cranking the starter the diagram. A tight electrical system will lose no more than 0.5 volts between the battery
in its failure mode. and starter. Be sure to conduct these tests while cranking the starter in its failure mode.
Record voltages between battery & If no appreciable loss of voltage is noted in Step 3, flush out the integrity of all electrical
ground and starter & ground while system grounds. Pay close attention to battery and engine grounds. Clean up or repair
cranking the starter in its failure mode. any questionable ground connections and re-test.
PAGE 10
Jul 1/17 80-10-00 801010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
D. Removal
CAUTION: TO PREVENT SHORT CIRCUITING, DISCONNECT THE GROUND CABLE FROM
THE BATTERY BEFORE REMOVING THE STARTER FROM THE ENGINE.
(1) Disconnect ground cable from battery.
(2) In airplanes equipped with Garmin G1000/G1000 NXi, disconnect the emergency battery P615
connector.
(3) Disconnect starter cable from power terminal post.
(4) Remove one (1) each mounting bolt and internal tooth “star” lock washer; and three (3) each
mounting nuts and internal tooth “star” lock washers.
(5) Lift off starter motor.
E. Installation
(1) Clean all traces of rust, corrosion, or dirt from all mounting surfaces and mounting hardware. All
ground points or straps must be clean and tight.
(2) Place starting motor in position with no stresses or binding forces being present and install three
(3) each internal tooth “star” lock washers and mounting nuts; and one (1) each internal tooth
“star” lock washer and mounting bolt. Torque bolt and nuts to 100 in·lbs.
(3) In airplanes with 12-volt electrical systems (i.e., S/N’s 4496001–4496338, less 4496331), install
the jumper between the small “S” terminal and the larger power terminal as shown in “Figure 5”
on page 801010. Do not torque the power terminal post nut until the next step.
CAUTION: TAKE CARE NOT TO OVER-TORQUE THE POWER TERMINAL POST NUT. THE
POWER TERMINAL POST IS COPPER AND CAN EASILY BE STRIPPED.
(4) Reinstall starter cable to power terminal post using an internal tooth “star” lock washer or split
lock washer, as desired. Torque the power terminal post nut as specified in “Figure 5” on page
801010 and reinstall terminal nipple.
(5) In airplanes equipped with Garmin G1000/G1000 NXi, reconnect the emergency battery P615
connector.
(6) Reconnect ground cable to negative post of battery.
1 7
2
3 4
5
1. MOTOR ADAPTER
2. MAIN MOUNT
3. INSULATING BOOT
4. NUT (M8 LOCKING)
5. HEX SCREWS (M5 X 25MM ) AND LOCKING TAB WASHERS
(TORQUE TO 50 IN.-LBS.)
6. SOLENOID PLUNGER
7. LAY-SHAFT (SHEAR PIN GOES HERE)
PAGE 12
Oct 5/16 80-10-00 801012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 14
Oct 5/16 80-10-00 801014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHAPTER
91
CHARTS & WIRING
DIAGRAMS
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CHAPTER 91
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
CHAPTER 91
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE
PAGE 1
Oct
2
Mar 1/18
25/20 91 - LIST OF EFFECTIVE PAGES 91-iv
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CHAPTER 91
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
CHAPTER 91
CHAPTER CHAPTER
SECTION PAGE DATE SECTION PAGE DATE
PAGE
PAGE 1
Oct
4
Mar 1/18
25/20 91 - LIST OF EFFECTIVE PAGES 91-vi
PIPER AIRCRAFT, INC.
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MAINTENANCE MANUAL
TABLE OF CONTENTS
CHARTS 91-10-00 1
Torque Requirements 1
Conversion Tables 3
Hose Specifications 3
Consumable Materials 3
Vendor Contact Information 3
Electrical Wire Coding 3
Electrical Symbols 3
Electrical / Electronic Component Reference Designation Codes 3
NOTE: The page number references for the wiring diagrams are coded as follows: The first two digits (i.e.,
“91”) designate this chapter. The next four digits of the page number code are the standard ATA
Chapter and Section (i.e., ATA subject code) and the remaining digits are the consecutive page
number within that Section - e.g., 91-28-10, page 23 would appear on these pages as “91281023”
and 91-28-10, page 2 as “9128102”.
PAGE 2
Mar 25/20 91 - CONTENTS 91-viii
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WIRING 91-97-00 1
PAGE 4
Oct 5/16 91 - CONTENTS 91-x
PIPER AIRCRAFT, INC.
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MAINTENANCE MANUAL
CHARTS
1. Torque Requirements
(PIR-PPS20015-1, Rev. AI.)
Chart 1
FLARE FITTING TORQUE VALUES (PIR-AC65-9A.)
Torque — Inch-Pounds
Tubing Hose End Fitting
OD and
Inches Aluminum Alloy Tubing Steel Tubing Hose Assemblies
Minimum Maximum Minimum Maximum Minimum Maximum
1/8 20 30 ——— ——— ——— ———
3/16 30 40 90 100 70 120
1/4 40 65 135 150 100 250
5/16 60 85 180 200 210 420
3/8 75 125 270 300 300 480
1/2 150 250 450 500 500 850
5/8 200 350 650 700 700 1150
3/4 300 500 900 1000 ——— ———
7/8 500 600 1000 1100 ——— ———
1 500 700 1200 1400 ——— ———
1-1/4 600 900 ——— ——— ——— ———
1-1/2 600 900 ——— ——— ——— ———
(3) The friction drag torque can be determined as follows: Run the nut down to near contact (but not
in contact) with the bearing surface and check the “friction drag torque” required to turn the nut.
NOTE: Check the friction drag torque by attaching a scale type torque wrench to the nut and
determining the torque required to turn the nut on the bolt. (Before the nut makes contact
with the bearing surface.)
(4) The friction drag torque (if any) shall be added to the desired torque specified in “Chart 2” on
page 91104. This final torque should register on the indicator or be the setting for a snap-over
torque limiting device. The final torque values (with friction drag included) are shown in “Chart 2”
on page 91104 for some select fastener/nut combinations. If the value is not listed then it shall be
calculated per “(3)”, above.
(5) Torque requirements do not apply to cross-recessed or slotted screws or to fasteners installed
into rivnuts, pressnuts or other nuts not designed to rotate for wrenching at the fastener unless
otherwise specified in the subject chapter/section.
(6) Fasteners listed in “Chart 2” on page 91104 installed into nutplates, and which are accessible to
be torqued at the fastener, must be tightened to the low end of the torque range specified in the
appropriate “shear” column.
NOTE: When the fastener is stationary and the nut is torqued, use the lower side of the torque
range. When the nut is stationary and the fastener is torqued, use the higher side of the
torque range. In this case, ensure one (1) washer is installed under the head as follows:
(a) If the subject chapter/section does not specify the use of a washer under the head,
install one (1) NAS1149 .032 thick washer under the head. If additional washers are
required under nut to adjust for grip length variation as described under Threaded
Fastener Installation in 20-00-00: reduce them .032 to allow for the additional .032
washer now installed under head. Check to ensure threads are not bearing loads,
due to the added .032 washer thickness.
(b) All added washers are to be of the correct diameter, material and finish that matches
the fastener being installed.
(7) Apply a smooth, even pull when applying torque pressure. If chattering or a jerking motion occurs
during final torque, back off and re-torque.
(8) When installing a castellated nut, torque nut to the maximum allowable torque for the particular
fastener/nut combination then back off to the nearest castellation, and install the cotter pin.
(9) Unless otherwise specified in the subject chapter/section, when castellated nuts are used with
a cotter pin on moving joints, the nut shall not be torqued to “Chart 2” values. Nuts shall be
tightened to remove looseness in the joint and then the cotter pin installed.
(10) Unless otherwise specified in the subject chapter/section, when parts are used on engines or
other vendor supplied assemblies using Piper furnished or existing supplier threaded fasteners,
tightening torque limits specified by the latest applicable supplier specifications supersede those
in “Chart 2” on page 91104.
PAGE 2
Oct 29/19 91-10-00 91102
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
2. Conversion Tables
The following charts contain various conversion data that may be useful when figuring capacities, lengths,
temperatures, and various weights and measures from the English system to the metric system or back
again:
Torque Conversion - “Chart 3” on page 91108.
Decimal Conversions - “Chart 4” on page 91109.
Temperature Conversion - “Chart 5” on page 911010.
Weights and Measures Conversion - “Chart 6” on page 911011.
Metric Conversion - “Chart 7” on page 911012.
Drill Sizes - “Chart 8” on page 911013.
3. Hose Specifications
See “Chart 9” on page 911014.
4. Consumable Materials
A. General - See “Chart 10” on page 911015.
B. Sealants - See “Chart 11” on page 911022.
5. Vendor Contact Information
See “Chart 12” on page 911026.
6. Electrical Wire Coding
See “Chart 13” on page 911029.
7. Electrical Symbols
See “Chart 14” on page 911031.
8. Electrical / Electronic Component Reference Designation Codes
See “Chart 15” on page 911034.
Chart 2 (Sheet 1 of 4)
RECOMMENDED NUT TORQUES
The following tables are partially derived from FAA AC 43.13-1B.
Some fasteners and nuts are listed in more than one group. Select torque from appropriate group
depending on application (tension vs shear).
If the chapter/section calls out a fastener and nut that are not in the same group, use the lower of the two
torque values.
NASM21042 contains wrenching torque values that are intended for testing purposes only, for aircraft
assemblies use torque values shown herein.
Although MS21042, NAS1291, and NAS679 nuts are reduced height, they are included in both tension
and shear groups and may be used for both applications.
Unless otherwise specified by the chapter/section, size #6 screws used with self-locking nutplates shall
be torqued to no greater than 4 to 5 in-lbs with an appropriate calibrated driver.
If final torque (with friction drag included) is not listed it shall be calculated per paragraphs 1 B “(3)” and
“(4)” above.
NOTE: Within Chart 2, Tables 1 and 2 are not used.
PAGE 4
Oct 29/19 91-10-00 91104
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 2 (Sheet 2 of 4)
RECOMMENDED NUT TORQUES
Table 3: Standard Fasteners
Standard Fasteners Tension Shear
Fasteners Nuts Fastener Size Torque (in·lbs) Torque (in·lbs)
No Friction Drag W/ Friction Drag No Friction Drag W/ Friction Drag
8-36 12–15 7–9
10-32 20 – 25 38 – 43 12 – 15 30 – 33
1/4-28 50 – 70 65 – 100 30 – 40 60 – 70
5/16-24 100 – 140 160 – 200 60 – 85 120 – 145
3/8-24 160 – 190 240 – 270 95 – 110 175 – 190
7/16-20 450 – 500 550 – 600 270 – 300 370 – 400
CHART 2 (Sheet 3 of 4)
RECOMMENDED NUT TORQUES
PAGE 6
Oct 29/19 91-10-00 91106
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 2 (Sheet 4 of 4)
RECOMMENDED NUT TORQUES
Chart 3
TORQUE CONVERSION
PAGE 8
Oct 5/16 91-10-00 91108
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 4
DECIMAL CONVERSIONS
Chart 5
TEMPERATURE CONVERSION
CENTIGRADE - FAHRENHEIT
Example: To convert 20°C, to Fahrenheit, find 20 in the center column headed
(°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 column and read -6.67°C, in the (°C) column
to the left.
°C °F - °C °F °C °F - °C °F
-56.7 -70 -94.0 104.44 220 428.0
-51.1 -60 -76.0 110.00 230 446.0
- 45.6 -50 -58.0 115.56 240 464.0
- 40.0 -40 -40.0 121.11 250 482.0
- 34.0 -30 -22.0 126.67 260 500.0
- 28.9 -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
37.78 100 212.0 198.89 390 734.0
43.33 110 230.0 204.44 400 752.0
48.89 120 248.0 210.00 410 770.0
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
76.67 170 338.0 237.78 460 860.0
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
PAGE 10
Oct 5/16 91-10-00 911010
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 6
WEIGHTS AND MEASURES CONVERSION
Chart 7
METRIC CONVERSION
Example: Convert 1.5 inches to millimeters.
(1) Read down inches column to 1. inches.
(2) Read across top inch column to 0.5.
(3) Read down and across to find millimeters (1.5 inches is 38.10 millimeters).
INCHES TO MILLIMETER
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
0.0 2.54 5.08 7.62 10.16 12.70 15.24 17.78 20.32 22.86
1.0 25.40 27.94 30.48 33.02 35.56 38.10 40.64 43.18 45.72 48.26
2.0 50.80 53.34 55.88 58.42 60.96 63.50 66.04 68.58 71.12 73.66
3.0 76.20 78.74 81.28 83.82 86.36 88.90 91.44 93.98 96.52 99.06
4.0 101.60 104.14 106.68 109.22 111.76 114.30 116.84 119.38 121.92 124.46
5.0 127.00 129.54 132.08 134.62 137.16 139.70 142.24 144.78 147.32 149.86
6.0 152.40 154.94 157.48 160.02 162.56 165.10 167.64 170.18 172.72 175.26
7.0 177.80 180.34 182.88 185.42 187.96 190.50 193.04 195.58 198.12 200.66
8.0 203.20 205.74 208.28 210.82 213.36 215.90 218.44 220.98 223.52 226.06
9.0 228.60 231.14 233.68 236.22 238.76 241.30 243.84 246.38 248.92 251.46
PAGE 12
Oct 5/16 91-10-00 911012
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 8
DRILL SIZES
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
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
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
I 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
Chart 9
HOSE SPECIFICATIONS
Hose Construction: Seamless synthetic rubber inner tube reinforced Uses: High pressure hydraulic,
with one fabric braid, two or more steel wire braids, and covered with a pneumatic, coolant, fuel and oil.
synthetic rubber cover (for gas applications, request perforated cover).
Operating Temperature:
Identification: Hose is identified by specification number, size number,
quarter year and year, hose manufacturer’s identification. Minus 65°F to plus 200°F.
PAGE 14
Oct 5/16 91-10-00 911014
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 10 (Sheet 1 of 6)
CONSUMABLE MATERIALS - GENERAL
Material Specification Product Vendor
ABS-Solvent/ Solarite, #11 Series Solar Compounds Corp.
Cements
Adhesive EC 801 Minnesota Mining and
EC 807 Manufacturing
EC 1357 Adhesive Coating and
Scotch Grip 210 Sealers Division
(Rubber Adhesive)
Adhesive, EC 1300L Minnesota Mining and
Neoprene Rubber Manufacturing
Adhesive Coating and
Sealers Division
Anti-Galling MIL-PRF-907 Ease-Off Texacone Company
Solution
Anti-Seize Compound SAE-AMS-2518 Armite Product Armite Laboratories
(Graphite Petrolatum)
Anti-Seize Compound Exxon Oil Company
Royco 44 Royal Lubricants Co.
Anti-Seize Compound TT-A-580 Armite Product Armite Laboratories
(TT-S-1732)
Anti-Seize Thread Fel-Pro C5-A Fel-Pro Incorporated
Compound “HIGH
TEMPERATURE”
Cleaner and Polish, P-P-560 Part Number 403D Permatex Co., Inc.
Plexiglas Kansas City, Kansas
66115
Cleaners, General Fantastic Spray Local Supplier
Perchlorethylene
VM&P Naphtha
(Lighter Fluid)
Compound, Automotive Type Axalta Company
Buffing and Rubbing Axalta #7
Ram Chemical #69 Ram Chemicals
Compound, Polishing Mirror Glaze Mirror Bright Polish
Co., Incorporated
Corrosion Retardant MIL-PRF-16173E LPS-3 Heavy Duty LPS Laboratories
Compounds (Piper P/N 197-508 *) Rust Inhibitor
* = 1 Gallon Protecto Flex WECHEM, Inc.
Metal Parts Protector
Deicer Boot Surface Agemaster B.F. Goodrich
Coatings
Dry Lubricant MS-122AD Miller-Stephenson
CHART 10 (Sheet 2 of 6)
CONSUMABLE MATERIALS - GENERAL
Material Specification Product Vendor
Gasket Cement Permatex No. 2 Permatex Company, Inc.
Grease, Actuator 2196-74-1 Dukes Astronautics Co.
Grease, Aircraft MIL-PRF-23827C Supermil Grease Amoco
Instrumentation, (See Note at end.) No. A72832
Gear and Actuator
Screw Royco 27A Royal Lubricants Co.
(-73 to +121 °C)
(-94 to +250 °F) Shell 6249 Grease Shell Oil Company
RR-28 Socony Mobil Oil Co.
Castrolease A1 Burmah-Castrol LTD.
Low-Temp. Grease E.P. Texaco Incorp.
5114 E.P. Grease Standard Oil of Calif.
AV55
Aeroshell Grease 7 Shell Oil Company
Braycote 627S
Mobil Grease 27 Mobil Oil Corporation
B.P. Aero Grease 31B B.P. Trading Limited
Grease, Ball and DOD-G-24508 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
Grease, General MIL-PRF-81322E Marfax All Purpose Texaco Incorporated
Purpose, Wide
Temperature Aeroshell No. 6 Shell Oil Company
(-54 to +177 °C)
(-65 to +350 °F) Mobil Grease 77 Mobil Oil Corporation
or Mobilux EP2
Shell Alvania EP2 Shell Oil Company
Royco 22 Royal Lubricants
Company
Mobil Grease 33 Mobil Oil Corporation
(755-162(12.5 oz. Tube))
Aeroshell No. 22 Shell Oil Company
PAGE 16
Oct 1/18 91-10-00 911016
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 10 (Sheet 3 of 6)
CONSUMABLE MATERIALS - GENERAL
Material Specification Product Vendor
Grease, Lubricating, MIL-G-21164 Aeroshell Grease Shell Oil Company
Molybdenum No. 17
Disulfide, Low and
High Temperature Royco 64C Royal Lubricants Co.
Castrolease MSA (c) Burmah Castrol LTD.
Grease, Plug Valve, SAE-AMS-G-6032 Royco 32 Royal Lubricant Co.
Gasoline and
Oil Resistant Castrolease PV Burmah Castrol LTD.
Parker Fuel Lube 44 Parker Seal Company
B.P. Aero Grease 32 B.P. Trading Limited
L-237 Lehigh Tenneco
Chemicals Co., Inc.
Rockwell 950 Rockwell International
Grease, Waterproof, Aero Lubriplate LUBRIPLATE
High and Low Lubricants Co.
Temperature
“Hot Melt” Adhesive Stick Form 1/2 in. Sears, Roebuck and
Polyamids and “Hot diameter, 3 in. Company or most
Melt” Gun. long hardware stores.
Hydraulic Fluid MIL-PRF-5606 Brayco 756D Bray Oil Company
TL-5874 Texaco Incorporated
PED 3565 Standard Oil Company
of California
Aircraft Hydraulic Texaco Incorporated
Oil AA
RPM Aviation Oil Standard Oil Company
No. 2 Code of California
PED 2585
PED 3337
Aeroshell Fluid 4, Shell Oil Company
SL-7694
Aero HF Mobil Oil Corporation
Royco 756, 756A Royal Lubricants Co.
and 756B
Isopropyl Alcohol Fed. Spec. TT-I-735 Local Supplier
Isocryl Tape Schnee-Moorehead, Inc.
Kevlar Kevlar Kevlar Special Products
CHART 10 (Sheet 4 of 6)
CONSUMABLE MATERIALS - GENERAL
Material Specification Product Vendor
Leak Detector MIL-PRF-25567 ALPHA 73 U.S. Gulf Corporation
Solution for Oxygen Leak Detector
Oxygen Systems Type 1
Leak Tec #16-OX American Gas and
Chemical Co. LTD.
Loctite ASTM-D-5363 Loctite 290 Loctite Corporation
(Red)
Loctite 222
(Brown)
Piper P/N 279-128 Loctite 27121 (10 ml)
Methylethylketone Fed. Spec. TT-M-261 Local Supplier
Molybdenum Disulfide, SAE-AMS-M-7866 Molykote-Type G Dow Corning Corp.
Lubrication Grade (Paste)
Molykote - Type 2
(Powder)
O-Ring Lubricant Parker O-LUBE Parker Hannifin Corp
Oil, Air Conditioner, R12 Frigidaire #525 Virginia Chemical
Suniso #5 Sun Oil Company of
Pennsylvania
Texaco Capilla “E” Texaco Incorporated
Oil, Air Conditioner, Piper P/N 923-384 PAG-21941
HFC-134a
Oil Lubricating, MIL-PRF-7870C Caltex Low Temp. Caltex Oil Products
General Purpose, Oil Company
Low Temperature
Sinclair Aircraft Sinclair Refining
Orbit Lube Company
1692 Low Temp Oil Texaco Incorporated
Aviation Instrument Standard Oil Company
Oil of California
Royco 363 Royal Lubricants Co.
Patching Compound, Solarite #400 Solar Compounds Corp.
Epoxy
Primer, Piper P/N 279-179 EWDE072A/B PPG Aerospace
Fluid Resistant Epoxy PRC-DeSoto
Piper P/N 279-506 10P8-10NF / EC-283 Akzo Nobel Aerospace
Coatings
Piper P/N 279-108 10P30-5 / EC-275
44GN036 Deft, Inc.
PAGE 18
Oct 1/18 91-10-00 911018
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 10 (Sheet 5 of 6)
CONSUMABLE MATERIALS - GENERAL
Material Specification Product Vendor
Primer, Aeroglaze 9743A Lord Corporation
Non-Chromated Corrosion Inhibiting (Piper P/N 279-456)
Aeroglaze 9700B
(Piper P/N 279-455)
Propeller Slip Ring CRC-2-26 Corrosion Reaction
Cleaning Solvent Consultants, Inc.
Rain Repellent FSCM 50150 Repcon Unelco Corporation
Safety Walk Flextred 300 Wooster Products,
Pressure Sensitive Incorporated
Sealants - See “Chart 11” on page 911022.
Sealing Compound, Tite-Seal Radiator Specialty Co.
Gasket and Joint
Silicone Compound SAE-AS-8660 DC-4, DC-6 Dow Corning
-54 to +204 °C (Piper P/N 279-149) Compound
-65 to +400 °F
G-624 General Electric Co.
Silicone Products
Department
Solvents Methylethyl Ketone Local Suppliers
Methylene Chloride
Acetone
Y2900 Union Carbide; Plastic
Division
Fed. Spec. PD 680 Local Supplier
Type I - Stoddard
Solvent
Type II - High Local Supplier
Temperature
Teflon Tape .003” x .5” wide/-1 Minnesota Mining and
Manufacturing Company
Shamban W.S. and Co.
.003” x .25” wide/-2 Johnson & Johnson, Inc.
Permacel Division
Thread Lubricant MIL-PRF-907E Kopr-Kote Jet Lube, Inc.
Oleo Strut, Air Valve
Thread Sealant A-A-58092 Permacel 412 Johnson & Johnson, Inc.
for High Pressure Permacel Division
Oxygen System
Toluol TT-M-261 Local Supplier
CHART 10 (Sheet 6 of 6)
CONSUMABLE MATERIALS - GENERAL
Material Specification Product Vendor
Trichlorethylene MIL-T-7003 Perm-A-Clor Dextrex Chemical
Industries, Inc.
Turco 4217 Turco Products, Inc.
Vinyl Foam 1 in. x 1/8 in. 530 Series, Type I Norton Tape Division
Vinyl, Foam Tape 1/8 in. x 1 in. 501 Series, Type II Norton Tape Division
Vinyl, Black Plastic 2 in. x 9 mil. and/or
1 1/2 in. x 9 mil.
NOTE: Take precautions when using MIL-PRF-23827 and engine oil. These lubricants contain chemicals
harmful to painted surfaces.
PAGE 20
Oct 1/18 91-10-00 911020
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 11 (Sheet 1 of 3)
CONSUMABLE MATERIALS - SEALANTS
Typical Time
Manufacturer at Piper Code
Class/ Shelf Life
Product 77°F/50%RH
Sealant Type Worklife at 80°F
(Specific Gravity & Cure
(hrs) Tack 2.5 -oz 6-oz Gallon (months)
Cured Hardness) to
Free Semco Semco Can Kit
30A
A-2 24 48 279 -554 279 -060 279 -514 9
See Note 1 A-2 <24 <48 279 -822 279 -821 279 -810 9
and
see also Type 6. Royal WS -8020 B-½ <10 <24 279 -534 279 -557 --- 9
(SG=1.52, ≥50A) B-2 <24 <48 279 -535 279 -548 --- 9
PAGE 22
Oct 1/18 91-10-00 911022
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 11 (Sheet 2 of 3)
CONSUMABLE MATERIALS - SEALANTS
Worklife/ Typical Time at Shelf
Manufacturer Product & Class Assembly 77°F/50%RH Piper Life
Sealant Type
(Specific Gravity & Cured Hardness) Time Tack Cure Code at 80°F
(hrs) Free to 30A (months)
Type 2 3M AC-215 B-2 (SG=1.52, 45A) 2 24 48 279-184 12
Access Doors
Flamemaster CS3330ci B-2 (SG=1.50,
and Panels in 2 18 30 279-820 9
35A)
Pressurized
Structure PPG PR-1428 B-2 (SG=1.50, 50A) 2 <8 24 279-036 12
See Note 3
Royal WS8010 B-1/2 (SG=1.50, 53A) 30 min <3 <4 279-497 9
Royal WS8010 B-2 (SG=1.50, 53A) 2 <6 <12 279-496 9
Type 3 3M EC-776SR (SG=0.86) - 20 min 24 279-229 6
Fill and Drain
Flamemaster CS3600 (SG=0.88) - 20 min 24-48 279-547 12
Coating in Small
Tanks PPG PR-1005-L (SG=0.85) - 20 min 48 179-750 12
Type 4, Group I Momentive RTV102 -White (SG=1.05, 30A) - 20 min 24 179-758 12
General Purpose
Momentive RTV103 -Black (SG=1.05, 30A) - 20 min 24 179-759 12
Silicone
See Note 4 Momentive RTV108 -Clear (SG=1.05, 30A) - 20 min 24 179-760 12
Type 4, Group III
Engine
Compartment Momentive RTV106 -Red (SG=1.07, 30A) - 20 min 24 179-763 12
Silicone
See Note 5
Type 5 3M AC-236 C-20 (SG=1.64, 60A) 8(20) 60 <336 279-196 9
3M AC-350 C-8(24) (SG=1.40, 50A) 8(24) 96 96 279-523 9
Wet Fastener Royal WS -8032 C-8 (SG=1.17, 50A) 8(24) <168 <168 279-550 9
Installation in
Pressurized PPG P/S 890 C-8(20) (SG=1.54, 45A) 8(20) <168 <168 279-531 9
Structure. PPG PR-1440 C-20 (SG=1.57, 46A) 8(20) <168 <168 279-192 9
See Note 6
PPG PR-1776 C-8 (SG=1.29, 48A) 8(24) <120 120 279-551 9
Type 6 3M AC-250 A-1/6 (SG=1.61, 55A) 10 min 70 min 2 279-244 6
Fuel Tank and
Fuselage 3M AC-250 B-1/6 (SG=1.62, 55A) 10 min 1 2 279-245 6
Pressurized
Structure PPG PS 860 B-1/6 (SG=1.65, 45A) 20 min <3 8 279-191 6
See Note 7
Type 7 Cytec DAPCO 2100 (SG=1.37, 50A) 10 min 15 min 24 279-522 6
Cytec DAPCO 2200 (SG=1.37, 50A) 30 min 1 4 279-530 6
Esterline Fastblock 100 (SG=1.25, 63A) 4 6 <48 279-543 6
Firewall
See Note 8 Flamemaster CS1900 (SG=1.33, 80A) 2 <4 <60 279-226 12
Momentive RTV133 (SG=1.23, 45A) 1 3-5 48 279-029 12
PPG PR-812 (SG=1.33, 75A) 2 <24 48 279-549 12
CHART 11 (Sheet 3 of 3)
CONSUMABLE MATERIALS - SEALANTS
Worklife/ Typical Time at Shelf
Manufacturer Product & Class Assembly 77°F/50%RH Piper Life
Sealant Type
(Specific Gravity & Cured Hardness) Time Tack Cure Code at 80°F
(hrs) Free to 30A (months)
Type 8 Flamemaster CS3247 B-4 (SG=1.63, 45A) 4 <36 <90 279-227 9
Pressurized
Windows or PPG PR-1425CF B-2 (SG=1.44, 47A) 2 <8 12 279-019 9
Deice Boot Edge Flamemaster CS3247 B-2 (SG=1.63, 45A) 2 <24 48 279-560 9
Sealer
Type 9 PPG PR-716 Turquoise Liquid - <30 min - 279-816 9
Accelerator
PPG PR-717 Green Liquid - <30 min - 279-552 9
See Note 9
PPG P/S 815 Clear Aerosol - <2 - 279-553 6
Work Life (1) Cure Time (1) Piper Shelf Life (2)
Sealant Type Product (Min.) (Hours) Code (Months)
Bostik 1100 FS (White, Black, or Gray) 70 72 279-058 9
Airframe 3M Scotch Seal 540 (White) 90 24 279-176 6
Bostik 940A (White or Black) 45 48 279-241 12
and 3M Marine Adhesive/Sealant Fast Cure
4000 UV (White or Black) 22 24 180-001 12
Component Momentive RTV 103 (Black) 20 24 179-759 12
Momentive RTV 102 (White) 20 24 179-758 12
(1) Room temperature 70°F–77°F, 50% relative humidity, and 1/8 inch thick sample.
(2) Stored at 50% relative humidity and 60°F–80°F. (PIR-PMS-C1012, Rev. R.)
PAGE 24
Oct 1/18 91-10-00 911024
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 12 (Sheet 1 of 3)
VENDOR CONTACT INFORMATION
A CEE BEE Chemical Co. H
9520 E. CEE BEE Drive
American Gas and H. S. Bancroft Corp.
Box 400
Chemical Co. LTD One Rockhill
Downey, CA 92041
220 Pegasus Avenue Industrial Park
Northvale, NJ 07647 Corrosion Reaction Cherry Hill, NJ 08003
201-767-7300 Consultants, Inc. 609-854-8000
Limekin Pike
Amoco Oil Co. J
Dresher, PA 19025
200 E. Randolph Drive
Jet Lube, Inc.
Chicago, IL 60601 D
P.O. Box 21258
312-856-5111
Deft, Inc. Houston, TX 77226-1258
Armite Laboratories 17451 Von Karman Ave. 800-538-5823
1845-49 Randolph Street Irvine, CA 92614 www.jetlube.com
Los Angeles, CA 90001 800-544-3338
Johnson & Johnson, Inc.
213-587-7744 www.deftfinishes.com/
Permacel Division
Akzo Nobel Aerospace Coatings Dextrex Chemical 501 George Street
East Water Street P. O. Box 501 New Brunswick, NJ 08901
Waukegan, IL 60085 Detroit, MI 48232 201-524-0400
847-625-3340
Dow Corning Corporation K
www.anac.com/
Alpha Molykote Plant
Kevlar Special Products
Axalta Coating Systems 64 Harvard Avenue
E.I. DuPont de Nemours & Co.,
Suite 3600 Stanford, CT 06902
(Inc.)
2001 Market Street
Dukes Astronautics Co. Textile Fibers Department
Philadelphia, PA 19103 USA
7866 Deering Avenue Centre Road Building
B Canoga Park, CA 91304 Wilmington, DE 19898
302-999-3156
BP Trading Limited
Moore Lane L
E
Brittanic House
Lehigh - Tenneco Chem. Co., Inc.
London E.C. 2 Exxon Oil Company
Chestertown, MD 21620
England 1251 Avenue of the Americas
301-778-1991
New York, NY 10020
Bray Oil Company
212-398-3093 Loctite Corporation
1925 N. Marianna Avenue
777 N. Mountain Road
Los Angeles, CA 98103 F
Newington, CT 06111
213-268-6171
Fel-Pro Incorporated 800-243-8160
Burmah - Castrol Inc. 7450 N. McCormick Blvd. In CT 800-842-0225
30 Executive Avenue Box C1103
LPS Laboratories
Edison, NJ 08817 Skokie, IL 60076
4647 Hugh Howell Rd.
201-287-3140 312-761-4500
Tucker, GA 30084
C G 800-241-8334
www.lpslabs.com/
California Texas Oil Corp., General Electric Co.
380 Madison Avenue Silicone Products Dept. LUBRIPLATE Lubricants Co.
New York, NY 10017 Waterford, NY 12188 129 Lockwood St.
518-237-3330 Newark, NJ 07105
Caltex Oil Products Co.
800-733-4755
New York, NY 10020
www.lubriplate.com
PAGE 26
Oct 1/18 91-10-00 911026
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 12 (Sheet 2 of 3)
VENDOR CONTACT INFORMATION
M PPG Aerospace PRC-DeSoto Solar Compounds Corp.
11601 United Street 1201 W. Blancke Street
Miller-Stephenson
Mojave, California 93501 Linden, NJ 07036
George Washington Hwy.
661-824-4532 201-862-2813
Danbury, Ct 06810
818-549-7999
203-743-4447 Standard Oil of California
http://corporateportal.ppg.com/na/
www.miller-stephenson.com 225 Bush Street
aerospace/
San Francisco, CA 94104
Minnesota Mining and MFG
R 415-894-7700
3M Center
St. Paul, MN 55144 Radiator Specialty Co. Sun Oil Company of Penna
612-733-1110 P.O. Box 34689 5 Penn Center Plaza
Charlotte, NC 28234 Philadelphia, PA 19103
Mirror Bright Polish Co., Inc.
704-377-6555 215-972-2000
Irvine Industrial Complex
P.O. Box 17177 Ram Chemicals T
Irvin, CA 92713 201 E. Alondra Blvd.
Texacone Company
714-557-9200 Gardena, CA 90248
4111 Forney Avenue
213-321-0710
Mobil Oil Corporation Mesquite, TX 75149
150 E. 42nd Street Rockwell International 800-839-2266
New York, NY 10017 600 Grant Street http://www.texacone.com/
212-883-4242 Pittsburgh, PA 15219
Texaco, Inc.
412-565-2000
Morton Inc. 2000 Westchester Avenue
7341 Anacona Ave Royal Lubricants Company White Plains, NY 10650
Garden Grove, CA 92641 River Road 914-253-4000
724-373-2837 E. Hanover, NJ 07936
Turco Products Inc.
Fax 724-373-1913 201-887-3100
24600 S. Main Street
N S Box 6200
Carson, CA 90749
Norton Tape Division Schnee-Moorhead, Inc.
213-835-8211
Department 6610 111 North Nursery Road
Troy, NY 12181 Irving, TX 75060 U
518-273-0100 972-438-9111
U.S. Gulf Corp.
www.trustsm.com
P P.O. Box 233
Shamban W.S. and Co. Stoney Brook, NY 11790
Parker Hannifin Corp.
1857 Centinela Avenue 212-683-9221
O-Ring Divison
Santa Monica, CA 90404
2360 Palumbo Drive Unelko Corporation
213-397-2195
Lexington, KY 40509 727 E. 110th Street
859-269-2351 Shell Oil Company Chicago, IL 60628
www.parker.com One Shell Plaza
Union Carbide; Plastic Div.
Houston, TX 77003
Parker Seal Company 270 Park Avenue
713-220-6697
17325 Euclid Avenue New York, NY 10017
Cleveland, OH 44112 Sinclair Refining Co. 212-551-3763
216-531-3000 600 Fifth Avenue
V
New York, NY 10020
Permatex Co., Inc.
Virginia Chemical
P.O. Box 11915 Socony Mobil Oil Co.
3340 W. Norfolk Rd.
Newington, CT 06111 Washington 5, DC 20005
Portsmouth, VA 23703
203-527-5211
703-484-5000
CHART 12 (Sheet 3 of 3)
VENDOR CONTACT INFORMATION
W
WECHEM, INC.
5734 Susitna Drive
Harahan, LA 70123
800-426-0512
504-733-2218
www.wechem.com
Wooster Products, Inc.
1000 Spruce Street
Wooster, OH 44691
800-321-4936
In OH 216-264-2844
PAGE 28
Oct 1/18 91-10-00 911028
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 13 (Sheet 1 of 2)
ELECTRICAL WIRE CODING
F Airspeed Indicator
PF Alternator Field Control and Power
F Altitude Indicator / Altimeter
L Anti-collision Lights
F Attitude Indicator
A C Autopilot
H Avionics Cooling
L Avionics Lights
P Battery
H Cabin Heating
L Cabin Lights
H Cabin Ventilation
D Clock
C Control Surfaces
E DAU
C Electric Trim
M ELT Switch
K Engine Control, Starter
J Engine Ignition
E Engine Instruments
Q Engine Priming
K Engine Starting
E Engine Temperature
W Exceedance Horn
C Flap Position/Control
F Flight Display/ MFD
F Flight Instruments
E Fuel Flow
E Fuel Pressure
Q Fuel Pumps
Q Q Fuel Quantity
G Gear Extension and Retraction
G Gear Position and Warning
GND Ground
CHART 13 (Sheet 2 of 2)
ELECTRICAL WIRE CODING
FUNCTION FUNCTION
LETTER LETTER CIRCUIT
(Circa 2010 (Circa 2010
and Prior) and Later)
PAGE 30
Oct 1/18 91-10-00 911030
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 14 (Sheet 1 of 3)
ELECTRICAL SYMBOLS
CHART 14 (Sheet 2 of 3)
ELECTRICAL SYMBOLS
AIRCRAFT LOCATION SYMBOLS ADJUSTABILITY BATTERIES BUS
FS WL BL
+ -
OR
SHIELDED
COAXIAL SHIELDED TWO SHIELDED
TWISTED TWISTED SINGLE
GROUPING OF LEADS CABLE CONDUCTOR TWISTED
PAIR TRIPLE CONDUCTOR
W / GROUND PAIR
CURRENT LIMITER
A
CB PUSH PUSH-PULL SWITCH B
GENERAL BASIC BREAKER BREAKER BREAKER
RECEPTACLE PLUG MATED PLUG
& RECEPTACLE
-A
INDICATOR LIGHT
(* LETTER DENOTES INCANDESCENT FLUORESCENT
COLOR - ASTERISK LAMP LAMP
IS NOT PART OF SYMBOL)
A
M + -
* LETTER DENOTES THE
TYPE OF METER POSITIVE NEGATIVE
i.e. A = AMMETER
RESISTOR
SPLICE
TERMINAL BOARD
RELAY COIL RHEOSTAT
1
PERMANENT 2
3
4
DISCONNECT
TRANSISTORS
TRANSDUCER TRANSFORMERS
PAGE 32
Oct 1/18 91-10-00 911032
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
CHART 14 (Sheet 3 of 3)
ELECTRICAL SYMBOLS
(MAKE) (BREAK)
CLOSED OPEN TRANSFER CIRCUIT TWO
CIRCUIT
CONTACT CONTACT CLOSING CIRCUIT
OPENING
OFF
(MAKE) (MAKE OR BREAK) (BREAK)
CIRCUIT CIRCUIT TWO TRANSFER THREE POSITION THREE POSITION
CIRCUIT
CLOSING CLOSING OR OPENING OPENING CIRCUIT ONE POLE TWO POLE
TEMPERATURE ACTUATED
PRESSURE OR VACUUM ACTUATED SWITCH
NOTE: t* SYMBOL
SHALL BE REPLACED
BY DATA GIVING THE
V P OPERATING
OR OR
t t t t TEMPERATURE
CLOSES ON OPENS ON OF THE DEVICE
CLOSES ON OPENS ON
RISING PRESSURE RISING PRESSURE
RISING TEMPERATURE RISING TEMPERATURE
t THERMAL SWITCHES
LIMIT SWITCH, DIRECTLY ACTUATED - SPRING RETURN
NORMALLY OPEN t
CLOSES ON
RISING TEMPERATURE
ROTARY
SWITCH NOTE: Viewed from end
OPEN CLOSED
opposite control knob.
TIME-DELAY TIME-DELAY
CLOSING OPENING
OPEN CLOSED
TIME-DELAY TIME-DELAY
Chart 15
ELECTRICAL / ELECTRONIC COMPONENT REFERENCE DESIGNATION CODES
PAGE 34
Oct 1/18 91-10-00 911034
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Chart 16 (Sheet 1 of 2)
ELECTRICAL COMPONENT REFERENCE DESIGNATORS WITH GARMIN G500
Designator Description Location / G500-44203 Sheet Number
1P441 Wing Harness 7
1P4001 GNS 430W COMM/NAV/GPS #1 6, 10, 15
1P4002 GNS 430W COMM/NAV/GPS #1 10, 13
1P4006 GNS 430W COMM/NAV/GPS #1 10, 13; 91-34-50, Figure 4, Sheet 4
1P6201 GDU 620 16
2P4001 GNS 430W COMM/NAV/GPS #2 6, 10, 11, 15
2P4002 GNS 430W COMM/NAV/GPS #2 10, 11, 13
2P4006 GNS 430W COMM/NAV/GPS #2 11, 13; 91-34-50, Figure 4, Sheet 4
340P1 GMA 340 Audio/MKR 12, 13, 18, 19, 20
340P2 GMA 340 Audio/MKR 12, 19, 20
500P1 WX-500 15
500P2 WX-500 15
500P3 WX-500 15
ANT-P2 Antenna 15
END “A” Straight TNC (XM Coax) 19
END “B” RT Angle SMA (XM Coax) 19
Gl 106/A Gl-106A NAV Indicator 11
J1 Audio Panel 13
J3 Passenger 1 MIC 12
J4 Passenger 1 Phone 12
J7 Passenger 2 MIC 12
J9 Passenger 2 Phone 12
J306 Instrument Panel Harnes 19
J316 Instrument Panel Harnes 19
J554 Pilot Control Wheel 20
J556 Right Fuselage
J557 Pressure Transducer 17
J564 Trim SW T1
J2801 Passenger 1 MIC/Phone 12
J2802 Passenger 2 MIC/Phone 12
MHF1 Module Wing / 7
MHW1 Module Wing / 7
OHF1 Module Wing / 8
OHW1 Module Wing / 8
OHW2 Module Wing / 8
P1 Audio Panel 6, 9, 13, 14
P5 Co-Pilot Control Wheel 12
P10 Data Link Transceiver 19
P441 ADF Antenna 18
P441 GMU 44 7
P551 Computer 16, 17
P552 Computer 16, 17
P554 Pilot Control Wheel 9, 16
P555 Trim Monitor 17
P556 Right Fuselage 17
P558 Turn Coordinator
P559 Trim Servo 17
P561 Pitch Servo 17
P562 Roll Servo 17
(G500-44203 D)
PAGE 36
Oct 1/18 91-10-00 911036
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
Each schematic in this manual contains a drawing index number in one of the corners of the schematic,
showing the drawing number, revision level, and sheet number (i.e., 105553 A 23) of the Piper engineering
drawing the schematic was created from.
Many schematics in this manual were created from harness assembly drawings which typically show only
portions of a functional system’s wiring on each sheet. In harness assembly drawings, internal cross-
reference is to other numbered sheets within that same drawing - typically shown (SH 15) = sheet 15. The
following provides sheet locating information by drawing number, sheet number and the Section Number,
Figure Number, and Sheet Number where that harness assembly drawing sheet is used in this manual.
NOTE: To follow a drawing internal cross-reference found in a schematic, note the sheet number you are
looking for, note the engineering drawing number from the drawing index number found in the
corner of the schematic, compare both to the following information to determine where your cross-
reference sheet is shown within this manual.
In addition, electrical / avionics component reference designator lists are provided to aid in identifying
components and connectors.
Engineering Maintenance Manual
Drawing Number Sheet Number Section Number Figure Number Sheet Number
84549 2 91-22-10 4 8
Harness Assy. 2 91-27-30 2 3
Switch 3 91-27-30 4 8
89295 2 91-24-30 1 1
Electrical Schematic 2.1 91-24-30 2 1
(1995–2006) 2.1 91-24-30 2 2
2.1 91-32-60 1 2
2.1 91-32-60 1 3
2.2 91-21-40 1 1
2.2 91-21-40 1 2
2.2 91-21-40 1 3
2.2 91-21-40 1 3
2.2 91-80-10 1 1
2.3 91-28-20 1 1
2.4 91-28-40 1 1
2.4 91-28-40 1 2
2.4 91-28-40 1 3
2.5 91-77-20 1
2.6 91-77-10 1
2.7 91-31-30 3 1
2.8 91-29-10 1 1
2.9 91-32-60 1 1
2.11 91-31-50 1 1
2.12 91-27-30 1 1
2.13 91-33-40 1 1
2.14 91-33-40 2 1
PAGE 2
Oct 1/18 91 - X - REF 91X2
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 4
Oct 1/18 91 - X - REF 91X4
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 6
Oct 1/18 91 - X - REF 91X6
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
108056 2 91-23-10 1 5
Harness Assy. Audio 3 91-23-10 1 6
Garmin G1000 NXi 3 91-23-50 4 2
4 91-23-50 4 2
108057 3 91-23-10 1 5
Harness Assy. 4 91-23-50 5 1
Flightcom Audio 5 91-23-50 5 2
G500-44000 42 91-34-50 4 3
Mod. Instructions 49 91-34-50 4 4
G500-44203 0
Harness Assy. 6 91-34-20 1
Avionics 6 91-34-20 6
Garmin G500 7 91-34-20 7
8 91-34-20 8
9 91-34-50 3 2
10 91-34-50 1 2
11 91-34-50 2 2
12 91-23-50 1 3
13 91-23-50 1 4
14 91-34-40 2 2
15 91-34-40 1 2
16 91-22-10 2 1
17 91-22-10 2 2
18 91-34-50 6 2
19 91-23-15 2
20 91-22-10 3
PAGE 8
Oct 1/18 91 - X - REF 91X8
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
VENT BLOWER
P334
P J
2 1 VB1B14 1 RED
VB1A14 BLOWER BLK
20A VB1C14 2 BLU
CB334 3
B301
S325
VENT BLOWER
SWITCH
NON-ESS BUS
VENT
BLOWER S325
P308 J308 334
P J
2 1 VB1B14 1 VB1C14 1 ORG
VB1A14
20A 3 VB1D14 2 VB1E14 2 RED
CB48 3
336 BLOWER
J P
2 YEL B301
1 BRN
VB1F14N
79293 AC
101837 NEW 14.0
PAGE
PAGE 12
Oct
Oct 1/18
5/16 91-21-20 9121202
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
107740 NEW 17
107889 NEW 17
108044 NEW 17
FAN SELECT SW
S306
VENT FAN
CB113 3 HI
J 350F P VB1C14
2
15A CB113A16 3 VB1A16 OFF
VB1B14 BLOWER
1 LO RED MOTOR
AC26A14 GREEN
(78140-62)
Effectivity
91-21-20
with Garmin G1000 PAGE 32
PAGE
9121203 or G1000 NXi Oct 1/18
Jul 1/17
Oct
PAGE 14
Oct 1/18
PAGE
1P3281
COOLING FAN SAFE 328
(PFD FAN) TO P350D-2 (SHT 27)
1/18
1P10001
GDU 1040 PFD
2P3281
COOLING FAN SAFE 328
(MFD FAN) TO P350D-7 (SHT 27)
+28VDC POWER 1 H61A22
MAINTENANCE MANUAL
PA-44-180, SEMINOLE
H62A22N
Figure 2 (Sheet 1 of 3)
GB3A-A
with Garmin G1000
2P10001
Effectivity
1P604
GIA 63W #1
2P604
GIA 63W #2
9121204
108044 NEW 28
MAINTENANCE MANUAL
PA-44-180, SEMINOLE
H59A22N
Figure 2 (Sheet 2 of 3)
GB2A-R
Avionics Cooling
Effectivity
GB3A-A
REF SH 12 & 16
2P604-15/7
Oct 1/18
PAGE 5
Oct 1/18
PAGE 6
108031 D 6
91-21-20
108031 D 7
GIA NO 1 1P605
P350E
1
3 TACH OUTPUT
MAINTENANCE MANUAL
4496432, 4496447 and up
GB4A-R
Figure 2 (Sheet 3 of 3)
Avionics Cooling
Effectivity
3 H5D
B
4 H5EN CR
3 4 NOTE: A CONNECTS TO
91-21-40
S401 405
A SWITCH LIGHTS DIMMER.
H5C
HEAT S324 P301 J401 4
2 1 H5A16 11 11 H5B16 CABIN HEATER
H3A16 7 H5F16
15A H4A16 10 10 H4B16 1
CB333 3
H3JP
H5JP
12 12 NO NO
4 B
A
H3H16 C S405 C H5G16 6 RNF
5
6 AIR VALVE SW.
A M
MAINTENANCE MANUAL
H5HN16 5
4496001 thru 4496037
4496038 and up; and
Figure 1 (Sheet 2 of 6)
OVER
Cabin Heat
H3D16
H3C16
6 9
4 7
HOUR METER
H3E16
SPLICE
H3F16 H4G16N*
B
K436
* 20 GAUGE WIRE IN 1995 THRU 2004 MODELS
A
9121402
H3G18N
9121403
89285 S 2.2
412 K405 89295 W/Y 2.20
J P
3 H5D
B
4 H5EN CR
3 4 NOTE: A CONNECTS TO
S401 405
A SWITCH LIGHTS DIMMER.
H5C
HEAT S324 P301 J401 4
2 1 H5A16 11 11 H5B16 CABIN HEATER
H3A16 7 H5F16
15A H4A16 10 10 H4B16 1
CB333 3
H3JP
H5JP
and 4496001 thru 4496037 with Kits No.
4496038 and up with Kit No. 88476-002;
12 12 NO NO
4 B
A
H3H16 C S405 C H5G16 6 RNF
5
6 AIR VALVE SW.
766-686 and 88476-002
MAINTENANCE MANUAL
A
PA-44-180, SEMINOLE
H5HN16 5
Figure 1 (Sheet 3 of 6)
Cabin Heat
OVER
J445 TO H7B TEMP RAM
1 2 AIR
ANNUNCIATOR PANEL H7A 4
(SEE 91-31-50) SW
H4H16 SPLICE H4F16
H4G18 H4G16*
J J IGN
H4E18 2 RNF UNIT
419 1 1 420
P P A405
H3G16
H3C16
HTR TB
TB-402
6 9
4 7
HOUR METER
SPLICE H3F16
H4G16N*
B
K436
Oct
A
Oct 5/16
PAGE
PAGE 32
H3G18N
* 20 GAUGE WIRE IN 1995 THRU 2004 MODELS
1/18
Oct
PAGE 14
Oct 1/18
PAGE
NOSE GEAR
UP SWITCH 412 K405
P J
91-21-40
3 H5D16
B
4 H5E16N
CR405
3 4
S401
A
CABIN CABIN HEAT SW
NON-ESS BUS
HEATER S324 16 4
J302A P402A
1 7
H5A16 2 H5B16
H3A16 H5F16
15A 2 3 H4A16 3 H4B16 1 TB402 CABIN HEATER
CB47 4 NO A NO B
4
5 6 S405 H5G16 6 RNF
C C
H3H16 AIR VALVE SW
MAINTENANCE MANUAL
J302A
1 TO P318-12 H7B16
(SEE 91-31-50, FIGURE 1, SHEET 2) H4C16 1 RNF M
Cabin Heat
P402A
H4E16 OVER
H3D16 H3C16 TEMP RAM
J J H7A16 4 AIR
SW
1 421 1 419 H4H16 H4F16
P P H4K16 H4G16
MT406 HEATER MT405 J IGN
2 RNF UNIT
FUEL 1 420
PUMPS A405
P
H4D16 3
THERMOSTAT
A404 FUEL
6 9 FUEL HOUR METER VALVE
SHUT-OFF
4 7 H4G16N
M401
H3G16
H3E16 H5H16N 5 M
H3F16
B
K436 CR436
H4J16N
A
9121404
9121405
101829 G 19
101837 NEW 13.0
NOSE GEAR
UP SWITCH 412 K405
P J
3 H5D16
B
4 H5E16N
CR405
3 4
S401
A
CABIN CABIN HEAT SW
NON-ESS BUS
HEATER S324 16 4
J302A P402A
1 7
H5A16 2 H5B16
H3A16 H5F16
15A 2 3 H4A16 3 H4B16 1 TB402 CABIN HEATER
CB47 4 NO A NO B
4
5 6 S405 H5G16 6 RNF
C C
AIR VALVE SW
Avidyne Entegra and Kit No.
H3H16
4496283 and up: and with
MAINTENANCE MANUAL
OVER
Effectivity
H3C16 TEMP
J H7A16 4 AIR
SW
1 419 H4H16 H4F16
P H4K16 H4G16
MT405 J IGN
2 RNF UNIT
H3G16 1 420
A405
P
H4D16 3
THERMOSTAT
A404 FUEL
6 9 FUEL HOUR METER VALVE
SHUT-OFF
91-21-40
4 7 H4G16N
M401
SPLICE H3F16
H5H16N 5 M
WITH KIT NO. 88476-002 ONLY
B
K436 CR436
H4J16N
A
Oct
Oct 5/16
PAGE
PAGE 52
1/18
Oct
PAGE 16
Oct 1/18
PAGE
1/18
H38B16
91-21-40
WOW RLY
K400 GND 107740 A 17
3 P 724 J 107889 NEW 17
9 108044 A 17
A 6 AIR H38B16 5 H38C16
(SEE SH 12) 6
H38A16
(SEE SH 12) H4E16 7 H4D16
B
8
NO. 1 GIA 1P605
H42C22
4
5 H38A16
H4E16 (107743)
OFF 6 NO. 2 GIA 2P605
16
16
1 AIR VALVE SW
2 DISCRETE IN 18A 3
MAINTENANCE MANUAL
H42A16
H4A16
3
with Garmin G1000/
NO
H4D16
C
Cabin Heat
G1000 NXi
H38C16
Effectivity
NO
H38D16
H36A16
HEATER RNF
HOUR METER
THERMOSTAT FUEL
M VENT VALVE
DUCT SW H38D16 6 BLOWER
+ H71A16N H41A16N
S404 H41B16N 5
CYCLING
(731-0004) 4 SW
GB2-J H42A16
HEATER
CB114 J 351B P H43A16 3
H43B16
15A CB114A16 1 H36A16 H71A16 2
P420 H43C16
H37A22N 1 RAM
SHUT-OFF H4A16
RNF
AIR
VALVE SW
J419
GB2-H
OVER TEMP IGNIT
FUEL SW UNIT
PUMP
RNF
COMBUSTION
M
BLOWER
107740 A 18
108044 NEW 18
AIR
CONDITION COMP PWR
BUS 15A
AC26B8 EVAP PWR
CB104 AIR COND (POS)
7.5A PE
COND PWR YELLOW
AC27A8N CONTROL INPUT
Kelly Aerospace Air Conditioning STC (Optional)
(GND) WHITE
TACH OUT
10A BLUE
GROUND
POSITIVE RED
BLOWER CONDENSER FAN
CONTROLLER 1 2 CONDENSER FAN
TERMINAL STRIP
P2 PIN1 CONDENSER
K16 FAN
CONT PWR
1A
B3 P1 PIN1 P2 PIN2
RELAY
P1 PIN2 P3 PIN1
B1 3 4
MAINTENANCE MANUAL
A3 P3 PIN2
PA-44-180, SEMINOLE
COMPRESSOR
A1 ASSEMBLY
MASTERFLUX
1P604 X1 THERMAL
NO. 1 GIA A OVERLOAD
4496347 and up
ANNUNCIATE *8 31 AC31B22 1
X2 2
Effectivity
LOGIC RELAY
Figure 1
2P604 B C
NO. 2 GIA
ANNUNCIATE *8 31 AC31A22
1
POSITIVE "+"NEGATIVE "-" "A" "B" "C" 2
J1 P2 J2 CONNECTOR "F"
A1235 CLIMATE CONTROL PANEL FAN
AC1D22 3 3 3 ON/OFF CONNECTOR
AC SWITCH * "A" 4 AC4A22
4 4 4 ON/0FF GROUND 1
AC SWITCH * "B" 5 AC5A22
28 VDC POWER INPUT "HIGH" (CH "A" BUS) 1 AC1E22 5 5 12 VOLT 2
AC1A22 100ma OUT
28 VDC POWER INPUT "HIGH" (CH "B" EXT) 2 AC2A22
EVAPORATOR SPEED SET POINT (0 TO 10 VDC) 7 AC7A22 6 6
MASTERFLUX SPEED SETPOINT (0-8 VDC) 23 AC23A22 7 7 7 SPEED CONTROL
FAULT SIGNAL INPUT 8 AC8A22 8 8 8 FAULT
RS-232 TRANSMIT 16 AC16A22WHT 10 10 1 N/C (CURRENT DRAW)
RS-232 RECEIVE 17 AC16A22BLU 11 11 2 N/C (GROUND)
RS-232 SHIELD 19 AC19A22 14 14 5 N/C (TACH OUT)
91-21-50
AC24A22 (JUMPER)
GB15-R
DIMMER SWITCH
"LB1" M AC10B22
Oct 1/18
PAGE 1
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
PAGE 2
Oct 5/16 91-21-50 9121502
9122101
K17 DETAIL
R INSTRUMENT PANEL
1
GB5A-A 9
J553 (SEE 91-24-60, FIGURE 1, SHEET 2) 5
W W
1 JB5-C (SEE 91-24-60, FIGURE 1, SHEET 5) 2
B B
2 JB5-L (SEE 91-24-60, FIGURE 1, SHEET 5) 10
GB5A-B 6
CIRCUIT (SEE 91-24-60, FIGURE 1, SHEET 2)
BREAKER 3
PANEL ASSY GB5A-H (SEE 91-24-60, FIGURE 1, SHEET 2) 11
7
4
CB9 K17 18RED 5
W W
JB4-G (SEE 91-24-60, FIGURE 1, SHEET 4) 12
B B
GB3-R 6 JB4-R (SEE 91-24-60, FIGURE 1, SHEET 4) 8
(SEE 91-24-60, GB5A-C
FIGURE 1, SHEET 2) (SEE 91-24-60, FIGURE 1, SHEET 2) 13
GB5A-J (SEE 91-24-60, FIGURE 1, SHEET 2)
14
MAINTENANCE MANUAL
K17 (REF)
W
9
System 55X Autopilot
B
10
GB5A-D
(SEE 91-24-60, FIGURE 1, SHEET 2)
PRIMARY
FLIGHT
GB5A-E
P732
DISPLAY
(KHU-17D16-24)
13
GB5A-F
(SEE 91-24-60, FIGURE 1, SHEET 2)
K17
91-22-10
(1N4005 DIODE)
C
TO
with Avidyne Entegra
W
A SHEET 2
TO SHEET 2 B
B
101827 C SHT 17
Effectivity
Oct
Oct 5/16
PAGE 12
1/18
Oct
PAGE 12
Oct 1/18
PAGE
W W
ALT ENGAGE 20 76 DISCRETE OUTPUT 3
B B
ALT SELECT 21 18 DISCRETE OUTPUT 4
W W
G/S FLAG + 1 37 DISCRETE OUTPUT 1
B B
G/S FLAG - 2 36 GND
MAINTENANCE MANUAL
30 SHLD GND
P551
P552
P551
21 SHLD GND
W W
L-R +RT 30 24 ANALOG OUTPUT 5
B B
L-R +LT 31 23 ANALOG GND
SHLD GND 45
W W
DC HDG HI 28 26 ANALOG OUTPUT 2
B B
HDG RETURN 29 27 ANALOG GND
W W
9122102
DC CRS HI 11 B
40 ANALOG OUTPUT 3
B
CRS RETURN 12 41 ANALOG GND
SHLD GND 44
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
TRIM MASTER SW
101827 E 18
2
5 7
1 4
11
SYSTEM 55X A/P P552
(P554) 9 8 10
TRIM INTERRUPT 14 WHT 8
MAN TRIM -DN 15 BLU 9
MAN TRIM +UP 16 ORG 5 TRIM MASTER
CWS GND 6 WHT 6
CWS 5 BLU 2
SHLD GND 46 11
1 2 3
(SEE 91-24-60, FIGURE 1, SHEET 1) GB3A-H BLK 3 6
RED 7
4
5
9
8 11 12
A/P
MASTER SWITCH
(REF)
WHT
BLK
1 A 4 CIRCUIT
A A BREAKE
PANEL
2 5
RED TRIM
A B RED TRIM
A/P ON TO CIRCUIT
3 B 6 3 BREAKER
2 PANEL
RED (NEXT SHEET)
RED A/P
1 FD S551
3 PLCS 6
5
P551
A/P DISCONNECT 17
A/P A+ 34
LIGHTS 15 BLU LB1-F (SEE 91-24-60, FIGURE 1, SHEET 7)
(SEE 91-24-60, FIGURE 1
AIRFRAME GND 35 BLK GB5A-R (SEE 91-24-60, FIGURE 1, SHEET 2)
RATE GYRO TACH 5 WHT
RATE GYRO REF 6 BLU
RATE GYRO SIG 24 ORG
SHLD GND 41 C C
PITCH SOLENOID 20 WHT
PITCH SOL GND 2 BLU
PITCH MOTOR 21 ORG
PITCH MOTOR 3 GRN
TRIM SW DN 4 WHT
TRIM SW UP 22 BLU
TRIM SW COM 23 ORG
SHLD GND 40
ROLL MOTOR 1 WHT
ROLL SOLENOID 18 BLU
ROLL MOTOR 19 ORG
ROLL SOL GND 36 GRN
SHLD GND 39 P556
TRANSDUCER GND 16 WHT
10 VDC 33 BLU 23
TRANSDUCER SIGNAL 50 ORG 24
SHLD GND 46 22
25
PAGE 4
Oct 5/16 91-22-10 9122104
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
1 4
11
YEL 3
(P554) 9 8 10 12 GRN 2
BLU 1
8 P564
9
5 TRIM MASTER SWITCH (EATON) TRIM MONITOR
6 P555
2 P565
11
1 2 3 4 YEL 3 WHT 2 TRIM PWR IN
BLK 3 6 GRN 2 BLU 4 TRIM LAMP
RED 7 BLU 1 ORG 9 LAMP PWR
4
5 7 BLK 3 GRN 7 FAIL LAMP
9 RED 2 BLK GB5A-N (SEE 91-24-60, FIGURE 1, SHEET 2) 12 SHLD GND
ORN 1 RED
8 11 12 10 J564
WHT 9
BLU 12
ORG 13
14
WHT 1
BLU 2
ORG 3
GRN 4
P556 5
23
24
22
25
J556
P559
101827 NEW 19
16 WHT 1
17 BLU 2
18 ORG 3
19 GRN 4
20 9 TRIM SERVO
P569
27 WHT 1
28 BLU 2
29 3 FLAP POT
J557
23 WHT 2
24 BLU 3
22 ORG 1 TRANSDUCER
25
P561
10 WHT 1
7 BLU 2
8 ORG 4
11 GRN 3
PITCH SERVO
9 WHT 8
12 BLU 6
13 ORG 7
14 9
P562
1 WHT 3
2 BLU 1
3 ORG 4
4 GRN 2
5 9 ROLL SERVO
PAGE 6
Oct 5/16 91-22-10 9122106
PIPER AIRCRAFT, INC.
PA-44-180, SEMINOLE
MAINTENANCE MANUAL
FD LOGIC 4 9 FD ENABLE IN
ROLL STEERING SIG 12 WHT 35 FD ROLL RIGHT
SIGNAL REFERENCE 29 BLU 34 FD ROLL LEFT
PITCH STEERING SIG 13 WHT 15 FD PITCH UP
SIGNAL REFERENCE 7 BLU 16 FD PITCH DOWN
SHIELD GND 45
1P6203
ROLL STEERING 429 A 36 WHT 1 ARINC 429 OUT 2A
ROLL STEERING 429 B 37 BLU 23 ARINC 429 OUT 2B
SHIELD GND 43
ALT ENGAGE SIG 20 WHT 33 RS-485 3B
ALT SELECT CONTROL 21 BLU 11 RS-485 3A
SHIELD GND 49
MAINTENANCE MANUAL
G/S FLAG + 1 58 VERTICAL + FLAG OUT
PA-44-180, SEMINOLE
Figure 2 (Sheet 1 of 2)
WHT
TRIM MASTER SWITCH
46 CB-335
**
BLK
SHLD GND 2 5
PITCH TRIM BLK 3 (BOTTOM VIEW)
11
FD ENABLE 8 (TO GB3-P) 7 3 B 6
A B
P551 A/P ON
RED 3 2
RED A/P CB-336
A/P DISCONNECT 17 1 FD AUTOPILOT
A/P A+ 34 RED
6 5
BLK
4 OFF (TO GB4-M)
S551 A/P
MASTER SWITCH 45 GPS SELECT
LOC SWITCH 49
GPS TRACK GAIN 32 46 ILS/GPS APPROACH
NAV FLAG + 13 WHT 54 LATERAL + FLAG OUT
14 BLU 55
NAV FLAG - LATERAL - FLAG OUT
L-R +RT 30 WHT 53 LATERAL + RIGHT OUT
L-R +LT 31 BLU 52 LATERAL + LEFT OUT
SHLD GND 45
DC HEADING HI 28 WHT 18 A/P HEADING ERROR HI
DC HEADING LO 29 BLU 40 A/P HEADING ERROR LO
9122108
MAINTENANCE MANUAL
BLU BLU 6 TRIM SOL
PA-44-180, SEMINOLE
ORG TRIM SERVO +UP
Figure 2 (Sheet 2 of 2)
ORG
System 55X Autopilot
P569
FLAP POT SIGNAL 28 WHT 27 27 WHT
FLAP POT
1
FLAP POT REF 30 BLU 28 28 BLU 2
SHLD GND 41 29 29 3
P562
ROLL MOTOR 1 WHT 1 1 WHT 3
ROLL SERVO
ROLL SOLENOID 18 BLU 2 2 BLU 1
ROLL MOTOR 19 ORG 3 3 ORG 4
36 GRN 4 4 GRN 2
ROLL SOL GND
with Garmin G500
SHIELD GND 39 5 5 9
22 22
PAGE 9
15 1 15 1
NAS1149CN832R WASHER A/R SLEEVE A/R
30
44 16 3044 16 MS35338-42 WASHER A/R
31 31
340P2 340P1 MS35206-242 SCREW A/R
OR
DETAIL B TERMINAL A/R
MS35206-243 SCREW A/R
(REAR CONNECTOR VIEW)
DETAIL C
(SHIELD BLOCK GROUND INSTALLATION)
NOTE: 2 SHIELDS PER RING TERMINAL SLEEVE A/R
2 LUGS PER SCREW HOLE, MAX
CONFIGURATION
MAINTENANCE MANUAL
MODULE
T2
YEL 3
GRN 2 NAS1149CN832R WASHER A/R
Figure 3
(NON-AUTOPILOT)
DETAIL G
(PILOT CONTROL WHEEL)
91221011
TURN COORD
CB303 P558
P551 J 350DP TURN COORDINATOR
107440 NEW 37
55X A/P 5A CB303A22 9 C13A22 A 28VDC POWER
AUTOPILOT LIGHTS 15 L45A20 LB1-F (SH 22)
RATE GYRO TACH 5 C12A22WHT E GYRO TACH
RATE GYRO REF 6 C12A22ORN D SIGNAL REF
RATE GYRO SIGNAL 24 C12A22BLU C SIGNAL OUT
SHIELD GND 41 C14A22N B GROUND
AIRFRAME GROUND 35 C15A22N
GB5A-A
GB1A-A
P 556 J J557 PRESSURE TRANSDUCER
10VDC 33 C11A22WHT 24 C11B22WHT 3 POWER
TRANSDUCER GND 16 C11A22ORN 23 C11B22ORN 2 GND
TRANSDUCER SIGNAL 50 C11A22BLU 22 C11B22BLU 1 SIGNAL
SHIELD GND 46 25
MAINTENANCE MANUAL
C16A22GRN
PA-44-180, SEMINOLE
C17A22WHT
Figure 4 (Sheet 1 of 8)
System 55X Autopilot
P570
SHIELD GND 39 ROLL SERVO
ROLL MOTOR 19 C18A22WHT 3 C18B22WHT 4
ROLL MOTOR 1 C18A22BLU 1 C18B22BLU 3
ROLL SOLENOID 18 C18A22ORN 2 C18B22ORN 1
ROLL SOLENOID GND 36 C18A22GRN 4 C18B22GRN 2
5 9
P552
J560
SHIELD GND 40 FLAP POT
FLAP POT SIGNAL 28 C66A22WHT 27 C66B22WHT 1
FLAP POT REFERENCE 30 C66A22BLU 28 C66B22BLU 2
29 3
(107715-003)
91-22-10
FD ENABLE 8 C48A22
4 C NC
GB2A-A CWS SW
C NC S707
C28B22 7
C30A22 11
CWS GND 6 C33A22 6
1 2
CWS 5 C34A22 2
Effectivity
PAGE 11
Oct 5/16
Oct 5/16
PAGE 12
10 C16B22WHT 1
7 C16B22BLU 2
8 C16B22ORN 4
11 C16B22GRN 3
12 C17B22WHT 6
9 C17B22ORN 8
13 C17B22BLU 7
14 9
P559
20 TRIM SERVO
17 C19B22BLU 2
16 C19B22WHT 1
18 C19B22ORN 3
19 C19B22GRN 4
9
MAINTENANCE MANUAL
24 C11B22WHT 3 POWER
23 C11B22ORN 2 GND
22 C11B22BLU 1 SIGNAL
25
J560
FLAP POT
27 C66B22WHT 1
28 C66B22BLU 2
29 3
P570
ROLL SERVO
3 C18B22WHT 4
1 C18B22BLU 3
2 C18B22ORN 1
4 C18B22GRN 2
5 9
91221012
91221013
107740 NEW 38
MAINTENANCE MANUAL
P552
1P603
91-22-10
SHIELD 49
ALT SEL/BARO ALT (RS485 A) 21 C54A22WHT 4 RS-485 A
ALT SEL/BARO ALT (RS485 B) 20 C54A22BLU 6 RS-485 B
ROLL STEERING IN A 36 C55A22WHT 71 ARINC 429 OUT 1A
ROLL STEERING IN B 37 C55A22BLU 70 ARINC 429 OUT 1B
SHIELD 43
1P604
with Garmin G1000
C63A22 25 ANNUNCIATE* 2
C62A22
C64A22 6 ANNUNCIATE* 1
C56A22 10 DISCRETE IN 15
Effectivity
PAGE 13
Oct 5/16
Oct 5/16
PAGE 14
MAINTENANCE MANUAL
18 LATERAL DEV OUT +RIGHT
P552
System 55X Autopilot
1P603 *
SHIELD 49
ALT SEL/BARO ALT (RS485 A) 21 C54A22WHT 4 RS-485 A
ALT SEL/BARO ALT (RS485 B) 20 C54A22BLU 6 RS-485 B
ROLL STEERING IN A 36 C55A22WHT 71 MAIN ARINC 429 OUT 1A
ROLL STEERING IN B 37 C55A22BLU 70 MAIN ARINC 429 OUT 1B
SHIELD 43
1P604 *
C62A22
C63A22 25 ANNUNCIATE* 2
GPS ENABLE 38 C64A22 6 ANNUNCIATE* 1
91221014
TRIM COMMAND
107740 NEW 39 SW
P 554 J
S703
3
C31A22N 3 2
C32A22 4
1
GB2A-B AP DISC 6
TRIM INTRPT SW 5
S705
55X A/P C NC 4
P552 8
AUTOPILOT C NC
P 556 J (107715-003)
P559
MAINTENANCE MANUAL
20 TRIM SERVO
C25A22
GB2A-C
PITCH TRIM 6542
CB301 SONALERT
P 350D J
C22A22 C26A22N
C32A22 5 CB301A22 3A
Effectivity
PAGE 15
GB2A-E
Oct 5/16
Oct 5/16
PAGE 16
MAINTENANCE MANUAL
ROLL MOTOR 1 C18A22BLU 1
P552
J564
TRIM MASTER SW
SEE DETAIL A SH 7 3 C21A22WHT 2 TRIM POWER IN
M/W T1 2 C21A22BLU 4 TRIM LAMP
1 C21A22ORN 9 LAMP POWER
C21A22GRN 7 FAIL LAMP
(39229-2-14 CABLE ASSY.) 12 SHIELD GROUND
P565 6542
(39229-4-14 CABLE ASSY.) SONALERT
P (350D)
C26A22N C25A22 15 + HORN
91221016
1
M/W T2 2 C22A22 5 2 PL
3 C23A22N
GB2A-E C24A22N 10 AUTOTRIM GND
13 A/C GROUND
GB2A-C GB5A-B
91221017
107715 4 A
1 A 4 A-A-59551 WIRE
LB1 ACR-C-20-BLK-SPL TUBE
A L37A20
2 5
55X A/P
AUTOPILOT
3 B 6
A B
P551 AP MASTER SW
S551
3 P 350D
A/P A+ 34 C28A22 2
C27A22 6
A/P DISCONNECT 17 C30A22 C28B22 1
6
5
C49A22N
C48A22
4
MAINTENANCE MANUAL
GB2A-A
(101117-016)
(84549-8 ASSY CWS)
(84549-14 ASSY AP DISC & TRIM) PILOT TRIM
COMMAND SW
C31A22N
See Detail A & B S703
P554
on Sheet 8
GB2A-B 3
(350D) P 3 2
5 C32A22 4
1
P552 6
AP DISC 5
91-22-10
TRIM INTRPT SW
S705
FD ENABLE 8 C48A22 4
C NC
TRIM INTERRUPT 14 C37A22 C37A22 8
NC CWS SW
C S707
C28B22 C28B22 7
C30A22 C30A22 11
CWS GND 6 C33A22 C33A22 6
1 2
CWS 5 C34A22 C34A22 2
with Garmin G1000
CW6A22
NC
NO
NO
NC
CW2A22
DETAIL A
84549-008
MAINTENANCE MANUAL
NO
A/P DISCONNECT CW11A22 NC CW12A22 MAN TRIM INTERUPT
A/P A+ CW10A22 C CW4A22 MAN TRIM VOLTAGE
DETAIL B
91221018
84549-014
91221019
107889 NEW 37
108044 A 37
C5C22
5 C8A22BLU 4 CW4A22
S703 CW3A22 3 C14A22WHT
3 CW4A22 4 C14A22BLU C10A22WHT 8 CW12A22
2 C10A22BLU 2 CW2A22
1 CW12A22 8 C16A22WHT
2 C16A22BLU
6
5
MAINTENANCE MANUAL
4 2P604 1P604
GIA NO 2
with Garmin G1000/
1P603
6 C20A22WHT 5 SERVO RS 485 A
7 C20A22BLU 7 SERVO RS 485 B
8
12 C21A22WHT 4 SERVO RS 485 A
13 C21A22BLU 6 SERVO RS 485 B
14
LEVEL J 733 P
MODE
WHT 1 C25A22
BLU 2 C26A22N GB2A-E
3
(OPT 107869) TO/GA J 732 P
WHT 1 C12A22
PAGE
Oct 1/18
BLU C13A22N
PAGE19
2
3
(107275) GB5A-B
2
Oct 1/18
PAGE 1
107889 NEW 38
108044 A 38
20
P559 J553
PITCH TRIM SERVO
(GSA 80)
91-22-10
RS 485 1A J C21B22WHT 12
RS 485 1B T C21B22BLU 13
14
RS 485 2A S C18B22WHT 3
RS 485 2B E C18B22BLU 4
5
SERVO PROGRAM 1 H N/C
SERVO PROGRAM 2 G N/C
SERVO PROGRAM 3 F
STRAP GROUND U
POWER GROUND V C22A22N
PITCH TRIM
TO P350E-1 P 350D J CB301
SERVO ENABLE P C3J22 REF SH 29
AIRCRAFT POWER 1 N C2A22 5 CB301A22 3A
AUTOPILOT
CB302
PITCH SERVO P569 C1A22 6 CB302A22 5A
(GSA 80)
AIRCRAFT POWER 1 N C1D22 1
MAINTENANCE MANUAL
2
SERVO PROGRAM 1 H
STRAP GROUND U
with Garmin G1000/
Effectivity
RS 485 1B T
RS 485 2A S
RS 485 2B E
C19C22WHT
C19C22BLU
C20C22WHT
C20C22BLU
1 C27A22BLU 65 ANALOG IN 7 LO
12 XDUCER GROUND
91221021
107889 NEW 39
108044 A 39
P559 GIA # 1
PITCH TRIM SERVO 1P603
(GSA 80) RS 485 1A J C15B22WHT 4 SERVO RS 485 A
RS 485 1B T C15B22BLU 6 SERVO RS 485 B
RS 485 2A S C28B22WHT 5 SERVO RS 485 A
RS 485 2B E C28B22BLU 7 SERVO RS 485 B
SERVO PROGRAM 1 H N/C
SERVO PROGRAM 2 G N/C
SERVO PROGRAM 3 F
STRAP GROUND U
POWER GROUND V C31A22N 1P604
C30C22
J 554 P
MAINTENANCE MANUAL
CW10A22 7
TRIM INTRPT SW
GFC 700 Autopilot
Effectivity
C CW13A22 15
NO PILOT TRIM 1P605
COMMAND SW
CW3A22 3 C5A22WHT 39 DISCRETE IN* 3A
S704 CW4A22 4 C5A22BLU 40 DISCRETE IN* 4A
3
2
CW14A22 16 C7A22
1